Minimizing Toll Payment Queue using
GPS-Based Mobile Applications
1st Danang Dismantoro
Department of Electrical Engineering Department of Electrical Engineering
Institut Teknologi Sepuluh Nopember Institut Teknologi Sepuluh Nopember
Surabaya, Indonesia
danang.18071@mhs.its.ac.id
Abstract—Congestion is a complicated problem that often
occurs in big cities. Congestion occurs not only on arterial
roads but also on toll roads. The impact of this traffic jam is
extraordinary. According to data from the Ministry of
National Development Planning of the Republic of Indonesia,
in the State capital of Indonesia alone, the value of losses due to
congestion every year reaches 65 trillion. In addition, a study
found the fact that congestion also increases the risk of heart
failure, high blood pressure, and coronary artery disease. Since
2017 the Indonesian Government through the regulation of the
Ministry of Public Works has required electronic payment
transactions on toll roads. The media used is an electronic toll
card. By using this media, the vehicle must really stop at the
Automatic Toll Gate to be able to tap the electronic toll card.
But the relatively long reading time often actually adds to the
traffic jam. This study aims to create a system with a GPS-
based mobile application to reduce the toll queue payment at
the Automatic Toll Gate through simulations using Vissim
software. With Vissim software, an analysis of six simulation
scenarios was carried out. The simulation results show that a
GPS-based mobile application has succeeded in reducing the
toll payment queue. In the ideal scenario of a small vehicle
queue, there is an average queue reduction of 56.43%, an
average reduction of 68.99% delay, a reduction in fuel use by
22.67% and a reduction of CO2, NOx and PM10 exhaust gases
respectively amounted to 46.21%, 64.39% and 63.45%.
Keywords—congestion, automatic toll gate, electronic toll
card, mobile application, GPS
I. INTRODUCTION
Congestion is a complicated problem that often occurs in
big cities. Congestion has caused losses, both in economic
and non-economic terms such as health problems and high
levels of individual depression.
In a study conducted by Thomas Munzel [1], the fact that
frequent congestion increases the risk of heart failure [2],
high blood pressure, and coronary artery disease. This is
caused by the high level of stress that is obtained when
experiencing congestion.
The Ministry of National Development Planning of the
Republic of Indonesia in 2018 conveyed the results of his
research, that a prolonged traffic jam in the State capital of
Indonesia caused a variety of losses whose value was around
Rp. 65 trillion per year. The loss was in the form of a waste
of fuel, work time, loss of freight transportation, and public
passenger transportation [3].
With the increasing number of vehicles passing by on the
toll roads, especially in big cities, and also the absence of
strict regulations for heavy vehicles entering the toll roads,
coupled with unfavorable spatial planning for economic
facilities such as port locations, areas industry, warehousing
areas and others which are also not yet integrated, will
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2nd Istas Pratomo 3rd Surya Sumpeno
Department of Electrical Engineering
Institut Teknologi Sepuluh Nopember
Surabaya, Indonesia Surabaya, Indonesia
istaspra@ee.its.ac.id surya@ee.its.ac.id
increase toll road congestion, especially during peak hours
such as when leaving work and coming home from work.
Therefore, to improve services to toll users, the
Indonesian Government issued regulations aimed at making
the toll queue more effective, efficient, safe, and
comfortable. The regulation requires electronic toll payment
to take effect on 31 October 2017 [4]. Compared to the
manual toll payment system, the electronic toll payment
system with an e-toll card tap has advantages because toll
payments are processed in a cashless manner so there is no
need to think about change. However, the electronic toll card
still requires a reading time of around 3-4 seconds to be
processed by the reader. Besides, there are still toll road
users who are less patient in tapping cards in the reader, so
that electronic toll cards are even more difficult to read [5].
In addition, due to the relatively long reading time, it forced
the driver of the vehicle to really stop to be able to tap the
electronic toll card so that it often caused long queues.
In queuing theory [6][7], the long queue can be reduced
by adding service points. Therefore in this study, the authors
conducted an analysis of the simulation output of toll
payment queues from Vissim software [8] using queuing
theory. From previous research [9][10][11], it was obtained
information that GPS-based mobile applications can process
read, create, update, and delete data in a short time. Position
data from GPS that is read by the mobile application will be
used to determine the position of the vehicle. Geofence or
areas marked virtually to represent toll gates will be created
inside this GPS-based mobile application. Payment
transactions will be processed when the vehicle's position is
first to read into the geofence. This can make toll payment
transactions processed in a short time without the vehicle
having to stop. GPS-based mobile applications can function
as payment points for individual vehicles. With the number
of payment points as many as the number of vehicles, the
vehicle queue can be minimized.
This paper is structured into five sections. Besides the
introduction part that explains the research programs, it also
explains the related literature study in the second part. The
third part explains the methodological points of the study.
The fourth part describes the results and its discussion.
Lastly, this paper is closed by the conclusion part.
II. LITERATURE REVIEW
A. Related Work
Several studies have discussed this topic. Saijie Lu,
Tiejun He, and Zhaohui Gao [9] described the system
architecture of GPS-based the Electronic Toll Collection
(ETC) system includes five key components: On-Board Unit
(OBU), Enforcement System, Management Center, Clearing
Center, and the Payment Service Center. They described the
frame composing and working flow of the system, discussed Where:
the design of GPS-based ETC system components detailed. : the average number of customers served in a
However, there are still some problems because the need for certain period of time
OBU installment and the cost of OBU is still high for the t : service time
users. So using a mobile application seems more profitable : 2.71828
because it is cheaper.
4) Queue model at toll booths: Toll booths are a single-
Measurement of the effectiveness of toll facilities has phase queue model or a single-stage channel with the
often been carried out to determine the level of service. following characteristics [16].
Measures of effectiveness that were considered significant - The sources of his arrival are infinite
were queue length and waiting time [12]. This is consistent - First Come First Served queuing discipline
with a study conducted in Korea [13] where the conclusion is - The rate of arrival can be defined by a Poisson
that the ETC system can significantly reduce queue lengths distribution
and waiting times. - The service rate can be defined by an exponential
Traffic conditions, toll plaza layout, and driver behavior distribution
should be included in the study [14]. Vissim is a The average number of vehicles per hour is obtained
microsimulation software that has been widely used for such from the number of vehicles in the calculation period divided
studies. Chathura Vidanapathirana and Hadunneththi Pasindu by the number of hours counted [18].
[15] have using Vissim to built up a technique to simulate a
toll plaza. Per vehicle delay and departure rate of the toll (3)
plaza were taken as the measures of effectiveness.
Information gathered from video recording was utilized to Where:
compute the departure rate of the Kottawa interchange, : average number of vehicles per hour
Srilanka during peak hour. It was compared with the results x : number of vehicles
of the Vissim model. The mean from actual service time was N : the number of hours counted
calculated and so the level of confidence of the model’s
average service time. The test results indicated that the The arrival rate per toll booth can be obtained by dividing
model has a confidence level of over 95%. In this manner, it the average number of vehicles per hour by the number of
very well may be accepted that the model is valid. active toll booths serving [7].
From the research above we can conclude that Micro-
(4)
simulation with sufficient calibration is a valid method to
simulate the real condition at toll plaza thus can be used to
Where:
validate improvement from the existing systems to the new
: arrival rate per toll booth
systems which use a mobile application.
: average number of vehicles per hour
s : the number of toll booths that are actively serving
B. Queuing Theory
1) Queue analysis: Queue analysis provides probability The service rate per toll booth can be determined using
information called operation characteristics, which can (5) if the service time is in hours and using (6) if the service
assist decision-makers in designing queuing service time is in seconds [7].
facilities to cope with random fluctuating service requests (5)
and maintain a balance between service costs and waiting
costs [6][16]. Where:
2) Arrival Rate: The arrival pattern has a finite and : service rate for WP in hours
infinite nature. The nature of infinite itself is generally WP : service time (obtained from observation)
random. If the arrivals are assumed to occur at a constant
average velocity and also independent of one another, it can (6)
be said to follow a Poisson probability distribution, the
formula is as follows [6] [16][17]: Where:
: service rate for WP in seconds
(1) WP : service time (obtained from observation)
The traffic intensity ρ can be calculated to determine the
Where: service capacity. If ρ is less than one, the service capacity is
: average arrival rate still sufficient, but if ρ is equal or more than one, the service
x : number of vehicles in the specified period intensity has exceeded the service capacity and there will be
: 2.71828 a long queue [7].
x! : factorial of x
3) Service Rate: If the arrival rate follows the Poisson (7)
distribution, it can be shown mathematically that the service
rate will be distributed according to the exponential Where:
distribution [7][16][17]. ρ : traffic intensity or probability that the service
(2) point is busy
: arrival rate

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 : service rate : service rate
Included in the queuing system are vehicles that are in The probability of idle toll payment points (the
the queue and vehicles that are being served. With these probability that the vehicle can make toll payment
characteristics, to calculate the probability that there are no transactions) is as follows [16]:
vehicles in the queuing system are as follows [16]:
(14)
(8)
Where:
Where: I : the probability that the service point is idle
P0 : the probability that there are no vehicles in the ρ : traffic intensity or probability that the service
queue system point is busy
: arrival rate : arrival rate
: service rate : service rate
The probability that there are n vehicles in the queue
system is as follows [16]: In (14) it can be seen that I is the same as P0. So it can be
concluded that the probability that there are no vehicles in
the queue system is the same as the probability that the
(9) service point is idle [16].

Where: III. RESEARCH METHODS

Pn : the probability of n vehicles in the queue system The research methodology presented in Fig. 1 consists of
: arrival rate Data Collection, Modeling, and simulation using Vissim
: service rate software, Analysis using queuing theory, and finally, we
The average number of vehicles in the queuing system provide the conclusion of the whole study.
(vehicles currently making toll payment transactions and
those in the queue) is as follows [16]: Modelling and
Start Data Collection
simulation
(10)

Where: Conclusion Analysis

Finish
L : average number of vehicles in the queue system
: arrival rate
: service rate Fig. 1. Research Process Diagram
The average number of vehicles in line (waiting before
paying the toll) is as follows [16]: A. Data Collection
Daily traffic reports, vehicle composition, and vehicle
(11) volume per hour are collected from the Surabaya – Gresik
Toll Road Authority, Indonesia. In addition, Closed Circuit
Where: Television (CCTV) video recordings in every toll were also
Lq : average number of vehicles in line collected for observation.
: arrival rate
: service rate The data collection was carried out on January 20th, 2020
at the Romokalisari Toll Exit. From the CCTV video
The average time for vehicles in the queuing system recording observation, we count the service time of each
(vehicles that are making toll payment transactions and those vehicle. We start to count the service time when the vehicle
in the queue) are as follows [16]: stops to tap the e-toll card until the vehicle starts to run again
and has passed the toll portal.
(12)
B. Modeling and Simulation
Where: The simulation in this study uses Vissim software. The
W : average time of vehicles in the queue system link and connector menu in the Vissim software is used to
L : average number of vehicles in the queue system build roads in the toll gate area so that a model is obtained
: arrival rate according to the real conditions in the toll gate area. Links
: service rate describe roads with a uniform number of lanes and width.
The average times the vehicles are in line (waiting before Connectors are used to connect several road sections.
paying the toll) are as follows [16]: In a link is defined classification of driver behavior with
the choice of urban, freeway, footpath, or cycle path. Links
(13) to and after toll gates are classified as freeways, while links
in tollgate areas use an urban setting.
Where:
Wq : average time of vehicles in line The urban setting is used for Toll Gates because this
: arrival rate arrangement can describe the situation according to the real

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conditions in the field, that is when vehicles stop or queue to
queue for payments. Generally, vehicles stopping or queuing
are not found on the freeway.
To answer the research questions, we have created two
simulation scenarios, namely the current condition scenario
and the scenario after the system using a GPS-based mobile
application was implemented. The two scenarios are further
divided into three sub-scenarios.
1) Current condition scenario (by tapping the e-toll
card):

Toll road users prepare e-toll cards

with sufficient balances

Toll road users prepare a

GPS-based mobile
application with sufficient
When passing through toll booths, balance.
toll road users attach their e-toll
cards to the readers installed at the
toll booths

After the e-toll information is

visible on the display and the toll
portal is open, toll road users can
continue their journey

Fig. 2. Toll payment scheme with an e-toll card Users can drive on toll
roads without having to
a) The first sub-scenario at the current condition: stop because toll payments
Large vehicle queue for tapping the e-toll card. are made by automatic
debit.

Fig. 6. Toll payment scheme with an e-toll card

a) The first sub-scenario after using GPS-based

mobile applications.
Fig. 3. Large vehicle queue scheme

b) The second sub-scenario at the current condition:

Small vehicles queue for tapping the e-toll card.

Fig. 7. Large vehicle queue scheme

b) The second sub-scenario after using GPS-based

Fig. 4. Small vehicle queue scheme
mobile applications.
c) The third sub-scenario at the current condition:
Queue of large and small vehicles for tapping the e-toll
cards.

Fig. 8. Small vehicle queue scheme

c) The third sub-scenario after using GPS-based

mobile applications.
Fig. 5. Queue scheme for large and small vehicles

2) Scenarios of conditions after using GPS-based

mobile applications:

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 pcu/h

Fig. 9. Queue scheme for large and small vehicles

C. Determine the Research Parameters

From all scenarios, observations were made on several
output parameters from the Vissim application to determine
whether there was an improvement from the old system to
the new system. The improvements referred to are mainly in
the aspect of reducing the queue for toll payments. The
output parameters observed in Vissim were as follows:
Fig. 10. CCTV video recording at Romokalisari Exit Tol
1) Long queue: Long line of vehicles that are in the From the observation of CCTV video recordings as of
payment queue. January 20th, 2020, data on the average time of toll payment
2) Vehicle delays: Vehicle delays can be obtained by services is obtained which can be seen in Table II.
calculating the actual travel time minus the ideal travel time.
TABLE II. AVERAGE SERVICE TIME AT THE ROMOKALISARI
The ideal travel time is the time that can be reached if there TOLL EXIT
are no other vehicles or other reasons for stopping.
Toll Booths Number Average service time (second)
3) Fuel consumption: Fuel consumption is in US
gallons. 1 US gallons is equal to 3.78541 liters. Toll Booths 04 5.64
4) CO2 emissions: Carbon dioxide (expressed in Toll Booths 06 6.03
grams).
Toll Booths 08 7.89
5) NOx emissions: Nitrogen oxides (expressed in grams)
6) PM10 emissions: Particulate matter contains Toll Booths 10 9.69
microscopic solids or fluid droplets that are so small (<= 10 Toll Booths 12 7.39
micrometers) that they can be inhaled and cause serious
health problems. (expressed in grams) Overall average: 7.33

From the observation results of toll payment service

IV. RESULTS AND DISCUSSION times shown in Table II, it can be determined that the
average service time (WP) of the Romokalisari Toll Exit is
A. Data Processing with Queuing Theory 7.33 seconds. With the WP value, the rate of service can be
At this stage, the arrival rate and service rate are determined with (6):
calculated from the observation data at the Romokalisari Toll
Exit. The arrival rate is calculated by finding the average pcu/h
number of vehicles per hour from the traffic report as in
Table I. From the previous calculations, it has been obtained that
= 211.33 and = 491.27. Then the queuing variables are
calculated, the results of which are written in Table III.
TABLE I. TRAFFIC REPORT ROMOKALISARI EXIT TOLL
TABLE III. THE RESULTS OF THE CALCULATION OF THE QUEUE
VARIABLES DURING PEAK HOURS
Hour Number of Vehicles
09.00 – 10.00 am 1,041 Variable Result

10.00 – 11.00 am 1,122 Traffic intensity or probability that the service point is busy
0.43
(ρ)
11.00 – 12.00 am 1,007
The probability that there are no vehicles in the queue
Total ( ): 3,170 0.57
system (P0)
The average number of vehicles ( ) is taken from the The average number of vehicles in the queue system (L) 0.75
three peak hours from 09.00 am to 12.00 am (three hours).
So that can be calculated by (3) as follows: The average number of vehicles in line (Lq) 0.32

12.86
Average time of vehicles in the queue system (W)
second
5.53
Average time of vehicles in line (Wq)
second

From the arrival rate of 1,057 pcu/h, the average service

The arrival rate per toll booth (λ) in the passenger car time is 7.33 seconds per vehicle. According to the toll road
unit per hour ( pcu/h ) can be calculated by (4) as follows: Minimum Service Standards, the service time must be less
than or equal to eight seconds [19]. Thus, the service time at

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the Romokalisari Toll Exit is in accordance with the
standard.
Traffic intensity during rush hour ρ = 0.43 with the
vehicle time in the queuing system of 12.86 seconds and
waiting time of 5.53 seconds. From these results, it can be
concluded that the service capacity at the Romokalisari Toll
Exit is still sufficient.

B. Vissim Simulation
After the Toll Gate and the surrounding roads have been
built within Vissim, the next step is to define the
characteristics of the vehicle. The characteristics that need to
be regulated include vehicle acceleration, vehicle speed,
waiting time, and type of vehicle [8].
Fig. 13. Settings in Vissim before export of fzp files

The fzp file from Vissim is then processed with Enviver

software to obtain simulated vehicle emission information.

Fig. 11. Modelling Romokalisari Toll Gate at Vissim

C. Processing the Vissim Simulation Results with Enviver

Fig. 14. Obtain emission information from the results of simulation data
After getting the simulation results with Vissim, the processing
simulated vehicle data are exported into an fzp file to be
processed with Enviver software [20] as shown in Fig. 12. D. Simulation and Analysis Results
From the simulation run in Vissim, which is then
processed with Enviver, the results are as shown in Table IV.
TABLE IV. VISSIM SIMULATION AND ENVIVER OUTPUT DATA
Avera Vehicle Emissions
Avera
ge
ge Fuel PM1
Queue CO2 NOx
Scenario Delay (lite 0
length (gra (gra
(secon r) (gra
(meter m) m)
d) m)
)
With an e-toll card tap
Large
94.5 9.201
- vehicle 71.60 7.14 2,326 148.2
6 e5
queue
Queue of
84.2 8.479
- small 53.57 5.03 1,185 132.7
4 e5
vehicles
Queue of
91.3 8.976
- mixed 66.44 6.51 1,282 143.4
Fig. 12. Emission modeling flow with Vissim and Enviver 5 e5
vehicles
In the Vissim software, several attributes are added and With a GPS-based Mobile Application
adjusted to the Vehicles in the network menu before Large
exporting to an fzp file for processing in the Enviver - vehicle 49.08 4.52
79.3 5,555
616 69.8
software. 6 e5
queue
Queue of
65.1 4,561
- small 23.34 1.56 422 48.5
4 e5
vehicles
Queue of
72.2 5,058
- mixed 36.21 3.04 519 59.2
5 e5
vehicles

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 The simulation results show that the average queue in the
scenario with the tap e-toll card, the queue is longer overall
compared to the scenario using a GPS-based mobile
application. The queue length is significantly reduced as the
stop time for vehicles to tap the e-toll card is eliminated.
With a GPS-based mobile application, each vehicle is served
by one toll payment machine. Toll payment transactions can
be processed without the vehicle having to stop. In theory,
this is the same as increasing the number of toll payment
service points according to the number of vehicles. Apart
from the average queue, the reduction also occurred in the
average delay, fuel use, and vehicle emissions.
V. CONCLUSION
From the results of the previous discussion, it can be
concluded that the use of GPS-based mobile applications has
succeeded in reducing the length of toll payment queues.
Besides the average vehicle delays, the use of fuel and
vehicle exhaust gases are also significantly reduced. In the
ideal scenario of a small vehicle queue, there is an average
queue reduction of 56.43%, an average reduction of 68.99%
delay, a reduction in fuel use by 22.67% and a reduction of
CO2, NOx and PM10 exhaust gases respectively amounted
to 46.21%, 64.39% and 63.45%.
In this paper, we have provided new insights based on the
queuing theory that toll payment queues can be reduced by
adding toll payment service points by enabling each vehicle
as a toll payment service point independently. And it seems
that GPS-based mobile applications can be an option to be
developed further as a medium for this purpose.
Even so, the development of a GPS-based mobile
application as a medium for toll payments still requires an in-
depth business feasibility study, especially in the security
aspect. So we hope there will be studies that will examine
this in the future.
ACKNOWLEDGMENT
The authors would like to thank the Director of
PT. Margabumi Matraraya, the operator of the Surabaya -
Gresik Toll Road, which has provided various data and
information related to this research.
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