© 2024 JETIR June 2024, Volume 11, Issue 6 www.jetir.

org (ISSN-2349-5162)

Optimizing traffic signal using VISSIM software at

signalized intersection
Smita Pataskar*, Aditya Koulaskar, Saniya Pathan Vaibhavi Waghmare, Pratik Solas
*Assistant Professor, Civil Department, D.Y.P.C.O.E, Akurdi, Pune, India Students,
Civil Department, D.Y.P.C.O.E, Akurdi, Pune, India

ABSTRACT
In the modern landscape, the amalgamation of Urbanization and Industrialization has triggered a notable surge in traffic congestion,
wielding significant influence over a nation's developmental trajectory. This burgeoning challenge is particularly pronounced in
developing nations, where a diverse array of vehicles, each characterized by distinct attributes, shares the same thoroughfares. This
diversity engenders a complex mix that complicates the optimization of transportation systems. The exponential growth in vehicular
traffic has ushered in a multitude of predicaments, spanning diminished average speeds, extended travel durations, pervasive delays,
and amplified safety concerns, particularly within urban hubs. Addressing this pressing issue necessitates the deployment of advanced
methodologies, with the "Traffic Micro-Simulation Model" emerging as an indispensable solution capable of dissecting intricate traffic
models that surpass the confines of traditional analytical or numerical treatments. This study centres on empirically assessing real-
time traffic scenarios across one distinct intersection. Harnessing the computational prowess of Vissim Software, the paper aims to
simulate these traffic conditions, meticulously fine-tuning signal timings to effectively mitigate conflicts and streamline the flow of
vehicles. The signal time is optimized to present minimal queue length of vehicle at the intersection.

Keyword: - VISSIM Software, Simulation, Optimization, Queue Length

1. INTRODUCTION

Traffic simulation, a core aspect of traffic engineering and transportation planning, involves mathematically modelling transportation
systems. This encompasses a wide array of systems, from freeway junctions to downtown grid structures, utilizing computer software.
Its primary aim is to assist in the efficient planning, design, and operation of transportation networks. This discipline holds significant
importance in today's landscape, with numerous national and local transportation agencies, academic institutions, and consulting firms
leveraging simulation techniques to manage transportation systems effectively.

The utilization of simulation within transportation is crucial for several reasons. It enables the conduct of experimental studies and
facilitates a detailed analysis that might not be feasible through traditional analytical or numerical approaches. Additionally, it offers
visually engaging representations of both current and future scenarios, thereby aiding in better decision-making processes. A key
advantage lies in its ability to accurately portray the dynamic nature of traffic, encompassing continuous flow and varying traffic
volumes, in a stochastic manner. These models not only save time and costs but also demonstrate higher accuracy compared to classical
methods.

Furthermore, traffic simulation plays a pivotal role in examining both signalized and un-signalized intersections. To comprehend
simulation thoroughly, understanding the concept of system state is fundamental. This refers to a collection of variables containing
sufficient information to describe the system's evolution over time.

2. METHODOLOGY

The methodology consists of an organized process with multiple important stages:

1. Site Selection: This phase entails establishing the standards and limitations necessary for assessing the site. Considerations include
infrastructural availability, demographic data, geographic factors, accessibility, and regulatory considerations. Potential locations are
evaluated in accordance with these standards using tools such as Google Earth, combining remote sensing methods and field surveys
to provide comprehensive data.

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2. Literature Evaluation: A thorough analysis of previous research, academic papers, and pertinent literature is done. This step
guarantees a comprehensive comprehension of previous research, pinpoints knowledge gaps, and guides the direction of the
technique.
3. Data Gathering from Traffic Surveys: In this stage, empirical data is gathered using traffic surveys. Information on traffic
volume, patterns, and behaviour at places can be gathered using a variety of techniques, including manual counts, automatic counters,
or video-based surveys.
4. Modelling and Analysis using VISSIM: VISSIM software is used to model and analyse the collected data. With the help of this
traffic microsimulation program, virtual models that mimic actual traffic situations can be created. VISSIM is used to study and
optimize parameters including traffic flow dynamics, lane designs, and signal timings.
5. Outcomes: The conclusions drawn from the modelling and analysis stage are closely examined and explained. These findings
include information about traffic behaviour, patterns of congestion.

3.SITE SELECTION

The site selected is having signalised intersection at a busy square named “BHONDVE CORNER” in Akurdi, Pune, Maharashtra
State, India

Figure 1: Maharashtra
Figure 2: Pune Figure 3: Site location

3.TRAFFIC SURVEY
Visual based traffic counting was done for 3 days consecutively this strategy provides a scalable and effective way to manage and
monitor traffic. Manual vehicle counting is the process of having human observers count and note how many cars pass through a
specific location over a predetermined amount of time. When automated systems are unavailable or to verify data obtained from
automated systems, this conventional approach is frequently employed.

Figure 4: Site Location (BHONDVE CORNER)

Table - 1: Vehicle Count at Peak hour.

Time From D.Y Patil Road From Sant Tukaram From Walhekarwadi From Ravet
(A) Bridge (C) (D)
(B)
7 pm to B C D A C D A B D A B C
8 pm 1764 184 232 1992 436 372 160 456 288 128 384 364

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3.1 Vehicle Composition

The observed vehicle count was converted into PCU using IRC SP 106:1990 and is represented as given in table 2.

Table - 2: Vehicle Composition

Vehicle class Relative Flow

Two Wheelers 61.12%
Cars 32.56%
HMV 2.15%
LMV 4.17%

3.2 Route determination from relative flow:

Relative flow is the distribution of traffic clow in various directions at the intersections. For determining the percent of
flow from one end to another, the ratio of directional flow to total traffic is taken which is represented as given in table
3.

Table - 3: Route determination from relative flow

D.Y Patil Collage Walhekarwadi Road Sant Tukaram Maharaj Ravet Village
Road (B) Bridge Road Road 3.3
(A) (C) (D) Existing
B C D A C D A B D A B C Signal
Timings at
0.084 0.809 0.106 0.177 0.504 0.318 0.716 0.155 0.132 0.145 .41 0.43
intersection:
The existing signal times for each direction is noted as given in the table 4. This input is given for determining queue
length at peak hours in the

Table – 4: Existing Signal Timing

Direction of vehicular flow Signal time Signal cycle (sec) Queue length
(sec) (m)
D.Y Patil Road 45 140 119
Walhekarwadi Road 25 140 55
Sant Tukaram bridge 45 140 100
Ravet Village Road 25 140 60

4. SOFTWARE MODELING
For Determination of Site Location VISSIM uses GOOGLE MAPS and BING Maps. For Student Version Site location is restricted to
1 km X 1 km
Road network: For construction of road network links and connectors are the primary tools in VISSIM. links are referred to long
continue lines used for replicating roads in network were as connectors are used to join to links and provide a smooth turn with
Constanta radius as present in practical life

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Figure 5: Road network and Vehicle Inputs

4.2 Signal Controller
A signal controller in PTV VISSIM is used to operate traffic signals at intersections and other points of control in the simulation
network. Add signal heads in intersection and create new signal controller from menu bar and define signal timing configuration
assign the program to the controller and link and test the results of queue length and corresponding adjust the controller programming
according to desired results. For determining optimal queue length, following three alternatives were considered:
1. Trial 1 - Cycle time: 140 sec
2. Trial 2 - Cycle time: 120 sec
3. Trial 3 - Cycle time: 145 sec
(1) Assign a signal timing of 140 sec +12 sec for amber light. assign red signal time for signal group 1 i.e. DYP (A)
(2) Then give green signal time and then Amber light time i.e. 3 seconds and then continue their process for remaining signal
programmer at last signal programmer
(3) The total signal cycle time of 152 seconds is given for making signal controller perfectly programmed. Refer Fig. 6.

Figure 6: Signal Controller Programming

(4) The signal controller programming is distributed for all the signals as per relative flow in each direction which is mentioned
in table 5.

Table - 5: Signal Controller programming for 140 sec signal cycle.

Signal Programmer Red Signal Time Green Signal Time Amber Signal Time
DYP 0 50 3
Walhekarwadi wadi 53 73 3
Sant Tukaram 76 126 3
Maharaj Bridge
5. Ravet Village Road 129 149 3

RESULT
5.1 Trial and Error Method
Using trial and error method 3 trials were conducted as given in table 6 with different signal timing and different signal
cycle. From simulation here we can clearly observe the difference in queue length from Figure 7

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Table – 6: Queue length obtained from trial methods.

Trial 1 Trial 2 Trial 3

Signal Queue Signal Queue Signal Queue

Time length Time length Time length
D.Y Patil Road 50 103 40 117 47 120

Walhekarwadi 20 51 20 57 25 56
Road
Sant Tukaram bridge Road 50 98 40 100 48 100

Ravet Village Road 20 70 20 65 25 64

Signal cycle 140 sec 120 sec 145 sec

6. DISCUSSION
From above three trials to for determination of optimum result arithmetic mean method is used.
Arithmetic mean of queue length for existing signal timing after simulation is

119+55+100+60
∑E =
4

= 83.5 m
Similarly, queue lengths for the three trials are obtained by running the simulation for 4000
seconds. These are mentioned in the table 7.
Table - 7: Arithmetic means of queue lengths
Arithmetic mean
Trial 1 80.5
Trial 2 84.75
Trial 3 85

From above table 7, it is concluded that trial 1 is most effective and can reduce queue length by %. Hence,
signal timing of trial 1 are most effective. Below graph shows the reduced queue length from proposed new
signal timings.

COMPARISION OF QUEUE LENGTH OF

EXISTING AND PROPOSED TIMINGS
Existing timing Proposed timing
119

103

100

98

70
60
55

51

D.Y PATIL ROAD WALHEKARWADI SANT TUKARAM RAVET VILLAGE ROAD

ROAD BRIDGE ROAD

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7. CONCLUSION
Traditional signal timing provided causes conflicts and unnecessarily long queues. Providing a signalized
intersection on the roundabout and optimizing signal timing removes the conflict and shortens the queues.
Therefore, adding signals at the roundabout and using optimized signal timings are very helpful to society and
environment.
From three conducted trials we can clearly observe that results for trial 1 had successfully reduced queue length
of three vehicle inputs and proposed signal time is given below in table 5.

Table – 5: Proposed signal Timing and its queue length.

Proposed signal timing Reduced Queue length

D.Y Patil Road 50 103
Walhekarwadi Road 20 51
Sant Tukaram bridge Road 50 98
Ravet Village Road 20 70

7. REFERENCES

1. 1.Traffic Congestion in Mundhwa Chowk Pune : Causes and Solutions Asst. Prof. Uday kakde1,
Tarachand Shegar2, Vidnyan walawalkar3, Omkar batwal4, Vipul jagtap5
2. Jana Fabianova*, Peter Michalik, Jaroslava Janekova, and Michal Fabian Design and evaluation of a new
intersection model to minimize congestions using VISSIM software
3. A Case Study: Simulation Traffic Model as a Tool to Assess One-Way vs. Two-Way Traffic on Urban
Roads around the City Centre Peter Bindzar 1,* , Janka Saderova 1 and Magdalena Tutak 3
4. VISSIM-based Simulation Analysis on Road Network of CBD in Beijing, China Dong LIN, Xiaokuan
YANG, Chao GAO* Transportation Research Center, Beijing University of Technology, NO.100
Pingleyuan, Chaoyang District, Beijing, 100124, China
5. VISSIM simulation-based analysis for improving traffic conditions in Bandung Indonesia Eko Wahyu
Utomo 1,2, Fadillah Ramadhan*,3, Arif Imran3
6. Analysis of congestion cost at signalized intersection using Vissim 9 (Case study at Demak Ijo
Intersection, Sleman)
7. VISSIM simulation-based analysis for improving traffic conditions in Bandung Indonesia Eko Wahyu
Utomo 1,2, Fadillah Ramadhan*,3, Arif Imran3
8. Traffic Characteristics Evaluation and Traffic Management Measures: A Case study of Dharwad City
Devaraj Hanumappa1,*, Raviraj H. Mulangi2 and Nityanand S. Kudachimath3
9. VISSIM: A microscopic Simulation Tool to Evaluate Actuated Signal Control including Bus Priority

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