Speed and Delay Study on National Highway

April 4, 2018 | Author: Ashutosh Arun | Category: Interchange (Road), Traffic, Industrial Engineering, Transport Infrastructure, Road Infrastructure


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CENTRAL ROAD RESEARCH INSTITUTE, NEW DELHISPEED AND DELAY STUDY ON NATIONAL HIGHWAY-2 ASSIGNMENT REPORT Ashutosh Arun (AA 2010 02) Gagandeep Singh (GS 2010 04) PGRPE-2010 2011 P age |2 Speed and Delay Study on National Highway-2 Ashutosh Arun (AA 2010 02) Gagandeep Singh (GS 2010 04) QHS-Trainees Central Road Research Institute EXECUTIVE SUMMARY This report is a result of the findings by the authors regarding the speeds and delays encountered by the vehicles plying on NH-2, also called Mathura Road. This work was undertaken as a field assignment in conjunction with authors’ ongoing class room training as a part of their course work for the degree of Masters of Technology. The section considered for study includes the stretch between Ashram intersection and the intersection just in front of CRRI in both the directions. In order to accurately reflect the traffic conditions at all times of day, speed and delay study was conducted on 25th February, 2011 for off-peak hours from around 11 am to 1 pm and on 3rd March, 2011 for peak hours starting from around 8.15 am to 9.30 am. The method adopted for the study was the Floating Car Method as it was considered to be the most convenient and comprehensive method for this purpose. The first chapter in the report deals with general introduction about the survey philosophy and techniques thereof. The results of the study have been represented in both tabular and graphical form and have been extensively analysed, with the discussions included in the second chapter. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH the number of motor vehicles on the Indian roads is drastically increasing with every passing day. It can be seen from the above table 1.5 million (2002) with the predominance of two wheelers and cars. Delhi is having total registered vehicles of more than 3. the same cannot be said about the roads that are required to carry these vehicles! A look at the data provides the insight required to appreciate the problem. Alas. the concentration of automobiles (22 percent) is in eight urban areas. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . urbanization and income levels in India. used as private passenger vehicles.P age |3 INTRODUCTION With the rapid increase in population. there has been a steady decline noticeable in available road length per 1000 population as well vehicles. long queues of vehicles at intersections and such reasons which also cause significant reduction in the travel speeds of the vehicles.1998.21 2.. Km. Thus while there is a marginal increase in the road length per 100 sq. DELHI ROADS BY AREA & POPULATION (in Kilometres) Item 1993-94 1994-95 1995-96 1996-97 Total length of 24628 24645 25948 25949 road Average Length 1661 1662 1749 1749 of road per 100 sq. In order to be able to better appreciate the speed and delay characteristics of Mathura Road. Government of NCT of Delhi.11 1000 vehicles. & Stat.P age |4 The corresponding traffic volumes plying on the roads of Delhi have also seen a humongous increase as can be seen from the following table 1. This impacts the Level of Service of a road as well as the Road User Cost. A direct effect of such a discrepancy is the increase in travel time due to delays caused by congestion. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .87 9.35 2.99 10. Road length per 2. The following table 2 makes this discrepancy clear..15 1000 population Road length per 10.Km.13 9. Dte. the authors carried out a speed and delay survey of a section of the road the results of which have been subsequently discussed. But the statistics available about the roads in Delhi carrying such high volumes of traffic cannot be called very encouraging. Source: Delhi Statistical Hand Book . of Eco.27 2. The other stop watch is used to find the duration of individual delays. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . One of the observers. The results of the speed and delay studies are useful in detecting the spots of congestion. location. Operational delays are caused by the interference of traffic movements such as turning vehicles.      Floating car method License plate or registration number method Interview technique Elevated observations Photographic technique In floating car method. Fixed delays occur primarily at intersections due to traffic signals and at level crossings of railways. records the duration. bridges etc. pedestrians etc. the efficiency of a roadway can be judged from the travel time. parking and vehicles joining the traffic stream after parking. The delay or the time lost by traffic during the travel period may be either due to fixed delays or operational delays. Two observers are required with two stop watches. inadequate capacity of the road and accidents. A number of test runs are made along the study stretch and a group of observers record the various details. They also give the information such as the amount. journey speeds. fluctuations in speeds and delay between two stations on a road.IN GENERAL The speed and delay studies give the running speeds. the causes and in arriving at a suitable remedial measure.P age |5 CHAPTER 1: SPEED AND DELAY STUDY. These control points are fixed beforehand and include any fixed point such as intersections. One of the stop watches is continuously operated and is required to find out the travel time between two nodes or control points along the stretch. a test vehicle is driven over a given course of travel at approximately the average speed of the stream. In general. frequency and causes of the delay in the traffic stream. thus trying to float with the traffic stream. METHODS OF STUDY There are various methods of carrying out speed and delay study. namely. The studies are also utilized in finding the travel time between the two stations and the benefitcost analysis. Therefore the overall journey speed between the origin and destination of travel is always lower than the desired running speed. and also due to high traffic volume. location and cause of these delays as well as the overall travel time between two nodes either on suitable tabular forms or by voice recording instruments. In the interview technique. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . However. Observers are stationed at the entrance and exit of the test section. From the office computations. the data collected may not provide accurate details. synchronized stop watches are used.P age |6 In the license plate or registration number method. Elevated observations and photographic techniques are useful for studying short test sections like intersections etc. But the method does not give important details such as causes of delays and the duration and frequency of individual delays within the test section. The timings and the registration numbers of the vehicles are recorded by the observers of the selected sample. travel time of each vehicle can be found. work can be completed within a very short span of time by interviewing and collecting details from the road users on the spot. Thereafter. From the discussion in previous chapter it can be seen that this method has a distinct advantage over other methods is that it is most suitable for long test sections and can provide details about the individual delays occurring within the test section. nodes and the corresponding nodal distances are listed in the table below:Sub-section CRRI-Kalka Mod From Node CRRI (Traffic Signal Post 1) Kalka Mod (Centre line of the flyover 2) To Node Kalka Mod (Centre line of the flyover 2) New Friends Colony (Traffic Signal Post 3) Mata Ka Mandir (Traffic Signal Post 4) Nodal Distance 810. Since it is a dual carriageway.1 m Mata Ka Mandir (Traffic Signal Post 4) Ashram (Traffic Signal Post 5) 1116.e. METHOD OF STUDY The method adopted for study was floating car method. These sub-sections. For the purpose of survey. The total length of the test section is 2.83 Km.P age |7 CHAPTER 2: PRESENT STUDY DETAILS SECTION FOR STUDY The section considered for study is the one between Ashram intersection and CRRI intersection. thus both the directions of travel were considered. the lengths of the sub-sections were measured using a measuring wheel. the nodal distances i.3 m Kalka Mod-New Friends Colony Intersection New Friends Colony-Mata Ka Mandir Intersection Mata Ka Mandir IntersectionAshram Intersection 460.3 m New Friends Colony (Traffic Signal Post 3) 445.6 m SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . the test section was divided into four sub-sections with their boundaries clearly defined by five control points or nodes fixed along the route. This is followed by an intermediate peak hour which starts around 12:30 pm and continues up to around 2:30 pm after which the evening peak hour starts around 5:15 pm and continues up to 7:30 to 8:00 pm and sometimes even later. The objective of this study was to have the speed and delay values on Mathura Road for the morning peak hour and the following off-peak hour. due to limitation of man-power. Since. the traffic signal post in front of CRRI and the gap in median for taking the turn are just at the opening of the main gate of CRRI. Hence the complete study was conveniently divided into two phases. An important precaution taken while conducting the survey was to ensure that the vehicle was actually ‘floating’ with the traffic. These peak hours are separated in between by certain off-peak hours marked by lean flow values of traffic. OBSERVATIONS An example of the survey sheet prepared and used for recording the observations is attached with this report. In phase 1. 2011 and 3rd March. The phase 2 was to include the peak hour survey to be conducted between around 8:15 am and 10:00 am. the node 1 i.P age |8 These nodes are also pictorially represented below for better understanding of their locations:- 1 CRRI GATE 2 3 4 5 TIME FOR STUDY It has been generally seen that on Mathura Road the morning peak hour of traffic starts around 8:15 am and continues up to around 10:00 am. the studies for both the periods were not possible on a single day. The problem arose because as seen in the map below (the callout with 1 written in it).e. 2011 respectively. The dates decided for the phases 1 and 2 of the survey were 25 th February. off-peak hour speed and delay survey of the section was to be conducted from around 11 am to be continued till around 1 pm when the intermediate peak flow starts building up. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . A filled excel observation sheet has also been attached with the report. Thus the trip ends were actually shifted to Apollo and Bhogal intersections respectively instead of CRRI and Ashram. This would put the vehicle in the stream of vehicles and hence it would better be able to mimic the characteristics of the stream. whenever the signal turned green allowing the vehicles standing and waiting at the main gate to take the right turn and come on to the highway. There a U-turn taken in order to perform the return trip towards CRRI would put the vehicle again ahead of the traffic. Similar problem was present at the other end of the section at Ashram intersection. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . In order to negate this. it was the red phase for the straight movement.P age |9 1 Because of this. they were fed into computer and analyzed with the help of MS Excel. After observing the readings. Thus in effect the survey vehicle would get ahead of the traffic stooped at the signal which allowed the vehicle to be driven at any desired speed and hence it would not be able to mimic the speed of the traffic stream. though the observations were begun to be recorded only when the observer physically crossed the designated nodes. the lengths of the run were increased and the intersections next to the end-intersections considered were decided to be utilized for taking the Uturns. 4 30.99 861.24 334. Journey Speed (kmph) 35.17 325.3 41.64 736. Journey Avg. Running Speed (kmph) 39. Running Speed (kmph) 19.79 Mean 19.3 Avg.8 17.83 Direction of Travel: Ashram to CRRI (D1) Travel Time (s) Mean Median Standard Deviation Range Avg.00 Range SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .22 Median 4.06 7.20 Mean 13. Journey Speed (kmph) 13.6 287.5 Avg.42 Median 2.4 Total Delay (s) 229.49 Standard Deviation 274.89 587.50 100.59 Mean 759.2 186.84 5.4 31.3 CRRI to Ashram (D2) Avg.51 Standard Deviation Range 20.6 42.2 17.P a g e | 10 RESULTS AND DISCUSSIONS The final results of the study have been shown below:PEAK HOUR Direction of Travel: Ashram to CRRI (D1) Avg.42 229.0 Total Delay (s) 28.9 80.89 Time of Day 8:15 AM 8:43 AM 9:20 AM Basic Statistics: Travel Time (s) 288. Running Total Delay (s) Speed (kmph) Speed (kmph) 14.4 11.2 92.7 25.99 Median 138.55 50.5 Time of Day 8:20 AM 8:53 AM 9:31 AM Direction of Travel: Travel Time (s) 759.66 Standard Deviation Range 234. 39 31.12 80.0 5.0 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM Travel Time Delay (s) 500.22 33.0 Average Journey Speed 8:09 AM 1000.0 Speed (kmph) 20.0 900.0 300.P a g e | 11 Direction of Travel: CRRI to Ashram (D2) Travel Time (s) Mean Median Standard Deviation Range 316.0 Average Running Speed 15.0 8:09 AM 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .64 46.63 4.0 800. Running Total Delay (s) Speed (kmph) Speed (kmph) Mean Median Standard Deviation Range 32.0 Total Delay 100. Journey Avg.37 Graphically the data have been represented below.0 200.0 10.46 2.66 63. Direction of Travel: Ashram to CRRI (D1) 30.35 2.24 24.08 325.93 Mean Median Standard Deviation Range 40.0 0.61 1.99 41.0 700.0 400.0 0.0 25.66 Avg.71 Mean Median Standard Deviation Range 67.0 600. 0 25.0 0. In the direction D1.0 8:38 AM 9:07 AM 9:36 AM Average Journey Speed Travel Time Delay (s) 250. The average travel time during the peak hour in D1 direction is 12 mins 40 secs while that in D2 direction is just 5 mins 25 secs (median values).0 8:09 AM 400.0 50.0 8:09 AM 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM The inferences that can be drawn from the above results are as below:  The morning peak hour volume of traffic starts building sometime around 8:30 am in both the directions. The paucity of data points renders prediction about the end of peak hour inconclusive. This indicates that the congestion is more in the D1 direction as compared to D2.P a g e | 12 Direction of Travel: CRRI to Ashram (D2) 45.0 300.0 30.0 350.5 secs) is 82% larger than that in D2 direction (24. the average journey and running speeds follow similar distribution and an increase in total delay causes decrease in both the    SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .0 200.0 Total Delay 100.0 20. The standard deviation for D1 direction (138.0 Average Running Speed Speed (kmph) 35.0 150. There are large differences in the deviations about means in values of travel times in both the directions.6 secs).0 40. The average journey speed (median value 31. when the median values are compared. Here an increase in delay causes a decrease in the journey speed but the running speeds can be found to be increasing. The average journey speed (median value 13.35 kmph) and the average running speed (median value 41.NFC 11. Only due to red signal at NFC intersection. Mata Ka Mandir .06 kmph) when compared to those in D2 direction (SD 1. the trend is very different in the other direction D2. There are larger variations in the average running speeds in the direction D1 (SD 4. Also the buses stopping at the Ashram bus stop tend to stop almost in the mid lane because of insufficient opportunity for lane changing and unwillingness. This is because the vehicles tend to accelerate between two consecutive points of delay (mainly the mid-block sections between a consecutive pair of intersections) in order to make up for the increase in travel time occurring due to delay. RT traffic and Queuing of vehicles at the Mata Ka Mandir intersection which takes a long time to clear. However.42 kmph) and correspondingly the average running speed (median value 19. when the median values are compared.P a g e | 13        speeds. The journey and running speeds in D1 direction are respectively 57% and 54% lower than the journey and running speeds in D2 direction.46 kmph).Mata Ka Mandir Maximum Delay (s) 171.61 kmph) in D2 direction are still lower when compared to the allowable speed of 60 kmph for cars on the section during peak hour but significantly better than the other direction.6 Cause of Delay Red Signal. The above three points corroborate the fact that congestion as experienced in the D1 direction is much severe when compared to the other direction.22 kmph) in D1 direction are very low when compared to the allowable speed of 60 kmph for cars on the section during peak hour.9 SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . The total delays from Ashram towards CRRI are 65% larger than that in the opposite direction. The bottleneck portions identified in both the directions with respective major causes of delay are given in the table below: Direction of Travel: Ashram to CRRI (D1) Sub-Section Ashram . This may be the result of higher traffic volumes and more turning movements associated with this particular direction. 2 30.2 536. Running Speed (kmph) 26.5 205. red signal.3 Ashram to CRRI (D1) Avg.P a g e | 14 NFC – Kalka Mod 139.0 294. Red Signal Red Signal NFC – Mata Ka Mandir Mata Ka Mandir .6 Total Delay (s) 45.6 SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .CRRI 205.0 Avg.9 Direction of Travel: Time of Day 11:05 AM 11:24 AM 12:04 PM 12:40 PM Travel Time (s) 430. Multiple Reasons: Buses stopping in almost mid lane at Sukhdev Vihar Depot stop.2 28.NFC Maximum Delay (s) 0 6 Cause of Delay Traffic merging from the off-ramp of the Kalkaji flyover and traffic turning right towards NFC district centre.5 24. U-turning traffic waiting for appropriate signal occupying one lane.2 678. queuing of vehicles.Ashram OFF-PEAK HOUR 80.8 115.7 19.1 Direction of Travel: CRRI to Ashram (D2) Sub-Section CRRI – Kalka Mod Kalka Mod . Journey Speed (kmph) 23.3 26.0 18. Kalka Mod .8 Due to the traffic merging from the off-ramp of the Kalkaji flyover and pedestrians crossing the road at that place.8 15. a broken down truck.2 541. 69 248.93 Median 3.91 Deviation Deviation Range 247.67 Range 26.29 Median 27.96 Mean 15.05 Average Running Speed(kmph) Mean 26.1 381.52 Standard Deviation 6.7 841.21 160.48 538.09 248.P a g e | 15 Direction of Travel: Time of Day 11:17 AM 11:48 AM 12:14 PM Basic Statistics: Direction of Travel: Ashram to CRRI (D1) Travel Time (s) Average Journey Speed (kmph) Mean Median Standard Deviation Range 546.15 Mean 18.70 Total Delay(s) Mean Median Standard Deviation Range 283.68 101.2 17.1 Avg.9 Avg.55 Median 2.12 84.76 Direction of Travel: CRRI to Ashram (D2) Travel Time (s) Average Journey Speed(kmph) Mean 676.68 Median 17. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .1 Total Delay 228.7 241.8 22. Running Speed 27.06 Mean Median Standard Deviation Range CRRI to Ashram (D2) Travel Time (Secs) 594.09 Range 165.86 Standard 2.92 Mean 26.4 Average Running Speed (kmph) Total Delay (s) 19.65 Graphically the data have been represented on the next page.1 12.24 108.74 241.64 Range 5.15 Standard 142.9 28.89 Standard 3. Journey Speed 17.55 Standard Deviation 8.78 152.63 Deviation Range 6.47 Median 594.3 594. 0 11:09 AM 11:24 AM 11:38 AM 11:52 AM 12:07 PM 12:21 PM Average Journey Speed SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .0 100.0 30.P a g e | 16 Direction of Travel: Ashram to CRRI (D1) 35.0 0.0 25.0 15.0 25.0 0.0 500.0 300.0 10:48 AM 11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM 12:43 PM 800.0 10.0 Average Running Speed Average Journey Speed Speed (kmph) 20.0 200.0 5.0 Travel Time Delay (s) 400.0 700.0 Total Delay 10:48 AM 11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM 12:43 PM Direction of Travel: CRRI to Ashram (D2) 35.0 Speed (kmph) Average Running Speed 20.0 600.0 15.0 10.0 5.0 0.0 30. 0 800.0 200. However. For D1 direction the value is 9 mins while that in D2 direction is 9 mins 55 secs (median values).0 Travel Time Delay (s) 500. The tables show that the standard deviations in travel times for both the directions are large.0 100. it can be conclusively said that the end of this off-peak period is around 12:00 pm. the curves almost perfectly follow each other. Thus.0 600. if we assume that the capacity of the roadway in both the directions is same.0 300.e.       SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . The above point emphasizes that while there is a smooth variation in the travel times in the D1 direction.P a g e | 17 900.e.0 700. when compared to the safe speed of 60 kmph. the phenomenon of accelerating in the mid-block sections as found during the peak hour in D2 direction is non-existent in this case. This indicates that during off-peak hours the flow rate is almost the same in both the directions.0 400. However. when the median values are compared. such a result is obtained if we consider all the data points which include the observations taken after 11:50 pm when the intermediate peak-hour had begun resulting in sudden spiking of the travel times. In both the directions the average journey speed and the average running speed follow the similar distributions i.55 kmph) in D1 direction and that in the D2 direction (median value 27. Excluding such observations. The average running speed (median value 26.28 secs for D1 and D2 directions respectively. there are abrupt variations in the D2 direction as there is a transition from off-peak period to intermediate peak period.89 kmph) are comparable but 55% and 53% lower respectively.0 11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM Total Delay The inferences that can be drawn from the above results are as below:  It can be concluded by back-extrapolating the curves that the morning offpeak hour of traffic was effectual since sometime before the first observation was taken i.0 0. The total delays from CRRI towards Ashram are 33% higher than that in the opposite direction. 11:05 am. The average travel times during the off-peak hour in both the directions are comparable. we find standard deviations of 63 secs and only 0. due to the abrupt increase of travel time at the start of intermediate peak hour the variations in average running speed in D2 direction are higher when compared to the D1 direction.Mata Ka Mandir Maximum Delay (s) 290. Also the queuing of straight through vehicles at the signal and the pedestrians crossing the road near Kalkaji flyover and also at the NFC intersection.1 Cause of Delay Red Signal. Red signal Mata Ka Mandir .Ashram 90.5 Direction of Travel: CRRI to Ashram (D2) Sub-Section CRRI – Kalka Mod Kalka Mod . Queuing of vehicles at the signal.NFC Maximum Delay (s) 0 139. the variations in the average journey speeds in both directions are comparable.3 7. The bottleneck portions identified in both the directions with respective causes of delay are given in the table below: Direction of Travel: Ashram to CRRI (D1) Sub-Section Ashram .16 Kalka Mod . However.P a g e | 18   As noted before.1 Cause of Delay Traffic merging from the off-ramp of the Kalkaji flyover and traffic turning right towards NFC district centre.9 212. NFC – Mata Ka Mandir Mata Ka Mandir .NFC NFC – Kalka Mod 38. RT traffic and Queuing of vehicles at the signal which takes a long time to clear.9 SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .CRRI 4. Due to the traffic merging from the off-ramp of the Kalkaji flyover and pedestrians crossing the road. Red Signal Red Signal and queuing. Thus. the observers felt great difficulty in discerning the factors causing delays during the runs and hence the various factors had to be clubbed in order to define the causes of delay at a particular point. SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH . how much is the delay caused by the queue of vehicles ahead of the survey vehicle taking time to start moving even after the signal has turned green much before) could not be represented which could provide better information regarding the traffic bottlenecks. delays being caused by individual factors (e.g.P a g e | 19 LIMITATIONS The most severe limitation of this study us that the numbers of observations are limited which reduces the credibility of the conclusions drawn from the results obtained. Apart from that. The results of this study could not be substantiated by a Traffic Volume Count which justified their claims about the starting and ending times of the peak and off-peak periods. ”  S. Ravindar.K.  www. T.  www.G Justo. Highway Engineering (book). K.maps.S. Reddy (2005)1. Central Road Research Institute. Traffic Characteristics of India.com SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH .nic.google.delhiplanning.P a g e | 20 REFERENCES  Santosh A. “Economic Survey of Delhi – Chapter 12. Khanna and C. Jalihal.in.E.
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