The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012

ITS-APPLICATION TO IMPROVE BUS DRIVER ALERTNESS

Aji Ronaldo Faculty of Engineering UGM Magister of Transport System and Engineering - UGM Jln. Grafika 2, Kampus UGM, Yogyakarta, 55281 Telp : (0274) 545675 ajironaldo.msttugm@gmail.com aliro229@student.liu.se M.Taufiq Ismail Faculty of Engineering UGM Magister of Transport System and Engineering - UGM Jln. Grafika 2, Kampus UGM, Yogyakarta, 55281 Telp : (0274) 545675 taufiqismail.official@gmail.com tauis485@student.liu.se Sigit Priyanto Professor on Civil Engineering Gadjah Mada University Jln. Grafika 2, Kampus UGM, Yogyakarta, 55281 Telp : (0274) 545675 spriyanto2007@yahoo.co.id

Abstract Indonesia is having an issue about the number of accidents which lead to the high number of casualities. In fact, based on Transportation Ministry of Indonesias recent homecoming-holidays season trip data, it is said that 4.065 public transport accidents occurred with 688 casualties in just 14-day period along this national holiday season (Transportation Ministry of Indonesia 2011) (Transportation Ministry of Indonesia 2011) (Transportation Ministry of Indonesia 2011). Despite happens every year, it still becomes national issue considering raised concerns of people about road in Indonesia. Increasing number of private vehicles indicates the low safety level of public transport which affected to high shift trend of road user to private vehicles especially motorcycle. In the term of Intelligent Transport System (ITS) there are some solution for those problems. Electronic stability control (ESC), Hill descent control, Emergency Braking Assist, and Driver monitoring system can help to prevent the traffic accident on the road. Key Words : ITS, Traffic Safety, Driver assistance

BACKGROUND Indonesia is an archipelago which has many islands, residents and systems. With 237,641,326 lives (BPS-Indonesia 2010), Indonesia became one of the most populated countries in the world. These huge numbers of people produce a lot of person-trip every year which almost always occur in certain time called "Lebaran Homecoming-Holiday". Nevertheless, the higher a number of trips needed the better level of transport safety, which unfortunately at this level has not been reached. Based on the recent 10-year official data (from 1999 to 2009) from BPS-Statistics Indonesia, there are average 39.258 accidents per year with 13.436 persons died every year (BPS-Indonesia 2010) which implicated to 68.245 million rupiahs average per year of material losses. In fact, based on Transportation Ministry of Indonesia recent homecoming-holidays season trip data, it is said that 4.065 public transport accidents occurred with 688 casualties in just 14-day period along this national holiday season (Transportation Ministry of Indonesia 2011). In this period and in almost in every year, bus accidents became the most high-casualties in number due to a low quality of service and safety. Table 1 shows the number of accidents and its casualities in Indonesia since 1999 until 2009. Despite repeatedly happens every year; it still became national issue considering raised concern of people about road in Indonesia. The high number of private vehicles indicates how low safety level of public transport affected to high shift trend of road user to private

INTRODUCTION

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 vehicles, especially motorcycle (based on data from Directorate of Road Transportation Safety -Transportation Ministry of Indonesia, 2008). Worsen the problem, this high number of motorcycle generates high number of traffic accident and productive-age causalities. By the reason described above, the government makes intense campaign for public transportation quality improvement to re-shift private vehicles-user. Table 1 Number of Accidents, causalities, seriously Injured, Light Injured, and Material Losses Suffered (1999-2009)
Number of Causalities Accident 12.675 9.917 1999*) 12.649 9.536 2000 12.791 9.522 2001 12.267 8.762 2002 13.399 9.856 2003 17.732 11.204 2004 91.623 16.115 2005 87.020 15.762 2006 49.553 16.955 2007 59.164 20.188 2008 62.960 19.979 2009 431.833 147.796 Source : BPS-Indonesia (translated) Year Seriously Injured 7.329 7.100 6.656 6.012 6.142 8.983 35.891 33.282 20.181 23.440 23.469 178.485 Slight Injured 9.385 9.518 9.181 8.929 8.694 12.084 51.317 52.310 46.827 55.731 62.936 326.912 Material Loss (Million ) Rp 32.755 Rp 36.281 Rp 37.617 Rp 41.030 Rp 45.778 Rp 53.044 Rp 51.556 Rp 81.848 Rp 103.289 Rp 131.207 Rp 136.285 Rp 750.690

PROBLEM IDENTIFICATION (EXISTING) STATISTICAL DATA OF ACCIDENT Based on the data which issued by the Ministry of Transportation Republic of Indonesia, during the H-6 to H +6 on Lebaran Homecoming-holiday in 2011 there were about 4,506 accidents that occurred in Indonesia. From the total number of accidents, about 745 people died, 1,267 people seriously injured and more than 3,238 people slightly injured. Accident in 2011 has slightly increased compared to the year 2010. In 2010, the number of accidents was about 3449, with 815 deaths, 1077 people seriously injured and 2148 people slightly injured (Oktaviani 2011). PUBLIC TRANSPORT CONDITION During the late 1990s, the dominant transportation issue is about limited supply of transport on both rail and road-based. The problem of transport is dominated by a high enthusiasm of residents to get the tickets, either for train or bus. Lack of transportation modes also caused some operators to raise tariffs unilaterally, exceeds the limit specified by the government. Ticket brokering for freight trains occurred massively. Since the beginning of the 2000s, people find alternatives by riding a motorcycle to solve the problem on Lebaran Homecoming-Holiday. Number of travelers using motorcycles has been increasing annually.

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 HUMAN BEHAVIOR Based on Metro Jaya Regional Police evaluation during the Operation of Ketupat, from 23 August to 7 September 2011, human error factor became the main cause of traffic accidents. Some examples are the loss of riding ability, drowsiness, and excessive reaction when the car is out of control which causing spinning, over steering or under steering. In addition, using the phone, and eating or chatting while driving lead to the decrease of driver concentration. Based on the report Evaluation Study Road Map to Zero Accidents data of Police Department in 2009, the dominant causes of traffic accidents is human error as much as 85%, vehicles 4%, and roads and infrastructure at 3%. Of 85% human error, the biggest cause of the collision was the driver inpatients (26%), overtaking or preceding (17%), and high-speeding (11%). While other causes ranged from 0.5 to 8%, such as violation of the road sign, the condition of the driver, and other (Sum 2011). ITS APPLICATION Deprived condition of vehicles is also a factor in traffic accidents. Industrial and transport agencies at central and local governments are responsible for testing the worthiness of vehicles. Conditions that most often happen are a flat tire, brakes malfunction, defective parts of the vehicle resulting fatigues on them, worn out and not replaced equipment, and other causes. All of these factors are strongly associated with technology used and maintenance performed on vehicles. Both brake failure and car-spinning-out causing loosecontrol and difficulty of slowing down, lead to the so-called dominated accident cause in Indonesia, typically in cars with automatic transmission solely-by-brake (without engine braking).

ANALYSIS

One of some big problem mentioned in the previous chapter is about human behavior and user-interface. It was stated that the dominant causes of traffic accidents during Lebaran Holiday was human/drivers error that took percentage for about 85%. The high percentage of accidents caused by human error is requiring a serious handling. Among the many ways, the application of ITS on the bus is one way applied in many countries to reduce the number of accident regarding bus drivers error. This chapter is discussing about ITS implementation and also opportunities and challenge for the ITS implementation in the future. ITS IMPLEMENTATION ELECTRONIC STABILITY CONTROL (ESC) Electronic stability control was introduced around 1997. In early stability control systems loss of vehicle stability (skid) was counteracted by only braking, in new systems stability is regained by acting on suspensions, traction and braking (for a technical description of ESC see van Zanten (2002)). The basic function of such systems is to individually apply the brakes one or more wheels, in order to recover vehicle control in case of skid. The system helps to correct over steering and under steering. The electronic stability control usually integrates the functionalities of the ABS and TCS, but has the added feature of a yaw torque control a functionality that prevents skidding. It is designed to help drivers

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 maintain control of their vehicles in sudden maneuvers such as rapid steering and countersteering, sudden lane changes, and obstacle-avoidance maneuvers. Loss of vehicle control, or skidding, has been demonstrated to be the dominant risk factor in the pre-crash phase. An international comparison of the occurrence of skidding in the pre-crash phase proved beyond any doubt that at least 20 percent of all accidents resulting in injury are related to skidding of the vehicle in the pre-crash phase, and in the case of fatal accidents this figure rises to 40 percent. As these statistics are by nature global, they should be regarded as being at the lower limit. For example, an analysis of the German indepth accident study (GIDAS) data showed that the proportion of skidding in accidents resulting in severe injuries is as high as 48 percent. ESC has proven to be one of the most safety-enhancing systems on the market, and the positive traffic safety effects are proven. The Swedish Road Administration (Vgverket) recommends that all new cars should be equipped with ESC, and urge all car manufacturers, importers and resellers to stop selling cars without ESC (Vgverket 2004). The recommendation is based on several studies, which have shown the effectiveness of ESC in reducing traffic accidents (Aga and Okada 2003) (Farmer 2004); (Langwieder 2003); (Tingvall 2004). ESC can reduce the total number of traffic accidents by 17%, and the number of accidents with serious/fatal injuries by 22% (Vgverket 2005) (Lie 2006)). In the US, ESC will become standard by government regulation in all cars from 2012. In 2004 the installation rate for new car registrations was 36% in the European Union, with Germany having the highest ESC adoption (64%) (Bosch 2006). In December 2006 91% of the new cars sold in Sweden were equipped with ESC, (Vgtrafikinspektionen 2007). Table 2 shows about the application of ESC. The obstacle is symbolized by the red object. The wheel decelerated is encircled in white and the turning direction is shown with a green arrow. From the left to the right the pictures should be seen as a time sequence (symbolized by the large white arrow below the pictures). Variety of sensor inputs provide data to the ESC system, such as steering angle, wheel angle, gyro, yaw rate as well as lateral and longitudinal acceleration. New systems act, beside on wheel braking, even on traction and suspensions. For example, the engine power is reduced to decrease speed, and suspensions are set to give more friction to the wheel to decelerate. (Linder, et al. 2007, 3941).

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 Table 2. ESC applied during obstacle avoidance on straight road.
Driver starts to avoid the obstacle (red object in picture) at high speed by turning first to the right. ESC prevents skidding by applying the brakes first on the rear right wheel, then the front left wheel (white circles around the wheel decelerated by ESC system). Driver starts to re-enter own lane after avoiding the object, ESC decelerated front left wheel. Driver re-enters own lane. ESC still decelerating front left wheel to prevent skidding. Driver again in own lane finalizing obstacle avoidance maneuver. Car maintained stability during the obstacle avoidance maneuver.

source : (Linder, et al. 2007) HILL DESCENT CONTROL Considering in Indonesia the topography is not as flat as in most European country, it is needed to apply this system in buses. A hill descent control system helps drivers to drive on a steep downhill gradient (steep road) by keeping a constant very low speed. Usually the driver would have to control the car by adjusting the gear into the lowest level, and brake. This can lead the driver to loss of vehicle control. This system helps the driver to descent a gradient by braking individually on each wheel (including ABS system) and in some cars also by controlling engine power (figure 1). The hill descent control can also be integrated with ESC as an addition. Hill descent control, as the system acts when a certain gradient is reached. It then acts on brakes and engine (the figure is adapted from BMW press archive).

Figure 1 Hill descent control

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012

EMERGENCY BRAKING ASSIST Braking assist systems aid the driver in optimizing the vehicle retardation in emergency situations. This is done by maximize the pressure in the braking circuits, aiding the possible to weak brake pedal pressure of the driver, and by acting faster than the driver. The system adapts to the driver behavior by analyzing braking habits, and calculates optimal braking assistance in emergency situations (Kerr 2006). Furthermore brake function is assisted by brake drying and priming to minimize stopping distance: Brake drying removes moisture that can accumulate on brake discs in wet conditions, and priming positions the brake pads close to the brake disks as soon as the driver lifts the foot from the accelerator pedal. (Linder, et al. 2007, 49-50). This system is also can be integrated with another system like ABS. The effectiveness of integration between ABS and emergency braking assist can be seen when brake force exceeds a certain level, so that the brake booster gain is increased (Mitsubishi 2011). The comparison of braking action between cars which is using brake assist and not (Mitsubishi 2011) is shown on figure 2.

Figure 2. The comparison of braking action between cars which is using brake assist and not DRIVER MONITORING SYSTEM Driver monitoring is a wide field. From passenger detection for seat belts reminder to be activated to airbag activation depending on the present passenger, advanced systems try to monitor driver state in relation to impaired driving performance. Seat belt reminder has showed to substantially increase the seat belt wearing rate (Linder, et al. 2007) with a 97.5% seat belt use in cars with seat belt reminder compared to 85.8% in cars without seat belt reminders. These observations were the average of the findings from seven European countries (Linder, et al. 2007). Systems aimed at detecting driver impairment are under development. A driver which is tired, distracted, under influence of drugs or alcohol, or any other condition which endangers his or her role as traffic participant, can be classified as impaired driver. Much effort has been aimed on detecting drowsiness or other impairment in drivers, and here only a few publications are named: (Trnros, Peters and stlund 2000) ; (Englund 1982); (Eriksson and Papanikolopoulos 1997) and several more). A comprehensive list of references on drowsy driving is found in the National Highway Traffic Safety Administration (US) homepage (NHTSA 1998). Methods to detect impairment include physiological measurements (such as electroculogram), scanning of eye lid closure, scanning of facial features, steering characteristics, etc. The vast interest

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 which impaired driving has received from the research community and the governments shows its importance in the traffic safety area. The references above are related to research on impaired driving, and do not review vehicles which already have such systems. The patterns for impaired driving behavior are difficult to subjectively quantify, and this might be the reason why in the last years manufacturers have had limited success in developing systems to recognize impaired driving.

Figure 3 Driver monitoring system applied in Toyota Lexus (source: LEXUS, 2007) The first major car industry who developed this system is Toyota in 2006. It is using near infra-red technology, mounted on top of the steering column cover. This camera monitors the exact position and angle of the drivers head while the vehicle in motion. If the driver is not paying attention to the road ahead and dangerous situation is occurred, then the system will warn the driver by flashing lights or a warning alarm. LANE DEPARTURE WARNING Since lane changing become serious problem in Indonesia based on accident data from National Police Department, it is necessary to implement this feature on buses. Lane departure warning (LDW) is a driver warning system designed to reduce the number of unintended lane departures. Many single vehicle roadway departure crashes take place in light traffic situations and good weather conditions. Such crashes are often due to drivers inattention or drowsiness (Kozak, et al. 2006). Originally LDW system was developed for heavy trucks and found later their way into passenger vehicles, too (Linder, et al. 2007, 35). A LDWS uses sensors to look at the road. These sensors track features on the road, such as lane markings, and use this information to determine the vehicles position on the road. This vehicle state can then be used, in turn, to either warn when the vehicle is in a particular state (similar to rumble strips), or to actually predict when the driver is in danger of departing the road, which rumble strips cannot do. (Batavia 1999, 2).

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012

Figure 4 Vehicle drifting out of lane and receiving a LDW (Kozak, et al. 2006) There are several researches for calculating the effectiveness of LDW to reduce the number of accidents. In a report by Abele et al. (2005) the effects of lane departure warning systems is seen in a much more positive light, the authors estimate (based on crash statistics) the safety effects as : 25% reduction in accident number and 25% reduction of accident severity in head-on collisions. 25% reduction in accident numbers and 15% of reduction of accident severity in left-roadway accidents. 60% of reduction in the number of accidents and a 10% reduction in accident severity for side collisions. (Abele, et al. 2005) as cited in (Linder, et al. 2007, 36)). For heavy trucks (Korse, et al. 2003) found that lane departure warning systems would decrease the number of accidents by 10% (the study involved 40 professional drivers and 36 heavy duty vehicles. (as cited in (Linder, et al. 2007, 36)). LDW may be an effective system to reduce the number of traffic accidents but there is some problem which can make the system do not work or even not work properly. The systems will only work if there are road markings, in bad weather like snowy, foggy or heavy rain condition the systems are unable to operate. Especially for tropical countries, the rain always falls throughout the year which can make the problem even worst. OPPORTUNITIES Considering Indonesia is a developing country, it is very good if the above ITS applications are applied to all motorized vehicles. With implementing ITS tools mentioned above, vehicle accidents rate can be reduced and life expectancy of society can increase. The other thing that can be considered as opportunities is the will of the Government to reduce casualties and victims of accidents. If the numbers of casualties are reduced, the national productivity level will increase. For example, The United States National Safety Council estimates that, for every work-related death that occurs, many non-fatal injuries are suffered, so that the cumulative cost of all accidents that are implied by a single recorded fatality, including employers uninsured costs is US$28,700,000 (ILO 2007). It means accidents can reduce national productivity level and increase national expenditure. For direct applications, almost all of the devices mentioned above are able to be applied. Hill descent control can be used for buses which are going through mountainous areas with steep road. Sumatra, Java, and Sulawesi may become the pilot project area for this kind application. ESC is most suitable for buses which are passing the deadliest path in country

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 and because of its ability to stabilize the movement of the vehicle when disruptions occur. Lane Departure Warning suppose to be applied due to the second highest number of accidents cause is coming from overtaking or preceded so that this device can be applied. It is used to warn the driver for do not take any overtaking action. CHALLENGES The challenges which may appear in applying these devices are the high price of the devices. Although its function is very important, fleets owner will not using any devices which too expensive. The next challenge is the most of Indonesian bus drivers which are not well educated and their acceptance level to the new technologies maybe very low considering the language used on those devices are mostly in English. If those devices are applied in the future, one big problem will occur is facing uncertain-weather condition. As mentioned before, the rain on tropical countries always falls throughout the year which can make some of these new technologies do not work optimally.

CONCLUSIONS
ITS-application provides safer condition to all users of transportation especially related to transport mode that involved a lot of passengers (bus). On Human-Behavior aspect, there are some ITS applications that can be considered as preventing step of accident. ITS applications in human-behavior which described in this project are including Hill Descent Control, ESC, Lane Departure Warning and Driver Alert System. Based on analysis taken in this project, it is found that Lane Departure Warning became the most appropriate application with consideration of multiple occurrences of technical failure during overtaking from the bus driver REFERENCES Abele, J., et al. 2005. SEiSS final report.. http://www.esafetysupport.org/download/intelligent_vehicle_reports/Final_SEiSS.pdf. Aga, M. & Okada, A. 2003 . Analysis of vehicle stability control (VSC)'s effectiveness. Proceedings of the 18th ESV Conference. Nagoya, Japan.. Paper number 541. Batavia, Parag H. 1999. Driver-Adaptive Lane Departure Warning System.. Bosch. 2006. Bosch. http://www.bosch-presse.de/TBWebDB/enUS/Presstext.cfm?CFID=1354040&CFTOKEN=&ID=2847. BPS-Indonesia. 2010. Biro Pusat Statistik.. http://www.bps.go.id/tab_sub/view.php?tabel=1&daftar=1&id_subyek=17&notab=14. Englund, N. 1982. Spectral Analysis of heart rate variability as an indicator of driver fatigue. Ergonomics 25 7 (1982): 663-672. Eriksson, M, dan P.N. Papanikolopoulos. 1997. Eye-tracking for Detection of Driver Fatigue. IEEE Intelligent Transport System Conference. Farmer, C. M. 2004. Effect of electronic stability control on automobile crash risk. Traffic Injury Prevention 5 (2004): 317-325. ILO. 2007. Occupational safety and health: Synergies beetwen security and pruductivity.

The 15th FSTPT International Symposium, STTD Bekasi, November 23-24, 2012 Kerr, J. 2006. Mercedes-Benz Brake Assist, CanadianDriver.com. http://www.canadiandriver.com/articles/jk/at_010501.htm. Korse, M.J., G. Schermers, N.M.D. Radewalt, A. de Hoog, dan T. Akim. 2003. Resultaten van de proef met het Lane Departure Warning Assistant systeem. Rotterdam, Holland. Adviesdienst Verkeeren Vervoer (AVV) Traffic Research Centre, Kozak, 7. Ksenia, et al. 2006. Evaluation Of Lane Departure Warnings For Drowsy Drivers. Langwieder, K., Gwehenberger, J. & Hummel, T. 2003. Benefit Potential of ESP. 18th ESV. Nagoya, Japan., Lie, A., Tingvall, C., Krafft, M. & Kullgren, A. 2006. The effectiveness of electronic stability control (ESC) in reducing real life crashes and injuries. Traffic Injury Prevention 7 Linder, Astrid, Kircher Albert, Vadeby Anna, dan Nygrdhs Sara. 2007. Intelligent Transport Systems (ITS) in passengercars and methods for assessment of traffic safety impact. VTI rapport 604A, Mitsubishi. 2011. Mitsubishi-motors.com. http://www.mitsubishimotors.com/corporate/about_us/technology/safety/e/abs.html. NHTSA. 1998. References on drowsy driving. http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/drowsyref.html. Oktaviani, Dwi Nur. 2011. nasional.kontan.co.id. http://nasional.kontan.co.id/v2/read/1315411012/76873/Kecelakaan-lalu-lintas-dimasa-Lebaran-tercatat-4.506-kali (diakses 2011). Sum, Taryadi. 2011. sosbud.kompasiana.com. http://sosbud.kompasiana.com/2011/09/19/kecelakaan-lalu-lintas-85-human-error/ (diakses 10 2011). Tingvall, C., Krafft, M., Kullgren, A. & Lie, A. 2004. The effectiveness of ESP (Electronic Stability Programme) in reducing real life accidents. Traffic Injury Prevention 5 1: 3741. Trnros, J, B Peters, dan J stlund. 2000. Heart rate measures as drowsiness indicators. Swedish National Road and Transport Research Institute (Swedish National Road and Transport Research Institute) Report no 38A. Transportation Ministry of Indonesia. "Dephub." 2011. http://dephub.go.id/read/berita/berita-umum/6877. Vgtrafikinspektionen. 2007. Omkomna i vgtrafiken 19962006. Sweden: The Road Traffic Inspectorate. Vgverket. 2004. Pressmeddelande Vgverket rekommenderar antisladdsystem p nybil. http://www.vv.se/templates/Pressrelease____10136.aspx. . Vgverket. 2005. http://www.vv.se/filer/24496/esp_presskonf.pdf.