Activating high-performance networks

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1 Traffic Management - VM Activating high-performance networks

2 Traffic Management VM in the context of Aktiv 2/3 Intelligent networking - safe and reliable traffic flow Mobility represents one of the most important and essential factor for a flourishing economy and a progressive society. Our traffic systems allow us to commute daily to work, to maintain and extend business relationships, to transport and receive goods, and to travel during our leisure-time. At the same time, modern, forwardlooking traffic systems are expected to fulfill increasingly demanding requirements on safety, efficiency, comfort, and sustainability. Traffic Management: one of the three Aktiv projects Within the research initiative Aktiv, German automobile and IT-industries, working together with road and traffic authorities, are devising innovative concepts for traffic and mobility. Twenty-nine partners in three projects will develop solutions for intelligent traffic management, as well as technologies for mobile traffic data transmission and assistance functions for active safety. Novel technologies are being designed to link traffic users with traffic guidance systems efficiently and productively in order to stabilize traffic flow, enhance traffic safety, shorten travel times, and minimize unwanted environmental impacts. In the future, within a unified network, public traffic management systems and information centers of commercial providers will interact both with driver information and assistance functions in the vehicle and with infrastructure, such as traffic lights or variable message signs. They will exchange current, localized traffic data. Road users will benefit from this exchange in several ways: On the local level, for example, when light signals adapt green and red phases to the continuously changing traffic situation; on the regional or inter-regional level, when the navigation device suggests an alternative route; finally, when car and truck drivers receive relevant traffic information more rapidly. The concept requires implementation of highperformance technologies for traffic organization. Aktiv is combining research and in-practice testing, in order to rapidly prototype and integrate these technologies into the existing traffic management system. The feasibility of combining the innovative technologies and systems in real traffic is to be demonstrated within a comprehensive field test in the State of Hesse, in the Frankfurt area. With this research initiative, the participating industrial partners, road and traffic authorities, and universities will take on a leadership role in traffic management research. About 18 million Euros will be available to the partners, of which ten million Euros will be provided by the Federal Ministry of Economics and Technology. Traffic Management Active Safety Cooperative Cars Adaptive Navigation Cooperative Traffic Signal Network Optimizer Pro-active Emergency Brake Integrated Lateral Assistance Driver Awareness and Safety Communication Protocols and Simulators Prototypes and Innovation Potential There were Information Platform Intersection Assistance 56,956,183 Situation-Responsive Driving Cyclist and Pedestrian safety vehicles Virtual Traffic Guidance Center Assessment Cooperation and Innovation Forums registered in Germany as of January 1, Project partners Traffic Management Adam Opel GmbH BMW Group Continental DDG Gesellschaft für Verkehrsdaten mbh Ford Forschungszentrum Aachen GmbH Hessische Straßen- und Verkehrsverwaltung Hochschule für Technik und Wirtschaft des Saarlandes IBEO Automobile Sensor GmbH ifak e. V. Magdeburg MAN Nutzfahrzeuge AG PTV AG Robert Bosch GmbH Siemens AG Technische Universität München Tele Atlas Deutschland GmbH Transver GmbH Universität Hannover Universität Kassel Volkswagen AG

3 Traffic Management Motivation 4/5 Cooperative division of tasks In today s business world, cooperation is a proven strategy for improving the performance of each individual partner while minimizing the demand on resources. In the near future, this successful concept will be an integral part of innovative traffic management: On-board systems in the vehicle will exchange current, localized traffic data with traffic infrastructure and traffic centers. This cooperation will be based on high-performance communication and information technologies. These will help in providing the driver with better information, optimizing traffic flow, and adjusting the roadway network performance to increasing traffic demand. Indeed, the traffic volume in Germany is already enormous. About 1.87 billion kilometers are driven daily on roads in this country. Moreover, a further steep increase is expected to occur by 2015, according to projections made by the Federal Ministry for Traffic, Construction, and Urban Development: Freight traffic will increase by 64 percent and passenger traffic by 20 percent. Even the current traffic load let alone the projected increase calls for optimally coordinated, large and small-scale traffic measures. However, the necessary coordination is impossible unless traffic data can be transmitted promptly on a targeted basis, traffic management strategies can be adjusted to current traffic demand, and drivers of cars and trucks can be immediately informed, either by the onboard computer in the vehicle or by roadside displays. In the Traffic Management project, researchers are utilizing new communication channels and technologies to draw on novel sources of data. The data acquired in this way from vehicles and traffic centers will be fused and processed to provide current traffic information. Novel information services will filter and prepare the data so that each particular traffic application will receive specifically relevant information. Kilometers traveled on Germany s roads Billions of km/year Source: Deutsches Institut für Wirtschaftsforschung Ask the project leader: four questions to Dr. Michael Ortgiese Dr. Michael Ortgiese, of PTV AG, heads the Traffic Management project within the Aktiv research initiative. He has a doctorate in engineering and is a renowned expert in the field of traffic management systems. > Aktiv aims to create new areas of cooperation in traffic, utilize intelligent vehicle systems, and expand traffic management. How do you assess the potential of this innovative concept? Intelligent and cooperative traffic management systems can substantially improve traffic flow on roads in Germany. According to our estimates, the technologies developed in Aktiv can raise the road network capacity by ten per cent and reduce the risk of traffic jams by 15 per cent. > A well-developed roadway network and a high density of traffic guidance systems are already available to cars and trucks in this country. What innovations are being designed in the Aktiv project Traffic Management to generate an additional benefit? Up to now, commercially provided traffic information for assistance systems has originated mainly from publicly run traffic centers. The system architecture developed in Aktiv will create new communication paths. Traffic data from vehicles and traffic centers will be fused, processed and made accessible to all participating systems from an information platform. For the technical aspects of data trans- Dr. Michael Ortgiese mission, we aim to extend existing traffic guidance by implementing virtual traffic guidance and control systems. > How exactly will car and truck drivers benefit from this information management? In the future, drivers will receive increasingly accurate information concerning traffic situations and road conditions on the upcoming road section, such as detailed messages describing lane narrowing or expected traffic flow speed entering a construction zone. In addition, they will be able to access a strategic routing system coordinated with current traffic management and guidance measures, such as dynamic timing of light signal phases. > From the Federal Republic of Germany to Europe can the technologies developed in Aktiv be transferred to other countries? We are concentrating mainly on technologies that can be implemented on freeways including on and off-ramps as well as other highways. International use will be conceivable if vehicle systems are constructed according to unified standards and the different infrastructure systems are harmonized throughout the EU.

4 Traffic Management Adaptive Navigation 6/7 Adaptive Navigation Guiding vehicles strategically Informing drivers promptly of congestion and guiding them flexibly on different routes. The autobahn or the rural highway? Every Friday between Mannheim and Frankfurt the same question comes up: Which route will have less traffic? In the future, an innovative navigation system will calculate the fastest route professionally and promptly, using current traffic data and longterm forecasts. The shortest and fastest route between Mannheim and Frankfurt includes the A5 autobahn. If traffic on the A5 is backed up, there are two immediate alternatives: the B3 rural road or the A67 autobahn. But which is preferable? In the future, strategic route guidance will inform drivers of traffic jams at an early stage and guide them flexibly via different routes, in order to regulate traffic demand optimally on each road. The consequence will be safer driving and reduced travel times, due to optimized traffic flow, and more efficient utilization of the existing roadway network, due to coordination of strategies. By 2010 there will be The innovative concept of adaptive navigation calculates routes using both historically based long-term forecasts and current traffic data. To this end, the navigation device accesses a vehicle knowledge base and a broad spectrum of external traffic data. That includes information about traffic demand and travel times, collected and transmitted by other vehicles, as well as forecasts and strategies of public traffic centers and commercial service providers. Based on data generated by the vehicle itself, the navigation system will also learn routes frequently taken by the driver and the expected trip duration as well as the influence of the time of day on these characteristics. These vehicle-based data will be made available to the traffic centers. An information platform will be used to provide data, which can be broadcasted by radio or polled (actively acquired) by navigation systems. Griesheim Riedstadt Langwaden Einhausen Eich 67 Pfungstadt Lorsch 5 B3 Asbach- Hähnlein Darmstadt Seeheim- Jugenheim Bensheim Erbach Laudenbach Mühltal This broad spectrum of traffic data will enable a new generation of route guidance systems: Adaptive navigation works forward-looking and strategically at once. Various route guidance concepts are being developed and coordinated for a roadway corridor. They will be dynamically adjusted to the changing traffic state, so that the individual routing plans can be changed if required. All calculated predictions and strategies will be recorded in the vehicle computer. The internal database together with comprehensive external data sources will give the adaptive navigation system the knowledge base of an experienced driver. 5 B47 The researchers are developing protocols and algorithms designed to put adaptive navigation into practice and integrate this component into a future-oriented traffic management concept. High-performance communication protocols will download strategy-based and predictive information from various sources and transfer this information to the adaptive navigation system in the vehicle. Intelligent algorithms will compare these data, evaluate them, and use them for route guidance. Take the case of congestion on the A5 autobahn, and suppose the A67 autobahn is free: The future adaptive navigation system will advise most drivers to leave the A5 autobahn at the Bensheim interchange and take the A67 autobahn via the B47 rural road; considerably fewer vehicles will be rerouted via the B3 rural road. At the same time, the traffic center lengthens the green traffic signal phases at the interchange in favor of vehicles wishing to move between the autobahns or from an autobahn to a rural road. The result: the vehicles are systematically distributed, and at the same time the best routes are favored i.e. the shortest route with the lowest traffic volume, according to the prediction based on traffic data. A navigation system with the knowledge base of a frequent driver. 9,000,000 navigation systems Bit übertragen on Germany s heutige roads. UMTS-Netze pro Sekunde

5 Traffic Management Cooperative Traffic Signal 8/9 Cooperative Traffic Signal Efficient interaction of road users at crossings. Intelligent traffic signal control In the future, traffic signals will know about congestion in the roadway network and will be precisely informed of traffic streams around intersections. They will also know about current detour recommendations and predictions of traffic centers. A long green phase and a short red phase: Adaptation of traffic signals to current traffic volume at an intersection is an integral part of today s traffic management. However, as a rule, the detection range of these systems is limited to a distance of just a few meters in front of the traffic signal. Loop detectors located farther away are a rarity. In the sub-project Cooperative Traffic Signal, the researchers are developing technologies to extend the observational horizon of traffic signals and to make signal control more flexible. In the near future, traffic signals will be promptly informed of how many vehicles have been diverted toward the intersection, the traffic volume of nearby highways, and whether congestion is building up on the nearest autobahn. In addition, they will have knowledge of the currently valid traffic management strategies for the region. How the Cooperative Traffic Signal works vehicle data and signal phase data driver and vehicle information Set Top Box In this way, the length of red and green phases can be adapted not only to the exact current traffic flow through the intersection, but also to the traffic state of freeways and other highways as well as the phases of neighboring traffic signals. The concept behind this cooperative traffic signal control is practical and efficient: Intelligent control of traffic streams by targeted information to guarantee optimal coordination of different agents from driver to traffic center acting at the nodes of the traffic system. For car and truck drivers, the benefits will be seen in shorter waiting times at intersections with unusual loading due to diverted traffic streams, lower risk of congestion, and reduced travel times. In addition, traffic safety as well as strategy information and traffic state driving comfort will be enhanced, because traffic signals will inform drivers of the momentary traffic state at the upcoming intersection. The expected remaining red and green times as well as information on green waves will also be transmitted to vehicles. In this way, driving maneuvers can be adapted to the particular signal pattern; sharp accelerations and abrupt braking maneuvers can be avoided. The result will be optimized traffic flow, which will manifest itself economically by minimized fuel costs and ecologically by reduced vehicle emissions. However, implementation of intelligent traffic signal control requires integration of these signals into a supervisory traffic management system as well as a direct exchange of relevant traffic data between vehicles, traffic signals, drivers, and traffic centers. To this end, the engineers are first developing high-performance information and communication technology for traffic data transmission as well as algorithms for traffic signal control. The potential of the system in daily traffic will then be evaluated by means of prototypes and demonstrators, thus paving the way for industrial scale product development. 99.9Per cent of all drivers obey traffic signals. The focus of the tests will concern typical traffic situations, for example, diversion of traffic from a freeway to an arterial or a rural road: If an autobahn section is blocked because of an accident, road works, or simply due to peak traffic demand, the aim is to use arterials, rural Coordinated route guidance and control strategies roads, and other designated routes as robust will bundle traffic streams on alternatives. By means of coordinated route precisely defined routes. guidance and control strategies, traffic streams can be bundled on precisely defined routes; or if the situation requires, traffic turning left or right can be prioritized. At the same time the traffic center issues a recommendation for the alternative route, it will generate a control strategy to regulate the traffic signals on the rural road. For the re-routed vehicles, the result will be longer green phases. Cooperative vehicles Traffic Center

6 Traffic Management Information Platform and Network Optimizer 10/11 Network Optimizer Information Platform Smoothly meshed interplay Strategic traffic management. Intelligent traffic signals. Support at hazardous locations. Three technologies with a single goal: Increased safety and efficiency in road traffic. A data platform and management software will enable a smoothly meshed interplay of these technologies. Situation-Responsive Driving Cooperative Traffic Signal Network Optimizer Information Platform Adaptive Navigation Virtual Traffic Guidance System RSU RSU Messages RSU Routes and travel times 5 Traffic Center RSU Data RSU 5 Karte Microsoft Corporation Communication Cooperation Key requirements for cooperation among future traffic management systems are high-performance data management combined with intelligent algorithms. These must be capable to analyze the traffic situation, selecting optimal traffic management strategies, and coordinating these actions. Developing appropriate technologies for these tasks and combining these with traffic management systems is the goal of the central sub-projects Network Optimizer and Information Platform. Traffic centers using such cooperative management strategies could improve the capacity of the existing roadway network by about seven to ten per cent. The tasks are divided as follows: The informa- data generated by individual vehicles, measured by public authorities, or provided by commercial data information systems. This information pool forms the basis for continuous analysis in traffic centers, i.e. reconstruction of the current traffic state and calculation of appropriate detailed traffic management strategies including their predicted effects on the traffic state. The Network Optimizer accesses the data platform in order to simulate the effects of the various strategies under consideration of the traffic flow and to select the best option. The Aktiv functions are coordinated and combined into an appropriate comprehensive traffic management strategy. The Network Optimizer them on the Information Platform so that infrastructure display systems or vehicle devices can access the relevant information. Traffic lights at an intersection access signal management data; Situation-Responsive Driving systems receive the information they require to guide traffic smoothly through a bottleneck; and upto-the-minute route guidance strategies are made available to navigation devices. After the strategy has been communicated, its effects are monitored. The Network Optimizer tests the compliance rate i.e. the percentage of vehicles following the strategy and decides whether the strategy should be modified or adjusted based on this compliance rate. From traffic data to management strategies The Information Platform and the Network Optimizer comprise the intelligent data hub of the comprehensive, cooperative traffic management system envisioned in the Aktiv research initiative. This hub receives data of traffic guidance systems, particularly those of cooperative traffic signals, as well as vehicle-generated data concerning the traffic state. The technical mechanism of transmission is a Virtual Traffic Guidance Center, a software program that is coupled to a hardware installation known as the roadside unit (RSU). The roadside unit forms the local communication center among vehicles, traffic centers, and guidance systems. It thus also enables data transmission from the Information Platform to vehicle-based systems such as Adaptive Navigation and Situation-Responsive Driving. tion platform will fuse traffic data arriving in then stores the strategy as a sequence of different formats from diverse sources e.g. actions in the traffic center systems and records

7 Traffic Management Situation-Responsive Driving 12/13 Situation-Responsive Driving Coping with construction zones Traffic assistance at construction zones Will the next construction zone cause specific problems? In the future, vehicles will receive this information. Dedicated information and active driver assistance will competently guide the driver through tight situations. This support will benefit all road users. Traffic Center Construction zone passages, narrowed lanes, obstacles on the road shoulder at high traffic In the future, lateral and longitudinal assistants will volume, any unexpected disturbance can spontaneously develop into a traffic bottleneck, due guide vehicles optimally through narrow passages. to abrupt reactions of some drivers. However, if drivers knew in advance the distance to potential bottlenecks and the precise road curvature within these zones, they would be prepared and could pro-actively adapt their speed and following distance, thus preserving smooth, stable traffic flow. The goal is to optimize traffic flow characteristics at the potential bottleneck, so making the The researchers in the sub-project Situation- most of the available road capacity, improving Responsive Driving are developing technologies for dedicated traffic data transmission in reducing congestion. In order to guide car and safety in hazardous situations, and avoiding or order to provide precise data on the upcoming truck drivers within a continuous, dense stream traffic state and hazards within the next kilometer or two, thus optimizing driving and vehicle engineers are developing lateral assistance for of traffic safely through tight passages, the movements within potential hazards and trucks as well as several novel longitudinal assistants for cars. Car drivers supported by longitu- bottlenecks. To this end, real-time traffic flow data will be transmitted, together with speed dinal assistance will be able to adapt their limits, passing restrictions, and precise road distances and speeds optimally to the flow of geometry. traffic, particularly when entering or leaving construction zones. For this, they will receive In the year 2005, 11,011 traffic road works were the cause of jams reported within the autobahn network in Germany. precise acoustic or optical messages about the upcoming section of road. At the same time, the system will make driving recommendations or automatically control following distances and speeds. The objective is to achieve and maintain an ideal traffic flow state: To attain this state, equipped vehicles slow down gradually, but not abruptly, while approaching the narrowed section, pass through it without sharp braking or acceleration, and then accelerate as briskly as is safe upon leaving the zone. The data relevant for longitudinal guidance are measured not only by leading vehicles traveling in the same direction, but also by vehicles approaching from the opposite direction. Whereas the leading vehicles moving in the same direction measure traffic data using their on-board sensors, a so called floating car observer is being developed by the researchers for measurements by vehicles coming from the opposite direction: A floating car observer scans the opposing lanes of traffic and is thus able to estimate a traffic density profile, including the beginning and end of jams. The advantage: density profiles and jammed sections can be detected more effectively and transmitted much more rapidly by oncoming observers than by drivers moving in the same direction. All data are transmitted to a roadside unit along the entrance to the construction zone. Acting as a local communication center, the roadside unit forwards the traffic data to approaching vehicles. Lateral assistance will also serve to improve traffic flow within narrow construction zone passages. It is designed to help trucks keep on an ideal trajectory within their lane, with a precision of centimeters, so that cars on a neighboring lane will have enough space to overtake safely, and vehicles on one lane do not interfere with those using different lanes. In order to determine the ideal trajectory for lane guidance, the system accesses the geometrical data of the construction zone, which is transmitted by the roadside unit. In addition, a laser scanner monitors the distance to the road shoulder, barriers, and lane markings. These data sources are also used by the automatic steering system. Preliminary simulation results show that the flow of traffic can be improved even if only 5 percent of the vehicles are equipped with traffic optimized longitudinal controllers. Congestion can be reduced if traffic flows briskly out of bottlenecks.

8 Traffic Management Virtual Traffic Guidance Center 14/15 Virtual Traffic Guidance Center Sketch of the working principle of a Virtual Traffic Guidance Center. Communicating with the driver The Virtual Traffic Guidance Center has many talents: multi-purpose data analysis, high-performance information selection, flexible placement, and targeted data transmission. Road works in two kilometers causing increased traffic density, traffic flowing at 80 km/h. The information on the vehicle dashboard is concise, localized, and directly interpretable for driving maneuvers: adaptation of vehicle speed and following distance. Up to now, the classic form of communication for traffic management information has been via variable message signs located at fixed positions. In the future, the on-board computer will inform the driver directly. This function requires a direct exchange of information between traffic centers, roadside infrastructure, and vehicle-based systems. Locally relevant traffic data can thus be measured, directly processed, and then sent to the vehicles on the corresponding section of road. In order to implement this innovative information management, the researchers, led by the road and traffic authorities of the state of Hesse, are developing a high-performance tool known as the Virtual Traffic Guidance Center. Schematic diagram of Virtual Traffic Guidance Center Traffic Center vehicle data Attention, braking vehicle ahead! Variable messages and supplementary information WLAN Installations will typically be located near road sections of reduced traffic capacity due to construction zones or narrow lanes. Alternatively they can be installed along potential bottlenecks likely to arise from temporary traffic demand peaks, due for example to large public events. Precise and current information can be used to harmonize and stabilize traffic flow, thus increasing the potential traffic volume, reducing the probability of a jam, lowering the travel time, and enabling comfortable and safe driving. In the Virtual Traffic Guidance Center, the engineers are combining the required software packages, implemented in the traffic center of Hesse, with roadside unit hardware. The software evaluates the different data sources from vehicles and from traffic infrastructure. At the same time, it manages data transport, i.e. which data is sent where. The roadside unit serves as a local communication center between the vehicle, the traffic center, and the guidance system. The roadside In Frankfurt, Germany, 250,000 pass through the freeway interchange Frankfurter Kreuz. unit provides an interface for sending and receiving traffic data. As in the case of gantry-mounted variable message signs, operation of the roadside unit usually requires a connection to the traffic center, which can be realized by cable or mobile communication. The main controlling intelligence is implemented in the Hesse traffic center, where vehicle and infrastructure-generated data are collected, and traffic management strategies are translated to appropriate formats and activated as required. Messages directed to vehicles and variable message signs are sent out from the traffic center. It is then received by drivers, either via the roadside unit directly into their vehicles or via the traffic center communication network by variable message signs. Cars and trucks located within range of a roadside unit can transmit their sensor data to it e.g. traffic density and speed near a construction zone, road conditions following a snowstorm via WLAN. The roadside unit immediately transmits the data to upstream vehicles. This procedure is useful, for example, if an accident has occurred or poor visibility has suddenly arisen. At the same time, these vehicle generated data are also relayed to the traffic center, where they are directly used in calculating optimal traffic management strategies. In turn, the roadside units receive data for the current traffic strategy valid for this road section, in order to send this data to variable message signs or to inform the affected car and truck drivers. In contrast to the classical gantry-mounted variable message sign, the roadside unit offers not only direct, but also relatively inexpensive communication. This infrastructure device consists of sending and receiving units, a processor, and a storage medium, installed in a robust case. This construction permits considerable freedom in the placement of the unit, such as on freeways or highways. The roadside unit not only advises the driver of the traffic state, but also explains the cause of the situation. A convincing combination especially for the driver. more than vehicles per day The roadside unit: a local communication center

9 Traffic Management Assessment and Cooperation and Innovation Forums 16/17 Assessment Cooperation and Innovation Forums Paving the way to road and traffic applications Bridging the gap between research laboratories and the needs of road users is challenging by itself. Aktiv Traffic Management is going one step further: implementing its newly developed technologies in existing traffic management systems. Quality assurance for innovative technologies To qualify as innovative, a proposed traffic management technology should provide a clear benefit to traffic, augment existing systems efficiently, and allow easy integration. The basis for technological development oriented to practical applications and rapid implementation in traffic management is being established in two cross-sectional projects. In the sub-project Assessment, quality evaluation of the new technologies is being carried out continually during the research activities. In the sub-project Cooperation and Innovation Forums, a framework for communication and discussion processes has been set up. This is an essential prerequisite for introduction of innovative traffic technologies into common practice. Dialogues with experts from the responsible authorities and from research and scientific institutions will allow the integration of external viewpoints early in the development phase, taking additional ideas into account and identifying potential synergies and areas of cooperation with various stakeholders. Thus, the forums will reinforce the cross sectional projects and contribute to a broadened scope as well as to better transferability to other regions. In the Assessment, the researchers will test whether the technologies developed in Aktiv Traffic Management will lead to improved efficiency and safety in road traffic. Hence, the Assessment will effectively act as a supervisor for the application projects Adaptive Navigation, Virtual Traffic Guidance Center, Situation-Responsive Driving, Cooperative Traffic Signal, and Network Optimizer. The evaluation criteria involve the usefulness of the implementations in practical traffic management applications; expensive and impractical developments are to be avoided. In order to test systematically the effectiveness of the technological applications in traffic, a laboratory implementation of typical application scenarios and use cases will first be developed for each technology: For example, for Adaptive Navigation, a traffic management strategy that takes an alternative route into account will be played out; for Situation-Responsive Driving, driver behavior at a construction zone passage will be simulated. An important aspect of theoretical assessment is to quantify how the required basis technologies particularly communication technologies and data platforms in vehicles and in traffic infrastructure will become established in the German and European markets in the next few years. In addition to theoretical calculations of the potential benefits, the researchers are conceiving an overall design structure for field demonstrations including definition of characteristic performance parameters. Field demonstration will test the technical functionality of the new Dealing with political, administrative, and social boundary conditions in preparation for the transition from research laboratory to traffic networks is the task of the Cooperation and Innovation Forums. Road and traffic authorities as well as representatives of politics, the automobile and telecommunications industries, and the media will discuss future cooperative models and will pro-actively work toward resolving potential conflicts that could arise during introduction of these new technologies in practical traffic applications. Two key aspects are of primary interest: firstly to work out solutions for administration of data acquisition and information transfer and secondly to develop appropriate business models, which will secure the financing of the traffic data flow. Securing the financing of the traffic data stream technologies under practical conditions. The performance parameters will serve as key inputs to the quantification of benefits to traffic. The structured experimental management concept will also assess each technology comprehensively with respect to availability, compatibility with existing traffic guidance systems, and implementation.

10 Traffic Management Prospects 18/19 Future-oriented lines of communication Two hours, fifteen minutes, five seconds Providing more precise information to drivers on freeways, highways, and rural roads is a simple idea. However, this will require advanced technologies and new forms of cooperation within the existing traffic and transport network, including vehicles, guidance systems, commercial traffic information providers and public traffic centers. The cooperative partnership among the main present and future actors will open up new avenues of traffic communication with rapid exchange of current data. That includes intervehicle communication, involving such functions as precise, spatially coordinated strategies and cooperative traffic signals. The prerequisite is a technological backbone, oriented to practical, everyday requirements of road traffic, including appropriate software and hardware components. These features are being developed in Traffic Management as part of the Aktiv research initiative. In this way, the entire highway network in Germany will be incorporated into a single, cooperative traffic management system capable of acting both on a local and on a global scale to avoid or reduce traffic congestion and accidents. Both the inter-regional scope and the need for communication among numerous partners with different technical backgrounds make it imperative to establish unified data formats and standards and to equip future vehicles and traffic management centers appropriately. One of the key tasks of the Aktiv project Traffic Management is to define appropriate standards and test their feasibility under typical traffic conditions in a field trial in the State of Hesse, Germany. Aktiv is entering uncharted experimental territory with these field trials. Up to now, traffic management systems have usually been tested in single demonstrator vehicles or in isolated infrastructure installations. The Aktiv field trial is designed to give a realistic preview of how intelligent vehicles and traffic management systems will cooperate in the future. For safety and for efficiency, for comfort and the environment. Space and time: The potential impact of the Time horizon fifteen minutes: If potential bottlenecks novel systems developed in Aktiv involve are detected ahead, the navigation multiple scales and horizons in both of these dimensions. The time horizon may range from a few seconds to two hours; similarly, an application may be focused within just a few meters, or the spatial scale can extend to several hundred kilometers. system, supported by information transmitted into the vehicle by the Virtual Traffic Guidance Center, will carry out strategic route guidance. Time horizon five minutes: The Situation- Responsive Driving system will advise drivers of difficult traffic situations arising from tight passages with narrow lanes ahead. At intersections, Time horizon two hours: If a large-scale traffic overload is anticipated, e.g. at the beginning of the Cooperative Traffic Signal will adapt phases and cycles to the predicted traffic volume. the holiday season, Adaptive Navigation will support drivers even before departure by Time horizon five seconds or less: The proactive informing them of the traffic situation and by strategic route guidance. That includes for example selecting routes less likely to be congested during traffic demand peaks. In the emergency brake, integrated lateral assistance, and other forward-looking advanced driver assistance systems will warn or if necessary intervene to protect the road user. background, the Network Optimizer will assess the compliance rates of road users for these routing suggestions and feed the information Traffic overload Construction zone Accident Driving situations back into the system. 2 hours 15 minutes 5 minutes 5 seconds Large-scale information improves network utilization Adaptive Navigation small-scale information improves network utilization Virtuel Traffic Guidance Center optimizes network performance Information Platform Network Optimizer Cooperative Traffic Signal driver assistance Situation-Responsive Driving For information please contact the Aktiv office. WES-Office Walter E. Scholl Hülenbergstr Kirchheim unter Teck Tel.: / Fax: / aktiv@wes-office.de

11 As at May 2008

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