Straight Road Sections Research Articles

Image Recognition Technology Applied to the Design of Mobile Platform for Warehouse Logistics Robots

Abstract This paper first studies the processing flow of image processing technology that preprocesses the image and adopts the method of polygonal approximation to identify the shape and localize the moving target. Then, the mobile platform of the warehouse logistics robot is designed. Then, the vision system of the robot was designed using image recognition technology to realize obstacle collision prediction and route planning. Finally, the robot’s localization and grasping abilities, trajectory following performance, and semantic segmentation abilities are analyzed using comparative experiments. The successful localization and grasping rates of the warehouse robots are all higher than 93%, and the trajectory following the straight line road section is better, with a maximum error of less than 21 mm. The mIoU of this paper’s method on the Cityscapes dataset is 78.85%, MPA is 86.05%, and PA is 96.89%, with good image segmentation performance. This study is of great significance for the development of the intelligent logistics field.

Proposing an effective approach for traffic safety assessment on heterogeneous traffic conditions using surrogate safety measures and speed of the involved vehicles

Objective The vehicular traffic in the cities is becoming more complex in developing countries like India due to the rising population and rapid urbanization. With the annually increasing road accidents, a study on the effective safety assessment of heterogeneous traffic conditions is needed. The study aims to evaluate the safety of heterogeneous traffic by spotting the critical conflicts with respect to the speed of the involved vehicles. Methods The current study proposed Critical Following Speed instead of using a single threshold value for safety assessment in mixed traffic. Critical Following Speed was proposed by comparing the stopping and the available distances between the involved vehicles and used to identify the critical conflicts. With this, the study uses the speeds of both the leading and the following vehicles to judge the nature of the conflict. Three unsignalized four-legged intersections (S-1, S-2, and S-3) and two straight road sections (S-4 and S-5) were selected as the study area in Trichy, India. Post Encroachment Time (PET) and Time to Collison (TTC) were used as surrogate indicators to assess the crossing or merging and rear-end conflicts, respectively. Results The average PET and TTC values were between 1.25 and 1.73 s in the study locations. The overall percentage of critical conflicts indicated the non-safer crossing and merging maneuvers in three locations. The other two locations were experiencing safe rear-end conflicts, as the percentages of critical conflicts were below 4%. Various combinations of leading and following vehicle types were examined for the contribution of critical conflicts. The proposed methodology was validated with the 4-year accident data and a good relation was obtained. Conclusions Fast-moving vehicles were responsible for the less safe maneuvers with a higher collision probability in all the study locations. The correlation between critical conflicts and road accidents shows the effectiveness of the proposed approach in the traffic safety assessments for mixed traffic. This approach could be employed even in countries with homogenous traffic conditions instead of using a single threshold value. The correlations also show the potential of the proposed Critical Following Speed as a surrogate safety indicator for safety evaluation in the future.

Lessons learned from characteristics of extraordinarily severe traffic crashes in China, 2004–2019

China has experienced remarkable achievements in terms of reducing the number of extraordinarily severe traffic crashes (ESTCs) that cause more than 10 deaths each crash. However, ESTCs still occur occasionally and result in extremely adverse social impacts. This study aims at investigating the common characteristics, characteristic patterns, and changes of characteristics of ESTCs in China with the expectation to learn from the past and act for the future. A total of 373 ESTCs occurred in 2004–2019 were collected, and characteristics of driver factors, road factors, vehicle factors, environment factors, and other factors were analyzed through the multiple correspondence analysis (MCA). The results show that run off road crashes, not qualified drivers, improper driving, large bus, overload, class II highway, and straight road sections are the most common categories of characteristics. In addition, four underlying characteristic patterns are identified through the MCA. Significant changes in characteristics and characteristic patterns are also found, and these changes are the results of various law enforcement, safety policies, educational interventions, and engineering interventions. It is also inferred that the specific law enforcement targeting to certain category of characteristics is more effective than the corresponding safety campaigns or policies in terms of ESTC prevention.

Landscape and road features linked to wildlife mortality in the Amazon

Roads impact wildlife around the world; however, dedicated studies are lacking in many biodiverse areas such as the Amazon. Identifying which species are more often hit by vehicles and which landscape and road-related features promote roadkill is essential to guide future development and ensure adequate mitigation actions. For six months, we monitored 240 km of roads in the Ecuadorian Amazon and recorded 1125 dead vertebrates (149 species). Reptiles were the most observed Class with 380 individuals (56 species), followed by amphibians with 278 individuals (11 species), birds with 259 individuals (62 species), and mammals with 208 individuals (20 species). We used Random Forest models to explore the role of various land cover types and road sinuosity on the observed mortality. Additionally, we created heatmaps to visualize the road segments where roadkills were more frequent. For all vertebrates, mortality was more likely in straight road sections near rivers. The effects of other variables were taxa-specific. Amphibian mortality was more likely near bare soil or forest, birds and mammals died more often near herbaceous-shrubby vegetation, and reptile mortality occurred more often in areas with high cover of agriculture. Road segments with high mortality (i.e., roadkill hotspots) varied across taxa. These hotspots identify areas where further research into mitigation is needed to assess road impacts and prevent collisions. Among records, we found rare and threatened species, for which road mortality could be a significant threat. Roadkill surveys not only aid in quantifying threats and informing future planning but can also provide insight into local biodiversity.

SenseMag: Enabling Low-Cost Traffic Monitoring Using Noninvasive Magnetic Sensing

The operation and management of intelligent transportation systems (ITS), such as traffic monitoring, relies on real-time data aggregation of vehicular traffic information, including vehicular types (e.g., cars, trucks, and buses), in the critical roads and highways. While traditional approaches based on vehicular-embedded GPS sensors or camera networks would either invade drivers' privacy or require high deployment cost, this paper introduces a low-cost method, namely SenseMag, to recognize the vehicular type using a pair of non-invasive magnetic sensors deployed on the straight road section. SenseMag filters out noises and segments received magnetic signals by the exact time points that the vehicle arrives or departs from every sensor node. Further, SenseMag adopts a hierarchical recognition model to first estimate the speed/velocity, then identify the length of vehicle using the predicted speed, sampling cycles, and the distance between the sensor nodes. With the vehicle length identified and the temporal/spectral features extracted from the magnetic signals, SenseMag classify the types of vehicles accordingly. Some semi-automated learning techniques have been adopted for the design of filters, features, and the choice of hyper-parameters. Extensive experiment based on real-word field deployment (on the highways in Shenzhen, China) shows that SenseMag significantly outperforms the existing methods in both classification accuracy and the granularity of vehicle types (i.e., 7 types by SenseMag versus 4 types by the existing work in comparisons). To be specific, our field experiment results validate that SenseMag is with at least $90\%$ vehicle type classification accuracy and less than 5\% vehicle length classification error.

Comfort Optimization of Adaptive Cruise Control Based on Heart Rate Variability and Fuzzy Control

This paper investigated the impact of braking intensity of self-driving cars at different initial speeds on straight road sections on drivers’ comfort, with a view to achieving the comfort optimization of adaptive cruise control (ACC). Specifically, the real vehicle test was conducted in an enclosed venue based on the within-subjects design of 3 × 3 × 2, and the data pertaining to electrocardiogram (ECG) and subjective evaluation of 9 subject drivers in 9 sub tests were collected. Besides, the impacts of different motion states on heart rate variability (HRV) parameters were analyzed using the general linear model for repeated measures, and the relationships among drivers’ comfort, decelerations, and standard deviation of NN intervals (SDNN, an index of HRV) were obtained based on subjective and objective analyses. Additionally, a control strategy based on HRV and fuzzy control was formulated to realize the comfort optimization of ACC in case of an abrupt deceleration of the preceding vehicle, the verifications were performed through joint simulation. The results exhibited that the control strategy based on HRV and fuzzy control could shorten the deceleration time in case of an abrupt deceleration of the preceding vehicle, and may improve the comfort in such scenario.

Analysis of the environmental factors associated with deaths from road traffic crashes in Benin from 2008 to 2015

In most African countries, road safety policies are mainly focused on the human factor. In order to inform policy makers about the role of other factors in road mortality, this study aims to analyse the road and environmental factors associated with traffic mortalities in Benin. This is a cross-sectional study using secondary data from road accidents collected by the police between 2008 and 2015. The database included the circumstances of the crashes as well as data on the road infrastructure, the environment and the vehicles involved. A multiple logistic regression analysis identified the environmental factors predicting fatalities. Over the study period 42,846 traffic crashes were reported by the police in Benin of which 1,043 were fatal, that is a proportion of fatal crashes of 2.4% (95% CI [2.3, 2.6]). The risk factors for mortality were rural areas (aOR =2.78, 95% CI [2.38, 3.24]), straight road sections (aOR =1.32, 95% CI [1.07, 1.63]), market days and festival days, (aOR =1.57, 95% CI [1.02, 2.41]) and (aOR =1.57, 95% CI [1.18, 2.10]) respectively. Lighting levels and weather conditions were not significantly associated with road mortalities. This study confirms the contribution of environmental factors to road mortalities in Benin. Involving communities in raising awareness on road safety in rural areas and strengthening road control systems, especially on market and festival days, could help limit the number of road deaths. Key words: Mortality, traffic crashes, environment factor.

Research on Drivers’ Behavior Characteristics of Expressway Straight Section under Moderate Rainfall

Understanding the behavior characteristics of highway drivers in rainy weather is of great significance to traffic safety. Based on the driving test in the middle rain environment, this paper uses the method of combining the sports index and the driver’s behavior to study the characteristics of the driver’s behavior in the middle rain environment. A total of 15 drivers were recruited in this test to observe the impact of the moderate rain environment on the drivers, and to analyze the correlation of various indicators to summarize the vehicle operation rules on the straight road section under the moderate rain environment. The results of the study show that the speed on straight road sections is generally higher in moderate rain weather, and the driver’s recognition time for signage is longer than in sunny day. Finally, according to the behavior characteristics of drivers in rainy days, the corresponding traffic safety measures are put forward.

Дослідження процесу гальмування вивішених коліс автомобіля з гідравлічним приводом гальм

For diagnosing car braking systems, bench methods have become the most widespread, and on power stands with running drums. The main disadvantage of these methods is the high cost of brake stands with low quality diagnostic information. At the same time the method of diagnosing brake systems on change of angular speed of the hung up wheels is perspective. But the considered method does not have a sufficiently complete theoretical justification, especially for cars with hydraulic brakes and therefore requires research. Therefore, the work substantiates the diagnostic modes and diagnostic parameters, obtained analytical dependences of the process of braking car wheels with hydraulic brakes, which describe the change in the angular deceleration of the suspended wheels over time in different parts of the brake diagram and the delay time of the brake system. The mathematical model is based on the differential equation of motion of the braked wheel when braking a car with a connected transmission (with clutch engaged) on a straight horizontal section of road. The change in braking torque during braking is determined by the nature of the pressure change in the drive. When braking the wheel, the braking force acts on the radius of the brake drum. The obtained analytical dependences make it possible to study the influence of various factors of the technical condition of brake systems on the performance of the braking process. In order to substantiate the diagnostic modes and diagnostic parameters, analytical dependences of the process of braking car wheels with hydraulic brakes have been developed, describing the change of angular deceleration of suspended wheels in time at different parts of the brake diagram and time delay of the brake system. The obtained analytical dependences make it possible to study the influence of various factors of the technical condition of brake systems on the performance of the braking process.

Two-dimensional vehicular movement modelling at intersections based on optimal control

Modeling traffic flow at intersections is essential for the design, control, and management of intersections. A challenging feature of microscopic modeling vehicular movement at intersections is that drivers can choose among an infinite number of alternative traveling paths and speeds. This makes it fundamentally different from structured straight road sections with lanes. This study proposes a novel method to model the trajectories of vehicles in two-dimensional space and speed. Based on optimal control theory, it assumes drivers schedule their driving behavior, including the steering and acceleration, to minimize the predicted costs. The costs contain the running costs, which consist of the travel time and driving smoothness (longitudinally and laterally), and the terminal cost, which penalizes the deviations from the desired final state. Different than conventional methods, the vehicle motion dynamics are formulated in distance rather than in time. The model is solved by an iterative numerical solution algorithm based on the Minimum Principle of Pontryagin. The descriptive power, plausibility, and accuracy of the proposed model are investigated by comparing the calculated results under several cases, which can be solved from symmetry or analytically. The proposed model is further calibrated and validated using empirical trajectory data, and the quality of the predicted trajectory is confirmed. Qualitatively, the optimal trajectory changes in the range of the shortest path and smoothest path under different weights of the running cost. The proposed model can be used as a starting point and extended with more considerations of intersection operation in the real world for future applications.

A Model for Estimating Passenger-Car Carbon Emissions that Accounts for Uphill, Downhill and Flat Roads

The geometric longitudinal slope line of a given road significantly effects the carbon emissions of vehicles traversing it. This study was conducted to explore the carbon emission rules of passenger cars on various highway slopes. The law of conservation of mechanical energy, the first law of thermodynamics and the vehicle longitudinal dynamics theory were utilized to determine the influence of slope design indicators on fuel consumption. The energy conversion, fuel consumption, and carbon emission models of passenger cars on a flat straight road, uphill road, and downhill road sections were derived accordingly. Two types of passenger cars were selected for analysis. A field test was carried out to verify the proposed model where the vehicle maintained a cruise speed on flat straight road, uphill road and downhill road with equal gradient and mileage, and continuous longitudinal slope to gather fuel consumption data. The proposed model showed strong accuracy and a maximum error of 9.97%. The main factor affecting the vehicle’s carbon emissions on the continuous longitudinal slope was found to be the average gradient. For a round-trip longitudinal slope with a small gradient, the main factor affecting the vehicle’s carbon emissions is speed: higher speed results in higher carbon emissions. The results of this study are likely to provide the data for support and a workable reference for the low-carbon highway design and operation.

Measuring rutting dimension and lateral position using 3D line scanning laser and inertial measuring unit

Pavement rutting caused by repeated traffic loads is a common type of structural damage to pavement. Rutting dimensions and lateral position are strongly related to traffic safety and ride comfort. However, in the field, rutting depth is usually measured by traditional methods, and rutting lateral position is ignored due to the limitations of data sources and algorithms. This study provides an automatic method for rutting dimension and lateral position measurement using a 3D line scanning laser system and Inertial Measuring Unit (IMU). Rutting dimensions (e.g., width, depth, depression area, wall slope and spacing between the inner and outer rutting) and locations (e.g., lateral position and rutting deviation away from lane center line) are measured by fusing multivariate data (e.g., 2D pavement images, transverse profiles and IMU data). In this study, two straight road sections located in Fuzhou, China, are chosen to validate the reliability and robustness of the proposed algorithm. Findings indicate that the measurement results from the new algorithm are highly correlated with the ground truths manually collected in the field. This study would benefit transportation agencies in traffic safety analysis, ride comfort evaluation and structural damage prediction based on the continuous pavement rutting dimension and its lateral positions.

Effectiveness of Road Chicanes in Access Zones to a Village at 70 km/h Speed Limit

The development of motoring has increased life quality and pace. As a result, not only cities but also smaller towns and villages with roads face transportation challenges. The fundamental problem in smaller towns and villages is to ensure road safety at pedestrian crossings on through roads. The guidelines of road building recommend to introduce traffic calming devices at places where traffic enters a built-up area, to reduce speeds at the entry of a city or village. Chicanes curve the trajectory of traffic and consequently cause speed reduction. The authors conducted a series of speed measurements in free and continuous traffic flow conditions on major local roads with different types of road chicanes. For each case, additional data regarding road characteristics in the vicinity of a chicane were gathered, including the contour of the town visible while approaching the chicane, the distance from the chicane to the nearest buildings in the village, how visible the road continuity behind the chicane was, developments of the greenery and the type of traffic arrangement used. The paper analyses road sections with 70 km/h speed limit before the chicane, as on B-33 road sign. For comparison purposes, speed measurements were also conducted at the entry to the village, where although no chicanes were built, there was B-33 road sign with the speed limit of 70 km/h. The comparative tests aimed at determining whether drivers reduce speed when they see the road sign, because of the chicane or following another determinant. Comparative analysis showed that given B-33 sign (which introduces 70 km/h speed limit) at the entry zone to the town, drivers’ speeds significantly exceed 70 km/h in free traffic flow. Even in continuous traffic flow, speeds usually oscillate around 70 km/h. The speeds are significantly lower behind the chicane. The maximum reduction of speed at the entry to the village was achieved for other determinants recorded in the study, including a clearly visible silhouette of the village, closely located houses, a horizontal curve behind the chicane with limited visibility of the further section of the road. >90% of motorists behind the chicane drive with speeds <70 km/h. At the entry zone which was an open space, with a well visible silhouette of the village, with the chicane approximately 200 m away from the nearest houses or at the entry zone covered with forest and poor visibility of the built-up area, 70-77% of motorists behind the chicane drive with speeds <70 km/h. If the access to the town is preceded by a long stretch of straight road section, with poor visibility of the silhouette of the village, only approximately 50% of drivers enter the village with speeds <70 km/h. Depending on the determinants recorded in the study, motorists in most cases exceed 70 km/h and enter the village with much greater speeds if there is no chicane.

Is improved lane keeping during cognitive load caused by increased physical arousal or gaze concentration toward the road center?

Driver distraction is one of the main causes of motor-vehicle accidents. However, the impact on traffic safety of tasks that impose cognitive (non-visual) distraction remains debated. One particularly intriguing finding is that cognitive load seems to improve lane keeping performance, most often quantified as reduced standard deviation of lateral position (SDLP). The main competing hypotheses, supported by current empirical evidence, suggest that cognitive load improves lane keeping via either increased physical arousal, or higher gaze concentration toward the road center, but views are mixed regarding if, and how, these possible mediators influence lane keeping performance. Hence, a simulator study was conducted, with participants driving on a straight city road section whilst completing a cognitive task at different levels of difficulty. In line with previous studies, cognitive load led to increased physical arousal, higher gaze concentration toward the road center, and higher levels of micro-steering activity, accompanied by improved lane keeping performance. More importantly, during the high cognitive task, both physical arousal and gaze concentration changed earlier in time than micro-steering activity, which in turn changed earlier than lane keeping performance. In addition, our results did not show a significant correlation between gaze concentration and physical arousal on the level of individual task recordings. Based on these findings, various multilevel models for micro-steering activity and lane keeping performance were conducted and compared, and the results suggest that all of the mechanisms proposed by existing hypotheses could be simultaneously involved. In other words, it is suggested that cognitive load leads to: (i) an increase in arousal, causing increased micro-steering activity, which in turn improves lane keeping performance, and (ii) an increase in gaze concentration, causing lane keeping improvement through both (a) further increased micro-steering activity and (b) a tendency to steer toward the gaze target.

Positioning of travelling vehicles in rural New Zealand on chip sealed roads

The position of vehicles is different from the pavement design assumptions. This is an important finding for collecting pavement condition data and could play a significant part in the chip seal maintenance procedure. Contractors have identified that lateral wheel path distribution is a central factor in calibrating the variable transverse application of bitumen spray bar in order to minimise pavement ravelling and bleeding thereby prolonging pavement life. Currently, visual cues are used to estimate the position and width of wheel paths. However, this is problematic when no visual distress mechanisms are present. A new methodology using the Infra-Red Traffic Logger (TIRTL) was used to determine the lateral distribution of vehicles on several sites in New Zealand. The result focused on straight sections of road and the feasibility of using the methodology around a curved section. Data has been analysed and presented for several chip seal, rural state highway sections. This data could assist in improving maintenance procedures. The results show, the wheel path width is significantly narrower than anecdotal pavement design assumptions suggest. Preliminary work has been conducted on a curved section of road. Results and findings have been discussed.

Where to leave a message? The selection and adaptive significance of scent-marking sites for Eurasian lynx

Scent marking is an important aspect of social organization and intraspecific communication for many mammals, including solitary felids. By selecting specific micro-locations for scent marking, an individual may increase its success in defending its territory and finding mates. Few studies, however, have reported the selection of scent-marking objects and sites by wild felids. To improve our understanding of this behavior and its adaptive significance, we developed and tested a set of mutually non-exclusive hypotheses explaining selection of scent-marking objects by Eurasian lynx (Lynx lynx). We used snow tracking to locate and determine the characteristics of objects lynx used and selected for urine spraying. Lynx did not mark objects according to their availability but selected juvenile conifers and often marked the surface that was sheltered from the elements (“persistence hypothesis”). Lynx also selected for objects similar in size to lynx and objects located on straight road sections and avoided the most frequently available object types. This selection may have both promoted detectability of the messages by the conspecifics (“detection hypothesis”) and reduced energy expenditure of marking (“accessibility hypothesis”). Our study also indicated trade-offs faced by lynx, as the preferred marking objects were often not readily available. Therefore, suboptimal marking objects were sometimes used, most likely in order to maintain the high scent-marking frequency needed throughout their territory. We suggest that Eurasian lynx, and possibly other solitary felids, developed scent-marking behaviors that increase effectiveness and efficiency of their communication. Scent marking is a form of communication that serves several purposes and allows the signals of the sender to reach a receiver indirectly. Persistence and detectability of these signals can have high adaptive value for solitary felids since the signals are essential for advertising territories for competitors and mates. Although both of these uses may depend on the micro-location where scent is deposited, the majority of studies have focused only on the marking sites used by felids and not on their availability or selection. By snow tracking Eurasian lynx, we showed that scent-marking sites most often used are not necessarily the same as the sites selected. We also provide insights into possible adaptive features of felid scent-marking and the possible mechanisms behind the selection of marking objects which likely serve to increase the effectiveness and efficiency of scent marking.

Risk factors for road traffic accidents in cats up to age 12 months that were registered between 2010 and 2013 with the UK pet cat cohort (‘Bristol Cats’)

Road traffic accidents (RTAs) are a common cause of death and injury in domestic cats, and a concern to many owners. This study assessed potential risk factors for RTAs in...

Exploring cycle crash characteristics in Malaysia

This paper explains the cycle road crash trend, characteristics and injuries in Malaysia. It analyses the in-depth road crash investigation data collected by the Royal Malaysian Police which was made available to MIROS crash database. Fatality data was utilized due to its consistency. Cycle casualties reflected a continual downward pattern for year 2009 to 2014 in which the number of cycle crash involvement reduced by 49% and fatalities dropped by 42%. Among the prevalent factors of cycle fatalities are >60 age group, federal and state roads and straight road sections, rural and small towns, evening peak hours, and mainly involving cars and motorcycles. It is hoped that all these information would spark interests to improve cycle safety in Malaysia.

Drivers’ detection of roadside targets when driving vehicles with three headlight systems during high beam activation

A previous open-road experiment indicated that curve-adaptive HID headlights driven with low beams improved drivers’ detection of low conspicuity targets compared with fixed halogen and fixed HID low beam systems. The current study used the same test environment and targets to assess whether drivers’ detection of targets was affected by the same three headlight systems when using high beams. Twenty drivers search and responded for 60 8×12inch targets of high or low reflectance that were distributed evenly across straight and curved road sections as they drove at 30 mph on an unlit two-lane rural road. The results indicate that target detection performance was generally similar across the three systems. However, one interaction indicated that drivers saw low reflectance targets on straight road sections from further away when driving with the fixed halogen high beam condition compared with curve-adaptive HID high beam headlights and also indicated a possible benefit for the curve-adaptive HID high beams for high reflectance targets placed on the inside of curves. The results of this study conflict with the previous study of low beams, which showed a consistent benefit for the curve-adaptive HID low beams for targets placed on curves compared with fixed HID and fixed halogen low beam conditions. However, a comparison of mean detection distances from the two studies indicated uniformly longer mean target detection distances for participants driving with high beams and implicates the potential visibility benefits for systems that optimize proper high beam use.

LATERAL MOVEMENT OF VEHICLES UNDER WEAK-LANE DISCIPLINE HETEROGENEOUS TRAFFIC

Safe driving can be achieved by prevention of risky situations which requires the knowledge of the vehicle dynamics and road geometry. The Indian traffic condition is heterogeneous in nature and has weak lane discipline. Hence, vehicles interactions takes place laterally also along with their longitudinal interaction. Vehicles lateral movements (interactions) are quite high due to absence of lane discipline. Therefore, the lateral acceleration of vehicles are an important variable which characterizes the corresponding vehicle dynamics. Several studies have been done by various authors on lateral acceleration in curves, however, lateral movement study of vehicles on straight road section is also important to analyze vehicles’ maneuver in such traffic (i.e. traffic stream with weak lane discipline). Therefore, the present study is about the observation of lateral movements of vehicles over different types of roads in three metropolitan cities of India (Kolkata, Mumbai and Pune) under moderate traffic conditions. Lateral acceleration variation of five different types of vehicles (SUV cars, Sedan cars, Hutch Back cars, motorized three wheeler and two wheeler) have been recorded to investigate its relationship with vehicles longitudinal characteristics (i.e. longitudinal speed) in Indian heterogeneous and weak lane disciplined traffic. Lateral acceleration values quickly rises with initial increase in speed afterward lateral acceleration values reduces with further increase in vehicles longitudinal speed. Impact of vehicle type and locations on the lateral maneuvering of vehicles have also been studied