Development Stages of Intelligent Parking Information Systems for Trucks

Abstract

The route planning of trucks also includes the planning of the parking. Research has already shown that parking demands often exceed capacities. This problem can be managed by appropriate information provision. It is also discussed by European strategic documents, the ITS Directive and the ITS Action Plan, as a priority assignment. Advanced intelligent parking management systems for trucks, planned and partially installed ones, provide real-time information and central (system optimum based) navigation with automatic parking place booking. In this way, the capacity utilization of parking facilities can be maximized. Nowadays such complex systems are still not available, only some part-functions, but modern information and communication technology offers new opportunities in transportation applications. The article classifies the parking information systems into five plus one (5+1) service levels according to their functions. On the highest service level, the information system offers individual route plans for every user while it takes drivers' working hours, actual traffic conditions and personal preferences into consideration. In the future, mobility and parking demands can be influenced by real-time and interactive information management.

Full text

Acta Polytechnica Hungarica Vol. 10, No. 4, 2013
– 161 –
Development Stages of Intelligent Parking
Information Systems for Trucks
Zsolt Péter Sándor, Csaba Csiszár
Budapest University of Technology and Economics (BME),
Faculty of Transportation Engineering and Vehicle Engineering,
Department of Transport Technology and Transport Economics
Műegyetem rakpart 3, H-1111 Budapest, Hungary
E-mail: sandorzs@kku.bme.hu, csiszar@kku.bme.hu
Abstract: The route planning of trucks also includes the planning of the parking. Research
has already shown that parking demands often exceed capacities. This problem can be
managed by appropriate information provision. It is also discussed by European strategic
documents, the ITS Directive and the ITS Action Plan, as a priority assignment. Advanced
intelligent parking management systems for trucks, planned and partially installed ones,
provide real-time information and central (system optimum based) navigation with
automatic parking place booking. In this way, the capacity utilization of parking facilities
can be maximized. Nowadays such complex systems are still not available, only some part-
functions, but modern information and communication technology offers new opportunities
in transportation applications. The article classifies the parking information systems into
five plus one (5+1) service levels according to their functions. On the highest service level,
the information system offers individual route plans for every user while it takes drivers'
working hours, actual traffic conditions and personal preferences into consideration. In the
future, mobility and parking demands can be influenced by real-time and interactive
information management.
Keywords: intelligent truck parking; integrated information system; parking management;
navigation; intelligent transport systems and services
1 Introduction
The route planning of trucks includes also planning for parking. As a result,
detailed route plans of vehicles are determined according to their departure place
and time, as well as to the destination and the scheduled time of arrival. Route
plans contain scheduled stops, too. Intermediate halts are specified by European
rules and regulations [8]. Truck drivers spend this mandatory time at parking
facilities located along the motorways.

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
– 162 –
Parking demand usually exceeds capacity. The aim of the intelligent parking
information system (which is a part of ITS services, i.e., intelligent transport
systems) is to maximize the capacity utilization of the limited available parking
spaces by coordination of parking demands and capacities. The services of
complex information systems go beyond parking management, and they realize
network management functions, too.
2 Intelligent Parking Management for Trucks
Intelligent parking management systems are new not only in Hungary but also in
Europe, and they have high priority [1], [3]. Management services combine:
1. Information provision about parking facilities and free capacity,
2. Complex route guidance and
3. Preliminary parking place booking.
Services are available pre-trip and on-trip through different communication
channels. Systems can provide individual (personalized) and collective
information.
In this way, it is possible to avoid utilization over 100% caused by irregular
parking when a few kms away facilities are unexploited in space and time. This
phenomena may have several causes [6], [7], [10], [11]:
 Truck drivers do not have any information about actual occupancy,
services and locations of the next few facilities;
 Some of the parking places do not meet the basic requirements (safety,
security, sanitary facilities and restaurants, etc.);
 Experience shows that in the case of no free parking places, drivers would
rather park in a dangerous, not designated area of an already full truck park
than pass on and break the rules of the obligatory rest time.
Preliminary parking space booking supports the work of truck drivers and
dispatchers of haulier companies.
Effects of the service [2], [4], [5]:
- Safety: parking in dangerous and not designated areas (due to congestion)
can be avoided. Drivers can have rest in time, taking rules and regulations
into consideration. Secure parking places protect the cargo against
vandalism and theft.
- Network efficiency: Capacity utilization can be maximized and
unnecessary traffic searching for parking places can be decreased. With the
use of real-time traffic data, route guidance becomes more efficient and
more comfortable. Thus, congestions can be avoided.

Acta Polytechnica Hungarica Vol. 10, No. 4, 2013
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- Environmental impact: As a consequence of the above, air pollution can
be mitigated. With optimal capacity exploitation there is no need for new
infrastructure.
- Decrease in operational damages: The amount of infrastructure damage
can be decreased.
In regions and/or cities where mobility management is well-developed, operators
of parking facilities exploit the potential of smartphones and the internet. They can
do it independently or jointly. Websites and smartphone applications (route
planning and information provision applications) have been developed. With these
applications, users can select facilities, they can browse static and dynamic
information, and they can pre-book parking lots.
The penetration of smartphones provides a new information provision platform for
system developers and service providers, especially in the matter of individual
information. Data exchange protocols of on-board navigation systems provide the
opportunity to transmit parking information data through RDS-TMC
1
and TPEG
2
.
Pre-booking of parking places has already been available in some pilot projects
and it can be presumed that new projects will also be launched in the near future.
Safe and secure parking does not belong closely to the core domain of parking
management systems. However, this topic is also a high priority because 60% of
the road transport attacks occur in unguarded parking places. The value of these
damages is about 8 billion Euros per year [12].
3 Levels of the Parking Management Systems
Parking management systems can be classified by their functions and operations.
In the following, a classification containing 5+1 categories (service levels) is been
presented. Service levels – according to solutions with different information
provision and different intervention functions – are built up modularly. The lower
level services are supplemented by additional services at the higher levels. Fig. 1
illustrates the structure of levels. Level "0" can be separated from the dynamic
parking management systems.
1
Radio Data Systems - Traffic Message Channel: technology for delivering traffic and
travel information to motor vehicle drivers
2
Transport Protocol Experts Group – They developed the TPEG specifications for
transmission of language independent multi-modal Traffic and Travel Information.
TPEG data are human understandable as well as machine readable.

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
– 164 –
static information
provision
real-time information about the
actual free parking capacity
real-time travel time information
forecast of free parking spaces and / or travel time
comprehensive, real time parking and traffic information based on
forecasted data and manual parking space reservation
automotive parking space reservation and comprehensive,
real time centralized route guidance
Level „0”
Level „1”
Level „2”
Level „3”
Level „4”
Level „5”
Figure 1
Classification of service levels
Table 1 illustrates the functions and features of each service level based on leading
European examples. Currently, the applied parking and information management
systems can be categorized into Level "0" to Level "4".
As a consequence of new technologies, the management of traffic data has
become much more integrated. The roles of traffic management centres are being
revaluated and their functions extended. Central, interactive (two-way
communication), integrated, real-time navigation solutions have increasingly
come increasingly into praxis. These new solutions enable system optimum based
traffic control, which provides smooth and maximized capacity utilization of
parking facilities, while also taking users preferences into consideration.
The growing penetration of mobile communication and mobile internet is resulting
in the development of new applications that can be used in the transport sector.
Thus, the route planning procedures of haulier companies are changing.
The features of the certain service levels have been summarized. Figures illustrate
the top level functions.

Acta Polytechnica Hungarica Vol. 10, No. 4, 2013
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Table 1
Service levels of parking management systems (functions and features)
Level "0"
Level "1"
Level "2"
Level "3"
Level "4"
Level "5"
Information
Static / Dynamic
static
dynamic
Content
location, capacity,
services, operator of
parking facilities, etc.
free capacities
actual travel times
expected travel times
and / or expected
free capacity
comprehensive, real-
time parking and traffic
information based on
forecasted data
comprehensive, real-
time centralized
route guidance
Communication
channel
leaflets, flyers,
brochures, handbooks,
internet, static road
signs, etc.
roadside variable message signs,
internet based applications (one way
communication)
smartphone
applications (one
way communication)
smartphone application
(two way
communication)
user or vehicle
device (two way
communication)
Covered area
not specific
following one or more facilities
motorway sections or networks
Operational features
Update
frequency
rarely
event controlled
sampling time cycle
is 5-10 min for
travel times
in every 5-10
minutes for forecast
real-time even
bookings
real-time
Forecast horizon
not available
app. 15-60 minutes
even 24 hours
Location-based
services
not available
based on cellular network
satellite
Route planning
not available
previous + route
guidance software
centrally, based on
user preferences
Booking
not available
manually
automatically with
route planning
Example
Printed: IRU Truck
parking areas
handbook
Web: IRU TransPARK
www.iru.org
On the spot:
French A13
motorway
Web: Rheinland-
Pfalz
verkehr.rlp.de
On the spot:
Germany, A3
motorway
(Frankfurt)
Web: Traffic
Scotland
trafficscotland.org
Web: Bayern Info
www.bayerninfo.de
Germany,
Highway Park
www.highway-park.de
this service is not yet
available

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
– 166 –
4 Structure of the Parking Management System
The main components (elements, subsystems) of a complex, integrated parking
management system are:
 Users: truck drivers and/or haulier companies with their own preferences,
parking booking demands; with personal devices that support two-way
communication. This equipment can be applied as on-board units as well,
e.g., navigation devices, smart phones, palmtops, laptops, (even PCs);
 Trucks: may have on-board computers that provide two-way
communication and positioning. OBUs
3
can replace personal devices.
 Motorway networks: with human (road operator dispatcher) and
machine components. The latter ones include: automatic traffic and
environment detectors (traffic counting stations, CCTVs
4
with license plate
recognition, weather stations, air pollution sensors, etc.), roadside
information devices (VMSs
5
, displays) and communication equipment.
 Parking facilities: with human (dispatcher, security guard) and machine
components. The latter ones include: devices for data acquisition
[occupancy detectors, ultrasonic sensors, vehicle identification and
surveillance systems, etc.], devices for local data procession, devices for
information provision [VMSs, displays, road markers, etc.] and
communication equipment. Image processing and identification
equipments (CCTV cameras, licence plate recognition), access control
systems. In certain cases the human component may be omitted, for
example when the facility can operate without direct human supervision.
 Parking management centre: contains human (operator) and machine
components. It processes the incoming data and determines the information
transmitted to devices for information provision. One centre can supervise
one region or even one country. Centres are located close to other traffic
management centres or may even be a part of them.
3
on-board unit
4
Closed-circuit television
5
Variable Message Sign

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Information terminals:
 Mobile devices: personal and/or vehicle on-board devices with their own
operating systems (iOS, Android, Symbian, etc.), with multi-channel
communication units (GPS, GSM, Wi-Fi, etc.), and with route planning
and navigation programs that provide personalized, real-time information
and parking place booking.
 Immobile devices: road traffic signs, variable message signs, controllable
displays, LED markers at parking lots (lighting equipment or controllable
prisms built in the road surface).
The listed elements are connected in the indicated relations by telecommunication
channels (wired or wireless data networks). A continuous line indicates wired
communication, and broken lines indicate wireless communication. The structure
of the system is illustrated in Figure 2. The figure corresponds with the build-up of
the highest service level. In the case of the lower levels, certain components are to
be omitted. Only one element of each component is represented.
5 Operation of the Parking Management System
The most important objectives of parking management and route planning are [2],
[4], [12]:
 the optimization of the capacity utilization of parking places,
 low time consumption (for parking place searching, entrance and exit),
reliable, calculable and predictable travel time,
 the decrease of unnecessary travel distances and emissions, and the
mitigation of noise pollution,
 a decrease in stress, an increase in user comfort,
 a decrease in the risk of accidents,
 the protection of vehicles,
 the maximizing of driving times while considering the generic rules,
 the minimizing of travel costs (overrun costs, facility usage fees, etc.).
The operational processes of the telematics system are summarized in Figure 3,
which is coherent with the structural architecture. Arrows indicate the direction of
data transfers. The figure corresponds with the operation of the highest service
level. At lower levels, certain functions are not available; however, at higher
levels the management system provides network management functions as well.
Table 2 contains a description of certain operations. Level "4" and level "5"
realize closed-loop control because real-time information provision (parking place
booking and navigation) feeds back to the users’ pre-trip decisions and thus
influences demand.

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
– 168 –
navigation
satellite
USERS
user devices
iOS, Android, Symbian
VEHICLES
GPS receiver
on-board computer
(OBU)
(digital maps,
navigation software,
on-board database)
data processing and
communication devices
roadside
information
devices
data
collection
devices
MOTORWAY NETWORK
operation control
computer
parking
database
PARKING FACILITY
dispat-
cher
traffic control
computer
road network
database
ROAD OPERATOR
central
computers
2
ope-
rator
PARKING MANAGEMENT CENTRE
parking
database
terminals
dispat-
cher
local data processing and
communication devices
roadside information devices
and access control equipments
data collection devices
Figure 2
Structure of the integrated parking management system

Acta Polytechnica Hungarica Vol. 10, No. 4, 2013
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USERS
VEHICLES
1. Input of preferences
and general users’ data
2. Booking and on-trip
modifications
3. Localization
MOTORWAY NETWORK
PARKING FACILITY
ROAD OPERATOR
4. Collection and acquisition of traffic data
5. Control of roadside equipment
6. Internal data collection
7. Control of internal information and
navigation equipment
8. Usage control
9. Multi-channel data
collection
PARKING MANAGEMENT CENTRE
10. Adjustment of bookings
11. Determinate and forecast network parameters
12. Posterior analyse
10. Adjustment of bookings
13. Location based
information services
10. Adjustment of bookings
14. Data transfer to
third parties
JOINT OPERATORS
AND SERVICE
PROVIDERS
9. Multi-channel
data collection
Figure 3
Operation model of the integrated parking management system

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
– 170 –
Every user has their own user account at the parking management centre. Before
route planning, they log in and record every route specific preference in
connection with the given journey. During route planning, the incoming demands
are assigned to the parking facilities, taking personal preferences and actual traffic
parameters into consideration (departure time, route, driving times, stop-points,
services for sale). The users are in contact with the management centre, and they
transmit all such data to it. Booking records are confirmed by the parking facility
and the management centre as well, so it is the only case when users get
information in addition to that from the management centre. The route and the
bookings can be modified based on actual conditions and the vehicle position.
Vehicles can be identified by their licence plates at the facilities. The data is also
used to control facility usage, and it is possible to control driving times with or
without the tachograph.
There is hierarchical data storage with duplicated/multiplied data elements. Data
are stored in the management centre and also in the facilities. Facilities receive
only the parking-related information about the users. Road operators do not have
any route-specific information about the users and vehicles. Parking facilities are
controlled by the parking management centre, but they are can operate
autonomously. The management centre and some special parking facilities can be
operated with non-stop human supervision.
During parking place selection, drivers take the following factors with decreasing
importance into consideration: [9]
 Security;
 Previous own experiences;
 Additional services of the facility (e.g. sanitary facilities, catering, grocery
shopping, petrol station, ATM, etc.);
 The number of available parking places.
Personalized parking place booking and intelligent parking management with
dynamic navigation are value-added services. Thus, service providers may impose
service fees and sanctions to motivate to the proper use (vehicle arrives in time,
cancel bookings in time, etc.). The incurred expenses are paid on the spot or based
on contracted agreements.

Acta Polytechnica Hungarica Development stages of intelligent parking information systems
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Table 2
Parking-related information management operations
groups of
operation
no.
name
description
USERS’
OPERATION
Pre-trip
1
Input of preferences
and general users’
data
Input of data regarding customers, vehicles and
personal preferences. Record static data regarding route
and route-specific personal preferences.
2
Booking and on-trip
modifications
Route planning and booking/parking place selection
according to personal preferences and actual traffic
situation. Modifications during journeys.
On-trip
3
Localization
Transmitting current vehicle position to the information
management centre.
OPERATIONS
OF ROAD
(MOTORWAY)
OPERATOR
4
Collection and
acquisition of
traffic data
Measurement of traffic, weather and air pollution
parameters.
5
Control of roadside
equipment
Control of VMSs; display actual and forecasted travel
times and capacities.
OPERATIONS OF
PARKING
FACILITY
6
Internal data
collection
Acquirement of actual occupancy data, identification
of entering and exiting vehicles.
7
Control of internal
equipment
Operation of facility information and navigation
displays, VMSs and lighting equipment built in the
road surface.
8
Usage control
Monitoring users and operation of safety & security
equipment (e.g. access control and image processing
systems).
OPERATIONS OF PARKING MANAGEMENT
CENTRE
Data
collection
9
Multi-channel data
collection
Data come from several automatic data collector
elements (from traffic counting stations, weather
stations, occupancy detectors, etc.). Data from joint
operators and service providers are also incoming data.
Data processing
10
Adjustment of
bookings
Procession of incoming travel and parking demands;
assignment of free parking lots to booking demands.
11
Determinate and
forecast network
parameters
Determinate actual network parameters based on
incoming traffic parameters (free parking capacity,
travel times). Determinate expectable travel times and
free parking capacity based on actual traffic
parameters and historical data. (Forecast horizon
depends on the applied algorithm.)
12
Posterior analyse
Analysis and evaluation of users’ behaviour and
operations; creation of statistics and traffic predictions.
Information
provision
13
Location based
information
services
Real-time route guidance and navigation for vehicles
with combination of individual and system optimum
(dynamic modification of released route plan and
automatic rebooking), emergency management.
Control of user and vehicle (OBU) equipment.
14
Data transfer to
third parties
Data sharing and transfer to joint operators and service
providers.

Zs. P. Sándor et al. Development Stages of Intelligent Parking Information Systems for Trucks
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The main task of the parking management system is to redirect the exceeding
demands automatically to previous or – when driving time allows it – following
facilities by taking driving times and user preferences into consideration. When it
is not possible, demands can be realigned by changing departure times. The
management system can modify only pre-planned parking demands. It does not
have any effect on ad hoc users and those who do not have a booking. They can be
influenced by roadside occupancy information. The service offers secondary,
complementary guidance for trucks via the transmission of traffic and parking
related information (Dispatchers from the transport company give the primary
guidance via the completion of route plans).
At the top level of service, complex traffic management centres will be
established, where all traffic, parking and transportation related information are
available. Management centres can serve comprehensive traffic management and
information provision tasks as well based on the available data. The traffic
management system can handle emergencies (it alerts the emergency services,
coordinates the rescue, provides real-time traffic control and management, etc.),
provides real-time information for vehicle drivers, and if necessary – after user
acceptance –makes changes automatically related to alternative routes.
6 Implementation Possibilities
The opportunities for such a complex information provision system can be fully
realized when services are developed in an interoperable way, allowing the latter
network connection for further operators. The use of a common data structure (e.g.
DATEX II
6
) supports the former aims and the harmonized information provision,
as well as cross border operation. The partners of the EasyWay consortium –
established by the EU – are currently developing their own parking information
services, but these project are only in the pilot phase and the questions of cross
border data transmission are still open [15].
It is an obvious solution to provide information via on-board equipment that is
already built-in. Devices of satellite-based tracking (GPS, GNSS
7
) electronic fee
toll collection systems are well-suited for these solutions that can realize location
based services and further information provision services in an integrated manner.
In Hungary, the parking management system would have the greatest impact on
the 4th corridor of the Trans-European Transport Network (M1-M5 motorways)
where transit and freight transport is greatest. Capacity utilization of the parking
areas would be better. Parking needs can be allocated according to supply and
6
DATa EXchange – improves data exchange between countries and organisations
7
Global Navigation Satellite System

Acta Polytechnica Hungarica Development stages of intelligent parking information systems
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demand. Nowadays in Hungary the implementation of a satellite-based electronic
fee toll collection system is quite current. During the system design, experts
should endeavour to create and realize a complex toll collection system that is
appropriate for other functions as well, like the dissemination of traffic and
parking related information.
Conclusion
The route planning of trucks includes also the planning of parking, and parking
management must be a part of traffic management. The intelligent parking
management system for trucks is a rather new solution for traffic control and
information provision services, as part of intelligent transport systems. The
feasibility and the benefit of this service has been analysed in several studies and
pilot projects. With advanced information provision, capacity utilization can be
improved and, at the same time, congestions can be avoided. All of these require
investments mainly in the information infrastructure, not in the parking facilities
themselves. The information system supports the better capacity utilization by
demand and capacity assignment. As every ITS application, this service also
allows for better traffic circulation without significant infrastructure investment by
detailed information services. Parking management systems allow for minimizing
traffic searching for parking places, and the services contribute to more efficient
and effective route planning and driving.
The main contribution of the article is the creation of a model including 5+1
service levels. It outlines the future incremental developments. For the top service
level, detailed structural and operational models have been elaborated. The
presented integrated information system provides comprehensive, central
navigation that supports every participant of the transport and haulier sector. The
drivers' work becomes safer and more comfortable, while the supply chain
becomes more predictable.
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