0_ CUPRINS - IPA SA

sections (excepting the Introduction), starting with the with
the presentation of the state of art in the field, the
concept/architecture of the system, results of some field tests,
and conclusions regarding the advantages that the solution
presents.
Fig 1. SAFETRAFF – General architecture
On line monitoring of the road vehicles flow and the
detection of the traffic incidents will be accomplished by
installing several web cameras provided fixed IP and
featuring images storage on a central server. Collected data
will be on line transmitted to the data server, installed at the
premises of the Monitoring and Control Center. The
information will be accessed by fixed or mobile devices
The pilot system has been tested in several cities of
Romania, namely Suceava, Sibiu and Bucharest.
There are many levels where such systems may be
implemented, depending on the traffic volumes, starting
from the simple static signaling systems and going up to
management systems based on complex algorithms that
consider a series of key factors. There are, also, several ways
that the traffic fluency, safety and the level of emissions can
be kept under control . Studies and implementations of
different traffic management systems, combined with
geometric re-arrangement of the road infrastructure showed
that the best approach is to employ a combined strategy: with
a contribution of 5% to 15% in traffic fluency improvement,
the Urban Traffic Control systems cannot be completely
effective without introducing also modifications in the road
geometry, or other factors that help increase overall road
infrastructure capacity. However, the less expensive in this
equation is the introduction of intelligent transport systems
technologies. Recently, Multimodal Real Time Traffic and
Travel Information (RTTI) [2] services proved to be an
effective instrument to decrease energy consumption in
urban areas across the different modes of transport, by
changing the mobility behavior (the modal shift) for the
single traveler. The European Union has also a permanent
concern in reducing the number of traffic incidents and
injuries. The EC documents [1], related to traffic, clearly
state that road safety is one of the major concerns and
“finally, users expect more rational transport in towns and
cities. Noise and air pollution and their effects on health are
of greater concern in towns and cities, and a clear line needs
to be drawn urgently between the respective roles of private
cars and public transport.” The paper is structured in four
II.
CONCEPT AND SYSTEM’S ARCHITECTURE
Safetraff system is designed to produce relevant safety
and quantitative information regarding the road traffic itself.
This contributes to traffic safety, having embedded specific
functions for law enforcement.
The architecture traffic monitoring subsystem consists of
the following functional components:
• The data collection component;
• The central dispatcher component;
• The CCTV (web-based) component for traffic
monitoring and video management of traffic
incidents;
• The web interface.
Fig. 2 The functional architecture of the traffic information subsystem
Figure 2 depicts the physical architecture of the
“SafeTraff” platform. The main part is the infrastructure for
data collection. This component employs non-intrusive,
passive infrared (PIR) sensors for vehicle sensing. Specific
modules employ local data processing in order to build
traffic information messages that are sent in specific blocks
to the communication functional block. The vehicle sensors
are capable of detecting presence, occupancy, speed, and
vehicle classification. These categories of traffic sensors do
not need civil construction works for mounting, therefore
their installation costs is being kept low. The sensors are
used to form data messages from each intersection, which
are locally processed in a special unit, called device for
traffic data processing and communications (TDPC). The
device also ensures the local power supply control, local
communications with the sensors and the communication
monitoring with the central dispatcher unit. The set of
detection sub-systems communicate via the same GSM
GPRS network with the central computer. Data from the
sensors is locally stored in a temporary memory (for safety
purposes) and periodically read (each 5 s – to 5 min,
configurable). A specific set of messages containing
information regarding the number of vehicles counted,
classification, the degree of occupancy etc. is formed after.
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