Investigation And Analysis of Traffic Flow Capacity And Level of Service Determination of Three Brid by IRJET Journal

Investigation And Analysis of Traffic Flow Capacity And Level of Service Determination of Three Bridges Across Sabarmati River In Ahmedabad Metro City

Mr. Patel Dharmesh H.1 , Mr. Dwarik Dave2

1Student, Dept. of Civil Engineering, Hasmukh Goswami College of Engineering,Gujarat, India, 2Professor, Dept. of Civil Engineering, Hasmukh Goswami College of Engineering,Gujarat, India. ***

Abstract India is developing country in the world. There are many complex problems related to transportation system is observed in the country. These include ever increasing population, vehicular growth andtraffic congestion. Gujarat is the one of the top five fastest developing state of our country. Ahmedabad city is developing city. The city is 1st biggest city in Gujarat. Out of the 11 bridges across the Sabarmati River in Ahmedabad city, some of the bridges which is connecting the commercial and residency area in the city are witnessing heavy amount of traffic during pick hours which leads to traffic jam and bottlenecks condition at some places. After reckoning survey the three bridges namely Swamivivekanand Bridge,Sardar Bridge, Subhash Bridge are selected for Traffic flow capacity and level of Service analysis. Therefore, it is necessary to quantify the Traffic characteristics in existing traffic conditions on selected bridges and understand the responsible factors for suggesting improvement in existing Traffic congestion over selected bridges. In this study, I will find to traffic flow capacity and Level of Service by measuring traffic speed, flow and density parameters on the selected bridges during peak hours. This may be helpful to check whether existing bridges are capable to handle existingas well as future increased traffic flow safety or not.

Keywords: Bridge,Traffic,Population.

1. INTRODUCTION

IndevelopingcountrylikeIndia,Trafficcongestionhasbeen oneofmajorissuesthatmost metropolises arefacingand thus,manymeasureshavebeentakeninordertomitigate congestion.Identificationofcongestioncharacteristicsisthe firststepforsucheffortssinceitisanessentialguidancefor selectingappropriatemeasures.Basicknowledgeoftraffic flow characteristics like traffic volume under such Traffic conditionsisfundamentaltrafficvolumeisbasicvariablein planning, designing, and operation of roadway systems. Congestion bothinperceptionandinreality impactsthe movement of people and freight and is deeply tied tothe history of high levels of accessibility and mobility. Traffic congestion wastes time and energy, causes pollution and stress,decreasesproductivityandimposescostsonsociety. India's transport sector is a rapidly growing sector and contributes6.4%totheGDPofthe country.Thesector is largelyoildependentandaccountsfor13%ofthecountry's

energy related CO2 emissions (MoEF 2010). Crude oil importshavebeenincreasingsteadilyandmakingIndiathe third largest oil importer globally. Nearly 80 % of India's currentcrudeoilconsumptioncomesfromimportsraising challengesofnationalenergysecurity.

2. OBJECTIVE

 To quantify Traffic capacity Parameters such as traffic volume, Traffic composition, Traffic Speed and Traffic densityandTraveltimeontheselectedBridges.

 ToFindLevelofServiceoftheselectedbridges.  To suggest remedial measures for reliving traffic congestionontheselectedbridges

3. LITERATURE REVIEW

In2022,D.Kollár,B.Kövesdi,I.Völgyi,I.Biró [1]Inthisresearchpaper TheanalogyofAbbott Firestone curve, in accordance with normalization of out of flatness results based on permitted total deformation limit of EN 1337 2, is assessed for each measurement scenario to describethedeformedshapeofthecontactarea.Itisanovel applicationofanestablishedapproachinthefieldofbridge engineeringforevaluatingsuchaproblem.Specificsurface roughnessparameterssuchasmaterialratio(bearingarea) ataspecifiedout of flatnessandminimumsecantslopeare particularlyusefulinevaluatingtheextentofdefectsinthe contact area. The magnitude of out of flatness is not inevitably sufficient for classifying contact surfaces. A qualitativecomparisonismadeshowingthatthemagnitudes and shapes of simulated and measured distortions are in goodagreement.Largerstructuralbearingsmaynotmean directlythatabetterperformancewillbeensuredforservice loads.Thestructurallayoutofthesuperstructurecouldhave anout of flatnessshapedramaticallyreducingbearingarea e.g.,duetoweldingofadditionalstiffeners.

In2022, P´eterBucsky,MattiasJuh´asz[2]Inthis research paper The results of the analysis demonstrated thatinducedtrafficisverysignificantinurbanareas,andnot onlyinthecaseofmotorwayandtrunkroaddevelopments. Theliteratureoninducedtrafficiswellestablished,butcase studiesonurbanenvironmentsarestillscarce,mainlydueto

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the complexities of data collection. Due to this limitation, mostofthestudiesfocused onquestionnairesandless on trafficcountings.55yearsofreal lifedatafromBudapest’s bridges and the continues development of bridges and connecting roads made it possible to study the effects of capacity extensions and reductions on traffic volumes. A linearregressionmodelwasdevelopedtoseparatethemajor influencingfactorsontrafficchangesstatistically.Capacity (representedbyDSV),GDP,urbantransportusageandthe priceofgasolinedescribedADToveralongtimeperiodwith a high explaining power. The results suggest that the elasticityratiobetweeninducedtrafficandcapacitychange isaround0.5.Thisratiowasrelativelystablethroughoutthe analysis period. It was found that there is no significant differencebetweentheelasticityofcapacityextensionand reduction.Thismeansthatroadcapacityreductioncanserve asaveryeffectivewayfortrafficcalming.

In 2022, Ludovic Fülöp, Miguel Ferreira, Edgar Bohner,JaniValokoski,JussiVuotari,TimoTirkkonen [3]In this research paper The results of an extensive and systematicinspectionof96bridgesinFinlandwascarried out, with the goal of determining whether excess air entrainment is present in the structures and whether this affectsthesafetyofthebridges.Theinspectionwasthemost extensive systematic inspection carried out on bridges in Finland. The goal of this inspection was not to perform individualconditionassessmentofeachbridge,butratherto observe trends in the bridge portfolio, identify the safety critical bridges, providing FTIA with vital information neededforbridgeageingmanagement.Itwasasuccess,and itreacheditstargetofrebuildingconfidenceinthesafetyof bridges,followingastringofworryingfindingsaftersmaller scale inspections. To make sure that the findings are statisticallysound,largersamplesizesthangenerallyused werechosen.Thisprovedto beuseful withregardstothe confidenceofthefindings.Thestudyshowedthatasmanyas 46ofthe105testregionswithinthe96bridges,contained

concretewithanairentrainmentratioofmorethan7.5%,a threshold imposed as highest acceptable in this study. In addition, the study established that the amounts of air entrainment increased steadily in recent years. Hence, corrective actions are needed in the concrete production processtoeliminatethistrend.

In 2019, Dong Guo, Colin C. Caprani [4] In this research paper Current codes and standards use a conservativeloadpatterningapproachtodeterminethelive loadeffectonthebridge.Thisapproachonlyconsidersthe worst case scenario theoretically but ignores the probabilities of occurrence. Following some preliminary studiesoftheloadpatterningphenomenon,thispaperputs forward a new load patterning method which is more reflective of the real traffic loading phenomenon while remainingconservative.Inthenewtrafficloadpatterning proposal,adverseportionsofaninfluencelineareloadedas

normal,butinsteadofzeroloading,thebeneficialportions are loaded with a mean free flow traffic loading. For accidental or extreme conditions, alternative load models with appropriate partial factors of safety should be used. Since the proposal adds a small loading to the beneficial portion of the influence line, reductions in the traffic load demand for the considered bridge element will be found usingthenewapproach.Suchreductionscanbeinvaluable inthedesignofsuper longspanbridges,ortheassessment ofexistingbridges.

In2019,Shi ZhiChen,GangWu,De ChengFeng[5] Inthisresearchpaper B WIMisapromisingtechniquefor thebridgemaintenanceandhasbeendevelopedoverseveral decades.Tosolvetheseissues,aB WIMsystemonlybased onLGFBGsensorswithoutadditionaldevicesisproposedin thisstudy,consideringthepresenceofmultiplevehicles.To initially verify the feasibility of this method, a series of indoor experiments were carried out considering various combinations of the vehicle parameters. Apart from the scenarioswithasinglevehicle,aseriesofscenarioswithtwo vehicle models were designed on the established experimentalset uptostudytheperformanceofthismethod underthepresenceofmultiplevehiclesconsideringvarious vehicles’ transverse locations and relative velocities. The results indicate that this method is feasible under the designed scenarios without much variation in the identification accuracy. In this study, this method was merely tested on several designed scenarios based on an indoor experimental set up. In the future, more detailed parametricstudiesandon sitetestsaredemandedtotestify thereliabilityofthismethod.

In2021, NaidaAdemovi[6]Inthisresearchpaper For determination of the state and the mechanical characteristics of the Emperor’s bridge, only several nondestructiveandminordestructivetestswereconducted. The results were used for the creation of a finite element model of the existing bridge and proposed bridge rehabilitation. From the possible 25 non destructive tests (NDT),nineforsteel,andsixteenforconcrete,onlya few have been exploited in this particular case. Dynamic characteristics(eigenfrequenciesandeigenmodes)obtained numericallyoftheoriginalandstrengthenedstructurewere comparedanditwasseenthatthedifferenceisverysmall. Thestructureisbeingfurtherdeterioratedduetosoftwater corrosion(corrosionbyleaching)ascombinedwithgeneral acidcorrosion(solublegasesCO2,H2S).Urgentrepairand reconstructionofthestructureisneededasitfallsintothe damageclassD.Anambientvibrationtestingofthebridge together with a more detailed FE modeling, which will be calibrated should be done which will contribute to better resultsandoverallunderstandingofthebridgebehavior.

In2021, LuZhang,XiaoxiangCheng,GangWu[7] Inthisresearchpaper theproposedmethodiseffectiveand canbeappliedasareferenceforidentifyingtheparameters

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ofvehiclesinrandomtrafficflowinobtainingbridgestrain responses recorded by LFBG sensors. An indoor experimental platform is built to further validate the practicability of the proposed method in practical engineering. The identified parameters show similar regularitywiththeresultsofthenumericalsimulation;the vehiclesthathaveunrecognizedaxlesinthetrafficflowlead to a greater weight identification error, and other vehicle parameters still show high accuracy. The experimental resultsarenotperfectduetothesmallaxlespacingofthe designed vehicles, the identification deviations in gross weight and the axle weight are large. However, all these problemscanbeavoidbyusingsensorswithsmallergauge lengthsinpracticalengineering.Thevehiclelateralposition isanimportantinfluencingfactorinwheelbaseandvehicle weightidentification,anditisstillnecessarytoinvestigate an accurate vehicle lateral position detection method to improvetheidentificationaccuracyinthefuture.

In 2020, Martina Šomodíková, Marie Horňáková, PavlaRovnaníková [8]Inthisresearchpaper Theanalysis ofchlorideprofiles,pHconcentration,andthec(Cl )/c(OH ) ratioforthechloride inducedcorrosionriskontheconcrete samples is evaluated for 14 selected main road and motorway bridges. The results of 298 cores with 803 samples were analyzed It was found that the motorway bridgesaremoresusceptibletocorrosionriskcomparingto mainroadbridges.ChlorideprofilesandpHvaluesanalyzed independently give similar results compared to the c(Cl )/c(OH )ratiototheriskofcorrosioninitiation;incaseof comparisontheaveragevaluesperallgroupsofmainroads andmotorwaybridges.Futureresearchwillbeaimedatthe influenceofthestrengthclasseswithrespecttoevaluated parameters of chloride profiles, pH concentration and the c(Cl )/c(OH )ratiosandbridgeclasses.

In2019, Shi ZhiChen,GangWuaDe ChengFeng [9]Inthisresearchpaper Adamagedetectionmethodbased onlong gaugeFBGsensorswasfirstproposedtodetectthe potential damage location and damage extent within monitoredhighwaybridges,utilizinglong gaugestraintime historyunderstochastictrafficflow.Thismethodisnotonly applicableforrapiddiagnosisbutalsohasthepotentialfor long termmonitoringofbridgesundernormaldailytraffic conditions. In numerical simulations, the stochastic traffic flow condition was simulated based on the WIM measurementonahighwaybridgeinChina.Simulatedtraffic density seems do not have evident influence on damage identificationresults.Meanwhile,sensorwithshortergauge lengthismoresensitivetolocaldamagethanlongergauge length.Overall,thismethodcouldstillworkwithacceptable identificationresultsundersimulatedstochastictrafficflow conditionsTherefore,forfurtherstudy,anin situapplication of this method on a highway bridge is needed to test this method’srealperformanceunderactualenvironment.

In 2021, Marek Szafran´ ski [10] In this research paper Theobjectiveanalysisofbridgesundermovingloads

requiresthedeterminationoftherealdynamicparameters ofbothspansandmovingvehicles.Theirbasicadvantageis the use of high quality data and the fact that it is uncontaminated by environmental and railway track interactions.Thebasicdisadvantageofusingwedgetestsis thenecessityofremovingtherailwayvehiclefromoperation (thevehicleshouldbeparked).Thediscussedresultsprove that an ERA can be successfully applied to the developed methodology.However,inthecaseofbridgespans,onlythe first bending modes could be identified using the applied typeofexcitationandsensorarrangements.Regardingthe identified modes, a high repeatability of the modal parametersamongtheindividualtestshasbeenobserved. Thisresearchisbeingfurtherrefined.Thevehiclemodelcan be upgraded by identifying additional modes of vibration (i.e., pitching, lateral and yawing) and by considering the separatedmassesofbogies.Inthiscase,however,thevehicle model would be significantly expanded and different strategyofmodeldefinitionshouldhavebeenapplied.The developed vehicle bridge model can be extended into a vehicle track bridge system by considering the real track parameters(parametricidentification)aswellasthetrack irregularity and gauge (measurements). Additionally, the wider speed ranges and bridge types may allow for more objectiveinference.

In 2017, Bismark R.D.K. Agbelie , Samuel Labi , Kumares C. Sinha [11] In this research paper analytical approachforestimatingthecostsofbridgedamagerepair costs due to overweight vehicles using empirical data on bridge life cycle expenditures on reconstruction, rehabilitation,andmaintenance.Thisaddressesagapinthe literature that is dominated by studies that mostly used simulation of mechanistic relationships rather than empirical field data; relatively short term loading applications rather than long term (life cycle) impacts; considereddamageeffects(ratherthancostsofrepairingthe damage);ordidnotdiscriminate the damage costs across differentbridgematerialtypes,functionalclasses,andage.In presentingandimplementingamethodologyfordoingthis, thepaperdulyrecognizedthatOWtrucksspanawiderange ofvehicleclasses.AnincrementalcostanalysisforOWtrucks wascarriedout,wherebytheadditionalcostsaccruedbya vehicleclassareallocatedtoallvehicleclasses,includingthe particular vehicle class being considered and heavier, in proportion to their traffic volumes. Incremental designs wereperformedandcostfunctionsweredevelopedbasedon the AASHTO design vehicles. Each FHWA vehicle weight group was classified into an equivalent AASHTO loading using the MEV model, which is based on the GVW, axle loading,andaxlespacing.

In2020, ChuangCuia,You LinXu,Qing HuaZhang, Feng Yang Wang [12] In this research paper The annual average hourly traffic (AAHT) volume should be used to include the effects of hourly varying traffic loading and pavementtemperatureonfatiguedamageaccumulation.The

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accuracy of hourly traffic flow and loading simulation has beenverified.Thenumberofcyclesinthevehicle induced equivalent dynamic stress response time history at the criticalDTRjointcanbecountedjustbythenumberofaxles passing through the critical DTR joint and the cycle range can be taken as the corresponding response amplitude of equivalentdynamicstress.Thefatiguedamageofthecritical DTRjointisunderestimatedifthetime varianttemperature ofasphaltpavementandthedegenerationofroadsurface condition are not considered but the fatigue damage is overestimatedwithoutconsiderationofvariabletransverse locationsofvehicles.Theaccumulatedfatiguedamageofthe critical DTR joint reaches about 0.111 in 2020. The accumulatedfatiguedamagewithoutconsiderationoftime variantpavementtemperature,roadroughness,andvehicle transverselocationisrespectively0.082,0.095and0.143in 2020.

In2018, WenqiHou,YankunLi,WeiGuo,JunlongLi, Yehong Chen, Xiaoxu Duan [13] In this research paper Considering the multi body dynamic model of the railway vehicle,wheel railinteractionrelationshipandthedynamic finite element model of the track SPA bridge system together, the dynamic responses of the TTB system were analyzed.Resultsshowthatthevibrationresponsesofthe track slab and the bridge are all qualified with the requirementsofthenormativestandard.Thepeakvalueof the power density of the proposed EM VEH is 176.5 mW/cm3, which is much higher than that of the most existingsimilardevices. The economicandenvironmental benefits of applying the device on practical urban mass transitSPAbridgesareworthytobeexpected.Meanwhile, theproposedharvesterneedsfurtheroptimizationinmass andgeometricdimensions,costofthepermanentmagnets andenergyharvestingefficiency.

In2021,XiaodongLiu,WanshuiHan,Yangguang Yuan,XiaoChen,QingXie[14]Inthisresearchpaper The measuredtrafficloadcanbedividedintofourlevelbasedon the hourly distance between vehicle by the clustering method of GMM and EM algorithm. When increasing the number of components N of the GMM, the value of the coefficientofDBIindexdecreases.However,thevariationsin DBIare notpronounced for valuesofN greater thanfour. Theaveragegrowthratioisconsideredintheprocessofthe samplingoftrafficload,andthecorrespondingtime variant corrosion fatigue model is built to involve the four level growing traffic load. The stochastic traffic load that considers annual growth rate significantly accelerates the corrosion fatigue speed of the wires of a short suspender. Specifically,theaveragelifespanofthewiresshortensby8 years under this condition. However, the wind load that considerstheannualdistributionofmeanwindspeedhas little influence on the average lifespan of the wires. The average lifespans of the wires of short suspenders are significantlyinfluencedbytheaveragegrowthratio(RAG)of thetrafficflow,inwhichthelifespansare22years,19years,

16years,14years,and12yearswith RAG of1.0%,1.5%,2%, 2.5%and3%,respectively.Thecorrespondingtime variant reliability indices can be divided into two stages, and the reliabilityindicesdecreaseslightlyduringthefirstdecadein theearlystageanddecreasedramaticallyinthelatestage.In addition, the RAG has more influence on the reliability indicesinthelatestagethanthoseinearlystage.

In2021,KeMa,HaoWang,TianchengRuan[15]In this research paper we developed a road capacity gain formulaformixedtrafficflowwhichvarieswithCAVMPR and several parameters. The FVD model and CAV model wereusedtosimulatetheMV CAVmixedflow.Basedonthe simulation,theimpactsofCAVsonthecapacityandpollutant emissionswerestudied.Themainconclusionsareasfollows. CAVscontributetoasignificantincreaseinroadcapacityas CAVMPRincreases.Amongthem,themarginaleffectofCO2, PM and NOx decreases with CAV MPR, while that of VOC increases. For CAV platoon size limitation, there is a little benefitofenlargingplatoonsizewhentheCAVplatoonsize isover5forCO2,VOCandNOx,whilethereisasignificant benefitforPM.TherapiddevelopmentofCAVtechnologies hasattractedtheattentionofmanyresearchers.Toensure the stable and environmental friendly operation of CAVs, furtherexperimentsareneeded.Inthispaper,wedeveloped acapacitygainformulaforCAVplatoons,butithasnotbeen verified in field tests. The impacts of V2V communication topologiesonthemixedtrafficflowneedfieldtests,which willbeconductedbyusinthefuture.

4. CONCLUSION

Find the gap that, study the results of the analysis demonstratedthatinducedtrafficisverysignificantinurban areas,andnotonlyinthecaseofmotorwayandtrunkroad developments. The literature on induced traffic is well established,butcasestudiesonurbanenvironmentsarestill scarce, mainly due to the complexities of data collection. Therearemanycomplexproblemsrelatedtotransportation system is observed in the country. These include ever increasing population, vehicular growth and traffic congestion. Gujarat is the one of the top five fastest developing state of our country. So i was decided After reckoning survey the three bridges namely SwamivivekanandBridge,SardarBridge,SubhashBridgeare selected for Traffic flow capacity and level of Service analysis.Inthisstudy,Iwillfindtotrafficflowcapacityand LevelofServicebymeasuringtrafficspeed,flowanddensity parametersontheselectedbridgesduringpeakhours.This maybehelpfultocheckwhetherexistingbridgesarecapable to handle existing as well as future increased traffic flow safetyornot.

REFERANCES

[1]D.Kollár,B.Kövesdi,I.Völgyi,I.Biró “ Assessment ofdeformationinbridgebearingareasusingmeasurements andweldingsimulation ”(2022)

International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056

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[2]P´eterBucsky,MattiasJuh´asz“Long termevidenceon induced traffic: A case study on the relationship between roadtrafficandcapacityofBudapestbridges”(2022)

[3] Ludovic Fülöp, Miguel Ferreira, Edgar Bohner, Jani Valokoski, Jussi Vuotari, Timo Tirkkonen “Inspection of bridges for effects of air entrainment on the porosity and compressivestrengthofconcretes”(2022)

[4]DongGuo,ColinC.Caprani“ Trafficloadpatterningon longspanbridges:Arationalapproach”(2019)

[5] Shi ZhiChen,GangWu,De ChengFeng“Developmentof abridgeweigh in motionmethodconsideringthepresence ofmultiplevehicles”,(2019)

[6] NaidaAdemovi“ Structuralassessment&strengthening ofthefirstsinge archRCbridgeinSarajevo,BIH”,(2021)

[7] LuZhang,XiaoxiangCheng,GangWu“ Abridgeweigh in motionmethodofmotorwaybridgesconsideringrandom trafficflowbasedonlong gaugefibreBragggratingsensors” ,(2021)

[8] Martina Šomodíková, Marie Horňáková, Pavla Rovnaníková “ Extendedevaluationofdurability related fieldinspectiondatafromconcretebridgesunderservice, (2020)

[9] Shi Zhi Chen , Gang Wua De Cheng Feng “ Damage detection of highway bridges based on long gauge strain responseunderstochastictrafficflow”,(2019)

[10]MarekSzafran´ski“ Adynamicvehicle bridgemodel basedonthemodal identification results of an existing EN57 train and bridge spanswithnon ballastedtracks,(2021)

[11] Bismark R.D.K. Agbelie , Samuel Labi , Kumares C. Sinha,“ Estimatingthemarginalcostsofbridgedamagedue tooverweightvehiclesusingamodifiedequivalent vehicle methodology and in service data on life cycle costs and usage”,(2017)

[12] ChuangCuia,You LinXu,Qing HuaZhang,Feng Yang Wang “ Vehicle induced fatigue damage prognosis of orthotropicsteeldecksofcable stayedbridges”,(2020)

[13] Wenqi Hou, Yankun Li, Wei Guo, Junlong Li, Yehong Chen, Xiaoxu Duan, “ Railway vehicle induced vibration energy harvesting and saving of rail transit segmental prefabricatedandassemblingbridges”,(2018)

[14] XiaodongLiu,WanshuiHan,YangguangYuan,Xiao Chen,QingXie,“Corrosionfatigueassessmentandreliability analysisofshortsuspenderofsuspensionbridgedepending onrefinedtrafficandwindloadcondition”,(2021)

[15] KeMa,HaoWang,TianchengRuan,“Analysisofroad capacityandpollutantemissions:ImpactsofConnectedand automatedvehicleplatoonsontrafficflow”,(2021)