CETB411 HIGHWAY & TRANSPORTATION ENGINEERING LABORATORY

SEMESTER 1 2017/2018

OPEN ENDED LAB PROPOSAL PART 1/2

Section : 05
Group No. : 01
Lecturers Name : EN. SHUHAIRY BIN NORHISHAM

List of Group:
No. Name ID No.
1 AIN FATIHAH BINTI ABD LATIF CE097674
2 HANA ALISA ZULKIFLI CE095254
3 AMIROL ARIZ BIN JOHARI CE095816
4 EZZAT AIMAN BIN OMAR CE094930
5 ALAWLAQI, ABDULLAH MOHSEIN ALI CE097862

Rubrics PO9(c) for Report Writing on Complex Engineering Activities [5 marks]:

No. Criteria Marks (0 5)
1 Appearance & Formatting
2 Content & data presentation: e.g. figures, graphs, tables, etc.
Subtotal [10 marks]
Total for PO9(c) [5 marks]

Rubrics PO4(a) for Theory/Literature Review on Methodology [5 marks]:

No. Criteria Marks (0 5)
1 Theory/Literature Review on Methodology
Total for PO4(a) [5 marks]

Rubrics PO4(c) for Technical Contents [20 marks]:

No. Criteria Marks (0 5)
1 Problem Interpretation / Introduction
2 Effectiveness of Experimental Design and/or Procedures
3 Execution of Procedures (Data collection)
4 Analysis & Results
5 Discussions
6 Conclusions
Subtotal [30 marks]
Total for PO4(c) [20 marks]
1.0 INTRODUCTION
G5 Sdn. Bhd. is the name of this groups Engineering company that specializes in Transport and
Highway Engineering.

Based on several studies made by the governmental body Jabatan Kerja Raya Hulu Langat (JKR)
in Bandar Baru Bangi, it is found that the number of road accidents have been increasing massively
along Jalan Ayer Itam AKA Selangor State Route B13. To analyse the accident trends and mitigate
the frequencies of these accidents, JKR noticed the urgent need for studies to be done on several
parameters relating with the traffic patterns and characteristics on the route. JKR commissioned
G5 Sdn. Bhd. (as traffic engineers), to determine said parameters and evaluate which of them
contributed the most to the road accidents along Jalan Ayer Itam. G5 Sdn. Bhd. must also provide
solutions for how to decrease the number of road accidents, based on results obtained from the
study.

2.0 PROBLEM STATEMENT

Other than the study of existing traffic conditions, the existing geometrical road conditions are also
important for analysis. Road accidents can happen due to poor road conditions, traffic signals and
signage, driver behavior, and several other technical factors. As the number of road accidents have
been increasing along Jalan Ayer Itam, the parameters contributing to this problem must be
determined through the appropriate methods.

3.0 OBJECTIVES
The objectives of the studies are to:

1. Evaluate parameters contributing to road accidents within the study area. In particular,
the highest contributing parameters must be determined and analysed.
2. Design and recommend several solutions of different levels of cost and safety to decrease
the road accidents
4.0 PRELIMINARY OBSERVATIONS

Figure 1: The span of Jalan Ayer Itam (roughly drawn in blue dotted line) [Source: Google Maps]

Jalan Ayer Itam AKA Selangor State Route B13, runs from Jalan Sungai Besi AKA Selangor
State Route B11 in the North until Jalan P/1, Kawasan Perindustrian Bangi in the South. Several
sections of the road were studied and the most appropriate locations were chosen according to the
experiments G5 decided on for the study.
4.1. Section: From Intersection at SRA Dato Abu Bakar Baginda, B13, Kajang
until Intersection at Signalized Junction Entering Presint 14, Putrajaya

Figure 2: Layout of selected section marked in red lines throughout and Start and End points with
Yellow pins.

The reasons this particular location was chosen as a critical area are as follows:

1. The junction entering Putrajaya is close to a critical curve on the alignment, which may
have affected the drivers sight distance
2. The presence of public facilities such as the elementary schools may have lead to higher
pedestrian involved accidents
3. The somewhat steady elevation through most of the route section accommodates the
requirements for certain experiments
4. The sudden elevation at the ends of the route section may lead to some accidents
5.0 METHODOLOGY
From the investigation, we decided the analyses must include the traffic volume studies, spot speed
studies, travel and delay studies, and capacity analysis on signalized intersection.

However, due to timing and resource constraints, only a maximum of 2 experiments out of 4 can
be carried out in one instance. Therefore, G5 Sdn. Bhd. has decided to carry out the studies on 2
separate days where only Spot Speed Studies and/or (depending on capability on site) Capacity
Analysis on a Signalized Intersection will be conducted first. To make it clear, this proposal is
only half complete, as the other 2 parts still need some tweaking. Therefore, we have split this
proposal into 2 sections (refer to title in cover page) part 2 of which, will be submitted latest by
16 July 2017 (Tuesday). The official lab report will only comprise of a single completed report
with all results combined and integrated with one another.

5.1. Assessment Planning

For this proposed assessment, the traffic volume studies as well as the spot speed studies would be
conducted during the normal hours to determine the number of vehicles through Jalan Air Itam
and the speed of the vehicles for each specific situation. Every type of vehicle such as cars,
motorcycles, heavy vehicles, etc. will be included in the data to deduce the types of vehicles and
during which situation does accidents occur. In addition to that, the travel and delay studies as well
as the capacity analysis on signalized intersections must also be done during normal hours as the
number of vehicles during each situation may affect the data collected. The data obtained from
each situation could be evaluated so that a relationship can be made between the amount of vehicles
and the ratio of accidents occurring in the area. The assessment would be conducted as follows

Type of Study Order Condition Man power Amount of time

Min. 2 persons for each lane

1 hour
1 team to cover lane from (depending on the
Spot speed 1 Peak hours
Uniten Mosque to Lot 10 amount of
1 team to cover lane from vehicles)
Police Station to Lot10
Traffic Volume 1 person for each turn
2 Peak hours 1 hour
Study
 1 person to manage the
2-3 hour
Capacity stopwatch
(depending on
analysis on
3 Peak hours 1 person to record amount of
signalized
vehicles at
intersection 1 person to count number of
intersection)
vehicles
Travel and Delay 4 Peak hours 1 person to drive the vehicle 3 hours
Studies 1 person to record no. of
overtaking vehicles
1 person to record no. of
overtaken vehicles
1 person to keep track of the
stopwatch for first 3 members
1 person to record journey
time

5.2. Spot Speed Studies

Spot speed studies are designed to determine the speed distribution of a traffic stream at specific
locations under traffic and environmental restraints at the time of study. The results can be used to
determine whether the speed limits are appropriate, or whether drivers are obeying them, etc.
Figure 3: Location of selected run of road to be observed of length 100 m is as shown (line in
blue).

This method is chosen because the results are significant for accident analysis as they contribute
to the following safety applications:

1. Determining and evaluating existing traffic operations and control devices

2. Monitoring traffic speed trends
3. Assessing roadway safety questions

a) Verifying speeding problems

b) Evaluating speed as a factor for vehicle accidents
c) Investigating input from relevant authorities

5.2.1. Materials and Apparatus

1. Measuring tape on a wheel

2. Chalk
3. Stopwatch
 4. Speed-gun

5.2.2. Procedure

1. Location selection was based on an already decided study area where in the study area a
straight and level road section was found.
2. Using tape and/or chalk marks, measure 50 m or 100 m (depending on actual feasibility)
in length across the study area according to the selected location. This is to create the
starting and ending points of the study.
3. Place at least 3 group members at the 2 points start and end.

a) GM1 (Group Member 1), stationed at the start-point, will act as the signaler where
they should lift one hand to signal the timekeeper to start the stopwatch and the other
hand signaling which car to study (left or right, depending on the lane).
b) GM2, stationed at the end-point, will act as the timekeeper, holding the stopwatch,
and keeping the time taken for a vehicle to travel between the 2 points start and end.
GM2 starts the stopwatch on GM1s call, and ends it as they see the observed vehicle
pass the end-point.
c) GM3, also stationed at the end-point will use a speed-gun to measure the speed of the
same vehicle observed by GM1 & GM2.

4. To be more efficient, the 2 other members may assist by being splitting up on each point,
and acting as communicators and/or record keepers. For instance, GM4 may be placed at
the start-point and contact those at the end-point via phone call or walkie-talkie (if
available) to confirm which vehicle to keep under observation. GM5 may be placed at the
end-point and receive these calls and/or keep the records as verbally transmitted by GM2
and GM3.
5. These observations should be made over the period of 1-hour or until a sample size of 50
vehicles is obtained in both directions.

5.2.3. Expected Results

5.2.3.1. Tabulation of Data

Shall be obtained from conduction of the experiment itself.

 Survey Station : XXX Distance : XXX

From : XXX To : XXX

Enumerator : XXX Date : DD/MM/YY

Time: HHMM Start: HHMM End: HHMM Weather : *Brief description

Vehicle No. Registration No. Time Speed

XXX *From the *From the

1, 2, 50 stopwatch speedgun
*Only digits, alphabetical
characters not needed. *In seconds *In km/h

5.2.3.2. Interpretation of Data

1. Calculations

a) Comparisons of speed obtained manually (dividing the time by fixed length) versus
automatically (speed gun). This is to ensure certainty.
b) The maximum (fastest) and minimum (slowest) speeds in the sample. The speed
range can be extracted from these values.
c) Average speeds according to class
d) Frequency or Number of vehicles

2. Graphs

a) Frequency Histogram Number of Vehicles vs. Class Value

b) Frequency & Cumulative Distribution Cumulative Frequency vs. Speed
c) Trendlines
d) Modal, mean, and midpoint speed

3. Basic percentiles quarter, median, percentile of design speed

5.3. Traffic Volume Studies

5.3.1. At a section before the critical curve of the road

1. Select and sketch the layout of the study area. The area must be a strategic location (safe
for the enumerator). Avoid obstructed location.
2. Each enumerator concentrates on each land and one direction of flow.
3. Using tally counter, record and determine the volumes of the observed vehicles according
to class of vehicle in every 15 minutes for 1 hour time.
4. Reset the counter to zero before resume counting.

5.3.2. At the the signalized junction leading to Presint 14, Putrajaya

1. Select and sketch the layout of the junction (study area). The area must be straight
location (safe for the enumerator).
2. Each enumerator concentrates on each lane and one direction of flow.
3. Define the movement condition (through, left or right turning) on the intersection
understudy.
4. Record and determine the volume for each movement according to class of vehicle in
every 15 minutes for 1 hour time. Reset the counter to zero before resume counting.

5.4. Capacity Analysis on Signalized Intersection

Capacity analysis on signalized intersection are designed to determine the capacity and LOS at
specific signalized intersection location. Based on the observation, there are four signalized
intersection along Jalan Ayer Itam. Through a deep conversation and discussion between the group
members, we have decided to choose a selected signalized intersection (shown in Figure 1) as our
study location. This is because, the visible distance for traffic light from the driver sight is
insufficient due to a curve near the selected intersection. Hence, the signalized LOS of the
signalized intersection affect the accident analysis. As example, if the green light time is too short
it could make the queue longer and results to a shorter sight distance.
Figure 4: Intersection selected (circled in blue) for observation based on selected section of Jalan
Ayer Itam (refer to 4.0 Preliminary Observations) and experiment requirements

This method is chosen because the results are believed to be one of the cause for accident analysis
as they contribute to the following safety application:

1. Determining the saturation flow rise arid the start-up delay.

2. The stopped delay for vehicle
3. Assessing roadway safety question

a) The number of vehicle pass the green phase time

b) The numbet of vehicle on yellow phase time
c) Evaluating peak hour LOS as a factor for vehicle accidents
d) Investigating input from relevant authorities

2.1 Apparatus required

1. Stopwatch
2. Field data survey from
2.2 Procedure
General Tasks:

1. An observation point was picked where the STOP line or crosswalk and the signal
observation are clearly visible.
2. A reference point was chosen, which was near the cross line where vehicle consistently
stop. When the vehicle has crossed the reference point, it is considered to have entered
the intersection.
3. A study for each cycle was performed
4. Any unusual event that may have influence the saturation flow rate, such as busses,
stalled vehicles, unloading trucks and so on were noted down.
5. The area type and width and the grade of the lane being studied were measured and
recorded.

Recorder Tasks:

1. The last vehicle that stopped in queue when the signal turns green was noted
2. The last vehicle was described to the timer.
3. The volume of each movement were recorded and determined according to class of
vehicle.
4. The time called out by timer was recorded.

Timer Tasks:

1. The stop watch was started at the beginning of green and the recorder was informed.
2. The time was recorded as the fourth vehicles rear axle crosses the reference point.
3. The stopwatch was continued to time without resetting until the rear axle of the last
vehicle in the queue passed the reference point of the green phase ended.
4. The vehicles that were entering the intersection at the green(saturation time called out)
were numbered and the time of the last vehicle entered the intersection was recorded.
5. The time was recorded when the stream of vehicle stops entering the intersection.
 6. The time of total green time, cycle time length, and amount of clearance time was
recorded.
7. When the queue contains high percentage of trucks or other heavy vehicles, the cycle was
skipped

2.3 Expected Results

2.3.1 Tabulation of Data

Shall be obtained from conduction of experiment itself.

(From XXX to XXX)

Vehicle # Cycle 1(s) Cycle 2(s) Cycle 3(s) Cycle 4(s) Cycle 5(s)

1 XXX XXX XXX XXX XXX

2
3
4 XXX XXX XXX XXX XXX
5
End of *Green phase
green time
End of *Yellow phase
saturation time
*number of
# vehicle veh. cross the
on yellow stop line on
yellow phase
Cycle
*total time
length
Total cars

2.3.2 Interpretation of Data

1. Calculations
a) Obtaining the corrected saturation flow for each approach
b) Obtaining the capacity ratio for each approach and signal phase
c) Obtaining the reserve capacity for the intersection
d) Obtaining the vehicular delay and queue delay
6.0 References
1. Maps taken from Google Maps 2017 and/or Google Earth Pro 2017.
2. CETB411 Transportation Engineering Laboratory Manual, Department of Civil
Engineering, UNITEN, by Mohd. Sufian b Abd Karim, 2002
3. James H. Banks, Introduction to Transportation Engineering, 2nd Ed., McGraw-Hill,
New York, 2002.
4. Nicholas J. Garber, Lester A. Hoel, Traffic and Highway Engineering, 2nd Ed., PWS
Publishing Company, Boston, 1997.
5. Iowa State University Institute for Transportation. "Handbook of Simplified Practice for
Traffic Studies". Internet: http://www.ctre.iastate.edu/pubs/traffichandbook/, July 6,
2017.
6. University of Idaho. Capacity & LOS Analysis Heavy Vehicle Adjustment Factor.
Internet:
http://www.webpages.uidaho.edu/niatt_labmanual/chapters/capacityandlos/theoryandcon
cepts/HeavyVehicleAdjustmentFactor.htm, July 7, 2017.
7. Wikipedia. Level of Service. Internet: https://en.wikipedia.org/wiki/Level_of_service,
July 7, 2017.