[1]

Pedestrian Flow Analysis at Uncontrolled intersection - A Case

Study
Nitin Nathani1, Dr.Pinakin N. Patel2, Dr. L. B. Zala3, Amit A. Amin4 1P.G.
Student, Birla Vishvakarma Mahavidhyalaya, Anand, India
2AssistantProfessor, Department of Civil Engineering, Birla Vishvakarma
Vidhyalaya, 3Professor and Head, Department of Civil Engineering, Birla
Vishvakarma Vidhyalaya, 4AssistantProfessor, Department of Civil
Engineering, Birla Vishvakarma Vidhyalaya.
II. LITERATURE REVIEW
Level of service is a quality pointer that describes operational conditions
within a traffic stream, typically in terms of speed and travel time,
maneuverability, traffic disruptions, and comfort and convenience. Level of
service rating given from A to F. LOS A means minor pedestrian flow and
LOS F means crowding. evaluate a pedestrian level of service along
sidewalks and at an intersection portion using conjoint analysis. collected
a pedestrian data to evaluate a pedestrian crosswalk level of service and
find a quality of service of crossing facilities. examine the perceived LOS of
two connected pedestrian streets. studied on pedestrian flow at peak hour
in Dakor city and result was compared with the international standards.
study on pedestrian safety and comfort in the road side environment and
give design for effectiveness improvement. carried present existing
pedestrian level of service methods and to compare their theoretical
underpinnings and performance. PLOS methods have been developed in a
variety of ways however the analysis of the methods discussed suggests
the need for substantial improvements in analysis procedures. selected
two important cities Bhubaneswar and Rourkela of Odisha state in India.
Different LOS values based on pedestrian space, flow rate, speed of
pedestrian and volume to capacity (v/c) ratio are defined from clustering
analysis method which gives numeric ranges for LOS categories. By using
AP cluster analysis, ranges of parameters for six pedestrian levels of
service categories i.e. A, B, C, D, E and F are defined for off-street walking
facilities in Indian context. Also qualitative study can be done for defining
PLOS categories and relationship between qualitative and quantitative study
need to be establish. IRC-103:2012 specifies the provision of pedestrian
crosswalks at all important intersections and at locations where substantial
conflict exist between vehicular and pedestrian movements. It describes
that wherever possible; crosswalks should be at right angles to the
carriageway and properly marked so that pedestrians are subjected to
minimum inconvenience. Also, crosswalks should not increase walk distance
of pedestrians.
[2]
Measuring the Influences and Impacts of Signalized Intersection
Delay Reduction on the Fuel Consumption, Operation Cost and
Exhaust Emissions
Of fuel efficiency policies to improve fuel efficiency is proved. Regarding the
pricing policy, it was Shamil Ahmed Flamarz Al-Arkawazi a * aBuilding and
Construction Engineering Department, University of Garmian, Kalar City,
Sulaimaniya Governorate, Iraq. Received 21 February 2018; Accepted 30 March
2018

Literature Review
In this section, the energy consumption and gas emissions related to road
transport systems and traffic operation latest and newest studies are
summarized, in order to focus on the works done in this field, to
determine which parts of this field is in need for more works and efforts
and what targets should be achieved and accomplished. The effect of
endogenous road capacity on fuel consumption, exhaust emission and the
empirical estimate a simultaneous equations system of the road traffic
demand, fuel consumption, exhaust emission, in term of an increase in
road accessibility and traffic demand, exogenous efficiency policies and
technological progress, in term of an increase in fuel efficiency is analyzed
using the annual data of 1985 to 2013. The transmission mechanism of
effects caused by road capacity and fuel efficiency policies is discussed.
The traffic demand fuel efficiency further than the previous studies
estimated. It was found that the fuel efficiency and traffic demand in
China are larger than most studies of the United States and the
effectiveness found that high price of new cars cannot restrain Chinese
demand for cars currently, and rising fuel price did not encourage people
to purchase energy-saving vehicles in China [15]. A new mechanical model
proposed for vehicle fuel consumption and carbon dioxide (CO2) emissions
considering different types of vehicles and their different features, two
engine types or models (gasoline and diesel), different types of roads, a
range of renewable and non-renewable fuels and wind effect, in order to
investigate the effectiveness of new parameters such as driving style,
temperature, fuel efficiency and asphalt efficiency. The proposed model is
based on top to down mechanical model which has five parts including
the energy consumed due to acceleration, loss of gravity, aerodynamic
resistance, rolling resistance and cornering losses. Furthermore , the
proposed model investigates three types of tolling systems. The validity of
this model is also checked and examined by analyzing the parameters in
the range of (-10%, +10%) and correlation coefficients between the new
parameters and five parts of the mechanical model. The results indicated
that: (10%) improvement in driving style in cars reduces (8.81%) of fuel
consumption; cold and warm temperature ranges increase fuel consumption
by (5.57%) and (1.71%), respectively; the Portland Cement Concrete type of
asphalt has (6.21%) less fuel efficiency than Asphalt Concrete type; and,
the fuel consumption of car using gasoline fuel is 6.84 times higher than
bio diesel fuel. The results showed that the fuel consumption and carbon
dioxide emission rates increase as move from free flow system to
electronic tolling system, and then ,to the traditional tolling one.
Moreover, the fuel consumption in the electronic tolling system for every
fuel is twice less than the amount obtained in the traditional tolling
system [16]
. The novelty of this study is focusing a spotlight on the relation between
the delay reduction at signalized intersections and fuel consumption,
operation cost and exhaust emissions, which is clearly not given enough
or appropriate attention by the transportation researchers, although the
signalized intersections are very critical elements of the city traffic
network.
 Measuring the influences and impacts of signalized intersection delay
reduction on the fuel consumption, operation cost and exhaust emissions
can be achieved by applying the following steps:
Performance evaluation for the selected signalized intersections through a
simulation run using SIDRA 5.1 traffic software to calculate the intersection
delay, fuel consumption, operation cost, emissions and other important
performance indicators for the existing intersections conditions.
As a scenario of improving operation performance and reducing the
signalized intersection delay, a signal timingoptimization run will be applied
on the selected signalized intersections using SIDRA 5.1 traffic software.
Measure and calculate the influences and impacts of intersection delay
reduction resulted from the signal timing optimization on the fuel consumption,
operation cost, and emissions.
[3]
Determination of Delay at Signalized Intersection: A Case Study
Mohd Amin Shafii1, Chai Shien Qin1, Eunice Chia Mei Ling2, Ekarizan Shaffie3
Centre of Infrastructure Geo-Hazards and Sustainable Materials (IGSM), Faculty
of Engineering and the Built Environment, SEGi University Kota Damansara,
Petaling Jaya, Selangor Darul Ehsan, Malaysia1 Centre of Building and Resilient
Development (CeBSD), Faculty of Engineering and the Built Environment, SEGi
University Kota Damansara, Petaling Jaya, Selangor Darul Ehsan, Malaysia2
Institute of Infrastructure Engineering and Sustainable Management (IIESM),
Faculty of Civil Engineering, Universiti Teknologi MARA, Shah Alam, Selangor
Darul Ehsan, Malaysia3
Literature Review
Evaluation of traffic performance is important for the planning, design,
maintenance, rehabilitation and operation of road. Therefore, various countries
in the world have their own standard of guidelines and methodologies to
conduct the traffic performance evaluation. In fact, LOS is widely used to
describe and illustrate the traffic condition for the existing or under current
traffic project. For signalized intersection, Highway Capacity Manual defined LOS
as a function of the average vehicle delay [8]. It can be quantified in many ways
such as stopped time delay, approach delay, travel time delay, time-in-queue
delay and control delay. These delay measures are different in function which
depending on the actual traffic condition of the study area. Many models for
delay estimation are published by including some assumptions and other
components of delay. Basically, all models can be classified into deterministic
queuing model, shock wave delay model, steady-state stochastic model and
time-dependent model [9]. F. V. Webster developed a very first model by using
deterministic queuing theory. This model is assuming the random arrival and
departure headway at intersection to determine the average delay [10]. In fact,
some models were proposed before F. V. Webster but not applicable as the
stochastic arrival is failed to be considered in calculation. Webster’s model is
including the delay randomness based on Poisson arrival assumption [10].
Stopped delay was becoming a common measurement in the late of 20th
century to assess the performance at signalized intersection. It can be used to
estimate the performance under or over saturated condition and improves the
accuracy of time-dependent model [11]. However, overall delay as known as
total delay was started to be used by the researches to determine the LOS. They
tried to compare overall delay with thestopped delay and obtained the
conversion factor for direct converting the stopped delay to overall delay.
Overall delay can be defined as the difference between expected time taken
with desire cruising speed and the actual time taken for crossing an intersection.
However, stopped delay is the time for a vehicle stops at an intersection
approach. Based on research, stopped delay was easier to be measured but
overall delay able to reflect better the efficiency of traffic signal [12]. The model
developed by Texas Transportation Institute (TTI) for modelling stopped delay
was used to improve the stopped delay estimation model and compare with
stop flow model when the relationship between stopped and overall delay was
found to be complicated under platooned arrival conditions. However, this
research concluded the attempting to improve TTI formula was unsuccessful by
using empirical coefficient due to the complex nature of the delay ratio
relationship. Another research had provided a research on reviewing
theoretical delay estimation models for fixed-time and vehicle-actuated
intersection controls [11]. They had classified the theoretical delay estimation
models by their evolution into three stages. Description and function for every
model was clearly stated and compared in their research. By understanding the
histories and backgrounds of all delay models through this research, a proper
and accurate delay estimation model can be chosen to evaluate the traffic
performance of selected intersection. They also concluded several aspects still
required to be investigated for delay estimation models such as extreme
weather conditions, queue spillback, storage bay block, upstream signal control
and downstream intersection delay.
[4]
Vehicle Characteristics and Roadway Level of Service of Industrial
Zone: A Typical Example of Gazipur Chowrasta Intersection
Mohammad Kabir Hossain, Md. Tawkir Ahmed and Md. Rakibul Islam* –
Literature review
Different researches have been conducted to evaluate traffic flow
characteristics and traffic performance at urban signalized intersections.
Rengaraju and Rao [15] identified suitable probability distribution models
for vehicle arrivals at uncontrolled intersections under mixed traffic
conditions. Gartner and Peter [16] analyzed arterials throughput and travels
times using cellular automata micro-simulation model and they established
a relationship between traffic flow, density, and offsets for signalized
arterials. They tried to find out physical reason for traffic congestion and
made a relation between them. Weng, Tan, Yao, and Huang [17] measured
the traffic flow characteristics and developed a short time prediction model
for urban intersections. On the other hand, ] proposed two-dimensional
car-following model to represent mixed traffic flow consisting of motorized
vehicles and non-motorized vehicles at an unsignalized intersection.
Pandian, Gokhale, and Ghoshal [19] examined the impact of traffic, vehicle,
and roadcharacteristics near intersection on vehicular emissions to
understand the relationship between emissions and the most likely
influencing and measurable characteristics. Furthermore, Gokhale [20]
assessed the impacts of traffic dynamics and meteorology on the levels and
locations of higher concentrations of pollutant CO, NO2 , and PM within the
influence of signalized traffic intersection and a conventional two-lane
roundabout in a response to varying flow conditions and emissions
resulted from the traffic operations. In addition to that, Xin et al. [21]
developed an automatic processing framework on traffic flow characteristics
analysis and understanding the traffic state at the urban road intersections
using raw vehicle motion trajectories data. Atomode [22] assessed traffic
volume, traffic composition, delay characteristics at different urban road
intersections in Ilorin, Nigeria. He also identified unawareness of traffic law
and regulation, and inadequate road maintenance facility as the reasons for
traffic delay at intersections. From the context of developing countries, et
al. [23] measured the level of service at three un-signalized intersections of
Rajshahi in Bangladesh using two different methods i.e., v/c and Peak
Hour Factor (PHF). They found that Auto rickshaw, easy bike, and
Rickshaw are the dominant vehicles in Monicottor, Vodra, and Laxmipur
intersection. They recommend that separate lane should be provided for
auto rickshaw and bicycle. They found various irregularities for Rajshahi
city road intersection like unaware of traffic rules both driver and
passengers as well as pedestrian, massive hazardous effect in uncontrolled
road intersection. Unfortunately, to the best knowledge of the authors, no
comprehensive study has been done yet to assess the vehicle composition in
Gazipur city, the industrial hub of Bangladesh, especially at GCI. Hence, the
present study aims to determine the vehicle composition and LOS at GCI,
and also looks into for the solution to ameliorate the current congested
situation.
[5]
Development of Relationship Between Saturation Flow Capacity of
Road Midblock Section of urban A Case Study of Ahmedabad City
III. LITERATURE REVIEW
Sarna and Malhotra (1967)[1] developed the relationship between the
saturation flow and the approach road width at signalized intersection. The
Effect of approach volume and increasing percentage of bicycles on the
saturation flow has been studied. Highway Capacity Manual (2000) [2]
suggested the model for determining saturation flow considering base
saturation flow rate, no of lanes in a lane group, adjustment factor for lane
width, heavy vehicles, approach grade, parking activity, blocking effect of buses,
area type, lane utilization, left turn, right turn, pedestrian adjustment factor etc.
Webster (1958)[3] suggested the model for estimation of saturation flow
considering road width. [4] modified the model for estimating saturation flow.
Chandra (1994) [5] also modified the model for estimating of saturation flow.
(2012)[6] developed the relationship between saturation flow and width of
road, traffic composition of various categories of vehicles. The developed
models are statistically validated. (2003)[7] studied the effect of lane width on
capacity under mixed traffic conditions. The effect of carriage way width on
Passenger Car Unit (PCU) values of various categories of vehicles was analyzed.
The relationships were derived between capacity and carriage way width. The
adjustment factors were determined for estimating capacity of road. In this
study, it was concluded that the capacity increases with increment of width of
carriageway. Satish Chandra (2004)[8] carried out research on effect of road
roughness on capacity of two-lane roads of National Highways and State
Highways of India. The data of speed and volume were collected for free flow
speed of highways. He analyzed effect of road roughness of selected stretches.
The study showed that free flow speed of a vehicle decreases with the
roughness of the road surface. S. Velmurugan et al (2010)[9] determined
capacity of multilane high speed corridors for heterogeneous traffic condition
using the traditional and microscopic models. In this study, speed-flow
equations and roadway capacities were critically evaluated. Ahmed Munawar
(2011)[10] conducted various experiments for determination of capacity of
urban road for Yogyakarta city. It was concluded that side friction is responsible
factor for reduction of capacity. Hashim Ibrahim Hassan et al (2012)[11] studied
on capacity loss due to effect of highway geometric. It was observed that
capacity is reduced at curve due to reduction of speed and increases the spacing
between the vehicles. Patel Chirag et al (2013)[12] estimated field capacity and
level of service for urban arterial road for heterogeneous traffic condition for six
lane divided road. The speed – flow relationship was developed for Surat city of
Gujarat state of India. The field capacity for the six lane roads was determined
and compared with recommended values given by Indian Road Congress (IRC).
Raval & Gundaliya (2017)]13] developed the models for estimating capacity of
urban arterial rods. The observed capacity and capacity suggested by IRC : 106 –
1990 are compared. The observed capacity is 49 to 80% higher than the
capacity suggested by IRC: 106-1990. All developed models for estimating
capacity are statistically validated.
[6]
Estimation OF SATURATION FLOW AT SIGNALIZED INTERSECTION
UNDER MIXED TRAFFIC CONDITIONS

2. LITERATURE REVIEW Basic parameter used to determine capacity of the

intersection is saturation flow rate at signalized intersection. It is derived
based on the minimum headway that the lane group can sustain across
the stop line. The Transportation Research Board manual named US-HCM
2000, has derived a traffic model for the calculation of the saturation flow.
Which gives the result of 1900 pcu/hr of green time for single lane at
signalized intersection. It also has assigned some adjustment factors in the
calculation. In developing countries where mixed traffic is running, we
cannot use this HCM model directly because it has been developed for the
homogeneous traffic conditions. Model given by HCM 2000 to determine
saturation flow is listed below. Where S= saturation flow rate for single
lane (veh/s), so =base saturation rate for single rate (pcu/h/lane), N=
number of lanes, fw= adjustment factor for lane width, fHV = adjustment factor
for heavy vehicles in traffic stream, fg = adjustment factor for approach
grade, fp = adjustment factor for existence of a parking lane and parking
activity adjacent to lane group, fbb = adjustment factor for blocking effect
of local buses that stop within intersection area, fa = adjustment factor for
area type, flu = adjustment factor for lane utilization, flT = adjustment
factor for left-turn vehicle presence in a lane group, fRT = adjustment
factor for rightturn vehicle presence in a lane group, fLpb = pedestrian
adjustment factor for left-turn groups, and fRpb = pedestrian-bicycle
adjustment factor for right-turn groups. Indian Roads Congress has also
given the equation to calculate the saturation flow considering the factors
like heavy vehicles proportion, road width and turning vehicles proportion.
Which is validated at signalized intersection in Mumbai, India. Where S=
saturation flow rate for lane group (pcu/hr), w=width of the road. Only
valid for the 5.5m to 18m. Zhang Hui (2009) has conducted the study for
characteristics of traffic flow including motorized transport and non-
motorized transport. And described flow rate variations in mixed traffic flow
conditions. Statistical methods were also applied to analyze the flow rate
variations. Shengai (2011) has conducted the study to improve the capacity
of the intersection. And concluded that it can be increased by organizing
pedestrians and cyclists, by improving signal timings and drainages. Pinakin
Patel (2015) has carried out the survey to find the effect of mixed traffic
on saturation flow and passenger car unit. It includes the study of saturation
flow during saturated green time at signalized intersection. And concluded with
the discharge flow model for the mixed traffic conditions in Surat, India.
[7]
ESTIMATION OF MOTORCYCLE UNITS FOR MOTORCYCLE
DOMINATED TRAFFIC: A CASE STUDY OF AHMEDABAD
Keval Vyas L.J. Institute of Engineering and Technology Jaysil Patel L.J. Institute
of Engineering and Technology ABSTRACT J eel Anovadia L.J. Institute of
Engineering and Technology Sarthak Khamar L.J. Institute of Engineering and
Technology
LITERATURE REVIEW [4] In (2003) estimated the values of PCU for various
classes of vehicles in mixed traffic condition in India. Mean speed and
their respective projected area on ground were used in their model for
estimating PCU values. It was found that the values of PCU increase
linearly to the width of carriageway because narrow lanes do not provide
adequate margin of error and, therefore, speed of individual vehicles drop.
However, in this research, projected areas are static values and in actual
scenario, the area requirement by each vehicle on road depends on
several factors such as speed of subject vehicle, speed of surrounding
vehicle, driver characteristics etc. Cao et al. (2007) studied the impacts of
effective space on speed of various vehicles. Effective space approach is
used here instead of projected area to estimate MCU values more
dynamically. Relationship between speed and effective space for each class
of vehicle is established at three locations in Hanoi city, Vietnam.
Videography method was employed for data collection and SEV software
developed by Minh et al. (2005) was used for analyzing the collected data.
MCU values obtained were used to convert heterogeneous traffic stream in
homogeneous equivalent. Mean stream speed was calculated in km/hr to plot
speed-volume relationship. Multidisciplinary International Research Journal of
Gujarat Technological University ISSN: 2581-8880 Asaithambi and Mahesh
(2016) adopted the similar methodology for urban roads in India using
effective space approach. Study was conducted on mid-block sections of
four-lane divided urban roads in Chennai and Mangalore. The MCU values
were validated with previously developed methods. It is suggested that
these values can be used for speed-flow relationship, estimation of
highway capacity and formulating effective traffic control and management
measures. Cao and Sano (2012) published a paper for estimating MCU
values more accurately in mixed traffic flow considering the characteristics
of moving vehicles, such as velocity and effective space. Moreover, the
values obtained are more accurate because they are computed by taking
consideration of physical size of subject vehicles and surrounding
motorcycles. It was suggested that the effective space is affected by size
of subject vehicle and motorcycles on its left and right side, and hence it
is assumed that lateral width of subject vehicle is a function of lateral
width of motorcycles and the total physical size of subject vehicle and
motorcycles. Field data were collected in Hanoi city, Vietnam by videography.
In (2019) applied space occupancy method to determine PCU values for
Ongole city. To obtain the effective dimensions, the space headway of a
sample vehicle was added to its physical length for effective length;
however, to obtain effective width, a multiplication factor of 1.1 was
multiplied with the physical width. Distinct PCU values were calculated for
several speed ranges. Vyas et al. (2021) modified the effective area approach
to include the speed of adjacent motorcycles in the model to estimate
effective area for each sample. The final Motorcycle Equivalent Units
(MEUs) were suggested for Ahmedabad city based on data collected from
two mid-block sections. These equivalency factors were recommended, for
they were considered to be more accurate. Sai Kiran and Verma (2016)
reviewed various traffic studies with respect to its relevance to mixed
traffic flow as found in developing economies. The ways in which traffic
scenario in developing countries are different from developed countries are
acknowledged. The unsynchronised movement of vehicles, absence of lane
discipline, and variation in sizes and manoeuvring abilities in mixed traffic
is also ascertained. This paper aims to provide review of studies on
various mixed traffic characteristics in developing economies, identifying
limitations and suggest future scope for research. IRC: 106 (1990) published
by The Indian Road Congress is referred to study the guidelines for
capacity of urban roads in plain areas. PCU values are recommended in
Table-1 for various vehicle types found in mixed traffic condition in India.
[8]
Estimation of Delay and Fuel Loss during Idling of Vehicles at
Signalized Intersection in Ahmedabad
Ch.Ravi Sekhara * Pranoy Rajb, Purnima Paridac, S.Gangopadhyay

Literature Review

Delay at signalized intersections is associated with the time lost to a

vehicle and or driver because of the operation of the signal and the
geometric and traffic conditions present at the intersection. Delay in the
Highway Capacity Manual (HCM 2000) context is defined as the
difference between the travel time actually experienced and the
reference travel time that would result during ideal conditions; in the
absence of traffic control, in the absence of geometric delay, in the
absence of any incidents, and when there are no other vehicles on the
road. There are several different types of delay that can be measured at
an intersection, and each serves a different purposes in the transportation
engineering. The signalized intersection capacity and LOS (level of service)
estimation procedures are built around the concept of average control
delay per vehicle. Control delay is the portion of the total delay attributed
to traffic signal operation for signalized intersections. Control delay
(overall delay) can be categorized into deceleration delay, stopped delay
and acceleration delay. Stopped delay is easier to measure, while overall
delay reflects better the efficiency of traffic signal operation. Stopped
delay is defined as the delay incurred when a vehicle is fully
immobilized, while the delay incurred by a decelerating or accelerating
vehicle is categorized as deceleration and acceleration delay,
respectively. Various components of vehicular delay at signalized
intersection, including control delay used in the HCM, are shown in Fig.1
(Quiroga and Bullock, 1999). In HCM 2000, control delay is comprised of
initial deceleration delay, queue move-up time, stopped delay, and final
acceleration delay, though in earlier versions it included only stopped
 delay. From the figure 1, it is observed that several vehicles reaching the
intersection come to a complete stop. These vehicles need to stop either
as a consequence of their arrival during the red interval or during the
green interval when the queue of vehicles that had formed during the
previous red interval has not yet fully dissipated. While it is further
observed that the rest vehicles only experience deceleration and
acceleration delay, as these vehicles reach the intersection when all
previously queued vehicles have already started to move and therefore
only need to slow down to maintain a safe distance with the vehicles
ahead of them. . Fig. 1. Delay Terms at Signalized Intersection
Shipchandler et al. (2008) estimated the total quantity of emissions
produced from idling vehicles in the Chicago metropolitan area using
reasonable assumptions. It was done by developing an emission factor
and multiplying it with total number of vehicles and total idling time. Li et
al. (2009), an advanced driving alert system that provides traffic signal
status information to help drivers avoid hard braking at intersections,
defines a method for evaluating vehicle energy consumption and
emissions at intersections. According to the preliminary simulation study,
the savings on fuel consumption was as much as 8% and the reduction
of CO2 emissions can be around 7% for each vehicle when traffic was in
medium congestion (Velocity to Capacity is 0.7) under the current
settings.. Lim (2012-Duty Diesel Trucks and Commercially Available
Idlethat on average, a class-8 truck could emit 144 g/hr of NOX and 8224
g/hr of CO2, and could consume about 0.82 gal/hr of diesel fuel and the
use of idling reduction devices lessen the emissions and fuel
consumption.

[9]
Study of U-turn Followed by Left Turn Scheme as a New Concept
of Signalized Intersection : Case Study of Ahmedabad City Parth M.
Pande, Prof. Srinath Karli
Review of Literature Savage concentrated on the change of a five-path
roadway with a two-way left-turn path (TWLTL) to a UTLT crossing point
hall in Michigan and found a 20 to 50 percent expansion in the hallway
limit. A study by Stover registered CLVs for the convergence of two
sixpath blood vessel streets. The impacts of diverting left turns were
processed utilizing these volumes. The procurement of double left-turn
paths on all methodologies decreased CLVs by 12 percent contrasted with
giving single left-turn paths yet at the same time required multiphase
activity signal controls. The rerouting of left turns through directional
hybrids and their forbiddance at the primary convergence lessened CLVs by
17 percent. Maki analyzed the UTLT and the customary TWLTL on four-
path and six-path roads and found a 20 to 50 percent expansion in limit
(throughput) for the UTLT. Koepke et al. found that the directional hybrid
outline gave around 14 to 18 percent more limit than the customary
double left-turn path plan. The consequences of basic path volume (CLV)
investigations, in the wake of considering covering activity developments,
uncovered diminishments of around 7 to 17 percent in CLVs relying upon
the quantity of blood vessel paths (six or eight) and the movement blend.
Lower CLVs deciphered into higher activity stream limit at the crossing
point. Some of the situations where an UTLT intersection may be suitable
include the following:  If there are heavy through volumes and moderate
right-turn volumes on all approaches. If the right-turn approaches
volume/total approach volume is less than 0.2 on all intersection
approaches. If the righ-turning volume is less than 400veh/lane, and
opposing through volume is greater than 700veh/lane on two opposing
intersection approaches. If the v/c is greater than 0.8 on two opposing
intersection approaches. If the intersection is heavily congested with many
signal phase failures for through traffic.

[10]
Estimation of Saturation Flow Rates at Signalized Intersections

2. Literature Review Due to the importance of the queue discharge headways

and the saturation flow rates in intersection capacity estimation and traffic
control, researches have made great efforts to study the characteristics of
discharge headways and saturation flow rates. Li and
Prevedouros2appliedthreemethodologiestoanalyzethesaturationheadwaybased
onthe f ield data. It was revealed that when long queues are present, the typical
field measurement of saturation flow rate based on the first 12 vehicles is an
overestimate of saturation flow rate for through vehicles and an underestimate
of saturation flow rate for protected left-turning vehicles. Lu and Pern´ıa
3analyzed the differences of driving behavior among different driver age groups
based on collected data at signalized intersections. And the variation in
capacities with an increasing percentage of older drivers in the traffic stream
was modeled. It was found that the presence of older drivers significantly
reduced intersection capacity at all study sites because of their higher lost times
and lower saturation flow rates. Hung et al. 4performed one study on the
discharge headways at 26 sites of signalized intersections in Hong Kong. It is
concluded that discharge headway at different queue position follows the type I
extreme value distribution. Mei and Bullen 5analyzed the individual headways
distribution for drivers in a car-following state and it was indicated that the
lognormal distribution yielded a good fit for headways in busy traffic. Lin and
Thomas 7examined the queue discharge characteristics at three intersections on
Long Island, New York. It is found that queue discharge rates often kept rising
even after the 15th vehicle has entered the intersection. Jin et al. 8also found
that the distributions of the departure headways at each position in a queue
approximately follow a certain log-normal distribution. Joseph and Chang
10illustrated the field measurements of saturation flow headways and startup
lost times and found that they varies significantly ranging from 1.63 to 1.91s.
Long 11 indicated that traditional estimates of saturation flow rates have been
challenged by field observations, and that large variations in saturation flow
measurements have cast doubt on the presumptionthatthebasesaturation
flowrateiseitherstable oraconstant value. Rahman et al. 12developed a new
procedure for determining the saturation flow rates at signalized intersections
and they concluded that the procedure as discussed in the HCM 1would
overestimate saturation flow rates for some approaches and underestimate
them for the other approaches based on the field data. Shao et al. 13reported
some findings on the saturation f low rates at signalized intersections in China.
It is shown that the average headway is about 2.03s and the standard error is
from 0.40s to 0.90s. Sharma et al. 14studied queueDiscrete Dynamics in Nature
and Society 3 discharge characteristics at signalized intersections under
heterogeneous traffic conditions and the effect of a countdown timer on the
headway distribution. The results indicated that the accepted headway
distribution is followed when there is no timer. From the efforts of these
researches, it can be concluded that the queue discharge headway is not
constant due to various factors and that the effect of headway variations on the
estimation of saturation flow rate should be considered.
[11]
Conference on Transport Research - WCTR 2016 Shanghai. 10-15
July 2016 Development of Saturation Flow Model at Signalized
Intersection for Heterogeneous Traffic
Literature Review Researchers who have worked in the area of heterogeneous
traffic condition defined PCU in different forms. PCU value depends on the
factors such as vehicle characteristics, roadway characteristics, environmental
conditions, climatic conditions, control conditions etc. In India, many
researchers/ organisations have worked out the PCU values at urban as well as
for rural roads and intersections. Indian Roads Congress Special Publications
(IRC SP: 41 [9]) design of at-grade signalized intersections in rural and urban
areas, had recommended PCU values for two wheeler as 0.3, three wheeler as
0.4 and bus / truck as 2.8 for conversion of different vehicle types into
equivalent PCUs. Dynamic PCU model concept developed by Chandra and
Sikdar [7] considered the intersection clearing speed of each category of
vehicles. Arasan and Jagadeesh [3] estimated the PCU for different categories of
vehicles using the multiple linear regression procedure, where the saturated
green time was regressed against the number of each category of vehicles
crossing the stop line, during the green time, assuming a linear relationship
between the variables. PCU values obtained were for bus in the range of 2.11 to
2.83, for two wheeler 0.30 to 0.38 and for three wheeler 0.58 to 0.64. Vien et al.
[15] had developed a statistical approach of headway ratio method for finding
the PCU values of different vehicles at signalised intersections with respect to
Malaysian traffic conditions. Rahman et al. [14] presented a procedure for
estimating PCE of rickshaws and auto rickshaws at signalised intersections and
suggested that the PCE values for rickshaws and auto rickshaws varies from 0.75
to 1.0 and 0.35 to 1.0 respectively depending on the proportion of vehicles in
mixed traffic flow. Patil et al. [11] studied the influence of area type in the PCU
values and estimated that the PCU for two wheeler ranges from 0.09 to 1.23,
three wheeler from 0.23 to 6.14 and that of bus from 1.02 to 3.78. Based on the
above referenced literature, it is evident that only few works have been
accomplished towards the determination of the PCU values of vehicles
pertaining to the signalised intersections under the heterogeneous traffic
conditions prevailing in the developing economies like India. Therefore, there is
an urgent to establish a dynamic PCU model at signalised intersection by
considering various factors during saturation and non- saturation traffic flow
conditions prevailing on Indian urban roads. Accordingly, this task was
undertaken under the CSIR sponsored Supra Institutional Network Project
(SINP) Project titled, “Development of Indian Highway Capacity Manual for
Indian Traffic Conditions”.
[12]
Investigation of Saturation Flow on Shared Right-Turn Lane at
Signalized Intersections Peng Chen, Hongsheng Qi, and Jian Sun
Literature review For the SFR analysis of signalized intersections that consist of
shared right-turn lanes, the HCM uses a set of adjustment factors to estimate
the shared right-turn SFR based on the ideal SFR of through traffic (1). All the
adjustment factors related to the shared right-turn SFR are shown in Equation 1:
The analytical model for fRpb, describing the interactions of right turners and
pedestrians, uses a conflict zone occupancy approach (5, 6). It is applied to
estimate the average pedestrian and bicycle occupancy at the conflict zone,
respectively, and then determinesthe relevant occupancy by combining the
effects of pedestrians and bicycles. However, it does not differentiate between
occupancy changes and their effects on the SFR of turning vehicles (7). Akcelik
suggested that the saturation flow adjustment factors estimated for a shared
lane under one set of conditions are unlikely to be applicable under
another set of conditions (8). Substantial differences in capacity and
performance predictions result from simplifying assumptions used to derive
turn equivalents or adjustment factors. Previous studies suggest that the SFRs
of shared lanes at signalized intersections may bear larger fluctuations than
through lanes. Existing models, primarily consisting of adjustment factor
approaches, are inadequate for the SFR estimations of shared lanes under
complex discharge patterns. This paper focuses on investigating the SFR of a
shared right-turn lane and develops an analytical procedure with which to
model the effects of right-turning and through traffic interaction as well as right
turners versus pedestrian flow conflict on the SFR performance. The rest of the
paper is organized as follows. From observed field data, the discharge
headways on shared lanes are extracted, which characterizes the distinct stages
of shared traffic departures. Then, analytical models are developed for the SFR
estimation at each stage. Next, a case study is conducted to make comparisons
between observed SFRs and the estimates produced by the proposed model and
the HCM (1). Furthermore, a sensitivity analysis is conducted to gain an
understanding of the effects of various influencing factors on the shared right-
turn SFR. Finally, conclusions are drawn and recommendations for future work
provided.
[13]
Saturation Flow Rate and Start-up Lost Time of Dual-left Lanes at
Signalized Intersection in Rainy Weather Condition
Literature review Saturation headway and start-up lost time are two key
parameters in intersection design and control. They are also hard to precisely
determine in reality because of many influence factors. As environment
condition as concerned, previous studies at home and abroad provided several
observation results about saturation flow rate and start-up lost time under
rainy weather or wet pavement condition, only caused by rainfall events.
However, most of those results are based on the through lane traffic operation
data of intersections. Chi-Hyun and Keechoo (1998) concluded that rain
resulted in 4-13% decline of intersection saturation flow rate compared to dry
weather flow rate. Martin & Perrin (2000) maintained that the average
saturation flow rate under rainy weather would reduce by 6%, and different
precipitation levels would cause different decline rate. The rain, usually along
with wet pavement condition, seemed to have little impact on start-up lost
time, as the 35 samples indicated that the average lost time changed from 2.0
seconds to 2.1 seconds in their study. That means, the average start-up lost
time increased by 5% in rainy weather and wet pavement condition. Adel and
Seli (2004) collected and processed traffic flow data in Burlington, Vermont
during 2002~2003 and 2003~2004 winter season, and found that the saturation
flow reduction rate was 2-3%. They also gave the weather condition pairs not
showing statistical differences for saturation headways, one of which is dry
pavement condition versus wet pavement condition. Liu and Cui (2007)
analyzed how the rainfall decreased intersection capacity by means of
reducing friction coefficient and low visibility, and the average intersection
capacity of one 159-seconds-long cycle changed from 229 vehicles of the clear
weather to 203 vehicles of the rain weather.. Virginia and Andrew (2011) also
suggested that saturation flow reduction rate during rain events ranged from
0-4% for light rain and 3-9% for moderate rain intensities. Janusz, Krzysztof,
and Marian (2011)possessed that the relative decline in average saturation
flow in relation to rain-free weather conditions was 8.5-12.3% in long duration
rainfalls, about 3.6% in short duration rainfalls. Johannes and Henk (2011)
considered the impact of both weather and lane configuration, and gave
three reduction percent of saturation flow under light precipitation or wet
road conditions, which were respectively 8.3%, 5.5% and 3% while the number
of through lane were 1,2 and 3. To sum up, saturation flow rate and start-up
lost time are very likely to be influenced by rain events or wet pavement,
regardless of time and location. But owing to the complex relationship among
driver, vehicle, road and environment, there is no agreement on the range of
variation of these two parameters. Therefore it is worthy to study the extent
what the rainfall events have impact on right or left lane traffic operation, and
the purpose of this paper lies in this point.

[14]
Signalized Intersection under Mixed Traffic Flow Condition
Shaikh Nazneen Mustaq Prof. Jayesh Juremalani

LITERATURE REVIEW A review of literature was undertaken to critically

evaluate and learn from published research findings on the study of
saturation flow rates as well as relevant information pertaining to the
validity of the data from a statistical viewpoint. Most research has been
conducted to understand the effect of different vehicles type on the
capacity of signalized intersections. Main focus of the review was on work
zone factors affecting intersection capacity and identified various methods
which had been used to measure saturation flow. Yevhen FORNALCHYK et.
al. (2013) examined the different methods of calculating the saturation flow
volume. It was found that the none of them considers the speed of
vehicles passing through the intersection. They examined the effect of
including intersection passing speed has on the accuracy of assessing traffic
conditions at intersection by including this parameter in tests run on
VISSIM software. And output of tests showed that accurately assessing the
saturation flow volume depends on including intersection passing speed
and the size of the intersection. It was determined that intersection
passing speed has an impact of the saturation flow volume. And analyzed
the speed is the only parameter; it shows that the saturation flow volume
can be considered as a function of the intersection passing speed. They
found that the length of the speed restriction segment has practically no
impact on the saturation flow volume when speed remains constant. C. S.
Anusha; Ashish Verma, Aff. M. ASCE; and G. Kavitha et. Al. (November 2012)
attempts to study and analyze the effect of two-wheelers on the
saturation flow of signalized intersections by collecting data at a few
signalized intersections in Bangalore, India. Due to such complex
maneuvering characteristics of two-wheelers, it is not possible to use the
U.S. Highway Capacity Manual (US-HCM) model directly because it has
been developed for a homogenous lane based traffic flow but in thisarch
study the impact of various categories of vehicles on saturation flow rate
and to modify the US-HCM 2000 model to suit Indian conditions
incorporating the effect of two wheelers. In this present study comparison
made between the theoretical and measured saturation flow. If they are
comparable within the error, the process ends and is good for Indian
conditions otherwise new adjustment factor are derived and again modified
US-HCM 2000.
[15]
User perceptions of signalized intersection level of service using
fuzzy logic Lin Zhang a & Panos D. Prevedouros
Literature review a modest amount of research on LOS perceptions by road
users is available. Most of it pertains to freeways. Sutaria and Haynes (1997)
conducted a road user opinion survey to determine driver perception of LOS at
signalised intersections. Over 300 drivers participated in the study. They were
asked to rate the LOS after viewing 14 video clips with various delays.
Participants were asked to indicate important factors that affected their
perception of LOS from a list with five factors: delay, number of stops, traffic
congestion, number of trucks and buses and difficulty of lane changing. Delay
was found to be the most important factor and it correlated well with LOS
ratings. Pecheux et al. (2000a, 2000b) noted that the delay-based LOS categories
at signalised intersections are not based directly on the studies of user
perceptions. They conducted a video laboratory study and found that drivers do
not perceive LOS on six levels as precisely as it is assumed. Drivers did not
distinguish between very good and good levels of service (e.g., LOS A, B and C).
Respondents identified several other factors that impacted their LOS ratings
such as traffic signal efficiency, left-turn traffic signals, and pavement quality
and pavement markings. Using the same dataset, Fang et al. (2003) conducted a
fuzzy clustering of level of services and found that the subjective variations and
uncertainties in user perceptions should be considered to alleviate the existing
concerns related to the rigid LOS boundaries. Pecheux et al. (2004) extended the
research to urban arterial streets with an in-vehicle field approach with 22
drivers. About 40 factors were identified as being relevant to the driver
perception of LOS on urban streets including the presence of trees and
aggressive drivers. Flannery et al. (2005) also studied the assessment of service
quality on urban streets of 77 drivers who viewed the video clips and were
asked to rate each clip on a scale of 1–6. They found that travel time, average
travel speed, number of stops, delay, number of signals, lane width, the
presence of trees and the quality of the landscaping were all related with the
quality of service perceptions. Zhang and Prevedouros (2003) developed a
method to include safety risk in the analysis of signalised intersection LOS.
Models were developed to quantify collision risk representing the perceived
safety risk and concomitant stress on drivers and pedestrians. Collision risk was
then combined with delay to achieve a LOS measure incorporating safety risk.