Intelligent System Report of Kajang Area.

PROPOSED KAJANG MUNICIPALITY INTELLIGENT TRANSPORTATION SYSTEM (K-MITS)
INTELLIGENT URBAN TRAFFIC CONTROL SYSTEM (KKKA6424)

LECTURER: PROF. IR. DR. HJ. RIZA ATIQ BIN O.K. RAHMAT Done by:
Hassn Ahmed H. Hassn. Malek M. A Algadi.
(P64139). (P64143).
Kajang Municipality Intelligent Transportation System - K-MITS
TABLE OF CONTENTS
List of figures 1.0 Introduction 1.1 Study objective 1.2 Study area 1.3 Problem statement 2.0 Methodology 2.1 General 2.2 Data collection (traffic surveys) 2.3 Site observation 2.4 Traffic count 3.0 Proposal 3.1 K-MITS - An introduction 3.2 Logical architecture 3.3 Physical architecture 3.4 Mesh4G wireless network system 3.5 K-MITS elements and deployment 3.5.1 Smart Traffic Lights (STL) 3.5.2 Traffic Surveillance Cameras 3.5.3 Deployment of STL and Traffic Surveillance Cameras 3.5.4 Traveller's Information System (TIS) 3.5.4.1 Broadcast TIS 3.5.4.2 Interactive TIS 3.5.5 Traffic Control Centre (TCC) 3.6 Conclusion References Appendix Page 3 5 6 6 7 8 8 9 10 12 18 18 19 21 22 24 24 30 31 32 32 35 37 39 40 41
ACD Consultants Sdn. Bhd.
LIST OF FIGURES
Figure 1.1 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 3.16 3.17 3.18 3.19 3.20 3.21 3.22 3.23 Title Proposed Study Area Along Jalan Semenyih in Kajang Town Optimization Procedure Intersection 1 Samuri Satay Restaurant Intersection 2 Kajang Police Station Intersection 3 Kajang Hospital Intersection 4 Metro Point Distance between intersections Traffic condition at Intersection 1 Traffic condition at Intersection 2 Traffic condition at Intersection 3 Traffic condition at Intersection 4 Traffic flow (pcu/hr) in the morning Existing green time and the phasing sequence Offset and green time split determination Elements in K-MITS Signalized intersections Microprocessor utilizes Genetic Algorithm method to analyze video/images Flowchart of Genetic Algorithm Method Elements in physical architecture of the K-MITS Ilustration of how different elements of K-MITS linked via Mesh4G network Road excavation to install cables is very expensive Schematic Diagram Of Smart Traffic Light (STL) Intrusive and disruptive inductive loop installation Traffic Counting Vehicle Presence Detector Queue Length Measurement Speed Detection Personnel at traffic control center observes an emergency vehicle Incident detection A photo of a Traffic Surveillance Camera that will be used in K-MITS A map of our proposed deployment for K-MITS Smart Traffic Lights (4 units) and Traffic Surveillance Cameras (6 units) Variable Message Signboard (VMS) panel Proposed locations for VMS panel Website of Kuala Lumpur City Hall ITIS Website MPKj building proposed location for K-MITS TCC KL City Halls traffic control room
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1.0
INTRODUCTION
The movement of people and goods within cities is a special area of transportation that has several unique characteristics. Transportation is one of the most important components of urban infrastructure that is necessary for ensuring the vitality of an urban area. An efficient network of transportation services is required to support the complex activity patterns within cities. Furthermore, there is a strong connection between transportation and city growth. Transportation can promote or hinder development and vice versa; that is, vibrant, growing urban areas invite expansion or implementation of new transportation facilities and services. Several transportation problems plague contemporary urban areas, the most prevalent of which is traffic congestion. Other urban transportation problems, some of which are of primary concern in certain locations, include the following : The inefficient utilization of public infrastructure systems and transportation services caused by the normal weekday peaks and valleys in travel demand that necessitate wide roads, large bus fleets, more drivers, and so on for about 2 hours during the morning and afternoon peaks, and only a fraction of these capacities for the rest of the time and during weekends and holidays. Infrastructure financing with difficult choices, such as capacity expansion versus rehabilitation, highway versus transit investment, and the share of financing among local, state, federal, and private sources. people. Environment concerns of emissions and noise pollution, as well as balancing the conflicting demands for environment quality and efficient and affordable transportation. modes. Institutional and operational changes for efficiency improvement. Legislated requirements without the commensurate financing for Safety and security for all residents on all public spaces and transportation Special transportation provisions for the elderly, disabled, and low-income
implementation.
ACD Consultants Sdn. Bhd. 5
Countermeasures for some of these are readily available, but they also involve implementation hurdles. For example, services for the handicapped, the disabled, and the elderly are available, but they require a major financial commitment. The costs of services requiring transportation such as, emergency medical services, street maintenance, police, respect to density (of people and activities), vertical buildup, and city size. The effect of traffic congestion are multiple; they include : a) b) c) d) e) f) g) Loss of productive time Loss of fuel Increases in pollutants Increases in the wear and tear of automobile engines High potential for (usually low impact) traffic accidents Slow and inefficient emergency response and delivery services Negative impact on peoples psychological state, which may affect productivity at work and personal relationship.
1.1
STUDY OBJECTIVE
The main objective of this study is to formulate low cost solutions to the existing urban traffic control system by optimizing traffic flows along a few selected arterial routes in typical mid-size Malaysian urban environment.
1.2
STUDY AREA
This study was conducted along the Jalan Semenyih in Kajang Town (consisting of 4 signalized intersections) as shown in Figure 1.1
2 3 4
Figure 1.1 : Proposed Study Area Along Jalan Semenyih in Kajang Town
4 signalized intersections are : Jalan Mendaling
2 3 4
Jalan Besar Jalan Bukit Jalan Jelok 3
1.3
PROBLEM STATEMENT
Traffic congestion is a road condition characterized by slower speeds, longer trip times, and increased queuing. It occurs when roadway demand is greater than its capacity. A period of extreme traffic congestion is colloquially known as a traffic jam. Travel time is an important measure to assess the existing operating conditions along signalized arterials, evaluate control and management strategies and provide information to travelers. Growing numbers of road users and the limited resources provided by current infrastructures lead to ever increasing traveling times. Traffic in a town such as Kajang, along Jalan Semenyih is very much affected by traffic light controllers. When waiting for a traffic light, the driver looses time and the car uses fuel. Hence, reducing waiting times before traffic lights can save our Malaysian society billions of Ringgit Malaysia annually.
2.0
2.1
METHODOLOGY
GENERAL
The study consists of seven main activities as shown in Figure 2. The main activities are data collection, determination of phasing sequences, determination of optimum cycle and green time split, determination of optimum offset and setting up timing setting on site controllers. In addition, two activities are conducted to enhance the study output, ie. Proposal of automatic system and development of traffic control expert system.
Figure 2.1 : Optimization Procedure 2.2 DATA COLLECTION (TRAFFIC SURVEYS)
Most traffic controllers in Malaysia are capable of storing multi plans or special plans of cycle time and green time split. If traffic is generally regular, three basic plans (A.M peak, P.M. peak and off-peak) can accommodate the traffic demand (McShane. et al. 1998). The timing plan could be computed based on the traffic flow pattern throughout the day. Two types of traffic count, namely, Peak Hours Junction Classified Volumetric Count and Mid-block 16-hours Classified Volumetric Count are required to determine optimum cycle timing and green time split plan. In addition, Travel Time Survey and Queue Length and Delay survey are required to determine optimum offset. 2.3 SITE OBSERVATION
Kajang traffic jam in Kajang Centre is become a serious problem in nowadays issue. It can be found in the several zones in Kajang Centre especially in these four intersections : a) Intersection 1 Samuri Satay Restaurant This zone is influenced by flow which comes from the south of this intersection. South leg of this intersection is one way street and narrow, which is filled by parked cars that is placed in both sides of this street, and also the civil bus facilities are directed to this street, it makes this south leg has a big flow as shown in Figure 2.1.
Samuri Satay Restaurant
Kajang Police Station
Bus Stop
Figure 2.2 : Intersection 1 Samuri Satay Restaurant

b)
Intersection 2 Kajang Police Station
This zone has a big traffic flow from Kuala Lumpur which is occurred in the peak time. It is also influenced by the short leg in the left of this intersection. That left leg has 100 meters of length from intersection 1, it makes this zone can not arrange their self in traffic control. Another cause may be the high speed of social-economic development.
Kajang Police Station
Bus Stop
Figure 2.3 : Intersection 2 Kajang Police Station c) Intersection 3 Kajang Hospital
It comes into busy zone because it gets influences from west and east legs, which have big volume in traffic flow. Traffic flow sometimes disturbed by emergency ambulance which queue and turn in to the hospital. Another causes come from the parked cars that are also placed at both side of the street. The volume of flow also into this zone, it makes this zone changes into one of the busiest zone in Kajang Centre.
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Hospital UPM Kajang
Pasar Besar Kajang
Metro Point
d)
Figure 2.4 : Intersection 3 Kajang Hospital Intersection 4 Metro Point
This zone is located at the east of Kajang centre. This zone is also experienced the traffic jam as same as the others because the Kajang Wet Market, Metro Point and Mydin are located inside as shown in Figure 2.5
Hospital UPM Kajang
Pasar Besar Kajang
Metro Point
Figure 2.5 : Intersection 4 Metro Point 2.4 TRAFFIC COUNT
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The study is usually carried out to collect traffic data for all directional flow at four intersections in the study area along Jalan Semenyih, Kajang. In this study, the survey was carried out on working days. All the data are in Appendix A. The distance between intersections are also measured shown at the Figure 2.6.
100 m
450 m 300 m
Figure 2.6 : Distance between intersections
Figure 2.7 : Traffic condition at Intersection 1
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The traffic counts were carried out at 15 minutes in the morning peak, from 7:45 am. All computations are based on traffic flows in pcu/hr which has been converted from classified vehicles into passenger car equivalent as shown in Figure 2.12. period of the study area shown in Table 2.1. In this study the existing of cycle time each intersection also measured. The total of traffic flow at peak
Figure 2.11 : Traffic flow (pcu/hr) in the morning
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Traffic Flow (pcu/hr) Intersection 1 - Satay Restaurant Approach Total WB 1549 EB 1494 SB 637 Intersection 2 - Police Station Kajang Approach Total WB 1035 EB 1821 NB 1103 Intersection 3 - Hospital UPM Kajang Approach Total WB 1400 EB 1485 SB 910 Intersection 4 - Metro Point Approach Total WB 690 EB 1627 NB 389 SN 442 Table 2.1 : Total traffic volume at the peak period
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Figure 2.13 : Existing green time and the phasing sequence
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Figure 2.13: Offset and green time split determination
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3.0
3.1
PROPOSAL
K-MITS AN INTRODUCTION
In order to alleviate the traffic congestion and massive traffic jams that are the norm in Kajang town, we propose for an Intelligent Transportation System to be implemented in the most critical areas of Kajang town. This system, called K-MITS (Kajang Municipality Intelligent Transportation System). After we have considered several local factors such as Kajang towns relatively small size and Kajang Municipalitys possible budget constraints, we believe that these four ITS elements are best suited for Kajang. A brief explanation of each element follows: Smart Traffic Lights (STL): Traffic lights equipped with CCTV cameras as sensors instead of using inductive loops. The CCTV cameras will also double as a traffic condition surveillance camera. Each STL is also equipped with a coordinator and microprocessor. The microprocessor will function as an image processor and controller. Traffic surveillance cameras: These are CCTV cameras mounted on buildings. Their main function is to provide real-time image and video feeds in order to continously monitor the traffic situation in an area. Traveller Information System (TIS): This element serves to inform the public of the traffic and road congestion obtained from the STLs and traffic surveillance cameras. Will be both broadcast and interactive in nature. Traffic Control Centre (TCC): A traffic control room acting as a central hub for all operational aspects of K-MITS.
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3.2
LOGICAL ARCHITECTURE
Figure 3.2 : Signalized intersections We shall consider the case of the network of signalized intersections shown in Figure 3.2. For a vehicle to travel uninterrupted from point A to point B, sufficient green time and a suitable offset time must be given to it. The determination of green time and offset for a particular approach at a signalized intersection is traditionally done via fixed-time signal timings and detection via inductive loops. Both of these traditional methods are only suitable for isolated and uncongested intersections, which does not apply to Kajang town. They also have several disadvantages which will be discussed in a later section. For K-MITS, one of the most important elements is the Smart Traffic Light. The STL utilized video detection and processing technology. The CCTV attached to a STL will provide its microprocessor with real-time video feeds. The microprocessor, which acts as controller and has an image processor built in, will process the video image. It will then determine the optimum green time, cycle time and offset and will subsequently implement the appropriate signal timing plan to give sufficient green time and offset to avoid congestion in the area.
All the STLs in a given area shall also be linked together, thus enabling real-time coordination to be performed. Refer to Figure 3.3. One STL shall provide the other with the following information: Its operation status Its current and future timing plan Its current traffic data, e.g traffic volume, queue length, headway and vehicle speed. The time when it expects the vehicles queued to leave its intersection and move to the next. This is crucial to provide sufficient offset. The microprocessor in an STL will utilize the Genetic Algorithm method to analyze the image from the video feed and to determine the optimum signal timing plan. The description of the Genetic Algorithm method used to optimize an intersection is beyond the scope of this report, but a diagram of the basic procedures is shown in Figure 3.4 below.
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Figure 3.4 : Flowchart of Genetic Algorithm Method The K-MITS logical architecture is based on a fully distributed system. A system based on a centralized architecture has the following diadvantages: Slow to adapt to fluctuating traffic volumes. Full dependence on central computer to function properly at all times. Only suitable for isolated intersections whereby the traffic volume is relatively low and uniform throughout the day. The benefits of a fully distributed system are as follows: Easier to integrate into existing traffic control system. Can be expanded or upgraded as and when needed. Reduced capital and O&M (operations and maintenance) cost. Can adapt to changing traffic conditions with ease. All coordination and calculations done in-situ without too much reliance on central computer.
3.3
PHYSICAL ARCHITECTURE
The Smart Traffic Lights (STL) and Traffic Surveillance Cameras will be linked to the Traffic Control Centre (TCC) via a Mesh4G wireless network system. The STLs will provide the TCC with its current signal timing plan and live video feeds to the video wall at the TCC. Personnel at the TCC will also be able to view the traffic situation and traffic data from the STLs CCTV camera. A manual override function will also be made available to the TCC personnel, should a situation arise whereby proactive control is required, e.g in the case of giving priority and green time to an emergency vehicle.
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Meanwhile, the Traffic Surveillance Cameras will provide real-time video feeds to the TCC. It will primarily function as a traffic condition monitoring tool. The TCC personnel are able to control the cameras pan, tilt and zoom functions to obtain a better view of the situation. The TCC is in turn linked to the Traveller Information System (TIS) of K-MITS. All the information attained from the STL, Traffic Surveillance Cameras will be routed here, analyzed and then disseminated to the public via the Traveller Information System. The TIS comprises both broadcast and interactive elements. Via the broadcast method of information dissemination, the users can only receive the information but not interact with it. K-MITS will also have interactive elements to its Travellers Information System. Users are able to query the TIS system for further and more detailed information.
3.4
MESH4G WIRELESS NETWORK SYSTEM
With the implementation of K-MITS, there is a need to provide information and imagery from the STLs, the traffic surveillance cameras, the VMS panels back to the Traffic Control Centre and vice versa. This is achieved with the utilization of a Mesh4G wireless network. Mesh4G is a street-level wireless network which provides a low cost connection between traffic lights, CCTV cameras, variable message signs and the Traffic Control Centre. Mesh4G is a military-grade wireless communication and network system. Among its benefits are: Can achieve speeds up to 54Mbps Resistant and resilient to all blocking attempts.
Wireless networks which utilizes the 2.4GHz band is not resilient to blocking attempts, while wireless networks which use 802.11 technology has severe security issues and lack the resilience to be deployed outdoors and at street-level, which is required for any ITS application.
A Mesh4G network is however very resilient and has no security issues. This is because it uses two different bands, that is the 2.4GHz and 5GHz band in conjunction with each other. Traffic lights are connected via Mesh Nodes to each other, and then via an Access Point back to the Traffic Control Centre. Each Mesh Node provides an opportunity for other devices to route through it, either by direct connection or by a wireless connection from a nearby node. CCTV cameras for traffic monitoring can be easily and cheaply connected this way. In a Mesh4G system, a wireless device, e.g an STL, can communicate through up to five or more devices before reaching an Access Point (AP), which then connects via a higherlevel network to the Traffic Control Centre. The higher-level network is a 5GHz buildinglevel wireless network. The main benefits of utilizing this Mesh4G technology as a wireless network system for K-MITS are as follows: No need to dig up the road pavement to lay down cables or wires. Avoids having to lease expensive existing telecommunication or power lines, thereby reducing initial and running costs and eliminating any form of revenue cost.
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Figure 3.7 : Road excavation to install cables is very expensive 3.5 K-MITS ELEMENTS AND DEPLOYMENT
In this section, our proposal for the implementation of K-MITS in Kajang town and also each functional element of K-MITS will be flashed out in more detail. 3.5.1 Smart Traffic Lights (STL)
K-MITS Smart Traffic Lights are essentially traffic lights equipped with the following additional and specialized equipment: CCTV camera: To capture and provide live video feeds to the microprocessor and also the Traffic Control Centre. Microprocessor: Serves as an image processor and also as a controller that will determine and control the optimized signal timings for a particular STL. Coordinator: A Mesh4G node will serve to link up and coordinate several STLs in a roadway stretch so that sufficient green time and offset can be given to vehicles travelling along that stretch.
Traditionally, signalized intersection used vehicle-actuated inductive loops as sensors. As can be gathered from the above description and Figure 3.8, K-MITS STL utilizes video detection as its sensor. The advantages of using video detection technology follows: Inexpensive: Pavement excavation is not required and in the long run, maintenance costs are lower. Unintrusive and non-disruptive: Traffic flow can proceed as per normal when camera installation is being carried out, unlike the case when inductive loops are being installed. Video detection is closest to the WYSIWYG (What You See Is What You Get) principle. Video detection is better to perform traffic count, vehicle classification and speed detection compared to other methods such as doppler, magnetic, radar, etc (Duckworth et.al).
Figure 3.9 : Intrusive and disruptive inductive loop installation Principally, in video detection technology, each video frame that is captured by the STLs CCTV camera is digitized into RGB (Red Green Blue) pixels, with each pixel
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having an integer value representing its light intensity. This integer value ranges from 0 for total dark and 255 for total brightness. This image can then be considered as an array of pixelated integer values. The software that will be used by the STLs image processor can subsequently extract data and information from these images by using the aforementioned Genetic Algorithm methodology. The CCTV camera that is attached to a K-MITS Smart Traffic Light is capable of performing the following functions by means of the process described beforehand: Traffic counting o Detection is carried out by a perpendicular line of pixels across each lane. o As cars pass by this perpendicular line, it will detect its passing according to the fluctuations of the pixel values along it. A bright coloured vehicle will give a higher pixel value while a dark coloured vehicle will give the reverse as shown in Figure 3.10.
Figure 3.10 : Traffic Counting o Detecting vehicle presence is a crucial parameter, as it is the basis on which the green time for a particular phase is extended. o The detector is a straight vertical line of 20 green pixels on each lane. Green coloured pixels are used because it has been observed to give better detection rates compared to blue or red pixels.
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o Refer to Figure 3.11 - The camera detects the uniform, gray-coloured road surface as a uniform pixel value, while when a vehicle passes the detector line, it will make the pixel values fluctuate, thus indicating the presence of a vehicle
Figure 3.11 : Vehicle Presence Detector Queue length measurement o Queue length is one the most critical criteria used to determine offsets at intersections. If a downstream intersection has a long line of vehicles queued, then a shorter offset time will be given to the vehicles at the upstream intersection. This is mainly to allow the vehicles queued at the downstream intersection to clear its intersection first before the vehicles from the upstream intersection arrives. o See Figure 3.12 - The detector is a straight line along a traffic lane consisting of segments with each segment having 10 pixels each. Similar to the prior techniques, variations in vehicles colour will give varying pixel values, thus indicating the presence of a vehicle. o Assuming that a queued vehicle takes up approximately 6m of roadspace, the pixels along the segmented line can be calibrated using simple trigonometry to get the number of vehicles queued. .
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Figure 3.12 : Queue Length Measurement Speed measurement o To measure vehicle speed, a pair of perpendicular line of pixels on a traffic lane acts as the detector. Refer to Figure 3.13. o If the real-world distance between the two lines are known, then the time it takes for the vehicle to pass through both lines can be used to determine the speed at which it is travelling at.
Figure 3.13 : Speed Detection Another advantage of using CCTV cameras in our Smart Traffic Lights and also our Traffic Surveillance Cameras is that should a situation arise whereby proactive control is required, e.g an emergency vehicle such as an ambulance is approaching the
intersection, then a manual override of the present signal timings can be performed by the Traffic Control Centres personnel to give priority to the said emergency vehicle as shown in Figure 3.14. This will enable it to proceed on its route without stopping at the intersection, thereby expediting its journey. This is especially important considering that Kajang Hospital is situated in a congestion-prone area.
Figure 3.14 : Personnel at traffic control center observes an emergency vehicle Another important capability of the K-MITS cameras mounted on the Smart Traffic Lights and also the Traffic Surveillance Cameras is detecting incidents, either manually or automatically. In manual incident detection, the Traffic Control Room personnel monitors the traffic situation and if they detect an incident has occurred, they will then take appropriate measures to deal and manage the situation. In Automatic Incident Detection (AID), incidents are detected on the basis of the camera sensing that the pixel value of a certain area of the image has not changed over a period of time, e.g 1 cycle time, thereby indicating the possibility that an incident has occurred. This detection method can be very efficient but along with that there exists the
possibility of false detection, in which the system tells that an incident has occurred when in fact none has. This can be avoided by calibrating the system thoroughly prior to its implementation.
Figure 3.15 : Incident detection 3.5.2 Traffic Surveillance Cameras
The second functional element of K-MITS is the Traffic Surveillance Cameras. These are CCTV cameras that will be mounted atop several existing buildings in and around Kajang town. Roof-mounted cameras will reduce cost, since there will be no need to fabricate and erect steel poles. Their primary function is to provide real-time video feed of the traffic condition in town. Physically, our Traffic Surveillance Cameras will come with a wireless outdoor antenna to stream its video to the TCC, a robust weatherproof enclosure that will house the PSU (Power Supply Unit) and also the wireless LAN router. The PTZ (Pan, Zoom and Tilt) of the Traffic Surveillance Camera will be controlled by the personnel at the TCC. They will be adjust the camera field of view in order to obtain a better viewpoint of the traffic situation.
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3.5.3
Deployment Of STL and Traffic Surveillance Cameras
Figure 3.17 : A map of our proposed deployment for K-MITS Smart Traffic Lights (4 units) and Traffic Surveillance Cameras (6 units). We have chosen that particular stretch along Jalan Semenyih to deploy all four STLs due to the fact that this is the area which is most prone to traffic congestion in Kajang town. It is also the main point of ingress and egress of the Kajang town area. By using our STLs along with its video detection technology, traffic congestion in Kajang town can be reduced considerably. As for our Traffic Surveillance cameras, its deployment sites have been chosen as such due to the availability of buildings atop which the cameras will be mounted. When these cameras are placed at these locations, it will provide good coverage of the traffic condition in its surrounding areas.
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3.5.4
Travellers Information System (TIS)
Travellers Information System is an effective way of disseminating traffic information to the general public. Upon receiving that information, travellers are able to modify and plan their trips better to avoid congestion and unnecessary wastage of time. The information that will be provided to the public by the K-MITS TIS are as follows: Road and traffic conditions Congested areas Locations of on-going roadworks and incidents Alternative routes to be taken to avoid congestion Air quality information (Air Pollution Index readings) and weather forecast needs collaboration with the Malaysian Meteorological Department Bus and trains schedules in collaboration with the relevant public transport operators The Travellers Information System provided by K-MITS will be both broadcast and interactive in nature. 3.5.4.1 Broadcast TIS TIS from a broadcasting point of view will allow travellers to access traffic information via visual or auditory means. This is an excellent method of en-route driver information, enabling the travellers to pick alternative routes and modify their journey according to the traffic condition. For K-MITS, the broadcast TIS elements that we propose are through VMS panels and a local radio station. VMS (Variable Message Signboards) panels display real-time traffic information. The panels normally consists of LEDs and are ideally situated by the roadside. The message that is diplayed on these panels will be determined and controlled directly via
wireless by the operators at the K-MITS Traffic Control Centre. An example of a VMS panel can be seen in Figure 3.18.
Figure 3.18 : Variable Message Signboard (VMS) panel A complete message on a VMS panel generally includes a problem statement indicating the nature of the incident, e.g roadworks or astalled vehicle; a location statement indicating where that incident is located; an effect statement indicating lane closure or an expected delay; and finally an action statement giving a suggestion as to what action the travellers should take, e.g take an alternative route. The VMS panels for K-MITS will display characters with a height of 25cm which can be seen at a distance of 150 m away by travellers travelling at 60 km/hr in their vehicles. The panels themselves will be mounted on 10m high galvanized steel poles by the roadside. Figure 3.19 shows the locations where we propose for the K-MITS VMS panels to be erected. There are 8 panels in all. These locations are chosen so that it will give good coverage to travellers going in and out of Kajang town, as these points are the main points of ingress and egress.
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Figure 3.19 : Proposed locations for VMS panel As for the other means of broadcasting travellers information for K-MITS, which is by radio broadcast, we propose for the Kajang Council to set up an FM radio station headquartered in the MPKj building. This radio station, in this proposal called KAJANG FM, will use a low-power FM signal as a form of microbroadcasting. Traffic updates can be given either hourly, half-hourly or quarter-hourly as deemed suitable by the council. Besides broadcasting traffic information, KAJANG FM can also be used to give out community messages that are deemed useful and relevant to the residents of Kajang town and its surrounding areas. Some revenue can also be had by the Kajang council via advertising through this KAJANG FM radio station, although the number of advertisements need to be kept minimal in order to maintain the priority of KAJANG FM, which is to broadcast travellers information.
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3.5.4.2
Interactive TIS
Interactive TIS not only enables users to access the traffic information but it also allows the users to query back the system for further more detailed information. For example, if a certain traveller is concerned about the traffic condition in the Metro Kajang area, then he/she can query the system for information regarding this area of Kajang town only. The system will then return this information to the said traveller via the channel through which the user had requested it, be it a website, a telephone hotline or via SMS service. This method of TIS is a very effective means of both pre-trip and en-route travellers information. Prior to them embarking on their trip or while they are en-route to their destination, travellers can have access to information which will allow them to travel more efficiently and effectively. For K-MITS, the interactive elements of TIS that we propose are by way of a dedicated website, a telephone hotline and also an SMS service. Nowadays, webpages have become the most favored medium of information dissemination and communication. This is due to two main factors: Relatively cheap to set up and maintain. Only a domain, a hosting server, a web designer and administrator is required. Wide potential user base, especially given the rapid proliferation of internet access and computers in most households and offices. Several good examples of ITS websites are available, such as the KL City Hall Website in Figure 3.20 and the ITIS Website pictured in Figure 3.21. These webpages provide not only live images and video feeds from their traffic surveillance cameras, but they also give the traffic conditions in various areas via a GIS application, i.e in a map.
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Figure 3.20 : Website of Kuala Lumpur City Hall
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Figure 3.21 : ITIS Website For K-MITS, we propose for Kajang Council to implement a specialized K-MITS webpage inside their existing website www.mpkj.gov.my. As the web hosting server and domain is already existing, the cost to implement such a traffic information webpage is relatively low. Initially, the K-MITS webpage will provide only real-time images or video feeds from the Smart Traffic Lights and Traffic Surveillance cameras. Later on, if deemed necessary, a GIS software can be implemented to show the traffic condition in greater detail. The telephone hotline and SMS service which makes up the other element of interactive TIS in K-MITS can be set up in collaboration with the local telecommunications provider. To keep costs at a minimal, we deem that a separate dedicated call centre is not necessary for K-MITS. All that is required are two dedicated staff that will man the hotline. They shall be based in the K-MITS Traffic Control Centre. 3.5.5 Traffic Control Centre (TCC)
The TCC is a crucial part of our proposed K-MITS system. It will act as a hub for all aspects of K-MITS operations., namely: Receive, monitor and store all image and video feeds Observe sinal timing plans from the STL Override STL signal timings in case of emergencies Control Traffic Surveillance Cameras pan, zoom and tilt Determine and prepare information to be disseminated via TIS Receive and answer incoming calls on the telephone hotline Control VMS panels display Update and maintain the K-MITS website Incident reporting and management
We propose for the K-MITS TCC to be located inside the MPKj building itself. This way, the TCC will be within a 3km radius of all K-MITS operational elements,
thereby ensuring that the Mesh4G wireless signal does not loses its clarity and stability and also its speed. Figure 3.23 shows KL City Halls traffic control room.
Figure 3.23 : KL City Halls traffic control room
The total cost of K-MITS will initially be MYR11.461 million for the first year. Every year after implementation, K-MITS will incur a cost of MYR800,000 annually to cover O&M (operations and maintenance) cost and every 5 years, MYR1 million will be incurred to replace old equipments and to do upgrades, if necessary.
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3.9
CONCLUSION
Benefits of implementing K-MITS in Kajang Town : 1. The benefit to travellers are reduced travel time and fuel consumption due to less congestion on the road. Information from the implementation of ITS in Europe and Japan shows a 25% travel time reduction for all urban travellers when traffic management, public transit priority and real-time traveller information are offered. 2. 3. road. 4. Less air and noise pollution due to reduced traffic jam, as proven in Europe and Japan ITS implementation which shows a 10% emission reduction through delay reduction This is a crucial step towards sustainability. 5. 6. 7. 8. 9. The video detection system paired with the Genetic Algorithm method adapts to The physical and logical architecture of K-MITS makes it easier to integrate into The system can be expanded/upgraded as and when needed in the future. The video detection system and its wireless communication network can reduce All coordination by the microprocessor of the STL are done in-situ without too much changing traffic conditions with ease. existing traffic control system. Win-win situation for both investors and end-users, as they both obtain benefits from Increased productivity and economic efficiency due to less man-hours wasted on the the implementation of K-MITS.
capital and operation and maintenance cost. reliance on central computer. 10. Non-intrusive: Traffic flow will not be disrupted while installation and maintenance of K-MITS elements are being carried out. 11. Accident reduction through the implementation of K-MITS Travellers Information System. This is proven in Europe and Japan, whereby 30% accident reduction with VMS showing traffic and weather information has been achieved.
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REFERENCES
1. Papacosas C.S. dan Prevedouros P.D. 2001. Transportation Engineering &
Planning. New Jersey : Prentice Hall. 2. McShane W.R., Roess R.P. dan Prassas, E.S. 1998. Traffic Engineering. New
Jersey : Prentice Hall
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APPENDIX
Calculation for Intersection1

Phase Car 1 2 Pcu unit 2290 600 1 Lorry>5to n 85 0 1.75
Traffic Flows in 1 hour Lorry<5to Trailer Mini n Bus 55 0 0 0 0 0 2.25 3 2.5
Bus 0 0 2.75
Total m/cycle (pcu/hr) 585 165 0.35 2767 658
phase
1 2
Number of Saturation lanes flow per lane (pcu/hr) 2 1800 2 1800
Saturation flow (pcu/hr) 3600 3600
Actual flows (pcu/hr) 2767 658 Jumlah Y
Flow saturation flow ration 0.77 0.18 0.95
Green time split 0.81 0.19 1
Cycle time co= 1.5L+5 / 1-Y L= 4 x 2 = 8 second Co= (1.5x16+5) / (1-0.95) = 105 Propose Co = 120 second (maximum normal cycle time) Effective Green time = 120 8 = 112 second Phase 1 green time = 112 x 0.81 = 91 second Phase 2 Green time = 112 x 0.19 = 22 second Take amber time = 3 second Take all red time = 2 second Green time total = 113 second Total of amber and all red time = (3+2)x4= 20 Cycle time = 133 second
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.Calculation phase car 1 2 3 4 Pcu unit phase 1 2 3 4 Cycle time 755 895 1045 865 1
for intersection 2
Traffic Flows in 1 hour Lorry<5ton Lorry>5ton Trailer 45 65 90 85 1.75 25 0 45 40 2.25 0 0 0 0 3 Saturation flow pcu/hr 5400 5400 7200 7200 Mini bus 0 0 0 0 2.5 Actual flows pcu/hr 970.75 1098 1405.25 1227 Y Bus m/cycle 0 0 0 20 2.75 Total Pcu/hr 205 255 290 195 0.35 970.75 1098 1405.25 1227
Number of Saturation lanes flow per lane pcu/hr 3 1800 3 1800 4 1800 4 1800 co= 1.5L+5 / 1-Y
Flow saturation flow ration 0.18 0.2 0.2 0.17 0.75
Green time split 0.24 0.26 0.27 0.23 1
L= 4x4 = 16 s lost time per phase 4 s Co= (1.5x16+5) / (1-0.8) = 95 (Actual cycle time=230 s) Conclusion: the above result show that the ratio of flow/saturation> 1and the cycle time>120 second. However, we also propose the optimum cycle time, co to be set at 120 second as maximum because the actual time that we observed from site is 230 second. Propose Co= 120 s max normal cycle time. Effective Green time = 120 L = 120 16 = 104 sec Phase 1 green time = 104 x 0.24=25 second Phase 2 green time=104 x 0.26 = 28 second Phase 3 green time=104 x 0.27 =29 second Phase 4 green time= 104 x 0.23= 24 second Take amber time = 3 second Take all red time = 2 second Green time total = 106 Total of amber and all red time = (3+2)x4= 20 Cycle time = 106+20= 126 second
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Calculation for intersection 3

Phase car 1 2 3 Pcu unit phase 1 2 3 1700 630 465 1 Traffic flows in 1 hour Lorry>5ton Lorry<5ton Trailer Mini bus 165 38 0 0 0 0 0 0 0 0 0 0 1.75 2.25 3 2.5 Bus 0 0 0 2.75 m/cycle 295 65 129 0.35 Total Pcu/hr 2177.5 652.75 510.15
Number of Saturation lanes flow per lane pcu/hr 2 1800 3 1800 2 1800
Saturation flow pcu/hr 3600 5400 3600
Actual flows pcu/hr 2177.5 652.75 510.15 Total Y
Flow saturation flow ration 0.61 0.12 0.14 0.87
Green time split 0.70 0.14 0.16 1
Cycle time
co= 1.5L+5 / 1-Y
L= 4x3 = 12 s lost time per phase 4 s Co= (1.5 x 12 + 5) / (1-0.9) = 140 ( actual cycle time = 125 s ) Conclusion: the above result show that the ratio of flow/saturation> 1and the cycle time>120 second. However, we also propose the optimum cycle time, co to be set at 120 second as maximum. Propose Co= 120 s max normal cycle time. Effective Green time = 120 L = 120 12 = 108 sec Phase 1 green time = 108 x 0.70 = 76 sec Phase 2 green time= 108 x 0.14 = 16 sec Phase 3 green time= 108 x 0.16 = 18 sec Take amber time = 3 sec Take all red time = 2 sec Green time total = 110 sec Total of amber and all red time = (3+2)x4= 15 Cycle time = 125 sec
45
Calculation for intersection 4

phase car 1 2 3 4 Pcu unit phase 1 2 3 4 Cycle time 450 1210 160 255 1 Traffic Flows in 1 hour Lorry<5ton Lorry>5ton Trailer 80 115 0 0 1.75 55 0 0 0 2.25 0 0 0 0 3 Saturation flow pcu/hr 3600 3600 3600 3600 Mini bus 0 25 0 0 2.5 Actual flows pcu/hr 759.25 1691.25 179.25 272.5 Total y Bus m/cycle 0 25 0 0 2.75 Total Pcu/hr 130 425 55 50 0.35 759.25 1691.25 179.25 272.5
Number of Saturation lanes flow per lane pcu/hr 2 1800 2 1800 2 1800 2 1800 co= 1.5L+5 / 1-Y
Flow saturation flow ration 0.21 0.47 0.05 0.08 0.81
Green time split 0.26 0.58 0.06 0.1 1
L= 4x4 = 16 s lost time per phase 4 s Co= (1.5X16+5) / (1-0.81) = 111 S (actual cycle time=175s) Conclusion: the above result show that the ratio of flow/saturation> 1and the cycle time>120 second. However, we also propose the optimum cycle time, co to be set at 120 second as maximum because the actual time that we observed from site is 175 second. Propose Co= 120 s max normal cycle time. Effective Green time = 120 L = 120 16 = 104 sec Phase 1 green time = 104 X 0.26 =27 sec Phase 2 green time= 104 x 0.58 = 61 sec Phase 3 green time= 104 x 0.06 = 7 sec Phase 4 green time= 104 x 0.1 = 11 sec Take amber time = 3 sec Take all red time = 2 sec Green time total = 106 sec Total of amber and all red time = (3+2)x4 = 20 Cycle time = 20 + 106 = 126 second
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Intelligent System Report of Kajang Area.

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PROPOSED KAJANG MUNICIPALITY INTELLIGENT TRANSPORTATION SYSTEM (K-MITS)

INTELLIGENT URBAN TRAFFIC CONTROL SYSTEM (KKKA6424)

Hassn Ahmed H. Hassn. Malek M. A Algadi.

Kajang Municipality Intelligent Transportation System - K-MITS

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Kajang Municipality Intelligent Transportation System - K-MITS

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Kajang Municipality Intelligent Transportation System - K-MITS

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Kajang Municipality Intelligent Transportation System - K-MITS

Kajang Municipality Intelligent Transportation System - K-MITS

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Kajang Municipality Intelligent Transportation System - K-MITS

4 signalized intersections are : Jalan Mendaling

Jalan Besar Jalan Bukit Jalan Jelok 3

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Figure 2.1 : Optimization Procedure 2.2 DATA COLLECTION (TRAFFIC SURVEYS)

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Samuri Satay Restaurant

Kajang Police Station

Figure 2.2 : Intersection 1 Samuri Satay Restaurant

Kajang Municipality Intelligent Transportation System - K-MITS

Intersection 2 Kajang Police Station

Kajang Police Station

Figure 2.3 : Intersection 2 Kajang Police Station c) Intersection 3 Kajang Hospital

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Hospital UPM Kajang

Pasar Besar Kajang

Figure 2.4 : Intersection 3 Kajang Hospital Intersection 4 Metro Point

Hospital UPM Kajang

Pasar Besar Kajang

Figure 2.5 : Intersection 4 Metro Point 2.4 TRAFFIC COUNT

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Figure 2.6 : Distance between intersections

Figure 2.7 : Traffic condition at Intersection 1

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Figure 2.8 : Traffic condition at Intersection 2

Figure 2.9 : Traffic condition at Intersection 3

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Figure 2.10 : Traffic condition at Intersection 4

Figure 2.11 : Traffic flow (pcu/hr) in the morning

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Figure 2.13 : Existing green time and the phasing sequence

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Figure 2.13: Offset and green time split determination

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Kajang Municipality Intelligent Transportation System - K-MITS

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