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Botswana - Guideline 9 - Traffic Data Collection and Analysis (2004) PDF
Botswana - Guideline 9 - Traffic Data Collection and Analysis (2004) PDF
Roads Department
Ministry of Works and Transport
Roads Department
Private Bag 0026
Gaborone, Botswana
Phone + 267 - 39 13 511
Fax + 267 - 39 14 278
February 2004
ISBN 99912 - 0 - 417 - 2
Reproduction of extracts from this Guideline may be made subject to due acknowledgement of the source.
Although this Guideline is believed to be correct at the time of printing, Roads Department does not accept any contractual, tortious or other form of liability for its contents or for any consequences arising from its use. Anyone using
the information contained in the Guideline should apply their own skill and judgement to the particular issue under
consideration.
Roads Department
ROADS DEPARTMENT
Under the policy direction of the Ministry of Works and Transport, Roads Department is responsible for providing an adequate, safe, cost-effective and efcient road infrastructure within the borders of Botswana as well as for
facilitating cross-border road communications with neighbouring countries. 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 trafc with the
required degree of safety;
3. provide new roads to the required geometric, pavement design and safety standards.
The Department has been vested with the strategic responsibility for overall management of the Public Highway
Network (PHN) of some 18, 300 km of roads. This confers authority for setting of national specications and
standards and sheared responsibility with the District Councils and Department of Wildlife and National Parks for
the co-ordinated planning of the PHN.
Roads Department is also responsible for administering the relevant sections of the Public Roads Act, assisting local road authorities on technical matters and providing assistance in the national effort to promote citizen
contractors in the road construction industry by giving technical advice wherever possible. This task is facilitated
by the publication of a series of Technical Guidelines dealing with standards, general procedures and best practice
on a variety of aspects of the planning, design, construction and maintenance of roads in Botswana that take full
account of local conditions.
Guideline No. 1
Guideline No. 2
Guideline No. 3
Methods and Procedures for Prospecting for Road Construction Materials (2000).
Addendum to Guideline No. 3 Seminar Proceedings (April, 2002).
Guideline No. 4
Guideline No. 5
Guideline No. 6
The Prevention and Repair of Salt Damage to Roads and Runways (2001).
Addendum to Guideline No. 6 Seminar Proceedings (April, 2002)
Guideline No. 7
Guideline No. 8
The use of Silcrete and Other Marginal Materials for Road Surfacing (2002).
Addendum to Guideline No. 8 Seminar Proceedings (June, 2003).
Guideline No. 9
Roads Department
FOREWORD
Despite the different core areas of road use to which these Guidelines pertain, the ultimate objective is to ensure
proper, adequate, safe economical and efcient management of the national road network. It is worth pointing out
that, without physical access to jobs, health, markets, education and other amenities, the quality of life inevitably
suffers, growth stagnates and poverty reduction cannot be sustained. These Guidelines, therefore, will enable
adoption of a common approach and methodology for collection of trafc data by the respective authorities, while
at the same time ensuring that data so collected ts the purpose for which it is intended to serve.
The approach as provided for in these Guidelines, will enhance proactive action by planners, implementing bodies and other beneciaries in providing the necessary advise to the various authorities on matters of statistical trafc data collection. This will further enable appropriate and sustainable decisions to be reached by the authorities
concerned on whether or not a new road is required for the prevailing trafc condition, ascertain the timing of the
required improvements (such as capacity expansion, structural upgrading or strengthening), etc. To this end, the
following obligations are key to the provision and maintenance of the Public Highway Network:
1. Provision of the maximum road benet to the greater number of people for the minimum expenditure or cost
to the economy, by concentrating all construction and maintenance efforts on roads carrying the heavier trafc
and maintaining its economic length.
2. Provision of improved roads to areas of administrative and district centers with regard to the resulting economic or social development of the area of population.
3. Strategic responsibility of managing the Public Highway Network with respect to the setting of specications
and standards, and provision of guidelines in the conduct of surveys and studies.
4. Ensure provision of surfaced/bitumen road network connections, that is all weather roads to towns/cities and
places of economic activities.
While taking cognisance of the above, the attention is also drawn to the observation that the Southern African
Development Community (SADC) region is faced with a tremendous challenge in road development and sustainable maintenance of the existing infrastructure. This scenario is resulting in increased transport operating costs,
loss in road investment, etc., which is coupled with declining funds allocations earmarked for road provision and
maintenance. It is in view of these occurrences in the region that Botswana should consider it crucial to appropriately collect, analyse and sustainably maintain sufcient trafc data as key input parameters in decision making
for development and management of the Public Highway Network.
Gaborone
May 2003
Andrew Nkaro
Director of Roads
Roads Department
Ministry of Works and Transport
Roads Department
ACKNOWLEDGEMENTS
This Guideline is one of a series that is being produced under the Institutional Co-orperation Agreement that exists
between the Roads Department and the Norwegian Public Roads Administration (NPRA). This Agreement falls
under a NORAD Technical Assistance Programme to Roads Department, which is co-funded by the Kingdom of
Norway and the Government of the Republic of Botswana.
The production of this Guideline has been a joint effort between the Roads Department and the Norwegian Public
Roads Administration (NPRA). Messrs. Per Engeset of NPRA and Obusitswe B. Keitheile of Botswana Roads
Department jointly compiled this Guideline.
Valued support, suggestions and hard work for the production of the Guideline through comments on various
drafts has come from various people, in particular; Messrs. Bjrn Kre Steinset and Charles Overby, both from
Norwegian Public Roads Administration, and Dr. Bernard Obika, Roughton International, UK.
The following individuals are also credited for providing their inputs/comments and assistance at various stages
of compiling this Guideline:
Mr. B. K. Sharma Roads Department
Ms. Lorato Tshaakane Roads Department
Ms. Kgakgamatso Matu Roads Department
Mr. Diganta Sarma Roads Department
Mr. F. K. Norku Gaborone City Council
Photographs were provided by:
Mr. Per Engeset - Norwegian Public Roads Administration
Mr. Charles Overby - Norwegian Public Roads Administration
Mr. Obusitswe. B. Keitheile Roads Department
Ms. Kgakgamatso Matu Roads Department
Roads Department
TABLE OF CONTENTS
INTRODUCTION ............................................................................................................................................9
1.1 Backgroundd ................................................................................................................................................ 9
1.2 Purpose and Scope of the Guidelines .......................................................................................................10
1.3 Structure of the Guideline ........................................................................................................................11
Roads Department
REFERENCES.......................................................................................................................................................45
APPENDICES
A1
A2
A3
B1
B2
C:
LIST OF TABLES
Table
2.3.1
Summary of recommended trafc ow levels ..........................................................................16
Table
3.3.1
Trafc count classication for axle load requirements .............................................................19
Table
3.3.2
WIM pilot project in Botswana.................................................................................................21
Table
4.1.1
Percentage trafc ow uctuation by direction Station N9 ...................................................24
Table
8.1.1
Typical trafc conversion factors..............................................................................................37
Table
9.2.1
Analysed manual trafc count data...........................................................................................42
Table
9.5.1
Summary of AADT for different vehicle classes ......................................................................44
Table
9.5.2
AADT by direction of ow.......................................................................................................44
LIST OF FIGURES
Figure 1.1.1
The main national road networkk ............................................................................................... 10
Figure 3.3.1
Typical axle conguration in the country .................................................................................21
Figure 4.1.1
Peak trafc ow variation .........................................................................................................22
Figure 4.1.2
Daily trafc ow variation........................................................................................................23
Figure 4.1.3
Annual trafc ow variation by direction.................................................................................23
Figure 4.1.4
Typical annual trafc growth variations ...................................................................................24
Figure 4.1.5
A typical conguration of an automatic trafc counting networkk ............................................ 25
Figure 5.3.1
Layout of trafc loops on the road surface ...............................................................................29
Figure 5.3.2
A typical equipment for trafc data collection .........................................................................29
Figure 7.2.1
Different average daily trafc ow levels.................................................................................32
Figure 8.2.1
Reference curve ........................................................................................................................38
Figure 9.5.1
Typical trafc ow variations. ..................................................................................................45
Roads Department
Roads Department
Roads Department
INTRODUCTION
1.1
Background
Chapter 1 9
Introduction
Roads Department
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1.2
10 Chapter 1
Introduction
Roads Department
1.3
Chapter 1 11
Introduction
Roads Department
Project Design.
Project Implementation.
TRAFFIC DATA
COLLECTION
2.1
Some of the key areas in which trafc ow 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;
Traf
f c ow data is important in
planningg of a particular section
of the road.
d
12 Chapter 2
Traffic Data Collection
Roads Department
2.2
It is essential to know the magnitude of trafc data required or to be collected, which will then determine its quality and type of vehicle classication to
be adopted. Trafc 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 trafc counting is a function of the level of trafc ow and the required
data quality. This difference can be deduced from the discussions of the
respective methods below, and in the subsequent chapters.
2.2.1
Manual Counts
The most common method of collecting trafc ow data is the manual
method, which consist of assigning a person to record trafc 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
classied with a number of movements recorded separately, such as at
intersections.
Chapter 2 13
Traffic Data Collection
Roads Department
14 Chapter 2
Traffic Data Collection
Roads Department
loop (driving time) and the time during which the vehicle was over the
rst 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 trafc.
iii) Weigh-in-Motion Sensor types.
A variety of trafc 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 trafc 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 trafc 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 deected by dynamic
vehicularr 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 conguration.
Chapter 2 15
Traffic Data Collection
Roads Department
neously, and therefore it requires high level of computing power. Typically, the operator can interactively set the desired trafc detection points
anywhere within the systems 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 trafc counting and give a +/- 3% tolerance, and is
not appropriate for vehicular speed and their classication.
Number referencing of automatic counting
stations.
2.3
General Specications
1000 - 2000
< 1000
> 50
20 - 50
Classication of vehicles by type reects the
mix in the trafc stream passing the counting
point.
Manual Counts
16 Chapter 2
Traffic Data Collection
Roads Department
TRAFFIC DATA
COLLECTION, PRACTISES
IN BOTSWANA
1.1
General
The various types and methods used to collect trafc data not only provide a good and valuable coverage of the required trafc information for
decision making and planning of both development and maintenance of
the national road network. On this basis, all local authorities, institutions/
organisations, etc., are urged to use this Guideline as a tool in the implementation of a trafc counting system to enable creation of a national
data base at their respective levels of operation for all classes of roads
including tertiary roads, access roads, town/city roads, village roads, and
many others not accounted for in this Guideline for proper management
of the road infrastructure.
3.2
Chapter 3 17
Traffic Data Collection, Practises in Botswana
Roads Department
In areas where trunk roads are in the vicinity of major city limits or town
boundaries (such as Gaborone, Francistown and Lobatse), the locations of
counting sites using loops should be looked into in more detail. Inductive loops at trafc signals may also be used for trafc counting in major
cities and towns.
To ensure that adequate attention is given to sections of roads constituting a specic trafc ow, roads should be divided into uniform sections
according to trafc characteristics.
3.3
18 Chapter 3
Traffic Data Collection, Practises in Botswana
Trucks-
Light Lorries-
Medium Lorries-
Heavy Lorries -
Roads Department
Heavy vehicle category
Denitions
Buses
Number of axles.
Weight of each axle.
Axle spacing.
Speed.
Vehicle length.
Chassis height.
Where only inductive loops are used the parameters that can be registered are:
-
Speed.
Vehicle length.
To a certain degree Chassis height.
The number of axles can be estimated.
Notwithstanding the above, where only inductive loops are used it is possible
to count 5 classes using the following axle spacing classication:
1L Light vehicles, Cars, Taxis, Vans and Pick-Ups ..............(length 0 - 5.5 m)
2L Unarticulated trucks, 2 - 3 axle Trucks, Buses .............(length 5.6 - 7.5 m)
3L Unarticulated bus, Buses and Trucks ............................(length 7.6-12.4 m)
4L Heavy trucks and very long Buses ............................ (length 12.5 - 15.9 m)
5L Heavy trucks ............................................................. (length 16.0 22.0 m)
Ensure that trafc data collected has a multiple use and captures relevant classes or types
of vehicles for the intended purpose.
Chapter 3 19
Traffic Data Collection, Practises in Botswana
Roads Department
Where counts have been done with both WIM and inductive loops it is often
difcult to specify the classication of aggregated data. A better solution is to
store the following measured data for each vehicle type:
When data has been stored for each vehicle, various options can be selected
and the computer can be programed to perform various calculations as
may be required.
With the use of inductive loops in each lane it is possible to measure the
vehicle speed very accurately. Most counting equipments have speed registration which then group vehicles into speed categories, again these can be
used to group the different vehicles by their axle spacing. Some counting
equipment has the facilities to register the average speed and variation of the
speed.
For each direction the following vehicle speed data should be collected
hourly:
Cars, vans and pick-ups constitute high proportion of trafc in the country.
In recent years substantial efforts have been made by various trafc authorities all over the world to develop/use suitable Weigh-in-Motion (WIM)
equipment, in some cases these efforts have not been fully successful.
20 Chapter 3
Traffic Data Collection, Practises in Botswana
History has shown that the use of automated systems by Roads Departmentt has not been too successful for the collection of trafc data using both
WIM and statistical trafc data. The main problems are associated with the
Traffic Data Collection and Analysis
Roads Department
RIGID - CHASSIS COMMERCIAL VEHICLES
11
1.1 - 1
12
1.1 - 11
1.11
1.1 - 22
1.22
1.2 - 1
11.11
1.2 - 11
1.2 - 2
11.2
1.2 - 22
11.22
TRAILERS
Single tyres on both axles
1.22 - 2
1.2 + 1.2
1.22 - 22
1.2 + 2.2
1.2 + 1.1
frequent breakdown of the equipment. Firstly, this has been due to lack of
adequate or sustainable maintenance. In the future, when purchasing new
trafc counting equipment, the maintenance of the equipment should be
included as part of the supply agreement. This includes periodic, emergency
and routine maintenance activities.
Collection of axle loads data could therefore be dealt with as a separate task
using mobile weighbridges, if the weight measurements are separated from
the trafc ow data collection.
A pilot project in 1997/98 involving both Truvelo and Micros equipment was
carried out in Botswana by Roads Department. In brief, the conclusion were:
Chapter 3 21
Traffic Data Collection, Practises in Botswana
Roads Department
COUNTING
CHARACTERISTICS
4.1
Trafc Flow
4.1.1
Frequency of Trafc Counts
In order to predict trafc ow volumes that can be expected on the road
network during specic periods, cognisance should be taken of the fact
that trafc volumes changes considerably at each point in time. There are
three cyclical variations that are of particular interest:
Hourly pattern: The way trafc ow characteristics varies through
out the day and night;
Daily Pattern: The day-to-day variation throughout the week; and
Monthly and yearly Pattern: The season-to-season variation
throughout the year.
When analysing the trafc one must also be aware of the directional distribution of trafc and the manner in which its composition varies.
Hourly patterns
Typical hourly patterns of trafc ow, particularly in urban areas, generally
show a number of distinguishable peaks. Peak in the morning followed by a
lean ow until another peak in the middle of the afternoon, after which there
may be a new peak in the late evening. The peak in the morning is often
more sharp by reaching the peak over a short duration and immediately
dropping to its lowest point. The afternoon peak on the other hand is
characterised by a generally wider peak. The peak is reached and dispersed
over a longer period than the morning peak. However, in urban satellite
towns, the morning peak may be too early and evening peak may be too late
in comparison to the principal towns without signicant midday peak.
1200
1000
800
600
400
200
0
1 2
5 6
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time in hours
22 Chapter 4
Counting Characteristics
Experience from many countries shows that although trafc volumes may
grow over time, the relative variations of trafc at the various hours of the
day of a month are often quite consistent year after year.
Roads Department
Daily patterns
The trafc volume generally varies throughout the week. The trafc during the working days (Monday to Friday) may not vary substantially, but
the trafc volume during the weekend is likely to differ from the working
days on different type of roads and in different directions. In Botswana
many of the urban population goes to the rural areas during the weekends,
hence a high variation of trafc on the urban rural connector roads during
weekdays and weekends.
Traffic Flow on Different Days of the Week
12000
Monday
10000
Tuesday
8000
Wednesday
6000
Thursday
4000
Friday
2000
Sartuday
0
k
Ra
hu
na
t
ba
Lo
ut
se
So
ts
e
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or
b
a
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So
ut
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ne
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bo
rth
No
sa
se
Ra
AADT
2000
Palapye Direction
1500
Mahalapye Direction
M/Drift Direction
1000
500
0
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000
Year
Knowledge of how trafc ows varies for different vehicle classes may
be very useful when designing programmes for axle load control, design
of roads improvement upgrading schemes and setting maintenance
programmes and priorities. Although Botswana is not known to have
signicant seasonal variation in trafc ow, such occurrences should be
Chapter 4 23
Counting Characteristics
Roads Department
Palapye
Mahalapye
M/Drift
Direction
Direction
Direction
1990
19
20
21
1991
-4
1992
17
23
47
1993
-21
14
-1
1994
-1
25
-3
21
1995
24
22
10
56
1996
-7
-10
-3
-20
Total
60
1997
10
18
1998
21
20
39
80
1999
-2
21
22
2000
18
30
Although the annual trafc growth may have been less in the 1990s
than in the 1980s, the present national growth rate of 8% is quite high
and needs to be monitored to ensure timely provision or improvement of
the national road network. It is therefore critical to monitor growth rates
on newly paved roads on monthly or quarterly basis immediately after
opening to trafc to guard against rapid growth due to presence of the
surfaced road.
6000
5000
4000
3000
2000
1000
0
1990
1999 2000
Year
24 Chapter 4
Counting Characteristics
Roads Department
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3PECIFICATIONS
.UMBER OF LANES
5P TO LANES
7EIGHING SPEED RANGE KMH
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6ALUES MEASURED
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