Electronic Toll Collection

SEMINAR REPORT 2015-2016
ELECTRONIC TOLL COLLECTION
1. INTRODUCTION
Electronic toll collection (ETC) is a technology enabling the electronic collection of

toll payments. It has been studied by researchers and applied in various highways, bridges,
and tunnels requiring such a process. This system is capable of determining if the car is
registered or not, and then informing the authorities of toll payment violations, debits, and
participating accounts. The most obvious advantage of this technology is the opportunity to
eliminate congestion in tollbooths, especially during festive seasons when traffic tends to
be heavier than normal. It is also a method by which to curb complaints from motorists
regarding the inconveniences involved in manually making payments at the tollbooths.
Other than this obvious advantage, applying ETC could also benefit the toll operators.
The benefits for the motorists include:
1. Fewer or shorter queues at toll plazas by increasing toll booth service turnaround rates;
2. Faster and more efficient service (no exchanging toll fees by hand);
3 The ability to make payments by keeping a balance on the card itself or by loading a
registered credit card
4. The use of postpaid toll statements (no need to request for receipts).
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Meanwhile, for the toll operators, the benefits include:

1. Lowered toll collection costs;
2. Better audit control by centralized user accounts; and
3. Expanded capacity without building more infrastructures.
Thus, the ETC system is a win-win situation for both the motorists and toll
operators, which is why it is now being extensively used throughout the world. .
An ETC system commonly utilizes radio frequency identification (RFID)
technology. RFID is a generic term used to identify technologies utilizing radio waves to
automatically identify people or objects. RFID technology was first introduced in 1948
when Harry Stockman wrote a paper exploring RFID technology entitled, Communication
by Means of Reflected Power. RFID technology has evolved since then, and has been
implemented in various applications, such as in warehouse management, library system,
attendance system, theft prevention, and so on. In general, RFID is used for tracking,
tracing, and identifying objects.
A complete RFID system consists of a transponder (tag), reader/writer, antenna, and
computer host. The transponder, better known as the tag, is a microchip combined with an
antenna system in a compact package. The microchip contains memory and logic circuits to
receive and send data back to the reader. These tags are classified as either active or passive
tags. Active tags have internal batteries that allow a longer reading range, while passive
tags are powered by the signal from its reader and thus have shorter reading range.
Tags could also be classified based on the content and format of information. The
classifications range from Class 0 to Class 5. Theseclasses have been determined by the
Electronic Product Code (EPC) Global Standard.
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In the table below, classes refer to a tags basic functionality (i.e., it either has a
memory or an on-board power), while generation refers to the tag specifications major
release or version number.
A reader contains an antenna to transmit and receive data from the tag. The reader
also contains a decoder and an RF module. It could be mounted or built as a portable
handheld device. The computer host acts as an interface to an IT platform for exchanging
information between the RFID system and the end-user. This host system then converts the
information obtained from the RFID system into useful information for the end-user.
Figure 1: Complete RFID System
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2. TECHNOLOGIES
Currently, the following technologies are in use / discussion:
1. Toll Collection:
2. Manual collecting
3. DSRC = Dedicated Short Range Communication
4. Video, ANPR (automatic number plate recognition), LPR (License Plate Recognition)
5. Tag / Transponder / RFiD Recognition (electronic license-plate)
6. GNSS (Global Navigation Satellite System)
7. W-LAN / W-MAX
8. Vehicle Classification:
9. Inductive loops
10. Laser scanner
11. Weigh-in-Motion
12. Video
13. Tags / RFiD
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3. RELATED WORK
The ETC system is currently being used throughout the world. In the United States
alone, various states have implemented an ETC system called E-Z Pass. Other countries
that have applied the ETC system are Canada, Poland, thePhilippines, Japan and
Singapore, among many others.
Some of the applied ETC systems are discussed in the proceeding section.
3.1 Canada
The ETC system used in Canada is known as the Canada 407 Express toll route
(ETR). It is one of the most sophisticated toll roads in the world . The Canada 407 ETR is a
closed-access toll road, which means that there are gantries placed at the entrance and exit
points of each toll. In this system, cameras are equipped with Optical Character Recogntion
(OCR). The OCR cameras are used to photograph license plate numbers of vehicles that do
not have transponders.
Figure 2: Canadas 407 ETR for ETC
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The toll bill will then be sent directly to the registered address of the vehicle
owners. Other than that, two laser beam scanners are placed above the roadway to detect
the types of vehicles passing through the gantries. Nevertheless, this toll road bears a very
high infrastructure cost, and the users are the ones who help recover the cost through
increments in their toll bills
3.2 Poland
The ETC system used in Poland has been proposed by the Motor Transport Institute
along with the University of Technology in Warsaw and Dublin. This system is called the
National Automatic Toll Collection System (NATCS), and consists of the National
Automatic Toll Collection Center (NATCC), control gates, and on-board units (OBU). The
NATCS uses a combination of mobile telecommunication technology (GSM) with satellitebased Global Positioning System (GPS). Using GPS technology, the OBUs determine the
kilometers that have been driven, calculate the toll fees and rates, and then transmit the
information to the NATCS computer center. Each vehicle will be charged from the highway
entrance up until the end of the highway. In order to identify the plate numbers of trucks,
the system has control gates equipped with digital short range communication (DSRC)
detection equipment and high resolution cameras. Due to the technical specifications, this
system incurs a high cost for motorists.
Figure 3: State Of ETC
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3.3 Philippines
The ETC system used in the Philippines has been implemented at the South Luzon
Expressway (SLEX) since August 2000. The ETC is referred to as the E-PASS system,
which uses Transcore technology. Here, electronic transponders are placed in front of a
vehicles rearview mirror. Each time a vehicle enters the toll booth, the tag is read by the
receiver, automatically identifying the account and debiting the toll fee amount from the
corresponding account. Once the amount has been debited, the control gate will lift and the
vehicle is allowed to pass through.
3.4 US Patent
In 2007, Tang et al. filed a US patent on their proposed ETC system. Their
proposed system provides two lanes: one on the side and the other where overhead-based
antennas are installed per lane. Both antennas are used for conducting toll transactions. Of
the two, the side antenna will act as a backup in case the overhead antenna fails to capture
the signal emitted from the vehicles. In thecase of a failure, the overhead antenna will be
deactivated, and the side antenna will be activated. If the side antenna also fails, then an
error signal will be issued.
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3.5 State of ETC in Japan

3.5.1 State of ETC
ETC is an advanced automatic toll collection system that enables nonstop tollgate
transitions.
In Japan, ETC service started in March 2001, installing 19million automobile by
August 2007.
Used by about 5.5 million automobiles/day, the utilization rate has soared to reach
about 66%.
The target utilization rate is 80% by next spring.
Figure 4: State Of ETC
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Figure 5: State Of ETC Use
3.5.2 Effect of Spread of ETC
Figure 6: Effect Of Spread Of ETC
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4. PROPOSED ETC SYSTEM

The main objective behind this proposal is to create a suitable ETC system to be
implemented in Malaysia. The term suitable here refers to minimal changes in the current
infrastructure with maximum increase in efficiency.
The ETC system in Malaysia has been introduced in the year 1994. It has evolved
since then, and many changes have been done. The most recent ETC system consists of the
TouchNGo and SmartTAG, referred to as the single ETC system in the country. This
system uses IR technology, making it very vulnerable to failure. Other than that, users also
have to bear the high cost of owning the two-piece tag required for this system. Thus,
Malaysian highway authorities have been looking for alternatives, such as the multi-lane
free-flow (MLFF) ETC system. However, this proposed system requires major changes in
the infrastructure of the existing toll roads. In contrast, the ETC system proposed in this
paper will require only minimal changes. Moreover, the existing toll booths could be reused with only slight modifications.
Instead of IR technology, the proposed ETC system will apply RFID technology.
The concept is based on existing toll booths; however, human interaction is no longer
required. The vehicles will be given a passive tag in the form of a sticker which could be
affixed on the windshield, just like in the existing road tax system. Each time the vehicle
passes the toll booth, the tag will be read and information will be transmitted to the main
computer.
Road users also have the chance to choose either a prepaid or a postpaid tag. At the
entrance point, the system will record the users information with their preferred method
(i.e., prepaid or postpaid). Then, at the end of the entrance point, the system will calculate
the kilometers driven and then deduct payment straight from the tag (for prepaid users); if
the balance is not enough, the barrier will still be lifted, but a warning email or an SMS
will be sent to the owner. If the owner fails to pay the excessive amount, the tag will be
barred. For the postpaid system, a bill will be sent to their respective homes at the end of
every month. If the users fail to pay the amount, their tags will also be barred.
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Using this system, all problems related to manual toll fee collection will be
eliminated, thereby achieving a higher efficiency rate per transaction. This is because this
system requires no human interactions that could lead to cheating and human errors. In
addition, compared with the existing system, in which motorists need to pay hundreds of
Ringgits in order to own the two-piece tag required, the proposed system would only
motorists to pay minimal fees as the cost of the whole system is not as high as the existing
system.
Figure 7: Tollgate Entrance Flow Chart(Prepaid)
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Figure 8: Toll Gate Entrance Flow Chart (Post Paid)

The proposed system also considers the size issue. All the system requires is a tag
the size of a sticker, which could be affixed on the windshield. In this system, the tag used
is is capable of withstanding all kinds of weather, and is much more durable compared with
the one used in the existing system. The advantages of this proposed system is summarized
as follows:
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1. Higher efficiency in toll collection;

2. Cheaper cost;
3. Smaller in size compared with the existing system; and
4. Durable tags.
Figure 9: Toll Gate Exit Flow Chart (Post Paid)
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The differences among the proposed system and the ones discussed previously are
illustrated in the table below.
Figure 10: DifferenceAmong The Other Systems & Proposed System
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5. OBJECTIVES OF ROAD PRICING
5.1 Road Pricing and Toll Collecting
1.
Shall increase market driven processes in transportationto balance demand and

supply
2.
Offer when used with flexible fees opportunities tocontrol the spatial
distribution of traffic volumes within thenetwork
3.
Influence the timely distribution of traffic volumes
4.
Support the shift of demand to other transportation modes
5.
May contribute to financing and maintaining thetransportation infrastructure
6.
Offers a market for added-value services via the installed ITS-technologies
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6.DSRC - DEDICATED SHORT RANGE COMMUNICATION
Figure 11: Short range communication
6.1 First Application in Hong Kong

21-month trial 1983-1986: firstapplication ever of ElectronicRoad Pricing
1.
More than 2500 vehicles(mostly government-owned)with electronic identifier at the

vehicle's bottom
2.
Technically the experiment was successful
3.
Permanent operation was not possible due to strong publicresistance
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Figure 12: ETC Hong Kong
6.2 GNSS: Truck Toll Germany (Toll Collect)

6.2.1 Automatic System - Technology
1. System based on GPS (GlobalPositioning System), GSM (mobile communications), and
other components
2. Booking via On-Board Unit in vehicle (OBU)
3. On-Board Unit with DSRC module:
4. Communication with enforcement system (infrared)
5. Technical prerequisite for interoperability with other toll collection systems (microwave)
6. Gantries: only for enforcement
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6.3 Technology
Figure 13: Technology of GPS Satellite
6.3.1 Objectives:
Transport infrastructure funding
User pays principle
Efficient use of transport system
Emission reduction
Fairer competition between road transport and the railways
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6.3.2Chances
Change in travel patterns
Public transport improvements
Traffic flow improvements
Figure 14: Wide range of Traffic

Congestion Reduction
Better environment
Revenue Generation
Increased Safety
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7.APPLICATION TECHNIQUES AND PRINCIPLES
Typical ETC systems are comprised of four subsystems: automatic vehicle

classification (AVC), violation enforcement system (VES), automatic vehicle identification
(AVI), and transaction processing, which includes a back office and customer service
center.
Automatic Vehicle Classification: AVC systems consist of sensors installed in the
toll lanes to detect and classify the vehicles for proper tolling. The AVC technique is most
commonly performed using overhead equipment (laser or infrared detectors) or intelligent
detector loops embedded in the pavement, but the detectors can also be placed on the
roadside. The sensors are capable of perceiving and classifying vehicles in the open road
tolling or all electronic tolling environments.
Violation Enforcement System: The primary goal of VES is to reduce the number
of toll evaders with the assistance of multiple types of solutions. These methods range from
fairly basic (audible and/or visual alarms) to complex
Systems, such as automatic license plate recognition camera-based solutions. Police
enforcement and toll gates are other types of successful VES but can be costly and
inefficient for high traffic volumes.
Camera-based VES captures images of each vehicles front and/or rear license
plates, depending on the toll authoritys regulations. The necessary equipment consists of a
camera (or array of cameras), an illumination system, and a controller card or computer
that interfaces with the lane controller and/or the back office. A camera-based VES with
plate recognition serves a dual purpose of enforcement and video tolling.
Automatic Vehicle Identification: The AVI systems properly identify each vehicle to
charge the toll to a particular customer. This ETC method is typically done with various
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AVI technologies such as a bar coded label affixed to the vehicle, proximity card, radio or
infrared
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Transponder, and automatic license plate recognition. A majority of the AVI systems used
involve radio frequency identity (RFID) and plate recognition technologies. The RFID
system uses an antenna to communicate with a transponder in each registered vehicle,
while video tolling identifies the license plate and charges a customer or sends a bill to unregistered drivers with help from the Department of Motor Vehicles address database.
Back Office and Customer Service: The back office consists of the host and/or
plaza system, customer service center, and violation processing center. The main functions
of the host and plaza systems are to aggregate transactional data from all the lanes, data
summarization, report generation, download of files such as a toll rates, toll schedules, and
transponder status list. The customer service center is responsible for processing the AVI
and video tolling transactions, matching transactions with account holders, debiting the
correct toll amount, managing accounts, generating a valid tag list, and providing customer
support to name a few. The violation processing centers main function is to process the
images of the licenses plates, identify violators, and mail notices.
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8. MATURE TOLLING TECHNOLOGIES

In this section, technologies that are already widely deployed to support ETC are
discussed.
8.1 Components of ETC

Electronic toll collection requires several components in order to complete a
transaction. The twomost important components are vehicle recognition and account
identification. Vehiclerecognition may be accomplished through in-road and overhead
sensors, cameras, vehicle-to roadsidecommunication, or combinations of these. Where
vehicles are charged differentlyaccording to class, vehicle classification is part of vehicle
recognition. Account identification isaccomplished by tying the vehicle ID to a user
account, usually through a relational database.
8.2In-road Sensors:
Sensor systems may be subsurface, roadside or overhead. Inductive sensors
embedded in theroad surface can determine the presence of a vehicle. Treadles register a
count of the number ofaxles as a vehicle passes over them and, with offset-treadle
installations, also detect dual-tirevehicles. Light-curtain laser profilers record the shape of
the vehicle, which can helpdistinguish trucks and trailers. Sensors can also detect gaps
between vehicles to provideinformation on the number of vehicles crossing a location.
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Figure 15: Light curtain laser profilers used in Germany

One example of an in-road sensor system is Traffic Reporting and Control (TRAC),
whichcombines state-of-the-art inductive loop detection with advanced signal processing.
The TRAC system can perform pre-classification in both manned andunmanned toll lanes.
It can also be used for post-classification for toll enforcement. The whole6classification
process takes 0.1 seconds. The TRAC system is packaged within a standardinductive loop
detector, which:
Identifies vehicles in twenty-three classes
Accurately detects single-loop speeds
Measures vehicle length and number of axles
Provides point, toll segment, and toll regional view of traffic flow
Provides web access to all data
8.3 Overhead Cameras

The use of overhead cameras for vehicle identification in tolling is referred to as
video tolling. Video tolling is done by means of license plate identification/ recognition
(LPI/R). As a vehicle passes through, cameras on overhead gantries take a picture of the
license plate.Optical Character Recognition (OCR) software is used to read the picture of a
plate, and the number is checked against a database to find the owner associated with the
vehicle. Video tollingis usually used in conjunction with other systems as a means of
enforcement for non-toll accountvehicles.
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Figure 16: Video Tolling
8.3.1 Despite its wide use, LPI/R has some shortcomings:
Poor image resolution, usually because the plate is out of focus.
Blurry images, particularly motion blur, most likely at higher vehicle speeds.
Poor lighting and low contrast due to overexposure, reflection, shadows, or plate
background color or style.
An object obscuring (part of) the plate, quite often a tow bar, or dirt on the plate.
A different font, as in out-of-state plates and vanity plates.
Different plate styles, as in Federal vehicles.
Circumvention techniques (such as reflective plates).

An example of a video vehicle identification system is Toll Checker, the automatic
toll charging mechanism for trucks on German highways.
The Toll Checker captures 3-dimensional data and reads license plates regardless of
lanechanges and the speed of the vehicle.
The Toll Checker identifies the class of the vehicles and ascertains whether each
has topay a toll, and whether each has paid the correct amount.
All the data for trucks that have paid the toll or vehicles that are not required to pay
thetoll are deleted immediately.
It works in conjunction with both global positioning systems (GPS) and Dedicated
ShortRange Communication (DSRC).
8.3.2 Key features of the Toll Checker:
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Single gantry solution: set up requires only 15 minutes shut down of lane and no
sensorloops are needed.
Determination of weight/axle count/ trailer detection: can measure accurate length,

height, width, etc.
Supports advanced enforcement such as online communication for special
bookings.
Safety:
o Fully ORT compliable
o No visible lighting to distract driver, even at night.
International license plate recognition.
Seamless integration with GPS and DSRC.
LPI/R manufacturers have touted additional uses for their technology other than for
tolling. Incommercial vehicle operations or secure-access control, a vehicle's license plate

can be checkedagainst a database of acceptable ones to determine whether a truck can
bypass a weigh station ora vehicle can enter a restricted area. At international border
crossings, license plates can bechecked against a database of hot cars to locate stolen
vehicles and plates or those registered tofugitives, criminals, or smuggling suspects. For
example, the Mexican state of Jalisco recentlyinstituted a vehicle sticker ID system with
printed optical characters to help in identifying stolenvehicles.LPI/R can be used to issue
violations to speeders or simply to offer speeding drivers a reminderby displaying a plate
number with the vehicle's speed on a variable messaging sign. It canfacilitate emissions
testing by recording a plate's alphanumeric sequence while automaticallyanalyzing tailpipe
effluents, or it can help identify and fine violators. LPI/R also can monitor thetime it takes
vehicles to travel from one point to another, keeping traffic management centersapprised of
transit times along busy streets and highways.
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8.4 Vehicle to Roadside Communication

Transponders have become the most common form of vehicle identification. In this
technology,a radio-frequency identification (RFID) chip is embedded in a unit or sticker,
called an electronictag, which is mounted on the windshield near the rearview mirror of the
vehicle. As the tagpasses under a gantry with a mounted transmitter, it responds to radio
signals. Laserand infrared signals have also been tested but the radio frequency spectrum
provides the greatestlevel of accuracy. However, some windshields coated with metal do
not allow the electronic tagto be read. The percentage of cars with such windshields is very
low and is thought to affect onlyabout 0.5 percent of all vehicles.
Figure 17: Electronic vehicle recognition by transponder
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9. UPCOMING TOLLING TECHNOLOGIES

There are also some ETC technologies that are currently being considered as
possible alternatives to transponders and video tolling and that may find applications in
area-widemileage tolling programs and in integrated system management, including:
Odometer Tolling
Vehicle Positioning Systems
o Satellite Tolling
o Cell Phone Tolling
Odometer tolling is in the test phase in Oregon, while GPS tolling is already in
partialimplementation in several countries across Europe. Phone tolling is another ETC
option whichhas possibilities but has not been tested.
9.1 Odometer Tolling

The Oregon Department of Transportation (ODOT) is conducting a pilot project on
odometertolling (Oregon Department of Transportation, 2005). In 2001, the Oregon State
Legislaturecreated the Road User Fee Task Force (RUFTF) to look at means to raise
revenue as areplacement for Oregons gas tax. RUFTF looked at twenty-eight different
options and focusedon a distance-based charge on the number of miles traveled in Oregon.
The Road User Fee PilotProgram was created to examine the technical and administrative
feasibility of implementing aper-mile fee. The program uses on-board mileage-counting
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equipment to keep track of thenumber of miles traveled. Based on the results of the pilot
test, ODOT will draft legislation to beput before the state legislature in 2009.
During the fall of 2005, a pre-pilot program of twenty volunteers started the
program to work outany unexpected issues that could occur. Volunteers cars were
equipped with on-board mileage countingequipment In spring 2006, 280 volunteers in
Portland had the equipmentadded to their vehicles. For a period of one year, volunteers will
pay a fee equal to
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1.2 cents amile and will not pay the gas tax. There will be two service stations in the
Portland area equippedwith mileage reader devices and pilot participants will be asked to
fill their vehicles at theseparticipating service stations when convenient. When refueling,
the on-board mileage counterwill communicate with the mileage readers placed at the
pumps. When the purchase is totaled, the gas tax will be deducted automatically and the
road user fee will be added automatically.
A federal requirement of the Pilot Program is to test the ability to count separately
the milestraveled during rush hour within a congested area. Some of the pilot volunteers
will be in a rushhour pricing group to test this concept. Because the pilot is a test, many
policy options remain fordecision-makers, such as charging a lower rate-per-mile for
vehicles that achieve a certain fuelefficiency, for motorists that avoid rush hour zones, or
for those participating in otherenvironmentally-friendly activities. The road user fee
program does not track, store or collectprivate information. There is a switching device that
counts the number of miles the vehicle hastraveled. The device cannot record the location
of the vehicle except when the vehicle passesthrough certain designated rush-hour zones.
The device counts only the number of miles traveledwithin the zone, not the time of day,
location in the zone, or even the day.
Figure 18: On-board mileage-counting equipment in the Oregon Pilot Project
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There is also a GPS receiver in the cars that simply tells the electronic odometer
whether tocount the miles as in state or out of state. This is to prevent Oregonians from
being charged formiles driven outside the state. No location data is transmitted anywhere or
stored in the device orelsewhere; since vehicle location data is not collected, it cannot be
accessed. The only datacollected and transmitted is the mileage, which is sent to the gas
pump reader through a radiofrequency that can only travel about 8 to 10 feet. As the driver
fuels up, the VMT is calculatedand the gas tax is deducted.
The Oregon Road User Fee concept recommends that only new vehicles be
equipped with theon-board technology. All of the technologies being used in the pilot
program are already beingmanufactured in cars today. Some automobile manufacturers
have already announced that keycomponents will be standard equipment on all models
within the next few years. The FederalHighway Administration (FHWA) and transportation
standards organizations are working toadopt universal standards for the same technologies
being used in the pilot program. In the nearfuture, therefore, it is very likely that a state
adopting a GPS-based mileage fee would not needto require additional hardware to be
installed in vehicles. Some sort of software upgrade seemsmore likely.
With the Road User Fee Pilot Program, Oregon is not looking to raise revenue but
to look atoptions for the inevitable future road revenue decline. The ODOT is obliged to
test congestionpricing in the pilot program (as a requirement of ODOTs FHWA Value
Pricing Pilot Programgrant). It is not an indication of a specific policy directive adopted by
the Oregon DOT or thestate legislature. Any future policy decision Oregon may make on
the mileage fee does notnecessarily translate into application of congestion pricing, as these
two policy decisions areseparate. The pilot program will simply test whether or not an
electronically collected mileagefee could technologically include congestion pricing,
should policymakers ever decide to go inthat direction.
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9.2 Cell Phone Tolling

Cell phone tolling is a concept that this has potential for mileage-tolling.
Essentially, a chipsimilar to a cell phone chip would be installed in a vehicle, and frequent
communication betweencellular towers and the chip would determine how far the car has
moved and would assess a toll.Given the near total coverage of cell phone signals in urban
(and congested) areas of the U.S.16and the deployment of GPS capabilities in cell phones
for 911 phone locating, this technologyappears to be technically feasible. It is likely to be
less expensive than satellite-based systemsbecause the infrastructure needed (cell phone
towers) already exists. In addition, installing a cellphone chip in a car will likely be less
expensive than installing a GPS unit capable of picking upsatellite signals.
The proof of viability of the concept is in a recent marketing campaign by
telecommunicationsfirm Sprint to help parents keep track of their children. The service lets
parents look at maps ontheir cell phones to locate their children, who also carry cell
phones. Sprint's service shows datasuch as street addresses to which a child is in close
proximity and the estimated accuracy of thereading, which could range from a radius of 2
yards around the child to hundreds of yards. Thereis also an experiment in Missouri, using
cell phones to monitor traffic congestion. Conducted bythe Canadian firm, Declan, the
operation uses the frequent signals relayed between the cellphones and cell phone towers to
map traffic flows and congestion patterns. With adaptations, thistechnology can be used to
charge a VMT toll.
Clearly, this ability to track a cell phone position must be marketed carefully to
avoid a backlash,hence the initial focus on traffic contestation and paranoid parents. At the
same time, cell phonecompanies are already entering the market for driver services such as
subscription packages fortraffic and weather reports and emergency assistance such as
OnStar.
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9.3 Satellite Tolling

Satellite tolling uses a satellite-based vehicle-tracking system to determine exact
vehicle locationwhile using mobile communication technology to compute toll charges.
Each vehicle has an onboardunit which records the vehicles movements by periodically
downloading satellite time stampedlocation coordinates. Satellite tolling is considered the
most promising technology forETC because it allows for accurate, distance-based tolling. It
is also flexible, allowing for time andlocation-variable tolls. Satellite tolling is touted to
become the preferred method of ETC,especially in Europe.
Satellite technology is improving rapidly. With the launch of the European Galileo
system, the technology will improve further. Galileo is the next generation ofsatellites and
will overcome most of the shortcomings of the current GPS system, being moreaccurate
and reliable. It will also be interoperable with existing systems, allowing for greateraccess
and backup ability. The project is being managed by the European Commission
andEuropean Space Agency. Galileo will include thirty satellites by the end of 2010 and
will becompatible with the U.S. GPS and Russian Glonass systems. It is reputedly more
accurate thancurrent GPS, with real-time positioning down to less than a meter. It is also
guaranteed to operateunder all but the most extreme circumstances
Figure 19: Satellite Tolling
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Satellite navigation systems determine a position by measuring the distances to at

leastthree known locationsthe Galileo satellites.
The distance to one satellite defines a sphere of possible solutions; the distance to
threedefines a single, common area.
The accuracy of the distance measurements determines how small the common area
isand thus the accuracy of the final location.
In practice, a receiver captures atomic-clock time signals sent from the satellites
and converts them into the respective distances.
Time measurement is improved by including the signal from a fourth satellite.

Galileotime is monitored from the ground.
9.3.1 Advantages of Satellite Tolling

Faster, hassle free and less paperwork: A GPS system will involve less paperwork
andlower transaction costs than other forms of tolling. All a driver has to do is drive
through a toll station and his driving distance and toll information can be uploaded into the
system automatically through wireless connection. If the driver has a prepaid account,
thetoll charge can be deducted automatically.
Ancillary services could be provided through transponders and GPS: A GPS
system willnot only allow collection of tolls, but other information and services can be
passed along to the driver as well. For example, the driver will be able to receive real time
weather andtraffic information. In case of an emergency, his position and situation can be
accuratelymonitored.
Negates the necessity of investing in expensive roadside infrastructure: Once the
infrastructure is in place, there are few costs involved in the operation of a GPS-based
tolling system
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9.3.2 Disadvantages of Satellite Tolling:

Phase-in period: At present, an OBU has to be installed for a vehicle to use GPS
tolling.It is expected that it will be another 1015 years before OBUs become standard
equipment on cars. In the meantime, deployment is proceeding in the trucking
industrybecause of the desirability of tracking shipments.
Interference in certain situations: At present, GPS is not entirely reliable because
therecan be situations where satellite signals are lost (such as in urban canyons, or heavily
forested roads, and during lightning storms). The technology, however, is getting
moreaccurate and these problems are expected to be, for the large part, resolved with
Galileo.
Public reluctance of being tracked: GPS is, in fact, a passive system and cannot
track individuals themselves. Just because someone carries an active receiver does not
meanhis every move can be followed. This only becomes possible once positional
informationis forwarded to a third party. For use in road pricing, where a vehicle's
movements arebuilt from satellite-navigation data, the data needs to be passed to roadside
beacons orreported over cellular phone networks.
Start-up costs: Some of the start-up costs such as distribution of OBUs and
installation ofpayment booths may be expensive. The German TollCollect system, for
example, wentwell over budget. Once installed, however, it is not as expensive to maintain
as otherforms of toll collection methods.
Need to provide transponders and OBUs at a cost of up to $350 per OBU. These
costswill go down, however, with mass use.
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10. CONCLUSION
Electronic Toll Collection may become an increasing important instrument within
the big bundle of measures for regional demand and traffic management. In this article, the
authors have discussed various types of ETC systems applied in some countries. The
proposed ETC system discussed in this work applies passive RFID technology. By doing
so, increased efficiency will be guaranteed since RFID is known as a highly stable
technology. With the elimination of human interaction in the entire toll collection process,
we can create a better ETC system to be implemented in Malaysia. It can also significantly
improve the efficiency of toll stations and the traffic abilities of the toll road.ETCapplications with directly traffic-related fees are not yet in regular operation on a wider
scale.
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REFERENCES
1
F. Don, Electronic Toll Collection: An Introduction and Brief Look at Potential

Vulnerabilities, in SANS Institute InfoSec Reading Room, 1.4b ed. 2004.
S. Lauren, B. Mariko (2007, June 20). Electronic Toll Collection [Online].

Available: 5TUhttp://www.atm.comU5T
C.M. Roberts, Radio Frequency Identification (RFID), Computers & Security,

Elsevier, 2006.
L. Jerry, C. Barbara Shrouds of Time: The History of RFID, AIM Publication,

ver. 1.0, 2001.
M. Ayoub Khan, S. Manoj and R. B. Prahbu A Survey of RFID Tags,

International Journal of Recents Trends in Engineering, vol 1, no 4, May 2009
Electronic Toll Collection, Americas Transportation Network.
Modern Internet website knowledge Bank: Google.
Smith, L. ITS Decision: A Gateway to Understanding and Applying Intelligent

Transportation Systems. Institute of Transportation Studies, The University of
California,
Berkeley
and
Caltrans.http://www.calccit.org/
itsdecision/serv_and_tech/Electronic_toll_collection/electron_toll_collection_report
.html#avi
9
Toll
CollectFAQ
http://www.tollcollect.
e/faq/tcrdifr004_faq.jsp;jsessionid=
FD958FAD32308B1E51A71C873AA93E13 Accessed 02/06.

10
TollRoad News: International Bridge, Tunnel, Turnpike Association Conference:

05/29/2005.
Accessed02/06
http://www.tollroadsnews.com/cgi-
bin/a.cgi/LoSDAtB7EdmcEIJ61nsxIA
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