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Dynamic Parameters of Vehicles under Heterogeneous Traffic Stream with No


Lane Discipline: An Experimental Study

Article  in  Journal of Traffic and Transportation Engineering · July 2018


DOI: 10.1016/j.jtte.2018.01.003

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Geetimukta Mahapatra Akhilesh Kumar Maurya


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1 ScienceDirect 66
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6 journal homepage: www.elsevier.com/locate/jtte
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9 Original Research Paper 75
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Dynamic parameters of vehicles under heterogeneous 77
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traffic stream with non-lane discipline: An 79
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16 experimental study 81
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19 Q2 Geetimukta Mahapatra*, Akhilesh Kumar Maurya 85
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Department of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati, 781039, India
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24 highlights
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26  The probability distribution of longitudinal A/D and the lateral acceleration are analyzed.
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27  The relationship with operating speed of vehicles are studied on roads with the different number of lanes for different vehicle types.
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28  A two-term exponential and linear relationship with operating speed are observed for lateral and longitudinal A/D respectively. 94
29  These A/D values and lateral acceleration can be used in the operating speed prediction models and also establish the bounding values 95
30 Q1 in the case of simulation models. 96
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33 article info abstract
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35 Article history: On the heterogeneous and no lane disciplined traffic, the abreast maneuver of vehicles
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36 Received 26 July 2017 depends upon the driver behavior, vehicle type and most importantly the traffic parameters
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37 Received in revised form such as vehicle speed and acceleration. Hence, the drivers have two basic tasks while 103
38 20 January 2018 driving, first is to control the vehicle's position along longitudinal direction of motion and 104
39 Accepted 24 January 2018 second is to control the vehicle's position along lateral direction i.e. the width of the 105
40 Available online xxx roadway. The relation between the dynamic parameters (speed and lateral/longitudinal 106
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acceleration), can very well represent the driving behavior of vehicles in mixed with weak or
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Keywords: no lane disciplined traffic. Hence, the study of longitudinal and lateral control of vehicles in a
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Non-lane discipline traffic comprehensive manner is necessary. In the present paper, driving behavior of vehicles are
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45 Mixed traffic studied by analyzing longitudinal and lateral acceleration/deceleration (A/D) with operating
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46 Driving behavior speed of vehicles on different straight roadway sections. Data are collected from five major
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47 Dynamic parameters cities of India using GPS based instrument (Video-VBOX) mounted on five different type of
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48 Operating speed vehicles. The probability distribution of longitudinal A/D and the lateral acceleration are
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49 g-g diagram analysed, and their relationship with operating speed of vehicles are studied on roads with a 115
50 different number of lanes for different vehicle types. A two-term exponential and linear 116
51 relationship with operating speed are observed for lateral and longitudinal A/D respectively. 117
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© 2018 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on
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behalf of Owner. This is an open access article under the CC BY-NC-ND license (http://
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creativecommons.org/licenses/by-nc-nd/4.0/).
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60 * Corresponding author. Tel.: þ91 361 2582426; Fax: þ91 361 2582440. 126
61 E-mail addresses: geetimuktamahapatra@gmail.com (G. Mahapatra), maurya@iitg.ernet.in (A.K. Maurya). 127
62 Peer review under responsibility of Periodical Offices of Chang'an University. 128
63 https://doi.org/10.1016/j.jtte.2018.01.003
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64 2095-7564/© 2018 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open
access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
JTTE186_proof ■ 1 August 2018 ■ 2/20

2 J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20

1 studies had been found on lateral acceleration by observing 66


2 1. Introduction the vehicle trajectory in the non-lane discipline mixed traffic 67
3 conditions. This section is divided into two subsections, i) 68
4 The task of driving can be defined as tracking a path or a lane studies on the longitudinal acceleration of vehicle and ii) 69
5 along a given roadway. Vehicles' stability control is one of the 70
studies on the lateral acceleration of vehicles.
6 major issues while driving and it affects the vehicle's attitude 71
7 and motion. The vehicle's stability mainly depends on how 72
2.1. Studies on the longitudinal acceleration
8 accurately the driver interprets the vehicle motion to provide 73
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added directional control. The directional control implies the Various speed profile models and A/D profile models are
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lateral and longitudinal control of the vehicles. The driver
11 developed for different applications, in the past studies. The 76
12 typically expresses the directional control through the steering acceleration and deceleration (A/D) rates are both assumed to 77
13 angle. In mixed traffic, due to the variability in vehicle char- be equal to 0.8 m/s2 by Lamm et al. (1988) or 0.85 m/s2 by 78
14 acteristics, fast moving, as well as slow moving vehicles pre- Echaveguren and Basualto (2003) and Richl and Sayed (2011). 79
15 sent together in the same traffic scenario. The vehicles travel In some studies, they are assumed to be within certain 80
16 abreast due to variation in their sizes and non-standard widths. range, based on the current operating speed which usually 81
17 Due to the heterogeneous and non-lane discipline traffic, ve- 82
yields a smaller acceleration at a higher speed (Liu et al.,
18 hicles occupy any lateral position throughout the roadway 83
2010). Brooks (2012) reported that vehicle's acceleration
19 width. Hence, in mixed and non-lane discipline traffic stream, 84
20 decreases with the increase in their speed. Researchers have 85
the drivers have two basic tasks, first is to control the vehicle's also used experimental data to establish the relationship
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position along the longitudinal direction of motion and second between acceleration rate and speed. However, these models
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is to control the vehicle's position along the lateral direction,
23 do not differentiate between A/D (Camacho-Torregrosa 88
24 i.e., the width of the roadway. Hence, both the lateral and et al., 2013; Fitzpatrick et al., 2000; Montella et al., 2014). 89
25 longitudinal parameters are interdependent and go on simul- Majority of the studies were conducted the study on 90
26 taneously known as two-dimensional (2D) driver behavior. acceleration behavior on signalized intersections (Akcelik 91
27 Therefore, the study of longitudinal and lateral control of ve- and Beseley, 2001; Akcelik and Biggs, 1987; Bham and 92
28 hicles in a comprehensive manner is necessary to understand 93
Benekohal, 2002; RaiChowdhury and Rao, 1989; Wang et al.,
29 and analyze the driving behavior in the mixed traffic stream. 94
2004). Limited work is done in the past on deceleration
30 Speed and acceleration are two basic dynamic parameters 95
modelling in comparison to acceleration modelling (Akcelik
31 which define the movement of vehicles in any traffic stream. On a 96
32 and Biggs, 1987; Wang et al., 2005). 97
given roadway section, the relation between the dynamic pa- Limited studies have been conducted on A/D behavior in
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rameters (speed and lateral/longitudinal acceleration), can very
34 mixed and weak lane discipline traffic like India (Bokare and 99
35 well represent the driving behavior of vehicles in mixed and non- Maurya, 2016; Dey and Biswas, 2011; Maurya and Bokare, 2012; 100
36 lane discipline traffic. Lateral acceleration is a useful parameter RaiChowdhury and Rao, 1989). Arasan and Koshy (2005) 101
37 for representing the realistic lateral behavior of vehicles while concluded that rate of acceleration decreases with increase 102
38 generating simulation models for such traffic conditions. Also, in speed. Lower rates of acceleration are reported for heavy 103
39 it can be converted into the lateral force coefficient of a highway, vehicles like buses, trucks and light commercial vehicles as 104
40 which is a key factor for lateral stability and driving safety. 105
compared to cars, motorized three-wheelers, and two-
41 The main objective of this study is to analyze the longitu- 106
wheelers. The maximum and average acceleration at
42 dinal and lateral driving behavior of different type vehicles on 107
43 different speeds for different vehicle types, are measured by 108
straight roads during normal driving conditions using their Mehar et al. (2013), Maurya and Bokare (2012) and Bokare
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dynamic parameter like operating speed, lateral acceleration and Maurya (2016) observed that deceleration behavior is
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and longitudinal acceleration/deceleration (A/D). Therefore,
46 different for different vehicle types. However, the study was 111
47 in the present paper, the driving behavior of vehicles are conducted at the signalized intersection at a short stretch 112
48 studied by studying the longitudinal and lateral accelerations under controlled condition. Because of weak lane discipline 113
49 with respect to operating speed of vehicles on different heterogeneous traffic, it became inconsistent and difficult to 114
50 straight roadway facilities of India. Though the super-eleva- analyze the data at intersections. 115
51 tion rate and lateral stability are the important characteristics 116
52 in case of curved road sections, on Indian roads, the abreast 117
2.2. Studies on lateral acceleration
53 driving of the vehicles on straight road sections also leads to 118
54 the serpentine motion of vehicles resulting in higher lateral 119
55 Though the longitudinal interaction of the vehicles in traffic 120
and longitudinal acceleration/deceleration or braking of stream has been studied for quite a long time, however, the
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different vehicles while passing or filtering through the traffic.
57 lateral behavior of the vehicles (one of the most important 122
58 Hence studying both the longitudinal and lateral behavior criteria for the weak lane discipline mixed traffic conditions) 123
59 became an critical issue in the present scenario. has not been explored much. The driver controls his speed or 124
60 trajectory to keep his lateral acceleration in a comfortable 125
61 range and to ensure a safety margin (Felip and Navin, 1998; 126
62 2. Background Reymand et al., 2001). Ritchie et al. (1968) conducted a study to 127
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find the relation between longitudinal speed and lateral
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The longitudinal interaction of the vehicles in traffic stream acceleration on curves during normal driving and result
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has been studied for quite a long time. However, limited showed that lateral acceleration was inversely proportional

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
JTTE186_proof ■ 1 August 2018 ■ 3/20

J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20 3

1 to speed at curves (Reymand et al., 2001). It was predicted that 66


2 the extreme lateral acceleration values decrease quadratically 3. Study methodology 67
3 with speed in curves. Again Odhams and Cole (2004) observed 68
4 a drop-off in lateral acceleration with an increase in the speed. The present study explores the operating speed and longitu- 69
5 dinal/lateral acceleration of different vehicles (i.e., sports 70
Biral et al. (2005) found that longitudinal acceleration remains
6 utility vehicles (SUV), sedan and hatchback (H-back) cars, 71
constant at lower to medium speed and linearly decreases
7 motorized three wheelers and two wheelers) on roads in 72
with the increase in speed at medium to high speed.
8 different major cities of India. The road trajectory includes 73
9 Similarly, the lateral acceleration increases from low to 74
medium speeds and then decreases linearly at medium to straight roads, curves, and roads with different number of
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lanes (four lane divided roads (2-lane each side) and six lane
11 high-speed conditions. It has also been observed from the 76
12 literature that lateral acceleration up to 4 m/s2 is easy to divided roads (3-lane each side)). Video VBOX along with (GPS 77
13 deal with by the majority of the average drivers and 4e6 m/s2 with 10 Hz data logging frequency) a display unit (for real-time 78
14 is challenging, whereas 6e8 m/s2 cannot be dealt by the monitoring) are installed in the subject vehicles (hereafter 79
15 drivers (Jimenez et al., 2008). Xu et al. (2015) stated that lateral referred as an instrumented vehicle) which was used for data 80
16 acceleration negatively related to driving speed. Eboli et al. collection (Fig. 1). 81
17 The accuracy of the VBOX data logger is tasted by the 82
(2016) proposed a relationship between lateral and
18 manufacturer of the VBOX automotive using Doppler Shift 83
longitudinal accelerations with speeds.
19 method in the GPS carrier signal. The accuracy of velocity data 84
20 It is observed that most of the studies were conducted to 85
study the maximum acceleration capabilities of vehicles logging is 0.1 km/h. Many researchers analysed the accuracy
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(during an emergency or at intersections). The adoption of a of the VBOX data logger and proved that such data recording
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facility has an improved accuracy level (Adnan et al., 2013;
23 constant value of acceleration by the authors does not repre- 88
24 sent the acceleration rates comprehensively. In case of non- Durrant and Hill, 2005; Katzourakis et al., 2012; Zhang et al., 89
25 lane disciplined mixed traffic, the presence of many types of 2010). 90
26 vehicles with different dynamic and vehicular capabilities Field data was collected by running different instrumented 91
27 leads to the frequent acceleration and deceleration or braking vehicles over different routes in the five major cities of India 92
28 (Fig. 2) in sunny weather during moderate to high flow 93
of the vehicles. Also, insufficient studies have reported the
29 conditions. The blue lines in the maps indicate the marked 94
deceleration behavior of vehicles in such traffic scenario. It
30 road section. The road surface was in good condition, and 95
has also been observed that lateral acceleration behavior of
31 proper visible lane markings were present on all the selected 96
32 vehicles on the straight mid-block section for the normal 97
driving condition has not been evaluated in the past. routes.
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Five type of instrumented vehicles like motorized two-
34 Kanagaraj et al. (2015) studied the traffic characteristics of 99
35 mixed traffic and stated that lateral movement of the wheeler (2W), motorized three-wheeler (3W), SUV, sedan and 100
36 vehicles is one of the important characteristics of the H-back cars (three categories of passenger cars) (Car and Bike 101
37 vehicles in the mixed and non-lane based traffic stream. Team, 2016) are used for data collection. In the present study, 102
38 Hence, the driving behavior models for mixed traffic stream the variability in the driver and vehicle are considered 103
39 should account for these characteristics of different simultaneously by varying the 8e10 different drivers for 104
40 each vehicle type from different ages, i.e., 20e50 years old. 105
vehicles. Therefore, the present paper analyses all three
41 Each instrumented vehicles were run on roads of five 106
dynamic parameters of different vehicles (longitudinal A/D
42 different cities of India namely, Delhi (40 km), Kolkata 107
43 and lateral acceleration, operating speed) on the straight 108
mid-block section for the normal driving condition in mixed (40 km), Bengaluru (70 km), Mumbai (40 km) and Pune
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and weak lane discipline traffic on Indian roads. The overall (65 km). The driver was instructed to travel at an average
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speed, interacting with the surrounding vehicles. Also, a list
46 driving behavior is observed by plotting the g-g diagram, 111
47 considering both the lateral and longitudinal A/D. had been made which includes the number of vehicles 112
48 overtaking our test vehicle and the number of vehicles 113
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Fig. 1 e VBOX. (a) Details of video VBOX data recording unit. (b) Installed in a car.
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Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
JTTE186_proof ■ 1 August 2018 ■ 4/20

4 J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20

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45 Fig. 2 e The road trajectory of data collection in five major cities of India. (a) Delhi. (b) Kolkata. (c) Bengaluru. (d) Pune. 110
46 (e) Mumbai. 111
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50 overtaken by our test vehicle from the cameras fitted on the roads by assuming equal variance with a hypothetical mean 115
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test vehicle to ensure that the vehicle was travelling difference of zero. The details of t-test results are presented
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approximately with an average stream speed. The detailed below in Table 1.
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procedure for data collection and its extraction are provided From the above table, it is clear that there is no signifi-
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55 in Mahapatra and Maurya (2013, 2015) and Mahapatra et al. cant difference between the longitudinal A/D of for 2-lane 120
56 (2016). and 3-lane roads of each city for all five types of vehicles (t- 121
57 The lateral and longitudinal acceleration data along with statistics > t-critical). However, a significantly different data 122
58 longitudinal speed are extracted from the recorded VBOX data is observed for the lateral acceleration between the 2-lane 123
59 using VBOX-Tools software. Data from all five different cities and 3-lane roads, indicating the road width has a significant 124
60 for all different types of instrumented vehicle are extracted. impact on the lateral maneuver of vehicles. Hence, the 125
61 The longitudinal acceleration is divided into two parts, i.e. behavior of longitudinal A/D is studied by combining the 126
62 acceleration and deceleration data. Statistical t-tests are data of 2-lane and 3-lane roads, whereas the lateral accel- 127
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conducted between the A/D behavior as well as the lateral eration behavior is studied for different types of vehicles on
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acceleration of different vehicles for each city to know the the straight mid-block sections for different number of
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significant mean difference between the 2-lane and 3-lane lanes separately. To know the variation in driving behavior

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
JTTE186_proof ■ 1 August 2018 ■ 5/20

J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20 5

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Table 1 e Details of t-test for all different types of vehicles of each city.
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3 City Vehicle type Acceleration Deceleration Lateral acceleration 68
4 t-stat t-critical t-stat t-critical t-stat t-critical 69
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6 Delhi 3W 0.90 1.74 0.57 1.74 1.75 1.73 71
H-back 1.11 1.72 0.09 1.72 1.79 1.72
7 72
Sedan 0.70 1.74 0.43 1.71 1.74 1.71
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SUV 2-lane data not available
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Kolkata 3W 0.87 1.78 0.89 1.78 2.13 1.78
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H-back 0.14 1.70 0.15 1.70 1.90 1.81
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Sedan 0.80 1.70 0.37 1.70 1.88 1.70
12 SUV 0.60 1.71 0.62 1.71 3.00 1.73
77
13 Bengaluru 3W 0.59 1.73 0.22 1.73 2.43 1.74 78
14 H-back 0.93 1.78 0.25 1.79 1.82 1.73 79
15 Sedan 0.00 1.73 0.24 1.73 2.93 1.71 80
16 SUV 1.29 1.74 0.46 1.74 2.44 1.79 81
17 Mumbai 3W 1.20 1.73 0.31 1.73 1.76 1.73 82
18 H-back Data not available 83
19 Sedan 1.08 1.70 0.28 1.70 1.90 1.70 84
20 SUV 0.57 1.71 0.28 1.70 1.71 1.70 85
21 Pune 3W 1.26 1.74 0.54 1.74 1.76 1.74 86
22 H-back 0.12 1.72 0.22 1.71 1.77 1.71 87
23 Sedan 0.84 1.71 0.73 1.71 1.84 1.71 88
24 SUV 0.38 1.71 0.62 1.71 3.01 1.71 89
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27 of drivers in different cities, a comparative study of A/D lane based traffic. The following figure depicts the distribution 92
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behavior and lateral acceleration of five types of vehicles in of combined A/D data for different vehicle types.
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different cities is done. Analysis of variance (ANOVA) test is Fig. 3 shows the cumulative frequency curves of A/D for
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conducted for each vehicle type data collected from each type of vehicle. The 85th and 95th percentile values are
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32 different cities to know the significant differences between also indicated in Fig. 3 as well as presented in Table 2. It is 97
33 them. It is found that there is very less pair of cities where observed that the 85th and 95th percentile values of 98
34 the difference between means is observed for A/D and deceleration are greater than acceleration for all vehicles. 99
35 lateral acceleration of different vehicles at 5% significance The deceleration characteristics and the braking 100
36 level. So, for further analysis, the A/D and lateral accelera- performance depends on the braking coefficient provided to 101
37 tion data of each vehicle type from different cities are the road surfaces (f) and the pavement conditions, the tire 102
38 combined to see the general behavior of different vehicles at condition and type of braking system. On the other hand, 103
39 no-lane disciplined mixed traffic throughout the country. the acceleration capability of a vehicle is dependent on its 104
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The A/D and lateral acceleration behavior of different ve- mass, the resistance to motion and power of the vehicle
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hicles are studied during normal driving conditions. (power to weight ratio). Both the acceleration and
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43 The analysis and results of this study are presented in deceleration are two different phenomena of a vehicle while 108
44 three sections i) study of longitudinal A/D ii) study of lateral driving. In the micro simulation frameworks, the 109
45 acceleration and iii) relationship between lateral and lon- acceleration and deceleration of vehicles are given as input 110
46 gitudinal A/D. Each section includes the distribution of the parameters separately to describe the vehicle's driving 111
47 extracted data and the establishment of a relationship be- characteristics. The differences in acceleration rates for 112
48 tween A/D and lateral acceleration data with operating different vehicles are quite significant in mixed traffic 113
49 speed. stream (because of heterogeneity in vehicle types). Hence, it 114
50 is important to analyze the A/D behavior separately for each 115
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type of vehicles to study the microscopic behavior of traffic
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stream.
53 4. Study of longitudinal acceleration/ 118
It has been observed that the 85th percentile acceleration
54 deceleration (A/D) 119
55 values are different for different vehicle types. The values are 120
56 higher in case of motorized 2W and 3W; then it reduced for 121
The detailed analysis of longitudinal A/D is conducted in two
57 cars (H-back, sedan, and SUV cars). This is due to the differ- 122
different subsections, i) the percentile distribution and the
58 ence in engine torque, the power to weight ration and drive 123
probability distribution of A/D for all five types of vehicles and
59 mechanism of different vehicles. The following table lists the 124
60 ii) the effect of operating speed on A/D of different vehicles. 125
85th, 95th percentile A/D rates extracted from cumulative
61 percentile curves. 126
62 4.1. Distribution of longitudinal A/D In the past, though many studies have been conducted 127
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on observing the A/D range of vehicles, most of them
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The percentile distribution of A/D is plotted to see the detailed referred to the maximum acceleration capabilities applied
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behavior of a different types of vehicles on the mixed non- by the drivers. Drivers rarely use their maximum

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
JTTE186_proof ■ 1 August 2018 ■ 6/20

6 J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20

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38 Fig. 3 e Percentile distribution A/D rates for all five different vehicle types. (a) 2W. (b) 3W. (c) H-back. (d) Sedan. (e) SUV. 103
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capabilities of vehicles acceleration/braking except for any A/D (Echaveguren and Basualto, 2003). This is due to the
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43 emergency situations. Those maximum capability values presence of vehicles with different acceleration or 108
44 are not useful in design except for fixing bounding values for braking capabilities in the mixed traffic stream. These 109
45 safe driving (Fildes et al., 1991; Liu et al., 2003; Long, 2000; characteristic percentile values can be used in the 110
46 Zhu et al., 2013). Hence, in the present paper, the A/D values operating speed prediction models and also used to 111
47 are obtained from the normal driving conditions. It can be establish the bounding values in case of simulation models. 112
48 observed that the 85th and 95th percentile deceleration The cumulative percentile curve of A/D increases and then 113
49 values of all five types of instrumented vehicles are higher maintains a constant value after attaining the maximum 114
50 than 1 m/s2. However, the 85th percentile acceleration value. The breakpoint is the point from where the slope of A/D 115
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values lie below 1 m/s2 except motorized 2W and 3W trend changes. It has been observed that the breakpoints of
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which is higher than the adopted value of 0.85 m/s2 for both the cumulative percentile curves do not appear exactly at 85th
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percentile value in all cases. The point lies somewhere be-
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55 tween 85th and 95th percentile. In most of the design practice, 120
56 the value of 85th percentile is taken for design purposes. 121
Table 2 e Observed 85th and 95th percentile A/D rates for
57 different vehicles at different roads (2-lane/3-lane).
Hence, a fresh evaluation of the concept of the 85th percentile 122
58 for design purposes may be needed. This result is similar to 123
59 Acceleration (m/s2) Deceleration (m/s2) the findings by Xu et al. (2017). 124
60 Average 85th 95th Average 85th 95th To describe the detailed statistical properties of A/D, the 125
61 probability distribution function is analyzed for all the five 126
2W 0.78 1.45 2.33 0.83 1.58 2.43
62 3W 0.57 1.07 1.65 0.61 1.18 1.82 types of vehicles. In an attempt to find an appropriate dis- 127
63 H-back 0.54 1.04 1.54 0.56 1.04 1.66 128
tribution for representing longitudinal acceleration data for
64 Sedan 0.53 0.95 1.45 0.56 1.06 1.77 129
all vehicle types, several (z49) single distribution models
65 SUV 0.52 0.94 1.38 0.55 1.03 1.63 130
were implemented in Easyfit software which ranks the fitted

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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Table 3 e Comparison of performance measures for various probability models fitted for A/D of different vehicles.
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3 Vehicle type Acceleration Deceleration 68
4 Sample size Distribution LL AIC Sample size Distribution LL AIC 69
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6 2W 13,828 Lognormal 17,022 34,048 13,285 Lognormal 11,026 22,056 71
Gamma 10,729 21,462 Gamma 10,982 21,968
7 72
Burr 29,175 58,356 Burr 26,887 53,780
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Weibull 10,634 21,272 Weibull 16,007 32,018
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3W 32,671 Lognormal 7838.9 15,681.8 30,688 Lognormal 8289 16,582
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Gamma 7829.9 15,663.8 Gamma 19,760 39,524
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Burr 38,082 76,170 Burr 34,662 69,330
12 Weibull 22,132 44,268 Weibull 8204 16,412
77
13 H-back 78,778 Lognormal 21,874 43,752 74,954 Lognormal 65,484 130,972 78
14 Gamma 21,696 43,396 Gamma 21,853 43,710 79
15 Burr 120,670 241,346 Burr 120,220 240,446 80
16 Weibull 68,381 136,766 Weibull 21,365 42,734 81
17 Sedan 79,471 Lognormal 51,888 103,780 73,781 Lognormal 89,697 179,400 82
18 Gamma 14,373 28,750 Gamma 16,120 32,244 83
19 Burr 96,228 192,462 Burr 15,054 30,112 84
20 Weibull 13,708 27,420 Weibull 45,226 90,456 85
21 SUV 56,720 Lognormal 51,039 102,082 53,790 Lognormal 44,886 89,776 86
22 Gamma 12,411 24,826 Gamma 14,411 28,826 87
23 Burr 90,009 180,024 Burr 83,148 166,302 88
24 Weibull 12,366 24,736 Weibull 13,915 27,834 89
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Fig. 4 e Best fitted probability distribution plot for longitudinal acceleration (x) of all five types of vehicles. (a) 2W. (b) 3W.
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(c) H-back. (d) Sedan. (e) SUV.

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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1 distributions based on goodness-of-fit tests and accordingly Burr distribution as the best-fitted distribution at 5% 66
2 four statistical models (Lognormal, Gamma, Burr and Wei- significance level. The best-fitted distribution for A/D 67
3 bull) are fitted well to our data at 5% significance level. To behavior of all five type of vehicles on different roads (2- 68
4 know the best-fitted distribution amongst all four, log-like- lane/3-lane) is depicted in the following Figs. 4 and 5 69
5 70
lihood (LL) value and akaike's information criterion (AIC) respectively.
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values are estimated for all these probability distribution The list of different parameter values of all the best-fitted
7 72
functions (PDF). The formulations are presented below. distributions shown in the above figure is presented below in
8 73
9 Table 4. 74
10 LLFðxÞ ¼ lnðPDF of xÞ (1) From Table 4, it is observed that the shape parameters of 75
11 Weibull distributions fit to different vehicles A/D have nearly 76
12 same value, indicating different distributions with the same 77
AIC ¼ 2N  2LLmax (2)
13 moment skewness. In case of Gamma distribution, the value 78
14 where N is the number of fitted model parameters, LLmax is the a >1 indicates that the Gamma distributions assume a 79
15 maximum LL. mounded (uni-modal), but the skewed shape. The scale 80
16 parameter (b) can stretch or compress the range of both 81
The probability density functions of A/D separately for
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different vehicle types at 5% significance level and the best- Gamma and Weibull distributions. The probability
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fitted distributions are presented in Table 3. Though different distribution (PDF) of the longitudinal A/D of different
19 84
20 distributions are fitted well to the A/D data, Weibull and vehicles indicates that the PDF of all five types of vehicles 85
21 Gamma distribution are best fitted to the acceleration data follows similar distribution (Weibull/Gamma) in all cases 86
22 of SUV, sedan and H-back cars, motorized 3W and 2W with except few (deceleration of sedan; Burr), at 5% significance 87
23 different shape and scale parameter. Similarly, the level. However, the shape and scale parameters of the fitted 88
24 deceleration data of SUV, H-back cars and motorized 3W distributions indicate different shapes and stretches of the 89
25 and 2W follows Weibull and Gamma distribution except for distributions for different vehicles. It is clearly visible from 90
26 the sedan cars. The deceleration data of sedan car follows Figs. 4 and 5 that drivers mostly apply the acceleration and 91
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Fig. 5 e Best fitted probability distribution plot for longitudinal deceleration (x) of all five types of vehicles. (a) 2W. (b) 3W.
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(c) H-back. (d) Sedan. (e) SUV.

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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Table 4 e Parametric values of all the best-fitted distributions to different vehicles on different roads.
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3 Acceleration Deceleration 68
4 SUV Weibull a ¼ 1.3487, b ¼ 0.63165 Weibull a ¼ 1.26740, b ¼ 0.6520 69
5 Sedan Weibull a ¼ 1.265, b ¼ 0.556720 Burr k ¼ 1.8655, a ¼ 1.6176, b ¼ 0.73534 70
6 H-back Gamma a ¼ 1.5887, b ¼ 0.37620 Weibull a ¼ 1.2598, b ¼ 0.66852 71
7 3W Gamma a ¼ 1.4763, b ¼ 0.41987 Weibull a ¼ 1.2513, b ¼ 0.71535 72
8 2W Weibull a ¼ 1.218, b ¼ 0.889730 Gamma a ¼ 1.3429, b ¼ 0.65155 73
9 74
Note: a ¼ shape parameter, b ¼ scale parameter for Gamma distribution and Weibull distribution; k, a ¼ shape parameters, b ¼ scale parameter
10 75
for Burr distribution.
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14 deceleration in the range of 0.1e0.4 m/s2 for all vehicle types density of the whole trajectory as the trajectory length is very 79
15 during normal driving conditions on straight roads. In the high (including different cities). Though the flow and density 80
16 present study, the variability in the driver and vehicle are have a direct impact on the traffic speed, speed is considered 81
17 considered simultaneously by varying the 8e10 different as a stream parameter in this study. The variability of longi- 82
18 drivers for each vehicle type from different ages. Hence, tudinal A/D concerning the speed at the normal driving con- 83
19 these probability distribution models describe the of dition on straight road sections is briefly studied in the next 84
20 different driver-vehicle behavior simultaneously as a single section. 85
21 entity for A/D of different types of vehicles. 86
22 87
However, a detailed understanding of the driver-vehicle 4.2. Effect of driving speed on longitudinal acceleration/
23 88
interaction with the traffic stream can be achieved by
24 deceleration (A/D) 89
25 considering the variation in A/D behavior with regard to traffic 90
26 stream parameters such as flow, density, and speed, etc. In To see the A/D behavior of such traffic stream, the data 91
27 our present study, it is not possible to measure the flow and collected from different major cities of India are combined. 92
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Fig. 6 e Fitted regression models on the scattered acceleration data of all five types of vehicles. (a) 2W. (b) 3W. (c) H-back.
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(d) Sedan. (e) SUV.

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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Fig. 7 e Fitted regression models on the scattered deceleration data of all five types of vehicles. (a) 2W. (b) 3W. (c) H-back.
39 104
40 (d) Sedan. (e) SUV. 105
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43 The data is clustered with different speed groups of 5 km/h. The extreme outliers are removed from the extracted data. 108
44 The 85th and 95th percentile A/D are calculated for different The box-whisker plot of A/D vs. speed is obtained for A/D by 109
45 speed groups. The variation of 85th and 95th percentile A/D is gathering the data of five different cities (refer Figs. 6 and 7). 110
46 observed with regard to the different operating speeds of The 85th and 95th percentile values of A/D are indicated by 111
47 vehicles. the blue and green scatter points on each box plot. The 112
48 113
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52 Table 5 e Regression model coefficients and its statistical evaluation for 85th and 95th percentile deceleration and 117
acceleration data.
53 118
54 85th percentile 95th percentile 119
55 m n R 2
RMSE m n R2 RMSE 120
56 121
Deceleration 2W 0.01030 1.837 0.8568 0.0673 0.0135 2.678 0.7403 0.1373
57 122
3W 0.01440 1.498 0.7960 0.1144 0.0226 2.304 0.8106 0.1717
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H-back 0.00948 1.283 0.7674 0.1195 0.0150 2.021 0.8355 0.1523
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Sedan 0.01354 1.497 0.8871 0.1208 0.0220 2.384 0.9465 0.1365
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SUV 0.00752 1.269 0.8843 0.0780 0.0136 2.045 0.9289 0.1082
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Acceleration 2W 0.01800 1.911 0.9057 0.0943 0.0170 2.746 0.8254 0.1265
62 3W 0.01290 1.378 0.9627 0.0398 0.0208 2.143 0.8220 0.1520
127
63 H-back 0.01080 1.332 0.8781 0.0928 0.0159 1.976 0.8425 0.1580 128
64 Sedan 0.01160 1.326 0.9414 0.0753 0.0180 1.963 0.9145 0.1430 129
65 SUV 0.00870 1.246 0.9721 0.0406 0.0136 1.836 0.8826 0.1362 130

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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Fig. 8 e Percentile distribution of lateral acceleration for 2-lane and 3- lane roads. (a) 2W. (b) 3W. (c) H-back. (d) Sedan.
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(e) SUV.
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regression models are fitted to the 85th and 95th percentile A/ The lower values of RMSE indicate a better fit of the linear
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D values of each vehicle type. models at 5% significance level.
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It can be observed that both the 85th and 95th percentile A/
44 109
45 D curve shows a linearly decreasing trend for all vehicle types 110
46 at 5% significance level. Observations depict that the 5. Study of lateral acceleration 111
47 maximum vehicle acceleration occurs at lower speeds when 112
48 the vehicle starting from rest, the ability to accelerate de- The lateral acceleration is one of the important parameter, 113
49 creases with increase in vehicular speeds. The linearly which describes the vehicles lateral behavior on the road. In 114
50 decreasing trend is modelled, and statistical tests are con- case of mixed and non-lane discipline traffic, the lateral ma- 115
51 ducted to model the 85th and 95th percentile trend of A/D of neuver of vehicles is quite prominent. In the present study, 116
52 all five types of vehicles. The general linear trend of A/D is 117
the vehicle type wise data from different cities with no sig-
53 118
given in Eq. (3). nificant difference are combined as discussed in section 3. It is
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55 observed that the lateral acceleration data obtained from 2- 120
A or D ¼ mv þ n (3)
56 lane and 3-lane roads are significantly different from each 121
57 where A or D is acceleration or deceleration, v is vehicular other for different vehicle types. Hence, the lateral 122
58 speed, m and n are regression coefficients. acceleration is analyzed for different vehicle types for 2-lane 123
59 Table 5 describes the details of all regression model and 3-lane roads separately. 124
60 coefficients and the statistical details (i.e., the R2 value and 125
61 root mean squared error values) of the models describing 5.1. Distribution of lateral acceleration 126
62 the A/D behavior respectively. The adjusted R2 value and the 127
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RMSE value for each fitted model is calculated. It can be The probability distribution of lateral acceleration on different
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observed that the linear model presents the observed data roads, i.e., roads with different number of lanes for all five
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with more than 75% adjusted R2 value in all cases of A/D. types of vehicles and the effect of operating speed on lateral

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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12 J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20

1 It can be seen that motorized 2W and 3W are having a 66


Table 6 e 85th percentile lateral acceleration values for
2 higher average lateral acceleration compared to all type of 67
different vehicle types on 2-lane and 3-lane roads.
3 cars. The lane wise variation of lateral acceleration distribu- 68
4 Vehicle type Number of lanes Lateral acceleration
tion is not showing any pattern. In some cases, the 85th 69
5 (m/s2) 70
percentile value of lateral acceleration on 3-lane road is lower
6 Average 85th 95th 71
than that of 2-lane roads whereas in some cases it is vice
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2W 2-lane 0.83 1.78 2.09 versa. Hence, the average value of lateral acceleration cannot
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3-lane Data not available explain the overall behavior of lateral maneuverability of ve-
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3W 2-lane 0.55 1.33 2.54 hicles in case of non-lane based heterogeneous traffic stream.
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3-lane 0.48 0.90 1.63
11 H-back 2-lane 0.40 0.94 1.66
The lateral maneuverability of vehicles not only depends on 76
12 3-lane 0.34 1.05 2.22
the road width or number of lane but also other traffic pa- 77
13 Sedan 2-lane 0.33 0.95 1.76 rameters like the surrounding traffic condition. In this study, 78
14 3-lane 0.39 0.79 1.55 we have considered the probe vehicle speed itself as a traffic 79
15 SUV 2-lane 0.38 0.96 1.93 stream parameter which reflects the average speed of the 80
16 3-lane 0.38 1.05 1.98 traffic stream. 81
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According to past literature, the threshold value of lateral
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acceleration for comfort is 1.8 m/s2 with medium comfort and
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20 discomfort levels of 3.6 m/s2 and 5 m/s2 (Cheng, 2007; Dixon 85
acceleration are analysed. The 85th and 95th percentiles
21 and Rohani, 2008; Kilinc and Baybura, 2012; Voigt et al., 2003). 86
values of the lateral acceleration were obtained, and re-
22 In the present study, the 4-lane and 6-lane divided roads have 87
lationships are established with operating speed to see the
23 medium comfort level, and this comfort level accounted for 88
extreme trend of lateral acceleration of different vehicles.
24 more than 85% of the data. The result is similar to the values 89
25 Fig. 8 shows the percentile distribution of the lateral 90
obtained by Xu et al. (2015). The lateral acceleration was all
26 acceleration for combined data (five different cities data) for 91
smaller than 3 m/s2, and most were smaller than the
27 five types of instrumented vehicles for 2-lane and 3-lane
threshold value of comfort for normal driving conditions on 92
28 roads separately. The 85th percentile of lateral acceleration 93
straight mid-block sections.
29 is lesser for 3-lane roads from 2-lane roads. The 85th 94
To describe the detailed statistical properties of lateral
30 percentile lateral acceleration of 2W for 2-lane roads is 95
acceleration, the lane wise probability distribution function
31 highest, and then it decreases gradually for 3W, H-back, 96
32 for both types of roads (i.e., 2-lane and 3-lane) are analysed for 97
sedan, and SUV. The difference in values of 85th percentile
33 all the five types of vehicles. In an attempt to find an appro- 98
lateral acceleration between 2-lane and 3-lane increases as
34 priate distribution for representing lateral acceleration data 99
the size of the vehicle decreases. This is due to the higher
35 (3-lane and 2-lane roads) for all vehicle types, several single 100
36 maneuverability capability of 2W and 3W than the cars. The 101
distribution models were implemented in Easyfit software
37 85th percentile values of lateral acceleration for different 102
which ranks the fitted distributions based on goodness-of-fit
38 vehicle types on different roads are presented in Table 6. 103
tests and accordingly four statistical models (Normal,
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42 Table 7 e Comparison of performance measures for various probability models fitted for lateral accelerations of different 107
43 vehicles on two-lane and three-lane roads. 108
44 109
Vehicle type 2-lane roads 3-lane roads
45 110
46 Sample size Distribution LL AIC Sample size Distribution LL AIC 111
47 2W 30,268 Normal 31,847 63,698 112
48 Exponential 48,860 97,722 Significant data not available 113
49 Gamma 21,321 42,646 114
50 Burr 72,011 144,028 115
51 3W 36,155 Normal 75,520 151,044 35,623 Normal 19,619 39,242 116
52 Exponential 134,500 269,002 Exponential 51,462 102,926 117
53 Gamma 37,455 74,914 Gamma 8546 17,097 118
54 Burr 242,580 485,166 Burr 86,440 172,886 119
55 H-Back 117,792 Normal 18,481 36,966 38,014 Normal 8437 16,879 120
56 Exponential 81,448 162,898 Exponential 70,403 140,808 121
Gamma 4168 8340 Gamma 1145 2286
57 122
Burr 138,210 276,426 Burr 115,000 230,006
58 123
Sedan 93,805 Normal 24,338 48,680 62,818 Normal 18,792 37,588
59 124
Exponential 137,930 275,862 Exponential 111,150 222,302
60 125
Gamma 793.7 1591.4 Gamma 784.2 1572.5
61 126
Burr 230,370 460,746 Burr 181,770 363,546
62 SUV 79,337 Normal 25,836 51,694.2 42,350 Normal 12,997 25,998
127
63 Exponential 125,220 250,451 Exponential 69,659 139,320 128
64 Gamma 5144 10,310 Gamma 1746 3497 129
65 Burr 204,720 409,473 Burr 114,560 229,126 130

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
stream with non-lane discipline: An experimental study, Journal of Traffic and Transportation Engineering (English Edition)
(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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56 Fig. 9 e Probability distribution of all five types of vehicles on 2-lane and 3-lane roads separately. (a) 2W 2-lane. (b) 3W 2- 121
57 lane. (c) 3W 3-lane. (d) H-back 2-lane. (e) H-back 3-lane. (f) Sedan 2-lane. (g) Sedan 3-lane. (h) SUV 2-lane. (i) SUV 3-lane. 122
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60 Exponential, Gamma and Burr) are fitted well to our data at 5% level and the best-fitted distributions are presented below in 125
61 significance level. To know the best-fitted distribution for all Table 7. 126
62 five vehicle types, the log-likelihood (LL) value and akaike's It can be observed that Normal, Exponential, Gamma and 127
63 128
information criterion (AIC) values are estimated as described Burr distributions are the distributions fitted well to all vehi-
64 129
in section 4.1. The probability density functions of lateral cles at 5% significance level. Gamma distribution is resulting
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acceleration for different vehicle types at 5% significance in the maximum LL value and minimum AIC/BIC values for all

Please cite this article in press as: Mahapatra, G., Maurya, A.K., Dynamic parameters of vehicles under heterogeneous traffic
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(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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14 J. Traffic Transp. Eng. (Engl. Ed.) 2018; x (x): 1e20

1 the vehicle types in all road conditions. The best-fitted dis- In case of a two-term exponential function, there are two 66
2 tributions (Gamma PDF) for different vehicles at different decay modes. The two-term exponential model fitted the data 67
3 roads are shown in Fig. 9 below. well as compared to the single term exponential function. The 68
4 The parameters for all the best-fitted distribution are pre- details of the fitted models are presented below in Table 9. 69
5 70
sented below in Table 8. It is observed that lateral acceleration increases with the
6 71
From Table 8 it is observed that the shape and scale increase of speed at the lower speed ranges, i.e., less than
7 72
parameters of Gamma distribution fitted to different 20 km/h. Then it obtains the maximum value of lateral ac-
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9 vehicles have nearly same values of a and b, indicating a celeration within the speed range of 15e25 km/h speed, for all 74
10 similar stretch of the Gamma distributions fitted with same vehicle types in all cities. Afterwards, the lateral acceleration 75
11 moment skewness. The value a >1 indicates that the decreases with the increase in speed. This is due to the higher 76
12 Gamma distributions assume a mounded (unimodal), but weaving action of vehicles at a lower speed depending on the 77
13 skewed shape. The similar values of shape parameters of all surrounding traffic. The vehicle feels safe to veer frequently at 78
14 the different population groups indicate they are the a lower speed, whereas at higher speed vehicle feels unsafe to 79
15 different distributions with the same moment skewness. veer laterally. It is observed that at higher speed the lateral 80
16 Hence, the distributions fitted to the lateral acceleration of acceleration follows an inverse relationship, i.e., with the in- 81
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different vehicles on both 2-lane and 3-lane roads describe crease in speed, the magnitude of lateral veer reduces. The
18 83
both the driver-vehicle behavior combined as a single entity. threshold value for changing the lateral behavior lies around
19 84
20 However, a detailed understanding of the lateral maneuver- 20 km/h speed range for all types of vehicles. It is also 85
21 ability of different vehicles on the non-lane based mixed observed that motorized 2W obtain a higher lateral accelera- 86
22 traffic stream can be achieved by studying the variation of the tion comparing to all vehicle types due to its high maneu- 87
23 lateral acceleration with the other stream parameters like verability. The lateral acceleration decreases as the size of 88
24 speed, density, etc., on roads with different width. So, in the vehicles increases (or maneuverability decreases). The 95% of 89
25 next section, the variability of lateral acceleration with respect lateral acceleration data lies within ± 2 m/s2, and 85% of data 90
26 to operating speed at the different width of the road, i.e. lies below ± 1 m/s2 for all vehicle types. 91
27 number of lanes is studied. The adjusted R2 value and the RMSE (root mean squared 92
28 93
error) value for each fitted model are also presented in Table 9.
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5.2. Effect of driving speed on lateral acceleration It can be observed that the model presents the observed data
30 95
with more than 80% adjusted the R2 value in all cases. The
31 96
32 In the present section the behavior of lateral acceleration with RMSE value indicates that the absolute fit of the model to 97
33 regard to speed for straight roads in mixed non-lane discipline the data or the closeness of the observed data to the 98
34 traffic on 2-lane and 3-lane one way roads is studied. The re- predicted model. Here, the lower values of RMSE indicates a 99
35 lationships are established for the 85th percentile lateral ac- better fit of the models at 5% significance level. 100
36 celeration data for different operating speed. The 85th 101
37 percentile value of lateral acceleration data for different speed 102
38 6. Relationship between lateral and 103
ranges (say every 5 km/h group size) is modelled. These 85th
39 longitudinal acceleration 104
percentile lateral acceleration values are plotted over the box
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plots for each speed group (indicated by the blue scatter points
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in Fig. 10). It can be observed that the lateral acceleration As observed from the literature (Biral et al., 2005; Biral and Lot,
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43 follows a non-linear relationship with operating speed of the 2009; Hisaoka et al., 1999; Vaiana et al., 2014) that, the g-g di- 108
44 vehicles. The two-term exponential models (Eq. (4)) fitted agram is the most efficient way to represent the driving 109
45 well for the 85th percentile lateral acceleration values in all behavior by considering both the dynamic parameters (lateral 110
46 the cases at 5% significance level. and longitudinal acceleration). Here we have plotted the g-g 111
47 diagram for each vehicle type with combined data of all cities. 112
48 y ¼ aebx þ cedx (4) The lateral and longitudinal acceleration data for each type of 113
49 vehicles are grouped in six equal intervals of speed every 114
where y is lateral acceleration of different vehicles in m/s2, x is
50 20 km/h ranging from 0 to 100 km/h. The diagrams show the 115
51 operating speed of different vehicles in km/h. 116
lateral accelerations (ay) and longitudinal A/D (ax) normalized
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with respect to gravity (g) in both horizontal and vertical axis
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Table 8 e Detail parameters of different PDFs of lateral respectively for each speed group (Figs. 11e15). ax/g is longi-
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55 acceleration of Gamma distribution. tudinal acceleration/gravity (g) and ay/g is lateral acceleration/ 120
56 gravity (g). 121
Vehicle type 2-lane 3-lane
57 It can be observed that the g-g diagrams of all five type of 122
a b a b
58 vehicles produce interaction envelopes which are a small 123
59 SUV 1.7990 0.24088 1.7991 0.23495 subset of the adherence circle or the friction circle of the tire. 124
60 Sedan 1.7725 0.22774 1.8483 0.22075 These envelopes represent “driver capability envelope” Biral 125
61 H-back 1.6715 0.42285 1.9199 0.19462
et al. (2005). It can be observed that the interaction envelops 126
62 3W 1.4164 0.41443 1.6352 0.31834
of the vehicles decreases as the size of vehicle increases. It is 127
63 2W 1.3864 0.52477 Data not available 128
observed that the g-g diagrams change their size with speed.
64 Note: a ¼ shape parameter, b ¼ scale parameter for Gamma 129
At lower speed (0e20 km/h) the g-g diagram covers a lesser
65 distribution. 130
area compared to the speed group of 20e40 km/h. In the

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56 Fig. 10 e Fitted regression models on the lateral acceleration scattered data of all five types of vehicles on 2-lane and 3-lane 121
57 roads (significant data was not available for 2W 3-lane). (a) 2W 2-lane. (b) 3W 2-lane. (c) 3W 3-lane. (d) H-back 2-lane. 122
58 (e) H-back 3-lane. (f) Sedan 2-lane. (g) Sedan 3-lane. (h) SUV 2-lane. (i) SUV 3-lane. 123
59 124
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62 case of lower to medium speed, the size of the g-g diagram speed. In all speed groups, the shape of the g-g diagram is 127
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enlarges in all vehicle classes except motorised two- approximately round. The shape and size of each g-g
64 129
wheelers and three-wheeler. For all three type of cars, the diagram changes with the driving capability of a different
65 130
size of g-g diagram shrinks with the further increase in vehicle on plain terrain.

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Table 9 e Details of all the fitted regression models.
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3 a b c d R2 RMSE 68
4 2W 2-lane 2.5370 0.1219 2.3450 0.0301 0.8084 0.1539 69
5 3-lane Data not available 70
6 3W 2-lane 1.3550 0.0248 1.425 0.1127 0.8251 0.08833 71
7 3-lane 1.0300 0.0183 1.0940 0.1582 0.8641 0.1259 72
8 H-back 2-lane 0.8551 0.0183 0.9633 0.1618 0.8874 0.0540 73
9 3-lane 1.0700 0.0791 1.0580 0.0181 0.8292 0.0554 74
10 Sedan 2-lane 0.8291 0.0166 0.9158 0.1813 0.8407 0.0837 75
11 3-lane 0.8597 0.0092 0.8973 0.1653 0.8107 0.0673 76
12 SUV 2-lane 0.7202 0.0138 0.8216 0.2039 0.8054 0.0707 77
13 3-lane 2.4070 0.0784 2.3950 0.0344 0.8334 0.0812 78
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Fig. 11 e Normalized longitudinal and lateral accelerations (g-g plot) for 2W. (a) 0e20 km/h (b) 20e40 km/h (c) 40e60 km/h.
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Fig. 12 e Normalized longitudinal and lateral accelerations (g-g plot) for 3W. (a) 0e20 km/h (b) 20e40 km/h (c) 40e60 km/h.

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23 Fig. 13 e Normalized longitudinal and lateral accelerations (g-g plot) for H-back. (a) 0e20 km/h (b) 20e40 km/h (c) 40e60 km/h 88
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To see the interaction between the lateral and longitudinal the acceleration also increases while overtaking. From Fig. 16,
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acceleration more clearly the relationship between the two it is clear that the lateral and longitudinal maneuver
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30 dynamic parameters are established for all five vehicle types. (accelerating) of the vehicles or the veering of motorized 95
31 The average lateral maneuver for different longitudinal ac- two-wheeler is higher than the cars (as observed in Figs. 96
32 celeration values of different vehicle types is presented in the 11e15). 97
33 following Fig. 16. 98
34 It can be observed that the average lateral maneuver of all 99
35 types of vehicles linearly increases with the increase in lon- 7. Conclusions 100
36 gitudinal acceleration of the vehicles. In case of mixed traffic 101
37 condition, the vehicle tries to overtake and veer frequently. 102
In the current study, different types of vehicles (three types of
38 103
Hence it accelerates and veers simultaneously to pass through cars, motorized 3W and 2W) equipped with Video VBOX (GPS
39 104
(filter) the traffic. Hence as the veering maneuver increases based instrument) are driven in different traffic streams
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Fig. 14 e Normalized longitudinal and lateral accelerations (g-g plot) for Sedan. (a) 0e20 km/h (b) 20e40 km/h (c) 40e60 km/h
65 130
(d) 60e80 km/h.

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24 Fig. 15 e Normalized longitudinal and lateral accelerations (g-g plot) for SUV. (a) 0e20 km/h (b) 20e40 km/h (c) 40e60 km/h 89
25 (d) 60e80 km/h. 90
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(varying from low flow to high) of different roads (4-lane to 6- (2) The A/D limits (at 85%) are found comparable for each
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lane divided roads) located in five different cities of India. vehicle type. However at 95th percentile level A/D show
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Trajectories of several such vehicles (obtained from Video significance difference (i.e., for SUV cars acceleration
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32 VBOX at 10 Hz) are collected by driving them more than and deceleration values are 1.38 m/s2 and 1.63 m/s2 97
33 250 km each and analyzed for their speed, longitudinal and respectively). The difference in lateral acceleration (i.e., 98
34 lateral acceleration and deceleration (A/D) values. Observed 0.95 m/s2 for cars to 1.78 m/s2 for motorized 2W at 85th 99
35 A/D values in the study represent the A/D limits of different percentile level) due to the heterogeneity in vehicle 100
36 vehicles under normal driving condition. Some of important types (change in the dynamic and static capability of 101
37 observations of this study are listed below. different vehicles). 102
38 (3) The probability distribution (PDF) of the longitudinal A/ 103
39 (1) Cumulative percentage curve of longitudinal and lateral D of all types of vehicles follows Weibull and Gamma 104
40 105
A/D represents that A/D trends do not change their distributions at 5% significance level except decelera-
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slope significantly (also referred as a breakpoint) at tion of Sedan cars. However, PDF for lateral acceleration
42 107
43 exactly 85th percentile value. The breakpoint lies in exhibit Gamma distribution at 5% significance level for 108
44 between the 85th and 95th percentile. Hence the use of all vehicle types. 109
45 85th percentile value philosophy for design purpose (4) The 85th and 95th percentile A/D curves with the 110
46 needs a relook. operating speed, depict a linearly decreasing trend for 111
47 all five types of vehicles. The maximum acceleration 112
48 occurs at lower speeds (vehicle starting from rest), the 113
49 ability to accelerate decreases with increase in vehic- 114
50 ular speeds. However, the lateral acceleration in- 115
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creases with the increase in speed initially and attains
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the maximum value at around 20 km/h speed for all
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type of vehicles. Lateral acceleration decreases with
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55 further increase in speed. The 85th/95th percentile 120
56 lateral acceleration model concerning the operating 121
57 speed of vehicles follows a two-term exponential 122
58 relationship at 5% significance level for all vehicle 123
59 types. 124
60 (5) Using both the longitudinal A/D and the lateral accel- 125
61 eration data, the g-g diagram produces an interaction 126
62 envelope known as “driver capability envelope” for all 127
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Fig. 16 e Relation between the average lateral acceleration types of vehicles. It can be observed that the size of the
64 129
with the average longitudinal acceleration for all five types interaction envelope for motorized 2W is higher than
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of vehicles. motorized 3W and cars. This indicates that the size of

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(2018), https://doi.org/10.1016/j.jtte.2018.01.003
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42 acceleration in curve driving: driver model and experiments Akhilesh Kumar Maurya is currently an 94
43 on real vehicle and driving simulator. Human Factors 43 (3), associate professor in Department of Civil 95
44 483e495. Engineering at Indian Institute of Technol- 96
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46 perceived radious on design consistency. Canadian Journal traffic data collection and analysis, traffic 98
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