Smart road in future
abdultayyebshabbir
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Mar 25, 2017
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About This Presentation
An ideal research paper on "Smart road in future".
Slide Content
SMART ROAD IN
FUTURE
By
Abdul Tayyeb Shabbir
Submitted To
Engr.Muhammad Umer Khan
(Asst.Prof.IBT)
A thesis
Submitted in partial fulfillment of the
requirements for the degree of Master of
Business Administration
to Office of Research, Innovation &
Commercialization
(ORIC), Institute of Business & Technology,
Karachi
Karachi, Pakistan
JANUARY, 2017
FUTURE
By
Abdul Tayyeb Shabbir
Submitted To
Engr.Muhammad Umer Khan
(Asst.Prof.IBT)
A thesis
Submitted in partial fulfillment of the
requirements for the degree of Master of
Business Administration
to Office of Research, Innovation &
Commercialization
(ORIC), Institute of Business & Technology,
Karachi
Karachi, Pakistan
JANUARY, 2017
Smart road in future
2
About
My name is Abdul Tayyeb Shabbir doing Bachelor of Science BS (Information Technology)
from Institute of Business and Technology, working as a programmer as a freelancer,
developed management based projects. Best skills in programming, habit of reading and
writing code to develop useful applications.
2
About
My name is Abdul Tayyeb Shabbir doing Bachelor of Science BS (Information Technology)
from Institute of Business and Technology, working as a programmer as a freelancer,
developed management based projects. Best skills in programming, habit of reading and
writing code to develop useful applications.
Smart road in future
3
Acknowledgement
First of all I would like thanks to Almighty Allah who helped and blessed me to complete my
research.
This research was supported by” Institute of Business And Technology”. I’ll thank our
Instructor” Engr. Mohammad Umer Khan” (Asst. Prof. IBT) who provided insight and
expertise that greatly assisted the research, although they may not agree with all of the
interpretations of methodology and conclusions of this paper.
I’ll thank my brother “Engr. Huzaifa Shabbir” student of PhD Computation Physics from
University of Vienna, Austria for assistance with particular technique, methodology and
deciding the topic of research. For comments that greatly improved the manuscript.
I would also like to show my gratitude to the Munira Ibrahim, Sakina Huzaifa, Yousuf
Fakhruddin and Ibrahim Burhanuddin for sharing their pearls of wisdom with me during the
course of this research, and I would thank 3 “anonymous” reviewers for their so-called
insights. We are also immensely grateful to (List names and positions) for their comments on
an earlier version of the manuscript, although any errors are our own and should not tarnish
the reputations of these esteemed persons.
3
Acknowledgement
First of all I would like thanks to Almighty Allah who helped and blessed me to complete my
research.
This research was supported by” Institute of Business And Technology”. I’ll thank our
Instructor” Engr. Mohammad Umer Khan” (Asst. Prof. IBT) who provided insight and
expertise that greatly assisted the research, although they may not agree with all of the
interpretations of methodology and conclusions of this paper.
I’ll thank my brother “Engr. Huzaifa Shabbir” student of PhD Computation Physics from
University of Vienna, Austria for assistance with particular technique, methodology and
deciding the topic of research. For comments that greatly improved the manuscript.
I would also like to show my gratitude to the Munira Ibrahim, Sakina Huzaifa, Yousuf
Fakhruddin and Ibrahim Burhanuddin for sharing their pearls of wisdom with me during the
course of this research, and I would thank 3 “anonymous” reviewers for their so-called
insights. We are also immensely grateful to (List names and positions) for their comments on
an earlier version of the manuscript, although any errors are our own and should not tarnish
the reputations of these esteemed persons.
Smart road in future
4
Abstract
The study examined the concepts and merits of “smart road in future” are that we shall
utilize every single resource to become road smart. The concept of smart road is the fusion
of technology it includes Information Technology (IT), Intelligent Transportation System (ITS)
include sensor base and detecting system, Health Monitoring System to caution accident in
the road, Electronic Digital Media to transfer information to road user, Smart energy
converter such as photovoltaic pavements to build road which convert solar energy to
electrical, radioactive elements for road marking which display in night, road divider concept
which increase the road usability, water proof roads for those area where monsoon season
is present whole year, use of Global Positioning System(GPS) to allocate road driver where
they are currently and where there go through Digital boards and Liquid Electronic Display
LED, use of Internet of Things (IoT) technology to build road smart, wireless vehicle
charging, use of friction to produce energy and frost protection and melting snow if we use
these technology to build road we can minimize all the problems related economy, energy,
time saving and health and road become smart.
4
Abstract
The study examined the concepts and merits of “smart road in future” are that we shall
utilize every single resource to become road smart. The concept of smart road is the fusion
of technology it includes Information Technology (IT), Intelligent Transportation System (ITS)
include sensor base and detecting system, Health Monitoring System to caution accident in
the road, Electronic Digital Media to transfer information to road user, Smart energy
converter such as photovoltaic pavements to build road which convert solar energy to
electrical, radioactive elements for road marking which display in night, road divider concept
which increase the road usability, water proof roads for those area where monsoon season
is present whole year, use of Global Positioning System(GPS) to allocate road driver where
they are currently and where there go through Digital boards and Liquid Electronic Display
LED, use of Internet of Things (IoT) technology to build road smart, wireless vehicle
charging, use of friction to produce energy and frost protection and melting snow if we use
these technology to build road we can minimize all the problems related economy, energy,
time saving and health and road become smart.
Smart road in future
5
Table of Contents
S.NO. DESCRIPTION PAGE
NO
1. About………………………………………………………… 1
2. Acknowledgements.………………………………… …………. 2
3. Abstract…………… …………………………………… ………. 3
4. List of Tables…………………………………………… ……… 5
5. List of Figures.………………………………………… ………. 6
6. Chapter 1: Introduction……………………… …………………
1.1 Objective…….…………………………..........................
1.2 Overview…………………………………………………..
1.2.1 Structure of Smart Road……………………………
1.3 Problem statement…………… ……………… …………..
1.3.1Traffic congestion…………………………………….
1.3.2 Road material………………………………………..
1.3.3 Energy usability……………………………………...
1.3.4 Road lightening………………………………………
1.3.5 System improvement………………………………..
1.4 Hypothesis……………………………………………..… ..
1.4.1………………………………………………………….
1.4.2………………………………………………………….
1.4.3………………………………………………………….
1.4.4………………………………………………………….
1.4.5………………………………………………………….
1.4.6………………………………………………………….
1.4.7………………………………………… ……………….
1.4.8………………………………………………………….
1.5 Outline of the Study…………………… ………………….
1.6 Definitions…..…………………………………… ………...
1.6.1 Intelligent transportation systems (ITS)……………
1.6.2 Photovoltaic pavements……………………………..
1.6.3 Piezoelectric…………………………………………..
1.6.4 Structural Health monitoring………………………...
1.6.5 Dynamic Paints…………………………………….....
1.6.6 Ecofriendly…………………………………………….
1.6.7 Frost protection System……………………………...
1.6.8 Internet of Things……………………………………..
1.6.9 Electronic billboards………………………………….
7-18
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7. Chapter 2: Literature Review…………………… ………………
(Note: Hypothesis(es) of the study should be developed and
formulated after the extensive literature review in the Chapter 2)
19-33
5
Table of Contents
S.NO. DESCRIPTION PAGE
NO
1. About………………………………………………………… 1
2. Acknowledgements.………………………………… …………. 2
3. Abstract…………… …………………………………… ………. 3
4. List of Tables…………………………………………… ……… 5
5. List of Figures.………………………………………… ………. 6
6. Chapter 1: Introduction……………………… …………………
1.1 Objective…….…………………………..........................
1.2 Overview…………………………………………………..
1.2.1 Structure of Smart Road……………………………
1.3 Problem statement…………… ……………… …………..
1.3.1Traffic congestion…………………………………….
1.3.2 Road material………………………………………..
1.3.3 Energy usability……………………………………...
1.3.4 Road lightening………………………………………
1.3.5 System improvement………………………………..
1.4 Hypothesis……………………………………………..… ..
1.4.1………………………………………………………….
1.4.2………………………………………………………….
1.4.3………………………………………………………….
1.4.4………………………………………………………….
1.4.5………………………………………………………….
1.4.6………………………………………………………….
1.4.7………………………………………… ……………….
1.4.8………………………………………………………….
1.5 Outline of the Study…………………… ………………….
1.6 Definitions…..…………………………………… ………...
1.6.1 Intelligent transportation systems (ITS)……………
1.6.2 Photovoltaic pavements……………………………..
1.6.3 Piezoelectric…………………………………………..
1.6.4 Structural Health monitoring………………………...
1.6.5 Dynamic Paints…………………………………….....
1.6.6 Ecofriendly…………………………………………….
1.6.7 Frost protection System……………………………...
1.6.8 Internet of Things……………………………………..
1.6.9 Electronic billboards………………………………….
7-18
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18
7. Chapter 2: Literature Review…………………… ………………
(Note: Hypothesis(es) of the study should be developed and
formulated after the extensive literature review in the Chapter 2)
19-33
Smart road in future
6
8. Chapter 3: Research Methods…………………… ……………..
3.1 Method of Data Collection…………………………… ……
3.2 Sampling Technique……………………………… ………..
3.2.1 Human processing capabilities………………………..
3.2.1.1 A methodological issue in design choice………..
3.2.1.2 A smart methodological design decisions………
3.3 Sample size……………………………………………….
3.3.1 A driver’s workload and the trade-offs technology….
3.4 Instrument of Data Collection (if applicable)……………..
3.4.1 Ergonomic principles of drivers…………………..
3.4.2 Validity and Reliability test……………………….
3.5 Research Model developed……………… …………… …..
3.6 Statistical Technique……………………………………….
34-41
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9. Chapter 4: Results………………………………………………
4.1 Findings and Interpretation of the results………………………
4.2 Hypotheses Assessment Summary…………………… ……….
4.2.1 Optimal environmental integration and energy efficiency..
4.2.2 Optimal service quality…………………………...................
4.2.3 Economic sustainability………………………………………
4.2.4 Improved safety……………………………………………….
4.2.5 Coverage of externalities…………………………………….
4.2.6 Assurance of regional cohesion…………………………….
4.2.7 Focus on co-modality………………………………………...
4.2.8 Adaptability of services offered……………………………..
4.2.9 Social commitment…………………………………………..
4.2.10 Economic contribution………………………………………
4.2.11 Technology and innovation……………………………......
42-45
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.
Chapter 5: Discussions, Conclusion, Policy Implications and
Future Research.........................................................
5.1 Discussions.…………………………………… ……………….
5.1.1 Reliability.…………………………………… ……………….
5.1.2 Safety.…………………………………… ……………….
5.1.3 Security.…………………………………… ……………….
5.1.4 Comfort.…………………………………… ……………….
5.1.5 Modernity.…………………………………… ……………….
5.1.6 Freedom.…………………………………… ……………….
5.2 Conclusion …………………………...………………… ………
5.3 Policy Implications……………..………… .…………… ………
5.4 Future Research…………………………..……………… ……
45-49
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11. References………… …………………………………………….. 50
12. Appendix…………… ……………………………………………
6
8. Chapter 3: Research Methods…………………… ……………..
3.1 Method of Data Collection…………………………… ……
3.2 Sampling Technique……………………………… ………..
3.2.1 Human processing capabilities………………………..
3.2.1.1 A methodological issue in design choice………..
3.2.1.2 A smart methodological design decisions………
3.3 Sample size……………………………………………….
3.3.1 A driver’s workload and the trade-offs technology….
3.4 Instrument of Data Collection (if applicable)……………..
3.4.1 Ergonomic principles of drivers…………………..
3.4.2 Validity and Reliability test……………………….
3.5 Research Model developed……………… …………… …..
3.6 Statistical Technique……………………………………….
34-41
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35
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35
35
36
37
38
38
39
40
41
9. Chapter 4: Results………………………………………………
4.1 Findings and Interpretation of the results………………………
4.2 Hypotheses Assessment Summary…………………… ……….
4.2.1 Optimal environmental integration and energy efficiency..
4.2.2 Optimal service quality…………………………...................
4.2.3 Economic sustainability………………………………………
4.2.4 Improved safety……………………………………………….
4.2.5 Coverage of externalities…………………………………….
4.2.6 Assurance of regional cohesion…………………………….
4.2.7 Focus on co-modality………………………………………...
4.2.8 Adaptability of services offered……………………………..
4.2.9 Social commitment…………………………………………..
4.2.10 Economic contribution………………………………………
4.2.11 Technology and innovation……………………………......
42-45
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10
.
Chapter 5: Discussions, Conclusion, Policy Implications and
Future Research.........................................................
5.1 Discussions.…………………………………… ……………….
5.1.1 Reliability.…………………………………… ……………….
5.1.2 Safety.…………………………………… ……………….
5.1.3 Security.…………………………………… ……………….
5.1.4 Comfort.…………………………………… ……………….
5.1.5 Modernity.…………………………………… ……………….
5.1.6 Freedom.…………………………………… ……………….
5.2 Conclusion …………………………...………………… ………
5.3 Policy Implications……………..………… .…………… ………
5.4 Future Research…………………………..……………… ……
45-49
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11. References………… …………………………………………….. 50
12. Appendix…………… ……………………………………………
7
S.No. TABLE(S) Page
Number
1. 1.1 Level of Headings 2
2. 2.1 Basic Citations Styles 4
3. 1.3.5 System Improvement 12
S.No. TABLE(S) Page
Number
1. 1.1 Level of Headings 2
2. 2.1 Basic Citations Styles 4
3. 1.3.5 System Improvement 12
Smart road in future
8
S.No. FIGURE(S) Page
Number
1 1.3.1 Traffic Congestion 11
2 1.4.1 Lane divider concept 13
3 1.4.5 Intelligent lightning system 14
4 1.6.2 Photovoltaic pavement 15
5 1.6.3 Piezoelectric device 16
6 1.6.5 Dynamic paints 17
7 1.6.9 Digital billboards 18
8 5.1 Discussion 49
8
S.No. FIGURE(S) Page
Number
1 1.3.1 Traffic Congestion 11
2 1.4.1 Lane divider concept 13
3 1.4.5 Intelligent lightning system 14
4 1.6.2 Photovoltaic pavement 15
5 1.6.3 Piezoelectric device 16
6 1.6.5 Dynamic paints 17
7 1.6.9 Digital billboards 18
8 5.1 Discussion 49
Smart road in future
9
Chapter 1: Introduction
The study examines smart road in future is that when we look at highways and roads, why it is
so much time, money and energy spent on cars and traffic management system. But the actual
roads themselves are still stuck in the middle ages. We are in 20
th
century where all things have
capabilities to become smart for e.g. phones become smart phones, vehicle becomes smart
vehicle. We work out on vehicle to become smart vehicle but it is not necessary that every
vehicle is smart. If we make road smart every vehicle became smart by itself. The energy will
also be consumed and economically we will save a lot of money.
Smart highway and smart road are terms for a number of different proposals to incorporate
technologies into roads for generating solar energy, for improving the operation of autonomous
cars, for lighting, uses of digital media to transfer information’s, use of Global Positioning
System (GPS) for allocate driver where they are by digital media, Road Dividing concept and for
monitoring the condition of the road. The smart road concepts not only works on particular
conditions it purpose is to utilize every single resource and give maximum output. This concept
also reduces these outcomes by using of technologies.
The potential of connecting, smart roads is huge. Not only will they keep us safe by regulating
the speed of our vehicles and implementing warning systems but also transmit real time data
and share information across the network, making it simpler and quicker to get around, to find
destination as well as location, reusability of road maximum by road dividing concept, to
commute effectively and communicate with each other.
New developments in road construction use different technologies in a myriad of ways.
Technologies like water-absorbing and silent asphalt, or intelligent traffic light systems, improve
a road’s ability to fulfill its current function, namely: enabling transportation in the most secure
and comfortable way. But next to these improvements, another branch of innovative technology
has been created - technologies that not only enhance the current functionality of a road, but
add a new aspect or even a whole new function to it. These ‘smart-road technologies’ make use
of principles and materials that are not a necessity to construct a road (like asphalt is), but are
used in many settings, (like solar panels). The road becomes smart by integrating technologies,
previously used in other contexts, in order to add a new function or enhance the driving
experience. Three examples of these smart road technologies are solar roads, paint-related
technologies and charging lanes. They will be the object of investigation in this magazine,
because they are currently in the furthest state of development and can have an enormous
impact on society in several different ways. In order to have a solid base for further analysis, the
smart-road technologies will be now introduced in regard to their function and then explained in
detail in subsequent chapters.
1.1 Objective
9
Chapter 1: Introduction
The study examines smart road in future is that when we look at highways and roads, why it is
so much time, money and energy spent on cars and traffic management system. But the actual
roads themselves are still stuck in the middle ages. We are in 20
th
century where all things have
capabilities to become smart for e.g. phones become smart phones, vehicle becomes smart
vehicle. We work out on vehicle to become smart vehicle but it is not necessary that every
vehicle is smart. If we make road smart every vehicle became smart by itself. The energy will
also be consumed and economically we will save a lot of money.
Smart highway and smart road are terms for a number of different proposals to incorporate
technologies into roads for generating solar energy, for improving the operation of autonomous
cars, for lighting, uses of digital media to transfer information’s, use of Global Positioning
System (GPS) for allocate driver where they are by digital media, Road Dividing concept and for
monitoring the condition of the road. The smart road concepts not only works on particular
conditions it purpose is to utilize every single resource and give maximum output. This concept
also reduces these outcomes by using of technologies.
The potential of connecting, smart roads is huge. Not only will they keep us safe by regulating
the speed of our vehicles and implementing warning systems but also transmit real time data
and share information across the network, making it simpler and quicker to get around, to find
destination as well as location, reusability of road maximum by road dividing concept, to
commute effectively and communicate with each other.
New developments in road construction use different technologies in a myriad of ways.
Technologies like water-absorbing and silent asphalt, or intelligent traffic light systems, improve
a road’s ability to fulfill its current function, namely: enabling transportation in the most secure
and comfortable way. But next to these improvements, another branch of innovative technology
has been created - technologies that not only enhance the current functionality of a road, but
add a new aspect or even a whole new function to it. These ‘smart-road technologies’ make use
of principles and materials that are not a necessity to construct a road (like asphalt is), but are
used in many settings, (like solar panels). The road becomes smart by integrating technologies,
previously used in other contexts, in order to add a new function or enhance the driving
experience. Three examples of these smart road technologies are solar roads, paint-related
technologies and charging lanes. They will be the object of investigation in this magazine,
because they are currently in the furthest state of development and can have an enormous
impact on society in several different ways. In order to have a solid base for further analysis, the
smart-road technologies will be now introduced in regard to their function and then explained in
detail in subsequent chapters.
1.1 Objective
Smart road in future
10
The objective of this study is that we can use maximum technology to make road smart the
following technology enhance the feature of road.
To increase the road usability.
Smart energy converter to produce energy by law of conservation of energy principle.
Improvement of lighting in road which saves a lot of energy and money.
To make road smart by the usage of technology.
To develop eco-friendly road.
To build safety precaution system.
Use of digital media to transfer information.
1.2 Overview
The purpose of Smart Highway Road and Development (R&D) research is to develop safer and
more convenient highways by means of converging the highly advanced road technologies, IT
communication technologies and automobile technologies for the next generation. For 7 years
from October 2007 to July 2014, approximately 400 researchers from 68 institutes have been
participating in the project with the total budget of 80 million USD under the slogan: "World Best
Smart Highway".
The highways of the future won’t be fully functional without the ability to interact with vehicles
(and drivers) and the capability to adapt to environmental conditions. Vehicle-to-vehicle (V2V)
and vehicle-to-infrastructure (V2I) technologies are currently being tested by the U.S DOT’s
Intelligent Transportation Systems program, as well as by some firms in Europe.
1.2.1 Structure of Smart Road
Smart Highway project is composed with the road technology part in the hardware field, the
intellectual technology parts, such as communicational traffic management technologies and
automotive technologies, and the verification part for commercialization.
The road technology part is to realize the core values of Smart Highway so they develop eco-
friendly technologies like innovative sound absorbing wall, water proof roads, wind powered and
solar powered facilities. Also, it includes the R&D projects to minimize traffic accidents by
means of enhancing visible distance in foggy weather and preventing or melting freezing loads.
The communicational traffic management part develops smart communication system and
traffic management system that enables two-way communication. Thus, it includes Smart-I that
detects unexpected incidents in roads and notify the drivers on the roads. Furthermore, they
develop multi-used base station and terminals that accept various protocols like WAVE
(Wireless Access in Vehicular Environments). The Smart Tolling system is being developed for
non-stop and multi-lane based electronic toll collection, which will be able to replace the current
Hi-Pass system. It include lane divider concept which increase the road usability while using
highway roller barrier system with the fusion of lane divider it will increase usability as well as
safety hazard. The automotive R&D part is to realize safe driving environment by connecting
roads and vehicles so the researchers develop the radar technologies to detect road conditions
10
The objective of this study is that we can use maximum technology to make road smart the
following technology enhance the feature of road.
To increase the road usability.
Smart energy converter to produce energy by law of conservation of energy principle.
Improvement of lighting in road which saves a lot of energy and money.
To make road smart by the usage of technology.
To develop eco-friendly road.
To build safety precaution system.
Use of digital media to transfer information.
1.2 Overview
The purpose of Smart Highway Road and Development (R&D) research is to develop safer and
more convenient highways by means of converging the highly advanced road technologies, IT
communication technologies and automobile technologies for the next generation. For 7 years
from October 2007 to July 2014, approximately 400 researchers from 68 institutes have been
participating in the project with the total budget of 80 million USD under the slogan: "World Best
Smart Highway".
The highways of the future won’t be fully functional without the ability to interact with vehicles
(and drivers) and the capability to adapt to environmental conditions. Vehicle-to-vehicle (V2V)
and vehicle-to-infrastructure (V2I) technologies are currently being tested by the U.S DOT’s
Intelligent Transportation Systems program, as well as by some firms in Europe.
1.2.1 Structure of Smart Road
Smart Highway project is composed with the road technology part in the hardware field, the
intellectual technology parts, such as communicational traffic management technologies and
automotive technologies, and the verification part for commercialization.
The road technology part is to realize the core values of Smart Highway so they develop eco-
friendly technologies like innovative sound absorbing wall, water proof roads, wind powered and
solar powered facilities. Also, it includes the R&D projects to minimize traffic accidents by
means of enhancing visible distance in foggy weather and preventing or melting freezing loads.
The communicational traffic management part develops smart communication system and
traffic management system that enables two-way communication. Thus, it includes Smart-I that
detects unexpected incidents in roads and notify the drivers on the roads. Furthermore, they
develop multi-used base station and terminals that accept various protocols like WAVE
(Wireless Access in Vehicular Environments). The Smart Tolling system is being developed for
non-stop and multi-lane based electronic toll collection, which will be able to replace the current
Hi-Pass system. It include lane divider concept which increase the road usability while using
highway roller barrier system with the fusion of lane divider it will increase usability as well as
safety hazard. The automotive R&D part is to realize safe driving environment by connecting
roads and vehicles so the researchers develop the radar technologies to detect road conditions
Smart road in future
11
like freezing, hydroplaning, fallen objects and to warn drivers about them. Also, they develop
lane departure warning system that uses highly precise GPS (DGPS: Differential Global
Positioning System) and they develop the automatic vehicle control system for emergencies. It
includes digital media such as electronic board to transfer information to road user. Lastly, in the
verification part, they establish and maintain the test site in order to verify the results of studies
and to promote them to the public. Therefore, they can adopt the outputs of R&D to the existing
roads and verify the performance. Also they are inspecting system checks for development
technology as well as conducting technology demonstration aimed at specialist in related
institutions, societies and media organizations.
1.3 Problem Statement
The issues which we are facing now a day on road is that;
1.3.1 Traffic congestion
As the daily traffic on a bridge increases over time, bridge authorities must find a way to
increase the capacity of the bridge to match the traffic flow. New construction is extremely
expensive, and often times it is not even an option. The cost-effective and expedited method of
increasing bridge capacity is to create a managed lanes facility where the lane configuration of
the bridge is flexible and additional lanes are made available to the peak traffic direction. This
can be done with cones and overhead lights, but crossover accidents will occur, causing serious
injuries and fatalities.
1.3.2 Road Material
We have mile after mile of asphalt pavement around the country, and in the summer it absorbs
a great deal of heat, warming the roads up to 140 degrees [Fahrenheit] or more," said K. Wayne
Lee, a professor of civil and environmental engineering at the University of Rhode Island (URI)
and the leader of the joint project. "If we can harvest that heat, we can use it for our daily use,
save on fossil fuels, and reduce global warming.
Figure 1.3.1 according to traffic
congestion.
11
like freezing, hydroplaning, fallen objects and to warn drivers about them. Also, they develop
lane departure warning system that uses highly precise GPS (DGPS: Differential Global
Positioning System) and they develop the automatic vehicle control system for emergencies. It
includes digital media such as electronic board to transfer information to road user. Lastly, in the
verification part, they establish and maintain the test site in order to verify the results of studies
and to promote them to the public. Therefore, they can adopt the outputs of R&D to the existing
roads and verify the performance. Also they are inspecting system checks for development
technology as well as conducting technology demonstration aimed at specialist in related
institutions, societies and media organizations.
1.3 Problem Statement
The issues which we are facing now a day on road is that;
1.3.1 Traffic congestion
As the daily traffic on a bridge increases over time, bridge authorities must find a way to
increase the capacity of the bridge to match the traffic flow. New construction is extremely
expensive, and often times it is not even an option. The cost-effective and expedited method of
increasing bridge capacity is to create a managed lanes facility where the lane configuration of
the bridge is flexible and additional lanes are made available to the peak traffic direction. This
can be done with cones and overhead lights, but crossover accidents will occur, causing serious
injuries and fatalities.
1.3.2 Road Material
We have mile after mile of asphalt pavement around the country, and in the summer it absorbs
a great deal of heat, warming the roads up to 140 degrees [Fahrenheit] or more," said K. Wayne
Lee, a professor of civil and environmental engineering at the University of Rhode Island (URI)
and the leader of the joint project. "If we can harvest that heat, we can use it for our daily use,
save on fossil fuels, and reduce global warming.
Figure 1.3.1 according to traffic
congestion.
Smart road in future
12
1.3.3 Energy usability
Innowattech is the company which is use to work on road management according to that;
According to Innowattech (in fact, it should be common knowledge) massive amounts of
mechanical energy go waste when millions of vehicles move on the roads. The piezoelectric
generators harvest that energy and save them in roadside batteries that can be used by people.
This process is also known as Parasitic Energy harvesting.
1.3.4 Road Lighting
The lighting requirements on main roads are very high. Light should make traffic safer for
everyone. In addition, road luminaires improve orientation, make the course of the road visible
from far away and emphasize hazardous areas.
1.3.5 System improvement
The transportation industry is associated with high maintenance costs, disasters, accidents,
injuries and loss of life. Hundreds of thousands of people across the world are losing their lives
to car accidents and road disasters every year. According to the National Safety Council, 38,300
people were killed and 4.4 million injured on U.S. roads alone in 2015.
Table 1.3.5 System improvement
12
1.3.3 Energy usability
Innowattech is the company which is use to work on road management according to that;
According to Innowattech (in fact, it should be common knowledge) massive amounts of
mechanical energy go waste when millions of vehicles move on the roads. The piezoelectric
generators harvest that energy and save them in roadside batteries that can be used by people.
This process is also known as Parasitic Energy harvesting.
1.3.4 Road Lighting
The lighting requirements on main roads are very high. Light should make traffic safer for
everyone. In addition, road luminaires improve orientation, make the course of the road visible
from far away and emphasize hazardous areas.
1.3.5 System improvement
The transportation industry is associated with high maintenance costs, disasters, accidents,
injuries and loss of life. Hundreds of thousands of people across the world are losing their lives
to car accidents and road disasters every year. According to the National Safety Council, 38,300
people were killed and 4.4 million injured on U.S. roads alone in 2015.
Table 1.3.5 System improvement
Smart road in future
13
The related costs — including medical expenses, wage and productivity losses and property
damage — were estimated at $152 billion. And this doesn’t account for general maintenance
and repairs costs of the road and highway systems, which earmark billions of dollars of public
funds every year — and are still underfunded.
1.3.5 Environmental Hazard
For many years, because of disparate missions, it was thought that the environmental and
transportation communities could not coexist and that their relationships were destined to
always be adversarial. In the planning, design and construction of highways, Departments of
Transportation have to address hundreds of local, state and federal environmental regulations.
Likewise, protecting and restoring environmental quality, such as water quality, and
environmental services, can be affected by the construction of transportation and other public
infrastructure. These competing missions can result in the delay of both construction of needed
public infrastructure and the protection and restoration of essential environmental resources.
However, the increasing demand and expectations from the public for both improved
transportation systems and protection of our natural environment set the stage for a shift in the
adversarial paradigm. As this demand increased, the players also found increasingly complex
environmental problems. Increasing cost of doing business and ever shrinking resources drove
the formation of this partnership to encourage the recognition of common goals and the need to
leverage not only resources but also the knowledge and experience found in government, non-
governmental organizations and the private sector.
1.4 Hypothesis
According to the problem which we are facing now a days on roads can be reduce and resolve
by particular hypothesis.
1.4.1 Traffic congestion and Road usability can be increase by dynamic lane divider concept
as well as if we combine Roller Barrier System with lane divider concept. The technology
increase road usability, traffic congestion as well as resolve safety hazard which will
save a lot of life which we lose in accident.
Figure 1.4.1 lane divider concept
13
The related costs — including medical expenses, wage and productivity losses and property
damage — were estimated at $152 billion. And this doesn’t account for general maintenance
and repairs costs of the road and highway systems, which earmark billions of dollars of public
funds every year — and are still underfunded.
1.3.5 Environmental Hazard
For many years, because of disparate missions, it was thought that the environmental and
transportation communities could not coexist and that their relationships were destined to
always be adversarial. In the planning, design and construction of highways, Departments of
Transportation have to address hundreds of local, state and federal environmental regulations.
Likewise, protecting and restoring environmental quality, such as water quality, and
environmental services, can be affected by the construction of transportation and other public
infrastructure. These competing missions can result in the delay of both construction of needed
public infrastructure and the protection and restoration of essential environmental resources.
However, the increasing demand and expectations from the public for both improved
transportation systems and protection of our natural environment set the stage for a shift in the
adversarial paradigm. As this demand increased, the players also found increasingly complex
environmental problems. Increasing cost of doing business and ever shrinking resources drove
the formation of this partnership to encourage the recognition of common goals and the need to
leverage not only resources but also the knowledge and experience found in government, non-
governmental organizations and the private sector.
1.4 Hypothesis
According to the problem which we are facing now a days on roads can be reduce and resolve
by particular hypothesis.
1.4.1 Traffic congestion and Road usability can be increase by dynamic lane divider concept
as well as if we combine Roller Barrier System with lane divider concept. The technology
increase road usability, traffic congestion as well as resolve safety hazard which will
save a lot of life which we lose in accident.
Figure 1.4.1 lane divider concept
Smart road in future
14
1.4.2 Smart energy converter by the usage of Photovoltaic pavement and piezoelectric
generators to building road can be producing a lot of electrical energy by solar energy.
1.4.3 Use of wind power by Wind Turbines we can also generate electrical energy which we
use in road light.
1.4.4 Safety precaution system while using Intelligent Transportation System (ITS) combining
Structural Health Monitoring System we can built safety precaution system through
which we can improved road safety.
1.4.5 Improving in road lights by Dynamics paints as well as sensor base lightning system
through which we can use energy of street lights while we needed.
1.4.6 Eco Friendly road can be built by water proof concrete in road material to build road
which can soak a lot of water in road which can reduce water pollution which is
producing by road. Eco Friendly road has a unique feature which has sound proof
material to build road. This can reduce sound pollution.
1.4.7 The frost protection and melting snow technology to make road eco-friendly.
1.4.8 The navigation and GPS would be used by electronic media such as electronic
billboards on roads.
1.5 Outline of Study
These changes, and more, are what people are referring to when they discuss “smart roads.”
This term is used to describe a future road that will be increasingly common in the years to
come. Current efforts are underway to incorporate roadways into the Internet of Things. By
doing so, we will have unprecedented knowledge about real-time conditions on the road, as well
as the physical state of the road itself. Combined, these will provide us with heretofore
Figure 1.4.5 intelligent lightning
system
14
1.4.2 Smart energy converter by the usage of Photovoltaic pavement and piezoelectric
generators to building road can be producing a lot of electrical energy by solar energy.
1.4.3 Use of wind power by Wind Turbines we can also generate electrical energy which we
use in road light.
1.4.4 Safety precaution system while using Intelligent Transportation System (ITS) combining
Structural Health Monitoring System we can built safety precaution system through
which we can improved road safety.
1.4.5 Improving in road lights by Dynamics paints as well as sensor base lightning system
through which we can use energy of street lights while we needed.
1.4.6 Eco Friendly road can be built by water proof concrete in road material to build road
which can soak a lot of water in road which can reduce water pollution which is
producing by road. Eco Friendly road has a unique feature which has sound proof
material to build road. This can reduce sound pollution.
1.4.7 The frost protection and melting snow technology to make road eco-friendly.
1.4.8 The navigation and GPS would be used by electronic media such as electronic
billboards on roads.
1.5 Outline of Study
These changes, and more, are what people are referring to when they discuss “smart roads.”
This term is used to describe a future road that will be increasingly common in the years to
come. Current efforts are underway to incorporate roadways into the Internet of Things. By
doing so, we will have unprecedented knowledge about real-time conditions on the road, as well
as the physical state of the road itself. Combined, these will provide us with heretofore
Figure 1.4.5 intelligent lightning
system
Smart road in future
15
unimagined control over how we use our roads. This article will discuss some of the potential
features of smart roads, in particular focusing on how we will use technology to make roads
safer, more intelligent, and more connected than ever before. Perhaps most surprising is that
smart roads have the potential to be a very real phenomenon in the near future. Several
European countries have already begun to build smart roads. Additionally, as we will discuss in
more depth, in the United States we have begun retrofitting existing road infrastructure with IoT
technology, through the placement of intelligent fixed and mobile weather and road sensors. As
the technology and demand for future roads grow, so too will the presence of smart road
systems.
The road of the future pavement technology roadway technology recycled plastic road eco-pave
dynamic paint road glow in the dark road markings antique electric car wind powered lights
wireless electric vehicle charging inductive power transfer solar roads solar panel roads solar
powered car piezoelectric energy roads intelligent highways.
1.6 Definition
1.6.1 Intelligent transportation systems (ITS)
Intelligent transportation systems (ITS) are advanced applications which, without embodying
intelligence as such, aim to provide innovative services relating to different modes of transport
and traffic management and enable various users to be better informed and make safer, more
coordinated, and 'smarter' use of transport networks.
1.6.2 Photovoltaic pavements
Photovoltaic pavement is a form of pavement that generates electricity by collecting solar
power with photovoltaic. Parking lots, foot paths, driveways, streets and highways are all
candidate locations where this material could be used.
1.6.3 Piezoelectric
Piezoelectricity is the electric charge that accumulates in certain solid materials (such as
crystals, certain ceramics, and biological matter such as bone, DNA and various proteins) in
response to applied mechanical stress. The word piezoelectricity means electricity resulting
Figure 1.6.2 Photovoltaic pavements
15
unimagined control over how we use our roads. This article will discuss some of the potential
features of smart roads, in particular focusing on how we will use technology to make roads
safer, more intelligent, and more connected than ever before. Perhaps most surprising is that
smart roads have the potential to be a very real phenomenon in the near future. Several
European countries have already begun to build smart roads. Additionally, as we will discuss in
more depth, in the United States we have begun retrofitting existing road infrastructure with IoT
technology, through the placement of intelligent fixed and mobile weather and road sensors. As
the technology and demand for future roads grow, so too will the presence of smart road
systems.
The road of the future pavement technology roadway technology recycled plastic road eco-pave
dynamic paint road glow in the dark road markings antique electric car wind powered lights
wireless electric vehicle charging inductive power transfer solar roads solar panel roads solar
powered car piezoelectric energy roads intelligent highways.
1.6 Definition
1.6.1 Intelligent transportation systems (ITS)
Intelligent transportation systems (ITS) are advanced applications which, without embodying
intelligence as such, aim to provide innovative services relating to different modes of transport
and traffic management and enable various users to be better informed and make safer, more
coordinated, and 'smarter' use of transport networks.
1.6.2 Photovoltaic pavements
Photovoltaic pavement is a form of pavement that generates electricity by collecting solar
power with photovoltaic. Parking lots, foot paths, driveways, streets and highways are all
candidate locations where this material could be used.
1.6.3 Piezoelectric
Piezoelectricity is the electric charge that accumulates in certain solid materials (such as
crystals, certain ceramics, and biological matter such as bone, DNA and various proteins) in
response to applied mechanical stress. The word piezoelectricity means electricity resulting
Figure 1.6.2 Photovoltaic pavements
Smart road in future
16
from pressure. It is derived from the Greek piezō or piezein which means to squeeze or press,
and electron, which means amber, an ancient source of electric charge.[2] Piezoelectricity was
discovered in 1880 by French physicists Jacques and Pierre Curie.
1.6.4 Structural Health monitoring:
The process of implementing a damage detection and characterization strategy for engineering
structures is referred to as structural health monitoring (SHM). Here damage is defined as
changes to the material and/or geometric properties of a structural system, including changes to
the boundary conditions and system connectivity, which adversely affect the system's
performance. The SHM process involves the observation of a system over time using
periodically sampled dynamic response measurements from an array of sensors, the extraction
of damage-sensitive features from these measurements, and the statistical analysis of these
features to determine the current state of system health. For long term SHM, the output of this
process is periodically updated information regarding the ability of the structure to perform its
intended function in light of the inevitable aging and degradation resulting from operational
environments. After extreme events, such as earthquakes or blast loading, SHM is used for
rapid condition screening and aims to provide, in near real time, reliable information regarding
the integrity of the structure.
1.6.5 Dynamic Paints
The Dynamic Paint program explores using paint that is sensitive to temperature. This could
create markings that become visible when road conditions are slick, such as during rain or ice,
then become transparent when road conditions are safe.
Figure1.6.3 Piezoelectric device
16
from pressure. It is derived from the Greek piezō or piezein which means to squeeze or press,
and electron, which means amber, an ancient source of electric charge.[2] Piezoelectricity was
discovered in 1880 by French physicists Jacques and Pierre Curie.
1.6.4 Structural Health monitoring:
The process of implementing a damage detection and characterization strategy for engineering
structures is referred to as structural health monitoring (SHM). Here damage is defined as
changes to the material and/or geometric properties of a structural system, including changes to
the boundary conditions and system connectivity, which adversely affect the system's
performance. The SHM process involves the observation of a system over time using
periodically sampled dynamic response measurements from an array of sensors, the extraction
of damage-sensitive features from these measurements, and the statistical analysis of these
features to determine the current state of system health. For long term SHM, the output of this
process is periodically updated information regarding the ability of the structure to perform its
intended function in light of the inevitable aging and degradation resulting from operational
environments. After extreme events, such as earthquakes or blast loading, SHM is used for
rapid condition screening and aims to provide, in near real time, reliable information regarding
the integrity of the structure.
1.6.5 Dynamic Paints
The Dynamic Paint program explores using paint that is sensitive to temperature. This could
create markings that become visible when road conditions are slick, such as during rain or ice,
then become transparent when road conditions are safe.
Figure1.6.3 Piezoelectric device
Smart road in future
17
1.6.6 Ecofriendly
Environmentally friendly or environment-friendly, (also referred to as eco-friendly, nature-
friendly, and green) are sustainability and marketing terms referring to goods and services,
laws, guidelines and policies that claim reduced, minimal, or no harm upon ecosystems or the
environment. Companies use these ambiguous terms to promote goods and services,
sometimes with additional, more specific certifications, such as ecolabels. Their overuse can be
referred to as green washing.
1.6.7 Frost protection System
A Snowmelt system(frost protection system) prevents the build-up of snow and ice on
walkways, patios and roadways, or more economically, only a portion of the area such as a pair
of 2-foot (0.61 m)-wide tire tracks on a driveway or a 3-foot (0.91 m) center portion of a
sidewalk, etc. They function even during a storm thus improve safety and eliminate winter
maintenance labor including shoveling or plowing snow and spreading de-icing salt or traction
grit (sand). A snowmelt system may extend the life of the concrete, asphalt or under pavers by
eliminating the use salts or other de-icing chemicals, and physical damage from winter service
vehicles.
1.6.8 Internet of Things
The Internet of things (stylised Internet of Things or IoT) is the internetworking of physical
devices, vehicles (also referred to as "connected devices" and "smart devices"), buildings, and
other items—embedded with electronics, software, sensors, actuators, and network connectivity
that enable these objects to collect and exchange data.] In 2013 the Global Standards Initiative
on Internet of Things (IoT-GSI) defined the IoT as "the infrastructure of the information society."
The IoT allows objects to be sensed and/or controlled remotely across existing network
infrastructure, creating opportunities for more direct integration of the physical world into
computer-based systems, and resulting in improved efficiency, accuracy and economic benefit
in addition to reduced human intervention. When IoT is augmented with sensors and actuators,
the technology becomes an instance of the more general class of cyber-physical systems,
Figure 1.6.5 dynamic paints
17
1.6.6 Ecofriendly
Environmentally friendly or environment-friendly, (also referred to as eco-friendly, nature-
friendly, and green) are sustainability and marketing terms referring to goods and services,
laws, guidelines and policies that claim reduced, minimal, or no harm upon ecosystems or the
environment. Companies use these ambiguous terms to promote goods and services,
sometimes with additional, more specific certifications, such as ecolabels. Their overuse can be
referred to as green washing.
1.6.7 Frost protection System
A Snowmelt system(frost protection system) prevents the build-up of snow and ice on
walkways, patios and roadways, or more economically, only a portion of the area such as a pair
of 2-foot (0.61 m)-wide tire tracks on a driveway or a 3-foot (0.91 m) center portion of a
sidewalk, etc. They function even during a storm thus improve safety and eliminate winter
maintenance labor including shoveling or plowing snow and spreading de-icing salt or traction
grit (sand). A snowmelt system may extend the life of the concrete, asphalt or under pavers by
eliminating the use salts or other de-icing chemicals, and physical damage from winter service
vehicles.
1.6.8 Internet of Things
The Internet of things (stylised Internet of Things or IoT) is the internetworking of physical
devices, vehicles (also referred to as "connected devices" and "smart devices"), buildings, and
other items—embedded with electronics, software, sensors, actuators, and network connectivity
that enable these objects to collect and exchange data.] In 2013 the Global Standards Initiative
on Internet of Things (IoT-GSI) defined the IoT as "the infrastructure of the information society."
The IoT allows objects to be sensed and/or controlled remotely across existing network
infrastructure, creating opportunities for more direct integration of the physical world into
computer-based systems, and resulting in improved efficiency, accuracy and economic benefit
in addition to reduced human intervention. When IoT is augmented with sensors and actuators,
the technology becomes an instance of the more general class of cyber-physical systems,
Figure 1.6.5 dynamic paints
Smart road in future
18
which also encompasses technologies such as smart grids, smart homes, intelligent
transportation and smart cities. Each thing is uniquely identifiable through its embedded
computing system but is able to interoperate within the existing Internet infrastructure. Experts
estimate that the IoT will consist of almost 50 billion objects by 2020.
1.6.9 Electronic billboards
A digital billboard is a billboard that displays digital images that are changed by a computer
every few seconds. Digital billboards are primarily used for advertising, but they can also serve
public service purposes.
There have been concerns regarding road safety when digital billboards are present. The
Federal Highway Administration (FHWA) conducted a study in 2001 to review the effects of
electronic billboards (EBBs) on crash rates. According to the FHWA, it appeared that there was
no effective technique or method appropriate for evaluating the safety effects of EBBs on driver
attention or distraction at that time. More recent and extensive studies have affirmed the
negative impact of digital billboards on driver attention.
Figure 1.6.9 digital billboards
on roads
18
which also encompasses technologies such as smart grids, smart homes, intelligent
transportation and smart cities. Each thing is uniquely identifiable through its embedded
computing system but is able to interoperate within the existing Internet infrastructure. Experts
estimate that the IoT will consist of almost 50 billion objects by 2020.
1.6.9 Electronic billboards
A digital billboard is a billboard that displays digital images that are changed by a computer
every few seconds. Digital billboards are primarily used for advertising, but they can also serve
public service purposes.
There have been concerns regarding road safety when digital billboards are present. The
Federal Highway Administration (FHWA) conducted a study in 2001 to review the effects of
electronic billboards (EBBs) on crash rates. According to the FHWA, it appeared that there was
no effective technique or method appropriate for evaluating the safety effects of EBBs on driver
attention or distraction at that time. More recent and extensive studies have affirmed the
negative impact of digital billboards on driver attention.
Figure 1.6.9 digital billboards
on roads
Smart road in future
19
Chapter 2: Literature Review
The roads that we have now and the role and function we assign to them, have not changed too
drastically over time - mostly, the road surface material has improved, while more progress was
made with the vehicles and not the roads. However, the road system’s change has not stopped
completely either. The newest branch of improvements for asphalt or traffic strategies is called
‘smart roads’.
With innovative smart-road technologies, not only the current functions of roads can be
enhanced, but also entirely new functions can be added to roads and road systems. For
instance, solar road technology enables a road to become a space of energy production, in
addition to its traditional use. Typically, the concept of a road is determined by its use - roads
are used for driving on them, and so its function is to provide safe and comfortable
transportation. Roads are thus defined by their characteristics and function of enabling
transportation. Accordingly, engineers have tried to improve safety and comfort by constructing
roads in a way that would take into account human factors. But this narrow way of thinking
forecloses ideas about new functions. Why should the use of a road be already predetermined
by its definition?
If we start thinking about roads as ‘spaces’, we will be able to creatively engage with these
spaces and expand the horizon of possible uses of roads. Smart-road technologies offer a first
step in this direction. While they can be applied within the current concept of a road, they also
have the potential to change it. They are not just compatible with a new road concept, their
characteristics create new possibilities: Even if a smart road technology does not already entail
a complete new function, it will already trigger this new way of thinking. Therefore, thinking
about roads as spaces creates infinite possibilities to combine technology with roads, leading to
new uses.
Since roads are not consumer products, their existence, let alone any alterations done to them
will affect everybody. Once the changes are decided by the government, the road user cannot
decide to have them or not, rather they are there and will affect anyone who uses the road.
Furthermore, the environment and animal life are not left unaffected by roads either. If we think
back to the importance our road systems actually have in our lives, we can imagine the impact if
we enhance our road systems further.
To be ready for future markets, we started to put more time into our innovation processes.
Heijmans was already innovating a lot in the field of asphalt, but this was done for our own
projects and markets. Now, we started innovating more towards other markets. It is a strange
thing to see that mobile phones and cars become smarter, whereas the road stays the same.
We are constantly talking about ‘an internet of things’ but infrastructure is not part of that. We do
not think that this is a smart approach and that was the reason for us to initiate the smart
highway innovation programed.
Smart road design ideas examine lighting, energy and self-diagnosis solutions for roads
and bridges
19
Chapter 2: Literature Review
The roads that we have now and the role and function we assign to them, have not changed too
drastically over time - mostly, the road surface material has improved, while more progress was
made with the vehicles and not the roads. However, the road system’s change has not stopped
completely either. The newest branch of improvements for asphalt or traffic strategies is called
‘smart roads’.
With innovative smart-road technologies, not only the current functions of roads can be
enhanced, but also entirely new functions can be added to roads and road systems. For
instance, solar road technology enables a road to become a space of energy production, in
addition to its traditional use. Typically, the concept of a road is determined by its use - roads
are used for driving on them, and so its function is to provide safe and comfortable
transportation. Roads are thus defined by their characteristics and function of enabling
transportation. Accordingly, engineers have tried to improve safety and comfort by constructing
roads in a way that would take into account human factors. But this narrow way of thinking
forecloses ideas about new functions. Why should the use of a road be already predetermined
by its definition?
If we start thinking about roads as ‘spaces’, we will be able to creatively engage with these
spaces and expand the horizon of possible uses of roads. Smart-road technologies offer a first
step in this direction. While they can be applied within the current concept of a road, they also
have the potential to change it. They are not just compatible with a new road concept, their
characteristics create new possibilities: Even if a smart road technology does not already entail
a complete new function, it will already trigger this new way of thinking. Therefore, thinking
about roads as spaces creates infinite possibilities to combine technology with roads, leading to
new uses.
Since roads are not consumer products, their existence, let alone any alterations done to them
will affect everybody. Once the changes are decided by the government, the road user cannot
decide to have them or not, rather they are there and will affect anyone who uses the road.
Furthermore, the environment and animal life are not left unaffected by roads either. If we think
back to the importance our road systems actually have in our lives, we can imagine the impact if
we enhance our road systems further.
To be ready for future markets, we started to put more time into our innovation processes.
Heijmans was already innovating a lot in the field of asphalt, but this was done for our own
projects and markets. Now, we started innovating more towards other markets. It is a strange
thing to see that mobile phones and cars become smarter, whereas the road stays the same.
We are constantly talking about ‘an internet of things’ but infrastructure is not part of that. We do
not think that this is a smart approach and that was the reason for us to initiate the smart
highway innovation programed.
Smart road design ideas examine lighting, energy and self-diagnosis solutions for roads
and bridges
Smart road in future
20
The highways of the future won’t be fully functional without the ability to interact with vehicles
(and drivers) and the capability to adapt to environmental conditions. Vehicle-to-vehicle (V2V)
and vehicle-to-infrastructure (V2I) technologies are currently being tested by the U.S DOT’s
Intelligent Transportation Systems program, as well as by some firms in Europe.
Smart Highways
Developers in the Netherlands are testing out various intelligent roadway technologies through
the Smart Highways project, a collaboration between construction firm Heijmans and designer
Daan Roosegaarde.
In 2014, Smart Highways launched the Van Gogh-Roosegaarde bike path, in the municipality of
Eindhoven, that features embedded glowing tiles. These phosphorescent tiles, which soak up
energy during the day and then provide hours of light for cyclists at night along the 656-yard
stretch, are patterned after Van Gogh’s iconic “Starry Night” painting.
This project is part of the program’s Glowing Lines initiative, which is one of five areas of focus
for the Smart Highways project. The group tested another Glowing Lines pilot project on the
N329 highway in Oss, which has been labeled the “N329 Road of the Future.” This project
performed so successfully, that the Dutch Minister of Infrastructure asked for a similar design on
additional highways.
The features of smart highways are:
2.1.1 Movable barrier
Moveable barrier creates managed lanes for bridges while providing positive barrier
protection. The barrier wall is lifted from the road surface and moved laterally one or more
lanes at speeds up to 10 mph (16 km/h) to meet peak traffic demand, while eliminating
crossover accidents.
Bridge work projects face multiple challenges. Limited space for vehicles, equipment, and
workers results in an increase in the number of construction stages, prolonging the job and
raising the cost of construction. Safety is also compromised if all work must be performed in a
confined work zone, and bridge work zones that create a flexible work space by utilizing cones
and barrels are inherently dangerous to workers and motorists.
Moveable Barrier creates a safe, flexible work zone for bridges that allows contractors to
expand the work zone during off peak traffic hours, and reduce or even close the work zone
during peak traffic hours to maximize traffic flow. Larger, more efficient construction equipment
can be used in the expanded work zone, combining or eliminating stages and allowing many
redecking projects to be completed in one construction season rather than two.
2.1.2 The Internet of Things and Roadways
Incorporating roadways into the IoT network may be one of the most difficult aspects for many
people to imagine when they begin to think of smart roads. This is because current roadways
have little connection to how we use the internet today. Roadways are inherently “dumb”
systems that have little to no connection to networked devices. Up until recently, roadways
were built solely with safety, reliability, and cost effectiveness in mind. However, new efforts are
20
The highways of the future won’t be fully functional without the ability to interact with vehicles
(and drivers) and the capability to adapt to environmental conditions. Vehicle-to-vehicle (V2V)
and vehicle-to-infrastructure (V2I) technologies are currently being tested by the U.S DOT’s
Intelligent Transportation Systems program, as well as by some firms in Europe.
Smart Highways
Developers in the Netherlands are testing out various intelligent roadway technologies through
the Smart Highways project, a collaboration between construction firm Heijmans and designer
Daan Roosegaarde.
In 2014, Smart Highways launched the Van Gogh-Roosegaarde bike path, in the municipality of
Eindhoven, that features embedded glowing tiles. These phosphorescent tiles, which soak up
energy during the day and then provide hours of light for cyclists at night along the 656-yard
stretch, are patterned after Van Gogh’s iconic “Starry Night” painting.
This project is part of the program’s Glowing Lines initiative, which is one of five areas of focus
for the Smart Highways project. The group tested another Glowing Lines pilot project on the
N329 highway in Oss, which has been labeled the “N329 Road of the Future.” This project
performed so successfully, that the Dutch Minister of Infrastructure asked for a similar design on
additional highways.
The features of smart highways are:
2.1.1 Movable barrier
Moveable barrier creates managed lanes for bridges while providing positive barrier
protection. The barrier wall is lifted from the road surface and moved laterally one or more
lanes at speeds up to 10 mph (16 km/h) to meet peak traffic demand, while eliminating
crossover accidents.
Bridge work projects face multiple challenges. Limited space for vehicles, equipment, and
workers results in an increase in the number of construction stages, prolonging the job and
raising the cost of construction. Safety is also compromised if all work must be performed in a
confined work zone, and bridge work zones that create a flexible work space by utilizing cones
and barrels are inherently dangerous to workers and motorists.
Moveable Barrier creates a safe, flexible work zone for bridges that allows contractors to
expand the work zone during off peak traffic hours, and reduce or even close the work zone
during peak traffic hours to maximize traffic flow. Larger, more efficient construction equipment
can be used in the expanded work zone, combining or eliminating stages and allowing many
redecking projects to be completed in one construction season rather than two.
2.1.2 The Internet of Things and Roadways
Incorporating roadways into the IoT network may be one of the most difficult aspects for many
people to imagine when they begin to think of smart roads. This is because current roadways
have little connection to how we use the internet today. Roadways are inherently “dumb”
systems that have little to no connection to networked devices. Up until recently, roadways
were built solely with safety, reliability, and cost effectiveness in mind. However, new efforts are
Smart road in future
21
being made to build road systems that incorporate IoT networks and data gathering tools to
create road networks where drivers can be smart on the road. Many roads have begun to be
retrofitted with sensors that enable them to gather the critical information needed to keep our
road infrastructure up and running. State and local Department of Transportation agencies now
rely on sensors to monitor changing road conditions and traffic patterns.
Future roads would take this a step further, by incorporating interconnectivity into their design
parameters. More robust and intelligent data sensors, and the analytics to support them, will
enable future roads to be constantly monitored for changes. This information could then be
acted upon in an efficient and rapid manner. These target levels of interconnectivity will give
transportation managers the information they need most, in real-time. This will allow them to
make more informed and intelligent decisions when it comes to road maintenance, usage, and
features.
While retrofitting is allowing us to incorporate beneficial aspects of IoT technology into current
road systems, future roads are being designed from the ground up around complete
interconnectivity with IoT networks. For example, future roads are anticipated to be constructed
from solar-friendly material, meaning they will be able to capture and harness solar energy in
order to power various devices and features. One notable feature you can expect to see
coming from this change is charging stations for electric cars, particularly as we move away
from vehicles that burn fossil fuels. A second feature powered by future road surfaces would be
electric roadway heating. This would be of particular importance in areas that experience heavy
snow or particularly brutal winters. Department of Transportation agencies in these locations
spend billions of dollars a year working to keep their roads free of ice and snow. Future roads
would be capable of keeping roads dry more efficiently than traditional methods of road clearing
and de-icing, saving money while also creating safer driving conditions.
Solar surfaces for future roads would also be a necessity to power the many devices needed to
ensure smart roads stay efficient and safe. Integrated automated weather stations and traffic
pattern sensors would be foremost among these devices. Currently these devices, whether
vehicle or roadside mounted, often utilize solar capture technology to power themselves. Future
roads would further incorporate powering these devices into the roadway itself, while connecting
them to a larger network of connected sensors and devices. These two devices, automated
weather stations and traffic sensors, and their unique applications to future roads, combined
would account for a significant increase in the safety and usability of our roadways. These
devices are the backbone supporting integration of roadways into the Internet of Things.
Although solar powered roadways are still far from becoming a commonplace reality in the
United States, there are a number of smaller, yet still crucial, changes that are gaining
momentum in connecting roadways to the Internet of Things. Efforts to overhaul roadways to
increase both safety and efficiency are a top priority of Department of Transportation agencies
around the country. Foremost among these is an effort to more accurately capture and convey
real-time road conditions and weather data.
21
being made to build road systems that incorporate IoT networks and data gathering tools to
create road networks where drivers can be smart on the road. Many roads have begun to be
retrofitted with sensors that enable them to gather the critical information needed to keep our
road infrastructure up and running. State and local Department of Transportation agencies now
rely on sensors to monitor changing road conditions and traffic patterns.
Future roads would take this a step further, by incorporating interconnectivity into their design
parameters. More robust and intelligent data sensors, and the analytics to support them, will
enable future roads to be constantly monitored for changes. This information could then be
acted upon in an efficient and rapid manner. These target levels of interconnectivity will give
transportation managers the information they need most, in real-time. This will allow them to
make more informed and intelligent decisions when it comes to road maintenance, usage, and
features.
While retrofitting is allowing us to incorporate beneficial aspects of IoT technology into current
road systems, future roads are being designed from the ground up around complete
interconnectivity with IoT networks. For example, future roads are anticipated to be constructed
from solar-friendly material, meaning they will be able to capture and harness solar energy in
order to power various devices and features. One notable feature you can expect to see
coming from this change is charging stations for electric cars, particularly as we move away
from vehicles that burn fossil fuels. A second feature powered by future road surfaces would be
electric roadway heating. This would be of particular importance in areas that experience heavy
snow or particularly brutal winters. Department of Transportation agencies in these locations
spend billions of dollars a year working to keep their roads free of ice and snow. Future roads
would be capable of keeping roads dry more efficiently than traditional methods of road clearing
and de-icing, saving money while also creating safer driving conditions.
Solar surfaces for future roads would also be a necessity to power the many devices needed to
ensure smart roads stay efficient and safe. Integrated automated weather stations and traffic
pattern sensors would be foremost among these devices. Currently these devices, whether
vehicle or roadside mounted, often utilize solar capture technology to power themselves. Future
roads would further incorporate powering these devices into the roadway itself, while connecting
them to a larger network of connected sensors and devices. These two devices, automated
weather stations and traffic sensors, and their unique applications to future roads, combined
would account for a significant increase in the safety and usability of our roadways. These
devices are the backbone supporting integration of roadways into the Internet of Things.
Although solar powered roadways are still far from becoming a commonplace reality in the
United States, there are a number of smaller, yet still crucial, changes that are gaining
momentum in connecting roadways to the Internet of Things. Efforts to overhaul roadways to
increase both safety and efficiency are a top priority of Department of Transportation agencies
around the country. Foremost among these is an effort to more accurately capture and convey
real-time road conditions and weather data.
Smart road in future
22
Smart Roads and Weather
When we discuss utilizing the Internet of Things in future roads, we aren’t talking about a few
sensors on light poles or guardrails. Many current road systems across the country have fixed
weather or traffic sensors located at points along them. Rather, future roads will have
thousands of nodes from which they will collect data.
Currently, one of the most popular initiatives to incorporate IoT technology into roadway
systems is occurring in weather mapping and prediction. Local, regional, and even national
transportation agencies have been relying on Road Weather Information Systems (RWIS) up
until this point. RWIS are broad networks that consist of stationary collection points used to
gather a wide range of on the ground weather and road condition data. These systems collect
local weather, atmospheric conditions, and pavement conditions. Additionally, some RWIS
sensors are used to monitor the water levels of nearby rivers, streams, or lakes in order to
anticipate dangerous flooding conditions.
The drawback of the current RWIS networks is that they can only collect data at fixed points
where sensors are placed. This leaves gaps in knowledge about road and weather conditions
that must be filled. Most commonly, transportation managers fill in these gaps by using spatial
inference to predict what weather or road conditions are between RWIS sensors. Additionally,
transportation managers will also use weather forecasts to attempt to predict how weather will
affect roadways within their network. Each of these steps creates a delay from when
information is collected and when it can be used. When dealing with changing weather
patterns, delays of minutes or hours can render actionable data obsolete. Although RWIS
networks have been an important step in improving the safety and efficiency of roadways in the
United States, they fail to provide the breadth of data necessary to give a complete
understanding of current road conditions at any given time.
Future roads will take these data collection and mapping efforts a step forward in both scope
and complexity. First, future roads will incorporate a larger network of automated weather
stations. Efforts to reduce the form factor of current RWIS while increasing the complexity of
data collected and the speed with which it is made available have already been realized in the
private sector. The result is a smartweather professional weather station that can collect
atmospheric, road, traffic, and weather data and instantly upload that information to cloud
networks.
Additionally, smartweather professional weather stations will capitalize on a second trend in
future roads: improved vehicle-to-road and vehicle-to-vehicle connectivity. Portable weather
stations placed on vehicles will act as mobile connection points for hyper-local weather and road
data. This information can then be transmitted to smartweather professional weather stations
along the roadway. Vehicle-mounted automated weather stations communicating with
smartweather professional weather stations will effectively close the gaps left by traditional
RWIS deployments. This will give transportation managers a complete view of road and
weather conditions across their entire system.
Real-time Visualizations and Actionable Data
22
Smart Roads and Weather
When we discuss utilizing the Internet of Things in future roads, we aren’t talking about a few
sensors on light poles or guardrails. Many current road systems across the country have fixed
weather or traffic sensors located at points along them. Rather, future roads will have
thousands of nodes from which they will collect data.
Currently, one of the most popular initiatives to incorporate IoT technology into roadway
systems is occurring in weather mapping and prediction. Local, regional, and even national
transportation agencies have been relying on Road Weather Information Systems (RWIS) up
until this point. RWIS are broad networks that consist of stationary collection points used to
gather a wide range of on the ground weather and road condition data. These systems collect
local weather, atmospheric conditions, and pavement conditions. Additionally, some RWIS
sensors are used to monitor the water levels of nearby rivers, streams, or lakes in order to
anticipate dangerous flooding conditions.
The drawback of the current RWIS networks is that they can only collect data at fixed points
where sensors are placed. This leaves gaps in knowledge about road and weather conditions
that must be filled. Most commonly, transportation managers fill in these gaps by using spatial
inference to predict what weather or road conditions are between RWIS sensors. Additionally,
transportation managers will also use weather forecasts to attempt to predict how weather will
affect roadways within their network. Each of these steps creates a delay from when
information is collected and when it can be used. When dealing with changing weather
patterns, delays of minutes or hours can render actionable data obsolete. Although RWIS
networks have been an important step in improving the safety and efficiency of roadways in the
United States, they fail to provide the breadth of data necessary to give a complete
understanding of current road conditions at any given time.
Future roads will take these data collection and mapping efforts a step forward in both scope
and complexity. First, future roads will incorporate a larger network of automated weather
stations. Efforts to reduce the form factor of current RWIS while increasing the complexity of
data collected and the speed with which it is made available have already been realized in the
private sector. The result is a smartweather professional weather station that can collect
atmospheric, road, traffic, and weather data and instantly upload that information to cloud
networks.
Additionally, smartweather professional weather stations will capitalize on a second trend in
future roads: improved vehicle-to-road and vehicle-to-vehicle connectivity. Portable weather
stations placed on vehicles will act as mobile connection points for hyper-local weather and road
data. This information can then be transmitted to smartweather professional weather stations
along the roadway. Vehicle-mounted automated weather stations communicating with
smartweather professional weather stations will effectively close the gaps left by traditional
RWIS deployments. This will give transportation managers a complete view of road and
weather conditions across their entire system.
Real-time Visualizations and Actionable Data
Smart road in future
23
One of the key areas that differentiates the deployment of smartweather professional weather
stations along with vehicle mounted portable weather stations is the level of interconnectedness
in these operations. Smartweather professional weather stations can communicate with data
cloud collection systems via wireless, cellular, or satellite data. They are data collection nodes
of both weather and atmospheric conditions. They also collect data from passing portable
weather stations and other automated weather stations along roadways. Once this data is
collected and transmitted, it is processed through robust analytics systems, filtered down, and
rendered into usable visualizations. At this point it is sent to a data dashboard system
customized for each agency or transportation manager’s particular operation. All of this is
conducted in real-time, so that transportation managers are no longer working with outdated
data. Additionally, customized data dashboard systems allow transportation managers to
determine what information is critical to their operation, and display that data in a manner that is
easy to grasp at a moments notice.
Depending on the needs of the local or government institutions in charge of overseeing roads,
transportation manager’s will be able to collect huge amounts of raw data, and then act upon
this data proactively rather than reactively. Customizable data dashboards that display real-
time data from their network of both portable and fixed automated weather stations will provide
a greater breadth of up-to-date weather data across the entire road network. This type of
system creates more actionable data for transportation manager’s, and allows them to more
effectively deploy resources as conditions change.
At the most basic level, future roads will realize efforts to generate unprecedented amounts of
actionable data about hyper-local weather, road, and atmospheric conditions. Additionally,
smart roads will provide critical information regarding road use and traffic patterns, and allow
transportation managers to ease congestion more effectively and efficiently. The collection of
road and weather data, vehicle-to-road, and vehicle-to-vehicle data will expand our scope of
knowledge about how our roadways are used. Most importantly, this data will then be used to
proactively make roads safer by addressing dangerous road conditions before they happen.
Real-time vehicle-to-road and vehicle-to-vehicle data will pinpoint where and how congestion
and accidents occur, and allow traffic managers the means to preempt these conditions
planning for the Future.
Additionally, the net effect of this data over the long term will be smarter road planning and
building. Civil engineers will be able to use the data generated by future roads to model the
safest and most efficient road systems, and incorporate this information into future patterns of
growth. Car manufacturer’s will also be able to use the data gathered from future roads to
design safer cars that more effectively communicate with both roads and other vehicles. The
creation of feedback loops between the data generated on future roads and the design of both
roads and vehicles will perhaps be one of the most lasting effects of smart road technology.
Ultimately, the incorporation of future roads into the Internet of Things will allow all of us to have
a safer, more reliable driving experience, both in the short and long term.
Sensors on the rise
23
One of the key areas that differentiates the deployment of smartweather professional weather
stations along with vehicle mounted portable weather stations is the level of interconnectedness
in these operations. Smartweather professional weather stations can communicate with data
cloud collection systems via wireless, cellular, or satellite data. They are data collection nodes
of both weather and atmospheric conditions. They also collect data from passing portable
weather stations and other automated weather stations along roadways. Once this data is
collected and transmitted, it is processed through robust analytics systems, filtered down, and
rendered into usable visualizations. At this point it is sent to a data dashboard system
customized for each agency or transportation manager’s particular operation. All of this is
conducted in real-time, so that transportation managers are no longer working with outdated
data. Additionally, customized data dashboard systems allow transportation managers to
determine what information is critical to their operation, and display that data in a manner that is
easy to grasp at a moments notice.
Depending on the needs of the local or government institutions in charge of overseeing roads,
transportation manager’s will be able to collect huge amounts of raw data, and then act upon
this data proactively rather than reactively. Customizable data dashboards that display real-
time data from their network of both portable and fixed automated weather stations will provide
a greater breadth of up-to-date weather data across the entire road network. This type of
system creates more actionable data for transportation manager’s, and allows them to more
effectively deploy resources as conditions change.
At the most basic level, future roads will realize efforts to generate unprecedented amounts of
actionable data about hyper-local weather, road, and atmospheric conditions. Additionally,
smart roads will provide critical information regarding road use and traffic patterns, and allow
transportation managers to ease congestion more effectively and efficiently. The collection of
road and weather data, vehicle-to-road, and vehicle-to-vehicle data will expand our scope of
knowledge about how our roadways are used. Most importantly, this data will then be used to
proactively make roads safer by addressing dangerous road conditions before they happen.
Real-time vehicle-to-road and vehicle-to-vehicle data will pinpoint where and how congestion
and accidents occur, and allow traffic managers the means to preempt these conditions
planning for the Future.
Additionally, the net effect of this data over the long term will be smarter road planning and
building. Civil engineers will be able to use the data generated by future roads to model the
safest and most efficient road systems, and incorporate this information into future patterns of
growth. Car manufacturer’s will also be able to use the data gathered from future roads to
design safer cars that more effectively communicate with both roads and other vehicles. The
creation of feedback loops between the data generated on future roads and the design of both
roads and vehicles will perhaps be one of the most lasting effects of smart road technology.
Ultimately, the incorporation of future roads into the Internet of Things will allow all of us to have
a safer, more reliable driving experience, both in the short and long term.
Sensors on the rise
Smart road in future
24
Future highways and bridges incorporate the “Internet of Things,” including using advanced
sensors in new and existing structures. This year, information technology analysis firm Gartner
Inc. predicts that nearly 5 billion connected “things” will be in use, with that figure exploding to
25 billion in the next five years.
A current example of this technological integration of infrastructure is the Memorial Bridge in
Portsmouth, New Hampshire. The New Hampshire Department of Transportation (NHDOT) is
using $355,000 in Federal Highway Administration Accelerated Deployment Demonstration
funds to create a sensor network on the bridge. This network will be used, in what NHDOT calls
a “living bridge,” to monitor bridge conditions and self-diagnose and report problems to transport
officials.
NHDOT plans to integrate 250 sensors into the structure, which will collect information on traffic
volume, structural stress, vibration, wind speed, humidity and temperature. Like many of the
roadway lighting solutions being proposed, these sensors will be powered sustainably. Instead
of relying on sunlight, hydroelectric power will be used via a turbine system attached to the
bridge pier.
2.2 Reference paper
2.2.1 Smart road infrastructure
Abstract:
The idea of creating such a project was the fact that in Ukraine, as well as in many other
countries the existing traffic control system does not correspond to the growth rate of the
number of vehicles and pedestrians. As a whole lags behind the management of road traffic
from the growing number of cars and the changing needs of the people.
Published in: East-West Design & Test Symposium, 2013
Date of Conference: 27-30 Sept. 2013
Date Added to IEEE Xplore: 25 November 2013
Authors
Artur Ziarmand
2.2.2 Performance assessment of a smart road management system for the
wireless detection of wildlife road-crossing
Abstract:
A wireless distributed system for the detection of the wildlife road-crossing events is addressed
to prevent the problem of collisions with the approaching vehicles. The system is based on a
wireless sensor network architecture deployed along the road sides in order to alert in real-time
the drivers about the dangerous presence of deers within a security area determined by Doppler
radar modules integrated in the nodes of the wireless network. The system aims at providing the
information for the smart management of road signs through their adaptive activation only in
presence of real dangers. The performance of the detection has been assessed during a long-
24
Future highways and bridges incorporate the “Internet of Things,” including using advanced
sensors in new and existing structures. This year, information technology analysis firm Gartner
Inc. predicts that nearly 5 billion connected “things” will be in use, with that figure exploding to
25 billion in the next five years.
A current example of this technological integration of infrastructure is the Memorial Bridge in
Portsmouth, New Hampshire. The New Hampshire Department of Transportation (NHDOT) is
using $355,000 in Federal Highway Administration Accelerated Deployment Demonstration
funds to create a sensor network on the bridge. This network will be used, in what NHDOT calls
a “living bridge,” to monitor bridge conditions and self-diagnose and report problems to transport
officials.
NHDOT plans to integrate 250 sensors into the structure, which will collect information on traffic
volume, structural stress, vibration, wind speed, humidity and temperature. Like many of the
roadway lighting solutions being proposed, these sensors will be powered sustainably. Instead
of relying on sunlight, hydroelectric power will be used via a turbine system attached to the
bridge pier.
2.2 Reference paper
2.2.1 Smart road infrastructure
Abstract:
The idea of creating such a project was the fact that in Ukraine, as well as in many other
countries the existing traffic control system does not correspond to the growth rate of the
number of vehicles and pedestrians. As a whole lags behind the management of road traffic
from the growing number of cars and the changing needs of the people.
Published in: East-West Design & Test Symposium, 2013
Date of Conference: 27-30 Sept. 2013
Date Added to IEEE Xplore: 25 November 2013
Authors
Artur Ziarmand
2.2.2 Performance assessment of a smart road management system for the
wireless detection of wildlife road-crossing
Abstract:
A wireless distributed system for the detection of the wildlife road-crossing events is addressed
to prevent the problem of collisions with the approaching vehicles. The system is based on a
wireless sensor network architecture deployed along the road sides in order to alert in real-time
the drivers about the dangerous presence of deers within a security area determined by Doppler
radar modules integrated in the nodes of the wireless network. The system aims at providing the
information for the smart management of road signs through their adaptive activation only in
presence of real dangers. The performance of the detection has been assessed during a long-
Smart road in future
25
term measurement campaign along a road stretch in Trentino, Italy, where the problem of deer
road-crossing significantly impacts the driver safety and security.
Published in: Smart Cities Conference (ISC2), 2016 IEEE International
Date of Conference: 12-15 Sept. 2016
Date Added to IEEE Xplore: 03 October 2016
Authors
F. Viani
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
A. Polo
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
E. Giarola
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
F. Robol
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
G. Benedetti
Servizio Gestione Strade - Provincia Autonoma di Trento Via Gazzoletti 33, 38122 Trento, Italy
S. Zanetti
Servizio Gestione Strade - Provincia Autonoma di Trento Via Gazzoletti 33, 38122 Trento, Italy
2.2.3 Project Safespot (Smart Vehicles on Smart Roads)
Abstract:
The key aspect of the project is to expand the time horizon for acquiring safely relevant
information for driving, as well as to improve the precision, the reliability and the quality of driver
information, and to introduce new information sources. One of the main aims of SAFESPOT is
to develop a "safety margin assistant" which will extend "in space and time" the safety
information available to drivers by: (1) using both the infrastructure and vehicles as sources
(and destinations) of safety-related information, and definition of an open, flexible and modular
communications architecture; (2) developing the key enabling technologies: accurate relative
localisation, ad-hoc dynamic networking, dynamic local traffic maps; (3) developing a new
generation of infrastructure-based sensing techniques; (4) testing scenario-based applications
to evaluate the impacts and end-user acceptability; (5) defining the practical implementation of
such systems, especially in the interim period when not all vehicles will be equipped; (6)
evaluating the liability aspects, regulations and standardization issues which can affect
implementation: involvement of public authorities from the early stages will be a key factor for
future deployment.
Published in: Microwaves, Radar & Wireless Communications, 2006. MIKON 2006. International
Conference on
Date of Conference: 22-24 May 2006
Date Added to IEEE Xplore: 15 October 2007
25
term measurement campaign along a road stretch in Trentino, Italy, where the problem of deer
road-crossing significantly impacts the driver safety and security.
Published in: Smart Cities Conference (ISC2), 2016 IEEE International
Date of Conference: 12-15 Sept. 2016
Date Added to IEEE Xplore: 03 October 2016
Authors
F. Viani
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
A. Polo
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
E. Giarola
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
F. Robol
ELEDIA Research Center (ELEDIA@UniTN - University of Trento) Via Sommarive 9, 38123
Trento, Italy
G. Benedetti
Servizio Gestione Strade - Provincia Autonoma di Trento Via Gazzoletti 33, 38122 Trento, Italy
S. Zanetti
Servizio Gestione Strade - Provincia Autonoma di Trento Via Gazzoletti 33, 38122 Trento, Italy
2.2.3 Project Safespot (Smart Vehicles on Smart Roads)
Abstract:
The key aspect of the project is to expand the time horizon for acquiring safely relevant
information for driving, as well as to improve the precision, the reliability and the quality of driver
information, and to introduce new information sources. One of the main aims of SAFESPOT is
to develop a "safety margin assistant" which will extend "in space and time" the safety
information available to drivers by: (1) using both the infrastructure and vehicles as sources
(and destinations) of safety-related information, and definition of an open, flexible and modular
communications architecture; (2) developing the key enabling technologies: accurate relative
localisation, ad-hoc dynamic networking, dynamic local traffic maps; (3) developing a new
generation of infrastructure-based sensing techniques; (4) testing scenario-based applications
to evaluate the impacts and end-user acceptability; (5) defining the practical implementation of
such systems, especially in the interim period when not all vehicles will be equipped; (6)
evaluating the liability aspects, regulations and standardization issues which can affect
implementation: involvement of public authorities from the early stages will be a key factor for
future deployment.
Published in: Microwaves, Radar & Wireless Communications, 2006. MIKON 2006. International
Conference on
Date of Conference: 22-24 May 2006
Date Added to IEEE Xplore: 15 October 2007
Smart road in future
26
Authors
Tomasz Kosilo
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769, [email protected]
Jerzy Kolakowski
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769, [email protected]
Zbigniew Walczak
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769
2.2.4 IoT based dynamic road traffic management for smart cities
Abstract:
All metropolitan cities face traffic congestion problems especially in the downtown areas.
Normal cities can be transformed into “smart cities” by exploiting the information and
communication technologies (ICT). The paradigm of Internet of Thing (IoT) can play an
important role in realization of smart cities. This paper proposes an IoT based traffic
management solutions for smart cities where traffic flow can be dynamically controlled by onsite
traffic officers through their smart phones or can be centrally monitored or controlled through
Internet. We have used the example of the holy city of Makkah Saudi Arabia, where the traffic
behavior changes dynamically due to the continuous visitation of the pilgrims throughout the
year. Therefore, Makkah city requires special traffic controlling algorithms other than the
prevailing traffic control systems. However the scheme proposed is general and can be used in
any Metropolitan city without the loss of generality.
Published in: High-Capacity Optical Networks and Enabling/Emerging Technologies (HONET),
2015 12th International Conference on
Date of Conference: 21-23 Dec. 2015
Date Added to IEEE Xplore: 04 February 2016
Authors
Syed Misbahuddin
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Junaid Ahmed Zubairi
Department of Computer and Information Sciences, State University of New York at Fredonia,
NY, USA
Abdulrahman Saggaf
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Jihad Basuni
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Sulaiman A-Wadany
26
Authors
Tomasz Kosilo
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769, [email protected]
Jerzy Kolakowski
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769, [email protected]
Zbigniew Walczak
Institute of Radioelectronics; Warsaw University of Technology, Nowowiejska 15/19, 00-665
Warsaw, Poland, tel. +48 22 6607576, fax +48 22 8253769
2.2.4 IoT based dynamic road traffic management for smart cities
Abstract:
All metropolitan cities face traffic congestion problems especially in the downtown areas.
Normal cities can be transformed into “smart cities” by exploiting the information and
communication technologies (ICT). The paradigm of Internet of Thing (IoT) can play an
important role in realization of smart cities. This paper proposes an IoT based traffic
management solutions for smart cities where traffic flow can be dynamically controlled by onsite
traffic officers through their smart phones or can be centrally monitored or controlled through
Internet. We have used the example of the holy city of Makkah Saudi Arabia, where the traffic
behavior changes dynamically due to the continuous visitation of the pilgrims throughout the
year. Therefore, Makkah city requires special traffic controlling algorithms other than the
prevailing traffic control systems. However the scheme proposed is general and can be used in
any Metropolitan city without the loss of generality.
Published in: High-Capacity Optical Networks and Enabling/Emerging Technologies (HONET),
2015 12th International Conference on
Date of Conference: 21-23 Dec. 2015
Date Added to IEEE Xplore: 04 February 2016
Authors
Syed Misbahuddin
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Junaid Ahmed Zubairi
Department of Computer and Information Sciences, State University of New York at Fredonia,
NY, USA
Abdulrahman Saggaf
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Jihad Basuni
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Sulaiman A-Wadany
Smart road in future
27
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Ahmed Al-Sofi
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
2.2.5 Standardized testing of non-standard photovoltaic pavement surfaces
Abstract:
Emerging photovoltaic products have expanded the applications for the technologies into
markets previously unconsidered for what was thought to be a delicate electronic product. One
company leading this effort, Solar Roadways, Incorporated, is producing pavement replacing
photovoltaic systems and proposing their use in everything from sidewalks to runways. Current
pavement testing methods cannot be applied to these non-homogenous structures to identify if
they can support the required loads. However, the standards called out specifically for
pavements may be able to be translated to these products and their non-homogenous
structures and non-standard materials to identify if they are able to perform similarly to standard
pavements. This research modified existing test standards in several ways: rigid pavements
standards for advanced loading, structural adhesive standards for shear loading, structure
specific standards for moisture conditioning, and application specific standards for freeze/thaw
cycling. These modifications are due to the fact that the materials in these emerging products do
not have established tests to evaluate their performance in non-traditional applications. The
future of electronics is dependent on product unique applications. This, in turn, requires finding
methods of testing them based on application, extrapolation, or correlation to traditional material
testing which enables faster product development and subsequent roll out.
Published in: Aerospace and Electronics Conference (NAECON) and Ohio Innovation Summit
(OIS), 2016 IEEE National
Date of Conference: 25-29 July 2016
Date Added to IEEE Xplore: 16 February 2017
Authors
John H. Nussbaum
Department of Systems Engineering and Management, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
Robert A. Lake
Department of Electrical and Computer Engineering, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
Ronald A. Coutu
Department of Electrical and Computer Engineering, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
2.2.6 Highway windmill
Abstract:
Vehicles moving in a highway suffer a lot to drive the vehicle during night time due to lighting
problem. It is not possible task to lay electric cables underground and provide lighting
27
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
Ahmed Al-Sofi
College of Engineering and Islamic Architecture Department of Electrical Engineering, Umm Al-
Qura University, Makkah Saudi Arabia
2.2.5 Standardized testing of non-standard photovoltaic pavement surfaces
Abstract:
Emerging photovoltaic products have expanded the applications for the technologies into
markets previously unconsidered for what was thought to be a delicate electronic product. One
company leading this effort, Solar Roadways, Incorporated, is producing pavement replacing
photovoltaic systems and proposing their use in everything from sidewalks to runways. Current
pavement testing methods cannot be applied to these non-homogenous structures to identify if
they can support the required loads. However, the standards called out specifically for
pavements may be able to be translated to these products and their non-homogenous
structures and non-standard materials to identify if they are able to perform similarly to standard
pavements. This research modified existing test standards in several ways: rigid pavements
standards for advanced loading, structural adhesive standards for shear loading, structure
specific standards for moisture conditioning, and application specific standards for freeze/thaw
cycling. These modifications are due to the fact that the materials in these emerging products do
not have established tests to evaluate their performance in non-traditional applications. The
future of electronics is dependent on product unique applications. This, in turn, requires finding
methods of testing them based on application, extrapolation, or correlation to traditional material
testing which enables faster product development and subsequent roll out.
Published in: Aerospace and Electronics Conference (NAECON) and Ohio Innovation Summit
(OIS), 2016 IEEE National
Date of Conference: 25-29 July 2016
Date Added to IEEE Xplore: 16 February 2017
Authors
John H. Nussbaum
Department of Systems Engineering and Management, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
Robert A. Lake
Department of Electrical and Computer Engineering, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
Ronald A. Coutu
Department of Electrical and Computer Engineering, Air Force Institute of Technology, Wright
Patterson AFB, OH, USA
2.2.6 Highway windmill
Abstract:
Vehicles moving in a highway suffer a lot to drive the vehicle during night time due to lighting
problem. It is not possible task to lay electric cables underground and provide lighting
Smart road in future
28
throughout the length of the roads. In this paper, the drawback can be overcome by make use
of VAWT (Vertical Axis Wind Turbine). The VAWT is coupled with disc type alternator is placed
on the highway road dividers. As the wind is forced by passing vehicles from both sides, the
wind speed on the centre place of highway roads will be more than at the pedestrian walking
lane. This wind is forced to the VAWT from two directions heavily but this VAWT makes use of
both the wind directions and rotates in one direction only. If the speed of the turbine increases
results in increasing the speed of the alternator and the corresponding increased power is
obtained at the output terminal. This power can be stored in battery bank which is placed under
the windmill and utilized at night time for lighting purpose on the highway.
Published in: Communication Software and Networks (ICCSN), 2011 IEEE 3rd International
Conference on
Date of Conference: 27-29 May 2011
Date Added to IEEE Xplore: 08 September 2011
Authors
R. Sathyanarayanan
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
S. Muthamizh
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
C. Giriramprasath
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
K. T. Gopinath
P. T. Meindo-Elang
2.2.7 The Application of VISSIM in the Intersection at Grade of Urban Road
Nanshaomen Intersection for Example
Abstract:
The intersection at grade of urban road is an important part in road system, once the
intersection appears traffic jam, the traffic effective operation can be affected. How to improve
the capacity of the intersection means very important. Traffic simulation is an effective way to
solve traffic problems. It utilizes modern computer technology to realize practical traffic system
specialty, analyzes traffic system’s probable action in sorts of limited condition. In this paper,
regarding Nanshaomen intersection as studying target, the existing problems in present
intersection are found and the reasonable signal timing scheme and traffic lane divider scheme
in intersection are put forward with the help of VISSIM, on the basis of investigation the present
traffic quantity in peak time, signal timing scheme and traffic lane function divider. The improved
scheme is evaluated on motor vehicles travel time, speed, line up length. The result indicates
the scheme can reduce the vehicle delay and improve the capacity of the intersection
effectively, and the application of VISSIM in the intersection at grade of urban road can get to
good effect. It provides the effective reference to solve increasingly serious traffic jam in the
intersection at grade of urban road.
28
throughout the length of the roads. In this paper, the drawback can be overcome by make use
of VAWT (Vertical Axis Wind Turbine). The VAWT is coupled with disc type alternator is placed
on the highway road dividers. As the wind is forced by passing vehicles from both sides, the
wind speed on the centre place of highway roads will be more than at the pedestrian walking
lane. This wind is forced to the VAWT from two directions heavily but this VAWT makes use of
both the wind directions and rotates in one direction only. If the speed of the turbine increases
results in increasing the speed of the alternator and the corresponding increased power is
obtained at the output terminal. This power can be stored in battery bank which is placed under
the windmill and utilized at night time for lighting purpose on the highway.
Published in: Communication Software and Networks (ICCSN), 2011 IEEE 3rd International
Conference on
Date of Conference: 27-29 May 2011
Date Added to IEEE Xplore: 08 September 2011
Authors
R. Sathyanarayanan
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
S. Muthamizh
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
C. Giriramprasath
Department of Electronics and Communication Engineering, SriRam Engineering College,
Chennai, India
K. T. Gopinath
P. T. Meindo-Elang
2.2.7 The Application of VISSIM in the Intersection at Grade of Urban Road
Nanshaomen Intersection for Example
Abstract:
The intersection at grade of urban road is an important part in road system, once the
intersection appears traffic jam, the traffic effective operation can be affected. How to improve
the capacity of the intersection means very important. Traffic simulation is an effective way to
solve traffic problems. It utilizes modern computer technology to realize practical traffic system
specialty, analyzes traffic system’s probable action in sorts of limited condition. In this paper,
regarding Nanshaomen intersection as studying target, the existing problems in present
intersection are found and the reasonable signal timing scheme and traffic lane divider scheme
in intersection are put forward with the help of VISSIM, on the basis of investigation the present
traffic quantity in peak time, signal timing scheme and traffic lane function divider. The improved
scheme is evaluated on motor vehicles travel time, speed, line up length. The result indicates
the scheme can reduce the vehicle delay and improve the capacity of the intersection
effectively, and the application of VISSIM in the intersection at grade of urban road can get to
good effect. It provides the effective reference to solve increasingly serious traffic jam in the
intersection at grade of urban road.
Smart road in future
29
Published in: Optoelectronics and Image Processing (ICOIP), 2010 International Conference on
Date of Conference: 11-12 Nov. 2010
Date Added to IEEE Xplore: 13 January 2011
Authors
Lin Yufan
Coll. of Civil Eng., Xi'an Univ. of Archit. & Technol., Xi'an, China
Li Xiaohua
Coll. of Civil Eng., Xi'an Univ. of Archit. & Technol., Xi'an, China
2.2.8 Autonomous Vehicle and Real Time Road Lanes Detection and Tracking
Abstract:
Advanced Driving Assistant Systems, intelligent and autonomous vehicles are promising
solutions to enhance road safety, traffic issues and passengers' comfort. Such applications
require advanced computer vision algorithms that demand powerful computers with high-speed
processing capabilities. Keeping intelligent vehicles on the road until its destination, in some
cases, remains a great challenge, particularly when driving at high speeds. The first principle
task is robust navigation, which is often based on system vision to acquire RGB images of the
road for more advanced processing. The second task is the vehicle's dynamic controller
according to its position, speed and direction. This paper presents an accurate and efficient
road boundaries and painted lines' detection algorithm for intelligent and autonomous vehicle. It
combines Hough Transform to initialize the algorithm at each time needed, and Canny edges'
detector, least-square method and Kalman filter to minimize the adaptive region of interest,
predict the future road boundaries' location and lines parameters. The scenarios are simulated
on the Pro-SiVIC simulator provided by Civitec, which is a realistic simulator of vehicles'
dynamics, road infrastructures, and sensors behaviors, and OPAL-RT product dedicated for real
time processing and parallel computing.
Published in: Vehicle Power and Propulsion Conference (VPPC), 2015 IEEE
Date of Conference: 19-22 Oct. 2015
Date Added to IEEE Xplore: 17 December 2015
Authors
Farid Bounini
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Denis Gingras
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Vincent Lapointe
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Herve Pollart
Opal-RT Technol. Inc., Montreal, QC, Canada
2.2.9 Constrained stochastic hybrid system modeling to road map - GPS
integration for vehicle positioning
Abstract:
29
Published in: Optoelectronics and Image Processing (ICOIP), 2010 International Conference on
Date of Conference: 11-12 Nov. 2010
Date Added to IEEE Xplore: 13 January 2011
Authors
Lin Yufan
Coll. of Civil Eng., Xi'an Univ. of Archit. & Technol., Xi'an, China
Li Xiaohua
Coll. of Civil Eng., Xi'an Univ. of Archit. & Technol., Xi'an, China
2.2.8 Autonomous Vehicle and Real Time Road Lanes Detection and Tracking
Abstract:
Advanced Driving Assistant Systems, intelligent and autonomous vehicles are promising
solutions to enhance road safety, traffic issues and passengers' comfort. Such applications
require advanced computer vision algorithms that demand powerful computers with high-speed
processing capabilities. Keeping intelligent vehicles on the road until its destination, in some
cases, remains a great challenge, particularly when driving at high speeds. The first principle
task is robust navigation, which is often based on system vision to acquire RGB images of the
road for more advanced processing. The second task is the vehicle's dynamic controller
according to its position, speed and direction. This paper presents an accurate and efficient
road boundaries and painted lines' detection algorithm for intelligent and autonomous vehicle. It
combines Hough Transform to initialize the algorithm at each time needed, and Canny edges'
detector, least-square method and Kalman filter to minimize the adaptive region of interest,
predict the future road boundaries' location and lines parameters. The scenarios are simulated
on the Pro-SiVIC simulator provided by Civitec, which is a realistic simulator of vehicles'
dynamics, road infrastructures, and sensors behaviors, and OPAL-RT product dedicated for real
time processing and parallel computing.
Published in: Vehicle Power and Propulsion Conference (VPPC), 2015 IEEE
Date of Conference: 19-22 Oct. 2015
Date Added to IEEE Xplore: 17 December 2015
Authors
Farid Bounini
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Denis Gingras
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Vincent Lapointe
LIV, Univ. de Sherbrooke, Sherbrooke, QC, Canada
Herve Pollart
Opal-RT Technol. Inc., Montreal, QC, Canada
2.2.9 Constrained stochastic hybrid system modeling to road map - GPS
integration for vehicle positioning
Abstract:
Smart road in future
30
This paper considers the vehicle positioning problem of an automobile on-board navigation
system which is mainly supported by Global Positioning System (GPS). To complement GPS,
the existing navigation techniques incorporate additional vehicle sensors, together with the map
data to match the positioning solution with the road map. We propose an advanced map-
matching algorithm that integrates the additional map data with GPS and vehicle sensor
measurements. Specifically, the detailed road map data, where individual road segments are
subdivided into lanes, can impose further restriction on the vehicle as it is likely to move along
the center of each lane and is rarely at boundary. Such a tendency can be mathematically
interpreted as a statistical constraint in our map-matching algorithm. In addition, the lane
change behavior of the vehicle can be accounted for by the discrete modes assigned to the
individual road lanes. Then, the overall positioning process can be posed as a constrained
stochastic hybrid system framework. The proposed map-matching algorithm provides more
reliable vehicle positioning (continuous state estimate) and lane discrimination (discrete mode
estimate) without needing costly sensor resources.
Published in: Decision and Control (CDC), 2016 IEEE 55th Conference on
Date of Conference: 12-14 Dec. 2016
Date Added to IEEE Xplore: 29 December 2016
Authors
Cheolhyeon Kwon
School of Aeronautics and Astronautics, Purdue University, West Lafayette, IN, 47907 USA
Inseok Hwang
School of Aeronautics and Astronautics, Purdue University, West Lafayette, IN, 47907 USA
2.2.10 Development of IoT based vehicular pollution monitoring system
Abstract:
Wireless sensors are used in most of the in real time applications for collecting physical
information. The impossible measurements in typical ways have currently become attainable
using the wireless technology. In this technology, the measurement of air quality is one of the
difficult areas for the researchers. The main source of atmosphere pollution happens due to
vehicles. The high inflow of vehicles in urban areas causing more air pollution and decreasing
air quality that leads to severe health diseases. The main objective of the paper is to introduce
vehicular pollution monitoring system using Internet of Things (IoT) which is capable of
detecting vehicles causing pollution on the city roads and measures various types of pollutants,
and its level in air. This paper also reports the status of air quality whenever needed to the
environmental agencies. The proposed systems also assures the existence of wireless sensors
for vehicle pollution system that specialize in a straight forward accessibility of real time data
through internet using IoT. The measured data is also shared to vehicle owner, traffic
department and agencies of national environment. This system is a low cost and provides good
results in controlling the air pollution especially in the urban areas.
Published in: Green Computing and Internet of Things (ICGCIoT), 2015 International
Conference on
Date of Conference: 8-10 Oct. 2015
Date Added to IEEE Xplore: 14 January 2016
30
This paper considers the vehicle positioning problem of an automobile on-board navigation
system which is mainly supported by Global Positioning System (GPS). To complement GPS,
the existing navigation techniques incorporate additional vehicle sensors, together with the map
data to match the positioning solution with the road map. We propose an advanced map-
matching algorithm that integrates the additional map data with GPS and vehicle sensor
measurements. Specifically, the detailed road map data, where individual road segments are
subdivided into lanes, can impose further restriction on the vehicle as it is likely to move along
the center of each lane and is rarely at boundary. Such a tendency can be mathematically
interpreted as a statistical constraint in our map-matching algorithm. In addition, the lane
change behavior of the vehicle can be accounted for by the discrete modes assigned to the
individual road lanes. Then, the overall positioning process can be posed as a constrained
stochastic hybrid system framework. The proposed map-matching algorithm provides more
reliable vehicle positioning (continuous state estimate) and lane discrimination (discrete mode
estimate) without needing costly sensor resources.
Published in: Decision and Control (CDC), 2016 IEEE 55th Conference on
Date of Conference: 12-14 Dec. 2016
Date Added to IEEE Xplore: 29 December 2016
Authors
Cheolhyeon Kwon
School of Aeronautics and Astronautics, Purdue University, West Lafayette, IN, 47907 USA
Inseok Hwang
School of Aeronautics and Astronautics, Purdue University, West Lafayette, IN, 47907 USA
2.2.10 Development of IoT based vehicular pollution monitoring system
Abstract:
Wireless sensors are used in most of the in real time applications for collecting physical
information. The impossible measurements in typical ways have currently become attainable
using the wireless technology. In this technology, the measurement of air quality is one of the
difficult areas for the researchers. The main source of atmosphere pollution happens due to
vehicles. The high inflow of vehicles in urban areas causing more air pollution and decreasing
air quality that leads to severe health diseases. The main objective of the paper is to introduce
vehicular pollution monitoring system using Internet of Things (IoT) which is capable of
detecting vehicles causing pollution on the city roads and measures various types of pollutants,
and its level in air. This paper also reports the status of air quality whenever needed to the
environmental agencies. The proposed systems also assures the existence of wireless sensors
for vehicle pollution system that specialize in a straight forward accessibility of real time data
through internet using IoT. The measured data is also shared to vehicle owner, traffic
department and agencies of national environment. This system is a low cost and provides good
results in controlling the air pollution especially in the urban areas.
Published in: Green Computing and Internet of Things (ICGCIoT), 2015 International
Conference on
Date of Conference: 8-10 Oct. 2015
Date Added to IEEE Xplore: 14 January 2016
Smart road in future
31
Authors
Ramagiri Rushikesh
Department of ECE, JNTUA College of Engineering, Pulivendula, Kadapa, AP, India
Chandra Mohan Reddy Sivappagari
Department of ECE, JNTUA College of Engineering, Pulivendula-516390, Kadapa, AP, India
2.2.11 VANET-Enabled Eco-Friendly Road Characteristics-Aware Routing for
Vehicular Traffic
Abstract:
The lack of significant breakthroughs in terms of alternative energy sources has caused both
fuel consumption and gas emissions to constantly increase. In this context, improving fuel
efficiency and reducing emissions in the transportation sector is vital, as vehicles are one of the
important contributors to air pollution. This paper introduces EcoTrec, a novel eco-friendly
routing algorithm for vehicular traffic which considers road characteristics such as surface
conditions and gradients, as well as existing traffic conditions to improve the fuel savings of
vehicles and reduce gas emissions. EcoTrec makes use of the Vehicular Ad-hoc NETworks
(VANET) both for collecting data from distributed vehicles and to disseminate information in aid
of the routing algorithm. The algorithm calculates the fuel efficiency of various routes and then
directs the vehicle to a fuel efficient route, while also avoiding flash crowding. Simulation-based
tests showed that by using EcoTrec, fuel emissions were significantly reduced, when compared
with existing state-of-the-art vehicular routing algorithms.
Published in: Vehicular Technology Conference (VTC Spring), 2013 IEEE 77th
Date of Conference: 2-5 June 2013
Date Added to IEEE Xplore: 06 January 2014
Authors
Ronan Doolan
Performance Eng. Lab. (PEL), Dublin City Univ., Dublin, Ireland
Gabriel-Miro Muntean
Performance Eng. Lab. (PEL), Dublin City Univ., Dublin, Ireland
2.2.12 An infrared based intelligent Traffic System
Abstract:
An efficient traffic system is needed for safety of lives, property, time and economy. Here we
present a design and implementation of low cost, low power consummated and more reliable an
Infrared based intelligent Traffic System. The system is a wireless network based which
contains infrared transmitter with a unique identification number and infrared receiver. The
system can response rapidly with the violation of traffic rules and shows the result as a tracked
ID of the violated vehicle on the LCD (Liquid Crystal Display). This system describes a highly
accurate Traffic system using infrared communication. This system achieves high accuracy and
more efficiency at Four Way Terminals. This system can be applied in case of both Road divider
and Four Way Terminals.
Published in: Informatics, Electronics & Vision (ICIEV), 2012 International Conference on
31
Authors
Ramagiri Rushikesh
Department of ECE, JNTUA College of Engineering, Pulivendula, Kadapa, AP, India
Chandra Mohan Reddy Sivappagari
Department of ECE, JNTUA College of Engineering, Pulivendula-516390, Kadapa, AP, India
2.2.11 VANET-Enabled Eco-Friendly Road Characteristics-Aware Routing for
Vehicular Traffic
Abstract:
The lack of significant breakthroughs in terms of alternative energy sources has caused both
fuel consumption and gas emissions to constantly increase. In this context, improving fuel
efficiency and reducing emissions in the transportation sector is vital, as vehicles are one of the
important contributors to air pollution. This paper introduces EcoTrec, a novel eco-friendly
routing algorithm for vehicular traffic which considers road characteristics such as surface
conditions and gradients, as well as existing traffic conditions to improve the fuel savings of
vehicles and reduce gas emissions. EcoTrec makes use of the Vehicular Ad-hoc NETworks
(VANET) both for collecting data from distributed vehicles and to disseminate information in aid
of the routing algorithm. The algorithm calculates the fuel efficiency of various routes and then
directs the vehicle to a fuel efficient route, while also avoiding flash crowding. Simulation-based
tests showed that by using EcoTrec, fuel emissions were significantly reduced, when compared
with existing state-of-the-art vehicular routing algorithms.
Published in: Vehicular Technology Conference (VTC Spring), 2013 IEEE 77th
Date of Conference: 2-5 June 2013
Date Added to IEEE Xplore: 06 January 2014
Authors
Ronan Doolan
Performance Eng. Lab. (PEL), Dublin City Univ., Dublin, Ireland
Gabriel-Miro Muntean
Performance Eng. Lab. (PEL), Dublin City Univ., Dublin, Ireland
2.2.12 An infrared based intelligent Traffic System
Abstract:
An efficient traffic system is needed for safety of lives, property, time and economy. Here we
present a design and implementation of low cost, low power consummated and more reliable an
Infrared based intelligent Traffic System. The system is a wireless network based which
contains infrared transmitter with a unique identification number and infrared receiver. The
system can response rapidly with the violation of traffic rules and shows the result as a tracked
ID of the violated vehicle on the LCD (Liquid Crystal Display). This system describes a highly
accurate Traffic system using infrared communication. This system achieves high accuracy and
more efficiency at Four Way Terminals. This system can be applied in case of both Road divider
and Four Way Terminals.
Published in: Informatics, Electronics & Vision (ICIEV), 2012 International Conference on
Smart road in future
32
Date of Conference: 18-19 May 2012
Date Added to IEEE Xplore: 04 October 2012
Authors
Sikder Sunbeam Islam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Kowshik Dey
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Mohammed Rafiqul Islam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Mohammad Kurshed Alam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
2.2.13 Experimental research on frost resistance of concrete under the action of
de-icing salt
Abstract:
The de-icing salt is widely utilized in Northeast China for its removal of snow and ice. However,
the remain of frozen salt from the de-icing salt on concrete roads can lead to erosion. In this
paper, frost resistance of concrete under the action of the de-icing salt analysis was carried out,
in which concrete freeze-thaw under the action of different types of de-icing salt were
researched, and de-icing salt on the different strength concrete function of freeze-thaw were
also researched. The analysis of the test data will show that the de-icing salt on concrete's
mechanism of action is the same, environmental protection type de-icing salt on surface
corrosion is relatively small; corrosion of the de-icing salt on concrete is related with its strength,
the strengther the salt content is, the smaller corrosion it is. It will have a guiding significancebe
on road design in Northeast China and frost resistance of concrete under the action of de-icing
salt analysis.
Published in: Consumer Electronics, Communications and Networks (CECNet), 2012 2nd
International Conference on
Date of Conference: 21-23 April 2012
Date Added to IEEE Xplore: 17 May 2012
Authors
Gai Xiaolian
Northeast Petroleum University Hua-ri college Harbin 150027 China
2.2.14 Smart traffic light in terms of the cognitive road traffic management system
(CTMS) based on the Internet of Things
Abstract:
32
Date of Conference: 18-19 May 2012
Date Added to IEEE Xplore: 04 October 2012
Authors
Sikder Sunbeam Islam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Kowshik Dey
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Mohammed Rafiqul Islam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
Mohammad Kurshed Alam
Department of Electrical and Electronic Engineering, International Islamic University Chittagong,
Bangladesh
2.2.13 Experimental research on frost resistance of concrete under the action of
de-icing salt
Abstract:
The de-icing salt is widely utilized in Northeast China for its removal of snow and ice. However,
the remain of frozen salt from the de-icing salt on concrete roads can lead to erosion. In this
paper, frost resistance of concrete under the action of the de-icing salt analysis was carried out,
in which concrete freeze-thaw under the action of different types of de-icing salt were
researched, and de-icing salt on the different strength concrete function of freeze-thaw were
also researched. The analysis of the test data will show that the de-icing salt on concrete's
mechanism of action is the same, environmental protection type de-icing salt on surface
corrosion is relatively small; corrosion of the de-icing salt on concrete is related with its strength,
the strengther the salt content is, the smaller corrosion it is. It will have a guiding significancebe
on road design in Northeast China and frost resistance of concrete under the action of de-icing
salt analysis.
Published in: Consumer Electronics, Communications and Networks (CECNet), 2012 2nd
International Conference on
Date of Conference: 21-23 April 2012
Date Added to IEEE Xplore: 17 May 2012
Authors
Gai Xiaolian
Northeast Petroleum University Hua-ri college Harbin 150027 China
2.2.14 Smart traffic light in terms of the cognitive road traffic management system
(CTMS) based on the Internet of Things
Abstract:
Smart road in future
33
This work is aimed to describe a cognitive traffic management system (CTMS) based on the
Internet of Things approach. Telecommunication technologies, which can be used for the
system development and deployment, are analyzed. Smart traffic light integration is proposed
as a replacement of the existing traffic lights. The main purpose of such replacement is to
optimize traffic management processes which are made by government authorities. Smart traffic
light integration excludes mistakes caused by human factor. Proposed approach can be used as
a part of e-government system in further.
Published in: Design & Test Symposium (EWDTS), 2014 East-West
Date of Conference: 26-29 Sept. 2014
Date Added to IEEE Xplore: 02 February 2015
ISBN Information:
INSPEC Accession Number: 14887843
DOI: 10.1109/EWDTS.2014.7027102
Publisher: IEEE
2.2.15 Dynamic road lane management: A smart city application
Abstract:
The SMART CITY is an important field for ubiquitous computing (UC), ambient intelligence
(AmI), connected vehicles (CV), and new styles of User Interfaces, mainly mobile. Data
vitalization related to in-city data collection and their appropriate diffusion to city actors (private
and professional) and their services (applications) is one issue. In a more precise and specific
context of a dynamic lane allocation system, which is presented in this paper, we describe the
use of Location-Based services and Internet of Things in this system, as well as User Interfaces
proposed. A simulation environment allows us to conduct an initial validation of the system and
to study acceptability of User Interfaces before in-the-field deployment.
Published in: Advanced Logistics and Transport (ICALT), 2014 International Conference on
Date of Conference: 1-3 May 2014
Date Added to IEEE Xplore: 28 July 2014
ISBN Information:
INSPEC Accession Number: 14484690
DOI: 10.1109/ICAdLT.2014.6864085
Publisher: IEEE
33
This work is aimed to describe a cognitive traffic management system (CTMS) based on the
Internet of Things approach. Telecommunication technologies, which can be used for the
system development and deployment, are analyzed. Smart traffic light integration is proposed
as a replacement of the existing traffic lights. The main purpose of such replacement is to
optimize traffic management processes which are made by government authorities. Smart traffic
light integration excludes mistakes caused by human factor. Proposed approach can be used as
a part of e-government system in further.
Published in: Design & Test Symposium (EWDTS), 2014 East-West
Date of Conference: 26-29 Sept. 2014
Date Added to IEEE Xplore: 02 February 2015
ISBN Information:
INSPEC Accession Number: 14887843
DOI: 10.1109/EWDTS.2014.7027102
Publisher: IEEE
2.2.15 Dynamic road lane management: A smart city application
Abstract:
The SMART CITY is an important field for ubiquitous computing (UC), ambient intelligence
(AmI), connected vehicles (CV), and new styles of User Interfaces, mainly mobile. Data
vitalization related to in-city data collection and their appropriate diffusion to city actors (private
and professional) and their services (applications) is one issue. In a more precise and specific
context of a dynamic lane allocation system, which is presented in this paper, we describe the
use of Location-Based services and Internet of Things in this system, as well as User Interfaces
proposed. A simulation environment allows us to conduct an initial validation of the system and
to study acceptability of User Interfaces before in-the-field deployment.
Published in: Advanced Logistics and Transport (ICALT), 2014 International Conference on
Date of Conference: 1-3 May 2014
Date Added to IEEE Xplore: 28 July 2014
ISBN Information:
INSPEC Accession Number: 14484690
DOI: 10.1109/ICAdLT.2014.6864085
Publisher: IEEE
Smart road in future
34
Chapter 3: Research Methods
This section focuses on three important human factors and their relation to road use, followed
by a contemplation of the impact with certain smart-road technologies and a philosophy of its
design. This is meant to illustrate the importance of proper research and co-creation between all
involved parties, so that the implementation of smart-road technologies can be done in a safe
and effective way.
3.1 Method of Data Collection
When trying to understand the interactions between humans and smart road systems, it is hard
to discard the role of the car. This role is changing over time, as can be seen withrecent
vehicles that are capable of sensing their environment and navigating without any human input.
With the car gaining more and more autonomy, one of the biggest issues in relation to the highly
automated systems is that of drivers facing a loss of control (Perrow, 1984). With regard to
smart road technologies an important questions arise; such as, what is the impact of automation
systems both of cars as well as roads, on a driver’s perceived loss of control?
Some of the most important studies regarding the perceived loss of control can be tracked back
to the highly automated systems found in airplanes. Studies have indicated that due to the
infrequency of accidents, it can lead pilots to have a sense of complacency and overreliance in
the automation systems. This, in turn, can lead to a lacking situational awareness and to the
inability to cope with automation surprises, even of well-trained people (Parasuraman et al.,
2008, Manzey et al., 2008, Sarter et al., 1997 and Manzey and Bahner, 2005). In this short
complementary piece on car automation technologies, four relevant points have to be taken into
consideration.
First, studies have indicated that the level of human control determines the acceptance of
automation (TAUCIS, 2006). In distinguishing between the need for control and the actual
perceived control, drivers have indicated that they perceive less control than they preferred to
have. In short, drivers will accept smart technologies as long as they have the means to
exercise the overriding and concluding control over the system. Second, a high rate of
automation errors leads to a decreased level of trust in the system (de Vries et al., 2003).
However this should become less of a problem with the assumption that due to experimentation,
current technologies become less susceptible to the number of automation malfunctions. Third,
studies have shown that the longer a driver uses automation technology, the more familiar he or
she will become with it (Larsson, 2012). Although this is not the same as trust, it might very well
lead to an increase in knowledge, awareness, and understanding of how to drive safely. And
last, drivers experience a greater externality when using automated systems rather than being
subject to the usual manual conditions (Stanton & Young, 2005), but only under conditions that
entail a high level of control (Fink & Weyer, 2014).
Taking into account such findings, road designers as well as car designers should integrate a
hybrid interaction of automated systems or cars and smart road technologies. Considering that
drivers nowadays feel increasingly comfortable with driver assistance systems when they are
implemented with regard manoeuvring (Weyer, Fink, & Adelt, 2015), considering both tales of
the tape could only reinforce safety and mobility.
34
Chapter 3: Research Methods
This section focuses on three important human factors and their relation to road use, followed
by a contemplation of the impact with certain smart-road technologies and a philosophy of its
design. This is meant to illustrate the importance of proper research and co-creation between all
involved parties, so that the implementation of smart-road technologies can be done in a safe
and effective way.
3.1 Method of Data Collection
When trying to understand the interactions between humans and smart road systems, it is hard
to discard the role of the car. This role is changing over time, as can be seen withrecent
vehicles that are capable of sensing their environment and navigating without any human input.
With the car gaining more and more autonomy, one of the biggest issues in relation to the highly
automated systems is that of drivers facing a loss of control (Perrow, 1984). With regard to
smart road technologies an important questions arise; such as, what is the impact of automation
systems both of cars as well as roads, on a driver’s perceived loss of control?
Some of the most important studies regarding the perceived loss of control can be tracked back
to the highly automated systems found in airplanes. Studies have indicated that due to the
infrequency of accidents, it can lead pilots to have a sense of complacency and overreliance in
the automation systems. This, in turn, can lead to a lacking situational awareness and to the
inability to cope with automation surprises, even of well-trained people (Parasuraman et al.,
2008, Manzey et al., 2008, Sarter et al., 1997 and Manzey and Bahner, 2005). In this short
complementary piece on car automation technologies, four relevant points have to be taken into
consideration.
First, studies have indicated that the level of human control determines the acceptance of
automation (TAUCIS, 2006). In distinguishing between the need for control and the actual
perceived control, drivers have indicated that they perceive less control than they preferred to
have. In short, drivers will accept smart technologies as long as they have the means to
exercise the overriding and concluding control over the system. Second, a high rate of
automation errors leads to a decreased level of trust in the system (de Vries et al., 2003).
However this should become less of a problem with the assumption that due to experimentation,
current technologies become less susceptible to the number of automation malfunctions. Third,
studies have shown that the longer a driver uses automation technology, the more familiar he or
she will become with it (Larsson, 2012). Although this is not the same as trust, it might very well
lead to an increase in knowledge, awareness, and understanding of how to drive safely. And
last, drivers experience a greater externality when using automated systems rather than being
subject to the usual manual conditions (Stanton & Young, 2005), but only under conditions that
entail a high level of control (Fink & Weyer, 2014).
Taking into account such findings, road designers as well as car designers should integrate a
hybrid interaction of automated systems or cars and smart road technologies. Considering that
drivers nowadays feel increasingly comfortable with driver assistance systems when they are
implemented with regard manoeuvring (Weyer, Fink, & Adelt, 2015), considering both tales of
the tape could only reinforce safety and mobility.
Smart road in future
35
3.2 Sampling Technique
3.2.1 Human processing capabilities
This section focusses on three important human factors and their relation to road use, followed
by a contemplation of the impact with certain smart-road technologies and a philosophy of its
design. This is meant to illustrate the importance of proper research and co-creation between all
involved parties, so that the implementation of smart-road technologies can be done in a safe
and effective way.
3.2.1.1 A methodological issue in design choice
One of the most important human factors that has to be considered is human processing
capabilities. Human processing capabilities describe how a human being processes information
when he or she interacts with the environment, in this case the road and vehicle environment.
Scientific literature is arguing that traffic systems should have self-explaining properties that are
designed in such a way that they strictly conform to the expectations of the road user. The road
and its surrounding elements that can be considered part of the road system, like road signs,
bridges and tunnels, should be easily recognisable, easily distinguishable and easily interpreted.
These restrictions posed by the design conform to expectations, will limit the use of smart road
technologies. These restrictions also make it difficult for engineers to innovate road networks, as
their technologies have to conform to not only the technical requirements but also to
requirements indirectly posed by the road user (e.g. road signs). Road users might be
negatively influenced and impacted by a new road innovation if the implementation of said
innovation falls outside of the boundaries of expectation. It is therefore of the utmost importance
that engineers have to take into consideration the human factors which can play a role when
using a new road innovation or technology. Though the true impact can only be measured and
accounted for scientifically when certain smart technologies are implemented and used, a
hypothetical analysis of the smart road technology in light of the limits of human processing
capabilities will be given in order to point out the implications and possibilities that innovations in
road technology might bring.
Perception is not merely passive, but an active construction process. It can be seen as the
result of an interaction between sensory input, expectations, and other information processing
characteristics of the driver and is also known as ‘perceptual expectancy’. This characterization
can be seen as a predisposition to perceive things in a particular way. When drivers perceive
the road environment differently than its designer originally had in mind, drivers will treat - and
behave in - the road environment in a different manner than was expected by the designer.
In actively constructing the environment, over 90% of the information that is processed by the
driver is visual (Hills, 1980). Due to the limitations of the visual system and the complexity of the
driving environment, a driver’s perception will mostly rely on top-down expectations. This means
that drivers will perceive those occurrences that are in line with their expectations, and will most
probably overlook events that do not conform with their expectations (Stroop, 1935; Biederman,
Glass & Stacy, 1973). Perception itself is therefore shaped by top-down processes (Coon &
Mitterer, 2008). It is because particular events are not expected to happen, rather than overdue
reaction times, that a large portion of drivers are involved in crashes and collisions (Sussman et
al., 1985).
3.2.1.2 A smart processing capability and methodological design decisions
35
3.2 Sampling Technique
3.2.1 Human processing capabilities
This section focusses on three important human factors and their relation to road use, followed
by a contemplation of the impact with certain smart-road technologies and a philosophy of its
design. This is meant to illustrate the importance of proper research and co-creation between all
involved parties, so that the implementation of smart-road technologies can be done in a safe
and effective way.
3.2.1.1 A methodological issue in design choice
One of the most important human factors that has to be considered is human processing
capabilities. Human processing capabilities describe how a human being processes information
when he or she interacts with the environment, in this case the road and vehicle environment.
Scientific literature is arguing that traffic systems should have self-explaining properties that are
designed in such a way that they strictly conform to the expectations of the road user. The road
and its surrounding elements that can be considered part of the road system, like road signs,
bridges and tunnels, should be easily recognisable, easily distinguishable and easily interpreted.
These restrictions posed by the design conform to expectations, will limit the use of smart road
technologies. These restrictions also make it difficult for engineers to innovate road networks, as
their technologies have to conform to not only the technical requirements but also to
requirements indirectly posed by the road user (e.g. road signs). Road users might be
negatively influenced and impacted by a new road innovation if the implementation of said
innovation falls outside of the boundaries of expectation. It is therefore of the utmost importance
that engineers have to take into consideration the human factors which can play a role when
using a new road innovation or technology. Though the true impact can only be measured and
accounted for scientifically when certain smart technologies are implemented and used, a
hypothetical analysis of the smart road technology in light of the limits of human processing
capabilities will be given in order to point out the implications and possibilities that innovations in
road technology might bring.
Perception is not merely passive, but an active construction process. It can be seen as the
result of an interaction between sensory input, expectations, and other information processing
characteristics of the driver and is also known as ‘perceptual expectancy’. This characterization
can be seen as a predisposition to perceive things in a particular way. When drivers perceive
the road environment differently than its designer originally had in mind, drivers will treat - and
behave in - the road environment in a different manner than was expected by the designer.
In actively constructing the environment, over 90% of the information that is processed by the
driver is visual (Hills, 1980). Due to the limitations of the visual system and the complexity of the
driving environment, a driver’s perception will mostly rely on top-down expectations. This means
that drivers will perceive those occurrences that are in line with their expectations, and will most
probably overlook events that do not conform with their expectations (Stroop, 1935; Biederman,
Glass & Stacy, 1973). Perception itself is therefore shaped by top-down processes (Coon &
Mitterer, 2008). It is because particular events are not expected to happen, rather than overdue
reaction times, that a large portion of drivers are involved in crashes and collisions (Sussman et
al., 1985).
3.2.1.2 A smart processing capability and methodological design decisions
Smart road in future
36
Following the information presented, engineers should design smart road technologies in such a
way that they are in line with the expectations of the road user. This need has been identified in
philosophy of design as well, where it has been problematized that the dependency of
technological development on time and money has not been discussed in a necessary
philosophical manner (Kroes, Franssen and Bucciarelli, 2009). Instead, many philosophy of
design theories focus on explaining the technologically framed and instrumental rationality of
engineers as bounded rationality (Simon, 1982). That explains that engineers stop generating
options and their consequences in order to avoid information overload and calculative
intractability in decision making. Considering smart road technologies, it can be said that
glowing lines might not only be easily recognisable as a road marking, but furthermore they
would need to be recognisable as the same road marking that was its predecessor. However,
characteristics like colour and the very ‘glowing’ nature itself, might prove problematic, at least
when newly implemented.
Another conceptual understanding from philosophy of design that can be applicable here are
theories of means-ends reasoning (Hughes, Kroes & Zwart, 2007). Such theories argue that
engineers should not just be concerned with the evaluation of given means with respect to their
ability to achieve given ends, but that they should also be concerned with the generation or
construction of means for given ends. The introduction of new road technologies should
therefore go in hand with educational means for the drivers. The road user would need time to
accept the changes as part of their expectancy schematic. The meaning of the lines depends on
their pattern for instance, a continued line means that it is not allowed to cross. Scenarios might
occur with the glowing paint, e.g: that because of their phosphorescent capacity, a dashed line
would rather resemble a continued line in the dark, or when reaching a certain speed. Even
though there is no research so far that indicates such problems, this and similar hypothesis
might be worth exploring before implementing new smart road technologies on a larger scale.
3.3 Sample size
Design options should ideally meet functional requirements which have been identified amongst
others, these may or may not originate from the prospective user (e.g. the driver’s processing
capabilities). Once engineers choose a design option, it turns into a practical decision-making
problem which is ought to be solved within a particular engineering-design task. With regard to
this practical decision-making problem, engineers are facing several methodological problems,
the most important one being identified in literature as the multi-criteria decision problem
(Franssen, 2005). This problem addresses that various requirements of for instance smart road
technologies are accompanied with their own operationalizations in terms of measurement
procedures and design parameters for determining their performance. However, such
measurements that determine safety and throughput design parameters might depend on
practical operationalizations such as where and when traffic gets stuck or accidents happen,
overlooking the why. Therefore, another human factor that engineers should take into account is
that people have a limited amount of processing resources available. Whenever the task
demand exceeds the amount of processing resources available, a task overload will result. In
case a task will approach an overload, a road user will commonly adapt his or her behaviour in
such a way that the demand of the load will become lighter. In such a case, drivers will ignore or
skip additional tasks. In numbering and ranking quantitative scales that represent the various
36
Following the information presented, engineers should design smart road technologies in such a
way that they are in line with the expectations of the road user. This need has been identified in
philosophy of design as well, where it has been problematized that the dependency of
technological development on time and money has not been discussed in a necessary
philosophical manner (Kroes, Franssen and Bucciarelli, 2009). Instead, many philosophy of
design theories focus on explaining the technologically framed and instrumental rationality of
engineers as bounded rationality (Simon, 1982). That explains that engineers stop generating
options and their consequences in order to avoid information overload and calculative
intractability in decision making. Considering smart road technologies, it can be said that
glowing lines might not only be easily recognisable as a road marking, but furthermore they
would need to be recognisable as the same road marking that was its predecessor. However,
characteristics like colour and the very ‘glowing’ nature itself, might prove problematic, at least
when newly implemented.
Another conceptual understanding from philosophy of design that can be applicable here are
theories of means-ends reasoning (Hughes, Kroes & Zwart, 2007). Such theories argue that
engineers should not just be concerned with the evaluation of given means with respect to their
ability to achieve given ends, but that they should also be concerned with the generation or
construction of means for given ends. The introduction of new road technologies should
therefore go in hand with educational means for the drivers. The road user would need time to
accept the changes as part of their expectancy schematic. The meaning of the lines depends on
their pattern for instance, a continued line means that it is not allowed to cross. Scenarios might
occur with the glowing paint, e.g: that because of their phosphorescent capacity, a dashed line
would rather resemble a continued line in the dark, or when reaching a certain speed. Even
though there is no research so far that indicates such problems, this and similar hypothesis
might be worth exploring before implementing new smart road technologies on a larger scale.
3.3 Sample size
Design options should ideally meet functional requirements which have been identified amongst
others, these may or may not originate from the prospective user (e.g. the driver’s processing
capabilities). Once engineers choose a design option, it turns into a practical decision-making
problem which is ought to be solved within a particular engineering-design task. With regard to
this practical decision-making problem, engineers are facing several methodological problems,
the most important one being identified in literature as the multi-criteria decision problem
(Franssen, 2005). This problem addresses that various requirements of for instance smart road
technologies are accompanied with their own operationalizations in terms of measurement
procedures and design parameters for determining their performance. However, such
measurements that determine safety and throughput design parameters might depend on
practical operationalizations such as where and when traffic gets stuck or accidents happen,
overlooking the why. Therefore, another human factor that engineers should take into account is
that people have a limited amount of processing resources available. Whenever the task
demand exceeds the amount of processing resources available, a task overload will result. In
case a task will approach an overload, a road user will commonly adapt his or her behaviour in
such a way that the demand of the load will become lighter. In such a case, drivers will ignore or
skip additional tasks. In numbering and ranking quantitative scales that represent the various
Smart road in future
37
options out of which a choice is to be made, engineers come up with a result that adequately
represents a ‘best score’. In considering a best solution, the optimal solution should include a
driver’s task overload.
The concept of task overload should be understood in relation to the mental workload, referring
to the information processing demands that are brought about by the tasks that a driver needs
to execute (e.g. De Waard, 1996). Specifically, a task overload can be seen as those aspects
between a driver and its tasks that result in the tasks requirements exceeding a driver’s capacity
to deliver (Gopher & Donchin, 1986). This task overload is determined by the task requirements
as well as the capacity of a driver. Because different drivers have divergent capacities, the
extent to which a driver experiences such an excess of tasks often depends of the
characteristics of a specific driver and the variety of tasks that may call upon a variety of
capacities. Basically, the idea is that a driver has a limited amount of processing resources
available. These resources can be seen as a means, or an expedient, that can be used to cope
with a difficult situation. Some authors have argued that this can be considered as one
undividable resource (Kahneman, 1973), whereas others suggest that there are multiple
resources available for different task components (Wickens, 1984).
Although it can be considered clear to see that driver workload is an important factor influencing
traffic behaviour, it remains a complex phenomenon that causes various effects on physiology,
performance and subjective feelings (Theeuwes, Horst & Kuiken, 2012). Physiological effects
can be considered an increase in heart rate or the release of stress hormones, performing
effects relate to cognitive tunnelling (Williams, 1985) or the functional field of view (Williams,
1982), and an subjective effect can be the experience of the overload. It is important to measure
these effect while driving (Horst, Hoekstra & Theeuwes, 1995), which is done often through
driving simulator studies (Hoedemaeker, Hogema & Pauwelussen, 2006; Hogema, 2005;
Verwey & Veltman, 1995) measuring e.g. the peripheral detection (Van Winsum, Martens &
Herland, 1999; Martens, & Van Winsum, 2000; Miura, 1986; Williams, 1995). Additionally, it has
been suggested that the arousal level of a driver can be reduced to such a low level that the
vehicle is being driven on the cognitive automatic pilot, reducing the attentional capacity to
perform (Young & Stanton, 1997; Wickens & Kessel, 1981).
As a person becomes more experienced in driving, such as in steering the wheel, passing other
cars, primary hazard monitoring, or singing along a favorite song, a driver becomes better in
managing the fully integrated and interrelated set of subtasks. Under normal circumstances, due
to this automation of primary and secondary tasks, driving commonly consists of long periods of
relatively low workload. Until, however, the comfortable workload is abruptly interrupted, rising
to extreme heights, also known as the ‘moment of terror and panic’ (Hancock, Lesch &
Simmons, 2003). In managing the workload, a determining factor is seen as the anticipation of
the moment in which the workload may increase. However, instead of relying on a driver’s intent
to anticipate and reducing the workload, the predictability of the road environment remains
crucial (Theeuwes & Godthelp, 2005). Human factors research in traffic behaviour therefore
remains to have a strong claim that consistent and easily recognizable road environments allow
for the development and collection of consistent behaviour (Theeuwes, Horst & Kuiken, 2012).
37
options out of which a choice is to be made, engineers come up with a result that adequately
represents a ‘best score’. In considering a best solution, the optimal solution should include a
driver’s task overload.
The concept of task overload should be understood in relation to the mental workload, referring
to the information processing demands that are brought about by the tasks that a driver needs
to execute (e.g. De Waard, 1996). Specifically, a task overload can be seen as those aspects
between a driver and its tasks that result in the tasks requirements exceeding a driver’s capacity
to deliver (Gopher & Donchin, 1986). This task overload is determined by the task requirements
as well as the capacity of a driver. Because different drivers have divergent capacities, the
extent to which a driver experiences such an excess of tasks often depends of the
characteristics of a specific driver and the variety of tasks that may call upon a variety of
capacities. Basically, the idea is that a driver has a limited amount of processing resources
available. These resources can be seen as a means, or an expedient, that can be used to cope
with a difficult situation. Some authors have argued that this can be considered as one
undividable resource (Kahneman, 1973), whereas others suggest that there are multiple
resources available for different task components (Wickens, 1984).
Although it can be considered clear to see that driver workload is an important factor influencing
traffic behaviour, it remains a complex phenomenon that causes various effects on physiology,
performance and subjective feelings (Theeuwes, Horst & Kuiken, 2012). Physiological effects
can be considered an increase in heart rate or the release of stress hormones, performing
effects relate to cognitive tunnelling (Williams, 1985) or the functional field of view (Williams,
1982), and an subjective effect can be the experience of the overload. It is important to measure
these effect while driving (Horst, Hoekstra & Theeuwes, 1995), which is done often through
driving simulator studies (Hoedemaeker, Hogema & Pauwelussen, 2006; Hogema, 2005;
Verwey & Veltman, 1995) measuring e.g. the peripheral detection (Van Winsum, Martens &
Herland, 1999; Martens, & Van Winsum, 2000; Miura, 1986; Williams, 1995). Additionally, it has
been suggested that the arousal level of a driver can be reduced to such a low level that the
vehicle is being driven on the cognitive automatic pilot, reducing the attentional capacity to
perform (Young & Stanton, 1997; Wickens & Kessel, 1981).
As a person becomes more experienced in driving, such as in steering the wheel, passing other
cars, primary hazard monitoring, or singing along a favorite song, a driver becomes better in
managing the fully integrated and interrelated set of subtasks. Under normal circumstances, due
to this automation of primary and secondary tasks, driving commonly consists of long periods of
relatively low workload. Until, however, the comfortable workload is abruptly interrupted, rising
to extreme heights, also known as the ‘moment of terror and panic’ (Hancock, Lesch &
Simmons, 2003). In managing the workload, a determining factor is seen as the anticipation of
the moment in which the workload may increase. However, instead of relying on a driver’s intent
to anticipate and reducing the workload, the predictability of the road environment remains
crucial (Theeuwes & Godthelp, 2005). Human factors research in traffic behaviour therefore
remains to have a strong claim that consistent and easily recognizable road environments allow
for the development and collection of consistent behaviour (Theeuwes, Horst & Kuiken, 2012).
Smart road in future
38
3.3.1 A driver’s workload and the trade-offs of smart road
technologies
In choosing a solution that best represents the optimal solution to the designproblem, engineers
have to make certain trade-offs. They have to judge the merit of one option in relation to another
option. In weighing relative good and bad performances, a relatively good performance of the
workload criterion would be that smart road technologies would ideally help in minimizing the
risk of task overloads. For that, the amount of information that is assigned to or expected from
a driver in a specified time period should not exceed the amount of processing resources
available.
Dynamic paint that becomes visible when temperatures are low, could negate the need for road
signs that warn the driver about slick roads. In contrast to the road signs, the driver would only
have to pay attention to the painted warning signs when they are actually relevant. Solar roads
have a passive character, since they not necessarily demand the attention of a road user.
However they could play a role in the workload management of the driver because of their
physical properties. If the road surface would be for instance slicker when it is raining (slicker
than ‘normal’ roads) the driver would have to adjust his driving. Currently, the solar roads’
constructors promise that this is not the case, but it still has to be proven in tests (FAQ, n.d.).
Charging lanes also should not increasingly demand our attention in order to keep the workload
within acceptable boundaries. The most important task, possibly leading to a workload overload,
is switching lanes. However, drivers on a charging lane are inclined to stay on the lane to
maintain the charging process. Therefore, charging lanes could reduce the possibility of task
overload.
Legislation could also be a determining factor in the amount of workload. Questions such as; is
it allowed for combustion engine cars to drive on the charging lanes? If so, when and where?
Will have to be answered and considered carefully also with regards to workload. By applying a
different set of traffic rules and laws, a dichotomy could be created between car owners and
users (electric and combustion drivers). It is interesting to mention the impact this might have on
the preference of vehicle for a car owner and how this might have major implications, for
instance in the field of sustainability and preserving the environment. However regarding more
immediate behaviour on the road, this dichotomy could affect the physiology, performance and
subjective feelings. Just imagine a major traffic jam in which you are stuck, whilst right next to
you there is a charging lane on which just a few electric cars are driving right past you. And of
course, in this scenario you are already late for this important meeting. This might very well lead
to mild annoyance, to say the least.
3.4 Instrument of Data Collection
3.4.1 Ergonomic principles of drivers and the object worlds of engineers
Just as drivers perceive and collect information from the road environment in a particular way,
so do engineers. Within engineering design, it is argued that the decision-making of modern
technology being done in teams poses a significant problem (Bucciarelli, 1994). The teams that
the Rijkswaterstaat employs are presumably composed of experts from different disciplines,
ranging from different types of engineers (e.g. structural engineers and specialist designers) to
project managers and other consultants, not to mention collaborative practices. Each of these
38
3.3.1 A driver’s workload and the trade-offs of smart road
technologies
In choosing a solution that best represents the optimal solution to the designproblem, engineers
have to make certain trade-offs. They have to judge the merit of one option in relation to another
option. In weighing relative good and bad performances, a relatively good performance of the
workload criterion would be that smart road technologies would ideally help in minimizing the
risk of task overloads. For that, the amount of information that is assigned to or expected from
a driver in a specified time period should not exceed the amount of processing resources
available.
Dynamic paint that becomes visible when temperatures are low, could negate the need for road
signs that warn the driver about slick roads. In contrast to the road signs, the driver would only
have to pay attention to the painted warning signs when they are actually relevant. Solar roads
have a passive character, since they not necessarily demand the attention of a road user.
However they could play a role in the workload management of the driver because of their
physical properties. If the road surface would be for instance slicker when it is raining (slicker
than ‘normal’ roads) the driver would have to adjust his driving. Currently, the solar roads’
constructors promise that this is not the case, but it still has to be proven in tests (FAQ, n.d.).
Charging lanes also should not increasingly demand our attention in order to keep the workload
within acceptable boundaries. The most important task, possibly leading to a workload overload,
is switching lanes. However, drivers on a charging lane are inclined to stay on the lane to
maintain the charging process. Therefore, charging lanes could reduce the possibility of task
overload.
Legislation could also be a determining factor in the amount of workload. Questions such as; is
it allowed for combustion engine cars to drive on the charging lanes? If so, when and where?
Will have to be answered and considered carefully also with regards to workload. By applying a
different set of traffic rules and laws, a dichotomy could be created between car owners and
users (electric and combustion drivers). It is interesting to mention the impact this might have on
the preference of vehicle for a car owner and how this might have major implications, for
instance in the field of sustainability and preserving the environment. However regarding more
immediate behaviour on the road, this dichotomy could affect the physiology, performance and
subjective feelings. Just imagine a major traffic jam in which you are stuck, whilst right next to
you there is a charging lane on which just a few electric cars are driving right past you. And of
course, in this scenario you are already late for this important meeting. This might very well lead
to mild annoyance, to say the least.
3.4 Instrument of Data Collection
3.4.1 Ergonomic principles of drivers and the object worlds of engineers
Just as drivers perceive and collect information from the road environment in a particular way,
so do engineers. Within engineering design, it is argued that the decision-making of modern
technology being done in teams poses a significant problem (Bucciarelli, 1994). The teams that
the Rijkswaterstaat employs are presumably composed of experts from different disciplines,
ranging from different types of engineers (e.g. structural engineers and specialist designers) to
project managers and other consultants, not to mention collaborative practices. Each of these
Smart road in future
39
disciplines has its own theories, its own models of interdependencies, its own criteria of
assessment, and so forth. It is argued that the professionals belonging to these disciplines
should be considered as occupants of different object worlds (Bucciarelli, 1994). These
professionals, however, might design individual information carriers in the way that fits their
object world, not taking into account the basic ergonomic principles such as visibility, clarity and
understandability in the way that the road user processes it.
The aspects that designers intent when conveying information from the road environment to its
road users must actually be read and comprehended properly to be successful (Campbell,
Richard & Graham, 2008). What designers believe to be representative or contriving a particular
purpose of effect, may not at all be found logical or comprehensible by the road users. An
important role herein is reserved for some typical sensory characteristics on one side and
characteristics of informational carriers on the other. Ascribed to detecting human sensory
characteristics can elements such as light intensity, contrast in brightness and colour, and
conspicuity of objects. After the precondition of information being detectable, cognitive functions
such as expectancy, memory, recognition and comprehension come into play, each which take
an amount of time in the information processing sequence.
When information carriers are meeting basic ergonomic principles, visual perception (Hills,
1980) and the equilibrium can be considered crucial, as the vast information that is needed for
driving pertains vision and changes in the equilibrium may warm a driver for potentially unsafe
conditions. All senses however contain the elementary characteristics of having an absolute
threshold, having differential thresholds, displaying adaption, and having a non-linear
relationship between the stimulus and the perceived sensation. In detecting information carriers,
these human sensory characteristics can be considered important for basic ergonomic
principles.
3.4.1 Validity and reliability test.
If there are going to be different team members within the party that has been employed by
Rijkswaterstaat, it is going to be likely that certain members are going to disagree on how to
relatively rank and evaluate the different designs under discussion. Most probably, agreeing
upon one option as being the best might not be arrived at through an algorithmic method that
exemplifies engineering rationality. Rather, the team as a whole – in approaching the abstract
design problem – will rely on models social interaction e.g. bargaining and strategic thinking
(Franssen & Bucciarelli, 2004). With regard to smart road technologies, it is pivotal for engineers
for consider that drivers will also perceive and collect relevant information from the road
environment in a particular way. Hence, also smart road technologies should take into account
the basic ergonomic principles such as visibility, clarity and understandability for the road user.
The charging lanes should have a very understandable appearance that indicates their use and
difference. With the use of contrasting colors, the ergonomic principles can be better ensured.
An example of the use of colour would be the typical dutch bicycle lane, which is indicated
mostly with a specific colour of red.
39
disciplines has its own theories, its own models of interdependencies, its own criteria of
assessment, and so forth. It is argued that the professionals belonging to these disciplines
should be considered as occupants of different object worlds (Bucciarelli, 1994). These
professionals, however, might design individual information carriers in the way that fits their
object world, not taking into account the basic ergonomic principles such as visibility, clarity and
understandability in the way that the road user processes it.
The aspects that designers intent when conveying information from the road environment to its
road users must actually be read and comprehended properly to be successful (Campbell,
Richard & Graham, 2008). What designers believe to be representative or contriving a particular
purpose of effect, may not at all be found logical or comprehensible by the road users. An
important role herein is reserved for some typical sensory characteristics on one side and
characteristics of informational carriers on the other. Ascribed to detecting human sensory
characteristics can elements such as light intensity, contrast in brightness and colour, and
conspicuity of objects. After the precondition of information being detectable, cognitive functions
such as expectancy, memory, recognition and comprehension come into play, each which take
an amount of time in the information processing sequence.
When information carriers are meeting basic ergonomic principles, visual perception (Hills,
1980) and the equilibrium can be considered crucial, as the vast information that is needed for
driving pertains vision and changes in the equilibrium may warm a driver for potentially unsafe
conditions. All senses however contain the elementary characteristics of having an absolute
threshold, having differential thresholds, displaying adaption, and having a non-linear
relationship between the stimulus and the perceived sensation. In detecting information carriers,
these human sensory characteristics can be considered important for basic ergonomic
principles.
3.4.1 Validity and reliability test.
If there are going to be different team members within the party that has been employed by
Rijkswaterstaat, it is going to be likely that certain members are going to disagree on how to
relatively rank and evaluate the different designs under discussion. Most probably, agreeing
upon one option as being the best might not be arrived at through an algorithmic method that
exemplifies engineering rationality. Rather, the team as a whole – in approaching the abstract
design problem – will rely on models social interaction e.g. bargaining and strategic thinking
(Franssen & Bucciarelli, 2004). With regard to smart road technologies, it is pivotal for engineers
for consider that drivers will also perceive and collect relevant information from the road
environment in a particular way. Hence, also smart road technologies should take into account
the basic ergonomic principles such as visibility, clarity and understandability for the road user.
The charging lanes should have a very understandable appearance that indicates their use and
difference. With the use of contrasting colors, the ergonomic principles can be better ensured.
An example of the use of colour would be the typical dutch bicycle lane, which is indicated
mostly with a specific colour of red.
Smart road in future
40
Because of their luminescent properties, glowing lines have the ability to be properly visible
without need for additional street lighting. It is however important that the patterns in which they
are used, are similar to the normal street paint. These patterns indicate specific traffic rules and
are therefore very important and not to be misunderstood. As mentioned before, the glowing
lines would still have to be recognisable as dashed lines, even at great speed, in order for the
technology to conform to human processing capabilities. Their luminescent properties might
possibly challenge this prerequisite, which could lead to misunderstandings about whether or
not it is allowed to pass cars.
In the current state of development, glowing lines do not yet have the properties to light up for a
whole night. A combination of solar roads and glowing lines, could ensure the visibility of the
lines by using the solar produced energy for street lighting. Maybe an even more innovative use
of the solar road without the dynamic paint, could be an integration of LED lines that are
powered by the solar energy. In order to ensure proper visibility at all times, there would be a
back up power system in this scenario.
3.5 Research Model developed
When trying to understand the interactions between humans and smart road systems, it is hard
to discard the role of the car. This role is changing over time, as can be seen withrecent
vehicles that are capable of sensing their environment and navigating without any human input.
With the car gaining more and more autonomy, one of the biggest issues in relation to the highly
automated systems is that of drivers facing a loss of control (Perrow, 1984). With regard to
smart road technologies an important questions arise; such as, what is the impact of automation
systems both of cars as well as roads, on a driver’s perceived loss of control?
Some of the most important studies regarding the perceived loss of control can be tracked back
to the highly automated systems found in airplanes. Studies have indicated that due to the
infrequency of accidents, it can lead pilots to have a sense of complacency and overreliance in
the automation systems. This, in turn, can lead to a lacking situational awareness and to the
inability to cope with automation surprises, even of well-trained people (Parasuraman et al.,
2008, Manzey et al., 2008, Sarter et al., 1997 and Manzey and Bahner, 2005). In this short
complementary piece on car automation technologies, four relevant points have to be taken into
consideration.
First, studies have indicated that the level of human control determines the acceptance of
automation (TAUCIS, 2006). In distinguishing between the need for control and the actual
perceived control, drivers have indicated that they perceive less control than they preferred to
have. In short, drivers will accept smart technologies as long as they have the means to
exercise the overriding and concluding control over the system. Second, a high rate of
automation errors leads to a decreased level of trust in the system (de Vries et al., 2003).
However this should become less of a problem with the assumption that due to experimentation,
current technologies become less susceptible to the number of automation malfunctions. Third,
studies have shown that the longer a driver uses automation technology, the more familiar he or
she will become with it (Larsson, 2012). Although this is not the same as trust, it might very well
lead to an increase in knowledge, awareness, and understanding of how to drive safely. And
40
Because of their luminescent properties, glowing lines have the ability to be properly visible
without need for additional street lighting. It is however important that the patterns in which they
are used, are similar to the normal street paint. These patterns indicate specific traffic rules and
are therefore very important and not to be misunderstood. As mentioned before, the glowing
lines would still have to be recognisable as dashed lines, even at great speed, in order for the
technology to conform to human processing capabilities. Their luminescent properties might
possibly challenge this prerequisite, which could lead to misunderstandings about whether or
not it is allowed to pass cars.
In the current state of development, glowing lines do not yet have the properties to light up for a
whole night. A combination of solar roads and glowing lines, could ensure the visibility of the
lines by using the solar produced energy for street lighting. Maybe an even more innovative use
of the solar road without the dynamic paint, could be an integration of LED lines that are
powered by the solar energy. In order to ensure proper visibility at all times, there would be a
back up power system in this scenario.
3.5 Research Model developed
When trying to understand the interactions between humans and smart road systems, it is hard
to discard the role of the car. This role is changing over time, as can be seen withrecent
vehicles that are capable of sensing their environment and navigating without any human input.
With the car gaining more and more autonomy, one of the biggest issues in relation to the highly
automated systems is that of drivers facing a loss of control (Perrow, 1984). With regard to
smart road technologies an important questions arise; such as, what is the impact of automation
systems both of cars as well as roads, on a driver’s perceived loss of control?
Some of the most important studies regarding the perceived loss of control can be tracked back
to the highly automated systems found in airplanes. Studies have indicated that due to the
infrequency of accidents, it can lead pilots to have a sense of complacency and overreliance in
the automation systems. This, in turn, can lead to a lacking situational awareness and to the
inability to cope with automation surprises, even of well-trained people (Parasuraman et al.,
2008, Manzey et al., 2008, Sarter et al., 1997 and Manzey and Bahner, 2005). In this short
complementary piece on car automation technologies, four relevant points have to be taken into
consideration.
First, studies have indicated that the level of human control determines the acceptance of
automation (TAUCIS, 2006). In distinguishing between the need for control and the actual
perceived control, drivers have indicated that they perceive less control than they preferred to
have. In short, drivers will accept smart technologies as long as they have the means to
exercise the overriding and concluding control over the system. Second, a high rate of
automation errors leads to a decreased level of trust in the system (de Vries et al., 2003).
However this should become less of a problem with the assumption that due to experimentation,
current technologies become less susceptible to the number of automation malfunctions. Third,
studies have shown that the longer a driver uses automation technology, the more familiar he or
she will become with it (Larsson, 2012). Although this is not the same as trust, it might very well
lead to an increase in knowledge, awareness, and understanding of how to drive safely. And
Smart road in future
41
last, drivers experience a greater externality when using automated systems rather than being
subject to the usual manual conditions (Stanton & Young, 2005), but only under conditions that
entail a high level of control (Fink & Weyer, 2014).
Taking into account such findings, road designers as well as car designers should integrate a
hybrid interaction of automated systems or cars and smart road technologies. Considering that
drivers nowadays feel increasingly comfortable with driver assistance systems when they are
implemented with regard manoeuvring (Weyer, Fink, & Adelt, 2015), considering both tales of
the tape could only reinforce safety and mobility.
41
last, drivers experience a greater externality when using automated systems rather than being
subject to the usual manual conditions (Stanton & Young, 2005), but only under conditions that
entail a high level of control (Fink & Weyer, 2014).
Taking into account such findings, road designers as well as car designers should integrate a
hybrid interaction of automated systems or cars and smart road technologies. Considering that
drivers nowadays feel increasingly comfortable with driver assistance systems when they are
implemented with regard manoeuvring (Weyer, Fink, & Adelt, 2015), considering both tales of
the tape could only reinforce safety and mobility.
Smart road in future
42
Chapter 4: Results
Smart-road technologies route the boring and old road back into the light, by pulling it from the
background relation to the foreground. When this happens, an alterity relation replaces the
background relation. In this relation, a connection between a person and technology exists
without a mediating technology. Technologies are directly linked to humans and are not tools to
perceive the world with. In this relation, technologies are not only independent but can also
interact with the user. The perfect example of this alterity relation is the dynamic paint
technology. It acts independently, receiving weather information from its own sensors. Yet, it
also initiates an interaction with the driver as the paint becomes visible once the road is frozen,
letting the driver know to drive more carefully. Moreover, the charging lanes innovation could
also enter an alterity relation with the users if the road would convey information about the
battery via the car to the driver.
These new relations between road users and the road do not only portray a shift in the
perception of a road but they can also raise questions on how this new relation might affect
society. The philosopher Albert Borgmann looks into how to live a good life in this technological
world. He does this by turning towards the thing itself and analyse whether it alienates us or not.
In order to do this he starts by making a distinction between a thing and a device. The main
difference is that a thing requires our engagement and interaction whereas a device can be
autonomous as it does the work for us. For instance, a fireplace used to be a thing which
needed our interaction (e.g. chopping wood and lighting a fire). However, now it has been
replaced by the device of a central heating system which does the heating work for us (Verbeek,
2005, p.177). Knowing this, one can wonder to what extent a road can be a thing to begin with.
Humans used to be actively engaged with the earth’s soil or rocks, but as soon as tyres were
invented roads had to be improved with the help of unnatural combinations.
Following Borgmann’s theory, one could therefore argue that a modern road, based on an
asphalt combination, is a device. The new smart road technologies are therefore also devices,
as they thus disengage us with nature. The dynamic paint technology lets the drivers know
when the road froze. Because of this, drivers do not have to actively engage with the weather.
Listening to weather forecasts is not necessary anymore, as the autonomous smart road does
this more accurately and time-bound. Even though this smart road technology might actually
improve the driver’s safety, one has to keep in mind the disengaging principle inherent in
modern technologies.
4.1 Findings and Interpretation of the results
Technical systems in all its glory, but without an effective maintenance a good investment soon
can be lost. Controlled by a professional support center, a continuous preventive maintenance
and an effective service organization for quick fault correction, guarantees that the technical
systems retain their efficiency for its whole lifetime. Our highly skilled engineers designs modern
and effective systems and host your IT-solutions. After all, who could be taking care of the
system better than the one that actually developed and installed it to make road smart.
4.2 Hypotheses Assessment Summary
42
Chapter 4: Results
Smart-road technologies route the boring and old road back into the light, by pulling it from the
background relation to the foreground. When this happens, an alterity relation replaces the
background relation. In this relation, a connection between a person and technology exists
without a mediating technology. Technologies are directly linked to humans and are not tools to
perceive the world with. In this relation, technologies are not only independent but can also
interact with the user. The perfect example of this alterity relation is the dynamic paint
technology. It acts independently, receiving weather information from its own sensors. Yet, it
also initiates an interaction with the driver as the paint becomes visible once the road is frozen,
letting the driver know to drive more carefully. Moreover, the charging lanes innovation could
also enter an alterity relation with the users if the road would convey information about the
battery via the car to the driver.
These new relations between road users and the road do not only portray a shift in the
perception of a road but they can also raise questions on how this new relation might affect
society. The philosopher Albert Borgmann looks into how to live a good life in this technological
world. He does this by turning towards the thing itself and analyse whether it alienates us or not.
In order to do this he starts by making a distinction between a thing and a device. The main
difference is that a thing requires our engagement and interaction whereas a device can be
autonomous as it does the work for us. For instance, a fireplace used to be a thing which
needed our interaction (e.g. chopping wood and lighting a fire). However, now it has been
replaced by the device of a central heating system which does the heating work for us (Verbeek,
2005, p.177). Knowing this, one can wonder to what extent a road can be a thing to begin with.
Humans used to be actively engaged with the earth’s soil or rocks, but as soon as tyres were
invented roads had to be improved with the help of unnatural combinations.
Following Borgmann’s theory, one could therefore argue that a modern road, based on an
asphalt combination, is a device. The new smart road technologies are therefore also devices,
as they thus disengage us with nature. The dynamic paint technology lets the drivers know
when the road froze. Because of this, drivers do not have to actively engage with the weather.
Listening to weather forecasts is not necessary anymore, as the autonomous smart road does
this more accurately and time-bound. Even though this smart road technology might actually
improve the driver’s safety, one has to keep in mind the disengaging principle inherent in
modern technologies.
4.1 Findings and Interpretation of the results
Technical systems in all its glory, but without an effective maintenance a good investment soon
can be lost. Controlled by a professional support center, a continuous preventive maintenance
and an effective service organization for quick fault correction, guarantees that the technical
systems retain their efficiency for its whole lifetime. Our highly skilled engineers designs modern
and effective systems and host your IT-solutions. After all, who could be taking care of the
system better than the one that actually developed and installed it to make road smart.
4.2 Hypotheses Assessment Summary
Smart road in future
43
Smart Roads are associated with structural aspects such as, although not limited to, the
following:
4.2.1 Optimal environmental integration and energy efficiency
This refers to the capacity of our road systems to respect high environmental protection levels,
Minimizing the associated environmental impacts whilst also allowing all users to enjoy the
surrounding region through careful landscape integration. At the same time, this approach
involves developing optimized models for the lowest possible energy consumption and emission
levels, maximizing the use of recycled and waste materials. To this end, it is important to take
into account the entire life cycle of a road infrastructure.
4.2.2 Optimal service quality
Through advanced traffic management it is possible to optimize the use of existing road
networks, limiting congestion during hours of peak demand, and at the same time distributing
traffic as evenly as possible to maximize the service levels offered at all times. This approach
relies on the streamlined transmission of real-time information to road users and on fostering the
interaction between users and the information presented to them.
4.2.3 Economic sustainability
Highways designed for the mass transport of people and goods are economically justified in
most of the cases. This principle is all the more important when it comes to evaluating the cost
of operating and maintaining this type of infrastructures. It is therefore highly advised to proceed
with detailed cost-benefit analyses with a view to justifying the usefulness of every road project.
Full debate must also be undertaken when seeking public-private partnerships financing the
construction of new infrastructures and the maintenance and upgrading of existing networks.
4.2.4 Improved safety:
This means following internationally-recognized best practices in the design of new road
infrastructures and in the implementation of the best possible safety solutions - for all users - in
the maintenance, upgrading and modernization of existing infrastructures. Collaborative efforts
in this regard should contribute to reducing road mortality and injury rates through more
effective design, construction and maintenance of road infrastructures.
4.2.5 Coverage of externalities
The external costs arising from the movement of people and goods on roads must be kept to a
minimum through the development of technologies to absorb emissions and noise, minimize the
probability of and mitigate the impacts of accidents, and in addition provide maximum travel time
in free-flowing traffic.
4.2.6 Assurance of regional cohesion
Conventional roads are a paradigm for effective regional development, as they offer all users an
ideal door-to-door transport alternative providing access to all social services (e.g., leisure,
culture, health, education and other infrastructures). At the same time, it is necessary not to
43
Smart Roads are associated with structural aspects such as, although not limited to, the
following:
4.2.1 Optimal environmental integration and energy efficiency
This refers to the capacity of our road systems to respect high environmental protection levels,
Minimizing the associated environmental impacts whilst also allowing all users to enjoy the
surrounding region through careful landscape integration. At the same time, this approach
involves developing optimized models for the lowest possible energy consumption and emission
levels, maximizing the use of recycled and waste materials. To this end, it is important to take
into account the entire life cycle of a road infrastructure.
4.2.2 Optimal service quality
Through advanced traffic management it is possible to optimize the use of existing road
networks, limiting congestion during hours of peak demand, and at the same time distributing
traffic as evenly as possible to maximize the service levels offered at all times. This approach
relies on the streamlined transmission of real-time information to road users and on fostering the
interaction between users and the information presented to them.
4.2.3 Economic sustainability
Highways designed for the mass transport of people and goods are economically justified in
most of the cases. This principle is all the more important when it comes to evaluating the cost
of operating and maintaining this type of infrastructures. It is therefore highly advised to proceed
with detailed cost-benefit analyses with a view to justifying the usefulness of every road project.
Full debate must also be undertaken when seeking public-private partnerships financing the
construction of new infrastructures and the maintenance and upgrading of existing networks.
4.2.4 Improved safety:
This means following internationally-recognized best practices in the design of new road
infrastructures and in the implementation of the best possible safety solutions - for all users - in
the maintenance, upgrading and modernization of existing infrastructures. Collaborative efforts
in this regard should contribute to reducing road mortality and injury rates through more
effective design, construction and maintenance of road infrastructures.
4.2.5 Coverage of externalities
The external costs arising from the movement of people and goods on roads must be kept to a
minimum through the development of technologies to absorb emissions and noise, minimize the
probability of and mitigate the impacts of accidents, and in addition provide maximum travel time
in free-flowing traffic.
4.2.6 Assurance of regional cohesion
Conventional roads are a paradigm for effective regional development, as they offer all users an
ideal door-to-door transport alternative providing access to all social services (e.g., leisure,
culture, health, education and other infrastructures). At the same time, it is necessary not to
Smart road in future
44
overlook the importance of roads in urban and suburban areas, which are fundamental for those
living both in and outside cities.
4.2.7 Focus on co-modality
It is also important to acknowledge the key role roads play in a realistic scenario for the effective
use of different transport modes in combination, with a view to realizing a sustainable utilization
of transportation resources. Roads are inevitably an essential link in the modal chain as they are
the sole mode providing access to ports, airports, commuter stations, bus connection points and
so on. This unique attribute of road infrastructures consequently needs to be highlighted as a
complementary factor in relation to other transport modes.
4.2.8 Adaptability of services offered
Over time, all transport modes have successfully adapted their offer to the expectations of the
various types of users (commuter and high-speed trains, rail transport of goods, light rail and
underground transit, international flights, private jets, mid-haul flights, etc.) and, in so doing, the
related infrastructures have been adapted to each type of mobility demand. On the other hand,
roads have provided a solution to all users and for all types of travel around the clock, 365 days
a year, based on two main offerings: conventional roads and divided highways. The time has
come for road infrastructures also to modify their type and characteristics through an optimised
design and differentiation amongst uses and users per itinerary (e.g., toll highways reserved for
light-duty vehicles during predetermined time periods).
4.2.9 Social commitment
Given their attributes, roads are the only transport mode that guarantees practically universal
access for the movement of all users under more or less the same conditions, regardless of
their economic or social status. The universal nature of this access, which dramatically affects
the quality of the services offered, is what positions this transport mode as the primary and
conceptual cornerstone of the economic and social development of an advanced country. A fact
that also cannot be overlooked is that roads are used not only by personal vehicles and heavy
equipment but also by mass transit vehicles that provide social service and
economic accessibility, not to mention motorcycles and bicycles, amongst other vehicles.
4.2.10 Economic contribution
This has always been and will always be one of the main advantages of highway networks and
road transport. Roads bring an enormous positive impact to national economies via their
contribution to the gross domestic product, government tax revenues and the creation of direct
and indirect jobs. User-oriented roads: It is time to move on from the traditional concept that
implies that the main “clients” of road infrastructures are always national or regional
governments. The true clients are the citizens using these roads. With this in mind, Smart
Roads are to be defined and re-defined on an on-going basis taking into account the
requirements and expectations of users.
4.2.11 Technology and innovation
44
overlook the importance of roads in urban and suburban areas, which are fundamental for those
living both in and outside cities.
4.2.7 Focus on co-modality
It is also important to acknowledge the key role roads play in a realistic scenario for the effective
use of different transport modes in combination, with a view to realizing a sustainable utilization
of transportation resources. Roads are inevitably an essential link in the modal chain as they are
the sole mode providing access to ports, airports, commuter stations, bus connection points and
so on. This unique attribute of road infrastructures consequently needs to be highlighted as a
complementary factor in relation to other transport modes.
4.2.8 Adaptability of services offered
Over time, all transport modes have successfully adapted their offer to the expectations of the
various types of users (commuter and high-speed trains, rail transport of goods, light rail and
underground transit, international flights, private jets, mid-haul flights, etc.) and, in so doing, the
related infrastructures have been adapted to each type of mobility demand. On the other hand,
roads have provided a solution to all users and for all types of travel around the clock, 365 days
a year, based on two main offerings: conventional roads and divided highways. The time has
come for road infrastructures also to modify their type and characteristics through an optimised
design and differentiation amongst uses and users per itinerary (e.g., toll highways reserved for
light-duty vehicles during predetermined time periods).
4.2.9 Social commitment
Given their attributes, roads are the only transport mode that guarantees practically universal
access for the movement of all users under more or less the same conditions, regardless of
their economic or social status. The universal nature of this access, which dramatically affects
the quality of the services offered, is what positions this transport mode as the primary and
conceptual cornerstone of the economic and social development of an advanced country. A fact
that also cannot be overlooked is that roads are used not only by personal vehicles and heavy
equipment but also by mass transit vehicles that provide social service and
economic accessibility, not to mention motorcycles and bicycles, amongst other vehicles.
4.2.10 Economic contribution
This has always been and will always be one of the main advantages of highway networks and
road transport. Roads bring an enormous positive impact to national economies via their
contribution to the gross domestic product, government tax revenues and the creation of direct
and indirect jobs. User-oriented roads: It is time to move on from the traditional concept that
implies that the main “clients” of road infrastructures are always national or regional
governments. The true clients are the citizens using these roads. With this in mind, Smart
Roads are to be defined and re-defined on an on-going basis taking into account the
requirements and expectations of users.
4.2.11 Technology and innovation
Smart road in future
45
All the parameters above require a decided action from those public and private stakeholders
active in the road-related scientific and technological arena. Innovation plays a key role on all
levels, from the provision of more effective services to the development of new materials, road
equipment, sustainable road maintenance methods and much more.
45
All the parameters above require a decided action from those public and private stakeholders
active in the road-related scientific and technological arena. Innovation plays a key role on all
levels, from the provision of more effective services to the development of new materials, road
equipment, sustainable road maintenance methods and much more.
Smart road in future
46
Chapter 5: Discussions, Conclusion, Policy Implications
and Future Research
This research did a study and found that infrastructure is only used 20% of the time. This means
that 80% of the road is not used most of the time. You see this every day. If you drive over the
A2 at eleven in the morning, there are five lanes going to Utrecht, but there is no one there to
make use of them. In the weekend you can probably close your eyes and cross the road! This is
the way infrastructure currently works and we often think that is normal, yet I think that it is not.
We have to look into different uses for infrastructure, especially because many people living in
cities do not have the luxury of using infrastructure only 20% of the time. The other 80% is just
lying there and negatively influences the quality of life in the city. My vision towards the future
would be, that we use technologies in such a way that public space becomes much more fluent.
Infrastructure should become a canvas for dynamic city life which suits the needs of people.
Until now, although the road construction contributed to industrial development of the Republic
of Korea, it also has negative images due to traffic congestions, high accident rate in the capital
area. There seems to be a limit to fulfill the demand of users since their standard of living is
elevating.
In this situation, the Smart Highway will overcome the internal limitation and improve the quality
of life with the convergence of technologies in various fields. Also, it will perform a role to lead
the national development as a new engine to bring technological competitiveness for future
transportation system.
5.1 Discussions
We think that it is good to work interdisciplinary. This way different parties push each other’s
boundaries and look thoroughly into applying innovative ideas. This is why we approached
Roosegaarde Studio, led by the Dutch artist Daan Roosegaarde, and asked them to work
together with us on the smart highway program. However, to be able to use these innovations
we have to work together with the government. A lot of Heijmans projects are on a municipal
level as lots of cities have the ambition to become a smart city. Cities want to be different from
other cities and are searching for lots of different opportunities and solutions. This means that
they are not afraid to try something new and are very enthusiastic about our innovations. The
municipality of Oss, for instance, gave us a lot of space to innovate their road with the glowing
lines technology. This is not the case when you look at the state level. Governments are often
risk-averse and constantly look for ways not to innovate. A lot of rules and procedures have to
be enforced and followed. This hinders us from applying our technologies and changing the
infrastructure as we are constantly being hit with the rulebook.
The Smart Roads concept, insofar as they are linked closely to the structural aspects set out
above, notably:
5.1.1 Reliability
Roads should provide assurance in terms of predictable travel time and, by extension, free
traffic flow for as much of the day as possible. This calls consequently for the systematic use of
advanced technologies for managing actual demand from one moment to the next.
46
Chapter 5: Discussions, Conclusion, Policy Implications
and Future Research
This research did a study and found that infrastructure is only used 20% of the time. This means
that 80% of the road is not used most of the time. You see this every day. If you drive over the
A2 at eleven in the morning, there are five lanes going to Utrecht, but there is no one there to
make use of them. In the weekend you can probably close your eyes and cross the road! This is
the way infrastructure currently works and we often think that is normal, yet I think that it is not.
We have to look into different uses for infrastructure, especially because many people living in
cities do not have the luxury of using infrastructure only 20% of the time. The other 80% is just
lying there and negatively influences the quality of life in the city. My vision towards the future
would be, that we use technologies in such a way that public space becomes much more fluent.
Infrastructure should become a canvas for dynamic city life which suits the needs of people.
Until now, although the road construction contributed to industrial development of the Republic
of Korea, it also has negative images due to traffic congestions, high accident rate in the capital
area. There seems to be a limit to fulfill the demand of users since their standard of living is
elevating.
In this situation, the Smart Highway will overcome the internal limitation and improve the quality
of life with the convergence of technologies in various fields. Also, it will perform a role to lead
the national development as a new engine to bring technological competitiveness for future
transportation system.
5.1 Discussions
We think that it is good to work interdisciplinary. This way different parties push each other’s
boundaries and look thoroughly into applying innovative ideas. This is why we approached
Roosegaarde Studio, led by the Dutch artist Daan Roosegaarde, and asked them to work
together with us on the smart highway program. However, to be able to use these innovations
we have to work together with the government. A lot of Heijmans projects are on a municipal
level as lots of cities have the ambition to become a smart city. Cities want to be different from
other cities and are searching for lots of different opportunities and solutions. This means that
they are not afraid to try something new and are very enthusiastic about our innovations. The
municipality of Oss, for instance, gave us a lot of space to innovate their road with the glowing
lines technology. This is not the case when you look at the state level. Governments are often
risk-averse and constantly look for ways not to innovate. A lot of rules and procedures have to
be enforced and followed. This hinders us from applying our technologies and changing the
infrastructure as we are constantly being hit with the rulebook.
The Smart Roads concept, insofar as they are linked closely to the structural aspects set out
above, notably:
5.1.1 Reliability
Roads should provide assurance in terms of predictable travel time and, by extension, free
traffic flow for as much of the day as possible. This calls consequently for the systematic use of
advanced technologies for managing actual demand from one moment to the next.
Smart road in future
47
5.1.2 Safety
Roads should offer the highest safety levels that technical and technological progress to date
allows, with a view to securing mobility with the lowest possible risk and minimizing the
probability of and mitigating the potential effects of accidents. These characteristics are to be
taken into account for all users that may happen to use any given route.
5.1.3 Security
Roads should be the most important part of an integrated system managing the risks associated
to natural and man-made disasters, and in addition providing an adequate response and
recovery time to all kinds of incidents.
5.1.4 Comfort
Good driving conditions are an essential parameter for ensuring user satisfaction and must take
into account adequate road visibility and signaling, even pavements and proper services
alongside roads.
5.1.5 Modernity
Insofar as no specific model has been defined for every possible typology for road travel, users
do not generally classify roads as an “advanced” transport mode. Making a distinction between
passenger and goods transport, between short, frequent trips and long-haul travel, etc., are key
challenges to design a system perceived as modern and attractive by the public opinion.
5.1.6 Freedom
Far from an association with fixed departure times or limited service offers that do not
necessarily fulfill the needs of users, roads are synonymous with freedom.
5.2 Conclusion
Now that it is clear what smart-road technologies can look like, it is time to give a bigger picture
of road development: How did roads develop over time? Who was and still is involved in the
planning and construction of roads? Where does the shift from an ordinary to a smart road
come from? The answers to these questions lead us first to the roots of roads and road
construction. In this article, a historical overview will illuminate the path of ordinary roads dating
back to 10.000 BC to modern smart-roads technologies that are being developed in 2016. In the
historical overview, one can trace a connection between the development of vehicles and roads.
The second part of the article focuses on the different parties involved in road policies and
developments and how they changed over time in the Netherlands. Involvement of parties
concerning Dutch road developments changed over time and a shift from governmental policies
to multi-level governance can be noted. This can also be seen in the development and policies
concerning the smart-road technologies. Currently, involved parties do not look into developing
better road materials, but also into a different the notion of what a road is and what it should be.
A broader perspective of a road outside the current bonds of use, creates literal ‘room’ for
creative design and use of space. This can lead the way to the road taking its place not only as
the foundation for infrastructure, but as a space that can aid in solutions to societal issues in a
myriad of ways. The current developments and application of smart-road technologies are only
the beginning of this new way of thinking, serving as proof that roads can become something
entirely different.
47
5.1.2 Safety
Roads should offer the highest safety levels that technical and technological progress to date
allows, with a view to securing mobility with the lowest possible risk and minimizing the
probability of and mitigating the potential effects of accidents. These characteristics are to be
taken into account for all users that may happen to use any given route.
5.1.3 Security
Roads should be the most important part of an integrated system managing the risks associated
to natural and man-made disasters, and in addition providing an adequate response and
recovery time to all kinds of incidents.
5.1.4 Comfort
Good driving conditions are an essential parameter for ensuring user satisfaction and must take
into account adequate road visibility and signaling, even pavements and proper services
alongside roads.
5.1.5 Modernity
Insofar as no specific model has been defined for every possible typology for road travel, users
do not generally classify roads as an “advanced” transport mode. Making a distinction between
passenger and goods transport, between short, frequent trips and long-haul travel, etc., are key
challenges to design a system perceived as modern and attractive by the public opinion.
5.1.6 Freedom
Far from an association with fixed departure times or limited service offers that do not
necessarily fulfill the needs of users, roads are synonymous with freedom.
5.2 Conclusion
Now that it is clear what smart-road technologies can look like, it is time to give a bigger picture
of road development: How did roads develop over time? Who was and still is involved in the
planning and construction of roads? Where does the shift from an ordinary to a smart road
come from? The answers to these questions lead us first to the roots of roads and road
construction. In this article, a historical overview will illuminate the path of ordinary roads dating
back to 10.000 BC to modern smart-roads technologies that are being developed in 2016. In the
historical overview, one can trace a connection between the development of vehicles and roads.
The second part of the article focuses on the different parties involved in road policies and
developments and how they changed over time in the Netherlands. Involvement of parties
concerning Dutch road developments changed over time and a shift from governmental policies
to multi-level governance can be noted. This can also be seen in the development and policies
concerning the smart-road technologies. Currently, involved parties do not look into developing
better road materials, but also into a different the notion of what a road is and what it should be.
A broader perspective of a road outside the current bonds of use, creates literal ‘room’ for
creative design and use of space. This can lead the way to the road taking its place not only as
the foundation for infrastructure, but as a space that can aid in solutions to societal issues in a
myriad of ways. The current developments and application of smart-road technologies are only
the beginning of this new way of thinking, serving as proof that roads can become something
entirely different.
Smart road in future
48
From multiple angles, such as interfaces like adaptive driving and sensor networks, potential
for autonomous and self-driving vehicles within the network, new safety and security interfaces,
new safety systems. There will be feedback loops that improve manufacturing efficiencies,
materials development, machinery architecture, etc. the above process we can begin to
envision how elements are coming together: the harmonization of emerging technologies, social
change and the growing need to replace failing infrastructure with a new vision for sustainable
vehicles and infrastructure, impending legislation, the project improvement in economic
performance in terms of goods transportation, and the need for congestion reduction.
The use of smart roads will reduce congestion, enable improved mass-transit systems,
reduce driving time, reduce accidents and road deaths, and improve our overall safety and
desire for travel.
5.3 Policy Implications
Any form of paternalism conflicts necessarily with personal liberty. But personal liberty should
be guaranteed by the government. Therefore, smart road technology should not restrict our
decisions of usage.
With technology, we try to reduce challenges - we make things easier, simpler and more
accessible. But, this is exactly where its value lies – we need things to demand ‘a commanding
presence’. We should actively engage with technology, so smart road technologies should not
remain in a background relation
Adding a completely new function to roads is typical for the current mode of thinking and being:
Everything is perceived as part of a standing reserve, as something potentially to work with.
Even an already finished technological artifact like a road is still seen in the possibility to harvest
even more out of it. But perceiving everything as part of the standing reserve is dangerous - it
can lead to alienation. We should let roads come into being, not force them to.
Can this not already be done with the new smart-road technologies? Following Heijmans’ vision,
smart roads only can be considered smart when they conform to society’s needs and these
needs often include increasing social interaction. They do this by adding extra dimensions to
ordinary or smart roads. An example of this is the van Gogh cycling path in Eindhoven. The
cycling path does not necessarily alienate, but instead could stimulate families and friends to
visit and have a night-trip to experience the new wonders of technology and art. When smart
road technologies become a cross-breed (e.g. combining art and technology), they could
actually very well stimulate focal things and practices.
48
From multiple angles, such as interfaces like adaptive driving and sensor networks, potential
for autonomous and self-driving vehicles within the network, new safety and security interfaces,
new safety systems. There will be feedback loops that improve manufacturing efficiencies,
materials development, machinery architecture, etc. the above process we can begin to
envision how elements are coming together: the harmonization of emerging technologies, social
change and the growing need to replace failing infrastructure with a new vision for sustainable
vehicles and infrastructure, impending legislation, the project improvement in economic
performance in terms of goods transportation, and the need for congestion reduction.
The use of smart roads will reduce congestion, enable improved mass-transit systems,
reduce driving time, reduce accidents and road deaths, and improve our overall safety and
desire for travel.
5.3 Policy Implications
Any form of paternalism conflicts necessarily with personal liberty. But personal liberty should
be guaranteed by the government. Therefore, smart road technology should not restrict our
decisions of usage.
With technology, we try to reduce challenges - we make things easier, simpler and more
accessible. But, this is exactly where its value lies – we need things to demand ‘a commanding
presence’. We should actively engage with technology, so smart road technologies should not
remain in a background relation
Adding a completely new function to roads is typical for the current mode of thinking and being:
Everything is perceived as part of a standing reserve, as something potentially to work with.
Even an already finished technological artifact like a road is still seen in the possibility to harvest
even more out of it. But perceiving everything as part of the standing reserve is dangerous - it
can lead to alienation. We should let roads come into being, not force them to.
Can this not already be done with the new smart-road technologies? Following Heijmans’ vision,
smart roads only can be considered smart when they conform to society’s needs and these
needs often include increasing social interaction. They do this by adding extra dimensions to
ordinary or smart roads. An example of this is the van Gogh cycling path in Eindhoven. The
cycling path does not necessarily alienate, but instead could stimulate families and friends to
visit and have a night-trip to experience the new wonders of technology and art. When smart
road technologies become a cross-breed (e.g. combining art and technology), they could
actually very well stimulate focal things and practices.
Smart road in future
49
Figure 5.1
49
Figure 5.1
Smart road in future
50
References
Michel Cents s1183990, Robin Sue Guillot s1718126, Alexandra Kapeller s1706047, Denise Op den
Kamp s1728873 “The smartest way”(2014).
Elena De La Peña Deputy Director General for Technical Affairs, Spanish Road Association Chair, TC1
(Smart Mobility) “Smart Roads: A Vision”(2015).
http://www.equipmentworld.com/highways-2-0-smart-road-design-ideas-examine-lighting-energy-and-self-
diagnosis-solutions-for-roads-and-bridges/
https://www.ksce.or.kr/eng/contents/Newsletter/download/10_2(7).pdf “Overview and structure of smart road”
https://www.inmotionventures.com/smart-roads-future-transport/ “Introduction of smart road”
http://ieeexplore.ieee.org/document/7818713/
http://ieeexplore.ieee.org
http://www.hongkiat.com/blog/smart-road-technologies/
https://en.wikipedia.org/wiki/Smart_highway “Definition and different terminology in research paper”
https://www.smartindustry.com/articles/2016/the-near-future-of-smart-roads/ “for result and conclusion”
http://www.iotmashups.com/iot-examples/smart-roads/ “Review of literature”
http://www.zdnet.com/article/heres-the-smart-road-of-the-future/
50
References
Michel Cents s1183990, Robin Sue Guillot s1718126, Alexandra Kapeller s1706047, Denise Op den
Kamp s1728873 “The smartest way”(2014).
Elena De La Peña Deputy Director General for Technical Affairs, Spanish Road Association Chair, TC1
(Smart Mobility) “Smart Roads: A Vision”(2015).
http://www.equipmentworld.com/highways-2-0-smart-road-design-ideas-examine-lighting-energy-and-self-
diagnosis-solutions-for-roads-and-bridges/
https://www.ksce.or.kr/eng/contents/Newsletter/download/10_2(7).pdf “Overview and structure of smart road”
https://www.inmotionventures.com/smart-roads-future-transport/ “Introduction of smart road”
http://ieeexplore.ieee.org/document/7818713/
http://ieeexplore.ieee.org
http://www.hongkiat.com/blog/smart-road-technologies/
https://en.wikipedia.org/wiki/Smart_highway “Definition and different terminology in research paper”
https://www.smartindustry.com/articles/2016/the-near-future-of-smart-roads/ “for result and conclusion”
http://www.iotmashups.com/iot-examples/smart-roads/ “Review of literature”
http://www.zdnet.com/article/heres-the-smart-road-of-the-future/
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