s5448658 Masters Final

Traffic Volume and Speed Effects of
Traffic Calming Measures
– Final Report –
KALED AL AKLOBI
Master of Engineering
Civil Engineering
The University of Queensland

2021
Traffic Volume and Speed Effects of Traffic Calming Measures
KALED AL AKLOBI
CIVL7500
Traffic Volume and Speed Effects of

Traffic Calming Measures
– Final Report –
by KALED AL AKLOBI
Student Number: 45448658

Course Code: CIVL7500
Supervisor: Professor Mark Hickman
Associate Professor Zuduo Zheng
Submission Date: 8/11/2021
School of Civil Engineering

The University of Queensland
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Acknowledgements
During the work on this project, there are some people whom I wish to thank for their efforts
and assistance.
Firstly, I would like to thank my supervisors Professor Mark Hickman and Associate Professor
Zuduo Zheng for supporting me in my research, as it was in the transportation, and in
particular the project was the volume of traffic and the speed effects of traffic calming
measures, and I appreciate their efforts throughout the year and weekly communication
continuous.
Secondly, I would like to thank the University of Queensland College of Engineering (Civil
Engineering) for giving me the opportunity and accepting me to work on this project. I would
also like to thank the Brisbane City Council for providing data before the installation of traffic
calming devices and after installing the traffic devices that contributed to the objectives of the
project.
The third is the journey alienation and study is full of difficulties, happiness, ups and downs,
sadness, nostalgia, anxiety, and confused feelings that do not settle in one condition, which
now have reached their end. During this period, you were my supporters and contributors to
the achievement of this research. This work is achieved because of your continuous support
and continuous comment on the success of the work.
The fourth point, I would like to thank the University of Queensland staff, academics and
students for the respect they afforded me (and the appreciation of international students and
their cultures). One day in the future, the old memories of the good days at the University of
Queensland will pass you by and remain in the memory.
Finally, there are those who stand behind me to support the educational process and those
who sacrifice to you. So, I give special thanks to my parents, family, brothers and friends.
In conclusion, these are the ones we wanted to especially thank in the educational journey
during the two-year study period at the University of Queensland
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Abstract
In the local area, Brisbane City Council has in the past 25 years installed traffic calming
devices. It was during these years that Brisbane City Council obtained mixed reviews of traffic
calming measures from local residents whose opinions indicated that there are supporters of
the traffic calming measures and also opponents. Through these matters, the Brisbane City
Council is working on more research and studies on traffic calming devices and their
effectiveness. This project was intended to reduce the volume of traffic and reduce the speed
of street vehicles by determining the effectiveness of traffic calming measures.
Data was obtained from Brisbane City Council for five suburbs and included traffic volume
and street speed of vehicles before and after the installation of traffic calming measures.
Suburban data is sorted and shows the developed traffic network on the map of streets. Data
analysis is undertaken after installing traffic calming devices for changes in traffic volume and
vehicle speed. Also, changes are analysed before and after the installation of traffic calming
devices in the traffic network.
Using Nearmaps software, data was added concerning the type of design installed in the
local street. The data of all the suburbs is sorted and the developed traffic network is shown
on the maps and the streets are shown. Accumulative street speed of vehicles is distributed
before and after installation of traffic calming devices and histogram analysis is carried out.
Due to several street traffic calming measures, a regression model is being developed to
reduce the speed of street vehicles. Between vertical and horizontal traffic calming measures,
the comparison measures the effectiveness of speed reduction in local areas. Survey actions
from local communities regarding the effectiveness of chicanes and speed humps in reducing
traffic volume and vehicle speed are examined.
The data is captured after the installation of traffic calming devices such as chicane and
speed humps. Reduced street traffic volume and vehicle speed resulted in the street speed
of vehicles being less than 40 km/h, with many vehicles reducing the mean speed. This
provides enhanced safety for road users and residents.
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Table of Contents
1. Introduction ..................................................................................................................... 2
1.1 Research Objectives .......................................................................................................... 4
1.2 Scope of The Project .......................................................................................................... 4
2. Literature Review............................................................................................................ 5
2.1 Why use Traffic Calming Measures? ............................................................................... 5
2.2 Local Area Traffic Management ....................................................................................... 5
2.3 Classification Of Roads and Their Functional ................................................................ 6
2.4 Type of Traffic Calming Measures in Australia (LATM) ................................................ 7
2.4.1 Horizontal Traffic Calming Measures................................................................................. 8
2.4.2 Vertical Traffic Calming Measures ..................................................................................... 9
2.4.3 Diversion Traffic Calming Measures .................................................................................. 9
2.5 How Traffic Calming Measures Effects and Results ................................................... 10
2.6 Negative Effects of Traffic Calming Measures ............................................................. 14
2.7 Driver behaviour ................................................................................................................ 14
2.8 Driver Behaviours on Local Street ................................................................................. 16
3. Methodology ................................................................................................................. 17
4. Results and Discussion: ............................................................................................... 19
4.1 Data Analysis of Vehicle Speed and Traffic Volume: .................................................. 19
4.1.1 Suburb A............................................................................................................................... 19
4.1.2 Suburb B............................................................................................................................... 23
4.1.3 Suburb C .............................................................................................................................. 26
4.1.4 Suburb D .............................................................................................................................. 30
4.1.5 Suburb E............................................................................................................................... 33
4.2 Statistical Analysis of Vehicle Street Speed: ................................................................ 37
4.2.1 Histogram of Vehicle Street Speed .................................................................................. 38
4.2.2 Horizontal and Vertical Traffic Calming Measures Comparison .................................. 39
4.2.3 Models of regression .......................................................................................................... 40
4.3 Survey On Traffic Calming Measures:........................................................................... 42
5. Conclusion: ................................................................................................................... 43
Bibliography ......................................................................................................................... 44
Appendix A .......................................................................................................................... 47
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List of Tables
Figure 1 Mobility and Access is Two Essential Functions of Roads. (AUSTROADS, 2020a) _______________ 7
Figure 2 Speed Profile of Traffic Calming Device Street. (Daniel et al., 2011). __________________________ 11
Figure 3 Network Figure of Suburb A ______________________________________________________________ 19
Figure 4 In suburb A, Traffic Flow Network Before Installing Traffic Calming Measures. __________________ 21
Figure 5 In suburb A, Traffic Flow Network After Installing Traffic Calming Measures. ___________________ 22
Figure 6 Network figure of suburb D ______________________________________________________________ 23
Figure 7 In suburb D, Traffic Flow Network Before Installing Traffic Calming Measures. __________________ 24
Figure 8 In suburb D, Traffic Flow Network After Installing Traffic Calming Measures. ___________________ 25
Figure 9 Network Figure of Suburb C _____________________________________________________________ 26
Figure 10 In suburb C, Traffic Flow Network Before Installing Traffic Calming Measures._________________ 28
Figure 11 In suburb C, Traffic Flow Network After Installing Traffic Calming Measures. __________________ 29
Figure 12 Network Figure of Suburb D. ____________________________________________________________ 30
Figure 13 In suburb D, Traffic Flow Network Before Installing Traffic Calming Measures._________________ 32
Figure 14 In suburb D, Traffic Flow Network After Installing Traffic Calming Measures. __________________ 33
Figure 15 Network Figure of Suburb E. ____________________________________________________________ 34
Figure 16 In suburb E, Traffic Flow Network Before Installing Traffic Calming Measures. _________________ 35
Figure 17 In suburb E, Traffic Flow Network After Installing Traffic Calming Measures. __________________ 36
Figure 18 Histogram of Vehicle Street Speed Before Installing Speed Humps. __________________________ 38
Figure 19 Figure 18 Histogram of Vehicle Street Speed After Installing Speed Humps. __________________ 38
Figure 20 Reduction of Speed Graph Model 1 of Regression _________________________________________ 41
Figure 21 Reduction of Speed Graph Model 2 of Regression _________________________________________ 42
List of Figures
Figure 1 Mobility and Access is Two Essential Functions of Roads. (AUSTROADS, 2020a) ................................7
Figure 2 Speed Profile of Traffic Calming Device Street. (Daniel et al., 2011). ......................................................11
Figure 3 Network Figure of Suburb A ............................................................................................................................19
Figure 4 In suburb A, Traffic Flow Network Before Installing Traffic Calming Measures. .....................................21
Figure 5 In suburb A, Traffic Flow Network After Installing Traffic Calming Measures..........................................22
Figure 6 Network figure of suburb D..............................................................................................................................23
Figure 7 In suburb D, Traffic Flow Network Before Installing Traffic Calming Measures. .....................................24
Figure 8 In suburb D, Traffic Flow Network After Installing Traffic Calming Measures. ........................................25
Figure 9 Network Figure of Suburb C............................................................................................................................26
Figure 10 In suburb C, Traffic Flow Network Before Installing Traffic Calming Measures. ...................................28
Figure 11 In suburb C, Traffic Flow Network After Installing Traffic Calming Measures. ......................................29
Figure 12 Network Figure of Suburb D. ........................................................................................................................30
Figure 13 In suburb D, Traffic Flow Network Before Installing Traffic Calming Measures. ...................................32
Figure 14 In suburb D, Traffic Flow Network After Installing Traffic Calming Measures. ......................................33
Figure 15 Network Figure of Suburb E..........................................................................................................................34
Figure 16 In suburb E, Traffic Flow Network Before Installing Traffic Calming Measures. ...................................35
Figure 17 In suburb E, Traffic Flow Network After Installing Traffic Calming Measures. ......................................36
Figure 18 Histogram of Vehicle Street Speed Before Installing Speed Humps. .....................................................38
Figure 19 Figure 18 Histogram of Vehicle Street Speed After Installing Speed Humps. ......................................38
Figure 20 Reduction of Speed Graph Model 1 of Regression ...................................................................................41
Figure 21 Reduction of Speed Graph Model 2 of Regression ...................................................................................42
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1. Introduction
According to WHO (2009), the speed of accidents contributes significantly to the deterioration
of the economy, people's health, and public and private properties. Traffic accidents have
caused economic losses for the victims and their families in the world. These losses arise
from the costs of treatment (including rehabilitation and accident investigation), and the
low/lost productivity (wages) of those who die or are disabled due to their injuries; they may
also be forced to miss work because of the care and attention the injured receives. Every
year, approximately 1.35 million people worldwide die as a result of traffic accidents.
There are 20 to 50 million non-fatal injuries per year, many of which lead to disabilities. Most
countries spend 3% of their domestic production on the cost of road traffic accidents. Road
accidents are a persistent problem that negatively affect human and economic resources in
both the private and public spheres. The high price of accidents is not limited to the two
parties, but its impact extends to families, society and the state (Eqtisadiah, 2018).
According to Ministry of Transport, MOT (2020), Saudi Arabia recorded the highest death
rate from traffic accidents among the G20 countries, at 28.8 per 100,000 people, with a total
of 9031 deaths. The number of traffic accidents reached 13,221 in 2018, compared to 17,632
in 2017, while the number of injuries reached 1075 this year, compared to 14,481 last year.
According to Government of New Zealand, NZ (2020), the number of deaths were
approximately 352 in New Zealand. These include driver deaths 174, passenger deaths 81,
cycling deaths 13, motorcycling deaths 56, pedestrian deaths 29, alcohol/drugs deaths 160,
speeding deaths 100, overseas driver involved- deaths 17, truck involved deaths 67, fatigue
deaths 36 and attention diverted deaths 17 in 2019.
In Australia road-related deaths are approximately 1,195 people per year, meaning around
three people per day. In major cities, fatal crashes occur at 36% of all accidents. Under 50%
of deaths due to accidents in 2019 resulted from single vehicle crashes.
Australia has seen more than 190,000 deaths since car records began being meticulously
kept in 1925. Since 1970 every year has seen a decrease in road deaths until 2019, with
numbers dropping from 3,798 to 1,195. On poorer quality roads, improvement in safety
regulations has contributed significantly. The death toll remains incredibly high, especially
internationally. International authorities know that the vehicle standards and measures set by
Australian transit authorities are the safest. This drop in the road toll is good news for
Australians. (Australian-Government, 2020)
With the development of technology and urban development for more than 25 years, the
installation of local area traffic management (LATM) plans by Brisbane City Council continues
to receive many additional requests every year for traffic calming devices. The population
has conflicting opinions about traffic calming measures on streets, with both proponents and
detractors. (B. C. Council, 2021).
On local streets, LATM traffic calming measures reduce the volume of traffic and vehicle
speed. Therefore, traffic stacker devices have been installed from the local traffic department
of neighbourhood residents, pedestrians, cyclists and other users for safety. Traffic islands,
roundabouts, speed platforms, road narrowing, etc., are standard traffic calming measures.
Through experiments and by other means, data are shown in the following table. There is a
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relationship between the probability of death and collision speed, so that higher vehicle speed
contributes to a higher chance of death and vice versa. (Gonzalo-Orden et al., 2018)
Table 1 Relation between Collision Speed and Death Probability
Collision speed (km/h) 80 60 40 20

Death probability (%) 100 85 30 10
With the high traffic volume on main roads, drivers use local roads to reach their destination
in a shorter time, especially during peak times. Therefore, the primary concern is the
neighbourhood's safety for residents and road users (pedestrians and cyclists). Residents
desire to live in a healthy and quiet area with less traffic volume and, more importantly, low
vehicle speed. (Corkle et al., 2001a)
According to LATM, there are some functions of the local streets which are considered places
of some activities: recreational activities where people can do sports such as cycling and
walking; social interaction with neighbours; part of working and living; for children where they
can play. Due to the increase in the volume of vehicular traffic and the speed of cars in the
area, not all street functions are being met. To achieve all the functions of the streets for the
population mentioned above measures to calm the traffic by LATM (AUSTROADS, 2020b)
The main types of treatments suitable for the LATM method and by reducing their velocity
enables design characteristics and effectiveness evaluation for specific conditions in
Australia. (Jurewicz, 2008).
Traffic calming movement in the streets of residential neighborhoods affect the quality and
safety of residents, where an important part of the problem is the behaviour of drivers. Since
street design encourages speed, roads were built to allow for faster travel than is safe. This
is what necessitated some different cities to implement many safety measures to reduce the
size and speed of vehicles in residential streets. Many cities such as Australia, the United
Kingdom, the United States of America, South Africa and Canada have planned to implement
traffic calming measures to preserve residents and residential neighbourhoods since they
have a suitable design for these devices. Some Asian countries do not have a specific
methodology and study procedures to facilitate the process of calming traffic. Improper design
creates more vibration and noise for residents than solutions because it increases problems
(Rahman et al., 2007).
The main cause of the death of young people in the world is car accidents. Australia is among
the high-income countries and reflects this. Those aged between 18 and 25 years are highly
represented in traffic deaths and injuries, despite the decrease in road traffic deaths in the
past decade. This is attributed to driving behaviours such as speeding, mobile phone use,
inexperience and poor awareness of risk. The prevalence of risky driving behaviours is the
cause of traffic accidents.(Boufous et al., 2010)
According to (Sommer et al., 2008), in daily life, one of the greatest risks encountered is
driving a car. In 2005, 40,896 road traffic accidents occurred in Austria. A decade ago, the
number of traffic accidents decreased, and despite their decline, the rate of their occurrence
is still high. These accidents cause serious personal and material damage to society as a
whole. Although the financial damage caused by road accidents is approximately 5 billion
euros per year, the follow-up of accidents costs an estimated 3.7 billion euros per year.
The social and economic costs of road traffic accidents in the Arab Gulf states are enormous
despite the huge amount of suffering. The second highest cause of death is accidents after
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2. Literature Review
2.1 Why use Traffic Calming Measures?
Traffic calming treatments are employed to reduce the flow of traffic and for safer driving,
hence protecting road users from pedestrians and cyclists. These measures promote the
preservation of private and public property. Also, these measures are standard throughout
the world, especially in Europe and Australia. Traffic engineers and city planners have many
strategies for calming traffic (Hass-Klau, 1985).
Traffic calming slows down traffic by building road humps in residential areas. The goal is to
reduce traffic speed, reduce the occurrence of accidents and to reduce traffic volume.
Developing plans can enhance the benefit of achieving the goal of traffic calming measures
by a survey of local residents. From collected traffic volume data, suitable structures can be
chosen to slow the traffic(S. C. R. Council, 2021).
Traffic calming measures aim to reduce the speed of vehicles passing through certain areas,
such as markets, schools and residential streets. This makes cyclists, pedestrians and road
users safer, and also reduces the severity of injuries and accidents (Auckland-Transport,
2015).
In recent studies, the positive correlation and great importance between active transportation
and traffic calming measures have emerged, especially for children who move to and from
schools, regarding safety and mobility behaviours. These focus on:
1- The main threat to children is car speed.
2- Children’s confidence in the effectiveness of the devices to implement calming traffic
procedures (Torres et al., 2020).
Speed humps are commonly used in Australia and are part of traffic calming facilities in both
planning and measuring regional traffic. It is significant for vehicle and pedestrian use as it is
essential to maintain public and private safety, to achieve the speed drop. This is the main
goal for traffic calming uses (Levasseur et al., 2019).
At locations where there are excessive vehicle speeds, high volumes of through traffic and
a high number of crashes, traffic calming devices are installed (Gold-Coast, 2019).
2.2 Local Area Traffic Management
The main principles and objectives of the traffic calming plan LATM are improving safety and
security for all road users, reducing the occurrence of traffic accidents, reducing speed of
vehicles, reaching an acceptable and satisfactory level to achieve the desired goal of using
traffic calming measures and improving local amenities on the roads. (Government, 2015).
From solving the below problem LATM usually arise. The goal is to improve traffic safety and
reduce the problem of traffic congestion. This Improves the economy, society and
environment (improving social capital, health and reducing greenhouse gases). Also, traffic
management and planning lead local streets to reduce traffic growth and traffic is diverted to
other major roads. In urban life, this results in less impact.
The LATM creates a comfortable and safe environment for pedestrians and cyclists.
(AUSTROADS, 2020b)
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these treatments cause restrictions on the local

population. In other local streets, it leads to an increase
in traffic volume.
Turn These treatments Turning in this direction is not permitted for vehicles. It
restrictions contribute to includes prohibiting the access of some users such as
increased trucks, commercial vehicles and motorcycles.
neighbourhood
safety and
reduced vehicle
size.
A traffic calming measure is a physical road configuration that decreases traffic volumes and
speeds while simultaneously enhancing pedestrian, motorist, cyclist, and community safety.
Its key goal is to improve people's quality of life (Chandra et al. 2020).
A roundabout is the most effective way to slow down vehicle speed. As a result, drivers must
reduce their speed when approaching the roundabout to make way for other traffic (Hobart-
City, 2019).
According to Hobart-City (2019). speed humps, chicanes and installation of median treatment
are classes of devices that can be used to slow down vehicles.
Two types of traffic calming measures may be used are geometric and regulatory.
Regulatory devices can be used as alternatives to or in addition to the geometric devices
where necessary (Gold-Coast, 2019).
2.5 How Traffic Calming Measures Effects and Results
According to Ariën et al. (2013) the gate constructions and the curves could improve traffic
safety. Constructing a gate located in the horizontal curve and the entrance to the urban area
affects the workload and driving behaviour within the urban area. The task used in the
investigation of this study is the terminal detection task (PDT) as an indicator of the workload.
(Ariën et al., 2013). The curves caused the reduction in velocity sustained throughout the
entire urban area.
In comparison, for a road outside the urban area, the performance of PDT indicated a
decrease in velocity of 97 meters as per data before and after curves. (Ariën et al., 2013).
According to Yeo (Yeo et al., 2020), existing speed humps in Korea reduce vehicle speed
and increase pedestrian safety. Data analyses revealed that drivers began reducing the cars'
speed 30 metres before the speed humps and regained their speed after 30 metres. The
speed reduction on major roads was from 38.43 km / h to 29.2 km / h (24%), and on local
roads from 24.72 km / h to 20.17 km / h (18.4%).
The effect of speed limits on pedestrian safety was also assessed using two measures:
severity and frequency. Between inside and outside boundaries of the speed limits separately
on major and local roads, pedestrian crashes were compared. This comparison showed a
significant decrease in speed from 27.7% on the main roads and 15.4% on local roads under
the influence of speed limits. They were using an ordered probability model. However, the
severity of the crash injury level was analysed, indicating that the severity of the crash under
the influence of velocity was lower. (Yeo et al., 2020)
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Speed analyses were studied by Basil David on the streets of various traffic calming devices.
By about 21.1 km/h speed humps lower the vehicle's maximum speed (the difference
between traffic calming speed and street speed). While the speed table only reduces the
speed by 11 km/h (the difference between the speed of traffic calming and the speed of the
street). As a result, at less than an operating speed, speed humps of 21.9 km/h are produced
in traffic devices (vehicle speed) (Daniel et al., 2011).
Figure 2 Speed Profile of Traffic Calming Device Street. (Daniel et al. 2011).
Speed humps are very effective for traffic calming (speed control) gauge, as they are
relatively easy to install. However, slowdowns and pollution from vehicle speed and noise are
related defects in speed humping (Jasiūnienė et al., 2018b). Speed humps are very useful
and effective, and the main key is reduced speed to achieve safer roads as the 90%
pedestrian survival rate is at 20mph driving area. It focuses on making safe the roads for
more pedestrians, motorcycles and cyclists, who account for half of the deaths on the roads
(London, 2015).
After the speed hump, 74.12% of drivers accelerate from 17 km/h to 44 km/h above the speed
limit. The permitted speed of 50 km/h is violated within 120 m behind the speed hump. The
speed increases 10 km/h at a distance of 190 m. Traffic speed made the gateways effective
through the data collected, but it is not guaranteed at a speed of 50 km/h in all cases. A set
of speed enforcement measures must be applied to ensure the maximum speed in all parts
of the roads (urban area) as the short effect of the gates on speed continues about 50 metres
after this procedure. (Vaitkus et al., 2017)
Shared views across the region to implement traffic calming have positive safety implications
that reduce accidents (injuries or deaths). Measures were emphasised in the planning
processes for traffic calming measures concerning the effects of network structure and area
size (Grana et al., 2008).
According to Lee et al. (2013), Korean experiences of traffic calming devices have proven
that chicanes are the best at calming traffic. Also, according to Korean experiences,
experiments have proven that the best traffic calming measures for conserving the
environment and public health are humps (Lee et al., 2013).
Speed humps prove to be the primary remedy for low-speed and cost-effective measures.
Also, recycled rubber is used in a speed cushion as it is considered the most effective
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treatment by far at Hobart Townhall, Tasmania (Hobart-City, 2019). Through tests, it has
been proven that an effective treatment before entering the 30 km/h zone to calm traffic is
speed humps. Hence, drivers tend to reduce speed in the raised junction (Solowczuk, 2019).
The installed road humps have proven to reduce the speed of vehicles in the transitional
areas to enter the villages (China), leading to a reduced speed of traffic. (Kacprzak &
Solowczuk, 2019)
The disadvantages of the humps showed that they affect emergency vehicles and cause
discomfort to the drivers. It is appropriate to evaluate and repeat the tests using more
accurate equipment (Jasiūnienė et al., 2018a).
Experiments showed the effects of humps and chicanes in slowing down driving; they had
almost the same effect on the average by 15%. Also, the safety impact of speed humps may
be more compared to chicanes due to the reduced effect on speed variation for chicanes.
(Agerholm et al., 2017)
Traffic calming tools seek to balance the needs of the neighbourhood residents, road users
(pedestrians and cyclists) and car drivers. These contribute to the safety and comfort of
residents, pedestrians and cyclists. (Corkle et al., 2001b)
According to Morrison et al. (2004), introducing traffic calming devices is related to health
related behaviours and environmental improvements, in proportion to the maintenance of
reducing speed and the safety of residents and pedestrians and health.
The most significant impact on reducing 85% of the speeds was speed humps, among a
variety of traffic calming measures. Among the speed control measures, less impact would
be for narrowed and raised intersections. Also, they affect speeds compared to speed tables
(Ewing, 2001).
Based on many studies on the same data, descriptive statistics about size, collision and
speed changes of different effects result from traffic calming measures. They had the effects
required to reduce volumes, collisions and speeds. The standard deviation from the
percentage change with traffic calming in Full Closures is -44, and Half Closures is -42,
compared to the other low types of traffic calming measures. This indicates that the Full and
Half Closures have greater effects on the volume of traffic calming. As the traffic calmed
down, the collisions decreased in all cases. One of the most appropriate impacts on achieving
safety has been on chicanes and traffic circles, with 82% average reducing collision of
frequency. (Ewing, 2001)
Note that after (Vásquez-Sánchez & Obregon-Biosca, 2017), analysed two different
geometries, the efficiencies depend on the dimensions and heights of the procedures for
calming the traffic. Accordingly, their recommendations were for the trapezoidal hump height
within 15-18 cm, and the slope between 9-14%. The speed can be reduced by 55-75%
effectively through a circular hump design with a width of 124-140 cm and a height of 11-15
cm.
According to Bassani et al. (2011), studies were of vehicle kinematic performance in terms of
near-aberration hump effects. Their focus was on the fundamental factors that impact (TSH)
and their relationship to affecting the speed of operating the vehicle. Through studies, they
developed the relationship between the spacing and operating speed of the vehicle by (TSH)
utilising the linear regression model.
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2.8 Driver Behaviours on Local Street
David Schenker has studied safe driving behaviours in the United States related to
demographics such as education, age, income, and gender. Education is divided into three
categories (primary - intermediate - secondary and above). While the age is divided between
(18-25), (26-50) and (51+) years it is divided into less than $15,000, $15,000 to $35,000 and
more than $35,000 for the total household. Results indicate that low education, youth
characteristics and low income are among the characteristics of unsafe drivers. It was also
found that young male drivers speed more than female drivers.(Shinar et al., 2001).
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3. Methodology
It is suggested to study the use of traffic calming tools to maintain safety. The main reason
for research in this area is that there exists minimal research on traffic calming measures to
maintain the community, pedestrians, road users, and cyclists safe (and very little data).
There is limited research conducted on traffic calming measures in Brisbane. During this time,
Brisbane City Council conducted mixed reviews of measures to calm traffic by road users.
Data related to traffic volume and vehicle speed is divided into data collection and processing,
qualitative and graphic description analysis, as well as quantitative data analysis and
statistical analysis. Details of each type are given below. The research has two stages:
Initially in the Final Report, to study of traffic calming measures in Brisbane city.
Ø Stage 1: Data collection and analysis
Data collection and analysis are divided further: data collection, processing and
metadata analysis. Data collection: Brisbane City Council provides data on traffic
volume and vehicle speed before and after installing calming traffic measures.
Ø Processing of data: The Brisbane City Council survey offers extensive data. The
first step of the data is to sort it, with misinformed and incomplete data being
removed.
Nearmap was used to sort the data. Nearmap provided online updates of any
activity on all maps, as it contributed and assisted in identifying traffic calming
measures in collecting street data, type of layout and number of designs.
Moreover, there were no traffic calming devices on some streets. The data has
been separated with and without traffic calming devices. From the site, traffic flow
data and vehicles’ average street speed were given.
Ø Graphical Description and Qualitative: For a better understanding of the
qualitative data, figures are shown in the Results. According to the suburbs in the
data, each street is assigned a specific name and encoded with a number. Traffic
calming measures are installed with different colour captions used for the street
name.
The data for each suburb in terms of installed traffic calming devices is sorted and
the network for traffic flow closed. These streets are used before and after the
installation of traffic devices to make traffic flow networks, as the streets and traffic
calming are connected to a main street or streets distributed in this section as
shown in the results.
Ø Quantitative Data Analysis: Excel software is used for data analysis.
After installing new treatments for traffic calming, traffic volume data is analysed
to the extent that it has changed. Data is used at different distances from traffic
calming treatments and vehicle speed analysed at various distances. Also, a
comparison is made between horizontal traffic calming measures and vertical
calming measures.
Ø Statistical Data Analysis: data analysis is done in this section on the vehicle
street mean speed.
The hypothesis is tested (t-test) after installing different types of traffic calming
measures and before it for two different samples. Also, two different traffic calming
measures are hypothesised for vertical and horizontal traffic calming devices. The
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cumulative vehicle street speed distribution is distributed before the calming

devices are installed. For traffic distance and its graph analysis a regression model
is being developed between the number of installed traffic calming devices and the
vehicle's average street speed limitation.
Ø Stage 2: Design a survey on traffic calming measures.

The survey procedure is discussed below, including the distribution of different
parts such as the design and collection of survey data.
Ø Design of survey:
There are some questions about the effectiveness of traffic calming treatments
from data collection and analysis results. When adding new traffic calming
measures, there are some questions about the effectiveness of reducing traffic
volume and vehicle speed. After installing new traffic calming measures, the driver
will determine how to change routes from local streets to main streets.
Ø Data collection of the survey:
The main volunteers in the collection of survey data are neighbourhoods and road
users such as pedestrians, cyclists, drivers, etc., where new treatments are
installed. The survey form is developed in Google. Social media and face to face
meeting will be helpful to collect survey data.
Ø Data analysis of survey:
There are analyses such as the effectiveness of traffic calming measures to reduce
traffic volume and vehicle speed by collecting data. Feedback from the local people
will be helpful in making decisions on installing new traffic calming measures in
their area and the positive and negative effects when installing new traffic calming
measures.
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4. Results and Discussion:
4.1 Data Analysis of Vehicle Speed and Traffic Volume:
4.1.1 Suburb A
As per the below network, the two main roads, A and B are arterial roads used for main traffic.
Other all streets work as local streets or distributor streets, facilitating access to properties or
land. Moreover, on the streets, all vehicles average between 40 km/h to 60 km/h, increasing
risks for residents and road users. Drivers used to travel all distributor streets or local streets
to main roads. Also, these streets are connected by different arterial roads without any
measures to calm traffic or signals. Therefore, instead of arterial roads, drivers choose local
roads, which have no traffic and are faster. As a result, for residents and road users,
distributor or local streets are less safe.
Figure 3 Network Figure of Suburb A
The speed humps 3 and 2 were installed at Streets 5 and 3, respectively. On Street 2, two
chicanes installed. Furthermore, on Streets 6 and 7, a traffic island and a speed hump were
created. On-Street 9, there is more safety due to the installation of a traffic island. Before the
data was taken, there were roundabouts present on Streets 21 and 25.
The information after installing traffic calming devices regarding traffic volume and vehicle
mean speed changes is given below.
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Table 14 In suburb A Vehicle Street Speed and Traffic Volume Changes After Installing Traffic Calming Measures.
Street Design Type Direction Vehicle means Traffic volume Total of

Name speed and changes after traffic
changes after installing traffic volume
installing speed calming changes
humps measures for after
each direction installing
(Vpd) traffic
calming
measures
(Vpd)
Street (3) Traffic Island, Eastbound -12% -8% -12%
(3) Speed (-5 km/h) (-32 Vehicle) (-84 Vehicle)
Humps Westbound -21% -17%
(-10km/h) (-52 Vehicle)
Street (4) (2) Chicanes Eastbound -14% -19% -14%
(-7 km/h) (-99 Vehicle) (-145
Westbound -21% -9% Vehicle)
(-11km/h) (-46 Vehicle)
Street (5) Traffic Island, Eastbound -10% -6% -8%
(2) Speed (-5 km/h) (-22 Vehicle) (-50 Vehicle)
Humps Westbound -4% -11%
(-2 km/h) (-28 Vehicle)
Street (6) Traffic Island, Northbound -26% 3% 6%
Speed Hump (-11km/h) (4 Vehicle) (16 Vehicle)
Southbound -33% 10%
(-14km/h) (12 Vehicle)
Street (7) Speed Hump, Northbound -14% 6% 8%
Traffic Islands (-6 km/h) (6 Vehicle) (13 Vehicle)
Southbound -12% 13%
(-5 km/h) (7 Vehicle)
Street (8) Traffic Island Northbound -4% -3% -1%
(-2 km/h) (-17 Vehicle) (-16 Vehicle)
Southbound -4% 0%
Street (9) Traffic Island Northbound -4% -10 % 2%
(-2 km/h) (-8 Vehicle) (3 Vehicle)
Southbound -4% 16%
In all local streets the speed of vehicles after the installation of traffic calming devices
decreases. The mean speed of a street due to the installation of 3-speed humps is about 38
km/h on Street 3. On Street 4, 42 km/h is the street mean speed of vehicles, where two
chicanes are installed. To reduce the mean speed on the street, speed humps are more
effective. After installing the speed humps, there was a significant change in speed on Street
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6 (30 km/h is the street mean speed). Overall, after installing traffic calming measures, the
speed of vehicles ranged from 35 km/h to 45 km/h, which makes residents and road users
safer.
Traffic volume is reduced on Streets 3,4, and 5, by approximately (84 Vehicles) -12%, (145
Vehicles) -14% and (-50 Vehicles) -8%, respectively. On the other streets there were no
significant changes after installing traffic calming devices.
• Traffic Flow Network in Suburb A
Streets 1, 2 and 4 and many local streets are connected to two arterial roads while Street 22
connects Streets 3 and 5. Coming from the many local streets, Streets 1 and 2 have more
traffic flow. The local streets directly connected to main road B are Streets 6, 7, 8 and 9, and
their streets are not long. The information before installing traffic calming measures about
traffic flows is given below in Figure 4.
Figure 4 In suburb A Traffic Flow Network Before Installing Traffic Calming Measures.
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In the network, from Streets 1, 2, 3, 4 and 5, vehicles exit or enter from the main road A. Also,
from Streets 6, 7, 8 and 9, vehicles exit or enter the main road B, directly by two arterial roads
linking Streets 1, 2 and 4. Local Streets 3 and 5, or distributor streets, are connected. Local
Streets 6, 7 and 9 are connected by arterial roads.
Table 15 In suburb A Before Install Traffic Calming Measures
In suburb A, Before Installing Traffic Calming Measures

Enter Exist
Traffic From Location A 2089 2328
Traffic From Location B 921 763
On Street 3, about 84 vehicles traffic volume decreased. Approximately 145 and 60 vehicles
reduced traffic volume on Streets4 and 5, respectively. Due to the local traffic on Streets 6, 7
and 9, there are less than 150 vehicles per day in the volume of traffic so that there is no
significant change. The information network after installing traffic calming devices is given
below in Figure 5.
Figure 5 In suburb A Traffic Flow Network After Installing Traffic Calming Measures.
From the main road A, the volume of traffic was reduced by 140 vehicles, and a slight increase
by about 16 vehicles from the main road B in the volume of traffic. In District A, traffic calming
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devices do not reduce the number of the vehicles. However, they significantly reduce the
mean vehicle speed. The information changes after installing traffic calming devices about
traffic flow is given below in Table 16.
Table 16 In suburb A After Install Traffic Calming Measures.
In suburb A, After Installing Traffic Calming Measures

Enter Exist
Traffic From location A 1992 2285
Traffic From location B 906 794
4.1.2 Suburb B
Main Roads A and B are arterial roads in the network below, while all other streets function
as local or distributor roads. The driver wants to travel from Main Road B to Main Road A,
and instead of an arterial road, he chooses a local road to save time. Please note that on
Street 1, there is an increase in vehicle speed and traffic volume, which provides lower safety
for road users and residents.
Figure 6 Network figure of suburb D
In the local Street 1, five speed humps were installed. As a result, vehicle volume and vehicle
speed changed, which are given in Table 17.
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Table 17 In suburb D vehicle street speed and traffic volume changes after installing traffic calming measures.
Street Design Direction Vehicle mean Traffic volume Total of traffic

Name Type speed and changes after volume
changes after installing traffic changes after
installing speed calming installing
humps measures for traffic calming
each direction measures
(Vpd) (Vpd)
Street 1 (5) Speed Northbound -27% -27% -32%

(a) humps (-11 km/h) (-191 Vehicle) (-662 Vehicle)
Southbound -23% -39%
(b) humps (-16 km/h) (-253 Vehicle) (-631 Vehicle)
Street 2 No design Eastbound -10% -19% -19%
(Existing (-4 km/h) (-138 Vehicle) (-348 Vehicle)
Traffic Westbound -7% -19%
island) (-3 km/h) (-210 Vehicle)
Vehicles’ mean speed is reduced after installing speed humps by approximately 27%. After
installing five speed humps on Street 1 vehicles’ mean speed is less than 35 km/h. Also, on
Street 2 the vehicle speed is dropped by 8%. On the other streets, 50 km/h is the vehicle
mean speed.
Traffic volume decreased after installing speed humps on Streets 1-a and 1-b, respectively
by approximately 32% (662 Vpd) and 38% (631 Vpd). Also, traffic volume on Street 2 is
reduced by around 19% (348 Vpd).
• Traffic Flow Network in Suburb B
Figure 7 In suburb D Traffic Flow Network Before Installing Traffic Calming Measures.
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The vehicles choose Streets 1 and 2 to travel to the arterial road. Also, it is connecting two
arterial roads in the shortest route (main road B and main road A). The information about
traffic network flows is presented in Table 18 before installing traffic calming measures.
In the network, from Street 2, vehicles exit or enter from the Main Road A. Also, on Main
Road B, traffic exits or enters from Streets 1, 3 and 5. The table below provides information
about vehicle flows before the installation of traffic calming measures that exist or entered.
Table 18 In suburb B Before Install Traffic Calming Measures.
In suburb B, Before Install Traffic Calming Measures

Enter Exist
Traffic From Location B 1166 1664
By about 662 Vpd from Street 1-a, the volume of traffic decreases, while at Street 1-b, the
volume of traffic also decreases. Furthermore, on Street 2, with about 348 vehicles, traffic
volume has decreased. On the other hand, on Street 3, 212 vehicles are travelling due to
measures to calm traffic. Thus, 212 vehicles are diverted to Street 3 from Street 1. Also, there
is no significant change in traffic volume on Streets 4 and 5. Table19 provides information
about traffic network flows illustrated in Figure 8 after installing traffic calming measures.
Figure 8 In suburb D Traffic Flow Network After Installing Traffic Calming Measures.
The volume of traffic entering from Main Roads B and A has been reduced by 210 Vpd and
85 Vpd, and the current traffic volume has been reduced by 138 Vpd and 319 Vpd,
respectively. In general, from Main Road B, less than 85 vehicles enter (or are located from
Main Road A), and from Main Road A, less than 210 vehicles enter (or are located from Main
Road B). The total volume of traffic in the network decreases after the installation of traffic
calming devices (about 348 vehicles less than the main road B and the main road A). On the
other hand, with the street's similar function, the volume of traffic increases (Street 3 -
connected to two arterial roads) and the lack of devices on the street to calm the traffic.
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Table 19 In suburb B after Install Traffic Calming Measures.
In suburb B, after Installing Traffic Calming Measures

Enter Exist
Traffic From Location
A 882 572
Traffic From Location
B 1081 1345
4.1.3 Suburb C
From Main Road A the car enters and from the Main Road B the car exits and vice versa.
The two local streets to reach properties 1 and 2 are for residents only. The roads in the local
area are Streets 5 and 6, which connect the local road to the arterial street. Streets 1 and 2
were built, respectively, with 3 and 4-speed cams. On Streets 3 and 4, speed humps were
installed to divert traffic at Street 6 on Main Street. It is shown below in network diagram.
Figure 9 Network Figure of Suburb C
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Table 20 In suburb C Vehicle Street Speed and Traffic Volume Changes After Installing Traffic Calming Measures.
Street Design Direction Vehicle mean Traffic volume Total of traffic

(Vpd) (Vpd)

location humps (-20 km/h) (-262 Vehicle)
(a) Southbound -34% -32% (-825 Vehicle)
location humps (-18 km/h) (-306 Vehicle) (-882 Vehicle)
(b) Southbound -22% -30%
Street 2 (4) Speed Northbound -24% 28% 36%
humps (-13 km/h) (40 Vehicle) (103 Vehicle)
SouthBound -22% 45% (63
(-12 km/h) Vehicle)
Street 3 (2) Speed NorthBound -19% -3% 9%
humps (-10 km/h) (-16 V Vehicle) (91 Vehicle)
SouthBound -20% 20%
(-11 km/h)
(107 Vehicle)
Street 4 (3) Speed NorthBound -10% 6% 5%
humps (-4 km/h) (39 Vehicle) (60 Vehicle)
SouthBound -10% 3%
Street 5 (3) Speed NorthBound 2% 39% 35%
humps (1 km/h) (222 Vehicle) (412 Vehicle)
SouthBound -4% 31%
Street 6 NorthBound -7% 33% 29%
(No (-4 km/h) (219 Vehicle) (373 Vehicle)
design) SouthBound -4% 25%
On Street 1, the average vehicle speed was reduced by about 31% after the traffic calming
measures were implemented. Also, the traffic volume (per day with an average of 853
vehicles) decreased by about 28%. On Street 2, the traffic volume increased (per day 103
vehicles) by about 36% the average vehicle speed is 23%, which turned from Street 1.
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On Street 3, due to the installation of two new speed cams, the average vehicle speed was
reduced by about 20%. However, the traffic volume increased by about 89 vehicles per day
(9%). On the other hand, on Street 4, the average vehicle speed decreased by 10%.
In general, vehicle speeds on Street 5 do not change significantly, but there is about a 35%
increase in vehicle volume (412 vehicles per day). On Street 6, there is about a 29% increase
in traffic volume.
On Streets 1,2,3,4, the average speed of vehicles ranges, after installing traffic calming
measures, from 35 km/h to 45 km/h. The speed of the vehicle is 50 km/h on other roads such
as Streets 5 and 6. In addition, on the distributor roads, the traffic volume increased to 35%
From?? the local street due to the installation of traffic calming measures.
• Traffic Flow Network in Suburb C
The majority of vehicles before installing traffic calming measures choose Street 1 to walk to
the arterial street. The local street is Street 1 while the distributor road is Streets 5 and 6.
Because these streets take longer to cover the distance, few drivers choose to travel on them.
Figure 10 shows the traffic flow network diagram.
Figure 10 In suburb C Traffic Flow Network Before Installing Traffic Calming Measures.
Streets 1, 2 and 5 are connected to the main road A. From Streets 1, 2 and 5, entry or exit is
from the Main Road A. Main Road B is connected to Streets 1, 2, 3, 4 and 6 where traffic is
exiting or entering. The table below provides information about vehicle flows before the traffic
calming measures have been introduced or are in place.
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Table 21 In suburb C Before Install Traffic Calming Measures.
In suburb C, Before Install Traffic Calming Measures

Enter Exist
Figure 11 shows information about traffic network flows after installing traffic calming
measures. On Street 1, the traffic volume per day is reduced by about 825 Vpd. On the other
hand, in other streets the volume of traffic increases. On Streets 5 and 6, the volume of traffic
increased (412 Vpd and 373 Vpd, respectively). Traffic volume on Street 2 has increased by
103 Vpd.
Figure 11 In suburb C Traffic Flow Network After Installing Traffic Calming Measures.
Table 22, after installing traffic calming measures, shows information about traffic flow
changes. From the Main Road, A with an entry (1795 Vpd) the volume of traffic is roughly the
same. Respectively from the Main Roads B and A by 311 Vpd and 243 Vpd, the traffic volume
was reduced. Moreover, after the traffic devices are installed, 385 Vpd enter less than Main
Road B. In general, approximately 311 vehicles enter less than Main Road B and less than
240 vehicles exit from Main Road B.
Table 22 In suburb C After Install Traffic Calming Measures.
In suburb C, After Install Traffic Calming Measures

Enter Exist
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4.1.4 Suburb D
In the network below, Main Road A is an arterial road connected to many distributor streets
and local streets. Street 15 is connected to an arterial road and a distributor connected to
many local streets and is also used to access property or land. Also, it is not safe for residents
and pedestrians because in the network the traffic volume is higher and the vehicle speed is
more than 40 km/h. Local Streets 18 and 19 are directly connected to the main road.
Moreover, Streets 4 and 5 are connected to Distributor Street. All these streets have high
speed vehicles and a high volume.
Figure 12 Network Figure of Suburb D.
Speed humps were installed on Streets, 4 and 5 and before the data was taken, there were
roundabouts. Ten three-speed humps were created on the street. This led to the
establishment of a closed network of Street 15 and Main Road A. Four speed humps were
installed on the street as well as a traffic island and a roundabout. Streets 18 and 19 are
directly linked to the main road, where three and four speed humps are installed, respectively.
The information after installing traffic calming devices about traffic volume and vehicle mean
speed changes is presented in table 23.
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Table 23 In suburb D Vehicle Street Speed and Traffic Volume Changes After Installing Traffic Calming Measures.
Street Design Direction Vehicle means Traffic volume Total of traffic

(Vpd) (Vpd)
Street (4) Speed Eastbound -4% -17% -19%

Hump (-2 km/h) (-84 Vehicle) (-146
Westbound -11% -22% Vehicle)
Street (5) (2) Speed Eastbound -13% -20% -28%
Hump (-6 km/h) (-101 Vehicle) (-190 Vehicle)
Westbound -12% -23%
Street (10) (3) Speed Eastbound -24% -13% -13%
Hump (-12 km/h) (-155 Vehicle) (-235
Southbound -21% -12% Vehicle)
Street (7- (4) Speed Eastbound -30% 0% -5%
b) Hump (-16 km/h) (0 Vehicle) (-142
Southbound -33% -9% Vehicle)
Street (18) (4) Speed Northbound -16% -4% -4%
Humps (-8 km/h) (-56 Vehicle) (-75 Vehicle)
Southbound -16% -3%
Street (19) (3) Speed Northbound -35% -13% -10%
Humps (-18 km/h) (-94 Vehicle) (-172 Vehicle)
Southbound -31% -8%
Street (15 No design Northbound -2% 1% 1%
-b) (-1 km/h) (12 Vehicle) (37 Vehicle)
Southbound 2% 1%
(1) km/h) (25 Vehicle)
Street (7- No design Eastbound 8% 2% 1%
a) (3 km/h) (36 Vehicle) (28 Vehicle)
Southbound -9% 0%
On all major streets, the mean of vehicle speeds is reduced after traffic calming measures
have been installed. On each of the above streets, all speed has been reduced from more
than 45 km/h between 32 km/h to 45 km/h. On Street 7A the mean speed of vehicles is 42
km/h, while the mean speed of vehicles on Street 7B is 37 km/h. On Street 10, the mean of
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vehicle speed decreased to 37 km/h from 53 km/h after installing three speed humps. Overall,
after installing on the network speed humps the mean speed of vehicles decreased.
On Street 15, when the traffic volume on Streets 4 and 5 is approximately equal, traffic volume
decreased by 19% and 28%, respectively. With about 235 vehicles 13% of the traffic volume
decreased on Street 10. Also, at the location of 7(a) Street there are no changes significantly,
while 7(b) Street has reduced by about 5% of the traffic volume.
• Traffic Flow Network In Suburb D
The traffic flow network diagram illustrates Figure 13 before installing traffic calming devices.
Vehicles choose local Streets 4 and 5 before installing traffic calming measures, as traffic
decreases and arrives as quickly as possible to their destination. Also, these streets provide
good connectivity to the networks and other streets. From the main road traffic flow enters
the local Streets 18 and 19 and chooses short routes to arrive the destination.
Figure 13 In suburb D Traffic Flow Network Before Installing Traffic Calming Measures.
In the network, from the Main Road A, vehicles exit or enter from Streets 18 and 19. Also,
Street 15 connects directly to Main Road A, but some vehicles use connected Local Streets
4 and 5 it to reach their destination or use this street to get to another street, which connects
to Street 15. As distributor Street 7 is connected to Street 15 (another distributor Street), the
information about vehicle flow before installation of traffic calming devices is presented in
Table 24.
Table 24 In Suburb D Before Install Traffic Calming Measures.
In Suburb D, Before Install Traffic Calming Measures

Enter Exist
Traffic from Street 15 500 279
Traffic from location A 1576 1999
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On Streets 4 and 5 traffic volume is reduced by approximately 146 vehicles and 190 vehicles
respectively, while on Street 15 traffic conditions do not change. Furthermore, traffic which
comes from Main Road A on Streets 18 and 19 is reduced by 75 vehicles and 172 vehicles.
Information about the traffic network after installing traffic calming devices in suburb D is
given in Figure 14.
Figure 14 In suburb D Traffic Flow Network After Installing Traffic Calming Measures.
The total volume is reduced from Main Road A by approximately 250 vehicles. On the other
hand, on Street 4 from distributor Street 15 around 140 vehicles were reduced. Overall, the
network traffic volume is reduced. The information about traffic flow changes in the network
after installing traffic calming devices is given in Table 25.
Table 25 In Suburb D After Install Traffic Calming Measures.
In Suburb D, After Install Traffic Calming Measures

Enter Exist
Traffic From Street 15 416 217
4.1.5 Suburb E
Drivers wish to reach their destinations as soon as possible. Since the traffic is less on local
roads, they always choose them to reach their destinations in less time. In the following grid,
drivers do not choose the arterial route to reach Main Road B from Main Road A and vice
versa. Street 1 is preferred and also streets that are used for local traffic.
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(-8 km/h)
(-111 Vehicle)
Street (1- Speed Northbound -27% -3% -7%
c) Humps (-12 km/h) (-24 Vehicle) (140 Vehicle)
(-17 km/nh) (-116 Vehicle)
On Streets 5 and 1 the vehicle drivers choose to travel from Main Road B to Main Road A
and vice-versa. As a result, approximately 1800 vehicles per day increase in traffic volume
on Street 1. Because the vehicle speed is more than 45 km/h there is an increased risk of
accidents for road users and residents.
To reduce vehicle speed and traffic volume, speed humps and chicanes were installed on
Street 1. As a result, in locations 1(b) and 1(c), the average vehicle speed reduced to
approximately 37 km/h and 32 km/h respectively. Furthermore, on Street 1 at location (a) the
average vehicle speed was about 40 km/h. Also, sites 1(a), 1(b), and 1(c) reduced their traffic
volumes by 18%, 8% and 7%, respectively. The speed was reduced by 21% after installing
traffic calming measures, which increased the safety of residents and pedestrians, as the
speed of Street 1 is less than 40 km / h. On Streets 3 and 6, the average vehicle speed is
about 47 km/h, while on Street 5, the average vehicle speed is 52 km/h. Street 5 is directly
connected to the main road. In general, after the first traffic calming measures were installed,
the vehicle speed was reduced.
• Traffic flow network in suburb E
Figure 16 In suburb E Traffic Flow Network Before Installing Traffic Calming Measures.
Vehicles choose Street 1 before installing traffic calming measures on the arterial road. It is
also a distributor route. From one arterial road (Main Road B) to another arterial road (Main
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Road A) many vehicles choose Street 1 to travel between them to reach another arterial road
because it is a short route. Before installing traffic calming measures Figure 17 gives
information about traffic network flows.
In the network, for Street 5, vehicles exit or enter from Main Road A (directly connected),
Street 6 and Street 1. Furthermore, traffic exits or enters on Main Road B (directly) from
Streets 7 or 1. The table below gives information before installing traffic calming measures
about vehicle flows that are entering or exiting.
Table 27 In suburb E Before Install Traffic Calming Measures.
In suburb E, Before Install Traffic Calming Measures

Enter Exit
At the Street 1a location, the traffic volume is reduced by about 319 Vpd, while at the Street
1 locations b and c, the traffic volume is reduced. On the other hand, the lack of traffic calming
devices on Street 2 led to an increase of 100Vpd traffic volumes due to the installation on
Street 1a of traffic devices. On other streets, there are no changes in traffic volume.
Figure 17 In suburb E Traffic Flow Network After Installing Traffic Calming Measures.
From Main Road A the traffic volume decreased from entry slightly by 24 Vpd. Similarly, by
116 Vpd and 162 Vpd, the traffic volume decreased from Main Roads B and A respectively.
Moreover, after installing traffic calming devices on Main Road B, less than 157 vehicles
entered. In general, reduced 162 vehicles enter from Main Road B (or exit from Main Road
B) and approximately 116 vehicles exit from Main Road A. Thus, after installing traffic calming
devices in the network and with approximately 100 vehicles, the traffic volume decreases less
than on Main Road B and Main Road A.
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Table 28 In suburb E After Install Traffic Calming Measures.
In suburb E, After Install Traffic Calming Measures

Enter Exist
4.2 Statistical Analysis of Vehicle Street Speed:
Table 29 Traffic Calming Measures (Statistical Data Analysis).
Type of data t-value p-value Results

(1 speed hump on the street) 5.58 0.0001 Significant
vehicles mean speed after and
before Installing Speed humps
(2 speed humps on the street) 4.35 0.0016 Significant
(All) vehicles’ mean speed after and 12.26 6.35E-16 Significant
(2 and 3 speed humps) vehicles’ 1.78 0.73 Not Significant,
mean speed after and before Similar Data
Installing Speed humps.
In table above, the data after installing and before traffic calming measures, both data are
similar if the t-value is between (-2.26 to 2.26). As for the p-value, it is not significant if it is
less than 0.05. After installing traffic calming measures in speed humps of 2, 3 and 4 speeds,
the vehicles volume is similar. The number of speed humps is counted along the street.
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4.2.1 Histogram of Vehicle Street Speed
Figure 18 Histogram of Vehicle Street Speed Before Installing Speed Humps.
The average street speed of vehicles is 40 km/h. 48% of vehicles on the streets before speed
humps are installed on the local street means that the speed is more than 50 km/h. Thus,
due to the speed of local vehicles, the probability of accidents and hazards in the local area
increases. The information before installing speed humps about vehicles’ mean speed is
presented in the histogram in Figure 18.
Figure 19 Figure 18 Histogram of Vehicle Street Speed After Installing Speed Humps.
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After speed humps are installed, on the streets 70% of vehicles have a speed of less than 40
km/h. A safe environment is available in the surrounding area after installing speed humps
because it contributes to reducing the mean speed of vehicles to less than 50 km/h on the
street. The information after installing speed humps about vehicles’ mean speed is given in
Figure 19.
4.2.2 Horizontal and Vertical Traffic Calming Measures Comparison
Table 30 Data Comparison of Chicanes and Speed Humps
Type of Traffic Calming Measures Before Installing traffic After Installing traffic
Calming Measures Calming Measures
Vehicles Street Mean Vehicles Street Mean
Speed (km/h) Speed (km/h)
Chicanes 49.75 41.25
Speed Humps 48.09090909 37.93181818
Before chicanes and speed humps are installed, the average vehicle speed on the street is
48.1 and 49.7 km/h, respectively. The average speed of vehicles is between 37.93 and 41.25
km/h after fixing the chicanes and speed humps, which confirms the benefits of traffic calming
measures in reducing vehicles’ volume and speed. The information on average vehicles’
street mean speed before and after installing traffic calming measures is given in Table 30.
The information about the t-test before installing chicanes and speed humps is given in Table
31.
Table 31 t-Test Before Installing Horizontal and Vertical Traffic Calming Measures.
t-Test: (Speed and Humps before) Two-Sample

Assuming Unequal Variances
(Before) Install (Before) Install
traffic calming traffic calming
devices- devices-speed
chicanes humps
Mean 49.75 48.09090909

Variance 4.916666667 28.50317125
Observations 4 44
Hypothesized Mean
Difference 0
df 7
t Stat -1.210993966
P(T<=t) two-tail 0.265191417
t Critical two-tail 2.364624252
The value of the t-test is 3.7, which is higher than 2.05. Hence, both data are significant and
not the same. The p-value is less than 0.05. The information about the t-test after installing
chicanes and speed humps is given in Table 32.
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Table 32 t-Test After Installing Horizontal and Vertical Traffic Calming Measures.
t-Test: (Speed and Humps after) Two-Sample Assuming

Unequal Variances
(After) Install (After) Install
Traffic Calming Traffic Calming
Devices- Devices-Speed
Chicanes Humps
Mean 41.25 37.93181818
Variance 0.916666667 25.2743129
Observations 4 44
Hypothesized Mean
Difference 0
df 26
t Stat -3.701560435
P(T<=t) two-tail 0.001013081
t Critical two-tail 2.055529439
Horizontal traffic calming measures have an average vehicle speed of more than vertical
traffic calming measures. Compared to the chicanes, the most effective devices in lowering
the average speed of vehicles on the street are the speed humps.
4.2.3 Models of regression
The independent variable is the number of speed humps in the street, while the dependent
variable is the difference in the vehicle speed before and after the camber is fixed. Using and
without intercept variables, two regression models are developed below.
• Model 1 of Regression
Table 33 Model 1 of Regression
Standard Lower Upper Lower Upper

Coefficients Error t Stat P-value 95% 95% 95.0% 95.0%
Intercept 7.048 1.847 3.81 0.0004 3.3182 10.77 3.3182 10.77
Number
of (Speed
Humps) 1.238 0.615 2.01 0.05 -0.005 2.482 -0.005 2.482
Data regression analysis and information about it are presented in Table 33. The intercept
value is considered in this model. The number of speed humps and interceptions has a
positive value coefficient, which proves that as the speed humps increase, the speed of the
vehicles decreases. Since 0.05 is more than the p-value, this indicates that the equation is
statistically significant, and 0.089 is the value of the R-square.
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Model 1 Equation of Regression:

Reduction of Speed (Before – After installing Speed Humps) = 7.048 + 1.238 * Number of Speed
Humps
The graph in Figure 20 shows the speed of vehicles going down the street versus the number
of speed humps. Increasing the number of speed humps on the street contributes to reducing
the expected speed of vehicles.
Figure 20 Reduction of Speed Graph Model 1 of Regression
• Model 2 of Regression
Table 34 Model 2 of Regression.
Standard Lower Upper Lower Upper

Coefficients Error t Stat P-value 95% 95% 95.0% 95.0%
Intercept 0 0 0 0 0 0 0
Number
of
(Speed 2.60733E-
Humps) 3.36950 0.29828 11.29636 14 2.7675 3.9714 2.7675 3.9714
The table above provides information about the data regression analysis. The value of the
intercept is considered zero in this model. The number of speed humps and interceptions has
a positive value coefficient, which proves that as the number of speed humps increase, the
speed of the vehicles decreases. Since 0.05 is more than the p-value, this indicates that the
equation is statistically significant, and 0.75 is the value of the R-square.
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Model 2 Equation of regression:

Reduction of Speed (Before – After installing Speed Humps) = 3.3695 * Number of Speed
Humps
The graph in Figure 21 shows how fast vehicles is going down the street versus the number
of speed humps. Increasing the number of speed humps on the street contributes to reducing
the expected speed of vehicles.
Figure 21 Reduction of Speed Graph Model 2 of Regression
Overall, the 1 R-squared regression model is less than the 2-regression model. This indicates
that regression model 2 is better compared to regression model 1.
4.3 Survey On Traffic Calming Measures:

A questionnaire was prepared about traffic calming measures, with survey questions
including economic and social factors, and event questionnaires about traffic calming
measures. Various types of traffic calming measures were included in the survey and related
questions. The survey was not conducted due to the delay in obtaining ethical approval.
Survey questions are included in Appendix A.
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5. Conclusion:
This research was conducted to improve knowledge about the effect of traffic calming
devices. The conclusions below are made based on data analysis;
The effectiveness of traffic calming devices depends on the number of traffic calming
devices installed, such as chicanes and speed humps, in addition to the type of street, its
length and the places in which traffic calming measures are placed. It is also required to
reduce traffic volume and street speed in the metropolitan area. The average vehicle speed
on the road decreased by about 21% and 17% after installing chicanes and speed humps,
respectively. The average speed of 98% of vehicles before speed humps are installed in
the street is more than 40 km/h. The average speed of 70% of vehicles after installing
speed humps on the street is less than 40 km/h. Speed humps are more effective in
reducing the speed of vehicles on the road compared to chicanes. With the increase in the
number of speed humps installed, advanced regression models show that the average
speed of vehicles decreases on the street.
In future work, a survey should be carried out on traffic calming measures, after which the
results are analysed and compared with the results of qualitative data analysis. The survey
will indicate how many people are against traffic calming devices or support them. From it,
the different opinions of the people are obtained. Furthermore, appropriate solutions are
found for measures to calm the traffic.
Please note: that this above survey has been designed. However, due to the delay caused
by ethics approval, only the data could be collected. This validated data can be used by
researchers in the future research on this topic.
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Appendix A
The survey question is given below, which are related to speed humps and chicanes.
Socio-Economic Factor Related Question:
Part 1): Gornall.
Q 1: Where do you usually live? (Name of street)
Q 2: What is your gender?

1) Male
2) Female
3) Other
4) Prefer not to tell
Q 3: How old are you?

1) Less than 25 years
2) 26 -34 years
3) 35-44 years
4) 45-54 years
5) 55-64 years
6) 65+ years
Q 4: What is your employment status?

1) Full Time (paid employment)
2) Part-Time (paid employment)
3) Self Employed
4) Student
5) Retired
6) Not in the workforce
Q 5: What is your annual income? (gross)

1) Nil
2) Less than $20,000
3) $20,001 - $50,000
4) $50,001 - $100,000
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5) $100,001 - $150,000
6) $150001- $200,000
7) $200,000 or more
8) No comment
Q 6: How many members live in your household?

1) 1
2) 2
4) 3
4) 4
5) 5 or more
Q 7: How many children who are younger than 16 years live in your household?
1) 1
2) 2
3) 3 or more
Q 8: What is your primary transport for travelling? (Multiple Choices)

1) Car
2) Carpooling
3) Public transport including bus, train, and ferry
4) Riding Bike
5) Walking
Q 9: How many cars does your household have?

1) 1
2) 2
3) 3 or more
Q 10: How many cycles does your household have?

1) 1
2) 2
3) 3 or more
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Q 11: How often do you walk in your neighborhood in typical week?

1) Twice a day or more
2) Once a day
3) Every two days
4) Every three days
5) Less than every three days
Q 12: How often do you ride a bicycle in your neighbourhood in a typical week?
2) Once a day
3) Every two days
4) Every three days
Q 13: How often do you drive your car in a typical week?

2) Once a day
3) Every two days
4) Every three days
Q 14: How long have you lived in this neighbourhood?

1) Less than 1 year
2) Between 1 to 3 years
3) Between 3 years to 8 years
4) More than 8 years
Q 15: What type of traffic calming measures are in your Local Streets? (Please choose all
that apply)
1) Speed Humps
2) Chicanes
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Part 2): (if select Speed humps)

SPEED HUMPS
Q 16: At which speed range do you typically drive when you pass over a speed hump?
1) 0-10 Km/h
2) 11-20 Km/h
3) 21-30 Km/h
4) 31-40 Km/h
5) More than 40 Km/h
Q 17: To what extent do you agree with the statement that installing speed humps can
reduce a vehicle’s speed?
• (1 5)
(1 Strongly Agree- Agree- Neutral- Disagree- 5 Strongly Disagree)
Q 18: To what extent do you agree with the statement that installing speed humps has
reduced the number of accidents in my neighbourhood?
• (1 5)
Q 19: To what extent do you agree with the statement that installing speed humps has
improved pedestrian safety in my neighbourhood?
• (1 5)
Q 20: To what extent do you agree with the statement that before installing speed humps,
vehicle speed in my neighbourhood was high? (if he lives more than 8 years in that
neighborhood)
• (1 5)
Q 21: To what extent do you agree with the statement that after installing speed humps,
vehicle speed in my neighbourhood is lower?
• (1 5)
Q 22: To what extent do you agree with the statement that before installing speed humps,
vehicle flows in my neighbourhood were high? (if he lives more than 8 years in that
neighbourhood)
• (1 5)
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Q 23: To what extent do you agree with the statement that after installing speed humps,
vehicle flows in my neighbourhood are lower?
• (1 5)
Q24: To what extent do you agree with the statement that after installing speed humps,
vehicle noise pollution increases?
• (1 5)
Q 25: To what extent do you agree with the statement that a warning sign should be
installed before speed humps?
• (1 5)
Part 3): (if select chicanes)

Chicanes:
Q 26: To what extent do you agree with the statement that installing chicanes can reduce a
vehicle’s speed?
• (1 5)
Question 27: At which speed range do you typically drive when you pass over a chicane?
1) 0-10 Km/h
2) 11-20 Km/h
3) 21-30 Km/h
4) 31-40 Km/h
5) More than 40 Km/h
Q 28: To what extent do you agree that installing chicanes has reduced the number of
accidents in my neighbourhood?
• (1 5)
Q 29: To what extent do you agree with the statement that installing chicanes has improved
pedestrian safety in my neighbourhood?
• (1 5)
Q 30: To what extent do you agree with the statement that installing chicanes has
increased hazards for cyclists?
• (1 5)
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Q 31: To what extent do you agree with the statement that before installing chicanes,
vehicle speed in my neighborhoods was high? (if he lives more than 2 years in that
neighbourhoods)
• (1 5)
Q 32: To what extent do you agree with the statement that after installing chicanes, vehicle
speed in my neighborhoods is low?
• (1 5)
Q 33: To what extent do you agree with the statement that before installing chicanes,
vehicle flows in my neighbourhood were high? (if he lives more than 2 years in that
neighbourhood)
• (1 5)
flows in my neighbourhood are low?
• (1 5)
noise pollution increases?
• (1 5)
Q 36: To what extent do you agree with the statement that vehicles’ on-street parking is
reduced near the chicanes after installing chicanes?
• (1 5)
Q 37: To what extent do you agree with the statement that a warning sign should be
installed before chicanes?
• (1 5)
52

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Traffic Volume and Speed Effects of

Traffic Calming Measures

The University of Queensland

Traffic Volume and Speed Effects of

Student Number: 45448658

School of Civil Engineering

Collision speed (km/h) 80 60 40 20

2.2 Local Area Traffic Management

these treatments cause restrictions on the local

2.5 How Traffic Calming Measures Effects and Results

2.8 Driver Behaviours on Local Street

cumulative vehicle street speed distribution is distributed before the calming

Ø Stage 2: Design a survey on traffic calming measures.

4. Results and Discussion:

4.1 Data Analysis of Vehicle Speed and Traffic Volume:

Figure 3 Network Figure of Suburb A

Street Design Type Direction Vehicle means Traffic volume Total of

• Traffic Flow Network in Suburb A

Table 15 In suburb A Before Install Traffic Calming Measures

In suburb A, Before Installing Traffic Calming Measures

Table 16 In suburb A After Install Traffic Calming Measures.

In suburb A, After Installing Traffic Calming Measures

Figure 6 Network figure of suburb D

Street Design Direction Vehicle mean Traffic volume Total of traffic

Street 1 (5) Speed Northbound -27% -27% -32%

• Traffic Flow Network in Suburb B

Table 18 In suburb B Before Install Traffic Calming Measures.

In suburb B, Before Install Traffic Calming Measures

Table 19 In suburb B after Install Traffic Calming Measures.

In suburb B, after Installing Traffic Calming Measures

Figure 9 Network Figure of Suburb C

Street Design Direction Vehicle mean Traffic volume Total of traffic

Street 1 (3) Speed Northbound -34% -24% -29%

• Traffic Flow Network in Suburb C

Table 21 In suburb C Before Install Traffic Calming Measures.

In suburb C, Before Install Traffic Calming Measures

Table 22 In suburb C After Install Traffic Calming Measures.

In suburb C, After Install Traffic Calming Measures

Figure 12 Network Figure of Suburb D.

Street Design Direction Vehicle means Traffic volume Total of traffic

Street (4) Speed Eastbound -4% -17% -19%

• Traffic Flow Network In Suburb D

In Suburb D, Before Install Traffic Calming Measures

Table 25 In Suburb D After Install Traffic Calming Measures.

In Suburb D, After Install Traffic Calming Measures

Southbound -18% -11%

• Traffic flow network in suburb E

Table 27 In suburb E Before Install Traffic Calming Measures.

In suburb E, Before Install Traffic Calming Measures

Table 28 In suburb E After Install Traffic Calming Measures.

In suburb E, After Install Traffic Calming Measures

4.2 Statistical Analysis of Vehicle Street Speed:

Table 29 Traffic Calming Measures (Statistical Data Analysis).

Type of data t-value p-value Results

4.2.1 Histogram of Vehicle Street Speed

Figure 18 Histogram of Vehicle Street Speed Before Installing Speed Humps.

4.2.2 Horizontal and Vertical Traffic Calming Measures Comparison

Table 30 Data Comparison of Chicanes and Speed Humps

t-Test: (Speed and Humps before) Two-Sample

Mean 49.75 48.09090909

t-Test: (Speed and Humps after) Two-Sample Assuming

4.2.3 Models of regression

Standard Lower Upper Lower Upper