CHAPTER 1

INTRODUCTION
1.1 GENERAL

India is the fifth largest automobile manufacturer in the world. The development
of highway infrastructure and the transport sector have subsequently been receiving a
much goes on increasing. The National highways run across the length and breadth of
the country measure 92,852 kilometres (May 2014) and have become the lifeline of
India. A heterogeneous traffic stream consists of vehicles that have different speeds,
sizes, operating characteristics, and vehicle spacing. The Indian traffic is
heterogeneous traffic. Homogeneous design methods do not fit the heterogeneous
situation, especially in non-lane-based roadways that populate the developing world.
This paper reviews the status of heterogeneous mixes world traffic, and whic h factors
need to be considered in such traffic. The issues of safety, modelling, and non-
motorized transport are considered, and solutions for these are discussed. These are
important because the need for an understanding of heterogeneous mixes will grow in
the future due to their presence in developing world mega cities and growth in the
developed world.

Intersection may be signalized for a number of reasons, most of which relate to

the safety and effective movement of conflicting vehicular and pedestrian flows
through intersection. The level of service (LOS) of India is not comparable to that of
western countries. The Indian roads are constructed on European equation of
homogeneous traffic and different LOS, which are not applicable to heterogeneous
traffic of India. So, we have to construct new model for Indian highways.

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1.2 TRAFFIC STREAM PARAMETERS (MACROSCOPIC)

The traffic stream includes a combination of driver and vehicle behaviour. The
driver or human behaviour being non-uniform, traffic stream is also non-uniform in
nature. It is influenced not only by the individual characteristics of both vehicle and
human but also by the way a group of such units interacts with each other. Thus a flow
of traffic through a street of defined characteristics will vary both by location and time
corresponding to the changes in the human behaviour.

The traffic engineer, but for the purpose of planning and design, assumes that
these changes are within certain ranges which can be predicted. For example, if the
maximum permissible speed of a highway is 60 kmph, the whole traffic stream can be
assumed to move on an average speed of 40 kmph rather than 100 or 20 kmph.

Thus the traffic stream itself is having some parameters on which the
characteristics can be predicted. The parameters can be mainly classified as:
measurements of quantity, which includes density and flow of traffic and
measurements of quality which includes speed. The traffic stream parameters can be
macroscopic which characterizes the traffic as a whole or microscopic which studies
the behaviour of individual vehicle in the stream with respect to each other.

As far as the macroscopic characteristics are concerned, they can be grouped as

measurement of quantity or quality as described above, i.e. flow, density, and speed.
While the microscopic characteristics include the measures of separation, i.e. the
headway or separation between vehicles which can be either time or space headway.
The fundamental stream characteristics are speed, flow, and density and are discussed
below.

2
1.2.1 SPEED

Speed is considered as a quality measurement of travel as the drivers and

passengers will be concerned more about the speed of the journey than the design
aspects of the traffic. It is defined as the rate of motion in distance per unit of time.
Mathematically speed or velocity v is given by,

Where, v is the speed of the vehicle in m/s, d is distance travelled in m in

time t seconds.

Speed of different vehicles will vary with respect to time and space. To represent
these variation, several types of speed can be defined. Important among them are spot
speed, running speed, journey speed, time mean speed and space mean speed. These
are discussed below.

1.2.1.1 TIME MEAN SPEED AND SPACE MEAN SPEED

Time mean speed is defined as the average speed of all the vehicles passing a
point on a highway over some specified time period. Space mean speed is defined as
the average speed of all the vehicles occupying a given section of a highway over some
specified time period. Both mean speeds will always be different from each other
except in the unlikely event that all vehicles are traveling at the same speed. Time mean
speed is a point measurement while space mean speed is a measure relating to length
of highway or lane, i.e. the mean speed of vehicles over a period of time at a point in

3
space is time mean speed and the mean speed over a space at a given instant is the
space mean speed.

1.2.2 FLOW

There are practically two ways of counting the number of vehicles on a road.
One is flow or volume, which is defined as the number of vehicles that pass a point on
a highway or a given lane or direction of a highway during a specific time interval. The
measurement is carried out by counting the number of vehicles, nt, passing a particular
point in one lane in a defined period t. Then the flow q expressed in vehicles/hour is
given by

Flow is expressed in planning and design field taking a day as the measurement of time.

1.2.3 DENSITY

Density is defined as the number of vehicles occupying a given length of

highway or lane and is generally expressed as vehicles per km. One can photograph a
length of road x, count the number of vehicles, nx, in one lane of the road at that point
of time and derive the density k as,

This is illustrated in figure 1. From the figure, the density is the number of
vehicles between the point A and B divided by the distance between A and B. Density
4
is also equally important as flow but from a different angle as it is the measure most
directly related to traffic demand. Again it measures the proximity of vehicles in the
stream which in turn affects the freedom to manoeuvre and comfortable driving.

1.3 STUDY AREA

The location where the study is carried out is in Mogappair along the Ambattur.
Latitude- 13° 5'15.35"N Longitude- 80°11'15.16"E. The detailed study is presented
in chapter 4.

1.4 OBJECTIVES

1. TO find the relationship between the various traffic flow parameters (Flow,

density & Space mean speed).

2. TO represent with accuracy, the underlying operation of the transportation

system (Traffic conditions).

3. To classify the road on the basis of level of service.

4. To analyses the shortcomings in the traffic and thus provide ample solutions.

5. To try and develop a visual basic application using the derived model.

5
1.5 PROCEDURE

1. The section of road to be studied is identified and its characteristic features are
studied (geometric as well as traffic characteristics).
2. Best suited data collection method is chosen. In our case we derived the data
from the video recordings.
3. The collected data is used to find out the traffic parameters of the road along
both the directions for both days (Friday and Saturday).
4. The relationship between the traffic parameters is found out.
5. Comparative study is carried out among the traffic parameters along both
directions.
6. A model is derived with the help of the relationships found.
7. A windows system application is developed using the obtained model.

1.6 SOFTWARES USED

1. SPSS – It is the acronym of Statistical Package for the Social Science. SPSS is
one of the most popular statistical packages which can perform highly complex
data manipulation and analysis with simple instructions .
2. IrfanView – It is a very fast, small, compact and innovative FREEWARE (for
non-commercial use) graphic viewer for Windows.
3. STA – It is acronym of Smart Traffic Analyzer. It is used to find out the vehicular
count, average space mean speed by inputting the video recorded.
4. Visual Basic - It is a programming environment from Microsoft in which a
programmer uses a graphical user interface (GUI) to choose and modify
preselected sections of code written in the basic programming language.

6
 CHAPTER 2
LITERATURE REVIEW

2.1 RELATIONSHIP BETWEEN TRAFFIC PARAMETERS

2.1.1 GREENSHIELD’S MODEL

Macroscopic stream models represent how the behaviour of one parameter of

traffic flow changes with respect to another. Most important among them is the relation
between speed and density. The first and simplest relation between them is proposed
by Green shield. Green shield assumed a linear speed-density relationship as illustrated
in the figure to derive the model.

Figure 2.1: Relation between speed and density

The equation for this relationship is shown below.

Where ‘v’ is the mean speed at density ‘k’, vf is the free speed and kj is the jam density.
This equation is often referred to as the Green shield’s model. It indicates that when
density becomes zero, speed approaches free flow speed (i.e. VVf when k0).

7
 Figure 2.2: Relation between speed and flow

Once the relation between speed and flow is established, the relation with flow
can be derived. This relation between flow and density is parabolic in shape and is
shown in figure. Also, we know that

Figure 2.3: Relation between flow and density

RESTRICTIONS

1. Homogeneous traffic: There should be a homogeneous composition of the traffic

sub stream (i.e., the same type of vehicles).

8
2. Stationary traffic: When observing the traffic sub stream at different times and
locations, it ‘looks the same’. Putting it a bit more quantitatively, all the vehicles’
trajectories should be parallel and equidistant. (Kadiyali, L.R,2010)

2.1.2 GREENBERG’S LOGARITHMIC MODEL

Greenberg assumed a logarithmic relation between speed and density. He proposed,
V= Vo ln(kj/k)
This model has gained very good popularity because this model can be derived
analytically. (This derivation is beyond the scope of this notes). However, main
drawbacks of this model is that as density tends to zero, speed tends to infinity. This
shows the inability of the model to predict the speeds at lower densities.
(Mathew V,2010)
speed,
v

Density, k
Figure 2.4: Greenberg’s logarithmic model

2.1.3 UNDERWOOD’S EXPONENTIAL MODEL

Trying to overcome the limitation of Greenberg’s model, Underwood put

forward an exponential model as shown below.

k
v = vf .e k0
Where vf The model can be graphically expressed as in figure 3:5. is the free flow speed
and ko is the optimum density, i.e. the density corresponding to the maximum flow. In

9
this model, speed becomes zero only when density reaches infinity which is the
drawback of this model. He. This cannot be used for predicting speeds at high densities.

Speed, v

Density, k
Figure 2.5: Underwood’s exponential model

2.1.4 MULTI-REGIME MODELS

All the above models are based on the assumption that the same speed-density
relation is valid for the entire range of densities seen in traffic streams. Therefore, these
models are called single-regime models. However, human behaviour will be different
at different densities. This is corroborated with field observations which shows
different relations at different range of densities. Therefore, the speed-density relation
will also be different in different zones of densities. Based on this concept, many
models were proposed generally called multi-regime models. The simplest one is called
a two-regime model, where separate equations are used to represent the speed-density
relation at congested and uncongested traffic. (Sven Maerivoet and Bart De Moor 2008)

10
 CHAPTER 3

METHEDOLOGY

DATA Collected through video recording

COLLECTION

Data to be analysed: volume count,

DATA average space mean velocity, density
ANALYSIS (concentration)

Developing a relationship among the

MODELLING above traffic parameters using SPSS

Comparing the results with the existing

VALIDATION models and finding the variance and
standard deviation

Developing an application using the

obtained data
APPILACATION

11
 CHAPTER 4
ROAD CHARACTERISTICS

ROAD NAME = AMBATTUR ESTATE ROAD

NUMEBER OF LANES =6

WIDTH OF ROAD = 12m (each lane 2m)

MEDIAN WIDTH = 1m

SHOULDER WIDTH (paved) = 1m (0.5m on both side)

Figure 4.1 – view from camera and satellite of the road section

12
 CHAPTER 5

DATA COLLECTION

1. Data is collected through video recording at Mogappair intersection along

the Ambattur estate road on the following 2 days
Friday (4-3-2016) – 5:20pm to 6:20pm
Saturday (5-3-2016) – 5:20pm to 6:20pm
2. The camera was mounted on the terrace of a 4-storeyed building adjacent
to the road.
3. Video was collected for 1 hour, each on both days (5:20 – 6:20pm).

Figure 5.1 – camera used for video recording

13
 CHAPTER 6
DATA ANALYSIS
The analysis of data collected is broadly divided into two parts:-
1. Determining the traffic parameters on Friday in
(i) The direction of Ambattur.
(ii) The direction of Thirumangalam.
2. Determining the traffic parameters on Saturday in
(i) The direction of Ambattur.
(ii) The direction of Thirumangalam.

6.1 DETERMINATION OF TRAFFIC PARAMETERS (Saturday)

6.1.1 TOWARDS AMBATTUR

6.1.1.1 VEHICLE COMPOSITION:
This is analysed to quantify the various type of vehicles using the road. It
gives an idea about the variability of the traffic. It is found out using the
STA(Smart Traffic Analyser) software.

Table 6.1 – composition of vehicle on Saturday through Ambattur

VEHICLE TYPE COUNT

BIKE 1830
CAR / SHARE AUTO 1660
BUS 147
MINI BUS 111
TRUCK 42
TOTAL 3790

14
 Figure 6.1 – composition of vehicle on Saturday through Ambattur

6.1.1.2 FLOW:

Figure 6.2 – variation of flow on Saturday through Ambattur

15
1. Average number of vehicles passing through the road section is calculated
manually from the video source for each 5-minute interval and the above graph
is plotted.

2. The peak flow was observed in the time interval 5:40 pm – 5:45 pm.

3. There is not much variance in the flow along the Ambattur direction i.e. the
flow more or less lies within a narrow range.

6.1.1.3 SPEED:

The average space mean speed of all the vehicles lying within the frame is
calculated by the STA software for a time interval of 5 minutes. The following
value of ‘x’ is given as input to the calibration scale for calculating speed.

Calibration value = length of the known vehicle (in m) / width of known

Vehicle (in pixels i.e. x).

6.1.1.4 DENSITY:

1. For calculating the average density of a section, the number of vehicles in

the frame is calculated at an interval of 5 seconds.
2. For this irfanView/STA software is used.
3. For our video sample, the frame covers 20 metre on the ground.
4. And in 5 seconds the video contains 75 frames.
5. The video is paused in the first frame and skipped though 75 frames to get
the density of the section exactly at the interval of 5 seconds.
6. Thus the observations are tabulated in the following manner. A sample for
20 minutes is showed in the following tables.

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 0 – 5 minutes
Table 6.2 – density tabulation for 0-5 minutes on Saturday for flow towards Ambattur
TIME 1st min 2nd min 3rd min 4th min 5th min
(sec)
5 1 1 2 6 7
10 8 1 0 7 6
15 6 0 0 6 12
20 4 2 1 3 5
25 9 2 0 0 4
30 3 5 2 2 3
35 5 5 2 0 3
40 6 4 4 0 3
45 6 4 5 0 0
50 7 3 1 0 0
55 1 1 2 2 0
60 0 3 4 3 0
TOTAL 56 31 23 29 43

Average = (56+31+23+29+43)/5

= 36.4 (for 12 readings)

Average density for 0 – 5 mins = 36.4/12

= 3.03 vehicles (per 20m length of road)

17
 5 – 10 minutes
Table 6.3 – density tabulation for 5-10 minutes on Saturday for flow towards Ambattur
TIME 6th min 7th min 8th min 9th min 10th min
(sec)
5 0 0 1 4 6
10 3 0 0 3 6
15 3 1 2 0 2
20 5 1 0 0 6
25 1 8 0 0 2
30 2 7 0 0 0
35 1 6 1 1 1

40 4 3 1 1 1
45 0 3 4 0 1
50 1 5 6 1 0
55 0 4 5 2 1
60 1 3 4 10 0
TOTAL 21 41 24 22 26

Average = (21+41+24+22+26)/5

=26.84 (for 12 readings)

Average density for 5 - 10 mins = 26.84/12

= 2.23 vehicles (per 20m length of road)

18
 10 – 15 minutes

Table 6.4 – density tabulation for 10-15 minutes on Saturday for flow towards Ambattur

TIME 11th min 12th min 13th min 14th min 15th min
(sec)
5 4 0 1 1 10

10 3 1 1 5 5

15 4 0 0 2 3

20 8 0 1 2 2

25 6 2 1 1 4

30 8 2 0 0 1

35 3 4 2 0 2

40 2 2 7 0 0
45 0 4 8 0 0
50 1 2 5 4 0
55 0 2 5 5 0
60 1 0 4 5 1
TOTAL 40 19 35 25 28

Average = (40+19+35+25+28)/5

= 29.4 (for 12 readings)

Average density for 10 -15 mins = 29.4/12

= 2.45 (vehicles per 20m lane length)

19
 15 – 20 minutes
Table 6.5 – density tabulation for 15-20 minutes on Saturday for flow towards Ambattur

TIME 16th min 17th min 18th min 19th min 20th min
(sec)
5 4 0 3 0 6

10 2 1 1 8 5

15 3 2 1 5 2

20 3 0 0 3 4

25 2 2 1 1 4

30 6 4 1 0 2

35 3 5 1 0 1

40 1 4 5 0 0
45 1 5 4 0 0
50 0 8 4 1 0
55 0 5 6 3 0
60 0 3 4 5 1
TOTAL 25 39 31 26 25

Average = (25+39+31+26+25)/5

= 29.2 (for 12 readings)

Average density for 15 -20 mins = 29.2/12

= 2.43 (vehicles per 20m lane length)

20
Table 6.6 – consolidated traffic data in the direction of Ambattur on Saturday

TIME FLOW SPEED DENSITY

INTERVAL (veh/min) (kmph) (veh/20m)
(mins)
0-5 63 38.65 3.03

5-10 55 42.12 2.23

10-15 65 34.13 2.45

15-20 59 44.57 2.43

20-25 70 36.58 4.51

25-30 63 38.10 4.02

30-35 67 37.99 4.33

35-40 64 38.12 3.98

40-45 61 38.11 4.05

45-50 65 36.34 4.42

50-55 64 37.37 4.06

55-60 62 37.93 4.11

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6.2 RELATIONSHIP AMONG TRAFFIC PARAMETERS (Saturday)

6.2.1 DENSITY vs SPEED

Figure 6.3 – variation of density with speed on Saturday (Ambattur)

1. Here we can observe that the general trend is that when the density
increases speed decreases.
2. Another important point to note is, when the density is low the range of
speed within which the vehicle moves is quite high. This is evident from
the fact that when the density is low (less number of vehicles on the road)
the choice of speed varies from one driver to another.
3. When the density is high the range of speed to manoeuvre is quite less.
This means that the vehicles are more restricted to take a particular speed
while approaching that section.

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6.2.2 SPEED vs FLOW

Figure 6.4 – variation of flow with speed on Saturday (Ambattur)

1. General trend is that when the flow increases speed decreases.

2. There is not much variance in the speed since the flow more or less remains
constant.

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 6.2.3 DENSITY vs FLOW

Figure 6.5 – variation of flow with density on Saturday (Ambattur)

Table 6.7- Descriptive Statistics of traffic parameters on Saturday

N Minimum Maximum Mean Std. Deviation

FLOW_SAT 12 55.00 70.00 63.1667 3.80988
SPEED_SAT 12 34.13 44.57 38.3342 2.68682
DENSITY_SAT 12 2.23 4.51 3.6350 .84783
Valid N (list wise) 12
1. As you can see here, as the density increase flow also increase.
2. It can safely concluded that the flow is stable during this period. If the flow
were to be unstable we would have noticed a drop in flow as the density
increases (jam condition).
3. Hence it can be said that the flow in the road has yet not attained its
capacity.

24
6.3 REGRESSION
6.3.1 DENSITY vs SPEED
Table 6.8 - Coefficients of regression for density vs speed

Unstandardized Standardized
Coefficients Coefficients
B Std. Error Beta T Sig.
SPEED_SAT -.154 .087 -.489 -1.770 .107
(Constant) 9.544 3.345 2.853 .017

Figure 6.6 – approximation curve of speed vs density on Saturday (Ambattur)

NATURE OF RELATIONSHIP: LINEAR

k = 9.544 – 0.154v
Where k= density (veh/20 metre) and v = space mean speed (kmph)

25
 6.3.2 DENSITY vs FLOW

Figure 6.7 – approximation curve of flow vs density on Saturday (Ambattur)

Table 6.9 - Coefficients of regression for density vs flow

Unstandardized Standardized
Coefficients Coefficients
B Std. Error Beta t Sig.
FLOW_SAT .845 1.253 3.795 .674 .517
FLOW_SAT ** 2 -.006 .010 -3.133 -.556 .592
(Constant) -27.375 39.087 -.700 .501

NATURE OF RELATIONSHIP: QUADRATIC

k = -0.006q2 + 0.845q – 27.375
Where, k = density (veh/20m) & q = flow (veh/min)

26
6.3.3 SPEED vs FLOW

Figure 6.8 – approximation curve of speed vs flow on Saturday (Ambattur)

Table 6.10 - Coefficients of regression for speed vs flow

Unstandardized Standardized
Coefficients Coefficients
B Std. Error Beta t Sig.
FLOW_SAT -3.903 3.551 -5.534 -1.099 .300
FLOW_SAT **
.027 .028 4.814 .956 .364
2
(Constant) 176.086 110.745 1.590 .146
NATURE OF RELATIONSHIP: QUADRATIC
v = 0.027q2 – 3.903q + 176.086

Where,

v = space mean speed (kmph) q = flow (veh/min)

27
 6.4 TOWARDS THIRUMANGALAM
Similar analysis of flow, density and speed is done along the Thirumangalam
direction along with the regression equation and is compared with those of the
Ambattur
6.4.1 VEHICLE COMPOSITION:

Figure 6.11 – composition of vehicle on Saturday through Thirumangalam

VEHICLE TYPE COUNT
BIKE 1975
CAR / SHARE AUTO 2071
BUS 139
MINI BUS 131
TRUCK 22
TOTAL 4338

Figure 6.9 – composition of vehicle on Saturday through

Thirumangalam

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 6.4.2 DENSITY CALCULATION

0 – 5 minutes
Table 6.12 – density tabulation for 0-5 minutes on Saturday for flow towards Thirumangalam
Time (sec) 1st min 2nd min 3rd min 4th min 5th min

5 3 6 1 7 2
10 6 6 0 7 1
15 1 5 1 2 1
20 4 6 0 1 1
25 1 4 1 1 4
30 0 6 1 0 10
35 2 5 3 4 5
40 0 6 4 2 5
45 0 7 8 0 2
50 1 6 8 4 2
55 1 0 7 4 1
60 1 0 10 1 1
Total 20 57 44 33 35

Average = (20+57+44+33+35)/5

= 37.8 (for 12 readings)

Average density for 0 -5 mins = 37.8/12

= 3.15 (for 20m lane length)

29
 5 – 10 minutes

Table 6.13 – density tabulation for 5-10 minutes on Saturday for flow towards Thirumangalam
Time (sec) 6th min 7th min 8th min 9th min 10th min

5 2 8 0 2 2
10 0 7 2 1 3
15 0 10 6 4 5
20 0 9 5 3 5
25 4 6 8 2 1
30 1 3 7 1 1
35 2 2 6 1 0
40 0 2 10 1 0
45 2 1 5 6 0
50 1 5 8 5 4
55 6 1 5 5 4
60 6 2 0 3 0
Total 24 56 62 34 25

Average = (24+56+62+34+25)/5

= 40.2 (for 12 readings)

Average density for 5 – 10 mins = 40.2/12

= 3.35 (for 20m lane length)

30
 10 – 15 minutes

Table 6.14 – density tabulation for 10-15 minutes on Saturday for flow towards Thirumangalam

Time (sec) 11th min 12th min 13th min 14th min 15th min

5 4 2 8 0 0
10 3 1 5 1 2
15 9 4 0 4 0
20 5 12 0 4 1
25 6 3 0 9 3
30 9 1 1 1 0
35 2 0 1 4 2
40 7 2 0 11 2
45 9 3 0 1 1
50 2 3 4 2 14
55 1 5 2 0 7
60 1 6 6 1 7
Total 58 42 27 38 39

Average = (58+42+27+38+39)/5

= 40.8 (for 12 readings)

Average density for 10 – 15 mins = 40.8/12

= 3.40 (for 20m lane length)

31
 15 – 20 minutes

Table 6.15 – density tabulation for 15-20 minutes on Saturday for flow towards Thirumangalam
Time (sec) 16th min 17th min 18th min 19th min 20th min

5 8 2 2 8 1
10 11 1 1 6 1
15 10 5 1 6 4
20 7 6 0 8 4
25 0 4 0 6 7
30 0 7 2 4 6
35 2 3 1 1 4
40 3 5 1 0 6
45 0 7 5 2 5
50 0 6 5 2 0
55 1 6 8 3 0
60 3 2 9 4 1
Total 45 54 35 50 39

Average = (45+54+35+50+39)/5
= 54.6 (for 12 readings)
Average density for 15 – 20 mins = 54.6/12
= 4.55 (for 20m lane length)

32
 Table 6.16 – consolidated traffic data in the direction of Thirumangalam on
Saturday

TIME FLOW SPEED DENSITY

INTERVAL (VEHICLES/min) (kmph) (VEHICLES/20m)
(mins)
0–5 59 43.13 3.15
5 – 10 61 37.67 3.35
10 – 15 69 40.21 3.40
15 – 20 78 36.27 4.55
20 – 25 71 38.35 4.23
25 – 30 82 35.49 5.15
30 – 35 79 36.18 5.01
35 – 40 77 37.43 4.47
40 – 45 73 36.95 4.27
45 – 50 70 39.23 3.98
50 – 55 73 39.47 4.12
55 – 60 76 37.91 4.50

6.5 COMPARITIVE STUDY OF TRAFFIC PARAMETERS

6.5.1 SATURDAY TRAFFIC BETWEEN BOTH DIRECTIONS
6.5.1.1 FLOW COMPARISON

Table 6.17 - Descriptive Statistics for flow on both lanes on Saturday

Std.
N Range Minimum Maximum Mean Deviation Variance
FLOW(AMBATTUR
12 15.00 55.00 70.00 63.1667 3.80988 14.515
)
FLOW(THIRUMAN
12 23.00 59.00 82.00 72.3333 6.94568 48.242
GALAM)
Valid N (list wise) 12

33
 Figure 6.10 – comparison of flow through sequence chart on both
directions (Saturday)

NOTE: In the above figure “flow =>” indicates flow towards Thirumangalam
and “flow <=” indicates flow towards Ambattur.

1. For most of the time flow towards Thirumangalam is greater than that of
Ambattur.
2. The peak flow was observed in the direction of Thirumangalam whose
magnitude is 82 veh/min.
3. Minimum flow was observed along the direction of Ambattur with a
magnitude of 55 veh/min.
4. The highest variance was observed in the 30th minute i.e. at 5:50 pm.

34
 6.5.1.2 DENSITY COMPARISON

Figure 6.11 – comparison of density through sequence chart on both directions (Saturday)

Table 6.18 - Descriptive Statistics for density on both lanes on Saturday

Std.
N Range Minimum Maximum Mean Deviation Variance
DENSITY(AMBATTUR) 12 2.28 2.23 4.51 3.6350 .84783 .719
DENSITY(THIRUMANG
12 2.00 3.15 5.15 4.1817 .62998 .397
ALAM)
Valid N (list wise) 12

1. Compared to Ambattur the density along the Thirumangalam direction was

found to be more in general.
2. The maximum density was observed along the Thirumangalam direction
around 5:53 pm with a magnitude of 5.15 veh/20 metre lane length.
3. The minimum density was observed along the Ambattur direction around
5:25 pm with a magnitude of 2.23 veh/20 metre lane length.

35
 6.5.1.3 SPEED COMPARISON

Figure 6.12 – comparison of speed through sequence chart on both directions (Saturday)

Table 6.19 - Descriptive Statistics for speed on both lanes on Saturday

Std.
N Range Minimum Maximum Mean Deviation Variance
SPEED(AMBATTUR) 12 10.44 34.13 44.57 38.3342 2.68682 7.219
SPEED(THIRUMANG
12 7.64 35.49 43.13 38.1908 2.10433 4.428
ALAM)
Valid N (list wise) 12

1. It is interesting to note here that there are 7 points of intersection between the
speeds of vehicles in both directions on Saturday which indicates that the
velocity during the investigated hour is almost same in both directions.
2. Comparing flow, density and speed we can say that even though the flow and
density is less in the Ambattur direction there is not much increase in speed.
The probable reason for this may be due to the excess on-street parking along
the Ambattur direction.

36
 6.5.2 COMPARISON ON THE SAME LANE BUT ON DIFFERENT DAYS
6.5.2.1 AMBATTUR DIRECTION
6.5.2.1.1 FLOW COMPARISON

Figure 6.13 – comparison of flow through sequence chart on both days (Ambattur)

Table 6.20 - Descriptive Statistics for flow on Ambattur lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
FLOW_SAT 12 15.00 55.00 70.00 63.1667 3.80988 14.515
FLOW_FRI 12 15.00 72.00 87.00 79.8333 4.58918 21.061
Valid N (list wise) 12

1. Clearly the flow on Friday for Ambattur lane is way higher than that of
Saturday.
2. Maximum flow was observed on Friday having a magnitude of 87 veh/min.
3. Minimum flow was observed on Saturday having a magnitude of 55 veh/min.
4. Within the given time interval, there is no time for which the flow on Saturday
is greater than that of Friday.
37
 6.5.2.1.2 DENSITY COMPARISON

Figure 6.14 – comparison of density through sequence chart on both days (Ambattur)
Table 6.21 - Descriptive Statistics for density on Ambattur lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
DENSITY_SAT
12 2.28 2.23 4.51 3.6350 .84783 .719
DENSITY_FRI 12 2.21 4.68 6.89 5.7792 .59838 .358
Valid N (list wise) 12

1. Density on Friday is much higher than that of Saturday.

2. Maximum density was observed on Friday having a magnitude of 6.89
veh/20m.
3. Minimum density was observed on Saturday having a magnitude of 2.23
veh/20m.

38
 6.5.2.1.3 SPEED COMPARISON

Figure 6.15 – comparison of speed through sequence chart on both days (Ambattur)

Table 6.22 - Descriptive Statistics for speed on Ambattur lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
SPEED_SAT
12 10.44 34.13 44.57 38.3342 2.68682 7.219
SPEED_FRI
12 9.22 32.45 41.67 35.9617 2.32476 5.405
Valid N (list wise) 12

1. The speed is greater in Saturday when compared to Friday.

2. Around the 15th minute (5:35 pm) there is a sudden decrease in the speed
which may be due any incident incurred at a place before the section under
investigation.
3. There is appreciable difference in the mean speeds of both days.

39
 6.5.2.2 THIRUMANGALAM DIRECTION
6.5.2.2.1 FLOW COMPARISON

Figure 6.16 – comparison of flow through sequence chart on both days (Thirumangalam)

Table 6.23 - Descriptive Statistics for flow on Thirumangalam lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
FLOW_SAT_2
12 23.00 59.00 82.00 72.3333 6.94568 48.242
FLOW_FRI_2 12 16.00 76.00 92.00 83.3333 5.31436 28.242
Valid N (list wise) 12

1. Clearly the flow on Friday for Ambattur lane is way higher than that of
Saturday.
2. Maximum flow was observed on Friday having a magnitude of 87 veh/min.
3. Minimum flow was observed on Saturday having a magnitude of 55 veh/min.
4. Within the given time interval, there is no time for which the flow on
Saturday is greater than that of Friday.
40
 6.5.2.2.2 DENSITY COMPARISON

Figure 6.17 – comparison of density through sequence chart on both days (Thirumangalam)

Table 6.24 - Descriptive Statistics for density on Thirumangalam lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
DENSITY_SAT_2
12 2.00 3.15 5.15 4.1817 .62998 .397
DENSITY_FRI_2 12 2.11 5.01 7.12 6.2742 .73954 .547
Valid N (list wise) 12

1. The density on Friday as expected is greater than that of Saturday in each

interval of time.
2. Maximum density was observed on Friday having a magnitude of 7.12
veh/20m.
3. Minimum density was observed on Saturday having a magnitude of 3.15
veh/20m.
4. The variation of density on both days is same, similar to that of flow.

41
 6.5.2.2.3 SPEED COMPARISON

Figure 6.18 – comparison of speed through sequence chart on both days (Thirumangalam)

Table 6.25 - Descriptive Statistics for speed on Thirumangalam lane on both days
Std.
N Range Minimum Maximum Mean Deviation Variance
SPEED_SAT_2
12 7.64 35.49 43.13 38.1908 2.10433 4.428
SPEED_FRI_2 12 8.32 27.87 36.19 31.2258 2.77697 7.712
Valid N (list wise) 12

1. The graph clearly indicates that the speed during all time interval is greater
in Saturday when compared to that of Friday.
2. There is almost 7 kmph reduction in mean speed in Friday when compared
with Saturday.
3. Maximum speed was observed on Saturday having a magnitude 43.13
kmph.
4. The minimum speed was observed on Friday and was as low as 27.87 kmph.

42
 CHAPTER 7
RESULTS

7.1 LEVEL OF SERVICE

LOS is a quality measure which is described operational conditions within
a traffic stream in terms of service measures such as speed and travel time,
freedom to manoeuvre and traffic interruptions, comfort and control. Now six
levels of service are recognized, it is designated as from A to F so in short we say
LOS A, LOS B and so on with LOS representing the best operating condition so
now max freedom to manoeuvre is possible while it is a free flow condition so
obviously Level of Service A is defined as free flow condition and LOS F is
defined for worst possible operating condition that is the forced flow condition or
breakdown flow condition.

Table 7.1 urban street LOS issued by HCM (2000)

URBAN STREET CLASS IV

RANGE OF FREE FLOW 40-55 kmph
LOS
A >41
B >32-41
C >23-32
D >18-23
E >14-18
F <=14

43
 Table 7.2 Level of service of road leading towards Ambattur

DAY MEAN SPEED LOS

(kmph)
FRIDAY 35.96 B
SATURDAY 38.33 B

Table 7.3 Level of service of road leading towards Thirumangalam

DAY MEAN SPEED LOS

(kmph)
FRIDAY 36.19 B
SATURDAY 43.13 A

7.2 DERIVED TRAFFIC MODEL

In deriving the traffic model the variable density is treated as the depended
variable whereas flow and speed are independent.

TOWARDS AMBATTUR

FRIDAY

1. k = -2.45 v + 13.534
2. k = 0.002 q2 – 0.184 q + 7.337
3. v = -0.005 q2 + 0.463 q + 30.920

44
SATURDAY

1. k = -0.154 v + 9.544
2. k = -0.006 q 2 + 0.845 q – 27.375
3. v = 0.027 q2 – 3.903q + 176.086

TOWARDS THIRUMANGALAM

FRIDAY

1. k = -0.251 v + 14.099
2. k = -0.009 q2 + 1.577 q – 64.996
3. v = 0.033 q2 – 5.999q + 301.615

SATURDAY
1. k = -0.115 v + 9.916
2. k = -0.001 q 2 + 0.330 q – 12.366
3. v = 0.020 q 2 – 3.344q + 176.284

7.3 CONCLUSION

From the survey we have found out that traffic in Chennai is

heterogeneous. It is concluded that existing set of fundamental equations of traffic
stream are not suitable for these heterogeneous traffic. Thus we need to create
new equation for this heterogeneous traffic of Indian scenario. From our complete
analysis, we have found out the traffic stream parameters. We have developed a
standard relationship among the traffic stream parameters for Friday as well as
Saturday. We get a simple regression equation for heterogeneous traffic of the
Ambattur Estate road in Chennai.
45
 APPENDIX

STA (smart traffic analyzer) software A glimpse of IBM-SPSS

IrfanView software Microsoft Visual Basic 2010

46
REFERENCES

1. Dhapudkar, R.S. (2004) “Analysis and Development of Traffic Stream

Parameter of Heterogeneous Traffic at Signalized Intersection”.
2. Kadiyali, L. R. (2010).” Fundamentals of traffic flow, Traffic
Engineering and Transport planning”, New Delhi, pg.553-559.
3. Mallikarjuna,C. and Ramachandra Rao, K. (2009) “Development and
Validating a Simulation Model for Heterogeneous Traffic”.(IIT Madras)
4. Mathew, V. (10-12-2010) “Traffic stream Models “Lecture Notes on
Transportation System Engineering.
5. Sven Maerivoet and Bart De Moor (Feb 2, 2008) “Traffic Flow Theory”,
Microscopic traffic flow characteristics, Macroscopic traffic flow
characteristics, Performance indicators.
6. Yamuna, S. IOSR Journal of Engineering (May 2014) “Study of Traffic
Characteristics for Heterogeneous Traffic”.

47