Density Based Traffic Signal Control

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GOVERNMENT POLYTECHNIC PUNE-16
(An Autonomous Institute of Government of Maharashtra)
A PROJECT REPORT ON
DENSITY BASED TRAFFIC SIGNAL CONTROL SYSTEM
SUBMITED BY
1. VAIDYA MANJIRI VINAY (1401063)
2. WAGH SAHIL RAMDAS (1401064)
3. CHAUDHARY NIKHIL NARAYAN (1401066)
4. GOLE VIKRAM RAMCHANDRA (1401068)
5. MANE SAMPAT BHAGAVAN (1401072)
6. PAWAR ABHMANYU SHANKAR (1401073)
7. THAKARE VARSHA GOKUL (1401074)
8. VAZARKAR SHRUTIKA SHIVAJI (1401075)
For Academic Year:-2015-2016
Under Guidance Of:
PROF. M.S. SATARKAR
Mr. RATAN A. PATIL
DEPARTMENT OF CIVIL ENGINEERING
GOVERNMENT POLYTECHNIC, PUNE-16

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GOVERNMENT POLYTECHNIC PUNE
Department of Civil Engineering
CERTIFICATE OF EXCELLENCE
This is to certify that
Mr. MANE SAMPAT BHAGAVAN
Enrollment No. 1401072
Studying in the Fourth semester of Diploma in Civil Engineering
Has successfully submitted Project report on
DENSITY BASED TRAFFIC SIGNAL CONTROL SYSTEM
ACKNOWLEDGEMENT
The group MINI PROJECT report on “DENSITY BASED TRAFFIC
SIGNAL CONTROLSYSTEM” is the outcome of guidance, moral supportand
devotion bestowed on us throughout our work. Forthis we acknowledge and
Mr. Ratan A. Patil Prof. M. S. Satarkar Dr. D. R. Nandanwar
Guide Teacher Head of Department
Civil Engg.
Principal
Govt. Polytechnic,Pune

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express our profound sense of gratitude and thanks to everybody who have been
a sourceof inspiration during the project preparation.
First and foremost we offer our sincere phrases of thanks with innate
humility to our beloved principal DR. D.R.Nandanwar sir and Head of
Department Prof.Mr.M.S.Satarkar sir for providing us with adequate facilities,
ways and means by which we were able to complete this project.
The consistent guidance and supportprovided by Mr. Ratan A. Patil sir is
very thankfully acknowledged for key role played by him in providing us with
his precious ideas, suggestions and help that enabled shaping the project work.
We are also grateful to all our teachers ofCivil Engineering Department
for their invaluable teaching, help and supportwithout which the successful
completion of this mini project would not have been possible.
Place:-Pune
Date:- /04/2016.
INDEX
1. ABSTRACT

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2. INTRODUCTION
3. CAUSES OF CONGESTION OF TRAFFIC IN PUNE CITY
4. PCU CALCULATIONS
5. TYPES OF TRAFFIC VOLUME MEASUREMENT
6. TYPES OF TRAFFIC COUNTS
7. COUNTING TECHNIQUES
8. TRAFFIC VOLUME STUDY OF SIMLA OFFICE
SQUARE.
9. TRAFFIC COUNT CHARTS
10. PROVISIONS
11. IMPLEMENTATION OF PROPOSED SYSTEM
12. CONCLUSIONS AND DISCUSSIONS
13. REFERENCES
ABSTRACT

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The project is designed to develop a density based dynamic traffic signal
system. The signal timing changes automatically on sensing the traffic density
at the junction. Traffic congestion is a severe problem in many major cities
across the world and it has become a nightmare for the commuters in these
cities. Conventional traffic light system is based on fixed time conceptallotted
to each side of the junction which cannot be varied as per varying traffic
density. Junction timings allotted are fixed. Sometimes higher traffic density at
one side of the junction demands longer green time as compared to standard
allotted time. To calculate the number of vehicles we can use sensors on the
several distances on junctions. If higher traffic is present on a side then sensor
senses the traffic and according to that sensoroutput we can adjust the signal
timings. After calculating the number Raspberry pi is used as a microcontroller
which provides the signal timing based on the traffic density.
The aim of the project is to solve traffic congestion which is a severe
problem in Pune. To solve the problem, we have designed a framework for an
automatic and dynamic traffic light control system and developed a
simulation model with codes in to help build the system on hardware.
Generally, each traffic light on a junction is assigned a constant green signal
time. It is possible to proposedynamic time-based coordination schemes where
the green signal time of the traffic lights is assigned based on the present
conditions of traffic. This is achieved by using IR sensors
across the road to monitor the length of vehicles blocking the road traffic. The
signals from the IR receivers are fed to the microcontroller to follow the
program with the time as desired. This is converted to DC using a Bridge
rectifier.
INTRODUCTION
We all know that India is a developing country and densely populated. In
spite of that India has shown tremendous growth as compared to other

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developing countries in the world. But there are some basic problems of almost
all major cities like Pune needs attention and solution as soonas possible so as
to maintain the actual growth in terms of basic development. The traffic
problem in city like Pune is increasing with every passing day. Whenever we
talk about Pune’s traffic we hear words like disgusting, chaotic, unsafe,
infamous, etc. The fatality rate is one persona day or 10 to 15 a week which is
very high. Thanks to very unorganised, undisciplined traffic of city with zero
traffic sense in the population. Every time we cross the city we find ourselves
standing frustrated in traffic congestion and criticizing the government. Is it fair
to blame government for everything? I agree up to some extent with this but we
are also responsible for this situation somehow. Let us analyse the problem and
brainstorm some practical short term and long term solutions for the problem
We have designed a traffic density based signal controlling system. For
that we have chosen area of most traffic in Pune city- Shivajinagar square
(Simla office chowk, Pune). The traffic volume study results that around 30,000
vehicles passed in one hour through that square from one side and on other hand
about 9000 vehicles passed in that one hour. This study shows huge traffic from
one side and low traffic from other side. This scenario ensures necessity of
traffic density based signal controlling system on such places. In that proposed
signalling system this is achieved by using IR sensors
across the road to monitor the length of vehicles blocking the road traffic. The
signals from the IR receivers are fed to the microcontroller to follow the
program with the time as desired. This is converted to DC using a Bridge
rectifier.
CAUSES OF TRAFFIC CONGESTIONSIN PUNE
1. Bad conditions of city roads.
2. Potholes here and there on the city roads.

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3. Insufficient existing parking infrastructure in the city.
4. Encroachment on footpaths that contributes in poordiscipline in
pedestrian who are forced to walk on roads
5. Lack of traffic rules education among population. Sometimes highly
qualified professional like engineers and doctors behave like illiterates
on the road.
6. Lack of strict traffic police system that can punish rule breakers on the
roads.
7. Heavy vehicles transit into city slows down the traffic and increases
jams like situation quit often.
8. Auto drivers are the curse in city as they dominate the roads and take
dangerous cuts to go ahead and risks the life of their passengers.
9. Most of us think red lights are for street decoration and thus ignoring
it is quiet common.
10.Horns have become substitute to the brakes has I myself seen many
times when the car driver ahead of me needs to push breaks but he
pushes horn hard like anything. It just aggravates the situation and
sometimes the rider ahead of him may lose controldue to loud sound.
11.Bad shape of roads and less width in the busiest parts of city invites
traffic to congest.
12.I think almost all the roads in the city are frequently dug up by
government of corporation for some reasons and then it takes the long
time to repair them. In some cases they just forget to fill it up inviting
accidents. In some places you don’tfind the sign boards.
13.Frequent rallies, marriage procession, political rallies, visit of
celebrities or politician are some of the very common causes of traffic
congestion in Pune city.
14.Overtaking from wrong side, taking a shortcut, merging in main lane
etc are common sights helping in distributing traffic of Pune city.

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15.Not obeying the traffic rules is very common behaviour among
population.
16.Inadequate public transportation encourages people to use their own
vehicles that contribute in increase in volume of vehicles on the roads.
17.Fast development of city has pulled huge population from across the
nation contributing in increase in traffic.
MOST CONGESTED AREAS:-
1. SIMLA OFFICESQUARE (SHIVAJINAGAR)
2. KARVE ROAD
3. SENAPATI BAPAT ROAD
4. HINJEWADI
5. SHIVAJI ROAD (APPA BALWANT CHOWK)
6. SWARGATESQUARE
7. SINHGAD ROAD
8. UNIVERSITY ROAD
9. KOTHRUD
10.PUNE STATION
11.KOREGAON PARK
12.GADITAL (HADAPSAR SQUARE)
Present Scenario at Simla chowk, Shivajinagar,Pune:-
As Shivajinagar is most important junction(Chowk) in Pune. It is midpoint of
Hadapsar, Punestation and Hinjewadi, Pimpri-Chinchwd. So there is huge
traffic occurs at 8:00 AM to 10:00 AM morning for reaching the people at
office and 17:00 PM to 19:00 PM after office timing.

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Photo shows huge traffic jam at Shivajinagar Chowk
Passenger Car Unit (PCU)
Passenger Car Unit (PCU) is a metric used in Transportation Engineering, to
assess traffic-flow rate on a highway. A Passenger Car Unit is a measure of the
impact that a mode of transport has on traffic variables (such as headway,

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speed, density) compared to a single standard passenger car. This is also known
as passenger car equivalent. For example, typical values of PCU (or PCE) are:
Table 1: PassengerCarUnit for various types of vehicles
Types of Volume Measurement
Volume count varies considerably with time. Hence, several types of
measurement of volume are commonly adopted to average these variations.
These measurements are described below:

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Average Annual Daily Traffic (AADT)
This is given by the total no. of vehicles passing through a section in a year
divided by 365. This can be used for following purposes:
1. Measuring the present demand for service by the street or highway
2. Developing the major or arterial street
3. Evaluating the present traffic flow with respect to the street system
4. Locating areas where new facilities or improvements to existing facilities
are needed.
Average Annual WeekdayTraffic (AAWT)
This is defined as the average 24-hour traffic volume occurring on weekdays
over a full year.
Average Daily Traffic (ADT)
An average 24-hour traffic volume at a given location for some period of time
less than a year. It may be measured for six months, a season, a month, a week,
or as little as two days. An ADT is a valid number only for the period over
which it was measured.
Average WeekdayTraffic (AWT)
An average 24-hour traffic volume occurring on weekdays for some period of
time less than one year, such as for a month or a season.
Type of Counts
Various types of traffic counts are carried out, depending on the anticipated use
of the data to be collected. They include:

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Cordon Count
These are made at the perimeter of an enclosed area (CBD, shopping center
etc.). Vehicles or persons entering and leaving the area during a specified time
period are counted.
ScreenLine Count
These are classified counts taken at all streets intersecting an imaginary line
(screen line) bisecting the area. These counts are used to determine trends,
expand urban travel data, traffic assignment etc.
PedestrianCount
These are used in evaluating sidewalk and crosswalk needs, justifying
pedestrian signals, traffic signal timings etc.
IntersectionCount
These are measured at the intersections and are used in planning turn
prohibitions, designing channelization, computing capacity, analyzing high
accident intersections etc.
Counting Techniques
Number of vehicles can be counted either manually or by machine depending
upon the duration of study, accuracy required, location of study area etc.

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Manual counting
In its simplest form an observer counts the numbers of vehicles along with its
type, passing through the section for a definite time interval. For light volumes,
tally marks on a form are adequate. Mechanical or electrical counters are used
for heavy traffic. Although it is good to take some manual observations for
every counting for checking the instruments, some other specific uses of manual
counts are following:
1. Turning and through movement studies
2. Classification and occupancystudies
3. For analysis of crosswalks, sidewalks, street corner space and other
pedestrian facilities
Automatic counting
These can be used to obtain vehicular counts at non-intersection points. Total
volume, directional volume or lane volumes can be obtained depending upon
the equipment available.
Permanent Counters
These are installed to obtain control counts on a continuous basis. A detector
(sensor) which responds on the passage of vehicle pasta selected point is an
essential part of this type of counters. These can be mainly grouped into contact
types, pulsed types, radar types. Among the contact type counters, pneumatic
tubes are mostly used. Air pulse actuated by vehicle wheels, pass along the tube
thereby increasing the count. Pulsed types mainly depend upon the interruption
of a beam generated from a station located near the site, which is detected by
the receiver. In radar types, a continuous beam of energy is directed towards the
vehicle. The frequency shift of energy reflected from approaching vehicle is

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conceived by sensors. Due to tedious reduction of the voluminous amount of
data obtained, use of such counters was decreasing. But the use of computers
and data readable counters has reversed the trend.
Portable Counters
These are used to obtain temporary or short term counts. Generally these make
use of a transducer unit actuated by energy pulses. Each axle or vehicle passage
operates a switch attached to a counter which is usually set to register one unit
for every two axles. If significant number of multi-axle vehicles is present, an
error is introduced. A correction factor, obtained from a sample classification
count, is introduced to reduce this error. This can further be sub-divided into
two types:
1. Recording counters provides a permanent record of volumes by printing
the total volume. These may be set for various counting intervals.
2. Non-Recording Counters must be read by an observer at desired
intervals.
Counting Periods
The time and length that a specific location should be counted depends upon the
data desired and the application in which the data are used. Counting periods
vary from short counts at spotpoints to continuous counts at permanent stations.
Hourly counts are generally significant in all engineering design, while daily
and annual traffic is important in economic calculations, road system
classification and investment programmes. Continuous counts are made to
establish national and local highway use, trends of use and behaviour and for
estimating purposes. Someof the more commonly used intervals are:

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1. 24-hour counts normally covering any 24-hour period between noon
Monday and noon Friday. If a specific day count is desired, the count
should be from midnight to midnight.
2. 16 hour counts usually 5:30 am to 9:30 pm or 6 am to 9 pm.
3. 12 hour counts usually from 7 am to 7 pm
4. Peak Period counting times vary depending upon size of metropolitan
area, proximity to major generators and the type of facility. Commonly
used periods are 7 to 9 am and 4 to 6 pm.
Variation of Volume Counts and Peak Hour Factors
Variation of volume counts can be further sub-divided into daily, weekly and
seasonal variation. Forstudying the daily variation, the flow in each hour has
been expressed as percentage of daily flow. Weekdays, Saturdays and Sundays
usually show different patterns. That's why comparing day with day is much
more useful. Peak Hour Volume is very important factor in the design of roads
and controlof traffic, and is usually 2 - 2.5 times the average hourly volume.
Apart from this there is one additional feature of this variation: two dominant
peaks (morning and evening peak), especially in urban areas. These mainly
include work trips and are not dependent on weather and other travel conditions.
Similar to daily variation, weekly variation gives volumes expressed as a
percentage of total flow for the week. Weekdays flows are approximately
constant but the weekend flows vary a lot depending upon the season, weather
and socio-economic factors. Seasonal variation is the most consistent of all
variation patterns and represents the economic and social condition of the area
served.
Peak hour factors should be applied in most capacity analyses in accordance
with the Highway Capacity Manual, which selected 15 minute flow rates as the

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basis for most of its procedures. The peak-hour factor (PHF) is descriptive of
trip generation patterns and may apply to an area or portion of a street and
highway system. The PHF is typically calculated from traffic counts. It is the
average volume during the peak 60 minute period divided by four times the
average volume during the peak 15 minute's period .
(1)
One can also use 5, 10, or 20 minutes instead of 15 minutes interval for the
calculation of PHF. But in that case we have to change the multiplying factor in
the denominator from 4. Generalizing,
(2)
where is the peak minute flow. The Highway Capacity Manual advises
that in absence of field measurements reasonable approximations for peak hour
factor can be made as follows:
 0.95 for congested condition
 0.92 for urban areas
 0.88 for rural areas
General guidelines for finding future PHF can be found in the Development
Review Guidelines, which are as follows:

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 0.85 for minor street inflows and outflows
 0.90 for minor arterial
 0.95 for major streets
TRAFFIC VOLUME STUDY AT SIMLA OFFICE
CHOWK, SHIVAJINAGAR:-

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Fig. Overview of SIMLA OFFICE Square.
We were reach at Simla office chowk at 8:30 AM of 11th March of 2016.
We have shown the NOC(No Objection Certificate) to traffic controller police
who was present at that place.

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NOC(No ObjectionCertificate)issuedfrom RTO Office Pune.

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Photo takenafter getting permission of traffic police
After that we were divided into three groups for counting the vehicles at signal
no 1,2 and 3.
Photo taken while discussing the strategyof traffic survey

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Photo taken while traffic counting at signalno.3

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After one hour we have stopped the survey. We got following results:-
TRAFFIC COUNT:-
A) FOR MORNING 9:00 AM to 10:00 AM
1. FOR SIGNAL NO.1
Sr. No TYPE OF VEHICLE NO. OF VEHICLES PCU COUNT
1 CAR 10530 10530
2 RIKSHAW 630 504
3 BIKE 17100 8550
4 BUS 270 945
TOTAL 28430 20529
2. FOR SIGNAL NO.2
1 CAR 20960 20960
2 RIKSHAW 2560 2048
3 BIKE 21600 10800
4 BUS 1120 3920
TOTAL 46240 37728
3. FOR SIGNAL NO.3
1 CAR 480 480
2 RIKSHAW 1440 1152
3 BIKE 6720 3360
4 BUS 960 3360
TOTAL 9600 8352
B) FOR EVENING 06:00 PM to 07:00 PM

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1. FOR SIGNAL NO.1
1 CAR 12945 12945
2 RIKSHAW 765 612
3 BIKE 21520 10760
4 BUS 335 1173
TOTAL 35565 25490
4. FOR SIGNAL NO.2
1 CAR 19665 19665
2 RIKSHAW 2494 1996
3 BIKE 21000 10500
4 BUS 1145 4008
TOTAL 44304 36169
5. FOR SIGNAL NO.3
1 CAR 530 530
2 RIKSHAW 1620 1296
3 BIKE 6835 3418
4 BUS 1020 3570
TOTAL 10005 8814

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TRAFFIC FLOW DIAGRAM:-
TOTAL TRAFFIC COUNT:
FOR MORNING FOR EVENING
1. FOR SIGNAL 1
LEFT TURNING 1658 5191
STRAIGHT GOING 26872 30374
2.FOR SIGNAL 2
STRAIGHT GOING 8155 10314
RIGHT TURNING 8685 16156
3.FOR SIGNAL 3

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TRAFFIC FLOW COUNT
A) FOR MORNING 9:00 AM to 10:00 AM
1. SIGNAL NO 1:-
2. FOR SIGNAL 2:-
3. FOR SIGNAL 3:-
SR . NO TYPE OF
VEHICLE
LEFT TURNING STRAIGHT
GOING
RIGHT
TURNING
TOTAL
1 CAR 560 9970 0 10530
2 RIKSHAW 450 180 0 630
3 BIKE 618 16482 0 17100
4 BUS 30 240 0 270
TOTAL 1658 26872 0 28430
SR . NO TYPE OF
VEHICLE
GOING
RIGHT
TURNING
TOTAL
1 CAR 12145 4400 4415 20960
2 RIKSHAW 410 1835 315 2560
3 BIKE 16225 1535 3840 21600
4 BUS 620 385 115 1120
TOTAL 29400 8155 8685 46240
SR . NO TYPE OF
VEHICLE
GOING
RIGHT
TURNING
TOTAL
1 CAR 480 0 0 480
2 RIKSHAW 1440 0 0 1440
3 BIKE 6720 0 0 6720
4 BUS 960 0 0 960
TOTAL 9600 0 0 9600

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B) FOR EVENING 06:00 PM to 07:00 PM
4. SIGNAL NO 1:-
5. FOR SIGNAL 2:-
6. FOR SIGNAL 3:-
SR . NO TYPE OF
VEHICLE
GOING
RIGHT
TURNING
TOTAL
1 CAR 2361 10584 0 12945
2 RIKSHAW 575 190 0 765
3 BIKE 2215 19305 0 21520
4 BUS 40 295 0 335
TOTAL 5191 30374 0 35565
SR . NO TYPE OF
VEHICLE
GOING
RIGHT
TURNING
TOTAL
1 CAR 8015 3085 8565 19665
2 RIKSHAW 408 1745 341 2494
3 BIKE 8906 5029 7065 21000
4 BUS 505 455 185 1145
TOTAL 17834 10314 16156 44304
SR . NO TYPE OF
VEHICLE
GOING
RIGHT
TURNING
TOTAL
1 CAR 530 0 0 530
2 RIKSHAW 1620 0 0 1620
3 BIKE 6835 0 0 6835
4 BUS 1020 0 0 1020
TOTAL 10005 0 0 10005

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PROVISIONS TO CONTROLTRAFFIC IN SIMLA OFFICE CHOWK:-
1. Provisionof Flyover:-
This is the permanent solution for congested traffic problem. As
this Shivajinagar Simla office chowk is the main junction and at the
centreof city the congestion of traffic at this place is going to increase day
by day. Therefore provision of flyover is a permanent solution for traffic
congestion at that place. Rather than this there are disadvantage of flyover
is that it is so much costly and time consuming as well.
2. Provisionof Island:-
The island is provided for the separation of the traffic and also for the
efficient movement for the Vehicles. But at the Simla Office Chowk the
availability of the space for the provision of the island is very small so
this is the limit for this method.
Fig. Traffic flow diagram after provision of island

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3. Change of route for Peak Hours:-
There is a solution to decrease traffic congestion during the peak
hours is to change the routes. We can provide ALTERNATIVE ROUTE
1 in peak hour to drain traffic towards JM ROAD through by passing
vehicles by providing two way road system on FC ROAD upto DP
CHOWK and following to MODERN ENGG COLLEGE ROAD.
By using ALTERNATIVE ROUTE 2 we can drain traffic towards
OLD PUNE MUMBAI HIGHWAY through subway.
FIG. MAP SHOWING ALTERNATIVE ROUTES

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4. Provisionof different lanes:-
There should be different lanes for cars and bikes. Forpublic
transport buses there should be different lanes. BRT(Bus Rapid Transit)
system is the perfect example of that. By providing BRT lanes we can
drain out bus traffic very quickly. High initial costfor infrastructure is
only one drawback of this provision.
5. Implimentation of density basedtraffic signalcontrol system:-
For automatic controlover the signal timing we suggest to
implement the density based traffic signal control system. For that we would
like to keep 3 transmitters and receivers at 60meter apart. Therefore during red
signal if traffic is congested on previous flyover then we can adjust the signal
timing at Simla office chowk.

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Implementationof Proposedsystem:-
Microcontroller based traffic control system is an application specific
project, which is used to control the traffic. An embedded system is developed
which consists of a microcontroller, IR transmitter and receiver, LED’s
This project is implemented by placing IR transmitters, receivers and
led’s at the 4 way junction, the four paths are represented as R1, R2, R3, R4
Fig. Implementation of density basedtraffic signal controlling system
Transmitters and receivers are placed at either sides of the four paths, and
4 led’s at corner of the junction

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When there is a traffic along the paths, value of R would be 000 which
are the values of IR sensors and if there is no traffic the value is 1
For instance, let the traffic at the path R1 be initially 111 i.e. there is no
traffic , when the traffic reaches the first sensor,the value of R would be 011,if it
reaches second sensor ,the value of R is 001,and then if it reaches the last sensor
that is the third one, it is recognized that traffic is heavy and the led glows
which indicates that vehicles can move forward, traffic is cleared, and the
sensor values automatically changed to 111.the control goes to the next path
where the values of sensors contains more no of zeroes.
This entire embedded system is placed at that junction Microcontroller is
interfaced with led’s and IR sensors The total no of IR sensors required are 12
and led’s 4 Therefore these are connected to any two ports of microcontroller.

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The above system is more useful in traffic jam like:-
Photo shows that traffic jam for 10km on Pune-Mumbai Express Way

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CONCLUSION AND DISCUSSIONS:-
Generally traffic volume study is not carried out in city area but by taking
the permission from Traffic controlpolice we have carried out the traffic
volume study at Shivajinagar, Pune. We have concluded that:-
1. During traffic volume survey we observed that most of car are carrying
only one or two person. That is so much empty cars ride on road.
Therefor by using CAR POOLING application many people can share
car who travelling on same route daily. This will reduce no of cars on
roads.
2. Also they can share empty seat on bike as we found that most of bike
ride by only one person.
3. During survey we found that there are no sufficient number of public
buses on road. Therefore by providing buses with more frequency we
can reduce traffic.

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REFERENCES:-
Web sites
a. http://allaboutcivil.blogspot.in/
b. www.slideshare.com
c. www.maps.google.com
d. www.scribd.com
Books:
1. “Transportation Engineering” by N. L. Arora
2. “Principles and Practice of Highway Engineering” by L.R.
Kadiyali
3. “Transportation Engineering and Planning” by C. S.
Papacostas.
4. “Introduction of Transportation Engineering” by J. H.
Banks

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