Faculty of Engineering & Built Environment

KAAA 6424 INTELLIGENT URBAN TRAFFIC CONTROL SYSTEM PROPOSED KAJANG URBAN TRAFFIC MANAGEMENT SYSTEM

Supervisor Prof. Ir. Dr. Riza Atiq Bin O.K. Rahmat Prepared by : 1- Haider Farhan 2- Mustafa Talib 3- Sahar Abd Ali P65405 P60915 P65295

Table of Content
Content
Table of Content List of Figure List of Table

Page
2 4 5

1.0

Introduction 1.1Problem Statement 1.2Study Objective 1.3Study Focus Area 1.4Scope of Work 1.4.1 Site Visit and Visual Appraisal 1.4.2 Traffic Survey and Analysis 1.4.3 Output

6 6 6 7 8 8 8 8

2.0

Study Methodology 2.1 Data Collection (Traffic Survey) 2.1.1 Classified Volumetric Count 2.1.2 Travel Time Survey 2.1.3 Queue Length and Delay 2.2 Phasing Sequences Determination 2.3 Determination of optimum Cycle Time and Optimum Green Time Split 2.4 Determination of Offset

9 10 10 11 11 11 12

14

3.0

Proposed Urban Traffic Management System 3.1 Proposed Traffic Control Centre

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3.2 Proposed Automatic and Intelligent Urban Traffic Control 3.2.1 Expert System 3.2.2 Logical Architecture 3.2.3 Physical Architecture 3.2.4 Intersection Optimization 3.2.5 Wirelss Communication System 3.2.6 Sensor 3.3 Proposed Smart Surveillance System 3.3.1 Traficon 3.4 Proposed Traveller Information System 3.4.1 Variable Message System 3.4.1 Internet Access 3.4.1 Car Navigation System 3.4.1 Call Centre 3.4.1 Radio/TV Station 3.4.1 SMS/MMS and PDA

18 19 21 22 23 24 26 29 30 39 39 44 46 47 47 48

4.0

Outcome 4.1 Low Cost Solution 4.2 Proposed Cost of Installation 4.3 Calculate Congestion Cost and Reduction Benefit 4.4 Site Installation

49 49 49 50 51

5.0

Conclusion 5.1 Recommendation

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LIST OF FIGURE
No. 1.1 1.2 2.1 2.2 2.3 2.4 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 Title The location of study focus area Traffic condition at Metro Point and Metro Inn Kajang Study Methodology Phasing Sequences at the intersections A Time-Space Diagram to illustrate ideal offset Proposed signal control timing with offset An example of Traffic Control Center function Expert System Expert System Module Logical Architecture Local Area Network for Network of Traffic Controllers Page 7 7 9 12 14 15 18 20 21 22 23

The Architecture of the system for area wide urban traffic 24 control Wireless Communication System Smart Eye Traffic Data Sensor Wavetronix Smart Sensor HD Wavetronix Smart Sensor HD operation Traficon Smart Video Camera Integrated video sensor tracks vehicles and uses speed for 25 26 29 29 32 34

3.13

enhanced accuracy Intgrated video sensor provides a large number of traffic

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3.14 3.15 3.16 3.17 3.18

parameters for traffic management and control Moving vehicle being tracked with red overlay in the display

36 36 37

Stopped vehicles overlaid by green in the detector display 38 AIDA-Incident detection detector configuration 40
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3.19 3.20 3.21 3.22 3.23 3.24 3.25 3.26 4.1 4.2 5.1 5.2

The Disaster Detection & Responds System Variable Message Sign Proposed location for VMS Existing Webpage for Kajang Municipal Council Example, life traffic webpage Example, Travel Time in Life Traffic Webpage Car Navigation System (GPS) Call Centre and Traffic Monitoring Room Radio And TV traffic report update SMS/MMS and PDA traffic update Installation with local network Camera with sensor Road Pricing Implementation Response Team in Action at Site

44 45 45 46 46 47 47 48 52 52 54 55

LIST OF TABLE
No. 2.1 2.2 2.3 2.4 4.1 4.2 Title Adopted Passenger Car Unit (pcu) factors Traffic volume in the morning at selected intrsection The optimum cycle time and green time split at each intersection The relative offsets and obsolute offsets at each intersection Cost for setting up the system Cost for congestion Page 10 11 13 15 49 50

1.0

INTRODUCTION

Kajang, is a town in the eastern part of Selangor, Malaysia. Kajang is the district capital of Hulu Langat. It is located 21 kilometers (13 mi) from Malaysia's capital, Kuala Lumpur. The current locational gravity of growth in Kajang would be Sungai Chua. The total population of Kajang has grown rapidly in the past few years, with estimated population growth of 9% per annum. The soon-tobe-realised Klang Valley MRT station in Bandar Kajang will boost the property value in Sungai Chua. As of 2004, a few townships have been developed in Kajang, such as Taman Prima Saujana (straight from Jalan Cheras), Sungai Chua, Taman Kajang Perdana (Kajang Highlands). Lately, many high-end developments has mushroomed in Kajang such as Twin Palms, Sri Banyan, Country Heights, Jade Hills and Prima Paramount. Areas surrounding these new townships are easily accessible via the SILK Expressway. Kajang is governed by the Majlis Perbandaran Kajang. Kajang town has grown rapidly in the past several decades. New suburban areas and satellite townships have radiated out of the old Kajang town. Continuous traffic growth through developed areas and difficulties in building new transportation infrastructure have caused a need for careful monitoring of operating conditions on existing transportation facilities. New strategies for traffic control must be developed in order to manage the increase in traffic volume in Kajang.

1.1

PROBLEM STATEMENT

Traffic congestion and long queues at intersections during peak hours is the major problems in Kajang. Growing numbers of road users and limited resources provided by current infrastructures lead to increasing of traveling times. This problem is mainly due to poor coordination between adjacent traffic signal controls, resulting in inefficient progressive traffic flows (or commonly known as the unattainable green wave effect). Inability of existing method in determining traffic demand and provide suitable time split when the traffic volume exceeds its capacity is another main factor which lead to traffic congestion.

1.2

OBJECTIVES OF STUDY
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The main objective of the study is to propose solution to traffic congestion in Kajang by optimizing traffic flows along a few selected arterial routes. The solution shall include: To upgrade current situation of traffic flow in Kajang town. To ensure the safety of the traffic users. To give real time information to the users. To propose mechanism of action during incident/breakdown. To have batter service of traffic in Kajang town.

1.3

AREA STUDY

Figure 1.1: The location of study focus area.

The study has focus on the selected location such in Figure 1.1. The study locations are recognized as the followings: Intersection 1 : intersection linking Kajang, Babgi, and (UKM). Intersection 2 : links Kajang, UKM, and Sepakat.

Intersection 3 : intersection which links Kajang, UKM, and the highway The selection of these intersections is based on the present condition of the route. These routes recognized as roads which has huge traffic volume but with minimum traffic control facilities. Traffic congestion occurred everyday during peak hours in the morning, afternoon and evening. So, this study is purposely conducted in order to evaluate the problems and to introduce solutions to the problems.

Figure 1.2: Traffic condition at Jalan reko intersection.

1.4

SCOPE OF WORK
The scope of work of the study consists of the following: 1.4.1 Site Visit and Visual Appraisal

Site visit are conducted during the study in order to get first hand knowledge of the study focus area and to evaluate the actual site problems. Existing traffic data, documents and drawings was examined to obtain the information of the selected intersections. Preliminary data such as number of lanes, distance between intersection, phasing sequences, signal timing, and traffic volume are collected during the site visit. This information is important for future planning.

1.4.2 Traffic Survey & Analysis Traffic surveys are conducted at appropriate time and durations (during peak hour), so that actual data of traffic flows at the selected
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intersection could be obtained. Classified Volume Count, Travel Time Survey, and Queue Length and Delay Survey are three approaches that been used for the traffic surveys. Based on the traffic data and other site information collected, analysis have been conducted to determine the best control methodology for the intersection and to obtain the suitable optimum cycle time, green time split and also the offset time for the study focus area.

1.4.3 Output The output of the study consists of the followings: To set a suitable Cycle Time and Offset Time for the purpose of regulating travel speed. To introduce solution for upgrading existing traffic control system which would optimize traffic flows in Kajang.

2.0

STUDY METHODOLOGY

The study consists of five main activities as shown in Figure 2.1. The main activities are data collection, determination of phasing sequences, determination of optimum cycle and green time split, determination of optimum offset and development of traffic control expert system. In addition, two activities are conducted to enhance the study output, ie. Propose of smart surveillance system and propose of traveler information system.

Site Visit / Data Collection Determination of Phasing Sequences

Determination of Optimum Cycle Time and Green Time Split

Determination of Offset

Proposed Automatic & Intelligent Urban Traffic Control

Proposed Smart Surveillance System Proposed Traveller Information System

Develop Traffic Control Expert System

Figure 2.1: Study Methodology

2.1

DATA COLLECTION (TRAFFIC SURVEY) The survey has been carried out manually at the selected intersection.

Two types of traffic count, namely, Peak Hours Junction Classified Volumetric Count and Mid-block 16-hours Classified Volumetric Count are required to determine optimum cycle timing and green time split plan. In addition, Travel Time Survey and Queue Length and Delay survey are required to determine the optimum offset.

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2.1.1 Classified Volumetric Count (at Peak Hours) The survey is usually carried out to collect traffic data for every directional flow at every intersection in the study focus area. Working days at peak hours are the suitable time for the survey to be carried out. The counts were carried out for 15 minutes duration in the morning. The number of car in 15 minutes are multiply with four to get the total number of car per hour. To calculate optimum cycle time and green time splits, we used the total number of car per hour collected previously. The data on traffic flows are converted from classified vehicles into passenger car equivalent (pcu/hr) by using pcu factors. In this study pcu factors is based on the study conducted by Highway Planning Unit such adopted in Table 2.1. Otherwise, Table 2.2 shows the traffic volume count (pcu/hr) collected during the peak hour in the morning at the study focus areas.

Table 2.1: Adopted Passenger Car Unit (pcu) factors. Vehicle pcu Factor Car Motorcycle Van Light Lorry Heavy Lorry Bus Source: HPU, 2002 1.0 0.33 1.0 1.5 2.5 2.0

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Table 2.2: Traffic volume in the morning at selected intersection.

Intersection -1-

Intersection -2-

Intersection -3-

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2.1.2 Travel Time Survey

Travel speed is the main parameter for determining green time offset. In order to determine the travel speed, the travel time survey was conducted. During travel time survey, enumerators has used cars odometer and stopwatch to record travelling distance and time. The average travel time observed was 25km/hr equal to 7 m/s. 2.1.3 Queue Length & Delay Queue length and delay was adopted to determine the queue length of every approach. Intersection delay study suggested by Highway Capacity Manual 1994 has used as a guideline for conducting this survey. Average delay of vehicles that pass through the approach and the queue length used to compute green time offset.

2.2

PHASING SEQUENCES DETERMINATION Phasing sequence in isolated intersection is dependant largely on

traffic demand and intersection layout. Figure 2.2 shows the phasing sequences in the selected study focus area. For coordination purposes, the main flows at every intersection at the arterial road under consideration must be in the same phasing sequence. If the north direction is the main flow, all the north bound approaches at the affected intersection are advisable to be assigned as phase1.

Figure 2.2: sequence of intersection. 13

2.3

DETERMINATION OF OPTIMUM CYCLE TIME & OPTIMUM GREEN TIME SPLIT

For optimum time, Webster method is used for calculation as it is a widely used and easily understood method. The Webster formula is given as follows (Webster & Cobbe 1966):

Where; Co = Optimum cycle time in second. L = Lost time in one cycle which includes all red time and start up delay. For Malaysian condition, 3 to 4 seconds per phase can be used. Y = Summation of critical flow ratio with saturation flows at all approaches. For coordination purposes, the optimum cycle time calculated using Webster method is 120 seconds. For all signal controllers in the study focus area are fixed to 120 seconds for first intersection,160 second for second intersection,and 180 second for the third intersection, the purpose of coordination to facilitate progressive flow.

Table 2.3: The optimum cycle time and green time split at each intersections.

Intersection-1-: cycle time 110 sec.

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Intersection-2-:cycle time 155 sec.

Intersection-3-:cycle time 175 sec.

2.4

DETERMINATION OF OFFSET McShane et. al. (1998), has introduce ideal offset to be

Where; tideal L S

= ideal offset in second = block length in meter = vehicle speed in m/s

The ideal offset is defined as the offset that will cause the specified objective to be best satisfied. For the objective of minimum delay, it is the offset that will cause minimum delay.
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More often, the ideal offset is exactly the offset such that as the first vehicle of a platoon just arrives at the downstream signal, the downstream signal turns green. It is usually assumed that the platoon was moving as it went through the upstream intersection.

Figure 2.3: A Time-Space Diagram to illustrate ideal offset.

McShane et. al. has modified the formula by taking into account the initial start-up delay and also the existing vehicle waiting for the green light. The ideal offset has to be modified as follows:

Where; Q = number of vehicles queued per lane, vehicle H = discharge hadway of queue vehicle in seconds/vehicle. L = distance between intrsections in meter S = speed in m/s Loss1 = loss time associated with vehicles starting from rest at the first downstream signal.

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Table 2.4: The relative offsets and absolute offsets at each intersections.

Figure 2.4: Proposed signal control timing with offset. 17

3.0

PROPOSED URBAN TRAFFIC MANAGEMENT SYSTEM

The inability of the existing urban road network in the area to cope with increased demand has been identified as one of the most pressing infrastructure issues in the study area. Traffic problems such as congestion, road safety deterioration, regression of mobility and environmental effects of traffic are widely considered important issues.Optimization of traffic control should be done in the area of study.The main objective of the optimization is to maximize traffic flows and minimize stopping. Past custom to counter increased congestion with moreand wider roads, is currently giving way to more complex management and control systems and road pricing policies. Anurban traffic management or control system should invoke appropriate intervening action when undesirable situations arise. Urban Traffic Management Systems (UTMS) collect, manage and display real-time traffic information. They are used to improve the level of comfort and safety facilities via traffic view cameras, road information boards and the controlling of traffic light sequences to optimize the flow of traffic at junctions. The aim of UTMS is to develop a framework incorporating all systems related to traffic management and traffic control, thus creating one multi-user, multi-disciplinary traffic management system, integrating all applications and people involved in transportation.The required system should be intelligent and be more able to handleactuated dynamic data, compare to existing applications. The proposed UTMS will link together several different applications. Within a UTMS framework several traffic management and control applications are able to exchange data freely by using a common specification for the storage and transfer of data. By integrating the technology a wide range of traffic management options will become possible. The following applications are linked up to form an intelligent UTMS in order to solve the problems in the study area. Traffic Control Center Automatic and Intelligent Traffic Control Traffic Surveillance System Traveler Information System A good communication system is very crucial in an urban traffic control for the following purposes:
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 Synchronization of controller timer at each intersection for offset implementation. Exchange of traffic data between controllers. Malfunction reporting from each controller to the control room. Incident reporting to the control room. Use of the smart camera for surveillance purpose. Data compilation at the control room would be used for the benefit of road users and research purposes. A wireless communication system was selected instead of copper or fiber optic cables to avoid intrusive road digging work.

3.1

PROPOSED TRAFFIC CONTROL CENTER

The Traffic Control Center (TCC) is the hub where all of the Kajang City traffic control systems are monitored. The TCC is proposed to be located at the Kajang Town Municipal Council Building and allows the various components of traffic management (signals, control boxes, real time video and simulations) to be effectively managed by a team of traffic engineers who monitor and maintain signals throughout the city. TCC would serve as the main operational and control point for traffic signals. The main function of this control center are to manage all the system and also as monitoring base to make sure the traffic condition at its best level. This will make sure the traffic system will get best flow and all users will follow the system properly. TCC rely on information technologies to connect sensors and roadside equipment, vehicle probes, cameras, message signs, and other devices together to create an integrated view of traffic flow and to detect accidents, dangerous weather events, or other roadway hazards.

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Figure 3.1: An example of Traffic Control Centre function.

3.2

PROPOSED AUTOMATIC AND INTELLIGENT URBAN TRAFFIC CONTROL

Automatic and intelligent traffic control is a key measure in urban traffic management, and thisis reflected in the number of urban traffic control (UTC) systems in use today. UTC is therefore a key application within UTMCsystems. UTC include ITS applications that focus on traffic control devices, such as traffic signals, ramp metering, and the dynamic (or variable) message signs on highways that provide drivers real -time messaging about traffic or highway status. Most of the existing urban traffic control is based on centralized control. In a centralized control system, all timings are calculated by a central computer. The local controller would only implement the timing once it is received from the central computer. Usually the system would consider the traffic in terms of smoothed flow profiles. This makes the system slow in responding to rapidly changing traffic demands, such as during morning peak traffic growth period. Contrary to centralized control, the proposed system is based on a fully distributed system. In this system, all timings are calculated by the local signal controller. Coordination with adjacent intersections is
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possible if each controller can provide its neighbors with some information about its status, its future timing strategy and the time at which it expects the vehicles to leave its intersection before the controller starts optimizing the signalized intersection under its control. Since all timing calculations and co-ordinations are carried out at the local level, the distributed control is able to respond almost immediately to sudden fluctuation in traffic flows. The proposed intelligent UTC will be based on fully distributed system because of the following reasons: The system could be adopted easily into the existing system Capital and operation costs are cheaper than that of centralized system It could be expanded to almost unlimited expansion However, it is the `experts' who, knowing the capabilities and the limitations of the different systems available, establish the correct balance in the application of the various control strategies to a particular town or city. To cater for congestion in an urban network a third generation expert system of control is necessary. Such a system will be based on automatic incident detection, continuous monitoring of traffic data online, and definition of remedial strategies offline for the implementation of route guidance.

3.3.1 Expert System

An expert system uses a set of given rules to decide upon the next action. In traffic light control, such an action can change some of the control parameters. It describes a network of roads connected by traffic light-based expert systems. The expert systems can communicate to allow for synchronization. Performance on the network depends on the rules that are used. For each traffic light controller, the set of rules can be optimized by analyzing how often each rule fires, and the success it has. The system could even learn new rules.

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Figure 3.2: Expert System

The high-level module manages symbolic visual data with the goal of assessing the current traffic situation in terms of moving, stopped, and road crossing vehicles. The module tracks all vehicles of interest in order to identify them and compute their position, speed, and motion direction during time. This can be used to infer real-time traffic data, which in turn can be used for instance for traffic-light control. Tracking of individual vehicles by vision systems is especially useful for extracting information, such as turning rate at intersections and vehicle classification, which could not be acquired by spot sensors. The high-level module is designed as expert systems. Expert systems are very often exploited in Artificial Intelligence for a large variety of applications. They embed a large component of domain-specific knowledge but, differently from other heuristic-based systems, knowledge is represented in an identifiable separate part of the system rather than being dispersed throughout the whole program. The module architecture adopts a general-purpose model for knowledge representation which is a production-system model with forward chaining reasoning. Production systems process data stored in a
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specific working memory and use data-sensitive rules rather than sequenced instructions as the basic unit of computation. Each rule in the production memory has a condition part to be satisfied and an action part to be conditionally executed. Finally, an inference engine is needed for executing rules: it matches rules satisfied by data, selects from these the ones firing, and executes them. The general advantages of production systems are well known: they are easy to update and modify by adding new rules if the external conditions change. Furthermore, they give an explicit representation of the decision making steps with the possibility of explaining the inference sequence to the user.

Figure 3.3: Expert System Module

3.2.2 Logical Architecture The proposed system is based on a fully distributed system. In this system, all timings are calculated by the local signal controller. Coordination with adjacent intersections is possible if each controller can provide its neighbors with some information about its status, its future timing strategy and the time at which it expects the vehicles to leave its intersection before the controller starts optimizing the signalized intersection under its control. Since all timing calculations and
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coordination are carried out at the local level, the distributed control is able to respond almost immediately to sudden fluctuation in traffic flows.

Figure 3.4: Logical Architecture (Distributed Control Architecture)

3.2.3 Physical Architecture Physically the system consists of three basic components, namely the sensor which is smart camera for collecting traffic data, the controller for controlling traffic flows at an individual intersection and coordinator for coordinating the timing of an individual controller with its neighbors. The Local Area Network (LAN) approach is proposed to link up all controllers as. Each computer or microprocessor at the traffic light controller is given an IP (Internet Protocol) address. Each computer will share traffic data and timing with its neighbors for coordination purposes. In case where proactive control is required such as giving priority to an emergency vehicle, the computer at the control room will override the timing at each intersection with pre-determined timing that gives priority flows for an intended route.

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Figure 3.5: Local Area Network for Network of Traffic Controllers

3.2.4 Intersection Optimization Most of the existing urban traffic control is based on a centralized control. In a centralized control system, it calculates all timings by a central computer. The local controller would only implement the timings once it is received from the central computer. Usually the system would consider the traffic in terms of smoothed flow profiles; this makes the system slow in responding to rapidly changing traffic demands, such as during morning peak traffic growth period. Contrary to centralized control, the proposed system is based on a fully distributed system. In this system, all timings are calculated by the local signal controller. Coordination with adjacent intersections is possible if each controller can provide its neighbors with some information about its status, its future timing strategy and the time at which it expects the vehicles to leave its intersection before the controller starts optimizing the signalized intersection under its control. Since all timing calculations and coordinations are carried out at the local level, the distributed control is able to respond almost immediately to sudden fluctuation in traffic flows.

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Figure 3.6 : The Architecture of thesystem for area Wide Urban Traffic Control.

3.2.5 Wireless Communication System In the present wireless digital world, it is now possible to provide integrated communications for Kajang Councils. With their physical infrastructure, Kajang Councils are in a very commanding position to install digital systems with a wireless infrastructure. With the beginning of Urban Traffic Management and Control systems (UTMC), there is a need to provide information from the traffic light controller back to the Central Server. Either this is an existing system, based on serial communications which requires replacement, or a new communications connection. For UTMC connected traffic lights, a communications path must exist back to the control centre. This can be accomplished by the use of Mesh4GTM Network clusters. Traffic lights are connected via Mesh Nodes to each other, and then via an Access Point back to the Network Control Centre. Each Mesh Node provides an opportunity for other devices to route through it, either by direct connection or by a wireless connection from a nearby node. CCTV cameras for traffic monitoring can be easily and cheaply connected this way. In fact, connections for multiple cameras can be put in place at one junction. Mesh4GTM, a street-level wireless Mesh Network, provides a low cost
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connection between traffic lights, CCTV, variable message signs and the Council offices. Traffic lights are converted from separate operation by the installation of a wireless point in the control cabinet with a cable running to the nearest traffic pole. Just a small box with an aerial is installed, connecting to existing mountings on the pole, and installation is complete. No major engineering is required and the traffic light can now communicate with devices such as other traffic lights or central servers. The wireless device can communicate through up to five or more devices before reaching an Access Point, which then connects via a higherlevel network to the Control Centre. The higher-level network can consist of ADSL, EPS9 circuits, 5.8GHz wireless or any other existing communications medium. Laying copper or fiber optic cable for this purpose is relatively very expensive and involves road digging. Renting existing commercial telecommunication cable also involves high operating cost.

Figure 3.7: Wireless Communication System.

3.2.6 Sensor Sensor is an essential element in an intelligent traffic control. The video detection system is being proposed as a sensor as a replacement for loop inductor. This system is very flexible and the price of commercial video detection system now is reasonable and suitable with current condition. The sensor is used either to detect the presence of
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vehicles or to measure the gap or headway of the arriving vehicle in the vehicle-actuated system or to count the traffic volume and to determine the queue length in a co-ordinated adaptive system. In a more sophisticated system, the sensor is also used to detect any traffic incident.

3.2.6.1

Smart Eye Traffic Data Sensor (TDS)

Smart Eye TDS enables monitoring of road traffic and automatic intervention in critical traffic situations. Smart eye TDS is based on a novel CMOS vision chip. The system determines the traffic status from the object data supplied by the chip in the integrated signal processor. The smart eye Centre enables simple configuration and maintenance. The software can be installed on any Windows PC/notebook and enables comfortable remote maintenance. Smart eye Server enables the simple connection of smart eye sensors to your database. Traffic data is transmitted in a format similar to XML.

Figure 3.8: Smart Eye Traffic Data Sensor (TDS)

Smart Eye TDS operation features are as the following: Single vehicle detection on up to 4 lanes (front fire and/or backfire detection). Traffic statistics for freely selectable time intervals. Warnings based on decreasing speed, vehicle numbers and time gaps.

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 The prevention of traffic jams through large scale, early deceleration of vehicle convoys not only protects drivers nerves, but the environments well - thanks to reduced fuel consumption. The control systems require spatially distributed sensors that collect and reliably transmit essential information(e.g. vehicle speed, density). The smart eye TDS Traffic Data Sensor is distinguished by its performance (recording of up to 4 lanes with side or over head mounting) and economy. 3.2.6.2 Wavetronix SmartSensor HD

WavetronixSmartSensor HD is another option of smart sensor. The WavetronixSmartSensor HD uses the latest technology to collect consistently accurate traffic data in high definition. Patented Digital Wave Radar II measures traffic volume, individual vehicle speed, average speed, 85thpercentile speed, average headway, average gap, lane occupancy, vehicle classification and presence. Operating at five times the bandwidth, SmartSensor HD has five times the resolution of the original SmartSensor, a detection range of 250 feet and the ability to detect up to 10 lanes of traffic simultaneously. SmartSensor HDs unique Dual Radar design is incredibly accurate, providing individual vehicle speeds to within four miles per hour as well as more precise vehicle classifications. Digital Wave Radar II reduces spillover; works over barriers, guardrails, medians and gores; and accurately detects partially occluded vehicles. Armed with high definition radar, SmartSensorHD sees all vehicles in its field of view, and not just those in pre-defined zones. These vehicle-based detections help raise the performance bar for SmartSensor HD. Sensor configuration is made even easier becauseconfiguration no longer affects detection, only thereporting of vehicles. SmartSensor HDs vehiclebaseddetection even sees lane changing vehicles that are often missed, or counted twice, by other radar sensors and other technologies.SmartSensor HD is easy to install and includesa pointing assistant for precise alignment. Like all SmartSensors, SmartSensor HDs patented auto-configuration process is quick and simple. HD Manage detects lanes by observing traffic flow,
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and immediately provides visual confirmation of a successful configuration. This unique auto-configuration and operation software has been developed especially for Pocket PC handheld devices and laptops. After installation, SmartSensor HD requires little or no on-site maintenance. Traffic data andconfiguration settings are stored in Flash memory, so the sensor can be remotely reconfigured for optimal performance. And SmartSensor HD is manufactured using a modern, automated process, with surface-mounted components and integrated antennas that provide consistent production and performance. SmartSensor HD integrates seamlessly with existing legacy systems and is reversecompatible with the original SmartSensor. Dual communication ports enable SmartSensor HD to integrate with different systems simultaneously, and flexible connectivity options make it possible to directly retrofitSmartSensor HD into any existing radar deployment. This, combined with high definition radar and consistent accuracy, makes SmartSensor HD the most accurate, most cost effective traffic monitoring solution.

Figure 3.9: Wavetronix Smart Sensor HD

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Figure 3.10: WavetronixSmartSensor HD Operation 3.3 PROPOSED SMART SURVEILLANCE SYSTEM

The smart surveillance system consists of the smart cameras and the microprocessors which are connected to the control room computer. The integration of these advanced image sensors with high-performance processors into an embedded system facilitates new application classes such as smart cameras.Smart cameras not only capture images or video sequences, they further perform high-level image processing such as motion analysis and face recognition on-board and transmit the (compressed) video data as well as the extracted video information via a network. Smart image sensors can overcome problems like large intensity contrasts due to weather conditions or road lights and further blooming, which is an inherent weakness of existing image sensors. Furthermore, noise in the video data is reducedby the capability of video computation. Thus, the smart camera delivers a new video quality and better video analysis results, if it is compared to existing solutions. The basic component of the image processing system for the smart surveillance system comprises of the smart surveillance camera, multiplexer, image grabber and a Windows based computer. Data input is provided by the smart surveillance camera which produces analogue

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electrical signals which is then digitized and stored in the frame memory of the computer for further processing.

3.3.1 Traficon Traficon is one of the video detection systems available in market. Based on technology developed by the University of Louvain in 1982, Traficon's continuous research has resulted in powerful solutions for traffic applications. Today, Traficon is the leading reference in traffic detection based on video image processing. Traffic managers all over the world use its technology for vehicle detection, traffic data acquisition, automatic incident detection, and intersection control and management in motorway, tunnel, bridge and urban applications. As an ISO9001:2000 certified company; Traficon strives to meet its customers' requirements by delivering reliable high quality products, tailor-made solutions and experienced project support. Its multi-functionality makes it the perfect traffic measurement system for a wide range of traffic applications, including ramp metering, travel time calculation, dynamic speed indication, queue tail monitoring, congestion monitoring, tunnel access control, ventilation control, rerouting, VMScontrol, dynamic queue indication during road works, and dynamic lane opening or closing. The key factor in a Traficon detection system is the video image processor (VIP), a standard detector board on which several types of detection software can be run. The video signal from the camera monitoring the traffic is used as input for the detection unit. Detection zones are superposed onto the video image. Vehicles crossing these zones are detected. The VIP analyses the video images to generate traffic data and alarms. Communication interfaces link the Traficon video detection product range with different types of communication networks: direct line, telephone lines, fibre networks and wireless communication. On the host computer at the control centre, the Traficon management system (TMS PC software) monitors the video detection systems, handling TCP/IP communication and database storage of data, alarms and images.

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3.3.1.1

Traficon Principles

Its principles can be shown in detailed as following: A video camera is installed at a certain height for monitoring the traffic. Its video signal is used as input for the detection unit. In a typical Traficon installation, a detection unit consists of a number of VIP (Video Image Processor) boards integrated into a standard 19" rack (together with 1 communication board). During set-up of a VIP, detection zones are superposed on to the appropriate position in the video image. As a vehicle crosses these detection zones thus activating them, the vehicle is being detected. Application specific algorithms provide different types of traffic information Traffic data for statistical processing Incident related data Presence data The Traficon PC Software (WATTS, TMS) monitors the video detection system in the traffic control center. Since video image processing highly depends on the quality of the image received, a high quality input source is required. After all, the camera functions as the eye of the system. Pan tilt zoom cameras enable road operators to watch traffic and road infrastructure from different camera positions and various angles, wide-angle view or close-up. Traficon now offers a reliable solution for its video detection system on PTZ cameras. Traficon's video detection modules can store multiple configurations on one VIP board, adapted to the traffic situation and providing accurate and useful information on traffic data and events. The optimal camera position depends on the type of application (data acquisition, incident or presence detection) and the restrictions imposed by the environment.In general, cameras should be placed as high as possible and in the middle of the detection zone (road - tunnel roof). If this is not possible, placement near the fastest lane is preferred (to avoid occlusion, i.e.
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slow moving trucks masking other vehicles on adjacent lanes). It is preferable to mount the camera on a stable fixation (especially for long distance applications). The field of view depends on the height and the objective (lens) of the camera. For detecting stopped vehicles, the detection zone is usually limited to 350m outside and to 20 times the camera height inside a tunnel. A camera with a high vertical inclination (i.e. nearly looking straight down) provides a clearer distinction between consecutive vehicles.

Figure 3.11: Traficon Smart Video Camera

3.3.1.2

Traficon Benefits

Benefits of Traficon Video Detection are as follows: A high detection rate and a very low false alarm frequency make the Traficon system highly reliable and a great help for traffic operators. The industrial set-up in a 19'' rack, with Video Image Processing (VIP) detectors, is compatible with both centralized and decentralized detection systems. State-of-the-art Traficon video detection algorithms perform under all weather and lighting conditions. Open architecture makes it possible to integrate Traficon systems into existing traffic management systems without high costs.
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 Easy maintenance and a low overall lifetime cost. Mean Time Between Failures (MTBF) is more than 20 years for all Traficon equipment. Easy to install, easy to adjust to changing traffic situations, easy to extend and easy to update to additional traffic requirements. Incident detection and alarms can be fine-tuned to meet customized application requirements. Faster detection means a faster reaction and a better chance of preventing secondary incidents

3.3.1.3

Traficon Applications

Traficon, which makes the core hardware and software for detection system in industrial grade modular processor card formats, is increasingly emphasising whole solutions for customers rather than simply products. Because the Traficon video detection system is multi-functional, fast, flexible and reliable, it is the perfect traffic measurement system for a wide range of traffic applications such as: Vehicle presence detection Incident detection Certain circumstances detection ( movement of ambulance, patrol cars and fire engines) Vehicles classifications Vehicles speed measurement Traffic counting Queue length Figure 3.12 shows the detection zones in the sensors filed-of-view zone in each lane. Vehicles detected and tracked within the tracking zone in each lane. The spatial signature of each detected vehicle is integrated with the temporal signature of its motion obtained from the vehicle tracker to measure speed of the detected vehicle. This information is used in obtaining the measurements shown in Figure 3.13. Tracking and speed measurement help in the treatment of artifacts such as shadows and perspective interference of neighboring

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vehicles (perspective interference makes the vehicles sometimes appear to be moving in two adjacent lanes).

Figure 3.12: Integrated video sensor tracks vehicles and uses speed for enhanced accuracy.

Figure 3.13: Integrated video sensor provides a large number of traffic parameters for traffic management and control. 36

Figures 3.14 and Figure 3.15 show tracking of moving vehicles and the detection of the vehicles stopped in a queue at an intersection. The queue measurement software detects and tracks the position of vehicles within each tracking detector. In the process of detecting and tracking vehicles, it also calculates the vehicles speeds and lengths; and this, in turn, enables the calculation of the size of the queue, the number of vehicle stops, the percentage of roadway covered by vehicles, and the number of vehicles entering and exiting the detector. Based on the way the detector detects and tracks vehicles, the following MOEs can be measured: 1) Queue Size: The number of stopped vehicles (a stopped vehicle is defined as one traveling less than 5 mph). 2) Queue Length: The distance from the first stopped vehicle to the end of the last stopped vehicle. 3) Queue Exit Speed: The average speed of vehicles exiting the detector during an interval. 4) Queue Exit Volume: The number of vehicles exiting the detector during an interval. 5) Queue Flow Length: The cumulative length of vehicles exiting during an interval. 6) Total Stops: The total number of stops made by vehicles that have exited the detector during an interval. 7) Spatial Occupancy: The percentage of length of the roadway that is occupied by vehicles.

Figure 3.14: Moving vehicle being tracked with red overlay in the display. 37

Figure 3.15: Stopped vehicles overlaid by green in the detector display.

For freeway application an automatic incident detection algorithm (AIDA) has been developed using the baseline detection algorithms discussed above. AIDA uses temporal variations in the traffic parameters such as volume, occupancy, and speed to detect shockwave from an incident. It can also detect stopped vehicles in its field-of-view. This allows automatic detection of vehicles pulled over to the pavement shoulder due to emergency. From the control room all the information about the accident will be convey via SMS and VMS to the agencies responded. Then all the action needs will be take into consideration to make sure the traffic flow smoothly.

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Figure 3.16: AIDA Incident detection detector configuration.

The flash flood might be occurred if improper drainage system is designed. The detection of this disaster also can be detected by the smart surveillance system. By detecting this disaster earlier, the loss can be minimize. The disaster can be detect by the video detection cameras which are located at each intersection. Then, the information about the flash flood during the heavy rain will be submitted to the Traffic Control Centre. The Control Centre will take an action informing the user at Kajang Town. This system will be integrate with SCADA real time rain fall and river water level by Drainage & Irrigation Department. When there are heavy rain that can caused flash flood an alert system will trigger the sirens/ alarms and information also will be displayed at VMS board. At the same time this information will be conveyed to the responsible authorities to make sure they are in alert conditions.

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trigger alarm alert (emergency light)

traffic incident / traffic breakdown / flood VMS information

manual control system

SMS alert to local autority, police, JKR etc

Figure 3.17: The Disaster Detection & Responds System.

3.4

PROPOSED TRAVELLER INFORMATION SYSTEM

The traveller information system consists of the Traffic and Traveller Information responding to each media (communication medium, etc.). It collects and provides the information related to the Traffic and Traveller Information responding to each media. The traveller Information System assist user to plan their journey by helps them in making decision on the best route to the destination. The data collected from current flow will be analysed. Then, it will give the user real-time information about the route condition. The system also can provide the traffic estimation and prediction to certain selected route. The user can experience the broadcast and interactive traveller information. They can access to the information in various of way. List of Traveller Information System support as stated below; Variable Message Sign (VMS) Internet Access Car Navigation System
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 Call Centre Radio/TV Station SMS/MMS System or Personal Digital Assistant 3.4.1 Variable Message Sign A variable message sign is an electronic sign often used on roadway to give travellers information about special events. Such signs warn of traffic congestion, accidents, roadwork ones, or speed limits on a specific highway and road segment. Also provide the user to take alternative routes, limit travel speed, warn of duration and location of the incidents or just inform the traffic conditions. A complete message on a panel generally includes a problem statement indicating incident, roadwork, stalled vehicle, a location statement indicating where the incident located, an effect statement indicating lane closure, delay and action statement giving suggestion what to do traffic conditions ahead.

Figure 3.18: Variable Message Sign

Some Specifications available in the market are: 2-line signs offer 12 characters of 320mm text, or 16 characters at 400mm 3-line signs offer 18 characters at 400mm Aluminium enclosure, fully welded with internal strength and support members Dual colour upper and lower flashing red and amber lanterns also use long life Operating temperature range -20C to +60C
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 Window material: 6mm anti-reflective, UV-protected, polycarbonate with anti scratch coating Optical performance conforming to UK Standard TR2136/ European Standard EN 12966 Visibility of 400mm characters > 300m Brightness controlled by ambient light over 16 levels Display angle 5 horizontal and vertical Communications: NMCS2 Protocol over RS485 bus, with GSM, radio, TCP- P, modem or Internet options possible

Location Proposal for VMS at 5 locations

1. From Seksyen 8 Bangi to Kajang (Before SILK Highway Intersection)

2. From SILK Highway to Jalan Bukit (KTM Commuter)

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3. From Jalan Reko to Kajang before SILK Highway

4.

From Sungai Ramal to Kajang at Kenari

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5. From Cheras to Kajang at Grandsaga Highway before Sungai Sekamat Interchange

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Figure 3.19: Proposed location for VMS.

3.4.2 Internet Access In Kajang Municipal area, Municipal Council and JKR (together get the budget) need to extend the webpage facilities to enable the traffic information updated hourly or more frequent to their existing webpage. The webpage also can provides information on incidents, reports of road closures, road works or any events impacting on traffic flows in the Kajang City.

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Figure 3.20: Existing Webpage for Kajang Municipal Council

Figure 3.21: Example, life traffic webpage 46

Figure 3.22: Example; Travel time in life Traffic Webpage

3.4.3 Car Navigation System This approach was implemented widely in develop country such as Japan, UK and USA. But in Malaysia recently the Navigation system become popular to the car user, nevertheless the system is not interacting with the life traffic at the road. So at this time the navigation system only guide the user to the destination either faster, nearest, toll highway and non toll highway. The new technology in this system, allow the system to link to the traffic website. From there, they can access the information about the traffic condition and guide the user to the smooth route.

Figure 3.23: Car Navigation System (GPS)

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3.4.4 Call Centre Kajang Municipal Council and JKR suggested to set-up one medium size call centre or control centre to provide information and control the traffic in Kajang area especially at Kajang City Centre. It can provide automated half-hourly to hourly reports of traffic situation as well as ad hoc reporting of major situation in Kajang City. Traffic information on main route is also automatically updated to the interactive voice response system. If the traveller require more personal response call agents at the Call Centre will also be on hand to answer specific queries within the Kajang city.

Figure 3.24: Call Centre and Traffic Monitoring room

3.4.5 Radio / TV Station Traveller can also get the information of the current traffic condition from the radio and TV station. Nowadays, many radio and TV station concern about their listener and viewer demand that wish to know about the traffic condition at the morning and evening peak hours. So, the radio and TV can collaborate with Traffic Control Centre for the Kajang City as example below:48

Figure 3.25: Radio and Television traffic report update

3.4.6 SMS/MMS System or Personal Digital Assistant

By cooperating with the telecommunication service provider, the traffic condition can be attained by the communication tools which are hand phone and personal digital assistant (PDA). The traveller can send SMS or MMS to get the information about traffic flow. They also can subscribe the information about traffic flow at the peak hours for monthly payment from the telecommunication service provider.

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Figure 3.26: SMS/MMS and PDA traffic update

4.0

OUTCOME

The outcomes of this study are outline as below. 4.1 LOW COST SOLUTION

Low cost solutions are the outcome of this study, ranging from setting the optimum timing manually to an intelligent system with communication system. The intelligent system is based on distributed control system using microprocessors whereas the communication system is based on wireless system or system using power cable as the communication medium to minimize cost.

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4.2

PROPOSED COST OF INSTALLATION

In this section, we will list out the typical costing for installation of all the four intersection with ITS.

Table 4.1: Cost for Setting up the system.

4.3

Calculating Congestion Costs and Reduction Benefits

Various methods are used to quantify congestion costs. The most appropriate approach for many applications, although difficult to perform, is to calculate the marginal delay caused by an additional vehicle entering the traffic stream, taking into account the speed-flow relationship of each road segment. Another approach is to determine the user fee needed to reduce demand to design capacity, based on travelers willingness-to-pay for road use. A third approach is to calculate unit costs of current expenditures on congestion reduction projects. In theory these three methods should produce similar values, assuming that roadway capacity is expanded based on vehicle delay costs as reflected in vehicle users willingness to pay, but in practice they often provide different results. In addition, necessary data is often limited, making accurate congestion costing difficult.
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In this case, we considered the value of time as main contribution to the cost benefit for this congestion cost calculation (Lowest case scenario).
Table 4.2: Cost for Congestion

As we can see in the above calculations, the cost of congestion is RM6.72 million/year compare to setting up of ITS which is RM 2.07 million (including operation and maintenance cost). So we strongly advise this KUTMS (Kajang Urban Transport Management System) need to implement very soon to avoid the price increasing and avoid the stress and waste of time for the user and people in Kajang area.

4.4

SITE INSTALLATION

The traffic operations centre is equipped with 2 closed circuit television monitors, which are connected to on-street cameras located on the arterial routes. The cameras assist the traffic staff in recognizing traffic problems and making remote timing changes via the interconnected traffic signals to help in maximizing the efficiency of the on-street traffic flows. During the design phase of the project, communications were the primary focus and various technologies were researched. In order to manage ITS system, we propose to use wireless communication system. It was considered the most cost effective and
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technologically advantageous option considering existing needs, future expansion needs and incorporation of other Intelligent Transportation Systems (ITS) traffic management components such as variable message signs, real time street conditions based on street sensor feedback and integration into a regional traffic management centre. Many other transportation related uses have been realized through the use of visual information relayed from closed circuit television. Some of these uses are listed as follows: Visual verification of reported signal malfunctions-allows verification of malfunctions prior to dispatching signal crews. Visual verification and identification of congestion reported via system sensors. Incident Detection - allows for quick and correct dispatch of emergency personnel and provides basic building block for later incorporation of incident management system. Allows for remote traffic counting capability - Turning Movement, Volume, Occupancy and other traffic information can be collected from the central control room deleting the necessity to field locate personnel Delayed traffic counting capabilities - Allows for recording of traffic conditions, which can be tabulated at a later date as time permits. Identification and/or confirmation of missing traffic control devices. Evaluation of needed improvements to pavement and pavement markings. Roadway drainage deficiencies. Time savings provided by the ability to view more than one location at one time. In conjunction with the computerized signal interface, the traffic operation centre is equipped with 2 closed circuit television monitors, which are connected to on-street traffic camera located on the arterial.

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Figure 4.1 : Installation With Local Network

They comprise of four video cameras, an industrial PC, an image grabbing card, a multiplexer and support equipment such as video recorder and uninterrupted power supply which were placed beside the traffic light controller. Below is Figure 4.2 showing the camera as a sensor and using existing steel pole that can be maximized for installation of cameras.

Figure 4.2: Camera with sensor. 54

5.0

CONCLUSION

Most of the existing traffic controllers are based on vehicle actuated system. This system is good for isolated intersection if the maximum time of each phase is calculated to optimize traffic flows. However the system could not be coordinated to optimize a group of traffic controllers because its actions are unpredictable. Multi-plan timing system could be set based on computed timing that gives optimum traffic flows. The optimization procedure includes individual controller setting and offset timing to minimize stopping and maximize flows that give progressive flows with maximum bandwidth. Optimizing existing traffic controllers are relatively easy although it requires surveys and on site setting. However to maintain optimum operation, constant monitoring is needed especially if power supply is not stable. It is undeniable that setting up a ITS system in this Kajang town area would be a very wise decision as it will help to lessen the congestion in Kajang and also will benefits the town here as has smoother traffic flow. 5.1 RECOMMENDATIONS

Initial and maintenance works to optimize existing traffic controllers consume a great deal of time and energy. If this operation can be automated intelligently, the traffic flows could be optimized in real time automatically. For this reason, the study team recommends that: Upgrade the existing controllers to controllers with microprocessors Install advanced sensors Install communication system to facilitate data exchanges between traffic controllers which are necessary in optimizing traffic flows. Other recommendation if the congestion still cannot be manage by this system are stated below: Introduce road pricing within peak hour in the City centre as Figure 5.1 Road pricing also can be use for the operation and maintenance for the ITS system to reduce the burden from the government. But the public transport system and service must be upgrades prior to this road pricing implementation.

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Figure 5.1 Road Pricing implementation

Introduce Response team during peak hour by Municipal Council or JKR to control the traffic during accident and incident happen at site and as part of the reported team from site to Control centre or caller room as show on Figure 5.2

Figure 5.2 Response Team in Action at site

To introduce of prohibition for heavy vehicles through the highway at peak times especially backhoe and industrial/construction machine.
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