Impact of Electronic Toll Collection System on Energy Saving and CO 2 emission: A Case Study of Passenger Cars in Thailand

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1 Impact of Electronc Toll Collecton System on Energy Savng and CO 2 emsson: A Case Study of Passenger Cars n Thaland Choocheep Kheawubon*, Parnuwat Usapen*, Joseph Khedar** *Rattanakosn College for Sustanable Energy and Envronment (RCSEE), Rajamangala Unversty of Technology Rattanakosn, Salaya, Puthamonthon, Nakhon Pathom, 73170, Thaland. **Faculty of Technology and Innovaton, Bangkokthonbur Unversty, Thaland (choocheep.k@ftm.kmutnb.ac.th, parnuwat.usa@rmutr.ac.th, joseph.khedar@hotmal.com) Correspondng Author; Parnuwat Usapen, Rattanakosn College for Sustanable Energy and Envronment (RCSEE), Rajamangala Unversty of Technology Rattanakosn, Nakhon Pathom, 73170, Thaland, Tel: , Fax: , parnuwat.usa@rmutr.ac.th Receved: Accepted: Abstract- Traffc problems have been a long-standng ssue for Thaland, although many measures have already been mplented to solve them. Electronc Toll Collecton system (ETC) s one of those measures used for reducng the traffc problems at the front of checkpont on the expressway. However, there are no research studes on the effect of ETC on expressway transportaton n Thaland. The objectve of ths study was to evaluate the mpact of the four man factors (tme, speed and acceleraton, fuel consumpton, and CO 2 emsson) on the ETC system compared to the Manual Toll Collecton (MTC). In addton, four scenaros of applyng ETC were analyzed to evaluate the potental of energy savng and CO 2 emsson n Thaland. In ths study, Ram Inthra Toll Plaza, Bangkok was selected as a case study, and the car model Nssan March year 2010 was selected as the representatve vehcle. Results found that tme consumed for payng the fee at ETC was only two seconds whch s faster than MTC about sx tmes. Usng ETC toll can reduce fuel consumpton by up to 4 mlllter/trp and reduce CO 2 emsson about 9.7% compared wth MTC. It s estmated that Thaland could reduce fuel consumpton up to 1,262,471 lter/year wth the reducton of 2,754 ton CO 2 eq/year, when ETC toll s appled to all the expressways of the country. Keywords Fuel consumpton, energy savng, CO 2 emsson, passenger cars, Electronc Toll Collecton. 1. Introducton Traffc jam s a common problem n every major cty n the country. In 2015, the number of passenger cars and commercal vehcles n use worldwde was estmated about 1,282,000 unt [1]. The number of passenger cars and commercal vehcles used worldwde s projected to reach the two bllon marks by 2040 [2]. Spendng too much tme on the road wll have an mpact on the development of socal and publc health and wll also lead to loss of energy and economc opportunty. There are no unversal measures to get rd of the traffc problems permanently, because each cty has ts own problems. The problems, such as the nsuffcent road, the unbalanced to meet the needs of road users, and the traffc management, were clamed to be manly clauses for traffc congeston. To solve ths problem, flexble measures are requred, for example, adjustng the workng tme of

2 companes, encouragng workng remotely from home, and dversfyng route and cost of transportaton. In Thaland, due to rapd development n urban area, the usage of prvate automobles and commercal vehcles has been ncreased as well as the problem of road congeston. Durng year , the number of car usng expressway has been ncreased contnuously about 3.9% n each year [3]. In 2017, Thaland topped the lst on traffc scorecard wth drvers spendng an average of 56 hours n peak hour congeston [4]. Ths causes was leadng to consume a lot of fuel n transportaton wthout the necessty. Mnstry of Energy of Thaland has reported that transportaton sector tends to ncrease energy consumpton n the last fve years. In 2012, the energy consumpton n ths sector was 26,230 kloton of ol equvalent (ktoe), whle ts ncreased to 30,190 ktoe n 2016, approxmately about 15% compared to year 2012 [5]. Wth ths stuaton, Tha government tres to fnd an approprate technology and measures [6-9] for reducng energy consumpton n ths sector and also solvng traffc problems [10,11]. Electronc toll collecton system (ETC) s an advanced technology of the toll collecton system. It apples n developed and developng country to solve the problem of the traffc jam at the front of the checkpont. ETC system s not only reducng transacton tme at the toll booth but also enhance the convenence and safety of travelers [12-14]. Many benefts have been clamed wth the use of ETC system, for example, savng staff costs, mnmzng ar polluton and fuel consumpton, and others [15-17]. Wth these advantages, Electronc Toll Collecton system has been studes for use n many countres, especally developng countres n the ASEAN regon, where traffc problems are a major problem for the country. Karsaman et al [18] compared the ETC system wth manual system n dfferent toll roads n Indonesa. They found that the ETC system was cheaper than the old system when consderng long-term nvestment. In addton, the transacton speed of ETC was faster than the conventonal system. Salleh et al [19] revealed that ETC system made the expressway companes n Malaysa reducng ther duplcaton tasks and resources. In Phlppnes, Gugol et al [20] dentfed that there are the sgnfcant dfferences n Toll Plazas performance when applyng ETC, especally the reducton of servce tmes at Toll Plaza. However, there are some studes that have dfferent opnons. A pror study [21] nvestgated the factors for adoptng ETC system and found that the tme saved by usng the ETC system was not sgnfcant role n the decson for drver to use ETC. Meanwhle, the prce of electronc pass and dscount for ETC tolls were determned as mportant factors for motvatng drver to use ETC tolls [21,22]. Another study [23] revealed that drvers were less lkely to use ETC toll f they perceved a hgh level of rsk. Wth such experences n research from foregn countres, t s necessary to determne the factors that wll affect the adoptng of ETC toll n Thaland. Ths s because each country has ts own problem; the objectve of ths study thus s to evaluate the mpact of the four man factors (tme, speed and acceleraton, fuel consumpton, and CO 2 emsson) on the ETC system to the traffc n Thaland. 2. Methodology 2.1 Lterature revew and ndcator defned In ths study, the frst step wll be started from lterature revew (as shown n Fg. 1), the lesson-learned related wth ETC system from foregn countres were revewed. Then, the ndcators those affected of the ETC nstallaton were analyzed. It should be noted that MTC s a conventonal payment n whch the drver used cash for payng the fee. ETC uses wreless communcaton between the n-vehcle devce and the toll gate antenna, drvers are able to drve through toll gates wthout stoppng [24]. ETC pay the fee by mcropayments from drvers who have typcally sgned up n advance and loaded money nto a declnng-balance account whch s deducted every tme they pass a toll pont [25]. After that, the ndcators for evaluatng the mpacts of ETC compared to MTC were defned. From the analyss, the travel tme, speed and acceleraton, fuel consumpton, and CO 2 emsson are dscussed n ths study. 2.2 Expermental desgn (1) Selecton of representatve toll plaza To select the representatve toll plaza, the specfc samplng method was used n ths study. The crtera of selectng the representatve toll plaza was conssted of: (1) lanes wth less than 2,000 cars/lanes/day; and (2) the toll booth should be drect at least 100 meters from the entrance to the collecton pont and from the collecton pont to the ext. Wth these crteron, Ram Inthra Toll Plaza was selected as a case study. The locaton of study area was shown n Fg

3 Fg. 1. Research framework of ths study. In case of selected representatve lanes, one of MTC and one of ETC was selected n whch both of them was contguous for controllng the most smlar dstance between the experment. The second lane was selected as representatve of ETC and the thrd lane for representatve of MTC, as shown n Fg. 2. (2) Poston and dstance for experment To collect the data, the dstance between the entrances and pay ponts must be straght, whch has the dstance 200 meters to reduce the speed for payng tolls. After payng tolls, the data wll collect untl the ext pont, whch has the dstance 100 meters, as shown n Fg.3. The drver wll drve the car to the toll staton at a speed of close to 60 km/h to the entrance; after that, the speed wll be reduced dependng on the stuaton n both the ETC and MTC tolls. When the toll s pad, drvers wll drve ther car out of the pay pont wth an acceleraton to get the desred speed (60 km/h) at the ext pont, as shown n Fg. 3. Fg. 2. The locaton of study area at Ram Inthra toll plaza. 1842

4 smart phone through Torque Pro and Realtme Charts applcaton. (4) Selecton of vehcle groups and types of fuels for ths study Fg. 3. Desgned of collectng data experment. (3) Collecton and transfer data Fg. 4 shows the automotve network of ths study. It llustrates that the power and torque of the nternal combuston engne must be bult to match wth the requred power and torque of the vehcle wheels as drvng cycle for experments. Drvng cycle conssted of speed profle and acceleraton profle. As shown n Fg. 4, the collecton and transfer data system s dvded nto three man parts: the frst part s drvetrans and vehcle dynamc secton, whch conssted of engne, rotary load (engne), rotary frcton, rotary load, gearbox; the second part s control secton; and the thrd part s data storage secton. The collected data wll be stored n engne control unt (ECU), whch receves data from sensors. The data wll be transferred from on-board dagnostc (OBD) port by ELM327 scanner (Bluetooth) to In ths study, the specfc samplng was used, whch has the crtera based on the number of regstered vehcles classfed by vehcle type and fuel type as of December 31, 2017 [26]. Wth the total number of more than 6 mllon vehcles n Thaland, the passenger cars usng petrol s the most fracton of collectng data, as shown n Table 1. In addton, the trend of car sales n the group of passenger car was analyzed. It was realzed that the most car sold n 2017 was Eco-car wth 28.94%, followed by B-segment (27.43%), PPV (13.85%), C-segment (12.51%), Crossover (7.18%), SUV (5.10%), and others (4.98%) [27]. Therefore, ths study selected Nssan March year 2010 as the representatve vehcle, wth engne sze not exceedng 1200 cc, exhausted standard EURO-IV, manual transmsson, and mleage 350,000 km. The reason of choosng Nssan March s because t s the ECO car and s the best-sellng model n Thaland. Fg. 4. Schematc dagram of collecton and transfer data n ths study. 1843

5 Table 1. Percentage the number of regstered vehcles classfed by vehcle type and fuel type. Classfed by vehcle types Percentage Passenger car and tax 72 Van and pck Up 24 Mcrobus and passenger van 4 Classfed by fuel types 2.3 Drve testng on toll lane Percentage Petrol 45.2 Desel 40.1 LPG 9.8 Drvng a car accordng to the requrement stated n the prevous secton on ETC and MTC tolls. For each toll, the drver wll drve 9 tmes to collect data. The collected data wll be analyzed n statstcal method (.e. mean, standard devaton, and coeffcent of varaton). 2.4 Evaluaton the effect of usng ETC toll on CO 2 emsson In ths secton, the energy and CO 2 reducton from usng ETC toll were evaluated. The total of fuel consumpton was calculated by equaton (1) and the total of CO 2 emsson was calculated by equaton (2). FC refers tothe fuel consumpton of a passenger car drvng through the type of toll lane EFCO refers to the emsson factor of CO 2 2 emsson of fuel type, whch obtaned from [28] refers to Lane of electronc toll collecton, ETC s lane or lane of manual toll collecton, MTC s lane After calculatng the effect of fuel consumpton and CO 2 emsson from applyng ETC, the percentage of passenger usng ETC and MTC toll wll be vared as follows: Scenaro I the percentage of usng MTC and ETC were 67.4%, and 32.6% Scenaro II the percentage of usng MTC and ETC were 50%, and 50% Scenaro III the percentage of usng MTC and ETC were 25%, and 75% Scenaro IV the percentage of usng MTC and ETC were 0%, and 100% Fnally, the potental of usng ETC n Thaland on energy savng and CO 2 reducton were evaluated based on these scenaros. 3. Results TFC = P P T FC (1) pc 3.1 Speed and acceleraton of vehcle Where; TFC TCO 2 P pc P T TCO 2 Ppc P T FC EFCO 2 = (2) refers to total fuel consumpton of the year from drvng through the type of toll lane n Bangkok and vcnty of Thaland refers to total CO 2 emsson of the year from drvng through the type of toll lane n Bangkok and vcnty of Thaland refers to the percentage of passenger car n Bangkok and vcnty of Thaland of the year refers to the percentage of trp whch drvng through the type of toll lane of the year refers tothenumber of vehcle whch drvng through the toll lane of the year Fg. 5 shows the average of nstantaneous speed and the average of acceleraton of vehcle when drvng through MTC and ETC. In case of MTC (Fg. 5a), t can be notced that wthn the frst perod of tme (0-19 sec) the speed of vehcle was decreased from 58.4 km/h untl to 2.9 km/h wth the maxmum leverage at -1.3 m/s 2. Tme consumed 12 seconds for payng cash at the toll. The lowest speed durng payng the fee was 2.9 km/h (at 19 seconds). After that, the speed of vehcle was ncreased from 2.9 km/h to 52.0 km/h wth the maxmum acceleraton at 1.3 m/s 2. The result was dfferent n the case of ETC, as shown n Fg. 5b. The speed of vehcle was decreased from 59.3 km/h to 18.7 km/h wth the maxmum leverage at -1.7 m/s 2. The lowest speed used for payng the fee was 18.7 km/h (at seconds). Tme consumed for payng the fee was only two seconds whch s faster than MTC about sx tmes. After that, the speed of vehcle was ncreased from 18.7 km/h to 55.5 km/h wth the maxmum acceleraton at 1.2 m/s

6 (a) MTC (b) ETC Fg. 5. The result of nstantaneous speed andacceleraton of vehcle when drvng passng through MTC and ETC Fg.6 shows the relatonshp between tme, poston, dstance, speed and acceleraton of vehcle when drvng through ETC and MTC at entry, pay, and ext ponts. At tme zero seconds wth a dstance between entry and pay pont 200 meters, the vehcle has averaged speed 59.3 km/h. After that, the speed of vehcle was reduced by the maxmum of leverage at -1.7 m/s 2. At the pay pont, the dstance was defned as zero. As shown n Fg. 6, the vehcle can drve wth the speed of 18.7 km/h through the ETC toll wth free stops at the toll pont. In case of MTC, the drver must reduce the speed to 2.9 km/h, and accelerate the engne agan to ext pont, whch consumes more tme than ETC toll. 1845

7 Fg. 6. The relatonshp between tme, poston, dstance, speed and acceleraton of vehcle when drvng through ETC and MTC tolls When determned the total tme consume of experments, t ndcated that the tme consumed of drvng through ETC was shorter than MTC about 10 seconds per trp, as shown n Table 2. Table 2. The data of tme consumed of the experments. ETC MTC Expermental Parameter (seconds) (seconds) Mn Max Mean Standard Devaton Coeffcent of Varaton Tmes Fuel consumpton and CO 2 emsson between MTC and ETC Table 3 shows the amount of fuel consumpton usage on the experments. It was found that the average of fuel consumpton and standard devaton of ETC was about 9.7% less than MTC. In addton, t can be notced that the amount of fuel consumpton n each experment was not steady. Ths s because the effect of fuel consumpton was not only depended on ETC, but t can also be nfluenced by the drver s behavor and control procedure. From the result, t can be suggested that f the drver has changed the payment from the MTC toll to ETC toll, t wll not only reduce fuel consumpton by up to 4 mlllter/trp, but also reduce cost of transportaton. As shown n Table 4, the CO 2 emsson from car drvng through MTC and ETC toll booth was estmated. The data was collected from oxygen sensorattached to the car. Ths devce has measured the dfference percentage of oxygen between the exhaust gas and ar. Then, t calculated CO2 emsson based on the stochometrc equaton. It can be notced that the average and standard devaton of CO 2 emsson from ETC ( g/trp, S.D. = g) was less than MTC ( g/trp, S.D. = g). It accounted for 5% of CO2 reducton compared to MTC. Table 3. Fuel consumpton of vehcle of the experments. Type of toll 1st 2nd 3rd 4th Fuel Consumpton (L) 5th 6th 7th 8th 9th Average ETC MTC Table 4. CO 2 emsson from the car drvng through the toll booth Type of toll 1st 2nd 3rd 4th CO 2 Emsson (g) 5th 6th 7th 8th 9th Average ETC MTC

8 3.3 Forecastng the effect of usng ETC n Thaland on fuel consumpton and CO 2 emsson In ths secton, the fuel consumpton was estmated based on equaton (1) and (2). The fracton of usng MTC and ETC were 67.4%, and 32.6%, the data were collected from Expressway Authorty of Thaland (EXAT) [3]. Ths fracton wll be used to calculate the exstng fuel consumpton of passenger cars those usng express way n Thaland for year 2016 as shown n Fg. 7 (scenaro 1). The fracton of usng ETC wll be vared to demonstrate the effect of usng ETC on fuel consumpton n scenaro 2, 3, and 4. when more drvers changed to use ETC, the overvew of fuel consumpton for transportaton n express way was reduced. It could be estmated that when all express way n Thaland used ETC toll for passenger car payment, the amount of fuel consumpton can be reduced as much as 1,262,471 lters n one year. Wth reagrds to CO 2 emssons, t demonstrated that the CO 2 emsson can be reduced as much as 2,754 tonco 2 eq n one year when all passengers usng express way changed to use ETC toll, as shown n Fg Conclusons In ths study, the effect of four factors (.e. travel tme, speed and acceleraton, fuel consumpton, and CO2 emsson) on the drvng through the toll was evaluated. The experment was desgned accordng to the crtera determnaton from lterature revew and regulaton. Real experment n actual stuaton was operated at Ram Inthra Toll Plaza, Thaland. After the experment was done, t was found that, ETC can reduce fuel consumpton 4 mllter/trp or 9.7 % of fuel consumpton compared to MTC. In addton, when forecastng the potental of usng ETC all around express ways n Thaland, t can be concluded that Thaland could reduce the fuel consumpton about 1,262,471 lter/year, and also reduce CO 2 emsson about 2,754 tonco 2 /year. As a result, Tha government should encourage and promote the expressway user to change the toll payment from MTC to ETC toll. Ths polcy wll reduce fuel consumpton and CO 2 emsson, and also reduce the tme through the tolls on the expressway. Acknowledgments Fg. 7. The total fuel consumpton on dfferent scenaros. The authors would lke to thank for the support from the Faculty of Industral Technology and Management, Kng Mongkut s Unversty of Technology North Bangkok for ther support. References Fg. 8. The total of CO 2 emsson on dfferent scenaros. It can be notced that when the fracton of usng ETC was ncreased, the total of fuel consumpton decreased. Ths s because ETC toll can reduce the amount of fuel consumpton by about 9.7% compared to MTC. Therefore, [1] Statsta. Number of passenger cars and commercal vehcles n use worldwde from 2006 to In. Vol [2] Smth M N. The Number of Cars Worldwde s Set to Double By In. Vol 2018: World Economc Forum [3] EXAT. Annual Report In: Thaland E A o, ed. Bangkok: Expressway Authorty of Thaland [4] Cookson G. INRIX Global Traffc Scorecard In. Intellgence That Moves the World. Unted States: INRIX RESEARCH; [5] DEDE. Energy Statstcs & Informaton In. Fnal Energy Consumpton for Transportaton Sector Vol Bangkok: Mnstry of Energy [6] Yang C H, Woo M S, Song Y, Eom J H, Km J H, Song G J, Hong S K, Sung T H, Cho J Y, Ryu S K. Development of Impact-Based Pezoelectrc Road Energy Harvester for Practcal Applcaton In. 5th Internatonal Conference on Renewable Energy 1847

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