www.ijecs.

in
I nternational J ournal Of Engineering And Computer Science I SSN:2319-7242
Volume 2 I ssue 9 September 2013 Page No. 2823-2837


Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2823

Survey On Vehicle And Toll Plaza For National
Highways In India
Sathya.V , Abdul Samath.J ,
MGR College, Hosur
Sri Ramakrishna Institute of Technology, Coimbatore


ABSTRACT

The aim of the study is to investigate the different operational systems of collecting tolls along the toll plazas through the
measurement of service rate of vehicles. Results show that the dedicated E-pass lane has a lesser toll booth transaction time
yet the usage of the E-pass lane was not maximized, in spite of the faster transaction. However, more motorists pass through
lanes using conventional scheme that causes frequent congestion especially during rush hours. The mixed-mode dual
operating system lane is fairly greater in service rate than the exclusive E-pass lane. It was observed that the lane capacity and
delay of each toll lane also vary widely with the type of toll-collecting booths. On the other hand, the queue delay in the
mixed-mode scheme is significantly less delay in E-pass than the manual scheme.

The large volume of vehicles on the road has created new challenges for agencies responsible for traffic management, law
enforcement and public safety. The aim of the study is to investigate the different operational systems of tolls technology
along the toll plazas. This article gives an overview of origin of vehicles along with toll plaza in India. In the modern system,
we need an automated system that can analyze toll gate activities.

General Terms: tollgate, Vehicles
Additional Key Words and Phrases: Transport, National Highways, Electronic Toll Collection, Intelligent Transport Systems

1. INTRODUCTION

Traffic in Indian cities generally moves slowly, where
traffic jams and accidents are very common. India has very
poor records on road safely around 90,000 people die from
road accidents every year.

At least 13 people die every
hour for road accidents in the country, in the year 2007
road accidents claimed more than 1,30,000 lives,
overtaking China [Dr. Khali Persad et al. 2007]. A
Reader's Digest study of traffic congestion in Asian cities
ranked several Indian cities within the Top Ten for worst
traffic.


Road Transport is vital to India's economy. It enables the
country's transportation sector contribute 4.7 percent of
Indias gross domestic product, in comparison to railways
that contributed 1 percent, in 2009-10. Road transport has
gained in the importance over the years despite significant
barriers and inefficiencies in inter-state freight and
passenger movement compared to railways and air. The
government of India considers road network as critical as
the country's development, social integration and security
needs of the country [Jain, J.P et al. 2003]


India's road network carries over 65 percent of its freight
and about 85 percent of passenger traffic.

Indian road
network is administered by various government
authorities, given India's federal form of government. The
following table describes the regulating bodies. [Jain, S.S.
et al. 2006]

Table 1: Road Classification
Road
classification
Authority responsible Total kilometers (as of 2011)
National
Highways
Ministry of Road Transport & Highways (Central
government of India)
70,934 plus 40,000 kilometers
under implementation
State
Highways
State governments (state's public works department) 1,31,899
Rural and
urban roads
Local governments, panchayats and municipalities 31,17,763

Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2824
2. TRANSPORT IN INDIA
2.1 Walking

In ancient times, people often covered long distances on
foot. Even, Adi Sankaracharya travelled all over Indiaonly
by feet. Walking still constitutes an important mode of
transport in urban [Saijie Lu et al. 2009]. In the city of
Mumbai, to further improve the transit conditions for
pedestrians. Mumbai Metropolitan Region Development
Authority has commenced the construction of more than
50 skywalks, as part of the Mumbai Skywalk project.
2.2 Bullock Carts and Horse Carriages

Bullock carts have been traditionally used for transport,
especially in rural India. The arrival of the British saw
drastic improvements in the horse carriages which were
used for transport since early days. Today, they are used in
smaller towns and are referred as Tonga or buggies.
Victories of Mumbai is still used for tourist purposes, but
horse carriages are now rarely found in the metro cities of
India. [Crispin Emmanuel et al. 2005]. In recent years some
cities have banned the movement of bullock carts and
other slow moving vehicles on the main roads.


Fig 1: Bullock carts used in rural India
2.3 Bicycles
Bicycles are a common mode of travel in much of India. In
2005, more than 40% of Indian households owned a
bicycle, with ownership rates ranging from around 30% to
70% at the state level. Along with walking, cycling
accounts for 50 to 75% of the commuter trips for those in
the informal sector in urban areas. Even though India is the
second largest producer of bicycles in the world,

a
significant prejudice against bicycle riding for transport
exists in some segments of the population, generally
stemming from the status symbol aspect of the motor
vehicle.

In India, the word "bike" generally refers to
motorcycle, and "cycle" refers to bicycle [Dr. Khali Persad
et al. 2007]. Pune was the first city in India to have
dedicated lanes for cycles.

It was built for the 2008
Commonwealth Youth Games. However, recent
developments in Delhi suggest that bicycle riding is fast
made in the metro cities of India. Delhi government has
decided to construct separate bicycle lanes on all major
roads to combat pollution and ease traffic congestion.


2.4 Two-Wheelers
Manufacture of scooters in India started when Automobile
Products of India (API), set up at Mumbai and
incorporated in 1949, began assembling Innocenti-built
Lambretta scooters in India post-independence.

They
eventually acquired license for the Li150 series model, of
which they began full-fledged production from the early
sixties onwards.

In 1972, Scooters India Ltd (SIL), a state-
run enterprise based in Lucknow, Uttar Pradesh, bought
the entire manufacturing rights of the last Innocenti
Lambretta model. API has infrastructural facilities at
Mumbai, Aurangabad, and Chennai but has been non-
operational since 2002. SIL stopped producing scooters in
1998.


2.5 Hand-Pulled Rickshaw and Cycle Rickshaws
This types of transports are still available in Kolkata
wherein a person pulls the rickshaw by hand. The
Government of West Bengal proposed the ban on these
rickshaws in 2005 describing them as "inhuman".

Though
a bill aiming to address this issue, termed as 'Calcutta
Hackney Carriage Bill', was passed by the West Bengal
Assembly in 2006, it has not been implemented yet.

The
Government of West Bengal is working on an amendment
of this bill to avoid the loopholes that the Hand-pulled
Rickshaw Owner's Association filed a petition against the
bill.

Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2825

Fig 2: Complexity of Traffic in India
Cycle rickshaws were introduced in India in 1940s.

They
are bigger than a tricycle where two people sit on an
elevated seat at the back and a person pedals from the
front. In the late 2000s, they were banned in several cities
for causing traffic congestion [J. Santa et al. 2010]. Delhi
Police recently submitted an affidavit against plying of
cycle rickshaws to ease traffic congestion in the city but it
was dismissed by Delhi High court.

In addition,
environmentalists have supported the retention of cycle
rickshaws as non-polluting and inexpensive mode of
transport.

An auto rickshaw or three-wheeler (tempo, tuk-tuk,
trishaw, auto, rickshaw, autorick, bajaj, rick, tricycle,
mototaxi, baby taxi) is usually three-wheeled cabin cycle
for private use and as a vehicle for hire. It is a motorized
version of the traditional pulled rickshaw or cycle
rickshaw. Auto rickshaws are an essential form of urban
transport in many developing countries, and a form of
novelty transport in many Eastern countries.

2.6 Automobiles
Public Transport is the predominant mode of motorized
local travel in cities. This is predominantly by road, since
commuter rail services are available only in the seven
metropolitan cities of Mumbai, Delhi, Chennai, Kolkata,
Bangalore, Hyderabad and Pune, while dedicated city bus
services are known to operate at least 25 cities with a
population of over one million.

[R.Mcelroy, 2007]
Intermediate public transport modes like tempos and cycle
rickshaws assume importance in medium size cities.
However, the share of buses is negligible in most Indian
cities as compared to personalized vehicles, and two-
wheelers and cars account for more than 80 percent of the
vehicle population in most large cities.

Transport in the Republic of India is an important part of
the nation's economy. Since the economic liberalisation of
the 1990s, development of infrastructure within the
country has progressed at a rapid pace, and today there is a
wide variety of modes of transport by land, water and air.
India's public transport systems are among the most
heavily used in the world.

India's rail network is the 4th
longest and the most heavily used system in the world,
transporting over 6 billion passengers and over 350
million tons of freight annually.

2.7 Taxi
Depending on the city/state, taxis can either be hailed or
hired from taxi-stands. In cities such as Ahmedabad,
Bangalore, Hyderabad, taxis need to be hired over phone,

whereas in cities like Kolkata and Mumbai, taxis can be
hailed on the street. According to the Government of
Indian regulations, all taxis are required to have a fare-
meter installed. The passengers are charged according to
the number of people with different destinations. A similar
system exists for auto rickshaws, known as share autos.


Fig 3: The Premier Padmini taxis of Mumbai
2.8 Buses
The city of Chennai houses Asia's largest bus terminus, the
Chennai Mofussil Bus Terminus.

In 2009, the Government
of Karnataka and the Bangalore Metropolitan Transport
Corporation flagged off a pro-poor bus service called the
Atal Sarige. The service aims to provide low-cost
connectivity to the economically backward sections of the
society to the nearest major bus station [Francisco Ferreira,
2006] Buses take up over 90% of public transport in Indian
cities,

and serve as a cheap and convenient mode of
transport for all classes of society. Services are mostly run
by state government owned transport corporations.

Bangalore was the first city in India to introduce Volvo
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2826
B7RLE intra-city buses in India in January 2006.

Bangalore is the first Indian city to have an air-conditioned
bus stop, located near Cubbon Park. It was built by Airtel.


The APSRTC has introduced Buses with two coaches.
These Buses are allowed to operate only in the Greater
Hyderabad.
2.9 Bus Rapid Transit System (BRTS)
Bus Rapid Transit (BRT) systems and air conditioned
buses have been taken by the various state government to
improve the bus public transport systems in cities. Bus
Rapid Transit systems already exist in Pune, Delhi,
Ahmedabad, Mumbai and Jaipur with new ones coming up
in Kolkata Hyderabad Lucknow and Bangalore. High
Capacity buses can be found in cities like Mumbai,
Bangalore, Nagpur and Chennai.



Fig 4: A city bus in Cochin, Kerala
2.10 Rail Transit Systems
The Rail based transit systems in India include Suburban
Railway (also referred as EMU / DMU), Rail Rapid
Transit or Metro systems and mono-rail.


2.11 Suburban Railway
Mumbai Suburban Railway is the first rail system in India
which began services in Mumbai in 1867. It transports 6.3
million passengers daily and has the highest passenger
density in the world. The first rapid transit system in India,
Kolkata Suburban Railway, was established in Kolkata in
1854.

Its first service ran between Howrah and Hooghly
covering a distance of 38.6 km.
2.12 Rapid Transit
The first modern rapid transit in India was Kolkata Metro,
with operations starting in 1984. The Delhi Metro in the
capital city of New Delhi is second conventional metro
which began operations in 2002.The Namma Metro in
Bangalore is India's third operational rapid transit
beginning operations in 2011. Currently, rapid transit
systems have been deployed in these cities and more are
under construction or in planning in several major cities of
India [Patras et al. 2008].

Fig 5: Delhi Metro
3. TOLL GATES IN INDIA

3.1 Closed, Open Road Tolling

There are three systems of toll roads exist:

(I) open (with mainline barrier toll plazas)
(Ii) closed (with entry/exit tolls)
(iii) All electronic toll collection (no toll booths, only
electronic toll collection gantries at entrances and exits or
at strategic locations on the mainline of the road).

On an open toll system, all vehicles stop at various
locations along the highway to pay a toll. While this may
save money from the lack of need to construct tolls at
every exit, it can cause traffic congestion, and drivers may
be able to avoid tolls by exiting and re-entering the
highway. With a closed system, vehicles collect a ticket
when entering the highway. In some cases, the ticket
displays the toll to be paid on exit. Upon exit, the driver
must pay the amount listed for the given exit. Should the
ticket be lost, a driver must typically pay the maximum
amount possible for travel on that highway. Short toll
roads with no intermediate entries or exits may have only
one toll plaza at one end, with motorists travelling in either
direction paying a flat fee either when they enter or when
they exit the toll road.

In a variant of the closed toll system, mainline barriers are
present at the two endpoints of the toll road, and each
interchange has a ramp toll that is paid upon exit or entry.
In this case, a motorist pays a flat fee at the ramp toll and
another flat fee at the end of the toll road. So, no ticket is
necessary. In an all-electronic system no cash toll
collection takes place, tolls are usually collected with the
use of a transponder mounted on windshield of each
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2827
vehicle. Around the world, there's an upsurge in tollgates
to finance new roads and bridges, upgrade existing road
facilities and manage traffic flow during heavily congested
periods of the day [Dr. Khali Persad et al. 2007]. Tolling is
a way to maintain roads without having to resort to
traditional taxes. This system is regarded as a fair and just
way to maintain the badly needed road infrastructure
because the cost is paid by the people who derive the most
benefit from these facilities rather than by taxpayers in
general.



Fig 6: India's first expressway of Mumbai-Pune

There is a heavy backlog of road maintenance in this
country. Most of the bridges are very old, calling for an
urgent need for replacement or major structural repairs.
Funds are urgently required for these works. The NRFA in
collaboration with other stakeholders is therefore
considering the implementation of road tolling as a widely
accepted approach for raising funds directly from road
users for the provision, maintenance and operation of
specific sections of the road. There are a variety of options
for tolling highways or bridges. Tolls can be collected
electronically or by using traditional toll plazas where the
customer pays with cash. Modern electronic tolling
systems allows users to have several options like setting up
a prepaid account, attaching a small e-sticker or
transponder to their vehicle, and paying electronically at
highway speeds, without stopping.

Tolls may also be charged based on distance, exit, access
or time period. Distance tolling refers to charging a toll
that matches the distance travelled by a vehicle on a toll
road. Many systems issue a toll ticket upon entry onto the
toll road and require payment of the toll upon presentation
of the entry ticket at the exit. This is the classic toll road
payment method and is considered the most equitable as
travelers only pay for the amount of road they use [Patras et
al. 2008]. Exit tolling requires vehicles to pay the toll only
once when exiting the toll road, which is typically a flat
charge per exit whereas point tolling requires only one toll
collection area or plaza for the entire road and is
traditionally applied to bridges and tunnels. The advantage
to this tolling method is that users know exactly what toll
they will pay before using the road. Alternatively access
tolling is similar to point tolling except that a single toll
plaza is located at the start of the toll road, and all vehicles
crossing the plaza are charged a flat toll. Period tolling
requires users to purchase a prepaid ticket which is then
displayed in the vehicle. The ticket is normally established
as a fixed amount for unlimited usage over a certain period
of time such as a day, week, month or year. Admittedly, a
toll project, when properly launched and implemented in
Zambia, will be win-win reform for road sector financing.
A toll road (also called toll way, turnpike, toll highway, or
express toll route) is a privately or publicly built road is
required to pay a fee or toll. Tolls are a form of user tax
that usually pays for the cost of road construction and
maintenance without raising taxes on non-users. Fees or
tolls usually vary by vehicle type, weight or number of
axles. Fees or tolls were traditionally collected by hand by
toll gate workers at toll booths, toll houses, toll plazas, toll
stations, toll bars or toll gates. In addition to toll roads, toll
bridges and toll tunnels were also used by public
authorities for revenue generation to repay for long-term
debt issued to finance the building and maintenance of the
toll facility.
Now a days Some tolls are collected to accumulate
finances to build future capacity expansion and
maintenance of roads, tunnels, bridges, etc. Some tolls are
used as general tax fund for local governments and may
have little or nothing to do with transportation facilities.
These types of tolls are usually limited or prohibited by
central government legislation. Also road congestion
pricing schemes have been implemented in a limited
number of urban areas as a transportation demand
management tool in an attempt to reduce traffic congestion
and air pollution.

3.2 Evolution and Future of Tolling

Corridor Tolling: This is the most common form of
tolling, in which a driver pays a fee to use a specific stretch
of roadway or bridge. High Occupancy Toll (HOT) lanes
are designated for multi-passengers, but single-occupant
vehicles can use if they pay a toll. The primary objective
of the toll is to repay the cost of building and operating the
facility. Complexity can as low as having the driver stop
and pay cash on entry, although most systems are
implementing Open Road Tolling. However, the corridor
is likely to be underused compared to alternative non-
tolled routes and may not relieve congestion in a region.
The road must be exclusive to those who pay, otherwise
users do not feel compelled to pay and the program may
not earn adequate revenue [Kim S.W et al. 2010].

Cordon Tolling: This is a charge for entering a specific
area. The primary objective is to reduce the number of
vehicles entering. Every entry point must be equipped with
means of identifying vehicles and ensuring that they pay,
have paid, or will pay. To be an effective strategy, the
public must be convinced that benefits improved mobility,
lower pollution, etc. will be realized fairly quickly. An
efficient public transportation system is essential for this
strategy to be effective. This is implemented in London
City to avoid traffic and pollution problems during
daytime.

Area-wide Mileage Tolling: This is a mechanism
whereby vehicles are charged based on a road user fee. An
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2828
example of this system is German truck toll, in which all
trucks are required to pay tolls based on the distance
travelled inside Germany [Kossak.A, 2006]. In some
respects this strategy is analogous to the U.S. gas tax, in
that, theoretically, each vehicle pays based on miles
driven. The primary objective is to generate revenue for
the transportation system and, to a lesser degree, to
regulate the amount of driving.

Integrated System Management: In this visionary
concept, demand for transportation would be managed
through information: users would have a choice of modes
and routes and an array of ways to pay for a trip. The
charge would incentives the most efficient transport choice
and the market would drive the provision of capacity.
Highly complex systems, such as roadside-vehicle-
traveller communications would be required, but system
usage is expected to be highly efficient. Required
conditions include market flexibility and access to
information.

4. TOLL TECHNIQUES

4.1 Intelligent Transportation Systems (ITS)

It is an established route to resolve, or at least minimize
traffic problems. ITS encompass all modes of
transportation - air, sea, road and rail, and intersects
various components of each mode - vehicles,
infrastructure, communication and operational systems.
Various countries have developed strategies and
techniques, based on their geographic, cultural, socio-
economic and environmental background, to integrate the
various components into an interrelated system. In general,
any of the ITS applications uses a Traffic Management
Centre (TMC) where data is collected, analyzed and
combined with other operational and control concepts to
manage the complex transportation problems. Typically,
several agencies share the administration of transport
infrastructure, through a network of traffic operation
centers. There is often, a localized distribution of data and
information and the centers adopt different criteria to
achieve the goals of traffic management. This inter-
dependent autonomy in operations and decision-making is
essential because of the heterogeneity of demand and
performance characteristics of interacting subsystems.

The major objective of ITS is to evaluate, develop, analyze
and integrate new sensor, information, and communication
technologies and concepts to achieve traffic efficiency,
improve environmental quality, save energy, conserve
time, and enhance safety and comfort for drivers,
pedestrians, and other traffic groups [Tomer Toledo et al.
2008]. The adoption of location and information based
technologies into vehicles, infrastructure, traffic
management and traveler information services have shown
dramatic improvements in the safe, and efficient mobility of
people and freight in USA, European nations, Japan, Middle
East and Canada.

Rural and Developments in ITS are driven strongly by
socio-economic needs and environmental demands. In
India, the diverse range of vehicular velocities (pedestrian,
bicycle, LMV's, HMV's), wide variety of vehicles
including pedestrian traffic, and a very high population
density makes adoption of Western ITS standards and
architecture difficult [M.A.Chowdhury et al. 2003]. The
Indian ITS must be designed to suit the Indian scenario
and will ideally be an interplay of public and private
sectors. On the public side, ITS will be designed based on
regional and national standards to suit the specific region.
On the private side, new technologies would be fuelled by
the consumer market. The design of an intensive ITS
program in India should encompass developments in
technology, modeling, interconnectivity of multiple
branches of engineering including transportation,
communication, electronics, and IT, and human capital
development.

Table 2: Major District Roads
Major District Roads
State/UT Single lane (km) Intermediate lane (km) Double lane (km) Multilane (km) Total (km)
Kerala 18900
Tamil
Nadu
4,797 757 1,761 47 7,362




Fig 7: A rural road in an eastern state of India

India added over 500,000 kilometers of paved single lane
rural roads between 2005 - 2011.

In India, the rural road
forms a substantial portion of the Indian road network.
These roads are in poor shape, affecting the rural
population's quality of life and Indian farmer's ability to
transfer produce to market post-harvest. Over 30 percent of
Indian farmer's harvest spoils post-harvest because of the
poor infrastructure. Many rural roads are of poor quality,
potholed, and unable to withstand the loads of heavy farm
equipment. These roads are also far from all season, good
quality 2-lane or 4-lane highways, making economic
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2829
resource flow slow, and logistical costs between different
parts of India one of the highest in the world.
In some parts of India, local social spending program has
produced limited results and no lasting change over 10
years, in either the quality or quantity of rural road
network.

In other parts of India, the Pradhan Mantri Gram
Sadak Yojana and a sister program named Bharat Nirman
have privatized the rural road construction projects and
deployed contractors [Burris M.W 2004]. The effort has
aimed to build all-season, single lane, paved asphalted
roads that connect India's rural and remote areas. A
significant portion of funding for these projects have come
from the World Bank and Asian Development Bank. This
has produced results, which are presented in the table
below.
Table 3: Rural Road Network in India
Rural road network in India, trends over 10 years
Kilometers
in 2001
Kilometers
as of May 2011
Kilometers
under construction in 2011
Total rural roads 2.7 million 3.1 million 0.1 million
Paved, not maintained rural roads 0.5 million
Unpaved rural roads 2.2 million 1.9 million
Paved, maintained rural roads 728,871 53,634
New rural roads 322,900 82,743
The main roads in India are under huge pressure and in
great need of modernization in order to handle the
increased requirements of the Indian economy. In addition
to maintenance, the expansion of the network and
widening of existing roads is becoming increasingly
important. This would then enable the roads to handle
increased traffic, and also allow for a corresponding
increase in the average movement speed on India's roads.
The World Health Organization compilation of road
network safety data for major economies found India to
have the highest number of road fatalities in the World,
with 105,000 road accident caused deaths in 2006 [K.
Takada et al. 2009].

However, adjusted for India's larger
population, the accident and fatalities rates are similar to
major economies. Over 2004-2007, India had a road
fatality rate of 132 deaths per million citizens, compared to
131 deaths per million citizens in the United States.

4.2 Electronic Toll Collection (ETC)

Electronic Toll Collection is a fairly mature technology
that allows for electronic payment for motorways and
expressways. An ETC system is able to determine if a car
is registered in a toll payment program, alerts enforcers of
toll payment violations, and debits the participating account.
ETC is fast becoming a globally accepted method of toll
collection, a trend greatly aided by the growth of
interoperable ETC technologies.

The ETC's target is for all vehicles to be equipped with an
ETC box, linked to a standard contract for the
owner/operator. At the end of each billing period, a single
invoice would be issued, covering journeys through any of
the member states.

All new electronic toll collection systems brought into
service on or after the 1
st
of January, 2007 shall, for
carrying out electronic toll transactions, to use one or more
of the following technologies: satellite positioning, mobile
communications using the GSM-GPRS standard
(reference GSM TS 03.60/23.060) and 5.8 GHz microwave
technology [Gabriel Nowacki et al. 2008]. It stressed that
toll collecting charge institutions should be able to carry
out electronic toll transactions from the 1
st
of January,
2011 to the carriage of goods where the maximum
permissible mass of the vehicle, including any trailer, or
semi-trailer, exceeds 3, 5 tons, or of passengers by vehicles
which are constructed or permanently adapted for carrying
more than nine persons including the driver.

New electronic toll systems brought into service after the
adoption of this directive should use the satellite
positioning and mobile communications technologies. The
Working Group No 1 (WG1) of Technical Committee 278
(Road Transport and Traffic Telematics) established in
1991 is responsible for electronic toll collection systems in
European Union [Chia-pei et al. 2004]. ISO/TC 204 is the
partner of CEN/TC 278 in ISO, responsible for the
international standardization of transport information,
communication and control systems. It is recommended to
implement National Automated Toll System for highways
and expressways in Poland. Authors have carried out the
analysis of some systems functioning all over the world to
choose the best one for Poland [Gabriel Nowacki et al.
2008].

An important metric for economic growth of any country
is have burgeoning vehicle ownership. However, the
indirect effect of vehicle ownership is acute traffic
congestion. In India, the past decade, has seen an
astronomical increase in vehicle ownership and associated
road blocks and traffic snarls in its metropolitan cities.
The variety of vehicles in India - two, three and four
wheelers, in addition to a large pedestrian population,
complicates the situation.

Any structure, building or system needs maintenance and
rehabilitation which are of course costly. Highways and
roads are also not an exception. From the very past, the
construction, extension, maintenance and operating costs
of highways, roads, bridges and tunnels were collected
directly or indirectly. In the older indirect method, the
expenses are compensated either by tax payment on fuel or
by budget allocation from the national income. In the
direct method, the tolls are taken directly from the drivers
passing that road or street.
In most advanced countries, ETC systems have evolved
from older systems where many of the existing
technologies did not exist. [Beckers T. et al. 2006] Due to
backward compatibility constraints, implementing ETC
models across the country has proved to be a challenge,
and sometimes complicated solutions have evolved to
ensure interoperability between systems of different toll
vendors. India has an advantage as there are no legacy
systems in place, and highway expansion has begun to take
off mainly over the last decade. Consequently, there is an
opportunity to simple and robust ETC system that
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2830
leverages modern information and communication
technologies. Presently, Electronic toll collection is used at
few toll plazas on national highways [Sathya V. et al.
2012]. Although payments may still be made in cash, it is
more common now to pay by credit card, by pre-paid card,
or by an electronic toll collection system.


Fig 8: Queue of vehicle in toll-plaza
The Union Toll Plaza on the Garden State Parkway was
the first ever to use an automated toll collection machine.
A plaque commemorating the event includes the first
quarter collected at its toll booths [Khadijah Kamarulazizi
et al. 2010].

The first major deployment of the RFID
electronic toll collection system in the United States was
on the Dallas North Toll way in 1989 by Amtech. It is used
on the Dallas North Toll way was originally developed at
Sandia Labs for use in tagging and tracking livestock. In
the same year, the Telepass active transponder RFID
system was introduced across Italy.
4.2.1 Scope of Electronic Toll Collection in India

India has about 42.36 Lakh kilometres of road network,
which is the second largest in the world. The length of
various categories of roads is as under.

National Highways - 70,934 km
State Highways - 1,54,522 km
Major district roads - 25,77,396 km
Rural roads - 14,33,577 km

According to the report given by National Highway
Authority of India (NHAI) carry 40% of road traffic. Due
to this traffic congestion is very high and to reduce it, ETC
must be implemented. And to reduce the traffic density,
provides road safety and also increases the Central
Governments Economy.

National Highways Lane wise distribution can be
classified as,

4-Lane - 22.3%
2-Lane - 52.3%
Single Lane - 25.4%

There is a possibility of maintaining ETCs on state
highways as well as in busiest hours in cities. This may
leads to the reduction of congestion, pollution, traffic
violation at peak hours [A.E. Wahlberg, 2007]. By viewing
all the above data, the Ministry has decided to implement a
uniform interoperable ETC System with RFID based
technology which offers interoperability and compatibility
for seamless movement of vehicles on tolled national
highways, state highways etc.

The factors to be considered are;

The system must be interoperable nationwide, and
affordable.
Technologies should be tried and tested.
Systems should be easy to use.
ETC should be scalable to other applications.
Payments should be possible through credit cards and
mobile phones etc.

4.2.2 Components of Electronic Toll System

Electronic Toll Collection System is rely on four major
components: automated vehicle identification, automated
vehicle classification, transaction processing, and violation
enforcement.

4.2.2.1 Automated vehicle identification

It is the process of determining the identity of a vehicle
subject to tolls. It relies on radio-frequency identification
(RFID), where an antenna at the toll gate communicates
with a transponder on the vehicle via Dedicated Short
Range Communications (DSRC). RFID tags have proved
to have excellent accuracy, and can be read at highway
speeds. The major disadvantage is the cost of equipping
each vehicle with a transponder. It can also use Global
Positioning System location information to identify a
vehicle.

4.2.2.2 Automated vehicle classification

It is closely related to automated vehicle identification
(AVI). Most toll facilities charge different rates for
different type of vehicles, making it necessary to
distinguish the vehicles passing through the toll facility.
The simplest method is to store the vehicle class in the
customer record, and use the AVI data to look up the
vehicle class. This is low-cost, but limits user flexibility, in
such cases as the automobile owner who occasionally tows
a trailer [T.Mikami, 2008]. More complex systems use a
variety of sensors. Inductive sensors embedded in the road
surface can determine the gaps between vehicles, to
provide basic information on the presence of a vehicle.

4.2.2.3 Transaction Processing

Transaction processing deals with maintaining customer
accounts, posting toll transactions and customer payments
to the accounts, and handling customer inquiries. It is
referred to as a "customer service center" and this function
resembles banking, and several toll transactions are
periodically billed to the customer, or prepaid, where the
customer funds a balance in the account which is then
depleted as toll transactions occur. The prepaid system is
more common, as the small toll agencies have contracted
out transaction processing to a bank. Customer accounts
may be postpaid, where amounts of most tolls makes
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2831
pursuit of uncollected debts uneconomic. Mostly postpaid
accounts are maintained only with transport departments
and truck operators.


4.2.2.4 Violation Enforcement System

It is useful in reducing unpaid tolls. Several methods can
be used to prevent toll violators. A physical barrier, such
as a gate arm, ensures that all vehicles passing through the
toll booth have paid a toll. Violators are identified
immediately, as the barrier will not permit the violator to
proceed. However, barriers also force authorized
customers, which are the vast majority of vehicles passing
through, to slow to a near-stop at the toll gate, negating
much of the speed and capacity benefits of electronic
tolling.

For example in Illinois, it requires transponder users to
enter their license plate information before using the
system. If the transponder fails to read, the license plate
number is matched to the transponder account, and the
regular toll amount is deducted from the account rather
than a violation being generated. If the license plate can't
be found in the database, then it is processed as a violation.
An interesting aspect of such toll violation system in
Illinois is a 7 days grace period, allowing toll way users to
pay missed tolls online with no penalty of the 7 days
following the missed toll.















Fig 9: Components of ETC

4.2.3 Electronic Toll Collection Technologies

There are five types of technologies used for electronic toll
collection [Our Reference].

Dedicated Short Range Communication (DSRC)
Global Positioning System (GPS)
Global System for Mobile communications (GSM)
Digital Tachography
Odometer

4.2.3.1 Dedicated Short Range Communication


Dedicated Short Range Communications (DSRC) use
microwave or sometimes Infrared technology to transmit
data over short distances between motorway systems and
mobile units. Operating in the 5.8 GHz frequency range,
the microwave DSRC [Tomer Toledo, Oren Musicant,
Tsippy Lotan, 2008] data transmission technology is
similar to the technology used in RFID smart tags, which
will replace bar codes at some future time.


4.2.3.2 Global Positioning System (GPS)

GPS is the geo-location system developed by the United
States and first used in the 1980s for military applications.
At the end of 1993, the US Department of Defense made
the technology accessible to civilian users, and GPS is now
used throughout the world for geo-location, positioning
and navigation. Europe is developing its own geo-location
system, Galileo, which is expected to be operational in
2008. Galileo will use a constellation of 30 satellites
orbiting at an altitude of 24,000 km. It will be more precise
than GPS and will also offer a number of other benefits to
subscribers.


4.2.3.3 Global System for Mobile communication
(GSM)

GSM (Global System for Mobile communication) is a
digital mobile telephone system that has become wireless
telephone standard in Europe. In the 1980s, prior to
standardization, numerous systems were in use, for
example, Radiocom 2000 systems in France, NMT 450 in
the Benelux and Scandinavian countries, TACS in Britain
and C-Netz in Germany. Standardisation around GSM
technology was the catalyst for the cell phones immense
success in Europe. In September 2001, the number of
French mobile phone subscriptions surpassed the number
of regular telephone lines in France. In electronic toll
systems, mobile phone technologies can be used for
payment transactions, be it through SMS GSM or GPRS /
Edge.

4.2.3.4 Digital tachography

Tachographs [A.E. Whlberg, et. al, 2007] are installed in
trucks weighing over 3.5 tons, as well as in vans and buses
with more than 9 seats. Similar to the black boxes
installed on aircraft, tachographs are used to verify drivers
compliance with regulations, for example by recording the
distance driven in a given period of time. Most
tachographs still rely on analogue technology, with the
data recorded on a paper disk. Forthcoming European
regulation will require all new vehicles in this category to
be equipped with digital tachographs from August 2006
and will apply to approximately 300,000 vehicles each
year. A number of non-EU member states, including
Brazil, India and the countries of North Africa, are also
expected to adopt the same rule.

4.2.3.5 Odometer

An odometer or odograph is an instrument that indicates
distance traveled by a vehicle, such as a bicycle or
automobile. The device may be electronic, mechanical, or
a combination of the two. The word derives from the
Greek words hods "path" or gateway and mtron
"measure". In countries where Imperial units or US
customary units are used, it is sometimes called a
mileometer or milometer.

4.2.4 Benefits of ETC

The benefits because of ETC for the driver, toll operator
and vehicle owners are listed below [Hofstetter.H 2006].

Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2832
Some of the benefits for drivers include:
Fewer and shorter queues at toll plazas by increasing
toll booth service rates;
Faster and more efficient servicethe customer does
not need to stop or have toll fees on hand;
To pay by keeping a balance on the customers
account or charging a registered credit card;
Mailed toll statementsthe customer no longer has to
request a receipt.
Reduced accident rates/ improved safety because of
less slow-and-go driving.

Some of the benefits for toll operators include:
lowered toll collection costs;
better audit control by centralized user accounts;
Expanded capacity without being required to build
more infrastructure.

For everyone, some of the benefits of ETC include:
fuel savings;
reduced mobile emissions by reducing or eliminating
deceleration, waiting times, and acceleration;
Possible reduced drain on public monies, if the system
is more self-sustaining or if the system was built/run via a
public-private partnership arrangement.

5. INDIAN ROAD NETWORK
5.1 National Highways
In general, roads in India are primarily bitumen-based
macadamized roads. However, a few of the National
Highways have concrete roads too. In some locations, such
as in Kanpur, British-built concrete roads are still in use.
[Gommori, N et al. 2003] Concrete roads were less popular
prior to 1990s because of low availability of cement then.
However, with large supplies of cement in the country and
the virtues of concrete roads, they are once again gaining
popularity. Concrete roads are weather-proof and require
lower maintenance compared to bituminous roads. The
sortable table below lists national highway density in India
per state or union territory. Included for context and
comparison are major road density of several developed
economies [Newton et al. 2011]. The National Highways
are the backbone of the road infrastructure and the major
roads in India. They carry most of India's freight and
passenger traffic. State highways and major district roads
constitute the secondary and interconnecting roads in
India.

Fig 10: Major highways in Indian road network
National Highways in India are designated as NH followed by the highway number. Indian national highways are further classified
based on the width of carriageway of the highway.
Table 4: National Highways in India
National Highways in India, by state and union territories
State / Union
Territory
National
Highway
Length,
kilometers
Kilometers
per 1000
people
National Highway Numbers
Andaman Nicobar
Island
300 0.843 223
Andhra Pradesh 4,537 0.6 52, 52A, 153, 229, 52B Ext. & 37 Ext.
Arunachal Pradesh 1,992 1.816
4, 5, 7, 9, 16, 18, 18A, 43, 63, 202, 205, 214,
214A, 219, 221, 222 & 234
Assam 2,836 0.106
31, 31B, 31C, 36, 37, 37A, 38, 39, 44, 51, 52,
52A, 52B, 53, 54, 61, 62,151,152,153 &154
Bihar 3,642 0.044
2, 2C, 19, 28, 28A, 28B, 30, 30A, 31, 57, 57A,
77, 80, 81, 82, 83, 84, 85, 98, 99, 101, 102, 103,
104, 105, 106, 107 & 110
Chandigarh 24 0.027 21
Chhattisgarh 2,184 0.105
6, 12A, 16, 43, 78, 200,202, 216, 217, 111, &
221
Dadar & Nagar
Haveli
0 0
Daman Diu 0 0
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2833
National Highways in India, by state and union territories
State / Union
Territory
National
Highway
Length,
kilometers
Kilometers
per 1000
people
National Highway Numbers
Delhi 72 0.005 1, 2, 8, 10 & 24
Goa 269 0.2 4A, 17, 17A & 17B
Gujarat 3,245 0.064
NE-I, 6, 8, 8A, 8B, 8C, 8D, 8E, 14, 15, 59, 113
& 228
Haryana 1,512 0.072
1, 2, 8, 10, 21A, 22, 64, 65, 71, 71A,
72, 73, 73A, 71B & NE-II
Himachal Pradesh 1,409 0.232
1A, 20, 20A, 21, 21A, 22, 70, 72, 72B, 88 &
73A
Jammu & Kashmir 1,245 0.123 1A, 1B, 1C & 1D
Jharkhand 1,805 0.067 2, 6, 23, 31, 32, 33, 75, 78, 80, 98, 99 & 100
Karnataka 4,396 0.083
4, 4A, 7, 9, 13, 17, 48, 63, 67, 206, 207,209,
212, 218 & 234
Kerala 1,457 0.046 17, 47, 47A, 47C, 49, 208, 212, 213, & 220
Laksha Islands 0 0
Madhya Pradesh 4,670 0.077
3, 7, 12, 12A, 25, 26, 26A, 27,
59,59A,69,75,76,78,86&92
75, 76, 78, 86 & 92
Maharashtra 4,176 0.043
3, 4, 4B, 4C, 6, 7, 8, 9, 13, 16, 17, 50, 69, 204,
211 & 222
Manipur 959 0.418 39, 53, 150 & 155
Meghalaya 810 0.349 40, 44, 51 & 62
Mizoram 927 1.044 44A, 54, 54A, 54B, 150 & 154
Nagaland 494 0.248 36, 39, 61, 150 & 155
Orissa 3,704 0.101
5, 5A, 6, 23, 42, 43, 60, 75, 200, 201, 203,
203A, 215, 217 & 224
Pudducherry 53 0.054 45A & 66
Punjab 1,557 0.064 1, 1A, 10, 15, 20, 21, 22, 64, 70, 71, 72 & 95
Rajasthan 5,585 0.099
3, 8, 11, 11A, 11B, 11C, 12, 14, 15, 65, 71B,
76, 79, 79A, 89, 90, 113, 112, 114 & 116
Sikkim 62 0.115 31A
Tamil Nadu 4,832 0.077
4, 5, 7, 7A, 45, 45A, 45B, 45C, 46,47,47B,49,
66, 67, 68, 205, 207, 208,209,210,219, 220, 226,
226E, 227, 230 & 234
Tripura 400 0.125 44 & 44A
Uttarakhand 2,042 0.241
58, 72, 72A, 72B,73, 74, 87, 94, 108, 109,
123, 119, 121, 87 Ext. & 125
Uttar Pradesh 6,774 0.041
2, 2A, 3, 7, 11, 12A, 19, 24, 24A, 24B, 25,
25A, 26, 27, 28, 28B, 28C, 29, 56, 56A, 56B,
58,
72A, 73, 74, 75, 76, 86, 87, 91, 91A, 92, 93, 96,
97, 119, 231, 232, 232A 233, 235 & NE-II
West Bengal 2,578 0.032
2, 2B, 2B Ext., 6, 31, 31A, 31C, 31D. 32, 34,
35, 41, 55, 60, 60A, 80, 81 & 117
India
(TOTAL)
70,548 0.069
As of March 2012, India had completed and placed in use
the following newly built highways:
5,839 kilometers of its 4-lane Golden Quadrilateral
highway,
6,011 kilometers of its 4-lane NorthSouth and East
West Corridor highway,
353 kilometers of 4-lane port connectivity highways,
4,553 kilometers of 4-lane inter-capital highways,
961 kilometers of 4-lane bypass and other national
highways.
The above 17,700 kilometers of highways connect most of
the major manufacturing centers, commercial and cultural
cities of India [Li Wei et al. 2006].

The National Highways
Authority of India (NHAI) is the authority responsible for
the development, maintenance and management of
National Highways entrusted to it. The NHAI is
undertaking the developmental activities under National
Highways Development Project (NHDP) in 5 phases. The
NHAI is also responsible for implementing other projects
on National Highways, primarily road connectivity to
major parts in India.
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2834

Fig 11: NH4 between Mumbai and Chennai near Krishnagiri, TN
As of June 2012, under Phase I, II, III and V of India's
national effort has already finished and put in use about
18,000 kilometers of 4/6 lane highways. The country is in
process of building an additional 33,441 kilometers of 4 to
6 lanes, international quality highways throughout India.
Of this target, about 13,700 kilometers of modern
highways were under implementation in June 2012, and
about 18,000 kilometers of highways have been identified
for contract award.

India road building rate has accelerated
in recent years and averaged about 11 kilometers per day
in second half of 2011. The country targets to build 600
kilometers of modern roads every month through 2014.
Table 5: Classification of National Highway
National Highway classification
Lanes Length (km) Percentage
Single Lane / Intermediate lane 18,350 26%
Double lane 36031 51%
Four Lane/Six lane/Eight Lane 16,553 23%
Total 70,934 100%
5.2 State Highways
Indian democracy is a federal form of government. Power
to enact and implement laws, such as those relating to
infrastructure, are distributed between the central
government and the state governments. State
Governments, thus have the authority and responsibility to
build road networks and state highways. Independent of
the national highways and NHDP program described
above, several state governments have been implementing
a number of state highway projects since 2000. By 2010,
state highway projects worth $1.7 billion had been
completed, and an additional $11.4 billion worth of
projects were under implementation.
The State Highways provide linkages with the National
Highways, district headquarters, important towns, tourist
centers and minor ports and carry the traffic along major
centers within the state [Maxime Flament et al. 2006].
These arterial routes provide connectivity to important
towns and cities within the state with National Highways
or State Highways of the neighboring states. Their total
length is about 137,712 km.
The Ministry of State for Surface Transport in India
administers the national highway system, and state
highways and other state roads are maintained by state
public works departments. The central and state
governments share responsibilities for road building and
maintaining Indian roads.

The sortable table below summarizes the recently
completed and under implementation state highways in
India's road network. These state highways range from 2-
lane, all season highways to 6-lane, divided, access
controlled expressways.

Table 6: State Highways in India
Recent investments in State Highways of India, by state and union territories
State / Union Territory
Newly added State
Highways
(1995-2010), kilometers
State Highways under
implementation
(as of 2010), kilometers
Andman Nicobar Island
Andhra Pradesh 45 1230
Arunachal Pradesh
Assam 216
Bihar 348
Chandigarh
Chhatisgarh 271
Dadar & Nagar Haveli
Daman Diu
Delhi
Goa
Gujarat 507 973
Haryana 66
Himachal Pradesh
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2835
Recent investments in State Highways of India, by state and union territories
State / Union Territory
Newly added State
Highways
(1995-2010), kilometers
State Highways under
implementation
(as of 2010), kilometers
Jammu & Kashmir
Jharkhand
Karnataka 63 1593
Kerala 42
Lakshadweep Islands
Madhya Pradesh 1,673 1070
Maharashtra 426 1820
Manipur
Meghalaya
Mizoram
Nagaland
Orissa 193
Pudducherry
Punjab 465 73
Rajasthan 416 1475
Sikkim
TamiNadu 113 303
Tripura
Uttaranchal
Uttar Pradesh 3358
West Bengal
India

3,979 12,760



Fig 12: A bridge in Allahabad
5.3 National Expressways
Expressways make up approximately 600 km of India's
road network, as of 2011.

These high-speed roads are four-
lane or six-lane, predominantly access controlled. The
expressways in use are:
Greater Noida - Agra Yamuna Expressway (165
kilometers)
Ahmedabad Vadodara Expressway (95 kilometers)
Mumbai-Pune Expressway (93 kilometers)
Jaipur-Kishangarh Expressway (90 kilometers)
Allahabad Bypass Expressway (86 kilometers)
Durgapur Expressway (65 kilometers)
Ambala Chandigarh Expressway (35 kilometers)
Chennai Bypass Expressway (32 kilometers)
Delhi-Gurgaon Expressway (28 kilometers)
NOIDA-Greater NOIDA Expressway (24 kilometers)
Delhi-NOIDA Flyway (23 kilometers)
Hyderabad Expressway (12 kilometers)
Coimbatotre Bypass expressway(28 kilometers)
Hosur Expressway (10 kilometers)
Kona Expressway (8 kilometers)
On 9th of August 2012, the 165 kilometer Yamuna
Expressway India's longest six-laned controlled-access
opened which will reduce the time travel between Agra
and Greater Noida from 4 hours to just 100 minutes [Frost
F 2008].
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2836

Fig 13: Mumbai Pune Expressway
While the start of several expressway projects - such as the
Ganga Expressway - have been delayed for 3 or more
years, because of litigation and bureaucratic procedures,
India expects another 3,530 kilometers of expressways to
come up by 2014 from the projects under construction.
The government has drawn up an ambitious target to lay
18,637 kilometer network of brand new expressways by
2022.

Most of the existing expressways in India are toll
roads.
6. CONCLUSIONS

Healthy and strengthen road network is essential for
socioeconomic development of a country. We must be
matching growth between roads, traffic, vehicle population
and population. Over crowded, overloaded, poorly funded,
poorly constructed, poorly maintained roads can not be
forward to the development of a country and will create
indiscipline and other problems [Tomer Toledo et al.
2008]. During preparation of plan for a country road
development and the financial budget must be placed at
suitable serial.

Return from good highways / roads in terms of fuel
saving, time saving, vehicle's wear & tear, environment
effect, travelers health and fatigue, socio economic
development etc. In an account of good highways / roads is
beyond estimation and calculation. In terms of cash in
road revenue has caused more than investment. Good
highways / roads results to reduction in fuel bill of the
country in the matter of great concern of today.
Thus allocation of sufficient money for good road
construction, rehabilitation, maintenance & repair must not
be ignored. At least this allocation must be equivalent to
road revenue or otherwise policy of ignoring roads will
prove fatal for the Nation. If the road is deficient in depth
and breadth will last longer if the road is constructed and
maintained properly.
REFERENCES

A.E. WHLBERG [2007], Aggregation of driver celeration
behavior data:Effects on stability and accident prediction,
Safety Science Volume 45, Issue 4, April.
BECKERS T., BRENCK, A., KLATT, J. P. DIE ASFINAG [2006]
und das sterreichische Modell der Fernstrassenfinanzierung
Finanzierung des Netzes durch die Autobahnen- und
Schnellstrassen- Finanzierungs-AG als privatrechtliches
Unternehmen. Internationales Verkehrswesen, Nu 1+2. Hamburg,.
BURRIS, M. W. Electronic Toll Collection and Variable Pricing.
Chapter 10 in Assessing the Benefits and Costs of Intelligent
Transportation Systems. Volume 10 of Transportation Research,
Economics, and Policy. San Antonio: Kluwer Academic
Publishers, 2004.
CHIA-PEI, CHOU, YI-HSIEN, CHEN AND I-CHANG [2004],
Chen. Integrating weigh-in-motion and electronic toll collection
for commercial vehicle operation in Taiwan, Journal of the
Institution of Engineers, Vol. 44, Issue 2, Singapore.
CRISPIN EMMANUEL D. DIAZ, JIM JOEL MADRIGAL, AILEEN
U. MAPPALA, HILARIO SEAN PALMIANO, RICARDO G.
SIGUA [2005] , Allocation Of Electronic Toll Collection Lanes
At Toll Plazas onsidering Social Optimization Of Service Times
And Delay Proceedings of the Eastern Asia Society for
Transportation Studies.
Directive 2004/52/EC of the European Parliament and of the
Council of 29 April 2004 on the interoperability of electronic
road toll systems in the Community. OJ of the EU, L 166/132,
30.04.2004.
DR. KHALI PERSAD, DR. C. MICHAEL WALTON, DR. ZHONG
WANG, SHAHRIYAR HUSSAIN, CHRIS ROBERTSON [2007]
Electronic Vehicle Identification: Applications and Implementation
Considerations, Texas Department of Transportation.
DR. KHALI PERSAD, DR. C. MICHAEL WALTON, SHAHRIYAR
HUSSAIN [2007], Toll Collection Technology and Best
Practices, Project 0-5217: Vehicle/License Plate Identification for
Toll Collection Applications Aug 2006; Revised Jan 2007
Electronic Toll Collection/Electronic Screening Interoperability
Pilot Project Final Report Synthesis. Department of
Transportation, Publication FHWA-OP-03-XXX, USA, July 29,
2005.
FRANCISCO FERREIRA [2006], "FerreiraeSafetyContributing to road
safety in Europe" 3rd INTERNATIONAL CONFERENCE ON
ROAD SAFETY.
FROST, F. [2008], "Electronic surveys new methods of primary data
collection," in Proceedings, European Marketing Academy
Conference, Stockholm, pp. 213-232.
GABRIEL NOWACKI, IZABELLA MITRASZEWSKA, TOMASZ
KAMISKI [2008], The National Automatic Toll Collection
system for the republic of Poland, Transport and
Telecommunication, Volume 9, No 2, 2438
GOMMORI, N., FUSHIKI, T., ITO, A., NAKAGAWA, H., NITTA, T
[2003]. Telematics Information Service for Commercial Vehicles
(B2B) - Hitachi's ASP Service for Truck Fleet Management,
Hitachi Review, Vol. 52, No 1.
HOFSTETTER, H [2006]. Electronic Tolling System in Austria. In:
Proceedings of the Conference on Road Charging. Paris, 1st June,
2006. Paris.
ITS-U.K Website: http://www.its-uk.org.uk
J.LEVINE, S.E.UNDERWOOD; A Multiattribute Analysis of Goals
for Intelligent Transportation System Planning, Transpn Res.-C.,
vol. 4(2), pp. 97-111, 1996.
J.M.SUSSMAN [2003]; Intelligent Vehicle Highway Systems:
Challenge for the Future.
J.SANTA, R.TOLEDO-MOREO, A.MIGUEL, ZAMORA-
IZQUIERDO, B.UBEDA, F.ANTONIO, GOMEZ-SKARMETA
[2010]; An Analysis of Communication and Navigation Issues in
Collision Avoidance Support Systems, Transportation Research
Part C: Emerging Technologies, vol.18(3), pp.351-366.

JAIN, J.P. et al. [2003], written comments submitted in ' National
Get-Together on Road Research and Its Utilization', New Delhi.
JAIN, S.S. et. al. [2006] Development of Maintenance and
Rehabilitation Investment Strategy for Flexible Pavements',
Journal Vol. 57-2, Oct., the Indian Roads Congress.
K. TAKADA, T. WADA [2009]: Proceeding of the First International
Conference on Applications of Advanced Technologies in
Transportation Engineering. Feb., San-Diego, pp13- 18. 35.
Multifaceted Development of ITS,
KHADIJAH KAMARULAZIZI, DR.WIDAD ISMAIL [2005 2010],
Electronic Toll Collection System Using Passive Rfid Technology
Journal of Theoretical and Applied Information Technology.
Sathya.V, IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2837
KIM, S.W., Y. EUN, H. KIM, J.I. KO, W.J. JUNG, Y.G.. CHOI,
Y.G.. CHO AND D. CHO [2010], Performance Comparison of
Loop/Piezo and Ultrasonic Sensor-based Detection Systems for
Collecting Individual Vehicle Information, Proc. 5th World
Congr. Intell. Transp. Syst., Seoul, Korea.
KIM, S.W., J.I. KO, H. KIM, I. CHO AND D. CHO [2009], A New
Loop-detector Circuit for Improving low-speed Performance,
Proc. 6th World Congr. Intell. Transp. Syst., Toronto, Canada.
KOSSAK, A [2006]. Road Pricing in Germany. Research and
Consulting. Hamburg. In: TRB 2006 Annual Meeting.
Washington D.C. January 22 -26, 2006. Washington D.C.
LI WEI AND EAMONN KEOGH [2006], Semi-Supervised Time
Series Classification., In Proc. of the 12th ACM SIGKDD.
International Conference on Knowledge Discovery and Data
Mining (KDD 2006), pp. 748 - 753, Philadelphia, PA, U.S.A.,
August 20-23.
M. VAN AERDE, S. YAGAR [2006] Traffic Detector Handbook, U.S.
Department of transportation, 3rd Edition, Federal highway
Administration, vol 1, Oct.
M.A.CHOWDHURY, A.SADEK [2003]; Fundamentals of Intelligent
Transportation Systems Planning, Artech house, London, 2003. A
Report to the ITS Standards Community ITS Standards Testing
Program By Battelle Memorial Institute for US Department of
Transportation (USDOT), Chapter 2.
MAXIME FLAMENT, MATTHIAS SCHULZE [2006], "Preventive
and active safety Applications", 13th ITS World Congress.
NEWTON, W.B., B.A [2011]. Frith and I.A. Barbour Use of
Weigh-in-motion Systems to Aid the Selection of Goods
Vehicles for Enforcement Weighing, Proc. IEE 2nd Int.
Conf. Road Traffic Monitoring, U.K., pp. 24-28.
OUR REFERENCE [2012], Proceedings of International Conference
on ICCA 2012 Automatic Toll Collection Centre using
GSM/GPS proposal for Indian Toll Booths
PATRAS, GREECE COIFMAN, B. [2008], Vehicle Reidentification
and Travel Time Measurement in Real-time on Freeways Using
the Existing Loop Detector Infrastructure, Transp. Res. Rec.
1643, pp. 181-191.
R.MCELROY [2007]; ITE 2007 Technical Conference, USDOT
Congestion Initiative Operations & Management, Presentation.
SAIJIE LU, TIEJUN HE, ZHAOHUI GAO [2009] Design of Electronic
Toll Collection System based on Global Positioning System
Technique ISECS International Colloquium on Computing,
Communication, Control, and Management.
SATHYA V, J.A. SAMATH [2012]; Implementation of Fuzzy Logic
with High Security Registration Plate (HSRP) for Vehicle
Classification and Checking in Toll-Plaza, International
Conference on Advanced Information Technology, Academy &
Industry Research Collaboration Center, December 2012, Pp.297-
306.
T.MIKAMI [2008]; Proceedings of National Computer Conference,
pp.1265-1271.
TOMER TOLEDO, OREN MUSICANT, TSIPPY LOTAN [2008],
In-vehicle data recorders for monitoring and feedback on
drivers behavior, Transportation Research Part C: Emerging
Technologies, March.
YUNG, N.H.C., K.C. CHAN AND A.H.S. LAI [2004], Vehicletype
Identification through Automated Virtual Loop Assignment and
Block-based Direction Biased Motion Estimation, Proc.
IEEE/IEEJ/JSAI Int. Conf. Intell. Transp. Syst., TOKYO,
JAPAN EAMONN KEOGH, CHOTIRAT ANN
RATANAMAHATANA [2004], Exact indexing of dynamic
time warping, Knowledge and Information Systems.