c



 
 


  c discussed about development in simulation in Transportation in various

fields. Most urban transportation problems are network related and some of the packages like
NETSIM. INTEGRATION and AIMSUN2. The problem in the two lane two way traffic is much
complicated than the motorway traffic. Most well known programme in this area is Swedish
VTI-model and the Australian TRARR developed in 1970s.Some of the macroscopic simulation
models are TRANSYT, CONTRAM. New application areas of this simulation are traffic safety,
ITS, travel demand and most advanced model in the travel demand area is TRANSIMS and
HUTSIM.
     c! emphasized on towards increased use of simulation in transportation
and main barriers to development and make use of the simulation models in different areas of
Transportation engineering.
In his view the principle barriers to the expand use of simulations in transit operations are,
Perceived high cost, Tight budgets and Tight schedules. The way is to address these barriers is
through further development of sophisticated models, these should be more data driven, require
less time to setup, less cost to use, and should be reduced amount of time and budget spent on
any one project. In order to sustain the growth and make transportation simulation more of
requirement, several problems must be addressed with each project. These include defining data
requirements, capturing and analyzing data for model input, restricting simulation use to
appropriate problem types, retaining focus on business goals and technical requirements
"#$# #% &''() developed new Car following theory with lateral discomfort which can
be represents heterogeneous traffic condition some extent. The major contribution of this paper
comes from its recognition of lateral discomfort in car-following, an issue that was not treated in
the past. Existing car following theories may not be applicable in certain cases due to some of the
assumptions they possess. Vehicle not only influenced by the vehicle in front but also variations
in lane widths, existence of street furniture, heterogonous traffic compositions (leading to the
variations in vehicle widths) and poor pavement surfaces (drivers deviating from the travelled
path to avoid pot-holes). All of these factors may have implications on capacity, speed, and
safety. Thus, this feature of traffic flow cannot be negligible and it must be quantified and
included in microscopic traffic models for better accuracy. So incorporation of lateral friction
offers a potential breakthrough in the fields of car-following theory and microscopic traffic
simulation.
$ *+   &''( developed a fuzzy Logic based Car-following Model for
Microscopic Traffic Simulation on Urban Road Network. In microscopic traffic simulation, car-
following phenomenon is regarded as vital in representing individual vehicle behavior. Many
car-following models have not considered uncertainties and perceptions along with other related
parameters to describe human behavior especially on urban road network. In this paper, these are
appropriately considered with a suitable technique namely fuzzy logic to represent realistic car-
following behavior.
$ * ,$- # $ *  . c( developed an urban traffic simulation with Psycho-
Physical vehicle following models. Psycho-physical vehicle-following model tries to capture
both the physical and human components of congested-traffic simulations. These models
determine the reactions of the vehicle driver depending on the vehicle¶s state. The state of a
vehicle can be determined by the distance and by the difference in speed, in comparison to the
leading vehicle. If the vehicle state changes, the driver must react. The reaction of the driver is to
calculate a new value for acceleration.
$     &''/ developed a Lane Change Model with Fuzzy Logic for
representing urban traffic situation in Microscopic Traffic Simulation. Many lane change models
have not considered the uncertainties and perceptions involved while modeling, which are very
important to represent human behavior. In the present study, these uncertainties and perceptions
have been considered to represent lane changing behavior more realistically. For this purpose, a
suitable technique namely fuzzy reasoning has been considered. The comparison with observed
data indicated that fuzzy reasoning has produced more realistic driver behavior compared to
standard modeling in lane change. The effectiveness of this technique has also been
demonstrated by considering a real urban network
%,# # "#0 $ &'''‘ examined the similarities and differences of well-known car-
following models, and compared their performance with field data. They also developed the
Ê
Ê simulation model in which the reaction times of drivers were not restricted by
simulation-time steps.
*   Rc! ‘ developed a travel time±density model using the traffic volume and travel±
time data, collected at a number of arterial roads in Singapore.
#$    Rc( emphasized the need for further research to develop an empirically
well measurable, theoretically valid, quantitative expression of roadway capacity.
.    c( used simulation as a tool to develop a methodology for calculating
passenger car equivalents for freeways, two-lane highways, and arterials.
$ *+ # # 1 #2 Rc!!)‘ discussed the systematic procedure to be adopted while fitting
distributions to traffic data.
"#0 $ #  Rc!! ‘ developed the 
Ê simulation model for simulation of
stop and- go traffic, incorporating a collision algorithm and a minimum separation constraint for
car following. These studies have been conducted under relatively homogeneous traffic
environments, and hence the results are not directly applicable for heterogeneous traffic
conditions.
"##  Rc!3‘ developed a microscopic simulation model of traffic flow on two-lane rural
roads SIMLA2
including passing with varying possibilities for the horizontal and vertical
alignment.

 ,0 # % Rc(4 ‘developed a SIMTOL model to evaluate the capacity of a two-lane road.
The model was able to handle a road of high-design standards only.

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  5  


On most of the urban roads in India, the traffic consists of an unsegregated flow of different
types of vehicles. A review of the literature shows that only limited studies have been done to
develop an understanding of traffic flow under nonlane based heterogeneous traffic conditions.
The prominent among them are briefly reviewed here.

6$ #
#2$ R&''' ‘did simulation studies of traffic flow on urban roads in Kanpur City,
India using a two-lane one-way traffic simulation model. Through this study, the level of service
experienced by different categories of vehicles were decided when the traffic stream contained
65% nonmotorized vehicles.
$# Rc( ‘developed empirical models to study urban heterogeneous traffic.
"#$ Rc7 ‘studied mixed traffic flow on one-way urban roads, grouping two and three-
wheelers together.
6$ # *$# Rc(! ‘developed a simulation model to assess the effects of traffic
composition on flow performance. The model includes unimpeded, overtaking and restrained
stream logics for a two-lane two-way highway.
*#%% Rc!'‘ developed simulation models to depict mixed traffic flow on single-lane
one-way, two-lane one-way, and two-lane two-way traffic roads. Experiments were done up to
volume levels of 800 vehicles/h. The exponential distribution was used for the generation of
arrival pattern. He developed a new concept for estimating capacity of the roads by using design
vehicle unit (DVU) instead of PCU.
#6*%   Rc!/ ‘modified the basic structure of the VTI model to the heterogeneous
traffic prevailing on the Indian road network.
$0 8 %   R&''3 ‘ developed a microscopic model to study driver behavior in
uninterrupted traffic flow.
*$# # # R&''' ‘studied the models of heterogeneous traffic flow, and Maini and Khan
2000
‘analyzed the discharge characteristics of heterogeneous traffic at signalized intersections.
2$ # 2%$- 9 Rc ‘developed a microscopic simulation model ]ʏÊ
for mixed
vehicle and bicycle traffic on urban roads.
2:   Rc' ‘ investigated the linear and lateral placement of vehicles in mixed traffic
environment to develop models of mixed traffic flow.
To simulate mixed traffic flow, above mentioned models may not be appropriate for
comprehensive study of mixed traffic flow due to inherent limitations. The available traffic-
simulation program packages cannot be directly used to study the characteristics of mixed traffic
flow as these are based on homogeneous traffic-flow conditions. Hence, there is an urgent need
to theoretically model the heterogeneous traffic flow for an in depth understanding of the flow
characteristics to evolve strategies for better utilization of transport infrastructure and effective
regulation and control of the traffic. There is some advancement in simulation methods those are
represented below.
Methodology for present study has been identified from the following research work.
$ * %   &''/ developed a methodology for Speed distribution curves for
Mixed Traffic condition.
$ * %   &''! developed a simulation module for mixed traffic flow on two
lane roads. They Developed a Simulation Programme by using Visual basic Language.
Simulation model which is incorporating traffic and driver behavior is developed to study the
effect of traffic mix, slow moving vehicles, and directional distribution on capacity of a two-lane
road.
$ * %   &''4 Investigated on Lateral placement of vehicles under mixed
traffic condition. Collected data on placement of vehicles at different sections of two lane roads
are analysed. The statistical distributions were fitted to the data and their parameters are
evaluated. It is found that the placement data may or may not follow the normal distribution
depending upon the traffic composition. A parameter called the placement factor is introduced in
the paper to explain the type of distribution. It is defined as the difference between the 90 Th and
Th Th
the 10 percentile placements to the 50 percentile placements. The placement data follow a
normal distribution only when placement factor is less than 1.30 otherwise the fast moving
vehicle would follow a normal distribution and the slow moving vehicle would follow a Gama
distribution.
$*-$ # # * $% &''3 developed Headway Distributions for Heterogeneous
Traffic on Urban Arterials. The result of the study has shown that, the headways of urban mixed-
traffic dominated by smaller vehicles like motorized two-wheelers can be modeled using
negative exponential distribution over a wide range of traffic flow levelsï‘
$*-$ # # * $% &''3 developed a methodology for modeling highly
heterogeneous traffic conditions. This paper describes a modeling methodology adopted to
simulate the flow of heterogeneous traffic with vehicles of wide ranging static and dynamic
characteristics. The simulation framework for the traffic-flow model was prepared in such a way
that the absence of lane discipline in mixed traffic flow conditions is taken into account.
Common issues related to traffic simulation such as vehicle generation, logics for vehicular
movement, etc., are described in detail in the context of heterogeneous traffic conditions. The
paper also discusses the procedures adopted for validation of the proposed model and their
outcomes. The details of application of the model to study the traffic flow characteristics on
urban roads are also presented.
$*-$ # # *$#*$% &''4 investigate the Effect of traffic volume on PCU
of vehicles under heterogeneous traffic conditions. Results of the study shows that PCU values
for the different types of vehicles of a highly heterogeneous traffic were estimated, using a
micro-simulation technique. It was found that the PCU value of a vehicle type varies
significantly with variation in traffic volume. Hence, it is appropriate to treat the PCU value of a
vehicle type as a dynamic quantity instead of considering it as a fixed one.
$*-$ # # * $% &''3 developed a simulation model for estimating the capacity
and service volume standards for urban roads under mixed traffic condition. The simulation
model was first validated and used to estimate PCU values of different categories of vehicles,
applicable to traffic flow at LOS C. These PCU values have then been used to convert
heterogeneous traffic stream of varying composition to equivalent homogeneous streams. The
results were found to be consistent; establishing the credibility of the PCU values derived using
the model. Service volumes for 7.5 m and 11 m wide urban roadways were also arrived at, as an
illustration of the application of the model. Development of a general purpose traffic simulation
model to replicate the laneless nature of heterogeneous traffic flow characteristics, and
application of the model to derive relatively accurate PCU values to develop capacity standards
are the unique features of this study.

$ $#   &''4 developed a method for estimating the capacity of multilane
divided urban roads under mixed traffic condition. They collected data at 10 sections of
multilane divided urban roads having different physical conditions and traffic compositions.It is
found from their study that the PCU factors calculated at different sections of urban roads vary
substantially across the sections. Capacity varies with physical conditions and traffic
composition. Capacity of a multilane divided urban road increases linearly with increase in the
proportion of two wheelers in traffic stream. It is estimated that capacity of an urban road section
increase by approximately 9 percent for every 10 percent increase in the proportion of 2 wheeler.
The capacity of a section with side friction is approximately 12percent lower as compared to a
section with no side friction.
 9 ,$)
8*## 2 +0$## &''!) developed a tool VISSIM for
representing Heterogeneous traffic in Microscopic traffic simulation.
In this paper they present the extension of the behavior models and simulation mechanics made
in the Microscopic simulation tool VISSIM in order to represent the heterogeneous traffic
conditions realistically i.e. the lack of lane discipline and the mix of vehicles of very different
characteristics. As a first extension, the lane oriented driver behavior is complimented by a so-
called space-oriented movement behavior. A continuous lateral movement is allowed within and
between the lanes, including overtaking with in the same lane. Drivers choose a lateral position
to maximize the longitudinal movement time to collision. The car following model was modified
to take in to account speed dependent lateral safety distances. In a typical heterogeneous traffic
conditions, obliviously lateral movement is continuous and only restricted by width. And
traditional gap-acceptance models are also not suitable for representing the lane change
phenomenon. Decision for lateral and longitudinal acceleration can not consider independently.
#% $)   &''7) developed a Calibration Procedure for Microscopic Traffic
Simulation based on genetic algorithm. They provided a systematic, multistage calibration and
validation procedure for microscopic simulation models. Earlier studies only focused on section
of freeway but in this case its provides a procedure for network level simulation. Various model
components are included and it shows a reasonable performance in replicating the observed flow
conditions.
A microscopic traffic simulation model generally includes physical components, such as the
roadway network, traffic control systems and driver-vehicle units, etc., and associated behavioral
models, such as driving behavior models and route choice models. These components and
models have complex data requirements and numerous model parameters. Although most
simulators provide data input guidelines and default model parameters, these models
nevertheless need to be calibrated for the specific Study network and the intended applications.
In the traditional process of model calibration, model is adjusted until reasonable and
quantitative correspondence between the model and field observed data is achieved. Such
adjustments with multiple parameters are time-consuming and tedious process. The trial-and-
error method based on engineering judgment or experience is usually employed for model
calibration. More systematic approaches include the gradient approach and Genetic Algorithms
(GA). In order to analyze network-wide transportation problems, it is necessary to include not
only driving behavior model calibration but also dynamic OD estimation and route choice in the
calibration process

"%#20% 0 #

#2 ; &''4, developed a calibration and validation procedure for
freeway work zone network-A case study of Vissim a Microscopic simulation model. Multiple
days of field data collected to consider variability and these data sets are divided in to calibration
and validation data sets.VISSIM Microscopic simulation package is used in this study. Traffic
flows Characteristics of a freeway network in a work zone are quite different from those of urban
arterial networks. Main objective of this study is calibration and validation of previously
developed microscopic simulation model.
There are eight steps in calibration and validation procedure viz Simulation model setup, Initial
evaluation, Initial calibration, Feasibility test, parameter calibration using genetic algorithm,
Evaluation of the parameter set, Validation and visualization, Traffic counts, Travel time, Travel
speed. The performance of the procedure was tested by comparing distribution of simulation
outputs and field travel time data. The results indicated that default and best guessed parameters
of VISSIM were not able to replicate field travel time, while the calibrated parameter set can,
thus the validity of the procedure is proven for a freeway network. However, it would be
desirable to validate the calibrated network with a data set collected under different control
conditions.

´ <$-$    &''/) developed a Calibration procedure for VISSIM for shanghai
Expressway using genetic algorithm. They presented an optimal optimization method with
genetic algorithm is applied for finding a suitable combination of VISSIM parameters.
Numerous simulation tests indicated that the following main parameters have affected simulation
precision most deeply, such as desired speed in reduced speed area, desired lane change distance,
and widemann 99 car following parameters, the average desired distance between stopped cars,
the head way time that a driver wants to keep at a certain speed and safety distance a driver
allows before he intentionally move closer to the car in front.
Genetic algorithm is an extensively used search technique that inherits ideas from natural
evolution to effectively find good solution for combinational parametric optimization problem
The software that performed this calibration divided in to three modules the VISSIM, GA, and
control modules. Control module is compiled in Visual Basic Language; controlled the
interaction between VISSIM and GA modules. The application of GA as a parameter
optimization technique has been illustrated.
They concluded that the main parameters affecting simulation are desired speed in reduced speed
area, desired lane change distance, average desired distance between stopped cars. VISSIM
reasonably simulate the conditions. Calibrated parameter values indicate that drivers in shanghai
are more aggressive in lane changing and car following compared with the default values in
VISSIM.
These studies, though intended for simulating heterogeneous traffic flow, are either based on
simplified assumptions or not validated over a wide range of traffic existing on urban highways.
Because of these inadequacies, the models cannot be used for a comprehensive study of mixed
traffic flow characteristics. Hence, this study aims at development of an appropriate traffic
simulation model to replicate heterogeneous traffic flow conditions to comprehensively study the
traffic characteristics.

The choice of methodology, the data input into the model and its collection through field studies
are discussed in the following chapter.