Date post: | 28-Feb-2018 |
Category: |
Documents |
Upload: | oguntayo-daniel-oluwafemi |
View: | 217 times |
Download: | 0 times |
of 26
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
1/26
Transportation Engineering Practical : CVT 685
THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED
MOVEMENT WITHIN THE MAIN TRUNK ROAD LINKING THE GATE AND THE
MAIN CAMPUS OF THE UNIVERSITY OF ILORIN
1.0 INTRODUCTION
1.1 CONGESTION
Congestion is an important problem for road transport and a main challenge for transport policyat all levels (European Commission !"#!$%Traffic congestion is a condition on road net&or's that occurs as use increases and is
characteried by slo&er speeds longer trip times and increased vehicular )ueueing% The most
common e*ample is the physical use of roads by vehicles% +hen traffic demand is great enough
that the interaction bet&een vehicles slo&s the speed of the traffic stream this results in some
congestion (,o&nie !""8$% -s demand approaches the capacity of a road (or of the intersections
along the road$ e*treme traffic congestion sets in% +hen vehicles are fully stopped for periods of
time this is collo)uially 'no&n as a traffic .am or traffic snarl/up% Traffic congestion can lead todrivers becoming frustrated and engaging in road rage%
1
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
2/26
Transportation Engineering Practical : CVT 685
Plate # Traffic congestionPlate ! Traffic flo& along 0nilorin 1ain Trun' road (e*it lane$
1.2 CAUSES OF CONGESTION
Traffic congestion occurs &hen a volume of traffic or modal split generates demand for space
greater than the available road capacity2 this point is commonly termed saturation% There are a
number of specific circumstances &hich cause or aggravate congestion2 most of them reduce the
capacity of a road at a given point or over a certain length or increase the number of vehicles
re)uired for a given volume of people or goods (-ndre& !""8$%
1.3 NEGATIVE EFFECTS OF CONGESTION
Traffic congestion has a number of negative effects:
2
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
3/26
Transportation Engineering Practical : CVT 685
i% +asting time of motorists and passengers (3opportunity cost3$% -s a non/productive
activity for most people congestion reduces regional economic health%ii% ,elays &hich may result in late arrival for employment meetings and education
resulting in lost business disciplinary action or other personal losses%iii% 4nability to forecast travel time accurately leading to drivers allocating more time to
travel 3.ust in case3 and less time on productive activities%iv% +asted fuel increasing air pollution and carbon dio*ide emissions o&ing to increased
idling acceleration and bra'ing%v% +ear and tear on vehicles as a result of idling in traffic and fre)uent acceleration and
bra'ing leading to more fre)uent repairs and replacements%vi% tressed and frustrated motorists encouraging road rage and reduced health of motorists
vii% Emergencies: bloc'ed traffic may interfere &ith the passage of emergency vehicles
traveling to their destinations &here they are urgently needed%viii% pill/over effect from congested main arteries to secondary roads and side streets as
alternative routes are attempted (rat running$ &hich may affect neighbourhood amenity
and real estate prices%i*% 7igher chance of collisions due to tight spacing and constant stopping/and/going%*% oad rage is aggressive or angry behaviour by a driver of an automobile or other motor
vehicle% uch behaviour might include rude gestures verbal insults deliberately driving
in an unsafe or threatening manner or ma'ing threats% oad rage can lead to altercations
assaults and collisions &hich result in in.uries and even deaths% 4t can be thought of as an
e*treme case of aggressive driving%
1.4 POSITIVE EFFECTS OF CONGESTION
Congestion has the benefit of encouraging motorists to:
i% e/time their trips so that e*pensive road space is in full use for a greater number of
hours per day (9lunden #8;$%ii% The standard response to congestion is to e*pand road space someho& perhaps by
&idening an e*isting road or else by adding a ne& road bridge or tunnel% 7o&ever this
could &ell result in increased traffic flo& other&ise 'no&n as induced demand causing
congestion to appear some&here elseiii% 4t has been argued that traffic congestion by reducing road speeds in cities could reduce
the fre)uency and severity of road accidents (
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
4/26
Transportation Engineering Practical : CVT 685
ii% amp signalling drip/feeding merging traffic via traffic signals onto a congested
motor&ay/type road&ay
R)+u!#, -u!"#$*
i% >ocal/e*press lanes providing through lanes that bypass .unction on/ramp and off/ramponesii% >imited/access road roads that limit the type and amounts of drive&ays along their
lengthsiii% eversible lanes &here certain sections of high&ay operate in the opposite direction on
different times of the day? days of the &ee' to match asymmetric demand% These pose a
potential for collisions if drivers do not notice the change in direction indicators% This
may be controlled by variable/message signs or by movable physical separationiv% eparate lanes for specific user groups (usually &ith the goal of higher people throughput
&ith fe&er vehiclev% 9us lanes as part of a bus &ay system
vi% 7@V lanes for vehicles &ith at least three (sometimes at least t&o$ riders intended to
encourage carpoolingvii% lugging impromptu carpooling at 7@V access points on a hitchhi'ing or payment basis
viii% 1ar'et/based carpooling &ith pre/negotiated financial incentives for the driver
U'/ &/#, /+ +)*#,
i% City planning and urban design practices can have a huge impact on levels of future
traffic congestion though they are of limited relevance for short/term change%ii%
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
5/26
Transportation Engineering Practical : CVT 685
iii% Congestion can be reduced by either increasing road capacity (supply$ or by reducing
traffic (demand$% Capacity can be increased in a number of &ays but needs to ta'e
account of latent demand other&ise it may be used more strongly than anticipated% Critics
of the approach of adding capacity have compared it to 3fighting obesity by letting out
your belt3 (inducing demand that did not e*ist before$% =or e*ample &hen ne& lanes are
created households &ith a second car that formerly &as par'ed most of the time may
begin to use this second car for commuting% educing road capacity has in turn been
attac'ed as removing free choice as &ell as increasing travel costs and times placing an
especially high burden on the lo& income residents &ho must commute to &or'%
I!')/*)+ *u&& !/ #!u+)
-dding more capacity at bottlenec's (such as by adding more lanes at the e*pense of
hard shoulders or safety ones or by removing local obstacles li'e bridge supports and
&idening tunnels$
-dding more capacity over the &hole of a route (generally by adding more lanes$ Creating ne& routes
Traffic management improvements (see separate section belo&$
eduction of demand can include:
Par'ing restrictions ma'ing motor vehicle use less attractive by increasing the monetary
and non/monetary costs of par'ing introducing greater competition for limited city or
road space% 1ost transport planning e*perts agree that free par'ing distorts the mar'et in
favour of car travel e*acerbating congestion%
Par' and ride facilities allo&ing par'ing at a distance and allo&ing continuation by publictransport or ride sharing% Par'/and/ride car par's are commonly found at metro stations
free&ay entrances in suburban areas and at the edge of smaller cities%eduction of road capacity to force traffic onto other travel modes% 1ethods include
traffic calming and the shared space concept%oad pricing charging money for access onto a road?specific area at certain times
congestion levels or for certain road users3Cap and trade3 in &hich only licensed cars are allo&ed on the roads%
1. CONGESTION PARAMETERSINDICATORS
4n general traffic streams are not uniform but vary over both space and time% 9ecause of that
measurement of the variables of interest for traffic flo& theory is in fact the sampling of arandom variable% The traffic congestion parameters are labelled as flo& speed and
concentration%
#. F$ R/")*
5
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
6/26
Transportation Engineering Practical : CVT 685
=lo& rates are collected directly through point measurements and by definition re)uire
measurement over time% They cannot be estimated from a single snapshot of a length of road%
=lo& rates and time head&ays are related to each other as follo&s% =lo& rate ) is the number of
vehicles counted divided by the elapsed time T in seconds:
6 7 NT / / / / / / / / / / / (#$
+here:
) B =lo& rate (veh?sec% or veh?min% or veh?hr%$
B Total number of vehicles observed
T B Elapsed time (second$
=lo& rates are usually e*pressed in terms of vehicles per hour although the actual measurement
interval can be much less% Concern has been e*pressed ho&ever about the sustainability of high
volumes measured over very short intervals (such as ;" seconds or one minute$ &hen
investigating high rates of flo&% The #85 7igh&ay Capacity 1anual (7C1 #85$ suggests
using at least #5/minute intervals although there are also situations in &hich the detail provided
by five minute or one minute data is valuable%
##. S&))+*
1easurement of the speed of an individual vehicle re)uires observation over both time and
space% 4n the literature the distinction has fre)uently been made bet&een different &ays of
calculating the average speed of a set of vehicles% The first &ay of calculating speeds namely
ta'ing the arithmetic mean of the observation is termed the time mean speed because it is anaverage of observations ta'en over time% Time mean speed is given by:
8"71
N
i=1
n
U i / / / / / / / (!$
+here:
Dt B Time mean speed (m?s or 'm?hr%$
B number of observations
0i B average speed of the i thvehicle (m?s or 'm?hr%$
6
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
7/26
Transportation Engineering Practical : CVT 685
The second term that is used in the literature is space mean speed and it is defined as the average
speed of vehicles measured at an instant of time over a specified stretch of road% 4t is given by:
8*7
D
1
N
i=1
n
ti 9 9 9 9 9 9 9 (;$
The practical significance of the difference bet&een space mean speed and time mean speed is
minimal% 7o&ever it is important to note that for traffic flo& theory purists the only FcorrectG
&ay to measure average travel velocity is to calculate space/mean speed directly%
###. C$!)"'/"#$
Concentration has in the past been used as a synonym for density% =or e*ample in &hich vehicles passing a point in this section during
a time interval T all vehicles travelling in the same direction (alter #HI$%
The volume of flo& J B ?T
The density , B -verage no% of vehicles travelling over >?>
,ensity BVolume
Space Mean Speed / / / / / (I$
+here:
Volume of flo& J is rate of flo& e*pressed in vehicle per hour%
1.: HEADWAY DISTRI;UTION
Time 7ead&ay is the time interval bet&een the arrivals of successive vehicles crossing a given
section of the road% Poisson and 9inomial are the t&o distributions in head&ay study the choice
of &hich is dependent on the volume of traffic &ith each e*hibiting uni)ue characteristics and
distributions%
7
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
8/26
Transportation Engineering Practical : CVT 685
1.< POISSON DISTRI;UTION this can be used to describe the distribution of traffic arrivals for
light traffic%
The probabilities and theoretical fre)uencies of the distribution are estimated using E)% 5 belo&
K
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
9/26
Transportation Engineering Practical : CVT 685
Cxn
Px
B Combination of n things ta'en * at a time Bn !
x ! (nx ) !
P >?@ 7
n !
x ! (nx ) ! P
x
(1P)nx
9 9 9 9 >
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
10/26
Transportation Engineering Practical : CVT 685
,ue to increasing level of insecurity in the country thereby calling for security consciousness and
as it concerns the 0niversity -uthority all vehicles entering and e*iting the school are stopped
and chec'ed appropriately by the security agents% tudents are re)uired to sho& their identity
before they are allo&ed entry% This e*ercise ho&ever becomes annoying as it leads to serious
traffic congestion thereby leading to delays and hence increased .ourney time%
V)#!)* # 6u)u) /" ") *)!u'#" !)!B &$#"
2.1.2 S&))+ C/%#, M)/*u')*
4n addition to the aforementioned speed calming measures is another cause of congestion on this
section of the road%
peed bumps are used in order to brea' high speed vehicles and increase safety on a road&ay%
The road leading to the 0niversity is characterised by speed bumps that help brea' speeds of fastmoving vehicles in order to increase safety on the road%
3.0 METHODOLOGY
The data re)uired for this study includes information on traffic volumes and characteristics%
These &ere collected through primary and secondary sources% The primary data &hich represent
firsthand information &ere obtained through direct field observation and field data collection
&hile the secondary data &ere collected from .ournals te*tboo's the internets and past research
reports%
T&o methods of traffic count &ere employed in this e*ercise:
i% 1anual counting andii% top &atch methods
3.1 PROCEDURE T'/#! V$u%) Su'()
10
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
11/26
Transportation Engineering Practical : CVT 685
The e*ercise &as carried out on !6 thNuly #8th !"thand !!nd-ugust !"#5 and began at 8:""am -t
the assigned location for the traffic survey each member of a three/member group &as assigned
a responsibility% @ne member &as ta'ing the tally record of the volume of traffic &hile the other
t&o &ere ta'ing record of the vehiclesG plate numbers% This e*ercise &as carried out at specified
time interval of fifteen minutes% -t the end of every )uarter (#5 minutes$ a line &as dra&n to
separate the previous count from the preceding count% This process &as maintained for #!
)uarters (three hours count$% -t the end of the e*ercise data recorded &as collated and tabulated
as sho&n in tables # ! ; and I for further analysis and discussion% The traffic volume count
survey &as carried out manually and presented as sho&n in table 5% -ll the traffic counted &as
inclusive of cars and buses%
This e*ercise &as performed on both lanes of the main trun' road during congestion period and
during light traffic period%
3.2 DATARESULTS
T/) 1P$*" G'/+u/") u/##, E?/%#/"#$ D/!6thNuly !"#5 ETO >-ETime (min$
Col% #
V)#!)*
C$. 2
F$ R/")* >V).
%#.@
>C$. 2C$. 1@
P)/B 15
%#u")*
8:""/8:#5 am8:#5/8:;" am
8:;"/8:I5 am
8: I5/:"" am
;"8;H8
;;!
!H5
!#!5
!!
#8
;"8
um Total #!8 !!Veh%?min @
#!;Veh% ?hr%EQ4T >-E
8:""/8:#5 am
8:#5/8:;" am
8:;"/8:I5 am
8: I5/:"" am
;6#
!!;
!H
!6
!I
#5
!"
#8
;6#
um Total ##5" #Veh%?min% @
##5"Veh% ?hr%
T/) 2 P$*" UTME D/ 2#8th-ugust !"#5 ETO >-E
11
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
12/26
Transportation Engineering Practical : CVT 685
Time (min$
Col% #
V)#!)
*
C$. 2
F$ R/")*
>V).%#.@
>C$. 2C$. 1@
P)/B 15
%#u")*
8:""/8:#5 am
8:#5/8:;" am
8:;"/8:I5 am
8: I5/:"" am
I#6
!#
;;!
;#"
!8
#
!!
!#
I#6
um Total #;I !;Veh%?min @
#;IVeh%?hrEQ4T >-E
:"5/:!" am
:!"/:;5 am
:;5/:5" am
:5"/#":"5 am
;"
!H
!6"
#H6
!6
#
#H
#!
;"
um Total ##"5 #Veh%?min% @
##"5Veh% ?hr%
T/) 3 P$*" UTME D/ 4!"th-ugust !"#5 ETO >-E Pea' #5
minutes8:""/8:#5 am
8:#5/8:;" am8:;"/8:I5 am
8: I5/:"" am
I6I
!#I!58
!"8
;#
#I#H
#I
I6I
um Total ##II #Veh% ?min% @
##IIVeh%?hr% EQ4T >-E:"5/:!" am
:!"/:;5 am
:;5/:5" am
:5"/#":"5 am
;;H
;#"
#8
!#I
!!
!#
#;
#I
;;H
um Total #"5 #8Veh% ?min% @ #"5Veh%?hr%
T/) 4 P$*" UTME D/ !!nd-ugust !"#5 ETO >-E Pea' #5
minutes
12
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
13/26
Transportation Engineering Practical : CVT 685
8:""/8:#5 am
8:#5/8:;" am
8:;"/8:I5 am
8: I5/:"" am
;H6
I;;
;"!
!#
!5
!
!"
#5
I;;
um Total #;;" !!Veh% ?min% @
#;;"Veh%?hr%
EQ4T >-E:"5/:!" am
:!"/:;5 am
:;5/:5" am
:5"/#":"5 am
I"#
I##
!8!
!55
!H
!H
#
#H
I##
um Total #;I !;Veh% ?min% @
#;IVeh%?hr%
3.3 COMPUTATION OF RESULTS3.3.1 FLOW RATE =or each of the days the traffic survey &as carried out (!6thNuly #8th !" thand
!!nd-ugust !"#5$ the flo& rates &ere computed for both entry and e*it lanes and presented as
sho&n in tables #!; and I respectively as &ell as the pea' #5minutes traffic%3.3.2 DENSITY ecall from e)uation I above that ,ensity?concentration is given as sho&n belo&:
,ensity B
Volume
Space Mean Speed
+here the volume per day is:
!6thNuly !"#5: ETO >-E B #!;Veh% ?hr
EQ4T >-E B ##5"Veh% ?hr%
#8th-ugust !"#5: ETO >-E B #;IVeh%?hr
EQ4T >-E B ##"5Veh% ?hr
!"th-ugust !"#5: ETO >-E B ##IIVeh%?hr
EQ4T >-E B #"5Veh%?hr%
!!nd-ugust !"#5: ETO >-E: B #;;"Veh%?hr
EQ4T >-E: B #;IVeh%?hr%
13
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
14/26
Transportation Engineering Practical : CVT 685
The space mean speed as determined from the speed study from table 5 is B ;H%IMm?hr
Thus ,ensity for each entry and e*it lanes are computed belo&
!6thNuly !"#5: ETO >-E
1293 veh/hr37.4 km/hr B ;5veh?'m
EQ4T >-E B1150 veh /hr37.4 km/hr B ;#veh?'m
#8th-ugust !"#5: ETO >-E B1349veh/hr37.4 km/hr B ;6veh?'m
EQ4T >-E B
1105 veh /hr
37.4 km/hr B ;"veh?'m
!"th-ugust !"#5: ETO >-E B1144 veh /hr37.4 km/hr B ;#veh?'m
EQ4T >-E B1059veh/hr37.4 km/hr B !8veh?'m
!!nd-ugust !"#5: ETO >-E: B1330 veh/hr37.4
km/hrB ;6veh?'m
EQ4T >-E: B1349veh/hr37.4 km/hr B ;6veh?'m
The average density per lane per &ee' is ;5veh?'m (entry lane$ and ;#veh?'m (e*it lane$%
3.4 SPEED STUDY SURVEY
peed studies are used to determine the speed distribution of a traffic stream at a specific
location% The data gathered in spot speed studies are used to determine vehicle speed percentiles
&hich are useful in ma'ing speed/ related decisions%
0nli'e traffic volume survey speed study is a bit tedious in that it re)uires absolute care in order
to be able to trac' vehiclesG plate numbers as drivers tend to vary their vehiclesG speed%
14
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
15/26
Transportation Engineering Practical : CVT 685
The e*ercise &as carried out during light traffic condition% top &atch &as used in this survey%
4n this e*ercise the average speed of vehicles measured at a point?location over a given interval
of time &as determined%
T/) 5 LENGTH OF ROAD SECTION USED 7 100METERS?@% Travel
CumulativeTime (s$ Time (s$
4ndividual speedof vehicle m?s
=re)uency Percentage=re)uency (R$
Cumulative=re)uency (R$
#!;I56
H8#"###!#;#I#5#6#H
#8#!"!#!!!;!I!5!6!H!8
!;";#;!;;;I;5;6
"6%6 "6%6"5%5 #!%!8"H%#6 #%II"I%H !I%!;"5%8" ;"%";"!%!" ;!%!;
"I%# ;H%#I";%## I"%!5"I%I5 II%H""%H6 5I%I6"%I "#:";%5"H%I" "#:##%;5#"%58 "#:!#%;"H%8! "#:!%H5"8%6" "#:;8%;5#!%85 "#:5#%!""6%I" "#:5H%6"
"8%5; "!:"6%#;"I%5H "!:#"%H""%58 "!:!"%!8#;%H! "!:;I%"""8%H# "!:I!%H##"%8; "!:5;%5I#"%65 ";:"I%##!%H6 ";:#6%5#5%6" ";:;!%55!#%"; ";:5;%58##%HH "I:"5%;5
#I%#H "I:#%5!#!%!! "I:;#%HI#!%#H "I:I;%##"%8! "I:5I%H;"%"8 "5:";%8#"H%8# "5:##%6!#6%I5 "5:!8%"H#;%8# "5:I#%88
#I%#H%#;%!"%#H%!I5%5
!"%I;!%!!!%5#"%!#"%5#;%5%5#!%8##%6H%8#5%6
##%H!#%#"%IH%;##%5%!%IH%86%II%88%5
H%#8%!8%!%!##%"#!%86%#H%!
;;!I#6
!##I5!!I#H#
H88!;6!#I5!
I#;!;#!6
#%88H;I#%88H;I#%!658!;!%5;#6I6"%6;!##;%HHI68
#%!658!;"%6;!##"%6;!##!%5;#6I6;%#6I55H#%!658!;#%!658!;!%5;#6I6"%6;!##I%I;";8"%6;!##
I%I;";85%"6;!#5%"6;!##%!658!;#%88H;I;%HHI68#%!658!;"%6;!##!%5;#6I6;%#6I55H#%!658!;
!%5;#6I6"%6;!###%88H;I#%!658!;#%88H;I"%6;!###%!658!;;%HHI68
#%88H;I;%HHI685%"6;!#H%5I;H8%!!H8I8#!%"!5;!
#;%!##I#;%!I"5#I%5566#H%"886#!"%!5;#6!#%5#8!!%H8I8#!5%;#6I6!5%I;H;"%;HH5;#%"#!66
;5%II;"II"%5"6;;I5%566!I6%8;5III8%H;I#85!%5;#655;%HHIH5I%I;";856%6!";6"%#!6586#%;!I#
6;%!I"56I%556666%I55H6H%H!#5!6%6!"!5H"%!5;#6H#%5#8H5%;#6I6
15
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
16/26
Transportation Engineering Practical : CVT 685
;H;8;I"I#
I!I;III5I6IHI8I5"
##%I5 "5:5;%;;#6%86 "6:#"%###%I6 "6:!#%65!#%#H "6:I!%8!#H%!6 "H:""%"8
#;%58 "H:#;%66##%5" "H:!5%#6#5%H; "H:I"%8"6%!! "H:IH%##"8%H! "H:55%8;##%8# "8:"H%6I!!%5# "8:;"%#5#8%;# "8:I8%I6#I%6H ":";%#; 4
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
17/26
Transportation Engineering Practical : CVT 685
##. S&/!) M)/ S&))+
8*7
D
1
N
i=1
n
ti 7 S
100
1
50x 480 B
100
9.6 B #"%Im?s (;H%IMm?hr$%
17
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
18/26
Transportation Engineering Practical : CVT 685
18
S/N
O
Travel
Cumulative
Time (s) Time
(s)
S/N
O
Travel
Cumulative
Time (s) Time
(s)
S/N
O
Travel
Cumulative
Time (s) Time
(s)
#
!;
I
5
6
H
8
#"
##
#!
#;
#I
#5
#6
#H
#8
#
!"
!#
!!
!;!I
!5
!6
!H
!8
!
;"
;#
;!
;;
;I;5
;6
;H
;8
"!%"# "!%"#
"6%H5 "8%H6"!%IH ##%!;
"5%5I #6%HH
"5%;8 !!%#5
#"%; ;!%5I
"I%8H ;H%I#
"!%!; ;%6I
##%!I 5"%88
"#%"8 5#%6
"I%! 56%!5
"I%8 "#:"#%#I
#!%"5 "#:#;%#
"I%;; "#:#H%5!
"I%!# "#:!#%H;
"!%6! "#:!I%;5
";%"8 "#:!H%I;
"%## "#:;6%5I
"8%6I "#:I5%#8
"!%8I "#:I8%"!
"!%I" "#:5"%I!
"!%#H "#:5!%5
"#%I "#:5I%"8"!%!I "#:56%;!
"I%8 "!:"#%!#
"8%#H "!:"%;8
";%6" "!:#!%8
"5%5" "!:#8%I8
"5%5! "!:!I%""
#"%86 "!:;I%86
"#%;I "!:;6%!"
"!%;H "!:;8%5H
"%5H "!:I8%#I
";%;6 "!:5#%5"";%## "!:5I%6#
"#%5" "!:56%##
"!%I "!:5%"5
"!%I; ";:"#%I8
;
I"I#
I!
I;
II
I5
I6
IH
I8
I
5"5#
5!
5;
5I
55
56
5H
58
5
6"
6#6!
6;
6I
65
66
6H
68
6
H"
H#
H!
H;
HI
H5
H6
"!%HH ";:"I%!5
"!%!I ";:"6%I"!%II ";:"8%;
";%68 ";:#!%6#
"6%I5 ";:#%"6
"!%58 ";:!#%6I
"%I ";:;#%58
"!%; ";:;I%5#
"8%!8 ";:I!%H
";%!" ";:I5%
"I%#! ";:5"%##
"#%8 ";:5!%" ";%" ";:55%
";%55 ";:5%5I
##%6" "I:##%#I
#!%I5 "I:!;%5
#"%I; "I:;I%"!
"I%H6 "I:;8%H8
"#% "I:I"%HH
#;%#5 "I:5;%!
"#%I# "I:55%;;"#%65 "I:56%8
#I%I; "5:##%I#
"#%#; "5:#!%5I
";%HH "5:#6%;#
"#%;; "5:#H%6I
"!%II "5:!"%"8
"I%!8 "5:!I%;6
"!%! "5:!6%65
"I% "5:;#%6I
"5%!; "5:;6%8H"I%!; "5:I#%#"
"!%I8 "5:I;%58
"%;; "5:5!%#
"!%85 "5:55%H6
"!%6" "5:58%;6
";%#; "6:"#%I
"5%5" "6:"6%
HH
H8H
8"
8#
8!
8;
8I
8I
86
8H
88
8
"
#
!
;
I
5
6
H
8
#""
"%I "6:#6%;
#6%I" "6:;;%;;"#%!H "6:;I%6"
";%## "6:;H%H#
"5%8H "6:I;%58
"#%I6 "6:I5%"I
#;%"8 "6:58%#!
";%5# "H:"#%6;
";%6; "H:"5%!6
"#%" "H:"H%#6
!"%H5 "H:!H%#
"5%H "H:;;%H"
"%H "H:I;%6H
";%!5 "H:I6%!
"#%#5 "H:I8%"H
"!%#5 "H:5"%!!
"6%;" "H:56%5!
"#%H" "H:58%!!
"#%H "8:""%"#
";%8H "8:";%88
#!%I5 "8:#6%;;"H%H# "8:!I%"I
"%#8 "8:;;%!!"8%8H "8:I!%"
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
19/26
Transportation Engineering Practical : CVT 685
T/) S$#, T'/#! C$u" $' C$,)*")+ D#*"'#u"#$ S"u+#)*
T/) : ;#$%#/ D#*"'#u"#$ F#"")+ "$ C$,)*")+ T'/#! A''#(/*H)/+
/
>S)!@?#
O*)'(
)+
F')6u)!
T$"/
V)#!)*
#?# #?2#
P'$/##"
P>?@7 CxnPx
(1P)nx
T)$')"#!/
F')6u)!
P>?@7
C
52X
(1P)nx
F
2F
"
#
!
;I
5
6
H
8
#"
##
#!
#;
#I
#I
"
"
"
68
6
;
I
I
#"
;
I
!
#
#
"
"
"
"
#8;!
;"
#8
!8
;!
"
;"
II
!I
#;
#I
"
0
0
0
5I
##!
#5"
#"8
#6
!56
8#"
!""
I8I!88
#6
#6
"
"%"""5
"%""I#
"%"#6"
"%"I#5"%"H6
"%#!";
"%#I!
"%#56;
"%#I##
"%###5
"%"H8"
"%"I8
"%"!H6
"%"#I!
"%""66
"%""HI
0.02
0.211
0.
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
20/26
Transportation Engineering Practical : CVT 685
n is the estimated value of binomial parameter n used in fitting these parameters may be
estimated by the relationships
^P B (m/ !$?m
n B m?P B m!? (m/ !$
+here m and ! are computed from the observed data
Thus from the data sho&n in table H above
m B373
52 B H%#H
!B K fx2
/
fx
2
U? S/# B K;"!; /(373)2
52 U? 5# B 6%8#
!?m B 6%8#?H%#H B "%5
^P B (H%#H/6%8#$?H%#H B "%#
n B H%#H?"%# B H!
To determine the degree of freedom
f2 ?= / f B 6I%HH/5!
B #!%HH
df B 6 ! B I
0.052
B %I
20
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
21/26
Transportation Engineering Practical : CVT 685
F#,u') 3 C#9*6u/')+ D#*"'#u"#$ T/)
0 2 4 6 8 10 12 14 16
00.02
0.04
0.06
0.08
0.1
0.12
0.14
0.16
0.18
P$" $ P'$/##" /,/#*" T#%) H)/+/
Probalility Curve
T#%) H)/+/ >*)!@
P'$/##"
0 2 4 6 8 10 12 14 1
0
2
4
6
8
10
12
G'/& $ F')6u)! /,/#*" T#%) H)/+/
Theo. Freq. Obs.Freq.
T#%) H)/+/ >*)!@
F')6u)!
21
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
22/26
Transportation Engineering Practical : CVT 685
F#,u') 4 P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/* F#,u') 5 P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*
0 2 4 6 8 10 12 14 16
0
2
4
6
8
10
12
C$%#)+ P$"
Probability Theoretial Freque!y Observe" Freque!y
T#%) H)/+/ >*)!@
F')6u)!
F#,u') C$%#)+ P$#**$ +#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*
T/) < P$#**$ +#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/* $' L/) 1
H)/+/>S)!@?#
O*)'()+F')6u)!
#
T$"/V)#!)*
#?#
P'$/##"
p (x )=m
xe3
x !
T)$')"#!/F')6u)!
p (x )=100mxe3
x !
"#!;I56H8#"###!
I
!H
#!
#6
H
6#
I
I
6
!
"
!H
!I
I8
!8
;"6
!8
;!
5I
!"
"%"#;#6H5IH
"%"5H"#5I8#
"%#!;I;85#6
"%#H8#6!!I
"%#!86#;66
"%#6H"#HI;"%#!"5;#!8!
"%"HI55H!"H
"%"I";5I"88
"%"#I#I8
"%""8I"66"
#%;#6H5IH5
5%H"#5I8"6H
#!%;I;85#5H
#H%8#6!!I;
#%!86#;655
#6%H"#HI!5#!%"5;#!8#
H%I55H!"H!#
I%";5I"88I
#%I#I8"";#
"%8I"66"85;
22
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
23/26
Transportation Engineering Practical : CVT 685
#;#I
#I
I
!
!
#
!
II
!I
!6
#I
!8
"%"";;"#IH
"%""##I"5
"%""";HH##
"%"""#!;""6
"%"""#!;""6
"%;;"#I68#
"%##I"5"I8
"%";HH#"66
"%"#!;""6!;
"%"#!;""6!;T$"/ 100 433 100.00:4S)!@?#
O*)'()+
F')6u)!
#
T$"/
V)#!)*
#?#
P'$/##"
p (x )=mx
e3
x !
T)$')"#!/
F')6u)!
p (x )=100mx e3
x !
"#!
;I56H8#"###!#;
#I#I
5
#5
#;
#"
5
#"
I
5
#
;
5
!
!
!
"
;"
;;6
5"
;"
H"
;!
I5
#"
;;
6"
!6
!8
!8
"%"!#I;6"#
"%"8!5;5I!
"%#58I68"!I
"%!"!8;"H#"%#IH!55"8
"%#I5I#
"%"5H##I8!
"%"5!5"I58I
"%"!5!"!!
"%"#"H5!;
"%""I#!#!
"%""#II#II#
"%"""I6#!6#
"%"""#;6!I
;%H;H#;E/"5
;%H;H#;E/"5
!%#I;6"#;6
8%!5;5I!!!
#5%8I68"!I#
!"%!8;"H"8#%IH!55"8
#I%5I#"!
%5H##I8#H
5%!5"I58I!5
!%5!"!!""II
#%"H5!;885
"%I#!#!85!
"%#II#II#!;
"%"I6#!6##
"%"#;6!II6
"%"";H;H#!8
"%"";H;H#!8T$"/ 100 52 100.035
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
24/26
Transportation Engineering Practical : CVT 685
0 2 4 6 8 10 12 14 16
0
5
10
15
20
25
30
Poisson ,istribution ane#due to >ight >raffic @bserved
observe" #req. theo. Freq.
T#%) H)/+/ >S)!@
F')6u)!
0 5 10 15 20
0
5
10
15
20
25
Poisson ,istribution ane !due to >ight >raffic @bserved
observe" #req.
Theoretial #req
T#%) H)/+/ >S)!@
')6u)!
F#,u') : P$#**$ +#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/* F#,u') < P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*
CONCLUSION
This study has been able to ascertain the parametric measurement of the congestion of motorised
movement &ithin the main trun' road lin'ing the gate and the main campus of the 0niversity of4lorin% This &as achieved through field survey of traffic and a detailed survey of available
literature and internet resources% -t the end of this study it &as found that t&o ma.or factors &ere
responsible for traffic congestion along this road2 the constant stopping and chec'ing of vehicles
at the 0niversity gate and availability of speed calming bumps to control high speed vehicles for
safety purpose% 7o&ever in order to curb this congestion menace an alternative route into the
0niversity is recommended strongly recommended%
24
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
25/26
Transportation Engineering Practical : CVT 685
E=EECE
-de'unle N% - and Tolu 4% - (!"##$: WTraffic Congestion at oad 4ntersections in 4lorin igeriaX%
,epartment of a& of oad Congestion: Evidence from 0%% Cities3% .ournalistsresource%org%
-ccessed -ugust !"#5%
7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO
26/26
Transportation Engineering Practical : CVT 685
1a*imum fares for metropolitan and outer metropolitan buses from Nanuary !"#I / ,raft eport
page ;H citing &or' by >EC< 3Value of ydney bus e*ternalities and optimal ondon: 1acmillan
26