Mr. Mahindra P. Deshmukh, M.Tech Dr.

Ashish Dhamaniya, (Corresponding Author)

Transportation Engineer, Associate Professor, Dept. of Civil Engineering
Global Traffic Solutions, Pune-411045 (India) SVNIT, Surat, Gujarat 395007 (India)
Email: mdeshmukh@gtsolns.com Email Id: adhamaniya@gmail.com
TRAFFIC BEHAVIOR AND NATURE

• Mainly, traffic conditions are broadly divided into two types namely homogeneous and
heterogeneous
• Homogeneous traffic conditions are prior to the most of longitudinal interaction of
vehicles
• Heterogeneous traffic however interacts both longitudinally as well as laterally.
• This lateral interaction of vehicles mainly leads to overall throughput of the system.
 Homogeneous Traffic (Lane
following behaviour is observed)
Heterogeneous Traffic (Lane
following is absent)
0

0
 DATA COLLECTION

• Study Corridor: Pamposh Enclave (6-Lane Divided Urban Arterial Road)

• Average Dimensions and Proportion of Vehicles:

Average dimensions
Vehicle Type Proportion (%)
Width (m) Length (m) Area (m2)
2W 30.96 0.85 2.00 1.70
3W 9.56 1.08 2.36 2.55
SC 47.83 1.69 3.89 6.57
BC 7.73 1.86 4.61 8.56
HV 3.92 2.83 10.88 30.79
VEHICLE CLASS WISE SPEED PROFILES (FIELD DATA)

V2W V3W VSC VBC VHCV

1.0
0.9
0.8
0.7
0.6
Frequency

0.5
0.4
0.3
0.2
0.1
0.0
26.00 31.00 36.00 41.00 46.00
Speed (km/hr)
 Speed distribution

Probability Density Function Q-Q Plot

0.18

64

0.16

60
0.14

56
0.12

Quantile (Model)
0.1 52
f(x)

0.08
48

0.06
44

0.04
40

0.02

36
0
36 40 44 48 52 56 60 64 36 40 44 48 52 56 60 64
x x

Histogram Wakeby Wakeby

Histogram Q-Q plot

 Headway distribution

Probability Density Function Q-Q Plot

150
0.28
140
0.26
130
0.24
120
0.22
110
0.2
100
0.18

Quantile (Model)
90

0.16 80
f(x)

0.14 70

0.12 60

0.1 50

0.08 40

0.06 30

0.04 20

10
0.02

0
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
x x

Histogram Wakeby Wakeby

Histogram Q-Q plot

CAPACITY OF ROADWAY SECTION
 SIMULATED VS CALIBRATED SPEED-DENSITY
RELATION

Speed-density Relationship K-V

Simulated Simulated
50 45
Field Standard

45
40
Speed (km/hr)

Speed (km/hr)
40
35
35

30
30

25 25
100 120 140 160 180 200 110 120 130 140 150 160 170 180 190 200 210

Density (Veh/hr) Density (Veh/hr)

Methodology for
Model Calibration
 Speed-density Relationship
50

Field Simulated Standard

45
Speed (km/hr)

40

35

30

25
100 120 140 160 180 200

Density (Veh/hr)
COMPARISON OF FIELD DATA AND VISSIM OUTPUT (STANDARD
DRIVING BEHAVIOR)
Speed-density Relationship

50

Field Standard
45
Speed (km/hr)

40

35

30

25
100 120 140 160 180 200
Density (Veh/hr)
 2W field 3W Field

Simulated
simulated

50 45.00
Speed (km/hr)

Speed (km/hr)
40 40.00

30 35.00

20 30.00
1 2

Axis Title
3 4 5 25.00
6 7 8 9 10 11 12 1 2
13 14 field 3 4 5
15 16 6 7 8
17 18 9 10 11 12
13 14 15
16 17 18

SC field

simulated

50
Speed (km/hr)

45

40

35

30
1 2

Axis Title
3 4 5 6 7 8 9 10 11 12
13 14 field
15 16 17 18
Axis Title
 BC Field
HGV field

Simulated simulated

55 45
50

Speed (km/hr)
40
Speed (km/hr)

45
35
40
35 30
30
25
25
20 20
1 1 2 3
2 3 4

Axis Title
4 5 6 5 6 7
7 8 9 8 9
10 11 12 Field 10 11
13 14 12 13 field
15 16 14 15
17 18 16 17 18

Density
210 Field Density

Simulated Density
Density (Veh/km)

170

130

90
COMPARISON OF CALIBRATED SIMULATED VALUES AND
FIELD VALUES OF THE COLLECTED DATA SET
 Density Volume
Simulated Field field Simulated
200 7000

180
6000
160

140 5000
Density (veh/km)

Volume (veh/hr)
120
4000
100
3000
80

60 2000
40
1000
20

0 0
1 2 3 4 5 6 7 8 9 10 11 12 13 1 2 3 4 5 6 7 8 9 10 11 12 13

Average speed
Simulated Field
Q_V Simulated
45 70
Field
40 60 Theoritical
Theoritical
35
50
30

Axis Title
Speed (km/hr)

40
25
30
20
20
15

10 10

5 0
0 1000 2000 3000 4000 5000 6000 7000
0
Axis Title
1 2 3 4 5 6 7 8 9 10 11 12 13
VARIATION OF SPEED (KM/HR) VS
LATERAL CLEARANCE (M) AND
DYNAMIC AREA (SQ.M)
Estimation of dynamic area required for PCU
 VARIATION OF SPEED WITH LATERAL CLEARANCE
MAINTAINED BY VEHICLES AT 15TH, 50TH AND 85TH
PERCENTILE VALUES

2W-BC 2w 3w sc bc hv
0.7 0.6
0.6
0.5
Lateral gap (m)

0.5

CLEARANCE (M)
0.4 0.4

0.3
0.3
0.2
y = 0.0076x + 0.0869 0.2
0.1 R² = 0.5423
0.0 0.1
15 25 35 45 55 16 21 26 31 36 41
Speed (km/hr) SPEED (KM/HR)
 STATIC PCU

2w 3w bc hv
0.5 6.5
1.7
1.6 6.0
0.4
1.5
5.5

BC-PCU

HV-PCU
1.4
PCU

0.3
1.3 5.0

0.2 1.2
4.5
1.1
0.1 1.0 4.0
15'th 50'th 85'th 15'th 50'th 85'th
Percentiles Percentiles
 DYNAMIC PCU

2w 3w bc hv
1.6 1.2
1.4 1
1.2

Dynamic PCU
0.8
Dynamic PCU

1
0.8 0.6
0.6 0.4
0.4
0.2
0.2
0 0
15'th 50'th 85'th 15'th 50'th 85'th
Percentile Percentile
 1
2w 3w sc bc hv
0.9

0.8

0.7

0.6
Clearance Freq.

0.5

0.4

0.3

0.2

0.1

0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Lateral Clearance (m)
SPEED VS DYNAMIC AREA FOR SAME VEHICLE PAIRS

2W-2W 3W-3W SC-SC BC-BC HV-HV

120

100
Dynamic area (Sq.m)

80

60

40

20

0
0 5 10 15 20 25 30 35 40 45 50 55
Speed (km/hr)
 DYNAMIC PCU VALUES (BASED ON THE EFFECTIVE
AREA APPROACH)
BC HV 3W SC 2W
50 35
100
45
30

HV-Effective Area (Sq.m)

BC-Effective Area (Sq.m)

40 80

Effective Area (Sq.m)

35 25
60
30 20
25 40
15
20
20
15 10

10 0
5
15th 20th 30th 40th 50th 60th 70th 80th 85th 90th 98th
15th 20th 30th 40th 50th 60th 70th 80th 85th 90th 98th
Percentile
Percentile
CONCLUSIONS

• The lateral placement and interaction of vehicles is one of the important factors which results
in decrement of the overall throughput of the roadway system. Hence a comprehensive study
has been made in the present work to relate the speed and the lateral clearance share
between the vehicles.
• The lateral clearance of vehicles is a very dynamic characteristic of vehicular traffic, and it is
function of speed, type of the vehicle adjacent to subject vehicle and a specific lane occupied
by subject vehicle.
• From the brief review of literature, it has been observed that PTV VISSIM software is capable
to model homogeneous as well as heterogeneous traffic conditions, by some modifications in
the driving behaviour parameters.
• The capacity of the urban arterial road selected for study was obtained as 5957 veh/hr. (6034
PCU/hr).
• The six-lane divided urban arterial road was observed to have v/c ratio as 0.91 and hence the
Level of Service of the system was obtained as E.
• As driver’s behavior is a very intricate parameter, the calibration was done by using the basic fundamental
parameters speed, density and volume of the vehicular traffic.

• There was a large variation in speed ranges observed for all categories of vehicles, hence their percentile
speeds were considered for the further analysis.

• The S-curve representing the speed profile of vehicles was modelled to calibrate the speed of individual vehicle
classes in VISSIM.

• The stream speed was observed to follow the Wake-by distribution for the kerb-side and middle lane; However,
the speeds of outer lane were slightly varying hence were observed to follow the Hyper-scent distribution.

• Wiedemann-74 car following model was used to model the mixed traffic with higher degree of heterogeneity.

• The lateral clearance and headways of vehicles were made used to calculate the instantaneous (imaginary)
effective area of vehicles, that is attained by each driver for its safe maneuverability in the traffic stream.

• Variation of effective area with the corresponding instantaneous speed was analyzed, and it was observed that
with increased speed values, the effective area required for vehicles also tends to increase.

• The PCU of vehicles as calculated from conventional method and (effective area approach) dynamic PCU
method were compared, and it was observed that for 2W, 3W and BC there was not much difference
observed, but for HV the PCU values had much difference.
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Thank you