Available online at www.mjesci.

com
.
AL-MUTHANNA JOURNAL FOR ENGINEERING SCIENCES
‫يدهت انًثًُ نهعهىو انهُذسيت‬

LEVEL OF SERVICE FOR USING COMPUTER SIMULATION TRANSYT

NETWORK SOFTWAREOF INTERSECTION
Ali Ahmed Mohammed
Assistant Lecturer in Ministry of Higher Education and Scientific Research- Office Reconstruction and Projects, Iraq

ARTICLE INFO
AB S T RA C T
Received: 1/9/2014 This paper determines the coordination system pattern of traffic signal for four intersections
in Cheras town at Malaysia. The data required for the study were mainly collected through
video filming technique during the peak hour. Besides, the calculation and evaluation were
Accepted: 22/10/2014 constructed with simulation model software Traffic was used to evaluate the possible
coordination of both signalized intersections. The calibration of delay, queues and journey
K ey w o rd s times were practically measured. The results showed that the value of delay, journey time,
Optimization,TRANSYT, Intersection, and stops were reduced the before optimization from (F) LOS after optimization to (C) with
simulation, PI. performance index (PI). Simulation helps decision makers identify different possible options
by analyzing enormous amounts of data. Hence, it can be used effectively to analyze traffic
flow patterns and signal light timing at the traffic congestion.

‫مسخوى الخدمت باسخخدام محاكاة الحاسوب ببرنامج حرانزيج للخقاطع‬

‫ا ل كل م اث ا لمف خ اح ي ت‬ ‫الخالصت‬
‫ يؤشش‬, ‫انًحاكاة‬, ‫ انخقاطع‬, ‫حشاَضيج‬, ٍ‫ححسي‬: ‫ وقذ حى خًع‬.‫ححذد هزِ انذساست ًَظ حُسيق إشاساث انًشوس ألسبعت حقاطعاث في يذيُتشيشاصفي يانيضيا‬
‫االداء‬ ,‫ انً خاَب رنك‬.‫انبياَاث انالصيت نهذساست بصىسة سئيسيت يٍ خالل حقُيت حصىيش انفيذيى خالل ساعت انزسوة‬
‫ انطىابيش‬,‫انخأخش‬,‫ حى قياط يعايشة‬.‫حى اسخخذايًُىرج انًحاكاة في حُسيق انخقاطعاث باالشاساث انضىئيت‬
‫ وانخىقف وقذ حغيش يسخىي انخذيت‬,‫ وقج انشحهت‬,‫ أظهشث انُخائح أَخفاض قيًت انخأخيش‬.‫واوقاث انشحهت عًهيا‬
‫ انًحاكاة حساعذ صُاع انقشاس في ححذيذ انخياساث‬.(PI) ‫(يع يؤشش األداء‬C) ‫( انً يسخىي انخذيت‬F) ٍ‫ي‬
‫ و بانخاني فاٌ حشاَضيج يًكٍ اٌ يسخخذو بصىسة فعانت في‬.‫انًًكُت يٍ خالل ححهيم كًياث هائهت يٍ انبياَاث‬
.‫ححهيم اَسيابيت انًشوس واوقاث االشاساث وحىقيج اضاء إالشاسة انًشوسيت‬

E-mail addresses:[email protected]
DOI:10.52113/3/eng/mjet/2015-03-02/32-41

32
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
and signalized intersections, but measures of effectiveness
Introduction (MOEs) for these intersections are not estimated or provided.
The TRANSYT-7F is a microcomputer-based system.
Mainframe support of the TRANSYT-7F Model itself has been manuscript should be submitted in either Arabic or English
discontinued; due to the considerable productivity language printed on one side of A4 paper with a software copy
improvements of PCs [1]. TRANSYT-7F is an acronym for using Microsoft word and the author have to submit a
TRAffic Network StudY Tool, version 7F. The original commitment that the article should not previously published or
TRANSYT model was developed by the Transport Research had an approval of publishing in any scientific journal or
Laboratory (formerly Transport and Road Research Laboratory) conference proceedings. The space between rows is one line
in the United Kingdom. TRANSYT, version 7 was spacing throughout the text.
"Americanized" for the Federal Highway Administration
(FHWA); thus the "7F." The TRANSYT-7F program and the Literature Review
original TRANSYT-7F manual were developed for the Federal The development of efficient signal timing plans for urban
Highway Administration (FHWA) under the National Signal traffic networks has always been a challenging task for the
Timing Optimization (NSTOP) Project by the University of traffic analyst. These networks can be quite complex in nature,
Florida Transportation Research Center (TRC).TRANSYT-7F is serving a variety of vehicular and non-motorized users, and
a traffic simulation and signal timing optimization program. The private as well as public transportation modes. Further, the
primary application of TRANSYT-7F is signal timing design performance of signal control strategies on such networks is
and optimization [2]. quite difficult to predict due to the stochastic nature of traffic
TRANSYT-7F features genetic algorithm optimization of cycle flows, as evident by day-today variations in traffic demand,
length, phasing sequence, splits, and offsets.TRANSYT-7F is vehicle composition and service times[5].
the only software package available that combines a state-of-the- By extension, the production of signal control strategies that can
art optimization process (including genetic algorithm, multi- effectively respond to such variations is also quite difficult to
period, and CORSIM optimization) with a state-of-the-art achieve. It is no coincidence, therefore, that signal timing
macroscopic simulation model (including queue spillback, methods are developed almost exclusively in macroscopic,
platoon dispersion, and actuated control simulation). CORSIM deterministic traffic environments. For example, all the
is a program that performs microscopic traffic simulation of traditional Optimization models for isolated, signalized
surface streets and/or freeways. CORSIM is sold separately intersections cited infall in the category of macroscopic
within the TSIS package, which also includes TRAFED deterministic approaches [5]. Direct optimization in the context
(graphical input editor) and TRAFVU (animation and static of this document refers to the use of a single, high-fidelity traffic
graphics viewer) [3]. CORSIM cannot optimize signal timing on model both for signal timing generation and for plan evaluation.
its own, but recent versions of TRANSYT have been designed Direct optimization provides a highly flexible environment for
to work closely with CORSIM [4]. The primary qualities of the solving the signal timing optimization problem. Any measure
underlying macroscopic traffic model within TRANSYT-7F (or combination of measures) of effectiveness produced by the
include detailed simulation of platoon dispersion, queue model can be used. Link-based or network wide constraints can
spillback, queue spillover, traffic-actuated control, and the be incorporated, so can advanced signal control logic such as the
flexibility to perform lane-by-lane analysis. In addition, while designation of subnet works and double cycling. Finally, time
other models are limited to analyzing 4 or 5 intersection dependent signal settings can be derived, as long as time
approaches, there is no practical limitation to the number of dependent demands can be accommodated in the model [6]. The
approaches that can be simulated by TRANSYT. Explicit criteria for model selection include an ability to produce a
handling of both right-hand and left-hand driving, as well as realistic representation of the traffic environment, adequate
both English and metric units, allow TRANSYT to be used model breadth to incorporate most urban traffic management
worldwide [3]. The primary qualities of the TRANSYT features (e.g., parking, STOP control, bus stops and routes) and
optimization process include the availability of multiple search an ability to represent system variability both in time and space.
techniques (hill-climb and genetic algorithm), numerous In the U.S.A., the microscopic, stochastic CORSIM (1997)
optimization objective functions (e.g., involving combinations model is the closest one to meeting all these requirements.
of progression opportunities, delay, stops, fuel consumption, Further, CORSIM has a long history of acceptance by traffic
throughput,and queuing), extensive ability to customize the professionals and support from the U.S.A Federal Highway
optimization process, and the ability to optimize all Administration and State Departments of Transportation.
signalsettings (cycle length, phasing sequence, splits, and Variations of this model have been used in the U.S. for over
offsets)[4]. The current version of TRANSYT is dimensioned to thirty years. While recognized as an excellent traffic simulator,
accommodate a maximum of 99 intersections per data file. CORSIM has no optimization capabilities. Therefore, an
Although many cities contain more than 99 coordinated optimization interface with CORSIM is required in order to
intersections, they are typically subdivided into much smaller enable direct optimization [6]. Coordinating two or more signals
coordinated sections, with small groups (or "clusters") of on a signalized arterial requires the Determination of the
intersections coordinated with one another. The software can following four signal-timing parameters to achieve the desired
analyze a maximum of 7 "single-ring" signal phases per results or objectives: Cycle length, Green splits, Phase sequence
intersection, which is sufficient for modeling virtually any pre- or order, Offsets.
timed or traffic-actuated control plan [4].Three copies of each In Providing or maintaining safe flow of traffic and pedestrian
addition to signalized intersections, TRANSYT-7F can traffic at each signal in the system is very important. Engineers
explicitly simulate two-way stop-controlled (TWSC) achieve this objective by selecting phase clearance times that
intersections and yield-controlled intersections. All-way stop- satisfy minimum requirements based on operational needs and
controlled (AWSC) intersections and roundabouts can be driver expectancy. In addition, engineers can coordinate signals
modeled implicitly through their effects on platoon dispersion to achieve one or more of the following objectives: Minimizing
33
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
delay, Minimizing number of stops, Maximizing progression
efficiency, Minimizing queue size at approaches and Major Procedure of TRANSYT -
Maximizing system throughput. 7F
All of the above objectives may not apply under a given set of
geometric and traffic conditions. Even if they do all apply, it
may not be possible to fully achieve all objectives
Input Data processing TRANSYT- 7F Model Output Processing
simultaneously. Delay to vehicles at a link, for instance, is a
function of how much time vehicles spend traveling on the link
and the time they spend stopped in queue at a signalized
approach. Neither of these delays can be completely eliminated.
Thus, engineers desire to minimize this delay. They can Simulation Model By Optimization Model

minimize time spent waiting during a red phase by using a

smaller cycle length, which produces less red time and shorter
cycle-by-cycle queues. However, since a smaller cycle length Results
also produces smaller green time, the number of stops to
vehicles may increase. In addition to using a smaller cycle
length, engineers can minimize delay by timing the lights such Figure .1 Structure TRANSYT-7F
that the bulk of vehicles arrive during green. In minimizing
delay, priority is given to the most significant traffic stream Traffic Signal Optimization
(through or cross street) flowing from an upstream signal to the
downstream signal [7]. TRANSYT-7F is a macroscopic traffic simulation program and
Maximizing progression, on the other hand, gives priority to signal timing optimization tool. This tool primarily considers
arterial through traffic. Thus, it minimizes stops and delay to platoons of vehicles and utilizes platoon dispersion model [8].
through traffic at the expense of cross street traffic, so it may not This model considers the spreading out of platoons as they
result in the lowest possible total delay. Signal timings travel downstream. For traffic signal optimization, TRANSYT-
providing maximum through progression are easily noticed and 7F suggests the following steps for best results: Cycle length,
appreciated by drivers. The reason is that these drivers generally Phase sequences and offset simultaneously, Green splits and
do not mind extra delay at minorapproaches, but they do not like offset simultaneously.
a situation where they have to stop many times while traveling
through on the arterial. On the other hand, drivers cannot easily Default Traffic Volume
notice differences in delay [7]. The default traffic volume for each turning movement is
specified here. Later on the user will need to code the correct
Optimization Procedure hourly traffic volumes on the edit Lanes screen, or the edit
Traditional TRANSYT optimization takes into account the Traffic screen. Hourly volumes (vph) are typically specified,
reduced traffic flows due to queue spillback, unless the chosen even if the duration of analysis is only 15 minutes. An option is
performance index (PI) is PROS-only. All other PI's (besides also available (through Options Preferences) to specify volumes
PROS-only) consider delay, or throughput, or both. When in units of vehicles per time period (vpp). Refer to the
maximizing throughput, the timing plan that maximizes the Preferences Screen section of the documentation for more
(reduced) traffic flows is recommended as optimal. When details [8].
minimizing delay, the timing plan that maximizes the (reduced)
capacity of each movement is recommended as optimal, because Default Peak Hour Factor
lower capacities produce higher delay estimates. Recent The default peak hour factor (PHF) for each turning movement
versions of TRANSYT-7F are capable of optimizing cycle is specified here. Later on the user need to code the correct peak
lengths at uncoordinated intersections within the network, hour factors on the edit Lanes screen. When the peak hour factor
independent of the network background cycle length [7].It is is lower than 1.00, it implies that the user wishes to model the
also possible to optimize peak period within the hour, which experiences a somewhat
Phasing sequence and splits at uncoordinated intersections. higher flow rate than the hourly volume would indicate. It is
However, since phasing sequence optimization is mostly usually calculated using the following formula [8]:
beneficial for improving progression, it is not always beneficial
for uncoordinated intersections. The initial timing model, which
corresponds with the initial timing "flag," is useful for instantly
HourlyVolume (vph )
generating a reasonable and effective set of green times from PHF =
scratch. Users typically request initial timing from TRANSYT- 4*( peak 15min uteVolume )
7F when the existing timing plan is unknown, or when they
think the program may be able to develop an effective starting The peak hour factor should be coded as 1.00 under the
point for optimization The Objectives of this section are following conditions: the duration of analysis is 60 minutes or
optimization: Introduce TRANSYT-7F model's background for more,multi-period analysis and volumes are being specified
traffic flow and his application on timing signal. , Connect inunits of vehicles per time period (vpp)[9].
traffic flow and timing signal to processes applies in
TRANSYT- 7F [7]. The programmer structure was as shown in
Figure 1. Data Requirement
The data required for this study are: Traffic flow at each
junction in AM and PM peak hour with vehicle classification,
Queue length in majorroad, Control delay at intersection, Speed

34
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
and Travel time between intersections.Besides the data listed
above, network charactering data such as geometric data,
number of lanes, distance between two nodes and traffic light
cycle time in each approach will be used in the software.

Data Collection
Each plan timing must be done assessment by using different
requirement level in different period in a single day. Plan timing
could be developed in three period times according to need
traffic namely morning peak hour, evening peak hour (PM) and
off peak hour. Plan timing most suitable be selected on the basis
of results from engineering field aspect and cater to need traffic
majority which might.
Field data collections were carried out at selected site using
three types of equipment which are video camera, character
generator and trumeter, Video camera is one of the methods for
traffic data collection. However, one particular difficulty with
the method is in finding a suitable vantage point with good
visibility to acquire the data. Consequently, this problem
contributes to the major factor affecting the type of data
obtained at the site. This equipment is then attached with
character generator, which is an external time device in order to
provide a permanent record of stopwatch. While trumeter is
used to measure distance between thirteen intersections that
function as a marker for distance the passage of vehicles.
Morning peak hour determined at 7.30 in the morning - 9.30
mornings because at that time, road users enter Cheras town to
be working. At 11.30 in the morning - 1.30 evenings, vehicleare
many because then is lunch and rest time of workers. Evening
peak hour in 4.30 evenings - 6.30 evenings also determined on
past time reason work. Consumer’s road gets out of town Cheras
and returned to respective destinations. Evening peak period
notice at is earlier study site than usual because field research
had been undertaken in Fast month. Within 9.30 mornings -
11.30 morning and 1.30 evenings - 4.30 evenings, vehicle is less
that because of the time was working hours. Then, these periods Figure 2. Location study area in Cheras
categorized as external time peak.

Data Extraction Data Processing and Analysis

The videotapes from the study site were initially played back to
retrieve the relevant data. The data used for this study need to be The extracted data on the vehicle movement were stored in
separated between peak and off peak hours. For every lane, Excel spreadsheet. The data were analyzed for total volume of
vehicle classification and time at specific distance were recorded peak hour movement and convert to Percentage Car Unit
to complete a cycle.[10] Then the process was repeated until the (PCU).[11] The PCU is based on the official document (13/87)
total numbers of 44 vehicles for sample data were achieved. as shows in Table 1. Contains a methodology for analyzing the
This process necessitates full attention in order to get precise capacity and level of service (LOS) of signalized intersections.
data from each vehicle. The analysis must consider a wide variety of prevailing
conditions, including the amount and distribution of traffic
Study Area movements, traffic composition, geometric characteristics, and
The location and intersections of the study area is as shown in details of intersection signalization.[11]
Figure 2 which is located at the Cheras of Kuala Lumpur.
Cheras region is one of the most important urban areas in KL is Table 1.: Conversion factors to pcu's [12]
busy traffic areas, especially in peak hours, one of the more
developed regions the population in Malaysia. Thirteen Type Of Vehicle Factor
intersections in Cheras and with more traffic congestion and
van 1
have found that some intersections need to be regulated on the
timing of traffic signals and coordination of traffic signals, car 1
particularly some of the convergent and give sufficient time to
Motor cycle 0.33
time the length of the session and the division of the optimum
time for the session. Bus 2
Heavy lorry 2.5
Light lorry 1.5

35
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
may allow the user to better understand the data entry process,
The methodology focuses on the determination of LOS for which could indirectly improve results from the model, and may
known or projected conditions. The methodology also addresses assist in explaining the model to unfamiliar parties. In addition,
the capacity, LOS, and other performance measures for lane the ability to display input and output data on the map can be
groups and intersection approaches as well as the LOS for the useful for verification and validation of the model.
intersection as a whole. The capacity is evaluated in terms of the
ratio of demand flow rate to capacity (v/c ratio), whereas LOS is
evaluated on the basis of control delay per vehicle (in seconds
per vehicle). Control delay is the portion of the total delay
attributed to traffic signal operation for signalized intersections.
Control delay includes initial deceleration delay, queue move-up
time, stopped delay, and final acceleration delay.

Level of Service )Los(

The average control delay per vehicle is estimated for each lane
group and aggregated for each approach and for the intersection
as a whole. LOS is directly related to the control delay value.
The criteria are listed in Table 2.

Table 2. Los criteria for signalized intersections [12]

Type Of Vehicle Factor
A ≤ 10 Plate 4. Typical map views
B > 10-20
Lane Configuration
C > 20-35 This input screen establishes lane channelization and usage for
D > 35-55 the traffic network is show in Plate 5. It can also be used to
establish saturation flow rates, link lengths, traffic volumes, and
E > 55-80 turn pocket lengths. It is for most traffic network analyses [13].
F > 80

Results and Discussion

The Plate 3 below illustrates a sample New File dialog screen,

asrendered by the T7F10 graphical user interface (GUI).[13].

Plate 5. Typical lane configurations

Lane Configuration
This input screen establishes lane channelization and usage for
the traffic network is show in Plate 5. It can also be used to
establish saturation flow rates, link lengths, traffic volumes, and
turn pocket lengths. It is for most traffic network analyses[13].

Plate 3. Typical new file dialog screen

Map View
A map rendering screen (Map View) is available for displaying
network geometry, and editing network input data. As show in
Plate 4. Use of the Map View is optional because input data can
be coded on the other edit screens and because node coordinates
do not affect results from the model. However the Map View
36
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences

Plate 6. Typical lane configurations

Plate 8. Typical timing view screens
Traffic Screen
Analysis Screen
At this stage, it is possible to proceed to the Edit Analysis screen
Traffic volume is typically specified in units of vehicles per
is illustrated inPlate 8. To specify run instructions. The screen
hour, regardless of theduration of simulation. This volume is
below indicates single-cycle stepwisesimulation, with the typical
specified as the total number of vehicles,including heavy
analysis period of 15 minutes. The initial timingflags should be
vehicles. Later on, the saturation flow rate (and queuing
deactivated so that the coded timing plan can be explicitly
headways)can be used to reflect the percentage of heavy
simulated.The disutility index is selected as the objective
vehicles in the analysis. Traffic volumeis specified as the
function for any upcoming Optimization runs [13].
desired input demand, and not necessarily the number of
vehiclesdischarged. The Traffic screen is show in Plate 6.

Plate 9. Typical analysis screens

Plate 7. Typical Traffic screens
At this time, after saving the data on the Analysis screen,
we be possible to runTRANSYT but with getting some errors
Timing View Screen
like omissions on the Lanes, Traffic,Timing, or Feeders screens.
After the correction data we can got possible to runTRANSYT
The Timing View screen allows graphical coding and viewing
without getting any fatal errors.[13].
of signal timing plans,with features such as the "phasing
diagram" and "bar diagram". Is show in Plate7.There are also
"spinners" available for quickly coding interval durations, and Result of the Software TRANSYT- before Optimization
aprominent display of the split durations, where a split is defined
as the summation ofgreen, yellow, and all-red interval A product (output) of this software application would be
durations.[13]. produced after all of the input dataachieved, analyzed, grouped
. and included in software. This product will giving
valueperformance index (PI) minimum. Which account a
technique iteration and gradient search which required
numerical computation using the computer optimization
procedure would be tabled in followingsection. Interpretation

37
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
and analysis based on product (output) process result
TRANSYT-7Foptimization the result of software before Table 3. Summary of TRANSYT results of all nodes (before
optimization, It is shownus level service for every intersection optimization)
and delay. Most of all intersection need to optimizationof level
Delay
service has shown us at figure 10. Intersection Travel time
(sec / veh DI LOS
no. (veh /- h )
)
1 87.0 31.81 72.6 F
2 316.2 143.39 242.7 F
3 286.5 60.78 158.o F
4 4056.7 88.16 1562.4 F
5 1009.7 96.71 315.6 F
6 155.6 87.07 69.3 F
7 54.3 21.23 24.4 D
8 16.9 7.71 13.7 B
9 151.7 7.35 126.5 F
10 37.0 19.07 34.3 D
11 136.3 39.89 102.1 F

Entry Data
Entry was made into TRANSYT by using (TRANSYT editor
input) after grouping the data collection, the parameters and
turnover selection related other information. All need data be
included while parameter value other not obtained is follow
default value existing in TRANSYT. This input file will be
kidnapped for operation next level optimization. Shows the
Figure 10. System performance at PM peak hour (Before results of the entry of data after the optimization process has
optimization) been improved levels of service at intersections after the entry of
Figure 10.Illustrates the system performance, where average changes to the first results.
delay is 450.8 sec/veh. Thisdelay is used indicator of the level of
service (LOS). The value reflects unstable conditions ofthe
system. Another indicator performance index (PI) which is the
performance index for theWhole rout, the value is 3559 the
value is dependent on the term of delay. Table 4.2 showsthe
summary of TRANSYT-7F results of all nodes (before
optimization).[13].

The table shows value DI, travel time, fuel consumption and
delay for all nodes during peak hour. The DI result for some
nodes is similar some other. From the researchers observation
one of the reasons for difference between nodes is related to the
capacity of intersections. It is noted that, the capacity of
intersection 1, 2, 3, and 4 are lower capacity of intersections
thus there is some of deficiency for discharging of some
intersections.[13].

Plate 11. Typical map view show level of service after

optimization

The Map View as show in Plate 11. Illustrates intersection delay

and level of service, free-flow speeds, and the progression route
all nodes after optimization. Focus Roadway Improvements on
Safety and Congestion “Hotspots” at Intersectionsanother area
of major emphasis is on improving the safety and efficiency of
theregion’s critical intersections by making geometric
improvements and improvingtraffic signals. These intersection
38
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
projects are a higher priority than widening roadwaysegments reflecting real situation on site exactly.From this studiesoutcome
and other roadway capacity increasing projects. The Plan also of decision may say the right and representing actual situation in
calls for theseprojects to incorporate transit, motorcycle and study area.Signal plan timing for this network is won optimized.
pedestrian environments, incorporatingthese elements where A conclusion table set forperformance early sign before last
appropriate and feasible. Typical eligible Intersection optimization and signal after optimization for thisstudy has
proposalsare: Addition or upgrade of signals, Addition or shown such as Table 4. To be donefor further comparison.
widening of shoulders, Addition of turning or through lanes and
Addition cycle time of signal[13]. Table 4. Shows us compare of level service before and after
optimization
Increase Cycle Time
Delay
Increase cycle time at intersection number 1, 2, 3, and 4. Level Intersection Travel time
(sec / veh DI LOS
ofservice of some intersections has changed for the better after no. (veh /- h )
)
increasing the cyclelength and some intersections has changed 1 87.0 31.81 72.6 F
performance index. This way is the bestway and cheaper cost to
solve this problem[13]. 2 316.2 143.39 242.7 F
3 286.5 60.78 158.o F
Increase Lane
4 4056.7 88.16 1562.4 F
The other suggestion is add one lane to some intersections
5 1009.7 96.71 315.6 F
because it’s has increase intraffic flow like intersection number
2,3,4,5 to intersection number 11 from south tonorth on the side 6 155.6 87.07 69.3 F
left (length=1550 m & width = 3.3 m).also increase lanes
7 54.3 21.23 24.4 D
tointersection number 9, 11 from east and west (length=1200 m
& width = 3.3 m) Theseare more expensive than change. 8 16.9 7.71 13.7 B
9 151.7 7.35 126.5 F
Add the Lane for Heavy Vehicles
A proposal to install priority bus lanes from intersection number 10 37.0 19.07 34.3 D
4 to intersectionnumber 9 the plan to ease congestion on the
major arterials .This proposal wouldinvolve making the left lane 11 136.3 39.89 102.1 F
along sections a bus lane and heavy vehicles during peaktimes.
The proposal for Stud Road involves making the left lane along Comparison of Result
sections of theroad full-time bus lanes and heavy vehicles. A performance measurement set of values for network system
Because this area is the commercial and Industrial area. Bus were generated in Product after optimization process by
lanes are being introduced on key routes across to help TRANSYT-7F. Measurement comparison of Performance
improveservice reliability and travel times to keep traffic effectiveness for network system before and after able
moving. Giving buses dedicated roadspace helps them avoid optimization shown as in Table 5.
delays along their route.

Increase Lane Width

Increase lane width to intersection number 3, 5, 9 and 11 from
all sides then hashanged performance index to better. The width
of the lane was 2.4m changed to3.6m.

Table Traffic Performance

Various effectiveness measurement (measures of effectiveness,

MOEs) traffic performance generated by TRANSYT-7F
reported through Performance Traffic Table. This table may be
printed for end signal performance after optimization only or
both early sign before optimization and last signal after
optimization. Product results for each link found in format
product are such as journey average time, traffic total volume,
degree of saturation, saturated flow rate, delay time number,
delay average pervehicle, stop uniform (uniform stops), bans
back maximum, load lined up, fuel consumption, printed. The
index value uselessness (disutility index, DI) for each node also
is reported. Chain networksummary produced indicated in
Figure9. This summary tableincludes thesystemsoperations and
performance index total cost (PI) network for plan timing signal
which reportedly.
Performance table inside conclude in this study table 2. Found it
isreasonable. MOE value to link which particular unreasonable
may be caused dataentry mistake tolink on orthat datanot
39
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
Table 5 .Measurement comparison of performance systems
effectiveness before and after optimization.
Reduction
Performance Before After and Increase
achievement Optimization Optimization % after
4000 Optimization
3500 3715 Journey time
3715 2516 32.27%
3000 amount, hour
2500 Delay amount, hour
2516 Before 3485 2286 34.40%
2000 vehicle/ hour
1500 After Delay vehicle,
1000 450.8 275.4 38.90%
second / vehicle
500 Stop amount,
0 vehicle / 32265 24957 22.65%
Before After
hour
1‫سهسهت‬ 3715 2516
Saturated degree >
17 7 58.82%
1, chain
Figure (12) Relation between comparison total travel time Queue spill back,
14 3 78.57%
before and after optimization chain
System speed, km
3.3 4.9 - 32.65%
/hour
Fuel usage, liter /
11401 7994 29.88%
3500 hour
3485 Operation cost,$
3000 13740 10117 26.36%
/hour
2500
2000 2286 Before
1500 After
1000
500
0 35000
Before After
30000
1‫سهسهت‬ 3485 2286
25000
20000 Before
32265
15000 24957
After
10000
Figure (13) Relation between comparison total delays before
5000
and after optimization
0
Before After
1‫سهسهت‬ 32265 24957
12000
10000
Figure (15) Relation between comparison total stops before
8000
11401 Before and after optimization
6000
7994 After
4000 Conclusions
2000
The results from both studies before and after optimization of
0
Before After the TRANSYT revealed that the total travel time, total delay,
1‫سهسهت‬ 11401 7994 average delay, total stops, degree of saturation, queue spill back,
time jammed, fuel consumption, operation cost and performance
index were on the reduction sides and the percentage varies (The
lowest) and (The highest). There was also an increase in the
Figure (14) Relation between comparison fuel consumption total stops for the peak period for about a positive increase in the
before and after optimization system speed for both scenarios and the percentage varies and
depend on the traffic on the network road the effectiveness
measurement forwhole system was formulated in traffic
performance tables while detailed information of plan or plan
timing in every junction also indicated in Signal Timing Tables
TRANSYT. Optimization operation by TRANSYT in this study
has succeeded in optimizing system network and PI value was
40
 Ali A..Mohammed et al./Al-Muthanna Journal for Engineering Sciences
reduced to a minimum value through theoptimum cycle time
was selected in this study. Fuel and operating cost use were
reduced in this study.

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41