In order to determine the present condition at the junction various types of surveys such as road inventory survey, turning movement survey, spot speed analysis were conducted at existing intersection of the road and necessary data were collected for completing the project. The method used for calculating the emission rates of vehicle is VSP which is done for vehicle (passenger cars) manually. Modelling of roundabout is done which is based on the BIM system (VISSIM). Here initially the existing condition of the intersection is analysed for peak hour traffic flow, so based on the traffic simulation carried out in the software, emission rates are calculated and compared with the manually calculated emission rates. So the basic idea of this case study is to check the emission rates at the junction especially during peak hours and to check if the rate exists within n the standard emission rates so that the surrounding area isnt affected due to pollution caused by the moving vehicles.

1. COMPARATIVE STUDY OF EMISSION POLLUTANTS BETWEEN BIM AND VSP
METHOD.
Project by-
Adith CR-01FB16ECV004
Aditya SB-01FB16ECV005
Shirisha S-01FB16ECV062
Internal guide
Mr.J.S.Vishwas
Assistant Professor
Department of Civil Engineering
PES University
DEPARTMENT OF CIVIL ENGINEERING
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2. SYNOPSIS
• Project Description-To compute the passenger cars emission on a
roundabout such as CO,NOX.
• Project category-The project aim is to serve for urban society and
communities of local authorities in Computing the realistic
emission from vehicles across and near the selected roundabout.
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3. OBJECTIVE
• To Study the passenger cars emissions results on a selected
roundabout.
• Building and calibrating the passenger cars emission model from
the BIM software.
• Verifying the computed environmental emissions standards near
roundabout from BIM Software(VISSIM).
• Suggesting adoptive and suitable solution for the prevailing traffic
problem near roundabout.
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4. LITERATURE REVIEW
• Research paper 1- “Creating an emission model based on portable emission
measurement system for the purpose of a roundabout” by Artur Jaworski,Maksymilian
Madziel and Kazimierz Lejda
• Research paper 2- “Simplified method for comparing emissions in roundabouts and
at signalized intersections” by Katy Salamati, Nagui M. Rouphail and Bin Lui
• Research paper 3- “Comparative Analysis on the Adoption and Use of BIM in Road
Infrastructure Projects” by Heap Yih Chong; Robert Lopez; Jun Wang; Xiangyu Wang;
and Zeya Zhao
• Research paper 4- “Improving the Sustainability of Transportation: Environmental
and Functional Benefits of Right Turn By-Pass Lanes at Roundabouts” By Marco
Guerrieri, Ferdinando Corriere, Gianfranco Rizzo, Barbara Lo Casto, Gianluca
Scaccianoce
• Research paper 5-”Emission factors for passenger cars: Application of instantaneous
emission modelling” by Peter de Haan and Mario Keller.
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5. REFERENCE PAPERS
• Int Panis L, Broekx S, Liu R (2006) Modelling instantaneous traffic emission and
the influence of traffic speed limits.
• Jaworski A, Lejda K Mądziel M (2017a) Emission of pollution from motor vehicles
with respect to selected solutions of roundabout intersections Polish Scientific
Society of Combustion Engines.
• Giuffrè O, Granà A, Marino S (2012) Turbo-roundabouts vs roundabouts
performance level.
• Yang F, Yu LA (2007) Microscopic emission model for the light-duty vehicles
based on PEMS data. Proceedings of International Conference of Transportation
Engineering, Chengdu
• Smit R (2013) Development and performance of a new vehicle emissions and
fuel consumption software (PΔP) with a high resolution in time and space.
DEPARTMENT OF CIVIL ENGINEERING
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6. DEPARTMENT OF CIVIL ENGINEERING
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• Stanek, D and Milam, RT, 2004. High-capacity roundabout intersection analysis:
going around in circles.
• Akcelik R, Besley M (2003) Operating cost, fuel consumption and emission
models in aaSidra and aaMotion, 25th Conference of Australian Institutes of
Transport Research (CAITR). University of South Australia, Adelaide, Australia
• Barth M, An F, Norbeck J, Ross M (1996) Modal emissions modelling: a physical
approach. Transformation Research Record.
• FHA (2000) Roundabouts: an information guide, Report No. FHWA-RD00-067.
U.S. Department of Transportation

7. DEPARTMENT OF CIVIL ENGINEERING
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Location of the site

8. METHODOLOGY
Structure of program-
1. Site Investigation and Studies.
2.Turning moment count survey on the roundabout.
3.Speed study
4.Road inventory survey.
5.Software used is building information modelling(BIM) system(Validation of
the software is taken by Autodesk design academy standards).
6.VSP method.
DEPARTMENT OF CIVIL ENGINEERING
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9. METHODOLOGY
Methods Adopted :
1. Turning movement count survey
2. Road inventory survey
3. Spot speed study
DEPARTMENT OF CIVIL ENGINEERING
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10. 1.TURNING MOVEMENT COUNT SURVEY
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11. DEPARTMENT OF CIVIL ENGINEERING
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12. DEPARTMENT OF CIVIL ENGINEERING
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13. DEPARTMENT OF CIVIL ENGINEERING
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14. DEPARTMENT OF CIVIL ENGINEERING
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0
500
1000
1500
2000
2500
Volume PCU
Traffic flow variationVehicle composition chart

15. 3. ROAD INVENTORY SURVEY
DEPARTMENT OF CIVIL ENGINEERING
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• The survey was carried on seven different roads for a distance
of 100m of 5 intervals each.
• 63 different parameters were considered for every interval on
each road.

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17. DEPARTMENT OF CIVIL ENGINEERING
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18. DEPARTMENT OF CIVIL ENGINEERING
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19. VEHICLE SPECIFIC POWER
DEPARTMENT OF CIVIL ENGINEERING
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VSP is the resultant sum of loads from aerodynamic drag, rolling resistance,
acceleration and hill climbing divided by the mass of the vehicle. It is denoted
in terms of kilowatts per tonne. It is also defined as the power demand of the
vehicle at that instant divided by the mass of the vehicle.
VSP=v⋅ [1.1a+9.81⋅sin (arctan (grade)) +0.132] +0.000302v3
Where: VSP= Vehicle specific power (kW/ton);
v= Speed of the vehicle (m/s);
a= Acceleration of the vehicle (m/s2);
grade=The ratio of change in elevation versus distance travelled in 1
second.

20. VEHICLE SPECIFIC POWER
DEPARTMENT OF CIVIL ENGINEERING
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21. DEPARTMENT OF CIVIL ENGINEERING
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Direction: NR Colony road to Gandhi Bazaar Road
Sl.
N
o.
Distan
ce,
d1(m)
tim
e,
t1(s
)
Veloci
ty,
v1(m/s
)
Distan
ce,
d2(m)
tim
e,
t2(s
)
Veloci
ty,
v2(m/s
)
Averag
e
velocit
y,
Vavg(m
/s)
Accelerat
ion
(m/s2)
VSP
1 15
2.3
9
6.276
2
15
2.8
2
5.319
1
5.797
6
-0.3394
-
0.2
0
2 15
3.0
2
4.966
9
15
2.3
2
6.465
5
5.716
2
0.6460
5.9
8
3 15
3.6
6
4.098
4
15
3.2
4
4.629
6
4.364
0
0.1640
2.2
3
4 15
2.8
2
5.319
1
15
2.7
1
5.535
1
5.427
1
0.0797
2.2
2
5 15
3.0
1
4.983
4
15 3.2
4.687
5
4.835
4
-0.0925
1.1
4
6 15
3.9
6
3.787
9
15 4.4
3.409
1
3.598
5
-0.0861
0.8
5
7 15
4.1
6
3.605
8
15 3.4
4.411
8
4.008
8
0.2371
2.3
7
8 15
2.6
6
5.639
1
15 2.1
7.142
9
6.391
0
0.7161
7.1
8
9 15
4.1
3
3.632
0
15
2.4
1
6.224
1
4.928
0
1.0756
7.4
4
10 15 4.3
3.488
4
15
3.0
5
4.918
0
4.203
2
0.4687
3.5
4
Direction: Gandhi Bazaar Road to South End Circle Road
Sl.
N
o.
Distan
ce,
d1(m)
tim
e,
t1(s)
Veloci
ty,
v1(m/s
)
Distan
ce,
d2(m)
tim
e,
t2(s)
Veloci
ty,
v2(m/s
)
Avera
ge
velocit
y,
Vavg(m
/s)
Accelerat
ion
(m/s2)
VSP
1 15 3.2
4
4.629
6
15 2.5
1
5.976
1
5.302
9
0.5364 4.8
7
2 15 2.7
8
5.395
7
15 2.2 6.818
2
6.106
9
0.6466 6.3
6
3 15 3.1
3
4.792
3
15 2.3
5
6.383
0
5.587
7
0.6769 5.9
9
4 15 3.0
3
4.950
5
15 2.4
6
6.097
6
5.524
0
0.4663 3.3
6
5 15 3.3
7
4.451
0
15 2.8 5.357
1
4.904
1
0.3236 2.9
9
6 15 3.7 4.054
1
15 3.0
2
4.966
9
4.510
5
0.3023 3.1
1
7 15 4.0
5
3.703
7
15 3.1 4.838
7
4.271
2
0.3661 1.9
8
8 15 4.2
6
3.521
1
15 3.6
2
4.143
6
3.832
4
0.1720 2.0
3
9 15 4.1
6
3.605
8
15 3.5
4
4.237
3
3.921
5
0.1784 2.8
3
1
0
15 3.8
5
3.896
1
15 3.1
2
4.807
7
4.351
9
0.2922 3.3
6
Speed Study and VSP Estimation

22. DEPARTMENT OF CIVIL ENGINEERING
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Direction: South End Circle road to Banshankari Road
Sl.
N
o.
Distan
ce,
d1(m)
tim
e,
t1(s)
Veloci
ty,
v1(m/
s)
Distan
ce,
d2(m)
tim
e,
t2(s)
Veloci
ty,
v2(m/
s)
Avera
ge
velocit
y,
Vavg(m
/s)
Accelerat
ion
(m/s2)
VSP
1 15
3.4
7
4.322
8
15
2.1
7
6.912
4
5.617
6
1.1934 9.24
2 15 3.9
3.846
2
15
2.5
6
5.859
4
4.852
8
0.7864 5.78
3 15
4.4
8
3.348
2
15
2.7
3
5.494
5
4.421
4
0.7862 5.27
4 15
4.7
1
3.184
7
15
3.4
6
4.335
3
3.760
0
0.3325 2.62
5 15 3.4
4.411
8
15
2.5
6
5.859
4
5.135
6
0.5655 4.86
6 15
5.4
5
2.752
3
15
3.5
3
4.249
3
3.500
8
0.4241 2.77
7 15
3.4
6
4.335
3
15
2.6
5
5.660
4
4.997
8
0.5000 2.77
8 15
4.2
7
3.512
9
15
2.7
3
5.494
5
4.503
7
0.7259 4.76
9 15
3.6
8
4.070
6
15
2.3
6
6.342
5
5.206
5
0.9607 7.2
1
0
15
4.5
9
3.264
4
15
3.0
1
4.983
4
4.123
9
0.5711 3.96
Direction: Banshankari Road to N R Colony Road
Sl.
N
o.
Distan
ce,
d1(m)
tim
e,
t1(s)
Veloci
ty,
v1(m/s
)
Distan
ce,
d2(m)
tim
e,
t2(s)
Veloci
ty,
v2(m/s
)
Avera
ge
velocit
y,
Vavg(m
/s)
Accelerat
ion
(m/s2)
VSP
1 15 4.2
9
3.496
5
15 2.2
4
6.696
4
5.096
5
1.4285 9.6
8
2 15 3.6
3
4.132
2
15 2.8
1
5.338
1
4.735
2
0.4291 3.7
9
3 15 4.1
9
3.580
0
15 2.8
1
5.338
1
4.459
0
0.6257 4.5
5
4 15 4.5
5
3.296
7
15 4.0
5
3.703
7
3.500
2
0.1005 1.5
4
5 15 4.0
9
3.667
5
15 3.0
5
4.918
0
4.292
8
0.4100 3.3
4
6 15 4.3
2
3.472
2
15 2.3
3
6.437
8
4.955
0
1.2728 8.5
7
7 15 4.9
8
3.012
0
15 2.2
5
6.666
7
4.839
4
1.6243 10.
2
8 15 3.2
3
4.644
0
15 2.4 6.250
0
5.447
0
0.6692 5.8
4
9 15 5.4 2.777
8
15 3.0
5
4.918
0
3.847
9
0.7017 4.2
3
1
0
15 3.6
8
4.076
1
15 2.0
9
7.177
0
5.626
6
1.4837 11.
0
Speed Study and VSP Estimation

23. TRAFFIC STIMULATION IN SOFTWARE
• Software used is VISSIM.
• Data collected from all the above mentioned surveys are updated
into the software.
• After updating, traffic stimulation is carried out on the software.
• Average emission rates of passenger cars are obtained.
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24. DEPARTMENT OF CIVIL ENGINEERING
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Editing of the data entry for the roundabout

25. DEPARTMENT OF CIVIL ENGINEERING
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Traffic stimulation in VISSIM software

26. SOFTWARE STIMULATED RESULTS
DEPARTMENT OF CIVIL ENGINEERING 26

27. RESULTS
MANUAL CALCULATION: The average VSP was found to be 4.233 mg/s. So according to
the table 4.1 the value of VSP lies in the range: 4≤VSP<7. So in the range of 4≤VSP<7
the pollutants emitted are:
NOx: 1.28 mg/s
HC: 0.78 mg/s
CO: 7.43 mg/s
CO2: 3.0 mg/s respectively.
So from the average VSP the average emission rates were found to be 4.35 mg/s.
SOFTWARE CALCULATION: From the TMC data which was collected during the survey
was used in order to get the emission rates. So from the software VISSIM the average
emission rates were found to be: 3.44 mg/s. Where the pollutants emitted are: NOx:
1.122 mg/s and CO: 5.76 mg/s.
By comparison, the manual calculation approach estimated higher values for emission
than software stimulated emission values.
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28. DEPARTMENT OF CIVIL ENGINEERING
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Comparison of CO Emissions Comparison of NOx Emissions
Graphical representation of pollutants emission

29. CONCLUSION
• Emission model was developed using two approaches namely, VISSIM
software which generates emission rates on a secondly basis and VSP
method which considers vehicle acceleration, average velocity and
terrain gradient as a key parameter in order to estimate the pollutant
emissions.
• In Vehicle Specific Power method the values of VSP are categorized
into different VSP ranges and corresponding pollutant emissions are
obtained.
• Whereas the VISSIM result which considers pollutant emissions on a
secondly basis produces accurate pollutant emission rates of each
vehicle.
• Therefore by comparison between the two approaches traffic
stimulation approach done by VISSIM software proves to be more
accurate and is recommended for creating an emission model.
DEPARTMENT OF CIVIL ENGINEERING 29

30. THANK YOU
DEPARTMENT OF CIVIL ENGINEERING
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