Final Year Design Project Proposal

MACROSCOPIC TRAFFIC FLOW

CHARACTERIZATION AT JUNCTION

Authors

Moubeen Ur Rehman BSCE-19-098

Muhammad Rashid BSCE-19-099
Atta-Ullah BSCE-19-100

Supervisor

Engr. Shahid Kamal

Lecturer

DEPARTMENT OF CIVIL ENGINEERING

THE UNIVERSITY OF LAHORE
ISLAMABAD CAMPUS, SIHALA

November 15, 2022

 The University of Lahore, Islamabad
Department of Civil Engineering

FINAL YEAR DESIGN PROJECT

Name Roll No. SAP ID Contact No

Group Leader Moubeen Ur Rehman BSCE-19-098 0111111
Member 1 Muhammad Rashid BSCE-19-099
Member 2 Atta-Ullah BSCE-19-100

Signature Signature Signature

Group Leader Member 1 Member 2

Supervisor/Advisor: -

Name: _________________________ Signature: _______________

Relevant SDGs: -

Date: ________________________ _________________

Signature of FYDP Coordinator

APPROVAL

_ ________________
HOD Civil Engineering Department

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 The University of Lahore, Islamabad
Department of Civil Engineering

FINAL YEAR DESIGN PROJECT

1. Thesis Topic:
“Macroscopic Traffic Flow Characterization at Junction”
2. Brief Description/Introduction: (max 1 page)
The most stimulating, complex & bulk increased problem in each town life is the traffic problem.
The traffic problem is commonly noticed in both developed and underdeveloped countries, so it's
a universal issue and varies from period to period. The traffic congestion is the indication of the
speedy increase in public growth, mismanaged and low-quality road infrastructure, city
construction & bulky surcharge increase in vehicular moments. Delay in traffic flow produces
traffic jam. Stoppage of vehicles arises when the speed of vehicles reached zero and entirely
vehicles stopped in any road for the lengthy time period [1]. The fast-growing volume of road
traffic also leads to road traffic noise in massive cities. In the cities of Sweden, road traffic noise
has produced negative effects on daily activities & general health (sleep, stress, and
hypertension) [2]. Many other studies also showed that development in any country in the world
is not excellent if trip delay results from massive economics prices [3].
Traffic flow can be analyzed at macroscopic, microscopic, and mesoscopic, levels of the
combination. Macroscopic models are the gathering of individual vehicle dynamics and
primarily specialize in describing the stream options cherish congestion, delay, and queue
formation. These models are fitted to large-scale, network-wide applications wherever the
macro-characteristics of traffic (speed, density, and flow) are of prime interest. Microscopic
models aim individual cars and their contact with neighboring vehicles and describe phenomena
similar to vehicle following, passing lane ever-changing, and gap acceptance. Mesoscopic
models model traffic as transport packets or maybe individual vehicles, however still ruled by
macroscopic flow laws. Macroscopic models, called the fluid models, that we are about to
present here, were initially developed for large highways [4], [5] where the average properties of
rivers become visible.

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 The University of Lahore, Islamabad
Department of Civil Engineering

3. Level of Research Already Carried Out on the Proposed (Literature

Review of Six papers) Max 2 pages
3.1 Greenshields 1934 [6]
The first beginnings for traffic flow descriptions on a traffic route derived from observations
by Greenshields. He administrated tests to live traffic flow, traffic density, and speed operation
photographic activity strategies for the primary time. He developed a linear relationship
between speed and traffic density known as fundamental Diagram of Traffic Flow. He
visualizes that there's no congestion however because the range of vehicles will increase,
there'll be some extent reached that some vehicles are going to be delayed as a result of their
straightaway unable to pass alternative slow-moving vehicles. Such purpose indicates the start
of congestion, operating capability or free moving capability.
3.2 Lighthill, Whitham, Richards 1956 [4]
They have Used Greenshields’ hypothesis and a conservation law of vehicles. They compare
‘traffic flow on long crowded roads’ with ‘flood movements in long rivers’ Year later,
Richards (1956) complemented the idea with the introduction of ‘waves on the highway' and
are so-called LWR model. It cannot explain experimental features of traffic breakdown as well
as wide moving jam emergence found in real measured traffic data. LWR model fails to
generate capacity drop, relaxation, platoon diffusion, or spontaneous congestion.
3.3 Robert Herman 1979 [9]
The author developed a two-fluid model for quality of the traffic network system in an urban
city. The two fluids consist of moving cars and cars stopped as a result of traffic surroundings
in several cities of US. The possibility of passing vehicles & relaxation time to traffic
sufferings depends on awareness as well as on quantities such as lane alignment and driver
performance. Hypothesis had made that the average speed of the moving vehicles depends on
the fraction of the vehicles that are moving. They have noted that the fraction of vehicles
stopped must depend on the "excellence" of the road services and traffic control system.
3.4 Zhu & Wu 2003 [10]

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 The University of Lahore, Islamabad
Department of Civil Engineering
The author presented a two-fluid model that a flowing wave of traffic on freeways may occur
in the region, where local density on the road may change due to the presence of the slope. Any
distresses due to density, traveling wave will spread along their corresponding positions. Two-
phase fluids model for the mixing traffic flow on freeways has been proposed from the mass
conservation law. All vehicles are at rest when a traffic jam appears. The vehicles moving
slowly have a delaying effect on the faster running group. The vehicular communications are
assumed to be concerned with the mass fraction of the slower
3.5 Ahsan Ali 2015 [7]
He had done modification in macroscopic traffic flow model. A continuing source term has
been introduced in a very initial order traffic flow equation that represent flow and outflow in a
very single lane main road. The performance of the model has been evaluated below restricted
conditions. They have not even considered congestion varieties, road geometry, and driver's
effectiveness. Within the model, they have mentioned the impact of flow in a single roadway
but not informing the lane shifting effects.
3.6 Ismael M. Pour 2017 [8]
He had addressed the first order extension to (LWR) macroscopic traffic flow model. He
assumed to use the number of free spaces ahead of subjective drivers called Headway. The
model shows the sensitivity of drivers to the number of free spaces within a certain distance &
driver awareness to the number of free spaces from the front vehicle.
running vehicles and density.
4. Reason/Justification for the Selection of the Topic:
Drivers are trained to have the safe distance between vehicles known as headway. The headway
rises when vehicles have designed speed and traffic are allowed to flow freely along any road. A
large distance headway is less valuable to traffic accidents. Relating to the science of
hydrodynamics, traffic is considered to be like fluid flow. Flowing fluids are in the state of
laminar or turbulent. The same principle will be applied to our traffic problem (Jahaz Junction-
Hayatabad). The research problem will characterize the traffic flow behavior (free flow and
congested flow) at downstream road.
5. Problem Statement:
To characterize traffic flow on urban road network by increasing road capacity & mitigating
traffic jam. The traffic flow behavior is in the heterogeneous system as a result of every vehicle

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 The University of Lahore, Islamabad
Department of Civil Engineering
has different diffusion aspects (flow pattern). The inflow and outflow in Jahaz intersection
(Hayatabad) will allow the individual vehicles to enter or leave the intersection. We are going to
develop a mechanism for such scenario in which haphazard-turbulency caused by a various type
of vehicular flow passing through the downstream of the respective interchange.
6. Objectives:
i. To increase safety.

ii. To mitigate traffic congestion.

iii. To increased highway capacity.

iv. To evaluate traffic flow for developing Intelligent Transportation System.

v. To analyze the behavior of new coming flow mixing with existing traffic flow.

7. Methodology
Step 1:
i. Literature Review
ii. Theoretical Traffic flow characterization
iii. Data Collection
iv. Data Characterization
Step 2:
i. Proposed Model
ii. Numerical Discretization
iii. Performance Analysis with the state of art model in the current literature

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 The University of Lahore, Islamabad
Department of Civil Engineering

8. SCHEDULE
The schedule which will be followed for this research is as

S.No Task Oct Nov Dec Jan Fe

1. Literature Review & State of Art

2. Equation Development
3. Model Development
4. Model Implementation
5. Result Analysis

6. Thesis Write-up

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 The University of Lahore, Islamabad
Department of Civil Engineering

9. References:
[1] J. R. Aworemi, I. A. Abdul-Azeez, A. J. Oyedokun, and J. O. Adewoye, “A
study of the causes, effects and ameliorative measures of road traffic
congestion in lagos metropolis,” Eur. J. Soc. Sci., vol. 11, no. 1, pp. 119–128,
2009.
[2] G. Am, W. Van Mechelen, P. M. Bongers, and L. M. Bouter, “Norwegian
National Institute of Occupational Health Danish National Research Centre
for the Working Environment Finnish Institute of Occupational Health
Physical risk factors for neck pain Institute of Occupational Health , the
Danish National Research Ce,” 2017.
[3] M. K. Chien and L. H. Shih, “An empirical study of the implementation of
green supply chain management practices in the electrical and electronic
industry and their relation to organizational performances,” Int. J. Environ.
Sci. Technol., vol. 4, no. 3, pp. 383–394, 2007, [Online]. Available:
http://search.proquest.com/docview/14831611?accountid=12217.
[4] M. J. Lighthill and G. B. Whitham, “On kinematic waves II. A theory of
traffic flow on long crowded roads,” Proc. R. Soc. London. Ser. A. Math.
Phys. Sci., vol. 229, no. 1178, pp. 317–345, 1955, doi:
10.1098/rspa.1955.0089.
[5] P. I. Richards, “Shock Waves on the Highway,” Oper. Res., vol. 4, no. 1, pp.
42–51, 1956, doi: 10.1287/opre.4.1.42.
[6] B. Greenshield, “A study of capacity,” Proc. Highw. Res. Board, vol. 14, pp.
967–976, 1935.
[7] A. Ali, L. S. Andallah, and Z. Hossain, “Numerical Solution of a Fluid
Dynamic Traffic Flow Model Associated with a Constant Rate Inflow,” Am.

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 The University of Lahore, Islamabad
Department of Civil Engineering
J. Comput. Appl. Math. 2015, 5(1) 18-26 DOI 10.5923/j.ajcam.20150501.04,
vol. 5, no. 1, pp. 18–26, 2015, doi: 10.5923/j.ajcam.20150501.04.
[8] I. M. Pour and H. Nassiri, “A macroscopic traffic flow model that includes
driver sensitivity to the number of free spaces ahead,” Transp. B, vol. 0566,
no. 2002, pp. 1–17, 2017, doi: 10.1080/21680566.2017.1377647.
[9] R. Herman and I. Prigogine, “A two-fluid approach to town traffic,” Science
(80-. )., vol. 204, no. 4389, pp. 148–151, 1979, doi:
10.1126/science.204.4389.148.
[10] Z. Zhu and T. Wu, “Two-phase fluids model for freeway traffic flow and its
application to simulate evolution of solitons in traffic,” J. Transp. Eng., vol.
129, no. 1, pp. 51–56, 2003, doi: 10.1061/(ASCE)0733-
947X(2003)129:1(51).