GRD Journals- Global Research and Development Journal for Engineering | Volume 1 | Issue 9 | August 2016 ISSN: 2455-5703
Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software Ramkrishna P Jagali M. Tech Student (Transportation Engineering) Department of Civil Engineering RITM, Bengaluru, India
Mr. Rahul L Kadam Assistant Professor Department of Civil Engineering RITM, Bengaluru, India
Abstract Urban advancement is a noteworthy issue in metropolitan domains in the country, with enormous impact on economy, travel conduct, land utilize, and purpose behind uneasiness for some drivers. Bangalore today is a standout among the most taken care of urban communities in the country with the great improvement in the IT business and the increase in the amount of openings for work in the city. With the expansion in populace, there is a relating increase in number of vehicles in the city and enormous increment in the interest in area. In Bangalore there is a problem in extension for streets development and the need to utilize existing streets for smooth development of vehicles. These problems get to be compulsory for the organization to assure better parking facilities. Due to increase in the traffic, the waiting time at the signalized intersections increases. In order to minimize the waiting time, the PTV Vissim software is used and models were developed and proposals were made. Keywords- Traffic volume, Traffic queue, Queue length, Queue delay, Signalized intersection, PTV Vissim
I. INTRODUCTION The growth in urban traffic has been recognized as serious problem in metropolitan areas in the country, with significant effect on economy, travel behavior, land use and cause of discomfort for millions of motorists. Bangalore today is obviously one of the most sought after cities in the country what with the rapid growth in the IT industry and the rise in the number of job opportunities in the city. With the rising population there is also a corresponding increase in number of vehicles in the city and huge increase in the demand in land. What adds to the traffic pressure in Bangalore in particular is that there is very little scope for expansion of roads and the need to use existing roads for smooth movement of vehicles is even more pronounced. It thus becomes mandatory for the administration to ensure better parking facilities. So far, the government and the BBMP have not taken this issue seriously and now the situation is such that it needs to be addressed seriously and effectively. According to BTRAC-2010 website rapid population growth because of IT and other associated industries in Bangalore has led to an increase in the vehicular population to about 1.5 million, with an annual growth rate of 7-10%.With the increase in population and the expansion of the city, the problem of connectivity of the populace has arisen. Quite obviously personalized modes of transport have grown at a tremendous rate and two wheelers along with the cars almost comprise 90% of the total registered vehicular population in the city. Two wheelers constitute more than 70% of the total volume, while cars comprise 15%, autos 4% and the remaining 8% includes other vehicles such as buses, vans and tempos.
II. OBJECTIVES OF THE STUDY
To measure the degree of significance of typical behavior of Indian drivers and effect of heterogeneous traffic conditions on Intersection control delays To Understand the driver behavior by measuring the Discharge speed in the field To Understand the effect of heterogeneous traffic on saturation flow by measuring the proportion of classified vehicles (volume count) and their effect on control delays To measure saturation flow of the approaches. To obtain the PCU values at selected intersections. To compare the delays obtained using micro simulation software, VISSIM with the observed field delays. Finally to establish correlation between traffic heterogeneity with saturation flow.
III. STUDY AREA CHARACTERISTICS Numbers of intersections were selected in Bangalore City, for the analysis. All intersections selected are actuated signals. The intersections are selected considering the intersection geometry and accessibility of higher structures near the intersection. Since
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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software (GRDJE/ Volume 1 / Issue 9 / 003)
the goal of the study is to find the influence of the driver behaviour and heterogeneous traffic at intersections are so selected to reduce the influence of other associated factors. Henceforth an intersection with uniform geometrical standards with minimum gradient excluding bus bays and parking bays. Initially 4 intersections were selected by observing the intersections through surveillance camera monitoring station at Traffic Management Centre of BTRAC. Initial survey like width and gradients of road and parking and bus bays position was performed at these 4 intersections. And finally two intersections were selected for the study. Following are the intersections selected for the study; Vijayanagar TTMC Intersection – 5 legged intersection Attiguppe Metro Station Intersection – intersection
IV. DATA COLLECTION Video camera was used to do the classified traffic volume count on the field. Video based method minimizes the human errors and overcomes the difficulties in collecting traffic information. The video camera takes continuous picture of the traffic and pictures are recorded on videotape. The disadvantage of video technique is the large amount of time and effort needed for data extraction.
V. DATA ANALYSIS Intersection
Vijayanagar TTMC Intersection
Attiguppe Metro Station
Table 1: Geometric and signal cycle details Study Approaches Width of lane (m) From Vijayanagar 7.5
Cycle time (sec) 167
Green time (sec) 45
From Attiguppe Metro Station
7.5
167
35
From RPC Layout
6.0
167
20
From Marenahalli From TTMC
6.0 7.0
167 167
25 27
From Vijayanagar
7.5
120
40
From Deepanjalinagar From Chandra Layout
7.5 7.0
120 120
40 95
Table 1 gives the geometric and signal cycle details of both the intersections. Table 2 gives average saturation flow in vehicles per hour at the eight lane groups of two intersections. Traffic volume is analysed on the basis of lane width and henceforth, the vehicle counting method is implemented. Saturation flow is calculated for different saturation periods and then average is taken. Methodology adapted to measure field saturation flow is taken from HCM 2000 Manual. Intersection
Vijayanagar TTMC intersection
Attiguppe Metro Station intersection
Table 2: Saturation flow and measured flow Lane Group Saturation Flow in veh/hr
Volume in veh/hr
From Vijayanagar
3196
3292
From Attiguppe Metro Station From RPC Layout From Marenahalli From TTMC
3196 2604 2692 104
3256 525 527 76
From Vijayanagar
2966
2611
From Deepanjalinagar From Chandra Layout
2978 2890
2649 2150
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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software (GRDJE/ Volume 1 / Issue 9 / 003)
VI. VISSIM SIMULATION RESULTS A. Vijayanagar TTMC intersection
Fig. 1: Vijayanagar TTMC Intersection
The figure 1 shows existing and proposed road network of Vijayanagar TTMC intersection. One lane of 3.5m with 5.5m elevation is added to chord road on either side of the existing road as a proposal to give a free movement for straight going traffic.
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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software (GRDJE/ Volume 1 / Issue 9 / 003)
B. Attiguppe Metro Station Intersection
Fig. 2: Attiguppe Metro Station Intersections
The figure 2 shows existing and proposed road network of Attiguppe Metro Station intersection. One lane of chord road is elevated for through traffic near the intersection as a proposal in order to avoid the signal phase and to give free movement for straight going traffic. Table 3: Calculated PCU Values Vehicle Types
Mean speed Vs in kmph
Vs/Vi
As/Ai
PCU
PCU
Car
41.43
1
1
1
1
2W
35.04
1.1823
4.4916
0.2632
0.3
Truck Bus LCV
37.78 38.94 33.47
1.0966 1.0639 1.2378
0.3059 0.2178 0.4207
3.5848 4.8834 2.9418
3.6 4.9 2.9
Auto Cycle
32.56 13.32
1.2724 3.1103
1.2031 6.3411
1.0575 0.4905
1.1 0.5
Mini Bus
35.23
1.1759
0.3310
3.5519
3.6
Table 3 gives PCU values of different category of vehicles. PCU values are used to convert all the vehicles into one standard vehicle i.e., car. The projected area of the different category of vehicles was measured. The mean speeds of the vehicles were measured using stop watch method. Then the PCU values estimated using these data.
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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software (GRDJE/ Volume 1 / Issue 9 / 003)
Table 4: Vijayanagar TTMC Intersection - Queue delay results For Existing condition For Proposed condition Data Collection Distance in Length in Count Acceleration Queue Delay Speed in Queue Delay Speed in Measurement m m in sec kmph in sec kmph 1 Marenahalli- Lane1 0.11 527.08 4.42 442.36 38.07 146.92 36.41 1 Marenahalli- Lane2 0.09 544.66 2.96 423.81 38.73 138.85 36.59 1 RPC Layout- Lane1 0.15 473.04 7.86 226.22 42.76 161.51 38.22 1 RPC Layout- Lane2 0.13 539.98 3.68 357.51 38.56 188.34 38.36 1 Vijayanagar- Lane1 0.54 758.84 5.83 278.48 38.21 127.72 36.36 1 Vijayanagar- Lane2 0.42 784.80 3.02 346.43 34.07 182.90 32.84 1 Attiguppe- Lane1 0.40 735.95 2.83 429.81 34.99 166.49 36.02 1 Attiguppe- Lane2 0.60 771.38 3.93 467.33 35.98 213.35 36.17 Table 5: Attiguppe Metro Station Intersection - Queue delay results For Existing condition For Proposed condition Data Collection Distance in Length in Count Acceleration Queue Delay Speed in Queue Delay Speed in Measurement m m in sec kmph in sec kmph 1 Chandra Layout- Lane1 0.593372 538.84 2.67 171.84 32.00 173.46 31.99 1 Chandra Layout- Lane2 0.534684 493.54 2.64 168.14 31.88 166.52 31.85 1 Deepanjalinagar- Lane1 0.515374 499.46 2.81 153.93 32.46 153.05 32.49 1 Deepanjalinagar- Lane2 0.529792 659.03 2.91 180.59 32.15 0.01 46.47 1 Vijayanagar- Lane1 0.511549 665.40 2.55 172.77 32.04 0.24 32.04 1 Vijayanagar- Lane2 0.5496 528.42 2.98 163.71 31.49 161.48 31.49 Table 6: Vijayanagar TTMC Intersection – Queue length results For Existing condition For Proposed condition Count Queue Counter Queue Length in m Queue Length Max in m Queue Length in m Queue Length Max in m 1 Attiguppe road 314.09 355.49 54.49 161.68 1 Vijayanagar road 424.71 476.63 118.63 255.48 1 TTMC road 54.57 152.22 12.95 67.69 Table 7: Attiguppe Metro Station Intersection – Queue length results For Existing condition For Proposed condition Count Queue Counter Queue Length in m Queue Length Max in m Queue Length in m Queue Length Max in m 1 Vijayanagar road 258.68 316.03 0.23 74.39 1 Deepanjalinagar road 284.96 342.69 0.00 0.00 Table 8: Vijayanagar TTMC Intersection Existing – Travel time results For Existing condition For Proposed condition Count Distance (m) Distance (m) Travel Time (sec) Speed (m/s) Travel Time (sec) Speed (m/s) 1 Attiguppe before intersection 343.13 435.40 0.79 135.21 2.54 1 Attiguppe after intersection 465.06 76.79 6.06 67.66 6.90 1 Vijayanagar Before intersection 466.52 603.85 0.77 311.89 1.49 1 Vijayanagar after intersection 345.12 53.22 6.49 45.71 7.55 Table 9: Attiguppe Metro Station Intersection – Travel time results For Existing condition For Proposed condition Count Distance (m) Distance Travel Time (sec) Speed (m/s) Travel Time (sec) Speed (m/s) 1 Deepanjalinagar before intersection 303.61 229.43 1.32 66.53 4.56 1 Deepanjalinagar after intersection 332.73 57.88 5.75 60.95 5.46 1 Vijayanagar before intersection 331.09 244.14 1.36 37.40 8.85 1 Vijayanagar after intersection 302.90 52.41 5.78 33.04 9.17
In Tables 4, 5, 6, 7, 8and 9, the simulation results of existing and proposal condition are compared. The queue delay and queue length are decreased after proposing the elevated through lanes for both intersections.
VII. CONCLUSIONS
The PCU values computed re-establishes the fact that was emphasised by Gopal R Patil et.al (2007) unified passenger car unit concept for different vehicles don’t hold for the heterogeneous traffic situation. The result also reveals that, the PCU by asynchronous regression is not generally unbiased. The field delay measured shows that all the approaches considered for the present study have a level of service F. The v/c ratios of the approaches are also less than one and good progression is observed during green cycle. The field delay measured shows that all the approaches considered for the present study have a level of service B. The v/c ratios of the approaches are also less than one and good progression is observed during green cycle. Queue delay, Queue length and Travel time have been reduced and level of service also increased from F to B. Calibrated VISSIM model gives the absolute error to be minimum varying between 14 to 9 sec./veh, and hence it is assumed that it represents actual field conditions. When the vehicular movement was made to follow lane discipline keeping all the
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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software (GRDJE/ Volume 1 / Issue 9 / 003)
other input parameters the same it was observed that VISSIM overestimated the field delay by almost 45 to 47%. This emphasis the need for incorporating lane discipline parameters in delay estimation models.
VIII.FUTURE SCOPE
Keeping in view the above results obtained the same study can be extended to more intersections and analysed likewise Calibration for the car following parameters in VISSIM which were taken from the previous studies can be done and the results could be incorporated. The discharge speed should be considered for the whole queue length in order to conclude on the effect of position of vehicle on discharge speed. A detail study of various types of intersection can be done and a delay model can be developed considering the parameters affecting delay discussed in the current study which suits the local condition.
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