Project Report Kajang ITS

8/12/2019 Project Report Kajang ITS

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INTELLIGENT URBAN TRAFFIC CONTROL SYSTEM

KKKA6424

Prepared by :MOHD ROZAIDI BIN ISMAIL P72431

LECTURER

PROF. IR. DR. RIZA ATIQ ABDULLAH BIN O.K. RAHMAT
http://ifolio.ukm.my/user/31454/mohd-rozaidi-bin-ismailhttp://ifolio.ukm.my/user/31454/mohd-rozaidi-bin-ismail


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KAJANG

is a town in the eastern part of Selangor, Malaysia. Kajang is the district capital

of Hululangat. It is located 21 kilometers (13 mi) from Malaysia's capital, Kulalumper

.Kajang town has grown rapidly in the past several decades. New strategies for traffic

control must be developed in order to manage the increase in traffic volume .


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ThisstudyshallbeconductedalongthearterialroutesofKajangcity,(consistingof4signalized intersections)

This problem includes Congestion - slower speed Delays increased queuingQueues

- longer trip timeWastage Cost - loses time and increase fuel consumption.

STUDY OBJECTIVE

The main objective of the Study is to formulate low cost solutions to the existing

urban traffic control system by optimizing traffic flows along a few selected arterial

routes in typical mid-size Malaysian urban environment.

PROBLEM OF STATEMENT


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THE SOLUTIONS SHALL INCLUDE

An Operation Manual listing down guidelines to determine the optimum cycle time,green time split and offset for various traffic conditions and junction configurations.Low cost solutions such as control methodology to the existing urban traffic control

system and installation of advanced sensors

.

SCOPE OF WORK

The scope of work of this study consists of the followingsSite Visit Traffic Surveys

and Analyses.


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TRAFFICSURVEYSANDANALYSES

Trafficsurveysshallbeconductedat/forappropriatetimes/durations,

soastopresentunbiased

andtypicaltrafficflowsalongtheroutes.Ingeneral,thetypesoftrafficsurvey shallinclude

ClassifiedVolumeCountatallapproachestoandbetweentheintersections,

TravelTimeSurvey alongthearterialroutesandQueueLengthandDelay

Surveysatallapproaches tothe intersections.

Basedonthetrafficdataandothersiteinformationcollected,analysesshallbecarriedoutu

sing appropriatecomputer software:

Determine thebestcontrolmethodologyfortheintersec

tion

Determine theoptimumcycletime,greentime, split

andoffsettime


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GENERAL

The study consists of seven main activities the main activities are datacollection,

determination of phasing sequences, determination of optimum cycle and green

timesplit, determination of optimum offset and setting up timing setting on site

controllers.

In addition, two activities are conducted to enhance the study output, ie. Proposal of

automaticsystem and development of traffic control expert system.

Data collection (Traffic Surveys)

The data collection at (A.M peak and P.M peak) the timing plan could be computed

based on thetraffic flow pattern throughout the day.Type of traffic count, namely peak

hours junction classified volumetric count. Classifiedvolumetric counts are required

to determine optimum cycle timing and green time spilt plan. Inaddition travel time

survey and queue length and delay survey are determining optimum offset.The survey

has been carried out manually to provide accurate results and overall pictures of

thestudy area.


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ADOPTEDPASSENGERCARUNTIL (PCU).FACTORS

Vehicle PCU f actor

CAR 1.0

M/Cycle 0.33

VAN 1.0

LIGHTLORRY 1.5

HEAVYLORRY 2.5

BUS 2.0

TRAVELTIMESURVEY

Weassumetheaveragetravelspeedisabout10/see.Thisspeedwillbeadaptedtodetermining Offset time.

QUEUELENGTHANDDELAY

InthisstudywedeterminethemaximumnumberofvariedQueuelengthformainflowis12 VariedPerlanewhichisusedasParameteringreentimeattestcomputations

E numerator fortrafficcounting

E numerator forvehicleingueuecounting


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In ter sec t ion1 nea r ther es ta u r a n tsa tek a j a ngH J sa m u r im o r n ing

Dir e c t ion 1

We s ts t r a igh tWe s tLe ftt u

r n 2 Ea s tS t r a igh t 3 S ou th S t r a igh t

S ou thL e ftt u r n S ou th R igh tt u r n

Ca r s Mo to r s 2 701 2 08433 150 57

59 32

10 2 2 3 40 8

Mea s . Tr u cks Pe r iod (m in ) p c u c a r /h r

17 15 344 1374 189818 15 1315 2 4 2 8 10 22 5 1349 8 15 86 342

1007015110438

7 15 57 22 7

52 41374

1349

438 34 222 7


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In ter sec t io n2nea r the p olices ta t io nm or n ing

Dir e c t ion 1

WeststraightWest(right)West(left)

2 EaststraightEast(right)East(left)

3 NorthstraightNorth(right) North(left)

c a r m o to r b ik e bu s 102330012 210102364835052423424 462 210 0213029540 3361237866 0 492 0 36

lo rr y (PCU/ h ) 120 1327 173924352 0 60

10 665 14860 532

12 289 36 730 17840 400

60 654

400 730 654 6013 2 7

35 2

53 2 6652 89


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In ter sec t io n3nea r ho tel m et r oi nn M o r n ing

Dir e c t ion 1

We s tS tr a igh tWe s tt u r n r igh t

2 Ea s ts tr a igh tEa s tt u r n le ft

3 S ou th ,tu r n R igh t S ou th ,tu r n le ft

c a r m o to r b ik e bu s lo rr y 198 54 1 2112 27 0

3 134 32 1 043 23 0 1 87 29 2 3

125 43 1 2

Mea s .Pe r iod (m in ) (PCU)

15 257

15 142 15 1691567 15 124 15 173

(PCU/ h ) 10 2 6 1594

568 674 94 22 68 496 1186 690

10 2 6568

690496 6742 68


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In ter sec t io n4nea r m yd inK a j a ngM o r n ing Dir e c t ion

car 1 Westturnleft 98

Weststraight

112

Westturnright 127 2 Eastturnleft

34Eaststraight

54

Eastturnright 27 3 67

S ou th s t r a igh t

35

S ou th tu r n r igh t 46

4 Northturnleft

25Northstraight

40

Northturnright 80

LoryBusMotor303434

342040002122632043

101720100035103400

66

2 0 23

(PCU) (PCU/ h )

114 455 1572 136 543

143 573

82 3 2 8 44 177

693 41 165 58 2 31

151 762 62 2 48 91 363

363 2 48151 455543573

164 2 97165 2 31

32 8177


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Phasingsequencedetermination

2 3 4

1 1G=144 G=90

A=3 A=3 R all=2 R all=2

2 2G=77 G=57


1G=93 A=3R all=2

2G=55 A=3R all=2

1G=102 A=3 R all2

2G=2

9 A=3 all=

3 3G=69 G=69


3G=30 A=3

all=

3G=50 A=3

all=


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direction Trafficvolume Saturationflow T .V . S .F .

1 1739 5400 0.32194833 2 1486 7200 0.20636833 3 1784 7200 0.24775917

0.7761

direction Trafficvolume Saturationflow T .V . S .F .

1 1594 5400 0.295185 2 942 5400 0.174444 3 1186 5400 0.21963

0.7

OPTIMUMCYCLETIME Themaximumcycletimewellbe120seconds.TheWebsteraformulaisgivenas

follows.

1.5 L51y

Where Co=optimumcycletimeinsecond.

L=losttimeinonecyclewhichincludesallreadtimeandstartupdelay.

Y=summationofcriticalflowrationwithsaturationFlowsatallapproaches.

F ir sti n te r sectio n direction Trafficvolume Saturationflow T .V .

S .F .

1 1898 1800*3=4500 0.351474 2 1007 1800*3=5400 0.186511

0.53798 Takeambertime(safetytime)=3secandredtime=2sec

1.5*(2*3) 1 .54

5 30sec

Seco ndi n te r sectio n

Co=1.5*(3*3) 5 83sec

Th ir di n te r sectio n

Co=1.5*(3*3) 5 60sec

Y=

Co=

C o

Y=

10.7761

Y=

10.7


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F ou r th in te r sectio n direction Trafficvolume Saturationflow T .V .

S .F . 1 1572 3600 0.43662667 2 669 5400 0.12391926

3 693 5400 0.1282563 4 761.836 3600 0.21162111

0.9 1.5*(4*3)

1 0.9 5 231sec

Tomakeituniformwewilltakethelargecycletimeforthefourthintersection=231secanduseforallintersection

F ir sti n te r sectio n Gt=231 {2*(3+2)}=221sec direction Trafficvolume T .V .

S .F . Gt(Sec)

1 1898 0.351474 144 2 1007 0.186511 77

0.54 221

Seco ndi n te r sectio n Gt=231 {3*(3+2)}=216sec

direction Trafficvolume T .V . S .F .

Gt(Sec)

1 1739 0.32194833 90 2 1486 0.20636833 57 3 1784 0.24775917 69

0.7761 216

Th ir di n te r sectio n Gt=231 {3*(3+2)}=216sec direction Trafficvolume T .V .

S .F . Gt(Sec)

1 1594 0.295185 93 2 942 0.174444 55 3 1186 0.21963 69

0.7 216

Y=

Co=

Y=

Y=

Y=


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Fourthi n te r sectio n Gt=231 {4*(3+2)}=211sec direction Trafficvolume T .V .

S .F . Gt(Sec)

1 1572 0.43662667 102

2 669 0.12391926 29 3 693 0.1282563 30 4 761.836 0.21162111 50

0.9 211

OFFSETDETERMINATION

Oflestisdeclinedasthedifferencebetweenthegreeninitiationtimesattwoadjacent

IntersectionsTheidealoffsetisdefinedastheoffsetthatwillcausethespecifiedobjectivetobe

bestsatisfiedfortheobjectiveofminimumdelayitistheoffsetthatwillcauseminimumdelay.

t(ideal) =s(Qh loss) wh

ere

t(ideal) =idealoffsetinsecond

L=blocklengthinmeter

S=Vehiclespeedinmpersecond

Q=numberofvehiclesqueuedperlaneinnumberofVehicle h=dischargeheadwayseconds/vehicle

loss=losstimeassociatedwithvehiclestartingfromrestAtthefirstdown streamsignal(2sec).

Figure13ATime-spacediagramforintersections

Y=

L


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t ide a l L

s ( Qh Loss)

Offsettimebetweenthefirstandsecondintersection

t ide a l 140

10 (12*2 2 ) 12sec

Offsettimebetweenthesecondandthirdintersection

t ide a l 418

10 (7*2 2 ) 26sec

Offsettimebetweenthefirstandthirdintersection

Absoluteoffset=-12+26=14sec

Offsettimebetweenthesecondandthirdintersection

t ide a l 278

10 (8*2 2 ) 10sec

Offsettimebetweenthefirstandfourthintersection

Absoluteoffset=14+10=24sec

Distance(m)

36 s=102 s

129 s

278 m42 s

26 s=93 s

138 s

Ba nd wid th

418 m51 s

=90 s141 s

140

64 s

12 s

=144 s 87 s Time(second)


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PROPOSE AND OPTIMIZE TRAFFIC CONTROL

The optimization operation mentioned above could be carried out automatically if an

intelligent UTC were installed on site. The proposed intelligent UTC in this document is

based on fully distributed system. We propose to implement the ATC and CCTV systems

for Kajang at an estimated cost of RM 66001.6Thousand.

(UTC) systems, including those using SCOOT (Split, Cycle and Off-set Optimization

Technique), have functions to enable priority on receipt of demands from vehicles and

CCTV. The improvements to the CCTV traffic control monitoring system Kajang based

CCTV specialists Secure Engineering.

The benefits that Kajang UTC have seen since installing the Wireless CCTV systems arenumerous. Most importantly, the installation of wireless CCTV kit has proved to be very

cost effective. It has decreased the number of man hours that need to be spent on site

visits for incident reports or traffic counting.

A new transport control centre would be the focus for traffic signals, network

management and passenger transport operations in the pilot area facilitating the following

improvements:

Integration of systems

Development of new systems and services

This will include improving the way the following systems work together :

Traffic signals

New car park information signs

New traffic information message signs

CCTV cameras

Travel information (including real time bus passenger information, incidents on the

network, etc shown in figure below )


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Urban Traffic Control (UTC)

Urban Traffic Control (UTC)

The key components of a system are:

Vehicle location equipment;

Communications;

Data processor (local or central); and

Traffic Control Equipment.


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The diagram below illustrates a typical arrangement of the key components of a system shown in

Opponentsof a Typical Public Transport Priority Scheme Prepared by Fabemaunsell

Implement Urban Traffic Control (UTC)

A technology that avoids these problems is a loop detector that can identify different

vehicle types by sophisticated signal processing.


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Systems using this technology learn to recognise the profile of appropriate bus types

while ignoring other vehicle types. Although this technology is more expensive than

those based on Transponders, no equipment is required on the vehicles.

Transponder or loop based systems are often known as Selective Vehicle Detection

(SVD).The technologies described above are all dependent on equipment located in fixed

positions at the roadside. They are therefore relatively inflexible, and require equipment

to be relocated, or new equipment to be installed, as the network changes or as the

geographical extent of the system expands. The latest systems therefore tend to be based

on GPS technology.

Vehicles equipped with this technology can calculate their position to within a few

metres using data from a network of 24 satellites orbiting above the earth; the calculated

position can then be transmitted by radio to a central

Using GPS in Urban Traffic Control (UTC)


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LOGICAL ARCHITECTURE

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 timeat 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.

PHYSICAL ARCHITECTURE

Physically the system consists of three basic components, namely the sensor (either

inductive loops, smart camera or infra red system) 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. Each computer or

microprocessor at the traffic light controller is given an IP (Internet Protocol) address .

Authorities can gain benefits from the integration of systems by :

Integrating public transport priority systems and public transport information systems to

provide real time passenger information.

Sharing communications networks between applications to reduce operating and

infrastructure costs.

Providing information to vehicle operators to allow better management of the vehicle

fleet.

Enabling access control to allow only the priority vehicle to gain entry to restrictedareas such as pedestrianised town centers.


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REPORTED BENEFITS

Studies have shown that the benefits of public transport priority systems are more

effective where priority is implemented as part of a package of measures for a whole

corridor or route.

In SPRINT in fixed time UTC, a reduction in delay of between 2 and 6.4 seconds per priority vehicle per junction was achieved. I Bus Priority in London using SCOOT UTC

resulted in a reduction in delays to buses of between 22% and 33%.ii

EVALUATION

Local Authorities should monitor the performance of systems and evaluate their

effectiveness in accordance with the Guidance on Local Transport Plans produced by theDfT. Systems should be evaluated on their effect on patronage, on journey time and delay

savings through the network.

If systems are part of an Urban Traffic Management and Control environment,

performance data collected can be stored in the UTMC common database. A

performance evaluation module can then assist in quantifying, monitoring and optimising

the priority system performance. The UTMC 05a Performance Criteria for UTMC

Systems Handbook and Technical Note provides further advice on this.

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


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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 co-ordinations are carried out at the local level, the distributed control isable to respond almost immediately to sudden fluctuation in traffic flows. The

architecture of the system for area wide urban traffic control i.

Distributed Control Architecture

PHYSICAL ARCHITECTURE

1. Sensor

2. Controller

3. Coordinator

Physically the system consists of three basic components, namely the sensor (inductive

loops, smart camera or infra red system) 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 neighbours.


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The Local Area Network (LAN) approach is proposed to link up all controllers as shown

in Figure 23. 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

neighbours 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 overridethe timing at each intersection with pre-determined timing that gives priority flows for an

intended route.

Wireless Communication

Offset implementation

Exchange of traffic data

Incident reporting

Sensor

Video detection system

Traffic count

Measure queue length


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CCTV System

1. Incident Detection

2. Classify Vehicles

3. Traffic Counting

4. Measuring Vehicles Speed

5. Other Beneficial Items

Benefits that can stem from a successful CCTV operation. These include:

o Increasing business activity by encouraging regeneration and reducing the fear of

crime.

o Increasing car park takings.

o Cutting vandalism in schools and public areas overlooked by CCTV.

o Reducing the number of false calls to the emergency services.

o Scope for reducing insurance premiums for premises covered by CCTV.o Ability to monitor the activities of service contractors and identify public hazards.

o Improved deployment of police resources.

o Using public area CCTV to enforce bus lane and parking restrictions.

TRANSPORT RELATED SCHEMES:

CCTV can play an important part in encouraging the use of public transport, in particular, by improving vehicle and personal security at car parks serving rail stations and City

Centre Park and Ride schemes. Proposals for such schemes, which demonstrate a

strategic approach to local transport problems consistent with the aims of the

Governments integrated transport policy, will be particularly welcomed.

System KAJANG based CCTV


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A total of 4 cameras are in operation twenty-four hours a day and the images from these

cameras are relayed to a control room which is managed by the ITIS Group. Operators in

the control room can select images from any of the 4 camera using a pick and point map

based system which is displayed on a single PC screen

MOBILE CCTV

The use of mobile CCTV surveillance cameras has long been an accepted way of

monitoring trouble spots where the risk is anticipated to be temporary and where the cost

of full time monitoring is prohibitive. Examples of the type of situation where mobile

units could be used, would be such as planned street demonstrations, areas experiencing

vandalism, or areas where the Police have reason to believe criminal activity is about to

take place. Etc.

SMART CAMERA SENSOR

The basic component of the vision system used in this project comprises of four video

cameras (for four legs intersection) and a Windows based computer. Data input is

provided by the video camera which produces analogue electrical signals which is then

digitised and stored in the frame memory of the computer for further processing.

public transport priority

Public Transport Priority can be installed in isolation or as part of a package of measures

along a route. It is therefore important that the technology and physical measures are

designed to complement each other..


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Parking Information

System can manage the parking areas with monitoring the areas by CCTV camera

actually. CCTV is used for getting information about the areas by saving and analyzing

from movie which are catch in every single time. These data will be analyzed by

computer which is placed in those areas before sending to the central room.

Parking programs

Usually evolve from parking studies that determine:

1. Current parking supply.

2. Current demand3. Estimates of future parking demand

Parking planning and design in Kajang

Requires a determination of:

1. Number of space needed,

2. Proper location for these spaces

3. Workable layout with acceptable operating controls

In this part, data will be shown in VMS (Variable Message Sign) as string character so

that can be read by the vehicle driver as an information to used in order to find the

parking spaces. The information contains number of spaces, areas of parking .


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Bus stop

A bus stop is a designated place where a public transportbus stops for the purpose ofallowing passengers to board or leave a bus. The simplest bus stop can be marked with

just an appropriate locally understood sign, or can feature more complex constructions

and installations. Individual bus stops may simply be placed on the sidewalk next to the

roadway, although they can also be placed to facilitate use of a bus way. More complex

installations can include construction of a bus turnout or a bus bulb, for traffic

management reasons, although use of a bus lane can make these unnecessary. Several bus

stops may be grouped together to facility easy transfer between routes. These may be

arranged in a simple row along the street, or in parallel or diagonal rows of multiple

stops. Groups of bus stops may be integral to Transportation hubs. With extra facilities

such as a waiting room or ticket office, outside groupings of bus stops can be classed as a

rudimentary bus station.
http://en.wikipedia.org/wiki/Public_transporthttp://en.wikipedia.org/wiki/Buswayhttp://en.wikipedia.org/wiki/Bus_turnouthttp://en.wikipedia.org/wiki/Bus_bulbhttp://en.wikipedia.org/wiki/Bus_lanehttp://en.wikipedia.org/wiki/Transportation_hubhttp://en.wikipedia.org/wiki/Bus_stationhttp://en.wikipedia.org/wiki/Bus_stationhttp://en.wikipedia.org/wiki/Transportation_hubhttp://en.wikipedia.org/wiki/Bus_lanehttp://en.wikipedia.org/wiki/Bus_bulbhttp://en.wikipedia.org/wiki/Bus_turnouthttp://en.wikipedia.org/wiki/Buswayhttp://en.wikipedia.org/wiki/Public_transporthttp://en.wikipedia.org/wiki/Public_transport


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DEFINITION TRAFFIC SIGNALS

All power operated devices for regulating, directing or warning motorists or pedestrians

are classified as traffic signals

Purpose Traffic signals1. To improve overall safety

2. To reduce travel time through intersection, therefore increase capacity

3. To equalize the quality of service for all or most traffic streams

Effective Traffic control Device

0 Command attentions

0 Convey a clear, simple meaning0 Command respect to road users

0 Give adequate time for proper response
http://www.horizonsignal.com/traffic-control-device/photo-gallery-view.php?src=pic14.jpghttp://www.horizonsignal.com/traffic-control-device/photo-gallery-view.php?src=pic14.jpg


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TYPE OF TRAFFIC CONTROL DEVICE :

1. Signs (traffic signs )

2. Barriers (including movable barriers, channelization )

3. Signals (traffic lights)

PURPOSE OF TRAFFIC CONTROL

1. Regulation (e.g. speed limit, turn prohibition)

2. Warning (alerting &warning drivers &pedestrian regarding roadway condition

3. Guiding (show appropriate routes to reach trip destination through signs &marking)

To be Traffic

1. Properly designed and placed2. Operated consistently

3. Maintained routinely

4. Uniformity in application

Why Traffic Signal Optimization?

As populations grow and traffic patterns change, signal timings become increasingly

outdated. By measuring current patterns and using the data to optimize signals,transportation planners can improve traffic flow, reduce congestion and travel delays, and

enhance air quality.

Advantage

Positive guidance to vehicle operators & pedestrians, less room for erroneous judgment

by drivers

Flexibility (allocation of right of way can be responsive to change in traffic flow)

1. Ability to assign priority treatment to some movement or vehicles

2. Feasibility of coordinated control along streets or in area network

3. Provision for continuous flow of a platoon of traffic though proper


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Incident Detection

o Operated through video image processing by observing pixels on detection lines drawn

across traffic lanes on monitor to detect incident

o Installation of loop detector is not required (which would cause traffic disturbance)

Classify Vehicles

O Used to classify vehicles by measuring the pixel in passenger car unit on the screen.

O Differentiate the pixel by using varies colour array would be another possible option.

Traffic Counting

By observing a few pixels for each traffic lane, which are considered as detectors, of

which, the pixel values will surge or shrink drastically every time a vehicle passes the

detectors. A computer programme is then written to count this surge or shrinkage.

Value of red, green and blue pixels at the detector location


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Parking Zone Detection

At the same with vehicle counting, parking zone detection is also using virtual detector at

the parking areas. Detector will be placed at the middle of each parking space

horizontally and vertically in order to make sure if there is a vehicles which are using he

spaces or not. System is also detecting the different pixel value in these areas.

After several minutes, system will decide that there is a vehicle which uses the parking

space.


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VEHICLE COUNTING

Vehicles can be counted by applying a simple method in smart surveillance system.

CCTV is used in order to catch images from an area which is applied as a surveyed

location. Those images are given by particular frame that are produce by movie which is

catch by CCTV in selected location. These frames will be divided into images by image

processing that will be done by computer it self. Normally, frames contain 25-29 images,

system has a responsibility to save all images temporally and conduct some analyzing in

order to get the valid data that will be used by system itself for optimization this selected

area.

In application, images contain thousands pixels which are placed in 320x240 (unit in pixel2) layer. Computer will analyze these layers by a simple method which is to put a

virtual detector in these layers.

VEHICLE SPEED MEASUREMENT

Vehicles speed can be determined by using the same method with the counting of

vehicles. But in this part, system has to facilitate another virtual detector in order toobtain length value. As we know, in measuring speed, we need distance and time value.

In obtaining these factors, system must facilitate all of these factors to determine the

vehicle speed.


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MEASURING VEHICLES SPEED

O By comparing pixel values from two frames of pre-fixed time intervals.

VEHICLE LOCATION EQUIPMENT

The location of vehicles on the network can be achieved using a number of technologies,for example:

Detector Loop;

Roadside beacon;

Vehicle profile recognition via inductive loop detection; and

Some location systems are based on detector loops, cut into the carriageway surface that

interact with a transponder located on a priority vehicle. The loop receives information

from the transponder about the vehicle, which is then passed to the central processing

unit to determine if priority is to be provided.

A roadside beacon performs a similar function to the detector loop receiving information

from a vehicle-mounted transponder.

Both the above technologies require vehicles to be fitted with transponders. Even though

the cost of transponders can be relatively low, bus operators have not always wanted to

equip some or all of their vehicles; in addition, bus operators have been known to move

vehicles from one part of the country to another as requirements change.

This can result in non-equipped vehicles operating on routes that have bus priority, and

means that some buses receive priority while others do not, resulting in poor value for

money for the highway authorities investment.


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A technology that avoids these problems is a loop detector that can identify different

vehicle types by sophisticated signal processing.

Systems using this technology learn to recognise the profile of appropriate bus types

while ignoring other vehicle types. Although this technology is more expensive than

those based on Transponders, no equipment is required on the vehicles.

COMMUNICATION SYSTEM

Wireless Fidelity or Wi-fi is known as telecommunication facility in order to transfer

data without cable. This facility can be used for system in order to transfer data from

location to central room. As the same of wi-fi, transceiver also can be used in transferring

data by system. Transceiver is a tool which is able to transfer and receive data in FM

(Frequency Modulation) wave. But, transceiver only can facilitate the system in little

capacities where it is only about 16 kbps (kilobit per second).System has to divide the data of the analysis into two parts, the large file and small file.

The large file will be sent by wi-fi facility, and transceiver will be used for small file

transferring and receiving data. The small data can be converted in binary code and sent

to the central room. These are several data which are can be converted in binary code:

1. Vehicles Counting

2. Vehicles Speed

3. Vehicles Classification

4. Incident Detection

In order to use this capability, system needs a computer in each site at selected areas. The

computer will do all the procedure before sending the data to the central room. And in

this part, system use transceiver as a facility for sending the data.


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For the large file, system will use wi-fi capability to overcome receiving and transferring

data. The file data which are categorized as large file are movie file (for investigating),

CCTV controller command and so on.

SYSTEM EQUIPMENTS

In order to support the system, equipments are needed to install in the several zones at the

coverage area. System equipments are divided by big four categories, we have already

listed the main equipments and their specifications which are mentioned at the listing

below.


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CENTRAL CONTROLLER ROOM

VARIABLE MESSAGE SIGN

In order to inform the data as a visual sign to vehicle driver.The specifications are: 2-line signs offer 12 characters of 320mm text, or 16 characters at 400mm

3-line signs offer 18 characters at 400mm

Aluminum enclosure, fully welded with internal strength and support members

Data which will be sent to VMS will directly appear in VMS as soon as analyzing

finished by the central room. Figure 21 will explain the process of information system

that is received by vehicle drivers

TRAFFIC CONTROL CENTRE

MP

MP

MP

MP

Smart CameraMicroprocessor

TrafficManagementExpert System

TravellersInformationSystem

TrafficControlSystem

Traffic IncidentDetection &respn System

TrafficSurveillanceSystem

PavementMaintenanceSystem

DisasterDetection &responceSystem

PublicTransport Inf.

GPS

Wide Area Wireless

Fixed-point to fixed-point communications

Intelligent Urban Traffic Management System


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Camera

In order to take the images from the coverage area The specifications are

Tamper Resistant Housing. Automatic Heater & Blower for Extreme Temperature.

Estimating the required bandwidth is much easier than actually getting it!

1. Find the average image size (usually given in Kilobytes) produced by your

transmission method. Image size is comprised of:


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a. Compression type (JPEG, MPEG4, etc)

b. Resolution 352X240(1CIF), 704X480 (4CIF), 1280X1024 (16CIF)

c. Percent of motion

2. Multiply by 8 to get bits

3. Multiply by the desired number of images per second (30 ips is real time)For example,

If our image size is 8KB and we are interested in 30 ips

8 x 8 x 30 = 1,920Kbps (1.9Mbps)

8 x 8 x 15 = 960Kbps

8 x 8 x 7 = 448Kbps

Remember this is PER CAMERA PER SECOND.

Some types of CCTV

THE BENEFITS OF USING (UTC) INCLUDE:

Making travel more efficient (safer, less polluting, cheaper, better informed travel);

Helping to achieve Best Value within network management as a result of greater

Information gathering and improved decision making;

Simplifying public transport use by providing accurate real time information about

services;

Reducing the effects of pollution from vehicles by better traffic management;


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Reducing the number of accidents by providing drivers with more information about

Conditions on the roads they are using;

Helping drivers find the best route to their destination, and changing that route if

Major incidents occur on it;

Improving the security of public transport passengers and staff by providing extraCommunications,

CCTV and better information;

FINANCIAL IMPLICATIONS

We estimate the cost of this project to be RM 66001.6Thousand in money-of-the-day -

prices, broken down as follows -

1-Traffic Control System and Equipment

2- ATC controllers and Detectors

3- Computer hardware and software, including installation

4-(CCTV) roadside equipment including cameras

5- Controller box (IPC, electric measurer, steel housing)

6-Control room

TOTAL (RM) = 66001.6

RM Thousand

20000

30000.7

10000.9

4000

1000


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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

teamrecommends 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.

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

It is undeniable that setting up a ITS system in this Kajang town area would

b i d i i it ill h l t l th ti i K j

Project Report Kajang ITS

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Transcript of Project Report Kajang ITS