Assignment no .

Architecture

Intelligent Urban Traffic Control System (KKKA 6424)

Supervisor Prof. Dr. Riza Atiq Abdullah OK

Prepared by: Rasha salah ahmed P64799 Sarah hazim P65407 8. April.2013

OVERVIEW
Kajang:

Fig (1) Kajang map Kajang is a town in the eastern part of Selangor, Malaysia. Kajang is the district capital of Hulu Langat. It is located 21 kilometers (13 mi) from Malaysia's capital, Kuala Lumpur.

The current locational gravity of growth in Kajang would be Sungai Chua. The total population of Kajang has grown rapidly in the past few years, with estimated population growth of 9% per annum. The soon-to-be-realized Klang Valley MRT station in Bandar Kajang will boost the property value in Sungai Chua. As of 2004, a few townships have been developed in Kajang, such as Taman Prima Saujana (straight from Jalan Cheras), Sungai Chua, Taman Kajang Perdana (Kajang Highlands). Lately, many high-end developments has mushroomed in Kajang such as Twin Palms, Sri Banyan, Country Heights, Jade Hills and Prima Paramount. Areas surrounding these new townships are easily accessible via the SILK Expressway. Kajang is governed by the Majlis Perbandaran Kajang.

Urban Traffic Congestion Urban road networks in many of today's European cities and Asian cities exhibit high levels of traffic congestion during peak periods. Although congestion problems generally do not last more than an hour or so, there are examples of cities, such as Lagos and Bangkok, when traffic comes to a standstill for long periods of the day. It is generally accepted that the problem of urban traffic congestion has now reached such proportions that it is no longer merely a nuisance; it is becoming a threat to the economic viability of urban centers.

Longley (1968) identifies two forms of traffic congestion. a) Primary congestion: caused by the development of queues at controlled junctions, and b) Secondary congestion: arising from the blockage of other junctions by primary congested traffic. One of the reasons of congestion problem is lake in coordinate between adjacent traffic signal controls, resulting in inefficient progressive traffic flows. As well as the inability of existing sensors to determine actual traffic demand and the conventional control methodology is unable to determine suitable green time split whenever the traffic demand exceeds capacity. Mean will there are many strategies to reduce congestion such as smart growth, HOV lane, road pricing and ride share programs and others.

Objective of our study:

The most important goal of our study is formulate solutions for urban transport system with low cost by optimizing traffic flows along a few selected arterial routes in typical mid-size Malaysian urban environment.

The study area:

Our study area is Kajang _Selangor we aim to propose a suitable physical and logical architecture for Kajang Traffic Management.

Advanced Traffic Management Systems

Advanced traffic management systems (ATMS) seek to reduce, or at least contain traffic congestion and improve traffic flow in urban environments by improving the efficiency of utilization of existing infrastructures.

These systems typically seek solutions to congestion problems occurring on urban freeways and surface streets through the deployment of state-of-the-art sensing, communications, and data-processing technologies. Problems considered include both congestion caused by regular traffic patterns (congestion management systems) and traffic problems caused by stalled vehicles or other unpredictable incidents (incident management systems). ATMS typically attempt to take advantage of information that can be provided by roadside traffic sensors. These systems typically attempt to use available traffic information to develop optimal traffic control strategies addressing traffic needs at a single intersection, along an arterial or freeway, along a given corridor, or throughout a given area. Real-time solutions capable of automatically adjusting to changes in traffic conditions are often sought. These systems also frequently rely on variable message signs or other information dissemination technologies to provide relevant traffic information and travel recommendations to travelers. With the goal of improving traffic flow, The National ITS Architecture defines the following primary goals and metrics for ITS: Increase transportation system efficiency, Enhance mobility, Improve safety,

 Reduce fuel consumption and environmental cost, Increase economic productivity, and Create an environment for an ITS market.

PROPOSED AUTOMATIC AND INTELLIGENT URBAN TRAFFIC CONTROL (UTC):

The optimization operation could be carried out automatically if an intelligent UTC were installed on site. The proposed intelligent UTC in this report is based on fully distributed system because of the following reasons: The system could be adopted easily into the existing system Capital and operation costs are cheaper than that of centralized system It could be expanded to almost unlimited expansion

In contrast, most of the existing urban traffic controls are based on centralized control. In a centralized control system, all timings are calculated by a central computer. The local controller would only implement the timing once it is received from the central computer. Usually the system would consider the traffic in terms of smoothed flow profiles; this makes the system slow in responding to rapidly changing traffic demands, such as during morning peak traffic growth period.

Architecture
Architecture is a framework within which a system can be built; Requirements dictated what functionality the architecture must satisfy. Architecture functionally defines what the pieces of the system are and the information that is exchanged between them. Architecture is functionally oriented and not technology-specific which allows the architecture to remain effective over time. It defines "what must be done," not "how it will be done.

Key Concepts of the ITS Architecture:

Because of the extensive geographic and functional scope of the ITS Architecture in Malaysia and the requirements, which drove its development, it is structured somewhat differently and uses different terminology than is typically used today in the transportation community. Accordingly, general names were given to the physical transportation system components and locations in order to accommodate a variety of local design

choices and changes in technology or institutional arrangements over time. This allows the general structure of the ITS Architecture for Malaysia to remain stable while still allowing flexibility and tailoring at the local implementation level. This difference in language can be easily overcome with a better understanding of how the ITS Architecture is organized and how it relates to familiar systems of today.

Logical Architecture
A logical architecture is best described as a tool that assists in organizing complex entities and relationships. It focuses on the functional processes and information flows of a system. Developing a logical architecture helps identify the system functions and information flows, and guides development of functional requirements for new systems and improvements. A logical architecture should be independent of institutions and technology, i.e., it should not define where or by whom functions are performed in the system, nor should it identify how functions are to be implemented. The logical architecture of the ITS Architecture defines a set of functions (or processes) and information flows (or data flows) that respond to the user service requirements discussed above. Processes and data flows are grouped to form particular transportation management functions (e.g., manage traffic) and are represented graphically by data flow diagrams (DFDs), or bubble charts, which decompose into several levels of detail. In these diagrams, processes are represented as bubbles and data flows as arrows.

Processes can be further broken down into sub-processes. At the lowest level of detail in the functional hierarchy are the process specifications (referred to as PSpecs in the documentation). These process specifications can be thought of as the elemental functions to be performed in order to satisfy the user service requirements (i.e., they are not broken out any further). The information exchanges between processes and between PSpecs are called the (logical) data flows.

Figure (2): Distributed Control Architecture

PHYSICAL ARCHITECTURE:
Physically the system consists of four basic components, namely the Smart Camera sensor for collecting traffic data, the Intelligent Controller for controlling traffic flows at an individual intersection, the Intelligent

Coordinator for coordinating the timing of an individual controller with its neighbor and the Smart Traffic Advisor. The Smart Advisor is an Expert System that gives advice to the city traffic manager to disperse congested traffic as quickly as possible. It is based on knowledge acquired from a number of experienced traffic managers and relevant personnel from the Kuala Lumpur Traffic Police Department. The Local Area Network (LAN) approach was adopted to link up all controllers as shown in Figure 2. Each computer or micro-processor at the traffic light controller is given an IP (Internet Protocol) address. Each computer will share traffic data and timing with its neighbour for coordination purposes. In case where proactive control is required such as giving priority to an emergency vehicle, the computer at the control room will override the timing at each intersection with pre-determined timing that give priority flows for an intended route.

Figure (3): logical &physical architecture

Figure (4): Local Area Network for Network of Traffic Controller

1. Over all diagram :

Figure (5): over all diagram of Kajang transportation system.

2. Traffic Light System Traffic Light Systems can help with your traffic management requirements from simple system design to integrated security and traffic control installations. A traffic signal is typically controlled by a controller inside a cabinet mounted on a concrete pad. Although some electro-mechanical controllers are still in use (New York City still has 4,800), modern traffic controllers are solid state. The cabinet typically contains a power panel, to distribute electrical power in the cabinet, a detector interface panel to connect to loop detectors and other detectors; detector amplifiers; the controller itself; a conflict monitor unit; flash transfer relays; a police panel, to allow the police to disable the signal; and other components. Traffic controllers use the concept of phases, which are directions of movement grouped together. For instance, a simple intersection may have two phases: North/South, and East/West. A 4-way intersection with independent control for each direction and each left-turn will have eight phases. Controllers also use rings; each ring is an array of independent timing sequences. For example, with a dual-ring controller, opposing leftturn arrows may turn red independently, depending on the amount of traffic. Thus, a typical controller is an 8-phase, dual ring control. Solid state controllers are required to have an independent conflict monitor unit (CMU), which ensures fail-safe operation. The CMU monitors the outputs of the controller, and if a fault is detected, the CMU uses the flash

transfer relays to put the intersection to FLASH, with all red lights flashing, rather than displaying a potentially hazardous combination of signals. The CMU is programmed with the allowable combinations of lights, and will detect if the controller gives conflicting directions a green signal, for instance. In the late 1990s, a national standardization effort known as the Advanced transportation controller (ATC) was undertaken in the United States by the Institute of Transportation Engineers.[3] The project attempts to create a single national standard for traffic light controllers. The standardization effort is part of the National Intelligent transportation system program funded by various highway bills, starting with ISTEA in 1991, followed by TEA-21, and subsequent bills. The controllers will communicate using National Transportation Communications for ITS Protocol (NTCIP), based on Internet Protocol, ISO/OSI, and ASN.1.[3] Traffic lights must be instructed when to change phase and they are usually coordinated so that the phase changes occur in some relationship to other nearby signals or to the press of a pedestrian button or to the action of a timer or a number of other inputs.

Fig (6): traffic light system architecture.

System Architecture
For our tests, only the pedestrian signal and call buttons were implemented with smart signal design leaving the traffic lights under conventional traffic control operations. Fig. is a block diagram of the distributed traffic system architecture that was built and tested for this investigation. It consists of two independent Ethernet networks: one to provide communications with the traffic controller and one network for the real-time control of the distributed smart signals. The bridge node that interfaces with the traffic controller uses the National Transportation Communications ITS Protocol (NTCIP). Also attached to the NTCIP network are two Windows based computers for simulation and configuration. The Traffic Operations computer generates messages to alter traffic signal timing representative of control from a traffic operations center. This computer was also used to implement preemption and setup the timing plans in the Traffic controller.

3. Smart Surveillance System

Closed-circuit television, also known as CCTV in short, is the usage of video cameras for surveillance in areas that require monitoring such as banks, casinos, airports, military installations, and convenience stores. Here, we shall refer to surveillance as the monitoring of the behavior and actions of people, for the purpose of influencing, managing and protecting.

Using CCTV for surveillance of the public is prevalent in many parts of the world, especially in the United Kingdom, where there are more cameras per citizen than any other country. In Singapore, as part of the new S$160 million Community Policing System in April 2012, the police have started the installation of cameras at 300 public housing blocks and multi-store car parks, and aims to increase the number to 10,000 by 2016.

Some common uses of CCTV surveillance:

Prevent crime The presence of a CCTV system can help to deter and identify potential criminals, as they are aware that their wrongdoings will be caught on footage. They will think twice about committing a crime due to the increased fear of being apprehended, thus reducing crime rate effectively, albeit not entirely. Also, in some cases, the police might be

able to identify criminals by accessing the relevant CCTV footages which can potentially lead to the faster arrest of these culprits.

Monitoring staff at work Employers can monitor the actions of their employees through the use of CCTV to ensure that employees perform work-related activities during their working hours and not disseminate confidential information or trade secrets to others.

Traffic monitoring In Singapore, the Expressway Monitoring and Advisory System (EMAS) is used by the Land Transport Authority (LTA) to detect congestions or accidents and notify motorists of adverse traffic conditions as soon as possible. Also, red-light and speed cameras are installed to identify reckless motorists who do not abide by the traffic rules. It also acts as deterrence for motorists to keep their speed limit in check and not cause danger to other road users.

Requirements of a Smart Camera

In general a smart camera is comprised of a sensor, a processing and a communication unit. In this section we briefly discuss the requirements for each of these units as well as some system wide requirements. 1. Sensor Requirements The image sensor is the prime input for a smart camera. An appropriate image quality is, therefore, essential for the performance of the entire system. 2. Dynamic Range Traffic surveillance applications enforce high demands on the image sensor. Typical traffic situations may contain a high dynamics, e.g., when high-intensity areas, such as the high-beam of a vehicle, appear concurrently with low-intensity areas such as the

cars silhouette at night. Image sensors with high dynamic range and little blur are preferred for these applications. Additionally, high dynamic-range sensors ease the design of the camera control and the control of the lens aperture in changing light conditions.

3. Resolution and Frame Rate Many available image sensors feature only small image formats such as CIF and QCIF. These formats are acceptable for cell phones. However, surveillance cameras require a larger resolution due the requirements of the image processing and the operators. Note that many currently available surveillance systems deliver images in PAL resolution (720x576 pixels). Most image processing algorithms for the smart camera are based on monochrome input; however, the operators prefer color images for manual surveillance. The maximum frame rate (in fps) is another important parameter of the smart camera. It is determined by the image sensor and succeeding image processing stages. A frame rate of 15 fps is aimed for live video and fast response times of the image processing tasks. 4. Digital Interface In order to reduce the effect of temperature drift and aging as well as to avoid glue logic the image sensor has to deliver digital video output. Thus, the sensor has to include analog amplifiers and ADCs.

Architecture of the Smart Camera

System Overview: For traffic surveillance the entire smart camera is packed into a single cabinet which is typically mounted in tunnels and aside highways. The electrical power is either supplied by a power socket or by solar panels. Thus, our smart camera is exposed to harsh environmental influences such as rapid changes in temperature and humidity as well as wind and rain. It must be implemented as an embedded system with tight operating constraints such as size, power consumption and temperature range.

Architecture As depicted in Figure 2.1, the smart camera is divided into three major parts: (i) the video sensor, (ii) the processing unit, and (iii) the communication unit.

Video Sensor The video sensor represents the first stage in the smart cameras overall data flow. The sensor captures incoming light and transforms it into electrical signals that can be transferred to the processing unit. A CMOS sensor best fulfills the requirements for a video sensor. These sensors feature a high dynamics due to their logarithmic characteristics and provide on-chip ADCs and amplifiers. Processing Unit The second stage in the overall data flow is the processing unit. Due to the high-performance on-board image and video processing the requirements on the computing performance are very high. A rough estimation results in 10 GIPS computing performance. These performance requirements together with the various constraints of the embedded system solution are fulfilled with digital signal processors (DSP). The smart camera is equipped with two TMS320DM642 DSPs from Texas Instruments running at 600 MHz. Both DSPs are loosely coupled via the Multichannel Buffered Serial Ports (McBSP), and each processor is connected to its own local memory. The video sensor is connected via a FIFO memory with one DSP to relax the timing between sensor and DSP. The image is then transferred into the DSPs external memory with a capacity between 8 MB and 256 MB.

Communication Unit The final stage of the overall data flow in our smart camera represents the communication unit. The processing unit transfers the data to the processing unit via a generic interface. This interface eases the implementation of the different network connections such as Ethernet, wireless LAN and GSM/GPRS. For the Ethernet network interface only the

physical-layer has to be added because the media-access control layer is already implemented on the DSP. A second class of interfaces is also managed by the communication unit. Flashes, pantilt- zoom heads (PTZ), and domes are controlled using the communication unit. The moving parts (PTZ, dome) are typically controlled using serial interfaces like RS232 and RS422. Additional in/outputs are also provided, e.g., to trigger flashes or snapshots.

The smart surveillance system in this proposal can be used in order to:
Detecting vehicle presence. Detecting incident which is occurred at the lanes. Detecting the disaster such as flash flood. Detecting the certain circumstances such as the movement of ambulance. Patrol cars and fire-engines. Classifying vehicles that are using the route. Measuring the vehicles speed in order to observe their movement and The speed limit. Carrying out traffic counting for current reference data. Counting the queue length in order to setting up the offset time.

Samples of smart camera systems available in the markets:

Tattile
2 models, 400MHz XScale, Ethernet, RS232, RS485, USB, 640x480 --> 1400x1000pxls, several resellers, 25frames/sec, 3-5000 EUR, C programming or graphic development tool, Italian Company, Worldwide resellers, site in English.

Neuro Check 3 models, 640x480 --> 1280x1024, B/W & Color, actually a fairly small sized, 1Kg, 266MHz Pentium II PC running Windows and visual development, priced 6.000-9.000EUR, site in Eng, Ita, Ger.

Fibervision Based on Vision Components' advanced smart cameras, applications can be configured with user friendly software on PC or within the smart camera.

Basler Video Technologies CMOS, 640x480, 60-180fps, B/W or Color, with hidden LINUX PC (151x55x60mm, 600g), open-source development tools.

Vision Systems Two models (648x480 &1280x1024), CMOS, embedded PC104.

Robot - LINDBLAD & PIANA SRL 4 models, B/W & color, 50fps, embedded PC, traffic control and plate license recognition (site in Italian)

Sony 400MHz embedded PC (Geode), Win XP or Linux, 1280x1024 @ 15fps, 640x480 @ 60fps, approx 3800USD

VMS
Introduction and Usage Variable Message Signs (VMS) are traffic control devices used to provide motorist en-route traveler information.

They are commonly installed on full-span overhead sign bridges, postmounted on roadway shoulders, and overhead cantilever structures. The information is most often displayed in real-time and can be controlled either from remote centralized location or locally at the site. Traveler information displayed on VMS may be generated as a result of a planned or unplanned event, which is programmed or scheduled by operations personnel. The objective of the sign display is to allow the motorist time to avoid an incident, prepare for unavoidable conditions, or to give travel directions. The goal is to have a positive impact on the motorists travel time and ensure travelers safety.

Types of VMS Technology and Their Usage

Types of Signs: Portable/Trailer: These are used for temporary setup and display of information at various locations. EX: Side of road for construction, disasters, detours, closures. Trailers can have solar panels, generators, or run on 120VAC. Fixed Structure: Permanently mounted signs can be: Post mounted Bridge mounted Sign structures have multiple access types: Front access Rear access Walk-in. Matrix Display Types Messages are limited by the types of VMS used and its display space configuration or matrix. There are three types of matrix displays: Character, Line, and Full. Character Matrix: Contains separate display space made available for each letter of the text message. A character matrix configuration of 6 horizontal and 2 vertical has only 12 character spaces available.

Full Matrix: Contains no physical separations between individual characters or lines in the message. A message can be shown at any size and location as long as it is within the display space.

Maintenance Operations

Construction Notices

Special Event Notice & Motorist Instructions

Severe Weather Announcements

Other Roadway Information

Communication System
A good communication system is very crucial in an urban traffic control for the following purposes: Synchronization of controller timer at each intersection for 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. A wireless communication system was selected instead of copper or fiber optic cables to avoid intrusive road digging work.

Estimated cost
Low cost solution Low cost solutions are the second outcome of this study, ranging from setting the optimum timing manually to an intelligent system with communication system. The intelligent system is based on distributed control system using microprocessors whereas the communication system is based on wireless system or system using power cable as the communication medium to minimize cost.

CONCLUSION 1. Economic growth in Kajang will lead to further demand for motorway travel and subsequently, if unaddressed, further congestion. Unfettered congestion in Kajang motorways has been identified as a potential major constraint of the future prosperity of the city. 2. Productivity growth will increase the demand for transport as more people are in work and also as a result of increasing business activity. Without countervailing measures, the trend of longer commuting and other trips, in part associated with increased personal wealth will continue. Congestion around the cities is set to increase.

3. This report has examined the potential of ITS measures to reduce the impacts of congestion on the kajangs road network. The measures could, if implemented, produce considerable benefit to the Kajang transport network. However to achieve this, action is required on a number of fronts and from a variety of stakeholders. Moreover, ITS measures should not be the only approach to relieving congestion. Already, Kajang has identified its priorities for targeted investment to enhance network capacity and parallel work to this report has considered the potential role for smarter travel choices. 4. ITS measures tend to fall into three groups those based only invehicle (Lane Departure Warning, Active Cruise Control, for example), those based on roadside infrastructure (Active Traffic Management, Variable Messaging Signs etc.) and those needing both in-vehicle and outside support (Intelligent Speed Adaptation, potential Intelligent Infrastructure Systems, potential intelligent platooning etc.). It is the last category that is most contentious, potentially having significant benefits, but requiring national regulation. 5. Although some of the ITS measures are still being developed or under research many of the measures presented in this report have been successfully implemented as part of improving the driving experience from car manufacturers (e.g. Active Cruise Control, Lane Departure Warning), by the Highways Agency (VMS, ATM,

etc.) or are being actively researched in real life scenarios in parts of the world (e.g. Intelligent Speed Adaptation). Work is needed by the implementers of these technologies to evaluate the on-going benefits of these initiatives. 6. The government of Malaysia could help promote this research though actively working with Malaysia universities. Each have well established departments, which able to research and work in the ITS field.