Unit-5

Road Safety Audit

Road Safety Audit (RSA) is a review of a project to assess and identify the safety
concerns of road users. In this process, emphasis is laid on improving safety for
vulnerable road users such as pedestrians and cyclists.

RSA can be carried out in the following cases:

• To evaluate the safety of an existing road or an infrastructure.

• To identify the safety concerns of a proposed infrastructure during the
planning, design and implementation stages.
Road safety audits are applicable to diverse types of road projects and to all
categories of roads in both urban and semi-urban areas. Road safety audits should
be conducted on all road projects, such as:

• Intersection design projects (signalized and non-signalized),

• Pedestrian and bicycle routes,
• Local area traffic management schemes in urban areas,
• Traffic calming measures in neighborhoods,
• Approaches to bridges, rail over/under bridges,
• Grade separators and interchanges,
• Implementation of Mass Rapid Transit System, etc.

The purpose of a road safety audit is to manage safety by identifying and addressing
risks associated with road safety deficiencies. Auditing at different stages of a
project, starting from the planning stage can lead to the timely elimination of
problems and minimize time and costs of retrofitting roads/ transport infrastructure to
improve safety at a later stage.

The benefits of conducting a road safety audit are:

• Identification of potentially unsafe locations along a road,

• Reducing the severity and likelihood of road accidents
• Reducing the need for costly remedial work by rationalizing the design,
• Minimizing the total cost of a project to the community by preventing
accidents, disruption and trauma.
The RSA process starts with the decision to build a new road, invest in
reconstruction, widening or major maintenance of an existing road or simply to
evaluate the safety aspects of an existing infrastructure. Road Safety Audits should
be performed periodically since the planning stage of a roadway project, so as to
ensure the safety aspects for all users are taken care at all the stages. It is
recommended that RSA should be conducted in the following critical stages of a
project life cycle.
Feasibility stage (if any new proposal is made on existing infrastructure)

• Design stage
• Construction stage
• Maintenance stage

In the feasibility stage audit, the existing roadway where the project is proposed
will be audited considering the safety aspects of the existing road. The results of
any crash investigation, especially any previous road safety inspection reports
must be considered in the feasibility stage for brownfield projects (i.e. retrofitting or
maintenance of existing infrastructure). Feasibility stage audit need not be carried
out for a greenfield project (a project where no transport infrastructure currently
exists). The comments and suggestions noted after completion of the feasibility
stage audit goes as an input to the design of the
proposed transport infrastructure.

Once the detailed design of the proposed infrastructure is completed, the design
stage audit needs to be undertaken. The deficiencies identified in the design audit,
if any, are to be addressed by making necessary changes in the design of the
proposed infrastructure/facility.

The construction stage audit comes into picture when the project is under
implementation after the approval of design drawings/ documents and the
completion of the procurement process. The objective of this audit is to check
whether adequate safety measures are taken during construction.

The final stage of the RSA process is termed as the monitoring stage. Monitoring
stage audit needs to be carried out periodically during the service life of a project
to ensure that the facility continues to serve road users in a safe manner.

SAFETY IN ROAD DESIGN

Principles

Accident reduction and accident prevention are the two main strategies in road
safety. The construction of the road network and the road design have a large effect
on road safety. Accident prevention is the application of expertise in safe road
design. This primarily involves road geometry as well as the materials used. A road
is considered safe when there are NO ACCIDENT occurs. Below are listed a few
important principles involved in design of safe roads.

• Physical separation of driving direction, separate cycle lanes

• Roads should be designed as per their functionality, i.e, service road, access
road as a hierarchically structured road network
• The roads should be designed so that there is equality in speed, direction and
mass at medium and high speeds
• The road should be designed such that it should minimize injuries in case of
accidents by anticipating behavior of road users
• Roads and roadsides should be designed such that they are predictable and
forgiving of mistakes
• The roads should be designed for travel speeds that suit the function and
level of safety of the road
• The roads should be designed to prevent crashes and protect road users
• Provision should be made for the main supporting system elements like
o Emergency medical management
o Effective legislation and systems, enforcement and justice support
systems

Procedures

Few of the procedures used by engineers to keep roads safe are

• Installing barriers
o Separate oncoming traffic
o Prevent vehicles from veering off the road and causing serious injuries
o Protect construction workers and pedestrians
o Types of barriers
▪ Guard rail barriers
▪ Traffic cones
▪ Concrete barriers
▪ Steel cable barrier
• Setting speed limits for roads
o In April 2018, the Union Ministry of Road Transport and Highways fixed
the maximum speed limit on
▪ expressways at 120 km/h,
▪ national highways at 100 km/h,
▪ for urban roads at 70 km/h
• Installing traffic lights and signs at intersections and accident hotspots
o An engineering solution for improving traffic safety performance is
installing traffic lights
o Software specialising in road safety helps in identifying accident
hotspots based on historical accident data
• Other techniques used for safe road design involve
o Repainting road markings
o Intersection channelization
o Drainage optimization and
o Sight distance improvement
Effectiveness of these solutions has been evaluated by Empirical Baye's (EB)
models and an improved traffic safety performance has been observed by reduced
crash occurrence risk and crash severeties.
Practices

Roads in India have a heterogeneous mix of traffic. Space occupied by each of these
vehicles, acceleration and deceleration characteristics and possible maximum
speeds by each user is variable. Hence, space allocation to different vehicles should
be carefully ensured to ensure a smooth and safe flow of traffic.
The type and character of each type of road (mobility or access or both) should be
carefully studied in detail. Appropriate geometric design standards is essential to
ensure safety to all road users.
Design of entire road cross-section is important as it governs design speed of
vehicles and reflects prioritization in space allocation and introduces the concepts of
universal design and traffic calming.
Road markings are essential to guide road users and ansure a smooth flow of traffic.

Code of good practice

A user-friendly road will give drivers the necessary time to adapt to new and
unexpected situations. In situations that are more complex or involve higher speeds,
it is recommended to have an advance warning section with proper signing and
instructions.
A user-friendly road will give drivers a well-designed field of view with sufficient
contrasts to increase alertness. It will provide good optical guiding and orienting
facilities with symmetrical and orthogonal impression.
The amount of information also influences driver’s speed. The term used for this is
density of the field of view. Efficient speed management relies on changing
brightness and color contrasts to avoid subconscious speeding up.
Lateral field of view and its information provide the most important information to
master the difficult task to hold balance on the road. Structures over the road like
bridges, advertising, signaling and toll facilities should be symmetrical, of equal
height, and the angle of skew to the own road should be less than 15° from
perpendicular.
Driving reliably through a curve also critically depends on the quality of the field of
view and a clear distinguishable Gestalt of the curve.
The driver orientates themselves in the environment that surrounds them..To
estimate their position relative to the road and to their surrounding and to other
drivers, they depend on their changes of position, the changing view axis and the
changing points/lines of reference in the environment. The most serious
consequences arise from eye-catching objects that differ from the road axis.
Drivers follow the road with an expectation and orientation logic formed by their
experience and recent perceptions. These affect their actual perception and
reactions.

Checklists

A road safety inspection checklist is used to assess possible hazards in existing

roads. A road safety inspection checklist is used to assess possible hazards in
existing roads. This digitized checklist uses a yes-no-n/a response set and allows
photos and notes to be included on relevant question items.
Administrators of various local urban bodies use checklists to check on the work of
their subordinates. The following checklist should be used at different stages of the
audit:

• Standard Checklist-
The standard checklist shall be filled out in the feasibility stage/monitoring stage/ or
maintenance stage.
An audit using the standard check list should be carried out for any maintenance or
retrofitting of the existing infrastructure.
Standard checklist also needs to be filled to ensure implementation of the project
and subsequently for periodic inspection.
On all roads, a safety audit using standard checklist should be carried out every year
preferably after every monsoon season.
• Design Checklist-
The design checklist shall be filled after completion of the proposed design, with a
pre-requisite that a standard checklist has already been filled, in case of brownfield
project.
• Construction Checklist-
o
The construction checklist should be filled out during the construction phase of the
project.
o
Multiple construction stage audits should be carried out on construction projects that
last longer than 3 months.
It is recommended that the construction stage audits be carried out once every three
months on longer duration projects.

• The following flow chart depicts the process for carrying out RSA.
• Design Stage Audit (using Design Checklist).
• At this stage detailed design of the proposed project should be finalized and
DPR/draft final design should be available.
•
• Construction Stage Audit (using Construction Checklist).
Construction auditing shall be done when project is under implementation and it
mainly looks after the safety aspects at the construction site. Construction stage
audit shall be conducted once every three months till the end of construction.

Post Construction Audit/ Monitoring Stage Audit (using Standard Checklist)

This audit is done soon after completion of the project and periodically during
operation of the infrastructure (once every year, preferably after monsoon season)
and after completion of every maintenance works. RSA for Brownfield/ Greenfield
Projects
Conduct the Feasibility Stage Audit (using Standard Checklist).

All deficiencies need to be listed so that they could be addressed in the detailed
design.

Undertake safety improvement/ maintenance works

Deficiencies from the previous step shall be addressed / rectified by the maintenance
engineer.

Is the project proposed on an existing road?

Any deficiency identified?

YES

Revise design drawings to address the deficiencies listed in the design audit.

Any deficiency identified?

NO

Good! Check next year

RSA (Road Safety Audit) can also be done on any existing road infrastructure, even
if no infrastructure improvement or new infrastructure is being added. In this case,
RSA (monitoring stage) shall be conducted using a standard checklist and the
process after the monitoring stage shall be followed as represented in the above flow
chart.

INTEGRATED SAFETY IMPROVEMENT

The objectives of traffic management schemes is the development of a systematic

process along with the various techniques that may be used for traffic management
are described. The application of traffic management techniques to rural and urban
roads is discussed. This includes treating routes or networks as a whole rather than
simply focussing on isolated problem spots.

Past and likely future trends in road travel along with various techniques for travel
demand management are addressed.
Traffic management should be logically applied and consistently enforced, or it will
not be effective. Enforcement must be considered an integral part of traffic
management.
 Integrated safety improvement

Integrated safety improvement is an integral part of reducing traffic fatalities. Traffic

accidents contribute significantly to the annual social cost of a country's GDP. A
direct consequence of economic
development is rapid motorization. The traffic police play a very important role in
reducing traffic fatalities by road policing, traffic management and traffic
enforcement, accident investigation, accident reporting and analysis, driver licensing,
vehicle registration and traffic education. The five pillars on which road safety, traffic
enforcement policies and actions are built are:

• Road safety management

• Safer roads
• Safer vehicles
• Safer road users and
• Post crash care

A few efforts to impart a positive influence on road safety are listed below:

• Establishment of a lead road safety agency at national & state levels that is
equipped with the power, expertise and capacity to carry out the necessary activities
independently.
• Notify legislations with regard to helmets, seat belts, drinking and driving,
speeding, day time running lights and use of cell phones on an urgent basis in all
Indian states.
• Establish a dedicated and ring–fenced road safety fund at national and state
levels to cover all road safety initiatives.
• Mandate road safety audits for all new and existing roads from the designing
stage itself.
• Create a Motor Vehicle Accident Fund to provide compulsory insurance for all
road users
• Standardize, regulate, and enforce vehicle safety requirements.
• Build capacities across various sectors—police, health, and transport-- at
central and state levels
• Establish Centres of excellence in road safety that can work towards road
safety by undertaking capacity building, training, research and monitoring.
• Adopt the principle of safe systems approach for design of all new roads in
such a way that road design should be forgiving.
• Strengthen road safety information systems to obtain reliable, robust and
good quality data to guide all road safety activities.
• For this purpose, data through the newly introduced road accident data
collection formats should be strengthened at district and state levels with technical
inputs.
Traffic calming schemes
• Traffic calming is a way of containing vehicle speeds by self-enforcing
engineering measures and improving driver behaviour.
• Traffic calming has proved to be effective in restricting vehicle speed and in
reducing the number and severity of road accidents, particularly in residential areas.
• Traffic calming uses physical design and other measures to improve safety for
motorists, pedestrians and cyclists.
• It has become a tool to combat speeding and other unsafe behaviours of
drivers in the neighbourhoods.
• The aim of implementing traffic calming measures is to encourage safer, more
responsible driving and potentially reduce traffic flow
• Urban planners and traffic engineers have many strategies for traffic calming
such as
o narrowed roads and
o speed humps
• The three "E's"that traffic engineers refer to when discussing traffic calming
are:
o Engineering
o (community) Education, and
o (police) Enforcement
• Residents of a community often contribute to the perceived speeding problem
within their neighborhoods.
• Hence, instructions on traffic calming; stress that the most effective traffic
calming plans entail all three components and engineering measures alone will not
produce satisfactory results.
• Engineering measures involve physically altering the road layout or
appearance to actively or passively retard traffic any of the following techniques:
increasing the cognitive load of driving
increasing the chance than an obstruction in the road will slow or momentarily stop
motorists
increasing the chance of passenger discomfort or even
physical damage to a vehicle if speed limits are not observed (such as speed
humps).
especially designated areas where cyclists and pedestrians have legal priority over
cars
several visual changes to roads are made to encourage more attentive driving,
reduced speed, reduced crashes, and a greater tendency to yield to pedestrians.
Visual traffic calming includes lane narrowings, road diets, use of trees next to
streets, on-street parking and buildings placed in urban fashion close to streets.
Physical devices include speed humps, speed cushions and speed tables, sized for
the desired speed. Such measures normally slow cars to between 16 and 40 km/h.
• Traffic calming devices are made of asphalt or concrete. However, traffic
calming products made of rubber are emerging as an effective alternative with
several advantages.
• Traffic calming can include the following engineering measures:
Narrowing: Narrowing traffic lanes makes slower speeds seem more natural to
drivers and are less intrusive than other treatments that limit speed or restrict route
choice. Narrowing measures include:
Lane narrowings can be created by extending sidewalks, adding bollards or planters,
or adding a bike lane or on-street parking.
Kerb extensions (also called bulbouts) narrow the width of the roadway at pedestrian
crossings
Chokers are kerb extensions that narrow roadways to a single lane at certain points
Road diets remove a lane from the street. For example, allowing parking on one or
both sides of a street to reduce the number of driving lanes.
Pedestrian refuges or small islands in the middle of the street can help reduce lane
widths.
Converting one-way streets into two-way streets forces opposing traffic into close
proximity, which requires more careful driving.
Construction of polymer cement overlay to change asphalt to brick texture and colour
to indicate a high-traffic pedestrian crossing.
Vertical deflection: Raising a portion of a road surface can create discomfort for
drivers travelling at high speeds. Both the height of the deflection and the steepness
affect the severity of vehicle displacement. Vertical deflection measures include:
▪
Speed bumps, sometimes split or offset in the middle to avoid delaying emergency
vehicles
Speed humps, parabolic devices that are less aggressive than speed bumps.
Speed cushions, two or three small speed humps sitting in a line across the road that
slow cars down but allows wider emergency vehicles to straddle them so as not to
slow emergency response time.
Speed tables, long flat-topped speed humps that slow cars more gradually than
humps
Raised pedestrian crossings, which act as speed tables, often situated at junctions.
Speed dips, sunken instead of raised
Changing the surface material or texture (for example, the selective use of brick,
cobblestone, or polymer cement overlay).
Changes in texture may also include changes in color to highlight to drivers that they
are in a pedestrian-centric zone.
Rumble strips, when placed perpendicular to traffic in the travel lane act as speed
bumps as they produce unpleasant sounds and vibration when crossed at higher
speeds.
o
Horizontal deflection, i.e. make the vehicle swerve slightly. These include:
Chicanes, which create a horizontal deflection that causes vehicles to slow as they
would for a curve.
Pedestrian refuges again can provide horizontal deflection, as can kerb extensions
and chokers.
Block or restrict access. Such traffic calming means include:
Median diverters to prevent left turns or through movements into a residential area.
Converting an intersection into a cul-de-sac or dead end.
Boom barrier, restricting through traffic to authorised vehicles only.
Closing of streets to create pedestrian zones.
o
o Enforcement and education measures
o Enforcement and education measures for traffic calming include:
▪ Reducing speed limits near institutions such as schools and
hospitals (see below)
▪ Vehicle activated sign, signs which react with a message if they
detect a vehicle exceeding a pre-determined speed.
▪ Embedded pavement flashing-light systems which react to
pedestrian presence at crossings to signal drivers and increase awareness.
▪ Watchman, traffic calming system
o Speed reduction has traditionally been attempted by the introduction
of statutory speed limits. Traffic speeds of 30 km/h and lower are said to be more
desirable on urban roads with mixed traffic.
o Zones where speeds are set at 30 km/h are gaining popularity as they
are found to be effective at reducing crashes and increasing community cohesion.
o Speed limits which are set below the speed that most motorists
perceive to be reasonable for the given road require additional measures to improve
compliance.
o Attempts to improve speed limit observance are usually by either
education, enforcement or road engineering.
o "Education" refers to targeted road user training.
o Speed limit enforcement techniques include:
▪ direct police action
▪ automated systems such as speed cameras or vehicle activated
signs or traffic lights triggered by traffic exceeding a preset speed threshold.
▪ Cyclists argue for placing direct restrictions on motor-vehicle
speed and acceleration performance.
▪ Reports on promoting walking and cycling specify use of
comprehensive camera-based speed control using mainly movable equipment at
unexpected spots as one of the top measures .
▪ Advanced countries have an estimated 1,500 speed/red-light
camera installations and set a target for 30 km/h limits on 70% of urban roads.

Traffic management measures include:

• opening or closure of lanes (e.g. High Occupancy Vehicle (HOV) lanes, peak
lanes)
• intersection control
• ramp metering
• dynamic speed limits, etc.

In relation to security issues, it can be thought of as re-routing, route closure, traffic

information provision, reverse laning, etc. Traffic management is normally performed
by traffic management centres.
One of the main issues for traffic management is congestion. Proper traffic
management can prevent congestion or reduce the consequences of congestion.
For example, rerouting of the other traffic. Congestion occurs when the traffic
demand exceeds the road capacity. This can occur when the traffic infrastructure
capacity is not sufficient to handle normal (peak) traffic volumes (usually at
bottlenecks, such as tunnels, bridges, lane-drops, on-ramps, weaving sections etc.),
when the capacity is reduced by e.g. traffic incidents, road works or weather (e.g.
rain, snow) or when the demand is higher than usual, e.g. in case of large events or
evacuations. Solutions are therefore either reducing the traffic demand or increasing
the road capacity. ---- (wikipedia search)

A methodology for traffic management in cities provides for extensive use of

computer technologies.

Ttraffic management in the urban street and road network, requires a city-wide
management system (intelligent transportation system, ITS).

Traffic management tasks are not formalized but solved empirically.

Two basic approaches to development of network mathematical models of traffic

flows, based on:

• a set of analytical models and on

• microlevel simulation models

Capabilities of various software tools have been evaluated to yield a method for
forecasting network control actions affecting traffic flows, based on a piecewise-
constant approximation of a traffic flow intensity function of time.

Forecasting control actions or cycle shifts to ensure coordinated control on highways

is applied.

It is of practical interest to forecasting network control actions in intelligent

transportation systems, including in real time and for congested sections of the
street-and-road network.

Active traffic management is a method of increasing peak capacity and

making traffic flows more efficient and smooth-flowing on busy roadways.

Most roadways include devices intended for traffic control, most of them involving
direct communication with the road-user, such as signs, signals and pavement
markings.

Intelligent transportation systems (ITS) are advanced applications that provide

services relating to different modes of traffic management and the ‘smarter’ use of
transport networks. They are based on the transfer of information between transport
systems to improved safety and performance, including traffic management systems,
information systems, warning systems, vehicle-to-infrastructure communication and
vehicle-to-vehicle communication.
Traffic signal controllers are electronic devices located at intersections that control
the sequence of the lights. Along with computers, communications equipment, and
detectors to count and measure traffic, these controllers are frequently grouped into
one system allowing the control of large numbers of traffic signals at intersections
approaches to expressways and motorways

Active traffic management is a method of increasing peak capacity and making

traffic flows more efficient and smooth-flowing on busy roadways. Common
techniques include DMS, variable speed limits, hard-shoulder running, ramp-
metering, etc.

Traffic management measures include:

• Restrictions on turning movements

• One – way streets
• Tidal-flow operations
• Exclusive bus lanes and
• Closing side streets

Examples of restrictions on turning movements include:

• Restriction on entry or turning during specified timings

• Restrictions on right or left turns

Advantages of one-way streets are:

• Reduction in the points of conflict

• Increased capacity
• Increased speed
• Facilities the operation of a progressive signal system
• Improvement in parking facilities
• Elimination of dazzle and head-on collision
Tidal-flow operations
• Tidal flow operation is a traffic management process whereby the carriageway
width is shared between the two directions of travel in near proportion to the flow in
each direction.
Exclusive Bus Lanes
• A bus lane or bus only lane is a lane restricted to buses, often on certain days
and times, and generally used to speed up public transport that would be otherwise
held up by traffic congestion.
• Certain other vehicles may also be permitted, such as taxis, high
occupancy vehicles, motorcycles, or bicycles.

Measures in high accident zone

• Establishing a bicycle zone

• Placing road lighting
• Making a right turn waiting area
• Designating a right turn lane
• Anti-slip coloured pavement
• Placing a right turn arrow signal on the road surface
• Drainage pavement
• Changing the location of a corner curb
• Changing the location of a pedestrian crosswalk

Travel Demand Management

List of Techniques commonly adopted:

• Car pooling and other ride-sharing programmes

• Peripheral parking schemes
• Chartered buses (Institutional buses) to serve areas of trip origins to common
work place
• Staggering of office hours and flexible time to work
• Internal shuttle service in CBD
• Parking restraint
• Road Pricing
• Entry fee
• Priority for buses in traffic
• Restrictions on entry of trucks during day time

Traffic Demand Measures

PULL MEASURES

Pull measures aims at attracting road users to alternative modes. Examples of pull
measures are:

• Traffic management
• Improvement of alternative modes
• Integrated multi-mode transport system
• New technologies
• Park and ride facilities
• Improvement of alternative modes
o Public transportation
o Para-transit
o Bicycling/walking
• Traffic management
o Effective use via traffic engineering measures
• New technologies
o Intelligent Transportation System
o Low emission vehicle
o New underground delivery system

PUSH MEASURES

Push measures tries to demoralize car users. Examples of push measures are:

• Increasing vehicle occupancy

• Influencing time and need of travel
• Creating deterrence by introducing charges
• Imposing restrictions and
• Land use and urban planning

The following measures are taken-up for traffic management demand at the demand
side

• Reducing the number of vehicles by modal change and HOV

• Redistributing the number of vehicles by changing time and space of travel

LATEST TOOLS AND TECHNIQUES FOR TRAFFIC MANAGEMENT

Traffic management is the organisation, arrangement, guidance and control of both

stationary and moving traffic, including pedestrians, bicyclists and all types of
vehicles. Its aim is to provide for the safe, orderly and efficient movement of persons
and goods, and to protect and, where possible, enhance the quality of the local
environment on and adjacent to traffic facilities

Some of the software currently being used in India for traffic management are listed
below:

• Automatic Number Plate Recognition (APNR) - APNR system is a state-of-

the-art, real time Optical Character Recognition (OCR) based vehicle monitoring
system, to provide automatic number plate recognition or license plate recognition
for tracking and identification of vehicles. The system analyses a video stream in
real-time from the camera and processes the analysed video stream for automatic
number plate recognition function. The processed license plates are stored in a
database and can be verified against a number of user-defined criteria. The system
can be deployed at toll booths, entry/exit traffic surveillance and for law enforcement
applications for tracking hot-listed / stolen / suspected / wanted vehicles
o Following are the features of the APNR
▪ Detects and reads license plates automatically in real time
▪ Real-time 24/7 city surveillance solution
▪ Can be integrated with other security modules
▪ Multiple entry points can be integrated together to a single
central module
• Red Light Violation Detection (RLVD) - RLVD is a video based red light
enforcement system. It comprises of an overview camera and the ANPR camera.
The overview camera shows the entire violation scenario and the ANPR camera
captures the number plate of the violating vehicle. The system takes input from the
traffic lights and starts capturing red light violations as soon as the traffic signal turns
red. It comes with a state-of-the-art user-friendly Graphical User Interface (GUI) for
seamless operation. Its features are summarised below:
o Video based red light violation detection system
o Consists of APNR camera and overview camers
o Violation evidence capturing module
o Automated 24 / 7 operation
• Speed enforcement system (SES) - SES is a state-of-the-art video based
speed violation detection system. It determines the vehicle speed by calculating the
time between two frames of the vehicle and captures the image of the number plate
of the violating vehicle. This system does not use the conventional sensors like
radars, inductive loop or laser for detecting the speed. It comes with a state-of-the-
art user-friendly Graphical User Interface (GUI) for seamless operation. The GUI
provides images of the vehicle and the number plate, text conversion of number
plate after OCR, along with date, time and location of the offense. The features of
this system are listed below:
o Video based speed violation detection system
o Can give average speed of vehicle between two reference points
o System can be used for hot-listed and wanted vehicles
o Reads upto speeds of 120 kmph with high accuracy.
Parking Management System (PMS) - Finding and managing parking is a serious
problem for cities across the country. A Parking Management System has a high
level of customisation depending on the customers needs. The system provides a
superior system of security and reliability with complete access to data management.
It is designed to meet the needs of controlled parking areas by reducing the effort of
people searching for parking slots and increasing revenues for parking facility. It is a
comprehensive system comprising of
o parking sensors
o gateways
o revenue management and
o central software for administrative reporting and analytics

ITS

An intelligent transportation system (ITS) is an advanced application which aims to provide

innovative services relating to different modes of transport and traffic management and
enable users to be better informed and make safer, more coordinated, and 'smarter' use of
transport networks.