Applying Simulation Technique to Improve Major Arterial Traffic Flow in Makkah, Saudi Arabia

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1 Applying Simulation Technique to Improve Major Arterial Traffic Flow in Makkah, Saudi Arabia Hasan Tayyeb 1, Dalia Said *2, Abd El Halim Abd El Halim 3 1 Civil Engineering Department, Umm Al-Qura University, Makkah, 5555, Saudi Arabia 2 Highway and Traffic Engineering, Public Works Department, Faculty of Engineering, Cairo University, Giza, 12316, Egypt 3 Department of Civil and Environmental Engineering, Carleton University, Ottawa, Ontario, K1S 5B6, Canada 1 hytayyeb@uqu.edu.sa; *2 daliasaid@eng.cu.edu.eg; 3 a_halim@carleton.ca Abstract-The annual growth rate of permanent residents and pilgrim populations of Makkah in the Kingdom of Saudi Arabia is placing considerable strain on the transport systems and the ability of the city to support the movement of people and goods. This is causing traffic congestion, especially in the arterial roads. Umm Al-Qura Road is one of the highest-capacity urban roads in Makkah. Traffic simulation models have evolved significantly in the past years in their capabilities and sophistication, and are potentially useful in analysing and recommending traffic management plans. The main objective of this study was to apply microscopic multimodal traffic flow simulation software (VISSIM) on the traffic conditions of Umm Al-Qura Road. To achieve this objective, different options and scenarios for more efficient traffic management for the current and future traffic conditions were proposed and tested using VISSIM. The most appropriate solutions were recommended and selected based on the average speed and level of surface, which included having four lanes in both directions with traffic lights and turning signals. In addition, further traffic management solutions were recommended to manage the traffic congestion along the corridor. The results of this project will have significant implications, not only for the people of Makkah, but also for the millions of Muslim pilgrims who visit the city every year. Keywords- Microsimulation; Traffic Management Plan; VISSIM I. INTRODUCTION Located in the western portion of the Arabian Peninsula within the Hejaz region, the city of Makkah is considered one of the most important and unique cities in the world. Throughout history, the city has played a very important global role. This role has far-reaching effects on business, religion, and world cultures. As the number of inhabitants and visitors increases, the need for expansion and development must continue to meet the demand. Makkah experiences enormous impacts on municipal services and infrastructures including the road network, especially during peak periods. The transportation network suffers from continuous expansions of the holy sites needed to support the increasing number of pilgrims. A lack of public transportation system, light rail transit (LRT), intelligent transportation systems (ITS), along with an increasing amount of private vehicles transporting both residents and pilgrims, makes traffic flow difficult to manage. As a result, road transport systems have been suffering a significant strain, especially the arterial roads. Although the government expends efforts towards limiting the number of pilgrims every year, there is still a need for a high-performance transit system and traffic management plan to meet peak demands. Umm Al-Qura Road is an arterial, high-capacity urban road in Makkah. It is the only direct road that links the Jeddah- Makkah highway with the Grand Mosque, as shown in Fig. 1[1]. This paper investigated the variables governing the traffic conditions and suggests several traffic management plans in order to evaluate and improve the existing conditions of Umm Al- Qura Road. The paper is organised as follows. Section II briefly overviews the traffic simulation techniques and the microscopic simulation software used in this paper. Section III provides a picture of the traffic and movement conditions during the peak periods in the city of Makkah. Sections IV and V illustrate the process of model generation and verification by comparing data collected from the site to the computed results from the model. Section VI analyses the results and examines the level of service (LOS) of that part of the network for different scenarios during the peak times of year. After the analysis, Sections VII and VIII discuss the decision-making process and the traffic management solutions that would reduce the effect of the traffic congestion on this vital link. Finally, Section IX presents the conclusions. II. MICROSCOPIC TRAFFIC SIMULATION OVERVIEW Traffic systems are characterized by a number of elements, such as road users, weather conditions, human interaction, and traffic regulation, which make them challenging to analyse, control, and optimize. Traffic simulation is considered a dynamic representation of those elements achieved by a computer model that moves those elements through time [2]. Traffic simulation models have become a widely used tool in transportation engineering, since analytical modelling associated with traffic behaviour is complicated [3]. Simulation models can be applied to the designing, planning, managing, and optimizing of traffic networks. A complicated transportation network can be represented in simulation software in an appropriate time and represents real conditions. It can be used for the evaluation of geometric realignments of roads, traffic signal designs, different

2 ITS strategies, etc. [4]. Therefore, the evaluation of traffic networks can be tested before the implementation process. Traffic simulation models are classified according to the level of detail in three categories: macroscopic, microscopic, and mesoscopic. Microscopic simulation is the focus of this paper. A high-fidelity model can assist in the testing, verification, and improvement of different traffic management strategies based on a set of measures of effectiveness. Jeddah-Makkah Highway Umm Al-Qura Road Fig. 1 Strategic location of Umm Al-Qura Road, Makkah [1] There are different methods of validating the simulation models to verify that they actually simulate real traffic conditions. Lindgent and Sutti found that VISSIM is a good tool to evaluate traffic movement, matching the delays predicted using the Highway Capacity Manual methodologies [5]. Further study was accomplished by [4] using VISSIM to provide different scenarios of traffic volume to merge metering strategies for traffic control at a work zone section of a freeway [3]. The results of the study helped improve the control of traffic, thus reducing the delays at work zones. A comparison between an intersection and a roundabout was successfully conducted by [6]. A traditional single intersection was evaluated and alternatives to meet the traffic demand were provided. The average delay time and number of stops were the two measures used for the evaluation. The statistical analysis matched the simulation results, which showed that the roundabout alternative yielded the lowest average delay time. Furthermore, [7] conducted studies on the simulation of pedestrian-vehicle interactions at roundabouts. The study investigated the interaction between vehicles and pedestrians in three conditions: crossing between stationary vehicles, crossing in front of yielding vehicles, and crossing in naturally occurring gaps between moving vehicles. All three case studies provided different options for the treatment of interactions. This study confirmed that VISSIM simulation software had the capability to model the pedestrian-vehicle interaction under different rules and priorities. VISSIM was also used to examine traffic behaviour at intersections. A study was implemented by [8] to determine the ability to represent traffic behaviours at intersections considering the differences between pedestrian behaviour and traffic rules in Puerto Rico versus Germany, where VISSIM originated. The results showed that simulation outcomes were similar to the field data evaluated using statistical analysis methods. Many other projects were completed in New York (i.e. Ocean Parkway Project, 2004 [9]), Singapore (Queenstown Network Project, 2007 [10]), India (National Highway 2 Project, City of Delhi, 2013 [11]), and China (Highway project around Tianshuiyuan Block in Chaoyang District, Beijing city, 2014 [12]) by transportation, planning, and research consultants to simulate urban arterial corridors. These projects assessed the impacts of the proposed traffic schemes, conducted testing and analysis of operation performance, and assessed traffic control, accessibility, and capacity constraints during peak hour operations. However, based on previous research using VISSIM, there are some limitations that need to be considered. Using more powerful software can sometimes make it difficult to use. It was noticed that the coding requirements in VISSIM are significant and runtimes can be slow, especially in three-dimensional mode. Other reports by the Institute of Transportation Engineers [13] noted that VISSIM is complex and requires extensive knowledge of the program and its features. Further study was done by Ishaque, et al. where it was found that there were some limitations of the software when it came to pedestrian modelling [14]. In spite of these limitations, VISSIM is widely used software for evaluating traffic engineering and urban planning applications. Therefore, VISSIM software is considered a useful visual tool that lends itself to a host of applications in the realm of urban traffic planning and control. III. TRAFFIC AND MOVEMENT CONDITIONS Unlike other cities, Makkah s transportation system needs to support daily travel patterns as well as four peak periods: Daily peak

3 Friday peak: Weekly congregational prayer (Jumu ah prayer) that is held every Friday at noon. Ramadan/Umrah: Pilgrimage to Makkah that Muslim visitors to Saudi Arabia and the country s residents tend to perform, particularly during the month of Ramadan from the Islamic calendar. Hajj: Pilgrimage to Makkah, starts on the 8th and ends on the 12th of Dhu Al-Hijjah from the Islamic calendar. Umm Al-Qura Road is an arterial road surrounded by commercial and residential properties that connects the Jeddah- Makkah expressway to the Grand Mosque. The road was built in the 1950s and was made to accommodate the typical daily travel patterns associated with a growing number of residents and visitors over time. Currently, the road is not able to provide a suitable level of service, and is in dire need of solutions to ensure sufficient mobility. Umm Al-Qura Road has a total length of approximately 3.4 km and consists of dual carriageways (three lanes in each direction) with a posted speed limit of 60 km/h. The total width of the roadway is approximately 36 meters and the lane width is about 3.0 meters, while the width of the middle island is about 2 meters. The road crosses a bridge over Al-Mansour Street, where it is reduced to two lanes in each direction and restored to 3 lanes after passing over. Travelling on three lanes in a central area of the city with a speed limit of 60 km/h seems to be a convenient and smooth affair. However, during the Ramadan and Hajj periods, the traffic volume exceeds 2,000 vehicles/hour/direction in addition to increased pedestrian movements along and across the road, creating a different scenario. Having many collector or distributor roads feeding into or from Umm Al-Qura Road can be very complex because it can increase or relieve the impact on that arterial road. Using a simulation technique is an excellent method to evaluate the situation on Umm Al-Qura Road. Table 1(a) summarizes the traffic movements and distributions along Umm Al-Qura Road, including information about different transportation modes during peak hours in all seasons for both directions, inbound and outbound. In addition to large traffic volume, pedestrian movement along Umm Al-Qura Road is considered one of the main problems on that part of the road network. Lack of sufficient sidewalks and crossing locations increases the traffic congestion. Table 1(b) summarizes the pedestrian volume during the peak seasons. Additionally, this part of the network suffers from many other issues during peak periods that can affect the traffic safety and mobility; for example, lane blocking, driver behaviour, and unexpected pedestrian movement. Lane blocking: The commercial and residential areas located along Umm Al-Qura Road have led to increasing the numbers of loading and unloading of passengers and goods. Subsequently, these factors affect the traffic movement by blocking driving lanes. Driver behaviour: Driver behaviour differs from one culture to another. Therefore, lack of strict enforcement of traffic regulations by government forces has made the bad behaviour of road users socially acceptable. Pedestrian movement: Sidewalks should provide enough space to walk safely. However, when pedestrian volumes exceed the sidewalk capacity, pedestrians use the driving lanes to reach their destinations. In addition, pedestrians lack of adherence to, or knowledge of the laws, as well as the poor design of the road and absence of pedestrian crossing bridges result in dangerous situations with severe traffic congestion. The above-mentioned problems need immediate attention in order to improve the current conditions of Umm Al-Qura Road and to achieve suitable levels of service. TABLE 1 TRAFFIC AND PEDESTRIAN VOLUME COUNTS AT UMM AL-QURA ROAD DURING THE PEAK SEASONS [15] Season Hajj Ramadan Normal days (a) Traffic volume counts Direction of Peak Hour Peak Hour Volume Peak Hour Volume Travel Volume (Total) (Cars) (Buses) Inbound 3,400 1,190 2,210 Outbound 3,000 1,050 1,950 Inbound 2,900 1,595 1,305 Outbound 2,000 1, Inbound 2,541 2, Outbound 2,097 1, Season Sidewalk Inbound (m) (b) Peak pilgrim pedestrian movements Sidewalk Outbound (m) Peak Inbound Peak Outbound Hajj 5,600 16,000 Ramadan ,500 14,000 Normal days NA NA NA: Not Available IV. SIMULATION DESCRIPTION AND MODEL GENERATION The objective of this study was to improve traffic conditions through evaluating and analysing Umm Al-Qura Road

4 VISSIM simulation software was used as a tool for achieving this objective. VISSIM involves basic data that is required during network coding. This data includes network data, digital images of plans showing the entire study area, detailed plans for each junction showing lane markings and signal heads, traffic flow data, turning movements for each junction, input flow in vehicles per hour, traffic composition, and vehicle speed at free flow (i.e., speed limit of the road). Some of the data used in this simulation exercise was collected during site visit observations, while other data was provided by the High Commission for the Development of Makkah Province. A database should be prepared, including all previous information along with different vehicle type distributions, to be used for microscopic simulation. Network coding is the way of translating all the network features to allow the user to create the network on top of a raster map file that shows the geometry of the selected study area. After processing the input data, VISSIM has various measures of effectiveness (MOEs) such as delay, density, travel time, stops, and fuel consumption. In this study, average speed was the chosen MOE since it is the main determinant of the road s level of service. VISSIM software techniques deal with input data that integrates the network information. The simulated model for the studied road contained the location and number of intersections, side streets (i.e., exits and entrances), parking lanes, and traffic signs. Within the studied section, there was only one intersection and 25 side streets located along Umm Al-Qura Road, two posted speed signs, and two flashing signal heads. In order to develop a scaled map, digital images of the entire Umm Al-Qura Road were captured from [1] showing detailed plans for each junction, lane markings, and road characteristics. Independent static assignment models were developed to simulate different peak periods. Since VISSIM is a stochastic based model, five runs were made with different random number seed settings for each peak period case. Defining the conflict areas in the network is essential to identifying which direction has the right of way at the intersection and any network overlap [16]. At each conflict area, priority was given to a specific direction to avoid collisions and to represent realistic vehicle behaviour. Additionally, traffic flow and composition data was recorded using a digital video camera and counted during the site visits for both directions. The inbound and outbound traffic volumes are given in Table 2. The maximum traffic flow was 4,638 vehicles per hour in all directions and was recorded during school hours. The minimum traffic flow was 2,519 veh/hr recorded during Jumu ah prayer. TABLE 2 COUNTED TRAFFIC VOLUME AT UMM AL-QURA ROAD DURING PEAK TIMES (A) INBOUND (B) OUTBOUND Traffic volume (veh/hr) Number of buses Number of cars Time Date Peak time Inbound 211 2,330 13:00 to 14:00 1/5/2012 Weekdays (School) 143 1,270 12:00 to 13:00 4/5/2012 Friday (Jumu'ah prayer) 155 2,260 20:00 to 21:00 7/5/2012 Weekdays (Ishaa prayer) Outbound 196 1,901 13:00 to 14:00 1/5/2012 Week days (School) 93 1,013 12:00 to 13:00 4/5/2012 Friday (Jumu'ah prayer) 102 1,933 20:00 to 21:00 7/5/2012 Weekdays (Ishaa prayer) V. MODEL VERIFICATION The model was verified by comparing data collected from the site to computed results from the model. The variation of speed was presented using the average speed along the roadway during trips taken in each lane in both directions at three different peak periods. These peak periods were characterized as the typical school day, the daily Ishaa (evening) prayer, and the weekly Jumu ah (Friday) prayer. Values for vehicle speed were taken from the on board speedometer of the vehicle every 5 seconds of each trip during each peak period. The average speed calculated from the onsite readings was compared to the average speed computed from the model, as presented in Table 3, for both directions. The selection of other parameter (e.g. driver behaviour, time reaction on traffic lights, temporary lack of attention, etc.) values was based on VISSIM default values. TABLE 3 AVERAGE SPEEDS (KM/H) FOR ACTUAL RUNS AND VISSIM OUTPUT Peak Time Field Data VISSIM Output Difference Inbound Direction Percentage Differences School day Ishaa Prayer Jumu ah prayer

5 Outbound Direction School day Ishaa Prayer Jumu ah prayer Table 3 shows the results predicted by the model compared to actual collected data. In order to test if there was a significant difference in the average speeds between the actual runs and the VISSIM output, a t-test statistical analysis was performed. A box plot comparing the field actual data and the VISSIM output is shown in Fig. 2. Independent sample t-tests were performed for testing two samples, assuming unequal variance at 5% level of significance. Results of the t-tests for all peak times are shown in Table 4. Results showed that there was no significant difference between the actual speed values and VISSIM output at 90% confidence level. TABLE 4 TWO-SAMPLE INDEPENDENT T-TEST RESULTS FOR (A) INBOUND AND (B) OUTBOUND DIRECTIONS COMPARING ACTUAL AND VISSIM OUTPUT Speed (km/h) t df Sig. (2-tailed) Mean Difference Std. Error Difference 95% Confidence Interval of the Difference Lower Upper (a) Inbound Direction School Ishaa Jumu'ah (a) Outbound Direction School Ishaa Jumu'ah Fig. 2 Box plot of speeds (km/h) for actual and VISSIM output (a) Inbound (b) Outbound VI. SIMULATION ANALYSES AND RESULTS The verification of the model led to its use for simulating the peak traffic times during Hajj season. The simulation results suggested that the road has a poor level of service in the inbound direction, especially during Ramadan and Hajj seasons, as expected. Table 5 and Fig. 3 summarize the simulation results of the conditions of Umm Al-Qura Road during the main peak times of the year. TABLE 5 VEHICLE AVERAGE SPEED (KM/H) ALONG UMM AL-QURA ROAD FOR (A) INBOUND AND (B) OUTBOUND DIRECTIONS Peak time Average speed per lane Total average speed LOS Left lane Middle lane Right lane Umm Al-Qura Road (Inbound direction) To Haram School day F Ishaa prayer F Jumu'ah Prayer C Ramadan F Hajj F Umm Al-Qura Road (Outbound direction) To Jeddah School day B Ishaa prayer B Jumu'ah Prayer B

6 Ramadan C Hajj F Fig. 3 Variation of the average speed of Umm Al-Qura Road during peak times in both directions Unlike the inbound direction, the outbound direction enjoys a reasonably free flow during all peak times except the Hajj period. The development plan of this road requires balancing the traffic speed in both directions during those peak times as much as possible while considering the differences in traffic volumes between all of them. The analysis results of the current traffic conditions of Umm Al-Qura Road led to consider several scenarios, as shown in Fig. 4, to improve the road level of service. Fig. 4 3D visualization of modeling the proposed scenarios The scenarios included changing traffic signal timing at the intersections and adding traffic lanes by replacing parking spots on the existing road or one lane from the opposing direction and adding it to the peak flow. The proposed scenarios are given below: Scenario 1: Traffic lights at the intersection in both directions Scenario 2: Traffic lights and turning signal Scenario 3: Four lanes in both directions with traffic lights and turning signal Scenario 4: Four lanes inbound and two outbound with traffic and turning signals A. Scenario 1: Traffic Lights in Both Directions The current flashing yellow light is not an appropriate solution for a high volume intersection such as that located at Umm Al-Qura Road. When the priority rules come into play, with road users not adhering to the road safety procedures and regulations, the road is dangerous. On the other hand, having huge traffic volumes on this road during peak times will result in a busy intersection that might block the entire road network. Therefore, a pre-timed traffic signal was the first option to improve the traffic conditions. This scenario required the placement of two traffic signals in each direction at the intersection. A sixty-second cycle length was selected to accommodate the demand. A heuristic trial-and-error signal timing approach was

7 used on the simulation software to find the suitable duration for each phase. Since the inbound direction had more traffic volume besides the turning movement, the traffic light was three green times for 12 seconds each during this cycle. Comparing this scenario with the current results, average vehicle speeds on the inbound direction increased from mid 20s km/h to the mid 40s km/h during school days and Ishaa prayer times. Moreover, the outbound vehicle average speed slightly decreased as expected during school days, Ishaa prayer time, and Jumu ah prayer time. The results for the Ramadan and Hajj seasons still required improvement, especially on the inbound traffic direction. B. Scenario 2: Traffic Lights and Turning Signal This scenario allowed for a continual traffic flow through the intersection in the inbound direction since most of the traffic volume moves forward towards the Grand Mosque. A traffic light was placed at the outbound direction, in addition to a turning signal at the inbound direction. A 60-second cycle length was selected to accommodate the demand. Therefore, both directions allowed for continual traffic flow. The traffic signal at the outbound direction turned red for 15 seconds every cycle, allowing the vehicles turning left to cross over. Therefore, the inbound direction had better results than the previous scenario, but the road was still unable to accommodate the demand during the Hajj season. C. Scenario 3: Four Lanes in both Directions with Traffic Lights and Turning Signal The most expensive, but most effective, scenario was to remove the parking lanes in both directions. Obviously, this scenario had the best results for average vehicle speed on Umm Al-Qura Road. Adding one lane in each direction increased the road level of service during the Hajj period. Vehicles could park off the street or on side street parking. This option would be costly, since the construction of parking garages to accommodate the vehicles using the parking lanes would be difficult and expensive. As mentioned before, Umm Al-Qura Road is located between a residential area and the Grand Mosque, and the cost per square meter in that area reached 70,000 SR/m 2. Although there are many parking areas around the city near Umm Al-Qura Road, they are open only during Ramadan and Hajj. This option created safety concerns with speeding vehicles being close to crowded sidewalks. A one-way pedestrian couplet on the two sidewalks would be a good option during the peak periods. Moreover, it would be possible to install steel crash barriers to prevent accidents and provide protection. D. Scenario 4: Four Lanes Inbound and Two Outbound with Traffic Lights and Turning Signals The last scenario was the most critical scenario because the bridge is a bottleneck. Therefore, in the case of a car malfunction on the bridge in the one-lane outbound direction, traffic would come to a complete stop. As a result, the inbound direction had a lesser average speed than that observed in the third. However, the fourth scenario had a better condition than in the second scenario due to the additional lane on the outbound direction. On the other hand, the two-lane outbound direction resulted in a lower vehicle average speed average than the current conditions. Removal of the median would be required to implement this option. Suitable lane marking and signage would regulate traffic and direct road users. VII. IMPROVEMENT PLAN AND DECISION MAKING Fig. 5 shows a comparison of the average speeds for the four proposed scenarios for both the inbound and outbound directions. The figure shows that the third scenario yielded relatively better balance between the average speeds of the two directions when compared to the other scenarios. The second best scenario was the second option. However, since the third scenario required a significant capital cost for building parking garages, a simple cost/benefit analysis resulted in that the second scenario would be the better option during the school day, Ishaa prayer, and Jumu ah prayer peak periods. For the two seasons of Hajj and Ramadan, applying the third scenario would be the best option for improvement

8 Fig. 5 Average speed results of the proposed scenarios for the (a) Inbound and (b) Outbound directions In that case, using the city parking area at the location shown in Fig. 6 was considered a parking backup plan. Utilizing a shuttle bus moving along Umm Al-Qura Road every 10 minutes was one of the options as well, in order to prevent the use of the parking lane on the road itself in both directions. Fig. 6 Average speed results of the proposed scenarios for the (a) Inbound and (b) Outbound directions Therefore, there are traffic management solutions that could be implemented to increase the speeds and thus the level of service on this significant arterial road. Ultimately, it is strongly recommended to consider investing in multistory garages at certain park-and-ride facilities and using shuttle buses as an alternative in the future. This would avoid the need to increase the capacity of Umm Al-Qura Road by building additional lanes. VIII. TRAFFIC MANAGEMENT SOLUTIONS Along with the implementation of Scenarios 2 and 3, there are other low cost traffic management solutions that would help reduce the effects of traffic congestion on this vital link. Such solutions include the following: Pavement marking is an important factor in minimizing confusion among road users, and should be reviewed and implemented. Pedestrian safety and ease of crossing is significant since there is considerable pedestrian presence on this arterial road. Additional pedestrian crossings, other than that at intersections, should be considered. A higher cost solution would be to build more crossing bridges to improve road safety and mobility. Road blocking and second lane parking is a main factor affecting the traffic flow on Umm Al-Qura Road. Therefore, strict enforcement of parking laws is necessary to ensure that motorists adhere to parking restrictions and regulations. The two-lane bridge is considered a bottleneck over Al-Mansour Road; therefore, to reduce traffic congestions along Umm Al-Qura Road, the bridge requires widening

9 It is necessary to increase public transit ridership during peak periods to reduce traffic volume and parking needs. There are many methods to do so, one of which is to provide for a bus lane during the Ramadan and Hajj seasons since a significant portion of the traffic consists of buses during those seasons. Intelligent transportation systems have proven to be an effective tool for traffic management and should be implemented in the future to improve mobility and accessibility and to reduce the traffic congestion of Umm Al-Qura Road. Finally, other public transit modes should be considered such as light rail transit (LRT). In that case, networks connecting Jeddah-Makkah highway and the Grand Mosque directly and stations along it would need to be built. IX. CONCLUSIONS This paper represented an important case study in which a simulation tool (VISSIM) was used to provide traffic management solutions for a high-density arterial road connecting to a significant destination (Mecca). The uniqueness of the corridor investigated in this study is that traffic patterns do not follow the same trend throughout the year as do most corridors throughout the world. Along with the two distinctive peaks during the weekdays, there is also a peak on Fridays during Muslim prayers and two seasonal peaks in the year due to Ramadan and Hajj seasons. The results of the simulation, along with a simple cost/benefit analysis, showed two scenarios could be applied during different peaks. The second scenario provided the optimum solution during the school day, Ishaa prayer, and Jumu ah prayer peak periods. The third scenario was recommended as more suitable during Ramadan and Hajj sessions because parking on the adjacent side streets would be inconvenient to the side street residents. To avoid building new parking garages due to the increased capital costs, shuttle buses could be used to connect garages and Umm Al-Qura Road every 10 minutes. It is strongly recommended to consider building multi-storey garages at park-and-ride facilities and using shuttle buses as an alternative in the future. This would avoid the need to increase the capacity of Umm Al-Qura Road by building additional lanes. In conclusion, this paper demonstrated the validity of the VISSIM simulation technique in analyzing and examining the effects of certain variables on current and future traffic situations with reasonable accuracy. In future research, modification of the default values related to driver behaviour and pedestrian interaction with vehicles could provide more accurate results. ACKNOWLEDGMENT We would like to acknowledge The High Commission for the Development of Makkah Province for their help and support in providing us with the required data to complete this research. REFERENCES [1] Google Earth 6.0, Roads, Borders and Labels 21 25'22.38"N, 39 48'21.68"E, elevation 300M. [Online]. Available: [Accessed January 2015]. [2] D. R. 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