Enhancing pedestrian safety, walkability and traffic flow with fuzzy logic

Science of the Total Environment 701 (2020) 134454

Contents lists available at ScienceDirect

Science of the Total Environment journal homepage: www.elsevier.com/locate/scitotenv

Enhancing pedestrian safety, walkability and traffic flow with fuzzy logic Sharaf AlKheder ⇑, Fahad AlRukaibi Civil Engineering Department, College of Engineering and Petroleum, Kuwait University, Kuwait, P.O. Box 5969 SAFAT, 13109, Kuwait

h i g h l i g h t s

g r a p h i c a l a b s t r a c t


Two methods were established to

enhance walkability and safety of pedestrians.
The best solution for traffic phasing in the first intersection was mitigation 1.
It decreased delay time by 63.82% reaching only 5 min of delay.
The result of fuzzy logic was 47.52% reduction in delay for the first intersection.
A new landscape was created to generate a more walkability-friendly environment.

a r t i c l e

i n f o

Article history: Received 29 July 2019 Received in revised form 10 September 2019 Accepted 13 September 2019

Editor: Pavlos Kassomenos Keywords: Pedestrian Walkability Safety Traffic Fuzzy logic LEED

a b s t r a c t The continuous congestion in the Arabian Gulf Road, located in Kuwait, contributes to air pollution in the area and causes discomfort for both drivers and pedestrians. The objective of this work is to enhance walkability and safety of pedestrians in the Gulf road while facilitating traffic flow. The study had been conducted for the road and surrounding area staring from the Society of Engineers till the British Embassy. Two methods were established to enhance walkability at each intersection. The first method used Synchro software to improve the traffic condition, lessen the delay time, and add pedestrian phase for each intersection. In the second method, fuzzy logic code was scripted using MATLAB to adjust traffic lights duration, for creating an adaptive traffic system. The best-established solution for traffic phasing at the Engineering Society intersection was mitigation scenario one, which contributed to decreasing the delay time by 63.82%, reaching only 5 min of delay. As for the British embassy intersection, the delay had been reduced by 11.82% using mitigation scenario 2. Several adjustments had been implemented in the study area that included replacing the current parking space with a wide green area, adding underground parking, and designating a particular lane for bicycles. The green area was provided with a shaded pathway using photovoltaic panels, jugging pathway, retail shops, and playing grounds to encourage walkability and reduce dependence on vehicles. A LEED-certified restaurant model had been designed that scored a gold certificate. Two additional restaurants were proposed in the area and a pond to attract more visitors. Ó 2019 Elsevier B.V. All rights reserved.

1. Introduction

⇑ Corresponding author. E-mail address: [email protected] (S. AlKheder). https://doi.org/10.1016/j.scitotenv.2019.134454 0048-9697/Ó 2019 Elsevier B.V. All rights reserved.

The Arabian Gulf Road is considered one of the most famous streets in Kuwait; where most of Kuwait’s landmarks are located. This street is overlooking the Arabian Gulf with a length of 21 km including five phases starting from Ra’as AL-Ard in Salmiya

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to Kuwait Petroleum Company in Shuwaikh. Traffic signals at the Gulf road follow the well-known Green Wave technique, at which vehicles won’t have to stop during optimum conditions, almost as traveling across a freeway but provided with intersections. People often like to walk around in this street due to its location and the presence of restaurants, landmarks, and many places that attract people, especially tourists. Walking has many environmental, health, and economic benefits and effects. By encouraging people to walk through preparing the area around the road to be a pedestrian-friendly, the number of cars will decrease and thus the percentage of carbon footprint in the air will be reduced. Carbon footprint is the sum of all emissions of carbon dioxide, which were caused by any activities in a given time. Walking is a great way to get the physical activity needed to prevent many physical and psychological diseases like obesity, diabetes, depression, and many others. By making the community a walkable-community, money would be saved instead of spending it on fuel (The walking cure: Five ways regular exercise can prevent disease and improve health, n.d.). Walkability is a measurement of to what level the area under consideration is walking-friendly. Walkability is relatively a new term, and is an essential concept in urban design. On the other hand, the term Walkable had been known since the 18th century (What is a Walkable Place? The Walkability Debate in Urban Design, 2015). There are several factors influencing walkability; one of them is the presence of footpaths or sidewalks and their safety level, road conditions, presence of trees and vegetation, pedestrians crossing, aesthetic aspects and building accessibility (walkability, n.d.). The Arabian Gulf Road suffers from frequent traffic congestion, especially due to the signalized intersections. Not only that, it does not consider pedestrian’s crossing nor the walkability of the area next to it. As a result, this paper enhanced the intersection signal performance by creating mitigation scenarios with Synchro and through developing an adaptive traffic signal control system that assigns green light duration based on the queue length of the intersection. These mitigations and control systems have either a pedestrian phase or pedestrian limitations that allows enough time for pedestrians to cross the intersection. The best option depended on the obtained delay in traffic from each proposed solution. Another critical aspect of increasing walkability is through improving the landscape by creating continues walkways shaded with photovoltaic cells to generate electricity and adding solar bikelanes and more facilities. Furthermore, the new proposed facilities buildings are LEED-certified buildings as they have the least negative environmental impact. The main contribution and originality of this work is in three folds. First, it focuses on enhancing pedestrian safety and walkability in Kuwait and GCC countries through providing a sustainable urban environment that accommodate all pedestrian walkability needs. Second, the work focuses on enhancing safety levels for pedestrian through reduce the direct conflict with traffic. This is achieved through providing proper geometric and logistic arrangements in the site to serve pedestrians. Besides pedestrian, intersections in the study area where redesigned to serve traffic as well to enhance traffic flow and accessibility which will reduce delay and pollution. Fuzzy logic as a smart tool was used to optimize the parameters related to traffic and pedestrian movement to ensure smooth, safe, secure and real-time action plans. The Arabian gulf road was selected due to its importance in Kuwait. The survey that had been conducted showed that most people whom visited the road were not satisfied with the current area settings regarding the ease and safety of walking around the area. The walkability enhancement process included many steps staring with improving the traffic light system performance for the two signalized intersections. The first method of the pedestrian phase addition was based on creating two mitigation scenarios

using synchro software, which aimed to lessen the delay time and allow people to cross the road safely. The delay, LOS and ICU were estimated for each intersection for the current traffic settings, mitigation scenarios without pedestrian phase and mitigation scenarios with pedestrian phase and analyzed. The second method was using a fuzzy logic system to create an adaptive traffic signal control system. The input of the fuzzy system was the traffic queue length calculated from traffic volumes, while the output was the duration of green light for each phase. Each method gave significant reduction in delay time, and the best-established solution for the engineering society intersection was the first mitigation scenario which proposed that each lane of EBT and WBT were allowed to receive green light at the same time and EBU movements were cancelled. As for the British embassy intersection the best result was achieved from mitigation scenario 2 which proposed adding one lane in every direction of the road. Furthermore and as a further contribution, a whole new landscape was created to create a more walkability-friendly environment. Replacing the current car parking into an underground parking provided more space to create wide green areas with several pathways. A walking pathway was provided with photovoltaic panels shading to encourage people to walk during sunny days and to provide renewable energy for the lightings of the pathways. A fenced bike lane has been added by the gulf road to encourage people to perform physical activities while ensuring their safety. Two LEED certified restaurants in the study have been designed and added to reduce negative environmental impacts from constructing and operating these buildings.

2. Literature review Built environment and culture have a direct effect on residents’ behaviors. Since the concern of designing roads for vehicles and motors have been increasing over the past years, it led to the neglection of pedestrians’ paths. The definition of pedestrians does not only include people who reach their destination on foot but also handicapped persons on wheelchairs, ‘‘any person walking, standing or in a wheelchair” according to (Lo, 2009). The ease of which pedestrians walk by streets, cross roads and access their destinations on foot is defined as walkability. It is considered a new concept that must be kept in mind when designing roads and transportations paths. According to (Jonathan and Gallimore, 2011), the number of students walking to school in the US had decreased from 40.7% to 12.9% between 1969 and 2001. This is due to the lack of safe walkable routes to schools, and the fact that people started depending more on using cars for transportation (McDonald, 2007). Walkability is considered as one of the environment friendly solutions for traffic congestion, air pollution and essential for residents’ health. It can also lessen the usage of petrol for vehicles and motors, which contributes to saving nonrenewable energy resources (Alaa Megahed, 2018). The American Association of State Highway and Transportation Officials (AASHTO) had recently paid attention to pedestrians and the importance of planning routes for pedestrians. According to the Green Book: ‘‘Pedestrians are a part of every roadway environment, and attention should be paid to their presence in rural as well as urban areas. The urban pedestrian, being far more prevalent, more often influences roadway design features than the rural pedestrian does. Because of the demands of vehicular traffic in congested areas, it is often very difficult to make adequate provisions for pedestrians. Yet provisions should be made, because pedestrians are the lifeblood of our urban areas, especially in the downtown and other retail areas. (AASHTO 2004, p. 96)” (Lo, 2009). Fuzzy logic is ‘‘an approach to computing based on ‘‘degrees of truth” rather than the usual ‘‘true or false” (1 or 0) Boolean logic on

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which the modern computer is based on’’ (Rouse, 2016). Fuzzy logic works by partial truth statements, the statements of the system can be totally true, false or in between ranging from 0 to 1 and can be presented as an interval of [0,1]. Generally, creating a fuzzy logic system requires definitions of outputs and inputs so membership functions can be created. Afterwards, these functions are used into if statement rules that will allow fuzzy logic to map input space into an output space (Al-Othman, 2011). The fuzzy sets are represented in trapezoidal, sinusoidal (wave shape) or triangular shapes; triangle shaped membership functions were used for this project’s system. A membership function is defined as ‘‘mA:X ? [0,1], where each element of X is mapped to a value between 0 and 1, this value is called membership value or degree of membership, quantifies the grade of membership of the element in X to the fuzzy set A” (Matlab, n.d.). The provided function in Fig. 2 is defined by a lower limit a, an upper limit b, and a value m, where a < m < b. The used fuzzy inference system is Mamdani inference method and it is considered the most commonly used methods, it provides inputs mapping and decision making for the fuzzy logic final outputs. After entering the inputs of the controlled system, the fuzzy logic conducts the procedure of aggregating information and turning it into a single fuzzy set. The aggregating process applies once for every output variable. There are three built-in methods in the fuzzy logic tool which are; max (maximum), probor (probabilistic OR) and sum (sum of the rule output set). The output of the aggregation process (fuzzy set) is an input for the final process which is the defuzzification process that generates a single number for each variable. The number of inputs and outputs are edited using the fuzzy logic designer, and the assigned values of each membership is added using the membership function editor. The application of the fuzzy rules is done using the rule editor where the if statements are performed, then the behavior of the system is viewed using either rule viewer or surface viewer. Recently fuzzy logic is being used in many applications. Application approaches can range from simple fuzzy logic control systems to higher types of fuzzy logic, such as those proposed by Castillo (2018). Among these is control and image processing applications. Type-2 Fuzzy Logic helped modeling process vagueness. The work of Ontiveros-Robles et al. (2018) compared the robustness of Interval Type-2 and Generalized Type-2 Fuzzy Logic Controllers. For this, Integral Squared Error (ISE), Integral Absolute Error (IAE), Integral Time-weighted Absolute Error (ITAE), and execution time performance metrics were considered to identify the Fuzzy Logic Controller selection criteria. Furthermore, Castillo et al. (2016a) implemented a granular intelligent control using generalized type-2 fuzzy logic on a non-linear control problem. In a related work, they (Castillo et al., 2016b) also introduced a comparison of type-2 fuzzy logic systems with respect to interval type-2 and type-1 fuzzy logic to test the effectiveness of a generalized type-2 fuzzy logic controller (GT2FLC). Generalized type-2 fuzzy logic in fuzzy controllers showed a better performance using 4 benchmark problems. Along the same line, Sanchez et al. (2015a,b) designed a method for forming information granules using uncertainty-based information theory. Two applications were introduced that form Interval Type-2 Fuzzy information granules, both with Takagi–Sugeno– Kang consequents optimized with Cuckoo search algorithm. They tested these methods using classification and curve identification datasets. Another application is presented by Cervantes and Castillo (2015) for complex control combining several simpler individual fuzzy controllers. The suggested approach was tested on a flight control problem. Furthermore, the suggested control method was tested in contradiction of a simple fuzzy control method using t statistics. Sanchez et al. (2015a,b) proved that a Generalized Type-2 Fuzzy Control outperformed Type-1 and Interval Type-2 Fuzzy Control Systems with the presence of external perturbations.

3

Noise resilience was represented through various indicators including ITAE, ITSE, IAE, and ISE. The safety of pedestrians should be number one priority when designing streets, as they are the most vulnerable and weakest element on the street. According to the World Health Organization (WHO), approximately 1.35 million people die each year from road traffic accidents. Unfortunately, more than half of the world’s traffic deaths are pedestrians, cyclist and motorcyclist, giving it an estimated number of 675,000 deaths worldwide per year. In USA, pedestrians deaths were 11% of the total road fatalities in 2007 and 16% in 2016 according to Fatality Analysis Reporting System (FARS). Therefore, pedestrian crosswalks were created. A pedestrian crosswalk is an area dedicated for people to cross roads and intersections. Crosswalks existed from 2000 years ago. They were first used in Pompeii, an ancient roman city; as they were rocks with a higher elevation than the ground for people to walk on to avoid walking on drainage and sewage disposal systems (Bradley, 2013). Nowadays crosswalks are used to cross roads and streets and are usually a stripped pathway perpendicular to the travel way direction. In fact, the first pedestrian signal was introduced by a railway engineer named John Peake Knight in London, 1868 where a police operator manually run this signal. The US green building council developed a rating system for designing, constructing, operating and maintaining a green building called Leadership in Energy and Environmental Design (LEED) (Boeing et al., 2014). A building needs to reach a certain number of points to become a LEED certified building. The certificate differs based on the summation of points. LEED certified buildings have positive environmental and economic impacts considering the fact that they are sustainable and energy efficient; ‘‘Sustainability means meeting our own needs without compromising the ability of future generations to meet their own needs.” (University of Alberta- Office of Sustainability). 3. Methodology 3.1. Study area The study area, as shown in Fig. 1, is a 1.7 km section of Gulf Street. It starts with the Society of Engineers and extends to Kuwait towers then finally ends at the British embassy. The study area has two main intersections; the first is the intersection between Dasman road and Arabian Gulf Street, and the second one is between Abdulrahman Al-Romi Street and Arabian Gulf Street. These two intersections are the main focus of the paper. 3.2. Data collections 3.2.1. Survey A survey has been made online using the website surveymonkey.com by random sampling to study the issues pedestrians face when walking by or crossing Gulf Road. This survey was made to conduct a walkability assessment of the study area and to acknowledge the main problems pedestrians face when crossing and walking along gulf road. The questions of the survey were obtained from a journal called Planning for Enhancing Walkability and Connectivity (Jayoung Koo, Department of Landscape Architecture); it consisted of 9 multiple-choice questions. The questionnaire was distributed online in both Arabic and English to serve a wider group of people; it received 169 respondents. The results are presented in Fig. 2. It can be concluded from Fig. 2a that most people did not have room to walk by the street and suffered mostly from the sidewalks and paths. Furthermore, from Fig. 2b, it was clear that there is a huge need for stripped crosswalks and traffic signals. Only 5% of the people who took

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Fig. 1. Satellite image of the study area. Source: Gulf Road Development Report.

Fig. 2. Survey results.

the survey thought that drivers behave well (Fig. 2c), while the rest thought that drivers drive too fast; this is an indicator of the importance of having law enforcement and censorship across the street.

From Fig. 2d, 75% of pedestrians were unable to cross at crosswalks with their children. Also, From Fig. 2e, 63% were able to look left, right then left again before crossing the street. Unfortunately,

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Fig. 2f shows that 74% of respondents could neither walk with their children on sidewalks nor shoulders as there were no sidewalks. Fig. 2g shows that more than half of the respondents were able to cross the street at night with street lighting. From Fig. 2h, it was shown that 86% did not enjoy their walk while 30% of them thought that gulf road needs more grass, flower, and trees. Lastly, 93% of the respondents would consider walking or crossing gulf road if it was enhanced to be more walkable and safer (Fig. 2j). From the questionnaire, the main problems pedestrians faced when crossing Gulf road were pathways weren’t continuous, lack of pedestrian crosswalks and the need to have more trees, flowers, and grass to add an aesthetic look to the street. 3.2.2. Gulf road data Traffic volume, length of each intersection cycle and street geometry data were collected from ministry of interior traffic department. Traffic volume and average cycle lengths were obtained by a 24 h observation of the two intersections during the weekend with an interval of 15 and 30 min. Table 1 shows the intersections geometry. Traffic volume and intersection geometry data were used in synchro software to draw the intersections, run and simulate the module in order to get the current traffic conditions. The length of each cycle is used as a comparison with the length of cycles resulted from the traffic system programming made on MATLAB, which is based on fuzzy logic.

a safer and a more walkable environment for people to enjoy. Fourth, an addition of curve ramps on pavements is made to make the area friendly to handicapped and those who have children with strollers. The width of the curved ramps is 1.5 m to ensure a safe pedestrian crossing (2015 facility accessibility design standards). Fifth, pedestrian caution signs are added on the right turn channels to warn drivers and have them slow down for pedestrians. The locations of the signs are determined using AASHTO’s Horizontal Sight Offset (HSO) equation:

HSO ¼ R½1  cos


 28:65S  R

where: S is stopping sight distance, and R is the radius of the curve. The determined location gives the driver enough time to brake their cars until a full stop before reaching the pedestrian crossing. A summary of HSO values are demonstrated in Table 2 where a sample of calculation is provided as follows:

SD ¼ 1:47  V  t þ db SSD ¼ 1:47  80 

 2 1:075  801000 1000 3600 2:5 þ ¼ 129:1 m 3600 11:2


 28:65  129:1 ¼ 36:2 m HSO ¼ 50  1  cos 50
 28:65  129:1 HSO ¼ 20  1  cos ¼ 39:9 m 20

3.3. Data analysis 3.3.1. Creating a walkable environment 3.3.1.1. Landscape adjustments. Adjustments to the landscaping are made to create a walkable environment (Gulf Road Development research). First, the parking areas were replaced with wide green areas including restaurants, playing yards, retail shops, and a pond. Two walking paths were designed extending throughout the green area creating two continuous walking pathways. The first path is a walking path shaded with photovoltaic solar panels to encourage people to walk during the summer season and to generate clean sustainable energy for the area. The other path was created for sport. The width of each walkway averages around 1.5 as it is the minimum required width. Secondly, the parking spaces were moved underground as it was proposed by (Alaa Megahed, 2018) to create a more walkable environment for tourists and visitors along with few adjustments that will be discussed later. Thirdly, the third parking proposal in Gulf Road Development research was chosen as it separates cars from walkers, which will lead into

Finally, a pedestrian crossing is added in front of each direction on the two intersections. The width of the pedestrian crossing is determined based on the traffic engineering handbook standards, which is 3.6 m. Finally, a bike lane is added along the walkway with bicycle sharing docks that are placed on each zone. The width of the bike lane is determined using the equation: the width of the bicycle + Essential Maneuvering Space (EMS) + Comfortable Lateral Clearance (CLC) while the bike lane is paved with photovoltaic cells named SolaRoad.

Table 2 Horizontal Sight Offset values for each intersection.

Society of engineer intersection British embassy intersection

Channelized Radius (m)

HSO (m)

50 20

36.2 39.9

Table 1 Engineering Society and British Embassy Intersection Data. Intersection 1

Street name Lane Width Link Speed Median Width Lane Configuration

Southbound

Northbound

Northbound

Eastbound

Westbound

Abdulrahman Yousif Al Roumi 3.2 60 6 1 Left/U-turn Lane

Gulf Street

Gulf Street

Gulf Street

Gulf Street

3.2 80 8 1 Through/U-turn Lane 1 Through Lane

3.2 80 8 2 Through Lanes

Jasim Mohamad Al Bahar 3.2 60 25 2 Left Lanes

3.2 80 8.5 2 Through Lanes

1 Right Lane

50

1 Through/Right Lane 50

1 Through/Left Lane 1 Left/U-turn Lane NA

20

1 Through/Left Lane 1 Left/U-turn Lane 20

3.2 80 8.5 1 Through/U-turn Lane 1 Through Lane

Phase 1

Phase 2

Phase 3

Phase 1

Phase 2

1 Left Lane 1 Left/Right Lane Channelized Radius (meter) Signal timing and phasing signal control type

Intersection 2

Eastbound

Adaptive

Adaptive

1 Through/Right Lane NA Phase 3

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3.3.1.2. Traffic signals performance. The next step in creating a walkable environment is through adding a pedestrian phase to the two intersection signals. 3.3.1.2.1. Synchro pre-timed signalized intersections. Traffic studies were conducted using a methodology called Corridor Analysis; it is based on analyzing the existing conditions of the proposed intersections. It is estimated that the project will be opened in the year 2022 (Gulf road development, 2018), so traffic forecast must be performed for the opening year using synchro. The traffic forecast must be conducted for both intersections before and after building the project for comparison. Synchro was used to simulate the effects of adding a pedestrian phase on traffic delay, queue length and level of service. Two proposed mitigation scenarios were simulated for both intersections using Synchro. Since the LOS of the current traffic is very low, the pedestrians’ phase is added after optimizing the traffic. A) Mitigation Scenario 1 The first mitigation scenario proposed changing the traffic phasing for both intersections so that EBT and WBT were allowed to receive green light at the same time and EBU movements were canceled, as shown in Fig. 3. B) Mitigation Scenario 2 The second mitigation scenario was adding one lane in every direction of the road, including Yousif AlRoumi street and Jasim Mohamad street, both intersect with the gulf road, as shown in Fig. 4. Another method was used as well, and the results from both methods were compared based on the traffic delay and the number of vehicle flow on a selected period. 3.3.1.2.2. Fuzzy logic system for adaptive signalized intersections. The motivation of the approach with fuzzy logic is related to the necessity of theoretical basis to handle the ambiguity and uncertainties in pedestrian and traffic behavior. Uncertainties in signal control, unpredictable pedestrian behavior, and the need for decisions using vague data makes fuzzy logic a good option. Fuzzy logic

offers a mathematical context that helps identifying the ambiguity linked with pedestrian and traffic data (i.e., human behavior). Conventional methods to acquaintance depiction are inappropriate to reflect the fuzzy relationships among pedestrian-traffic behavior. ‘‘In fuzzy logic, exact reasoning is viewed as a limiting case of approximate reasoning. Everything is always a matter of degree and knowledge is thus interpreted as a collection of fuzzy constraints on a collection of fuzzy variables (Zadeh 1992; Arfi 2005).” The second method was using fuzzy logic to create an intelligent traffic signal that would assign the green light duration based on the current traffic situation. To do so, the succeeding steps were followed on MATLAB. A. State system limitations The limitations aim to simplify the control system to achieve a practical solution. The limitations were as follows: First, the phase sequence of the system is fixed: P1-P2-P3. Second, the lengths of vehicles and distance between vehicles were not a concern to the system. Thirdly, the system was designed for signalized isolated intersections with three lanes in each street and three directions at the intersection. Fourthly, interacting queuing process cannot be directly handled by the system. Fifthly, the system cannot transfer residual queues at the end of a control period to another control period. Sixth, the system cannot fully consider the variability of traffic demand within a given control period. Seventh, the system used the optimized signal duration for the 95th percentile queue length that was a result of a simulation done on the current traffic conditions with Synchro. Lastly, the minimum green light time is the time required by pedestrians to cross one direction of the street. The minimum pedestrian green time was estimated using the following equation (Principles of Highway Engineering and Traffic Analysis 5th edition, 2013):   N Gp ¼ 3:2 þ SLp þ 2:7 WpedE for WE > 3:05 mwhere: Gp is Minimum pedestrian green time, 3.2 is the pedestrian start-up time, L is the crosswalk length, Sp is the walking speed of pedestrians, usually taken as 1.2 m/s, Nped is the number of pedestrians crossing

(b) Brish Embassy Intersecon

(a) Engineering Society Intersecon Fig. 3. (a) Engineering Society Intersection.

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Fig. 4. (a) Engineering Society Intersection. (b) British Embassy Intersection.

during an interval, and WE is the effective crosswalk width in m, taken as 6.1 m. A sample of calculation shows the following output:   5 Gp ¼ 3:2 þ ð3:73Þ þ 2:7 6:1 ¼ 14:66 ffi 15 swhere the number of 1:2 pedestrians crossing the intersection Nped was chosen according to the field observation. Directions and distances of the detectors are shown in Fig. 5. B. Define inputs and outputs The inputs of the system are the queue lengths that were obtained from the detectors, also referred to as Traffic Situation Level (TSL), while the output is the Traffic Light Duration (TLD) that was determined based on the fuzzy rules statements that were programmed in MATLAB. In this paper, there are nine inputs one for each lane L1, L2, L3, L4, L5, L6, L7, L8 and L9 and three outputs one for each phase P1, P2, and P3. C. Create membership functions Membership functions define the linguistic variables of inputs and outputs. Inputs variables are No cars (NO), Semi-Half (SH), Half (H), Semi-Full (SF), and Full (F). Whereas, Output variables are defined such so: No cars (NO), Semi-Half (SH), Half (H), Semi-Full (SF), and Full (F). I. Membership functions of traffic situation level (TSL) The membership functions for all directions (inputs) are based on the location of vehicles in detective zones (Table 3). II. Membership function of traffic light duration time (TLD) The membership functions for all (outputs) are based on plans simulated by Synchro (Table 4). D. Set fuzzy rules As mentioned earlier, fuzzy rules are made out of if-then statements. The rules aim to minimize the lost green light time by adjusting the cycle to the current TSL. To achieve such system, all

possible movements and strategies must be considered. Table 5 demonstrates all probabilities that the system might face during actual traffic along with the appropriate rule that suits it. Fig. 6 demonstrates lanes numbering. E. Fuzzy system building The system properties and methods were selected after adding the number of desired inputs and outputs. The used aggregation method is SUM (sum of the rule output set), which is called decomposable aggregation functions and defined as follows: f ðX ] Y Þ ¼ f ðX Þ f ðY Þ SUM ðX ] Y Þ ¼ SUMðX Þ þ SUM ðY Þ where:  is a function merge operator, ] is the union of multiple sets of variables, and SUMðxÞ ¼ x is for a singleton. The method used for defuzzification is the center of gravity (mom; middle of the midlist). Fig. 7 shows the fuzzy system on Matlab. F. Calculating queue length to use as an input for the fuzzy system, as the queue length was estimated using two equations for two different cases (FHWA, 2017): If the traffic volume is less than the capacity: 0 1 vðpÞ AVQ Q ðpÞ ¼ 3600  ðR  6Þ  @1 þ n 1o A  NF u s vðpÞ

1

If the traffic flow is equal to or greater than capacity:  CAVQ Q ðpÞ ¼ vðpÞ þ vðpÞ  s  Cg  3600N where: Q(p) is the queue length for percentile ‘‘p” volume, v(p) is the percentile ‘‘p” volume for a lane group, R is the red time, S is the saturation flow rate, taken as 1800 veh/hr-green from Public Ministry of Transportation, AVQ is the average front-to-front spacing of vehicles in queue, taken as 6.1 m, N is the number of lanes in a lane group, Fu is the lane utilization factor, taken as 1.00, C is the cycle length, and PHF is the peak-hour factor, taken as 0.92. A sample of the calculation For the Engineering Society intersection, EBL is presented below:
 1 6:1 Q ¼ 755:25  ð 84  6 Þ  1 þ ¼ 171:97 m  11 1800 1 3600 f755:25 g For Engineering Society intersection, SBT: ¼ 1613:48 m Q ¼ ½4265:29 þ 4265:29  1800  0:397  121:86:1 36001

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308.5

308.5

(a) Detector locaon for engineering society intersecon.

417

417

(b) Detector locaon for Brish embassy intersecon. Source: (Development of a Fuzzy Logic Traffic System for Isolated Signalized Intersecons in the State of Kuwait, 2011) Fig. 5. (a) Detector location for engineering society intersection. (b) Detector location for British embassy intersection. Source: (Development of a Fuzzy Logic Traffic System for Isolated Signalized Intersections in the State of Kuwait, 2011).

Table 3 Membership functions of traffic situation level (TSL). Intersection 1 Directions No cars (NO) Semi Half (SH) Half (H) Semi Full (SF) Full (F)

Intersection 2

L1, L2, L3, L4, L5, L6, L7, L8 and L9. 0–0–154.3 m 0–0–208.5 0–154.3–308.5 m 0–208.5–417 m 154.3–308.5–462.8 m 208.5–417–625.5 m 308.5–462.8–617 m 417–625.5–834 m 462.8–617–617 m 625.5–834–834 m

Cycle length (s) = G1 + G2 + G3 + 3(Y + C)where: G is the green light time of each phase, it was the output of the fuzzy system, Y is the displayed yellow time for a traffic movement in seconds = 3, and C is the displayed all-red time in seconds = 5. H. Finally, calculate the delay for a comparison with the current traffic delay; the delay time function equation for signalized intersection was taken as (Hedayat and Aashtiani, 1999): dðxÞ ¼ 2c

To calculate Fu, either of the following equation and Table 6 can be used (Traffic Signal Timing and Coordination Manual, 2017, May), The lane utilization factor can be calculated as follows: Total Volume F u ¼ ðNumber or lanes ÞðHigh Lane VolumeÞ Example; F u ¼ ð100þ200Þ ð2200Þ Since the queue length was calculated for each lane, the lane utilization factor was 1.00 for all lanes. G. Entering queue length as the input for each lane then calculating the cycle length and repeating step F till a period of 30 min (1800 s) is reached.

2

r where: x is the traffic volume on entering link, in x ð1lw Þ vehicles (passenger car equivalent) per hour, m is the exiting rate of traffic volume, in vehicles (passenger car equivalent) per onemeter width per hour, r is the red time of the traffic light, in minutes, c is the cycle length of the traffic light, in minutes, d is the average delay at intersection, in minutes, and w is the width of the link, in meter. h i x If ½1  x=ðl  wÞ < 0:01 then take 1  lw ¼ 0:01

Sample of calculations for NBT of engineering society intersection is: 2

d ¼ 244:9295:96 ¼ 64:78 s ð1755:25 1800 Þ

Table 4 Membership function of traffic light duration time (TLD). Intersection 1

No cars (NO) Semi Half (SH) Half (H) Semi Full (SF) Full (F)

Intersection 2

Phase Sequence Plan (Strategy) (PHASE1): (23 s)

Phase Sequence Plan (Strategy) (PHASE2): (64 s)

Phase Sequence Plan (Strategy) (PHASE3): (53 s)

Phase Sequence Plan (Strategy) (PHASE1): (87 s)

Phase Sequence Plan (Strategy) (PHASE2): (42 s)

Phase Sequence Plan (Strategy) (PHASE3): (51 s)

0–0–5.75 s 0–5.75–11.8 s 5.75–11.8–17.25 s 11.8–17.25–23 s 17.25–23–23 s

0–0–16 s 0–16–32 s 16–32–48 s 32–48–64 s 48–64–64 s

0–0–13.25 s 0–13.25–26.5 s 13.25–26.5–39.75 s s 26.5–39.75–53 s 39.75–53–53 s

0–0–21.75 s 0–21.75–43.5 s 21.75–43.5–65.25 s 43.5–65.25–87 s 65.25–87–87 s

0–0–10.5 s 0–10.5–21 s 10.5–21–31.5 s 21–31.5–42 s 31.5–42–42 s

0–0–12.75 s 0–12.75–25.5 s 12.75–25.5–38.25 s 25.5–38.25–51 s 38.25–51–51 s

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S. AlKheder, F. AlRukaibi / Science of the Total Environment 701 (2020) 134454 Table 5 Possible movements and strategies.

Table 5 (continued) (c) phase 3

(a) phase 1

L7

L1

L2

L3

Rule

Full

Full

Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No

R1 R2 R3 R4 R5 R6 R7 R8 R9 R10 R11 R12 R13 R14 R15 R16 R17 R18 R19 R20 R21 R22 R23 R24 R25 R26 R27

Half

No cars

Half

Full

Half

No cars

No cars

Full

Half

No cars

(b) phase 2 L4

L5

L6

Rule

Full

Full

Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No Full Half No

R28 R29 R30 R31 R32 R33 R34 R35 R36 R37 R38 R39 R40 R41 R42 R43 R44 R45 R46 R47 R48 R49 R50 R51 R52 R53 R54

Half

No cars

HalF

Full

Half

No cars

No cars

Full

Half

No cars

(c) phase 3 L7

L8

L9

Rule

Full

Full

Full Half No Full Half No Full Half No Full Half No

R55 R56 R57 R58 R59 R60 R61 R62 R63 R64 R65 R66

Half

No cars

Half

Full

L8

L9

Rule

Half

Full Half No Full Half No Full Half No Full Half No Full Half No

R67 R68 R69 R70 R71 R72 R73 R74 R75 R76 R77 R78 R79 R80 R81

No cars

No cars

Full

Half

No cars

3.3.2. Designing a sustainable, green and LEED certified building A 600 m2 restaurant is taken as a sample for the LEED design as the specifications and outcomes are applied to the remaining buildings on the landscape. The mentioned steps below were followed to complete the design. The area of the restaurant is distributed on Table 7 and Fig. 8. 3.3.2.1. Creating a renewable source of energy. The first step made was determining the total energy needed per day by adding up the power consumption of the assumed appliances in use and multiplying it with a factor of safety of 1.3. Therefore, the total PV panels energy needed (Wh/day) = Total consumption * 1.3. Following is determining the sizing of PV panels by applying the following equations (Sustainability and Green Buildings, 2018): 1. Total Wp of PV panel capacity needed (Wp) = Total PV panels energy needed/3.4 2. Number of PV panels needed (modules) = Total Wp of PV panel capacity needed/6000 After that, the inverter sizing is determined. The inverter size should be 20% bigger size than total watts of all appliances. Then, the battery size is determined using the equation (Sustainability and Green Buildings, 2018): Total Ampere-hours required (Ah) = (Total consumption * Days of autonomy)/(Battery loss * Nominal battery voltage). Finally, the solar charge controller sizing is determined as follows (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018): Solar charge controller = 188.37  number of modules  1.3. 3.3.2.2. Designing an energy efficient building. As a start, the building was thermally isolated; as heat exchange would allow hot air to enter the conditioned building, which will make the temperature higher thus leading to extra power consumption from the HVAC (Heating Ventilation Air Conditioning) system. Next, windows are designed to be larger starting from ceiling to floor to allow a larger amount of daylight therefore less usage of lights, also the windows used are double-paned low-emissivity windows (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). Finally, LED (Light-Emitting Diode) light bulbs are used indoors since they are more energy efficient (How Energy-Efficient Light Bulbs Compare with Traditional Incandescents, n.d.), these light bulbs are controlled with dimmers to allow the occupants to choose the lighting level that suits them and meets their preferences. As for outdoors lighting, all lighting has a photocell sensor to detect sunlight and turns the lights on when it is dark automatically, this

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Fig. 6. (a) Engineering Society Intersection. (b) British Embassy Intersection.

(b) For intersecon 2

(a) For intersecon 1

Fig. 7. The proposed fuzzy system. (a) For intersection 1. (b) For intersection 2.

Table 6 Lane Group Default Lane Utilization Factors. Source: (MnDot, 2017, May).

Table 7 Area distribution of the restaurant.

Lane Group Movements

# of lanes

Lane Utilization Factor

Room

Percentage of total area

Area (m2)

Thru or Thru or Thru or Thru or Left Left Left Right Right Right

1 2 3 4+ 1 2 3+ 1 2 3

1.00 0.95 0.91 0.86 1.00 0.97 0.94 1.00 0.88 0.76

Dining Hall Kitchen Restrooms Treatment room Storage Office

60% 27.5% 5% 2.5% 2.5% 2.5%

360 165 30 15 15 15

shared shared shared shared

would reduce hours of energy consumption. Finally, an energy meter is added to track electricity consumption and help managing it when the building is operated.

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Fig. 8. Restaurant floor plan.

3.3.2.3. Maintaining indoor air quality. A. Controlling air leakage Air leakage will cause troubles to indoor air quality when it comes to moister levels and having small particles inside the building such as airborne dust, these particles can cause allergic reactions to people with asthma. Air leakage is controlled by performing the following (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018): Firstly, windows and doors that leak air are caulked and weather-stripped. Secondly, Air leaks from plumbing, ducting, or electrical wiring that come through walls, floors and ceilings are caulked and weather-sealed. B. Ventilation design Periodic ventilation is very important as it helps to maintain good indoor air quality. To achieve acceptable ventilation system, vents and ducts for bathrooms and kitchen are separated. In addition, air exchange rate is 10–15 times per hour according to ASHREA standard 62-2004 ventilation for acceptable indoor air quality. The cross-sectional area of the ducts was determined using the flow rate equation: Q ¼ m  Awhere: Q is the rate of air change, m is the velocity of air, and A is the cross sectional area of the duct. Sample calculations for kitchen ducts is: Kitchen = 4  (1 6 5) = 660 m3 . Next, air velocity is assumed 0.2 m/s referring to ASHREA 5S standard for appropriate indoor airspeed, since air exchange rate is taken as the average between 10 and 15 times per hour, that is 12.5 times per hour which means the time for air change is 5 min then the rate of air change is equal to Volume ¼ 660 ¼ 132 m3 =min. Finally, time 5 132 ¼ 11 m2 . From the availthe cross-sectional area of the duct =0:260 able circular ventilation ducts and cross sectional areas in the market, the kitchen has 17 ducts with a diameter of 36 in. (LEED Certification Proposal for El Campanario Vistas). The HVAC (heating, ventilation and air conditioning) of the system has three thermal controls placed in the dining hall, kitchen and office allowing occupants to choose the temperature, level of moisture and air speed based on their comfort.

C. Level of moisture control Since the study area is located by the beach, the climate is mostly humid (Ganesh Subramaniam, 2017). As a result, moister levels were taken under consideration, which is why dehumidifiers are added to places prone to higher moisture levels such as kitchens, bathrooms and underground parking. A device called Keystone KSTAD70B is used; it is energy efficient, has an above normal moisture removal rate, is ideal for an area of 418 m2 and is the most quite in size class (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018); it is important to use silent devices as noise decreases human experience. D. Adding greenery indoors Having greenery indoors will improve indoor air quality by: reducing carbon dioxide levels, reducing levels of certain pollutants, such as benzene and nitrogen dioxide, reducing airborne dust levels, and keeping air temperature down. Indoor plants will bring an aesthetic and relaxing look as well (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). A list of the best air purifying indoor plants (Environmental Health Perspecitves, 2011) that are added to the restaurant includes: Bamboo Palm, Rubber Plant, and Dracaena. E. Protection from mold Indoor mold can harmfully affect people especially those who suffer from allergies, asthma, respiratory conditions or suppressed immune system (Mold, Mold Spores And Indoor Air Quality). To protect the resultants from mold, Ultra Violet (UV) lights are installed to kill unwanted bacteria and mold before having the chance to enter the air supply (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). F. Detecting Air parameters. A device named UHoo is added in the building. It detects carbon monoxide accumulation, carbon dioxide accumulation, particle

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matter, ozone and Volatile Organic Compound (VOC). The device works wirelessly and sends alerts to mobile phone when air quality is bad (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). 3.3.2.4. Water quality and efficiency. A. Reducing water consumption Water consumption is reduced by adding the following fixtures: first, Aerators. This device mixes water with air thus reducing the volume of water used while maintaining its pressure. This process saves up to 55% of water usage. Second, Infrared taps; these taps take only 0.5 s to open and close the faucet. Infrared taps saves 70% of water usage. Third, Edyn Smart Garden System. It consists of two solar powered, wireless devices: the Edyn garden sensor and the Edyn valve. The garden detects the soil’s humidity, light, nutrition and temperature. Afterwards, it will send a signal to the Edyn valve that controls the watering system (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). Fourth, flushing system, a dual-flush cistern is added to all toilets to save water consumption. This would save up to 36% of flushing water. Fifth, dishwashers, ice machines and steam cookers are going to be ENERGY STAR qualified models; these models would reduce both energy and water consumption by at least 10% (EPA WaterSense). Lastly, water meter is installed to monitor water usage in order to check whether the consumption is exceeding the allowable limit or not. B. Reusing water by treating grey water Grey water can be treated and reused for flushing toilets and irrigation (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). Most importantly the piping system of grey water should be separated from black water to avoid them being mixed. The total water demand was calculated using the following equation:

Q peak ¼ P:F:  Q base  Loading unitðl=dÞ where: Qpeak is the water consumption per day, P.F. is the peak hour factor with a value of 2 for non-population based unit loads, Qbase: base load (l/d) that is base load per loading unit (l/d per meal)  loading unit (meal), and Qpeak is 2*(10*182) = 3640 l/d. Q for each usage was calculated by multiplying the Qpeak with consumption percentage of the type of use. Greywater from kitchen sinks and dishwashers requires primary and secondary treatment methods. Since the majority of the generated wastewater is from the kitchen, primary and secondary treatment is used for all the greywater. To implement a greywater treatment system inside the restaurant, a device called Aqua2use GWTS 1200 is fixed into the storage room. The device does not take much space and is energy efficient; it consumes only 2 kwh/KL produced and does not require new water for backwash, chemical and disinfectants. C. Maintaining water quality Water quality can decrease when transported from the supply source to the building. To avoid lead contamination in the drinking water supply, all pipes are replaced with CPVC (Chlorinated Polyvinyl Chloride). In addition, a whole-house purifying filter named super purifier tank water filter is added. It cleans the water from airborne diseases and it works as a sediment, silver/carbon and bacterial filter. This filter requires no electrical power consumption to operate and is a WATERMARK certified (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). D. Controlling water leakage To avoid wasting water, employees are educated through training to follow these measures: first, water key should be

turned off after working hours. Second, employees must check the appliances regularly for any leaks. Third, check the water pressure, if pressure exceeds the standard, pipes and hoses might explode and fail under pressure. Fourth, not to defrost frozen food with water, but instead leave frozen food in the fridge overnight. Fifth, Faucets are not allowed to needlessly run while cooking. Finally, water-detecting devices are installed in boiler and filter rooms, under the sinks, in the greywater treatment room; these devices are usually small and send alarms when its sensor comes in contact with moisture. A device named Wally is chosen as the water-detecting device; it works wirelessly and allows users to monitor water-leakage on their phones from a distance (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018).

3.3.2.5. Waste Management. Paper waste is the most dominant waste generated when compared to other types of waste (Environmental protection Agency, Advancing Sustainable Materials Management: 2015 Fact Sheet, July 2018). Recycling bins are placed in the building to separate different types of wastes making it easier for recycling companies to collect and recycle the waste; recycling companies will collect the waste on a daily basis every morning. As for organic and food waste; a device named Zera Food Recycler is placed in the kitchen. This device decomposes food into compost to use as a fertilizer for the soil in the landscape. Compost is a material that is rich in nutrients, which benefits the land as a soil conditioner and fertilizer. The Zera food recycler requires users to add the food waste inside it and simply switching it on. Once the device is switched on, it will start transforming food scrap into compost within only 24- hours. Since paper waste is the most common type of waste generated, paper usage is reduced by replacing traditional restaurant’s menus, paper newspapers and magazines with electronic tablets. For the landscape, the bins used for waste collection are smart bins named Bigbelly. Bigbelly is a solar power rubbishcompacting bin. The bin is designed and originally manufactured in Needham, Massachusetts by seahorse power with the aim of reducing fossil fuel consumption (LEED Certification Proposal for El Campanario Vistas, Kuwait, 2018). Bigbelly compacts the waste inside it to create more space for trash and recyclables. It’s cloud connected system allows it to send real time status to an actionable web-based software where a trip to collect the waste from it will only be made when the bin is full. This action reduces the number of pickup trucks. Therefore, it will reduce the carbon footprint generated from those trucks.

3.3.3. Ecobricks A continues walkway have been designed around the recreated area reaching 1.5 Km long and is paved using interlocking EcoBricks. The installation process of interlocking pavers always begins with the preparation of the base. For a stable and wellcompacted base, it is necessary to excavate unwanted subgrade material that could be unstable or unconsolidated followed by filling and compaction. The thickness of the paver should be kept in mind during this process and it depends if it was paved for pedestrian, vehicles, or large vehicular traffic. A bed of sand is then laid down to provide an even stable leveled base and secure pavers in place. Installation of edge restraint is also required to prevent interlocking bricks from moving the sand bedding. Next step includes laying down the bricks on the bedded sand in the requested pattern after which it is vibrated to complete the interlocking process. Finally, the pavers are sanded to fill the voids between the them (Staff, 2017) (Fig. 9).

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Fig. 9. EcoBricks. Source: Bashayer AlMakhanji (2018). EcoBricks. Kuwait: Kuniv.

4. Results

600 m2 area to provide a better entertainment experience for visitors.

4.1. Landscaping The resultant design of the landscape is shown in Fig. 11a, the two walking paths (red for the pedestrian’s walkway and orange for the running pathway) can be observed along with the bike lane in blue color. As mentioned before, the pedestrian walkway was paved with interlocking EcoBricks and shaded with photovoltaic solar panels, which can be viewed in Fig. 10. Forty retail shops were distributed along the landscape taking up to 550 m2 in total in order to attract more visitors to the area, along with an area of 4000 m2 dedicated for playing yards as shown in zone 1 in Fig. 11b. For every 500 m there is a smart bicycle sharing station, summing up to three stations in each zone. The LEED-certified restaurant model is used for the two added restaurants each on

4.2. Parking The location of the underground parking is shown in Fig. 12 (Gulf road development, 2018). It is considered a suitable parking solution due to the lack of building restrictions in this area and it also provides a pedestrian-friendly experience for tourists as it separates the walking area from the parking area. Additionally, 20 electrical recharging stations were added. Half of these stations are open for visitors’ electrical cars and the remaining 10 stations are dedicated to the car sharing system, where the vehicles used in the sharing system are electrical cars. This will prevent air pollution and encourage people to adapt to the usage of vehicles that are much less harmful to the environment. The electrical energy for these stations are provided via the solar bike lane and the solar shades above the walkway. Around 12 parking places for handicap and disabled people were provided in each zone with almost double the width of the normal parking to create a more accessible and comfortable space for wheelchair usage. 4.3. Corridor traffic analysis 4.3.1. Existing traffic condition analysis The current existing traffic counts and intersections properties were used to analyze the existing traffic condition using Synchro. A speed of 80 km/hour was used for intersections traffic conditions evaluation. The LOS for the engineering society intersection is F, ICU is H by 120.7% and the delay is 576 s. As for the British embassy intersection, the LOS is F, ICU is H by 158.3% and the delay is 363 s. 4.3.2. No build scenario in 2022 Traffic volume forecast was found using the following equation (MCGraw, 2011) with a growth rate of 5% per year (2018–2020) collected from Kuwait Municipality. n

Volumefuture ¼ ð1 þ iÞ  Volumepresent

Fig. 10. Walkway shaded with canopy covered with photovoltaic.

where: I is the Growth Rate, and n is the Number of Periods (Years). The LOS of the engineering society intersection is F and LOS for the British embassy intersection is F.

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(b) playgrounds

(c) restaurants.

(d) solar bike lane, walkway and bike sharing staon. Fig. 11. (a) Landscape area. (b) Playgrounds. (c) Restaurants. (d) Solar bike lane, walkway and bike sharing station.

4.3.3. Build scenario 2022 Two mitigations were analyzed using Synchro and traffic forecast volume. 4.3.3.1. Mitigation scenario 1 results. This method was mostly effective for the engineering society intersection, as it decreased the delay time from 1071.7 to 300 s with a pedestrian phase and from 829.2 to 190 s without a pedestrian phase. For the British embassy intersection, the delay decreased from 629.8 to 579.7 s with a pedestrian phase and from 460.1 to 398.9 s without a pedestrian phase. Fig. 13 shows the phasing of each intersection and the mitigation with a pedestrian phase. 4.3.3.2. Mitigation scenario 2 results. This mitigation reduced the delay at the engineering society intersection from 1071.7 to 769.7 s with a pedestrian phase and from 829.2 to 511.7 s without

the pedestrian phase. In the British embassy intersection, the delay decreased from 629.8 s to 405.7 s with a pedestrian phase and from 460.1 s to 275 s without the pedestrian phase. 4.3.3.2.1. Mitigation scenarios comparison. A comparison between the two mitigations and the current traffic is illustrated in Table 8. 4.3.4. Fuzzy system results After following the procedure in the methodology, it was determined that the number of cycles during a period of 30 min has sped in the engineering society intersection from 14 cycles at the current traffic situation that has no pedestrian limits to 14.75 cycles in 30 min with pedestrian limits, reducing the delay by 47.52%.For the British embassy intersection, the number of cycles has decreased from 20.45 cycles to 12 cycles in 30 min with pedestrian limitations. Although the number of cycles has decreased, the

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15

(b) Detailed Parking sample (zone1) (a) Underground proposed parking Fig. 12. (a) Underground proposed parking. (b) Detailed Parking sample (zone1).

(a) Engineering society current phasing with pedestrian phase.

(b) Brish Embassy current phasing with pedestrian phase.

(c) Engineering society migaon 1 phasing with pedestrian phase.

(d) Brish embassy migaon 1 phasing with pedestrian phase. Fig. 13. (a) Engineering society current phasing with pedestrian phase. (b) British Embassy current phasing with pedestrian phase. (c) Engineering society mitigation 1 phasing with pedestrian phase. (d) British embassy mitigation 1 phasing with pedestrian phase.

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Fig. 14. Comparison between current cycle length of each cycle and fuzzy system cycle length of each cycle for (a) engineering society intersection. (b) British embassy intersection.

Table 8 Comparison between Synchro mitigations. Intersection

Without Pedestrian Phase Engineering Society British Embassy With Pedestrian Phase Engineering Society British Embassy

Actual Design at 2022

No U-turns Mitigation 1

Additional Lane Mitigation 2

ICU%

Delay

ICU%

Delay

ICU%

Delay

135.8 176.3

829.2 460.1

130 175

190 398.9

108 135

511.7 275

135.8 176.3

1071.7 629.8

130 175

300 579.7

108 135

769.7 405.7

number of cars passing through has increased. Figs. 14–16 and Table 9 compare between the fuzzy system, current traffic and synchro mitigations.

A comparison between 4 h in raw of traffic count during the peaks hour have been analyzed for each intersection to show the behavior of the adaptive traffic light system.

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Fig. 15. Comparison between current traffic delay time and fuzzy system delay time of (a) engineering society intersection. (b) British embassy intersection. Comparison between current traffic delay time, synchro mitigations and fuzzy system delay time of (c) British embassy intersection. (d) Engineering society intersection.

Fig. 16. Number of cycles for 4 h (a) Engineering society intersection. (b) British Embassy intersection.

Table 9 shows the delay and number of cycles for each intersection. System/intersection

Engineering society Delay (s)

Current Current & pedestrian phase Fuzzy & pedestrian limitation

829.2 1071.7 435.16

British Embassy

Delay change (%)

Number of cycles

Delay (s)

29.25 (increase) 47.52 (decrease)

14.51 10 14.75

460.1 629.8 500.225

Delay change (%)

Number of cycles

36.88 (increase) 8.72 (increase)

20.45 10 12

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ing to a gold LEED certificate. The LEED checklist tables are shown in Table 12.

Table 10 Number and area of ducts. Room

Number of ducts

Diameter of selected duct (inches)

Kitchen Dinning Restroom 1 Restroom 2 Restroom 3 Restroom 4 Treatment room Office Storage

17 37 2 2 2 2 3 1 1

36 36 28 28 28 28 34 30 30

4.4.5. LEED building architectural design Fig. 17 shows the architectural 3D drawings of the LEED restaurant. 5. Conclusions

4.4. LEED design results 4.4.1. Solar power system Each building will require 23 modules of 6 kWp PV modules with a 30.8 kW inverter, a 200 V 1400 Ah battery for 3 days autonomy and a 6000 A solar charger at 200 V or greater. Using LED lights has dropped the electrical bill with a percentage of 32%, while the double-panned windows reduced the HVAC cooling load by 25%. 4.4.2. Ventilation results After calculating the cross sectional area of the ducts, the following ducts were selected for each room in the restaurant (Table 10). 4.4.3. Water efficiency and quality results The fixed fixtures and devices managed to reduce water consumption by 65.5%, which is approximately 2387.5 l/day. Table 11 shows the results in more details. 4.4.4. LEED evaluation LEED V4 BC + C, 2019, for retail evaluation system and checklist was used to rate this design; the building achieved 65 points lead-

The Arabian Gulf road was selected in this paper due to its importance. A survey has been conducted, and the results showed that most people who visited the road were not satisfied with the current area settings regarding the ease and safety of walking around the area. The walkability enhancement process included many steps starting with improving the traffic light system performance for the two signalized intersections. The first method of the pedestrian phase addition was based on creating two mitigation scenarios using synchro software, which aimed to lessen the delay time and allow people to cross the road safely. The delay, LOS, and ICU were estimated and analyzed for each intersection for the current traffic settings, mitigation scenarios without the pedestrian phase, and mitigation scenarios with the pedestrian phase. The second method was using a fuzzy logic system to create an adaptive traffic signal control system. The input of the fuzzy system was the traffic queue length calculated from traffic volumes, while the output was the duration of green light for each phase. Each method gave a significant reduction in delay time. The bestestablished solution for the engineering society intersection was the first mitigation scenario, which proposed that each lane of EBT and WBT were allowed to receive green light at the same time and EBU movements were canceled. The first mitigation scenario with the pedestrian phase decreased the delay from 1071.7 to 300 s, which contributed to reducing the delay by 72% with ICU of 130%. As for the British embassy intersection, the best result was achieved from mitigation scenario two, which proposed adding one lane in every direction of the road. It decreased the delay by 35.58% with ICU of 135%. The results of the scripted fuzzy code

Table 11

(a) Water demand distribution Restrooms

Consumption Percentage

Consumption (l/d)

Fixture

Percent Saved

Amount Saved (l/d)

Sink

27.50%

310.31

Infrared Aerators Dual flushing Cistern

70% 55% 36%

217.217 170.6705 294.5124 682.3999

Toilet 72.50% Total (l/d) 100.00% Total Bathroom Percent Saved Total building percent saved

818.09 1128.4 60.475 18.74725

(b) Water Saved from Restrooms Water Demand

Percent used

Q (l/d)

Kitchen/Dishwashing Landscaping Cooling and heating Domestic/restrooms other Total= (c) Water Saved from Kitchens

52% 4% 1% 31% 12% 100%

1892.8 145.6 36.4 1128.4 436.8 3640

Kitchen

Consumption Percentage

Consumption (l/d)

Fixture

Percent Saved

Amount Saved (l/d)

Sink

69.64

1318.14592

Aerator Infrared ENERGY STAR CERTIFIED ENERGY STAR CERTIFIED

55% 70% 10% 10%

724.980256 922.702144 12.11 45.36 1705.1524

Dishwasher 6.397928994 Steam Cooker 23.96449704 Total (l/d) 100.002426 Total Kitchen Percent Saved Total building percent saved

121.1 453.6 1892.84592 90.08405713 46.84484615

S. AlKheder, F. AlRukaibi / Science of the Total Environment 701 (2020) 134454 Table 12 LEED evaluation checklist. Source: US green building council.

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Fig. 17. Architectural design.

were 47.52% reduction in delay for the engineering society intersection while it increased the delay for the British embassy intersection by 8.72% due to using a protective phasing system with no additional lanes. A completely new landscape was created to generate a more walkability-friendly environment. Replacing the current car parking into underground parking provided more space to create wide green areas with several pathways. A walking pathway was provided with photovoltaic panels shading to encourage people to walk during sunny days and to provide renewable energy for the lightings of the pathways. A fenced bike lane has been added at the gulf road to encourage people to perform physical activities while ensuring their safety. Two LEED-certified restaurants have been designed and added to reduce negative environmental impacts from constructing and operating these buildings. It is recommended that a further study must be carried out to more understand the nature of the area. Providing pedestrian counts would also help to visualize the need and importance of creating walkable places by the concerned parties in Kuwait. Traffic counts for motorcyclists are suggested to analyze the traffic conditions more precisely that one may be able to come up with a more efficient congestion solution such as a design that separates motorcyclists from other vehicles. Future research should extend the study area to cover the whole gulf road; it would give a more precise traffic analysis that would contribute to establishing better congestion solutions. Also extending the landscaping would attract more people to follow a healthy lifestyle. Moreover, different methods could be used to achieve the minimum delay. Different fuzzy logic strategies could have been conducted using more flexible phasing systems or pedestrian green light button systems, which might provide a better level of service for the intersections with less delay. The evaluation of the walkability index would reveal the effect of the proposed changes to the study area. As mentioned previously,

motorcycle counts done by the public ministry of transportation will provide a better traffic analysis to study the feasibility of adding motorcycle lanes, as it is noticed that the number of motorcycles in Kuwait has been increasing in the last few years. Funding This work was supported and funded by Kuwait University, Kuwait, Research Grant No. [EV01/18]. Declaration of competing interest The authors declare no conflict of interest. Acknowledgments The author is very thankful for Noor Al-kandari, Sana’a AlShaher, and Entisar Al-Mutairi, Alaa Megahed, Mariam AlRubaya, Areej AlDuwaihees, and Wadha AlShammari for their efforts in data collection and analysis. References Alaa Megahed, M.A., 2018. Gulf Road Development. kuniv, Kuwait. Al-Othman, W., 2011. Development of a fuzzy logic traffic system for isolated signalized intersections in the State of Kuwait. Expert Syst. Appl. 38 (8), 9434. Arfi, B., 2005. Fuzzy Decision making in politics: a linguistic fuzzy-set approach (LFSA). Political Anal. 2005 (13), 23–56. Bashayer AlMakhanji, D.A., 2018. EcoBricks. Kuniv, Kuwait. Boeing, et al. (2014). LEED-ND and livability revisited. Berkely Plann. J., 31–55. Bradley, P., 2013. Cities of Vesuvius: Pompeii and Herculaneum. Cambridge University Press, Melbourne. Castillo, Oscar, Cervantes, Leticia, Soria, Jose, Sanchez, Mauricio, Castro, Juan R., 2016a. A generalized type-2 fuzzy granular approach with applications to aerospace. Inf. Sci. 354, 165–177. Castillo, Oscar, Amador-Angulo, Leticia, Castro, Juan R., Garcia-Valdez, Mario, 2016b. A comparative study of type-1 fuzzy logic systems, interval type-2 fuzzy logic

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