FACULTY : ENGINEERING

EDITION: 02
TECHNOLOGY
LABORATORY: CIVIL
REVISION NO: 01
ENGINEERING TECHNOLOGY
EXPERIMENT: FLAKINESS EFFECTIVE DATE: SEPT.
2016 AND ELONGATION INDEX AMENDMENT DATE: AUG.
2016
FACULTY OF ENGINEERING TECHNOLOGY
DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

HIGHWAY ENGNEERING TECHNOLOGY LABORATORY

LABORATORY INSTRUCTION SHEETS

COURSE CODE BNP 20303

EXPERIMENT CODE EXPERIMENT 7

EXPERIMENT TITLE SPOT SPEED STUDY

DATE
6th NOVEMBER 2019
GROUP NO.
4

(1) PUAN NOOR KHAZANAH BINTI A RAHMAN

LECTURER/ INSTRUCTOR
(2) Ts. NUR FAEZAH BINTI YAHYA

DATE OF REPORT SUBMISSION 20th NOVEMBER 2019

RECEIVED DATE AND STAMP

COMMENTS:

TOTAL MARK (FROM RUBRIC

ASSESSMENT)

1
 FACULTY : ENGINEERING
EDITION: 02
TECHNOLOGY
LABORATORY: CIVIL
REVISION NO: 01
ENGINEERING TECHNOLOGY
FACULTY OF ENGINEERING
EXPERIMENT: FLAKINESS EFFECTIVE DATE: SEPT.
TECHNOLOGY
2016 AND ELONGATION INDEX AMENDMENT DATE: AUG.
DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY
2016

HIGHWAY ENGNEERING TECHNOLOGY LABORATORY

LABORATORY RUBRIC ASSESSMENT

Level of Achievement

Very Weak Weak Modest Good Excellent

Elements
1 2 3 4 5 Level Weight Score

No Students
mistakes mistakes while
Display with
ls, but

Display a
handling Most of Procedures
procedures
procedures procedures
of are

Most data All data

Measure All data Most data taken
minor data All data
taking missing
taken, correctly
with missing
missing

Respond
Able
Limited respond Able Unable
Respond ability to respond respond
answer to respond answer answer to
answer sometimes most of
to not match at all

Show the
discipline
follows Major Minor flaws Minor flaws Conform Conform to
rules to criteria, criteria, dress code dress
minutes minutes minor flaw
-Dress

Regulations

Total
/100
Mark:
 STUDENT CODE OF ETHICS

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

FACULTY OF ENGINEERING TECHNOLOGY

I hereby declare that I have prepared this report with my own efforts. I also admit
to not accept or

provide any assistance in preparing this report and anything that is in it is true

1) Group Leader (Signature)

2) Name : Fazeerul Bin M.Suofian
3) Matrix No. : CN170045

4) Group Member 1 (Signature)

Name : Khairul Nizam Bin Jatjo
Matrix No : AN 170081

5) Group Member 2 (Signature)

Name : Muhammad Nadjmi Bin MD Nasir
Matrix No. : AN170124

6) Group Member 3 (Signature)

Name : Nurul Fazilah Binti Abdul Zail
Matrix No.: AN170179

7) Group Member 3 (Signature)

Name : Siti Nurhaliza Binti Rosli
Matrix No. : AN170034
1.0 OBJECTIVE

i. To establish the speed distribution of a traffic at a specific site or called as basic speed
data.
ii. To determine vehicle speed percentiles via speed trend analysis, which are useful in
speed related decision making.

2.0 INTRODUCTION

The traditional methods of conducting laboratory activities will not be able to provide the
avenue for students to enhance independent learning activities and inculcate creativity and
innovation. Level 0 is fully prescriptive where problem, ways & means and answers are
provided to the students. However, it is still necessary especially to first- and second-year
students. In this laboratory activity, students are required to conduct a spot speed study by
recording the speeds of sample of vehicles at a specified location in order to estimate the
distribution of speeds of vehicles. Students are provided with the methodology and guidelines
for results and analysis to be presented in their report.

THEORETICAL BACKGROUND

The distribution of speeds of vehicles in a traffic at a certain place on a road can be

found through spot speed studies. The speed of a vehicle is defined as the rate of movement of
the vehicle which be regarded in "kilometres per hour (km/h). A spot speed study is carried out
by recording the speeds of a sample of vehicles at a specified location. However, speed
characteristics identified by such a study will be valid only for the traffic and environmental
conditions that exist at the time of the study. (Garber& Hoel, 2009)

Speed characteristics determined from a spot speed study may be used to:

 Establish parameters for traffic operation and control, such as speed zones, speed limits
(85th-percentile speed is commonly used as the speed limit on a road), and passing
restrictions.
 Evaluate the effectiveness of traffic control devices, such as variable message signs at
work zones.
 Monitor the effect of speed enforcement programs, such as the use of drone radar and
the use of differential speed limits for passenger cars and trucks.
 Evaluate and or determine the adequacy of highway geometric characteristic, such as
radii of horizontal curves and lengths of vertical curves.
 Evaluate the effect of speed on highway safety through the analysis of crash data for
different speed characteristics.
 Determine speed trends and determines whether complaints about speeding are valid.
3.0 APPRATUS

1. Radar Gun

2. 2, Forms SS1 and SS2

3. Graph paper (3 nos)

4. Safety Vest
4.0 PROCEDURE

1. The spot at which the speed data will be identified and collected.

2. The radar gun was used to measure the speed of vehicles according to their
respective vehicle class - Class 1 (Motorcycles), Class 2 (Cars), Class 3 (Vans &
Medium Trucks),

3. All speed measurements was recorded in Form SS1.

4. Based on Form SS1, the mean, maximum and minimum speed of vehicles were
determined according to their class.

5. The data was transferred in Form SS1 to Form SS2.

6. The following were plotted:

(a) Frequency Histogram (Percentage of vehicles vs. Speed)

(b) Frequency Distribution Curve (Percentage of vehicles vs. Speed)

(c) Cumulative Frequency Distribution Curve (Cumulative percentage vs. Speed)

7. The following speed characteristics were determined:

(a) Mean speed

(b) Median speed

(c) Mode speed

(d) 85-th Percentile speed

(e) Standard deviation (ij Pace

8. Findings was commented.

5.0 RESULT AND CALCULATION

Table 1: Speed of vehicles from 9.00 a.m. till 10.00 a.m.

Number of vehicles
Speed Class
Vehicle Class
(km/h) Total
Class 1 Class 2 Class 3 Class 4
30-39 2 0 0 0 2
40-49 5 3 0 0 8
50-59 19 14 4 7 44
60-69 16 41 13 19 89
70-79 3 54 8 9 74
80-89 2 46 2 4 54
90-99 1 14 2 0 17
100-109 1 5 0 0 6
110-119 1 1 0 0 2
296

Table 2: Percentage of total observation and cumulative percentage

Percentage of
Speed Lower Upper Class Cumulative
Number of Total
Class Limit Limit Midpoint Percentage
Observation Observation
(km/h) (km/h) (km/h) (km/h) (%)
(%)
29.5 0 0 0
30-39 29.5 39.5 34.5 2 0.68 0.68
40-49 39.5 49.5 44.5 8 2.70 3.38
50-59 49.5 59.5 54.5 44 14.86 18.24
60-69 59.5 69.5 64.5 89 30.07 48.31
70-79 69.5 79.5 74.5 74 25.00 73.31
80-89 79.5 89.5 84.5 54 18.24 91.55
90-99 89.5 99.5 94.5 17 5.74 97.29
100-109 99.5 109.5 104.5 6 2.03 99.32
110-119 109.5 119.5 114.5 2 0.68 100.00
Total 296 100.00
Table 3: Mean Speed

Speed Lower Upper Class Number of

Class Limit Limit Midpoint, Observation, fx
(km/h) (km/h) (km/h) x f
29.5 0 0.0
30-39 29.5 39.5 34.5 2 69.0
40-49 39.5 49.5 44.5 8 356.0
50-59 49.5 59.5 54.5 44 2398.0
60-69 59.5 69.5 64.5 89 5740.5
70-79 69.5 79.5 74.5 74 5513.0
80-89 79.5 89.5 84.5 54 4563.0
90-99 89.5 99.5 94.5 17 1606.5
100-109 99.5 109.5 104.5 6 627.0
110-119 109.5 119.5 114.5 2 229.0
Total 296 21102.0

Mean speed, X
21102
=
296

= 71.29 km/h
Table 4: Median Speed

Speed Lower Upper Class Cumulative

Number of
Class Limit Limit Midpoint Number of
Observation
(km/h) (km/h) (km/h) (km/h) Observation

29.5 0 0
30-39 29.5 39.5 34.5 2 2
40-49 39.5 49.5 44.5 8 10
50-59 49.5 59.5 54.5 44 54
60-69 59.5 69.5 64.5 89 143
70-79 69.5 79.5 74.5 74 217
80-89 79.5 89.5 84.5 54 271
90-99 89.5 99.5 94.5 17 288
100-109 99.5 109.5 104.5 6 294
110-119 109.5 119.5 114.5 2 296
Total 296

Median Class Median Speed

296 𝑛
( )−𝑓𝐿
= =𝐿+( 2
)×𝐶
2 𝑓𝑚

= 148 296
( )−143
2
= 69.5 + ( ) × 10
74

= 70.18 km/h
Table 5: Standard Deviation

Speed Lower Upper Class Number of

Class Limit Limit Midpoint, x2 Observation, fx fx2
(km/h) (km/h) (km/h) x f
30-39 29.5 39.5 34.5 1190.25 2 69.0 2380.50
40-49 39.5 49.5 44.5 1980.25 8 356.0 15842.00
50-59 49.5 59.5 54.5 2970.25 44 2398.0 130691.00
60-69 59.5 69.5 64.5 4160.25 89 5740.5 370262.25
70-79 69.5 79.5 74.5 5550.25 74 5513.0 410718.50
80-89 79.5 89.5 84.5 7140.25 54 4563.0 385573.50
90-99 89.5 99.5 94.5 8930.25 17 1606.5 151814.25
100-109 99.5 109.5 104.5 10920.25 6 627.0 65521.50
110-119 109.5 119.5 114.5 13110.25 2 229.0 26220.50
Total 296 21102.0 1559024.00

Standard deviation,

𝛴𝑓𝑥 2 (𝛴𝑓𝑥)2
= √ 𝑛−1 − 𝑛(𝑛−1)

1559024 (21102)2
=√ − 296(296−1)
296−1

= 13.61 km/h
6.0 DISCUSSION

(a) Frequency Histogram (Percentage of Vehicles vs Speed)

Frequency Histogram
35

30
PERCENTAGE OF TOTAL

25
OBSERVATION (%)

20

15

10

0
29.5 39.5 49.5 59.5 69.5 79.5 89.5 99.5 109.5 119.5
SPEED (KM/H)

Figure 1: Frequency histogram of Percentage of Total Observation (%) vs Speed (km/h).

The highest percentage of drivers in the auto range is 30.07% from the histogram shown
above, which is 69.5 km / h. The second highest percentage is 79.5 km / h and 25.00 percent.
The second highest. These two are the most preferred speeds among the drivers at the UTHM
campus when crossing this lane. This campus area, which is packed with students and lecturers
alike, has a speed limit of only 80 km / h. This is certainly a fact that cannot be ignored to avoid
accidents between students and teachers because the drivers want to drive their car between
69.5 km / h and 79.5 km / h at normal speeds.

Apart from that, at a speed of 29.5 km / h and 0.68 percent at a speed of 39.5 km / hr
the lowest percentage of drivers of the car is registered as 0 percent, with a speed of 0.68
percent. This is the lowest, because 29.5 km / h and 39.5 km / h are too slow for the driver to
drive the car, and even if the speed is too low, other vehicles will be troubled. The speed of
119,5 km / h is too high for people to be dangerous.
(b) Frequency Distribution Curve (Percentage of Vehicles vs Speed)

Frequency Distribution Curve

35
Percentage of total observation (%)

30

25

20

15

10

0
0 20 40 60 80 100 120 140
Speed (km/h)

Figure 2: Normal graph of frequency distribution curve.

(c) Cumulative Frequency Distribution (Cumulative Percentage vs Speed)

Cumulative Frequency Distribution

120
Cumulative Percentage (%)

100

80

60

40

20

0
29.5 39.5 49.5 59.5 69.5 79.5 89.5 99.5 109.5 119.5
Speed (km/h)

Figure 3: Graph of cumulative frequency distribution.

The frequency distribution curve for the data collected by the spot speed experiment is
shown in Figure 2. The value of the percentage of total observations against the upper
maximum velocity is determined by drawing the curve in this case. This curve has a total area
of one to 100%. The cumulative distribution rate curve for the data collected then appears in
Figure 3. The total percentage is here compared to the upper limit of each speed category.
Consequently, this curve gives the proportion of vehicles driving at or below a peak pace
(Garber & Hoel, 2002).

(d) Cumulative Frequency Distribution (Median Speed)

Cumulative Frequency Distribution

120
CUMULATIVE PERCENTAGE (%)

100

80

60 P50

40

20

0
29.5 39.5 49.5 59.5 69.5 79.5 89.5 99.5 109.5 119.5
70 SPEED (KM/H)

Figure 4: Graph of cumulative frequency distribution (median speed).

Figure 4 above shows the value of median speed (P50) is recorded as 70 km/h, obtained
from the graph of cumulative percentage (%) plotted against upper limit speed (km/h). Median
speed is a middle volume speed in the distribution whole volumes which is arranged in
ascending order. It is also called as 50th percentage speed (P50), meaning that, 100 percentages
is being divided by 2 and resulting in 50 percent.
(e) Frequency Distribution Curve (Pace)

Frequency Distribution Curve

35
PERCENTAGE OF TOTAL OBSERVATION (%)

30

25 Pace

20

15

10

0
0 20 40 60 80 100 120 140
SPEED (KM/H)

Figure 5: Shows the pace is 60 – 80 km/h and 89% of vehicles are in pace.

(f) Cumulative Frequency Distribution (85th Percentile Speed)

Cumulative Frequency Distribution

120
CUMULATIVE PERCENTAGE (%)

100
P85
80

60

40

20

0
29.5 39.5 49.5 59.5 69.5 79.5 8789.5 99.5 109.5 119.5

SPEED (KM/H)

Figure 6: Graph of cumulative frequency distribution (85th percentile speed).

 Pace (Figure 5) is the speed range at which most cars drive on a given stretch of the
lane. While there are no speed restrictions, stop signals or traffic signals, 85th percentile is the
maximum speed, which 85 percent of drivers do not exceed on a given road. 85th percentile is
critical as it is the most significant benchmark that can be correctly detected

The speed value reported as 60–80 km / h and 89 percent of cars is in line with Figure
5. This is the most acceptable speed to transport vehicles on the road, as road design,
construction and development combine to provide universities with the most suitable and safe
pace, so the speed limit naturally decreases from 85th percentile to 10 mph (range of 60–80 km
/ h).

(g) Cumulative Frequency Distribution (Standard Deviation)

Cumulative Frequency Distribution

120

100
P85
CUMULATIVE PERCENTAGE (%)

80
73 %
60

40

P15
20

0
29.5 39.5 49.5 5859.5 69.5 79.5 87 89.5 99.5 109.5 119.5

SPEED (KM/H)

Figure 7: Graph of cumulative frequency distribution (standard deviation).

An estimate of Standard Deviation can be obtained by using this formula:

Estimated standard deviation

𝑃85− 𝑃15
= 2
 87−58
= 2

= 15.5 km/

(h) Additional Information

From the curve, drivers obeying the speed limit (80 km/h and below) = 73%

Therefore, driver driving above the speed limit = 100% - 73% = 27%

Findings from the spot speed study:

Mean speed = 71.29 km/h

Median speed = 70.18 km/h

Pace = 60 – 80 km/h

Percentage of vehicle in pace = 89%

85th percentile speed = 87.00 km/h

Driving over speed limit = 27%

7.0 CONCLUSION

In conclusion, based on the conducted experiment shows that the driven vehicle on the road of
KM1 Jalan Panchor that follow the speed limit which driving at speed not exceed than 80km/h
are 73% and the rest are disobey. Based on the result, the mean and median speed of the
observation driven vehicle is under the speed limit while the pace which described the highest
number of speed range is in the range of 60- 80km/h. This speed characteristic of traffic at
KM1 Jalan Panchor is contribute to a complete free flow as portray in LOS A.

8.0 REFERENCES

AllTrafficSolutions.com. 2017. Incorporating Metrics Into Your Traffic Management Strategy:

85th Percentile And 10-Mph Pace. Retrieved from
WP_IncorporatingManagement_WEB_050217.pdf.

Garber, N. J. & Hoel, L. A. 2002. Traffic & Highway Engineering 3rd Edition Brooks Cole
2002. Retrieved from www.googlescholar.com.