Canadian Journal of Civil Engineering

A Review of Methodological Approaches for Saturation Flow

Estimation at Signalized Intersections

Journal: Canadian Journal of Civil Engineering

Manuscript ID cjce-2018-0696.R1

Manuscript Type: Review

Date Submitted by the

30-Apr-2019
Author:

Complete List of Authors: Mondal, Satyajit; Indian Institute of Technology (BHU) Varanasi,
Department of Civil Engineering
Gupta, Ankit; Indian Institute of Technology Banaras Hindu University

Headway, Influencing factors, Operational characteristics, Saturation

Keyword:
flow rate, Signalized intersection.
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Is the invited manuscript for

consideration in a Special Not applicable (regular submission)
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Issue? :

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Page 1 of 48 Canadian Journal of Civil Engineering

1 A Review of Methodological Approaches for Saturation Flow Estimation at

2 Signalized Intersections
3

4 Satyajit Mondal
5 Research Scholar
6 Department of Civil Engineering
7 Indian Institute of Technology (Banaras Hindu University) Varanasi
8 Uttar Pradesh, India-221005
9 Email: [email protected]
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13 Ankit Gupta (Corresponding Author)*
14 Assistant Professor
15 Department of Civil Engineering
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16 Indian Institute of Technology (Banaras Hindu University) Varanasi

17 Uttar Pradesh, India-221005
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18 Mob: +91-78391-14642
19 Fax: +91-542-2368283
20 Email: [email protected]
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32 Abstract
33 The estimation of the saturation flow (SF) is the utmost component for performance evaluation of

34 a signalized intersection. The flow rate estimation procedure includes the analysis of the vehicles

35 headway, vehicles discharge rate, passenger car unit (PCU), effective green time and cycle length

36 of the signalling system. This study makes an attempt to exhaustively review the existing literature

37 and its suitability along with the multiple factors affecting the performance of signalized

38 intersection. Different methodological approaches and soft computing techniques used worldwide

39 by the researchers both in developed and developing countries are emphasized. This study also

40 highlights the several influencing factors that have a significant impact on saturation flow value

41 and several methodological approaches to find out the flow value through normalizing the

42 influencing factors which lead to a better way for planning and designing of a signalized
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43 intersection.
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44 Keywords: Headway, Influencing factors, Operational characteristics, Saturation flow rate,

45 Signalized intersection.

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46 Introduction

47 Intersections are nodal points in the transportation network, and their efficiency of operation

48 significantly influences the performance of the entire network. The traffic operation and its

49 regulation would be more simple and effective if all the vehicles in the traffic stream have the same

50 vehicular characteristics (Jain et al. 2014). However, the evaluation of saturation flow especially

51 in mixed traffic conditions is crucial mainly due to heterogeneous properties of traffic where

52 vehicles are traveling on the same right of way without any lane separation (Radhakrishnan and

53 Mathew 2011; Fazalmohammed and Dave 2014; Arasan and Vedagiri 2006, Mondal and Gupta

54 2019). In such a traffic stream, saturation flow prediction becomes more sensitive as no single

55 vehicle governs a good percentage of share than that in developed countries where car is the

56 predominant vehicle in the traffic stream. While during dissipation, vehicles are more interested
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57 to travel through the gaps available between larger vehicles in a parallel way instead of following
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58 the leading vehicle (Deo and Ruskin 2014; Mohanty and Gupta 2015). Thus, the performance

59 evaluation of a signalized intersection is much complicated due to the non-lane disciplined mixed

60 traffic stream. The assessment of saturation flow is the principal component for performance

61 evaluation (capacity and level of service) as well as fruitful planning and designing of a signalized

62 intersection. Highway capacity manual (HCM) 2010 has provided the basic concepts and models

63 for saturation flow estimation mainly for lane-based homogeneous traffic stream with several

64 adjustment factors. Each factor has a significant impact on the flow value. A number of studies

65 have been focussed in evaluating several influencing factors and several mathematical models

66 have been formed to normalize its effect on saturation flow. The flow rate estimation procedure

67 includes the analysis of the vehicles headway, vehicles discharge rate, passenger car unit (PCU),

68 effective green time and cycle length of the signaling system (Mondal and Gupta 2018). The

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69 variation in magnitudes of the vehicle and its composition along with their desire movements,

70 geometric elements, and signal characteristics effectively influence the saturation flow value

71 (Rajgor et al. 2016). The flow characteristics of signalized intersections can be assessed with

72 several procedures with various input parameters. The performance of a signalized intersection is

73 also dependent on the pattern of a queue discharge and it's headway characteristics which are also

74 influencing the whole network system (Lin et al. 2004; Radhakrishnan and Ramadurai 2015,

75 Bargegol et al. 2015; Esmaeeli et al. 2018). Therefore, this paper reviews several influencing

76 factors affecting the saturation flow and enlists several methodological approaches to evaluate the

77 flow at a signalized intersection.

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79 Flow Characteristics at Signalized Intersection
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80 As per HCM (2010), fundamental aspects of flow can be described with Fig 1 which depicts
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81 vehicles flow through the intersection during a single cycle time. The layout is distributed into

82 three parts. The first part shows a time-space relationship of vehicles on an intersection approach

83 during the red, yellow and green time of the signal. The second part levels the individual timing

84 of a signal. The third part is an ideal representation of discharge flow through the intersection

85 approach during green time. The maximum discharge flow during green time is indicated as

86 saturation flow. It is a simplified representation of the actual vehicle position as a function of time

87 and also suggests that arrival and departure headways are relatively uniform during the cycle.

88 Fig. 1

89 A number of researchers utilize the time-distance relationship to describing and evaluating several

90 traffic parameters for performance and designing of an intersection at various traffic scenario.

91 Kyte et al. (2008) suggested that both the speed contour data and headway differential data of a

92 departing queue in time-distance relationship must be included in the signal design processing.

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93 They proposed a three region based time distance domain in terms of signal parameters and

94 detection zone length to describing the minimum green time required for a queue dispersion. Yang

95 and Menendez (2017) proposed a convex model for queue length estimation with the assumption

96 of triangular speed-distance fundamental diagram. They developed the model based on kinematic

97 wave theory which estimates the traffic state changes and back of queue curve. This back of queue

98 curve was further used to define the arrival of vehicle pattern for the traffic scenario. Cai et al.

99 (2014) and Cheng et al. (2011) analysed the cycle by cycle queue length at signalized intersection

100 for measuring level of service. The vehicle trajectory data collected at the upstream using mobile

101 sensors were utilized for queue length estimation. Three different cases were considered based on

102 space relationship and corresponding models were proposed to estimating maximum queue length

103 based on Light-Whitham-Richards theory. Zhao and Zhang (2017) estimated queue length based
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104 on microscopic traffic flow model using the time-space queuing dynamics based on three regions
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105 using real world connected vehicle data. Bonneson (1992) analysed and developed model of

106 various queued driver characteristics such discharge headway, stop line speed of vehicles and

107 driver acceleration characteristics based on time-distance relationship of individual vehicle class

108 at signalized junctions.

109

110 Problem Statement

111 Saturation flow is defined as the maximum number of vehicles that can cross a point or line in unit

112 time (generally an hour) of an approaching lane if the green time is available throughout the time.

113 HCM (2010) has mentioned a basic methodology for estimation of saturation flow, assuming that

114 all vehicles are following a strict lane discipline. Researchers from various countries have brought

115 a significant studies on saturation flow estimation for lane disciplined homogeneous traffic stream.

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116 However, lane disciplined flow is not observed in developing counties due to the mixed nature of

117 the traffic stream. The fundamental difference in traffic flow makes the models inappropriate for

118 mixed traffic conditions. Therefore, the previous studies on saturation flow estimation are needed

119 to understand for both the homogeneous and heterogeneous traffic conditions for better utilization

120 of the proposed models. However, a less number of studies have been focused on saturation flow

121 estimation for mixed traffic conditions. The proposed models for saturation flow estimation under

122 homogeneous traffic conditions cannot be directly implemented in mixed traffic stream due to the

123 non-lane discipline flow.

124 A significant effort has been made by various researchers to develop models for mixed traffic

125 conditions with limited field conditions and a number of roadway and traffic assumptions. Also,

126 most of the studies framed models for heterogeneous traffic conditions using the basic
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127 methodology proposed for the homogeneous traffic stream.

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128 Therefore, the present study addresses several saturation flow studies focused on homogeneous as

129 well as mixed traffic stream conditions. Several influencing parameters on saturation flow

130 mentioned in various guidelines were also discussed. Parameters used in multiple studies to

131 develop models were recognized. Later, different methodological approaches underlined by the

132 various researchers and guidelines are presented along with the various influencing parameters

133 incorporated in the model formulation.

134

135 Assessment of Saturation Flow Studies

136 Saturation flow is a vital performance measure parameter of maximum vehicles flow used for the

137 design of intersection and control applications. Some studies have been directed on this vital issue

138 over the last few decades, and most of them are focused on lane disciplined traffic flow. Webster

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139 (1958) first did the investigation on saturation flow value at a signalized intersection and provided

140 a direct relationship of saturation flow with approach width for lane disciplined flow with certain

141 assumptions. A detailed guideline for design and analysis of a signalized intersection was then

142 provided by the HCM (1965). Later in HCM (2000, 2010 and in the latest version 2016 ), a basic

143 saturation flow model is mentioned with several adjustment factors.

144 The saturation flow varies with various roadway, traffic and control conditions of an

145 intersection. Thus several guidelines have considered various factors for modeling saturation flow

146 according to their traffic and geometric conditions at the intersection. Table 1 summaries various

147 factors that are discussed in the guidelines of different countries.

148 Table 1

149 A substantial effort has been made by the researchers from last few decades to assess saturation
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150 flow and various saturation flow adjustment factors both in developed and developing countries.
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151 Several methodological approaches along with the methodology mentioned in HCM are

152 effectively utilized to evaluate saturation flow value and its influencing factors. The subsequent

153 sections describes the effect of various influencing parameters of roadway, traffic and control

154 conditions on saturation flow value found in both developed and developing countries.

155

156 Effect of Roadway Geometry on Saturation Flow

157 Several roadway geometry factors such as number of lanes and its width, lane approach grade,

158 turning radius, shared lanes, lane width reduction are studied and evaluated their effects on

159 saturation flow value. A sufficient amount of studies discussed about the impact of various

160 roadway geometry on saturation flow value (Potts et al. 2007; Shao et al. 2011; Susilo and Solihin

161 2011; Bester and Meyers 2007; Le et al. 2000; Chen et al. 2011).

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162 Lane width is one of the crucial parameter in saturation flow estimation. Most of the studies

163 reported that saturation flow increases with increase of the lane width (Potts et al. 2007; Shao et

164 al. 2011; Susilo and Solihin, 2011). Whereas, some studies proposed a range of saturation flow

165 value for different sets of approach lane width. Webster and Cobbe (1966) proposed that the

166 saturation flow of an intersection can be directly estimated using its approach width as:

167 S  160  W

168 Where S denotes the saturation flow value in terms of PCU/hr of green and w represents the

169 approach width in feet.

170 Sarna and Malhotra (1967) conducted similar study for the mixed traffic in India by collecting data

171 from a number of signalized intersections in Delhi. A basic model was proposed with various

172 limitations using approach width as:

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173 S  129.5  W  103.5

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174 Bhattacharya and Bhattacharya (1982) proposed to estimate saturation flow of an approach

175 separately for through and right turning traffic in mixed traffic condition as prevalent in India.

176 They suggested a linear regression model based on the data sets of Calcutta to estimate through

177 saturation flow for the approach width varied from 3.5 m to 10.5 m.

178 S s  490  W  360

179 Miller (1969) supported the past research by his analysis on various signalized intersections of

180 Australia. He suggested that saturation flow increases with increase in lane width but within a

181 range of 3.05m – 3.95m. Susilo and Solihin (2011) also suggested that saturation flow does not

182 differ much when the approach width changes from small (3, 4, 5.9 m) to medium (6, 7, 8.9 m)

183 while saturation flow shows a different value when approach width become large (9, 10, 11, 12

184 m). The number of lanes and lane approach grade at the intersection area for vehicles movement

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185 have a substantial effect on flow value (Shao et al. 2011). Le et al. (2000) found that saturation

186 flow rate increases about 4.3% in three-lane as compared to two-lane through movement

187 approaches and it increases by 25% for each additional through lane. Bester and Meyers (2007)

188 proposed a combined model indicating the effect of number of lanes, gradient and speed on

189 saturation flow.

190 s  990  288  TL  8.5  SL  26.8  G 1

191 Where, s is the saturation flow (veh/hr/lane), TL is the number of through lanes, SL is the speed

192 limit (60 or 80 km/hr) and G is the gradient (%).

193 Shao et al. (2011) examined the effect of exclusive left turn lane turning radius on saturation flow.

194 A simple saturation flow model was developed between saturation flow, lane width and turning

195 radius using partial least square (PLS) method.

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196 S L  815.4  136.2  w  11.3  r 2.7m ≤ w ≤ 4.0m 2

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197 20m ≤ r ≤ 48m

198 The result shows an increase in saturation flow when turning radius and lane width increases.

199 Type of lane (shared lane, heterogeneous lane) has an important input parameter in flow

200 estimation. A few studies were conducted where the type of lane is considered (Shang Zhang and

201 Fan 2014). Chen et al. (2011) concluded that efficient utilization of shared lane by through traffic

202 could significantly improve the flow value. Also, the shared lane with a larger turning radius, the

203 SFR displays a stable trend due to the availability of larger turning area where vehicles can be

204 stored within turning bays. Bargegol et al. (2016) studied the saturation flow at the far-side legs of

205 a signalized intersection using macroscopic and microscopic method. They proposed that

206 saturation flows at far-side legs are higher than the saturation flows at near side legs. They also

207 developed a primary linear relationship between the lane width and saturation flow of far-side legs.

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208 The impact of upstream and downstream short lane have effectively analyzed by the researchers

209 (Hurley 1997). Zhao et al. (2013) proposed a probability theory for modelling the impacts of

210 upstream short lane on capacity at signalized intersections. They found a significant impact of

211 upstream short lane on capacity and the capacity shows a positive and negative correlation with

212 effective green time and short lane length respectively. They recommended a minimum 100 m

213 length of short lane for adequate vehicle regulation and also an optimum cycle length for maximum

214 capacity when the upstream short lane exists.

215

216 Effect of Traffic Characteristics on Saturation Flow

217 A number of studies have been directed towards the assessment of the effect of different traffic

218 characteristics on saturation flow value. Several influencing factors such as the effect of bus
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219 blockage and taxi blockage, presence of different vehicle classes such as motorcycles, heavy
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220 vehicles, bicycles, the influence of pedestrian’s activities, U-turn behavior of vehicles, on-street

221 parking activity and lane discipline characteristics are widely analyzed.

222 Presence of vehicle types (number and percentage) is one of the major element which

223 directly influences the flow value of any road section. Researchers from developing countries had

224 contributed a significant role to evaluate the effect of the presence of vehicle classes on saturation

225 flow. Two Wheeler has a significant influence on saturation flow value due to its higher

226 acceleration and maneuverability properties. Some studies (Vien et al. 2008; Lila et al. 2013;

227 Adams et al. 2015; Davoodi et al. 2015) have found that the presence of motorized two-wheeler

228 has effectively increased the discharge value. Regression technique was used by Minh and Sano

229 (2003) to investigate the impact of motorcycles on the saturation flow. They formulated a

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230 generalized model to evaluate the saturation flow value by considering the presence of motorcycle

231 on approach lane.

232 S  1965  105  ( w  3.5)  0.12  mc R2 = 0.79 3

233 Where S stands for saturation flow rate (PCU/effective green hour), w is the lane width (m), and

234 mc is the number of motorcycles passing the stop line in one hour.

235 They also found that the headway was slightly different and start-up lost time increases

236 non-linearly when a number of motorcycle increases in front of the first car in the queue. They

237 concluded that with the higher percentage of motorcycles on any approach the headway decreases

238 and saturation flow increases shown in Fig 2. They strongly affect traffic flow, and it should be

239 taken into account in geometric design and operation of the signalized intersection.

240 Fig. 2
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241
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242 Whereas the presence of heavy vehicles considerably reduces the flow value at a signalized

243 intersection (Lewis and Benekohal 2007). Kockelman and Shabih (2000) found that saturation

244 flow was inversely proportional to the percentage of light-duty trucks (LDT) within the traffic

245 stream and the number of stops made by LDT around the intersection approaches. On an average

246 the LDTs are replacing almost 1.2 passenger cars in through traffic with a 10% fall in through

247 traffic capacity due to 50% share of LDT at signalized-network shown in Fig 3. Therefore, LDTs

248 should be considered separately in capacity estimation as it required higher headways than

249 passenger cars.

250 Fig 3.

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251 Also, if the heavy vehicles makeup to 40 percent of the traffic stream, then the capacity reduces

252 up to 30 percent which is substantially less than the value recommended by HCM (Lewis and

253 Benekohal 2007).

254 The effects of non-motorized vehicle (bicycle) and pedestrians facilities provided at the

255 signalized intersection also influenced the operational parameters of an intersection (Allen et al.

256 1998; Milazzo et al. 1998). Allen et al. (1998) used regression technique to develop a relationship

257 between total occupancy due to pedestrians and bicycles and proportion of right turns in lane

258 groups for the estimation of saturation flow adjustment factor due to pedestrians and bicycles

259 (fRpb) that reflects the reduction in saturation flow for lane groups.

260 Sometimes blockages are made at the intersection area due to the presence of near side bus

261 stop or the on-street parking activity, greatly affect the saturation flow value (Tuffour et al. 2014;
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262 Cao and Menendez 2015). A bottleneck condition is formed at the downstream side due to the
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263 presence of bus stop area, results in a reduction in capacity as well as increases the congestion

264 level over the entire network. Yao et al. (2015) investigated the effect of near side bus stop on

265 capacity at signalized intersection. They assumed the bus stops are located in the shared lane of

266 through and right turn traffic where buses do not require to change lane while crossing the

267 intersection. They found that the capacity changes significantly with the increase in arrival rate of

268 the buses as well as the distance between the bus stop and the intersection. Tuffour et al. (2014)

269 modified the bus blockage factor mentioned in HCM 2010 to analyse the effect of roadside local

270 minibusses/taxis interruption in traffic flows through the intersection. The equivalent unit of local

271 minibusses/taxis was used in the modification to analyse the current traffic conditions. Behbahani

272 et al. (2017) analysed the taxi blockage adjustment factors for saturation flow estimation at the

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273 outlet legs of signalized intersection. They proposed a time of 11.31 for the average blockage of

274 taxi at the outlet legs of signalized intersection.

275 Cao and Menendez (2015) implemented a hydrodynamic theory to analyze the effect of on-street

276 parking maneuverer. They found that for an undersaturated intersection, the service rate reduction

277 might be higher when the vehicle parks at the upstream. Although, for an oversaturated

278 intersection, parking near the downstream reduces the service rate significantly.

279 Moreover, the vehicle movements in different directions through the intersection

280 remarkably break off the flow characteristics. The presence of right turning traffic or U-turning

281 traffic at the through lane or at the extreme left lane reduces the capacity (Chen et al. 2011; Liu et

282 al. 2005). Behbahani et al. (2017) determined the adjustment factor for parking manoeuvre for

283 saturation flow at outlet legs of signalized intersection. They found that the average parking
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284 manoeuvre time is a function of lane width and it is inversely varied with the lane width. They also
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285 proposed a 7.37 seconds of parking manoeuvre time at the outlet legs of signalized intersection for

286 the traffic designing.

287 Dehghani-Zadeh and Fallah Tafti (2018) analysed the saturation flow for weak lane

288 discipline traffic stream conditions. They proposed three different models using effective width,

289 traffic composition and opposite oncoming through traffic flow for the estimation of saturation

290 flow at three different traffic situations such as unopposed mixed straight and turning traffic

291 movements, opposed mixed straight and turning traffic movements and merely straight through

292 movements.

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295

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296 Effect of Control and Other Conditions on Saturation Flow

297 Variability in signal timing has a potential impact on flow value. The signal timing plays a major

298 role to estimate the flow value as well as it is effectively used to design a signalized intersection.

299 In HCM (2000) the green ratio for a particular lane group is incorporated to find out the capacity

300 of the intersection. Recently the fixed timing traffic signals are changed into a countdown one

301 where drivers can see time duration for each red, yellow and green interval. Several studies have

302 been made to evaluate the effect of the signal countdown timer on different traffic flow

303 characteristics both in developed and developing countries (Devalla et al. 2015; Raksuntorn 2012;

304 Ibrahim et al. 2008; Sharma et al. 2012). Most of them found a lower value of headway and start-

305 up loss time due to the countdown process. Wenbo et al. (2013) found that the headway of vehicles

306 reduces and corresponding flow value increases by 5 to 10 percentage. Also, the capacity of the
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307 intersection improves by 5 to 10 percentage due to the installation of such signals.

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308 Inconsistency in saturation flow value at a signalized intersection may be observed due to the

309 weather conditions (sunny, cloudy, rainfalls, snowfalls etc). Researchers from developed countries

310 have made a tremendous effort to analyze the effect of adverse weather conditions on saturation

311 flow value (Asamer and Zuylen 2011; Amison et al. 2004; Lu et al. 2016). Chodur et al. (2011)

312 found that the saturation flow decreases significantly due to adverse weather conditions. The flow

313 value rduces upto 8.5%- 12.3% in long-duration rainfalls, 3.6% in short duration rainfalls, 10%

314 during snowfalls and 11.4% in cloudy or foggy weather respectively. Amison et al. (2004)

315 concluded that the start of loss time is not so much significantly affected by the extreme weather.

316 Although it has a significant impact on flow value due to a change in vehicles headway and

317 operational speed for the rough weather conditions.

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318 Various guidelines and authors have proposed the SFR values for different countries as per the

319 roadway, traffic and control conditions. These values are shown in Table 2.

320 Table 2

321

322 Summary

323 Most of the studies have considered an analytical approach to estimate and develop a model for

324 saturation flow value using various influencing parameters due to the simplicity of the estimation

325 procedure. Several road geometry parameters were incorporated in the development of saturation

326 flow. Although, most of the studies were centered on lane based flow where strict lane discipline

327 is observed. While in a mixed traffic, vehicles are traveling haphazardly without following its lane

328 due to the improper lane markings. Therefore, a shared lane can be observed with a combination
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329 of through, right and left turning vehicles at an intersection approach. Thus, such type of traffic
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330 stream needs an acute and comprehensive evaluation to understand such non-lane discipline flow.

331 Several traffic stream parameters were also incorporated in various studies to analyse its effect on

332 saturation flow value. In most of the cases, the regression technique was effectively used to analyse

333 a single independent variable on saturation flow. Also, the vehicle having a higher compositional

334 share (dominating vehicle) in the traffic stream is mostly considered in the saturation flow model

335 development. But, in a mixed traffic stream a significant compositional percentage can be observed

336 under each vehicle class. Therefore, the direct implementation of such models is less useful for

337 such mixed traffic stream.

338 A significant contribution is made by various researchers to formulate saturation flow using several

339 parameters of traffic, roadway geometry and control conditions primarily for lane-based

340 homogeneous traffic conditions. Whereas in the mixed traffic stream, broad traffic characteristics

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341 can be observed due to combinations of several vehicle classes along with the vast driving culture.

342 The driving behavior of a mixed traffic stream is tedious to evaluate due to the presence of a variety

343 of vehicles with their extensive static and dynamic characteristics. Most of the studies did not

344 consider the driving behavior in the saturation flow estimation. However, the evaluation of

345 saturation flow especially in mixed traffic conditions is crucial mainly due to heterogeneous

346 properties of traffic where vehicles are traveling in the same right of way without any lane

347 separation. In such a traffic stream, saturation flow prediction becomes more sensitive as no single

348 vehicle governs a good percentage of share. Hence, an extensive saturation flow analysis is still

349 required through considering various significant parameters for such mixed traffic stream.

350 Several methodological approaches were reported in various studies to evaluate the saturation flow

351 values by considering various influencing factors are described in the following section.
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352
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353 Methodological Approaches for Saturation Flow Estimation

354 The saturation flow designates the maximum number of vehicles that can pass through a given

355 section of lane group under prevailing traffic, roadway and control conditions. The saturation flow

356 concept assumes that the lane group has the green time available at all over the real time. A number

357 of methodological approach are suggested and used by various researchers to analyse and develop

358 model for saturation flow value. Hence, some important methods for saturation flow estimation

359 both for developed and developing countries are presented in this section.

360

361 Saturation Headway Method

362 Saturation flow can be measured as a number of vehicles passing through a lane during an hour of

363 green. The saturation flow can be estimated using the value of saturation headway. Vehicle’s

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364 headway is the time difference of two successive vehicles with respect to some reference point

365 (stop line for signalized intersection). The headway of consecutive vehicles progressively

366 decreases until it tends to a constant interval till the initial queue depart. This constant interval is

367 termed as saturation headway. The headway of the first five vehicles departing from an intersection

368 after the commencement of green are always high due to the driver reaction time. This reaction

369 time is getting minimized with every subsequent vehicle standing in a queue and vehicle’s

370 headway is decreasing gradually until it becomes a constant value as shown in Fig 4. This

371 stabilized headway begins from the 4th or 5th vehicle position when the vehicles have fully

372 accelerated to cross the stop line (Chen et al. 2012).

373 Fig. 4

374 Let Hi denotes the mean headway of the ith vehicle in the queue from the measurements of a few
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375 signal cycles, which is estimated as:

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H ix
376 Hi  x 1
4
C

377 Where Hix is the headway of ith vehicle in the queue measured from the cycle xth and C is the

378 number of signal cycle length is considered.

379 Then, assume H ia is the average headway accumulated from the ith vehicle to the last vehicle in

380 the standing queue.

C q

 H ix
381 H 
i
a x 1 i 1
C q
5
 i
x 1 i 1

382 Where, Hix is the headway of the ith vehicle in the queue measured from the cycle xth and q is the

383 last vehicle in the standing queue.

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384 If every vehicles travelling in an equal time of saturation headway (sec) through the intersection,

385 then the number of vehicles that can be accumulated in an hour of green is given by:

3600
386 S 6
hs

387 Where S stands for saturation flow rate (veh/hr) and hs is the saturation headway (sec).

388

389 HCM Methodology

390 As per the HCM (2010), the saturation flow can be defined as the number of vehicles pass through

391 a lane in an hour assuming that the green signal is displayed 100 percent of the time, i.e., g/C is

392 equal to 1.

393 HCM 2010 has provided the basic concept and model for saturation flow estimation:
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394 S  s0 NfW f HV f g f e fbb f a f LU f LT f RT f Lpb f Rpb 7

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395 Where, S is the saturation flow value (veh/hr), s0 means the base saturation flow value (pc/hr/lane),

396 N represents number of lanes, fW, fHV, fg , fe, fbb, fa, fLU, fLT, fRT, fLpb, fRpb are the adjustment factors

397 for lane width, heavy vehicles, approach grade, parking activity, blocking effect of local buses,

398 area type, lane utilization, left turn movement, right turn movement, pedestrian left turn and right

399 turn movement respectively.

400 HCM (2000) has provided a method, along with some default values of essential input

401 parameters for calculating capacity and LOS of a signalized intersections. As per the HCM the

402 saturation flow rate depends on several factors like lane width (Shao et al. 2011), vehicle type (Lila

403 et al. 2013), approach grade (Shao et al. 2011), bus stops (Tuffour et al. 2014), etc. and a default

404 value of 1900 veh/h/ln is provided for the base saturation flow value. Each adjustment factor

405 associated with the saturation flow is described thoroughly along with a specific methodology is

406 given to account for its effect on the saturation flow rate.

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407 TRL Method

408 It is a simple method to calculate the saturation flow of controlled intersection. This method based

409 on the simple classified vehicles counts where the flow value can be estimated without estimating

410 the PCU values. Williams and Griffiths (1987) estimated the saturation flow value as the number

411 of vehicles travelling during the saturated green interval. Three saturated green intervals were

412 considered for the analysis purpose and corresponding the saturation flow was calculated by

413 dividing the number of vehicles in the middle interval with the interval duration.

414

415 Regression Method

416 Regression analysis is a soft computing tool used in various area including the capacity estimation

417 of the intersections. The fundamental background of the methodology is the formation of equations
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418 with dependent and independent variables. To estimate the capacity of the controlled intersection
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419 several variables such as vehicles category, signal timing, effective green time, lost time are

420 considered while evaluating. Several influencing parametrs affecting saturation flow are also

421 analyzed using the regression technique worldwide (Minh and Sano 2003; Le et al. 2000; Allen et

422 al. 1998; Milazzo et al. 1998; Rajgor et al. 2016). While Multiple Liner Regression is used

423 extensively to develop saturation flow prediction model using multiple influencing parameters as

424 per the traffic and geometric conditions (Branston and Vanzuylen 1978; Perez-Cartagena and

425 Tarko 2005).

426

427 Additive Conflict Flow Technique

428 The additive conflict flow theory was introduced by Wu (2000) for feasible estimation of gaps of

429 vehicles. The method considers each traffic stream along with each merging points of the streams

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430 as a conflict group. The primary traffic flow pattern and its possible conflict points for a T shaped

431 intersection shown in Fig 5 below. For each traffic stream, equations can be framed according to

432 the priority rules and probabilistic approaches. This is a simple methodology used to analyze the

433 capacity of the intersection and also helps to improve the reliability of the condition measurement

434 techniques of the intersections. Li et al. (2011) incorporated the conflict technique to estimate the

435 capacity of a multilane signal controlled intersection. They developed a model for predicting the

436 capacity of the controlled intersection at three different levels such as undersaturated, partially

437 saturated and fully saturated. They verified the effectiveness and reliability of the developed model

438 in comparison with the methodology proposed in HCM (2000) with various lane configuration and

439 traffic demands. Kumar and Surisetty (2016) analyzed the capacity of T intersection using conflict

440 technique. The main objective of their study is to estimate the capacity of the intersection using
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441 conflict technique and compare it with the procedure mentioned in the HCM (2000). The numbers
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442 of observers were provided for data collection based on the number of lanes in the flow channel

443 and the type of information required. Modified Siegloch Model was implemented where capacity

444 equation was modified by assuming the major stream headways as exponentially distributed. Two

445 primary microscopic traffic stream parameters are considered in conflict flow technique. One is

446 the occupation time which is nothing but the time spent by a vehicle for occupying the conflict

447 area, and another one is blocking time of conflict area due to approaching vehicle. The average

448 occupation times use to formulate the capacity equation for individual traffic stream shown in

449 below. The occupancy time can also be calculated from the estimated capacity by dividing the

450 total service time of the intersection with the number of vehicles (in PCU) encountered per hour.

451 Fig. 5

452

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453 Gap Acceptance Theory

454 Gap acceptance is a fundamental key parameter in microscopic traffic characteristic. The

455 background of the methodology is mainly the vehicles gap size while crossing the intersection.

456 The basic theory is that drivers will accept the gaps that are larger than the critical gap and reject

457 the gaps smaller than the critical one. Researchers have used several definitions followed by the

458 various methodology to find the critical gap value of vehicles. The gap acceptance theory is

459 basically used in the analysis of uncontrolled intersections though it can be used for controlled

460 intersection also (Gattis and Low 1999; Fitzpatrick 1991; Radwan and Sinha 1980; Solberg and

461 Oppenlander 1966; Sinha and Tomiak 1971) based on the perception of defining the drivers will

462 be able to utilize a gap of particular size or duration. Several methods such as Raff Method

463 (Madanat et al. 1994; Ashalatha and Chandra 2011), Greenshields Method (Amin and Maurya
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464 2015; Gattis and Low 1999; Park et al. 2015; Parameswarana and Asaithambi 2016), HCM
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465 Method, Lag Method (Brilon et al. 1999; Amin and Maurya 2015), Logit Method (Fitzpatrick

466 1991; Radwan and Sinha 1980; Devarasetty et al. 2011), Probit Analysis (Gerlough and Huber

467 1975; Solberg 1964), Maximum Likelihood Method (Troutbeck 1992; Tian et al. 1999; Hagrig

468 2000; Weinert 2000) are widely used to estimate critical gap of vehicles both in controlled and

469 uncontrolled intersection. Various studies reported that the Maximum Likelihood method gives a

470 better result for critical gap estimation for homogeneous traffic stream. Few studies are done for

471 mixed traffic stream where they found values are smaller than the developed countries (Ashalatha

472 and Chandra 2011; Patil and Powar 2014).

473

474

475

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476 Simulation Approach

477 Computer simulation technique has become a powerful tool to study the complex system when

478 analytical or empirical approaches cannot adequately and accurately define the response pattern.

479 The application of simulation techniques in evaluating the characteristics of a controlled

480 intersection is used effectively due to its quicker and safer response, though the simulation needs

481 a proper calibration and validation to get a precise result. The simulation models need various

482 input parameters to describe the traffic behavior and its characteristics. In recent years, researchers

483 have suggested several microscopic traffic simulation models such as VISSIM (Kim et al. 2005;

484 Tian et al. 2002), MIXNETSIM (Hossain 2001), CORSIM (Tian et al. 2006), SimTraffic (Tian et

485 al. 2002), AIMSUN (Chaudhry and Ranjitkar 2009), HETEROSIM (Arasan and Koshy 2005) to

486 evaluate the traffic characteristics at controlled intersections. Zhao et al. (2013) proposed a
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487 theoretical model using probability theory to analyse the lane group capacity and impact of
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488 upstream short lane on it at signalized intersections. The capacity model was developed through

489 the combination of three sub-models between the capacity and the queue blockage. The proposed

490 model was validated using VISSIM simulation. Wang and Benekohal (2010) developed a

491 saturation flow model for left turning vehicles using the characteristics of left turning vehicle along

492 with the arrival and departure vahicle types in the opposing traffic. A microscopic simulation

493 CORSIM was incorpotated to develop saturation flow prediction model and also evaluating

494 various capacity related parameters. They perceived that, the number of opposite lanes

495 significantly affect the left-turn saturation flow value which is about 0.97, 0.96, and 0.95 of the

496 through traffic saturation flow when opposed by one, two, and three lanes, respectively. The

497 simulation program was also used to calibrate and validate the saturation flow model using field

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498 data. The principle behind the microsimulation technique is to observe specific characteristics of

499 traffic stream and build a computer model synthesizing the behavior of vehicles.

500

501 Summary

502 The literature survey shows that various methodological approaches are framed to develop

503 saturation flow model both for developed and developing countries. Initially, researchers have

504 mostly used the Saturation Headway method to analyse and develop saturation flow model due to

505 the less heterogeneity in the traffic stream. Later on, the suitability of this method is decrementing

506 due to the comprehensive nature of traffic and flow characteristics. Therefore, several

507 methodological approaches were framed by the researchers as per their traffic conditions. The

508 methodology proposed by the Highway Capacity Manual (HCM) is extensively used to evaluate
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509 the saturation flow in both homogeneous and heterogeneous traffic conditions. Although, some
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510 modifications are required for the direct implementation of HCM methodology for the mixed

511 traffic stream. Regression approach is found to be one of the useful method proposed in the various

512 literatures to develop the saturation flow model using one or multiple significant factors. The

513 model developed using the regression approach gives the reasonable value of saturation flow. But,

514 the method is simple and less applicable for the non-lane based mixed traffic stream where several

515 traffic and vehicular characteristics need to be incorporated in a single model. Therefore, to analyze

516 saturation flow model mainly for a mixed traffic stream, researchers have framed some suitable

517 methodology such as Queue Clearance Rate method (Mohan and Chandra 2017), Optimization

518 approach (Mondal et al. 2019) and Kriging based approach (Biswas et al. 2018) etc. Also, various

519 simulation approaches were used to develop models for the existing traffic conditions including

520 various traffic and flow characteristics. However, a number of the models are based on the limited

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521 field data with various assumptions regarding the traffic and vehicular driving behavior for the

522 existing traffic conditions. Therefore, proper calibration of the models is required to represent such

523 type of traffic stream using real-time traffic data. Hence, an extensive study is necessary to

524 formulate the saturation flow model using several influencing parameters with a proper method

525 for the existing traffic conditions.

526

527 Discussion and Future Directions

528 The primary focus of this study is to critically review the guidelines and previous literature from

529 last few decades to identify the significant aspects related to the performance evaluation of

530 signalized intersection to achieve an optimal operating condition in traffic and pedestrian flow

531 with optimum signal timing under mix traffic condition. It has been perceived that majority of the
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532 guidelines and studies are related to developed nations. The guideline IRC SP 41:1994 on the
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533 design of at grade intersections in rural and urban areas is existing for developing countries for

534 mixed traffic stream. In most of the studies, saturation flow rate is determined based on the field

535 observation while some of them utilized the simple HCM methodology for evaluating the

536 performance of signalized intersection. Many of the studies are considering different influencing

537 factors instead of only assessing the saturation flow rate. Though HCM methodology critically

538 described each factor with its evaluating process, but the proposed methodology is simple and only

539 applicable for developed countries. Shao et al. (2011) and Susilo and Solihin (2011) studied the

540 lane width factor on saturation flow rate with same conclusion that saturation flow rate increases

541 with increase of lane width while Potts et al. (2007) concluded that up to 9m road width the

542 saturation flows were closed to each other’s while width of road approaches become large (>9 m)

543 a substantial difference can be detected between observed and calculated saturation flow values.

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544 Other factors like percentage of heavy vehicle (Kockelman and Shabih 2000; Lewis and Benekohal

545 2007) which is inversely proportional to the saturation flow rate and 40 per cent heavy vehicle of

546 the traffic stream, reduce the capacity upto 30 percent which is substantially less than the value

547 recommended by HCM (Yeboah et al. 2014), effect of bus blockage (Tuffour et al. 2014), presence

548 of motorcycles (Minh and Sano 2003; Vien et al. 2008; Lila et al. 2013; Adams et al. 2015;

549 Davoodi et al. 2015), bicycles (Allen et al. 1998), pedestrians (Milazzo et al. 1998), lane approach

550 grade (Shao et al. 2011), on street parking (Cao and Menendez 2015) are critically studied for both

551 developed and developing countries and effectively analysed the signalized intersection leading

552 towards a better approach for the planning and designing of signalized intersection. Various

553 methodological approaches such as saturation headway method, HCM method, TRL method,

554 regression analysis technique, additional conflict flow theory, gap acceptance theory and
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555 simulation approach used by the researchers to estimate the saturation flow value by minimizing
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556 the effect of several influencing factors. In developing countries, due to the presence of mixed

557 traffic stream and a wide range of vehicle characteristics, the suitability of the avobe

558 methodologies is not significant. A very few studies are conducted which incorporates the

559 properties of mix traffic present in developing countries. The present study highlights the several

560 influencing factors that have a major impact on saturation flow value and several methodological

561 approaches to find out the flow value through normalizing the influencing factors which lead to a

562 better way for planning and designing of a signalized intersection. Various studies on evaluation

563 of saturation flow along with the several influencing factors are briefly presented in the current

564 study both for homogeneous and heterogeneous traffic streams. Although, a comprehensive study

565 is still required to assess the effect of various parameters of traffic and vehicular characteristics on

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566 saturation flow enlisted in the current study. Some of the aspects which may be taken into account

567 while evaluating saturation flow at signalized intersection are as follows:

568 1. Methodologies developed are basically related to homogeneous traffic condition which are

569 applicable for developed countries. Very few studies are available on heterogeneous traffic

570 stream for developing countries.

571 2. Each model was developed with the help of static characteristics of vehicles while dynamic

572 characteristics of vehicles significantly influence the PCU value and headway

573 characteristics which should be incorporated in further investigations.

574 3. Signal timing is one of the major entity for improving intersection capacity through

575 minimizing conflict point and vehicles delay. Nevertheless, a complex timing creates more

576 conflicts, leading to higher values of delay and less capacity. Hence, optimizing signal
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577 timing for heterogeneous traffic stream will be a challenging task.

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578 4. The impact of driver behaviour should also be investigated accurately, as this influences

579 the saturation flow significantly.

580 5. Start-up lost time is a prime parameter influencing headway and SFR of vehicles at

581 signalized intersection. There is no such investigation or models that can predict the start-

582 up lost time accurately for a signalized intersection.

583 6. Investigation towards incorporation of electric vehicles, driverless vehicles and future

584 vehicles in estimation of several performance measure parameters such as saturation flow,

585 speed, delay, capacity and LOS should be started.

586

587

588

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589 Conclusion

590 This paper critically reviews different guidelines and studies on saturation flow value at signalized

591 intersections. Different aspects are highlighted that significantly affect the saturation flow value.

592 From literature studies, some of the aspects that were considered in various studies are also

593 discussed. Various methodological approaches to analyse and formulate saturation flow model

594 appropriate for developed and developing countries are also reviewed. Although, the suitability of

595 particular methodology depends on the traffic conditions and frequency of the traffic data

596 collection (duration). Recently, few studies have utilized some optimization process to eliminate

597 the effect traffic conditions in the estimation of saturation flow. In the last section, the present

598 study highlights some future directions which will help the researchers to estimate and develop

599 saturation flow more accurately.

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600
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763 Milazzo II, J. S., Rouphail, N. M., Hummer, J. E. and Allen, D. P. 1998. Effect of Pedestrians on

764 Capacity of Signalized Intersections. Transportation Research Record: Journal of the

765 Transportation Research Board, 1646, 37-46.

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767 Board. Bulletin No.3.

768 Minh, C. C., and Sano, K. (2003). Analysis of Motorcycle Effects to Saturation Flow Rate at

769 Signalized Intersection in Developing Countries. Journal of the Eastern Asia Society for

770 Transportation Studies, 5, 2003.

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771 Mohan, M., and Chandra, S. 2017. Queue Clearance Rate Method for Estimating Passenger Car

772 Equivalents at Signalized Intersections. Journal of Traffic and Transportation Engineering, 4(5),

773 487-495.

774 Mohanty, M., and Gupta, A. 2015. Factors Affecting Road Crash Modeling, Journal of Transport

775 Literature, 9(2), pp. 15-19.

776 Mondal, S., Arya, V. K. and Gupta, A. 2019a. An Optimized Approach for Saturation Flow

777 Estimation of Signalized Intersections. Proceedings of the Institution of Civil Engineers –

778 Transport, https://doi.org/10.1680/jtran.18.00206.

779 Mondal, S. and Gupta, A. 2019. Assessment of Vehicles Headway during Queue Dissipation at

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785 Heterogeneous Traffic Stream of Urban Arterials: Case Study Kolkata. Transportation Letters,

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787 Parameswarana, A. and Asaithambib, G., 2016. Capacity Estimation of Uncontrolled Intersections

788 in Mixed Traffic: Comparison of Gap Acceptance Procedure and Additive Conflict Flow

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790 Park, B., Won, J. and Yun, I. 2006. Application of Microscopic Simulation Model Calibration and

791 Validation Procedure Case Study of Coordinated Actuated Signal System. Transportation

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793 Park, M., Yoon, C. and Kim, Y. R. 2015. Gap Acceptance Study at T-Intersection with On-Street

794 Parking. ARPN Journal of Science and Technology, 5(12), 652-657.

795 Patil, G. R. and Powar, D. S. 2014. Temporal and Spatial Gap Acceptance for Minor Roads at

796 Uncontrolled Intersections in India. Proceedings of 93rd Annual Meeting of Transportation

797 Research Board, CD-ROM.

798 Potts, I. B., Harwood, D. W., Bauer, K. M., Gilmore, D. K., Ringert, J. F. and Zegeer, J. D. 2007.

799 Relationship of Lane Width to Saturation Flow Rate on Urban and Suburban Signalized

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837 Estimates from Microscopic Traffic Simulation Models. Transportation Research Record:

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853 Transportation Research Board, 2173, 96-104.

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860 Hawaii, pp. 409-421.

861 Wenbo, S., Zhaocheng, H., Xi, X. and Feifei, X. 2013. Exploring Impacts of Countdown Timers

862 on Queue Discharge Characteristics of Through Movement at Signalized Intersections. Procedia

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867 International Symposium on Highway Capacity Proceedings.

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872 Zhao, J., Yun, M. and Yang, X. 2013. Capacity Model for Signalized Intersection under the Impact

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876 Transportation Research Board.

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885

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886 List of Figure Captions

887 Fig 1. Fundamental aspects of flow at a signalized intersection (HCM 2000)

888 Fig 2. Effect of number of a motorcycle on (a) Saturation flow, (b) Car headway and (c) Start up

889 loss time (Minh and Sano 2003)

890 Fig 3. Reduction in capacity due to presence of LDTs (Kockelman and Shabih 2000)

891 Fig 4. Headways at traffic interruption (HCM 2010)

892 Fig 5. Vehicular movements passing through the conflict area (Li et al. 2011)

893
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Fundamental aspects of flow at a signalized intersection (HCM 2000)

50x53mm (300 x 300 DPI)

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Effect of number of a motorcycle on (a) Saturation flow, (b) Car headway and (c) Start up loss time (Minh
and Sano 2003)

95x47mm (300 x 300 DPI)

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Reduction in capacity due to presence of LDTs (Kockelman and Shabih 2000)

72x40mm (300 x 300 DPI)

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Headways at traffic interruption (HCM 2010)

85x45mm (300 x 300 DPI)

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Vehicular movements passing through the conflict area (Li et al. 2011)
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80x50mm (300 x 300 DPI)

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Table 1. Influencing factors considered in guidelines

Guideline
IRC
Influence US Finnish Taiwan
Description SP: IHCM HBS MHCM ARRB
Factors HCM HCM HCM
41- 1993 2015 2006 123
2010 2002 2011
1994
Approach
     -  
width
Roadway Approach
    -   
conditions gradient
Intersection
- - -     -
geometry
Vehicle
  -     
type
Turning
      
vehicle
Pedestrian
Traffic -  -    - 
crossing
conditions
Parking
-  - - -   -
activity
Bus stop -  - - -   
Lane
-  - - - - - 
utilization
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Control Signal time  - - -   - -

and other Weather
- -  - - - - 
conditions condition
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 Means factor considered, - means factor is not considered

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Table 2: SFR values proposed by different countries and authors

Sl
Guideline / Authors Country SFR (pcu/hr)
No.
1. Indian Road Congress (IRC SP 41) India 1890
2. US HCM 2010 USA 1900
3. IHCM 1997 Indonesia 600 PCU/m, 2160
4. German HCM (HBS 2015) Germany 2000
5. Finnish Capacity Manual 2002 Finland 1700
6. Taiwan HCM 2011 Taiwan 1679-2129
7. Malaysia Highway Capacity Manual 2006 Malaysia 1930
8. Austroads 1988 Australia 1850
9. Wester and Cobbe (1966) UK 1800
10. Kimber et al. (1986) UK 2080
11. Branston (1979) UK 1778
12. Miler (1968) Australia 1710
13. Highway Engineering Laboratory Athens Greece 1972
(1990)
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14. Huzayying and Shoukry (1986) Egypt 1617

15. Hussain (1990) Malaysia 1945
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16. De Andrade (1998) Brazil 1660

17. Bhattacharya and Bhattacharya (1982) India 1232
18. Arasan and Vedagiri (2006) India 2196
19. Radhakrishna and Mathew (2011) India 1925
20. Shao et al. (2011) China 1800

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