RFID based Smart Bus using Embedded System

Mr. D. Baskaran, Mr. M. Pattumuthu, Ms. B. Priyadharshini, Mr. P. Shabab Akram, Ms .S. Sripriya

Assistant Professor, Nandha College of Technology,Erode, India

UG Scholar, Nandha College of Technology,Erode, India

Abstract: In this paper, RFID based ticketing system aims at

providing comfort, tension free and easy way of travelling and

also to reduce the man power. In this automated system, we

replace the traditional ticket system by smart card that

contains all details of the user including bank account

information. This is similar to the ATM card. If the people

confirm to go in certain bus, by using smart card the person

can receive the tickets employing RFID technique and by

showing the ticket in front of the bus the door opens

automatically and after some predetermined seconds it gets

closed. By using LCD display we can be know about the count

of passengers inside the bus and free spaces. If the passengers

count exceeding the limit, bus can’t be move from that place.

Voice talking GPS proposed in the transport make the

passenger to identify their departing location.

Keywords: RFID reader, GPS, LCD and PIC Microcontroller

INTRODUCTION

Ticket friend solution mainly proposed to overcome the tricky

problems in traditional ticketing method like transferring tickets

from one person to another, sharing of tickets, to avoid

confrontation. Ticket friendly machine holds the details about

the events provided by promoters, so that consumer can

purchase tickets in their personal account using smartcards,

Time and money are precious every time we strive to find best

way to avoid issues likewise. When it come to travel by the bus

without carrying change, this proposed technique need only one

identification card.Once if the passenger insert the smart card to

ticket friend machine the RFID reader in smart card contains pay

mode terms, which check for the amount in the account. This

payment system automatically recharges all pre-issued card with

the amount preferred by the authorized person and also when the

person used to scan the card. After receiving details from RFID

transmits the data of transport facilities through huge display.

Real time us information system (RTBIS) may also employed in

this system that uses satellite technology to predict the time of

bus which will arrive at a stop. can be get from electronic

displays at bus station and stops. The data’s related to bus routes

along with bus fares and seats available in the bus will be

displayed on the display of the machine make the passenger to

choose or book the tickets with more care.

Here the counter is employed to count the seats entering into

the bus along with this alcoholic sensing system is provided to

ensure safer journey. Once the destination place is reached,

that is intimated to the passenger through voice command from

GPS system provided in the bus. One of the benefits of

portable navigation system is voice guided directions and if we

get into the bus GPS that has text to speech functionality,

meaning the system will speak actual street names that may be

useful to uneducated and blind peoples even better.The system

comprises of two IR Transmitter-Receiver pairs, one of which

is located in front of the door. The other pair is located back

door. Whenever a person tries to enter into the bus, the

receiver of first IR pair identifies the person and pre

programmed controller used to show the availability in the bus.

If the passenger count exceeds the count bus can’t be move

from that place.

LITERATURE SURVEY

Ben Ammar Hatem, et althe paper titled as” Bus Management

System Using RFID In WSN” which describes a novel

approach to integrate RFID (Radio Frequency Identification) in

WSN (Wireless sensor network). WSN is used to support

RFID identification process by extending the read range of an

RFID system. Besides, by the use of the WSN we can monitor

the environment of an object and optimize RFID reader’s

performance and energy. Then methodology to integrate RFID

technology, wireless sensor network to form an intelligent bus

tracking application is studied. The proposed system can

monitor bus traffic inside spacious bus stations, and can inform

administrators whether the bus is arriving on time, early or

late. This information is then displayed on the different

wireless displays inside and outside the bus station.

Md. Foisal Mahedi Hasan, et al the paper titled as” RFID-

based Ticketing for Public Transport System: Perspective

Mega city Dhaka”, which portrays about The public transport

ticketing system, prevailing in the megacity Dhaka

(Bangladesh),introduces severe malfunction in the system,

malicious argument among public, corruption and most of all

traffic jam. This paper actually suggests a much more public

friendly, automated system of ticketing as well as the credit

transaction with the use of RFID based tickets. The total

system mainly acts to bring out the consistency among various

bus agencies that will conclude in uniform access of

passengers in daily rides through an automated server

being updated every single time the passengers travel by

carrying the RFID based tickets.

International Journal of Engineering Research & Technology (IJERT)

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Special Issue - 2016

Ameer H. Morad,et al the paper is titled as” GPS Talking For

Blind People”,In this paper, a device is designed to help the blind

people to navigate the environment without asking any one. The

device based on GPS (Global Positioning System), the raw data

for location coordinate where the blind people stands is detected

by GPS receiver, processing these data by PIC microcontroller to

calculate real coordinate related with current position, then

translate it to specific voice message which are presorted in voice

recorder and the blind person hears voice message through the

headset. Our design aims are to produce device that is more cheap

by using little number of components and easy to use so that the

blind person need not to do any thing just hearing the voice

message. The device be practically tested by some blind people

who are members of Abdallah Bin Maktoom blinds school in

Jordan, they gives good opinion about device.

Dhruba Ningombam, et al the paper is titled as ” An Intelligent

Voice Enabled Distance to Empty and navigation System”

,which describes about the Recent years have witnessed a fast

growth in automobile sector, leading to increased urge for an

intelligent man machine interaction system for navigation. This

paper describes the development and implementation of an

intelligent speech agent based navigation system and distance to

empty (DTE) calculation for autonomous land vehicle

applications. This system, initially determines the current location

using Global Positioning System (GPS). The GPS outputs NMEA

(National Marine Electronics association)sentence that contains

information about current location including longitude and

latitude. The input to the system i.e. the desired destination is

through voice command and outputs the following-(i) the road

distance and the amount of fuel required, through speech, (ii)the

altitude difference between the current location and the

destination, which is further used to calculate the mileage

variation with altitude and (iii)displays the route from the current

location to the destination on a map along with the prediction

whether the user will be able to reach the desired destination with

fuel left in the automobile, how much distance it can travel with

the remaining fuel and how much additional fuel is required to be

filled up to reach the destination.

Karin Siebenhadl et. al this paper titled as “A User- Centred

Design Approach to Self-Service Ticket Vending Machines”

describes about the, self-service ticket vending machines (TVMs)

have become an important distribution channel in the public

transport sector, progressively replacing the traditional ticket

counter. In a public transport setting, where ticket counter

closures have left different groups of people dependent on TVM

to meet their mobility needs, a single, effective system is

required. Research questions: (1) Which barriers do currently

hinder the usage of TVM? (2) Which requirements should a

barrier-free TVM full fill? (3) How can we design a new self

service TVM for a nationwide public railway company? (4) How

can we ensure that the usability and user experience (UX) is high

for all users, especially for those with low levels of technological

affinity? Situating the case: Most other studies on the use and

usability of TVMs were conducted as post-hoc evaluations. In

contrast, our case study presents a user centred design (UCD)

approach that takes the needs of the different target groups into

account throughout the whole development process.

OBJECTIVE

Main objective of this project is to provide automation in the

ticket system for the transport sector. This project provides

concept of e-currency and it reduces the human effort.

Interacting with the initial ideas and sculptures of the databases

involved in the past this project faces serious troubles when

used without RFID cards. So, this RFID cards plays a

visionary role of highlighting the vital storage of data

elements. Thus, getting the perspective of the idea behind

mutual computation of interlinking databases with the radio

frequency card would enable a great contribution towards

service based computing. Enriching formats, extended

connections, everlasting working phase algorithms are all

made easy. On the brink of a glorious environment of

interconnected personal computers and standalone operators,

This multi-frame architecture using system booms the virtue of

great interoperability among its software components. One side

faces extensive computation and data links while the other side

sustains the equity between the devices. The relationship

model proposed in this project maintains the integrity of the

resources along with its scalable nature of quality assurance

and quality of service best suited for every business

applications related software. Any system of theoretically

denoted and practically implemented data sharing modules will

be benefitted by the objective listed for this project.

The aim of this project is to implement an intelligent smart

card system to automate the transport ticketing system ( E-

Transport) for public transport. To implement this smart card

system RFID technology is used. Using this smart card any

one can travel in the public transport like Bus, train etc

without buying tickets. RFID technology is used to

automatically detect the smart card and the distance travelled

by the passenger. Based on the distance travelled the transport

charges will be deducted from their account. It is like our

mobile phone system wherein we can top up our mobile any

time we want and when it is in use the amount will be

deducted based on the usage time. Same concept is

implemented here. This smart card can be topped up using the

internet. When we travel instead of carrying money, we can

use this smart card. By TOUCH ON and TOUCH OFF the

RFID reader the status of the card will be known to the user.

This smart card is nothing but RFID tags.

SYSTEM DESCRIPTION

Radio Frequency Identification (RFID) is a generic term for

technologies that use radio waves to automatically identify and

track product, animal, or person by means of using RFID tags

that are applied or incorporated on them. An RFID system

consists of a tag, basically a microchip with an antenna. RFID

uses RF to identify “tagged” items. This data is then collected

and transmitted to a host system using an RF Reader. The data

transmitted by the tag may provide identification or location

information, or specifics about the product tagged, such as

price, color, date of purchase, etc.” For the purpose of Bus

Identification, the tags are embedded into the bus. Each bus

will have two tags: one is at front and other is at rear. The front

tag will inform the reader about its arrival to the bus stop

whereas the rear one informs its departure. Each bus will also

have a reader that is connected to the main server for charging

of ticket fare from the passengers through a keypad attached

with the reader on which the passengers give the information

of their departure & destination locations. The reader sends the

electromagnetic waves

International Journal of Engineering Research & Technology (IJERT)

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Volume 4, Issue 11

Special Issue - 2016

to the tag. The tags draw the power from this wave and return

back the bus information, which are stored in its memory to

reader. The readers again demodulate this wave and convert it

as a digital data.

Figure 1. Typical RFID system components

For the purpose of Ticketing, the operational feature of the cards

is almost the same but here the tags are attached to special cards

carried by the passengers and the reader collects the detail from

them. By using RFID technology in ticketing system, allowing

passengers to "tag on" and "tag off" and be charged

automatically, according to how many zones they have travelled.

Figure 2. Reader with keypad for selecting location attached to each

bus

Programmed PIC16F877A MICROCONTROLLER used to

monitor the count of passengers in the bus and also visible this

information through LCD. If count of passengers exceeds the

limit, Bus Can’t be move from that starting point.

HARDWARE DISCRIPTION

Once if the passenger inserts the smart card to the ticket friendly

machine the RFID reader reads the user account. This happens

only after the destination place is chosen by the passengers

through the huge display. IR Sensor pair is placed on the steps

of the bus which is used to know the passengers incoming and

out going. After this RFID reader in smart card pay mode

transfers to the bank. At first glance, the problem of finding the

fastest route that travels through a subset of nodes in a graph

might be solved in two steps. First, the best paths between every

two nodes in the subset is calculated. Then, a graph with only

those nodes is formed and the best route found. However, the

large number of

nodes in a network limits the applicability of most theoretical

approaches to the case of a PTN. So another solution had to be

found that enables the calculation of the all pairs shortest paths

in real time. We took an hierarchical approach, as is suggested

in, which enables optimal shortest paths to be calculated in real

time. The stations of the PTN are nodes in a weighted graph,

with edges representing the possible connections between

them whose weight is the travel time. The points of interest are

also mapped as nodes in the graph, connected to station nodes

and between them by edges whose weight is the corresponding

walking time. Average travel times between nodes (stations) of

the PTN were obtained from the PTN. Walking times between

geographically indexed nodes were supplied by an external

entity, e. g. Google Maps API in our case. Average waiting

times for each transport connection were calculated from

amount of transports and their frequencies between every two

nodes.

Fig.3. Block Diagram For Automatic Ticket Vending Machine

This payment system recharges all pre issued card with

preferred by the authorized person once when user scans his

smartcard. Further it transfer the data to GSM which transfers

the data to the promoters account and also transfers the

information related to seating arrangement and billing receipt.

The entire system is controlled by PIC microcontroller. For

that controller is pre- programmed to do the operations

simultaneously.

5.1. RFID Readers

High frequency RFID readers are installed above the roads

prior to every traffic light system in all directions in such a

manner that the entire area comes under the range of RFID

reader.

5.2. UART Communication

Serial data communication uses two methods, asynchronous

and synchronous. The synchronous method transfers a block of

data (characters) at a time while the asynchronous transfers a

single byte at a time. It is possible to write software to use

either of these methods, but the programs can be tedious and

long. For this reason, there are special IC chips made by many

manufacturers for serial data transfer communications. These

chips are commonly referred to as UART (Universal

Asynchronous Receiver-Transmitter) and USART (Universal

Synchronous- Asynchronous Receiver-Transmitter). The ARM

chip has a built- in UART.

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5.3. Data transfer rate

The rate of data transfer in serial data communication is stated

in bps (bits per second). Another widely used terminology for

bps is baud rate. The baud rate used in this DHLS for data

transmission is 9600.

5.4. RS232

standards RS232 is the most widely used serial I/O interfacing

standard. This standard is used in PCs and numerous types of

equipment. However, since the standard was set long before the

advent of the TTL logic family, its input and output voltage

levels are not TTL compatible. In RS232, a 1 is represented by -

3 to - 25V, while a 0 bit is +3 to +25V, making -3 to +3

undefined. For this reason, to connect any RS232 to a

microcontroller system we must use voltage converters such as

MAX232 to convert the TTL The LCD's are lightweight with

only a few millimeters thickness. since the LCD's consume less

power, they are compatible with low power electronic circuits,

and can be powered for long durations .The LCD's don't

generate light is needed to read the display. By using

backlighting, reading is possible in the dark

.The LCD's have long life and a wide operating temperature

range. One of the most popular output devices for embedded

electronics is LCD. The LCD interface has become very

simple. This is due to the availability modules for LCDs. The

LCD along with necessary controller (LCD Controller) and

mounting facility is made available in the module itself. The

LCD controller takes care of everything necessary for the

LCD. We communicate with the LCD controller with the help

of a command set provided by the manufacturer.

6. FLOW

CHART

logic leve

to the

232 voltage level, and vice ve

rsa

IC chips are commonly referred to as line drivers.

5.5. Transmitting and receiving

Full duplex or simultaneous two-way Operation is not possible

with these modules. If transmit and receive module are in close

proximity and data is sent to a remote receive module while

attempting to simultaneously receive data from a remote transmit

module, the receiver will be overloaded by its close proximity

transmitter. This will happen even if encoders and decoders are

used with different address settings for each transmitter and receiver

pair. If two way communications is required, only half duplex

operation is allowed.

5.6. Max232

MAX232 is compatible with RS-232 standard, have dual

transceiver. Each receiver converts TIA/EIA-232-E levels into

TTL/CMOS levels. Each driver converts TTL/CMOS levels into

TIA/EIA-232-E levels. The MAX3232 is characterized for

operation from -40°C to +85°C for all packages.MAX3232 is

purposed for application in high-performance information

processing systems and control devices of wide application.

5.7. Lcd Display

LCD MODULE (2X 16 CHARACTERS)Dot matrix LCD

modules is used for display the parameters and fault condition.16

characters 2 lines display is used. It has controller which interface

data’s and LCD panel. Liquid crystal displays (LCD’s) have

materials, which combine the properties of both liquids and crystals.

Rather than having a melting point, they have a temperature range

within which the molecules are almost as mobile as they would be

in a liquid, but are grouped together in an ordered form similar to a

crystal. One each polarizer’s are pasted outside the two glass panels.

These polarizer’s would rotate the light rays passing through them

to a definite angle, in a particular direction When the LCD is in the

off state, light rays are rotated by the two polarizes and the liquid

crystal, such that the light rays come out of the LCD without any

orientation, and hence the LCD appears transparent. When

sufficient voltage is applied to the electrodes, the liquid crystal

molecules would be aligned on a specific direction. The light rays

passing through the LCD would be rotated by the polarizes, which

would result inactivating /highlighting the desired characters.

International Journal of Engineering Research & Technology (IJERT)

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OPERATIONAL PRINCIPLE OF PROPOSED SYSTEM

Ticket friendly machine holds the details about the events

provided by the promoters so that the consumers can purchase

tickets in their personal account using smart cards. It is a type of

chip or plastic card (an embedded computerized chip either a

memory or microprocessor) that stores or transacts data which

improve the convenience and security of any transaction. It also

holds the user account identity. Once if the passenger inserts the

smart card to the ticket friendly machine the RFID reader reads

the user account. This happens only after the destination place is

chosen by the passengers through the huge display. This display

also used to show the available vacancy of the bus.In

conventional paper based ticketing, each & everyday lots of

tickets are being printed and sealed showing that date manually

by the person sitting in the bus stoppage counter. After finish

travelling, the passengers usually through away the used paper

made tickets here & there which ultimately pollutes the

environment. Again large number of trees is being destroyed

since the current system uses paper based ticketing and the used

tickets are just wasted. But in our proposed system the RFID

tagged card carried out by the passengers does everything

automatically and eventually based ticketing system over

conventional system (both paper based tickets & magnetic

tickets) are mentioned below: Using automatic ticket systems

enables operators such as transportation authorities to save time

and personnel costs; fare collection can be organized much more

efficiently.

Each bus has certain limit of seats availability depends upon the

size of the bus. If the count of incoming passenger exceeding the

limit, The bus won’t be move to another place. Here the

embedded middleware is used in mobility applications. It

consists of real time bus information system which uses satellite

technology to predict the time of bus arrives at a stop. RTBI can

be obtained from electronic displays at bus station and stops.

After this RFID reader in smartcard pay mode transfers to the

bank. This payment system recharges all pre issued card with

preferred by the authorized person once when user scans his

smartcard. Further it transfer the data to GSM which transfers

the data to the promoters account. The entire system is

controlled by PIC microcontroller.GPS receives the signal from

GSM and if the particular location is reached or crossed by the

transport then through voice talking GPS the passengers can

identify their destination place. The display present in the bus

displays the name of the location they are in.

RELATED WORK

The estimation of O-D matrices from entry-only AFC system

data is a topic that has received substantial research interest.

Reliable O-D information is vital for the monitoring and

planning of public transport systems as it depicts travel demand,

but is generally challenging to obtain. Destination estimation

and O-D matrix estimation are not the same issue, but the

designations are often used interchangeably. The difference falls

upon the level of data aggregation. The objective of O-D matrix

estimation is to determine aggregate travel counts between O-D

pairs, whereas destination estimation looks at each journey

individually. However, most O-D matrix estimation works rely

on a destination estimation algorithm, which outputs are

subsequently aggregated.

Hence, the subjects are intertwined. The creation of O-D

matrices traditionally relies on extensive travel surveys carried

out in a periodic basis, which are expensive to conduct and

prone to response bias. Barry et al. proposed a methodology to

overcome both of those problems with a set of algorithms

applied to entry- only AFC data from the New York City

subway system . Their approach introduced two seminal

assumptions that have been applied in several studies

afterward, and which are based on the fact that passenger

journey origins are known from entry-only AFC data, but

destinations are not. The first of these assumptions is that the

most likely destination of a passenger journey is the origin of

the next journey. The second is that the most likely final daily

destination of a passenger is the first daily origin. From these

assumptions they were able to infer the destination for 83% of

boarding transactions in a single day sample. Barry et al. later

expanded this approach including both New York City subway

and bus data. The addition of bus data required a slight

modification to the aforementioned assumptions, to consider

that an estimated destination may not be the same but the

nearest stop to the related origin.

Evidently these assumptions do not always hold. A public

transport passenger may travel an intermediate journey

segment on foot or by car for instance, which will break the

assumption of the destination being nearest to the next origin.

Similarly, if a public transport passenger stays in different

places overnight the second assumption of the final daily

destination being nearest to the first origin will likely be

broken. Therefore, the validity of results obtained from O-D

estimation methodologies should be verified. Barry et al.

validated their methodology using travel diary information and

found that the assumptions held for 90% of users surveyed.

These authors compared their inferred destination totals with

exit counts at the stations, and estimated peak load point

passenger volumes to increase the robustness of their

assessment. This sort of validations has been called exogenous

because they rely on external data sets instead of the actual

AFC system data to which the assumptions were applied. The

aforementioned assumptions have been used in later research

work on the topic. Trépanieret al. applied a compara-ble

methodology to bus service data from Gatineau, Québec, but

introduced an endogenous validation step with their

methodology. It required the candidate destination to be within

a 2000 m Euclidean distance from the related origin, or else it

was assumed that an intermediate journey segment in an

unrecorded mode of transport might have taken place. Another

difference is how boarding transactions that are single in a day

for a particular passenger were dealt with; instead of not infer-

ring the destination for those records, the authors opted to

carry out a journey regularity analysis for the passenger and

estimate the destination on that basis whenever enough data

was avail-able. They were able to infer the destination for 66%

of journeys. Zhao et al. use a comparable methodology on

Chicago Transit Authority rail system data, but with a stricter

candidate destination cutoff Euclidean distance of only 400 m.

Al-though these authors did not attempt to infer destinations of

single day journeys, they were still able to infer the destination

of 71% of journeys over a six-day period, and their method

was partially validated at aggregate level using O-D survey

data.

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Special Issue - 2016

Further studies have applied similar logic. Farzim applied an O-

D estimation methodology to bus system data in São Paulo and

attempted to validate the results with an O-D household survey.

However, the conclusions were hampered by the scarcity of

buses equipped with Automated Vehicle Location (AVL)

technology and by a time gap between data sets. A methodology

proposed by Li et al. using bus data from Jinan, China, is

claimed to have inferred the destination of 75% of journeys, but

appears to rely exclusively on a transfer distance based

endogenous validation. Wang et al. have applied their

methodology to AFC bus system data from Transport for

London (TfL) combining two types of validations.The first

consisted of a maximum transfer Euclidean distance, whereas

the second was a comparison of the results obtained from

applying their methodology with an extensive bus O-D survey,

which yielded promising results. Their method did not attempt

to infer destinations of single day journeys, and was able to infer

the destination of 57% of journeys. Drawing from several of the

previous methodologies, Gordon proposed a sophisticated

algorithm to infer both the destination and time of arrival of bus

passenger journeys that was similarly tested with TfL data.

Inclusion of the time aspect enabled an additional validation if

the passenger had enough time to transfer on foot or not.

Destinations were inferred for 74% of journeys.

Munizaga and Palma propose a methodology with a slight

variation that considers generalized time (a combination of

walking time and vehicle travel time) in addition to distance in

determining the potential destination of a journey. It has been

applied to AFC bus and metro system data in Santiago and

obtained around 80% inference rate in two weekly samples

considering a maximum transfer Euclidean distance of 1000 m.

The methodology was later used by Devillaine to estimate the

location, time, and purpose of activities of public transport users.

Munizagaet al. later built on that methodology by proposing

more robust endogenous validations methods, and presented

encouraging results from exogenous validation at a disaggregate

level from an O-D survey and an experiment with volunteers.

Recent research has sought to expand the use of AFC system

data beyond destination inference to deduct route choices.

Another new stream of research is automated passenger

tracking, which has shown to be a promising addition to entry-

only systems for recording alighting location without egress

gates. Lastly, it is noted that the estimation of O-D matrices is a

topic of interest in other transport domains, including private

vehicular transport, freight transport, and pedestrian movement,

using count data sources or mobile phone traces. Whereas First

buses in the West of England have already made it. Distance-

based fare structures are likely to become increasingly common

because they deliver fairer pricing for users.

In summary, previous work on the topic has focused on a

number of urban public transport systems around the world, all

of which have their own specificities regarding travel behavior,

data set availability, and degree of integration between systems.

The proposed methodologies equally have specificities, namely

interms

terms of the variety and strictness of validation rules that are

aligned with their particular goals. Hence, the outcomes are

varied and not directly comparable, but there is general belief

that the main assumptions are valid in the majority of instances.

However, all of these works have been applied to entry-only

systems with flat fare structures, hence no previous attempts

have been made to use additional data resulting from the

operation of distance-based fares to increase the accuracy of the

destination inference results. Increasing the accuracy raises

confidence that destinations are correctly inferred, yet decreases

the overall inference rate

USER INTERFACE

The user interacts with the systems in two ways: initially he

communicates the destinations he intendsto visit to the system,

and during his trip he receivesthe navigation indications. The

first occurs over theInternet on the user’s computer or mobile

device, oron kiosks placed at PTN stations or other points inthe

city; the latter occurs per SMS, with text messages being sent

by the system to the user to guide him in real time.

9.1. Kiosk And Web Interface

AJAX is used to provide an intuitive interactive interface that

is platform independent and, thus, offers the same visual aspect

on the kiosk and web. The only differences in the available

possibilities are due to the fact that the hardware available at a

kiosk cannot be assumed to be available at home. The kiosk

has an RFID reader and a touch screen as only peripherals. The

interface is developed specially for the touch screen, having

big buttons with clear functions placed consistently, making

them easy to use even for babies. There is a set of pre-defined

routes with different durations for tourists that want to check

out the city highlights fast. But there is also the possibility to

personalize the destinations. The user is then prompted for his

RFID ticket card and for the phone number and receives the

first indications after a final confirmation screen. At home, the

user can program a route in a similar way, but he can only

associate it with his phone number. The exit screen directs him

to a kiosk to associate his route with his RFID ticket. At the

kiosk, the user can load his pre- programmed route by entering

his phone number, he can edit it if necessary, and finally is

prompted to associate the route with his RFID ticket. Both

interfaces have been tested by several people by now, most of

them fully unfamiliar with the project, and has been found

intuitive and easy to use. Of course, the current interface is

already the result of several improvements motivated by user

suggestions to usability improvement.

9.2. Navigation Intructions Per Sms

Although the ubiquitous availability of broadbandwireless

communications would enable a more sophisticated interface,

SMS were chosen because they are familiar to most people and

represent no additional cost even for roamers. These facts are

important since city visitors are a main target group of the

system. Each time the user passes his RFID ticket in a reader at

the entrance of a transport, the answer SMS is automatically

calculated by a service adjacent to route calculation. First, it is

verified whether the user is where he is expected to be and the

next destination to be visited is determined. If the user is where

the system expects him to be, the route to the next unvisited

destination is calculated.If the user has lost his way, the whole

route is re-calculated with the current station as starting point

and

International Journal of Engineering Research & Technology (IJERT)

ISSN: 2278-0181

Published by, www.ijert.org

COCODANTR - 2016 Conference Proceedings

Volume 4, Issue 11

Special Issue - 2016

all unvisited destinies as list of destinations. Then, the user is

guided as if he were not lost. Each time, after the system knows

the route to the next destination, the SMS text is automatically

built, containing the necessary information to guide the user to

the next ticket validation.That information is:

The station to get off the current transport;

The destinations to visit by foot next to that station, if any;

The station to take the next transport, if different from the one

to get off;

The next transport to take. With this information, the user

knows what he needs to visit the places he esires and reach

the next RFID reader, that Functions as the “positioning”

device and triggers the next navigation information.

10.

CONCLUSION

In proposed system, the design and development of a low cost

transportation management system based on integration of RFID

and GSM. The system consists of different modules which are

wirelessly linked with GSM modems. SMS service of GSM

network is cost effective which is used for the transfer of data

between different modules. To facilitate the people, a new

service is introduced to make use of public transport for

traveling, is introduced inside the city. User is provided with the

service, which gives them the current location information of

desired buses based on which the user can adjust his schedule

accordingly.

The service therefore vanishes the need of waiting at the bus

stop and hence it saves lot of time. For the passengers not

utilizing the service, to let them know the buses location coming

towards that stop, displays are installed at every Bus stop. . The

system is also efficient and beneficial in handling an error and

the emergency situations e.g., in case some kind of technical

fault occurred in bus, the operator at bus terminal is informed

and the departure time between the buses is reduced so that it

will save time of the passengers. It is believed that by the

implementation of this system, problems such as

underutilization of buses fleet and long waiting time at the bus

station will be reduced. So, both passenger and bus station

administrators will benefit from the system as real time

information is provided.

11.

ACKNOWLEDGMENT

The authors wish to thank the management of Nandha College

of Technology and Head of the department for providing the

facilities to carry out this work

12.

FUTURE WORK

An automatic route guider display can be installed in buses to

better update the alternative route in case of serious road

congestions. We can connect RFID reader wirelessly to the host

application. There are different advanced wireless technologies

that can be used such as Bluetooth (802.15.3) and ZigBee

(802.15.4) to extend the range of an RFID reader. Fare

collecting system can also be automated by providing another

mobile service to which all the passengers using public

transport are subscribed.

13.

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International Journal of Engineering Research & Technology (IJERT)

ISSN: 2278-0181

Published by, www.ijert.org

COCODANTR - 2016 Conference Proceedings

Volume 4, Issue 11

Special Issue - 2016