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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

Traffic Congestion at Urban Road - Review

Yashaswi K Thakre1 and Prashant Y Pawade2
1
M.Tech. (Transportation Engg.), G.H.Raisoni College Of Engineering, Nagpur, India.
2
Professor, G.H. Raisoni College of Engineering, Nagpur, India.
Corresponding Author’s E-mail- [email protected]

ABSTRACT

One of the most obvious, ubiquitous, and urgent transportation issues that most cities throughout
the world, including those in India, deal with on a daily basis is traffic congestion. All forms of
mobility, particularly the roadways, are impacted, as well as all socioeconomic classes. Some of the
main reasons of congestion are rapid population expansion, increased urbanization, bad public
transportation systems, inadequate/unplanned transportation infrastructure, and an increase in the
number of personnel vehicles. The results from research based on clogged roads are reviewed in
this article. Numerous metrics to gauge traffic congestion have been considered. These matrices
were divided into three categories: level of service, speed, and travel time. Additionally, methods
for gathering data on congestion used in various researches have been reviewed. According to the
study's conclusions, major factors in reducing congestion include better traffic management and
control, better public transportation, increased investment for transportation infrastructure, the use
of contemporary technology, and a general alignment of transportation and land-use policy.

Keywords: Traffic congestion, Traffic flow, Congestion measures, Data collection techniques

1. INTORDUCTION

The metropolitan is the one with the most traffic congestion, which has become a significant problem.
Because of urbanization and the abundance of vehicles on the roads, the scenario of roadblocks becomes
more serious with each passing day. Due to the convenience of 2-W and 4-W facilities, numerous private
enterprises play a noteworthy share in the bottleneck in huge capitals. Urban and rural roadway congestion
reduces productivity, loses valuable time and energy, augments psychological stress, and generates
pollution that adds expenses to society and the country as a whole. Both medium-sized and small cities, as
well as metropolitan areas, face the issue of traffic congestion. India is one of the most widely affected
nations in the world by traffic halting, as per Tom (2022). Two of the top ten most populated cities in the
world—Mumbai and Delhi —are located in India (2023 Ranking). The travel time of motorists of top cities
in India like Delhi, Mumbai, Bengaluru, and Kolkata takes an average of one and a half hours more to
cover the distance during peak hours of morning and evenings, according to a 2018 analysis by Boston
Consulting Group. An Uber-commissioned BCG analysis found that India loses more than Rs 1.4 lakh
crore annually with regard to travel time throughout times other than peak periods. Measurements of traffic
overcrowding, Stipancic et al., applying the traffic congestion index (CI) during peak hours demonstrates
that there is an obvious connection between congestion and the frequency of accidents. 199 counties were
included in a report on road fatalities and crashes as of 2018 by World Road Statistics. According to the
report, India had the most fatal road accidents. It is believed that the initial phase in such tasks ought to be
to identify the characteristics of the crowded portion of the road in order to find the most efficient
alternatives. There are numerous explanations of traffic congestion presented by researchers or research
organizations, however, they are entirely dependent on several traffic constraints, such as volume, capacity
(or density), journey time (or lag), and speed. Though the claims of these thoughts hinged on statistics that
have been collected, the study employs a variety of approaches to gather information. As a result, we can
conclude that there is no single definition of congestion in the literature. (2004) Anthony. We have been

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IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

using a study by Aftabuzzaman (2007) to determine the parameters for the density gauge. They propose
the following criteria for a congestion measure: brevity, ease of use, stability, and consistency.
This paper's goal is to discuss various congestion control measures using both quantitative and qualitative
metrics. Numerous procedures for measuring congestion at both the global and national levels have been
thoroughly reviewed, and the results show numerous methods for gathering data. It will assist
professionals, designers, and administrators in selecting an effective congestion gauge and carrying out a
suitable information-gathering technique.

2. MEASURE OF TRAFFIC CONGESTION

Numerous measures have been created by various scholars to identify and quantify traffic congestion in n
an effort to address the issue. These metrics can be useful for determining how congested the roads are and
how well they are performing. These measurements are divided into three categories by us:
based on speed, based on travel time, and based on level of service.

2.1. Based on travel time: `

In studies of traffic congestion, travel time is the length of time it takes a vehicle to cross a certain stretch
of road. Based on journey time, Urban Link's performance evaluation was done. The following
is a list of some journey time metrics.

2.1.1. Delay:
In order to measure traffic congestion, delays are utilized. Delay can be characterized as extra travel time
incurred while operating a vehicle in contrast to one's plans. Defining delay as the difference between
average journey time (Ajt) and free-flow journey time (FFjt), Lomax et al. Thus, equation (1) can be used to
compute delay.

Delay/Lag =  −  (1)

2.1.2. Planning Time Index (PTI):

PTI is the proportion of the free-flow delay to the 95th % of journey time. (Karuppanagounder and Muneera,
2017). According to PTI, travel time also increases. PTI should therefore take the fewest possible actions to
increase traffic flow.
% 
PTI = (2)

2.1.3. Congestion Index (CI):

The proportion amid the delay and FFjr is the CI metric. The difference between Ajt and FFjt in this instance
is delay. The Ajt for motorists would be kept to a minimum for optimal traffic management
(Karuppanagounder and Muneera, 2017). The link's congestion index Roads that use travel time are

CI = (3)

2.1.4. Travel Time Index (TTI):

Rush-hour journey times (RHjt) and free-flowing journey times (FFjt) are compared using the TTI index
(Lomax and Schrank, 2005). This approach has been applied in situations of ongoing and sporadic traffic
congestion (Rao and Rao, 2012).

TTI = (4)

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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

2.1.5. Travel Time Index (TTI):

The ratio between Ajt and FFjt is called TTI (Karuppanagounder and Muneera, 2017). The JTI should be
kept to a minimum for improved traffic performance.


JTI = (5)

2.1.6. Buffer Time Index (BTI):
The extra proportion of a commuter's duration must be on occasion in order for the buffer time index to
accurately reflect 95% of the time (Nakat et al., 2014).

%  
BTI = X 100% (6)


2.2. Based on Speed:

Speed is the most often used measure of efficiency for crowded roads and traffic. There are numerous
approaches to calculate speed, starting with using the average trip time and the total length of the route
under consideration. You may determine the average trip speed by

 !"  #!$

Average Travel Speed =
&'#& #() (*
X 100% (7)

Second, the stream's average speed is the weighted mean of the spot speeds of the vehicles that were
detected by radar guns during the count time. The following formula is used to compute it at that location
(Jain and Jain, 2017).

∑0
123 ,- ./-
Average Travel Speed = ∑0
(8)
123 /-
Where, 45 = Mean speed of the traffic flow,
ui = Mean spot speed of ith class of automobile,
67 = Stream of the ith group of automobiles and n is the number of classes.

2.2.1. Congestion Index (CI):

The congestion index depends on the speed utilized by Stipancic et al. (2016) for the estimation of
congestion using Remote Sensing Information offers insights on network performance from both a
microscopic and a macro level. The formula was used to calculate traffic congestion by Dias, et al.
9:; 9<
CI=8 9: , If CI < 0 (9)
0
If CI ≥ 0
Where, 4 = free-flow speed, and 4= actual speed.

2.2.2. Speed Reduction Index (SRI):

The speed reduction index compute the extent at which vehicle velocity is lowered as a effect of stream of
traffic. By employing a constant as a gauge to differentiate among several categories of traffic overcrowding
to different levels, this frequency enables linking the grade of traffic overcrowding for numerous sorts of
conveyance amenities. As an effect, it can be utilized for several municipal street routes or precise street
sections during rush or non-rush periods. (2015) Kukadapwar and Parbat. Following equation is used to
evaluate it,

>! )&? "!@ A)B)&? "!@ A)B

SRI = (10)
>! )&? "!@ A)B

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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

2.2.3. Very-low-speed Index(VLSI):

The ratio between the length of time travelling at a considerably slower rate and the overall amount of time
travelled is known as the very low-speed index. It has been applied to evaluate traffic congestion on urban
streets (Kukadapwar and Parbat, 2015). Thus, the following equation can be used to obtain a
very low-speed index.
C(* A) ( B&D
VLSI = C!& #&' (*
(11)

2.2.4. Corridor Mobility Index (CMI):

The CMI is utilized to regulate a corridor's volume. A corridor mobility index is created by merging the
velocity of passenger bulk and the par standards for road and major performance (Lomax, 1990). For high-
occupancy vehicle lanes on roadways.

C#&' A)B(*))×)&?!$# )#A! '!$* )# &

EFG = (12)
JKKKKK

For arterial high-occupancy-vehicle lanes

C#&' A)B(*))×)&?!$# )#A! '!$* )# &

EFGL = (13)
MKKKK

2.2.5. Travel speed rate:

TSR is the proportion between the speed decrease in a congested area and the speed in a situation
when there is no traffic congestion. 2002 (Hamad and Kikuchi).
9: 9<Q
NOP = (14)
9:

Where 4 = free-flow velocity,

4R = average velocity

2.3. Based on Level of service (LOS):

LOS is commonly utilised as a form of qualitative evaluation to illustrate how the flow of traffic is
working and how both motorists and passengers experience it. Traffic performance is identified as a
threshold using LOS. LOS is typically divided into six levels, ranging from A to F. (1985 Manual). In
which the LOSs for free-flow and congestion, or stop-and-go flow, respectively, are A and F, respectively.
When operating speed is plotted with respect to the volume/capacity ratio for urban scenarios, LOS can be
expressed at several levels.

2.3.1. Roadway Congestion Index (RCI):

Daily vehicle-mile travel per lane-mile (DVMT) for motorways and primary arterial street systems
(PASS) is summed as a ratio of RCI, which evaluates the actual DVMT with the values estimated for
crowded situation. This ranking enables assessments between entire neighborhoods in well-known
cities by measuring the overall system performance and concentrating on the physical ability of the
roadway as it relates to vehicles. The equivalence is used to determine it,

[\]^
(S#@&D TUVC/&*( )×S#@&D TUVCXYZ##(& Vcdef×S#@&DTUVC
_`ab
PCI = JgKKK×S#@&D TUVCXhKKK×Z##(& TUVC
(15)

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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

Consequently, once more on an area basis, 13,000 vehicles per lane per day for motorways and 5,000
vehicles per day for major arterial highways were used for congestion restrictions.

2.3.2. Congestion Severity Index (CSI):

Urban area roadway delay has been determined using CSI, which computes delays in travel time per
million vehicle kilometers. The CSI employs a rate record to determine every hour of a typical day and
the 1985 HCM computation and local motorway traffic count distribution to forecast repeating delays.
On a different part of a motorway, Lindley (1987) conducted study using this measure and presented a
criterion for overcrowding (v/c ratio of 0.77 or higher).

2.3.3. Lane Mile Duration Index (LMDI):

In order to quantify recurrent motorway congestion in urban networks, the LMDI was developed
(Cottrell, 1991). Based on inputs from the Highway Performance Monitoring System (HPMS) to the
roadway of the urban section, this index was utilised to construct an AADT/C. Equation can be used to
compute LMDI.

LMDI=∑
€J congested lanes mine × uvwxy5zy{ {|}~z7vw (17)
Where, j = specific section of a motorway
N = The total amount of motorway sections in a city

3. LITERATURE REVIEW

Prabin et. al. studies that lacking in intersection infrastructure and increase in use of privately owned
vehicle was main reason causing traffic congestion at Thirumazhisai junction. They have examined the
study area with different methods of traffic volume counts. Data like vehicle classification, their
moving pattern, direction of travel as well as pedestrian movement is collected by field survey. They
suggested si gnal desi gn improvement ac cor ding to IR C : 106-1990 ― Guidelines on Vogue and
Installation of Road Traffic signals. Divya et. al. evaluates the traffic problems and sustainable
modification of road intersection at Ettumanoor, India. The vehicle occupancy and pedestrian traffic at the
intersections were examined. the characteristics of the junction that caused delay problems are identified.
The intersection's improper planning, a lack of traffic signals, and unlicensed parking, according to an
analysis of the data gathered, are the main causes of traffic jams. They have provided controlling measures
like alternative operation plan and signalization of intersection. Alberto et. al. have provided detailed
information about type of intersections and their traffic congestion problem according to IRC guidelines.
An attempt had been made by Saurabh et. al to reduce the traffic congestion at Polytechnic Roundabout,
Bhopal, which is five legged rotary, having asymmetrical geometries with varied traffic flow. The objective
of this research is to evaluate the present traffic condition, level of service of each road and provide a
solution to overcome accident and delay. Jingfei et. al. have given application of Analytic Hierarchy
Process (AHP), the traffic status of intersections will be evaluated and decided by Technique for Order
Preference by Similarity to an Ideal Solution (TOPSIS) method. The results demonstrate that the framework
is capable of to use the provided information to accurately assess the real-world traffic status of the junction
and offer sources to make the right decisions for the traffic executives. The algorithm is validated by an
actual example of urban highway junction traffic congestion. Musqit et. al. studied that Pantha chowk is
very important link between South Kashmir and Jammu-Srinagar. They have serious problem of congestion
due to valley roads which extended for hours and distance in kilometers. They focused on intersection
improvement having six directional movement instead of road modification that meets at intersection for
economic abd less time consuming solutions. Traffic volume study done on six directional traffic
movement at intersection for seven days. They also done intersection delay study (stop time delay) as
vehicle is waiting in queue to approach intersection. They had given solution option to provide roundabout

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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

and design 3 phased signal system. Muneera et. al. studies that traffic congestion caused negative impact
on transport sector which cause increase in transportation cost hence they evaluate traffic congestion cost
at signalized intersection in state of Kerala(Tiruananthpuram), India. They have consider factors like traffic
volume, traffic delay and passenger occupancy, this study shows private vehicles constitute average share
of 75% of total traffic compared to other vehicles. If do so cost will be reduce by 38% and hence it is
important to shift usage of public transport in indian cities to minimize traffic congestion. Pratik
et. al. examine and debate the ability assessment of highways under diverse traffic conditions by many
authors, and they evaluate and study the characteristics that determine the ability of highways as well as
the factors that influence it. To improve the state of the road and the flow of traffic, this article can be
utilised to analyse various techniques for assessing the capacity of roads. It outlines the procedure for
estimating the two-lane road's capacity under mixed traffic situations, calculates the influencing elements
that have an impact on that capacity, and suggests correction factors for all those conditions. Based on
these modification parameters and under diverse traffic conditions, the ability of a road with two lanes is
calculated. Mankar et al. studied the capacity of metropolitan highways under varied conditions. It might
be challenging to predict traffic volume for capacity calculation on the street. The issue of measuring
flow might be solved by making use of dynamic PCU values. The urban highways' carrying capacity
is explored using the Green Shield model, and compare the outcomes using a model for microscopic
simulation. The abrupt rise in the road's lane width is measured, and the findings indicate with the
widening of the roads Road capacity is also increases. Satish Chandra et al. provide a method for
determining the capacity of two-lane roads under a variety of traffic conditions. They also analyse the
influencing factors that affect the highway ability and provide modification factors for each field
condition. Based on these modification factors, the capacity of the highway has been established in a range
of traffic limitations.

4. CONGESTION DATA COLLECTION TECHNIQUES

There are two categories of data gathering techniques: quantitative data and qualitative data. One or both
of these strategies were employed by researchers for studies on traffic congestion that have appeared in
the literature. Following details discusses several quantitative information collecting strategies.

4.1 Trajectory data:

Space-time profiles of every moving vehicle in a chosen area of a road segment are provided by
information gathered from trajectory (Treiber et al., 2013). In this strategy, cameras or a plane may see the
chosen section of traffic immediately over a tall structure. tracking the whereabouts of each car by
collecting information over time from camera footage using different applications. This form of data
collecting allows for the measurement of traffic density and lane modifications. Li et al. (2008) suggested
a unique method for estimating traffic congestion on roadways in an open-world setting as seen from TV
cameras mounted on poles or buildings. An technique for calculating traffic on time data gathered by visual
photographic pictures was published by Palubinkas et al. in 2008. This method is based on the recognition
of vehicles on a road section using change detection between two photos taken at close intervals. Hinz
et al. (2007) provided a theoretical outline for planned dual channel radar satellite missions to monitor the
highway system from sky and provided examples using actual data to highlight the advantages and
disadvantages. Camera-based solutions are expensive for students to use for data collecting since they use
complicated and error-prone methodologies and require automatic and reliable algorithms to monitor the
cars. Additionally, the camera-based approach provides data a few hundred metres from a road stretch.

4.2. Cross Sectional Data:

Cross sectional data include microscopic data and macroscopic data.

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CISCE-2023 IOP Publishing
IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

4.2.1. Single-vehicle data or microscopic data:

Microscopic information is gathered on a particular stretch of road, and it can be obtained via sonar or laser
barrier by laying pneumatic tubes across the road. Under the road surface, induction loops are frequently
used to capture microscopic data. When the length of the vehicle is known, a single-loop sensor may be
used to calculate the length at a given location on a road segment, passing the time of the automobile,
traffic density, and speed. A set section of road, such as 1 m, divides two (or more) induction loops to form
the double-loop detector. In order to divide vehicles into different categories based on axle spacing, this
system requires two inductive loop detectors positioned at strategic locations along the route. (Cassady
and Coifman, 2002). This technique of data collection is comprehensive and offers the distance travelled
by cars between detection sites. An appealing, affordable replacement for inductive loops in traffic
measurement on motorways and junctions is cordless magnets network of sensors (Cheung et. al., 2005).
It is employed to determine occupancy, speed, and the quantity of cars. Based on the nonaxle, these
sensors are utilised to classify the type of cars. Vehicle spacing that is not possible to calculate using
conventional loop data.

4.2.2. Aggregated data or macroscopic data:

Average a collection of microscopic single-vehicle data across certain time periods will yield the
macroscopic data, also known as aggregate data. The time period ranges from 20s to 5min, with 60s being
the most typical interval. In 2020, Ranjan et al. suggested a different approach to gathering macroscopic
data. South Korea's TOPIS (Seoul Transportation Operation and Information Service) is an open-source
internet web service. It will employ a snapshot of the traffic congestion maps as an effective and affordable
data collecting tool throughout the city. Similar to this, city-wide traffic congestion levels may be
established in real-time by utilising several types of traffic maps from other nations, such as Google map,
Bing map, and Baidu map.

4.3. Floating Car Data:

Data from floating cars only include information on one particular vehicle. These cars have specialised
equipment. Floating data, as opposed to trajectory data, is recorded inside a vehicle. With this technique,
GPS receivers may be used to get georeference coordinates. to a path on the road connect after being
"map-matched" to it. It can calculate the distance travelled and the speed at two GPS stations in a
road area. (Taylor, 1992). The probing vehicle was equipped with more sensors (such as infrared) that were
used to measure the speed and distance travelled by the car in front (Stipancic et al.,
2017; Stipancic et al., 2019). Thus, extended floating-car data or enhanced floating-car data is used to
describe it. Due to the abundance of equipped vehicles—such as taxis, vans, buses, and trucks—and their
low speed on the highways, we are unable to fully depict the traffic using data from floating cars.
Fortunately, this bias disappears when the information from floating automobile data becomes
relevant: under free-flow speed and crowded settings, difference does not important.

5. DISCUSSION:

Congestion is primarily brought on by four factors: the atmosphere, equipment, people, and structure.
The aforementioned scholars have discussed and recommended both quantitative and qualitative
congestion indexes. The explanation of various congestion data gathering techniques will help in the choice
of a method that is appropriate for the conditions in India. Depending on the budget, either a speed-based
or LOS-based matrix can be used to quantify congestion.

When it comes to making the most efficient use of already-existing resources, such as private
automobiles. The majority of the famous cities have lately contributed to this rise. The new point-to-point

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IOP Conf. Series: Earth and Environmental Science 1326 (2024) 012094 doi:10.1088/1755-1315/1326/1/012094

moving concept known as carpooling is characterized by seven features: Several examples include flexible
supply bases, dynamic pricing, dynamic routing, adaptive transporting, user network impact, demand
pooling, feedback collecting, and management system.
In highway engineering, Congestion pricing is a transportation strategy that tries to relieve traffic jams in
metropolitan zones by collecting forfeits for commuting in a specified area or hours of the day. In dynamic
pricing, the cost is not predetermined in advance. Instead, it varies according to shifting variables, such as
seasonal fluctuations in demand, the kinds of users being targeted, or variations in market dynamics. Via
the application of computer programs, dynamic routing analyzes a variety of potential roads and chooses the
most effective route for transport to follow throughout the whole system.

The advantages of car-pooling automatically decrease traffic jams by 17%-31% and maximize the
investment in infrastructure. (1) Increasing the pace of public transportation; (2) offering alternatives to
automobile ownership; (3) boosting earnings; (4) maximizing infrastructure placement and timing to
automobile ownership, (5) Increasing earnings, and (6) Improving the timing and placement of infrastructure.
Delhi will roll out a smartphone app based on a new-age technology linked to well-designed cameras located
at signal lights to assist calm the hectic roadways (traffic cops are not required to physically control traffic).
Signals will change from red to green in actual time depending on the amount of congestion, as opposed to
altering at scheduled times. In Sydney, Australia, Singapore, Amsterdam, and other cities, the approach is
currently being changed because of this study into successful models. At Closure Home in Coimbatore, Tamil
Nadu, India, a similar system founded on real-time congestion is operational.

6. REFERENCES:

[1] K Prabin Kumar and A Leon Mendez (2018) ―A Case Study on Alleviating Traffic Congestion in
Thirumazhisai Junctionǁ International Journal of Pune and Applied Mathematics, Vol. 119, No.17,
Page no.-2719 to 2726, ISSN: 1314-3395.
[2] Geethu Lal, Divya L G, Nithin K J, Susan Mathewa and Bennet Kuriakose (2016), ―Sustainable
Traffic Improvement for Urban Road Intersections of Developing Countries: A Case Study of
Ettumanoor, Indiaǁ, Procedia Technology 25, Pg. no. 115-121
[3] Alberto Bull – Editor, January 2004, Traffic Congestion (The Problem and How To Deal With It)ǁ
UNITED NATION PUBLICATION, ISSN-e: 0252-2195, ISSN-p: 1727-0413, ISBN: 92-1-
121432-7.
[4] Saurabh Gupta, Tarun Gupta and Dr. Subrat Roy, April (2017), ―Solution for Reduction of Traffic
Congestion at Polytechnic Roundabout, Bhopalǁ, International Journal for Scientific Research &
Development(IJSRD), Vol. 5, Issue 02, ISSN: 2321-0613.
[5] Jingfei YU , Li WANG and Xiuling GONG (2013), ―Study on the Status Evaluation of Urban
Road Intersections Traffic Congestion Base on AHP-TOPSIS Modalǁ, Procedia- Social and
Behavioral Sciences 96, pg.no. 609-616.
[6] Muqsit Masood Chishti, Dr. Mohammad Shafi Mir, Shabnum Qayoom, Peerzada Umer Haris,
ImroseBashir, Sayed Sajid Kirmani and Rafiq Ahmad October(2013) ―Solving Congestion
Problem at 3 Legged Junction- Case Study of Pantha Chowk Intersection, Kashmirǁ, International
Journal of Engineering & Technology (IJERT), Vol. 2, Issue 10, ISSN: 2278-0181.
[7] Muneera C P, Krishnamurthy K, (2020) ―Economic Evaluation of Traffic Congestion at
Intersection: Case Study From an Indian Cityǁ Transportation Research Procedia 48, pg.no. 1766 -
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[8] Pratik U Mankar and Dr. B V Khode, March (2016) ―Comparative Study of Methods used for a
Capacity estimation of Roadǁ International Journal of Science Technology & Engineering (IJSTE),
Vol. 2, Issue 9, ISSN-o: 2349-784X.
[9] Pratik U Mankar and Dr. B V Khode, ―Capacity Estimation of Urban roads under Mixed Traffic
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[10] Satish Chandra (2004) " capacity estimation procedure for two-lane roads under mixed traffic
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