CHAPTER ONE

INTRODUCTION

1.0 Background of the study

Transportation is of great importance to man’s activities in space. Man‘s ability to move himself

and his materials from one point to another on the earth‘s surface significantly influences his life

and his environment. Hartshorne (1992) put forward that resources and needs are spatially

distributed in landscape but the areas of desires exist away from the areas of fulfilment and the

spatial inequality created calls for interactions and movement within urban setting. Intra and inter

city transportation systems bridge this gap bringing people and resources together in both space

and time (Tolley, 1995).

The word “congestion” is frequently employed in the road traffic context, both by technicians

and by the public at large. It is “a condition of overcrowding or overburdening”, while “to

congest” means “to overcrowd, overburden or fill to excess so as to obstruct or hinder”

something: in this case, road traffic (Webster, 1961). It is usually understood as meaning a

situation in which there are a large number of vehicles circulating, all of which are moving

forward in a slow and irregular manner.

Traffic congestion is a progressive reduction in traffic speeds, resulting in increases in journey

times, fuel consumption, other operating costs and environmental pollution, as compared with an

uninterrupted traffic flow (Bull, 2003).

The fundamental cause of congestion is the friction or mutual interference between vehicles in

the traffic flow. Up to a certain level of traffic, vehicles can circulate at a relatively freely

determined speed which depends on the legal speed limit, the frequency of intersections, and

other conditioning factors. At higher levels of traffic, however, every additional vehicle

1
interferes with the circulation of the others: in other words, the phenomenon of congestion

appears. A possible definition then, would be: “congestion is the situation where the introduction

of an additional vehicle into a traffic flow increases the journey times of the others” (Thomson,

2001) .

Traffic congestion has been increasing in much of the world, developed or not, and everything

indicates that it will continue to get worse, representing an undoubted menace to the quality of

urban life. Its main expression is a progressive reduction in traffic speeds, resulting in increases

in journey times, fuel consumption, other operating costs and environmental pollution, as

compared with an uninterrupted traffic flow (Bull, 2003). Traffic congestion is a serious problem

in many cities and rural areas. So, it can be said that around the world traffic congestion is a

major challenge in most populated cities. Sometimes due to traffic congestion problems people

lose many things like time, and opportunities. Traffic congestion also directly impacts the

industries. Due to traffic problem, there is a loss of productivity from workers affected by stress

resulting from traffic congestion, delivery of products also gets delayed. All of the above

increases cost of commodities and products (Kaur, 2015).

The main goal of traffic study is to optimize traffic flow of people and goods. As the number of

road user’s increases and with limited resources of infrastructures, the intelligent control of

traffic will be a very serious issue in the future. There are several models for traffic simulation.

The flow of traffic constantly changes, which depends on the time of day, the week, and the year.

Roadwork and accidents further influence traffic flow complexity and facility’s performance.

Intersections tend to impose an operational restriction on a roadway. Therefore, the control

systems put in place to regulate the right of way should respond to both the needs of the specific

location and the general criteria of the axis or network in question. Basically, intersections can

2
operate with priority signposting (prioritized intersection) or traffic signals (signalized

intersection). The former are governed by stop signs and the latter by signal lights.

A rush hour or peak hour is a part of the day during which traffic congestion on roads and crowding

on public transport is at its highest. Normally, this happens twice every weekday; once in the

morning and once in the afternoon or evening, the times during which most people commute. The

term is often used for a period of peak congestion that may last for more than one hour (Collins,

2018).

Synchronizing traffic lights is one of the most efficient ways to cut delays, fuel consumption,

pollution and accidents. Synchronization consists of setting up cycles, distribution and phasing of

lights along a road or within a network so that vehicles can move at a certain speed, with

minimal delays caused by red lights.

1.1 The Study Area

Old El-kanami is one of the busiest intersections in Maiduguri, with latitude 11.833571 and

Longitude 13.153936. With supermarkets, eateries, retailing shops around it. Important places

emerging from the junction are The Maiduguri post office, Gidan Madara, and YEBC office,

Bulaburin police station, El-kanemi car park and Fueling station along the axis.

Analysis of the Study Area

The survey of the Monday market intersection gave the physical and geometric features of the

studied intersection as shown in Table 1.1.

3
Table 1.1 The Physical and Geometric features of the Structure Intersection

Location Monday Intersection, Maiduguri, Borno

State

Type of intersection Cross-section area

ABW EB (Gwange)approach road width 7.3 metres

ABW WB (Post office) approach road width 7.3 metres

SSKR approach roadway width 10.7 metres

Mogaram approach roadway width 7.3 metres

Kerbs Available

Width of median strip 1.8 metres

1.2 Statement of the Problem

Often times, it is noticed that old El-kanemi intersection is a point where there is high volume of

traffic flow leading to congestion and this needs to be taken care of.

1.3 Aim and Objectives

The aim of this study is to analyze the effect of peak hour’s traffic flow on movements at an

intersection and provide a traffic light signalization solution to this effect using AnyLogic

Simulation Tool. The objectives are to:

i. Determine the geometric layout of the intersection.

ii. Determine the turning movements during the peak hours at the intersection.

iii. Design a traffic light signalization scheme.

4
 iv. Simulate signalization scheme using AnyLogic.

1.4 Justification of the study

The problem of traffic wardens can be attributed to the absence of modern traffic management

techniques at the road intersections. Since human labor for traffic control is susceptible to failure

due to fatigue and exhaustion, the traffic wardens are therefore not efficient or present to control

the traffic when they are exhausted or during bad weather (like rainfall and in some cases,

scorching sunshine) (Adekunle, 2011).

The importance of this study over the existing traffic management by traffic wardens are that the

system to be introduced will:

 Be capable of working for 24Hours uninterrupted thereby assured constant availability of

traffic control service hence reduced human effort and energy.

 All the fear of time wastage at the junctions because of uneven directions of the traffic

system.

 Help in reducing the occurrence of possible collision or accident.

5
 CHAPTER TWO

LITERATURE REVIEW

2.1 Congestion

Traffic congestion emanates from the problems encountered with traffic flow. Traffic flow is the

movement of individual drivers and vehicles between two points and the interactions they make

with one another. Unfortunately, studying traffic flow is difficult because driver’s behavior is

something that cannot be predicted with one-hundred percent certainty. Fortunately, drivers tend

to behave within a reasonably consistent range, and thus, traffic streams tend to have some

reasonable consistency and can be roughly represented mathematically. The three main

characteristics among which relationships can be established mathematically in traffic flow are:

flow, density and speed. These relationships help in planning, design and operation of roadway

facilities. (Fred and Washburn, 2013). Traffic flow, speed, and density are variables that form the

underpinnings of traffic analysis. The basic definitions of traffic flow, speed, and density must be

presented.

Traffic flow: Flow is often measured over the course of an hour, in which case the resulting

value is typically referred to as volume. Thus, when the term “volume” is used, it is generally

understood that the corresponding value is in units of vehicles per hour (veh/h). The definition of

flow is more generalized to account for the measurement of vehicles over any period of time. In

practice, the analysis flow rate is usually based on the peak 15-minute flow within the hour of

interest (Fred and Washburn, 2013).

Flow is defined as q = n÷ t, . . . eqn 2.1

Where;

q = traffic flow in vehicles per unit time,

6
n = number of vehicles passing some designated roadway point during time t, and

t = duration of time interval.

Traffic Speed: The average traffic speed is defined in two ways. The first is the arithmetic mean

of the vehicle speeds observed at some designated point along the roadway. While second

definition of speed is more useful in the context of traffic analysis and is determined on the basis

of the time necessary for a vehicle to travel some known length of roadway (Fred and Washburn,

2013). This measure of average traffic speed is referred to as the space-mean speed and is

expressed as (assuming that the travel time for all vehicles is measured over the same length of

roadway).

Traffic Density: density refers to the number of vehicles presents on a given length of roadway.

Density is reported in terms of vehicles per mile or vehicles per kilometer. High densities

indicate that individual vehicles are very close together. Also, traffic density is defined as the

procedure to determine the volume of traffic or number of vehicles moving on the roads at a

particular section during a particular time period.

2.2 Causes of Congestion

1. Characteristics of urban transport

Definition of urban transportation: can simply be defined as the movement of people within

urban areas using group travel technologies such as buses and trains. The essential features of

mass transportation is that many people are carried in the same vehicle (e.g. buses) or collection

of attached vehicles (train)

Characteristics of transport (service characteristics (safety)

1. Safety and security

2. Speed

7
 3. Accessibility

4. Regularity

5. Affordability

6. Capacity

7. Punctuality

8. Comfort

2. Public transport (tricycle) users

Some vehicles cause more congestion than others. In transport engineering, each type of vehicle

is assigned a passenger car equivalence called a pcu, or passenger car unit. A tricycle is

equivalent to 1 pcu, while other vehicles have equivalencies corresponding to their disturbing

influence on the traffic flow or the space they occupy in it, as compared with a tricycle. A bus is

normally considered to be equivalent to 1 pcu and a truck to 1.5 pcus. Strictly speaking,

however, the pcu factor varies according to whether the tricycle in question is close to an

intersection or is in a stretch of road between two intersections (Thomson, 2001).

3. Urban road networks: design and maintenance problems

Thomson (2001) also talked about faulty design or maintenance of road systems causes

unnecessary congestion. In many cities there are frequent cases of failure to mark traffic lanes,

unexpected changes in the number of lanes, bus stops located precisely where the road width

becomes narrower, and other shortcomings which disturb a smooth traffic flow. Likewise, road

surfaces in bad condition, and especially the presence of potholes, give rise to increasing

constraints on road capacity and increase congestion. In many Latin American cities, such as

Caracas, the accumulation of rainwater on roads reduces their traffic capacity and hence

increases congestion.

8
4. Some driving habits cause more congestion than others

There are drivers who show little respect for other road users. Many drivers try to cut a few

seconds off their journey times by forcing their way into intersections and blocking the passage

of other motorists, thus causing economic losses to others which are much greater than their own

gains (Bull, 2003).

2.3 Traffic Management at Intersections.

Traffic management arose from the need to maximize the capacity of existing highway networks

within finite budgets and, therefore, with a minimum of new construction. Methods, which were

often seen as a ‘quick fix’, required innovative solutions and new technical developments. Many

of the techniques devised affected traditional highway engineering and launched imaginative and

cost-effective junction designs. Introduction of signal-controlled pedestrian crossings not only

improved the safety of pedestrians on busy roads but improved the traffic capacity of roads by

not allowing pedestrians to dominate the crossing point (Mike, 2005).

Traffic management is concerned with short- term measures to improve the efficient and safe

movement of both pedestrians and vehicular traffic on the existing road network. The function of

a street or highway is to serve the travelling public (Ndoke, 2006). One of the most fruitful

applications of traffic management lies in the improvement of highway intersection’s

performance.

2.3.1 Prioritized intersections

According to Bull (2003), these intersections regulate the right of way with yield or stop signs.

The yield sign tells drivers who encounter it that the vehicles on the other road have priority;

they do not need to stop if the flow of traffic on the main road allows enough room for them to

cross or turn onto that road safely. The stop sign is intended to instruct drivers to bring their

9
vehicles to a complete stop and to resume motion only when they can do so without causing an

accident. It should be placed on the line where the vehicles must stop, in such a way that the

driver can see the main road well enough to pull out safely.

The criteria for determining which sign to use are as follows:

• A priority sign should be used when the volume of traffic reaching an intersection from all

branches exceeds 100 vehicles per hour at any point in the day.

• The type of priority sign depends on visibility conditions. A yield sign is called for if a driver

on the secondary road can see any vehicle approaching on the other road with enough time and

space for him to enter the intersection before it arrives. If not, a stop sign should be used.

• In general, stop signs should be used sparingly, since indiscriminate usage detracts from their

credibility and when they are really needed, they may actually reduce the safety of an

intersection rather than enhancing it.

Table 2.1 Equivalent passenger car units

Categories of Urban roads Rural roads Round about Traffic signal

vehicles

Cars and vans 1.00 1.00 1.00 1.00

Commercial 2.00 3.00 2.80 1.75

veh> 1 tonne

Buses and 3.00 3.00 2.80 2.25

coaches

Motorcycle 0.75 1.00 0.75 0.33

Pedal cycles 0.33 0.50 0.50 0.20

10
2.3.2 Traffic Warden Controller

The warden’s control of traffic was mostly queuing dependent making it quite difficult to follow

a clear - cut cycle length for all approaches. He was also seen some of the time to be influenced

by the approach of service / force and administrative vehicles. These could be considered as

emergency vehicles and were accorded priority. This explains why at a particular instance an

approach could be operating at a level of service C, while the adjacent approach operates at level

of service E during the same sequence of control (Ndoke, 2006).

2.3.3 Traffic Signalization

Traffic signalization is the installation and operation of a traffic signal to control conflicting

traffic and pedestrian movements at an intersection. Due to conflicting traffic movements,

roadway intersections are a source of great concern to traffic engineers. Intersections can be a

major source of crashes and vehicle delays (as vehicles yield to avoid conflicts with other

vehicles).

Traffic signals have evolved considerably since they were first introduced to prevent collision in

London in 1868. The first automatic traffic signal was implemented in Detroit, while the first

vehicle-actuated traffic signal was installed in Baltimore in 1928 (Hensher et al., 2001). Signal

timing offers the opportunity to improve the mobility of a transportation system and also prevent

the environmental deterioration.

Most roadway intersections are not signalized due to low traffic volumes and adequate sight

distances. However, at some point, traffic volumes and accident frequency/severity (and other

factors) reach a level that warrants the installation of a traffic signal. The installation and

operation of a traffic signal to control conflicting traffic and pedestrian movements at an

intersection has advantages and disadvantages. The advantages include a potential reduction in

11
some types of crashes (particularly angle crashes), provision for pedestrians to cross the street,

provision for side-street vehicles to enter the traffic stream, provision for the progressive flow of

traffic in a signal-system corridor, possible improvements in capacity, and possible reductions in

delays. The disadvantages will result from a poorly timed signal which can have a negative

impact on the operation of the intersection by increasing vehicle delay, increasing the rate of

vehicle accidents (particularly rear-end accidents), causing a disruption in traffic progression

(adversely impacting the through movement of traffic), and encouraging the use of routes not

intended for through traffic (such as routes through residential neighborhoods).

The following terminology is commonly used in the design of traffic signal controls as discussed

by (Fred and Washburn, 2013) include:

 Indication: The illumination of one or more signal lenses (greens, yellows, reds)

indicating an allowed or prohibited traffic movement.

 Interval: A period of time during which all signal indications (greens, yellows, reds)

remain the same for all approaches.

 Cycle: One complete sequence (for all approaches) of signal indications (greens, yellows,

reds).

 Cycle length: The total time for the signal to complete one cycle (given the symbol C

and usually expressed in seconds). Combination of movements receives a green

indication (the illumination of a signal lens). This is expressed in seconds and given the

symbol G.

 Yellow time. The amount of time within a cycle for which a movement or combination

of movements receives a yellow indication. This is expressed in seconds and given the

12
 symbol Y. This time is referred to as the change interval, as it alerts drivers that the signal

indication is about to change from green to red.

 Red time. The amount of time within a cycle for which a movement or combination of

movements receives a red indication. This is expressed in seconds and given the symbol

R.

 All-red time. The time within a cycle in which all approaches have a red indication

(expressed in seconds and given the symbol AR).

 Phase. The sum of the displayed green, yellow, and red times for a movement or

combination of movements that receive the right of way simultaneously during the cycle.

The sum of the phase lengths (in seconds) is the cycle length.

2.4 Fixed Time Signalization

This is also referred to as pre-timed signalization. It’s a signal whose timing (cycle length, green

time, etc.) is fixed over specified time periods and does not change in response to changes in

traffic flow at the intersection. No vehicle detection is necessary with this mode of operation.

In fixed-timed control the proportion of green time assigned to opposing arms is pre-set in

accordance with ‘historic’ traffic data. At most sites, traffic flows vary throughout the day.

Typically, inbound flows to a city are high in the morning peak period and outbound flows are

high in the evening. Different green splits may, therefore, be required at different times of the

day or year (Mike, et.al, 2005).

2.5 Vehicle Actuated Signalization

This type of signalization is one which the signal timing is automatically calculated as a result of

the installed control traffic device detecting the movement or passage of vehicle at a particular

designated point on the highway. Actuated control requires vehicle detection technology. The

13
most common form of vehicle detection technology is the inductance loop detector (ILD). The

ILD, a simple technology that has been in use for several decades now, consists of a loop (or

coil) of wire embedded in the pavement through which an electrical current is circulated. This

current is monitored by a device that interfaces with the signal controller, and when a vehicle

passes over the ILD, the inductance level of the current is altered. When this change in the

inductance level is detected by the monitoring device, it sends an input to the signal controller to

indicate the presence of a vehicle. A newer vehicle detection technology that is increasing in

popularity at signalized intersections is video imaging processing (VIP). This technology has

three main components: video camera, video digitization and processing unit, and computer.

With VIP technology, virtual (software-based) detectors can be placed anywhere within a video

camera’s field of view. The video processing unit converts the video from the camera into a

digital format, and a software algorithm processes the combination of the digitized field of view

and virtual detectors to determine vehicle presence, as well as additional measures that cannot be

obtained with ILDs (such as queue length). With the additional measures that can be obtained

from video imaging processing (VIP) systems, a greater number of control strategies are

possible. Thus, a greater level of traffic responsiveness can be obtained. By (Fred and Washburn,

2013).

Vehicle actuated control can either be semi-actuated or fully- actuated.

 Semi-actuated. A signal whose timing (cycle length, green time, etc.) is affected when

vehicles are detected (by video, pavement-embedded inductance loop detectors, etc.) on

some, but not all, approaches. This mode of operation is usually found where a low-

volume road intersects a high-volume road, often referred to as the minor and major

streets, respectively. In such cases, green time is allocated to the major street until

14
 vehicles are detected on the minor street; then the green indication is briefly allocated to

the minor street and then returned to the major street.

 Fully actuated. A signal whose timing (cycle length, green time, etc.) is completely

influenced by the traffic volumes, when detected, on all of the approaches. Fully actuated

signals are most commonly used at intersections of two major streets and where

substantial variations exist in all approach traffic volumes over the course of a day.

2.6 Traffic Signalization Simulation Tools

Beginning in the 1990s, several studies were performed to evaluate different traffic simulation

packages and their ability to adequately simulate various test networks and transportation system

configurations. Studies of the capabilities of specific packages as well as previous studies

comparing models are reviewed in the following sections. The literature review is not intended to

be exhaustive. Instead, the articles reviewed are intended to provide a sample of the type of work

previously conducted on simulation models as well as identify issues germane to the present

study (Steven, 2004). The micro-simulation modeling packages chosen for evaluation in this

study is discussed below.

2.6.1 AnyLogic

AnyLogic is a simulation modelling tool that allows the user to extend simulation models with

Java code. The Java nature of AnyLogic lends itself to custom model extensions via Java coding.

AnyLogic supports agent-based, discrete event, and system dynamics as its simulation

methodologies. Agent-based modeling is a modeling style that manages to capture individuals

and how they interact. Road Traffic Library, can be used to simulate vehicle traffic on the road.

This library supports the detailed and physical level modelling of vehicle movement. Simulation

modeling has accumulated a large number of success stories in a wild and diverse range of

15
application areas. As new modeling methods and technologies emerge and computer power

grows, expect simulation modeling to enter an ever-larger number of areas (Ilya, 2016).

AnyLogic Traffic Simulation Tools will be adopted for this study because of its availability. Its

user friendly and it possesses a dedicated version for students’ personal learning. AnyLogic

Personal Learning Edition 8.5.1 will be used for this project traffic light simulation process.

Road Traffic Library, will be used to simulate vehicle traffic on the road to be created. This

library supports the detailed and physical level modelling of vehicle movement.

16
 CHAPTER THREE

METHODOLOGY

3.1 Introduction

The data that is required for this study include information on intersection characteristics and

road network; traffic volumes and characteristics. These will be collected through primary, the

primary sources which represent firsthand information were collected through direct field

observation while the secondary data will be collected from journals, textbooks, the internets and

past research reports. A reconnaissance survey of the study area will be carried out at the

selected intersection to identify the characteristics that predispose it to heavy traffic. This will be

followed by traffic census conducted manually using simple hand-tally method to estimate the

volume and composition of traffic at the intersection. A continuous count of all vehicles by

class/category that pass through the intersections will be done by field assistants. The field

assistants will be instructed to concentrate on a single lane each, and count the vehicles as they

depart the intersection. This is because turning movements cannot be fully resolved until vehicles

depart the intersection.

Traffic Data Collection and projection of traffic volumes are basic requirements for planning of

road development and management schemes. Traffic Data forms an integral part in the science of

descriptive national economics and such knowledge is essential in drawing up a rational

transport policy for movement of passengers and goods by both government and the private

sectors (MWTRD, 2004).

Materials:

1. Manual counting: materials used include

 Pencils

17
  Paper sheet ( A4 size )

 Eraser

 Traffic counting sheets

 Stopwatch

SOFTWARES USED:

 Microsoft Excel

 AnyLogic software

 Microsoft word

1. Microsoft Excel is a spreadsheet program that allows users to organize, format and

calculate data in a spreadsheet. Excel helps to pivot tables and graphs to help pivot tables

and graphs to help them compute and visualize complex data sets. Excel is also used for

data entry, data management, accounting purposes, financial analysis, charting and

graphing, programming, time management and task management. Etc.

2. AnyLogic software as a simulation modeling platform that helps in:

 Traffic planning: simulate changes to a road network, including addition,

subtraction, and traffic light timing and sequencing.

 Plane maintenance: model the aircraft turnaround process, including identifying

actors, resources, dependencies and other process definition data.

 Construction management: analyze resource utilization, identify bottlenecks, and

make informed decisions regarding resource allocation.

3. Microsoft word is a word processing software that has many functions:

 Creating documents: you can use Microsoft word to write letters, resumes, reports and

more.

18
  Editing: you can select, insert, move, copy, paste, locate, replace and undo texts

 Formatting: you can control the font type, size, color and style of your text. You can also

apply bold, italic, underline and strikethrough formatting.

3.2 Reconnaissance Survey

It is the preliminary survey carried out in order to gain information necessary for evaluating the

site, keeping in view the following points: number of forward and backward lane, median strip

color and width, lane width, road color, lane delimiting line style and color, direction delimiting

line style and direction delimiting line color.

The data results gotten from the reconnaissance survey will later be used in creating the

stimulation model to be demonstrated for this study.

Start

RECONNANSANCE SURVEY

PRELIMINARY SUREVEY

DETERMINE THE PHF

Analysis of data

Webster calculation

Result

19
3.3 Traffic Count

This is a method for collecting traffic flows, which consist of assigning a person to record traffic

as it passes in the case of manual count or detection of vehicular presence and road occupancies

performed primarily on or near the surface of the road. It is essential to know the magnitude of

traffic data required or to be collected, which will then determine its quality and type of vehicle

classification to be adopted. The manual count method will be adopted for this study because of

cost and its accuracy rate.

3.3.1 Manual Counts

The most common method of collecting traffic flow data is the manual method, which consist of

assigning a person to record traffic as it passes (MWTRD, 2004). This method of data collection

can be expensive in terms of manpower, but it is nonetheless necessary in most cases where

vehicles are to be classified with a number of movements recorded separately, such as at

intersections. At intersection sites, the traffic on each arm should be counted and recorded

separately for each movement. It is of paramount importance that traffic on roads with more than

one lane are counted and classified by direction of traffic flow.

The manual count of the traffic volumes of the different legs of the intersection will be taken

simultaneously for 12 hours per day for 7 days. The count will be taken at 15mins interval for 12

hours for each day of the count. Holidays will be excluded from the count in order to obtain an

accurate result. Vehicles will be grouped into categories such as cars, trucks, buses, heavy trucks,

motorcycles, and tricycles.

20
3.4 AnyLogic Simulation Tool

AnyLogic Personal Learning Edition 8.5.1 will be used for this project traffic light simulation

process. AnyLogic is a simulation modelling tool that allows the user to extend simulation

models with Java code. The Java nature of AnyLogic lends itself to custom model extensions via

Java coding. Little Java coding will be merged in during the creation of the agent-base model to

be used in this project. AnyLogic supports agent-based, discrete event, and system dynamics as

its simulation methodologies. The agent-based method will be adopted. Agent-based modeling is

a modeling style that manages to capture parameters (such as vehicle performance, road

geometry, and traffic volume) and how they interact. The application of this method will be done

in this project using the AnyLogic simulation tool, through the library dedicated to road transport

modeling. Road Traffic Library, will be used to simulate vehicle traffic on the road to be created.

This library supports the detailed and physical level modelling of vehicle movement.

3.5 Model Definition

According to AnyLogic Help Desktop, A model is a description of a problem defined in the

terms of AnyLogic modeling language. Each model is created individually and represents a set

of agents, representing objects of the real world, and experiments, defining model launch

options. A new Model.apl file will be created using the “new model” function as shown in Fig.

3.1.

File>New>Model.

21
 Figure 3.1: Screenshot showing how to create a new model in AnyLogic

3.5.1 Model Time Unit, Frame and Scale Definition

The newly created Model Time Unit will be in Seconds with a scale of 1 meter which is

equivalent to 4 pixels. That is, for every additional 100 pixels, there will be 25 meters added to

its ruler length. Frame will be 1000 × 1650.

3.5.2 Model General Information

The generic model numerical method will be adapted in this project. Numerical method

parameters include: Differential Equations, Algebraic Equations, and Mixed Equation,

Tolerance, Absolute Accuracy, Relative Accuracy, Fixed-Time Step, Time Accuracy and Model

time unit.

22
3.6 Creating the Cross Section Intersection Road Network

Considering the fact that it’s a cross-section network that is to be created, direction of road as a

basic factor in road networking will be considered. Having the four cardinal points to be the

North, South, East and West, four of the cardinals’ point will exist on the intersection given that

the routes are at angle 90 degrees from one another. The cross-section routes will be designated

as West Road, East Road, South Road and North Road as shown in Fig.3.2. Four different

intersections will be incorporated into the road network, one at the four ends of each route and

one at the converging point of the four routes. The four at the end of each route will be employed

to allow the vehicles navigating different routes to make a U-turn on that same route.

Figure 3.2: cross section

23
23.7 Route Configurations

The Routes that will be created for the cross section will be configured to the following

parameters gotten from the reconnaissance survey earlier carried out. As shown in Table 3.1,

generic colors provided by the simulation tool traffic library will be assigned where necessary.

Table 3.1: Route Configurations

S/N PARAMETER VALUE

1 Number of Forward Lane 2

2 Number of Backward Lane 2

3 Median Strip Width 0.5m

4 Median Strip Color Green

5 Lane Width 3.5m

6 Road Color Gray

7 Lane delimiting line style Single broken line

8 Lane delimiting line color White

9 Direction delimiting line style Single

10 Direction delimiting line color White

3.8 Creating new agent type for CAR

Vehicles will be created for the simulation of the traffic light configurations to be tested. The

Road Traffic Library of AnyLogic caters for the creation of Cars, Lorries, Motorcycles and other

24
means of transportation for people, goods and services from one point to another. The cars to be

created are referred to as “Agents”. For the creation of agent in AnyLogic, Car type will be

selected under the road traffic library as illustrated in Fig. 3.3.

Figure 3.3: screenshot showing Step 1 of Car Agent in AnyLogic

25
Figure 3.4: screenshot showing Step 2 of Car Agent in AnyLogic

Figure 3.5: screenshot showing new created Car Agent

26
The above steps in Fig 3.3, Fig 3.4, and Fig. 3.5 will be repeated in order to create different agent

types with different properties.

3.9 Car Outcome Selection Value.

Car outcome selection value determines the order and manner by which the cars created will

surface in the simulation window. If cars of different colors are created, outcome value will be

needed to determine the outcome rate of each color. For example, how many red cars will enter

into a road network in space of 5 minutes? This can only be determined by the value selected for

each color outcome probabilities. There are two main methods of selecting the outcome value for

each agent, which includes agent selection and dynamic value selection. Dynamic value selection

will be used in this project work. Dynamic Value Selection is a selection method that uses Java

Programming language in its execution. It selects at random cars of different colors to enter

different routes in the road network based on the law of probability. Cars of five different colors,

bus, lorry and bike will be used in this project simulation. The agents will be CarRed, CarBlue,

CarBlack, CarWhite, CarYellow, Bus, LorryBlue and BikeGreen. Thus, the dynamic value

selection java code will be as illustrated in Fig. 3.6.

Figure 3.6: Screenshot showing dynamic value selection using Java.

27
3.10 Car property definition

There is need for properties definition for the newly generated agent type cars. This helps to vary

their behaviors in the simulation and thereby affecting the outcome of the different scenarios to

be created. The properties that can be varied includes its Length in (m), Initial Speed in (km/hr),

Preferred Speed in (km/hr.), Max acceleration in (m/s 2), and Max deceleration in (m/s2) as

illustrated in Fig. 3.7.

Figure 3.7: Screenshot showing properties table of An Agent Type Car

3.11 Agent Source Determination

The sources of different agents to be employed in this project will be dependent on the directions

of the routes created. As earlier mentioned, that the three routes to be employed in this project

will be WestRoad, EastRoad, and SouthRoad. Different agents that will be used must also have

the same source with the routes for full traffic flow. From the defined agent type which is CAR,

sources for the different car types will have its sources from the three routes. That is, cars will

enter into the road network through the WestRoad, EastRoad, and the SouthRoad

simultaneously. The earlier defined car outcome selection probability values will come into play

when cars of different colors are entering the road network. Agent source determination will be

divided into CarSource, SelectOutput, CarMoveTo, and CarDispose for better explanation.

28
3.12 CarSource Definition

CarSource simply implies the source from which a car in a road network derives its direction.

This source determines the car’s arrival rate measured in (per hour), where it appears, and on

what lane it moves. It also works with the provided car definition values of that particular car.

CarSource is the block that generates cars and tries to put them into the specified location inside

a road network. The car can appear on the specified road or in the specified parking lot (defined

by the Appears parameter) as defined by the AnyLogic Help Center.

Arrivals of cars can be defined by inter arrival times, arrival rate, rate schedule or arrivals

schedule – similarly to Source block. In addition, there is a "manual” mode when CarSource

would generate a car only when it injects function is called. Just like in Source, you can limit the

number of arrivals. As defined by the AnyLogic Help Center.

To generate cars of custom car type defined by user, specify the name of this car type in the new

car field. If cars are set to appear on a road, the direction of the road should be additionally

specified. Cars will appear at the beginning of the specified road and start moving in the

specified direction. By default, Random lane parameter is selected, so the cars will appear at

random lanes (if there is more than 1 lane on the specified road). You can explicitly specify

index of lane where cars will appear by deselecting the Random lane option and using Lane

index parameter.

If cars are set to appear on a road, they enter the road network only when there is enough

distance on the lane ahead of the car. The more initial velocity of the car, the longer distance is

needed for a car to safely enter the network. Cars that cannot enter the road network immediately

29
are accumulated in queue inside CarSource block and taken from the queue when there is

enough space in the specified lane to place a car.

If cars are set to appear in a parking lot, they appear in free spaces of the specified parking lot

and wait until they leave the road network or start moving by entering CarMoveTo block. If all

parking spaces are occupied, an error will be generated. As defined by the AnyLogic Help

Center.

Figure 3.8: Screenshot showing an example of a Car Destination Diagram

For instant CarSourceEast as seen in Fig. 3.8 implies that the source of the car that will be

entering into a road network will be from the East. Let take a look at the screenshotted Fig 3.9

for clarity. CarSourceSouth and CarSourceWest are also depicting the other points of entrance

into the road network.

30
 Figure 3.9: Screenshot showing different car Sources

3.13 Select Output Determination

This is an intermediary between the source and the destination of each agent. It uses

probabilities, conditions and exit number for its operation. We have single output terminal

selector and five output terminals selector. The five output terminals selector will be used in this

project work.

So far, we have three routes to consider, two of the terminals of the five output terminals selector

will be left out as showed in the boxed portion of Fig. 3.10. The remaining three will be

connected to the three possible agent destinations. So, probability is needed when sharing the

outcome value for each terminal. Having known from the general knowledge about probability

that the addition of the three values to be assigned should be less than or equals to 1.

31
 Figure 3.10: Screenshot showing the five output terminals selector

3.14 CarMoveTo Determination

This is the interpreted destination from the select output unit. Where it moves to, the road it’s

moving on and lane to maintain during the course of the simulation is imputed into the

CarMoveTo function.

CarMoveTo is the block that controls the car movement as illustrated in Fig.3.11. A car

can move only when it is inside a CarMoveTo block. When a car enters CarMoveTo, it tries to

calculate the way from its current location to the specified destination.

The destinations a car can move to include: a road, a parking lot, a bus stop or a stop line.

Specified destination should belong to the same road network as the one the car is currently in. If

there is no way from the car’s current location to the specified destination, car exits the block via

out Way Not found port. As defined by the AnyLogic Help Center.

32
 Figure 3.11: Screenshot showing car move to function.

3.15 CarDispose Function

This removes a car from the model. All cars will have a common disposal site. That is, one

CarDispose is needed in a model for car removal irrespective of different routes in the model.

The CarDispose Function is highlighted in Fig. 3.12.

Figure 3.12: Screenshot showing Car Dispose Function in a model

33
3.16 Traffic Light Configuration

Traffic light (also known as traffic signal, traffic semaphore, signal light, stop light) is a

signaling device positioned at road intersections, pedestrian crossings, and other locations to

control conflicting flows of traffic. AnyLogic helps to set Traffic Light to control car traffic at

specified intersection or stop-line(s). As defined by the AnyLogic Help Center.

The traffic light will be configured on the intersection connecting the four routes together.

Intersection’s stop line configuration will be used in this project work. Traffic light configuration

example is shown in Fig. 3.13.

Figure 3.13: Screenshot showing Traffic Light configuration at lane connector

The calculated green time, yellow time, red time, All Red time, will be used to configure the

traffic light.

34
3.17 Simulating and Running the Model

Simulation experiment is the simplest type of experiment that enables to create animation for a

model and simulate it for some time with the visualization. This is the next stage after the

configuration of the calculated times must had been imputed into the model; to automatically

simulate the model, a “build” icon on the model working environment or interface will be

pressed.

To run the model, one of its experiments will be ran. By default, each model has one simulation

experiment named “Simulation”. To run the previously launched experiment, Click the

Run toolbar button, or Press F5. Having launched the model, the model window will be on

display. It displays the presentation designed for the experiment. By default, the model window

opens in the Chromium browser. When the model is run, it is created but not run - it waits to be

started. When the user clicks the Run button, the model is launched and the presentation of

the top-level agent of this experiment (by default it is Main) is shown in the window.

3.18 Controlling the Model Execution

When AnyLogic model is run, you can control the model execution using the control panel,

displayed in the bottom of AnyLogic model window.

The control panel contains buttons for controlling the execution of the launched model:

35
Butto
Command Description
n

[Visible only if the model is not running currently]

Runs the model from the current state. The model will be run until you will

stop it manually by clicking the Pause or Stop button (or until

Run
something in the model will pause or stop its execution). You can either run

the model until the specified moment of model time, or for a specified period

of model time starting from the current moment.

[Visible only if the model is running currently]

Pause Pauses the running model. You can resume the paused simulation any time.

You can pause the model at the specified moment of model time.

Stop Terminates the model run.

36
 CHAPTER FOUR

RESULTS AND DISCUSSION

TRAFFIC COMPOSITION (7:00-9:00 AM)

4.1 AHMADU BELLO WAY (EB)

Table 4.1 Ahmadu Bello Way (EB)

Cars Tricycle Bicycle Buses Trucks

Time NO NO N0 NO NO
7:00-7:15am 51 91 14 2 0
7:15-7:30am 80 87 21 3 2
7:30-7:45am 92 48 27 5 3
7:45-8:00am 92 18 13 8 0
8:00-8:15am 45 195 14 11 2
8:15-8:30am 63 219 35 14 1
8:30-8:45am 43 165 17 9 4

TOTAL =

CARS TRICYCLE BICYCLE BUSES TRUCKS

500 968 160 55 12

From table 4.1 the number of Tricycle recorded was 968, followed by cars with total number of

500, followed by 160, followed by buses with a total number of 55 and lastly Trucks with a total

number of 12. This indicates that Tricycle is the dominance in this particular area because it is

the most used and the reason why is that, it is a commercial area. Followed by cars and this is

37
because, cars will transport passengers from their respective houses to places like schools,

hospitals and other place of works.

4.2 Shehu Sanda Kura Road

Table 4.2 Shehu Sanda Kura Road

Cars Tricycle Bicycle Buses Trucks

Time NO NO NO NO NO
7:00-7:15am 8 15 1 0 0
7:15-7:30am 6 10 1 0 0
7:30-7:45am 6 10 1 0 0
7:45-8:00am 8 5 1 0 0
8:00-8:15am 4 10 1 1 0
8:15-8:30am 4 5 2 1 0
8:30-8:45am 2 5 3 1 0

TOTAL =

CARS TRICYCLE BICYCLE BUSES TRUCKS

42 65 13 4 0

From table 4.2 also shows that tricycle is the main dominance of this lane with a total number of

65, followed by cars with total number of 42, then followed by bicycle with total number of 13,

in which the next is buses with total number of 4 and no trucks was recorded and reason behind

that is trucks barely moves towards this lane.

38
4.3 Mogaram

Table 4.3 Mogaram

TIME
7:00-7:15am
7:15-7:30am
7:30-7:45am
TOTAL =

CARS TRICYCLE BICYCLE BUSES TRUCKS

551 970 1164 14 11

From table 4.3, the number of bicycle recorded is 1164, followed by tricycle with a total number

of 970, followed by cars with total number of 551, followed by buses with total number of 14

and lastly trucks with total number of 11.

39
4.4 Ahmadu Bello Way (WB)

Table 4.4 Ahmadu Bello Way (WB)

CARS TRICYCLE BICYCLE BUSES TRUCKS

TIME NO NO NO NO NO
7:00-7:15am 58 109 10 0 0
7:15-7:30am 87 113 10 2 2
7:30-7:45am 67 103 13 3 4
7:45-8:00am 77 121 16 6 1
8:00-8:15am 97 146 9 6 0
8:15-8:30am 88 145 14 4 2
8:30-8:45am 45 148 8 4 1

TOTAL =

CARS TRICYCLE BICYCLE BUSES TRUCKS

583 1036 97 32 10

TRAFFIC VOLUME (PCU)

40
4.5 ABW (EB)

Table 4.5 ABW (EB)

Car pcu=1.0 Tricycle pcu=0.4 Bicycle pcu =0.1 Buses pcu=0.1 Trucks pcu=3 TOTAL %
TIME NO NO NO NO NO
7:00-7:15am 51 36 1 0 0 88 11
7:15-7:30am 80 35 2 0 5 124 13
7:30-7:45am 92 19 3 0 9 123 12
7:45-8:00am 92 7 1 1 0 101 12
8:00-8:15am 45 78 1 1 6 107 12
8:15-8:30am 63 88 3 1 3 158 15
8:30-8:45am 43 66 2 1 12 124 13

PHF = 941/158*4=1.49

At this intersection, the peak hour is greater than one (1) and this signifies that there is a

congestion, so as such a traffic light needs to be provided at this lane.

4.6 SSKR

Table 4.6 SSKR

CAR PCU=1.0 TRICYCLE PCU=0.4 BICYCLE PCU=0.1 BUSES PCU=0.1 TRUCKS PCU=3 TOTAL %
TIME NO NO NO NO NO
7:00-7:15am 15 8 1 0 4 24 19
7:15-7:30am 10 6 1 0 0 17 14
7:30-7:45am 10 6 1 0 6 17 14
7:45-8:00am 5 8 1 0 9 14 11
8:00-8:15am 10 4 1 1 12 15 12
8:15-8:30am 5 4 2 1 6 17 14
8:30-8:45am 5 2 3 1 0 11 6

PHF=128/2*4=1.3

41
Table 4.6 also signifies that there is a traffic congestion at this intersection and the reason here is

that the peak hour is greater than 1. A traffic light will also be provided at this lane.

4.7 Mogaram

Table 4.7 Mogaram

CARS PCU=1.0 TRICYCLE PCU=0.4 BICYCLE PCU=0.1 BUSES PCU=0.1 TRUCKS PCU =3 TOTAL %
TIME NO NO NO NO NO
7:00-7:15am 46 33 10 0 3 92 9
7:15-7:30am 39 39 12 0 0 90 9
7:30-7:45am 48 37 11 0 6 96 9
7:45-8:00am 53 40 12 0 4 105 10
8:00-8:15am 89 60 18 0 0 167 16
8:15-8:30am 82 62 19 0 13 163 15
8:30-8:45am 95 59 18 0 8 172 16

PHF=1092/180*4=1.41

Table 4.7 signifies also signifies that there is a traffic congestion at this intersection and the

reason here is that the peak hour is greater than 1. A traffic light will also be provided at this

lane.

4.8 ABW (WB)

Table 4.8 ABW (WB)

42
 CAR PCU=1.0 TRICYCL PCU=0.4 BICYCLE PCU=0.1 BUSES PCU=0.1 TRUCKS PCU=3 TOTAL %
TIME NO NO NO NO NO
7:00-7:15am 58 43 1 1 0 103 10
7:15-7:30am 87 45 1 0 6 139 13
7:30-7:45am 67 41 1 0 11 120 12
7:45-8:00am 77 48 2 1 3 131 13
8:00-8:15am 97 58 1 1 0 157 15
8:15-8:30am 88 58 1 0 6 153 15
8:30-8:45am 45 59 1 0 3 108 10

PHF=1039/157*4=1.65

Table 4.8 also signifies that there is a traffic congestion at this intersection and the reason here is

that the peak hour is greater than 1. A traffic light will also be provided at this lane. In this regard

it is obvious that there is a traffic congestion at every intersection, so a traffic light needs to be

provided at each leg.

NOTE: Ahmadu Bello way (wb) having the highest peak hour time of 1.65, followed by

Ahmadu Bello way (EB) with a peak hour time of 1.49, followed by Mogaram with the peak

hour time of 1.41 and Sheu Sanda Kura Road having the least peak hour of 1.3.

4.9 Phase Calculations

4.9.1 Using Webster Method

Saturation Flow Rate for a one lane from Webster’s Saturation Table is 1900veh/hr and

3800veh/hr for two lanes (Webster, 1956).

Each leg has 3 possible movement of vehicle from them to other legs.

43
GIVEN DATA

TOTAL TT (0.55) RT (0.25) LT (0.20)

ABW(WB) 1039 572 260 208

MOGARAM 1092 600 273 218

SSKR 128 70 32 26

ABW(EB) 941 408 185 148

NOTE:

1. All TT are through traffic movement vehicles (going straight )

2. All LT are vehicles turning left

3. All RT are vehicles turning right

According to Webster, allow maximum of 3800/veh for all (TT, RT, LT) because they are all

double carriage lane.

44
Table 4.9 Phase Arrangement

Phase 1 Phase 2 Phase 3 Phase 4

0.039 0.158 0.049 0.151

0.072 0.018

0.057 0.008

0.068 0.107 0.054 0.007

Pick the highest value in each phase

0.068 + 0.158+ 0.054+ 0.151 = 0.431

This is implying that our calculation is correct, because if the value gotten is greater than it is

wrong, according to Webster calculation.

Total last time = 2n + R

n = number of phases = 4

45
R = assume 2secs for each phase

R = total red time = 2 * 4 = 8

Note: L = 2(4) +8 = 16secs

XC = critical intersection, ration to minimize the potential of cycle failure due to occasionally

high arrival volume = 0.9

Cmin = L * Xc/Xc- calculated cycle lost time from all phases.

Cmin= 16 * 0.9 / 0.9- 0.431 = 31secs

Optimal cycle length

Copt = 1.5 * L +5 /XC – calculated

Copt = (1.5 * 16) +5 / 0.9 – 0.043 = 34 secs

For critical intersection that will be used to calculate green time for our phases.

XC = calculated total * Cmin / Cmin – L

XC = 0.431 * 31secs / 31secs - 16 = 0.9

To calculate green time:

G1 for phase 1 = 0.068 * 31/0.9 = 2.34

G2 for phase 2 = 0.158 * 31/0.9 = 5.4

G3 for phase 3 = 0.054 * 31/0.9 = 1.86

G4 for phase 4 = 0.151 * 31/0.9 = 5.2

46
Determine the left turning phasing:

1. WEST BOND Left turning * (RT + TT)

= 208 *(185+408)

= 123344

2. EAST BOND Left turning * (RT + TT)

148 * (260 + 572)

= 123136

Because the cross for each of these approaches is greater than 90,000 (the requirement for two

opposing lanes). A protected left turning phase is suggested for WB-LT and EB-LT vehicles

3. NORTH BOND Left turning * (RT + TT)

= 273 * (32 + 70)

= 27846

4. SOUTH BOND Left turning * (RT + TT)

26 (273 + 600)

= 22698

4.10 TYPICAL PHASING CONFIGURATION

Table 4.10 Typical Phase Configuration

PHASE 1 PHASE 2 PHASE 3 PHASE 4

EB LT EB TT NB LT NB RT

EB RT SB RT

47
 WB TT NB TT

WB LT WB RT SB LT SB TT

PHASE 1 PHASE 2 PHASE PHASE 4

148 408 218 273

185 32

572 600

208 260 26 70

4.11 Traffic Study Analysis

The traffic study involved in the study aided the determination of the vehicular flow pattern of

vehicles inward and outward the Monday market Intersection. Table 4.2 shows the allowable

directional traffic volume based on the four cardinal directional entry and exit legs of the

intersection. These legs include Babban layi approach, Post Office approach, Magaram approach

and Gwange approach.

48
Table 4.11 Allowable directions of traffic flow of the studied area

Direction Traffic Volume (Pcu/hr)

TT- Through RT- Right Turn LT- Left Turn

Traffic

Ahmadu bello (WB) Allowable Allowable Allowable

Mogaram Allowable Allowable Allowable

Ahmadu bello (EB) Allowable Allowable Allowable

Shehu Sanda Kura Allowable Allowable Allowable

49
 CHAPTER FIVE

CONCLUSION AND RECOMMENDATION

5.1 Conclusion

The study designed a 4-phase traffic signalization for EL-KANEMY intersection in Maiduguri,

Nigeria. The 4-phase signalization allots cycle minimum to be equal 31secs, and the cycle

optimum to be 34secs and the total time taking for the complete cycle at each lane will be

51secs.

At the intersection’s peak hour which is the hour with the highest traffic flow, it will take

approximately 51secs for all vehicles in the intersection to be successfully passed, thereby

avoiding a jam.

Despite the extensive use of manual count data in the traffic census and assessment, the impacts

of manual count errors on the assessment results will be most significant if the accuracy of the

loop is just at the verge of the contractual assessment requirements.

5.2 Recommendations

The following recommendations are hereby suggested:

 Vehicle actuated mode of traffic light using video sensors, is be recommended as the

result obtained is strictly for its most traffic flow volume (Peak hour) which will cause

unnecessary delay at hours outside the peak hours.

 For future traffic count on the road, the use of automatic Vehicle Detection Technology

e.g. inductance loop detector (ILD) for the counting is recommended as the manual method is

really stressful and not too accurate.

50
 REFERENCES

Adekunle, J. A. a. T., I. Atomode. (2011). Traffic Congestion at Road Intersections in Ilorin,

Nigeria. Australian Journal of Basic and Applied Sciences, 1439-1448, 2011 ISSN 1991-

8178.

Adenle, J. A. (1981). Factors militating against free flow of Traffic in Metropolitan Lagos.

Transportation in Nigerian National Development. Ibadan: NISER(In Onakomaiya, S.O.

and Ekanem, N.F. (Eds). ).

Aderamo, A. J. (2000). Spatial Pattern of Intra-urban Trips in Ilorin, Nigeria. Geo-Studies forum,

1(1&2).

Chandrasekhar.M, S. C., Chakradhar.B, phaneendra kumar.p, sasanka.c,. (2013). Traffic Control

Using Digital Image Processing. International Journal of Advanced Electrical and

Electronics Engineering, May, Vol.2(ISSN 2278-8948).

Fred and Washburn. (2013). Principles of Highway Engineering And Traffic Analysis (J. Welter

Ed. 5th Edition ed.). United States of America: John Wiley & Sons, Inc.

Galtina, M. (1999). Disaggregate Trip Pattern in Maiduguri. Unpublished Ph.D. Thesis,

Department of Geography, University of Ilorin.

Hagget, P. (1972). Geography: A modern synthesis. New York: Harper and Row

Hao, D., Xingguo, X., & Xuan, Z. (2014). Design and Implementation of a Real-time Traffic

Light Control System Based on FPGA. ASEE 2014 Zone I Conference USA, University

of Bridgeport, Bridgpeort, CT.

H. S. Goliya&Nitin Kumar Jain (2012) “Synchronization of Traffic Signals, A Case Study –

Eastern Ring Road, Indore ISSN: 2231 –5721, Volume-1, Issue-2, 2012

51
Ishant Sharma and Dr. Pardeep K. Gupta. (2015). Study of automatic traffic signal system for

chandigarh. international journal of engineering sciences & research Technology,

July(ISSN: 2277-9655).

Jayesh and Chauhan. (2014). A Critical Appraisal on Traffic Signal Timing Optimization

Techniques Recently Used Worldwide International Journal of Futuristic Trends in

Engineering and Technology Vol. 1 (06)( International Journal of Futuristic Trends in

Engineering and Technology ).

MoruguSrujan Kumar1, BhaskerValkati and Dr.R. Srinivasa Kumar (2015) “Two Way Signal

Coordination by Using Simple Progressive System for Three-Signalized Intersections.” ISSN

(Print): 2328-3491, ISSN (Online): 2328-3580, ISSN (CD-ROM): 2328-3629

N. Naveen Kumar(feb-2016) “Traffic Management Of An Urban Road By Designing

Coordinated Traffic Signal System.” eISSN: 2319-1163 | pISSN: 2321-7308 ,Volume: 05

Issue: 02

Nithya Swaminathan, N. R., Senthurkumar Duraisamy, Gunasekaran Karuppanan. (2014).

Design of vehicle actuated signal using simulation. July Vol. 7, 635-641.

Nystuen, J. D. a. M. F. D. (1961). A graph theory interpretation of nodal regions. Papers and

Proceedings Regional Science, 7: 29-42.

Ogunsanya, A. A. (1982). Spatial pattern of Urban Freight Transport in Lagos Metropolis.

Transportation Research,, 16A (4).

Okoko, E. (2008). The Spatial Pattern of Urban Goods Movement in Akure, Nigeria. Pakistan

Journal of Social Sciences, 5(3), 226-234

52
Qing, F., & Jun, Y A. , . (2015). Design and Implementation of Traffic Lights Control System

Based on FPG. International Conference on Chemical, Material and Food Engineering,

(CMFE-2015), 822-825.

Ravi Arora1, Dr P.K. Gupta (MAY 2015) “Design & Coordination of Traffic Signals of Two

Adjacent Roundabouts of Chandigarh.” ISSN: 2231-5381, Volume 23 Number 8- May 2015

Salter, R. J. (1996). Highway Traffic Analysis and Design. London Macmillan.

Smith, R. H. T. (1970). Concepts and Methods in Commodity Flow Analysis. Economic

Geography,, 46: 404-416.

Thomson, I. a. A., Bull. (2001). La congestión de tránsito urbano: causas y consecuencias

económicas y sociales. Recursos naturales e infraestructura series, No. 25 (LC/L.1560-

P), Santiago, Chile, Economic Commission for Latin America and the Caribbean

(ECLAC), June(United Nations publication).

Ullman, E. L., . . (1956). The Role of Transportation and the Basis for Spatial Interaction. In

Thomas WL (ed.). Man’s Role in Changing the Face of the Earth. Chicago: University of

Chicago Press

Webster. (Ed.) (1961) Webster's Third New International Dictionary Cambridge: Riverside

Press.

53