Saturation and Delay Model Microsimulation Using Vissim – A Case Study

Saturation and Delay Model Microsimulation Using Vissim – A Case Study

B.Vinayaka

Reva Institute Of Technology, Bangalore, Karnataka, India

Abstract- Traffic in India consists of mainly to parts both motorized and non-motorized traffic with no lane movement of vehicles and no restricted mixing up of flow this has led to heterogeneous traffic condition in India determination of PCU values in mixed traffic condition was a challenge. Saturation flow and delay model of particular intersection will help in determine the various loop holes in the present given condition and help in certain corrective measures for the same. Here in this paper I have developed a saturation and delay model for the selected junctions in Bangalore city and microscopic simulation model is being prepared for the same by using VISSIM software validation of same is carried out and certain proposals have been suggested for same in order to improve the condition of present area.

1. INTRODUCTION

   Bangalore is an important metropolitan city in India with and considerably increases in population year to year. Due to increase in population there has been a considerable rise in the number of vehicular movement. The traffic proportion consist, major portion of two wheelers, four- wheelers and auto. Growing traffic in metropolitan city will lead to considerable effect on to particular city or location whether it can be overall economical aspect or land use pattern effect .

   It can been seen in Bangalore city that as the traffic keeps on increasing considerably it leads to effect on to the present traffic , as the present transportation network is not able to meet the needs of growing traffic this has led to major traffic problems . Since certain traffic network are designed keeping in mind the projection of future traffic still it is not able to meet the needs of the present excess amount of traffic .

   Hence saturation flow is like a building block for determination of the capacity and delay of the selected area.

   Delay study is needed in order to determine the extra time spent by the vehicle and overall extra increase in travel time. I have selected the intersection where the amount of traffic is very high and it has high amount of saturation flow and considerable amount of delay is high.

   Saturation flow helps in overall analysis of the present intersection facilities and whether it meets the present needs and requirement. Various features to be taken into consideration while analyzing the junction is overall signal cycle length, (green cycle is the key factor), geometrical features, road width and various important features. If the traffic is homogenous then it would be easy to analysis the

   Mr. Rahul L Kadam Assistant Professor,

   Reva Instituteof Technology,

   Bangalore, Karnataka, India

   traffic but our country consists of heterogeneous traffic where it leads to certain problem to detriment the PCU value of different class of vehicle. There was considerable high amount of traffic during both the peak and off peak hours of selected area for study.

   Different study area was selected by keeping in mind increase in traffic of selected area over areas and considerably saturation rate and delay of vehicular movement in that particular selected area. This microscopic simulation models are more flexible when compared to normal manually method of calculations we can check both the boundaries condition in the field by this model. The VISSIM microscopic simulation model is being widely used in traffic behavior studies which has given a considerably realistic output of the given data and obtained output can be easily relayed on and can be used for the further studies or reference.

   Three junctions where selected since high saturation value and delay in that particular section were caused due to heavy traffic or capacity of the road. The present traffic lead to traffic conditions like congestion, delay etc. The three locations selected for obtaining data for this report where as follows:

   1. Oklipuram junction (old Mysore road)

   2. KR market

   3. Tin factory junction (near to suspension bridge)

   1. Oklipuram

      This location is a three legged intersection, with a high rate of congestion and delay due to huge amount of traffic being more than the road capacity. The main cause of delay being no proper signal timing and one leg of the intersection had considerable high amount of traffic nearly 5000-6000 vehicles/hour. Thus it led to green phase given to this particular leg and this formed queue length of the other leg.

      The selected area is 1.5 km from Majestic. Majestic is CBD area this more no of vehicles move toward and originate from this area. This area consists of one temple and one church certain peak hours this has led to more conjunction due to no of people visiting

      Figure 1: selected stretch of Mysore road for study

   2. Kr Market

      This particular location was chosen because its in near to one of the important areas like avenue road and SP road where the condition of traffic of the commuters is considerably high. The main cause of conjunction and delay in this junction was due to more of pedestrians ad a location of bus stand which has greatly hindered or effected the traffic movement. Due to presence of huge no of pedestrians there is a necessity of clearing the traffic with the help of traffic police. The amount of heavy vehicles and two wheelers where considerably high in this junction and the movement of vehicle was of snail speed

      Figure 2: Google Earth Image Kr Market

   3. Tin Factory

   The selection of this particular junction is due to high number of goods vehicle and the conjunction is very high due to presence of huge no of pedestrians. The main cause of delay was the pedestrians because of presence of railway station near to this area and sometimes police intervention is required to control the traffic. Even though a flyover is constructed in this place its not able to reduce the traffic which has led to huge amount of traffic problems in this particular area.

   Figure 3: Google Earth Image Tin Factory

   All these three locations where selected in such a manner, where the field data and the VISSIM simulated data could be validated for delay and saturation values by relevant inputs like geometrical details, volume count. All the three locations consists of three legged and the traffic signal timing was recorded for the same.

2. DATA COLLECTION

   The technique involved in the collection of data are as follows:

   Video recording method has been carried out. Certain building was selected for fixing of camera through which signal timing and volume count was recorded.

   For few selected junctions the volume count was carried out by means of manually noting down the number of vehicles in each particular leg by enumerators.

   Volume count survey was carried out by recording the different class of vehicles for 15 min intervals and for three hours in the morning and evening peak hours.

   Spot speed was calculated by carrying out time mean and space mean study by marking the distance on the selected stretch of road.

   Video cameras are placed in upper position for data retrieval of the whole junction

   Turning movement and queue length is noted down

   Signal type and time of whole signal cycle length is obtained for future analysis for calculating

   Saturation value of vehicle is noted down during the saturation green phase.

   1. DATA RETERIVAL

      • In case of video graphic survey data isextracted by playing the video on desktop or laptop.

      • Once the volume count is completed then the peak hour factor for the same obtained is data and PCU values are calculated.

      • PCU values are calculated by means of Chandras method where the projected area and speed of particular class of vehicle is correlated and values are obtained for different class of vehicles.

      • Once the values are obtained it is converted into obtained volume into PCU values.

      • Peak hour is decided by means of high volume of vehicles in certain particular hour both in the

        morning and evening hour. In case of the survey it was seen during 9 to 10 AM and 5.30 to 6.30 PM

      • This peak hour volume is used to analyze and calculate the delay values. Saturation flow of all the three junction is calculated in the following ways as follows:

        Saturation values in the selected area is calculated by number of enumerators at the selected location For each leg two enumerators are required to note down the data This data can be obtained by video graphic survey also but it will be a tedious work and video needs to be stopped for every green cycle

        Here in this project survey was carried out manually to avoid the multiple work involved

        QUEUE LENGTH

      • Queue length of junction is noted down by marking certain distance on the pavement

      • Once the signal turns red the length of the queue generated is noted down, for example distance say 250 m or 350 m of the selected stretch

      • The length of the queue is noted down and used for comparison through the delay analysis of the same junction and while simulating in the VISSIM software.

   2. DELAY STUDY

   • This survey was carried out by noting down the number of vehicles in the queue length of that location

   • Based on the peak hour traffic then a new excel sheet was generated and required values were obtained

   • Using HCM manual, delay results of particular route is obtained and same was developed.

     Figure 4:congestion in oklipuram junction

     Figure 5: Tin factory junction development of queue

3. BASIC DETAILS OF SIGNALIZED INTERSECTION

   1. General

      A junction can either be signalized or un-signalized junction. Signalized intersection helps in free flow of traffic with the help of certain signal timing allotted to each leg of the stretch. This helps in the free and easy moment of traffic where the amount of work involved is considerably very less. In case of un-signalized intersection a traffic police is to be deployed to maintain the easy flow of traffic without much effect to the traffic. In case of such conditions certain difficulties arises where controlling of it will be a difficult task.

      Important terms related with the signalized junction are as follows:

      • Cycle length: it indicates the time of the whole duration including three phase of signal that is green

        ,red and amber

      • Green time: It is a part of cycle length where during this stage the vehicles are allowed to move from the stopped position

      • Green ratio: is the green time to that of the whole cycle length (g/c)

        Traffic signals are of three different modes based on how they are being operated:

      • Pre-timed operation: In this condition the cycle length of each signal is predetermined and fed into the system. This signal cycle will be same throughout the day

      • Semi actuated operation: whereas here in this condition certain detectors are being used to control the cycle length which does not remain same through the day

      • Fully actuated operation: more no of the detectors are used based on the amount of traffic the signal cycle length is being generated for the same

      Capacity and level of service:

      Capacity of any particular area or junction can be described as whether the present traffic is being accommodated by the present condition of the road without much difficulties. Certain conditions arise where the capacity of the selected stretch is very less thus leading to various problems like congestion and delay.

      Level of service can be described as the how well the junction is meeting the requirement and whether the vehicle are being affected by the prevailing condition. This parameter mainly helps in identifying the where does a particular junction stands in case of handling of the traffic and its behavior for the same. This can be grouped under the SIX category they are as follows

      • LOS A : It indicates a free movement of vehicles without any obstruction or congestion

      • LOS B ,C,D,E : these all indicate the intermediate flow of vehicles for the same

      • LOS F : where the movement of vehicle is in worst scenario , thus leading to more amount of delay and conjunction this depicts the worst condition existing in the field

        The study area which is selected, has a jammed condition and it exhibited the level of service as either E or F. Hence a great amount of detailed study is carried out to read the prevailing condition and find the loop holes and rectify the same in order to eradicate the existing condition. There are numerous factors which effect the level of service, for example traffic condition, roadway condition etc.

        All the junctions were analyzed and evaluated with regard to all the parameters and same was analyzed by using different models and values obtained where compared for the same and simulated and validated to obtain the pertaining conditions

   2. Intersection flow characteristics

   In case of a signalized intersection three phase system exist red, green and amber. Each signal phase varies from different locations in certain place the green phase may be considerably high and lead to clearance of traffic and thus it indirectly effects the other leg of the intersection. The figure below represents the flow pattern in the signalized intersection which can be co related in the diagram fort the same. The figure below depicts the simple characteristics of the three phase system and thus it can be explained in the three parameters. In this, the first aspect indicates the time space meaning of the vehicles class intervals for the signal cycle are depicted in the diagram. Second part gives us an idea about the time interval in that particular location. And the third part of the same aspect gives us the brief idea about the flow rate past it indicates saturation flow of the same condition.

   C .Homogenous and Heterogeneous traffic flow Homogenous type of traffic flow is considerably seen in the certain countries like US, UK where they follow a lane system and it consists of homogenous class of vehicle composition. Where as in India it consist of different class of vehicle playing on the road with different characteristics in there attribute like speed, dimension etc. Headway determination in this condition will be a troublesome by disrupting the traffic. In case of heterogeneous traffic lateral movement is considerably high same is not so in condition of the homogenous traffic

   1. Lane Grouping

      In a signalized intersection lane grouping will be a key aspect since number of vehicle moving in particular lane and weaving action needs to be given consideration .lane grouping is to be carried out for best results for the study

      A separate indusial left lane can be given in required condition. In some places each segment itself consists of different grouping of vehicle movement

      Figure 6: Lane Group Used In Analysis

   2. Saturation flow rate

   The figure below gives us a naked description of the saturation condition in the field during green phase and vehicle movement for the same

   Figure 7: Traffic Flow in Green Period

   Figure 8: Flow Character of the Signal

4. DETERMINATION OF PCU VALUE

   In India traffic consists of different categories of vehcles with different flow characteristics and different speed and size. A heterogeneous type of flow is being absorbed in the field of Indian cities. Where it is required to convert the obtained values into a uniform value by converting it to a standard value that is Passenger car unit. Thus by doing so it helps in better perspective of calculation of the same regarding the requirement. Different categories of vehicle where noted down in the field for an interval of 15 min duration and for three hours in the morning and evening during two weekdays and two weekends. Same data had to be converted to a uniform value.

   PCU values are calculated by using the Chandras and Kumar method, where the mean speed of the vehicle of particular class car is calculated and it is divided to the space occupancy in the field so as to obtain the uniform values. Mean speed of different vehicles have been noted down in the field either by time mean speed or space mean speed method and it is used along with the area occupied by the particular class of vehicle .

   TABLE 1: Vehicle Projected Area Used In Calculation of PCU

   Vehicle category	Dimensions (m)		Projected area (m2)
   	Length	width
   Car	3.72	1.44	5.39
   Two wheelers	1.87	0.64	1.2
   Auto (three wheelers)	3.2	1.4	4.48
   Bus	10.1	2.43	24.74
   Truck	7.5	2.35	17.62
   LCV	6.1	2.1	12.81
   Trailer	7.4	2.2	16.28
   Bicycle	1.9	0.45	0.85

   Formula used to calculate by the recommended method is as follows:

   PCU= (VC/VI) / (AC/AI)

   VC/VI= speed ratio of car to ith vehicle AC/AI= space ratio of car to ith vehicle

   VC=mean speed of car (km/hr.) AC= projected area of car (m2)

   By using the above formula and using mean speed values of different categories of vehicle and relating it to the car value it was converted into the PCU value

   Table 2: spot speed study data

   Vehic le	Mean speed (km/hr.)
   	OKLIPURAM					TIN FACORY			KR MARKET
   	*O -M	MA O	MA -M	M- O	O- M A	T- WH	WH -T	R -T	M Y- SP	CO – MY	BM S- KR
   Car	24. 56	28. 52	31. 34	32. 86	35. 38	26.3 2	29. 47	3 2. 3	25. 22	30. 12	31.9 3
   TW	27. 66	32. 52	35. 67	38. 65	42. 22	29.3 4	33. 64	3 6. 5	28. 54	34. 28	36.1 2
   Auto	22. 57	25. 46	29. 48	31. 22	33. 65	23.4 6	27. 35	3 0. 2	23. 12	28. 14	28.6 7
   Truck	15. 22	18. 52	20. 52	22. 48	–	16.3 8	18. 47	2 0. 8	17. 48	21. 45	20.7 5
   Bus	16. 38	19. 46	22. 48	25. 44	30. 78	22.5 2	22. 47	2 5. 3	20. 12	23. 84	25.1 7
   Traile r	16. 42	16. 44	16. 77	19. 52	–	24.5 2	–	–	19. 52	–	20.1 4
   Cycle	13. 48	15. 34	15. 83	–	22. 35	–	–	–	18. 69	19. 12
   LCV	18. 52	21. 44	26. 88	–	30. 2	28.3 3	32. 33	3 0. 3	26. 12	29. 78	23.8 5

   *O=Oklipuram, M=Majestic, MA=Malleshwaram, T=Tin Factory, WH=White Field, R=Rao Road, MY=Mysore, SP=SP Road, CO=Corporation circle, KR=KR market Above table gives us the clear picture of the different mean speed values obtained for the different junction. Values obtained here are of different class of vehicles and it is used for calculation. Mean speed was calculated during peak hour of the day and both maximum and minimum speed was noted down and time mean speed as well as space mean speed method as used to obtain the relevant values .hence obtained values of PCU are given in the below table for the same after using it in the relevant formula

   Table 3: PCU values obtained by Chandras method

   It can be observed from the above obtained values that certain categories of vehicles have comparatively higher pcu value than recommended by the IRC standard values. With regard to truck and bus its considerably higher where as other values are matching up to values as recommended for different locations. Same values were used to convert the whole volume of different categories of vehicle into one confined value. All the values obtained in the field are noted down into the excel sheet and same is used to multiply the values and get the final results of the peak hour in terms of required parameter .An example of the calculation carried out is being represented in the figure below of a particular junction same was carried out for other locations to get the required outcome.

   1. Determination of saturation value

      Saturation flo refers to number of vehicles passing to the maximum value during the peak green phase of signal. Saturation flow parameter is an important aspect with regard to development and understanding of the capacity of the particular intersection and it also helps out in designing of signal cycle length for the easy flow of traffic.

      The saturation flow data in one intersection was obtained by means of videographer survey where as in certain points due to constrains it was measured manually either in veh/hr. or pcu/hr. Headway method of calculation of the saturation value does not hold good here because of the heterogeneous condition prevailing in Indian cities and it would disrupt the traffic as well as overall calculation would be tedious. Hence data was obtained by manual calculation, the no of vehicles passing the reference point. The steps involved in this process is described below as follows.

      • Initially a referral point usually pedestrian crossing line /zebra line is considered as the noting point

      • Same can be used to calculate and note down the no of vehicles crossing the reference line after first three seconds of green phase

      • Initially first three sec of the green phase is neglected and after that the number of vehicles crossing the same in green saturation time is noted and final value is obtained by dividing the no cycles being carried out fort the same

      • Importance is given in order to note down the number of vehicles making the left turn as well right turn if any

      • In case of video graphic method it would be repeated several times to obtained the required data which would be a time consuming process

      Saturation value obtained is shown below in the table for the same

      Table 4: cycle timing and percentage turning movement of traffic

      Table 5: saturation value calculation

      Observed saturation = (No of vehicles counted during saturation period) / (Total no of samples)

      S= (346+506+396+385+388+377)/19*6*25 S= 2398/2850

      S=0.84140 veh/sec

      S= 0.84140*3600 = 3029 veh/hr.

      Saturation flow value of different junctions are calculated and it is being tabulated below for the same for different locations as described in the above procedure which is helpful in determining the various aspect

      Table 6 : saturation flow value obtained

      Intersection	Saturation flow (veh/hr.)
      Oklipuram	3152
      Malleshwaram	3485
      Majestic	2850
      Tin factory	3585
      White field	3100
      Rao road	3423
      Mysore road	3029
      Corporation road	3413
      BMS college road	3120

      Traffic vehicle composition as recorded in the video graphic or manually of different class of vehicle in selected junction of study is shown by means of pie charts describing the percentage of different class of vehicle.

   2. Capacity calculation and v/c ratio

      Capacity at any particular signalized intersection depends upon the saturation flow rate of that particular area during the saturation green time of the cycle length. The capacity of any particular lane can be calculated by the given formula

      C=S*(g/c) Where,

      C = capacity of the selected lane

      S = saturation flow (vehicles/hour) g/c = green cycle effective ratio

      Vehicle to capacity ratio is also an important parameter to know the whether the condition is over saturated or under saturated for the same condition

      Degree of saturation X=V/C Where, V=volume (vehicles/hour)

      C=capacity (vehicles/hour)

      Speed volume relation can be used to obtain the capacity value. Each categories of vehicle has different speed and it leads to generation or formation of different capacity of selected location. By plotting graph between width and volume we can get the theoretical capacity from developed equation

      CAPACITY

      CAPACITY

      5000

      4000

      3000

      5000

      4000

      3000

      Table 7: Observed and Theoretical Capacity

      Location	Widt h (m)	Observed capacity(pcu/hr)	Theoretical capacity
      Oklipuram- Majestic	8.07	3182	3187
      Malleshwaram – oklipuram	8.2	2784	2790
      Majestic – oklipuram	5.6	1064	1066

      2000

      1000

      0

      2000

      1000

      0

      5

      6

      7

      8

      9

      5

      6

      7

      8

      9

      y = -1507.6×2 + 21468x – 71877

      R² = 1

      y = -1507.6×2 + 21468x – 71877

      R² = 1

      Graph 1: Width Vs Volume

      S= -1507.6X2+21468X-71877 .equation (1)

      The above equation obtained by plotting the respecting value can be used to calculate capacity.

   3. Delay values are calculated by means of HCM 2000 manual method

   As per HCM manual stopped delay controlled delay and overall delay is being calculated and LOS is determined

   .The different delay values obtained for different junctions which are given in the table below and it is tabulated based on segment travel time. The value is being used to validate by microsimulation using VISSIM software.

   Table 8 : level of service of different junction

5. MICROSCOPIC SIMULATION IN VISSIM

   1. General

      Microscopic simulation using VISSIM will help in determining and validating the different values obtained in the field as well as we can analysis whether the condition prevailing is true to what extent. This software help us to better understand the existing condition and suggest some improvement measures for the same.

      This model helps in tracking and simulating certain indusial class of vehicle in particular stretch .vehicle can be tracked using the network generated in the VISSIM software and various data can be collected by establishing the data collection points in the parameters any type of traffic condition can be analyzed whether it is oversaturated or under saturated existing condition. Since each class of vehicle can be tracked here different set of delay values arises in the field even segment travel time, queue length generated and position of vehicle as well as vehicle travel time .an advancement in the field of transportation engineering is brought about by this type of software depicting the existing condition and what measures can be taken to overcome the same

      Figure 9 : steps involved in VISSIM

   2. VISSIM Results Oklipuram junction

      Table 9: Vehicle Travel Time

      Location	Vehicle travel time
      O-M	141.96
      M-O	304.70
      O-MA	139.54
      MA-O	165.39
      MA-M	146.86

      O=Oklipuram, M=Majestic, MA=Malleshwaram, T=Tin Factory, WH=White Field, R=Rao Road, MY=Mysore, SP=SP Road, CO=Corporation circle, KR=KR market

      Table 10: Delay and Speed value

      Location	Q length	Queue max
      Oklipuram	97.55	122.91
      Malleshwaram	106.11	208
      Majestic	92.66	145.89

      Location	Queue delay	Speed
      Oklipuram Majestic	58.52	18.59
      Malleshwaram oklipuram	65.17	25.64
      Malleshwaram majestic	147.59	27.21
      Oklipuram Malleshwaram	65.17	25.64
      Majestic to oklipuram	147.59	27.21

      Location	Queue delay	Speed
      Oklipuram Majestic	58.52	18.59
      Malleshwaram oklipuram	65.17	25.64
      Malleshwaram majestic	147.59	27.21
      Oklipuram Malleshwaram	65.17	25.64
      Majestic to oklipuram	147.59	27.21

      Table 11: Queue length

      Tin factory junction

      Table 12: Various results obtained in VISSIM

      Oklipuram junction

      In this particular location it can been seen that the level of service is in its worst prevailing condition with maximum number of vehicles since it is near to the CBD area majestic

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      Tin	449.1287	298.1979	25.2980	317.8496	511.5356
      factory	54	68	48	09	14
      Whitefie	282.4712	129.7541	25.9861	187.9144	324.1622
      ld	83	05	89	9	62
      Rao	370.9580	306.2425	28.4673	109.3195	131.7336
      road	99	84	63	5	58

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      Tin	449.1287	298.1979	25.2980	317.8496	511.5356
      factory	54	68	48	09	14
      Whitefie	282.4712	129.7541	25.9861	187.9144	324.1622
      ld	83	05	89	9	62
      Rao	370.9580	306.2425	28.4673	109.3195	131.7336
      road	99	84	63	5	58

      KR market

      Locatio n	Vehicle travel time	Queue delay	Speed	Q length	Q max
      MYS-	611.7416	176.7878	24.6559	313.1166	392.0459
      SJP	38	72	22	99	9
      CO-	215.7326	44.39691	26.1093	152.4400	277.6701
      MY	35	5	12	02	66
      BMS-	279.1008	169.3876	24.8594	120.2952	158.3593
      MYS		04		42	75

      Locatio n	Vehicle travel time	Queue delay	Speed	Q length	Q max
      MYS-	611.7416	176.7878	24.6559	313.1166	392.0459
      SJP	38	72	22	99	9
      CO-	215.7326	44.39691	26.1093	152.4400	277.6701
      MY	35	5	12	02	66
      BMS-	279.1008	169.3876	24.8594	120.2952	158.3593
      MYS		04		42	75

      Table 13: Values of KR Market

      FIGURE 10: FLYOVER 3D MODEL IN VISSIM

6. PROPOSAL FOR IMPROVEMENT

   1. Oklipuram junction

      In this particular location it can been seen that the level of service is in its worst prevailing condition with maximum number of vehicles since it is near to the CBD area majestic. More number of vehicles do pass in this particular stretch of road. Hence certain proposed to overcome and reduce the queue length obtained in the field and considerably reducing the overall delay condition

      It was seen that results obtained due to micro simulation was matching to the obtained data in the field to an accuracy of 90 % and all the parameters where crosschecked to validate the model for the same even level of service and queue length of various segment was correct to the nearest value calculated in the field . This micro simulation has given a satisfactory result for the given condition and matched up the all the constrains and even the validation was up to the mark delay results obtained due to micro simulation also matched to the great extent depicting the same level of service in study area

      Table 14: queue delay and speed of selected junction after improvement

      Figure 11: underpass proposal for the selected junction

      Location	Q length	Q max
      Oklipuram	98.077316	122.373093
      Malleshwaram	0.247362	48.567478
      Majestic	93.092453	146.279877

      Location	Q length	Q max
      Oklipuram	98.077316	122.373093
      Malleshwaram	0.247362	48.567478
      Majestic	93.092453	146.279877

      Table 15: Flyover Results Queue Length

      Location	Queue delay	Speed
      Oklipuram -Majestic	58.52	18.59
      Malleshwaram oklipuram	65.17	25.64
      Malleshwaram majestic	147.59	27.21
      Oklipuram -Malleshwaram	65.17	25.64
      Majestic to oklipuram	147.59	27.21

      Table 16: Underpass Vehicle Travel Time

      Location	Vehicle travel time
      O-M	65.119507
      M-O	290.509033
      O-MA	65.098358
      MA-O /td>	64.65226
      MA-M	160.197296

      Table 17: Queue Delay and Speed in Improved Condition

      Location	Queue delay	Speed
      Oklipuram -Majestic	1.701185	22.961836
      Malleshwaram oklipuram	21.82173	26.053631
      Malleshwaram majestic	154.37233	27.378853
      Oklipuram – Malleshwaram	21.82173	26.053631
      Majestic to oklipuram	154.37233	27.378853

   2. Tin factory

      LOS obtained here in this junction was considerably high as of E which states a poor vehicle movement and more number of delays. Here it consists of large number of goods vehicle and more number of motor vehicle. Location being near to the railway station more number of commuters and pedestrian disrupt the traffic while movement and sometimes it has led to increase in large queue length and high amount of delay in selected segment.

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      Tin factory	524.2259	349.649	23.981	325.9392	511.401154
      	52	475	705	09
      Whitefield	182.5443	27.6410	25.666	153.3993	324.925232
      	73	62	513	23
      Rao road	389.0911	314.502	26.985	108.6188	131.750244
      	87	808	277	96

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      Tin factory	524.2259	349.649	23.981	325.9392	511.401154
      	52	475	705	09
      Whitefield	182.5443	27.6410	25.666	153.3993	324.925232
      	73	62	513	23
      Rao road	389.0911	314.502	26.985	108.6188	131.750244
      	87	808	277	96

      Table 18: Improved Values of Tin Factory

   3. KR market

      It is one the largest flower market in Asia it consists of huge number of pedestrians and large categories of heavy vehicle making the existing condition to a worst level of service and delay is common condition in this junction and it leads to more queuing up of vehicle where manual controlling of traffic sometimes arises in this condition hence I have suggested and corrective measure of an underpass for this junction in order to improve the condition of the same

      Table 19: KR Market Decrease in Queue Length

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      MYS- SJP	210.645386	176.787872	24.655922	–	–
      CO-MY	309.189514	44.396915	26.109312	85.565598	270.234955
      BMS- MYS	222.850266	169.387604	24.8594	85.325676	155.76091

      Location	Vehicle travel time	Queue delay	Speed	Q length	Q max
      MYS- SJP	210.645386	176.787872	24.655922	–	–
      CO-MY	309.189514	44.396915	26.109312	85.565598	270.234955
      BMS- MYS	222.850266	169.387604	24.8594	85.325676	155.76091

7. CONCLUSION

   This paper drawn to certain conclusion after the results is as follows:

   1. For an accurate results video graphic survey was carried out in one junction and remaining manually calculation was carried out it was found that recorded data gives accurate results and can be stored as the data for future reference

   2. In case determination of the PCU values in mixed traffic condition by Chandras method it was found out that values were matching to IRC and some higher than recommended

   3. Calculation of saturation flow by HCM manual method initial 3sec of green time was neglected to prevent the effect of startup vehicle lost time. heterogeneous traffic makes it a tuff task

   4. Turning traffic had to be given important since it is key parameter in the determination of saturation follow

   5. A graph was plotted between width and volume to calculate the observed and theoretical capacity which matched to a great extent.

   6. Delay values obtained by HCM method depicts a near accurate results and prevailing in present existing condition

   7. Validation and results obtained by micro simulation was matching up to a great extent and it can be observed visually

   8. After proposal of improvement delay ,vehicle travel time , queue length was reduced Overall VISSIM model gives the exact picture of the same condition

   9. It can be absorbed that all the relevant LOS of all the selected area of study should improvement in LOS to C or B after proposal of improvement

8. REFERENCES

1. Chandra S., Sikdar, P. K. and Kumar Virendra (1996), Level of Service for Mixed Traffic at Signalized Intersections, Journal of the Institute of Engineers (India), Volume 77, pp. 12-16.

2. Highway Capacity Manual 2000, TRB, National Research Council, Washington, D. C., 1999.

3. Hossain, M. (2001), Estimation of Saturation Flow at Signalized Intersections of developing Countries: a micro simulation modelling Approach, Transportation Research Part A 35, pp. 123

   141.

4. MD. HADIUZZAMAN (2008) Saturation flow and delay model for signalized intersection in Dhaka city Bangladesh University of engineering, vol (1)

5. Luke Best (2011) project echo VISSIM modelling and validation LMVR report UK volume 2

6. Prema Somanathan Praveen, Venkatachalam Thamizh Arasan (2013) Influence of Traffic Mix on Pcu Value of Vehicles under Heterogeneous Traffic Conditions International Journal for Traffic and Transport Engineering, 3(3): 302 330

7. Seyed Rasoul Davoodi (2015) The Analysis the Role of Motorcycles on Saturation Flow Rates at Signalized Intersections in Gorgon, Indian Journal of Science and Technology, Vol 8(13), 52915, July 2015