CHAPTER 1

Introduction
1.1 General
The bicycle is a non-mechanized mode with less expenses and utilizing street space
proficiently. Bicycle has various advantages. Some of them are, it lessen fuel utilization, it
enhances personal satisfaction in the structure work out, no need of permit furthermore it
can offer detour in blockage and lattice secured activity and some occurrences may touch
base at their destinations sooner than auto in the event that they had driven it. In this way
utilizing of the bicycle can put a critical part as a method of transportation, while in tending
to environmental change issues, and acquiring wellbeing, monetary, and personal
satisfaction advantages. Bicycling is the one of the fundamental type of mobility and is the
method of independence of transportation for the general population of both old and
youthful. Bicycle is key substitute transportation structure in perspective of expanding
activity clog and ecological issues as it is human-fueled and contamination free. To build
the utilization of bicycles, it is central to give bicycle neighborly environment.

auto
5-12%
cycle 13-21
2W
20-28%

bus
8-14%

4W
3-6%

walk
27-38%

cycle bus walk 4W 2W auto

Fig.1.1: Mode offered in medium and large cities

Crossing points are most confused parts of the transportation framework and at times, they
speak to the most risky space for the bicyclists. As the BLOS is not all around characterized
for blended movement stream condition happened in nations like India, for the safe and
solace activity stream there is have to quantify the BLOS for urban streets in Indian
connection at various units like crossing point, connection, portion and office. However, the
geometric components and information of individuals additionally changing from different
nations, the effectively created models for homogeneous movement stream conditions can't
be utilized specifically as a part of blended activity conditions in India to assess the solace
and nature of administration offered by the offices for bicyclists. This investigation of the
BLOS approach makes conceivable to assess the BLOS for a roadway office which
incorporates roadway portion too.

1.2 Problem Statement

In India offices for bicycles like separate bicycle paths, separate green time for bicycle mode
and asphalt markings to guide bicycles and so on are once in a while exists and there are
additionally no particular laws for bicyclists. Crossing points are most mind boggling
components of transportation framework and these are most imposing spots for bicyclists.
The nearness of bicyclists is regularly not mulling over by the approach producers, architects
and specialists. As outcomes bicycle mischance rate is expanded and after that solace level
of bicyclists is diminished. Along these lines for sheltered and helpful activity stream, it is
important to quantify the level of solace gave by signalized crossing points in particular
course.

1.3 Aim and Objective of Study

The destinations of this study are as per the following:

I. Consideration of different parameters those influence crossing point BLOS affected

by heterogeneous movement stream.
II. Site determination, information accumulation from individual destinations and
distinguishing proof of variables which are applicable in separate course.
III. Test for best setup of every variable and build up the coefficients for variables that
outcomes in the best fit relapse model.
IV. Development of convergence BLOS models independently for through, right turn
and left turn individually.
 V. Model factual noteworthiness test, model acceptance.
VI. Classification of BLOS evaluations into administration classifications by grouping
systems.

1.4 Organization of the Report

This report partitioned into six sections. The primary part contains the point, the present
issues in the Indian activity conditions and the work done, and contains the goals and extent
of the work. A point by point writing audit on the Bicycle Level of Service (BLOS) models,
BLOS for arterials and crossing points and discernment based BLOS given in second part.
In third section, a nitty gritty exchange on the improvement of model is given. Part four
contains insights about the study region and technique for gathering of required information
which was utilized as a part of the present study. Fifth section speaks to the outcomes and
examination, which likewise incorporates model factual hugeness are talked about and the
scopes of administration classes (A-F) are characterized through the uses of appropriate
grouping systems. Part six presents summery, conclusion and future degree.
CHAPTER 2

Literature Review
2.1 General
Bicycle is a standout amongst the most essential eco-accommodating transportation mode.
This mode can diminish movement clog if there are sure bicycle offices. In this manner
there is have to characterize the bicycle level of administration criteria for the crossing
points.

2.2 Basic Concept of Level of Service

Level of administration (LOS) is characterized by HCM as "a quantitative stratification of
an execution measure or measures that speak to nature of administration". According to
HCM Level-of-Service is speaks to as a letter that indicates a scope of working conditions
on a specific sort of office. Six LOS letters are characterized by HCM running from A to F,
where A gives the best administration quality while F gives the most exceedingly bad
administration quality.

2.3 Bicycle Level of Service Concept in Highway Capacity

Manual (HCM)
The principal concentrate on bicyclists was done in the 1985 variant of HCM. It portrayed
the bicycle sways on the limit of mechanized vehicles. BLOS idea was presented in HCM
(2000) which is relies on upon the parameters, for example, normal pace, normal
postponement and block.

2.4 BLOS for Intersection

Highway Capacity Manual (HCM 2000) had given a technique to assess the level of
administration of a bicycle path at signalized convergences. It has taken control delay as the
measure of adequacy which depends on Webster's uniform postponement for mechanized
movement at signalized crossing points. It expected that there was no flood delay for
bicycles in on-road bicycle paths. Lin Zhang (2002) had built up a system that gives
potential clashes among left turning movement stream and contradicting through activity
stream and people on foot. A model was created in which mix of both deferral and security
to get the "postponement and wellbeing file" that demonstrates the far reaching LOS.
Steinman et al. (2004) had built up an approach to assess the primary configuration
considers that influence people on foot and bicyclists crossing signalized convergences.
This procedure distinguished the components altogether of their impact on solace level of
bicyclists and people on foot. CDOT (2007), The Charlotte Department of Transportation
had built up a model to assess the critical outline highlights which have impact on bicyclists
while they are intersection the signalized crossing points. Primarily CDOT speaks to the
Norm Steinman et al.

Portilla et al. (2013) had given a model to enhance the effectiveness of bicycling in
multimodal urban road crossing points. A Model Predictive Control (MPC) methodology is
proposed to acquire the suitable re-timing which consolidates the elements of bicycling
unequivocally in the basic leadership process. The methodology is contrasted and a settled
time, and an activity responsive system utilizing a two-crossing point blood vessel as
benchmark blood vessel.

2.5 BLOS for Road Segments and Arterials

NCHRP (2008) considered two distinctive approaches to discover BLOS for arterials. In the
principal structure it has utilized the present crossing point and fragment BLOS models to
assess the BLOS for arterials. FDOT (2009) built up the best philosophy for BLOS which
more properly reasonable to Florida than different procedures including HCM. It had been
effectively inferred more than 200,000 miles of streets in U.S.

2.6 Perceived BLOS

Zhang (2004) has led an online study to discover how street clients see LOS at signalized
crossing points. He had demonstrated that both sign effectiveness and in addition left turn
security were vital. Likewise found that asphalt markings and asphalt condition were
essential to drivers at signalized crossing points.
CHAPTER 3

Study Methodology

3.1 Regression Analysis

Regression analysis is the one of the predictive modelling techniques that explore the
relationship between a dependent variable and independent variable(s). This technique has
its applications in forecasting, time series modelling and investigates the relationship
between the variables.

The following are the applications of using regression analysis:

 It determines the important relationship between dependent variable and

independent variable.
 It also finds the strength of impact of all independent variables on a dependent
variable individually.

The main issue with the use of stepwise regression is that it searches a wide space of possible
models. Hence there is chance to overfitting the data. In other words stepwise regression fit
the model much better with sample data than that of with a new data which is out of sample
data.

3.2 Variable significance

In the model development significance of each variable is different. Some are of more
significance and some are of very less significance. The variables with more significance
were included in the model development whereas that of less significance were ignored. In
this study it is noticed that significant variables for all the three movements are not the same.

3.3 Cluster Analysis

Cluster analysis is a method that used to classify the objects or outputs of a model into
groups called clusters. There is no prior information regarding the group any objects. Cluster
analysis has done to translate the each model outputs into six service categories (A-F). The
ranges ‘A’ through ‘F’ represent the service quality varying from excellent to worst
perceived by the bicyclists while they riding on an intersection in respective movement.
CHAPTER 4

Study Area and Data Collection

4.1 General
The required information that incorporates both quantitative information and subjective
information gathered from signalized crossing points. Quantitative information contains the
geometric elements of crossing point, directional vehicular volume, speed subtle elements,
rate of substantial vehicles, kind of region, asphalt markings, asphalt condition, signalization
characters and so on and subjective information which as far as discernment that level of
solace feels by bicyclists at convergences.

4.2 Site Selection

In this progression we focus on the determination of site that incorporates a different scopes
of conditions which influence the bicyclists' solace level in the heterogeneous activity
stream conditions. In this way gathering of information ought to be taken from different
signalized convergences changing from fabulous to most noticeably awful in giving solace
level to the bicyclists.

4.3 Data Collection

Activity stream information was gathered from different signalized crossing points by high
determination camera (Figure.4.2.a) altering at appropriate area close to the convergence
without exasperating movement stream. Video was recorded at crest hour time spans in
morning (8.30 AM to 10.30 AM) and evening (4.30 PM to 6.30 PM) at each crossing point
in each development.

Figure 4.2: (a) Video camera (b) Tripod Stand

The road condition at the particular crossing point were appraised by utilizing five point
rating scale shown in table 4.2.

Table.4.2: Rating for road condition

Motorized Vehicle ride

Rating Pavement description
quality and traffic speed
Pavement may be recently laid with surface of Very great ride.
5.0 smooth riding quality, free of splits and
patches.
Not smoother than above one and shows Good ride.
4.0
indications of surface deterioration.
It incorporate the deformities viz., rutting, map Acceptable ride for low speeds
3.0
breaking, and broad patching. and fair for high speeds.
Flexible asphalt may be of disintegrated Ride quality not worthy. It
surface more than fifty percent or more. influence the pace of free-stream
2.0
Inflexible asphalt incorporates joint spalling, activity.
fixing etc.
Pavement surface may be extremely crumbled Rider feels inconvenience even
1.0 and 75 percent or a greater amount of the at low speeds.
surface deteriorated.
4.4 Perception Survey
Observation overview has been finished with thought of members having a decent cross-
segment of age, sex, experience level and instruction. Period of members fluctuated from
14 to 70 years was considered for this study.

Members communicated their sentiments around a crossing point in a specific heading how
they suits their cycling by reacting to the apparent wellbeing of a convergence. The
fundamental saying of discernment overview was to get individual bicyclists' continuous
assessments to crossing point environment and infer a scientific relationship among
noteworthy elements to mirror the member's reactions.

A video study has additionally been finished. Particular video clasps of span one moment
from every development of each crossing point were taken in this overview. They were
appeared to the base of 70 individuals with great cross-area age and least information about
movement. In the wake of demonstrating each clasp, conditions like asphalt condition and
land use example of the roadside range were disclosed to give a thought regarding that
development of convergence as these variables couldn't perceived in the video cut.
CHAPTER 5

ANALYSIS AND RESULTS

5.1 General
In the present study three BLOS models were produced that are said to be complete and
fruitful as these are factually noteworthy. Some measurable tests have been performed on
these models and examine the outcomes acquired whether these are huge or not. Here said
the subtle elements of those measurable tests which were performed in this study. The yields
of models were gathered into six administration classes utilizing grouping strategies.
Pearson connection and component investigation of the broad variables of crossing point
concerning BLOS was finished. In the second step taking after critical variables were chosen
for model advancement for intTBLOS that are crest hour volume, street width, delay, land
use, stopping and asphalt condition record. Reaming variables were disregarded as they have
poor relationship with ward variable which is seen intTBLOS and due to their more
collinearity with different variables.

5.2 Statistical Significance of the Proposed Model for

intTBLOS
Model quality and its precision in foreseeing the intTBLOS as result were clarified by a few
yields during the time spent model improvement. The yields were nitty gritty in this area.
Table 5.1 demonstrates the engaging measurements that comprises of standard deviation
and mean of every variable. The variables are near the mean as the standard deviation is low
for all. Regularly, a relationship estimation of more noteworthy than 0.9 between indicators
demonstrates multicollinearity between them which veers off the supposition that the
indicators are autonomous. Table 5.2 shows Pearson connection investigation in which the
most astounding relationship is 0.543 demonstrating that the indicator variables are not
profoundly associated in this study.
 Table 5.1: Descriptive insights of indicator variables

Std.
Variable average N
Deviation
intTBLOS 2.76 0.87 24
ln(PHMV/RW) 3.51 0.24 24
Delay 1.72 0.41 24
LUPKG 3.30 1.12 24
PCI 3.21 0.29 24

Table 5.2: Pearson Correlation investigation of indicator variables

Perception ln(PHMV/RW) Delay LUPKG PCI

Perception 1.000 .569 .453 .624 -.564

Pearson ln(PHMV/RW) .569 1.000 -.153 .231 -.326

Correlati
on Delay .453 -.153 1.000 .301 -.235
LUPKG .624 .231 .301 1.000 -.543
PCI -.564 -.326 -.235 -.543 1.000

5.2.1Durbin-Watson test: The lingering terms for any of the two perceptions must
be autonomous or uncorrelated. This supposition can be tried by Durbin-Watson esteem.

Table 5.3: Summary of model

Adjusted R Std. Error of the Durbin-Watson

Model R R Square
Square Estimate value

1 0.831 0.723 0.721 0.226 1.803

5.2.2 Model parameters: Table 5.5 contains the numerical estimations of the
coefficients of indicator variables and gives clarifications for the hugeness of the
coefficients got. The coefficients or b-estimations of the indicator variables can be found
under the section marked "B" in the table.
 Table 5.5: Numerical values and significance of the coefficients of predictor variables

Collinearity
Coefficient- Standard t- Statistics
Variable Significance
B Error statistics
Tolerance VIF
ln(PHV / RW) 0.734 0.563 4.450 0.000 0.96 1.36
D 0.502 0.660 1.035 0.089 0.81 1.59
LU * P 0.365 0.297 2.680 0.023 0.71 1.45
PCI -0.723 0.456 -1.036 0.036 0.67 1.83
Constant 1.724 1.423 2.036 0.1

5.2.3 Collinearity Statistics: Table 5.5 likewise gives Tolerance and Variance
Inflation Factor (VIF) values which are the measures for whether there exists collinearity in
the information.

5.2.4 Checking Assumptions: This is the last phase of examination in which taking
after two presumptions of the model are checked. The scramble plot for Regression
institutionalized residuals against Regression institutionalized anticipated worth (i.e.
*ZRESID by *ZPRED scatterplot in SPSS) ought to resemble an irregular exhibit of
information focuses uniformly scattered around zero.

Figure 5.1: Scatter plot for regression standardized residuals against standardized predicted
The institutionalized residuals of the relapse ought to be typically dispersed. This suspicion
is likewise met in this examination and can be seen from the histogram (Figure 5.2) and
ordinary likelihood plot (Figure 5.3) of institutionalized residuals. Fig 5.3 clarifies the
homoscedasticity and ordinariness of residuals.

Figure 5.3: Normal P-P plot of regression standardized residuals

Figure 5.2: Histogram showing the normal distribution of regression standardized residuals
5.2.5 Sensitivity Analysis:

Affectability examination gives the relative significance of every variable that were
incorporated into intTBLOS model development are given the table 5.6. It demonstrates
their impact and effect on the intTBLOS assessment.

Table.5.6: Relative importance of variables on intTBLOS

PHV RW PCI Delay Parking LU

31.32% 14.36% 19.35% 9.36% 4.36% 9.36%

5.3 Cluster Analysis

The yields of the proposed model were arranged into six administration classes (A-F). The
extents from "A" to "F" speak to the administration nature of convergence changing from
phenomenal to most exceedingly bad that apparent by the bicyclists while riding through a
signalized crossing point in particular development. Partiality spread (AP) grouping method
was utilized to order the model anticipated intRBLOS values into six classifications.

5
BLOS Score

3 BLOS A: <= 2.1

BLOS B: > 2.1 - 3.0
BLOS C: > 3.0 - 3.9
2 BLOS D: > 3.9 - 4.4
BLOS E: > 4.4 - 5.0
BLOS F: > 5.0
1
A B C D E F
BLOS Category

Figure 5.5: AP clustering for intTBLOS.

5.4 Statistical Significance of the Proposed Model for
intRBLOS
Table 5.10 shows Pearson relationship investigation in which the most elevated connection
is 0.369 demonstrating that the indicator variables are not profoundly associated in this
study.

Table 5.10: Pearson Correlation analysis of predictor variables

IntRBLOS PHV/RW PCI PKG HV

IntRBLOS 1.000 .463 -.778 .536 .456

Pearson PHV/RW .463 1.000 -.235 .369 .258

Correlation PCI -.778 -.235 1.000 -.147 .256
PKG .539 .369 -.147 1.000 .236
HV .456 .258 .256 .236 1.000

Table 5.11 demonstrates the synopsis of the model which demonstrates that the model can
anticipate the apparent intRBLOS.

Adjusted R Std. Error of Durbin-Watson

R R Square
Square the Estimate value
0.856 0.756 0.741 0.235 1.563

5.4.1 Collinearity Statistics

Table 5.13: Numerical values and significance of the coefficients of predictor variables

Standard t- Signific Collinearity Statistics

Variable Coefficient
Error statistics ance Tolerance VIF
(Constant) 2.654 0.456 9.367 0.000
PHV/RW 0.045 0.023 2.365 0.002 0.692 1.632
PCI -0.146 0.045 -4.364 0.045 0.752 2.131
PKG 0.123 0.013 1.234 0.023 0.803 1.478
HV 0.004 0.045 1.963 0.041 0.725 1.458
5.4.2 Checking Assumptions:

Figure 5.8: Scatter plot for regression standardized residuals against standardized
predicted.

Figure 5.9: Histogram showing the normal distribution of regression standardized residuals.
5.4.3 Sensitivity analysis:

Table.5.14: Relative importance of variables on intRBLOS

PHV RW PCI PKG HV

38.23 14.44 29.34 8.36 29.34

5.5 Clustering results:

4.5

4
RBLOS Score

3.5

RBLOS A: <=2.63
RBLOS B: >2.63-2.76
2.5 RBLOS C: >2.76-3.02
RBLOS D: >3.02-3.29
RBLOS E: >3.29-3.54
RBLOS F: >3.54
2
A B C D E F
RBLOS Category

Figure.5.12: AP clustering of intRBLOS.

Table.5.20: Numerical values and significance of the coefficients of predictor variables

Standard t- Significanc Collinearity Statistics

Variable Coefficient-B
Error statistics e Tolerance VIF
(Constant) 4.365 .253 14.23 .000

PHVRW .085 .045 2.36 .029 .412 2.156

LU .748 .046 4.23 .042 .782 1.652

CM -.251 .112 -1.365 .012 .721 1.287

PKG .131 .074 2.123 .048 .523 2.310

PV .014 .001 1.253 .042 .624 1.836

5.6 Statistical Significance of the Proposed Model for
IntLBLOS
Pearson correlation analysis in which the highest correlation is 0.412 indicating that the
predictor variables are not highly correlated in this study.

5.6.1 Checking Assumptions:

Figure.5.15: Scatter plot for regression standardized residuals against standardized

predicted.

Figure.5.16: Histogram showing the normal distribution of regression standardized

residuals.
 Figure.5.17: Normal P-P plot of regression standardized residuals

5.7 Clustering Results:

4.5

4
LBLOS Score

3.5

3
LBLOS A: <=2.41
LBLOS B: >2.41-2.71
LBLOS C: >2.71-3.07
2.5
LBLOS D: >3.07-3.3
LBLOS E: >3.3-3.63
LBLOS F: >3.63
2
A B C D E F
LBLOS Category

Figure.5.19: AP clustering of intLBLOS.

CHAPTER 6

Summary and Conclusion

6.1 Summary
Different elements influencing the solace level of bicyclists under heterogeneous activity
stream conditions were surveyed and broad information accumulation was completed in the
study regions to incorporate all conceivable scopes of these variables. Clashes of turning
bicycles with straight vehicular activity has been thought to be less huge as ordinarily on
Indian streets bicycles' stream is alongside mechanized vehicular movement and there are
no different bicycle paths. Stepwise multivariable relapse examination was performed by
considering saw BLOS as reliant variable and other huge elements as indicator variables.
The proposed models were tried and fulfilled the noteworthiness criteria.

6.2 Conclusion
Some vital focuses were drawn from the present study on bicycle level of administration at
signalized crossing point in urban Indian setting are as per the following:

a. In heterogeneous activity stream conditions, the administration quality saw by

bicyclists gets influenced by a few variables.
b. The BLOS models were produced by stepwise multivariable relapse and fulfilled the
centrality criteria. The models additionally fulfilled factual tests like t-tests and un-
connection suspicion of residuals.
c. By utilizing Affinity-Propagation grouping method yields of the proposed models
were characterized into six classes. Speaks to by letters from A to F, where the letter
A signifies the best level of administration and the letter F indicates the most
exceedingly awful level of administration.
d. The administration level offered to the bicyclists by a large portion of the
convergences, as saw in this study, are of 'B', "C" and "D" classes. This
demonstrates, at present setting bicyclists are tolerably fulfilled.
6.3 Future Work
Despite the fact that the created intBLOS models fulfilled a few essentialness
criteria, still it is should have been more summed up by considering information from a few
other crossing point from various urban communities. Thus information accumulation from
different urban communities like Anantapur, Kurnool and Rourkela ought to be gathered
and the speculation of the model ought to complete. Different examinations techniques like,
requested probit and requested logit and so forth can likewise be utilized to create intBLOS
models. For bunch examination there is have to check through different strategies and best
one ought to be picked. Different variables can be added if those observed to be essentially
influence BLOS.
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