ROAD TRAFFIC DATA COLLECTION

AND APPLICATIONS

1. INTRODUCTION
Unlike many other disciplines of the engineering, the situations that are interesting to a traffic
engineer cannot be reproduced in a laboratory. Even if road and vehicles could be set up in
large laboratories, it is impossible to simulate the behavior of drivers in the laboratory.
Therefore, traffic stream characteristics need to be collected only from the field. There are
several methods of data collection depending on the need of the study. Traffic engineers and
planners need information about traffic. They need information to design and manage road
and traffic system. They use the information for planning and designing traffic facilities,
selecting geometric standards, economic analysis and determination of priorities. They use
this to justify warrant of traffic control devices such as signs, traffic signals, pavement
markings, school and pedestrian crossings. They also use this information to study the
effectiveness of introduced schemes, diagnosing given situations and finding appropriate
solutions, forecasting the effects of projected strategies, calibrating and validating traffic
models.
The project report represents traffic studies or surveys are carried out to analyze the traffic
characteristics. These studies help in deciding the geometric design features, traffic
monitoring, traffic control and management, traffic enforcement, traffic forecasting, model
calibration and validating etc.
The traffic studies we carried out are:
(a) Traffic volume study
(b) Speed studies
1. Spot speed study
2. Speed and delay study

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2. ROAD TRAFFIC DATA COLLECTION METHODS:

CONVENTIONAL "IN-SITU" TECHNOLOGIES

Broadly speaking, "in-situ" technologies refer to traffic data measured by the means of
detectors located along the roadside. Generally, traffic count technologies can be split into
two categories: the intrusive and non-intrusive methods. The intrusive methods basically
consist of a data recorder and a sensor placing on or in the road. They have been employed
for many years and the most important ones are briefly described here after:

• Pneumatic road tubes: Rubber tubes are placed across the road lanes to detect vehicles
from pressure changes that are produced when a vehicle tyre passes over the tube. The pulse
of air that is created is recorded and processed by a counter located on the side of the road.
The main drawback of this technology is that it has limited lane coverage and its efficiency is
subject to weather, temperature and traffic conditions. This system may also not be efficient
in measuring low speed flows.

• Piezoelectric sensors: The sensors are placed in a groove along roadway surface of the
lane(s) monitored. The principle is to convert mechanical energy into electrical energy.
Indeed, mechanical deformation of the piezoelectric material modifies the surface charge
density of the material so that a potential difference appears between the electrodes. The
amplitude and frequency of the signal is directly proportional to the degree of deformation.
This system can be used to measure weight and speed.

• Magnetic loops: It is the most conventional technology used to collect traffic data. The
loops are embedded in roadways in a square formation that generates a magnetic field. The
information is then transmitted to a counting device placed on the side of the road. This has a
generally short life expectancy because it can be damaged by heavy vehicles, but is not
affected by bad weather conditions. This technology has been widely deployed in Europe
(and elsewhere) over the last decades. However, the implementation and maintenance costs
can be expensive.

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• Manual counts: This method employs a field team to record traffic volume on the
prescribed record sheets. By this method it is possible to obtain data which cannot be
collected by mechanical counters such as vehicle classification, turning movement and counts
where the loading conditions or number of occupants are required. However it is not
practicable to have manual counts for 24 hour of the day and all days round the year. Hence
in this project we have observed, performed and calculated the traffic volume of a road
section in peak hour and so it termed as hourly traffic volume data. This method is very
commonly adopted due to the specific advantage over other methods.

• Passive and active infra-red: The presence, speed and type of vehicles are detected based
on the infrared energy radiating from the detection area. The main drawbacks are the
performance during bad weather, and limited lane coverage.

• Passive magnetic: Magnetic sensors are fixed under or on top of the roadbed. They count
the number of vehicles, their type and speed. However, in operating conditions the sensors
have difficulty differentiating between closely spaced vehicles.

• Microwave radar: This technology can detect moving vehicles and speed (Doppler radar).
It records count data, speed and simple vehicle classification and is not affected by weather
conditions.

• Ultrasonic and passive acoustic: These devices emit sound waves to detect vehicles by
measuring the time for the signal to return to the device. The ultrasonic sensors are placed
over the lane and can be affected by temperature or bad weather. The passive acoustic
devices are placed alongside the road and can collect vehicle counts, speed and classification
data. They can also be affected by bad weather conditions (e.g. low temperatures, snow).

• Video image detection: Video cameras record vehicle numbers, type and speed by means
of different video techniques e.g. trip line and tracking. The system can be sensitive to
meteorological conditions.

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Mechanical counters

Mechanical count boards consist of counters mounted on a board that record each direction of
travel Common counts include pedestrian, bicycle, vehicle classification, and traffic volume
counts. Typical counters are push button devices with three to five registers. Each button
represents a different stratification of type of vehicle or pedestrian being counted. The limited
number of buttons on the counter can restrict the number of classifications that can be
counted on a given board. A watch or a stopwatch is also necessary with this method to
measure the desired count interval.

Fig: Mechanical Counting Board

Fig: Pneumatic Road Tube and Recorder

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3. TRAFFIC VOLUME STUDY
Traffic volume is the number of vehicle crossing a section of road per unit time at any
selected period. Traffic volume is used as a quantity measure of flow; the commonly used
units are vehicles per day and vehicles per hour. A complete traffic volume study may
include the classified volume study by recording the volume of various types and classes of
traffic, the distribution by direction and turning movement and the distribution on different
lanes per unit time. The objective and uses of traffic volume studies are given below:

(a) Traffic volume is generally accepted as a true measure of the relative importance of
roads and in deciding the priority for improvement and expansion.
(b) Traffic volume study is used in planning traffic operation and control of existing
facilities and also for planning and designing the new facilities.
(c) The study is used in the analyses of traffic pattern and trends.
(d) Classified volume study is useful in structural design of pavement, in geometric
design and in computing roadway capacity.
(e) Volume distribution study is used in planning one way street and other regulatory
measures.
(f) Turning movement study is used in the design of intersection, in planning signal
timings, channelization and other control devices.
(g) Pedestrian traffic volume study is used for planning sidewalks, cross walks subways
and pedestrian signals.

There are variations in traffic flow from time to time. Hourly traffic volume varies
considerably during a day; the peak hourly volume may be much higher than average hourly
volume. Daily traffic volumes vary considerably in a week and there are variations with
season. Hence if a true picture is to be obtained, the hourly traffic volume should be known
along with the patterns of hourly, daily and seasonal variation. In classified traffic volume
study, the traffic is classified and the volume of each class of carts, cycles and pedestrians are
found separately. The direction of each class of traffic flow is also noted. At intersections the
traffic flow in each direction of flow including turning movements are recorded.

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3.1 Presentation of traffic volume data
The collected during the traffic volume studies are sorted out and are presented in any of the
following forms depending upon the requirements.

(a) Annual average daily traffic (AADT or ADT) of the total traffic as well as classified
traffic are calculated. This helps in deciding the relative importance of a route and in
phasing the road development programme. In order to convert the different classes to
one class such as passenger car, conversion factor known as Passenger Car Units
(PCU).
(b) Trend chart showing volume trends over period of year are prepared. These data are
useful for planning future expansion, design and regulation.
(c) Variation chart shows hourly, daily, and seasonal variation are also prepared. These
data are useful in deciding the facilities and regulation needed during peak traffic
periods.
(d) Traffic flow maps along the routes, (the thickness of the lines representing the traffic
volume to any desired scale) are drawn. These helps to find out the traffic volume
distribution at a glance.
(e) Volume flow diagram at intersections either drawn to a certain scale or indicating
traffic volume as shown in fig are prepared, thus showing the details of crossing and
turning traffic. These data are needed for intersection design.
(f) Thirtieth highest hourly volume or the design hourly volume is found from the plot
between hourly volume and number of hours in a year that the traffic volume is
exceeded. See fig the thirtieth hourly volume is the hourly volume that will be
exceeded only 29 times in a year and all other hourly volumes of the year will be less
than this value. The highest or peak hourly volume of the year will be too high that it
will not be economical to design the facilities according to this volume. This annual
average hourly volume (AAHV) found from AADT will not be sufficient during
considerable period of year. The high facilities designed with capacity for thirtieth
highest hourly traffic volume in the assumed year is found to be satisfactory from
both facility and economic consideration.

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 Table: Uses of Traffic volume studies
General Traffic design Traffic studies
Highway classification and Capacity requirements and Daily, weekly, monthly,
budget allocation geometric design distribution of volume on
road network
Highway user trends Accident rates Classified volume for
design of roads and
terminals
Planning Economic computation Structural design
Checking traffic Traffic and environmental Noise and pollution
management
Calculation and scaling Traffic control Parking
surveys

Table: Tentative Equivalency factor suggested by the IRC for urban roads

Sr.No Vehicle class Equivalency

factor
1 Passenger car, tempo, auto rickshaw, agricultural tractor 1.0
2 Bus, truck, agricultural tractor-tailor unit 3.0
3 Motor cycle, scooter, and pedal cycle 0.5
4 Cycle rickshaw 1.5
5 Horse drawn vehicle 4.0
6 Small bullock cart and hand cart 6.0
7 Large bullock cart 8.0

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3.2 OBSERVED HOURLY TRAFFIC VOLUME

The hourly traffic volume is observed manually in the peak hours, i.e. in the morning 9.00am
to 11.00am and in the evening 5.00pm to 7.00pm. There are two distinct peaks, one in the
morning 9 to 11am and other in the evening at about 5 to 7p.m. these includes mainly work
trip which are relatively stable in time and insensitive to change from day-to-day and to
weather and other travel condition. The traffic volume is observed in the different section of
the roads of Wardha city, Dist- Wardha (Maharashtra) and the volume per hour is calculated.
In the observation all the type of vehicles such as two wheeler, three wheeler, bus, truck,
cycle, cycle rickshaw, tractor, trolley are considered. The studies are made in good and
normal weather condition. The unit representing the volume of the section is Passenger Car
Unit.

The hourly traffic volumes usually required within cities are used for:

(a) Determining deficiency in capacities, geometric designs, etc.

(b) Determining number and width of lane
(c) Parking demands
(d) Planning traffic control (Traffic signs, signals, timing of signals, etc.)
(e) Location of interchanges.

Following are the locations where hourly traffic volume is observed:-

1. Vehicles moving from Wardha main road to Aarti Square near Shivaji Square.
2. Vehicles moving from Aarti Square to Wardha main road near Shivaji Square.
3. Vehicles moving from Wardha main road to Aarvi naka near Shivaji Square.
4. Vehicles moving from Aarvi naka to Wardha main road near Shivaji Square.
5. Vehicles moving in all directions around Bajaj square.

Page 8 of 42
OBSERVATION NO: 1
Location: Vehicle moving from Wardha Main Road to Aarti Square, near Shivaji Square
Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 9 5 2 120 44 20 1 3
9.30am
9.30- 17 2 3 200 50 25 2 5
10.00am
10am- 20 4 0 300 40 24 0 7
10.30am
10.30am- 18 2 1 190 29 18 0 2
11.00am
TOTAL 64 13 6 810 163 87 3 17

Now, summing up the total number of vehicles after multiplying with their respective PCU
(64 ×1) + (13 ×3) + (6 ×3) + (810 ×0.5) + (163 ×1.5) + (87 ×0.5) + (3 ×3) + (17 ×1.5)
Total volume = 2

= 425 PCU per hr.

Location: Vehicle moving from Wardha Main Road to Aarti square

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 18 2 0 190 29 34 0 2
5.30pm
5.30- 20 3 2 200 40 40 0 7
6.00pm
6pm- 9 5 4 250 44 35 2 3
6.30pm
6.30pm- 17 7 5 300 50 20 1 5
7.00pm
TOTAL 64 17 11 940 163 129 3 17

Now, summing up the total number of vehicles after multiplying with their respective PCU
(64 ×1) + (17 ×3) + (11 ×3) + (940 ×0.5) + (163 ×1.5) + (129 ×0.5) + (3 ×3) + (17 ×1.5)
Total volume = 2

= 481 PCU per hr.

Page 9 of 42
 OBSERVATION NO: 2

Location: Vehicle moving from Aarti Square to Wardha main road, near Shivaji Square
Time: 9.00am-11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 29 3 2 225 32 72 0 3
9.30am
9.30- 27 3 3 360 39 142 1 2
10.00am
10am- 31 14 11 321 40 81 0 5
10.30am
10.30am- 38 18 19 334 37 94 1 6
11.00am
TOTAL 125 38 35 1240 148 389 2 16

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (125*1 + 38*3 + 35*3 + 1240*0.5 + 148*1 + 389*0.5 + 2*3 + 16*1.5)/2
= 670 PCU per hr.

Location: Vehicle moving from Aarti square to Wardha main road, near Shivaji Square
Time: 5.00pm-7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 33 2 2 230 38 76 1 4
5.30pm
5.30- 22 2 4 375 44 152 1 5
6.00am
6am- 33 18 15 318 37 86 0 7
6.30am
6.30am- 37 21 18 325 40 84 2 8
7.00am
TOTAL 125 43 39 1248 159 398 4 24

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (125*1+43*3+39*3+1248*.5+159*1.5+398*.5+4*3+24*1.5)/2
= 641 PCU per hr.

Page 10 of 42
 OBSERVATION NO: 3

Location: Vehicle moving from Wardha main road to Arvi naka, near Shivaji Square
Time: 9.00am-11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00 - 10 5 1 122 56 35 0 2
9.30am
9.30- 18 5 1 213 78 108 0 2
10.00am
10.00am- 22 2 2 197 110 148 0 1
10.30am
10.30am- 19 4 0 180 96 148 0 7
11.00am
TOTAL 69 16 4 712 340 439 0 12

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (69*1 + 16*3 + 4*3 + 712*0.5 + 340*1 + 439*0.5 + 0*3 + 12*1.5)/2
= 532 PCU per hr.

Location: Vehicle moving from Shivaji Square to Arvinaka

Time: 5.00pm-7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00 - 12 6 2 130 60 31 0 8
5.30pm
5.30- 17 6 1 220 84 110 0 6
6.00pm
6.00pm- 18 3 2 202 98 161 0 3
6.30pm
6.30pm- 21 3 1 186 107 142 0 6
7.00pm
TOTAL 68 18 6 738 349 443 0 23

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (68*1+18*3+6*3+738*.5+349*1.5+443*.5+23*1.5)/2
= 645 PCU per hr.

Page 11 of 42
OBSERVATION NO:4

Location: Vehicle moving from Aarvi Naka Road to Wardha main road

Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 20 2 0 120 50 15 0 2
9.30am
9.30- 10 0 0 250 70 20 0 0
10.00am
10am- 8 0 2 290 110 35 2 4
10.30am
10.30am- 5 3 3 300 20 5 1 0
11.00am
TOTAL 43 5 5 960 250 75 3 6

Now, summing up the total number of vehicles after multiplying with their respective PCU
(43 ×1) + (5 ×3) + (5 ×3) + (960 ×0.5) + (250 ×1.5) + (75 ×0.5) + (3 ×3) + (6 ×1.5)
Total volume = 2

= 492 PCU per hr.

Location: Vehicle moving from Aarvi Naka to Wardha main road

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 5 0 0 300 110 35 3 7
5.30pm
5.30- 7 5 2 280 50 20 0 3
6.00pm
6pm- 10 3 4 210 30 5 0 0
6.30pm
6.30pm- 15 2 1 180 25 2 1 2
7.00pm
TOTAL 37 17 6 970 215 62 4 12

Now, summing up the total number of vehicles after multiplying with their respective PCU
(37 ×1) + (17 ×3) + (6 ×3) + (970 ×0.5) + (215 ×1.5) + (62 ×0.5) + (4 ×3) + (12 ×1.5)
Total volume = 2

= 486 PCU per hr.

Page 12 of 42
OBSERVATION NO: 5.1
HOURLY TRAFFIC VOLUME AROUND BAJAJ SQUARE
Location: Moving out of Wardha main road towards Bajaj square.
Time: 9.00am – 11am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 25 6 17 336 116 94 1 17
9.30am
9.30- 20 5 7 360 89 86 1 13
10.00am
10:00 15 5 10 350 111 101 2 18
10.30am
10.30am 10 2 3 395 120 78 1 14
11.00am
TOTAL 70 18 37 1441 436 359 5 62

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (70*1+18*3+37*3+1441*.5+436*1.5+359*.5+5*3+62*1.5)/2
=940 PCU per hr.

Location: Moving out of Wardha main road towards Bajaj square.

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 46 6 11 336 116 94 1 17
5.30pm
5.30- 50 5 9 318 99 92 1 16
6.00pm
6pm- 31 5 12 300 126 101 2 13
6.30pm
6.30pm- 30 2 3 376 120 88 1 15
7.00pm
TOTAL 157 18 35 1330 461 375 5 61

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (157*1+18*3+35*3+1330*.5+461*.5+375*.5+5*3+61*1.5)/2
= 980 PCU per hr.

Page 13 of 42
OBSERVATION NO: 5.2

Location: Vehicle moving from Bajaj square to Wardha main road

Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 27 14 8 291 105 85 3 11
9.30am
9.30- 23 11 7 310 78 71 0 18
10.00am
10am- 29 13 4 301 86 69 0 4
10.30am
10.30am- 35 12 6 286 75 76 0 8
11.00am
TOTAL 106 50 25 1188 344 301 3 41

Now, summing up the total number of vehicles after multiplying with their respective PCU
(106 ×1) + (50 ×3) + (25 ×3) + (1188 ×0.5) + (344×1.5) + (301×.5) + (3×3) + (41 ×1.5)
Total volume = 2

= 810 PCU per hr.

Location: Vehicle moving from Bajaj square to Wardha main road

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 21 11 3 239 72 110 0 12
5.30pm
5.30- 19 12 0 299 81 92 0 18
6.00pm
6pm- 28 15 0 313 94 111 2 16
6.30pm
6.30pm- 22 14 4 309 80 105 0 14
7.00pm
TOTAL 90 52 7 1160 327 418 2 60

Now, summing up the total number of vehicles after multiplying with their respective PCU
(90 ×1) + (52 ×3) + (7 ×3) + (1160 ×0.5) + (327 ×1.5) + (418 ×0.5) + (2 ×3) + (60 ×1.5)
Total volume = 2

= 790 PCU per hr.

Page 14 of 42
OBSERVATION NO: 5.3
Location: Vehicles Moving out of Sewagram road toward Bajaj Square
Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3- Cycle Tractor Cycle

wheeler rickshaw
9.00- 14 18 11 234 144 77 1 21
9.30am
9.30- 20 14 8 337 120 60 3 18
10.00am
10am- 24 12 17 250 84 47 10 20
10.30am
10.30am- 20 19 14 321 96 98 1 22
11.00am
TOTAL 68 63 50 1142 444 282 15 81

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (68*1+63*3+50*3+1142*.5+444*1.5+282*.5+15*3+81*1.5)/2
=976 PCU per hr.

Location: Vehicles Moving out of Sewagram road towards Bajaj Square

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3- Cycle Tractor Cycle

wheeler rickshaw
5.00- 30 10 12 298 98 30 4 14
5.30pm
5.30- 26 14 15 290 105 45 2 9
6.00pm
6pm- 38 19 19 310 120 61 3 11
6.30pm
6.30pm- 26 15 5 200 73 31 3 7
7.00pm
TOTAL 120 58 51 1098 396 167 12 41

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (120*1+58*3+51*3+1098*.5+396*1.5+167*.5+12*3+41*1.5)/2
= 886 PCU per hr.

Page 15 of 42
OBSERVATION NO: 5.4

Location: Vehicles moving from Bajaj Square to Sewagram road

Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 19 8 4 183 146 71 4 24
9.30am
9.30- 17 4 1 205 132 65 3 22
10.00am
10am- 15 6 1 211 114 82 2 29
10.30am
10.30am- 18 3 2 219 88 71 2 27
11.00am
TOTAL 69 21 8 818 480 289 11 102

Now, summing up the total number of vehicles after multiplying with their respective PCU
(69 ×1) + (21 ×3) + (8 ×3) + (818 ×0.5) + (480 ×1.5) + (289 ×0.5) + (11×3) + (102 ×1.5)
Total volume = 2

= 756 PCU per hr.

Location: Vehicles moving from Bajaj Square to Sewagram road

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 29 6 3 193 126 65 2 12
5.30pm
5.30- 19 2 1 210 136 57 5 19
6.00pm
6pm- 24 4 2 225 98 3 4 14
6.30pm
6.30pm- 24 5 1 197 95 71 4 14
7.00pm
TOTAL 96 17 7 825 455 266 15 59

Now, summing up the total number of vehicles after multiplying with their respective PCU
(60 ×1) + (17 ×3) + (7 ×3) + (825 ×0.5) + (134 ×1.5) + (266 ×0.5) + (3 ×3) + (39 ×1.5)
Total volume = 2

= 724 PCU per hr.

Page 16 of 42
OBSERVATION NO: 5.5
Location: Vehicles moving towards Railway Station from Bajaj Square
Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3- Cycle Tractor Cycle

wheeler rickshaw
9.00- 33 06 4 328 71 98 0 38
9.30am
9.30- 18 3 7 344 101 121 1 35
10.00am
10am- 25 7 4 275 106 66 1 34
10.30am
10.30am- 22 5 6 316 110 109 1 40
11.00am
TOTAL 98 21 21 1263 388 394 3 147

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (98*1+21*3+21*3+1263*.5+388*1.5+394*.5+3*3+147*1.5)/2
= 932 PCU per hr.

Location: Vehicles moving towards Railway Station from Bajaj Square

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 47 7 12 403 117 150 1 24
5.30pm
5.30- 33 10 13 490 97 98 1 23
6.00pm
6pm- 27 8 11 348 113 110 2 29
6.30pm
6.30pm- 19 6 10 328 101 119 1 33
7.00pm
TOTAL 126 31 46 1569 428 477 5 109

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (126*1+31*3+46*3+1569*.5+428*1.5+477*.5+5*3+109*1.5)/2
= 1045 PCU per hr.

Page 17 of 42
OBSERVATION NO: 5.6

Location: Vehicle moving from Railway Station to Bajaj Square

Time: 9.00am-11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 22 12 8 209 69 30 5 26
9.30am
9.30- 18 6 5 194 58 49 2 41
10.00am
10am- 21 8 2 226 32 77 0 37
10.30am
10.30am- 17 3 3 252 62 43 0 64
11.00am
TOTAL 78 29 18 881 221 199 7 168

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (78*1 + 29*3 + 18*3 + 881*0.5 + 221*1 + 199*0.5 + 7*3 + 168*1.5)/2
= 627 PCU per hr

Location: Vehicle moving from Railway Station to Bajaj Square

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 26 7 4 205 56 42 1 32
5.30pm
5.30- 21 4 2 255 59 40 0 39
6.00pm
6pm- 29 5 3 390 79 72 0 55
6.30pm
6.30pm- 39 4 2 380 106 137 0 44
7.00pm
TOTAL 115 20 11 1230 300 291 1 170

Now, summing up the total number of vehicles after multiplying with their respective PCU
(115 ×1) + (20 ×3) + (11 ×3) + (1230 ×0.5) + (300 ×1) + (291 ×0.5) + (1 ×3) + (170 ×1.5)
Total volume = 2

= 763PCU per hr.

Page 18 of 42
OBSERVATION NO: 5.7
Location: Vehicles moving out of Sawangi Bridge towards Bajaj Square
Time: 9.00am-11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 60 17 28 283 140 134 11 19
9.30am
9.30- 52 8 19 400 121 144 5 11
10.00am
10am- 45 21 22 463 148 143 12 21
10.30am
10.30am- 40 19 28 583 142 120 8 20
11.00am
TOTAL 197 65 97 1729 551 541 36 71

Now, summing up the total number of vehicles after multiplying with their respective PCU
Total volume = (197*1 + 65*3 + 97*3 + 1729*0.5 + 551*1 + 541*0.5 + 36*3 + 71*1.5)/2
= 1292 PCU per hr.

Location: Vehicle moving out of Sawangi Bridge towards Bajaj Square

Time: 5.00a.m - 7.00a.m Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00to 66 14 15 312 109 120 6 31
5.30 am
5.30- 62 20 11 430 147 148 3 18
6.00am
6.00- 80 27 25 444 159 222 4 36
6.30am
6.30- 41 16 16 327 135 235 2 37
7.00am
TOTAL 249 77 67 1513 580 725 15 122

Now, summing up the total number of vehicles multiplying with their respective PCU
Total volume = (249*1+77*3+67*3+1513*.5+580*1.5+725*.5+15*3+122*1.5)/2
=1388 PCU per hr.

Page 19 of 42
OBSERVATION NO: 5.8

Location: Vehicle moving from Bajaj Square to Sawangi Bridge

Time: 9.00am - 11.00am Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
9.00- 29 8 4 283 110 73 3 4
9.30am
9.30- 22 4 2 215 137 81 5 2
10.00am
10am- 21 2 1 222 127 68 3 0
10.30am
10.30am- 27 3 1 292 91 76 6 5
11.00am
TOTAL 99 17 8 1012 465 298 17 11

Now, summing up the total number of vehicles after multiplying with their respective PCU
(99 ×1) + (17 ×3) + (8 ×3) + (1012 ×0.5) + (465×1.5) + (298 ×0.5) + (17 ×3) + (11 ×1.5)
Total volume = 2

= 780PCU per hr.

Location: Vehicle moving from Bajaj Square to Sawangi Bridge

Time: 5.00pm - 7.00pm Duration: 2hr

Time Car Bus Truck 2-wheeler 3-wheeler Cycle Tractor Cycle

rickshaw
5.00- 42 11 14 156 153 123 0 18
5.30pm
5.30- 35 19 12 181 127 111 5 17
6.00pm
6pm- 31 12 14 117 116 96 5 17
6.30pm
6.30pm- 27 13 29 122 104 80 2 23
7.00pm
TOTAL 135 55 69 576 500 410 12 75

Now, summing up the total number of vehicles after multiplying with their respective PCU
(439 ×1) + (122 ×3) + (69 ×3) + (1833 ×0.5) + (663 ×1) + (757 ×0.5) + (12 ×3) + (75 ×1.5)
Total volume = 2

= 945 PCU per hr

Page 20 of 42
 4. Spot speed study

Spot speed is the instantaneous speed of a vehicle over a location. There are two definitions
for the average of a series of spot speed measurements viz; space-mean speed and time-mean
speed. Space mean speed represents the average speed of vehicles in a certain road length at
any time. This is obtained from the observed travelled time of the vehicles over a relatively
long stretch of the road. Space-mean speed is calculated from:

𝟑.𝟔 𝒅𝒏
𝒗𝒔 =
⅀𝒕𝟏

Where𝑣𝑠 =space-mean speed in km/hr

d=length of road,

n=no. of individual vehicle observations

𝑡1 =observed travelled time (sec) for 𝑖 𝑡ℎ vehicle to travel distance.The average travel time of
all the vehicles is obtained the reciprocal of space mean speed.

Time-mean speed represents the speed distribution of vehicles at a point on the roadway
and it is the average of instantaneous speeds of observed values at the spot. Time-mean speed
is calculated from:

∑𝒏
𝒊=𝟏 𝒗𝒕
𝒗𝒕 =
𝒏

Where, 𝑣𝑡 =time mean speed, km/hr

𝑣𝑖 =observed instantaneous speed of 𝑖 𝑡ℎ vehicle km/hr

n=no. of vehicles observed

The space mean speed is slightly lower than time-mean speed under typical speed conditions
on rural highways.

Page 21 of 42
4.1 MEASUREMENT OF DISPERSION
The important measurement of dispersions is the standard deviation and the variance.
The variance of grouped frequency distribution is given by
̅̅̅2 × 𝑓𝑖
∑(𝑥𝑖 − 𝑥)
2
𝑠 =
∑ 𝑓𝑖 − 1
Where, s= variance

𝑥𝑖 = mid speed

𝑥̅ = arithmetic mean

𝑓𝑖 = frequency

Arithmetic mean
∑ 𝑥𝑖 𝑓𝑖
𝑥̅ =
∑𝑚
𝑖=1 𝑓𝑖

To obtain a measure of dispersion related to the mean, standard deviation is determined.

This is given by

Where, 𝜎𝑠 = √s = standard deviation

Page 22 of 42
4.2 Purposes of spot speed

Spot speed study may be useful in any of the following aspects of traffic engineering:

a) To use in planning traffic control and in traffic regulations.

b) To use in geometric design – for redesigning existing highways or for
deciding design speed for new facilities.
c) To use in accident studies.
d) To study the traffic capacity.
e) To decide the speed trends.
f) To compare diverse types of drivers and vehicles under specified conditions.

The spot speeds are affected by physical features of the road like pavement width, curve,
sight distance, gradient, pavement unevenness intersections and road side developments.
Other factor affecting spot speed are environmental conditions (like weather, visibility),
enforcement, traffic conditions, driver, vehicle and motive of travel.

There are a number of methods to measure spot speed. The spot speed may be obtained either
by finding the running speed of vehicles over a short distance of less than 50 meter or by
finding the instantaneous speed while crossing a section, depending on the method used. The
spot speeds of a few typical samples of vehicles are found during the sampling period of the
day, days of the week and months of the year.

Page 23 of 42
4.3 Methods of spot speed studies:

Manual method: It is used by the Central Road Research Institute; Delhi consists in using
stop watches and noting down the time. The distance between the two fixed points is divided
by the time.

Electric motor method: In this method, a condenser with an electric charge begins
discharging as the first impulse is recorded. The change gives directly by calibration.

Radar meter method: It is operated on the basis of Doppler effect, an electromagnetic wave,
which is deflected by the vehicle on the highway. The speed of the vehicle in relation to the
meter, changes the wave length and return to the receiving of the motor. This change is
calibrated to indicate speeds directly in the meter. A graphic recorder can be connected to the
meter, so that a permanent record of the speeds observed can be kept.

Enoscope method: One of the simplest methods of finding spot speed is by using enoscope
which is just a mirror box supported on a tripod stand. In its simplest principle, the observer
is stationed on one side of the road and starts a stopwatch when a vehicle crosses that section.
An enoscope is placed at a convenient distance of say 30 m, in such a way that the image of
the vehicle is seen by the observer when the vehicle crosses the section where the enoscope is
fixed and at this instant the stopwatch is stopped. Thus the time required for the vehicle to
cross the known length is found and is converted to the speed in km/hr. The main advantage
of this method is that it is simple and cheap equipment and is easy to use. The greatest
disadvantage is that the progress is as slow as it is difficult to spot out typical vehicles and the
number of samples observed will be less. There is also a possibility of human error.

Spaced photographic method: Picture of traffic streams are taken with a motion picture
camera operated by a constant speed motor. From this movie, the speed can be studied, the
speed of motor in the camera being constant.

Page 24 of 42
 4.4 Presentation of spot speed data:

a) Average speed of vehicles: From the spot speed data of the selected samples, frequency
distribution tables are prepared by arranging the data in groups covering various speed ranges
and the no. of vehicles in such range. The arithmetic mean is taken as the average speed. The
table gives the general information of the speed maintained on the section and also, regarding
the speed distribution table.

b) Cumulative speed of vehicles: A graph is plotted with the average speed of each speed
group on the X-axis and the cumulative percent of vehicles travelled at or below the
different speeds on the Y-axis. From this graph, the 85th percentile speed is found out which
gives that speed at or below 85 per cent of the vehicles are passing the point on the highway
or only 15 per cent of the vehicles exceed the speed at that spot. The drivers exceeding 85th
percentile speed are usually considered to drive faster than the safe speed under existing
conditions and hence this speed is adopted for the safe speed limit at this zone. However for
the purpose of highway geometric design, the 98th percentile speed is taken.

The 15th percentile speed represents the lower speed limit if it is desired to prohibit slow
moving vehicles to decrease delay and congestion, as 85 percent of vehicles to the stream
travel at speeds higher than these values and therefore need overtaking opportunities.

c) Modal average: A frequency distribution curves of spot speeds is plotted with speed of
vehicles or with average values of each speed group of vehicles on the X-axis and the
percentage of vehicles in that group on the Y-axis. This graph is called the speed distribution
curve. This curve will have a definite peak value of travel speed across the section and this
speed is denoted as model speed. The speed distribution curve is helpful in determining the
speed at which the greatest proportion of vehicles moves, given by the model speed.

Page 25 of 42
4.5 OBSERVED SPOT SPEED DATA

The spot speed data is observed in the four different sections of road in the Wardha city, Dist:
Wardha (Maharashtra). The data observed by the manual method used by Central Road
Research Institute; Delhi consists in using stop watches and noting down the time. A 30
meter road section is used and time taken by the vehicle to move between the sections is
noted. During the observation we have considered two wheeler, three wheeler, and four
wheeler vehicles excluding the cycles and cycle rickshaws.

We have observed the spot speed of the vehicles at four different locations and the locations
are as follows-

1. Vehicles moving in to Wardha main road from the Bajaj Square near the Wardha
police station.
2. Vehicles moving towards the Bajaj Square from Wardha main road near Wardha
police station.
3. Vehicles moving towards Shivaji Square from Wardha main road.
4. Vehicles moving towards Wardha main road from Shivaji Square.

The spot speed charts are prepared and time mean speed, space mean speed, standard
deviation, and variance of the vehicles are calculated by the above mentioned formulas and
from the cumulative frequency graph 98th percentile speed, 85th percentile speed, 50th
percentile speed and 15th percentile speed and is calculated.

Page 26 of 42
 TABLE NO: 1
Location: Vehicle moving into Wardha main road near Wardha police station

Speed Mid Frequenc Frequenc Cumulative 𝒙𝒊 𝒇𝒊 ̅

𝒙𝒊 − 𝒙 ̅ 𝟐 × 𝐟𝐢
(𝐱 𝐢 − 𝐱)
Range Speed y y Frequency
(Km/Hr) (Km/Hr) (𝒇𝒊 ) (%)
0-10 5 - - 0 0 -20.37
10-20 15 27 16.77 16.77 405 -10.37
20-30 25 102 63.25 80.12 2550 0
30-40 35 31 19.25 99.37 1085 10.37
40-50 45 1 .62 100 45 20.37
50-60 55 - -
60-70 65 - - -
70-80 75 - - -
80-90 85 - - -
90-100 95 - - -
TOTAL ∑= 161 ∑=100

Space mean speed: 𝑉𝑠 = 3.6𝑑𝑛/ ∑𝑛𝑖=1 𝑡1

Where, d=30m, n= 161, 𝑡1 = 737.3

Therefore 𝑉𝑠 = (3.6 ∗ 30 ∗ 161)/737.3

𝑉𝑠 = 23.50 𝑘𝑚𝑝ℎ
𝑉
Time mean speed: 𝑉𝒕 = ∑𝒏𝒊=𝟏 𝑛𝑖

Where, 𝑉𝑖 =1118.02
1188
Therefore 𝑉𝑡 = = 24.31 𝑘𝑚𝑝ℎ
161

Arithmetic mean:
∑ 𝑥𝑖 𝑓𝑖
𝑥̅ =
∑𝑚
𝑖=1 𝑓𝑖

= 25.37 km/hr

Variance:

∑(𝑥𝑖 − ̅̅̅
𝑥)2 × 𝑓𝑖
𝑠2 =
∑ 𝑓𝑖 − 1

= 41.58 km/hr

Standard deviation:

𝜎𝑠= √s = 6.45 km/hr

Page 27 of 42
 TABLE NO: 1

MOVING INTO WARDHA MAIN ROAD

120

35, 99.37 45, 100

100

25, 80.12
80
Cumulative Frequency

60

40

15, 16.77
20

0, 0
0
0 5 10 15 20 25 30 35 40 45 50
Mid Speed

Fig: Cumulative frequency curve

Analyzing the above Cumulative frequency curve, we observed:

98th percentile speed = 38 km/hr

85th percentile speed = 27 km/hr

50th percentile speed = 23 km/hr

15th percentile speed = 13 km/hr

Page 28 of 42
 TABLE NO.2

Location: Vehicles moving out of Wardha main road, near police station

Speed Mid Frequency Frequency Cumulative 𝒙𝒊 𝒇𝒊 ̅

𝒙𝒊 − 𝒙 ̅ 𝟐 × 𝐟𝐢
(𝐱 𝐢 − 𝐱)
Range Speed (𝒇𝒊 ) (%) Frequency
(Km/Hr (Km/Hr)
0-10 5 - - - - -22.8 -
10-20 15 41 23.69 23.69 615 -12.5 6717.44
20-30 25 115 66.47 90.14 2875 -2.8 901.6
30-40 35 15 8.67 98.81 525 7.2 777.6
40-50 45 1 0.578 99.38 45 17.2 295.84
50-60 55 1 0.578 100 55 27.2 739.84
60-70 65 - - -
70-80 75 - - -
80-90 85 - - -
90-100 95 - - -
TOTAL ∑= 173 ∑=100 - ∑=4115 ∑=9432.32

3.6𝑑𝑛
Space mean speed: 𝑉𝑠 = ∑𝑛
𝑖=1 𝑡1

Where d=30m, n= 173, 𝑡1 = 808.39

Therefore, 𝑉𝑠 = (3.6 ∗ 30 ∗ 173)/808.39

𝑉𝑠 = 23.11 𝑘𝑚𝑝ℎ
𝑉
Time mean speed: 𝑉𝒕 = ∑𝒏𝒊=𝟏 𝑛𝑖

Where 𝑉𝑖 = 4199.67
4199.67
Therefore, 𝑉𝑡 = = 24.28 𝑘𝑚𝑝ℎ
173

∑ 𝑥 𝑓𝑖
Arithmetic mean: 𝑥̅ = ∑𝑚 𝑖
𝑖=1 𝑓𝑖

= 27.8 km/hr

Variance:

̅̅̅2 × 𝑓𝑖
∑(𝑥𝑖 − 𝑥)
2
𝑠 =
∑ 𝑓𝑖 − 1

= 54.84 km/hr

Standard deviation:

𝜎𝑠= √s = 7.41 km/hr

Page 29 of 42
TABLE NO: 2

MOVING OUT OF WARDHA MAIN ROAD

120

100 35, 98.81 45, 99.38 55, 100

25, 90.14
Cumulative Frequency

80

60

40

15, 23.69
20

0 0, 0
0 10 20 30 40 50 60
Mid Speed

Fig: Cumulative frequency curve

Analyzing the above Cumulative frequency curve, we observed:

98th percentile speed = 34 km/hr

85th percentile speed = 29 km/hr

50th percentile speed = 20 km/hr

15th percentile speed = 11 km/hr

Page 30 of 42
 TABLE NO.3
Location: vehicles moving towards Shivaji Square, near Shivaji Square

Speed Mid Frequency Frequency Cumulative 𝒙𝒊 𝒇𝒊 ̅

𝒙𝒊 − 𝒙 ̅ 𝟐 × 𝐟𝐢
(𝐱 𝐢 − 𝐱)
Range Speed (𝒇𝒊 ) (%) Frequency
(Km/hr) (Km/hr)
𝒙𝒊
0-10 5 - - - - -26.5 -
10-20 15 11 6.11 6.11 165 15.5 2642.75
20-30 25 131 72.78 78.89 3275 -1.5 294.75
30-40 35 38 21.11 100 1330 11.5 5025.5
40-50 45 - - -
50-60 55 - - -
60-70 65 - - -
70-80 75 - - -
80-90 85 - - -
90-100 95 - - -
TOTAL ∑= 180 ∑=100 ∑=4770 ∑=7963

Space mean speed- 𝑉𝑠 = 3.6𝑑𝑛/ ∑𝑛𝑖=1 𝑡1

Where, d=30m, n= 180, 𝑡1 = 746.53

Therefore 𝑉𝑠 = (3.6 ∗ 30 ∗ 180)/746.53

𝑉𝑠 = 26.04 𝑘𝑚𝑝ℎ
𝑉
Time mean speed – 𝑉𝒕 = ∑𝒏𝒊=𝟏 𝑛𝑖

Where, 𝑉𝑖 = 5043.28
5043.28
Therefore 𝑉𝑡 = = 28.01 𝑘𝑚𝑝ℎ
180

∑ 𝑥 𝑓𝑖
Arithmetic mean: 𝑥̅ = ∑𝑚 𝑖
𝑖=1 𝑓𝑖

= 26.5 km/hr

Variance:

∑(𝑥𝑖 − ̅̅̅
𝑥)2 × 𝑓𝑖
𝑠2 =
∑ 𝑓𝑖 − 1

= 44.49 km/hr

Standard deviation:

𝜎𝑠= √s = 6.7 km/hr

Page 31 of 42
TABLE NO: 3

Fig: Cumulative frequency curve

Analyzing the above Cumulative frequency curve, we observed:

98th percentile speed = 34 km/hr

85th percentile speed = 27 km/hr

50th percentile speed = 23 km/hr

15th percentile speed = 14 km/hr

Page 32 of 42
 TABLE NO.4
Location: vehicles moving towards Wardha main road, near Shivaji Square

Speed Mid Frequency Frequency Cumulative 𝒙𝒊 𝒇𝒊 ̅

𝒙𝒊 − 𝒙 ̅𝟐
(𝐱 𝐢 − 𝐱)
Range Speed (𝒇𝒊 ) (%) Frequency × 𝐟𝐢
(Km/hr) (Km/hr)
𝒙𝒊
0-10 5 - - - - -18.8 -
10-20 15 41 23.69 23.67 615 -8.8 3175.04
20-30 25 115 66.47 90.14 2875 1.2 165.6
30-40 35 15 8.67 98.81 525 11.2 1881.6
40-50 45 1 0.578 99.38 45 21.2 449.44
50-60 55 1 0.578 100 55 31.2 973.44
60-70 65 - - -
70-80 75 - - -
80-90 85 - - -
90-100 95 - - -
TOTAL ⅀=100 ∑=4115 ∑=6645.62

3.6.𝑑.𝑛
Space Mean Speed: 𝑣𝑠 =∑𝑛
𝑖=1 𝑡1

Where, d=30m, n=173, t=808.39

3.6×30×173
. 𝑣𝑠 = 808.39

=23.11 km/hr
𝑣
Time Mean Speed: 𝑣𝑡 =∑𝑛𝑖=1( 𝑛𝑖 )
4199.67
𝑣𝑡 = 173

=24.28 km/hr
∑ 𝑥 𝑓𝑖
Arithmetic mean: 𝑥̅ = ∑𝑚 𝑖
𝑖=1 𝑓𝑖

= 23.8 km/hr
̅̅̅2 ×𝑓𝑖
∑(𝑥𝑖 −𝑥)
Variance: 𝑠2 = ∑ 𝑓𝑖 −1

= 38.63 km/hr

Standard deviation:

𝜎𝑠= √s = 6.22 km/hr

Page 33 of 42
TABLE NO: 4

MOVING TOWARDS WARDHA MAIN ROAD, NEAR

SHIVAJI
120

100 35, 98.81 45, 99.38 55, 100

25, 90.14
Cumulative Frequency

80

60

40

15, 23.69
20

0 0, 0
0 10 20 30 40 50 60
Mid Speed

Fig: Cumulative frequency curve

Analyzing the above Cumulative frequency curve, we observed:

98th percentile speed = 34 km/hr

85th percentile speed = 25 km/hr

50th percentile speed = 16 km/hr

15th percentile speed = 11 km/hr

Page 34 of 42
 5. Speed and delay study

The speed and delay studies give the running speed, overall speeds, fluctuation in speeds and
the delay between two stations of a road spaced far apart. They also give the information such
as the amount, location, duration frequency and causes of delay in the traffic stream. The
results of the speed and delay studies are useful in detecting the spots of congestion, the
causes and in arriving at suitable remedial measures. The studies are also utilized in finding
the travel time and the benefit cost analysis. In general the efficiency of the roadway is
judged from the travel time.

The delay or time lost by traffic during the travel time may be either due to fixed delays or
operational delays. Fixed delay occurs primarily at intersections due to traffic signals and at
level crossings. Operational delays are caused by the interference of traffic movements such
as turning vehicle, parking and unparking vehicles, pedestrians etc. and by internal friction in
the traffic stream due to high traffic volume, insufficient capacity and by accidents. Therefore
the overall travel speed between the origin and destination points of travel is invariably lower
than the desired running speed.

There are various methods of carrying out speed and delay study, namely:

 Floating car or moving car method

 License plate or vehicle no. method
 Interview technique
 Elevated observation, and
 Photographic technique

Page 35 of 42
Moving car method

In the floating car method a test vehicle is driven over a given course of travel at
approximately the average speed of the stream, thus trying to float with the traffic stream. A
no. of test runs are made along the study stretch and a group of observers record the various
details. One observer is seated in the moving car with two stop watches. One of the stop
watches is used to record the time at various control points like intersections, bridges or any
other fixed points in each trip. The other stop watch is used to find the duration of individual
delays. The time, location and cause of these delays are recorded by the second observer
either on suitable tabular forms or by voice recording equipments. The no. of vehicles
overtaking the test vehicle and that overtaken by the no. of vehicles travelling in the opposite
direction in each trip is noted by a fourth observer. However in mixed traffic flow, more no.
of observers will be required to count the vehicles of different classes. In this method the
detailed information is obtained concerning all phases of speed and delay including location,
duration and causes of delay.

The average journey time ŧ(minute) for all the vehicles in a traffic stream in the direction of
flow q is given by

𝑛𝑦
Ŧ = 𝑡𝑤 - (Eq.1)
𝑞

𝑛𝑎 +𝑛𝑦
q= (Eq.2)
𝑡𝑎 +𝑡𝑤

Where, q =flow of vehicles (volume per min,) in one direction of the stream

𝑛𝑎 = average no. of vehicles counted in the direction of the stream when the test
vehicle travels in the opposite direction.
𝑛𝑦 = the average number of vehicles overtaking minus the no. of vehicle overtaken

𝑡𝑤 =average journey time, in minute when the test vehicle is travelling in the stream q

𝑡𝑎 = average journey time, in minute when the vehicle is travelling against the stream

Page 36 of 42
In the license plate or vehicle number method, synchronized stop watches or voice
recording equipments are used. Observers are stationed at the entrance and exit of a test
section where information of travel time is required. The timings and the vehicle no. are
noted by the observers of the selected sample. From the office computations, travel time of
each vehicle could be found. But the method does not give important details such as the
causes of delays and the duration and number of delays within the test section.

In the interview technique, the work can be completed within a short time by interviewing
and collecting details from the road users on the spot. However the data collected may not be
provided with all the details correctly.

Elevated observation and photographic technique are useful for studying short test sections
like intersection etc.

Intersection delays studies need special attention as this poses a major problem to the traffic
engineer. Such studies at intersection will help at evaluating the efficiency and effectiveness
of the control device like the signal system, the remedial measure for accidents etc.

5.1 Purposes of speed and delay study:

1. The speed and delay data provides Facts on the amount, location and delay. This data is
used in remedy of particular situation of congestion.

2. Sufficiency rating-being based on travel time information

3. Traffic assignment for a new facility is based upon relative travel time.

4. Economic studies utilize travel time and delay study.

5. Travel time being a good indication of efficiency of roadway.

6.Before and after studies-made to check effectiveness of changes in traffic control, likely
parking prohibition, signal timing, revisions, new one way street, etc.

7. Delay represents non productive time and when converted to monetary values show the
cost to the community of an inadequate road.

Page 37 of 42
5.2 OBSERVED SPEED AND DELAY

The speed and delay study is done in the Wardha city, dist. Wardha, (Maharashtra) in the
Wardha main road from Bajaj square to Shivaji Square by moving car method. By this
method we hired a test vehicle which is driven over Bajaj square to Shivaji Square and vice
versa at approximately the average speed of the stream, thus trying to float with the traffic
stream. The distance between these two Squares is 1.3 km. Six numbers of test runs are made
along the study stretch and a group of observers record the various details. One observer is
seated in the moving car with two stop watches. One of the stop watches is used to record the
delay time at various control points like intersections, signals in each trip. The other stop
watch is used to find the duration of total journey time. The no. of vehicles overtaking the test
vehicle and the no. of vehicles overtaken by the test car travelling in the same direction in
each trip is noted by a second observer. The total number of vehicles moving from the
opposite direction of our stream is noted by the third observer.

During the entire speed and delay study only four wheeler vehicles are taken into
consideration.

While performing speed and delay study the delay mainly arises due to traffic congestion,
due to traffic signal, etc. while driving the test car for taking the readings the car was driven
at an average speed of 20 to 30km/hr. During this test it was found that only a few cars
overtook the test car as the road was single lane but as the reading was taken in peak time so
due to the delay few cars overtook the test car and vice versa. While driving from Bajaj
square the main square that had max traffic and caused the maximum delay was Ingole
Square.

Page 38 of 42
Speed delay observation Total distance = 1.3 km

Direction Journey time Stopped No. of No. of No. of

delay(sec) vehicles vehicles vehicles from
overtaking overtaken opp. side
B-S 3.40 11.44 - - 18
3.55 14.49 - - 14
3.42 18 - - 17
3.30 11.52 - - 16
3.47 13.59 - - 18
3.51 11.6 - - 19
TOTAL 10.65 80.44 - - 102
MEAN 3.44 13.44 - - 17
S-B 3.33 12.55 - - 16
3.29 12.83 - - 18
3.36 13.82 - - 19
3.58 14.83 - - 21
3.32 16.28 - - 20
3.29 12.21 - - 23
TOTAL 20.17 82.52 - - 117
MEAN 3.36 13.75 - - 20

Direction: Bajaj Square to Shivaji Square

𝑛𝑦 = 𝑎𝑣𝑒𝑟𝑎𝑔𝑒𝑛𝑢𝑚𝑏𝑒𝑟𝑜𝑓𝑣𝑒𝑐ℎ𝑖𝑐𝑙𝑒𝑠𝑜𝑣𝑒𝑟𝑡𝑎𝑘𝑖𝑛𝑔 − 𝑜𝑣𝑒𝑟𝑡𝑎𝑘𝑒𝑛 = 0

𝑛𝑎 = 𝑎𝑣𝑒𝑟𝑎𝑔𝑒𝑛𝑢𝑚𝑏𝑒𝑟𝑜𝑓𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠𝑑𝑢𝑟𝑖𝑛𝑔𝑡𝑟𝑖𝑝𝑓𝑜𝑟𝑚𝑜𝑝𝑝𝑜𝑠𝑖𝑡𝑒𝑑𝑖𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = 20

𝑡𝑤 = 𝑎𝑣𝑒𝑟𝑎𝑔𝑒𝑗𝑜𝑢𝑟𝑛𝑒𝑦𝑡𝑖𝑚𝑒 = 3.74 𝑚𝑖𝑛

𝑡𝑎 = 𝑎𝑣𝑒𝑟𝑎𝑔𝑒𝑗𝑜𝑢𝑟𝑛𝑒𝑦𝑡𝑖𝑚𝑒𝑑𝑢𝑟𝑖𝑛𝑔𝑡𝑟𝑖𝑝𝑎𝑔𝑎𝑖𝑛𝑠𝑡𝑠𝑡𝑟𝑒𝑎𝑚 = 3.6 𝑚𝑖𝑛

𝑛𝑎 +𝑛𝑦
Average volume, 𝑞 = 𝑡𝑎 +𝑡𝑤

20
= 3.6+3.74 =2.72 veh./min.=164veh./hr, .

Average journey time, 𝑡 = 3.74 𝑚𝑖𝑛

Average journey speed = 1.3/3.74 = .34 km/min = 20.85 km/hr
Average stopped delay =13.44 sec =.22 min
Average running time =3.74-0.22=3.52 min,
Average running speed = 1.3/3.52 = .36 km/min = 22.15 km/hr

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Direction: Shivaji Square to Bajaj Square

17 𝑣𝑒ℎ
Average volume 𝑞 = 3.6+3.74 = 2.31 𝑚𝑖𝑛 = 139𝑣𝑒ℎ/ℎ𝑜𝑢𝑟

𝑡 = 𝑎𝑣𝑒𝑟𝑎𝑔𝑒𝑗𝑜𝑢𝑟𝑛𝑒𝑦𝑡𝑖𝑚𝑒 = 3.36 𝑚𝑖𝑛

Average journey speed= 1.3/3.36 = .36 km/min = 21.66 km/ hr
Average stopped delay = 13.75 sec =0.23 min
Average running time = 3.36-0.23 =3.13 min
Average running speed = 1.3/3.13 = .41 km/min = 24.92 km/hr

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 5. CONCLUSIONS:

The richness of road traffic data collection with the help of traffic survey has grown
substantially. The combination of traditional on-road sensors, manual methods, and other
methods which are mentioned in the report can provide high quality traffic data in real-time
that can be utilized by all the transportation actors.

Our project report concludes only traffic survey or traffic study which is traffic volume study
and speed studies .The entire traffic survey is done manually. The traffic survey is carried out
in the Wardha city, dist- Wardha (Maharastra).

The collected hourly volume data in the peak hours which is in the morning (9.00 to
11.00am) and in the evening (5.00 to 7.00pm) gives the approximate idea of the traffic over
that road section which can be used for practical applications regarding geometric design,
future expansion, roadway capacity, signal computation etc.

The spot speed study which is carried out in two different places considering a 30 meter
section gives the idea of time mean speed, space mean speed, standard deviation, variance
and speed limits oh the vehicles which can be provided for the practical applications
regarding traffic control planning, traffic regulations, accident studies, speed trends etc.

The speed and delay study which is being carried out from Bajaj Square to Shivaji Square
and vice versa consisting distance of 1.3 kilometers. Only four wheeler vehicle is taken into
consideration. The study provides the approximate idea of average volume, total journey
time, running time, stopped delay which has the practical applications regarding the fact of
delay, congestion, economic study, traffic assignment on basis of travel time.

Thus the project report represents the traffic study and how data should be collected manually
and which has the utilization up to some extent for its practical applications.

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6. REFFERENCES
 Traffic Engineering And Transport Planning.
By: L. R. Kadiyali
 Highway Engineering
By: Dr. S. K. Khanna & Dr. C. E. Gusto
 Principles, Practices And Design Of Highway Engineerig.
By: S. K. Sharma
 Road Traffic Data: Collection Methods and Applications.
By: Guillaume Leduc
 www.road-management.info
www.bookshop.europa.eu

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