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APT Study Question 3.2 Report

Strategy for application of ITS and VICS for the Asia-Pacific region- Strategy for application ITS for typical Asian city -

August 2002

Rapporteur : Dr Yasuhiko Kumagai, VICS Center, JapanAssociate Rapporteur : Mr Yoo-duk Jun, IITA, Republic of KoreaAssociate Rapporteur : Mr Padet Praditphet, OCMLT Thailand



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Acknowledgment

The authors express our deep appreciation to the supports from many people in each Asian country.

Especially, they thanks to the following public authorities in Bangkok Thailand for their valuableinformation.

Office of the Commission for the Management of Land Traffic (OCMLT) Bangkok Metropolitan Administration (BMA) Police Department Department of Highway (DOH) The Expressway and Rapid Transit (ETA) The Department of Land Transport The Bangkok Mass Transit Authority(BMTA)

Metropolitan rapid Transit Authority (MRTA)The authors would like to make a grateful acknowledgement to VICS Center in Japan for his kindsupports.

They thank to Dr. Iida, professor of Kyoto University, and Dr. Akazawa, professor of OsakaUniversity , for their advice.

They thanks to the Ministry of Public Management, Home affairs, Post and Telecommunication, National Police Agency and Ministry of Land, Infrastructure and Transport in Japan.

They thanks to the ITS America and ITS Japan for their kind supports.

In addition, thanks are extended to Mr. Ghaman, Dr. Lieu and Dr.. Lin of TReL Turner researchcenter FHWA for giving us the opportunity of studying simulation software.

They thanks to the secretariat of APT.

Lastly, Dr. Kumagai of principal author expresses his sincere thanks to the staff of Sumitomo ElectricInd., for their consistent supports and advice.

Dr Yasuhiko Kumagai, VICS Center, Japan Mr Yoo-duk Jun, IITA, Republic of Korea

Mr Padet Praditphet, OCMLT Thailand



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CONTENTS

List of acronyms

Foreword1 Current Status and Implementation Strategy of ITS in Asian Countries1.1 Investigation by questionnaires1.2 Statistical data analysis1.2.1 Vehicle per Road vs. Fatality rate1.2.2 Injury Rate vs. Fatality rate1.2.3 2 wheel vehicles vs. 4 wheel vehicles1.2.4 Vehicle per Road vs. Total Suspended Particulate1.2.5 ITS Infra vs. Traffic Demand2 Strategy for Application of ITS in typical Asian city

-Case Study of ITS in Bangkok Thailand -2.1 Procedure of Case Study2.2 Case Study of ITS in Bangkok Thailand2.2.1 1st Step : Investigation2.2.2 2nd Step : Synthesis2.2.3 3rd Step : Analysis2.2.4 4th Step : Review and 5th Step : Selection3 Conclusions

Annex

A. Data in Asia A.1 Statistical Data A.2 Survey Questions and Responses A.3 Statistical analysis of ITS Infra and Traffic DemandB. Country-by-Country Deployment AnalysisC. Snap shots of country-by-countryD. ATIS in the world D.1 ATIS in Japan D.2 ATIS in US D.3 ATIS in EuropeE. VICS E.1 History E.2 System Configuration and Data FlowF. Conventional detecting methodsG Probe-carsH. Summary Report of the Simulation Training at TReL, FHWAI. Contact ListJ. References



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List of acronyms

AHS Automated (Advanced) Highway System

AMTICS Advanced Mobile Traffic Information and Communication SystemsAPTS Advanced Public Transportation SystemsARTS Advanced Rural Transportation SystemsATC Area Traffic ControlATIS Advanced Traveler Information SystemsATMS Advanced Traffic Management SystemAVCS Advanced (Automatic) Vehicle Control SystemAVI Automatic (Automated) Vehicle IdentificationAVL Automatic (Automated) Vehicle LocationAVM Automatic Vehicle MonitoringBMA

BMTABEC

Bangkok Metropolitan Area

Bangkok Mass Transit AuthorityBenefits, Evaluation & CostsBOT Build, Operate and Transfer BLS Bus Location SystemCCTV Closed Circuit TelevisionCORSIMCVO

CORridor SIMulator Commercial Vehicle Operations

DGPS Differential Global Positioning SystemDOHDRGS

Department of HighwayDynamic Route Guidance System

DRIVE Dedicated Road Infrastructure for Vehicle safety in EuropeDSRC Dedicated Short Range CommunicationsDTA Dynamic Traffic AssignmentERTICO European Road Transport telematics Implementation Coordination OrganizationERP Electronic Road PricingETAETC

The Expressway and Rapid TransitElectronic Toll Collection

FMS Fleet Management System / Freeway Management SystemFRESIMGDP

FREe way SIMulator: micro simulator for freewayGross Domestic Product

GIS Geographic Information SystemGNP Gross National ProductGPS Global Positioning SystemHAR Highway Advisory RadioHOV High Occupancy Vehicle (HOV lane)IBRD International Bank for Reconstruction and DevelopmentIRF International Road FederationITMS Integrated Transport Management SystemITS Intelligent Transport SystemITS America Intelligent Transportation Society of America



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ITS JapanIVHS

Intelligent Transportation Society of JapanIntelligent Vehicle Highway System

LRT •@ Light Rail Transit

NETSIM NTCIPOCMLTOECF •@

NETtwork SIMulator National Transportation Communications for ITS ProtocolOffice of the Commission for the Management of Land TrafficOverseas Economic Cooperation Fund

OPACRACS •@

Optimized Policies for Adaptive ControlRoad Automobile Communication Systems

RDS Radio Data SystemRHODESRTI •@

Real-time Hierarchical Optimized Distributed Effective SystemRoad Transport Informatics

RTACLSCATS •@

Real Time Traffic Adaptive Control LogicSydney Coordinated Adaptive Traffic Signals

SCOOT Split, Cycle and Offset Optimization TechniqueTICTICS

Traffic Information Center Transport Information and Control Systems

TSISTCCTCS

Traffic Software Integrated SystemTraffic Control Center Traffic Control System

TDMCVERTIS

Transport Data and Model Center ProjectVehicle Road and Traffic Intelligence Society

VICS Vehicle Information and Communication SystemVMS Variable Message Signs



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Foreword Traffic problems such as traffic accidents, congestion and pollution are some of the most

troublesome emerging social problems in the world, resulting in needless injuries and deaths, longterm health hazards, and diminution of quality of life. In Japan, the number of fatalities is almostconstant annually in spite of several campaigns by public authorities, and traffic congestion to the point of gridlock is a daily phenomenon in the downtown areas of large cities. To date, the mainapproach to solving traffic problems has been through improvement of road infrastructure andvehicles. The most effective method for alleviation of congestion is to construct alternative roads, butit becomes difficult to do so because of ever rising land expenses and downtown areas limited bytheir very nature. Recently Intelligent Transport Systems (ITS hereinafter) have been given attention by traffic experts as a method to solve traffic problems. ITS is a comprehensive system usingadvanced technologies, consisting of road equipment, in-vehicle equipment and communicationsystems linked together. ITS is classified into six groups - ATMS, ATIS, APTS, ARTS, CVO and

AVCS. ITS, proposed by the US in 1990, has experienced rapid expansion of research anddevelopment activities, with developed regions such as Japan, US and Europe in the forefront. ITShas been regarded as a system for the developed countries, and from the beginning, ITS wasdiscussed mainly among North America, Europe, and Japan. However, looking at traffic problemssuch as accidents and congestion, we recognize that developing countries have the same or worsesituations compared to the developed countries. The traffic fatality rate (number of fatalities per number of vehicles) in a certain country in Asia is about 200 times that of Japan, and the rush hour congestion in major cities is famous for its awful situation. The purpose of this paper is to make clear the situation of ITS in developing countries, especially in Asia, and to recommend an approach for introduction of ITS in a typical city in Asia which we select Bangkok Thailand.The paper consists of two major chapter. The first chapter gives the Current Status and

Implementation Strategy of ITS in Asian Countries and second chapter discuss about Strategy for Application of ITS in typical Asian city. At the second chapter, we select Bangkok city for case studysite. Annex related two chapters are attached.



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1. Current Status and Implementation Strategy of ITS in Asian Countries.

In order to assess latest status in specific Asia countries, three methods were adopted,

questionnaires, statistical data analysis and site investigations.1.1 Investigation by questionnaires

Questionnaires were distributed third times, in 1997, 1998 and 2000. The data sought by thequestionnaire is as follows:

1) Current ITS Deployment ATMS, ATIS, CVO, APTS and AVCS respectively. If deployed, names of cities2) Plans for Future Introduction of ITS ATMS, ATIS, CVO, APTS and AVCS respectively. If planned, names of cities

3)

ITS Promoting Organization (an organization of public and private transportation interestscreated to advance the deployment of ITS, e.g. ITS America, ITS Japan) Current status andfuture possibility

4) Influence of Economic Difficulties on ITS Deployment Questionnaire responses gathered over the four-year period indicate that gradually ITS technologiesare being recognized by civil, traffic and communications experts. However, due to existingeconomic crises several planned ITS projects have been postponed or cancelled because of low priority

1.2 Statistical data analysis

To evaluate surface traffic conditions in Asian countries, the following elements were studied

1) Vehicle per Road vs. Fatality rate2) Injury Rate vs. Fatality rate3) 4 wheel vehicles vs. 2 wheel vehicles4) Vehicle per Road vs. Total Suspended Particulate5) ITS Infra vs. Traffic Demand

1.2.1 Vehicle per Road vs. Fatality rate

A cross-country comparison of Vehicle per Road, defined as follows:Vehicle per Road = Number of 4 wheel vehicles divided by total km of road lengthand regarded as the degree of congestion, and Fatality rate, defined as follows:Fatality rate = Number of traffic fatalities divided by the ten thousands of 4 wheel vehiclesis shown in Fig.1-1 and Fig. 1-2.From these figures, the following conclusions were drawn:

1) Countries were classified into three groups (A, B and C)



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Group A: Bangladesh, Cambodia, China, India, Indonesia, Mongolia, Pakistan, Sri Lanka, VietnamGroup B: Brunei, HK, Korea, Malaysia, Singapore, CH Taipei, Thailand, (Philippines)Group C: Japan,

Five countries, Bhutan, Lao PDR, Maldives, Myanmar and Nepal were not classified due to a lack of published data. These countries likely belong in either Group A or Group C.

2) Most developed countries belong to Group C. All Asian countries except Japan belong to GroupA or B.

3) Each group shows specific characteristics. Group A countries display high Fatality rates in spite of low Vehicle per Road. These countrieshave basic traffic problems such as an insufficient infrastructure. Group B countries exhibit high Vehicle per Road and a rather low Fatality rate. In these countries itappears that the construction of road networks has not sufficiently kept up with the rapid increase in

the number of vehicles. The possibility of congestion is high. Group C countries exhibit low Vehicle per Road and low Fatality rates due to more advancedinfrastructure and ITS systems. Some developing countries belong to this group. This comes as aresult of traffic problems being less obvious due to fewer vehicles.

Fig.1-1 Vehicle per Road vs. Fatality rate (No.1)

0

50

100

150

200

250

300

0 100 200 300 400 500 600 700 800

Vehicle per Road

F a t a l i t y R a t e

Asia

JapanOthers

Group A

Group BGroup C

Enlarge at No.2



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Fig.1-2 Vehicle per Road vs. Fatality rate (No.2)

1.2.2 Injury Rate vs. Fatality rate

Fig.1-3 shows the Injury Rate vs. Fatality rate. Injury Rate is defined as follows:Injury rate = Number of injuries divided by the number of the ten thousands of vehicles.

Fig.1-3 Injury Rate vs. Fatality rate

When compared to other regions, it is apparent that many Asian countries have high fatality andInjury Rates.

1.2.3 2 wheel vehicles vs. 4 wheel vehicles

Characteristic of Asian countries is the comparatively high ratio of 2 wheel vehicles to 4 wheel

0

5

10

15

20

25

30

35

40

45

50

0 50 100 150 200 250 300

Vehicle per Road

F a t a l i t y R a t e

AsiaJapanOthers

Group C

Group ABangladesh India Cambodia China

Indonesia Mongolia Pakistan Sri lankaVietnam Ecuador

Group CBurnei Japan PhilippinesCanada Chile Mexico USAFrance Greece GermanySpain UK Australia Newzealand

Group BHK Korea MalaysiaSingapore Taiwan ThailandItaly

0

50

100

150

200

250

300

0 200 400 600 800 1,000 1,200 1,400 1,600 1,800

Injury rate

F a t a l i t y r a t e

AsiaOthers



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vehicles. Fig.1-4 shows 4-wheel vehicle versus 2-wheel vehicle data.

Fig.1-4 Number of 4 Wheel Vehicles vs. Number of 2 Wheel Vehicles

1.2.4 Vehicle per Road vs. Total Suspended Particulate

Fig.1-5 shows the status of air pollution in major Asian cities as well as in other areas. Vehicle per Road in this figure is the average of whole country. The Total Suspended Particulate (mg/m3) is datafrom each city. Due to overpopulation in urban areas, Vehicle per Road, especially in Asian countries,seems to be larger than this figure indicates. Although data is limited, it can be inferred that manyAsian cities are suffering from greater air pollution problems than cities in developed countries.Limited vehicle emissions inspection is a significant contributing cause of the problem.

Fig.1-5 Vehicle per Road vs. Total Suspended Particulate

0

5,000

10,000

15,000

20,000

25,000

0 50,000 100,000 150,000 200,000 250,000

4 wheel vehicles

2 w h e e l v e h c i l e s

AsiaOthers

•~10 3

•~10 3

0

50

100

150

200

250

300

350

400

450

0 50 100 150 200 250 300 350

Vehicle per road

S u s p e n d e d P a r t i c l u l a t e s

AsiaOthers

Dehli

Beijing

Mexico city

Jakarta

ManilaBangkok

Athens

Guayaquil

Seoul

Kuala

Lumpure

Rome

Sydney TorontoParis BerlinTokyo MadridOakland



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1.2.5 ITS Infra vs. Traffic Demand

Infrastructure and supporting conditions are essential elements for the development and

deployment of ITS. Infrastructure refers to paved road networks, road appurtenances, mass-transportation, telecommunication networks, high-quality inspected vehicles, traffic signals, pedestrian roads, etc. Supporting conditions consist of a well-organized promotional organization(similar to ITS America or ITS Japan), maintenance, enhancement and administration of theinfrastructure and an awareness of traffic rules by drivers and pedestrians. Several Asian countriesexpect drivers and pedestrians alike to follow certain rules of road etiquette. These two factors,infrastructure and supporting conditions, together referred to as “ITS Infra” (to avoid confusion, “ITSInfra” is used instead of ITS Infrastructure) promote ITS effectively and smoothly. Traffic Demand isidentified as Fatality rate and Vehicle per Road. (similar to Congestion Rate) Fig.1-6 depicts ITS Infra and Traffic Demand in a scatter diagram. The shift toward a higher TrafficDemand position of the Philippines is again explained by insufficient or questionable data.

From Fig.1-6 some conclusions can be drawn:

1) The data breaks down into four groups, X, Y, Z and W. Group X exhibits high TrafficDemand, but low ITS Infra. Group Y exhibits high Traffic Demand and slightly high ITS Infra.Group Z exhibits high ITS Infra and slightly low Traffic Demand. Finally, Group W exhibits lowITS Infra and low Traffic Demand. It is estimated that the five countries which could not beevaluated due to lack of data belong either to Group W or to Group X.

2) The data suggests that Traffic Demand grows as ITS Infra progresses (economicsimprove). However, Group Z exhibits lower Traffic Demand than Groups X and Y. Considering that ITS is now mainly led by developed countries (Group Z), ITS is the next step after improving Traffic Demand by other methods (probably by ITS Infra or some basic ITS system).

3) Comparing Fig.1-1 and Fig.1-2, Groups X, Y and Z are almost identical to Groups A, Band C. Group W countries likely belong to Group A or Group C. With the exception of Japan, Asiancountries fall into Groups X, Y and W.

4) The order of Group W to Z is regarded as the level of ITS Demand shown in Table 1-1.

Traffic Demand and ITS Infra are a pair of wheels to motivate ITS and are defined as ITS Demandin this report.

In the Annexes, the following related items are attached.Annex A Data in AsiaAnnex B Country-by-country development analysisAnnex C Snap shots of country-by-country



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Fig.1-6 ITS Infra vs. Traffic Demand

Table 1-1 Summary of Traffic Demand and ITS Infra

0

5

10

15

20

25

30

0 5 10 15 20 25 30 35

ITS-Infra

T r a f f i c - D e m a n d

AsiaJapanOthers

Group Y

Group Y

Group Z

Group W

Group Traffic Demand ITS Infra Countries ITS Demand

W or 1 1 Bhutan, Cambodia, Lao PDR, Maldives, Myanmar 1

•@W •¾ X 2 1 Mongolia , Nepal 1•@•¾•@2

X 3 1 Bangladesh, India, Indonesia, Pakistan, Sri Lanka, 2

Vietnam

X •¾Y 3 1 China, Thailand, Chili, Ecuador, Mexico, Philippines 2•@ •¾•@‚R

Y 3 2 Brunei, HK, Japan( 1970 ) Korea, Malaysia, Singapor 3

CH Taipei

Y •¾Z 3 2 Japan ( 1980 ), Greece 3•@•¾•@‚S

Z 2 3 Japan, Canada, USA, France, Germany, Spain, UK, 4

Australia, New Zealand

1 : Low 2 : Slightly High/Low 3 : High

Estimated



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2. Strategy for Application of ITS in typical Asian city - Case Study of ITS in Bangkok Thailand -

At first chapter, the macroscopic discussions are done regarding traffic and ITS status in Asiancountries. In this chapter we will discuss how to deploy ITS in Bangkok Thailand as typical Asiancity.

2.1 Procedure of Case Study

The followings are recommended case study procedures.

1st Step : Investigation•«

2nd Step : Synthesis

•« 3rd Step : Analysis

•« 4th Step : Review

•« 5th Step : Selection

1st Step : Investigation

In this stage, two main purposes are pursued, defining the current problems and selecting theobjectives for the future ITS deployment. For those purposes, road traffic status and current deployedsystem in Bangkok will be studied.. 2nd Step : Synthesis

In order to select the system to match the objectives explained above, applicable potentialtechnologies will be studied. The evaluated benefit in other same systems will be also studied.Thereafter, recommended systems and technologies in Bangkok are discussed in this stage.

3rd Step : Analysis

Selected systems above will be evaluated in several aspects. One of the important analysis is thegap analysis between current and selected systems. To develop the system, several issues to besolved become clear in this stage.•@Even though small scale, the field test will be recommended to be done for evaluating the benefitsof the system. In stead of filed test, simulation is alternative methods.



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4th Step : Review

After studying several items at 3dr step, review will be done. By the judgment of this step, analysis

will be done again.

5th Step : Selection

Final selection of the system will be done in this stage after above 4 steps.



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2.2. Case Study of ITS in Bangkok Thailand

Based on the 5th steps described at the previous section, each step is discussed as follows.

In Bangkok (hereinafter BMA : Bangkok Metropolitan Area), there are 17 traffic-related publicauthorities or organizations. Of them, the followings are related in the surface transport.

Office of the Commission for the Management of Land Traffic (OCMLT)Bangkok Metropolitan Administration (it is called BMA, but in this report BMAD is used to avoidconfusion)Police DepartmentDepartment of Highway (DOH)The Expressway and Rapid Transit (ETA)The Department of Land Transport

The Bangkok Mass Transit Authority(BMTA)Metropolitan rapid Transit Authority (MRTA)

OCMLT is responsible for proposing policy and plans to the Cabinet concerning traffic management,approving transportation program and projects, and setting up standards and measures for thesolution of traffic problems.BMAD established signal control system and maintains.Police Department control daily traffic and they have their own traffic control system (TCC :TrafficControl Center) operated mainly by CCTV.ETA was established to provide and maintain special roadways (i.e. toll roads).BMTA supervises Buses and MRTA supervises mass transits like Sky Train, which is elevatedmonorail train, and subways.



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2.2.1. 1st Step : Investigation

In this step, we studied the road traffic status and current deployed systems in BMA.

A. Road traffic status in BMA

From the data sources below, the data of road, traffic and vehicles in Bangkok is collected.

Data sources : Transport Data and Model Center (TDMC) : OCMLT October 2000 Annual Report 2000 Bangkok Mass Transit Authority : BMTA World Road Statistics ’99 : International Road Federation Road Transport Statistics 2543/2000 : Department of Land Transport Pamphlet : Expressway and Rapid Transit Authority of Thailand (ETA)

The traffic conditions during rush hour are still terribly bad in spite of the operation of the newexpressway in BMA. The manual operation of the traffic signals by policemen a daily scene at the busy traffic intersections due to the malfunction of traffic control system. Road restrictions, resultingfrom the construction of the subway make the traffic conditions worse.

OCMLT developed the transport and traffic model under the project called UTDM (UrbanTransport and Model Deployment Project) starting 1995 and ending 1997, which was succeeded toTDMC (Transport Data and Model Center Project) starting 1997. Under those two projects, theyevaluated the traffic status in BMA. By the report of TDMC on October 2000, it shows the surveyresults of five areas in BMA which are Hua Mark Area, Pratunam Area, Krung Ratanakosin AreaSanampap area and Silom area. During AM (6-9) and PM (16-19) peak time, it was reported that theaverage speed was around 10 to 20 km/hr and the worst case was as 4.5 km/hr at the route of K Rama V J-Jor Por Ror J-Phaanfah J-Ruan Jam J. The congestion cost in Bangkok is estimated atBaht 40- 60 billion (US $ 1 -1.5 billion) annually.

For improving those problems, Thai government plans the several counter measures and one of them is the new services of mass transportation called Sky Train. It started in the year of 2000 for 23.7 km long having two routes on elevated viaduct with 23 stations. Meanwhile another route of 20km underground with 18 stations is on construction.

Table 2-1 shows the basic data of BMA. For the comparison, Japan, US and nation data areattached. From the chart, we can imagine the traffic status in BMA which is described at the sectionof Findings in the end of this chapter.



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Table 2-1 Statistical data of BMA

B. Current road traffic information systems in BMA

In order to study the current and future traffic status and related systems, following public sectorsand organizations are studied during March 13 to 18, 2002.

OCMLT, BMAD, Police Department, DOH, ETA, The Department of Land Transport, BMTA,MRTA

B-1. Advanced Traffic Management System (ATMS) in BMA

B-1-1. Arterial management system in BMA

There are two systems in BMA which are called ATC(Area Traffic Control) and TCC (TrafficControl Center). ATC is owned and operated by BMAD and TCC owned by BMAD but operated by Police Department. Each System is as follows.

1) ATC : An ATC system has planned to implement in 3 steps. The first step has already been implementedand covers 143 intersections and 3 pedestrian crossings in the Bangkok City based on SCOOTsystem. It covers 31 Km2 and includes 5 CCTV. The system is being expanded to control 226intersections covering 150 Km2. The final system will cover 1580 Km2 of the city. But at present,actual traffic is controlled by policemen manually between 6am to 5pm, and 6pm to 10pm iscontrolled by fixed signal time and between 10pm and 6am it is center control by the system.

‡ T ‡ U ‡ V ‡ Wang o a an apan

A Land Area (Square Miles) 612 198,115 0.003 145,850 3,675,031B Population (Million) 9.1 60.6 0.150 126.2 272.6C Road Length (Km) 4,076 64,600 0.063 1,147,532 6,307,584D Paved Rate (%) 97.5 0.000 74.3 60.5E 4 Wheel Vehicle in Use 2,382,970 6,208,981 0.384 68,805,073 204,929,920F Buses and Couches 146,291 774,707 0.189 242,243 696,609G 2&3 Wheel Vehicle in Use 1,966,126 13,821,239 0.142 1,269,000 3,871,237H Injury Accidents 19,870 53,111 0.374 780,399 2,222,280I Fatal Number 673 11,988 0.056 9,640 41,967

J Vehicles per Inhabitants (×1000 ) 262 103 2.555 552 769K Vehicle per Km 620.5 108.1 5.740 60.2 32.6L Injury per Vehicles (×10000 ) 83.3 85.5 0.974 113.4 108.4M Fatal per Vehicles (×10000 ) 2.8 19.3 0.145 1.4 2.0 N 4 w ee s per Buses 16.3 8.0 2.038 284.0 294.2

J = E B, K = E+F C, L = H E, M = I E, N = E F



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2) TCC : The system consists of CCTV and VMS. At present 60 CCTV are equipped at heavy traffic

locations and planned to equip at 350 locations in the near future. At the center, operators watch themonitor TV and give the instructions by walkie-talkies to the policemen at the intersections tosmooth the traffic flow.

B-1-2. Freeway management system (FMS) in BMA

As described above, ETA constructed the expressways in BMA and already started services for fiveroutes which has 171 km length. The FMS is operated by the Bangkok Expressway public Company(BECL). The main function is to supply real time road traffic information by variable message signs.

C. Advanced Traveler Information System (ATIS) in BMA

In addition to the VMS by TCC shown above, there are two other traveler information systems inBMA, which are web service by OCMLT and FM radio broadcasting.FM broadcast is widely used for drivers because of timely information collected by voluntarylisteners using telephones. But those information is only voice through FM radio.

1) TIC (Traffic Information Center ) by OCMLT: Using information collected by ATC and TCC, TIC provides the road traffic information throughweb page (http://mapserver.ocmlt.go.th). Traffic jam and road conditions such as accidents, roadconstructions and other unusual conditions are seen at the web. CCTV pictures also can be seen.

The following Table 2-2 and 2-3 show the summary of current ITS status and road trafficinformation systems in BMA. The pictures of each system are also attached.

Table 2-2 Current ITS status in BMA

Current StatusDeplyoment Operation

Arterial Management System Yes, but partially No goodFreeway Management System Yes, but partially Yes

Transit Management System No NoIncident Management System No NoElectric Toll Collection Yes, but partially No goodAdvacced Traveler Information System Yes, but partially YesInfromation Management Yes, but partially Yes

http://mapserver.ocmlt.go.th/





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Table 2-3 Current road traffic information in BMA

ATC by BMA TC by Police OCMLT FM 100 FMS by ETA

CollectionMethod Loop coil CCTV Walkie-talkie ATC +TC Drivers Loop coil CCTV Emergeny call

369 intersections 60 •̈ 350 by 4000 police

Occupancy • › •Volume • ¢

Car classify •›

Jam • › • › • › • ›Accident • › • › • › • ›

Constraction • › • › • › • ›Weather • › • › • › • ›

Others • › • › • › • ›

Supply & controlMethod Signal VMS Web Broadcast VMS

30 •̈ 80



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Fig. 2-1 Traffic congestion in BMA

•@•@ Fig. 2-2 3 wheel vehicle

Fig. 2-3 Sky train and congestion



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Fig. 2-4 ATC by BMAD

Fig. 2-5 TCC by Police

Fig. 2-6 TIC by OCMLT



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C. Findings

We can draw the following findings from the investigation results described above.

1) Traffic congestion in BMA is terribly bad comparing to the other regions. As the Table 2-1 shows,Fatal number per vehicles is less than nation average, however, Vehicle per Km, defined as thenumber of 4 wheel vehicles divided by total road length, is much higher than nation average andother countries like US and Japan. It implies high possibility of congestion occurrence and, in fact,the traffic flow at peak time in BMA is terribly slow.

2) The countermeasures to improve it is imminent social issue in BMA. The most effective methodis likely to improve or newly equip the infrastructure of road networks or introduce masstransportation such as subway or sky train. However, those infrastructure need lots of time andmoney. Moreover, dead end road called Soi prevents from dispersing traffic flow and causes

congestion.3) ITS is expected to be alternative method to solve traffic congestion by many people. ITSmovement in BMA is led by OCMLT and Academia (Chulalongkorn University). In the near future,it is planned to establish ITS association like ITS America and ITS Japan. It is obvious that ITS is paid attention by many young engineers in BMA recently.

4) In the short term, the improvement of current Advanced Traffic Control System (ATC, TCC andEMS) is very important issue. And the transit management system for Buses like AVL(AutomaticVehicle Location) is also recommended to develop in mid term. However, Advanced Traveler Information System may be suitable in BMA for dispersing traffic demand by letting drivers knowcurrent and future traffic situation and select appropriate route and departure time. Moreover, it isexpected to release drivers mental stresses and able to reduce traffic accidents. 5) The real time road traffic information is the basis of the ITS implementation. However, as thecurrent available information is very poor, the method to collect them must be urgent subject inBMA.

6) In the real deployment, budget constraint is one of the key issue. Therefore, more efficient,realistic and low cost method is strongly recommended.

In this report, hereinafter, ATIS and, for ATIS deployment, the technologies for real timeinformation collection are discussed.



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2.2.2. 2nd Step : Synthesis

In order to select the system to match the discussions at the previous section, applicable potential

systems and technologies are studied and the recommended system are described. A. Applicable systems and technologies

A-1. ATIS in the world

To develop the ATIS, the current status of Japan, US and Europe are introduced at Annex D.

A-2. Information collecting technologies

Information collecting technologies are also studied as follows.

1) Conventional methods•@In Annex F it shows the conventional detectors which explains strength and weakness of eachmethod. This information is from “ Sensors, Interoperability, and Data exchange” by ITS America.

2) Probe-cars In addition to the above technologies, probe-car technology will be available. For ATIS, theimportant issue is how to collect the accurate real-time traffic information. For VICS in Japan, publicauthorities had traffic information through their traffic control systems. The best method to collectinformation may be through detectors like loop-coil or video image sensors. But to implementsensors in each intersection or highway is expensive and would take lots of time. Vehicles withcellular phones could be used as probes. This method locates the moving vehicles by cellular radiowave and measures the travel time. The US has been experimenting with this approach recently.By probe-cars, the following data are collected. Vehicle trajectories, Link speeds and space mean speeds, Travel times, Call volumes, Small scale O-D patternsIn Annex I, three different technologies are introduced.

3) Remote Traffic Microwave Sensor (RTMS) The remote microwave sensor is widely used inUS. It is a tiny radar operating in the microwave band and mounted on road side poles and is easyand safe to install and remove without trafficdisruption or lane closures. With solar battery andwireless unit it is good for remote sensing usage.More detail information can see at www.rtms-by-eis.com

Fig. 2-7 RTTM (from the pamphlet by EIS)

http://www.rtms-by-eis.com/









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B. What they have learned and found

The following are lessons learned and findings from VICS and US system deployment.

In general, to develop the ITS, following lessons are useful for late-comers.

1) Public, Academia & Private Partnership is essential Most ITS projects are expected to have social impacts – to alleviate traffic problems such ascongestion and accidents. Needless to say, traffic problems are deeply related to government policies,road construction schemes, and traffic-related system installation plans. ITS needs thecommunications media to link vehicles with roadside infrastructure. This means that the radiowave policy of the public authority is closely related to ITS. On the other hand, in-vehicle units aredeveloped and supplied by private companies based on their marketing strategies. Organizedcommittees or working groups are chaired by academic people to study advanced technologies

objectively. Thus, for the smooth realization of ITS, cooperative activities among public, academiaand private sectors are essential.

2) Factors for breaking the “ Chicken-and-Egg Dilemma “ are essential Generally speaking, ITS is the comprehensive system consisting of equipment on the roadside, thevehicles and the communication link. But at the first stage, usually there exists the dilemma called“Chicken-and-Egg Effect”, meaning that drivers will not buy in-vehicle units unless theinfrastructure is completed, but the infrastructure will not be installed in advance unless the usersexist. As for VICS, the popularization of navigation systems and repletion of traffic information bythe nationwide traffic control systems were the breaking factors. 3) Competition and cooperation are essential In the developing stage, different technical possibilities were pursued. Concerning thecommunication link for VICS, several methods were developed under the different projects such asRACS and AMTICS. But at the deployment stage, unification of data formats, transmission protocols and others were discussed through the cooperation of public and private sectors. Now,VICS units are sold by more than twenty companies, which develop new products continuously for the market under the VICS-unified specifications. 4) Timely and continuous activities are essential As explained above, VICS experienced a lot of trial and error. Sometimes VICS managers wastedtime without making any progress. But they also experienced timely activities, such asdemonstrations and seminars. To start an unfamiliar system for the first time, outreach activity isessential to get consensus from many fields. A grand seminar held in 1993 and a VICSdemonstration in conjunction with ITS World congress in 1995 were very timely events. To do so,secretary-level leaders who propose and promote these activities are essential. Generally speaking,after proving practical usage or business potential, many people will begin to participate actively, butthe most important issue is continuous activity even if many people take no notice of it. The VICSestablishment owed those small number people with a continuous and strong conviction.



25

5) Sustainability is essential, and step by step approach is important Advanced technology does not always work best, and an important issue is how to maintain andupgrade the system. Advanced systems need to be operated by skilled people, and repair or upgrade

is always essential. ITS needs the understanding of ordinary users such as drivers or pedestrians. Asystem that works well for a developed country may not work so well for a developing one. So, astep by step approach to match each condition is important. It is important to aim high but realdeployment must be done realistically.

Recently, US studied business model of ATIS and issues the report “ ATIS US Business ModelsReview” The followings are the findings by the review. The reviews are done by the literature andinterviews.

6) Public funding or facilities, especially with regard to data collection, is essential to a successfulATIS implementation. Any initiative that increases the availability of quality data should be a

national priority.7) The public sector may have the opportunity to sell its own wares, as long as data being sold is of sufficient quality and is on a level that the private sector cannot gather similar data on their own.However, the value of such data is likely to be relatively low at present and foreseeable future.

8) Revenue generation from ATIS services, both wholesale and to the individual, has not provensuccessfully that this revenue can wholly support an ATIS service. There may be new models andnew ventures determined to prove this model viable, but they are unproven at this time.

Technically, those two issues are stressed in the report.

9) The data gap exists and is not being filled rapidly. The lack of quality data is a principal issue inthe generation of sustainable, quality ATIS services.

10) A greater emphasis on travel time data collection is needed. Travel time reliability is a key benefit of ATIS to a user. However, in most cases information provided thorough ATIS is anecdotalin nature, identifying what has happened and where it is, but not providing a quantitative assessmentof the impact. Without being able to calculate the impact on travel time of an incident or event, thetraveler is unable to determine the best course of action.

C. Benefits of ATIS

In US, benefits evaluation work are actively done by DOT for last several years. The title of thelatest report is “ Intelligent Transportation Systems Benefits: 2001 Update” which we can see at theweb site www.itsdoc.fhwa.dot.gov. the followings are the benefit of information providingintroduced by the report.

By the web site of VICS Center(www.vics.or.jp), the benefit of VICS is introduced as follows.1) To reduce travel time by avoiding congestion road knowing real time information while driving

http://www.itsdoc.fhwa.dot.gov/



http://www.vics.or.jp/






26

2) To relief the mental stress by knowing the reason of congestion3) To avoid stray driving by knowing parking position and status

D. Recommended systems and technologies In general, ATIS is expected in BMA to disperse traffic demand by letting drivers know current andfuture traffic situation and select appropriate route and departure time. There exist two taxonomy of traveler information as Fig. 2-8 shows.

Fig. 2-8 Taxonomy of Traveler Information

The pre-trip information is useful for determining the departure time and route and providedthrough the services by web-base already done by OCMLT or kiosks located at the station terminalsand the enroute information is useful to change the appropriate route during driving and providedthrough the services by road side systems such as VMS or Highway Advisory Radio and the VICSin Japan.But, whatever the services are, it is required to have more precise and timely information and it is thekey issue for ATIS implementation.Considering previous chapter and above discussions, following recommendations are drawn.

1) In BMA, it is strongly recommended to deploy enroute information services. In near term, it is

effective to equip VMS at more locations and in mid term to introduce in-vehicle services like VICSin Japan

2) But, it is required to improve the quality and quantity of information in order to give theappropriate ATIS services.

3) By the constraint of cost for the system, it is necessary to devise to use the legacy system as muchas possible.

Traveler Information Pre-trip Information

Enroute Informatio



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2-2-3. 3rd Step : Analysis

In this step, selected systems discussed at previous sector are analyzed in several aspects. One of the

important analysis is the gap analysis between current and selected systems. To develop the system,several issues to be solved become clear in this stage. In order to devise to deploy more realistic methodology for ATIS in BMA, following two issues

must be considered.

Introduce VICS concept with simplified system at the beginning Cost effective method for information collection

A. Introduce VICS concept with simplified system at the beginning

One of the lessons learned from VICS development is the factors for breaking the “Chicken-and-Egg Dilemma“. As for VICS, the popularization of navigation systems and repletion of trafficinformation by the nationwide traffic control systems were the breaking factors. For navigationsystems in BMA, it is estimated to equip with deluxe cars at present and not expect to use widely.For more availability, more cheap and simplified system must be considered. One of the solution isthe introduction of simple graphic display. In VICS, there are three displays available, which are mapdisplay, text display and simple graphic display(see Annex E). For map display, it need navigationsystem and as for text display it will not expect to have satisfactory services. But, simple graphicdisplay can provide satisfactory services to some extent.Therefore, following two step services are recommended.

1st step : Simple graphic and Text services2nd step : Map display service with the increasing navigation systems

The other important factor to be considered is the wireless communication link between vehicle andinformation center. VICS uses three different media, Infrared beacon, Radio beacon and FM multiple broadcast. Considering cost, it is not realistic at the beginning to deploy beacon method.The most feasible method at present is use cellular. But FM and beacon method has their advantagescompare to cellular. So, following two step are recommended for communication method.

1st step : Use cellular as communication tool between in-vehicle unit to information center 2nd step : Install FM multiple or/and beacon method for proprietary communication method

B. Cost effective method for information collection As explained above, key issue for successful ATIS service is how to collect more precise and timelyinformation. In Japan, nation wide traffic control system by public sectors can give sufficientinformation. But in BMA, it is not sufficient. As US report “ ATIS US Business Models Review”says, public funding or facilities, especially with regard to data collection, is essential to a successfulATIS implementation. In BMA, TCC by police equip the 60 CCTV already at heavy traffic locationsand planned to equip at 350 locations in the near future. One of the suggested method to collect real



28

time information is to use CCTV as Video sensors. Usually, CCTV is operated manually to see exacttraffic situation by operators. To use CCTV as detector, additional unit must be attached whichallows CCTV to work as sensors. And this unit need additional technical development to work

CCTV as operator’s monitoring and sensor as well. It means that CCTV is used for two purposeswhich are monitoring by operators and sensors for ATIS. By doing so, it reduce cost compare toequip new sensors from the beginning. This approach is very important and essential under the costconstraint. It is the multi use method which share the cost.In addition to multi use CCTV, additional sensors are required to complement in order to getsufficient information. It is recommended that sensor must be cheap and maintenance free. One of the solution is RTMS.

Therefore , following method is recommended for cost effective method of information collection

Use CCTV as multi purposes with monitoring and sensors

Complementary sensors with cheap and maintenance free are necessaryEven if small scale, the field test will be recommended to be done for evaluating the benefits of

the system. In stead of filed test, simulation is alternative methods.

C. Simulation Software There exist many simulation software in the world. In US, TReL at Turner Research center of FHWA is actively developing simulation software technologies for many applications. One of themis the benefit evaluation for information providing to the vehicle. Using facility of TReL we can havethe simulator training as Annex H shows. In order to evaluate the benefit of ATIS, it is strongly recommended to use simulation software likeDynaSmart at TReL at FHWA in US in stead of field test

2-2-4. 4th Step : Review and 5th step : Selection

After studying several items at 3dr step, review will be at 4th step done. By the judgment of thisstep, analysis will be done again. Final selection of the system will be done at last step.Those two steps will be done in the future.



29

3. Conclusions

1) Case study of introducing ITS in BMA is done from 1st step to 3rd step out of five study

procedures. The 1st step is the investigation step and 2nd step is synthesis step and 3rd step isanalysis step. 2) At 1st step, we can define the current traffic problems by studying traffic data and select the areaof ITS to match the problems after studying current deployed systems. In BMA, it is clear that thetraffic congestion is the imminent issue and ATIS is one of the solutions. To implement ATIS, wefound that the available data is not sufficient and data collection is also urgent subject.

3) At 2nd step, we studied applicable technologies of ATIS and information collection in the world.We also studied lessons learned and benefits evaluations of ATIS by other projects. Judging fromthose data and information, we can draw the recommended system and approaches. It is strongly

recommended to deploy enroute information services. In near term, it is effective to equip VMS atmore locations and in mid term to introduce in-vehicle services like VICS in Japan 4) At 3rd step, the gap analysis between current and selected system is done and we can find clearlywhat problems we have and what we should do now and future. For enroute service, it is advised tointroduce VICS concept with simplified system and for information collection, it must be costeffective method.

5) For simplified system, simple graphic and text services are recommended at the beginningfollowed by map display system according to the increase of navigation systems. Regardingcommunication link between in-vehicle unit and information center, two step approach is proposed,which are cellular for the 1st step and FM and beacon are for 2nd step.

6) For the cost effective method for information collection, it is recommended to use CCTV as multi purposes with monitoring and sensors.

7) For evaluating selected system, field test is the best method and simulation software is alternativemethod. In US, TReL at Turner research center of FHWA is actively developing simulation softwareand for information providing DynaSmart is adequate tool.



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Annex

A. Data in Asia

A.1 Statistical Data

Table A.1-1 Statistics of Asian countries (No.1)

Countries Population Land per capita per capita Literacy& (M) ( mile2 ) GDP ( ) GNP ( ) ( %)

eg ons

Bangladesh 127.11 56,977 1,330 360 38Bhutan 1.95 18,150 730 42Brunei 0.32 2,226 18,000 88

Cambodia 11.63 70,238 715 300 74China 1246.87 3,696,100 3,460 860 82H K 6.40 415 27,500 25,200 92India 1000.85 1,222,243 1,600 370 52Indonesia 216.11 741,025 4,600 1,110 84Korea 46.88 38,375 13,700 10,550 98Lao PDR 5.41 91,429 1,150 400 57Malaysia 21.38 127,584 11,100 4,530 84Maldives 0.30 115 1,800 93Mongolia 2.62 604,800 2,200 390 83Myanmar 48.08 261,228 1,190 83

Nepal 24.30 56,827 1,370 220 28Pakistan 138.12 307,374 2,600 500 38Philippine 79.35 115,860 3,200 1,200 95Singapore 3.53 250 24,600 32,810 91Sri Lanlka 19.14 25,332 3,800 800 90CH Taipei 22.11 13,969 14,200 94

Thailand 60.61 198,115 8,800 2,740 94Vietnam 77.31 127,816 1,700 310 94Japan (1970) 103.70 145,850 1956 100Japan (1980) 117.10 145,850 8579 100Japan Now 126.18 145,850 24,500 38,160 100

Canada 31.01 3,849,674 21,700 19,640 97Chile 14.97 292,135 11,600 4,820 95Ecuador 12.56 105,037 4,400 1,200 90Mexico 100.29 756,066 7,700 3,700 90US 272.64 3,675,031 30,200 29,080 96

France 5 8.98 210,026 22,700 26,300 99Germany 82.09 137,830 20,800 28,280 100Greece 10.71 50,949 13,000 11,640 95Italy 56.76 116,341 21,500 20,170 97Spain 39.17 195,364 16,400 14,490 97

UK 59.11 94,251 21,200 20,870 100Australia 18.78 2,966,200 21,400 20,650 100

New Zealand 3.66 104,454 17,700 15,830 100

Source * THE W ORLD ALMANAC 2000 ** 1999 World Development Indicators by The World Bank *** World Road Statistics 1998,1999 IRF **** Others ( Country reports, etc . )



31


Countries 4-W Vehicles 2-W Vehicles Buses and Road Length Paved Rate Suspneded& (Th) (Th) Coaches ( Km ) ( % ) particles(mg/m3)

Regions *** *** *** *** *** **

Bangladeshi 124.18 145.26 29,310 204022 12.3Bhutan 10.38 5.96 3285 60.7Brunei 106.97 0.79 1,313 1712 75Cambodia 65.63 456.80 868 35769 7.5China 12191.00 9760.00 188,445 1278474 ****21.76 377.0HK 486.64 30.17 17,477 1760 100India 6423.00 23111.00 449,000 3319644 45.7 415.0Indonesia 4364.00 11735.71 611,402 342700 46.3 271.0Korea 10413.43 2552.67 719,127 84968 74 84.0Lao PDR 20.58 231.00 440 22321 13.8Malaysia 3951.49 4329.00 43,444 94500 75.1 85.0Maldives 2.34 5.64 200Mongolia 70.09 26.12 3,982 49250 3.4Myanmar 69.00 28200 12.2 Nepal 7700 41.5Pakistan 956.79 1710.77 74,411 229934 58Philippine 2209.48 952.04 30,070 161313 0.2 200.0Singapore 522.14 131.59 11,008 3010 97.3Sri Lanlka 257.00 513.00 13,160 99200 44CH Taipei 4954.06 10237.47 21,602 20189 89.3Thailand 6234.00 10239.00 1,721,000 64600 97.5 223.0Vietnam 387.00 4495.25 165,000 93300 25.1Japan 1970 19490.14 257.00 220,000 1015000 15.0Japan 1980 40170.00 851.00 229,000 1113000 45.9Japan (Now) 68805.07 1269.00 242,243 1147532 74.3 49.0

Canada 16860.99 310.79 64,155 901902 35.3 36.0Chile 1590.23 32.18 34,734 79800 13.8Ecuador 517.53 20.87 8,688 43197 18.9 127.0Mexico 13033.00 270.00 139,000 252000 37.4 279.0US 204929.92 3871.24 696,609 6307584 60.5

France 31039.00 2990.00 82,000 892900 100 14.0Germany 43350.97 2716.78 84,019 656074 99.1 50.0Greece 3279.34 1927.43 25,096 117000 91.8 178.0Italy 33315.50 2530.75 75,500 307682 100 73.0Spain 18553.38 1326.33 50,035 346858 99 42.0UK 24491.00 626.00 78,000 369887 100

Australia 11008.00 301.00 52,470 913000 38.7 54.0 New Zealand 2062.00 47.00 9,700 92200 58.1 26.0

Source * THE WORLD ALMANAC 2000 ** 1999 World Development Indicators by The Worl d Bank *** World Road Statistics 1998,1999 IRF ****Others ( Country reports, etc. )



32


Countries Injury Accidents Fatal Number Vehicle Vehicles Fatal per In jury per Bus/4 wheel& per annum per annum per 1000 inh. per Km 10000 vehicles 10000 vehicl es

Regions *** ***

Bangladeshi 5453 3162 1.0 1.3 254.6 439.1 236.0Bhutan 312 5.5 5.0 300.5Brunei 363 65 356.6 62.9 6.1 33.9 12.3Cambodia 2009 172 6.0 14.6 26.2 306.1 13.2China 304217 ****73655 9.8 17.2 60.4 249.5 15.5HK 14776 241 76.0 293.6 5.0 303.6 35.9India 328149 59927 6.8 8.9 93.3 510.9 69.9Indonesia 17101 ****12308 20.8 47.0 28.2 39.2 140.1Korea 246452 11603 226.4 152.6 11.1 236.7 69.1Lao PDR 4.0 11.3 21.4Malaysia 56574 6302 171.7 87.6 15.9 143.2 11.0Maldives 17 7.8 72.6 85.5Mongolia 1206 309 29.4 2.0 44.1 172.1 56.8Myanmar 1.5 2.4 Nepal 0.0Pakistan 5905 2607 7.3 11.6 27.2 61.7 77.8Philippine 2618 645 30.9 19.6 2.9 11.8 13.6Singapore 6943 225 168.2 217.2 4.3 133.0 21.1Sri Lanlka 43417 1916 14.0 7.8 74.6 1689.4 51.2CH Taipei 3162 2735 228.5 752.5 5.5 6.4 4.4Thailand 102610 15176 103.0 255.0 24.3 164.6 276.1Vietnam 15376 5430 5.1 52.3 140.3 397.3 426.4Japan 1970 718080 16765 185.4 19.5 8.6 368.4 11.3Japan 1980 476677 8760 343.2 36.9 2.2 118.7 5.7Japan (Now) 780399 ****9640 552.0 61.1 1.4 113.4 3.5

Canada 158973 3082 584.5 19.0 1.8 94.3 3.8Chile 47602 1831 109.7 20.3 11.5 299.3 21.8Ecuador 20910 1421 61.3 12.5 27.5 404.0 16.8Mexico 23019 5252 143.2 52.8 4.0 17.7 10.7US 2222280 41967 769.0 33.1 2.0 108.4 3.4

France 125200 7989 530.0 38.1 2.6 40.3 2.6Germany 380835 8549 521.8 70.2 2.0 87.8 1.9Greece 23623 2068 513.1 44.5 6.3 72.0 7.7Italy 183415 6198 574.4 116.5 1.9 55.1 2.3Spain 86067 5604 467.3 57.3 3.0 46.4 2.7UK 240046 3599 411.1 67.9 1.5 98.0 3.2

Australia 18790 1742 605.1 12.4 1.6 17.1 4.8 New Zealand 11000 580 567.3 22.9 2.8 53.3 4.7

Source * THE WORLD ALMANAC 2000 ** 1999 World Development Indicators by The Worl d Bank *** World Road Statistics 1998,1999 IRF *** *Others ( Country reports, etc. )



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A.2 Survey Questions and Responses

Questionnaires were distributed to the twenty-four Asian countries third times, in 1997, 1998 and

2000 and to the four Latin America in 2000.The countries responded are described in Table A.2-1 and the example of Indonesia is shown inFig.A.2-1

Table A.2-1 List of responded countries

Fig.A.2-1 The example of responses from Asia

Bangladesh Indonesia Japan HKSAR Korea Laos Malaysia Maldives

1997 •› •› •› •› •› •› •›

1998 •› •› •› •› •›2000 •› •› •› •› •› •›

Mongolia Myanmar Singapore Sri Lanka Vietnam Brazil Mexico

1997 •› •› •› •›

1998 •›2000 •› •› •› •› •› •›



34

The summary of responses are introduced in Table A.2-2

Table A.2-2 Summary of responses in Asian countries

Bangladesh Indonesia Japan HKSAR Korea Laos Malaysia Maldives Mongolia Myanmar Singapore Sri Lanka Vietnam

Q 1.1 Possibility of ATMS N Y Y Y Y N Y N N N Y N N

Name of Cities Jakarta Already introduce Seoul Pusan Kuala Lumpur

in major cities JohorBahar

Future Possibility Y

Q 1.2 Possibility of ATIS N Y Y Y N N Y

Name of Cities Jakarta Surabaya Seoul Pusan

Future Possibility

Q 1.3 Possibility of CVO N N Y Y Y N Y N N N Y N N

Name of Cities Already introduce Seoul Pusan Kuala Lumpur

in major cities JohorBahar

Future Possibility not planning yet N N Y N Y N Y

Q 1.4 Possibility of AVCS N N Y Y N Y N N N Y N N

Name of Cities Now discuss Seoul Kuala Lumpur

JohorBahar

Future Possibility N Y N Y N N

Q 1.5 Possibility of APTS N N Y Y Y N Y N N N Y N N

Name of Cities Buse are Seoul Pusan Kuala Lumpur

introduced JohorBahar

in major cities Penang

Future Possibility Not decided yet Y N Y N Y

Q 2. ITS Association N N Y Investigate N N N N N Y N N

Name of Association VERTIS

Future possibility N N N Y N Y N N

Q 3. Interesrt in ATIS N Y Y Y Y Y N Y N Y N N

Name of Cities Jakarta Bandung Already introduced Seoul Kuala Lumpur N N Y

Surabayaa in major cties and JohorBahar

expressways Penang

Q 4. VICS Usefulness Y Y Y Y Y Y Y N Y

Q 5 Interest in VICS Y Y Y Y Y Y N Y

No reason

Q 6 FM in use N Y N N N N

Future possibility

No reason Use in future

Q 7 Beacon in use

Radio Beacon

Optical Beacon

Future possibility almost not Use in future



35

A.3 Statistical analysis of ITS Infra and Traffic Demand 1) Regression•@Analysis of ITS Infra

To evaluate ITS Infra in each country, the following items are considered.

Paved roads rate (%),•@Telephones ( 1 set for peoples ), TV sets ( 1 set for peoples ), Vehicle Number per inhabitants,•@Bus in Use/Passenger cars in Use, Literacy ( % ), GDP.

To select those items, regression analysis was done by considering each item as independentvariables and Fatality rate as dependent variable, and weighting factors of each item were obtained by the ratio of each correlation coefficient. Therefore, we must be careful that the weighting factorsof each items do not mean the grade of necessary conditions of ITS development or deployment, buteach item has the correlation with ITS because one of the important objectives of ITS is related with

traffic fatality.Among them, select the items with correlation coefficient higher than 0.3440 by goodness of fit test.i.e. H 0 : ρ= 0 H 1 : ρ 1 R : | r| ≥ r ( φ,α ) φ= n- 2 = 33 – 2 = 31, α= 0.05 then r = 0.3440

Table A3-1 shows the summary of correlation coefficient and weighting factors.

Table A.3-1 Correlation coefficient and weighting factors of ITS Infra

2) Evaluation of ITS Infra and Traffic Demand

Using weighting factors of ITS Infra, evaluation is done by following formula.

I k =∑ w i •~•@ OI i k = 1, 33 i = 1, 6

I k is evaluated value of ITS Infra for country k k is the number of countries evaluatedw is the weighting factors of each elements of ITS Infra shown in Table A.3-1i is number of elements of ITS Infra

per capita Literacy Paved Rate Vehicle Bus/4 wheel Telephone TV setGDP ($) ( % ) ( % ) per 1000 inh. per 1000 per 1000

Cor. Coe. -0.526 -0.653 -0.403 -0.491 0.683 -0.495 -0.510RSQ 0.28 0.43 0.16 0.24 0.47 0.24 0.26

Weighting F. 0.14 0.21 0.08 0.12 0.23 0.12 0.13



36

OI is order points of each country The order points are given as follows. Take "per capita GDP" for example, USA is the best and

Cambodia is the worst among 33 comparing countries.•@So, with respect to the item of per capitaGDP, the order point 33•@is given to USA and the order point 1 to Cambodia. The same procedureis applied to other five items. The sum of these order points considering weighting factors of ITSInfra is regarded as the relative ITS Infra status.On the other hand, Traffic Demand is also defined as the sum of order points of Fatality rate andVehicle per Road at the same weighting factors.

T k = 0.5 •~ OF k + 0.5 •~ OV k k = 1, 33

T k is evaluated value of Traffic Demand in country k k is the number of countries evaluated

OF k is order points of Fatality rate in country k OV kis order points of Vehicle per Road in country k

Using weighting factors, status of ITS Infra is obtained as Table A.3-2 and A.3-3.



37

Table A.3-2 Traffic Demand & ITS Infra (No.1)

Vehicle Fatal per Traffic Paved Rt Veh. Per Bus/ per capit aLiteracy Telephone TV set ITS

per Km 10000 veh. Demand ( % ) 1000 inh. 4 wheel GDP ($) ( % ) per 1000 per 1000 Infra

Weight 0.5 0.5 0.08 0.12 0.23 0.14 0.21 0.12 0.13

Bangladesh 1 33 17 4 1 3 2 1 2 1 2

Burnei 25 17 21 22 22 17 22 9 18 19 17

Cambodia 3 24 14 3 3 16 1 4 1 2 6

China 8 29 19 8 6 14 8 5 10 16 10

HK 33 15 24 33 12 10 32 14 31 20 19

India 4 31 18 14 4 6 4 3 5 4 5

Indonesia 10 27 19 16 8 4 10 7 7 8 8

Korea 30 20 25 20 19 7 19 25 20 21 18

Malaysia 21 22 22 23 17 19 18 8 17 13 16

Mongolia 2 28 15 2 9 8 6 6 9 5 7

Pakistan 7 25 16 17 5 5 7 2 6 3 5

Philippine 11 11 11 1 10 15 9 21 8 27 15

Singapore 31 14 23 26 16 12 30 13 24 23 19

Sri Lanlka 5 30 18 13 7 9 11 12 4 7 9

CH Taipei 32 16 24 24 20 25 20 17 22 22 22

Thailand 28 23 26 27 13 2 13 17 13 10 12

Vietnam 6 32 19 9 2 1 3 17 3 6 6

Japan 1970 14 19 17 6 18 18 5 33 11 11 17

Japan 1980 20 8 14 15 21 22 16 33 12 12 21

Japan now 24 1 13 21 28 27 28 33 30 32 29

Canada 13 4 9 10 31 26 31 24 33 15 25

Chile 15 21 18 5 14 11 15 21 16 18 15

Ecuador 12 26 19 7 11 13 12 12 14 9 12

Mexico 22 13 18 11 15 20 14 12 15 14 15

US 18 7 13 19 33 28 33 21 30 33 28

France 19 9 14 33 27 31 25 26 32 31 29

Germany 26 6 16 29 26 33 23 33 30 30 30

Greece 17 18 18 25 25 21 17 21 30 17 22

Italy 29 5 17 33 30 32 26 24 22 25 28

Spain 23 12 18 28 24 30 21 24 19 24 25

UK 27 2 15 33 23 29 27 33 30 26 29

Australia 9 3 6 12 32 23 29 33 30 29 28

New Zealand 16 10 13 18 29 24 24 33 24 28 27



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Table A.3-3 Traffic Demand & ITS Infra (No.2)

Traffic-Demand ITS-InfraBangladesh 17 2Burnei 21 17Cambodia 14 6China 19 10HK 24 19India 18 5Indonesia 19 8

Korea 25 18Malaysia 22 16Mongolia 15 7Pakistan 16 5Philippine 11 15Singapore 23 19Sri Lanlka 18 9Taiwan 24 22Thailand 26 12Vietnam 19 6Japan 1970 17 17

Japan 1980 14 21Japan 1997 13 29Canada 9 25Chile 18 15Ecuador 19 12Mexico 18 15US 13 28France 14 29Germany 16 30Greece 18 22Italy 17 28Spain 18 25UK 15 29Australia 6 28 New Zealand 13 27



39

B. Country-by-Country Deployment Analysis

As a result of on-site visits and interactions with ITS professionals, data from the following countries

and regions is presented in detail:Bangladesh, Cambodia, China (and HKSAR), India, Indonesia, Korea, Laos, Malaysia,Myanmar, Nepal, Philippines, Singapore, CH Taipei, Thailand, Vietnam

The followings are the visiting date for each country and regions. Some descriptions in the followingreport are out of date due to old study by author.

1997-8 Malaysia, Singapore, Philippines, Thailand1999 Bangladesh, China, HKSAR, CH Taipei, Korea, India, Indonesia, Vietnam2000 Cambodia, Myanmar, Thailand

2001 Laos, Nepal2002 Thailand

The progress of ITS in Japan has been detailed in two earlier publications; “A Comparison of IVHSProgress in the United States, Japan & Europe Through 1993” and “A Comparison of IntelligentTransportation Systems,” published by IVHS America and ITS America respectively.

Bangladesh (People’s Republic of Bangladesh)

1) Profile

Bangladesh is located in South Asia, on the north bend of the Bay of Bengal. It is surrounded byIndia to the west, north and east. Myanmar borders the country to the southeast. The population of 127 million is 88% Muslim and 11% Hindu. Capital is Dhaka (8.5 million).Website : www.virtualbangladseh.com

2) Summary

Traffic conditions in Dhaka are very bad. In general the status of the infrastructure is very poor, andsupporting conditions are insufficient . Due to the lack of mass transit such as a subway system, people use buses, taxies, baby taxies (3-wheel), motorcycles, rickshaws and bicycles. Thesevehicles are operated without regard for traffic lanes. In many places, no sidewalks exist, forcing pedestrians to share the road with vehicles. The use of horns to alert pedestrians and slower movingvehicles creates a noisy atmosphere. At busy intersections vehicles move within inches of each other.Traffic signals are few and do not work during rush hours, instead being replaced by the police. Atthese major intersections, the police control the flow of traffic by signaling with red and green flagsto other officers stationed more remotely in all directions. In turn, these “remote” policemen controlthe traffic flow manually. Thus, Bangladesh is not currently an example of ITS at work. In spiteof the low number of vehicles, the Fatality Rate is very high by comparison to those of developed

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countries. For future ITS deployment, basics such as traffic signals and driver and pedestrianeducation are urgently needed.

At the traffic management seminar held in February, 1999 in Dhaka, transportation experts of Dhakaintroduced the following problem issues regarding road traffic: 1. Narrow Roads, 2. Maintenance of Roads and Traffic Control Devices, 3. City Bypass, 4. Shortageof Fly-overs (overpasses), 5. Rickshaws, 6. Inadequate Bus and Truck Stands, 7. Inadequateequipment and insufficient traffic police resources, 8. Ineffective enforcement of laws andregulations, 9. Lack of good accident investigation, 10. Lack of public education with respect totraffic laws and regulations, 11. Lack of effective public relations policy, 12. Temporary shops onroad footpaths

Cambodia ( Kingdom of Cambodia )1) Profile

Cambodia is located at South East Asia on the east coast of the Indochinese Peninsula. Neighbor countries are Thailand on west and north, Laos on northeast and Vietnam on east. Population is11.6 million and capital is Phnom Penh ( 0.9 million ).Website : www.cambodia.org

2) Summary

Long unstable political status by the several changes of regime induced the poor infrastructure at present. As the number of vehicles are not large at Phnom Penh now, the traffic condition is not so bad like other capitals in Asian countries. But soon or later it is expected to follow the same route asothers and sustain traffic problems. To overcome such problems, JICA study started from this year. Itwill expect to implement basic ITS Infrastructure after study.

3) Projects

ATMS : In Phnom Penh, 36 intersections equipped the fixed time traffic signals since 1979. Thecycle of the signal are set 57 seconds or 27 seconds.As the public transportation such as bus or train are not available in the city, people use passenger cars, motorcycles, cyclo( 3 wheel vehicle ) and bicycles.

4) Promoting activities / organization

Ministry of Public Work & Transportation and Traffic police office are related surface traffic system.Since March 2000, JICA study started under the name of “Transport Master Plan in the Phnom PenhMetropolitan Area”. The subjects of this study are road improvement, traffic control & managementand public transport ( bus ). The study focuses not only technical but also legal, institutional and



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business aspects. The study will complete at November 2001.

China (People’s Republic of China)

1) Profile

China occupies most of habitable East Asia. Its neighbors are Mongolia to the north, Russia to thenortheast and northwest, Afghanistan, Pakistan, Tajikistan, Kazakhhstan to the west, India, Nepal,Bhutan, Myanmar, Laos, Vietnam to the south and North Korea to the northeast. The population of 1,246.8 million is officially reported as spread between Atheism, Buddhism and Taoism, with someMuslims and Christians. The capital, Beijing has a population of 11.3 million. There are 155 citieswith populations over 1 million, 223 cities with populations between 800,000 and 1 million and 401cities with populations over 500,000. By agreement with Great Britain, Hong Kong reverted toChinese sovereignty July 1,1997 and Macau was returned from Portugal Dec.20 1999.

Website : www.china-embassy.org2) Summary

Like other developing Asian countries, China has serious traffic problems largely explained by thedramatic increase in transportation demands resulting from rapid economic growth. The number of traffic fatalities in China are estimated to be the highest in the world. The combination of vehicles, bicycles and pedestrians at intersections explains the problem. To date, the Chinese government has responded to the problem by the construction of new transportmethods. In accordance with The National Development Program for the Year 2010, beginning withthe 8th Five-year Plan (1991-1995), construction of a national trunk highway system (NTHS), water transport corridors, terminal hubs and pertinent supportive systems was to take place over a thirtyyear period. Over the next two decades, the backbone of the national trunk road system willinclude construction across the country of five longitudinal and seven horizontal routes of high graderoads, with a total mileage of about 35,000 km. The 9th Five-year Plan (1996-2000) allocates 1trillion yuan for transportation. Recently, traffic experts have recognized ITS as the alternative of the future for solving traffic problems. Road construction is currently the focus of China’stransportation development. There are limited applications of information technology, primarily providing a platform for the future, more extensive implementation. To prepare for the coming ITSera, several activities have already been undertaken by government leadership. In May 1998, theMinistry of Communication issued the “Study on the Development Strategy of ITS in China”which introduced ITS principles, system architecture, strategies, and standards development. Onenotable ITS activity, begun in 1997, is the cooperative effort with ERTICO to improve trafficconditions in Beijing. Under a mutual agreement, training centers were established in the NorthernJiaotong University (serving as the headquarters and ITS Center) and the MOC (Ministry Of Communication) and as branch office. As a result of this joint effort, implementation of a trafficcontrol system in Beijing is planned for 2002. Private sector companies from Europe, the U.S. andJapan have participated in the technical development of ETC. Standards setting is essential to thedevelopment of ITS since it ensures the compatibility and interoperability of ITS systems across the

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country. As mentioned earlier, in China today electronic toll systems are incompatible with eachother. Development of ITS standards has begun in China. The Road Traffic Engineering StandardCommittee, established in 1995 (MOC) and the ISO/TC204 China Domestic Committee focus on

the formulation of DSRC standards for 1999. By the year 2050 the Chinese government plans tohave completed a nationwide traffic information system.

3) Projects

ATMS: In the late 1970s, the first trial of a computerized signal control system was introduced by theMinistry of Communication, Research Institute of Highways in cooperation with the Beijing PublicSecurity Bureau. At present, 250 signals are computer controlled in Beijing by the SCOOT. Under cooperative work with ERTICO, Ring road (beltway) 2nd and 3rd are being studied to implementadvanced traffic control system to be completed by the year of 2002. In Shanghai, the AustralianSCATS system has been in use since the early 1980s. Several traffic control systems are used

throughout the country. Some cities have deployed a Belgian system, while Guangzhou hasdeployed SCATS; Dailian makes use of SCOOT; Shenzhen and Wucxi use a Japanese system, andfinally Nanjing, Zhongshan, Xiamen, Weihai, Kunming, and Chongqing have adopted a domesticsystem. The Capital Expressway linking Capital International Airport and the city center of Beijing makesuse of a Spanish made monitoring and surveillance system. The system covers approximately 19kmof highway and is equipped with 7 CCTVs, 2 VMSs and 8 loop detector points. In Shanghai,reconstruction of the ring road traffic management system is expected to be complete by the end of 1999. Due to the expansion of urban areas, construction of new ring roads is planned and a newcomprehensive traffic management system is now being studied jointly by Shanghai’s Science andTechnology Commission and the University.

ATIS: The national traffic information broadcasting network operated by the National Department of Broadcasting and Film/TV and the National Department of Public Security provides informationabout road conditions, dispatching, calling, and freight services. Road signs have been installed onhighways and urban expressways and exits. However, information collection is insufficient andfurther improvements are needed for deployment of ATIS.

APTS: For the 5000 city buses, running 300 routes in Beijing, an AVL system using GPS is under study by the Northern Jiaotong University, ITS Engineering & Research Center in cooperation withERTICO and a French bus company. The primary goal is to solve problems of publictransportation, uncontrolled and low efficiency, which are not adaptive to the capital publictransportation functions and roles. The main functions are as below. Monitoring running buses,optimal dispatching plan, displaying vehicles position and connecting with public securitydepartment. GPS is used for positing. ETC: ITS Center, MOC, has been studying ETC technology since 1998 using five foreign productsfrom US, Norway, Sweden, Germany and Japan. Pilot sites are set at Beijing, Capital AirportExpressway Developments Co ETC is regarded as the platform of ITS in expressway for the future



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implementation, and standardization of ETC is the urgent issue at moment.

4) Promoting activities/organization

Five public authorities, Ministry Of Science and Technology (MOST), Ministry Of Communication(MOC), Ministry Of Public Security (MOPS), Ministry of Railway and Ministry of Construction,are involved in ITS deployment.

The MOC’s ITS Center was founded in January 1998. Its predecessor – the ITS Research Center of the Research Institute Of Highway (RIOH) (within the MOC) was built in 1996 and was one of theearliest organizations devoted to the ITS development and applications in China. In November 1999,the National ITS Engineering and Technology Research Center (National ITS Center) wasestablished. It is based in the ITS Center of MOC. The Center was slated to organize ITS China,with participation from the five organizations listed above, with MOST serving as the lead ministry.

An ITS Seminar and Exhibition was held in October 1999 in Beijing and was sponsored by MOST,MOC and MOPS. An ITS steering committee was established in 1999, and is now headed by theVice Minister. “A Study on the Development Strategy of ITS in China” set forth 6 principles to beconsidered in advancing ITS implementation:

1. Putting ITS into the Comprehensive Planning2. Building the sound foundation for ITS development3. Implementing ITS in stages4. Organizational cooperation across various sectors5. Stressing the profitability of ITS implementation6. Justifying appropriate breakthrough points

The report also identified 6 subsystems and 21 services as the logical services of a national ITSsystems architecture. The report developed three implementation stages: short term (1998-2000),middle term (2000-2010) and long term (2010-2020). The short term stage is considered the studystage. Attention should be paid to the study and formulation of ITS system standardization and ITSstandards. In the middle term, a complete set of ITS technology and equipment should be developedto the international advancing level. And from the year 2020 forward, advanced communication andelectronic technology will be widely applied in the expressway network (which will be completedduring the previous phase), and will gradually improve the efficiency and safety of the entire roadnetwork.

HKSAR

1) Profile

HKSAR, located at the mouth of the Zhu Jiang in Southeast China and 90 miles south of Canton,was a British dependency from 1842 until July 1,1997, when it became a Special AdministrativeRegion of China. Hksar has a population of 6.4 million.



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2) Summary

Like Singapore. HKSAR is actively using ITS to cope with problems of high density population in a

small area. Many tunnels and bridges linking HK Island and Kowloon and Tsuen Wan of MainlandChina are equipped with traffic control systems and ETC. These systems will be augmented toaccommodate the proposed expansion of the transport infrastructure, new road networks and MassTransit Railway, to the new territories and Lantau Island. In July 1998, a new expresswaymanagement system began operation to support the opening of a new airport. Prompted by the 1998deployment of a road pricing system in Singapore, such a system is now under study in HKSAR.

3) Projects

ATMS: Started as a pilot program in west Kowloon in 1977, the then Area Traffic Control system

(ATC) was the first computerized system in Southeast Asia. (Japan began implementation in 1971)In 1982, about 90 intersections on HK Island were put under control of ATC by using extra capacityfrom the Kowloon system. The deployment of an independent ATC with SCOOT capability for HK Island started in 1984 and has been in operation since 1989. In Kowloon, the 20-year old system has been replaced by a new system with SCATS capability since 1995. In 1995 the same system withSCATS capability was installed in Tsuen Wan. At the end of 1998, there were 1377 signalized junctions, of which 994 were under the control of ATC. On HK Island 40 CCTV cameras were inuse for traffic surveillance, with 60 more in Kowloon and 22 in Tsuen Wan, Kwai Tsing and Sha. New towns such as Tai Po, Fanling, Sheung Shui, Tuen Mun and Yuen Long are now pursuing thedevelopment of traffic control systems. The Tsing Ma Control Area (TMCA) has been designated tocover a key section of the highway route to HK’s new international airport Chek Lap Kok to ensuresafe and efficient traffic operations. It covers 17 Km and is equipped with the most extensive trafficcontrol and surveillance system yet introduced in HKSAR. The system provides a high degree of automation to regulate traffic flow, to assist in dealing with incidents and provide useful informationto motorists. It has 30 VMS, 30 CCTV and 24 Loop detectors, and the system updates informationin 30 second intervals.

ATIS: Via the World Wide (www.igsd.gov.hk ) real-time traffic conditions can be obtained.Clicking on the position of a given CCTV on the map produces a picture projecting real-time roadconditions.

APTS. In 1995 a small scale Bus Priority System began operation. It equipped about 50 buseswith tags, used 5 controlled intersections, and improved 3 seconds in each intersection.

ETC: In 1993, the first ETC system in Asia was introduced at Harbor-cross tunnel using UStechnology.

ERP: Road Pricing System has been studying using two different technologies, DSRC and VPS(Vehicle Positioning System), from the UK and Japan. DSRC is the same technology used in theroad pricing system in Singapore and VPS is based on GPS. Recently, the Transport Department and

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consulting companies undertook a technology evaluation and will issue a final report.


The Transport Department is major promoter of ITS in HKSAR.

India (Republic of India)

1) Profile

India occupies most of the Indian subcontinent. It is bordered by Pakistan to the West; China, Nepaland Bhutan to the North, to the East by Myanmar and Bangladesh to the East. India’s populationnumbers 1,000.8 million and is 80% Hindu and 14% Muslim. The official national language isHindi, with English a secondary national language. There are 14 official regional languages. New

Delhi, the capital, has a population of 99 million.Website : www.indianembassy.org

2) Summary

With three million kilometers of roads, India has the world’s second largest road network after theUSA. At 10 billion, India’s population is second only to that of China. India has experiencesaccelerated economic growth since it began liberalizing in 1991. This growth has put a great strainon the road network and made its expansion more urgent. The long term road development plan of 1981 envisioned the construction of 10,000 km of expressways, 66,000 km of national highways,144,000 km of rural roads and 280,000 km of roads. From a historical perspective, Bangladesh andIndia exhibit similar characteristics. Traffic conditions are also similar in the two countries. Due tothe lack of mass-transportation such as a subway, people use buses, taxies, auto rickshaws (3 wheeland called Baby Taxi in Bangladesh), motorcycles and bicycles (in some places, animal-carts). All of these modes of transportation and huge numbers of pedestrians co-exist on the major roads of downtown of Mumbai (Bombay) and Old Delhi. Road width is narrow and light vehicles are very popular. To avoid accidents and beat traffic, use of noisy horns is common. Power outages causetraffic signals not to work well. Policeman control traffic flow during rush hours. Generally speaking,infrastructure is very poor and traffic manners are terribly bad. Even in those situations, ITS isknown by several people is already being studied to some extent. The 1997-1998 Annual Report of the Central Road Research Institute (CRRI) in New Delhi, ITS was reported as follows. “In India,research and development in this field is at a very primitive stage and there is a need to provide athrust in order to expedite the progress of developments in surface transportation. With an objectivesto develop and demonstrate an ITS using Information Technology, Electronics andTelecommunications, for solving the congestion and increase the throughput and on radiatingnational highways, a research program has been initiated by the Institute “

3) Projects

ATMS : In the cities of Mumbai and Delhi traffic signals are operated locally. In Delhi nearly 500

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signals are in use. The World Bank has undertaken a feasibility study for a traffic control system inMumbai. JICA (Japan International Cooperation Agency) is cooperating with the NHAI (NationalHighway Authority of India) on the “ Expressway / highway Traffic & Information Technology

“ feasibility study, to assess ITS applications on an initial highway in India starting operation in 2002.4) Promoting activities/organization

Three road classifications exist in India, national highways, state highways and local roads in each jurisdiction. The Ministry of Surface Transportation and NHAI control the national highways. ThePublic Works Department (PED) is responsible for state highways and cooperating withmunicipalities for maintaining local roads. The National Highways Act was amended in 1995 to provide for building, maintenance, management and operation of the national highways by privateagencies for stipulated periods, and authorized the levy of fees to cover their costs and generate areasonable rate of returns. The Ministry of Surface Transportation and its related Research Institute

discussed the establishment of ITS India in cooperation with the CRRI.Indonesia (Republic of Indonesia)

1) Profile

Indonesia is an archipelago located southeast of the Asian mainland along the Equator. Indonesia’sneighbors are Malaysia to the north and Papua New Guinea to the east. The population of 216.1million is 87% Muslim and 6% Protestant. The capital, Jakarta has a population of 9.1 million.

2) Summary

Just as in other developing countries, Indonesia has basic road traffic problems such asoverpopulation in major cities, congestion, pollution, two or three wheel vehicles, roundabouts, lack of mass transportation, violent driving manner, etc. The recent occurrence of political and economic problems is common knowledge. JICA (Japan International Cooperation Agency) in cooperationwith traffic experts, recently conducted a feasibility study of comprehensive traffic planning toimprove traffic conditions in metropolitan Jakarta. In Jakarta and Bandung, foreign manufacturershave installed traffic control systems. On highways, expressway management systems are beinginstalled and ETC is being considered.

3) Projects

ATMS: In Jakarta, 231 out of 431 traffic signals are controlled by three different foreign signalcontrol systems from Australia, Spain and Germany. The other 200 signals are operated locally. 33CCTV are installed at major intersections and monitored by a traffic control center. The mainobjectives of this system are control traffic signals do not provide traffic information to outside. AnAustralian system is in use in Bandung and controls 130 highway traffic signals. An expresswaymanagement system is under design by a foreign consultant company with plans to deploy.ETC: Although taken into consideration earlier, such a system has not been seriously considered



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since the onset of the economic crisis.


Indonesia Transport Society is related with ITS association in Indonesia.

Korea (Republic of Korea)

1) Profile

Korea is located in northern East Asia and neighbors North Korea to the north. The population of 46.9 million is 49% Christian and 47% Buddhist. The capital, Seoul has a population of 10.2million.

2)

SummaryFor more than two decades, Korea has experienced rapid economic growth and explosivemotorization as well, and as a result is experiencing serious traffic problems. In spite of the operationof new subways and expressways in Seoul, there remains heavy traffic. The average driving speed isabout 18km per hour. Comparing to Japan, fatal figures by traffic accidents is higher even though thenumber of vehicles in use is about one eighth. The estimated economic loss due to trafficcongestion in 6 major cities in 1997 was $10 billion (US). To improve this situation, ITS isrecognized as an alternative solution to conventional approaches such as operation of exclusive buslanes, attempt of '‘one day out of ten days’ non-operation vehicles, increasing public transportationservice and building more roads. Government proposing three implementation plans, short-term at1996 to 2000, mid-term at 2001-2005 and long-term at 2006-2010 formulated ITS national plan. For the short-term, the primary objective is to establish a basic system architecture, for the mid-term togrow & expand ITS deployments, and for the long-term to mature & upgrade ITS implementations.A demonstration project was carried out in Kwachen City, located south of metropolitan Seoul,investing US$13 million. An update of the ITS Master Plan is under study and according to the planand new law, the Transportation Systems Efficiency Act, ITS implementation will be more activelycarried out.

3) Projects

ATMS : Urban traffic control systems are already installed in major cities such as Seoul, Taegue,Pusan, Kwangju, Inchon and Daejon. The system in Seoul controls more than 2,000 signals andsupplies information through several VMS. The Expressway Traffic Management System(ETMS) is operational on the expressway between Seoul and Pusan, collects real-time informationon traffic conditions and provides traffic information through VMS and Broadcasting media.Recently, more ETMS are under construction in Seoul and other areas.Automated Speed Enforcement System (ASE) has been in operation since 1979. 142 stations with13 local centers existed by 1998, and there are plans for over 5, 000 stations by 2002.



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ATIS: Several services are already operational in Korea. The Korean Road Traffic InformationService Center (KORTIC) was established to provide traffic information through the media such asradio broadcasting, telephone answering, pager service. Field tests such as that of the DARC system

are being carried out to provide information to the in-vehicle navigation system and car navigationequipment being sold. Through web (www.kortic.or.kr ) traffic conditions are available in text and byCCTV. A private company, LG Traffic Information Corporation, began ATIS service in 1999 inSeoul by constructing beacons in order to collect traffic information. By means of radio wave beacons (224 MHz, 4.8kbps), travel time by probe cars is collected. Commercial services are offeredthrough the Internet, PCS and cellular phones. Information is also used for yaxi call dispatch service.

CVO: To improve the trade-related EDI documents of the freight, Korea-integrated LogisticsInformation Network ( K-LIN ) is in operation by the Korea Telecom and KL-Net as a joint service provider. Using this network additional services such as CALS, EC and other ITS systems will be provided in the near future. In Seoul, over 1200 call taxies are equipped with GPS and provide quick

service upon request.APTS: A bus card system using contact-less IC smart card is in service in Seoul and Pusan. Thisservice is being expanded for use in the subway as well.

ETC: Korean Highway Corporation started a demo ETC on a segment of the expressway to testthe performance of the system.


The Ministry of Construction & Transportation (MOCT), National Police Agency (NPA), Ministryof Science & Technology, Ministry of Trade, Industry and Energy and Ministry of Information &Communication (MIC) are involved in ITS. Under those governmental authorities, variouscorporations, associations and institutes are working toward the development of ITS. The KoreaTransport Institute (KOTI) plays a major role in ITS R&D and design in Korea. The KoreanResearch Institute for Human Settlement (KRIHS) under MOCT Development in cooperation withother authorities and academia is promoting the National Architecture and the ITS StandardizationProgram of Korea. The Traffic Science Institute (TSI) of Road Traffic Safety Association (RTSA)under NPA is in charge of basic research on advanced traffic control systems, traffic enforcementsystems, and safety enhancements through ITS. The development of such systems on urban streets isdone by NPA with each city’s approval and financial support. The Korean Highway Corporation(KHC) deploys systems on expressways.

Founded in April of 1999 ITS Korea began actively promoting ITS deployment.

The 5th ITS World Congress was held in Seoul with close to 3500 participants from 50 countries inattendance.

The original master plan for ITS was completed in 1997 and is now under revision. Revisedservices include 7 large groups, 16 middle groups and 63 small groups. Since 1995, the ISO/TC 204

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Local committee was formed and has been participating in TC 204 meetings. In 1999, 24 standardswork items are being developed by KRIHS.

5) OthersThe Asian economic crisis hit ITS development and deployment to some degree. The upgrade of thetraffic control system in cities and ETMS were postponed due to a restricted government budget.Research programs were also restricted by budget constraints. However, as a result of quick economic recovery, there will be no further delays in the deployment of ITS.

Laos (Lao People's Democratic Republic)

1) Profile

The Laos is located in South East Asia at the center of the Indochinese Peninsula between latitude14-23 degrees north and longitude 100108 degrees east.Laos has an eastern border with the Vietnam, a western border Thailand, a southern border withCambodia a northern border with the China and a North Western border Myanmar. Total area of Laos is 236,800 square kilometers, three quarters of which is mountainous The Population of theLaos is estimated at 4,581,128 (1995). The capital is Vientiane 2) Summary

Total population is about 5 million and 570 thousands is the population of Vientiane. In Vientiane,about 30 intersections equipped the traffic signals made by China, India and Vietnam. The vehicle

number including 2 or 3 wheels are about 200 thousands and has few congestion in the city even inthe rush hour time. But, the fatal number by traffic accidents in 1999 was 362 in the country andthree times compared to 5 years ago. Therefore, traffic problem will be the one of the social problems in near future. 3) Projects

Currently, there is no specific ITS project plan.

4) Promoting activities / organization.

MCTPC•@•i Ministry of Communication Transport Post and Construction• j is responsible for surfacetraffic issues.

Malaysia

1) Profile



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Malaysia is located at the southeast tip of Asia and the north coast of the island of Borneo. Neighboring countries are Thailand to the north and Indonesia to the south. The population of 21.4million is chiefly Muslim, Hindu, Buddhist and Christian. The capital, Kuala Lumpur has a

population of 1.2 million.2) Summary

The demand of vehicle traffic caused by the rapid economic growth, insufficient publictransportation such as a railroad network is very high in Malaysia. During last two decades, thenumber of registered vehicles has increased by about 10% per year. Naturally, traffic problemsoccurring in Kuala Lumpur (hereinafter KL), and other major cities such as Penang and Johor Bahru,and congestion on roads to and from the city centers are most serious during the morning andafternoon rush hours. In response to these situations, several projects are under way. The move of government agency offices to the newly constructed town of Putra Jaya is one of the expected

solutions. The operation of new mass-transportation called LRT (Light Rail Transit) and Monorailand expanding highways are also expected to improve the traffic situation. At the moment, roadrestrictions caused by construction of new projects has caused the problem to worsen. Even uponcompletion of the projects, it is projected that traffic problems will remain. In the recent pasttransportation experts have paid special attention to ITS. Several seminars have been held during thelast two years. Some ITS technology has been deployed already. New and expanded systems have been proposed. Most of the projects are promoted by private financing and have been influenced bythe recent economic crisis to some extent.

3) Projects

ATMS: The cities of KL, Johor Bahru, Seremban, Kuching and Penang have already deployedsignal control systems. Of three hundred intersections in KL, about one hundred located in the center of the city have been controlled since 1994 by SCATS, an Australian system. For the remainingintersections, in 1998 KL City Hall introduced ITACA, a signal control system from Spain, but dueto the economic crisis faced by the region, actual deployment of the project was halted until mid-1999. Installation of ITACA started in the middle of 1999. Private concessionaires have alreadyinstalled surveillance systems on expressways. It is therefore necessary to establish a central trafficinformation center which will co-ordinate all information collected from the individual controlcenters and process and disseminate the information to the drivers. ATIS; Since October 1999 traffic conditions in KL are available on the Web at www.jpbdbkl.gov.my

CVO: Although not yet fully operational, a taxi location system using GPS was installed for airporttaxis. The location of a taxi is sent by wireless communication to the management center for efficientdispatching.

ETC: ETC has been progressively introduced on expressways since 1994, and expanded theinstallation by the expressway concessionaires with four different types of systems from abroad.As of 1998 more than 100,000 smart cards have been used for paying tolls in the expressway

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tollbooths. A common electronic toll tag is under consideration to make all the different toll programs interoperable.

4) Promoting activities/organization The Road Engineering Association of Malaysia (REAM) by means of a public-private partnershipestablished a new Technical ITS Committee in 1996 and began discussing ITS in Malaysia. The 4major tasks to be undertaken by the committee are: 1. Carry out technical harmonization of ITSarchitecture to establish guidelines, standards and specifications, to meet the needs in Malaysia, 2.Formulate a strategic plan for ITS development and deployment in Malaysia, 3. Promote ITSawareness in Malaysia, 4. Identify and recommend appropriate ITS research and developmentdirections for Malaysia. The REAM exchanged a Memorandum of Agreement with other countriessuch as Japan and Canada on August 4,1998 and Australia on November 9,1999 in Toronto duringthe ITS World Congress. Recently, the ITS master plan was completed and will be endorsed by the

government. Under the 6 ITS sectors (ATMS, ATIS, APTS, EPS, CVO and AVCS), 24 user services are set and 3 deployments schedules, short-term (1999-2004), medium-term (2005-2010)and long-term (2010-2020) have been proposed. To date the installation of systems for urban roadswas carried out by the city hall, and systems for expressways have been installed by individualcontractors of the BOT base supervised by the Malaysia Highway Authority. Several seminars have been held since 1997. In 1999, the 3rd Asia-Pacific Seminar was held inKuala Lumpur, sponsored by VERTIS and REAL. 5) Others

As in other Asian countries, the influence of the economic crisis has been widespread and to someextent has affected ITS development. Because many projects in Malaysia rely on private financingthrough BOT methods, constructors were unable to secure sufficient funds as a result of theeconomic crisis’ credit crunch. But some projects like the LRT were resumed by a guarantee of funds from the government.

Myanmar ( Union of Myanmar formerly Burma )

1) Profile

Myanmar is located between South and South East Asia on Bay of Bengal. Neighbor countries areBangladesh and India on West, China, Laos, Thailand on East. Population is 48.1 million andcapital is Yangon, formerly Rangoon ( 3.9 million ).Website : www.myanmar.com/e-index.html

2) Summary

By the economic sanction led by US, investment to the infrastructure is very poor. The traffic signalsare few and pedestrians experience very dangerous to cross the roads. The public transportation is



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only buses and almost all buses are very busy. Basic ITS Infrastructure such as traffic signals areurgently needed at present. But driving manner is relatively moderate compare to other Asiancountries and fatal number is not large at the moment.

3) Projects

ATMS : In Yangon, 121 intersections equipped the traffic signals and police men control the signaltiming locally at busy time. They want to install more advanced system such as SCATS for two or three intersection at the beginning.About five thousands buses are used in this country and almost all buses at Yangon are verycrowded.


In Yangon, Yangon city Development Committee is the key player of surface transportation. Nepal (Kingdom of Nepal)

1) Profile

It landlocked between China and India; total land area 147,181 square kilometers. : Mountainous andhilly, although with physical diversity. Three broad physiographic areas run laterally--lowland TaraiRegion in south; central lower mountains and hills constituting Hill Region; high Himalayas, with8,796-meters-high Mount Everest and other peaks forming Mountain Region in north. Of total landarea, only 20 percent cultivatable. Kathmandu is the capital.

2) Summary

The traffic conditions in Katomandu become worse every year. Annual fatal number by trafficaccidents in Nepal is nearly 1000 and the number of 4-wheel vehicles is 53 thousands. Thosenumber is mostly occurred to Kathmandu. The vehicle number increased two times for last ten yearsand the traffic congestion in downtown is becoming seriously. To cope with those traffic situation,10 busy intersections are planed to improve using JICA cooperation in 2001.

3) Projects

ATMS : In Kathmandu, 1 intersection(THAPATHALI) equipped the fixed time traffic signals with4 phases since 1994 by the donation of JICA. It plans to expand to 10 intersections in 2001, and infuture it is expected up to 20 intersections with center control.

4) Promoting activities / organization.The signal system is designed by the Department of Roads Design Branch.



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Philippines (Republic of the Philippines)

1)

ProfileThe Philippines is an archipelago off the southeast coast of Asia, and its nearest neighbors areMalaysia and Indonesia to the south and CH Taipei to the north. The population of 79.3 million is83% Roman Catholic, 9% Protestant and 5% Muslim. The capital, Manila has a population of 1.7million.Website : www.census.gov.ph

2) Summary

Traffic conditions in Manila are terribly bad, perhaps among the worst. Due to a malfunctioning

traffic control system, the manual operation of traffic signals by policemen is a daily occurrence at busy traffic intersections. To address the traffic problem, construction of mass rapid transit is in progress, but the traffic regulations imposed as a result of the construction make the traffic conditionworse. The driving behavior by buses and mini buses (called zippny or jeepney) are also making thetraffic situation worse. There are about 8000 buses operated by more than 10 private companiesand one public authority. Buses cannot be relied upon to make scheduled stops to pick up passengers.By and large, ITS is not being utilized and other systems or infrastructure need to be put into place before any ITS can be deployed.

3) Projects

ATMS: In Metropolitan Manila, a traffic management system has been deployed in three phases.Phase I, funded by a loan from the International Bank for Reconstruction (IBRD) developed asystem covering 134 intersections and was completed in 1982. Phase II and Phase III continued thesystem development, covering another 425 intersections. These Phases were funded by a loanfrom the Overseas Economic Cooperation Fund (OECF). The Department of Public Works andHighway (DPWH) installed the system using foreign technology. The project was completed in1992. The system was equipped with 1250 vehicle detectors, 19 CCTVs and 2 VMS. The system isoperated by the Metropolitan Manila Development Authority (MMDA). At present, due to brokencoil loops and communications problems between the center and terminals, the system does notwork very well. Control of traffic flow at busy intersections is done manually by policemen. Theimprovement of the system appointed by the SCATS system. 4) Promoting activities/organization

As explained above, there is no clear ITS activity.

Singapore (Republic of Singapore)

1) Profile

http://www.census.gov.ph/

http://www.census.gov.ph/



54

Singapore is off the tip of the Malayan Peninsula in Southeast Asia. Singapore’s nearest neighborsare Malaysia to the north and Indonesia to the south. This 250 square mile country has a population

of 3.5 million which is 32% Buddhist, 22% Taoist, 15% Muslim and 13% Christian. Chinese,Malay, Tamil and English are all official languages.Website : www.singstat.gov.sg

2) Summary

Singapore has a stringent policy to restrict the growth of vehicle to 3 % per annum, Vehicle QuataSystem (VQS) was introduced in 1990, and a galaxy of ITS projects has been implemented andthere are further plans to equip the region with additional ITS. Due to those activities, there are fewtraffic problems in this country. The Fatality Rate is low in spite of the high number of Vehicles Per Road. The public transit system including buses and the Mass Rapid Transit (MRT) has been greatly

improved over the years. With about 12% of this country’s land taken up by road-relatedinfrastructure, any further expansion might adversely affect the quality of life. Therefore, ITS is wellaccepted in Singapore so there is less need for promotion.

3) Projects

ATMS: The GLIDE (Green Link Determining) System, based on the SCATS, is already introducedisland-wide, and links almost 1300 sets of traffic signals and controlled by the system.The Expressway Monitoring and Advisory System (EMAS) is already operating on the CentralExpressway and will be deployed on the Pan-Island Expressway (PIE), the East Coast Parkway(ECP) ahd the Ayer Rajah Expressway (AYE) by mid 2000. The system includes incident detectiontechnology and provides traveler information via variable message sings.

ATIS: Traffic Scan is a system utilizing taxis equipped with GPS receivers as probe cars and providing information to road users by Internet web.

APTS: A Bus Information System is being operated by TIS (Travel Information System) and a BusPriority System is currently considered. Those two systems are to provide a more efficient ride for the commuters and make public transport a more attractive alternative to owning a car. Theapplication of GPS in the management of taxi fleets has been in place for about three years. BusCam(Bus Lane Enforcement Camera) allows the digital cameras to take pictures of the rear license platesof vehicles violating the bus lane restriction rules during the bus operating hours.The pilot scheme was launched in 1997 and there are plans to equip 20 buses in the 1st phase.

CVO: Share-A-Cab is a ride-share program that encourages taxi commuters with commondestinations to share a cab. An electronic display and destination panel are used to support thesystem.

ERP: Electric Road Pricing has been in operation since April 1998, and is expanding one step at atime. The concept of Road Pricing was introduced in 1975 under the Area Licensing Scheme (ALS),

http://www.singstat.gov.sg/





56

3) Projects

ATMS: In Taipei, Taitung and Kaohsiung have installed centralized computer control system. After the inauguration of the new traffic control center in 1997, transport engineers are better able tosupervise and control traffic flow in Taipei. This system is now covering 1048 intersections with 496detectors (mainly loop, some ultrasonic), 26 CCTV and 20 Variable Message Signs installed byBureau of Transportation, Taipei City Government. Signal control operates under fixed programsand there are plans to change to adaptive in the near future. The heaviest traffic section, Keelung-Yangmei section, of the Sun Yat-sen National Expressway is the first implementation of the TrafficSurveillance & Control System (TSCS) and commence operation on 1984. Recently, a ramp-metering system was installed to alleviate congestion.

ATIS : By the Web ( www.tcc.taipei.gov.tw ) real time traffic condition can be seen. Users can

click on the site of CCTV on the map and get the real time road conditions.APTS : The bus location system was installed in 1997 on 6 routes in Taipei for about 100 buses.Spread Spectrum Technology (SST) has been employed for bus positioning and communication purposes, which is the first demonstration project that employs such technology for APTSapplication in the Asia-Pacific region.


Ministry of Transportation & Communications (MOTC) is mainly responsible for ITS developmentand deployment in CH Taipei. Under MOTC, an ITS Task Force (ITS TF) was organized joiningBureau of Transportation of Taipei City and other related sectors. The ITS TF is studying the ITSmaster plan for CH Taipei. MOTC is currently developing the National ITS System Architecture(SA). ITS Taiwan, a private-public partnership, non-profit organization, was established in July 1998with 260 participating members. It has four objectives, which are to promote ITS projects, to attendITS international meetings, to assist government for making standards and to assist in thedevelopment of a master plan. ITS Taiwan held the first CH Taipei’s ITS International Conference &Exhibition in May 1999 in CH Taipei.

Thailand (Kingdom of Thailand )

1) Profile

Thailand is located on the Indochinese and Malayan peninsulas in South East Asia. Its neighbors areMyanmar on west and north, Laos on north, Cambodia on east and Malaysia on south. It has a population of 60.1 million and 95 % is Buddhist and 4 % is Muslim. The capital is Bangkok ( 6.5million )Website : http//emailhost.ait.ac.th/Asia/info.html






57

2) Summary

The traffic conditions during rush hour are still terribly bad in spite of the operation of the new

expressway in the Bangkok City. The manual operation of the traffic signals by policemen a dailyscene at the busy traffic intersections due to the malfunction of traffic control system. Roadrestrictions, resulting from the construction of the subway and Mass Rapid Transit, make the trafficconditions worse. The congestion cost is estimated about Baht 163 billion (US $ 4.3 billion) annually.But, the master plan, announced recently by the Office of the Commission for the Management of Land Traffic (OCMLT), proposed several improvement policies, and after completion of the mass-transportation system and new expressways, drastic improvement in traffic conditions is expected.Then, ITS such as traffic control system, will be considered to work effectively.

3) Projects

ATMS : An ATC (Area Traffic Control) system has been implemented in 3 steps. The first step hasalready been implemented and covers 143 intersections and 3 pedestrian crossings in the Bangkok city based on SCOOT system. It covers 31 Km2 and includes 5 CCTV. The system is beingexpanded to control 226 intersections covering 150 Km2. The final system will cover 1580 Km2 of the whole city. An expressway management system is operated by the Bangkok Expressway publicCompany (BECL). The main function is to supply real time road traffic information by variablemessage signs.

4) Promoting activities / organization There are 17 traffic-related authorities or organizations in the Bangkok area. Of them, theDepartment Of Highway (DOH), Expressway and Rapid Transit Authority of Thailand (ETA),Police Department and the Bangkok Metropolitan Authority (BMA) are the main authorities with aninterest in ITS. The OCMLT acts as the coordination core of 17 traffic –related bodies, and theMaster Plan recently released included a phased implementation strategy consisting of a short-termaction plan, and a medium and longer-term transport strategy. 5) Others

The economic crisis expanded deeply in various fields, and affected ITS development to some extent.The projects done in Thailand are usually constructed using BOT (Built, Operate and Transfer)methods, and constructors could not move forward because of a funds deficit resulting from the bank credit crunch. Many projects were stopped or postponed. But ITS has not been high priority yet,and the other projects such as the construction of the mass-transportation system, took precedenceover ITS development. Interest in ITS among the transportation community remains low. It isexpected that serious ITS discussions may not begin for a few years.

Vietnam (Socialist Republic of Vietnam)

1) Profile



58

Vietnam is located in South East Asia on the east coast of the Indochinese Peninsula. Its neighbor countries are China on north, and Laos and Cambodia on west. Its population is 77.3 million and

its capital is Hanoi ( 1.2 million ).Website : www.batin.com.vn

2) Summary

Since 1986, Vietnam government promoted liberalization movement called Doi moi and sustained ahigh economic growth rate through foreign investment. As a result, it experienced several traffic problems such as congestion and accidents. Especially, the number of motorcycles is very largeand the annual rate of increase was more than 20 % in 1996. Due to a lack of mass-transportationand insufficient transit services, people use motorcycles. The greatest concern for traffic controlsystem managers is how to control motorcycles effectively.

3) Projects

ATMS: In Hanoi, a traffic control center was equipped in 1997 with funding support from theFrench government. The main function of this system is monitoring signal timing and trafficsurveillance using 21 CCTV. The system covers 106 traffic signals with 6 loop detectors. In HoChi Min City, a feasibility study of traffic control systems is being conducted through a foreignconsultant company. 4) Promoting activities / organization

The establishment of an ITS association has been discussed by the Ministry of Transport andCommunication and the Research Institute for Transportation Science and Technology. But ITS isstill known by a limited number of people and it will take more time to proceed. The Ministry of Police in Hanoi operates the traffic control center in Hanoi.

http://www.batin.com.vn/

http://www.batin.com.vn/



59

C. Snap shots of country-by-country

Each photo was taken in the following years.

1997-8 Malaysia, Singapore, Philippines, Thailand1999 Bangladesh, China, HKSAR, CH Taipei, Korea, India, Indonesia, Vietnam2000 Cambodia, Myanmar, Thailand2001 Laos, Nepal2002 Thailand

Bangladesh

‚h‚Ž‚”‚…‚’‚“‚…‚ƒ‚” ion at Dhaka Policeman control the flow by flags

Cambodia

Phnom Penh City



60

China

Intersection at Beijing Expressway management center

HK

Urban traffic control center



61

India

Animal cart and auto rickshaws Policeman at Bangalore

Indonesia

Toll gate at Jakarta Urban traffic control center



62

Korea

ITS World congress in 1998

Laos

3-wheel vehicle in Vientiane Signal in Vientiane



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Malaysia

ETC at KL

Myanmar

Busy Buses at Yangon Traffic Signal with time indication



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Nepal

Traffic in Kathmandu Traffic signal

Philippines

Modified Buses Signal control center in Manila



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Singapore

Electric Road Pricing System

CH Taipei

Traffic control center in Taipei



66

Thailand

Expressway management center

Vietnam

Motorcycles at Ho Chi Minh Urban traffic control center



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D. ATIS in the world

D.1 ATIS in Japan

One of the ATIS in Japan is the VICS which is Vehicle Information and Communication Systems.In the Annex E,VICS is introduced in detailed. Web site address is www.vics.or.jp

D.2 ATIS in US

In US, many ATIS projects have been done by public, private or public-private partnership.Followings are the web sites of each project.

1. Public systems

1.1. Metropolitan Model Deployment Initiatives San Antonio: www.transguide.dot.state.tx.us/ Phoenix: www.aztech.org Seattle: www.smarttrek.org/ NY/NJ : www.xcm.org

1.2. Other Projects TravInfo - SF Bay area : www.travinfo.org Atlanta Metropolitan Area : www.georgia-navigator.com Houston Metropolitan Area : www.houstontransar.org 2. Private companies Mobility Technologies ( former Traffic.com) : www.trffic.com Westwood one ( former Smar Traveler & Metronetwork & Traffic station) : www.westwoodone.com TeleAtlas North America (former Etak) : www.etak.com TrafficCast : www.trafficcast.com CUE : www.cue.com OnStar: www.onstar.com ATX: www.atxtechnologies.com/ D.3 ATIS in Europe

The ATIS in Spain, Germany, Sweden, Scotland and England are introduce by the following report prepared by the Study Tour Team of ITS America, which will be posted ITSA homepage soon.

“ Traveler Information Systems AASHTO / FHWA Scan Tour of Europe “



http://www.aztech.org/


http://www.transguide.dot.state.tx.us/

http://www.smarttrek.org/




http://www.xcm.org/

http://www.travinfo.org/

http://www.houstontransar.org/


http://www.trffic.com/

http://www.westwoodone.com/

http://www.trafficcast.com/

http://www.etak.com/



http://www.cue.com/

http://www.onstar.com/

http://www.atxtechnologies.com/

http://www.atxtechnologies.com/

http://www.onstar.com/

http://www.cue.com/


http://www.etak.com/

http://www.westwoodone.com/

http://www.trffic.com/


http://www.travinfo.org/

http://www.xcm.org/



http://www.transguide.dot.state.tx.us/




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E. VICS

E.1 History

After long preparation together with government agencies, academic organizations and privatecompanies, VICS, which stands for Vehicle Information and Communication System, startedoperation April 23rd 1996. VICS supplies real time traffic information such as congestion, journeytime, road restriction and parking conditions, to an In-vehicle unit through 3 different transmissionmedia, whereby the drivers will know the best route to their destinations. VICS aims at smoother andsafer driving.

Table E-1 Past activities about VICS

E.2 System Configuration and Data Flow Comprehensive system configuration is shown m Fig.E-1 The system comprises four functions,information resource, information processing, information supply and information use.

1) Information Resource: Traffic Control Centers Traffic control centers for expressways and urban roads are equipped by different authoritiesthroughout Japan, and gather real tithe traffic information by their system. That information istransmitted to the VICS center through leased lines. The data format and the communication

1960 1970 1980 1990

ERGS(1967)

CACS(1973-1978)Keiyo Road Travel Time system RACS Committee (1984) Pilot Test (1987-1990) RACS Promotion Council (1989)

VICS Committee (3/1990) Pilot Test at Expo (1990)

AMTICS Promotion Council (1987)

1991 1992 1993 1994 1995 1996 1997 1998 1999

VICS Promotion Council (10/1991) WG/SWG Activities

International Activities ( Visit Europe 8/1992 )Grand Seminar (5/1993) Open Demonstration (11/1993 )

VICS Preparation Office ( 9/1994 )VICS Center ( 7/1995 ) WG/SWG Activities

VICS Demonstration ( 11/1995 at WC Yokohama )VICS Commenced Service ( 4/1996 )

Extend Service AreasOne Million Shipped (3/1999



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TableE-3 Contents of the VICS data

3) Information Supply : Media Center VICS uses three different media, Infrared beacon, Radio beacon and FM multiple broadcast. Eachmedia is controlled by a media center. Media centers have their territories related to equipment of the

beacons or supply information by their media. FM and Infrared beacon centers cover prefectureareas for their territories. Radio wave beacon centers generally cover a 200-Km of an expressway.The VICS center distributes adequate information to the media centers according to each coverage.Regarding the beacon, the media center distributes the information to each beacon appropriate totheir coverage. Coverage by lnfrared and Radiowave beacon is defined as Fig.E-2. As each beacon isfixed with the location and the direction of the lane absolutely, the area to supply information tovehicle is determined along with the vehicle's progressing direction. At the media center informationfor the simple graphic display is produced. Simple graphic display consist of static background dataand dynamic traffic data transmitting from the VICS center.

Fig.E-2 Coverage by the Beacon

4) Information Use: Vehicle Unit Vehicle units receive information from each media and display it for the driver. VICS providesthree different types of display, those are map display type, simple graphic display type and textdisplay type. Depending on the function of the vehicle units, they my combine with each other.

4.1) Map display type Information on traffic congestion and others are displayed overlaying the map screen of installednavigation devise. Driver can see their location and the congested route. By watching the changingthe real time traffic information, drivers can choose the lease or the less congested route. Fig.E-3shows the typical sample of this type.



71

4.2) Simple graphic display type Simple graphics showing the road traffic information display on the screen installed in vehicles. 15

to 20 graphics are prepared in each prefecture on FM broadcast, and the 1 or 2 graphics are prepared by each beacon. Fig.E-4 is one of the samples already available.

Fig.E-3 Map display type Fig.E-4 Simple graphic display type

4.3) Text display type Character display messages is shown on the display of vehicles. Typically, a message has 2 linesand 15 characters per line.



72

F. Conventional detecting methods



73

G. Probe-car

There are three technologies for probe-car methods.

Technologies (1) : Passive

multilateration(TOA, AOA, TDOA, signal attenuation, hybrids)

Technologies (2) : Active(GPS)

Combined Unit

Location informationcontained in digitalsignal transmission

Technologies (3) : Pattern recognition

(passive) (LF)



74

H. Summary Report of the Simulation Training at TReL, FHWA

Summary Report of the Simulation Trainingat TReL, FHWA

January 28, 2002

Dr. Yasuhiko Kumagai



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1. Objectives

1.1 Through studying following items, to understand the current ITS activities at the TReL.

A. To study about whole structure of Turner Research Center B. To study what TReL is doing C. To study about simulation programs

1.2 To study about DynaSmart using Bangkok data

2. Persons

2.1 Lectures

Raj Ghaman : Team Leader, Travel Management Team, Office of Operations R&DHenry Lieu : Highway research engineer, Travel Management Team, Office of Operations R&D Deborah Curtis : Highway research engineer, Travel Management Team, Office of Operations R&D, Shiow-min Lin : ITT Industries, System Division Li Zhang : ITT Industries, System Division

2.2 Trainees

Yasuhiko Kumagai : VP, Sumitomo Electric USA / International Fellow, ITS America 2.3. Schedule

January 22 (Tuesday) 9:00 AM - 9:15 AM H & K meet with Raj Raj’s 0ffice 9:30 AM -10:15 AM TReL Introduction/Site Tour Raj Ghaman 10:30 AM – 11:45 AM DYNASMART-P Model Features Henry Lieu 1:30 PM - 3:00 PM DYNASMART-P Demo/GUI Henry Lieu 3:15-PM - 4:45 PM DYNASMART-X Demo/GUI Henry LieuJanuary 23 (Wednesday) 9:00 AM - Noon DYNASMART-P Inputs Shiow-min 1:30 PM - 4:45 PM DYNASMART-P Inputs/Outputs Interpretation Shiow-minJanuary 24 (Thursday) 9:00 AM - Noon Coding Baseline Network Shiow-min 1:30 PM - 2:30 PM Visit the TMC of Montgomery County Raj GhamanJanuary 25 (Friday) 9:00 AM - Noon Evaluating Baseline Network Lin and Lieu 1:30 PM - 4:45 PM Evaluating ATIS Strategies for the Baseline Network Lin and LieuJanuary 28 (Monday) 9:00 AM - 10:30 AM TSIS/CORSIM Demo, Inputs and Outputs Shiow-min



76

10:45 AM - Noon Discussing Claire,DYNASMART-X, Raj Ghaman RHODES deployment in Houston TranStar 1:30 PM - 4:45 PM General Discussions All

3. Generic Learned Items & Some Specific Points

3.1 Organizational structure & activities

A. Turner Research Center : B. Office of Operation C. TReL

Three main subjects by TReL : Simulation software, Control software and Hardware

1) Simulation software : TSIS and DTA A. TSIS : CORSIM V.5 + TRAFVU+TRAFED CORSIM : NETSIM (micro simulator for surface street) + FRESIM(micro simulator for freeway) TRAFED : to provide an easy-to use visual tool TRAFVU : to allows the user to animate traffic simulation in multiple CORSIM is already licensed more than 2000 users. They use for signal timing optimization, road construction planning, teaching students and others.B. DTA : DynaMIT + DYNASMART– P & X 2) Control Software : ATC (used to be called RT-TRACS or UTCS) Three adaptive signal control software is now under evaluation by TReL Reston VA : OPAC + MIST for 16 intersections Chicago IL : RTACL + MIST for 12 intersections Seattle WA : RHODES + MIST for 14 intersections Tucson AR : RHODES + ICON for 12 intersections with video sensors

3) Hardware : Standardization of 2070 In addition to NEMA and 170 signal controllers, 2070 are developed chaired by Mr.Ghaman,committee was established and standardization are discussing. 2070 are gradually deployed in major cities like LA or Houston. 2070 is installed in the rack structure and additional functions like rampmetering, VMS and others are equipped by inserting PC card. It has NTCIP. 3.2 DTA : by Dr. Lieu DynaMIT was originally developed by MIT and DYNASMART was by the University of Texasat Austin. Both are mesoscopic(between macro and micro) simulators. One of the key concepts is theintroduction of OD between zones. Usually, every MPO has such data. The size of zone is roughlyequivalent to the size of producing 1000 trips per day. In Houston and LA, DynaMIT andDYNASMART will be evaluating using on-line software. Both will use French software calledClaire for operational purpose after incidents. To do so, EXPERTS based on each operator’s



77

handling will be equipped.The following applications are expected for the DYNASMART-P Evaluation of Geometric Improvements, Assessment of ATMS Strategies

Ramp metering control, Signal coordination, Traffic adaptive signal control (approx.), HOV lanes VMS implementation, Assessment of ATIS Technologies, Effects of the ATIS-equipped vehiclemarket penetration, ATIS information strategies provided by ISP, Demand Management

Time-varying OD demand, High occupancy toll (HOT) lanes , Toll value required for LOV using HOV lane, Congestion pricing schemes, Site Impact Analysis, Environmental Concerns, Traffic Impact Analysis for Work Zone Planning, Incidents Management Analysis, Security andEvacuation Planning

3.3 Case study by DYNASMART : attached CD file prepared by Dr. Lin

Three operational functions of DYNASMART, which are input, output and applications, are

studied. As for input, three different files (System file, optional file and GUI file) are required.The followings are input data. Scenario input data, Network geometry data, Zones, nodes, and links, Traffic demand data, OD data or travel plans, Movement data at intersections, Signal control data, Ramp metering control data, VMS data Others (bus data, incidents, pricing, etc.)

The followings are outputs. Speed (mph), Volumes and throughput (vph), Total/Average vehicle trip times (hours orminutes) Entry queue time, travel time, overall trip time, Total/Average vehicle stop time

(minutes) Total/Average vehicle trip distance (miles), Intersection delays and queue lengths, Travel times between OD pairs Network Performance, Vehicle-miles, vehicle-hours, vehicle- delays, capacity utilization

4. Conclusions & Comments

Although training period is too short, we could understand the outline of TReL activities andDYNASMART– P. Thanks to the kind instructions by Mr. Ghaman’s staff, we believe that weaccomplished all of our intended objectives.During our training times, we felt several issues as follows.

1) Acronym Similar to other advanced technologies, ITS has a lot of new technical terms. Sometimes, ordinaryterm for us is not easy to understand for others. During training, some abbreviations make us inconfusion. So, we strongly recommend to prepare a sheet of acronyms.

2) Training Courses Depending on the level and purposes of trainee , the period of training may be classified intothree courses as follows.Short course : 1 or 2 days course for learning conceptual contents.Medium course : 1 week course for learning more technical contents



78

Long course : Minimum 3 week course for learning more operational skillProbably, short or medium course are for decision-making persons and long course is for operation person.

3) Applications and benefits Regarding TSIS, we are told more than 2000 are licensed. Probably, many trainees would like toknow more about applications and benefits. Especially, we are interested in the benefit evaluation between before and after.

4) Documentation We are very much impressed with the documentation of each system. We would like to get some of them if possible.



79

I. Contact List

1) Over All

National Police Agency •@•@Traffic Management and Control Division Traffic Bureau•@2-1-2, Kasumigaseki Chiyoda-ku, Tokyo 100 Japan T. 3-3581-0141 F. 3-3593-2375 Ministry of Land, Infrastructure and Transport(former Ministry of Construction)•@ITS Policy and Program Division Road Bureau•@2-1-3, Kasumigaseki Chiyoda-ku, Tokyo,100-8944 Japan T. 3-5251-1778 F. 3-3503-7588

Ministry of Public Management, Home affairs, Post and Tele-communication (former Ministry of Post &Telecommunication)

Land Mobile Communications Division Telecommunications Bureau 1-3-2, kasumigaseki, Chiyoda-ku, Tokyo, 100-90 Japan T. 3-3504-4874 F. 3-3504-4048

ITS Japan (former VERTIS) Nishi-Shinbashi Tachikawa Bldg. 2-11-4, Nishishinbashi, Minato-ku, Tokyo, 105-0003 Japan T. 3- 3519-2181 F. 3-3592-0091

VICS Center Nippon Press Center BLDG., 2-2-1, Uchisaiwaicho, Chiyoda-ku, Tokyo, 100 Japan T. 3-3591-8831 F. 3-3591-8838

Kenzo Akazawa Professor Kobe University 1-1 Rokko-daicho Nadaku kobeshi 657 Japan T. 78-803-1183 F. 78-803-1217

Mr. Nobuo Yumoto Coporate Advisor Sumitomo Electric Ind. / Board of Directors ITS America 1-1-3 Shimaya I-1-3 Konohanaku Osaka 554-0024 Japan T. 6-6461-1031

2) Each country and region

Each contact person was met in the following years.

1997-8 Malaysia, Singapore, Philippines, Thailand1999 Bangladesh, China, HKSAR, CH Taipei, Korea, India, Indonesia, Vietnam2000 Cambodia, Myanmar, Thailand2001 Laos, Nepal2002 Thailand

Cambodia

Chea Sophara Governor Municipality of Phnom Penh



80

City Hall M.V. Preah Monivong Phnom Penh Cambodia T. 855-12-877-777Pho Khan Colonel Premier Directeur Adjoint du Department de I’Ordre T. 855-15-914-585

Tatsuyuki Sakurai Executive Vice President Katahira Engineers International Tokyo Office Taiko Bldg. 4-2-16 Ginza Chuo-ku Japan T. 81-3-3563-4053 1.2.13

China

Mr. Shi Dinghuan •@ Director General Dep. of High-Tech. Development & Industrization•@ MOST•@15B, Fuxing Road Beijing, 100862 T. 86-10-68512619 F. 86-10-68515004Mr. Wang Xiao-jing Deputy General MOC ( Ministry Of Communication ) ITS Research•@Cente 48. Bel San Huan Zhong Lu. Beijing 100088 T. 86-1062075448 F. 86-10-62014130Dr. Chang Guo Wu Professor ITS Research Center of Northern Jiotong University100044 Beijing T. 86-63240140

Mr. Zhong Chongbo Research Institute of Highway ITS Research Center No.8 Xi Tucheng Rd., Haidian Dist, Beijing 100088 T. 86-10-62079526Mr. Hu Jia Lun Director Science and Technology Commission of Shanghai Municipality 200 Ren Min Ave. Shanghai 200003 T. 86-21-63119262 F. 86-21-63584443Dr. Dong Decum Professor Shanghai Tiendao University Dep. Of Telecom. 450 Zhennan Road, Shanghai 200331 T. 86-56220566 F. 86-62506812

HK

Mr. Tong Nai-piu Chief Engineer Area Traffic Control Div. Nathan Road, Kowloon HK 17/F., Kowloon Government Offices 405 T. 852-2782-7070 F. 852-2770-4135Mr. Tsang King-man Chief Engineer ERP Div. 39/F., Immigration Tower 7 Gloucester Road Wan Chai, HK T. 852-2829-5562•@F. 852-2845-7489Mr. Perry J. Craig Manager, Traffic Management Systems Delcan International Corporation 14th Floor, Honest Motors Building, 9-11 Leighton Road, Causeway Bay T. 852-2836-3191•@F. 852-2836-0912

India

Mr. J.B. Mathur Chief Engineer ( Planning & P.I. ) Ministry of Surface Transport Government of •@India Transport Bhavan 1, Snasad Marg New Delhi- 110001 T. 91-11-371-8575Prof. P.K.. Sikdar Director CRRI ( Central Road Research Institute ) P.O.CRRI. Delhi-Mathura Road, New Delhi- 110020 T. 91-11-684-8917 F. 91-11-684-5943Mr. Alok N. Bansal Transport Planner The World Bank 70. Lodi Estate New Delhi-110003 T. 91-11-461-9491 F. 91-11-461-9393Mr. Arun Mokashi Transport Specialist The World Bank 70. Lodi Estate New Delhi-110003 T. 91-11-461-7241 F. 91-11-461-9393Mr. Shri Suryakant Traffic Police Department Police Sub-Inspector Maharashtra State•@Government Home Ministry



81

Indonesia

Mr. Iskandar Abubakar Director Directorate General of Land Transport Ministry of Communication Jl. Medan Merdeka Barat No 8 Gd. Karya Lt 10 Jakarta 10110 T. 62-21-350-6143 F. 62-21-350-6144

Dr. Ir Suyono Dikun, MSc, Assistant Minister For Industry and Services Office of CoordinatingMinistry For Economy, Finance and Industry Jl Taman Suropati No. 2 Jakarta 10310T.62-21-334-371

Mr. Naoaki Suetsugi Chief Technical Specialist JICA(Japan International Cooperation Agency ) Directorate General of Land Transport Jl. Medan Merdeka Barat No 8 Gd. Karya Lt 10 Jakarta•@10110 T. 62-21-350-6160Mr. Doi Hirotsugu Expert for Arterial Roads JICA(Japan International Cooperation Agency ) Ministry of Public Works•@JL Pattimura No.20 Gedung Bina Morga 5th Floor Kebayaran Baru-

•@Jakarta Selatan 12110 T. 62-21-725-1455Korea

Mr. Keung Whan YOUNG Executive Vice President ITS Korea 4F Ku Sang BLDG.1009-5, DAECHI-DONG KANGNAM-KU, SEOUL T. 82-2-562-1715•@F.82-2-562-5775Dr. Seung-Hwan Lee Professor of Transportation Eng. Ajou University San 5, Wonchung-dong Paldal-ku Suwon T. 82-331-219-2420 F. 82-331-215-7604Dr. Keechoo Choi Associate Professor of Transportation Eng. Ajou University San 5, Wonchung-dong Paldal-ku Suwon T. 82-331-219-2538 F. 82-331-215-7604Dr. Jeong-Gyu Kang Chief Researcher ITS Lab. Traffic Science Institute Road Traffic Safety

Association•@137-17-#300-11, Yeomgok-Dong, Secho-ku Seoul T. 82-2-3498-2185F.82-2-3498-2061

Dr. Sang-Keon Lee Research Fellow Korean Research Institute for Human Settlement 1591-6 Kwanyang-Dong, Dongon-Gu Anyang-Si Kyounggi-Do 431-060 T.82-343-80-0337•@F.82-343-80-0484Dr. Sibok Lee Associate Research Fellow Korean Research Institute for Human Settlement 1591-6 Kwanyang-Dong, Dongon-Gu Anyang-Si Kyounggi-Do 431-060 T. 82-343-80-0345•@F.82-343-80-0484

Laos

Mr. Shigeru Tawatari, JICA Expert, MCTPC•i Ministry of Communication Transport Post and Construction• j T.856-20-520203

Malaysia

Dr. Leong Siew Mun•@•@•@ Director Urban Transportation Dep. City Hall of Kuala Lumpur



82

19th Fl. Menera Tun Razak Jalan Raja Laut•@50350 Kuala Lumpur•@T. 60-3-291-0555F. 62-3-293-9245

Ir. Raymond Chiew Huey Sheng•@Deputy Director•@City Hall of Kuala Lumpur•@19th Fl. Menera

•@Tun Razak Jalan Raja Laut•@50350 Kuala Lumpur T. 60-3-291-0555 F. 62-3-293-9245Mr. Tomihiko Sekiya Technical Advisor JICA(Japan International Cooperation Agency ) /MHA ( Malaysia Highway Authority ) KM. 6 Jalan Serdong-Kajang 43000 Kajang Selangor Darul Ehaan T. 60-3-837-2021•@F. 62-3-837-8610Mr. Mohd. Noor Amin President•@ITS Malaysia•@T. 60-3-718-3648

Myanmar

Mr. U Kyawaye E Executive Engineer Myanmar Post & Telecommunications T.95-0233222

Mr. U Nay Soe Naing managing Director Ministry of Construction Public Works T.95-1-283197

Mr. U Bo Htay Head of the Department Engieering Dep. Yangon City Development Committee T.95-1-289782

Nepal

Mr Sunil Poudyal Department of Roads Design Branch T.009771262693Dr Lochan Lal Amatya Nepal Telecom T.011-61292

Singapore

Mr. Sing Mong Kee Manager, Transport Technology LTA ( Land Transport Authority )

No. Hampshire Road Singapore 219428 T. 65-3757100 F. 65-3961132Mr.Chang Mook Choog Head, Transport System LTA ( Land Transport Authority ) No. Hampshire Road Singapore 219428 T. 65-3757100 F. 65-3961132

CH Taipei

Dr. Chi-Chung Tao Secretary General ITS Taiwan 5F, No.84,Hsin-Hai Rd., Sec. 1, Taipei 106 T. 886-2-2364-3100 F. 886-2-2364-3101Mr. Mitch Chung Traffic Control Center Chief of Section Taiwan City Government Bureau of •@•@Traffic Eng. B3, No.32, Hua Yin St. Taipei T. 886-2-2550-1695 F.886-2-2550-1693De. Shou-Ren Hu Senior Transportation Planner Institute of Transportation Ministry of

Transportation and Communication 9F 240 Tunhwa North Road, Taipei T.886-2-2349-6782F. 886-2-2712-0223Mr. Eric H. Yi Section Head Systems Engineering Sec. Delcan International Corporation•@5.B 153 Tun-Hwa N Road,Taipei T. 886-2-716-6320 F. 886-2-712-4127Dr. Jin-Yuan Wang Associate professor Department of Transportation National Chiao Tung•@University•@1001 University Road Hsinchu 30010 T. 886-573-1737 F. 886-3-572-5804



83

Thailand

Mr. Tophon Vachanasvasti Deputy secretary-general OCMLT 35 Petchburi Rd., Rachahewi.

Bangkok 10400 T. 66-2-215-9889 F. 66-2-216-5559Mr.Aroon Deopanich Director of Traffic Eng. Div. DOH( Department of Highway ) Sri-ayutthaya Rd., Rajthevee, Bangkok 10400 T. 66-2-246-7760Mr. Sujin Mungnimit Traffic Engineer T. 66-2-245-5426 F. 66-2246-7766M.Eng. Chirsak Ninchaikowit Head of Traffic Control Center City HallPol, Lt.Col. Pravit Doungprateep Inspector Traffic Police Div. T.066-245-9932Pol, Lt.Col. Suppavass Youngcharoen Traffic Engineer Inspector Traffic Control and Command Center Traffic Police Div., Royal Thai Police T. 662-245-9914Mr. Yook Jarupume Chief of Analysis and EvaluationDiv. Bangkok Mass Transit Authority T. 246-0966Mr. Silpachai Jaukasemratana Transport Advisor Department of Land Transport T.662-272-5423

Dr. Somsak Panyakeow Dean Faculty of Engineering Chulalongkon University T. 2527178Dr. Sorawit Narupiti Lecturer Transportation and Traffic Eng. Dep. of Civil Eng. T.662-2186460

Vietnam

Dr. Tong Tran Tung Vice Director Department of Science and Technology Ministry of Transport and Communications 80 Tran hung Dao Str. Hanoi T. 84-4-8-252085•@F. 84-4-8-220578Dr. Tran Dan Loi Director Management Unit for Construction Projects on Hanoi Metropolitan•@Traffic Control 40B Hang Bai Str. Hanoi T. 84-4-8-257610 F. 84-4-8-260384Dr. Vu Hai Vice Director Research Institute for Transportation Science and Technology 610 Lang Thuong Road- CauGiay- Dong Da Hanoi T. 84-4-8-343029 F. 4-4-8-343403Mr. Ngo Kiem Toan Vice Director Transport and Urban Public Works Services of Ho Chi Minh•@City 23-25 HamNghi St. Dist. 1 - Ho Chi Minh City T. 84-8-8214866 F. 84-8-8214864



84

J. References

Overall

[1] Phil Sayeg Ian Nuttall ITS in Asia : Prospect to 2006 Part One – ASEAN ( 1997 )[2] Robert L. French, E, Ryerson Case, Yoshizaki Noguchi, Chiristopher Queree, Kentaro Sakamoto, Ove Sviden, A Comparison of IVHS Progress in the United States, Japan & Europe Through 1993 IVHS America (1994)[3] Jun Shibata, Robert L. French, A Comparison of Intelligent Transformation Systems ITS America (1997)[4] Yasuhiko Kumagai. Introducing ITS in Developing Countries Asia Past and Future ITS America (2000)[5] Asahi Shinbunsha. ITS Intelligent Transport Systems Feb.(1998)[6] IRF World Road Statistics Data 1993-97 (1999)

[7] The World ALMANAC (2000)[8] The World Bank World Development Indicators (1999)[9] Web Sites http://www.stat.go.jp/ and others

Each country and region

China

[10] The Ministry of Communications, P.R. China, A Study on the Development Strategy of ITS in China (1998)[11] EU-China Conference on ITS and Transport Telematics Applications June (1997)[12] Yang Xiaoguang, Xu Aigong, Studies on Architecture for Transportation Information Systems in China Proceedings of ITS ’99 Shanghai International Conference (1999)[13] Hanyi, Ge Fang, Zhang Guowu, Intelligent Dispatching System of Beijing Public Transport Company Proceedings of ’99 Shanghai International Symposium on Urban Transportation (1999)[14] Beijing Capital Expressway Development Co., LTD. Pamphlet of Beijing Capital Expressway (1998)

HK

[15] Transport Department, Annual Transport Digest (1998)[16] Transport Department Pamphlet Area Traffic Control in Hong Kong[17] ITS International January/February 2000, Sky High Tolling (2000)

Indonesia

[18] Central Road Research Institute, New Delhi Annual Report (1997-1998) Indonesia

[19] Jakarta Japan Club, Indonesia Handbook (1995-1996)[20] Local Documents Juhlah lantas dan korbannya tahun (1997)



85

Korea

[21] Seung-Hwan Lee, An Overview of ITS Activities in Korea (1999)[22] Keung-Whan Young, Current Status and Vision of ITS in Korea Koran Road & Transportation Association (1998)[23] Keechoo Choi, ATIS Experience & National ITS Deployment Program in Korea TRB Jan. (2000)[24] Reports by KORTIC, Road Traffic Safety Association, MOCT

Malaysia

[25] L.L. Malaysia, JICA, Proceedings of Seminar on Integrated Transport Information system – Towards ITS in Malaysia (1997)

[26] REAM, IHT, IE Malaysia, Proceedings of Seminar on Intelligent Transport System (1998)Philippine

[27] Department of public Works and Highways Traffic control center Metro Manila Traffic Control System

Singapore

[28] Sing Mong Kee, Needs for Intelligent Transport Systems in Singapore The first Asia-Pacific ITS Seminar (1996)

[29] Land Transport Authority, Transport Technology (1998-1999)[30] Land Transport Authority, Annual report (1997)[31] ITS International January/February 2000 No free ways about it

CH Taipei

[32] Bureau of Transportation Taipei City Government (1997) The Tenth Anniversary Special Issues Annual Report[33] ITS Taiwan Pamphlet Intelligent Transport Systems[34] Taiwan Area National Freeway Bureau, Pamphlet Freeway Traffic Surveillance & Control Systems[35] Taiwan Area National Freeway Bureau, Pamphlet Introduction of Sun Yat-Sen National Freeway Ramp Metering System[36] Bureau of Traffic Engineering Taipei City Government, Pamphlet Introduction of Traffic Control Center

Thailand



[37] OCMLT, Traffic and Transport (1998)[38] Tavepatana Tinamas, Chayatan Phromsorn, ITS Application in Thailand ; Current and Future needs 5th ITS world Congress (1998)

[39] Department of Highways Highways in ThailandVietnam

[40] Local document, Technical design of Traffic light system (1999)

VICS

[41] Shinsaku Yamada, General Concept and Practical Application of VlCS Proceeding of the Second World Congress on Intelligent Transport System '95 YOKOHAMA (1995)[42] Hiroshi Kojima, VlCS Information and Its Method of Use Proceeding of the Second World

Congress on Intelligent Transport System ‘95 YOKOHAMA (1995)[43] Makoto Mizoguchi, VICS – Strategy and Deployment Plan Proceeding of the Second World Congress on Intelligent Transport System 5 YOKOHAMA (1995)[44] Okihiko Fujita, Social Effect of VlCS - Coat and Benefits Proceeding of the SecondWorld Congress on Intelligent Transport System '95 YOKOHAMA (1995)

[45] Shinsaku Yamada, Yasuhiko Kumagai, State of Development and Diffusion of VICS Unit, Proceeding of the 4th World Congress of ITS, Berlin (1997)[46] Yasuhiko Kumagai, et al, First phase of VICS Development, Proceeding of the 3rd ITS World Congress of ITS, Orlando USA (1996)[47] Hiroshi Kojima, Testuo Yamamoto, Kumagai Yasuhiko, VICS Information Broadcasting Service Proceeding of the 3rd ITS World Congress of ITS, Orlando USA (1996)