M.H. Saboo Siddik College of Engineering: Traffic Volume and Speed Study

Traffic volume and speed study
M.H. Saboo Siddik College of

Engineering
Report on
Traffic volume and speed

study
-Prof. Asif Mazhar Ansari
Name: - Anita .H. Kanojia

Branch: - CIVIL
Year: - Third Year
Roll No. : - 79.
1
TRAFFIC STUDIES
Traffic studies or surveys are carried out to analyse the traffic characteristics.
These studies help in deciding the geometric design feature and traffic control
for safe and efficient traffic movements. The traffic surveys for collecting traffic
data are also called traffic census.
The various traffic studies generally carried out are:
1. Traffic volume study
2. Speed studies
1. Spot speed study
2. Speed and delay study
3. Origin and destination (O & D) study
4. Traffic flow characteristics
5. Traffic capacity study
6. Parking study
7. Accident studies or the traffic flop
Traffic volume study

Traffic volume is the number of vehicles 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 movements and the distribution on different lanes per unit time. The
objects 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) This study is used in the analysis of traffic patterns and trends.
d) Classified volume study is useful in structural design of pavements, in
geometric design and in computing roadway capacity.
e) Volume distribution study is used in planning one-way streets and other
regulatory measures.
2

f) Turning movement study is used in the design of intersections, 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 variations. In classified traffic volume study, the traffic is
classified and the volume of each class of traffic viz., buses, truck, passengercars, other light vehicles, rickshaws, Tongas, bullock carts, cycles and
pedestrians is 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.
Counting of traffic volume

Traffic volume counts may be done by mechanical counters or manually.
Mechanical counters
These may be either fixed (permanent) type or portable type, the
mechanical counter can automatically record the total number of vehicles
crossing a section of the road in a desired period. The working may be by the
effect of impulses or stimuli caused by traffic movements on a pneumatic hose
placed across the roadway or by using any other type of sensor. Traffic count is
recorded by electrically operated counters and recorders capable of recording
the impulses. The impulses caused by vehicles of light weight may not be
enough in some cases to actuate the counter. Also it is not possible to easily
record pedestrian traffic by this method. Other methods of working the
mechanical detectors are by photo-electric cells, magnetic detector and radar
detectors. The main advantage of mechanical counter is that it can work
throughout the day and night foe the desired period, recording the total hourly
volume, which may not be practicable in manual counting. The main drawback
of the mechanical counter is that it is not possible to get the traffic volumes of
various classes of traffic in the stream and the details of turning movements.
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 movements and counts where the loading conditions or number of
occupants are required. However, it is not practicable to have manual counts for
all the 24 hours of the day and on all days round the year. Hence it is necessary
to resort to statistical sampling techniques in order to cut down the manual
hours involved in taking complete counts, first the fluctuations of traffic volume
during the hours of the day and the daily variations are observed. Then by
selecting typical short count periods, the traffic volume study is made by
manual counting. Then by statistical analysis the peak hourly traffic volumes as
well as the average daily traffic volumes are calculated. This method is very
commonly adopted due to the specific advantages over other methods.
Presentation of traffic volume data

The data 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 planning the road development programme.
In order to convert the different vehicle classes to one class such as
passenger car, conversion factors known as passenger car units (PCU)
are used.
b) Trend charts showing volume trends over period of years are prepared.
These data are useful for planning future expansion, design and
regulation.
c) Variation charts showing hourly, daily and seasonal variations are also
prepared. These helps 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
help to find 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. 1 are prepared, thus showing

the details of crossing and turning traffic. These data are needed for
intersection design.
FIG. 1 TRAFFIC FLOW AT INTERSECTIONS
FIG. 2 HOURLY TRAFFIC VOLUMES

5

f) Thirtieth highest hourly volume or the design hourly volume is found
from the plot between hourly volume and the number of hours in a year
that the traffic volume is exceeded. See fig. 2. The 30 th highest 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 the volume. The
annual average hourly volume (AAHV) found from AADT will not be
sufficient during considerable period of a year. The high facilities
designed with capacity for 30th highest hourly traffic volume in the
assumed year is found to be satisfactory from both facility and economic
considerations. This is because the cost will be less when compared to the
peak hourly volume and hence reasonable. There will be congestion only
during 29 hours in the year. Thus the thirtieth highest hourly volume is
generally taken as the hourly volume for design. However the actual
design hourly volume may be decided by drawing the diagram as shown
in fig. 2, after carrying out traffic volume studies on the desired location
of the road. The design hourly volume thus arrived at need not
necessarily is the thirtieth highest hourly volume in all the cases.
Speed studies
The actual speed of vehicles over a particular route may fluctuate widely
depending on several factors such as geometric features, traffic conditions, time,
place, environment and driver.
Travel time is the reciprocal of speed and is a simple measure of how all well a
road network is operating.
Spot speed is the instantaneous speed of a vehicle at a specified section or
location.
Average speed is the average of the spot speeds of all vehicles passing a given
point on the highway.
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 travel time of the vehicles over a relatively long stretch of the
road.
Space-mean speed is calculated from:
Vs = 3.6 d n / t1
Where,
Vs = space-mean speed, kmph
d = length of road, considered, m
n = number of individual vehicle observations
t1 = observed travel time (sec) for i th vehicle to travel distance d, m
The average travel time of all the vehicles is obtained from 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
vehicles at the spot.

Time mean speed is calculated from:
V t = vi / n
Where,
Vt = time mean speed, kmph
Vi= observed instantaneous speed of the i th vehicles, kmph
n= number of vehicles observed
The space-mean speed is slightly lower than time-mean speed under typical
speed conditions on rural highways.
Running speed is the average speed maintained by a vehicle over a particular
stretch of road, while the vehicle is in motion; this is obtained by dividing the
distance covered by the time during which the vehicle is actually in motion.
Overall speed or travel speed is the effective speed with which a vehicle
traverses a particular route between two terminals; this is obtained by dividing
the total distance travelled by the total time taken including all delays and
stoppages enroute.
Speed studies carried out occasionally give the general trend in speeds. There
are two types of speed studies carried out,
1. Spot speed study, and
2. Speed and delay study
Spot Speed study

Spot Speed study may be useful in any of the following aspects of traffic
engineering:
1. To use in planning traffic control and in traffic regulations.
2. To use in geometric design- for redesigning existing highways or
for deciding design speed for new facilities.
3. To use in accident studies.
4. To study the traffic capacity.
5. To decide the speed trends.
6. To compare diverse types of drivers and vehicles under specified
conditions.
8

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 factors affecting spot speeds are environmental
conditions (like weather, visibility), enforcement, traffic conditions, driver,
vehicle and motive of travel.
There are 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 metre 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 periods of the day, days of
the week and months of the year.
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 convenient distance of say
30m 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 (see fig. 3) 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 kmph. 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 also slow as it is
difficult to spot out typical vehicles and the number of samples observed will be
less. There is also possibility of human error.
FIG. 3 SPOT SPPED BY ENOSCOPE

9

Other equipment used for Spot Speed measurements are graphic recorder,
electronic meter, photo electric meter, radar, speed meter and by photographic
methods. Of all these methods, the radar speed meter method seems to be the
most efficient one as it is capable of measuring the Spot Speeds instantaneously
and also record them automatically, but this equipment is costly.
Presentation of spot speed data

1. 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 number of vehicles in
such range. The arithmetic mean is taken as the average speed. The table
gives the general information of the speeds maintained on the section, and
also regarding the speed distribution pattern.
2. Cumulative speed of vehicles: A graph is plotted with the average values
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 the speed at or
below 85 percent of the vehicles are passing the point on the highway or
only 15 percent of the vehicles exceed the speed at the spot see fig. 4. 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.
FIG. 4 CUMULATIVE SPEED DISTRIBUTION

10

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 the vehicles to the stream travel at speeds higher than this value and therefore
need overtaking opportunities.
3. Modal average: A frequency distribution curve of spot speeds is plotted
with speed of vehicles or average values of each speed group of vehicles
on the X-axis and the percentage of vehicles in that group on the Yaxis.see fig. 5. 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 modal speed. The speed distribution curve is
helpful in determining the speed at which the greatest proportions of
vehicles move, given by the modal speed.
FIG. 5 FREQUENCY DISTRIBUTION CURVE OF SPOT SPEEDS

All vehicles do not travel at the same speed at a location along a road. The
amount of speed dispersion or the spread from the average speed affects both
capacity and safety. For free flow of vehicles, the speed distribution follows a
normal distribution curve. The quality of flow of vehicles in a stream therefore
depends on the speed dispersion. This may be judged by several method such as
(85th minus 15th percentile speeds); standard diversion of speeds, or the
coefficient of variation in speed.
11
Traffic Volume study

Location: - Nagpada junction
Time: - 11.25 P.M.
Weather : - Sunny
Route
commercial
Types of vehicles
4-wheeler 2-wheeler
Slow
moving
Total
no. Of
vehicles
CLARE ROAD(A)
To Sophia zubair (B)
To Duncan road (C)
To Bellasis road (D)
A= B+C+D
BELLASIS ROAD (E)
12
38
42
92
78
82
301
461
89
146
247
482
18
42
42
102
197
308
632
1137
To Sophia zubair(F)
To Duncan road (G)
To Clare road (H)
E=F+G+H
DIMTIANKAR ROAD(I)
18
16
58
92
390
53
223
666
195
131
176
502
20
12
47
79
623
212
504
1339
To Duncan road (J)

To Bellasis road (K)
To M.A road (L)
To Clare road (M)
I=J+K+L+M
DUNCAN ROAD (N)
2
7
3
0
12
20
180
8
34
242
38
130
62
40
270
8
35
23
64
130
68
352
96
138
654
To Bellasis road (O)

To M.A. road(P)
To Clare road (Q)
To Sophia zubair (R)
N=O+P+Q+R
7
4
25
6
42
37
60
111
52
260
33
7
60
30
130
21
48
26
2
97
98
119
222
90
529
12
SPEED AND DELAY STUDY BY FLOATING CAR METHOD

Location: - LA VISION (CLARE ROAD) TO MUMBAI CENTRAL
STATION (LOCAL) and BACK
Time:-1.45 P.M
Weather: - Hot and Humid
Journey
time
Delay time
Min. Sec. Min. Sec.

5.43
1.37
6.02
0.51
No. Of
vehicles
overtaking
No.
18
46
No. Of
vehicles
overtaken
No.
4
6
No. Of vehicles
from opposite
direction
No.
238
294
1. LA VISION (CLARE ROAD) TO MUMBAI CENTRAL

STATION (LOCAL)
ny= average no. Of vehicles overtaking minus overtaken = 18-4 = 14
na= average no. Of vehicles during trip in opposite direction = 294
tw= average journey time = 5min 43 sec = 5.75minute
ta = average journey time during trips against the stream = 6min 2 sec
q = average volume
= (na+ny)/ (ta+tw)
= (294+ (18-4))/ (5.75+6)
=26.2vehicles/minute
~ 27vehicles/minute
Average journey time = tw (ny/q)

= 5.75-(14/27)
=5.23minute
13
Assuming distance = 1.5km

Average journey speed= 1.5*60/5.23
=17.20kmph
Average stopped delay = 1.37minutes
Average running time = Average journey time - Average stopped delay
= 5.23-1.37
=3.86minute
Average running speed= 1.5*60/3.86
=23.32kmph
2. MUMBAI CENTRAL STATION (LOCAL) to LA VISION
(CLARE ROAD) (back)
q = average volume = (na+ny)/ (ta+tw)
= (238+ (46-6))/5.75+6
~24vehicles/minute
= 6-(40/24)
=4.33minute
Assuming distance = 1.5km
=20.79kmph
Average stopped delay = 0.51min.
14

= 4.33-0.51
=3.82minute
=23.56kmph
Location: - CLARE ROAD TO BYCULLA STATION (EAST) and
BACK
Time:-2.00 P.M
Weather: - Hot and Humid
Journey
time
Delay time
Min. Sec. Min. Sec.

7.57
2.26
4.59
1.22
No. Of
vehicles
overtaking
No.
97
22
No. Of
vehicles
overtaken
No.
14
11
No. Of vehicles
from opposite
direction
No.
256
184
1. CLARE ROAD TO BYCULLA STATION (EAST)

ny= average no. Of vehicles overtaking minus overtaken = 97-14 = 83
na= average no. Of vehicles during trip in opposite direction = 184
tw= average journey time = 7min 57 sec = 7.95min
ta = average journey time during trips against the stream = 4min 59 sec
q = average volume
= (na+ny)/ (ta+tw)
= (184+ (97-11))/ (7.95+4.98)
~ 21vehicles/minute
15

= 7.95-(83/21)
=4minute
Distance = 0.9km
Average journey speed= 0.9*60/4
=13.5kmph
Average stopped delay = 2.26minute
= 4-2.26
=2.43minute
=22.22kmph
2. BYCULLA STATION (EAST) TO CLARE ROAD (BACK)
q = average volume = (na+ny)/ (ta+tw)
= (256+ (22-11))/ (7.95+4.98)
=20.65vehicles/minutes
~21vehicles/minute
= 4.98-(11/21)
=4.46minute
Assuming distance = 0.9m
=12.11kmph
16
Average stopped delay = 1.22minutes

= 4.46-1.22
=3.24minute
=16.17kmph
Suggestions and improvements: No proper parking facilities, suitable parking facilities is to be

provided.
Mini-round about can be provided to avoid traffic and various
conflict points, so as to reduce accidents.
Lane encroachments should be avoided as far as possible
Parking limits should be assigned on particular type of roads as
per its utility and traffic operations on it.
No pedestrian signal, it should be designed and installed at the
place of requirements.
Traffic control devices i.e. markings are to be made to improve
the traffic flow patterns and also to avoid accidents.
Improvement of flow pattern can be made by extending the signal
timing of route going to Mumbai central station.
Suitable zebra crossings, pedestrian crossings and markings is to
be provided.
Traffic police are required at junctions like nagpada, kamatipura
(manual controlling of traffic is essential)
17

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