THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK ROAD...

7/25/2019 THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK RO

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Transportation Engineering Practical : CVT 685

THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED

MOVEMENT WITHIN THE MAIN TRUNK ROAD LINKING THE GATE AND THE

MAIN CAMPUS OF THE UNIVERSITY OF ILORIN

1.0 INTRODUCTION

1.1 CONGESTION

Congestion is an important problem for road transport and a main challenge for transport policyat all levels (European Commission !"#!$%Traffic congestion is a condition on road net&or's that occurs as use increases and is

characteried by slo&er speeds longer trip times and increased vehicular )ueueing% The most

common e*ample is the physical use of roads by vehicles% +hen traffic demand is great enough

that the interaction bet&een vehicles slo&s the speed of the traffic stream this results in some

congestion (,o&nie !""8$% -s demand approaches the capacity of a road (or of the intersections

along the road$ e*treme traffic congestion sets in% +hen vehicles are fully stopped for periods of

time this is collo)uially 'no&n as a traffic .am or traffic snarl/up% Traffic congestion can lead todrivers becoming frustrated and engaging in road rage%

1


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Plate # Traffic congestionPlate ! Traffic flo& along 0nilorin 1ain Trun' road (e*it lane$

1.2 CAUSES OF CONGESTION

Traffic congestion occurs &hen a volume of traffic or modal split generates demand for space

greater than the available road capacity2 this point is commonly termed saturation% There are a

number of specific circumstances &hich cause or aggravate congestion2 most of them reduce the

capacity of a road at a given point or over a certain length or increase the number of vehicles

re)uired for a given volume of people or goods (-ndre& !""8$%

1.3 NEGATIVE EFFECTS OF CONGESTION

Traffic congestion has a number of negative effects:

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i% +asting time of motorists and passengers (3opportunity cost3$% -s a non/productive

activity for most people congestion reduces regional economic health%ii% ,elays &hich may result in late arrival for employment meetings and education

resulting in lost business disciplinary action or other personal losses%iii% 4nability to forecast travel time accurately leading to drivers allocating more time to

travel 3.ust in case3 and less time on productive activities%iv% +asted fuel increasing air pollution and carbon dio*ide emissions o&ing to increased

idling acceleration and bra'ing%v% +ear and tear on vehicles as a result of idling in traffic and fre)uent acceleration and

bra'ing leading to more fre)uent repairs and replacements%vi% tressed and frustrated motorists encouraging road rage and reduced health of motorists

vii% Emergencies: bloc'ed traffic may interfere &ith the passage of emergency vehicles

traveling to their destinations &here they are urgently needed%viii% pill/over effect from congested main arteries to secondary roads and side streets as

alternative routes are attempted (rat running$ &hich may affect neighbourhood amenity

and real estate prices%i*% 7igher chance of collisions due to tight spacing and constant stopping/and/going%*% oad rage is aggressive or angry behaviour by a driver of an automobile or other motor

vehicle% uch behaviour might include rude gestures verbal insults deliberately driving

in an unsafe or threatening manner or ma'ing threats% oad rage can lead to altercations

assaults and collisions &hich result in in.uries and even deaths% 4t can be thought of as an

e*treme case of aggressive driving%

1.4 POSITIVE EFFECTS OF CONGESTION

Congestion has the benefit of encouraging motorists to:

i% e/time their trips so that e*pensive road space is in full use for a greater number of

hours per day (9lunden #8;$%ii% The standard response to congestion is to e*pand road space someho& perhaps by

&idening an e*isting road or else by adding a ne& road bridge or tunnel% 7o&ever this

could &ell result in increased traffic flo& other&ise 'no&n as induced demand causing

congestion to appear some&here elseiii% 4t has been argued that traffic congestion by reducing road speeds in cities could reduce

the fre)uency and severity of road accidents (


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ii% amp signalling drip/feeding merging traffic via traffic signals onto a congested

motor&ay/type road&ay

R)+u!#, -u!"#$*

i% >ocal/e*press lanes providing through lanes that bypass .unction on/ramp and off/ramponesii% >imited/access road roads that limit the type and amounts of drive&ays along their

lengthsiii% eversible lanes &here certain sections of high&ay operate in the opposite direction on

different times of the day? days of the &ee' to match asymmetric demand% These pose a

potential for collisions if drivers do not notice the change in direction indicators% This

may be controlled by variable/message signs or by movable physical separationiv% eparate lanes for specific user groups (usually &ith the goal of higher people throughput

&ith fe&er vehiclev% 9us lanes as part of a bus &ay system

vi% 7@V lanes for vehicles &ith at least three (sometimes at least t&o$ riders intended to

encourage carpoolingvii% lugging impromptu carpooling at 7@V access points on a hitchhi'ing or payment basis

viii% 1ar'et/based carpooling &ith pre/negotiated financial incentives for the driver

U'/ &/#, /+ +)*#,

i% City planning and urban design practices can have a huge impact on levels of future

traffic congestion though they are of limited relevance for short/term change%ii%


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iii% Congestion can be reduced by either increasing road capacity (supply$ or by reducing

traffic (demand$% Capacity can be increased in a number of &ays but needs to ta'e

account of latent demand other&ise it may be used more strongly than anticipated% Critics

of the approach of adding capacity have compared it to 3fighting obesity by letting out

your belt3 (inducing demand that did not e*ist before$% =or e*ample &hen ne& lanes are

created households &ith a second car that formerly &as par'ed most of the time may

begin to use this second car for commuting% educing road capacity has in turn been

attac'ed as removing free choice as &ell as increasing travel costs and times placing an

especially high burden on the lo& income residents &ho must commute to &or'%

I!')/*)+ *u&& !/ #!u+)

-dding more capacity at bottlenec's (such as by adding more lanes at the e*pense of

hard shoulders or safety ones or by removing local obstacles li'e bridge supports and

&idening tunnels$

-dding more capacity over the &hole of a route (generally by adding more lanes$ Creating ne& routes

Traffic management improvements (see separate section belo&$

eduction of demand can include:

Par'ing restrictions ma'ing motor vehicle use less attractive by increasing the monetary

and non/monetary costs of par'ing introducing greater competition for limited city or

road space% 1ost transport planning e*perts agree that free par'ing distorts the mar'et in

favour of car travel e*acerbating congestion%

Par' and ride facilities allo&ing par'ing at a distance and allo&ing continuation by publictransport or ride sharing% Par'/and/ride car par's are commonly found at metro stations

free&ay entrances in suburban areas and at the edge of smaller cities%eduction of road capacity to force traffic onto other travel modes% 1ethods include

traffic calming and the shared space concept%oad pricing charging money for access onto a road?specific area at certain times

congestion levels or for certain road users3Cap and trade3 in &hich only licensed cars are allo&ed on the roads%

1. CONGESTION PARAMETERSINDICATORS

4n general traffic streams are not uniform but vary over both space and time% 9ecause of that

measurement of the variables of interest for traffic flo& theory is in fact the sampling of arandom variable% The traffic congestion parameters are labelled as flo& speed and

concentration%

#. F$ R/")*

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=lo& rates are collected directly through point measurements and by definition re)uire

measurement over time% They cannot be estimated from a single snapshot of a length of road%

=lo& rates and time head&ays are related to each other as follo&s% =lo& rate ) is the number of

vehicles counted divided by the elapsed time T in seconds:

6 7 NT / / / / / / / / / / / (#$

+here:

) B =lo& rate (veh?sec% or veh?min% or veh?hr%$

B Total number of vehicles observed

T B Elapsed time (second$

=lo& rates are usually e*pressed in terms of vehicles per hour although the actual measurement

interval can be much less% Concern has been e*pressed ho&ever about the sustainability of high

volumes measured over very short intervals (such as ;" seconds or one minute$ &hen

investigating high rates of flo&% The #85 7igh&ay Capacity 1anual (7C1 #85$ suggests

using at least #5/minute intervals although there are also situations in &hich the detail provided

by five minute or one minute data is valuable%

##. S&))+*

1easurement of the speed of an individual vehicle re)uires observation over both time and

space% 4n the literature the distinction has fre)uently been made bet&een different &ays of

calculating the average speed of a set of vehicles% The first &ay of calculating speeds namely

ta'ing the arithmetic mean of the observation is termed the time mean speed because it is anaverage of observations ta'en over time% Time mean speed is given by:

8"71

N

i=1

n

U i / / / / / / / (!$

+here:

Dt B Time mean speed (m?s or 'm?hr%$

B number of observations

0i B average speed of the i thvehicle (m?s or 'm?hr%$

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The second term that is used in the literature is space mean speed and it is defined as the average

speed of vehicles measured at an instant of time over a specified stretch of road% 4t is given by:

8*7

D

1

N

i=1

n

ti 9 9 9 9 9 9 9 (;$

The practical significance of the difference bet&een space mean speed and time mean speed is

minimal% 7o&ever it is important to note that for traffic flo& theory purists the only FcorrectG

&ay to measure average travel velocity is to calculate space/mean speed directly%

###. C$!)"'/"#$

Concentration has in the past been used as a synonym for density% =or e*ample in &hich vehicles passing a point in this section during

a time interval T all vehicles travelling in the same direction (alter #HI$%

The volume of flo& J B ?T

The density , B -verage no% of vehicles travelling over >?>

,ensity BVolume

Space Mean Speed / / / / / (I$

+here:

Volume of flo& J is rate of flo& e*pressed in vehicle per hour%

1.: HEADWAY DISTRI;UTION

Time 7ead&ay is the time interval bet&een the arrivals of successive vehicles crossing a given

section of the road% Poisson and 9inomial are the t&o distributions in head&ay study the choice

of &hich is dependent on the volume of traffic &ith each e*hibiting uni)ue characteristics and

distributions%

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1.< POISSON DISTRI;UTION this can be used to describe the distribution of traffic arrivals for

light traffic%

The probabilities and theoretical fre)uencies of the distribution are estimated using E)% 5 belo&

K


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Cxn

Px

B Combination of n things ta'en * at a time Bn !

x ! (nx ) !

P >?@ 7

n !

x ! (nx ) ! P

x

(1P)nx

9 9 9 9 >


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,ue to increasing level of insecurity in the country thereby calling for security consciousness and

as it concerns the 0niversity -uthority all vehicles entering and e*iting the school are stopped

and chec'ed appropriately by the security agents% tudents are re)uired to sho& their identity

before they are allo&ed entry% This e*ercise ho&ever becomes annoying as it leads to serious

traffic congestion thereby leading to delays and hence increased .ourney time%

V)#!)* # 6u)u) /" ") *)!u'#" !)!B &$#"

2.1.2 S&))+ C/%#, M)/*u')*

4n addition to the aforementioned speed calming measures is another cause of congestion on this

section of the road%

peed bumps are used in order to brea' high speed vehicles and increase safety on a road&ay%

The road leading to the 0niversity is characterised by speed bumps that help brea' speeds of fastmoving vehicles in order to increase safety on the road%

3.0 METHODOLOGY

The data re)uired for this study includes information on traffic volumes and characteristics%

These &ere collected through primary and secondary sources% The primary data &hich represent

firsthand information &ere obtained through direct field observation and field data collection

&hile the secondary data &ere collected from .ournals te*tboo's the internets and past research

reports%

T&o methods of traffic count &ere employed in this e*ercise:

i% 1anual counting andii% top &atch methods

3.1 PROCEDURE T'/#! V$u%) Su'()

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The e*ercise &as carried out on !6 thNuly #8th !"thand !!nd-ugust !"#5 and began at 8:""am -t

the assigned location for the traffic survey each member of a three/member group &as assigned

a responsibility% @ne member &as ta'ing the tally record of the volume of traffic &hile the other

t&o &ere ta'ing record of the vehiclesG plate numbers% This e*ercise &as carried out at specified

time interval of fifteen minutes% -t the end of every )uarter (#5 minutes$ a line &as dra&n to

separate the previous count from the preceding count% This process &as maintained for #!

)uarters (three hours count$% -t the end of the e*ercise data recorded &as collated and tabulated

as sho&n in tables # ! ; and I for further analysis and discussion% The traffic volume count

survey &as carried out manually and presented as sho&n in table 5% -ll the traffic counted &as

inclusive of cars and buses%

This e*ercise &as performed on both lanes of the main trun' road during congestion period and

during light traffic period%

3.2 DATARESULTS

T/) 1P$*" G'/+u/") u/##, E?/%#/"#$ D/!6thNuly !"#5 ETO >-ETime (min$

Col% #

V)#!)*

C$. 2

F$ R/")* >V).

%#.@

>C$. 2C$. 1@

P)/B 15

%#u")*

8:""/8:#5 am8:#5/8:;" am

8:;"/8:I5 am

8: I5/:"" am

;"8;H8

;;!

!H5

!#!5

!!

#8

;"8

um Total #!8 !!Veh%?min @

#!;Veh% ?hr%EQ4T >-E

8:""/8:#5 am

8:#5/8:;" am

8:;"/8:I5 am

8: I5/:"" am

;6#

!!;

!H

!6

!I

#5

!"

#8

;6#

um Total ##5" #Veh%?min% @

##5"Veh% ?hr%

T/) 2 P$*" UTME D/ 2#8th-ugust !"#5 ETO >-E

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Time (min$

Col% #

V)#!)

*

C$. 2

F$ R/")*

>V).%#.@

>C$. 2C$. 1@

P)/B 15

%#u")*

8:""/8:#5 am

8:#5/8:;" am

8:;"/8:I5 am

8: I5/:"" am

I#6

!#

;;!

;#"

!8

#

!!

!#

I#6

um Total #;I !;Veh%?min @

#;IVeh%?hrEQ4T >-E

:"5/:!" am

:!"/:;5 am

:;5/:5" am

:5"/#":"5 am

;"

!H

!6"

#H6

!6

#

#H

#!

;"

um Total ##"5 #Veh%?min% @

##"5Veh% ?hr%

T/) 3 P$*" UTME D/ 4!"th-ugust !"#5 ETO >-E Pea' #5

minutes8:""/8:#5 am

8:#5/8:;" am8:;"/8:I5 am

8: I5/:"" am

I6I

!#I!58

!"8

;#

#I#H

#I

I6I

um Total ##II #Veh% ?min% @

##IIVeh%?hr% EQ4T >-E:"5/:!" am

:!"/:;5 am

:;5/:5" am

:5"/#":"5 am

;;H

;#"

#8

!#I

!!

!#

#;

#I

;;H

um Total #"5 #8Veh% ?min% @ #"5Veh%?hr%

T/) 4 P$*" UTME D/ !!nd-ugust !"#5 ETO >-E Pea' #5

minutes

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8:""/8:#5 am

8:#5/8:;" am

8:;"/8:I5 am

8: I5/:"" am

;H6

I;;

;"!

!#

!5

!

!"

#5

I;;

um Total #;;" !!Veh% ?min% @

#;;"Veh%?hr%

EQ4T >-E:"5/:!" am

:!"/:;5 am

:;5/:5" am

:5"/#":"5 am

I"#

I##

!8!

!55

!H

!H

#

#H

I##

um Total #;I !;Veh% ?min% @

#;IVeh%?hr%

3.3 COMPUTATION OF RESULTS3.3.1 FLOW RATE =or each of the days the traffic survey &as carried out (!6thNuly #8th !" thand

!!nd-ugust !"#5$ the flo& rates &ere computed for both entry and e*it lanes and presented as

sho&n in tables #!; and I respectively as &ell as the pea' #5minutes traffic%3.3.2 DENSITY ecall from e)uation I above that ,ensity?concentration is given as sho&n belo&:

,ensity B

Volume

Space Mean Speed

+here the volume per day is:

!6thNuly !"#5: ETO >-E B #!;Veh% ?hr

EQ4T >-E B ##5"Veh% ?hr%

#8th-ugust !"#5: ETO >-E B #;IVeh%?hr

EQ4T >-E B ##"5Veh% ?hr

!"th-ugust !"#5: ETO >-E B ##IIVeh%?hr

EQ4T >-E B #"5Veh%?hr%

!!nd-ugust !"#5: ETO >-E: B #;;"Veh%?hr

EQ4T >-E: B #;IVeh%?hr%

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The space mean speed as determined from the speed study from table 5 is B ;H%IMm?hr

Thus ,ensity for each entry and e*it lanes are computed belo&

!6thNuly !"#5: ETO >-E

1293 veh/hr37.4 km/hr B ;5veh?'m

EQ4T >-E B1150 veh /hr37.4 km/hr B ;#veh?'m

#8th-ugust !"#5: ETO >-E B1349veh/hr37.4 km/hr B ;6veh?'m

EQ4T >-E B

1105 veh /hr

37.4 km/hr B ;"veh?'m

!"th-ugust !"#5: ETO >-E B1144 veh /hr37.4 km/hr B ;#veh?'m

EQ4T >-E B1059veh/hr37.4 km/hr B !8veh?'m

!!nd-ugust !"#5: ETO >-E: B1330 veh/hr37.4

km/hrB ;6veh?'m

EQ4T >-E: B1349veh/hr37.4 km/hr B ;6veh?'m

The average density per lane per &ee' is ;5veh?'m (entry lane$ and ;#veh?'m (e*it lane$%

3.4 SPEED STUDY SURVEY

peed studies are used to determine the speed distribution of a traffic stream at a specific

location% The data gathered in spot speed studies are used to determine vehicle speed percentiles

&hich are useful in ma'ing speed/ related decisions%

0nli'e traffic volume survey speed study is a bit tedious in that it re)uires absolute care in order

to be able to trac' vehiclesG plate numbers as drivers tend to vary their vehiclesG speed%

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The e*ercise &as carried out during light traffic condition% top &atch &as used in this survey%

4n this e*ercise the average speed of vehicles measured at a point?location over a given interval

of time &as determined%

T/) 5 LENGTH OF ROAD SECTION USED 7 100METERS?@% Travel

CumulativeTime (s$ Time (s$

4ndividual speedof vehicle m?s

=re)uency Percentage=re)uency (R$

Cumulative=re)uency (R$

#!;I56

H8#"###!#;#I#5#6#H

#8#!"!#!!!;!I!5!6!H!8

!;";#;!;;;I;5;6

"6%6 "6%6"5%5 #!%!8"H%#6 #%II"I%H !I%!;"5%8" ;"%";"!%!" ;!%!;

"I%# ;H%#I";%## I"%!5"I%I5 II%H""%H6 5I%I6"%I "#:";%5"H%I" "#:##%;5#"%58 "#:!#%;"H%8! "#:!%H5"8%6" "#:;8%;5#!%85 "#:5#%!""6%I" "#:5H%6"

"8%5; "!:"6%#;"I%5H "!:#"%H""%58 "!:!"%!8#;%H! "!:;I%"""8%H# "!:I!%H##"%8; "!:5;%5I#"%65 ";:"I%##!%H6 ";:#6%5#5%6" ";:;!%55!#%"; ";:5;%58##%HH "I:"5%;5

#I%#H "I:#%5!#!%!! "I:;#%HI#!%#H "I:I;%##"%8! "I:5I%H;"%"8 "5:";%8#"H%8# "5:##%6!#6%I5 "5:!8%"H#;%8# "5:I#%88

#I%#H%#;%!"%#H%!I5%5

!"%I;!%!!!%5#"%!#"%5#;%5%5#!%8##%6H%8#5%6

##%H!#%#"%IH%;##%5%!%IH%86%II%88%5

H%#8%!8%!%!##%"#!%86%#H%!

;;!I#6

!##I5!!I#H#

H88!;6!#I5!

I#;!;#!6

#%88H;I#%88H;I#%!658!;!%5;#6I6"%6;!##;%HHI68

#%!658!;"%6;!##"%6;!##!%5;#6I6;%#6I55H#%!658!;#%!658!;!%5;#6I6"%6;!##I%I;";8"%6;!##

I%I;";85%"6;!#5%"6;!##%!658!;#%88H;I;%HHI68#%!658!;"%6;!##!%5;#6I6;%#6I55H#%!658!;

!%5;#6I6"%6;!###%88H;I#%!658!;#%88H;I"%6;!###%!658!;;%HHI68

#%88H;I;%HHI685%"6;!#H%5I;H8%!!H8I8#!%"!5;!

#;%!##I#;%!I"5#I%5566#H%"886#!"%!5;#6!#%5#8!!%H8I8#!5%;#6I6!5%I;H;"%;HH5;#%"#!66

;5%II;"II"%5"6;;I5%566!I6%8;5III8%H;I#85!%5;#655;%HHIH5I%I;";856%6!";6"%#!6586#%;!I#

6;%!I"56I%556666%I55H6H%H!#5!6%6!"!5H"%!5;#6H#%5#8H5%;#6I6

15


16/26


;H;8;I"I#

I!I;III5I6IHI8I5"

##%I5 "5:5;%;;#6%86 "6:#"%###%I6 "6:!#%65!#%#H "6:I!%8!#H%!6 "H:""%"8

#;%58 "H:#;%66##%5" "H:!5%#6#5%H; "H:I"%8"6%!! "H:IH%##"8%H! "H:55%8;##%8# "8:"H%6I!!%5# "8:;"%#5#8%;# "8:I8%I6#I%6H ":";%#; 4


17/26


##. S&/!) M)/ S&))+

8*7

D

1

N

i=1

n

ti 7 S

100

1

50x 480 B

100

9.6 B #"%Im?s (;H%IMm?hr$%

17


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18

S/N

O

Travel

Cumulative

Time (s) Time

(s)

S/N

O

Travel

Cumulative

Time (s) Time

(s)

S/N

O

Travel

Cumulative

Time (s) Time

(s)

#

!;

I

5

6

H

8

#"

##

#!

#;

#I

#5

#6

#H

#8

#

!"

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!!

!;!I

!5

!6

!H

!8

!

;"

;#

;!

;;

;I;5

;6

;H

;8

"!%"# "!%"#

"6%H5 "8%H6"!%IH ##%!;

"5%5I #6%HH

"5%;8 !!%#5

#"%; ;!%5I

"I%8H ;H%I#

"!%!; ;%6I

##%!I 5"%88

"#%"8 5#%6

"I%! 56%!5

"I%8 "#:"#%#I

#!%"5 "#:#;%#

"I%;; "#:#H%5!

"I%!# "#:!#%H;

"!%6! "#:!I%;5

";%"8 "#:!H%I;

"%## "#:;6%5I

"8%6I "#:I5%#8

"!%8I "#:I8%"!

"!%I" "#:5"%I!

"!%#H "#:5!%5

"#%I "#:5I%"8"!%!I "#:56%;!

"I%8 "!:"#%!#

"8%#H "!:"%;8

";%6" "!:#!%8

"5%5" "!:#8%I8

"5%5! "!:!I%""

#"%86 "!:;I%86

"#%;I "!:;6%!"

"!%;H "!:;8%5H

"%5H "!:I8%#I

";%;6 "!:5#%5"";%## "!:5I%6#

"#%5" "!:56%##

"!%I "!:5%"5

"!%I; ";:"#%I8

;

I"I#

I!

I;

II

I5

I6

IH

I8

I

5"5#

5!

5;

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55

56

5H

58

5

6"

6#6!

6;

6I

65

66

6H

68

6

H"

H#

H!

H;

HI

H5

H6

"!%HH ";:"I%!5

"!%!I ";:"6%I"!%II ";:"8%;

";%68 ";:#!%6#

"6%I5 ";:#%"6

"!%58 ";:!#%6I

"%I ";:;#%58

"!%; ";:;I%5#

"8%!8 ";:I!%H

";%!" ";:I5%

"I%#! ";:5"%##

"#%8 ";:5!%" ";%" ";:55%

";%55 ";:5%5I

##%6" "I:##%#I

#!%I5 "I:!;%5

#"%I; "I:;I%"!

"I%H6 "I:;8%H8

"#% "I:I"%HH

#;%#5 "I:5;%!

"#%I# "I:55%;;"#%65 "I:56%8

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T/) S$#, T'/#! C$u" $' C$,)*")+ D#*"'#u"#$ S"u+#)*

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0.02

0.211

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n is the estimated value of binomial parameter n used in fitting these parameters may be

estimated by the relationships

^P B (m/ !$?m

n B m?P B m!? (m/ !$

+here m and ! are computed from the observed data

Thus from the data sho&n in table H above

m B373

52 B H%#H

!B K fx2

/

fx

2

U? S/# B K;"!; /(373)2

52 U? 5# B 6%8#

!?m B 6%8#?H%#H B "%5

^P B (H%#H/6%8#$?H%#H B "%#

n B H%#H?"%# B H!

To determine the degree of freedom

f2 ?= / f B 6I%HH/5!

B #!%HH

df B 6 ! B I

0.052

B %I

20


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F#,u') 3 C#9*6u/')+ D#*"'#u"#$ T/)

0 2 4 6 8 10 12 14 16

00.02

0.04

0.06

0.08

0.1

0.12

0.14

0.16

0.18

P$" $ P'$/##" /,/#*" T#%) H)/+/

Probalility Curve

T#%) H)/+/ >*)!@

P'$/##"

0 2 4 6 8 10 12 14 1

0

2

4

6

8

10

12

G'/& $ F')6u)! /,/#*" T#%) H)/+/

Theo. Freq. Obs.Freq.

T#%) H)/+/ >*)!@

F')6u)!

21


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F#,u') 4 P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/* F#,u') 5 P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*

0 2 4 6 8 10 12 14 16

0

2

4

6

8

10

12

C$%#)+ P$"

Probability Theoretial Freque!y Observe" Freque!y

T#%) H)/+/ >*)!@

F')6u)!

F#,u') C$%#)+ P$#**$ +#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*

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H)/+/>S)!@?#

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p (x )=m

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22


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#;#I

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p (x )=100mx e3

x !

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0 2 4 6 8 10 12 14 16

0

5

10

15

20

25

30

Poisson ,istribution ane#due to >ight >raffic @bserved

observe" #req. theo. Freq.

T#%) H)/+/ >S)!@

F')6u)!

0 5 10 15 20

0

5

10

15

20

25

Poisson ,istribution ane !due to >ight >raffic @bserved

observe" #req.

Theoretial #req

T#%) H)/+/ >S)!@

')6u)!

F#,u') : P$#**$ +#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/* F#,u') < P$#**$ D#*"'#u"#$ F#"")+ "$ L#," T'/#! A''#(/*

CONCLUSION

This study has been able to ascertain the parametric measurement of the congestion of motorised

movement &ithin the main trun' road lin'ing the gate and the main campus of the 0niversity of4lorin% This &as achieved through field survey of traffic and a detailed survey of available

literature and internet resources% -t the end of this study it &as found that t&o ma.or factors &ere

responsible for traffic congestion along this road2 the constant stopping and chec'ing of vehicles

at the 0niversity gate and availability of speed calming bumps to control high speed vehicles for

safety purpose% 7o&ever in order to curb this congestion menace an alternative route into the

0niversity is recommended strongly recommended%

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E=EECE

-de'unle N% - and Tolu 4% - (!"##$: WTraffic Congestion at oad 4ntersections in 4lorin igeriaX%

,epartment of a& of oad Congestion: Evidence from 0%% Cities3% .ournalistsresource%org%

-ccessed -ugust !"#5%


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1a*imum fares for metropolitan and outer metropolitan buses from Nanuary !"#I / ,raft eport

page ;H citing &or' by >EC< 3Value of ydney bus e*ternalities and optimal ondon: 1acmillan

26

THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK ROAD...

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Transcript of THE PARAMETRIC MEASUREMENT OF THE CONGESTION OF MOTORISED MOVEMENT WITHIN THE MAIN TRUNK ROAD...