Seminar

IMPACT OF AUTOMATED HIGHWAY
SYSTEMS ON INTELLIGENT
TRANSPORTATION SYSTEMS
RESEARCH.
Submitted by – NIKHIL MENON (B060496CE)

Guide – Dr.K.Krishnamurthy (CED)
CONTENTS
 TIMELINE of AHS – Chronological Developments.
 AHS – What? Why? Where?
 Goals of AHS – Short term & Long term Vision.
 HOW it works? - Methodology.
 Automation Systems – Types.

CONTENTS
 Concept Families – Usage of AHS.
 Current Technologies – Openness to AHS.
 The Control Design of AHS – Layer Theory.
 Social & Institutional Challenges –

Problems faced, Inventory.
 Vehicle Platooning – San Diego experiment on Platooning ,

results.
AUTOMATED HIGHWAY SYSTEMS –
TIMELINE.
 idea of Automated Driving – 50 years old –GM – vision for
driverless vehicles (1939).
 1950’s – Research – Individual Organizations.
 late 1960’s – invention of Computers – boost for research.
 1970’s – fully automated highway system concept – US

DOT + GM, focus – automated systems on highway.
AUTOMATED HIGHWAY SYSTEMS –
TIMELINE.
 1980’s – advances in computers, microelectronics & sensors
– impetus on AHS research – California PATH program –
significant contribution to AHS research.
 1991 – US DOT -> National Automated Highway System

Research Program (NAHSRP) – goal: develop a fully
automated highway system concept – revolutionize AHS.
 1994 – US DOT -> National Automated Highway System

Consortium (NAHSC) – continued research – newer
technologies.
AUTOMATED HIGHWAY SYSTEMS
 a new relationship between driver and highway
infrastructure.
 designated lanes along limited access roadway – specially

equipped vehicles – operated – completely automatic
control.
 Uses vehicle and highway control technologies – shift

driving functions from driver/operator to vehicle.
MAJOR AHS GOALS
 Improve safety – reducing fatality, personal injury, pain
& suffering, driving stress.
 Save money and optimize investment – max efficiency,
integration of services -> smoother flow, reduction of costs,
public – private partnerships.
 Improving accessibility & mobility – smoother traffic
flow, better access & outreach to everyone, more just-in-
time deliveries.
 Improve environmental efficiencies – reducing
emissions, solid base for reliable & lower cost transit,
alternate powered vehicles.
 Create Jobs – stronger national economy, increased
research on ITS development, technology transfer.
AUTOMATED HIGHWAY SYSTEM
HOW IT WORKS??
 driver using AHS -> validation lane – checking for
suitability – function properly in AHS.
 destination determined, tolls deducted – driver steers into

automated lane.
 Improper working vehicles – directed to manual lanes, rest

driven to a merging area
 Automatic Control System – takes control of vehicle till it

moves outside – driver relaxed state.
HOW IT WORKS??
 At the exit point , system checks on driver – conscious/able

to take control/sick/dead etc.
 Control TRANSFERRED – vehicle moves out of the lane.

AUTOMATION SYSTEMS
 Two types
 Partially Automated Systems
 Fully Automated Systems
 Partial Automation – rely on the driver for most driving

functions – limited control of the vehicle during an
emergency.
 Full Automation – drivers totally disengaged from

driving tasks – SAFER.
CONCEPT FAMILIES
 Independent Vehicle Concept – In-vehicle technology,

no coordination between vehicles also & no infrastructural
assistance.
 Cooperative Concept – Vehicles on the road

communicate through radars and sensors deployed - >
COORDINATION & SAFETY.
 Infrastructure Supported Concept – Automated

vehicles in dedicated lanes using global information &
smart infrastructure to assist vehicle operations.
CONCEPT FAMILIES
 Infrastructure Assisted Concept – automated roadside

system – assistance & coordination during entry, exit,
merging & emergencies.
 Adaptable Concept – adapting to the conditions

prevailing in the locality. Wide range of comparable
standards that leave decisions & solutions to be taken by
the stakeholder.
CURRENT TECHNOLOGIES
 Modern day use of technology in vehicles – driver safety.
 Eg: air bags, anti lock brakes, adaptive cruise control,
power steering.
 AHS – requires much greater technology for use – vehicle

locators, collision control devices, travel information
systems, navigation systems etc.
 These are nowadays available in luxury brands – an

indicator of openness to AHS.
THE CONTROL DESIGN OF AHS
 5 layers
 Physical Layer – onboard vehicle controllers.
 Regulation Layer – responsible for the longitudinal and

lateral guidance of the control , execution of manoeuvers
ordered by the coordination layer.
 Coordination Layer – responsible for selecting the

vehicle activities – in consultation with other coordination
layers of neighbouring vehicles + link layer (updation of
activity plan)
THE SYSTEM CONCEPT
 Link Layer – Roadside Control System – every 0.5-1.0 km
– control traffic link within to attain max capacity & min
travel time.
 Link receives traffic flow from neighbouring links,

measures vehicle densities at each link junctions ,taking
along many considerations and devises on a activity plan
for the vehicle or the platoon as a whole.
 Network Layer – control entering traffic and route them

to links that constitute AHS in order to optimize capacity &
travel time, minimize congestion.
SOCIAL AND INSTITUTIONAL CHALLENGES
FOR AHS
 Land Use
 Environmental Impact
 Effect on people’s mobility on their inability to use new

technology.
 Effects on government owned transport systems.
 Financial Impacts
UNCLEAR SOCIAL AND ENVIRONMENTAL
IMPACTS
 Congestion at entry and exit: more number of vehicles
using the AHS could congest the entry and exit sectors.
 Unclear Social and Environmental Impacts: AHS

might trigger urban sprawl, thus increasing the
dependence on vehicles -> HIGHER emissions.
 Safety: brake failure -> chain reaction of accidents. Safety

at a realistic cost??
 Equity: federal and state government funding possibilities.

Proper utilization of public worth..??
TRANSITION FROM CONVENTIONAL
HIGHWAYS TO AHS
 Evolutionary Approach – IMPOSSIBLE – not all people

would favour CHANGE.
 Solution: Gradual Implementation – one lane to be

converted to AHS – initial users benefit – government
vehicles convert to AHS vehicles.
 Market Penetration of automated vehicle technology

imminent–>COMMERCIALIZATION.
PUBLIC ACCEPTANCE
 For acceptance - design with complex human factors and

operational reliability considerations to be considered.
 Analysis of user responses viz. fully automated control,

narrower lanes, higher speeds etc should be done.
 User fears , inertia and distrust in new technologies –

eliminated only be systematic and gradual implementation.
INSTITUTIONAL ISSUES
 Finance : Who pays for the AHS??
 covering the cost of AHS
 Priority in investment v/s National Highways
 Rights and privileges of the operating entity.
 Inventory: new funds to cover the factors or a result based
investment.
 Organizational Issues : Is the State Government capable

enough to manage such systems??
 Liability Issues: “Who” is responsible for accidents??

VEHICLE PLATOONING
 The 8-vehicle platoon demonstration – San Diego,CA (Aug.
97) – California PATH program.
 “Buick LeSabres” operated under precise automatic control

& highway speeds – feasibility study for the public.
 Increased highway output , closer distances of separation ,

twice as much traffic capacity , reduced congestion , safer ,
stress free ride.
 Closer Spacing – reduced aerodynamic drag – reduced fuel

consumption.
CONCLUSION
 AHS -> State of the art technology with major transportation

benefit in many respects.
 Integration of various control systems , each with predefined

role.
 Due to technological advances of the current day , no more

showstoppers.
 Institutional & societal challenges remain – consensus

expected -> Successful Implementation.
REFERENCE(S)
 Cheon, Sanghyun, “An Overview of Automated Highway
systems (AHS) and the social and the institutional
challenges that they face.” Link:
http://www.uctc.net/papers/624.pdf
 Horowitz, Roberto and Varaiya, Pravin, “Control Design of

an Automated Highway System” – Proceeds of the IEEE,
Volume 88, No.7, pp-913 – 925, July 2000.
 Congress, Nita. “Smart Road, Smart Car: The Automated

Highway System”. Public Roads Online. Autumn 1996.
Pg.4, 5 & 7. Link:
http://www.tfhrc.gov/pubrds/fall96/p96au46.htm.
REFERENCE(S)
 National Automated Highway System Research Program: A
Review. TRB Special Report 253.Transportation Research
Board, National Research Council. National Academy
Press. Washington, D.C. 1998. pg.15, 32 & 37.
 National Automated Highway System Consortium,

“Technical Feasibility Demonstration – Vehicle Platooning”
1997. Pg 1-4.
 Lay, Rodney K., Gene M. McHale, and William B. Stevens.

The U.S. DOT Status Report on the Automated Highway
Systems Program. Working Note 95W0000093. Mtretek
Systems, Center for Telecommunications and Advanced
Technology. McLean, Virginia. July 1996. Pg.8-2.

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IMPACT OF AUTOMATED HIGHWAY

Submitted by – NIKHIL MENON (B060496CE)

 TIMELINE of AHS – Chronological Developments.

 AHS – What? Why? Where?

 Goals of AHS – Short term & Long term Vision.

 HOW it works? - Methodology.

 Automation Systems – Types.

 Concept Families – Usage of AHS.

 Current Technologies – Openness to AHS.

 The Control Design of AHS – Layer Theory.

 Social & Institutional Challenges –

 Vehicle Platooning – San Diego experiment on Platooning ,

 1950’s – Research – Individual Organizations.

 late 1960’s – invention of Computers – boost for research.

 1970’s – fully automated highway system concept – US

 1991 – US DOT -> National Automated Highway System

 1994 – US DOT -> National Automated Highway System

 designated lanes along limited access roadway – specially

 Uses vehicle and highway control technologies – shift

 destination determined, tolls deducted – driver steers into

 Improper working vehicles – directed to manual lanes, rest

 Automatic Control System – takes control of vehicle till it

 At the exit point , system checks on driver – conscious/able

 Control TRANSFERRED – vehicle moves out of the lane.

 Partial Automation – rely on the driver for most driving

 Full Automation – drivers totally disengaged from

 Independent Vehicle Concept – In-vehicle technology,

 Cooperative Concept – Vehicles on the road

 Infrastructure Supported Concept – Automated

 Infrastructure Assisted Concept – automated roadside

 Adaptable Concept – adapting to the conditions

 AHS – requires much greater technology for use – vehicle

 These are nowadays available in luxury brands – an

 Physical Layer – onboard vehicle controllers.

 Regulation Layer – responsible for the longitudinal and

 Coordination Layer – responsible for selecting the

 Link receives traffic flow from neighbouring links,

 Network Layer – control entering traffic and route them

 Effect on people’s mobility on their inability to use new

 Effects on government owned transport systems.

 Unclear Social and Environmental Impacts: AHS

 Safety: brake failure -> chain reaction of accidents. Safety

 Equity: federal and state government funding possibilities.

 Evolutionary Approach – IMPOSSIBLE – not all people

 Solution: Gradual Implementation – one lane to be

 Market Penetration of automated vehicle technology

 For acceptance - design with complex human factors and

 Analysis of user responses viz. fully automated control,

 User fears , inertia and distrust in new technologies –

 Organizational Issues : Is the State Government capable

 Liability Issues: “Who” is responsible for accidents??

 “Buick LeSabres” operated under precise automatic control

 Increased highway output , closer distances of separation ,

 Closer Spacing – reduced aerodynamic drag – reduced fuel

 AHS -> State of the art technology with major transportation

 Integration of various control systems , each with predefined

 Due to technological advances of the current day , no more

 Institutional & societal challenges remain – consensus

 Horowitz, Roberto and Varaiya, Pravin, “Control Design of