Assignment - 1

Classified Traffic Volume Study with Use of Hand Count and Video
Recorder

Introduction
Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. This data helps to identify critical
flow time periods, determining the influence of large vehicles or pedestrians on vehicular
traffic flow. The method available for traffic counts are listed below:
1. Manual methods.
2. Combination of manual and mechanical methods.
3. Automatic devices.
4. Moving observer method.
5. Photographic methods.
Classification vehicle count (CVC) is used in establishing structural and geometric design
criteria, computing expected highway user revenue, and computing capacity. If a high
percentage of heavy trucks exists or if the vehicle mix at the crash site is suspected as
contributing to the crash problem, then classification should be conducted.

Location of conducting survey

The survey was carried out on 26/09/23 at 09:30 AM at Vijay crossroad, Ahmedabad,
380009. The top view of the intersection is shown below. The survey is carried out using a
video camera. Data obtained from the survey is given below.

From Darpan

From Commerce Six

From
Helmet

From LD

ME sem-1 TE (3711302) pg. 1

 Table 1: Vehicle flow from LD to Darpan circle
Two Auto Pedestria
Car LCV Bus Cycle Other
No Time wheeler rikshaw n
L S R L S R L S R L S R L S R L S R L S R L S R
1 09:30 - 9:33 13 11 0 2 5 0 2 0 0 0 0 1 4 6 0 0 0 0 2 0 0 0 0 0
2 09:33 - 9:36 9 15 1 2 9 0 1 0 0 0 0 1 1 2 1 1 0 0 4 0 0 0 0 0
3 09:36 - 9:39 19 9 1 2 9 1 3 1 1 1 0 0 0 5 4 0 0 0 7 1 0 1 0 0
4 09:39 - 9:42 11 7 3 1 6 0 3 1 0 0 0 1 1 5 1 1 1 0 1 0 0 0 0 0
5 09:42 - 9:45 12 11 2 2 7 1 0 0 0 0 0 0 1 4 2 0 0 0 4 1 0 0 0 0
6 09:45 - 9:48 14 21 0 3 13 0 2 1 0 0 1 2 2 5 0 0 1 0 1 0 0 0 1 0
7 09:48 - 9:51 16 17 3 2 6 0 0 0 0 0 0 0 3 4 0 1 0 0 2 1 0 0 1 0
8 09:51 - 9:54 12 10 0 3 9 0 0 0 0 1 0 1 3 2 1 0 0 0 2 0 0 0 1 0
9 09:54 - 9:57 17 33 2 3 7 0 0 2 0 0 0 1 0 6 0 0 1 0 0 0 0 0 0 0
10 09:57 - 10:00 8 15 3 0 5 0 2 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0
11 10:00 - 10:03 23 25 8 3 8 1 1 3 1 1 1 2 9 1 0 1 0 0 2 0 1 0 0 0
12 10:03 - 10:06 6 12 4 1 6 0 2 2 0 0 0 0 9 0 0 0 0 0 3 0 2 0 0 0
13 10:06 - 10:09 15 12 2 8 9 0 0 2 0 1 0 0 2 3 0 0 0 0 1 1 0 0 0 0
14 10:09 - 10:12 14 11 6 5 12 2 1 2 0 0 0 1 5 8 0 1 0 0 0 0 1 0 0 0
15 10:12 - 10:15 12 10 4 3 7 2 0 1 0 0 0 0 0 4 2 0 1 0 4 1 2 0 0 0
16 10:15 - 10:18 11 17 0 6 9 0 2 2 0 0 1 1 5 8 1 0 0 0 1 0 0 0 0 0
17 10:18 - 10:21 8 18 5 3 5 4 0 0 0 0 0 0 1 4 1 1 0 0 2 1 1 0 0 0
18 10:21 - 10:24 16 24 12 3 11 1 1 2 0 1 0 0 2 13 1 1 0 0 0 0 2 0 0 0
19 10:24 - 10:27 11 7 2 4 10 2 0 0 0 1 0 1 1 2 0 1 0 1 1 0 0 0 0 0
20 10:27 - 10:30 13 22 2 4 1 0 1 0 1 0 0 1 5 3 1 0 0 0 2 0 1 0 0 0
21 10:30 - 10:33 8 12 8 2 13 0 0 1 0 0 1 0 0 4 0 0 0 1 3 0 5 0 0 0
22 10:33 - 10:36 9 32 8 4 14 1 2 2 0 0 1 2 3 4 0 1 0 0 2 0 1 0 0 0
23 10:36 - 10:39 15 7 1 2 8 2 0 0 1 0 0 1 2 0 1 0 0 0 0 1 0 0 0 0
24 10:39 - 10:42 16 25 3 3 11 2 1 0 0 1 0 0 5 9 0 0 0 0 1 0 2 0 0 0
25 10:42 - 10:45 23 47 5 8 16 0 0 2 0 1 0 0 11 9 1 0 0 0 0 1 0 0 0 0
26 10:45 - 10:48 17 17 2 2 11 0 0 0 0 0 0 0 3 2 2 0 0 0 2 1 2 0 0 0
27 10:48 - 10:51 10 13 1 8 6 0 0 1 0 0 0 1 2 6 0 2 1 0 2 0 1 0 0 0
28 10:51 - 10:54 8 41 9 5 20 2 0 2 0 0 0 1 2 5 5 2 0 1 6 0 0 0 0 0
29 10:54 - 10:57 17 33 7 1 9 2 1 0 0 1 2 0 1 5 1 2 0 1 1 0 1 0 0 0
30 10:57 - 11:00 16 19 6 3 10 1 0 1 0 1 0 0 2 7 1 0 0 0 1 1 1 0 0 0
31 11:00 - 11:03 14 63 8 5 16 3 0 0 0 2 1 0 2 17 1 0 4 0 5 4 2 0 0 0
32 11:03 - 11:06 12 84 14 7 23 4 0 0 0 0 0 0 0 25 0 0 8 0 4 2 3 0 0 0
33 11:06 - 11:09 17 48 10 6 19 2 0 1 0 0 1 2 1 9 2 0 5 0 8 3 5 0 0 0
34 11:09 - 11:12 21 96 6 6 15 8 0 1 0 0 0 1 4 14 1 1 6 0 11 5 0 0 0 0
35 11:12 - 11:15 12 49 15 8 18 3 0 2 1 0 2 0 6 10 0 0 3 1 1 7 0 0 0 0
36 11:15 - 11:18 10 39 6 10 27 1 1 1 0 0 1 1 2 19 3 2 0 0 2 4 7 0 0 0
37 11:18 - 11:21 8 56 5 12 8 10 1 0 0 0 0 0 0 27 0 0 7 2 7 4 0 0 0 0
38 11:21 - 11:24 11 68 13 4 31 11 2 0 0 0 0 0 3 21 1 0 0 0 1 6 1 0 0 0
39 11:24 - 11:27 9 77 11 5 15 6 0 0 0 0 1 0 0 14 2 0 2 0 10 3 3 0 0 0
40 11:27 - 11:30 16 44 5 7 10 4 0 1 0 0 1 0 1 11 4 0 1 1 13 10 0 0 0 0

ME sem-1 TE (3711302) pg. 2

 Table 2: Vehicle flow from Helmet to Commerce six
Two Auto
Car LCV Bus Cycle Pedestrian Other
No Time wheeler rikshaw
L S R L S R L S R L S R L S R L S R L S R L S R
1 09:30 - 9:33 9 62 10 14 24 1 0 2 1 0 3 0 2 8 3 0 4 1 2 2 1 1 0 0
2 09:33 - 9:36 11 36 8 10 14 3 0 0 0 0 1 0 1 4 4 0 7 0 2 1 9 0 0 0
3 09:36 - 9:39 9 44 7 4 16 3 0 0 0 0 0 0 4 12 3 0 6 1 0 0 1 0 1 0
4 09:39 - 9:42 10 54 11 6 21 2 0 3 0 0 0 0 5 10 1 1 4 1 2 5 1 0 1 0
5 09:42 - 9:45 8 86 6 7 17 1 0 1 0 0 0 1 4 16 1 2 5 2 3 0 0 0 0 0
6 09:45 - 9:48 7 45 8 9 10 1 0 0 0 0 0 0 2 9 0 1 3 2 2 4 3 0 1 0
7 09:48 - 9:51 14 70 8 6 8 1 0 0 0 0 0 0 3 5 3 3 10 0 5 0 0 0 0 0
8 09:51 - 9:54 16 82 14 6 37 1 0 0 0 0 2 1 1 15 3 0 4 0 1 2 0 1 0 0
9 09:54 - 9:57 5 59 2 9 17 4 0 2 0 0 0 0 0 6 1 0 5 1 1 6 1 0 0 0
10 09:57 - 10:00 14 47 8 8 10 2 0 4 0 0 1 0 2 8 2 0 2 0 0 6 2 0 0 0
11 10:00 - 10:03 12 75 12 11 31 4 1 0 0 0 1 2 5 22 1 0 2 0 1 10 3 0 0 0
12 10:03 - 10:06 9 43 10 7 13 2 0 1 0 0 1 1 1 12 2 0 4 0 2 2 3 0 0 0
13 10:06 - 10:09 49 45 5 7 9 1 0 1 0 0 0 1 4 11 0 0 5 0 1 0 2 0 0 0
14 10:09 - 10:12 18 ## 12 6 37 2 1 0 0 0 1 0 5 19 6 0 2 0 5 2 3 0 0 0
15 10:12 - 10:15 8 47 6 8 6 2 2 0 1 0 0 0 3 3 0 0 2 0 1 2 0 0 0 0
16 10:15 - 10:18 6 41 8 6 6 1 0 0 1 0 0 0 2 10 0 0 0 0 1 2 0 0 0 0
17 10:18 - 10:21 18 94 16 15 39 4 0 3 1 0 2 1 0 21 3 0 1 0 1 4 3 0 0 0
18 10:21 - 10:24 16 52 6 6 13 4 2 1 0 0 0 0 2 8 0 0 2 1 3 2 0 0 0 0
19 10:24 - 10:27 7 44 2 7 10 3 0 1 0 0 0 0 1 4 0 0 0 0 2 1 0 0 0 0
20 10:27 - 10:30 16 ## 16 5 40 4 0 1 1 0 1 1 2 18 3 0 6 1 4 3 1 0 0 0
21 10:30 - 10:33 8 51 5 10 33 2 0 1 0 1 1 0 5 21 2 0 3 0 1 10 3 0 0 0
22 10:33 - 10:36 6 38 3 6 17 4 1 0 0 1 1 2 2 12 5 0 2 1 2 2 3 0 0 0
23 10:36 - 10:39 3 45 8 4 11 3 2 1 0 0 2 0 1 15 1 0 1 2 1 0 2 0 0 0
24 10:39 - 10:42 5 51 2 2 28 6 0 0 0 0 1 0 5 21 3 0 0 0 1 4 6 0 0 0
25 10:42 - 10:45 4 43 0 9 39 11 2 0 1 1 0 1 7 19 1 1 2 1 1 2 3 0 0 0
26 10:45 - 10:48 9 68 8 17 50 7 0 0 1 0 1 0 2 10 0 0 5 0 0 1 3 0 0 0
27 10:48 - 10:51 6 59 3 8 37 2 1 0 1 0 0 1 1 21 2 0 0 2 3 2 1 0 0 0
28 10:51 - 10:54 11 49 3 1 13 6 0 0 2 0 2 0 2 8 6 1 3 1 1 6 2 0 0 0
29 10:54 - 10:57 3 63 5 7 10 3 1 1 0 0 1 2 1 4 0 2 0 0 3 1 3 0 0 0
30 10:57 - 11:00 4 72 8 5 41 3 1 0 1 0 1 1 18 3 0 0 2 1 4 2 1 0 0 0
31 11:00 - 11:03 14 63 8 5 16 3 0 0 0 0 1 0 2 17 1 0 4 0 5 4 2 0 0 0
32 11:03 - 11:06 12 84 14 7 23 4 0 0 0 0 0 0 0 25 0 0 8 0 4 2 7 0 0 0
33 11:06 - 11:09 17 48 10 6 19 2 0 1 0 0 1 2 1 9 2 0 5 0 8 3 5 0 0 0
34 11:09 - 11:12 21 96 6 6 15 8 0 1 0 0 0 1 4 14 1 1 6 0 11 5 0 0 0 0
35 11:12 - 11:15 12 49 15 8 18 3 0 2 1 0 2 0 6 10 0 0 3 1 1 7 0 0 0 0
36 11:15 - 11:18 10 39 6 10 27 1 1 1 0 0 1 1 2 19 3 2 0 0 2 4 7 0 0 0
37 11:18 - 11:21 8 56 5 12 8 10 1 0 0 0 0 0 0 27 0 0 7 2 7 4 0 0 0 0
38 11:21 - 11:24 11 68 13 4 31 11 2 0 0 0 0 0 3 21 1 0 0 0 1 6 1 0 0 0
39 11:24 - 11:27 9 77 11 5 15 6 0 0 0 0 1 0 0 14 2 0 2 0 10 3 3 0 0 0
40 11:27 - 11:30 16 44 5 7 10 4 0 1 0 0 1 0 1 11 4 0 1 1 13 10 0 0 0 0

ME sem-1 TE (3711302) pg. 3

 Table 3: Vehicle flow from Darpan circle to LD
Two Auto Pedestria
Car LCV Bus Cycle Other
No Time wheeler rikshaw n
L S R L S R L S R L S R L S R L S R L S R L S R
1 09:30 - 9:33 13 46 2 0 9 0 0 1 0 0 1 0 1 8 0 2 0 0 4 6 0 0 0 0
2 09:33 - 9:36 10 33 3 5 7 1 0 0 0 0 0 0 0 4 0 1 1 0 4 1 0 0 0 0
3 09:36 - 9:39 6 40 3 0 9 0 0 0 0 0 0 0 0 7 0 0 0 1 1 2 0 0 0 0
4 09:39 - 9:42 2 30 5 2 8 0 0 0 0 0 0 0 0 5 0 3 0 0 4 3 0 0 0 0
5 09:42 - 9:45 4 38 1 2 4 0 0 0 0 0 0 0 1 5 0 0 0 0 1 1 0 0 0 0
6 09:45 - 9:48 10 41 4 2 6 1 0 0 0 0 0 0 0 3 0 1 0 1 4 1 0 0 0 0
7 09:48 - 9:51 7 66 2 5 16 1 0 1 0 0 1 0 0 8 0 0 0 0 4 1 0 0 0 0
8 09:51 - 9:54 9 35 0 2 10 1 0 0 0 0 1 0 0 9 1 0 1 0 2 0 0 0 0 0
9 09:54 - 9:57 9 39 1 0 7 0 0 0 0 0 0 0 2 6 1 2 3 0 6 0 0 0 0 0
10 09:57 - 10:00 4 42 3 0 13 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0
11 10:00 - 10:03 4 45 5 5 14 1 0 0 0 0 0 0 3 10 0 2 5 0 0 3 0 0 0 0
12 10:03 - 10:06 5 38 4 6 14 2 1 0 0 0 0 0 1 4 0 1 2 0 1 2 0 0 0 0
13 10:06 - 10:09 6 88 7 5 7 1 0 0 0 0 0 0 1 6 0 0 0 0 0 0 0 0 0 0
14 10:09 - 10:12 10 29 3 6 9 3 0 0 0 0 0 0 3 8 0 3 1 0 3 1 0 0 0 0
15 10:12 - 10:15 6 30 6 2 12 1 0 0 0 0 0 0 1 4 0 2 2 0 2 2 1 0 0 0
16 10:15 - 10:18 10 71 5 3 20 3 0 1 0 0 0 0 1 6 0 0 0 0 0 0 0 0 0 0
17 10:18 - 10:21 12 44 3 4 11 1 0 0 0 0 0 0 0 5 0 1 3 0 1 3 0 0 0 0
18 10:21 - 10:24 11 38 4 2 10 1 0 0 0 0 0 0 0 2 1 3 1 0 3 1 0 0 0 0
19 10:24 - 10:27 7 73 17 5 28 4 1 1 0 0 1 0 2 11 1 0 0 0 0 0 0 0 0 0
20 10:27 - 10:30 7 51 3 4 15 5 0 0 0 0 1 0 2 17 2 0 0 0 0 0 0 0 0 0
21 10:30 - 10:33 6 34 8 1 10 4 0 2 0 0 0 0 0 4 1 1 1 0 4 0 5 0 0 0
22 10:33 - 10:36 6 36 2 3 8 2 0 1 0 0 0 0 2 7 0 0 0 0 2 5 0 0 1 0
23 10:36 - 10:39 9 45 2 1 12 5 0 2 0 0 0 0 0 2 0 0 1 0 3 2 0 0 0 0
24 10:39 - 10:42 10 32 0 3 8 1 0 0 0 0 0 0 1 5 0 0 0 0 6 2 0 0 0 0
25 10:42 - 10:45 8 42 2 1 7 4 0 0 1 0 0 0 4 3 0 0 0 0 4 1 0 0 0 0
26 10:45 - 10:48 5 35 7 0 2 4 0 0 0 0 0 0 2 2 0 0 0 0 2 0 0 0 0 0
27 10:48 - 10:51 5 34 4 4 6 5 0 0 0 0 0 0 0 3 1 0 1 0 0 1 0 0 0 0
28 10:51 - 10:54 5 36 6 2 10 7 0 1 0 0 1 0 1 5 0 0 0 0 1 1 0 0 0 0
29 10:54 - 10:57 7 25 4 3 13 6 0 0 0 0 0 0 1 6 1 0 2 0 3 0 0 0 0 0
30 10:57 - 11:00 7 18 1 3 11 3 0 1 0 0 0 0 1 2 1 0 1 0 1 1 0 0 0 0
31 11:00 - 11:03 10 22 2 1 8 3 1 0 0 0 0 0 1 2 3 2 0 0 3 0 0 0 0 0
32 11:03 - 11:06 6 58 2 3 21 3 0 0 0 0 1 0 2 7 1 1 0 0 4 0 0 0 0 0
33 11:06 - 11:09 9 34 7 5 8 1 0 2 0 0 0 0 2 4 1 0 0 0 2 1 0 0 0 0
34 11:09 - 11:12 4 15 1 4 7 2 0 0 0 0 0 0 1 3 2 0 1 0 2 2 0 0 0 0
35 11:12 - 11:15 6 27 4 2 7 3 0 1 0 0 1 0 1 4 0 0 0 0 2 1 0 0 0 0
36 11:15 - 11:18 5 46 1 6 12 9 0 2 0 0 0 0 1 7 1 1 1 0 1 0 0 0 0 0
37 11:18 - 11:21 14 23 1 4 14 4 1 0 0 0 0 0 0 5 0 0 2 0 2 1 0 0 0 0
38 11:21 - 11:24 18 30 3 6 11 3 0 2 0 0 0 0 0 8 1 0 0 0 5 2 0 0 0 0
39 11:24 - 11:27 8 43 6 3 14 4 3 3 1 0 0 0 0 7 0 1 0 0 4 0 0 0 0 0
40 11:27 - 11:30 10 21 2 5 7 1 4 1 0 0 0 0 0 7 0 1 0 0 2 1 0 0 0 0

ME sem-1 TE (3711302) pg. 4

 Table 4: Vehicle flow from commerce six to Helmet
Two Auto Pedestria
Car LCV Bus Cycle Other
No Time wheeler rikshaw n
L S R L S R L S R L S R L S R L S R L S R L S R
1 09:30 - 9:33 5 98 2 1 8 0 0 0 0 0 0 0 1 13 0 0 1 0 0 0 0 0 0 0
2 09:33 - 9:36 8 113 2 0 13 0 0 0 0 0 1 0 4 17 2 0 3 0 1 3 0 0 0 0
3 09:36 - 9:39 6 72 0 0 13 2 0 1 1 1 0 0 2 11 0 0 2 0 1 5 1 0 0 0
4 09:39 - 9:42 5 56 1 2 3 2 0 2 0 0 0 0 0 7 0 0 5 0 0 9 0 0 0 0
5 09:42 - 9:45 0 126 2 2 11 1 0 2 0 1 1 0 1 16 0 0 0 0 3 1 4 0 0 0
6 09:45 - 9:48 11 57 2 2 3 0 0 2 0 0 1 0 0 10 0 0 6 0 4 4 0 0 0 0
7 09:48 - 9:51 12 85 3 0 5 0 0 0 0 0 0 0 3 13 1 0 1 0 7 7 2 0 0 0
8 09:51 - 9:54 8 144 2 1 11 0 0 0 0 0 2 0 1 10 1 1 8 0 3 0 1 0 0 0
9 09:54 - 9:57 8 55 1 1 6 0 1 2 0 0 0 0 0 14 1 0 1 0 0 0 0 0 0 0
10 09:57 - 10:00 2 111 4 1 5 3 0 0 0 0 0 0 1 12 1 2 4 0 1 0 1 0 0 0
11 10:00 - 10:03 3 84 2 2 9 0 0 0 0 2 1 0 0 10 0 1 2 0 12 6 7 0 0 0
12 10:03 - 10:06 6 90 8 2 7 0 0 2 0 1 1 0 0 13 1 1 1 0 13 9 10 0 0 1
13 10:06 - 10:09 4 49 4 2 6 1 0 2 0 1 0 0 1 11 1 1 4 0 7 7 6 0 0 1
14 10:09 - 10:12 12 53 5 1 7 0 1 0 2 1 0 0 3 9 1 0 0 0 6 3 4 0 0 0
15 10:12 - 10:15 14 99 4 0 16 1 0 4 0 1 0 0 0 25 0 0 0 0 11 14 1 0 0 0
16 10:15 - 10:18 8 57 6 1 7 2 0 1 0 1 2 0 1 7 0 0 1 0 12 4 0 0 0 0
17 10:18 - 10:21 7 60 3 2 6 0 0 1 1 0 0 0 2 12 0 1 2 0 5 2 0 0 0 0
18 10:21 - 10:24 13 92 2 2 13 1 0 9 0 1 2 0 2 15 0 0 0 0 2 3 2 0 0 0
19 10:24 - 10:27 5 56 4 5 9 2 0 3 0 3 0 0 1 11 4 0 1 0 7 1 3 0 0 0
20 10:27 - 10:30 8 59 6 1 11 0 0 0 1 1 0 0 3 9 2 0 0 0 7 2 4 0 1 1
21 10:30 - 10:33 5 85 2 4 9 0 0 1 0 0 1 0 0 26 0 1 2 0 0 6 0 0 0 0
22 10:33 - 10:36 6 50 0 0 7 0 1 0 0 2 1 0 0 12 0 0 2 0 0 5 0 0 0 0
23 10:36 - 10:39 10 55 1 1 10 2 0 0 0 0 2 0 1 9 0 0 1 0 0 0 0 0 0 0
24 10:39 - 10:42 4 62 2 0 16 1 0 1 0 0 0 0 2 22 0 0 2 0 0 0 0 0 0 0
25 10:42 - 10:45 8 46 1 1 0 0 0 0 0 0 0 0 2 8 0 0 3 0 0 4 0 0 1 0
26 10:45 - 10:48 6 40 0 2 9 1 0 0 0 2 2 0 3 9 0 0 1 0 0 5 0 0 0 0
27 10:48 - 10:51 6 58 2 0 22 0 0 0 0 1 0 0 1 17 1 0 1 0 0 4 0 0 0 0
28 10:51 - 10:54 12 40 0 4 22 2 0 2 0 0 0 0 1 10 1 0 2 0 0 3 0 0 0 0
29 10:54 - 10:57 4 32 3 2 12 0 0 0 0 0 0 0 1 19 1 0 3 0 0 1 0 0 1 0
30 10:57 - 11:00 6 46 4 2 4 2 0 1 0 0 0 0 1 6 0 0 4 0 3 4 0 0 0 0
31 11:00 - 11:03 9 47 3 1 19 2 0 1 0 0 2 0 1 11 2 0 2 0 2 4 0 0 1 0
32 11:03 - 11:06 8 40 4 0 3 0 0 0 0 2 0 0 0 9 1 0 0 0 0 0 0 0 0 0
33 11:06 - 11:09 7 29 2 0 11 1 0 0 1 0 0 0 2 4 0 0 1 0 0 0 0 0 0 0
34 11:09 - 11:12 2 83 3 2 19 0 0 1 0 0 1 0 0 14 2 0 1 1 0 0 0 0 0 0
35 11:12 - 11:15 7 34 0 3 7 3 0 0 0 0 0 0 2 12 2 1 0 1 7 2 0 0 0 0
36 11:15 - 11:18 10 30 4 2 11 2 2 0 0 1 0 0 0 8 2 2 0 0 0 1 0 0 2 0
37 11:18 - 11:21 7 95 10 1 3 1 0 1 0 1 1 0 2 12 5 1 1 1 3 2 0 0 1 0
38 11:21 - 11:24 6 33 5 2 17 0 0 1 0 1 0 0 4 9 0 0 2 0 3 0 0 0 0 0
39 11:24 - 11:27 2 47 2 3 8 1 0 3 0 0 0 0 2 11 2 0 0 0 3 1 0 0 0 0
40 11:27 - 11:30 6 44 3 3 8 1 1 1 0 0 1 0 1 9 0 0 1 0 0 3 0 0 0 0

ME sem-1 TE (3711302) pg. 5

Fig. Flow variation from Helmet to commerce six

ME sem-1 TE (3711302) pg. 6

Fig. Flow variation from Commerce six to Helmet

Fig. Flow variation from Darpan to LD

Fig. Flow variation from LD to Darpan

ME sem-1 TE (3711302) pg. 7

Fig. Traffic composition at intersection

Traffic Flow diagram at Vijay char Rasta

ME sem-1 TE (3711302) pg. 8

 Fig. Variation of flow at intersection

CONCLUSION:
 From the observation, out of total composition maximum category of vehicles
found are 2-wheeler which is 60% followed by car 18%.
 The traffic flow peaked at 11.09 am and was lowest at 10:33 am.
 Maximum flow of traffic was observed from helmet side and lowest flow from
Darpan side.
 Majority of flow of traffic coming from all four direction has been going straight.
 With time passing, proportion of car out of total composition is found increasing.
 Along with that it has been observed that on an average 75% vehicles flow towards
straight direction and 10% in right and 15% in left direction.

ME sem-1 TE (3711302) pg. 9

 Assignment – 2
Spot Speeds Study

Introduction
The spot speeds measured at any location will depend upon a number of factors such as
the geometric layout of a road, the volume of traffic, the composition of traffic, the
condition of the road, environmental influences, the human element associated with
individual drivers and the characteristics of vehicles, as a result, the speeds measured show
a considerable amount if scatter. The mathematical analysis of the observe red data makes
it possible to understand the speed characteristics. Statistical tools, already discussed
earlier, become handy for this purpose. The present chapter is concerned with the analysis
of speed data by statistical methods and the results of speed studies.

Location of conducting survey

Fig. Location of spot speed survey

Survey was carried out at Helmet-IIM Road, Ahmedabad. Spot speed was measured using
direct – timing procedure at 3:00 PM on 28/08/23. Data obtained from survey is given
below.
Table: LCV
Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 6.40 50 6 3.40 50 11 6.70 50 16 5.30 50
2 3.40 50 7 5.70 50 12 4.60 50 17 5.40 50
3 2.90 50 8 3.30 50 13 8.70 50 18 4.60 50
4 4.30 50 9 3.50 50 14 4.60 50 19 2.60 50
5 4.50 50 10 5.80 50 15 5.20 50 20 3.80 50

ME sem-1 TE (3711302) pg. 10

 AutoAuto
Table: - rikshaw
rikshaw
Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 3.2 50 11 4.4 50 21 5.2 50 31 5.3 50
2 6.5 50 12 5 50 22 4.8 50 32 3.6 50
3 4.1 50 13 4.1 50 23 5.5 50 33 4 50
4 4.4 50 14 4.3 50 24 3.6 50 34 3.6 50
5 5.2 50 15 6 50 25 3.5 50 35 4.6 50
6 3.6 50 16 4.8 50 26 3.3 50 36 6.4 50
7 5.2 50 17 4 50 27 3.9 50 37 4 50
8 3.7 50 18 3.9 50 28 4.3 50 38 6.1 50
9 3.8 50 19 3.9 50 29 3.9 50 39 3.7 50
10 4.6 50 20 5.3 50 30 3.7 50 40 3.1 50

Table :Two - Wheeler

Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 4.7 50 41 5.2 50 81 3.90 50 121 4.70 50
2 3.4 50 42 7.1 50 82 8.00 50 122 4.00 50
3 5.1 50 43 4.3 50 83 4.30 50 123 4.30 50
4 5.3 50 44 5.6 50 84 6.60 50 124 3.30 50
5 5.4 50 45 5.8 50 85 5.10 50 125 1.90 50
6 5.3 50 46 8.3 50 86 1.90 50 126 7.90 50
7 4.8 50 47 4.1 50 87 22.20 50 127 3.70 50
8 5.6 50 48 4.6 50 88 4.90 50 128 2.50 50
9 4.8 50 49 8 50 89 5.10 50 129 3.80 50
10 4.2 50 50 5 50 90 4.60 50 130 9.70 50
11 5.1 50 51 5 50 91 2.50 50 131 4.30 50
12 5.8 50 52 5.2 50 92 5.00 50 132 3.30 50
13 4.6 50 53 7 50 93 3.40 50 133 4.40 50
14 5.4 50 54 6.3 50 94 5.80 50 134 5.70 50
15 5.1 50 55 5 50 95 1.90 50 135 8.20 50
16 5.8 50 56 5.4 50 96 4.70 50 136 3.80 50
17 5.4 50 57 7.9 50 97 3.20 50 137 3.00 50
18 5 50 58 3.6 50 98 4.90 50 138 2.10 50
19 5.1 50 59 5.9 50 99 9.10 50 139 14.80 50
20 6.3 50 60 6.3 50 100 5.20 50 140 12.00 50
21 4.8 50 61 4.5 50 101 5.30 50 141 6.60 50
22 4.2 50 62 5.3 50 102 32.00 50 142 4.30 50
23 5.3 50 63 4.5 50 103 4.90 50 143 6.40 50
24 6.3 50 64 5.1 50 104 4.10 50 144 5.00 50
25 8.1 50 65 5.6 50 105 6.00 50 145 3.00 50
26 5.1 50 66 5.1 50 106 5.40 50 146 6.00 50
27 8.7 50 67 6.1 50 107 4.40 50 147 8.50 50
28 5.8 50 68 5 50 108 13.50 50 148 5.20 50
29 5.5 50 69 3.8 50 109 6.70 50 149 3.30 50
30 7.2 50 70 5.1 50 110 6.40 50 150 4.80 50
31 5.7 50 71 4.4 50 111 2.70 50
32 4.1 50 72 4.4 50 112 6.70 50
33 6.1 50 73 5.9 50 113 7.90 50
34 4.8 50 74 3.8 50 114 5.00 50
35 4.7 50 75 5.4 50 115 6.30 50
36 5.4 50 76 2.10 50 116 3.40 50
37 4.7 50 77 4.40 50 117 7.40 50
38 6.2 50 78 12.00 50 118 4.50 50
39 5.2 50 79 3.90 50 119 5.40 50
40 5.7 50 80 4.00 50 120 6.60 50
ME sem-1 TE (3711302) pg. 11
 Table: Car
Time Length Time Length Time Length Time Length
No No No No
(sec) (m) (sec) (m) (sec) (m) (sec) (m)
1 3.6 50 11 3.3 50 21 3.5 50 31 3.3 50
2 5.2 50 12 3.4 50 22 3.7 50 32 2.5 50
3 3.5 50 13 3.4 50 23 3 50 33 3.8 50
4 3.7 50 14 5.3 50 24 2.5 50 34 4.3 50
5 3.9 50 15 4.5 50 25 3.9 50 35 4.1 50
6 3.1 50 16 3.2 50 26 11.7 50 36 4.7 50
7 3.1 50 17 4.3 50 27 4.8 50 37 3.5 50
8 2.6 50 18 4.8 50 28 5.5 50 38 2.5 50
9 3.3 50 19 3.9 50 29 3.3 50 39 2.7 50
10 4.9 50 20 4.1 50 30 2.4 50 40 3.4 50

Table: Frequency distribution table

Speed Cum of
TOTAL Mid Cum of
variation %
vehicle speed vehicle
(kmph) vehicle
0 10 2 5.0 2.00 0.8%
10 20 7 15.0 9.00 3.5%
20 30 38 25.0 47.00 18.1%
30 40 98 35.0 145.00 55.8%
40 50 61 45.0 206.00 79.2%
50 60 32 55.0 238.00 91.5%
60 70 9 65.0 247.00 95.0%
70 80 8 75.0 255.00 98.1%
80 90 2 85.0 257.00 98.8%
90 100 3 95.0 260.00 100.0%

Representation of Histogram

ME sem-1 TE (3711302) pg. 12

 Cumulative frequency distribution curve

CONCLUSION:
Following data has been obtained from analysis:
1. Design speed 71
2. Mean speed 35
3. Slow speed 15
4. Safe speed 50

ME sem-1 TE (3711302) pg. 13

 Assignment - 3
Delay Study at Signalized Intersection

Introduction
Delay studies in transportation and traffic engineering are conducted for various reasons,
and they play a crucial role in understanding and improving transportation systems. Delay
is defined as an extra time spent by drivers against their expectation. Delay can have many
forms depending on difference locations. A study was made to provide information
concerning the amount, cause, location, duration, and frequency of delay as well as travel
time and similar value. The time lost by traffic due to traffic friction and traffic control
device is called delay.
Purpose/use of travel time and delay studies:
 The purpose of a travel time and delay study is to evaluate the quality of traffic
movement along a rout and determine the locations, types, and extent of traffic
delays by using a moving test vehicle.
 This study method can be used to compare operational conditions before and after
roadway or intersection improvement have been made. It can also be used as a tool
to assist in prioritizing project by comparing the magnitude of the operational
deficiencies (such as delay and stops) for each project under consideration.
 The cost of a journey depends upon the speed at which it is made. In all highway
economic studies, journey speeds and delay are highly important.
 Delay studies at intersection provide data for the design and installation of the
appropriate traffic control device.

Overall, delay studies are instrumental in enhancing the efficiency, safety, and
sustainability of transportation systems. They provide data-driven insights that enable
informed decision-making and the development of effective strategies for managing and
improving traffic flow.

Location of conducting survey

The survey was carried out on 26/09/23 at 09:30 AM at Vijay crossroad, Ahmedabad,
380009. The top view of the intersection is shown below. The survey is carried out using a
video camera. Data obtained from the survey is shown below.

ME sem-1 TE (3711302) pg. 14

ME sem-1 TE (3711302) pg. 15
CONCLUSION

 The survey was conducted for finding out delay at signalised intersection – Vijay
char rasta, Ahmedabad.

ME sem-1 TE (3711302) pg. 16

 The purpose of conducting Delay study – was to evaluate the quality of traffic
movement along a route and determine the location, types, and extent of traffic
delays.

 The delay survey was conducted from the beginning of red phase. At the end of
every count interval that is of 15 seconds, the vehicles standing on the approach
were counted as per there category.

 After collecting data, graph of delay faced by single vehicle in a red phase were
plotted for that respective route.

 Looking at the graph of all 4 directions, it is observed that large variation in delay
per vehicle is observed over volume from LD route. The highest delay faced by a
vehicle is 95sec and lowest being 22sec in red phase.

 Also delay patterns (from graph) for volume from Commerce six road and from
Darpan are quite similar. Though red time for commerce six (108sec) is more than
all other directions (103sec).

 From the vehicle composition, proportion of 2-wheeler is found to be maximum.

 As per analysis, the average delay for each vehicle is 59 seconds.

ME sem-1 TE (3711302) pg. 17

 Assignment – 4
Parking Survey
Parking is one of the major problems that is created by the increasing road traffic. It is an
impact of transport development. The availability of less space in urban areas has
increased the demand for parking space especially in areas like the Central business
district. This affects the mode choice also. This has a great economic impact A parking
capacity survey assesses the current parking capacity and determines if there is anything
that can be changed to increase the number of parking spaces.
A parking capacity survey may include:

 Occupancy count: The number of vehicles parked at a given time.

 Vehicles entering: The number of vehicles that enter the parking lot during a
specific time interval.
 Vehicles leaving: The number of vehicles that leave the parking lot.
 Parking space size: The size of parking space needed to improve road traffic
conditions.
Location of conducting survey

Different blocks of LD Campus

ME sem-1 TE (3711302) pg. 18

BLOCK NO 1

Name Amit
Block No. 1
Shaded Area Non-shaded / Open Area
Total H D A
Office Government parking
Parking 399.03 block block block
area (m2) 180.9
33.54 18.23 18.12 148.24
0
2W - 91 10 10 -
Capacity
4W 3 - - - 12
Type of
90o Degrees/ Perpendicular
Parking

Block 1 - Parking space

BLOCK NO 3

Name Vrut
Block No. 3
Total Shaded Area Non-shaded / Open Area
578.32
Parking C block B block E block
m2 240 m2
area (m2) 20.16 20.16 298

2W 11 11 150 120
Capacity
4W - - - -
Type of
90o Degrees/ Perpendicular
Parking

ME sem-1 TE (3711302) pg. 19

 Block 3 - Parking space
BLOCK NO 4

Name Khooshi
Block No. 4
Total Shaded Area Non-shaded / Open Area
Parking 18 Environment dep.
area (m2) 18
2W 9
Capacity
4W -
Type of
90o Degrees/ Perpendicular
Parking

Block 4 - Parking space

BLOCK NO 5
ME sem-1 TE (3711302) pg. 20
Name Nishant
Block No. 5
Total Shaded Area Non-shaded / Open Area
Parking 410 transportation computer Government parking
area (m2) 222 188 87.5
2W 79 13 -
Capacity
4W 5 12 7

Block 5 - Parking space

BLOCK NO 6

Name Harsh
Block No. 6
Total Shaded Area Non-shaded / Open Area
Parking 57.75 Block 2
57.75 m2
area (m2) -
2W - 29
Capacity
4W - -
Type of
90o Degrees/ Perpendicular
Parking

ME sem-1 TE (3711302) pg. 21

 Block 6 - Parking space

BLOCK NO 7

Name Jayvir
Block No. 7
Total Shaded Area Non-shaded / Open Area
Parking 188 Block 5
-
area (m2) 188
2W - -
Capacity
4W 15 -
Type of
90o Degrees/ Perpendicular
Parking

ME sem-1 TE (3711302) pg. 22

 Block 7 - Parking space

BLOCK NO 8

Name Mayank
Block No. 8
Total Shaded Area Non-shaded / Open Area
Parking 558 Block 6
308m2 250m2
area (m2) -
-
2W 77 -
Capacity -
4W - 20
Type of
90o Degrees/ Perpendicular
Parking

Block 8 - Parking space

ME sem-1 TE (3711302) pg. 23

BLOCK NO 9
Name Vishwa
Block No. 9
Total Shaded Area Non-shaded / Open Area
Parking 126.4 Block 10
area (m2) 126.405 m2
2W 32 -
Capacity
4W 5 -
Type of
90o Degrees/ Perpendicular
Parking

Block 9 - Parking space

BLOCK NO 10
Name Dhruv
Block No. 10
Non-shaded / Open
Shaded Area
Total Area
Parking 619.5 Near Block
Front EC Left EC -
area (m2) EC 1
95.05m2 104.64m2 384.14m2 35.68m2 -
2W 24 - 96 - -
Capacity
4W 4 9 16 3 -
Type of
90o Degrees/ Perpendicular
Parking

ME sem-1 TE (3711302) pg. 24

 Block 10 - Parking space

BLOCK NO 11
Name Montu
Block No. Playground
Total Shaded Area Non-shaded / Open Area
Parking 556
81 475
area (m2)
2W 18 125
Capacity
4W 4 18
Type of
90o Degrees/ Perpendicular
Parking

Block 11 - Parking space

In block 2 and block 12, there is no space available for parking.

ME sem-1 TE (3711302) pg. 25

TOTAL PARKING CAPACITY

Non-shaded
Shaded parking
Block No. parking
2W 4W 2W 4W
1 111 3 - 12
2 - - - -
3 172 - 120 -
4 9 - - -
5 92 17 - 7
6 - - 29 -
7 - 15 - -
8 - - 77 20
9 32 5 - -
10 120 32 - -
11 18 4 125 18
Total 554 76 351 57

In LDCE campus total parking capacity for two-wheeler is 905 and for car is 133. In
which 554 of 2W and 76 cars can park in shaded parking space and remaining are in non-
shared parking spaces.

PARKING DEMAND SURVEY

Parking demand survey was carried out on 16/10/23 during 09:45 AM to 11:00 AM.

Fig. Flow variation of parking demand

Above figure shows that after 10:15 AM flow of vehicle entered in campus is increased
and after that flow is decreased.

ME sem-1 TE (3711302) pg. 26

Fig. Variation in parking demand

ME sem-1 TE (3711302) pg. 27

 Fig. Bifurcation of parking demand

CONCLUSION
By analysis of parking demand and parking capacity data, it can conclude that LD campus
has sufficient parking capacity for all parking demands which are generated by students
and faculties.

ME sem-1 TE (3711302) pg. 28

 Assignment - 5
Accident Analysis

One of the main objectives of traffic engineering is to provide safe traffic movements.
Though road accidents cannot be totally prevented, the accident rate can be decreased
substantially by suitable traffic engineering and management measures. Therefore, the
traffic engineer must carry out systematic accident studies to investigate the causes of
accidents and to take preventive measures in terms of design and control.
The statistical analysis of accidents carried out periodically at critical locations or road
stretches or zones or a city will help to arrive at suitable measures to effectively decrease
the accident rates.
The various objectives of the accident studies may be listed as:
1. To study the causes of accidents and to suggest corrective treatment at potential
locations.
2. To evaluate existing design, regulation, and control measures.
3. To support proposed changes in design, regulation, and control measures in the
selected zone.
4. To carry out ‘before and after studies’ after implementing changes and to
demonstrate the improvement in the accident problem.
5. To make computations of financial loss due to road accidents.
6. To provide economic justification for the improvement measures suggested by the
traffic engineer.

Types of accidents taken for analysis are:

1. Fatal accidents- Fatal accidents are those which involves severity and results in
death of victim.
2. Major accidents- Accidents in which a person has received grievous injuries such
as fractures, crushing, internal lesions, severe cuts, and any other serious lesions
requiring detention in hospital.
3. Minor accidents- Accidents in which a person only receives minor injuries or
bruises or sprains.

ME sem-1 TE (3711302) pg. 29

ANALYSIS:
Accident occurred in Ahmedabad city in year 2021 data is taken here for analysis.

Fig. 1 Classification of accident types

Fig. 2 Gender bifurcation

Fig. 3 Age wise bifurcation

ME sem-1 TE (3711302) pg. 30

Fig. 4 Number of accidents caused by different vehicle categories.

Fig. 5 Monthly accident analysis

Fig. 6 Hourly accidents analysis

ME sem-1 TE (3711302) pg. 31

 Table 1 Accident analysis on classified road
No.of Accidents Number of persons
No of
Classification of road Major Minor No of No of
Fatal Acciden
Injury Injury Deaths Injured
t
1. Express Ways 3 0 0 3 0 0
2. National Highway 39 31 21 91 0 0
3. State Highway 17 19 16 52 0 0
4. Other Roads 340 519 226 1085 0 1062
All total 399 569 263 1231 0 1062

Fig. 7 Causes of accidents

ME sem-1 TE (3711302) pg. 32

 Fatal accident analysis:

Fig. Location of Fatal accidents

Fig. 8 Distribution of accused vehicle.

ME sem-1 TE (3711302) pg. 33
 Major accident analysis:

Fig, Location of Major accidents

Fig. 9 Distribution of accused vehicles.

ME sem-1 TE (3711302) pg. 34
 Minor accident analysis:

Fig. Location of Minor accidents

Fig. 10 Distribution of accused vehicles.

ME sem-1 TE (3711302) pg. 35

CONCLUSION
After analysis it can be concluded that out of total, most accidents were found to be
major type followed by 32% of fatal accidents. Overall (78%) man are found to be
victim in most of the cases. Talking about age, people in the age group of 15-30
years are found to be victim 70% of the time and this could be because of rush
driving or over-speeding by youngsters and adults.
In overall analysis, most accidents have occurred due to car and in the month of
October and during nighttime that is 7 to 9PM.
The main cause is found to be over-speeding in all types of accidents. According to
the data, an average of 100 accidents occurs each month.
There are 3 categories which is considered for the analysis:
1. Fatal Accident: Majority of fatal accidents was carried out by 2-wheelers
followed by car and unidentified vehicles.
2. Major Accidents: Nearly Half of non-fatal accidents was carried out by Car
followed by 2-wheelers.
3. Minor Accidents: Majority of minor-injury accidents was carried out by Car
followed by 2-wheelers.

ME sem-1 TE (3711302) pg. 36

 Assignment – 6
Pedestrian Flow Survey

Many road accidents involve pedestrians, so it is necessary to carry out pedestrian flow
study at specific locations.
Few measures to increase pedestrian safety are mentioned below –
1. Segregation of pedestrians and vehicles by the provision of raised footways
decreases the pedestrian accidents.
2. Where pedestrian traffic is very heavy at intersections, separate pedestrian phases
should be provided at signals.
3. Provision of railing barriers on busy roads to channelize the pedestrian flow in safe
direction.
4. Special attention should be paid to mark the crossings. Black and white stripes are
known to be particularly satisfactory. Proper signing will also help. Near schools,
warning signs of children would be needed.
5. Adequate street lighting and vehicle lighting measures ensure pedestrian safety.
Special attention needs to be paid for lighting pedestrian cross walks and junctions.
Increased visibility of the pedestrians themselves can prevent many accidents.
6. Road safety education, especially for children, propaganda and enforcement of
traffic rules and regulations deserve careful consideration.
7. Overbridges and subways for pedestrians should be thought of where the
pedestrian traffic is concentrated and heavy, especially near busy intersections and
generators of pedestrian traffic such as railways stations and bus stands.

Pedestrian flow analysis was carried out near Gujarat university unsignalised T-
intersection during morning hour between 9AM to 11AM on 03/11/23.

ME sem-1 TE (3711302) pg. 37

ANALYSIS:

90

69

110

224 248

236 236

643 BRTS BUS STATION

413

Figure 1 Pedestrian flow diagram at intersection (per hour)

Figure 2 Hourly Flow variation

ME sem-1 TE (3711302) pg. 38
 Figure 3 Gender wise flow variation at intersection
After 10:00 AM flow of pedestrian both male and female are increased till 10:45 AM and
after that flow is decreased. Majority of pedestrian are use BRTS bus service

Figure 4 Figure 5

Figure 7 Age wise bifurcation

Figure 6 Gender bifurcation

56% of pedestrian are female and other 44% male.
More than 97% of pedestrians are under 35 years.
11% of pedestrians are using mobile phone while walking. From that more than 57%
pedestrians are female.

ME sem-1 TE (3711302) pg. 39

 Figure 6 Smartphone zombie bifurcation

Figure 7 Gender wise bifurcation of conflict

In 2 hours of survey, total 258 times pedestrian create conflict and more than 61% reason
of conflict was female pedestrians. 99% of pedestrians are travelling without luggage.

ME sem-1 TE (3711302) pg. 40

ME sem-1 TE (3711302) pg. 41
CONCLUSION
After analysis from pedestrian flow diagram, it can be concluded that, majority of the
student flow is found towards LD Eng. college and Gujarat University from BRTS transit
stop. The highest flow occurred between 10:15 and 11:00 a.m. due to academic schedules.
Male and female flow was determined to be average, with proportion of females slightly
higher the male. Because it was morning, most of students that is below age of 35 were
found.
Out of total, 11% were found to be distracted with smartphones while crossing the road
and females were found to be more distracted. Therefore, facing more conflicts than male.

ME sem-1 TE (3711302) pg. 42

 ASSIGNMENT – 7
Traffic Speed-Flow-Density Relationship

Study of longitudinal and transverse distribution of vehicles in the traffic stream is

useful to access the flow pattern, utilization of different traffic lanes and for planning the
geometric design features. The requirements such as number of lanes and width of
carriageway can be decided using the data. Traffic flow patterns and distribution studies
are particularly essential for planning and design of large intersection including grade
separators. In the operation and planning of traffic facilities the relationship between the
fundamental stream flow variables is important.
Develop speed, flow, density relationship using following data:

ME sem-1 TE (3711302) pg. 43

 Traffic Flow Space Mean Speed Density
Time
PCU/hr km/hr PCU/km
08:00-08:05 2040 49.34 41.35
08:05-08:10 2292 48.69 47.07
08:10-08:15 2544 47.55 53.50
08:15-08:20 2760 46.2 59.74
08:20-08:25 2652 46.39 57.17
08:25-08:30 2496 40.11 62.23
08:30-08:35 2400 47.75 50.26
08:35-08:40 2748 44.71 61.46
08:40-08:45 3096 40.03 77.34
08:45-08:50 3396 39.48 86.02
08:50-08:55 3612 43.25 83.51
08:55-09:00 3900 47.71 81.74
09:00-09:05 4106 39 105.28
09:05-09:10 3953 38.79 101.91
09:10-09:15 3693 38.55 95.80
09:15-09:20 3540 37.71 93.87
09:20-09:25 3670 37.84 96.99
09:25-09:30 3929 37.96 103.50
09:30-09:35 4047 35.69 113.39
09:35-09:40 4366 34.44 126.77
09:40-09:45 4649 34.77 133.71
09:45-09:50 4968 38.36 129.51
09:50-09:55 4696 38.8 121.03
09:55-10:00 4508 38.67 116.58
10:00-10:05 4224 39.04 108.20
10:05-10:10 4543 41.34 109.89
10:10-10:15 4732 38.19 123.91
10:15-10:20 5050 37.28 135.46
10:20-10:25 5133 37.43 137.14
10:25-10:30 4720 38.03 124.11
10:30-10:35 4814 38.06 126.48
10:35-10:40 4685 40.78 114.88
10:40-10:45 4614 40.85 112.95
10:45-10:50 4484 39.88 112.44
10:50-10:55 4425 37.75 117.22
10:55-11:00 4460 37.74 118.18
5:30-5:35 4980 33.18 150.09
5:35-5:40 5052 34.9 144.76
5:40-5:45 4932 33.09 149.05
5:45-5:50 4980 31.77 156.75
5:50-5:55 5124 32.01 160.07
5:55-6:00 5376 31.55 170.40
6:00-6:05 5580 36.53 152.75
6:05-6:10 5388 36.97 145.74
6:10-6:15 5184 37.44 138.46
6:15-6:20 5016 37.88 132.42
6:20-6:25 5292 35.39 149.53
6:25-6:30 5844 35.29 165.60
6:30-6:35 6132 35.11 174.65
6:35-6:40 6108 35.01 174.46
6:40-6:45 6312 34.49 183.01
ME sem-1 TE (3711302) pg. 44
6:45-6:50 6240 34.44 181.18
6:50-6:55 6156 32.07 191.96
6:55-7:00 6264 33.24 188.45
Speed and Density Relationship:
With increase in speed of a stream of vehicles on a roadway, the average density per unit
length decreases. This is because the gap or spacing between the vehicles increases with
increase in speed.

Speed and Flow Relationship:

The relationship between speed and volume flow of traffic for a hypothetical case is
represented as a parabolic curve. It may be seen that there is an optimum speed at which
the flow is maximum and at higher speeds flow starts decreasing.
From our obtained data we get following graphical representation:

From above graph, we are getting results for free flow condition and no forced flow
condition is obtained.

Flow and density Relationship:

ME sem-1 TE (3711302) pg. 45

In a hypothetical case, when volume approaches zero at very high speeds, the density also
approaches zero. Thus, at the optimum values of speed and density, the flow is maximum
achieving capacity flow.
From our obtained data we get following graphical representation, in which with
increasing volume flow, density is also observed increasing.

The fundamental relationship between traffic speed, volume and density may be
represented by:
Q=K∗Vs

Here,
Vs = space mean speed of vehicles in a unit roadway length (km/hr)
Q = the average volume of vehicles passing a point during a specified period,
PCU/hr)
K = the average density or number of vehicles occupying a unit length of roadway
at a given instant, (PCU/km)

ME sem-1 TE (3711302) pg. 46

 Assignment – 8
Saturation Flow Measurement at Signalized Intersection.

Considering the non-lane based mixed traffic operation in Indian context, the flow profile
method suggested by TRL (UK) is a suitable field method for measurement of saturation
flow. Its principle is that the number of vehicles passing the stop line during green is
counted at fixed short time intervals. The length of time interval can be chosen to reflect
local conditions: 5 seconds is generally recommended; 10 seconds may be used where the
green time and the queues are long. Vehicles are classified as per their type. Before the
surveys, the number of signal cycles to be measured must be determined. Measurements
should ideally be made at sites which are free from all obstructions. If any obstruction
occurs within a cycle, the observations for that cycle should be discarded. For
unobstructed traffic conditions, the saturation flow of each approach is simply the average
flow for all saturated intervals i.e. once the initial start-up period has been completed, and
while the flow is still being supplied from a queue. If the flow in the first 5-second interval
is higher than that in the other intervals when initial surge of vehicles is present due to
anticipated advance movement and presence of approach flare, saturation flow is worked
out as the average flow for all intervals including the initial interval. The classified traffic
data at the end of each interval during the green phase is noted in a tabular form and a
typical sample of the datasheet obtained from field measurement is given in table given
below. The flow (S in PCU/hour) derived from the observed traffic flow parameters is
worked out as given in Equation 00.1:
3600
S=ni × Pi ×
CI

Equation 00.1
Where,
S = Flow in PCU per hour crossing the stop line
ni = Number of vehicles of type i crossing the stop line during the Count Interval
Pi = Passenger car unit of Vehicle Type ‘i’
CI = Count Interval (in seconds)
Saturation Flow (SF) under prevailing conditions is worked out as given in Equation 00.2:

SF=
∑S
Ne

Equation 00.2
Where,
SF = Field measured saturation flow under prevailing conditions

ME sem-1 TE (3711302) pg. 47

 ∑S = sum of all values of S excluding the values where obstructions were reported
but including startup values (values in first count interval of green in each cycle) if
surge conditions were reported. Startup values are not included if there were no
surge conditions reported.
N e =N −N 0 ∓ N iNumber of count intervals excluding the ones during which
obstructions were reported.
Where,
N = total number of count intervals over all cycles of measurement
NO = Number of count intervals during which obstructions were reported
Ni = Number of startup count intervals. Intervals with surge flow are added and
intervals with no surge flow are subtracted.

Table 00.1 Passenger Car Unit values for Signalized Intersection

ME sem-1 TE (3711302) pg. 48

 Table 00.2 Data sheet (From Helmet to Commerce six)

Number of vehicles crossing stop-line during the 5

second interval

5s Time interval
Cycle No.

Remarks
Flow

Two-Wheeler

Autos (n3)

Cycle (n7)
HCV (n5)
LCV (n4)
in

Car (n2)

Bus (n6)
(n1)
PCU/h

1 1 5184 2880 720 0 0 0 0 8784

1 2 2016 1440 0 0 0 1152 216 4824
1 3 1152 2160 1080 792 0 0 0 5184
1 4 576 1440 0 0 0 0 0 2016
1 5 2016 2880 0 0 0 0 216 5112
1 6 864 720 0 0 0 0 0 1584
2 1 3744 2880 720 0 0 1152 216 8712
2 2 2592 2160 720 792 0 0 0 6264
2 3 864 3600 360 792 0 1152 0 6768
2 4 576 2160 360 0 0 0 0 3096
2 5 1152 1440 360 0 0 0 0 2952
2 6 864 0 0 0 0 0 0 864
3 1 6048 3600 1080 792 0 1152 216 12888
3 2 2880 2880 720 0 0 0 0 6480
3 3 864 2160 360 0 0 0 0 3384
3 4 864 2880 360 0 0 0 0 4104
3 5 576 1440 0 0 0 0 216 2232
3 6 288 2160 0 0 0 0 216 2664
4 1 6912 1440 1080 0 0 0 216 9648
4 2 2880 2880 1440 0 0 0 0 7200
4 3 2016 2880 720 0 0 0 0 5616
4 4 1152 1440 720 0 0 0 0 3312
4 5 1152 2160 1800 0 0 0 216 5328
4 6 576 3600 0 0 0 0 0 4176
5 1 5184 2880 360 792 0 0 0 9216
5 2 2304 2160 360 0 1152 0 0 5976
5 3 1728 2880 1080 792 0 0 0 6480
5 4 1440 1440 720 0 0 0 0 3600
5 5 1152 1440 360 792 0 0 0 3744
5 6 576 1440 0 0 0 0 216 2232
6 1 3456 2880 1080 0 0 0 0 7416
6 2 2592 3600 1080 0 0 0 0 7272
6 3 864 2880 360 792 0 0 0 4896
6 4 576 2160 0 0 0 0 0 2736
6 5 1728 2160 0 0 0 0 0 3888

ME sem-1 TE (3711302) pg. 49

 6 6 864 720 360 0 0 0 216 2160
7 1 7776 2160 1080 0 0 1152 864 13032
7 2 4320 4320 360 0 0 0 0 9000
7 3 2016 2160 1800 792 0 0 0 6768
7 4 864 4320 1440 0 0 0 0 6624
7 5 1152 3600 360 792 0 0 0 5904
7 6 288 720 720 0 0 1152 0 2880
8 1 6336 720 1800 0 0 0 216 9072
8 2 2592 4320 360 0 0 0 0 7272
8 3 2016 2880 360 0 0 0 0 5256
8 4 2304 3600 0 0 0 0 0 5904
8 5 1152 2160 0 0 0 0 0 3312
8 6 576 1440 360 0 0 0 0 2376
9 1 6912 2880 1080 0 0 0 0 10872
9 2 3168 4320 720 0 0 0 0 8208
9 3 1728 720 360 0 0 0 0 2808
9 4 2016 720 360 0 0 0 216 3312
9 5 1440 720 360 0 0 0 0 2520
9 6 864 1440 360 0 0 0 216 2880
10 1 7776 4320 2160 792 0 1152 648 16848
10 2 3168 3600 720 0 0 1152 0 8640
10 3 576 4320 720 0 0 0 432 6048
10 4 2304 3600 0 0 0 0 0 5904
10 5 864 720 720 0 0 1152 216 3672
10 6 864 720 0 0 0 0 0 1584
11 1 7200 2880 1080 0 0 1152 216 12528
11 2 3456 3600 360 0 0 0 216 7632
11 3 288 5040 1080 792 0 0 0 7200
11 4 2016 4320 360 0 0 0 0 6696
11 5 1728 2880 0 0 0 2304 216 7128
11 6 1440 1440 0 0 0 0 0 2880
12 1 6336 2880 720 0 0 0 432 10368
12 2 2880 3600 360 0 0 0 0 6840
12 3 1440 2160 1080 0 0 1152 0 5832
12 4 1440 3600 720 0 0 0 0 5760
12 5 1152 2880 720 0 0 0 0 4752
12 6 2304 1440 360 0 0 0 0 4104
13 1 5760 2160 1800 0 1152 0 0 10872
13 2 2016 1440 1080 0 0 0 0 4536
13 3 1440 1440 720 0 0 1152 0 4752
13 4 2016 2880 720 0 0 0 0 5616
13 5 2304 2880 360 0 0 0 0 5544
13 6 1152 720 0 0 0 0 0 1872
14 1 4032 2160 1080 0 0 1152 0 8424

ME sem-1 TE (3711302) pg. 50

14 2 2880 2880 720 0 0 0 216 6696
14 3 2016 2880 1080 0 0 0 0 5976
14 4 1728 2160 1080 0 0 0 0 4968
14 5 1728 2160 0 0 0 0 0 3888
14 6 1440 0 0 0 0 0 0 1440
15 1 4032 2880 1080 0 0 0 432 8424
15 2 4608 3600 1080 792 0 1152 0 11232
15 3 2304 3600 360 0 0 0 216 6480
15 4 864 2880 1080 0 0 0 432 5256
15 5 864 1440 360 0 0 0 0 2664
15 6 1152 720 0 0 0 1152 216 3240
16 1 8352 720 1800 792 0 0 0 11664
16 2 4032 2880 1080 0 0 0 0 7992
16 3 3456 3600 360 0 0 0 0 7416
16 4 2304 720 360 0 0 0 0 3384
16 5 864 720 0 0 0 1152 216 2952
16 6 288 1440 360 0 0 0 216 2304
17 1 8928 1440 1440 0 0 1152 0 12960
17 2 3744 1440 720 0 0 1152 216 7272
17 3 3168 1440 360 792 0 0 0 5760
17 4 2592 1440 1080 0 0 0 0 5112
17 5 1440 0 720 0 0 1152 0 3312
17 6 0 720 360 0 0 1152 0 2232
18 1 4032 2160 1440 0 0 0 216 7848
18 2 5760 1440 720 0 0 1152 216 9288
18 3 3168 1440 1080 792 0 1152 0 7632
18 4 1152 3600 360 792 0 0 216 6120
18 5 1152 2160 720 0 0 0 216 4248
18 6 576 1440 0 0 0 0 0 2016
19 1 6336 2160 720 0 0 0 648 9864
19 2 5472 2880 720 792 0 1152 432 11448
19 3 1728 3600 1080 0 0 0 0 6408
19 4 864 2880 360 0 0 1152 0 5256
19 5 864 1440 0 792 0 1152 0 4248
19 6 576 2160 360 0 0 0 216 3312
20 1 4320 1440 720 0 0 0 0 6480
20 2 3168 2160 720 792 0 0 0 6840
20 3 1728 2880 360 0 0 1152 0 6120
20 4 1728 1440 720 0 0 0 0 3888
20 5 1440 1440 360 0 0 0 216 3456
20 6 864 720 720 0 0 0 216 2520
21 1 6048 2880 1440 0 0 1152 0 11520
21 2 4320 2880 720 0 0 1152 0 9072
21 3 2592 1440 1440 792 0 1152 0 7416

ME sem-1 TE (3711302) pg. 51

 21 4 2016 2160 1080 0 0 0 216 5472
21 5 864 2160 360 792 0 0 0 4176
21 6 864 1440 360 792 0 1152 0 4608
22 1 4608 2160 720 0 0 0 432 7920
22 2 3168 2880 1080 0 0 0 216 7344
22 3 864 2880 0 0 0 1152 0 4896
22 4 864 720 720 0 0 1152 0 3456
22 5 1152 2160 0 792 0 0 0 4104
22 6 864 1440 360 0 0 0 216 2880
23 1 4896 2160 1800 0 0 0 0 8856
23 2 3456 1440 1080 792 0 1152 0 7920
23 3 1440 1440 360 0 0 0 216 3456
23 4 2016 2880 360 0 0 0 0 5256
23 5 1728 720 360 0 0 1152 0 3960
23 6 1152 720 0 0 0 0 216 2088
24 1 9504 1440 1080 792 0 0 216 13032
24 2 5184 720 1800 0 1152 0 0 8856
24 3 2592 2880 720 792 0 1152 0 8136
24 4 2304 2160 360 0 0 0 216 5040
24 5 1728 1440 720 0 0 0 0 3888
24 6 864 0 360 0 0 0 216 1440
25 1 6912 2160 0 0 0 0 0 9072
25 2 5184 2160 720 0 0 0 216 8280
25 3 2304 1440 1080 0 0 0 0 4824
25 4 3168 1440 720 0 0 1152 0 6480
25 5 1152 720 360 0 0 0 216 2448
25 6 2016 720 360 792 0 1152 0 5040

Table 00.3 Data sheet (From Commerce six road to Helmet)

Number of vehicles crossing stop-line during the 5

second interval
Two-Wheeler (n1)
5s Time interval
Cycle No.

Remarks

Flow
Autos (n3)

Cycle (n7)
HCV (n5)
LCV (n4)

in
Car (n2)

Bus (n6)

PCU/h

1 1 5760 720 720 0 0 1152 0 8352

1 2 2880 2160 720 0 0 0 216 5976
1 3 3168 2160 720 0 0 0 0 6048
1 4 1728 1440 1440 0 0 0 432 5040
1 5 2016 0 720 0 0 0 0 2736
ME sem-1 TE (3711302) pg. 52
1 6 576 0 0 0 0 0 0 576
2 1 7488 720 720 0 0 0 0 8928
2 2 6912 1440 1080 0 0 0 216 9648
2 3 1440 720 1800 0 0 0 216 4176
2 4 1152 1440 360 0 0 0 0 2952
2 5 576 720 360 0 0 1152 0 2808
2 6 0 0 0 0 0 0 0 0
3 1 4320 1440 1800 792 0 0 216 8568
3 2 2016 2160 360 0 0 0 0 4536
3 3 1728 2880 720 0 0 0 0 5328
3 4 2304 2160 360 0 0 0 0 4824
3 5 1440 1440 0 0 0 0 0 2880
3 6 864 1440 0 0 0 0 0 2304
4 1 6336 720 1080 0 0 0 216 8352
4 2 3168 1440 1800 792 0 0 0 7200
4 3 1440 2880 720 0 0 0 0 5040
4 4 864 2160 720 0 0 0 0 3744
4 5 864 0 0 0 0 0 0 864
4 6 0 0 0 0 0 0 0 0
5 1 6624 1440 1080 0 0 0 0 9144
5 2 2880 720 1080 792 0 0 0 5472
5 3 1440 2880 360 792 0 0 0 5472
5 4 2304 2880 360 0 0 0 0 5544
5 5 864 720 0 0 0 1152 0 2736
5 6 0 0 0 0 0 0 0 0
6 1 4896 1440 0 0 0 0 216 6552
6 2 1728 1440 1440 0 0 0 0 4608
6 3 1440 720 1080 792 1152 0 0 5184
6 4 1152 1440 720 0 0 0 0 3312
6 5 576 0 360 0 0 0 0 936
6 6 0 0 0 0 0 0 0 0
7 1 4896 720 720 0 0 1152 0 7488
7 2 1440 1440 0 0 1152 1152 864 6048
7 3 576 720 1080 792 1152 0 0 4320
7 4 2304 2880 0 792 1152 0 0 7128
7 5 864 720 720 0 0 0 0 2304
7 6 0 0 0 0 0 0 0 0
8 1 5472 0 720 0 0 0 0 6192
8 2 3168 1440 720 0 0 1152 0 6480
8 3 2880 720 720 0 0 0 216 4536
8 4 2592 720 1440 792 0 0 0 5544
8 5 3168 720 360 0 0 0 0 4248
8 6 864 0 720 0 0 0 0 1584
9 1 4896 720 720 792 0 0 216 7344

ME sem-1 TE (3711302) pg. 53

 9 2 2016 2160 720 0 0 0 0 4896
9 3 3168 720 720 0 1152 1152 216 7128
9 4 2304 720 1080 0 0 1152 0 5256
9 5 1728 720 360 0 0 0 0 2808
9 6 576 0 0 0 0 0 0 576
10 1 3456 2160 720 0 0 0 0 6336
10 2 2880 2160 720 0 0 0 216 5976
10 3 2016 1440 720 0 0 0 0 4176
10 4 2304 2160 360 0 1152 1152 0 7128
10 5 2880 1440 0 0 0 0 0 4320
10 6 576 0 360 0 0 0 0 936
11 1 4320 0 1080 0 0 0 0 5400
11 2 2592 1440 1080 0 0 0 0 5112
11 3 2592 720 360 0 1152 0 0 4824
11 4 1728 1440 1080 0 0 0 0 4248
11 5 864 2880 360 0 0 0 0 4104
11 6 288 0 0 792 0 0 0 1080
12 1 5184 720 360 0 0 0 0 6264
12 2 3456 720 1440 0 0 0 0 5616
12 3 1728 1440 1080 0 0 0 0 4248
12 4 2016 1440 720 792 0 1152 0 6120
12 5 1440 0 720 0 0 0 216 2376
12 6 576 0 0 0 0 0 0 576
13 1 3744 2880 360 792 0 0 0 7776
13 2 6048 1440 360 0 0 0 216 8064
13 3 2880 720 360 0 0 0 0 3960
13 4 2304 720 0 0 0 0 0 3024
13 5 1440 1440 0 0 0 0 0 2880
13 6 0 0 720 0 0 0 0 720
14 1 2016 1440 720 0 0 0 0 4176
14 2 2592 1440 720 0 0 0 0 4752
14 3 2880 1440 1440 0 0 1152 0 6912
14 4 2592 2160 360 0 0 0 432 5544
14 5 1440 2160 1080 0 0 0 0 4680
14 6 1152 720 360 0 0 0 216 2448
15 1 4608 1440 720 0 0 0 0 6768
15 2 4032 720 1080 0 0 0 216 6048
15 3 3456 1440 720 0 1152 0 216 6984
15 4 2880 2880 1080 0 0 1152 0 7992
15 5 864 2160 360 0 0 0 0 3384
15 6 864 720 720 0 0 0 0 2304
16 1 4896 720 360 0 0 0 0 5976
16 2 4032 2160 720 0 0 1152 0 8064
16 3 2592 1440 720 792 0 1152 0 6696

ME sem-1 TE (3711302) pg. 54

16 4 3168 1440 720 792 0 0 0 6120
16 5 2592 1440 1080 0 0 0 0 5112
16 6 1440 720 720 0 0 0 0 2880
17 1 4608 1440 720 0 0 1152 0 7920
17 2 4032 2880 1080 0 0 0 432 8424
17 3 1728 1440 1080 0 0 0 0 4248
17 4 2592 1440 1080 792 0 0 0 5904
17 5 2304 720 360 0 0 0 0 3384
17 6 576 720 360 0 0 0 0 1656
18 1 3744 720 1080 0 0 0 0 5544
18 2 1152 720 720 792 0 0 216 3600
18 3 1728 1440 0 0 0 0 216 3384
18 4 1152 720 720 792 1152 1152 0 5688
18 5 864 2160 360 792 0 0 0 4176
18 6 1152 720 360 0 0 0 0 2232
19 1 3168 720 720 0 0 0 216 4824
19 2 3168 2160 1080 792 0 0 216 7416
19 3 2304 2160 720 792 0 0 0 5976
19 4 1440 2880 1080 0 0 0 0 5400
19 5 1728 2160 1080 0 0 1152 0 6120
19 6 864 1440 360 0 0 0 432 3096
20 1 2592 2160 720 0 0 0 0 5472
20 2 3168 2880 720 0 0 0 0 6768
20 3 2880 1440 1080 0 0 0 0 5400
20 4 2304 2160 1080 0 0 0 0 5544
20 5 2016 1440 720 792 0 0 216 5184
20 6 576 2160 1440 0 0 0 0 4176
21 1 4032 1440 720 0 0 0 0 6192
21 2 2592 2160 1080 792 0 1152 216 7992
21 3 1152 720 1080 792 0 0 0 3744
21 4 1728 2880 720 0 0 1152 0 6480
21 5 2016 2880 720 792 0 0 216 6624
21 6 576 720 720 0 0 0 216 2232
22 1 3456 2880 1080 792 0 0 216 8424
22 2 3456 4320 1080 0 0 0 0 8856
22 3 2016 2160 720 0 0 0 0 4896
22 4 1152 2160 720 0 0 0 0 4032
22 5 1440 720 720 1584 0 0 0 4464
22 6 1152 720 360 0 0 0 0 2232
23 1 4896 0 360 0 0 0 0 5256
23 2 2304 2160 360 0 0 0 0 4824
23 3 1440 1440 1080 792 0 0 0 4752
23 4 576 1440 0 0 1152 1152 0 4320
23 5 2880 720 1080 0 0 1152 0 5832

ME sem-1 TE (3711302) pg. 55

 23 6 1728 1440 720 792 0 1152 0 5832
24 1 2592 720 720 792 0 0 216 5040
24 2 2304 1440 360 792 0 0 0 4896
24 3 2304 1440 1080 0 0 0 0 4824
24 4 2304 1440 1440 792 0 0 0 5976
24 5 1440 720 720 0 0 0 0 2880
24 6 576 1440 360 0 1152 0 0 3528
25 1 2592 720 360 0 0 0 0 3672
25 2 2880 1440 1440 0 0 1152 0 6912
25 3 3456 2160 1080 0 0 0 0 6696
25 4 1728 2160 720 792 0 0 0 5400
25 5 1440 1440 1440 792 0 0 0 5112
25 6 864 720 1080 0 0 0 0 2664
26 1 4896 720 720 0 0 0 0 6336
26 2 2880 720 720 0 0 1152 0 5472
26 3 2592 2160 1080 792 0 0 0 6624
26 4 576 3600 1080 0 0 0 0 5256
26 5 1728 1440 720 0 0 1152 0 5040
26 6 0 0 0 0 0 0 0 0

Table 00.4 Data sheet (From LDCE to Darpan circle)

Number of vehicles crossing stop-line during the 5

second interval
5s Time interval
Cycle No.

Remarks
Flow
Two-Wheeler

Autos (n3)

Cycle (n7)
HCV (n5)
LCV (n4)

in
Car (n2)

Bus (n6)
(n1)

PCU/h

1 1 1728 2160 360 0 0 0 0 4248

1 2 1440 2160 360 0 0 1152 0 5112
1 3 1728 1440 360 0 0 1152 0 4680
1 4 576 2880 360 0 0 0 0 3816
1 5 288 2160 360 792 0 0 0 3600
1 6 0 0 0 0 0 0 0 0
2 1 2592 1440 0 0 0 0 0 4032
2 2 1440 2880 720 0 0 0 0 5040
2 3 576 720 0 0 0 1152 216 2664
2 4 576 0 360 0 0 0 0 936
2 5 288 0 0 0 0 0 0 288
2 6 288 720 0 0 0 0 0 1008
3 1 2304 720 0 0 0 1152 0 4176
3 2 1152 1440 360 792 0 0 0 3744
3 3 576 1440 360 792 0 1152 0 4320
ME sem-1 TE (3711302) pg. 56
 3 4 288 720 360 0 1152 0 0 2520
3 5 288 0 0 0 0 0 0 288
3 6 0 0 0 0 0 0 0 0
4 1 2016 2160 360 0 0 0 0 4536
4 2 1152 2160 360 0 0 0 0 3672
4 3 576 720 720 792 0 0 0 2808
4 4 576 1440 360 0 0 1152 0 3528
4 5 0 720 360 792 0 0 0 1872
4 6 0 0 0 0 0 0 0 0
5 1 3456 1440 720 0 0 0 0 5616
5 2 1728 2880 720 0 0 0 0 5328
5 3 576 2880 1080 0 0 0 0 4536
5 4 864 720 1080 0 0 0 0 2664
5 5 288 720 0 0 0 0 0 1008
5 6 576 720 0 0 0 0 216 1512
6 1 1440 720 360 0 0 0 0 2520
6 2 2016 2160 360 0 0 0 0 4536
6 3 1728 2160 720 0 0 0 0 4608
6 4 576 2160 360 0 0 0 0 3096
6 5 864 720 0 0 0 0 0 1584
6 6 288 720 360 0 0 0 0 1368
7 1 2016 720 360 0 0 0 0 3096
7 2 1440 720 720 0 1152 0 0 4032
7 3 864 1440 0 792 0 0 0 3096
7 4 576 2160 720 0 0 0 0 3456
7 5 576 1440 0 792 0 1152 0 3960
7 6 288 720 360 0 0 1152 0 2520
8 1 1152 720 0 0 0 1152 216 3240
8 2 1728 2160 720 0 0 0 0 4608
8 3 1728 2160 360 0 0 0 0 4248
8 4 864 2880 360 792 0 0 0 4896
8 5 576 2160 360 792 0 0 0 3888
8 6 576 720 0 792 0 0 0 2088
9 1 2304 2880 720 792 1152 0 0 7848
9 2 1440 1440 1080 0 0 0 0 3960
9 3 576 720 0 0 0 0 0 1296
9 4 1152 720 360 0 0 0 0 2232
9 5 1440 2160 0 792 0 0 0 4392
9 6 288 0 360 792 0 0 216 1656
10 1 1440 1440 1080 0 1152 0 0 5112
10 2 1440 1440 720 792 1152 0 0 5544
10 3 1152 1440 720 0 0 1152 216 4680
10 4 864 2160 0 0 0 1152 0 4176
10 5 864 2160 360 0 0 1152 0 4536

ME sem-1 TE (3711302) pg. 57

10 6 576 720 720 0 0 0 0 2016
11 1 3456 1440 360 0 0 0 216 5472
11 2 1440 2160 360 0 0 1152 216 5328
11 3 1440 2880 360 0 0 0 0 4680
11 4 864 1440 360 0 0 0 0 2664
11 5 1152 720 360 0 0 0 0 2232
11 6 288 720 360 0 0 0 0 1368
12 1 2880 720 360 792 1152 1152 0 7056
12 2 2304 2160 720 0 0 0 0 5184
12 3 2016 2160 720 792 0 0 0 5688
12 4 864 1440 360 0 0 0 0 2664
12 5 288 1440 0 0 0 0 0 1728
12 6 288 0 360 0 0 0 0 648
13 1 3168 1440 0 0 0 0 0 4608
13 2 1152 2160 360 0 0 1152 0 4824
13 3 1152 2160 360 0 1152 0 0 4824
13 4 576 1440 360 0 0 0 0 2376
13 5 288 0 0 0 0 0 0 288
13 6 576 720 0 0 0 0 0 1296
14 1 2304 720 720 0 0 0 0 3744
14 2 2016 720 720 0 0 1152 0 4608
14 3 864 2160 720 792 0 1152 216 5904
14 4 864 2160 360 0 0 0 0 3384
14 5 576 720 0 0 0 1152 0 2448
14 6 288 720 360 792 0 0 0 2160
15 1 2592 0 0 792 0 1152 0 4536
15 2 1728 720 1080 0 0 1152 0 4680
15 3 864 1440 720 792 0 0 0 3816
15 4 1440 3600 360 0 0 0 0 5400
15 5 864 720 360 0 0 0 0 1944
15 6 288 720 0 0 0 0 0 1008
16 1 1728 720 720 0 0 0 216 3384
16 2 1440 2160 720 0 0 1152 0 5472
16 3 1152 1440 720 0 0 0 0 3312
16 4 864 2160 360 792 1152 0 0 5328
16 5 864 1440 360 792 0 0 0 3456
16 6 0 1440 0 0 0 0 0 1440
17 1 1440 720 360 0 0 0 0 2520
17 2 1728 2160 720 0 0 0 0 4608
17 3 1728 1440 360 792 0 1152 0 5472
17 4 864 2160 360 792 0 0 0 4176
17 5 288 0 0 0 0 0 0 288
17 6 576 0 360 792 0 0 0 1728
18 1 2880 0 0 792 0 0 0 3672

ME sem-1 TE (3711302) pg. 58

18 2 2592 720 360 792 0 0 0 4464
18 3 864 3600 360 0 0 0 0 4824
18 4 864 0 360 0 0 0 0 1224
18 5 864 720 0 0 0 0 0 1584
18 6 288 0 0 0 0 0 0 288
19 1 2016 720 360 792 0 0 0 3888
19 2 2016 2880 360 0 0 0 0 5256
19 3 1440 1440 720 792 0 0 0 4392
19 4 864 720 360 0 0 1152 0 3096
19 5 576 720 0 0 0 0 0 1296
19 6 0 1440 0 0 0 0 216 1656
20 1 1152 0 360 0 0 0 216 1728
20 2 1152 2880 360 0 0 0 0 4392
20 3 1728 2160 720 0 0 1152 0 5760
20 4 864 1440 720 792 0 0 0 3816
20 5 864 720 360 792 0 0 0 2736
20 6 576 0 0 0 0 0 0 576
21 1 2592 720 360 0 0 0 0 3672
21 2 2016 1440 720 0 0 0 216 4392
21 3 1152 2160 720 0 0 0 0 4032
21 4 864 1440 360 0 0 0 0 2664
21 5 1152 720 0 0 0 0 0 1872
21 6 0 720 0 0 0 0 0 720
22 1 1728 1440 0 0 0 1152 0 4320
22 2 576 2880 720 0 0 0 0 4176
22 3 1152 1440 360 0 0 0 0 2952
22 4 864 1440 360 0 0 1152 0 3816
22 5 864 720 0 0 0 0 0 1584
22 6 864 0 360 0 0 0 0 1224
23 1 2304 0 720 0 0 0 0 3024
23 2 1440 2880 720 0 0 1152 0 6192
23 3 1152 2160 720 792 0 0 0 4824
23 4 576 720 0 792 0 1152 0 3240
23 5 1440 0 360 792 0 0 0 2592
23 6 576 720 360 0 0 0 0 1656
24 1 1152 1440 360 792 0 0 0 3744
24 2 1440 2160 1440 792 0 0 216 6048
24 3 1152 2880 360 0 0 0 216 4608
24 4 1440 1440 360 0 0 0 0 3240
24 5 1152 720 0 0 0 0 0 1872
24 6 1152 1440 0 0 0 0 0 2592
25 1 2304 720 1080 792 0 0 0 4896
25 2 1152 1440 720 792 0 0 0 4104
25 3 864 2880 360 0 0 1152 0 5256

ME sem-1 TE (3711302) pg. 59

25 4 288 2160 360 0 0 0 0 2808
25 5 288 1440 0 0 0 0 0 1728
25 6 288 0 0 792 0 0 0 1080
26 1 2304 720 1080 792 0 0 0 4896
26 2 1152 1440 720 792 0 0 0 4104
26 3 864 2880 360 0 0 1152 0 5256
26 4 288 2160 360 0 0 0 0 2808
26 5 288 1440 0 0 0 0 0 1728
26 6 288 0 0 792 0 0 0 1080

Table 00.4 Data sheet (From Darpan to LDCE)

Number of vehicles crossing stop-line during the 5

second interval
5s Time interval
Cycle No.

Remarks
Flow
Two-Wheeler

Autos (n3)

Cycle (n7)
HCV (n5)
LCV (n4)
in
Car (n2)

Bus (n6)
(n1)

PCU/h

1 1 4032 720 360 0 1152 0 216 6480

1 2 2592 2160 360 0 0 0 0 5112
1 3 1440 2160 360 0 0 0 0 3960
1 4 2016 720 0 0 1152 0 0 3888
1 5 864 1440 0 0 0 0 0 2304
1 6 864 720 360 0 0 0 216 2160
2 1 4032 1440 720 0 0 0 0 6192
2 2 3744 2160 360 792 0 0 0 7056
2 3 2592 1440 720 792 0 1152 0 6696
2 4 1440 1440 720 0 1152 0 0 4752
2 5 864 720 0 0 0 0 0 1584
2 6 864 0 0 792 0 0 216 1872
3 1 2304 1440 360 0 0 0 0 4104
3 2 3744 1440 360 0 0 0 0 5544
3 3 1728 2160 720 0 0 0 0 4608
3 4 1440 720 360 0 0 0 0 2520
3 5 576 1440 0 792 0 0 0 2808
3 6 864 0 360 0 0 0 0 1224
4 1 4032 1440 360 0 0 1152 0 6984
4 2 3168 2160 360 0 0 0 0 5688
4 3 2016 2160 720 0 0 0 216 5112
4 4 864 720 360 0 0 0 216 2160
4 5 864 0 0 0 0 0 0 864
4 6 864 0 360 0 0 0 0 1224
5 1 2016 720 360 0 0 0 0 3096
ME sem-1 TE (3711302) pg. 60
 5 2 2592 1440 360 0 0 0 0 4392
5 3 1728 2160 360 0 0 0 0 4248
5 4 864 2160 0 0 0 0 0 3024
5 5 1152 720 0 0 0 0 0 1872
5 6 1440 0 0 0 0 0 0 1440
6 1 2016 720 0 0 0 0 216 2952
6 2 2016 1440 720 0 0 0 0 4176
6 3 2304 2160 720 0 0 0 0 5184
6 4 2592 2880 720 0 0 0 0 6192
6 5 1152 1440 360 0 0 0 216 3168
6 6 1728 0 0 0 0 0 0 1728
7 1 3168 1440 720 0 0 0 0 5328
7 2 2016 2160 0 0 0 0 216 4392
7 3 2304 2160 360 0 0 0 0 4824
7 4 2016 1440 0 0 0 0 0 3456
7 5 1152 720 360 0 0 0 0 2232
7 6 288 0 0 0 0 0 0 288
8 1 3456 2160 360 0 0 0 0 5976
8 2 2592 2880 0 792 0 0 0 6264
8 3 2016 2160 360 0 0 0 0 4536
8 4 864 1440 720 0 0 1152 0 4176
8 5 864 720 0 0 0 0 0 1584
8 6 288 0 360 0 0 0 0 648
9 1 3456 2160 1080 0 0 0 0 6696
9 2 2304 1440 720 0 0 0 216 4680
9 3 2016 2880 360 0 0 0 0 5256
9 4 864 1440 360 0 0 1152 0 3816
9 5 576 720 0 0 0 0 0 1296
9 6 864 720 360 0 0 0 0 1944
10 1 2016 1440 720 0 0 0 0 4176
10 2 3168 2160 0 0 0 0 0 5328
10 3 1728 2880 360 0 0 0 0 4968
10 4 288 1440 720 0 0 0 0 2448
10 5 864 0 0 0 0 0 0 864
10 6 576 0 0 792 0 0 0 1368
11 1 2592 1440 720 0 0 0 216 4968
11 2 1728 2880 360 792 0 0 0 5760
11 3 1152 2880 360 0 0 0 0 4392
11 4 576 1440 0 0 0 0 0 2016
11 5 576 720 0 0 0 0 0 1296
11 6 288 0 0 0 0 0 0 288
12 1 2592 0 360 0 0 0 216 3168
12 2 2016 720 360 0 0 0 0 3096
12 3 576 720 0 0 0 0 0 1296

ME sem-1 TE (3711302) pg. 61

12 4 864 720 360 0 0 0 0 1944
12 5 288 720 360 0 0 0 0 1368
12 6 576 720 0 0 0 0 0 1296
13 1 2592 720 360 0 0 0 0 3672
13 2 2304 2880 360 0 0 0 0 5544
13 3 2304 1440 360 0 0 1152 0 5256
13 4 2016 2160 360 0 0 0 0 4536
13 5 1440 2160 0 0 0 0 0 3600
13 6 288 0 0 0 0 0 0 288
14 1 3168 1440 720 0 0 0 0 5328
14 2 4320 2160 720 0 0 0 0 7200
14 3 2304 2160 360 0 0 0 0 4824
14 4 3168 720 360 0 0 0 0 4248
14 5 1440 720 360 0 0 0 0 2520
14 6 288 720 0 792 0 0 0 1800
15 1 3456 720 720 0 0 0 0 4896
15 2 4608 1440 360 0 0 0 0 6408
15 3 1440 2160 0 792 0 0 0 4392
15 4 576 2160 0 0 0 0 216 2952
15 5 0 0 0 0 0 0 216 216
15 6 1152 720 360 0 0 0 0 2232
16 1 1440 0 360 0 0 0 216 2016
16 2 2880 1440 360 0 0 0 0 4680
16 3 1728 2160 1080 0 0 0 0 4968
16 4 576 1440 360 0 0 0 0 2376
16 5 288 0 0 0 0 0 0 288
16 6 288 720 0 0 0 0 216 1224
17 1 3456 1440 360 0 0 0 0 5256
17 2 3168 1440 360 792 0 0 0 5760
17 3 1152 2160 0 792 0 0 0 4104
17 4 288 2160 0 0 0 0 0 2448
17 5 576 720 360 0 0 0 0 1656
17 6 576 1440 0 0 0 0 0 2016
18 1 2592 2160 360 0 0 0 0 5112
18 2 2592 720 0 792 0 0 0 4104
18 3 1152 2880 720 0 0 0 0 4752
18 4 1440 1440 360 0 0 0 0 3240
18 5 288 1440 0 0 0 0 0 1728
18 6 576 720 360 792 0 0 0 2448
19 1 3456 720 360 0 0 0 0 4536
19 2 3456 2160 720 0 0 0 0 6336
19 3 1152 2160 720 792 0 0 0 4824
19 4 1152 720 360 0 0 0 0 2232
19 5 1152 720 360 0 0 0 0 2232

ME sem-1 TE (3711302) pg. 62

19 6 576 720 0 0 0 0 0 1296
20 1 3744 720 360 0 0 0 216 5040
20 2 1728 2160 720 792 0 0 0 5400
20 3 1440 2880 360 0 0 0 0 4680
20 4 1152 1440 360 0 0 0 0 2952
20 5 1152 720 360 0 0 0 0 2232
20 6 288 0 360 792 0 0 0 1440
21 1 2304 720 1080 0 0 0 0 4104
21 2 4032 2880 720 0 0 0 0 7632
21 3 2304 2160 0 792 0 0 0 5256
21 4 864 720 0 792 0 0 0 2376
21 5 576 720 0 0 0 0 0 1296
21 6 288 720 0 0 0 0 0 1008
22 1 2880 720 1080 792 0 0 0 5472
22 2 2016 1440 360 792 0 0 0 4608
22 3 1440 2160 360 0 0 0 0 3960
22 4 2016 2160 360 0 0 0 0 4536
22 5 864 2880 360 0 0 0 0 4104
22 6 576 720 720 0 0 0 0 2016
23 1 4320 720 360 0 0 0 0 5400
23 2 2592 1440 360 0 0 1152 0 5544
23 3 2592 2160 720 792 0 0 0 6264
23 4 1440 2160 360 792 0 0 0 4752
23 5 1152 1440 0 0 0 0 0 2592
23 6 576 0 0 0 0 0 0 576
24 1 4032 720 360 0 0 0 216 5328
24 2 2592 2160 720 0 0 0 0 5472
24 3 1440 2160 1080 792 0 0 0 5472
24 4 1152 2880 360 0 0 1152 0 5544
24 5 864 720 0 0 0 0 0 1584
24 6 1152 0 0 0 0 0 0 1152
25 1 2304 720 360 0 0 0 0 3384
25 2 2016 1440 360 0 0 0 0 3816
25 3 1440 1440 720 792 0 0 0 4392
25 4 1728 2880 720 792 0 0 0 6120
25 5 576 720 360 0 0 0 0 1656
25 6 576 1440 0 0 0 0 0 2016
26 1 2592 1440 720 0 0 0 0 4752
26 2 2304 1440 720 0 0 0 0 4464
26 3 1728 1440 720 792 0 0 0 4680
26 4 864 2880 360 0 0 0 0 4104
26 5 576 720 0 0 0 0 0 1296
26 6 288 720 360 0 0 0 0 1368

ME sem-1 TE (3711302) pg. 63

After putting values from data sheet in equations we get saturation flow value for each
direction. Value of Saturation flow is given below:

Table 00.5 Value of Saturation flow

Saturation flow
From LD to Darpan circle 3315 PCU/hr
From Darpan circle to LD 3611 PCU/hr
From Helmet to Commerce six 5850 PCU/hr
From Commerce six to Helmet 4812 PCU/hr

Fig. Saturation flow diagram (PCU/hr)

ME sem-1 TE (3711302) pg. 64

 ASSIGNMENT – 9
DESIGN OF SIGNAL FOR ISOLATED INTERSECTION
The use of traffic signals for control of conflicting streams of vehicular and pedestrian
traffic is extensive in most of the towns and cities. Traffic signals, when properly
designed, located and operated have one or more of the following advantages:
1. They can provide for an orderly movement of traffic.
2. They can reduce the frequency of certain types of accidents, especially the right-
angle type and pedestrian accidents.
3. They can be coordinated to provide for continuous or nearly continuous movement
of traffic at a definite speed along a given route.
4. Traffic signals dispensed with police control can thus be economical.

Design of signal for Vijay char rasta intersection using Webster method. It’s a four phase
signals. Saturation flow and design flow are taken from previous assignments. For
designing, some assumption is taken which are as below:
 Amber time = 3 seconds
 Time loss due to starting delay = 1 seconds
 Minimum inter-green period (I) = 4 seconds
 Red / Amber period = 2 seconds

LD Darpan Commerce Six Helmet

Design hour
flow 717 617 887 1256
(q) PCU/Hour

Saturation flow
3315 3611 4812 5850
(s) PCU/Hour

Total loss (L) = ∑ ( L−a ) + ∑ (I ) =(4-2)+(4-2)+(4-2)+(4-2)+1+1+1+1 = 12 sec

Optimum cycle time (C o )= ( 1.51−Y

( L ) +5
) = 107 seconds
Effective green time ( g0 ) =(C o −L) = 95 seconds

(C o−L)
Effective green for each phase = Y n ×
Y

ME sem-1 TE (3711302) pg. 65

 Effective green
Road
time (sec)
From LD to Darpan 26
From Darpan to LD 22
From Helmet to Commerce six 21
From Commerce six to Helmet 26

Fig. Phase diagram

ME sem-1 TE (3711302) pg. 66