1

MIXED FLOW OBSERVATION USING VIDEO CAMERAS ON PROBE VEHICLES: A

CASE STUDY IN HO CHI MINH CITY

L.X. NGUYEN a, T. SEO a, V.H. TAN b, T. KUSAKABE a and Y. ASAKURA a

a
Department of Civil and Environmental Engineering,
Tokyo Institute of Technology, Japan
Email: nxlong@plan.cv.titech.ac.jp
b
Department of Civil Engineering, Ho Chi Minh City University of Technology, Vietnam
Email: vhtan@hcmut.edu.vn

ABSTRACT

A traditional observation technology of fixed point observation using CCTV camera to observe the
mixed traffic flow formed by cars and motorcycles requires a high density of fixed cameras installed
along arterial roads; therefore, it needs the high costs of infrastructure installation and operation.
Recently, a probe-based estimation method was developed based on a new type of probe vehicle that
observes its position and its spacing using on-vehicle equipment, such as video camera without
additional infrastructure cost. This research makes an attempt to apply the method to observing the
mixed traffic flow. A survey was conducted at an arterial road including a 1.5 km pre-determined
route with nine signalized intersections in Ho Chi Minh City, as a case study. Based on the observed
data, validation of estimating state of traffic flow was examined and the traffic flow characteristics
such as fundamental diagrams were estimated and discussed.

Keywords: Mixed flow; Probe vehicle; spacing; Traffic state estimation;

Subject area: (Please put a “X” as appropriate, you may choose more than one)

a) Transportation Infrastructure and Built Environment

b) Sustainability Issues in Transportation
X c) Transportation Surveys
d) Travel Behavior Modeling
X e) Technology, Transportation and Telecommunications
f) Logistics and Supply Chain Management
g) Transport Dynamics
h) Others

Submission for HKSTS Outstanding Student Paper Award (You are a postgraduate student and the
sole author of the paper): (Please put a “X” as appropriate)
Yes X No
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1. INTRODUCTION

Traffic data collection to observe state of traffic flow (flow rate, speed and density) is every important
to understand characteristics of traffic flow and to propose many traffic management measures for
traffic control and road safety. In this research, we focus on the observations of the mixed traffic flow
formed by cars and motorcycles which is very popular in many Asian cities of developing countries.
Under the mixed traffic conditions, motorcycles in small sizes which do not need to follow the lane
disciplines, could travel alongside with lane-based driving cars (Branston, 1977), follow obliquely a
lead cars with short headways (Robertson, 2002), swerve away to overtake or to avoid collision with
the preceding cars (Nguyen et al., 2012; Lee et al., 2009). Therefore, the occurrences of motorcycles
may weaken the lane discipline of the cars and could make state of traffic difficult to be observed. For
example, loop detectors which count the traffic in terms of lane, may not be used to collect data of the
mixed traffic.

A traditional technology of fixed point observation using CCTV camera has been applied to
monitoring mixed traffic flow. The video images from fixed cameras were analyzed to identify
different types of vehicles in the mixed flow (Mallikarjuna, 2009). The advantages of the video
recording method are that the video footage could be copied and reviewed repeatedly and the data
collected are not affected by the presence of the observers. However, a camera is only useful for a
measurement over a short road segment, around 500m (Lee, 2008). If the observers intend to measure
seamlessly the traffic states of the whole targeted road, high density of fixed cameras should be
installed along the road. Consequently, it is almost impossible to exploit this technology due to the
high costs of infrastructure installation and operation, especially in the cities of the developing
countries.

Another technology of floating point observation using floating cars equipped with wide variety of
sensors has been introduced to collect data (Zito et al., 1995; Olsen and Wierwille, 2001; Herrera et
al., 2010). The floating cars, namely probes, are asked to run in the traffic flow and directly collect the
data of the traffic flow in terms of sensors employed. Many types of sensors developed in automotive
engineering field could be used to acquire information of position, speed or spacing. Recently, the
new methods have relied on a new type of probe vehicle that observes spacing with the preceding
vehicles using a sensor of spacing measurement, such as video camera (Yokoi et al., 2013). Seo et al.
(2013) proposed the probe-based estimation method that can acquire flow, density and speed. The
advantages of using the probe vehicle are (1) ability to observe a large-scale traffic network because
no additional infrastructure on the road network is required; (2) ability to acquire volume-related
traffic flow variables, such as flow rate and density. Results from a field experiment on an urban
expressway in Tokyo showed that this probe-based estimation method has capability of estimating
flow and density in car-only traffic flow (Seo et al., 2014).

This research makes an attempt to apply the probe-based method using floating video camera to
observing the mixed traffic flow in consideration of two different types of vehicle: 1) car and 2)
motorcycle. In the scope of this research, it focuses solely on estimating state of the car flow under the
mixed traffic conditions with the presence of motorcycles in the car lanes. The estimation results such
as time-space diagram, density-flow relation for the car flow are shown and effects of motorcycles on
these results are analyzed. The reason for the scope is that images recorded by cameras may not
capture all motorcycles running between the probe car and the preceding car; especially, when density
of motorcycle is high, many motorcycles are overlapped from the view of the probe car. In the next
chapter, a survey conducted at an arterial road with signalized intersections in Ho Chi Minh City is
described as a case study. The survey collected vehicle positioning data at 15-second intervals by
running probe cars on the route for an hour. Video images of other vehicles in front of probe cars
were also captured to measure spacing between them. Then, the process of handing data collected
from the probe taxis is explained. Traffic states of car flow including density and flow rate of car were
estimated from the collected probe vehicle data; then they were compared to the real data of flow rate
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monitored by fixed cameras at two different locations. Effects of motorcycle on traffic states of the
car flow such as fundamental diagrams are analyzed and discussed.

2. TRAFFIC SURVEY: A CASE STUDY IN HO CHI MINH CITY

The objective of the probe-vehicle experiment is to validate the feasibility of the traffic-state
estimation method utilizing probe vehicles with a spacing measurement equipment, to monitor traffic
flow. Ho Chi Minh City was selected to conduct the experiment because its high rate of motorcycle in
the mixed traffic flow formed by the car and the motorcycle.

2.1 Probe vehicle equipped with video camera

The research used a taxi as a probe vehicle, equipped with a GPS logger (I-ODATA) and a video
camera (Contour ROAM). A GPS logger is put inside the taxi to log GPS coordinates at every time
interval of 15 seconds to a file. Then a logger application opens the file to provide data of position,
speed. The camera is fixed on the dashboard of the front passenger seat. Movies will be recorded by
the taxi-mounted camera. The images in the movies contain information utilized for measuring
distances between the probe vehicle and other preceding vehicles.

2.2 Survey location with the mixed traffic flow

Pasteur Str. located in central area of Ho Chi Minh City was chosen for the survey location, as shown
by the red line in Figure 1. The experimental road is a one-way road with 3 lanes: two outer lanes for
cars and one inner lane for motorcycles. Cars and motorcycles could share their lanes. The road
segment is approximately 1.5 km long with 7 signalized intersections and high traffic demand. The
speeds during congested hours vary from 0–30 km/h. The fixed cameras were set at two different
places on the both sidewalk of the road, as illustrated by yellow circles. A taxi was asked to run from
the starting point to the ending point of the experimental road on Pasteur Str., went back to the starting
point by running on Nam Ky Khoi Nghia Str. parallel to this road, as sketched by the blue lines.

End

Start
Figure 1. A survey location

2.3 Survey process

The survey was conducted on March, 7th 2014 for 1.5 hours from 4:00 pm to 5:30 pm in the dry
weather. Ten taxis equipped with video cameras and GPS loggers gathered on the Tan Cang parking
area near the starting point of the survey location. When the experiment started at 4:00pm, one taxi
ran after another by the time headway of 5 minutes. In addition, 4 fixed cameras on the sidewalk were
used to observe the traffic flow in order to measure the ground truth traffic state (Figure 2). After a
4

taxi finished the running course on the Pasteur Str., it went back to the starting point through the
supporting roads parallel to the experimental road to begin the next round. When the experiment
ended at 5:30, all the taxis were asked to leave the course at the same time and returned to the parking
area.

Related to behaviors of taxi drivers, they were asked to run as usual. It means that each driver could
run with their desired speed when the traffic flow is free, or overtake the preceding vehicles to attain a
higher speed when traffic become congested. Therefore, the driving behaviors of the probe taxis are
similar to that of non-probe vehicles and probe taxis are randomly distributed in the survey road
sections at a certain density rate.

Taxi (probe vehicle)

Equipped with video camera and GPS logger.
Observes its position and spacing to leading vehicle .

Start Goal
Roadside observer
Observes traffic state (q, k, v) of the road by using video camera

Figure 2. Probe vehicles and cameras on the sidewalk

3. DATA PROCESSING

This chapter explains the process of handing data collected from the probe taxis. There are two types
of data in the survey. The GPS data recorded by GPS loggers will be converted to positioning data.
The video clips taken by cameras installed in the taxis will be used to extract spacing data by the
manual imaging processing system.

3.1 Positioning data

The files in GPS loggers are opened to get latitude and longitude GPS coordinates of probe taxis in
every 15 seconds. From the digital map data, the latitude and longitude of the Pasteur str. are also
obtained. Then GPS positioning point of a taxi will be mapped to Pasteur str. based on the shortest
distance. By the GPS positioning data, the vehicle trajectories and driving directions are found on the
map. At last, speed of probe taxis at the map-matching points will be calculated.

3.2 Spacing data

Many techniques for measuring spacing by using the relationship between the size of vehicle image
and real spacing were developed. Errors of the camera-based measurement may come from lens
distortion. To avoid these errors, lens distortion was corrected manually. Then the research applied the
equation to calculate spacing s between the rear of the preceding vehicle and the rear of the probe taxi,
as shown in Figure 3. The images of video are extracted from video clips in every 15 seconds. The
research classified types of vehicle into the car and the motorcycle to acquire spacing data.
 5

target
vehicle

Real world lens

Camera
θ0

camera film (image) p

p0

Figure 3 A sketch of the relationship between the size of vehicle image and real spacing

If the preceding vehicle is a car on the same lane or on the adjacent lane, spacing s is estimated by
measuring manually the width of the preceding car image, p obtained by clicking on the two end
points of the rear, then applying the following equation (1) as follows:

2 wp0
s l (1)
p tan( 0 / 2)

where,
w : The actual width of the preceding car, 1.7 [m]
p0 : The width of the image, 1738 [pixel]
p : The width of the preceding car image [pixel]
 0 : The horizontal field of view, 2.078 [Rad]
l : Vehicle length of the probe, 5 [m]

In the case of motorcycle, the longitudinal distance by from the head of a probe taxi to the rear of a
motorcycle is estimated by measuring manually the height of motorcycle, h taken by clicking on the
head of motorcycle driver and the road surface, as shown in equation (2).

2hph 0
by  (2)
ph tan( h 0 / 2)
where,
h : The actual height of the motorcycle, 1.5 [m]
ph0 : The height of the image, 814 [pixel]
p : The height of the motorcycle image [pixel]
 h0 : The vertical field of view, 1.349 [Rad]

It is noted that the measurement of the height of motorcycle could provide a better accuracy of
spacing than the one of the width of motorcycle. The reason is that the width is too short to be
measured exactly. The lateral distance by from a midpoint of the head of a car to a motorcycle is
estimated by measuring distance from the midpoint of the image to the rear of motorcycle, d
following equation (3)

2dby
bx  (2)
p0 tan( 0 / 2)
where,
d : distance from the midpoint of the image to the rear of motorcycle [pixel]

The values of p, h, d are measured manually in the ordinary case. However, when the preceding
6

vehicle does not exist or too far to be detected, spacing is referred to as s = 100 m.

4. RESULTS AND ANALYSIS

4.1 Survey results

As a result, all the probe taxis made up to 28 rounds within 1.5 hours. Number of the probes were 14
taxis/h compared to total car traffic of 600 vehicle/h measured from the fixed cameras on the sidewalk.
It means that the ratio of the probe taxis to all the car vehicles travelling on the survey location at a
certain time (the composition ratio of probe vehicles) is around 2.3%.

The positions of taxies probes recorded by GPS loggers every 15 seconds are illustrated as in Figure 4.
Points and continuous line represent GPS positioning points of a probe and the experimental road
segment. It is shown that data of GPS positioning could be used to map the position of probe taxis to
the survey road in an acceptable accuracy. The time-space plots of the probe trajectories are shown in
Figure 5. The periodical occurrences of queues, queue discharge in the signalized intersections and
backward shockwaves are clearly found. The average speed calculated by the slope of the trajectory
curves is approximately 5.5 km/h.

Figure 4. GPS positioning point of probe taxis

Figure 5. Time-space of taxi probes

The images of the preceding vehicles on the three lanes are taken by cameras installed inside the
 7

probe as shown in Figure 6. The measurement of spacing to one preceding car on the same lane, one
preceding car on the adjacent lane and one nearest motorcycle to the probe taxi is conducted. It is
noted that from the view of the probe taxi, some farther motorcycles are hidden by nearer motorcycles
and hence, it is difficult to measure spacing to all motorcycles running in a road segment between the
probe taxi and the preceding car. Therefore, the research chose a nearest motorcycle staying in the
similar lane with the probe taxi as a most influential motorcycle for analyzing the effect of the
presence of the motorcycle on state of the car flow.

Figure 6. An image recorded by a vehicle-mounted camera

The images of vehicles crossing at a sidewalk are captured by the fixed cameras as represented in
Figure 7. From these images, the cumulative number of car is counted over the time. This number is
used as a real value to compare with estimation value in the validation of estimating state of traffic
flow.

Figure 7. An image from a fixed camera on the sidewalk

4.2 Estimation of state of the car flow

The method of estimating the car traffic flow and density was developed by Seo et al. (2013). Figure 8
shows a time-space diagram describing the concept of the method, where solid lines represent probe
vehicles’ trajectories and dashed lines represent non probe vehicles’ ones. At time t0, spacing data
obtained from observations of probe vehicles n0, n0-1, …, n0-Δn is used to estimate time-independent
traffic state described by the number of car existing between probe vehicle n0 and n0-Δn). Then, the
number of car is updated by applying Kalman filter based on the flow conservation law assuming that
the number of vehicles at a present time t0 is equal to the one at a previous time t0-Δt. The calculation
will be repeated at next time t0+Δt. The method assumed that spacing s is distributed by exponential
probability distribution of which mean value is the inverse of density k of correspond space and of
which minimum is 0. Therefore, density k is acquired using maximum likelihood estimation. The
traffic flow is estimated by a product of density and the mean speed of the probe taxis.
8

Probe vehicle
n0-Δn
Space

Observation data

Time-independent
estimation
Observation data
Estimated
Time-independent traffic state
estimation
Probe vehicle
n0
Estimated
traffic state
Previous
time step’s
traffic state
Time
t0-Δt t0 t0+Δt

Figure 8. Concept of estimating the car traffic state

The results for state of the car traffic estimation with a resolution of space resolution = 100 m × time
resolution = 10 min are shown in Figure 9. In general, the car flow is congested all over the road. The
average speed measured by probe taxis is 5.94 km/h. The maximum values of density is in the range
of 180 - 200 car/km and especially near the two signalized intersections, 600 m and 1400 m away
from the starting point.

Figure 9. Time-space plots of speed and density

The density –flow diagram is plotted at a location on the experimental road every 100 m (Figure 10).
The plotted points of density – flow rate are scattered in a large range. It is explained by the influences
of estimation error from the method, the traffic signal and the presence of motorcycle in the mixed
flow. To reduce effects of the traffic signal, data used in the diagram was aggregated in ten minutes.
 9

Figure 10. Density – flow plot

To examine the effect of estimation error, the cumulative number of car traffic counted from the fixed-
point observation cameras (ground-truth value) is compared to the estimated one at two different
locations, as illustrated in Figure 11. It is shown that traffic rate is estimated with a good accuracy to
some extent even though it is slightly overestimated by 20% at the first location of 800 m and 13% at
the second location of 1350 m. Therefore, it could be concluded that the effect of estimation error on
the results of scattered points of density – flow is small.

Figure 11. Cumulative number of cars observed by fixed cameras on the sidewalk
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4.3 Effect of motorcycles on the density of car flow

It is assumed that under the mixed situation many motorcycles move in front of a probe taxis on the
same lane; hence, spacing between a preceding car and a probe taxi becomes longer. This assumption
is natural. The research chose a nearest motorcycle running on the similar lane with a probe taxi for
analyzing the effect of the presence of motorcycle on state of the car flow.

The number of images (or samples) capturing a motorcycle running on the similar lane to a probe taxi
is counted in every 100 m as shown in Table 1. The mean speed every 100 m is also calculated using
speed data observed by GPS loggers. It is shown that the mean speed of the car flow decrease towards
downstream the experimental road.

Table 1. Number of samples and mean speed every 100 m

Location [m] 0 – 100 100 - 200 200 - 300 300 - 400 400 - 500 500 - 600 600 - 700
Number of samples with
16 41 17 27 19 37 27
motorcycle [veh]
Mean speed [km/h] 12.0 11.6 13.1 11.4 4.8 3.6 8.3

700 – 800 800 - 900 900 – 1000 1000 - 1100 1100 - 1200 1200 - 1300 1300 - 1400 1400 - 1500
40 55 29 31 67 84 42 130
7.4 5.5 6.9 3.1 3.0 6.3 5.8 4.5

From the density-flow diagram in Figure 10, there is a tendency that the car flow rate is getting lower
when moving downstream the road. The reason for this is that the relative longitudinal distances y
between motorcycles and probe taxis become smaller at the downstream as shown in Figure 12. For
example, when the flow rate is greater than 1500 car/h at location 0 – 100 m, location 200 – 300m and
location 300 – 400 m, the minimum distances are greater than 3 - 4 m. On the contrary, the flow rate
becomes lower at other locations where the minimum distances are greater than 1 - 3 m.

The density-flow diagram in Figure 10 shows that density at locations near intersections varies in a
wider range of 50 veh/km to 150 veh/km. For example, locations (100 – 200 m, 200 – 300 m, 500 –
600 m, 1000 – 1100 m, 1200 – 1300 m, 1300 – 1400 m and 1400 – 1500 m) near or inside big
signalized intersections show the greater number of motorcycle on the left side than the next locations
upstream (Figure 12). It can be explained that when motorcycles turns left at the intersection, they
have to move from the right side to the left side of the car lane and cars often reduce speed to give
way for the motorcycle; as a result, the density of car flow decreases significantly.
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Figure 12 Relative position of motorcycle to probe taxi

4.4 Characteristic of distance between car and motorcycle

The research examines the characteristic of distance between car and motorcycle under mixed
conditions. It is assumed that a car always keep a safety distance when running behind a motorcycle.
This safety distance is considered to be the longitudinal distance y to a nearest motorcycle running on
the similar lane with a car, as explained in Figure 12. Here, the relationship between the mean
distance and the speed is a focus. Figure 13 plots the mean distance against the speed every 100 m.
The relationship could be classified into 3 types: (1) distance is constant; (2) distance increases with
speed; (3) distance increases with low speed and decreases with high speed. In type (1), the mean
speed is very low, less than 4.0 km/h at location 500 – 600 m, 1000 – 1100 m and 1100 – 1200 m (see
Table 1). It can be said that a car seems to keep a constant distance of around 5 m at low speed of 4.0
km/h. For type (2), a car keeps a distance proportional to speed when the speed is high. The
12

relationship in type (3) could be explained by the combination of the relationship in type 2 and the
effect of traffic lights on the nearby intersections. It means that a car maintains a distance proportional
to speed when the speed is high and keeps a shorter distance to pass an intersection. It makes sense
because many cars were observed to follow the preceding motorcycles or cars in very short distance
to avoid stopping for a traffic signal in an intersection.
0 - 100 m 100 - 200 m 200 - 300 m 300 - 400 m 400 - 500 m
25 25 25 25 25

20 20 20 19.0 20 20
17.4
Mean distance [m]

Mean distance [m]

Mean distance [m]

Mean distance [m]

Mean distance [m]
15 15 13.9
15 15 15
10.6 11.2 11.8
10.2 10.8
8.8 8.9 9.1 9.4 9.7
10 10 7.6 7.8 10 10 10 8.2
5.9 6.4 6.7 6.1 7.1
4.5 4.8 5.6
5 5 5 5 5

0 0 0 0 0
0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30
Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h]

500 - 600 m 600 - 700 m 700 - 800 m 800 - 900 m 900 - 1000 m
25 25 25 25 25

20 20 20 20 20

Mean distance [m]

Mean distance [m]
Mean distance [m]

Mean distance [m]

Mean distance [m]

15 15 15 15 15

9.4 8.3 8.6 8.8

10 10 7.5 8.3 10 10 7.7 7.5 10
6.7 6.2 6.9 6.4 6.6 6.5 7.0 6.8
4.7 5.5 5.5 5.3 5.7
4.0 4.5
5 5 5 3.3 5 5

0 0 0 0 0
0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30
Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h]

1000 - 1100 m 1100 - 1200 m 1200 - 1300 m 1300 - 1400 m 1400 - 1500 m
25 25 25 25 25

20 20 20 20 20
Mean distance [m]
Mean distance [m]

Mean distance [m]

Mean distance [m]

Mean distance [m]

15 15 15 15 15 12.4

10 10 8.4 8.4 9.2 8.4

10 10 10 7.6
7.3 6.8 6.5 6.6 6.6
5.2 5.2 5.2 5.4 6.2 6.1 6.3 5.9
5.4 5.4
4.4
5 5 5 5 5

0 0 0 0 0
0-5 5-10 10-15 15-20 20-25 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30 0-5 5-10 10-15 15-20 20-25 25-30
Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h] Speed [km/h]

Figure 13. Mean distance – speed relationship

5. CONCLUSIONS

This research applied the new method utilizing probe vehicles with spacing measurement equipment
to monitor the mixed traffic flow. The feasibility of the traffic-states estimation method under the
mixed traffic conditions was examined. A survey was conducted at an arterial road including a 1.4 km
pre-determined route with nine signalized intersections in Ho Chi Minh City. For validation purpose,
traffic flow monitored by fixed cameras is compared to the estimated data obtained from the method.

It was found that the method could observe mixed traffic flow on the whole route and estimate state of
traffic flow with a certain accuracy. The density – flow diagram of the car flow were estimated. It
showed that the plotted points of density – flow are scattered in a large range. This effect was
explained by the presence of motorcycles in the car lanes and traffic lights at intersections. Under the
mixed situation, many motorcycles move into the car lane and hence, the spacing to a preceding car
becomes longer. A car seems to keeps a constant distance to a motorcycle at a low speed, a distance
proportional to speed at a high speed and maintain a shorter distance when crossing intersection to
avoid a stop for traffic signal.

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