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Introduction

The increasing number of vehicles is becoming a major problem in many countries. With the ever
increasing number of vehicles, the problems such as congestion and accidents happen more
frequently. So the signal control of traffic intersection is becoming more important because such
control directly affects the efficiency of urban transportation system.

Due to rapid development people are able to move 15 times faster and four times as frequently as
they did in last century. According to the latest data in January 2019 more than a million and half
vehicle were bought and registered across India, every single day of January.While India’s road
network grew by just about a third in the last decades,vehicle registration has increased by almost
three times.

The conventional fixed-time traffic control system is one of the most popular and oldest in the
world. This controller repeats preset signal timings derived from historical traffic patterns. As it is
well known, the traffic system is a dynamic system, with great variation in real time traffic; so the
pre-timed control hardly adjusts to the different traffic conditions.

The optimum cycle time procedure was first proposed by (Webster 1958) and had been extensively
used by traffic engineers for the design of fixed signal plans based on known traffic volumes
or expected demands for each junction link. This system is not effective for oversaturated
intersection or rush hours. With the development of technologies, many adaptive methods have
been developed to adjust signal timings according to the real-time traffic data (vehicle actuated
control, semi-actuated control, green wave control and etc.). Adaptive control is designed on
account of the traffic conditions in real-time at all approaches in the whole intersection. With rapid
development of computer technology, the artificial intelligence methods have become an important
control method for traffic operation. Intelligent traffic signal control systems have been recently
developed as a part of an effective means to resolve the traffic problem of the crowded areas. There
are many intelligence approaches used to manage the flows of traffic at intersections (Liu 2007),
such as: fuzzy logic, fuzzy-neural network, evolutionary algorithms, reinforcement learning.

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Literature Review

Khiang Tan et al(1996)[1] developed a graphical simulation windows software for the design and
implementation of an automatic traffic lights controller by making use of fuzzy logic technology
and also compared the designed software results with conventional lights controller in which the
designedone was found to be superior in terms of performance and cost.

Niittymaki and Pursula (2000)[2]simulated an isolated traffic signal control intersection. The fuzzy
controller workdone two levels. The upper level identified traffic conditions and the lower level
defined green light cycle time. It was shown that fuzzy traffic controller reduced delays and stops
when the traffic volume was heavy. The fuzzy logic controller was developed to control isolated
and over-saturated intersections during special events.

Khalid et al. (2004)[3] proposed that fussy control method has ability to communicate with
neighbor junctions and manages phase sequences and phase lengths adaptively. Three modules
were proposed in the design of the fuzzy traffic lights controller: next phase
module, a green phase module and a decision module. The first module selects the most urgent
phase except the green phase. The green phase module observes the conditions of traffic flows of
the green phase only. The decision module decides the urgency degree between the next phase and
the green phase modules. It also decides by how long to extend the green phase signal or whether to
change it to other phases.

Zhang et al. (2005)[4]The fuzzy logic controller was developed to control isolatedand over-
saturated intersections during special events. Given real-time traffic information, the FLC controller
decides on whether to extend or terminate the current green phase. The decision making process is
based on a set of fuzzy rules which take into account the traffic conditions with the current and next
phases. The proposed strategy was compared with fixed time and actuated control strategies.

Currie and Reynolds (2011)[5] also conducted a review of the HT and explored operations and
safety impacts. Operational analysis of the traffic impacts of HTs in Melbourne suggested that they
acted to reduce congestion because turning traffic did not delay through vehicles.In addition, 38%
of drivers tended to avoid HTs and each tram delay was decreased from 11.25 to 15.64 seconds. A
series of safety analyses with crash data and conflict point analysis demonstrated that intersections
with HTs had better safety performance than conventional intersections.

Hounsell and Yap (2013) [6]compared the traffic performance of a HT intersection with an
equivalent conventional intersection with opposed right turns based on simulations. It was found
that HTs reduced delays to through traffic from the same approach in nearly all cases. Overall
intersection performance depended on the scale of any increased delays to left-turning traffic
andside road traffic resulting from the HT movement.
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Problem Identification
 Controlling the traffic becomes the challenging task due to increased usage of the vehicles
by the people. Sometimes green light is given for junctions with less density also. To
correct the above- mentioned issue in the system handling the traffic for vehicles is
implemented. Presently in different directions the traffic lights with fixed time delay are set
according to a specific cycle while switching from one signal to other. This creates
unnecessary traffic during rush hours.Traffic congestion is a main problem with Raipur
city. In India the traffic lights are founded on timing system i.e. whether the vehicles are
present or not the timing will remain constant which makes people to wait unnecessarily for
longer time.In Emergency cases the signals are precise manually, which is a hard-hitting task and
can’t be executed successfully. Due to this man power is required in large amount and is a waste of
time.

 The problem of congestion and accident is very acute in highway transport due to complex
flow pattern of vehicular traffic, presence of mixed traffic and pedestrian. Traffic accident
may involve property damage, personal injuries or even causalities. The main objectives of
traffic engineering are to provide safe traffic movement. The Raipur city is
underdevelopment. The rapid growth in industrialization, urbanization, tourism has
increased transportation activities causing acute traffic problems particularly at
intersections, due to mix complex flow pattern. It is important to design regulation system
for this rotary stems for efficiency of operation, safety, speed, cost of operation, capacity
are directly governed by design. A best design can reduce the major and minor accidents,
delay and can orderly movement of traffic. The primary aims of signal control at
intersections are.
1. To reduce the rate of accidents.
2. To better regulate and orderly traffic movement, and
3. Hence reduce delays

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Methodology

: The methodology involved in the project is of two stages.


 Data Collection
 Designing of traffic signal
 In Data Collection stage, traffic volume is collected for 15 days .on daily basis 7-hour data
is collected at two intersections .They are:
 Ghadi Chowk
 Designing of traffic signal involves mainly four methods. They are:
 Trail Cycle Method
 Approximate Method Based on Pedestrian Crossing Requirement
 Webster’s Method
 IRC Method

(a) Trial Cycle Method:


The following are the steps in this method:
(i) The 15-minute traffic counts n1 and n2 on the two roads 1 and 2 are observed during peak hour
of flow.
(ii) A trial cycle of C seconds is assumed. The number of cycles in the 15-minute period, n1 will
then be 900/C1.
Assuming the time headway as 2.5 seconds, the green periods for roads 1 and 2 clear the during the
trial cycle are got as –

2.5𝑛1 𝐶1 2.5𝑛2 𝐶1
G1= G2=
900 900

(iii) The amber periods A1 and A2 are calculated based on the approach speeds (or assumed to range
from 2 to 5s)
(iv) The cycle length C’1, equals to (G1 + G2 + A1 + A2) seconds
(v) If C’1 is very nearly equal to the assumed values C1, it is taken to be the design cycle.
Otherwise, a different trial cycle, C2 (if C1 < C1, C2 < C1) is assumed, and steps (i) to (iv) are
repeated.
(vi) This iterative procedure is repeated until there is good agreement between the calculated and
assumed values of the cycle lengths.
Finally, the timing and phasing diagrams are shown to summarise the design.

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(b) Approximate Method Based On Pedestrian Crossing Requirement:

The following design procedure is suggested for the approximate design of a two phase traffic
signal unit at cross roads, along with pedestrian signals:
Based on pedestrian walking speed of 1.2m per second and the road way width of each approach,
the minimum time for the pedestrians to each road is also calculated.
Total pedestrian crossing time is taken as minimum pedestrian crossing time plus initial interval
for pedestrians to start crossing, which should not be less than 7 sec and during this period when
pedestrians will be crossing the road, the traffic signal shall indicate red or stop
The red signal time is also equal to the minimum green time plus amber time for traffic of the
cross road
The actual green time needed for the road with higher traffic is then increased in proportion to
the ratio of approach volumes of the two roads in vehicles per hour per lane
Based on approach speed of vehicles, the suitable clearance interval between green and red
period i.e., clearance periods are selected. The amber periods may be taken as 2, 3,4 seconds for
low, medium and fast approach speeds.
The cycle length so obtained is adjusted for the next higher 5sec interval, the extra time is then
distributed to green timings in proportion to the traffic volume
The timings so obtained are installed in the controller and the operations are then observed at the
site during peak traffic hours; modifications in signal timings are carried out if needed

(c) Webster’s Minimum Delay Method:


In this method, the optimum signal cycle corresponding to the minimum total delay to the traffic at
the signalised intersection is obtained after detailed studies of cycle time and delay vis-a-vis the
traffic volumes approaching the intersection. This is considered to be a rational approach as it has a
mathematical basis.
The steps in the design procedure are:
(i) The saturation flow of traffic, S1, S2,… on the approach roads are obtained from field studies by
noting the number of vehicles in the stream of flow during the green aspects and the corresponding
time intervals.
In the absence of data, the values are determined using RRL recommendations already given under
the definition for ‘saturation flow’.
(ii) The normal flows q1, q2, … on the approach roads, during the design peak hour traffic are also
obtained from field observations
𝑞
(iii) The ratios y1 = 𝑆1, y2 = q2/S2, … are calculated.
1

In the case of mixed traffic, all the q- and S-values are to be obtained after converting to equivalent
PCU values.
(iv) The optimum signal cycle, C0, is given by

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1.5𝐿 + 5
𝐶0 =
1−𝑦
Here, L = total lost time per cycle in seconds = nl + R,
Where n is the number of phases based on traffic signal installations on the approach road and l is
the lost time for the phase (as defined in ‘lost time’ earlier) and R is the all red time in seconds.
If 𝑌 = 𝑦1 + 𝑦2 + ⋯

𝑦1
Then 𝐺1 = (𝐶0 − 𝐿)
𝑌

𝑦2
𝐺1 = (𝐶0 − 𝐿)
𝑌
And so on.

(v) Providing suitable amber times, the times of red, green and amber aspects are obtained.
(vi) If there are pedestrian signals, the ‘Walk’ and ‘Don’t Walk’ times can also be calculated based
on the red aspect times on the particular roads and extra times for starting delays.
(viii) The results may be summarised in the form of a timing diagram or a phasing diagram.

(d) IRC Method:


This is basically the same as Webster’s approach, but with a few minor variations in accordance
with the guidelines given by the IRC.
The following are the steps in the design:
(i) The green times required for the major and minor roads are calculated under the assumption of
an initial walking delay of 7 seconds and a walking speed of 1.2m/s to cover the width of the
carriageway. These are the minimum green times required for vehicular traffic on the minor and
major roads in that order.
(ii) The green time required for vehicular traffic on the major road is increased in proportion to the
traffic on the two roads (major/minor).
(iii) The cycle time is calculated assuming an amber time of 2 seconds each.
(iv) The minimum green time required for clearing the vehicles approaching from each road is
determined, assuming that the first vehicle needs 6 seconds and all the subsequent ones need 2
seconds each (this minimum should not be less than 16 seconds).
(v) The optimum signal cycle is calculated using Webster’s formula, using the appropriate values of
saturation flow for the widths of the approach roads.
(vi) The lost time is calculated from the amber time, inter-green time and the initial delay time of 4
seconds for the first vehicle, on each leg.

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Objective
 The main objective of traffic signals is to achieve safe and efficient movement of traffic and
pedestrians, without the same time infringing unduly upon the individual rights of road
users. They should be flexible and should keep pace with the changing conditions and
times. They should be reviewed and altered periodically in light of traffic conditions and
accident data analysis. The design of streets and facilities and the safe operation of traffic
are vitally connected with the traffic regulations.

 By studying the road traffic of the city we analyzed that the major accident cause is
collision of vehicles at the intersections. The collision may be rear shunt on approach to
junction, right angled collision, principle right turn collisions and pedestrian collision.
These collisions can be avoided if proper design of signal is done so that the main objective
of the dissertation is to provide better and safe movement of traffic through signal design at
the intersection. The signal is designed as per IRC guidelines so that the signal can justify
the proper movement of the traffic.

 Vehicles were classified into only five different categories. Multi axel trucks, heavy truck
and tippers; mini bus were all considered in a single group. Vehicles will consume less
amount of fuel if they don’t have to wait at signalized intersections for a longer time. It also
helps in reducing annual fuel consumption cost and environmental pollution. Two
wheelers, particularly motorcycles is the most preferred mode of transport. Public transport
system needs to be strengthened so that use of individual vehicles is restricted, thereby
reducing traffic density.

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Expected Outcome

 By studying the road traffic of the city we analyzed that the major accident cause is collision
of vehicles at the intersections. The collision may be rear shunt on approach to junction,
right angled collision, principle right turn collisions and pedestrian collision. These
collisions can be avoided if proper design of signal is done so that the main objective of the
dissertation is to provide better and safe movement of traffic through signal design at the
intersection. The signal is designed as per IRC guidelines so that the signal can justify the
proper movement of the traffic.

 The effect of the signal design can be seen in reduction of accident cause by which the
reduction in fatal injuries at the intersection, thus provide a better and safe movement of the
traffic. The signal design can also help the pedestrian to cross the road safely. The signal
timing plays an important role in traffic movement. Thus the timing of the signal should be
such that it does not cause delay to the vehicles. If the timing is causing extra delay to the
vehicles then the driver will disobey the signal, resulting in cause of accident. Thus the
signal timing should justify the movement of vehicles so that extra delay by the RED signal
will not affect the total journey time.

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REFERENCES

1. Khiang Tan (1996). Study on a graphical stimulation windows software,, IJCSNS


International Journal of ComputerScience and Network Security 7(7): 105–112.
Zhangjiajie, Hunan, China,

2. Niittymaki, J. Pursula, M. 2000. Signal control using fuzzylogic, Fuzzy Sets and Systems
116(1): 11–22.http://dx.doi.org/10.1016/S0165-0114(99)00034-2

3. Khalid, M.; Liang, S. C.; Yusov, R. 2004. Control of a complex traffic junction using fuzzy
inference, in Proceedings of the 2004 5th Asian Control Conference, 20–23 July 2004,
Melbourne, Australia. Vol. 3, 1544–1551.

4. Zhang, L.; Li, H.; Prevedouros, P. D. 2005. Signal Control for Oversaturated Intersections
Using Fuzzy Logic, in Transportationn and Development Innovative Best Practices 2008:
Proceedings of the First International Symposium, 24–26 April 2008, Beijing, China, 179–
184. http://dx.doi.org/10.1061/40961(319)30

5. Currie, G.; Reynolds, J. 2011. Managing trams and traffic atintersections with hook turns:
safety and operational impacts,Transportation Research Record: Journal of the
TransportationResearch Board 2219: 10–19.

6. Hounsell, N. B.; Yap, Y. H. 2015. Hook turns as a solution to the right-turning traffic
problem, Transportation Science 49(1): 1–12. https://doi.org/10.1287/trsc.2013.0482

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