CHAPTER 1

INTRODUCTION

Traffic congestion is a pressing issue in urban cities worldwide, significantly impacting

transportation efficiency, environmental sustainability, and resident’s quality of life. Dhaka, the
capital city of Bangladesh, is no exception. The city’s rapid population growth, driven by residents,
workers, and migrants, has placed immense pressure on its already strained traffic systems.
Addressing this challenge is vital to ensure smooth mobility and sustainable urban development.
Signalized intersections, particularly in commercial and high-density areas, play a crucial role in
managing traffic flow and mitigating congestion. However, these intersections often represent the
most complex and congested points within any road network, as they coordinate the movement of
vehicles from multiple directions, all sharing limited space within a short time frame. Pedestrian
traffic, particularly in areas with significant footfall, further complicates these dynamics.
Intersections that connect multiple roads and lanes, particularly in bustling areas like Gulshan 2,
where a high concentration of corporate offices, commercial businesses, markets, and upscale
residential areas converge, are particularly prone to congestion.

Gulshan 2, a prominent commercial and residential hub in Dhaka, exemplifies these challenges.
This area is home to corporate offices, upscale markets, and affluent residential spaces, resulting
in high traffic volumes and complex dynamics at its central four-legged intersection. The
intersection experiences significant congestion as vehicles, pedestrians, and cyclists competes for
limited road space, underscoring the need for an optimized traffic signal control system.

The primary objective of this study is to analyze the traffic flow at the Gulshan 2 intersection and
propose an efficient signal control method to alleviate delays and enhance the overall efficiency
of the traffic network. The study involves a comprehensive collection of critical traffic parameters,
including traffic volume, signal phasing, and timing, to evaluate the current control system. This
data will be used to simulate and compare the existing system with two alternative signal control
methods: fixed-time signal control and actuated signal control.
PTV Vissim, an advanced traffic simulation software, will be employed to model the intersection
under different scenarios. Key performance indicators, such as queue delay, travel time, queue
length, and overall efficiency, will be analyzed to determine the effectiveness of each method. The
simulation results will provide valuable insights into the strengths and limitations of each approach,
guiding the selection of the most suitable traffic signal control system for Gulshan 2.

This research aims to contribute to sustainable traffic management strategies in Dhaka by

addressing the specific challenges of high-traffic areas like Gulshan 2. Moreover, the findings will
have broader implications for similar urban settings, paving the way for improved mobility,
reduced congestion, and enhanced quality of life for city residents.

1.1 BACKGROUND

Dhaka faces severe traffic challenges due to rapid urbanization. Gulshan 2, a key intersection
surrounded by commercial and residential areas, suffers from heavy congestion and inefficiencies
in its signal control system. This leads to delays, long queues, and increased emissions. Optimizing
traffic management at Gulshan 2 is critical to reducing congestion and serving as a model for
similar urban challenges in Dhaka.

Figure 1.1: Gulshan-2 Intersection

The aerial view of the intersection is shown in Figure 1.1. This intersection is in centrum area and
has a continuous flow of heavy traffic with a large number of private and public transport. The
roads linked to the intersection are named Kakoli, DOHS, Gulshan 1 and Notunbazar. The heavy
traffic at the intersection is mainly due to the regular flow of private cars, non-motorized vehicle.
Before constructing the model, the complex intersections in Gulshan 2 were visited. During the
visit, observed the site’s characteristics.

1.2 AIM AND OBJECTIVES

The Gulshan-2 intersection in Dhaka city presents significant challenges due to its complex
network, high traffic volumes, and conflicting movements. The primary aims and objectives of
this study are:

• To evaluate the current traffic signal control system at the Gulshan-2 (Kakoli, Banani DOHS,
Gulshan 1 and Notunbazar) intersection.
• To analyze the challenges and inefficiencies arising from the existing signal controller.
• To simulate various signal control strategies using PTV Vissim.
• To propose an optimized signal control solution to enhance the intersection's capacity and
efficiency.

1.3 THESIS OVERVIEW

To accomplish the primary objective of this thesis, the study is organized into eight distinct
chapters. The structure of this thesis is as follows:

1. Introduction: Outlines the study's background, objectives, and importance, along with a clear
definition of the research problem.
2. Literature Review: Reviews relevant research and theoretical concepts related to traffic signal
control and intersection management, identifying gaps that this study aims to address.
3. Methodology: Explains the research design, data collection methods, and simulation processes,
highlighting the use of PTV Vissim to model various traffic scenarios.
4. Data Analysis: Discusses the outcomes of the investigation, identifying key issues at the
intersection and assessing the effectiveness of different signal control approaches.
5. Simulation: This chapter provides a comprehensive overview of the simulation process
conducted using PTV Vissim. It details the network modeling, model calibration, and the
integration of adaptive traffic signal control through Vehicle Actuated Programming (VAP).
The analysis highlights key performance metrics, findings, and their significance for effective
traffic management.
6. Result and Discussion: Analyzes the findings in relation to prior studies and evaluates their
implications for improving traffic management.
7. Conclusion: Summarizes the study’s contributions, proposes practical signal control
enhancements, and offers recommendations for further research.
8. Scope: Defines the boundaries of the study, outlining its limitations and potential areas for
expansion in future research or applications.
 CHAPTER 3

METHODOLOGY

3.1 INTRODUCTION

This chapter details the methodologies adopted to accomplish the objectives of this thesis. The
primary focus is on developing a simulation model for a signalized intersection and implementing
a traffic signal control system for a complex intersection in Gulshan-2. The methodology
encompasses the data collection process, the development of a simulation model using PTV
Vissim, and the design of fixed-time traffic signal controls tailored to the intersection's
requirements.

3.2 DATA COLLECTION

A detailed dataset was systematically collected at the four-leg Gulshan 2 Circle intersection in
Dhaka, encompassing primary approaches and departures: Gulshan 2 to Kakoli, Gulshan 2 to
Gulshan 1, Gulshan 2 to Notunbazar, Gulshan 2 to DOHS, and their corresponding return flows.

The data acquisition was conducted on a weekday, during a one-hour period of peak traffic from
11:00 AM to 12:00 PM. Key parameters recorded included traffic volume, vehicle composition,
spot speed, travel time, signal timing, and the geometric layout of the intersection. The primary
objective of the study was to analyze the intersection’s operational behavior, encompassing traffic
flow patterns and interaction dynamics. This dataset offers critical insights into the complexities
of non-lane-based mixed traffic operations, providing a comprehensive foundation for evaluating
traffic performance and formulating strategies for operational improvements.

There are some major criteria which has been followed for choosing the data collection point:

Selecting appropriate data collection points is crucial for accurately analyzing traffic performance
at an intersection. These points must effectively capture the interaction between traffic flow and
human activities to ensure reliable and meaningful data. The following criteria are fundamental to
the selection process:
1. Traffic Flow Representation
Data collection points should be strategically chosen to capture traffic flow across each
approach and departure leg of the intersection. This ensures that all directions of traffic, both
entry and exit, are effectively covered, with a particular focus on high-volume and critical
routes.
2. Safety and Accessibility
Ensuring the safety of both data collectors and road users is paramount. Data collection points
must be located in areas that allow safe and easy installation of equipment. These points should
minimize disruptions to traffic flow and ensure the safety of personnel involved in the data
collection process.
3. Visibility and Coverage
The selected points must provide clear visibility of vehicle movements, speeds, and
classifications, ensuring that the data collected is accurate and unobstructed by physical
barriers.
4. Traffic Characteristics and Congestion Levels
The points should be selected to capture traffic behavior in areas with varying traffic conditions,
particularly where congestion is more likely. These points should cover both peak and off-peak
periods to provide a complete picture of traffic flow.
5. Intersection Geometry and Operational Complexity
The geometry and layout of the intersection should guide the selection of data collection points.
Key areas with high traffic volumes, complex movements, or conflicts (e.g., turning lanes,
pedestrian crossings, or signal-controlled areas) should be prioritized for data collection.
6. Consistency and Replicability
Data collection points must be consistent and replicable across multiple days and times to
ensure reliable and comparable data. This is especially important for assessing variations in
traffic patterns during different periods of the day or week.
7. Representative Sampling of Traffic Types
The data collection points must capture a representative sample of all vehicle types, including
cars, buses, motorcycles, trucks, and non-motorized vehicles, to provide a comprehensive view
of traffic conditions at the intersection.
By considering these criteria, data collection points are chosen to ensure that the data is both
accurate and comprehensive, allowing for effective analysis and the development of targeted
traffic management strategies.

A comprehensive dataset was collected at a four-leg intersection in Gulshan 2, Dhaka. This

intersection connects to Kakoli, Gulshan 1, Notunbazar, and DOHS. The data, gathered on a
weekday, over an hour during peak traffic (11:00 AM - 12:00 PM), included traffic volume, vehicle
composition, speed profiles, signal timing, and the intersection's geometric configuration. This
data provides insights into the complex traffic dynamics of non-lane-based mixed traffic
conditions. Figure 3.1 represents the map of the study area.

Map of study area picture add

3.3 TYPES OF VEHICLES OBSERVED

Motorized Vehicle

1. Car

2.Bus

3.Motorcycle

4.Pickup Truck

5.Micro bus

6.CNG

7.Covered Van

Non-Motorized Vehicle

1.Rickshaw

2.bicycle.

3.4 MODELLING PTV VISSIM

PTV Vissim is a sophisticated traffic simulation software capable of accurately modeling and
replicating intricate traffic scenarios. By simulating the dynamic interactions of various road users,
this powerful tool enables a comprehensive evaluation of traffic system efficiency and
performance under diverse conditions.

Figure 3.7 shows the window for the intersection in Vissim software

Model r fig add.

The steps involved in creating the Vissim model are explained below.

3.4.1 LINK

The initial phase of Vissim model development entailed the creation of links representing
individual roadway segments, each potentially comprising multiple lanes. The configuration and
properties of these links are visually depicted in Figure 3.

Link properties ss add.

Table: The lane numbers in each direction of roads

Kakoli Gulshan1 Notunbazar DOHS

Lanes

3.4.2 CONNECTOR

Connectors were employed to link disparate roadway segments within the intersection. Figure 3
illustrates the properties of these connectors, showcasing a three-lane link on the (location name)
road. The link behavior type was defined as "urban (motorized)," while the display type was
designated as (ja name boshabo), aligning with the specific characteristics of the (ki to ki)
intersection. A range of options exists for both behavior and display types, with other potential
link behavior types encompassing "Right-side rule (motorized)", "footpath," and "cycle track,"
which can be selected based on the unique attributes of the site.

The connector tab allows for the creation of connections between individual roadway segments.
Additionally, the software provides the capability to create curved and smooth connectors through
the use of splines.
 SS PROPERTIES OF CONNECTOR

3.4.3 VEHICLE INPUT AND COMPOSITION

To accurately replicate real-world traffic conditions, vehicle volume data was integrated into the
Vissim model. A diverse range of vehicle types, including cars, buses, heavy vehicles, and non-
motorized vehicles, were assigned to the model. For tram lines with multiple directions within a
single link, static vehicle routes were defined.

Add ss of vehicle inputs or volume by interval.

3.4.4 CONFLICT AREA DEFINITION

To ensure smooth traffic flow and prevent congestion, conflict areas, representing intersections or
merging points within the network, were identified and configured. Four primary approaches were
employed to define these conflict areas: passive, "2 waits for 1," "1 waits for 2," and undetermined.
These configurations dictate the behavior of vehicles at these points, thereby influencing the
overall traffic flow and simulation results. (Chepuri et al., 2018)

3.5 VEHICLE ACTUATED PROGRAMMING (VAP) IN PTV VISSIM

Vehicle Actuated Programming (VAP) is a sophisticated functionality within the PTV Vissim
traffic simulation software. It enables the design and simulation of adaptive traffic signal control
strategies by leveraging vehicle detection data. This capability allows for real-time adjustments to
signal timings, enhancing both the realism and adaptability of traffic simulations.

Key Components of VAP

1. VAP Logic File (*.vap)

a. Developed using the VisVAP tool, this file serves as the foundational logic for the signal
controller.
b. A visual flowchart interface is utilized to represent and implement intricate control strategies
effectively.
c. It contains essential commands for managing signal groups, signal stages, and vehicle
detectors.
2. Interstage Definition File (*.pua)
a. This manually created file defines critical signal parameters, including:
i. Signal group configurations
ii. Intergreen timings
iii. Signal stage sequences
iv. Interstage durations
b. Once completed, the file is integrated into the Vissim model, ensuring precise alignment with
simulation requirements.

VAP Workflow in Vissim

1. Development of VAP Logic and Interstage Definition

The desired signal control logic is formulated using VisVAP, while the interstage definition
file is manually drafted to specify detailed signal parameters.
2. Importation into Vissim
The VAP logic file (.vap) and the interstage definition file (.pua) are imported into the Vissim
simulation model.
3. Signal Controller Configuration
The imported files are configured within Vissim's signal control settings, establishing the
foundation for adaptive traffic control.
The signal controller window in Vissim is as shown in Figure
4. Simulation Execution
During the simulation process, Vissim dynamically applies the VAP logic to adjust signal
timings in response to real-time traffic conditions. This ensures efficient and adaptive traffic
signal control.

This structured approach facilitates the implementation of advanced traffic signal management
strategies, significantly enhancing the precision and utility of traffic simulation models.
3.6 Key Parameters for Fixed Signal Timing Design

Figure 1. Traditional four-leg at-grade intersection model and its signal phase diagram: (a) Four-
leg at-grade intersection model. (b) Intersection signal control phases. TSC: traffic signal
controller (Electronics, 2019)

Signal timing design is guided by essential parameters, including headway, saturation flow rate,
lost time, and effective times (Jiaming, 2022). Each of these parameters is discussed below.

Headway

Headway refers to the time, measured in seconds, between two consecutive vehicles passing a
particular point. It is a critical factor for determining signal timing requirements (Urbanik et al.,
2015).
Saturation Headway

Saturation headway is defined as the average time interval between vehicles in a queue, starting
from the fourth vehicle until the last vehicle in the initial queue clears the intersection (FHWA,
2008).

Saturation Flow Rate

The saturation flow rate represents the maximum number of vehicles that can pass through a lane
or group of lanes at an intersection in an hour if the green signal is continuously displayed. This
parameter is calculated using the formula:

s=3600hs = \frac{3600}{h}

Where:

• ss = Saturation flow rate in vehicles per hour

• hh = Saturation headway in seconds per vehicle
• 3600 = Number of seconds in one hour

The Highway Capacity Manual (2010) suggests a maximum saturation flow rate of 1900
passenger cars per hour per lane if field data is unavailable.

Lost Time and Effective Times

Lost time refers to the duration during a signal cycle when the intersection is not effectively used
for traffic movement. This includes start-up lost time and clearance lost time (Jiaming, 2022).

Total lost time=Start-up lost time+Clearance lost time\text{Total lost time} = \text{Start-up lost
time} + \text{Clearance lost time}
Start-Up Lost Time

Start-up lost time (tslt_{sl}) occurs at the beginning of the green signal phase, before traffic starts
moving efficiently. The sum of the headways for the first three vehicles defines this value, which
typically ranges from 2 to 5 seconds in practical scenarios (Jiaming, 2022).

Clearance Lost Time

Clearance lost time (tclt_{cl}) represents the time during which the intersection remains unused
after vehicles have cleared it (FHWA, 2008).

Effective Green Time

Effective green time (gg) is the period available for traffic movement during a green signal phase.
It is determined using the equation:

g=G+Y+AR−tLg = G + Y + AR - t_L

Where:

• GG = Displayed green time in seconds

• YY = Displayed yellow time in seconds
• ARAR = Displayed all-red time in seconds
• tLt_L = Total lost time in seconds

Effective Red Time

Effective red time (rr) is the duration of a red signal phase, adjusted for total lost time. It is
calculated as follows:

r=R+tLr = R + t_L

Where:

• RR = Displayed red time in seconds

• tLt_L = Total lost time in seconds

Capacity

Capacity (cc) refers to the maximum volume of traffic that can traverse an intersection. It is
calculated using the formula:

c=s×gCc = s \times \frac{g}{C}

Where:

• cc = Capacity in vehicles per hour

• ss = Saturation flow rate in vehicles per hour
• gg = Effective green time in seconds
• CC = Cycle length in seconds

Cycle Length

The cycle length (CC) is the total time required to complete one full cycle of signal changes at the
intersection. It is expressed as:

r+g=Cr + g = C

This systematic approach to signal timing ensures the effective management of traffic flow and
enhances the overall efficiency of intersection operations.

3.7 TRAFFIC SIGNAL TIMING STRATEGIES FOR FIXED-TIME INTERSECTIONS

Signal Phasing

The signal phasing plan outlines the sequence of signal indications (green, yellow, and red) for
various traffic movements at the intersection. This sequence is designed to optimize traffic flow
and ensure safety. Each phase is assigned to specific movements or groups of movements. Green
phases allow vehicles to proceed, yellow phases indicate an upcoming change, and red phases
require vehicles to stop. The duration of each phase is carefully calculated to maximize traffic flow
and minimize delays.

Defining Analysis Lane Groups

Lane groups are clusters of lanes that accommodate specific traffic movements. In this scenario,
where no lanes are shared between different movements, each lane group corresponds to a single
movement. This simplifies the analysis process, as each lane group can be evaluated independently.

Calculating Analysis Flow Rates and Adjusted Saturation Flow Rates

To accurately design signal timings, the hourly traffic volume is adjusted to reflect the peak 15-
minute traffic flow. This adjustment ensures that the signal timings are optimized for periods of
peak traffic demand. The adjusted flow rate is then used to calculate the saturation flow rate, which
represents the maximum number of vehicles that can pass through a lane or lane group under ideal
conditions. By considering peak traffic demand, the signal timings can be effectively designed to
handle high traffic volumes and reduce congestion.

3.8 MODELING AND SIMULATION OF TRAFFIC FLOW

The next step involved simulating traffic flow using Vissim. A continuous simulation approach
was adopted to accurately represent the dynamic nature of traffic.

The simulation results were analyzed to evaluate three key performance metrics:

1. Vehicle Travel Time: This metric measures the average time taken by vehicles to traverse the
intersection.
2. Queue Length: Both the maximum and average queue lengths were measured to assess the
severity of congestion.
3. Queue Delay: The total time vehicles spent waiting in queues was calculated to evaluate the
efficiency of the intersection.

Queue counters within the Vissim model were employed to estimate queue lengths and delays,
providing valuable insights into the traffic performance and operational effectiveness of the
intersection.