TRAFFIC DATA COLLECTION

AND ANALYSIS

1.0 INTRODUCTION:
During the last 6 decades (1951-2011), Chandigarh has witnessed a population increase of more
than forty four times with the absolute population increasing from 24,261 in 1951 to 10,54,686 in
2011. The capital city of Chandigarh was planned for a differential pattern of density to
accommodate a total population of 5 lakhs.

The original plan of the city was based on the gridiron defined by a system of seven types of
roads, which was called the 7Vs. Based on the problems being faced by European cities after the
industrial revolution, Le Corbusier intended to prevent the traffic congestion and pollution
problems caused by the growth of the private motor car while simultaneously utilizing the
benefits the technology offered.

Prevention of vehicular traffic jams on the roads designed for uninterrupted fast mobility was to
be achieved by having an efficient system of public bus transport. Sixty years later, although
most elements of the original circulation system remain intact, it is the private car which rules
the roost today. With the city now having the highest per capita ownership of motorized vehicles
in the country, and a dramatic increase in daily floating traffic from the extensive urbanization
which has taken place around the city, Chandigarh today faces the very problems that the
carefully designed original plan was meant to avoid.

This indicates a potential demand for investment in transport infrastructure. Proper utilization of
such huge investments necessitates systematic planning for need-based development. Such need-
based developments include determination of the required capacity expansion, provision of
additional road infrastructure, improvement of existing roads, prioritization of different
development phases and forecasting of which is possible upon collection of traffic data.

The concept of forecasting the future use of the road network in terms of traffic loading and
flow, is generally an accepted approach world-wide. The techniques used have become almost
standard in both developing and developed countries. The accuracy of traffic data collection and
the subsequent predictions are of paramount importance in the fulfillment of an appropriate
planning, design, maintenance monitoring and management of the road network.

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 2.0 TYPES OF TRAFFIC COUNTS:
It is essential to know the magnitude of traffic data required or to be collected, which will then
determine its quality and type of vehicle classification to be adopted. Traffic counting falls in
two main categories, namely- Manual Counts and Automatic Counts.

There is no distinct difference between the two methods however, the economic use or selection
of an appropriate method of traffic counting is a function of the level of traffic flow and the
required data quality. This difference can be deduced from the discussions of the respective
methods below, and in the subsequent chapters.

2.1 Manual Counts:

The most common method of collecting traffic flow data is the manual method, which
consists of assigning a person to record traffic as it passes. This method of data collection can be
expensive in terms of manpower, but it is nonetheless necessary in most cases where vehicles are
to be classified with a number of movements recorded separately, such as at intersections.

At intersection sites, the traffic on each arm should be counted and recorded separately for each
movement. It is of paramount importance that traffic on roads with more than one lane are
counted and classified by direction of traffic flow. Permanent traffic-counting teams are
normally set up to carry out the counting at the various locations throughout the road network at
set interval. The duration of the count is determined prior to commencement of traffic counting
and it is dictated by the end use of data. The teams are managed and supervised by the technical
staff to ensure efficient and proper collection of data. (Survey form used for manual traffic-
counting, is given in IRC: 102-1988).

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 2.2 Automatic Counts:
The detection of vehicular presence and road occupancies has historically been
performed primarily on or near the surface of the road. The exploitation of new electromagnetic
spectra and wireless communication media in recent year, has allowed traffic detection to occur
in a non-intrusive fashion, at locations above or to the side of the roadway. Pavement-based
traffic detection currently relatively inexpensive, will be met with fierce competition in the
coming years from detectors that are liberated from the road surface. The most commonly used
detector types are:
a. Pneumatic tubes
These are tubes placed on the top of road surfaces at locations where traffic
counting is required. As vehicles pass over the tube, the resulting compression sends a
burst of air to an air switch, which can be installed in any type of traffic counting devices.
Air switches can provide accurate axle counts even when compressions occur more than
30 m from the traffic counter. Although the life of the pneumatic tubes is traffic
dependant as they directly drive over it, it is used worldwide for speed measurement and
vehicle classification for any level of traffic. Care should be exercised in placing and
operating the system, to ensure its efficient operation and minimize any potential error in
the data.

b. Inductive loops
Inductive loop detector consists of embedded turned wire from which it gets its
name. It includes an oscillator, and a cable, which allows signals to pass from the loop to
the traffic counting device. The counting device is activated by the change in the
magnetic field when a vehicle passes over the loop. Inductive loops are cheap, almost
maintenance-free and are currently the most widely used equipment for vehicle counting
and detection. Single loops are incapable of measuring vehicular speed and the length of
a vehicle. This requires the use of a pair of loops to estimate speed by analyzing the time
it takes a vehicle to pass through the loops installed in series. An inductive loop can also,
to a certain degree, be used to detect the chassis heights and estimate the number of axles.

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By using the inductive loops, the length of the vehicle is therefore derived from the time
taken by the vehicle to drive from the fi rst to the second loop (driving time) and the time
during which the vehicle was over the first and the second loop (cover time). The
resulting length is called the electrical length, and is in general less than the actual length
of the passing vehicle. This is caused by the built in detector threshold, the road surface
material, the feeder length, the distance between the bottom of the vehicle and the loop,
but also, to a large extent, the synthetic materials used in modern cars. The system could
be used for any level of traffic.

c. Weigh-in-Motion Sensor types

A variety of traffic sensors and loops are used world-wide to count, weigh and
classify vehicles while in motion, and these are collectively known as Weigh-In-Motion
(WIM) sensor systems. Whereas sensor pads can be used on their own traffic speed and
axle weighing equipment, they are trigged by “leading” inductive loops placed before
them on the roadbed. This scenario is adopted where axles, speed and statistical data are
required.

Some notable traffic sensors are:

 Bending Plates which contains strain gauges that weigh the axles of passing vehicles.
Continuous electric signals are sent to the strain gauges, and these signals are altered
as the plates are deflected by dynamic vehicular weight and measure the axle of the
passing vehicles.
 Capacitive Strip is a thin and long extruded metal used to detect passing axles. The
force of vertical pressure applied to this strip by a wheel alters its capacitance, which
can be converted to a wheel-weight measure when related to the speed of the vehicle.
Capacitive strips can be used for both statistical data and axle confi guration.
 Capacitive Mat functions in a similar manner as the capacitive strip but it is designed
to be mobile and used on a temporary basis only.

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  Piezo-electric Cable is a sensing strip of a metallic cable that responds to vertical
loading from vehicle wheels passing over it by producing a corresponding voltage.
The cable is very good for speed measurement and axle-space registration, and is
relatively cheap and maintenance free like a inductive loop if installed correctly.

2.3 Micro-millimetre wave Radar detectors

Radar detectors actively emits radioactive signals at frequencies ranging from the ultra-
high frequencies (UHF) of 100 MHz, to 100 GHz, and can register vehicular presence and speed
depending upon signals returned upon reflection from the vehicle. They are also used to
determine vehicular volumes and classifications in both traffic directions. Radar detectors are
very little susceptible to adverse weather conditions, and can operate day and night. However,
they require comparatively high levels of computing power to analyze the quality of signals.

2.4 Video Camera

Video image processing system utilize machine vision technology to detect vehicles and
capture details about individual vehicles when necessary. A video processing system usually
monitors multiple lanes simultaneously, and therefore it requires high level of computing power.
Typically, the operator can interactively set the desired traffic detection points anywhere within
the system’s view area. Algorithms are used to extract data required for the detection of the raw
data feeds. Due to the complexity of the images, it is not recommended that they should be
processed outdoors as this can give poor results. The system is useful for traffic counting and
give a ±3% tolerance, and is not appropriate for vehicular speed and their classification.

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 3.0 PURPOSE AND SCOPE OF TRAFFIC SURVEY:
In order to facilitate the assessment of present and future traffic demands, for the development of
need-based infrastructure accurate information and continuous monitoring of traffic by
appropriate methods is necessary. Implementing authorities must therefore ensure that sufficient
and appropriate data is available to undertake necessary planning, design, construction and
maintenance of the country’s road network, which is aimed at meeting the prevailing traffic flow,
future traffic growth and loading without considerable deterioration in the quality of service.
This guideline has therefore been prepared with the main aim being to provide basic information,
concept and principles with respect to traffic data collection and analysis. There are various
methods of data collection available and used by different organizations/institutions. This
guideline, therefore, is only intended to provide guidance in respect of data collection and
analysis, and allows for variation in the methodologies adopted by different users, planners,
developers, funding authorities, etc.

Some of the key areas in which traffic flow data is needed for development and management of
the road network include:

a) Determination of a programme of road widening needs and general improvement or

strengthening of existing road through a programme of reconstruction and construction of
a new roads
b) To check the efficiency of the road network by comparing current traffic volume with the
level of service or the calculated capacity
c) To establish the relationship between traffic volume, number of accidents and causes
thereof, as well as determination of the probable occurrences

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 d) To plan prioritization of roads improvement schemes
e) To assess economic benefits arising from roads improvements
f) Investigation of various capacity and design problems for both roads and bridges and
parking facilities
g) Design and improvement of new/existing junctions
h) Assistance in planning new developments such as roads in a new town, subdivisions, land
use, which generally includes shopping centers, hotels, commercial and industrial
complexes, service stations and other traffic generators activities
i) Determination of warrants or the need for implementation of traffic improvement and
traffic control measures, such as synchronized/coordinated traffic signals, stop signs, one
way roads, no entry, etc.
j) To study future traffic trends and assisting in predicting traffic flows in the future for a
given period
k) To classify roads on their functional basis.

In addition to the above the following are typical specific needs:

a) Assessment of pavement performance through traffi c surveys and Period monitoring of

selected sections
b) Ascertaining appropriate/optimal timings for maintenance interven- tions and
rehabilitation needs of various roads countrywide
c) Establish economic and social implications of design and feasibility studies of all
development projects countrywide
d) Establish the use of the road network by vehicles of different catego- ries, traffi c
distribution, etc.

4.0 ROLE OF MUNICIPAL CORPORATION CHANDIGARH:

Municipal Corporation Chandigarh (MCC) is responsible for providing an adequate, safe, cost-
effective and efficient road infrastructure for facilitating proper road communications with
neighboring cities (Panchkula & Mohali). Implied in these far-ranging responsibilities is the
obligation to:

1. Ensure that existing roads are adequately maintained in order to provide appropriate level
of service for road users:
2. Improve existing roads to required standards to enable them to carry prevailing levels of
traffic with the required degree of safety.

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 5.0 LOCATION AND VICINITY MAPS:
This is a minor junction located on Sukhna Path at the intersection of sectors 32A/32C and
33B/33C. Star mark in fig.-1 indicates the location of the junction.

Fig.1 – Google Earth View of the Location of Survey

The vehicle capacity ratio of Sukhna path was calculated to be 0.8 in 2009 based on traffic
survey conducted by RITES indicating that road was fast approaching its capacity hence,
necessitating the need of the survey.

6.0 VEHICLE CLASSIFICATION:

Manual traffic flow count is categorized by a visual assessment of the vehicle size and
configuration of axles. Sukhna path crosses transversely through the city and caters mainly to
private and public vehicles – cars, scooters, buses etc. Commercial vehicles like multi axle
trucks seldom use this road in addition to this the entry of heavy commercial vehicles is
restricted in the city from 0600 hours to 2200 hours. Hence the vehicle classification for is
done as follows:

1. Fast Moving Vehicles:

 Trucks and Truck-trailers
 Buses
 Cars, Jeeps, Vans, Three-wheelers
 Motor-cycles and Scooters.

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 2. Slow Moving Vehicles:
 Cycles and Cycle-rickshaws
 Animal drawn vehicles
 Other slow moving vehicles.

7.0 METHODOLOGY:
Manual Count of vehicles was the method adopted for this site. It was conducted by a trained
team involving qualified engineers. The team consisted of 8 members equally divided in 4 teams
each catering the four entry points of the junction. Each team was headed by an engineer. Data
sheets for recording of results conform to IRC 202-1988.

Form 1 – Origin and Destination Survey - Hourly Summary Sheet of Traffic Count
Date: Name of City:

Survey Station: Direction of Travel:

Fast Moving Vehicles Slow Moving Vehicles G. Total
Other
Cars, Moto T Slow
Jeeps, Cycles o Cycles Moving
Trucks, Vans, and t and Animal Vehicles
Truck- Three- Scooter a Cycle- Drawn (please
Period Trailers Buses wheelers s l rickshaws Vehicles specify) Total (6 + 10)
1 2 3 4 5 6 7 8 9 10 11

Table-1 Data Sheet as per IRC: 102-1988

The traffic survey was carried out to note the peak hour traffic for four days – Sunday,
Monday, Friday and Saturday. The observation was made for 8 hours each day:
 8 a.m. to 11 a.m.
 1 p.m. to 3 p.m.
 5 p.m. to 8 p.m.
These time slots were effective to understand the traffic flow on peak hours during the week.

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 8.0 RESULTS & OBSERVATIONS:

1. The compiled data sheets of the junction at various entry points namely,
a. Traffic from Sector 33 side
b. Traffic from Sector 32 side
c. Traffic from Sector 45/46 side
d. Traffic from Sector 20 side, are attached as Appendix-1.
2. The following graph shows day-wise comparison of total number of vehicles entering
the junction w.r.t. hourly time interval, as mentioned in Methodology Adopted (Cl.
7.0).

Comparison of Total Traffic on Junction

10000

7500
No. of Vehicles

5000
Sunday
Monday
2500
Friday
Saturday
0

Time Period

Fig.-2 Day-Wise Comparison of Total Traffic Entering Junction

3. Variation in the total number of vehicles entering the junction on the various days of
the week is as follows:

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 Total Traffic
60000

50000
Total No. of Vehicles

40000

30000

20000

10000

0
Sunday Monday Friday Saturday
Days

Fig.-3 Variation in Total Traffic entering Junction (during peak hours)

4. Day-wise vehicular distribution is as follows:

Fast Moving Vehicles Slow Moving Vehicles

Other
Cars, Slow
Jeeps, Moto Cycles Moving
Trucks, Vans, Cycles and Animal Vehicles
Truck- Three- and Cycle- Drawn (please
Day Trailers Buses wheelers Scooters rickshaws Vehicles specify) G. Total
SUNDAY 71 104 17859 12000 2703 7 57 32801
MONDAY 134 302 28467 20887 2864 9 90 52753
FRIDAY 94 253 28198 23147 2871 17 120 54700
SATURDAY 123 179 24155 19569 2478 18 141 46663

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 SUNDAY - 4 March 2018
0.17% 0.22%
0.02% 0.32%
Trucks, Truck-Trailers
8.24%
Buses

Cars, Jeeps, Vans, Three-

wheelers
Motor Cycles and Scooters
36.58%
54.45%
Cycles and Cycle-rickshaws

Animal Drawn Vehicles

Other Slow Moving Vehicles

(please specify)

Fig.-4 Vehicular Distribution on Sunday

0.25%
MONDAY - 5 March 2018
0.17%
0.57%
0.02% Trucks, Truck-Trailers
5.43%
Buses

Cars, Jeeps, Vans, Three-

wheelers
Motor Cycles and Scooters
39.59%
53.96%
Cycles and Cycle-rickshaws

Animal Drawn Vehicles

Other Slow Moving Vehicles

(please specify)

Fig.-5 Vehicular Distribution on Monday

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 0.22%
FRIDAY - 9 March 2018
0.17%
0.03% 0.46%
Trucks, Truck-Trailers
5.25%
Buses

Cars, Jeeps, Vans, Three-

wheelers
Motor Cycles and Scooters
42.32% 51.55%
Cycles and Cycle-rickshaws

Animal Drawn Vehicles

Other Slow Moving Vehicles

(please specify)

Fig.-6 Vehicular Distribution on Friday

SATURDAY - 10 March 2018

0.26%
0.04% 0.30% 0.38%
Trucks, Truck-Trailers
5.31%
Buses

Cars, Jeeps, Vans, Three-

wheelers
Motor Cycles and Scooters
41.94% 51.76%
Cycles and Cycle-rickshaws

Animal Drawn Vehicles

Other Slow Moving Vehicles

(please specify)

Fig.-7 Vehicular Distribution on Saturday

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9.0 DISCUSSION & CONCLUSION:

1. Traffic on Sunday is less than that on other days of the week.

2. The traffic observed on Monday and Friday caused heavy congestion specially
during 9am to 11am and 6pm to 7pm.
3. Saturday evening (6pm to 7pm) also witnessed traffic jam.
4. Vehicular distribution shows that more than 50% traffic everyday are private cars
and more than 90% traffic is a combination of private cars and two-wheelers
(motor-cycles and scooters).
5. Based on points 3 and 4, it can be deduced that for number of vehicles 6800 per
hour with distribution as above gives the jamming density or congestion density
for the junction. At this point the vehicle capacity ratio far exceeds 1, resulting in
over-utilization of the junction.
6. Based on the results and discussion it is suggested that suitable measures to cater
congestion need to be undertaken.

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