1. PRACTICE SPEED USING THE PLATE METHOD.

The method consists of recording the time of vehicles passing through a point.
for the section of study, the registration is carried out with the identification of the vehicle by its license plate. It must
to determine the speeds, the distance that separates the points where one
make the registration which can be two or more.

The method measures travel times without considering the delays that may influence it.
vehicle speed. Additionally, this method largely depends on the volume of
flow given that the probability of license plate matching along a route that
contains more than one plan is less than 3% in most cases, so the work of
field and the prior considerations of this stage are essential for the result of the
Practice, the proper procedure carried out by the onsite gaugers will determine the
reliability of the result.

1.1. INFORMATION GATHERING.

1.1.1. Location

The practice was carried out in the section of Calle 53 between the
Carreras 13 and 27 for both directions of the road. Start time at 7:00 am and
end time 8:30.

1.1.2. Information collection description.

7 intersections on 53rd Street were established for monitoring, with observers.

assigned according to the final plate numbers for both directions of the road, of the
in the following way, four observers at each intersection; two for each direction,
access 3 and access 4. Each observer recorded from their location, without moving to it.
length of practice, the passing time for each vehicle with the final license plate number
corresponding according to the assignment. The time was previously calibrated by each
flow meter in its measuring instrument, and the flow point for each observer was
permanent in nature. The figure presents a diagram with the location of the
counters.
 The distances measured between the observation points are related for each section.
In the illustration, these lengths were found using Google software.
Earth.

The field format used for the travel time study by this method is
presented in the annex

1.2. RESULTS

According to the processing and collection of information, the number of records taken
for the travel times of vehicles traveling on 53rd Street in both directions
corresponding to 3235, the percentage of matching plates in at least one segment is
 approximately 27%, that is, the number of vehicles to which it was possible
calculating its travel time was 881 for both directions.

The appendix shows the data collected for each direction, according to the section. The
the procedure followed for the analysis of the speeds in each flow is as follows:

ACCESS 3

For the flow of vehicles traveling from west to east on Street 53, were found
512 travel times between independent and adjacent continuous segments. The
parameters corresponding to temporal average speed, spatial average speed,
standard deviation and deviation error were found for each of the sections with
the mathematical procedure explained in the annex.

The following are the data obtained after the calculations performed for the
section 1, in which, as shown in the table, 90 travel times were analyzed,
finding speeds that oscillate between 2Km/h and 25Km/h.

SPEED ANALYSIS SECTION 1.

CLASS INTERVAL POINT FREQUENCY

FREQUENCY
SPEED GROUP MIDWAY Accumulated fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 1.54 - 3.91 3 18 20% 18 20% 49 458.5

2 3,91 - 6.27 5 42 47% 60 67% 214 301.9
3 6.27 - 8.64 7 1 1% 61 68% 7 0,1
4 8.64 - 11.01 10 3 3% 64 71% 29 12.6
5 11.01 - 13,37 12 9 10% 73 81% 110 175.5
6 13.37 - 15.74 15 5 6% 78 87% 73 230.0
7 15.74 - 18.10 17 9 10% 87 97% 152 753.1
8 18,10 - 20.47 19 1 1% 88 98% 19 132.6
9 20.47 - 22.83 22 1 1% 89 99% 22 192.6
1022.83 - 25.20 24 1 1% 90 100% 24 263,9

SUM 90.00 100% 700 2520.7

Temporal speed Vt 7,8

Spatial velocity Ve 4,1
Variance S2 28.3
Standard deviation 5.3
Standard error 0.059
The results of the speeds found in sections 2 to 6 are located at
continuation, with their respective histograms and frequency curves:
SECTION 2
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP HALF You ACCUUMULATED fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 1.84 - 5.67 4 32 52% 32 52% 120 901.9

2 5.67 - 9.50 8 1 2% 33 53% 8 2.2

3 9.50 - 13.33 11 12 19% 45 73% 137 66.0
4 13.33 - 17.15 15 10 16% 55 89% 152 381.1
5 17.15 - 20.98 19 5 8% 60 97% 95 500.1
6 20.98 - 24.81 23 1 2% 61 98% 23 191.2
7 24.81 - 28.64 27 1 2% 62 100% 27 311.7

SUM 62.00 100% 562 2354.2

Temporal velocity Vt 9.1

Spatial velocity Ve 4.8
Variance S2 38.6
Standard deviation 6.2
Standard error 0,100
 SECTION 3
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP MEDIUM Vi Accumulated fivi vietnamese - vietnamese
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 0.93 - 9.07 5 61 98% 61 98% 305 575.7

2 9.07 - 17,20 13 24 39% 85 137% 315 614,4

3 17,20 - 25.33 21 5 8% 90 145% 106 870.1
4 25.33 - 33.46 29 0 0% 90 145% 0 0,0
5 33.46 - 41.59 38 0 0% 90 145% 0 0,0
6 41.59 - 49.73 46 0 0% 90 145% 0 0,0
7 49.73 - 57.86 54 0 0% 90 145% 0 0,0

SUM 90.00 145% 726 2060.2

Temporal speed Vt 8.1

Spatial speed Ve 5.2
Variance S2 23.1
Standard deviation 4.8
Standard error 0.053
 SECTION 4
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP I go halfway Accumulated fivi Vietnamese
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 1.67 - 7.43 5 35 53% 35 53% 159 3227.4

2 7.43 - 13,19 10 3 5% 38 58% 31 44.3

3 13,19 - 18.95 16 1 2% 39 59% 16 3,7
4 18.95 - 24.72 22 10 15% 49 74% 218 590.1
5 24.72 - 30.48 28 11 17% 60 91% 304 1988,1
6 30.48 - 36,24 33 5 8% 65 98% 167 1844.2
7 36.24 - 42,00 39 1 2% 66 100% 39 623.3

SUM 66.00 100% 934 8321.1

Temporal speed Vt 14.2

Space velocity Ve 5.1
Variance S2 128.0
Standard deviation 11.3
Standard error 0.171
 SECTION 5
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP MEDIUM Vi ACCUMULATED fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 5.26 - 11.54 8 33 43% 33 43% 277 4491.7

2 11.54 - 17,83 15 2 3% 35 46% 29 57.9

3 17.83 - 24.12 21 11 14% 46 61% 231 9.1
4 24.12 - 30.41 27 14 18% 60 79% 382 725.5
5 30,41 - 36.70 34 7 9% 67 88% 235 1273.3
6 36.70 - 42.99 40 7 9% 74 97% 279 2737.5
7 42.99 - 49.28 46 2 3% 76 100% 92 1358.7

SUM 76,00 100% 1525 10653,6

Temporal velocity Vt 20.1

Space speed Ve 13.0
Variance S2 142.0
Standard deviation 11.9
Standard error 0.157
 SECTION 6
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP HALF You Accumulated fivi vietnamese-vietnamese
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 4.80 - 10.29 8 46 45% 46 45% 347 898.9

2 10.29 - 15.77 13 43 42% 89 86% 560 48.8

3 15.77 - 21,26 19 10 10% 99 96% 185 429.1
4 21,26 - 26.74 24 1 1% 100 97% 24 144.9
5 26.74 - 32.23 29 0 0% 100 97% 0 0,0
6 32.23 - 37.71 35 1 1% 101 98% 35 529.4
7 37.71 - 43.20 40 2 2% 103 100% 81 1623.8

SUM 103.00 100% 1232 3674,9

Velocidad temporal Vt 12.0

Space speed Ve 9.0
Variance S2 36.0
Standard deviation 6.0
Standard error 0.058

The class intervals for the statistical analysis of speeds were determined according to the
next equation

N = 1 + 3.3 log10 ( )

Where,

: .
The following table shows a summary of the speeds obtained in the field:

Speed
Segment
spatial
2.3 1
4.8 2
1,1 3
5.1 4
13 5
9 6

The speed analysis for the entire stretch of 53rd Street is presented below, where
Time records of trips taken for two or three segments were taken into account.

SPEED ANALYSIS DIRECTION 3.

Class Interval POINT FREQUENCY
FREQUENCY
SPEED GROUP MEDIA Vi Accumulated fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE
1 2.23 - 7.79 5 216 42% 216 42% 1082 11173.8
2 7.79 - 13,36 11 140 27% 356 70% 1480 371.8
3 13.36 - 18.92 16 68 13% 424 83% 1097 1051.9
4 18,92 - 24.48 22 27 5% 451 88% 586 2434.6
5 24,48 - 30.04 27 30 6% 481 94% 818 6802.7
6 30.04 - 35.61 33 11 2% 492 96% 361 4677.5
7 35.61 - 41.17 38 13 3% 505 99% 499 8912,7
8 41.17 - 46,73 44 5 1% 510 100% 220 5039.2
9 46.73 - 52.29 50 1 0% 511 100% 50 1392.0
1052.29 - 57.86 55 1 0% 512 100% 55 1838.0
SUM 512,00 100% 6248 43694.2

Temporal speed Vt 12.2

Spatial speed Ve 5.2
Variance S2 85.5
Standard deviation 9.2
Standard error 0.018

The speeds found throughout the entire route, taking into account that the method does not
delays range from 2 Km/h to just over 55 Km/h. Where
they inhibited the data of atypical speeds with times on routes of more than 100m of
less than 5 s, resulting in extreme speeds, this due to the inconveniences
of the method.
The following are the frequency graphs of the appearance of speeds and frequency.
cumulative relative with which a speed was found for the 85th percentile of
approximately 20Km/h.

SPEED FREQUENCY HISTOGRAM

SENSE 3.
250

200

150

100

50

0
5 11 16 22 27 33 38 44 50 55
 110%

100%

90%

80%

70%

60%

50%

40%
0 10 20 30 40 50 60
SPEED (Km/h)

ACCESS 4

For the East-West flow, 339 travel times were obtained, which do not cover the
extreme values that exceed the regulated urban speed. Similarly to the
access flow 3 the relevant calculations were made with the results shown in
the following tables for each section.

SECTION 1.

CLASS INTERVAL POINT FREQUENCY

FREQUENCY
SPEED GROUP I mean you ACCUMULATED fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 4.50 - 12.75 9 13 46% 13 46% 112 1304,6

2 12.75 - 21.00 17 5 18% 18 64% 84 15.6
3 21.00 - 29.25 25 6 21% 24 86% 151 252.1
4 29.25 - 37,50 33 0 0% 24 86% 0 0.0
5 37.50 - 45.75 42 3 11% 27 96% 125 1584.5
6 45.75 - 54.00 50 1 4% 28 100% 50 975.4

SUM 28.00 100% 522 4132.4

Temporal speed Vt 18.6

Space velocity Ve 10.4
Variance S2 153.1
Standard deviation 12.4
Standard error 0.442
 SECTION 2
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP Half Life CUMULATIVE fivi It's just a matter of time.
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 5.08 - 11.55 8 11 26% 11 26% 91 1187.2

2 11.55 - 18.03 15 11 26% 22 51% 163 168.6
3 18.03 - 24.50 21 13 30% 35 81% 276 85.2
4 24.50 - 30.98 28 4 9% 39 91% 111 326,4
5 30.98 - 37.45 34 2 5% 41 95% 68 481.0
6 37.45 - 43.93 41 0 0% 41 95% 0 0,0
7 43.93 - 50,40 47 2 5% 43 100% 94 1619.5

SUM 43.00 100% 804 3867.9

Temporal speed Vt 18.7

Spatial speed Ve 13.8
Variance S2 92.1
Standard deviation 9.6
Standard error 0.223
 SECTION 3
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP MEDIUM You Accumulatively fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 5.06 - 12.05 9 46 64% 46 64% 394 3996.9

2 12.05 - 19.04 16 3 4% 49 68% 47 16.3
3 19.04 - 26.04 23 1 1% 50 69% 23 21.7
4 26.04 - 33,03 30 7 10% 57 79% 207 950.3
5 33.03 - 40.02 37 8 11% 65 90% 292 2780.4
6 40.02 - 47.01 44 4 6% 69 96% 174 2628.4
7 47.01 - 54.00 51 3 4% 72 100% 152 3193.2

SUM 72.00 100% 1287 13587.3

Temporal speed Vt 17.9

Space speed Ve 7.2
Variance S2 191.4
Standard deviation 13.8
Standard error 0.192
 SECTION 4
class interval POINT FREQUENCY
FREQUENCY
SPEED GROUP I am medium Accumulated fivi Vietnamese
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 2.52 - 9.36 6 7 10% 7 10% 42 1401.3

2 9.36 - 16,20 13 11 15% 18 25% 141 587.6
3 16,20 - 23.04 20 38 52% 56 77% 746 8.3
4 23.04 - 29.88 26 8 11% 64 88% 212 324.8
5 29.88 - 36,72 33 7 10% 71 97% 233 1221.8
6 36.72 - 43.56 40 0 0% 71 97% 0 0,0
7 43.56 - 50.40 47 2 3% 73 100% 94 1446.3

SUMMER 73.00 100% 1466 4990.0

Temporal speed Vt 20.1

Space speed Ve 16.6
Variance S2 69.3
Standard deviation 8.3
Standard error 0.114
 SECTION 6
CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP MEANS You Accumulated fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE

1 2.42 - 10,76 7 11 26% 11 26% 72 4221.4

2 10.76 - 19.10 15 3 7% 14 33% 45 379.7
3 19.10 - 27.44 23 4 9% 18 42% 93 33.9
4 27.44 - 35.78 32 14 33% 32 74% 442 412.9
5 35.78 - 44.12 40 7 16% 39 91% 280 1327.5
6 44.12 - 52.46 48 4 9% 43 100% 193 1955,6

SUMA 43.00 100% 1126 8330.9

Temporal velocity Vt 26.2

Spatial speed V_e 18.6
Variance S2 198.4
Standard deviation 14.1

For section 5, it was impossible to calculate speeds as no value was found.

reasonable recording times for no plates.

The obtained speeds range from approximately 2 km/h to 55 km/h as well.

that the opposite meaning, however as can be seen in the table, the frequency
absolute for each class interval has close values, while for access three
frequencies of 1 are found.

The following table summarizes the speed values obtained for each section:

Speed
Section
spatial

10.4 1
13.8 2
 16.3 3
16.6 4
18.6 6

The results obtained after the analysis of 348 are shown below.
observations from which the outlier values were omitted:

SPEED ANALYSIS DIRECTION 4.

CLASS INTERVAL POINT FREQUENCY
FREQUENCY
SPEED GROUP MEDIO Vi Accumulated fivi vi-vt
Km/h Km/h ABSOLUTE RELATIVE ABSOLUTE RELATIVE
1 2.42 - 7.61 5 27 8% 27 8% 135 7776.1
2 7.61 - 12.81 10 83 24% 110 32% 848 11505.5
3 12.81 - 18.01 15 60 18% 170 50% 924 2595.2
4 18.01 - 23.20 21 41 12% 211 62% 845 78.1
5 23.20 - 28.40 26 21 6% 232 68% 542 306.0
6 28.40 - 33.60 31 31 9% 263 78% 961 2519.0
7 33.60 - 38.79 36 32 9% 295 87% 1158 6462.7
8 38.79 - 43.99 41 15 4% 310 91% 621 5650.2
9 43.99 - 49.19 47 16 5% 326 96% 745 9686.7
1049.19 - 54.39 52 13 4% 339 100% 673 11546.2
SUMA 339.00 100% 7453 58125.7

Temporal speed Vt 22.0

Spatial velocity Ve 14.2
Variance S2 172.0
Standard deviation 13.1
Standard error 0.039

The frequency histogram of speeds and absolute frequencies is presented at

continuation of which a speed for the 85th percentile of 35 km/h was obtained.
 SPEED FREQUENCY HISTOGRAM
SENSE 4.
90
80
70
60
50
40
30
20
10
0
5 10 15 21 26 31 36 41 47 52

120%

100%

80%

60%

40%

20%

0%
0 10 20 30 40 50 60
SPEED (Km/h)

CONCLUSIONES
The logistical conditions under which they take place in practice are highly
influential in the results, results were observed for specific sections with
times that are too short or too long, and even negative values, which
it was reaching absurd speeds. This indicates a lack of calibration of the watch
the stopwatch of some or several of the calibrated and this contributes to the decrease
reliability of the results.
According to the frequency of speeds in each of the tables, it can be observed that the
the direction of greatest vehicle volume corresponds to access 3, which implies
that their speeds are lower as shown in the frequency histogram
from access 3 where a speed of approximately 5 km/h can be distinguished and according to the
table of sense 3 an average speed of 5.2 km/h.
While for the flow in direction 4 the speeds are higher due to the wing
flow density, where the spatial mean rises to 14 km/h and the mode exceeds
10 km/h.
The flow density in direction 3 is approximately 30% higher than that of the flow.
in the sense 4 what it implies in addition to ease in the registration process, a
higher probability of finding matching plates in the records and a better
reliability.
For access direction 3, they were found according to the speed table by section,
values for spatial speed, showing that the speed decreases throughout the
route analyzed as vehicles move away from carrera 27, where they are
the highest values, which is due to the infrastructure of the place and in sections
Towards the east, the number of traffic lights is greater by length.
For access 4, each of the sections shows a high baseline speed.
Considering that the practice took place during peak hours, and likewise as in the previous case,
Speeds increase as vehicles approach the North Highway.