1. Supervisor name:
Prof. Ir. Dr. Riza Atiq Abdullah
Done by:
Mohanad jaafar talib – p71085
URBAN TRAFFIC MANAGEMENT
SYSTEM

2. MAXBAND
• Overview
• MAXBAND model of bandwidth optimization assumes that all the vehicles have the
same speed. But there is traffic flow dispersion because of different vehicle
performance. Traffic flow dispersion has been described by Normal Distribution and
Geometric Distribution. MAXBAND is the only operational traffic signal program that
allows progression bandwidth optimization in multi arterial , closed-loop traffic signal
networks. The program formulates the problem as a mixed integer linear program
and is capable of optimizing network-wide cycle length, signal offsets, and signal
phasing sequences. However , hours of computer time may be required to optimize a
medium-sized network problem , even on a mainframe computer. This computational
inefficiency of MAXBAND makes it impractical for use by the traffic engineering
community.

4. MAXBAND
• Features and Evaluation
• MAXBAND has two heuristic methods efficiently optimize network signal
timingproblems modeled. The experimental results demonstrate that these heuristic
methodsproduce tremendous savings in the computer time required to solve
optimizationproblems in traffic network signal timing. In addition, computational
benefits areachieved by explicitly modeling one-way arterials in a network rather than
as two-wayarterials.In MAXBAND, vehicles are loaded on an arterial and traffic
signals on that arterial arecoordinated to optimize a performance criterion, which
often relates to the number of stops.

5. SCATS SYSTEM
• Overview
• The Sydney Coordinated Adaptive Traffic System (SCATS) is an innovativecomputerized
traffic management system developed and maintained by roads andmaritime services
(RMS) .SCATS has beenfaced with the need to implement a largearea traffic control
system in Sydney and mindful of the problems of "fixed-time"systems, the NSW
Department of Main Roads (now Roads and Maritime Services)embarked on the
development of a traffic responsive system in the early 1970s whenmini-computers became
available at a cost comparable to purpose-built hardware. Aldridge Traffic Controllers (ATC)
are an RTA authorized Distributor of the world leading SCATS™ Urban Traffic Management
Control (UTMC) System.
• Many years of research, testing and software coding have been invested in
thedevelopment of SCATS. As of February 2012, SCATS has been distributed to 258 cities
in 26 countries worldwide controlling more than 34,943 intersections worldwide,including
installations in Australia, Bangladesh, Brazil, Brunei, Chile, China, Ecuador,Fiji, Indonesia,
Iran, Ireland, Israel, Jordan, Laos, Malaysia, Mexico, New Zealand,Philippines, Poland,
Qatar, Singapore, South Africa, Thailand, USA and Vietnam.

7. SCATS SYSTEM
• Features and Evaluation
• SCATS uses anticipatory and adaptive techniques to increase the efficiency of the road network
by minimizing the overall number of vehicular stops and delay .The primary purpose of the
SCATS system is to maximize the throughput of a roadway by controlling queue formation .
SCATS system has the ability to change the signal phasing , timing stratagems and the signal
coordination within a network to alleviatecongestion by automatically adjusting the signal
parameters according to real timetraffic demand .
• SCATS operates at two basic levels known as the “upper level” which involves offset plan
selection and the “lower level” which involves optimization of junction parameters. The upper
level generates offset plans by time of day from historic data while the
lower junction level optimizes green splits,cycle times and offsets between signalised junctions
using an increamental feedback processs based largely on detectors situatedat the stop lines .
It calculates green splits based on the flow in the previous cycle andso is not fully responsive to
unpredictable arrival flows .SCATS is basically a modular system largely run by regional
computers capable of handling a large number of intersections with significient intelligence
within localcontrollers and may be used to improve management function by central computer
.SCATS charactarised by the network manager has a more direct involvement thanother
systems in setting up the system .

8. SCATS SYSTEM
• Application
• Most of Highway operator in Malaysia using SCATS to control their traffic Lights inurban area.
These very popular SCATS is an area wide traffic management system thatoperates under the
Windows environment. It controls the cycle time, green splits andoffsets for traffic control
intersections and mid - block pedestrian crossings. With theinclusion of vehicle detectors, it
can adaptively modify these values to optimize theoperation 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 tocoordinate traffic signals for networks or for arterial
roads.
• Intersection connections to a regional traffic control computer can be permanent or maybe on-
demand using dial-in or dial-out facilities. Each regional computer can manage upto 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 aSCATS central manager at the
same time. Up to 30 users can connect to a singleregional computer simultaneously.
Performance monitoring, alarm condition notificationand data configuration facilities are
included. SCATS automatically collect alarm andevent information, operational and
performance data and historical data. SCATSoperate automatically but operation intervention
is provided for use in emergencies.

9. SCATS SYSTEM
• Benefit
• The popular concept is that coordinating traffic signals is simply to provide green-
waveprogression whereby a motorist travelling along a road receives successive
greensignals. While this is one of the aims, the principal purpose of the control
system is tominimize overall stops and delay and, when traffic demand is at or near
the capacity of the system, to maximize that capacity (throughput) and minimize the
possibility of
traffic jams by controlling the formation of queues. Can be upgraded or expanded to
meetchanging requirements, other applications can be integrated into the system
andprovides details/reports of traffic flows for other planning purposes. SCATS
enable ahierarchical system of fall back operation in the event of temporary
communicationsfailure. Such equipment faults are monitored by the system

10. SCOOT
• overview
• SCOOT (Split Cycle Offset Optimisation Technique) was developed in the UnitedKingdom by
Transport Research Laboratory (TRL) . SCOOT has proved to be aneffective and efficient tool
for managing traffic on signalised road networks and is nowused in over 130 towns and cities in
UK and overseas world wide.It coordinates the operation of all the traffic signals in an area to
give good progressionto vehicles through the network. Any adaptive traffic control system relies
upon gooddetection of the current conditions in real-time to allow a quick and effective
response toany changes in the current traffic situation. SCOOTS has a substantial data base
facilityfor storing , manipulating and presenting traffic data including flows , journey times
andqueues . . It has three optimisation procedures by which it adjusts signal timings theseare
the cycle time, green splits, and offsets , each optimised using a differenetprocedure at different
frequences

11. SCOOT
• Features and Evaluation
• SCOOT uses detectors at the upstream end of links to measure demand and cyclic flowing
real time and the operation has considerable flexibility to override values and set parameters
for different regions and different times. Theoretically, the benefits of SCOOT should be
highest when traffic flow is heavy, complex and unpredictable. SCOOT can prevent congestion
by delaying it long enough to permit a short duration overload to be completely overcome
.SCOOT evaluates the advisability of altering the cycle offset at the intersection with respect to
the master schedule by four seconds in either direction. Every five minutes it explores the
option of changing the cycle length for individual subareas, usually consisting of three to four
intersections. SCOOT makes about 10,000 decisions per hour for every 100 intersection in the
system all made by central computer. When SCOOT detects that saturation levels are
unacceptable , it reacts with actions at distance. SCOOT naturally reduces vehicle emissions
by reducing delays and congestion within the network and can be set to adjust the optimization
of the signal timings to minimize emissions , also to provide estimations of harmful emissions
within the controlled area.

12. SCOOT
• 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 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 models 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 aroused 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
evolves the traffic situation changes without any of the harmful disruption caused by changing fixed time
plans on more traditional urban traffic control systems.

13. SCOOT
• 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 w
ill 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.

14. ITACA
• Overview
• ITACA ( Intelligent Traffic Area Control Agent) 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 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
establishing flow are avoided.ITACA is an integral solution for traffic management in
urban areas, providing the capability to control traffic intelligently in real-time, while
constantly adapting to changing traffic needs. This system will help improve the
quality of life for the more than 2.5million inhabitants in the Cities worldwide , by
increasing traffic flow efficiency, while reducing congestion and air pollution.

15. ITACA
• Features and Evaluation
• ITACA is occupying of 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 . Each several cycles have carried on a time of adjustment
according to the system computed result to each region cyclical length , namely cyclical
adjustment. Each cycle 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 starts the time according to the system computed result to each street
intersection cycle to carry on the adjustment, namely phase adjustment
• ITACA is the intellectualized auto-adapted transportation control system ,this system by the real-
time control way work and can most greatly expand to more than 4500 street intersections controls
by center control level which is composed by a control server and the client. The center control
level installs ITACA software ,realizes the communication function ,the database handling dbh
function , the software starts and software stops the function .Through 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, and reduces the pollution
degree.

16. ITACA
• Application
• As example Currently there are 128 number 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). Refer Drawing1. 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 enhance traffic flow. Is opposite to the traditional system, the ITACA
occupying of enhancement to Every 5 seconds on carryon 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. May act according to the
Transportation expert's experience, carries on the optimization to the system. Under , will introduce the
ITACA system from following several aspects.

17. ITACA
• Benefit
• Has included the auto-adapted traffic signal control system in the existing new technicalmethod, it
is the intelligent transportation control system core. Uses the benefit whichthe advanced auto-
adapted traffic signal control system produces to be most obvious.Through uses the auto-adapted
traffic signal control system, may reduce thetransportation in the existing path to support stops up
with the driving delays, reducesthe traffic accident the formation rate and the mortality rate,
simultaneously may causethe energy the consumption reduction, reduces the pollution degree.
Talent Traffic yTransported (original Since Traffics) took is engaged in the transportation control for
along time the well-known company and the Spanish Oviedo university cooperation, insummarizes
in the foundation Which the predecessor an experience, developed in 1990has developed set of
auto-adapted traffic signals control system ITACA (IntelligentTraffic 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 Optimizationmovement, and real-time issues the transportation control
Command, achieves the besttransportation control effect the advanced system. The ITACA system
in the world manycities success movement, the Performance is outstanding, in domestic city and so
onBeijing, Wuhan has the Small scale application, in the near future also in other citylarge-scale

18. RONDO
• Overview
• RONDO (Rolling horizon based Dynamic Optimization of signal control) has been
developed that enables dynamic optimization of signal control parameters according
to traffic flow changes. A rolling-horizon algorithm is selected as an optimization
method. RONDO can apply to diverse traffic conditions from under-saturated to over-
saturated . RONDO also considers reducing traffic accidents. Some simulation tests
have been executed for the first step of evaluation of the system. Simulation
experiments results show that the system can manage unstable traffic flow well. It
also shows the possible application of the system.

19. RONDO
• Features and Evaluations
• RONDO has designed to optimize the signal timings of each signal every
severalseconds according to the predicted cost expressed by the signal control
performancefunction with traffic efficiency indexes such as delay and stop number,
which areestimated based on the prediction of traffic flow changes in several
minutes.Consequently the signal timings are continuously updated. That enables
RONDO tomanage the sudden changes of traffic flow.
• RONDO control system has the following three features:
• [1] Through terminal-terminal communication, oncoming traffic information is
obtainedfrom signal controllers at upstream intersections; thereby the traffic flow
approaching agiven intersection is predicted for time spans from the present to
several minutesahead
• .[2] Simulations are calculated for very short intervals for individual intelligent
trafficcontrollers to determine the optimal green time that minimizes vehicle delay
(wait timeat stoplight).
• [3] Two control modes are possible: a hybrid type in which signal control is performed
incoordination with central controller, and an autonomous type in which traffic
signalsperform independently while coordinating with neighboring traffic controllers.

20. 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.

21. RONDO
• System Components
• Rondo is composed of the major parts. 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 provider’s network backbone as depicted on their
web site. We note that the provider has 2500Pops 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 overload
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 and3640 series routers. The Release of Cisco’s IOS (Internet
Operating System) available on our routers Allows only destination- based selection of MPLS tunnels.
Upgrades will ultimo- Cisco is a registered trademark of Cisco Systems, Inc. mutely 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 [1] to generate time-varying loads Similar to those expected in an
operational network. Background network Traffic on the network inconstant 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.

22. RONDO
• 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 analogical 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.

23. RONDO
• 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 packetl oss, 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 path sallow 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 anew
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.

24. RONDO
• B.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 newMPLS
tunnel does not necessarily preserve overall network optimality. Rather our goalies 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

25. UTOPIA
• Overview
• UTOPIA (Urban Traffic Optimization by Integrated Automation) /SPOT (System
for Priority and Optimization of Traffic) is the world’s most advanced adaptive traffic
control system and It ensures that optimal traffic control strategies are applied during all
traffic . UTOPIA-SPOT is an UTC system that produces co-ordination within an area
without neither a common nor a fixed cycle time for each intersection. UTOPIA Spot helps
to reduce congestion and traffic pollution in urban areas as it leads to smoother flows of
traffic even at peak times. UTOPIA Spot is installed in major cities in Scandinavia, such as
Oslo, Trondheim, Copenhagen and it is now used in several cities in Italy and also in the
Netherlands, USA, Norway, Finland and Denmark.
• UTOPIA Urban Traffic Control System offers a wide range of strategies designed to suit
any road network. In the fully adaptive mode, it constantly monitors and forecasts the
traffic status and optimizes the control strategy according to flow efficiency
and/or environmental criteria. This gives high performance even with unpredictable traffic
conditions.

26. UTOPIA
•
Features and Evaluation
• UTOPIA/SPOT aims to minimize the total time lost by private vehicles during their trips,
subject to the constraint that public vehicles to be prioritized shall not be stopped at
signalized intersections. This is carried out by optimizing a cost function depending upon
various elements including: vehicle delays and stops, delays to public transport; and
deviation from the reference plan and previous signal settings. The optimization is carried
out at two levels: local and network. At the local level, the controller determines the signal
settings by optimizing a cost function adapted to the current intersection traffic situation.

27. UTOPIA
• 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’. 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 optimized for each intersection in the network. All
intersections communicate the expected traffic flow to neighboring intersections, allowing
for a long prediction horizon.

28. UTOPIA
• 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

29. THANK YOU