One example of an active tag is the transponder attached to an aircraft that identifies its national origin. Another example is a. LoJack device attached to a car, ...
An Automatic Traffic Violation Capturing System Using Radio Frequency Identification (RFID) Technology in Mukalla City Widad M. Faisal, Shehab Al-Sakkaf, Ayman Baalwi, Shadi Almasjedi, Khalid Bajkheef, Abdulla BinSameer, Adel Benaim, Khalid Ali and Abobakar Alattas Department of Electronic and Telecommunication, Faculty of Engineering & Petroleum, Hadhramout University, Yemen
Abstract— More than 1200 microbuses working in the internal zone streets in Mukalla city in Yemen. About nine observers work for Administrative and Financial Organization Office to observe the movement of these microbuses on a daily basis. Microbuses working in the city is divided into six groups allowing certain number of them to work in such a day of the week. Those who work in a such day are not allowed to work in more than one destination or path e.g. (ALDIES – ALSHARJ – OLD MUKALLA). Some of microbuses drivers violate the rules and regulations set by buses syndicate in a form of daily work schedule and cause congestions in the city streets. Human labor often accompanied with mistakes, intended and unintended abuses, increase costs and lack of precision and dedication to work. This project solves this problem by attaching an RFID tags on each microbus associated to reader sensors that connected to an enterprise system to observe the movement of the microbuses and record the violent ones automatically depending on a database. A proposed software associated with easy user interface is designed and presented in details in this paper. As a result, human mistakes and the high cost of current violation system is reduced. Also high level of accuracy in performance is achieved. The project in its current envisioned allows dispense most of human labor and it targets to dispense all of them in its future envisioned. Keywords—Radio frequency identification, traffic violation system, passive RFID tags, middleware system, electronic product code.
I. INTRODUCTION RFID is abbreviation of Radio Frequency Identification. It is an improved technology uses radio frequency signals for identification. Recently, RFID technology has moved from obscurity into mainstream applications that help speed the handling of manufactured goods and materials. RFID enables identification from a distance, and unlike earlier bar-code technology, it does so without requiring a line of sight. Many types of RFID are existed; however, we can divide these types into two main categories: active and passive. Active tags require a power source connection to supply it by sufficient power to operate or battery storage. If battery storage is used, RFID tags lifetime is limited by the stored energy, balanced against the number of read operations the device must undergo. One example of an active tag is the transponder attached to an
aircraft that identifies its national origin. Another example is a LoJack device attached to a car, which incorporates cellular technology and a GPS to locate the car if stolen [1]. RFID is not a "new" technology. It is fundamentally based on the study of electromagnetic waves and radio, which was rooted in the 19th century work of Michael Faraday, Guglielmo Marconi and James Clerk Maxwell [2]. The concept of using radio frequencies to reflect waves from objects dates back as far as 1886 to experiments conducted by Frederick Hertz. Radar was invented in 1922 and its practical applications date back to World War II, when the British used the IFF (Identify Friend or Foe) system to distinguish friendly aircraft returning from missions on mainland Europe from unfriendly aircraft entering British skies [3]. In [4], Harry Stockman outlined basic concepts for what would eventually become RFID. In this work, Stockman suggested that “considerable research and development work has to be done before the remaining basic problems in reflected-power communication are solved, and before the field of useful applications is explored”. Some research on the literature used RFID technology for vehicles traffic tracking and monitoring. In the work in [5] Anuran Chattaraj and his coauthors proposed an intelligent traffic system for controlling the operation of the road traffic signs lights using RFID technology. The system automatically update the timing of the traffic signs according to volume of traffic in each street. A similar idea for controlling the traffic light signs using RFID for reducing the waiting time especially in emergency cases such as was proposed by H. Singh and his coauthors in [6]. W. Wen in [7] and P. Manikonda and his coauthors in [8] proposed an intelligent traffic management expert system using RFID technology for data collection and control information that can trace criminal or illegal vehicles such as stolen cars or vehicles that evade tickets, tolls or vehicle taxes. In this work, a passive RFID reader and tags to handle traffic data collection, traffic management, shortest road paths, and tracing of illegal vehicles were used. S. Bhosale and D. N. Wavhal in [9], proposed an Automated tollplaza system using RFID for toll collection to reduce the traffic congestion and waiting time in long queues. The proposed method will save the time and reduce the human labor mistakes that could happen in the manual
process. A proposed system for capturing the speed violations in highways using RFID technology was proposed in [10] by W. Hongjian and his coauthors. The work aims to reduce the speed violations and enhance traffic safety. A. Golechha and his coauthors in [11] proposed an automatic system for checking the red light violations in traffic system using RFID. Each vehicle in the system was occupied with RFID tag. RFID readers were placed on the traffic signs. System generate fine bill for violators automatically according to the control system decision. Similar work was proposed in [12] for the purpose of reducing the evading from paying penalties due to the bribe problem. This project aims to implement RFID technology in the transportation system in Mukalla city in Yemen to reduce the traffic violation caused by microbus drivers, also to reduce the congestion in crowded streets in the city caused by microbuses that violate the schedule set by local transportation syndicate. In addition to that, minimize the human labor that results in errors as well as the occurrence of bribes. Section II in this paper discusses the proposed methodology of RFID traffic violation system in details. Section III illustrates the results of optimal localization of RFID readers system in the city streets according to the schedule regulations. Section VI conclude the work of the project and states the future enhancement for the system.
II. METHODOLOGY An overview of RFID structure, the technical specifications of the RFID system and the design of enterprise system software are presented in the following subsections: A. Basic Structure of RFID Tecnology Generally, RFID system consists of four main parts which are: transponder, receiver, antenna attached to the reader and host reader interface layer or middleware. Fig. 1 illustrates the basic structure of RFID system. Some highlights on the RFID basic structure are stated as following: 1.
A transponder (more commonly called a tag): programmed with information uniquely identifies itself, thus the concept of ―automatic identification‖.
2.
A transceiver (more commonly called a reader): to handle radio communication through the antennas and passes tag information to the outside world.
3.
An antenna: attached to the reader to communicate with transponders.
Fig.2: Components of RFID System
4.
Host reader interface layer, or middleware: which compresses thousands of tag signals into a single identification and acts as a conduit between the RFID hardware elements to the client’s application software systems.
B. System specifications This project contains three main part as shown in Fig. 2: Hardware, middleware and software. The hardware part consists of RFID tag placed on the microbus, antenna and reader. As stated previously, RFID technology divided into two technologies: active (or radiative) and passive (or inductive) and each one has its own advantages. The proposed system deals with objects from large distances (width of the streets in Mukalla city) and assumed to be more than 50 meter. Therefore, the system needs a wide range of communication. The suitable technology for this is active RFID that has a range between (1100) meters. The distance depends on the frequency used. In this project, 2.45GHZ frequency is chosen due to its high efficiency in communications and availability in the market. A RFID tag contains an electronic product code EPC which transmit directly via radio frequency. Each working microbus in the transportation line in the city must has its own EPC. GAO127002 Ultra High Frequency (UHF) tag shown in Fig. 3 can identifies and performs micro-localization for items or persons and it is deployed for applications such as security, manufacturing, asset and vehicle management. Table 1 illustrates the technical specifications of the proposed tag. RFID Antenna emits radio signals to activate the tag to read or write data from/to it. Antennas are the connecting medium between the tag and the reader, which controls the system's data acquisition and communication. GAO304020 outdoor directional antenna shown in Fig. 3 operates at 2.4 GHz and has 14-dBi signal gain. It is designed to strengthen the signal power, increase the wireless range, reduce dead spots and provide reliability at high data rates.
Fig. 1: Proposed System structure
Table 1: Technical Specification of the RFID System Tags
Table 2: Technical Specification of the RFID System Antenna
Range
0 to 100m
Frequency
2.4 GHz to 2.5 GHz
Frequency
2.4GHz to 2.5GHz (UHF) ISM
Impedance
50 Ohms
Weight
550g
Gain
14 dBi
Modulation
GFSK
Type
Directional
Power
12 to18μA, 3V
VSWR (Max.)
1.92:1
Anti-collision
100 tags are read simultaneously
HPBW/H
30 °
Operation
Read only
HPBW/V
30 °
Battery
4 years
Polarization
Linear; Vertical
Dimensions
Card, 85.5mm x 54mm x 4mm
Connector Type
N Female(Jack)
Extended
CFD-200; 100cm
Cable/Length Mounting
Wall Mount/Desktop
Application
Outdoor
Approximate Range
1.77 km/1 km/140 m
at 1/11/54 mbps Dimensions
240 mm x 240 mm x 40 mm
Operating
-20 °C to 65 °C
Temperature Storage
-30 °C to 75 °C
Temperature Operating Humidity
10% to 90% non-condensing
Storage Humidity
5% to 90%, non-condensing
Standards
RoHS, WEEE
The antenna uses an N-Type female connector guaranteeing wide compatibility with most wireless equipment such as access points, routers, bridges and network adapters. It has a weatherproof design, allowing normal performance in various outdoor weather situations. In addition, the antenna does not require configuration or installation of software. Table 2 illustrates the technical specifications of GAO304020 antenna. Reader is the most important part of the hardware. It receives the EPC codes from microbuses in analog form, converts it to digital and send it to the middleware. The readers in the proposed system is used to trace the microbus trips according to the schedule set by transportation syndicate. GAO217001 reader shown in Fig. 3 operates in 2.45 GHz frequency and uses an advanced 0.18μm CMOS IC. It can identifies 100 tags per second within 100 meters. The reader has a large memory capacity that can store the latest 800-tag information. This reader consumes little power and offers both direct mode and buffering mode for data collection. In direct mode, the reader uploads messages to the host system in real time. In buffering mode, it receives and saves messages that uploaded only when requested by the host system. Table 3 illustrates the technical specification of the antenna
6m Low-Loss Antenna Extension Cable Optional Accessory
12m Low-Loss Antenna Extension Cable Surge Protector Pigtail Cable
Fig. 3: Hardware Components of the System Fig.4: Readers Locations and Trips Paths
Table 3: Technical Specifications of RFID System Reader Frequency
2.4GHz to 2.45GHz ISM
Modulation
Table 4: Paths Numbers
Path Name
Path Number
GFSK
Mukalla – Addeis
0
Read range
0 to 100m adjustable
Mukalla – Alsharj
1
RF output power
0dBm
Addeis – Alsharj
2
Sensitivity
-90dBm
Data rate
1Mbps
Interface
TCP/IP (RS232 is optional)
Buff capacity
800 latest messages
Identification
100tags/s
speed Multi-detection
Yes
Operating
-40°C to 80°C
temperature Humidity
95% non-condensing
RFID Middleware is the part that connects the RFID Readers with the enterprise system as shown in Fig. 2 The middleware consists of two main parts: hardware and software. The hardware part consists of Ethernet cable that connects the reader with the. The software program inside the middleware computer is considered as the heart of the middleware function. It collects data from the RFID readers, filter it, then send it to the enterprise system. Fig. 5 illustrates the locations of the middleware computers which are closed to the locations of the readers. Middleware computers must be provided by internet service in order to send the filtered RFID data received from readers to the enterprise system. These computers must work for 24 hours a day, so they can send data whenever captured by RFID readers during day hours. The enterprise system determine whether the data is captured during the allowed working hours or not. The Seven locations that specified to place the readers in Mukalla city are: Reader A: Beside the Main Post Office in old Mukalla zone Reader B: Balqis pedestrian Bridge Reader C: Beside Al-Mehdar Money Exchange in Dees zone Reader D: Beside Balqis Palace hotel in Dees zone Reader E:-Beside Al-Bustan hotel in Dees zone Reader F: Bin-Azzon square Reader G: AL-Mustahlik Hypermarket C. Enterprise System of the RFID All EPCs generated by tags gathered by the readers go through internet cable to the enterprise that has a processor of high performance to deal with the SQL database. The data used by the enterprise system is converted to numbering system. Tables (4 – 6) show the conversion of the long words to numbers starting from zero – zero based. Dealing with the numbers is very easy to the control system.
Table 5: Working Days Numbers
Week Days
Day Number
Saturday
0
Sunday
1
Monday
2
Tuesday
3
Wednesday
4
Thursday
5
Table 6: Possible Paths Loops
Loop No.
Path Loop
Path No.
0
A-B-A
0
1
A-B-C-C-D-E-B-A
0
2
A-B-E-B-A
0
3
A-G-A
1
4
A-G-F-G-A
1
5
G-F-G
1
6
G-F-E-C-C-D-E-F-G
2
7
G-F-G
2
8
G-F-E-F-G
2
9
F-E-F
2
Table 6 illustrates the possible paths loops for working microbuses in the city as shown in Figure 5. Tables 7 and 8 illustrate the six divided groups of the working microbuses in the city and the allowed paths for them in each day of the week. The enterprise system takes action to give violation to the microbus if not obeys the working schedule. Loops paths and microbuses groups used in the controlling system is designed depending on the data given by local transportation syndicate in Mukalla city.
Table 7: Available Microbuses Groups
Table 9: Illustration of the System Database
Group Number
Microbuses Groups
EPC
Bus No.
Driver Name
Trips
Violations
Group No.
0
A1
54-879642
96219
عماد عبدهللا
4
0
2
1
A2
87-987542
99501
محمد بابطين
2
1
1
2
B1
87-99850
68975
عبدالمجيد باسيف
7
0
4
3
B2
4
C1
5
C2
Table 8: Microbuses Working Schedule
Day No.
Group No.
Path No.
0
1
0
0
2
0
0
3
1
0
4
2
1
5
0
1
0
0
1
1
1
1
2
2
2
3
0
2
4
0
2
5
1
2
0
2
3
1
0
3
2
0
3
3
1
3
4
2
4
5
0
4
0
0
4
1
1
4
2
2
5
3
0
5
4
0
5
5
1
5
0
2
Table 9 illustrates a sample of the main database information of working microbuses in the city stored in the tags such as the drivers name, bus number, group number, traffic violation and number of trips. It is easy to add/remove a microbus to/from the previous table or even change its gruop number because all above tables are connected to SQL data base program associated with the enterprise system as shown in Figure 5. The user interface shown in Fig. 6 is made in Arabic language to deal with it easily. In the right side: time, days, authorized groups of the day and their paths. In the left side: the system status (On/Off), violation times and the violent bus information. In the bottom of the interface, there are four bottoms: violations: all the violations can be retrieved. Options: some options to control the interface. Groups: all the groups are presented for modification and rearrangement. Developers: gives the name of the company developed the program and the contact numbers.
Figure 5: SQL Tables Connection
Figure 6: User Interface of the Violation System
Figure 7 Flowchart of: Control Process for Violation System
The operation of the enterprise software system that register violation are illustrated in the flowchart in Figure 7. The system deals with around 1200 microbuses works in the transportation
Line in Mukalla city. It is noticeable that the violation system is not operating on Friday according to the seclude provided by the local transportation syndicate.
III. RESULTS AND DISCUSSION Two methods were used for determining the optimal RFID readers locations in Mukalla city streets: the first one by using real field survey and analysis with the help of transportation syndicate and microbuses drivers. The second one by using the artificial satellite. Initial readers locations are proposed to be localized in the following location as shown in Figure 8:
The first one localized in Mukalla post office, denoted as point-A. The second localized in Al-Bustan Hotel, denoted as point-E. The third one localized in Al-Mustahlik Hypermarket, denoted as point-G.
By using previous method, we noticed that the system will be easily to face a breakthrough i.e. the bus driver could easily take a small trips instead of the completing the authorized loop. For example; the buses working in Path 2 could take a small trip in Path1 from point-A to Balqis pedestrian bridge and will be captured by point-A where he is permitted to use. To overcome this failure additional reader is placed in Balqis pedestrian bridge, denoted as point-B as shown in Figure 9. Further progress in readers localization is done depending on real field survey and analysis. Microbuses working in Path1 could easily take a small trip in Path3 without being captured as traffic violation i.e. taking a trip from point-E to Bin-Azzon square. To avoid the problem another RFID reader placed in Bin-Azzon square denoted as point-F as shown in Fig. 10.
Figure8 : Initial RFID Readers Locations
Figure 9: Adding Point-B Reader
Enhancing the readers locations is continuing according to the information provided by transportation syndicate and traffic police. Microbuses are not allowed to use main paths in peak hours of the day to avoid traffic jam. Specified paths are allocated for them, so those who are working in Path 1 and Path 3 which pass point-E should go through a small sub-road to avoid such problem. Therefore, we propose to add two conditional readers in the sub-roads in point-C and point-D to force microbuses go through the sub-road during their trips.
Fig. 10: Adding Point-F Reader
information. The readers power supply can be occupied by solar photovoltaic cells to supply them with sufficient power during day hours and stores the surplus energy in battery storage. The project in its current version has two certified recommendations from the local government in Mukalla and the transportation syndicate to be applied on the ground. V. ACKNOWLEDGMENT The authors would like to acknowledge the support and help that have been provided by local transportation syndicate in Mukalla city. Special thanks to the head section of electronic and telecommunication department in faculty of engineering and petroleum in Hadhramout University to support this senior project as partial fulfillment of the requirements for the degree of bachelor in electronic and telecommunication engineering. REFERENCES [1] R. Want, “An Introduction to RFID Technology,” IEEE pervasive Comput., vol. 5.1, pp. 25–33, 2006.
Fig. 11: Adding of Conditional Readers in Point-C and Point-D
The idea behind these two conditional readers is that the microbus, which passes through the normal reader, must pass the conditional ones, unless a traffic violation will be captured. Fig. 11 illustrates the addition of readers in point-C and point-D. Reader in point-C localized close to Calydon bank and the other conditioned reader in point-D is localized in the small sub-road behind Al-Burj2 hospital, so each bus passes through C must pass through D.
[2] J. Landt, “The history of RFID,” IEEE Potentials, vol. 24, no. 4, pp. 8–11, 2005. [3] Mohan Kumar G and Shobha Reka, “RFID and IT - 2020,” Inf. Sci. Comput., vol. 1, no. 1, 2007. [4] H. Stockman, “Communication by Means of Reflected Power,” Proc. IRE, vol. 36, no. 10, pp. 1196–1204, 1948. [5] A. Chattaraj, S. Bansal, and A. Chandra, “TRAFFIC CONTROL SYSTEM USING RFID,” IEEE potentials, vol. 28.3, pp. 40–43, 2009. [6] H. K. Harpal Singh, Krishan Kumar, “Intelligent Traffic Lights Based on RFID,” I-Society, 2012. [7] W. Wen, “An intelligent traffic management expert system with RFID technology,” Expert Syst. Appl., vol. 37, no. 4, pp. 3024–3035, 2010.
IV. CONCLUSION This project proposes an automatic violation system for transportation lines in Mukalla city in Yemen using RFID technology in order to reduce the traffic jam caused by microbuses working in the transportation system who does not obey the regulations and working schedule set by the local transportation syndicate. In addition, it reduces the human labor mistakes and enhance the accuracy of the current manual violation system. In this project, technical design of the RFID system and software design for the violation system associated with easy user interface is done. Optimal localizations for the RFID readers are set depending on real survey to passengers, bus drivers, the information provided by the transportation syndicate and traffic police. The traffic violation system captures any transportation vehicle (microbuses) that is working on violent day or works in a path that is not allocated for it. Further enhancement for the system can be achieved as a future work by adding cameras along with the readers to record the violation actions, develop a smart phone application of the violation system and linked it with the derivers payment
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