KKKA 6424

INTELLIGENT URBAN TRAFFIC CONTROL

SYSTEM

Prof. Dr. Riza Atiq Abdullah O.K. Rahmat
PROPOSED KAJANG URBAN TRAFFIC MANAGEMENT
SYSTEM
PREPARED BY:
1- Haydar abd alrazaq jasim P71089
2- Duaa Yiheya Abdulameer P71078
3- Abdulla Ahmed Wadee P67185

Introduction
Traffic lights
Traffic lights, also known as traffic signals, traffic lamps, signal
lights, robots and semaphores. Are signaling devices positioned at or near road
intersections, pedestrian crossings and other locations to control competing flows of
traffic. Traffic lights were first installed in 1868 in London, United, now used in
almost every city of the world. Traffic lights alternate the right of way accorded to
road users by displaying lights of a standard color (red, yellow/amber, and green)
following a universal color code (and a precise sequence to enable comprehension by
those who are color blind).
In the typical sequence of color phases:
Illumination of the green light allows traffic to proceed in the direction denoted, if
it is safe to do so
Illumination of the yellow/amber light denoting prepare to stop short of the
intersection, if it is safe to do so
Illumination of the red signal prohibits any traffic from proceeding
Usually, the red light contains some orange in its hue, and the green light contains
some blue, said to be for the benefit of people with red-green color blindness
Single aspects

The simplest traffic light comprises either a single or a pair of colored aspects that
warns any user of the shared right of way of a possible conflict or danger.
Flashing Red: Treat as a stop sign. Also can signal the road is closed.
Flashing Yellow: Caution, crossing or road hazard ahead
Flashing Green: Varies among jurisdiction; can give permission to go straight as well
as make a left turn in front of opposing traffic (which is held by a steady red light), or
can indicate the end of a green cycle before the light changes to a solid yellow
1) To upgrade current situation of traffic flow
2) To ensure the safety of the traffic users
3) To give real time information to the users
4) To propose mechanism of action during
incident/breakdown
Study Objective
Site visit & Data
Collection
Determination of
Phasing Sequences
Determination of Green
Time Split & Cycle Time
Determination of Offset
Proposed Solution
Conclusion &
Recommendation
Study Methodology
Case study
Intersection 1
Bil Vehicle Passenger Car
Unit
1 Car / van / jeep /
mpv
1
2 Lorry < 5 ton 1.75
3 Lorry > 5 ton 2.25
4 Trailer 3
5 Mini Bus 2.5
6 Bus 2.75
7 Motorcycle 0.35
Factor table
Phas
e
Traffic Flows in 1 hour Total
Car Lorry<
5ton
Lorry
>5ton
Traile
r
Min
i
Bus
Bus M/cycl
e
(pcu/hr
)
1 810 30 10 0 2 1 250 990
2 1,110 13 7 0 0 2 350
1,277
3 752 2 0 0 0 0 340
875
PCU
UNIT
1 1.75 2.25 3 2.5 2.75 0.35
Data of intersection
Pha
se
Number of
Lanes
Saturation
Flow per
Lane
(pcu/hr)
Saturation
Flow
(pcu/hr)
Actual
Flows
(pcu/hr)
Flow /
Saturatio
n Flow
Ration
Green
Time
Split
1 2 1800 3600 990
0.27 0.31
2 2 1800 3600 1,277
0.35 0.402
3 2 1800 3600 875
0.25 0.287
Total
Y=
0.87

Loss time
Amber time = 2 sec
Red time = 3 sec
L= 3 *(2+3) = 15 sec
Cycle time (C
0
) = 1.5 L + 5 / 1- Y = 1.5*(15)+5 / 1-0.87=212 sec
Effective green time = 212 15 = 197 sec
Phase -1- green time = 197 * 0.31 =61.07 = 61 sec
Phase-2- green time = 197 *0.4 = 78.8 = 79 sec
Phase-3- green time = 197 *0.28 = 55.16= 55 sec
Total of green time = 61+79+55= 195 sec
Total of amber & all red time =3 * (2+3) = 15 sec
Cycle time = 195 + 15 = 210 sec
Intersection 2
Bil Vehicle Passenger Car
Unit
1 Car / van / jeep /
mpv
1
2 Lorry < 5 ton 1.75
3 Lorry > 5 ton 2.25
4 Trailer 3
5 Mini Bus 2.5
6 Bus 2.75
7 Motorcycle 0.35
Factor table
Phas
e
Traffic Flows in 1 hour Total
Car Lorry<
5ton
Lorry
>5ton
Traile
r
Min
i
Bus
Bus M/cycl
e
(pcu/hr
)
1
552
12 3 0 0 1 216
658
2 850 35 16 0 2 2 228
1,038
3 390 3 1 0 0 0 220
475
4 900 42 19 0 0 3 380 1,139
PCU
UNIT
1 1.75 2.25 3 2.5 2.75 0.35
Data of intersection
Phase
Number of
Lanes
Saturation
Flow per
Lane
(pcu/hr)
Saturation
Flow
(pcu/hr)
Actual
Flows
(pcu/hr)
Flow /
Saturatio
n Flow
Ration
Green
Time
Split
1 2 1800 3600 658
0.18 0.2
2 2 1800 3600 1,038
0.29 0.32
3 2 1800 3600 475
0.13 0.14
4 2 1800 3600
1,139
0.31 0.34
Total
Y=
0.91

Loss time
Amber time = 2 sec
Red time = 3 sec
L= 4 *(2+3) = 20 sec
Cycle time (C
0
) = 1.5 L + 5 / 1- Y = 1.5*(20)+5 / 1-0.91= 389 sec
Effective green time = 389 20 = 369 sec
Phase -1- green time = 369 * 0.19 =70.11.07 = 70 sec
Phase-2- green time = 369 *0.31 = 114.39 = 114 sec
Phase-3- green time = 369 *0.14 = 51.6= 52 sec
Phase-4- green time = 369 *0.34 = 125.46= 125 sec
Total of green time = 70+114+52+125= 361 sec
Total of amber & all red time =4 * (2+3) = 20 sec
Cycle time = 361 + 20 = 381 sec
Intersection

Cycle time
C (sec )

Effective
Green time Ge
(sec)

1 210 195
2 381 361
Summary of results
Calculation of cycle time:
After calculation of cycle time with Webster method, the highest
cycle time was for intersection 2 and it was equal to 381 seconds.
So adjust all intersection using Cycle Time 381 seconds.
Intersection 1:
Cycle time = 381 sec
Total of amber and all red time = (3+2) x3=15 sec

Total green time = 381-15= 366 sec
Phase 1 green time = 366* 0.31=113.46sec =114sec
Phase 2 green time =366 *0.402=147.1sec= 147sec
Phase 3 green time = 366*0.28=105.042sec=105 sec
Green
time (sec )
Phase
114 1
147 2
105 3
366 Total
Intersection 2:


Cycle time = 381 sec

Total of amber and all red time = (3+2) x4= 20sec

Total green time = 381-20 =361sec

Phase 1 green time =361*0.2= 73sec
Phase 2 green time =361*0.32= 115sec
Phase 3 green time = 361*0.14 =51sec
Phase 4 green time = 361*0.34 =122 sec

Green
time (sec )
Phas
e
73 1
115 2
51 3
122 4
361 Total
Calculation of offset time :


Offset time : L/S - ( Qh+ loss)
Where
Q = Number of vehicles queued per lane, vehicle.
h = Discharge Headway of queued vehicle in
seconds/vehicle.
Typical value of h is 2 seconds / vehicle.
S = Average Speed in meter in second
L = Distance between intersections in meter
Loss1 = Loss Time associated with vehicles starting
from rest at the
first downstream signal (2 seconds can be used as
a default).
-1-offset1

S= 10 m/s
L1= 1600 m
Q1= 12 veh
h=2 sec per veh
loss =2 sec
Offset1 =1600/10-(12x2+2) =134sec
phase Green time 1 55 2 71 3 34 total 160
RELATIVE OFFSET= 134 , ABSOLUTE
OFFSET=134
intelligent urban traffic system
PROPOSED URBAN TRAFFIC MANAGEMENT
SYSTEM
The following applications are linked up to form an intelligent UTMS in order to
solve the problems in the study area.
Traffic Control Center
Automatic and Intelligent Traffic Control
Traffic Surveillance System
Traveler Information System
A good communication system is very for the following purposes:
1-Synchronization of controller timer at each intersection for offset
implementation.
2-Exchange of traffic data between controllers.
3-Malfunction reporting from each controller to the control room.
4-Incident reporting to the control room.
BALANCE
SYSTEM
Respond
automatically to
traffic demands
A responsive
system adjusts
its control to
react to
changing inputs
from its traffic
detectors
Able to deal with
priority requests for
special vehicles (e.g.
public transport
,ambulances, fire
engines)
Recognize
unexpected
incidents and
trends over
time
the full adaptive
traffic system
Implementing
smart traffic
controlling
Using suited parking
area during peak
hours
Using the public transportation as
alternative mode to travel
Applying congestion pricing during peak
hours
Using alternative routes for Kajang area during peak
hours
Mitigation of Traffic
Congestion
Logical Architecture

Contrary to centralised control, the proposed system is based on a fully distributed
system. In this system, all timings are calculated by the local signal controller.
Coordination with adjacent intersections is possible if each controller can provide its
neighbors with some information about its status, its future timing strategy and the time
at which it expects the vehicles to leave its intersection before the controller starts
optimising the signalised intersection under its control.



Physical Architecture


Physically the system consists of three basic components, namely the sensor (either
inductive loops, smart camera or infra red system) for collecting traffic data, the
controller for controlling traffic flows at an individual intersection and coordinator for
coordinating the timing of an individual controller with its neighbours The Local Area
Network (LAN) approach is proposed to link up all controllers.
Each computer or microprocessor at the traffic light controller is given an IP (Internet
Protocol) address. Each computer will share traffic data and timing with its
neighbours 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
.




A good communication system is very crucial in an urban traffic
control for the following purposes:

Synchronization of controller timer at each intersection for
offset implementation.
Exchange of traffic data between controllers.
Malfunction reporting from each controller to the control room.
Incident reporting to the control room.
Use of the smart camera for surveillance purpose.
Data compilation at the control room would be used for the
benefit of road users and research purposes.

Communication
Sensor is a crucial element in an intelligent traffic control. The most
common sensor is inductive loop. It is very common in vehicle actuated
system to detect vehicle presence. It is also very common in an urban traffic
control system to count the number or to measure headway of approaching
vehicles. However, the main drawback of the inductive loop is its failure to
measure queue length accurately. Another type of sensor is video detection
system. This system is very flexible and able to carry out traffic count and
measure queue length accurately. The price of commercial video detection
system is very high as compared to inductive loop system. However a local
institution has developed a low cost video detection system with the same
capability as the commercial system.








Sensor
CCTV System
1. Incident Detection

2. Classify Vehicles

3. Traffic Counting

4. Measuring Vehicles Speed

5. Other Beneficial Items
1. Incident Detection
1 -Operated through video image processing by observing pixels on detection lines
drawn across traffic lanes on monitor to detect incident.

2- Installation of loop detector is not required (which would cause traffic disturbance

2. Classify Vehicles
1- Used to classify vehicles by measuring the pixel in passenger car unit on the
screen.

2- Differentiate the pixel by using varies colour array would be another possible option.


3. Traffic Counting
By observing a few pixels for each traffic lane, which are considered as detectors, of
which, the pixel values will surge or shrink drastically every time a vehicle passes the
detectors. A computer programme is then written to count this surge or shrinkage.



4. Measuring Vehicles Speed
PROPOSED TRAFFIC CONTROL CENTER
The Traffic Control Center (TCC) is the hub where all of the Kajang City traffic control
systems are monitored. The TCC is proposed to be located at the Kajang Town
Municipal Council Building and allows the various components of traffic management
(signals, control boxes, real time video and simulations) to be effectively managed by a
team of traffic engineers who monitor and maintain signals throughout the city. TCC
would serve as the main operational and control point for traffic signals.


.


PROPOSED AUTOMATIC AND INTELLIGENT URBAN TRAFFIC
CONTROL
Automatic and intelligent traffic control is a key measure in urban traffic management,
and thisis reflected in the number of urban traffic control (UTC) systems in use today.
UTC is therefore a key application within UTMCsystems. UTC include ITS applications
that focus on traffic control devices, such as traffic signals, ramp metering, and the
dynamic (or variable) message signs on highways that provide drivers real-time
messaging about traffic or highway status.





Smart Eye TDS enables monitoring of road traffic and automatic intervention in critical
traffic situations. Smart eye TDS is based on a novel CMOS vision chip. The system
determines the traffic status from the object data supplied by the chip in the integrated
signal processor. The smart eye Centre enables simple configuration and maintenance.
The software can be installed on any Windows PC/notebook and enables comfortable
remote maintenance. Smart eye Server enables the simple connection of smart eye
sensors to your database. Traffic data is transmitted in a format similar to XML.







Traffic Data Sensor (TDS)
WavetronixSmartSensor HD is another option of smart sensor. The
WavetronixSmartSensor HD uses the latest technology to collect consistently accurate
traffic data in high definition. Patented Digital Wave Radar II measures traffic volume,
individual vehicle speed, average speed, 85thpercentile speed, average headway,
average gap, lane occupancy, vehicle classification and presence. Operating at five
times the bandwidth, SmartSensor HD has five times the resolution of the original
SmartSensor, a detection range of 250 feet and the ability to detect up to 10 lanes of
traffic simultaneously

.






Wavetronix SmartSensor HD
PROPOSED SMART SURVEILLANCE SYSTEM
The smart surveillance system consists of the smart cameras and the microprocessors
which are connected to the control room computer. The integration of these advanced
image sensors with high-performance processors into an embedded system facilitates
new application classes such as smart cameras.Smart cameras not only capture images
or video sequences, they further perform high-level image processing.
PROPOSED TRAVELLER INFORMATION SYSTEM
Variable Message Sign (VMS)

Car Navigation System

SMS/MMS System or
Personal Digital Assistant
Variable Message Sign (VMS)
Car Navigation System
SMS/MMS System or Personal Digital Assistant
CONCLUSION
The system could not be coordinated to optimize a group of traffic
controllers because its actions are unpredictable. Multi-plan timing
system could be set based on computed timing that gives It is
undeniable that setting up a ITS system in this Kajang town area
would be a very wise decision as it will help to lessen the
congestion in Kajang and also will benefits the town here as has
smoother traffic flow.



ITS BENEFITS
Improve the transportation network operational performance
Enhance the mobility and convenience
Increase driver and pedestrian safety
Boosting productivity, economic, and employment growth
Delivering environmental benefits