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Assignment no .3
Architecture
Intelligent Urban Traffic Control System
(KKKA 6424)
Supervisor
Prof. Dr. Riza Atiq Abdullah OK
Prepared by: Rasha salah ahmed P64799
Sarah hazim P65407
8. April.2013
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OVERVIEW
Kajang:
Fig (1) Kajang map
Kajang is a town in the eastern part ofSelangor, Malaysia. Kajang is the
district capital ofHulu Langat. It is located 21 kilometers (13 mi) from
Malaysia's capital, Kuala Lumpur.
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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-to-be-realized
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.
Urban Traffic Congestion
Urban road networks in many of today's European cities and Asian cities
exhibit high levels of traffic congestion during peak periods. Although
congestion problems generally do not last more than an hour or so, there are
examples of cities, such as Lagos and Bangkok, when traffic comes to a
standstill for long periods of the day. It is generally accepted that the
problem of urban traffic congestion has now reached such proportions that it
is no longer merely a nuisance; it is becoming a threat to the economicviability of urban centers.
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Longley (1968) identifies two forms of traffic congestion.
a) Primary congestion: caused by the development of queues at controlled
junctions, and
b) Secondary congestion: arising from the blockage of other junctions by
primary congested traffic.
One of the reasons of congestion problem is lake in coordinate between
adjacent traffic signal controls, resulting in inefficient progressive traffic
flows.
As well as the inability of existing sensors to determine actual traffic
demand and the conventional control methodology is unable to determine
suitable green time split whenever the traffic demand exceeds capacity.
Mean will there are many strategies to reduce congestion such as smart
growth, HOV lane, road pricing and ride share programs and others.
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Objective of our study:
The most important goal of our study is formulate solutions for urban
transport system with low cost by optimizing traffic flows along a few
selected arterial routes in typical mid-size Malaysian urban environment.
The study area:
Our study area is Kajang _Selangor we aim to propose a suitable physical
and logical architecture for Kajang Traffic Management.
Advanced Traffic Management Systems
Advanced traffic management systems (ATMS) seek to reduce, or at least
contain traffic congestion and improve traffic flow in urban environments by
improving the efficiency of utilization of existing infrastructures.
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These systems typically seek solutions to congestion problems occurring on
urban freeways and surface streets through the deployment of state-of-the-art
sensing, communications, and data-processing technologies.
Problems considered include both congestion caused by regular traffic
patterns (congestion management systems) and traffic problems caused by
stalled vehicles or other unpredictable incidents (incident management
systems).
ATMS typically attempt to take advantage of information that can be
provided by roadside traffic sensors.
These systems typically attempt to use available traffic information to
develop optimal traffic control strategies addressing traffic needs at a single
intersection, along an arterial or freeway, along a given corridor, or
throughout a given area. Real-time solutions capable of automatically
adjusting to changes in traffic conditions are often sought.
These systems also frequently rely on variable message signs or other
information dissemination technologies to provide relevant traffic
information and travel recommendations to travelers.
With the goal of improving traffic flow, The National ITS Architecture
defines the following primary goals and metrics for ITS:
Increase transportation system efficiency,Enhance mobility, Improve safety,
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Reduce fuel consumption and environmental cost, Increase economic productivity, andCreate an environment for an ITS market.
PROPOSED AUTOMATIC AND INTELLIGENT URBAN
TRAFFIC CONTROL (UTC):
The optimization operation could be carried out automatically if an
intelligent UTC were installed on site. The proposed intelligent UTC in this
report is based on fully distributed system because of the following reasons:
The system could be adopted easily into the existing systemCapital and operation costs are cheaper than that of centralized system It could be expanded to almost unlimited expansion
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In contrast, most of the existing urban traffic controls are 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.
Architecture
Architectureis a framework within which a system can be built;
Requirements dictated what functionality the architecture must satisfy.
Architecture functionally defines what the pieces of the system are and the
information that is exchanged between them. Architecture is functionally
oriented and not technology-specific which allows the architecture to remain
effective over time. It defines "what must be done," not "how it will be done.
Key Concepts of the ITS Architecture:
Because of the extensive geographic and functional scope of the ITS
Architecture in Malaysia and the requirements, which drove its
development, it is structured somewhat differently and uses different
terminology than is typically used today in the transportation community.
Accordingly, general names were given to the physical transportation systemcomponents and locations in order to accommodate a variety of local design
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choices and changes in technology or institutional arrangements over time.
This allows the general structure of the ITS Architecture for Malaysia to
remain stable while still allowing flexibility and tailoring at the local
implementation level. This difference in language can be easily overcome
with a better understanding of how the ITS Architecture is organized and
how it relates to familiar systems of today.
Logical Architecture
A logical architecture is best described as a tool that assists in organizing
complex entities and relationships. It focuses on the functional processes and
information flows of a system. Developing a logical architecture helps
identify the system functions and information flows, and guides
development of functional requirements for new systems and improvements.
A logical architecture should be independent of institutions and technology,
i.e., it should not define where or by whom functions are performed in the
system, nor should it identify how functions are to be implemented.
The logical architecture of the ITS Architecture defines a set of functions (or
processes) and information flows (or data flows) that respond to the user
service requirements discussed above. Processes and data flows are grouped
to form particular transportation management functions (e.g., manage traffic)
and are represented graphically by data flow diagrams (DFDs), or bubble
charts, which decompose into several levels of detail. In these diagrams,
processes are represented as bubbles and data flows as arrows.
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Processes can be further broken down into sub-processes. At the lowest level
of detail in the functional hierarchy are the process specifications (referred to
as PSpecs in the documentation). These process specifications can be
thought of as the elemental functions to be performed in order to satisfy the
user service requirements (i.e., they are not broken out any further). The
information exchanges between processes and between PSpecs are called the
(logical) data flows.
Figure (2): Distributed Control Architecture
PHYSICAL ARCHITECTURE:
Physically the system consists of four basic components, namely the Smart
Camera sensor for collecting traffic data, the Intelligent Controller for
controlling traffic flows at an individual intersection, the Intelligent
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Coordinator for coordinating the timing of an individual controller with its
neighbor and the Smart Traffic Advisor. The Smart Advisor is an Expert
System that gives advice to the city traffic manager to disperse congested
traffic as quickly as possible. It is based on knowledge acquired from a
number of experienced traffic managers and relevant personnel from the
Kuala Lumpur Traffic Police Department.
The Local Area Network (LAN) approach was adopted to link up all
controllers as shown in Figure 2. Each computer or micro-processor at the
traffic light controller is given an IP (Internet Protocol) address. Each
computer will share traffic data and timing with its neighbour 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
give priority flows for an intended route.
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Figure (3): logical &physical architecture
Figure (4):Local Area Network for Network of Traffic Controller
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1.Over all diagram :
Figure (5): over all diagram of Kajang transportation system.
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2.Traffic Light SystemTraffic Light Systems can help with your traffic management requirements
from simple system design to integrated security and traffic control
installations.
A traffic signal is typically controlled by a controllerinside a cabinet
mounted on a concretepad. Although some electro-mechanical controllers
are still in use (New York City still has 4,800), modern traffic controllers are
solid state. The cabinet typically contains a power panel, to distribute
electrical power in the cabinet, a detector interface panel to connect to loop
detectors and other detectors; detector amplifiers; the controller itself; aconflict monitor unit; flash transferrelays; a police panel, to allow the police
to disable the signal; and other components.
Traffic controllers use the concept ofphases, which are directions of
movement grouped together. For instance, a simple intersection may have
two phases: North/South, and East/West. A 4-way intersection with
independent control for each direction and each left-turn will have eight
phases. Controllers also use rings; each ring is an array of independent
timing sequences. For example, with a dual-ring controller, opposing left-
turn arrows may turn red independently, depending on the amount of traffic.
Thus, a typical controller is an 8-phase, dual ring control.
Solid state controllers are required to have an independent conflict monitor
unit (CMU), which ensures fail-safe operation. The CMU monitors the
outputs of the controller, and if a fault is detected, the CMU uses the flash
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transfer relays to put the intersection toFLASH, with all red lights flashing,
rather than displaying a potentially hazardous combination of signals. The
CMU is programmed with the allowable combinations of lights, and will
detect if the controller gives conflicting directions a green signal, for
instance.
In the late 1990s, a national standardization effort known as the Advanced
transportation controller(ATC) was undertaken in the United States by the
Institute of Transportation Engineers.[3]The project attempts to create a
single national standard for traffic light controllers. The standardization
effort is part of the National Intelligent transportation systemprogram
funded by various highway bills, starting with ISTEA in 1991, followed by
TEA-21, and subsequent bills. The controllers will communicate using
National Transportation Communications for ITS Protocol(NTCIP), based
on Internet Protocol, ISO/OSI, and ASN.1.[3]
Traffic lights must be instructed when to change phase and they are usually
coordinated so that the phase changes occur in some relationship to other
nearby signals or to the press of a pedestrian button or to the action of a
timer or a number of other inputs.
http://en.wikipedia.org/wiki/Advanced_transportation_controllerhttp://en.wikipedia.org/wiki/Advanced_transportation_controllerhttp://en.wikipedia.org/wiki/Institute_of_Transportation_Engineershttp://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Intelligent_transportation_systemhttp://en.wikipedia.org/wiki/ISTEAhttp://en.wikipedia.org/wiki/NTCIPhttp://en.wikipedia.org/wiki/Internet_Protocolhttp://en.wikipedia.org/wiki/ISO/OSIhttp://en.wikipedia.org/wiki/ASN.1http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/ASN.1http://en.wikipedia.org/wiki/ISO/OSIhttp://en.wikipedia.org/wiki/Internet_Protocolhttp://en.wikipedia.org/wiki/NTCIPhttp://en.wikipedia.org/wiki/ISTEAhttp://en.wikipedia.org/wiki/Intelligent_transportation_systemhttp://en.wikipedia.org/wiki/Traffic_light_control_and_coordination#cite_note-tss-3http://en.wikipedia.org/wiki/Institute_of_Transportation_Engineershttp://en.wikipedia.org/wiki/Advanced_transportation_controllerhttp://en.wikipedia.org/wiki/Advanced_transportation_controller7/28/2019 Assingment 3 Rasha Salah Ahmed& Sarah Hazim
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Fig (6): traffic light system architecture.
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System Architecture
For our tests, only the pedestrian signal and call buttons were implemented
with smart signal design leaving the traffic lights under conventional traffic
control operations. Fig. is a block diagram of the distributed traffic system
architecture that was built and tested for this investigation. It consists of two
independent Ethernet networks: one to provide communications with the
traffic controller and one network for the real-time control of the distributed
smart signals. The bridge node that interfaces with the traffic controller uses
the National Transportation Communications ITS Protocol (NTCIP). Also
attached to the NTCIP network are two Windows based computers for
simulation and configuration. The Traffic Operations computer generates
messages to alter traffic signal timing representative of control from a traffic
operations center. This computer was also used to implement preemption
and setup the timing plans in the Traffic controller.
3.Smart Surveillance SystemClosed-circuit television, also known as CCTV in short, is the usage of
video cameras for surveillance in areas that require monitoring such as
banks, casinos, airports, military installations, and convenience stores.
Here, we shall refer to surveillance as the monitoring of the behavior
and actions of people, for the purpose of influencing, managing and
protecting.
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Using CCTV for surveillance of the public is prevalent in many parts
of the world, especially in the United Kingdom, where there are more
cameras per citizen than any other country.
In Singapore, as part of the new S$160 million Community Policing
System in April 2012, the police have started the installation of
cameras at 300 public housing blocks and multi-store car parks, and
aims to increase the number to 10,000 by 2016.
Some common uses of CCTV surveillance:
Prevent crime
The presence of a CCTV system can help to deter and identify
potential criminals, as they are aware that their wrongdoings will be
caught on footage. They will think twice about committing a crime due
to the increased fear of being apprehended, thus reducing crime rate
effectively, albeit not entirely. Also, in some cases, the police might be
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able to identify criminals by accessing the relevant CCTV footages
which can potentially lead to the faster arrest of these culprits.
Monitoring staff at work
Employers can monitor the actions of their employees through the use
of CCTV to ensure that employees perform work-related activities
during their working hours and not disseminate confidential
information or trade secrets to others.
Traffic monitoring
In Singapore, the Expressway Monitoring and Advisory System
(EMAS) is used by the Land Transport Authority (LTA) to detect
congestions or accidents and notify motorists of adverse traffic
conditions as soon as possible. Also, red-light and speed cameras are
installed to identify reckless motorists who do not abide by the traffic
rules. It also acts as deterrence for motorists to keep their speed limit in
check and not cause danger to other road users.
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Requirements of a Smart Camera
In general a smart camera is comprised of a sensor, a processing and a
communication unit. In this section we briefly discuss the requirements for
each of these units as well as some system wide requirements.
1. Sensor RequirementsThe image sensor is the prime input for a smart camera. An appropriate
image quality is, therefore, essential for the performance of the entire
system.
2. Dynamic Range Traffic surveillance applications enforce highdemands on the image sensor. Typical traffic situations may contain a
high dynamics, e.g., when high-intensity areas, such as the high-beam
of a vehicle, appear concurrently with low-intensity areas such as the
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cars silhouette at night. Image sensors with high dynamic range and
little blur are preferred for these applications. Additionally, high
dynamic-range sensors ease the design of the camera control and the
control of the lens aperture in changing light conditions.
3. Resolution and Frame Rate Many available image sensors featureonly small image formats such as CIF and QCIF. These formats are
acceptable for cell phones. However, surveillance cameras require a
larger resolution due the requirements of the image processing and the
operators. Note that many currently available surveillance systems
deliver images in PAL resolution (720x576 pixels). Most image
processing algorithms for the smart camera are based on monochrome
input; however, the operators prefer color images for manual
surveillance. The maximum frame rate (in fps) is another important
parameter of the smart camera. It is determined by the image sensor
and succeeding image processing stages. A frame rate of 15 fps is
aimed for live video and fast response times of the image processing
tasks.
4. Digital Interface In order to reduce the effect of temperature drift andaging as well as to avoid glue logic the image sensor has to deliver
digital video output. Thus, the sensor has to include analog amplifiers
and ADCs.
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Architecture of the Smart Camera
System Overview:
For traffic surveillance the entire smart camera is packed into a single
cabinet which is typically mounted in tunnels and aside highways. The
electrical power is either supplied by a power socket or by solar panels.
Thus, our smart camera is exposed to harsh environmental influences such
as rapid changes in temperature and humidity as well as wind and rain. It
must be implemented as an embedded system with tight operating
constraints such as size, power consumption and temperature range.
Architecture
As depicted in Figure 2.1, the smart camera is divided into three major parts:
(i) the video sensor, (ii) the processing unit, and (iii) the communication
unit.
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Video Sensor The video sensor represents the first stage in the smartcameras overall data flow. The sensor captures incoming light and
transforms it into electrical signals that can be transferred to the processing
unit. A CMOS sensor best fulfills the requirements for a video sensor. These
sensors feature a high dynamics due to their logarithmic characteristics and
provide on-chip ADCs and amplifiers.
Processing Unit The second stage in the overall data flow is the processingunit. Due to the high-performance on-board image and video processing the
requirements on the computing performance are very high. A rough
estimation results in 10 GIPS computing performance. These performance
requirements together with the various constraints of the embedded system
solution are fulfilled with digital signal processors (DSP). The smart camera
is equipped with two TMS320DM642 DSPs from Texas Instruments
running at 600 MHz. Both DSPs are loosely coupled via theMultichannel
Buffered Serial Ports(McBSP), and each processor is connected to its own
local memory. The video sensor is connected via a FIFO memory with one
DSP to relax the timing between sensor and DSP. The image is then
transferred into the DSPs external memory with a capacity between 8 MB
and 256 MB.
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Communication Unit The final stage of the overall data flow in our smart
camera represents the communication unit. The processing unit transfers the
data to the processing unit via a generic interface. This interface eases the
implementation of the different network connections such as Ethernet,
wireless LAN and GSM/GPRS. For the Ethernet network interface only the
physical-layer has to be added because the media-access control layer is
already implemented on the DSP. A second class of interfaces is also
managed by the communication unit. Flashes, pantilt- zoom heads (PTZ),
and domes are controlled using the communication unit. The moving parts
(PTZ, dome) are typically controlled using serial interfaces like RS232 and
RS422. Additional in/outputs are also provided, e.g., to trigger flashes or
snapshots.
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The smart surveillance system in this proposal can be used in
order to:
Detecting vehicle presence.Detecting incident which is occurred at the lanes.Detecting the disaster such as flash flood.Detecting the certain circumstances such as the movement of ambulance.Patrol cars and fire-engines. Classifying vehicles that are using the route.Measuring the vehicles speed in order to observe their movement andThe speed limit.Carrying out traffic counting for current reference data.Counting the queue length in order to setting up the offset time.
Samples of smart camera systems available in themarkets:
Tattile
2 models, 400MHz XScale, Ethernet, RS232, RS485, USB,640x480 --> 1400x1000pxls, several resellers, 25frames/sec, 3-5000 EUR,
C programming or graphic development tool, Italian Company, Worldwideresellers, site in English.
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Neuro Check
3 models, 640x480 --> 1280x1024, B/W & Color, actually a fairly smallsized, 1Kg, 266MHz Pentium II PC running Windows and visualdevelopment, priced 6.000-9.000EUR, site in Eng, Ita, Ger.
Fibervision
Based onVision Components' advanced smart cameras, applications can beconfigured with user friendly software on PC or within the smart camera.
Basler Video Technologies
CMOS, 640x480, 60-180fps, B/W or Color, with hidden LINUX PC(151x55x60mm, 600g), open-source development tools.
http://www.smartcamera.it/links.htm#VChttp://www.smartcamera.it/links.htm#VChttp://www.smartcamera.it/links.htm#VChttp://www.baslerweb.com/produkte/produkte_en_13450.phphttp://www.fibervision.de/en/products/caminax.htmhttp://www.neurocheck.com/products/catalogue/nccompact_e.htmlhttp://www.smartcamera.it/links.htm#VC7/28/2019 Assingment 3 Rasha Salah Ahmed& Sarah Hazim
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Vision Systems
Two models (648x480 &1280x1024), CMOS, embedded PC104.
Robot - LINDBLAD & PIANA SRL
4 models, B/W & color, 50fps, embedded PC, traffic control and platelicense recognition (site in Italian)
Sony
400MHz embedded PC (Geode), Win XP or Linux, 1280x1024 @ 15fps,640x480 @ 60fps, approx 3800USD
VMS
Introduction and Usage
Variable Message Signs (VMS) are traffic control devices used to provide
motorist en-route traveler information.
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They are commonly installed on full-span overhead sign bridges, post-
mounted on roadway shoulders, and overhead cantilever structures.
The information is most often displayed in real-time and can be controlled
either from remote centralized location or locally at the site.
Traveler information displayed on VMS may be generated as a result of a
planned or unplanned event, which is programmed or scheduled by
operations personnel.
The objective of the sign display is to allow the motorist time to avoid an
incident, prepare for unavoidable conditions, or to give travel directions.The goal is to have a positive impact on the motorists travel time and ensure
travelers safety.
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Types of VMS Technology and Their Usage
Types of Signs:
Portable/Trailer: These are used for temporary setup and display of
information at various locations. EX: Side of road for construction, disasters,
detours, closures. Trailers can have solar panels, generators, or run on
120VAC.
Fixed Structure: Permanently mounted signs can be:
Post mountedBridge mounted
Sign structures have multiple access types:
Front accessRear accessWalk-in.Matrix Display Types
Messages are limited by the types of VMS used and its display space
configuration or matrix. There are three types of matrix displays: Character,
Line, and Full.
Character Matrix: Contains separate display space made available for
each letter of the text message. A character matrix configuration of 6horizontal and 2 vertical has only 12 character spaces available.
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Full Matrix: Contains no physical separations between individual characters
or lines in the message. A message can be shown at any size and location as
long as it is within the display space.
Maintenance Operations Construction Notices
Special Event Notice & Motorist Instructions Severe Weather Announcements
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Other Roadway Information
Communication System
A good communication system is very crucial in an urban traffic control for
the following purposes:
Synchronization of controller timer at each intersection for offsetimplementation.
Exchange of traffic data between controllersMalfunction 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.
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Estimated cost
Low cost solution
Low cost solutions are the second outcome of this study, ranging fromsetting 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.
CONCLUSION
1.Economic growth in Kajang will lead to further demand formotorway travel and subsequently, if unaddressed, further
congestion. Unfettered congestion in Kajang motorways has been
identified as a potential major constraint of the future prosperity of
the city.
2.Productivity growth will increase the demand for transport as morepeople are in work and also as a result of increasing business
activity. Without countervailing measures, the trend of longer
commuting and other trips, in part associated with increased
personal wealth will continue. Congestion around the cities is set
to increase.
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3.This report has examined the potential of ITS measures to reducethe impacts of congestion on the kajangs road network. The
measures could, if implemented, produce considerable benefit to
the Kajang transport network. However to achieve this, action is
required on a number of fronts and from a variety of stakeholders.
Moreover, ITS measures should not be the only approach to
relieving congestion. Already, Kajang has identified its priorities
for targeted investment to enhance network capacity and parallel
work to this report has considered the potential role for smarter
travel choices.
4.ITS measures tend to fall into three groupsthose based only in-vehicle (Lane Departure Warning, Active Cruise Control, for
example), those based on roadside infrastructure (Active Traffic
Management, Variable Messaging Signs etc.) and those needing
both in-vehicle and outside support (Intelligent Speed Adaptation,
potential Intelligent Infrastructure Systems, potential intelligent
platooning etc.). It is the last category that is most contentious,
potentially having significant benefits, but requiring national
regulation.
5.Although some of the ITS measures are still being developed orunder research many of the measures presented in this report have
been successfully implemented as part ofimproving the driving
experience from car manufacturers (e.g. Active Cruise Control,
Lane Departure Warning), by the Highways Agency (VMS, ATM,
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etc.) or are being actively researched in real life scenarios in parts
of the world (e.g. Intelligent Speed Adaptation). Work is needed
by the implementers of these technologies to evaluate the on-going
benefits of these initiatives.
6.The government of Malaysia could help promote this researchthough actively working with Malaysia universities. Each have
well established departments, which able to research and work in
the ITS field.