Real time monitoring of public transit passenger flows through Radio

Latest Trends on Systems - Volume II
Real time monitoring of public transit passenger
flows through Radio Frequency Identification RFID technology embedded in fare smart cards
Maurício L. Ferreira, José A. M. de Gouveia, Eduardo Facchini, Melissa S. Pokorny, Eduardo M. Dias
and future challenges in cities [4].
The issues related to urban mobility of people, goods and
services are among the priorities and, like other cities, São
Paulo, Brazil, has adopted restrictive measures to minimize
negative impacts on traffic and congestion of roads: (a) in
1997 a license-plate-based car rotation scheme, by which 20%
of the car fleet is excluded from expanded CBD traffic on
work days [5]; (b) 2007 marked the beginning of the metro rail
network expansion plan which, when implemented, by 2018,
will have increased the metro network to 200 km, tripling the
current extension [6]; (c) in 2008 restrictions to truck traffic
were implemented at certain times of the day within a
geographic area in the expanded CBD [7]; (d) in 2011 an
extensive program of pedestrian priorities was adopted [8]; (e)
2012 saw an increase in the number of streets and avenues
with reduced maximum speed limit [9]; and (f) between 2013
and 2014 over 300 km of bus lanes were dedicated, giving
priority to this mode of transport over individual motorized
transport [10].
Actions such as those aim at cutting congestion and
reducing the impacts of emissions and deaths from traffic
accidents, attracting drivers and passengers from private cars
to mass transit, and stopping the trend towards saturation of
important roads, thereby improving urban mobility.
Many traffic experts agree that besides improving the
mobility of people living in the cities, accessibility gains are
also vitally important. Accessibility is characterized by many
authors as "the ease (or difficulty) for people and goods to
reach parts of the city, as measured by the time and cost
involved" [11][12].
On the other hand, Brazilian cities witnessed growing
migration of economic activities to business complexes and
shopping malls, and also increasing concentrations of
multistory residential buildings, as well as other high-rise
developments
including
universities,
supermarkets,
convention centers, etc.
Additionally, while there is no compromise in land use
development, the upsurge of new business, services and
industry concentrations open up new working and shopping
opportunities, generate additional travel needs which have to
be satisfied. All of these are categorized as “traffic generation
poles”, as they bring up increasing traffic problems and
additional restrictions to the displacement of people, goods
and services [13].
Abstract—This paper discusses the advantages of using radio
frequency identification (RFID) technology embedded in fare smart
cards as a transit management and planning aid. It is shown how
RFID can be used for systematic collection and analysis of passenger
flows, thus providing useful information for transit operations
management and short term planning. Additionally, in combination
with intelligent transport systems (ITS) technology, RFID can also
provide support for infrastructure and fleet management activities, as
well as real time information for transit user.
Keywords— Radio frequency identification (RFID), passengers,
public transportation, services management, smart cards and control
of infrastructure.
F
I. INTRODUCTION
OR several decades, urban growth has contributed to
saturation of the structures which support citizens’
everyday lives [1], with direct impact on the ability of many
cities to warrant a healthy life for their population and to
secure adequate supply support structures. Such situation leads
away from the ideal conditions to sustain a good urban life
quality [2].
It should be noted that as a result of this, some cities display
an increase in the rate of traffic accidents and fatalities,
increasing problems related to air pollution, an increasingly
insecure environment, rising cost of living and rising rates of
unemployment, poverty and social exclusion [3].
Aware of this condition, rulers, administrators and
organized urban communities are seeking for solutions that
support the construction of public policies to address current
M. Lima is project coordinator of São Paulo Transporte - SPTrans, R. Boa
Vista n.236 , São Paulo/SP, Brazil, CEP 01014-000, and a PhD student at
Escola Politécnica of the Universidade de São Paulo (Polytechnic School of
the University of São Paulo) ([email protected]).
J. A. de Golveia is systems analyst of São Paulo Transporte - SPTrans
([email protected]).
E. Facchini is a member of the technical advisor to the planning board of
SPTrans ([email protected]).
M. S. Pokorny is a PhD student of Polytechnic School, University of São
Paulo – USP and a researcher of GAESI ([email protected])
E. M. Dias is full professor of the Escola Politécnica da Universidade de
São Paulo (Polytechnic School of the University of São Paulo) and
coordinator of GAESI - Grupo de Automação Elétrica em Sistemas
Industriais, a reseach group of the Electrical Energy and Automation
Department, Escola Politécnica, Universidade de São Paulo, Av. Prof.
Luciano Gualberto, trav. 3, n. 158, São Paulo/SP, Brazil, CEP 05508-970
([email protected]).
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Monitoring and understanding travel patterns of
individuals becomes an important field of knowledge to
promote proposals towards improving urban mobility and
accessibility, especially provided by public transportation
systems.
II. APPLICATIONS OF ITS
The city of Sao Paulo has a network of public transport
(metro, trains and buses) which has been consolidated over the
years. Bus services, which are managed by the Municipality,
include 1,300 lines which are operated by a fleet of 15,000
buses over a 4,500 km street network. These buses run
190,000 daily vehicle trips, serving a patronage of 3.7 million
which perform a total of 9.5 million daily person trips.
Since 2004, the city has benefited from Intelligent
Transportation Systems - ITS resources to support the
management of bus transportation services. All transit buses
are equipped with Automatic Vehicle Location (AVL) and
Global Positioning System (GPS) devices, as well as with
electronic fare validation devices – AFC. Bus stops in
exclusive bus corridors are interconnected by optic fiber
networks and are equipped with Closed Circuit Television
(CCTV) cameras and Variable Message Signs (VMS). Bus
terminals are monitored by CCTV cameras and information is
conveyed to users via multimedia devices, PA systems and
VMS panels that inform the departure and arrival time of
vehicles [14].
Electronic ticketing has also been in use since 2004. The
vast majority of passengers pay for their trips using city-issued
smart cards trademarked "Bilhete Único" (Single Ticket), of
which roughly seven million are in current and frequent use
(at least once a week). Only 5% of all bus transit users pay the
fare value in cash [15].
The digital data collected from transactions with smart
cards, are used exclusively to support the fare revenue clearing
process involving the city bus management agency and the rail
operators and to establish the payment due to each private bus
operator company (all city buses are run by private companies
through municipal concession contracts).
Fig. 1 – Overview of the most important procedures AutoID
Source: Handbook Fundamentals and Applications in
Contactless Smart Cards and Identification (2003)
RFID technology has been widely discussed by companies,
the technical community and specialists, and an extensive
amount of existing literature, regarding its description and
applications. Used by the military since World War II, is now
considered as an alternative to bar code technology, RFID has
the advantages of streamline processes and is able to store
relevant information as well as transmit wirelessly to
compatible interrogators without physical contact.
The barcode, used since 1940, is currently very popular for
product identification. However, RFID had been in
commercial use since the 1970s, is gaining momentum and
becoming relevant for industry, business, services and
government agencies, is also being used in a variety of
applications such as: supply chain control (logistics), product
tracking (agenda control), authentication (quality control),
property access control (security), anti-theft systems
(security), individual documentation and identification
(passports and hospital patients data), electronic payment
(smart cards and tolls) and smartphones (NFC - Near Field
Communication).
Radio frequency identification (RFID) technologies are
based on devices assembled from miniaturized components
consisting of:
1) Receiver called “TAG” or “TAG-RFID” which includes a
coil antenna and a microcircuit;
2) Read/Write equipment (transceiver) and their antennas;
3) Middleware modules to integrate field equipment to data
processing systems.
The use of this technology allows the tag (in objects,
products or people) to be recognized and identified at a
distance by means of electromagnetic wave emissions. As to
the way of being energized, receivers can be classify as active,
passive or quasi-active (or quasi-passive).
In this paper we deal specifically with low cost passive
power receivers, which only require electromagnetic waves
emitted by dedicated antennas to be activated. Once activated,
the receiver will be able to start transmitting data to the
III. DEFICIENCIES
Even though much of the Intelligent Transport System
devices collect data continuously, and processing systems
make information available online, such information is
basically used for monitoring purposes, the most often not
leading to effective correction of operational activities.
IV. RFID
The use of automatic identification (Auto-ID) in public
transport services has been evaluated by Information
Technology and Communication (ICT) specialists as a
possible add-on to ITS (Intelligent Transport System), as
shown in Fig. 1.
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VI. OPERATION OF THE PROPOSED SOLUTION
reading equipment. The frequency bands used are LF - low
frequency of 125kHz and HF - high frequency of 13.56 MHz,
both also used in smart cards for connection with on-board
fare readers and UHF - Ultra High Frequency (860MHz 960MHz), also used in EPC (Electronic Product Code)
systems. Microwave systems (2.45 GHz) are also used in
some applications.
Through the antennas, an RFID reader can transmit
electromagnetic waves and perform more than 100 readings
per second from transmitters up to seven meters distant from
the antennas in free area. Thus, a prospective passenger
bearing a smart card which has RFID devices attached to it
will be promptly recognized and identified as he approaches
the bus. Fig. 3 shows a schematic diagram of passenger card
tag reading as done by the bus equipment and by the bus stop
equipment.
V. METHODOGY
This article discusses the use of low-cost RFID technology
associated to infrastructure (vehicles, bus stops, transfer
terminals, checkpoints on the route of the lines, etc.), and in
combination with the technologies used in smart cards [17].
The first part of methodology is based on the installation of
receivers and / or readers in public transport infrastructure
components, such as buses, bus terminals and passenger
boarding and alighting points along bus routes, as follows:
In Buses: installation of labels and reader equipment;
In Terminals: installation of labels at passenger boarding
and alighting locations, and installation of readers with
antennas near vehicle exit or entrance areas;
At Bus Stops: installation of labels (tags).
The second part deal of the coexistence of smart card radio
frequency technology as used by the “Bilhete Único” (NXP
MIFARE ® Classic) with RFID technology.
For the development, the SPTrans -the São Paulo Public
Transit Management Agency -, had the company NXP
Semiconductors perform a test and evaluate the recognition by
reader devices installed in buses of a RFID tag embedded into
a “Bilhete Único” fare payment smart card.
According to this methodology, a single sequential number
is stored into the microchip tag (N-Bits transponder ReadOnly system).
The stored number will be associated to the individual
identification number of the smart card to which the tag is
attached, allowing the tag, when activated, to transmit it as
identification information to the reading device (reader). Thus,
the records obtained correspond exclusively to the smart card
to which the tag is attached. The proposed card structure is
shown in Fig. 2.
Fig. 3 – Schematic view of automatic identification through
RFID technology. Source: Source: Ferreira 2013
This process will continue until the passenger's card is
carried beyond the reading range of the bus interrogator
antennas. When the passenger gets off the bus and moves
away from it, and consequently carries the smart card
equipped with RFID TAG away from the reach of the bus
antennas the records in the card will no longer be transmitted.
If the bus stop also equipped with RFID tags, then the smart
cards carried by the passengers waiting for the bus, may have
their tags activated and recognized by bus RFID devices.
To avoid receiving and processing an excess of repeated
information from the same cards, while they remain within the
range of the bus RFID readers, it is proposed that bus readers
will be activated only while vehicle doors are open for
passenger boarding and alighting. Thus, there will be no data
collection while the vehicle is moving.
The data processing system (middleware) will identify
the number associated with the RFID tag embedded into a
specific smart card and compare it with the identification
number of that smart card, as identified during the process of
fare validation. Only if the two numbers are compatible will
the system process the information received from that specific
tag.
At terminals, a reader equipped with antennas installed
near the bus entrance and exit gates will recognize and
identify the vehicles as they enter or leave the terminal
premises, and each event will be registered together with the
respective date and time information.
Fig. 2 - Example of smart card with RF technology and smart
card with embedded RFID technology. Source: Ferreira 2013
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VII. THE EXPERIMENT
There were some initial doubts as to the compatibility of
bundling RF identification technology with smart card
technology. The main concern was about the efficiency and
reach of electromagnetic waves for tag reading, considering
that the bus environment is essentially metallic, that its space
is mostly occupied by a variable number of passengers, and
that 70% of the human body is liquid content.
These difficulties are enhanced by the fact that, unlike
artifacts a production line that have their tags affixed to the
outside, generally respecting certain fixed patterns, and within
an environment that is free from major constraints for the
propagation of electromagnetic waves, persons behavior is
random and independent, as they constantly and rapidly move
about, even in restricted spaces. The fact that passengers
normally keep their smart cards protected (hidden) in purses or
wallets until the time comes to present them before a validator
interface to pay the fare and unlock the turnstile does not help
either.
The experiment was prepared with the purpose of
checking the efficiency of inside-bus tag readers, and
evaluating the capacity for reading smart-card-embedded tags
carried in bags, packets, shirt pockets, trousers pockets,
bundled with books, in wallets and with cell phones,
simulating commonly encountered situations.
A bus was then equipped with a reader and two antennas
which were positioned inside the vehicle and near the entrance
door (Fig. 4).
Fig. 4 - Buses equipped with equipment of radio frequency
identification technology. Source: Experiment.
In the course of the experiment five volunteers boarded the
bus, one after another, each carrying a different tag in hidden
locations (in objects or clothing). This experiment evaluated
products from four manufacturers and different designs, which
were tested one after another to compare their performances,
while the volunteers kept their tags hidden in the same
position. Volunteers approached the bus, proceeded to the
gate, boarded (passing between the antennas), walked down
the vehicle aisle to the validator and then got off. The
observations and findings were presented in Table 1.
Table 1 – Results of the experiment.
Source: Experiment performed by NXP Semiconductors
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All tags tested were successfully energized and returned
information, but variations were observed as to the time
required and the number of readings which were transmitted in
each collection cycle.
vehicle inventory information. On-board equipment allows
following groups of “tagged” fare smart cards since the
moment their bearers approach the bus for boarding, and
continue following them while they are aboard, until the
moment when they get off and the bus moves away.
Thereby, passengers boarding and alighting at each stop can
be counted, and each of the boarding and alighting stops can
be identified by association with fare card ID number. Such
information will also allow us to confirm data obtained by
GPS giving conditions to retrieve monitoring in cases of
system breakdowns. Thus qualifies Operational Control
Centers perform online actions to correct the chain of services
every time.
Once in regular operation, the system shall routinely yield
information which, once available, may widen the regulatory
scope of Operation Control Centers, providing adjustment
inputs to the system network and allowing short-term
planning, and improvements in information to passenger. Fig.
6 shows an overview of the data processing subsystem
(middleware) and respective connections.
VIII. POTENTIAL OF OBTAINING DATA
The RFID technology can be used for data acquisition and
processing of important information for the management of
public transport. In this project the following information is
obtained:
1) Punctuality and frequency of transport services at
checkpoints;
2) The quantity of vehicles that are in operation, their ID’s
and real time positions;
3) Travel time averages of passengers;
4) Vehicle delays at intersections, bottlenecks and other
relevant locations;
Radio frequency technology, as used for communication
between buses and their infrastructure, makes it possible to
constantly confirm the bus actual position, as related to
established check points, thereby allowing real time
scheduling control and adjustments.
It can also provide tools for updating infrastructure and
Fig. 6 - Overview of the data processing subsystem (middleware) including tasks and connections. Source: Author.
While managing demand of passengers, the system gives
access to passenger displacement patterns and brings forth
additional possibilities, including:
1) Counting the number of passengers which remains on the
bus between each stop, allowing the identification of the
highest load section along the bus route.
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2) Number of passengers getting on and off the bus at each
bus stop;
3) Number of passengers on board of the bus between each
pair of subsequent bus stops;
4) Passengers travel time on board of the bus;
5) Total passengers public transportation travel time
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(excluding trip end walking times);
6) Plan new services in response to variations in passenger
origin and destination survey information;
This information expands the conditions for efficient
management of urban public transport and improve quality of
services. Such information will lead to urban mobility and
accessibility improvement and support appropriate public
policies towards efficient transport system. Some benefits may
include:
1) Savings financial resources with a perspectives for
expanding infrastructure use management;
2) Better performance and efficiency of public transportation
services;
3) Ensuring a better public transport by providing higher
quality systems with improved service levels;
4) Development of urban mobility plans more compatible
with the growth and functionality of cities;
5) Provision of relevant information supporting users’
decisions on how and when to use public transport
services;
6) Lowering transit management costs through a increase
efficiency of use of human, financial and time resources
in the development and implementation of passenger
behavior or transport system operation surveys systems or
research about characteristics of passenger demand;
7) Impart on proactivity of Transit Operations Control units;
8) Synchronization of bus services in order to minimize
transfer waiting times of passengers;
9) Implementation of fraud detection routines to curb undue
smart card usage practices;
10) Contribution to a technological innovation-friendly transit
environment (V2I, V2V, I2C, IOT, etc.);
11) Development of plans for increment traffic attraction
zones and attain balanced and sustainable land use
patterns supported by efficient urban transport systems;
12) improvement of the quality of life of urban population by
creating facilities that are appropriate to their daily needs;
13) Expanding tourist infrastructure;
14) Establishing comprehensive and dedicated transport
system connections between public services facilities;
15) Creating tailored services dedicated to specific public
transport user categories, like: students, senior citizens,
disabled and others;
16) Providing updated information on passenger displacement
patterns, which can be used for calibrating future
transport network models;
However there are still difficulties to be overcome in
order to consolidate the applicability of the RFID, such as:
1) Improvement of functionality of transponders so they
become better suited for operation in areas with high
density of passengers;
2) The cost-effectiveness analysis (considering time and
money) of replacing current smart cards by cards with
radio frequency identification technology;
3) Evaluation of the costs of acquiring, installation and
maintenance of the tag readers, in buses and terminals,
and compare them to expected benefits;
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4) Evaluation of logistic efforts and costs associated with the
installation of TAGS onto current bus stops;
5) Integration of data communication between the new
devices and electronic equipment already installed in
buses;
6) Development of the computational architecture and
communication infrastructure that support the operation
of the technology;
7) Development of data processing and producing
information in user’s interfaces (internal and external)
systems;
8) Development of procedures to ensure efficient use of the
information through actions, incorporating them in
training.
IX. CONCLUSIONS
This article presents possible solutions for obtaining
information arising from the use of radio frequency
technology identification - RFID in urban public passenger
transport systems and indicates the way for future discussions
on the use of transit fare payment smart cards as a physical
support for RFID devices.
The wide applicability of such resource is related to the ever
growing adoption of smart electronic ticketing and vehicle
monitoring systems, which have already been implemented
and are in use in many cities worldwide, Sao Paulo being one
of them. Since smart cards are commonly carried along by the
public transportation systems users, they appear as potential
providers of information concerning transit services.
The radio frequency identification components fulfill their
role in monitoring the displacements of user’s due to use of
smart cards in their travels and thus appear as potential
supplier of information. Moreover, adding it to travelers cards
does not affect the current use of smart cards for electronic
fare payment and does not require any specific action from the
user in its daily card’s maintenance.
However, recognition of the smart card identification data
will provide information and control of time and place both
users and vehicles.
Thus, the use of RFID and smart card infrastructure and
public transport vehicles, justifies necessity for the creation of
indicators and control of time, places, and consumption of
services by users conditions, as well as collecting additional
information on resources and infrastructure buses.
This paper discussed benefits of use of the RFID
technology devices embedded into fare payment smart cards
to public transport. Experiment results indicate that the
efficient use of such technology does not require any change
in the use of public transport fare payment smart card by
passengers.
The use of RFID has the advantage of complementary
information obtained by existing ITS systems and produces
new information for the management of bus infrastructure and
support users in real time. Allows to develop control systems
for the passenger demand and systematizes and updates
matrices of origin and destination (O/D) about the travel of
passengers in bus systems and get their volumes. This
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information is important supplement to implement
improvements in urban public transport network.
Although with challenges, the use of RFID technology
enables promising information about the characteristics of
patterns of passenger’s displacement and efficient use of
infrastructure and resources of public transport. The use of
RFID technology for providing of demand-related information
about public transport system to its operators. The system can
be effectively developed in the coming years, bringing number
of benefits to passengers and contributing to the organization
of sustainable cities. That is way it deserves attention and
should be further development.
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