Proposed Intelligent Transport System Deployments in Kajang City

1

FACULTY OF ENGINEERING

AND BUILD ENVIRONMENT

PROPOSED INTELLIGENT TRANSPORT SYSTEM

DEPLOYMENTS IN KAJANG CITY

SUPERVISED BY

PROF.IR.RIZA ATIQ

PREPARED BY

ALI AKRAM SABER (P71082)

ALI EMAD JEHAD (P71084)

HAITHAM THAMER ISMAEL (P71057)

2

CONTENTS:-

The Subject Page no.

INTRODUCTION 4

PROBLEM STATEMENT 5

OBJECTIVES OF STUDY 5

INTERSECTIONS 5

AREA OF STUDY 6

STUDY METHODOLOGY 7

INTRODUCTION 7

MANUAL TRAFFIC VOLUME COUNTS METHOD 8

CAPACITY/SATURATION FLOW RATE 9

DETERMINATION OF OPTIMUM CYCLE TIME 11

INTERSECTION 1 11

INTERSECTION 2 12

OVERALL ARCHITECTURE OF THE SYSTEM 13

THE ARCHITECTURE VIEW OF ITS 14

THE ITS ARCHITECTURE IS COMPRISED OF THREE

LAYERS15

LOGICAL ARCHITECTURE 17

PHYSICAL ARCHITECTURE: 19

DIFFERENCE BETWEEN PHYSICAL & LOGICAL

ARCHITECTURE:21

ADAPTIVE TRAFFIC CONTROL 21

ADAPTIVE TRAFFIC SIGNAL CONTROL (ATSC) 21

OPERATIONS OF ADAPTIVE SIGNAL CONTROL 22

SCATS® - THE BENCHMARK IN URBAN TRAFFIC

CONTROL22

HOW SCATS® WORKS? 23

WHY YOU SHOULD CHOOSE SCATS® FOR YOUR TOWN 25

3

OR CITY?

THE SMART SURVEILLANCE SYSTEM 28

TRAFFIC SURVEILLANCE CAMERAS 30

PROPOSED (ITIS®) IN KAJANG 30

ITIS® BENEFITS 32

PUBLIC TRANSPORT MANAGEMENT SYSTEM 33

VARIABLE MESSAGE SYSTEM (VMS) 35

PORTABLE DYNAMIC MESSAGE SIGNS 36

COMMUNICATION SYSTEM 37

What Does the ITS Communications Office Do? 38

THE SERVICE PROVIDED TO DRIVERS INCLUDES: 38

ALERT PAGING SYSTEM 39

CABLE TV 40

TRAVELER’S ADVISORY RADIO SYSTEM 40

ESTIMATED COST OF INTELLIGENT TRANSPORT SYSTEM 41

CONCLUSION: 42

REFERENCES 43

INTRODUCTION

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

the district capital of Hulu Langat. It is located 21 kilometers (13 mi) from

Malaysia's capital, Kuala Lumpur.

4

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.

PROBLEM STATEMENT:

The traffic at the intersection during peak hours is regularly and very

crowded as results to the huge number of cars reaching the carrying capacity of

5

the road. Long queues at the intersections are another problem facing traffic

stream. Also the increasing in growth population and number of condominiums

that inhabited by foreign students those came from different countries, will also

increase number of cars that will run all streets of Kajang additional to the local

PEPOLE.

OBJECTIVES OF STUDY:

An alternative solution will be presents to solve out the traffic jam at the

intersection during peak hours.

The capacity of the will increase and the movement of vehicles will

become a streamline and more fluent.

Deploy ITS technologies (VMS, CCTV, Communication System, etc.) to

ease traffic stream and movement among the city-centers.

Decrease travel time from residential area to the commercial area for

example from Pearl Avenue to Kajang Town to the half at least people.

INTERSECTIONS:

Intersections are an important part of the highway system. The operational

efficiency, capacity, safety, and cost of the overall system are largely dependent

upon its design, especially in urban areas. The primary objective of intersection

design is to provide for the convenience, ease, comfort, and safety of those

traversing the intersection while reducing potential conflicts between vehicles,

bicycles, and pedestrians.

AREA OF STUDY:-

To study the traffic condition in Kajang we propose three intersections as

to represent Kajang city, one intersection that located in residential area (Taman

6

Sepakat Indah), the other two are located in the heart of Kajang city (Sungai

Chua), represented an offset successive intersections.

STUDY METHODOLOGY

INTRODUCTION

7

Traffic volume studies are conducted to determine the number,

movements, and classifications of roadway vehicles at a given location. These

data can help identify critical flow time periods, determine the influence of

large vehicles or pedestrians on vehicular traffic flow, or document traffic

volume trends. The length of the sampling period depends on the type of count

being taken and the intended use of the data recorded. For example, an

intersection count may be conducted during the peak flow period. If so, manual

count with 15-minute intervals could be used to obtain the traffic volume data.

Optimization Procedure

MANUAL TRAFFIC VOLUME COUNTS METHOD

Most applications of manual counts require small samples of data at any

given location. Manual counts are sometimes used when the effort and expense

8

of automated equipment are not justified. Manual counts are necessary when

automatic equipment is not available.

Manual counts are typically used for periods of less than a day. Normal

intervals for a manual count are 5, 10, or 15 minutes. Traffic counts during a

Monday morning rush hour and a Friday evening rush hour may show

exceptionally high volumes and are not normally used in analysis; therefore,

counts are usually conducted on a Tuesday, Wednesday, or Thursday.

Intersections Layout

PhaseNo. of Lanes

Saturation Traffic Flow

per lane (car/hr)

Total Saturation Flow

(car/hr)

Actual Flow (car/hr)

9

1 3 1800 5400 19902 2 1800 3600 10303 3 1800 5400 1140

Total 5400 14400 4160

PhaseNo. Of Lanes

Saturation Traffic Flow

Per Lane (Car/Hr)

Total Saturation Flow

(Car/Hr)

Actual Flow (Car/Hr)

1 3 1800 5400 15202 4 1800 7200 18403 4 1800 7200 1770

Total 5400 19800 5130

CAPACITY/SATURATION FLOW RATE

Capacity at signalized intersections is based upon the concept of

saturation flow and saturation flow rate. Saturation flow rate is given the

symbol s and is expressed in units of vehicles per hour of effective green time

(vph) for a given lane group.

The flow ratio for a given lane group is defined as the ratio of the actual

or projected demand flow rate for the lane group (vi) to the saturation flow rate

(si). The flow ratio is given the symbol (v/s)i (for lane group i).

The capacity of a given lane group may be stated as

Ci= SiGi /C

Where;

ci = capacity of lane group i, vph,

si = saturation flow rate for lane group i, vphg,

Gi/C = effective green ratio for lane group i.

10

Saturation flow rate is defined as the flow rate per lane at which vehicles can

pass through a signalized intersection in such a stable moving queue. By

definition, it is computed as

s = 3,600/h

Where;

s = saturation flow rate (vphgpl).

h = saturation headway (sec).

3,600 = number of seconds per hour.

Phase

No. of

Lanes

Saturation Traffic

Flow per lane (car/hr)

Total Saturation Flow (car/hr)

Actual Flow (car/hr

)

Flow Saturation Flow Ratio

Green

Time Split

Green

Time (sec.)

Que Length / veh.

1 3 1800 5400 1990 0.37 0.43 66 222 2 1800 3600 1030 0.29 0.33 51 63 3 1800 5400 1140 0.21 0.24 38 13

Total 5400 14400 4160 0.87 1.00 155

Phase No. of

Lanes

Saturation Traffic

Flow per lane (car/hr)

Total Saturation Flow (car/hr)

Actual Flow (car/hr

)

Flow Saturation Flow Ratio

Green

Time Split

Green

Time (sec.)

Que Length /

veh.

1 3 1800 5400 1520 0.28 0.36 56 92 4 1800 7200 1840 0.26 0.33 51 83 4 1800 7200 1770 0.25 0.31 49 13

Total 5400 19800 5130 0.78 1.00 155

DETERMINATION OF OPTIMUM CYCLE TIME

11

The data obtained from the intersection are made in the previous section

are analyzed. The objective was development cycle times which minimizes

vehicle delay.

For optimum time, Webster method is used for calculation as it is a

widely used and easily understood method. The Webster formula is given as

follows (Webster & Cobbe 1966):

Co=1.5 L1−Y

Where;

Co = Optimum cycle time in second.

L= Lost time in one cycle which includes all red time and start up delay.

For Malaysian condition, 3 to 4 seconds per phase can be used.

Y= Summation of critical flow ratio with saturation flows at all

approaches.

INTERSECTION 1

Phase 1 Green time = 65.97860963 Take 66 sec.



Total Green time = 155 sec.

Cycle time = 155 + 15 = 170 sec.

INTERSECTION 2

12




Total Green time = 155 sec.

Cycle time = 155 + 15 = 170 sec.

OVERALL ARCHITECTURE OF THE SYSTEM:

13

ITS Architecture provides a common framework for planning, defining,

and integrating intelligent transportation systems. It is a mature product that

reflects the contributions of a broad cross-section of the ITS community

(transportation practitioners, systems engineers, system developers, technology

specialists, consultants, etc.).

The architecture defines:

The functions (e.g., gather traffic information or request a route) that are

required for ITS.

The physical entities or subsystems where these functions reside (e.g., the

field or the vehicle).

The information flows and data flows that connect these functions and

physical subsystems together into an integrated system.

THE

ARCHITECTURE VIEW OF ITS

14

The architecture view is an interconnected presentation of all of the

components of the ITS Architecture. A variety of entry points allow you to start

with any of these components. Once in, you can easily navigate from

component to component to find what you need. This view of the architecture is

possible because of the traceability that is maintained between each of the

architecture components.

THE ITS ARCHITECTURE IS COMPRISED OF THREE LAYERS.

15

THE INSTITUTIONAL LAYER:

The Institutional Layer includes the institutions, policies, funding

mechanisms, and processes that are required for effective implementation,

operation, and maintenance of an intelligent transportation system.

THE TRANSPORTATION LAYER:

The Transportation Layer is where the transportation services are

defined in terms of the subsystems and interfaces and the underlying

functionality and data definitions that are required for each transportation

service. This is the heart of the ITS Architecture.

The ITS Architecture focuses on system integration and system

integration requires effective communications. A general description of the

communications services and technologies that support ITS is defined in the

communication layers.

THE COMMUNICATIONS LAYER:

16

The ITS Architecture provides the framework that ties the

transportation and telecommunication worlds together to enable the

development and effective implementation of the broad range of ITS User

Services.

The Communications Layer of the Physical Architecture identifies

four major types of communication to support the communications

requirements.

LOGICAL ARCHITECTURE:

17

The Logical Architecture defines the Processes (the activities and

functions) that are required to provide the required User Services. Many

different Processes must work together and share information to provide a User

Service. The Processes can be implemented via software, hardware, or

firmware. The Logical Architecture is independent of technologies and

implementations.

The Logical Architecture consists of Processes (defined above), Data

Flows, Terminators, and data stores. Data Flows identify the information that is

shared by the Processes. The entry and exit points for the Logical Architecture

are the sensors, computers, human operators of the ITS systems (called

Terminators). These Terminators appear in the Physical Architecture as well.

Data stores are repositories of information maintained by the Processes.

The Logical Architecture is presented to the reader via Data Flow

Diagrams* (DFDs) or bubble charts and Process Specifications (PSpecs).

18

The DFDs are graphical presentations of the Processes, Terminators, Data

Flows, and Data Stores in the architecture. The DFDs are organized

hierarchically starting from highest-level activity "Manage ITS". High-level

activities are then decomposed functionally through multiple levels to arrive at

the fundamental ITS processes and activities.

The PSpecs are textual descriptions of the most rudimentary processes in

the Logical Architecture. Each PSpec description consist of an overview, a set

of functional requirements, and a complete listing of inputs and outputs. A

system designer can use these descriptions as a guide to writing the

specifications for the systems that will implement the processes described.

The "Processes" link in the figure above presents a list of all of the DFDs

and the PSpecs defined in this version of the Architecture. Also included are the

Subsystems from the Physical Architecture that utilize the PSpecs. All of the

PSpecs and Subsystem entries are hyperlinked to detailed descriptions in this

document.

19

PHYSICAL ARCHITECTURE:

The physical architecture is a physical representation (though not a

detailed design) of important ITS interfaces and major system components. The

physical architecture identifies the transportation systems and the information

exchanges that support ITS.

The physical architecture forms a high-level structure around the

processes and data flows in the Logical Architecture. The Transportation Layer

defines the Physical Entities (Subsystems and Terminators) that make up an

intelligent transportation system. It defines the Architecture Flows that connect

the various Subsystems and Terminators into an integrated system. The

subsystems generally provide a rich set of capabilities, more than would be

implemented at any one place or time. Equipment Packages break up the

subsystems into deployment-sized pieces. The complete definition of the

Physical Architecture is behind these entry points. By following the links, you

can traverse between the physical architecture structure and the related process

and data flow requirements in the logical architecture.

20

The Physical Architecture provides agencies with a physical

representation (though not a detailed design) of the important ITS interfaces and

major system components. It provides a high-level structure around the

processes and data flows defined in the Logical Architecture. The principal

elements in the Physical Architecture are the 23 subsystems and architecture

flows that connect these subsystems and terminators into an overall structure. A

physical architecture takes the processes identified in the logical architecture

and assigns them to subsystems. In addition, the data flows (also from the

logical architecture) are grouped together into architecture flows. These

architecture flows and their communication requirements define the interfaces

required between subsystems, which form the basis for much of the ongoing

standards work in the ITS program.

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 controllers given an IP (Internet Protocol) address. Each computer

will share traffic data and timing with its neighbors for coordination purposes.

In case where proactive control is required such as giving priority to an

emergency vehicle, the computer at the control room will override the timing at

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

intended route.

21

DIFFERENCE BETWEEN PHYSICAL & LOGICAL ARCHITECTURE:

The logical architecture is a more detailed structure defines what has to

be done to support the user services. It defines the processes that perform

functions and the information or data flows that are shared between these

processes. Logical architecture do not include physical server names or

addresses. They do include any business services, application names and details,

and other relevant information for development purposes.

A physical architecture has all major components and entities identified

within specific physical servers and locations or specific software services,

objects, or solutions. Include all known details such as operating systems,

version numbers, and even patches that are relevant.

Any physical constraints or limitations should also be identified within

the server components, data flows, or connections. This design usually

precludes or may be included and extended by the final implementation team

into an implementation design.

ADAPTIVE TRAFFIC CONTROL

Is a traffic management strategy in which traffic signal timing changes,

or adapts, based on actual traffic demand. This is accomplished using an

adaptive traffic control system consisting of both hardware and software.

ADAPTIVE TRAFFIC SIGNAL CONTROL (ATSC)

Adaptive Traffic Signal Control optimizes traffic flow by applying

algorithms such as SCOOT, SCATS or ITACA to name a few. The challenge is

that there can be hundreds of intersections requiring real-time connectivity to

the Traffic Management Center.

22

OPERATIONS OF ADAPTIVE SIGNAL CONTROL

SCATS® - THE BENCHMARK IN URBAN TRAFFIC CONTROL

SCATS® is a fully adaptive urban traffic control system that optimizes

traffic flow. Its self-calibrating software minimizes manual intervention, which

can result in substantial operational cost savings.

SCATS® has been continually developed for over 40 years and sold to 27

countries, delivering real and measurable reductions in road travel times and

delays.

23

HOW SCATS® WORKS?

The Sydney coordinated adaptive traffic system (SCATS®) is a computer-

based area-wide traffic management system designed and developed by the

Roads and Traffic Authority of NSW (RTA).

SCATS® is an advanced computer system that monitors in real-time the

traffic signals and the volumes of traffic using them in order to use this data to

coordinate adjacent traffic signals to ease traffic congestion and improve traffic

flow.

SCATS® is an acronym for Sydney Co-ordinated Adaptive Traffic

System. It was first developed by the New South Wales Roads and Traffic

Authority and is now recognized as one of the most advanced urban traffic

control systems in the world.

The system is used in more than 50 cities around the world including

most capital cities in Australia, Singapore, Kuala Lumpur, Jakarta, Manila,

Shanghai, Hong Kong, Teheran, Qatar, Mexico City, Detroit, Minneapolis,

Dublin and Auckland.

SCATS® is making life a lot easier for millions of road users every day.

SCATS® - Objectives and Installations:

Minimize Stops (light traffic), delay (heavy traffic) and travel time.

SCATS is installed in many cities worldwide.

There is approximately 5000 intersection under, SCATS® control around

the world.

Largest systems are: Sydney (2000 intersections), Melbourne (2000),

Hong Kong (600) and, in the US, Oakland County MI (350).

24

To use SCATS® you need:

A SCATS-compatible Traffic Signal Controller.

A centralized computer system to manage all Traffic Signal Controllers.

A reliable communications network for the centralized computer system

to exchange data with all Traffic Signal Controllers in your city.

Vehicle detectors at each intersection, usually in the form of loops in the

road pavement.

How Does SCATS® Improve Traffic Flow?

Adaptability is the key. The SCATS® system automatically adapts to

changing traffic conditions every moment of the day or night. In so doing,

it is able to respond quickly to changes in traffic volume, traffic

movement demands and direction of travel thereby providing the best

possible traffic signal control within its area of influence. For instance,

SCATS can clear higher traffic volumes generated by sporting events far

quicker than if the traffic control signals were operating independently.

Its ability to coordinate traffic signals optimizing traffic flow on major

routes is invaluable during peak periods.

The system continually adjusts the time available to each individual

traffic signal movement and by providing coordination between

consecutive sets of traffic lights traffic congestion is significantly

reduced.

This does not mean that road users have a green signal at every signalised

intersection as there are, after all, other road users travelling in different

directions. However, where SCATS® is in operation, road users can be

assured that their journey will be quicker, safer, with fewer stops and

consequently more enjoyable.

25

When entering a main road from a side street you may be stopped at the

next set of traffic lights. However as you continue along the main road

your stops will be less frequent if you drive according to the current

conditions and speed limits.

WHY YOU SHOULD CHOOSE SCATS® FOR YOUR TOWN OR CITY?

Reduced costs:

SCATS® maximize road network use with real-time adaptive control. Its

self-calibration system minimizes manual intervention, which can reduce your

traffic management operational costs. SCATS® requires no ongoing traffic

surveys and site visits to update traffic plans.

Proven performance:

SCATS® has proven itself in cities and towns across the globe, providing

real and measurable reductions in road travel times and delays under various

road network, traffic and driving conditions.

26

A global traffic solution:

SCATS® has been in use for over 40 years and is sold in 27 countries

around the world.

Highly configurable:

SCATS® feature a wide range of configuration parameters. It is an

'Engineers toolbox' with the power to allow engineers to reconfigure the system

to meet changing traffic needs.

Flexible integration:

SCATS® is designed to be modular and can be integrated with a wide

variety of Intelligent Transport Systems (ITS).

27

Ongoing software improvements:

We're regularly improving our software to meet the needs of our

customers and the demands of increasing traffic, and the evolution of traffic

systems.

The benefits are:

Reduced air pollution

Reduced fuel consumption

Reduced delays

Enhanced public transport time and reliability.

28

THE SMART SURVEILLANCE SYSTEM

Introduction:

Smart CCTV Preventive Surveillance is the solution to that as it helps to

alert you when break-in is about to happen, to verify if it is an intruder, to

quickly call for help with the Panic Number, and to deter the intruder by

remotely activating the siren with the Panic Siren Button. All can be done via

your IPhone or Android, or any web browser.

Recent world events have created a shift in the security paradigm from

"investigation of incidents" to "prevention of potentially catastrophic incidents".

Existing digital video surveillance systems provide the infrastructure only to

capture, store and distribute video, while leaving the task of threat detection

exclusively to human operators. Human monitoring of surveillance video is a

very labor-intensive task. It is generally agreed that watching video feeds

requires a higher level of visual attention than most everyday tasks.

Challenges:

1. Technical Challenges:

There are a number of technical challenges that still need to be addressed

in the underlying visual analysis technologies. These include challenges in

robust object detection, tracking objects in crowded environments; challenges in

tracking articulated bodies for activity understanding, combining biometric

technologies like face recognition with surveillance to achieve situation

awareness.

29

2. Challenges in Performance Evaluation:

This is a very significant challenge in smart surveillance system.

Evaluating performance of video analysis systems requires significant amounts

of annotated data. Typically annotation is a very expensive and tedious process.

Additionally, there can be significant errors in annotation. All of these issues

make performance evaluation a significant challenge.

Powerful CCTV cameras can recognize and track faces from more than half a mile away.

30

TRAFFIC SURVEILLANCE CAMERAS

Cameras are used to monitor traffic flow and around the event area, and

are provided to the public on the Internet and cable TV during the event.

PROPOSED (ITIS®) IN KAJANG

Integrated Transport Information System (ITIS®) is a comprehensive

traffic information system for Kajang City to monitor traffic flow and analyze

the data on road conditions to provide useful traffic information to road users.

At the heart of ITIS® is the Transport Management Centre (TMC), which

serves as the hub or nerve center of the entire ITIS® system as it receives

processes and disseminates traffic information around the clock. System

operators will then use this information to monitor the transportation system

operations and formulate strategies to enhance transport management.

ITIS® integrates the present transport network as well as offers a

communication interface for sprawling road systems through its two core

support systems namely the Advanced Traffic Management System (ATMS)

and the Advanced Traveler Information System (ATIS), which are located in

the Transport Management Centre (TMC).

31

The system also manages the Closed Circuit Television (CCTV)

surveillance cameras to monitor traffic situation and congestions. In addition,

ATMS updates real-time road condition messages on Variable Message Signs

(VMS) boards along major roads.

Information gathered on traffic situations and congestion will be sent to

TMC for analysis and evaluation before being transformed into useful traffic

32

information. TMC operators will use this information to formulate traffic

management strategies such as maximizing roadway capacity usage, reducing

travel times and improving traffic safety.

ITIS® BENEFITS

Intelligent Transport systems such as ITIS® have been widely and

successfully implemented in major cities around the world, bringing significant

benefits to motorists and commuters.

Some of the benefits of ITIS®:

Allows informed decisions to be made on travel (i.e. choice of routes,

modes and schedules).

Enables real-time capture of traffic information for incident management

and long-term transport planning.

Alleviates traffic congestion and delays during rush hour periods and

emergency situations.

Reduces accidents, their severity and impact on the highway.

Improves emergency assistance for motorists and commuters.

Reduces travel times and promotes more uniform traffic flow.

Reduces pollution as a result of less time idling in traffic.

Provides comfort, safety and security in highway travel particularly

around construction zones.

Improves utilization of available road capacity.

Improves quality of life in the.

33

PUBLIC TRANSPORT MANAGEMENT SYSTEM

Existing Systems

1. Global systems that track everything from school buses and fleet vehicles to the family boat.2. Tracking systems record data via:

Onboard hard drives. Communicate back to a base station via GSM, GPRS, CDMA or

conventional two-way radio.3. Taxi tracking used to get the closest free taxi to awaiting customer.4. Bus Tracking systems already used to help customers know when bus is due to arrive.5. Tracking of corporate fleets to keep a watch of company assets and logistics efficiency.

Overview

In crowded cities buses are often delayed, infrequent and overcrowded.

Often buses arrive all at once and some leave nearly empty. We will be designing a bus management system to alleviate this

problem. Also designing a bus and passenger simulator.

Management Software

Features

Informs buses if they are late/early/on-time. In extreme circumstances will change the route of a bus to increase

efficiency. Inform manager when bus capacity has been reached.

Time Management – On-time completion.

Learning of new computing languages. Programming shortcomings. Integration of all different elements. Realism of the simulation and tracking product.

34

What We Hope To Learn?

Modularization of bigger problems. A systematic engineering approach to problem solving. The use of simulations and an engineering approach to solve real-

world problems. Transforming ideas into actual physical working solutions.

35

VARIABLE MESSAGE SYSTEM (VMS)

Variable message signs can be placed in a wide range of places like

highways, major road junctions, and urban arteries. Typically installed at the

side or above the roadway, the VMS uses text and graphics in monochrome or

color. The versatility of variable message signs makes them suitable for

providing traffic information for a variety of situations including emergencies,

construction, and road closures. The VMS can also be used in cities to

communicate events and activities, public office schedules, waste collection,

parking availability, and travel warnings in several languages.

Our displays are built with long life LED technology that is easily visible

in all types of weather and through the use of a solar sensor; the brightness can

be adjusted for both clear day and night viewing. The display system can

operate as a stand-alone system or be integrated with other traffic control and

management systems providing data for traffic detection, monitoring and

surveillance.

Deferent kinds of (VMS)

36

PORTABLE DYNAMIC MESSAGE SIGNS

Variable message signs are the safest means for notifying motorists of

changes in traffic patterns and road conditions. Wanco message signs are ultra-

bright and highly legible, with a variety of functions for any application: lane

closures, highway construction, work zones, parking lots, and more. A choice of

sizes and options make these signs extremely versatile.

These portable signs are deployed to strategic locations on arterial and

local roads in advance of a special event.

Messages are pre-programmed, but may be changed in real time as

conditions warrant. The signs may be moved to different locations as

needed during an event, an advantage over permanent dynamic message

signs.

37

COMMUNICATION SYSTEM

Effective and efficient operation of transit system relies on a

communications infrastructure and vehicle-based communication

technologies

Communications system are used to transmit voice and data between

transit vehicles and operation centers, and to transmit commands between

operators and technologies

Transit communications system is comprised mostly of wireless

technologies and applications.

ITS communications service management monitors the operation of

ITSC. This may include:

Communications system configuration and update management:

Addition and configuration of new communications systems.

Updating of the core software used to implement the ITSC

functions.

Regulatory compliance, e.g. compliance with national spectrum usage

rules.

Recording and forwarding of usage billing events.

38

Communications system fault monitoring, alerts, diagnosis, automatic

mitigation including optional switch to an alternative communication

system, and reporting.

Maintenance utilities to allow faults to be managed, e.g. to allow a local

faulty communications system to be deactivated.

Higher levels of service management will be required where the ITS-

S is designed to support road safety applications, these may include:

Monitoring service level.

Recording the delivered performance of the communications system.

WHAT DOES THE ITS COMMUNICATIONS OFFICE DO?

Provides engineering services (Path and Interference analysis) for

wireless applications.

System design and documentation.

State Interpretability Executive Committee (SIEC) point of contact for

wireless applications and license activity.

Design last mile connectivity to ITS devices.

Project management of the wireless activity.

Coordinate regional radio staff.

Inventory ITS device connectivity.

THE SERVICE PROVIDED TO DRIVERS INCLUDES:

Local Roads information.

Word information.

Traffic jam information.

Concierge service for foreign tourists, etc.

39

ALERT PAGING SYSTEM

This paging system works with the Kuala Lumpur City police

Coordinated highways action Response Team system to joint effort for

managing and operating the city facilities, in cooperation with other federal,

state, and local agencies. Their mission is to improve real-time operation of

City’s highway system through teamwork and technology.

40

CABLE TV

During special events, the TMC offers a cable TV program that provides

audio from the traveler’s advisory radio system, scrolling text with traffic and

incident information, and video feeds from traffic cameras. This same type of

show is used daily and for peak traffic periods seven days a week.

TRAVELER’S ADVISORY RADIO SYSTEM

Transmitters are placed throughout the City and simulcast travel

information is recorded by transportation management technicians in the city’s

TMC. The information includes any conditions related to a special event that

need to be relayed to the public.

41

ESTIMATED COST OF INTELLIGENT TRANSPORT SYSTEM

No. Items Cost ( RM )1 Traffic Control System 2,000,000.002 Smart surveillance system 600,000.003 Variable message system 550,000.004 Communication system 150,000.005 Public Transport Management system 1,400,000.006 Others 500,000.00

Total 5,200,000.00

42

CONCLUSION:

The aim of this study has been to investigate the impact of setting

Intelligent Transport System utilities upon traffic flow streams in Kajang City.

Six proposed aspects have been reviewed:

Overall architecture of the system that explains the full process on what,

where, how to install ITS in growing city like Kajang.

Traffic Control system is traffic management strategy in which traffic

signal timing changes, or adapts, based on actual traffic demand. This is

accomplished using an adaptive traffic control system consisting of both

hardware and software. Where (SCATS®) adaptive traffic control chosen

to be installed in Kajang road way to give the authority full control of

Kajang traffic congestions.

Smart surveillance system is used to monitor traffic flow in and around

the event area, and is provided to the public on the Internet and cable TV

during the event. While we can cooperate with the same company that

control Kuala Lumpur CCTV (ITIS®) to develop this system in Kajang.

We proposed new Variable massage system (VMS) technology which is

called Portable Dynamic Message Signs these can deployed to strategic

locations on arterial and local roads in advance of a special event.

Public Transport Management system is tracking everything from school

buses and fleet vehicles to the family boat. Tracking systems record the

data of Taxes and buses movements. Even to monitor the whole CCTV,

adaptive traffic control and the VMS in one place.

Communication system is the back bone of every elements that linked

together from the traffic signs, VMS, CCTV and Public transport then

work homogeneously to present a powerful intelligent transport system.

43

REFERENCES:

1. http://www.scats.com.au/

2. Monahan, Torin. 2007. "War Rooms" of the Street: Surveillance Practices

in Transportation Control Centres. The Communication Review 10 (4):

367-389.

3. http://en.wikipedia.org/wiki/Intelligent_transportation_system

4. http://www.iteris.com/itsarch/

5. http://www.itis.com.my/atis/index.jsf

6. http://www.wanco.com/products/products.php?type_id=7

7. Khalid A.S. Al-Khateeb, Jaiz A.Y. Johari and Wajdi F. Al-Khateeb

(2008). "Dynamic Traffic LightSequence, Science Publications". Journal

of Computer Science (Science Publications): 517–524.

doi:10.3844/jcssp.2008.517.524.

Proposed Intelligent Transport System Deployments in Kajang City

Documents

Transcript of Proposed Intelligent Transport System Deployments in Kajang City