GRD Journals- Global Research and Development Journal for Engineering | Volume 1 | Issue 9 | August 2016

ISSN: 2455-5703

Traffic Queuing Analysis on Chord Road,

Vijayanagar, Bengaluru using PTV Vissim
Software
Ramkrishna P Jagali
M. Tech Student (Transportation Engineering)
Department of Civil Engineering
RITM, Bengaluru, India

Mr. Rahul L Kadam

Assistant Professor
Department of Civil Engineering
RITM, Bengaluru, India

Abstract
Urban advancement is a noteworthy issue in metropolitan domains in the country, with enormous impact on economy, travel
conduct, land utilize, and purpose behind uneasiness for some drivers. Bangalore today is a standout among the most taken care
of urban communities in the country with the great improvement in the IT business and the increase in the amount of openings
for work in the city. With the expansion in populace, there is a relating increase in number of vehicles in the city and enormous
increment in the interest in area. In Bangalore there is a problem in extension for streets development and the need to utilize
existing streets for smooth development of vehicles. These problems get to be compulsory for the organization to assure better
parking facilities. Due to increase in the traffic, the waiting time at the signalized intersections increases. In order to minimize
the waiting time, the PTV Vissim software is used and models were developed and proposals were made.
Keywords- Traffic volume, Traffic queue, Queue length, Queue delay, Signalized intersection, PTV Vissim

I. INTRODUCTION
The growth in urban traffic has been recognized as serious problem in metropolitan areas in the country, with significant effect
on economy, travel behavior, land use and cause of discomfort for millions of motorists. Bangalore today is obviously one of the
most sought after cities in the country what with the rapid growth in the IT industry and the rise in the number of job
opportunities in the city. With the rising population there is also a corresponding increase in number of vehicles in the city and
huge increase in the demand in land. What adds to the traffic pressure in Bangalore in particular is that there is very little scope
for expansion of roads and the need to use existing roads for smooth movement of vehicles is even more pronounced. It thus
becomes mandatory for the administration to ensure better parking facilities. So far, the government and the BBMP have not
taken this issue seriously and now the situation is such that it needs to be addressed seriously and effectively. According to
BTRAC-2010 website rapid population growth because of IT and other associated industries in Bangalore has led to an increase
in the vehicular population to about 1.5 million, with an annual growth rate of 7-10%.With the increase in population and the
expansion of the city, the problem of connectivity of the populace has arisen. Quite obviously personalized modes of transport
have grown at a tremendous rate and two wheelers along with the cars almost comprise 90% of the total registered vehicular
population in the city. Two wheelers constitute more than 70% of the total volume, while cars comprise 15%, autos 4% and the
remaining 8% includes other vehicles such as buses, vans and tempos.

II. OBJECTIVES OF THE STUDY

To measure the degree of significance of typical behavior of Indian drivers and effect of heterogeneous traffic conditions on
Intersection control delays
To Understand the driver behavior by measuring the Discharge speed in the field
To Understand the effect of heterogeneous traffic on saturation flow by measuring the proportion of classified vehicles
(volume count) and their effect on control delays
To measure saturation flow of the approaches.
To obtain the PCU values at selected intersections.
To compare the delays obtained using micro simulation software, VISSIM with the observed field delays.
Finally to establish correlation between traffic heterogeneity with saturation flow.

III. STUDY AREA CHARACTERISTICS

Numbers of intersections were selected in Bangalore City, for the analysis. All intersections selected are actuated signals. The
intersections are selected considering the intersection geometry and accessibility of higher structures near the intersection. Since

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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software
(GRDJE/ Volume 1 / Issue 9 / 003)

the goal of the study is to find the influence of the driver behaviour and heterogeneous traffic at intersections are so selected to
reduce the influence of other associated factors. Henceforth an intersection with uniform geometrical standards with minimum
gradient excluding bus bays and parking bays. Initially 4 intersections were selected by observing the intersections through
surveillance camera monitoring station at Traffic Management Centre of BTRAC. Initial survey like width and gradients of road
and parking and bus bays position was performed at these 4 intersections. And finally two intersections were selected for the
study. Following are the intersections selected for the study;
Vijayanagar TTMC Intersection 5 legged intersection
Attiguppe Metro Station Intersection intersection

IV. DATA COLLECTION

Video camera was used to do the classified traffic volume count on the field. Video based method minimizes the human errors
and overcomes the difficulties in collecting traffic information. The video camera takes continuous picture of the traffic and
pictures are recorded on videotape. The disadvantage of video technique is the large amount of time and effort needed for data
extraction.

V. DATA ANALYSIS
Intersection

Vijayanagar TTMC Intersection

Attiguppe Metro Station

Table 1: Geometric and signal cycle details

Study Approaches
Width of lane (m)
From Vijayanagar
7.5

Cycle time (sec)

167

Green time (sec)

45

From Attiguppe Metro Station

7.5

167

35

From RPC Layout

6.0

167

20

From Marenahalli
From TTMC

6.0
7.0

167
167

25
27

From Vijayanagar

7.5

120

40

From Deepanjalinagar
From Chandra Layout

7.5
7.0

120
120

40
95

Table 1 gives the geometric and signal cycle details of both the intersections.
Table 2 gives average saturation flow in vehicles per hour at the eight lane groups of two intersections. Traffic volume
is analysed on the basis of lane width and henceforth, the vehicle counting method is implemented. Saturation flow is calculated
for different saturation periods and then average is taken. Methodology adapted to measure field saturation flow is taken from
HCM 2000 Manual.
Intersection

Vijayanagar TTMC intersection

Attiguppe Metro Station intersection

Table 2: Saturation flow and measured flow

Lane Group
Saturation Flow in veh/hr

Volume in veh/hr

From Vijayanagar

3196

3292

From Attiguppe Metro Station

From RPC Layout
From Marenahalli
From TTMC

3196
2604
2692
104

3256
525
527
76

From Vijayanagar

2966

2611

From Deepanjalinagar
From Chandra Layout

2978
2890

2649
2150

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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software
(GRDJE/ Volume 1 / Issue 9 / 003)

VI. VISSIM SIMULATION RESULTS

A. Vijayanagar TTMC intersection

Fig. 1: Vijayanagar TTMC Intersection

The figure 1 shows existing and proposed road network of Vijayanagar TTMC intersection. One lane of 3.5m with 5.5m
elevation is added to chord road on either side of the existing road as a proposal to give a free movement for straight going
traffic.

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16

Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software
(GRDJE/ Volume 1 / Issue 9 / 003)

B. Attiguppe Metro Station Intersection

Fig. 2: Attiguppe Metro Station Intersections

The figure 2 shows existing and proposed road network of Attiguppe Metro Station intersection. One lane of chord road is
elevated for through traffic near the intersection as a proposal in order to avoid the signal phase and to give free movement for
straight going traffic.
Table 3: Calculated PCU Values
Vehicle Types

Mean speed Vs in kmph

Vs/Vi

As/Ai

PCU

PCU

Car

41.43

2W

35.04

1.1823

4.4916

0.2632

0.3

Truck
Bus
LCV

37.78
38.94
33.47

1.0966
1.0639
1.2378

0.3059
0.2178
0.4207

3.5848
4.8834
2.9418

3.6
4.9
2.9

Auto
Cycle

32.56
13.32

1.2724
3.1103

1.2031
6.3411

1.0575
0.4905

1.1
0.5

Mini Bus

35.23

1.1759

0.3310

3.5519

3.6

Table 3 gives PCU values of different category of vehicles. PCU values are used to convert all the vehicles into one
standard vehicle i.e., car. The projected area of the different category of vehicles was measured. The mean speeds of the vehicles
were measured using stop watch method. Then the PCU values estimated using these data.

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17

Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software
(GRDJE/ Volume 1 / Issue 9 / 003)

Table 4: Vijayanagar TTMC Intersection - Queue delay results

For Existing condition
For Proposed condition
Data Collection
Distance in Length in
Count
Acceleration
Queue Delay
Speed in
Queue Delay
Speed in
Measurement
m
m
in sec
kmph
in sec
kmph
1
Marenahalli- Lane1
0.11
527.08
4.42
442.36
38.07
146.92
36.41
1
Marenahalli- Lane2
0.09
544.66
2.96
423.81
38.73
138.85
36.59
1
RPC Layout- Lane1
0.15
473.04
7.86
226.22
42.76
161.51
38.22
1
RPC Layout- Lane2
0.13
539.98
3.68
357.51
38.56
188.34
38.36
1
Vijayanagar- Lane1
0.54
758.84
5.83
278.48
38.21
127.72
36.36
1
Vijayanagar- Lane2
0.42
784.80
3.02
346.43
34.07
182.90
32.84
1
Attiguppe- Lane1
0.40
735.95
2.83
429.81
34.99
166.49
36.02
1
Attiguppe- Lane2
0.60
771.38
3.93
467.33
35.98
213.35
36.17
Table 5: Attiguppe Metro Station Intersection - Queue delay results
For Existing condition
For Proposed condition
Data Collection
Distance in Length in
Count
Acceleration
Queue Delay
Speed in
Queue Delay
Speed in
Measurement
m
m
in sec
kmph
in sec
kmph
1
Chandra Layout- Lane1
0.593372
538.84
2.67
171.84
32.00
173.46
31.99
1
Chandra Layout- Lane2
0.534684
493.54
2.64
168.14
31.88
166.52
31.85
1
Deepanjalinagar- Lane1
0.515374
499.46
2.81
153.93
32.46
153.05
32.49
1
Deepanjalinagar- Lane2
0.529792
659.03
2.91
180.59
32.15
0.01
46.47
1
Vijayanagar- Lane1
0.511549
665.40
2.55
172.77
32.04
0.24
32.04
1
Vijayanagar- Lane2
0.5496
528.42
2.98
163.71
31.49
161.48
31.49
Table 6: Vijayanagar TTMC Intersection Queue length results
For Existing condition
For Proposed condition
Count
Queue Counter
Queue Length in m Queue Length Max in m Queue Length in m Queue Length Max in m
1
Attiguppe road
314.09
355.49
54.49
161.68
1
Vijayanagar road
424.71
476.63
118.63
255.48
1
TTMC road
54.57
152.22
12.95
67.69
Table 7: Attiguppe Metro Station Intersection Queue length results
For Existing condition
For Proposed condition
Count
Queue Counter
Queue Length in m Queue Length Max in m Queue Length in m Queue Length Max in m
1
Vijayanagar road
258.68
316.03
0.23
74.39
1
Deepanjalinagar road
284.96
342.69
0.00
0.00
Table 8: Vijayanagar TTMC Intersection Existing Travel time results
For Existing condition
For Proposed condition
Count
Distance (m)
Distance (m)
Travel Time (sec) Speed (m/s) Travel Time (sec) Speed (m/s)
1
Attiguppe before intersection
343.13
435.40
0.79
135.21
2.54
1
Attiguppe after intersection
465.06
76.79
6.06
67.66
6.90
1
Vijayanagar Before intersection
466.52
603.85
0.77
311.89
1.49
1
Vijayanagar after intersection
345.12
53.22
6.49
45.71
7.55
Table 9: Attiguppe Metro Station Intersection Travel time results
For Existing condition
For Proposed condition
Count
Distance (m)
Distance
Travel Time (sec) Speed (m/s) Travel Time (sec) Speed (m/s)
1
Deepanjalinagar before intersection
303.61
229.43
1.32
66.53
4.56
1
Deepanjalinagar after intersection
332.73
57.88
5.75
60.95
5.46
1
Vijayanagar before intersection
331.09
244.14
1.36
37.40
8.85
1
Vijayanagar after intersection
302.90
52.41
5.78
33.04
9.17

In Tables 4, 5, 6, 7, 8and 9, the simulation results of existing and proposal condition are compared. The queue delay and
queue length are decreased after proposing the elevated through lanes for both intersections.

VII. CONCLUSIONS

The PCU values computed re-establishes the fact that was emphasised by Gopal R Patil et.al (2007) unified passenger car
unit concept for different vehicles dont hold for the heterogeneous traffic situation. The result also reveals that, the PCU by
asynchronous regression is not generally unbiased.
The field delay measured shows that all the approaches considered for the present study have a level of service F. The v/c
ratios of the approaches are also less than one and good progression is observed during green cycle.
The field delay measured shows that all the approaches considered for the present study have a level of service B. The v/c
ratios of the approaches are also less than one and good progression is observed during green cycle.
Queue delay, Queue length and Travel time have been reduced and level of service also increased from F to B.
Calibrated VISSIM model gives the absolute error to be minimum varying between 14 to 9 sec./veh, and hence it is assumed
that it represents actual field conditions. When the vehicular movement was made to follow lane discipline keeping all the

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Traffic Queuing Analysis on Chord Road, Vijayanagar, Bengaluru using PTV Vissim Software
(GRDJE/ Volume 1 / Issue 9 / 003)

other input parameters the same it was observed that VISSIM overestimated the field delay by almost 45 to 47%. This
emphasis the need for incorporating lane discipline parameters in delay estimation models.

VIII.FUTURE SCOPE

Keeping in view the above results obtained the same study can be extended to more intersections and analysed likewise
Calibration for the car following parameters in VISSIM which were taken from the previous studies can be done and the
results could be incorporated.
The discharge speed should be considered for the whole queue length in order to conclude on the effect of position of
vehicle on discharge speed.
A detail study of various types of intersection can be done and a delay model can be developed considering the parameters
affecting delay discussed in the current study which suits the local condition.

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