Traffic Data

Collection
Methodologies
Emmanuel Dzisi, Ph.D.
Introduction to Traffic Studies
 The stating point for most traffic engineering is a comprehensive
description of the current state of the streets and highways that
comprise the system, current traffic demands on these facilities, and
a projection of future demands.
 This requires that information and data that can quantitatively
describe the system and its demands be gathered. As the highway
system is massive, and demands are both time- and location-
sensitive, assembling this information is a massive task.
Introduction to Traffic Studies
 Nevertheless, data must be collected and reduced to some easily
interpreted form for analysis. Collection and reduction of traffic data
covers a wide range of techniques and technologies from simple
manual techniques (often aided by a variety of handheld or other
devices for recording the data) to complex use of the ever expanding
technology of sensors, detectors, transmission, and computer
equipment.
Reasons for collecting traffic data
Traffic engineers collect and reduce data for many reasons and applications
these include:
 Managing the physical system- The physical traffic system includes a
number of elements that must be monitored, including the roadway itself,
traffic control devices, detectors and sensors, and light fixtures, etc.
 Establishing time trends- Traffic engineers need trend data to help identify
future transportation needs. Traffic volume trends can identify areas and
specific locations that can be expected to congest in the future. Accident
data and statistics over time can identify core safety problems and site-
specific situations that must be addressed and mitigated.
Reasons for collecting traffic data
 Understanding travel behavior- A good traffic engineer must understand
how and why people (and goods) travel in order to provide an effective
transportation system. Studies of how travelers make modal choices, trip
time decisions, and destination choices are critical to understanding the
nature of traffic demand.

 Calibrating basic relationships or parameters- Fundamental characteristics

such as perception reaction time, discharge headways at signalized
intersections, headway and spacing relationships on freeways and other
uninterrupted flow facilities, gap acceptance characteristics, and others
must be properly quantified and calibrated to existing conditions.
Reasons for collecting traffic data
 Assessing the effectiveness of improvements- When traffic
improvements of any kind are implemented, follow-up studies are
needed to confirm their effectiveness and to allow for adjustments if
all objectives are not met.

 Assessing potential impacts- An essential part of traffic engineering is

the ability to predict and analyze the traffic impacts of new
developments and to provide traffic input into air pollution models.
Reasons for collecting traffic data
 Evaluating facility or system performance- All traffic facilities and
systems must be periodically studied to determine whether they are
delivering the intended quantity and quality of access and/or mobility
service to the public.
Types of Studies
It would be literally impossible to list all of the studies in which traffic
engineers get involved. Eleven of the most common types of studies
include:
 Volume studies • Parking studies
 Speed studies • Goods movement and
 Travel time studies transit studies
 Delay studies • Pedestrian studies
 Density studies • Calibration studies.
 Accident studies • Observation studies
Traffic Volume Studies
 The most fundamental measure in traffic engineering is volume: how
many vehicles are passing defined locations in the roadway system
over time, particularly during the peak hour(s) of a typical day.
Virtually no decision concerning facility design or traffic control
options can be made without knowledge of existing and projected
traffic volumes for the locations) under study.

 Studies of traffic volume are therefore conducted to obtain accurate

information about the number and movement of vehicles and/or
pedestrians within or through an area, or at selected points within
the area.
Traffic Volume
 The unit of measurement for volume is simply " vehicles, " although it
is often expressed as " vehicles per unit time. " Units of time used
most often are " per day " or "per hour." .

 Daily volumes are used to establish trends over time and for general
planning purposes. Detailed design or control decisions require
knowledge of hourly volumes for the peak hour(s) of the day.
Traffic Volume
 Rates of flow are generally stated in units of "vehicles per hour" but
represent flows that exist for periods of time less than one hour.
 A volume of 200 vehicles observed over a 15-minute period may be
expressed as a rate of 200 X 4 = 800 vehicles/hour, even though 800
vehicles would not be observed if the full hour was counted. The 800
vehicles/hour becomes a rate of flow that exists for a 15-minute
interval.
Traffic Volume
Four variables are related to volume. The four parameters listed are
closely related, and all are expressed in terms of the same or similar
units. They are not, however, the same. The four variables are;

 Volume - Volume is the number of vehicles (or persons) passing a

point during a specified time period, which is usually one hour but
can be less.
 Rate of flow- Rate of flow is the rate at which vehicles (or persons)
pass a point during a specified time period less than one hour,
expressed as an equivalent hourly rate.
Traffic Volume
 Demand - Demand is the number of vehicles (or persons) that desire
to travel past a point during a specified period (also usually one hour).
Demand is frequently higher than actual volumes where congestion
exists. Some trips divert to alternative routes, and other trips are
simply not made
 Capacity - Capacity' is the maximum rate at which vehicles can
traverse a point or short segment during a specified time period. It is
a characteristic of the roadway. Actual volume can never be observed
at levels higher than the true capacity of the section. However, such
results may appear because capacity is most often estimated using
standard analysis procedures of the Highway Capacity Manual.
Traffic Volume
Traffic Volume
 Consider the illustration of the intersection above. For each
approaching leg, and for the downstream freeway section, the actual
volume (v), the demand (d), and the capacity (c) of the segment are
given. Capacity is the primary constraint on the facility. As shown in
Figure, the capacity is 2,000 veh/h/ln, so that the capacity of the two-
lane approach legs are 4,000 veh/h each, and the capacity-of the
downstream freeway, which has three lanes, is 6,000 veh/h.
 Assuming that the stated capacities are correct, no volume in excess
of these capacities can ever be counted.
Traffic Volume
 On Approach 1, the true demand is 3,800 veh/h and the capacity is
4,000 veh/h. On Approach 2, the true demand is 3,600 veh/h and the
capacity is also 4,000 veh/h. There is no capacity deficiency on either
approach.
 Downstream of the merge, however, the capacity is 6,000 veh/h, but
the sum of the approaching demands is 3, 800 + 3,600 = 7,400 veh/h.
This exceeds the capacity of the segment.
Traffic Volume
 As stated earlier, daily volumes are used to document annual trends
in highway usage. Forecasts based on observed trends can be used to
help plan improved or new facilities to accommodate increasing
demand.
 Four daily volume parameters are widely used in traffic engineering.
These are:
 Average annual daily traffic (AADT).
 Average annual weekday traffic (AAWT).
 Average daily traffic (ADT).
 Average weekday traffic (AWT).
Traffic Volume
 Average annual daily traffic (AADT)- The average 24-hour volume at a
given location over a full 365- day year, the number of vehicles
passing a site in a year divided by 365 days (366 days in a leap year) .

 Average annual weekday traffic (AAWT)- The average 24-hour volume

occurring on weekdays over a full 365-day year, the number of
vehicles passing a site on weekdays in a year divided by the number
of weekdays (usually 260).
Traffic Volume
 Average daily traffic (ADT)- The average 24-hour volume at a given
location over a defined time period less than one year; a common
application is to measure an ADT for each month of the year.

 Average weekday traffic (AWT)- The average 24-hour weekday volume

at a given location over a defined time period less than one year; a
common application is to measure an AWT for each month of the
year.
Traffic Volume
 All of these volumes are stated in terms of vehicles per day (veh/day).
Daily volumes are generally not differentiated by direction or lane but
are totals for an entire facility at the designated location.
Traffic Volume
 The table on the next slide illustrates the compilation of these daily
volumes based on one year of count data at a sample location. The data in
the table is in a form that comes from a permanent count location (i.e., a
location where automated detection of volume and transmittal of counts
happen electronically to a central data bank).
 Average weekday traffic (AWT) for each month is found by dividing the
total monthly weekday volume by the number of weekdays in the month
(Column 5/Column 2).
 The average daily traffic is the total monthly volume divided by the number
of days in the month (Column 4 / Column 3). Average annual daily traffic is
the total daily volume observed for the year divided by 365 days/year.
Average annual weekday traffic is the total observed volume on weekdays
divided by 260 weekdays/year.
Traffic Volume
Traffic Volume
 The sample data from the table gives a capsule description of the
character of the facility on which it was measured.
 Note that ADTs are significantly higher than AWTs in each month (in
this example). This suggests that the facility is serving a recreational
or vacation area, with traffic strongly peaking on weekends.
 Also, both AWTs and ADTs are highest during the summer months,
suggesting that the facility serves a warm-weather
recreational/vacation area.
Traffic Volume
 Thus, if a detailed study were needed to provide data for an upgrading
of this facility, the period to focus on would be weekends during the
summer.
Hourly Volumes
 Daily volumes, although useful for planning purposes, cannot be used
alone for design or operational analysis purposes. Volume varies
considerably over the 24 hours of the day, with periods of maximum
low occurring during the morning and evening commuter "rush
hours“.
 The single hour of the day that has the highest hourly volume is
referred to as the peak hour. The trafic volume within this hour is of
greatest interest to traffic engineers for design and operational
analysis usage.
Hourly Volumes
 The peak-hour volume is generally stated as a directional volume (i.e., each
direction of flow is counted separately).
 Highways and traffic controls must be designed to adequately serve the
peak-hour traffic volume in the peak direction of flow.
 Because traffic goes one way during the morning peak and the opposite
direction during the evening peak, both sides of a facility must generally be
designed to accommodate the peak directional flow during the peak hour.
Where the directional disparity is significant, the concept of reversible lanes
is sometimes useful. Washington, DC, for example, makes extensive use of
reversible lanes (direction changes by time of day) on its many wide
boulevards and some of its freeways.
Hourly Volumes
 In design, peak-hour volumes are sometimes estimated from
projections of the AADT. Traffic forecasts are most often cast in terms
of AADTs based on documented trends and/or forecasting models.
Because daily volumes, such as the AADT, are more stable than hourly
volumes, projections can be more confidently made using them.
AADTs are converted to a peak-hour volume in the peak direction of
flow. This is referred to as the "directional design hour volume"
(DDHV) and is found using the following relationship:
Hourly Volumes
 This is referred to as the "directional design hour volume" (DDHV)
and is found using the following relationship:
DDHV = AADT * K* D
where: K = proportion of daily traffic occurring during the peak hour
D = proportion of peak hour traffic traveling in the peak direction of
flow.
Hourly Volumes
 For design, the k-factor often represents the proportion of
AADT occurring during the 30th peak hour of the year.

 If the 365 peak-hour volumes of the year at a given location

are listed in descending order (from largest to smallest), the
30th peak hour is 30th on the list and represents a volume
that is exceeded in only 29 hours of the year.
Hourly Volumes
 For rural facilities, the 30th peak hour may have a
significantly lower volume than the worst hour of the year
because critical peaks may occur only infrequently. In such
cases, it is not considered economically feasible to invest
large amounts of capital in providing additional capacity that
will be used in only 29 hours of the year.
 In urban cases, where traffic is frequently at capacity levels
during all daily commuter peaks, the 30th peak hour is often
not substantially different from the highest peak hour of the
year.
Hourly Volumes
 Factors K and D are based on local or regional characteristics at existing
locations. Most highway departments, for example, continually monitor
these proportions and publish appropriate values for use in various
areas of the state.
 The K factor deceases with increasing development density in the areas
served by the facility. Exam=Why?. In high-density areas, substantial
demand during off-peak periods exists. This effectively lowers the
proportion of traffic occurring during the peak hour of the day. The
volume generated by high-density development is generally larger than
that generated by lower-density areas. Thus it is important to remember
that a high proportion of traffic occurring in the peak hour does not
suggest that the peak-hour volume itself is large.
Hourly Volumes
 The D factor tends to be more variable and is influenced by a
number of factors. Again, as development density increases,
the D factor tends to decrease. As density increases, it is
more likely to have substantial bidirectional demands. Radial
routes (i.e., those serving movements into and out of central
cities or other areas of activity) will have stronger directional
distributions (higher D values) than those that are
circumferential (i.e., going around areas of central activity)
Hourly Volumes

• Circumferential routes are those that form a circle

around the centroid without going directly through it.

• Radial routes are those that go directly through the

center of activity
Derivation of K from data

Some K and D values as determined

for some highways in USA.
Hourly, Daily and Monthly Expansion Factors
Example
 Consider the case of a rural highway that has a 20-year forecast of
AADT of 30,000 veh/day. Based on the data of the table, what range
of directional design hour volumes might be expected for this
situation?
 Using the values of the table on the next slide for a rural highway, the
K factor ranges from 0. 15 to 0. 25, and the D factor ranges from 0.65
to 0. 80. The range of directional design hour volumes, therefore is

 DDHVLow = 30,000 * 0.15 * 0.65 = 2, 925 veh/h

 DDHV = 30,000 * 0.25 * 0.80 = 6, 000 veh/h
HiGH
Example
 The expected range in DDHV is quite large under these criteria. Thus
determining appropriate values of K and D for the facility in question
is critical in making such a forecast. This simple illustration points out
the difficulty in projecting future traffic demands accurately.
 Not only does volume change over time, but the basic characteristics
of volume variation may change as well. Accurate projections require
the identification of causative relationships that remain stable over
time. Such relationships are difficult to discern in the complexity of
observed travel behavior.
 Stability of these relationships over time cannot be guaranteed in any
event, making demand forecasting an approximate process at best.
Sub-hourly Volumes and Rates of Row
 Although hourly traffic volumes form the basis for many forms of
traffic design and analysis, the variation of traffic within a given hour
is also of considerable interest.

 The quality of traffic flow is often related to short-term fluctuations in

traffic demand.

 A facility may have sufficient capacity to serve the peak-hour

demand, but short-term peaks of flow within the hour may exceed
capacity and create a breakdown.
Sub-hourly Volumes and Rates of Row
 Volumes observed for periods of less than one hour are generally
expressed as equivalent hourly rates of flow.

 For example, 1,000 vehicles counted over a 15-minute interval could

be expressed as 1,000 vehs/0.25 h = 4,000 veh/h.

 The rate of flow of 4,000 veh/h is valid for the 15-minute period in
which the volume of 1,000 vehicles was observed.
Sub-hourly Volumes and Rates of Row
 The table below illustrates the difference between volumes and rates
of flow.
Sub-hourly Volumes and Rates of Row
 The full hourly volume is the sum of the four 15-minute volume
observations, or 4,200 veh/h. The rate of flow for each 15-minute
interval is the volume observed for that interval divided by the 0.25
hours over which it was observed. In the worst period of time, 5:30 to
5:45 pm, the rate of flow is 4,800 veh/h.
 This is a flow rate, not a volume. The actual volume for the hour is
only 4,200 veh/h.
Sub-hourly Volumes and Rates of Row
 Although rates of flow can be computed for any period of time and
researchers often use rates for periods of one to five minutes, rates of
flow for shorter periods often represent transient conditions that
defy consistent mathematical representations.
 In recent years, however, use of five-minute rates of flow has
increased, and there is some thought that these might be sufficiently
stable for use in design and analysis.
 Despite this, most standard design and analysis practices continue to
use the 15-minute interval as a base period.
Sub-hourly Volumes and Rates of Row
 The relationship between the hourly volume and the maximum rate of flow
within the hour is defined by the peak-hour factor, as follows:

PHF=hourly volume /max. rate of flow

 For standard 15-minute analysis period, this becomes

PHF=V/ 4* Vm15
where: V= hourly volume, vehs,
Vm15 = maximum 15-minute volume within the hour, vehs
PHF = peak-hour factor
Sub-hourly Volumes and Rates of Row
For the earlier example, the peak hour factor (PHF)
 PHF=4,200/ 4* 1,200 = 0.875

 The maximum possible value for the PHF is 1.00, which occurs when
the volume in each interval is constant. For 15-minute periods, each
would have a volume of exactly a quarter of the full hour volume. This
indicates a condition in which there is virtually no variation of flow
within the hour.
Sub-hourly Volumes and Rates of Row
 The minimum value occurs when the entire hourly volume occurs in a
single 15-minute interval. In this case, the PHF becomes 0.25 and
represents the most extreme case of volume variation within the
hour.

 In practical terms, the PHF generally varies between a low of 0.70 for
rural and sparsely developed areas to 0.98 in dense urban areas.
Sub-hourly Volumes and Rates of Row
 The peak-hour factor is descriptive of tip generation patterns and may
apply to an area or portion of a street and highway system. When the
value is known, it can be used to estimate a maximum flow rate
within an hour based on the full-hour volume:

• v=V/PHF
 where: v = maximum rate of flow within the hour, veh/h
V = hourly volume, veh/h
PHF = peak-hour factor.
Tutorial Question 1
 A volume of 1,200 veh/h is observed at an intersection approach.
Find the peak rate of flow within the hour for the following peak-hour
factors: 1.00, 0.90,0.80,0.70. . Plot and comment on the result
Tutorial Question 2
 The following traffic count data were
taken from a permanent detector
location on a major state highway.
Tutorial Question 2
 From this data, determine:
 (a) the AADT
 (b) the ADT for each month,
 (c) the AAWT, and
 (d) the AWT for each month. From this information, what can be
discerned about the character of the facility and the demand it
serves?
Tutorial Question 3
 The following counts were taken on a major arterial during the
evening peak period:
Tutorial Question 3
 From this data, determine:
 (a) The peak hour.
 (b) The peak hour volume.
 (c) The peak flow rate within the peak hour.
 (d) The peak hour factor (PHF).
Traffic Volume
 https://civil808.com/sites/default/files/field/files/node_3951-
roger_roess_elena_prassas_william_mcshane_trafbookzz.org_.pdf
Traffic Volume Studies Definitions

• Study of traffic volumes by lane

Turning Movement Counts
• Turning movement (TM) counts are used for a variety of intersection
analyses, including traffic operations analyses, intersection design,
and transportation planning applications.

• For many planning and design applications, especially in the case of

proposed future improvements to an intersection or even proposed
new intersections, future year TM counts are needed for the analysis.
Accordingly, there is a need to forecast turning movements at the
intersection.
Turning Movement Counts

Sample Turning movement Count Data Sheet

Turning Movement Counts (Base vs Future)
Turning Movement Counts

• Do example
with sample
video
recording

• Sample Intersection Turning movement Count Sheet

Traffic Volume Studies Definitions
 Historically, the 30th highest hour is used in rural planning, design,
and operations. There are two primary arguments for this:
(1) the target demand would be exceeded only 29 times per year, and
(2) the 30th peak hour generally marks a point where subsequent peak
hours have similar volumes. The latter defines a point on many
relationships where the curve begins to "flatten out" a range of
demands where it is deemed economic to invest in additional roadway
capacity
Traffic Volume Studies Definitions
 Maximum annual hourly volume: The highest hourly volume that
occurs on a roadway in a designated year.
 Average density: The average number of vehicles per unit length of
roadway over a specified period of time.
Need for Data on Traffic Volumes
 Traffic volume information is extremely important in traffic planning,
design, operation and research. Types of volumes information vary
according to the application of the data.
 Annual total traffic volumes are used for:
 Measuring and establishing trends in traffic volume
 Determining annual travel in vehicle km as economic justification for
proposed expenditures
 Computing accident rates per 100 million vehicle km
 Estimating highway user revenues
Need for Data on Traffic Volumes
 AADT or ADT volumes are used for;
 Highway planning activities such as developing freeway systems and major or
arterial street systems, selecting through streets, and selecting the best route
for a new facility or improvement
 Highway programming to determine the need for and priority of street
improvements
 Measuring the present demand for service by the street or highway
 Evaluating the present traffic flow with respect to the existing street or
highway system
Need for Data on Traffic Volumes
 The direct use of AADT in geometric design is not appropriate
because it does not indicate the significant variations in volume
occurring during the various months of the year, days of the week,
hours of a day, and intervals of an hour.
Need for Data on Traffic Volumes
 Intersectional volume counts are made to determine:
1. Total traffic entering the intersection for all legs
2. Total traffic executing each of the possible turning movements
3. Total traffic by time periods
4. Classification of vehicles by type
Need for Data on Traffic Volumes
 Information relative to volume and classification of vehicles involved
in turning movements are important for intersection design,
interchange design, channelization, accident analysis (and remedy
development), capacity analysis, congestion analysis, planning of
effective controls (such as signal timing and phasing), and turning and
parking restrictions.
Need for Data on Traffic Volumes
 Mid-block volume counts are made to determine:
 Total traffic from each direction
 Total traffic by time periods
 Classification of vehicle by type
Presentation of Traffic Volume Data
Traffic Flow Maps
 These maps show volume along various routes by using bands
proportional to the traffic volume carried. This provides rapid
visualization of the relative volumes carried by different streets and
highways throughout the area, numerical traffic volumes are often
entered on the bands for more accurate interpretation. It is also
advisable to show separate bands representing flows in opposite
directions, since large differences may exist between opposing
volumes. The volumes shown on a traffic flow map may be for the
peak hour, ADT, or volumes for other time intervals.
Presentation of Traffic Volume Data
 Intersection Flow Diagrams
These diagrams give the direction and volume for all movements, by
bands, through an intersection. Generally, peak-hour counts are shown
if it is a problem intersection or if volume data are taken for traffic
control purposes. For general planning surveys it may be desirable to
prepare additional flow diagrams for ADT volume or for any other time
interval that may be of interest.
Different Speeds Considered
 Posted speed = speed limit
 Operating speed = free flow (spot speed)
 Running speed = length of highway section ÷ running time
 Design speed = selected speed used to determine geometric
design features (85th percentile speed)
 Minimum speed = 15th percentile speed
Design Speed
 Design speed is defined by the AASHTO Green Book as: ...the maximum
safe speed that can be maintained over a specified section of highway
when conditions are so favorable that the design features of the
highway govern.
 Design Speed should:
1) “…be consistent with the speed the driver is likely to expect.” and
2) “. . .fit the travel desires and habits of nearly all drivers.”
 The design speed ≠posted speed
 The design speed ≠ operating speed (but ALWAYS higher than both)
Measuring Traffic Volumes
Generally, there are two broad ways by which traffic volumes can be
measured. These are through:
 Manual traffic counts- These are conducted by trained personnel who use
tally counters or other counting devices to count the number and type of
vehicles passing by. Manual counts can be conducted at various locations
and times of day, depending on the study objectives and local conditions.
 Automated Traffic Counters- These use electronic sensors, such as
inductive loops, radar, or cameras, to detect and record the number and
type of vehicles passing by. These devices can be installed at various
locations, such as intersections, roadway segments, or toll plazas, and can
provide accurate and detailed traffic volume data.
Measuring Traffic Volumes
•Inductive loops are used in signal detection and work like a metal detector. Once a
vehicle drives over a loop sensor the loop field changes which allows the detection
device to detect the presence of an object (mainly a vehicle). Inductive loops are
often used in combination with axle sensors to collect classification data.
Measuring Traffic Volumes
•In pneumatic tube vehicle counting, one or more rubber hoses are stretched
across the road and connected at one end to a data logger. The other end of the
tube is sealed. When a pair of wheels hits the tube, air pressure in the squashed
tube activates the data logger which records the time of the event.
Measuring Traffic Volumes
Detectors can also be categorised as:
(a) Intrusive or
(b) Non-intrusive depending on how they are fixed relative to the road on which
they are to collect traffic data on.

Intrusive traffic detectors are those that are physically embedded in the roadway,
such as inductive loops, pneumatic tubes, or piezoelectric sensors. These detectors
require some degree of disruption to the roadway surface in order to be installed,
and they generally provide highly accurate data on traffic volume, speed, and
occupancy. Intrusive detectors can be used for both short-term and long-term
traffic studies, but their installation and maintenance can be costly and disruptive.
Measuring Traffic Volumes
Non-intrusive traffic detectors are those that do not require any
physical installation in the roadway, such as video cameras, radar
detectors, or infrared sensors. These detectors can be mounted on
poles or other structures along the roadside, and they generally
provide less accurate data than intrusive detectors, but they are less
expensive and less disruptive to install and maintain. Non-intrusive
detectors can be used for both short-term and long-term traffic studies,
but they may not be as accurate as intrusive detectors, particularly for
certain types of traffic data, such as vehicle classification or occupancy.
Measuring Traffic Volumes

Intrusive and Non Intrusive automated counts

 Measuring Traffic Volumes
• The Highway Capacity Manual (HCM) provides guidelines for measuring traffic volume using
automated traffic counters or manual traffic counts. In using these approaches, the HCM
recommends that:

• For Automated Traffic Counters:

i. Install automated traffic counters at the location of interest, such as an intersection or a
roadway segment. The counters should be installed according to the manufacturer's
instructions and the local conditions.
ii. Verify that the automated traffic counters are working properly by conducting field tests and
checking the data output.
iii. Collect the traffic volume data from the automated traffic counters and check for any errors
or anomalies. The data should include the number and type of vehicles passing by, and the
time of day and day of the week.
Measuring Traffic Volumes
• For Manual Traffic Counts:

i. Choose the location of interest and the time period for the manual count, based on the
study objectives and local conditions.
ii. Assign trained personnel to conduct the manual count, and provide them with the
necessary equipment, such as tally counters, clipboards, and safety vests.
iii. Count the number and type of vehicles passing by in the designated time period, using the
tally counters or other counting devices.
iv. Record the data on data sheets and check for any errors or anomalies. The data should
include the time of day and day of the week, as well as the number and type of vehicles
passing by.
Manual Classified Traffic Counts
• A manual classified count involves counting all the vehicles passing a selected location on a
road for a pre-determined period of time. The count can be for any duration, but is usually
conducted for twenty four hours, and for three or four days consecutively. Counts that occur for
shorter durations (e.g 12-hour traffic counts) can be expanded to 24 -hour counts using
expansion factors.

• During a manual classified traffic count, enumerators are assigned for each lane (and also
direction) of traffic for the entire duration of the count. The enumerators’ task is to quickly
identify and tally the vehicles based on their respective classification that are making their way
past their point of observation. Traffic counts (may begin from for example 6 am and go on till
6pm). As such, enumerators could be given spares who help to fill in for an individual that may
be need a break (bathroom break, rest break, etc.). The data for such studies can be usually
collected in 15mins intervals as displayed in the chart below. The results of the tally are
computed and presented in an Excel chart for further analysis.
Manual Classified Traffic Counts

DUR vehicle •
Enumerator
classes in collecting data
Ghana
Manual Classified Traffic Counts

Sample
Sample Tally sheet
computations
Projecting future Traffic Volumes
 Traffic volume data can be estimated to be used for future expansion,
design and regulation. Here, the formula used is:
 A=P (1+r)n

Where; A= future traffic volume

P= present traffic volume
n= no of years being estimated for.
r= economic growth rate
 Note: Average rate of growth of traffic is consider x% (based on GDP
growth rate).
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