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Classified Traffic Volume Study with Use of Hand Count, Tape, Video
Recorder
Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. This data helps to identify critical
flow time periods, determining the influence of large vehicles or pedestrians on vehicular
traffic flow. The method available for traffic counts are listed below:
1. Manual methods.
2. Combination of manual and mechanical methods.
3. Automatic devices.
4. Moving observer method.
5. Photographic methods.
Classification vehicle count (CVC) is used in establishing structural and geometric
design criteria, computing expected highway user revenue, and computing capacity. If a
high percentage of heavy trucks exists or if the vehicle mix at the crash site is suspected as
contributing to the crash problem, then classification should be conducted.
Typically, cars, station wagons, pickup and panel trucks, and motorcycles are classified
as passenger cars. Other trucks and buses are classified as trucks. School buses and farm
equipment may be recorded separately. The observer records the classification of the
vehicles and the vehicles direction of travel at the intersection.
The survey was carried out on 26/09/23 at 09:30 AM at Vijay crossroad, Ahmedabad,
380009. The top view of the intersection is shown below. The survey is carried out using a
video camera. Data obtained from the survey is given below.
From Darpan
From Helmet
From LD
The spot speeds measured at any particular location will depend upon a number of
factors such as the geometric layout of a road, the volume of traffic, the composition of
traffic, the condition of the road, environmental influences, the human element associated
with individual drivers and the characteristics of vehicles, as a result, the speeds measured
show a considerable amount if scatter. The mathematical analysis of the observe red data
makes it possible to understand the speed characteristics. Statistical tools, already
discussed earlier, become handy for this purpose. The present chapter is concerned with
the analysis of speed data by statistical methods and the results of speed studies.
Survey was carried out at (). Spot speed was measured using direct – timing
procedure. Data obtained from survey is given below.
Table : Auto rikshaw
Auto - rikshaw
Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 3.2 50 11 4.4 50 21 5.2 50 31 5.3 50
2 6.5 50 12 5 50 22 4.8 50 32 3.6 50
3 4.1 50 13 4.1 50 23 5.5 50 33 4 50
4 4.4 50 14 4.3 50 24 3.6 50 34 3.6 50
5 5.2 50 15 6 50 25 3.5 50 35 4.6 50
6 3.6 50 16 4.8 50 26 3.3 50 36 6.4 50
7 5.2 50 17 4 50 27 3.9 50 37 4 50
8 3.7 50 18 3.9 50 28 4.3 50 38 6.1 50
9 3.8 50 19 3.9 50 29 3.9 50 39 3.7 50
10 4.6 50 20 5.3 50 30 3.7 50 40 3.1 50
Table : Car
Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 3.6 50 11 3.3 50 21 3.5 50 31 3.3 50
2 5.2 50 12 3.4 50 22 3.7 50 32 2.5 50
3 3.5 50 13 3.4 50 23 3 50 33 3.8 50
4 3.7 50 14 5.3 50 24 2.5 50 34 4.3 50
5 3.9 50 15 4.5 50 25 3.9 50 35 4.1 50
6 3.1 50 16 3.2 50 26 11.7 50 36 4.7 50
7 3.1 50 17 4.3 50 27 4.8 50 37 3.5 50
8 2.6 50 18 4.8 50 28 5.5 50 38 2.5 50
9 3.3 50 19 3.9 50 29 3.3 50 39 2.7 50
10 4.9 50 20 4.1 50 30 2.4 50 40 3.4 50
Table : LCV
Fig. Histogram
Delay studies in transportation and traffic engineering are conducted for various
reasons, and they play a crucial role in understanding and improving transportation
systems. Delay is defined as an extra time spent by drivers against their expectation. Delay
can have many forms depending on difference locations. A study was made to provide
information concerning the amount, cause, location, duration, and frequency of delay as
well as travel time and similar value. The time lost by traffic due to traffic friction and
traffic control device is called delay.
Purpose/use of travel time and delay studies:
The purpose of a travel time and delay study is to evaluate the quality of traffic
movement along a rout and determine the locations, types, and extent of traffic
delays by using a moving test vehicle.
This study method can be used to compare operational conditions before and after
roadway or intersection improvement have been made. It can also be used as a tool
to assist in prioritizing project by comparing the magnitude of the operational
deficiencies (such as delay and stops) for each project under consideration.
The cost of a journey depends upon the speed at which it is made. In all highway
economic studies, journey speeds and delay are highly important.
Delay studies at intersection provide data for the design and installation of the
appropriate traffic control device.
Overall, delay studies are instrumental in enhancing the efficiency, safety, and
sustainability of transportation systems. They provide data-driven insights that enable
informed decision-making and the development of effective strategies for managing and
improving traffic flow.
The survey was carried out on 26/09/23 at 09:30 AM at Vijay crossroad,
Ahmedabad, 380009. The top view of the intersection is shown below. The survey is
carried out using a video camera. Data obtained from the survey is given below.
The survey was conducted for finding out delay at signalised intersection – Vijay
char rasta, Ahmedabad.
The purpose of conducting Delay study - can be to evaluate the quality of traffic
movement along a route and determine the location, types, and extent of traffic
delays.
The delay survey was started from the beginning of red phase. At the end of every
count interval that is of 15 seconds, the vehicles standing on the approach were
counted as per there category.
After collecting data, we plotted graph of delay faced by single vehicle in a red
phase of that respective route.
Also delay patterns (from graph) for volume from Commerce six road and from
Darpan are quite similar. Though red time for commerce six (108sec) is more than
all other directions (103sec).
From the vehicle composition chart the road is occupied by maximum 2-wheeler
vehicle.
As per analysis, we have concluded that the average delay for each vehicle is 59
seconds.
Name Amit
Block No. 1
Shaded Area Non-shaded / Open Area
Total H D A
Office Government parking
Parking 399.03 block block block
area (m2) 180.9
33.54 18.23 18.12 148.24
0
2W - 91 10 10 -
Capacity
4W 3 - - - 12
Type of
90o Degrees/ Perpendicular
Parking
BLOCK NO 3
Name Vrut
Block No. 3
Total Shaded Area Non-shaded / Open Area
578.32
Parking C block B block E block
m2 240 m2
area (m2) 20.16 20.16 298
2W 11 11 150 120
Capacity
4W - - - -
Type of
90o Degrees/ Perpendicular
Parking
Name Khooshi
Block No. 4
Total Shaded Area Non-shaded / Open Area
Parking 18 Environment dep.
area (m2) 18
2W 9
Capacity
4W -
Type of
90o Degrees/ Perpendicular
Parking
Name Nishant
Block No. 5
Total Shaded Area Non-shaded / Open Area
Parking 410 transportation computer Government parking
area (m2) 222 188 87.5
2W 79 13 -
Capacity
4W 5 12 7
Name Harsh
Block No. 6
Total Shaded Area Non-shaded / Open Area
Parking 57.75 Block 2
57.75 m2
area (m2) -
Capacity 2W - 29
4W - -
Type of
90o Degrees/ Perpendicular
Parking
Name Jayvir
Block No. 7
Total Shaded Area Non-shaded / Open Area
Parking 188 Block 5
-
area (m2) 188
2W - -
Capacity
4W 15 -
Type of
90o Degrees/ Perpendicular
Parking
Name Mayank
Block No. 8
Total Shaded Area Non-shaded / Open Area
Parking 558 Block 6
308m2 250m2
area (m2) -
-
2W 77 -
Capacity -
4W - 20
Type of
90o Degrees/ Perpendicular
Parking
Name Montu
Block No. Playground
Total Shaded Area Non-shaded / Open Area
Parking 556
81 475
area (m2)
2W 18 125
Capacity
4W 4 18
Type of
90o Degrees/ Perpendicular
Parking
Many road accidents involve pedestrians, so it is necessary to carry out pedestrian flow
study at specific locations.
Few measures to increase pedestrian safety are mentioned below –
1. Segregation of pedestrians and vehicles by the provision of raised footways
decreases the pedestrian accidents.
2. Where pedestrian traffic is very heavy at intersections, separate pedestrian phases
should be provided at signals.
3. Provision of railing barriers on busy roads to channelize the pedestrian flow in safe
direction.
4. Special attention should be paid to mark the crossings. Black and white stripes are
known to be particularly satisfactory. Proper signing will also help. Near schools,
warning signs of children would be needed.
5. Adequate street lighting and vehicle lighting measures ensure pedestrian safety.
Special attention needs to be paid for lighting pedestrian cross walks and junctions.
Increased visibility of the pedestrians themselves can prevent many accidents.
6. Road safety education, especially for children, propaganda and enforcement of
traffic rules and regulations deserve careful consideration.
7. Overbridges and subways for pedestrians should be thought of where the
pedestrian traffic is concentrated and heavy, especially near busy intersections and
generators of pedestrian traffic such as railways stations and bus stands.
Pedestrian flow analysis was carried out near Gujarat university unsignalised T-
intersection during morning hour between 9AM to 11AM on 03/11/23.
90
69
110
224 248
236 236
413
Figure 4 Figure 5
Fig.
Speed and Flow Relationship:
The relationship between speed and volume flow of traffic for a hypothetical case is
represented as a parabolic curve. It may be seen that there is an optimum speed at which
the flow is maximum and at higher speeds flow starts decreasing.
From our obtained data we get following graphical representation:
Fig.
From above graph, we are getting results for free flow condition and no forced flow
condition is obtained.
Fig.
The fundamental relationship between traffic speed, volume and density may be
represented by:
Q=K∗Vs
Here,
Vs = space mean speed of vehicles in a unit roadway length (km/hr)
Q = the average volume of vehicles passing a point during a specified period,
PCU/hr)
K = the average density or number of vehicles occupying a unit length of roadway
at a given instant, (PCU/km)
Considering the non-lane based mixed traffic operation in Indian context, the flow
profile method suggested by TRL (UK) is a suitable field method for measurement of
saturation flow. Its principle is that the number of vehicles passing the stop line during
green is counted at fixed short time intervals. The length of time interval can be chosen to
reflect local conditions: 5 seconds is generally recommended; 10 seconds may be used
where the green time and the queues are long. Vehicles are classified as per their type.
Before the surveys, the number of signal cycles to be measured must be determined.
Measurements should ideally be made at sites which are free from all obstructions. If any
obstruction occurs within a cycle, the observations for that cycle should be discarded. For
unobstructed traffic conditions, the saturation flow of each approach is simply the average
flow for all saturated intervals i.e. once the initial start-up period has been completed, and
while the flow is still being supplied from a queue. If the flow in the first 5-second interval
is higher than that in the other intervals when initial surge of vehicles is present due to
anticipated advance movement and presence of approach flare, saturation flow is worked
out as the average flow for all intervals including the initial interval. The classified traffic
data at the end of each interval during the green phase is noted in a tabular form and a
typical sample of the datasheet obtained from field measurement is given in table given
below. The flow (S in PCU/hour) derived from the observed traffic flow parameters is
worked out as given in Equation 00.1:
3600
S=ni × Pi ×
CI
Equation 00.1
Where,
S = Flow in PCU per hour crossing the stop line
ni = Number of vehicles of type i crossing the stop line during the Count Interval
Pi = Passenger car unit of Vehicle Type ‘i’
CI = Count Interval (in seconds)
Saturation Flow (SF) under prevailing conditions is worked out as given in Equation 00.2:
SF=
∑S
Ne
Equation 00.2
Where,
SF = Field measured saturation flow under prevailing conditions
5s Time interval
Cycle No.
Remarks
Flow
Two-Wheeler
Autos (n3)
Cycle (n7)
HCV (n5)
LCV (n4)
in
Car (n2)
Bus (n6)
(n1)
PCU/h
Remarks
Flow
Autos (n3)
Cycle (n7)
HCV (n5)
LCV (n4)
in
Car (n2)
Bus (n6)
PCU/h
Remarks
Flow
Two-Wheeler
Autos (n3)
Cycle (n7)
HCV (n5)
LCV (n4)
in
Car (n2)
Bus (n6)
(n1)
PCU/h
Remarks
Flow
Two-Wheeler
Autos (n3)
Cycle (n7)
HCV (n5)
LCV (n4)
in
Car (n2)
Bus (n6)
(n1)
PCU/h
Saturation flow
From LD to Darpan circle 3315 PCU/hr
From Darpan circle to LD 3611 PCU/hr
From Helmet to Commerce six 5850 PCU/hr
From Commerce six to Helmet 4812 PCU/hr
Fig, Diagram
CONCLUSION
Design of signal for Vijay char rasta intersection using Webster method. Signal is
four phase signal. Saturation flow and design flow are taken from previous assignments.
For designing, some assumption is taken which are given below:
Amber time = 3 seconds
Time loss due to starting delay = 1 seconds
Minimum inter-green period (I) = 4 seconds
Red / Amber period = 2 seconds
Design hour
flow 717 617 887 1256
(q) PCU/Hour
Saturation flow
3315 3611 4812 5850
(s) PCU/Hour
(C o−L)
Effective green for each phase = Y n ×
Y
Effective green
Road
time (sec)
From LD to Darpan 26
From Darpan to LD 22
From Helmet to Commerce six 21
From Commerce six to Helmet 26