INTELLIGENT URBAN TRAFFIC CONTROL SYSTEM

KKKA6424

Urban Traffic Management System

PROF. IR. DR. RIZA ATIQ ABDULLAH OK RAHMAT

Done by:

ALAA.H.MOUSA ID: P71081

Introduction

An Urban Traffic Control framework dependent upon executor innovation that can

adjust and react to activity conditions continuously and still uphold its respectability

and soundness inside the general transportation framework and meanwhile get a

framework that brings about a noticeable improvement utilization of the limit of

convergences. The key parts of enhanced control, for which commitments from

counterfeit consciousness and fake canny executors could be normal The proficiencies

of managing numerous issues and clashing

Objectives

-The proficiencies of settling on choices on the premise of fleeting investigation and

developments .

- The capacity of overseeing, taking in, and reacting to non-intermittent and

unforeseen occasions; - self movability is an indispensable some piece of based

units.

- The, more adaptable, control unit can, genius dynamic, advance while working.

The most of service operator in UTC might be an activity sign control gadget.

Saito have found that the utilization of snappy reaction request forecast

demonstrates in soaked circumstances could enhance delays for every vehicle

on a solitary methodology crossing point in immersed circumstances such a

change is tremendous and is achievable by adroit indicator control. Such an UTC

framework obliges: overseeing arrangement of activity, a standard or model

base for assessment and change, a model of the encompasses and an effective

symptomatic normal for both movement light operations and guideline and

parameter conformities.

UTC framework could be dependent upon a few, coupled, convergence control

(Intelligent Traffic Signaling Agent). The configuration of a multi-operator

framework requires adaptable self-governance. Implying that executors will be

obliged to Work independently, however will regularly be affected by others for a

particular ITSA, executed to serve as a urban activity control operator, the

accompanying perspectives are considered

1.MAXBAND

Introduction:

MAXBAND 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

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

disadvantages of MAXBAND

2.SCATs Introduction:

In 2010 SCATS has been distributed to 145 cities in 24 countries worldwide

controlling more than 33,500 intersections. Aldridge Traffic Controllers (ATC) is an

RTA authorized Distributor of the world leading SCATS

Urban Traffic Management Control (UTMC) System .ATC have a large team of

SCATS Urban Traffic Management System qualified technical personnel to

support customers in the design, deployment and implementation of the SCATS

system including the supply of its own Traffic Signal Controllers giving clients a total

system solution.

The SCATS Urban Traffic Management System is a MS-Windows based software

solution that works in a tiered fashion via 1 or more Regional Controllers (RC) that

means traffic authorities are getting a highly redundant and therefore resilient system

for maximum visibility and control of traffic .ATC have designed its latest generation

of Traffic Signal Controller to be compatible with SCATS to provide traffic

authorities with a single supplier solution for complete Urban Traffic Management

Systems.

Application

Most of Highway operator in Malaysia using SCATS to control their traffic lights in

urban area. These very popular SCATS are an area wide traffic management system

that operates under the Windows environment. It controls the cycle time, green splits

and offsets for traffic control intersections and mid-block pedestrian crossings. With

the inclusion of vehicle detectors, it can adaptively modify these values to optimize

the operation to suit the prevailing traffic. Alternatively, it can manage intersections in

fixed-time mode where it can change plans by time of day, day of week. It is

designed to coordinate traffic signals for networks or for arterial roads.

Intersection connections to a regional traffic control computer can be permanent or

may be on-demand using dial-in or dial-out facilities. Each regional computer can

manage up to 250 intersections. A SCATS system can have up to 64 regional

computers.

Monitoring is provided by a graphical user interface. Up to 100 users can connect to

a SCATS central manager at the same time. Up to 30 users can connect to a single

regional computer simultaneously. Performance monitoring, alarm condition

notification and data configuration facilities are included. SCATS automatically

collect alarm and event information, operational and performance data and historical

data. SCATS operate automatically but operation intervention is provided for use in

emergencies.

Benefit The popular concept is that coordinating traffic signals is simply to provide green-

wave progression whereby a motorist travelling along a road receives successive

green signals. While this is one of the aims, the principal purpose of the control

system is to minimise overall stops and delay and, when traffic demand is at or near

the capacity of the system, to maximise that capacity (throughput) and minimise the

possibility of traffic jams by controlling the formation of queues.

Can be upgraded or expanded to meet changing requirements, other applications

can be integrated into the system and provides details/reports of traffic flows for

other planning purposes.SCATS enable a hierarchical system of fall back operation

in the event of temporary communications failure. Such equipment faults are

monitored by the system

3. Scoot Introduction:

SCOOT is the world's leading adaptive traffic control system. It coordinates the

operation of all the traffic signals in an area to give good progression to vehicle

through the network whilst coordinating all the signals, it responds intelligently and

continuously as traffic flow changes and fluctuates throughout the day. It removes

the dependence of less sophisticated systems on signal plans, which have to be

expensively updated.

Application

Information on the physical layout of the road network and how the traffic signals

control the individual traffic streams are stored in the SCOOT database. Any adaptive

traffic control system relies upon good detection of the current conditions in real-time

to allow a quick and effective response to any changes in the current traffic situation.

SCOOT detects vehicles at the start of each approach to every controlled intersection.

It models the progression of the traffic from the detector through the stop line, taking

due account of the state of the signals and any consequent queues.

The information from the model is used to optimize the signals to minimize the

network delay

The operation of the SCOOT model is summarized in the diagram above. SCOOT

obtains information on traffic flows from detectors. As an adaptive system, SCOOT

depends on good traffic data so that it can respond to changes in flow. Detectors are

normally required on every link. Their location is important and they are usually

positioned at the upstream end of the approach link. Inductive loops are normally

used, but other methods are also available. When vehicles pass the detector, SCOOT

receives the information and converts the data into its internal units and uses them to

construct "Cyclic flow profiles" for each link. The sample profile shown in the

diagram is color-coded green and red according to the state of the traffic signals when

the vehicles will arrive at the stop line at normal cruise speed. Vehicles are modeled

down the link at cruise speed and join the back of the queue (if present). During the

green, vehicles discharge from the stop line at the validated saturation flow rate.

The data from the model is then used by SCOOT in three optimizers, which are

continuously adapting three key traffic control parameters - the amount of green for

each approach (Split), the time between adjacent signals (Offset) and the time allowed

for all approaches to a signaled intersection (Cycle time). These three optimizers are

used to continuously adapt these parameters for all intersections in the SCOOT

controlled area, minimizing wasted green time at intersections and reducing stops and

delays by synchronizing adjacent sets of signals. This means that signal timings

evolve as the traffic situation changes without any of the harmful disruption caused by

changing fixed time plans on more traditional urban traffic control systems.

Benefit

Throughout its life SCOOT has been enhanced, particularly to offer an ever-wider

range of traffic management tools. The traffic manager has many tools available

within SCOOT to manage traffic and meet local policy objectives

SCOOT detectors are positioned where they will detect queues that are in

danger of blocking upstream junctions and causing congestion to spread

through the network

SCOOT will continuously monitor the sensitive area and smoothly impose

restraint to hold traffic in the specified areas when necessary.

SCOOT naturally reduces vehicle emissions by reducing delays and

congestion within the network. In addition it can be set to adjust the

optimization of the signal timings to minimize emissions and also provide

estimations of harmful emissions within the controlled area

4. ITACA Introduction:

ITACA - An Intelligent Traffic Area Control Agent It has an Adaptive Subsystem that

operates with a traffic model and produces Cycle Split and Offset times for a

centralized area of traffic control. These times minimize delay and stops of traffic

moving in the area. ITACA provides real time urban traffic control by computing the

best solution for every intersection and continuously adapting signal sequences to

match traffic demand.

The ITACA Intelligent Adaptive Traffic Control System uses real time traffic flow

data, obtained from detectors located in the field, to model traffic line-ups at every

stop line. It then continuously adjusts traffic signal parameters (cycle, split and offset)

at every intersection in order to minimize the number of stops and delays throughout

the street network within the ITACA system's control.

The system produces small and frequent changes in traffic control parameters that

smoothly adapt the traffic control plan to evolving changes in traffic demand. In this

way, the negative effects on the network that otherwise would be caused by plan

changes - such as flow disturbances and time delays in re-establishing flow - are

avoided.

Application

Currently (as per 2011) there are 150 numbers of junctions that had been installed

with traffic signals in Putrajaya. There are junctions that are fully operated, while

some were operated in Flashing Amber' and a few others are still under construction

(Ducting and cabling works in progress)

An the latest news in Malaysia for greater KL done by Special Task Force to

Facilitate Business (Pemudah) said the initiatives included enforcing the towing of

Vehicles of traffic offenders and implementing traffic monitoring using Sydney''s

Coordinated Area Traffic System (SCATS) and Intelligent Traffic Adaptive Control

Area (ITACA) to further enhances traffic flow.

In opposite to the traditional system, the ITACA introduce enhancement to every 5

seconds on carry on a time of collection and processing to the transportation data.

All produces the corresponding parameter to each street intersection to distinguish the

treatment. (In system has each street intersection in entire network accurate position,

therefore system all collects information from each street intersection all neighbors

street intersection). Each several cycles on have carried on a time of adjustment

according to the system-computed result to each stature region cyclical length, namely

cyclical adjustment. Each cycle all carries on the assignment adjustment according to

the system computed result to each street intersection different green light time,

namely the green letter compares the adjustment. Each cycle all starts the time

according to the system computed result to each street intersection cycle to carry on

the adjustment namely phase adjustment. It may act according to the transportation

expert's experience and carries on the optimization to the system. Under this

condition, it will introduce the ITACA system from following several aspects. Firstly,

the system structure systems control divides into three ranks: The first level is the

control center, it and the street intersection machine connects through the region

controller. The second level is region controller CMY. The third level is street

intersection controller RMY. The system structure following chart shows:

ITACA is the intellectualized auto-adapted transportation control system, this system

by the real-time control way work, and can most greatly expand to 4,800 street

intersections controls.

Center control level

The general center control level is composed by a control server and the client

The center control level installs ITACA software, realizes the communication

function, the database handling and function, the software start and software

stops the function.

The Central computer system is connected continuously with region control

machine maintenance communication, and then through region control

machine and street intersection machine maintenance communication.

The region control machine transmission and the receive data and the control

command; the central computer may in any time and the region control

machine exchange information.

ITACA software gathers the information involves:

The street intersection machine reports to the police starts to report to the police

the conclusion with the street intersection machine.

Street intersection machine active status change.

The street intersection machine interior saves control form condition and change

situation

The region control machine reports to the police starts to report to the police the

conclusion with the region control machine.

Region control machine condition change

Vehicles detector condition and examination data.

When ITACA auto-adapted pattern, the system inquires to the detector wheel

with clear zero works every 5 seconds to carry on time.

To ITACA software may the manual start or the automatic start.

Under two methods, ITACA software all defers to the quite same not less than step

start. After ITACA software stops the movement, all street intersections machine can

automatically degrade to locally control the pattern, according to in advance the local

transportation control plan automatic movement which compiles in various street

intersections machine. After ITACA software restarts, it can automatically succeed

with the central computer connected all equipment connects the system, before cannot

because starts in ITACA software some equipment already add the electricity work

but to need them to restart. After ITACA software starts successfully, the entire

transportation control system will be able automatically local to control the pattern

from the street intersection machine to cut to the ITACA software control pattern, will

safeguard the entire transportation network to be at the optimizing control condition

as necessary.

Benefit

Has included the auto-adapted traffic signal control system in the existing new

technical method, it is the intelligent transportation control system core. It uses the

auto-adapted traffic signal control system, may reduce the transportation in the

existing path to support stops up with the driving delays, reduces the traffic accident

the formation rate and the mortality rate, simultaneously may cause the energy the

consumption reduction, reduces the pollution degree. Transportation control for a long

time the well-known company and the Spanish

Oviedo university cooperation, in summarizes in the foundation which the

predecessor experiences, developed in 1990 has developed set of auto-adapted traffic

signals control system ITACA (Intelligent Traffic Adaptive Control of Areas) the

system. This system is based on the coil real-time collection data, in the computer

module the simulation real-time optimization movement, and real-time issues the

transportation control command, achieves the best transportation control effect the

advanced system. The ITACA system in the world many cities success movement, the

performance is outstanding, in domestic city and so on Beijing, Wuhan has the small

scale application, in the near future also in other city large-scale uses.

5. RONDO Introduction:

Figure above shows a typical scenario that arises in Rondo when using destination

routing based on finding the shortest path. Traffic from nodes A to C and from nodes

B to C flows along a common set of network segments. With explicit routing through

MPLS tunnels, the data from node B to C can be rerouted to a longer but more lightly

congested path. The ability to monitor the global state of the network coupled with

the fine control afforded by MPLS makes congestion control possible in Rondo.

Application

Rondo uses a feedback loop to govern the behavior of traffic in the network core. It

manages the flows that originate and terminate between various PoPs (Points of

Presence) in the network by directing these flows into the multiple pathways that are

created using MPLS Label Switched Paths. These LSPs serve as conduits through the

network that are unaffected by the local optimization strategy of shortest path routing.

Rather, Rondo optimizes performance based on global traffic considerations in the

network.

System Components

Rondo is composed of the major parts shown in Figure 2 above.

In the remainder of this paper, we will describe each element with emphasis on the

data collection subsystem and the analysis engine.

1) Physical Network

The experimental network is a set of 10 MPLS-enabled counters and interconnections

patterned after a much-scaled down representation of a major service providers

network backbone as depicted on their web site. We note that the provider has 2500

PoPs worldwide so our model has only rough equivalence to reality. However, even

with only ten routers, our network exhibits complex and often fascinating behaviors.

Routers are connected with 10-megabit links, which makes possible the creation of

realistic over load conditions. Each router models a PoP (Point of Presence) on the

network where customer nodes are attached. In Rondo, each node attached to a PoP is

a PC that sends and receives packets.

The network uses a combination of Cisco 3620 and 3640 series routers. The release

of Ciscos IOS (Internet Operating System) available on our routers allows only

destination - based selection of MPLS tunnels. -Cisco is a registered trademark of

Cisco Systems, Inc. Upgrades will ultimately allow selection of the tunnels based on

other parameters in the IP packet.

2) Programmable Load Generators and Loading Strategy

We use a collection of PCs programmed to generate time-varying loads similar to

those expected in an operational network. Background network traffic on the

networks constant in time and is generated by commercially available packet

generators. Loads are carefully crafted to cause a buildup of congestion that does not

have an overall steady state solution, and are designed to stress the given physical

topology.

3) Data-Collection System

The data-collection system uses a variety of devices and techniques to monitor the

conditions in the network. These include both active and passive methodologies that

capture such characteristics as throughput, loss, delay and jitter. Data collection, a key

part of Rondo, uses an extensible architecture to provide rapid processing of data

under time constraints for its collection, reduction and transmission. Data flow from

the network probes through the collection system to the analysis engine with little

latency and to archival storage at a lower priority. Data are retained in a database

system for other applications such as service-level management that do not require

rapid data processing. We describe this part of the system in detail below.

4) Data Model and Database

Rondo uses the database for a variety of classes of information including physical and

logical network topology, configuration information and archived measurement data.

The algorithms, displays and other components are driven by the information

described by this model, and as such, the organization of this model is crucial to the

effectiveness of Rondo. The model, which is important for other applications, is

realized in a relational database. The most important function of the database is to

hold the state of the network topology, which changes as the system reroutes LSPs to

alleviate congestion. The analysis and reroute engine periodically updates the

topology as the network is reconfigured.

5) Analysis and Rerouting Engine

This element of the system contains techniques for detecting congestion in a network

and altering the existing traffic flows to eliminate an overload condition. The engine

is designed to focus on more than link utilization, which is the most basic metric of

network performance. Utilization indicates the level of activity between network

elements and is often viewed as a measure of network congestion. This view is too

simple when one considers the classes of traffic that flow over an IP network. High

utilization of a link is one form of congestion, but others might include excessive

delay, jitter or high packet loss, all of which could happen at relatively low levels of

link utilization. These are measures of congestion that seriously affect proposed

services in next-generation IP networks, including voice and video. The engine is

designed use any measurable quantity as an indication of a network problem that

needs correction.

6) MPLS Configuration and Control

Rondo relies on MPLS to form explicit paths through the core network. Explicit paths

allow precise control over the placement of traffic flows within the routed domain of

Rondo. All traffic in Rondo flows through explicitly routed MPLS tunnels, which

specify each node along a path from the ingress to egress routers. The network

configuration is initially optimal in the sense that all tunnels travel via the shortest

path in the network. Once established, packets enter the MPLS tunnels as a function

of their destination address and are delivered to the egress router.

Rondo thus uses MPLS as a mechanism for packet forwarding that is not directly

aware of quality of service. Mixing packets with different levels of quality of service

in an LSP is possible though but limits the effectiveness of available controls. Once

the initial explicit paths are established, the analysis and reroute engine operates to

reroute packets through a path established by a new MPLS tunnel, which may no

longer be the shortest path. This action currently takes place via IOS commands that

are issued from the controller. When MPLS traffic-engineering MIBs become

available, the controller will use SNMP to establish the new routes.

System Operation

The analysis and rerouting engine is in overall control of the system. The engine

communicates with the data collection system to establish a schedule of network

measurements. As the data collection system takes each measurement, it notifies the

analysis and rerouting engine of the presence of new data. The engine combines the

new data with the current system configuration and previous data to decide on the

appropriateness of rerouting an MPLS tunnel. If a move is appropriate, the analysis

engine reconfigures the network through the LSP configuration control and updates

the network state in the database.

As we discuss in the following, the route of the new MPLS tunnel does not

necessarily preserve overall network optimality. Rather our goal is to reroute traffic as

quickly as possible to minimize the congestion at the expense of achieving a

theoretical optimum over the whole network. Global optimization might imply

moving many or even all the routes in the network. The strategy in Rondo is to move

from one to a few MPLS tunnels over a period of a few minutes with minimal

disruption to network traffic.

6. UTOPIA-SPOT Introduction:

The increasing traffic volume requires an integrated and balanced approach to traffic

management. The aim is to improve traffic over the whole area by minimizing travel

time for private traffic, while giving priority to public transport. In creating a better

flow of vehicles, it leads to energy savings, a reduction of emissions and a welcome

increase in safety. Urban Traffic Optimization by Integrated Automation (UTOPIA) is

widely regarded as one of the most advanced adaptive traffic signal control systems

available worldwide that has been successfully deployed in many places in Europe.

UTOPIA operates on distributed intelligence. The processing capabilities at

intersection level enable a swift response to the traffic volumes at the intersections.

This makes UTOPIA ideal for flexible traffic control and priority to specific identified

traffic, like public service vehicles.

Application

The power of UTOPIA is prediction. UTOPIA estimates how the traffic situation will

develop and calculates the best possible strategy. The best strategy is based on a so-

called cost function method. The cost function weighs issues such as delay time, the

number of stops and specific priority requirements. Taking into account the effect on

adjacent intersections, the distributed control is optimised for each intersection in the

network. All intersections communicate the expected traffic flow to neighboring

intersections, allowing for a long prediction horizon.

Benefit

Keeps the flow going;

Manages timely public transport;

Fully adaptive, adjusts to the traffic situation;

Realizes strategic traffic policy objectives;

Dynamic priority levels for public transport vehicles;

Tuned and tested in lab situation before installation on-site;

Open communication infrastructure.