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Sanchari Halder
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SEE PROFILE
SEE PROFILE
Group 4
Nuzhat Nueery Haque
09.02.03.017
Sanchari Halder
09.02.03.022
09.02.03.024
Rana Nag
09.02.03.025
09.02.03.026
09.02.03.027
Submitted to
A.K.M. Abir
&
Md. Sami Hasnaine
DEPARTMENT OF CIVIL ENGINEERING
ABSTRACT
Traffic engineering uses engineering methods and techniques to achieve the safe and time
efficient movement of people and goods on roadways. The safe and time efficient movement of
the people and goods is dependent on Traffic flow, which is directly connected to the traffic
characteristics. The three main parameters of a traffic flow are volume, speed and density. In the
absence of effective planning and traffic management of the city, the current road infrastructure
cannot cater the future needs of the city. Pedestrian and vehicle volumes have increased
significantly in the last decade due to the change of the economics of the middle-class families.
Along with which the concern about speed have been rising for a long time. The current work
studies traffic speed characteristics in the city of Dhaka at one selected priority junction. In this
work emphasis was given on traffic speed data collection and the analysis was carried out
through primary traffic flow surveys at Tejgaon-Flyover junction to Shatrasta roundabout in
Dhaka city. Traffic flow is studied by manual methods. For better understanding of the present
status of traffic flow at the junction, traffic survey is conducted. With the help of the data
collection, an attempt had been made to understand the traffic patterns during different time
periods. Traffic control at that junction is also dependent on the traffic flow characteristics.
Hence the results from the present study are helpful in controlling the traffic at the intersection
and also in suggesting some of the remedial measures to improve the traffic safety in the region.
Remedial measures such as widening the road, changing 4-lane to 6-lane or by providing more
public transport can be recommended based on the outcomes of the work.
ii
ACKNOWLEDGEMENTS
First of all, we would like to express my deepest sense of gratitude to almighty Allah.
We write this acknowledgement with great honor, pride and pleasure to pay my respects to all
who enabled us either directly or indirectly in completing this report.
We express our deep sense of gratitude to A.K.M. Abir, Lecturer, Department of Civil
Engineering, and Md. Sami Hasnine, Lecturer, Department of Civil Engineering, Ahsanullah
University of Science and Technology for being constant source of inspiration, valuable
guidance and constant encouragement to us especially for solving the problems that we have
encountered while working on this report.
iii
DECLARATION
We hereby declare that this report is our own work and effort and that it has not been submitted
anywhere for any award. All the contents provided here is totally based on our own labor
dedicated for the completion of the laboratory experiment of volume study of the road lying near
to our university.
Where other sources of information have been used, they have been acknowledged and the
sources of informations have been provided in the reference section.
Sanchari Halder
Rana Nag
iv
CONTENTS
Page no
Abstract
ii
Acknowledgements
iii
Declaration
iv
Contents
List of Figures
viii
List of Tables
ix
Abbreviations
xii
Chapter 1
INTRODUCTION
1.1
Objectives
1.2
Outline of report
1.3
1.4
Chapter 2
REVIEW OF LITERATURE
7
Stopwatch method
13
16
2.5. b. Space-Mean-Speed
20
v
Page no
2.5. c. Time-Mean-Speed
20
21
21
22
22
24
2.7 a. Purpose
24
24
24
24
25
25
25
26
Chapter 3
METHODOLOGY
27
Chapter 4
DATA ANALYSIS
30
30
31
32
33
36
36
37
40
vi
Page no
4.9 Comparison of traffic characteristics of two directions
41
Chapter 5
42
CONCLUSION
42
42
5.3 Recommendations
42
5.4 Limitations
43
43
References
44
Appendix-A
A.1
A-1
A.2
A-2
vii
LIST OF FIGURES
Figure No.
Title
Page No.
2.1
2.2
2.3
11
2.4
A radar meter
13
2.5
14
2.6
17
2.7
17
2.8
Aerial reconnaissance
25
3.1
27
3.2
29
3.3
29
4.1
33
4.2
34
4.3
34
4.4
Speed Histogram
35
4.5
40
4.6
40
4.7
41
viii
LIST OF TABLES
Figure No.
Title
Page No.
2.1
2.2
2.3
11
2.4
15
2.5
2.6
23
4.1
30
4.2
31
4.3
32
4.4
4.5
36
4.6
36
4.7
37
4.8
38
4.9
41
ix
ABBREVIATIONS
SMS
TMS
FPS
MPH
ITE
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.
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.
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
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.
x
t
dx
dt
(2.1)
(2.2)
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.
Spot speed
Space-Mean speed
Time-Mean speed
Free flow speed
Travel speed
Running Speed
D
1.47T
(2.3)
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 motorists 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
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
SD
50% 41%
(28.9mph 27.2mph) 27.2mph = 28.4 mph
54% 41%
12
13
14
When Complete
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 concerncars,
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 vehicletype 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
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
When Complete
Step
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
19
us
1
1
N
i N
i 1 U i
(2.4.a)
Or,
us
nd
i n
(2.4.b)
i 1
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
1
Ut
N
i 1
(2.5.a)
or,
i n
u
ut
i 1
(2.5.b)
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
us
(2.6)
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.
21
SD
PD Pmin
( S max S min ) S min
Pmax Pmin
(2.7)
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 drivers 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
A
B
C
D
E
F
23
24
25
26
Chapter Three
Methodology
Flyover
Shatrasta
27
28
Fig 3.2: A real time snapshot of the road while we were accumulating traffic speed data
29
Chapter Four
Data Analysis
Speed(mph)
24.35785
30.37991
30.15734
29.40341
27.62736
56.779
26.81744
27.81404
30.83504
22.49441
28.19505
25.88979
32.2861
38.47175
33.1974
23.86364
29.61494
22.86932
36.91908
34.02047
Veh No.
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
Speed(mph)
31.78747
17.3691
27.62736
24.94835
29.09171
31.30401
28.29194
31.06775
35.33457
16.97516
23.93301
24.94835
28.78655
20.89582
28.78655
25.97147
20.3786
30
Speed(mph)
19.37166
25.72798
10.97727
25.72798
32.93182
31.66521
27.81404
20.73792
17.29612
24.50284
36.429
26.47252
28.3895
34.16164
29.29877
41.79165
34.44751
28.00325
30.95096
28.3895
32.93182
31.18543
Veh No.
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
Speed(mph)
41.79165
29.29877
27.72039
41.58058
34.7382
38.47175
34.16164
36.91908
36.91908
34.16164
38.29281
21.3843
27.62736
27.62736
22.80597
19.28092
36.26852
26.81744
31.42349
27.90832
25.33217
31
Veh No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Speed(mph)
37.42252
38.11553
33.6039
33.74162
39.58151
29.5088
34.02047
39.58151
39.58151
33.46729
32.67045
43.56061
39.39213
52.4392
31.91068
43.79231
37.76585
41.37163
33.1974
45.99416
38.65237
44.98882
39.77273
46.77815
43.79231
Veh No.
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
Speed(mph)
36.75426
44.50246
39.58151
43.33134
37.5934
28.00325
33.3318
32.41321
44.98882
42.00487
44.98882
36.429
51.45597
36.75426
34.44751
36.429
31.66521
47.31583
33.46729
33.6039
36.59091
42.87997
28.78655
34.8854
32
Class
30
25
% frequency
20
15
10
Modal Speed =
31.5mph
5
0
0
-5
10
20
30
40
50
60
70
33
100
Design Speed
% cumulative frequency
90
80
70
60
50
40
15th percentile
speed
30
20
29.5
49
37.5
22.5
10
0
0
10
20
30
40
Spot speed, mph
50
60
70
% frequency
70
60
50
59% vehicles
are in modal speed
40
30
20
10
0
0
10
20
30
40
Spot speed, mph
50
60
70
34
Speed Histogram
40
34
35
31
% frequency
30
25
25
20
14
13
15
10
5
5
0
0
Speed Range
0 to 5
5 to 10
10 to 15
15 to 20
20 to 25
25 to 30
35 to 40
40 to 45
45 to 50
50 to 55
55 to 60
60 to 65
30 to 35
35
Vehicle No.
1
2
3
4
5
6
7
8
9
10
11
12
Speed (mph)
16.23376623
21.30681818
19.36983471
27.49266862
23.03439803
19.82029598
21.30681818
18.73126873
21.30681818
18.93939394
17.39332096
24.35064935
Speed (mph)
20.53669222
16.87668767
30.43831169
16.71122995
13.97168405
13.42161775
13.52813853
19.15219612
21.30681818
19.36983471
30.43831169
19.36983471
21.30681818
18.93939394
36
Vehicle No.
1
2
3
4
5
6
7
8
9
10
11
12
Speed (mph)
TMS or
SMS or
Arithmatic Harmonic
Mean ( ) Mean ( )
(mph)
(mph)
16.23376623
21.30681818
19.36983471
27.49266862
23.03439803
19.82029598
21.30681818
18.73126873
21.30681818
18.93939394
17.39332096
24.35064935
=20.77
=20.37
Standard deviation (
20.61225
0.284068
1.971224
45.14269
5.110134
0.909242
0.284068
4.172088
0.284068
3.365184
11.42789
12.79358
106.36
)=
= 3.11
Now,
= 20.37 +
.
.
= 20.84 20.77
.
.
100 = 0.34%
37
Vehicle No.
Speed (mph)
11.91989828
18.73126873
17.04545455
22.72727273
14.82213439
22.42822967
23.34993773
16.0806175
19.36983471
10
18.32844575
11
28.40909091
12
18.13346228
13
14.95215311
14
18.52766798
15
20.53669222
16
16.87668767
17
30.43831169
18
16.71122995
19
13.97168405
20
13.42161775
21
13.52813853
TMS or
SMS or
Arithmatic Harmonic
Mean ( ) Mean ( )
(mph)
(mph)
54.36262892
0.315542018
5.05146057
11.79422917
19.98863933
9.829665053
16.45874377
10.31940135
0.005903573
0.930364905
83.10311346
=
=19.293
1.344527719
=18.3
18.84295172
0.585733094
1.546770347
5.838565282
124.2179726
6.665536609
28.3164034
34.4731295
33.23362779
Contd.
38
22
19.15219612
23
21.30681818
24
19.36983471
25
30.43831169
26
19.36983471
27
21.30681818
28
18.93939394
0.019825733
4.055463669
0.005903573
124.2179726
0.005903573
4.055463669
0.125037246
(
Standard deviation (
)=
599.71
= 4.7
Now,
= 18.3 +
.
.
= 19.5 19.29
.
.
100 = 1.1%
39
15
10
5
0
Flyover Shatrasta
20
Shatrasta-flyover
25
Flyover Shatrasta
30
Shatrasta-flyover
35
Bus
Private Car
Group-4
Group 10
30
10
5
Shatrasta-flyover
15
Flyover Shatrasta
20
Shatrasta-flyover
25
Flyover Shatrasta
35
0
Bus
Private Car
Group 4
Group 10
40
45
40
Operating speed
35
30
25
20
15
10
5
0
0
100
200
300
400
500
v/c
Flyover to Shatrasta
32.76 mph
19.74 mph
30.7 mph
18.9 mph
37.5 mph
49 mph
29.5 mph
31.5 mph
26.5 mph - 36.5 mph
29.5 mph - 49 mph
Flyover to Shatrasta
26.96 mph
40.76 mph
26.49 mph
39.66 mph
29.3 mph
31.7 mph
26.1 mph
23.15 mph
22 mph - 32 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.
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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.
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References
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. 3351.
Currin, T. R. 2001. Spot Speed Study. In Introduction to Traffic Engineering: A Manual for
Data Collection and Analysis, ed. B. Stenquist. Stamford, Conn.: Wadsworth Group,
pp. 412.
Homburger, W. S., J. W. Hall, R. C. Loutzenheiser, and W. R. Reilly. 1996. Spot Speed
Studies. In Fundamentals of Traffic Engineering. Berkeley: Institute of
Transportation Studies, University of California, Berkeley, pp. 6.16.9.
Parma, K. 2001. Survey of Speed Zoning Practices: An Informational Report. Washington,
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Persaud, Bhagwant, Parker, Martin Jr., and Gerald Wilde. 1997. Safety, speed and speed
management. Transportation Canada Repor. Ottawa Canada.
Pline, James L. editor. 1999. Traffic Engineering Handbook. Institute of Transportation
Engineers (ITE), 5th Edition.
Mannering, Fred L. Walter P. Kilarski. 1998. Principles of Highway Engineering and Traffic
Analysis. Wiley, New York. 2nd Edition:340.
National Research Council. 1998. Highway Capacity Manual; Special Report 209. 3rd
Edition Washington, D.C.
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