Urban Traffic Control With Pedestrian Ha

International Journal of Computer Science and Information Security (IJCSIS),
Vol. 14, No. 6, June 2016
Urban Traffic Control with

Pedestrian Handling
Ayesha Shahid, Wilayat Ali Khan, Nazish Naheed, Salman Hafeez, Syeda Nuzhat Subi Naqvi, Aihab Khan
Department of Software Engineering
Foundation University Rawalpindi Campus
Abstract - Over the years road traffic flow has seen pedestrian crossing as a major issue in the society, particularly in
urban areas where there is no control for pedestrian road crossing. In mixed traffic conditions pedestrian road crossing behavior is
a serious hazard for pedestrians crossing uncontrolled bi-intersection localities. Due to increase in motor vehicle growth there is an
increase in the regulation of motor vehicles only and the regulation of pedestrian is completely neglected in urban area. An increase
the uncontrolled road crossing behavior of pedestrian is raises different safety and economic concerns. This paper employs
computational modeling to regulate the traffic flow across a two way intersection. It is caters how pedestrians can cross a biintersection traffic signal without disrupting the traffic flow. Existing computational models that have been presented by other
authors are discussed which gives more understanding how to control traffic flow for vehicles and pedestrians handling. This
study deals three scenarios of real environment for control of traffic flow for pedestrians; with no turns, with turns and with turns.
All scenarios provides proper notation for on states and off states of signal. Experimental result demonstrates that the proposed
method achieved waiting time for vehicles 143.35 seconds and 200.23 seconds for pedestrians respectively. Furthermore, result
shows the decrement of time and economical resources that are used in the daily commute.
Index Terms Pedestrian, Bi-intersection, uncontrolled traffic, Computational Modeling, Traffic Control System
INTRODUCTION
I.
In modern era, it is predicted that passenger utilized over 600 million cars and roughly every year this is increasing by 50
million in numbers. With the increments of vehicles, there is no such rule for pedestrian safety and time route for crossing the
road [1]. There are many factors, including lack in traffic rule public awareness, irrational traffic infrastructures and poor
planning that are responsible for pedestrian and traffic problems. The major factors which effect the existing urban traffic
signal control (TSC) system does not sufficiently follow optimal traffic control and management role [1].In addition, many
others factors also involved in urban traffic control, numbers of vehicles, travelers and weather, which makes the traffic
system complex nonlinear stochastic systems and pose many problems. Besides the TSC human behaviors also effect the
implementation of pedestrian control system for traffic signal [2]. Therefore, it cannot achieve the optimal usage of resources:
time and space of the whole intersection. A considerable amount of research have been devoted to the vehicular traffic
modelling, but pedestrian traffic modelling didnt received much attention. It is until recent that a little attention have been
given to modelling pedestrian traffic. Studying the urban traffic with the help of computational modeling to find the solutions
which can give us better use of resources involved in the daily commute in means of time and operational cost of a vehicle as
it play a very vital role for travelers [3]. As the safety and cost are major concern so, we solve this issue by using
computational modeling. It is study of complex problems by using computer science and simulates all variables which are
involved in this process. To achieve this purpose, creates an artificial environment in which complex problems are
characterized, so we able to drive a suitable solutions.
The objective of this study is to optimize the traffic flow, reduce the time spent by pedestrians and lessen traffic jam by
minimizing the time spent by a vehicle and a pedestrian on a traffic signal. In return, lower the operational cost of a vehicle
and save the time of a by stander. Simulation of model has been implemented in C++ which helps to reduce traveler time and
operational cost in means of waiting time of pedestrian or vehicle.
This paper is organized as per following sections; related work is described in section II, preliminaries are explained in
section III, Framework overview described in section IV, experiment results are demonstrated in section V and in section VI,
we arrive at conclusion and future work. References placed at the end of all sections.
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II. RELATED WORK

Walking is the most fundamental mean of transportation [6]. A Chinese proverb walking also constitutes the first and last
part of practically any trip is literally true in every mean. Predicting how an individual pedestrian behave is a matter of
describing its destination and preferences regarding the route choice to its destination [4]. Pedestrian road crossings have
become a major issue in road traffic flow, especially in urban areas. The modeling of pedestrians movement in the urban
traffic flow has become an important area for many researchers [4]. Over the years, different efficient and optimum models
have been proposed to regulate the traffic flow in account of pedestrians. Some of them are mentioned below:
Alina Chertocks presents Pedestrian Flow Models slowdown Interactions which introduces and investigates onedimensional models for the mannerism of pedestrians in a narrow street or path [5]. At the beginning, the microscopic levels
by framing stochastic cellular automata model with unambiguous instructions for pedestrians movement in reverse direction.
A coarse-grained microscopic and macroscopic analog is the resultant of leads to the attached system of PDEs for the density
of the pedestrian traffic. The achieved PDE system assorted hyperbolic-elliptic category and consequently, meticulously get
higher-order nonlinear diffusive corrections for the macroscopic PDE model. Numerical experiments are performed, which
are compared and distinguished to the manners of the microscopic stochastic model and the coarse-grained PDEs are
resulted. The CA formalism is that it allows for a systematic derivation of the coarse-grained dynamics is an advantage of
presented model. The drawback of proceeding model it only works for one-dimensional in a narrow street or corridor and not
works for control of bi-dimensional with pedestrian handling [5]. In addition, Fredrik Johansson is the first who provides a
platform of micro-simulation for pedestrian traffic by incorporating microscopic modeling and simulation of pedestrian
traffic. Their Traffic Simulation Platform (PTSP) scheme is based on the Social Force Model which is later evaluated [6]. In
this article possible existing models which are proposed for pedestrian e.g. microscopic, social fore, waiting pedestrian,
preferred velocity, preferred position, adapting preferred position models and importance of modeling waiting behaviors are
briefly discussed. The basic attributes of traffic flow is also part of this research, e.g. number of pedestrians passing a cross
section per unit time, width of the cross section, average density in an area and traffic the mean speed of the vehicles on a
link serves
and related issues with these basic attributes are described gently [6]. B Raghuram Kadali and P Vedagiri model the
pedestrian road crossing behavior under mixed traffic condition [7]. The pedestrian behavioral aspects are considered at the
microscopic level which includes variables such as observation duration at curb and median, number of observations at curb
and median, observation duration while crossing, number of observations while crossing, speed change condition, crossing
path change condition, frequency of attempt and rolling gap. In their research, they investigated the pedestrian road crossing
behavior of uncontrolled traffic. Traffic flow is varied to observe the best variation of behaviors of the pedestrians. Their
behavior of road crossing has been modeled by the size of vehicles gaps accepted by walker using the multiple linear
regression technique. A choice of model is presented which has been developed to depict the decision making process of
pedestrian i.e., whether to accept or reject vehicular gaps based on the discrete choice theory [7].
This scheme has some limitation like, pedestrians age, video coverage section (40m) is limited, speed of the vehicle,
overlooked due to visibility complications, pedestrian speed change and path change. Pedestrians may walk faster or may
reduce their speed in various situations (e.g., in rolling gap condition pedestrian may reduce or increase their speed according
to the available gap and there are multiple path change conditions). So, it is need to evaluate the pedestrian road crossing
behavior with individual specific speed as well as path change conditions. Moreover, this model complies only for midblock
road cross and does not talk about traffic control on signal area and dimensional of road clearly[7].
Besides previous model, motorway traffic models for traffic has been proposed by Tom Ballemans et al [8] predictive control
approach for ramp metering is evaluated in model on the basis of its selected features. As traffic on the motorways is fast and
dynamic in nature, the control actions are required to be updates on regular basis for accounting purposes of traffic change
scenarios. Additionally, use of loop detector which is a device that counts the number of vehicles works as loop in the road
surface and an electronic device that monitors the changes of inductance of the loop as vehicles are passing over it [8].
Modeling Behavior in Vehicular and Pedestrian Traffic Flow by Michael J. Markowski investigates the design and analysis
of vehicular and pedestrian models. A new vehicular model is developed for vehicle behavior modeling as well as to use as a
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tool to create an even more complex behavioral model of pedestrian movement. The model is developed to support the
changes in multiple lanes and contribute to improve four points [9]. Initially, it investigates the purely behavioral studies and
engineering modeling of urban area traffic and then in constant of single lane it works for multiple lanes at a time. At next, an
algorithmic model of pedestrian movement is created which support groups and simple social interaction. In last, software is
designed to using an object-oriented approach in conjunction with agent based modeling [9]. This model specify for shopping
centers or parks area for pedestrian handling and it creates by using cellular automaton instead of computational model.
Serge Hoogendoorn in his paper presents that having insights into the pedestrian flow process and evaluation tools for
pedestrian walking speeds &comfort is vital in development and geometric design of infrastructural amenities, and for
management of pedestrian flows under standard and safety-critical situations. It is observed that pedestrians are independent
prognostic controllers that lessen the one-sided predicted cost of walking. Pedestrians to see the behavior of other pedestrians
on the basis of their observations of the current state in addition to predictions of the future state, given the implicit walking
strategy of other pedestrians in their direct neighborhood. [10]. ZhaoWei Qu at el [11] presents a survey paper where briefly
focuses on different traffic signal control systems (TSC). Such as, traffic signal control, Reasons of Computational
Intelligence for Traffic Signal Control, computational intelligence for traffic signal control in surface network, Fuzzy System,
Artificial Neural Network Evolutionary Computation and Swarm Intelligence and computational intelligence for traffic
signal control in freeway network with coordination of urban traffic control and its assignment. All system has own pros and
corns respectively.
After having a detail review of existing system, we come at this point; no one provides a clear solution for pedestrian; how
they move and control in bi-direction traffic flow. We proposed a solution which based on computational modeling to safe
the time and resources of vehicles and pedestrian in urban traffic flow. A computational model can provides insight into
behavior of a phenomenon, or by reconciling seemingly contradictory phenomena. It deal with complexity by producing
satisfying explanations of what would otherwise just be vague hand-wavy arguments and explicit about your assumptions and
about exactly how the relevant processes actually work. In addition it is more stringent test of a theory and encourages
parsimony and also enables one to relate two seemingly disparate phenomena by understanding them in light of a common
set of basic principles [12].
III. PRELIMINARIES
The measure used to describe the traffic situation is naturally dependent on the level of detail with which the traffic can be
observed [6]. Traffic signals gives clear understanding of traffic movement on the road, especially in busy and idle hours
with their implication. It helps drivers to avoid risks and also guide them to how to keep safe driving by following these rules.
Signals are placed at vantage points on the sides of the roads and overhead along the high streets. It is anticipate to road users
vigilant and warn them in places where there are corners, slopes and animals.
Moreover, signals guide drivers the names of cities, regions, places, and aid stations. Each light colors have a specific
meaning; as red light means stop and if the light is red as you approach, you must not go beyond the zebra crossing. A
green light means you may go if the road is clear and should proceed with caution. In last, amber light indication of move on
if you are close to the stop line but when this light first appears then stopping would be dangerous.
Traffic signal helps us to make sure that pedestrian and bicyclists obtain reasonable share of the road. It is usually life
threatening to cross a hectic neighborhood and crosswalks may significantly lower the danger. Here is an explanation of how
traffic signals work:
with no turns
with turns
with turns and pedestrians
WHEN NO TURNS: This postulates deals with two scenarios in which no turns are introduced in the traffic flow. First,
traffic flows in the horizontal and the second is in the vertical direction. Fig.1 gives the overview of the two way (Bi)
intersection.
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Figure 1: Bi-intersection road with no turn
Decision statement: The first statement as depicted in Fig 2 deals with the movement of traffic horizontally. This statement
can be written as P1:S1 S3 S2 S4 which tells that traffic flows when signal-1 and signal-2 are on whereas rest of the
signal-3 and signal-4 are in the off state. The second statement deals with the movement of traffic vertically. This statement
can be written as P2:S2 S4 S1 S3 which tells that traffic flows when signal-2 and signal-4 are on whereas rest signal-1 and
signal-3 are in the off state as shown in Fig.3.
Figure 2: P1:S1:S3:S2:S4
Figure 3: P2:S2:S4:S1:S3
WITH TURNS: This scenario deal with traffic flow with all possible turns as illustracted in Fig 4.
Figure 4: Bi-intersection with all possible turns
Decision statement: The first statement deals with the movement of traffic horizontally rightwards and turning right. This
statement can be written as P1:S1 R1 S2 R2 S3 R3 S4 R4, as shown in Fig.5. The behavior of traffic flow when signal-1 and
right signal-1 are on whereas rest signal-2, rightsignal-2, signal-3, rightsignal-3, signal-4 and rightsignal-4 are in the off
state can be noted.
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Figure 5: P1:S1 R1 S2 R2 S3 R3 S4 R4
Figure 6: P2: S2 R2 S3 R3 S4 R4 S1 R1
The second statement deals with the movement of traffic vertically rightwards and turning right. This statement can be
written as P2: S2 R2 S3 R3 S4 R4 S1 R1, which tells that traffic flows when signal-2 and rightsignal-2 are on whereas rest
signal-3, rightsignal-3, signal-4, rightsignal-4, signal-1 and rightsignal-1 are in the off state as explained in Fig 6.
The third statement deals with the movement of traffic horizontally leftwards and turning right. This statement can be written
as P3: S3R3 S4 R4 S1 R1 S2 R2 which tells that traffic flows when signal-3 and rightsignal-3 are on whereas rest signal-4,
rightsignal-4, signal-1, rightsignal-1, signal-2 and rightsignal-2 are in the off state as described in Fig 7.
Figure 7: P3: S3R3 S4 R4 S1 R1 S2 R2
Figure 8: P4: S4R4 S1 R1 S2 R2 S3 R3
The fourth statement deals with the movement of traffic vertically upwards and turning right. This statement can be written as
P4: S4R4 S1 R1 S2 R2 S3 R3 which tells that traffic flows when signal-4 and rightsignal-4 are on whereas rest signal-1,
rightsignal-1, signal-2, rightsignal-2, signal-3 and rightsignal-3 are in the off state. Figure 8 explains the fourth statement of
signal control.
WITH TURNS AND PEDISTRIANS:
Fureig.9 shows that the all possible crossings where pedestrian can make on a two way intersection crossing.
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Figure 9: All possible pedestrian crossing (M)
Decision Statement: The first statement deals with the movement of traffic horizontally rightwards, turning right and also
the turning left (L4) as shown in Fig 10. This statement can be written as P1: (M1) (M2) S1R1 L4 S2 R2 S3 R3 S4 R4 L1
L2 L3 which tells that when pedestrians (M1) and (M2) want to cross the road, the traffic will flow along the signal1,
rightsignal1 and leftturn-4 will be on whereas rest signal-2, rightsignal-2, signal-3, rightsignal-3,signal-4, rightsignal4,leftturn-1, leftturn-2 and leftturn-3 will be in off state.
Figure 10: P1: (M1) (M2) S1R1 L4 S2 R2 S3 R3 S4 R4 L1 L2 L3
Figure 11: P2: (M3) (M4) S2R2L S1 R1 S3 R3 S4 R4 L2 L3 L4
The second statement as shown in Fig11 deals with the movement of traffic vertically rightwards, turning right and also
turning left (L1). This statement can be written as P2: (M3) (M4) S2 R2 L1 S1 R1 S3 R3 S4 R4 L2 L3 L4 which tells that
when pedestrians (M3) and (M4) want to cross the road, the traffic will flow along the signal-2, rightsignal-2 and leftturn-1
will be on whereas rest signal-1, rightsignal-1, signal-3, rightsignal-3, signal-4, rightsignal-4, leftturn-2, leftturn-3 and
leftturn-4 will be in off state. The third statement as shown in Fig 12 deals with the movement of traffic horizontally,
turning right and also the turning left (L2). This statement can be written as P3: (M5) (M6) S3 R3 L2S1 R1 S2 R2 S4 R4
L1 L3 L4 which tells that when pedestrians (M5) and (M6) want to cross the road, the traffic will flow along the signal-3,
rightsignal-3 and leftturn-2 will be on whereas rest signal-1, rightsignal-1,signal-2, rightsignal-2, signal-4, rightsignal-4,
leftturn-1, leftturn-3 and leftturn-4 will be in off state as Fig 12 explained in below lines.
Figure 13: P3: (M5) (M6) S3 R3 L2S1 R1 S2 R2 S4 R4 L1 L3 L4
Figure 13: P4: (M7) (M8) S4 R4 L3S1 R1 S2 R2 S3 R3 L1 L2 L4
The fourth statement deals with the movement of traffic vertically, turning right and also the turning left (L3). This statement
can be written as P4: (M7) (M8) S4 R4 L3S1 R1 S2 R2 S3 R3 L1 L2 L4 which tells that when pedestrians (M7) and (M8)
want to cross the road, the traffic will flow along the signal-4, rightsignal-4 and leftturn3, so these will be on whereas rest
of the signal-1, rightsignal-1, signal-2, rightsignal-2, signal-3, rightsignal-3, leftturn-1, leftturn-2 and leftturn-4 will be in
off state as demonstrated in Fig 13.
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IV. FRAMEWORK OVERVIEW

The logical framework of the methodology is presented in tabular forms by giving on and off state of each signal direction
as when no turns, turns and with turns and pedestrians respectively:
Table 1: When no turns
STATE
P1:S1 S3 S2 S4
P2: S2 S4S1 S3
ON
S1
S3
S2
S4
OFF
S2
S4
S1
S3
Table 1 describes the movement of pedestrian how they cross the bi-intersectional signal when no turn statement has been
implemented. When S1 and S3 is on state then pedestrian used S2 & S4 at off state which can be used for signal crossing
and when S2 & S2 is on state S1 & S3 are off state and it can be used for signal crossing respectively.
Table 2: When turns
P1:S1 R1 S2 R2 S3 R3 S4 R4
STATE
ON
S1
OFF
S2
R1
R2
S3
R3
P2: S2 R2 S3 R3 S4 R4 S1 R1
S2
S4
R4
S1
R2
R1
S3
R3
S4
R4
Table 2 describes the movement of pedestrian how they cross the bi-intersectional signal when turn statement has been
implemented. When S1 and R1 is on state then pedestrian used S2 R2 S3 R3 S4 R4 for signal crossing and when S2 & R2
is on state S3 R3 S4 R4 S1 R1 are used for signal crossing respectively.
Table 3: When turns
STATE
P3: S3R3 S4 R4 S1 R1 S2 R2
ON
S3
OFF
S4
P4: S4R4 S1 R1 S2 R2 S3 R3
R3
R4
S1
S4
R1
S2
R2
R4
S1
R1
S2
R2
S3
R3
Table 3 describes the movement of pedestrian how they cross the bi-intersectional signal when turn statement has been
implemented. When S3 and R3 is on state then pedestrian used S4 R4 S1 R1 S2 R2 for signal crossing and when S4 & R4
is on state S1 R1 S2 R2 S3 R3 are used for signal crossing respectively.
Table 4: With turns and pedestrians
P1: (M1) (M2) S1R1 L4 S2 R2 S3
R3 S4 R4 L1 L2 L3
STATE
PEDESTRINAS
WALKING
M1
ON
S1
R1
OFF
S2
R2
P2: (M3) (M4) S2 R2 L1 S1 R1 S3

R3 S4 R4 L2 L3 L4
M2
M3
L4
S3
R3
S4
R4
L1
L2
L3
M4
S2
R2
S1
R1
L1
S3
R3
S4
R4
L2
L3
L4
Table 4 describes the movement of pedestrian, how they cross the bi-intersectional signal with turns and pedestrian
statement has been implemented. When S1, R1 and L4 is on state then pedestrian used M1 & M2 for signal crossing and
when S2, R2 and L1 is on state M3 & M4 are used for signal crossing respectively.
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Table 5: With turns and pedestrians

P3: (M5) (M6) S3 R3 L2S1 R1 S2 R2 S4 R4
L1 L3 L4
P4: (M7) (M8) S4 R4 L3S1 R1 S2 R2 S3 R3

L1 L2 L4
PEDESTRINAS
WALKING
M5
M7
ON
S3
R3
OFF
S1
R1
STATE
M6
L2
S2
R2
S4
R4
L1
L3
L4
M8
S4
R4
S1
R1
L3
S2
R2
S3
R3
L1
L2
L4
Table 5 describes the movement of pedestrian how they cross the bi-intersectional signal with turns and pedestrian
statement has been implemented. When S3, R3 and L2 is on state then pedestrian used M5 & M6 for signal crossing and
when S4, R4 and L3 is on state M7 & M8 are used for signal crossing respectively.
V. EXPERIMENTATION AND RESULTS
The experiment of the integrated models has been performed by using C++. To depicting the behavior of the pedestrians four
random inputs (0 or 1) are generated simultaneously. On respective of four sides of the intersection, pedestrian have pushed
the button, which tells the system that they are willing to cross the road. Once an input is received from any of the four sides,
the traffic of that particular side is stopped after 20 second and the pedestrians are given a green light to cross the road.
Meanwhile, the possible traffic from the other side is also given a green signal.
Input Signal
Input
1.5
1
0.5
0
0
20
40
60
80
100
-0.5
Fig.14. Input Signal

The total simulation time of the model is 6000.425 seconds in which the total number of cars and pedestrians are 500 each.
The average waiting time for a car at any side of the intersection is 143.35 seconds, whereas the average waiting time for a
pedestrian is 200.23 seconds. For a car at position x on an intersection, the waiting time is given as;
Wt = 4x + 143.35seq. (1)
On average 24 cars and 20 pedestrians cross the intersection from any side. Fig.14. is an example of the signal generated for
the pedestrians when they press the button to cross the road.
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100%
R4
90%
L4
80%
S4
70%
R3
60%
L3
50%
S3
40%
R2
30%
L2
20%
S2
10%
R1
L1
0%
CLOSE OPEN CLOSE OPEN CLOSE OPEN CLOSE OPEN CLOSE OPEN CLOSE OPEN CLOSE
S1
Fig.15. Traffic control model.

Figure15. shows that the model for the traffic control shows a consistent pattern of operation.
Fig.16. Pedestrian crossing incorporated with traffic control model.

Now, we incorporate the model of pedestrian crossing with the traffic control model in Fig.16.
VI. CONCLUSION AND FUTURE WORK
Traffic handling is a serious issue in urban area as pedestrian also part of traffic flow. It is necessary to avoid road accident
mange vehicles and pedestrian equivalently by saving the time and resources. Our proposed computational model is
framework for developing countries like Pakistan to compute the phenomenon of pedestrian handling in urban traffic. It deal
with complexity by producing experiments which shows this proposed model practically implement in urban area and it will
save time and cost of vehicles and pedestrian in bi-direction flow of traffic. Model deals with three scenarios to regulate the
traffic flow which include traffic flow with not turns, with turns and with turns and pedestrian flow.
In future work, this proposed computational model implement in real time sensors and will monitor its advantages that are
claimed in computational model. In addition, result calculate in quantitatively form that how much time and cost has saved
due to efficient handling of pedestrian on road.
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Vol. 14, No. 6, June 2016