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PREAMBLE
**
***
****
Scientist, PED
***** Director
236
and URUCS-2001, respectively. Basically, the speed flow relationships developed in the above studies
encompassed only up to four lane divided carriageways
as the multi-lane highways beyond such carriageway
widths were not existent at that time in India.
In this Paper, an attempt has been made for the first time
to explicitly study the free speed profiles and
speed - flow characteristics on varying types of
multi-lane highways covering four-lane, six-lane and
eight-lane divided carriageways in plain terrain. In order
to assess these characteristics, Time Mean Speed (TMS)
under free flow conditions and Space Mean Speed (SMS)
coupled with traffic flow data was extensively collected
spread over different regions of India. From the collected
data, free speed profiles of different vehicle types on
high speed corridors and speed - flow equations have
been developed based on traditional and microscopic
simulation models. Subsequently, capacity norms for such
high speed corridors were also evolved. The impact of
typical Indian driving behavior i.e. how the lane change
behavior affects roadway capacity on multi-lane highways
has been assessed through microscopic simulation
approach. Finally, based on the results derived in this study,
the Design Service Volume (DSV) for varying types of
multi-lane highways including four-lane, six-lane and
eight-lane divided carriageways has been evolved with
reasonable degree of authenticity under the prevailing
heterogeneous traffic conditions. The outcome from this
study is expected to form an important input for developing
RUC models exclusively for varying type of multi-lane
highways. This Paper has been structured as given below.
In the next section, an exhaustive overview of
speed - flow studies carried out in India and elsewhere
for multi-lane highways is summarized. The details in
respect of free speed and speed-flow data collected at
various road sections are discussed in Section 3 coupled
with the description of data collection methodology. The
results derived from free speed analysis are presented in
Section 4, whereas speed - flow equations developed for
different vehicle types covering varying carriageway
widths on multi-lane highways based on traditional and
microscopic simulation models is dealt in Section 5. The
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 237
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
procedure adopted for evolving the roadway capacity
norms for varying carriageway widths on multi-lane
highways is also discussed in the same section. The impact
of lane change behavior on roadway capacity is presented
in detail in Section 6. Finally, the conclusions emerging
from this study are discussed in Section 7.
2
L
TT
...(1)
where, V
TT
238
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 239
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
roadway capacity and DSV for varying carriageway
widths on multi-lane highways covering four-lane,
six-lane and eight-lane divided carriageways for the
heterogeneous traffic mix prevalent on Indian highways
with reasonable degree of confidence and hence this
research endeavor can be termed as a significant attempt
in this direction. The following section describes the
methodology adopted for accomplishing this study.
3
STUDY METHDOLOGY
3.1
a)
b)
240
V85 V50
V50 V15
...(2)
Table 1 Selected Test Sections for Free Speed and Speed - Flow Studies
S. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
National Highway
(NH) / Expressway
NH-2
NH-2
NH-2
NH-4
NH-5
NH-6
NH-6
NH-45
NH-45
NH-45
NH-5
NH-5
NH-202
NH-7
NH-7
Location
(Chainage)
Km 98
Km 98
Km 629
Km 629
Km 643
Km 643
Km 1242
Km 1242
Km 1501
Km 1501
Km 44
Km 44
Km 47
Km 47
Km 29
Km 29
Km 58
Km 58
Km 98
Km 98
Km 5
Km 5
Km 1069
Km 1069
Km 15
Km 15
Km 25
Km 25
Km 462
Km 462
Direction
Number
of Lanes
Delhi - Mathura
Four
Mathura - Delhi
Four
Durgapur - Kolkata
Four
Kolkata - Durgapur
Four
Durgapur - Kolkata
Four
Kolkata - Durgapur
Four
Bangalore - Chennai
Four
Chennai - Bangalore
Four
Chennai - Kolkata
Four
Kolkata - Chennai
Four
Kharagpur - Kolkata
Four
Kolkata - Kharagpur
Four
Kharagpur - Kolkata
Four
Kolkata - Kharagpur
Four
Chenglepat - Chennai
Four
Chennai - Chenglepat
Four
Chennai - Villupuram
Four
Villupuram - Chennai
Four
Chennai - Villupuram
Four
Villupuram - Chennai
Four
Vijayawada - Kolkata
Four
Kolkata - Vijayawada
Four
Vijayawada - Guntur
Four
Guntur - Vijayawada
Four
Hyderabad - Warangal
Four
Warangal - Hyderabad
Four
Hyderabad - Bangalore
Four
Bangalore - Hyderabad
Four
Hyderabad - Nagpur
Four
Nagpur - Hyderabad
Four
Type of Section
Straight
Straight
Curved
Curved
Straight
Straight
Straight
Straight
Curved
Curved
Curved
Curved
Straight
Straight
Straight
Straight
Curved
Curved
Straight
Straight
Straight
Straight
Straight
Straight
Straight
Straight
Straight
Straight
Straight
Straight
(Table 1 Contd...)
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 241
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
(Table 1 Contd...)
S. No.
31
32
33
34
35
36
37
38
39
40
41
42
3.3
National Highway
(NH) / Expressway
NH-9
NH-9
Greater Noida
Expressway
Greater Noida
Expressway
NH-1
Delhi-Gurgaon
Expressway
Location
(Chainage)
Direction
Number
of Lanes
Type of Section
Km 462
Km 499
Km 30
Km 30
Near Lotus
Valley School
Near Panchsheel
Bal College
Km 38
Km 38
Near IFFCO
Chowk
Hyderabad - Mumbai
Mumbai - Hyderabad
Hyderabad-Vijayawada
Vijayawada-Hyderabad
Delhi - Noida
Noida - Delhi
Delhi - Greater Noida
Greater Noida - Delhi
Delhi - Sonepat
Sonepat - Delhi
Delhi - Gurgaon
Gurgaon - Delhi
Four
Four
Four
Four
Six
Six
Six
Six
Six
Six
Eight
Eight
Straight
Straight
Straight
Straight
Straight
Straight
Curved
Curved
Straight
Straight
Straight
Straight
3.4
(ii)
Fig. 1
242
Functional
Form
Comments
v = - x +
Logarithmic
v = - ln x +
Exponential
v = vf exp(- x)
v = /x
Polynomial
v = - x2 - x +
Bureau of Public
Roads (BPR)
Akcelik
v = vf/(1+ (x) )
V = L/[L / vf + 0.25{(x - 1)
+ SQRT{(x - 1)2 + x}}]
Linear
Power
Note
v = Speed; , and = Global Parameters for Equation; x = F/Fcap ratio; vf = Free - Flow Speed;
F = Flow; Fcap = Capacity Flow; L = Link Length;
3.5
Fig. 2
Flow (PCU/hr)
Capacity Estimation from Speed-Flow Curves
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 243
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
within the traffic stream is extremely restricted. Besides,
at this level of service, even a small increase in volume
would lead to forced flow situation and breakdowns within
the traffic stream. Even the flow conditions at LOS-C
and LOS-D involve significant vehicle interaction leading
to lower level of comfort and convenience. In contrast,
LOS-B represents a stable flow zone which affords
reasonable freedom to drivers in terms of speed selection
and maneuvers within the traffic stream. Under normal
circumstances, therefore, the use of LOS-B is considered
desirable for the design of rural highways. At this level,
volume of traffic will be around 0.5 times the roadway
capacity and this is taken as the DSV for the purpose of
determining the carriageway width.It is recommended
that for major arterial routes, LOS-B should be adopted
for design purposes. On other roads under exceptional
circumstances, LOS-C could also be adopted for design.
Under these conditions, traffic will experience congestion
and inconvenience during some of the peak hours, which
may be acceptable. This planning decision should be taken
in each case specially after carefully considering factors,
like, suburban conditions, economic feasibility, etc. For
LOS-C, DSV can be taken as 40 percent higher than
those for LOS B.
4
b)
c)
b)
244
Avg.
Speed *
V15 *
V50 *
V85 *
V95 *
Max.
Speed*
SD*
SR
TW
1191
74.2
63.5
71.7
80.1
85.0
120
7.8
1.027
Auto
753
54.2
46.3
51.6
56.9
60.5
79
5.0
0.995
Small Car
2688
92.4
80.7
89.9
100.6
106.7
161
10.1
1.157
Big Car
4137
93.0
79.7
90.1
100.4
106.3
149
9.8
1.000
Bus
2138
71.1
59.8
68.6
77.1
82.1
108
8.2
0.961
LCV
1614
68.6
58.5
66.1
73.9
78.1
113
7.3
1.019
HCV
504
68.5
58.0
65.9
74.2
78.9
103
7.7
1.038
MAV
1924
64.0
58.2
64.6
71.2
75.2
97
6.1
1.019
Vehicle
Type
*kmph
Journal of the Indian Roads Congress, October-December 2010
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 245
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
Table 4 Free Speed Statistics of Different Vehicles on Six-Lane Divided Carriageways
Vehicle
Type
Sample
Size
Avg.
Speed *
V15 *
V50 *
V85 *
V95 *
Max.
Speed*
SD*
SR
TW
723
75.0
59.3
72.5
85.7
92.5
109
12.6
1.000
Auto
95
56.3
44.8
54.1
63.8
68.6
88
8.7
1.043
Small Car
749
93.1
80.2
90.6
100.9
106.8
136
9.8
0.998
Big Car
1132
95.5
82.1
93.0
104.0
110.6
135
10.5
1.014
Bus
283
74.4
65.1
71.8
78.4
82.1
102
6.2
0.997
LCV
93
73.6
62.9
71.0
79.5
84.4
105
7.9
1.041
HCV
83
70.7
58.6
68.2
78.3
84.4
101
9.7
1.049
MAV
109
70.5
59.0
68.0
76.8
81.9
100
8.5
0.980
*kmph
Table 5 Free Speed Statistics of Different Vehicles on Eight-Lane Divided Carriageways
Vehicle
Type
Sample
Size
Avg.
Speed *
V15 *
V50 *
V85 *
V95 *
Max.
Speed*
SD*
SR
TW
343
77.5
63.7
75.0
86.3
92.5
90.0
10.8
1.000
Auto
11
56.7
48.8
53.9
58.8
61.7
64.0
4.5
0.950
Small Car
165
98.0
83.2
95.5
107.5
115.2
97.0
11.8
0.980
Big Car
180
101.4
84.7
98.9
113.7
122.5
104.0
14.2
1.050
Bus
246
75.7
64.9
73.2
81.3
86.2
72.0
7.7
0.980
LCV
127
74.1
61.9
71.6
107.5
86.9
74.0
9.3
1.020
HCV
24
73.2
64.1
70.7
77.0
81.2
56.0
6.1
0.970
MAV
13
72.0
62.7
69.6
76.6
81.1
57.0
6.7
1.030
*kmph
c)
Fig. 4
246
5.1
Traditional Model
5.1.1
Six-Lane
Eight-Lane
Two Wheelers
4 - 59 (24)
9 - 50 (28)
9 - 29 (18)
Autos
0 - 23 (6)
0 - 12 (4)
0 - 1 (0.5)
Small Cars
1 - 36 (14)
7 - 55 (33)
23 - 53 (37)
Big Cars
1 - 43(15)
14 - 33(23)
27 - 48 (37)
Buses
1 - 45 (10)
1 - 11(3)
1 - 9 (3)
LCVs
1 - 40 (7)
1 - 6 (2)
1 - 18 (4)
HCVs
1 - 39 (11)
1 - 6 (2)
1 - 9 (1)
MAVs
1 - 32 (7)
1 - 11 (4)
1 - 9 (1)
0 - 28 (5)
0 - 4 (1)
0 - 1 (0.5)
Note: Value in the parenthesis indicates the average share (in per cent) of the specific vehicle type in the traffic
stream
From Table 6, it can be inferred that the two wheelers
contribute for the major proportion of traffic on four-lane
and six-lane divided carriageways compared to eight-lane
divided carriageway, whereas, the share of auto
rickshaws is very insignificant on eight-lane
carriageways. Cars dominate the proportion of traffic in
all types of multi lane carriageways and share of both
two wheelers and cars together constitutes more than 80
per cent on six-lane and eight-lane carriageways. In
contrast, the heavy vehicles share in total volume is more
in case of four-lane compared to six-lane and eight-lane
carriageways. This phenomenon of higher passenger
traffic on six and eight lane divided carriageways and
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 247
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
The observed traffic volume of different vehicle types is
converted into PCUs based on the PCU factors given in
Table 7. Using the analogy explained in Section 3.4, the
first ever attempt was done in India in the present study
by segregating speed - flow data into uncongested and
congested conditions. Subsequently speed - flow
Vehicle Type
PCU
Factor
0.5
Scooters (SC)
0.5
Autos (A)
1.5
1.0
1.0
Cycles (CY)
0.5
Buses (B)
3.0
3.0
3.0
1.0
3.0
3.0
5.1.2
248
S. No.
Vehicle Type
Auto
y=66.731/(1+2.320*(x/6000.165)^)
R = 0.863
y = 0.011*x + 14.20
R = 0.952
TW
y=99.49/(1+2.585*(x/7000.385)^)
R = 0.880
y = 0.008*x + 19.52
R = 0.814
Cars
y=110.761/(1+1.564*(x/6999.968)^1)
R = 0.887
y = 0.004*x + 21.29
R = = 0.861
Bus
y=94.080/(1+2.794*(x/6998.148)^1.544)
R = 0.885
y = 0.006*x + 22.23
R = 0.674
LCV
y=87.345/(1+2.083*(x/6998.876)^1)
R = 0.766
y = 0.005*x + 20.83
R = 0.900
HCV
y=84.230/(1+2.056*(x/6999.049^1.089)
R = 0.713
y = 0.002*x + 24.69
R = 0.713
MAV
y=67.709/(1+3.466*(x/6995.476)^2.208)
R = 0.690
y = 0.002*x + 24.67
R = 0.701
Vehicle Type
Auto
y = -0.004x + 59.39
R = 0.525
y = 0.009x + 19.64
R = 0.570
TW
y = -0.009x + 77.50
R = 0.638
y = 0.009x + 5.971
R = 0.525
Cars
y = -0.011x + 112.3
R = 0.493
y = 0.004x + 15.52
R = 0.646
Bus
y = -0.007x + 92.47
R = 0.663
y = 0.013x + 3.790
R = 0.528
LCV
y = -0.005x + 97.66
R = 0.362
y = 0.012x + 3.273
R = 0.777
HCV
y = -0.011x +82.60
R = 0.559
y = 0.011x + 2.227
R = 0.739
MAV
y = -0.011x + 92.38
R = 0.635
y = 0.005x + 12.04
R = 0.538
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 249
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
Table 10
Speed-Flow Equations from Traditional Model for Different Vehicles on Eight Lane Divided
Carriageways
S. No.
Vehicle Type
Auto
TW
Cars
Bus
LCV
HCV
MAV
Fig. 5 Roadway Capacity of Four-Lane, Six-Lane and Eight-Lane Divided Carriageways Evolved through Traditional Models
250
Carriageway
Four-Lane
Six-Lane
Eight-Lane
Vehicle Type
Error
(per cent)
Auto
54.2
66.7
23
Two Wheeler
74.2
99.5
34
Big Car
93.0
110.8
19
Small Car
92.4
Bus
71.1
94.1
32
LCV
68.6
87.3
27
HCV
68.5
84.2
23
MAV
64.0
67.7
Auto
56.6
59.4
Two Wheeler
75.0
77.5
Big Car
95.5
112.3
19
Small Car
93.1
Bus
74.4
92.5
24
LCV
73.6
97.7
33
HCV
70.7
82.6
17
MAV
70.5
92.4
31
Auto
56.7
53.5
Two Wheeler
77.5
93.5
21
Big Car
98.0
86.3
13
Small Car
101.4
Bus
75.7
72.7
LCV
74.1
70.3
HCV
73.2
66.6
MAV
72.0
74.4
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 251
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
limitation, the microscopic simulation approach has been
attempted in this study which is capable of representing
individual vehicles on road section and estimate the driver
behaviour more realistically. The microscopic simulation
model has been developed to estimate speed and flow
characteristics for varying carriageway widths and the
details are furnished in the succeeding section.
5.2
5.2.1
5.2.2
Data Collection
252
2.
3.
4.
Fig. 6
Fig. 7
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 253
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
5.2.3
254
Fig. 9
Fig. 10
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 255
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
gap and roadside friction.) on Delhi to Hodal direction
acting as a major impediment, which is causing significant
reduction of observed speeds of cars and two wheelers
as compared to other direction.
On the other hand, the predictive capability of the model
in terms of lane changes in the case of different vehicle
types like two wheeler, auto rickshaw, small car, big car
and multi axle truck is less than 20 per cent error, whereas
the overall lane change error is only about 2 per cent on
Hodal to Delhi direction. From the above calibrated and
validated results, it can be inferred that the developed
simulation models are able to predict the vehicular
movements (i.e. flow, speed and lane changes) with
reasonable degree of accuracy under heterogeneous
traffic conditions for four-lane divided carriageways.
Based on the developed simulation models, the evolution
of speed - flow relationships is attempted and using the
same, the roadway capacity can be estimated.
5.2.5
b)
c)
d)
e)
256
...(3)
b)
c)
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 257
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
Table 12 Comparison of Speed-Flow Equations of Cars for different Multi-lane Carriageways
S.
No.
1
Carriageway
Traditional Method
Uncongested
Four-lane divided
y=
Congested
Microscopic Simulation
Method (Non-linear)
y = 0.004x + 21.29
y = 47.633+(2268.931-
R = 0.887
Capacity=6,050
PCU/hour/dir
R = 0.861
0.407x)0.5
R = 0.761
Capacity=5,574
PCU/hour/dir
110.761
1 + 1.564 * x
6999.968 )
Six-lane divided
y = -0.011x + 112.3
R = 0.493
Capacity=6,400
PCU/hour/dir
y = 0.004x + 15.52
R = 0.646
y = 47.651+(2270.6370.294x)0.5
R = 0.769
Capacity=7,733
PCU/hour/dir
Eight-lane divided
y = -0.003x + 88.81
R = 0.851
Capacity=10,500
PCU/hour/dir
y = 0.002x + 32.91
R = 0.532
y = 47.676+(2273.0110.232x)0.5
R = 0.764
Capacity=9,796
PCU/hour/dir
Fig. 11
Fig. 12
258
5.3
Table 13 DSV for Four-Lane, Six-Lane and Eight Lane Divided Carriageways
Peak Hour Ratio
(per cent)
b)
c)
Six-lane
Eight-lane
LOS - B
LOS - C
LOS - B
LOS - C
LOS - B
LOS - C
31,851
47,777
44,189
66,283
55,977
83,966
27,870
41,805
38,665
57,998
48,980
73,470
24,774
37,160
34,369
51,554
43,538
65,307
10
22,296
33,444
30,932
46,398
39,184
58,776
IMPACT
OF
LANE
CHANGE
BEHAVIOUR ON ROADWAY CAPACITY
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 259
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
allowing any lane change in the selected section of the
road. To carry out such exercise in VISSIM 4.10, it is
necessary to develop a separate road network in order to
restrict lane changes. In the case of without lane change
situation, connector type of links is used as lane change
restriction zone. Before that 100 m buffer link is provided
for smooth entrance of the vehicles.
Using the developed simulation model, the speed data for
different vehicle is estimated for different traffic volume
conditions for four-lane, six-lane and eight-lane divided
carriageway under without lane change behaviour. The
simulation runs are carried for different scenarios of
traffic volumes for estimating capacity namely Observed
Flow (ranging from 1000 to 1500 Veh/hr), Flow of 2000
Veh/hr, 4000 Veh/hr, 6000 Veh/hr and 8000 Veh/hr.
Considering these different flow conditions, the simulation
runs are formulated to estimate speeds of different
vehicles on four-lane, six-lane and eight-lane divided
carriageways. Using the estimated speed data of the cars
and traffic flows from the different simulation runs, the
equation shown in Eqn. (3) has been calibrated for
four-lane, six-lane and eight-lane divided carriageways
under 'without' lane change behaviour conditions and they
are given in Table 14. For comparison purpose, the
equations with lane change behaviour situation are also
shown in Table 14. The estimated speed data of the cars
are plotted against given traffic flow with non-linear
equation under without lane change behaviour condition
as shown in Fig. 13 for four-lane, six-lane and
eight-lane divided carriageways.
From the Table 14 and Fig. 13, it can be observed that
the speed-flow equations exhibit moderate goodness-offit as the R2 values are ranging from 0.56 to 0.65 for
varying carriageway widths and from this it can be said
that the developed speed - flow equations can be used to
predict the speed of cars for given flow conditions with
reasonable level of authenticity. However, the estimated
260
Carriageway
Four-lane divided
y = 47.633+(2268.931-0.407x)0.5
R = 0.761
Free Speed = 95.3 Km/hr
Capacity=5,574 PCU/hour/dir
y = 48.843+(2385.614-0.441x)0.5
R = 0.645
Free Speed = 97.7 Km/hr
Capacity=5,408 PCU/hour/dir
Six-lane divided
y = 47.651+(2270.637-0.294x)0.5
R = 0.769
Free Speed = 95.3 Km/hr
Capacity=7,733 PCU/hour/dir
y = 48.824+(2383.749-0.318x)0.5
R = 0.563
Free Speed = 97.7 Km/hr
Capacity=7,508 PCU/hour/dir
Eight-lane divided
y = 47.676+(2273.011-0.232x)0.5
R = 0.764
Free Speed = 95.4 Km/hr
Capacity=9,796 PCU/hour/dir
y = 48.508+(2353.067-0.263x)0.5
R = 0.573
Free Speed = 97.0 Km/hr
Capacity=8,941 PCU/hour/dir
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 261
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
higher freedom for vehicular movements might
have aided in attaining substantial increase in
desired speeds and thus resulting in enhanced
free speeds.
Fig. 14
CONCLUSIONS
b)
c)
d)
e)
262
f)
g)
h)
CRITICAL EVALUATION OF ROADWAY CAPACITY OF MULTI-LANE HIGH SPEED CORRIDORS UNDER 263
HETEROGENEOUS TRAFFIC CONDITIONS THROUGH TRADITIONAL AND MICROSCOPIC SIMULATION MODELS
inherent limitations in this study, a few of the related
avenues for further work are listed below:
a)
b)
c)
REFERENCES
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2.
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9.
ACKNOWLEDGEMENTS
Authors are thankful to the technical services rendered
by Mr. Sher Singh, Mr. S. K. Biswas, Mr. Anand Kumar
Srivatsava and Mr. Fida Hussain during the field studies
of this study is gratefully acknowledged. The analysis
work carried out by Mr. Mayur Patel, Ms. N. Sabita and
Mr. Dhaval Barot and also the ongoing research studies
by Ms. Himani Patel, Mr. Mahesh Solanki and Ms. Deepa
as part of their dissertation works under the guidance of
couple of authors is highly acknowledged.
10.
11.
264
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21.
22.
23.
24.
25.
26.
27.
28.
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31.