Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad

i
B.Sc. Thesis
“Case Study of Closely Spaced Intersections at the Junction of
Jinnah & 7th
Avenue, Blue area Islamabad”
Submitted By
M.ZUBAIR KHAN (UET/SCET-15F-CE-043)
HUZAIFA BARI (UET/SCET-15F-CE-009)
ABDUR-RAHEEM MUKHTAR (UET/SCET-15F-CE-083)
ASAD ULLAH (UET/SCET-15F-CE-089)
Supervisor
Engr.M. ZAFAR ALI SHAH
DEPARTMENT OF CIVIL ENGINEERING
FACULTY OF CIVIL ENGINEERING
SWEDISH COLLEGE OF ENGINEERING & TECHNOLOGY
WAH CANTT
August, 2019

ii
Case Study of Closely Spaced Intersections at the Junction of
Jinnah & 7th
Avenue, Blue area Islamabad
Authors
M.ZUBAIR KHAN (UET/SCET-15F-CE-043)
HUZAIFA BARI (UET/SCET-15F-CE-009)
ABDUR-RAHEEM MUKHTAR (UET/SCET-15F-CE-083)
ASAD ULLAH (UET/SCET-15F-CE-089)
A thesis submitted in partial fulfillment of the requirements for the degree
Of
Bachelor of Science
In
Civil Engineering
Supervisor
Engr. M. Zafar Ali Shah
________________ ________________
Supervisor Signature FYP Coordinator
__________________
HOD Civil
DEPARTMENT OF CIVIL ENGINEERING
SWEDISH COLLEGE OF ENGINEERING & TECHNOLOGY
WAH CANTT

iii
Declaration
We hereby certify that we are the sole author of this thesis and that neither any part
of this thesis nor the whole of the thesis has been submitted for a degree to any other
University or institution. We certify that, to the best of my knowledge, my thesis
doesn’t infringe upon anyone’s copyright nor violate any proprietary rights and that
any ideas, techniques, quotations, or any other material from the work of other people
include in our thesis, published or otherwise are fully acknowledged in accordance
with the standard referencing practices. Furthermore, to the extent that we have
include copyrighted material that surpasses the bounds of fair dealing within the
meaning of the copyright Act, we certify that I have obtained a written permission
from the copyright owner(s) to include such material(s) in my thesis and have
included copies of such copyright clearances.
I declare that this is a true copy of my thesis, including any final revisions, as
Approved my thesis by review committee.
_____________
M. Zubair Khan
_____________
HUZAIFA BARI
_____________
ABDUR-RAHEEM MUKHTAR
_____________
ASAD ULLAH

iv
Acknowledgement
First and foremost, all thanks and praises to ALLAH Almighty for the strength,
patience, knowledge and His blessings to complete this project. We would like
to express our sincere gratitude to our supervisor “Engr. Zafar Ali Shah” for giving
us the opportunity to work on this project.
Thanks to Muhammad Arif who gave us the permission of recording Traffic volume
from his property, without him it wouldn’t be possible to proceed our project.
Our deepest gratitude goes to our parents for their sincere prayers, good wishes
and support for successful completion our research.

v
Dedicated
To
OUR LOVING PARENTS AND INSTITUTE
WHO GAVE US INSPIRATION,
COURAGE,
MORAL AND FINANCIAL
SUPPORT FOR OUR STUDIES

vi
List of Acronyms
LOS Level of Service
ICU Intersection Capacity Utilization
PCUS Passenger Car Unit system
V/C Volume to Capacity Ratio
PHF Peak Hour Factor
EB East Bound
WB West Bound
SB South Bound
NB North Bound
HCM Highway Capacity Manual
ISD Intersection Signal Delay

vii
Table of Contents
Declaration....................................................................................................................iii
Acknowledgement ........................................................................................................ iv
List of Acronyms .............................................................................................................. vi
Table of Contents.............................................................................................................vii
List of Figures.................................................................................................................... x
List of Table...................................................................................................................... xi
ABSTRACT.................................................................................................................xii
CHAPTER# 1 ........................................................................................................................ 1
INTRODUCTION ................................................................................................................. 1
1.1 Background.............................................................................................................. 1
1.2 PROBLEM STATEMENT...................................................................................... 2
1.3 Study Scope ............................................................................................................. 2
1.4 Project Objectives .................................................................................................... 3
1.5 Organization of Reports........................................................................................... 3
Chapter# 2.............................................................................................................................. 5
LITERATURE REVIEW ...................................................................................................... 5
Overview........................................................................................................................ 5
2.1 Intersection............................................................................................................... 5
2.1.1 Types of Intersection......................................................................................... 5
2.1.2 General Guidelines For Adoptability Of Intersections ..................................... 7
2.2 Characteristics of Roads .......................................................................................... 8
2.2.1 Storage Length.................................................................................................. 8
2.2.2 Taper length ...................................................................................................... 8
2.3 Study Of Past Researches ........................................................................................ 9
2.4 Signal Coordination Projects ................................................................................. 11
2.4.1 Signal Coordination World Wide ................................................................... 11
i. Sydney Coordinated Adaptive Traffic System (SCATS): ........................... 11
ii. Tucson (Arizona): ........................................................................................ 12
iii. Philadelphia (Pennsylvania):.................................................................... 12
iv. Monroe Country (New York): ................................................................. 12
v. Montgomery Country (Maryland): .............................................................. 13
vi. ACTS ....................................................................................................... 13
2.4.2 Coordination Projects in Pakistan:.................................................................. 14
I. Signal Priority for Metro bus system:............................................................. 14
II. Integrated Traffic Management System for Murree Road: ........................... 14
2.5 Theory of Signal Coordination .............................................................................. 15

viii
2.5.1Basics Terminologies Of Signal Coordination ................................................ 15
2.6 Uncoordinated vs Coordinated Signals:................................................................ 21
2.7 Requirements for Signal Coordination: ................................................................ 22
I. Traffic Signal Spacing:.................................................................................... 22
II. Traffic Flow Characteristics:......................................................................... 22
III. Traffic Signal Cycle Lengths:...................................................................... 22
2.8 SYNCHRO: .......................................................................................................... 23
CHAPTER # 3 ..................................................................................................................... 24
Research Methodology .................................................................................................... 24
3.1 Introduction:........................................................................................................... 24
3.2 Methods Of Signal Coordination And Optimization ............................................. 24
3.2.1 Computer Simulation...................................................................................... 24
3.2.2 Graphical Solution .......................................................................................... 25
3.3 Research Methodology .......................................................................................... 26
3.3.1 Data Collection ............................................................................................... 26
3.3.2 Geometric Features......................................................................................... 26
a) No. Of Lanes And Lane Width.................................................................... 27
3.3.3 Signal Timings................................................................................................ 27
3.3.4 Traffic Volume................................................................................................ 27
a) Video Recording.............................................................................................. 28
b) Manual Counting............................................................................................. 28
c) Peak Hour Volumes......................................................................................... 28
d) Peak Hour Factor............................................................................................. 29
CHAPTER # 4 ..................................................................................................................... 39
Analysis and Results............................................................................................................ 39
4.1 Introduction............................................................................................................ 39
4.2 Analysis Methodology........................................................................................... 39
4.2.1 Adding Background Image ............................................................................. 39
4.2.2 Lane Window.................................................................................................. 40
4.2.3 Volume Window............................................................................................. 41
4.2.4 Timing Window.............................................................................................. 42
4.2.5 Simulation Settings ......................................................................................... 42
4.3 Results Of The Existing Condition........................................................................ 43
4.3.1 Intersection Capacity Utilization (ICU).......................................................... 43
4.3.2 Intersection Level Of Service And V/C Ratio ................................................ 45
CHAPTER # 5 ..................................................................................................................... 47

ix
Conclusion and Recommendations...................................................................................... 47
5.1 Conclusion ............................................................................................................. 47
5.2 Recommendations.................................................................................................. 48
5.2.1 Optimization ................................................................................................... 48
5.2.2 Signal Coordination ........................................................................................ 48
5.2.3 Intervention #1................................................................................................ 49
5.2.4 Intervention # 2............................................................................................... 50
5.2.5 Intervention#1 Results After Ten Years ......................................................... 51
5.2.6 Comparing Existing And Improved Condition............................................... 51
5.3 Recommendation for Improvement ....................................................................... 52
References........................................................................................................................ 53

x
List of Figures
Figure 1. 1 Study area............................................................................................................ 2
Figure 2.1 T-intersection........................................................................................................ 5
Figure 2.2 Four Leg Intersection ........................................................................................... 6
Figure 2.3 Multi-Leg Intersection.......................................................................................... 6
Figure 2.4 Roundabout........................................................................................................... 7
Figure 2.5 Storage Length...................................................................................................... 8
Figure 2.6 Tapper Length ...................................................................................................... 8
Figure 2.7 Split Length ........................................................................................................ 15
Figure 2.8 Control Delay ..................................................................................................... 19
Figure 2.9 Type A Weaving Segment.................................................................................. 20
Figure 2.10 Type B Weaving Segment................................................................................ 20
Figure 2.11 Type C Weaving Segment................................................................................ 20
Figure 2.12 Unsynchronized Signals Time Space Diagram ................................................ 21
Figure 2.13 Synchronized Signals Time Space Diagram..................................................... 22
Figure 3.1 Simulation Software ........................................................................................... 25
Figure 3.2 Signal Coordination Using Graphs..................................................................... 25
Figure 3.3 Flow Chart Of Research Methodology............................................................... 26
Figure 4.1 Scaling the Map.................................................................................................. 40
Figure 5.1 Geometry of Intersections After Applying Intervention#1 ................................ 50
Figure 5.2 Comparing Of Existing And Improved Condition ............................................. 52

xi
List of Table
Table 2.1 Signalized Intersection Level of Service (2010 HCM)........................................ 17
Table 2.2 LOS Analysis from ICU ...................................................................................... 17
Table 3.1 Geometric Features.............................................................................................. 27
Table 3.2 Volume Conversion Factor.................................................................................. 28
Table 3.3 Tally Sheet........................................................................................................... 28
Table 3.4 Peak Hour volume ............................................................................................... 28
Table 3.5 Input Worksheet For Kulsoom International Hospital Intersection, A (Morning)
............................................................................................................................................. 30
Table 3.6 Input Worksheet For Kulsoom International Hospital IntersectioA (Afternoon) 31
Table3.7 Input Worksheet For Kulsoom International Hospital Intersection, A(Evening). 32
Table 3.8 Input Worksheet For Kulsoom International Hospital Intersection, B (Morning)
............................................................................................................................................. 33
Table 3.9 Input Worksheet For Kulsoom International Hospital Intersection, B(Afternoon)
............................................................................................................................................. 34
Table3.10 Input Worksheet For Kulsoom International Hospital Intersection (Evening)... 35
Table 3.11 Input Worksheet For Kulsoom International Hospital Intersection, C(Morning)
............................................................................................................................................. 36
Table 3.12 Input Worksheet For Kulsoom International Hospital Intersection, C(Afternoon)
............................................................................................................................................. 37
Table 3.13 Input Worksheet For Kulsoom International Hospital Intersection, A(Evening)
............................................................................................................................................. 38
Table 4.1 ICU LOS.............................................................................................................. 43
Table 4.2 Intersection Report for Peak Hours...................................................................... 46
Table 5.1 Peak Hour Projection........................................................................................... 47
Table 5.2 Comparison of Existing and Optimized Condition (PeakHours)........................... 48
Table 5.3 Comparison of Existing and Coordinated Condition (PeakHours)........................ 49
Table 5.4 Comparison of Existing and Intervention#1 (PeakHours)..................................... 49
Table 5.5 Comparison of Existing and Intervention#2 (PeakHours)..................................... 50
Table 5.6 Comparing Existing And Improved Condition After Ten Years......................... 51
Table 5.7 Comparing Existing And Improved Condition.................................................... 51

xii
ABSTRACT
Pakistan is amongst those countries which experienced rapid urban growth, as with
the passage of time people migrating from rural areas to urban areas to find good
job and basic facilities of life, Islamabad is also facing the same scenario. As a result
of migrating people transport is also increasing day by day. A well-planned,
efficient and sensible transportation system is necessary to ensure the better
traffic movement and operational condition of road system.
Our focus of study is to analyze existing traffic condition of intersection at the
junction of Jinnah and 7th
Avenue in Blue Area, to fulfill the goal we are using Sim
Traffic software (Synchro). We collected the required data from the field and fed in
software as input parameters for simulation.
By simulating the existing condition we proposed some recommendations to
improve LOS, Intersection Signal Delays, V/C ratio, ICU and ICU level of service.
Optimization has no clear effect on the improvement of intersection movement
neither coordination but coordination with the addition of providing storage lanes
has given us satisfactory results.
Keywords: Synchro, LOS, ICU, PCU, Intersection Signal Delay, Coordination,
Storage Lane

1
CHAPTER# 1
INTRODUCTION
1.1 Background
With the passage of time people are shifting from rural areas to urban areas where
they can find good jobs, basic facilities of life, proper education system and a good
transport system which leads to faster increase in urban population as well as an
increase in mobility of goods and people. Amongst them road transport play an
important role to carry goods and people. According to US bureau of Transportation
statistics, passengers travelling done by road is 88.97% while freight is carried
through road is 28.50% [BTS,2005].But different directional roads intersect at same
point called intersection which may have multiple legs. Function of an intersection is
to facilitate smooth traffic flow by diverging different directional traffic from
convergence. Due to different directional flow intersection capacity becomes less and
it became a bottleneck for traffic and increase queue length which leads to traffic jam
and also incidents, in US intersection is responsible for 39.7% of road accidents,
[FHWA, 2007].
Signals cause many problems like delay of time which causes extra emission
of harmful gases, increase stress level of humans and rear end accidents. Therefore,
signal coordination or Infrastructure intervention is needed for convenience of traffic
flow. According to MUTCD [Manual on Uniform Traffic Control Device], signal
coordination is done for maximum 800m distance between them.
Traffic signals plays a vital role in signalize intersection, because it is
controlled in such a way that all the signals are controlled by a computer and serve
during peak hours as the cycle length get changing by time. Till now Pakistan didn’t
get any advantage of modern technology of signal coordination. A survey done by
German organization Pakistan has the most unsophisticated traffic amongst 108
countries. With the passage of time the situation is deteriorating.
The only way to make traffic run smoothly and avoid any incidents and
Intersection signal delay is to apply simple Engineering, education and enforcement.

2
Engineering is used in planning and designing the intersection, education for
awareness and enforcement to implement.
1.2 PROBLEM STATEMENT
The increasing of traffic volume, results in reducing level of service of an
intersection as the existing condition is outdated or the design is faulty. When two or
more than two intersections have spaced very closely then it is resulting longer delay,
poor LOS and high V/C ratio. The problem is multiplied by double when there is
under pass and the intersection forms right above it. The situation arise as there are
many conflicting points and the traffic will pass these conflicting points in order to
reach to their destination.
1.3 Study Scope
Our project site is at the junction of Jinnah and 7th
Avenue nearer to
kulsoom international hospital in Blue area Islamabad where multiple signalize
intersection and three underpasses exists. Blue area is one of the busy area in
Islamabad and traffic need to flow smoothly, so for this purpose we initially took
geometric features of the highways and also note signals timings.
Figure 1. 1 Study area

3
1.4 Project Objectives
The research effort aims to improve the traffic operation at kulsoom plaza intersection
in Blue area Islamabad.
The following objective will be achieved:
 Analyze the existing traffic condition in order to identify inefficiency.
 Provide a suitable intervention to meet the requirements of existing and future
traffic demand.
1.5 Organization of Reports
The reports included five chapter.
Chapter 1: Introduction
 Background
 Problem Statement
 Study Scope
 Project Objectives
Chapter 2: Literature Review
 Overview
 Intersection
 Study Of Past Researches
 Signal Coordination Projects
 Synchro
Chapter 3: Research Methodology
 Introduction
 Methods of Signal Coordination And Optimization
 Research Methodology
Chapter 4: Analysis and Results
 Introduction
 Analysis Methodology
 Results Of The Existing Condition

4
Chapter 5: Conclusion and Recommendations
 Conclusion
 Recommendations
 Recommendations For Improvement

5
Chapter# 2
LITERATURE REVIEW
Overview
Due to increase in vehicular flow, the traffic flow condition becoming worst
due to faulty design or increase in traffic flow which make the existing signal
coordination and management outdated. But for every problem there is a solution and
different techniques and implementation which are discussed in this chapter.
2.1 Intersection
When two are more roads or streets intersect each other at same level the
junction is called intersection. Intersection is used to let the traffic flow smoothly
without choking the junction. A successful intersection is the one which has less delay
and better LOS (Level of Service). Different types of intersection are discussed in
this section.
2.1.1 Types of Intersection
Types of intersection is classified on the basis of roads intersecting each
other. Some of its types are given below:
I. T-intersection (with variation in the angle of approach)
A 3-way junction is a type of road intersection with three arms. A Y
junction (or Y intersection) generally has 3 arms of equal size. A T
junction (or T intersection) also has 3 arms, but one of the arms is generally
a minor road connecting to a larger road.
Figure 2.1 T-intersection

6
II. Four-leg intersection
Four-legged Intersection has traffic coming from all four legs with through and
turning movements. Generally four legged intersection is controlled by signals.
Figure 2.2 Four Leg Intersection
III. Multi-leg intersection
Intersection designs with multiple legs (5 or more) should not be used
unless there is no other viable alternative. If multi-legs must be used, a
common paved area where all legs intersect may be desirable for light
traffic volumes and stop control.
Figure 2.3 Multi-Leg Intersection

7
IV. Roundabouts
A roundabout is a type of circular intersection or junction in which
road traffic is permitted to flow in one direction around a central island, and
priority is typically given to traffic already in the junction
Figure 2.4 Roundabout
2.1.2 General Guidelines For Adoptability Of Intersections
Following are the guidelines which should be consider in selecting intersection
types:
I. When traffic volume from all intersection legs exceed 300 vehicles per hour,
signalized intersection is preferred.
II. In built up area where there is no sufficient land left T and four leg
intersections should be preferred over roundabout.
III. If angle of intersection is less than 90 then providing a proper weaving length
becomes a problem. In such circumstances round about is not proposed.
IV. If the distance between roundabouts is very small then four leg intersection is
proposed.
V. Round about is proposed if percentage of right turning traffic is high.
VI. Weaving phenomena can be solved if T, Y or 4 leg intersection is selected.
VII. Round about is a good option if volume from all legs entering has same
percentage.
VIII. When traffic coming from 4 directions then round about is a good option.

8
2.2 Characteristics of Roads
Some of the characteristics used in project is discussed below:
2.2.1 Storage Length
Storage length is the length of turning bay. A turning lane is provided which is
called storage lane and its length is storage length. Average length is used if there is
more than one storage lanes rather than its sum.
Storage length data is used for traffic blocking problems analysis, such as
through traffic blocking right turn traffic and right turn traffic blocking through
traffic. No blocking analysis is done when there is no storage lanes.
Figure 2.5 Storage Length
2.2.2 Taper length
Taper length defines the length of taper at the end of storage lane. It impacts
when vehicles can start entering the storage lanes.
Figure 2.6 Tapper Length

9
2.3 Study Of Past Researches
With the passage of time every facility became outdated after its design period
as population growth is the main factor. As a result of which the transport facility
needs to be improved by different intervention or re-constructed as necessary. To
improve the facility past work is analyzed, on the basis of which we then collect
existing data and by analyzing the existing conditions, we provide best possible
solution.
Reviewing past studies acts as guide line for performing analysis of given facility. A
brief overview of the research and planning associated with Transportation being
carried out in the world are mentioned in this section. These studies have been chosen
as a reference for our study as they are source of guidelines for us in resolving the
traffic inefficiency problems. Different studies of pas researches are included.
Dennis D. Tantoy et al (2014) Cagayan de Oro City (Phelpine). This study objective
was to evaluate the congestion issue in Cogon Market, particularly, the traffic
performance along the unsignalized
Intersections that include the roads of Yacapin, and J.R Borja Streets. The
methodology involves data collection of LOS, pedestrian (i.e walkability).
Preliminary results revealed the traffic congestion were primarily due to absence of
traffic management, poor condition of pavement markings (i.e parking and
crosswalk), inadequate parking facilities. The data collection consists of queue
length, traffic volumes at intersections, parking. Average queue length was obtained
by counting the number of standing vehicles at 30 sec intervals, which yields the total
delay in terms of vehicle-hours demand and supply, and walkability index of
pedestrian facilities. The volume approach was obtained through video recording and
evaluating the video to get the exact number of vehicle classes entering and exiting
the traffic and capacity was also reckoned through spread sheet calculation. Also
walkability ratings and pedestrian counts were obtained. After simulation they
provided the U-turn , increasing number of lanes , provision of traffic signals while
parking and pedestrian walkability was managed by in forcing the traffic rules.
Traffic Analysis: Case Study (N-5 Corridor Rawalpindi, Pakistan), 2015. The
objective of this research to identify the difficulties that everyone faces while
travelling. Study area was from N-5 corridor to GHQ intersection. The main aim was

10
to calculate LOS, V/c ratio, ICU and Intersection Signal Delay as well as emission of
Nitrogen oxide and Carbon dioxide by using simulation software synchro. Data was
collected from field and converted into PCU. After simulation the results of existing
condition and improved condition were compared as well as future projection was
calculated.
A Comparative Study on At-grade Intersections and Grade Separated Intersections in
Terms of Land Use Interaction, 2017. The study aim was to compare at grade and
grade separated intersection as in this case land use interaction aspects of at-grade
intersection and grade separated intersections are considered, rather than other
operational improvements. To get field data survey was done and various
intersections types located on Ring Road No.7 (Kannana-Dori), an arterial corridor
in Tokyo, Japan was observed by taking help of GIS. The main findings of this study
highlighted the importance of consistency between the traffic intersections geometric
type and adjoin land use. In addition, at-grade typical intersections, could provide
much spaces for car-use, mainly off-street parking, gas stations.
Research on traffic obstruction at road intersections have been done by Dr. Adekunle
J. Aderamo in Ilorin, Nigeria. First, data were collected through site survey on
characteristics of intersection such as traffic volume and composition, delay of traffic.
Secondly, the data were collected through past researches, maps and journals about
traffic congestion. It was impossible to study all the intersections of the selected city,
so ten percent of all city’s intersections were taken from each four combined grid
squares. First of all, the detailed survey of selected intersections was carried out, in
which volume and type of traffic was estimated by using hand-tally method. It came
to know that all the intersections were unsignalized and a traffic warden controls the
flows of traffic. The intersections were 4-legged and 3-legged. Presence of road-side
hawkers and traders along the intersection are the main cause of the congestion. The
most advanced and effective method thus required to improve this situation at
intersections. There should be no parking allowed for the distance of at least
200meters away from the intersections and should be strictly implemented. No
parking and no waiting sign boards should be installed to stop parking at intersection.
The study of traffic management at intersections is studied by Motiur Rahman et al
in 2013 in Pabna city, Bangladesh. The districts were connected by three major roads

11
in Pabna city. Geometric elements at intersections have been causing traffic
obstruction, delay and major accidents. The four link roads meeting at the Traffic
Mor road intersection are given for the proper investigation; Intersection to Hospital
road, Intersection to College road, Intersection to Abdul Hamid road. Different types
of traffic i.e., bus, truck, rickshaw, van etc. utilize the road without proper separation
which results in mixed traffic flow at Traffic Mor intersection. It is necessary to
separate the traffic type in their designated lanes because different traffic types have
different static and dynamic characteristics such as length, width etc. and speed
acceleration etc. respectively. Moreover, different vehicle type’s driver has different
style of driving. Illegal and unauthorized shops at the roadside, lack of proper
facilities for pedestrians, improper traffic management by traffic warden, vehicles
entering in intersections from wrong way etc. are the main reasons for the traffic
congestion. Due to this, people lose their precious time and suffers from this
congestion every single day. By increasing the capacity of the road, the problem
could be solved but this is so expensive. By simply organizing the traffic and
implementing the traffic rules such as illegal parking should be prohibited, proper
footpath should be created and there should be no shops on the footpath.
2.4 Signal Coordination Projects
Various projects are done to coordinate traffic signals in Pakistan and worldwide
is discussed in this section.
2.4.1 Signal Coordination World Wide
i. Sydney Coordinated Adaptive Traffic System (SCATS):
It is fifth generation traffic signals which is popular now a days. SCATS has
implemented in 263 cities around the world including Rawalpindi which is in
Pakistan. It is an ingenious computer based traffic management system. SCATS is
very useful in eliminating the problems which arise in fixed traffic signals. In fix
traffic signals the input data is calculated and the signal is then optimized. Fixed
traffic signals doesn’t measure the traffic variation with the passage of time and
therefore survey is done time by time to meet the requirements. While SCATS is fully
developed in solving fixed traffic signals problems as it has a system of collecting
the real time traffic data using the detector and then adjusted the time as required for
the existing conditions. The signal coordination is done in three steps:

12
 Traffic data is reckon by loop detectors
 The data is then pre-processed by local controller
 Then the data is transferred to the regional controller for strategic calculations
where cycle time, time splits and offsets are adjusted foe effective
coordination.
ii. Tucson (Arizona):
Department of Transportation of Tucson is using Advanced Traffic
Management System (ATMS) which is a mesh part of ITS strategic Deployment. In
1996 study was done on ITS to know its application benefits. It was found that by
implementing the system will help to mitigate traffic problems. ATMS now controls
400 signals for 7 departments. Each department shares its own traffic system which
helps in coordinating overall signals. Timings plan are shared and they also used
common cycle length and adjust offsets accordingly if required.
iii. Philadelphia (Pennsylvania):
2860 signals are supported by the traffic signal unit of Philadelphia. Under
different agreements the city provide signal coordination at different arterials. In one
of the agreements the township’s traffic signals are connected to the city’s system
with the help of hardware interconnected cable.
This system controls the traffic signals on two major corridors with
approximately 75 intersections on a single time of day plan. The cycle length is kept
same and by varying the offset the sequence is changed. This system results
consistent speed, less accidents, limiting of harmful gases emission, reduction in
queue lengths and reducing the delay time.
iv. Monroe Country (New York):
The Monroe Country system supporting more than 735 signals devices in the
country and city. The country has been working since 1978. In 1978, Sperry systems
Management designed and implemented a computerized traffic control system to
upgrade the country’s potential in coordination. Currently the system run 360
intersections.

13
v. Montgomery Country (Maryland):
Due to high density land development in the area of Friendship heights the
county decided to coordinate the traffic signals along two roadways, i.e. Wisconsin
Avenue and Western Avenue.
The main objective was to get rid of unnecessary delays. . The county and
the city met and agreed upon common cycle lengths for the two roadways. Offsets
were developed with the help of time-space diagrams.
The second signal coordination was done on two corridors, one of which
is in Virginia and other in Maryland (Washington) region. The county, state and
the city met to discuss coordination timings. They agreed upon using SYNCHRO
(timing optimization software).
vi. ACTS
Adelaide Coordinated Traffic Signal System is developed by Department of
Planning, Transport and Infrastructure, South Australia. It is all computer based
traffic management system. This System provides Smooth traffic flow for over
580 traffic signals throughout the City. It is one of the most cultivated traffic
systems of the world. ACTS manipulates the traffic lights, the turn arrows as well
as the lane directions to promote easy and free flow of traffic. This system basically
works at three levels.
 The Local Controllers.
 The Regional Computers.
 The Central Computer.
First, the traffic flow data is collected by the help of detectors which are
placed on road intersection just behind the white stop line before the intersection.
This is done by Local Controllers. Then this information is sent to the Regional
Computers where they determine the timings of lights of signals. All regional
computers are linked with a central computer from where staff monitors the
operations of traffic lights in all the regions.
This system has surely helped as it has reduced the percentage of road crashes. Also
it has reduced the travel time of users up to 20% and reduced the stops by 40%. And
the fuel consumption is also reduced up to 12%.

14
2.4.2 Coordination Projects in Pakistan:
In Pakistan, no noticeable work has been done regarding the use of actuated
signals and signal coordination. There are only two real time projects being
implemented nowadays, one in Lahore and one in Rawalpindi.
I. Signal Priority for Metro bus system:
This system will be implemented in Lahore for smooth flow of Metro Bus by
providing the priority signals for it. The length of Metro Bus corridor is 27 km from
Gajju Mata to Shahdara and the route has 8 at-grade intersections. On all the 8 at-
grade intersections, signal priority for metro buses will be provided. CCTV cameras
will be installed at the intersections and the live video will be fed to the monitoring
and controlling station installed at Arfa Karim IT Tower.
The signals will show green when the metro bus approach at the intersections and
in the meantime, green signal will be indicated to the normal approaches. If this
project remains successful, the Lahore Development Authority is planning to adapt
the fifth generation signals on the rest of the roads of LAHORE city.
II. Integrated Traffic Management System for Murree Road:
Rawalpindi Development Authority (RDA) has launched Urban Traffic Control
System on Murree Road to improve the Traffic signal system. Under this project, 16
UTC controllers (SCATS compatible) will be installed on Murree Road from Marrir
Hassan Chowk to Faizabad. The expected life of traffic controller is 10 years. The
total cost to execute this project is 36 million.
The traffic will be centrally controlled. Loop detectors and surveillance cameras
will be installed at intersections for real time data collection and a room will be
dedicated for centralized controlling and traffic monitoring and control in RDA
office. Physical improvement of some intersections is also a part of this project and
this project will result in 30 to 40 % accommodation in traffic congestion. RDA is
also planning to link this system with more major roads of the city for centralized
controlling and security purposes.

15
2.5 Theory of Signal Coordination
2.5.1Basics Terminologies Of Signal Coordination
There are basic terms of traffic signal coordination which is very useful in
coordination and designing of signals. These terminologies will be used in project in
later stages. The terminologies are discussed in this section.
I. Signal Coordination
To adjust traffic signals timings in such a way that their operating time is same
so to achieve continuous green time will make the traffic flowing smoothly. The
benefits of signal coordination is getting rid of delays, reduction in travel time and
saving in fuel consumption.
II. Cycle Length
It shows the complete cycle of traffic signal. It is measured in seconds. It
indicates the time interval between, when the red light indicates and when the yellow
light indication ends. It’s clearer in the figure 2.7.
III. Splits
Split is the percentage of the cycle length or the time in seconds allocated
for green time, yellow interval and red clearance time at individual leg Fig 2.7. The
sum of all the splits should be equal to 100 in percentage or cycle time in seconds.
Figure 2.7 Split Length
IV. Offset
It is time difference between the indication of green at upstream signal and
indication of green at downstream signal.
V. Bandwidth
It is the time difference between the first and the last vehicle which can
pass through the entire coordinated system without stopping.

16
VI. Distance Time-Diagram
It is a diagram which shows the relationship between signal locations (distance
on y-axis) and signal timings (time on x-axis). It is a visual representation of
coordination relationship among signals (fig2.9 & 2.10). Traffic Signal Coordination
is the mechanism by which the timing of two or more signals along a busy corridor
is adjusted in a systematic manner so that the traffic signals work in efficient
manner. Traffic Signal coordination is a multiple step process and is achieved by
the application of theoretical knowledge, latest techniques and research works in
traffic engineering to the signal timings and designs a logical sequencing of the
signals under consideration, plus the systematic synchronization of the equipment
involved in signal operation. For the evaluation of logical sequencing, required data
(traffic volume and density, existing cycle lengths, signal offsets, green splits) is
collected, complete analysis of the collected data and the corridor conditions is done
and then the latest techniques are applied. After the designed timing has been
implemented it is necessary to carry out the evaluation to check whether the
desired results have been achieved. In addition to evaluation of the implemented
results, the field visits must be carried out at monthly or yearly basis to update the
coordinated and timing plans according to latest conditions.
VII. Level Of Service (LOS)
LOS is then determined from ICU, intersection delays and saturation flows.
Value of LOS is from A to H. Based on control delay per vehicle, level of service is
from A to F where traffic flowing condition is getting worse at F. Mathematical
models are used to measure intersection delays.
For signalized intersections, the Level of Service for the intersection is
calculated by taking the total intersection delay and converting it to a level (A – F)
using table 2.1.

17
Table 2.1 Signalized Intersection Level of Service (2010 HCM)
Control Delay/Vehicle LOS By V/C Ratio
Less Than Or Equal To 1 Greater Or Equal To 1
≤10 A F
>10 and ≤20 B F
>20 and ≤35 C F
>35 and ≤55 D F
>55 and ≤80 E F
>80 F F
VIII. Intersection Capacity Utilization ICU
Intersection capacity utilization tells us about the capacity of intersection by
comparing the current scenario with ultimate capacity of intersection. It is used in
traffic impact analysis.
By introducing data such as NO. Of Lanes, traffic volumes, signal timings, saturated
flow rates and delay times into synchro, ICU is calculated using HCM 2010 Manual.
LOS is given based on ICU which is from A-H as mention in the table below
Table 2.2 LOS Analysis from ICU, HCM 2010
ICU LOS
<55% A
55% - 64% B
64% - 73% C
73% - 82% D
82% - 91% E
91% - 100% F
100% - 109% G
>109% H
IX. Intersection Delay
The intersection delay study is used to evaluate the performance of
intersections in allowing traffic to enter and pass through, or to enter and turn onto
another route. It is defined in terms of the average stopped time per vehicle traversing
the intersection.

18
X. Approach Delay
It includes stopped time delay but adds the time which is lost due to
deceleration from the approach speed to a stop and the time loss due to re-
acceleration back to the desired speed. It is found by extending the velocity slope
of the approaching vehicle as if no signal existed. It is basically the time difference
between the hypothetical extension of the approaching velocity slope and the
departure slope after full acceleration is achieved. Usually average approach delay
is measured which is the average for all vehicles during a specific time period.
XI. Control Delay
Control delay is the portion of the total delay attributed to the traffic signals
operation for signalized intersections. It is measured by comparison with
uncontrolled conditions. The signalized intersection capacity and LOS estimation
procedure are built around the concept of average control delay per vehicle.
Control delays can be categorized into deceleration delay, stopped delay and
acceleration delays. Stopped delay is easier to measure whereas overall control delay
reflects better the efficiency of the signal. In 2000 version of the HCM, control delay
is comprised of initial deceleration delays, queue move up time and final acceleration
delay. Some vehicles have to stop at the intersection as a result of their arrival during
red interval or that part of the green interval when the queue formed in the last red
interval has not dissipated completely. Rest of the vehicles only suffer minor
acceleration and deceleration delay as the vehicles present at the intersections have
already started moving and incoming vehicles don’t need to come to a complete halt.

19
Figure 2.8 Control Delay
Average control delay per vehicle for a given lane group is given by the
following equation: d=d1(PF) + d2 + d3
where,
d = control delay per vehicle
d1 = uniform control delay assuming uniform arrival
d2 = incremental delay to account for the effect of random
arrival and oversaturation of queues
d3 = initial queue delay
PF = uniform delay progression adjustment factor
Good signal progression will result in high proportion of vehicle arriving on the green.
The progression adjustment factor PF applies to all coordinated lane groups,
including both pre-timed control and non- actuated lane groups in semi-actuated
control system.
XII. Weaving
Weaving is defined as the movement of a vehicle from one lane to the
adjacent lane. Presence of the other vehicles in the adjacent lanes complicates the
process of weaving vehicles. HCM defines weaving as the crossing two or more
traffic lines in the same direction along a significant length of the highway without
the help of traffic control devices. The closure of the signalized intersection and
rerouting of the traffic to mid-block U-turn openings results in free flow traffic
conditions and also result in good progression of through vehicles on the road. But
this causes problems for the traffic from side streets as they have to divert. Direct
right turn movements now have to take a left turn plus U-turn to go to their
destination. Through moment from the side streets is now replaced by a left turn,
followed by a U-turn and another left turn. As a result of this, weaving sections are
formed between intersection approach and the mid-block U-turns. Weaving sections
have unique operational characteristics and require special design considerations.
The weaving vehicles have to execute all the required lane changes from the entry
gore to exit gore, so the weaving length becomes an important parameter. Weaving
vehicles have constraints of time and space, so shorter weaving length will result in
complex weaving maneuvers causing more turbulence. There are three types of

20
configurations for weaving sections namely Type A configuration, Type B
configuration and Type C configuration.
In type A configuration, the auxiliary lane is almost completely occupied by the
weaving vehicles. The shoulder lane of the road may be shared between the through
and weaving traffic.
Figure 2.9 Type A Weaving Segment
Type B is more flexible than the type A configuration. Weaving vehicles have a
complete lane which they can occupy. Along with that lane, they can also occupy the
two adjacent lanes which mean those lanes are shared among through and weaving
vehicles. Studies showed that the vehicles can occupy
3.5 lanes in type B configuration.
Figure 2.10 Type B Weaving Segment
Type C configurations are somewhat more restrictive than those of type B. in this case
too, the weaving vehicles can occupy all through and subsequent portion of the lane
adjacent through lanes but partial use of lanes as in type B is quite restricted.
Vehicles in type C configuration can practically use three lanes.
Figure 2.11 Type C Weaving Segment

21
2.6 Uncoordinated vs Coordinated Signals:
Consider an uncoordinated signal, figure 2.9, distance of three signals has been
plotted versus their time for a vehicle going from A to C. As the signals are not
coordinated, every light of each signal will start at the same time. Thus a driver
leaving intersection A at green signal will see green signals at both B and C
intersections, but most probably would be unable to make it and therefore he would
have to stop at intersection B and after leaving B he would be again stopped at
intersection C. The time duration during which vehicle arrive at B till its leaving is
called Delay time.
The same situation will occur if the signals are not synchronized or their cycle
length is different. However the delay time of the vehicle will be affected.
Figure 2.12 Unsynchronized Signals Time Space Diagram
Now in order to move the vehicle efficiently through all these signals without any
delay we need the coordination of these signals. In order to do so the distance
between the signals is calculated and an appropriate speed is selected taking in
consideration the type of area and from distance and speed we can calculate the time
which the vehicle will take in order to reach from one intersection to another. Thus
the time at which the second signal must turn green with respect to the previous signal
is obtained and we can coordinate the signals to regulate the thorough movement
traffic without any delay. The same process is also done for the opposite side also
i.e. for vehicle approaching from intersection C to
A. One point must be kept in mind while coordinating the signals is that the cycle
lengths of the signals to be coordinated must be same. If the cycle length is not same
then coordination can be done. However the phase length for each signal can be
different.

22
Figure 2.13 Synchronized Signals Time Space Diagram
2.7 Requirements for Signal Coordination:
There are three main requirements which must be fulfilled before starting the
project of traffic signal coordination. These requirements are explained under this
article.
I. Traffic Signal Spacing:
According to the Manual of Uniform Traffic Control Devices (MUTCD), the
signals with spacing of 800m or less along a major corridor or in a network of,
should be considered for Coordination. As mentioned in table 1.2 the signals in
the project undertaken are less than 800 m apart, so this requirement is fulfilled.
II. Traffic Flow Characteristics:
Traffic flow characteristics like volume, time of the day, directionality of
traffic, amount of traffic entering, leaving, or crossing the street, also affect the
overall operation of traffic. For example, at any arterial, the traffic flow will be
maximum in one direction at morning and it will be maximum in the other direction
at evening. In such a condition, the traffic signal timings should be designed for
the heavier flow.
III. Traffic Signal Cycle Lengths:
Traffic Signal Cycle lengths are different for each intersection if the signals are not
coordinated and these are determined using the volume at each intersection. If the
difference in cycle length is larger, then it may not be appropriate to use signal
coordination and the corridors be subdivided into multiple systems with their own
cycle lengths.

23
If the signals are to be coordinated, their cycle length must be same or multiple
of each other. The cycle lengths of the signals of project, as discussed in table 1.3,
are not same neither multiple of each other, so the signals are to be redesigned.
2.8 SYNCHRO:
SYNCHRO is traffic signal timing software, developed by Trafficware Inc.,
is used to optimize or coordinate signal timing parameters for isolated intersections
and also generate coordinated signal timings plans for arteries and networks. Most
commonly used program to optimize the signal is SYNCHRO. We are using
SYNCHRO for our project. SYNCHRO facilitates the design and analysis of an
intersection or arterial. Primary objective of this program is to minimize the traffic
delay by selecting the optimal timing.
It can also display time-space diagram which is a function of time for two or more
signals. It isscaled with respect to distance and position of vehicle is easily
identified. Time-space diagram usually determines the queues length, delays and
speed of the moving vehicles.
Other features of SYNCHRO Studio comprises of following:
 Ease-of-use and measure of effectiveness, and it allows the engineer
to observe traffic operations in minimum possible time.
 It supports Highway Capacity Manual (HCM) methodology for
intersections and roundabouts.
 Implements the ICU (Intersection Capacity Utilization) standards.
SYNCHRO is basically designed to optimize cycle lengths, split times, intersection
delays and phase orders. In coordinating signals, SYNCHRO determines which
signal should have to run free and which to coordinate. It helps to decide what type
of intersection should be constructed or modified. SYNCHRO has a unique visual
display including a set of diagrams. User can change the offsets and delays and
observe the impacts on delays, stops and LOS by those changes. User can compare
those alternatives and select the best for their intersection or for the entire network.
SYNCHRO allowsuser to quickly generate optimum timing plans. Thus, whenever
user changes input values, it changes the result automatically.

24
CHAPTER # 3
Research Methodology
3.1 Introduction:
Methodology of our research work is explain in this chapter. We have studied
literature review thoroughly and came to a conclusion to collect required data for our
research to get completed. The data comprises of geometric features of existing roads,
signals timings, Traffic volume data includes of turning movement. With the help of
this data we can determine LOS, approach delays, intersection delays, economic
analysis and environmental impact analysis.
Intersection Capacity Utilization ICU (2003) method allows us to find intersection
capacity (maximum traffic volume that an intersection allows). This method compares
current traffic volume to ultimate capacity. By calculating peak hour volume we can
find LOS of any intersection. To solve the problem analysis is done and give an
economical solution.
3.2 Methods Of Signal Coordination And Optimization
There are several software available to coordinate signals and also manual methods
are available. The methods are:
1. Computer Simulation
2. Graphical Solutions
3.2.1 Computer Simulation
There are many methods and software used to simulate traffic flow. Some of them
are as follows:
1. TSIS simulator used for simulation of systems which is already designed.
2. Synchro software is also used for simulation.
3. VISSIM
4. SCAT

25
Figure 3.1 Simulation Software
3.2.2 Graphical Solution
It is all about creating time space diagram in which parallel broken line are drawn on
a computer graphics program or it is done manually as well. Red and green intervals in
traffic cycle are represented by these lines. For drawing scale is set so that everything
is drawn to its scale. Then diagonal guides are set across the intersection representing
the vehicle speed. Slid the intersection around till the best solution is obtained. Synchro
is working on the base of time space diagram.
Figure 3.2 Signal Coordination Using Graphs

26
3.3 Research Methodology
After studying literature review thoroughly we have reach to some conclusion.
Selection of site is done and by following a procedure we will get our objectives. Below
the chart is given that explains the procedure.
Figure 3.3 Flow Chart Of Research Methodology
3.3.1 Data Collection
After selecting the site data collection comes in 2nd
spot. This section will tell that what
are the methods involved in collecting data and how many types of data is to be
collected. In field three types of data is collected comprises of:
 Geometric features
 Signal timings
 Traffic volumes (Turning movements)
3.3.2 Geometric Features
The intersection geometry is represented visually in diagrammatic form. It includes all
the relevant information including approach, number and width of lanes. If there is left
and right-turn lanes exist then it is noted along with the storage lengths of these lanes.
These features are used in synchro to run simulation. The geometric features are
measured using measuring tape and google map. Following features have been
measured:

27
 No. of lanes
 Lane widths
 Median width
 Intersection to intersection distance
a) No. Of Lanes And Lane Width
No. of lanes and lane width is referred to capacity of a road. Generally, lane width is
12 Ft. but it changes depends upon the traffic flow.
Table 3.1 Geometric Features
Road No. Of Lanes Lane Width
(Ft)
Road Width
(Ft)
Median
Width (Ft)
A.K.Fazl-UL-
Haq Road
2 12 25 4
7TH
Avenue 4 11 45 -
M-Mansha
Yad Road
2 11 25 1
3.3.3 Signal Timings
Signal timings have been recorded manually using stop watch at each phase. Recorded
timings include cycle length, red time, yellow time, green time and all red time. Traffic
volume along with its signal timings and peak hour factors are presented in table 3.5 -
3.13.
3.3.4 Traffic Volume
Traffic volume is collected at three different times. Traffic is collected during 7 am-10
pm, 11am-2pm and 3pm-6pm which are comprises in three different peak hour,
according to situation as morning peak hour and evening peak hour. There are different
types of vehicle so to calculate the total volume we use the following relation:
Total Volume= No. of cars + 0.4 (No. of bikes) + 1.5 (No. of heavy vehicles) + 2(No.
of medium vehicle)

28
Table 3.2 Volume Conversion Factor
Vehicle Type Conversion Factor
Car 1
Bike 0.4
Medium Size Vehicle 1.5
Heavy Vehicle 2
Traffic volume collection is done by two approaches:
 Video recording
 Manual counting (Using video recording)
a) Video Recording
We set mobile with good quality camera at suitable height to cover whole site in one
video rather than in parts as it will make difficult to count traffic manually.
b) Manual Counting
Manual counting is done from recorded video by using tally sheets. Unary numeral
system provide tally marks as its basic unit for counting purposes.
Table 3.3 Tally Sheet Sample
Intersection Observer
Timing Morning/Afternoon/
Evening
Collection
Date
Weather Intersection
Type
CBD
Bound
Timing Car Bike Medium Bus
7:00-7:15
7:15-7:30
-
-
c) Peak Hour Volumes
Peak hour volume is that volume which occurs in peak hours. It is represented by
vehicles per hour and represent highest traffic volumes for the intersection. The site we
selected for our research work, the hours are:
Table 3.4 Peak Hour volume
Sr.No Peak Hour Volume
1 7 AM-10 AM
2 11 AM-2 PM
3 3 PM-6 PM

29
d) Peak Hour Factor
For analyzing capacity of intersection it is necessary to determine peak hour factor.
According to HCM peak hour factor should be applied in capacity analysis. Basis of its
procedure to select 15 minute flow rate. To calculate PHF divide the average volume
during 60 minutes peak hour by 4 times of peak 15 minute volume. Usually, average
PHF for intersection as a whole is applied.
PHF=
𝑣𝑜𝑙𝑢𝑚𝑒 𝑑𝑢𝑟𝑖𝑛𝑔 𝑝𝑒𝑎𝑘 60 𝑚𝑖𝑛𝑢𝑡𝑒 𝑝𝑒𝑟𝑖𝑜𝑑
4.0∗𝑝𝑒𝑎𝑘 15 𝑚𝑖𝑛𝑢𝑡𝑒 𝑣𝑜𝑙𝑢𝑚𝑒
Further detail of traffic volume is given in table 3.5 – 3.13.

30
Table 3.5 Input Worksheet For Kulsoom International Hospital Intersection, A
(Morning)
Intersection A Observer Zubair khan, Huzaifa bari,Abdurahim
Ayubi,Asadaullah khan
Timing Morning Collection
Date
18 March,2019
Weather Partial Cloudy Intersection
Type
CBD
East Bound West Bound South Bound Total
Volume
Cumulative
Volume
Time (Am) L T R L T R L T R
7:00-7:15 1 93 - - 43 7 80 34 38 296
7:15-7:30 1 97 - - 102 9 82 40 61 392
7:30-7:45 6 67 - - 129 10 107 61 71 451
7:45-8:00 4 89 - - 141 17 119 78 71 519 1658
8:00-8:15 4 89 - - 144 19 126 93 68 543 1905
8:15-8:30 0 98 - - 153 23 160 67 66 567 2080
8:30-8:45 4 99 - - 162 22 218 68 85 658 2287
8:45-9:00 9 70 - - 164 22 203 77 66 611 2379
9:00-9:15 8 87 - - 156 12 161 69 71 564 2400
9:15-9:30 13 66 - - 147 16 127 80 70 519 2352
9:30-9:45 8 60 - - 160 15 122 78 68 511 2205
9:45-10:00 6 45 - - 145 13 141 70 71 491 2085
P.H.V
Appr.
21 354 635 79 742 281 289 -
P.H.V(Inter
section)
2400 (8:15-9:15)
Max. 15
Min volume
658
P.H.F 0.91
Signal Timings
Green Time 34 20 20
Yellow+Re
d Time (s)
4+93 4+41 4+108
Cycle
Length (s)
134

31
Table 3.6 Input Worksheet For Kulsoom International Hospital Intersection
(Afternoon)
Timing Afternoon Collection Date 18
March,2019
Weather Partial Cloudy Intersection Type CBD
Volum
e
Cumulative
Volume
Time L T R L T R L T R
11:00-11:15 8 66 - - 276 26 46 81 s 583
11:15-11:30 11 104 - - 286 25 49 77 82 534
11:30-11:45 10 73 - - 267 30 52 107 107 646
11:45-12:00 18 86 - - 262 32 38 99 119 654 2417
12:00-12:15 25 87 - - 301 24 51 113 126 727 2561
12:15-12:30 31 98 - - 292 30 63 192 160 868 2895
12:30-12:45 28 109 - - 297 23 44 91 218 810 3059
12:45-1:00 12 133 - - 271 17 51 79 203 767 3172
1:00-1:15 13 106 - - 257 27 45 88 161 697 3142
1:15-1:30 8 72 - - 252 29 39 70 127 597 2871
1:30-1:45 15 77 - - 256 30 40 67 122 607 2668
1:45-2:00 21 59 - - 256 34 38 76 141 625 2526
P.H.V
Appr.
96 427 1161 94 209 475 707
P.H.V
(Intersection
)
3172 (12:00-1:00)
Max. 15
Min volume
868
P.H.F 0.91
Signal Timings
Green Time 34 20 20
Yellow+Re
d Time (s)
4+93 4+41 4+108
Cycle
Length (s)
134

32
Table3.7 Input Worksheet For Kulsoom International Hospital Intersection, A
(Evening)
Timing Evening Collection
Date
18 March,2019
Weather Partial
Cloudy
Intersection
Type
CBD
Volume
Cumulative
Volume
Time
(Pm)
L T R L T R L T R
3:00-3:15 15 73 - - 208 36 163 74 91 660
3:15-3:30 18 61 - - 204 38 165 82 91 659
3:30-3:45 20 66 - - 184 44 166 85 129 694
3:45-4:00 14 78 - - 193 35 167 98 129 714 2727
4:00-4:15 14 118 - - 226 39 160 96 126 779 2846
4:15-4:30 12 135 - - 226 37 155 97 123 785 2972
4:30-4:45 4 144 - - 215 35 160 83 101 742 3020
4:45-5:00 13 141 - - 229 33 155 93 110 774 3080
5:00-5:15 13 145 - - 191 34 165 80 146 774 3075
5:15-5:30 12 111 - - 203 35 170 85 150 766 3056
5:30-5:45 8 96 - - 212 43 175 91 152 777 3091
5:45-6:00 8 82 - - 195 35 180 96 150 746 3063
P.H.V
Appr.
46 493 - - 835 145 665 349 558 -
P.H.V
(Intersecti
on)
3091 (4:45-5:45)
Max. 15
Min
volume
777
P.H.F 0.99
Signal Timings
Green Time 34 20 20
Yellow+Red
Time (s)
4+93 4+41 4+108
Cycle
Length (s)
134

33
Table 3.8 Input Worksheet For Kulsoom International Hospital Intersection, B
(Morning)
Intersection B Observer Zubair khan, Huzaifa bari,Abdurahim
Date
18 March,2019
Type
CBD
East Bound West Bound North Bound Total
Volume
Cumulative
Volume
7:00-7:15 - 93 1 38 50 - 23 46 98 346
7:15-7:30 - 97 1 36 111 - 15 41 84 385
7:30-7:45 - 67 3 49 139 - 17 48 92 415
7:45-8:00 - 89 2 56 158 - 22 41 77 445 1591
8:00-8:15 - 89 0 57 163 - 27 36 103 475 1720
8:15-8:30 - 98 2 55 176 - 17 38 107 493 1828
8:30-8:45 - 99 1 60 184 - 17 44 113 518 1931
8:45-9:00 - 70 6 63 186 - 15 43 111 494 1980
9:00-9:15 - 87 1 77 168 - 14 40 104 491 1996
9:15-9:30 - 66 3 79 163 - 26 39 109 485 1988
9:30-9:45 - 60 2 87 175 - 27 36 108 495 1965
9:45-10:00 - 45 2 95 158 - 27 32 106 465 1936
P.H.V
Appr.
- 354 10 255 714 - 63 165 435
P.H.V
(Intersection
)
1996 (8:15-9:15)
Max. 15
Min volume
518
P.H.F 0.96
Signal Timings
Green Time 35 37 30
Yellow+Re
d Time (s)
93+4 95+4 108+4
Cycle
Length (s)
130 -

34
Table 3.9 Input Worksheet For Kulsoom International Hospital Intersection, B
(Afternoon)
Intersection
B
Observer Zubair khan, Huzaifa bari,Abdurahim
Timing Afternoon Collection Date 18 March,2019
Type
CBD
East Bound West Bound North Bound
Total
Volum
e
Cumulativ
e Volume
11:00-11:15 - 65 1 70 302 - 33 72 150 693
11:15-11:30 - 103 1 75 311 - 25 73 138 726
11:30-11:45 - 70 3 79 297 - 34 76 134 693
11:45-12:00 - 83 2 83 294 - 34 80 146 722 2834
12:00-12:15 - 87 0 78 325 - 22 76 139 727 2868
12:15-12:30 - 95 2 85 322 - 22 77 143 746 2888
12:30-12:45 - 107 1 80 320 - 29 78 130 745 2940
12:45-1:00 - 128 5 82 288 - 29 76 149 757 2975
1:00-1:15 - 105 1 76 284 - 35 80 150 731 2979
1:15-1:30 - 69 3 81 281 - 32 76 153 695 2928
1:30-1:45 - 75 2 76 286 - 29 84 154 706 2889
1:45-2:00 - 57 2 76 290 - 27 89 149 690 2822
P.H.V Appr. - 435 9 323 1214 - 115 311 572
P.H.V
(Intersection)
2979 (12:15-1:15)
Max. 15 Min
volume
757
P.H.F 0.98
Signal Timings
Green Time 35 37 30
Yellow+Red
Time (s)
93+4 95+2 108+4
Cycle
Length (s)
130 -

35
Table3.10 Input Worksheet For Kulsoom International Hospital Intersection
(Evening)
Date
18 March,2019
Weather Partial
Cloudy
Intersection
Type
CBD
East
Bound
West Bound North Bound Total
Volum
e
Cumulativ
e Volume
Time (Pm) L T R L T R L T R
3:00-3:15 - 70 3 87 244 - 30 103 152 689
3:15-3:30 - 57 4 84 242 - 30 105 150 672
3:30-3:45 - 65 1 86 228 - 35 99 154 668
3:45-4:00 - 75 1 86 228 - 22 95 151 658 2687
4:00-4:15 - 117 1 81 265 - 38 105 165 772 2770
4:15-4:30 - 133 2 74 263 - 35 117 164 788 2886
4:30-4:45 - 142 1 82 250 - 41 112 160 788 3006
4:45-5:00 - 139 2 83 262 - 31 99 154 770 3118
5:00-5:15 - 144 2 85 225 - 39 111 159 765 3111
5:15-5:30 - 108 2 82 238 - 36 111 163 740 3063
5:30-5:45 - 94 2 80 255 - 38 109 156 734 3009
5:45-6:00 - 82 0 79 230 - 40 111 135 677 2916
P.H.V Appr. - 531 6 320 1040 - 145 433 643
P.H.V
(Intersection)
3118 (4:00-5:00)
Max. 15
Min volume
788
P.H.F 0.99
Signal Timings
Green Time 35 37 30
-
Yellow+Red
Time (s)
93+4 95+4 108+4
Cycle
Length (s)
130

36
Table 3.11 Input Worksheet For Kulsoom International Hospital Intersection, C
(Morning)
Intersection C Observer Zubair khan, Huzaifa
bari,Abdurahim Ayubi,Asadaullah
khan
Date
18 March,2019
Weather Partial
Cloudy
Intersection
Type
CBD
East Bound North Bound Total
Volume
Cumulative
Volume
Time (Am) L T R L T R
7:00-7:15 60 40 - 79 - - 179
7:15-7:30 65 40 - 80 - - 185
7:30-7:45 70 45 - 84 - - 149
7:45-8:00 75 50 - 87 - - 162 675
8:00-8:15 80 95 - 89 - - 264 760
8:15-8:30 83 100 - 95 - - 278 853
8:30-8:45 89 110 - 97 - - 296 1000
8:45-9:00 93 115 - 96 - - 304 1142
9:00-9:15 93 125 - 91 - - 309 1187
9:15-9:30 91 90 - 86 - - 267 1176
9:30-9:45 89 89 - 83 - - 261 1141
9:45-10:00 88 80 - 83 - - 251 1088
P.H.V Appr. 358 450 379 - - -
P.H.V
(Intersection)
1187 (8:15-9:15)
Max. 15 Min
volume
309
P.H.F 0.96

37
Table 3.12 Input Worksheet For Kulsoom International Hospital Intersection, C
(Afternoon)
bari,Abdurahim
Weather Partial
Cloudy
Intersection
Type
CBD
Volume
Cumulative
Volume
Time L T R L T R
11:00-11:15 60 40 - 79 - - 179
11:15-11:30 65 40 - 80 - - 185
11:30-11:45 70 45 - 84 - - 149
11:45-12:00 75 50 - 87 - - 162 675
12:00-12:15 80 95 - 89 - - 264 760
12:15-12:30 84 101 - 95 - - 278 853
12:30-12:45 90 108 - 97 - - 296 1000
12:45-1:00 93 112 - 96 - - 304 1142
1:00-1:15 92 120 - 91 - - 309 1187
1:15-1:30 91 90 - 86 - - 267 1176
1:30-1:45 89 89 - 83 - - 261 1141
1:45-2:00 88 80 - 83 - - 251 1088
P.H.V Appr. 359 441 - 379 - -
P.H.V
(Intersection)
1187 (4:15-5:15)
Max. 15 Min
volume
309
P.H.F 0.96

38
Table 3.13 Input Worksheet For Kulsoom International Hospital Intersection, A
(Evening)
bari,Abdurahim
Timing Evening Collection Date 18 March,2019
Type
CBD
Volume
Cumulative
Volume
Time (PM) L T R L T R
3:00-3:15 74 60 - 79 - - 213
3:15-3:30 76 47 - 80 - - 203
3:30-3:45 80 55 - 84 - - 219
3:45-4:00 81 65 - 87 - - 233 868
4:00-4:15 82 107 - 90 - - 279 934
4:15-4:30 85 123 - 96 - - 304 1035
4:30-4:45 90 132 - 99 - - 321 1137
4:45-5:00 95 129 - 98 - - 322 1226
5:00-5:15 93 134 - 92 - - 319 1266
5:15-5:30 91 98 - 89 - - 278 1240
5:30-5:45 89 84 - 84 - - 257 1176
5:45-6:00 88 72 - 83 - - 243 1097
P.H.V Appr. 363 518 - 385 - - - -
P.H.V
(Intersection)
1266 (4:15-5:15)
Max. 15 Min
volume
322
P.H.F 0.98

39
CHAPTER # 4
Analysis and Results
4.1 Introduction
This chapter includes the analysis results which is provided by synchro 10 after putting
the input parameters as discussed in chapter 3. The analysis results are before and after
optimization of intersections. LOS, ICU, Intersection signal delay and V/c ratio will be
a part of results. Synchro software give us optimize solutions for existing traffic
condition by suggesting optimize signal timings and choosing the best offsets between
the intersections in a network to achieve best coordination plan. The results of both the
existing traffic condition and improved one is then compared to come to conclusion.
4.2 Analysis Methodology
In this section the methodology is describe how the input data is fed into synchro and
comparing the results. The existing scenario is compared with other alternatives and to
check which adequate solution is. It is done by fed the existing traffic data in synchro
and then obtaining the results such as LOS, ICU and Intersection signal delay, then by
optimizing the intersection timings based on the turning movements and then the results
are compared. There are different windows in synchro for different types of data input
such as, Lane, Volume, Timing, Phasing and Simulation Setting. These windows is
discussed further in this chapter. In this section we will know how to rub synchro as
well.
4.2.1 Adding Background Image
Our 1st step is to calculate intersection to intersection distance for which we
downloaded Google earth and measure the distance in feet. Also coordinates of upper
left corner and lower right corner is observed. These values are then used to import
image file in synchro. Before importing the image flip the image for the provision of
right side traffic in synchro as in Pakistan it’s opposite to right hand traffic. Ground
distance is used to set the scale. Synchro then set the pixels and other link distances are
calculated automatically. This determine the travel time based on speed. It also helps
in calculation of optimizing timings. The links and intersection are drawn on the
according to scale.

40
Figure 4.1 Scaling the Map
4.2.2 Lane Window
Selected site is consists of 3 intersections out of which two are 4-legged intersection
and the other one is T-intersection. The 4-legged intersections are both signalized and
T-intersection is free with no signal as there is only in and out traffic. The turning and
through lanes details is given in chapter#3 (table 3.5-3.13.). Other setting are as
follows:
 Lane turning movement and through is selected in lane setting window, in
Lanes and Sharing (#RL) row.
 The street name is chosen as AK. Fazl-ul-Haq Rd for entire corridor so that
synchro treat it as one network.
 Link distance and link speed is automatically set by synchro based on mapping
of network. If the field value is change so it can be overridden.
 According to HCM 6th
Edition ideal saturation flow is 1900 veh/hr/In which is
automatically set by synchro. Synchro automatically adjust it for turning lanes
and heavy vehicle.

41
 By default lane width is 12ft in synchro but the value is overridden where it
meets the field data.
 Grade for these intersection is taken as 0.
 Area type is selected as CBD central business district.
 Storage length is taken as zero as there is no storage lane given in the field.
 Right Turn Channelization option is selected for left turns. Islands and curb
raddi is measured and put in synchro.
 Lane utilization factor is automatically calculated by synchro.
 RTF (For right side drive traffic) for exclusive right turning lane is taken by
default as 0.85 in accordance with HCM 6th
Edition. According to field data we
have only shared lanes so for shared and single lanes, the value are calculated
as given below:
Shared lane: fRT= 1-(0.15 X Proportion of right turning traffic)
Single lane: fRT= 1- (0.135 X proportion of right turning traffic)
 LTF for exclusive lanes has pre-selected value of 0.95. For shared lanes we
have to calculate as the equation is given below:
FLT=
1
(1+0.05 𝑋 𝑃𝑟𝑜𝑝𝑜𝑟𝑡𝑖𝑜𝑛 𝑜𝑓 𝑙𝑒𝑓𝑡 𝑡𝑢𝑟𝑛𝑖𝑛𝑔 𝑡𝑟𝑎𝑓𝑓𝑖𝑐)
4.2.3 Volume Window
Volume data was collected in field using video recording and then counted it manually
using tally sheets. Peak hour volume and peak hour factor for each turning movement
and through movement was reckon given in chapter 3. Following data is fed into
volume window:
 Lanes and Sharing (#RL) remains same as given in lane window.
 Peak hour traffic volume for each turning and through movement were put in
traffic volume row.
 As we are doing analysis for current scenario growth factor is set to 1.
 Peak hour factor is calculated in chapter 3 and fed in peak hour factor row.
 As there were no heavy vehicles so put 0 in heavy vehicle % section.
 Synchro will calculate adjusted traffic volume automatically by dividing traffic
volume by PHF.

42
 If there is shared lane, lane group flow will be automatically calculated.
 Lane window and Volume window is used to reckon intersection capacity
utilization and v/c ratio of the intersection.
4.2.4 Timing Window
Signals timing of each intersection was observed in field using stopwatch and also
phase sequence is identified. In the ribbon >phase template, the phase sequence was set
before using timing window. The data which is put in timing window is given in chapter
3. The input parameter in the windows are defined below:
 Lanes and sharing (#RL) window data is same as in lane and volume window.
 Control type is set to pre-time according to existing condition.
 Protected phases, permitted phases and phase sequence were calculated in the
field and fed into software.
 Values of Total split-time, yellow time and all red-time for each approach were
put in their sections.
 Based on the input data v/c ratio, total delay, control delay and approach delay
are automatically reckon by synchro.
 LOS is calculated by synchro based on the control delay per vehicle.
4.2.5 Simulation Settings
Median width is measured in field and fed as input parameter in synchro. The window
is explained below:
 Lanes and sharing, traffic volumes, storage lane and storage lengths are same as
put in put in previous windows.
 Lane alignment aligns the movements of vehicles from different approaches to
one approach by specifying lanes for them. So it affects sim traffic simulation,
 Median width data is put in software as observed in field.
 Head way factor is automatically reckon by synchro based on saturation flow,
land width and area type.
 Mandatory distance and positioning distance affects simulation. These are the
distances beyond which driver can change its lane. These are the default values
calculated by synchro but for our project it’s not the same as the vehicle change
its lane just before the intersection.

43
4.3 Results Of The Existing Condition
The data which is collected in field were used for simulation and we which observe
the following results:
 ICU
 LOS
 V/c ratio
 Intersection Signal Delay
 ICU Level Of Service
4.3.1 Intersection Capacity Utilization (ICU)
Intersection capacity utilization tells us about the capacity of intersection by
comparing the current scenario with ultimate capacity of intersection. It is used in
traffic impact analysis.
By introducing data such as NO. Of Lanes, traffic volumes, signal timings, saturated
flow rates and delay times into synchro, ICU is calculated using HCM 2010 Manual.
LOS is given based on ICU which is from A-H as mention in the table below:
Table 4.1 ICU LOS
ICU LOS
<55% A
55% - 64% B
64% - 73% C
73% - 82% D
82% - 91% E
91% - 100% F
100% - 109% G
>109% H
Letter A
Letter A shows that there is traffic flowing smoothly with no congestion. Cycle length
of 80s is sufficient for smooth traffic flowing. It tells us about the capacity of
intersection that an intersection with LOS of A can carry 40 percent more traffic than
existing volumes

44
Letter B
Letter B shows that there is traffic flowing with minor congestion. Cycle length of 90s
is sufficient for smooth traffic flowing. It tells us about the capacity of intersection that
an intersection with LOS of B can carry 30 percent more traffic than existing volumes.
Letter C
Letter C shows that there is traffic flowing with no significant buildup of traffic. Cycle
length of 100s is sufficient for smooth traffic flowing. It tells us about the capacity of
intersection that an intersection with LOS of C can carry 20 percent more traffic than
existing volumes.
Letter D
Usually most of the time there is no blockage of traffic. Cycle length of 110s is
sufficient for smooth traffic flowing. It tells us about the capacity of intersection that
an intersection with LOS of D can carry 10 percent more traffic than existing volumes.
Letter E
Letter E shows that there is traffic flowing with congestion. Cycle length of 120s is
sufficient for smooth traffic flowing. It tells us about the capacity of intersection that
an intersection with LOS of D has a reserve capacity less than 10 percent.
Letter F
Letter F shows that there is traffic flowing with significant congestion. Cycle length
greater than 120s is required for traffic to pass. There will be residual queues of traffic
at the end of Green signal time. Intersection with LOS F will observe 15-60 minutes of
congestion period. Signal timings optimization are necessary at this phase of ICU.
Letter G
Letter G shows that there is traffic flowing with increase in congestion. The demand is
exceeded 10 to 20 percent and the congestion period will be varying from 60 to 120
minutes per day which is then a common situation at intersection. Optimization of
signal timings is necessary or if it needs some kind of infrastructure intervention,
should be provided.

45
Letter H
Letter H shows that demand is increased by 20 percent from its capacity. Congestion
period is more than 120 minutes per day. Long queues of traffic will be common.
Optimization of signal is needed.
4.3.2 Intersection Level Of Service And V/C Ratio
LOS is then determined from ICU, intersection delays and saturation flows. Value of
LOS is from A to H. Based on control delay per vehicle, level of service is from A to
F where traffic flowing condition is getting worse at F. Mathematical models are used
to measure intersection delays.
Following factor can influence traffic delays:
 Quality of progression
 Cycle length
 Green time
 v/c ratio
For every given situation there will be a cycle length that will produce minimum delays
for any given lane group. If the cycle time is kept too short, it will result in higher
v/c ratio hence increasing delays. On the other hand if the cycle length is too large, it
means there will be too much wasted green time so the delays will start increasing.
Existing LOS on the intersections under study is really low. All of two intersections
have LOS F during peak hours.
The v/c ratio, which is the ratio between flow rate and capacity of the intersection,
is often termed as the “degree of saturation”. It is the principal output from the analysis
of signalized intersections. It shows the proportion of the capacity of the intersection
which is being used by the existing traffic. It is the measure of existing or proposed
capacity.
For an intersection to work efficiently, its v/c ratio should be less than or equal to 1.
Cases in which v/c is greater than 1.00, it shows that the intersection is unable to
handle the traffic demand. v/c value higher than 1.00 for future projections shows
that the intersection will operationally fail. Capacityis difficult to measure in the field
so equations are used to estimate it. Analysis of existing conditions of intersections
shows high value of v/c which means there is much higher flow rate than the capacity

46
of the intersections. Following tables show the existing LOS, v/c ratio, Intersection
Signal Delay and ICU for all the intersections:
Table 4.2 Intersection Report for Peak Hours
Intersection v/c ratio Intersection
signal delay
(sec)
Intersection
LOS
ICU
%
ICU
LOS
A 2.24 298 F 116 H
B 1.38 137 F 98 F
C Unsignalised Unsignalised Unsignalised 62 B

47
CHAPTER # 5
Conclusion and Recommendations
The analysis of intersection suggests that the existing condition is not satisfactory
in providing efficient movement and with the increasing traffic, the situation is
becoming even worst. The level of service in the existing condition is not acceptable.
5.1 Conclusion
The existing condition of this Intersection does not facilitate the traffic flow
and it needs some improvements. LOS on these conditions is not satisfactory and if
these conditions continue then it will cause major intersection delays problem in the
next few years. We have made some recommendations and alterations to the existing
design and the possible solutions which can make the flow efficient and smooth. It
also improves the intersection capacity utilization (ICU) and Level of service. The
study and analysis of the result concludes that the current geometry is not suitable
while the results obtained from our recommendations have reduced the traffic delays.
On the basis of demographical conditions of Islamabad and increasing
urbanization, traffic volume is increasing abruptly. If certain solution will not be
considered, it will be disastrous. With the growth factor to be 3.5 percent, traffic
volume would be increased in next ten years in the following manner:
Table 5.1 Peak Hour Projection
Intersection Present Volume (2019) Projected Volume (2029)
A 3091 4200
B 3118 4210
C 1266 1710
On the basis of the above given data, we can clearly see the potential problem
that the facility will be facing in the upcoming years. This will cause worst LOS and
more delays. So we need to provide a solution for the existing condition that will
satisfy the traffic demand and improve traffic operations.

48
5.2 Recommendations
After analyzing existing conditions, we need to provide recommendations for
improvement of traffic operation. The following recommendations are provided:
 Optimization
 Coordination
 Intervention #1
 Intervention #2
5.2.1 Optimization
Our 1st
priority is to optimize the cycle length and split. For optimization the shortest
possible cycle length is introduced to pass the traffic and the split is also modified by
reducing its duration. The comparison of existing and optimized condition is given
below:
Table 5.2 Comparison of Existing and Optimized Condition (PeakHours)
Intersections
Existing conditions Optimized conditions
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
v/c ISD LOS ICU
%
ICU
LOS
A 2.24 298 F 116 H 2.19 236 F 116 H
B 1.38 137 F 98 F 1.31 125 F 98 F
C Un Un Un 62 B Un Un Un 62 B
Comparison of the data shows that optimization improves signal delays up to
some extent but over all there is no effective improvement occurred.
5.2.2 Signal Coordination
Optimization didn’t work very well, so we coordinate the signals in such a way
that protected left lanes are set to permit so that they can move freely when the
opposite traffic is not sufficient, this will reduce signal delay. In addition the cycle
length is also modified by reducing its duration. Comparison is given in the table
below:

49
Table 5.3 Comparison of Existing and Coordinated Condition (PeakHours)
Intersection
Existing conditions Coordinated condition
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
A 2.24 298 F 116 H 0.99 27.7 C 92.7 F
B 1.38 137 F 98 F 1.14 59.5 E 90.4 E
Coordination shows that LOS has improved from F to C while LOS of intersection B
has improved to E. A significant improvement has occurred in Intersection signal
delays and V/c ratio.
5.2.3 Intervention #1
In intervention#1 storage lanes are added and also coordination is done.
Storage lanes are added for right and left turn movements in order to pass
without any obstruction as in some cases through movements volume is
maximum compared to turning movements. It will improve level of service
by reducing delaying.
Table 5.4 Comparison of Existing and Intervention#1 (PeakHours)
With the addition of intervention#1, the intersection has improved significantly. LOS
of Intersection A and B has improved from F to B and C respectively. Intersection
signal delay has improved a lot as well as V/c has also improved. The geometry of
Intersection
Existing conditions Intervention#1
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
A 2.24 298 F 116 H 0.9 15.4 B 69.7 C
B 1.38 137 F 98 F 1 23.9 C 79.6 D

50
the intersections after applying intervention#1 is given below:
Figure 5.1 Geometry of Intersections After Applying Intervention#1
5.2.4 Intervention # 2
Signal coordination is done at intersection ‘B’ and the West and East bound through
movement is by-passed by introducing flyover.
Table 5.5 Comparison of Existing and Intervention#2 (PeakHours)
Intersection
Existing conditions Intervention#2
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
A 2.24 298 F 116 H 0.88 35.8 D 81.2 D
B 1.38 137 F 98 F 0.97 40 D 79.6 D
The intervention#2 include flyover which will only bypass through
movements but turning movements will follow their original route, so
intervention#2 is not that much feasible as compared to intervention#1.

51
5.2.5 Intervention#1 Results After Ten Years
After taking growth factor of 3.5 percent the future projection scenario is given
below:
Table 5.6 Comparing Existing And Improved Condition After Ten Years
5.2.6 Comparing Existing And Improved Condition
Existing and improved condition in percent are compared. Future volume has been
reckon and their percent improvement in case of intervention#1 is also mentioned
below:
Table 5.7 Comparing Existing And Improved Condition
Intersection
Existing conditions Intervention#1 After 10 Years
v/c ISD
(Sec)
LOS ICU
%
IC
U
LO
S
v/c ISD
(Sec)
LOS ICU
%
ICU
LOS
A 2.24 298 F 116 H 1.11 43 D 90 E
B 1.38 137 F 98 F 1.42 76.8 E 104.8 G
C Un Un Un 62 B Un Un Un 76.8 D
Condition
% Improvement
Intersection
A
Intersection
B
Optimized 23 14
Coordinated 166 81
Intervention#1 194 128
Intervention#2 179 119
Intervention#1
Condition After 10 Years
158 35

52
Figure 5.2 Comparing Of Existing And Improved Condition
5.3 Recommendation for Improvement
By analyzing the existing scenario we provide some intervention in order to
improve overall service of given facility. We found that percent improvement for every
intervention is different like for optimized condition it is 23% and 14% for intersection
A and B respectively, while providing infrastructure intervention its become 174 and
119 %. Intervention#2 is difficult to provide because affected area is built up and also
it is costly. The best solution to the problem is to implement intervention#1 as its need
the signal to be coordinated and a few storage lanes will be provided. The percent
improvement for this is 194 and 128 for A and B respectively.
Optimized Coordinated
Intervention
#1
Intervention
#2
Intervention#
1 Results
After 10 Years
Intersection A 23 166 194 179 158
Iintersection B 14 81 128 119 35
0
50
100
150
200
250
%Improvemnets
Comparison of Existing and Improved Condition

53
References
[1] Muhammad Ahsan Ali. “Traffic Analysis and Environment Impact Assessment”-
Case Study of N-5 Corridor in Rawalpindi City, 2014, pp. 1-35.
[2] Attiq Ur Rahman Dogar. “Congestion Mitigation on an Urban Arterial through
Infrastructure Intervention”. Rawalpindi, 2014, pp 9-18.
[3] Owen Arndt. “Relationship between unsignalised intersection and accident rates”.
Queensland, 2003, pp.1-6.
[4] Junaid Raza. “Congestion Mitigation of Taxila Intersection”.Taxila, 2018, pp. 1-
24.
[5] Trafficware softwares, SYNCHRO User Guide, (Available at
http://www.trafficware.com)
[6] Highway Capacity Manual 2010, Transportation Research Board Government of the
People’s Republic of Bangladesh Ministry of Communications Roads and Highways
Department, MANUAL CLASSIFIED TRAFFIC COUNTS,INSTRUCTION GUIDE,
October 2001
[7] Sherif Shokray. “A Comparative Study on At-grade Intersections and Grade
Separated Intersections in Terms of Land Use Interaction”. Tokyo, Japan, 2017.
[8] Zhengyang Lu. “Modelling, Simulation and Control Of Signalized Intersection
under Adverse Weather Conditions”. Waterloo, Ontario, Canada, 2016
[9] Ali Asghar Kazemi Afshar. “Estimation Of Traffic Impact At Signalized
Intersections Around The Proposed Health Campus In Etlik, Ankara”. September,
2015.
[10] Nippon Koei Co., LTD. “Study On The Project For Improvement Of Intersections
In Kathmandu City In The Kingdom Of Nepal”. January 2000.
[11] Tadele Girma Geresu. “Optimization Of Intersection Signal Timing-Case Study
Of Shola Gebeya And Estifanos Stadium-Laghar Intersection.” Ethiopia, June 2017.
[12] Pat Timbrook, J. T. a. A. G. (2002). CROSS JURISDICTIONAL SIGNAL
COORDINATION CASE STUDIES.

54
[13] Clement, S. J.; Taylor, M. A. P.; Yue, W. L. 2004. Simple platoon advancement:
a model of automated vehicle movement at signalized intersections, Transportation
Research Part C 12: 293–320.
[14] Akgüngör, A. P. 2008b. A new delay parameter dependent on variable analysis
periods at signalized intersections. Part 2: Validation and application, Transport 23(2):
91–94.
[15] Chandra, S, P.K.Sikdar, V. Kumar.(1994).Right-turn saturation flow at signalized
intersections, Road and Transport Research, 3(1), 60-73.
[16] Nadeemullah. “Study Of Traffic Problems And Suggested Solutions of Toker
Niaz Baig Intersection.” Lahore, Pakistan , 2014.
[17] Sohail Abbas. “Research Project On Traffic Flow Problems And Solution Of
Rashid Minhas Road”. Karachi, Pakistan.

55
ANNEX-1
Input Work Sheet, Wednesday

56
Input Worksheet For Kulsoom International Hospital Intersection, A(Morning)
Date
18 March,2019
Type
CBD
Volume
Cumulative
Volume
7:00-7:15 1 88 - - 41 5 78 31 33 277
7:15-7:30 1 90 - - 99 8 80 39 60 377
7:30-7:45 3 60 - - 120 7 100 60 70 420
7:45-8:00 2 70 - - 112 14 118 75 70 461 1535
8:00-8:15 3 80 - - 130 15 120 90 65 503 1761
8:15-8:30 1 90 - - 148 21 159 60 64 543 1927
8:30-8:45 3 92 - - 155 20 212 65 83 630 2137
8:45-9:00 7 66 - - 160 19 200 70 62 584 2260
9:00-9:15 6 80 - - 145 11 158 65 70 535 2292
9:15-9:30 11 60 - - 140 16 120 85 69 501 2250
9:30-9:45 7 60 - - 148 13 120 73 61 482 2102
9:45-10:00 5 41 - - 148 13 139 71 70 487 2005
P.H.V Appr. 21 354 635 79 742 281 289 -
P.H.V(Intersecti
on)
2292 (8:15-9:15)
Max. 15 Min
volume
630
P.H.F 0.91
Signal Timings
Green Time 34 20 20
Yellow+Red
Time (s)
4+93 4+41 4+108
Cycle Length
(s)
134

57
Input Worksheet For Kulsoom International Hospital Intersection, A(Afternoon)
Type
CBD
Volume
Cumulative
Volume
11:00-11:15 7 65 - - 275 24 45 80 77 573
11:15-11:30 10 103 - - 284 23 47 76 80 623
11:30-11:45 09 72 - - 266 30 51 105 105 638
11:45-12:00 16 85 - - 261 31 37 98 117 645 2479
12:00-12:15 24 85 - - 300 23 50 111 124 717 2623
12:15-12:30 30 97 - - 291 29 62 190 160 859 2859
12:30-12:45 26 108 - - 296 22 43 90 216 801 3022
12:45-1:00 10 131 - - 270 16 50 78 202 757 3134
1:00-1:15 12 105 - - 256 26 44 87 160 690 3107
1:15-1:30 7 71 - - 251 28 38 70 126 591 2839
1:30-1:45 14 76 - - 255 30 40 66 121 602 2640
1:45-2:00 20 58 - - 255 31 37 74 140 615 2498
P.H.V
Appr.
96 427 - - 1161 94 209 475 707 - -
P.H.V
(Intersection
)
3134 (12:00-1:00)
Max. 15
Min volume
859
P.H.F 0.91
Signal Timings
Green Time 34 20 20 -
Yellow+Re
d Time (s)
4+93 4+41 4+108
Cycle
Length (s)
134

58
Input Worksheet For Kulsoom International Hospital Intersection, A(Evening)
Date
18 March,2019
Weather Partial
Cloudy
Intersection
Type
CBD
Volume
Cumulative
Volume
Time
(Pm)
L T R L T R L T R
3:00-3:15 14 71 - - 207 35 162 72 90 651
3:15-3:30 17 60 - - 203 37 164 80 90 651
3:30-3:45 19 65 - - 183 42 164 83 127 683
3:45-4:00 13 77 - - 192 34 166 96 127 705 2690
4:00-4:15 13 116 - - 224 38 164 95 125 775 2814
4:15-4:30 12 134 - - 223 36 154 95 122 776 2939
4:30-4:45 3 142 - - 213 35 160 82 100 735 2991
4:45-5:00 12 140 - - 228 32 154 91 110 767 3053
5:00-5:15 12 142 - - 190 34 160 80 146 764 3042
5:15-5:30 11 110 - - 202 33 170 84 150 760 3026
5:30-5:45 7 95 - - 211 42 174 90 151 770 3061
5:45-6:00 7 80 - - 194 33 180 94 150 738 3032
P.H.V
Appr.
46 493 - - 835 145 665 349 558 -
P.H.V
(Intersecti
on)
3061 (4:45-5:45)
Max. 15
Min
volume
770
P.H.F 0.99
Signal Timings
Green Time 34 20 20 -
Yellow+Red
Time (s)
4+93 4+41 4+108
Cycle
Length (s)
134

59
Input Worksheet For Kulsoom International Hospital Intersection, B(Morning)
Date
18 March,2019
Type
CBD
East Bound West Bound North Bound Total
Volume
Cumulative
Volume
7:00-7:15 - 92 1 34 50 - 21 45 97 340
7:15-7:30 - 95 1 34 110 - 15 40 80 375
7:30-7:45 - 65 2 44 137 - 15 47 91 401
7:45-8:00 - 87 1 54 156 - 20 40 76 434 1550
8:00-8:15 - 87 0 54 161 - 26 35 101 464 1674
8:15-8:30 - 97 1 54 174 - 16 37 106 485 1784
8:30-8:45 - 98 1 60 180 - 16 42 111 508 1891
8:45-9:00 - 70 4 61 186 - 14 40 110 485 1942
9:00-9:15 - 86 1 74 167 - 14 40 101 483 1961
9:15-9:30 - 65 1 76 162 - 25 38 108 475 1951
9:30-9:45 - 60 1 86 174 - 26 35 107 489 1932
9:45-10:00 - 44 1 94 157 - 26 31 105 458 1905
P.H.V
Appr.
- 354 10 255 714 - 63 165 435 - -
P.H.V
(Intersection
)
1961 (8:15-9:15)
Max. 15
Min volume
508
P.H.F 0.96
Signal Timings
Green Time 35 37 30 - -
Yellow+Re
d Time (s)
93+4 95+4 108+4 - -
Cycle
Length (s)
130 -

60
Input Worksheet For Kulsoom International Hospital Intersection, B (Afternoon)
Intersection
B
Observer Zubair khan, Huzaifa bari,Abdurahim
Type
CBD
East Bound West Bound North Bound
Total
Volum
e
Cumulativ
e Volume
11:00-11:15 - 92 1 34 50 - 21 45 97 340
11:15-11:30 - 95 1 34 110 - 15 40 80 375
11:30-11:45 - 65 2 44 137 - 15 47 91 401
11:45-12:00 - 87 1 54 156 - 20 40 76 434 1550
12:00-12:15 - 87 0 54 161 - 26 35 101 464 1674
12:15-12:30 - 97 1 54 174 - 16 37 106 485 1784
12:30-12:45 - 98 1 60 180 - 16 42 111 508 1891
12:45-1:00 - 70 4 61 186 - 14 40 110 485 1942
1:00-1:15 - 86 1 74 167 - 14 40 101 483 1961
1:15-1:30 - 65 1 76 162 - 25 38 108 475 1951
1:30-1:45 - 60 1 86 174 - 26 35 107 489 1932
1:45-2:00 - 44 1 94 157 - 26 31 105 458 1905
P.H.V Appr. - 435 9 323 1214 - 115 311 572
P.H.V
(Intersection)
1961 (12:15-1:15)
Max. 15 Min
volume
508
P.H.F 0.96
Signal Timings
Green Time 35 37 30
Yellow+Red
Time (s)
93+4 95+2 108+4
Cycle
Length (s)
130 -

61
Input Worksheet For Kulsoom International Hospital Intersection, B(Evening)
Date
18 March,2019
Weather Partial
Cloudy
Intersection
Type
CBD
East
Bound
West Bound North Bound Total
Volum
e
Cumulativ
e Volume
Time (Pm) L T R L T R L T R
3:00-3:15 - 92 1 34 50 - 21 45 97 340
3:15-3:30 - 95 1 34 110 - 15 40 80 375
3:30-3:45 - 65 2 44 137 - 15 47 91 401
3:45-4:00 - 87 1 54 156 - 20 40 76 434 1550
4:00-4:15 - 87 0 54 161 - 26 35 101 464 1674
4:15-4:30 - 97 1 54 174 - 16 37 106 485 1784
4:30-4:45 - 98 1 60 180 - 16 42 111 508 1891
4:45-5:00 - 70 4 61 186 - 14 40 110 485 1942
5:00-5:15 - 86 1 74 167 - 14 40 101 483 1961
5:15-5:30 - 65 1 76 162 - 25 38 108 475 1951
5:30-5:45 - 60 1 86 174 - 26 35 107 489 1932
5:45-6:00 - 44 1 94 157 - 26 31 105 458 1905
P.H.V Appr. - 531 6 320 1040 - 145 433 643
P.H.V
(Intersection)
1961 (4:00-5:00)
Max. 15
Min volume
508
P.H.F 0.96
Signal Timings
Green Time 35 37 30
-
Yellow+Red
Time (s)
93+4 95+4 108+4
Cycle
Length (s)
130

Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad

Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad

Similar to Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad (20)

Recently uploaded

Recently uploaded (20)

Case Study of Closely Spaced Intersections at the Junction of Jinnah & 7th Avenue, Blue area Islamabad