THE INFLUENCE OF SPEED TABLES ON URBAN ARTERIAL ROAD: A CASE STUDY IN PADUNGAN STREET, KUCBING CITY
Suhaida Binti Sulong
Bachelor of Engineering with Honours
HE335
(Civil Engineering)
S947 2004
2004
Uni vI!I'siti Malaysia S arawak KOla Sat110rahilll
BORANG PENYERAHAN TESI S
Judui THE fNFLUENCE OF SPEED TABLES ON URBAN J\RTER1AL RO:ill : A CASF STlJDY IN PADUl'-GAN STREET. KUCHING CfTY
ESI Pf~Nr.".IIAN: 2001 - 2004
Saya SUHAIl)A [l INTI SULONG
(HURLIF RESARj
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JR RESDJAN, \ \ fJ MANSY UR
T,ri~h;
CATATAN Potollg yang tidak berkenaan.
Jika Kertas Projek ini SULIT alau r~J{HAD, ~ila lampirkan surat darlpada pihak berkuasal organisasi berkenaall dengall TIlcll.\ertakall sckali tenlPoh kertas projek. il1.i perlu dikelaskan
~ebagai SULIT atau TERHAD.
Tile following Final Year Project Report:
rille : The Intluence of Speed Tables On Urban Arterial Road: A Case Study in Padungan Street. Kuchi ng City
Name : Suhaida Binti Sulong Matric No. : 5:!56
has heen read and approved hy:
10
MAC :!004IR. HESDI,\NSYAII MANS\ UR Date
Supervisor
Pusal Khidmat Makrumal A kad('mrk UNlVERSlTl MALAYSIA SAJ{AI'.A¥
9A~OO KOiJI S.m"",h.n
THE INFLUENCE OF SPEED TABLES ON URBAN ARTERIAL ROAD:
A CASE STUDY IN PADUNGAN STREET, KUCHING CJTY
P.KHIDMA T MAKLUMA T AKADEMIK UNIMAS
1111111111111111111111111
1000133641
SUHAIDA BINTI SULONG
This project is submitted in partial fulfilment of
the requirements for the degree of Bachelor of Engineering with Honours (Civil Engineering)
Faculty of Engineering UNIVERSITI MALAYSIA SARAWAK
2004
To Illy beloved parent, near relatil'e brothers and ,w'sters,/riellds alld 'pecial fin' sOli/cone ill m)' heart .
•
11
AC KNO\VLEDCEM E':\'TS
Alhamdulillah. First of ali, thank to God, the most Gracious and Merciful for giving me a chance and strength to complete this Final Year Project within the time given.
Behind the development of this project, I would like to express sincere appreciation to my
$upervisor, If. Resdiansyah Mansyur. As a supervisor, he has kindly given his support comments and advices in the way to manage ali the matters that related to this project.
Thank you very much for guiding me very well.
Forget not, special thanks also to interviewees, Mr. Thian Woon Cheng, Policc Traffic Lnspector at Police Traffic Department of Kuching Division for giving me a full cooperation during the interview session. To Mr. Law Ted Min, a City Engineer at DBKS, thank you for the information given.
Also thanks to my beloved family for giving me a spiritual and financial supports throughout the completion of this project. To all of my ti'iends, thank you very much for helping me and sharing ideas along the implementation of the project.
Allcr all, thanks a lot for the involverm;nt of oth~r people either Ihcir contribution to this project directly or indirectly.
111
ABSTRACT
Over-speeding and reckless uri, ing are important fa..:tors contrib uling to traftic accident , which sometimes result in the lo,s of lives and damage to property cspecially in congested IJrban arterial roads. Because of the potential prohlem ,ausccl by excessive vehicle speeds in these areas. physical trafEc calming deviccs were introduced to reduce the speed (I f vchicle, effectively. This project is a research on the influence of speed tables on Padungan Road. Kuching City. The objectives of the projects are to evaluate the effect of the ,peed tables on vehicle speeds, to deten-nine the relationship between spacing of hUlllps and vehicle speeds area and to get the intl uence factors to vchicle speeds at speed table·s area. Generally, this project was conducted in two muin <;ters, namely Iranic volume studies and spot speed stuc.lies. Analyzed datu li·om volume studics wns then lIsed to dctennine the minimum sample size required for further used in spot speed studies. [n orc.ler to get the S 01 speed data, three different locations along th" road site were chusen, namely at post entry of first speed tablc for direction to Ihe right and left and in between of second and third speed table. Based on the data analysis, a <;eric~ of three peed tahle . . which installed on Padungan Road are function to reduce trai'fie ,peeds. TIle 'p~cd ehangcs of 5.5 kph (to the left direction) compared to 2.2 kph (to the right direction) and -1.3 kph (to the left direction) compared to 2.2 kph (to th", right) dircctioll in X5'h percentile speccl and average speed respectively indicate that the speed tablcs which installed on roadwa ' direction to the Id t are more effective at reducing ,·chi Ie speeds. As ~howll b the regression lTlod".1 generated, the vehicle ,peeds w(luld also del:reased as the post enlLy distance decreased from t!Om to 45 m and lastly to 15 m. However. the ob~crvation shows that the vehicle speeds reduction were intluenced by other restraint fal'lor; suc.:h as the effect of high troffic volume, small lane width, the existence of on-street parking and even double on-street parking, big divider wi th big trees alnng and also the u~t:! of the speed tables as pedestrians crossing way.
\v
ARSTRAK
M(!lJ\undu meleb ihi had loju nan kecuaian adalall faktor-faklor penting penyumbang kepada kemalangan jalanraya, yang mana kadangkala menyebabkan keh ilangan nyawa dan kcmu$nuhun harto benda lerutamanya di jalanrayu utama yang sesak. Discbabkan masalah yang timbul akibal pemanduan mek bihi had laju di kawasan-kawasan ini, alat fizikal kawalan lalulinlus diperkenalbn untuk mengurangkan kelajuan kenderaan secara cfckti f.
Projck ini mcrupakan salu kajian terhadap pengaruh 'speed tables' di Jalan Padungan, Bandaraya Kuching. Matlamat projek ini adalah untuk rnenilai kesan 'speed tables' tcrhadap kdajuan kenderaan, untuk menentukan hubungkait antara jarak dan kelajuan kenderaan dan untuk mengenalpasti faktor·faktor yang mempengaLUhi kdajuan kenderuan di kawasan kajian. Secara umumnya, projek ini dijalankan mcnggunakan tlua kaedah uwma, iaitu kaJian isipadu ialulintas dan klljian penguk uran laju j urusan Idlulinta', Dattl yang dianalisis daripada isipatlll lalulintas kemudiannya digunakan untuk mem.:ntukan saiz sampd minimum yang diperlukan untuk digunakan seterusnya dalam kajian penh'llkuran laju jllrusan lalulintas. Tiga lokasi yang berbeza sepanjang .falan Padungan tel~h dipilih bagi mendapatkan data kelajuan iaitu ketika memasuki 'speed table' yang pertama untllk arah jalan menghala ke kanan dan ke kiti dan di antara 'speed table' kedua dan keliga.
Berdasarkan analisis data, didapati rangkaian tiga 'speed tables ' yang ditempatkan tli .lalan Padungan berfungsi dalam menb'1lrangkan kelajuan kendcraan. Perubahan kelajuan daripada 5.5 km j (arah mcnghala ke kiri) dibandingkan ckngan 2.2 km j (arah I11cn~hala
ke kanan) dan -I.] kmlj (arah menghaJa kc kiri) ditmndingkan dengan 2.2 klll/j (mah menghala ke kana n) bagi ~5 peratus kekerapan kelajuan dan purata .Iaju masi ng-mllsing menandakan bahawa 'speed tables' yang dilcmp3tknn di jalan menghnla ke kin adalah lebih efektif dalam Illen b'ltrangkan kclajuan kenderaan. Seperti yang ditlmjukkan melnlui model regresi, kciajuan kant/eraan akan turut berkut"angan selari dcngan pengurangan jarak yang dilalui daripada 80 m kepada 45 m dan seterusnya kepadn 15 m. Walau hagaimanapun, pemerhatian menunjukkan bahawa pengurangan kdajuan kenderaan juga turut dipengaru hi olef faktor-faktor lain seperti isipadu lalulinlas yang tingi, kclebaran julan, kewuj udan tempat meletak kenderaan di bahu-bahu jalan dan malahan melctak kenderaan seema dua bari s, pembahagi jalan yang besar dengan pokok-pokok yang besar diwnam sepanjang pembahagi jalan tersebut :;erta penggunaan ' :;peL'd table:' ,ebugai jalan lintasan bagi pejalan·pejalan kaki.
v
PUs:l1 Kh idmal MlIk(umal kadcml),.
UN1VERSm MALAYSIA SARAWAII
9.! >('111 KOUll'amaralUlJl
LIST OF CONTENT
COl'iTENTS Pa~e
APPROVAL LETTER APPROVAL SHEET
TITLE PAGE
DEDICATION SHEET II
ACKNOWLFDGEM E 'TS I II
ABSTRACT IV
ABSTRAK ~
LIST OF CO 'TE, TS VI
LIST OF TABLES XI
LIST OF FIGUR S X III
LIST OF SYMBOLS xv
Chapte r 1 INTROD U TION
1.0 Background
I . I Urban A,ieria! Road 2
1.2 Introduction to Traffic Calming 2
1.2. 1 Speed Humps 4
1.2.2 Speed Bumps 4
1.2.3 Ra ised Intersection 5
VI
1.2'-+ Rumble Strips 5
1.2.5 Speed Tables 5
1.3 Objectives of the Study 6
14 Scopes and Limitation 6
1.5 Study Area 7
Chapter 2 LITERATURE RE\ 'IEW
2.0 Introduction 9
2. 1 tudy of Relevant Researches 10
2.1.1 Effect of Hump Spacing on Speed Selection ofIsolated Vehicles: T he e ,se of Exclusive Villages in Metro
Mallila. 10
2.l.2 PilOt Study Report on Speed Humps II
2.1.3 A ll-Way Stops Versus Speed Hum;I':' :
1'. hich is More Effective at Slowi ng
Traftie Speeds" 12
~ ~ Speed 14
2.3 Traffic Calming 15
24 Speed Tables 16
24. 1 Characteristi cs of Speed Tables 17
2.4.2 Location 18
2.4.3 Design or Installation Issues 18
244 Advantages and Disadvantages
of Speed Tables 21
24.5 The Effects of Speed Tables
Installation 21
Vll
Chapter 3
Chapter 4
i\lETHODOLOGY
J. () Introd uction 2J
] .1 Traffic Studies
2 3
3.1.1 Volume Studies 24
3.1,1,1 Methods of Counting 25
3. 1,1,2 Data Reducti on and Analysis 26
3.1.2 Spot Speed Studies 26
3. 1,2.1 Sample Size Requirements 27
3. I .2,2 Data Collection 30
3, I .2.2, I Radar Gun 30
3. 1,2,3 Field Procedures 32
3,1,2.4 Data Reduction and Analysis 35
l>'\ rA AJ D ANALYSI
4,0 Introd uction 37
4. I Analysis of Traffic Volume Data 39
4,2 Detennination of Minimum Sample
Size Requirements oM
4.3 Analysis of Spot Speed Data 45
4,] , I Analysis of Spot Speed Data at Post
Entry for Direction to the Right 46
4, 3, 1.1 Speed Data at Entry of 45 m
Before the Speed Table 47
4, 3 1.2 Speed Data at Entry of 15 m
Before the Speed Table 5 1
432 Analysis of Spot Speed Data at
Post Entry for Direction to the Left 55
VIlt
Chapter 5
4.3.2.1 Speed Data at Entty of 45111
Before the Speed Table 56
4.3.2.2 Speed Data at Entry of 15 m
Before the Speed Table
60
4.:U Analysis of Spot Speed Data at 80 In
Spacing Between Two Speed Tables 64
4.4 Overall Analysis of the Speed Tables
69
,1.4.1 The Effects of tile Speed lables at
Traffic Speeds Reduction 69
,.lA .2 Relationship of Post Entry Speed
to Maximum Speed Atta ined 75
4.4.3 Relationship of Vehicle Speed to
Post Entry Distance 77
OlSCUSSJQi\S
5.0 Introduction
79
5.1 Speed Characteristics
79
5.2 Relationship Between Average Daily Traffic (ADT) and Peak Hour Vulume ~
5.3 Implications of Speed Tables and Spacin~
of Humps on Vehicle Speed !Q
5.4 The Inf1uence Factors to Vehicle Speeds R-I 5.4.1 Effect of Traffic Volume on Speed
85
5.4.2 Effect of Roadway Conditions on Speed 85
5.4,3 Effect of Environmental Conditions
on Speed
87
IX
Chapter 6 CONCLUSIO;'l/S 89
REFERt-:NCES
APPEND ICF..
A Speed Data Obtained at Po:;t Entry
or
-t5mto the Right Direction 94
B Speed Data Obtained at Post Entry of 15m
To the Right Directi on 95
C Speed Data Obtained at Post Entry of45m
to tbe Left D irection 96
D Speed Data Obtained at Post Ent" y of 15m
to the Lcft Directi on 97
E Speed Data Obtained at Two Speed Tables
O m-Spacing Between
98
F Typical Design of Speed Tab le 99
x
LIST OF "I ABLES
Tables Page
1.1 Holman Avenue Traffi~ Char~ct~ri ,;tics 13
2,2 Auburn Parkway T raffic Characteristics 13
3.1 Standard Deviations of Spot Speeds for Sample Size DeterminHtion (,ource: Box and Oppenlander,
1976. pg, gO)
28
,
j , -1
Constant Corrcsp0ndi ng to Level of Confidence 29 (source: Box and Oppenlander. 1976. pg. 81)
3.3 Con~tant Corresponding to Percentile Speed 28
4.1 Traffic Variations for AM Peak Hours 39
4.2 Traffic Variations for PM Peak Hours 41
4.3 Dclcnnil1Utiol1 of Minimum Sal11ple Size Requirements 44 4.4 Frequency Distribution Table for Speed Data at Entry
of 45 m Before the Speed Table (to the Right Direction) 46 4,5 Summary of Vehicle Speed Corresponding to the
Type ofSpeed (at 45 In to the Right Direction) 49 4.6 Frequency Distribution Table for Speed Data at Entry
of 15 m Before the Speed Table (to the Right Direction) 50 4.7 Summary of Vehi cle Speed Corresponding to the
Types of Speed (31 15 m to the Right Direction) S3 4,8 Frequency Distribution Table for Spccd Data at Entry
01'-15 m Before the Speed Table (to the Left Direction) 55 4.9 Summary of Vehicle Speed Corresponding to the
Types of Speed (at 45 m to the Left Direction) S8 4. 10 Frequency Distribution Table for Speed Data at Entry
of 15 m Before the Speed Table (to thc Left Direction) 59 4.11 Summary of Vehicle Speed Corresponding to the
Types of Speed (at 15 m to the Left Direction) 6~
4.12 Frequency Distribution Table for Speed Dala at
80 m-spacing 64
4. 13 S ummary of Vehicle Speed Corresponding to the
Types of Speed (at 80m-spacing) 67
4.14 Comparison of 1511i Percentile Speed at Different
Distance and Direction 68
4.15 Comparison of Median Speed at Diffi?rent
Distance and Direction 69
4.16 Comparison of 851h Percentile Speed at Different
Distance and Direction
70
4,17 Comparison of Average Speed at Different Distance
and Direction 71
XI
4, I R Comparison of 15,11 Pc.:rcenlile Speed at 15m and Om
for 8 0th Directions 72
4,19 Comparison of 85'" Per cnli1e Speed Jl 15m and Om
for Both Directions 73
XII
LIST OF FIGURES
Pages
I. I Location Map of Padungan Road 8
2.1 Profile and Plan Vic\\' L1f a Speed Table 16 2.2 A Speed Table with Entirely Asphalt und Parabolic Ramp, 19 2.3 A Concrete Speed Table Which Is Combined with
Textured Pavement to Enhance Its Visibility And
Sp<!ed-Reducing Effect 20
2.4 A Speed Table U, es Stamped. Colored oncrctc ::10
3.1 Angle of Incidence of the Radar Beam to Traffic 30
3.2 Radar Unit Setups
(a) Method A 33
(b) Method B 33
(e) Method C H
(d) Method D 3-1
4. I Layout of Overall Site 3~
4.2 Layout oi"Trafiic Volume Counting Point 39
4.3 Column Charts o r, M Peak Hours Traffic Variations
for Traffic Traveling to the Right Direction 41
4.4 Column Charts of M Peak Hours TraIlic V~lriations
for Trame Traveling to the Left Direction 41
-1,5 Column Charts of PM Peak Hours Traffic Variations
for Trafflc Traveling to the Right Direction 43
4.6 Column Charts of PM Peak Hours Truffic Variations
for Traffic Traveling to the Left Direction 43 -t.7 Position of Speed Gun and Spot Speed Targeting
Locations 46
4.8 Histogram of Observed Vehicle Speed
(at .+5 m to the Right Direction)
48
4.9 Frequency Distribution Curve (at 45 m 10 the
Right Direclion) 4~
4.10 Cumulative Distrihution Curve (at .+5 m to the
Right Direction) 49
4. 11 Speed Profile for Individual Vehicle (al 45 In to
the Right Direction) 50
4.12 Histogrom of Observed Vehicle Speed
(at 15 m to the Right Direction) 52
4. 13 Frequency Distribution Curve (at 15 m to the
Right Direction)
52
4.14 Cumulative Distribution Curve (al 15 m 10 the
Right Direction)
53
Xlll
4.15
·-116
·U 7
4.18 4. 19 4.20 4.2 1 4.21 4.23
4.24 4.25 4.26 4.27 4.28 4.29 4.30 4.3 1 4 32 4.33 4.34 4.3 5 4.36 4.37
4.38 5.1 5.2 5.3 5.4
Speed Profile for Individual Vehicle (at 15 In to the
Right Dire~tion) 54
Position o f Speed Gun and Spot Spe~d
Targeting Locations 55
Histogram of ob~er\'ed Vehi cle Speed (at 45 In to
the Left Direction) 57
Freq uency Di tribution Curve (at 45 111 to the
Left Di r~ct i on) 57
Cumulative Di,tribution Curve (at -15 m to the
leti Direction) 58
Speed Pro fi le for Indi vidual Vehicle (a145 m to
the Lett Direction) 59
Histogram of Observed Vehicle Speed
(at I m to the Left Direction) 61
Frequ.:ncy Distribution Curve (at 15 m to the
L.:ft Di reetion) 61
Cumulati v.: Distn bution Curve (at 15 m to the
L.c ft Directi on) 62
Speed Profile for Individual Vehicle (at 15 m to the
Let! Direction) 63
Positi on of Speed Gun and S[.lot Speed Targeti ng r,ocat ions 64 Histogram of Obsen ed Vehicle Speed (at 80 m"paci ng) 66
Frequency Distribution Curve (at 80 Ill-spacing) G6
Cumulati ve Distribution Curve (at 80 m-spacing) 67 Speed Profi le fo r IndiVidual Vehicle (at 80 1I1 -, pacing) 6X Comparison of 15"1 Per~entile Speed at Different
Dist<ln ce and Di rcetion 69
Comparison of Medi an Speed at Oi ffcrent
Distance and Directi on 70
Comparison of35'h Percenti le Speed at Different
Distan 'c and Direction 71
Compari son of Average Speed at Different Di,rance
and Direction 7_
Compari'on of 15'h Percenlile Speed at J 5m
and 80m for Both Directions '-"
,. '
Comparison of 85'h Percentile Speed at 15m
and 80m for Both Directions 74
Graph of Entry Speed (at 4 5m) versus Maximul11
Speed Attained (~t 80m-~pacing) 76
Graph of -nt ry Speed (at 15m) versus Maximum
Speed Attained (at 80m-spacing) 77
Linear Fit of Vehicle Speeds Jnd Post Entry Distance 78
Typical Distribution of Vebicular Speeds 8 1
Double On-Parking Street 86
Man Crossing a Speed Table
87
Big Trees Along the Road Divider at Padungan Road 87
Xl V
LIST OF SY~IBOL,
E Pennitted error in the average speed c,timate, mph K ConWml corr<,sponding 10 the tk,ir.:d confidence level N Number of vehides wh05e spot sp~eds were observed N Minimum number or measured speeds
S Estimated sample standard deviation, mph
II Constant eon-espondmg to the desired percentile speed
H,
Opti rnal spacin¥, between 3" humps (ft)u; Spot speed
o r
i" vehicleu, Average I irne-1l1can speed
V~~ The desired R th percentile speed (mph) between humps
xv
CH,IPrl!:1I. I 1:VIRQDL"CTlO,~'
CHA PTER 1
INTRO DUCTI O N
1.0 Background
As a capital of Sara\\'ak : tate, Kuching City hecomes a road centre and chief port l' lr the western coast of BOl11eo, Today, the city has around 496,000 inhabitants, Because of the huge areas and high number of inhabitants in this city, the go\'ernmcnt has provided enough total length of road system to cover for the whole areas, TabuDn Road, Padungan Road, Me Dougall Road, Green Hill Road, A, Ramlee Road, Barrack Road and C enlral Road are some examples of urban arterial roads that can be found in the city,
Most of the roads were completed with certain type of physical traffic calming to ensure clear traffic flows and at the same time to avoid of accidents, Among the usual traffle calming placed at the roads are traffic light, stop sign, speed bump, speed table, speed hump, raised crosswalk, speed limit sign and so on,
CfI.WThR J J,~'TRODL'CTlON
1.1 Urban Arterial Road
This class of road fonns a primary network for the urban area as a whole. All long distance traffic m[)vemenls to, from and within the city should be focused on to such roads.
The roads are high in volumes, restricted access, and fairly high speeds included face an increasing number of' seriolJs problems like high accident rates.
Siower-than-desired travel speeds, increased and unpredictable travcitime', increased accidents frequencies, erratic stop-and-go driving and other undesirable conditions resulting in user di,satisfaction are the major operational problem on urban allerial road~
(Homburger Ct ai, 1989).
Because of the potential problem caused by excessive vchicle speeds in urban areas, remt:dial measures have been implemented by introducing trnffic calming de\'ic~s to reduce the speed of vehides effectively.
1.2 Introduction to Traffic nlmin~
Definition of traffic calming is varies. According to Institute of Transportation Engineers (ITE), the teml ' traffic calming' is often describe Us the combination ofnwinly physical mcasures that reduce the negative effects of vehicle use and improve conditions for nonmotorized road users. The tenn 'traffic calming' also applies to a number of transportation techniques developed to educate the public and provide awareness to unsafe dri ver behaviour.
2
q r.·IPTEJ.. I I.\TRODL 'CTfO,V
In ~nother part, traffi" calming is a set of road de~igll and traffic nlle5 that slow and
r~duces trom~ while ,-,ncouraging walkers and cyclists to share the road. The dCI'ices ure simple, inexpensive. self-enforcing, and easily modified to accommodate emergency vehicles, garbage trucks, and buses. Traffic calming affords to reduce traflic accid"nts, increases the safety and convenience for pedestrians and other non-motorist>, give; more space for children to play, eliminates noise lIud poilution, improves scenery, provides neighbourhood revitalization and stability. and reduces crime. Basically, gencral objectives of tmffic calming are:
i) To reduce vehicl e speeds ii) To fewer traffLc accidents
iii) To promote safe and pleasant conditions G r motorist>, bicyclists, pedestrians and residents
iv) Neigh ourllood revitalization and stahi lity
v) To il11prolc real and percciled safety for non-motori7.ed u~ers ofl he roads.
Nowadays, there are variO Lis types of traffic calming devices introduced in order to reduce vehicle speeds such as speed humps, speed bumps. speed tahles, raised intersections, rumble strips and many more. It is important to under, tand the featurc~ and the purpose of various traffic calming dev ices, especially speed tables, which will be discussed as a detail in the next chapter.
3
Clf1/'TER I /,\TRODUCTlQ1:!
1.2.1 Speed lI umps
Speed hump is a low ridge that across a road and it is designed for the primury purpose of reducing speed, They arc raised areas in the pavement surface extcnd ing transversely across the lral'd way, Originally developed in early 1970s in Great Britain, speed humps call he constructed of a number of materials including asphalts, concrete.
brick and recycled rubber.
Speed humps are self-enforcing and often called 'sleeping police officers' or pavement undulations. This trallie calming devi.;cs are good for locations \\ here vcry ~Iow
speed are desired and reasonable. and noise and fumes or not major concern.
1.2.2 Speed Bumps
"A speed bump is one of these nasty things you get at the hack of ,hoppin 'centres. It may be a foot wide and about 15 inches tall. When you hit it, you really feel it-, explained Dr. John Braaksma, Professor of Civil Engineering at Carleton.
Nonnally, speed bumps are 3-4 inches (0.08-0.1 Om) high and \-3 feet (0,3 1-0.9m) long and have typically been used in parking lots and on private roads. Same as speed humps, speed bumps used to reduce vehicle speeds. To pass over speed bumps without doing damage to the vehicle or causing discomfort, the driver must slow down almost to a complete stop. Passing diminishes the effects of speed bumps over them at excessive speeds in a vehicle with loose suspension.
4
Cll4f'TER ! 1.\7RODUCZ'/ON
1.2.3 Raised Intersections
A rai sed intersection is analogous to a midblock speed hump as a speed reduction technique. The entire intersection is raised a few inches abo\'e the normal grade level, with
ramps to confonm to the grades of the adjacent roads.
This device has been employed extensively in Europe, [n United Stnte, it is generally installed as pedestrian safety or convenience measures on shopping roads rather than as a t1l'ighbourhood traffic control.
1.2A Rumhle Strips
Rumble strips were developed in the 1960s ns a means for alerting clrivers to the presence of a dangerous condition or a specific control device. It is designed as a pattemed section of rough pavement. While used primarily on freeway and major road., they may have been used as a speed reduction device in neighbourhood
1.2.5 Speed Tables
Speed tables are flat-topped speed humps often constructed with briek or other textured materials on the flat section, Speed tahles are typically long enough for the entire wheelbase of a passenger car to rest on the flat section, Their long flat fields, plus ramps that are sometimes more gently sloped than speed humps, give speed tables higher design
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CHAPTER I /ST/WDl '('rlO!\
spec Is than speed hump' , The brick or other textured materials improve the appearance of speed tables, draw attention to them, and may enhance sufety and speed-reduction,
This tJc,-ice is good for locations where low speeds are desired hut a somewhat smooth ride is nt:eded for larger vehicles. They are smoother on large vehicles (such as tire trucks) than speed humps; and they are effective in reducing speeds, though 11 t to the extent 0 f speed humps,
1.3 Objectives of the Study
111is study was aimed to evaluate lile effect of a series of speed tables on vehicle speeds and to detenninc the relationship between spacing of the humps ami vehicle speed
111 road of selected, Specific objectives ofthi' study include the fol lnwing~:
i) To gt:l vehicle speed data at speed tables area fly lIsing Radar Gun, ii) To get intluence factors to vehicle speeds at speed tubles area.
iii) To develop a simple model using Regression Modelling.
1.4 Scopes and Limitation
This study was limited on the analysis of speed selection of isolated vehicles al speed tables area in relation to hump spacing at Padungan road, The effects of road geomelry and intersection geometry werc not included except hump spacing and design. Only speed tables having 10m in length and spacing of 160 m were considered, Data collection was
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