Thesis - Report - Aman - Pabbi - 4october 15 PDF

CHAPTER 1
INTRODUCTION
1.1 General
A highway is any public road or other public way on land. It is used for major roads, but also
includes other public roads and public tracks: It is not an equivalent term to freeway.
A freeway is defined as divided highway facility having two or more lanes in each direction for
the exclusive use of traffic. All freeways are highways, but not every highway is a freeway.
A freeway is a "controlled-access" highway — also known as an express highway — that's
designed exclusively for high-speed vehicular traffic. Traffic flow on a freeway is unhindered
because there are no traffic signals, intersections, or at-grade crossings with other roads,
railways, or pedestrian paths.
The main difference between freeways and multilane highways is that in the case of freeways,
these roads are separated from the rest of the traffic and can only be accessed by ramps (slip
roads). Opposing directions of traffic on a freeway are physically separated by a central
reservation (median), such as a strip of grass or boulders, or by a traffic barrier. Traffic across a
freeway is carried by overpasses and underpasses.
Table 1.1 Comparison chart

Freeway Highway
At-Grade Crossings No Possible
Intersections or Traffic
No Possible
Signals
Regulated via slip roads From Intersections
Ingress or Egress
(Ramps) or ramps
In India, these highways measured over 92851.02km as of 2014 including over 1000km of
limited-access expressways. Out of 71,000 km of National Highways 22,900 plus km are 4 or 6
lane and remaining 50,000 km are 2 lane.
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The capacity of a facility is the maximum hourly rate at which persons or vehicles reasonably
can be expected to traverse a point or a uniform section of a lane or roadway during a given time
period under prevailing roadway, traffic, and control conditions. Capacity analysis examines
segments or points (such as signalized intersections) of a facility under uniform traffic, roadway,
and control conditions. These conditions determine capacity; therefore, segments with different
prevailing conditions will have different capacities. Hence a traffic stream is given due
consideration.
Traffic stream can be defined as vehicles moving on the road network, which could be a
highway, freeway, major district road etc. It includes a combination of driver and vehicle
behavior. The driver or human behavior being non-uniform, traffic stream is also non-uniform in
nature.
Traffic Stream parameters can be classified as macroscopic and microscopic.
Macroscopic characteristics are flow, density and speed, i.e. which characterize the traffic as a
whole, while microscopic characteristics can be listed as time headway or space headway, i.e.
which study the study the behavior of individual vehicle in the stream with 1respect to each
other.
1.1.2 Speed
Speed is considered as quality measurement of travel as the drivers and passengers will be
concerned more about the speed of the journey rather than the design aspect of the traffic,
Mathematically, v =d/t
Where v is the speed of the vehicle in ‘m/s’, d is the distance travelled in ‘m’ in time t ‘seconds.’
Speed of different vehicles will vary with respect to time & space.
1.1.2.1 Types of speed

i. Spot speed
Spot speed is the instantaneous speed of a vehicle at a specified location. Spot speed
can be used to design the geometry of road like horizontal and vertical curves, super
elevation etc. location and size of signs, design of signals, safe speed, and speed zone
determination, require the spot speed data. Accident analysis, road maintenance, and
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congestion are the modern fields of traffic engineer, which uses spot speed data as the
basic input. Spot speed can be measured using pressure contact tubes or direct timing
procedure or radar speedometer or by time-lapse photographic method. It can be
determined by speeds extracted from video images by recording the distance travelling
by all vehicles between a particular pair of frames.
ii. Running speed
Running speed is the average speed maintained over a particular course white the
vehicle is moving and is found by dividing the length of the course by the time duration
the vehicle was in motion.
iii. Journey speed
Journey speed is the effective speed of the vehicle on a journey between two points and
is the distance between the two points divided by the total time taken for the vehicle to
complete the journey including any stopped time. Uniformity between journey and
running speeds denotes comfortable travel conditions.
iv. Time mean speed
It is defined as the average speed of all the vehicles passing a point on a highway over
some specified time period.
In simple terms, if we measure speed of vehicles v1, v2, v3…, vn/n, where n represents
the number of vehicles passing the fixed point.
Time mean speed can be sampled by loop detectors and other fixed-location speed
detection equipment. Time mean speeds do not provide reasonable travel time estimates
unless the speed of the point sampled is representative of the speed of all other points
along a roadway segment, or unless there are a large number of closely-spaced
detectors along the segment.
v. Space mean speed
It is defined as the average speed of all the vehicles occupying a given section of a
highway over some specified time period.
If for ‘n’ no of vehicles, the time taken to cover a distance of d is t 1, t2…………..tn then,
total distance travelled is n x d and total time is sum of individual time taken by each of
the vehicle.
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Space Mean Speed = (n x d) / (t1+t2+t3 …………….. tn )
Both mean speeds will always be different from each other except in the unlikely event
that all vehicles are travelling at the same speed. Time mean speed is a point
measurement while space mean speed is a measure relating to length of highway or
lane.
The Space Mean Speed and Time Mean Speed are related to one another by the
following relation:
u=u +
As a rule of thumb time mean speed is about 2% more than space mean speed i.e. u ≈
1.02u .
1.1.3 Flow
It is defined as number of vehicles that pass a point on a highway or a given lane during a
specific time interval. The measurement is carried by counting the number of vehicles passing a
particular point in one lane in a defined period ‘t.’ Hence, flow is given by q= nt/t where q
=the rate at which vehicles passing a fixed point(vehicles per hour).
1.1.4 Density
It is defined as the number of vehicles occupying a given length of highway or lane. It is also
termed as concentration and is generally expressed as number of vehicles per km.
k = n/x
Where: k is density
x= length of the road as determined through photograph
n = number of vehicle with in this length
1.1.5 Time Headway

The microscopic character related to volume is the time headway or simple headway. Time
headway is defined as the time different between any two successive vehicles when they cross a
given point. Time headway (th)= difference between the time when the front of a vehicle arrives
at a point on the highway and the time the front of the next vehicle arrives at the same point (in
seconds).
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Ht =t*hs
Where: t average travel time per unit distance
hs = average space headway
1.1.6 Space Headway

It is defined as the distance between corresponding points of two successive vehicles at any
given time. It involves the measurement from a photograph, the distance from rear bumper of
lead vehicle to rear bumper of following vehicle at a point of time. If all the space headways in
distance x over which the density has been measured are added,
hi = t
But the density (k) is the number of vehicles n at a distance of x, that is

n
K=
x
s = x/n
Where, s is average distance headway. The average distance headway is the inverse of density
and is sometimes called as spacing.
Space headway (hs) = difference in position between the front of a vehicle and the front of the
next vehicle (in meters)
Average Space Headway (Hs)= Space Mean Speed X average Time Headway
hs =vs * ht
Note that density and space headway are related.
1
k =
h
1.1.7 Spacing
It is defined as the difference between successive vehicles in a traffic lane measured some
common reference point on the vehicle such as front bumper or front wheels.
1.1.8 Clearance
Clearance is the minimum clear distance between nearest ends of two successive vehicles.
 Clearance = (spacing)- (average vehicle length)
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 Gap = (headway) - (time equivalence of the average vehicle length)
1.2 Speed-Flow-Density Relationship
Speed flow, and density are all related to each other. The relationships between speed and
density are not difficult to observe in the real world. While the effects of speed and density on
flow is not quite as apparent.
Under uninterrupted flow conditions, speed, density, and flow are all related by the following
equation.
=
q= Flow (vehicles/hour)
v= Speed (kilometers/hour)
k=Density (vehicles/kilometer)
Because flow is the product of speed and density, the flow is equal to zero when one or both of
these terms is zero. It is also possible to deduce that the flow is maximized at some critical
combination of speed and density.
Two common traffic conditions illustrate these points
The first is the modern traffic jam, where traffic densities are very high and speed is very low.
This combination produces a very low flow.
The second condition occurs when traffic densities are very low and drivers can obtain free flow
speed without any undue stress caused by other vehicles on the roadway. The extremely low
density compensates for the high speeds, and the resulting flow is very low.
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1.2.1 Speed Density Relationship
Fig.-1 Speed – Density Relationship

An assumption is made that, under uninterrupted flow conditions, speed and density are linearly
related. This relationship is expressed mathematically and graphically below. See fig.-1.
V = A − B x k
Where: V= speed
A, B= constants determined from field observations
k= density
As noted above, you can determine the values of the constants A and B through observations.
The constant A represents the free flow speed, while A/B represents the jam density.
1.2.2 Flow-Density Relationship
Fig.-2 Flow Density Relationship
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Inserting speed-density relationship into the general speed-flow-density relationship (q = k x v )
yields the following equations :
q=(a-b x k) x k or q= a x k –b x k2
This new relationship between flow and density provides an avenue for finding the density at
which the flow is maximized.
dq/dk=A-2xBxK
setting dq/dk=0 yields:
K=A/(2xB)
Therefore, at the density given above, the flow will be maximized.
where : q= flow (vehicles/hour)
a, b = constants
k= density (vehicles/mile, vehicles/ kilometer)
At the density given above, the flow will be maximized.
Some characteristics of an ideal flow-density relationship are listed below:
1. When the density is zero, flow will also be zero, since there is no vehicle on the road.
2. When the number of vehicles gradually increases the density as well as flow increases.
3. When more and more vehicles are added, it reaches a situation where vehicles can’t
move. This is referred to as the jam density or the maximum density. At jam density,
flow will be zero because the vehicles are not moving.
4. There will be some density between zero density and jam density. When the flow is
maximum.
1.2.3 Flow-speed Relationship
Fig.-3 Flow Speed Relationship
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Substituting this maximized value of k into the original speed-density relationship yields the
speed at which the flow is maximized.
V=A-B x (A/(2xB)) OR V=A/2
This indicates that the maximum flow occurs when traffic is flowing at half of free flow speed
(A).
Substituting the optimum speed and density into the speed flow density relationship yields the
maximum flow.
q=(A/2)x (A/(2xB) or q = A2/4xB)
1.3 Categories Of Traffic Flow

This can be classified as:
1.3.1Uninterrupted Flow
It can occur on facilities that have no fixed element, such as, traffic signals, external to the traffic
stream that cause interruptions to traffic flow. Traffic flow conditions are thus the result of
interactions among vehicles in the traffic stream and between vehicles and the geometric
characteristics of the guide way/roadway system .also, the driver of the vehicles does not expect
to be required to stop by factors external to the traffic stream.
1.3.2 Interrupted Flow
Interrupted traffic flow refers to flow of those streams where vehicular motion is interrupted by
due to various reasons; these reasons are usually attributes of the transportation facilities. These
are: Traffic signals, stop signs and other controls. The traffic slows down while coming across
them; on some occasions even stop.
Interrupted flow occurs on transportation facilities that have fixed elements causing periodic
interruptions to traffic flow .such elements include traffic signals, stop signs and other types of
controls. These devices cause traffic to stop (or significantly slow down) periodically
irrespective of how much traffic exists. Naturally, in this case, the driver expects to be required
to stop as and when required by fixed elements that are part of the facility.
This means: Driver has to slow down, this is irrespective of the traffic volume, the attribute to
slow down is transportation facility, not the driver.
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(a) AADT
It stands for average annual daily traffic. The average 24- hour traffic volume at a given
location over a full 365- day year, i.e. the total number of vehicles passing the site in a
year divided by 365.
(b) AAWT
It stands for average annual weekday traffic. The average 24- hour traffic volume at a
given location on weekdays over a full year. It is computed by dividing the total weekday
traffic volume for the year by 260.
(c) ADT
It stands for average daily traffic, An average 24-hour traffic volume at a given location
for some period of time less than a year it may be measured for six months, a season, a
month, a week, or as little as two days. An ADT is a valid number only for the period
over which it was measured.
(d) AWT
It stands for average weekday traffic. An average 24-hour traffic volume occurring on
weekdays for some period of time less than one year, such as for a month or a season.
1.4 Level Of Service

Although speed is a major concern of motorists using a freeway facility, it remains nearly
constant over a wide range of flows. Freedom to maneuver within the traffic stream and
proximity to other vehicles are equally important and are used, in preference over speed, in
describing the level of service. Besides, density increases throughout the range of flows up to
capacity, and therefore provides a better measure of effectiveness. The densities used to define
levels of service for basic freeway sections are as follows:
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Level of Service DensityRange (pc/mi/ln)
A 0-11
B 11-18
C 19-26
D 27-35
E 36-45
F > 45
1. LOS A:- Free flow operation; free flow speeds prevail. Vehicles completely unimpeded
in their ability to maneuver within the traffic stream; average spacing of 528ft. The
effects of incidents are local and minimum.
2. LOS B:- Reasonably free flow; generally free flow speed; ability to maneuver within the
traffic stream slightly restricted; average spacing 330ft. the effects of minor incidents and
point breakdowns are still easily absorbed.
3. LOS C:- Provides flow with speeds still at or near free-flow speed; freedom to maneuver
within the traffic stream noticeably restricted ;average spacing 220ft .local deterioration
due to incidents is substantial and queues may be expected to form behind any significant
blockage minor incidents may still be absorbed.
4. LOS D:- Speeds begin to decline slightly with increasing flow ; density begins to increase
somewhat quickly; Freedom to maneuver is more noticeably limited; average spacing
165ft. minor incidents can be expected to cause queuing.
5. LOS E:- Describes operation at capacity at its highest density values; operations are
volatile and virtually no useable gaps exist in the traffic stream;; maneuverability within
the traffic stream is extremely limited ; average spacing 110ft at speeds still over 49 mph.
Any disruption of the traffic stream , such as vehicles entering from a ramp or a vehicle
changing lanes, can establish a disruption wave that propagates throughout the upstream
traffic flow.
6. LOS F:- Describes breakdowns in vehicular flow at points of recurring congestion such
as merge , weave, or lane drop locations. It can also be caused by traffic incidents. In all
cases, breakdowns occur when the ratio of arrival flow rate to actual capacity exceeds
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1.0. LOS F operations within a queue are the result of a breakdown or bottleneck at a
downstream point. LOSF also describes conditions at the point of breakdown or
bottleneck and the queue discharge flow that occurs at speeds lesthan50mph.whenever
LOSF conditions exist there is a potential to extend upstream queues for significant
distances.
1.5 Basic Conditions For Different Road Networks
S.No. Basic Conditions Freeway Multi-LaneHighway Two-LaneHighway

1 Lane Width 12 ft minimum 12 ft 12 ft minimum
2 Median Must May or may not be May or may not be
TLC - 12 ft
3 Lateral Clearance Min 6ft - left shoulder maximum 6 ft on
Min 2ft - median each side 6 ft minimum
4 No. of Lanes 10 or more - -
Interchange
5
spacing 2 miles or greater - -
6 Direct Access - No -
BFFS = 70mph for
7 Speed urban
75mph for rural FFS >= 60mph 45 - 65mph
8 Passing Zones - - No
1.6 Highway Capacity Manual

The Highway Capacity Manual (HCM) is a publication of the Transportation Research Board of
the National Academics of Science in the United States. It contains concepts, guidelines, and
computational procedures for computing the capacity and quality of service of various highway
facilities, including freeways, highways, arterial roads, roundabouts, signalized and unsignalized
intersections, rural highways, and the effects of mass transit, pedestrians, and bicycles on the
performance of these systems.
There have been five editions with improved and updated procedures from 1950 to 2010, and
two major updates to the HCM 1985 edition, in 1994 and 1997. The HCM has been a worldwide
reference for transportation and traffic engineering scholars and practitioners, and also the base
of several country specific capacity manuals.
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CHAPTER 2
LITERATURE REVIEW
2.1 Introduction
The intent under this heading is to understand the research that has already been carried out in
the field of Transportations Engineering related to “Highway Capacity and Level of Service.”
There are a number of sources which publish these research papers. These sources are –
engineering magazines, e-journals from websites like Springer, MCTL, ASP, IRJES etc.
Following are a number of abstracts most related to the topic.
1. HamdyFaheem (et.al.), “Analysis of Traffic Characteristics at Multi-lane Divided Highways,

Case Study from Cairo-Aswan Agriculture Highway”, International Refereed Journal of
Engineering and Science (IRJES), ISSN (Online) 2319-183X, (Print) 2319-1821, Volume 3,
Issue 1 (January 2014), PP. 58-65.
Abstract:
This paper presents an analysis into traffic characteristics on rural multi-lane highways.
Empirical data from study sites on Cairo-Aswan agriculture four-lane divided highway were
used in this investigation. Four separate however relevant analyses are presented in this paper.
The first analysis investigates the impact of lane position (Median Lane (ML), Shoulder Lane
(SL)) on Average Travel Speed (ATS). The second analysis looks at the relationship between
ATS and different traffic characteristics. The third analysis examines the impact of lane position
on traffic stream relationships. The fourth and last analysis inspects the impact of lane position
and traffic level on headway characteristics. It was found that the lane position has a significant
impact on ATS. The best model that shows the relationship between ATS and traffic
characteristics include density, percentage of heavy vehicles and lane position variables. The
lane position also has a significant impact on traffic stream relationships. Finally lane position
and traffic level have a considerable impact on headway characteristics.
Inference:
In this study analysis has been carried out on the relationship between ATS and different traffic
characteristics. It has been found that effect of the lane position has a significant effect on ATS.
Finally the effect of lane position and traffic level on headway characteristics has been discussed.
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2. Kelley Klaver Pécheux (et.al.), “User Perception of Level of Service at Signalized
Intersections: Methodological Issues”, The Pennsylvania State University, USA,
Transportation Research Circular E-C018: 4th International Symposium on Highway
Capacity.
Abstract:
This paper addresses methodological issues faced in the development of a study to assess two
issues related to user perception of level of service (LOS) at signalized intersections: (1) the
appropriateness of the current Highway Capacity Manual levels of service for signalized
intersections in terms of users’ time-estimating capabilities and LOS perceptions; and (2) the
factors affecting users’ LOS perceptions at signalized intersections. The paper presents a
conceptual model of perceived LOS and describes how this model was used to identify data
needs and to develop the experimental design and procedure. The purpose of this paper is not to
present and discuss results of the research, but to lay the groundwork for the results to come. By
doing this, the authors hope to instill confidence in the research methods so that the subsequent
results and recommendations will be credible. Further, the authors make methodological
recommendations for future driver-perception studies of level of service at signalized
intersections.
Inference:
The paper presents a conceptual model of perceived LOS and describes how this model was used
to identify data needs and to develop the experimental design and procedure. The purpose of this
paper is not to present and discuss results of the research, but to lay the groundwork for the
results to come. By doing this, the authors hope to instill confidence in the research methods so
that the subsequent results and recommendations will be credible. Further, the authors make
methodological recommendations for future driver-perception studies of level of service at
signalized intersections.
3. Dr. Satish Chandra, “Capacity Estimation Procedure For Two-Lane Roads Under Mixed
Traffic Conditions”, Special Publication.
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Abstract:
Data collected at more than 40 sections of two-lane roads in different parts of the country are
analyzed. The effect of influencing parameters like gradient, lane width, shoulder width, traffic
composition, directional split, slow moving vehicles and pavement surface conditions, on
capacity of two-lane roads under mixed traffic conditions is evaluated gradient, lane width,
shoulder width, traffic composition, directional split, slow moving vehicles and pavement
surface conditions, on capacity of two-lane roads under mixed traffic conditions is evaluated and
adjustment factors for each of these conditions are proposed. Based on these adjustment factors,
a systematic procedure to evaluate capacity of a two-lane road under mixed traffic conditions is
presented in this paper
Inference:
In this paper. The effect of influencing parameters like gradient, lane width, shoulder width,
traffic composition, slow moving vehicles and pavement surface conditions, on capacity of two-
lane roads under mixed traffic conditions is evaluated.
4. Hashim Mohammed Alhassan (et.al.), “Extent of Highway Capacity Loss due to Rainfall”,
World Academy of Science, Engineering and Technology International Journal of Civil,
Structural, Construction and Architectural Engineering Vol:6 No:12, 2012.
Abstract:
Traffic flow in adverse weather conditions have been investigated in this study for general
traffic, week day and week end traffic. The empirical evidence is strong in support of the view
that rainfall affects macroscopic traffic flow parameters. Data generated from a basic highway
section along J5 in Johor Bahru, Malaysia was synchronized with 161 rain events over a period
of three months. This revealed a 4.90%, 6.60% and 11.32% reduction in speed for light rain,
moderate rain and heavy rain conditions respectively. The corresponding capacity reductions in
the three rainfall regimes are 1.08% for light rain, 6.27% for moderate rain and 29.25% for heavy
rain. In the week day traffic, speed drops of 8.1% and 16.05% were observed for light and heavy
like conditions. The moderate rain condition speed increased by 12.6%. The capacity drops for
week day traffic are 4.40% for light rain, 9.77% for moderate rain and 45.90% for heavy rain.
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The weekend traffic indicated speed difference between the dry condition and the three rainy
conditions as 6.70% for light rain, 8.90% for moderate rain and 13.10% for heavy rain. The
capacity changes computed for the weekend traffic were 0.20% in light rain, 13.90% in moderate
rain and 16.70% in heavy rain. No traffic instabilities were observed throughout the observation
period and the capacities reported for each rain condition were below the no rain condition
capacity. Rainfall has tremendous impact on traffic flow and this may have implications for
shock wave propagation.
Inference:
In this study effect of adverse weather conditions have been investigated the evidence is strong
in support of the view that rainfall affects macroscopic traffic flow parameters.
5. Douglas S. McLeod, “Multimodal Arterial Level of Service”, Florida Department of

Transportation, USA
Abstract:
The concept of quality of service from a user perspective of a transportation facility or service is
a fundamental concept of the Highway Capacity Manual. In determining quality of service of an
arterial, six levels of service thresholds are defined in the based on average through vehicle
speed. In fact, the arterial level of service is not so much describing the quality of transportation
service provided by the facility, as much as the quality of service provided to through motorized
vehicles (i.e., automobile users). Although this quality of service concept does address the
primary mode of travel, it does not address the quality of service the arterial provides to other
major potential modes: transit, pedestrian and bicycle. Proposed levels of service for pedestrians
and bicyclists are essentially based on how crowded the respective modal facilities are. However,
recent research on pedestrian and bicycle quality of service indicate that the most important
factors are lateral separation of the mode from motorized vehicles, and motorized vehicle
volume, speed, and type. For scheduled fixed route bus users the most important factors for
quality of service along an arterial are frequency of transit vehicles (headways and hours of
service) and pedestrian access. This paper presents methods of determining the level of service to
scheduled fixed route bus users, pedestrians and bicyclists on arterials as well to through
vehicles. It is based on level of service research for the individual modes, with a more
comprehensive arterial approach based on research being conducted in Florida. It also presents
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Florida’s proposed multimodal arterial quality of service approach at a planning level and how
future editions of the Highway Capacity Manual could be structured to take a more multimodal
analysis approach.
Inference
The arterial level of service is not so much describing the quality of transportation service
provided by the facility, as much as the quality of service provided to through motorized vehicles
(i.e., automobile users)
6 Joern Kroll, “Assessing the Environmental Quality of Walking: Steps Towards a Person-
Centered Level of Service”, Transportation Research Board 2000, Highway Capacity
Manual. National Research Council, Washington, DC.
Abstract:
In this essay it has been briefly examined that current methodologies of assessing level of
service (LOS) their strengths and weaknesses, and suggest ways to arrive at a more satisfactory
service level. It has been analysed that pedestrian facilities has been outlined as an array of
alternative assessment methods, ranging from basic to complex.. I hope that by understanding
and going beyond existing LOS methodologies, the transportation community can assemble
building blocks for a methodology that more adequately assesses the service level for walking
and the level of service walking provides in return
Inference
In order to assess the rich spectrum of the walking experience, it has been introduced the
subjective or personal dimension of walking as a perspective that the main objective, so far, has
been marginalized by motor vehicle bias and limitation on easily quantifiable performance
dimensions.
7. Jake Kononov (et.al.), “Level of Service of Safety – Conceptual Blueprint and Analytical
Framework”, Transportation Research record.
Abstract:
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Paper in the areas of conceptual development and the diagnostics of safety problems. The
concept of level of service of safety (LOSS) in the framework of safety performance function is
introduced, and the problem of diagnostics is addressed. LOSS reflects how the roadway
segment is performing in regard to its expected accident frequency and severity at a specific
level of annual average daily traffic. It provides a comparison of accident frequency and severity
only with the expected norms; it does not, however, provide any information related to the nature
of the safety problem itself. If the safety problem is present, LOSS will describe only its
magnitude. The nature of the problem is determined through diagnostic analysis by direct
diagnostics and pattern recognition techniques, which are also discussed.
Inference:
Transportation Research record, it is the Paper in the areas of conceptual development and the
diagnostics of safety problems. The concept of level of service of safety (LOSS) in the
framework of safety performance function is introduced, and the problem of diagnostics is
addressed. LOSS reflects how the roadway segment is performing in regard to its expected
accident frequency
8. Arpan Mehar (et.al.), “Speed and Acceleration Characteristics of Different Types of Vehicles
on Multi-Lane Highways”, European Transport / Trasporti Europei (2013) Issue 55, Paper no
1, ISSN 1825-3997.
Abstract:
This paper presents speed and acceleration characteristics of different types of vehicles on four-
lane and six-lane divided highways under mixed traffic conditions. These characteristics are very
intrinsic to the particular vehicle category plying on a roadway. Mean speeds of standard cars
and big utility cars are compared using two tailed t-test and are found to be different on four-lane
highway with earthen shoulders and paved shoulders. Average mean speeds of standard car are
also compared on two classes of highway. F-test indicates that the mean speed of standard cars
on six-lane divided highway is significantly higher than that on four-lane highway. Acceleration
data were collected using GPS based V-Box device, and speed-acceleration profiles are
established for each type of vehicle. Average acceleration of a vehicle is related with speed
through an exponential relationship. Average acceleration rate of standard car on six-lane
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highway is found significantly different from that on four-lane divided highway. Acceleration of
heavy vehicle is examined in three different loading conditions and relations are established for
calculating average and maximum acceleration of a vehicle type at the given operational speed.
Inference:
Speed and acceleration data were collected on six sections of four-lane divided inter-urban
highways and two sections of six-lane divided highways in India. Average acceleration rate of
standard car on six-lane highway is found significantly different from that on four-lane divided
highway.
9. Giuseppe Guido (et.al.), “Level of Safety on Two-Lane Undivided Rural Highways”, 2012,
Applied Mechanics and Materials, 253-255, 1705, DOI - 10.4028/ www.scientific.net/
AMM.253-255.1705
Abstract:
Due to the great increase of congestion levels on transportation infrastructures researchers and
practitioners have focused on the study of safety performance on road network to identify unsafe
locations and assess the effectiveness of different count ermeaures introduced at a given site to
reduce unacceptable accident risk. Safety performance measures represent an useful tool for
evaluating road safety conditions on the basis of objective parameters deducible from the vehicle
kinematics. The focus of the present paper is on the assessment of the safety level on two-lane
rural highway with a particular attention on rear-end interactions among different pairs of
vehicles belonging to the traffic stream. The roadway safety performance study is based on the
traffic conflict technique applied to vehicle maneuvers obtained experimentally from a frame by
frame analysis of video-taped traffic data. The authors also explored qualitatively the possible
relationship between safety level and traffic level of service. This aspect is very important
because this kind of roads represents a large part of non-urban highways in many countries
Inference:
Due to the great increase of congestion levels on transportation infrastructures researchers and
practitioners have focused on the study of safety performance on road network to identify unsafe
locations and assess the effectiveness of different counter meaures introduced at a given site to
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reduce unacceptable accident risk The roadway safety performance study is based on the traffic
conflict technique applied to vehicle maneuvers obtained experimentally from a frame by frame
analysis of video-taped traffic data.
2.2 IDENTIFICATION OF GAP AND NEED FOR STUDY
Based on the literature review it is observed that most studies have been carried out on highways
and not on city roads. Especially in Chandigarh and surrounding areas not much work is done.
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CHAPTER 3
OBJECTIVES AND METHODOLOGY
3.1 Introduction
We have read and understood the various studies that have been carried out (mentioned in the
literature review, section 2). Also we have highlighted the gaps in the same, and this has left a
few questions unanswered. Hence, these questions have become the basis to define our problem
and lead us to deduce our objectives.
The traffic operational conditions within a traffic stream. Also it is to be studied the
characteristics and capacity for
3.2 Objectives
 To carry out speed studies at specified location for roads sections
 To ascertain the variations in speed w.r.t. time.
 To determine density and traffic volume at specified locations.
 To establish speed volume density interrelationship.
 To find level of service and highway capacity at specified locations.
 To study variation in level of service and capacity w.r.t. time.
3.3 Methodology
The above mentioned studies shall be made by conducting survey at Tribune Chowk(entry
point)to Hallomajra Chowk(exit point).
3.3.1 Selection of Survey Points

For each site location we will have survey teams at points identified as ‘entry point’ and ‘exit
point.’Also two teams will be located at specified distance beyond and before entry and exit
points’ resp. For any particular site the surveys will be carried out at all the four locations
simultaneously.
Page 21 of 74
3.3.2 Frequency and Duration of Survey
The period in which these are conducted should be so selected as to trap representative
characteristics of the traffic .
a) Morning—5.00a.m to 10:30a.m
b) Evening –5.00p.m.to 10.30p.m
3.3.3 Requirements of Survey Teams

The survey teams must be equipped with recording devices, stop watch and markers to create
marks on the road, a specified distance apart. The time recorded for vehicles to cross that
specified distance will help in calculating the space mean speed of the vehicles.
3.3.4 Analysis
This part deals with processing and presenting the data collected from the surveys.
3.3.4.1 Analysis of Traffic Count

Hourly volumes of traffic passing through various survey points are obtained by tabulating the
traffic volume counts in the forms(as per IS – 102:1988) as shown below.
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
Moto
Cycles Other
Cars, Grand
and Cycles Slow Total
Period Trucks, Jeeps, Animal
Truck- Buses Vans, Scooters Total and
Drawn
Moving
Total (6 +
Cycle- Vehicles 10)
Trailers Three- Vehicles
rickshaws (please
wheelers
specify)
1 2 3 4 5 6 7 8 9 10 11
7.00am to 8.00am
8.00am to 9.00am
9.00am to
10.00am
Page 22 of 74
Form 2 – Origin and Destination Survey - Traffic Counts
Name of the Sheet
Date: Town: No.:
Survey Station: Name of the Enumerator: Hours:
Direction of
Location (km): Travel: From: To:
Cars, Other Slow
Trucks, Jeeps, Motor Cycles and Animal Moving
Time
Truck- Buses Vans, Cycles and Cycle- Drawn Vehicles
Interval
Trailers Three- Scooters rickshaws Vehicles (please
wheelers specify)
Form 3 – Origin and Destination Survey - Route Wise Analysis of Through Traffic
Date: Route No: Route Course:
Name of Town:
Number of vehicles
Cars,
Period (between Trucks, Jeeps, Motor
Total
hours) truck- Buses Vans, cycles and
trailers Three- scoters
wheelers
7.00am - 9.30am
1.00pm - 3.30pm
5.00pm to 6.30pm
Page 23 of 74
3.3.4.2 Speed-Flow Characteristics
From the data collected, speed-flow characteristics of the existing facility will be ascertained.
This will help in defining the level of service.
Form 4 – Analysis of Observed and Estimated* Travel Speeds and Delays

Name of Town: Date:
Average
Average Travel
Average Average Average
Hourly Time
Route Length Travel Travel Free Average Delay
Traffic with
Section (kms) Time Speed Speed (mins)
Volume Free
(mins) (kmph) (kmph)
(veh/hr) Speed
(mins)
*From Speed-Volume Relationship

Vest = Vt – KQ
where: v = estimated speed, kmph
Vt = average free speed,
kmph
K = a coefficient
Q = average hourly traffic volume in vehicles per
hour
Page 24 of 74
CHAPTER 4
EXPERIMENTAL PROGRAMME
4.1 Introduction
The experimental program was designed to study the traffic fromTribune Chowk to Hallomajra
Chowk, Chandigarh in both directions. This study was conducted for a time span of one week,
from 19th June 2015 to 25th June 2015 from 6 am to 8pm. For the purpose of this study we had a
team consisting of 10 people, 5 each in either direction i.e. two teams with 5 people in each of
them were on both sides of the road stretch.
Out of the five people in each team three were responsible for counting the traffic (traffic
included cars, two-wheelers, LCV’s, HCV’s etc.). These threewere positioned near the traffic
lights on either side of the road:
 for Tribune Chowk, just ahead of the rotary in the Chandigarh–Delhi direction
 for Hallomajra Chowk, just ahead of the traffic lights, in the direction towards
Chandigarh.
They were responsible for counting and recording the number of vehicles crossing the location
under consideration.
The rest (two)team members were positioned in approximately the mid of the stretch. They were
responsible for the measurement of the speed of the speed of the vehicles. Two lines spaced at a
distance 20 m apart were marked on the road (near the middle of the stretch). Using a stop-watch
one of the team members observed the time taken by the various vehicles to pass the 20 m
distance depicted by the marked lines, while the other team member recorded these readings in
his log book. This activity was carried out in both the directions or on both sides of the road.
The details of the experimentation are described in the below heads.
4.2Traffic Count
The first phase of the experimentation or the traffic survey included counting the traffic. We
fixed the locations at the entry points for traffic on both sides of the road stretch under
consideration. Two teams each consisiting of 3 members were deployed at the locations.
Selection of the observation points was crucial as this road being a perifpheral road and only way
of commute for Chandigarh – Delhi movement, it carries a very high traffic volume. In this
Page 25 of 74
regard the observation point for the traffic count was chosen near the traffic lights. This aided in
ease of counting of the traffic – as the traffic light turned green, the traffic of one side entered
through the point of observation, this traffic was accelerating, i.e. the speed of traffic at the point
of observation was low, hence aiding in the ease of traffic count. The traffic count was done
manually and the observations were recorded in a log book. Duties were assigned to each
member of the team. One was responsible for recording the readings in the notebook while the
other two counted the traffic and got their observations recorded. The two members counting the
traffic divided the traffic count in 2 parts for their ease and for more accuracy in counting. One
counted all the two- wheelers, cycles/cycle-rikshaws and three-wheelers. The responsibility of
counting the cars/jeeps/SUV’s, buses, trucks, tractor-trolleys was assigned to the other member.
Fig.- 4.1 Tribune Chowk, Chandigarh
Fig.- 4.2 Traffic Study at Tribune Chowk
Page 26 of 74
Fig.- 4.3 Traffic Moving towards Hallomajra Chowk
The observations were recorded in a tabular form on hourly basis as shown in the tables below.
Table 4.1 Traffic Count of Vehicles Entering Chandigarh (19th June 2015)
Traffic Count
Car/ Two Wheeler Cycles/
Time Tractor Multi Three
Truck Bus LCV Jeep/ (Scooter/ Cycle
Trolley axle Wheeler
SUV Motor Bike) Rikshaw
6-7 28 33 - 5 17 324 116 195 87
7-8 16 51 2 1 31 645 127 289 96
8-9 10 65 2 2 45 1145 224 534 82
9-10 12 58 - 1 47 1284 329 821 74
10-11 18 28 - 2 41 645 132 346 38
11-12 44 1 4 54 587 87 273 20
12-13 21 40 3 2 56 330 128 267 17
13-14 71 96 - 3 70 457 189 325 25
14-15 25 65 2 3 51 274 144 186 21
15-16 29 46 1 2 42 231 93 123 19
16-17 17 58 2 4 36 347 102 214 23
17-18 20 62 - 3 40 859 285 423 27
18-19 30 67 2 2 51 793 193 325 25
19-20 11 42 3 4 19 523 215 297 12
Total No.
of 308 755 18 38 600 8444 2364 4618 566
Vehicles
Page 27 of 74
Table 4.2 Traffic Count of Vehicles Exiting Chandigarh (19th June 2015)
Traffic Count
Two
Car/ Wheeler Cycles/
Truck Bus LCV Jeep/ (Scooter Cycle
SUV / Motor Rikshaw
Bike)
6-7 20 63 2 1 14 312 45 118 42
7-8 18 75 3 3 54 478 63 196 15
8-9 13 58 1 2 34 634 178 216 25
9-10 22 56 1 2 43 956 214 365 37
10-11 19 44 1 27 321 164 294 22
11-12 42 64 2 3 92 435 176 395 45
12-13 46 68 6 5 73 417 160 496 20
13-14 55 46 3 12 52 568 121 555 25
14-15 62 38 3 4 33 295 128 110 19
15-16 24 40 2 1 45 301 102 241 21
16-17 17 37 1 3 60 631 133 425 35
17-18 20 50 2 85 134 324 728 95
18-19 35 46 4 8 54 1098 192 521 87
19-20 76 26 8 16 31 827 224 347 25
Total No.
of 469 711 34 63 697 8620 2224 5007 513
Vehicles
Page 28 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 32 35 2 4 35 258 72 156 84
7-8 15 60 1 3 31 267 105 195 124
8-9 19 53 3 1 39 365 123 231 93
9-10 14 56 2 41 412 134 265 51
10-11 16 31 3 48 226 81 182 37
11-12 28 39 1 4 51 195 54 132 22
12-13 20 45 3 48 172 67 154 18
13-14 64 87 3 9 63 165 96 123 16
14-15 21 54 2 3 45 254 103 188 21
15-16 25 42 2 2 31 271 45 196 19
16-17 19 55 1 38 556 78 321 23
17-18 22 51 3 45 725 197 563 41
18-19 31 58 2 5 52 894 156 594 46
19-20 19 32 3 9 21 632 108 332 19
Total No.
of 345 698 19 52 588 5392 1419 3632 614
Vehicles
Page 29 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 12 75 2 5 17 276 45 78 42
7-8 24 60 3 54 396 56 120 15
8-9 17 51 1 1 31 324 74 156 26
9-10 13 45 1 2 44 347 81 214 42
10-11 21 42 2 37 210 47 167 33
11-12 45 56 3 1 48 225 34 181 19
12-13 48 61 5 3 39 196 39 172 20
13-14 51 42 4 1 28 214 27 145 11
14-15 65 35 1 33 265 29 166 15
15-16 31 41 1 1 36 332 25 213 21
16-17 22 51 2 2 41 472 40 326 27
17-18 24 65 1 47 568 67 403 52
18-19 37 49 2 3 43 642 55 512 66
19-20 59 22 3 2 51 413 61 343 45
Total No.
of 469 695 25 27 549 4880 680 3196 434
Vehicles
Page 30 of 74
Table 4.5 Traffic Count of Vehicles Entering Chandigarh (21st June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 25 29 1 4 27 139 9 16 34
7-8 18 46 1 5 22 198 16 57 56
8-9 12 59 3 2 25 235 26 96 41
9-10 9 55 1 36 324 33 156 35
10-11 17 31 2 1 44 178 41 172 31
11-12 31 40 1 3 46 156 35 123 18
12-13 22 43 2 2 33 144 21 129 15
13-14 65 85 2 5 35 161 16 143 17
14-15 27 53 3 38 185 18 152 12
15-16 25 41 3 2 47 210 22 168 14
16-17 16 55 1 1 31 321 34 211 21
17-18 22 65 2 3 42 423 42 234 33
18-19 34 62 2 4 45 378 45 257 27
19-20 14 39 3 4 26 281 28 232 10
Total No.
of 337 703 23 40 497 3333 386 2146 364
Vehicles
Page 31 of 74
Table 4.6 Traffic Count of Vehicles Exiting Chandigarh (21st June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 16 59 1 4 15 142 11 21 10
7-8 21 71 4 5 21 156 45 118 23
8-9 12 62 2 2 29 312 86 231 44
9-10 8 55 1 41 276 82 265 51
10-11 17 46 1 1 48 164 41 182 37
11-12 39 61 2 2 51 135 32 131 22
12-13 48 67 2 3 35 127 35 154 21
13-14 51 48 3 9 32 139 29 123 16
14-15 65 35 4 41 167 37 188 23
15-16 25 42 1 2 44 178 42 196 19
16-17 19 35 2 1 38 213 61 321 21
17-18 16 51 3 45 298 65 563 41
18-19 33 44 2 5 52 237 72 594 46
19-20 16 22 3 11 58 324 68 332 19
Total No.
of 386 698 23 53 550 2868 706 3419 391
Vehicles
Page 32 of 74
Table 4.7 Traffic Count of Vehicles Entering Chandigarh (22nd June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 31 35 1 4 22 293 167 48 93
7-8 22 55 3 3 35 578 246 213 112
8-9 13 64 1 1 47 1274 642 992 95
9-10 10 61 2 51 1096 845 845 58
10-11 19 31 2 39 791 293 346 12
11-12 29 42 2 3 52 325 215 215 15
12-13 22 43 3 3 61 205 214 112 25
13-14 65 71 1 4 67 396 364 193 17
14-15 31 58 3 6 48 259 196 234 26
15-16 27 39 2 3 34 212 146 122 14
16-17 15 52 2 31 325 235 217 21
17-18 21 56 1 2 45 535 327 258 31
18-19 33 61 3 6 56 487 236 236 29
19-20 16 49 4 9 19 237 139 139 16
Total No.
of 354 717 24 50 607 7113 4265 4170 586
Vehicles
Page 33 of 74
Table 4.8 Traffic Count of Vehicles Exiting Chandigarh (22nd June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 23 56 2 5 39 326 52 124 51
7-8 19 68 3 21 425 97 185 24
8-9 15 53 1 1 28 842 186 315 29
9-10 18 51 2 53 659 235 517 31
10-11 21 45 2 32 249 149 196 18
11-12 38 62 2 1 39 421 137 258 41
12-13 44 61 1 3 21 457 191 395 23
13-14 56 52 4 9 29 512 124 423 19
14-15 59 34 2 6 25 326 131 190 22
15-16 28 48 1 2 32 246 102 218 16
16-17 19 35 41 768 141 515 37
17-18 24 67 1 85 1525 345 824 69
18-19 31 62 2 3 71 892 182 645 58
19-20 66 37 4 14 34 652 219 463 17
Total No.
of 461 731 27 47 550 8300 2291 5268 455
Vehicles
Page 34 of 74
Table 4.9 Traffic Count of Vehicles Entering Chandigarh (23rd June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 31 35 2 5 21 293 33 54 64
7-8 18 46 3 3 38 612 87 226 89
8-9 11 61 52 854 192 548 78
9-10 14 56 1 59 1014 254 731 57
10-11 19 29 2 2 45 683 223 351 41
11-12 29 41 1 4 52 495 124 248 25
12-13 22 43 3 3 61 294 173 126 23
13-14 65 81 2 6 67 423 195 224 31
14-15 31 62 4 5 48 256 151 197 28
15-16 27 44 1 45 198 116 128 24
16-17 15 51 2 2 33 344 112 241 19
17-18 20 59 42 721 243 261 25
18-19 29 65 2 54 624 146 448 32
19-20 16 39 4 8 22 495 198 283 18
Total No.
of 347 712 24 41 639 7324 2247 4066 554
Vehicles
Page 35 of 74
Table 4.10 Traffic Count of Vehicles Exiting Chandigarh (23rd June 2015)
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 23 65 2 4 35 283 42 124 51
7-8 17 71 3 2 19 425 71 187 25
8-9 15 60 1 26 674 186 195 31
9-10 12 55 1 3 43 867 231 288 42
10-11 21 47 21 294 175 186 23
11-12 38 59 2 47 412 182 175 38
12-13 46 73 24 376 149 158 15
13-14 51 45 29 532 133 152 22
14-15 68 39 2 23 278 145 197 17
15-16 29 42 1 25 316 95 259 24
16-17 24 46 39 462 109 326 39
17-18 22 57 1 71 876 245 378 86
18-19 37 51 2 62 754 266 659 64
19-20 72 20 4 6 29 652 157 412 28
Total No.
of 475 730 18 16 493 7609 2186 3696 505
Vehicles
Page 36 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 29 27 3 4 71 276 32 37 65
7-8 19 55 5 2 92 614 97 169 69
8-9 14 64 2 3 57 825 185 495 76
9-10 10 61 1 62 1078 271 721 55
10-11 15 31 2 41 652 214 365 37
11-12 28 42 1 3 35 324 132 226 125
12-13 26 43 2 1 23 216 164 134 19
13-14 65 78 4 4 29 397 191 196 28
14-15 31 62 5 18 246 156 213 25
15-16 27 43 2 3 21 187 125 161 17
16-17 15 52 1 2 24 316 106 247 21
17-18 23 56 1 29 657 132 353 34
18-19 31 `61 3 2 20 485 231 312 37
19-20 13 35 5 6 17 341 152 189 18
Total No.
of 346 710 28 39 539 6614 2188 3815 546
Vehicles
Page 37 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 25 61 2 6 22 196 34 124 45
7-8 21 77 3 2 46 289 68 138 23
8-9 16 62 1 1 39 425 161 186 32
9-10 13 55 2 40 537 194 297 38
10-11 21 43 3 3 35 221 122 256 19
11-12 44 62 2 2 74 358 143 275 37
12-13 49 65 4 1 62 372 152 231 13
13-14 57 41 1 3 41 `421 137 327 21
14-15 59 43 2 4 29 289 145 191 17
15-16 19 44 2 42 276 97 235 22
16-17 17 31 2 5 58 452 127 386 38
17-18 26 57 2 71 894 321 652 76
18-19 41 42 1 3 69 668 176 758 65
19-20 67 23 4 7 40 521 245 317 23
Total No.
of 425 714 25 43 668 6308 2122 4373 469
Vehicles
Page 38 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 26 31 4 21 245 92 162 84
7-8 21 54 3 3 35 489 131 246 91
8-9 13 66 4 49 912 193 614 67
9-10 16 63 1 51 1178 294 712 61
10-11 21 32 1 2 48 692 145 344 45
11-12 37 41 2 50 425 112 251 27
12-13 25 45 2 3 59 289 136 216 21
13-14 68 98 3 7 67 396 203 294 29
14-15 22 71 4 5 43 244 166 192 20
15-16 27 42 3 3 37 211 121 121 22
16-17 15 61 2 2 31 332 125 233 26
17-18 21 64 1 2 45 576 174 375 31
18-19 32 59 4 5 49 612 151 342 37
19-20 16 52 8 6 24 497 225 274 19
Total No.
of 360 779 31 49 609 7098 2268 4376 580
Vehicles
Page 39 of 74
Traffic Count
Two
SUV / Motor Rikshaw
Bike)
6-7 15 59 3 7 21 246 52 127 38
7-8 21 71 3 38 346 95 194 21
8-9 14 62 2 41 516 186 245 27
9-10 10 58 1 2 53 827 235 412 31
10-11 21 41 1 32 342 176 298 21
11-12 40 67 2 2 57 397 145 241 47
12-13 48 59 4 1 78 354 168 276 18
13-14 61 41 6 3 45 495 127 374 16
14-15 67 33 2 5 29 269 143 190 19
15-16 19 39 3 3 41 223 114 241 23
16-17 21 35 1 6 57 689 142 515 46
17-18 27 62 2 2 78 1216 345 984 67
18-19 31 48 4 5 71 987 214 721 58
19-20 69 27 6 10 34 576 195 463 26
Total No.
of 464 702 34 52 675 7483 2337 5281 458
Vehicles
Page 40 of 74
4.3 Speed Observation
The second phase of the experimentation was to study the speed of the various vehicles
following the road stretch under consideration. This activity was simultaneous to the phase one
of the experimentation. As explained before a separate team consisting of 2 members was
constituted for this. Two such teams were formed for traffic speed observation or speed study
and each was present on either side of the road. Two lines 20 m apart were marked on the road
using chalk and stop watch was used to measure the time taken by the vehicles to cross that 20 m
distance. The teams positioned themselves at a location near the mid of each stretch where the
speed of the vehicles was maximum. One team member made the observations using the stop
watch and conveyed his readings to the other team mate who in-turn recorded them in the log
book.
Fig.- 4.4 Road Marking being carried out for Speed Study
Page 41 of 74
Fig.- 4.5 Marking for Speed Study
Fig.- 4.6 Recording the Observations in the Log Book

The observations were recorded in a tabular form on hourly basis as shown in the tables below.
Page 42 of 74
Table 4.15 Speed Study of Vehicles Entering Chandigarh (19th June 2015)
Two
Multi Car / Wheeler Cycle /
Tractor Three
Truck Bus axle LCV Jeep / (Scooter Cycle
Trolley Wheeler
Time Vehicles SUV / Motor Rikshaw
Bike)
Speed Speed Speed Speed Speed Speed Speed Speed Speed
(Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr) (Km/Hr)
6 to 7 38.00 52.00 25.00 28.00 59.00 67.00 38.00 60.00 8.00
7 to 8 32.00 45.00 22.00 25.00 55.00 62.00 35.00 58.00 7.64
8 to 9 19.40 21.00 12.10 16.20 24.00 28.23 16.70 30.45 9.45
9 to 10 21.66 22.30 12.00 16.50 26.20 30.40 17.00 29.66 8.22
10 to 11 27.32 40.90 21.00 23.00 45.44 56.44 32.77 55.00 8.12
11 to 12 35.40 50.00 22.55 26.90 55.88 63.40 34.88 54.90 10.00
12 to 13 36.42 51.67 22.50 26.77 54.88 68.00 34.77 57.92 9.33
13 to 14 31.72 44.77 21.00 23.65 52.40 59.36 32.88 55.82 7.77
14 to 15 44.00 55.88 22.32 25.42 52.63 62.11 31.43 58.34 8.38
15 to 16 41.39 53.66 22.00 27.35 57.32 64.37 35.46 64.67 9.54
16 to 17 39.54 42.00 21.71 24.98 56.77 65.12 37.91 61.22 7.68
17 to 18 26.50 29.56 18.33 22.97 46.00 58.72 31.92 49.36 8.21
18 to 19 24.18 32.00 19.00 18.75 39.91 55.39 30.00 46.57 7.54
19 to 20 35.00 43.21 23.67 22.97 51.12 59.00 32.21 56.31 7.20
Page 43 of 74
Table 4.16 Speed Study of Vehicles Exiting Chandigarh (19th June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 38.00 52.00 25.00 28.00 59.00 67.00 38.00 60.00 7.81
7 to 8 32.00 45.00 22.00 25.00 55.00 62.00 35.00 58.00 8.56
8 to 9 38.34 40.41 24.29 23.74 34.81 55.44 26.71 60.45 6.42
9 to 10 35.00 38.42 22.93 22.99 25.71 41.40 18.66 42.00 5.77
10 to 11 42.16 46.45 29.09 38.32 40.99 59.00 29.88 61.14 6.17
11 to 12 27.99 44.33 26.75 25.00 38.00 59.00 29.99 61.89 7.61
12 to 13 25.00 46.00 27.00 28.91 37.56 58.22 25.62 64.00 5.60
13 to 14 38.83 40.12 25.00 27.21 32.11 53.00 26.31 59.09 6.09
14 to 15 45.55 53.00 24.71 26.00 56.77 60.21 33.22 65.00 7.24
15 to 16 37.99 50.00 24.11 28.66 59.00 64.00 42.55 66.00 4.76
16 to 17 37.66 41.00 24.00 22.33 32.33 58.00 24.66 57.13 5.41
17 to 18 25.31 29.11 21.11 21.18 25.00 34.23 17.00 35.60 5.13
18 to 19 29.91 31.23 20.00 19.16 24.26 32.22 17.50 32.44 6.89
19 to 20 37.66 39.00 23.11 22.15 35.78 52.00 23.66 54.00 5.21
Page 44 of 74
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 40.45 50.62 23.14 29.87 60.00 71.71 38.22 65.00 8.90
7 to 8 32.00 45.00 22.00 25.00 55.00 62.00 35.00 58.00 5.76
8 to 9 21.00 21.00 12.10 16.20 24.00 28.23 16.70 30.45 6.77
9 to 10 20.00 22.50 12.30 16.50 25.00 29.00 16.89 31.00 5.92
10 to 11 28.00 42.50 21.00 22.25 53.00 61.00 31.15 51.50 4.56
11 to 12 31.50 45.89 22.56 25.49 54.55 60.00 33.00 57.45 5.79
12 to 13 40.00 47.50 22.00 27.67 57.00 70.00 37.50 64.00 6.81
13 to 14 31.50 44.00 21.45 24.00 54.50 61.00 34.30 57.00 7.62
14 to 15 39.00 48.00 22.60 28.30 58.80 72.00 37.00 64.78 5.32
15 to 16 40.00 51.00 24.00 31.20 61.50 72.00 39.00 66.50 4.18
16 to 17 31.76 42.00 23.00 24.75 54.00 61.50 37.00 59.00 6.19
17 to 18 25.33 41.00 20.00 21.50 51.44 58.75 29.35 50,78 5.00
18 to 19 27.99 34.89 17.80 18.70 49.76 50.67 27.83 39.77 7.24
19 to 20 34.37 48.15 20.05 23.45 54.60 61.50 34.67 57..50 4.00
Page 45 of 74
Table 4.18 Speed Study of Vehicles Exiting Chandigarh (20st June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 40.45 50.62 23.14 29.87 60.00 71.71 38.22 65.00 8.71
7 to 8 32.00 45.00 22.00 25.00 55.00 62.00 35.00 58.00 6.54
8 to 9 42.40 50.12 12.10 21.18 24.00 55.33 25.71 60.46 7.11
9 to 10 45.12 54.13 12.30 20.25 25.00 50.22 17.17 56.56 5.76
10 to 11 28.00 42.50 21.00 22.25 53.00 61.00 31.15 51.50 6.78
11 to 12 31.50 45.89 22.56 25.49 54.55 60.00 33.00 57.45 6.42
12 to 13 40.00 47.50 22.00 27.67 57.00 70.00 37.50 64.00 5.00
13 to 14 24.11 45.22 26.00 25.00 34.56 55.00 29.09 60.00 7.89
14 to 15 42.00 48.71 23.22 29.00 58.33 62.55 39.11 67.99 5.00
15 to 16 34.34 44.55 23.22 28.66 53.22 60.00 40.00 63.61 6.11
16 to 17 33.42 39.77 21.00 22.00 32.00 54.21 21.09 52.13 5.12
17 to 18 24.20 30.20 22.33 21.18 22.18 35.60 19.00 35.32 7.65
18 to 19 32.23 30.00 21.00 22.17 23.23 30.00 19.50 35.66 6.91
19 to 20 38.00 44.00 25.70 25.00 34.00 51.00 22.00 59.00 6.19
Page 46 of 74
Table 4.19 Speed Study of Vehicles Entering Chandigarh (21st June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 42.77 50.00 23.14 31.00 56.55 65.15 36.40 58.92 7.34
7 to 8 35.19 45.00 22.00 26.12 55.00 62.00 35.00 57.00 6.32
8 to 9 25.00 22.89 14.34 15.21 22.23 29.81 15.71 32.17 5.19
9 to 10 25.75 21.18 13.79 17.88 24.21 30.40 17.00 30.15 6.00
10 to 11 26.41 40.90 21.00 23.00 48.00 57.00 35.00 49.89 4.13
11 to 12 45.54 46.12 20.11 30.88 53.90 64.11 30.20 52.87 5.21
12 to 13 45.62 47.63 20.13 29.11 55.00 62.00 37.00 53.00 7.23
13 to 14 38.00 44.43 20.00 24.11 56.89 60.00 34.00 53.22 5.55
14 to 15 40.00 56.23 23.78 33.00 55.00 61.10 32.89 56.77 4.23
15 to 16 46.18 55.00 21.00 29.12 58.15 67.00 37.83 62.13 6.71
16 to 17 41.00 39.33 20.00 22.17 57.18 63.00 37.93 58.14 7.91
17 to 18 31.12 35.17 17.91 20.00 48.14 55.16 32.10 50.00 8.88
18 to 19 26.15 32.00 19.55 18.75 37.18 55.39 30.00 44.33 5.42
19 to 20 31.50 49.16 20.05 23.45 54.60 57.83 34.67 59.00 5.00
Page 47 of 74
Table 4.20 Speed Study of Vehicles Exiting Chandigarh (21st June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 44.00 52.11 24.14 28.00 54.21 62.00 33.45 63.00 7.71
7 to 8 35.65 48.00 29.00 23.21 59.00 60.00 34.00 60.00 8.90
8 to 9 37.00 39.43 25.00 21.20 39.99 61.89 25.00 65.00 6.06
9 to 10 40.00 45.24 23.75 20.19 24.00 45.00 20.66 48.00 7.62
10 to 11 43.32 47.45 29.00 38.32 40.00 59.00 29.00 60.00 6.90
11 to 12 28.34 45.00 27.00 28.90 40.41 59.00 30.00 60.00 7.21
12 to 13 25.00 46.00 27.00 28.00 39.91 60.30 25.00 65.99 6.11
13 to 14 45.41 48.55 23.00 25.00 38.09 59.87 27.00 60.00 5.82
14 to 15 44.41 50.00 25.77 22.00 54.23 54.00 30.77 60.90 7.23
15 to 16 40.00 53.00 30.00 19.20 57.00 60.65 45.00 62.00 5.18
16 to 17 42.44 48.77 20.00 21.00 36.88 55.67 20.99 61.33 6.92
17 to 18 21.00 30.00 22.43 24.50 26.77 32.78 16.00 32.00 7.00
18 to 19 26.33 30.99 23.24 25.00 22.18 34.44 18.90 36.00 6.99
19 to 20 36.00 35.00 22.00 20.00 32.86 49.90 22.00 55.09 6.00
Page 48 of 74
Table 4.21Speed Study of Vehicles Entering Chandigarh (22nd June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 44.10 55.00 19.77 29.00 54.19 62.00 35.90 58.92 8.00
7 to 8 39.81 40.65 22.00 26.12 52.00 62.00 35.00 59.13 6.77
8 to 9 19.40 21.00 15.98 16.20 24.00 29.81 16.70 32.17 5.70
9 to 10 28.00 22.99 13.79 17.88 24.21 32.00 17.00 34.00 6.00
10 to 11 32.76 40.90 21.00 23.00 45.00 52.66 38.13 44.18 5.11
11 to 12 49.99 41.00 20.11 30.88 49.99 60.09 32.04 55.91 4.09
12 to 13 45.62 45.66 20.13 28.00 55.00 55.14 37.00 60.00 6.55
13 to 14 39.00 47.00 23.00 23.89 53.22 56.19 34.00 58.18 5.00
14 to 15 44.12 56.23 23.78 33.00 58.00 55.00 37.19 61.14 4.70
15 to 16 42.00 51.00 22.85 29.12 58.15 63.25 37.83 59.99 6.19
16 to 17 48.64 39.33 20.00 22.00 50.00 63.00 34.00 55.00 5.99
17 to 18 30.13 30.00 17.91 21.00 48.14 50.78 32.10 55.00 6.12
18 to 19 26.15 32.00 19.55 18.75 37.18 55.39 30.00 44.33 7.17
19 to 20 31.50 45.53 20.05 23.45 55.00 59.00 34.67 62.00 7.93
Page 49 of 74
Table 4.22 Speed Study of Vehicles Exiting Chandigarh (22nd June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 48.00 55.64 22.14 23.91 58.00 65.88 36.00 67.00 9.16
7 to 8 38.00 49.90 24.55 29.00 50.41 59.87 32.31 60.61 6.51
8 to 9 39.19 50.77 15.10 23.33 23.00 55.13 24.16 60.35 7.19
9 to 10 40.00 42.41 12.30 16.50 25.00 45.66 19.33 50.90 6.71
10 to 11 39.00 50.65 23.00 24.45 51.00 62.00 29.00 61.50 5.12
11 to 12 31.50 45.89 22.56 25.49 54.55 60.00 33.00 54.00 7.81
12 to 13 37.00 45.00 22.00 25.00 57.00 60.00 39.00 58.44 6.44
13 to 14 25.33 50.12 29.90 23.21 37.00 52.00 27.71 56.67 5.22
14 to 15 47.00 46.00 21.00 28.33 55.19 58.44 37.12 62.14 7.13
15 to 16 37.11 49.00 28.00 21.34 58.90 54.91 44.16 68.73 6.11
16 to 17 40.00 45.00 24.00 19.10 35.77 48.08 24.00 47.11 5.44
17 to 18 28.20 29.00 19.33 20.00 23.00 33.00 20.10 34.11 6.54
18 to 19 32.00 30.00 21.00 22.17 23.23 30.00 19.50 35.00 6.23
19 to 20 36.00 42.00 22.74 21.72 34.00 50.32 23.00 56.67 5.29
Page 50 of 74
Table 4.23 Speed Study of Vehicles Entering Chandigarh (23rd June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 48.76 43.92 23.14 29.98 56.55 57.14 36.40 55.78 9.32
7 to 8 35.19 45.00 22.00 26.12 55.00 62.00 35.00 57.00 8.75
8 to 9 21.00 29.88 15.98 16.20 24.00 25.66 18.38 35.99 5.00
9 to 10 26.88 24.00 17.00 19.66 30.00 30.40 19.18 31.00 7.77
10 to 11 24.11 39.00 23.76 27.19 52.30 51.00 31.10 53.00 6.92
11 to 12 42.00 44.78 22.00 30.88 56.00 54.13 30.20 52.78 6.13
12 to 13 49.17 44.00 20.13 27.00 52.09 56.00 37.00 59.00 5.16
13 to 14 39.00 47.00 23.00 23.89 53.22 56.19 34.00 58.18 4.93
14 to 15 44.12 57.00 23.78 27.99 58.00 52.18 37.19 57.87 7.00
15 to 16 45.00 49.99 22.85 29.12 58.15 63.25 37.83 64.00 5.13
16 to 17 48.64 39.33 20.00 22.00 50.00 63.00 34.00 55.00 7.05
17 to 18 35.00 30.00 17.91 26.45 48.14 49.87 32.10 50.55 5.03
18 to 19 24.36 29.81 20.21 19.76 37.18 55.00 30.00 44.33 6.67
19 to 20 32.00 42.22 20.05 21.48 55.00 58.00 34.67 60.00 5.42
Page 51 of 74
Table 4.24 Speed Study of Vehicles Exiting Chandigarh (23rd June 2015)
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 50.10 52.00 25.00 28.10 55.11 62.00 35.44 58.43 12.00
7 to 8 35.00 47.77 29.00 22.00 51.00 58.91 35.00 63.00 8.00
8 to 9 39.91 45.00 25.00 21.20 39.99 60.71 25.00 63.32 5.54
9 to 10 45.00 40.24 23.75 20.19 24.00 45.00 20.66 48.00 6.62
10 to 11 50.32 46.77 26.00 37.00 40.00 61.11 24.90 59.00 7.54
11 to 12 46.00 38.09 24.33 27.09 38.40 55.00 28.13 57.10 8.21
12 to 13 35.00 42.00 25.00 23.22 37.00 56.56 30.15 63.49 8.66
13 to 14 48.56 44.31 19.78 28.00 40.00 54.00 29.99 54.43 5.58
14 to 15 51.00 43.31 21.71 25.60 49.96 57.00 32.00 59.90 9.22
15 to 16 47.18 55.00 28.23 21.25 55.00 54.00 40.00 60.00 8.84
16 to 17 43.19 47.11 21.22 21.00 38.71 50.00 22.00 52.56 6.66
17 to 18 30.00 22.76 21.00 23.33 25.70 30.00 19.00 32.00 6.00
18 to 19 24.00 30.99 25.00 23.23 22.18 35.00 21.89 35.35 6.34
19 to 20 35.00 36.00 22.00 20.00 32.86 50.91 24.55 55.09 6.41
Page 52 of 74
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 42.00 50.18 23.14 31.00 53.00 60.90 36.40 62.00 7.45
7 to 8 35.19 46.70 24.18 26.00 58.91 62.00 35.00 59.19 8.09
8 to 9 26.00 22.77 15.98 16.20 24.00 29.81 16.70 32.17 6.51
9 to 10 30.16 28.93 13.00 17.88 24.00 32.99 17.00 35.00 5.22
10 to 11 26.41 40.90 21.00 23.00 48.00 57.00 35.00 49.89 6.43
11 to 12 47.00 46.12 25.66 31.18 55.24 64.11 30.20 59.12 5.19
12 to 13 45.62 47.63 20.13 29.11 55.00 62.00 37.00 53.00 6.86
13 to 14 42.00 43.00 23.00 25.00 56.82 49.44 35.00 50.00 5.67
14 to 15 44.12 54.22 21.25 27.99 55.00 52.18 35.92 55.78 7.61
15 to 16 47.18 50.15 29.11 29.12 58.15 63.25 37.83 64.00 5.84
16 to 17 49.00 37.75 22.88 22.00 52.00 59.83 34.00 62.67 7.38
17 to 18 37.91 32.11 20.23 21.45 48.14 47.09 32.10 49.44 5.69
18 to 19 24.36 29.00 20.21 20.25 37.18 49.00 32.00 50.67 6.10
19 to 20 35.17 35.71 22.05 21.48 49.34 56.71 31.22 60.00 7.23
Page 53 of 74
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 49.39 53.33 28.18 30.00 50.00 60.00 32.00 61.00 8.11
7 to 8 42.00 46.00 29.00 25.00 53.22 58.19 31.32 64.10 6.17
8 to 9 39.11 40.11 27.00 29.33 42.00 55.00 24.33 62.00 7.89
9 to 10 45.85 50.22 23.75 20.00 24.00 44.16 20.00 48.00 7.66
10 to 11 49.54 52.00 26.00 34.21 35.17 62.00 34.00 64.12 5.00
11 to 12 38.31 42.13 25.13 24.19 37.15 55.00 28.70 55.66 6.92
12 to 13 41.00 50.00 31.12 25.13 37.10 52.13 23.00 62.10 5.91
13 to 14 47.44 52.00 20.00 21.00 33.00 52.00 21.00 59.00 6.16
14 to 15 51.11 55.00 26.79 25.00 49.95 50.00 32.00 55.00 5.81
15 to 16 37.00 50.09 25.18 21.20 55.10 62.14 42.09 57.14 5.23
16 to 17 35.32 42.00 23.00 22.34 35.00 55.00 24.62 58.19 5.72
17 to 18 25.71 31.00 20.00 19.47 25.17 35.38 18.45 35.19 6.81
18 to 19 26.00 32.00 21.00 25.00 22.00 32.00 37.72 38.13 5.93
19 to 20 33.14 38.18 22.00 26.15 32.00 49.10 25.32 50.10 6.09
Page 54 of 74
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 42.13 50.00 23.14 32.88 52.31 60.09 36.40 61.55 8.33
7 to 8 32.99 47.78 25.00 30.00 53.20 61.00 35.00 62.22 5.20
8 to 9 21.89 25.20 15.98 16.20 24.00 31.82 17.28 32.00 6.10
9 to 10 25.26 22.17 14.00 19.00 26.41 32.33 17.00 34.44 7.43
10 to 11 26.37 40.90 22.00 19.98 48.00 40.16 35.00 55.88 6.88
11 to 12 45.54 46.12 20.11 30.88 53.90 64.11 30.20 52.87 7.21
12 to 13 47.00 49.92 22.00 28.14 55.00 55.00 37.00 59.00 5.73
13 to 14 44.16 47.88 27.56 24.00 52.23 49.44 35.00 53.92 5.88
14 to 15 42.00 54.00 25.00 26.00 55.00 52.00 35.92 55.78 7.71
15 to 16 45.17 49.18 29.11 23.20 58.15 59.79 37.83 62.11 6.00
16 to 17 49.00 37.00 23.00 24.00 52.00 58.00 34.00 58.00 5.70
17 to 18 37.91 32.00 19.17 21.00 45.32 47.09 33.19 49.44 7.00
18 to 19 24.36 29.00 20.21 20.25 37.18 43.00 32.00 52.00 6.90
19 to 20 35.17 40.00 28.00 21.48 48.88 56.71 31.22 60.00 5.00
Page 55 of 74
Two
Tractor Three
Trolley Wheeler
Bike)
6 to 7 39.82 52.09 27.14 29.18 54.00 60.00 32.00 61.00 7.92
7 to 8 32.00 52.54 26.13 25.44 54.33 54.00 31.32 59.99 6.91
8 to 9 39.92 31.00 25.00 25.00 39.99 54.55 25.00 60.19 7.74
9 to 10 46.66 40.11 20.19 22.18 25.00 50.00 21.00 55.62 5.19
10 to 11 43.00 44.57 29.00 37.32 40.00 57.11 27.15 58.77 6.12
11 to 12 38.32 40.00 21.21 32.00 42.00 62.00 30.00 58.58 6.11
12 to 13 35.00 40.12 25.00 26.00 37.70 58.00 24.11 62.00 5.90
13 to 14 49.43 50.12 23.00 25.00 35.03 54.77 27.00 55.00 7.54
14 to 15 42.10 50.00 27.88 21.00 55.18 50.00 34.34 56.91 5.03
15 to 16 45.67 49.91 32.00 23.20 54.10 56.71 40.13 57.60 6.12
16 to 17 45.67 43.00 21.00 25.00 35.00 52.15 22.00 63.00 5.99
17 to 18 21.23 28.05 21.21 28.10 27.88 29.00 18.00 32.00 6.17
18 to 19 25.31 32.00 24.00 25.00 24.18 32.11 19.20 37.00 5.41
19 to 20 32.40 35.00 22.55 24.55 33.00 52.15 20.00 55.56 6.90
Page 56 of 74
10 to 11 9 to 10 8 to 9 7 to 8 6 to 7 Time
27.34 25.39 21.96 34.62 43.83
Time Mean Speed (Km/Hr)
27.13 24.94 21.71 34.45 43.44
Trucks
Space Mean Speed (Km/Hr)
40.86 23.44 23.39 45.02 50.25
40.84 23.23 23.06 44.92 50.05
Buses
5.1 Introduction
21.54 13.70 14.64 22.74 22.92

21.50 13.54 14.42 22.68 22.83
Trolley
Tractor
23.06 17.90 16.06 26.34 30.25
observed) has ben tabulated as below.
Axle
Multi
22.90 17.83 16.05 26.25 30.18
Vehicles
48.53 25.72 23.75 54.87 55.94
48.37 25.58 23.73 54.80 55.81
LCV's

hours of the day)
53.61 31.07 29.05 61.86 63.43

CHAPTER 5

Car/
Jeep/
52.75 31.02 28.94 61.86 63.11

SUV's

Now the readings noted, we will accomplish each of the objectives.
34.02 17.30 16.88 35.00 36.82

33.86 17.26 16.85 33.79 36.80
Three

OBSERVATIONS AND DISCUSSIONS
51.33 32.18 32.20 58.65 60.31

Two
51.06 32.05 32.11 58.60 60.19

Wheeler Wheeler

6.02 6.65 6.39 6.93 8.19
Table 5.1 Space Mean Speed and Time Mean Speed of Vehicles Entering Chandigarh (at various
Page 57 of 74
From tables 4.15 to 4.28, the space mean speed and time mean speed of the various vehicles (as
Cycle
5.71 6.49 6.14 6.73 8.14

Cycle/

Rikshaws
19 to 20 18 to 19 17 to 18 16 to 17 15 to 16 14 to 15 13 to 14 12 to 13 11 to 12 Time
33.53 25.36 31.99 43.94 43.85 42.48 37.91 44.21 42.42
33.45 25.30 31.27 42.92 43.70 42.38 37.37 43.80 41.42 Trucks
Page 58 of 74
43.43 31.24 32.83 39.53 51.43 54.51 45.44 47.72 45.72
42.97 31.12 32.45 39.46 51.35 54.35 45.38 47.60 45.58
Buses

21.99 19.50 18.78 21.51 24.42 23.22 22.72 21.00 21.87
21.68 19.47 18.73 21.42 24.06 23.16 22.51 20.95 21.72
Trolley
Tractor

22.54 19.32 22.05 23.13 28.32 28.81 24.08 27.97 29.58
Axle
Multi
22.50 19.29 21.89 23.06 28.10 28.55 24.07 27.95 29.41

Vehicles
52.65 39.37 47.90 53.14 58.51 56.06 54.18 54.85 54.21

52.52 38.97 47.84 53.00 58.48 55.98 54.12 54.82 54.14
LCV's

58.39 51.98 52.49 61.92 64.70 58.08 55.95 61.16 61.42
Car/
Jeep/
58.35 51.57 52.08 61.84 64.51 57.33 55.58 60.65 61.22

SUV's

33.33 30.26 31.84 35.55 37.66 35.36 34.17 36.75 31.53
33.26 30.20 31.80 35.46 37.63 35.23 34.16 36.73 31.44
Three

Wheeler
59.55 46.00 50.63 58.43 63.34 58.64 55.19 57.99 55.13

Two
59.21 45.67 50.59 58.31 63.28 58.49 55.04 57.76 55.03

Wheeler

5.97 6.72 6.56 6.84 6.23 6.42 6.06 6.81 6.23
Cycle
5.66 6.64 6.28 6.74 5.89 6.03 5.89 6.61 5.82

Cycle/

Rikshaws
13 to 14 12 to 13 11 to 12 10 to 11 9 to 10 8 to 9 7 to 8 6 to 7 Time
39.87 34.00 34.57 42.19 42.52 39.41 35.24 44.25
36.72 32.78 33.58 40.82 42.12 39.35 34.91 43.77
Trucks
47.21 45.23 43.05 47.20 44.40 42.41 47.74 52.54
46.87 45.02 42.85 47.00 43.78 41.38 47.61 52.50
Buses
23.81 25.59 24.22 26.16 19.85 21.93 25.95 24.96
23.38 25.26 24.05 25.80 18.32 20.17 25.61 24.81
Trolley
Tractor

24.92 26.28 26.88 33.12 20.33 23.57 24.95 28.15
Axle
24.72 26.14 26.66 31.66 20.14 23.28 24.79 28.01

Multi

Vehicles
35.68 43.32 43.58 42.88 24.67 34.83 53.99 55.76

35.50 41.85 42.55 42.09 24.66 32.91 53.87 55.57
LCV's

hours of the day)
54.38 59.32 58.57 60.17 45.92 56.86 59.28 64.08

Car/
Jeep/
54.27 58.91 58.47 60.13 45.73 56.73 59.17 63.84

SUV's

26.87 29.20 30.40 29.30 19.64 25.13 33.42 35.02
26.56 28.06 30.30 29.05 19.55 25.11 33.34 34.85
Three

Wheeler
57.74 62.86 57.81 59.43 49.87 61.68 60.53 62.20

Two
57.66 62.78 57.71 59.19 49.43 61.63 60.45 62.08

Wheeler

6.33 6.23 7.18 6.23 6.48 6.85 7.37 8.77
Table 5.2 Space Mean Speed and Time Mean Speed of Vehicles Exiting Chandigarh (at various
Page 59 of 74
6.20 6.08 7.11 6.11 6.36 6.75 7.24 8.59
Cycle
Cycle/

Rikshaws
19 to 20 18 to 19 17 to 18 16 to 17 15 to 16 14 to 15 Time
35.46 27.97 25.09 39.67 39.90 46.17
35.35 27.63 24.71 39.24 39.43 45.91 Trucks
Page 60 of 74
38.45 31.03 28.59 43.81 50.22 49.43
38.19 31.01 28.33 43.60 50.03 49.15
Buses

22.87 22.18 21.06 22.03 27.25 24.44
22.81 22.04 21.01 21.93 26.93 24.20
Trolley
Tractor

22.80 23.10 22.54 21.82 23.36 25.28
Axle
22.57 22.92 22.22 21.70 22.87 24.97

Multi

Vehicles
33.50 23.04 25.10 35.10 56.05 54.23

case of 2 wheelers – Bikes, scooters, cycles etc.

33.46 23.00 24.96 34.96 55.97 54.06
LCV's

50.77 32.25 32.86 53.30 58.92 56.03
Car/
Jeep/
50.75 32.15 32.68 53.11 58.71 55.66

SUV's
inder consideration with respect to the various times of the day.

22.93 22.03 18.22 22.77 41.99 34.08
22.81 20.78 18.13 22.67 41.90 33.86
Three

Wheeler
55.07 35.65 33.75 55.92 62.15 61.12

Two
54.96 35.58 33.67 55.42 61.90 60.84

Wheeler

6.01 6.39 6.47 5.89 6.05 6.67
These values were then used to determine the variations in the speeds of the various vehicles
speed. The increase observed was of the order of 5-7%. Higher changes were observed in the
From the above tables it can be inferred that the time mean speed is more than the space mean
5.96 6.34 6.38 5.83 5.84 6.39
Cycle
Cycle/

Rikshaws
5.2 Variation in Speeds with Change in Time
The variation in speeds of the vehicles under consideration can be observed from the following
charts (Chart 5.1 to Chart 5.4). These further helped in comparing the speeds of the vehicles.
Variation in Speed with Time:

Vehicles Entering Chandigarh
60
Spped (Km/Hr)
45
Trucks
30 Buses
Three Wheelers
15
Cycle/ Cycle Rikshaws
0 Tractor Trolley
0 4 8 12 16 20 24
Time (of Day)
Chart 5.1

Vehicles Entering Chandigarh
70.00
60.00
Speed (Km/Hr)
50.00
40.00 Car/ Jeep/ SUV's
30.00 Two Wheelers
20.00
LCV's
10.00
Multi Axle Vehicles
0.00
0 4 8 12 16 20 24
Time (of Day)
Chart 5.2
Above charts (Chart 5.1 and Chart 5.2) depict the variation in the speed of the vehicles with
change in time of the day for vehicles entering Chandigarh. It can be inferred that there was an
increase in the speed of the vehicles during noon, which furher dipped in the afternoon during
luch hours, and increased near the evening and dipped again around 6pm to 7pm. Cycles / cycle
Page 61 of 74
rikshaws moved at approx. the same speed throughout the day. Cars / Jeeps / SUV’s were the
fastest followed by two-wheelers and buses.

Vehicles Exiting Chandigarh
60
45
Spped (Km/Hr)
Trucks
30 Buses
Three Wheelers
15
Cycle/ Cycle Rikshaws
0 Tractor Trolley
0 4 8 12 16 20 24
Time (of Day)
Chart 5.3

Vehicles Exiting Chandigarh
75
60
Speed (Km/Hr)
45
Car/ Jeep/ SUV's
30 Two Wheelers
15 LCV's
Multi Axle Vehicles
0
0 4 8 12 16 20 24
Time (of Day)
Chart 5.4
For traffic exiting Chandigarh, the speeds in the evening were much lower than the speeds at
which the vehicles entered Chandigarh (in the evening). Cycles/ Cycle rikshaws however were
observed t move at a slow and a constant speed.
Page 62 of 74
Charts 5.1 to 5.4 show the variation in speeds of the various vehicles under consideration. These
can also be used to understand the traffic volume (or density) as lower speeds depict higher
traffic density on the stretch.
5.3 Variation in Traffic Count with Time

The traffic count was done by converting the number of various vehicles in PCU or passenger
car unit. The conversion factors as shown in the table below were used for the different verhicles
under observation.
Table 5.3 Values for PCU
Car 1.0
Motorcycle 0.5
Bicycle 0.2
LCV 2.2
Bus, Truck 3.5
3 Wheelers 0.8
Charts 5.5 and 5.6 below project the traffic (count) entering and exiting Chandigarh.
Traffic Count of Vehicles Entering Chandigarh
2000
1500
Traffic Count
in PCU's
1000
500
Time of Day
Chart 5.5
Page 63 of 74
It can be inferred from chart 5.5 that the amount of traffic entering Chandigarh is more during
morning hours, which reduces during the afternoon and again increases in the evening but not as
much as that entering in the morning.
Traffic Count for Vehicles Exiting Chandigarh
2000
Traffic Count
1500
in PCU's
1000
500
Time of Day
Chart 5.6
Chart 5.6 depicts that the traffic exiting Chandigarh was much higher during the eveing hours as
compared to that in the morning. The traffic count follows a sinusoidal curve, i.e. it increases in
the morning hours then decreases in the afternoon and this again increases during the evening.
5.4 Flow-Density-Speed (or Q-K-V) Relationship

The maximum hourly flow takes place between 8am to 9am.
The peak flow observed was 3129 veh/hour.
And, the corresponding space mean speed was 21.03 Km/hr.
Hence, by the relation,
Q = K x V,
Where: Q is rate of traffic flow in Veh/hr.
K is the density of traffic in Veh/Km.
V is the space mean speed in Km/Hr.
Density, K = 148.79 Veh/Km.
Page 64 of 74
Similarly, the Q-K-V relationship was established at various hours of the day, based on the
Greenberg Model. This can be represented by the following charts.
Speed Density Relationship

60.00
50.00
Speed (Km/Hr)
40.00
30.00
20.00
10.00
0.00
0.00 200.00 400.00 600.00 800.00 1000.00
Density (Veh/Km)
Chart 5.7
From the above chart (5.7) it was observed that the jam density, i.e. density at which the speed
reaches zero, was 287 Veh/Km.
Hence, KJ = 830 Veh/Km
According to the Greenberg Model,
Vs = C ln(KJ/K) ---- (1)
For 148.79Veh/Km density (K), speed was 21.03 Km/Hr (Vs).
C = 12.23 Km/Hr, this is the speed at which maximum flow occurs.
Based on this data, the Flow-Density and the Speed-Flow relationships can be derived as under
(Chart 5.8 and Chart 5.9).
Page 65 of 74
Flow Density Relationship
4000
Flow (Veh/Hr) 3000
2000
1000
0
0.00 200.00 400.00 600.00 800.00 1000.00
Density (Veh/Km)
Chart 5.8
Speed Flow Relationship

60.00
50.00
Speed (Km/Hr)
40.00
30.00
20.00
10.00
0.00
0 1000 2000 3000 4000
Flow (Veh/Hr)
Chart 5.9
5.4.1 Comparison Between Different Traffic Steam Models

The Q-K-V relationship was derived using Greenberg Model because of its better goodness-of-fit
for pratical data. Also it is useful for heavy traffic conditions, which suited our site conditions.
When compared to Greenshield Model, following were the observations:
Page 66 of 74
Speed Density Relationship
80
60
Speed (Km/Hr)
40
Greenberg Model
20 Greenshield Model
0
0 200 400 600 800 1000
Density (Veh/Km)
Chart 5.10
Speed Flow Relationship

60
50
40
Speed (Km/Hr)
30
Greenberg Model
20 Greenshield Model
10
0
0 2000 4000 6000 8000 10000
Flow (Veh/Hr)
Chart 5.11
Page 67 of 74
Flow Density Relationship
10000
8000
Flow (Veh/Hr)
6000
4000 Greenberg Model

Greenshield Model
2000
0
0 200 400 600 800 1000
Density (Veh/Km)
Chart 5.12
On comparing it was observed that the curves satisfied all the requirements of Greenshield
model, but the flow was coming out to be much higher than that as observed in the Greenberg
Model. Hence, Greenberg model met the practical requirements more, as the linear relationship o
Speed and Density is not possible in the field.
5.5 Determination of Level of Service (LOS)

The highway under consideration can be classified as a ‘Multilane Highway.’
For the side of the highway entering Chandigarh
Free flow speed, from field data observation was 21.03 Km/Hr for peak hour flow.
Vp = V / (PHF x N x fHV x fp)
Where: Vp is 15-minute passenger-car equivalent flow rate (pc/h/ln)
V is volume (number of vehicles passing a point in 1 hr)
N is the number of lanes
PHF is the peak-hour factor
fHV is the heavy vehicle adjustment factor
fp is the driver population factor.
Calculation of Vp:
i. V = 3129 Veh/Hr
Page 68 of 74
ii. PHF = 0.95 (consider)
iii. N=3
iv. Calculation of fHV:
fHV = 1 / (1+PT*(ET-1)+PR*(ER-1))
ET = 1.5, ER = 1.2, PT = 0.02525, PR = 0.01502
fHV = 0.985
v. fP = 1 (for commuter traffic, with reference to Highway Capacity Manual)
Hence, Vp = 3129 / (0.95 x 3 x 0.985 x 1) = 1114.61 pc/h/ln
Chart 5.13 Speed Flow Curves with LOS Criteria

From the above chart (Chart 5.13), it can be deduced that the level of Service (LOS) for the
highway (stretch under consideration) is F. This is the level of service at peak hours of 8 am to 9
am.
Density = Vp / (average passenger-car speed) = 1114.61 / 21.03 = 53 pc/Km.
This LOS moved to C and D category in afternoon (i.e. from 1 pm to 2 pm), and evening (i.e.
from 5 pm to 6 pm) respectively.
Page 69 of 74
For the side of the highway exiting Chandigarh-
Free flow speed, from field data observation was 23.57 Km/Hr for peak flow.
Again, Vp = V / (PHF x N x fHV x fp)
i. V = 2783 Veh/Hr
ii. PHF = 0.95 (consider)
iii. N=3
iv. Calculation of fHV:
fHV = 1 / (1+PT*(ET-1)+PR*(ER-1))
ET = 1.5, ER = 1.2, PT = 0.0334, PR = 0.0280
fHV = 0.978
v. fP = 1 (for commuter traffic, with reference to Highway Capacity Manual)
Hence, Vp = 2783 / (0.95 x 3 x 0.978 x 1) = 998.46 pc/h/ln
From the above chart (Chart 5.13), it can be deduced that the level of Service (LOS) for the
highway (stretch under consideration) is F. This is the level of service at peak hours of 5pm to
6pm.
Density = Vp / (average passenger-car speed) = 998.3 / 23.57 = 42.36 pc/Km.
This LOS moved to D category in the morning (i.e. from 9am to 10am), and afternoon (i.e. from
2 pm to 3 pm).
Page 70 of 74
CHAPTER 6
CONCLUSION
6.1 Conclusion
Chandigarh was a city of rotaries and now due to exponential increase in traffic, traffic signals
have been installed all over the city. There are rising problems of congestion in the city during
peak hours, hence this study was conducted to understand the current situation of traffic in
Chandigarh (at the peripheral road) from Tribune Chowk to Hallomajra Chowk and its impact on
the existing roadway conditions.
1. The roadway stretch under consideration was classified as a multilane highway.
2. The traffic entering and (or) exiting Chandigarh included trucks, buses, heavy and light
commercial vehicles, cars / jeeps, two wheelers, three wheelers and cycles / cycle
rikshaws.
3. The traffic volume was observed to be very high in the morning hours for vehicles
entering Chandigarh, and this value was comparable to the count of vehicles exiting
Chandigarh in the evening.
4. The traffic volume follows a sinusoidal curve when observed over the whole day, in both
the cases, i.e. for vehicles entering and exiting Chandigarh.
5. The speed observation highlighted the speeds of the various vehicles. During noon there
was increase in the speed of the vehicles, which dipped during afternoon (or lunch hours),
and increased near the evening, which further dipped at time – 6 pm to 7 pm.
6. The increase in speed highlighted decrease in traffic volume and vice versa.
7. The worst case scenario, i.e. at the peak traffic flow (for both the cases – traffic entering
Chandigarh and traffic exiting Chandigarh) the LOS of the road stretch under
consideration was F indicating congestion or queuing for long distances.
8. The LOS improved in the afternoon and evening for the side of the road approaching
Chandigarh, while it was better during morning and afternoon hours of the day for the
side of the road exiting Chandigarh.
Hence, it can be concluded form the investigation that there is a lot of congestion and queuing
during peak hours of the day i.e. morning hours for traffic flow towards Chandigarh, and during
evening hours for traffic flow away from or exiting Chandigarh. Therefore, alternate measures
Page 71 of 74
are required to provide a smooth traffic flow since industrial development in and around
Chandigarh will only worsen the situation in the future. These alternate measures can be building
new roads of improving the exisiting roads.
Also encouraging people to follow public transport is the most economical solution.
Alternatively, keeping office timing of different offices, like government offices and private
companies different, by a gap of around 30 minutes, so that the traffic is divided over a longer
time instead of congesting at a particular hour.
6.2 Limitations & Future Scope

1. The experimentation was conducted on the road stretch between Tribune Chowk and
Hallomajra Chowk. This road stretch deals with the traffic from Haryana and Delhi.
Other peripheral roads like the stretch betweenHousing Board Chowk and Railway
Station Chowk, which deals with the traffic entering Chandigarh from Himachal Pradesh,
or other peripheral roads connecting Punjab can be investigated.
2. The study was conducted for a time spanning 7 days. The time period of investigation can
be increased to months, as the traffic flow changes during vacation season.
Page 72 of 74
REFERENCES
1. Abtahi, S. M., Tamannaei, M., and Haghshenash, H. (2011). Analysis and Modeling
Time Headway Distributions under Heavy Traffic Flow Conditions in the Urban
Highways: Case of Isfahan, Transport, 26 (4), 375-382
2. Agyemang-Duah, K and Hall, F.L. (1991). “Some Issues Regarding the Numerical
Value of Highway Capacity: Highway Capacity and Level of Service.”[Proceedings].
International Symposium on Highway Capacity, 1-15
3. Arkatkar, S. S., and Arasan, V. T., (2010). Effect of Gradient and its Length on
Performance of Vehicles under Heterogeneous Traffic Conditions, Journal of
Transportation Engineering, ASCE, 136(12), 1120–1136.
4. Banks, J. H. (1991a). “Two-Capacity Phenomenon at Freeway Bottlenecks: A Basis
for Ramp Metering.” Transportation Research Record, TRB, NRC, Washington, DC.,
1320, 83-90.
5. Bennett, J.E. (1980). Gravity Model Based on Perceived Travel Times.
Transportation Engineering Journal, 106(TE1), pp. 59–69.
6. C.Jotin Khisty & B.Kent Lall – Transportation Engineering – An Introduction,
Prentice Hall of India Private Limited, Third Edition.
7. Cameron, R. (1996). G3F7–An Expanded LOS Gradation System. ITE Journal,Jan.,
pp. 40–41.
8. Dr. Tom V. Mathew, IIT Bombay, “Transportation Engineering Systems, Chapter 5-
Measurement at a Point,” February 19, 2014.
9. Internet Sources:
a. http://www.ahb40.org/system/datas/2/original/Millennium.pdf
b. http://www.cdeep.iitb.ac.in/nptel/Civil%20Engineering/Transportation%20En
gg%20I/35-Ltexhtml/nptel_ceTEI_L35.pdf
c. http://www.irjes.com/Papers/vol3-issue1/Vesion%201/I03015865.pdf
d. http://www.trafficwareuniversity.com/sites/default/files/nchrp_rpt_599_0.pdf
10. Lorenz, M. and Elefteriadou, L. (2001). “A Probabilistic Approach to Defining
Freeway Capacity and Breakdown.” Transportation Research Record, 1776, 84-95.
Page 73 of 74
11. Sutaria, T.C., and Haynes, J.J. (1977). Level of Service at Signalized Intersections.
Transportation Research Record 644, Transportation Research Board, Washington,
D.C., pp. 107–113.
12. TRB (2000). “Highway Capacity Manual.” National Research Council,
Transportation Research Board, Washington D.C.
13. Wemple, E.A., Moris, A. M. and May, A.D. (1991). “Freeway Capacity and Flow
Relationship: Highway Capacity and Level of Service.” [Proceedings]. International
Symposium on Highway Capacity, Karlsruhe439-456.
Page 74 of 74

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CHAPTER 1

Table 1.1 Comparison chart

At-Grade Crossings No Possible

Traffic Stream parameters can be classified as macroscopic and microscopic.

1.1.2.1 Types of speed

1.1.5 Time Headway

1.1.6 Space Headway

But the density (k) is the number of vehicles n at a distance of x, that is

1.2 Speed-Flow-Density Relationship

Two common traffic conditions illustrate these points

Fig.-1 Speed – Density Relationship

1.2.2 Flow-Density Relationship

Fig.-2 Flow Density Relationship

1.2.3 Flow-speed Relationship

Fig.-3 Flow Speed Relationship

1.3 Categories Of Traffic Flow

1.3.2 Interrupted Flow

1.4 Level Of Service

1.5 Basic Conditions For Different Road Networks

S.No. Basic Conditions Freeway Multi-LaneHighway Two-LaneHighway

1.6 Highway Capacity Manual

1. HamdyFaheem (et.al.), “Analysis of Traffic Characteristics at Multi-lane Divided Highways,

5. Douglas S. McLeod, “Multimodal Arterial Level of Service”, Florida Department of

2.2 IDENTIFICATION OF GAP AND NEED FOR STUDY

3.3.1 Selection of Survey Points

3.3.3 Requirements of Survey Teams

3.3.4.1 Analysis of Traffic Count

Form 4 – Analysis of Observed and Estimated* Travel Speeds and Delays

*From Speed-Volume Relationship

Fig.- 4.1 Tribune Chowk, Chandigarh

Fig.- 4.2 Traffic Study at Tribune Chowk

7-8 18 75 3 3 54 478 63 196 15

8-9 13 58 1 2 34 634 178 216 25

9-10 22 56 1 2 43 956 214 365 37

10-11 19 44 1 27 321 164 294 22

11-12 42 64 2 3 92 435 176 395 45

12-13 46 68 6 5 73 417 160 496 20

13-14 55 46 3 12 52 568 121 555 25

14-15 62 38 3 4 33 295 128 110 19

15-16 24 40 2 1 45 301 102 241 21

16-17 17 37 1 3 60 631 133 425 35

17-18 20 50 2 85 134 324 728 95

18-19 35 46 4 8 54 1098 192 521 87

19-20 76 26 8 16 31 827 224 347 25

7-8 15 60 1 3 31 267 105 195 124

8-9 19 53 3 1 39 365 123 231 93

9-10 14 56 2 41 412 134 265 51

10-11 16 31 3 48 226 81 182 37

11-12 28 39 1 4 51 195 54 132 22

12-13 20 45 3 48 172 67 154 18

13-14 64 87 3 9 63 165 96 123 16

14-15 21 54 2 3 45 254 103 188 21

15-16 25 42 2 2 31 271 45 196 19

16-17 19 55 1 38 556 78 321 23

17-18 22 51 3 45 725 197 563 41

18-19 31 58 2 5 52 894 156 594 46

19-20 19 32 3 9 21 632 108 332 19

7-8 24 60 3 54 396 56 120 15

8-9 17 51 1 1 31 324 74 156 26

9-10 13 45 1 2 44 347 81 214 42

10-11 21 42 2 37 210 47 167 33

11-12 45 56 3 1 48 225 34 181 19