Name: Guriginjakunta Mallikarjuna

Roll No: 23CEM3R12

5. TIME HEADWAY STUDY

5.1. Objectives: To measure time head way of vehicles on a given road section and fitting suitable
distribution.
5.2. Apparatus: Stopwatches and data sheets.
5.3. Theory:
Headway: An important parameter to characterize the traffic is to model the inter-arrival time of
vehicle at a section on the road. The inter-arrival time or the time headway is not constant due to
the stochastic nature of vehicle arrival. A common way of modeling is to treat the inter-arrival time
or the time headway as a random variable and use some mathematical distributions to model them.
The behavior of vehicle arrival is different at different flow condition. It may be possible that
different distributions may work better at different flow conditions. Suppose the vehicle arrive at
a point at time t1, t2, . Then headway is the time differences between two consecutive vehicles to
pass the observation point and the time gap between the rear of the lead vehicle and front of the
following vehicle. Hence, the headways h1 = t2 - t1, h2 = t3 - t2, . . . It may be noted that the
headways h1, h2, . . . will not be constant, but follows some random distribution.

Fig 5.1: Illustration of Headways.

A "shorter" headway signifies a more frequent service. Headway is a key input in calculating the
overall route capacity of any transit system. A system that requires large headways has more empty

Transportation Division,
NIT Warangal 1 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

space than passenger capacity, which lowers the total number of passengers or cargo quantity being
transported for a given length of line (railroad or highway, for instance).
In this case, the capacity must be improved by larger vehicles. The distribution headway consists
of occupancy time for physically vehicles to pass the observation point. It is the gap between rear
end of lead vehicle and front end of the following vehicle.
On a two-lane two-way road, queues of vehicles will start to form behind slower moving vehicles
as soon as the headway in the opposing lane falls below a minimum requirement for overtaking. It
can also be seen that a flow increases the proportion of suitable-sized headways above the required
limit falls. In other words, increasing flow on any lane requires more frequent overtaking to
maintain individual speeds but there is a reduction in the availability of headway gaps to
accommodate these. Restricted vertical and horizontal sight distances and the formation of short
queues will further reduce the opportunities because even greater headways are required.
If vehicles are not subject to interference each driver operates independently of all other drivers.
Under these conditions equal intervals of time or space are equally likely to contain a given number
of vehicles. The resulting distribution can be then identified random.

Types of distribution:
Normal (or Gaussian) distribution
It is a continuous probability distribution, defined by the formula.

Where μ = mean or expectation of the distribution (and its median and mode).
σ = standard deviation.
𝜎2 = 𝑉𝑎𝑟𝑖𝑎𝑛𝑐𝑒.

Transportation Division,
NIT Warangal 2 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Fig 5.2: Shape of normal distribution curve.

Pearson Distribution

Where α = scale parameter (Assume 0 to 1).

k = shape parameter (k = (µ-α)/σ).
λ = location parameter (λ =k/ (µ-α)).
Γ (k)= gamma function of k (Γ(k) = (k-1). Γ(k-1)).
t = time headway.
Poisson distribution
It is a discrete probability distribution that expresses the probability of a given number of events
occurring in a fixed interval of time and/or space if these events occur with a known average rate
and independently of the time since the last event.

Where m = mean.
x = time headway.

Negative exponential distributions

Negative exponential distributions are a class of continuous probability distributions which
describe the times between events in a Poisson process.

Transportation Division,
NIT Warangal 3 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

A process in which events occur continuously and independently at a constant average rate. The
probability density function of an exponential distribution is

where µ = mean. t = time headway.

Fig 5.3: Shape of the Negative exponential distribution for various values of λ.

Chi-square test
It is also referred to as chi-squared test or test, is any statistical hypothesis test in which the
sampling distribution of the test statistic is a chi-squared distribution when the null hypothesis is
true. Also considered a chi-squared test is a test in which this is asymptotically true, meaning that
the sampling distribution (if the null hypothesis is true) can be made to approximate a chi-squared
distribution as closely as desired by making the sample size large enough.

is determined from table using degree of freedom and level of significance.

Degree of freedom (df) = n-p-1
Where n = Number of rows and
P = Number of parameters used for defining mathematical model.

Transportation Division,
NIT Warangal 4 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Table 5.1 No. of Parameters for different distributions

Model No. of Parameters (P)

Normal Distribution 2 (µ and σ)
Negative Exponential 1 (µ)
Pearson Type III 2 (α and k)

5.4. Data Collection:

i. Mark a reference line on the road.
ii. Note down the time interval of each vehicle that passes reference line by means of an accurate
stopwatch.
iii. Take two observations to record the time.
iv. The arrival time of successive vehicles are noted. Repeat same procedure for at least 2 hrs.
v. The two headways are grouped and calculated.
vi. Using statistical methods best fitting distribution is found.
vii. Chi square test is performed to check whether the distribution fitted correctly or not.

Table 5.2 Observation Collection

No. of Observations Lane Person collected data
taken No Time duration of
observations
(minutes)
100 1 15 23CEM3R07
(Highway 23CEM3R08
towards 23CEM3R09
Dargah 23CEM3R10
road)
100 2 15 23CEM3R11
(Dargah 23CEM3R12
road 23CEM3R13
towards 23CEM3R14
Highway)

Transportation Division,
NIT Warangal 5 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

5.5. Procedure: The following is the procedure to be followed for the experiment:
 Select the location from which we need to collect the data for time headway study.

 In the given road section, select a point and assume it as your reference line.

 Now observe the road section and make a note of time when the front end of a vehicle passes
the reference line. Let it be T1.

 Again, make a note of time when the front end of a successive vehicle passes the reference
line. Let this be T2.

 Now by subtracting T1 from T2, we get the time headway between those two vehicles. i. e.,
Time headway, h= (T2-T1).

Transportation Division,
NIT Warangal 6 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

5.6. Observation:
Table 5.3 Time Headway data collected from Highway towards Dargah road.
Vehicular Time Vehicular Time Vehicular Time Vehicular Time
S. No Type Headway S. No Type Headway S. No Type Headway S. No Type Headway
1 Auto 2.09 26 Auto 6 51 2w 11 76 2w 2.16
2 2w 1 27 2w 3.04 52 2w 2.81 77 2w 2.08
3 2w 1.37 28 2w 5.63 53 Car 2.93 78 2w 1.56
4 2w 9.97 29 Auto 3.87 54 2w 2.67 79 2w 2.78
5 2w 7.32 30 2w 11.33 55 Car 2.8 80 Auto 5.27
6 2w 11 31 Car 13.26 56 2w 21 81 2w 2.76
7 2w 2.11 32 2w 1.19 57 2w 7.94 82 2w 19.06
8 2w 9.18 33 Car 4.78 58 2w 4.89 83 Car 1.24
9 Car 2.5 34 2w 4.46 59 2w 18.38 84 2w 9.14
10 2w 21.09 35 2w 5.17 60 Car 2.96 85 Auto 1.69
11 Auto 11.09 36 2w 2.2 61 2w 5.19 86 Auto 3.04
12 2w 2.26 37 Car 1.73 62 LCV 6.79 87 2w 8.93
13 2w 5.28 38 2w 15.77 63 2w 7.59 88 2w 4.45
14 2w 28 39 2w 6.03 64 2w 4.62 89 Car 5.87
15 Car 3.36 40 2w 2.64 65 2w 3.97 90 Car 4.32
16 2w 10.39 41 2w 16.39 66 2w 0.84 91 Auto 2.41
17 2w 1.65 42 2w 27.02 67 Auto 9.42 92 2w 4.09
18 2w 7.33 43 Auto 1.29 68 2w 2.54 93 Auto 3.37
19 2w 4.35 44 2w 0.78 69 2w 2.99 94 2w 7.02
20 2w 4.56 45 2w 5.59 70 2w 8.79 95 Auto 16.67
21 2w 15.8 46 Car 19.09 71 2w 26.74 96 Car 2.17
22 Auto 3 47 2w 2.1 72 Car 16.5 97 Car 16.67
23 2w 14 48 2w 6 73 2w 7.61 98 2w 2.17
24 2w 10 49 2w 7.79 74 2w 6.39 99 Auto 16.74
25 2w 25.82 50 2w 6.04 75 Auto 4.78 100 Auto 5.06
Transportation Division,
NIT Warangal 7 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Table 5.4 Time Headway data collected from Dargah road towards Highway.

Vehicular Time Vehicular Time Vehicular Time Vehicular Time

S. No Type Headway S. No Type Headway S. No Type Headway S. No Type Headway
101 2w 3.56 126 2w 3.73 149 2w 6.91 176 2W 10.61
102 Auto 9.96 127 2w 2.89 150 2w 6.98 177 2W 7.94
103 Car 16.05 128 2w 2.66 151 Car 5.15 178 2W 10.94
104 2w 2.83 129 2w 3.38 152 2w 5.22 179 2W 2.96
105 LCV 3.15 130 2w 2.93 153 2w 5.92 180 CAR 2.89
106 2w 4.21 131 2w 4.14 154 2w 4.64 181 2W 2.3
107 2w 8.01 132 2w 9.43 155 Car 3.43 182 CAR 1.64
108 Car 5.53 133 3w 7.56 156 2w 3.67 183 2W 5.18
109 3w 4.8 134 3w 10.62 157 2w 2.16 184 2W 8.4
110 3w 6.21 135 2w 7.63 158 2w 2.54 185 2W 4.73
111 2w 3.67 136 2w 4.46 159 2w 2.85 186 2W 19.46
112 2w 4.16 137 2w 5 160 Car 4.67 187 2W 2.18
113 2w 1.08 138 Car 4.88 161 LCV 7.78 188 LCV 6.5
114 2w 12.02 139 Car 7.45 162 3w 5.47 189 2W 7.6
115 Car 3.98 140 2w 2.63 163 2w 7.89 190 2W 4.4
116 2w 7.63 141 2w 2.91 164 3w 2.94 191 2W 3.81
117 2w 3.3 142 3w 7.36 165 2w 11.65 192 2W 0.86
118 2w 14.05 143 2w 3.32 166 2w 5.66 193 3W 8.94
119 2w 14.9 144 3w 3.29 167 2w 2.95 194 2W 14.96
120 LCV 4.67 145 2w 3.81 168 2w 3.83 195 2W 2.57
121 HCV 6.24 146 3w 3.07 169 LCV 5.83 196 2W 2.5
122 2w 1.43 147 LCV 11.38 170 2w 2.33 197 CAR 5.52
123 2w 2.45 148 2w 5.2 171 3w 3.89 198 2W 2.77
124 Car 7.01 149 2w 6.91 172 2W 1.07 199 2W 8.74
125 2w 13.37 150 2w 6.98 173 3W 6.3 200 2W 26.64
Transportation Division,
NIT Warangal 8 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Lane 1: Highway towards Dargah road

Table 5.5: Descriptive Statistics

Mean 7.3657
standard deviation 6.49864
Max 28
Min 0.78
range 27.22
count 100
Class Interval 4
Lambda 0.13576

Table 5.6: Analysis of time headway using negative exponential distribution.

Expected
Min Max Mid Frequency Freq*Mid Probability
Frequency
0 5 2.5 49 122.5 0.4928 49
5 10 7.5 28 210 0.2499 25
10 15 12.5 7 87.5 0.1268 13
15 20 17.5 10 175 0.0643 6
20 25 22.5 2 45 0.0326 3
25 30 27.5 4 110 0.0165 2
100

Table 5.7: Chi-Square Test

After Polling (E) After Pooling (O) (E-O) ^2/E

49 49 0
25 28 0.36
13 7 2.76923
11 16 2.27273
DOF 2 5.40196
% Significance 0.05
5.99146

Transportation Division,
NIT Warangal 9 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Lane 2: Dargah road towards Highway

Table 5.8: Descriptive Statistics

mean 5.9887
standard deviation 4.16789
max 26.64
min 0.86
range 25.78
count 100
Class Interval 3
Lambda 0.16698

Table 5.9: Analysis of time headway using negative exponential distribution.

Expected
Min Max Mid Frequency Freq*Mid Probability
Frequency
0 5 2.5 53 132.5 0.5661 57
5 10 7.5 33 247.5 0.2456 25
10 15 12.5 11 137.5 0.1066 11
15 20 17.5 2 35 0.0462 5
20 25 22.5 0 0 0.0201 2
25 30 27.5 1 27.5 0.0087 1
100

Table 5.10: Chi-Square Test

After Polling (E) After Pooling (O) (E-O)^2/E

57 53 0.2807
25 33 2.56
11 14 0.81818
8 0 8
DOF 3 11.6589
% Significance 0.05
7.814727903

Transportation Division,
NIT Warangal 10 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

Time Headway Distribution

60

50

40
Frequency

30

20

10

0
0 5 10 15 20 25 30
Time headway

Expected Frequency Observed Frequency

Figure 5.4: Negative exponential distribution from Highway towards Dargah road.

Time Headway Distribution

60

50

40
Frequency

30

20

10

0
0 5 10 15 20 25 30
Time headway

Expected Frequency Observed Frequency

Figure 5.5: Negative exponential distribution from Dargah road towards Highway.

Transportation Division,
NIT Warangal 11 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

5.7. Result and Discussion:

 The time headway for the vehicles at the marked point is observed. Chi square test is
conducted for observed frequency.
 The calculated chi-square value exceeds the critical chi-square values for the tested
distributions, including the normal distribution and negative exponential distribution.
 Minimum time headway=0.86 sec.
 Maximum time headway=26.64 sec.
 The calculated chi square value for time headway from Highway towards Dargah road is
5.40196.
 The critical chi square value for time headway from Highway towards Dargah road is
5.99146.
 The calculated chi square value for time headway Dargah road towards Highway is
11.6589.
 The critical chi square value for time headway Dargah road towards Highway is 7.814.
5.8. Conclusions:
 The headway data is represented using a negative exponential distribution. To assess the
quality of these fits, a chi-square test has been conducted. If the calculated chi-square value
(x2 calculated) is less than the critical chi-square value (x2critical) i.e., x2 calculated <x2critical, it implies
that there is no significant difference between the observed and expected frequencies,
indicating that the time headway data conforms to the exponential distribution.
 The calculated Chi-square value is less than critical Chi-square value in Lane1- Highway
towards Dargah road, therefore it indicates it is a good fit.
 The chi-square value computed for Lane 2, specifically for Dargah road toward the
highway, exceeds the critical chi-square value. This implies that the observed data does not
align well with the expected distribution, indicating a poor fit.
 For 2w the headway is very less compared to other vehicles.
 The length of vehicles also effects the time headway.

5.9. Applications:
 Many Traffic operations such as passing, merging and crossing depend on the availability of
large headway in traffic flow.
 Time headway data is valuable in designing roads and intersections. It influences decisions
related to lane width, merging lanes, and overall road geometry to ensure smooth traffic flow.
 Studying time headway is useful in accident investigations. It helps determine if insufficient
time headway played a role in collisions, providing insights for improving road safety
measures.

Transportation Division,
NIT Warangal 12 Traffic Measurement Laboratory
Name: Guriginjakunta Mallikarjuna
Roll No: 23CEM3R12

 Analyzing time headway provides insights into driver behavior. It helps researchers and
transportation engineers understand how drivers adjust their speeds and maintain distances in
different traffic conditions.
 Used in estimating the pedestrian platoon formation and delays.
 Used in estimating the capacity of Unsignalized Intersections.
 Capacity and Level of service analysis of Highways and Roundabouts.
5.10. Limitations:
 Human errors may occur while taking the manual observations.
 Obstruction to vision of observers caused by parked vehicles on roadside may lead to error
in observations taken in manual observation methods.
 Individual’s posses varying capacities to respond and take note of the readings, resulting in
potential difference in the readings from one person to another.
5.11. Reference:
 L. R. Kadiyali, Traffic Engineering and Transportation Planning, 7th edition, 2012.
 Nicholas J.Garber, Lester A.Hoel, Raju Sarkar, Principles of Traffic and Highway
Engineering.
 Standard Normal Distribution tables and Chi-square Distribution tables.
 https://www.sciencedirect.com/science/article/pii/S1877050918303697 .

Transportation Division,
NIT Warangal 13 Traffic Measurement Laboratory