## 3 Study Results
### Delay Results
#### 3.1.2 Simulated Average Delay Results for Highway Speed Limit of 100 km/h
For 2000 vehicles/h/lane, the results show an increase in the conflict ratio of 1.067, implying a safety problem, but this increase is not statistically significant different from \"1.0\" at the 5% level. For DRAC \(\geq\) 6.0 m/s\({}^{2}\), the results show that there is no difference in conflict ratio (\(\rho\) = 1) for traffic volumes of 500 and 1000 vehicles/h/lane; at a traffic volume of 1500 vehicles/h/lane, there is a statistically significant reduction in the conflict ratio of 0.05 (i.e., increase in safety thereafter); and there is an increase in the conflict ratio at 2000 vehicles/h/lane, but this increase is not statistically different from one at the 5% level. For TTC \(\leq\) 0.50 s, the results show that there is no difference in conflict ratio (\(\rho\) = 1) for traffic volumes of 500 and 1000 vehicles/h/lane (same as for DRAC \(\geq\) 6.0 m/s\({}^{2}\)); at a traffic volume of 1500 vehicles/h/lane, there is a statistically significant increase in the conflict ratio; and there is a reduction in the conflict ratio at 2000 vehicles/h/lane, but neither the increase or reduction at the 1500 and 2000 volumes are statistically different from one at the 5% level. For TTC \(\leq\) 1.50 s and TTC \(\leq\) 2.50 s, the results show that there is reduction in conflict ratio for all traffic volumes (i.e., increased safety). These reductions are statistically significant only at 500 and 1000 vehicle/h/lane for TTC \(\leq\) 1.50 s, and 1500 and 2000 vehicle/h/lane for TTC \(\leq\) 2.50 s.  
**TTs = 5.0-15.0%:**  
For TT percentages of 5.0 to 15.0%, the results are similar to 2.5%, with no statistically significant increase in the conflict ratio, and all cases showing increases in the conflict ratio in the after period. While for some cases there are statistically significant reductions in the conflict ratio, most of the reduction cases are not statistically different from the one at the 5% level, which suggests there is no change in safety. Increasing TT Speed Limit from 60 to 80 km/h (Table 6)  
**TTs = 2.5%:**  
For a DRAC \(\geq\) 3.35 m/s\({}^{2}\), the results in Table 6 show that increasing the TT speed limit reduced the conflict ratio (i.e., increased safety) by 0.05 to 0.20 for all traffic volumes. This implies that the total simulated conflicts in the after period (i.e., increasing the speed limit \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline
**Volume** & **\%TIs** & **DRAC \(\geq\) 3.35** & **DRAC \(\geq\) 6.0** & **TTC \(\leq\) 0.50** & **TTC \(\leq\) 1.50** & **TTC \(\leq\) 2.50** \\ \hline
**500** & & 0.050 (0.050) & 1.000 (0.000) & 1.000 (0.000) & 1.000 (1.414) & 5.083 (1.659) \\ \hline
1000 & & 0.012 (0.005) & 1.000 (0.000) & 1.000 (0.000) & 0.500 (0.433) & 0.543 (0.121) \\ \hline
**1500** & 7.5 & 0.200 (0.152) & 1.000 (1.414) & 3.000 (3.682) & 0.759 (0.288) & 0.170 (0.029) \\ \hline
2000 & & 1.214 (0.460) & 4.500 (3.468) & 2.500 (1.964) & 0.527 (0.123) & 0.018 (0.003) \\ \hline
**500** & & 0.025 (0.017) & 1.000 (0.000) & 1.000 (0.000) & 0.100 (0.100) & 13.28 (5.444) \\ \hline
1000 & & 0.006 (0.002) & 1.000 (0.000) & 1.000 (0.000) & 0.250 (0.274) & 0.598 (0.114) \\ \hline
1500 & 10 & 0.838 (0.359) & 1.000 (1.414) & 1.000 (1.006) & 1.103 (0.275) & 0.812 (0.074) \\ \hline
2000 & & 0.750 (0.381) & 0.667 (0.559) & 2.600 (1.922) & 0.302 (0.068) & 0.057 (0.005) \\ \hline
**500** & & 0.050 (0.050) & 1.000 (0.000) & 1.000 (0.000) & 1.000 (0.316) & (91.03) \\ \hline
1000 & 15 & 0.050 (0.050) & 1.000 (0.000) & 1.000 (0.000) & 0.005 (0.001) & 4.013 (0.399) \\ \hline
1500 & & 1.000 (0.020) & 0.050 (0.050) & 3.000 (3.682) & 0.362 (0.131) & 1.398 (0.144) \\ \hline
2000 & & 0.145 (0.045) & 0.333 (0.267) & 0.889 (0.562) & 0.009 (0.001) & 0.037 (0.004) \\ \hline \hline \end{tabular} The standard deviations are in parentheses.  
\end{table} 
Table 7: _Cont._of TTs to 80 km/h) reduced the total simulated conflicts by 0.80 to 0.95 times compared to the base case of 60 km/h TTs.