This book provides an overview of current topics in intelligent and green transportation on land, sea and in flight, with contributions from an international team of leading experts. A wide range of chapters discuss: the importance of Intelligent Transport Systems (ITS); ICT for intelligent public transport systems; ITS and freight transport; energy-efficient and real-time database management techniques for wireless sensor networks; proactive safety - cooperative collision warning for vehicles; electronic toll collection systems; business models and solutions for user-centered intelligent transport systems; digital infrastructures for increased safety, efficiency and environmental sustainability in shipping logistics; integrated visual information for maritime surveillance; automatic identification system (AIS) AIS signal radiolocation, tracking and verification; the impact of satellite AIS to the environmental challenges of modern shipping; how green is e-Navigation?; optimal ship operation: monitoring technology of ship overall heat balance; regulation of ship-source pollution through international convention regimes; foresight application for the transport sector; and trends in aeronautical air ground communications. This book is essential reading for researchers, developers and students of ITS and clean and smart mobility.
Inspec keywords: mobile radio; computerised navigation; wireless sensor networks; monitoring; intelligent transportation systems; road pricing (tolls); freight handling; radio direction-finding; ships; database management systems
Other keywords: aeronautical air ground communications; database management techniques; integrated visual information; optimal ship operation; environmental sustainability; ship-source pollution; green transportation; AIS signal radiolocation; automatic identification system; ship overall heat balance; digital infrastructures; business models; clean mobility; electronic toll collection systems; monitoring technology; user-centered intelligent transport systems; proactive safety-cooperative collision warning; wireless sensor networks; maritime surveillance
Subjects: Wireless sensor networks; Road-traffic system control; General electrical engineering topics; Radionavigation and direction finding; Mobile radio systems; General and management topics; Control engineering computing
The human world is undergoing a startling transformation; rapidly evolving as the discovery of new cognitive environments give rise to innovative models essential for creative coexistence to flourish in every facet of society; in all public, private and international sectors; and in regional, national and international contexts. These cognitive environments will transcend those which we have known. In particular, they will offer new answers to crucial challenges, not least in the domain of Intelligent Transportation Systems (ITS). In the early days of transport design, when the spellbinding perfection of nature's own mass movement systems seemed an unattainable ideal, the creation of technological equivalents was an impossible dream. Today, as a European space probe, the size of a refrigerator, lands upon a moving comet six billion kilometres from earth and a blind man 'drives' an automated car through American city traffic, we stand upon the very threshold of that dream; its realisation has already begun.
This chapter will focus on the function of ITS in urban traffic management. It will draw significantly on work undertaken by the European Commission's ITS Urban Expert Group between 2010 and 2012 and will aim to highlight the wide range of applications that ITS can offer in aiding individuals' movements in urban areas. The second half of the chapter will use Congestion Charging and Olympic Legacy in London as case studies to exemplify the action that is being taken to utilise ITS in traffic management.
This chapter will be organized in three main sections. The first section will be devoted to wireless communications for public transport applications. We will first recall some challenges for sustainable mobility and the difficulties encountered to implement on-the-shelf wireless systems for public transport. Then, we will give a brief overview and some examples of the wireless technologies deployed today: beacons, bifilar communications, radio systems, etc. After this, we will present the future trends in the domain of wireless systems for public transport applications and the ongoing research in the railway domain as well as the metro and tramway domains. Particularly, we will emphasis the railway applications of Internet of Things.
The term 'intelligent transport' denotes applications of ICT to the sphere of transport. The aim behind the greater presence of ICT is to implement logistics and integrated transport systems throughout the entire transport chain. This should make it possible to combine the qualities of each mode to provide shippers with the best service in terms of transport efficiency, price and environmental impact. The 2006 revision of the 2001 white paper is consistent with this, recommending 'co-modality' which it defines as 'the efficient use of different modes on their own and in combination' (Commission Europeenne, 2006). This chapter sets out to provide examples of innovations that implement ICT in freight transport before examining their suitability for the needs of shippers and the ability of transport undertakings to implement them. Ultimately, our purpose is to show that these technological innovations are a necessary, but not sufficient, condition for achieving efficient logistics and transport chains.
This chapter has described the characteristics and the different steps to design energy-efficient and real-time databases management techniques for WSNs, as well as presented and classified several recent and relevant proposals in this area. In addition, several essential techniques are discussed in order to provide efficient databases management techniques suitable for real-time applications based on WSNs.
Telematics is an interdisciplinary technology that combines telecommunications, vehicular technologies, road transportation, road safety, electrical engineering, and computer science to provide applications and services for the purpose of comfort and safety enhancement. From the timing point of view, the driving safety can be classified into two domains: (1) active safety and (2) passive safety. Passive safety systems are used to reduce damage and protect passengers and drivers when an accident occurs. Common passive safety systems include airbags, seatbelts, whiplash injury lessening systems, and energy absorbing steering column. Active safety systems are used to prevent accidents before they occur. An example of active safety system is the collision warning/avoidance system. It basically collects/detects neighboring vehicles' motion states to compute potential collision between vehicles. Based on future technology, cooperative active safety systems emerge. Vehicles can exchange their information between each other through wireless communication [1], for example, over a vehicular ad hoc network (VANET), for cooperative purposes such as collision warning/avoidance. In a project named smart intersection, a collision avoidance system based on the concept of active safety was developed by Ford and the US government [2]. The system collects a vehicle's information like Global Positioning System (GPS) coordinates, velocity, and heading and delivers it through wireless communication to other vehicles in order to prevent accidents and congestion before vehicles arrive to an intersection. To understand the details of cooperative collision warning (CCW), this chapter exposes main factors that affect the accuracy of CCW, challenges of CCW, communication techniques for cooperative safety, and collision prediction techniques. CCW systems are also introduced in detail. Moreover, we present some existing safety-related techniques and systems that are developed by automobile manufacturers.
The European Directive on the charging of heavy goods vehicles required Member States to introduce fairer charging systems for the use of road infrastructure. Fairer in this context meaning that the charging system should follow certain principles, namely 'user pays' and 'polluter pays'. The objectives were to achieve a reduction in the negative impacts of road use whilst avoiding double taxation and without imposing additional burdens on vehicle operators. The Directive does not require the introduction of electronic methods of road charging; nevertheless, several Member States have decided that the best way to achieve the requirements of the Directive is through the use of an ETC system. So in summary, ETC has been introduced in Europe to meet two broad needs. The first, to improve the efficiency of toll plazas on privately operated toll roads, and the second, a public policy objective to link road taxes to road use and in particular distance travelled and vehicle emissions.
Next-generation telematics solutions are driven by the mature and recently employed intelligent transportation systems (ITSs), which are assisted by integration and rapid collaboration with information communication technology (ICT) markets as well as the automotive industry. ITSs are a rising technology and include many aspects. For ITSs, smart vehicles and wireless communications are promising technologies that may improve driving safety, reduce traffic congestion, and support information services in vehicles; further, green life for a blue planet is our ultimate goal. Despite the recent global economic downturn that has negatively affected the automobile industry, active research continues in these areas, and new technical challenges have emerged that demand research and development. Dedicated short-range communication (DSRC) exemplifies these challenges because wireless communication techniques have become significant and relevant for vehicular environments. The direct link between clean mobility and ITSs includes less gasoline consumption and toxic gas emission. Thus, to maximize ITS efficiency, the population that adopts ITSs for daily transportation should increase as much as possible. To achieve this goal, the ITS design should not be limited by technique; the "user-centric" notion is the most important requirement and should be considered.
The long history of shipping has created an industry with many autonomous players operating with a high degree of independence but with a need for episodic tight coupling to fulfil individual goals. For example, a ship cannot deliver its cargo without close cooperation with a pilot, tug and terminal operator. Despite this need for episodic tight coupling, the industry has not undergone the digital transformation that would enable data sharing to make coupling more efficient and reduce costs. Furthermore, we have presented a plan for realising STM that is highly cognisant of the nature of the industry. We advocate a digital transformation that preserves independence by allowing each party to manage access to its data and to decide when it will join the digital revolution. Our plan is based on creating an open market with complementary standards that facilitates coordination through data streaming and enables existing information intermediaries, such as shipping agents and new infomediaries provided by entrepreneurial information services, to adapt and emerge to meet the industry's information needs. In this chapter, we have described a series of digitally-based information services centred on STM that will accelerate digital transformation of the shipping industry and provide Europe with more efficient, safer and environmentally sustainable ship transportation.
The chapter's aim is to present two management techniques and team selection models that would help everyone have a better understanding of how excellent teams can be selected, aggregated and then managed.
The main contribution of this chapter is to provide a data fusion (DF) scheme for combining in a unique view, radar and visual data. The experimental evaluation of the performance for the modules included in the framework has been carried out using publicly available data from the VOC dataset and the MarDT - Maritime Detection and Tracking (MarDT) data set, containing data coming from different real VTS systems, with ground truth information. Moreover, an operative scenario where traditional VTS systems can benefit from the proposed approach is presented.
In the framework of cooperative sensors the Automatic Identification System (AIS) has an important role as AIS transponders are operational on majority large number of vessels. AIS has been originally conceived for collision avoidance and is a system whereby ships broadcast their presence, identification and location. Differently than other operational coastal active systems for maritime surveillance, AIS is characterised by a considerable terrestrial coverage (VHF propagation) together with a relatively accurate positioning (GNSS) performance [1]. The recent increase of terrestrial networks and satellite constellations of receivers is providing global tracking data that enable a wide spectrum of applications beyond collision avoidance. The central role of AIS has been recognised by international regulations. Ships of 300 gross tons and upwards in international voyages, 500 tons and upwards for cargoes not in international waters and passenger vessels are obliged to be fitted with AIS equipment as regulated by the IMO Safety of life and sea (SOLAS) [2]. Furthermore, all EU fishing vessels of overall length exceeding 15 m are also required to be fitted with AIS from May 2014 [3].
Automatic Identification System (AIS) is a mandatory navigation safety communications system under the provisions of the Safety of Life at Sea (SOLAS) Conventions. The convention requires ships of 300 gross tons and upwards engaged on international voyages, cargo ships of 500 gross tons and upwards not engaged on international voyages and all passenger ships irrespective of size to be fitted with AIS.1 The ability to decode AIS messages from these vessels using a constellation of satellites has been continuously demonstrated by exactEarth since 2010 exploiting big data management expertise to deliver clear, global near real-time maritime vessel tracking information to government authorities worldwide. The superior detection technology of these satellites supports the rapid buildup of verifiable maritime domain awareness (MDA), which is now used to support a number of maritime applications including environmental protection, detecting and curbing illegal fishing and monitoring marine pollution. In an ever-changing environment where there is a vital need for the persistent monitoring of human activity to protect the world's waters and marine life from ship disasters and illicit activity, Satellite AIS (S-AIS) has become a very powerful tool in the delivery of MDA to a variety of maritime and geospatial users around the world. This chapter aims to explore the current applications of S-AIS data in environmental protection as well as potential future uses of S-AIS in this arena.
The International Maritime Organisation (IMO) launched their e-Navigation strategy in 2008 by a decision of their Maritime Safety Committee (MSC). There, e-Navigation is technically defined as the 'harmonised collection, integration, exchange, presentation and analysis of marine information on board and ashore by electronic means to enhance berth to berth navigation and related services for safety and security at sea and protection of the marine environment'.
International Maritime Organization (IMO) Marine Environment Protection Committee (MEPC) Circular 684 (Circ. 684) is a detailed explanation of the Energy Efficiency Operational Indicator (EEOI). So MEPC Circ. 684 is cited as it is in this section, including the annex, because IMO official documents must be transmitted unchanged. MEPC Circ. 684 is an invaluable reference for developing a real-time EEOI on board. The MEPC of the IMO, at its 59th session (13-17 July 2009), agreed to circulate the guidelines for voluntary use of the ship EEOI as set out in the annex. As a result member governments are invited to bring the Guidelines (MEPC.1/Circ. 684) to the attention of all parties concerned and to recommend that they use the Guidelines on a voluntary basis. IMO Assembly resolution A.963 (23) is related to the reduction of greenhouse gas (GHG) emissions from ships and it urges the MEPC to identify and develop such a mechanism or mechanisms as are needed to achieve first, the limitation or reduction of GHG emissions from international shipping, giving priority, in doing so, to the establishment of a GHG baseline; and secondly, the development of a methodology to describe the GHG efficiency of a ship in terms of a GHG emission indicator for that ship.
In this chapter an attempt has been made to provide the reader with an appreciation of the international regulatory regime of the law of ship-source pollution derived from the conventions in the marine pollution spectrum and by reference to the continuum of ship-source pollution serving as the basis for discussion. The theoretical underpinnings, including identifying the sources and categories of shipsource pollution, have been presented as preliminaries to the main body of the chapter. An explanation of the precise nature of regulatory law has been presented and the connection with Part XII of UNCLOS, which serves as the constitutional framework providing the `blueprints' for specific conventions of the IMO and one of UNEP, has been discussed. The regulatory conventions in question have been reviewed in as much detail as is deemed to be relevant in view of the context. The MARPOL Convention has been discussed quite thoroughly, in particular the provisions of Annex I, viewed as one of primary importance, and Annex VI, which has come into the forefront of considerations at the IMO because of concerns with pollution generated by exhaust emissions from ships and the resulting knock-on impact on global warming. The other regulatory instruments appearing in the spectrum have been addressed, some in more detail than others, and the penal law implications of regulatory conventions have been touched on to bring closure to the substantive elements of the chapter.
The aim of this chapter is to present good practices and potential benefits of using foresight studies in the process of creating the future of the broadly understood transport sector. To begin with, the authors define the concept of foresight and the characteristics of foresight studies. Next, they point to potential areas of application, leading to the typology of foresight studies. Finally, they review the existing applications of foresight research in the transport sector. The chapter is concluded with the indication of the four groups of potential benefits of foresight studies at the sectoral level.
The aeronautical industry is evolving toward the Intelligent Transport System paradigm. Those changes are led in part by framework projects such as SESAR (Single European Sky Air traffic management Research) directed by Eurocontrol and NextGen (Next Generation Air Transportation System) directed by the Federal Aviation Administration (FAA). Those two projects aim at integrating 4D trajectories, that is space-time trajectories, in flight planning and to develop System Wide Information Management (SWIM) services. Those two concepts will allow for better planning of flights and hence reductions in fuel usage, flight costs and delays for users. These innovations will require communication systems allowing efficient information sharing and transmission between aircraft and ground systems. Until recently air-ground communications consisted in analog voice communications. More recently new cellular and satellite systems were deployed that allow digital data communication between the different stakeholders of the air traffic activities (i.e., air traffic control (ATC), airlines and their pilots). This chapter presents the current state of aeronautical communications in Section 18.1 and then turns to recent solutions that are proposed in research projects in Section 18.2.