Its Sarah Hazim & Rasha Salah

7/28/2019 Its Sarah Hazim & Rasha Salah

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1. Introduction:

ITS is the system defined as the electronics, advanced technology, communications

or information processing used singly or integrated to enhance safety, mobility,

and the economic vitality of the surface transportation system. The Intelligent

Transport Systems (ITS) makes automobiles and the road traffic infrastructure

intellectual and information-oriented in an integrated way to provide a safe and

comfortable traffic system.

Technologies must be developed with a clear vision of a motorized society as a

whole in cooperation with many related parties to promote a smart and rich

motorized society, while responding to social issues such as the decreasing birth

rate, aging, environment and safety problems in a rapidly developing networked

society.

Intelligent Transport Systems (ITS) include telematics and all types of

communications in vehicles, between vehicles (e.g. car-to-car), and between

vehicles and fixed locations (e.g. car-to-infrastructure). However, ITS are not

restricted to Road Transport - they also include the use of information and

communication technologies (ICT) for rail, water and air transport, including

navigation systems.

In general, the various types of ITS rely on radio services for communication and

use specialized technologies.

This project is discussing visions for the new motorized society in a networked

community in center of kajang. At the same time, we proposes specific systems

such as a probe information system to realize the new motorized society,


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conducting research and development in cooperation with engineers in various

field, and verifying social experiments.


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Area research of kajang center

In addition, kajang is engaged in research that seeks to improve safety while

driving and to promote a smooth traffic environment. The research includes ITS

functions and human interfaces in relation to providing information and hazard

warnings for safe driving and assisting drivers. Research is also evaluating how

ITS enhance traffic flows.

1.2. ITS Goals and Objectives

This section addresses the goals and objectives for ITS in kajang. The goals refer

to ultimate outcomes that are coordinated with statewide goals of the transportation

systems. The objectives represent specific deliverables from the ITS planning

process.


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1.2.1. ITS Goals

Setting goals for ITS follows the general areas outlined in the national ITS

program. Those goal areas include:

1. Traveler safety

2. Traveler mobility

3. Transportation system efficiency

4. Productivity of transportation providers

5. Conservation of energy and protection of the environment


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Although these goal areas would probably encompass many areas of interest for a

state or region, they need to be refined to address specific needs. There may also be

additional areas that may be appropriate to unique features of a state, region or

project. Further, one of the keys to successful ITS planning and deployment is the

integration of ITS with the transportation planning process.

Therefore, ITS goals should be closely coordinated with transportation goals for

the state as well. Part of developing the kajang Statewide Transportation Plan, the

following vision was adopted: Kajangs transportation system is an important part

of regional, national and global systems, developed strategically to help grow and

diversify the economy and enhance our

Related to this mission, this project identified five transportation goals:

1. Create a safe and secure transportation for residents, visitors and freight.

2. Create a transportation system that allows optimum personal mobility.

3. Create a transportation system that allows the efficient and effective movement

of freight.

4. Create a transportation system that enhances economic diversity, growth and

competitiveness.

5. Address future transportation needs to protect Kajangs transportation.

1.1.2. ITS Plan Objectives

The main objectives of the plan include the following:

1. Develop an ITS vision and strategic direction for kajang.

2. Develop a framework for coordinating ITS activities with the mission and

strategic direction, other relevant agencies, as well as among various stakeholders


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4. Information/data infrastructure

a. Integration of existing data systems

b. IT resources to support ITS

c. Communication infrastructure

d. Exchange of agency information across networks

e. Data availability to support decisions and services

f. Limited infrastructure (i.e., RWIS)

5. Transportation system operations/services

a. heavy raining operations

b. Road closures due to weather or incidents

c. Road/travel advisories and condition reports

d. Urban traffic congestions (especially event traffic)

e. Construction activities

f. Load/weight restrictions

g. Increase in commercial truck traffic, especially higher concentration due to large

Agricultural processing plants.


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Study Objective:

Determining the optimum cycle time, green time split and offset for study area

(Methodology)

Site visit:

Visiting the site to get firsthand knowledge of the area such as phasing sequences,

turning penalties, the number of lanes distances between intersections, signal

timing, traffic volumes, etc. shall be collected so as to assist in the planning for

further work

Traffic surveys an analysis:

Determine the best control methodology for the intersection.

.

Area of study:

The study is usually carried out to collect traffic data for all directional flow at

three intersections in the study area along Jalan Reko, Kajang. In this study, the

survey was carried out on working days, we started to collect the data by visiting

the intersections afternoon (2:00_ 3:00 PM) which are the peak hour volume the

following pictures will show the study area.


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Study area:

F irst intersection

Traffic

f low(vehicle type)

Phase 1 Phase 2 Phase 3

cars 500 436 361

Lori5 11 5 9

Motor cycle 350 215 120

bus 15 19 7

M ini bus 13 18 12


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The following table shows the PCU coefficients:

No Vehicles Passengers car units

1 Car 1

2 Lorry < 5 ton 1.75

3 Lorry > 5 ton 2.25

4 Trailer 3

5 Mini Bus 2.5

6 Bus 2.75

7 Motorcycle 0.35

After multiplying these coefficients in no of vehicles that we obtained from the

first intersection we get the following data:

Traffic

f low(vehicle type)


cars 500 436 361

Lori5 25 11 20


bus 41 52 19

M ini bus 33 45 30

Total 790 812 519


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L (lost time) =3 (3+2) =15 secCo=)

=)

= 67.07 take Co=67 sec

Effective green time (Ge) =Co-L =67-15=52 sec(Multiply this value in green time split to get the final column).

Phase Actual

flow

(pcu/hr)

saturatio

n flow

per lane

(pcu/hr)

saturatio

n flow

(pcu/hr)

Y=

flow/satu

ration

flow

Green

time

split

Y / y

(Y / y)

*Ge

1 790 1800 3600 0.22 0.37 19

2 812 1800 3600 0.23 0.39 20

3 519 1800 3600 0.14 0.24 12

y=0.59 =51


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1. Total green time=51sec2. Cycle time =green time + lost time

=51+15=66sec

Second intersection

Traffic

f low(vehicle type)


cars 708 513 328

Lori5 15 7 12


bus 9 10 2

M ini bus 16 23 5


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1 Car 1



4 Trailer 3

5 Mini Bus 2.5

6 Bus 2.75

7 Motorcycle 0.35


second intersection we get the following data as shown in below table:


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Traffic

flow(vehicle type)


cars 708 513 328

Lori5 34 16 27


bus 25 28 6

Mini bus 40 58 13

Total 991 950 477

Phas

e

Actual

flow

(pcu/hr)

saturation

flow per lane

(pcu/hr)

saturation

flow

(pcu/hr)

Y=

flow/sat

uration

flow

Green

time spli t

Y / y

(Y /

y)

*Ge

1 991 1800 3600 0.28 0.42 29

2 950 1800 3600 0.26 0.39 27

3 477 1800 3600 0.13 0.19 13

y=0.67 =69


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L (lost time) =3 (3+2) =15 secCo=) =)

=83.33 sec take Co=83 sec

Effective green time (Ge) =Co-L =83-15=68 sec(Multiply this value in green time split to get the final column).

Total green time=69 secCycle time =green time + lost time

=69+15=84 sec


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Third intersection

Traffic

f low(vehicle type)


cars 520 650 514

Lori5 10 7 10


bus 15 19 4

M ini bus 19 25 2


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1 Car 1



4 Trailer 3

5 Mini Bus 2.5

6 Bus 2.75

7 Motorcycle 0.35


second intersection we get the following data:

Traffic

f low(vehicle type)


cars 520 650 514

Lori5 23 16 23

Motor cycle 75 91 14bus 41 52 11

M ini bus 48 63 5

Total 763 1091 602


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L (lost time) =3 (3+2) =15 sec

Co= ((1.5(L) +5)/ (1-Y)

= (1.5(15) +5)/ (1-0.68) =85.9 take Co=86 sec

Effective green time (Ge) =Co-L =86-15=71 sec

(Multiply this value in green time split to get the final column).

Total green time=71 sec

Cycle time =green time + lost time

=71+15=86 sec.

Results of cycle time (C) and effective green time (Ge)

Phase Actual

flow

(pcu/hr)

saturation

flow per

lane

(pcu/hr)

saturation

flow

(pcu/hr)

Y=

flow/sat

uration

flow

Green

time

split

Y / y

(Y / y)

*Ge

1 763 1800 3600 0.21 0.309 22

2 1091 1800 3600 0.30 0.441 31

3 602 1800 3600 0.17 0.25 18

y=0.68 =71


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I ntersection No. Cycle time C (sec) Total green time

1 66 51

2 84 69

3 86 71

We choose the maximum value of C = 86 and make recalculation for the green

time, and the new results in the table below:

Ge=Co-L =86-15=71

phase I ntersection 1 I ntersection 2 I ntersection 3

Green Time =

(Y/ Y)*Ge

Green Time =

(Y/ Y)*Ge

Green Time =

(Y/ Y)*Ge

Phase 1 26 30 22

Phase 2 28 28 31

Phase 3 17 13 18

=71 =71 =71

To determine (offset time) T ideal from inter1 to 2:T ideal=

) Where:

L=550m

S=10m/sec


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Q=14 cars

h=2sec

Loss time=2 sec. T ideal=15 sec.

T ideal=550/10-(14*2+2)=25sec

To determine (offset time) T ideal from inter 2 to 3:L=1100m

S=10m/sec

Q=12 cars

h=2 sec

Loss time=2 sec T ideal=84 sec

So the new diagram will be like the following

FIRST INTERSECTION


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SECOND I NTERSECTION

THI RD INTERSECTION


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PROPOSE AND OPTIM I ZE TRAFF IC CONTROL AT JALAN REKO:

The proposed ITS bid for Jalan Reko comprises a Kajang Intelligent Transport

System Control Centre. A new transport control centre would be the focus for

traffic signals, network management and passenger transport operations in the pilot

area facilitating the following improvements:

Integration of systems

Expansion of existing systems

Development of new systems and services

The development of the proposal is still at an early stage, but specific areas that are

being considered for inclusion include improved the coordination of all network

management areas will help to carry out the highway authority by the Traffic

Management, for example, enabling a quicker response to incidents on the

network, thereby reducing delays to both car travellers and public transport users

alike.

This wil l include improving the way the following systems work together:

Traffic signals Improved coordination of road works, special events New car park information signs New traffic information message signs CCTV cameras


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Travel information (including real time bus passenger information,incidents

on the network, etc) Out of hours cover and emergency response to highways incidents

1.4. Contexts for ITS Deployment

The purpose of this section is to explore the possible contexts for ITS deployment.

Although the statewide ITS Plan will focus on activities that have statewidesignificance, it is important to identify possible relationships (and interfaces) with

regional and local ITS initiatives. Three general groups are used to classify ITS

deployment: area type, customer group and function. These groups are not meant

to be exclusive, but rather to provide different frameworks for appreciating ITS

planning.

1.4.1. Area Type

Relative to location or area type, ITS needs and potential projects may be

segmented into three different area types. It should be noted that there will be

interface points that would connect ITS elements among the various areas. Also,

information will be shared across all area types for specific events when warranted.

The responsibility of deploying and operating ITS services will depend on the area

type, but will require close coordination among various public/private

transportation, law enforcement, emergency and medical services and other

entities.


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1.4.1.1. Statewide

This group includes issues, needs, and projects that have statewide significance.

ITS deployment in this context serves a large segment of transportation system

users including state residents as well as travelers from other states. A good way to

illustrate this is to use traveler information as an example. Although traveler

information systems have been deployed for cities, corridors, regions, and states,

each application focuses on varying degrees of information details. For a statewide

application, some of the potential information may include: weather (warnings for

a large area and expected path), road conditions on major routes for a 50-mile

segment, road work (location and activity) and major incidents (such as road

closures due to incidents or weather).

1.4.1.2. Urban

ITS may be introduced in an urban context, focusing on urban transportation needs

such as traffic congestion and personal mobility. In an urban setting,

communication infrastructure may be more available and can reach a large number

of users without requiring significant additional investments. It is also important to

recognize that users in an urban environment tend to have higher levels of service

expectations. For instance, ITS may be required to provide more detailed

information, updated more frequently, than in statewide rural applications. Urban

issues emphasize short-term traffic operations such as traffic signal control,

incident management, transit operations, and special events traffic.

1.4.1.3. Locations of special interestThis group includes points of interest (both activity and transportation

infrastructure) that receive special attention in ITS deployment. Although some of

these locations may be part of corridor or regional plans, it is important to identify

their specific needs and possible interfaces with adjacent systems or the statewide


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system. Some examples of these locations include: tourist attractions, high-priority

security (i.e., military bases, key civil installations) and border crossings. Examples

of transportation infrastructure with additional points of interest include bridges

that may be targeted for automated anti-icing systems, locations for high-speed

warnings and locations of Weigh-in-Motion (WIM) equipment.

Figure 1 shows the traveler information example for various area types and some

of the differences anticipated in the required infrastructure as well as the range of

services. Notice the different levels of required ITS infrastructure as well as the

level of details required for the three sample applications.


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2. ITS ARCHITECTURE

This section provides an overview of the ITS Architecture and provides insights on

its use to develop ITS plans and project designs. The main motivation to the ITSarchitecture is to ensure interoperability of deployed ITS systems across

jurisdictional lines. The ITS architecture contains a comprehensive database of

functional requirements, process descriptions, data flows, interfaces and other

relevant information for various ITS services.

2.1. What is the ITS Architecture?

The National ITS Architecture provides a common framework for planning,

defining and integrating intelligent transportation systems. It was developed

through broad participation from transportation practitioners, systems engineers,

system developers, technology specialists, consultants, etc. over the last ten years.

The architecture defines:

1. The functions that are required for ITS (i.e., collection of traffic information)

2. The physical entities or subsystems where these functions reside (i.e., the

roadside or the vehicle)

3. The information flows and data flows that connect these functions and physical

subsystems together into an integrated system.

There are several ways to view and use the National ITS Architecture, including:

1. User Services and User Service Requirements

2. Logical Architecture

3. Physical Architecture


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4. Equipment Packages

5. Market Packages

Each of these concepts will be discussed briefly in the following sections. The

discussion is adapted from the National ITS Architecture.

User Service Logical Flows for Managing Traffic

2.2. Importance of I TS Ar chitecture

ITS architecture defines: the functions (e.g. gather traffic information or request a

route) that are required for ITS; the physical entities or subsystems where these

functions reside; the information flows and data flows that connect these functions

and physical subsystems together into an integrated system. ITS architecture

analysis provides other aides for planning and implementation of ITS deployments,

MANAGE

TRAFFIC

MANAGE

COMMERCIAL

VEHICALES

MANGE ARCHIVE

DATA

MANGE TRANSIT

MANGE

EMERGINCE

SERVICE

MANGE

CONSTRUCTION

AND

MAINTANCE

PROVIDE

VIHCALES

MONITERING

AND CONTRAL

PROVIDE

ELECTROINC

PAYMENT

SERVICE

PROVIDE DRIVER

AND TRAVLER

SEVICES


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including a deployment program, an organizational viewpoint, and cost/benefit and

risk analysis studies. A national or regional system architecture is a formal

statement of the national or regional approach to ITS, and the first step on the way

to creating detailed designs. In addition, the establishment and use of the ITS

architecture adds considerable value to the overall ITS development process in

various ways.

Stakeholder dr iven:

ITS architecture is developed from a set of functional requirements based on user

needs and user services defined through consultations with users and stakeholders.

Thus, the architecture ensures that the ITS to be implemented is responsive to the

needs of all stakeholders, rather than implementing technology for technology's

sake.

Promotion of I TS Standards Development:

The ITS architecture will also show clearly and unambiguously the key processes

which require a standardized interface, especially for communications and data

exchanges. By defining the different subsystems and the data that have to flow

between them, the architecture provides the context for standards development.

Provision of Commercial Benefi ts:

Design and implementation of standardized ITS subsystems and components in

conformance with the ITS architecture will stimulate an open market in equipment

and software supply, permit economies of scale, ensure consistency of data and

information, encourage investment, and help to ensure interoperability.


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Risk Management:

A good ITS architecture will consider failure modes and support logical steps to

achieve gracious degradation of system performance under abnormal conditions.

The development of an ITS RelStat08, 15-18 October 2008, Riga, Latvia

110architecture also requires that transport policies and assumptions regarding who

plays what role are made explicit. This allows joint decisions between partners to

be made in concert, reducing the risk of one organization making wrong guesses as

to what other organizations are going to do. By facilitating the development of

standards, the ITS architecture also reduces the risk of de facto or proprietary

standards perpetuated by the dominant manufacturers.

Linking ITS to the Transpor t Planning Process:

ITS needs to be integrated into the local or regional transportation plan. An ITS

architecture supports this integration by forcing all involved to identify the

intended relationship between ITS and conventional transportation plans and

solutions. It can also add substance to those plans through the definition of what is

required to provide which services and the priority for their implementation.

Providing a Basis for System Development:

The physical architecture and, if created within the architecture, a document

describing the theory of operations, will provide a rigorous basis for defining the

function of specific data processing modules, identifying where the processing

should be carried out, and what data has to be acquired and shared between data

processing units. Thus, the architecture provides a first-class platform from which

system development can be started.


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Provide a Framework for F utur e Expansion:

ITS architecture provides a framework for system expansion and technological

upgrades. By starting with a broadly-based architecture, one has a basis for

evolution and expansion. New services, systems, or geographic coverage can be

added without expensive re-engineering or retrofits to existing systems, provided

always that the expansion fits within the functional parameters that underpin the

architecture.

2.3. User Services and User Service Requirements

User services represent what the system will do from the perspective of the user,

who may be a motorist, a transit rider, a system operator, etc. The concept of user

services allows the process of system or project definition to begin by thinking


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about services that will be provided to address identified problems and needs. New

or updated user services may be added to the National ITS Architecture over time.

user services was broken down into successively more detailed functional

statements called user service requirements, which formed the fundamental

requirements for the National ITS Architecture development effort. It should be

noted that each entity developing ITS Architecture must decide on the number of

user service functional requirements appropriate for its circumstances.

2.4. Logical ArchitectureA logical architecture is best described as a tool that assists in organizing complex

entities and Relationships. Developing a logical architecture helps identify the

system functions and information flows, and guides development of functional

requirements for new systems and improvements. A logical architecture should be

independent of institutions and technology, i.e., it should not define where or by

whom functions are performed in the system, nor should it identify how functions

are to be implemented. The logical architecture of the National ITS Architecture

defines a set of functions (or processes) and information flows (or data flows) that

respond to the selected user service requirements. Processes and data flows are

grouped to form particular transportation management functions (i.e., manage

traffic) and are represented graphically by data flow diagrams (DFDs) or bubble

charts, which can be broken down into several levels of detail. In these diagrams,

processes are represented as bubbles and data flows as arrows. See Figure 5.1

below for an example of user service logical flows for the function of managing

traffic.


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3. TRAFFIC CONTROL SYSTEM

Designing, implementing, optimizing and adjusting urban traffic control systems

involves quite some effort and knowledge. Due to several reasons, changing

environments not always lead to changes in the traffic control units. Adjusting a

traffic control unit is a costly and timely affair.

Need for Traffic Monitoring

To reduce the traffic congestion on highways Reduce the road accidents Identifying suspicious vehicles. Etc..,

Traffic Monitoring in Computer Vision

The quest for better traffic information, an increasing reliance on trafficsurveillance has resulted in a better vehicle detection.

Taking some intelligent actions based on the conditions. Traffic scene analysis in 3 categories.

A strait forward vehicle detection and counting system .Congestion monitoring and traffic scene analysis.Vehicle classification and tracking systems which involve much more

detailed scene traffic analysis.

Responsibilities of reliableTraffic Monitoring System

Adaptive to changes in the real world environments Easy to set up Capable of operating independently of human operators. Capable of intelligent decisions. Capable of monitoring multiple cameras and continuous operation. Reasons for unsuccessful and implementation.


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SCATS

It has long been a priority for Suffolk County to ensure the availability of safe and

reliable public transportation for all our residents particularly for those people

with disabilities who have special transportation needs. Operating since 1994, the

Suffolk County Accessible Transportation (SCAT) program has provided shared

ride, curb-to-curb reservation transportation service to Suffolk residents who are

unable to use the fixed route public bus service for some or all of their trips. SCAT

was designed to increase mobility for people who cannot use our fleet of transit

buses, which are wheelchair-lift equipped to accommodate a wide range ofdisabilities.

SCAT dispatchers will make every effort to make your trip as direct and quick as

possible. However, SCAT is a form of public transit and your trip is likely to be

combined SCAT customers can also travel from Suffolk County to point's West in

Nassau by transferring to Nassaus Able Ride or connecting from the LIRR for

longer trips. Federal guidelines also allow you to travel on other Para transit

systems in the United States up to 21 days per year, as long as you have your

SCAT-ID card up to date. Upon request, SCAT drivers will assist passengers who

use wheelchairs while boarding and leaving via lift, and with the use of the

securement device. For curb to curb service drivers are not required to escort you

between curbside and building entrances. Drivers are not required to carry

packages for you. If you need assistance getting to and from your pickup locations,

please arrange for someone to help you.


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Spli t, Cycle and Offset Optimization Technique (SCOOT)

Traffic congestion is an ever increasing problem in towns and cities around the

world and local government authorities must continually work to maximize the

efficiency of their highway networks whilst minimizing any disruptions caused by

incidents and events. The traffic adaptive urban traffic control (UTC) system

SCOOT1

(Split, Cycle and Offset Optimization Technique) has been developed by

TRL to help authorities manage and control traffic on their networks.

This leaflet is intended to draw the attention of traffic authorities, consultants and

researchers to the advantages of SCOOT. Some authorities may not be aware of

the benefits of installing the latest version of SCOOT. Others which already haveSCOOT systems may not be getting the best out of them or appreciate the benefits

of extending or updating them. SCOOT is continually being improved through

research by TRL funded by the Department for Transport (DfT) and the SCOOT

suppliers.


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I ntell igent Traff ic Adaptive Control Area (I TACA)

ITACA is the ITS answer that brings to the urban network the greatest advances in

the use of technology for traffic management. Telvent's R&D efforts and over 30

years of experience in systems and traffic control equipment have resulted

in the ITACA (Intelligent Traffic Adaptive Control Agent) system: a solution for

traffic management problems of urban mobility. ITACA continually adapts to

the current traffic conditions by analysing the parameters for quantification of the

current traffic demand and then defining a control plan that best serves that

demand. ITACA changes the plan variables: cycle, split and offset, by reference to

the parameters of flow and detector occupation - both collected in fine precision

over short periods.Adaptive system in real time. That is, the traffic

parameters integrated from these fine measurements are used to generate the control

variables. The measurement and calculation is done at the best possible moment so

that the control adjustments can be immediately implemented. They are restricted in

size so as not to disrupt the traffic flow and used ahead of traffic as it approaches

the stop light.


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Blind Spot System (BL I SS)

These proceedings contain the papers presented at the 2008 ECSIS Symposium on

Bioinspired, Learning, and Intelligent Systems for Security (BLISS-2008), held in

Edinburgh, UK, on August 4-6, 2008.

This symposium was addressed to developers and users of reliable, versatile and

intelligent systems needed by a broad range of security applications. Intelligent

systems are defined here as artificial computational systems which operate in part

or fully autonomously, and which display behavior that if it were to be observed in

animals would normally become associated with intelligence of one sort or

another.

Examples of such applications are: the detection and prevention of cyber-crimes

and identity theft, internet security, security of financial systems, security of public

transportation systems, emergency response systems (e.g. combining space-based

systems with geographical information systems), etc. Systems with different


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degrees of autonomy of operation benefit greatly from incorporating aspects and

mechanisms that are found in a broad range of biological systems: from

survivability and adaptation of the simple living structures to learning, creativity,

cognition and various forms of intelligence that are normally associated with

humans.

The symposium aimed to bring together: (a) investigators of bio-inspired and

intelligent techniques (more exactly, techniques that increase the machine

intelligence quotient (MIQ), such as, for example, techniques of Artificial

Intelligence) and their implementations on highperformance systems with (b) real-

world application developers, project managers, system integrators and end users

of security applications.

We would like to acknowledge the support and hard work of the many individuals

who made BLISS-2008 a reality. First, we thank the authors and the invited

speakers for their high quality contribution. We express our gratitude to the

Program Committee for the gracious assistance in the referring process. We thank

the University of Edinburgh for their support in local organization and hosting the

event. We acknowledge and are grateful for the support from members of the

ECSIS Network, Institute for System Level Integration, UK, and Spiral Gateway,

Ltd, UK. Last, but not least, we thank Thomas Baldwin and Silvia Ceballos at the

IEEE

Computer Society Conference Publishing Service for their support in making this

publication possible.


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This special issue is based on the 2007 ECSIS Symposium on Bio-inspired

Learning and Intelligent Systems for Security (BLISS-07) that was held in

Edinburgh, Scotland, UK. That successful symposium emphasized reliable,

versatile, and intelligent systems employed by a broad range of security

applications. The goal was to integrate developers of intelligent systems with those

who use them in security applications, including project managers, system

integrators, and end users. As here used intelligent systems denote those artificial

computational systems that operate in part or fully autonomously and that display

behavior that if it were to be observed in animals, would normally become

associated with intelligence of one sort or another. Systems with different degrees

of autonomy of operation benefit greatly from incorporating aspects and


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mechanisms that are found in a broad range of biological systems, from

survivability and adaptation of the simple living structures to learning, creativity,

cognition and various forms of intelligence that are normally associated with

humans. These features are often incorporated into algorithms by mimicking the

biological processes that provide the inspiration. Such intelligent systems have

been applied to a wealth of practical problems, including those in security.

Examples of such applications discussed at the symposium include the detection

and prevention of cybercrimes and identity theft, internet security, security of

financial systems, security of public transportation systems, emergency response

systems, combining space-based systems with geographical information systems,

etc.

SOAP:

Signal Operations Analysis Package (SOAP) can be used to determine signal

timing plans for pre-timed controllers and limited capabilities for actuated

controllers (10). Although SOAP is still used by several agencies, it has been

largely overshadowed by more advanced and broader programs. Its main appeal is

its inclusion in the Wizard of Helpful Intersection Control Hints (WHICH)

package, so it serves many users as a timing plan optimizer for use in conjunction

with WHICH-supported tools.

Max band:

Max band is a bandwidth optimization program that calculates signal timing plans

on arterials and triangular networks. MAXBAND produce cycle lengths offset

speeds and phased sequences to maximize a weighted sum of bandwidths. The

primary advantage of MAXBAND is the freedom to provide a range for the cycle


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time and speed. The lack of incorporated bus flows and limited field tests are

disadvantages of MAXBAND.


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Rondo:

Is a newly developed real-time traffic adaptive signal control system that aims to

reduce the response delay against the sudden changes of traffic flow. RONDO

project started in 1998. Since then continuous enhancements to RONDO have been

undertaken. Now, RONDO is challenging the new problems, which are to promote

traffic safety and to protect the environments with keeping traffic efficiency.

4. Smart surveillance system

Smart surveillance, is the use of automatic video analysis technologies in videosurveillance applications Traffic signal light can be optimized using vehicle flow

statistics obtained by Smart Video Surveillance Software (SVSS). At present, one

of the biggest problems in the main city in any country is the traffic jam during

office hour and office break hour. Sometimes it can be seen that the traffic signal

green light is still ON even though there is no vehicle coming. Similarly, it is also

observed that long queues of vehicles are waiting even though the road is empty

due to traffic signal light selection without proper investigation on vehicle flow.

This can be handled by adjusting the vehicle passing time implementing by our

developed SVSS.


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Video survei l lance in the context of Computer Vision

Detection and tracking of moving objects are the important tasksof the computer vision.

The video surveillance systems not only need to track the movingobjects but also interpret their patterns of behaviours. This means

solving the information and integration the pattern.

4.1. Smart Surveil lance Ar chitectures:

In this section we discuss how smart surveillance technologies are incorporated

into a complete surveillance system. We discuss three different types of smart

surveillance architectures .The outputs of video cameras are recorded digitally and

simultaneously analyzed by the smart surveillance server, which produces real time

alerts and a rich video index. The types and parameters of the alerts are user


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activities or events of interest. The ASSA could be used for many different

applications. Below we describe two examples.

1. Face Cataloger: This is a system which aims to non-intrusively acquire high-

resolution face images of all people passing through a space, Here ASSA detects

and tracks people and uses the active cameras to zoom in and acquire high

resolution face pictures.

2. Multi-scale Video: This is a system which automatically allocates higher

resolution to portions of the scene which have certain predetermined types of

activity. For example, all cars that are moving with high speed through a parking

lot may be imaged at a higher resolution through the active cameras.

Block diagram of an Active Smart Sur veil lance System.


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Distr ibuted Smart Surveil lance Ar chitecture (DSSA)

4.2. CCTV and other Surveillance Cameras

A 4-camera system at the I-29/I-94 interchange in Fargo was among the first video

surveillance installations in the state. The system used wireless communication to

transmit video feed to the kajang Fargo District located just over one mile north of

that location. Snap shots from the four cameras were made available on a web page

developed specifically for providing traveler information during the I-29

reconstruction project in Fargo, which started in 2000.The kajang is working with

Fargo to develop coordinated traffic signal corridor plans that will improve traffic

operations. Most of the signals operate on preprogrammed coordination plans


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according to the time of day. Communications to the controllers consist of either a

phone drop or fiber connections to the District office, allowingtiming plans can be

changed from either the District office or the Central Office in kajang.

4.3. Portable Dynamic Message Signs (DM S)

The control system center owns approximately 15 portable dynamic message signs

throughout the state. They are primarily used for construction and maintenance

purposes during summer months and for winter storm warnings and road closures

during winter months. locations during the raining season were identified through

coordination with the kajang districts in order to provide the most practical

information to drivers about road closures. Concrete pads were constructed outside

road shoulders to provide appropriate surfaces for the signs during the winter

months. All portable DMS rely on solar power and wireless (cellular)

communications for their operations.

Originally, the signs had to be called individually in order to display messages

using software from three different vendors. However, earlier this year, the

NDDOT integrated DMS operations by using third-party vendor software and

adding communications hardware (NTCIP compatible) to the signs. That project

was funded partly through a federal grant to coordinate DMS operations in support

of the AMBER Alert Program. The new software allows kajang center personnel to

control all or a sub-set of the statewide DMS from a single point and display the

required message. A statewide winter storm road closure operational plan was

developed to guide DMS operations. The plan identifies the location of each sign

and specifies which message shall be activated on each board during a specific


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closure. Figure 6.1 shows the locations where these signs are utilized during the

heavy raining months. Due to limitations with portable DMS operations; the

NDDOT is actively looking at permanent DMS installations. The size and location

of portable DMS currently used, limits the effectiveness of delivering information

to the drivers. Additionally, the portable DMS can only display very small

messages, therefore may not be appropriate for detailed warning information.

Permanent DMS, on the other hand, provide more surfaces to display messages,

offer a better view from the drivers perspective, and is more reliable.

A Traffic Monitoring System

Traffic signal light can be optimized using vehicle flow statistics obtained by

Smart Video Surveillance Software (SVSS). At present, one of the biggest

problems in the main city in any country is the traffic jam during office hour and

office break hour. Sometimes it can be seen that the traffic signal green light is still

ON even though there is no vehicle coming. Similarly, it is also observed that long

queues of vehicles are waiting even though the road is empty due to traffic signal

light selection without proper investigation on vehicle flow. This can be handled

by adjusting the vehicle passing time implementing by our developed SVSS.


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http://www-2.cs.cmu.edu/~vsam/Web2000/Images/detlayeredbig.jpg


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Vehicle detection techniques

Model based detection Region based detection Active contour based detection Feature based detection

Vehicl e detection technique (I )

Model based Tracking


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The emphasis is on recovering trajectories and models with high accuracy

for a small number of vehicles.

The most serious weakness of this approach is the reliance on detailed

geometric object models.

Disadvantage

It is unrealistic to expect detailed models for all vehicles that could be found

on the roadway

Vehicle detection technique (II) Region based tracking

It detects each vehicle blob using a cross correlationfunction.

Vehicle detection based on back ground subtraction.Disadvantage

Difficult to detect the vehicles under congested traffic,because vehicles partly occlude with one another


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Vehicle detection technique (III)

Active contour based detectionTracking is based on active contour models, or snakes.Representing object in bounding contour and keep updating

it dynamically.

It reduced computational complexity compared to the region

based detection.

Disadvantage:

The inability to segment vehicles that are partially occluded remains a problem

Vehicle detection technique (IV)

Feature based detectionTracks sub-features such as distinguishable points or lines on

the object


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Effectiveness improved by the addition of common motionconstraint.

A typical vehicle tracking procedure

(Vehicle Detection with Wireless Sensors)


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Traffic detection is a fundamental component of the planning and operation of

local roads and highways in California. While installing and maintaining the

inductive loop detectors that are traditionally used to detect traffic can be

expensive, a unique new technology called the Sensys wireless vehicle detection

system (VDS) is proving to lower the lifecycle costs associated with detecting

traffic. In fact, it is estimated that the wireless vehicle detection system cuts costs

in half over a 15-year period.

To develop the wireless vehicle detection system, the California Department of

Transportation (Caltrans) Division of Research and Innovation teamed up with the

Partners for Advanced Transit and Highways (PATH) program, a research unit of

the Institute of Transportation Studies at the University of California, Berkeley.

Today the product is available on the market through Senses Networks, a business

founded by the researchers who developed the wireless vehicle detection system.

The Impetus for a New Technology:

For nearly 50 years, the primary technology used to detect vehicles has been theinductive loop detector. Although simple, inductive loop detectors are somewhat

expensive to install. They require a nearby source of electrical power, which adds

to the cost of installation. They can also be expensive to maintain, as they suffer

from various forms of deterioration caused by the mechanical stress of freeze/thaw

cycles and vibrations, as well as oxidation. These installation and reliability issues

were the driving concepts behind the development of the wireless detectors.

The Benefits of the Wireless Detectors

The California Center for Innovative Transportation (CCIT) tested and reported on

the wireless vehicle detector system on behalf of Caltrans DRI in October of 2006.


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The test allowed Caltrans and the CCIT team to verify the short amount of time

required to install the wireless detectors and established that large benefits can be

realized from reduced lane closure times. Over a 15-year period, the wireless

detector system would require closure of 15 lane hours per station, as opposed to

56 lane hours with inductive loops.


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Testing also determined that the wireless detectors deliver data quality similar to

that of the incumbent inductive loop technology. The access point received more

than 99 percent of the detection events in half a second or less.

The data set from the wireless detectors is complete. Data was received for over 99

percent of 1-1/2-minute intervals in the test period.

The data set from the wireless detectors is valid. Based on calibration data from

loop detectors, the wireless detectors' detection events and traffic measurements

were in ranges considered valid about 95 perfect of the time, which was almost the

same proportion as the loops themselves.

The data set from the wireless detectors is accurate. Compared to six video

samples lasting five minutes each, the wireless detectors miscounted by less than 2

percent.

Cost Savings:

Overall, the initial direct cost of a Sensys wireless VDS is estimated to beapproximately $9,700 including hardware, labor and installation equipment. The

direct cost of an inductive loop is estimated to be nearly three times that amount,

approximately $26,100. Over a 15-year lifecycle, the regular maintenance of a loop

system would also be about twice that of a Sensys wireless VDS, the estimates

being $9,400 and $5,000 respectively. However, due to shorter life of Sensys

wireless detectors, Sensys VDS would be replaced more often. This translates into

total maintenance and replacement costs of about $12,900 for a Sensys VDS and

$23,500 for a loop system. In total, the Sensys VDS is estimated to cost $22,500

over a 15-year period, less than half of the $49,500 cost for an inductive loop

vehicle detection system.


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How the Wireless Vehi cle Detection System Works:

The Sensys wireless vehicle detection system includes individual wireless sensors

and a local controller, which is also called an "ss point." This setup is sometimes

complemented by a repeater, or several.

Two recent breakthrough technologies make the sensors used in the system

remarkably small and energy efficient. The Sensys unit relies on a magneto

resistive sensor for vehicle detection. Micro Electro Mechanical Systems (MEMS)

shrink the magneto resistive sensor to a size smaller than 2-inches-tall and 4 inches

in diameter. The system also uses a highly efficient low-power radio modem. The

communication between the access point and the sensors uses a proprietary

wireless protocol designed to minimize power consumption and extend the battery

life of the sensors. The combination of these technologies brings to market a

reliable, functional, flexible product that meets the data demands of traffic

monitoring.

I nstall ing the Detectors:

Sensys wireless detectors are ideally placed in the middle of traffic lanes. To

measure vehicle speed and length, two detectors are installed in the same lane at a

typical spacing of 10 to 20 feet. The installation of each detector requires boring a

circular hole approximately 4-inches in diameter and 2-1/4-inches deep. A drilling

bit is available to contractors for that purpose. The hole is sealed using fast-drying

epoxy. The entire operation takes around 10 minutes per detector, which isconsiderably less time than is required for installing inductive loops. Sensys

Networks estimates the life of their wireless detectors is approximately 10 years,

based on battery capacity and discharge rates.


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Applications for the Wireless Detectors:

There are two primary applications for the wireless VDS: traffic flow monitoring

and signal control. The sensors can measure volume, speed, occupancy, presence,

headway, gap, direction of travel, and vehicle length. They can support traffic

monitoring stations on freeways and arterials or traffic signal control applications

including stop bar and advance detection at intersections, as well as ramp

management at freeway entrances.

Municipal, county, or state roadway operators could essentially use the wireless

sensors wherever inductive loops are used today. The technology can be used for

new vehicle detector system locations or to replace existing failed loop detector

stations. The wireless nature of Sensys wireless VDS provides added flexibility in

complicated configurations such as split roadways, flyovers, bridges, or when

detection is required at long distances from the traffic signal controller. The

relatively low cost and ease of installation also hold the potential for additional


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applications such as work zone management and traffic monitoring of secondary

roadways.

This article is adapted from an innovation case study about Sensys Networks, Inc.

prepared by the California Center for Innovative Transportation. The authors of

that report are: Tia Dodson, Public Policy Analyst; David Jacobowitz, Public

Policy Analyst; Virginia Lingham, Graduate Student Researcher; and J.D.

Margulici, Associate Director.

5. Communication

Intelligent Transportation Systems vary in technologies applied, from basic

management systems such as car navigation, traffic signal control systems,

variable message signs or speed cameras to monitoring applications such as

security CCTV systems, and then to more advanced applications which integrate

live data and feedback from a number of other sources, such as Parking Guidance

and Information systems, weather information, bridge de-icing systems, and the

like. Additionally, predictive techniques are being developed, to allow advanced

modeling and comparison with historical baseline data.

Wireless Communication Computational Technologies Floating Car Data (FCD) Sensing Technologies Inductive Loop Detection Video Vehicle Detection


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Wireless Communication

Various forms of wireless communication technologies have been proposed for

Intelligent Transportation Systems.

Types:

Short Range Wireless Communication Long Range Wireless Communication


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Shor t Range Wireless Communication:

Short range communications are used for less than 500 yards. They are

accomplished using IEEE 802.11 protocols, specifically WAVE or the Dedicated

Short Range Communications standard being promoted by the Intelligent

Transportation Society of America and the United States Department of

Transportation. Theoretically the range of these protocols can be extended using

Mobile ad-hoc networks or Mesh networking.


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Long Range Wireless Communication

Longer range communications have been proposed using infrastructure networks

such as WiMAX (IEEE 802.16), 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.

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.


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The installation of operational systems and processors in transportation vehicles

have also allowed software applications and artificial intelligence systems to be

installed. These systems include internal control of model based processes,

artificial intelligence, ubiquitous computing and other programs designed to be

integrated into a greater transportation system. Perhaps the most important of these

for Intelligent Transportation Systems is artificial intelligence.

F loating Car Data (FCD)

Virtually every car contains one or more mobile phones. These mobile phones

routinely transmit their location information to the networkeven when no voice

connection is established. These cellular phones in cars are used as anonymous

traffic probes. As the car moves, so does the signal of the mobile phone. By

measuring and analyzing triangulation network data in an anonymized format

the data is converted into accurate traffic flow information.

Since this data is updated constantly throughout the day, they can be used as traffic

probes showing points where there is traffic congestion, the average traffic speedand traffic direction. In metropolitan areas the distance between antennas is shorter

and, thus, accuracy increases. Moreover, since this system has more coverage,

requires no costly infrastructures and equipment like cameras or sensors and is not

affected by adverse weather including heavy rain, it is one of the strongest

contenders for Intelligent Transportation Systems.


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Sensing Technologies:

Sensing technologies have greatly enhanced the technical capabilities and safety

benefits of Intelligent Transportation Systems around the world. These sensors

include inductive loops that can sense the vehicles' speed, the number of vehicles

passing as well as the size of these vehicles.


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I nf rastructure Sensors

Acoustic Array Sensor Mounted Along Roadway


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Vehicle Sensors:

Vehicle sensors are those devices installed on the road or in the vehicle; new

technology development has also enabled cellular phones to become anonymous

traffic probes, already explained in floating car data.

I nductive Loop Detection

Inductive loops can be placed in a roadbed to detect vehicles as they pass over the

loop by measuring the vehicle's magnetic field. The simplest detectors simply

count the number of vehicles during a unit of time (typically 60 seconds in the

United States) that pass over the loop, while more sophisticated sensors estimatethe speed, length and weight of vehicles and the distance between them. Loops can

be placed in a single lane or across multiple lanes, and they work with very slow or

stopped vehicles as well as vehicles moving at high-speed.

I nductive Loop Detection


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Video Vehi cle Detection:

Traffic flow measurement and Automatic Incident Detection using video cameras

is another form of vehicle detection. Since video detection systems 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, 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. 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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6. Variable massage system (VMS)

Is an electronic traffic sign often used on roadways to give travelers information

about special events. Such signs warn of traffic congestion, accidents, incidents,

roadwork zones, or speed limits on a specific highway segment. In urban areas,

VMS are used within parking guidance and information systems to guide drivers to

available car parking spaces. They may also ask vehicles to take alternative routes,

limit travel speed, warn of duration and location of the incidents or just inform of

the traffic conditions.

A complete message on a panel generally includes a problem statement indicating

incident, roadwork, stalled vehicle etc.; a location statement indicating where the

incident is located; an effect statement indicating lane closure, delay, etc. and an

action statement giving suggestion what to do traffic conditions ahead. These signs

are also used for AMBER Alert and Silver Alert messages.


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In some places, VMSes are set up with permanent, semi-static displays indicating

predicted travel times to important traffic destinations such as major cities or

interchanges along the route of a highway.

The information comes from a variety of traffic monitoring and surveillance

systems. It is expected that by providing real-time information on special events on

the oncoming road, VMS can improve vehicles' route selection, reduce travel time,

mitigate the severity and duration of incidents and improve the performance of the

transportation network.


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Portable vari able-message signs

Truck-mounted VMSes are sometimes dispatched by highway agencies such as

Caltrans to warn traffic of incidents such as accidents in areas where permanent

VMSes aren't available or near enough as a preventative measure for reducing

secondary accidents. They are often deployed in pairs so that the second VMS

truck can take over when the traffic queue overtakes the first truck, forcing the first

truck to circle around and mobilize itself further upstream from the queue where it

is effective. An optional third truck, the team leader, may be utilized for driving by

and monitoring the incident itself, traffic patterns and delay times, in order to make

strategic decisions for minimizing delaysanalogous to spotter planes used in

fighting forest fires.

Trailer-mounted variable-message signs are used to alter traffic patterns near work

zones, and for traffic management for sporting events, natural disasters, and other

temporary changes in normal traffic patterns. The messages displayed on the sign

can be programmed locally on the unit's control panel, or units equipped with a

cellular modem can be programmed remotely via computer or phone. Most

manufacturers produce trailers which comply with the National Transportation


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Communications for Intelligent Transportation System Protocol (NTCIP) which

allows the portable trailer to be integrated with an intelligent transportation system.

Trailer-mounted VMS can be equipped with radar, cameras, and other sensing

devices as part of a smart work zone deployment.

Radar speed sign

A radar speed sign is an interactive sign, generally constructed of a series of LEDs

that displays vehicle speed as motorists approach. The purpose of radar speed signs

is to slow cars down by making drivers aware when they are driving at unsafe

speeds. They are used as a traffic calming device in addition to or instead of

physical devices such as speed humps, speed cushions, speed tables, and speedbumps.

The devices have been referred to by a wide variety of names, a partial list of

which follows: driver feedback sign, radar signs, Vehicle Activated Sign (UK),

changeable message sign, Your Speed sign, radar feedback sign, speed radar sign,

radar speed display, speed feedback sign, traffic calming sign, speed display board,

dynamic speed display (DSDS) or variable message sign.


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The usage of radar speed sign:

Radar speed signs are often used in school zones, sometimes in conjunction with

Safe Routes to School programs, in construction zones, or on busy residential

roads. Some college and corporate campuses use radar speed signs to slow traffic

as well. Many plants are using these signs to monitor forklifts and other type

trucks. There are steps to placing a radar speed sign.

Speed display signs are sometimes used in conjunction with physical traffic

calming solutions. They are also used on streets that cities do not want to put

physical measures on either because of snow concerns or traffic volume. Often,

cities will use these signs to test streets to determine the need for further traffic

calming.


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CONCLUSION:

The proposed communication system, described in this report and the subject of

this project, responds to an immediate need to ITS implementers throughout kajang

city. There is a need for a reliable, cost-effective, and convenient communication

method between the various remote field devices, such as traffic sensors, and a

central workstation within an ATMS in any urbanized area.

Documents

Its Sarah Hazim & Rasha Salah