CONTENTS

Page no
Abstract ii
Acknowledgements iii

Declaration iv
Contents v
List of Figures viii
List of Tables ix
Abbreviations xii
Chapter 1 INTRODUCTION 1

1.1 Objectives 1

1.2 Outline of report 2

1.3 Why do we need a speed study 2

1.4 Scope of Traffic Speed Studies 3

Chapter 2 REVIEW OF LITERATURE 5
2.1 Traffic Survey 5
2.2 Main purposes of traffic survey 5
2.3 Parts of traffic studies 5
2.4 Traffic Speed Study 6

2.5 Definition of speed 6

2.5 a. Spot speed 7
2.5 a. i. Stopwatch method 7

2.5 a. ii. Radar meter method 13

2.5. a. iii. Pneumatic method 16

2.5. b. Space-Mean-Speed 20

v
 Page no
2.5. c. Time-Mean-Speed 20
2.5. d. Free flow speed 21
2.5. e. Travel speed 21

2.5. f. Running speed 22

2.6 Percentile speeds 22

2.7 Reconnaissance Survey 24

2.7 a. Purpose 24

2.7 b. Survey Method 24

2.7 c. Photogrammetry support to highway engineering: 24

2.7 d. Satellite remote sensing: 24

2.7 e. Small format aerial photography (SFAP) 25

2.7 f. Aerial reconnaissance 25

2.7 g. Ground Reconnaissance 25

2.7 h. Instruments for reconnaissance survey 26

Chapter 3 METHODOLOGY 27
Chapter 4 DATA ANALYSIS 30
4.1 Spot speed data of CNG 30
4.2 Service Spot speed data of Bus 31
4.3 Spot speed data of private car 32

4.4 Spot speed data analysis 33

4.5 Travel speed data of private car 36
4.6 Travel speed data of bus 36
4.7 Statistical calculation of travel speed 37
4.8 Comparison of TMS and SMS of two directions 40

vi
 Page no
4.9 Comparison of traffic characteristics of two directions 41
Chapter 5 CONCLUSION 42
5.1 Discussion on spot speed 42

5.2 Discussion on travel speed 42

5.3 Recommendations 42
5.4 Limitations 43

5.5 Recommendations for future work 43

References 44

Appendix-A Data collection Tables

A.1 Volume data table for individual vehicle A-1
A.2 Summary Table (Volume Data) A-2

vii
LIST OF FIGURES

Figure No. Title Page No.

2.1 A qualitative time-space diagram 7

2.2 Stopwatch spot speed study 9

2.3 Example stopwatch spot speed study layout 11

2.4 A radar meter 13

2.5 Recording data with radar meter method 14

2.6 Pneumatic road tubes 17

2.7 Road tubes and recorder 17

2.8 Aerial reconnaissance 25

3.1 Map and length of our study zone 27

3.2 A real time snapshot of the road while counting vehicles 29

3.3 Digital stop watch 29

4.1 % Frequency vs spot speed curve 33

4.2 Cumulative % frequency vs spot speed curve 34

4.3 Combination of % Frequency vs spot speed curve and

Cumulative % frequency vs spot speed curve 34

4.4 Speed Histogram 35

4.5 Comparison of TMS of two opposite directions 40

4.6 Comparison of SMS of two opposite directions 40

4.7 Operating speed vs V/C plot 41

viii
LIST OF TABLES

Figure No. Title Page No.

2.1 Stopwatch spot speed study preparation checklist 8

2.2 Recommended spot speed study lengths 8

2.3 Example stopwatch spot speed study distribution table 11

2.4 Radar meter spot speed study preparation checklist 15

2.5 Pneumatic road tube spot speed study preparation checklist 18

2.6 Density range for each level of service 23

4.1 CNG spot speed data 30

4.2 Bus spot speed data 31

4.3 Private car spot speed data 32

4.4 Statistical calculation table of spot speed data of all vehicles33

4.5 Private car travel speed data 36

4.6 Bus travel speed data 36

4.7 Private car travel speed statistical calculation table 37

4.8 Bus travel speed statistical calculation table 38

4.9 Comparison of traffic characteristics of two directions 41

ix
ABBREVIATIONS

SMS Space Mean Speed

TMS Time Mean Speed

FPS Feet Per Second

MPH Mile Per Hour

ITE Institute of Transportation Engineers

x
 Chapter 1
INTRODUCTION
Walking was not fast enough so we ran. Running was not fast enough, so we galloped. Galloping
was not fast enough, so we sailed. Sailing was not fast enough, so we rolled merrily along on
long metal tracks. Long metal tracks were not fast enough, so we drove. Driving was not fast
enough, so we flew.

Flying isn't fast enough, not fast enough for us. We want to get there faster. Get where?
Wherever we are not. But a human soul can go only as fast as a man can walk, they used to say.
In that case, where are all the souls? Left behind. They wander here and there, slowly, dim lights
flickering in the marshes at night, looking for us. But they're not nearly fast enough, not for us,
we're way ahead of them, they'll never catch up. That's why we can go so fast: our souls don't
weigh us down.”

― Margaret Atwood, Bottle

People always try to cope up with time. But this is not as easy as it can be said in few words. To
cope up with time people need speed and for a good speed people need a transportation system
by which s/he can travel to their desired destination in the shortest possible time. But balancing
is the intuitive tendency of nature. When a transportation system offers a good speed then a
person try to use that system as much as possible and then congestion takes birth. This is the
ultimate enemy of speed. If a road system is occupied by a large numbers of vehicles then it is
not possible for the travellers to maintain their desired speed which is the consequence of the
congestion created by the abnormal number of vehicles occupying the road. Here comes the
importance of a transportation engineer. What a transportation engineer does is s/he collects data
of a roadway system (Speed data occupies the most important part of them. It mostly indicates
the overall efficiency of the traffic system), analyze them and then finally provide the most
suitable solution of the problem.

1.1 OBJECTIVES

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.

1
  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.

1.2 OUTLINE OF REPORT

The report has been documented in the following manner. The first chapter gives the primary
understanding of the problem statement and objectives of the study. The second chapter has been
devoted to review of earlier studies to set the guidelines for the present work. The criteria for site
selection, method of data collection and theory on traffic speed while the methods we adopted in
our data collection system have been discussed in chapter three. Analysis and discussion of
results are given in fourth chapter. The specific conclusions drawn from this study and
recommendations for further work are given in the fifth chapter.

1.3 Why do we need a speed study

Speed is an important transportation consideration because it relates to safety, time, comfort,

convenience, and economics. Spot speed studies are used to determine the speed distribution of a
traffic stream at a specific location. The data gathered in spot speed studies are used to determine
vehicle speed percentiles, which are useful in making many speed-related decisions. Spot speed
data have a number of safety applications, including the following:

i. Determining existing traffic operations and evaluation of traffic control devices

a. Evaluating and determining proper speed limits
b. Determining the 50th and 85th speed percentiles
c. Evaluating and determining proper advisory speeds
d. Establishing the limits of no-passing zones
e. Determining the proper placements of traffic control signs and markings
f. Setting appropriate traffic signal timing
ii. Establishing roadway design elements
a. Evaluating and determining proper intersection sight distance
b. Evaluating and determining proper passing sight distance (for more information refer
to Chapter 3 in the AASHTO Green Book)
c. Evaluating and determining proper stopping sight distance

2
iii. Assessing roadway safety questions
a. Evaluating and verifying speeding problems
b. Assessing speed as a contributor to vehicle crashes
c. Investigating input from the public or other officials
iv. Monitoring traffic speed trends by systematic ongoing speed studies
v. Measuring effectiveness of traffic control devices or traffic programs, including signs and
markings, traffic operational changes, and speed enforcement programs

Other important reasons behind conducting traffic speed study:

 To determine traffic speed through high density neighborhoods in order to show any need
for speed limit signage, traffic calming measures, or additional law enforcement.

 To determine proper speed limits, establish the limits of no-passing zones, determine the
proper placements of traffic control signs and markings, and to set appropriate traffic
signal timing.

 To verify and evaluate speeding problems, assess speed as a contributor to vehicle

crashes, or measure the effectiveness of traffic control devices.

1.4 Scope of Traffic Speed Studies:

To complete the current experiment of transportation engineering lab-III we have conducted spot
speed and travel speed analysis. We have conducted the delay analysis as well. Below is the
scopes of spot speed and travel speed studies.
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 the effectiveness of new or existing speed limits and/or enforcement
practices
 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.)
 Specific control applications (yellow/all red timing – the size of dilemma zone
depends on speed)
 Investigation of high-accident locations at which speed is suspected to be a causative
factor

3
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:
 Efficiency check
 Collection of rating data
 Model calibration
 Collect data for economic analysis (user costs)
 Evaluation of performance before and after improvement
 Problem location identification

4
 Chapter Two
REVIEW OF LITERATURE

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 roadways with
steep grades, curve radii required for vehicle turning, and the roadway alignment required to
provide adequate stopping and passing sight distance (Mannering and Kilareski 1998). The
geometric features of the road such as horizontal and vertical alignment sight distance and in
many cases, cross-section, are sensitive to the design speed.

2.1 Traffic Survey

Traffic engineers and planners need information about traffic. They need information to
design and manage road and traffic system. They use the information for planning and
designing traffic facilities, selecting geometric standards, economic analysis and
determination of priorities. They use this to justify warrant of traffic control devices such as
signs, traffic signals, pavement markings, school and pedestrian crossings. The also use this
information to study the effectiveness of introduced schemes, diagnosing given situations and
finding appropriate solutions, forecasting the effects of projected strategies, calibrating and
validating traffic models.
Transportation system is a dynamic system. Information about traffic must be regularly
updated to keep pace with ever-changing transportation system. Data must be collected and
analyzed systematically to get representative information.
Traffic surveys are the means of obtaining information about traffic. This is a systematic way
of collecting data to be used for various traffic engineering purposes.

2.2 Main purposes of traffic survey:

The main purposes of traffic survey are: traffic monitoring, traffic control and management,
traffic enforcement, traffic forecasting, model calibration and validating etc.

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

5
  Axle load survey
 Mass transit performance and usage studies
 Traffic accidents studies
 Environmental impact studies of transport

2.4 Traffic Speed Study

Traffic speed data are needed in research, planning, designing and regulation phases of traffic
engineering and are also used in establishing priorities and schedules of traffic
improvements. The traffic engineer must acquire general knowledge of traffic speeds in order
to set different limits, setting different distances i.e. passing sight distance, stopping sight
distance etc.

2.5 Definition of Speed:

In simple words, speed is defined as the distance travelled in a unit time. Speed is expressed
in m/s, fps, mph etc. units. Speed is given by:

x
v
t (2.1)

dx
v (2.2)
dt

Where,
x = Distance (mile or meter or feet)
t = Time (second or hour)

Speed acquired by using Eq 2.1 will give the average speed. If Eq 2.2 is used the
instantaneous speed will be found.
Graphically speed can be measured from time space diagram. Time space diagram is a
diagram in which position of a vehicle is plotted against time chronologically. A qualitative
time-space diagram is shown in Fig 2.1.

6
 Fig 2.1: A qualitative time-space diagram

Types of speed:
 Spot speed
 Space-Mean speed
 Time-Mean speed
 Free flow speed
 Travel speed
 Running Speed

2.5 a. Spot speed

Spot speed is the instantaneous speed of a vehicle as it passes a specified point along a road.
Spot speeds may be determined by manually measuring (with use of electronic or
electromechanical devices like pneumatic tube detectors or radars) the time required for a
vehicle to traverse a relatively short specified distance.

Methods for spot speed data collection: There are several methods for collecting spot speed
data. Some of them are:
i. Stopwatch method
ii. Radar meter method
iii. Pneumatic method

2.5 a. i. Stopwatch Method

The stopwatch method can be used to successfully complete a 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.

7
Preparation Checklist for a Stopwatch Spot Speed Study

When preparing for a spot speed study using a stopwatch, use the checklist in Table 2.1. The
checklist may be modified or expanded as necessary.

Table 2.1: Stopwatch Spot Speed Study Preparation Checklist

Step Ö When Complete Notes

Obtain stopwatch
Obtain backup stopwatch
Obtain 50–100 foot tape
Obtain data collection forms
Obtain hardhat and safety vest
Obtain brightly colored reference posts
Select time and day
Contact local law enforcement
Other:

Key Steps to a Stopwatch Spot Speed Study

A stopwatch spot speed study includes five key steps:

1. Obtain appropriate study length.

2. Select proper location and layout.
3. Record observations on stopwatch spot speed study data form.
4. Calculate vehicle speeds.
5. Generate frequency distribution table and determine speed percentiles.

Obtain Appropriate Study Length

The study length is important because it is used in the calculation of vehicle speeds. Table
2.2 provides recommended study lengths, which are based on the average speed of the traffic
stream. Using these recommended study lengths makes speed calculations straightforward
and less confusing. If these lengths are not appropriate, another length can be used assuming
it is long enough for reliable observer reaction times.

Table 2.2: Recommended Spot Speed Study Lengths

Traffic Stream Average Speed Recommended Study Length(feet)

Below 25 mph 88
25–40 mph 176
Above 40 mph 264

8
Select Proper Location and Layout

Figure 2.2 illustrates a typical layout for conducting a spot speed study using a stopwatch.
When selecting a location and layout, care must be exercised so that the observer can clearly
see any vertical reference posts. The observer should be positioned higher than the study area
and be looking down. The position could be on a bridge or a roadway back slope. The
observer should use reference points to aid in collecting the elapsed time it takes a vehicle to
travel through the study area. The reference point to start timing may be a brightly colored
vertical post. The reference point to end timing may be a tree or a signpost in the observer’s
sight line. An accurate sketch of the site should be documented, including number of lanes,
position of observer, and description of reference points (see Figure 2.2 for an example).

Fig 2.2: Stopwatch spot speed study

Record Observations on Stopwatch Spot Speed Data Form

On the stopwatch spot speed data form (a blank form is provided in Appendix A.1), the
observer records the date, location, posted speed limit, weather conditions, start time, end
time, and down time. As the front wheels of a vehicle (or only the lead vehicle in a group)
cross a mark or pavement crack at the beginning of the predetermined study length, the
observer starts the stopwatch. The watch is stopped when the vehicle’s front wheels pass a
reference line in front of the observer. A slash is recorded on the data form corresponding to
the elapsed time observed.

Calculate Vehicle Speeds

To calculate vehicle speed, use the predetermined study length and the elapsed time it took
the vehicle to move through the course (as recorded on the stopwatch data form) in the
following formula:

D
v (2.3)
1.47T

9
where
V = spot speed (mph),
D = length (feet), and

T = elapsed time (seconds).

In the equation, 1.47 is a constant that converts units of feet per second into miles per hour.
For example, if the spot speed study length is 150 feet and the motorist’s elapsed time is 4.23
150 feet
seconds, the motorist is travelling at  24.12mph .
1.47 * 4.23

Example Stopwatch Spot Speed Study

The city of Cottonwood Glen received a complaint of afternoon traffic speeding in a

residential area. The city suspected this was related to students leaving a nearby high school.
The first action taken by the city was to quantify the facts by conducting a spot speed study.
The city decided to use the stopwatch method because of their limited resources.

A location was selected near the intersection of 4th Street and University Avenue,
approximately two blocks from the high school and where the city had received multiple
speeding complaints from residents. The posted speed limit is 30 mph. The study was
conducted on a Wednesday and started at 3:00 p.m. The time was selected to correspond to
the period when most high school students leave the school. The study continued until a
sample size of 100 vehicles was measured.

The study length of 176 feet was used because the posted speed limit is between 25 and 40
mph, as shown in Table 2.2. The study layout is illustrated in Figure 2.2.

10
 Fig 2.3: Example Stopwatch Spot Speed Study Layout

The vertical reference point is the “begin timing” reference. A tree is the “stop timing”
reference point. This vertical reference point helps with the accuracy of timing by providing
a line-of-sight to aid the observer

Table 2.3: Example Stopwatch Spot Speed Study Distribution Table

The study shows that the 50th percentile or median speed falls between 27.2 and 28.9 mph,
and the 85th percentile of speed falls between 33.3 and 35.2 mph. Equation 2.1 is used to

11
find the exact speeds for the 50th and 85th percentiles of speed. For the 50th percentile of
speed,

PD = 50%
Pmax = 54%
Pmin = 41%
S max = 28.9 mph
S min = 27.3 mph

50%  41%
SD  (28.9mph  27.2mph)  27.2mph = 28.4 mph
54%  41%

For the 85th percentile of speed,

PD = 85%
Pmax = 92%
Pmin = 83%
S max = 35.2 mph
S min = 33.3 mph

85%  83%
SD  (35.2mph  33.3mph)  33.3mph = 33.7 mph
92%  83%
If the 85th percentile of speed would have been 5 mph or more above the posted speed limit,
then following actions could have been considered:

 Adjust the posted speed limit.

 Increase speeding enforcement.
 Initiate traffic calming measures.
 Conduct public awareness efforts.

12
2.5. a. ii Radar meter method

Fig 2.4: A radar meter

A radar meter is a commonly used device for directly measuring speeds in spot speed studies
(see Figure 2.4). 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
(Parma 2001). A radar meter requires line-of-sight to accurately measure speed and is easily
operated by one person. If traffic is heavy or the sampling strategy is complex, two radar
units may be needed.

13
 Fig 2.5: Recording data with radar meter method.

Different sized vehicles and the detection of the observation vehicle may affect radar
readings (Currin 2001). Large vehicles such as trucks and buses send the strongest return
signal to the radar meters and as a result smaller vehicles may not be detected. If there is a
presence of large vehicles, the observer may need to record the speeds of vehicles that are
alone. Also, some vehicles are equipped with radar detectors to warn them that a radar unit is
operating in their vicinity. Drivers will slow down when warned by a detector. It is not
unusual for other drivers to slow down also. This slowing will affect the study results. The
radar unit may be turned off while not in use so radar detectors cannot detect it.

Radar Meter Spot Speed Study Preparation Checklist

When preparing for a spot speed study using a radar meter, use the checklist in Table 2.4.
The checklist may be modified or expanded as necessary.

14
Table 2.4: Radar Meter Spot Speed Study Preparation Checklist

Step Ö When Complete

Obtain radar meter
Read instructions and safety directions for the radar meter
Obtain backup battery
Obtain tripod to support radar meter
Create data collection forms
Obtain hardhat and safety vest
Select time and day
Contact local law enforcement
Other:

Because of its cost, a radar meter may be the most difficult piece of equipment for an agency
to obtain. A radar meter can be purchased, or one may be obtained (rented or borrowed) from
a local law enforcement agency.

Key Steps to a Radar Meter Spot Speed Study

A radar meter spot speed study includes four key steps:

1. Select proper location and placement of radar meter.

2. Determine an appropriate selection strategy.
3. Record observations on radar meter spot speed study data form.
4. Generate frequency distribution table and determine speed percentiles.

Select Proper Location and Placement of Radar Meter

Proper placement of the radar meter at the study area is critical. The positioning of the radar
unit is determined by the capabilities of the radar unit (as listed in the users’ manual). The
unit should also be concealed from the view of motorists. Effective ranges may be up to 2
miles, but as the distance increases the effectiveness decreases (Robertson 1994). The least
accurate position, which often results in no readings at all, is obtained when the meter is
aimed at a 90-degree angle to the roadway centerline (Homburger et al. 1996). An accurate
sketch of the site should be documented, including number of lanes, position of observer, and
description of reference points.

Determine an Appropriate Selection Strategy

Except for studies conducted under low-volume conditions, it is impossible to obtain a radar
measurement for every vehicle. For peak flow analysis, speeds are measured during the peak

15
period. For assessing general speed trends or for setting speed limits, off-peak measurements
are more appropriate.

The selection of the target vehicle that represents the vehicle population under study is also
important. A good question to ask is, “What type or types of vehicles are of concern—cars,
trucks, buses, or others?” Typically cars, station wagons, pickup and panel trucks, and
motorcycles are classified as passenger cars. Other trucks and buses are classified as trucks.
School buses and farm equipment may be recorded separately. When the target vehicle is
defined, a selection strategy is developed to provide a random sample. A random sample will
reduce the tendency to select the vehicles that stand out. For example, the observer could
obtain a speed reading from every fourth vehicle or every tenth vehicle.

Record Observations on Radar Meter Spot Speed Data Form

On the radar meter spot speed data form (a blank form is provided in Appendix), the
observer records the date, location, posted speed limit, weather conditions, start time, end
time, and down time. A slash is recorded on the data form corresponding to speed observed
for each selected vehicle (or only the lead vehicle in a group) under the appropriate vehicle-
type classification.

Generate Frequency Distribution Table and Determine Speed Percentiles

Determine the 50th and 85th speed percentiles using a frequency distribution table and
calculations as described earlier.

2.5 a. iii. Pneumatic road tube method

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 tubes
are placed in the travel lanes (see Figure 2.6) and are connected to recorders located at the
side of the road (see Figure 2.7).

16
 Fig 2.6: Pneumatic Road Tubes

Fig 2.7: Road Tubes and Recorder

17
The automatic recorders are capable of storing large amounts of individual vehicle data or
even larger amounts of vehicle classification data. The collected data are downloaded from
the recorder to a laptop computer or portable floppy disk drive in the field, or via telephone
modem to a centrally located computer.

Pneumatic Road Tube Spot Speed Study Preparation Checklist:

When preparing for a spot speed study using pneumatic road tubes, use the checklist in Table
2.5. The checklist may be modified or expanded as necessary.

Table 2.5: Pneumatic Road Tube Spot Speed Study Preparation Checklist

Step Ö When Complete

Obtain equipment
Read users’ manual
Obtain measuring tape for spacing tubes
Obtain software
Obtain scissors for trimming tubes
Select method for attaching tubes to the roadways
Obtain recorders
Obtain new batteries for recorders
Obtain hardhat and safety vest
Select time and day
Select location
Involve corresponding jurisdiction to provide traffic control
Other:

Pneumatic road tube spot speed studies require specialized equipment and knowledge of how
to maintain the equipment. Few jurisdictions have the equipment to adequately complete this
study; most jurisdictions require assistance from the Iowa DOT or a consulting firm.
Information on contracting for a spot speed study.

Key Steps to a Pneumatic Road Tube Spot Speed Study

A pneumatic road tube spot speed study includes four key steps (Robertson 1994):

1. Perform necessary office preparations.

2. Deploy and calibrate data collection equipment.
3. Check data and retrieve equipment.
4. Generate frequency distribution table and determine speed percentiles.

18
Perform Necessary Office Preparations

During office preparations, coordinate all data collection activities with appropriate state and
local officials, including transportation, traffic, and law enforcement agencies. For example,
you may coordinate with state or local officials in obtaining traffic control for the
deployment and recovery of equipment. The field team must be briefed on the data collection
process to ensure that all observers are collecting the same type of data. The team should
assemble and inspect all tools, supplies, and equipment. Each piece of equipment should be
tested in advance of using.

Deploy and Calibrate Data Collection Equipment

The road tubes are prepared on the roadside to minimize the time each traffic lane is closed.
Workers then place the road tubes across the lanes. The location of the tubes should be
outside the influence of other factors such as an intersection, major access points, etc. The
separation of the pneumatic tubes should be 2–15 feet. For the specific spacing of the
pneumatic tubes refer to the users’ manual. Traffic control should be provided to protect the
crew. After placing, the crew should make sure that the tubes are functioning properly.
Finally, the crew can secure the road tubes to the pavement. To avoid theft, the recorder
should be secured.

Check Data and Retrieve Equipment

The accuracy of the equipment in measuring the speeds of the traffic stream should be
checked. The recorder first measures the elapsed time it takes the vehicle to pass over the
tubes. Then this time interval is converted to the corresponding spot speed. The elapsed time
can be checked with a stopwatch. The crew can adjust the recorder until the correct speeds
are being recorded. It is advisable to check the function and accuracy of the equipment at
least once during every 24-hour data collection period. When the data collection period has
ended, the recorded data should be checked again for accuracy. Crews recover data collection
equipment by reversing the process they used to deploy it.

Generate Frequency Distribution Table and Determine Speed Percentiles

Determine the 50th and 85th speed percentiles using a frequency distribution table and
calculations as described earlier.

19
2.5 b. Space-Mean-Speed (SMS)
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:

1
us  i N
1 1 (2.4.a)

N

i 1 U i

Or,

nd
us  i n
(2.4.b)
t
i 1
i

Where,
ti = observed time for the i th vehicle to travel distance d
N or n = number of vehicles observed
d= length of roadway section

2.5 c. Time-Mean-Speed (TMS)

The time mean speed Ut, is the arithmetic mean of spot speeds of all vehicles passing a point during a
specified interval of time. It is given by,

n
1
Ut 
N
U
i 1
i (2.5.a)

or,

i n

u
i 1
i
ut  (2.5.b)
n
where,
Ui or ui = observed speed of i-th vehicle
N or n = number of vehicles observed

20
Space-mean speed and time-mean speed are not equal. For general usage, no distinction is normally
made between both speeds, for theoretical and research purposes WARDROP has shown in his
calculations that

 s2
ut  us  (2.6)
us
where  s2 = variance of the space distribution of speeds

2.5 d. 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.

Factors affecting free flow speed:

 Width
 Lateral clearance
 Number of lanes
 Side friction
 Interchange density
 Geometric design
 Weather (The amount of reduction in free-flow speed is directly related to the severity of the
weather event).
 Visibility.

2.5 e. Travel speed

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.

21
2.5 f. Running speed
Running speed is the average speed maintained over a particular course while the vehicle is
moving and is found by dividing the length of the course by the time duration the vehicle was
in motion. i.e. this speed doesn't consider the time during which the vehicle is brought to a
stop, or has to wait till it has a clear road ahead. The running speed will always be more than
or equal to the travel speed, as delays are not considered in calculating the running speed.

2.6 Percentile speeds

98th Percentile Speed/Design speed: The speed at or below which 98 percent of a sample of
free flowing vehicles is traveling (based on a spot speed study).

85th 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.
In practice, the exact 50% and 85% (50th and 85th percentiles) are not found in the
cumulative percent column. To reach these exact percentages, a calculation is completed
using percentages and speeds from the distribution table. Shown below is the equation
for calculating speed percentiles:

PD  Pmin
SD  ( S max  S min )  S min (2.7)
Pmax  Pmin
where

S D = speed at PD ,
PD = percentile desired,
Pmax = higher cumulative percent,
Pmin = lower cumulative percent,
S max = higher speed, and
S min = lower speed.

Design speed
Design speed is defined 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 (ITE 1999). This definition implies that the design speed should be selected based on
drivers expectations, the type of highway and terrain and topography.

22
When applying the design speed as the main criteria in setting the speed limit, the posted
speed is usually lower than the design speed because it is known that some drivers will speed
and also the road conditions may sometimes be worse than the ones that were used in design
standards (Persaud et. Al 1997).

However from a driver’s point of view a speed limit set using this base will appear unrealistic
as the speed affects the design of a relatively few elements but is used to classify an entire
highway segment. For example, long tangent sections in flat terrain have a higher design
speed than sections with curvilinear alignment and this is perceived as such by the driver.
Thus, when 5 km of roadway is used to set the speed limit for 50 km of highway it is
unreasonable to the driver and leads to substantial speed limit violations.
In addition the actual conditions may be worse than the conditions assumed for the design.
This would lead to factors such as acceleration and deceleration rates and the coefficient of
friction between the tire and road being lower than what was assumed in the standards. Thus
a permanent speed limit based in design speed may not necessarily be safe all of the time.
The 1997 Highway Capacity Manual notes that speed is a major indicator of service quality
to drivers. Freedom to maneuver within the traffic stream and proximity to other vehicles are
equally important to a driver. Further the density increases as the flow increases up to
capacity to a broad range of flows. Thus, density is the primary performance measure used to
provide an estimate of the level of service. The following table shows the density ranges for
each level of service:

Table 2.6: Density range for each level of service:

Level of Service Density Range (pc/mi/in)

A 0-10.0
B 10.1-16.0
C 16.1-24.0
D 24.1-32.0
E 32.1-45.0
F >45.0

23
2.7 Reconnaissance survey

2.7 a. Purpose

The main objective of reconnaissance survey is of examining the general character of the
area for the purpose of determining the most feasible routes, or routes, for further more
detailed investigations. Data collected should be adequate to examine the feasibility of all the
different routes in question, as also to furnish the Engineer-in-charge with approximate
estimates of quantities of costs, so as to enable him to decide on the most suitable alternative
or alternatives. The survey should also help in determining any deviations necessary in the
basic geometric standards to be adopted for the highway facility.

2.7 b. Survey Method

The reconnaissance survey may be conducted in the following sequence

(a) Study of topographical survey sheets, agricultural, soil, geological and meteorological
maps, and aerial photographs, if available.
(b) Aerial reconnaissance (where necessary and feasible)
(c) Ground reconnaissance (including another round of aerial reconnaissance for
inaccessible and difficult stretches, where called for).

2.7 c. Photogrammetric support to highway engineering:

Photogrammetric technology is also useful to the highway engineer in many ways. Large
scale maps on scales of 1:2,000 to 1:25,000 can be very precisely produced through
photogrammetric process. The contouring can also be produce, the common intervals
depending on the height of the camera. Very minute and precise measurements amounting to
sub-mere accuracy can be obtained. In other words, profile (with height values) and cross-
sections across highway center-line can be extracted from optical model.

2.7 d. Satellite remote sensing:

This technique is used with the help of satellites. At present, it gives resolution of the order
of 6 meters. Photographic products of imagery are available from National Remote Sensing
Agency, Hyderabad on scales of 1:12,500, 1:25,000 and 1:50,000. Digital products are also
available in floppy cartridges and tapes. The cartridge/tape can be digitally processed in the
computer and the image on the monitor can be interpreted with the possibility of
enhancement of quality through manipulation of image processing software. Major
advantages of satellite imagery is its repeatability as orbiting satellites visit the same spot on
earth every few weeks. Thus, the latest information regarding the physical features (like, the
extent of a town or urban area, etc.) can be obtained to update on available map. The
information on natural resources namely, geology, geomorphology, land use, soil status
(waterlogging, erosion, etc.), drainage, forest extent, etc. as available may be most useful
input for the planners of highway alignment.

24
2.7 e. Small format aerial photography (SFAP):

In case of large projects with mapping as one of the main objectives conventional aerial
photography in traditional format (23 cm x 23 cm) may also be useful. There are at least
there known agencies in India for such aerial photography, namely he National Remote
Sensing Agency (NRSA), Hyderabad, Air Survey Company, Calcutta and the India Air
Force. All aerial photography work requires clearance from the Ministry of Defence. The
major advantages of SFAP are:- Very large scale true colour photography can be done in
scales upto 1:1,000 to 1:2,000 (upto scales of 1:10,000). Acquisition plan alongside highways
can be suitably made in scale of 1:4,000. Monitoring of urban areas, villages and
environment along the corridor are possible at comparatively lower cost than ground surveys.

2.7 f. Aerial Reconnaissance

An aerial reconnaissance will provide a bird’s eye view of eh alignments under consideration
along with the surrounding area. It will help to identify factors which call for rejection or
modification of any of the alignment. Final decision about the alignments to be studied in
detail on the ground could be taken on the basis of the aerial reconnaissance.

Fig2.8: Aerial Reconnaissance

2.7 g. Ground Reconnaissance

The various alternative routes located as a result of the map study are further examined in the
field by ground reconnaissance. As such, this part of the survey is an important link in the
chain of activities leading to selection of the final route.

25
General reconnaissance consists of general examination of the ground walking or riding
along the probable route and collecting all available information necessary for evaluating the
same. In the case of hill sections, it may sometime be advantageous to start the
reconnaissance from the obligatory point situated close to the top. If an area is inaccessible
for the purposes of ground reconnaissance, recourse may have to aerial reconnaissance to
clear the doubts.

While carrying out ground reconnaissance, it is advisable to leave reference pegs to facilitate
further survey operations.

2.7 h. Instruments for reconnaissance survey

Instruments generally used during ground reconnaissance include compass, Abney

level/Altimeter, Pedometer, Aneroid barometer, Clinometer, Ghat trace, etc. Walkie-talkie
sets, mobile phone and pagers are useful for communication, particularly in difficult terrain.
Use of the instruments mentioned above to obtain ground slopes, maximum gradients,
elevation of critical summits or stream crossing, and location of obligatory points, serve as a
check on the maps being used. In difficult hilly and forest terrain assistance of new
technology, like Global Position System (GPS) or Differential GPS (DGPS) may also be
taken where the magnitude and importance of the work justify their provision. GPS is a
comparatively new technology which utilizes the satellites orbiting around the earth. A
minimum of four satellites are needed to indicate the coordinates (X, Y, Z) on the ground at
any time of day and night with accuracy of a few centimeters, two geo-receivers are sued and
this mode of using two GPS is known as differential GPS (DGPS).

26
 Chapter Three

Methodology
Flyover

Shatrasta

Fig 3.1 Map and length of our study zone

The acquisition of the data, its evaluation and analysis will be discussed below. These are
discussed in order to show the relevant steps in the analysis of the data.

Acquiring the speed data

A background of the equipment used to collect the speed data is presented below to
familiarize the reader with these aspects of the provincial transportation agency.

Location: Location of the spot for traffic speed survey was chosen to be from Tejgaon
flyover to Shatrasta. Vehicles from Tejgaon flyover to Shatrasta and from Shatrasta to
Tejgaon flyover were counted.
We stood by the side of the road and data of different vehicles were collected by different
persons.
Date: Data for speed study was collected on 20 June 2013. It was Thursday and it was a
weekday.

Time: Time of data collection for volume study was different for different groups however
for group-4 the time was from 9:00 am to 9:15 am
Weather Condition: It was initially a sunny day but afterwards it became cloudy.

27
Observation: Classified Vehicle Counts.
Duration: 30 minutes for spot speed study and 30 minutes for travel speed study.

Equipments used to collect speed data

The data analyzed for this report was collected from practical observation on the road from
AUST-flyover to Shatrasta roundabout. The data collectors used stopwatches to record the
time in case of recording spot speed data. In the other hand travel speed data was collected by
number plate method. Half of the enumerators stood on one end whereas the other half stood
on the other end. Then they recorded the number plates of the vehicles passing through that
end. 2 video camares were also used for recording the number plates in case of cross
checking. After collecting data those data were recorded on a excel spreadsheet and various
graphs were plotted using Microsoft-Excel spreadsheet.
Number of Enumerators: Six.
Methodology of reconnaissance survey
Before going for the actual work we have conducted a reconnaissance survey on the previous
day of actual work. Due to lack of instruments we could not adopt any of the methods
described in chapter 2. We just visited the spot of study and divided the whole road length
into five equal sections. And then we have selected the reference points where we collected
speed data. And on the day of operation we went directly to the spot and collected speed
data. But if we could conduct the actual reconnaissance work then we would have good
understanding of the whole formation of the study zone.

28
Fig 3.2: A real time snapshot of the road while we were accumulating traffic speed data

Fig3.3: Digital stop watch

29
 Chapter Four

Data Analysis

4.1 Spot Speed data of CNG

Table 4.1: CNG spot speed data

Veh No. Speed(mph) Veh No. Speed(mph)

1 24.35785 21 31.78747
2 30.37991 22 17.3691
3 30.15734 23 27.62736
4 29.40341 24 24.94835
5 27.62736 25 29.09171
6 56.779 26 31.30401
7 26.81744 27 28.29194
8 27.81404 28 31.06775
9 30.83504 29 35.33457
10 22.49441 30 16.97516
11 28.19505 31 23.93301
12 25.88979 32 24.94835
13 32.2861 33 28.78655
14 38.47175 34 20.89582
15 33.1974 35 28.78655
16 23.86364 36 25.97147
17 29.61494 37 20.3786
18 22.86932
19 36.91908
20 34.02047

30
4.2 Spot Speed data of Bus
Table 4.2: Bus spot speed data

Veh No. Speed(mph) Veh No. Speed(mph)

1 19.37166 23 41.79165
2 25.72798 24 29.29877
3 10.97727 25 27.72039
4 25.72798 26 41.58058
5 32.93182 27 34.7382
6 31.66521 28 38.47175
7 27.81404 29 34.16164
8 20.73792 30 36.91908
9 17.29612 31 36.91908
10 24.50284 32 34.16164
11 36.429 33 38.29281
12 26.47252 34 21.3843
13 28.3895 35 27.62736
14 34.16164 36 27.62736
15 29.29877 37 22.80597
16 41.79165 38 19.28092
17 34.44751 39 36.26852
18 28.00325 40 26.81744
19 30.95096 41 31.42349
20 28.3895 42 27.90832
21 32.93182 43 25.33217
22 31.18543

31
4.3 Spot Speed data of Private car
Table 4.3: Private Car spot speed data

Veh No. Speed(mph) Veh No. Speed(mph)

1 37.42252 26 36.75426
2 38.11553 27 44.50246
3 33.6039 28 39.58151
4 33.74162 29 43.33134
5 39.58151 30 37.5934
6 29.5088 31 28.00325
7 34.02047 32 33.3318
8 39.58151 33 32.41321
9 39.58151 34 44.98882
10 33.46729 35 42.00487
11 32.67045 36 44.98882
12 43.56061 37 36.429
13 39.39213 38 51.45597
14 52.4392 39 36.75426
15 31.91068 40 34.44751
16 43.79231 41 36.429
17 37.76585 42 31.66521
18 41.37163 43 47.31583
19 33.1974 44 33.46729
20 45.99416 45 33.6039
21 38.65237 46 36.59091
22 44.98882 47 42.87997
23 39.77273 48 28.78655
24 46.77815 49 34.8854
25 43.79231

32
4.4 Spot speed data analysis
Table 4.4: Statistical calculation table of spot speed data of all three vehicles

Class Mid Value Frequency % frequency Cumulative % frequency

0-5 2.5 0 0 0
5-10 7.5 0 0 0
10-15 12.5 1 0.775194 0.775194
15-20 17.5 5 3.875969 4.651163
20-25 22.5 13 10.07752 14.72868
25-30 27.5 31 24.03101 38.75969
30-35 32.5 34 26.35659 65.11628
35-40 37.5 25 19.37984 84.49612
40-45 42.5 14 10.85271 95.34884
45-50 47.5 3 2.325581 97.67442
50-55 52.5 2 1.550388 99.22481
55-60 57.5 1 0.775194 100
60-65 61.5 0 0 100
Total Frequency = 129

30

25

20
% frequency

15
Pace = 26.5 - 36.5 mph
10
Modal Speed =
31.5mph
5

0
0 10 20 30 40 50 60 70
-5
Spot speed, mph

Fig 4.1: % Frequency vs Spot speed curve

33
 100
Design Speed
90
80 85th percentile speed

% cumulative frequency
70
60
50 50th percentile speed
40
30 15th percentile 29.5 37.5 49
20 speed 22.5
10
0
0 10 20 30 40 50 60 70
Spot speed, mph

Fig 4.2: % Cumulative frequency vs Spot speed curve

If we combine the above two graphs then we will get the percentage of vehicles below which
the vehicles are in modal speed we will get the range percentage of vehicles that are in pace.
In the following figure a combination is presented.

100

90

80

70 32.5% to 81% vehicles are in pace

% frequency

60

50 59% vehicles
Pace = 26.5 - 36.5 mph
are in modal speed
40

30
Modal Speed = 31.5mph
20

10

0
0 10 20 30 40 50 60 70
Spot speed, mph

Fig 4.3: Combination of % Frequency vs Spot speed curve and

Cumulative frequency vs Spot speed curve

34
 Speed Histogram
40
34
35
31
30
25
% frequency

25

20
13 14
15

10
5
5 3 2
0 1 1 0
0
Speed Range

0 to 5 5 to 10 10 to 15 15 to 20 20 to 25 25 to 30 30 to 35
35 to 40 40 to 45 45 to 50 50 to 55 55 to 60 60 to 65

Fig 4.4: Speed Histogram

35
4.5 Travel speed data of Private Car
Table 4.5: Private car travel speed data

Vehicle No. Speed (mph)

1 16.23376623
2 21.30681818
3 19.36983471
4 27.49266862
5 23.03439803
6 19.82029598
7 21.30681818
8 18.73126873
9 21.30681818
10 18.93939394
11 17.39332096
12 24.35064935

4.6 Travel speed data of Bus

Table 4.6: Bus travel speed data

Vehicle No. Speed (mph) Vehicle No. Speed (mph)

1 11.91989828 15 20.53669222
2 18.73126873 16 16.87668767
3 17.04545455 17 30.43831169
4 22.72727273 18 16.71122995
5 14.82213439 19 13.97168405
6 22.42822967 20 13.42161775
7 23.34993773 21 13.52813853
8 16.0806175 22 19.15219612
9 19.36983471 23 21.30681818
10 18.32844575 24 19.36983471
11 28.40909091 25 30.43831169
12 18.13346228 26 19.36983471
13 14.95215311 27 21.30681818
14 18.52766798 28 18.93939394

36
4.7 Statistical calculation of travel speed

Table 4.7: Private car travel speed statistical calculation table

TMS or SMS or
Speed (mph) Arithmatic Harmonic
Vehicle No. ( − )
Mean ( ) Mean ( )
(mph) (mph)
1 16.23376623 20.61225
2 21.30681818 0.284068
3 19.36983471 1.971224
4 27.49266862 ∑ 45.14269
5 23.03439803 ∑ 5.110134
6 19.82029598 0.909242
.
7 21.30681818 = = 0.284068
.
8 18.73126873 4.172088
9 21.30681818 =20.77 =20.37 0.284068
10 18.93939394 3.365184
11 17.39332096 11.42789
12 24.35064935 12.79358
( − ) 106.36

.
Standard deviation ( )=

= 3.11

Now,

.
+ = 20.37 + .
= 20.84 ≈ 20.77

. .
So wardrop relation is satisfied with a % error of ∗ 100 = 0.34%
.

37
Table 4.8: Bus travel speed statistical calculation table

TMS or SMS or
Speed (mph) Arithmatic Harmonic
Vehicle No. ( − )
Mean ( ) Mean ( )
(mph) (mph)
1 11.91989828 54.36262892
2 18.73126873 0.315542018

5.05146057
3 17.04545455
11.79422917
4 22.72727273
19.98863933
5 14.82213439
9.829665053
6 22.42822967
16.45874377
7 23.34993773
10.31940135
8 16.0806175
0.005903573
9 19.36983471
∑ 0.930364905
10 18.32844575
∑
83.10311346
11 28.40909091
.
= =
. 1.344527719
12 18.13346228
=19.293 =18.3 18.84295172
13 14.95215311
0.585733094
14 18.52766798
1.546770347
15 20.53669222
5.838565282
16 16.87668767
124.2179726
17 30.43831169
6.665536609
18 16.71122995
28.3164034
19 13.97168405
34.4731295
20 13.42161775
33.23362779
21 13.52813853

Contd….
38
 0.019825733
22 19.15219612
4.055463669
23 21.30681818
0.005903573
24 19.36983471
124.2179726
25 30.43831169
0.005903573
26 19.36983471
4.055463669
27 21.30681818
0.125037246
28 18.93939394
599.71
( − )

.
Standard deviation ( )=

= 4.7

Now,

.
+ = 18.3 + .
= 19.5 ≈ 19.29

. .
So wardrop relation is satisfied with a % error of ∗ 100 = 1.1%
.

39
4.8 Comparison of TMS and SMS of two directions:
50

45

40

35

Shatrasta-flyover
30
TMS of group-4 and group-10

Shatrasta-flyover
25

20

15
Shatrasta

Shatrasta
Flyover -

Flyover -
10

0
Bus Private Car
Group-4 Group 10
x

Fig 4.5: Comparison of TMS of two opposite directions

45

40

35
SMS of Group 4 and 10

30

25
Shatrasta-flyover
Shatrasta-flyover

20

15
Shatrasta
Flyover -
Shatrasta
Flyover -

10

0
Bus Private Car

Group 4 Group 10

Fig 4.6: Comparison of SMS of two opposite directions

40
 45
40
35

Operating speed
30
25
20
15
10
5
0
0 100 200 300 400 500
v/c

Fig 4.7: Operating speed vs v/c plot

4.9 Comparison of traffic characteristics of two directions

Different forms of speeds Flyover to Shatrasta Flyover to Shatrasta

Spot speed (TMS) 32.76 mph 26.96 mph
Travel speed (TMS) 19.74 mph 40.76 mph
Spot speed (SMS) 30.7 mph 26.49 mph
Travel speed (SMS) 18.9 mph 39.66 mph
Safe speed (85th percentile) 37.5 mph 29.3 mph
Design speed (98th percentile) 49 mph 31.7 mph
Median speed 29.5 mph 26.1 mph
Modal speed 31.5 mph 23.15 mph
Pace 26.5 mph - 36.5 mph 22 mph - 32 mph
Speed limits 29.5 mph - 49 mph 26.1 mph - 29.3 mph

41
 Chapter Five
Discussion and Recommendation

The following conclusions are drawn from present study.

5.1. Discussion on spot speed:

There were a large variety of speeds in the roadway we studied. It was understood when we
took data from the field. At first we assumed that the representative vehicles will fulfill our
desire of study but afterwards we felt the shortcomings of our assumptions. The percentage
frequency curve and the cumulative percentage frequency curve was smooth enough. And
from the charts we could calculate the modal speed, pace and different percentile speeds
flexibly. Different charts are shown in chapter 4.
5.2. Discussion on travel speed:
We collected data of a large number of vehicles from either side but we were successful to
collect only a few number of buses and private cars speed data. Data of some groups were
not available due to which we could not construct various other graphs. In fig-4.7 in chapter
4 there is operating speed vs v/c plot. Which we plotted with only data of 4 groups (Gr-1,
Gr-4, Gr-7, Gr-10). If we see the graph then it will be clear that it is not a good graph.
However we tried to fulfill all the requirements to complete the report.

5.3 Recommendations

1. Optimum vehicle composition of a traffic flow consists of 40% public transport or BUS
while there was only 27% public transport in our study road.

2. The buses we observed on the road were too much old that they could not maneuver easily
although the maneuverability of buses is originally low. So replacing these old buses with
new ones is highly recommended.

3. Bicycle should have specific lanes of their own which typically is placed beside the
footpath/shoulder. But there was not any specific lane in the road we studied. So it is
recommended that a lane system should be introduced to increase efficiency of the road at
the same time there should be a bicycle specific lane.

4. NMT or electrical low speed vehicles should not be permitted in this type of arterial road.
Although they typically travel on the left lane but they create a drag force which slows down
the high speed vehicles which creates congestion.

5. There were some large container trucks observed on the road. Congestion can be slightly
avoided if these vehicles were allowed only at off peak hours.

42
5.4 Limitations

1. The major limitation of this volume study was the survey was conducted for 15 minutes
only, whereas for proper results the survey should be conducted for at least 3 hours
2. Number of enumerators was 5 to 6 persons per group where for complete and precise
collection of data at least 15 to 20 persons were required for each group.
3. We collected data 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.

5.5 Recommendations for future work

The present study is focused mainly on traffic speed only. Various other experiments could
be conducted depending on the data we had in out possession. However due to lack of time
we conduct those extensive experiments and it is suggested that those studies should be
conducted in future to have a good understanding of the traffic condition of the roadway we
studied in this time.

43