Manuel Augusto Vieira

Manuela Vieira

Paula Louro

Pedro Vieira

1

• FCT – ref. UID/EEA/00066/2013• IPL/2017/EmGraph/ISEL

• IPL/2017/SMART_VeDa/ISEL.

ACKNOWLEDGEMENTS

”Visible light communications insmart road infrastructures”

Lisbon

SENSORCOMM 2018September 16, 2018 to September 20,

2018 - Venice, Italy

TUTORIAL I

Manuel Augusto Vieira was born in Portugal. He graduated in Electronic and Telecommunication Engineeringby Instituto Superior Técnico (IST) of Lisbon from the Technical University of Lisbon. In 2004, he received theMaster of Science in Electronic and Computers Engineering by the Superior Technical Institute of Lisbon and in2012 its PhD by the New University of Lisbon. The title of the thesis was ”Three transducers for onephotodetector: essays for optical communication

Currently he is Assistant Professor in Electronics inside the Electronic Telecommunication and ComputerDepartment of ISEL, Lisbon, Portugal and investigator in the M2P group of CTS-UNINOVA.

The major research interests are related with traffic control, vehicular communications, operations management,stochastic control, optimization and discrete event dynamic systems, scheduling, inventory control, simulationinfinitesimal perturbation analysis, queuing networks.

He was director of the traffic department of the City Hall of Lisbon for more than twenty five years. In this contexthe has been involved in several national and international projects, namely:

Control between urban traffic control (GERTRUDE) and public transport vehicle location (SAEIP) systems.

Admission Regulation of Traffic to Improve Public Transport in Urban Areas

Requirements and options in the field of Integrated Road Safety, Information and Navigation System- IRIS.

Microwave communications for traffic monitoring and pricing “PAMELA.

Mobile wireless communication networks have been experiencing enormous advances throughout its successivegenerations. So, at the moment its research activities are related mainly to the communication between vehicles(V2V), vehicles and infrastructures (V2I) and road infrastructure and the vehicles (I2V) using visible light (VLC).

Scope:

Smart device/smart sensor

Technologies & techniques:

Electronic systems technology

Application domains:

Smart cities

I Work Area:

ADMISSION REGULATION OF TRAFFIC TO IMPROVEPUBLIC TRANSPORT IN URBAN AREAS

The travel speed balance of a bus, in a fixed route,and correlated it with the in-car volume controlledthrough traffic lights.

Benefits in bus travel speed were possible through afeed-back real time cooperative control betweenurban traffic control and Public transport vehiclelocation systems

Transporte colectivo

4

OUTLINE Introduction and Motivation

The experiment

The approach

The problem

Conclusions

• Area: 85,47 Km2

• Road network: 1.575 Km

• 750.000 vehicles/per day

• 534 traffic lights intersections :

- 256 centralised

Motivation:

• traffic monitoring

• speed control, enforcement system

• increase road safety

21 radars, 21 cctvs, 26 VMSMS

Speed cameras Video cameras

9

G.E.R.T.R.U.D.E.Electronic Managementand Regulation of Urban

Traffic System Main Computer

12

(Real time-1s)

CONTROLLER

INTERSECTION

AREA 1 AREA 2

10

Zone Control Strategy

-Second level (micro)

Dynamic sensor network.

New cycleRoad parameters

Last cycleStrategic sensor network

-First level (MACRO)BUS

Troço

excedentário

Troço

deficitário

GERTRUDE SYSTEMem

Reduce the polution;

Reduce congestion;

Increase road safety

Results:

13

Traf

fic

Man

agem

ent

Sys

tem

sThe overal picture cars

Road network

Urban growth

Explosive

DEFICIENT

Inadequate

Chaotic

Increasingly being used for daily transportationIncrease in their number

Mainly radial, discontinuities, etc

Incomplete circular axes

Maladjusted supply and demandNo quality monitoring

Services in the town Housing moving away from town

so

s

Public transport supply

14

CITY OF HILLS [space]Lisbon – the capitalcity .Close to one millioninhabitants

Over 3 million in themetropolitan areasurrounding the city

The roads are mainlyradial in between themajor hills

15

0 2 4 6 8 10 12 14 16 18 20 22 240

1x104

2x104

3x104

4x104

5x104

Fluxo

Ve

ícu

los/h

Período (horas)

CITY OF HILLS [time]PEAK

RUSH HOURIN THE MORNING

PEAKRUSH HOUR

Pm

•Hourly traffic variation at the main gates of the city of Lisbon.

Daily flow balance

City has a wide network ofsensors

Entry gates, traffic lights,roundabouts, etc.

One day picture of flowbalance at all the gates

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41-20000

-15000

-10000

-5000

0

5000

10000

15000

20000

Entr

ad

as-S

aíd

as

(nº

ve

ícu

los)

Portas

0h-7h

7h-13h

13h-24h

All gates wide open

Daily “invasion” of privatecars

No tradition of car pooling

Average circulating speed ofbuses is below 15 Km/h(less than 9.4 miles/hour)

Public Transport “crushed”by the pressure of privatetransport

The problem

The alternative view

Main objective: to reduce thepressure exerted on thePublic Transport (PT) by theIndividual Transport (IT)

What is the influence of ITover the average speed ofPT?

19CAIS DO SODRÉ

Field Trials

CAMPO GRANDE

Troço Chapa Tempo

Circulação (min)

Tempo Comercial

(min)

Início Paragens

CAIS SODRÉ - ROSSIO 6 4 4 02-09-2002

5:36

2

CAIS SODRÉ - ROSSIO 7 5 5 02-09-2002

5:49

2

CAIS SODRÉ - ROSSIO 8 5 5 02-09-2002

6:01

2

CAIS SODRÉ - ROSSIO 1 6 6 02-09-2002

6:13

2

C. Sodré-Rossio 1710m

Rossio-Marquês 1760m

Marquês-Saldanha 890m

Saldanha-Entrecampos 1550m

Entrecampos-CampoGrande

1330m

TOTAL 7240m

Campo Grande- Entrecampos 1300m

Entrecampos- Saldanha 1570m

Saldanha- Marquês 890m

Marquês Rossio 1870m

Rossio- C. Sodré 1310m

TOTAL 6940m

S.A.E.I.P.

Vmc=..Km/h

1

Bus route under observationCAIS DO SODRÉ CAMPO GRANDE

20

Field Trials (strategic gate A5)

CML CT 24

A5

IO IO

CT 24

660 vehic /h

30%

880 vehic /h

40%

2.200 vehic /h

Av. Liberdade

Av. Fontes P. Melo

Av. Joaquim A. Aguiar

CT 24 - Gate under observation

21

Correlation (Bus Travel speed / In-car volume)

0 2 4 6 8 10 12 14 16 18 20 22 240

500

1000

1500

2000

2500

3000

Velo

cid

ad

e(K

m/h

)

Veículos/h

Ve

ícu

los/h

Período (horas)

0

5

10

15

20

25

30

35

40

Velocidade média

•Coefficient of linear correlation• Auxiliary measures

Cars/hour vs. Bus speed

Speed as a function of in-flow rate

0 500 1000 1500 2000 2500 3000

16

18

20

22

24

26

28

30

32

34

36

VMC=12,27+21,96 exp[-(I-322)/1495)]

Ve

locid

ad

em

éd

ia(K

m/h

)

Fluxo (veículos/h)

Speed as a function ofin-flow rate

CPT 89- 11/2/2003

0

5

10

15

20

25

30

35

40

7:3

1

7:3

4

7:3

8

7:4

1

7:4

4

7:4

8

7:5

1

7:5

4

7:5

8

8:0

1

8:0

4

8:0

8

8:1

1

8:1

4

8:1

8

8:2

1

8:2

4

8:2

8

8:3

1

8:3

4

8:3

8

8:4

1

8:4

4

8:4

8

8:5

1

8:5

4

8:5

8

9:0

1

Período (horas)

Te

mpo

de

ve

rde

(s)

– no action

0

50

100

150

200

250

0:0

01

:00

2:0

03

:00

4:0

05

:00

6:0

07

:00

8:0

09

:00

10

:00

11

:00

12

:00

13

:00

14

:00

15

:00

16

:00

17

:00

18

:00

19

:00

20

:00

21

:00

22

:00

23

:00

0:0

0

CT5 5Minutes Z:3

Período (horas)

Nº

veíc

ulo

/5m

m

Período em análise

Flexibility of actuated controller

– mild action

MOUC089 Cycle Z:3 12/02/03

0

5

10

15

20

25

30

35

40

7:3

1

7:4

2

7:5

0

7:5

3

8:0

0

8:0

3

8:0

7

8:1

0

8:1

3

8:1

7

8:2

0

8:2

3

8:2

7

8:3

0

8:3

3

8:3

7

8:4

0

8:4

4

8:4

7

8:5

0

8:5

4

8:5

7

9:0

0

Período (horas)

Tem

po

de

verd

e(s

)

200

100Vei

c./5

mm

0:0

0

1:0

0

2:0

0

3:0

0

4:0

0

5:0

0

6:0

0

7:0

0

8:0

0

9:0

0

10

:00

11

:00

12

:00

13

:00

14

:00

15

:00

16

:00

17

:00

CT5 5Minutes Z:3 12/02/03

Período em análise

5,5 %

12/02/03

Forced

Flexibility of actuated controller

– stronger action

CPT 89 - 13.2.2003

0

5

10

15

20

25

30

35

40

45

7:2

9

7:3

7

7:4

1

7:4

4

7:4

8

7:5

1

7:5

4

7:5

8

8:0

1

8:0

4

8:0

8

8:1

1

8:1

5

8:1

8

8:2

1

8:2

5

8:2

8

8:3

2

8:3

5

8:3

8

8:4

2

8:4

5

8:4

8

8:5

2

8:5

5

8:5

8

Período (horas)

Te

mp

od

eve

rde

(s)

1:0

0

2:0

0

3:0

0

4:0

0

5:0

0

6:0

0

7:0

0

8:0

0

9:0

0

10

:00

11

:00

12

:00

13

:00

14

:00

15

:00

16

:00

17

:00

18

:00

19

:00

CT5 5Minutes Z:3 13/02/03

Período em análise

18,3 %

200

100Vei

c./5

mm

13/02/03

Forced

Flexibility of actuated controller

Campo Grande – Caisdo Sodré

10,00

20,00

30,00

5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12

Período (horas)

Velo

cid

ade

média

[Km

/h]

CS_11_02

CS_12_02

CS_13_02

Vmin 15Km/h

Vmin 36 %

Vmin 13 %

BENEFITS IN BUS TRAVEL SPEED

27

Vmin=15km/h; delay =1,86 min/km

BENEFITS IN BUS TRAVEL SPEED 2 Km/h

Vmin 17km/h (13%) ; delay reduction of 20%

Vmin 19km/h (36%) ; delay reduction of 45,7 %

BUS

+Amplification of the priority measures installed

10,00

20,00

30,00

5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12

Período (horas)

Ve

loc

ida

de

mé

dia

[Km

/h]

Total_11_02

Total_12_02

Total_13_02

28

CONCLUSIONS

Implementation of an integrated system

Closed Loop Control Individual Transport

Public Transport (Process Controller)

A feedback real time cooperative control

Transporte individual

Transporte colectivo

PROCESSCONTROLLER

Desired Speed

Measured Speed

COMMAND SIGNAL

29

Paradigm shift in traffic control strategies

NEW MENTAL MAP

GERTRUDE Paradigm shift:

1980s strategy(associating the radialtendency of the road

network)

Strategy New MunicipalMaster Plan (increasingthe importance of the

circular axes)

30

The communications network ensures theinterconnection to a set of ITS: Traffic light infrastructure devices Variable Message Panels (PMV); Speed cameras; Video cameras for traffic control;

Communications systemarchitecture currently in

use

31

The communications network ensures theinterconnection to a set of ITS: Traffic light infrastructure devices Variable Message Panels (PMV); Speed cameras; Video cameras for traffic control;

New general networkarchitecture.

32

FUTUREDEVELOPMENTS

Integration on the same computing platform

BUS

TRAFFIC

Velocitynetworkaverage

Door debit

>20km/h + 0,5min<20km/h -0,4min

<40.000 veic/h 0,99min/Km

>40.000 veic/h 1,86min/Km

CARRIS

CML

Velocidade de circulaçãomédia na rede

Débito médio nas portas

>20km/h<20km/h

<1500 veic/h

>1500 veic/h

CARRIS

CML

Velocidade de circulaçãomédia na rede

Débito médio nas portas

>20km/h<20km/h

<1500 veic/h

>1500 veic/h

Centralizedlimitation ofdebit on thedoors

Fluid

Congestion

Reliabilityindicator

Congestionindicator

1

32

33 High Quality of Service in the Public Transportation System

A.M.T.

Sintra

Mafra

Almada

Odivelas

Oeiras

Cascais

Montijo

“There are no favorablewinds for those who do notknow where they are going”.

END

34

T1 Tutorial description

This tutorial, entitled

”Visible light communications in smart roadinfrastructures”, reports four work areas:

Admission Regulation of Traffic to Improve PublicTransport in Urban Areas

Essays for optical communications

Indoor positioning using a-SiCH technology

Connected cars: road to vehicle communicationthrough visible light

35

EUROPEANMOBILITYWEEK 2018 is focusing on‘multimodality’ - the mixing of transport modeswithin the same journey or for different trips