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1、ADAPTATION OF ATC/ATP TECHNOLOGY IN FUTURE AUTOMOBILE DESIGNS. By JOSHUA ODELEYE PRINCIPAL STAFF DEVELOPMENT OFFICER NIGERIAN INSITUTE OF TRANSPORT TECHNOLOGY (NITT), P.M.B. 1148, ZARIA, NIGERIA. E-MAIL: joshuaodeleye@ Mobilephone: 234-803-590 5619 Abstract. Des

2、pite the indispensability of automobiles in the modern society automobile technology is paradoxically regarded as one of the unfortunate things to happen to this generation because of its susceptibility to accidents. And, researches have confirmed that over-speeding among motorists, is one of the n

3、otable factors that underscored the persistent of ignoble carnages on various road networks globally, particularly in the developing countries. This paper, thus assessed the functionality and workability of Automatic Trains Control/Protection (ATC/ATP) technology in the railways in future automob

4、ile. This is a safety device that aptly combines the complementary advantages and potentials of Information and Communication Technologies (ICTs) to harness and enhance safety in the rail transport. Consequently, this paper recommended the adaptation of ATC/ATP technologies in future automobile

5、designs, such that in-built ICTs components in automobile will enhance safety on the road by alerting and/or warning vehicles occupants of inherent dangers promptly, as well as checking the reckless attitudinal posture and negative behavioural tendencies; such as over-speeding that usually lead to o

6、ccurrence of fatal road accidents, among future motorists. Keywords: Speed, Safety, Accident, ICTs, ATC/ATP. Introduction Globally automobile enjoys exclusive patronage in carriage of goods and people. Research attributed this to its flexibility in rendering door-to-door services ov

7、er time and space. Hence, the impact of automobile is been felt in all aspects of human socio-economic, political and cultural activities. Ironically, automobile has been highly susceptible to road accident. Despite the adaptation of the “Three E s” of traffic safety i.e Education, Engineering

8、and Enforcement, the rate of global road traffic accident is alarming. According to a World Bank report (2001) it is lucidly stated that recent conservative estimates suggest that between 750,000 and 880,000 people died as a result of road accidents in 1999. Also about 25 and 35 million people wer

9、e injured in road accidents worldwide, of which up to 75% were in urban areas. Interestingly, about 85% of these were in developing and transitional economies. Also, the economic cost of these accidents in the developing world has been estimated at US $65 billion, which is approximately equal to

10、 the total annual aid and lending of the international institutions to these countries. Road accident currently rank ninth as a cause of deaths worldwide and are expected to rise to sixth by year 2020. Even more significantly, because many of the people killed are relatively young, road accidents

11、already rank second in terms of reductions in life expectancy. Nevertheless, ATC/ATP technology is been regarded as a succor in the modern railway, for it has helped in enhancing safety overtime and space. Recently, agitation for ATP became a political hot potato, with the amazing spectacle o

12、f demonstrators on London’s street shouting’ what do we want ATP! ATP! When do we want it! Now! After Ladbroke accident in 1999. (see Richard Hope, 2002). Furthermore, by 2008 ATP is mandatorily expected on all trains plying lines where train exceed 160 km/hr in Europe. Human Factor in Road

13、 Accidents. In an empirical road safety research carried out by European road safety experts in 1998, over-speeding was ranked first among all other contributory factors to road accidents in Europe. In other words, high velocities is being regarded as the greatest problem. Over-speeding a ne

14、gative attitudinal/behavioural tendency often exhibit by most drivers globally seems to have defied all counter measures already put in place, particularly safety educational approaches such as safety jingle on radio and television, print medias, road side bill-board, training and retraining of driv

15、ers, stringent licensing processes etc, in which sense of reasoning of drivers are appeal to through appealing headline like “Speed Kills”. Hence, the need for a more comprehensive engineering approach, i.e integration of ATC/ATP components in future vehicles, such that it will complement optima

16、lly and configure collectively and effectively in a unit of automobile the concept of Three E’s (i.e Safety Education, Engineering and Enforcement). ATC Configuration. Based on the proven success story of ATC application in the Vancouver Sky Train, its configuration is as follows: The ATC

17、hardware is divided into two parts: the Vehicle On-Board Control (VOBC) located on the vehicle and composed a dual – processor computer that continually monitors the position, speed and general status of the train, and the Vehicle Control Centre (VCC) located in the operations and maintenance centr

18、e that directs the train movement via the VOBCs. The VCC normally communicates with trains at least once every second and is capable of controlling up to 125 trains. If communications between a VOBC and the VCC is lost or garbled for more than 3 seconds, the VOBC fail-safe mechanism halts the trai

19、n by applying the emergency brakes. Technical Justification for ATC in the Railway. Nowadays, nearly all track sections in Japan use automotive block systems as well as Automotion Train Stop (ATS) system. This is a replacement for the old token and tablet systems that secure train safety by r

20、elying merely on Unreliable Human Attentiveness. (Saito, 2002). Ogasa et al (1999), also stated that “Development of a zero – speed electric brake system which is able to control speed to zero will make it possible for us to make halting control, without resorting to other types of brakes,

21、because the electric brake is excellent in response. With a zero-speed brake, the following merits accrue: e Reduction of maintenance work load involving replacement of brake shoes. e Reduction of the mechanical braking systems weight and realization of an excellent Automatic Train Control for

22、deceleration. e It will eliminate 90% crashes caused by human errors such as misjudgments and in attention. e It will check accordingly both human and vehicular negative tendencies like high-velocities over time and space. Operational Characteristics of ATC. Summarily, whenever the ATC cab s

23、ignal shows ‘Zero’ (Stop), automatically the train will stop, perhaps as a detection of danger ahead of the train or because of driver over-speeding. e The ATC monitors the speed and intervenes if necessary. e The ATC prevents the driver from exceeding any speed limit. Examples of Modal Techn

24、ologies Transfer in Transportation. Transfer of technologies from one mode of transport to the other is nowadays prevalent as the concept of globalization continue to gain more ground in all human activities. And the flexibility in adaptation of Information and Communication Technologies (ICTs)

25、has made possible the adaptation of Control Tower in the air transport to be possible in the modern railway transport in form of Centralized Traffic Control (CTC), whereby trains can be remotely monitor from afar by the traffic controllers. Also, the recent successful utilization of Ground Penetr

26、ating Radar (GPR) in the railway in the USA to determine and predict the components of track sub-grade as well as likelihood of any mishap, due to sub-grade failure. This, also can be likened to the radar operation in the air transport. These among others justified transferability of ATC to the fu

27、ture automobile designs and manufacturing. Upgrading In-Built Safety Apparatus in Future Automobile. Because of the alarming rate of road accident globally, auto designers/manufacturers over the year have optimally exploited some of the inherent potentials of ICTs in new automobile. For insta

28、nce, some of the underlisted facilities are provided in new automobile as a way of enhancing safety of vehicles as well as the occupants. These include: e Safety Enhancement Unit (SEU). e Impact – absorbing vehicle bodies. e Antilock braking system (ABS). e Rear collision avoidance device. e

29、 ITS – Intelligent Transportation System. e On-board sensors. e Installation of sensor on roads components Nevertheless, road accidents on global road network is expected to be on increase in future, over time and space as stated above. This is because some of these safety facilities fai

30、l to have ultimate control over the excesses of the drivers as well as that of the vehicle, in term of high velocities. Thus, this existing system could be upgraded by designing a comprehensive package that will have an overwhelming and absolute control over this arbitrary and ignoble attitudinal a

31、nd behavioural tendency of drivers. This proposed system is expected to put under control technically the unpredictable and unsafe dynamic nature of man that is responsible for high speed. In as much as speed limit control (through safety rule enforcement), as well as highway engineering seems a f

32、ailure in this respect. ATC Control Unit Installation in Future Automobile. The most difficult measure to implement are those related to lowering speed and enforcing speed regulations, even though such measures are most effective in reducing the number of accident (see NR&TR, No.l, 2001). D

33、efinitely, there is going to be counter reactions from motorists against installation of ATC on future generation vehicle. This is going to be regarded socially as an irrational infringement on individual right to choose appropriate speed on a vehicle that have high speed capacity beyond the stipul

34、ated speed limit. However, because of the inherent safety advantages of ATC installation in future automobile, the ATC control unit could be installed in any of the following functional part of the vehicle, so as to guide against easy interference from drivers: e Engine compactment e Gear box

35、 compactment e Fuel supply compactment e Electrical compactment etc. The Role of ITU and other Stakeholders in standardization of ATC components in future automobile. All new technologies tend to be costly when they first become available in small quantities, then their costs decline as prod

36、uction volumes increase and the technologies mature (Shladover, 2000). This, also shall be true of ATC integration in future automobile generally. However, as times goes on the accrue benefit socially and economically is definitely going to be far more than the initial take off cost. For, ther

37、e is definitely going to be a significant reduction in road traffic accidents caused by high velocities. Also, an expand Telecommunication Sub-section of the world economy will ensue over time, due to this new approach. However, the International Telecommunication Union (ITU) should play the fol

38、lowing pivotal roles in realizing the paramount objective of this paper, which is adaptation of ATC Technology in future automobile designs: e ITU should collaborate with regional, continental and global safety organizations such as Global Road Safety Partnership (GRSP), National Transportation S

39、afety Board, USA (NTSB), European Transport Safety Council, Belgium, (ETSC), International Transportation Association (ITSA). This collaboration will prepare a sustainable ground for a more safer designs in future automobile, using ICTs. e Secondly, major stakeholders in automobile designs and man

40、ufacturing such as big time automobile manufacturing companies globally, should be lured into this sustainable alliance, such that acceptable standard on how this technology could be achieved, will be agreed upon by safety institutions, automobile manufacturers and ITU for a better standardization i

41、n future automobile. e ITU should strive to anchor this tripartite collaborative efforts since ITU primary objectives would be to propagate the good tidings that in this era of globalization ICTs has a broader potential to minimize the extent of fatal accident on global road network, if properly ha

42、rnessed by every stakeholders in road transport globally. Conclusion: The whole essence of integrating into the future automobile a component that will act exactly like ATC/ATP in today’s trains, is a way of removing in its entirety the strait jacket approach, the blank cheque syndrome as well

43、 as license to kill and destroy given to today’s drivers’. This is as a result of the technical inadequacies inherently in today automobile and mobility to control some of the human emotional excesses while driving, particularly – over-speeding. In sum, the generation un-born will appreciate thi

44、s feat if it can be accomplished by this generation, for it has a significant capability to make the future road traffic environment sustainably safe. Thus, ITU should collaborate with global safety organizations, auto manufacturing companies as well as government agencies and private initiative li

45、ke Non-Government Agency, with a view to helping the future generation minimize fatality rate on global road network. REFERENCES. - Cities on the Move: A World Bank, Urban Transport Strategy Review, Draft Document, Oct. 17, 2001. - Hosaka A. & Mizutani H. (2000) Improvement of

46、Traffic Safety by Road – Vehicle Cooperative Smart Cruise Systems. Journal of International Asso. of Traffic and Safety Sciences (IATSS) Vol. 24, No. 2’ Japan. - Hope, R. (2002) Accidents Raise Fears about Britain’s Fragmented Railway Japan Railway and Transport Review JR&TR No. 33, Japan. -

47、Key areas of Traffic Safety Work according to European Experts. Nordic Road and Transport Research (NR&TR). No.2, 1998, Sweden. - Ogasa M. et al (1999) Running Test Result of Electric Brake to Zero Speed. Quarterly Report of Railway Technical Research Institute (RTRI), Vol. 40, No. 4, Japan.

48、 - Pritchard E. (2002) New Technologies in the field of Security Ground-Penetrating radar. Paper presented at 2nd World Forum on Security in the Railways, Rome. - Shladover S. E. (2000) What If Cars Could Drive Themselves! ACCESS, No. 16 University of California Transportation Centre, USA.

49、 - Saito M. (2002) Japanese Railway Safety and the Technology of the Day. Japan Railway and Transport Review 33 (TR&TR), Japan. - Vancouver SkyTrain – A Proven Success Story. Japan Railway and Transport Review, No. 16, 1998. - Zero Killed in Traffic – from Vision to Implementation Nordic Ro

50、ad & Transport Research (NR&TR) No.1, 2001, Sweden. ADAPTATION OF ATC/ATP TECHNOLOGY IN FUTURE AUTOMOBILE DESIGNS. 適應(yīng)空管/ ATP的在未來汽車設(shè)計(jì)技術(shù)。 By 通過 JOSHUA ODELEYE 約書亞ODELEYE PRINCIPAL STAFF DEVELOPMENT OFFICER 主工作人員發(fā)展干事 NIGERIAN INSITUTE OF TRANSPORT TECHNOLOGY (NITT), 尼日利亞INS

51、ITUTE交通科技（NITT）， PMB 1148, ZARIA, NIGERIA. 港口及航運(yùn)局1148，扎里亞，尼日利亞。 E-MAIL:??joshuaodeleye@ 郵箱：joshuaodeleye@ Mobilephone:?234-803-590 5619 移動(dòng)電話：234-803-590 5619 Abstract. 摘要。 Despite the indispensability of automobiles in the modern society automobile technology is paradoxically regarded as

52、 one of the unfortunate things to happen to this generation because of its susceptibility to accidents.? And, researches have confirmed that over-speeding among motorists, is one of the notable factors that underscored the persistent of ignoble carnages on various road networks globally, particularl

53、y in the developing countries. 盡管汽車在汽車技術(shù)的現(xiàn)代社會(huì)不可或缺的矛盾視為一個(gè)不幸的事情發(fā)生 ， 是因?yàn)槠涿舾行砸淮鹿?。此外，研究證實(shí) ， 超過之間駕車超速，是顯著的因素之一這強(qiáng)調(diào)了在各種道路網(wǎng)絡(luò)卑鄙的屠殺行為持續(xù)的全球，特別是在發(fā)展中國家。 This paper, thus assessed the functionality and workability of Automatic Trains Control/Protection (ATC/ATP) technology in the railways in future automobile.?

54、 This is a safety device that aptly combines the complementary advantages and potentials of Information and Communication Technologies (ICTs) to harness and enhance safety in the rail transport. 這種紙張上，評(píng)估的功能和可操作性的自動(dòng)列車控制/保護(hù)（空/ ATP）的汽車 ， 在未來的鐵路技術(shù)。這是一種安全裝置 ， 恰當(dāng)?shù)亟Y(jié)合了優(yōu)勢(shì)互補(bǔ) ， 信息和通信技術(shù)（ICT）的潛力利用和加強(qiáng)安全的鐵路運(yùn)輸。 C

55、onsequently, this paper recommended the adaptation of ATC/ATP technologies in future automobile designs, such that in-built ICTs components in automobile will enhance safety on the road by alerting and/or warning vehicles occupants of inherent dangers promptly, as well as checking the reckless attit

56、udinal posture and negative behavioural tendencies; such as over-speeding that usually lead to occurrence of fatal road accidents, among future motorists. 因此，本文件所建議的空管適應(yīng)/未來汽車的設(shè)計(jì)，這樣 ， 在建的汽車將加強(qiáng)對(duì)道路警報(bào)和/或警告的車輛占用了固有的危險(xiǎn) ， 及時(shí)，以及信息和通信技術(shù)的安全檢查ATP的技術(shù)組成部分魯莽態(tài)度消極的姿態(tài)和行為傾向，如超速 ， 通常導(dǎo)致死亡交通意外的發(fā)生，在今后的駕車人士。 Keywords :?

57、Speed, Safety, Accident, ICTs, ATC/ATP. 關(guān)鍵詞 ：速度，安全，事故，信息和通信技術(shù)，空中交通管制/ ATP的。 Introduction 導(dǎo)言 Globally automobile enjoys exclusive patronage in carriage of goods and people.? Research attributed this to its flexibility in rendering door-to-door services over time and space.? Hence, the impact of

58、 automobile is been felt in all aspects of human socio-economic, political and cultural activities. 在全球范圍內(nèi)享有汽車運(yùn)輸貨物和人員。研究認(rèn)為 ， 因?yàn)樗谔峁┆?dú)家贊助的靈活性門對(duì)門服務(wù) ， 在時(shí)間和空間。因此，人們認(rèn)為汽車是在人類社會(huì)經(jīng)濟(jì)的各個(gè)方面，經(jīng)濟(jì)，政治的影響和文化活動(dòng)。 Ironically, automobile has been highly susceptible to road accident.? Despite the adaptation of the “Three

59、 E s” of traffic safety ie Education, Engineering and Enforcement, the rate of global road traffic accident is alarming.?According to a World Bank report (2001) it is lucidly stated that recent conservative estimates suggest that between 750,000 and 880,000 people died as a result of road accidents

60、in 1999.? Also about 25 and 35 million people were injured in road accidents worldwide, of which up to 75% were in urban areas. 諷刺的是，汽車已被高度敏感 ， 交通事故盡管“三個(gè)電子郵件適應(yīng)。s”的交通安全即教育，工程和執(zhí)行，全球道路交通事故率是驚人的。據(jù)世界銀行的一份報(bào)告（2001）它清晰地指出 ， 最近的保守的估計(jì)表明，75萬至88.0萬人 ， 作為1999年的交通事故而死亡。此外約25至35萬人在道路交通事故受傷全球，其中75％在城市地區(qū)。 Interest

61、ingly, about 85% of these were in developing and transitional economies.?Also, the economic cost of these accidents in the developing world has been estimated at US $65 billion, which is approximately equal to the total annual aid and lending of the international institutions to these countries.? Ro

62、ad accident currently rank ninth as a cause of deaths worldwide and are expected to rise to sixth by year 2020.? Even more significantly, because many of the people killed are relatively young, road accidents already rank second in terms of reductions in life expectancy. 有趣的是，其中85％是在發(fā)展中國家和經(jīng)濟(jì)轉(zhuǎn)型。另外，在發(fā)

63、展中世界的經(jīng)濟(jì)損失 ， 這些事故已在美國 ， 估計(jì)650億美元，這大約等于全年的援助和對(duì)國際機(jī)構(gòu)貸款這些國家。公路交通意外 ， 目前排名第九 ， 作為全世界的死亡原因 ， 預(yù)計(jì)到2020年上升到第六位。更重要的是，由于許多人喪生 ， 相對(duì)年輕的，道路交通事故已經(jīng)排名第二 ， 減少在生活條件預(yù)期壽命。 Nevertheless, ATC/ATP technology is been regarded as a succor in the? modern railway, for it has helped in enhancing safety overtime and space. 不過，

64、航管/ ATP的技術(shù)被視為在現(xiàn)代鐵路救助，因?yàn)樗兄诩訌?qiáng)安全加班和空間。 Recently, agitation for ATP became a political hot potato, with the amazing spectacle of demonstrators on London's street shouting' what do we want ATP! ATP! 最近，ATP的政治鼓動(dòng)成為燙手山芋，與示威者在倫敦的街頭高喊'我們想要什么ATP的！ATP的驚人場面！ When do we want it! 當(dāng)我們希望它！ Now! 現(xiàn)在！ After Ladbrok

65、e accident in 1999. 在1999年后拉德布魯克事故。 (see Richard Hope, 2002).??? Furthermore, by 2008 ATP is mandatorily expected?on all trains plying lines where train exceed 160 km/hr in Europe. （見理查德希望，2002年）。此外，2008年ATP是硬性預(yù)期的行走路線都在列車超過160公里/小時(shí)列車在歐洲。 Human Factor in Road Accidents . 人的因素在交通事故 。 In an empir

66、ical road safety research carried out by European road safety experts in 1998, over-speeding was ranked first among all other contributory factors to road accidents in Europe.? In other words, high velocities is?being regarded as the greatest problem. 在一個(gè)實(shí)證道路安全所開展的研究在1998年歐洲道路安全專家，超速被評(píng)為歐洲所有其他交通意外的因素第一。換句話說，高速度正被視為最大的問題。 Over-speeding a negative attitudinal/behavioural tendency often exhibit by most drivers globally seems to have defied all counter measures already pu