The street has long been studied by many authors such as Kevin Lynch, Jane Jacobs and J.B. Jackson. They discussed the street as a physical and social part of the living environment, as a place used for vehicular movement, social contacts and civic activities. In particular, the role of street in living environment is more effective in the local residential streets, where they are central to the feeling of "community" and "belonging" within a neighborhood.

Street layout is the key to controlling the form of the movement network and influences several key features 1. Donald Appleyard hypothesized that when traffic volume increases beyond normal local residents, or vehicle speeds increase as the cause of street design, then social street activities are greatly reduced, and the feeling of wellbeing in the affected residential area is threatened 2. In order to protect livability as well as to provide for efficient movement of motor vehicles streets are designed and traffic is managed.

Colin Davis debated his views on how to improve the main street. He suggested enhancing' pavements quality and reducing the street furniture clutter created by signs and guard rails 3, while Akinori Morimoto confirms that understanding the relationship between land-use and traffic is extremely important for designing a safe society 4.

Land use and traffic are interdependent. For example, the residential use of land requires easy arrival to each house without encouraging transit traffic, while the commercial use needs easy shipping and transportation and reduction of the maneuverable during movements. The movement from one place to another place is called the transportation system5, so, the transportation system in urban areas is related to the concentration of people and socioeconomic activities of the population 6.

The dictionary describes ‘traffic’ as the transportation of goods, coming and going of persons or goods by road, rail, air, etc. Often in common usage traffic is defined as the movement of pedestrians and goods along a route. In the 21st century the biggest problem and challenge for the traffic engineer is often the imbalance between the amount of traffic and the capacity of the route, leading to congestion 3.

Traffic management describes a wide range of technical practices undertaken to manage traffic across networks, which includes prioritization and slowing down 7, so, its policies aim to improve traffic flow by influencing the route choice of drivers, therefore preventing traffic jams in crowded cities 8.

Moreover, the rationale for traffic management lies in the recognition of the intended function of roads, for example, the traffic management of the smallest residential area focuses on local streets, which are predominantly residential in character and the intended traffic function is accessibility to limited numbers of local residents. Where traffic management improves the safety and the liveability of residential area: for pedestrians, cyclists, motorists and all other road users, by minimizing negative impacts of traffic, such as noise, pollution, …and so on.

Traffic and transport routes are shaped by urban physical structure, economic factors and cultural factors 9. The components of urban physical structure factors are:

Manfred and Vu Anh confirm that traffic design requires short-distance trips connecting places of human activities, and the characteristics of traffic including its capacity is affected by surrounding land-use 10. This paper presents the traffic management methodological for existing residential areas to be more comfortable for users by studying streets' traffic type (one-way or two-way) and the traffic direction for the one-way streets.

The local authorities of Egyptian cities took some procedures for managing traffic, which focused on determining the traffic type of street; one or two-way and the traffic direction for the one-way streets. For example; in Cairo city there are many main streets one-way as Corniche Elnile street front of Maspero and the Ministry of Foreign Affairs, Ahmed Helmy street at Ramses area, Al-Qasr Al-Aini Street at Altahrir area, and ….so on. Most of these streets have the large governmental and administrative institutions and huge companies and also the few of residential buildings, which explained the acceptation of fixing the direction of these streets traffic.

Another example; in Elmina city, there are two main parallel streets at Sultan's land area, Taha Hussien and Adnan al-Maliki streets these two streets are linked with many horizontal local streets. Generally, Sultan's land area has mixed-use; residential and commercial use. The both of two main streets were designed and planned as two-way streets, at the begging of 2018 year the local authorities decided to convert each of these main streets as one-way street, and their direction reverse each other. Recently, many of traffic problems appeared which caused cancellation the decision.

So, the empirical study methodology concentrates on design a new applicable traffic methodological.

Design traffic methodological for residential areas including mixed use (commercial and residential) need coordination between commercial traffic demands and other of residential. The main traffic demand in residential area is easy arriving to local street that mean two-way streets are suitable. But in this study, there are three limits:

Accordingly, the traffic methodological requires:

The research methodology takes four steps: (Figure 1)

First step: Determine the streets' characteristics and relation with the number of shops:

Test the relation between the number of shops and the street's characteristics, where the shops increase traffic volume because there are cargoes' and shoppers' movement. The data are analyzed by using the statistical package for social sciences (SPSS). The correlation between number of shops and street's characteristics (width, length, number of junctions, and end type -closed or opened-), which was tested by Parson correlation coefficients for all characteristics except end type which was tested by Spearman correlation coefficients.

Correlation analysis is used to describe the strength and direction of the linear relationship between two variables. Parson's Rank Order Correlation (rho) is used to calculate the strength of the relationship between two variables of parametric type, while Spearman’s Rank Order Correlation (rho) is used to calculate the strength of the relationship between two variables, one parametric and the other non-parametric type11.

This test deduces the Correlation Coefficient and the significance level, which is referred to as Sig. (1-tailed). If this significance level has a value less than 0.05 then this proves the existence of correlation between the tested variables, while the negative sign in front of the (Correlation Coefficient) r means there is a negative correlation between the two variables. The value of correlation (r) ranges from –1.00 to 1.00. This value will indicate the strength of the relationship between variables. A correlation of 0 indicates no relationship at all, a correlation of 1.0 indicates a perfect positive correlation, and a value of –1.0 indicates a perfect negative correlation 11. Jacob Cohen (1988) suggests the following guidelines12.:

r=.10 to .29 (or) r= –.10 to –.29 small;

r=.30 to .49 (or) r= –.30 to –.49 medium;

r=.50 to 1.0 (or) r= –.50 to –1.0 large.

Second step: Determine the streets which have high values of commercial density:

The commercial density can be measured by number of shops for each meter of street. It was calculated by using this equation:

The range of the commercial density's results were divided into three groups by depending on the maximum theoretical number of street's shops.

The commercial service standard of Egypt shows that the shop area is between 30 to 60m² with minimum façade's length 3m, then the maximum theoretical number of street's shops (if the shops at ground floor only) is calculated by using this equation;

Accordingly, the commercial density can be divided into three groups as following:

Then the commercial density is low. (First level)

Then the commercial density is moderate. (Second level)

Then the commercial density is high. (Third level)

Determine the crowded streets: The streets which record moderate and high values of the commercial density cause different levels of problems for their residents and need to manage the traffic.

Third step: Design the model, model's traffic management:

The traffic management model concentrates on;

Fourth step: Design the model, comparison between designed model and traffic current state:

This comparison leads to the recommendations for traffic management in existing residential area.

Luxor city is one of the most tourism cities in Egypt. It has mixed land-use over all city areas; archeological, tourism, commercial, residential and administrative uses. The combination among these uses and the city's role as a residential city require specific study for managing traffic.

The area of case study is the south district in Luxor city, where there are two main mixed uses; residential and commercial, its area about 289.522 hectare including 47.58 hectare under construction 13(Figure 2)



The results include four stages according to the steps of research methodology, they are:

1. The correlation test was conducted between the number of shops and streets' characteristics (width, length, number of junctions, and end type -closed or opened-):

2. Determine the crowded streets -have high values of commercial density-:

A- The zone BC & CB area has the most crowded streets and critical points by comparison with the other zones of case study.

B- The crowded main streets are B1, B2, C1, ABCD2, ABCD3.

That means the higher commercial density for main streets records the higher commercial density of the local streets linking them.

3- Design model's traffic management:

The type of street's traffic -one-way or two-way- concerns its width and the standard of street dimensions. The ideal design for main street width contains three main parts: sidewalk, roadbed, and center median. (Figure 5)

— Sidewalk standards should accommodate higher anticipated pedestrian volumes and provide ample space for an expanded frontage zone and furniture. Design guidelines recommend a minimum sidewalk cross-section of 1.5 m, this width enough for two people walking side by side. The ideal width for pedestrian zone should be 1.5 – 2.1m in residential areas and 2.4 – 3.6m in commercial areas 14. According to study area -mixed use; residential and commercial- and it really exists, so the sidewalk will be 2.4 m at least.

— Roadbed; the width of lane is 3m which provides adequate safety in urban settings while discouraging speeding. Parking lane width of 2.1 – 2.7m is generally recommended 15. Then the roadbed for main street in the study area will be;

3 – 6m if it has not parking (one lane and two lanes respectively)

5.1 – 11.7m if it has parking (one lane and two lanes respectively)

— Center median is usually included in main street. This part divides street into two directions and its width depends on the available street width. In case study it will be 0.5m (as it actually was designed in area).

Note:

According to table 3. If the actual street width is equal or less than the minimum calculated width then the street will be one-way. And if it is more than the minimum calculated width then the street will be two-way.

Table 4 shows the type of case study's crowded streets, and their commercial density level, and Figure 6 translates the table's data on case study's map by showing the location of the type of crowded streets.



The guidelines for determining the direction of one-way streets are:

A- Depending on the commercial density values and levels: the direction of traffic tends to steer from the higher commercial density street towards the lesser one.

B- Depending on the street width; the direction of traffic tends to steer from the narrower street to the wider one.

C- Depending on critical points; avoid increasing traffic at them.

Accordingly, the streets directions in case study are described as following.

The direction of one-way street:

The respect of critical points, direction modification for some two-way streets:

4. Design the model, comparison between designed model and traffic's current state:

Two traffic management maps of case study were prepared, the first shows the designed model (Figure 7) and the second shows the current state (Figure 8). Then the comparison between them was recorded in table 5. 

The comparison between traffic in current state and designed model concluded that:

Traffic management is one of most important urban and planning studies, it has many fields related such as; traffic engineering, social-culture, environment, economic, …. and so on. Most of the traffic management studies focused on using tools and procedures to control speed and congestion such as; physical elements -video camera, variable message signs, traffic signals, speed calming-, communication equipment, software and operators, …… etc. These tools and procedures are used at the both new areas and existing areas.

The traffic management for existing area added other procedures to control and reduce the current problems in them, such as: close some streets and convert them for pedestrian's street, determine the street type (one-way or two-way), and determine the direction of the one-way street. That, what the local authorities depended on in Egypt's cities as shown in research case study; South District of Luxor City.

The traffic management procedures of Luxor city's authorities are not the ideal solution, some streets became more crowded and the traffic path to residential buildings became longer with many difficult intersections. Therefore, this paper designed the traffic methodological for existing residential area. The methodological focused on determining the streets type (one-way or two-way) and the direction of one-way. It is based on the number of shops at each street and streets' characteristics; width, length, junctions, end type. The methodological was tested by designing a model for traffic, which showed the streets type (one-way or two-way) and the direction of one-way, then the designed model was compared with the current state of the case study. The traffic methodological consists of four steps:

The results showed;

A-The maximum theoretical number of street's shops.

B- The actual number of street's shops.

C- The street's commercial density.

A- Actual street width.

B- Streets dimensions standard.

A- The direction of traffic tends to steer from the higher commercial density street towards the lesser one.

B- The direction of traffic tends to steer from the narrower street to the wider one.

C- Avoid increasing traffic at critical points.

In the case of the street width suitable for two-way and the street has high value of commercial density or has critical points, then the recommendation will be; convert street to one-way.

The comparison between designed model and current state showed there are some ignored points in the current state. So, the research recommends applying the designed model at south district of Luxor city, and use the traffic methodological for existing residential areas in other cases.