Professional Documents
Culture Documents
FACULTY OF ENGINEERING
UNIVERSITI MALAYSIA SABAH
KT 40901
ENVIRONMENTAL AND TRAFFIC LAB
EXPERIMENT TITLE
NON-SIGNALIZED JUNCTION ASSESSMENT
DATE OF CONDUCTED
28 SEPTEMBER 2014
DATE OF SUBMISSION
29 DECEMBER 2014
PREPARED FOR
DR. NURMIN BOLONG / TANG ZI SHENG
PREPARED BY
NAME
MATRIC NO.
BK11110055
BK11110247
BK11110206
RASYIDAH MAMUT
BK11110255
Format (20%)
Result and Analysis (25%)
Discussion (25%)
Conclusion (15%)
References (15%)
Total (100%)
TABLE OF CONTENT
Contents
1.0 INTRODUCTION
2.0 OBJECTIVES
3.0 APPARATUS
4.0 PROCEDURE
6.0 CALCULATION
10
7.0 DISCUSSION
14
15
9.0 CONCLUSION
16
10.0 REFERENCES
16
1.0 INTRODUCTION
An intersection is the junction at grade of two or more roads either meeting or crossing. An
intersection may be three-way (a T junction), four-way (a crossroads), or have five or more
arms. Busy intersections are often controlled by traffic lights or a roundabout.
Nowadays, traffic congestion has become a problem that often haunts road users in
Malaysia. The rapid growth of the automobile industry with reasonable prices cause the
people of Malaysia are racing to buy vehicles made in Malaysia. This resulted in the
increasing number of vehicles on the road and cause traffic congestion.
As road networks increased in density and traffic flows, management on the flow of
traffic across the junction became crucial. Work done is needed to minimize the delays and
improve the safety of road users. The way to improve it is by traffic control devices, such as
stop signs and traffic lights. In this particular study, an assessment on T-junction located at
UMS Library is conducted.
2.0 OBJECTIVES
1. To determine the suitability of traffic control and safety.
2. To propose innovative operational and safety improvement at the T-junction.
4
3.0 APPARATUS
Stopwatch, paper and pen (to record data), safety vest
4.0 PROCEDURE
1. The site location is identified and traffic movements for the identified intersection are
sketched.
2. The data collecting sheet is prepared before conducting the test.
3. The numbers of vehicles turning left, right and go straight at selected approach is
counted. Typical duration of interval is 15 minutes.
4. The data is collected until time duration of one hour is achieved.
5. The data collected is analyzed and level of service for all direction is determined.
Motorcycle
Car
To Right
Heavy
Vehicle
Motorcycle
Car
Heavy
Vehicle
0900-0915
0915-0930
0930-0945
0945-1000
13
Total
3
16
Motorcycle
Car
To Right
Heavy
Vehicle
Motorcycle
Heavy
Vehicle
Car
1200-1215
1215-1230
1230-1245
1245-1300
23
11
Total
34
Time
Motorcycle
Car
To Right
Heavy
Motorcycl
Vehicle
Car
Heavy
Vehicle
1600-1615
11
1615-1630
1630-1645
13
1645-1700
61
Total
5
66
From DKP 1
Traffic Flow in Morning Session
To Left
Time
Motorcycle Car
Straight
Heavy
Vehicle
Motorcycle Car
Heavy
Vehicle
0900-0915
10
0915-0930
0930-0945
0945-1000
47
Total
48
Time
Motorcycle Car
Straight
Heavy
Vehicle
Motorcycle Car
Heavy
Vehicle
1200-1215
26
1215-1230
31
1230-1245
12
46
1245-1300
36
43
Total
170
213
Time
Motorcycle Car
Straight
Heavy
Vehicle
Heavy
Motorcycle Car
Vehicle
1600-1615
25
1615-1630
10
28
1630-1645
13
1645-1700
22
113
Total
135
Time
Motorcycle Car
To Right
Heavy
Vehicle
Motorcycle Car
Heavy
Vehicle
0900-0915
21
0915-0930
13
0930-0945
11
0945-1000
72
Total
29
101
Time
Motorcycle Car
To Right
Heavy
Vehicle
Motorcycle Car
Heavy
Vehicle
1200-1215
17
1215-1230
15
1230-1245
22
1245-1300
13
90
40
Total
130
To Right
Heavy
Time
Motorcycle Car
Vehicle
Heavy
Motorcycle Car
Vehicle
1600-1615
1615-1630
11
1630-1645
16
1645-1700
11
11
83
Total
17
100
From Library
From DKP 1
From
Total
Roundabout
Morning
16
48
101
165
Afternoon
34
213
130
377
Evening
66
135
100
301
From the table above, the total vehicle volume for afternoon session is the highest followed
by evening session. The traffic flow is the lowest during morning session because the
assessment is conducted on Sunday. Hence, peak session which is the afternoon session is
chosen when analyzing the data collected.
6.0 CALCULATION
Assuming standard road condition:
Lane width = 3.4 m
Lateral clearance = 0.6 m
Interchange per kilometer = <0.3 m
Free flow speed (FFS)
FFS = BFFS fLw fLC fN fID
FFS = free-flow speed (km/h)
BFFS = base free-flow speed, 110 km/h (urban), 120 km/h (rural)
fLw = adjustment for lane width (km/h)
fLC = adjustment for right-shoulder lateral clearance (km/h)
10
Parameters
Direction
Reference
From UMS
library
From DKP 1
From UMS
roundabout
BFFS
120 km/h
120 km/h
120 km/h
Rural Area
fLw
2.1
2.1
2.1
Table 6.3
fLC
Table 6.4
fN
Table 6.5
fID
Table 6.6
FFS
117.9 km/h
117.9 km/h
117.9 km/h
PHF =
V = hourly volume for hour of analysis
V15 = maximum 15 min flow rate within hour of analysis
4 = Number of 15 min period per hour
Parameters
Direction
From UMS library
From DKP 1
34
213
130
V15
46
16
PHF
1.42
1.16
2.03
11
fhv =
fHV = heavy vehicle adjustment factor
ET, ER = Passenger-car equivalents for trucks/ buses and RVs
PT, PR = Proportion of trucks/buses and RVs in traffic stream
Parameters
Direction
Reference
From UMS
library
From DKP 1
From UMS
roundabout
Heavy Vehicle
0%
4.23 %
6.15 %
PT
0.0423
0.0615
%/100
ET
2.5
2.5
2.5
Table 6.7
Er
No RVs
fhv
1.0
0.94
0.92
12
Parameters
Direction
Reference
From UMS
library
From DKP 1
From UMS
roundabout
34
213
130
PHF
1.42
1.16
2.03
fHV
1.0
0.94
0.92
fp
vp
23.94
pc/hr/ln
195.34
pc/hr/ln
69.61
pc/hr/ln
One lane
Commuter
Density (D)
D=
D = density (pc/km/ln)
vp = flow rate (pc/hr/ln)
s = average passenger car speed (km/hr)
Parameters
Direction
Reference
From UMS
library
From DKP 1
From UMS
roundabout
vp
23.94
195.34
69.61
117.9
117.9
117.9
0.20 pc/km/ln
1.66 pc/km/ln
0.59 pc/km/ln
Service
Figure 6.2
13
7.0 DISCUSSION
Based on the results, in the morning, the traffic flow from UMS library is very low
compare to those from DKP 1 and from UMS roundabout which is only 16. Meanwhile the
traffic from DKP 1 is lower than UMS roundabout with only 48 cars compare to 101 from the
roundabout. The total car from UMS library is low because there were still less people going
to the library as well as leaving it. Total car from roundabout is more because it connects
the main entrance to UMS, to the hostel and new DKP and also the junction to the library
and DKP 1. Apart from that, the total number of cars on the three junction increases
drastically especially from DKP 1 that is 213, 34 from UMS library and 130 from UMS
roundabout. In the evening, the value increases from UMS library with 66 cars and while for
the DKP and from UMS roundabout, the value decreases to 135 and 100 cars respectively.
Level of Service (LOS) express the performance of a highway at traffic volume less
than capacity. Based on the results for the roads studied, the LOS is at level A. This means
that the road has the highest quality of service than can be achieved. The travel conditions
are completely free flow and the only constraint on the operation of vehicles for the road
studied is the geometry of the road which is windy and the existence of the road hump and
also the individual driver preferences. LOS A also gives the meaning that motorists are able
to travel at their desired speed and the need for passing other vehicles is well below the
capacity for passing.
Since the road also being used by pedestrians to cross to other side, the road hump
is made on the road from DKP 1 to slow down the car from that side to give the pedestrians
the chance to cross the roads and also giving some time for the cars from UMS library to go
out form the junction and entering it. Besides that, the road hump is also made on the road
from UMS roundabout with the same function.
The road can be upgraded by adding some traffic sign such as the Yield or Stop sign
to warn drivers to be extra alert and careful and be considerate to the other road users such
as pedestrians. The Yield sign is suitable to be placed at junction so that driver that wants
to go out from the junction can alert with the cars coming from the straight road. Zebra
marking should also be added for the road to accommodate pedestrian to cross the road
safely.
14
peak hour
< 50
<1000
50-100
100-2000
100
2000
Overhead
crossing/underpass
Based on observation, the pedestrian volume at peak hour is less than 50. According to JKR,
the type of crossing should be designed is ordinary level crossing. This designed suit the
capacity of junction during peak hour where traffic flow is free with low volumes.
15
9.0 CONCLUSION
In a nut shell, all the level of service for this junction is classified as service A which
indicates free flow traffic from all the direction.
10.0 REFERENCES
Arahan Teknik Jalan 8/86. A guide on Geometric Design of Roads. Kuala Lumpur: Public
Work Department Malaysia.
J. Garber, N., & A. Hoel, L. (2001). Traffic and Highway Engineering. US: The Wadsworth
Group.
16