Section 7

Network Speeds and Delay

Surveys
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CONTENTS
7 NETWORK SPEEDS AND DELAY SURVEYS ..................................................................................... 7-1
7.1 INTRODUCTION ................................................................................................................................. 7-1
7.2 OVERVIEW ........................................................................................................................................ 7-1
7.3 THE FLOATING CAR METHOD ............................................................................................................ 7-1
7.4 DATA ANALYSIS AND PRESENTATION OF RESULTS .............................................................................. 7-3
7.5 REFERENCES.................................................................................................................................... 7-4

TABLE OF FIGURES
FIGURE 7-1 AN EXAMPLE OF A COMPLETED JOURNEY TIME/MOVING OBSERVER SURVEY ..................................... 7-3

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7 NETWORK SPEEDS AND DELAY SURVEYS

7.1 Introduction
Average network travel times and journey speeds are a major measure of road traffic performance. A travel
time and delay study measures the average travel and running times along sections of a route while at the
same time collecting information on location, duration and cause of delays. A delay study measures stopping
time delay at specific points such as intersections or railway crossings. From these measured times, average
travel times and running speeds can be calculated (Austroads, 1988).
Travel time and delay data are used to (Austroads, 1988):
assess the quality of the traffic route,
evaluate the before and after effects of traffic improvements,
undertake economic analysis,
identify locations and causes of congestion,
determine needs for traffic signals, and
develop optimum timing sequences at traffic signals.

7.2 Overview
Travel times may be observed in two different ways (Austroads, 1988):
Moving observer
The observer drives a test car in the traffic stream and records its passage time.
Stationary observer
Observers are placed at fixed points in the network and record the times that a sample of
vehicles take to travel the length of the survey section.
Stationary observer methods will not be covered. Moving observer methods require the adoption of set
strategies by the drivers of the test vehicles. Two common strategies are the floating car strategy and the
chase car strategy (Austroads, 1988).
Floating car method - The test vehicle attempts to simulate an average vehicle in the traffic stream by
attempting to balance the number of vehicles that overtake the test car with the
number of vehicles that the test car overtakes. If this is the case, the test vehicles is
said to be floating.
Chase car method - The test vehicle follows a randomly selected vehicle in the traffic stream, copying as
closely as possible the manoeuvres of the chased vehicle. One obvious problem
with this method is that the route of the chased vehicle is not known in advance and
as therefore may leave the survey route at any time. Safety may also be a problem,
especially at high speed or in heavy traffic.

7.3 The Floating Car Method

The advantages of the floating car technique are its direct and accurate measurement of travel times and
delays, and personal experience of the causes of delays. The main disadvantages are the large resources
required for a comprehensive network survey, and problems of the survey vehicle exceeding the speed limit
(TRL, 1993). As a monitoring technique for before and after surveys, specific turning movements should be
identified for inclusion in the survey which represent typical movements through the site.
For the floating car method, the survey car is driven along a pre-determined route at the typical speed of the
other vehicles. Surveyors in the car record the time at pre-determined timing points, and the duration and
cause of all stops and delays. The distance between the timing points needs to be measured, preferably with
a measuring wheel (TRL, 1993).
Each survey car shall contain three persons; two surveyors and the driver. Their roles are as follows:
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Surveyor 1
- Controls the survey. In particular, the driver must obey instructions concerning speed and
manoeuvres.
- Must be familiar with the route and the timing points.
- Determines when everyone is ready.
- Instructs the driver to start. The car must enter the traffic stream before the start of the timed
route.
- Calls each timing point (timing point 7 .. NOW).
- Times the delay if the car is stopped with a stopwatch, and calls out the duration (in
seconds) and cause to be recorded by surveyor 2.
- Ends the run after the vehicle passes the last timing point.
Surveyor 2
- Records all the field data and controls all the equipment, except the stopwatch (and the
vehicle).
- Ensures that the route inventory, chronometer, field forms, and stationery are prepared, and
that the header information on each form is filled in.
- At the word NOW, records the chronometer time precisely on the field survey form (to the
nearest second, using the 24 hour clock) against the appropriate timing point.
- Records durations of, and reasons for, delays called out by surveyor 1. A separate line shall
be used for every delay.
Driver
- Learns the route.
- Drives normally (and safely), floating in the traffic, maintaining a equilibrium between
vehicles which overtake the survey car and vehicles which the survey car overtakes (cars
turning off the route shall be ignored).
- Obeys instructions from surveyor 1 (TRL, 1993).
Timing points should be defined exactly. For example, if a power pole is a timing point, the time is called as
the car crosses an imaginary line drawn from the pole, at right angles across the road. The exact time of
passing the timing point can be related to the front of the car, the rear of the car, or the surveyor. This must
remain the same throughout the survey run (TRL, 1993).
Appendix A shows the standard form that should be used to undertake a network speed and delay survey
using the floating car method.
Pilot surveys should be undertaken to cover all survey links prior to the full survey and at the same times of
day as the full survey, so as to familiarize the survey staff with the method and routes. This practice should
also establish the driving style required to float or maintain the survey car in the traffic stream ie. for the
survey car to overtake the same number of vehicles as overtake it along the length of the route.
7.3.1 Number of Runs, Routes and Timing Points
To account for different traffic conditions throughout the day, each survey run should be related to a
particular time period. Typically, these periods are (TRL, 1993):
morning peak,
afternoon peak,
daytime off-peak,
evening post-peak.
A minimum of three runs is recommended for each time period.
The maximum route length capable of being covered in one run can be estimate from the duration of each
time period being studied, number of runs required, and typical assumed speeds. For example (TRL, 1993),
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in a 2 hour period requiring 4 runs, the maximum route travel time would be 30 minutes (120/4); allowing
(say) 10 minutes for turnaround and unexpected problems, leaving 20 minutes (0.333 hours) travel time;
assuming a typical speed of 15 km/h, this gives a maximum route length of 5 km (0.333 x 15).
Route selection should cover the chosen network in the most efficient way. The following points should be
considered (TRL, 1993):
Most links are 2 way and must be surveyed in both directions.
Circular routes are easier to operate.
If more than one survey car is needed, it is better to use short routes with one car per route
(per direction) than longer routes with more than one car per route.
For before and after studies, the routes chosen for the before study must be repeated exactly
after the planned changes have been implemented.
Timing points should be located at every main road junction. Additional timing points should be added where
there is a long distance between adjacent junctions, or where significant changes in characteristics occur
(eg. road widening, or a major traffic generator such as a market/shopping centre). Each timing point must
be a specific, easily identified, fixed point. A sketch map should be produced showing the route and timing
points with a description of each timing point.
At junctions, timing points should be the point of exit from the junction so that all delay associated with the
approach to, and operation of, the junction is included with the approach link. Intermediate timing points are
best located by roadside poles (eg. street lights, road sign etc.).

7.4 Data Analysis and Presentation of Results

Results of travel time and delay studies may be presented in tabular, graphical, and diagrammatic form to
show variations along the route being studied, together with the location, cause and length of delays (if
available). Data is usually presented by link (separately by direction), either as travel time or speed, and can
then be aggregated for journeys or routes.
Data from individual runs should be presented individually as they represent conditions at different times of
the day. Simple averages can be calculated, but give biased results, as more runs are made when speeds
are high and delays are few. Travel times for each link or route can be compared by time of day, and may be
compared with the corresponding traffic flow for the same time of day.
An example of a completed survey sheet is shown in Figure 7-1.

Figure 7-1 An example of a completed Journey Time/Moving Observer survey

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7.5 References
Addis Ababa City Roads Authority (AACRA), 2002, Pavement Maintenance Management System Data
Collection Manual, Addis Ababa City Administration, Addis Ababa, Ethiopia.
Austroads, 1988, Guide to Traffic Engineering Practice, Part 3 Traffic Studies, Austroads, Sydney.
Transport Research Laboratory, 1993, Overseas Road Note 11 Urban Road Traffic Surveys, Overseas
Centre, Transport Research Laboratory, Crowthorne, Berkshire, United Kingdom.

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