Modern technology and enhanced surveillance across national highways for curtailing road safety violations
The National Highways Authority of India (NHAI) will implement advanced traffic management system (ATMS) with real-time tracking of safety violations and simultaneous issuance of challans for enhancing surveillance and road safety across all national highways with four or more lanes totalling 30,000 km in the next 2-3 years, according to senior officials of NHAI.
The ATMS installation on a stretch of 56.46 km of Dwarka Expressway in the national capital region has been concluded, senior NHA officials told a group of journalists during a visit organised to the command and control centre of the Dwarka project.
This stretch is the maiden project to be executed under the revised policy for ATMS brought out in October 2023 that enhances enforcement across 14 categories of violations such as triple riding, helmet and seatbelt violations, wrong lane or direction driving, presence of animals on the highway, and pedestrian crossings..
'The focus of the new policy is to incorporate enforcement in addition to surveillance and integrate the police department so that challans can be issued. Earlier the end-user was NHAI, now it is the enforcement agencies,' explained one NHAI official who didn't want to be quoted.
The new policy allows local police to generate e-challans through an API [Application Programming Interface]-based system that enables software applications to talk to each other.
'A specific incident about a road safety violation is created at our centre. Subsequently, the National Informatics Centre, which is the technology partner of the Central government, pushes this information to the police department and a challan is generated,' the above quoted official elaborated.
On June 26, IHMCL also wrote to Delhi Police to start issuing challans based on the ATMS installed on Dwarka Expressway.
The ATMS system ensures the highways are enabled with technology for 'real-time intelligence and incident management and analytics,' according to a handout from the IHMCL.
Implementation of the ATMS system is already underway for other projects, which include Delhi-Agra Expressway, Lucknow Ring Road and the upcoming third ring road for New Delhi, the Urban Extension Road 2 (UER-2). A stretch of 20,000 kms was equipped with an older ATMS prior to the 2023 guidelines.
At Dwarka Expressway, the ATMS system is supported by 110 pan-tilt-zoom cameras with each camera at every 1 km for real time monitoring that are also equipped with basic AI intelligence to detect accidents and breakdowns. There are also 15 Video Incident Detection and Enforcement Systems (VIDES) or a system of cameras installed on gantries with each such system deployed at a distance of 10 km which is capable of detecting 14 kinds of violations with high level of accuracy and is further connected to NIC and police departments. VIDES also allows vehicle counting and classification for monitoring traffic data. There are also six Vehicle Acutated Speed Display on LED screens at intervals of 20 km that use radar based detection to warn road users if they are nearing the upper speed limit and serves as a speed calming measure. Ten variable messaging sign boards or screens have also been installed for real-time updates to road users on traffic conditions, diversions, weather, and incidents to improve driver awareness.
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Modern technology and enhanced surveillance across national highways for curtailing road safety violations
The National Highways Authority of India (NHAI) will implement advanced traffic management system (ATMS) with real-time tracking of safety violations and simultaneous issuance of challans for enhancing surveillance and road safety across all national highways with four or more lanes totalling 30,000 km in the next 2-3 years, according to senior officials of NHAI. The ATMS installation on a stretch of 56.46 km of Dwarka Expressway in the national capital region has been concluded, senior NHA officials told a group of journalists during a visit organised to the command and control centre of the Dwarka project. This stretch is the maiden project to be executed under the revised policy for ATMS brought out in October 2023 that enhances enforcement across 14 categories of violations such as triple riding, helmet and seatbelt violations, wrong lane or direction driving, presence of animals on the highway, and pedestrian crossings.. 'The focus of the new policy is to incorporate enforcement in addition to surveillance and integrate the police department so that challans can be issued. Earlier the end-user was NHAI, now it is the enforcement agencies,' explained one NHAI official who didn't want to be quoted. The new policy allows local police to generate e-challans through an API [Application Programming Interface]-based system that enables software applications to talk to each other. 'A specific incident about a road safety violation is created at our centre. Subsequently, the National Informatics Centre, which is the technology partner of the Central government, pushes this information to the police department and a challan is generated,' the above quoted official elaborated. On June 26, IHMCL also wrote to Delhi Police to start issuing challans based on the ATMS installed on Dwarka Expressway. The ATMS system ensures the highways are enabled with technology for 'real-time intelligence and incident management and analytics,' according to a handout from the IHMCL. Implementation of the ATMS system is already underway for other projects, which include Delhi-Agra Expressway, Lucknow Ring Road and the upcoming third ring road for New Delhi, the Urban Extension Road 2 (UER-2). A stretch of 20,000 kms was equipped with an older ATMS prior to the 2023 guidelines. At Dwarka Expressway, the ATMS system is supported by 110 pan-tilt-zoom cameras with each camera at every 1 km for real time monitoring that are also equipped with basic AI intelligence to detect accidents and breakdowns. There are also 15 Video Incident Detection and Enforcement Systems (VIDES) or a system of cameras installed on gantries with each such system deployed at a distance of 10 km which is capable of detecting 14 kinds of violations with high level of accuracy and is further connected to NIC and police departments. VIDES also allows vehicle counting and classification for monitoring traffic data. There are also six Vehicle Acutated Speed Display on LED screens at intervals of 20 km that use radar based detection to warn road users if they are nearing the upper speed limit and serves as a speed calming measure. Ten variable messaging sign boards or screens have also been installed for real-time updates to road users on traffic conditions, diversions, weather, and incidents to improve driver awareness.
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B-2 stealth bomber used as Iran strike decoy stuck in Hawaii after emergency landing- A B-2 stealth bomber, part of a carefully orchestrated decoy mission related to the U.S. strike on Iran, is currently grounded in Honolulu, Hawaii after an emergency diversion. The aircraft, flying under the callsign MYTEE 14, was one of the few B-2 Spirits deployed as part of a deceptive maneuver aimed at misleading open-source intelligence watchers. Instead of heading east towards Iran like the real strike force, this bomber flew west over the Pacific, along with a string of tanker aircraft, to suggest a much larger deployment in that direction. However, the complex and maintenance-heavy B-2 didn't make it far — it had to land at Daniel K. Inouye International Airport on June 21, 2025, and is still there today. What happened to MYTEE 14 during the Iran strike? On June 21, 2025, a U.S. Air Force B-2 Spirit stealth bomber with the callsign MYTEE 14 was deployed in a decoy mission as part of a broader strike plan against Iran. The aircraft departed from Whiteman Air Force Base and headed west across the Pacific Ocean. This maneuver was meant to mislead open-source trackers and observers into thinking the strike was coming from the west. Meanwhile, the actual strike force was moving east over Europe toward Iran, effectively using MYTEE 14 as a strategic distraction. However, the mission took a turn when the bomber experienced a technical malfunction mid-flight, prompting an emergency landing at Daniel K. Inouye International Airport in Honolulu, Hawaii. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like We Can't Believe She Wore That To The Red Carpet Golfhooked Read More Undo Why was the B-2 used as a decoy? The U.S. military has increasingly relied on deception tactics to outmaneuver open-source intelligence (OSINT) that monitors flight paths and tanker movements. In this case, MYTEE 14's westward flight acted as a red herring, drawing attention away from the true direction of the strike package. This kind of misdirection highlights America's ability to leverage strategic airpower not just through force, but through sophisticated planning and psychological operations. Live Events How serious is the technical failure? The B-2 is an extremely complex aircraft, with stealth technology that requires specialized maintenance crews and parts. With just 19 operational B-2 bombers remaining in the U.S. fleet, any emergency landing outside a designated B-2 base is a logistical headache. As of now, MYTEE 14 remains grounded in Hawaii. The repair timeline is uncertain—it could take weeks or even months, depending on the severity of the malfunction and the availability of parts and personnel. What does this reveal about the aging B-2 fleet? The B-2 Spirit fleet was first introduced in the 1990s, and while still considered one of the most advanced long-range bombers in the world, it's showing signs of age-related vulnerability. Mechanical issues like this aren't uncommon, especially when these bombers are deployed far from their home base. The fact that a high-profile decoy mission ended with a stranded aircraft raises concerns about operational reliability, particularly if multiple aircraft were to experience simultaneous issues during a major conflict. Can the U.S. still claim global air superiority? The success of the decoy mission proved the effectiveness of U.S. military deception and global strike coordination. The U.S. demonstrated it can conduct multi-directional operations with enough sophistication to fool international observers. However, the B-2's emergency landing underscores a bigger issue: logistical fragility and over-reliance on an aging platform. If more of the fleet begins to falter during long missions, it could erode the bomber's reliability in future high-stakes scenarios. Why was the B-2 bomber flying west if Iran is in the east? This was a classic case of military misdirection, leveraging the power of the open-source intelligence (OSINT) community. As B-2 bombers were seen heading west across the Pacific, online aviation trackers and analysts assumed a major move toward the Indo-Pacific — possibly Guam. But according to sources and analysis by defense reporter Tyler Rogoway, this was a carefully designed feint operation. The real strike force reportedly went the opposite way — eastward over the Atlantic — to hit Iran. Only a small number of B-2s, possibly just two aircraft, took part in this deception. The operation also included refueling tankers, appearing to support a larger deployment than actually existed. It was a smart move, flipping the usual dynamic where OSINT poses risks for planners, and instead using it as a tool for confusion. How common are B-2 emergencies like this? This isn't the first time a B-2 Spirit has had to divert to Hawaii. In 2023, another stealth bomber ended up staying at Hickam for months after an emergency landing, just before the entire B-2 fleet was grounded for six months due to a crash during landing at Whiteman AFB. These incidents highlight the maintenance-intensive nature of the B-2 platform, a stealth aircraft that has been in service since the 1980s and is notoriously hard to keep airworthy. There are only 19 B-2s in operation today. That makes them low-density, high-value assets, and every diversion or maintenance issue carries significant operational implications. What is the Air Force saying about the B-2 in Hawaii? In a statement to The War Zone (TWZ), Charles Hoffman, Chief of Media Operations at Air Force Global Strike Command (AFGSC), declined to discuss the B-2 specifically, saying: 'We will not comment on movement, deployment or posturing of forces. Air Force Global Strike Command maintains the capability to provide global strike anywhere, at the time of the President of the United States' choosing. Our forces are always ready to work alone or fully integrate with our many allies and partners. We continue to work toward delivering the promise of peace through strength.' This response aligns with standard policy — the military rarely discusses specifics about stealth aircraft operations, especially in active or sensitive missions. What's next for the B-2 program as the B-21 Raider arrives? While the B-2 bomber remains vital, it's nearing the end of its service life. Its complex stealth coatings, custom systems, and outdated parts from the 1980s make it expensive and hard to maintain. However, recent upgrades to avionics, communications, and low-observable systems are aimed at keeping it relevant until the B-21 Raider is ready. The B-21, designed as the B-2's replacement, is expected to be produced in larger numbers and offer better survivability, lower operating costs, and modern stealth capabilities. Fortunately, the program appears to be on schedule and within budget, breaking the usual pattern of cost overruns in Pentagon procurement. As Tyler Rogoway wrote: 'B-2 was considered a disaster of a program. Poster child for Pentagon death spiral. Nobody would argue 30 years later it wasn't an absolutely pivotal investment.' Why does this matter for future U.S. air power? The B-2's role in the Iran strike decoy operation and its continued operational issues underscore both the value and the vulnerability of America's stealth bomber force. With only a handful left and no easy fixes, each jet grounded in a remote location like Hawaii becomes a strategic puzzle. The U.S. needs its stealth bombers to be reliable, especially as global threats evolve and near-peer adversaries like China and Russia improve their air defenses. The hope is that the B-21 Raider won't just replace the B-2 — it will redefine long-range stealth bombing for decades to come. FAQs: Q1: Why is a B-2 stealth bomber stuck in Hawaii? A: The B-2 MYTEE 14 made an emergency landing during a decoy Iran mission. Q2: What was the B-2 bomber's role in the Iran strike? A: It acted as a decoy flying west to mislead open-source observers.
