Figure 6 – uploaded by Arpan Mehar

See full PDF downloadDownload figure

Fig. 6 Comparison of average speeds from field and simulation model — Figure 6 Comparison of average speeds from field and simulation model

Related Figures (12)

Fig. 1 Snapshot of four-lane divided highway (Section-1) Traffic flow data on sections were collected by using the video-graphic method with the help of marking 50 m trap-length in one direction of travel. Data collection was performed for 4 hours from 8 AM to 12 PM on a typical weekday under clear weather conditions. The collected data were then extracted with the aid of semi-automated data extraction software to obtain classified traffic vol- ume counts and mean speed of vehicles at every 5-minute interval. All the vehicles were classified into five catego- ries namely, Standard car (CS), big utility car (CB), Two- wheeler (2W), Three-wheeler (3W), and Heavy Vehicle (HV). Standard car (CS) is defined as a Passenger car in the present analysis.

Table 1 Speed data and traffic composition on both sections

Fig. 2 Comparison of traffic volume and speed profile Therefore, model required the fine-tuning of volume and

Fig. 3 (a) Traffic volume at different RSN, (b) MAPE at different RSN city (Mehar et al., 2013). These are the two parameters

Table 2 VISSIM parameters for homogeneous traffic stream

Fig. 4 Created a new link behavior type with inputs of vehicle type based CCO and CC1 parameters

Fig. 5 Speed-flow curves from field and simulated data

Fig. 7 Comparison of simulated and field speed cumulative frequency profiles

Fig. 8 Numbers of lane changes at varying traffic volume

Table 3 Number of lane changes on multilane highways capacity. The phenomenon happens due to the reason that the drivers feel difficulty in finding space or lane and tends to follow others vehicles on the same lane when the volume reaches to capacity. An interesting phenomenon is also observed when the number of lanes increased, total capacity also increased (regardless of lanes), but it found to be decreased when estimated per lane basis. It can be inferred that as a number of lanes increase the frequency of lane change also increases and hence it affects the per lane capacity. The capacity per lane for a different simu- lated section is shown in Fig. 10.

Fig. 9 Lane change and capacity curves on six-lane divided section

Fig. 10 Capacity per lane on different simulated sections