2nd International Civil Engineering Conference (ICEC 2020)

Department of Civil Engineering

Federal University of Technology, Minna, Nigeria

DESIGN OF TRAFFIC SIGNAL AT KPAKUNGU INTERSECTION, MINNA

*
Haruna, A. M. 1 , Shehu, M. 2 , Kolo, S. S. 3 , Hassan, A. S. 4 Yahaya A. U. 5 Suleiman, I. M. 6
Department of Civil Engineering, Federal University of Technology, Minna, Niger Stat. Nigeria .
*[email protected]+2349094193521
ABSTRACT
Traffic signals play a very important role in controlling traffic flow at intersections. There are numerous traffic
signals present at various intersections in Niger State. This paper is aimed at designing traffic signals at Kpakungu rotary
intersection. The traffic volume for each arms of the intersection were obtained from field study for Monday to Friday
between 7:00 am – 10:30 am in the morning and 3:30 pm – 7:30 pm in the evening and an average volume of traffic at
peak hour was compute per day. The volumes obtained were analyzed for each section of the arms and critical volume
of vehicle per hour per lane also obtained. The saturation flows obtained at the intersection and the traffic phasing of
each arm also designed and the corresponding traffic flow of one arm into another estimated. The traffic signal was
design based on the critical flow at peak hours and the corresponding cycle length computed. The traffic signal design
was discovered to be insufficient as the desired cycle length yielded a negative result and a flyover bridge was
recommended for the western by – pass road (Arm A and B) which yielded the highest traffic volume to control the
traffic congestion at the intersection.

Keywords: Arms, Intersection, Roundabout, Signal, Traffic, Volume

unity. That is when demand is approximately equal

1.0 INTRODUCTION to lane capacity (Zakariya and Rabia, 2016)
As human population grows rapidly in urban areas, vehicular
traffic volume has also increased proportionally The observations made at Kpakungu roundabout shows that it is
following increased mobility and the geometric characterized by serious congestion and delays
increase in the rate of automobile ownership. This resulting sometimes in accidents and break downs at
accounts for the intense traffic congestion that is peak periods of working days (Mondays - Fridays),
associated with urban areas which affects their making motorists to spend long delays and
livability in terms of congestion, pollution; high congestion. This has caused lost in productive hours
travel cost and delay (Sheehan, 2010). Traffic and inconveniences to the road users and the
congestions are usually caused by excessive delays environment at large. This paper therefore, seeks to
at intersections in most cases (Reddy and Reddy, check the suitability of installing Traffic Signals to
2016). Because the capacity of an intersection is control traffic flow at the intersection. This can be
usually lower than that of other sections of the street, achieved by carrying out traffic surveys and using
bottleneck effects are bound to be experienced at the data for traffic signals.
intersections.
2.0 METHODOLOGY
Traffic signals are standardized devices for the regulation and
control of vehicular traffic, pedestrians and pedal 2.1 DESCRIPTION OF STUDY AREA
cyclists which are used at signalized intersections,
signalized pedestrian and cyclist crossings, railway Kpakungu roundabout is located South – Western part of Bosso
Local Government Area Minna of Niger state,
crossings and at locations where control of traffic
Nigeria. Kpakungu is located on latitude 90
flow is required (FMW, 2013)
35’55.00” N and longitude 60 32’ 00”E of the state
while Niger state is located between latitude 80 10’
Various kinds of techniques and computer tools have been N and 100 30’N and between longitude 30 30’E and
developed to help traffic engineers find the optimum 70 30’E. Niger State covers an area of 96,363 square
traffic signal timing and to predict the performance Kilometres. Minna being the state capital is located
of signalized intersections in terms of delays and at the North- Eastern part of the land that makes up
queue lengths. One of such techniques is the Niger State along the Lagos-Kano railway track as
Webster’s method (Paul et al., 2018) shown in Figure 1. It enjoys a strategic location and
relatively easy accessibility from all parts of the
Webster’s methods have been used by traffic engineers to find country at kpakungu along western by–pass in
the optimum traffic signal timing and to predict the Minna, Niger state. The intersection is characterized
performance of signalized intersections in terms of with high density of traffic as the road serve as
delays and queue lengths. Webster proposed an inflow to Minna town from Bida along which there
equation for the calculation of optimum cycle length is Headquarter of National Examination Council
that seeks to minimize vehicle delay. Other (NECO) and Federal University of Technology
researchers established that this model tends to fail Minna. This roundabout contains four legs: Western
whenever saturation flow ratio is approximately bye – pass road, Minna – Bida road, Shiroro road
and Soje road as shown in Plate 1.

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 2nd International Civil Engineering Conference (ICEC 2020)
Department of Civil Engineering
Federal University of Technology, Minna, Nigeria

determined. The results of the geometric data

are presented in the next section.

Traffic Volume Study

Manual traffic counting method is adopted in collecting

the vehicle volume data. Tally sheets with
provision for vehicle categories and time
interval were used to record number of
vehicles. The categories of vehicles are; Taxi,
Personal Car, Motorcycle, Lorry, Petrol
Tankers, Trailers, and Bus. This is aimed at
determining the Passenger Car Unit (PCU)
Figure 1: Map Showing Bosso Local Government, Niger State through the Passenger Car Equivalent (PCE).
The geometric properties of the intersection
were determined, the entry, circulatory and
turning movements were counted separately for
each arm. The capacity, delay, ratio of flow to
capacity of each arm and level of service of the
roundabout were evaluated using the data
collected from the manual traffic count and the
geometric properties so measured. The study of
traffic volume and density is also done.

Traffic Characteristics

The speed study was done manually; field personnel were

hired and stationed at each section of the four
legs to assist in carrying out the field operation.
A fifteen-meter section is taken on each of the
four legs and a manual registration number was
adopted. This method involves speed analysis
of vehicles at different section of the road (i.e
Horizontal and Vertical alignment). The entry
time as well as exit time of each of the vehicle
studied is determined using stop watch and the
Plate 1: Google Map Showing the Imagery of Kpakungu Rotary average running speed of the vehicles is
Intersection, Minna determined.

2.1 DATA COLLECTION 2.2 DESIGN OF TRAFFIC SIGNALS

The traffic data was obtained from direct field manual The cycle length was estimated from the computational
method of counting and the volume of traffic analysis of the data obtained from field survey and the
was estimated from direct volume data of the following formulae were used to design the green timing
intersection. Data are collected on working of each arm.
days from 7.00a.m to 10:30a.m and from The length of yellow change interval (y);
1.47 𝑥 𝑆85
3:30p.m to 7.00p.m per day. 𝑦𝐴,𝐵 = 𝑡 + (1)
2𝑎+(2𝑔 𝑥 0.01𝐺)
Length of all red phase (ar)
Geometric Data 𝑤+𝐿 𝑃
(𝑎𝑟)𝐴𝐵 = max [( )( )] (2)
1.47 𝑥 𝑆85 1.47 𝑥 𝑆85
Measurement of the physical geometry of the roundabout Where:
is carried out using measuring tape and W = Distance from the departure STOP line to the far
calibrated steel pole. The tape was used to side of the farthest conflicting traffic lane (m) taken as
measure the type of terrain whether level, 15.0m
rolling or mountainous. The slope of the roads P = Distance from the departure STOP line to the far side
surrounded by the intersection is also of the farthest conflicting cross walk (m) = 10.8 + 4(3.65)
= 25.40m

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 2nd International Civil Engineering Conference (ICEC 2020)
Department of Civil Engineering
Federal University of Technology, Minna, Nigeria

L = length of standard vehicle usually taken between and 290 respectively for evening. Traffic signals are
5.49m – 6m designed based on vehicle per hour (Veh/h), an average
Estimating the desired cycle length, value of the PCU will be adopted in the design of the
traffic signals. The bar chat of the average traffic volume
𝐿
𝐶𝑑𝑒𝑠𝑖𝑟𝑒𝑑 = 𝑉𝑐 (3) is also presented in Figure 4. The volume of traffic
1−[ ] flowing into arm A, B and C is more than that flowing
𝑆𝑎𝑡𝑢𝑟𝑎𝑡𝑖𝑜𝑛 𝐹𝑙𝑜𝑤 𝑥 𝑃𝐻𝐹 𝑥 (𝑣⁄𝑐)
PHF = Peak hour factor (taken as 95%) v/c = Target into D as a result of the level of service of the road.
v/c ratio for the critical movement in the intersection
(taken as 0.9).

3.0 RESULTS AND DISCUSSION

3.1 GEOMETRICAL PROPERTIES OF THE

INTERSECTION
The intersection is a rotary intersection with a diameter of about
28 meters from the measurement taken. The
roundabout has four legs as shown in Table 1. Arm
A and Arm B of the leg is exactly along the western
by-pass which is observed to be the busiest road with
high traffic volume. Arm A and B is a dual
carriageway with two lanes each and shoulders.
Figure 2: Phasing of Average Traffic Volume for
Table 1: Geometrical Properties of the Roads at the Evening Peak Hour
Intersection
Road Carriag Carriag Media Shoulde
/Arm e Type e Way n r Width
Width Width (m)
(m) (m)
Kpakung Dual 7.3 5.3 2.75
u-
Shiroro
Road
(Arm A)

Kpakung Dual 7.3 5.3 2.75

u - Kure
Market
Road
(Arm B)

Kpakung Figure 3: Phasing of Average Traffic Volume for

u - Bidda Morning Peak Hour
Single 7.3 - -
Road
(Arm C)
Kpakung Single 7.3 - -
u - Soje
Road
(Arm D)

3.2 TRAFFIC VOLUME

The average traffic volume of Arm A into B and arm B
into A is 1,652 and 1,487 respectively which is higher
than C into B and C into A which is 684 and 276
respectively for morning while traffic volume of Arm A
into B and arm B into A is 1,735 and 1,562 respectively
which is higher than C into B and C into A which are 719

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 2nd International Civil Engineering Conference (ICEC 2020)
Department of Civil Engineering
Federal University of Technology, Minna, Nigeria

200 L = length of standard vehicle usually taken between

0 5.49m – 6m
A 180
T 0160
(𝑎𝑟)𝐴𝐶 = max[0.35, 0.25] = 0.35𝑠𝑒𝑐𝑠
V 0140 Estimating the loss time
Start – up loss time (l1) = 2.0 secs / phase
0
120 Clearance loss time (l2) = Y – e
0
100 YAB = yab + arab= 11.2 + 0.49 = 11.63 secs
0 YAC = yac + arac= 11.2 + 0.35 = 11.55 secs.
80
0
60
Total loss time (tL) = e + l2
0 Y = Total length of change and clearance time (s)
40
0
Estimating the desired cycle length,
20
0
0 𝐿
A B C D B A C D C B A D C B A D 𝐶𝑑𝑒𝑠𝑖𝑟𝑒𝑑 = 𝑉𝑐
A B C D 1−[ ]
Arm Distribution of Traffic Flow 𝑆𝑎𝑡𝑢𝑟𝑎𝑡𝑖𝑜𝑛 𝐹𝑙𝑜𝑤 𝑥 𝑃𝐻𝐹 𝑥 (𝑣⁄𝑐 )
= −92.48 𝑠𝑒𝑐𝑠
MONDA TUESDA WEDNESSD THURSDA FRIDA AVG
Y Y AY Y Y .
Figure 4: Average Volume with days PHF = Peak hour factor (taken as 95%) v/c = Target v/c
ratio for the critical movement in the intersection (taken
3.3 DESIGN OF TRAFFIC SIGNALS as 0.9)
3600
The average traffic volume of all the four arms of the The saturation flow = = 1700.
2.12
intersection for peak hours has been estimated and The green time of each of the phase is estimated by
presented in Figure 2 and 3 for evening and morning multiplying the total green phase with a fraction of the
respectively. The volume of traffic flowing into phase volume to the total critical flow volume of traffic.
other arms for a different phase is estimated.
For morning peak hour;
Table 2: Design Parameters
Vc=963+471+624=2031 tvu/ℎ
Element Values The negative sign indicates that there is no cycle length
Average Speed Study 40km/hr that can accommodate a Vc of 2031tvu/hr at this location
Deceleration rate of Vehicle 3.0m/s2 Total green phase = 92.48 – 34.85 =
Grade of Approach -2.50% 57.55secs
Drivers Reaction Time 1.0s
Acceleration Due to Gravity 9.81m/s2 Effective Green Time to each phase.
963
Cross Walk Distance 10.80m gA = 57.55 x = 27.29 𝑠𝑒𝑐𝑠
2031
There exists a variation in the vehicular speed at the 471
gB = 57.55 x = 13.35 𝑠𝑒𝑐𝑠
intersection and hence the direct speed cannot be used in 2031
624
the design, however recommendation from statistical gC = 57.55 x = 17.68 𝑠𝑒𝑐𝑠
2031
analysis shows that 85th percentiles and 15th percentile is
used in the design. For evening peak hour;
The length of yellow change interval (y);
1.47 𝑥 𝑆85 Vc = 915 + 505 + 580 = 2000 tvu/ℎ
𝑦𝐴,𝐵 = 𝑡 + = 11.2 𝑠𝑒𝑐𝑠
2𝑎 + (2𝑔 𝑥 0.01𝐺) 34.85
𝐶𝑑𝑒𝑠𝑖𝑟𝑒𝑑 = 2000
= −61.15 𝑠𝑒𝑐𝑠
1−[ ]
Length of all red phase (ar) 1700 𝑥 0.95 𝑥 0.9
𝑤+𝐿 𝑃
(𝑎𝑟)𝐴𝐵 = max [( )( )] The negative sign indicates that there is no cycle length
1.47 𝑥 𝑆85 1.47 𝑥 𝑆85
that can accommodate a Vc of 2031tvu/hr at this location
= max[0.41, 0.49] = 0.49𝑠𝑒𝑐𝑠
Total green phase = 61.15 – 34.85 = 26.30
Where:
secs
W = Distance from the departure STOP line to the far
Effective Green Time to each phase.
side of the farthest conflicting traffic lane (m) taken as 915
15.0m gA = 26.3 x = 12.66 𝑠𝑒𝑐𝑠
2000
P = Distance from the departure STOP line to the far side 505
gB = 26.3 x = 6.19 𝑠𝑒𝑐𝑠
of the farthest conflicting cross walk (m) = 10.8 + 4(3.65) 2000
580
= 25.40m gC = 26.3 x = 8.21 𝑠𝑒𝑐𝑠
2000

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 2nd International Civil Engineering Conference (ICEC 2020)
Department of Civil Engineering
Federal University of Technology, Minna, Nigeria

4.0 CONCLUSION Manual on Uniform Traffic Control Devices (MUTD),

American National Standard institutes ANSI
The traffic signals for the intersection have been designed from Washington DC.
the estimated traffic volume for each of the arm. The
saturation flow is obtained from calculation, loss
Mary B. (1952). "The History of Roads and Asphalt".
time and cycle length for each phases are also
Inventors.about.com. Retrieved 2009-05-19
obtained. The traffic volume of the road along the
western by – pass which is coded as Arm A and B in
this paper is regarded the busiest, as the traffic Moyer S. "Mr. 'Traffic light”. Motor News (Automobile Club of
coordination shows that western by – pass serve the Michigan): 14– 15, 27. (March 1947).
adjacent Minna – Zungeru Axis, which is the main
arteries of transportation in the city of Minna. Oglesby, C. H., Hicks R. G. (1982) Highway Engineering.
Moreover, the volume of traffic coming from arm C Khana publishers, 4th edition
is also relatively high as the inflow is received from
adjoining communities as well as some other Oladimeji T. and Oshevire P. (2014). Design and
important economic asset that is present along the implementation of a four way junction prototype
artery. A close relationship exists between the cross road traffic light control system. Journal of
volume of traffic obtained in the morning and Advancement in Engineering and Technology. 1(2)
evening which shows a cyclic movement of vehicles ISSN: 2348-2931.
at the intersection. The value of the cycle length
obtained for the intersection is negative which Overseas Road note 18 (1999). A Guide to the Pavement
indicates that there is no cycle length that can Evaluation and Maintenance of Bitumen-Surfaced
accommodate a critical volume of the traffic flow. Roads in Tropical and Sub-Tropical Countries.
The capacity of the intersection is more than what a London
signal can control. The designed traffic timing of
arm A (Shiroro road) flowing into A is 27 seconds, Papacostas, C. S., and Prevedouros, P. D. (2001). Transportation
flowing into B is 15 seconds, and flowing into C is Engineering and Planning 3rd ed., 148-149. Upper
17 Seconds. Saddle River, NJ: Pearson Education.

5.0 RECOMMENDATION Paul T. A., Aondoseer A. A. and Aper E. Z. (2018). Traffic

This paper work has investigated the traffic capacity of Signal Design and Performance Assessment of 4-
Leg Intersections Using Webster’s Model: A Case of
Kpakungu intersection. The following recommendations
‘SRS’ and ‘B-Division’ Intersections in Makurdi
are given from the analysis of the result obtained; Town, International Research Journal of
1. The traffic light is not sufficient for the intersection as Engineering and Technology (IRJET). Volume: 05
Page 1253.
the cycle time yielded a negative result.
2. A flyover bridge is recommended at the intersection Reddy, B.S. and Reddy, N.V.H. (2016). Signal Design for T-
that is parallel along the arm A and B of the intersection intersection by using Webster’s Method in Nandyal
to accommodate traffic along the busiest road. Town, Kurnool District of Andhra Pradesh.
International Research Journal of Engineering and
Technology, 3(4), 1124 – 1131.
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 2nd International Civil Engineering Conference (ICEC 2020)
Department of Civil Engineering
Federal University of Technology, Minna, Nigeria

Zakariya, A., and Rabia, S (2016). Estimating the minimum

delay optimal cycle length based on a time-
dependent delay formula. Alexandria Engineering
Journal, Elsevier, Article in Press.