UNIVERSITY OF NAIROBI

DEPARTMENT OF ELECTRICAL AND INFORMATION

ENGINEERING

TRAFFIC JUNCTION SIMULATION

Project Index: 092

By

Marshed Adam Elyas

F17/1416/2011

Supervisor: Dr. G.S.O Odhiambo

Examiner: Prof. V.K Oduol

Project report of the final year project towards partial fulfillment of the
requirements for the degree of Bachelor of Science in Electrical and Electronic
Engineering of the University of Nairobi

Submitted on: May 13, 2016

DECLARATION OF ORIGINALITY

NAME: MARSHED ADAM ELYAS

REGISTRATION NUMBER: F17/1416/2011
COLLEGE: Architecture and Engineering
FACULTY/SCHOOL/INSTITUTE: Engineering
DEPARTMENT: Electrical and Information Engineering
COURSE NAME: Bachelor of Science in Electrical and Electronic Engineering
TITLE OF WORK: Traffic Junction Simulation

1) I understand what plagiarism is and I am aware of the University Policy in this regard.

2) I declare that this final year project report is my original work and has not been submitted
elsewhere for examination, award of degree or publication. Where other people‟s work or
my work has been used, this has properly been acknowledged and referenced in
accordance with the University of Nairobi‟s requirements
3) I have not sought or used the services of any professional agencies to produce this work

4) I have not allowed, and shall not allow anyone to copy my work with the intention of
passing it off as his/her own work
5) I understand that any false claim in respect of this work shall result in disciplinary action,
in accordance with the University anti-plagiarism policy

Signature: ……………………………………………………………………..........

Date: ………………………………………………………………………………...

i
CERTIFICATION

This report has been submitted to the Department of Electrical and Information Engineering,
University of Nairobi with my approval as supervisor:

…………………………………….

Dr.G.S.O. Odhiambo

Date:……………………………….

ii
ABSTRACT

Modeling traffic flow is stochastic in nature due to randomness in variables such as vehicle

arrivals and speeds. Due to this and due to complex vehicular interactions and their maneuvers it

is difficult to model traffic using analytical methods thereby using a simulation as an effective

tool.

This study develops a computer simulation for the evaluation of traffic performance at a

signalized roundabout intersection. In particular, the simulation captures Kenyatta Avenue -

Uhuru Highway roundabout in the central business district of Nairobi, Kenya due to the

congestions that take place during peak hours.

The simulation model is based on the macroscopic modeling of traffic flows and shall

demonstrate how traffic at the intersection would vary with changes in input variables and

priority rules.

The analysis highlights some problems such as spillback that is caused by right turning

movements at the roundabout intersection and unbalanced flows as constraints that reduces the

capacity of roundabouts and increase delays. The analysis would enable an effective

modification of the junctions and an appropriate road usage plan in the city.

iii
DEDICATION

To my mother, for her encouragement and support.

iv
ACKNOWLEDGEMENT

I would like to thank the Almighty God for giving me the strength and ability to carry out this

project.

I would also like to thank my supervisor, Dr. G.S.O. Odhiambo, for being a source of guidance

throughout the duration of the project.

Finally, I would like to appreciate my classmates, friends and family for their unwavering

support.

CONTENTS
v
TABLE OF CONTENTS

DECLARATION OF ORIGINALITY ............................................................................................ i

CERTIFICATION .......................................................................................................................... ii
ABSTRACT ................................................................................................................................... iii
DEDICATION ............................................................................................................................... iv
ACKNOWLEDGEMENT .............................................................................................................. v
CONTENTS .................................................................................................................................... v
LIST OF FIGURES ..................................................................................................................... viii
LIST OF TABLES ......................................................................................................................... ix
ABBREVIATIONS ........................................................................................................................ x
CHAPTER ONE: INTRODUCTION ............................................................................................. 1
CHAPTER TWO: LITERATURE REVIEW ................................................................................. 3
2.1TRAFFIC SIMULATION ..................................................................................................... 3
2.2TRAFFIC FLOW THEORIES .............................................................................................. 3
2.2.1 Microscopic traffic flow ................................................................................................ 3
2.2.2 Macroscopic traffic flow ................................................................................................ 6
2.3 CAR FOLLOWING MODEL .............................................................................................. 7
2.3.1Transient Stability Analysis ............................................................................................ 8
2.4 POISSON PROCESS ........................................................................................................... 9
2.6 QUEUINGTHEORY ............................................................................................................ 9
2.7 MACROSCOPIC FUNDAMENTAL DIAGRAM ............................................................ 10
CHAPTER THREE: RESEARCH METHODOLOGY ............................................................... 12
3.1 STUDY AREA ................................................................................................................... 12
3.2 ROUNDABOUT SIMULATION ....................................................................................... 13
3.3 NETWORK CODING ........................................................................................................ 13
3.3.1 Links and connectors ................................................................................................... 13
3.2.2 Vehicle inputs .............................................................................................................. 14
3.2.3 Routing decisions and routes ....................................................................................... 14
3.2.4 Priority rules................................................................................................................. 15
3.2.5 Detectors ...................................................................................................................... 17
vi
 3.2.6 Signal Control Types ................................................................................................... 17
3.4 DATA COLLECTION ....................................................................................................... 18
3.5 CALIBRATION AND VALIDATION .............................................................................. 18
3.6 DATA OUTPUT ................................................................................................................. 20
CHAPTER FOUR: RESULTS AND ANALYSIS ....................................................................... 21
4.1 ANALYSIS AND DISCUSSION ...................................................................................... 24
4.1.1 Unbalanced flows......................................................................................................... 24
4.1.2 Spillback ...................................................................................................................... 25
CHAPTER FIVE: CONCLUSION............................................................................................... 27
REFERENCES ............................................................................................................................. 28
APPENDICES .............................................................................................................................. 30
APPENDIX A: OD Matrix ....................................................................................................... 30
APPENDIX B: ROUNDABOUT INPUT ANALYSIS SHEET .............................................. 31
APPENDIX C: ROUNDABOUT OUTPUT ANALYSIS SHEET .......................................... 32

vii
LIST OF FIGURES

Figure 1.1: Two consecutive vehicles in the same lane in a traffic stream .................................... 4
Figure 2.2: Aspatial-temporal diagram showing two vehicle trajectories for a microscopic flow . 5
Figure 2.3:A fundamental diagram relating flow q to density k. .................................................. 11
Figure 3.1 Study area Kenyatta avenue-Uhuru highway roundabout ........................................... 12
Figure 3.2 Figure showing links (light-gray) and connector (dark-gray) for our modeled
roundabout .................................................................................................................................... 13
Figure 3.3 Routes from on point (red cross-section) to another (green cross-section) in the same
network. The figure on the right shows a right turning movement. ............................................. 15
Figure 3.4 Priority rules at a roundabout intersection................................................................... 16
Figure 3.5Conflict areas on a roundabout and shows the right of way of the green marked lanes
over the red marked lanes. ............................................................................................................ 17
Figure 3.6 An aerial photograph (left) and a GIS map (right) showing lane configuration
providing information required to model intersection geometry and control required for
calibration. .................................................................................................................................... 19
Figure 4.1 Snapshot taken from a running simulation showing movement of vehicles about a
signalized roundabout ................................................................................................................... 21
Figure 4.2 Bar and Line graphs of vehicle flows for different times of the day obtained from the
OD matrix. .................................................................................................................................... 22
Figure 4.3 MFD graph that relates flow,q to density,k. ............................................................... 23
Figure 4.4 Average queue lengths highlighting the constraint of right turning vehicles in a
roundabout. ................................................................................................................................... 24
Figure 4.5 Spillback effect at a roundabout intersection. ............................................................. 26

viii
LIST OF TABLES

Table 1: Level of Service (LOS) grading system for various traffic flow descriptions as per the
HCM 2010 .....................................................................................Error! Bookmark not defined.
Table 2: Example OD matrix in vehicles per hour for a specific time of the day, AM ................ 14

ix
ABBREVIATIONS

CBD Central Business District

GIS Geographic Information System

HCM Highway Capacity Manual

LOS Level of Service

MFD Macroscopic Fundamental Diagram

OD Origin Destination

PHF Peak Hour Factor

SQL Structured Query Language

VISSIM Visual Traffic Simulation

x
CHAPTER ONE: INTRODUCTION

Transportation is one of the challenges faced by cities around the world, especially as the global

population is rapidly urbanizing, and the problems of traffic congestion and gridlock are

becoming increasingly severe. Fast growing cities, like Nairobi, Kenya, are facing streets that are

clogged with private automobiles and public transport. This motivates the need to understand the

performance and behavior of urban street systems.

Intersections are critical components of the highway network and in the recent years,

roundabouts have become a gradually more widespread traffic management option in urban

areas. Nairobi CBD has six roundabouts that serve motorists in and out of the CBD. Numerous

studies have shown a reduction in congestion and delay with the implementation of roundabouts.

Traffic simulation model could be applied using computer programs which help in the evaluation

of traffic management. VISSIM is a microscopic, time step and behavior-based simulation model

developed to model urban traffic and public transport operations and flows of vehicles and

pedestrians. The simulation provides planners and engineers with the ability to make informed

predictions about the effectiveness of roundabout junctions whilst taking into account certain

parameters.

The aim of this project is to simulate a model of a roundabout as it is currently and to predict

how changes in flow of traffic will affect the performance of the intersection. The project gives

understanding of how traffic simulation model could be applied for investigating road traffic in

the real world. Another purpose is to compare how right turning vehicles at a roundabout affect

the queue length in an attempt to analyze the problems at the roundabout junction.

1
The scope of the study will only be observed and analyzed for a particular roundabout only, the

Uhuru Highway –Kenyatta avenue roundabout. In order to simplify the model, the project

disregards pedestrians and cyclists.

The outline of the report presents the traffic simulation models, a base simulation of the

roundabout, results, model analysis, discussion of the MFD and spillback effect then a

conclusion based on the objectives.

2
CHAPTER TWO: LITERATURE REVIEW

2.1TRAFFIC SIMULATION
Simulation is a numerical technique for conducting experiments on a digital computer, which

may include stochastic characteristics, be microscopic or macroscopic in nature, and involve

mathematical models that describe the behavior of a transportation system over extended periods

of real time.

2.2TRAFFIC FLOW THEORIES

Traffic theories are proposed to provide an understanding of a phenomenon related to movement

of vehicles as they interact with other vehicles. The theories are then used to determine the

fundamental characteristics such as roads capacities and their capability to withstand various

levels of traffic flow.

Traffic theories include both macroscopic and microscopic theories. Macroscopic theory treats

the traffic as a continuum similar to a fluid flowing through a pipe whereas microscopic theory

considers individual vehicle characteristic and how they interact with another.

2.2.1 Microscopic traffic flow

2.2.1.1 Traffic flow variables

Microscopic traffic flow variables include

 Length, li

 Position, xi(t)


i
Speed, i


i
Acceleration, i

3
2.2.1.2 Traffic flow characteristics

Figure 2.1: Two consecutive vehicles in the same lane in a traffic stream

Considering two cars in the same lane: a follower, i and its leader, i+1 as shown in figure 2.1, we

obtain flow characteristic as

 Space headway, hsi, given as the distance between the rear bumpers of the leader vehicle

and follower vehicle.

 Space gap,gsi given as distance between the rear bumper of the leader vehicle and the

front bumper of follower vehicle.

 Time headway,hti given as the time between the rear bumpers of the leader vehicle and

follower vehicle.

 Time gap, gti given as the time between the rear bumper of the leader vehicle and the

front bumper of follower vehicle.

 Occupancy time, ρi is the time difference between the time headway and time gap.

4
Figure2.2: A spatial-temporal diagram showing two vehicle trajectories for a microscopic flow
From the trajectories, the vehicle speed vi(t) is constant since the time gap is the amount of time

necessary to reach the current position of the leader when travelling at the current speed hence

calculated as follows:

si si i
i
ti ti i

5
2.2.2 Macroscopic traffic flow

This method of modeling traffic flow originates from the assumption that traffic streams are
compared to fluid streams.

2.2.2.1 Traffic flow variables

Macroscopic traffic flow variables include;

 Density, k, expressed as number of vehicles per kilometer (veh/km). Density allows us to

get to know how crowded a section of the road is. Also referred to as concentration.

 Flow, q, expressed as number of vehicles per unit time (veh/hr).Flow is also referred to as

intensity.

 Mean speed, u, expressed as kilometers per hour (km/hr).

2.2.2.2Fundamental relationship

There exists a unique fundamental relation between the three macroscopic variables as;

q=ku………...(2.2)

The relationship is valid under the following assumptions

i. The traffic is homogenous. The composition of the traffic should be of the same

characteristics.

ii. The traffic is stationary meaning that upon observing traffic all vehicle trajectories are

equidistant and parallel

6
From these two assumptions, also referred to as steady-state or equilibrium leads to the main

equation representing macroscopic flow known as the conservation equation.

This is also known as the continuity equation. The number of vehicles is conserved between two

counting stations in a road section without entrances and exits. The continuity equation also

complements the fundamental relation equation (2.2)

2.3 CAR FOLLOWING MODEL

Both macroscopic and microscopic flow theories do not discuss about the driver‟s behavior and

how it influences the behavior of other drivers as well. In a car following model the behavior of a

car driver is influenced by the car that is a head such that speed, acceleration and deceleration

need to be adjusted appropriately to avoid accidents and crashes.

By assuming that a vehicle would have the same speed with the vehicle in front of it the car

following model is expressed as in equation 2.4

i i i
…………….(2.4)

The equation (2.4) variables give the car following characteristics once complemented with a

driver‟s characteristic of reaction time, τi.

7
2.3.1Transient Stability Analysis

The figure 2.3 describes how a car follower reacts to perturbation of the car leader. The distance
to leader oscillates with increase in time.

Figure 2.3 Transient stability analysis of car-following.

8
2.4 POISSON PROCESS
Vehicles are generated on each of the input links by means of a random number generation and

reference to probability tables. The distribution of arriving vehicles is assumed to be a Poisson

distribution. Each link has its own probability table, which is updated periodically. A probability

table is constructed on the basis of λi, the average number of vehicles per second arriving on the

ith link; the λi's for the various links are supplied as input data at the start of the simulation run.

As each vehicle is generated, it is assigned to a lane by means of a random number generation

applied to lane distribution expectations.

The number of vehicles passing during a certain period of length can be described by the

stochastic variable. The number of arrivals is given by the equation 2.6

............ (2.6)

2.6 QUEUINGTHEORY
In queuing theory, the model was constructed such that queue lengths and waiting times could be

predicted. The queuing theory characterized by a descriptor X/Y/m/Q/n/Z where X represented

the inter-arrival distribution, Y represented the time distribution, and m the number of channels,

Q is system capacity (maximum queue length), n is number of customers in a source population

and Z is the queue discipline (such as first come, first served, FIFO).

9
For our intersection focus is on M/M/1 queuing system that refers to a negative exponent arrival

and a service time with a single server. M/M/1is most widely used and is a good approximation

for large number queuing systems. For M/M/1, the stability condition, (λ<µ) and single server,

single queue infinite population, (λk = λ) provides a service time distribution is given by equation

(2.7)

2.7 MACROSCOPIC FUNDAMENTAL DIAGRAM

Lighthill and Whitham developed the flow-concentration curve based on the fundamental

relation (equation 2.2) by postulating the following hypothesis: “at any point of the road, the

flow q is a function of the density k”. The fundamental diagram was shown in figure 2.3

10
 Figure 2.4:A fundamental diagram relating flow q to density k.
Features of the fundamental diagram

 For low traffic densities below the critical density kc ,the flow increases linearly (free-

flow side)

 Before reaching the critical density kc, the fundamental diagram starts to bend due to fast

moving vehicles being obstructed by slower vehicles.

 At the critical density kc, the flow reaches maximum called capacity flow qcap.

 Past the critical density kc, the flow starts to decline with increasing density until jam

density kj, is attained and traffic comes to a standstill. (congested side)

 The mean speed u, is calculated as the slope of line from the origin through a particular

point on the fundamental diagram.

11
CHAPTER THREE: RESEARCH METHODOLOGY

3.1 STUDY AREA

Kenyatta Avenue-Uhuru highway roundabout is a meeting of Uhuru highway and Kenyatta

Avenue. In the South side of the roundabout is Uhuru highway that meets up with Haile Selassie

roundabout that connects with road access to the outskirts of Nairobi city. In the West and East

sides is Kenyatta Avenue that accesses the CBD and in the North is the highway joining to

university way roundabout. The roundabout could be seen as in figure 3.1.

The four roads linking up to form the roundabout are of high demand especially during peak

times in the morning and evening thus causing major queuing at the roundabout.

Figure 3.0.1 Study area Kenyatta avenue-Uhuru highway roundabout

12
3.2 ROUNDABOUT SIMULATION
A simulation of the Kenyatta avenue-Uhuru highway roundabout was constructed to study the

conditions of traffic. Modeling of the roundabout network to be as accurate as possible was by

use of the microsimulation software, VISSIM (v5.40). The software was used to simulate traffic

data of vehicle interactions and as well provide a vivid image of vehicle mobility and congestion

on the network.

3.3 NETWORK CODING

3.3.1 Links and connectors

This is the first step in coding of a road network in VISSIM. The user traces links of the road and

defining the name, number of lanes, movement direction, display color, length, width, and also

specify the type of vehicles moving on that link. The connectors join two links and also

minimize overlapping to links that could result in modeling errors.

Figure 3.0.2 Links (light-gray) and connector (dark-gray) for our modeled roundabout

13
3.2.2 Vehicle inputs

The next step was to enter traffic volumes for each link and each time interval in vehicles per

hour. The input flows could either be fed in manually or by use of an OD (Origin-Destination)

matrix as shown in the table 3.1

Table 1: Example OD matrix in vehicles per hour for a specific time of the day, AM
Raw turning

OD volumes(veh/hr)

Time Approach Left Through Right

NB approach 840 982 92

SB approach 155 708 396

AM

EB approach 37 904 129

WB approach 130 992 495

3.2.3 Routing decisions and routes

A route is a fixed sequence of links and connectors from a routing decision point(red cross-

section) to at least one destination point stretching through the network.

Routing decisions in our study involved two modes:

i. Routes for vehicles around the roundabout with a right turning provision

ii. Routing for vehicles around the roundabout with no right turning provision.

14
Figure 3.0.3 Routes from on point (red cross-section) to another (green cross-section) in the same
network. The figure on the right shows a right turning movement.

The routing decisions were modeled in the above manner in order to study the effects of right

turning vehicles at an intersection and shall be highlighted in the next chapter.

3.2.4 Priority rules

Priority rules give a set of rules that determines who has the right-of-way. A priority rule consists

of a stop line (red cross-section) and a conflict marker (green cross-section) associated to the

stop line. In our scenario of a roundabout intersection the universally stated priority rule of “Give

way to traffic on the right” was applied.

15
 Figure3.0.4 Priority rules at a roundabout intersection

3.2.4.1 Conflict areas

Despite the priority rules in place, once links overlap each other as in the case of a roundabout, a

more intelligent way of resolving the conflict is to select which conflicting link has the right of

way (if any).

16
Figure 3.0.5 Conflict areas on a roundabout and shows the right of way of the green marked
lanes over the red marked lanes.
3.2.5 Detectors

The detectors are placed at strategic places on the entry and exit lanes of the roundabout. The

detectors perform vehicle counts and relay the message signal to a signal control. Real life

detectors include induction loops, video cameras and push buttons.

3.2.6 Signal Control Types

This contains the logic of operation of the traffic lights at the signalized intersection. The signal

control specifies the cycle times for both red and green. In our implementation, fixed time

control was implemented.

17
3.4 DATA COLLECTION
The simulation model is based on data provided by the Republic of Kenya, the Ministry of

Transport and Infrastructure and the Nairobi City County Government in a report entitled

“Decongestion of Nairobi City” (2015). The data provided an OD matrix of the flows from each

lane by time of day (morning, midday and evening periods).

The data is supplemented with aerial images from Google Maps and Open Street maps used to

estimate the properties of the roundabout relating to geometry. The maps included information

about the roundabout diameter, lane classification, lane widths and configurations such as lane

routes.

The signal phases/cycle times of the roundabout were obtained from the Nairobi City County

Government and confirmed by observing the traffic lights present at the intersection.

3.5 CALIBRATION AND VALIDATION

Calibration is the process of setting model parameters in order to match real data. As described

in Section 3.1 and 3.2, the roundabout network was modeled as accurately as possible using the

GIS map for geometry and aerial photographs for lane configurations. Traffic circles were

modeled to match the real diameters and numbers of lanes in each case because the capacity of

these intersections is sensitive to the size and configuration of the circle.

Preliminary simulations with the accurate geometry revealed unrealistic traffic behavior and very

low capacities. In order to match traffic flows in the simulation to those observed in the data,

yield signs were used to prevent the roundabouts from jamming unrealistically.

18
The signal-controlled traffic circles on Uhuru Highway were also compared with the operations

observed physically of a couple signal cycles of the intersection of Uhuru Highway and Kenyatta

Avenue.

In their absence, a timid driver in the simulation may wait forever to make a left turn when in

reality impatience would eventually lead to a more aggressive maneuver or change of route. In

some cases left turns were banned in the simulation where the markings of wear in aerial

photographs suggested these maneuvers are rare. This prevents unrealistic gridlock from

stubborn left-turning vehicles which block traffic but never complete the turn due to queues in

the opposing direction.

Figure 3.0.6 An aerial photograph (left) and a GIS map (right) showing lane configuration
providing information required to model intersection geometry and control required for
calibration.

19
3.6 DATA OUTPUT
The outputs are provided via an SQL connection to an external database file. The database

connection used was the gratis MS SQL Server 2008 Express Edition.

The database output contains the following evaluations:

 Vehicle records

 Delays

 Signal changes

 Queue Lengths

20
 CHAPTER FOUR: RESULTS AND ANALYSIS

Figure 4.0.1 Snapshot taken from a running simulation showing movement of vehicles
about a signalized roundabout

21
 West

South
PM

East MIDDAY
AM

North

0 500 1000 1500 2000 2500

Volume (vehicles per hour)

2500

Vehicles per hour

2000 entering roundabout
from North
Volume (vehicles per hour)

1500 Vehicles per hour

entering roundabout
from East
1000 Vehicles per hour
entering roundabout
from South
500
Vehicles per hour
entering roundabout
0 from West
AM MIDDAY PM

Figure4.0.2 Bar and Line graphs of vehicle flows for different times of the day obtained from the
OD matrix.

22
 MFD
600

500

400
Flow,q (veh/10min)

300

200

100

0
0 5 10 15 20 25 30 35
Density,k (veh/m)

Figure 4.0.3 MFD graph that relates flow,q to density,k.

23
 Average Queue length
120

100

80
Queue length

60
no_right_turns
40 with_right_turns

20

0
0 100 200 300 400 500 600 700
Time

Figure 4.0.4 Average queue lengths highlighting the constraint of right turning vehicles in a
roundabout.

4.1 ANALYSIS AND DISCUSSION

4.1.1 Unbalanced flows

The results in figures 4.2 and 4.3 show that a macroscopic relationship exists between the

numbers of vehicles at the intersection and the vehicle flows. This relationship was observed to

be consistent for all demand patterns.

The uncongested traffic falls along the low traffic densities below the critical density, the flow

increases linearly (free-flow side) before reaching the critical density, the fundamental diagram

starts to bend due to fast moving vehicles being obstructed by slower vehicles.

24
At the critical density, the flow reaches maximum called capacity flow. Past the critical density,

the flow starts to decline with increasing density until jam density, is attained and traffic comes

to a standstill.

There are changes that could affect the MFD depending on the ability of the network to move

traffic. These depend on the street network and also weather conditions. For example, during a

rainy weather in Nairobi, especially in peak hours such as evening, majority of the motorists all

want to leave the CBD at the same time. This causes a decline in the flow rate due to increased

capacities on the road. Consequently, the intersections, according to their geometric features

could not handle such large a capacity of traffic thereby causing prolonged jamming in the

network.

4.1.2 Spillback

Spillback is experienced once there is a partial or full blockage of an intersection by vehicles as a

result of change in traffic lights. The figure 4.1 shows Car A causing a gridlock by blocking cars

from the lane with a green light signal.

Our simulation had two scenarios: right turning traffic and without right turning traffic. Both

scenarios had been simulated with similar network coding with the difference only on the route

decision.

25
 Car A

Figure4.0.5 Spillback effect at a roundabout intersection.

.

The blockage caused by right turning traffic had an effect on increasing the queue lengths at the

roundabout consequently increasing delay as shown in figure 4.4 that related average queue

lengths against time for both right turning traffic and without right turnings.

26
CHAPTER FIVE: CONCLUSION

This report outlined the approach of using a simulation to derive the relationship between vehicle

flow and vehicle density based on the network and traffic operations. The results came up with a

MFD diagram that was consistent with the theory.

The report also highlighted the effect of right turning vehicles in a roundabout and how it

increased the queue lengths thus increasing delays. Right turning vehicles caused spillback effect

that is major constraint in the performance of a roundabout intersection.

The general findings were the roundabouts in the Nairobi CBD were not sufficient enough and

required infrastructure upgrades and improvements in the operations on the road network itself.

By monitoring the performance of the intersections and taking measures to increase flows, the

system could significantly improve traffic.

27
REFERENCES

[1] A. May, “Traffic Flow Fundamentals”, Prentice Hall, 1990, Englewood Cliffs.

[2] S.P. Hoogendoom, “Traffic Flow Theory and Simulation”, Delft University of

Technology, Netherlands.

[3] D. Gazis, “Traffic Theory”, Kluwer AcademicPublishers,2002, New York.

[4] J. Gonzalez, C. Chavis, Y.Li, C.F Daganzo, “Multimodal Transport Modelling for

Nairobi, Kenya: Insights and Recommendation with an Evidence-Based Model”, Working

paper UCB-ITS-VWP, 2009, University of California, Berkley.

[5] J. Barcelo, “Fundamentals of Traffic Simulation”, Springer New York, 2010, New York.

[6] B. Kerner, “Introduction to Modern Traffic Flow Theory and Control”, Springer, 2009,

New York.

[7] M.Trueblood & J. Dale, “Simulating Roundabouts with VISSIM”, Urban Streets

Symposium, 2003, California.

[8] C. Leksono & T. Andriyana, “Roundabout Microsimulation using SUMO”, Linkoping

University, 2012, Sweden.

[9] D.L. Gerlough, “Simulation as a Tool in Traffic Control SystemEvaluation”, Planning

Research Corporation, Los Angeles, California.

28
[10] W. Feller, “An Introduction to Probability Theory and its Applications”, John Wiley

and sons,1965.

[11]D. Sever, N. Delaert, T.D. Kok & T.V. Woensel,”Influence of Spillback Effect on

Dynamic Shortest Path Problems with Travel- Time Dependent Network Disruption”,

Working Paper Series 424, 2013.

[12] L. Kleinrock, “Queueing Systems”, John Wiley and Sons, 1975.

[13]VISSIM V5.40 User Manual, ptv group, 2011, Kalsruhe, Germany.

[14] Google Maps http://maps.google.com

29
APPENDICES

APPENDIX A: OD Matrix
Traffic Volumes (veh/hr)
Time Approach Left Through Right
NB approach 840 982 92
SB approach 155 708 396
AM

EB approach 37 904 129

WB approach 130 992 495

NB approach 725 890 88

MIDDAY

SB approach 99 786 383

EB approach 67 952 203
WB approach 153 912 317

NB approach 92 88 29
SB approach 45 909 189
PM

EB approach 101 1118 218

WB approach 206 859 135

30
 APPENDIX B: ROUNDABOUT INPUT ANALYSIS SHEET

NCHRP 572 Roundabout Analysis

Intersection

Input Worksheet
PH Adjusted turning
Raw turning volumes F volumes Roundabout volumes
Throug Rig Throu Rig
Time Approach Left h ht Left gh ht Circ Enter Exit*
NB approach 840 982 92 .9 933 1091 102 1218 2127 1074
SB approach 155 708 396 .9 172 787 440 2180 1399 1682
AM

EB approach 37 904 129 .9 41 1004 143 1103 1189 2476

WB approach 130 992 495 .9 144 1102 550 2066 1797 1279

1268.88
NB approach 725 890 88 .9 806 989 98 1242.2 1892.2 9
1415.55
MIDDAY

SB approach 99 786 383 .9 110 873 426 1988.9 1408.9 6

2244.44
EB approach 67 952 203 .9 74 1058 226 1153.3 1357.8 4
1265.55
WB approach 153 912 317 .9 170 1013 352 1868.9 1535.6 6

1481.11
NB approach 92 88 29 .9 102 98 32 1404.4 232.22 1
SB approach 45 909 189 .9 50 1010 210 1285.6 1270 360
PM

1266.66
EB approach 101 1118 218 .9 112 1242 242 1288.9 1596.7 7
1324.44
WB approach 206 859 135 .9 229 954 150 312.22 1333.3 4

* For information only; volume is not used in

computations.

31
APPENDIX C: ROUNDABOUT OUTPUT ANALYSIS SHEET

Critical Lane Control 3

6 Critical Lane v/c 2 LOS
Capacity (veh/hr) Delay (sec)
Time Approach
NB approach 482 2.21 564 F
SB approach 246 2.85 868 F
AM

EB approach 522 1.14 105 F

WB approach 266 3.38 1101 F
NB approach 474 2.00 471 F
MIDDAY

SB approach 281 2.51 712 F

EB approach 458 1.35 190 F
WB approach 305 2.51 712 F
NB approach 423 0.27 12 B
SB approach 459 1.38 205 F
PM

EB approach 458 1.74 359 F

WB approach 908 0.73 14 B

32
APPENDIX D: QUEUE LENGTHS FOR RIGHT TURNING AND

NO RIGHT TURNING TRAFFIC

QUEUE LENGTHS
NO RIGHT RIGHT
Time
TURNING TURNING
10 0 0
20 0 0
30 0 0
40 0 0
50 0 0
60 0 0
70 0 0
80 0 0
90 0 0
100 0 0
110 0 0
120 0 0
130 4 8
140 14 21
150 24 35
160 9 43
170 15 51
180 0 30
190 0 0
200 0 13
210 15 36
220 35 58
230 47 77
240 60 85
250 57 89
260 18 94
270 30 101
280 16 109
290 5 106
300 24 108
310 42 110
320 69 110
330 90 110
33
340 105 110
350 104 108
360 100 21
370 103 42
380 107 43
390 106 79
400 103 102
410 107 107
420 107 107
430 106 107
440 105 106
450 102 104
460 65 106
470 65 105
480 99 103
490 105 105
500 105 106
510 107 106
520 107 106
530 106 106
540 95 20
550 94 52
560 105 73
570 109 103
580 106 105
590 104 111
600 105 113

34