Proposed Kajang Urban Traffic Management System.

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PREPARED BY: Alaa H. Mousa - P71081 / Mohanad Jaafar Talib P71085/ Wael Saad Hameedi - P71062
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Faculty of engineering
Civil and structural Engineering Department
KKKA 6424
'()*++,-*() ./01( 2/133,4 56()/6+ 789)*:

PROPOSED KAJANG URBAN TRAFFIC
MANAGEMENT SYSTEM.

SUPERVISED BY:
'/; </; =,>1 "),? "0@A++1 B;!; =1C:1)
PREPARED BY:
Alaa H. Mousa - P71081
Mohanad Jaafar Talib P71085
Wael Saad Hameedi - P71062
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Table of Contents
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1.0 Introduction
kajang is located in the eastern part of selangore, Malaysia. Its away 21 km to the south from the
Malaysian capital city kula lumpur . Kajang town has grown rapidly in the past several decades.
Continuous traffic growth through developed areas and difficulties in building new
transportation infrastructure have caused a need for careful monitoring of operating conditions
on existing transportation facilities. New strategies for traffic control must be developed in order
to manage the increase in traffic volume in Kajang.
1.2 PROBLEM STATEMENT
The major problems in Kajang are traffic congestions and long queues at intersections during
peak hours. Increasing of traveling times due to increasing numbers of road users and limited
resources provided by current infrastructures. Inability of existing method in determining traffic
demand and provide suitable time split when the traffic volume exceeds its capacity is another
main factor which lead to traffic congestion. these problems are mainly due to poor coordination
between adjacent traffic signal controls, resulting in inefficient progressive traffic flows (or
commonly known as the unattainable green wave effect).
1.3 STUDY OBJECTIVE

The main objective of the study is to propose solution to traffic congestion in Kajang by
optimizing traffic flows along a few selected arterial routes. The solution shall include:
To upgrade current situation of traffic flow in Kajang town
To ensure the safety of the traffic users
To give real time information to the users
To propose mechanism of action during incident/breakdown
To have batter service of traffic in Kajang town

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1.4 STUDY FOCUS AREA
The study has focus on the selected location such in Figure below

The study locations are recognized as the followings:
Intersection 1: near to kajang stadium and kajang satay restaurant
Intersection 2: near to kajang police station
Intersection 3: near to prescot hotel
Intersection 4: near to kajang hospital and metro points mall
We based on present situation of the route and choose these intersections These roads has huge
traffic volume but with minimum traffic control facilities. Traffic congestion occurred every day
during peak hours in the morning, afternoon and evening. So, this study is purposely conducted
in order to evaluate the problems and to introduce solutions to the problems.
scopes of work
The scopes of work consists of the following:

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1.4.1 Site Visit and Visual Appraisal
Site visit are conducted during the study in order to get first hand knowledge of the study focus
area and to evaluate the actual site problems. Existing traffic data, documents and drawings was
examined to obtain the information of the selected intersections. Preliminary data such as
number of lanes, distance between intersection, phasing sequences, signal timing, and traffic
volume are collected during the site visit. This information is important for future planning.

1.5 Traffic Survey & Analysis
Determine the best control methodology for the intersection.
Determine the optimum cycle time, green time split and offset time.
1.6 Area of study
It is required to carry out traffic study for the purpose to optimize the intersection in kajang
City. We started to collect the data by visiting the intersections afternoon (6:0 __ 7:0 PM), which
are the peak hour volume.
1.7 Output
The output of the study consists of the followings:
i. To set a suitable Cycle Time and Offset Time for the purpose of regulating travel
speed.
ii. To introduce solution for upgrading existing traffic control system which would
optimize traffic flows in Kajang.

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1.8 STUDY METHODOLOGY
The study consists of five main activities as shown in Figure1. The main activities 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
addition, two activities are conducted to enhance the study output, ie. Propose of smart
surveillance system and propose of traveler information system.

Site Visit / Data Collection
Determination of Phasing Sequences
Determination of Optimum Cycle Time and Green Time Split
Determination of Offset
Develop Traffic Control Expert System
Proposed Smart
Surveillance System
Proposed Traveller
Information System
Proposed Automatic &
Intelligent Urban Traffic
Control
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1.9 DATA COLLECTION (TRAFFIC SURVEY)
The survey has been carried out manually at the selected intersection. 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 the
optimum offset.
1.9.1Classified Volumetric Count (at Peak Hours)
The survey is usually carried out to collect traffic data for every directional flow at every
intersection in the study focus area. Working days at peak hours are the suitable time for the
survey to be carried out. The counts were carried out for 15 minutes duration in the morning. The
number of car in 15 minutes is multiplying with four to get the total number of car per hour.

To calculate optimum cycle time and green time splits, we used the total number of car per hour
collected previously. The data on traffic flows are converted from classified vehicles into
passenger car equivalent (pcu/hr) by using pcu factors. In this study pcu factors is based on the
study conducted by Highway Planning Unit such adopted in Table 2.1. Otherwise, Table 2.2
shows the traffic volume count (pcu/hr) collected during the peak hour in the morning at the
study focus areas.

Table: Adopted Passenger Car Unit (pcu) factors.
Vehicle pcu Factor
Car/Van/ Jeep 1.0
Motorcycle 0.35
Trailer 3
Light Lorry 1.75
Heavy Lorry 2.75
Mini bus 2.5
Bus 2.75

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pcu/hr
Intersection Phase 1 Phase 2 Phase 3 Phase 4
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1.9.2 DETERMINATION OF OPTIMUM CYCLE TIME & OPTIMUM
GREEN TIME SPLIT
For optimum time, Webster method is used for calculation, as it is a widely used and easily
understood method. The Webster formula is given as follows (Webster & Cobbe 1966):

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Co = Optimum cycle time in second.
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 ratio with saturation flows at all approaches.
Intersection 1
Phase Traffic
Volume
(pcu/hr)
Saturation
flow
(pcu/hr)
y Green Time
Split
1 1020 3600 0.28 0.34
2 991 5400 0.18 0.22
3 2002 5400 0.37 0.44
23245 6 789: ;877

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Intersection 2

Phase
Traffic
Volume
(pcu/hr)
Saturation
flow
(pcu/hr)
y Green Time Split
1 3436 7200 0.48 0.58
2 1073 5400 0.20 0.24
3 1056 7200 0.15 0.18
23245 6 789@ ;

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Intersection 3
Phase Traffic
Volume
(pcu/hr)
Saturation
flow
(pcu/hr)
y Green
Time Split
1 1078 5400 0.19 0.44
2 590 5400 0.1 0.23
3 788 5400 0.14 0.33
23245 6 78:A ;877

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Intersection 4
Phase
Traffic
Volume
(pcu/hr)
Saturation flow
(pcu/hr)
y
Green
Time Split
1 1398 5400 0.25 0.34
2 1263 3600 0.34 0.45
3 497 5400 0.09 0.12
4 296 3600 0.08 0.10
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1.10 DETERMINATION OF OFFSET
McShane et. al. (1998), has introduce ideal offset to be
"
Where;
t
ideal
= ideal offset in second
L = block length in meter
S = vehicle speed in m/s

The ideal offset is defined as the offset that will cause the specified objective to be best
satisfied. For the objective of minimum delay, it is the offset that will cause minimum delay.
More often, the ideal offset is exactly the offset such that as the first vehicle of a platoon just
arrives at the downstream signal, the downstream signal turns green. It is usually assumed that
the platoon was moving as it went through the upstream intersection.

McShane et. al. has modified the formula by taking into account the initial start-up delay and
also the existing vehicle waiting for the green light. The ideal offset has to be modified as
follows:
" ' (!&#)
Where;
Q = number of vehicles queued per lane, vehicle
H = discharge hadway of queue vehicle in seconds/vehicle.
L = distance between intrsections in meter
S = speed in m/s
Loss1 = loss time associated with vehicles starting from rest at the first downstream
signal

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2.0 Traffic Control system
2.1 Proposed Advanced Traffic control Systems
2.1.1 Overview:
Intelligent Transportation Systems (ITS) is the application of technology to better manage the
transportation network. More specifically, the Intelligent Transportation Systems Society of
Canada (ITS Canada) has defined ITS as: the application of advanced and emerging
technologies (computers, sensors, control, communications, and electronic devices) in
transportation to save lives, time, money, energy and the environment.
The goal of ITS in road transport is to achieve improvements in mobility, safety, and the
productivity of the transportation system through the integrated application of advanced
monitoring, communications, computer, display, and control process technologies, both in the
vehicle and on the road. Under the umbrella of ITS, Advanced Traffic Management Systems
(ATMS) have proven to be one of the most successful components in accomplishing these
objectives.
This section provides an overview of the types of systems and functionality that can be provided
through Advanced Traffic Management Systems.
2.2 Information Collection
Strategic traffic management and control requires information about the operational state and
characteristics of traffic flow. The parameters most relevant to ATMS include:
Traffic Flow or Volume the number of vehicles passing a point per unit of time;
Vehicle Speed the distance traveled by a vehicle per unit of time, usually expressed in km/h;
Traffic Density the number of vehicles occupying a road lane per unit of length at a given
point in time;

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Occupancy similar to traffic density, usually expressed as a percentage representing the
percentage of time a detection zone on the road is occupied;

Incident an unplanned event that occurs within a roadway (on the traveled portion, shoulder
or roadside) that impacts the capacity of the roadway Relevant details of an incident include
date/time, location, direction of travel, type of impact, class of collision (fatal, personal injury,
property damage), weather condition, road surface condition, number of vehicles involved,
number of lanes blocked, etc.;

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Weather Conditions relevant details on current Weather Conditions relevant details on
current weather conditions, such as wind speed, humidity, temperature, visibility, etc.
To measure these parameters, many different types of detectors/sensors are available, including
roadway sensors and vehicle probes. Part of the challenge of information collection is to gather
information that is both accurate and relevant for traffic management purposes, and current
enough to be useful.

Roadway Sensors
Roadway sensors can be divided into several categories: embedded or intrusive (i.e., embedded
in the pavement), non-intrusive (i.e., installed off the pavement), and environmental. The
following is a list of the more commonly used sensors: Embedded (Intrusive) Detectors

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Inductive Loop An Inductive Loop Detector consists of a copper wire embedded in the road
surface in the shape of a loop (e.g., square, rectangular, diamond, etc.). Passing an electrical
current through the copper wire induces a magnetic field in the vicinity of the loop. Typically, a
loop will consist of three to five turns of copper wire in the ground. Connecting the loop to a
roadside cabinet through a lead-in cable allows electronic equipment to monitor the magnetic
field and changes in inductance as a vehicle passes over the loop.

Magnetometer
Magnetic detectors are little Pencil-shaped/cylindrical probes, placed vertically in or beneath the
road surface. They measure changes in the earths magnetic field as a vehicle passes over them.
Non-Intrusive Detectors
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Radar Radar detectors
Actively emit radio wave Signals and can register vehicular presence and speed, depending
upon the characteristics of the signal returned to them by the moving vehicles. Currently, there
are two types of radar detectors: Doppler, which measure the change of frequency between the
transmitted and received signals, and
Time of Flight, which measure the difference in time between when the signal is transmitted and
received

Road Surface Sensors measure road surface temperature as well as ascertain a variety of
information with respect to the road surface such as wet or dry, presence of chemicals (e.g., anti-
icing, de-icing, etc.), presence of snow, ice or frost, etc.
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Sub-surface Sensors measure the temperature at different depths in the substrate directly
below the roadway.

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2.2.1 Surface Street Control
Surface Street Control refers to the monitoring, control and management of traffic operations on
municipal streets and arterials. The primary application of ITS within Surface Street Control is
the management of signalized intersection control and the assignment of right-of-way for all
users of the transportation network including vehicles (e.g., passenger cars, trucks, transit
vehicles, emergency response vehicles, maintenance vehicles, etc.), cyclists and pedestrians. This
section describes A typical Surface Street Control System consists of intersection control
equipment (i.e., intersection controller, signal heads, etc.), detection equipment (i.e., vehicle
detector, pedestrian detector, bicycle detector, etc.), communications network and a computer
system to provide central control and monitoring functions of the field equipment. Multiple
Surface Street Control Systems in a region should be capable of sharing data with each other
electronically. The objective of this information exchange is to allow adjacent jurisdictions to
provide area-wide signal coordination along major corridors and road networks regardless of
jurisdictional boundaries.

The primary objective of a traffic signal is to safely assign right-of-way to vehicles, cyclists and
pedestrians all competing for the use of the same road space at intersecting roadways. Typically,
this is achieved using intersection control equipment with right-of-way assigned, based on the
presence of vehicles, pedestrians and bicycles. Priorities between road users and vehicle types
can vary, and for this reason many traffic signal systems offer a method of providing priority
service to accommodate transit vehicles, emergency response vehicles and operation of at-grade
rail crossings located in close proximity to signalized intersections. Both local and centralized
methods of priority control are available.
A secondary application of ITS within Surface Street Control is lane management, which
involves the restriction of specific lanes of a roadway to designated vehicle types, direction of
travel or other purposes. It involves the use of lane control signs (LCSs) and a central control and
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monitoring system. Lane management systems are commonly used for reversible lane operation
on urban arterials as well as bridges and tunnels, for high occupancy vehicle
(HOV) / high occupancy toll (HOT) lane management, and have also been applied for traffic
management purposes through construction zones. Typically, they are applied to traffic
bottlenecks

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2.3 Highway Control
Highway Control uses roadside equipment and communications to monitor traffic conditions on
the highway network for traffic management, incident detection and management, ramp metering
and access control. Typically, it is applied to high-volume, access-controlled highways located
within or in close proximity to large population centres. Highway control employs monitoring
techniques and adaptive control strategies to maximize the efficiency of traffic movement and
better manage traffic congestion. It is widely recognized that the occurrence of an incident and
the resultant blockage of travel lanes and/or shoulders has a dramatic effect on the capacity of the
roadway. It therefore follows that the faster an incident can be cleared the less impact it will have
on the operation of the highway network.
Incident management refers to the timely detection of incidents and the dissemination of relevant
information to emergency response agencies, maintenance personnel, traffic management staff
and motorists in order to minimize the duration and impact of the incident on the transportation
network.
Ramp metering and access control is the application of control devices such as traffic signals,
signing and gates to regulate the rate of vehicles entering the freeway. In general, the primary
focus of ramp metering and access control is to reduce congestion and the associated delays on
the mainline, with the objective of balancing demand and capacity of the freeway.

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2.4 Regional Traffic Control
Regional Traffic Control enhances the Surface Street Control and Highway Control by adding
the communications links and integrated control strategies that enable integrated inter-
jurisdictional traffic management. Regional traffic control can be applied to a freeway/arterial
corridor consisting of a freeway, arterial road or combination of both. A typical Regional Traffic
Control System consists of traditional traffic control such as regulation, warning and guidance of
traffic, as well as freeway management activities such as vehicle monitoring, incident detection
and management, provision of motorist assistance and traffic information dissemination.
2.4.1The major objectives of Regional Traffic Control Systems are to
Monitor traffic flow and other environmental conditions on the freeway/arterial corridor;
Reduce delays and collision risks due to non- recurrent congestion through rapid detection and
appropriate management of incidents;
Determine and identify actions to alleviate recurrent congestion;
Disseminate information to motorists about the freeway/arterial corridor condition to improve
safety and mobility, and enable diversion
Maintain the freeway/arterial corridor at an operating level by efficient implementation of
traffic control strategies (including ramp metering, active/passive diversions, etc.)

While the objectives and functions of different Regional Traffic Control Systems may be similar,
each system is a unique combination of subsystems, policies and procedures, and agency
interfaces that reflect the location-specific requirements of the freeway/arterial corridor and its
geographic area.
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2.5 Traffic Information Dissemination
Knowledge of traffic and roadway conditions provides travelers advance warning of unusual
conditions ahead and allows drivers the opportunity to alter their route or the timing of their trip.
Traffic Information Dissemination addresses the ways by which timely and accurate traffic
information is conveyed through the media, via traveler access devices such as the internet,
personal digital assistants, phone, e-mail, pagers, in-vehicle devices, etc., or through the use of
roadway equipment such as dynamic message signs. It also addresses the equipment and
interfaces that provide information from a traffic operations centre to other operations centres
(e.g., transit management centre, emergency service dispatch centre, etc.) or other agencies, for
wider dissemination (e.g., media, information service providers, etc.).
Considerable research has been done over the past 30 years relating to human factors issues
associated with the dissemination of traffic information through dynamic message signs.
Although technologies have changed and will continue to change in the future, this research has
identified several fundamental factors that influence the effectiveness of dynamic sign displays,
independent of the technology used. These factors should govern the size, location, display
characteristics and message content of sign displays.

The effectiveness or usage of signs depends on the following factors:
Conspicuity Does the sign attract attention given the environment in which it is placed?
Legibility At what distance cans drivers read the sign?
Information Load Do drivers have sufficient time to read the entire message without unduly
diverting their attention from the driving task?
Over height/Overweight Detection to detect the presence of over height/overweight vehicles
and provide motorists warning in order to prevent damage to a tunnel or overpass;
Noxious Fume Detection to detect the build-up of noxious fumes from vehicle exhaust inside
a tunnel and implement appropriate response plans; and
Lane Management to close one or more lanes with use of signals, gates, etc.
Smart Work Zones to provide motorists with information on construction, speed management
and/or detours with the objective of improving motorist and worker safety

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Queue Warning at Border Approaches to detect slow-moving traffic and provide motorists
advance warning of queue conditions.

Rural Application to implement ATMS in rural areas that focus on the improvement of safety
and minimizing the impact of environmental conditions
Enforcement to utilize ATMS-related technologies to monitor compliance and help enforce
traffic regulations

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3.0 Smart surveillance system
3.1 SMART TRAFFIC SIGNAL CONTROL
Broadly, smart traffic signals respond to changing traffic conditions by adjusting a signals
length and offset through automated control algorithms. The sophistication of the control
systems range from simple timing plans to fully adaptive traffic signal control.
Algorithms can be static, based on time of day, follow predefined plans, or be dynamic and
optimized over a large traffic signal network8. In the last case, the synchronized signals are
usually deployed over a large number of intersections to produce the maximum benefit.
Components of the system typically include local controllers at each intersection, customized
software, detector loops, and communications equipment.

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3.2 Sensing technologies
Technological advances in telecommunications and information technology coupled with state-
of-the-art microchip, RFID(Radio Frequency Identification), and inexpensive intelligent beacon
sensing technologies have enhanced the technical capabilities that will facilitate motorist safety
benefits for Intelligent transportation systems globally. Sensing systems for ITS are vehicle and
infrastructure based networked systems, e.g., Intelligent vehicle technologies. Infrastructure
sensors are indestructible (such as in-road reflectors) devices that are installed or embedded on
the road, or surrounding the road (buildings, posts, and signs for example) as required and may
be manually disseminated during preventive road construction maintenance or by sensor
injection machinery for rapid deployment of the embedded radio frequency powered (or RFID)
in-ground road sensors. Vehicle-sensing systems include deployment of infrastructure-to-vehicle
and vehicle-to-infrastructure electronic beacons for identification communications and may also
employ the benefits of CCTV automatic number plate recognition technology at desired intervals
in order to increase sustained monitoring of suspect vehicles operating in critical zones.

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3.2.1 Video vehicle detection
Traffic flow measurement and automatic incident detection using video cameras is another form
of vehicle detection. Since video detection systems such as those used in automatic number plate
recognition do not involve installing any components directly into the road surface or roadbed,
this type of system is known as a "non-intrusive" method of traffic detection. Video from black-
and-white or color cameras is fed into processors that analyze the changing characteristics of the
video image as vehicles pass. The cameras are typically mounted on poles or structures above or
adjacent to the roadway. Most video detection systems require some initial configuration to
"teach" the processor the baseline background image. This usually involves inputting known
measurements such as the distance between lane lines or the height of the camera above the
roadway. A single video detection processor can detect traffic simultaneously from one to eight
cameras, depending on the brand and model. The typical output from a video detection system is
lane-by-lane vehicle speeds, counts, and lane occupancy readings. Some systems provide
additional outputs including gap, headway, stopped-vehicle detection, and wrong-way vehicle
alarms.

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3.3 Junction Electronic Eyes (J-Eyes)
The counterpart of EMAS on non- expressways, J-Eyes consists of surveillance cameras
mounted at major intersections. Operators watching the video images can intervene to avoid
congestion-causing situations such as illegal parking.

Infrared Infrared detectors
Send out invisible infrared radiation pointed at the road surface. By comparing the radiation
reflected from a passing vehicle with the radiation from the road surface, the sensor can detect
the presence of a vehicle.

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Ultrasonic Ultrasonic detectors
emit continuous (Doppler) or short interval (Pulsed) signals directed to the road surface. The
Doppler detector measures the shifts in frequency of signals
reflected by passing vehicles to detect and determine their speeds. The Pulsed detector measures
the time taken by reflected signals to return to the sensor.

Acoustic Acoustic detectors
Use microphones and signal processing technology to listen for sounds made by passing vehicles
to determine the presence of a vehicle.

Video Image Processing (VIP)
Video image processing utilizes images provided by video cameras installed near the roadway.
Machine Vision algorithms are combined with computerized pattern recognition software to
detect passing vehicles.
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Closed Circuit Television (CCTV) Cameras
CCTV cameras are used to monitor traffic flow conditions and verify traffic congestion and
incidents. Typically, CCTV cameras provide visual images to aid operations centre personnel in
determining and verifying causes of congestion, such as collisions, vehicle breakdown, load
spills, construction/maintenance activities, police/fire operations, or just heavier than normal
traffic.

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Atmospheric Sensors
measure a variety of weather-related data, including wind speed and direction, air temperature,
humidity, precipitation occurrence/accumulation and visibility. Video images can also be utilized
to confirm conditions (e.g., precipitation, visibility, etc.).

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4.0Variable message signs (vms)
Variable message signs, also known as dynamic or changeable message signs, are used to give
travelers vital information while they are in route, usually while they are traveling at highway
speeds. The message must be brief and convey information, which a driver can react to and put
to use quickly. Messages can be generated from a pre-existing library or customized for the
situation. The signs can be fixed or portable, with most fixed signs deployed at facilities such as
bridges, causeways, tunnels or toll plazas. Wireless communications developed over the last 10
years have made it much easier to program and change messages remotely. New designs using
modular message blocks and rail-mounted connections that don't need wiring for each
installation can make portable signs more adaptable. Variable message signs are often used to
direct travelers to more detailed information on highway advisory radio broadcasts. They can
guide drivers through busy interchanges where they face many choices The signs are also
frequently deployed around long-term construction projects, where road conditions are
continually changing. On smaller streets, they can be used in combination with portable speed
detectors to warn drivers when they are going too fast.
Message signs are used to communicate different types of information: about recurring
events, such as alternate routes around bottlenecks during rush hours;
About non-recurring events, such as construction, lane closures or detours;
About roadside facilities and attractions such as parking availability and recommended
routes for sporting and entertainment events;
Weather and other natural events such as rockslides or floods;
Traffic management operations such as the activation of HOV or HOT lanes, ramp
meters or the presence of tolls and;
The speed of a vehicle.

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4.1 Key Results
A evaluation of variable message signs on the freeway network around showed that they caused
traffic to flow more smoothly and thus increased the efficiency of the network.
Fiber optics and light-emitting diode (LED) lights have dramatically improved the usability and
effectiveness of variable message signs, as have advanced sensors and algorithms. For example,
the signs on the Bridge became dramatically more believable and effective when they
incorporated loop detector data into a program to calculate and tell drivers real-time travel time
estimates. Instead of saying BEST ROUTE UPPER or LOWER, the signs presented
messages such as, UPPER APPROX 5 MIN/ LOWER APPROX 10 MIN.
Recent developments in VMS technology include portable travel time prediction systems that
predict and display real-time travel time for motorists in advance of and through work zones.
They use microwave radar sensors to detect vehicles in freeway lanes, a microcontroller to
calculate traffic volume and occupancy for each lane, and radio signals to transmit this traffic
information to a personal computer. The PC runs software that uses an intelligent traffic
algorithm and travel-time estimation model to calculate travel times; the travel time information
is then sent via radio signals to a VMS. A typical message generated by this system might read
"28MIN TO END OF WORKZONE."

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4.2 How They Affect Driver Behavior
A study conducted showed that message signs could cause a significant number of drivers to
change their routes. For example, the longer the queue length posted on the message sign, the
greater the number of drivers who diverted. Credibility and clarity are very important if variable
message signs are to have an effect on drivers' behavior. Less information or no information at
all is better than incorrect information. Also, messages that tell drivers what action to take,
prescriptive signs, are more likely to cause drivers to change their behavior than messages that
simply describe the situation. Drivers respond strongly to the selection of words, their sequence
and format and the location and spacing of the signs.

4.2.1 Benefits
In general, it is difficult to measure the benefits of variable message signs, especially ones used
in non-recurring situations, because there is no control to compare the results to. Their impact is
usually too small to show up on conventional measures of an entire system's efficiency. Also,
they are often used in conjunction with other systems, so their contribution is difficult to single
out.

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4.3 Implementation Challenges
The placement and the design of the message are critical to its usefulness. If a sign is not located
sufficiently upstream from a decision-point, drivers won't be able to take action in response to
the message. Too far from the decision-point, and drivers won't be able to remember what they
were told. Extremely subtle differences can affect how well a message works.

4.3.1Where are they implemented?
As with highway advisory radio, the frequent companion technology for variable message signs,
variable signs are often used to tell drivers about conditions in closed or fixed systems such as
turnpikes, tunnels, bridges, airports and causeways. They are also used to tell drivers about
changing conditions in long-term construction sites, which are visited by many drivers
repeatedly.

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5.0 Public Transport Management system
Advance public transport system APTS technologies are a collection of technologies that
increase the efficiency and safety of public transportation systems and offer users greater access
to information on system operations. The implementation of APTS technologies is transforming
the way public transportation systems operate, and changing the nature of the transportation
services that can be offered by public transportation systems. The goal is to provide public
transportation decision-makers more information to make effective decisions on systems and
operations and to increase travelers' convenience and ridership.

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5.1 FLEET MANAGEMENT SYSTEMS
Real-time management of bus and subway systems is now possible through the use of vehicle-
based fleet management systems. Advanced Public Transportation Systems (APTS) Fleet
Management systems present transit agencies with more effective tools for vehicle and fleet
planning, scheduling, operations, control of traffic signals, and monitoring of vehicle location.
Managing fleets in real time delivers benefits to the transit agencies, the riders, and the local
community in the form of:
Increased ridership, as scheduling of vehicles is better aligned with demand;
Decreased costs, congestion, and pollution, as ridership increases and fewer people drive
alone;
Increased safety in transit service as technology connects the system more quickly to
emergency services;
Provide a higher level of service to riders; and Reduce bunching of buses, a situation
where one or more buses find themselves too closely following one another.

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5.2 Automatic Vehicle Location Systems
AVL systems are computer-based vehicle tracking systems that function by measuring the real-
time position of each vehicle and relaying the information back to a central location. They are
used most frequently to identify the location coordinates of vehicles in order to better satisfy
demand. They also serve to provide location coordinates to respond to emergency situations.
Improved dispatch and operational efficiency;
Improved overall reliability of service;
Quicker responses to disruptions in service, such as vehicle failure or unexpected
congestion;
Quicker response to threats of criminal activity (via silent alarm activation by the driver);
and
Extensive information provided at a lower cost for future planning purposes.

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5.2.1 Technology Description
An AVL system is a computer-based vehicle tracking system that includes a specific location
technology (or technologies) and a method of transmitting the data from the vehicle to a dispatch
center. The location technologies found on AVL systems are usually one of the following, but
can also be used in combination:
Global Positioning System (GPS);
Signpost and Odometer interpolation, both active and passive;
Ground-Based Radio

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5.3Transit Operations Software
Data collected from vehicle-based fleet management systems is relayed to centralized computer
systems and is made useful by the Transit Operations Software. This software helps the
operator monitor the fleets effectiveness in meeting demand, identify incidents, manage
response, and restore service more effectively.
is further divided into three sub-sections to describe how transit operations software is used for
fixed route bus operations, rail operations, and transit operations.
5.4 Communications Systems
Communications systems pass voice and data information (both raw and processed) between
transit vehicles and transit agency dispatching centers. Transit communications systems are
comprised mostly of wireless technologies and applications.

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5.5Geographic Information Systems
Geographic Information Systems (GIS) are used for developing and displaying information to
assist operators, dispatchers, and street supervisors to make on-the-spot decisions. A GIS is a
special type of computerized database management system in which geographic databases are
related to one another to allow an operator to immediately locate bus stops or subway stations or
to determine the best route from one point to another when assisting transit passengers.

5.5.1Automatic Passenger Counters
Automatic Passenger Counters (APC) collect data on passenger boardings and alightings by
time and location. APCs may contain mechanisms for delivering this information to the transit
operations center for monitoring the level of demand in real time.

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5.5.2Traveler Information Systems
Combine computer and communications technologies to provide vehicle information to travelers
at home, at work, on the roadside, or at bus and rail transit stations. The information allows
travelers to choose the most efficient and convenient modes of travel. Travelers can access real-
time schedules and congestion information through telephones, cable television, variable
message signs, kiosks, or personal computers. The result is more convenience for routine or
occasional travelers in using and choosing transit.

5.5.2.1Technology Description
With General Service Information, travelers can find route, schedule, and fare information by
phoning the transit center or by transit maps and schedules located on vehicles, by the wayside,
or at transit centers. This is the traditional form of traveler information. In Itinerary Planning,
transit users request an itinerary based on such variables as least travel time, minimal walking
distance, lowest cost, least number of transfers, modal preference (bus or rail), and transit.
Itineraries are given that can include walking directions from the origin to the transit stop, from
one stop to another en-route, and from the final transit stop to the final destination. Real-Time
Information is generated by AVL-equipped vehicles and can be accessed by travelers through
kiosks, Web sites, and interactive voice response (IVR) telephone systems. There are two
approaches to presenting transit users with real-time information. One is to display the actual
location of transit vehicles en-route. The second approach is to provide the estimated arrival
time for incoming vehicles at a selected stop or station. This requires supplementary software
that uses the current location of buses together with current traffic conditions to calculate the
expected time of arrival. Multimodal Traveler Information Systems deliver traffic and transit
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information to the traveler. These systems combine real-time and static data from one or more
transit services. Agencies have developed multimodal traveler information systems to promote
transit and other commuting alternatives such as carpooling in order to reduce the number of
trips by automobile in regions not in compliance with the air quality requirements of the Clean
Air Act Amendments. Some agencies have developed public-private partnerships to provide
traffic services. Most of these partnerships are in urban regions where transit controls a
significant share of the commuter traveler information market. As with freeway Intelligent
Transportation Systems, the availability of quality real-time information from the public sector
drives the collaboration with the private sector in distributing traveler information.
5.6Traffic Signal Priority Systems
Traffic Signal Priority is a technology by which a traffic signal may be held green (or made
green earlier than scheduled) so that a vehicle may pass through the intersection more quickly.
Applying this technology to buses allows for an increased number of people to pass through an
intersection during a light cycle.It also helps with the management of bus routes that have short
headways and helps to alleviate bunching a situation where one or more buses find
themselves too closely following one another.

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5.7Transportation Demand Management
Refers to a set of techniques and programs employed by transportation agencies and
organizations to more effectively manage and utilize the capacity of the existing infrastructure.
The goal of demand management is to maximize the capacity of the current transportation
network in order to meet the increase in the demand for transportation services. The techniques
and programs utilize advanced technologies to monitor capacity and manage the system in real
time, as well as provide information and incentives for travelers to find alternative solutions to
traveling alone. An example is the use of High Occupancy Vehicle (HOV) lanes on freeways in
which cars with 2 or more passengers can drive. The objective of such a program is to
encourage carpooling on congested highways.

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5.8 The Transit Intelligent Vehicle Initiative (IVI)
Is a development effort that is seeking to develop technologies that help prevent crashes?
Advanced safety and information systems are applied to help drivers operate transit vehicles
more safely and effectively. The current focus of Transit IVI is to test these technologies on
buses and Para transit vehicles; rail vehicles will be considered in the future. For buses, the has
identified the five most frequent crash types

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6.0 communications
6.1 Wireless communications
Various forms of wireless communications technologies have been proposed for intelligent
transportation systems. Radio modem communication on UHF and VHF frequencies are widely
used for short and long-range communication within ITS. Short-range communications (less than
500 yards) can be accomplished, specifically WAVE or the Dedicated Short Range
Communications standard being promoted by the Intelligent Transportation. Theoretically, the
range of these protocols can be extended using Mobile ad-hoc networks or Mesh networking.
Longer-range communications have been proposed using infrastructure networks such as Global
System for Mobile Communications (GSM), or 3G. Long-range communications using these
methods are well established, but, unlike the short-range protocols, these methods require
extensive and very expensive infrastructure deployment. There is lack of consensus as to what
business model should support this infrastructure.
Computational technologies Recent advances in vehicle electronics have led to a move toward
fewer, more capable computer processors on a vehicle. A typical vehicle in the early 2000s
would have between 20 and 100 individual networked microcontroller/Programmable logic
controller modules with non-real-time operating systems. The current trend is toward fewer,
more costly microprocessor modules with hardware memory management and Real-Time
Operating Systems. The new embedded system platforms allow for more sophisticated software
applications to be implemented, including model-based process control, artificial intelligence,
and ubiquitous computing. Perhaps the most important of these for Intelligent Transportation
Systems is artificial intelligence
6.2 Internet Access

In Kajang Municipal area, Municipal Council and JKR (together get the budget) need to extend
the webpage facilities to enable the traffic information updated hourly or more frequent to their
existing webpage. The webpage also can provides information on incidents, reports of road
closures, road works or any events impacting on traffic flows in the Kajang City
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6.3 Car Navigation System
This approach was implemented widely in develop country such as Japan, UK and USA. But in
Malaysia recently the Navigation system become popular to the car user, nevertheless the system
is not interacting with the life traffic at the road. So at this time the navigation system only guide
the user to the destination either faster, nearest, toll highway and non toll highway. The new
technology in this system, allow the system to link to the traffic website. From there, they can
access the information about the traffic condition and guide the user to the smooth route.

Figure: Car Navigation System (GPS)

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6.4 Call Centre

Kajang Municipal Council and JKR suggested to set-up one medium size call centre or control
centre to provide information and control the traffic in Kajang area especially at Kajang City
Centre. It can provide automated half-hourly to hourly reports of traffic situation as well as ad
hoc reporting of major situation in Kajang City. Traffic information on main route is also
automatically updated to the interactive voice response system. If the traveller require more
personal response call agents at the Call Centre will also be on hand to answer specific queries
within the Kajang city.

Figure: Call Centre and Traffic Monitoring room

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6.3.1 Radio / TV Station
Travelers can also get the information of the current traffic condition from the radio and TV
station. Nowadays, many radio and TV station concern about their listener and viewer demand
that wish to know about the traffic condition at the morning and evening peak hours. So, the
radio and TV can collaborate with Traffic Control Centre for the Kajang City as example below:-

Figure: Radio and Television traffic report update
6.3.2 SMS/MMS System or Personal Digital Assistant

By cooperating with the telecommunication service provider, the traffic condition can be attained
by the communication tools, which are hand phone and personal digital assistant (PDA). The
traveler can send SMS or MMS to get the information about traffic flow. They also can subscribe
the information about traffic flow at the peak hours for monthly payment from the
telecommunication service provider.

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Figure: SMS/MMS and PDA traffic update

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7.0 Cost Estimation

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Item Unit Cost/unit (RM) Cost (RM)
Traffic Light
new System,
smart camera etc
4 30,000 120,000
infrastructure 1 50,000 50,000
Call
Centre/traffic
control centre
1 100,000 100,000
VMS 6 250,000 1,500,000
Subtotal (Project Cost) 1,770,000
Operation Cost 1 100000 100,000
Maintenance
Cost
1 200000 200,000
Subtotal Operation and Maintenance/Year 300,000
Total Cost (RM) 2,070,000

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8.0 SITE INSTALLATION

The traffic operations centre is equipped with 2 closed circuit television monitors, which are
connected to on-street cameras located on the arterial routes. The cameras assist the traffic staff
in recognizing traffic problems and making remote timing changes via the interconnected traffic
signals to help in maximizing the efficiency of the on-street traffic flows. During the design
phase of the project, communications were the primary focus and various technologies were
researched.
In order to manage ITS system, we propose to use wireless communication system. It
was considered the most cost effective and technologically advantageous option considering
existing needs, future expansion needs and incorporation of other Intelligent Transportation
Systems (ITS) traffic management components such as variable message signs, real time street
conditions based on street sensor feedback and integration into a regional traffic management
centre. Many other transportation related uses have been realized through the use of visual
information relayed from closed circuit television. Some of these uses are listed as follows:

i. Visual verification of reported signal malfunctions-allows verification
ii. of malfunctions prior to dispatching signal crews.
iii. Visual verification and identification of congestion reported via system sensors.
iv. Incident Detection - allows for quick and correct dispatch of emergency personnel
and provides basic building block for later incorporation of incident management
system.
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v. Allows for remote traffic counting capability - Turning Movement, Volume,
Occupancy and other traffic information can be collected from the central control
room deleting the necessity to field locate personnel
vi. Delayed traffic counting capabilities - Allows for recording of traffic conditions,
which can be tabulated at a later date as time permits.
vii. Identification and/or confirmation of missing traffic control devices.
viii. Evaluation of needed improvements to pavement and pavement markings.
ix. Roadway drainage deficiencies.
Time savings provided by the ability to view more than one location at one time. In conjunction
with the computerized signal interface, the traffic operation centre is equipped with 2 closed
circuit television monitors, which are connected to on-street traffic camera located on the arterial

Figure: Installation With Local Network

They comprise of four video cameras, an industrial PC, an image grabbing card, a multiplexer
and support equipment such as video recorder and uninterrupted power supply which were
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placed beside the traffic light controller. Below is Figure 4.2 showing the camera as a sensor and
using existing steel pole that can be maximized for installation of cameras.

Figure: Camera with sensor.

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9.0 CONCLUSION

Most of the existing traffic controllers are based on vehicle-actuated system. This system is good
for isolated intersection if the maximum time of each phase is calculated to optimize traffic
flows. However 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 optimum traffic flows.

The optimization procedure includes individual controller setting and offset timing to minimize
stopping and maximize flows that give progressive flows with maximum bandwidth. Optimizing
existing traffic controllers are relatively easy although it requires surveys and on site setting.
However to maintain optimum operation, constant monitoring is needed especially if power
supply is not stable. 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.

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10.0 RECOMMENDATIONS

Initial and maintenance works to optimize existing traffic controllers consume a great deal of
time and energy. If this operation can be automated intelligently, the traffic flows could be
optimized in real time automatically. For this reason, the study team recommends that:

Upgrade the existing controllers to controllers with microprocessors
Install advanced sensors
Install communication system to facilitate data exchanges between traffic controllers, which are
necessary in optimizing traffic, flows.

Other recommendation if the congestion still cannot be manage by this system are stated below:
Introduce road pricing within peak hour in the City centre as Figure 5.1

Figure: Road Pricing implementation
Road pricing also can be use for the operation and maintenance for the ITS system to reduce the
burden from the government. But the public transport system and service must be upgrades prior
to this road pricing implementation.

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Introduce Response team during peak hour by Municipal Council or JKR to control the traffic
during accident and incident happen at site and as part of the reported team from site to Control
centre or caller room as show on Figure below.

Figure: Response Team in Action at site

To introduce of prohibition for heavy vehicles through the highway at peak times especially
backhoe and industrial/construction machine.

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11.0 References
www.esystems.co.in
Developing Traveller Information Systems Using the National ITS Architecture, Intelligent
Transportation Systems Joint Program Office, U.S. Department of Transportation,

Freeway Management and Operations Handbook, Final Report, Federal Highway
Administration (FHWA), U.S. Department of Transportation,

Guide for the Design of High Occupancy Vehicle Facilities, American Association of State
Highway and Transportation Officials,

http://www.itsa.org.

Operational Design Guidelines for High Occupancy Vehicle Lanes on Arterial Roadways,
prepared for Ministry of Transportation Ontario (MTO) by McCormick Rankin,

www.fta.dot.gov
www.xerox.com/publictransport

M. Luck, Guest editorial: Challenges for agent-based computing, Auton. Agents Multi-
Agent Syst., vol. 9, no. 3, pp. 199201, Nov. 2004.

www.siemens.co.uk/traffic

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