INDIAN INSTITUTE OF TECHNOLOGY, GUWAHATI

CE 584 TRAFFIC ENGINEERING

A LAB REPORT

Submitted Under Course Work For M.Tech

Submitted by
Group 4:
Vaibhav M 234104513
Yash 234104514
Limo Sora 234104515
Shivam bhai Patel 234104516

Vineet Kashyap 234104519

Ishita Pragya 236104027

Under The Supervision Of

Prof. AKHILESH KUMAR MAURYA,

DEPARTMENT OF CIVIL ENGINEERING
INDIAN INSTITUTE OF TECHNOLOGY GUWAHATI
 CONTENTS

S.No Date Topic Sign Marks

1. 12-01-23 DRIVER VISION TESTING

2.

3.

4.

5.

6.

7.

8.

9.

10.
 EXPERIMENT-1

 OBJECTIVE OF EXPERIMENT:
The Aim Of Experiment Is To Check Driver Vision For Different
Condition
 APPARATUS REQUIRED:
Keystone View DVS-V GT

 METHODOLOGY:
Driver has been put under various test condition to check these criteria:
o Acuity: Fineness of visual discrimination
o Horizontal Peripheral Fields Vision : Miniature lamp(LED) targets
between the lenses and recessed in the temple(side) areas of the
viewing head show how far to the side a subject’s visual field extends
when he/she looks straight ahead
o Vertical Peripheral Fields Vision: Miniature lamp (LED) targets
above and below the lenses of the viewing head show how far up and
down a subject’s visual field extend when he/she looks straight ahead.
o Depth Perception : Both the closest and farthest sign out of 6 should be
identified to gauge if the subject has normal depth perception
o Phoria: Determines the subject’s eye muscle are properly balanced
and coordinated
o Colour blindness : Missing one or more out of 15 colours may
indicate some colour blindness and further examination by a vision
professional may be advised
o Night vision
o Glare recovery: Glare recovery is the speed and efficiency by which
the individual’s pupils re-adapt to night conditions
o Contrast Sensitivity: Tests the driver’s ability to discern objects under
a variety of lighting conditions (e.g., dawn , dusk and low light driving
conditions.
 PROCEDURE :
1. Firstly acuity test is done which consists of nine separate blocks
containing three 20/40 acuity letters each. The first tests right eye,
the second tests left eye acuity, and the third tests both eye acuity.
All three lines should be read, and only two digits in each column
can be misread without failure. It also include night acuity.
Note: Both monocular and binocular vision are tested in one
presentation.
2. Then intermediate acuity is check by occlude one eye and seeing
the letter from other.
3. After this, colour vision is checked using 5 rows consisting 3 columns
of colour each .ie. red, green, yellow .
 4. Phoria test is done after this to tell whether dot is inside or not
from box.
5. In depth test , out of 6 signs you have to tell which one is near or far.
6. Then eyes of driver are checked for contrast for night vision and
also for glare recovery .
7. At last horizontal and verticle field view test is done by putting
the light from various direction.

 CALCULATIONS
 RESULTS:

Driver has passed all test except the depth in which he tell the opposite of
sign .ie. lever crossing is far while it is near.
As he passed almost all the test, thus fit for driving.
Thus O.K.
 EXPERIMENT-2

SPOT SPEED STUDY USING RADAR GUN

OBJECTIVE:
To conduct a spot speed study using Radar Gun, develop cumulative frequency
speed distribution curve and calculate various statistical measures.

EQUIPMENT AND FACILITIES REQUIRED

1. Radar Gun
2. Observation sheets
3. Computer system with statistical software e.g. MS Excel

METHODOLOGY
The speed gun or radar meters are used for measurement of spot speeds much
rapidly as compared to previously discussed methods. It measures speed
directly by measuring the difference in the frequency between the emitted and
reflected radar wave emitted on an oncoming vehicle. The principle of radar
meter is that when it is targeted to a vehicle moving with some speed, the
difference between the frequencies of the emitted and reflected beams is used to
calculate the speed. This is normally referred to as the Doppler Effect which
states that the difference in frequency is proportional to the speed of the
oncoming vehicle. Using this principle, the instrument is programmed to
calculate the speed of the vehicle.

Radar Speed Meter Study Layout

This is a recent advancement in speed studies; it automatically records speed
and employs a radar transmitter-receiver unit. The apparatus transmits high-
frequency electromagnetic waves as a narrow beam towards the moving vehicle,
the beam changes its frequency depending upon the vehicle’s speed and is
returned to the receiver unit. Upon calibration, spot speed of the vehicle is
obtained.
These meters are widely used by engineers, traffic police and other
departments. These have certain practical limitations. They are:
1. In some situations, there is a possibility of recording wrong input like when
a test sample is obstructed by other vehicles, the triggered radar beam bounds
back by hitting the obstacle but not the test sample.
2. Accurate measurements from radar meter are obtained only when the radar
wave is reflected directly along the axis of the movement. But in some cases,
it is practically difficult.

PROCEDURE
1. Select the proper location and placement of radar meter. The radar meter
is so kept that the angle between the direction of travel of the vehicle and
the axis of transmission of a radio wave is as low as possible, within 20°.
The instrument is set up near the edge of carriageway about 1m high above
the ground level.
2. After setting up the instrument, the observer records the date,
location, weather conditions, time and direction on spot speed study
form.
3. Choosing a particular direction of movement of vehicles, radar speed
meter is started by pressing on-button. Radar speed meter directs radio
wave of a certain frequency at the moving vehicle and speed of the
vehicle is proportional to change in frequency of radio wave transmitted
and received.
4. Radar speed meter is pre-calibrated to display vehicle speed in km/hr
with an accuracy of at least 1.5 to 3 km/hr.
5. A slash/tally is recorded on the data form corresponding to speed observed
for each selected vehicle under vehicle-type classification.
6. Generate a frequency distribution curve and cumulative frequency
distribution curve either manually or using software such as MS Excel.
7. Compute the speed percentiles such as 15th, 50th, 85th and 98th
percentile speeds.
 ANALYSIS OF FREE FLOW SPEED:

1. FREE FLOW SPEED DISTRIBUTION:

For Car:

Car (F)
6

2
f(x) = − 0.00592185592185592 x² + 0.127753357753358 x + 1.38
R² = 0.161782342566656
1

0
35 43 46 51 52 54 60 62 63 64 65 67 68 69 70 71 72 73 74 75 76 77 78 79 81 83

Speed is mostly distributed from 35-83 kmph with a max number

at 64 kmph. And most frequent at 51-64 kmph speed.

For Two wheeler:

Bike (F)
4.5
4
3.5
3
2.5
2
1.5 f(x) = − 0.00432579409220121 x² + 0.114010275968007 x + 1.0831964969896
R² = 0.136376533116041
1
0.5
0
32 41 42 43 45 46 47 48 50 51 52 53 54 55 57 58 59 60 61 62 65 67 68 69 70 73 76 77 79

Speed is mostly distributed from 32-79 kmph with a max number

at 47 kmph. And most frequent at 54-61 kmph speed.
For LCV/Auto:

LCV (F)
4.5
4
3.5
3
2.5
2
f(x) = − 0.0037794519162706 x² + 0.0975553645464657 x + 1.45094549499444
1.5 R² = 0.139444626397791

1
0.5
0
31 35 36 39 40 41 42 43 45 47 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 66 69 70 72 73 74

Speed is mostly distributed from 31-74 kmph with a max number

at 49,51 kmph. And most frequent at 49-56 kmph speed.

For Truck/Bus:

Truck/Buses
2.5

1.5

f(x) = − 0.00245098039215686 x² + 0.0367647058823529 x + 1.16176470588235

1 R² = 0.0224358974358974

0.5

0
43 45 46 47 49 50 51 53 58 59 60 61 62 63 69 70 72

Speed is mostly distributed from 43-72 kmph with a max number

at 46,51,53,69 kmph. And most frequent at 51-53 kmph speed.
2. DIFFERENT SPEED FOR VARIOUS CLASSES OF VEHICLES:

BIKE CAR LCV TRUCK

Average Average Average Average
56.27 64.88 54.14 50.18
85 PERCENTILE 85 PERCENTILE
SPEED SPEED 85 PERCENTILE SPEED 85 PERCENTILE SPEED
69.25 77 67.2 58.2
50 PERCENTILE 50 PERCENTILE
SPEED SPEED 50 PERCENTILE SPEED 50 PERCENTILE SPEED
54.5 66 54 50

Order of 85th percentile speed for free flow

CAR>BIKE>LCV>TRUCK

3. CHI-SQUARE METHOD FOR EVALUATION

Since , Chi square value for all vehicle type from their free flow speed is
greater than the table value obtained at 95% confidence limit. Thus this
is a null hypothesis.This means no relationship exist on categorical
variable from which speed defined and that’s why they are independent

CHI SQUARE RESULT:

Vehicles Degree of freedom Chi-Square 95% confidence Hypothesis
Two wheeler 29 88.94 17.708 Null
Car 16 76.70 7.962 Null
LCV/Auto 9 115.28 3.325 Null
Truck/Buses 31 10.18 19.2946 Null
STREAM SPEED ANALYSIS

1. COMBINED SPEED DISTRIBUTION

 Speed distribution For Cars:

Car (C)
9

3 f(x) = − 0.00688047510897319 x² + 0.272343381906925 x + 0.775303643724695

R² = 0.244458721612012
2

0
33 39 43 45 48 50 52 54 57 59 61 63 65 68 70 72 74 76 78 81

Speed is mostly distributed from 33-81 kmph with a max number

at 54 kmph. And most frequent at 6 3 - 7 1 kmph speed.

 Speed distribution for Two-wheelers:

Bike (C)
7

4
f(x) = − 0.0100257139730824 x² + 0.347672064777328 x + 0.92247510668563
3 R² = 0.469408586317592

0
22 32 35 38 42 44 46 48 50 52 54 56 59 61 65 67 69 73 77

Speed is mostly distributed from 22-77 kmph with a max number

at 45,47,53 kmph. And most frequent at 4 3 - 5 4 kmph speed
 Speed distribution for LCV:

LCV (C)
9
8
7
6
5
4
3 f(x) = − 0.0076184484079221 x² + 0.286067950541635 x + 0.945234708392599
R² = 0.271551874270908
2
1
0
30 33 35 37 39 41 43 45 47 50 52 54 56 58 61 63 69 71 73

Speed is mostly distributed from 30-73 kmph with a max number

at 51 kmph. And most frequent at 4 7 - 5 3 kmph speed.

 Speed distribution for Truck:

Speed is mostly distributed from 31-62 kmph with a max number

at 46,50 kmph. And most frequent at 4 2 - 4 7 kmph speed.
  Speed distribution for Buses:

Speed is mostly distributed from 28-76 kmph with a max number at

53 kmph. And most frequent at 6 2 - 7 0 kmph speed.

 Speed distribution for Auto:

Speed is mostly distributed from 24-60 kmph with a max number at

35,42 kmph. And most frequent at 3 8 - 4 1 kmph speed.
COMPARISON BETWEEN FREE FLOW AND STREAM SPEED
DISTRIBUTION
1. In combined flow, we observe that,
Order of 85th percentile speed for free flow
CAR>BIKE>LCV>TRUCK.

2. While, in free flow, we observe that

Order of 85th percentile speed for free flow
CAR>BIKE>TRUCK>LCV

RESULTS:
We can clearly observe that the trend of speed distribution gets changed under
different flow conditions and it is clearly depicted by the 85th percentile speed
as well as speed distribution graph.
 EXPERIMENT -3

MID-BLOCK TRAFFIC VOLUME AND SPEED

STUDY BY VIDEO RECORDING

OBJECTIVE:
To study lane wise vehicle composition and flow variation.
To determine peak hour factor and compute stream behaviour of the traffic.

EQUIPMENT AND FACILITIES REQUIRED

1. Video Camera/Handycam and its accessories
2. Tripod
3. Writing Pad
4. Survey Proforma
5. Computer system with statistical software e.g. MS Excel
6. Marking software

METHODOLOGY

1. Site selection
There shouldn’t be any traffic signals or police enforcement.
Selected site should be in flat terrain since it affects speed, trajectory, sight
distance etc. Pedestrian and bicycle movements should be minimal

2. Data Collection: Data collection was done for one hour on the 50
metre stretch of road on a two lane road.

3. Data Extraction: Though some of the parameters can be extracted

using software, in this study every data extraction is done manually.

4. Data Analysis:The entry time, exit time and classification of the vehicle
for both the lanes are considered for the calculation of flow and stream
behaviour.

PROCEDURE
1. Select suitable cross section on the road and place the video camera at a
little distance from the nearest edge of the road. (A single camera placed at
high vantage point can also be used if it can record 80-100m section.)
2. To mark the desirable cross sections on the road observers have to move on
the sections and that process should be recorded. This recorded sections
will be used as a reference section during the analysis of video data.

3. Record the traffic on these sections for 1 hour. Also record the necessary
information related to road geometry (i.e. road width, divided or undivided,
weather condition, group no., etc.).

4. Later, play the videos on a computer and try to identify the each vehicle entry
time on both sections. This will provide the travel time of both the vehicles
over the selected road stretch.

5. Do the classified volume count on downstream section for every 5-minute

interval . Later on convert all vehicles into PCUs and compute the flow study.

OBSERVATIONS AND CALCULATIONS:

 ANALYSIS REGARDING FLOW STUDY

1. Pie Chart Showing Traffic Composition :

Vehicle Composition Combined

Truck/Bus
14%

Car 36%

Two-wheeler 40%
LCV 10%
Truck/BusTwo-wheelerLCVCar
 From the above pie chart of combined lanes traffic composition , it can be
clearly seen that two wheeler has maximum composition about 40% and
then after 36% car. Occupying 2/3 of lane at all time. And similar trend
can be seen in individual lane also.

Vehicle Composition Lane A

Truck/Bus 13%

Car 37%

Two-wheeler
40%

LCV 10%
Truck/BusTwo-wheelerLCVCar

Vehicle composition Lane B

Truck/Bus
15%

Car
36%

Two-wheeler
LCV 40%
9%

Truck/BusTwo-wheelerLCVCar

2. Lane Wise Flow Variation Chart :

o Combining both lanes data, we can observe that max no of

vehicles i.e. 71 comes at 18th , 30th , 42th min interval of hour and
while min at 54th min interval i.e. only 13 vehicle coming in 2 min
interval.
o While in lane A , most traffic flow is distributed at middle of an
hour i.e. from 18-30 min and 42-46 min and max at 18th interval
i.e. 52 veh
o In lane B , max traffic flow is at starting of hour from 4-12 min
and max at 8th interval i.e. 42 veh.
o Thus trendline showing different trend for lane B than lane A.

Frequency distribution combined

y = -0.0687x2 + 1.5686x + 41.032 R² = 0.1864
80
70
60
50
40
30
No. of

20
10
0

2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60
Time(min)

LANE A FLOW DISTRIBUTION

60
y = -0.1069x2 + 3.2813x + 4.7276
R² = 0.2927
50

40

30
No. of

20

10

0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60
Speed(kmph)
 LANE B Flow Distribution
45
y = 0.0417x2 - 1.7864x + 36.477
40
R² = 0.3245
35
30
25
20
15
NO. OF
10
5
0

2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60
INTERVAL

3. Peak Hour Factor For Both

Lanes:

Lane A Lane B

Although the max vehicle consecutive 15 min interval is different for

both lane i.e. it is 15-30 min for lane A while 0-15 min for lane B.
But have same peak hour factor i.e. .60. This is some moderate
fluctuation .
 ANALYSIS REGARDING SPEED STUDY

A. Analysis Of Free Flow Speed:

1. Free Flow Speed Distribution:

 FREE FLOW SPEED DISTRIBUTION COMBINED
20

15

10

5
No. of

R² = 0.2969
0
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

R² = 0.5471
R² = 0.5064

R² = 0.6038
-5

-10
SPEED(KMPH)

TRUCK/BUSES BIKES LCV CAR/JEEP

Poly. (TRUCK/BUSES) Poly. (BIKES)
Poly. (LCV) Poly. (CAR/JEEP)
 FREE FLOW SPEED DISTRIBUTION LANE A
14

12

10

8
Numb

0
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Speed kmph

TRUCK/BUSES BIKES LCV CAR/JEEP

FREE FLOW SPEED DISTRIBUTION LANE B

12

10

6
No of

0
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
Speed kmph

truck/buses bikes car lcv

2. Chi-Square Test:

Since , Chi square value for all vehicle type from their free flow
speed is greater than the table value obtained at 95% confidence
limit. Thus this is a null hypothesis.This means no relationship
exist on categorical variable from which speed defined and
that’s why they are independent.

VEHICLE DOF CHI VALUE TABLE VALUE HYPOTHESIS

TRUCK 35 130.73 22.50 NULL
BIKE 103 469.21 69.16 NULL
LCV 19 28.64 10.12 NULL
CAR 46 134.35 31.46 NULL

3. Different Speed For Various Classes Of Vehicles :

 o Since 85th percentile speed is used for design speed , thus we
can see here that
o Order of this speed:
Car > Bike > Truck > LCV.

B. Stream speed analysis :

SPEED DISTRIBUTION COMBINED

TRUCK BIKE LCV CAR
Poly. (TRUCK) Poly. (BIKE)
Poly. (LCV) Poly. (CAR)

R² = 0.6031
NUMBER OF

R² = 0.5645

5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95

R² = 0.5295

R² = 0.57

SPEED INTERVAL KMPH

 o While seeing the trend of combined (free+forced) flow , we
observed that it is different from what we get in case of
free flow.
o And the order is:
BIKE >CAR > LCV > TRUCK

C. Comparison of Speed obtained from Radar gun Experiment

and video recording method:

SPEED TRUCK BIKES LCV CAR

SMS 29.64 36.41 31.94 34.253
TMS 44.69 51.96 44.54 53.22

o Since TMS (time mean speed) is a arithmetic mean while

SMS (space mean speed) is a harmonic mean thus always
TMS > SMS .
o And from observation also we get the same result.
In every vehicle category SMS is smaller than
TMS.
 SPEED DISTRIBUTION VIDEO RECORDING
TRUCK BIKE LCV CAR
NUMBER OF

5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95
SPEED INTERVAL KMPH

RADAR GUN SPEED DISTRIBUTION

truck bike lcv car
NUMBER OF

5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
INTERVAL KMPH

o As radar gun can’t able to record speed less than 15

kmph , thus this can be clearly seen in the speed
distribution histogram .Also mostly speed is
 distributed in range of 30-55 kmph (incase of truck and
car) in radar gun while in range of 25-60 kmph in
video recording data i.e. more dispersed.

RESULTS:
1. FOR ALL CLASSES:
SMS< TMS
2. FOR COMBINED FLOW, SPEED ORDER
BIKE >CAR > LCV > TRUCK
3. FOR FREE FLOW , SPEED ORDER
CAR > BIKE > TRUCK > LCV
 Experiment - 4
TIME HEADWAY DISTRIBUTION STUDY

OBJECTIVE:
To find the time headway distribution of vehicle at different lanes and for different pair.

EQUIPMENT/DATA REQUIRED:

1. Video Camera/Handycam and its accessories

2. Tripod
3. Writing Pad
4. Survey Proforma
5. Computer system with statistical software e.g. MS Excel
6. Marking software

METHODOLOGY

1. Site selection
There shouldn’t be any traffic signals or police enforcement.
Selected site should be in flat terrain since it affects speed, trajectory, sight distance
etc.
Pedestrian and bicycle movements should be minimal.

2. Data Collection:
Data collection was done for one hour on the 50 metre stretch of road on a two lane road.

3. Data Extraction:
Though some of the parameters can be extracted using software, in this study every data
extraction is done manually.

4. Data Analysis:
The entry time, exit time and classification of the vehicle for both the lanes are considered for the
calculation of flow and stream behaviour

PROCEDURE:
Play the recorded traffic video (Collected during last lab class) on computer frame by frame and
choose a cross section on road shown in recorded video. Determine the time headway (at least
in mili-seconds accuracy) between all vehicles at chosen cross section of the road moving in
same direction in different lane. Do the following:
1. Draw the frequency distribution and relative frequency distribution (with group interval of 0.

5 seconds) of time headway maintained by all vehicles moving on same direction and same
lane. Repeat the same for each lane separately.
2. Draw the cumulative distribution of time headway maintained by all vehicles moving in
same direction and same lane and mark the different percentile values of time headway (like

5th percentile, 15th percentile, 50th percentile, 85th percentile and 95th percentile). Repeat
the same for each lane separately.
3. Draw the frequency distribution and relative frequency distribution (with group interval of 0.

5 seconds) of time headway maintained by different pair of vehicles (car-bus, car-car, truck-
truck, truck-car, car-3 wheeler, etc.) moving on same direction and same lane. Repeat the
same for each lane separately.
4. Provide your comments on the mean and std. deviation of observed time headway

maintained by different pair of vehicles as obtained in previous step. Check whether time
headway distribution between different vehicle pairs (car-car, car-bus, etc.) are statistically
different?
5. Check the appropriateness of normal and –ve exponential distribution to describe the

headway distribution (of all vehicle pairs combined, as obtained in Sl. No. 1) at 5%
significance level.
OBSERVATIONS AND CALCULATIONS:

1. Frequency Distribution Of All Vehicles:

FOR LANE A
FREQUENCY DISTRIBUTION LANE A
40
35
30
25
20
15

y = 0.003x2 - 0.5078x + 19.653

NO OF

R² = 0.6661
10
5
0
-5
0

0
1

5
3

0
4

5
6

0
7

5
9

0
.

0.

2.

3.

5.

6.

8.

9.

1.
1

5
1

0
1

5
1

0
1

5
1

0
1

5
2

0
2

TIME INTERVAL
 RELATIVE FREQUENCY DISTRIBUTION LANE A
0.09
0.08
0.07
0.06 y = 7E-06x2 - 0.0011x + 0.0442
0.05 R² = 0.6661
0.04
RELATIVE

0.03
0.02
0.01
0
-0.01
0

0
1

5
3

0
4

5
6

0
7

5
9

0
.

0.

2.

3.

5.

6.

8.

9.

1.
1

5
1

0
1

5
1

0
1

5
1

0
1

5
2
TIME INTERVAL

 Thus the equation we get for frequency distribution for Lane A is y = 0.003x2 - 0.5078x + 19.653
and R2=0.66

FOR LANE B

FREQUENCY DISTRIBUTION LANE B y = 0.0184x2 - 2.2442x + 60.93

R² = 0.5831
145
140
135
130
125
120
115
110
105
100
95
90
NO OF

85
80
75
70
65
60
55
50
45
40
0

0
1

0
2

0
3

0
4

0
5

0
6

0
7

0
8

0
9

0
.

0.

1.

2.

3.

4.

5.
1

0
1

0
1

0
1

0
1

0
1

35
30 TIME INTERVAL
25
20
15
10
5 Thus the equation we get for frequency distribution for Lane B is y = 0.0184x2 - 2.2442x + 60.93
0 R² = 0.5831
-5
-10
-15
 RELATIVE FREQUENCY DISTRIBUTION LANE B
0.16
0.15
0.14
0.13
0.12 y = 2E-05x2 - 0.0025x + 0.0691
0.11 R² = 0.5831
0.1
0.09
0.08
RELATIVE

0.07
0.06
0.05
0.04
0.03
0.02
0.01
0

0
1

0
2

0
3

0
4

0
5

0
6

0
7

0
8

0
9

0
.

0.

1.

2.

3.

4.

5.
0

0
1

0
1

0
1

0
1

0
1
-0.01
-0.02
TIME INTERVAL

2. Cumulative Frequency Distribution For All Vehicles And Their Time Headway At
Different Percentile :

LANE A

CUMULATIVE FREQUENCY DISTRIBUTION FOR LANE Ay = -0.0089x2 + 1.5496x + 36.809

R² = 0.8361
100
95
90
85
80
75
CUMULATIVE

70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
0 1.5 3 4.5 6 7.5 9 10.51213.51516.51819.52122.52425.52728.53031.53334.53637.53940.54243.54546.54849.55152.55455.55758.56061.563 2
 Thus
INTERVAL the equation we get for cumulative frequency distribution for Lane A is y = -0.0089x +
1.5496x + 36.809
R² = 0.8361
 Time Headway For Different Percentile :
PERCENTILE TIME
5 0.96
15 1.52
50 4.8
85 13.396
95 25.472

LANE B
y = -0.016x2 + 1.9387x + 47.677
CUMULATIVE FREQUENCY DISTRIBUTION LANE B R² = 0.6957
100
95
90
85
80
CUMULATIVE

75
70
65
60
55
50
45
40
35
0

0
1

0
2

0
3

0
4

0
5

0
6

0
7

0
8

0
9

0
.

0.

1.

2.

3.

4.

5.
1

0
1

0
1

0
1

0
1

0
1
30
25 TIME INTERVAL
20
15
10
5 Thus the equation we get for cumulative frequency distribution for Lane A is y = -0.016x2 + 1.9387x
0 + 47.677
R² = 0.6957

Time Headway For Different Percentile

PERCENTILE TIME
5 0.84
15 1.2
50 2.52
85 6.84
95 11.6
 NO OF VEHICLE NO OF VEHICLE
RELATIVE FREQ 

-
0
1
2
3
4
5
6
7
8
0
1
5
1
0
2
2
0.0

R² = 0.4173
BIKE 3.1341
Thus the equation we get for frequency distribution for CAR-
0.

0.

0.

0.
0

2
1

4
1

6
1
1.0
1
2.0 0.0
2
3.0 1.0

3 Frequency for different pair of vehicles (only pair > 50 is

3
4.0 2.0
4
5.0 3.0
5
6.0 4.0
6
7.0 5.0
7
8.0 6.0
8
9.0 7.0
9
10.0 8.0
10

FREQ. DIST. OF LANE A CAR-BIKE

11.0 9.0
11
12.0 10.0
12
13.0 11.0

RELATIVE FREQ. DIST. OF LANE A CAR-BIKE

13
14.0 12.0
14
LANE A BIKE-BIKE

15.0 13.0
15
16.0 14.0
16
17.0 15.0
17
18.0 16.0
18
19.0 17.0
19
20.0 18.0

For Lane
20

TIME
21.0 19.0
TIME

21
TIME

22.0 20.0
22
23.0 21.0
23
24.0 22.0
24
25.0 23.0
25
26.0 24.0
26
27.0 25.0
27
28.0 26.0
28
29.0 27.0
29
30.0 28.0
30
31.0 29.0
31
32.0 30.0
32
33.0 31.0
33
34.0 32.0
is y = 0.001x2
34
35.0 33.0

y = 0.001x2 - 0.1177x +
y = 0.0049x2 - 0.5741x +

35
36.0 34.0
36
37.0 35.0
37
38.0 36.0

3.1341 R² =
16.224 R² = 0.7597

38
39.0 37.0
39
40.0 38.0
40
41.0 39.0
41
40.0
0.117

42
41.0
43
42.0
43.0
+
  Thus the equation we get for frequency distribution for BIKE -BIKE is y = 0.0049x2 - 0.5741x +
16.224
R² = 0.7597

RELATIVE FREQUENCY LANE A BIKE-BIKE

0.09

0.07

0.05

0.03
RELATIVE

0.01
0
1
2
3
4
5
6
7
8
9
1
0
1
1
1
2
1
3
1
4
1
5
1
6
1
7
1
8
1
9
2
0
2
1
2
2
2
3
2
4
2
5
-0.01
TIME INTERVAL

LANE A BIKE-CAR HEADWAY

y = 0.0005x2 - 0.0622x + 2.04
6
R² = 0.3641
4

2
NO OF

0
-2
0

0
1

5
3

0
4

5
6

0
7

5
9

0
.

0.

2.

3.

5.

6.

8.

9.
1

5
1

0
1

5
1

0
1

5
1

0
1
TIME INTERVAL

 Thus the equation we get for frequency distribution for BIKE – CAR y = 0.0005x2 - 0.0622x + 2.04
R² = 0.3641

0.14
RELATIVE FREQUENCY LANE A BIKE-CAR
0.12
0.1
0.08
0.06
0.04
RELATIVE

0.02
0
0

9
5

5
1
2
1

5
1
5
1

5
1
8
1

5
2
1
2

5
2
4
2

5
1.

4.

7.

0.

3.

6.

9.

2.

5.

TIME INTERVAL
 FOR LANE B

FREQUENCY DISTRIBUTION TRUCK -CAR

25
20
15 y = 0.0181x2 - 0.9788x + 12.129
10 R² = 0.4577
NO OF

5
0
-5
0.5 1.5 2.5 3.5 4.5 5.5 6.5 7.5 8.5 9.5 10.5 11.5 12.5 13.5 14.5 15.5 16.5 17.5 18.5 19.5
INTERVAL

 Thus the equation we get for frequency distribution for TRUCK – CAR is y = 0.0181x2 - 0.9788x +
12.129
R² = 0.4577

RELATIVE FREQUENCY DISTRIBUTION TRUCK -CAR

0.3

0.25
y = 0.0002x2 - 0.0118x + 0.1461
0.2 R² = 0.4577
0.15
REL

0.1

0.05

0
0.5 1.5 2.5 3.5 4.5 5.5 6.5 7.5 8.5 9.5 10.5 11.5 12.5 13.5 14.5 15.5 16.5 17.5 18.5 19.5
-0.05
INTERVAL

FREQUENCY DISTRIBUTION BIKE-CAR

14
12
10 y = 0.0098x2 - 0.5531x + 7.3623
8 R² = 0.6221
NO OF

6
4
2
0
-2

0 1 2 3 4 5 6 7 8 910 11 12 13 14 15 16 17 18 19 20
INTERVAL

 Thus the equation we get for frequency distribution for TRUCK – CAR is
y = 0.0098x2 - 0.5531x + 7.3623
R² = 0.6221
 REL FREQ BIKE -CAR
0.25

0.2

0.15

0.1
REL

0.05

0
012345678910 11 12 13 14 15 16 17 18 19 20
INTERVAL

FREQ LCV-CAR
16
14
12
y = 0.0213x2 - 0.9024x + 9.3306
10
R² = 0.4788
8
NO OF

6
4
2
0
-2
1

9
5

5
1
8.

9.
5

5
0.

1.

2.

3.

4.

5.

6.

7.

INTERVAL

 Thus the equation we get for frequency distribution for LCV-CAR : y = 0.0213x2 - 0.9024x +
9.3306
R² = 0.4788

REL FREQ LCV -CAR

0.25

0.2

0.15

0.1
REL

0.05

0
1

1
5

5
0.

1.

2.

3.

4.

5.

6.

7.

8.

9.

INTERVAL
 FREQ CAR-TRUCK
8
7
6
5 y = 0.0024x2 - 0.2157x + 4.7084
4 R² = 0.5023
NO OF
3
2
1
0
-1
0

5
1

5
2

5
3

5
4

5
5

5
6

5
7

5
8

5
9

5
.

0.
1
INTERVAL

 Thus the equation we get for frequency distribution for CAR-TRUCK : y = 0.0024x2 - 0.2157x +
4.7084
R² = 0.5023

REL FREQ CAR- TRUCK

0.12
0.1
0.08
0.06
0.04
0.02
0
REL

INTERVAL
0

5
1

5
2

5
3

5
4

5
5

5
6

5
7

5
8

5
9

5
.

1
FREQ CAR- LCV
12

10
y = 0.0086x2 - 0.4576x + 6.2594
8 R² = 0.3976
NO OF

0
1

8
5

5
0.

1.

2.

3.

4.

5.

6.

7.

8.

INTERVAL

 Thus the equation we get for frequency distribution for CAR-LCV : y = 0.0086x2 - 0.4576x + 6.2594
R² = 0.3976
 REL. FREQ CAR-LCV
0.2
0.18
0.16
0.14
0.12
0.1
0.08
0.06
REL

0.04
0.02
0
0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12
INTERVAL

FREQ CAR-BIKE
14
12
10
8
6 y = 0.0056x2 - 0.4459x + 8.0772
4
NO OF

R² = 0.6547
2
0
-2
0
1
2
3
4
5
6
7
8
9
1
0
1
1
1
2
1
3
1
4
1
5
1
6
1
7
1
8
1
9
2
0
2
1
INTERVAL

 Thus the equation we get for frequency distribution for CAR-BIKE : y = 0.0056x2 - 0.4459x +
8.0772
R² = 0.6547

REL FREQ CAR-BIKE

0.18
0.16
0.14
0.12
0.1
0.08
REL

0.06
0.04
0.02
0
0
1
2
3
4
5
6
7
8
9
1
0
1
1
1
2
1
3
1
4
1
5
1
6
1
7
1
8
1
9
2
0
2
1

INTERVAL
 FREQ CAR- CAR
45
40
35
30
25 y = 0.0048x2 - 0.578x + 15.188
20 R² = 0.4319
NO OF

15
10
5
0
-5

INTERVAL

 Thus the equation we get for frequency distribution for CAR-CAR : y = 0.0048x2 - 0.578x + 15.188
R² = 0.4319

REL. FREQ CAR- CAR

0.25

0.2

0.15

0.1
REL

0.05

0
0

1
2

1
5

1
8

2
1

2
4
5

5
1.

4.

7.

0.

3.

6.

9.

2.

5.
INTERVAL

4. Mean and Standard Deviation for different pair of vehicle for different lane

FOR LANE A

PAIR MEAN STD DEV

BIKE-BIKE 7.17 7.56
BIKE-CAR 8.59 9.47
CAR-BIKE 6.22 8.16
 FOR LANE B

PAIR MEAN STD DEV

TRUCK-CAR 2.59 2.52
BIKE-CAR 3.11 3.79
LCV-CAR 2.83 2.33
CAR-TRUCK 5.71 4.53
CAR-BIKE 3.22 4.43
CAR-LCV 3.70 2.71
CAR-CAR 3.01 4.79

5. Chi-Square Test On All Vehicle Pairs:

LANE DOF t-value Chi value hypothesis

A 436 388.61 3809.035 NULL
B 871 803.51 3746.89 NULL

LANE A

Mean 7.22706422
Standard Error 0.387288265
Median 4.5
Mode 1.5
Standard Deviation 8.086816381
Sample Variance 65.39659918
Kurtosis 6.334851576
Skewness 2.310324787
Range 49.5
Minimum 0
Maximum 49.5
Sum 3151
Count 436
Confidence Level(95.0%) 0.761188915

SINCE SKEWNESS,KURTOSIS IS NOT IN BETWEEN -2 TO +2 . THUS IT IS

NOT A NORMAL DISTRIBUTION
 LANE B

Mean 3.863375431
Standard Error 0.191543447
Median 2.5
Mode 1.5
Standard Deviation 5.652966028
Sample Variance 31.95602492
Kurtosis 189.0406201
Skewness 10.54256007
Range 117
Minimum 0
Maximum 117
Sum 3365
Count 871
Confidence Level(95.0%) 0.375941263

SINCE SKEWNESS,KURTOSIS IS NOT IN BETWEEN -2 TO +2 . THUS IT IS NOT A NORMAL

DISTRIBUTION

RESULTS :

 It is clearly shown that applying chi-square test on both lanes results in

null hypothesis
 Also neither one follow normal distribution.
 50TH Percentile time headway is 4.8 sec for lane A while it is 2.5 sec for
lane B .
 Most of vehicle pair has max occurance at 0.5-4 sec time headway period.
 EXPERIMENT - 5

VEHICLE’S SPEED, ACCELERATION AND

DECELERATION PROFILE STUDY

OBJECTIVE:
To determine vehicle speed, acceleration and deceleration profile study

EQUIPMENT/DATA REQUIRED:

Vehicle trajectory data using GPS data (provided by instructor)

THEORY:

 Acceleration/deceleration (A/D) behaviour of vehicles is

important for various applications like length of yellow light
at inter-section, determination of sight distances at
intersection, determination of length of A/D lanes, ramp
design, traffic simulation modelling, vehicular emission
modelling, instantaneous fuel consumption rate modelling,
etc.
 Vehicle Speed Profiles helps in minimizing work and fuel
consumption.

PROCEDURE:
GPS data (including the speed and time) of vehicle trip will be provided
by the instructor. Apply the suitable smoothening techniques to reduce the
noise in the data, if any.

With the smoothened data, do the following task:

For Speed of the vehicle:

 Determine the 15th, 25th, 50th 85th, 95th percentile and mean values of
speed for entire trip.
 Draw the frequency diagram of vehicle’s speed choosing suitable bin
size. Justify yourselected bin size.
  Explore the suitable distribution to describe the behavior of speed
distribution. Apply the necessary statistical test to evaluate the
suitability of fitted distribution.

For Acceleration and Deceleration Behaviour of the Vehicle:

1. Determine the 15th, 25th, 50th 85th, 95th percentile and mean values
of acceleration anddeceleration for entire trip.

2. Draw the frequency diagram of acceleration and deceleration values

by choosing suitable binsize.

3. Plot the variation of acceleration and deceleration with vehicle

speed by choosing suitable binsize (Plot the speed on X axis and
acceleration/deceleration on Y axis).

4. Comment of the acceleration and deceleration variation with

speed of the vehicle. Obtainedthe vehicles speed values
corresponding to maximum acceleration and deceleration of the
vehicles.

5. Explore the suitable distribution to describe the behavior of acceleration

and Deceleration with vehicle’s speed. Apply the necessary statistical
test to evaluate the suitability of fitted distribution.

OBSERVATION AND CALCULATION:

 VARIOUS GRAPH

distance vs time
30000

25000
distan

20000

15000

10000

50000
4220042300424004250042600 42700 4280042900430004310043200
time in sec
 Speed(km/h)
140
120
100
80
60
40
speed in

20

0
42200423004240042500 426004270042800 42900430004310043200
time in sec

LongAcc(m/s²) vs time
3
2
1
0
-142200
-2 42300 424004250042600427004280042900430004310043200
-3
long

-4
-5
-6

time in sec

rel b/w speed and long acc

120
110
100
90
80
speed or long

70
60
50
40
30
20
10
0
-10
42200423004240042500 426004270042800 42900430004310043200
time in sec

Speed(km/h) LongAcc(m/s²)
 For Speed of the vehicle:

SPEED FREQ DIST.

500
y = -3.5076x2 + 75.99x - 172.23
400 R² = 0.5709

300

200
NO OF

100

0
253035404550556065707580859095 100 105 110 115
-100

-200
SPEED INT

 The equation for frequency distribution for speed is y = -3.5076x2 + 75.99x

- 172.23 , R² = 0.5709

PERCENTILE SPEED VALUE

15 66.4008
25 69.2885
50 77.5675
85 95.9187
95 103.0388
MEAN 79.0262562
 ForAcceleration and Deceleration Behaviour of the Vehicle

FREQ DIS LONG ACC

500
400
300
y = -55.483x + 439.64
R² = 0.9457
NUMB

200
100
0
-100
0 0.25 0.5 0.75 1 1.25 1.5 1.75 2
LONG ACC
 The equation for frequency distribution for longitudinal acceleration
y = -55.483x + 439.64
R² = 0.9457

PERCENTILE LONG ACCELERATION

15 0.15
25 0.23
50 0.49
85 0.97
95 1.26
MEAN 0.547363014

FREQ DIS LONG DEC

350
300
250
200 y = -98.01ln(x) + 261.42
150 R² = 0.8778
100
NUMB

50
0
-50
-100

LONG DEC

 The equation for frequency distribution for longitudinal deceleration

y = -98.01ln(x) + 261.42
R² = 0.8778

PERCENTILE LONG DECELERATION

15 -1.36
25 -0.94
50 -0.46
85 -0.11
95 -0.04
MEAN -0.723857965
 Mean values for various acceleration

ACCELERATION MEAN
Longitudinal acceleration 0.547
Longitudinal deceleration 0.724
Lateral acceleration 1.009
Lateral deceleration 1.027

 Relation between Speed and longitudinal acceleration

rel b/w speed and long acc

120
110
100
90
80
70
60
50
speed or long

40
30
20
10
0
-10
4220042300424004250042600

42700 4280042900430004310043200
time in sec

Speed(km/h) LongAcc(m/s²)
  Variation of longitudinal acceleration and decleration wrt
speed :

Longdec(m/s²) vs speed

5.00 7.00 9.00 11.00 13.00 15.00 17.00 19.00 21.00 23.00 25.00 27.00 29.00 31.00 33.00 35.00
0

-1

-2

-3
long

-4

-5

-6
speed m/s
 Variation of longitudinal acceleration and decleration wrt
speed :

LongAcc(m/s²) vs speed
2.5

1.5

1
long

0.5

0
5.00 7.00 9.00 11.00 13.00 15.00 17.00 19.00 21.00 23.00 25.00 27.00 29.00 31.00 33.00 35.00

-0.5
speed m/s
  Value of average longitudinal acceleration and decleration
wrt speed bins of 5 kmph :

Speed vs Average Longitudinal Acceleration

2 1.86
y = -0. 0005x2 + 0.0625x - 0.8899
1.8
1.6 1.65 R² = 0.5303
1.4 1.39 1.28
1.2
1
AVERAGE LONGITUDINAL

0.8 0.9 1.05 1 1.02

0.6
0.4 0.80.81
0.2 0. 67
54
0 0.49 0.530. 0.46
0.36 0.3 0.43
7
0.19

020406080100120140
SPEED INTERVAL(KMPH)

 The polynomial equation of y = -0.0005x2 + 0.0625x - 0.8899 with

R² = 0.5303 best fits the curve .

Speed vs Average Longitudinal Deceleration

2
1.8 1.76
y = -0.0005x2 + 0.0713x - 1.3401
1.6 1.54 R² = 0.5077
1.4
1.2 1.3
1 1.21
1.15
0.8 1.07
0.6
AVERAGE LONGITUDINAL

0.4 0.7
0.2 0.66 0.64
0.58 0.58 0.54
0 0.49 0.45
0.39
-0.2 0
0.27

0.04 0 0.01

20 40 60 80 100 120 140

SPEED INTERVAL (KMPH)
 The polynomial equation of y = -0.0005x2 + 0.0713x - 1.3401
R² = 0.5077 best fits the curve.

COMPARISON IN ACCELERATION AND DECELERATION PROFILE

2
1.8 1.86
1.76
1.6 1.65
1.54
1.4 1.39
1.3 1.28
1.2 1.21
1.15
AVERA

1.05 1.07
1 1 1.02
0.9
0.8 0.8 0.81
0.66 0.7 0.64 0.67
0.6 0.58
0.49 0.53 00..5548
0.49 0.54
0.46 0.45
0.4 0.36 0.37 0.43
0.27
0.2 0.19
0.04 0.01
0 0
2530 7580859095100 105 110 115
35404550556065 70
SPEED

av deceleration av acc

RESULTS AND CONCLUSIONS:

 FOR ABOUT 50% VEHICLES HAVE
 Speed = 77.56 kmph
 Longitudinal acceleration = 0.49 m/s2
 Longitudinal Deceleration = -0.46 m/s2
 FOR ABOUT 85% VEHICLES HAVE
 Speed = 95.91 kmph
 Longitudinal acceleration = 0.97 m/s2
 Longitudinal Deceleration = -0.11 m/s2

 MEAN FOR VEHICLE

o Speed = 79 kmph
o Longitudinal acceleration = 0.55 m/s2
o Longitudinal Deceleration = -0.72 m/s2

 MAXIMUM AVERAGE LONGITUDINAL ACCELERATION AT

60 KMPH
 MAXIMUM AVERAGE LONGITUDINAL DECELERATION AT
55 KMPH
 Experiment No- 6
MOVING OBSERVER
METHOD

OBJECTIVE:
Volume and Travel Time Study by Moving Observer Method

EQUIPMENTS REQUIRED:
1. Writing Pad

2. Survey Proforma

PROCEDURE:
1. This method usually employs three observers. A test car is run to and fro
along the section or sections, approximately traveling at average traffic
stream speed.
2. One observer in the car records the number of vehicles in the
opposing traffic.
3. The second observer records the number of overtaken and
overtaking vehicles.
4. The third observer records the journey time from beginning to the end
of each section with the help of a stopwatch/mobile. With the help of
another stopwatch the third observer also records the stopped times, if
any. One should try to avoid stopping in between.
5. When the traffic volume is heavy, then more observers are required
to count the opposing traffic.
6. Take suitable time points to record the data.
7. From the data, calculate the following for both directions of traffic
after converting them into equivalent PCU
METHODOLOGY USED :
After collecting the data , following formulae is used to get the flow , time
,speed and density

( 𝑴𝒘−
1) 𝒒 =
𝑴𝒘+𝑴𝒂)
𝒐 𝒑
𝑻𝒘+𝑻𝒂
(𝑴𝒘− 𝑴𝒘)
2) 𝒂𝒗 = 𝑻𝒘 − 𝒐 𝒑
𝒒
𝑻
𝑳
3) 𝑽 =
𝒂𝒗 𝑻𝒂𝒗
𝒒
4) 𝒌 =
𝑽𝒂𝒗

Where,
q = volume (veh/hr)
𝑴𝒘�= number of vehicles that overtakes the test car when test car is
moving with the traffic stream.
𝑴𝒘�= number of vehicles that test car overtakes when test car is
moving with the traffic stream
𝑴𝒂�= number of vehicles that overtakes the test car when test car is
moving against the traffic stream.
𝑻𝒘 = travel time in hours when test car is moving with the traffic
stream.
𝑻𝒂 = travel time in hours when test car is moving with the traffic
stream
𝑻𝒂𝒗 = average travel time in hours
𝑽𝒂𝒗 = average speed of traffic stream in km/hour.
L = distance in
OBSERVATIONS TABLE :
Trip Journey VEHICLE IN OPPOSITE DIRECTION
Direction Time (sec)
TWO
TRUCK LCV BUS CAR/JEEP AUTO
WHEELER
TOTAL
( 1.5
( 3 PCU) ( 3 PCU) ( 1 PCU) ( 1 PCU) ( 0.5 PCU)
PCU)
1 TO 2 120 07 13 04 35 08 70 130.5

2 TO 1 130.94 12 17 04 40 04 30 132.5

1 TO 2 129 11 13 05 45 03 47 139

2 TO 1 127.47 12 15 03 45 02 43 136

1 TO 2 114.05 10 08 06 52 02 80 154

2 TO 1 129.9 10 15 01 18 06 43 101

1 TO 2 132.97 07 08 05 46 09 75 140.5

2 TO 1 124.91 13 09 04 38 03 37 124

1 TO 2 115.47 07 04 03 37 05 43 99.5

2 TO 1 117.05 07 07 03 33 05 27 87.5

1 TO 2 126.42 11 11 03 46 02 51 132

2 TO 1 128.42 12 08 03 41 02 34 117

Journey VEHICLE OVERTAKEN

Trip Time
Direction (sec) TWO
TRUCK LCV BUS CAR/JEEP AUTO
WHEELER TOTAL

1 TO 2 120 2 0 0 1 2 4 11
2 TO 1 130.94 2 1 0 0 1 3 10
1 TO 2 129 0 1 0 0 1 2 3.5
2 TO 1 127.47 0 1 0 0 1 3 4
1 TO 2 114.05 0 1 0 1 1 1 4
2 TO 1 129.9 1 2 0 1 2 0 9
1 TO 2 132.97 1 0 0 0 0 0 3
2 TO 1 124.91 2 1 1 0 0 6 13.5
1 TO 2 115.47 1 0 0 1 2 3 7.5
2 TO 1 117.05 1 0 0 0 2 3 6.5
1 TO 2 126.42 2 0 0 0 0 4 8
2 TO 1 128.42 0 1 0 0 1 4 4.5
 Journey VEHICLE OVERTAKEN
Trip Time
Direction (sec) TWO
TRUCK LCV BUS CAR/JEEP AUTO
WHEELER TOTAL

1 TO 2 120 1 0 0 5 0 3 9.5
2 TO 1 130.94 0 0 1 2 0 0 5
1 TO 2 129 0 0 0 3 0 4 5
2 TO 1 127.47 0 0 0 1 0 7 4.5
1 TO 2 114.05 0 0 0 3 0 0 3
2 TO 1 129.9 0 1 0 4 0 2 6.5
1 TO 2 132.97 1 0 0 2 0 2 6
2 TO 1 124.91 0 0 0 0 0 2 1
1 TO 2 115.47 0 0 0 1 0 0 1
2 TO 1 117.05 0 0 0 0 0 1 0.5
1 TO 2 126.42 0 0 1 1 0 1 4.5
2 TO 1 128.42 0 0 0 3 0 3 4.5

CALCULATION:

VEHICLE NO (IN PCU) Sum of Run

time
JOURNEY TIME STREAM
TRIP FLOW DENSITY(
TIME OPPOSITE TAKEN SPEED
DIRECTION (VEH/H) VEH/KM)
(SEC) OVERTAKING OVERTAKEN DIRECTIO (SEC) (KMPH)
N

1
1 TO 2 120
10 11 131 1865 121.93 59.05 32
250.94
2 TO 1 130.94 5 10 133 1836 140.74 51.16 36
2
1 TO 2 129 5 4 139 1965 127.17 56.62 35
256.47
2 TO 1 127.47 5 4 136 1923 125.60 57.33 34
3
1 TO 2 114.05 3 4 154 2258 115.64 62.26 36
243.95
2 TO 1 129.9 7 9 101 1461 134.83 53.40 27
4
257.88
1 TO 2 132.97 6 3 141 2010 127.60 56.43 36
 2 TO 1 124.91 1 14 124 1550 155.11 46.42 33
5
1 TO 2 115.47 1 8 100 1440 132.97 54.15 27
232.52
2 TO 1 117.05 1 7 88 1270 134.06 53.71 24
6
1 TO 2 126.42 5 8 132 1822 132.35 54.40 33
254.84
2 TO 1 128.42 5 5 117 1653 128.42 56.07 29
VEHICLE NO (IN PCU)
JOURNEY
TRIP
TIME
DIRECTION OPPOSITE
(SEC) OVERTAKING OVERTAKEN FLOW 1898
DIRECTION
1 TO 2 120 10 11 131
TIME 125.51
1 TO 2 129 5 4 139
1 TO 2 114.05 3 4 154
SPEED 57.36
1 TO 2 132.97 6 3 141
1 TO 2 115.47 1 8 100
DENSITY 33
1 TO 2 126.42 5 8 132
AVERAGE 123 5 6 133


VEHICLE NO (IN PCU)

JOURNEY
TRIP
TIME
DIRECTION OPPOSITE
(SEC) OVERTAKING OVERTAKEN FLOW 1621
DIRECTION
2 TO 1 130.94 5 10 133
TIME 135.70
2 TO 1 127.47 5 4 136
2 TO 1 129.9 7 9 101
SPEED 53.06
2 TO 1 124.91 1 14 124
2 TO 1 117.05 1 7 88
DENSITY 31
2 TO 1 128.42 5 5 117
126 4 8 117
AVERAGE

Result and discussion:

 For run 1: Flow is 1851 vehicle per hour while stream speed is 55.10 kmph, Time of run is 131.33 sec whereas density is
34veh/km.
 For run 2: Flow is 1944 vehicle per hour while stream speed is 56.97 kmph, Time of run is 126.39 sec whereas density is
35veh / km.
 For run 3: Flow is 1860 vehicle per hour while stream speed is 57.83 kmph, Time of run is 125.23 sec whereas density is
32veh/km.
 For run 4: Flow is 1780 vehicle per hour while stream speed is 51.42 kmph, Time of run is 141.35 sec whereas density is
35veh/km.
 For run 5: Flow is 1355 vehicle per hour while stream speed is 53.93 kmph, Time of run is 133.52 sec whereas density is
26veh/km.
 For run 6: Flow is 1738 vehicle per hour while stream speed is 55.23 kmph, Time of run is 130.38 sec whereas density is
31veh/km.
From above data obtained it can be clearly seen that with increase of flow, speed decreases, travel time increases, density
increases.
 For carriageway 1-2: Flow is 1898 vehicle per hour while stream speed is 57.36kmph Time of run is 125.51sec whereas
density is 33 veh/km.
 For carriageway 2-1: Flow is 1621 vehicle per hour while stream speed is 53.06 kmph Time of run is 135.70 sec whereas
density is 31 veh/km.
Thus, flow and vehicular density is more in 1-2 carriageway.