the invention now will be described more fully hereinafter with reference to the accompanying drawings , in which embodiments of the invention are shown . this invention may , however , be embodied in many different forms and should not be construed as limited to the embodiments set forth herein . rather , these embodiments are provided so that this disclosure will be thorough and complete , and will fully convey the scope of the invention to those skilled in the art . like reference numerals refer to like elements throughout the description of the figures . it will be understood that when an element is referred to as being “ on ” another element , it can be directly on the other element or intervening elements may be present . in contrast , when an element is referred to as being “ directly on ” another element , there are no intervening elements present . it will be understood that when an element is referred to as being “ connected ” or “ coupled ” to another element , it can be directly connected or coupled to the other element or intervening elements may be present . in contrast , when an element is referred to as being “ directly connected or coupled ” to another element , there are no intervening elements present . furthermore , “ connected ” or “ coupled ” as used herein may include wirelessly connected or coupled . as used herein , the term “ and / or ” includes any and all combinations of one or more of the associated listed items . it will be understood that , although the terms first , second , etc . may be used herein to describe various elements , these elements should not be limited by these terms . these terms are only used to distinguish one element from another . for example , a first layer could be termed a second layer , and , similarly , a second layer could be termed a first layer without departing from the teachings of the disclosure . the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention . as used herein , the singular forms “ a ”, “ an ” and “ the ” are intended to include the plural forms as well , unless the context clearly indicates otherwise . it will be further understood that the terms “ comprises ” and / or “ comprising ,” or “ includes ” and / or “ including ” when used in this specification , specify the presence of stated features , regions , integers , steps , operations , elements , and / or components , but do not preclude the presence or addition of one or more other features , regions , integers , steps , operations , elements , components , and / or groups thereof . furthermore , relative terms , such as “ lower ” or “ bottom ” and “ upper ” or “ top ,” “ left ” or right ” may be used herein to describe one element &# 39 ; s relationship to other elements as illustrated in the figures . it will be understood that relative terms are intended to encompass different orientations of the device in addition to the orientation depicted in the figures . for example , if the device in one of the figures were turned over , elements described as being on the “ lower ” side of other elements would then be oriented on “ upper ” sides of the other elements . the exemplary term “ lower ”, can therefore , encompass both an orientation of “ lower ” and “ upper ,” depending of the particular orientation of the figure . similarly , if the device in one of the figures is turned over , elements described as “ below ” or “ beneath ” other elements would then be oriented “ above ” the other elements . the exemplary terms “ below ” or “ beneath ” can , therefore , encompass both an orientation of above and below . unless otherwise defined , all terms ( including technical and scientific terms ) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs . it will be further understood that terms , such as those defined in commonly used dictionaries , should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure , and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein . optionally the preferred embodiments may involve global positioning satellite system usage . fig1 a is a schematic illustration of a preferred embodiment traffic monitoring system comprising an overhead transmitter and ground based sensor or reflector . the transmitter 11 may comprise an electromagnetic wave transmitter which transmits waves which are blocked or intercepted by a vehicle as the vehicle passes nearby as shown in fig1 a . the transmitter 11 may comprise a laser which operates in the solar blind region to avoid interference or confusion with sunlight . the transmitted waves emitted from transmitter 11 may also be modulated so as to be distinguishable from other sources of radiated electromagnetic waves . the reception ( or lack of reception ) by sensor or reflector 12 will indicate the passage of a vehicle . the traffic lane may be designated cars only so that the measured vehicles are limited to cars . given that cars do not vary greatly in length , a somewhat accurate speed assessment may be obtained . the sensed data may to averaged so that an approximate portrayal of traffic speed is obtained . the sensor 12 may be a photodetector or may reflect light back to the transmitter 11 . the sensors may be mounted at ground level along the highway . alternately , the element 12 may comprise a reflector mounted in the pavement surface . this would facilitate pavement resurfacing as new reflectors could be repositioned after pavement resurfacing . the transmitters may be positioned in a variety of ways including mounted to overpasses on the interstate , light poles or signs . alternatively , the transmitters 11 could be mounted at ground level and the sensors 12 could be mounted to the signs , over passes or light poles . in order to obtain power for the electromagnetic transmitters 11 , solar or wind power could be used . a solar panel could be positioned nearby or a wind turbine could be used to supply electric power . this makes the devices 10 independent of the need to connect them to the local grid and facilitates location and relocation of the devices to adapt to situational requirements . for example , if a highway is restructured , the devices 10 could be dismounted and remounted in a new location without the necessity of disconnection and reconnection to the local electrical grid . this is especially desirable when there is no electrical wiring or 4 source nearby . inasmuch as it would be undesirable to detect sunlight , the detector could be limited to light in the solar blind spectrum or could be modulated to distinguish the detected light from surrounding sources of electromagnetic radiation . fig1 b is a schematic illustration of an alternate preferred embodiment traffic monitoring system comprising a combined overhead transmitter and sensor 11 r / t . the electromagnetic radiation emitted from the transmitter receiver 11 r / t is reflected by the surface of the vehicle into the transmitter receiver 11 r / t . the radiation emitted from transmitter receiver 11 r / t may be such that is not reflected by the pavement beneath the car . alternately , a metal detector may be used , or radar which detects the presence of metallic elements . as shown in fig1 b , for multiple lanes , each lane may have a transmitter receiver 11 r / t . optionally , the vehicle speeds for each lane may be averaged and the traffic flow may be totaled . a combination of the devices 11 may be utilized inasmuch as the middle lane may rely on a reflective device as shown in fig1 b while the inner and outer lanes may utilize detectors as shown in fig1 a . once again the transmission of electromagnetic radiation may be in the solar blind region to distinguish it from solar radiation . the electric power for system operation may come from a solar or wind power source or may be battery powered or connected to the electrical grid . fig1 c is a schematic illustration from an overhead view point of a preferred embodiment traffic monitoring system comprising an array of overhead receiver / transmitters 11 . the array may be the transmitters of fig1 a or fig1 b as each is compatible for operation with the arrangement depicted in fig1 c . as seen in fig1 c as vehicle shown by dotted lines in beneath the array in the middle lane while a vehicle is approaching in the left lane . the array may be mounted to an overpass , bridge , walkway , sign or light pole . alternately , a structure may be used exclusively for the positioning of the transmitters 11 r / t through a structure constructed similar to an overhead sign structure . in the case of radar , a radar transmitter and / or receiver may be positioned at the side of the roadway . fig2 is a schematic illustration of the preferred embodiment of fig1 a taken along the lines 2 - 2 of fig1 . although three sensors / reflectors 12 are shown , two , four or more may work . as the front of the vehicle passes the first sensor 12 ( lowermost in fig1 ) the time is recorded ( t 1 ). the middle sensor 12 may be used to show continuity , that is when the topmost sensor detects the presence of the vehicle , detection by the middle sensor assures that there is a single car involved and not detection of two vehicles with a space therebetween . as the front of the vehicle passes the uppermost sensor ( as depicted in fig2 ) the time is recorded ( t 2 ). knowing the distance between the sensors ( upper and lower as depicted in fig2 , the distance traveled between the two instances in time ( t 2 − t 1 ) can be used to determine the speed . one the determination is recorded , it can be averaged with other readings to determine an average for the traffic . the recording can also be used to record the traffic flow , that is , each time one vehicle passes the electromagnetic radiation is blocked by the vehicle followed by a time interval in which the electromagnetic radiation is not blocked . each such sequence ( blocked followed by unblocked ) represents the passage of a vehicle . upon detecting vehicles over a period of time , such as one minute , the traffic flow per minute can be determined . moreover , the traffic flow number is sensitive to recent stoppages or obstructions of traffic . for example if in the previous mile , two of the three lanes were obstructed , the speed of the traffic at this point would logically resume whereas the volume of traffic may be light due to the previous obstruction inhibiting the flow of traffic . if the traffic flow at a previous monitoring point was 60 cars per minute and the traffic flow is only five cars per minute as the present juncture , one might suspect an obstruction of traffic in the intermediate section of the roadway which would be cause for avoiding travel on that section . fig3 is a schematic illustration of an alternate preferred embodiment comprising ground based sensors 12 a with roll - over detector strips 12 b . although three strips are shown , two may be used ; or an unlimited plurality such as , for example 4 . the strips 12 b may be compressible hose which record a signal as the vehicle tires compress the hose or tubing . alternately the sections 12 b may be metallic contact strips which complete an electrical circuit as a car &# 39 ; s tires pass over the metal contacts . the detection of vehicle is substantially the same as the front of the vehicle passes the lowermost strip the time is recorded ( t 1 ). the middle sensor 12 may be used to show continuity , that is when the topmost sensor detects the presence of the vehicle , detection by the middle sensor assures that there is a single car involved and not detection of two vehicles with a space therebetween . as the front tire of the vehicle passes the uppermost sensor ( as depicted in fig3 ) the time is recorded ( t 2 ). knowing the distance between the sensors ( upper and lower as depicted in fig2 , the distance traveled between the two instances in time ( t 2 − t 1 ) can be used to determine the speed . once the determination is recorded , it can be averaged with other readings to determine an average for the traffic . the recording can also be used to record the traffic flow , that is , each time a vehicle passes over the detector strip , a recording is made . fig4 is a schematic illustration of a preferred embodiment electrical circuitry diagram wherein the sensors 12 are electrically connected to a processor 13 . the electric connection may be by wire or radio ( wireless ) type connection . the processor 13 is used to record signals indicating presence or passage of a vehicle and the speed may or may not be recorded at this point . if the speed is calculated , the processor in conjunction with a transmitter may emit a radio signal indicative of vehicular speed , such as “ 55 mph ” at the location of the traffic monitoring device 10 . fig5 is a schematic illustration a plurality of traffic monitoring devices 10 operatively connected to a receiver 14 and processor 15 for display 16 , gps trip calculation 17 and / or radio 18 . each traffic monitoring system 10 comprises one or more transmitters 11 , and sensors or reflectors 12 . note that if only one transmitter is used signals can be transmitted to sensors / reflectors 12 from one central location or a plurality of spaced apart transmitters 11 may be utilized , such as for example , one of which is depicted in fig1 . the detected signal may be combined at a processor , combiner , or controller 13 . the processor , combiner or controller 13 may have associated therewith a transmitter 13 t which transmits a radio signal . the radio signal may be a time signal such as “ traffic is flowing at 55 mph at location x .” this signal may be directly received by a vehicle radio receiving the transmitted signal . or the signal may be such that a gps device , such as a magellan ® or garmin ®, may detect the signal for further processing as shown in fig7 , 8 , or 11 , for example . in the alternative , the transmitter 13 t may send a signal to a remote receiver 14 operatively connected to a processor 15 which may compute the average speed and / or traffic flow at the location of the traffic monitoring device ( s ) 10 . the signals may be combined for display on a highway sign 16 which may be positioned at the entrance of a limited access highway or along the limited access highway so that a driver may , for example , exit at mile marker 10 if the traffic at mile marker 11 is only 5 mph . the processor or controller 15 may be operatively connected to a gps trip calculator 17 ( such as a magellan ® or garmin ® in a motorist &# 39 ; s car ) which can in turn process the signal to reroute traffic depending on traffic flow and / or speed . in addition , the processor 15 may be operatively connected to a radio transmitter combination 18 , 19 which transmits locally over a frequency for reception by a motorist on the radio of the motorist &# 39 ; s car . in the alternative , the receiver may be directly connected to a radio transmitter 19 so as to effectively broadcast the traffic speed and / or the traffic flow volume over the radio network for reception by a motorist &# 39 ; s radio . the transmission by the transmitter may be used by the gps device so that calculations will be made on the motorist &# 39 ; s gps device ( e . g ., a magellan ® or garmin ®) located in the motorist &# 39 ; s car . in conjunction with the system depicted in fig5 , the sensors could be the rollover sensors of fig3 , or any other sensor disclosed herein . fig6 is a schematic illustration of a plurality of traffic monitoring devices 10 using radar transmitters / receivers operatively connected to a receiver 14 and processor 15 for display 16 , gps trip calculation 17 and / or radio 18 . radar elements 12 r detect vehicles as they pass by . vehicular speed is relayed or transmitted by transmitters 13 t , which transmits a radio signal . the radio signal may be a time signal such as “ traffic is flowing at 55 mph at location x .” this signal may be directly received by a vehicle radio receiving the transmitted signal . or the signal may be such that a gps device , such as a magellan ® or garmin ®, may detect the signal for further processing as shown in fig7 , 8 , or 11 , for example . in the alternative , the transmitter 13 t may send a signal to a remote or nearby receiver 14 operatively connected to a processor 15 which may compute the average speed and / or traffic flow at the location of the traffic monitoring device ( s ) 10 r . the signals may be combined for display on a highway sign 16 which may be positioned at the entrance of a limited access highway or along the limited access highway so that a driver may , for example , exit at mile marker 10 if the traffic at mile marker 11 is only 5 mph . the processor or controller 15 may be operatively connected to a gps trip calculator 17 ( such as a magellan ® or garmin ® in a motorist &# 39 ; s car ) which can in turn process the signal to reroute traffic depending on traffic flow and / or speed . in addition , the processor 15 may be operatively connected to a radio transmitter combination 18 , 19 which transmits locally over a frequency for reception by a motorist on the radio of the motorist &# 39 ; s car . in the alternative , the receiver may be directly connected to a radio transmitter 19 so as to effectively broadcast the traffic speed and / or the traffic flow volume over the radio network for reception by a motorist &# 39 ; s radio . the transmission by the transmitter may be used by the gps device so that calculations will be made on the motorist &# 39 ; s gps device ( e . g ., a magellan ® or garmin ®) located in the motorist &# 39 ; s car . in conjunction with the system depicted in fig6 , the sensors could be the rollover sensors of fig3 , or any other sensor disclosed herein . fig7 is an illustration of an example of a gps trip calculation scenario . as shown in the table below . rte . 495 mile marker 9 - 58 mph nicholson lane at corresponding stretch 20 mph rte . 495 mile marker 10 55 mph nicholson lane at corresponding stretch 20 mph rte . 495 mile marker 11 5 mph nicholson lane at corresponding stretch 45 mph fig8 is another illustration of an example of a gps trip calculation ; scenario 2 , as shown in the following table : rte . 495 mile marker 9 - 5 mph nicholson lane at corresponding stretch 45 mph rte . 495 mile marker 10 55 mph nicholson lane at corresponding stretch 20 mph rte . 495 mile marker 11 56 mph nicholson lane at corresponding stretch 25 mph take nicholson lane between mile markers 9 and 10 , exit nicholson lane at mile marker 10 and take route 495 to destination . the above scenarios are fictions and are merely intended to describe or depict examples of scenarios which may be adaptable to multiple road conditions and roads throughout the world . the idea being that as traffic flow varies , traffic may be expeditiously rerouted to save energy costs and motorists time . fig9 is a illustration diagramming and / or outlining an example of a radio announcement for a scenario involving traffic on a arbitrarily selected route i - 495 , as shown in the following table . traffic on rte . 495 mile marker 9 - 58 mph ; traffic flow 105 cars per minute traffic on rte . 495 mile marker 9 - 58 mph ; traffic flow 105 cars per minute traffic on rte . 495 mile marker 10 55 mph ; traffic flow 100 cars per minute traffic on rte . 495 mile marker 11 5 mph ; traffic flow 5 cars per minute an automatic computer generated message and / or resulting traffic instructions may be as follows : for traffic east to west on rte 495 , exit at or near mile marker 10 to avoid traffic slow down at mile marker 11 . fig1 is an illustration depicting a map of an example of a corridor in which alternate routes are available , including two limited access highways . as an example , the map approximates an area between the cities of baltimore and washington and in particular interstate 1 - 95 and the baltimore washington parkway . since i - 95 has more lanes , it is the preferred route . both routes are limited access routes where traffic may become ensnarled between exits . signs posted along the highways could alert the motorists to the then current conditions in the roadway ahead to allow consideration of an alternate route . such an alternate route choice for the thousands of cars using this corridor every day would result in more efficient energy usage , savings of energy costs and motorists time . the scenario depicted by the map in fig1 envisions a trip from point a near the route 495 beltway encircling washington d . c . to a point b near the route 695 beltway encircling baltimore md . the points and routes are merely exemplary to show the benefits of using a preferred embodiment of the invention . fig1 is an illustration of a gps trip calculation scenario for the area depicted in the map illustration of fig1 ; scenario 5 , as shown in the following table : from point a take route i - 495 west to b - w parkway ( 55 mph ). take route 32 west to i - 95 , take i - 95 north to i - 195 , take i - 195 east to b - w parkway , take bw parkway to i - 695 west to point b . using the above , the near stoppages of traffic on i - 495 east and on i - 95 at i - 695 are avoided ; avoiding costly delayed and increased energy costs . the above scenarios are fictions and are merely intended to describe or depict examples of scenarios which may be adaptable to multiple road conditions and roads throughout the world . the idea being that as traffic flow varies , traffic may be expeditiously rerouted to save energy costs and motorists time . fig1 is an illustration of a diagram of a radio announcement sequence for the area depicted in the map illustration of fig1 , as shown in the following table . fig1 is an illustration of the mapped area of fig1 showing possible placement of traffic monitoring devices d / t 10 , which may be the systems of fig1 , fig2 , fig3 , fig4 , fig5 , and / or fig6 . fig1 is an illustration depicting the sequencing of transmissions from the devices d / t 10 of fig1 . in the example depicted , each detector / transmitter 10 , labeled c through m would broadcast in a given time slot spaced five seconds apart . accordingly , in one methodology a motorist would hear the individual broadcast as a continuous transmission on the motorist &# 39 ; radio . as described early , each individual transmission may be made from the location of the detector transmitter unit 10 . alternately , both directions in the roadway may be broadcasted as shown in the lower portion of the fig1 . fig1 a and 15b ( overhead view ) depict an additional preferred embodiment in which the detectors 11 r / t may comprise a plurality of transmitter / receivers which transmit and detect light in the solar blind region , so that sun light will not interfere with the detection of vehicles . as seen in fig1 a the transmitter / receiver 11 r / t emits light in the solar blind region which is reflected off of a passing vehicle . based upon the distance between the transmitter / receivers 11 r / t , one may calculate the speed of the vehicle ( distance / time ). it is noted that the detectors 11 r / t must be adjusted to discount reflections from the pavement or roadway surface . this may be accomplished by modulating and timing the pulses so the pulses so that only pulses which are reflected at a distance substantially less than those reflected from the roadway surface are used in the computation . as show in fig1 a and 15b , the transmitters / receivers 11 r / t may be powered by a solar panel , or alternatively by wind power . transmitter receivers may be connected into and used in conjunction with the circuitry shown in fig5 , 6 a , 6 b and / or 16 . likewise , the circuitry of fig5 , 6 a and 6 b may be solar or wind powered . shown in fig1 b is an overhead view of the embodiment of fig1 a wherein the transmitters / receivers ( detector ) 11 r / t are arranged under a sign , overpass or lighting support a set distance apart . the middle transmitters / receivers ( detector ) is optional . however , although three are shown , two may suffice or four , five or six may be used to increase the detection capability and reliability . fig1 is a further description of a preferred embodiment wherein the concepts may be used in conjunction with the circuitry shown in fig5 , 6 a , and / or 6 b . a cell phone application may be used to display the traffic information on a so - called smart phone . the smart phone may derive the information from a cellphone transmitters in which transmitter 13 t is capable of generating a cell phone signal or through processor 15 which may be interconnected to a cellphone network . as modified the cell phone could have the capability of displaying traffic speeds in a manner similar to display 16 . moreover , transmitters 13 t may operate at a given frequency range , for example 630 am and be localized so that only radios in the vicinity can receive the signal . the signals could be transmitted in a sequencing manner shown in fig1 . an application , such as a smart phone application , could receive and display these signals as shown , for example in display 16 . similarly , the signals could be transmitted to a gps receiver , which may then plan routes dependent upon the speed or volume of vehicular traffic . the signals could be transmitted in a manner shown in fig1 . optionally , the monitors may be traffic cameras from which data is gathered by a person monitoring the display screen and relayed by voice over a predetermined radio frequency . or the radio station may be composed of members of the public using the highway to enlighten others as to traffic tie - ups , accidents , and jams . an optional configuration would make the processor 15 interconnect with the cellphone or cell phone application . for example , the processor 15 could send signals via cell phone frequency wavelengths for reception by a cellphone user . in another embodiment , cars using gps systems are interacting with the satellites overhead in the sky . using the points of interaction and the time of travel between points , the speed of travel can be determined . this information could be relayed via the satellite to a ground station which would determine vehicular speeds based upon average speed data collected on various highways . in accordance with an alternate embodiment , gps location data would be used by a company , group of companies , groups of motorists , or local or national government . the location data would be provided by gps position sensors within motor vehicles and relay to sources which use the gps position data to determined average speeds along a roadway . fig1 is a side view of a preferred embodiment of the present invention . the assembly shown in fig1 is a preferred embodiment assembly 50 a comprising solar panel support surface 52 s , support 53 , central portion 54 , cover 55 , wind direction detector 57 , and motor / generator 59 . it can be readily appreciated by those of ordinary skill in the art that the solar support surface 52 may comprise one or a plurality of panels 52 s and may take a variety of forms , such as circles , squares , rectangles or arcuate sections . the solar panels 52 may range in dimensions from 1 inch by one inch to two square feet depending on the application , power requirements , and resources available . the support 53 is shown as a “ disk ” but can be any configuration or form and may support a variety of photo emission devices including emission devices which emit light in the solar blind region of the spectrum . support 53 may support led 3 l ; which may be a plurality of up to 50 depending on the intensity desired . however , in the traffic monitoring application , it is intended that the solar and wind power generated by the assembly of fig1 be used to power , inter alia , transmitter / receivers 11 - 12 , 11 r / t , and 12 r . moreover , the selection of transmitter / receivers 11 - 12 , 11 r / t , and 12 r is exemplary and any type of light or electromagnetic wave may be used without departing from the scope of the invention . the function of the solar support 52 and support 53 may be combined and a single support may perform both functions . additionally , the solar support 52 and support 53 as well as solar diodes 52 s and electromagnetic wave emitters may be one integral unit . assembly 50 further comprises vanes 56 mounted on the support 53 . the vanes may be plastic or aluminum or any material which provides a light weight , durable , rigid construction . the vanes cause the support 53 to turn in response to the force of the wind . wind screen 55 is substantially semicircular in configuration and shields one side of the support 53 while the other side is subjected to the wind . wind screen 55 is rotatably mounted and is controlled by central vane 57 which responds to wind direction . in addition , support 53 is operatively attached to central portion 54 so as to rotate as motor / generator 59 turns . as shown in fig1 , the wind screen covers half of the vanes 56 so that the force applied by the wind to the vanes cases them to turn in a single direction . other configurations which achieve this result are contemplated within the scope of the invention . the wind screen is substantially clear so as to allow the sun rays to penetrate to the solar panels 52 . shown in fig1 is a preferred embodiment in which the vanes 56 are positioned between the solar panels 52 and support 53 . this configuration effectively channels the wind between the solar panels 52 and support 53 . the wind dissipates the heat energy given off by energy consuming devices , such as leds , so as to facilitate cooling or temperature control . in the absence of wind , the vanes 56 may be turned by motor 59 to facilitate cooling . fig1 further shows a side view of the led support 53 , photodiodes or solar panels 52 , wind screen or cover 55 and wind directional vane 57 , wind directional vane 57 operates in a manner similar to a weather vane in that it points in the wind direction . wind directional vane 57 may be a variety of configurations the directional vane 57 and wind screen form an integral unit and are designed so the weight is evenly distributed each side of the axis of rotation , but the pointer can move freely on its axis . the area of the directional vane 57 is distributed so that the side with the larger area is blown away from the wind direction . the optional directional pointer may be mounted such that is always on the smaller side . for the wind direction reading to be accurate , the directional vane must be located well above the ground and away from buildings , trees , and other objects which interfere with the true wind direction . but the same is not necessary for the basic functioning of the assembly 50 b . shown in fig2 is a plan view of a preferred embodiment energy supplying source for the traffic monitoring system . as shown in fig2 , for a prevailing wind direction from right to left ( as shown in the figure ) the wind direction detector 57 would point to the left and the cover 5 would cover half of the vanes 56 so that the support 52 and the support 53 would turn in a counterclockwise direction on central portion 54 . central portion 54 may be a shaft which is operatively connected to shaft 61 and motor / generator 59 . although four vanes ( or eight vane segments are shown in fig2 , any number of vanes could be used to enable the wind to propel or rotate the subassembly . fig2 is a schematic side view of a preferred embodiment energy supplying source for the traffic monitoring system in which assembly 50 c comprises support 53 , solar panels 52 , cover 55 , and wind direction vane 57 . motor - generator 59 is pivotally mounted by supports 64 . each of supports 64 are attached to a pivot or shaft or pivot 65 . shaft or pivot 65 is in turn driven by a motor inside housing 62 ( as described further in u . s . pat . no . 7 , 789 , 524 ) which causes the entire assembly 50 c to pivot as shown in fig2 . as a result the solar support 52 and elements 52 s on the assembly 50 c can track the sun as it rises in the east and sets in the west . for example , a motor 66 slowly turns the pulley which drives the belt resulting in the angular disposition of the elements 52 s . fig2 is a schematic diagram showing a device 69 for regulating the voltage , controlling the charge into , and / or current from the battery 63 which also may optionally function as an on / off switch which prevents overcharging of the battery 63 and / or effectively removes battery 63 from the circuit 70 a . motor generator 59 operates to recharge battery 63 when in the generator mode and when a low battery indicator 73 indicates the need for a charge . the motor / generator 9 is optional in that the solar diodes may optionally be the sole means for recharging the battery 63 . also , when the motor / generator 59 is operating in the circuit 70 a , in cases where the wind is causing the rotation of the vanes 56 , the battery may be bypassed using device 69 to disconnect the battery from the circuitry entirely . similarly , a device 69 a may optionally be position in series with the motor / generator 59 to disconnect it from the circuitry when desired . as a further option , devices 69 and 69 a may be combined into a combined voltage regulator , charge controller and / or charge level indicator . when the battery is determined to be low , ( from optional low battery indicator 73 or the function could be incorporated into the power controller / regulator 69 ) the contacts 58 a , 58 b may be positioned such that the contacts are only intermittently connected to create a strobe - like effect and / or modulation for the activation of the elements 11 r / t . similarly , temperature sensor 72 may be operatively connected to the contacts 58 a , 58 b shorten the contact duration through contacts 58 a , 58 b or optionally may operate to open the optional switch 66 l to prevent over heating of the energy consuming devices , such as 11 - 12 , 11 r / t , 12 r , and / or activate motor / generator 59 to rotate the support 53 to create a cooling effect . moreover , alternatively the light detector 75 ( such as commonly used part 2n3904 ) may operate to turns the elements 11 - 12 , 11 r / t , 12 r on and off at daylight and dusk either by sensing the intensity of light from the sun and / or environment or by a timer which turns the elements 11 r / t on and off at specified times and also be responsive to the temperature sensor . since congested traffic conditions occur mainly during rush hours or daily commuting times ( 6 : 30 am to 9 : 30 am and 3 : 30 pm to 6 : 30 pm ) the system may be turned off at other times to conserve energy . fig2 is a schematic diagram showing circuitry 70 b comprising an optional controller 71 , with control lines represented by dashed lines . controller 71 may be a microprocessor , programmable controller , processor , programmable chip device , computer , microcomputer , controller or the like . controller 71 may receive control signals from the low battery indicator 73 and , in turn , regulate the contacts 58 a , 58 b such that the contacts are only intermittently connected to create a strobe - like effect for the activation of the energy consuming device , such as elements 11 r / t . similarly , if temperature sensor 72 sends a high temperature control signal to the controller 71 , controller 71 may send control signals via the control lines to any one of or in tandem open the optional switch 66 l to prevent over heating of the led , activate motor / generator 59 to rotate the support 53 to create a cooling effect , and / or shorten the contact duration through contacts 58 a , 58 b . moreover , alternatively controller 71 may have a light detector which turns traffic detectors 11 r / t ( as shown in fig1 - 7 ) on and off at daylight and dusk either by sensing the intensity of light from the sun and / or environment or by a timer which turns the energy consuming device on and off at specified times . moreover the controller 71 may be a programmable controller includes a feedback routine for measuring the intensities of the energy consuming device and using the actual intensities as feedback . optionally , the controller may cause the energy consuming device to be supplied with approximately 50 % of said maximum current capacity or some fraction thereof to either conserve power or reduce the temperature of the energy consuming device . optionally , the programmable controller may operate to adjust the intensity , with the programmable controller including an intensity compensation routine for adjusting the intensity of the energy consuming device , based on the intensity as detected by feedback means . as used herein , the transmitter / receivers 11 - 12 , 11 r / t , 12 r are interchangeable in that they are all detectors . the terminology detectors in the following claims refer to these transmitter / receivers as well as similarly functioning detectors . as used herein the geographical orientation means the vehicle orientation in terms of traveling north , east , west or south or combinations thereof . as used herein the terminology “ idly ” means at a slow speed or out of gear ( neutral ). as used herein the terminology “ processor ” or “ controller ” as used herein may be a microprocessor , computer , programmable controller , programmable chip , multiprocessor , personal computer , cpu , coprocessor , central processor , or the like . embodiments of the present invention are described herein are schematic illustrations of idealized embodiments of the present invention . as such , variations from the shapes of the illustrations as a result , for example , of manufacturing techniques and / or tolerances , are to be expected . the embodiments of the present invention should not be construed as limited to the particular shapes of displays illustrated herein but are to include deviations in shapes that result , for example , from manufacturing . the regions ( or display areas ) illustrated in the figures are schematic in nature and their shapes are not intended to illustrate the precise shape of a region and are not intended to limit the scope of the present invention . as used herein , the terminology “ transmitter receiver ” or “ transmitter - receiver ” means an assembly or combination of assemblies which receive and transmit electromagnetic signals . as used herein , the terminology “ roadway ” means street , road , highway , expressway , freeway or the equivalent . although a few exemplary embodiments of the present invention have been shown and described , it would be appreciated by those skilled in the art that changes may be made in these embodiments , without departing from the principles and spirit of the invention , the scope of which is defined in the claims and their equivalents .