This document provides a traffic speed study report for the roadway from Panthapath Signal to Russel Square in Dhaka City, Bangladesh. It includes definitions of different types of traffic speeds such as spot speed, space mean speed, time-mean speed, and free flow speed. Methodologies for measuring these speeds including stopwatch, radar, and pneumatic tube methods are described. The report also presents the study methodology, data collection process involving spot speed and travel speed surveys, data analysis including speed distribution fitting, delay studies, and level of service analysis. Recommendations are provided based on the findings of the study.

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Traffic Speed Study
Report Submitted By –
Pronob Kumar Ghosh
Std ID: 1204011
Group No: 01
Submitted to –
Professor Md. Shamsul Haque
Assistant Professor Sanjana Hossain
Department of Civil Engineering
Bangladesh University of Engineering and Technology

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ABSTRACT
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. The current
studies on traffic speed of roadway from Panthapath Signal to Russel Square in Dhaka City .The
amount of vehicle have increased significantly in the last decade due to the increase of the
economic condition of people. For designing and construction of a road involves estimation of
traffic volume and setting up ideal speed for the vehicles to travel in a comfortable way. Now days,
due to rapid increase in volume of traffic the designed speed on high ways could not be maintained
resulting a delay in reaching target point. Our Speed Study involves spot speed and travel speed.
This spot speed helps us to check the distribution pattern by fitting normal distribution curve. From
travel speed and spot speed delay study is done and benefit cost ration analysis is carried out. By
this it helps to recommend the changes to the existing system. These recommendations may
involve establishment of precautionary sighs like school zone, speed limit etc.

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ACKNOWLEDGEMENT
First of all, we would like to express my deepest sense of gratitude to almighty God.
I write this acknowledgement with great honor, pride and pleasure to pay my respects to all who
enable us either directly in completing this report. I express my deep sense of gratitude to Md.
Shamsul Haque, Professor, Department of Civil Engineering and Sajana Hossain, Assistant
Professor, Department of Civil Engineering, Bangladesh University of Engineering & Technology
for being valuable guidance to us especially for writing this report that I have encountered while
working on this report.

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CONTENTS
Page No.
Abstract ii
Acknowledgement iii
Contents iv
List of Figures vi
List of Tables vii
CHAPTER 1 INTRODUCTION 1
CHAPTER 2 LITERATURE REVIEW 2
2.1 Traffic Speed Study 2
2.2 Definition of Speed 2
2.2 a. Spot Speed 3
2.2 a. i. Stopwatch Methods
2.2 a. ii. Radar Meter Methods
2.2 a. iii. Pneumatic Methods
2.2 b. Space Mean Speed 3
2.2 c. Time-Mean-Speed 4
2.2 d. Free flow speed: 4
2.2 e. Travel speed 5
2.3 Traffic Delay
2.4 Chi-Square Test 5
2.5 Level of Service 5
CHAPTER 3 METHODOLOGY 6

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CHAPTER 4 DATA COLLECTION 9
4.1 Spot Speed Data Collection. 9
4.2 Travel Speed Data Collection. 10
CHAPTER 5 DATA ANLYSIS 12
5.1 Speed Distribution pattern by fitting normal distribution curve 12
5.2 Chi-Square Test 13
5.3 Delay Study 14
5.4 Benefit –Cost ratio Analysis 16
5.5 Speed Flow Study 18
5.6 Level of Service 21
CHAPTER 6 CONCLUSION & RECOMMENDATION 22
6.1 Conclusion 22
6.2 Limitation 22
6.3 Recommendation for future work 23
References 24

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List of Figures
Figure No. Figure Title Page
3.1 Speed Study Route from Panthapath to Russel Square 8
5.1 Distribution curve 13
5.2 Space mean speed vs Flow Curve 20
5.3 Space mean speed vs V/C Graph 23
5.4 Different Level of Service of roadway. 24

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List of Tables
Table No. Table Title Page
4.1 Spot Speed Data of CNG from all group. 8
4.2 Travel Speed Data of CNG & CAR. 9
4.3 Travel Speed Data of Micro-Bus,
Ambulance, Bus & JIP. 9
5.1 Spot Speed of CNG Distribution. 12
5.2 Chi-Square test of Spot Speed of CNG 13
5.3 Delay Study for Panthapath to Russel Square. 14
5.4 Delay Study from Russel Square to Panthapath. 15
5.5 Summary of Delay Cost. 15
5.6 Summary of All Cost. 16
5.7 Benefit- Cost Ratio analysis. 17
5.8 Travel Speed Data for group 1 18
5.9 Time mean speed , space mean speed 19
and flow for all group.
5.10 ADT of all Group. 21
5.11 Volume/Cost Panthapath to Russel Square 21
5.12 Volume/Cost Russel Square to Pathapath. 22
5.13 Volume/Capacity and Space mean speed 22
for all Group.

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CHAPTER 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. Traffic engineering deals with the application of
scientific principles, tools, techniques and findings for safe, rapid, convenient and economic
moment of people and goods. The basic object of traffic engineering is to achieve efficient free
and rapid flow of traffic with least number of traffic accidents.
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, traffic conditions, time, place,
environment and driver. In this study spot speed and travel speed of vehicle is counted from
Panthapath to Russel Square roadway. Spot speed survey is conducted to establish speed limit in
Panthapath to Russel Square, to recommend pedestrian signal if necessary, to recommend caution
signs to compare diverse types of drivers and vehicles under specified conditions. Travel speed is
conducted for efficiency check, collection of rating data, model calibration, economic analysis and
evaluation of performance before and after improvement. Speed delay time analysis is performed
in this study to measure the delay in terms of monetary value.

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CHAPTER 2
LITERATURE REVIEW
The purpose of performing spot speed study is because of the traffic speed limit and delay analysis
to measure the efficiency of the Panthapath to Russel Square 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.
2.1 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.
2.2 Definition of Speed
Speed is defined as the travel distance covered by unit time. Speed is expresses as mile per hour
or KM per hour.
Velocity= Distance / Time
In our study to determine spot speed, 44 ft distance is selected and to cover this distance the time
is counted.
Different types of Speed are-
Spot Speed.
Space- Mean Speed.
Time-Mean Speed.
Free Flow Speed.
Travel Speed.

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2.2 a. 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.
2.2 a. i. Stopwatch 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.
2.2 a. ii. 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.
2.2 a. iii. 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 tubes are placed
in the travel lanes and are connected to recorders located at the side of the road.
2.2 b. 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-

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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.
Space Mean Speed is measured by following methods-
License Plate Method
Floating Car Method.
Elevated Observer Method.
2.2 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-
where,
Ui or ui = observed speed of i-th vehicle
N or n = number of vehicles observed.
2.2 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.

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2.2 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.
2.3 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.

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CHAPTER 3
METHODOLOGY
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.
Location: Location of the spot for traffic speed survey is chosen to be from Panthapath to Russel
Square.
Date: Data for speed study was collected on 23 March 2017.
Time: Time of data collection for volume study was different for different groups however for
group-1 the time was from 9:00 am to 9:15 am.
Weather Condition: It was a sunny day.
Observation: Classified Vehicle Counts.
Distance for Spot Speed: 44ft.
Number of Enumerator: 7
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. Another Method is applied. At first the enumerator is calibrated their smartphone
and three groups made in where two enumerator were. They captured photo of front site of
vehicle from standing divider or footpath. Finally we find travel time for the same vehicle
approach time in Panthapth and exit time for same vehicle in Russel Square.

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Figure 3.1 Spot Speed and Travel Speed Study Area.

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CHAPTER 4
DATA COLLECTION
4.1 Spot Speed Data Collection.
Table 4.1 Spot Speed Data of CAR.
CAR Distance(ft) Time (sec)
Spot Speed
(mph)
1 44 1.65 18.1818
2 44 1.32 22.7273
3 44 1.20 25.0000
4 44 1.10 27.2727
5 44 1.43 20.9790
6 44 1.70 17.6471
7 44 1.80 16.6667
8 44 1.05 28.5714
9 44 1.77 16.9492
10 44 1.52 19.7368
11 44 1.62 18.5185
12 44 1.80 16.6667
13 44 1.24 24.1935
14 44 1.39 21.5827
15 44 1.70 17.6471
16 44 1.39 21.5827
17 44 1.67 17.9641
18 44 1.59 18.8679
19 44 1.41 21.2766
20 44 1.06 28.3019
21 44 1.60 18.7500
22 44 1.45 20.6897
23 44 1.40 21.4286
24 44 1.27 23.6220
25 44 1.07 28.0374

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Table 4.2 Spot Speed Data of CNG
CNG Distance (ft) Time (sec) Spot Speed(mph)
1 44 1.78 16.8539
2 44 1.58 18.9873
3 44 1.82 16.4835
4 44 1.46 20.5479
5 44 1.81 16.5746
6 44 1.86 16.1290
7 44 1.68 17.8571
8 44 1.48 20.2703
9 44 1.63 18.4049
10 44 1.79 16.7598
Table 4.3 Spot Speed Data of Motor-cycle.
Motor-Cycle Distance (ft) Time (sec) Spot Speed (mph)
1 44 1.32 22.72727
2 44 1.81 16.57459
3 44 1.37 21.89781
4 44 1.42 21.12676
5 44 1.58 18.98734
6 44 1.69 17.75148
7 44 1.67 17.96407
8 44 1.41 21.27660
9 44 1.35 22.22222
10 44 1.71 17.54386

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Table 4.4 Spot Speed Data of BUS
Table 4.5 Spot Speed Data of Micro-Bus.
MicroBus Distance (ft) Time (sec) Spot Speed (mph)
1 44 1.62 18.5185
2 44 1.78 16.8539
3 44 1.68 17.8571
4 44 1.70 17.6471
5 44 1.23 24.3902
Table 4.6 Spot Speed Data of Jip/ Pajero.
JIP/Pajero Distance (ft) Time (sec) Spot Speed (mph)
1 44 1.52 19.7368
2 44 1.64 18.2927
Table 4.7 Spot Speed Data of PicUp.
PICUP Distance (ft) Time (sec) Spot Speed (mph)
1 44 2.69 11.1524
2 44 2.45 12.2449
BUS Distance (ft) Time (sec) Spot Speed (mph)
1 44 2.36 12.7119
2 44 2.21 13.5747
3 44 2.25 13.3333

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4.2 Travel Speed Data Collection.
Table 4.8 Travel Speed Data of CNG & CAR.
CNG
Travel
Time
(sec)
Distance
(ft)
Tavel Speed
(mph)
CAR
Travel
Time
(Sec)
Distance
(ft)
Travel
Speed
(mph)
1 135 2624.672 13.2559 1 188 2624.672 9.5189
2 149 2624.672 12.0104 2 208 2624.672 8.6036
3 273 2624.672 6.5551 3 192 2624.672 9.3206
4 165 2624.672 10.8458 4 194 2624.672 9.2245
5 131 2624.672 13.6607 5 242 2624.672 7.3948
6 144 2624.672 12.4274 6 198 2624.672 9.0381
7 153 2624.672 11.6964 7 198 2624.672 9.0381
8 185 2624.672 9.6732 8 205 2624.672 8.7295
9 194 2624.672 9.2245 9 208 2624.672 8.6036
10 154 2624.672 11.6204 10 213 2624.672 8.4016
11 116 2624.672 15.4271 11 204 2624.672 8.7723
12 159 2624.672 11.2550 12 196 2624.672 9.1304
13 177 2624.672 10.1104 13 204 2624.672 8.7723
14 114 2624.672 15.6978 14 238 2624.672 7.5191
15 109 2624.672 16.4179 15 236 2624.672 7.5828
16 162 2624.672 11.0466 16 220 2624.672 8.1343
17 186 2624.672 9.6212 17 214 2624.672 8.3624
18 176 2624.672 10.1679 18 207 2624.672 8.6452
19 197 2624.672 9.0840
20 200 2624.672 8.9477

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Table 4.9 Travel Speed Data of Micro-Bus, Ambulance ,Bus, Pajero.
Micro-
Bus
Time
(sec)
Distance
(ft)
Travel Speed
(mph)
Ambulance
Time
(sec)
Distance
(ft)
Travel Speed
(mph)
1 203 2624.672 8.8155 1 145 2624.672 12.3417
2 214 2624.672 8.3624
3 203 2624.672 8.8155
4 213 2624.672 8.4016
5 206 2624.672 8.6871
Bus
Time
(sec)
Distance
(ft)
Travel
Speed
(mph)
JIP/PAJERO
Time
(sec)
Distance
(ft)
Travel
Speed
(mph)
1 202 2624.672 8.8592 1 181 2634.672 9.9247
2 238 2624.672 7.5191 2 167 2634.672 10.7567
3 256 2624.672 6.9904

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CHAPTER 5
DATA ANALYSIS
5.1 Spot Speed Data Analysis.
In spot speed study, time to pass 22 ft or 44 ft distance is counted. In our case we take 44 ft strip
and count time to travel this distance without uninterrupted. Spot speed data is collected from eight
group. The data is classified in table 5.1 in such a way that in every class at least 8-10 vehicle
exists. For every range percentage frequency and after cumulative frequency is calculated.
Weighted average speed is calculated from this table.
Table 5.1 Data Classification of Spot Speed.
Weighted Average Speed = (∑v x f) / ∑ f
= 7987.5 / 579
= 13.795 mph
Speed Range
mile/hour
Mid Speed, V
mile/hour
Frequency f
% of
frequency
Cumulative of
frequency
V x f
0-5 2.5 9 1.55% 1.55% 22.5
5-10 7.5 131 22.63% 24.18% 982.5
10-15 12.5 239 41.28% 65.46% 2987.5
15-20 17.5 134 23.14% 88.60% 2345
20-25 22.5 43 7.43% 96.03% 967.5
25-30 27.5 13 2.25% 98.27% 357.5
30-35 32.5 10 1.73% 100.00% 325
Total= 579 100.00% 7987.5

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5.2 Speed Histogram.
From Table 5.1, the number of vehicles frequency for every range is determined. A histogram is
drawn from speed range vs frequency. In this histogram it is seen that the maximum number of
vehicles is in 10-15 mph range. The number of vehicles within this speed range is 239 among 579
vehicles.
Figure 5.1 Speed Histogram.
0
50
100
150
200
250
0-5 5-10 10-15 15-20 20-25 25-30 30-35
9
131
239
134
43
13 10
Frequency
Speed Range, mph
Histogram
Modal Speed 10-15 mph range

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5.3 Frequency Curve
Frequency Curve is drawn the number of vehicles in each range vs spot speed. Figure 5.2 shows
frequency graph. From this graph modal speed and pace can be determined. The modal speed is
highest frequency speed. From this graph, it is seen that the highest frequency occurs 12.5 mph.
So modal speed is 12.5 mph. Pace is also determined from here. Pace is the range of speed usually
taken 10-15 mph increment. The pace is found from here is 6 – 20 mph.
Figure 5.2 Frequency Curve from Spot Speed Study.
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
35.00%
40.00%
45.00%
0 5 10 15 20 25 30 35
frequency%
Spot Speed, mile/hour
Freequency Curve
Modal Speed 12.5 mph
Pace 6-20 mph

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5.4 Cumulative Frequency Curve
Cumulative frequency distribution of spot speed is important to measure some parameters. Figure
5.3 shows cumulative frequency curve of spot speed. From this graph design speed, safe speed,
median speed, speed limits are found. Design speed is the 98th
percentile speed. In this graph 98th
percentile occurs at speed 26.5 mph. Safe speed is 85th
percentile speed. 85th
percentile is found at
speed 16.5 mph. Median speed is the 50th
percentile speed. Here 50th
percentile occurs at speed 11
mph. Speed limits are measured between 85th
percentile speed at upper limit & 15th
percentile
speed at lower limit. From this graph it is observed that the speed limit occurs 6.5mph-16.5 mph.
Figure 5.3 Cumulative Frequency Curve of Spot Speed.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 5 10 15 20 25 30 35
Cumulativefrequency
Spot Speed,Mph
Cumulative Frequency Distribution of Spot Speed
85th percentile 16.5 mph
15th
percentile
6.5 mph
98th percentile 26.5 mph
50th percentile 11
mph

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Table 5.2 Result from Spot Speed Study.
Parameters Result
1. Weighted Average
Speed
13.795 mph
2. Modal Speed 12.5 mph
3. Pace 6-20 mph
4. Design Speed 26.5 mph
5. Safe Speed 16.5 mph
6. Speed Limits 6.5-16.5 mph
7. Median Speed 11 mph

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5.5 Wardrop Equation Develop from CNG Travel Speed Data.
Travel Speed data is counted for different classified vehicles from Panthpath to Russel Square.
Travel speed of CNG is shown in Table 5.3. From this data space mean speed,Vi and time mean
speed Vt is determined. From the analysis it is seen that space mean speed 11.706 mph is lower
than time mean speed 11.1772 mph.
Table 5.3 Travel Speed Analysis of CNG.
Vehicle
No.
Speed Vi
mph
Time Mean Speed Vt
mph
Space Mean Speed
Vs mph
(Vi-Vt)^2
1 13.2559
∑Vi / n
= 210.7139/18
= 11.706
n / ∑(1/Vi) =
18/ (1.61042)
= 11.1772
2.4022495
2 12.0104 0.09265728
3 6.5551 26.5315146
4 10.8458 0.74002651
5 13.6607 3.82077423
6 12.4274 0.52045294
7 11.6964 9.2174E-05
8 9.6732 4.13212001
9 9.2245 6.15794225
10 11.6204 0.00731903
11 15.4271 13.8469375
12 11.2550 0.20337779
13 10.1104 2.54578988
14 15.6978 15.9344596
15 16.4179 22.2018279
16 11.0466 0.43480925
17 9.6212 4.34625898
18 10.1679 2.36577449
210.7139 106.284384

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From the above analysis Wardrop equation is verified in below. At first Standard deviation of
CNG travel speed data is determined. Then it is seen that right part of Wardrop equation is very
near to time mean speed.
Standard Deviation Sd= √(106.284384 / 18) = 2.42995
Now,
Vs + (Sd^2) / Vs
= 11.1772 + 2.42995^2 / 11.1772
=11.705
Which is very near to 11.706
Percentage of Error = (11.706-11.705) / 11.706*100 %
=0.00854 %
So Vt = Vs + Sd^2 / Vs Wardorp Equation is proved.

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5.5 Wardrop Equation Develop from CAR Travel Speed Data.
Travel speed of CAR is shown in Table 5.4. From this data space mean speed,Vi and time mean
speed Vt is determined. From the analysis it is seen that space mean speed 8.59946 mph is lower
than time mean speed 8.64119mph.
Table 5.4 Travel Speed Analysis of CAR.

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Vehicle
No.
Speed Vi
mph
Time Mean
Speed Vt mph
Space Mean
Speed Vs
mph
(Vi-Vt)^2
1 9.5189
∑Vi / n =
172.8239/20=
8.64119
n / ∑(1/Vi) =
20/
(2.325726)=
8.59946
0.77033648
2 8.6036 0.0014129
3 9.3206 0.46155471
4 9.2245 0.34022705
5 7.3948 1.55341087
6 9.0381 0.15755876
7 9.0381 0.15755876
8 8.7295 0.00780003
9 8.6036 0.0014129
10 8.4016 0.05738472
11 8.7723 0.01718969
12 9.1304 0.23927996
13 8.7723 0.01718969
14 7.5191 1.25905494
15 7.5828 1.12011503
16 8.1343 0.25692323
17 8.3624 0.07773561
18 8.6452 1.5798E-05
19 9.0840 0.1960856
20 8.9477 0.09397625
Total 172.8239 6.78622298

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Standard Deviation Sd= √(6.78622298/20) = 0.5825
Now,
Vs + (Sd^2) / Vs
= 8.59946 + 0.5825^2 / 8.59946
=8.6338 mph
Which is very near to 8.64419 mph
Percentage of Error= 100*(8.64419-8.59946) / 8.64419
=0.517 %
So Vt = Vs + Sd^2 / Vs Wardorp Equation is proved.
Table 5.5 Time Mean Speed and Space Mean Speed of CNG and CAR.
Vehicle Time Mean Speed
mph
Space Mean Speed
mph
Comments
CNG 11.706 11.1772 Space Mean Speed is
lower.
CAR 8.64119 8.59946 Space Mean Speed is
lower.

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CHAPTER 6
CONCLUSION AND RECOMMENDATION
6.1 Conclusion
In Spot Speed study, speed is taken for different classified vehicles in proportion to vehicle
composition. Total eight group spot speed data is accumulated and classified in Five mph range.
From frequency table weighted average speed is determined and it is 13.795 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 Panthapath to Russel Square
roadway is in 10-15 mph range. So it is said that modal speed is in this range. From frequency
curve, the highest peak is 12.5 mph and it is modal speed. It is also seen that the pace is 6-20 mph.
From cumulative frequency curve, design speed (98th
percentile speed) is 26.5 mph. Safe speed
(85th
percentile) is 16.5 mph & the median speed is 11 mph. From this curve we can also determine
limit speed. In limit speed, upper limit (85th
percentile) is 16.5 mph & lower limit (15th
percentile)
is 6.5 mph.
In travel speed study, travel time is taken for different vehicles from Panthapth to Russel Square.
To proof Wardrop equation, CNG & CAR travel speed is taken. In the travel speed study it is seen
that space mean speed is always lower than time mean speed. Wardrop equation is proofed. The
percentage of error is so small that it is negligible to take consideration.
6.2 Limitation
The major limitation of spot sped study was conducted for 10-15 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 thrusday. To get more
accurate result, the study should be taken through the whole day.
Number of enumerators was 7 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.

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6.3 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.

32. xxxii | P a g e
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