Abstract; #1 Megacities over the developing world have been facing increased traffic

problems, including congestions, pollutions and accidents, which strongly call for a sustainable
traffic management with clearly predefined goals and objectives. This paper aims to set a
framework for traffic management and ITS applications in urban areas to help address the traffic
problems at regional level. Ten potential approaches to achieve sustainability in traffic
management are formulated based on international experience. It highlights the role, functions
and applications of Intelligent Transport Systems in the various approaches to achieve
sustainability.

#3 Sustainability development is a major concern of various social-economic systems

throughout the world. As a critical component of sustainable development, transportation
systems should be designed to make positive contributions to the economic, environmental, and
social sustainability of the served regions and communities.

#4 Building Information Modeling (BIM) has proven to be a useful tool to overcome these
problems of incomplete and disjointed information and requirements. In recent years, an effort
has been made to apply the principles of BIM to the city level and establish City Information
Modeling (CIM) as a crucial analysis and planning tool for the sustainable cities of tomorrow.

#5 This paper critically reviews micro-simulation modelling applications for traffic safety
evaluation with respect to the use of different simulation tools, the application of surrogate safety
indicators under different aspects of road environments and crash considerations. General input
variables used to develop the models; key parameters for crash prediction; and calibration and
validation approaches are explored in the paper. The strengths and weaknesses of used
simulation packages for traffic safety evaluation are also pointed out. Moreover, recent
advancements in the development and application of traffic safety micro-simulation model for
safety assessment are also discussed.

#6 Microscopic simulation models are becoming increasingly important tools in modeling

transport systems. A large number of models are used in many countries. The most difficult stage
in the development and use of such models is the calibration and validation of the microscopic
sub models such as the car-following and gap acceptance models.

#7 The use of Building Information Modelling (BIM) is becoming increasingly adopted

worldwide to support the creation and management of digital environments in which physical
and functional features of a facility are modelled. Due to its characteristic flexibility and
interoperability, it rapidly extends beyond the boundaries of applications for which it was
originally conceived, thus being implemented in other contexts such as the infrastructure sector.
Indeed, during each phase of the construction process for building a linear infrastructure, a
suitable design of a traffic control plan to optimizing traffic flows proves crucial, both for drivers
and builders. In this context, there arises the need to perform a comprehensive analysis,
combining infrastructure design and building issues with transportation theory principles. For
this purpose, the paper proposes a comparative analysis of two different approaches relying on
BIM-based tools, namely integrated (i.e., BIM environments with an in-built module for
transport simulation tasks) and an interfaceable solution (i.e., BIM environments offering a
customized interface for external mobility simulation software). Specifically, after an overview
of the issues involved, the two solutions analyzed are customized according to the software
packages adopted, and a numerical application is carried out. *e goal of the paper is to perform a
preliminary analysis on the potential of such frameworks by means of comparative evaluation
aimed at identifying pros and cons of the two approaches, as well as the best field of application,
according to the effort required from the designer, the degree of flexibility offered, and the target
pursued.

#8 Traffic microsimulation models normally include a large number of parameters that must be
calibrated before the model can be used as a tool for prediction. A wave of methodologies for
calibrating such models has been recently proposed in the literature, but there have been no
attempts to identify general calibration principles based on their collective experience. The
current paper attempts to guide traffic analysts through the basic requirements of the calibration
of microsimulation models.

#10 The problem of traffic engineering and traffic planning is related to the need for extensive
data, which are usually not available and, if they are, are from different database sources. Very
often, however, engineers have to carry these tasks out with traffic surveys. Most often, these
data are from transport centers, or from spatial databases of Geographical Information System
(GIS) of cities or regions.

#12 Million of vehicles pass via roads and cities every day. Various economic, social and
cultural factors affect growth of traffic congestion. The effect of traffic congestion has major
impacts on accidents, loss of time, cost, delay of emergency, etc. Due to traffic congestions,
there is a loss in productivity from workers, people lose time, trade opportunities are lost,
delivery gets delayed leading to increasing cost. To solve these congestion problems, it is better
to build new facilities and infrastructure that adopts smart technology.

#14 The effect of roadway intersection design is strictly linked to a reduction in traffic
congestion, fuel consumption and emissions in an urban area. This paper presents a comparative
result of the typical four-legged intersection and roundabout operational performance for
effective management. Accordingly, a computer model for estimation traffic emissions for two
kinds of intersections is created. This study presents a detailed analysis and modelling traffic
flow emissions using PTV vissim software and methodology with reasonable solutions to plan a
road intersection.

#15 VISSIM is a widely used microscopic simulator of traffic flow; however, calibration of its
parameters is restricted to freeways, arterials, or isolated junctions while simulating
heterogeneous traffic. This paper presents a case study showcasing the modelling aspects when
using VISSIM for heterogeneous traffic flow simulation at a network level.
#15 This paper aims to build a case for VISSIM microsimulation at network level using feld
traffic data and showcasing the modelling effort in the context of heterogeneous traffic lacking
lane discipline.

#16 This paper seeks to check the reality of these policy directions and question whether these
are desirable, let alone achievable end states. The paper starts by looking at congestion and
questions whether or not it is intrinsically bad. The negative and positive aspects of congestion
are explored. The concepts of accessibility and mobility are discussed, particularly in relation to
congestion and capacity increases, with the idea of trying to understand better what capacity
increases or increasing congestion do to these two measures. The expectation must be that
congestion levels are likely to continue to increase into the future, both as a result of increasing
population and also increasing real wealth and changes in preferences. This section of the paper
concludes that it is within the power of the market place to offset some of the negatives of
congestion.

#17 Surface transportation consumes a vast quantity of fuel and accounts for about a third of the
US CO2 emissions. In addition to the use of more fuel-efficient vehicles and carbon neutral
alternative fuels, fuel consumption and CO2 emissions can be lowered through a variety of
strategies that reduce congestion, smooth traffic flow, and reduce excessive vehicle speed

# 20 Roundabout in urban arterials is likely to block roads or generate long queues of vehicles
due to the constant changes in urban dynamics near to the interception. Several alternatives to
modify the flow pattern or geometry and infrastructure need to study previously to propose a
final design solution for a roundabout with traffic issues. In this study, a review of three
alternatives to improve the operational traffic are discussed; signalized intersection, turbo-
roundabouts, and overpass/underpass. Micro simulation is used from a calibrated model with
volume counted, vehicle composition, and speeds in the VISSIM.

#22 Traffic Congestion is considered as one of the largest contributors to the problem of air
pollution at present. A major part of this pollution is due to emissions from vehicles.
Intersections are considered as critical elements of road regarding the high level of air pollution
which is due to the slow down and stop operations. Thus, the combustion of fuel is increased
negatively as intersection compared with other types of road elements

#22 The selected emissions of HC, CO, NOX, and CO2 in (kg/hr) are based on delay and LOS
computation at the signalized intersection.

#25 A well-developed transportation network is vital to the economic development of the

country. High quality road network increases the potential of any economic system by helping
both consumer and producer. Traffic congestions are major bottleneck of smooth functioning of
a city transportation network.

#30 Urban City Traffic Management introduced various remedies to decongest traffic and to
reduce the severity of accidents, such as providing traffic signal controls at the intersecting roads
at different levels, or grade separating the traffic movement towards different directions. One
type of grade separation is Road Underpass or Flyover. The construction of Road Underpass or
Flyover poses some doubts whether it is effective or ineffective on the point of views of the
travelers or motorists. It is for this reason that this research sought to evaluate the performance
and effectiveness of Road Underpass structure on traffic flow at the major intersection,
specifically the Wellosefer intersection in Addis Ababa City.

#
Introduction; #1 Every country in the developing world is facing transport problems in
capacity, safety, environmental compatibility, and economic efficiency. The problems are
significant for both passenger and freight transport. Vietnam does have such problems. Traffic
congestions, traffic accidents, and environmental pollutions are challenging the sustainable
development of the country. In major cities like Hochiminh City and Hanoi, motorcycles are
dominating transport and traffic systems [1]. Motorcycle ownership has been increasing at more
than 10% per year for the last two decades, so the ownership rate is currently 400 motorcycles
per 1,000 people, taking the second rank in the world after Taiwan, about 700 motorcycles per
1,000 people [2]. Road infrastructure is limited and growing slowly. In Hochiminh City, land
area for transport accounts for less than 2% of the total urban area, thus causing traffic
congestions. Time loss per year due to congestions was estimated to be 23 trillion VND
(equivalent to 1.2 billion USD) [3]. Furthermore, traffic fatality rate is extremely high; about
13.4 deaths per 100,000 population and motorcycles are involved in 75% of the total accidents
[2]. Traffic is one of the main causes to environmental pollutions in the country. Vehicular
exhausts, such as SO2, HC, NO2, and PM, are seriously causing health problems. According to
Healthcare Ministry of Vietnam, about 4.1% of the population were suffering from lung diseases,
3.8% pharyngitis and tonsillitis, and 3.1% bronchitis and bronchiolitis, the emission from
vehicles is one of the major causes for these diseases. These problems constrain economic
growth and social development of the country. Figure 1 presents various transport problems. If
we put them together to a whole picture, we cannot see the transport system that we aim for and
which is required by a prosperous society that offers a high quality of life to their citizens.
Therefore, it is obvious that transport problems need a due attention.

#3 Sustainability development is a major concern all over the world, but it is not a new concept.
It is typically defined as the development that “meets the needs of the present without
compromising the ability of future generations to meet their own needs” according to the
Brundtland Report (also entitled “Our Common Future”) released by the United Nations World
Commission on Environment and Development in 1987 (Brundtland Commission, 1987).
Sustainable development is typically characterized in terms of three dimensions: “economic,
environmental, and social” or “ecology, economy, and equity”. Generally, economic
sustainability guarantees the economic viability of actions for meeting present needs and
reserving resources for future generations. Environmental sustainability is mainly concerned
with the natural environment and maintaining its diversity and productivity. Social sustainability
mainly concerns the concept of “needs”, particularly the essential needs of the poor
#3 Transportation systems provide social and economic connections in our daily life. However,
the mobility is balanced against the economic, environmental, and social costs imposed by the
system. Transportation systems are large contributors to Greenhouse Gas (GHG) emissions.
Increased quantities of motorized vehicles in the future are expected to contribute greater
amounts of pollutants to the atmosphere (e.g., noise, carbon monoxide (CO), Nitrogen Oxides
(NOx), ozone (O3), sulfur dioxide (SO2), Particulate Matter (PM), and other hazardous air
pollutants). For example, motorized vehicles in the United States contribute to 86% of CO
emissions, 62% of NOx emissions, 12% of PM2.5 emissions, and 7% of SO2 emissions
(Environmental Protection Agency, 2008). The long-term negative impact of environmental
degradation is the inability to sustain human life. As a critical component of sustainable
development, transportation systems should be designed to make positive contributions to the
economic, environmental, and social sustainability of the served regions and communities. The
importance of achieving sustainability in transportation systems cannot be over emphasized.

#3 Traffic congestion generates economic costs by wasting travelers' time and slowing the
delivery of goods and services. Total Travel Time (TTT) is a widely used measure to quantify
the total economic cost or efficiency of the network. Mathematically, it can be expressed as
follows:

Total travel time = (1) where

A is the set of directed links on the network; ta and va are (average) travel time and flow on link
a. TTT is also the objective function of the System Optimal (SO) traffic assignment model. Chen
et al. (2007) extended the TTT measure to consider uncertainty and developed the alpha reliable
network design problem that minimizes the TTT budget required to satisfy the TTT reliability
constraint.

#3 It is well known that CO, hydrocarbons (HC), and NOx are the main types of vehicular
emission pollutants. Among different types of vehicular emissions, CO is usually regarded as an
important indicator for the level of atmospheric pollution generated by vehicular traffic (e.g.,
Alexopoulos et al., 1993; Yin and Lawphongpanich, 2006; Nagurney et al., 2010; Chen et al.,
2011b; Chen and Yang, 2012; Wang et al., 2014a; Xu et al., 2015). In addition, CO is the most
critical pollutant among the various types of vehicular emissions, and almost all CO emissions in
the air are emitted by vehicles. Furthermore, the emission functions of other pollutants are
similar to that of CO (Li et al., 2012).

#4 the strategy comprises a reduction of built-up area and transportation infrastructure

expansion from 63 hectares per day in 2014 to below 30 hectares per day in 2030 and a final
energy consumption in passenger transport that is 20 percent lower than in 2005. Furthermore,
CO2 emissions are supposed to be as little as 5 to 20 percent of a 1990 baseline, whereas by
2030 the amount of emitted air pollutants should be halved from a 2015 baseline [2]. Cities are
therefore strongly advised to rethink their current construction scenarios, taking into account the
synergies between the UN SDGs and the complex urban realm in which they must be embedded.
This paper uses different examples from practical use cases to outline the importance of digital
planning methods in making evidence-based decisions.

#4 City Information Modeling (CIM), also called Urban Information Modeling or Digital Urban
Twin in literature [4], can be used for urban purposes that go beyond BIM. CIM produces a
digital 3D model of a city including different types of information data, including geographic
information system (GIS) data [5]. It is therefore only through CIM that the urban context is
accessed, so it may be a supporting tool for achieving the targets of the German Sustainable
Development Strategy as mentioned in the introduction as well as those of UN SDG 11
(Sustainable Cities and Communities) and SDG 13 (Climate Action).

#5 The application of micro-simulation modelling for conflict-based safety evaluation provides

a means for improving the reliability of this surrogate approach. Notable numbers of micro-
simulation models have been developed for different traffic environments and purposes. Micro-
simulation applications for safety evaluation are an expansion of those models with the
incorporation of driver behavioral aspects

#7 Some BIM-based environments integrate a mobility simulation module, while others allow
for an interface with a specific transport simulation software package. In the latter case, specific
procedures for import/export need to be set and compatible file formats are shared.

#7 the key aim of transport simulation software is to model the interactions between travel
demand and supply facilities, both in design and management phases. *e goal is to provide the
temporal and spatial distribution of traffic flows on the network, thus supporting any kind of
decisional process involving transport systems.

#7, in microscopic models, the trip of every single vehicle is reproduced by means of models
which explicitly simulate the speed-adjusting behaviour (e.g., gap-acceptance, car following,
overtaking, lane changing). *e models described above are generally implemented by means of
simulation software packages. For our purpose, a microscopic simulation is required and,
amongst others, suitable commercial software packages are Aimsun [22], Sumo [23], and PTV
Vissim [24].
#10 The main issue is how to involve land use data together with traffic engineering and
planning data within the BIM system. Is this possible? The answer could be simple, because
have the technical solutions, meaning that it could be possible. However, the extent and type of
land-use data, as well as the detailed and processed traffic data, are of a completely different
nature to the professions using their data in 3D management systems for the design of buildings
and structures. The aim here is not to analyze the issues of transport planning at the data scale,
nor is this the aim for the data from land use and spatial planning. The basic issue is whether the
design documentation in the preparatory phase, which entails land use planning and transport
planning, can be part of BIM at all.

#10 In the design of already-linear transportation structures, BIM solutions are linked together
via factors such as utilities, drainage, the roads themselves, railways, etc.

#11 The travel demand in urban cities of developing countries, particularly in Pakistan, is
increasing due to increase in population of the cities. Due to limited land in urban areas, there is
difficulty in extension of road network infrastructure. The increase in private vehicle ownership
has further added to an increase in traffic volume [1–7]. Therefore, there is a dire need to
optimize existing networks within limited resources.

#12 Most of the densely populated city in this country Nigeria has an average population of
about 3,931,300. This number keep increasing day by day while infrastructure like road networks
grow at a slow phase when compared to the population increase. Furthermore, statistics revealed
that the number of vehicles continue to increase 2-fold thereby causing huge traffic jam in most
part of the cities.

#14 Nowadays, the total number of vehicles is growing rapidly relative to the population in
Uzbekistan, accordingly demands for transport services is growing. More than 3.5 million
vehicles are registered in our country, and an increase in the number of these vehicles is an
average of 5-7% per year.

#14
#16 Bonsall (2000) notes that, in the UK, car ownership rose from 30% of households in 1960
to 70% in 1995.

#17 Based on the power requirements and related fuel consumption, tailpipe emissions of
carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC), and oxides of nitrogen
(NOx) can be estimated. This is the basis of a second-by-second energy/emissions model called
Comprehensive Modal Emissions Model (CMEM)2.

#25 A research report of Texas Transportation Institute highlights that, American commuters in
urban areas collectively spent 5.5 billion hours in traffic jam which means a loss of week time by
an average commuter. Further these commuters stuck in traffic congestion spent 120 billion USD
for purchase of extra 2.9 billion gallon of extra fuel (Schrank et. al. 2011).

#25 reduction of fuel consumption due to maintenance of roads helps the peoples to spend less
money on transportation expenditure. Further improvement in transportation system reduces the
cost associated with congestion and additional wear and tear caused by poor road conditions.

#
RELATED WORKS
#12 Many techniques have been used including, above ground sensors like video image
processing, microwave radar, laser radar, passive infrared, ultrasonic, adaptive fuzzy logic
control, and passive acoustic array. However, these systems have a high equipment cost and their
accuracy depends on environment conditions. Another widely-used technique in conventional
traffic surveillance systems is based on intrusive and non-intrusive sensors with inductive loop
detectors, micro-loop probes, and pneumatic road tubes in addition to video cameras for the
efficient management of public roads [3]. However, intrusive sensors may cause disruption of
traffic upon installation and repair, and may result in a high installation and maintenance cost.
On the other hand, non-intrusive sensors tend to be large size, power hungry, and affected by the
road and weather conditions; thus, resulting in degraded efficiency in controlling the traffic flow.

#14 Environment protection is one of the critical human problems since its solution affects
people's lives, health, and welfare. Automobile transport is one of the main polluters of the
environment. The harmful gas elements emitted into the atmosphere in the process of the engine
operation there are more harmful to human health (carbon dioxide (CO2), carbon monoxide
(CO), particulate matter (PM), nitrogen oxide (NOx) and volatile organic compounds (VOC).
Traffic flow emission and fuel consumption are strictly linked to a reduction in congestion in an
urban area. Traffic congestion corresponds to increases in the frequency of accelerations and
decelerations and stop-and-go driving cycles, during which emissions are generated.

#18 Aleksandar Stevanovic, Peter T. Martin, and Jelka Stevanovic mentioned in their paper that
Genetic algorithm optimizations of traffic signal timings have been shown to be effective,
continually outperforming traditional optimization tools such as Synchro and TRANSYT-7F.
However, their application has been limited to scholarly research and evaluations. Only one tool
has matured to a commercial deployment: direct CorSim optimization, a feature of TRANSYT-
7F. A genetic algorithm formulation, VisSimbased genetic algorithm optimization of signal
timings (VISGAOST), is presented; it builds on the best of the recorded methods by extending
their capabilities.

#28 It is a system that manages the road traffic in a city automatically by combination of
algorithms, equipment’s and communication networks without involvement of human personnel
in decision making according to various kinds of situations of road traffic that arise in a city. The
approach of this paper is traffic signaling at a crossing point by measuring traffic density in each
road. Also, vehicles that will violate signals at crossing points can be tracked by this system.
Sometimes, situations like road congestion and exceed of limit of maximum traffic capacity of a
road can arise and this system can also take decisions automatically accordingly. Vehicles can
never cross the speed limit under this system. The paper is written considering left-hand traffic
rule. (used automatic operated signal sensors for reducing traffic congestions and attaining
sustainable management of traffic systems).

Literature Review:
#3 Lopez and Monzon (2010) integrated sustainability issues in strategic transportation planning
by developing a multi-criterion (i.e., the three dimensions of sustainability) model for assessing
transportation infrastructure plans in a GIS-based computer framework

#3 Kamga et al. (2012) discussed the basic concepts of sustainability in transportation, identified
key parameters and existing deficiencies in transportation systems, and suggested ways to
achieve more sustainable development.

#3

#3 We should point out that the three dimensions have overlaps. For example, all the economic
costs (e.g., wasting travelers' time and slowing the delivery of goods and services),
environmental costs (e.g., generating vehicular emissions and noise, and worsening the air
quality), and social costs (e.g., negative impacts of vehicular pollutant on public health, and
equity issues) of traffic congestion can be converted to monetary (economic) costs. In the interest
of clarity, we discuss these three dimensions individually. The economic dimension of
sustainability is only referred to as the congestion cost.

#5. A number of simulation-based studies have been undertaken to develop safety related
models for traffic conflict analysis using surrogate safety indicators. The paper assesses the
strengths and weaknesses of the most commonly used simulation software packages with respect
to traffic safety evaluation. This paper also reviews those applications with respect to the use of
different simulation tools, major variables used, calibration and validation techniques,
application of surrogate safety indicators, data collection techniques and different aspects of road
environment and crash considerations.
#5 Young, et al. [17] reviewed 18 major studies focussing mainly on model structural issues.
FHWA [18] reviewed different microsimulation packages, in terms of suitability for traffic
safety simulation model using surrogate measures of safety. None of those past reviews
concentrated on the road and traffic environment consideration; use of packages and application
of different surrogate indicators. More importantly, past qualitatively based reviews have not
addressed the scenarios related to overtaking conflicts in bi-directional non-lane based
heterogeneous traffic environments.

#5 In Australia, a total of 6 studies has been reported. No Asian country except Japan has
developed traffic safety simulation models for their own context. As a result, the model
development, application, calibration and validation processes relate to the lane based
homogeneous traffic environments in developed countries. When compared with developing
countries, road and traffic systems are more advanced and disciplined in terms of operation,
traffic behaviour, as well as traffic configuration. Around 50% of past applications are based on
urban environments and 30% are based on motorway or expressway environments. Only 4
studies (12%) are based on rural environments, where the traffic flow is generally low but the
diversity of drivers' behaviour is high.

#5 Chiara, et al. [58] used AIMSUN to assess the safety effect of intervehicle communication
systems using the Risk Index (RI). RI is based on three parameters, including the time required
for the following vehicle to stop completely; the relative speed between the following vehicle
and the leading vehicle; and the distance between the head of the following vehicle and the rear
of the leading vehicle.

#5 Gundaliya, et al. [82] developed a grid-based cellular automata (CA) simulation model for
arterial roads with heterogeneous traffic

#5 Arasan and Koshy [85] also developed a similar model and applied to an Indian mid-block
road section.

#5 s. Lenorzer, et al. [86] developed a new mixed flow model for a simulator using AIMSUN.
The model aims at providing a detailed behavioural approach to simulate Asian traffic
conditions. Gundaliya, et al. [82] calibrated and validated his grid based cellular automata (CA)
model using real-world data and VISSIM.

#14 In recent years, there has been an increasing number of researchers focusing their research
on traffic emission and urban air pollution [1–7]. Several papers [8–12] have been developed to
analyze vehicle emissions and evaluate the effects traffic flow on air pollution. For instance, [13]
studied GHG and vehicular emissions trends in the China region and [14] proposed a vehicle
emission model to study the vehicular emission trend and emission factors and based on vehicle
mileage traveled in China. [15–16] adopted emission factors and methodology for calculating
exhaust vehicle emissions and data collection approaches.
Methodology: #7 IM-based tools offer different options for mobility simulation (see
Figure 1). In particular, besides the standard solution in which the designer has to deal with the
integration of the two methods (i.e., BIM and mobility simulation), the following conditions
appear more noteworthy:
(i) BIM-based tools with an in-built module for transport simulation tasks (i.e.,
integrated approach)
(ii) (ii) BIM-based tools offering a customised interface for external mobility simulation
software packages (i.e., interfaceable approach).

#7 among the commercial BIM-based software, we analyse Autodesk InfraWorks 360 and Open
Roads Concept Station by Bentley. The former embeds an in-built mobility simulation module,
thus offering an integrated solution which does not need any additional transportation software.
*e latter, instead, can be adopted jointly with the microsimulation software PTV Vissim thanks
to the presence of a suitable interface window suitably set up by the producer.

#8 The scope of the calibration problem also has to do with the choice of traffic measures used
to compare observed data to the simulation outputs. Some of the proposed procedures use a
single measure; for instance, Ma and Abdulahi (2002) and Kim and Rilett (2003, 2004) compare
only flows. Some others use more than one measure, normally by performing a sequence of
calibration sub-processes, each one of which uses a different traffic measure to calibrate a
separate group of parameters.

#8 In the procedure proposed by Dowling et al. (2004) simulated and observed capacities are
compared in the first stage to calibrate driving behaviour parameters, then flows are compared to
calibrate route choice parameters, and finally all parameters are fine-tuned by comparing travel
times and queue lengths.

Data Collection: #12 Real-time traffic data are being collected through smart cameras,
sensors, computer GPS and Bluetooth devices which will be integrated and analyzed in order to
optimize traffic signals and other intersection controls within the network. A key to bringing
about a solution would be to first ameliorate congestion at nodal points (intersections) and then
to optimize signals keeping in view the current traffic flow conditions so as to facilitate platoon
progression.

#13 In order to statistically associate geometric and infrastructural features with road crashes,
collection of site inventory data was necessary. Site visits were conducted at 52 signalized
intersections to obtain data regarding road geometric features, infrastructural details, land use
and traffic control parameters by direct observation. The distribution of the intersections
according to traffic guards are shown in Table-2.

#13 Traffic volume, composition and characteristics have been found to be significant variables
in similar studies conducted in developed countries, which made it necessary to collect traffic
data as well. Traffic volume data was extracted from surveillance camera footages placed at
signalized intersections by Kolkata Police. Traffic volume data included approach volumes from
major and minor road, right turn volume, composition of traffic by vehicle type, etc. Directional
volume count was taken using 1 hour traffic volume data.

#23 The study of the drivers’ behavior in the transport process is the aim of several studies [56–
59]. It is indicated that the basic characteristics (for example, speed or acceleration) vary
depending on the location (city, village, suburban, etc.

#24 Then, field data have been collected for more than 10hours. A video camera has been
installed over a multi-story building in order to capture field data from Al-Zahraa Roundabout.
This field data has been used to calibrate the simulation model (S-Paramics). After calibrating
and validating the simulation model, the developed simulation model has been adopted to find
the suitable solution to mitigate traffic congestion using different scenarios.

#2
Scope of Urban Traffic Data for BIM:
#10 Land use, and especially urban area, is planned, designed, built, and then maintained. This
process implies a clear transfer of data between activities, but it does not accurately and
continuously reflect how data flow through the city and organizations in managing data
collection, processing, information generation, spatial layout updates, and functional use [21].
This is a question of the complex infrastructure and, ultimately, its operation. Spatial information
about the economy of an urbanized area and its society of inhabitants is used for planning and
investment, helping to find solutions to adapt to the changes and growth of the territory while
maintaining the health and quality of life of citizens, businesses, and the environment.

#10 Examples of linking GIS and BIM problems together with transportation solutions can be
found in [22,23].

#10 The main issue is that even site preparation requires combining design and operational data;
however, it always starts with mapping the current state of the site. On the design side, architects
and engineers usually have the problem of accessing current information about the designed area
in the GIS for accurate context or current conditions. This is where the analytical activities in the
different spheres of the civil engineering industry come in to play, by performing extensive
surveys. These are all needed to map the current state.
Data collection techniques #5 Most of the studies used an observational approach for
data collection, including on-site field observation by trained observer and video analysis. In the
video analysis, an elevated vantage point is used to collect images for each traffic stream
approach. Essa and Sayed [6] used 8 video cameras for 8 h of video on a 4-leg intersection. One
of the major benefits of this approach is the ability to quickly review a specific chain f event.
However, the approach also relies on human observers being able to provide cross-validation of
data consistently. To avoid this problem, some studies used automated video analysis through
computer vision techniques. The latter avoids the subjective judgement problem and ensure the
repeatability and comparability of results [6]. Some recent studies used naturalistic driving data
sets using data collected by instrumented vehicles in normal driving conditions. This provides
different sources of real-time data including numerical driving parameters, driver behavior and
performance [60]. However, this approach can be complex and expensive with a low number of
participants used in each case. The most common data set which has been used for model
calibration and validation is crash data collected from secondary sources, such as law
enforcement agencies. Some studies used an institutional crash database or in-depth crash study
reports [44, 50]. Though crash data has some positive aspects, including detailed information on
the crash and involved vehicle and victim, its limitations are significant [4]. Those limitations are
more severe in the context of developing countries.

#11 Traffic volume was collected on Tuesday, Wednesday and Thursday for morning,
afternoon and evening peak hours of the day. The vehicles were classified in categories of
motorcycle, car jeep, Mazda bus, wagon, large bus, Suzuki pickup, Datsun, car taxi, trucks and
oil tanker-tractor. Through traffic as well as the turning vehicles was counted at selected
locations (Fig. 1, Table 1). Through traffic and classified traffic volume counts were conducted
at various locations.

#11 Travel time survey was conducted for the weekdays of Tuesday, Wednesday and Thursday
for morning, afternoon and evening peak hours of the day using standard traffic engineering
techniques. Parameters relevant to urban density, facility type and time elements were considered
during the travel time survey. The test vehicle technique was adopted during travel time survey
[27]. Field data for average spot speed are shown in Fig. 2

#11 The number of lanes, cross-sectional width, median width and length of various segments
was determined. For example, different section lengths are shown in Table 2. The selected road
consists of six lanes with three lanes in each direction and a service lane on each side, which is
also used for through traffic. Geometric design parameters were included in developing the
model.

#11 Vehicle characteristics, i.e., type of vehicles and their dimensions (i.e., length and width of
vehicles), were determined from representative vehicles using the road.

#22 Traffic data are obtained by using videotaping method. This method is preferable for many
reasons including the ease of collecting data, a large number of situations can be recorded
clearly, the collected data can be revised and analyzed in a more detailed at any time, data
including traffic flow, capacity and all the maneuvers can be extracted visually from the
videotapes. A number of considerations should be taken into account while recording such as a
good weather condition; the video camera should be placed in a roof of high-level building
located close to the intersection; the camera should be placed to cover all intersection leg.

#
Model Preparation:
#11 In VISSIM model development, base data input consisting of elements such as 2D/3D
models, functions of maximum acceleration, desired acceleration, maximum deceleration,
desired decelerations, desired speed distributions and driving behavior parameters were
considered. Model input files consist of background file, traffic composition, priority rules, links,
vehicle inputs, conflict areas, connectors, routing decisions, data collection points, vehicle types,
reduced speed areas, queue counters, vehicle classes and desired speed decision.

#15 The ability to model heterogeneous trafc lacking lane discipline holds VISSIM in the
primary choice list of trafc fow simulation. Park and Schneeberger [15], Kim et al. [6], Park et al.
[16], Kim [5], and Siddharth and Ramadurai [19] used VISSIM for arterial fow simulation.
Woody [21], Lownes and Machemehl [7], Kim [5], Menneni et al. [11], Duong [2], and Ge and
Menendez [4] used this simulation tool for trafc fow through freeways.

#20 These data were used to model and calibrate the current situation using the VISSIM
program. Subsequently, the alternatives for modifying the intercession such as traffic lights,
turbo-roundabout, and overpasses are presented and the comparison of the results of the
simulation of said scenarios, analyzing each of the cases. These data were used to model and
calibrate the current situation using the VISSIM program. Subsequently, the alternatives for
modifying the intercession such as traffic lights, turbo-roundabout, and overpasses are presented
and the comparison of the results of the simulation of said scenarios, analyzing each of the cases.

#22 Intersections are commonly considered as high vehicular emissions points within the road
network due to the acceleration and deceleration events of vehicles. The more time in
congestion, the high percentage of fuel is consumed resulted in high vehicular emissions
including carbon monoxide (CO), carbon dioxide (CO2), hydrocarbons (HCs) and nitrogen
oxides (NOx) [1].

#
Calibration and validation techniques: #5 Calibration has been aimed at
defining a set of optimal parameters which minimize the difference between model output and
the observed data. The validation process involved comparing the overall model results with the
observed conflicts/behavioural parameters using an independent dataset. The major focus of the
calibration process is to estimate model parameters in order to obtain close match with actual
field observations. In the validation process, the transferability of those inputs in different
conditions are assessed [5]. Different techniques for model calibration and validation applied in
different studies are given in Appendix A. Earlier studies (studies 1 to 4, Appendix A), which
were mainly theory-based laboratory experiments, are difficult to assess the calibration process.
Darzentas, et al. [23] attempted to validate a model using a two-stage process, first related
simulated and observed conflict with simulated and observed deceleration and then conflict with
the recorded crash. However, most of the models have been calibrated and validated in a single
step process. A majority of the later models calibrated comparing some key variables of traffic
flow between actual and simulated results, such as speed, volume, travel time, queue length,
headway and reaction time. Significance variables have been identified using different
techniques, such as multi-criteria optimisation [52] and sensitivity analysis [6, 61]. Cunto [5]
described a five steps computational framework for model calibration and validation. For
calibration, best estimate of model inputs was selected through using initial statistical screening,
factorial analysis and/or genetic algorithm. For validation, these inputs parameters are applied to
an independent traffic sample collected from different traffic scenarios. Some studies used date
collected from the same locations for calibration and validation but for different time periods
[20, 46, 47, 62]. Many studies used reported crash data for calibration and validation. A few
studies also used vehicle trajectory data. Apart from the reported crash data, most of the data
have been collected from video analysis. Archer and Young [21] used loop detector data for
validation and calibration, as well as to measure red light running over a long period of time.

#10 The most probable traffic engineering and planning activity for BIM is anticipated to be in
traffic modelling. As an example, a traffic model of the city of Bratislava and its region was
developed in the traffic planning software PTV Vissum (version 18 and it works in all newer
versions).

#11 VISSIM model was applied for the analysis of traffic congestion on freeway in North
America and Europe [15]. Microsimulation modeling in VISSIM was used to identify changes in
capacities of freeway over time in Australia [16]. Link travel times have been modeled using
VISSIM and link performance function-based macroscopic models in order to compare travel
times [26]. Researchers used VISSIM to evaluate ramp metering on a stretch of Istanbul D-100
freeway and showed significant improvement in congestion by using ALINEA (local ramp
metering strategy) [18]. Abuamer and Celikoglu [19] employed ALINEA, to evaluate the
congested conditions near ramp facilities on Istanbul freeways by using microscopic simulator
VISSIM that was integrated with MATLAB.

#21 There are two methods of simulation process in Vissim, namely Static Vehicle route and
Dynamic Assignment, in which the Dynamic Assignment is more used for simulation at a
network because route choice highly depends on the traffic conditions that take place. The writer
uses VISSIM Manual as a guide to made the model simulation.

#
Case Study: #3 Sustainable development is the development that can meet the needs of
both the present and future generations. Szeto and Lo (2006) examined the issue of
intergeneration equity according to the user and social perspectives by using a time-dependent
NDP framework of planning the optimal infrastructure improvement timetable, the associated
financial arrangement, and tolling scheme over the planning horizon.

#3 Total travel time and network reserve capacity are the main measures for the economy
dimension; total CO emission (but with different emission functions as in Wang et al. (2014a)) is
the main measure for the environment dimension. As for the social dimension, the performance
measures include the maximum change of O-D travel time representing spatial equity in Chen
and Xu (2012).

#4 The concept of urban metabolism goes a step further and augments the static view on the
urban system and its socio-technical components by adding dynamic data on input and output
variables as well as the flows in between. Therefore, not only can this broader set of data provide
the opportunity to build in a more context-specific and resource-efficient way, but it can also
simulate future scenarios to understand how urban infrastructures can adapt and move from one
state to another over time [14, 16]. The ability to adjust to ever-changing environments or, in
other terms, to become more resilient, will be essential in both mitigating and adapting to climate
change and extreme weather events in cities, directly addressing the UN SDG 11 (Sustainable
Cities and Communities) and SDG 13 (Climate Action) [1, 22].

#5 Cunto [5] calibrated the VISSIM car-following models using the 13 input parameters. The
initial model input parameters were: mean and standard deviation of desired speed, desired
deceleration, observed vehicle ahead, standstill distance (for stopped vehicles), headway time,
following variation, threshold for entering “following”, positive “following” threshold, speed
dependency of oscillation, minimum distance to lead vehicle (minimum headway), safety
distance reduction factor, and maximum deceleration for cooperative breaking.

#5 In this study of urban intersections in Sweden, VISSIM was used to simulate un-signalized
T-junctions and a signalized ntersection. A gap acceptance model was developed to determine
the number and severity of conflicts by adapting VISSIM. The models were validated and
calibrated using video analysis of empirical field data. Pirdavani, et al. [48] implemented PET
for unsignalised intersections and time headway (HW) for signalised intersections. Astarita, et al.
[19] has also used three indicators; DRAC, PSD and TTC with microsimulation to estimate rear-
end conflicts in a two-lane undivided highway setting.

#11 From driver behavior view point, high volatility in driving behavior significantly adds to
traffic bulking such as frequent wrong overtaking maneuvers and aggressive lane changing
potentially compromising safety and mobility. In addition, traffic cramming has become a
serious problem in developing countries, particularly in urban cities. This subsequently leads to
heterogeneous traffic and insufficient physical infrastructure that leads to traffic congestion, road
traffic crashes and ambient environmental degradation.

#12 The reduction of waiting time for the vehicles flowing through the intersection leads to
more vehicles flowing per a unit of time, which in turn increases the throughput of vehicles
flowing per a unit of time.

#14 There are many factors influencing traffic emissions. They are traffic density, road
capacity, automobile operating conditions and technical specifications and external
environmental conditions. Exhausted emissions from traffic on urban streets depend primarily on
intersection and traffic signals' geometric and efficiency characteristics.

#14 We know that traffic flow emissions at an intersection have serious negative effects on the
environment and human health. So, we want a more in-depth understanding of the impact of
traffic exhaust emissions on the local scale. The first step for traffic emission analysis is a choice
intersection and data collection to calculate traffic emissions. These data include traffic volume,
vehicle category and type, intersection characteristics and users (pedestrians and bicyclists).

#25 At signalized intersections, when the signal show „red‟ phase, vehicles have to stop at the
intersections till the „green‟ phase is displayed. During such stoppages, the drivers have a
tendency to keep the engine ignition –ON, which results in extra fuel consumption called „Idling
Fuel Consumption‟. Congested intersections when provided with flyover/underpasses/bridge
would result in elimination of stoppages for the peak directional traffic using grade separators,

#27 Congestion management and mitigation are significant from a system effectiveness
standpoint, especially when comparing alternative scenarios or considering future increases in
traffic.
#
The purpose of value engineering study of Gachsaran urban
underpasses
#9(P=5) The purpose of conducting value engineering study on this project is to reduce
project cost, runtime and simultaneously, maintaining the quality and consumer needs and
benefiting from the project. The above goals should be achieved in a way that will meet the
requirements of the plan consumer. These requirements include: 1. Transferring the passenger by
using suburban bus system 2. Reducing the travel time to the urban areas 3. Decreasing or
eliminating the urban crashes 4. Reducing the noise and environmental pollution 5. Increasing
the travel speed of citizens

Compatibility of BIM and CIM For an implementation of BIM data

into a CIM Model, #4 several aspects must be considered: software compatibility,
standards and regulations, and different quantities of data and information. Various papers [7–9]
have already investigated the software compatibility of BIM, GIS and CityGML, an exchange
format for open standardized data models for City Information Modeling (CIM); their results
show that this issue is one of the biggest challenges for establishing CIM. The Industry
Foundation Classes (IFC) standard could be a possible exchange format, as it is already an
established open BIM format. As mentioned by Biljecki and Tauscher [9], various kinds of
interoperability between different software and possible sources of errors have to be eliminated.
Looking at current BIM standards available, there is a large variety from trade to trade and
country to country [10]. The CityGML standard in Germany defines five Levels of Detail
(LOD), ranging from simple 2D models of the terrain in level 0 to a more complex 3D
representation of building blocks and interior structures in level 4. The different abbreviations in
BIM and CIM represent a first challenge in communication between the two and can easily lead
to misunderstandings [11]. Dantas, Sousa and Melo [12] have researched the compatibility of the
ISO 37120 themes with BIM and CIM. They considered different themes and indicators, i.e.,
energy, safety and transportation, and compared the inherent indicators. Besides the low
compatibility with different software tools used, the amount of relevant city indicators was
insufficient for building the set of data that would be needed for a comprehensive City
Information Model. Both BIM and CIM are, currently, mainly static models of the present
situation and geometry. Only BIM 5D includes time and cost factors, but it is rarely used at the
moment [11].

Static and dynamic data #4 to understand possible benefits of City Information

Modeling using more dynamic data, it is important to understand the difference between static
and dynamic models. A static model represents a specific output, such as a function or geometry
of a building block at a certain point in time; this means there is no time dependency. By
contrast, the factor of time is decisive for a dynamic model. Dynamic models describe a state of
something changing over time, such as flows (e.g., energy input and CO2 output) in a city [13].
Therefore, it is essential to consider the dynamic flows in a city for a future-proof sustainable
urban development [14].

#5
Model Variables: #5 Different variables have been used for the development, calibration
and validation of models. The major variables used for model calibration and validation are
shown in the Table 2. Traffic flow, vehicle composition, vehicle speed, road geometry or road
condition such as lane configuration, driving behavior in terms of acceleration, deceleration
intersection queue length or signal timing, are common variables used. Some studies calibrated
and validated the built-in parameters in the lane changing or car-following model of the
respective simulation packages.
Emission Model: #14

#19 Today, passenger transport worldwide is responsible for almost 15 percent of

anthropogenic energy-related emissions of carbon dioxide (CO2), the most abundant greenhouse
gas.

#19 Assuming that oil products will continue to satisfy nearly the entire transportation sector’s
fuel demand, CO2 emissions from world passenger transport increase from 0.8 GtC in 1990 to
2.7 GtC in 2050.

#22 The release of CO and NOX is the result of complex reactions in the combustion chamber
and is directly related to the incomplete combustion process and the chemical equilibrium due to
the lack of sufficient time for combustion and obtaining this balance [13].

#23 Road transport accounts for 72% of total greenhouse gas emissions of the transport sector
(EEA, 2018).
#23 Greenhouse gas emissions from transportation sources include carbon dioxide (CO2),
methane (CH4), nitrous oxide (N2O), and various hydrofluorocarbons (HFCs). CO2, CH4, and
N2O are all emitted via the combustion of fuels, while HFC emissions are the result of leaks and
end-of-life disposal from air conditioners used to cool people and/or freight.
#23 The amount of carbon dioxide emitted per liter of motor gasoline burned is 2.35 × 10−3
metric tons, as calculated in “liters of gasoline consumed.

#23

#26 he emissions from motor vehicles have become a major source of air pollution. In EU
countries, road transportation contributed to 39.4% of NOx (nitrogen oxide), 36.4% of CO
(carbon monoxide) and 17.9% of NMVOC (non-methane volatile organic compounds) emissions
in 2006 [1]. In Australia, passenger cars account for 85 percent of all road activity petrol
consumption, and contribute to eight percent of national greenhouse gas emissions,

#26 In the USA, the Texas Transportation Institute reports, in its 2012 Urban Mobility update
[4] that congestion costs (in constant 2011 dollars) continue to rise from US$24 billion in1982 to
US$121 billion in 2011. This is associated with 2.9 billion gallons of wasted fuel (enough to fill
four New Orleans Superdomes), $121 billion of delay and fuel cost (the negative effect of
uncertain or longer delivery times, missed meetings, business relocations and other congestion-
related effects are not included), 56 billion pounds of additional carbon dioxide (CO2)
greenhouse gas released into the atmosphere during urban congested conditions, and the cost to
the average commuter was $818 in 2011 compared to an inflation-adjusted $342 in 1982.

#27 The emissions monitoring programs in the state of Texas generally consider the emissions
of carbon monoxide (CO), oxides of nitrogen (NOx), volatile organic compounds (VOCs), and
particulate matter (PM) in terms of human health impacts. CO is a toxic gas that is lethal to
humans, while NOx and VOCs are considered as ozone precursors.

#
Results: #14
Conclusions: #5 Using micro-simulation models for traffic safety evaluation is still a
challenging task. The concept behind the development of most of those models is that of
transportation efficiency rather that safety. Nevertheless, traffic safety micro-simulation models
have the potential to provide a detailed and controlled environment for analysis of real time
driver behavior.

#6 Two conclusions can be drawn. First, one should call for the development of better models.
Additionally, one should think about a different calibration technique which avoids “overfitting”
and could produce results that stay more general. The other way to interpret the results is that
from this microscopic point of view, errors of about 15% to 25% can probably not be suppressed
no matter what model is used. These errors result from a really stochastic component in the
driver’s behavior.

#6 Finally, if one would centralize these results and take them as given reality, the
recommendation would be to take the simplest model for a particular application, because
complex models likely would not produce better results. The only reason to prefer a complex
model would be if the user were very familiar with the model and knew the consequences for its
behavior whenever a parameter (or set of parameters) were changed. But the results obtained
should be confirmed by testing microscopic models with much more different data sets than in
this contribution to get a more precise insight into what the models can describe and which error
rates probably have to be accepted.

#15 Traffic flow models are the best tools to analyze and study trafc patterns under various
transportation facilities. A well-calibrated model for a selected network can replicate feld trafc
conditions and is able to refect changes in traffc fow dynamics over time and space. Such models
can be used to evaluate trafc management policies and strategies for the network without
necessitating feld studies for the same.

#16 traffic congestion has existed for many centuries. It has never been possible to eliminate it
and it seems unlikely that this can be achieved in the modern era. Indeed, it might be expected
that congestion levels will continue to worsen and that periods of congestion will tend to extend
over more of the day. The aspects of time wastage of congestion may be overstated. There
appears to be evidence to suggest that a significant portion of those who encounter congestion
are not unhappy with the time that their travel takes. The emissions problems resulting from
congestion can potentially be corrected through technological changes, if there is sufficient
market pressure to achieve cleaner air.

#25
#29 Using micro-simulation models for traffic safety evaluation is still a challenging task. The
concept behind the development of most of those models is that of transportation efficiency
rather that safety.

#
There are no sources in the current document.