Intelligent System Report of Kajang area.

7/28/2019 Intelligent System Report of Kajang area.

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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. (P64139).

Malek M. A Algadi. (P64143).


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Kajang Municipality Intelligent Transportation System - K-MITS

TABLE OF CONTENTS

Page

List of figures 3

1.0 Introduction 5

1.1 Study objective 6

1.2 Study area 6

1.3 Problem statement 7

2.0 Methodology 8

2.1 General 8

2.2 Data collection (traffic surveys) 9

2.3 Site observation 10

2.4 Traffic count 12

3.0 Proposal 18

3.1 K-MITS - An introduction 18

3.2 Logical architecture 19

3.3 Physical architecture 21

3.4 Mesh4G wireless network system 223.5 K-MITS elements and deployment 24

3.5.1 Smart Traffic Lights (STL) 24

3.5.2 Traffic Surveillance Cameras 30

3.5.3 Deployment of STL and Traffic Surveillance Cameras 31

3.5.4 Traveller's Information System (TIS) 32

3.5.4.1 Broadcast TIS 32

3.5.4.2 Interactive TIS 35

3.5.5 Traffic Control Centre (TCC) 37

3.6 Conclusion 39

References 40

Appendix 41

ACD Consultants Sdn. Bhd. 2


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LIST OF FIGURES

Figure Title

1.1 Proposed Study Area Along Jalan Semenyih in Kajang Town

2.1 Optimization Procedure

2.2 Intersection 1 Samuri Satay Restaurant

2.3 Intersection 2 Kajang Police Station

2.4 Intersection 3 Kajang Hospital

2.5 Intersection 4 Metro Point2.6 Distance between intersections

2.7 Traffic condition at Intersection 1




2.11 Traffic flow (pcu/hr) in the morning

2.12 Existing green time and the phasing sequence

2.13 Offset and green time split determination

3.1 Elements in K-MITS

3.2 Signalized intersections3.3 Microprocessor utilizes Genetic Algorithm method to analyze video/images

3.4 Flowchart of Genetic Algorithm Method

3.5 Elements in physical architecture of the K-MITS

3.6 Ilustration of how different elements of K-MITS linked via Mesh4G network

3.7 Road excavation to install cables is very expensive

3.8 Schematic Diagram Of Smart Traffic Light (STL)

3.9 Intrusive and disruptive inductive loop installation

3.10 Traffic Counting

3.11 Vehicle Presence Detector

3.12 Queue Length Measurement

3.13 Speed Detection3.14 Personnel at traffic control center observes an emergency vehicle

3.15 Incident detection

3.16 A photo of a Traffic Surveillance Camera that will be used in K-MITS

3.17 A map of our proposed deployment for K-MITS Smart Traffic Lights (4 units)

and Traffic Surveillance Cameras (6 units)

3.18 Variable Message Signboard (VMS) panel

3.19 Proposed locations for VMS panel

3.20 Website of Kuala Lumpur City Hall

3.21 ITIS Website

3.22 MPKj building proposed location for K-MITS TCC3.23 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.

Special transportation provisions for the elderly, disabled, and low-income

people.

Environment concerns of emissions and noise pollution, as well as

balancing the conflicting demands for environment quality and efficient and

affordable transportation.

Safety and security for all residents on all public spaces and transportation

modes.

Institutional and operational changes for efficiency improvement.

Legislated requirements without the commensurate financing for

implementation.



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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) Loss of productive time

b) Loss of fuel

c) Increases in pollutants

d) Increases in the wear and tear of automobile engines

e) High potential for (usually low impact) traffic accidents

f) Slow and inefficient emergency response and delivery services

g) 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



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Figure 1.1 : Proposed Study Area Along Jalan Semenyih in Kajang Town

4 signalized intersections are :

Jalan Mendaling

Jalan Besar

Jalan Bukit

Jalan Jelok 3



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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 METHODOLOGY

2.1 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.



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Figure 2.1 : Optimization Procedure

2.2 DATA COLLECTION (TRAFFIC SURVEYS)



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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.

Figure 2.2 : Intersection 1 Samuri Satay Restaurant


Samuri Satay

Restaurant Kajang Police Station

Bus Stop


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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.

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

queueand 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.


Bus Stop

Kajang Police Station


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Figure 2.4 : Intersection 3 Kajang Hospital

d) 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

Figure 2.5 : Intersection 4 Metro Point

2.4 TRAFFIC COUNT


Hospital UPM Kajang

Hospital UPM Kajang

Metro Point Pasar Besar Kajang

Pasar Besar Kajang Metro Point


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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.

Figure 2.6 : Distance between intersections

Figure 2.7 : Traffic condition at Intersection 1


100 m450 m

300 m


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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. In this study

the existing of cycle time each intersection also measured. The total of traffic flow at peak

period of the study area shown in Table 2.1.

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



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Traffic Flow (pcu/hr)

Intersection 1 - Satay RestaurantApproach Total

WB 1549

EB 1494

SB 637

Intersection 2 - Police Station Kajang

Approach Total

WB 1035

EB 1821

NB 1103

Intersection 3 - Hospital UPM KajangApproach 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 PROPOSAL

3.1 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.



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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. Amongits 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.



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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 higher-

level network to the Traffic Control Centre. The higher-level network is a 5GHz building-

level 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 followingadditional 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.



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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



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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, eithermanually 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



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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



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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 canbe 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,

http://www.mpkj.gov.my/http://www.mpkj.gov.my/


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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. Win-win situation for both investors and end-users, as they both obtain benefits from

the implementation of K-MITS.

3. Increased productivity and economic efficiency due to less man-hours wasted on the

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. The video detection system paired with the Genetic Algorithm method adapts to

changing traffic conditions with ease.

6. The physical and logical architecture of K-MITS makes it easier to integrate into

existing traffic control system.

7. The system can be expanded/upgraded as and when needed in the future.

8. The video detection system and its wireless communication network can reduce

capital and operation and maintenance cost.

9. All coordination by the microprocessor of the STL are done in-situ without too much

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



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phase Number of

lanes

Saturation

flow per

lane

(pcu/hr)

Saturation

flow

(pcu/hr)

Actual

flows

(pcu/hr)

Flow

saturation

flow ration

Green

time split

1 2 1800 3600 2767 0.77 0.81

2 2 1800 3600 658 0.18 0.19

Jumlah Y 0.95 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


Phase Traffic Flows in 1 hour Total

(pcu/hr)Car Lorry>5ton

Lorry


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.Calculation for intersection 2

phase Traffic Flows in 1 hour TotalPcu/hrcar Lorry5ton Trailer Mini

bus

Bus

m/cycle

1 755 45 25 0 0 0 205 970.75

2 895 65 0 0 0 0 255 1098

3 1045 90 45 0 0 0 290 1405.25

4 865 85 40 0 0 20 195 1227

Pcu

unit

1 1.75 2.25 3 2.5 2.75 0.35

phase Number of

lanes

Saturation

flow per

lane pcu/hr

Saturation

flow

pcu/hr

Actual

flows

pcu/hr

Flow

saturation

flow ration

Green

time split

1 3 1800 5400 970.75 0.18 0.24

2 3 1800 5400 1098 0.2 0.26

3 4 1800 7200 1405.25 0.2 0.27

4 4 1800 7200 1227 0.17 0.23

Y 0.75 1


L= 4x4 = 16 s lost time per phase 4 sCo= (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 secondPhase 4 green time= 104 x 0.23= 24 second

Take amber time = 3 second

Take all red time = 2 second

Green time total = 106


Cycle time = 106+20= 126 second



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Calculation for intersection 3

Phase Traffic flows in 1 hour TotalPcu/hrcar Lorry>5ton Lorry 1and the cycle

time>120 second.


maximum.



Phase 1 green time = 108 x 0.70 = 76 sec

Phase 2 green time= 108 x 0.14 = 16 sec


Take amber time = 3 sec

Take all red time = 2 sec

Green time total = 110 sec


Cycle time = 125 sec



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Calculation for intersection 4

phase Traffic Flows in 1 hour TotalPcu/hrcar Lorry5ton Trailer Mini

bus

Bus

m/cycle

1 450 80 55 0 0 0 130 759.25

2 1210 115 0 0 25 25 425 1691.25

3 160 0 0 0 0 0 55 179.25

4 255 0 0 0 0 0 50 272.5

Pcu

unit

1 1.75 2.25 3 2.5 2.75 0.35

phase Number oflanes

Saturationflow per

lane pcu/hr

Saturationflow

pcu/hr

Actualflows

pcu/hr

Flowsaturation

flow ration

Greentime split

1 2 1800 3600 759.25 0.21 0.26

2 2 1800 3600 1691.25 0.47 0.58

3 2 1800 3600 179.25 0.05 0.06

4 2 1800 3600 272.5 0.08 0.1

Total y 0.81 1


L= 4x4 = 16 s lost time per phase 4 sCo= (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.


maximum because the actual time that we observed from site is 175 second.



Phase 1 green time = 104 X 0.26 =27 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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