Its Applied in Bus Rapid Transit

CLEDSON AKIO SAKURAI1, CAIO FERNANDO FONTANA2, ANTONIO GIL DA SILVA

ANDRADE3

1,2,Departamento Ciências do Mar (DCMAR)

Universidade Federal de São Paulo (UNIFESP)

Av. Almirante Saldanha da Gama, 89 – Santos/SP

BRAZIL

3Departamento de Tecnologia da Arquitetura

Faculdade de Arquitetura e Urbanismo (FAU)

Universidade de São Paulo (USP)

Rua Lago, 876 - Butantã, São Paulo/SP

BRAZIL

Abstract: - The BRT (Bus Rapid Transit) is a public transport system of low implementation cost and allowing

to offer a quality service, although the BRT should not be seen only as an isolated mobility solution for the

areas it serves, butas an inductor axis of urban development capable of contributing to the consolidation of a

more fair and balanced city in social and environmental terms. To make one quality of services, BRT needs an

efficient automation system, this system called ITS (Intelligent Transportation System), that enables control

over the operation and maintenance of the BRT in order to prioritize service and thus bring greater quality in

public transport for the population. However, due to system complexity it is necessary to implement a system

that can be scalable and receive new features not only connected to the BRT as other systems that need to

exchange information. This paper presents architecture to meet the requirements and needs of BRT in Brazil.

Key-Words: - Architecture, BRT, ITS, Brazil, Mobility, Transportation

1 Introduction

The BRT (Bus Rapid Transit) is a mass

transportation system for passengers that deliver

fast, comfortable, safe and efficient urban mobility

through segregated infrastructure with overdrive

priority, fast and frequent operation, excellence

marketing and customer service.

The BRT system not only proposes a change in

the fleet or infrastructure of public transportation.

But rather a set of changes that together forms a new

concept in urban mobility. The implementation of

high-performance transit systems, efficient and

environmentally sustainable world consists of the

political agenda of urban and environmental

planners.

This system should be carried out permanent

replacement of individual traffic by an attractive

public transport, promoted security and protection

for its passengers, the CO² reduction and the

reduction of congestion.

For this, there is nothing more appropriate than

BRT solutions, achievable in the medium and long

term with moderate investment. The BRT concepts

are integrated homogeneously in urban structures, in

a timely manner as full or also stepwise solution.

Deployed pioneered in Curitiba, BRT is a

flexible concept that can be configured especially

for the market it serves and the physical

environment in which it operates. Currently the

system exists in more than 160 cities around the

world and has become one of the most viable and

efficient choices to qualify urban mobility in 38

countries on five continents.

The BRT system has also demonstrated the

potential to dramatically reduce CO2 emissions,

since for their correct deployment, optimization of

existing routes is performed. An example of its

impact on climate change is the operation of the

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Metrobús (Mexico City BRT), which, with the

opening of its fourth line in 2012, is reducing

110,000 tons of CO2 emitted per year, while that

improves mobility of 200 million passengers per

year. This BRT system was designed and

implemented to serve at least 800,000 passengers

per day.

The main characteristics of BRT are:

 Dedicated corridors for the movement of

public transport;

 Loading and unloading of vehicles on the

same level, making the process faster;

 System of pre-charge;

 High-capacity vehicles, modern and cleaner

technologies;

 Transfer between routes without incurring

cost;

 Integration with other modes of transport;

 Operational control center;

 Prioritizing traffic signal;

 Real-time information to the user;

 Universal accessibility.

The Bus Rapid Transit (BRT) is from one of the

engines cost more efficient for cities quickly

develop a public transport system that can expand a

complete network as well how to promote a speedy

service and excellent quality. Still in his early

application, the BRT concept offers the potential to

revolutionize the way of urban transport.

The BRT basically mimics the characteristics of

performance and comfort of modern systems

transport on rails, but at a fraction of cost. A BRT

system costs typically 4 to20 times less than a tram

system or of light rail transit (LRT) system and 10

to 100 times less than a metro system. [01]

Beyond the physical infrastructure, the BRT needs

to implement some

In addition to the physical infrastructure to the

full functionality of BRT is required to implement

automation systems that collaborate in the BRT

operation. Such automation systems are known as

ITS (Intelligent Transportation System). The ITS

are advanced applications that provide innovative

services relating to different modes of transport and

traffic management and enable various users to be

better informed and make safer, also the ITS permit

to have more coordinated and smarter transport

network in order to reduce congestions, have an

efficient use of infrastructure and so on. [02].

2 Problem Formulation

The ITS needed to meet the BRT is complex

because the BRT is composed of several elements

spread over a city, among them are: Stations, Shared

Vias, Restricted roads, buses, besides the

maintenance crews and operation.

The elements that need to exchange information

with each other are usually not the same

manufacturer, therefore there is a clear need to

integrate these systems and propose solutions to

facilitate the implementation of any element within

the ITS for the BRT.

The general principles relating to the ITS system

are as follows:

1) Improvement in the population's quality of

life by providing regular public transport

service, reliable and secure, allowing the

sustainable mobility and accessibility for

carrying out activities that modern life

imposes;

2) Efficiency in service delivery through

integrated transport network rationality

operating system, giving priority to

collective means;

3) Cost reduction in shifts in public

transportation;

4) Provide mobility to people with disabilities

or mobility restrictions;

5) Prioritize under road aspect, the use of the

collective mode of transport and the

integration of its different modes;

6) Improve the management of the services of

the Public Mass Transportation System;

7) Provide efficient, integrated and shared

solutions to public transportation in the

surrounding areas;

8) Integrated management of road systems,

transport and transit;

9) Improving quality and reducing cost of

travel for the user of public transport

services;

10) Deployment of operational control systems,

registration, ticketing and information to the

user;

11) Rationalization of passenger public

transportation system will be achieved

through physical, operational and fare

integration, should be established from the

set of procedures, technologies and

infrastructure that constitutes the ITS;

12) Implement efficient system of information

to the user in order to allow the

understanding of the system and their

rational use, with priority given to people

with disabilities or reduced mobility;

13) Implement control and operational

monitoring through the Intelligent Transport

System - ITS;

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14) Prioritize the movement of collective on the

car, with the control system deployment and

traffic signal coordination and exclusive

tracks and priority to public transport;

15) Adequate supporting infrastructure, with

universal accessibility, the operation of

public transport;

16) Establish alternatives integration to reduce

the cost and travel time for larger numbers

of users;

17) Adjust the time intervals between vehicles,

adapting capacity to demand;

18) Deployment of Intelligent Transport

System;

19) The terminal network must have

information system for the user, including

accessible to persons with disabilities or

reduced mobility, through information

panels and variable message, maps, sound

and written messages. With the participation

of public officials to answer questions and

provide information on the BRT conditions;

20) Network terminals must have operational

control structure of vehicles operating in the

system, aimed at improving the mobility of

people and vehicles.

3 Problem Solution

This item present a solution for ITS architecture

to solve the problems identified. This article present

an overview of possible architecture for ITS.

3.1 About ITS

The ITS system consists of a technology matrix

intended for operation and management of urban

mobility. It consists of sets of information systems,

communication, control, monitoring, sensing,

acting, among others. It aims to provide greater

operational efficiency to transport and transit

operations services as well as provide comfort and

safety for users of BRT services.

3.2 Areas of ITS

The ITS deployment strategy should define the

situation to be reached by reference to the best

practices in the world. Such assessment could be

carried out considering the eight areas of ITS to

follow the BRT:

 Information for Users: services designed to

support users' decisions before and during

their displacement.

 Traffic management: services required for

the management of traffic flows on the

corridor.

 Demand management: services needed to

reduce congestion on the roads and in urban

areas.

 Advanced service to the driver: automated

systems to improve vehicle performance

and driver and make driving safer.

 Financial transactions electronically:

Services that provide automated fare

collection.

 Fleet management: support service

necessary to the management of collective

public passenger transport service fleet.

 Public Transportation Management:

includes services necessary to optimize the

public transportation of passengers in terms

of convenience and performance.

 occurrences of Service: services needed to

meet the occurrences of accidents and other

emergencies.

3.3 ITS Architecture

A key point in the ITS system design is the

definition of its architecture, and this definition

should be made throughout the systemic design

process. At the present stage we consider two

reference architectures:

 ITS Architecture proposed by ISO 14813;

 American ITS Architecture (Nitsa).

3.3.1 ITS Architecture: ISO 14813

The ITS technical committee of the International

Organization for Standardization ISO / TC204)

proposed by ISO 14813 standard a reference

architecture for ITS. A key feature of the

architecture is the ISO reference model and a set of

services to the user. Figure 1 below shows a basic

representation of the core ISO ITS reference

architecture.

Fig.1: ITS services hierarchy of definitions for ITS

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Cledson Akio Sakurai,

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reference Architecture [03]

3.3.2 ITS Architecture: ISO 14813

The US was the first country to develop a

national ITS architecture, in the early 1990. The

architecture itself consists of a collection of user

services (33 services divided into eight domains),

each accompanied by a set of requirements a logical

architecture and physical architecture, which serves

to guide the development of standards. Figure 2

illustrates the logical architecture of the ITS system

at various levels of detail, showing the configuration

of services without going into details about its

operation. The logical architecture illustrates logical

processes (shown as circles) entities (rectangles)

data flows (arrows) and data storage (logical data

files, represented by a name between parallel lines).

3.4 Proposed Architecture

Based on ITS architectures presented on item 3.3,

this article propose an possible architecture using

SOA (Service Oriented Architecture).

Fig.2: ITS Architecture [04]

The SOA involves the deconstruction of an

application in common offices reusable, which can

be used by other internal applications the

organization or external, independently of the

applications and computing platforms adopted the

company and its partners. With this approach,

companies can assemble again and again these

services based on open standards in order to extend

and improve collaboration between existing

applications, create new possibilities and stimulate

creativity at every point in the value chain. The

service-oriented approach simplifies

communications among IT systems, to the extent

that it makes no difference that particular "service"

resides in own computers or in their external

partners. In essence, SOA delivers the IT systems

owners of its verticality and its rigidity, adapting

them, so user needs. An SOA approach applied to

systems integration requires an elaborate project

jointly between business and technology. Among

the main benefits of this approach, the most obvious

is that it gives more flexibility to the business, but

one should also highlight that promotes the

construction of new capacity in less time and at

lower cost. Moreover, as the services are separated

from the applications used to deliver them,

companies can extend the life of existing

applications and integrate more easily various types

of applications and platforms. SOA provides a

standards-based structure, in which every participant

is inserted in the process can connect to each other

regardless of a specific solution, personalized and

point to point. Increasing the level of

communication, connectivity and flexibility

between existing systems, SOA unlocks the power

of print services and streamline the system.

The components will be installed in the field,

data center and operational control center (OCC).

The field will be installed sensors and actuators to

be responsible for data collection and due role as

business rules that are in various applications of

ITS, in addition to information boards and sound

equipment.

The data center will be installed servers and

equipment responsible for carrying out the backup.

The CCO will be workstations installed for the ITS

actors, especially the public transport activities

connected.

To interconnect all components will be installed

routers and data networks that allow them to do

proper communication and transparently and with

quality.

The architecture planned for the BRT ITS is

shown in Figure 3 and consists of four applications:

Operational Management, Billing Electronics,

Information System of User and Prevention &

Security.

To ensure interoperability between the ITS

systems, legacy systems, AVL, Sensors and

Actuators considers the implementation of an

integration bus developed with open system, this

way you can ensure system growth according to the

operational needs of the municipality, as well to

reduce dependence on suppliers, as this

configuration allows the use of sensors, actuators,

systems, AVLS from various manufacturers, and the

only requirement is that they meet open

communication protocols.

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Fig.3: ITS Architecture for BRT using SOA

ITS components will not be in the same location

so the communication channel must have adequate

response time, and meet the necessary requirements

regarding the stability and availability. The

proposed architecture solution meets the operational

requirements presented in item 3.2 of this document

and allows it to receive new features as needed by

the BRT operation and maintenance services.

The following are ITS features sets applicable to

the BRT system

3.4.1 Operational Management System (SGO)

The SGO allows the operation and maintenance

of the BRT corridor to ensure quality in service,

bringing resources to the monitoring, corrective

maintenance, preventive maintenance, monitoring,

control and security. The system also has possibility

to store and process historical data to allow those

responsible for TP can take the most appropriate

decision for each situation.

The SGO is composed of one or more servers,

application and database features that can deliver

the proposals for the system. The solution proposed

by the ITS project, the application will have the

following features:

 Planning: Functionality which allows you to

plan the operation of the BRT (lines, routes,

service offerings, economic and financial

analysis) in accordance with the historical

use and forecasting, and may include

characteristics of the weekdays, holidays,

events, among others. The system allows

you to model scenarios, evaluating

alternatives, structuring actions, establishing

routines and procedures with a view to

meeting the mobility aspirations of society;

 Service Quality: Monitoring aspects related

to standards of care, such as: accessibility,

comfort levels, service levels of integration,

maximum waiting times, quality indicators /

performance and levels of prevention;

 Planning Monitoring: Based on the

planning, the system performs monitoring in

the hallway, checking the supply and

demand, such as amount and allocation line

for vehicles, often traveling time, itineraries,

timesheet (timetable) and allocation of

human resources (driver, marketing agent);

 Supervision, Inspection and Operational

Control: Real-time monitoring parameters

and events in the hallway (TP System) in

order to adapt the operation to set standards

and carry out the necessary maintenance.

This module also performs the monitoring

of the use in the corridor and can identify

and generate alerts for unauthorized

vehicles to use the corridor;

 Measurement: Functionality related to the

acquisition of information from the TP

system by AVL and sensors available via

the stations.

 Services Management: This feature made

the fleet tracking according to plan, as well

as quality in providing services and if

necessary to generate indicators for the

redesign in real time to ensure continuity of

services.

3.4.2 Electronics Charging

The electronic charging system aims to manage

the flow of credits.Tthis flow includes activities

from the generation, distribution, validation, use,

storage (ticketing) and compensation (clearing). The

features are involved in the system:

 Generation and Distribution of electronic

claims: The system performs generating lots

of credits that are used by the users for the

payment of fares on public transport. The

credits will be tracking mechanism to

ensure the safety and cloning is not

possible, must comply with the principles of

Authentication, Authorization and Audit;

 Validation, Use, Storage and Compensation:

This module Electronic Billing System

checks the validity and the amount of

electronic credit available should also

include permission. This feature is

important for the credit control by holders

of benefits users, requiring the use of some

form of identification. Use counts the

number of passengers in each terminal,

identifying whether it is paying or not, in

addition to the group to which each user

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belongs, for example: normal, old, student,

etc. The compensation function generates

the result of the collection and distribution

for each service making up the public

transport system;

 Integration with other storage systems: The

system integrates the unified system of the

Municipality and / or other storage systems

that may exist, such as: integration with

other modes of transportation, etc.

3.4.3 System Information to User

This application is responsible for

communicating with users of the transport system,

whether they are responsible for operating and

maintaining or travelers who are actual users of

BRT services, information is generated from the

available data in the operational management and

prevention system & safety. System features are:

 Planning: helps the user in planning the

form of travel to allow a choice of the most

efficient and fast itinerary, plus the cost of

the trip. The tool will be available through

Internet-connected devices.

 Travel: It helps the traveler who needs

additional information during the course of

the trip. They are usually dynamic

information related to travel time, estimated

time of the next connection, among others

that allows travelers to reschedule the trip if

necessary. The information will be available

through Internet-connected devices;

 Information to the traveler: At terminals and

stations will be available panels with respect

to each location information such as: arrival

of the next vehicle, estimated time, service

suspension of a given line;

 Information on the vehicle: This module

provides for AVL information regarding the

next season, scheduled to arrive, traffic

conditions, weather conditions, among

others. Inside the vehicles should be

available to a panel presentation of

information;

 Post-trip information: This information

about the history of travel, as well as data

for the SAC (of Customer Service);

 Information to responsible: Those

responsible for operation and maintenance

will receive information necessary for the

performance of its activities. The

information will be made available over the

Internet or local network and network as the

needs of each user.

3.4.3 User Systems Prevention and Safety

The prevention and security system to the

traveler / passenger / driver, both in the aspect of

preventing the actions of third parties (security), and

to guard against operational risks (safety). The

planned features are:

 Monitoring of vehicles (internal),

surrounding the vehicle (external) of the

tracks, stations and terminals: This

monitoring is done through images and

sensors present in the stations, terminals,

stops, ticket offices, ordinances, decks,

pathways and patios TP parking of vehicles.

Routes in the cameras are designed to verify

the existence of elements that might

jeopardize the vehicle, driver and

passengers in the travel route, as obstacles

and action of criminals. Prevent also against

the track invasion by unauthorized vehicles

and pedestrians;

 Control agglomeration / overcrowding:

monitors the number of travelers and

passengers present in the stations and

vehicles, in order to determine the level of

occupation in order to avoid overcrowding

and discomfort. May use an imaging

monitoring system to meet the goal, as well

as turnstiles and automatic access doors to

limit the flow of passengers. In panic

situations, the turnstiles at entrances / exits

should provide a mechanism to facilitate the

evacuation (free passage);

 Integration with public security and

emergency systems: It consists in sharing

information, voice and image with the

security and emergency forces in order to

prevent and treat critical situations, risks to

users and damage to the TP system, caused

by offenders and criminals, vandals,

weather conditions or accidents.

3.4.3 Integration BUS

Services responsible for the coordination of

transport and traffic systems, to improve the

services offered is considered:

 Integration between modes: Enables

coordination between agents operating in

different ways services (intermodal service

provider). Aims to provide convenience at

the point of transfer, as well as improving

the operation of the TP;

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 Integration traffic light: Search privilege the

movement of vehicles through PT priority at

traffic lights.

3.4.3 Data Communication Network

Data communication networks, voice and images

consist of two systems: the primary and secondary

communication systems perform communication

between the various systems and subsystems.

They should enable the transmission and

reception of messages in voice formats, data and

images in a bidirectional manner, with integrity

checking of all incoming and outgoing data as well

as the ability to: IP number of the setting,

implementing QoS mechanisms (quality of service),

emulation private networks, network status

management in real time implementation of

verification mechanisms and validation of

communication and data traffic packages.

The primary communication system should

allow the use of at least two concurrent or additional

communication technologies, for example: GSM /

GPRS / EDGE and digital trunking or GSM / GPRS

/ EDGE, and WiMAX or WiMAX and WCDMA

(3G) to ensure service availability.

To the fullest extent of the BRT corridor will be

built an operating fiber optic network connecting the

equipment on the road, responsible for

communication with the vehicles in operation.

The network must also be both redundant fiber

optics segment spread via like in wireless

communication with vehicles in operation, stations

and garages. The wireless part can be done through

a network "Wi-Fi" and have a minimally GPRS

communication (or 3G) with fixed IP and contracted

service level guarantees through a telephone

operator and data as a contingency.

Operational data network should be extended to

the garage responsible for the maintenance of

vehicles and orders for the line.

The network must also be integrated with traffic

control systems or area traffic management systems,

integrating traffic signal controllers, VMS (variable

message panels), CCTV systems and detection and

surveillance, telemetry, etc., with the CCO.

3.4.3 Cameras System

The entire line of BRT and its stations and

terminals should be monitored by a fixed camera

system and the vehicles must have built-in cameras

showing the entire length of the vehicle and a

camera facing outside the vehicle showing the

driver's vision.

Some fixed cameras should also be able to be

moved from the CCO moving in one hundred and

eighty degrees (or 360 degrees, depending on the

function) and approaching the desirable object, and

minimally two internal cameras per station wagon

and two outer cameras, in each direction of the line.

Fixed cameras should be spread on supports visually

cover the whole 100% BRT line.

The system should offer the possibility and show

all or certain images captured in real time or

retrieved from a recording on an image bank and be

digitally available in real time to the CCO and

integrated with traffic control systems and CCTV

systems city traffic covered by the system,

especially in BRT's area of influence.

These cameras are used by centers to help

observe the surface transportation system. CCTV

devices can be used by centers:

 Check for a reported traffic congestion.

 Determine that assistance may be required

for the incident.

 Monitor the progress of incidents,

construction and special events.

 Determine when the residual incident

congestion is eliminated.

 Provide visual images to the public on the

state of the track.

 Determine what types of emergency

services need to be dispatched.

3.4.3 AVL

The AVL is a device embedded in the BRT

vehicle that aims to track the level of use and

performance of each vehicle and the way they are

operated. Collects information necessary for the

rationalization of equipment, provision of design,

safety and comfort of operation. Examples: State

monitoring (safety device, opening / closing doors)

and as continuous variables (position, velocity,

acceleration, occupation and motor functions /

body).

The AVL integrates with door station equipment

where there, so that they can open at the right time

in order to prevent accidents and to increase the

commercial speed and the operational flow.

The planned features are:

 Identification of the instant geographical

location of bus.

 Capture and transmission of information on

demand.

 Monitoring the vehicle on the ground.

 Telemetry vehicle.

 Operating data record.

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 Communication with the driver and

collector.

 Communication with the central operation

and supervision and emergency services

(Police, Civil Defense, Municipal Guard,

Fire Department, etc.).

 Control communications system and

information for the driver and user.

 Generation operating alarms and operation

of embedded devices and systems.

 Embedded surveillance.

 Remote intervention on the vehicle and

embedded devices.

 Management and processing of data

generated by the equipment transmission

and / or recording images.

 Data or audio when alarms are triggered.

 Multimedia monitors.

 External displays.

 Automatic counting of passengers on doors

or turnstiles.

 Various sensors;

 Onboard computers.

3.4.3 Sensors and Actuators

Associated infrastructure (stations, terminals and

tracks), the sensors perform the collection of

information for assessing the level of congestion

and occupation. Examples: the terminals and on the

decks - users / travelers count; the roads - counting

and identification of vehicles, speed measurement,

light forward and improper occupation.

4 Conclusion

The architecture presented is a proposal for the

implementation of ITS in a BRT, the important

point of the architecture is to enable the introduction

of new services and applications as needed, this

enables the architecture to start with only one

system and some sensors and it starts to grow

according to the need of maintenance and operating

staff. Based on service-oriented architecture can

sending or receiving external information systems of

other bodies within the municipality or external

entities.

The architecture is being detailed and the city of

Sao Jose dos Campos is considering implementing it

in its structure and in the BRT project that is under

development.

5 Acknowledge

We appreciate the support of Prefeitura de São José

dos Campos - SP - Brazil which enabled this

research. The survey results are being applied in city

hall of specific projects in infrastructure, traffic and

transportation.

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TRANSPORTE E DA MOBILIDADE

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E-ISSN: 2224-2864

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DOI: 10.37394/23204.2022.21.8

Cledson Akio Sakurai,

Caio Fernando Fontana, Antonio Gil Da Silva Andrade

E-ISSN: 2224-2864

Volume 21, 2022