UK-D: SATURATION FLOW STUDY

SYNOPSIS
For the calculation of delays and Level of Service at intersections. It is important that
the correct saturation flow rates for the specific circumstances be used. As a result of a lack
of local data practitioners would often use default values from overseas software developers.
This can lead to wrong results and inappropriate decisions based thereon. In a recent study in
the vicinity of Stellenbosch the saturation flow rates at a number of intersections were
determined. The following situations were observed:

• Turning movement (through or right);

• Gradient (Up and down);
• Number of through lanes (1 and 2); and
• Speed limit (60 and 80 km/h)

From the results, it is clear that there are significant differences between the saturation
flow rates when the conditions of the movements are different in terms of the above
characteristics. In the paper the background to the study, references to earlier research and the
results of this study are given. Recommendations are made as to the most appropriate values
to be used under different conditions.

OBJECTIVE
The objective of this experiment is to find saturation flow rates at signalized intersection.

INTRODUCTION
Saturation flow is a very important road traffic performance measure of the maximum
rate of flow of traffic. It is used extensively in signalized intersection control and design.
Saturation flow describes the number of passenger car units (pcu) in a dense flow of traffic
for a specific intersection lane group. In other words, if an intersection’s approach signal were
to stay green for an entire hour and the flow of traffic through this intersection were as dense
as could be expected, the saturation flow rate would be the amount of passenger car units that
passed through this intersection during that hour.

According to the Highway Capacity Manual (TRB, 2000) there are various factors that
influence the value of saturation flow at an intersection. A few of these were investigated
during this study and will be discussed later. Very little information on South African research
in this field could be obtained. In 1991 Allers and Stander did a study for the Department of
Transport, but they did not include the effect of the speed limit or the number of through lanes.
In a recent study in Stellenbosch in the Western Cape, saturation flow rates were determined
at different intersections under different circumstances.

The study focused firstly on determining saturation flow rates under ideal conditions
and then compared the results with results obtained under different conditions. The study
found significant differences in the results for the different conditions as well as similarities
between different intersections, but under the same conditions. This report describes the
theoretical background, data collection and results of the study done in Stellenbosch.

THEORY
Saturation Flow Rate can be defined with the following scenario: Assume that an
intersection’s approach signal was to stay green for an entire hour, and the traffic was as dense
as could reasonably be expected. The number of vehicles that would pass through the
intersection during that hour is the saturation flow rate.

Obviously, certain aspects of the traffic and the roadway will affect the saturation flow
rate of your approach. If your approach has very narrow lanes, traffic will naturally provide
longer gaps between vehicles, which will reduce your saturation flow rate. If you have large
numbers of turning movements, or large numbers of trucks and busses, your saturation flow
rate will be reduced. Put another way, the saturation flow rate (s) for a lane group is the
maximum number of vehicles from that lane group that can pass through the intersection
during one hour of continuous green under the prevailing traffic and roadway conditions. The
saturation flow rate is normally given in terms of straight-through passenger cars per hour of
green. Most design manuals and textbooks provide tables that give common values for trucks
and turning movements in terms of passenger car units (pcu).

Determining the saturation flow rate can be a somewhat complicated matter. The
saturation flow rate depends on roadway and traffic conditions, which can vary substantially
from one region to another. It’s possible that someone in the area has already completed a
measurement of the saturation flow rate for an approach similar to yours. If not, you'll need to
measure it in the field. One other possibility, which is used quite frequently, is to assume an
ideal value for the saturation flow rate and adjust it for the prevailing conditions using
adjustment factors. A saturation flow rate of 1900 vehicles/hour/lane, which corresponds to a
saturation headway of about 1.9 seconds, is a fairly common nominal value. Design manuals
usually provide adjustment factors that take parameters such as lane-width, pedestrian traffic,
and traffic composition into account.

APPARATUS
1.) Measuring tape
2.) Stop watch

PROCEDURES:
Physical Position of Study Case
1.) Measured the width of lane and direction of road.
2.) Determined the type movement of traffic.
3.) Determined the gradient of direction of road.
4.) Measured the distance from stop line to first place of vehicle. Measured that was taken
must be included in the sketch.

Light Signal Control

1.) Measured and record the time for one light signal cycle.
2.) Record anything important happen around the area of case study such as accident.
3.) Record the way of movement to turn right by itself or together with straight movement
for inverse direction.
4.) Sketch every phase of light signal.

Calculate traffic in Study Case

Recorder Jobs:
1.) Ensure that the last vehicle line up when the signal change to green.
2.) Give the type of last vehicle to the measuring.
3.) Record the class of vehicle and their direction.
4.) Record the time that read by measuring.

Jobs of Measuring:
1.) Start the stop watch when the green light starts and scream to the recorder.
2.) Read the time clearly when every vehicle that line up passing stop line with say the
number of vehicle.
3.) Scream the time the 4𝑡ℎ ,10𝑡ℎ and the last vehicle passing the stop line.
4.) If the vehicle that line up still enter the junction when the green light is over, Scream
“last green”, with the number of vehicle involved.
 RESULTS AND CALCULATION

FIELD SATURATION FLOW RATE STUDY WORKSHEET

Location: UKM Traffic Light Junction Date: 22/3/2018

Time: 3.10 pm City: Bangi
Observers: Aifa, Hafizat, Shamira Weather: Sunny
Movements Allowed: Right Turn

Vehicle in Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6

Queue Time HV T Time HV T Time HV T Time HV T Time HV T Time HV T
1 3.07 X R 2.29 X R 5.44 X R 3.44 X R 1.47 X R 3.53 X R
2 2.16 X R 3.24 X R 2.81 X R 2.59 X R 2.18 X R 1.96 X R

3 2.41 X R 1.51 X R 2.48 X R 3.4 X R 2.34 X R 4.45 X R

4 2.15 X R 2.32 X R 1.24 X R 1.72 X R 3.65 X R 3.12 X R
5 1.58 X R 3.05 X R 2.02 X R 2.94 X R 2.41 X R 1.92 X R
6 3.33 X R 2.73 X R 2.47 X R 1.83 X R 1.77 X R 1.83 X R
7 3.01 X R 1.33 X R 2.17 X R 1.82 X R 1.93 X R 2.54 X R
8 1.86 X R 2.13 X R 2.51 X R 1.94 X R 7.43 X R 1.48 X R
9 2.85 X R 2.1 X R 2.01 X R 2.02 X R 1.73 X R 2.2 X R
10 2.72 X R 3 X R 2.26 X R 2.08 X R 3.51 X R 1.39 X R
11 4.08 X R 1.92 X R 4.36 X R 2.03 X R 3.5 X R 2.29 X R
12 2.95 X R 6.17 X R 1.88 X R 1.62 X R 2.29 X R 1.39 X R
13 2.36 X R 2.83 X R 1.8 X R 2.25 X R 2.29 X R
14 3.31 X R 1.96 X R 2.88 X R 2.47 X R
15 2.54 X R 2.49 X R 2.17 X R 12.07 X R
16 2.13 X R 2.55 X R 2.17 X R 4.11 X R
17 2.55 X R 1.51 X R 3.1 X R 1.27 X R
18 1.58 X R 1.56 X R
19 2.27 X R 2.49 X R

20 2.06 X R 3.14 X R
End of
Saturation 36.24 64.5 68.37 37.52 36.46 46.63
End of
66.72 66.37
Green 70.66 53.43 51.18 46.69
No. Veh >
3 6
20 0 0 0 0
No. Veh
on
Yellow 0 0 1 0 0 0
DISCUSSION
Saturation flow rate is defined as the equivalent hourly rate at which vehicles can traverse
through an intersection approach under prevailing conditions, assuming that the green signal
was always available and no lost time was experienced. The ideal saturation flow rate is the
saturation flow rate that occurs in the ideal situation.

Based on the statistical analysis conducted, derivation of the relationship between saturation
flow (for through traffic with level gradient, no adjacent parking permitted and no bus
blockage) and lane width is satisfactory with a high level of correlation. From the results
obtained, the average saturation headway, h was approximately 1506 vphgpl. Hence, this
value is the observed saturation flow rate, s was 2.39 sec. This value however, is different
from values used in other local area. Therefore, it is necessary to determine an observed
saturation flow rate based on local conditions in order to reflect the prevailing traffic situation
more accurately.

In addition, in saturated flow rate, we observation the ideal saturation flow meaning that any
headway that does not affected by a heavy vehicle or only headways that occur before the
arrival of a heavy vehicle and turning vehicle. However, in our experiment there are no heavy
vehicle so the objective to find ideal saturation flow could not achieved due to some
circumstance. Normally the experiment doing at the peak hour, but we have done it at 3.10
pm, that is not the peak hours of the area. That why there are no heavy vehicle.
CONCLUSION
This experiment presents a study on the ideal saturation flow rate in Malaysia. Based on the
statistical analysis conducted, derivation of the relationship between saturation flow (for
through traffic with level gradient, no adjacent parking permitted and no bus blockage) and
lane width is satisfactory with a high level of correlation. From the results obtained, the
average saturation headway, h was approximately 1506 vphgpl. Hence, this value is the
observed saturation flow rate, s was 2.39 sec. This value however, is different from values
used in another local place. The ideal saturation flow rate in this experiment could not be
achieved due the zero number of heavy vehicle. Therefore, it is necessary to determine an
observed saturation flow rate based on local conditions in order to reflect the prevailing traffic
situation more accurately.

Field traffic studies strengthened the traffic theories presented in the class room. Spot speed
study helped students gain the following benefits: Spot speed study implementations,
familiarity with standard procedures and standard forms, data presentation techniques, data
analysis, field experience and applications, group work, professional presentation skills,
interpretations of results, and professional software implementation. Students presented their
suggested solutions to improve the studies intersections such as signal timing modifications,
intersection widening, geometric adjustments, and realignments. The laboratory will include
additional studies and projects that will embrace the transportation material taught in the
classroom environment.

REFERENCES
1. https://www.researchgate.net/publication/242309766_Determination_of_Ideal_Saturatio
n_Flow_at_Signalized_Intersections_under_Malaysian_Road_Conditions
2. https://www.researchgate.net/publication/242309766_Determination_of_Ideal_Saturatio
n_Flow_at_Signalized_Intersections_under_Malaysian_Road_Conditions
UK-E: SPOT SPEED STUDY

OBJECTIVE
The purpose of Local Speed Studies to measure and specify the features for specific places in
traffic and environmental conditions that exists during the studies.

INTRODUCTION
1.) Speed: Rate of vehicle movement in distance per time such as km/h
2.) Local speed: Measure the speed in certain area for the road direction for a while.
3.) Min-time speed: Measure some min of arithmetic local speed.
4.) Average speed: Measure the tendency in middle for some measurement of local speed
such as min arithmetic, median and variety.
5.) Ave arithmetic or average local speed: Amount of all local speed divide with number
of speed measurement.
6.) Local median speed: Value in the middle for the series of local speed that arranged
according to its magnitude.
7.) Local variety speed: Value that frequently happen for local speed measurement of
sample.
8.) Speed of local percentage to i: value of local speed that happen below I percent and
above 100-I percent.
9.) Pace: Incremental of local speed that specified example 15 km/h that contain the biggest
speed for that speed measurement.
∑ ((𝑥𝑖 −𝑥) 2 𝑁 ̅̅̅2 )
10.) Local speed of Standard deviation: 𝑠 = √ 𝑖=1 𝑁−1

 Range, w=𝑥𝑚𝑎𝑥 − 𝑥𝑚𝑖𝑛

∑ 𝑓 𝑖 𝑥𝑖
 Ave (average): 𝑥̅ = ∑ 𝑓𝑖
̅
∑ 𝑓𝑖 |𝑥𝑖 −𝑥|
 Average deviation: 𝑠 ′ = ∑ 𝑓𝑖

(∑ 𝑓𝑖 𝑥𝑖 )2
2 ∑ 𝑓𝑖 𝑥𝑖2 −
Standard deviation: 𝑠 = √
∑ 𝑓𝑖
∑ 𝑓𝑖 −1
THEORY
General location: The suitable place for rural highways are at the straight road, open section
that not close to junction and/or beside the road of construction. Then, the suitable place for
urban highways is at the part of road to park the vehicle or the route to main road that do not
disturb traffic flow.
Certain location: Chosen for certain speed for certain road or part of certain highway to observe
the benefit to traffic flow, and to study accident location. For research, to observe the
relationship between the speed and factor that influence local speed such as driver behavior,
road route, traffic and its environment.
Attention: To reduce the error from the collected data, these precautions need to be considered:
 Apparatus that need to be used must be unknown position for driver in these studies.
 Observation must be in relax position.
 Audience must be kept away.
 Number of speed vehicle must sufficient.

APPARATUS
1.) Stop watch
2.) Measuring tape 15m to 30m
3.) Road marker
4.) Radar Gun

Sample size requirement

𝑆𝐾 2
𝑁=( )
𝐸
 N= Number of sample size
 S= Approximate of sample standard deviation (=8.00)
 K= Constant for confident level 95.5 percent (=2.00)

E= Error allowed 1.5km/h

PROCEDURE

Note:
1.) Looks at the first vehicle in platoon.
2.) Chose truck that the amount proportional to its presence in traffic flow.
3.) Avoid from observe vehicle that in high speed.

Average speed of traffic Length of route m (feet) Factor of conversion to

flow km/h (bsj) change to km/h (bsj)
<40 (<25) 25 (88) 90 (60)
40-64 (25-40) 50 (176) 180 (120)
>65 (>40) 75 (264) 270 ( 180)
Table 1.1 Length of route that recommended for local speed study

𝐷 3.60𝐷
𝑉=( ) (𝐸𝑚𝑝𝑖𝑟𝑖𝑐) 𝑜𝑟 𝑉 = ( ) (𝑀𝑎𝑡𝑟𝑖𝑐)
1.47𝑇 𝑇
Where,
V= Local speed (bsj or km/h)
D= Length of route (feet or meter)
T= Time (seconds)
RESULTS AND CALCULATION

1. Frequency Table

Distance = 50 m

Speed (km/h) Car Motor Lorry Bus Total

35 - 40 0 0 3 1 4
40 - 45 1 1 3 1 6
45 - 50 2 2 2 0 6
50 - 55 4 5 4 1 14
55 - 60 6 4 1 1 12
60 - 65 8 2 5 1 16
65 - 70 5 5 1 1 12
70 - 75 3 3 1 0 7
75 - 80 1 3 0 0 4
80 - 85 2 2 0 0 4
85 - 90 2 3 0 0 5
Total 34 30 20 6 90

Table 1(a) – Frequency Table for 50 m

Distance = 75 m

Speed (km/h) Car Motor Lorry Bus Total

35 - 40 0 0 2 0 2
40 - 45 1 0 0 0 1
45 - 50 1 1 2 0 4
50 - 55 5 1 1 1 8
55 - 60 0 3 1 0 4
60 - 65 4 1 3 2 10
65 - 70 2 2 0 0 4
70 - 75 1 1 1 0 3
75 - 80 1 3 0 0 4
80 - 85 0 2 0 0 2
85 - 90 0 1 0 0 1
Total 15 15 10 3 43

Table 1(b) – Frequency Table for 75 m

2. Cumulative Table

Distance = 50 m

Percent Percent Percent

Total Cumulative Cumulative (%) Cumulative Percent (%) Cumulative (%) Cumulative (%)
Frequency Total f Car Cumulative Motor Cumulative Lorry Cumulative Bus Cumulative
4 4 0 0.000 0 0.000 3 15 1 16.667
6 10 1 2.941 1 3.333 6 30 2 33.333
6 16 3 8.824 3 10.000 8 40 2 33.333
14 30 7 20.588 8 26.667 12 60 3 50.000
12 42 13 38.235 12 40.000 13 65 4 66.667
16 58 21 61.765 14 46.667 18 90 5 83.333
12 70 26 76.471 19 63.333 19 95 6 100.000
7 77 29 85.294 22 73.333 20 100 6 100.000
4 81 30 88.235 25 83.333 20 100 6 100.000
4 85 32 94.118 27 90.000 20 100 6 100.000
5 90 34 100.000 30 100.000 20 100 6 100.000
Total 90 34 100.000 30 100.000 20 100 6 100.000

Table 2 (a) – Cumulative Table for 50 m

Distance = 75 m

Percent Percent Percent Percent

Total Cumulative Cumulative (%) Cumulative (%) Cumulative (%) Cumulative (%)
Frequency Total f Car Cumulative Motor Cumulative Lorry Cumulative Bus Cumulative
2 2 0 0.000 0 0.000 2 20 0 0.000
1 3 1 6.667 0 0.000 2 20 0 0.000
4 7 2 13.333 1 6.667 4 40 0 0.000
8 15 7 46.667 2 13.333 5 50 1 33.333
4 19 7 46.667 5 33.333 6 60 1 33.333
10 29 11 73.333 6 40.000 9 90 3 100.000
4 33 13 86.667 8 53.333 9 90 3 100.000
3 36 14 93.333 9 60.000 10 100 3 100.000
4 40 15 100.000 12 80.000 10 100 3 100.000
2 42 15 100.000 14 93.333 10 100 3 100.000
1 43 15 100.000 15 100.000 10 100 3 100.000
Total 43 15 100.000 15 100.000 10 100 3 100.000

Table 2 (b) – Cumulative Table for 75 m

3. Frequency Distribution Table

Distance = 50 m

Cumulative
Speed (km/h) xi f Cum. F fixi %f (%) xi-x f*(xi-x)
35 - 40 37.5 4 4 150 4.444 4.444 -23.72 2250.554
40 - 45 42.5 6 10 255 6.667 11.111 -18.72 2102.630
45 - 50 47.5 6 16 285 6.667 17.777 -13.72 1129.430
50 - 55 52.5 14 30 735 15.556 33.333 -8.72 1064.538
55 - 60 57.5 12 42 690 13.333 46.666 -3.72 166.061
60 - 65 62.5 16 58 1000 17.778 64.444 1.28 26.214
65 - 70 67.5 12 70 810 13.333 77.777 6.28 473.261
70 - 75 72.5 7 77 507.5 7.778 85.555 11.28 890.669
75 - 80 77.5 4 81 310 4.444 90.000 16.28 1060.154
80 - 85 82.5 4 85 330 4.444 94.444 21.28 1811.354
85 - 90 87.5 5 90 437.5 5.556 100.000 26.28 3453.192
Total 90 90 5510 100 14428.056

Table 3(a) – Frequency Distribution Table for 50 m

Distance = 75 m

Speed Cumulative
(km/h) xi f Cum. F fixi %f (%) xi-x f*(xi-x)^2
35 - 40 37.5 2 2 75 4.651 4.651 -23.721 1125.372
40 - 45 42.5 1 3 42.5 2.326 6.977 -18.721 350.476
45 - 50 47.5 4 7 190 9.302 16.279 -13.721 753.063
50 - 55 52.5 8 15 420 18.605 34.884 -8.721 608.447
55 - 60 57.5 4 19 230 9.302 44.186 -3.721 55.383
60 - 65 62.5 10 29 625 23.256 67.442 1.279 16.358
65 - 70 67.5 4 33 270 9.302 76.744 6.279 157.703
70 - 75 72.5 3 36 217.5 6.977 83.721 11.279 381.648
75 - 80 77.5 4 40 310 9.302 93.023 16.279 1060.023
80 - 85 82.5 2 42 165 4.651 97.674 21.279 905.592
85 - 90 87.5 1 43 87.5 2.326 100.000 26.279 690.586
Total 43 43 2632.5 100 6104.651

Table 3(b) – Frequency Distribution Table for 75 m

GRAPHS

Distance = 50 m

1. Frequency Polygon

Frequency Polygon
18
16
14
12
Frequency

10
8
6
4
2
0
37.5 42.5 47.5 52.5 57.5 62.5 67.5 72.5 77.5 82.5 87.5
Speed (km/h)

2. Histogram

Histogram
9
8
7
6
Frequency

5
4
3
2
1
0
40-44.945-49.950-54.955-59.960-64.965-69.970-74.975-79.980-84.985-89.999-94.9 More
Spped (km/h)
3. Cumulative Frequency Curve

Cumulative Frequency Curve

100

80
Cumulative Frequency

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
-20
Speed (km/h)

4. Percent Cumulative Frequency Curve

Percent Cumulative Frequency Curve

100
Percent Cumulative Frequency (%)

80

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
-20
Speed (km/h)
Distance = 75 m

1. Frequency Polygon

Frequency Polygon
12

10

8
Frequency

0
37.5 42.5 47.5 52.5 57.5 62.5 67.5 72.5 77.5 82.5 87.5
Speed (km/h)

2. Histogram

Frequency Polygon
12

10

8
Frequency

0
37.5 42.5 47.5 52.5 57.5 62.5 67.5 72.5 77.5 82.5 87.5
Speed (km/h)
3. Cumulative Frequency Curve

Cumulative Frequency Curve

100

80
Cumulative Frequency

60

40

20

0
0 10 20 30 40 50 60 70 80 90 100
-20
Speed (km/h)

4. Percent Cumulative Frequency Curve

Percent Cumulative Frequency Curve

120.000
Percent Cumulative Frequency (%)

100.000

80.000

60.000

40.000

20.000

0.000
0 10 20 30 40 50 60 70 80 90 100
-20.000
Speed (km/h)
CALCULATIONS

For distance = 75 m,

1. Mode = 62.5 km/h

2. Range = 𝑋𝑚𝑎𝑥 − 𝑋𝑚𝑖𝑛 = 87.5 − 37.5 = 50 km/h

Σ𝑓𝑖 𝑥𝑖 2632.5
3. Mean, 𝑥̅ = = = 61.214 km/h
Σ𝑓𝑖 43

Σ𝑓𝑖 (𝑥𝑖 −𝑥̅ )2 6104.651

4. Standard deviation = = = 145.349 km/h
Σ𝑓𝑖 −1 43−1

5. From the Percent Cumulative Frequency Curve:

Median = 60 km/h
85th speed percentile = 81 km/h
15th speed percentile = 43 km/h

For distance = 50 m,

1. Mode = 62.5 km/h

2. Range = 𝑋𝑚𝑎𝑥 − 𝑋𝑚𝑖𝑛 = 87.5 − 37.5 = 50 km/h

Σ𝑓𝑖 𝑥𝑖 5510
3. Mean, 𝑥̅ = = = 61.222 km/h
Σ𝑓𝑖 90

Σ𝑓𝑖 (𝑥𝑖 −𝑥̅ )2 14428.056

4. Standard deviation = = = 162.113 km/h
Σ𝑓𝑖 −1 90−1

5. From the Percent Cumulative Frequency Curve:

Median = 57 km/h
85th speed percentile = 74.5 km/h
15th speed percentile = 43.5 km/h
DISCUSSION

Through the results obtained, the velocity ranges for 50m and 75m distance can be
determined. For the 50m distance, velocity range between is 37.5 km/h and 87.35 km/h and for
a distance of 75m, velocity range between is 37.5 km/h and 8.35 km/h. Then there are several
graph is plotted such as frequency distribution histogram, frequency polygon, cumulative
frequency curve relative, graph of cumulative percent versus the average rate for all classes of
vehicles such as motorcycles, cars, buses and lorry. The percentile rate at 85 and 15 for all
classes of vehicles are calculated.

For 50 meter, based on the Relative Curve graph shows the cumulative percentage of
times in which the vehicle against an average speed (km/h), at 85th percentile based on the
graph is 74.5 km/h while at the 15th percentile was 43.5 km/h. At the speed, the possibility for
the accident occurs is higher.

While for 75 meter, based on the relative curve graph shows that the 85th percentile
is 81 km/h. while for 15th percentile is 43 km/h. This result also shows that, the driver was
passed the speed limit and the possibility for accident to occur is higher same with 50 meter.

For suggestion to improve the safety at the area are:

1) Set appropriate speed limits

Setting speed limits to reflect the surrounding context of the roadway and that meet with
driver expectations can help improve driver respect for speed limits. Speed limits that appear
inconsistent may be ignored by the majority of drivers and this may contribute to lack of
respect for speed limit and other traffic laws. The primary purpose for setting speed limits
is to promote highway safety. In addition to safety considerations, decision makers must
balance mobility against a need to provide road users with access to adjacent land. Thus, the
posted legal limit informs motorists of the maximum driving speeds that decision makers
consider reasonable and safe for a road class or highway section under favourable
conditions. In addition, speed limits provide the basis for enforcement. Well-conceived
speed limits provide law enforcement officers and courts with an indication of appropriate
speeds for favorable conditions and thus help target enforcement and sanctions on those
who drive at speeds that are excessive for conditions and likely to endanger others
2) Speed radars
Using speed radars as a tool to reduce the speeds on road network. Accordingly, there
is a need to understand the impact of speed enforcement on drivers’ behavior. This will
help the local authorities in taking decisions regarding the applications to be used for
speed enforcement. The results showed from that the radars have a limited effect on the
speed. On the other hand, the cameras showed much better effect on limiting the speeds.
3) Change road layout and appearance
Physical traffic calming measures force drivers to slow down. These includes:
• narrowing the entrance to a street
• creating a chicane
• build outs
• speed humps
• implementing a 20 mph speed limit

Psychological traffic calming methods such as trees, plants and art works which, by
narrowing and softening the street, can reduce forward visibility which discourages
drivers from speeding.

Features that give a message to drivers that they are entering a unique residential area
where pedestrians have priority. These features could be children’s play or sitting
areas combined with trees and plants.

Value that suggests for the speed spot study:

Average speed of traffic Travel distance ,m(feet) Exchange factor to convert

flow to
Km/h(mph) Km/h(mph)
<40(<25) 25(88) 90(60)
40-64(25-40) 50(176) 180(120)
>65(>40) 75(264) 270(180)
There are 3 factors that can affect the spot speed studies:
1) Driver factors
 The purpose of the travel depends on the driver.
 The distance travel where the speed increases with the distance.
 The age of the driver and the vehicle where the speed increases with lower
number of age.
 The gender where the man drive faster than woman.
 The empty lane will increase the speed of vehicles.

2) Physical factors
 The weather where in good weather the speed will increase and vice versa.
 The type of the study area whether urban or rural areas.
 The road conditions whether they are in good conditions or not.
 The speed allowed in that area.

3) Traffic factors
 The traffic flows.
 The traffic compositions.
 The duplication of traffic

Error that can be found during the experiment:

1) The reaction time between the observer and the time recorder is not uniform.
2) The number of samples collected are insufficient, especially the number of heavy
vehicles.
3) There are some drivers who slowed down their vehicles when they saw the observer or
the recorder.
4) The distance used in this experiment is not far enough to get the accurate values.
5) Difficulty to accurately determine whether the vehicle has reached the limits specified
distance.
6) The sample was selected randomly, and huge amount of vehicles at that moment caused
the speed of some vehicles cannot be taken.
Precaution:
1) During the readings, the observer and the recorder must select a hidden place so that
the driver cannot notice the experiment conducted which can affect the results.
2) The number of observed sample needs to be added and the period for the experiment
also need to be longer in order to get accurate results.
3) To get more accurate readings, the distance used in the experiment must be added.
4) The observer should be assisted by a flagman standing at the starting point to avoid
parallax errors from occur.
5) The observer and the recorder must have good cooperation during conducting this
experiment to get accurate results.

CONCLUSION

It can be concluded that, the speed distributions of the vehicles along our study location have
been observed through spot speed study and saturated flow rate. For spot speed, the data were
collected by manual method, by setting the length 50m and 75m. It was found that the highest
speed tabulated for 50 m was in the range 85 km/h to 90 km/h, while for 75 m was in range 35
km/h to 40 km/h. For the 50m distance, velocity range between is 87.5 km/h and 37.5 km/h
and for a distance of 75m, velocity range between is 37.5 km/h and 87.5 km/h.

REFERENCES
1. Nicholas J. Garber, Lester A. Hoel (2015) Traffic & Highway Engineering SI, Fifty
Edition: Cengage Learning