Travel speed report by pronob ghosh buet 1204011

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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

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CHAPTER 3 METHODOLOGY 6
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 25
6.3 Recommendation for future work 25
References 26

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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. The statistical analysis is carried out to
proof wardrop equation. Chi-square test is also done to compare observed vehicle with expected
vehicle. Speed delay time analysis is performed in this study to measure the delay in terms of
monetary value. Level of service is a qualitative measure used to relate the quality of
traffic service. LOS is used to analyze highways by categorizing traffic flow and assigning
quality levels of traffic based on performance measure like speed, density etc.

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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 Traffic Delay
Traffic Delay is the elapse time between the time required to cover travel distance with free flow
and the time required to cover travel distance with travel speed. In our delay study average spot
speed is taken as free flow speed. Delay is found for each vehicle in terms of second. Then Delay
for one day or one year or more time is find out and finally in terms of monetary value delay can
be analyzed.
2.4 Chi-Square Test
A chi-squared test, also written as χ2 test, is any statistical hypothesis test wherein the sampling
distribution of the test statistic is a chi-squared distribution when the null hypothesis is true.
Without other qualification, 'chi-squared test' often is used as short for Pearson's chi-squared test.
Chi-squared tests are often constructed from a sum of squared errors, or through the sample
variance. Test statistics that follow a chi-squared distribution arise from an assumption of
independent normally distributed data, which is valid in many cases due to the central limit
theorem. A chi-squared test can be used to attempt rejection of the null hypothesis that the data are
independent.
2.5 Level of Service
Traffic delay is directly related to the driver's level of discomfort, frustration, fuel consumption,
and loss of travel time. The following paragraphs describe the various LOS categories-
Level of Service A - Operations with low delay, or delays of less than 5.0 seconds per vehicle.
This LOS is reached when most of the oncoming vehicles enter the signal during the green phase,
and the driving conditions are ideal in all other respects as well.
Level of Service B - Operations with delays between 5.1 and 15.0 seconds per vehicle. This LOS
implies good progression, with some vehicles arriving during the red phase.

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

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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 Speed Study Route from Panthapath to Russel Square.

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CHAPTER 4
DATA COLLECTION
4.1 Spot Speed Data Collection.
To check the distribution pattern by fitting normal distribution curve, CNG is selected. Here the
all CNG spot speed data is given below in Table 4.1.
Table 4.1 Spot Speed Data of CNG from all group.
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
1 16.85 24 11.79 47 5.42 70 11.83 93 10.55
2 18.99 25 13.86 48 6.2 71 11.56 94 6.93
3 16.48 26 7.09 49 9.43 72 10.12 95 15.18
4 20.55 27 11.79 50 12.1 73 8.95 96 7.42
5 16.57 28 11.88 51 9.87 74 10.51 97 6.28
6 16.13 29 7.88 52 11.19 75 11.74 98 11.22
7 17.86 30 11.25 53 6.47 76 14.38 99 12.53
8 20.27 31 8 54 10.87 77 11.56 100 9.51
9 18.4 32 12.47 55 6.31 78 10.66 101 9.63
10 16.76 33 15.59 56 11.54 79 11.39 102 5.47
11 15.78 34 19.7 57 7.94 80 10.81 103 11.88
12 13.04 35 14.53 58 5.86 81 9.79 104 11.47
13 16.66 36 7.92 59 7.73 82 6.93 105 13.36
14 13.63 37 8.41 60 12.5 83 11.79 106 11.83
15 15.78 38 6.93 61 11.11 84 12.9 107 4.04
16 19.99 39 10.05 62 7.43 85 12.9 108 13.36

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17 19.99 40 10.25 63 6.85 86 10.55 109 12.42
18 16.66 41 6.48 64 6.55 87 12.47 110 10.49
19 19.99 42 5.74 65 4.96 88 9.19 111 9.68
20 18.74 43 6.67 66 10.22 89 8.95 112 10.71
21 19.99 44 10.42 67 10.7 90 9.42 113 7.18
22 16.66 45 7.39 68 12.96 91 12.02 114 10.34
23 11.79 46 5.81 69 12.22 92 9.54 115 8.67
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
Observ.
No
Speed
mph
116 16.67 126 12.5 136 12.2 146 7.5 156 15
117 12.61 127 11.11 137 11.58 147 11.54 157 11.54
118 10.79 128 10.56 138 14.29 148 5.77 158 12.5
119 10.34 129 13.64 139 9.26 149 12.5 159 12.3
120 15.31 130 18.18 140 10 150 12.5 160 15
121 12 131 13.27 141 8.33 151 15 161 8.57
122 12.61 132 10.75 142 7.5 152 11.54 162 7.14
123 13.95 133 9.68 143 8.33 153 12.5 163 8.33
124 12.5 134 18.18 144 10 154 8.33 164 11.54
125 15.31 135 10.45 145 7.5 155 15

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4.2 Travel Speed Data Collection.
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. Travel speed data is shown here below for each type of
classified vehicle.
Table 4.2 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 4.3 Travel Speed Data of Micro-Bus, Ambulance, Bus & JIP.
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 Speed Distribution pattern by fitting normal distribution curve
The spot speed of CNG from all group is accumulated. Total amount of CNG spot speed is 164.
This speed is classified and a statistical analysis is carried out in where mean, variance, standard
deviation is found out. A distribution curve is drawn from this spot speed data.
Table 5.1 Spot Speed of CNG Distribution.
Range
Frequency
f
Mid speed
x (mph)
(x-μ)^2 f*(x-μ)^2
3-6 8 4.5 56.25 450
6-9 34 7.5 20.25 688.5
9-12 56 10.5 2.25 126
12-15 34 13.5 2.25 76.5
15-18 20 16.5 20.25 405
18-21 12 19.5 56.25 675
Total = 164 72 2421
Mean μ= 72/6 = 12
Variance = ∑(f(x- μ)^2) / ∑f -1
=2421 / (164-1)
=14.8528
Standard deviation = √14.8528
=3.8539

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A distribution curve is drawn mid speed vs. frequency. From the below graph it is seen that
maximum frequency is 9-12 mph range. The graph is below.
Figure 5.1 Distribution curve.
5.2 Chi-Square Test
A chi-square test, also written as χ2 test, is any statistical hypothesis test where in the sampling
distribution of the test statistic is a chi-squared distribution when the null hypothesis is true.
Chi-squared tests are often constructed from a sum of squared errors, or through the sample
variance. Test statistics that follow a chi-squared distribution arise from an assumption of
independent normally distributed data, which is valid in many cases due to the central limit
theorem. A chi-squared test can be used to attempt rejection of the null hypothesis that the data are
independent. Here the spot speed of CNG data is carried out to analysis under chi-square test to
get decision where observed and expected vehicle meet together or not.
Table 5.2 Chi-Square test of Spot Speed of CNG
8
34
56
34
20
12
0
10
20
30
40
50
60
0 5 10 15 20 25
frequency
mid speed, mph
Distribution Curve
Range
Observed
Frequency
O
Mid
speed x
(mph)
x- x' u=(x-x')/Ϭ
Cumulative
Probability
ΔP
Expected
frequency
E=N*ΔP
χ^2=(O=E)^2/
E
3-6 8 4.5 -7.5 -1.95 0.0256 0.0256 4.1984 3.44230
6-9 34 7.5 -4.5 -1.17 0.1210 0.0954 15.6456 21.53219
9-12 56 10.5 -1.5 -0.39 0.3483 0.2273 37.2772 9.40369
12-15 34 13.5 1.5 0.39 0.6583 0.3100 50.8400 5.57800
15-18 20 16.5 4.5 1.17 0.8790 0.2207 36.1948 7.24611
18-21 12 19.5 7.5 1.95 0.9744 0.0954 15.6456 0.84947
21-24 0 22.5 10.5 ∞ 1 0.0256 4.1984 4.19840
Total 164 1 52.25016

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Degrees of Freedom = No. of Observation – No. of Independent Parameter -1
= 7 - 2 – 1 = 4
Corresponding to degrees of freedom 4 and level of significance 95%, the critical chi-square value
is found 9.49 from chi-square table. The null hypothesis is that the observed frequency distribution
is the same as the theoretical distribution. As test static chi-squared value 52.25016 exceeds the
critical chi-square value 9.49 corresponding to degrees of freedom, the null hypothesis is rejected.
That means there is a difference between distribution.
5.3 Delay Study
Traffic Delay is the elapse time between the time required to cover travel distance with free flow
and the time required to cover travel distance with travel speed. In our delay study average spot
speed is taken as free flow speed. Delay is found for each vehicle in terms of second. Then Delay
for one day or one year or more time is find out and finally in terms of monetary value delay can
be analyzed. Delay for each type of vehicle, vehicle operating cost (VOC), value of travel time
cost (VOT) for Panthapath to Russel square and Russel Square to Panthapath is given in below.
Table 5.3 Delay Study for Panthapath to Russel Square.
In above table, for each type of vehicle Vehicle Operating Cost & Value of of Travel time cost is
calculated. Average spot speed for each type of classified vehicle is taken as free flow speed. Time
elapse between this average spot speed and average travel speed to pass the total distance is delay,
Vehicle
Avg.
Spot
Speed
(mile/hr)
Avg.
Travel
Speed
(mile/hr)
Delay
(sec)
No. of
Vehicle
Total
Delay
(hour)
Vehicle
delay
cost
(Tk/veh.
hr)
Vehicle
operatin
g Cost
TK
Vehicle
Occupan
cy
Delay of
Passeng
er (hr)
Passeng
er time
value
(TK per
pass. Hr)
Vehicle
operatin
g Travel
Cost TK
Total
Cost/4hr
Tk
Bus 13.2 9.25 68.75 84 1.604 110 176 40 64.164 5.52 354 531
Light Vehicle 21.31 10.26 107.40 2988 89.143 100 8914 2.1 187.199 20 3744 12658
Auto-Rickshaw 17.89 13.9 34.10 888 8.411 25 210 2.1 17.663 5 88 299
Motor-Cycle 19.81 12.42 63.83 612 10.851 5 54 1 10.851 12 130 184
TOTAL 110.008 9355 279.877 4317 13672
DELAY STUDY FROM PANTHPATH TO RUSSEL SQUARE

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expressed as second. Then vehicle operating cost and value of travel time cost is calculated shown
in Table 5.3. Finally total cost for each type of vehicle in 4 hour is showed.
Now, Delay study for Russel Square to Panthapath for each type of vehicle is carried out in below
Table 5.4 Delay Study from Russel Square to Panthapth.
In above table, for each type of vehicle Vehicle Operating Cost & Value of of Travel time cost is
calculated. Average spot speed for each type of classified vehicle is taken as free flow speed. Time
elapse between this average spot speed and average travel speed to pass the total distance is delay,
expressed as second. Then vehicle operating cost and value of travel time cost is calculated shown
in Table 5.4. Finally total cost for each type of vehicle in 4 hour is showed.
Summary of Delay cost for each route is showed in Table 5.5
Table 5.5 Summary of Delay Cost.
Route Total Vehicle
operating cost
TK. in 4 hour
Total Value of
Travel time cost
Tk. in 4 hour
Total Cost TK.
in 4 hour
Panthapath to Russel Square 9355 4317 13672
Russel Square to Panthapath 11410 5259 16669
Vehicle
Avg.
Spot
Speed
(mile/hr)
Avg.
Travel
Speed
(mile/hr)
Delay
(sec)
No. of
Vehicle
Total
Delay
(hour)
Vehicle
delay
cost
(Tk/veh.
hr)
Vehicle
operatin
g Cost
TK
Vehicle
Occupan
cy
Delay of
Passeng
er (hr)
Passeng
er time
value
(TK per
pass. Hr)
Vehicle
operatin
g Travel
Cost TK
Total
Cost/4hr
Tk
Bus 13.2 9.25 68.75 78 1.490 110 164 40 59.581 5.52 329 493
Light Vehicle 21.31 10.26 107.40 3660 109.191 100 10919 2.1 229.300 20 4586 15505
Auto-Rickshaw 17.89 13.9 34.10 942 8.922 25 223 2.1 18.737 5 94 317
Motor-Cycle 19.81 12.42 63.83 1176 20.851 5 104 1 20.851 12 250 354
TOTAL 140.453 11410 328.469 5259 16669
DELAY STUDY FROM RUSSEL SQUARE TO PANTHAPATH

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From above Table 5.5 it is seen that both vehicle operating cost and value of travel time cost is
higher in Russel Square to Panthapath route than Panthapath to Russel Square route. The
percentage of Total delay cost in 4 hour for each route is below.
Panthapath to Russel Square= 100 * 13672 / (13672+16669)
= 45.06%
Russel Square to Panthapath= 100 * 16669 / (13672+16669)
= 54.94%
Now, delay cost for next 20 years is done in the below Table 5.6. The percentage growth of delay
cost is assumed to be 7%.
Table 5.6 Summary of All Cost.
Route
Total cost in 4
Hour TK.
Total cost in 1
day TK.
Total cost in 1
year million
TK.
Total cost in
20year million
TK.
Panthpath to Russel
Square
13672 82032 29.942 115.865
Russel Square to
Panthapath
16669 100014 36.505 141.263
Total 30341 182046 66.447 257.128
5.4 Benefit –Cost ratio Analysis
A benefit-cost ratio is used in the formal discipline of cost-benefit analysis that attempts to
summarize the overall value for money of a project or proposal. A BCR is the ratio of the benefits
of a project or proposal, expressed in monetary terms, relative to its costs, also expressed in
monetary terms. All benefits and costs should be expressed in discounted present values.
Benefit cost ratio (BCR) takes into account the amount of monetary gain realized by performing a
project versus the amount it costs to execute the project. The higher the BCR the better the
investment. General rule of thumb is that if the benefit is higher than the cost the project is a good
investment.

25 | P a g e
In Table 5.7 Benefit-Cost ratio for Panthapath to Russel Square and Russel Square to Panthapath
is carried out assuming 7% increasing rate in each year.
Table 5.7 Benefit- Cost Ratio analysis.
Route
Vehicle Operatin Cost Value of Travel Cost
Benefit
million
TK.
Cost
million
TK.
Benefit-
Cost
Ratio
in 4
hour
TK.
in 1
day
TK.
in 1
year
million
in 4
hour
Tk
in 1
day
Tk.
in 1
year
million
Panthapath to
Russel Square
9355 56130 20.4875 4317 25902 9.45423 100.11 20.48745 4.88641
Russel Square
to Panthapath
11410 68460 24.9879 5259 31554 11.5172 122.01 24.9879 4.88276
Toatal 20765 124590 45.4754 9576 57456 20.9714 222.12 45.47535 4.88440
From above table, value of travel cost is taken as benefit because if the delay is not occurred, then
value of travel cost will be added in national income. This benefit is carried out for next 20 years
assuming 7% increasing growth rate. Value of operating cost is taken as Cost and it is assumed
that this cost is occurred in project first year. The benefit cost ratio result shows that the value is
greater 1. So, the project will be efficient. But, in actual condition this benefit is lost.

26 | P a g e
5.5 Speed Flow Study
From every group of travel speed data, space mean speed is calculated. For sample group-1 is
calculated below.
Table 5.8 Travel Speed Data for group 1
Distance m Time sec Speed mph Distance m Time sec Speed mph
950 135 15.74
950 204 10.42
950 149 14.26
950 196 10.84
950 273 7.78
950 204 10.42
950 165 12.88
950 238 8.93
950 131 16.22
950 236 9.00
950 144 14.76
950 220 9.66
950 153 13.89
950 214 9.93
950 185 11.49
950 207 10.27
950 194 10.95
950 197 10.79
950 154 13.80
950 200 10.63
950 116 18.32
950 203 10.47
950 159 13.37
950 214 9.93
950 177 12.01
950 203 10.47
950 114 18.64
950 213 9.98
950 109 19.50
950 206 10.32
950 162 13.12
950 202 10.52
950 186 11.43
950 238 8.93
950 176 12.07
950 256 8.30
950 188 11.30
950 145 14.66
950 208 10.22
950 181 11.74
950 192 11.07
950 167 12.73
950 194 10.95
950 242 8.78
950 198 10.73

27 | P a g e
950 198 10.73
950 205 10.37
950 208 10.22
950 213 9.98
Total Distance = 46550 m = 28.9248mile
Total Time = 9272 sec = 2.58 hour
Total speed = 573.48 mph
Total Observation = 49
Time mean speed = ∑ Vi / n = 573.48 / 49 = 11.70mph
Space mean Speed = n / ∑(1/Vi) = 11.21 mph
Similarly, for other group the space mean speed and travel mean speed is shown in the following
table.
Table 5.9 Time mean speed , space mean speed and flow for all group.
Group 1 2 3 4 5 6 7 8
Time mean
speed mph
11.7 12.69 12.98 11.46 7.53 13.58 8.41 6.5
Space mean
speed mph
11.21 10.68 11.24 11.05 4.03 9 7.52 5.26
Flow
PCU/hour
1122 804 1374 1164 662 851 993 1149

28 | P a g e
Space mean speed vs flow curve is below. The curve line is drawn as best fitted.
Figure 5.2 Space mean speed vs Flow Curve.
From the graph, it is seen that figuratively the flow is zero either because there is no vehicles or
there are too many vehicles so that they cannot move. So, in graph, there exists two condition. One
is congested flow and another is uncongested flow. At maximum flow, the speed will be in
between zero and free flow speed which is called as free flow speed. This is called optimum speed.
From the above graph, it is seen that
free flow speed = 12 mph
optimum flow speed = 8 mph
optimum flow = 1200 veh/hr
0.00
2.00
4.00
6.00
8.00
10.00
12.00
0 200 400 600 800 1000 1200 1400 1600
Spacemeanspeed,mph
Flow veh/hr
Space Mean Speed vs Flow Curve
Uncongested Flow
Congested Flow

29 | P a g e
5.6 Level of Service
Level of service (LOS) is a qualitative measure used to relate the quality of traffic service. LOS
is used to analyze highways by categorizing traffic flow and assigning quality levels of traffic
based on performance measure like speed, density,etc. At first the ADT of both site is calculated
and then it average value is used.
Table 5.10 ADT of all Group.
Panthapath to Russel
Square
Group ADT
Russel Square to
Pathapath
Group ADT
1 24784 8 25379
2 15142 7 18701
3 23550 6 14586
4 21595 5 12282
AVG. 21267.75 AVG. 17737
Total ADT= 21267.5 + 17737 = 39004.5
Average ADT = 39004.5/ 2 = 19502.25
Table 5.11 Volume/Cost Panthapath to Russel Square
Panthapath
to Russel
Square
Group ADT C
PCU/hr V/C
Space
Mean
speed
1
19502.4 2925.36
1122 0.3835 9.44
2 804 0.2748 11.24
3 1374 0.4697 11.83
4 1164 0.3979 9.31

30 | P a g e
Table 5.12 Volume/Cost Russel Square to Pathapath.
Russel
Square to
Pathapath
Group ADT C PCU/hr V/C
space mean
speed
8
19502.4 2925.36
1149 0.3928 5.26
7 993 0.3394 7.52
6 851 0.2909 9.00
5 662 0.2263 6.79
Table 5.13 Volume/Capacity and Space mean speed for all Group.
Group
Volume/
Capacity
Space
Mean
speed mph
1 0.38354 9.44
2 0.27483 11.24
3 0.46968 11.83
4 0.39790 9.31
5 0.22630 6.79
6 0.29090 9.00
7 0.33940 7.52
8 0.39280 5.26

31 | P a g e
Space mead speed vs V/C graph is drawn below.
Fig 5.3 Space mean speed vs V/C Graph.
From the above LOS study, it is seen that our data lies in F level of service condition which is
applicable in roadway of America. But from existence road condition, we see that level of our
service for our road is in D level.
0.00
10.00
20.00
30.00
40.00
50.00
60.00
70.00
80.00
0 0.2 0.4 0.6 0.8 1 1.2
Spacemeanspeed,mph
V/C ratio
Level of Service
F
A
B
C
D
E

32 | P a g e
Figure 5.4 Different Level of Service of roadway.

33 | P a g e
CHAPTER 6
CONCLUSION & RECOMMENDATION
6.1 Conclusion
Chi-Square Test is carried on most dominated vehicle CNG. As test static chi-squared value
52.25016 exceeds the critical chi-square value 9.49 corresponding to degrees of freedom, the null
hypothesis is rejected. That means there is a difference between distribution.
Delay Study analysis shows that both vehicle operating cost and value of travel time cost is higher
in Russel Square to Panthapath route than Panthapath to Russel Square route.
The benefit-cost analysis is carried out for next 20 years assuming 7% increasing growth rate.
Value of operating cost is taken as Cost and it is assumed that this cost is occurred in project first
year. The benefit cost ratio result shows that the value is greater 1. So, the project will be efficient.
But, in actual condition this benefit is lost.
Speed flow study conveys that free flow speed = 12 mph, optimum flow speed = 8 mph, optimum
flow = 1200 veh/hr.
Level of service is a qualitative measure used to relate the quality of traffic service. From the LOS
study, it is seen that our data lies in F level of service condition which is applicable in roadway of
America. But from existence road condition, we see that level of our service for our road is in D
level.
6.2 Recommendation for further study
 If more spot speed is collected, then more feasible result can be found.
 More statistical analysis can be carried out.
 Benefit-cost ratio analysis can be carried out taking previous year data.
 For delay study, better method can be approached.

34 | P a g e
RFERRENCES
1.Robertson, H. D. 1994. Spot Speed Studies. In Manual of Transportation Engineering
Studies, ed. H. D. Robertson, J. E. Hummer, D. C. Nelson. Englewood Cliffs, N.J.: Prentice Hall,
Inc., pp. 33–51. Currin, T. R. 2001.
2 Spot Speed Study. In Introduction to Traffic Engineering: A Manual for
Data Collection and Analysis, ed. B. Stenquist. Stamford, Conn.: Wadsworth Group, pp. 4–12.
Homburger, W. S., J. W. Hall, R. C. Loutzenheiser, and W. R. Reilly. 1996.
3. Spot Speed Studies. In Fundamentals of Traffic Engineering. Berkeley: Institute of
Transportation Studies, University of California, Berkeley, pp. 6.1–6.9. Parma, K. 2001.
4. Survey of Speed Zoning Practices: An Informational Report. Washington, D.C.: Institute of
Transportation Engineers. Persaud, Bhagwant, Parker, Martin Jr., and Gerald Wilde. 1997.
5Safety, speed and speed management. Transportation Canada Repor. Ottawa Canada.
6. http://www.ctre.iastate.edu/PUBS/traffichandbook/2SpotSpeed.pdf
7.http://teacher.buet.ac.bd/cfc/CE452/Spot%20Speed%20Study.pdf
8. https://www.slideshare.net/PriyanshSingh1/spot-speed-study-lab
9.https://www.slideshare.net/SantoshSai1/spot-speed-studies-and-speed-delay-time-survey

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