Oct 18, 2015
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.