Science, Technology and Development ISSN : 0950-0707

SIMULATION OF DIFFERENT DESIGN FOR IMPROVING FLOW WITH FACTORS CONSIDERING LOCATION, POPULATION AND DRIVER EXPECTANCY Sourabh Kumar Singh Dr. Anil kunte Associate Professor, Research Scholar, Associate Professor, Department of Civil Department of Civil Department of Civil Engineering Engineering, Shri JJT Engineering, Shri JJT Noida International University University University

Dr. Paritosh Srivastava

Abstract: In today’s economic growth the vehicular traffic is increasing day by day, which leads to failure of intersections before their time period. To increase the efficiency of these failed intersections the engineers added to the existing major and minor , but this method do not give results which it used to deliver in the past, hence other methods were adopted. So to increase the efficiency and fulfil the criteria for successful intersection ,to cape with it several intersection are designed which are unconventional in nature like jug handle, bow tie, continuous flow intersection and median u turn which are very effective in increasing green time on and minor roads. The software used in this study is Auto- cad for planning and drawing purpose which can be used in sim-traffic software which will be used for simulation purpose of the traffic flow on different designs of intersections. The factors which are considered in this study are -location of town centre, population of the zone and driver expectancy. The final conclusion of this study is that continuous flow intersection provides the best results when the traffic is increased. The construction cost is least in median u turn and giving maximum result than all other intersections. Other factors should be considered when determining if one of the unconventional solutions should be implemented. Factors to be considered include expected population growth, right of way availability, and driver expectancy. As this study was not based on an existing site, these factors were not considered. Keywords : Autocad, Simulation, Intersection Introduction: It shows the journey because of fashion trends that are increasing in the use of personal cars where more families can pay for the car. Therefore, there is more congestion on the roads and traffic flow has become. Transition delays have increased and average speeds have decreased. They established today many crosses for several years and they

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cannot cope with the traffic flows “in an efficient manner. Adding vehicles to the has” meant that traffic delays have increased as the traffic sign must be green only on the left turn. Engineers wanted to reduce the high-volume intersections with public improvements, such as activation signals, many left turns, “off-lanes and right- turn. As their intersection improves the “value of land around the intersection increases, which can lead to changes in” land structure. Is that the land is developed on a commercial basis, thus increasing “traffic through the intersection. Like and it increases traffic generation through the intersection” also reduces the level of service it provides to the intersection it. For intersection level, you must improve it. With increased crossroads, time loss due to longer intervals and drums increases, gradually left turns, longer pedestrian clearance time, increased imbalance, and potential delays in defensive purchases (due to longer distances in circulation). To improve some other non- traditional classes design cross activity. Unusual projects include guidance, continuous flow intersection (CFI), fishing arm , bend center and . A common feature of these options is the direct left cursor out of the house “more.Indirect left bending can improve safety and performance at high volume.”These models put vehicles to the left of the traffic flow without delaying or stopping lanes, reducing the possibility of delays and collision at the rear. It will also reduce the collision at the point of view when conducting manual processing indirectly to the left. Such methods “are effective on common highways in too narrow ways to obtain a left coil with sufficient storage capacity. There are two principles regarding choice of contracts. Firstly, the emphasis is on reducing vehicle delays. Automotive service is the main purpose of a functional artery class. Second, unconventional seek alternatives to reduce the number of overlapping points of intersections and leave a disagreement. Unconventional opportunities reduce the number of overlapping points with Forward some left turns. Reduction of conflict points that helps to increase safety and increase traffic flow. Studies show that unconventional” measures reduce traffic delays. However, problems with alternative options have been identified. Different arrangements can be confusing for drivers of conventional arteries.

In addition, there may be more space is needed for other options that affect the well- established right to drive, which was higher construction costs than traditional methods. Other disadvantages of alternative options include more left turns, more markings and

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pavement markings, and pedestrians can cross the intersection at a greater distance .So, it is very important to study about the highway and highway engineering. Objectives 1. Each alternative would be designed using computer aided drafting (CAD) software. 2. This will allow geometric comparisons to be made between each alternative. Furthermore, each CAD drawing will be imported into traffic simulation software in order to determine the effects on traffic flow by each alternative. 3. Finally, the construction cost of each alternative will be based on the geometrics and area required to implement each alternative. 4. To determine if the benefits provided by the unconventional alternatives justify the additional cost to design and construct the unconventional alternatives.

Methodology In order to accomplish these objectives, plans were laid out and agree upon for the purpose of compiling the correct amount of information and getting the correct procedures to go about the analysis. The plans followed were an extensive literature review, the design of each alternative, the simulation of traffic for each alternative, and the estimated construction cost of each alternative. Intersection Design Each intersection shall be designed in accordance with the guidelines set forth by the AASHTO manual. The intersections will follow a four-leg design consisting of a major and minor facility. For simplicity, it will be assumed that each leg of the intersection is level and that the two facilities cross at a 90° angle to one another. The intersections will be designed based on a vehicle speed of 45 miles per hour and an urban setting. Therefore, the design vehicle used will be a passenger vehicle and it will be assumed that 2% or less of the vehicles travelling through the intersection will be tractor-trailers. In order to compare intersection improvements, a base or “control” intersection must first be defined and analyzed. The existing intersection for this study will consist of two four lane roads intersecting at a 90° angle. Two lanes will be dedicated to each direction of travel. The travel lanes of the major road will be separated by an 18 foot wide median while the travel lanes of the minor road will not be separated by a median. At the intersection, the major road will provide one exclusive left turn lane from each direction of travel and no exclusive right turn lanes, while the minor road will not provide an exclusive lane for left or right turning.

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Traffic Simulation Traffic simulation will be performed using Synchro Studio 7 and SimTraffic by Trafficware. The simulation program allows the user to import an AutoCAD drawing in DXF format as a background. The AutoCAD background essentially serves as a template so the user can replicate the intersection in Synchro Studio 7. After the intersection has been designed in Synchro Studio 7, the user can then define simulation parameters such as driver characteristics, volumes on both the major and minor facility, and signalization. Once the intersection has been designed and the simulation parameters defined, SimTraffic will be initiated to perform the simulation. Traffic Simulation Results “Traffic campaigns were conducted for each intersection project, including the base intersection. Traffic volume was used as described above; simulation was conducted for 120 minutes. The following three tables show the results of each intersection at different traffic volumes. Are the tables separated by the amount of traffic traveling on the highway. Tables are service level, average speed” and delays in the vehicle at the eastern edge of the table on the main road to the main crossroads between major and fewer roads. The tables are different for cost-effective measures based on less traffic.At the lowest traffic for this highway and highway study, the basic junction provides Level D service, with the delay for the car being almost a minute. An increase in the volume of the smaller road that reduces LOS F and significantly increases vehicle delays at major intersections. Which intersection at the intersection increases at the bottom of the economy road, especially when that amount of traffic on the road is less. She noticed a change to the most common solution to add to the

network. CFI, and turning center also LOS, average speed and delays in time .

Table 1.1 Simulation Results for Major Road Traffic Volume of 2000vph

Minor

Major Road Road Volume LOS, Avg. Speed, Delay/Vehicle Intersection Volume (vph) (vph) EBT EBT (mph) (sec) Design Base 626 F 6 826.3 2000 1042 F 3 2075.8 Additional Through 626 B 15 2323.9

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Ln 2000

1042 C 14 2845.5 626 F 5 683 2000 1042 F 3 2589.8 CFI 626 C 13 1.3 2000 1042 B 16 0.9 Jughandle 626 D 5 43.8 2000 1042 F 3 65.7 Median U- 626 B 15 17.5 turn 2000 1042 F 9 36.5 Superstreet 626 D 5 411.5 2000 1042 F 2 1577.6

Doubling the traffic volume (from 1000 rpm to 2000 rpm) on the highway stopped vehicles through the main lane. Improvements have been seen in the implementation of the third track, CFI design and center bends. But a third lane to allow vehicles to cross the intersection at 15 km / h, the delay per vehicle is much higher than predicted by the sides of the CFI, and middle ridges on the back . The traditional solution shows a slight contraction in assets when the volume of traffic is less than doubled. This also applies to the WDC and the average rotation models. In fact, the WDC seems to be more effective when the volume of traffic increases less. Table 1.2 Simulation Results for Major Road Traffic Volume of 3000vph Minor

Major Road Road LOS, Avg. Speed, Volume Volume Delay/Vehicle (sec) Intersection Design EBT EBT (mph) (vph) (vph) Base 626 F 5 2802.5 3000 1042 F 4 4064.1 Additional Through Ln 626 D 6 372.5 3000 1042 F 11 3690.1

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Bowtie 626 F 5 3150.1 3000 1042 F 4 4722.9 CFI 626 D 20 .6 3000 1042 E 18 .8 Jughandle 626 F 7 31.2 3000 1042 F 7 30.5 Median U-turn 626 F 14 18.8 3000 1042 F 14 20.1 Superstreet 626 F 8 558.1 3000 1042 F 2 3199.3

Results & Discussion Intersections are an integral part of our daily lives. The performance of an intersection, can have a great influence on our travels. An intersection that has reached or is beyond capacity can be unsafe and significantly delay travel time. When an intersection can no longer provide a reasonable level of service, an improvement must be made. The traditional or conventional treatment to increase capacity to an intersection is to add another through lane along the major road in both directions. However, research has shown that the rate of new vehicles entering the roadways is increasing. Therefore, the conventional intersections are failing before originally expected. To increase the life of an intersection, several unconventional intersections have been designed. The unconventional intersection designs examined during this study include the bowtie, continuous flow intersection, jug handle, median U-turn, and superstreet. Each design eliminates exclusive left turn lanes from the major road at the intersection between the major and minor road. The purpose of eliminating the exclusive left turn lanes from the major road at the intersection is to increase the green phase for through traffic. The bowtie, median U-turn, and superstreet designs require left turning vehicles from the major road to pass through the intersection twice whereas the CFI and jug handle re-route the left turning vehicles. The configuration of each unconventional design requires a different amount of right of way for implementation. Both the CFI and jug handle introduce exit ramps for left and right turning vehicles whereas the median U-turn and superstreet designs require 60 foot wide medians along the major road and the bowtie design employs two along the minor road. The CFI requires the most area for implementation followed by the median U-

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turn, superstreet, jug handle, and bowtie. The conventional solution requires more area than the unconventional solutions, with the exception of the CFI.

Both conventional and unconventional designs was tested under the same parameters using Synchro Studio 7 and SimTraffic. The conventional treatment performed well, until the traffic volume along the major road reached 3000vph from each direction. The bowtie, jughandle, and superstreet designs did not appear to significantly outperform the conventional solution. However, the CFI and median U-turn did outperform the conventional solution, particularly at higher volumes. Both the CFI and median U-turn at least maintained their level of performance when the volumes were changed. In fact, the performance of the CFI improved as the traffic volume increased. By analysing the simulation data indicates the traffic volume along the minor road has a dramatic impact on the performance of the intersection. Increasing the traffic volume along the minor road while leaving the traffic volume along the major road constant results in a decrease in performance for the EBT(East Bound Through) lane of the major road. The level of service and average speed decreases and the delay per vehicle increases. The cost factor can determine whether or not a design will be considered. The cost is directly proportional to the amount of right of way required. Generally, the greatest cost is the acquisition of right of way. All of the unconventional intersection designs cost more than the conventional solution with the exception of the jug handle. The CFI cost the most at nearly 40% more than the conventional solution followed by the median U-turn, superstreet, and bowtie. The final result obtained during this study suggest that the median U- turn design would be an appropriate alternative for the conventional solution in most instances. The level of performance of the median U-turn did not decrease like the conventional solution, bowtie, jug handle, and superstreet. The median U-turn was able to accommodate the highest traffic volumes used during this study and yet the cost is only approximately 35% more the conventional solution. The CFI outperformed all of the intersection designs, but the cost of construction is significantly higher than the conventional solution. The CFI design should only be considered when both the major and minor roads are subjected to high traffic volumes. This study was based on data obtained by software simulator as existing data or site was not available. First, the intersections were designed in Auto CAD assuming they are at a 90 degree angle, which is not always the case in the field. The angle of intersection can have a significant affect on the design of an intersection and the

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amount of right of way (ROW) required for implementation. These design factors have a direct impact on the cost of construction. Second, the simulation software does not account for driver expectation. Most drivers are accustomed to the conventional intersection. A driver may react differently when approaching an unfamiliar design, such as one of the unconventional solutions. The driver’s reaction can influence the flow of the traffic and could even lead to an accident. This study can be improved by obtaining data on existing intersections. Data from intersections which is present where these type of unconventional treatment has been implemented will allow one to determine if the treatment has provided any safety improvements. Before and after studies could be conducted as well as comparison group studies. Furthermore, this study can be enhanced by designing the above intersections based on an existing site. Designing these intersections based on an existing site will provide insight into the difficulty in designing the intersections and may help identify disadvantages for each design. Finally, statistical analysis among the designs could provide supporting evidence for choosing one design over another. References • Abdallah A. Hlayel, Mohammad A. Alia (2012) Computer Science & Engineering: An International Journal (CSEIJ), Vol.2, No.5, October 2012. • Anuj Jaiswal, Ashutosh Sharma, Jigyasa Bisaria “Estimation of Public Transport Demand in Million Plus Indian Cities based on Travel Behavior” International Journal of Engineering and Advanced Technology (IJEAT) ISSN: 2249 – 8958, Volume-2, Issue-1, October 2012 • Arpan Mehar1 Satish Chandra2, and Sena thipathi Velmurugan3 “Speed and Acceleration Characteristics of Different Types of Vehicles on Multi-Lane Highways” European Transport \ TrasportiEuropei (2013) Issue 55, Paper, ISSN 1825-3997. • Ashok Kumar Sharma1, Omkar Trivedi2, Umesh Amberiya2, Vikas Sharma,” “Development of speed breaker device for generation of compressed air on highways in remote areas”International Journal of Recent Research and Review, Vol. I, March 2012,ISSN 2277 – 8322. • AUTHOR INFORMATION PACK 3 Jan 2020 www.elsevier.com/locate/tra 2018: 3.693 © Clarivate Analytics Journal Citation Reports 2019 TRANSPORTATION RESEARCH PART A: POLICY AND PRACTICE

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• Dr. Mahesh Patel & K. K. Parekh(2017) ,International Journal of Trend in Scientific Research and Development, Volume 1(3), ISSN: 2456-6470 • Dushyant Ramesh bhai Bhimani1, Prof. Jayesh kumar Pitroda2, Prof. Jaydevbhai J. Bhavsar3 “USED FOUNDRY SAND: OPPORTUNITIES FORDEVELOPMENT OF ECO- FRIENDLY LOW COST ” International Journal of Advanced Engineering Technology E-ISSN 0976-3945, IJAET/Vol. IV/ Issue I/Jan.-March., 2013/63-66. • Engineering and Technology (An ISO 3297: 2007 Certified Organization) Vol. 2, Issue 9, September 2013, ISSN: 2319-8753 • HumeraBanu (2013 ): International Journal of Innovative Research in Science, • Ilija NIKOLI Ć, (2006) Yugoslav Journal of Operations Research 17 (2007), Number 1, 125-133 DOI: 10.2298/YUJOR0701125N, Received: April 2004 / Accepted: December 2006. • JCSNS International Journal of Computer Science and Network Security, VOL.10 No.4, April 2010 • Khoda karam Salimifard, Hamid Shahban darzadeh and Ramin Raeesi2012 International Conference on Traffic and Transportation Engineering (ICTTE 2012) IPCSIT vol. 26 (2012) © (2012) IACSIT Press, Singapore • Krishna Saw, B. K. Katti,G. Joshi “Review Paper: literature review of traffic assignment: static & dynamic” International Journal of Transportation Engineering, Vol.2/ No.4/ Spring 2015 • M. AbsarAlam and Faisal Ahmed ,2013,Transport and Communications Bulletin for Asia and the Pacific No. 82, 2013 • Manish U. Parate, Prof. Rahul Shinde “Transportation Management in Pune City”2016 IJSRSET | Volume 2 | Issue 4 | Print ISSN : 2395-1990 | Online ISSN : 2394- 4099. 2016 • Massachusetts Cambridge, MA 02138 June 2014TCRP J-11/TASK 21,American Public Transportation Association Darnell Grimsby, Director, Policy Development and Research Shared-Use Mobility Center (SUMC)18 • Mollah Mesbahuddin Ahmed, Aminur Rahman Khan, Md. Sharif Uddin, Faruque Ahmed (2016) Department of Mathematics, Jahangir nagar University, Dhaka, Bangladesh Open Journal of Optimization, 2016, 5, 22-30 Published Online March 2016 in SciRes. http://www.scirp.org/journal/ojophttp://dx.doi.org/10.4236/ojop.2016.51003

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• Mr. Kundan Pawar, Mr. Shivam Singh, Mr. Sanjay Gupta, Prof. Siddesh K. Pai “EFFECTIVE USE OF BLAST-FURNACE SLAG IN ROAD CONSTRUCTION PROJECTS IN INDIA”IJIRSE ,vol 2,issue 10,October 2016,ISSN 2454-9665. • Mrs. Rekha Vivek Joshi (2013) IOSR Journal of Mathematics (IOSR-JM) e-ISSN: 2278-5728, p-ISSN:2319-765X. Volume 9, Issue 1 (Nov. – Dec. 2013), PP 46-50 www.iosrjournals.org • P. Shruthi, V.T. Venkatesh, B. Viswakanth,C. Ramesh,P.L. Sujatha,I. R. Dominic (2013) J Indian Acad Forensic Med. October-December 2013, Vol. 35, No. 4 ISSN 0971- 0973 317 Original Research Paper. • Rakesh Mehara, Pradeep Kumar Agarwal “A Systematic Approach for Formulation of A Road Safety Improvement Program in India” 2013, 2nd Conference of Transportation Research Group of India (2nd CTRG) • Ruchi Agarwal & Dr. Sanjeev Chaturvedi (2016) Imperial Journal of Interdisciplinary Research (IJIR) Vol-2, Issue-10, 2016 ISSN: 2454-1362 • S. Michigan Ave., Floor 12Chicago,IL 60603www.sharedusemobilitycenter.org • Shashank Bhardwaj, Sudheer Ballare, Rohitc, Munish K. Chandel “Impact of congestion on greenhouse gas emissions for road transport in Mumbai metropolitan region”

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