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Short Papers 748 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 11, NO. 3, SEPTEMBER 2010 Short Papers Performance Evaluation of UHF RFID Technologies for Real-Time Passenger Recognition in Intelligent Public Transportation Systems Christian Oberli, Member, IEEE, Miguel Torres-Torriti, Member, IEEE, and Dan Landau Abstract—Automated passenger tracking in public transportation sys- tems can be used to estimate the short-term demand and, thereby, to optimize the fleet schedule in real time. It can also be used to determine Fig. 1. Dual-tag cards used for the trials. The single-tag cards used the same the origin–destination matrix and to maintain statistics of each passenger’s EPC Gen2 ALN-9534 inlay. transportation habits over time, thus enabling enhancements in long-term planning. However, ubiquitously tracking passengers throughout a net- the boarding station and time of each passenger. In some systems, work requires the ability to recognize them at single locations in the like the system in London, U.K., passengers also have to validate network. In this paper, we study the merits of realizing this task by means of radio-frequency identification (RFID) technologies. Forty volunteers their trips at alighting time. These successive “sightings” of the smart carried RFID tags of the norm EPC Gen2 in their backpacks, wallets, cards provide unique IDs that allow for passenger recognition, track- pockets, and hands through a mockup of a bus door equipped with four ing, and, in general, sufficient information to estimate demand and reading antennas. Setups with one and two rows of persons walking origin–destination matrices [4], [5]. Unfortunately, the more common through the portal were evaluated. The RFID tags were embedded in lam- inated plastic cards. Single-tag cards embedded with a single EPC Gen2 case is that passengers alight without any sort of fare validation. This tag and dual-tag cards that also contained a traditional Mifare tag were makes recording alightings more difficult, because reading a smart used. Recognition statistics of passengers for all the combinations of one, card requires passenger participation, as the cards must be held against two, three, and four antennas are presented. The recognition percentages a reader antenna at a distance not further than 10 cm. This very short- are mainly influenced by the antenna position and radiation pattern and range limitation is imposed by design to avoid access by unwanted by the line-of-sight conditions between the tag and the antennas. parties to the balance stored on the tag. As asking passengers to register Index Terms—Automatic passenger counting (APC), EPC Gen 2, their exit is impractical in systems that do not require it to collect intelligent transportation systems, Mifare, passenger tracking, pedestrial the fare, smart cards alone do not provide, in most cases, a complete modeling, RFID, smart cards. solution to the problem of passenger tracking. I. INTRODUCTION A promising RFID technology for recording alightings (or board- ings) without passenger participation is EPC Gen2 [6], which was Public transportation systems could greatly benefit from a tech- developed to establish a standard for RFID applications in supply nology that allows automatic tracking of every passenger in real chains. EPC Gen2 tags operate in ultrahigh frequency (UHF) (860– time. In effect, given the tracking information and adequate data- 960 MHz) and can be read at a distance of several meters. Contrary mining techniques, the historical behavior of every passenger could to the complex set of functions supported by smart cards like Mifare, be synthesized and used to predict demand or enhance system perfor- including data encryption, on-tag arithmetic for balance accounting, mance through accurate measurement of the origin–destination matrix. and read/write capability, EPC Gen2’s purpose is simply to provide Short-term demand could adaptively be predicted—and reacted to—as an inexpensive identification number with minimal support for other passengers show up at expected times and expected stations for their functions. We envision that embedding an EPC Gen2 tag into cards regular daily trips, thus providing clues about their likely destinations that also hold a Mifare tag can provide a feasible cost-efficient solution and probable return trip times. This vision is becoming plausible as to the problem of recognizing and tracking passengers in the many major cities in the world adopt radio-frequency identification (RFID) public transportation systems in which alightings do not get registered. technologies such as contactless Mifare “smart cards” to collect trans- A basic performance assessment of EPC Gen2 for an application like portation fare [1]–[3]. this is made in [7], where tag-detection statistics are gathered with Contactless cards are typically used at boarding time, when each three persons crossing a portal carrying EPC Gen2 tags hanging from passenger pays for his or her transportation fare by waving a plastic their necks. The results provide some insight into the readability of the card that contains an RFID tag (Mifare or similar) near an onboard cards for the application studied here, but the statistical significance of validator (an RFID reader). This action allows easy registration of those results is weak, and further studies are clearly needed. The contribution of this paper is a performance evaluation of com- Manuscript received October 7, 2008; revised June 4, 2009, mercial off-the-shelf EPC Gen2 hardware used to recognize people December 2, 2009, and March 17, 2010; accepted March 27, 2010. Date passing through a portal that is similar in size to a bus door. Our of publication May 27, 2010; date of current version September 3, 2010. This experimental data were collected with 40 persons carrying two kinds work was supported by Project PBCT ACT-32 2006. The Associate Editor for this paper was W. Fan. of cards: “single-tag cards,” which are credit-card-sized laminated C. Oberli and M. Torres-Torriti are with the Department of Electrical plastic cards that contain a single EPG Gen2 tag, and “dual-tag cards,” Engineering, Pontificia Universidad Católica de Chile, Santiago, Chile (e-mail: which also contain a Mifare tag (see Fig. 1). Our study assesses the [email protected]; [email protected]). readability of the cards under different conditions involving the most D. Landau is with Synopsys, Inc., Santiago, Chile. common locations where smart cards are carried (in their backpacks, Color versions of one or more of the figures in this paper are available online at http://ieeexplore.ieee.org. pockets, wallets, and hands). We also considered the effects of reader- Digital Object Identifier 10.1109/TITS.2010.2048429 antenna location around the portal and the crowdedness of people 1524-9050/$26.00 © 2010 IEEE IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 11, NO. 3, SEPTEMBER 2010 749 passing the portal. This paper also provides insight into hardware specializations that could further enhance the measured performance and discusses system-wide implementation issues and costs. The per- formance measures presented may serve as a benchmark for other approaches that seek alternative solutions to the problem of people recognition (e.g., face recognition by computer vision [8]–[11]) or as a source of empirical data for simulating transportation systems with an ability to track passengers [12], [13]. This paper is organized as follows. Section II describes the materials and equipment used. Section III explains the experiments that were conducted, and Section IV presents the analysis of the results obtained. A discussion of implementation aspects and open issues is given in Section V, followed by the conclusions in Section VI. II. MATERIALS AND EQUIPMENT A bus door mockup (“portal”) was built and outfitted with four Fig. 2. Distribution of power needed to read single-tag and dual-tag cards. Poynting PATCH-A0025 antennas [14]: two on each side mounted Arrows indicate corresponding averages. at heights of 78 and 132 cm from the ground, respectively. The antennas were horizontally pointed into the plane of the portal and reading sensitivity of both kinds of cards (see Fig. 2). On average, were connected to a Sirit IN510 RFID reader [15] using CA-240 dual-tag cards need an additional 4.6 dB of power to be read (2.9 times Altelicon coaxial cables [16]. The reader was configured to supply 1 W more power). The sensitivity of dual-tag cards is also more widely of power at the input of each antenna. distributed. EPC Gen2 and Mifare are “passive” RFID systems. This means that tags are batteryless and that the energy needed by a tag to respond III. EXPERIMENTAL METHODOLOGY to a reader is harvested from the reader’s probing transmission itself. For this reason, readers continuously transmit their signals into the air Each one of the 40 volunteers (19 men and 21 women, who are all to search for tags. In EPC Gen2, the volume of space probed by a adults) received two cards: one dual-tag card (colored black) and a reader may contain many tags, which is the reason why a mechanism single-tag card (colored red). The portal was located at the entrance for coordinating the tags’ responses is necessary. The protocol chosen door of a midsized room of dimensions 9.5 × 8 m with an exit in EPC Gen2 for that purpose is slotted Aloha. Simply put, the door at the opposite side. The volunteers were instructed to walk in protocol organizes the responses into time slots, allowing, in this a row, entering the room through the portal and exiting it through way, for more than 100 tag readings/s. The Sirit reader additionally the other door. One trial consisted of five laps. A trial thus consists alternates its readings among the four antennas at an average rate of of 200 passages through the portal (40 persons × 5 laps).
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