AHSANULLAH UNIVERSITY OF SCIENCE &

TECHNOLOGY
Department of Civil Engineering
Course No: CE 452

TRAFFIC SPEED STUDY

MR. Nafis Anwari
Lecturer, Aust
&
MD. Abir Hasan
Lecturer, Aust

Submitted By

Group 1
Ajoy Karmaker 15.01.03.149
Foysal Ahmed Sohag 15.01.03.150
Uchhwas Datta 15.01.03.151
Anamul Haque Sozib 15.01.03.152
Kawser Ahmed Raihan 15.01.03.153

Page | 1
 ABSTRACT

Traffic engineering uses engineering methods and techniques to achieve the safe and time
efficient movement of people and goods on roadways. The safe and time efficient movement
of the people and goods is dependent on Traffic flow, which is directly connected to the
traffic characteristics. The three main parameters of a traffic flow are volume, speed and
density. In the absence of effective planning and traffic management of the city, the current
road infrastructure cannot cater the future needs of the city. Pedestrian and vehicle volumes
have increased significantly in the last decade due to the change of the economics of the
middleclass families. The current work studies traffic characteristics in the city of Dhaka at
one selected priority road section. In this work emphasis was given on traffic speed and the
analysis was carried out through primary at Shatrasta to Pubali Bank junction in Dhaka city.
Traffic speed is studied by manual methods and number plate method. For better
understanding of the present status of traffic, traffic survey is conducted. Calculation of spot
speed and travel speed for cars was provided by our respected course co-coordinators of the
course CE452. With the help of the data collection, an attempt had been made to understand
the traffic patterns during different time periods. Hence the results from the present study are
helpful in controlling the traffic and also in suggesting some of the remedial measures to
improve the traffic safety in the region. Remedial measures such as widening the road,
changing 4-lane to 6-lane or by providing more public transport can be recommended based
on the outcomes of the work.

Page | 2
 ACKNOWLEDGEMENTS

First of all, we would like to express my deepest sense of gratitude to almighty ALLAH. We
write this acknowledgement with great honor, pride and pleasure to pay my respects to all
who enabled us either directly or indirectly in completing this report. We express our deep
sense of gratitude to Nafis Anwari (Lecturer in CE) & MD. Abir Hasan (Lecturer in CE) at
Ahsanullah University of Science and Technology for being constant source of inspiration,
valuable guidance and constant encouragement to us especially for solving the problems that
we have encountered while working on this report.And also special thanks to Our friend
Golam Sarwar Sourav.

Ajoy Karmaker.

Foysal Ahmed Sohag.

Uchhwas Datta.

Anamul Haque Sozib.

Md. Kawser Ahmed Raihan.

Page | 3
 DECLARATION

We hereby declare that this report is our own work and effort and that it has not been
submitted anywhere for any award. All the contents provided here is totally based on our own
labor dedicated for the completion of the laboratory experiment of volume study of the road
lying near to our university. Where other sources of information have been used, they have
been acknowledged and the sources of information have been provided in the reference
section.

Ajoy Karmaker.

Foysal Ahmed Sohag.

Uchhwas Datta.

Anamul Haque Sozib.

Md. Kawser Ahmed Raihan.

Page | 4
DEDICATED TO OUR PARENTS

Page | 5
 Table of Contents
ABSTRACT............................................................................................................................................ 2
ACKNOWLEDGEMENTS ................................................................................................................ 3
DECLARATION ............................................................................................................................ 4
Chapter 1 : INTRODUCTION .................................................................................................................... 8
1.1 INTRODUCTION ............................................................................................................................. 8
1.2 SCOPE OF THE TRAFFIC SPEED STUDY .............................................................................. 8
1.3 OBJECTIVES OF TRAFFIC SPEED STUDY ......................................................................................... 9
1.4 PURPOSE OF THE TRAFFIC SPEED STUDY ...................................................................................... 9
Chapter 2 : LITERATURE REVIEW .......................................................................................................... 10
2.1 INTRODUCTION ........................................................................................................................... 10
2.2 TRAFFIC SPEED STUDY................................................................................................................. 10
2.3 PARTS OF TRAFFIC STUDIES ........................................................................................................ 10
2.4 TRAFFIC SPEED STUDY................................................................................................................. 11
2.5 DEFINITION OF SPEED ................................................................................................................. 11
2.5.1 SPOT SPEED .......................................................................................................................... 11
Figure 2.1 Spot speed using stop watch ........................................................................................... 12
Figure 2.2 Spot speed using Radar meter method ........................................................................... 12
Figure 2.3 Spot Speed using Pneumatic methods ................................................................... 13
2.5.2 SPACE MEAN SPEED ............................................................................................................. 13
2.5.3 TIME MEAN SPEED ............................................................................................................... 14
2.5.4 FREE FLOW SPEED ................................................................................................................ 14
2.5.5 TRAFFIC DELAY ..................................................................................................................... 15
2.6 SPEED FROM CUMULATIVE FREQUENCY CURVE ........................................................................ 15
2.7 TRAFFIC DELAY ............................................................................................................................ 15
2.8 PERCENTILE SPEEDS .................................................................................................................... 16
Chapter 3 : METHODOLOGY ................................................................................................................. 17
Figure 3.1: location of our study ....................................................................................................... 17
3.1 INTRODUCTION ........................................................................................................................... 17
3.2 Data Processing Location: ........................................................................................................... 17
CHAPTER 4 : DATA COLLECTION ........................................................................................................... 20
4.1 Spot Speed Data Collection......................................................................................................... 20
Table 4.1 : Spot speed data collection : ............................................................................................ 20
CHAPTER 5: DATA ANALYSIS ................................................................................................................. 21

Page | 6
 Table 5.1 : STATISTICAL CALCULATION OF SPOT SPEED ................................................................... 21
Figure 5.2 : Cumulative frequency vs Spot speed Curve .................................................................. 22
Figure 5.3 : Speed Histrogram........................................................................................................... 22
Table 5.2 : Private car Travel speed statistical calculation table : .................................................... 23
5.1 Delay Study ................................................................................................................................. 25
Table 5.3: Delay Study for Shatrasta To Pubali Bank Junction .............................................................. 25
Table 5.4: Summery of Cost .............................................................................................................. 25
Figure 5.4: Space mean speed Vs Flow curve ................................................................................... 26
Chapter 6 : CONCLUSION AND RECOMMENDATION ............................................................................ 27
6.1 CONCLUSION ............................................................................................................................... 27
6.2 POSSIBLE REASONS BEHIND DELAY ............................................................................................ 27
6.3 RECOMMENDATIONS FOR REDUCING DELAY............................................................................. 28
6.4 LIMITATIONS ............................................................................................................................... 28
6.5 RECOMMENDATION OF FUTURE STUDY .................................................................................... 29
6.6 REFERENCE .................................................................................................................................. 30

Page | 7
 Chapter 1 : INTRODUCTION

1.1 INTRODUCTION
Traffic Engineering is that branch of engineering which deals with the improvement of traffic
performance of road networks and terminals. This is achieved by systematic traffic studies,
scientific analysis and engineering applications. The goal of traffic engineering is to assure
safe, convenient and time efficient movement of people and goods on roadways. This
movement of the people and goods is dependent on traffic parameters. The three main
parameters of a traffic flow are volume, speed and density. Speed is an important
transportation consideration because it relates to safety, time, comfort, convenience and
economics. The actual speed of vehicles over a particular route may fluctuate widely
depending on several factors such as geometric features,

1.2 SCOPE OF THE TRAFFIC SPEED STUDY

Spot speed studies are conducted to estimate the distribution of speeds of vehicles in a stream
of traffic at a particular location on a highway and are used for:

 Establishing effectiveness of new or existing speed limits.

 Magnitudes, classifications and the time and directional split of vehicular flows.
 Establishing trends to assess the effectiveness of national policy on speed limits and
enforcement.
 Specific design applications (like sight distance, breaking distance, passing distance
etc.)
 Investigation of high-accident locations at which speed is suspected to be a causative
factor.
 Travel speed study determines the amount of time required to travel from one point to
another on a given route. Often, information may also be collected on the locations,
durations, and causes of delays. Travel speed is used for:
 Collect data for economic analysis (user costs).
 Model calibration.
 Evaluation of performance before and after improvement.
 Problem location identification.

Page | 8
1.3 OBJECTIVES OF TRAFFIC SPEED STUDY
There are several specific objectives of traffic speed studies in this project and is listed
below:

 To measure the spot speed and travel speed of vehicles and note other related traffic
characteristics. To present detailed diagram of spot speed and travel speed
calculations.
 To calculate spot speeds and prepare tables for statistical analysis of spot speeds.
 To plot histograms, frequency curves and cumulative frequency curves of spot speeds.
 To determine weighted average speed, pace, modal speed, speed limit (85th percentile
speed), design speed, etc. of spot speeds.
 To find Time-Mean-Speed (TMS) and Space-Mean-Speed (SMS) using the travel
speed and compare SMS and TMS.
 To determine various parameters by using these speeds and also to prove some
relationships.
 To draw Speed(Space-Mean)-flow curve based on observed data.
 Superimpose typical speed-flow relationship diagram.
 To find LOS of the studied road and to draw detailed diagram.

1.4 PURPOSE OF THE TRAFFIC SPEED STUDY

 Determining existing traffic operations and evaluation of traffic control devices.
 Evaluating and determining proper speed limits.
 Determining the 50th and 85th percentage of speed.
 Determining and evaluating proper advisory speeds.
 Establishing the limits of no passing zones.
 Determining the proper placements of traffic control signs and markings.
 Setting appropriate traffic signal timing.
 Establishing roadway design elements

Page | 9
 Chapter 2 : LITERATURE REVIEW

2.1 INTRODUCTION
To design a roadway there are specific road elements that must be determined. Some of these
are the number of lanes, lane width, median type and width, length of acceleration and
deceleration lanes for on and off ramps, need for truck climbing lanes for roadway with steep
grades, curve radius required for vehicle turning, and the roadway alignment required to
provide adequate stopping and passing sight distance (Fred L. Mannering, Walter P.
Kilareski, 1998). The geometric features of the road such as horizontal and vertical alignment
sight distance.

The purpose of performing spot speed study is because of the traffic speed limit and delay
analysis to measure the efficiency of the Shatrasta to Nabisco Roadway. Our group convey
this study in this roadway to take up the speed survey and carry out a analysis that is feasible,
economic, and easily adoptable. Our study is divided into two parts, one is determining spot
speed of vehicles and the other is to conduct travel speed survey over roadway, study on all
classified vehicles.

2.2 TRAFFIC SPEED STUDY

Traffic speed data are needed for planning, designing, establishing priorities and schedules of
traffic improvements. The traffic engineer must acquire general knowledge of traffic speeds
in order to design speed, safe speed and limit of speed. Spot speed data are used in many
traffic engineering activities such as design, safe and limit speed for roadway, determining
traffic signal timing, roadway capacity, evaluating the effectiveness of improvements, and
installing speed zones.

2.3 PARTS OF TRAFFIC STUDIES

 Traffic studies include:
 Inventory of road traffic physical features.
 Traffic stream characteristics- volume, speed, density, occupancy studies etc.
 Capacity studies of streets and intersections.
 System usage studies- Travel time and delay, O-D survey.
 Travel demand- home interview survey.
 Road users cost- Value of travel time, vehicle operating cost.
 Parking supply & demand studies.
 Axle load survey.
 Mass transit performance and usage studies.
 Traffic accidents studies.
 Environmental impact studies of transport.

Page | 10
2.4 TRAFFIC SPEED STUDY
Traffic speed data are needed for planning, designing, establishing priorities and schedules of
traffic improvements. The traffic engineer must acquire general knowledge of traffic speeds
in order to design speed, safe speed and limit of speed. Spot speed data are used in many
traffic engineering activities such as design, safe and limit speed for roadway, determining
traffic signal timing, roadway capacity, evaluating the effectiveness of improvements, and
installing speed zones.

2.5 DEFINITION OF SPEED

Speed is defined as the travel distance covered by unit time. Speed is expresses as mph,
kmph, fps or m/s etc units.

v = x/t
here,
v= Velocity
x = Distance
t = Time
Speed acquired by using Equation will give the average speed.

Types of speed:
a. Spot speed
b. Space-Mean speed
c. Time-Mean speed
d. Free flow speed
e. Travel speed
2.5.1 SPOT SPEED
Spot speed is the instantaneous speed of a vehicle as it passes a specified point along a road.
Spot Speed can be done by following methods

 Stop Watch Methods.

 Radar Meter Methods.
 Pneumatic Methods.

Page | 11
2.5.1.1 STOP WATCH METHODS
The stopwatch method can be used to determine spot speed study using a small sample size
taken over a relatively short period of time. The stopwatch method is a quick and inexpensive
method for collecting speed data.

Figure 2.1 Spot speed using stop watch

2.5.1.2 RADAR METER METHODS

A radar meter is a commonly used device for directly measuring speeds in spot speed studies.
This device may be hand-held, mounted in a vehicle, or mounted on a tripod. The effective
measuring distance for radar meters ranges from 200 feet up to 2 miles. A radar meter
requires line-of-sight to accurately measure speed and is easily operated by one person.

Figure 2.2 Spot speed using Radar meter method

Page | 12
2.5.1.3 PNEUMATIC METHODS:
The pneumatic road tube method is normally used for longer data collection time periods than
those of either the stopwatch or radar meter method. Using this method, pneumatic tube are
placed in the travel lanes and are connected to recorders located at the side of the road.

Figure 2.3 Spot Speed using Pneumatic methods

2.5.2 SPACE MEAN SPEED

Space-Mean-Speed is the average of vehicle speeds weighted according to how long they
remain on the section of road. Mathematically it is harmonic mean of the observed speeds. It
is given by

Us=1/(1/N)*∑(1/Ui)

Us=Nd/∑Ti
Where,

Ti = observed time for the i the vehicle to travel distance d

N or n = number of vehicles observed

d = length of roadway section

Page | 13
Space Mean Speed is measured by following methods

 License Plate Method

 Floating Car Method
 Elevated Observer Method.

2.5.3 TIME MEAN SPEED

The time mean speed Vt is the arithmetic mean of spot speeds of all vehicles passing a
point during a specified interval of time. It is given by- where, Vi or vi = observed speed
of i-th vehicle. N or n = number of vehicles observed.

where,

Ui = observed speed of i-th vehicle

N =number of vehicles observed.

2.5.4 FREE FLOW SPEED

The desired speed of drivers in low volume conditions and in the absence of traffic control
devices. In other words, the mean speed of passenger cars that can be maintained in low to
moderate flow rates on a uniform freeway segment prevailing roadway and traffic conditions.

Page | 14
2.5.5 TRAFFIC DELAY
Travel speed is the effective speed of the vehicle on a journey between two points and is the
distance between the two points divided by the total time taken for the vehicle to complete
the travel including any stopped time. If the journey speed is less than running speed, it
indicates that the journey follows a stop-go condition with enforced acceleration and
deceleration. The spot speed here may vary from zero to some maximum in excess of the
running speed. Uniformity between travel and running speeds denotes comfortable travel
conditions.

2.6 SPEED FROM CUMULATIVE FREQUENCY CURVE

Design speed: The speed at or below which 98 percent of a sample of free flowing vehicles
travelling is Design Speed.

Safe speed: The speed at or below which 85 percent of a sample of free flowing vehicles
travelling is known as Safe Speed.

Median speed: The speed at 50 percent of observed speeds are higher than the median, 50
percent of observed speeds are lower than the median.

Speed Limit: Speed limit is counted as 15th percentile speed lower limit and 85th percentile
higher limit.

Pace: Pace is a range of speed, usually taken in 10 Kmph or 15 Kmph increment.

Modal Speed: Speed at highest frequency.

2.7 TRAFFIC DELAY

Traffic Delay is the elapse time between the time required to cover travel distance with free
flow and the time required to cover travel distance with travel speed. In our delay study
average spot speed is taken as free flow speed. Delay is found for each vehicle in terms of
second. Then Delay for one day or one year or more time is find out and finally in terms of
monetary value delay can be analyzed. 2.7 Level of Service: Traffic delay is directly related
to the driver's level of discomfort, frustration, fuel consumption, and loss of travel time. The
following paragraphs describe the various LOS categories-

 Level of Service A - Operations with low delay, or delays of less than 5.0 seconds per
vehicle. This LOS is reached when most of the oncoming vehicles enter the signal
during the green phase, and the driving conditions are ideal in all other respects as
well.

Page | 15
  Level of Service B - Operations with delays between 5.1 and 15.0 seconds per
vehicle. This LOS implies good progression, with some vehicles arriving during the
red phase.
 Level of Service C - Operations with delays between 15.1 and 25.0 seconds per
vehicle. This LOS witnesses longer cycle lengths and fair progression.
 Level of Service D - Operations with delays between 25.1 and 40.0 seconds per
vehicle. At this LOS, congestion is noticeable and longer delays may result from a
combination of unfavorable progression, long cycle lengths, and high V/c ratios.
 Level of Service E - Operations with delay between 40.1 and 60.0 seconds per
vehicle. This LOS is considered unacceptable by most drivers. This occurs under
over-saturated intersection conditions (V/c ratios over 1.0) and can also be attributed
to long cycle lengths and poor progression.

2.8 PERCENTILE SPEEDS

 98th Percentile Speed/Design speed: The speed at or below which 98 percent of a
sample of free-
Percentile Speed/Safe speed: The speed at or below which 85 percent of a sample of
free - flowing vehicles is traveling; this is typically used as a baseline for establishing
the speed (based on a spot speed study.

 50th Percentile Speed/Median speed: The speed that equally divides the distribution
of spot speeds, 50 percent of observed speeds are higher than the median, 50 percent
of observed speeds are lower than the median.

Page | 16
 Chapter 3 : METHODOLOGY

Figure 3.1: location of our study

3.1 INTRODUCTION
Speed is an important measure of the quality of travel and safety of road network. Speed by
definition is the rate of movement of vehicle in distance per unit time. The main purpose of
this study is to determine traffic parameter, specially speed. Spot Speed measurements are
most often taken at a point of road way under conditions of free flow. The intent is to
determine the speeds that drivers select, unaffected by the existence of congestion. This
information is used to determine general speed trends, to help determine reasonable speed
limits and to assess safety.

3.2 Data Processing Location:

Location of the spot for traffic speed survey is chosen to be from Nabisco to Shatrasta.

Date: Data for speed study was collected on 14 March 2019.

Time: Time of data collection for speed study was different for different groups however for
group-1 the time was from 12:00 pm to 1:00 pm.

Weather Condition: It was a sunny day. Observation: Spot and travel speed of cars.

Distance for Spot Speed: 50 ft.

Number of Enumerator: 5

Page | 17
Equipment’s and Method used to collect speed data: The data collectors used stopwatches
to record the time in case of recording spot speed data. Travel speed data was collected by
number plate method and manual method. At first the enumerators calibrated their smart
phone and two groups were made consisting of two enumerators. The most common method
of collecting traffic flow data is the manual method, which consist of assigning a person to
record traffic as it passes. This method of data collection can be expensive in terms of
manpower, but it is nonetheless necessary in most cases where vehicles are to be classified
with a number of movements recorded separately, such as at intersections.

At intersection sites, the traffic on each arm should be counted and recorded separately for
each movement. It is of paramount importance that traffic on roads with more than one lane
are counted and classified by direction of traffic flow. Permanent traffic-counting teams are
normally set up to carry out the counting at the various locations throughout the road network
at set interval. The duration of the count is determined prior to commencement of traffic
counting and it is dictated by the end use of data. The teams are managed and supervised by
the group members to ensure efficient and proper collection of data.

Spot Speed

ation- Travel time between 50 strip (Speed= 60/time in second = speed in mph)

- Manual (Strip Method)

- Ranging rods for strip marking, stopwatch, data sheet etc

- Mid-block (free from obstructions)

- 30 minutes

- Random, only free flow vehicles, matching vehicle proportion in the traffic
stream

rs- 5 numbers

- Each enumerator would record travel time of a specific vehicle(s) type

Page | 18
Travel Speed

- Travel time between two widely separated sections

- Matching registration plate with the help of messenger

Equipment- Ranging rods for marking terminal points, watch, speed recorder etc.

- Suitable points would be where vehicle approach speed is low (near junctions,
speed breaker etc.)

- 30 minutes

- Record as many vehicle as possible

- 5 numbers

- Each enumerator record the data with the help of messenger..

Page | 19
 CHAPTER 4 : DATA COLLECTION
4.1 Spot Speed Data Collection.

To check the distribution pattern by fitting normal distribution curve, CAR is selected. Here
the all CAR spot speed data is given below:

Table 4.1 : Spot speed data collection :

Length
Veh. No
Time Speed(ft/s) Avg Speed (ft/sec) Speed(mph)
50 1.64 30.4878 1 20.78713
50 1.01 49.50495 2 33.75337
50 1.47 34.01361 3 23.19109
50 1.82 27.47253 4 18.73126
50 1.81 27.62431 5 18.83475
50 1.9 26.31579 6 17.94258
50 1.8 27.77778 7 18.93939
50 2.01 24.87562 8 16.96065
50 1.47 34.01361 9 23.19109
50 1.8 27.77778 10 18.93939
50 1.23 40.65041 11 27.71618
50 1.14 43.85965 12 29.9043
50 1.64 30.4878 13 20.78713
50 1.47 34.01361 14 23.19109
50 1.65 30.30303 34.09674 15 20.66115
50 1.02 49.01961 16 33.42245
50 1.13 44.24779 17 30.16894
50 1.24 40.32258 18 27.49266
50 1.12 44.64286 19 30.4383
50 1.25 40 20 27.27272
50 1.8 27.77778 21 18.93939
50 2.03 24.63054 22 16.79355
50 1.17 42.73504 23 29.13752
50 1.77 28.24859 24 19.2604
50 1.62 30.8642 25 21.04377
50 1.25 40 26 27.27272
50 1.58 31.64557 27 21.57652
50 1.67 29.94012 28 20.41371
50 1.5 33.33333 29 22.72727
50 1.9 26.31579 30 17.94258

Page | 20
 CHAPTER 5: DATA ANALYSIS

Table 5.1 : STATISTICAL CALCULATION OF SPOT SPEED

Cumulative
Class Mid Value Frequency %Frequency
%frequency

10--13 11.5 0 0.00 0.00

13-16 14.5 0 0.00 0.00
16-19 17.5 9 30.00 30.00
19-22 20.5 7 23.33 53.33
22-25 23.5 4 13.33 66.67
25-28 26.5 4 13.33 80.00
28-31 29.5 4 13.33 93.33
31-34 32.5 2 6.67 100.00
Total Frequency 30

35.00
% Frequency Vs Spot Speed
30.00

25.00
% Frequency

20.00

15.00 Series1

10.00
pace
16---26
5.00

0.00
0 5 10 15 18 20 25 30 35
-5.00
Spot Speed(mph)

Figure 5.1 : Frequency vs spot speed curve

Page | 21
 Cumulative frequency vs spot speed(mph)
120.00

100%
100.00
Cumulative frequency

80.00
85%

60.00
50%
Series1

40.00

27.5
33
20.00 mph
mph
15%
21 mph

0.00
0 5 10 15 20 25 30 35
17mph
-20.00
Spot Speed (mph)

Figure 5.2 : Cumulative frequency vs Spot speed Curve

Speed Histrogram

10
9
8
7
Frequency

6 n
5
4
3
2
1
0
10--13 13-16 16-19 19-22 22-25 25-28 28-31 31-34

Speed Range (MPH)

Figure 5.3 : Speed Histrogram

Page | 22
Table 5.2 : Private car Travel speed statistical calculation table :

TMS or SMS or
Speed
Distance Time Arithmatic Harmonic
Veh. No. (mph) (Vi-Vs)^2
(m) (sec) Mean (vt) Mean (vs)
vi
(mph) (mph)

88.552581
1 1000 84 26.63
376.31951
2 1000 68 32.90
1.2960353
3 1000 181 12.36
11.897637
4 1000 132 16.95
2.9716643
5 1000 190 11.77
8.7076233
6 1000 136 16.45
49.352948
7 1000 109 20.52
26.460187
8 1000 120 18.64
13.76418
9 1000 130 17.21
42.053525
10 1000 319 7.01
44.307992
11 1000 327 6.84
36.490701
12 1000 300 7.46
30.339701
13 1000 280 7.99
40.037769
14 1000 312 7.17
37.68566
15 1000 304 7.36
17.22 13.49722
2.5555315
16 1000 188 11.90
1.9758588
17 1000 185 12.09
23.409667
18 1000 122 18.34
87.024613
19 1000 98 22.83

20 1000 102 21.93 71.125007

Page | 23
 46.766425
21 1000 110 20.34
111.42699
22 1000 93 24.05
2.1628434
23 1000 186 12.03
0.5108043
24 1000 175 12.78
8.0134807
25 1000 137 16.33
35.455263
26 1000 115 19.45
156.59294
27 1000 86 26.01
149.19973
28 1000 87 25.71
1095.9872
29 1000 48 46.60
20.046221
30 1000 248 9.02

Here, Space Mean Speed is lower than Time Mean Speed.

Now, Standard Deviation (Sd2) = 2622.49/29

Sd = 9.51
Variance, Sd2 = 90.42

Now, Vs+Sd2 / Vs = 7.699

Page | 24
 5.1 Delay Study

Table 5.3: Delay Study for Shatrasta To Pubali Bank Junction

DELAY STUDY FROM Shatrasta To Pubali bank

Junction
Vehicle Passeng
Avg. Avg. Vehicle Vehicle
Total delay Vehicle Delayof ertime Total
Spot Travel Delay No.of operati operatin VOC +
Vehicle Delay cost Occupan Passeng value Cost/2hr
Speed Speed (sec) Vehicle on Cost gTravel VOT
(hr) (TK/veh cy er(hr) (TKper TK. (TK.)
(mile/hr) (mile/hr) TK Cost
. hr) pass.Hr)
TK.

CAR 34.09 13.497 108.35 3062.5 92.17 100 9217 4 368.68 5 1843.4 3686.8
7 11060.4

Table 5.4: Summery of Cost

Total cost in 1
Total cost in 2 Total cost in 1
Route year million
Hour(TK.) Day(TK.)
(TK.)

Shatrasta
to Pubali 3686.8 44241.6 16.15
Bank
junction

Page | 25
 14

13.9
Space Mean Speed(mph)
13.8

13.7 Series1
Series2
13.6

13.5

13.4
3000 3100 3200 3300 3400 3500 3600
Flow(pcu/hr)

Figure 5.4: Space mean speed Vs Flow curve

Page | 26
 Chapter 6 : CONCLUSION AND RECOMMENDATION

6.1 CONCLUSION
It can be concluded that, the speed distributions of the vehicles along our study location have
been observed through spot speed study. In spot speed study, speed is taken for Cars only.
Total four Group spot speed data is accumulated. From frequency table weighted average
speed is determined and it is 17.22 mph. To understand the speed data frequency curve,
histogram & cumulative frequency curve is drawn. From histogram, it is seen that the speed
of maximum number of vehicles in Shatrasta to pubali bank junction roadway is in 16-26
mph range. So it said that modal speed is in this range. From frequency curve, the highest
peak is 33.75 mph. And it is modal speed.

From cumulative frequency curve, design speed (98th percentile speed) is 33 mph. Safe
speed (85th percentile) is 27.5 mph. From this curve we can also determine limit speed. In
limit speed upper limit (85th percentile) is 27.5 mph & lower limit (15th percentile) is 17
mph.

6.2 POSSIBLE REASONS BEHIND DELAY

 There were a number of side roads observed along the road.
 There was direct access to the road side structures.
 There was no parking area along the road so all the vehicles which needed parking
parked at the side of the road and they occupied one lane. So this is a major reason
behind the delay.
 The road surface was not smooth enough. There were pot holes which made the
drivers slow their vehicles.
 Overtaking and lane changing tendency of the vehicles decrease the speed of the
traffic flow.
 Stopping of buses without Bus Lay By.
 There was a flyover ahead of the road which caused congestion on the road.

Page | 27
6.3 RECOMMENDATIONS FOR REDUCING DELAY
 Side road access should be controlled. If necessary a number of side roads can be
closed.
 Direct access to the structures should be made off and a rear entry road maybe
provided for the building.
 Road side parking should be banned. A separate parking space should be provided.
 Bus lay by should be provided for the buses.
 Laws should be enforced to prevent drivers from lane changing and overtaking.
 Roads should be constructed and maintained in a way that the road surface is smooth.

6.4 LIMITATIONS
 The major limitation of spot speed study was conducted for 5 minutes only, whereas
for proper results the survey should be conducted for more time.
 Another limitation of spot speed study, we take spot speed data in Tuesday. To get
more accurate result, the study should be taken through the whole day.
 Number of enumerators was 6 persons per group where for complete and precise
collection of travel speed data at least 10 persons were required for each group.
 Our travel speed collected data is for representative portion of traffic stream. However
if it was possible to collect data for each and every type of vehicle then a better
scenario could have been presented.
 Any type of traffic related study should be done on classified vehicles as there are
many types of vehicles on the road but we have completed our studies only on private
cars. So, this is the most important limitation.
 Speed study should be conducted at various times of a day like in the early morning
when there is free flow, then at office time then at noon when flow is very low and at
the evening. But we have taken data only of one time.
 For spot speed at least 200 vehicles speed should measure but we have taken data of
only 30 vehicles.
 For Travel Speed at least 30-40 vehicles speed should be calculated but we have only
taken data of 20 vehicles.
 The distances of observation in travel speed has to be accurate. But in our case, we
got the distance from google map and our data taking positions do not match with the
map.

Page | 28
6.5 RECOMMENDATION OF FUTURE STUDY
 Our speed Study is done by manually. In future, manually in addition to image
processing can be added to get more proper result.
 Radar meter can be properly used in Speed study.
 Data from modern equipment and manually data can be compared. Some more
statistical analysis can be done.

Speed study must be done carefully for cost & benefit calculation of a project.
 Volume study must be done before speed study.
 The results of the study suggest that traffic control system have to improve for smooth
flow.
 Manual count must be done by trained person.
 Optimum vehicle composition of a traffic flow consist 40% public transport or bus
while there was only 27% public transport in our study.
 Bicycle should have specific lane of their own which typically is placed beside
footpath.
 Side road access should be controlled. If necessary a number of side roads can be
closed.
 Direct access to the structures should be made off and a rear entry road maybe
provided for the buildings.
 Road side parking should be banned. A separate parking space should be provided.
 Bus lay by should be provided for the buses.
 Laws should be enforced to prevent drivers from lane changing and overtaking.
 Roads should be constructed and maintained in a way that the road surface is smooth.

Page | 29
6.6 REFERENCE

 Fred L. Mannering, Walter P. Kilareski, S. S. W. (1998) Principles of highway

engineering and traffic analysis Second Edition.
 Robertson, H. D. 1994. Spot Speed Studies. In Manual of Transportation Engineering
Studies, ed. H. D. Robertson, J. E. Hummer, D. C. Nelson. Englewood Cliffs, N.J.:
Prentice Hall, Inc., pp. 33–51.
 Currin, T. R. 2001. Spot Speed Study. In Introduction to Traffic Engineering: A
Manual for Data Collection and Analysis, ed. B. Stenquist. Stamford, Conn.:
Wadsworth Group, pp. 4–12.
 Homburger, W. S., J. W. Hall, R. C. Loutzenheiser, and W. R. Reilly. 1996. Spot
Speed Studies. In Fundamentals of Traffic Engineering. Berkeley: Institute of
Transportation Studies, University of California, Berkeley, pp. 6.1–6.9.
 Parma, K. 2001. Survey of Speed Zoning Practices: An Informational Report.
Washington, D.C.: Institute of Transportation Engineers.
 Persaud, Bhagwant, Parker, Martin Jr., and Gerald Wilde. 1997. Safety, speed and
speed management. Transportation Canada Repor. Ottawa Canada. Pline, James L.
editor. 1999. Traffic Engineering Handbook. Institute of Transportation Engineers
(ITE), 5th Edition.
 Mannering, Fred L. Walter P. Kilarski. 1998. Principles of Highway Engineering and
Traffic Analysis. Wiley, New York. 2nd Edition:340.National Research Council.
1998. Highway Capacity Manual; Special Report 209. 3rd Edition Washington, D.C.
 https://www.academia.edu/34779512/Spot_Speed_Study (Accessed: 8 February
2019).
 www.slideshare.com
 https://www.researchgate.net/publication/270647297_Evaluation_of_Traffic_Charact
erist ics_A_Case_Study
 https://www.researchgate.net/publication/326752757_Spot_Speed_Study_of_Vehicul
ar_ Traffic_on_Major_Highways_in_Makurdi_Town
 https://www.webpages.uidaho.edu/niatt_labmanual/Chapters/signaltimingdesign/theor
yan dconcepts/ComputingDelayAndLOS.htm
 https://www.google.com
 www.academia.edu
 wikipedia.com

Page | 30