TITLE OF PROJECT

By candidates name"

A research proposal submitted in partial fulfilment of the requirement for the award of Bachelors Degree in Information Technology.

2011

DECLARATION
Part (i) This is my own work and has not been presented previously as a proposal for a degree in another university. I will carry out the research under the university supervisor whose name is listed in Part (ii) below:

Candidates name Sign.Date.

Part (ii)

Supervisors
This proposal has been submitted by our approval as university supervisors. 1. Jomo .N. Njenga Mathematics and Informatics Department J.K.U.A.T TAITA TAVETA CAMPUS Sign.Date.

Supervisors..........................................................................................................................2

LIST OF FIGURES
Figure 1. Figure 2. Functions of the algorithm of the proposed I.M.S.T.C system1 Operation function environment of the proposed I.M.S.T.C system5

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LIST OF ABBREVIATIONS AND ACRONYMS

Abstract.

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CHAPTER ONE 1.0 INTRODUCTION

1.1

STATEMENT OF THE PROBLEM

1.2

JUSTIFICATION OF THE STUDY

1.3

OBJECTIVES OF THE STUDY

The objectives of the study are, to:-

1.4

RESEARCH QUESTION
.

CHAPTER TWO 2.0 2.1 LITERATURE REVIEW GLOBAL PERSPECTIVE. The knowledge of the current traffic state is essential for reliable traffic
information and advanced adaptive network control methods. The information obtained is essential for successful traffic management. Online monitoring of traffic in metropolitan road networks is only consistent over space and time to limited or certain extent. As a way to counter such a problem techniques fusion have been proposed as a strategic management solution of coherently influencing different adaptive control methods. (Friedrich n.d). Real time traffic management in urban road networks requires information on the present and future traffic states. The information required should be complete and precise as much as possible (Lehnhoff 2004). More information comes from a variety of sources such as inductive loops, video observation and floating car data (F.C.D), it has been observed that information obtained from inductive loops are to a high degree unreliable and do not provide information on the actual traffic state in terms of level of service, or in terms of queue lengths or delays. data was variances and needs to be processed later (Torday 2004). Traffic monitoring entails information sourcing from different sources, which can be divided in measurements such as data collected by detectors or coming from traffic light timing, etc. and additional information obtained by using the measurements in estimation algorithms and similar methods. Those additional information can be the estimated flows within intersections (Cremer 1981), and (Matschke 2001) and (Mirchandani 2002). The estimated movements at with traffic lights (Matschke 2001) Propagated link flow counts intersections (Kimber 1981). Floating car observed that travel time estimates are characterised by particularly high metropolitan areas a such as data

N/B: USE THE HARVARD REFERENCE SYSTEM

A new concept for online traffic state estimation is to split the system into;

1. 2.

Network level. Intersection level.

In the intersection level data fusion techniques are applied in real time to combine detected flow data and information on turning movements, queue lengths, delay and flow. On the network level the enhanced data then serves as a basis for the determination of consistent flows and travel times. (Friedrich n.d). Based on fusion of traffic counts and traffic light timings data which is available to a certain degree for all networks, the volumes for all movements within an intersection are all calculated. The volumes calculated this way are then propagated to adjacent sectors where accuracy is considered. Thus such information obtained by this procedure offers the opportunity to obtain more accurate data at each detected intersection and also fill the data gaps on links where detectors are not available. Queue lengths are estimated by using data fusion technique by combining traffic counts and traffic light timing. Floating car data (FCD) may be used to compare and calibrate estimation (Friedrich n.d). After link flow information has been obtained and using a guess of the route choice a first object data (OD) estimation. A traffic assignment then uses the processed data on vehicle volumes, queue lengths and OD relations and results in consistent flows and travel times. Based on the above a new iteration of OD estimation and assignment is carried out. Floating car data again can be used to compare and calibrate travel times as well as additional information like weight for OD estimation. (Friedrich n.d).

2.2

AFRICA PERSPECTIVE
In South Africa, the improved economic wellbeing has resulted in increased vehicle purchases despite high fuel prices, thus this scenario has re-emphasised the need for safe and efficient road systems (Vanderschuren 2006). The traffic system in South Africa has been structured akin to the American one where private car ownership is the preference to public transport. (Vanderschuren 2006).

2.2.1 SOUTH AFRICA

The level of service of public transport is poor, uncomfortable and neither convenient nor safe. The high private car dependency has resulted in unsustainable situations of congestion, emissions and noise pollution. (Vanderschuren 2006) One of the strategies the South African government is implementing is the corridor approach where selected axes (Corridors) get better public transport. The recapitalization of the mini-bus taxi industry by the South African government is aimed at replacing unroadworthy vehicles on the roads of South Africa and especially in urban areas (Vanderschuren 2006). Road management is envisioned by deployment of ITS (Information Traffic System) technology, which includes a centralized network management centre in Midrand (NMC), closed circuit television cameras (CCTV), variable message signs (VMS), loops and other traffic detection and information devices as well as continuous monitoring of the systems and their impact on improved road network operations. Further experimentation and research will take place during the course of the five year operational phase of the pilot project to determine tailor made solutions for local conditions and road users (SANRAL 2005). A key component of the project is the interaction and enhancement of existing incident management system (IMS) in order to facilitate faster emergency and incident response. This will be achieved by improving lines of communication, speed and efficiency of notification between the incident location and the IMS (SANRAL 2005). It is expected that private cars will play an even greater role in the future (Vanderschuren 2006).

2.2.2 KENYA
In Kenya, there is a Nairobi Metropolitan Region Development (NMRD) plan that is coordinated by the Nairobi Metropolitan Ministry, instituted to fast track and transforms the city of Nairobi to a modern, competitive metropolis and one of the ` leading destinations in the East and Central Africa region.

NMR (Nairobi Metropolitan Region) contributes approximately 60% of the national DP (Domestic Product) and is home to over 60% of the urban population and it also receives the highest ratio of foreign and local investments (NairobiMetro 2030 2008). The core of NMR which is defined by the county council of Nairobi is experiencing the highest level of immigration resulting into very high pressure on the carrying capacity of physical and social infrastructure. A prominent manifestation of the problem is the persistent traffic congestion being experienced in the CBD (Central Business District) that leads to the country and region losing an estimated Kshs. 30 billion daily on lost fuel, stress, time and environmental degradation. The CBD is actually stalling, with these conditions (NairobiMetro 2030 2008). Medium and long term strategies include: One way (uni-directional) movement the capacities in the carriageways in the CBD are overstretched and cannot allow modern designs to accommodate multi-directional movement. Thus the solution is to convert some of the streets for one way traffic (NairobiMetro 2030 2008). Dedicated bus routes the Ministry of NMRD aims at re-introducing buses to the CBD, in consultation with PSV operators, the ministry has defined the new transit bus routes across the city and not terminating in the CBD. Within the CBD, there will be an establishment of dedicated lanes for this service (NairobiMetro 2030 2008). Removal of on-street parking removal of the parking spaces will pave way for the dedicated bus routes (NairobiMetro 2030 2008). Car park silos current public car parks are under utilised, the ministry intends to partner with the private sector to develop modern state of the art car park silos (NairobiMetro 2030 2008). Park and ride this strategy entails private cars are parked at facilities located conveniently along key roads and the owners approach the CBD with dedicated transport services (NairobiMetro 2030 2008).

Designated drop and pickup points will be established especially of cargo related transport and other diverse needs (NairobiMetro 2030 2008). Development of bypass and missing links is already ongoing after government reclaimed land for this intended purpose (NairobiMetro 2030 2008). Restriction of heavy traffic transit in the CBD to ease congestion (NairobiMetro 2030 2008).The CBD is being expanded so as to cope with demand and thus the reason for the formation of the Nairobi metropolitan region to improve the quality of life for its citizens (NairobiMetro 2030 2008). Use of enforcement agencies - currently the traffic police a division of Kenya police force enforce the highway code and are instrumental in ensuring that traffic services are rendered and in resolving disputes that arise when accidents occur (NairobiMetro 2030 2008). The literature review focussed on the global trends and Africa perspective. Globally many countries and cities have developed intelligent traffic systems with an aim of streamlining their systems with ICT technologies where data fusion, queuing algorithms have been implemented to monitor the same. In the Africa perspective, e.g. South Africa has put in place an intelligent traffic system prototype for five years to obtain data and observations relevant to their environment for implementation. In Kenya, there is a CBD decongestion strategy that has been developed by the Nairobi metropolitan region development ministry, there are plans for a comprehensive traffic policy and implementation for the envision Nairobi metropolis by the year 2030. The trend identified is the continued development of intelligent traffic systems especially the data fusion model provided by (Friedrich n.d), that can be captured to develop an improved intelligent traffic and communication system. It is important to note that literature reviewed only covered South and strategies on traffic management. Africa and Kenya that had information on development and improvement plans

CHAPTER THREE 3.0 3.1 REQUIREMENTS ANALYSIS AND SPECIFICATION POPULATIONS AND SAMPLES
Target Population The target population is the population which a researcher wants to generalize the results of the study (Mugenda .O. and Mugenda .A 1999). be roads and highway. Accessible population Accessible population will entail road and highway users in the metropolitan city. o Sample size The sample size will be determined from areas with high density road and highway users. The target population will

3.2

SAMPLING PROCEDURE
A sampling frame of 200 respondents will be engaged. Purposive sampling will be employed to the respondents to obtain relevant data to the study. Stratified sampling will be employed to obtain variety of data and information using resource tools such as questionnaires, interview schedules, online interactive blogs and observations. Data obtained from the resource tools will be analysed using SPSS ver. 8.00 and above.

3.3

SOFTWARE REQUIREMENTS DOCUMENT

3.3.1 Introduction 3.3.2 PURPOSE OF THE REQUIREMENTS DOCUMENT

The requirements document is instrumental and key to show; user requirements of the proposed system and system requirements of the proposed system. 1. User requirements of proposed system: 7

2. System requirements:

3.3.3 SCOPE OF THE PROJECT

To develop an intelligent management system for traffic and communication (I.M.S.T.C).

3.4

GENERAL DESCRIPTION
Functional requirements Functional requirements will be obtained by analysis of questionnaires, interview schedules and interactive blogs. Non-functional requirements Non functional requirements are the constraints on the services and functions offered by the system. The system should, be: Efficient should capture, perform comparative analysis and store data without delay. Reliable The system should not fail when handling transactions. Accessible and transparent the system should be accessible to authorised officers and transparent to public systems. Wired up the system should be on a network and all facilities running smoothly. Domain requirements 1. The system should be able to capture images, perform comparative analysis and determine penalties and fines to be paid. 2. Interfaces should be standard to officers but different to other stakeholders who access the system.

3.4.1 ASSUMPTIONS AND DEPENDENCIES

3.4.2 SPECIFIC REQUIREMENTS

CHAPTER FOUR 4.0 CONCEPTUAL FRAMEWORK FOR SOFTWARE SOLUTION

Below is a diagrammatical representation of the functions of the proposed software solution.

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4.1

IMPLEMENTATION STRATEGIES.
Implementation program; Implementation Platform:

Equipment and modules to be incorporated to proposed system: .

4.2

OPERATIONAL FUNCTION OF PROPOSED SOFTWARE:

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CHAPTER FIVE 5.0 BUGDET ESTIMATION 5.1 RESOURCE REQUIREMENT

5.2

TRAVELLING, EQUIPMENT, MATERIALS AND OTHER EXPENSES

AMOUNT IN Euro ()

ACTIVITY

Travel Costs Traveling expenses (visits to various institutions and libraries to gather information) Conferences and workshops (preparation and traveling expenses) SUB-TOTAL Office Equipment Computer related equipment: Hardware/ Software Internet charges Flash disks, Printing paper: Textbooks International journals SUB-TOTAL 2,000 200 200 1,200 3,000 6,600 1,000 2,000 1,000

Materials, Services and Expendables Purchase/subscription to both journals and

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papers Payment to data collection team Stationary, photocopying and printing Data preparation and analysis Specific communications on the research E-mail and Internet correspondence Visits to relevant institutions Attendance conferences SUB-TOTAL Special Activities Costs of planning and conducting a training seminar Data collection and team training materials Allowances for trainers Refreshments Reports publication SUB-TOTAL preparation and manuscripts at relevant workshops and

300 1,800 600 500 200 200 640 1,200 5,440

100 300 300 500 1,200

GRAND TOTAL

15,240

Overall cost of the research (2,000 + 13,240) = 15,240/= N/B: remember to provide a narrative on budget.

CHAPTER SIX
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6.0

TIME FRAME
N/B: use a Gantt Chart.

REFERENCES
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Creme, M., Keller, H. (1981). Dynamic Identifications of Flows from Traffic Counts of Complex Intersections. Proc. Of the 8th International Symposium on Transportation and Traffic Theory. (V.F. Hurdle et al. Ed.), University of Toronto Press, Toronto, pp. 121-142. Friedrich, B. (n.d). Traffic monitoring and control in metropolitan areas. Institute for Traffic Engineering and Planning. University of Hannover. Applestr. 9A 30167 Hannover. Kimber, R. M., Hollis E. M. (1981): Traffic queues and delays at road junctions. number 909. TRRL Laboratory Report. University of Hannover. Applestr. 9A. 30167 Hannover. Lehnhoff, N. (2004): Loop Detectors: Accurate and Efficient? Proceedings of the Triennial Symposium on Transportation Analysis TRISTAN V, June 13 - 18, 2004, Le Gosier French West Indies. Matschke, I., Friedrich, B. (2001). Dynamic OD Estimation Using Additional Information from Traffic Signal Lights Timing. Proceedings of the Triennial Sym-posium on Transportation Analysis TRISTAN IV, June 13 - 19, 2001, Sao Miguel - Azores, Portugal Mugenda, M.O. and Mugenda, G.A. 1999. Research Methods-Quantitative and Qualitative approaches. Acts Press. Nairobi, Kenya. Nairobi Metro 2030 (2008). The Nairobi Metropolitan RegionTraffic Decongestion program. Publication. www.state.go.ke South African Road Agency Pty Ltd (SANRAL) (2005), Annual Report 2004/2005, Pretoria (SA). Sommerville, I. (2005).Risk Management: Software Engineering. Seventh edition. Pearson Education. (Ch 5; 5.4). Torday, A.; Dumont, A.-G. (2004): Probe Vehicles Based Travel Time Estima-tion in Urban Networks. Proceedings of the Triennial Symposium on Transpor-tation Analysis TRISTAN V, June 13 - 18, 2004, Le Gosier French West Indies. Vanderschuren, M.J.W.A, Intelligent Transport Systems for South Africa. assessment through microscopic simulation in the South African context, T2006/4, August 2006, TRAIL Thesis Series, The Netherlands. Impact

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Choi, K. and Jang, W. (2000) Development of a transit network from a street map database with spatial analysis and dynamic segmentation,Transportation Research Part C:Emerging Technologies, Vol. 8, No. 1-6, 129-146. Clement, S. (1995) The Transport Network Relational Database, University of South Australia, Adelaide, Australia, Working Paper 95/1. Dia, H. (2001) An object-oriented neural network approach to short-term traffic forecasting, European Journal of Operational Research, Vol. 131, No. 2, 253261. Ikeda, H. (2004) Personal Communication .On database technologies, Vogiatzis, N. Lew, Yii-Der & Tee, Celeste Lian-Yong (2000) Singapores Experience with Road Pricing: From Manual to Electronic Technical Report at the 5th ASEANJapan Workshop-cum-seminar on Urban Transportation. Menon, A P G & Chin, Kian-Keong (1998) The Making of Singapores Electronic Road Pricing System Proceedings of the International Conference on Transportation into the next Millennium, Singapore.

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