Traffic Control Systems

Several flow measurement methods have been developed to get more in depth information of two-phase flow. Digital image processing technique is one of the methods which provide many advantages. It is classified as non-intrusive methods and able to process a large number of images. Furthermore, this technique is also supported by the flexible algorithm and advanced technology in high speed camera. In slug flow, the presence of small bubble become one of the biggest challenges since it can distract slug interface. This work explains image processing procedures to get clear interface between the gas and liquid phase on horizontal slug flow. Then the image processing technique was applied to a set of slug flow data. The experiment was conducted in a horizontal pipeline with 50 mm inner diameter using the combination of superficial liquid velocity 0.2-0.77 m/s and superficial gas velocity 0.7-1.88 m/s. The flow was recorded using high speed video camera and extracted into images sequence. Next, applied algorithm is well explained and the example of image processing result is presented. When the interface is clear, some slug flow parameter can be calculated like its velocity, length, and frequency. This method is able to reveal the effect of liquid superficial velocity and gas superficial velocity on slug flow parameter. Moreover, present data is also compared with previous research and shows good agreement. Keyword-Two-phase Flow, Slug Flow, Flow Characteristics, Flow Visualization, Digital Image Processing. I. INTRODUCTION Flow measurement is a very fundamental aspect in the study of two-phase flow. The collected data can be used to reveal its complex characteristics. Furthermore, it provides a database for the development of two-phase flow models and validates other flow measurement method. Several methods have been used to gather information as well as analyze two phase flow. Deendarlianto et al. [1] used CECM to measure instantaneous liquid holdup on counter-current two phase flow and succeed to reveal how liquid flow rate and pipe inclination affect the liquid film behavior. Schleicher et al. [2] use wire mesh sensor to measure stratified flow and produced a three-dimensional visualization. Recently, image processing technique has developed as a powerful flow measurement method. It is supported by the ability of high speed video camera which greatly improved. The non-intrusive characteristics and its capability to process multiples images are the examples of the advantage. Even though it is limited by the need of transparent area as test section, the flexibility of processing algorithm provides another reason why image processing technique has been a very attractive method over years. Several researchers have applied image processing algorithm to measure flow characteristics quantitatively. Mayor et al. [3] analyze bubble parameter uncertainty in vertical pipes. Morales et al. [4] proposed a bubble detection algorithm that able measured bubble velocity and frequency accurately. Moreover, do Amaral et al. [5] apply watershed segmentation and H-minima transform to separate dispersed bubble from the elongated bubble. Further more, research related to bubble characteristics also have been conducted by numerous researchers like de Oliveira et al. [6] and Pipa et al. [7]. One of the biggest challenges to apply this method in horizontal slug flow is the presence of dispersed bubble in the liquid slug. This phenomenon appears in high liquid and gas velocity. However, there were only a few researchers who developed new techniques to overcome the problems. In this work, an image processing techniques are proposed and able to remove the dispersed bubble around the elongated bubble. The sequence method is described well to get an in-depth understanding of this technique. It also opens a possibility of techniques improvement in the future. Finally, parameter calculation is explained and the result is compared with previous research.

As the problem of urban traffic congestion spreads, there is a need for the introduction of advanced technology and equipment to improve the traffic control. Traffic problems nowadays are increasing because of the growing number of vehicles and the limited resources provided by current infrastructures. The simplest way for controlling a traffic light uses timer for each phase. Another way is to use electronic sensors in order to detect vehicles, and produce signal that cycles. We propose a system for controlling the traffic light by image processing. The system will detect vehicles through images instead of using electronic sensors embedded in the pavement. A camera will be installed alongside the traffic light. It will capture image sequences. The image sequence will be analyzed using digital image processing for vehicle detection, and according to traffic conditions on the road traffic light can be controlled..

In this paper, we are implementing a PID controller using a VHDL tool.Linear systems have control problems due to linear dynamic behavior, uncertain and time varying parameters. The linear interacting system consists of two cylindrical tanks of equal cross section which can be considered as two first order systems connected in interacting form. The conventional PID controller parameters are calculated using Brambilla and Bi et al method. And real time implementation of the method in MATLAB and QUATRUS II are done. It is found from the results that the Bi et all method performs better in MATLAB and VHDL based implementation. Systemparameters like peak overshoot, settling time, ISE and IAE are considered for comparison.

The aim of this paper is to conduct an in depth study of the major features of three structural analysis and design software programs STAAD Pro, SAP-2000 and ETABS software which are generally used. Each software program has its own features, analysis option, design and output options, limitations and advantages. It is necessary for the user to exploit all the advantageous feature of particular software program but also the software program should not be used beyond its applicability to avoid any catastrophic failure. Therefore, this paper discusses the main features of all these software programs with the emphasis on applicability and limitations of these software. This will enable a designer to choose required software according to the requirements of a structure with confidence. Keywords-Advantages, Limitations, ETABS, SAP-2000, STAAD Pro. I. INTRODUCTION The construction in the present era is becoming challenging day by day in order to achieve more economy and efficiency. The designers as such require better skills and sound knowledge. Such challenges can be tackled more efficiently by using computer based software programs available in the market developed by different software organizations. However, these software programs cannot offer universal solution to every problem. The structural analysis program is divided into two categories: general purpose software program [1] and design oriented software programs [2-4,6]. The general purpose software programs are used for a wide range of scientific and engineering purpose. The general purpose software programs commonly used are Abaqus and ANSYS. Abaqus [9] are more advanced with advanced solver (implicit or explicit solver) suitable for computing all types of complex problems in engineering and sciences. The implicit solver integration method is ideal for the solution of static problems and the explicit integration is suited for solution to dynamic problems such as fire, blast and temperature variation. The general purpose software programs are suitable to analyze wide variety of problems such as uncertainties in loading and materials using finite elements. ANSYS [1] is used for all most all engineering disciplines, with application to static load, dynamic load on wide range of material models. It supports both linear as well as nonlinear analysis with nonlinearity in material (i.e. plasticity) and geometric non linearity (e.g. cable structure). The general purpose software programs are more sophisticated and accurate in terms of mechanical modeling and geometrical capabilities. However these software has a limited use in civil engineering problems, as specific civil engineering functions are not available which requires further improvements in graphical user interface (GUI).One of the biggest disadvantages of the general purpose software programs is that the design checks as per code cannot be performed in such packages which is urgently required for solving civil engineering problems. To handle large structures computers with very high configuration is required and time taken for the analysis is very large (in hours and days for analysis depending on the size of project handled). The results produced by the general purpose design software program require additional processing before they are useable in structure design. All these drawbacks make the general purpose software unsuitable for commercial use in civil engineering. The use of general purpose software is restricted to researcher work and elements design only. The design oriented software programs [2-4] are tailor made software, developed specifically for a solution to specific problems. These software programs such as STAAD Pro, SAP-2000 and EATBS are pre-programmed to give quick results according to the code of practice. For example if a multistoried building is modeled using different structural elements such as beams, columns, slabs with different loading and supports restraints. After analysis an engineers can get bending moments, shear force, axial force and deflection of the structural members of the whole building. The design check to find the correct size of the structural member is also available in the design oriented software. The design oriented software provides the solution to large structures

It has been asserted in literature that the understanding of the software used today is the urgent necessity of the moment in order to match the pace of infrastructural development. This study is undertaken with the objective of checking the comptability of results obtained for the design of basic structural elements of Reinforced Cement Concrete (RCC) using popularly used software STAAD Pro, ETABS and SAP-2000.For this purpose the design results of most commonly used software are validated with manual design by Indian standards to gain the confidence of the users. The basic elements of structures such as beams, column and a simple frame have been discussed. The results for analysis of shear force and bending moment of beams and columns are comparable in all the cases except for the frame when STAAD Pro, ETABS and SAP-2000 are used. For all elements the results obtained from software differed significantly from the results obtained through manual calculations using Kani's method. Keywords-Computations, ETABS, SAP-2000, STAAD Pro, Shear force, bending moment I. INTRODUCTION The design of a simple building in the earlier times used to take at least a week. However, the design of complicated structures can now be done within a week's time and with more accuracy using a host of software available in the market. Subramanian N. [1] is of the opinion that these software should be regarded as mere tools in the hand of structural engineer. Designer should be aware of any assumptions used and limitations of the programs in the software. Subramanian N. [1] further put the example that some computer programs ignore compression steel when maximum allowable reinforcement in a concrete beam is determined resulting into a larger section. A hard fact which the society faces today is that many of the fresh graduates have not even approached to the design software used in market during their study. Therefore, these engineers have no other option but are bound to blindly accept the results given by the computers. Naghipour-et-al [2] used finite element program ETABS software to find the location of plastic hinge away from the joint location in eccentrically braced frame in 4, 7 and 10 story building. Sharma-et-al [3] studied a 3D framed RC using pushover analysis by increasing the load in small increment till failure with the help of software. They devised failure modes for the beam, column and joint. His study helped the engineers to focus on the weak points of structures to be taken care while designing a structure. Azam and Hosur [4] used ETABS software studied the provision of shear wall placed symmetrically in the building using elastic analysis for strength, stiffness and damping to make building safer. Attempts have, however, started to verify and gain confidence for the validity of various software. Prashanthet-al [5] compared these software and concluded that area of steel required by using ETABS was less. Hu-et-al [6] studied the response spectrum, time history and linking slab in plan using software SAP-2000, ETABS, MIDAS/GEN and SATWE software for a multistory. He concluded that ETABS is more suitable for regular buildings where as SAP-2000 is more suited to space structures, oblique column and gymnasiums. Al-Tamimiet-al[7] compared the different construction material in three buildings using software ETABS, SAFE and ACI 365 to find the most reliable and beneficial material to be used for the structures. Kumar-et-al [8] studied the building on sloping ground using software ETABS and SAP-2000. They considered seismic forces as per I.S:1893-2002 and stressed the need for proper designing of structure on sloping ground. Sabeer and Peera [9] compared the results obtained from STAAD Pro and ETABS for a RCC building subjected to lateral and vertical loads and concluded that both software provided different results whereas the difference had not been significant. Rana [10] compared the different aspects of a component design of a building using different software STAAD Pro, STRUDS and ETABS software. He concluded that the ETABS

Emerging artificial intelligence techniques such as genetic algorithms (GAs) allow a more realistic representation and solution of difficult and combinatorial problems such as the dynamic traffic queue management problem. Computational experience in solving such complex large-scale problems by use of micro-GAs is described. In addition to providing evidence of the ability of micro-GAs to successfully identify optimal traffic management schemes, some micro-GA-associated computational issues that warrant attention are highlighted. Choosing a proper population size is a critical decision, and internal variability must be accounted for to assess the goodness of the optimization results properly. A simple rule for deciding the best population size for micro-GAs is proposed. Micro-GAs may converge to low-quality solutions, particularly with very small population sizes; convergence of micro-GAs by itself is not a sufficient indication of good performance. The size of the search space for some real-world systems can pose some difficulties to micro-GAs. Choosing between micro-GAs and regular GAs is a problem-dependent decision.

Nowadays, Aspect-Oriented Programming paradigm (AOPP) is getting a lot of popularity because it is capable to handle all concerns which are required for developing complex software. In order to develop complex software, AOPP provides new constructs such as join-points, pointcuts, advices etc. These constructs bring new types of programming faults such as incorrect strength of pointcuts, incorrect advice type and incorrect order of aspect precedence etc. In this paper, a tool is developed for generating the automated test case sequences which is based on UML integrated activity diagram and also verifies the execution of the selected test sequences. The proposed approach is based on several coverage criterion such as action path coverage criteria, modified advice type coverage criteria and incorrect-aspects precedence coverage criteria.

Facial expression recognition extends in various real world scenario that includes safety, scientific and many commercial applications. Face detection through edge detection is focussed in this research before recognizing facial expressions. Hence, in this paper, an improved sobel operator is employed. The improved sobel operator makes use of geodesic distance. To identify the position of edge, the minimum distance between the image and the elements of features with the help of geodesic distance are used. After that, an enhanced fast fourier transform (E-FFT) is employed for face detection. Performance metrics such as time taken for edge detection, time taken for face detection and accuracy are taken into account. From the results it is evident that the proposed work consumes less time for edge detection and face detection. Also it is noteworthy that the accuracy is improved significantly.

Adaptive cruise control (ACC) is an improved form of cruise vehicle where the vehicle will automatically follow the preceding vehicle at a desired speed keep a safe distance between the vehicles in all traffic scenarios. Additional to this the ACC vehicle guarantees safe vehicle tracking, good fuel efficiency by avoiding unwanted acceleration and breaking and high driver comfort by reducing the jerk to minimum. The designed controllers controls and optimizes the acceleration, engine power and breaking so that the required objectives are achieved. A two level hierarchical control architecture is used in which the nonlinear dynamics of the vehicle is compensated in the lower level controllerwere throttle power is controlled using a PID controller and brake pressure is controlled using a feedback controller. Upper level controller gives the required input commands to the lower level controller. Upper level controller is designed using a model predictive control (MPC) which generated a control signal determining the longitudinal acceleration based on the inter-vehicular distance and velocity. MPC generates a cost function considering minimal tracking and minimum velocity deviations. Other objects of ACC like the driver comfort, fuel efficiency and car following abilities will be taken as constraints of MPC. Simulations are done using a Laguerre function methods of MPC and is compared with normal MPC method. Simulations are done for different traffic scenarios and the results are compared for the design objectives.

This paper presents the proposal of an algorithm to obtain images similar to design plans or/and blueprints, starting from color images or real photographs of the objects.The proposed approach generates both, black & white plans and blueprint-like images, applying image processing operations like gray-scale conversion, image thresholding, image convolution, fast Fourier transformation, histogram stretching, among others. This process is divided in steps and grouped in a common pipeline to obtain de main edges of the image and to different branches to generate black & white plans and blueprints. The proposed process works over images with resolution higher than 900x600 pixels and with flat backgrounds, to obtain reliable results. Keyword-Blueprints, Photographs, Image processing, Thresholding, Sobel edge detection, Image histogram, FFT I. INTRODUCTION Paper plans are usually used as tool to represent the main or starting idea of any kind of project, such as architectural, electronical, mechanical, etc. Frequently, design plans are called blueprints, referring to the old photographic printing process named cyanotype, with which cyan-blue copies were obtained from the original plan or paper. Blueprints are used not only as starting step in the process of manufacturing of a specific device or product, but also to recreate it. That is the case of 3D modelling process, for which,plans or blueprints of the devices are used as raw material to model it in a 3-dimensional environment, even some algorithmsbased on that concept have been proposed [1]-[3], as well as some applications [4]. In areas like architecture and computer animation, the use of objects such as: furniture, lamps, kitchen and desktop objects, bicycles, motorbikes and cars, among others, is really often; that is why 3D modelers are constantly creating those ones, which most of times have to be specific, for instance a specific brand and model of a car. Due to that, 3D artists used to base their projects on design plans or blueprints of the original objects to make a 3D model as similar to the original as possible. Obtaining design blueprints is really difficulteven more when the object or product has been recently released. On the other hand, nowadays, photographs are very easy to be obtained or taken directly from the object, that is the reason why this paper proposes a blueprint obtaining approach starting from photographs or images of the objects, by means of using some digital image processing algorithms. Digital image processing algorithms have been widely used to solve a lot of different problems such artificial vision [5], [6], robotics[7], satellite images analysis[8], among others. Some image processing techniques have been used specifically to scan, analyse and enhance plans [9]-[11] and to obtain them, for instance extracting plans from 3D point clouds [12], drawing blueprints using hardware acceleration [13], generation of blueprints for smart homes[14], or procedural generation of blueprints [15]. Generally, the main process to obtain a plan or blueprint from an image of photo is de edge detection, for which there are different algorithms, most of them use bi-dimensional convolution operations. One of the most common edge detection algorithm isSobel[16], [17], for which some improvements have been formulated [18], [19] combining it with some other ones. Sobel has been widely used for pattern recognition like license plate recognition [20], among others. Next sections show the pipeline (flow steps of the processed images) proposed approach, which uses the Sobel algorithm along with some other digital image processing ones, and produces both, images similar to the old-style blueprints and black-white plans, starting from images or photos.

This study uses a digital camera to take pictures of Beef Cattle and do image processing to determine the physical size of the body of Beef cattle that looked. On the input image that captured by the camera will do the process of image segmentation to separate the image of beef cattle from the background and eliminates the other objects in the image that are nuisance. Furthermore, with computer vision made the process of identifying specific points of physical of Cattle that used to determine body weight (computational) of Beef Cattle automatically. Determining the weight of Timor's Beef cattle based on image, is presented by the physical characteristics of cattle that is looked: the body length and width of the chest of cattle, and compute cattle weight based on conversion formula that standardized and generally recognized. This Image analysis system is able to actualize the value of body length and width of chest from the pixel values shown in the image. The system has built two models namely Manual models and Maximum Expectations models. On manual models, the user can input a defining point of body length and width of chest in the image that appears on the computer system. In the maximum expectation, users no longer need to input these points but this image-based analysis system will do the computation automatically.

An efficient hardware for detecting driver Fatigue is implemented using non-intrusive vision based approach and DM3730 Processor. In this system a Logitech USB camera is fixed at a distance of 30cm which points towards driver's face and monitors face and eyes to detect driver fatigue. The entire system works on Linux operating system and uses DM3730 processor as hardware. An image processing algorithm is developed to estimate whether eyes are open or closed and fatigue is estimated using PERCLOS method. Eye blink rate for normal human being is 12 times per minute. In this algorithm if eyes are closed for 15 consecutive frames in a minute or if PERCLOS > 80% than system issues warning to stop the vehicle. The system is tested on 45 different persons i.e., 15 women, 15 men and 15 persons wearing spectacles and the detection rate is 99.2%. The time taken by the system to detect driver fatigue and issuing warning is less than 5ms. The entire system can be easily placed inside vehicle as hardware used is small in size and easily implementable without distracting the driver.

Facilities management (FM) has a significant growth since last two decades as a new and exciting profession that embraces many essential parts of the built environment. Emphasis on early involvement of FM in the design stage to deliver of an efficient building; which is easy and cost-effective to maintain for the occupants. Present days, maintainability turn into foremost concern and unprecedented challenges for the project team as building projects are getting much more complex and difficult. However, lack of considering FM at early design phase has become a potential issue to increase the operation and maintenance budget, premature aging and dilapidation. Thus, this paper explores the consideration of direct involvement of FM knowledge and experience in early design is found useful for the improvement of cost effectiveness in long term perspective, and subsequently the aim of this paper to investigate the impact of design issues towards easily-maintainable building projects at post-occupancy stage and providing the actual avenues to integrate FM in design development process. Therefore, a critical analysis of the literature has been carried out to identify the potential errors of design at post occupancy stage. The paper critically analyses the current approach of building design; and explore the contributions of FM knowledge during the design phase. Based on the study of literature, it has been established that majority of the maintenance issues at using stage is design originated problems; mainly architectural, structural, mechanical, HVAC, and plumbing and sanitary. The involvement of the FM knowledge and experience at design process will contribute to reduce major repairs and alterations in the lifespan of the building. Keyword-Facilities Management, Cost Parameters, Effectiveness, Design Process I. INTRODUCTION A holistic view of the topic facilities management (FM) has gradually developed as a new career over the past 15-20 years everywhere in the global and evolved into construction discipline since late 1980s [1]. It seems at reaching higher facility that is straightforward to run, maintain and manage. This new topic attempt to represent an elevated attention of the significance of the building operation and maintenance. This is avital part inside FM however the scope has emerged as broader and includes use of buildings in both the short and long term. FM is observed on the pre-operations level to peer how early involvement can create effective operations, reduce maintenance cost, end customers pleasure whilst also presenting higher facility that is good-looking and end user friendly. "FM at the design stage will add value to the facility by ensuring less "rework", emphasising value for money, efficient control of the team work". As a result, FM decisions in the early design stages of building projects are very important for enjoying long life better services in cost effective way. Numerous studies have attempted to explain that the early involvement of FM all through the design development and review stages on building project offers for avoiding the re-occurrence of design errors than also reduce the maintainability cost of building projects at post occupancy stage ([2], [3]). Traditionally, design process is separated from construction, operation, maintenance, and facility services provision. Those detachment of design from the post design procedures create a number problem, for example, lack of constructability, operability, maintainability and serviceability, for designed facilities. In the most recent two decades, it is obvious that there been an expanding integration of design and construction in the developed country, like as U.K. construction industry[1]. Generally, there would two approaches about "integrating" design and construction, one is "design-build delivery method"[4], and another "early contractor involvement" in the process of design [5]. "Design-build practices" decrease constructability issues [6]. On the other study[7],

This study presents the Wireless Charging Utility Maximization (WCUM) framework, which aims to maximize the utility of Wireless Charging Units (WCUs) for electric vehicle (EV) charging through the optimal WCU deployment at signalized intersections. Furthermore, the framework aims to minimize the control delay at all signalized intersections of the network. The framework consists of a two-step optimization formulation, a dynamic traffic assignment model to calculate the user equilibrium, a traffic microsimulator to formulate the objective functions, and a global Mixed Integer Non-Linear Programming (MINLP) optimization solver. An optimization problem is formulated for each intersection, and another for the entire network. The performance of the WCUM framework is tested using the Sioux Falls network. We perform a comparative study of 12 global MINLP solvers with a case study. Based on solution quality and computation time, we choose the Couenne solver for this framework.

This article considers the possibility of using a small number of autonomous vehicles (AV) for traffic control of the predominantly human-piloted traffic. Specifically, we consider the control of the AV to act as a moving bottleneck, which will be used to optimize traffic flow properties such as fuel consumption of the combined human-piloted and autonomous traffic flow. We use a coupled partial differential equation (PDE)-ordinary differential equation (ODE) framework to model the bulk traffic flow using a PDE, and the trajectory of an autonomous vehicle in the flow using an ODE, depending on the downstream traffic density. The autonomous vehicle acts on the traffic flow as a moving bottleneck via a moving flux constraint. Using this modeling framework, we consider an optimal control problem which consists in finding the optimal AV trajectory to minimize fuel consumption of the entire traffic flow. We prove existence of optimal AV trajectories and we present two different optimal driving strategies depending on the initial traffic conditions.

Automatically authentication of vehicle registration issues, license registration, emission testing, and insurance validity is an application of smart city development. Traffic police do these documents checking using license plate checking or verifying documents after stopping the driver which is very annoying for both the drivers and polices. To solve this difficulty we proposed a new idea to do these validating using Global Positioning System (GPS) location of the vehicle.

In the field of machine vision, object tracking is one of the crucial topics. Tracking is the positioning process of moving targets by means of a camera. Nowadays, image processing systems are used in different usages. In the current research, at first, the object will be selected by image processing in Python with opencv and color detection. For better control, then the necessary calculations will bedonein the programmable logic controller (plc), and finally, through the control area network (CAN) protocol, the object's position will be transferred to two servomotors in both X and Y directions. Due to the fact that the engines velocity will be proportional to the object movement speed, the selected object will be traced in real time.

Work zone on the execution of road maintenance projects always has negative impacts such as reduced traffic performance. The excesses of the decline in traffic performance are loss of fuel consumption of in motor vehicles. Studies minimize loss of fuel during the execution of a road improvement project in Indonesia needs to be done. Case study is the execution of National road improvement of two-lane two-way, urban and interurban road type in the Bali Provincial of fiscal year 2015. Analysis of the traffic performance using the Indonesian Highway Capacity Manual 1997. Analysis of fuel consumption using guidelines Pd.T-15-2005-B. Loss of fuel of the daytime, hourly time relationship was analysed with statistical methods. The average of loss of fuel for seven link roads obtained is 176 litres day per km. Model curves obtained is the polynomial three of the degree. Work hours of execution of road maintenance projects that pose minimal loss of fuel is at night working time between 11 PM to 6 AM. Keyword-Road maintenance, Loss of fuel, Minimize, Working. I. INTRODUCTION Road infrastructure in order to serve the road users' condition for always steady. In order to maintain steady maintenance condition. The type of road maintenance handling depends on the level of road damage. The phenomenon during the execution of road maintenance is always a negative impact for road users and the surrounding environment. This impact occurs as part of the road lane road is used in the work zone. This working zone is used as a work space during road maintenance execution [1], [13]. This work zone resulted in traffic disruption such as delayed travel, congestion and also accidents [2]-[5], [17]. Research on the negative impacts of work zones during the execution of road projects generally takes into road user cost [1], [6]. The loss of road users consists of losses due to increased vehicle operating costs (VOC) and increased time value losses. The dominant component of VOC of the dominant road users is due to the increase of fuel oil consumption [2], [4], [5], [7]. In the implementation of a two-lane two lane National Road Reconstruction maintenance project in Bali province in 2013, it was found that the loss of fuel energy reached 145 litres /day/link road [5]. This paper specifically discusses the effort to minimize loss of fuel energy consumption during the execution of the National road maintenance project in Bali province of Indonesia. II. MATERIALS AND METHODS The execution of road maintenance, especially the improvement of two lane, two-way National Road in the province of Bali in the 2015 fiscal year is used as a case study. Descriptive methods are used to describe traffic characteristics and traffic regulation patterns during road maintenance execution [8], [14]. Stages of discussion of the research are presented in the form of diagrams in Figure 1.

This paper reviews in outline the principal developments in traffic signal control since its inception, and explains the current interest in decentralised systems and the discrete time, rolling horizon approaches to real time control. It is argued that signal control alone is insufficient to solve growing problems of urban congestion, and that recent technological advances in Road Transport lnformatics are making integrated systems more attractive. One potential area of integration is automatic debiting and signal control. Through automatic debiting for road use and parking it is possible to confront the motorist with the full marginal cost of his activity, inclusive of the environmental impact, leading to more socially efficient decision-making behaviour. Signal control could then be oriented to cost minimisation. A second area of integration is in-vehicle information and signal control. Efficient decision-making requires well-informed drivers. The systems have shared information requirements and interact with each other strongly. A third area of integration is public transport management and signal control. In general, priority is required for public transport and the emergency services on designated lanes and at junctions, without disadvantaging other road users unnecessarily. As with the other two areas of integration, there is considerable scope for information exchange, leading to improved state estimation, and joint optimisation.

The research article is based on a very serious issue of number of deaths of two wheeler drivers in India due to severe head injuries occurred because of not wearing helmets. Statistics data of India shows in year 2015 total 1,44,391 accidents took place with two wheelers and 36,803 deaths occurred and out of which 19.6 % were due to head on collision and most of them due to not wearing helmet. The Flex sensor based a novel system is developed to address this issue, which is designed in such way that vehicle will not be ignited unless person wears a helmet which assures the safety of driver. The paper focuses on the chip design and implementation of hardware system on FPGA for helmet. The high speed controller is designed with the help of VHDL programming language in Xilinx 14.2 ISE software and synthesized on Virtex-5 FPGA. The function simulation is also carried to test the different test cases with Modelsim 10.1b. The developed system supports the frequency of 781.250 MHz, which can be an optimal solution for the intelligent helmet. Keyword-Helmet, Safety, two-wheeler, controller, FPGA I. INTRODUCTION Buckley, Lisa, et al.[1] shows statistical data for motor cycle crash in Michigan during year 2012-2014. Study on helmet use and its characteristics was carried out. The aim was to increase helmet use for the motorcyclists because avoiding it results in serious fatal and non-fatal injuries. Winn, Gary L. et al [2] discusses about bicycle safety module to encourage people for wearing helmet by demonstrating the knowledge with the help of students. It was observed that during BSM helmet usage improves upto 100% but fell down after it was over. It has been concluded that a periodic orientation programs are required to encourage the people for safety issues. Richmond, Sarah A., et al. [3] discusses about bicycle skill training program for young people of age less than 19 years. The target was to study the effect on bicycle related injuries after training. The study shows eight of 16 reported the significance gain in knowledge that results in improvement in skills after training program. Houten, Ron et al [4] shows a study on education on wearing helmet and importantly wearing it correctly. Study has been taken on three middle schools. A study on the behavior of children inside the school and away from close proximity of the school has been studied. The study shows different behavior of children during morning and afternoon time. Kelly, Patrick, et al. [5] discusses a study on the impact of helmet usage on motorcycle crash. A study has been done and it was concluded that helmets are helpful in reducing the impact of head injuries during motorcycle crash and reduces the cost of health issues than non-helmeted people. Muelleman, Robert L. et al [6] shows the study of number of serious head injuries in Nebraska and Midwestern states with helmeted and unhelmeted motorcyclists. The study shows serious head injury with helmeted motorcyclists were 5% lower than unhelmeted. Shankar, Venkataraman et al [7] addresses issues related to variables considered for analysis of motorcycle crushes and concerns about prior research contents. It focuses on five levels which needs to be considered along with helmet use. Xu Xiang Rong [8] talks about wireless communication with mobile phone or other Bluetooth devices with helmet having inbuilt Bluetooth device. Prabhakaran, N. et al [9] discusses an automatic wiper system during precipitation, which reduces the number of accidents due to distraction of driver for manual adjustment of wipers. Gehlot, Anita et al. [10] describes a WPAN and LabVIEW based system for monitoring the water quality at home through RF modem. The designed system is capable of giving the early warning for the contaminated water. II. SYSTEM DESCRIPTION An intelligent helmet is designed with flex sensor which assures not to ignite the vehicle unless driver wears the helmet. The whole system comprises of two segments-Helmet node and two wheeler node. The helmet node as shown in fig.-1 comprises of four flex sensors, controller and RF modem. The Flex sensors gives a cumulative data to controller when helmet is wear by the driver and sends this data to two wheeler node through RF modem. The two wheeler node which comprises of controller and RF modem compares the received value from helmet to already stored threshold value to controller. If the data received from helmet is more with the predefined value at two wheeler node then only vehicle will be ignited through a relay.

Various techniques for the traffic density estimation in heavy traffic have been developed widely. However, most of them suffer from any drawbacks, especially for traffic fulfilling all kinds of vehicles. In the present study, a new technique of traffic density estimation using a macroscopic approach has been developed. This technique used a background construction and a traffic density estimation algorithm. The first algorithm detects parts of the image containing no moving vehicle in front of or behind the moving vehicle using inter-frame difference. After that, an edge detector detects the edge of image part and classifies whether the image can be used as a part of the background image or not. Meanwhile the second algorithm estimates the traffic density by calculating a ratio between the road area covered by vehicle and the total road area. As a result, this technique has a higher accuracy for determining the traffic density compared with the previous techniques.

One way to cope with the increasing demand in transportation networks is to integrate standard solutions with more intelligent measures. This problem has been approached from different sides such as the study of the assignment of the demand in the network, and the investigation of the effects of control measures. However, given that most of these approaches are complex and deal with different levels of abstraction of the original problem, there has been few attempts to address both demand and control in a single tool. This paper presents an overview of ITSUMO, a microscopic traffic simulator whose implementation uses agent technologies with a bottom-up philosophy in mind. We give an overview of the system and some details of its modules (simulation kernel, data management, control, driver and routing, and visualization), followed by an example of its use.

Aiming at the problem that the signal timing schemes of the current intersections are isolated from each other and the optimization of the regional traffic control can not be effectively achieved, an optimal timing model for multi-intersection signal control schemes is proposed. The paper analyzes the characteristics of traffic flow at multiple intersections and simulates the controlled traffic flow between multiple intersections by using the cellular transmission model as a basic model. According to the characteristics of controlled parameters that affect traffic volume in multi-intersection road network and the analysis of traffic signal control accuracy and real-time requirements, an improved genetic algorithm is proposed. Combined with DISCO intersection numerical simulation software, the model in this paper is numerically simulated. The numerical simulation results show that the model can adapt to the change of traffic flow between intersections through time adjustment, and the average delay time of road vehicles is smaller than that of other schemes, which is an optimization model that can be adopted by real time controllers.

It has been asserted in literature that the understanding of the software used today is the urgent necessity of the moment in order to match the pace of infrastructural development. This study is undertaken with the objective of checking the comptability of results obtained for the design of basic structural elements of Reinforced Cement Concrete (RCC) using popularly used software STAAD Pro, ETABS and SAP-2000.For this purpose the design results of most commonly used software are validated with manual design by Indian standards to gain the confidence of the users. The basic elements of structures such as beams, column and a simple frame have been discussed. The results for analysis of shear force and bending moment of beams and columns are comparable in all the cases except for the frame when STAAD Pro, ETABS and SAP-2000 are used. For all elements the results obtained from software differed significantly from the results obtained through manual calculations using Kani's method. Keywords-Computations, ETABS, SAP-2000, STAAD Pro, Shear force, bending moment I. INTRODUCTION The design of a simple building in the earlier times used to take at least a week. However, the design of complicated structures can now be done within a week's time and with more accuracy using a host of software available in the market. Subramanian N. [1] is of the opinion that these software should be regarded as mere tools in the hand of structural engineer. Designer should be aware of any assumptions used and limitations of the programs in the software. Subramanian N. [1] further put the example that some computer programs ignore compression steel when maximum allowable reinforcement in a concrete beam is determined resulting into a larger section. A hard fact which the society faces today is that many of the fresh graduates have not even approached to the design software used in market during their study. Therefore, these engineers have no other option but are bound to blindly accept the results given by the computers. Naghipour-et-al [2] used finite element program ETABS software to find the location of plastic hinge away from the joint location in eccentrically braced frame in 4, 7 and 10 story building. Sharma-et-al [3] studied a 3D framed RC using pushover analysis by increasing the load in small increment till failure with the help of software. They devised failure modes for the beam, column and joint. His study helped the engineers to focus on the weak points of structures to be taken care while designing a structure. Azam and Hosur [4] used ETABS software studied the provision of shear wall placed symmetrically in the building using elastic analysis for strength, stiffness and damping to make building safer. Attempts have, however, started to verify and gain confidence for the validity of various software. Prashanthet-al [5] compared these software and concluded that area of steel required by using ETABS was less. Hu-et-al [6] studied the response spectrum, time history and linking slab in plan using software SAP-2000, ETABS, MIDAS/GEN and SATWE software for a multistory. He concluded that ETABS is more suitable for regular buildings where as SAP-2000 is more suited to space structures, oblique column and gymnasiums. Al-Tamimiet-al[7] compared the different construction material in three buildings using software ETABS, SAFE and ACI 365 to find the most reliable and beneficial material to be used for the structures. Kumar-et-al [8] studied the building on sloping ground using software ETABS and SAP-2000. They considered seismic forces as per I.S:1893-2002 and stressed the need for proper designing of structure on sloping ground. Sabeer and Peera [9] compared the results obtained from STAAD Pro and ETABS for a RCC building subjected to lateral and vertical loads and concluded that both software provided different results whereas the difference had not been significant. Rana [10] compared the different aspects of a component design of a building using different software STAAD Pro, STRUDS and ETABS software. He concluded that the ETABS

Various techniques for the traffic density estimation in heavy traffic have been developed widely. However, most of them suffer from any drawbacks, especially for traffic fulfilling all kinds of vehicles. In the present study, a new technique of traffic density estimation using a macroscopic approach has been developed. This technique used a background construction and a traffic density estimation algorithm. The first algorithm detects parts of the image containing no moving vehicle in front of or behind the moving vehicle using inter-frame difference. After that, an edge detector detects the edge of image part and classifies whether the image can be used as a part of the background image or not. Meanwhile the second algorithm estimates the traffic density by calculating a ratio between the road area covered by vehicle and the total road area. As a result, this technique has a higher accuracy for determining the traffic density compared with the previous techniques. Traffic density estimation is one of the challenging problems in traffic control systems. This provides important data for traffic controlling, routing, and vehicular network traffic scheduling. Drivers choose lanes based on the traffic density information. Therefore, providing the least delay of the real time traffic density information plays an important role on the intelligent transportation systems. Conventional technology for determining the traffic density, such as inductive loops, sonar or microwave detectors, lacks of some drawbacks. They are expensive to install, not portable, unable to detect slow or stationary vehicles and demanding traffic disruption during installation or maintenance. On the contrary, video based systems have some advantages. They are easy to install, as a part of ramp meters and use in the existing traffic surveillance infrastructure . They can be easily upgraded and offer the flexibility to redesign the system and its functionality. Furthermore, those systems also allow vehicle counting, attributes classifying (color, license plate, logo and type) and vehicle's speed measuring . Recently, some image processing techniques have been developed to estimate the traffic density. The techniques generally comprise thresholding, multi-resolution processing, edge detection, background subtraction and inter-frame differencing . There are two approaches for road traffic density estimation, microscopic and macroscopic approach . The microscopic approach uses parameters obtained by averaging some parameters of all individual vehicles on the road. These parameters are estimated by detecting each vehicle on the road, calculating the number of the vehicle, and then determining the traffic density. The microscopic approach produces a low accuracy because of it dependence on the quality of the environment, such as lighting and weather . Moreover, it cannot be performed reliably on low resolution images or when there are many objects on the scene, for example, on the crowded highway scenes . Another approach, macroscopic approach recovers a holistic representation of traffic flow information directly, without detecting vehicle. This approach directly estimates the traffic density by analyzing the global motion on the video scene. The macroscopic approaches have been developed by some researchers. Porikli and Li [6] proposed an unsupervised, low-latency traffic congestion estimation algorithm that operates on the MPEG video data. Both extracted congestion features directly on the compressed domain, and employed Gaussian Mixture Hidden Markov Models (GM-HMM). The algorithm could detect the traffic condition but it needs a huge computation loads.

One way to cope with the increasing demand in transportation networks is to integrate standard solutions with more intelligent measures. This problem has been approached from different sides such as the study of the assignment of the demand in the network, and the investigation of the effects of control measures. However, given that most of these approaches are complex and deal with different levels of abstraction of the original problem, there has been few attempts to address both demand and control in a single tool. This paper presents an overview of ITSUMO, a microscopic traffic simulator whose implementation uses agent technologies with a bottom-up philosophy in mind. We give an overview of the system and some details of its modules (simulation kernel, data management, control, driver and routing, and visualization), followed by an example of its use.

Academic research in the field of autonomous vehicles has reached high popularity in recent years related to several topics as sensor technologies, V2X communications, safety, security, decision making, control, and even legal and standardization rules. Besides classic control design approaches, Artificial Intelligence and Machine Learning methods are present in almost all of these fields. Another part of research focuses on different layers of Motion Planning, such as strategic decisions, trajectory planning, and control. A wide range of techniques in Machine Learning itself have been developed, and this article describes one of these fields, Deep Reinforcement Learning (DRL). The paper provides insight into the hierarchical motion planning problem and describes the basics of DRL. The main elements of designing such a system are the modeling of the environment, the modeling abstractions, the description of the state and the perception models, the appropriate rewarding, and the realization of the underlying neural network. The paper describes vehicle models, simulation possibilities and computational requirements. Strategic decisions on different layers and the observation models, e.g., continuous and discrete state representations, grid-based, and camera-based solutions are presented. The paper surveys the state-of-art solutions systematized by the different tasks and levels of autonomous driving, such as carfollowing, lane-keeping, trajectory following, merging, or driving in dense traffic. Finally, open questions and future challenges are discussed.

Abstract-In view of the high dynamicity of traffic flow and the polynomial increase in the number of vehicles on road networks, the route choice problem becomes more complex. A classical shortest path algorithm based only on road length is no longer relevant. We propose in this paper an adaptive vehicle guidance system instigated from the ants behavior, well known for its good adaptativity; this system allows adjusting intelligently and promptly the route choice according to the real-time changes in the road network situations, such as new congestions and jams. This method is implemented as a deliberative module of a vehicle ant agent in a collaborative multiagent system representing the entire road network. Series of simulations, under a multiagent platform, allow us to discuss the improvement of the global road traffic quality in terms of time, fluidity, and adaptativity. Index Terms-Transportation, adaptive vehicle guidance, traf fic assignment, ant colony, traffic simulation. I.

In this paper, we present a method to calculate, the road urban traffic congestion using CRONOS model. For the model simulation we propose adapted algorithm. We compare our adaptive system results to others given by urban traffic system based on fixe pattern lights. The system is designed to make equilibrium between the length queue and the states of lights to search optimal strategy guarantying the fluidity of traffic and minimizing the total delay. The real-time urban traffic control model CRONOS has been applied on a simple intersection presenting two roads. We have choosing a simple intersection to validate our method which will apply after for a complicate intersection. We use traffic evaluation criteria to testing the accuracy the model. The results show benefits of the proposed model on the total delay compared to that of the fixe pattern lights system. All traffic situations, peak or low are concerned by these results.

It is well-known that coordinated , area-wide traffic signal control provides great potential for improvements in delays, safety and environmental measures. However, an aspect of this problem that is commonly neglected in practice is the potentially confounding effect of drivers rerouting in response to changes in travel times on competing routes, brought about by the changes to the signal timings. This paper considers the problem of optimising signal green and cycle timings over an urban network, in such a way that the optimisation anticipates the impact on traffic routing patterns. This is achieved by including a network equilibrium model as a constraint to the optimisation. A Genetic Algorithm (GA) is devised for solving the resulting problem, using total travel time across the network as an illustrative fitness function, and with a widely-used traffic simulation-assignment model providing the equilibrium flows. The procedure is applied to a case-study of the city of Chester in the UK, and the performance of the algorithms is analysed with respect to the parameters of the GA method. The results show a better performance of the signal-timing as optimised by the GA method as compared to the other method which does not consider rerouting. This improvement is found to be more significant with a more congested network whereas under a relatively mild congestion situation the improvement is not very clear.

In this paper, we present a method to calculate, the road urban traffic congestion using CRONOS model. For the model simulation we propose adapted algorithm. We compare our adaptive system results to others given by urban traffic system based on fixe pattern lights. The system is designed to make equilibrium between the length queue and the states of lights to search optimal strategy guarantying the fluidity of traffic and minimizing the total delay. The real-time urban traffic control model CRONOS has been applied on a simple intersection presenting two roads. We have choosing a simple intersection to validate our method which will apply after for a complicate intersection. We use traffic evaluation criteria to testing the accuracy the model. The results show benefits of the proposed model on the total delay compared to that of the fixe pattern lights system. All traffic situations, peak or low are concerned by these results.

Normal humans can easily interact and communicate with one another, but the person with hearing and speaking disabilities face problems in communicating with other hearing people without a translator. The Sign Language is a barrier of communication for deaf and dumb people. People with hearing and speaking disability are highly dependent on non-verbal form of communication that involves hand gesture. This is the reason that the implementation of a system that recognize the sign language would have a significant benefit impact on dumb-deaf people. In this paper, a method is proposed for the automatic recognition of the finger spelling in the Indian sign language. Here, the sign in the form of gestures is given as an input to the system. Further various steps are performed on the input sign image. Firstly segmentation phase is performed based on the skin color so as to detect the shape of the sign. The detected region is then transformed into binary image. Later, the Euclidean distance transformation is applied on the obtained binary image. Row and column projection is applied on the distance transformed image. For feature extraction central moments along with HU's moments are used. For classification, neural network and SVM are used.

Congestion is one of the problems faced by people who use land transportation modes and live in Jakarta. Congestion occurs because the number of vehicles is much more than road capacities and traffic infrastructure. As a result, the flow of those vehicles becomes jammed. Efforts that can be done to handle traffic problems include traffic engineering, road widening, and build new road. The traffic engineering process requires an information on traffic congestion conditions. Those information is used for distributing the traffic flows from the congested roads to some alternative roads. Data is collected by using Google Maps API. This data is analysed using visual data mining method. The result is presented on the dashboard to show congestion based on road segments, days, and hours. An application is developed to accommodate this feature. So it will help to know which roads are the most congested and afterwards, users can avoid those roads. Keyword-Dashboard, Data Visualization, Google Maps, Pentaho, Traffic Jam I. INTRODUCTION Congestion is one of the problems faced by people who use land transportation modes and live in large urban areas. Congestion occurs because the number of vehicles is much more than road capacities and traffic infrastructure [1]. Congestion has huge negative impact, such as fuel wastage, time wastage, and environmental damage due to air pollution released by motor vehicles [2]. Efforts that can be done to handle traffic problems include traffic engineering, road widening, and build new road. The traffic engineering process requires an information on traffic congestion conditions. Those information is used for distributing the traffic flows from the congested roads to some alternative roads. Data is collected by using Google Maps API. This data is analyzed using visual data mining method. The result is presented on the dashboard to show congestion based on road segments, days, and hours. Several previous studies or journals that use as reference or reference for doing this research. The first study visualize the traffic congestion at Beijing. Speed and road network used and collected by used GPS mounted on taxi [3]. The second study gave information about traffic flow condition and alternative route to avoid congestion. Data collected by used Google Maps API. Dijkstra algorithm used for get the shortest route to avoid congestion [4]. The third study was monitoring the traffic flow condition on real-time. Monitoring process use air platform to capture road condition and ground platform to process the video captured by the air platform [5]. The last study was develop the model of traffic congestion corridor which is used for decision support system. Modelling process was done by use two method: volume capacity ratio (VCR) and volume per lane (VPL). VCR calculated based on engineering design perspective classification. VPL calculated based on traffic speed limit [6]. The objective of this research is to select the coordinate point on the road that will be studied to get traffic density data based on the color grouping in Google Maps API to be visualized in the dashboard of traffic density. II. PROBLEM STATEMENT AND METHODOLOGY This study use Rapid Application Development as a system development methods and Visual Data Mining as data visualization method. Visual Data Mining is used as data visualization method for it capability to clean, transform and visualize traffic condition data that have gathered into traffic condition dashboard. Figure 1 shows the step of Visual Data Mining method.

In rapidly growing transportation networks, traffic congestion can result from inefficient traffic control infrastructure or ineffective traffic control measures. Existing congestion management techniques in Intelligent Transportation Systems (ITS) have not been very effective due to lack of autonomous and collaborative behavior of the constituent traffic control entities involved in these techniques. Moreover, these entities cannot easily adapt to the traffic dynamics and the traffic control intelligence is mostly centralised making it susceptible to overload and failures. The autonomous and distributed nature of multi-agent systems is well-suited to the transportation domain which is dynamic and geographically distributed. This paper reviews existing congestion management techniques and discusses their limitations. The paper, further, comprehensively surveys multiagent techniques for congestion management in ITS and describes their advantages over other existing techniques. The paper classifies the multi-agent techniques based on the locus of decision control intelligence and focuses on their suitability of application in congestion management. We conclude with outstanding issues and challenges.

Inter-Vehicles Networks (IVNs) have emerged as a new environment for intelligent transportation applications. The implementation of these applications requires dealing with many issues. The design and the implementation of an efficient and scalable architecture for information dissemination constitute one major issue. In this paper, a decentralized architecture inspired by stigmergy and direct communication between Ants is presented. The Ants colony

The density current is the current caused by imposing gravity on the density difference of two fluids. In case this current enters into another fluid with a lower density, it becomes a subsurface density current. Density currents are generally classified into two groups of permanent stable currents (such as salty density current) and unstable density currents (such as sedimentary current or turbidity currents). The occurrence of this kind of currents in reservoirs of dams leads to the transfer of sediments to the dam body which creates a hazard for the facilities and structures intended to meet the dam's objectives. One of these methods is to remove the sediments of flooding currents through dynamic density current. On the other hand, it is time-consuming and costly to make a physical model for investigating the dynamic density current. Therefore, in this research, investigating the dynamic density current was conductedthrough Flow-3d software. Given that the software has six turbulence of K-e (two-equation), Laminar, Rng, One-equation, Eddy and Prandtl models. To examine the variation of the effect of slope, discharge and concentration on the frontal speed, the body speed profile, as well as the body of water entrainment, was performed for each of the models (for a total of six models, 90 runs) of 15 tests in Flow-3d software. Then, the results of the turbulence models were compared to experimental results to obtain a more accurate disturbance model. The results indicated that laminar and eddy models had the most coordination with experimental data, and the laminar disturbance model was preferable to eddy model.

Traffic congestion has a negative impact on vehicular mobility, especially for senior drivers. Current approaches to urban traffic management focus on adaptive routing for the reduction of fuel consumption and travel time. Most of these approaches do not consider age-friendliness, in particular that speed variability is difficult for senior drivers. Frequent stop and go situations around congested areas are tiresome for senior drivers and make them prone to accidents. Moreover, senior drivers' mobility is affected by factors such as travel time, surrounding vehicles' speed, and hectic traffic. Age-friendly traffic management needs to consider speed variability in addition to drivers' waiting time (which impacts fuel consumption and travel time). This paper introduces a multi-agent pheromone-based vehicle routing algorithm that smooths speed variability while also considering senior drivers during traffic light control. Simulation results demonstrate 17.6% improvement in speed variability as well as reducing travel time and fuel consumption by 11.6% and 19.8% respectively compared to the state of the art.

This paper presents a general purpose algorithm for real-time traffic control at an intersection. Our methodology, based on dynamic programming, allows optimization of a variety of performance indices such as delay, stops and queue lengths. Furthermore, optimal phase sequencing is a direct by-product of this new approach. These features make the new methodology a powerful tool for intersection control. We demonstrate the usefulness of the approach by a simulation experiment in which our intersection control algorithm is interfaced with a well established simulation package called TRAF-NETSIM. Our study compares the controlled optimization of phases methodology with fully-actuated as well as semi-actuated control. We show that consistent reductions in delay may be possible by adopting the new algorithm.

Traffic congestion is one of the challenges that face urban cities' planners. It affects the environment as it increases the emissions of CO2 and affects the logistics systems as it may increase the travel time of different vehicles. Scheduling traffic signals is one of the ways to solve this problem. In the urban traffic signal scheduling problem, it is desired to get the optimum schedule for each considered traffic signal to maximize or minimize a specific objective function(s); these schedules determine the active and inactive traffic phases during each cycle time. In this paper, a mathematical programming model for solving the urban traffic signal scheduling problem is presented, the proposed mathematical model captures the physical constraints of the problem. Furthermore, a firefly-based rolling horizon approach is proposed to solve the problem. Both methods are used to solve a traffic-responsive system, which is considered the future of traffic control systems. The performance of both methods has been simulated using the SUMO traffic simulator to verify the solutions. The performance of the solutions was measured using the average queue length of the roads, the average waiting time, and the average travel time. The proposed methods have been applied to a real case study, and the results were remarkable.

Flow shop scheduling, where the machines are prearranged in order that the flow of each and every of the products that are processed in them is unidirectional. In the present paper Flow shop scheduling models in two stage are well thought of. The problem is specially structured with the idea that maximum of equivalent processing time on first machine remains always less than the minimum of equivalent processing time on second machine. The intention of the study is to find the schedule which lessens the total of the waiting time of all the jobs. The time to transport jobs from first machine to second machine is considered separately and two jobs considered as a group job. An Algorithm to optimize the desired function and the program in C++ language is proposed. Numerical example by applying the algorithm proposed is solved. Key words-Flow shop scheduling, Job block, Processing time, Transportation time, Waiting time of jobs. I. INTRODUCTION The problem of deciding when to perform given jobs with the purpose of optimizing a function while taking attention of chronological constraints and be located in the limitation of resources is known as scheduling. The procedure of sharing the same pre described order of all the machines by the jobs is known as Flow Shop Scheduling. In the present paper we talk about the n x2 specially structured Flow shop scheduling in which it is assumed that minimum of the equivalent processing time on second fictitious machine can never be less than to the maximum of equivalent processing time on first fictitious machine. The intention of study is minimization of the total of the waiting time of jobs. When the jobs come for the processing, the waiting time for their turn on the first machine is considered to be zero. But in order to process a job on second machine they may have to wait for their turn for many reasons such as the previous job can take some time for the operation on second machine, machine can take time to set up, break down in the machine etc. This time which is devoted in waiting for the processing of job on the second machine is known as the waiting time of the job. And the sum of all the waiting time of jobs is known as the total of the waiting time of all the jobs. II. LITERATURE SURVEY The Johnson's algorithm [1] for Flow Shop Scheduling problem for n-job, 2-machine and 3-machine to lessen the total elapsed time is popular among the analytical approaches that are used for solving n-job, 2 and 3machine scheduling problem. The n-job, m-machine problem has been studied very wisely by many researchers. Ignall E. and et.al. [2] applied branch and bound technique for the permutation flow shop scheduling with the intention of minimization of makespan. Maggu P.L. and et. al. [4] made an effort to widen the study by initiating the notion of equivalent job for job block. Bhatnagar V.and et. al.[5] investigate the n-job ,2 machine flow shop scheduling models with the intention to optimize the total of the waiting times of all the jobs. Further to optimize the total elapsed time studies are developed by Singh T. P. and et. al.[6], [9] by taking into account the diverse parameters such as time to transport jobs, time of breakdown machines, group job restrictions and job block etc. Narain L. and et. al. [11] considers the optimality as to optimize the cost of the machines that are hired on rent by making a group job of two jobs. Further Gupta D. and et.al. [15] widened the study by considering specially structured Flow shop scheduling models in two stage to minimize the cost which is consumed on rent of machines. Gupta D. and et. al.[16] while studying the specially structured two stage flow shop scheduling models has also considered the transportation time separated from the processing time with the intention to achieve the schedule which lessens the rental cost of the machines. Gupta D. and et.al. [14],[17],[18] studied Flow Shop Scheduling models in two stage with the idea to optimize the total of the waiting time of all the jobs where the parameters like job block concept, time to transport jobs from first machine to second machine are well thought of.

Various techniques for the traffic density estimation in heavy traffic have been developed widely. However, most of them suffer from any drawbacks, especially for traffic fulfilling all kinds of vehicles. In the present study, a new technique of traffic density estimation using a macroscopic approach has been developed. This technique used a background construction and a traffic density estimation algorithm. The first algorithm detects parts of the image containing no moving vehicle in front of or behind the moving vehicle using inter-frame difference. After that, an edge detector detects the edge of image part and classifies whether the image can be used as a part of the background image or not. Meanwhile the second algorithm estimates the traffic density by calculating a ratio between the road area covered by vehicle and the total road area. As a result, this technique has a higher accuracy for determining the traffic density compared with the previous techniques.

Various techniques for the traffic density estimation in heavy traffic have been developed widely. However, most of them suffer from any drawbacks, especially for traffic fulfilling all kinds of vehicles. In the present study, a new technique of traffic density estimation using a macroscopic approach has been developed. This technique used a background construction and a traffic density estimation algorithm. The first algorithm detects parts of the image containing no moving vehicle in front of or behind the moving vehicle using inter-frame difference. After that, an edge detector detects the edge of image part and classifies whether the image can be used as a part of the background image or not. Meanwhile the second algorithm estimates the traffic density by calculating a ratio between the road area covered by vehicle and the total road area. As a result, this technique has a higher accuracy for determining the traffic density compared with the previous techniques.

The current substantial implementations of the ITS technology in the Traffic Control System of Munich, manages efficiently to deliver improved services in terms of traffic flow, capacity and safety. This paper investigates those technically intelligent measures taken by Munich's Traffic Control Centre (TCC) in association with of all the private and public organizational, economic and social sources. Moreover, the focus of this research is to highlight the benefit and impact of these measures on account of which the reader of the paper could easily evaluate the efficiency of measures implemented on current traffic. Towards the end, the current challenges of extending the application of ITS is briefed. Furthermore, several future opportunities have been addressed which are being deeply studied by the Traffic Control System of Munich for further implementation into the city's transport. In a nutshell, this paper tries to cover major running ITS applications in almost each and every type of city's traffic control system viz. urban traffic control, motorway traffic control, ring road control, commuting traffic control. The measures and their benefits are observed in light of the goals set by the government for intelligent traffic management. Based on the insight that the intelligent traffic control is a necessity and not just need, we can find many areas of further research.

Nowadays road traffic in all urban and in national highways are increased and which leads to the accidents. The road traffic is controlled by using Radio Frequency Identification (RFID) technology [1][2]. The RFID sensor, sense the data about the vehicle which is near the signals and sends it to the controller. The controller receives the signal from the sensor to his/her smart phone and controls the traffic using his smart phone according to the emergency vehicles priority in the traffic. In this paper, the priority is given to the emergency vehicle to save the human life. This technology can be enhanced in big cities with huge traffic congestion. Furthermore, this paper can reduce the traffic congestion during the arrival of emergency vehicles to save the human life and to reach the appropriate destination. The algorithm which is used in this paper is Priority Based Control Algorithm to control the traffic in roads specifically for the emergency vehicles.

The density current is the current caused by imposing gravity on the density difference of two
fluids. In case this current enters into another fluid with a lower density, it becomes a subsurface density current. Density currents are generally classified into two groups of permanent stable currents (such as
salty density current) and unstable density currents (such as sedimentary current or turbidity currents).
The occurrence of this kind of currents in reservoirs of dams leads to the transfer of sediments to the dambody which creates a hazard for the facilities and structures intended to meet the dam's objectives. One of
these methods is to remove the sediments of flooding currents through dynamic density current. On the
other hand, it is time-consuming and costly to make a physical model for investigating the dynamic
density current. Therefore, in this research, investigating the dynamic density current was
conductedthrough Flow-3d software. Given that the software has six turbulence of K-e (two-equation),
Laminar, Rng, One-equation, Eddy and Prandtl models. To examine the variation of the effect of slope,
discharge and concentration on the frontal speed, the body speed profile, as well as the body of water
entrainment, was performed for each of the models (for a total of six models, 90 runs) of 15 tests in Flow3d software. Then, the results of the turbulence models were compared to experimental results to obtain a
more accurate disturbance model. The results indicated that laminar and eddy models had the most
coordination with experimental data, and the laminar disturbance model was preferable to eddy model.
Keywords: Density current, Turbulence models, Frontal speed, Body speed profile, Waterentrainment intensity
on bod

Various techniques for the traffic density estimation in heavy traffic have been developed widely. However, most of them suffer from any drawbacks, especially for traffic fulfilling all kinds of vehicles. In the present study, a new technique of traffic density estimation using a macroscopic approach
has been developed. This technique used a background construction and a traffic density estimation algorithm. The first algorithm detects parts of the image containing no moving vehicle in front of or behind the moving vehicle using inter-frame difference. After that, an edge detector detects the edge of image part and classifies whether the image can be used as a part of the background image or not. Meanwhile the second algorithm estimates the traffic density by calculating a ratio between the road area covered by vehicle and the total road area. As a result, this technique has a higher accuracy for
determining the traffic density compared with the previous techniques.