26
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
Advanced Traveler Information System
for Hyderabad City
Praveen Kumar, Varun Singh, Student Member, IEEE, and Dhanunjaya Reddy
Abstract—The advanced traveler information system (ATIS) is
a type of intelligent transportation system application areas that
implements emerging computer, communication, and information technologies to provide vital information to the users of a
system regarding traffic regulation, route and location guidance,
hazardous situations and safety advisory, and warning messages.
ATIS requires a large amount of data for processing, analysis, and
storage for effective dissemination of traveler information to users.
A geographical information system (GIS) allows large data to be
effectively processed, stored, analyzed, logically associated, and
graphical displayed. Thus, GIS-based ATIS provides a convenient
and powerful tool for storage and graphical representation of
information, which can be useful users. Further, by availing the
powerful GIS functionalities, a user can conceive a problem and
allow the appropriate software to assist him in the decision-making
process regarding optimum route selection and trip planning. In
this paper, the authors present a GIS-based ATIS for Hyderabad
City, India. Development of this GIS-based ATIS has been carried
under the ArcView GIS environment. This user-friendly system
provides comprehensive information about Hyderabad City, such
as road networks, hospitals, government and private offices,
stadiums, bus and railway stations, and tourist places within the
city limits. This system can be used effectively in bus stations,
railway stations, airports, and tourist information centers, as well
as in personal computers to provide information to travelers and
to facilitate travel.
Index Terms—Advanced traveler information system (ATIS),
geographical information system (GIS), intelligent transportation
system (ITS), route planning.
I. INTRODUCTION
RANSPORTATION functions are an indispensable basis
for any county’s development and have the ability to provide benefits to the society. Generally, there is widely accepted
link between economic well being and good transportation. Export and import, industry, agriculture, defense, social services
(such as health and education), general administration, maintenance of law and order, exploitation of resources, mobility
of persons and goods, etc. are some of the many areas of activity that are very closely linked to the availability of adequate
T
Manuscript received November 12, 2003; revised July 15, 2004 and August
10, 2004. This work was supported by the All India Council for Technical Education (AICTE) for the project on intelligent transportation system. The Associate Editor for this paper was F.-Y. Wang.
P. Kumar is with the Transportation Engineering Section, Department of
Civil Engineering, Indian Institute of Technology, Roorkee, UA 247667, India
(e-mail: pkaerfce@iitr.ernet.in).
V. Singh is with the Department of Civil Engineering, Indian Institute of Technology, Roorkee, UA 247667, India (e-mail: vspcedce@iitr.ernet.in).
D. Reddy was with the Department of Civil Engineering, Indian Institute of
Technology, Roorkee, UA 247667, India. He is now with Abhinava Info Systems Pvt. Ltd., Gunwahati 781028, Assam, India (e-mail: dhanu_yemi@rediffmail.com).
Digital Object Identifier 10.1109/TITS.2004.838179
transportation infrastructure. Policy makers, transport planners,
traffic engineers, and the private sector engaged in developing
new transport technologies are constantly looking forward to
find solutions to lessen the energy consumption, land usage,
congestion, casualties, and money required to build new transportation infrastructure. As a result, developed countries have
shifted their priority from infrastructure- and capital-intensive
transportation strategies to more balanced and sustainable transportation solutions. This is where the intelligent transportation
system (ITS) comes into play. It implicitly holds the promise of
sustainability. ITS is an integrated system that implements existing or emerging computer, communication, information, and
vehicle-sensing technologies to coordinate transportation systems in a safe and efficient manner, monitor traffic conditions,
control traffic flow, and provide information to the motoring
public about traffic conditions. ITS includes a wider application of technology to transit systems as well as private cars and
highways. Benefits given by ITS deployment to any transportation system are improved safety, improved traffic efficiency, reduced congestion, improved environmental quality and energy
efficiency, and improved economic productivity.
The advanced traveler information system (ATIS) is one of
the most widely used ITS. ATIS implements a wide range of
technologies, such as Internet web sites, telephones, cellular
phones, television, radio, etc. to assist travelers and drivers in
making informed decisions regarding trip departures, optimum
routes, and available modes of travel. ATIS provides both pretrip and en route information to the users, both of which offer
distinctive advantages. Table I gives an overview of ATIS [22].
The availability of pretrip information drivers enhances
their self-belief to use freeways and allows commuters to
make better-informed transit choices [22]. En route information and guidance saves travel time, helps a traveler avoid
congestion, can improve traffic network performance, and
is more efficient than paper maps or written instructions. In
a 1999 survey, people using the Advanced Regional Traffic
Interactive Management and Information System (ARTIMIS)
telephone traveler information service in Cincinnati, OH, rated
the ARTIMIS as a beneficial service. More than 99% of people
surveyed in that city said that they benefited by avoiding traffic
problems, saving time, reducing frustration, and arriving at
destinations on time and 81% said that they had recommended
the service to someone else [24]. Some of the existing traveler
information systems are as follows:
1) telephone information lines (prerecorded messages for a
selected area or corridor);
2) invehicle navigation systems (global positioning systems
and dynamic route guidance);
3) dynamic message signs (drive-time systems);
1524-9050/$20.00 © 2005 IEEE
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
TABLE I
OVERVIEW OF THE ATIS
27
planning by private automobile, mass transit, and ride sharing.
The ystem was developed under the ARC/INFO GIS environment and census and graphic data are acquired from the
topologically integrated geographic encoding and referencing
(TIGER) files from Union County, NJ.
B. GIS-Based Transit Itinerary-Planning Decision Support
System (GIS-TIPDSS)
Li and Kurt [18] developed a GIS-TIPDSS for assisting passengers with itinerary decision-making. GIS-TIPDSS was designed and implemented within the MapInfo, Troy, NY, GIS environment. GIS-TIPDSS was implemented on a personal computer and intended for potential transit users.
C. GIS-Based Decision Support Tool
Wu et al. [16] developed a GIS-based decision support tool
for modeling dynamic network congestion and conducting
minimum cost routing. The system predicts network flows at a
detailed level of temporal resolution, capturing dynamic congestion propagation effects. System works under ARC/INFO
GIS software and custom Dynamic Traffic Assignment (DTA)
.
module written in C
D. Road-Management System for Europe (ROMANSE)
4) Internet (congestion maps and client–server applications).
5) radio and television broadcasts (pretrip and en route).
Further advanced information technologies, such as the geographic information system (GIS) can be effectively implemented in ITS to improve the efficiency and safety of the transportation infrastructure. GIS is the type of integrated information systems that consists of an organized collection of computer
hardware, software, geographic data, and personnel designed to
efficiently capture, store, update, manipulate, analyze, and display all forms of geographically referenced information. GIS
can be used effectively for route guidance, en route driver information, and identification of an incident location. GIS-based advanced traveler-information systems assist individual and fleet
drivers of changing traffic conditions en route by using wireless
technologies and spatial databases. GIS-based ITS applications
acquire real-time traffic data from global positioning system
(GPS) units, video cameras, and road-monitoring units for en
route traffic-information dissemination.
II. OTHER GIS-BASED ATIS APPLICATIONS
Commonly, GIS applications to ATIS are for solving tactical logistical problems of vehicle routing and scheduling and
traffic-data dissemination. This section portrays some of the
GIS-based applications to ATIS, specifically in the field of route
planning and traffic-data dissemination.
A. GIS-Based Multimodal ATIS (MATIS)
Mouskos et al. [15] developed a GIS-based MATIS that
provides travelers with access to information concerning route
A GIS-based traffic monitoring and analysis system (ROMANSE) has been developed for Hampshire and Southampton,
U.K. ROMANSE uses ArcView GIS extension, namely
the Strategic Information System Client, for displaying an
overview of transport environment using information from the
urban traffic control (UTC) [9].
III. GIS-BASED ATIS DEVELOPMENT
A. Methodology
Developing ATIS under the ArcView GIS environment was
the objective of current project. In this ATIS, GIS-enabled modules for the shortest path, closest facility, and city bus routes
have been included. Besides these features, location-wise information and intercity traveler information, such as bus, train and
airways timing, are also included. Methodology involved in the
development of the system is described in later sections.
1) Route Planning: Route planning is a process that helps
vehicle drivers to plan a route prior to or during a journey. In the
shortest-path scheme for route planning, the objective is to select and implement vehicle routing algorithms for intercity and
intracity route planning while addressing the following issues
[9]:
1) shortest distance;
2) quickest route;
3) vehicle traffic restrictions;
4) driver’s travel preferences.
In the current ATIS, route planning is carried out by using
a graphical user interface of the system. For the shortest path
computation, length and speed limits of the road segments on
that road are stored in a digital database and the travel time was
calculated (distance/speed limit). The calculated travel time is
used as travel cost in the performance of path optimization. The
28
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
travel cost represents the cost of traveling over the link or the
measure of resistance to the movement of goods through the
link and depends on many factors, such as distance, travel time,
travel speed, and number of turns. Path optimization has been
carried out using ArcView Network Analyst (AVNA). AVNA
implements a modified Dijkstra’s shortest path algorithm with
a -heap in combination with a custom memory-management
scheme for finding the shortest path from a given starting node
to a destination node , which has the lowest possible cost [19].
Heaps or priority queues are one of the types of data structure
that allow the insertion of elements and extraction of the least
element. The -heaps are the generalization of more commonly
known binary heaps. All nodes of a -heap have children. A
-heap requires
time to do insert and decrease the
time for each deleteMin
Key operation, but needs
operation. Dijkstra’s algorithm is implemented using -heaps
with the value equal to 2. Using -heap, Dijkstra’s algorithm
takes
time. AVNA builds the topology,
creates a travel-cost matrix, and then run the analysis.
2) Closest Facility: In the closest facility problem, route
length and travel time (drive time) are considered as travel costs.
Different facilities, such as hospitals, bus stations, and tourist
places, have been taken as themes in the project. The closest
facility algorithm calculates all the routes from the selected
origin to facilities based on travel cost. It compares travel costs
of these routes and gives one optimal route as output [25].
3) City Bus Routes: City buses with their numbers are stored
in a database in a compressed format because there will be more
than one bus on one road segment. A search algorithm is used to
find bus service number from a selected origin and destination.
According to the bus number, road segments on the map were
selected and highlighted with different color. The schematic
flow chart of the ATIS is shown in Fig. 1.
B. Source Program
The source program for this package has been written in the
Avenue programming language. Avenue is an object-oriented
scripting language for ArcView GIS in order to automate tasks,
add new capabilities, and build applications. The source code is
divided into many scripts; each is used for a particular purpose.
Fig. 1. Schematic flow chart for the ATIS.
often inadequate to perform analysis or display in proper alignment with other data. To establish the relationship between an
coorimage (row, column) coordinate system and a map
dinate system, we need to align or georeference the raster data
(image). The image-to-map rectification approach is used for
georeferencing. This approach involves the measurement of the
image coordinates of the reference cell and their corresponding
ground control points [3].
C. Work Plan
E. Digitization
The following systematic steps are followed for the development of the ATIS:
Step 1) collecting of maps;
Step 2) scanning of maps;
Step 3) georeferencing of scanned maps;
Step 4) digitization of the road network;
Step 5) database creation;
Step 6) software development in ArcView GIS.
Digitization is the process of converting paper or scanned
maps into digital files in order to encode geographic features in
coordinates [3]. In this paper, the georeferdigital form as
enced raster images of Hyderabad City are digitized through an
online digitization procedure using ArcView GIS 3.1. The road
network of the study area is digitized as line features. Lakes and
rivers are digitized as polygon features. Bus stations, railway
stations, hospitals, places of tourist interest, offices, educational
institutions, and stadiums are digitized as point features. The
spatial data above is organized as themes in this paper.
D. Georeferencing
Georeferencing is the process of registering a geographical
data set to an established coordinate system [3]. Scanned maps
does not usually contain information as to where the area represented on the map fits on the surface of the earth. The location information delivered with aerial photos and satellite imaginary is
F. Input Data
ATIS development is carried out for the Hyderabad and
Secunderabad twin cities. Hyderabad City is an administrative
and commercial center, the capital of the Andhra Pradesh
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
state. It also is the fifth biggest city in India. Secunderabad
is the satellite town of Hyderabad City. The total area of the
region (Hyderabad and Secunderabad) is around 500 km
and it bounded by latitudes—17 -30 -00 N and 17 -19 -48
N—and longitudes—78 -22 -12 E and 78 -34 -48 E. The
following data was collected and used in the development of
ATIS:
• topographical maps of representative fraction (RF) of 1:
25 000 for NW, NE, SW, SE directions;
• time tables of intercity bus, train, and air services;
• speed limits on roads;
• road names;
• information of one-way road segments.
29
TABLE II
DESCRIPTION OF FIELDS AND THEMES
G. Themes and Database
For the current ATIS, all the important geographical details of
Hyderabad City are categorized as separate features as depicted
as follows:
• road networks;
• places of tourist interest;
• educational institutions
• hospitals and offices;
• bus stations, railway stations, and the airport;
• lakes and the river.
For the current ATIS, topographical maps are taken as data
inputs; these features are spatially represented as themes. Each
theme has discrete characteristics known as attributes that emphatically separate it from other themes. For example, attributes
of a street might include its name, type, length, code, number of
lanes, or pavement type. Features and their attributes are linked
to each other; therefore, a user can access or locate any feature
from its attributes. All the important information associated with
each feature was entered into its theme’s attribute table, to analyze it in a later stage. This was accomplished by adding the required number of fields (columns) to the table and entering the
data for all the features in their corresponding records (rows).
Table II gives the details of fields. In the road network theme,
more than 1200 roads were identified and digitized. Roads in
the city were classified as highways, major roads, and minor
roads. This classification was done by giving separate identification number (know as a label) to each category in the database.
Roads that have names were identified and that data was
stored in this database. More than one bus will travel on one
road. Storing all bus numbers traveling on each road segment is
an intricate task; besides, this increases the size of the database.
All bus numbers in one road segment were stored in one field in
a compressed format. Three different city bus services (metro
liners, metro express, and ordinary) are available in Hyderabad
City. A database for these three categories was created and
stored in three different fields. A database for one-way road
segment length, speed limit, and drive time was created.
Names of places of tourist interest, educational institutions,
hospitals, bus stations, railway stations, offices, lakes, and the
river were stored in their corresponding databases. A description and information of fields in databases of different themes
are given in Table II. Besides these databases for intercity bus
services, databases for train and air services were also created.
Distances from Hyderabad, departure timings, and service name
were included in these databases, which were created in Microsoft Excel.
IV. USING ATIS
A. Menus
A menu displays a list of commands that are available to the
user. Because menus make commands visible and searchable,
a user can use them to his advantage while recognizing commands without remembering them. A menu bar, one of the most
common forms of a menu interface, is a special area displayed
across the top of a graphic user interface (GUI) directly below
the title bar. Table III gives a description of the menu on the general view of ATIS and their functionalities.
B. Buttons and Tools
Buttons and tools are used to provide quick access to specific
commands or options. Their name and functionality are shown
in a tool tip text when a user moves the cursor on them.
Buttons and tools bars are shown in Fig. 2 and their description is given in Table IV.
30
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
TABLE III
DESCRIPTION OF MENUS
TABLE IV
DESCRIPTION OF BUTTONS AND TOOLS
line draws between those two points and the distance in
kilometers is shown in the status bar.
D. Viewing the City Location-Wise
Clicking the “by location” submenu in the “view Hyderabad”
menu or the location button by using the mouse console, the user
can view information for the area, as shown in Fig. 4. The steps
are as follows.
Step 1) Click on the “location” button or on the “ by location” submenu.
Step 2) Select an area to view.
The selected area will be zoomed with all details. For a full
view of Hyderabad, click on the “full” submenu in the “view
Hyderabad” menu.
Fig. 2.
Menus, buttons, and tools.
E. Searching for Features in Hyderabad
C. Using General Functions
Fig. 3 gives the full view of map with all themes in the ATIS.
Guidelines for general usage of the map are as follows.
1) Legend of the map is shown on the left side of the map.
2) Turn themes on and off by clicking a checked box in front
it to view the desired themes.
3) Zoom in or out the map using zoom tools and buttons.
4) Click on the measure tool and any point on the map and
move the cursor to the desired point on the map. A line
drawn between those two points and distance in kilometers is shown in the status bar.
5) Click on a measure tool and on any point on the map
and move the cursor to the desired point on the map. A
Following are steps for searching desired features such as offices, places of tourist interest, educational facilities, health facilities, etc., in Hyderabad.
Step 1) Click on the
button or the “search” submenu in the “view Hyderabad” menu.
Step 2) Select the type of features from the “search for” list.
Step 3) Select the feature from the list.
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
Fig. 3. General view.
Fig. 4. Location-wise view of Hyderabad City.
31
32
Fig. 5.
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
Searching for features in Hyderabad City.
The selected feature will be highlighted in yellow in the map
and if the image is available it will be shown in the search’s
dialog box, as given in Fig. 5.
F. Shortest Path Module
The shortest path module for finding the shortest path with
different options, i.e., either the user selects the origin or destination from the database or by clicking desired location on the
map, as shown in Fig. 6. In this ATIS, four options are given for
finding shortest path, as follows:
1) shortest path with the given origin and destination;
2) shortest path with a user-given origin and destination;
3) shortest path with a given origin and user-given destination;
4) shortest path with a user-given origin and user-given destination.
1) Shortest Path With Given Origin and Destination: Click
on the “shortest path” submenu or on the
button. Select any “with given origin and destination” option in
the shortest path dialog. Select the type of origin and, from that
list, select the origin. Select the type of destination and, from
that list, select the destination. Click on the
button and select travel cost (line length or drive time).
The shortest path will be displayed in yellow on the map and
directions from the origin to destination will be displayed in the
“shortest path” dialog.
2) Shortest Path With User-Given Origin and a Given Destination: Click on the “shortest path” submenu or button. Select
the given origin and given destination option in the shortest path
dialog. Select the origin by clicking any point on the road network.
Select the type of destination and, from that list, select the
destination. Click the “run” button and select the travel cost (line
length or drive time).
The shortest path will be displayed in yellow on the map and
directions from the origin to destination will be displayed in the
“shortest path” dialog.
3) Shortest Path With a Given Origin and Given Destination: Click on the “shortest path” submenu or the button. Select any “with given origin and user-given destination” option
in the shortest path dialog. Select the type of origin and select
the origin from the given list. Select the destination point by
clicking any point on the road network. Click the “run” button
and select travel cost (line length or drive time).
The shortest path will be displayed in yellow on the map and
directions from the origin to destination will be displayed in the
“shortest path” dialog.
4) Shortest Path With User-Given Origin and User-Given
Destination: Click on the “shortest path” submenu or button.
Select any “with given origin and user-given destination” option in the shortest path dialog. Select the type of origin and
select the origin from given list. Select the destination point by
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
Fig. 6.
33
Searching for the shortest path with a given origin and destination.
clicking any point on the road network. Click the “run” button
and select the travel cost (line length or drive time).
The shortest path will be displayed in yellow on the map and
directions from the origin to destination will be displayed in the
“shortest path” dialog.
G. Closest Facility Path Module
The closest facility module is for finding nearby facility (offices, places of tourist interest, educational facilities, health facilities, etc.) from any location on the road network. Steps for
finding closest facility are as follows.
Step 1) Click on the “closest facility” submenu or button.
Click on the
button given in the dialog and select any point by
clicking the road network.
Step 2) Enter the range in kilometers where the closest facility is to be found. The default value is 0, which
means the closest facility in the whole map.
Step 3) Select the type of facility (hospitals, offices, transport, etc.).
The optimum path to the closest facility from a selected point
will be displayed in yellow on the map and directions from the
origin to destination will be displayed in the “closest facility
path” dialog, as shown in Fig. 7.
H. Site Tour Module
The site tour module is for itinerary planning. When a traveler
wants to visits several locations in the city, this module gives
the traveler a systematic plan for travel, which is based on the
shortest distance to different locations from the origin. Steps
involved for itinerary planning are as follows.
Step 1) Click on the “site tour” submenu.
Step 2) Select places to visit from the places of tourist interest list in order of visit by holding the SHIFT key.
Step 3) Click the “go” button.
The optimum path for the site tour will be displayed in yellow
on the map and directions will be displayed in the “site tour”
dialog, as shown in Fig. 8.
I. City Bus-Service Module
This module is for finding city bus services that are available from one location to other in Hyderabad City. Fig. 9 shows
the city bus-service module. The following are the steps for
searching for available city bus services.
Step 1) Click on the “metro liner,” “metro express,” or “ordinary” submenus in the Citybusroute menu according to the type of city bus services.
Step 2) Select the origin point from the origin list.
34
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
Fig. 7.
Closest facility path module.
Fig. 8. Site tour module.
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
Fig. 9.
35
City bus-services module.
Step 3) Select the destination point from the destination list.
Step 4) Select any bus number from the available bus numbers to view its route.
Step 5) Selected bus number’s route will be displayed in
yellow color on the map.
Train name, arrival and departure times, and the train’s
starting station in the Hyderabad and Secunderabad twin cities
will be displayed on the railway services dialog, as shown in
Fig. 10.
L. Intercity Airline Services Module
J. Intercity Bus Services Module
This module is for finding available intercity bus services
from Hyderabad to other cities. The following are the steps for
finding intercity available buses.
Step 1) Click on the “bus services” submenu in the intercity
menu.
Step 2) Enter the destination city name.
Step 3) Click on the “go” button.
Distance and timings of buses will be displayed on bus services
dialog.
This module is for finding intercity airline services from Hyderabad to other cities. Following are the steps for finding available intercity airline services.
Step 1) Click on the “air services” submenu in the intercity
menu.
Step 2) Select the destination city name from the list.
An airline’s name, flight number, stopping details, departure
time, and operating days of all flights will be displayed on the
bus-services dialog.
V. FUTURE SCOPE
K. Intercity Railway Services Module
This module is for finding intercity railway services that are
available from Hyderabad to other cities. The following are the
steps for finding available intercity buses.
Step 1) Click on the “train services” submenu in the intercity menu.
Step 2) Enter the destination city name.
Step 3) Click the “go” button.
Step 4) Train numbers to destination city will be displayed.
Step 5) Select any train number.
The proposed ATIS can be modified further to an Internet
GIS-based application, so that the user can have easy access
to it via Internet. Further, this ATIS can be provided with several routing systems to allow users to select from one of several
travel objectives used to direct the path search. Typical options
include minimizing travel time, minimizing travel distance, and
maximizing use of freeways links.
In the future, when the integration of highway systems with
real-time traffic surveillance and control strategies will take
place in India, this ATIS can be modified to provide route
36
Fig. 10.
IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 6, NO. 1, MARCH 2005
Intercity railway services module.
choices based on actual or predicted traffic conditions with the
help of real-time data acquisition from equipped road networks.
VI. CONCLUSION
ATISs are most widely deployed ITS application areas. With
the rapid increase of the Internet and wireless communications
in recent years, the application of Internet-based and wireless
GIS-T applications to ATIS is growing rapidly (such as the ROMANSE project in Europe). Implementation of GIS in combination with other advanced communication computer technologies to traveler information systems enables the conspicuous
dissemination of information pertaining to fixed route facilities,
such as offices, educational institutions, health facilities, places
of tourist interest, etc.; route planning and spatial and attribute
information on other transportation facilities within the cities,
including highways, airports, marine ports, and passenger rail
systems.
Developed GIS-based ATIS has a point-and-click graphical
user interface and also is user friendly.
The developed package has the following capabilities:
• finding the shortest path based on distance and drive time;
• finding the closest facility and its path based on distance
and drive time;
• city bus routes;
• search engine—which searches different facilities in Hyderabad city;
• provides intercity bus, train, and airways information (timings, distance, and service name);
• site-tour planning.
The developed package can be used in the following areas to
give information to the travelers:
• bus stands;
• railway stations;
• airports;
• tourist information centers;
• in personal computers.
REFERENCES
[1] B. McQueen and J. McQueen, Intelligent Transportation Systems Architecture. London, U.K.: Artech House, 1999, ch. 1.
[2] B. McQueen, R. Schuman, and K. Chen, “Introduction,” in Advanced
Traveler Information Systems. Norwood, MA: Artech House, 2002,
pp. 18–21.
[3] C. P. Lo and A. K. W. Yeung, Concepts and Techniques of Geographic
Information Systems. New Delhi, India: Prentice-Hall India, 2002, pp.
144–147.
[4] C. Drace and C. Rizos, Positioning Systems in Intelligent Transport Systems. London, U.K.: Artech House, 1998, ch. 1.
[5] I. Catling, Advanced Technology for Road Transport: IVHS and
ATT. London, U.K.: Artech House, 1994, pp. 274–276.
[6] ITS Handbook 2000, Recommendations, Artech House, London, U.K.,
2000, pp. 19–22.
[7] Y. Zhao, Vehicle Location and Navigation Systems. London, U.K.:
Artech House, 1997.
[8] D. Crawford, “Park and Go,” ITS Int., p. 68, 2001.
[9] E. K. Ott, “Timely travel information using GIS,” Arc User, 1999.
[10] “Indian vehicle tracking system,” ITS Int., vol. XX, p. 12, 2000.
[11] J. King, “Blowing hot and cold,” ITS Int., pp. 44–47, 1999.
[12] P. Kumar, S. S. Jain, and P. Singh, “Concept and application of intelligent
transport system (ITS)—A case study,” Indian Highways, vol. 11, pp.
17–38, 2002.
[13] G. Ortiz, S. M. Amin, and J. R. Wootton, “Intelligent transportation systems—Enabling technologies,” Math. Comput. Modeling J., vol. 22, no.
4–7, pp. 11–81, 1995.
KUMAR et al.: ADVANCED TRAVELER INFORMATION SYSTEM FOR HYDERABAD CITY
[14] J. L. Adler and V. J. Blue, “Toward the design of intelligent traveler
information systems,” Transport. Res. C, vol. 6, pp. 157–172, 1998.
[15] K. Mouskos and J. Greenfeld, “A GIS based multi modal advanced traveler information system (MATIS),” J. Comp. Aided Civil Infrastructure
Eng., vol. 14, no. 4, pp. 267–279, 1999.
[16] Y. H. Wu, H. J. Miller, and M. C. Hung, “A GIS based decision support
system for analysis of route choice in congested urban road networks,”
J. Geograph. Syst., vol. 3, no. 1, pp. 3–24, 2001.
[17] O. Bernhard, “Pay per mile,” Tolltrans-Traffic Technol. Int. Suppl., vol.
, pp. 41–43, 2000.
[18] Q. Li and C. E. Kurt, “GIS-based itinerary planning system for multimodal and fixed-route transit network,” in Proc. Mid-Continent Transportation Symp., Ames, IA, May 2000, pp. 47–51.
[19] R. Sherlock, P. Mooney, and A. Winstanley, “Shortest path computation:
A comparative analysis,” in Proc. 10th Annu. GIS Research U.K. Conf.,
Sheffield, U.K., Apr. 2002, pp. 91–94.
[20] P. Kumar, D. Reddy, and V. Singh, “Intelligent transportation system
using GIS,” in Proc. Map India Int. Conf. GIS, GPS, Aerial, Photography, and Remote Sensing, New Delhi, India, Jan. 2003.
[21] S. S. Jain and P. Kumar, “Application of intelligent transportation systems in india,” presented at the Int. Seminar Highway Safety Management and Devices, New Delhi, India, Nov. 1998.
[22] J. L. Campbell, C. Carney, and B. H. Kantowitz, “Human factors
design guidelines for Advanced Traveler Information Systems (ATIS)
and Commercial Vehicle Operation (CVO),” Federal Highway Admin.,
McLean, VA, Rep. FHWA-RD-98-057-2, May 2003.
[23] J. Noonan and O. Shearer, “Intelligent Transportation systems Field
operational test cross-cutting study: Advance traveler information systems,” Intell. Transport. Syst. Joint Program Office, Federal Highway
Admin., United States Dept. Transport., Washington, DC, Rep.
FHWA-JPO-99-038, Sept. 1998.
[24] R. P. Maccubbin, B. L. Staples, and M. R. Mercer, “Intelligent transportation systems benefits and costs-2003 update,” Federal Highway
Admin., United States Dept. Transport., Washington, DC, Rep.
FHWA-OP-03-075, May 2003.
[25] ArcView Network Analyst Manual, Environ. Syst. Res. Inst., Redlands,
CA, 1996.
Praveen Kumar received the M.S. and Ph.D.
degrees in civil engineering from University of
Roorkee (currently, the Indian Institute of Technology), Roorkee, India.
He was with the Central Road Research Institute,
New Delhi, India, as a Scientist from 1992 to 1998.
He was an Assistant Professor of Transportation
Engineering in the Department of Civil Engineering,
Indian Institute of Technology, from May 1998
to February 2004 and currently is an Associate
Professor. He has published more than 100 research
papers in national and international journals and conferences. His interests
include transportation planning, pavement performance studies, intelligent
transportation systems, and geographical information system (GIS) applications in transportation engineering.
Dr. Kumar is a Member of the Six Member National Executive Committee,
Pradhan Mantri Gram Sadak Yojna (PMGSY). He was the Recipient of the
Young Teachers carrier award from All India Council of Technical Education,
April 2000; the Outstanding Research Paper (Best) Award from the Indian Road
Congress for 1999–2000; the Outstanding Paper Award, The Institution of Engineers (India) for 2002; Outstanding Teacher Award (Best Teacher) from the
Indian Institute of Technology Roorkee for 2003; and several other awards.
37
Varun Singh (S’04) received the M.S. degree in
computer-aided design from the Department of
Civil Engineering, Indian Institute of Technology,
Roorkee, India, in 2002, where he is currently
working toward the Ph.D. degree in advanced
traveler information systems.
He has coauthored eight papers in national
journal and international conferences. His research
interests include geographical information system
(GIS)-based intelligent transportation systems, soft
computing applications in traffic engineering, and
Internet GIS.
He is a Student Member of the American Society of Civil Engineers and an
Associate Member of the Institution of Engineers, India.
Dhanunjaya Reddy received the M.S. degree in
transportation engineering from the Department of
Civil Engineering, Indian Institute of Technology,
Roorkee, India, in 2002.
He is with Abhinava Info Systems Pvt. Ltd.,
Gunwahati, India. His research interests include
Geographical information system (GIS)-based
intelligent transportation systems and computer
applications in transportation engineering.