FAKULTI KEJURUTERAAN & ALAM BINA

KKKA 6424 Intelligent Urban Transport Management System

PROPOSAL OF KAJANG URBAN TRANSPORT MANAGEMENT SYSTEMS

YOUSEF IBRAHIM HASANAIN SYAHDATUL ISNAIN BINTI NAAM NUR MUSTAKIZA BTE ZAKARIA

P62306 P60872 P60882

PROPOSAL OF KAJANG URBAN TRANSPORT MANAGEMENT SYSTEMS

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TABLE OF CONTENT PAGE 1.0 INTRODUCTION 1.1 1.2 1.3 1.4 Background Problem Statement Objectives of the study Scope of Study Area 1 2 2 2 3

2.0

STUDY METHODOLOGY 2.1 Data Collection (Site And Traffic Survey) 2.1.1 2.1.2 Classified Volumetric Count at Junctions (Peak Hours) Travel Time Survey

6 7 7 8 8 8 8 9

2.1.3 Queue Length & Delay Survey 2.2 Phasing Sequences Determination 2.3 2.4 3.0 Determination Of Optimum Cycle Time & Optimum Green Time Split Determination Of Offset

SETTING UP 3.1 Existing Situation 3.1.1 3.2 Data Collection

11 11 11 14 14

Propose and Optimize Traffic Control 3.2.1 Optimum Cycle Time and Green Time Split

4.0

PROPOSED URBAN TRAFFIC MANAGEMENT SYSTEM 4.1 4.2 4.3 4.4 4.5 Urban traffic control (UTC) Fully distributed centralized control system Physical Architecture Logical Architecture BALANCE (The adaptive traffic system) 4.5.1 4.6 Reduce traffic congestion

17 17 18 19 20 21 22 28 29

Traveler Information System (TIS) 4.6.1 Variable Message Signs

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4.6.1.1 4.6.1.2 4.6.2 4.6.3 4.6.4 4.6.5

Proposed Location for VMS VMS System Specifications

30 34 34 35 36 37

Radio Station SMS/MMS System and Call Centre Car Navigation System Internet Access

5.0

PROJECT COST 5.1 5.2 5.3 5.4 Installation Cost Congestion Costs Reduction Benefits Cost Internal Rate Return (IRR)

38 38 38 39 41

6.0

CONCLUSION

43

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LIST OF FIGURES PAGE Figure 1.1: The Location of Study Area Figure 1.2: Intersection 1 (Adjacent to Satay Kajang Hj. Samuri's Restaurant) Figure 1.3: Intersection 2 (Adjacent to Kajang Police Station) Figure 1.4: Intersection 3 (Adjacent to Metro Inn) Figure 1.5: Intersection 3 (Adjacent to Metro Point) Figure 2.1: The typical Time-Space diagram to illustrate the Ideal Offset and also for Two Adjacent Intersections. Figure 3.1: Distance between the intersections in the study area Figure 3.2: The existing phase sequences Figure 3.3: Proposed Optimum Cycle Time and Green Time Split for all session Figure 3.4: Proposed Optimum Cycle Time and Green Time Split in the evening Figure 4.1: Urban traffic control (UTC) Figure 4.2: Plan illustrates intelligent urban traffic management system Figure 4.3: Local Area Network for Network of Traffic Controllers Figure 4.4: Logical Architecture (Distributed Control Architecture) Figure 4.5: BALANCE - the full adaptive traffic system Figure 4.6: Overviews of Kajangs traffic Figure 4.7: Smart surveillance traffic controlling Figure 4.8: Overviews of Kajangs traffic Figure 4.9: Sensors at the intersections Figure 4.10: Parking area in Kajang town Figure 4.11: Public transport available in Kajang Figure 4.12: Situation during peak hours in Kajang town Figure 4.13: Signboard for Congestion charging Figure 4.14: Proposed Location for Traveler Information System Headquarter Figure 4.15: Variable Message Sign in Malaysia 30 17 18 20 21 21 22 23 24 24 25 26 27 27 29 16 11 12 15 4 5 5 10 3 4

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Figure 4.16: From Jalan Reko to Kajang Figure 4.17: From SILK Highway to Jalan Bukit Figure 4.18: From Seksyen 8 Bangi to Kajang Figure 4.19: From Cheras to Kajang at Grandsaga Highway Figure 4.20: From Sungai Ramal to Kajang Figure 4.21: From Semenyih to Kajang Figure 4.22: Radio Stations in Malaysia Figure 4.23: SMS System Traffic Update Figure 4.24: Car Navigation System Figure 4.25: Kajang Traffic Control Webpage Figure 4.26: Life Traffic Information Figure 5.1: Congestion in Kajang Town

31 31 32 32 33 33 35 36 36 37 37 39

LIST OF TABLES PAGE Table 2.1: Passenger Car Unit (pcu) factors Table 3.1: The existing traffic volume in the morning Table 3.2: The existing traffic volume in the evening Table 3.3: The existing green time and cycle time in the morning Table 3.4: The existing green time and cycle time in the evening Table 3.5: Proposed offset Table 5.1: Installation Cost Table 5.2: Reduction Benefits Cost Table 5.3 Internal Rate Return 7 12 12 13 13 14 38 39 41

LIST OF CHART PAGE Flow Chart 2.1: Study methodology 6

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1.0

INTRODUCTION

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. The inability of the existing urban road network in Kajang area to cope with the increased demand has been identified as one of the most pressing infrastructure issues in the study area. Otherwise, In the Traffic Management Center the information is processed in different ways by several applications and services: played back on screen monitors, saved in video tapes and sometimes processed and automatically analysed for different uses like fast incident detection (without human monitoring), estimation of travel times between several points; lane usage; heavy vehicle count or detailed traffic condition information for public use. The main goal of an urban traffic monitoring system is to capture, send, play and distribute video information from the streets of a certain city to a management centre where it is processed by different services and the system aims to develop a framework incorporating all systems related to traffic management and traffic control, thus creating one multi-user, multidisciplinary traffic management system, integrating all applications and people involved in transportation. The transportation system is one of the major functional systems of society and is an essential feature of peoples lives which exists to meet perceived social and economic needs. As these change and as the transportation system itself evolves situations arise in which transportation is regarded as a problem .These problem areas serve as challenges to the transportation engineers posing both the threat of diminished public support and the opportunity to contribute to the solution of perceived social problems .Traffic congestion as one of these challenges exists wherever demand exceeds the capacity of the transportation system that is the maximum traffic flow that can be accommodated .Traffic safety as another major challenges has been continuing to provide adequate access to the transportation system for all sorts of people the poor ,the elderly, the healthy and physically handicapped. Protecting the environment, incorporating new technology, securing financial resources and developing adequate institutional arrangements are another primarily challenges for the performance of the transportation system.

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1.1

Background

Congestion is most often thought of as a problem of the urban road system where it is found particularly on main freeways and intersections on arterial streets. There are a number of specific circumstances which cause or aggravate congestion; most of them reduce the capacity of a road at a given point or over a certain length, or increase the number of vehicles required for a given volume of people or goods. Kajang as the district capital of Hulu Langat which is located between three major cities Kuala Lumpur, Seremban and Putrajaya; this has made a significant position for Kajang city. Continuous growth for traffic congestion and long queues at intersections during peak hours is the major problems in Kajang. Therefore, Kajang has suffered many traffic problems on the roads such as slower speeds, longer trip times, and increased vehicular queuing. 1.2 Problem Statement

The increase in traffic volumes has been recognized as an impediment to development and revitalization of the city, as well as an impediment to pedestrian and automobile circulation and safety. Although it is normal for traffic volumes to grow over time as population increases and traffic congestion is seriously affecting the reliability of the transit routes through Kajang city. This problem is mostly due to the inability of existing sensors of traffic signals to determine actual traffic demand, also the conventional control methodology is unable to determine suitable green time split whenever the traffic demand exceeds capacity. . In addition, delays due to traffic congestions also indirectly affect productivity, efficiency, and energy losses. This study is going to focus on the situation of the traffic during peak hours in the working and weekend days for the three significant intersections on major route streets in Kajang which is Jalan Sungai Chua and Jalan Semenyih as shown in the figure plan. 1.3 Objectives of the study

Based on the known issues identified above, the following goals and objectives have been established for this study.

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Identify and Evaluate improvements for roadway accessibility, mobility and safety for both vehicles and pedestrians. Evaluate and calculate the optimum green time split and cycle time for each junction. Observe the circumstances of the traffic difficulties. Low cost solutions of control methodology to the existing traffic control system and installation of advanced sensors. Propose mechanism of action during incidents and breakdowns. 1.4 Scope of Study Area

Figure 1.1: The Location of Study Area

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Figure 1.2: Intersection 1 (Adjacent to Satay Kajang Hj. Samuri's Restaurant)

Figure 1.3: Intersection 2 (Adjacent to Kajang Police Station) 4

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Figure 1.4: Intersection 3 (Adjacent to Metro Inn)

Figure 1.5: Intersection 3 (Adjacent to Metro Point) 5

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2.0

STUDY METHODOLOGY

In this study, it consists of five main activities as shown in Figure 2.1. The main activities involved are data collection, determination of phasing sequences, determination of optimum cycle and green time split, determination of optimum offset and development of traffic control expert system. In order to enhance the study output, two activities are conducted which are propose of smart surveillance system and propose of traveller information system.

Site Visit / Data Collection

Determination of Phasing Sequences

Determination of Optimum Cycle Time and Green Time Split

Determination of Offset

Proposed Automatic & Intelligent Urban Traffic Control

Proposed Smart Surveillance System

Develop Traffic Control Expert System

Flow Chart 2.1: Study methodology

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2.1

Data Collection (Site and Traffic Survey)

The traffic survey has been carried out manually at the every selected intersection. In this study, the traffic survey that has been used is Classified Volumetric Traffic Count at Junctions (Peak Hours) to count traffic at all approaches of the intersection and also to determine the existing optimum cycle timing and green time split. From that information, the plan optimum cycle timing and green time split can be determined. Then, Travel Time Survey and Queue Length and Delay Survey are used to determine the optimum offset required to reduce congestion during peak hours. 2.1.1 Classified Volumetric Count at Junctions (Peak Hours) The data of traffic for every directional flow at every intersection in the study has been carried out for the traffic survey. The data of traffic flows are converted from classified vehicles into passenger car equivalent (pcu/hr) by using pcu factors. This conversion was used to determine the existing optimum cycle time and green time split for every intersection in term of the total number of car per hour. The PCU factors used is based on the study conducted by Highway Planning Unit as shown in Table 2.1. The traffic volume count (pcu/hr) that have bas collected during the peak hours in the morning and in the evening are shown in Table 2.2 and Table 2.3.

Vehicle Car Motorcycle Van Light Lorry Heavy Lorry Bus

PCU Factor 1.0 0.33 1.0 1.5 2.5 2.0

Table 2.1: Passenger Car Unit (pcu) factors

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2.1.2 Travel Time Survey This Travel Time Survey was conducted to measure the existing control performance and also as one of the parameter to determine Green Time Offset. The travel speed was determined by conduct enumerators. Enumerators have used cars odometer and stopwatch to record the travel distance and time of the car. 2.1.3 Queue Length & Delay Survey In order to determine the queue length of every approaches, the queue length and delay survey have been carried out. In this study, the intersection delay study as suggested by Highway Capacity Manual was adopted to measure the Queue Length and Delay. The survey was conducted by placed to enumerators per traffic lane to collect the data on Queue Length, Delay and the number of vehicles passing through the stop line or discharged from the intersection. Unfortunately, motorcycles are excluded from the counting. The number of vehicles in the queue collected for 15 seconds interval. 2.2 Phasing Sequences Determination

For optimization process also required determination of existing phasing sequence. This existing phase sequence may be changed or modified in order to cope with traffic demand and to facilitate progressive flows. Generally, phase sequence of an isolated intersection is dependent on the traffic demands and intersection layout. 2.3 Determination Of Optimum Cycle Time & Optimum Green Time Split

For the calculation of optimum cycle time, Webster method has been used. The Webster formula is given as follows (Webster & Cobbe, 1996):

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Where, Co = Optimum Cycle Time (seconds). L = Lost Time in one cycle which includes all red time and start up delay. For Malaysian condition, 3 to 4 seconds per phase can be used. Y = Summation of Critical Flow Ration with Saturation Flows at all approaches.

2.4

Determination Of Offset

Offset can be defined as the time difference in the beginning of green between adjacent traffic control signals and is expressed in seconds. The Ideal Offset is defined as the offset that will cause the specified objective best satisfied. In this study, the objective that needs to be satisfied is providing traffic with minimum delay. So, the Ideal Offset will cause minimum delay. The Ideal Offset can be calculated by (McShane et al. 1998)

t(ideal) = L/S
Where, t(ideal) = Ideal Offset (second) L = Block Length (metre) S = Average Vehicle Speed (m/s)

The Ideal Offset is achieved when the first vehicle of a platoon just arrived at the downstream signal and then the downstream signal turns green. It is usually assumed that the platoon was moving as it went through the upstream intersection.

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Figure 2.1: The typical Time-Space diagram to illustrate the Ideal Offset and also for Two Adjacent Intersections.

The formula also has been modified if there are vehicles that need to be stopped and then had to accelerate. It also sometimes happens if there are vehicles stored in the block waiting for a green light. In order to avoid unnecessary stops, the ideal offset must adjust as follows:

Where, Q = Number of vehicles queued per lane (vehicle) h = Discharge headway of queued vehicle (seconds/vehicle) Typical value of h is 2 seconds/vehicle. S = Average speed (m/s) L = Distance between intersections (m) Loss1 = Loss time associated with vehicles starting from rest at the first downstream signal (2 seconds can be used as s default) 10

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3.0

SETTING UP

3.1

Existing Situation

The study was carried out by collecting the data of traffic flow for every directional flow at every intersection along Jalan Semenyih, Kajang. The distance between intersections is measured as shown in Figure 3.1.

I-1

I-2 I-3

I-4

Sate Kajang

Police Station Metro Inn Metro Point

140 m

390 m

283 m

Figure 3.1: Distance between the intersections in the study area

3.1.1 Data Collection The traffic data was collected for two sessions of peak hours during working days which are in the early morning at 8am and in the evening at 5pm. The counts were carried out for 20 minutes for every session. Then, the numbers of car in 20 minutes are multiply with 3 to get the total number of car per hour. The existing phase for each intersection is determined and shown in Figure 3.2 and the traffic volume in the morning and in the evening for selected intersections is shown in Table 3.1 and Table 3.2 respectively while the existing green time and cycle time also shown in Table 3.3.

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I-1
1 1

I-2 I-3
3 1 1

I-4

4 4

Figure 3.2: The existing phase sequences

Intersection 1 2 3 4

pcu/hr 1 3759 1513 1343 1063 2 2783 1717 1131 300 3 2228 1769 352 4 1334

Table 3.1: The existing traffic volume in the morning

Intersection 1 2 3 4

pcu/hr 1 4259 1730 1787 1380 2 2833 2372 1595 350 3 2208 1630 333 4 1309

Table 3.2: The existing traffic volume in the evening 12

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Intersection 1 2 3 4

Green Time (s) 1 51 24 26 37 2 49 18 34 11 3 26 31 10 4 46

Existing Cycle Time, Co (s) 100 80 103 120

Table 3.3: The existing green time and cycle time in the morning

Intersection 1 2 3 4

Green Time (s) 1 95 55 54 74 2 82 55 71 18 3 50 50 17 4 70

Existing Cycle Time, Co (s) 177 172 187 195

Table 3.4: The existing green time and cycle time in the evening

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3.2

Propose and Optimize Traffic Control

3.2.1 Optimum Cycle Time and Green Time Split In the study area, the Cycle Time and Green Time Split have been changed to facilitate progressive flow for all intersections. The Cycle Time is fixed to 120 seconds for all session and 180 seconds for evening session whereby started at 4p.m until 7p.m on working days for all signal controllers in the study. This coordination of Cycle Time is different in order to cater high traffic demand in the evening and at the same time to avoid congestion in Kajang town. In addition, the phasing sequences for all intersections are same with the existing phasing sequences. The proposed for Optimum Cycle Time, Green Time Split and Ideal Offset for all intersections are shown in Figure 3.3.

I-1
1 1

I-2 I-3
3 1 1

I-4

4 4

A Q = 10 L = 140 S = 8.33 h=2 Loss = 2 Offset = -6

B Q = 30 L = 390 S = 8.33 h=2 Loss = 2 Offset = -16 Table 3.5: Proposed offset

C Q = 15 L = 283 S = 8.33 h=2 Loss = 2 Offset = 2

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I-1
1 1

I-2 I-3
3 1 1

I-4

3 C

4 4

Relative Offset = 0, Absolute Offset = 0

Relative Offset = -16, Absolute Offset = -6-16 = -22 22 0 1= 30+3+1

2= 56+3+1

Cycle Time = 120 s

1= 56+3+1

3= 35+3+1

Cycle Time = 120 s

2= 43+3+1 Relative Offset = -6, Absolute Offset = -6 6 0 1= 38+3+1 4= 46+3+1 Relative Offset = 2, Absolute Offset = -22+2=20 20 1= 37+3+1 Cycle Time = 120 s

3= 40+3+1

Cycle Time = 120 s

2= 30+3+1

3= 10+3+1

2= 11+3+1

Figure 3.3: Proposed Optimum Cycle Time and Green Time Split for all sessions

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I-1
1 1

I-2 I-3
3 1 1

I-4

3 C

4 4

Relative Offset = 0, Absolute Offset = 0

Relative Offset = -16, Absolute Offset = -6-16=-22 22 0 1= 52+3+1

2= 82+3+1

Cycle Time = 180 s

1= 90+3+1

3= 48+3+1

Cycle Time = 180 s

2= 68+3+1 Relative Offset = -6, Absolute Offset = -6 6 0 1= 58+3+1 4= 65+3+1 Relative Offset = 2, Absolute Offset = -22+2=-20 20 1= 67+3+1 Cycle Time = 180 s

3= 52+3+1

Cycle Time = 180 s

2= 58+3+1

3= 15+3+1

2= 17+3+1

Urban traffic control (UTC) Figure 3.4: Proposed Optimum Cycle Time and Green Time Split in the evening

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4.0 4.1

PROPOSED URBAN TRAFFIC MANAGEMENT SYSTEM Urban traffic control (UTC)

Urban traffic control (UTC) systems are a specialist form of traffic management which integrate and co-ordinate traffic signal control over a wide area in order to control traffic flows on the kajang road network. The traffic responsive signal control system is adjusting the traffic signal settings (cycles, green splits and offsets), which optimize a given objective function, such as minimizing travel time or stops, in real-time based upon estimates of traffic conditions. It includes incorporating emergency service vehicles and priority for public transport such as bus priorities, and their integration with information systems such as variable message signs, realtime driver information systems and route guidance and parking guidance and information system.

Figure 4.1: Urban traffic control (UTC)

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Figure 4.2: Plan illustrates intelligent urban traffic management system 4.2 Fully distributed centralized control 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 optimizing the signalized intersection under its control. Since all timing calculations and co-ordinations are carried out at the local level, the distributed control is able to respond almost immediately to sudden fluctuation of traffic flows on the proposed routes in Kajang. The proposed intelligent UTC will be 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 18

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It could be expanded to almost unlimited expansion. In addition, it is the experts' who knowing the capabilities and the limitations of the

different systems available, establish the correct balance in the application of the various control strategies to a particular city such as Kajang. To cater for congestion in an urban network a third generation of Balance software system of control is necessary to provide on the system. It is such a system will be based on automatic incident detection, continuous monitoring of traffic data online, and definition of remedial strategies offline for the implementation of route guidance. 4.3 Physical Architecture

The physical architecture forms a high-level structure around the processes and data flows in the Logical Architecture. The Transportation Layer defines the Physical Entities (Subsystems and Terminators) that make up an intelligent transportation system. It defines the Architecture Flows that connect the various Subsystems and Terminators into an integrated system. The subsystems generally provide a rich set of capabilities, more than would be implemented at any one place or time. Equipment Packages break up the subsystems into deployment-sized pieces. 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 neighbour 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. The Local Area Network (LAN) approach was adopted to link up all controllers. 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 predetermined timing that give priority flows for an intended route.

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Figure 4.3: Local Area Network for Network of Traffic Controllers 4.4 Logical Architecture

The Logical Architecture consists of Processes, Data Flows, Terminators and data stores. Data Flows identify the information that is shared by the Processes. The entry and exit points for the Logical Architecture are the sensors, computers, human operators of the ITS systems (called Terminators). Data stores are repositories of information maintained by the Processes. The logical architecture is presented to the reader via data flow diagrams (DFDs) or bubble charts and Process Specifications (PSpecs). In fully distributed system, all timings are calculated by the local signal controllers. It has a router module and each controller is connected to the neighboring controllers in order to pass the information such as future timing strategy and the time expects for the vehicles to leave the intersections between this two controllers. Since all the timing is carried out at the local level, the distributed control is able to respond faster with the sudden fluctuation in traffic flows. The architecture of the system is shown in figure below: 20

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Figure 4.4: Logical Architecture (Distributed Control Architecture) 4.5 BALANCE (The adaptive traffic system)

Figure 4.5: BALANCE - the full adaptive traffic system

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The BALANCE software enables traffic-adaptive network control and provides a comprehensive view of the entire road network. Every five minutes, it calculates signal plans for the next 5minute period, which are then optimized and tailored to the current traffic situation. The system receives data on traffic volumes and speeds via detectors and signal control systems, and then processes it. In the event of an accident, it will calculate the impact on traffic in realtime and assess several solution scenarios simultaneously. Traffic management centers of this system can plan traffic up to 30 minutes in advance which means the control team is able to react more quickly and effectively to traffic incidents. Main attributes of the this system are as follows; A responsive system adjusts its control to react to changing inputs from its traffic detectors. Respond automatically to traffic demands. Recognize unexpected incidents and trends over time. Able to deal with priority requests for special vehicles (e.g. public transport, ambulances, and fire engines). 4.5.1 Reduce traffic congestion

Figure 4.6: Overviews of Kajangs traffic

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Kajang is suffering unstable traffic on the main routes which reach to the center of the city as shown in the proposed plan especially during peak hours morning and evening. Traffic congestion is main cause for unstable traffic on kajang roads, and the following is suggested solutions to reduce the congestion on kajang area; i. Implementing smart surveillance traffic controlling.

Figure 4.7: Smart surveillance traffic controlling In recent years, surveillance systems have been widely used for monitoring the roadway as tool of controlling by intelligent traffic system. A complete roadway traffic video surveillance system can record all events of a specific region. Therefore, smart surveillance system is implementing by installing smart cameras on each traffic light of the four intersections to monitor the traffic and send the data to the computer room which settled nearby the intersections on MPKJ as appropriate place to monitor the traffic. The computer room management monitoring the traffic situation such as long queues, accidents or emergency vehicles on the road and depends on that can be timing the traffic light to allow more vehicles passes through the junction which reduce traffic congestion. Also, detectors and sensors are tools of this smart system to detect the traffic situation as will be presenting on this proposal.

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ii.

Implementing sensors at the intersections.

Figure 4.8: Overviews of Kajangs traffic Sensors might install on the junction and the following are what the sensors can use for the traffic: Detect the presence of vehicles. To measure the gap or headway of the arriving vehicle in the vehicle -actuated system. To count the traffic volume. To determine the queue length in a co-ordinate adaptive system.

Figure 4.9: Sensors at the intersections 24

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iii.

Using suited parking area during peak hours.

Figure 4.10: Parking area in Kajang town Unsuitable parking areas chiefly near the junctions are basic cause to produce traffic congestion in kajang and the figure above has suggested suited parking spaces which can be reduce the congestion and used to park vehicles near the intersections. Otherwise, some suggestions can be settle to give car moving easier such as prohibit the parking near the intersections during peak hours and provide signboards to alert the vehicular while driving in this areas and these prohibited parking areas can also be monitored and charged by installing CCTV to record the plate number of cars whose park on prohibited areas and the cameras control by the computer room management which monitor the smart traffic on the proposed intersections.

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iv.

Using the public transportation as alternative mode to travel.

Figure 4.11: Public transport available in Kajang Many public transportation modes have been provided in kajang area to fetch the people up from place to another in and out of kajang. It has RAPID-KL buses which go to the city center of Kuala Lumpor by passing through urban areas nearby kajang and KL, other buses moving directly to KL through highway roads. By encouraging travelers using buses instead of own cars, the number of vehicles will decrease which promote less congestion on the intersections in kajang areas. In addition, rail station has been constructed near kajang center to let more travelers reaching their destinations without moving in the jam especially for farther areas. Other rail station will be provided on kajang to decrease the plenty of public users and let other users to ride rail system instead of their own cars which contribute to reduce traffic congestion. Benefits of using public transport are summarized as follows; 26 Reduce amount of owning car users. Travel is cheaper than owning and operating a car.

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Safest modes of travel and eases pollution. Reduces reliance on rapidly decreasing oil supplies. Reduces the need for building vast car parks on valuable land.

v.

Applying congestion pricing and using alternative routes during peak hours.

Figure 4.12: Situation during peak hours in Kajang town

Figure 4.13: Signboard for Congestion charging

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Congestion pricing is an effective solution to reduce traffic congestion on urban areas which is used by charging the vehicles that pass in congested areas during peak hours morning and evening. Signboards can be settled on the main routes that reach to kajang to alert the drivers to take other alternative routes or not to travel the main routes during peak times and variable message signs can suggest other selected routes to go to kajang or nearby. Benefits of congestion pricing have been listed below; Improving the quality of transportation services without tax increases. Improving vehicle speeds. Improving service reliability. Net revenues after payment of operating costs can be used to pay for expansion of roadway facilities. 4.6 Traveler Information System (TIS)

The Traveler Information System delivers real-time information of the traffic conditions in Kajang area to the public so that the congestions would be reduced. The data are disseminated via Variable Message Signs (VMS), radio stations, Internet and the ITIS Call Centre. This system can be used for traffic monitoring, accident, construction and other situations that happen on the roads and highways around Kajang area. Therefore, users can plan their journey since TIS system helps them in making decision on the best route to the destination. The system also can provide the traffic estimation and prediction to certain selected route. The proposed main headquarters for this system and traffic monitoring centre will be located at Kajang City Council (MPKJ).

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Figure 4.14: Proposed Location for Traveler Information System Headquarter List of proposed Traveler Information System in this study: Variable Message Sign (VMS) Radio/TV Station SMS/MMS System and Call Centre Car Navigation System Internet Access

4.6.1 Variable Message Signs Variable message sign (VMS) is an electronic traffic sign often used on roadways to give road users real-time information on traffic congestion, accidents, incidents, roadwork zones or speed limits on a specific location. Such information can lead road users to avoid congested areas and take alternative routes, limit travel speed, warn of duration and location of the incidents or just to inform the traffic conditions. The information for VMS system comes from a variety of traffic monitoring and surveillance systems. All data sent to the central room will be resent to VMS and shown on the 29

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panel so that can be read by the road user. The messages shown generally includes a problem statement indicating traffic condition, incident location, roadwork location for lane closure and gives suggestion for alternative routes available. Thus, VMS can be use to improve vehicles' route selection, reduce travel time and improve the performance of the transportation network.

Figure 4.15: Variable Message Sign in Malaysia 4.6.1.1 Proposed Location for VMS There are six proposed location for the VMS system installation. This location has been identified as the main road to Kajang and has been used by many road users. This system will inform the road users on the traffic condition in Kajang and gives suggestion on alternative routes available to Kajang.

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1. From Jalan Reko to Kajang (before SILK Highway)

Figure 4.16: From Jalan Reko to Kajang

2. From SILK Highway to Jalan Bukit (near Kajang KTM Commuter)

Figure 4.17: From SILK Highway to Jalan Bukit 31

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3. From Seksyen 8 Bangi to Kajang (Before SILK Highway Intersection)

Figure 4.18: From Seksyen 8 Bangi to Kajang

4. From Cheras to Kajang at Grandsaga Highway (before Sungai Sekamat Interchange)

Figure 4.19: From Cheras to Kajang at Grandsaga Highway 32

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5. From Sungai Ramal to Kajang

Figure 4.20: From Sungai Ramal to Kajang

6. From Semenyih to Kajang (before Kajang Prima Interchange)

Figure 4.21: From Semenyih to Kajang 33

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4.6.1.2 VMS System Specifications

The VMS specifications that will be used in this system: 2-line signs offer 12 characters of 320mm text, or 16 characters at 400mm 3-line signs offer 18 characters at 400mm Aluminum enclosure, fully welded with internal strength and support members Dual color upper and lower flashing red and amber lanterns also use long life Operating temperature range -20C to +60C Window material: 6mm anti anti-reflective, UV-protected, polycarbonate with anti scratch coating Optical performance conforming to UK Standard TR2136/ European Standard EN 12966 Visibility of 400mm characters > 300m Brightness controlled by ambient light over 16 levels Display angle 5 horizontal and vertical Communications: NMCS2 Protocol over RS485 bus, with GSM, radio, TCP- P, modem or Internet options possible

4.6.2 Radio Station Nowadays, radio station provides traffic information for its listeners. Road users now can get the current traffic condition information of the current traffic conditions in main cities like Kajang especially during peak hours, morning and evening from radio and TV station. Radio and TV station can cooperate with Kajang Traffic Control Centre to provide traffic information in Kajang. This can help the road user to plan their trip efficiently and avoid congested area.

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Figure 4.22: Radio Stations in Malaysia

4.6.3 SMS/MMS System and Call Centre Nowadays, traffic flow information can be obtained by using sms or mms and call services. By cooperating with the telecommunication service provider, this information can be sent to through the communication tools. Road users can send SMS/MMS or make a call to the control room to get the information about traffic flow or they also can subscribe the information about traffic flow condition for monthly payment from the telecommunication service provider. Besides that, they can send SMS to inform about the accident or any vehicles breakdown. The control room contact number will be displayed on the VMS system and the webpage for user information.

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Figure 4.23: SMS System Traffic Update 4.6.4 Car Navigation System Recently, this system becomes popular among the road users in Malaysia due to its effectiveness in finding specific location. However, this system is not interacting with the life traffic at the road. The navigation systems in Malaysia only guide the user to their desired destination by showing the faster and nearest road or for toll and non-toll highway. The new technology in this system allows the system to link to the traffic website. From there, road users can access the information about the traffic condition and guide the user to the smooth route. This new technology has been used in other countries such as USA, Japan and UK but not in Malaysia. Thus, Kajang Traffic Control Centre can adopt this new system and provides a live traffic condition in Kajang to the users.

Figure 4.24: Car Navigation System 36

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4.6.5 Internet Access Kajang City Council and JKR webpage can be updated more frequently to provide the traffic information for road users. The webpage can provides information on incidents, reports of road closures, road works or any events impacting on traffic flows in Kajang town. This webpage also can add information on the public transportation available in Kajang. This will encourage more people to use the public transportation and reducing traffic flow capacity.

Figure 4.25: Kajang Traffic Control Webpage

Figure 4.26: Life Traffic Information 37

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5.0 5.1

PROJECT COST Installation Cost

Table 5.1 below shows the estimated cost for the new Kajang Traffic Management installation including operation and maintenance cost. Table 5.1: Installation Cost ITEM Traffic Light New System, Smart Camera etc Infrastructure Call Centre/Traffic Control Centre (IPC units, Monitor, plasma screen, etc) VMS 6 Subtotal (Project Cost) Operation Cost Maintenance Cost 100 000 200 000 250 000 1500 000 1 770 000 100 000 200 000 300 000 2 070000 1 1 50 000 100 000 50 000 100 000 UNIT 4 COST/UNIT (RM) 30 000 COST (RM) 120 000

Subtotal Operation and Maintenance/Year TOTAL (RM)

5.2

Congestion Costs

In this study, we calculate unit costs of current expenditures on congestion reduction projects to determine the congestion cost before the installation of new traffic management in Kajang town.

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Figure 5.1: Congestion in Kajang Town

Assumption: Time Cost = RM 28/hour/car Traffic trapped into congestion = 10% from overall traffic peak hour (4259 pcu) Average travel delay during peak = 15 minutes / pcu Cost time value; For 15 minutes = RM7/pcu Peak day/year = Assume 240 days/year Thus, Congestion Cost = (10% x 4259) x 7 x 240 = RM 715 512/year

5.3

Reduction Benefits Cost

Table 5.2: Reduction Benefits Cost Benefits 1 2 3 Reduction In Fuel Consumption/ Travel Time (Energy) Reduction In Accident (Safety) Increase In Economic Activity (Social Economic) TOTAL (RM) Value (RM) 7 666 200 72 000 11 700 7 751 900

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Fuel Consumption (Energy) Assumption: 1 intersection can reduce stopping time around 10 seconds In Kajang 4259 pcu Average Speed = 60 km/hr For 1 day: 10 x 2 x 4 = 80 sec 80/3600= 0.5 hr For 1 year: Assume 240 days/year (Peak) 0.5 x 60 x 240 = 7200 km

Assume for 1 liter = 8 km, Thus, for 1 year = 7200/8 = 900 liters For 1 litre = RM 2, thus for 900 litres = RM 1800 Total saving cost for fuel = RM 1800 x 4259 ~ RM 7 666 200 ~ RM 7.7 million

Reduction in Accident (Safety) Assumption: Three accidents that Kajang local authority should have to subsidies: High fatality injury = RM 300/month Medium fatality injury = RM 200/month Low fatality injury = RM 100/month

Total cost for accident per month = RM 600 Thus, total cost for accident per year = RM 600 x 12 = RM 7200

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Increase in Economic Activities (Social Economic) Assumption: Delay for distribution of goods for 1 day RM 0.65 / trip Total trip of distribution of goods 1 day 50 trips

Delay for distribution of goods for 1 month = RM 0.65 x 50 x 30 = RM 975 / month Thus, delay for distribution of goods for 1 year = RM 975 x 12 = RM 11 700

5.4

Internal Rate Return (IRR)

From the estimated Installation Cost, Congestion Cost and Reduction Benefits Cost obtained before, we can now calculate the Internal Rate Return for the new Kajang Traffic Management system installation as shown in Table 5.3 below.

Table 5.3 Internal Rate Return Construction Cost 2,070,000 715,512 762,020 811,552 864,302 920,482 980,313 1,044,034 1,111,896 600,000 600,000 600,000 600,000 600,000 600,000 600,000 600,000 NPV Cost (C) 2,070,000 312,473 76,846 18,917 4,661 1,150 284 70 17 7,751,900 8,527,090 9,379,799 10,317,779 11,349,557 12,484,512 13,732,964 15,106,260 1,841,306 481,101 125,703 32,844 8,582 2,242 586 153 Total Benefit NPV Benefit (B) Cost Stream (2,070,000) 6,436,388 7,165,070 7,968,247 8,853,476 9,829,075 10,904,199 12,088,930 13,394,364

Years

Repayment

0 1 2 3 4 5 6 7 8

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9 10 11 12 13 14 15 16 17 18

1,184,169 1,261,140 1,343,114 1,430,417 1,523,394 1,622,415 1,727,871 1,840,183 1,959,795 2,087,182

600,000 600,000 600,000 600,000 600,000 600,000 600,000 600,000 600,000 600,000

4 1 0.26 0.07 0.02 0.00 0.00 0.00 0.00 0.00 2,484,424

16,616,886 18,278,575 20,106,432 22,117,075 24,328,783 26,761,661 29,437,824 32,381,610 35,619,771 39,181,748 387,595
Benefit/Cost Ratio

40 10.45 2.73 0.71 0.19 0.05 0.01 0.00 0.00 0.00 2,492,572 1.00 IRR=

14,832,717 16,417,434 18,163,318 20,086,659 22,805,389 25,139,247 27,709,956 30,541,427 33,659,976 37,094,567

322%

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6.0

CONCLUSION

The proposed system is a suitable solution in terms of scalability, cost, interoperability and performance for traffic control systems which going to settle on the study area in Kajang. The optimization operation of the proposed Intelligent Urban Traffic Control is based on fully distributed centralized control system are suggested to provide on the proposed junctions and all timings will be calculated and controlled by a central computer settled on the suited suggested place which can ease the traffic to be more suitable. The proposed UTMS is carried out the framework of several traffic management and control applications to be able to exchange data freely by using a common specification for the storage and transfer of the data. The aims and components of the system has been proposed to show the benefits and the structure of the convenient intelligent urban traffic management which seeks to make the users of the road on Kajang area more satisfied and comfort while using the road .

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