Assingment 3 Rasha Salah Ahmed& Sarah Hazim

7/28/2019 Assingment 3 Rasha Salah Ahmed& Sarah Hazim

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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
http://ifolio.ukm.my/course/4872/task/answer/2546http://ifolio.ukm.my/course/4872/task/answer/2546


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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.
http://en.wikipedia.org/wiki/Selangorhttp://en.wikipedia.org/wiki/Malaysiahttp://en.wikipedia.org/wiki/Hulu_Langathttp://en.wikipedia.org/wiki/Kuala_Lumpurhttp://en.wikipedia.org/wiki/Kuala_Lumpurhttp://en.wikipedia.org/wiki/Hulu_Langathttp://en.wikipedia.org/wiki/Malaysiahttp://en.wikipedia.org/wiki/Selangor


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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.
http://en.wikipedia.org/w/index.php?title=Sungai_Chua&action=edit&redlink=1http://en.wikipedia.org/wiki/Kajang_Dispersal_Link_Expresswayhttp://en.wikipedia.org/wiki/Kajang_Dispersal_Link_Expresswayhttp://en.wikipedia.org/wiki/Majlis_Perbandaran_Kajanghttp://en.wikipedia.org/wiki/Majlis_Perbandaran_Kajanghttp://en.wikipedia.org/wiki/Kajang_Dispersal_Link_Expresswayhttp://en.wikipedia.org/wiki/Kajang_Dispersal_Link_Expresswayhttp://en.wikipedia.org/w/index.php?title=Sungai_Chua&action=edit&redlink=1


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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
http://wwwapps.tc.gc.ca/innovation/its/eng/architecture/static/general/reference/glossary.htm#systemhttp://wwwapps.tc.gc.ca/innovation/its/eng/architecture/static/general/reference/glossary.htm#system


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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
http://en.wikipedia.org/wiki/Controller_(control_theory)http://en.wikipedia.org/wiki/Concretehttp://en.wikipedia.org/wiki/New_York_Cityhttp://en.wikipedia.org/wiki/Loop_detectorhttp://en.wikipedia.org/wiki/Loop_detectorhttp://en.wikipedia.org/wiki/Relayshttp://en.wikipedia.org/wiki/Fail-safehttp://en.wikipedia.org/wiki/Fail-safehttp://en.wikipedia.org/wiki/Relayshttp://en.wikipedia.org/wiki/Loop_detectorhttp://en.wikipedia.org/wiki/Loop_detectorhttp://en.wikipedia.org/wiki/New_York_Cityhttp://en.wikipedia.org/wiki/Concretehttp://en.wikipedia.org/wiki/Controller_(control_theory)


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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_controller


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Fig (6): traffic light system architecture.
http://www.google.com/url?sa=i&rct=j&q=traffic%20light%20system%20DIAGRAMS&source=images&cd=&cad=rja&docid=pJ855OxHrsje9M&tbnid=E8Rys9gAoqIa1M:&ved=0CAUQjRw&url=http://nowwireless.com/metro/trafficlights.html&ei=QaFhUan2KI7jrAf2joDgBQ&psig=AFQjCNFbvYIYSp8obMA6UQGQ4-YxNRt3Bg&ust=1365438452206110


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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.
http://www.tattile.it/new.site/start.htm


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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#VC


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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.
http://bssc.sel.sony.com/BroadcastandBusiness/markets/10005/keyproduct_smart.shtml?navid=sonys_next_in_line_smart_camera___xci_v3_vga_smart_camerahttp://www.fotocontrollo.com/smartcam.htmhttp://www.visionsys.it/telecamere.html


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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.

Assingment 3 Rasha Salah Ahmed& Sarah Hazim

Documents

Transcript of Assingment 3 Rasha Salah Ahmed& Sarah Hazim