MODULE 1

SPOT SPEED STUDIES

1. Objectives
The main objectives of this lab are to conduct a spot speed study and develop a
cumulative speed distribution curve. The speed survey is to be conducted along a straight
section of road during off-peak hours.

2. Study Components
Spot speed is the speed of the vehicle as it passed a fixed point along a section of the
roadway. Spot speed is determined by measuring the time required for a vehicle to
traverse a specified distance along a road. Spot Speed studies are conducted to draw the
speed distribution curve along a road section. Figure 1 shows the cumulative spot speed
distribution on a roadway.

Figure 1 Example of Cumulative Spot Speed Distribution

In Figure 1, the vertical axis is the percentage of vehicles traveling at or below the posted
speed. In practice, the 85th percentile speed is used in recommending the posted speed to
either increase or decrease, based on several factors. The 50th percentile speed is an
alternative measure of the average speed of travel on the roadway. Thus, the spot speed
data when plotted on a graph indicates the speed characteristics of the roadway section
surveyed.

1
3. Equipments
a. Speed Gun
b. Stop Watch
c. Measuring Tapes
d. Clipboard

4. Data Required
a. Speed (kph)
b. Travel Time (Second)
c. A road section (meter)

5. Procedures
Basically, there are two methods by which spot speed can be recorded: manually and
automatically.
A. Manual Method
The most commonly used methods are the use of machine recorders, photographic
method and speed radar guns. However, without those fancy equipments, spot speed also
can be recorded manually. The method is explained on the following steps.
Step 1:
A straight section of the road is measured with tape measure. The length of the road
depends on the average speed of traffic at this section.

Figure 2 Example Manual Method Spot Speed Study Layout

2
 For this purpose, the observer needs to mark the start and end point of the section.
The recommended trap lengths for manual speed studies are as follows:

Table 1 Recommended Trap Length

Average Speed of Traffic Recommended Trap Length
(Km/H) (meter)

< 40 25
40 - 65 50
> 65 75

Step 2:
When collecting the data, an observer starts and stops the stop watch as the vehicle
enters and departs the starting and ending points of the marked section.
Step 3:
The observer should be in such a good position so that can see the upcoming
vehicles clearly and can start and end the stop watch pricisely. Then directly write in
the work sheets.
Step 4:
A sample size of at least 100-150 cars is required to get a good distribution and
compensate errors in field data collection.

B. Automatic Method
This method will be done using a speed gun, equipment which makes the observers
knows about a vehicle speed easily. The entire thing that the observers have to do is
make sure that the speed gun is working well. Firstly, an observer turns on the speed
gun and stand up at the right position where he or she can see the vehicle clearly then
shoot one of the vehicles with a speed gun. Then the speed gun will give the speed of
those vehicles.

3
 Figure 3 Speed Gun

These are the key steps to a stopwatch spot speed study:

- Obtain appropriate trap length
- Select proper location and layout
- Record observations on work sheet
- Calculate vehicle speeds
- Generate frequency distribution table and determine speed percentiles

6. Data Processing
After getting the data, observer have to process it till become a speed. When surveying,
observers have known the trap length and the travel time of each vehicles which is
passed the trap length. From those data, observer can use this equation below to change
those data become a speed:
,
=

Where:
= spot speed (kph)
= the trap length (meter)
= the travel time of each vehicle which is pass the trap length (second)

After that, observer makes a frequency distribution table. It is a convenient way to

determine speed percentiles. An example is given below. The frequency of vehicles is the
number of vehicles recorded at each speed. The cumulative frequency of the total of each
of the numbers (frequencies) added together row by row from lower to higher speed. The
fourth column is a running percentage of the cumulative frequency.

4
 Figure 4 Example Frequency Distribution Table

The 50th and 85th percentile speeds are determined from the cumulative percent column.
For the example data in figure 3, the 50th percentile falls between 27 and 30 mph and the
85th percentile falls between 33 and 36 mph. The calculation of speed percentile is easier
if a sample size of 100 vehicles is collected. When the sample size equals 100 vehicles,
the cumulative frequency and cumulative percent are the same.

As can be observed from figure 3, the exact 50% and 85% are not found in the
cumulative percent column. To reach these exact percentages, a calculation is completed
using percentages and speeds from the distribution table.

Shown below is the equation for calculating speed percentiles.

= ( )+

Where:

= Speed
= Percentile desired
= Higher cumulative percent

= Lower cumulative percent

= Higher speed
= Lower speed

5
For example the 50th speed percentile speeds in figure 3. The 50th percentile of speed ( = 50%) falls between 27 and 30 mph so = 30
and = 27 . The higher cumulative percent ( ) is 54% and the lower cumulative percent ( ) is 23%. Therefore, to find at = 50%.
=
50%
(30
23%
27 ) + 27
54% 23%

= 29,6 mph

7. Questions
a. What is the different between Space Mean Speed (SMS) and Time Mean Speed
(TMS)?
b. Are all vehicles traveling at approximately the same speed or is there a wide range
of observed speed values?
c. What the 85th percentile speed really means on the road?

8. Future Readings
CTRE. 2009. Traffic Studies Module 2: Spot Speed. Iowa State University.
Institute for Transportation.
Link: http://www.ctre.iastate.edu/pubs/traffichandbook/2SpotSpeed.pdf (last
accessed : 24 August 2015)
MassSAFE. 2005. Spot Speed Study Workshop Instruction Manual. University of
Massachusetts, Amherst.
Link: http://bit.ly/massSAFEspotspeed (last accessed : 24 August 2015)

6
9. Additional Figures

Measuring the trap length

with a measuring tapes.

An observer in a good
position where can see the
vehicles clearly and can start
and end the stopwatch
pricisely

7
 WORKSEET MODULE 1
SPOT SPEED STUDY
MANUAL METHOD
Date : ____________________________

Locations : ____________________________
Duration : _____ : _____ until _____ : _____
Trap Length : _______ meters

Travel Time (sec) Spot Speed (kph)

No Light Vehicle Heavy Vehicle Light Vehicle Heavy Vehicle

Motorcycle (cars, pick-up, (bus, trucks with Motorcycle (cars, pick-up, (bus, trucks with
taxi, etc) 3 or more axles) taxi, etc) 3 or more axles)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

8
 WORKSEET MODULE 1
SPOT SPEED STUDY
AUTOMATIC METHOD

Date : ____________________________
Locations : ____________________________
Duration : _____ : _____ until _____ : _____

Spot Speed (kph) Spot Speed (kph)

No Light Vehicle Heavy Vehicle No. Light Vehicle Heavy Vehicle

Motorcycle (cars, pick-up, (bus, trucks with Motorcycle (cars, pick-up, (bus, trucks with
taxi, etc) 3 or more axles) taxi, etc) 3 or more axles)
1 26
2 27
3 28
4 29
5 30
6 31
7 32
8 33
9 34
10 35
11 36
12 37
13 38
14 39
15 40
16 41
17 42
18 43
19 44
20 45
21 46
22 47
23 48
24 49
25 50
9
 MODULE 2
TRAFFIC COUNTING (ROAD)

1. Objectives
The purpose of this lab is to know the capacity and the performance of the road.
Traffic counting gains sample of traffic volume. The period of data collecting may
vary, from minutes, hours, weeks, or even more.

2. Equipments
a. Counter
b. Stopwatch
c. Counting Sheet
d. Stationary

3. Data Required
Volume of vehicles every 15 minutes according to the classification of vehicles
(truck, buses, passenger cars, motorcycles, and bicycle).
Road wide (m)

4. Basic Theory
Traffic counting is conducted in order to gain the number of vehicle and/or pedestrian
passing by on a certain point of the road, entering a junction, or using a certain roads
facility or section such as road lane, crossing area, or pedestrian area. Basically, there
are two (2) methods for traffic counting data collection that are in-site data collecting
and floating car data. In-site data collection separated by two (2) methods: manual
data collection and automatic data collection. While, floating car data is to collect
real-time traffic data by locating the vehicle via mobile phones or GPS over the entire
road network. At this lab, the process of data collection will be done with in site data
collection using manual method.

1
 Manual data collection
Manual data collection, it is the most traditional method. In this case trained observers
gather traffic data that cannot be efficiently obtained through automated counts e.g.
vehicle occupancy rate, pedestrians and vehicle classifications. The most common
equipments used are tally sheet, mechanical count boards and electronic count board
systems. Manual data collection is still come in handy for specific and detailed traffic
data collection, below are some of the data collection that are needed to conducted
manually:
1. Traffic flow classification;
2. Turning movement in the junction or ordinary road;
3. License plates;
4. Pedestrian movement (according to their direction of movement in the
crossing area or age categorization);
5. RoW (Right of Way) survey;
6. Queue length;
7. Vehicle occupancy;
8. Drivers level of obedience towards traffic signs.

5. Procedure
Depends on the survey and the device use, the procedure may be vary. But basically
the procedure will follow the manual counting procedure below,
1. Determine the location of survey;

2. Determine vehicle classification and configuration;

3. Determine point of reference;

4. Count every vehicle that crossed the point of reference; and

5. Write down the results every 15 minutes in the worksheet for about 90 minutes.

2
 Where
C
C
FC
FC
FC
FC
6. Data Processing
- Classify vehicles into 4 group:
o Light Vehicles (LV) : Passenger car, pick-up, small trucks, and jeep.
o Heavy Vehicles (HV) : Trucks and Buses
o Motor Cycle (MC) : Motorcycles (3 wheels or less); and
o Unmotorized (UM) : bicycles, tricycles, buggy and stroller.
- Count the number of vehicle based on the results of the survey;
- Count the traffic flow (Q) and the capacity (C);
Q = QLV + (QHV pceHV) + (QMC pceMC)
C = C0 FCw FCSP FCSF FCCS

= capacity (pcph)
= base capacity (pcph)
= Adjusment factor for wide road;
= Adjusment factor for separation direction (only for undivided roads);
= Adjusment factor for side barriers and roadside;
= Adjusment factor for city size;
- Determine degree of saturation (DS)
Q
DS =
C

- Determine the Level of Service (LoS) of the road

7. Questions
- Why in the calculation of the capacity of a road section, should be multiplied by
PCE (Passenger Car Equivalence) to get the PCU (Passenger Car Unit)?
- Under field conditions, what are the factors that most influence the capacity of the
road at the location of the survey? How does it affect?
- How the behavior of the flow of traffic on the road is based on the results
obtained? What improvements that can be done to improve the performance of the
traffic on those roads?

3
8. Future Readings
CTRE (Center for Transportation Research and Education). 2009. Traffic Studies
Module 3: Traffic Volume Count. Institute for Transportation. Iowa State
University
Link: www.ctre.iastate.edu/pubs/traffichandbook/3trafficcounts.pdf (last
accessed : 24 August 2015)
Leduc, Guillaume. 2008. Road Traffic Data: Collection Methods and
Applications. European Commission. Joint Research Centre - Institute for
Prospective Technological Studies.
Link: ftp.jrc.es/EURdoc/JRC47967.TN.pdf (last accessed : 24 August 2015)
SWEROAD dan PT. Bina Marga. 1997. Manual Kapasitas Jalan Indonesia.
Jakarta: Direktorat Jendral Bina Marga.

4
 APPENDIX

Figure 1. Road Condition

Figure 2. During Survey

5
 WORKSHEET MODULE 2
TRAFFIC COUNTING FORM

Time : Sketch of location

Date/Month/Year :
Weather Conditions :
From :
To :
Location :
Surveyor :
15 Passenger Public Small Buses (L-
Time car, jeep, Transportation, Big Buses Truck (2-as) Truck (3-as) Motorcycle Unmotorized
mins 300, ELF, Colt)
pick up minibus

1st

2nd

3rd

4th

5th

6th
Total

6
 MODULE 3
PEDESTRIAN COUNT

1. Objective
The main objective of the survey is to study existing pedestrian facilities at a project site
which is a road crossing in front of UI train station.

2. Equipments
a. Counter
b. Digital roller
c. Stopwatch
d. Board

3. Data Required
Width of the road crossing
Number of pedestrians using road crossing who press the crossing button on the
sidewalks
o From the train station
o To the train station
Number of pedestrians using road crossing who do not press the crossing button on
the sidewalks
o From the train station

o To the train station

4. Basic Theory
Crossings should be located away from conflict points at uncontrolled junctions. This will
give drivers an adequate opportunity to appreciate the existence of a crossing and to brake
safely. The safe distance will depend on the geometry of the junction and type of side
road. However, a minimum distance of 20 metres is suggested for a signalled-controlled
crossing and an absolute minimum of 5 metres for a Zebra crossing. It is suggested that the
distance be measured from the position of a driver waiting at the give-way line of the side
road. Where it is impossible to obtain a safe distance, consider banning turning
movements towards the crossing or make the side road one way away from the junction.

1
 The minimum width (between the two rows of studs) for a Zebra pedestrian crossing is 2.4
metres. However, narrower widths, down to 3 metres, have been successfully tried at some
sites. Where pedestrian flows over 600 per hour are encountered wider crossings should be
used. Regulations allow for the crossing width at a Zebra crossing to be increased to 5
metres and to 10.1 metres. The use of wide crossings also may help prevent overcrowding
of narrow footways.

5. Procedure
a. Measure the width of the road crossing using digital roller
b. Record the number of pedestrians using the road crossing as required for 15 minutes

6. Data Processing
Use the work sheet below to record the data. Present all the data in trough charts and
analyze it.

7. Questions
- What is the measured pedestrian flow rate per minute?
- Sketch the geometrics of pedestrian facility to scale.
- What are the characteristics of the study site?
- What is your assessment of demand and adequacy of design elements?

8. Future Readings
Department of Transport, The Welsh Office, The Scottish Office, The Department of
the Environment for Northern Ireland. 2005. Local Transport Note 2/95: The Design
of Pedestrian Crossings. Great Britain: The Stationery Office.
Link:
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/330214
/ltn-2-95_pedestrian-crossings.pdf
Intelligent Data. 2013. Who or What Do You Need Data About? B3. Pedestrians,
cyclists and equestrians. Link: intelligent-data-collection.com

2
9. Additional Figures

Figure 1 Pedestrian crossing in front of the station

Figure 2 Counter, digital roller, and stopwatch

3
 WORK SHEET MODULE 3
PEDESTRIAN COUNT

: ................................................................................................

Day / Date
: ................................................................................................

Weather
: ................................................................................................

Student Name / Group Number

: ................................................................................................

Starting Time
: ................................................................................................

Ending Time

Time Period Pedestrian Counts

(15 minutes) From UI Station To UI Station
Pressing Crossing Button Not Pressing Crossing Button Pressing Crossing Button Not Pressing Crossing Button
1st
2nd
3rd
4th
5th
6th

4
 MODULE 4
CAR OCCUPANCY

1. Objectives
The main objective of the survey is to count the occupancy of cars pass by for a range
of time.

2. Equipments
a. Counter
b. Board

3. Data Required
a. Number of cars with 1 occupant
b. Number of cars with 2 occupants
c. Number of cars with 3 or more occupants

4. Basic Theory
Occupancy surveys measure the number of persons in every vehicle passing by a point.
Vehicle occupancy surveys are used for a variety of applications; traffic engineers use
vehicle occupancy data to calculate person delays and also in transport modelling,
transit planners use vehicle occupancy data to identify routes that need service
expansion, etc.

In car occupancy survey, the method used is roadside observation. This method is the
most commonly used because of its simplicity and low equipment requirements. With
this method, the observer is positioned such that they can see through a passing
vehicles (cars) windshield and windows to visually count the number of occupants.
When standing at a location, the cars pass by quite swiftly and it would not be possible
to count the exact number of passengers in the car. For this reason, the occupancy status
will be noted into three: 1 occupant, 2 occupants, and more than 2 occupants. At least
two observers are needed in this survey.

1
5. Procedure
1. Write down the survey location
2. For surveyor 1, count the number of car with 1 occupant using Counter A for 15
minutes
3. For surveyor 2, count the number of car with 2 occupants using Counter B for 15
minutes
4. For surveyor 3, count the number of car with 3 or more occupants using Counter
C for 15 minutes
5. Combine the data with other groups to create car occupancy data for a day

6. Data Processing
Write down the data in the work sheet given and present the data for a day in a chart.

7. Questions
a. Which occupancy has the highest number? One occupant, two occupants or more
than two occupants?
b. What caused this to happen? What is the impact to the citizen near the street?
c. What is the solution to this problem?

8. Future Readings
EMBARQ India, The World Resources Institute. Data collection and analysis for
public transport.
Link: http://embarqindiahub.org/reports/data-collection-and-analysis-public-transport

2
9. Additional Figures

Figure 1 Margonda road in a swift condition

Figure 2 Margonda road in crowded condition

Figure 3 Traffic jam in Margonda road

3
 WORK SHEET MODULE 4
CAR OCCUPANCY
Day / Date : .........................................................................................

Weather : .........................................................................................

Student Name / Group Number : .........................................................................................

Start Time End Time Occupancy Status

1 occupant 2 occupants 3 occupants

4
 MODULE 5
PARKING STUDY

1. Objectives
The main objective of this lab is to identify the various elements related to a
parking study by examining an existing parking area. Parking studies are conducted to
determine the demand at an existing or a new parking area. Also, they can be used to
check for compliance with the local jurisdiction zoning codes. This study is conducted to
examine the existing parking regulations and safety aspects of the parking area.

2. Study Components
Parking is one of the major problems that is created by 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 Central business district.
This affects the mode choice also. This has a great economical impact.
There are several parking system, they are:
a. On street parking
On street parking means the vehicles are parked on the sides of the street itself. This
will be usually controlled by government agencies itself. Common types of on-street
parking are as listed below. This classification is based on the angle in which the
vehicles are parked with respect to the road alignment.
Parallel parking
The vehicles are parked along thee length of the road. Here there is no backward
movement involved while parking or unparking the vehicle. Hence, it is the
most safest parking from the accident perspective.
o
30 parking
o
In thirty degree parking, the vehicles are parked at 30 with respect to the road
alignment. In this case, more vehicles can be parked compared to parallel
parking
o
45 parking
As the angle of parking increases, more number of vehicles can be parked.
Hence compared to parralel parking and thiry degree parking, more number of
vehicles can be accommodated in this type of parking.

1
 o
60 parking
o
The vehicles are parked at 60 to the direction of road. More number of vehicles
can be accommodated in this parking type.

o
Figure 1 Illustation of 60 parking

Right angle parking

o
In this angle parking or 90 parking, the vehicles are parked perpendicular to the
direction of road. Although it consumes maximum width kerb length required is
very little. In this type of parking, the vehicles need complex maneuvering and
this may cause severe accidents. This arrangement causes obstruction to the road
traffic particularly if the road width is less. However it can accommodate
maximum number of vehicles for a given kerb length.
b. Off street parking
In many urban centers, some areas are exclusively alloted for parking which will be
at some distance away from the main stream of traffic. Such a parking is reffered to
as off-street parking. They may be operated by either public agencies for private
firms.

Figure 2 Illustration of off-street parking

2
3. Equipments
a. Measuring Tapes
b. Stop watch
c. Work sheets

4. Data Required
a. Number of vehicles that come and go in the parking lot.

5. Procedures
a. A visit to the site is required to collect the data for a parking study. Also, parking
layout maps or plans if available can be used to record some of the above data.
b. There are some methods which can be used for parking study.
First method is called License Plates. If in the work sheet, the observer finds the
same vehicles, that vehicles dont need to write again but just give checklist (). The
observer can do this method for about 60 parking spaces every 15 minutes. The
results of license plate method is the most accurate and realistic data. In this case of
survey, every parking stall is monitored at a continuous interval of 15 minutes so and
the license plate number is noted down. This will give the data regarding the duration
for which a particular vehicle was using the parking bay. This will help in calculating
the fare because fare is estimated based on the duration for which the vehicle was
parked. If the time interval is shorter, the there are less chances of missing short-
terms parkers.
Second method is called In-out survey. This method requires an observer for each
enter and exit point. For enter and exit method, the observer need to write the total of
vehicle that enter and exit from the parking lot.
6. Data Processing
From data that already collected, the observer needs to find:
a. Parking load average per hour
It is the total number of vehicles parked at a given duration of time. This does not
account for repetition of vehicles. The actual volume of vehicles entered in the area is
recorded.

15
Parking load = ( )
60

3
b. Average parking duration
It is the ration of total vehicle hours to the number of vehicles parked.

Average parking duration =

c. Parking turnover
It is the ratio of number of vehicles parked in a duration to the number of parking
bays available.
Parking turnover =

d. Parking index
Parking index is also called occupancy or efficiency. It is defined as the ratio of
number of bays occupied in time duration to the total space available. It gives an
aggregate measure of how effectively the parking space is utilized. Parking index can
be found out as follows:
Parking index =

7. Questions
a. What is the efficiency for that parking site? Please analyse it.
b. Based on the average parking duration, please explain why does the vehicle park
in for the long time or short time?
c. Is the parking bays enough for the vehicles?

8. Further Readings
iitb.vlab.co.in,. 2011. Parking Analysis. NME ICT initiative of MHRD (Licensing
Terms).
Link: iitb.vlab.co.in/?sub=42&brch=132&sim=466&cnt=1 (Last Accessed: 24
August 2015)

4
 Parking site layout

In-out method: waiting at the exit gate and write down the
accumulative vehicles which is exit from the gate.

License plate method: writing down vehicles license plate at the

parking site every 5 minutes.

5
 WORK SHEET MODULE 5
PARKING STUDY
(IN-OUT METHOD)

Date :
Day :
Starting time :
Location :

Time In Out Accumulation Occupancy Parking load

6
 WORK SHEET MODULE 5
PARKING STUDY
(LICENCE PLATES METHOD)

DATE :
DAY :
STARTING TIME :
LOCATION :

Times (minutes) Turn

Bay Over

7
 MODULE 6
TRAFFIC COUNTING (INTERSECTION)

1. Objectives
The purpose of this lab is to determine the capacity and performance of a signalized
intersection. The period of data collecting may vary, from minutes, hours, weeks, or
even more.

2. Equipments
Counter
Watch
Counting Sheet
Stationary

3. Data Required
Traffic Volume (vph)
Road Wide (m)
Green ratio for lane group or approach

4. Basic Theory
According to the Highway Capacity Manual (HCM), the capacity of a signalized
intersection is based on saturation flow rate. Saturation flow rate is the maximum rate of
flow (vehicles) that can pass through an intersection approach or lane group under
existing roadway and traffic conditions, assuming that the approach or lane group is 100%
real time available as effective green time. The saturation flow rate is expressed in units of
vehicles per hour of green time (vehicles/hour of green, vhpg). Saturation flow rate is
used in determining the capacity of a given lane group or approach at a signalized
intersection.

5. Procedure
Basically, there are two (2) methods for traffic counting data collection; they are
mechanical and manual methods.
Mechanical method

1
 Advance equipment such as camera can be used to gain data for a short period
(per-hour or less). Generally, traffic counting with automatic tools is done in a certain
location to gain the daily until weekly data. It kind of portable or permanent (fixed).
Permanent counting stations are performed to get data traffic continuously. Automatic
counting is required though wanting to get data continuously for 12 hours in a certain
location. This method is done for simple data (without classification of vehicle, direction
of motion, and land use). In a certain condition, counting with classification of vehicle
even lane use are done mechanically.
Generally, the functions of automatic counting are:
1. Determination of pattern of traffic volume per hour (ex: for determination peak hour)
2. Determination of daily or seasonally variation and the tendency of growth
3. Estimation annual traffic volume.

Manual Procedure
In this procedure, one or more surveyor are placed at the specified location to
monitor and record detailed information at intersection every green time period during 15
minutes, about:
1. Volume of vehicles according to the classification of vehicles (truck based on size,
weight, dimension, number of axle, buses, passengers cars, motorcycles, and bicycle)
2. The turn movement at an intersection or road.
3. The direction of movement.
4. Pedestrian movement based on directions at crossroads or pedestrian area with
categorization based on age.
5. Long queues of vehicles
6. Other than the traffic flow data, the geometric data and the traffic light phase also
required for analyzing the capacity of signalized intersection.

In general, the traffic counting in urban areas carried out at rush hour on Monday
morning or Friday afternoon. It is because, in this time, traffic volume showed higher than
usual. Manual traffic counting is done for one or two hours at peak hour morning and
afternoon on weekdays in common period between the hours of 07:00 to 9:00 and 16:00
to 6:00 p.m., at intervals of counting every 15 minutes. Research on highway capacity
proved that intervals of 15 minutes is not enough to get a peak hour factor, but at intervals
of 5 minutes was able to obtain better results. In the traffic counting for the
2
traffic light settings, the recommended interval is calculated based on the cycle of traffic
lights, in order to obtain the peak hour factor and load factor. Some things to consider
conducting enumeration:
Allocation factors: area around schools, hospitals, or factories often has peak hours is
not the same as regular road rush hour.
Traffic counting for truck classification (size and weight) is often performed with the
period 12 to 16 hours.
Traffic counting should not be done during the holidays, or the day before or the day
after a holiday.
Changes in the weather that can affect traffic flow should be avoided.
Certain situations such as the existence of strikes, unrest, economic recession, energy
crisis, roads or bridges constructions on parallel roads.
If the traffic counting should be done at a time when less normal circumstances, there
should be a record of disturbance or of these factors.

6. Data Processing
Calculate the flow of traffic in passenger car per hour (pcph) for each type of
vehicle to conditions protected and/or unprotected (depending on the phase of the
signal and allowable right turn), using passenger car equivalent (PCE).
Q = QLV + (QHV pceHV) + (QMC pceMC)

Table 1. Passenger Cars Equivalent (MKJI, 1997)

Type of vehicles PCE

Protected Unprotected
LV 1.0 1.0
HV 1.3 1.3
MC 0.2 0.4

Calculate the ratio of turn left (PLT) and turn right (PRT).
pc pc
LT ( ) RT ( )
hr hr

PLT = PRT =
pc pc

Total ( Total (
) )
hr hr

Calculate ratio unmotorized (QUM) vph

Q
P =
UM
UM QMV

3
 Calculate the saturation flow rate at the signalized intersection S
= S0 FCS FSF FG FP FRT FLT
Where
S = Saturation flow rate for lane group (pcph)
S0 = Base saturation flow rate (pcph)
FCS = Adjusment factor for city size; FSF
= Adjusment factor for side barriers;
FG = Adjusment factor for approach grade;
FP = Adjusment factor for existence of parking lane and parking activity adjacent
to
lane group;
FRT = Adjusment factor for right turns in lane group; and FLT =
Adjusment factor for left turns in lane group.

Calculate the capacity of signalized intersection:

gi
C i = Si
C

where
Ci = Capacity of lane group i (pc/h);
Si = Saturation flow rate for lane group i (pc/h); and
gi/C = Effective green ratio for lane group i

Calculate the degree of saturation (DS) of the signalized intersection

Q
DS =
C

4
7. Questions
How is the performance of the intersection based on the results?
What are the factors that affect the performance of the signalized intersection?
Based on the conditions at the survey location, what improvements do you think
that could be done to improve the performance of the signalized intersection?

8. References
Leduc, Guillaume. 2008. Road Traffic Data: Collection Methods and
Applications. European Commission. Joint Research Centre - Institute for
Prospective Technological Studies. Link: ftp.jrc.es/EURdoc/JRC47967.TN.pdf
(last accessed : 24 August 2015).
SWEROAD dan PT. Bina Marga. (1997). Manual Kapasitas Jalan Indonesia.
Jakarta: Direktorat Jendral Bina Marga.
Wei, Ting. 2012. Video-Based Traffic Counting at Intersections: Solutions and
Challenges. Presented at 2012 SDITE/GLDITE Joint Annual Meeting. American
Structure point, Inc. Indianapolis, Indiana. Link:
http://sdite.org/presentations2012/ (last accessed : 24 August 2015).

5
 APPENDIX

Figure 1. Traffic Movement during the Survey

Figure 2. Counting Vehicles at Signalize Intersection

6
 WORK SHEET MODULE 6
TRAFFIC COUNTING FORM (INTERSECTION)

City : Sketch of location

Time :
Date/Month/Year :
Node :
From :
To :
Location :
Surveyor :

Types of Vehicles Time Turn-Left Straight Turn-Right

Passenger car, jeep, pick up

Public Transportation, minibus

Motorcycle

Buses

Truck (2-as)

Truck (3-as)

Unmotorized

7
 MODULE 7
TRAFFIC SIGNAL PHASE

1. Objectives
The purpose of this lab is to calculate and analyze the cycle time at a
signalized intersection. Cycle time is the time for a complete sequence of signal
indications (for example, between two start-green sequentially in the same approach).

2. Equipments
Stopwatch
Worksheet
Stationary

3. Data Required
Phase Movement of Vehicles
Green Time (s)
Amber time (s)
All red (s)

4. Basic Theory
There are three types of traffic signal controllers: pre timed, fully actuated, and
semi actuated. Many signalized intersection in Indonesia using pre timed controllers
which have a preset sequence of phases displayed in repetitive order. Each phase has a
fixed green time and change interval that are repeated in each cycle to produce a
constant cycle length. The most critical aspect of setting of signal timing selection of
an appropriate phase plan. Determination of the cycle time can be made by the
Webster method (1996) to minimize the total delay on an intersection, using the
formula:

1
 C = (1,5 + L = Total Lost Time (s)
L) 5
0

1 in Y in Y = Total Critical Volume/Saturation

where Flow (Q/S)

CO = Optimum Cycle Length
(s)

After determining the cycle time, it can be determined effective green time.
Because the allocation of green time is an important for the estimation of delay.
Effective green time is the time during which a given traffic movement or set of
movements may proceed at saturation flow rate; it is equal to the cycle length minus
the effective red time.

Figure 1. Basic Model for Saturation Flow (Akceklik 1989)

The graphic above illustrates effective green time. Effective green time
excludes start-up delay that occurs at the beginning of the phase as well as any lost
time that might occur near the end of the phase.

5. Procedure
- Prepare the necessary equipment for survey at field;
- Describing the movement of vehicles at field;
- Calculate the length of green time and yellow time (amber time) on each approach
by using stopwatch;
- Calculate the total length of all red time with stopwatch; and
- Take the results of the survey the length of signal time on the survey sheet.

2
6. Data Processing
- Calculate the cycle time before adjustments, using the following formula:
(1,5 L) + 5
C0 =
1 n Y

where
CO = Optimum Cycle Length (s)
L = Total Lost Time (s)

ni Y = Total Critical Volume/Saturation Flow (Q/S)

- Calculate the effective green time per phase, using the following formula:
Yi
gi = gt
n Y

where
gi = Effective green time per phase (s)
gt = green time (s)

Y = Amber time (s)

ni Y = Total Critical Volume/Saturation Flow (Q/S)

- Calculate the green time is adjusted based on the time summing green obtained
and have been rounded to the total lost time, with the following formula:

C=g+L

where
C = Cycle Time (s)

L = Total Lost Time (s)

= total green time (s)

3
7. Questions
- Is the cycle time is applied to the intersection is in accordance with the standards
established?
- What would happen if the cycle time at an intersection less than or greater than a
predetermined standard?
- Based on the results of the survey in the field, what improvements can be made
relating to the setting movement of the vehicle in order to improve the
performance of the signalized intersection?

8. References
SWEROAD dan PT. Bina Marga. 1997. Manual Kapasitas Jalan Indonesia.
Jakarta: Direktorat Jendral Bina Marga.
TRB. 2010. Traffic Signal Retiming Practices in the United States. National
Cooperative Highway Research Program. Washington D.C. National Academy of
Sciences.

4
 APPENDIX

Figure 2. Traffic Light at Signalize Intersection

Figure 3. Counting Yellow Signal at Signalize Intersection

5
 WORK SHEET MODULE 7
PHASE SIGNAL FORM

City : From :
Time : To :
Date/Month/Year : Location :
Node : Surveyor :

Phase 1 Phase 2 Phase 3 Phase 4 Total Cycle Time =

All Red =

g= IG = g= IG = g= IG = g= IG =

g : green time | IG : intergreen

Sketch of Intersection

6
 MODULE 8
TRAFFIC QUEUING

1. Objectives
The main objectives of this study is to determine the length of queue at the signalized
intersection when the beginning of the green time (signal) and also to determine the
average vehicle stops, include the vehicle that repeated stop in the queue.
2. Basic Theory
A queue of vehicles is a disorder that occurs regularly due to signals or traffic lights at the
intersection or in the other words, a queue is the number of vehicles that waiting at an
intersection that expressed in vehicle (veh) or units of passenger cars (pcu).

Figure 1 Queuing Process

The average number of queues at the beginning of the green signal (NQ) is calculated as the total of passenger cars
from previous green signal ( 1) plus the total of passenger car which came during the red signal ( 2).
3. Equipments
a. Transverse Tapes
b. Measuring Tapes/Digital roller
c. Counter
d. Stopwatch
4. Data Required
a. Intersection geometric data
b. Effective road wide (We) (meter)
c. Green time (g) (seconds)
d. Cycle time (c) (seconds)
e. Traffic flow (Q) (pcu/hour)

1
5. Procedures
 a. Measuring the intersection geometric data by using a transverse tapes
b. Counting the green time and the cycle time for each traffic light by using a stopwatch
c. Counting the traffic flow for each arm of the intersection by using a counter
d. Queue length data is got by measuring length of the vehicle that queuing at the end of
green time and red time with digital roller, then make a mark so the observer can see
the mark clearly

6. Data Processing
a. Base saturation flow (So) (pcu/hour)
= 600 (1)

Where, We = effective road wide (meter)

b. Saturation flow rate for lane group (S) (pcu/hour)

=
(2)

Where:
= Saturation flow rate lane group (Pc/Hour)
= Base saturaion flow rate (Pc/Hour)
= Adjustment factor for city size
= Adjustment factor for side barriers
= Adjustment factor for approach grade
= Adjustment factor for existence of parking lane and parking activity
adjacent to lane group
= Adjustment factor for right turn un lane group
= Adjustment factor for left turns in lane group

2
c. Capacity (C) (Pc/Hour)
(3)
=

Where:
C = Capacity of lane group (Pc/Hour)
S = Saturation flow rate for lane group (Pc/Hour)

= Effective green ratio for lane group

d. Degree of Saturation (DS)

Where:

DS = (4)

Q = traffic flow (Pc/Hour)

C= Capacity (Pc/Hour
e. Total of passenger cars from previous green signal ( )

This equation is used if DS > 0,5

(5)

= 0,25 ( 1) + ( 1) +
2 8
1

( 0,5)

Where:

= Total of passenger cars from previous green signal

1

DS = Saturation degree
C = Capacity (Pc/Hour)
Q = Traffic flow (Pc/Seconds)
If DS < 0,5 so =

3
 f. Total of passenger car which came during the red signal ( )

= 1
2
1 3600

Where:
(6)
2 = Total of passenger car which came during the red signal = cycle time (seconds)

= green ratio
= Saturation degree
= Traffic flow (Pc/Hour)

g. Total vehicle Queuing

=1 + 2

h. Queuing Length (QL)

20
=

(7)

(8)

7. Questions
a. What causes the Degree of Saturation is more than 0 (DS>0) or less than 0 (DS<0) ?
Analyze it using theory of queuing
b. Does the traffic is classified to oversaturated, undersaturated or saturared?
c. What solution can we give if the traffic is classified to saturared or oversaturated?

8. Further Readings
Rahayu, Gati. 2009. Analisis Arus Jenuh dan Panjang Antrian pada Simpang
Bersinyal: Studi Kasus di Jalan Dr. Sutomo-Suryopranoto. Jurnal Ilmiah Semesta
Teknika Vol. 12, No.1, 99-108, Mei 2009.
Link: http://download.portalgaruda.org/article.php?article=10127&val=647 (Last
Accessed 24 August 2015)
SWEROAD dan PT. Bina Marga (1997). Manual Kapasitas Jalan Indonesia. Jakarta:
Direktorat Jenderal Bina Marga

4
APPENDIX

5
Figure 1 Queuing at the signalized intersections

(From the back side)

Figure 2 Queuing at the signalized intersections

6
 TRAFFIC COUNTING FORM (INTERSECTION)

City : Sketch of location

Time :
Date/Month/Year :
Node :
From :
To :
Location :
Surveyor :

Types of Vehicles Time Turn-Left Straight Turn-Right

Passenger car, jeep, pick up

Public Transportation, minibus

Small Buses (L-300, ELF, Colt)

Big Buses

Truck (2-as)

Truck (3-as)

Unmotorized

7
 PHASE SIGNAL FORM
City : From :

Time : To :
Date/Month/Year : Location :
Node : Surveyor :

Phase 1 Phase 2 Phase 3 Phase 4 Total Cycle Time =

g= IG = g= IG = g= IG = g= IG = All Red =

Intersection Geometric Intersection Geometric Intersection Geometric Intersection Geometric

Data: Data: Data: Data:

8
 WORK SHEET MODULE 8
QUEUING LENGTH FORM

City : From :
Time : To :
Date/Month/Year : Location :
Node : Surveyor :

PHASE 1 PHASE 2 PHASE 3 PHASE 4

Cycle Time Cycle Time Cycle Time Cycle Time

Queuing Queuing Queing Queuing
Green Green Green Green
Red Signal Length Red Signal Length Red Signal Length Red Signal Length
Signal Signal Signal Signal

9
 MODULE 9
TRAVEL TIME

1. Objectives
The main objective of travel time study is to evaluate the traffic movement quality
along a route and to determine the location, type and length of traffic.

2. Equipments
Test Vehicle
Stopwatch
Worksheet
Stationery

3. Data Required
Travel time (minutes)
Distance (m)
Stop and/or Delay Time (m)
Traffic volume
a. Opposing traffic
b. Overtaking traffic
c. Passed traffic

4. Basic Theory
Travel time is the most important element considered by drivers when taking
alternate routes to reach a destination. The selection of a route depends on the time of
travel types of traffic control devices, and previous experience and knowledge of
particular routes. The result of travel time is useful to evaluate traffic flow movement
on along the road. Effectiveness level of a traffic flow system is based on vehicle
speed. Efficiency level of traffic flow system is measured by space mean speed and
time mean speed. Space mean speed is the division between distance and travel mean
speed from some travels on a segment road.
Space mean speed is obtained from the calculation results of the distance with
an average travel time of some recording on a road trip, or:

1
 D
Us = N , where is
1 ti
N i=1

Where

Ut = space mean speed (kmph)

D = distance (km)

ti = travel time of registration of vehicle traveling to I (hr)

N = the number of registration of trips

Study of travel time can be done on any route with a length sufficient. In
general, the observed sections must have a minimum length of 1.5 km to obtain valid
data collection. This study is often made to reflect traffic conditions during peak hours
and in the direction of the movement of the heaviest traffic. The trip can also be
compared between the conditions of peak and non-peak periods. The study of travel
time usually performed on weather conditions. However, sometimes in bad weather
observation was also conducted to obtain specific information, such as for operational
purposes.

5. Procedure
The method to do study of travel time is selected based on purpose of the study
and the availability of man power, test vehicle and recording tools. There are two
types of techniques that can be used to study travel time, such as: moving vehicle
observer method and license plate method. Although license plate technique is easier
to do, the information that we get is not including the location, travel time and reason
of delay time along segment road. Test vehicle technique need to do if delay time is
important. In this lab, we use the test vehicle technique.

Moving Vehicle Observer Method

Test vehicle techniques are the most common travel time collection methods
and consist of a vehicle that is specifically dispatched to drive with the traffic stream
for the express purpose of data collection. This technique has flexibility in terms of
evaluating the quality of the traffic flow. By using the technique of moving vehicle

2
 observer, a test vehicle carried out in accordance with the average speed along route
studies. A passenger in the test vehicle can manually record travel times at designated
checkpoints using a clipboard and stopwatch, or computer instrumentation may be
used to record vehicle speed, travel times or distances at preset checkpoints or
intervals.

Figure 1. Illustration of moving observer method

The steps in conducting this lab are:

1. Before we start this lab, starting point and endpoint should be determined.
2. When the test vehicle passes the starting point and the officer noted and activate
the stopwatch. The surveyor in the vehicle write or record travel time for every
check point or control point in accordance with operational criteria which have be
determined before using the stopwatch.
3. When test vehicle have to ride slowly because of obstacles traffic, man power in
the vehicles need to measure the duration of stop, using stopwatch. The location,
time, and the reason of obstacle need to write on sheet data.
4. During driver rides the test vehicle, an observer has to see and count the vehicles
that pass (P), oppose (M), and overtake (O) the test vehicle.
5. When test vehicle arrive at the end point, surveyor in vehicle have to switch off
the stopwatch and write the total travel time from starting point to end point.
6. The length of the study and the distance between these control points must be
determined so that the measurement time can be converted into speed.
6. Data Processing
Overall travel speed and moving speed is calculated from the overall travel time and
time to move, by applying the following equation.

3
 Travel speed for each vehicle travel time is calculated by:

Where
S = Travel Speed (kmph)
D = length of the study (km)
T = Travel Time (hr)
The average travel time or space mean speed can be calculated by:

S = the average travel speed (kmph)

D = length of the study (km)
T = the amount of travel time for the entire test
N = the number of tests
Traffic Volume
( + )
=
+

V = Traffic Volume ( Veh/Km/Hour)

M = Opposing vehicles

O = Overtaking vehicles
P = Passed vehicles
T1, T2 = Travel time (minus delayed time)

7. Questions
- How is the quality of traffic movement along the route of this road?
- The level of efficiency of the traffic system can be determined based on the
average speed of vehicles. Describe two methods can be used to calculate the
average speed on a road section.
- Is the average speed based on the results of the survey are in accordance with the
standards? If not, what improvements can be made?

8. References
Travel Time Data Collection Handbook FHWA-PL-98-035
(https://www.fhwa.dot.gov/ohim/tvtw/natmec/00020.pdf)

4
 APPENDIX

Figure 2. Moving Observer Technique

Figure 3. Stopwatch to Measure The Travel Time

5
 WORK SHEET MODULE 9
MOVING OBSERVER FORM

:
City : Route
:
Date/Month/Year : Surveyor
:
Time Started at : Time Ended on

No Route Total Vehicles

From To Overtaking Opposing Passing

6
 MODULE 9
TRAVEL TIME

1. Objectives
The main objective of travel time study is to evaluate traffic flow quality on a
long road. Because travel time is a simple concept understood and communicated by
transportation engineers and planners to evaluate transportation facilities and plan
improvements.

2. Equipments
Test Vehicle
Stopwatch
Worksheet
Stationery

3. Data Required
Travel time (minutes)
Distance (m)
Stop and/or Delay Time (m)

4. Basic Theory
Travel time is the most important element considered by drivers when taking
alternate routes to reach a destination. The selection of a route depends on the time of
travel types of traffic control devices, and previous experience and knowledge of
particular routes. The result of travel time is useful to evaluate traffic flow movement on
along the road. Effectiveness level of a traffic flow system is based on vehicle speed.
Efficiency level of traffic flow system is measured by space mean speed and time mean
speed. Space mean speed is the division between distance and travel mean speed from
some travels on a segment road.
Space mean speed is obtained from the calculation results of the distance
with an average travel time of some recording on a road trip, or:
 D
Us = N , where is
1 ti
N i=1

Where

Ut = space mean speed (kph)

D = distance (km)

ti = travel time of registration of vehicle traveling to I (hr)

N = the number of registration of trips

Study of travel time can be done on any route with a length sufficient. In general,
the observed sections must have a minimum length of 1.5 km to obtain valid data
collection. This study is often made to reflect traffic conditions during peak hours and in
the direction of the movement of the heaviest traffic. The trip can also be compared
between the conditions of peak and non-peak periods. The study of travel time, usually
performed on weather conditions. However, sometimes in bad weather observation was
also conducted to obtain specific information, such as for operational purposes.

5. Procedure
The method to do study of travel time is selected based on purpose of the study
and the availability of man power, test vehicle and recording tools. There are two types of
techniques that can be used to study travel time such as test vehicle technique and license
plate technique. Although license plate technique is easier to do, the information that we
get is not including the location, travel time and reason of delay time o along segment
road. Test vehicle technique need to do if delay time is important. In this lab, we use the
test vehicle technique.

Test vehicle techniques

Test vehicle techniques are the most common travel time collection methods and
consist of a vehicle that is specifically dispatched to drive with the traffic stream for the
express purpose of data collection. This technique has flexibility in terms of evaluating
the quality of the traffic flow. By using the technique of moving vehicle observer, a test
vehicle carried out in accordance with the average speed along route studies. A passenger
in the test vehicle can manually record travel times at designated checkpoints using a
clipboard and stopwatch, or computer instrumentation may be used to record vehicle
speed, travel times or distances at preset checkpoints or intervals.

Figure 1. Illustration of moving observer method

The steps in conducting this lab are:

1. Before we start this lab, starting point and endpoint should be determined.
2. When the test vehicle passes the starting point and the officer noted and activate the
stopwatch. The surveyor in the vehicle write or record travel time for every check
point or control point in accordance with operational criteria which have be
determined before using the stopwatch.
3. When test vehicle have to slowly ride because of obstacles traffic, man power in the
vehicles need to measure the duration of stop, using stopwatch. The location, time,
and the reason of obstacle need to write on sheet data.
4. When test vehicle arrive at the end point, surveyor in vehicle have to switch off the
stopwatch and write the total travel time from starting point to end point.
5. The length of the study and the distance between these control points must be
determined so that the measurement time can be converted into speed.
6. Data Processing
Overall travel speed and moving speed is calculated from the overall travel time and time
to move, by applying the following equation.
Travel speed for each vehicle travel time is calculated by:
60
=

Where
S = Travel Speed (kmph)
D = length of the study (km)
T = Travel Time (hr)
The average travel time or space mean speed can be calculated by:
60
=

S = the average travel speed (kph)

D = length of the study (km)
T = the amount of travel time for the entire test
N = the number of tests

7. Questions
- How is the quality of traffic movement along the route of this road?
- The level of efficiency of the traffic system can be determined based on the average
speed of vehicles. Describe two methods can be used to calculate the average speed
on a road section.
- Is the average speed based on the results of the survey are in accordance with the
standards? If not, what improvements can be made?

8. References
Travel Time Data Collection Handbook FHWA-PL-98-035
(https://www.fhwa.dot.gov/ohim/tvtw/natmec/00020.pdf)
 APPENDIX

Figure 2. Moving Observer Technique

Figure 3. Stopwatch to Measure the Travel Time

 TRAVEL TIME FORM
City : Route :

Date/Month/Year : Surveyor :
Trip Start at : Time Started at :
Trip Ended at : Time Ended on :

Control Points Stops or Slows

Location Time Location Time Location Delay (s) Location Delay (s)

Trip Time = Trip Length = Travel Speed =

 MODULE 10
BUS OPERATIONAL SURVEY

1. Objective
The main objective of the survey is to measure the number of persons getting on and off
of a bus at each bus stop. This survey also can be used for determining the load profile of
a trip ad identifying the mai activity centers along the route on which the bus piles.

2. Equipments
Counter (2 for each surveyor)
Board and Worksheet

3. Data Required
List of the bus stops
Number of passengers getting on the bus at the departure terminal
Number of passengers getting off the bus at each bus stop
Number of passengers getting on the bus at each bus stop
Number of passengers getting off the bus at the arrival terminal

4. Basic Theory
This is an on-boar survey which requires the observer to be seated within the bus; one
observer for each door in the bus. The observer records the number of passengers that
have boarded and alighted at each stop along with the time of arrival at each stop.

Key information for all public transport operations is the percentage occupancy (loading)
of the vehicles. As this will vary by time of day/week and sections of route these need to
be taken into account during survey design. Counts taken on-board vehicles give the most
accurate data but at peak times it may not be possible to move around inside a bus or
train carriage to complete the count. Roadside observation is often used for bus services
with the % occupancy recorded at a number of cordon points along a route. It is also
essential the bus type is recorded to identify capacity.
Occupancy survey measures the number of persons in every vehicle passing by a point.
Vehicle occupancy surveys are used for a variety of applications; traffic engineers use

1
 vehicle occupancy data to calculate person delays and also in transport modelling, transit
planners use vehicle occupancy data to identify routes that need service expansion, etc.
Bus occupancy surveys can be conducted in three ways:
Roadside observer a person is standing by the roadside and monitors every bus and
the occupancy in each bus
Moving observer the observer travels in another vehicle to calculate occupancy in
every bus traveling in that section
Video surveillance a video camera mounted along the roadside records the
movement of vehicles which can then be used to calculate the occupancy of buses.

In this survey, the technique used is boarding alighting survey (moving observer) where
the observer travels in the vehicle and calculates the occupancy in the bus. Boarding
alighting survey counts the number of persons getting on and off of a bus at each bus
stop. This is an on-board survey which requires the observer to be seated within the bus;
one observer for each door in the bus. The observer records the number of passengers
that have boarded and alighted at each stop along with the time of arrival at each stop. In
order to record data, it is recommended that the surveyors seat themselves on the seat
right behind the door. This gives them a clear view of the boarding and alighting
passengers.

5. Procedure
At least two buses need to be surveyed in each shift, implying that at least four teams per
route per day are required. The survey should cover both directions of the route and
hence the selection of the buses to survey is important. Two teams, team A and team B
working in tandem in each shift can select one of the options presented below.

Both teams can start simultaneously from the opposite ends of the route, thus ensuring
that both directions on the route are covered. For a given route OR (origin) to DE
(destination), the two teams can start the first shift simultaneously. Team A starts from
the origin O and team B starts from the destination D.

2
 Figure 1 Example of the Survey Method

Synchronize watches at the start of the day, make sure watches of all the team
surveyor are showsing the same time. When the shift changes, new team members
should match watches to leaving team members.
The surveyors seat themselves on the seat right behind the door. This gives them a
clear view of the boarding and alighting passengers.
At the departure terminal, count the number of passengers getting on the bus using the
counter, then write down the number on the worksheet.
At each bus stop, count the number of passengers getting off the bus using counter 1
and count the number of passengers getting on the bus using counter 2. Then write
down the number on the worksheet.
At the arrival terminal, also count the number of passengers getting off the bus and
write down the number on the worksheet.

Figure 2 Example of Observer Seated on The Bus

3
6. Data Processing
There are several things that the observer have to count:
a. Total Passenger
Total passenger is a cumullative of passenger getting on and passenger getting off
from each bus station.
b. Board rank
After measuring the total passenger, then the observer have to rank it start from the
highest to the lowest total passenger.

Figure 3 Example of Total Passenger and Board Rank By Route

c. A Chart
Making a chart where the X axis is the bus stop name and Y axis is the passenger
loading so the observer can know and identify how the passenger loading patterns on
every trip. The passenger loading pattern for peak hours and non-peak hours can be
distinguished and difference in passenger volumes boarding the buses at different
times of the day.

4
 Figure 4 Example of Passenger Loading Chart from Boarding Alighting Surveys
for NWKRTC Conducted Hubli Dharwad.
d. Cycle Time
Cycle time is the total time from the beginning to the end of every route trip.

e. Delay Time
Delay time is the gap between bus schedule and real condition for each bus stop from
the beginning to the end of every route trip.

7. Questions
Where is the bus stop with the highest and lowest passenger?
What is the cycle time for each trip? Is it a different cycle time or not? If yes, what
does cause it?
What is the main problem caused the delay time for every trip?

8. References
EMBARQ India. 2005. Data collection and analysis for public transport. The World
Resources Institute. (Link: http://www.embarqindia.org)

5
 WORK SHEET MODULE 10
BUS OPERATIONAL SURVEY

: ................................................................................................

Day / Date
: ................................................................................................

Weather
: ................................................................................................

Student Name / Group Number

Selected Route : Blue Bus
: ................................................................................................

Starting Time
: ................................................................................................

Ending Time

Time Time Number of Number of Additional

No. Bus Stop Boarding Alighting
Arrival Departure Information
Passengers Passengers
1 UI Dormitory
2 Gerbatama
3 UI Station
4 Psychology
Faculty
5 FISIP
6 FIB
7 Economic
Faculty
8 Engineering
Faculty
9 Kukel
10 PNJ
11 MIPA
12 FKM
13 RIK
14 Pondok Cina
Station
15 MUI
16 Law Faculty
17 UI Station
18 Gerbatama
19 UI Dormitory
6
 WORK SHEET MODULE 10
BUS OPERATIONAL SURVEY

: ................................................................................................

Day / Date
: ................................................................................................

Weather
: ................................................................................................

Student Name / Group Number

Selected Route : Red Bus
: ................................................................................................

Starting Time
: ................................................................................................

Ending Time

Time Time Number of Number of Additional

No. Bus Stop Boarding Alighting
Arrival Departure Information
Passengers Passengers
1 UI Dormitory
2 Gerbatama
3 UI Station
4 Law Faculty
5 MUI
6 Pondok Cina
Station
7 RIK
8 FKM
9 MIPA
10 PNJ
11 Kukel
12 Engineering
Faculty
13 Economic
Faculty
14 FIB
15 FISIP
16 Psychology
Faculty
17 UI Station
18 Gerbatama
19 UI Dormitory
7