Journal articles on the topic 'Toll roads Toll plazas. Traffic congestion'

Transportation infrastructures play a significant role in the economy as they provide accessibility services to people. Infrastructures such as highways, road networks, and toll plazas are rapidly growing based on changes in transportation modes, which consequently create congestions near toll plaza areas and intersections. These congestions exert negative impacts on human health and the environment because vehicular emissions are considered as the main source of air pollution in urban areas and can cause respiratory and cardiovascular diseases and cancer. In this study, we developed a hybrid model based on the integration of three models, correlation-based feature selection (CFS), support vector regression (SVR), and GIS, to predict vehicular emissions at specific times and locations on roads at microscale levels in an urban areas of Kuala Lumpur, Malaysia. The proposed model comprises three simulation steps: first, the selection of the best predictors based on CFS; second, the prediction of vehicular carbon monoxide (CO) emissions using SVR; and third, the spatial simulation based on maps by using GIS. The proposed model was developed with seven road traffic CO predictors selected via CFS (sum of vehicles, sum of heavy vehicles, heavy vehicle ratio, sum of motorbikes, temperature, wind speed, and elevation). Spatial prediction was conducted based on GIS modelling. The vehicular CO emissions were measured continuously at 15 min intervals (recording 15 min averages) during weekends and weekdays twice per day (daytime, evening-time). The model’s results achieved a validation accuracy of 80.6%, correlation coefficient of 0.9734, mean absolute error of 1.3172 ppm and root mean square error of 2.156 ppm. In addition, the most appropriate parameters of the prediction model were selected based on the CFS model. Overall, the proposed model is a promising tool for traffic CO assessment on roads.

Truck survey methods vary in the response rates they generate and in their coverage, accuracy, and cost. Roadside intercept/interview surveys enjoy representation, coverage, and response-rate advantages compared with phone/mail surveys, but in practice they are frequently restricted to weigh stations, toll plazas, and similar controlled facilities. A roadside truck interview survey for Berks County, Pa. was conducted within the stream of traffic in conjunction with distribution of a postcard automobile survey. Over 1,000 interviews conducted throughout the county at five cordon locations representing key two-lane and four-lane roads were compiled. The sampling rate exceeded 22 percent, and valid response rates were approximately 98 percent. The information obtained was limited in detail but was sufficient to achieve the study objectives of estimating major internal-external, external-internal, and external-external truck movement patterns for Berks county. The study was not intended to identify internal-internal trips. The purpose, methodology, and advantages and disadvantages of the approach are discussed, and the focus is on the traffic congestion element. Surveys were conducted within a single lane in each direction, restricting traffic flows. At certain traffic volumes (roughly 200 vehicles per 15 min) delays became a significant problem, including several periods during which surveys were not conducted to alleviate traffic backups. The conclusion suggests using this parameter for applying the method to other locations.

Tollbooths are used to collect tolls and to control traffic flow. However, the presence of these tollbooths will slow down traffic, especially in heavily traveled roads. As a consequence, drivers and goods will spend more time and fuel waiting in a long queue. Unfortunately, there are a few papers in the literature, which have been addressed the effect of tollbooths on the traffic flow; whereas in this paper is, the properties of traffic flow inside the tollbooths are investigated. The proposed cellular automaton traffic model, with open boundaries, is based on some changing lane rules, which are inspired on the situations inside the toll plaza. The vehicles enter the plaza with an injecting rate α, and they leave with an extracting rate β, which is inversely proportional to the time service Tw. The simulation results show the existence of three phases in the phase diagram (α, β), namely: the low density phase, the congested phase, and the jamming phase. Furthermore, it is found that the vehicles does not spend the same time Tm in the plaza, even if they have the same time service. This analysis states clearly that the existence of the congested phase and the fluctuation Tm are due to the non-zero values of the probability P of changing the lane. Such phenomena disappear when P = 0, i.e., the drivers move without changing their lane. In other words, the human behavior (spontaneous changing lanes) is responsible for the congestion observed in the tollbooth.

A large number of toll road projects with a barrier toll collection system are currently being implemented in Russia. Therefore, it seems relevant to study the toll plaza as an element of the transport infrastructure. Insuffi cient attention to the issues of assessing current and predicted intensity on TPscan cause regular traffi c congestions on toll roads. The goal of this study is to build a simulation model that allows to evaluate the capacity of the toll collection point during the operation of the toll road at different traffi c fl ow rates, taking into account the ratio of different types of vehicles and user behavior errors. Visual observation materials are used, the research method is discrete-event simulation of PVP using AnyLogic software, processing of the results is performed in the statistical package R. The toll point (TP) the Western High-Speed Diameter toll road in St. Petersburg, Russia was considered as a case for the study.As a result was build simulation model of TP was developed, taking into account the traffi c specifi cs and user behavior errors. Conducted experiments established the peak traffi c intensities, when traffi c congestion begins to form at the TP, with different ratios of electronic toll collection usage. During the analysis, few cases of service time distribution were considered — from low to high traffi c intensities. Main conclusions of the study: -for the low intensity case, the results of the analysis showed the splitting of the total distribution of the service time into two distributions for different operating modes of toll lanes, — for high intensity, the infl uence of user behavior on service time distribution was revealed, — for each case, the parameters of the gamma laws of service time distribution were determined, — in case of insuffi cient throughput capacity, the TP stops working effi ciently, and service time distribution increases, regardless of the type of payment. Estimated peak hours of TP operation, when there is a potential for congestion at the TP were defi ned. Possible ways of further increase thetoll collection system throughput capacity for the TP were indicated.

We exploit the introduction of electronic toll collection, (E-ZPass), which greatly reduced both traffic congestion and vehicle emissions near highway toll plazas. We show that the introduction of E-ZPass reduced prematurity and low birth weight among mothers within 2 kilometers (km) of a toll plaza by 10.8 percent and 11.8 percent, respectively, relative to mothers 2–10 km from a toll plaza. There were no immediate changes in the characteristics of mothers or in housing prices near toll plazas that could explain these changes. The results are robust to many changes in specification and suggest that traffic congestion contributes significantly to poor health among infants. (JEL I12, J13, Q51, Q53, R41)

In India, due to the escalating traffic issues, a large number of highways have been built in the recent past, which are maintained by tax collection at toll plazas, by various operating agencies. Due to smooth and hassle free driving on highways, the arrival rate of vehicles at Toll Plazas increases. The arrival rate goes beyond control if the traffic on the highway increases in an uncontrolled manner, with the passage of time. Thus, one of the irrefutable drawbacks of putting up Toll Plazas, is the traffic congestion. The waiting time, in the service lanes, due to such a congestion becomes high and excruciating for the commuters on the route. The objective of this study is to analyze the current situation, of traffic congestion, at a highway toll plaza using queuing theory and suggest possible solutions to encourage greater efficiency, thus reducing waiting time of the customers and money wasted because of that. This study has been carried out in various phases, i.e. problem identification, data collection, data analysis and results at a selected Toll Plaza in North India. The data analysis in the study helps to find out the current operational effectiveness of the Toll Plaza through parameters like, Arrival Rate, Service Rate and Number of toll booths. Finally, possible solutions have been put forward which can be recommended and implemented on various Toll Plazas in the country.

The aim of this paper was to study issues of network connectivity in vehicular ad hoc networks (VANETs) to avoid traffic congestion at a toll plaza. An analytical model was developed for highway scenarios where the traffic congestion could have the vehicles reduce their speed instead of blocking the flow of traffic. In this model, nearby vehicles must be informed when traffic congestion occurs before reaching the toll plaza so they can reduce their speed in order to avoid traffic congestion. Once they have crossed the toll plaza they can travel on at their normal speed. The road was divided into two or three sub-segments to help analyze the performance of connectivity. The proposed analytical model considered various parameters that might disturb the connectivity probability, including traveling speed, communication range of vehicles, vehicle arrival rate, and road length. The simulation results matched those of the analytical model, which showed the analytical model developed in this paper is effective.

Highways and freeways usually experience severe traffic congestion due to the presence of toll plazas which is considered as a bottleneck. In recent years, traffic engineers around the world have utilised microscopic traffic simulation models as tools to evaluate the performance of selected freeway facilities based on known traffic pattern data. This study attempts to analyse the performance of toll plaza by utilizing the microscopic traffic simulation software VISSIM 6.0, based on two different output measures, namely: average queue length and average delay time. At the selected toll plaza, data are collected at toll booths for all three modes of payments, which are: cash mode, Touch n Go, and Smart TAG. Therefore, this study aims to build a microscopic traffic simulation model that is capable of analysing the behaviour of vehicles at toll plaza based on the mentioned output measures for each mode of payment and also to determine the type of payment mode that has the most significant impact on the overall performance of toll plazas and ultimately, to understand the causes of congestion at toll plaza.

In fiscal 2003, the Road Bureau of the Ministry of Land, Infrastructure, and Transport in Japan performed demonstration projects concerning diverse and flexible charge measures for toll roads. The goals were to promote the effective use of roads by encouraging traffic to switch from general purpose roads to toll roads, improving roadside environments, mitigating congestion, and promoting traffic safety measures. This study analyzes the results of the 22 projects. As a result of the bureau's efforts, traffic on the toll-free general purpose roads decreased and traffic on the toll roads increased, with traffic congestion in the affected areas subsequently eased. The projects that were intended to eliminate commuter congestion in regional cities were in many cases particularly effective. However, this effectiveness varied according to the setting of the toll and the interchange section, the type of vehicles involved, the discount time zone, and the locational relationship between the general road and the toll road.

In 1993 the Department of Transportation and Public Works of Puerto Rico (DTPW) implemented toll gates at expressway toll collection plazas because of significant losses in revenue caused by failure of motorists to pay the established fee. However, it was presumed that the use of toll gates as an enforcement device for effective traffic control might create additional delays, particularly during peak hours in already highly congested toll plazas near metropolitan areas. The lack of additional open space to expand the existing toll facilities combined with the negative public image associated with high levels of congestion, attributed to implementation of the toll gates, triggered the need to explore cost-effective, short-term alternative solutions. DTPW efforts to address the issues of congestion and negative public image in the highly congested toll facilities are described. A series of experimental studies were performed to assess the effectiveness of toll gates and automatic vehicle identification (AVI) technology in increasing the capacity of low-volume and highly congested toll facilities. The findings were analyzed for significant differences in delays and for potential changes in driver behavior that could assist in mitigating delays at the toll plazas. The results of the first study revealed that the implementation of toll gates creates additional delays for users. The second study found that AVI technology is fast, efficient, and reliable in the detection of vehicles when used in low-volume toll plazas; however, it is not efficient in highly congested toll plazas because of the additional delays generated from the queue. In the third study it was demonstrated that the use of ushers to collect coins from drivers and deposit them in the toll basket resulted in a significant increase in capacity at toll plaza stations, time savings, and fuel economy for users.

For most traffic engineering studies, traffic flows are usually analyzed and evaluated on hourly basis. However few studies have been performed that estimate the number of traffic volumes made to an airport as a function of air passengers by time of day. The objective of this paper is to develop a mathematical model which forecasts hourly traffic volume by using hourly airport operation data along with airport user characteristics data. An analytical model was developed. This model can be used to (1) predict the number of vehicles queued at airport entrances intersection or toll plaza, (2) predict optimum toll lane staffing, and (3) analyze the level of congestion on the roadway for different levels of air passenger demand in future.

Automated toll collection (ATC) systems have been implemented successfully in the United States to collect tolls on bridges and at tunnels and turnpikes. A conceptual national automated road pricing system (NARPS) is described. NARPS consists of a nationwide application of an integrated and coordinated ATC system. Its primary purpose is to collect variable tolls on congested urban roads to improve traffic distribution and the overall efficiency of the highway system. The components of the proposed system are transponders, detectors, and processors used to automatically identify approaching vehicles at normal speed, calculate applicable tolls, and maintain local data bases of all tolls and vehicles to be processed remotely in a control center. A nationwide application of an integrated ATC system offers numerous significant advantages: cost savings, efficiency, traffic management, and a host of secondary applications that are not feasible with localized ATC systems. The management of the system is simplified by billing only drivers who exceed a threshold toll amount, thereby exempting the majority of drivers in rural and other areas.

This paper investigates a hybrid management policy of road tolls and tradable credits in mixed road networks with both public and private roads. In the public sub-network, a tradable credit scheme is applied to mitigate traffic congestion. In the private sub-network, tolls are collected by the private company, but the toll levels and toll locations are determined by the government. The purpose of toll charge is two-fold: on the one hand, the government uses it as a tool for mitigating congestion; on the other hand, a threshold of revenue should be guaranteed for the profitability of the private company. A bi-level programming model is formulated to minimize the total travel time in the network by taking into account the user equilibrium travel behaviour and the revenue requirement of private firms. To obtain a global optimum solution, the bi-level model is transformed into an equivalent single-level mixed integer linear program that can be easily solved with commercial software. Numerical examples are provided to demonstrate the effectiveness of the developed model and the efficiency of the proposed algorithm. It is shown that the mixed management schemes can achieve favourable targets, namely, joint implementation of road tolls and tradable credits can effectively mitigate traffic congestion and meanwhile maintain reasonable revenue for the private company.

Alleviating traffic congestion is one of the main challenges for the Internet of Vehicles (IoV) in smart cities. Many congestion pricing systems have been proposed recently. However, most of them focus on punishing the vehicles that use certain roads during peak hours, neglecting the proven fact that rewards can encourage drivers to follow the rules. Therefore, in this paper, we propose a new congestion pricing system based on reward and punishment policies for the IoV in a smart city environment, where the vehicles are rewarded for voluntarily choosing to take an alternative path to alleviate traffic congestion. The proposed system is implemented using vehicular ad hoc networks, which eliminate the need for installing a costly electronic toll collection system. We propose a new virtual currency called T-Coin (traffic coin), that is used to reward the vehicles for their positive attitude. T-Coin is also used in the tender between vehicles to manage the road reservation process. The proposed system uses dynamic pricing to adapt to peak-hour traffic congestion. Using simulated traffic on a real map of Beijing city, we prove the usefulness of T-Coin as a traffic congestion pricing system.

Road pricing is one of the market-based traffic control measures that can influence travel behavior to alleviate congestion on roads. This paper addresses the effects of uniform (constant, fixed) and time-varying (step) tolls on the travel behavior of users on the road network. The problem of determining optimal prices in a dynamic traffic network is considered by applying second-best tolling scenarios imposing tolls only to a subset of links on the network and considering elastic demand. The optimal toll design problem is formulated as a bilevel optimization problem with the road authority (on the upper level) setting the tolls and the travelers (on the lower level) who respond by changing their travel decisions (route and departure time choice). To formulate the optimal toll design problem, the so-called mathematical program with equilibrium constraints (MPEC) formulation was used, considering the dynamic nature of traffic flows on the one hand and dynamic pricing on the other. Until now, the MPEC formulation has been applied in static cases only. The model structure comprises three interrelated levels: (a) dynamic network loading, (b) route choice and departure time choice, and (c) road pricing level. For solving the optimal toll design problem in dynamic networks, a simple search algorithm is used to determine the optimal toll pattern leading to optimization of the objective function of the road authority subject to dynamic traffic assignment constraints. Nevertheless, uniform and time-varying pricing is analyzed, and a small hypothetical network is considered.

No traffic-signal intersection located on Jalan Serang and Jalan Curug, Tangerang Regency often causes traffic congestion. Many side barriers activities of vehicles inhibit the movement of traffic flow. The toll-road access, which is not far from the intersection, makes the queue long enough to enter Jl. Raya Serang also affects the performance of the surroundings. The study aims to determine the performance of the above intersection this time, which is measured by the capacity, degree of saturation, speed, queuing opportunities, density, and level of services. Field surveys and further analysis of the calculations that have been carried out show the intersection performance. The peak traffic volume occurred on Wednesday, February 5 2020, at 3877 pcu / hour at 07.00 - 08.00 WIB, with a capacity (C) of 2937 pcu / hour. From the available data, the DS value is 1.32. at the Service level F.

The recent European debt crisis has led many governments to impose strict measures to alleviate public expenditure and increase revenue, especially in the southern countries. Many public services and infrastructures became more costly for users due to the increase of existing fees or the implementation of new ones. In Portugal, one of the measures adopted by the government consisted in the removal of shadow tolls and the application of the user-pays principle to the entire network of rural motorways. To rapidly implement, this measure, in the context of financial constraints, the Electronic Toll Collection (ETC), materialized by the installation of gantries in selected motorway segments, was the preferred solution over the more time and resource consuming construction of toll plazas. Toll revenue is directly collected by the state, which intends to cover, at least partially, the expenses associated with the contractual payments to private concessionaires for the traffic using these roads. The main objective of this research is to provide a new optimization tool to allocate toll gantries to the segments of an existing motorway with the aim of maximizing toll revenue, based on the case study of Portuguese motorways. A macroscopic decision model that predicts drivers’ decision on using a tolled segment or the fastest alternative route and an optimization model that sets the price and location of toll gantries along a given motorway work together to provide a valuable tool to maximize the revenue. A special focus has been placed on scenarios of economic downturn, characterized by a negative growth of the Gross Domestic Product (GDP); however, the new tool allows making explanatory analyses for situations of economic growth. The results show that the optimal configuration for ETC vary with the macroeconomic scenario, with the number of tolled segments and price per kilometre inducing relevant variations on the revenue and traffic volume. The proposed methodology may be applied in other countries to assist decision makers in the implementation of ETC in motorways under different conditions. The required data is easy to collect from sources at the disposal of the practitioners.

The Jakarta inner ring toll road is a toll road that surrounds the inner city of Jakarta. Due to the dense number of vehicles and traffic congestion on the existing inner-city toll roads, the DKI Jakarta Provincial Government plans to increase the number of inner-city toll roads to 6 sections. The project development begins with Section 1A, namely from Kelapa Gading - Pulo Gebang. At present development is still at the stage of foundation work where progress in October 2019 only reached 80.97% of the target of 100%. The work has been delayed and has been extended 2 times. From these problems, this study was conducted to analyze the high risks that affect the time performance of foundation work and corrective and preventive actions. In this study data collection was carried out by distributing 4-step questionnaires, namely expert validation, pilot survey, respondents, and final expert validation. Risk ranking is analyzed using MS. Excel is based on a probability and impact matrix table that aims to determine variables that have a high level of risk. From the results of data analysis, 4 variables fall into the high-risk category, namely the problem of land acquisition, work location is not ready, work drawings are not ready, and the core staff of the project is less competent. The results of expert recommendations for the four variables can be stated in preventive and corrective actions.

Congestion (or variable) pricing can be described as the charging of more for goods or services during periods of peak demand. In theory, this practice would prove beneficial as a travel demand management tool when setting fares on toll roads and bridges. However, in practice, it has proven extremely difficult to implement in the United States. Many of the planning issues and solutions found during the early phases of a variablepricing pilot study currently being conducted in Lee County, Florida, are examined. Also examined is the electronic toll collection system being implemented in conjunction with variable pricing. The planned variablepricing scheme is detailed, along with how this publicly and politically palatable pricing scheme was derived. Data collection efforts, which include origin-destination surveys, focus groups, mail-back surveys, videotaping of traffic, and detailed traffic counts are described to emphasize the substantial effort undertaken to obtain accurate and meaningful variable-pricing traffic behavioral data that can be applied across the country. A summary of work to date and an overview of the next steps toward implementation of the variable-pricing program in Lee County are presented.

Static traffic assignment (STA) models have been widely utilized in the field of strategic transport planning. However, STA models cannot fully represent the dynamic road conditions and suffer from inaccurate assignment during traffic congestion. At the same time, an increasing number of installed sensors have become an important means of detecting dynamic road conditions. To address the shortcomings of STA models, we integrate multi-source traffic sensor datasets and propose a novel data-driven quasi-dynamic traffic assignment model, named DQ-DTA. In this model, records of toll stations are used for time-varying travel demand estimation. GPS trajectory datasets of vehicles are further used to calculate the dynamic link costs of the road network, replacing the imprecise Bureau of Public Roads (BPR) function. Moreover, license plate recognition (LPR) data are used to design a statistical probability-based multipath assignment method to capture travelers’ route choices. The expressway network in the Hunan province is selected as the study area, and several classic STA models are also chosen for performance comparison. Experimental results demonstrate that the accuracy of the proposed DQ-DTA model is about 6% higher than that of the chosen STA models.

The study aims to determine the prospects and possibilities of using foreign experience for the development of intelligent transport systems in Ukraine. The article deals with the history of the emergence of intelligent transport systems in the world. We have investigated the prerequisites and promising directions for developing the global market of intelligent transport systems: traffic management, road safety, and supervision; cargo management; automotive telematics; parking management; automated vehicles. The main players in the field of business in this market have been identified. It is systematized for the adaptation of countries that are developing due to the features of the European ITS architecture, the US ITS architecture, the Japanese national ITS architecture, which are designed to improve the lives of citizens. Variants of using information and navigation systems in the framework of European projects on the example of cities are proposed. In the example of the European Union, the stages of implementation of the ITS architecture are considered, and how this affects the congestion of roads in large cities. The creation of a unified architecture of ITS allows you to control: the level of transport safety in transport and road traffic; energy consumption and environmental impact; networks of logistics systems for passenger service and cargo handling; management of transport, road construction, and repair works, parking places, collection of road tolls, equipment for improving personal services of road users. We have substantiated the necessity of using an integrated approach to improve the digitalization and intellectualization of transport systems, taking into account their advantages and disadvantages, has been substantiated. Conceptual approaches to the digitization of transport are generalized, closely related to logistics IT systems and the network of local roads. The theoretical basis of the level of intellectualization of the Ukrainian transport systems in comparison with foreign ones has been studied, the expediency of the possibility of developing this sphere in Ukraine with the implementation of the project "Transparent infrastructure" has been proved. The organizational and economic principles of the use of intelligent transport systems of the countries of the world for solving a wide range of problems have been determined: transmission of information in real-time for travelers, namely, traffic schedules, information on delays; entrance fee for the passage of vehicles to the area of the city; accident management; an electronic collection of duties. The legislative framework and the National Transport Strategy of Ukraine for the period up to 2030 are considered. The real results of the development of transport systems that are already being implemented in Ukrainian cities are displayed. A network of "smart roads" will be built in Ukraine. To implement this task, high-quality fiber-optic communications are needed, which will pass along the roads, which will allow the introduction of intelligent transport systems. The use of the world's leading experience in the implementation of intelligent transport systems is strategic for Ukraine, determines its competitiveness in the world market, and meets the requirements of integrating the national transport network into the Trans-European transport network.

Road transportation system in Indiafacing big challenge to maintain sophisticate Toll plazas. In general method all Vehicles should stop at toll plazas to pay toll tax. One person at Tollgate collects the tax manually and issues the receipt. After payment, the gate will be opened either mechanical method or electrical method. This is a widely used method in India. Due to this, the wastage of time at toll plazas is the main cause to produce more traffic congestion on highways. Traffic congestion on highways at Toll plazas leads to huge economic loss, fuel and time wastage and causes more pollution. As all the people are very busy with their tight schedules they have no time to spare in the traffic. This traffic congestion leads to wastage of their valuable time causing inconvenience. To overcome the drawbacks of the manual method, Online Toll Payment System is developed to reduce the traffic congestion at toll plazas on highways which will become part of the metropolitan and urban cities these days. This system allows the user to make the payment of toll plazas taxes automatically. In this method we use the authentication cards with the help of radiofrequency. The vehicles should contain an RFID tag that has a unique identification number, like name and license number. (owner). RFID is placed on top of the vehicle and when it reaches the electromagnetic zone near toll plaza the RFID reader automatically captures data and electronically identify, track & store information contained on RFID tag then microcontroller sends the message to phone number placed in RFID card regarding payment. The GSM module is interfaced with Microcontroller to send the messages to the vehicle owner like a web link to pay the toll bill. This payment is done with the help of Payment gateways. If the owner should not pay the money within 20 minutes after crossing the toll plaza, this information is posted in the Cloud server using HTTP server. If he/she does not pay in couple days he receives notice from the respective RTO office with the help of data available in the server. It is repeated periodically may chance to cancel the license of the owner. In this proposed method the vehicles are not supposed to stop at toll plazas. They can directly pay the money through the link generated after crossing the plazas. After payment, the owner gets the message like your payment done successfully. This project uses the RFID cards to store vehicle number, owner mobile number and License number. RF scanner is used to scan the RFID cards and interfaced with LPC 2148 ARM Microcontroller. This controller sends message to owner mobile number with the

This paper examines the effects of alternative congestion pricing systems, cordon pricing and congestion pricing for existing toll roads, using the network equilibrium model developed for the Osaka Metropolitan Area, Japan. Cordon pricing is more effective in reducing the total efficiency loss from traffic congestion, but produces relatively large amounts of toll revenue. On the other hand, pricing for existing toll roads keeps the loss in consumer surplus (and toll revenue) relatively low to attain the same level of efficiency gain as the cordon pricing.

Currently the traffic on the highway is getting crowded, because it filled with so many four-wheeled vehicles. To reduce congestion at the highway then be made to the motorway. But the government's efforts to maximize the use of toll roads to minimize congestion in fact, has not run optimally for payments using the system to pay cash (cash) is less effective. In 2017 PT. Margatama image Surabaya implement E-Toll at the toll booth Waru - Juanda. To find out how the effectiveness of the use of E-Toll system was conducted research to analyze traffic toll gate delay time with the e-toll system on toll roads hibiscus - juanda. Collecting data in this study conducted on Friday at 4:00 p.m. to 20:00 pm and is located at the toll gate Menanggal. The variables used were manual payment system / cash and payment systems using E-toll by noting the number of vehicles entering the toll gate along with the time needed to conduct transactions at toll booths. From the research conducted, the average time delay that is required at the time for using the E-Toll Card was 13.6 seconds / transaction so that they result in queues at toll gates. From these results it can be concluded that the use of E-Toll card is still not effective in reducing congestion at toll booths. The average time delay that is required at the time for using the E-Toll Card was 13.6 seconds / transaction so that they result in queues at toll gates. From these results it can be concluded that the use of E-Toll card is still not effective in reducing congestion at toll booths. The average time delay that is required at the time for using the E-Toll Card was 13.6 seconds / transaction so that they result in queues at toll gates. From these results it can be concluded that the use of E-Toll card is still not effective in reducing congestion at toll booths.

Nowadays for paying the tax at tollgates there is a heavy rush/traffic. In order to reduce the traffic congestion near Toll plazas and to save the time, payment can be made in advance using an android app along with RFID tag. An android app is developed based on i-Beacon Technology which will communicate to the RFID readers at the toll gates. The bank account of user is connected to the user’s app installed in his/her mobile. The verification of payment at the toll gates can be done with RFID and i-Beacon technology. On selecting the route of travel/journey the user can pay through the android app. If the payment has been done already toll gate opens, else the customer has to pay the toll tax manually. For further toll gates, the beacons will connect to the payment app to verify the payment details.

In order to reduce the traffic jam, save time and to diminish the money loss of 300 crores/year, an automated system is proposed; The intelligent traffic control management systems which explains the installation of automation in toll plazas, which is a step towards improving the monitoring of vehicles. The main purpose of this arrangement is to implement a system, which automatically identifies an approaching vehicle and records the vehicles number and time. If the vehicle belongs to an authorized person, the toll gate opens automatically and a predetermined amount is deducted from the user account, which leads to reduce the Traffic clogging at toll plazas. The vehicle number plate recognition is done only for authorized members. The proposed model consists of image digitization, edge detection, character detection and recognition with the payment transaction. The proposed method uses morphological edge detection , for the system to identify the character recognition and it uses template matching; it is done for license plates of 6 characters. The license plate character recognition system can be used in vehicle check -in and checkout monitoring system in hotels, malls and can be used to track vehicles on normal roads other than toll booths to avoid thefts.

Now a days, toll plazas at the highways are operated manually, where a vehicle comes near the toll booth and toll collector collects the cash and enter the vehicle data and provides a receipt. Manually operated Toll Plaza Systems leads to longer waiting time of vehicles and heavy traffic at the highways. To overcome this issue of traffic congestion and time management and to bring automation in the toll management system, we have introduced an innovative, optimized and revolutionary system. This paper is putting forward an efficient and cost-effective technique of automatic toll collection. The system is based on the mobile GPS network and will use various APIs for development. The cost to be paid at the toll gate is auto decided as per the government limits and the toll booth charges. System will use online payment gateways to collect those revenues. If the balance is low in the user’s account then it can be recharged at the booth itself. At the user’s end, If the toll tax payment is delayed by certain timeline then user will be informed by an alert message and if delay still exists then strict actions will be imposed along with proper penalty charges for the same. This system is the novelty to the existing toll system. It will have a wide impact on people's life as its scope will lead to safe and enhanced productivity through the use of advanced technologies. This will also minimize fraud and will provide user convenience. It will also enhance the operational efficiency of toll collector.

In our day to day life, we pay certain amount of tax through toll plaza to the government. The toll gates are mostly found on national highways and bridges etc., and we pay standing over a queue in the form of cash, although, the mobility of vehicles gets interrupted by this method which takes longer travel time, more consumption of fuel and also pollution level get increased in that region, instead of that the method commonly used by industries and in advanced countries is the Electronic Toll Collection System. Electronic toll collection system is the technology that enables the automatic electronic toll collection from the prepaid account registered on the name of vehicle owner, determining whether the vehicle is registered or not and informs the toll authorities avoiding toll violations. Over last decades, electronic toll collection system has been implemented in real time. Toll Tax Management System is a web based application that can provide all the information related to toll plazas and the passenger checks in either online and pays the amount, then he/she will be provided by a receipt. With this receipt he/she can leave the toll booth without waiting for any verification call. The aim of our project is to design a system, which automatically identifies an approaching vehicles and record vehicles number and time. If the vehicle belongs to the authorized person, it automatically opens the toll gate and a predetermined amount is automatically deducted from its account. This translates to reduced Traffic congestion at toll plazas and helps in lower fuel consumption. This is very important advantage of this system. In this paper, we can design system to extract the license numbers from vehicle plate automatically using image processing techniques. And match with database automatically and generate the bill without any delay.

In this growing world, traffic conjunction is considered as most growing problems in both urban as well as sub-urban areas. Traffic congestion is a major issue in day to day life. It has a tremendous impact on the nation’s economy, air pollution, water pollution, travel behavior, accidental risk, land-use and to its end users. Various studies have shown that there is a sudden increase in the traffic congestion. Traffic congestion leads to queuing. Queuing process takes place in both signalized as well as non-signalized intersections, freeways, bottlenecks, incident sites, toll plazas, parking and the areas near the freeways. Queuing also occurs in many non transportation fields. Hence it is very important to study the queue length pattern, its estimation, methods of calculating queue length and give a solution. Hence various methods for estimation of queue length is reviewed.

Traffic congestion is a normal phenomenon associated with transportation on the road at the same time which is hinder motion and need extra time to reach destinations. Congestion is one of the problems involving road. Normally, network congestion occurs on land transport on roads. As demand approaches the capacity of a road or of the intersection along the road, extreme traffic congestion will sets in. When vehicles are fully stopped for periods of time, this is colloquially known as a traffic jam or snarl-up. Traffic congestion can lead to drivers becoming frustrated and engaging in road rage. In this study of developing congestion index for heterogeneous traffic at the road stretch from Navalur to Kelambakkam and Kelambakkam to Navalur, the study initially focuses on the identification of factors affecting traffic congestion, and finding the most vulnerable location for congestion by developing a congestion index based on speed and saturation degree, with these two important approach solution of each area is suggested. To calculate the traffic congestion index, a thorough literature review has been conducted and all the possible parameters are identified. A questionnaire was prepared with relevant factors affection congestion and distributed to the people, who are resident or frequent users. The most significant factors are considered for further study to avoid congestion. Lack of number of lanes, no pedestrian pathway, on road parking, location of toll were found to be the most affecting factors, so we suggest widening of roads, effective parking system , etc. It is also observed that particular area of Padur and Kelambakkam were the main concern of traffic congestion. This is confirmed both practically and theoretically with the help of the survey and the congestion index values.

This paper aims to explore qualitatively the concept of implementing public policy in infrastructure development in the Municipality of Surabaya. That the number of roads in Surabaya is not balanced with the increase in the number of vehicles. For this reason, the central government proposed the construction of a mid-city toll road, but the Surabaya Municipality Government refused because the construction of the city toll road was considered unable to solve the Surabaya traffic problem, namely congestion. So that the Surabaya Municipality Government still wants to build infrastructure, namely the frontage road, on the east and west of Ahmad Yani frontage road. The construction of the frontage road, it has reduced traffic congestion on Ahmad Yani frontage road, especially around Wonokromo and East Java Province Logistics Agency. The construction of Ahmad Yani frontage road is also a form of innovation in the implementation of public policy because so far the regional government has always followed what was suggested by the central government. In the next development, Surabaya Municipality not only built a frontage road, it was only limited to road Ahmad Yani, because in the future it was expected to connect to the road in the Sidoarjo Regency.

Abstract Extension of European Union causes increase of free transfer of people and goods. At the same time they raised the problems associated with the transport, e.g. congestion and related accidents on roads, air traffic delays and more. To increase the efficiency and safety of transport, the European Commission supports the introduction of intelligent transport systems and services in all transport sectors. Implementation of intelligent transport systems and services in the road transport reduces accident frequency, increases the capacity of existing infrastructure and reduces congestions. Use of toll systems provides resources needed for the construction and operation of a new road network, improves public transport, cycling transport and walking transport, and also their multimodal integration with individual car transport.

The concept of traffic congestion and traffic management is ambiguous in nature. The traffic and congestion is dependent on a number of factors that might impact the stretch of road or the framework of the traffic management systems. As the evolution of internet in last one decade and its reach to the very last person on this planet, this provides the basket of new opportunity of managing the traffic and its patterns on the basis of live traffic data from the onsite cameras, sensors, and the google maps traffic forecast the situation of traffic congestion would be avoided, which directly helps in reducing the load on environment and saving some valuable time of the commuters, and indirectly having large savings on the countries resources. In this research paper the authors have identified the factors affecting the management, flow, and working of traffic on the toll roads, national highways, and dedicated fright corridors in specific from the literature. The identified factors have been analyzed using quantitative statistical tools such as: relative importance index, Cronbach’s alpha, and cluster analysis to know the predictor importance. For this study a total of 192 valid responses were received using structured questionnaire survey. On the basis of data analysis the recommendation have be drawn and shared with the government authorities to be implemented on the highways to facilitate the commuters and all the other stakeholders associated with the traffic and traffic management. The findings of the relative importance index conclude that the most significant attributes of traffic management are No tolling for e-vehicles, use of information boards to avoid any traffic situations, and savings on fuels. Furthermore the findings of the cluster analysis concludes that the most important predictor is no-tolling for e-vehicles, followed by savings on fuels.

The Virtual and the Physical The structure of virtual space is a product of the Internet’s geography and technology. Debates around the nature of the virtual — culture, society, economy — often leave out this connection to “fibre”, to where and how we are physically linked to each other. Rather than signaling the “end of geography” (Mitchell 1999), the Internet reinforces its importance with “real world” physical and logical constraints shaping the geography of cyberspace. To contest the nature of the virtual world requires understanding and contesting the nature of the Internet’s architecture in the physical world. The Internet is built on a physical entity – the telecommunications networks that connect computers around the world. In order to participate on the Internet, one needs to connect to these networks. In an information society access to bandwidth determines the haves from the have-nots (Mitchell 1999), and bandwidth depends upon your location and economics. Increasingly, the new generation Internet distributes bandwidth unevenly amongst regions, cities, organizations, and individuals. The speed, type, size and quality of these networks determine the level and nature of participation available to communities. Yet these types of choices, the physical and technical aspects of the network, are the ones least understood, contested and linked to “real world” realities. The Technical is the Political Recently, the US government proposed a Total Information Awareness surveillance system for all digital communications nationally. While technically unworkable on multiple fronts, many believed that the architecture of the Internet simply prevented such data collection, because no physical access points exist through which all data flows. In reality, North America does have central access points – six to be exact – through which all data moves because it is physically impossible to create redundant systems. This simple factor of geography potentially shapes policies on speech, privacy, terrorism, and government-business relations to name just a few. These are not new issues or challenges, but merely new technologies. The geography of infrastructure – from electricity, train and telephone networks to the architectures of freeways, cities and buildings – has always been as much social and political as technical. The technology and the social norms embedded in the network geography (Eischen, 2002) are central to the nature of cyberspace. We may wish for a utopian vision, but the hidden social assumptions in mundane ‘engineering’ questions like the location of fibre or bandwidth quality will shape virtual world. The Changing Landscape of the Internet The original Internet infrastructure is being redesigned and rebuilt. The massive fibre-optic networks of the Internet backbones have been upgraded, and broadband access technologies – cable modem, Digital Subscriber Line (DSL) and now wireless Wi-Fi – are being installed closer to homes and businesses. New network technologies and protocols enable the network to serve up data even faster than before. However, the next generation Internet architecture is quite different from the popular utopian vision described above. The Internet is being restructured as an entertainment and commerce medium, driven by the convergence of telecommunications technologies and commercialization. It is moving towards a broadcast model where individual consumers have access to less upstream bandwidth than downstream, with the symmetry of vendor and customer redesigned and built to favor content depending on who provides, requests and receives content. This Internet infrastructure has both physical and logical components – the telecommunications networks that comprise the physical infrastructure and the protocols that comprise the logical infrastructure of the software that runs the Internet. We are in the process of partitioning this infrastructure, both physical and logical, into information conduits of different speeds and sizes. Access to these conduits depends on who and where you are. These emerging Internet infrastructure technologies – Broadband Access Networks, Caching and Content Delivery Networks, Quality of Service and Policy Protocols – are shaped by geographical, economic and social factors in their development, deployment and use. The Geography of Broadband These new broadband networks are being deployed initially in more privileged, densely populated communities in primary cities and their wealthy suburbs (Graham, 2000). Even though many have touted the potential of Wi-Fi networks to bring broadband to underserved areas, initial mappings of wireless deployment show correlation between income and location of hotspots (NYCWireless, 2003). Equally important, the most commonly deployed broadband technologies, cable modem and ADSL, follow a broadcast model by offering more downstream bandwidth than upstream bandwidth. Some cable companies limit upstream bandwidth even further to 256 Kbps in order to discourage subscribers from setting up home servers. The asymmetry of bandwidth leads to asymmetry of information flows where corporations produce information and users content. Internet Infrastructure: Toll Roads and the Priority of Packets The Internet originally was designed around ‘best effort’ service: data flows through the networks as packets, and all packets are treated equally. The TCP/IP protocols that comprise the Internet’s logical infrastructure (Lessig, 101) govern how data is transferred across the physical networks. In the Internet’s original design, each packet is routed to the best path known, with the transport quality level dependent on network conditions. However, network congestion and differing content locations lead to inconsistent levels of quality. In order to overcome Internet “bottlenecks”, technologies such as content caching and Quality of Service (QoS) protocols have been developed that allow large corporate customers to bypass the public infrastructure, partitioning the Internet into publicly and privately accessible data conduits or throughways. Since access is based on payment, these private throughways can be thought of as the new toll roads of the Internet. Companies such as Akamai are deploying private ‘content delivery’ networks. These networks replicate and store content in geographically dispersed servers close to the end users, reducing the distance content data needs to traverse. Large content providers pay these companies to store and serve their content on these networks. Internet Service Providers (ISPs) offer similar services for internal or hosted content. The Internet’s physical infrastructure consists of a system of interconnected networks. The major ISPs’ networks interconnect at Network Access Point (NAPs) the major intersections of the Internet backbone. Congestion at these public intersection points has resulted in InterNAP building and deploying private network access points (P-NAPs). Akamai content delivery network (Akamai, 2000) and InterNAP’s P-NAPs (InterNAP, 2000) deployment maps reveal a deployment of private infrastructure to a select group of highly-connected U.S. cities (Moss & Townsend, 2000), furthering the advantage these ‘global cities’ (Graham, 1999) have over other cities and regions. QoS protocols allow ISPs to define differing levels of service by providing preferential treatment to some amount of the network traffic. Smart routers, or policy routers, enable network providers to define policies for data packet treatment. The routers can discriminate between and prioritize the handling of packets based on destination, source, the ISP, data content type, etc. Such protocols and policies represent a departure from the original peer-to-peer architecture of data equality with ‘best-effort’. The ability to discriminate and prioritize data traffic is being built into the system, with economic and even political factors able to shape the way packets and content flow through the network. For example, during the war on Iraq, Akamai Technologies canceled its service contract with the Arabic news service Al Jazeera (CNET, 2003). Technology, Choices and Values To address the social choices underpinning seemingly benign technical choices of the next generation Internet, we need to understand the economic, geographic and social factors guiding choices about its design and deployment. Just as the current architecture of the Internet reflects the values of its original creators, this next generation Internet will reflect our choices and our values. The reality is that decisions with very long-term impacts will be made with or without debate. If any utopian vision of the Internet is to survive, it is crucial to embed the new architectures with specific values by asking difficult questions with no pre-defined or easy answers. These are questions that require social debate and consensus. Is the Internet fundamentally a public or private space? Who will have access? What information and whose information will be accessible? Which values and whose values should form the basis of the new infrastructure? Should the construction be subject to market forces alone or should ideas of social equity and fairness be embedded in the technology? Technologists, policy makers (at both national and local levels), researchers and the general public all have a part in determining the answers to these questions. Policymakers need to link future competition and innovation with equitable access for all citizens. Urban planners and local governments need to link infrastructure, economic sustainability and equity through public and public-private investments – especially in traditionally marginalized areas. Researchers need to continue mapping the complex interactions of investment in and deployment of infrastructure across the disciplines of economics, technology and urban planning. Technologists need to consider the societal implications and inform the policy debates of the technologies they build. Communities need to link technical issues with local ramifications, contesting and advocating with policymakers and corporations. The ultimate geography of cyberspace will reflect the geography of fibre. Understanding and contesting the present and future reality requires linking mundane technical questions with the questions of values in exactly these wider social and political debates. Works Cited Akamai. See <http://www.akamai.com/service/network.php> Eischen, Kyle. ‘The Social Impact of Informational Production: Software Development as an Informational Practice’. Center for Global, International and Regional Studies Working Paper #2002-1. 2002. UC Santa Cruz. <http://cgirs.ucsc.edu/publications/workingpapers/> Graham, Stephen. “Global Grids of Glass: On Global Cities, Telecommunications and Planetary Urban Networks.” Urban Studies. 1999. 36 (5-6). Graham, Stephen. “Constructing Premium Network Spaces: Reflections on Infrastructure Networks and Contemporary Urban Development.” International Journal of Urban and Regional Research. 2000. 24(1) March. InterNAP. See <http://www.internap.com/html/news_05022000.htm> Junnarkar, Sandeep. “Akamai ends Al-Jazeera server support”, CNET News.com, April 4, 2003. See <http://news.com.com/1200-1035-995546.php> Lessig, Lawrence. Code and Other Laws of Cyberspace. New York: Basic Books, 1999. Mitchell, William. City of Bits. Cambridge, MA: MIT Press, 1999. Mosss, Mitchell L. and Anthony M. Townsend. “The Internet Backbone and the American Metropolis.” The Information Society Journal. 16(1): 35-47. Online at: <http://www.informationcity.org/research/internet-backbone-am... ...erican-metropolis/index.htm> Public Internet Project. “802.11b Survey of NYC.” <http://www.publicinternetproject.org/> Links http://cgirs.ucsc.edu/publications/workingpapers/ http://news.com.com/1200-1035-995546.html http://www.akamai.com/service/network.html http://www.informationcity.org/research/internet-backbone-american-metropolis/index.htm http://www.internap.com/html/news_05022000.htm http://www.publicinternetproject.org/ Citation reference for this article Substitute your date of access for Dn Month Year etc... MLA Style Eischen, Emy Tseng & Kyle. "The Geography of Cyberspace" M/C: A Journal of Media and Culture< http://www.media-culture.org.au/0308/03-geography.php>. APA Style Eischen, E. T. &. K. (2003, Aug 26). The Geography of Cyberspace. M/C: A Journal of Media and Culture, 6,< http://www.media-culture.org.au/0308/03-geography.php>