SPOT SPEED STUDY
OBJECTIVES
1. To determine the characteristics of traffic at the location.
2. To calculate and analyze the spot speed of vehicles of various PCU value.
3. To determine the different percentile speed limits.
APPARATUS REQUIRED
1. Measuring Tape.
2. Stopwatch.
THEORY
SPEED STUDIES:
Speed defines the distance travelled by user in a given time, and this is a vibrant in every traffic
movement. In other words, speed of movement is the ratio of distance travelled to time of travel.
The actual speed of traffic flow over a given route may fluctuated widely, as because at each time
the volume of traffic varies. Accordingly, speeds are generally classified into three main
categories.
1. Spot speed: This is the instantaneous speed of a vehicle at any specific location.
2. Running speed: This is the average speed maintained over a particular course while the
vehicle is in the motion.
3. Journey speed: This is the effective speed of the vehicle on a journey between two points
and the distance between two points and the distance between these points divided by the
total time taken for the vehicle to complete the journey, it includes all delay.
When we measure the traffic parameter over a short distance, we generally measure the spot
speed. A spot speed is made by measuring the individual speeds of a sample of the vehicle passing
a given spot on a street or highway. 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:
1. Speed trends
2. Traffic control planning
3. Accidental analysis
4. Geometric design
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METHOD OF MEASUREMENT:
Methods of conducting spot speed Studies are divided into two main categories: Manual and
Automatic. Spot speeds may be estimated by manually measuring the time it takes a vehicle to
travel between two defined points on the roadway a known distance apart (short distance),
usually less than 90m. Distance between two points is generally depending upon the average
speed of traffic stream. Following tables gives recommended study length (in meters) for various
average stream speed ranges (in kmph).
Table 1:Recommended base length for different speeds
Recommended Base length
Avg. speed (Kmph) Base length (m)
< 40 27 (used)
40 to 65 54
> 65 81
Following are some methods to measure spot speed of vehicles in a traffic stream, in which first
two are manual methods and others are automatic:
1. Pavement markings
2. Enoscope or Mirror box
3. Road Detector (Pressure contact strips)
4. Doppler-Principal Meters (Radar)
5. Electronic-Principle Detectors (Photography)
Pavement Marking method:
In this method, markings of pavement are placed across the road at each end of trap. Observer
start and stops the watch as vehicle passes lines. In this method, minimum two observers
required to collect the data, of which one is stand at the starting point to start and stop the stop
watch and other one is stand at end point to give indication to stop the watch when vehicle passes
the end line. Advantages of this method are that after the initial installation no set-up time is
required, markings are easily renewed, and disadvantage of this is that substantial error can be
introduced, and magnitude of error may change for substitute studies and this method is only
applicable for low traffic conditions.
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Figure 1: Pavement marking method
Doppler-Principle meters (Radar) method:
This is recently developed method, it automatically records speed, employs a radar transmitter-
receiver unit. The apparatus transmits high frequency electromagnetic waves in a narrow beam
towards the moving vehicle, and reflected waves changed their length depending up on the
vehicles speed and returned to the receiving unit, through calibration gives directly spot speed of
the vehicle.
Figure 2: Doppler principle meter
Figure 3: Enoscope method
Enoscope method:
Enoscope consists of a simple open housing containing a mirror mounted on a tripod at the side
of the road in such a way that an observer's line of sight turned through 90°. The observer stands
at one end of section and on the other end enoscope is placed and measure the time taken by
the vehicle to cross the section. Advantages of this method are that it simple and eliminate the
errors due to parallax and considerable time is required to time each vehicle, which lengthen the
study period and under heavy traffic condition it may be difficult to relate ostentatious to proper
vehicle are the disadvantages of enoscope method.
Road Detector (Pressure contact strips) method:
Pressure contact strips, either pneumatic or electric, can be used to avoid error due to parallax
and due to manually starting and stopping the chronometer or stopwatch. This is the best method
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over short distance it gives quite relevant data and if it is connected through graphical recorder
then it gives continuous data automatically.
Figure 4: Road Detector method
Electronic-Principle Detectors (Photography) method:
In this method a camera records the distance moved by a vehicle in a selected short time. In this
exposure of photograph should be in a constant time interval and the distance travelled by the
vehicle is measured by projecting the films during the exposure interval. The main advantage of
method that, it gives a permanent record with 100% sample obtained. This method is quite
expensive and generally used in developed cities. In this we can use video recorder which give
more accurate result.
Figure 5: Electronic principle detector
Data Presentation
From the above methods, the collected data have to present into the some representable form,
this makes its calculation and analysis simpler and easier. The following methods to present the
spot speed data:
1. Frequency distribution
2. Cumulative frequency distribution
3. Indicate central tendency and dispersion
4. Evaluation depends on whether or not individual speeds or speed classes collected.
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Frequency Distribution Table
After the collection of data from chosen method of recording, arrange the spot speed values in
order to their magnitudes. Then select an interval speed (e.g. 8 kmph) and make grouping of data
which come under this range. Now, prepare the frequency distribution table. Separate the no. of
vehicles on the basis of speed range.
1. Class Interval
2. N – no. of observation
3. Range= (L-S) i.e. (max speed – min speed)
4. Create Frequency Distribution Table
For each speed group, the % frequency of observations within the group is plotted versus the
middle (mid-mark) speed of the group(s). From this curve the modal speed and pace of traffic
flow can be determined. Generally, the shape of the curve follows the normal distribution curve,
this because the most of the vehicles move on road nearby mean speed and very few deviate
from mean speed.
▪ Plot graph of mid speed vs. % frequency
▪ Find Modal speed, Pace (within 10 Kmph range)
Cumulative Frequency Distribution Curve
For each speed group, the % cumulative frequency of observations is plotted versus the higher
limit of the speed group. The cumulative frequency distribution curve, however, results in a very
useful plot of speed versus the percent of vehicles travelling at or below the designated speed.
For this reason, the upper limit of the speed group is used as the plotting point. In both the
distribution curve, the plots are connected by a smooth curve that minimizes the total distance
of points falling above the line and those falling below the line. A smooth curve is defined as
one without.
1. Plot graph of mid speed vs. Cumulative % frequency
2. Find upper speed limit (85 percentile Speed), lower speed limit (15 percentile speed),
Design Speed (98 percentile speed) , median Speed (50 percentile speed)
3. 85th Percentile Speed: The speed at or below which 85 percent of a sample of free flowing
vehicles is travelling; this is typically used as a baseline for establishing the speed (based
on a spot speed study). This percentile is used in evaluating, recommending posted speed
limits based on the assumption that 85% of the drivers are travelling at a speed they
perceive to be safe.
4. 98th Percentile Speed: The speed at or below which 98 percent of a sample of free flowing
vehicles is travelling (based on a spot speed study).This speed is generally used as design
speed in geometric design.
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5. Median (50th Percentile 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. The 50th percentile of speed represents the
average speed of the traffic stream.
6. Mode: The number that occurs most frequently in a series of numbers.
7. Pace: The pace is a traffic engineering measure not commonly used for other statistical
analyses. It is defined as the 10Km/h increment in speed in which the highest percentage
of drivers is observed. It is also found graphically using the frequency distribution curve.
The pace is found as follows: A 10 Km/h template is scaled from the horizontal axis.
Keeping this template horizontal, place an end on the lower left side of the curve and
move slowly along the curve. When the right side of the template intersects the right side
of the curve, the pace has been located. This procedure identifies the 10 Km/h increments
that intersect the peak of the curve; this contains the most area and, therefore, the
highest percentage of vehicles.
Figure 6: FDC and CFDC
PROCEDURE
1. The spot speed study was done using the manual method using Pavement marking method
2. Then two observers were standing on two ends of marked section.
3. One observer raised the hand when the vehicle cross the starting point and other observer
at other end start the stop watch and stop it when the vehicle crossed the end point of
section.
4. In the similar manner data for vehicles with different PCU were taken.
5. Finally calculation were done using the formulas.
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OBSERVATION AND CALCULATION
LOCATION: Kamalbinayak Intersection
MORNING
Distance: 27m
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EVENING
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RESULT
• For PCU 0.5
Speed range Mid- Cumm.
Frequency % Frequency
(kmph) speed,Vi(kmph) Frequency %
0-5.1 2.55 7 1.944444444 1.944
5.1-10.2 7.65 86 23.88888889 25.83288889
10.2-15.3 12.75 134 37.22222222 63.05511111
15.3-20.4 17.85 88 24.44444444 87.49955556
20.4-25.5 22.95 33 9.166666667 96.66622222
25.5-30.6 28.05 7 1.944444444 98.61066667
30.6-35.7 33.15 2 0.555555556 99.16622222
35.7-40.8 38.25 2 0.555555556 99.72177778
40.8-45.9 43.35 1 0.277777778 99.99955556
Total 360 100
Frequency calculation for PCU -0.5
FDC and CFDC curve(0.5)
110
100
90
80
% FREQUENCY
70
60
50
40
30
20
10
0
0 5 10 15 20 25 30 35 40 45 50
SPEED(KMPH)
% Frequency Cumm. Frequency % Modal speed
Figure 7: Speed v/s Frequency and cum. Frequency (0.5 PCU)
15th percentile speed: 5.67 kmph
50th percentile speed: 10.96 kmph
85th percentile speed: 17.3 kmph
98th percentile speed: 25.9 kmph
Modal Speed: 37.2 kmph
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• For PCU 1
Frequency calculation for PCU -1
Speed range Mid Cumm.
Frequency Frequency %
(kmph) speed,Vi(kmph) Frequency %
0-4 2 18 5.309734513 5.31
8-Apr 6 70 20.64896755 25.95896755
12-Aug 10 118 34.80825959 60.76722714
16-Dec 14 75 22.12389381 82.89112094
16-20 18 42 12.38938053 95.28050147
20-24 22 10 2.949852507 98.23035398
24-28 26 3 0.884955752 99.11530973
28-32 30 2 0.589970501 99.70528024
32-36 34 1 0.294985251 100.0002655
Total 339 100
FDC and CFDC curve(PCU 1)
110
100
90
80
% FREQUENCY
70
60
50
40
30
20
10
0
0 5 10 15 20 25 30 35 40
SPEED(KMPH)
% frequency Cumm. frequency MOdal speed
Figure 8: Speed v/s Frequency and cum. Frequency (1 PCU)
15th percentile speed: 3.9 kmph
50th percentile speed: 8.5kmph
85th percentile speed: 14.6 kmph
98th percentile speed: 22.1 kmph
Modal Speed: 14.9 kmph
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• For PCU 1.5
Frequency calculation for PCU -1.5
Mid- Cumm.
Speed range (kmph) Frequency % Frequency
speed,Vi(kmph) Frequency %
0-3.1 1.55 3 1.315789474 1.944
3.1-6.2 4.65 32 14.03508772 15.97908772
6.2-9.3 7.75 48 21.05263158 37.0317193
9.3-12.4 10.85 54 23.68421053 60.71592982
12.4-15.5 13.95 48 21.05263158 81.7685614
15.5-18.6 17.05 34 14.9122807 96.68084211
18.6-21.7 20.15 6 2.631578947 99.31242105
21.7-24.8 23.25 2 0.877192982 100.189614
24.8-27.9 26.35 1 0.438596491 100.6282105
Total 228 100
FDC and CFDC curve(1.5)
120
100
% FREQUENCY
80
60
40
20
0
0 5 10 15 20 25 30
SPEED(KMPH)
Frequency % Cumm. Frequency %
Figure 9: Speed v/s Frequency and cum. Frequency (1.5 PCU)
15th percentile speed: 4.8 kmph
50th percentile speed: 11.2 kmph
85th percentile speed: 14.8 kmph
98th percentile speed: 17 kmph
Modal speed: 11.1kmph
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• For PCU 3
Frequency calculation for PCU -3
Speed range Mid- Cumm.
Frequency % Frequency
(kmph) speed,Vi(kmph) Frequency %
0-2.8 1.4 10 4.184 4.184
2.8-5.6 4.2 32 13.389 17.573
5.6-8.4 7 52 21.757 39.331
8.4-11.2 9.8 53 22.176 61.506
11.2-14 12.6 58 24.268 85.774
14-16.8 15.4 26 10.879 96.653
16.8-19.6 18.2 5 2.092 98.745
19.6-22.4 21 2 0.837 99.582
22.4-25.2 23.8 1 0.418 100.000
Total 239 100
FDC and CFDC curve(3)
120
100
% FREQUENCY
80
60
40
20
0
0 5 10 15 20 25
SPEED(KMPH)
% Frequency Cumm. Frequency % Modal speed
Figure 10: Speed v/s Frequency and cum. Frequency (3 PCU)
15th percentile speed: 3.8 kmph
50th percentile speed: 8.32 kmph
85th percentile speed: 12.5 kmph
98th percentile speed: 17.97kmph
Modal Speed: 12.5 kmph
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• For all PCUs (Combine)
Frequency calculation for all PCU
Speed range Mid Frequenc
% Frequency Cumm. Frequency %
(kmph) speed,Vi(kmph) y
0-4 2 47 4.031 4.031
8-4 6 226 19.383 23.413
8-12 10 382 32.762 56.175
12-16 14 291 24.957 81.132
16-20 18 142 12.178 93.310
20-24 22 51 4.374 97.684
24-28 26 16 1.372 99.057
28-32 30 5 0.429 99.485
32-36 34 4 0.343 99.828
36-40 38 1 0.086 99.914
40-44 42 0 0.000 99.914
44-48 46 1 0.086 100
Total 1166
FDC and CFDC(For all PCU combine)
120
100
80
% FREQUENCY
60
40
20
0
0 10 20 30 40 50
SPEED(KMPH)
Figure 11: Speed v/s Frequency and cum. Frequency (combine PCU)
15th percentile speed: 4.7kmph
50th percentile speed: 9.3 kmph
85th percentile speed: 15 kmph
98th percentile speed: 30kmph
Modal Speed: 10 kmph
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CONCLUSION AND DISCUSSION
Thus, a spot speed study analysis can be conducted manually in this manner. This experiment
was conducted to determine the effectiveness of speed limit enforcement in a given area. By
measuring the time it took for a vehicle to travel a fixed distance, the approximate speed in
kilometers per hour could be calculated. By timing as many vehicles as possible, a substantial
amount of data was collected. The speeds and frequencies of the observed vehicles were used
to calculate the modal speed and percentiles. The practical experiment demonstrated the
distribution of vehicle speeds in a traffic stream at the Kamalbinayak intersection on the
highway. This was achieved by recording the time it took for vehicles to travel a specific
distance (27 meters) at the specified location. When selecting a location and layout, care must
be taken to ensure that the observer can clearly see any vertical reference posts. The observer
should be positioned higher than the study area and look down, such as from a bridge or a
roadway back slope. The observer should use reference points to assist in collecting the
elapsed time it takes for a vehicle to travel through the study area. The starting reference point
for timing might be a brightly colored vertical post, and the ending reference point could be a
tree or a signpost within the observer’s sight line. An accurate sketch of the site should be
documented, including the number of lanes, the observer's position, and a description of the
reference points
The road under observation was the Kamalbinayak intersection (Byasi, Nagarkot, and
Chayamasing). Thirty vehicles with PCUs of 0.5, 1.0, 1.5, and 3.0 were observed to calculate
spot speed, modal speed, and percentiles. From the collected data, we observed that the
space mean speed of all vehicles was less than 40 km/hr.
The results and data indicate that some vehicles were exceeding the speed limit of 40 km/hr.
Although the speeds of various vehicles were much lower than the design speed, this suggests
that there is significant delay due to traffic congestion.
Spot speed analysis encompasses the collection and examination of vehicle speed data at a
particular location to grasp the speed dynamics of traffic. These studies play a crucial role in
measuring various parameters and elements essential for the design and evaluation of the
highway infrastructure.
PRECAUTIONS
1. Distance should be measured accurately.
2. Timing should be measured precisely as far as possible.
3. Safety during the data collection and observation must be kept on top priority.
4. Number of observers should be more.
5. Calculations should be correct.
REFERENCES
https://www.academia.edu/42709858/SPOT_SPEED_STUDY
https://popcenter.asu.edu/sites/default/files/learning/speeding/SpotSpeed.pdf
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