Page 39 - TT Aug-Sept pdf for digital

TOLLING
Designing GNSS lanes was
required to ensure the
vehicles passed the toll lane
without stopping. Two lanes
would be dedicated for GNSS
initially and if the validation
takes place for both OBU and
FASTag, the barrier would
remain open and the vehicle
could pass.
behaviour, delays and violations.
Other requirements include
lane allocation strategy for the
number and positioning of free-
flow lanes to minimise challenges
and improve traffic flow.
Given the earlier experience
with FASTag implementation,
land acquisition and infrastructure
were challenges to be overcome
at the initial stage. While
FASTag has achieved 97%
implementation, the remaining
3% also needed to be brought
in line which included cases of
people having FASTag in their
pockets, using it like a smart card
for making payments against
multiple vehicles, and old or worn
tags that needed replacement.
Achieving 100% penetration of
FASTag would ensure successful
implementation of free flow.
The user would now have
two options available and
concessionaires would be able to
plug revenue leakages. As GNSS
would take another two years to
implement, new technologies like
CV2X would emerge and roads in
the future would compete against
each other while providing
add-on services. Vehicles in
Bulgaria were charged according
to distance travelled, emissions,
vehicle classification, number of
axles, road type, and time of day
and this could be considered in
India’s model.
While technology was simple,
implementing it was the toughest
part, it was observed. Responses
to three queries needed to be
addressed, according to the
panelists. Why would users want to
switch from FASTag to GNSS? As
during the initial implementation
of FASTag, would users be given
incentives by way of compensation
if the lane was not completely
GNSS? What technologies are
available to identify if the vehicle
was fitted with an OBU before it
entered the GNSS lane?
GNSS could not happen without
a communication network. There
was concern whether the telecom
provider or the concessionaire
would be given right of way
to erect towers to improve
connectivity and provide power
to the same. Assignment of the
right OBU to the right FASTag
and right vehicle was important.
Negative scenarios also need
to be considered at the design
stage, it was felt.
It was noted that operational
difficulties could be solved by
technology and not vice versa.
While 70% of highways were
point-based, there were still
30% which had unguarded exits
that needed to be addressed.
Penalty had to be enforced to
tackle users who did not pay. It
was recommended to develop
a marking and signage protocol
as well as a robust monitoring
and evaluation that could be
benchmarked. Data collection
and analysis and periodic review
of the system with KPIs and
rigorous documentation were
also suggested. TT
www.trafficinfratech.com / August-September 2024 / TRAFFICINFRATECH 39