INTRODUCTION

Traffic flows is to be assessed and the level of operating performance for a calculated capacity
can be identified. Traffic flows can be reasonably well when the rate of flow is less than at
capacity, but excessive delay and congestion can occur when the rate of flow is at or near
capacity. Capacity analysis involves the quantitative evaluation of a road section to carry traffic
flow. For a given capacity, the level of operating performance that is, the quality of flow change
with the traffic density on the highway. The level of operating performance is indicated by the
concept of level of service (LOS), which uses qualitative measures that characterize both
operational conditions with a traffic stream and motorist and passengers perception of them. It
was done manually by recording each observed vehicle by ticking a mark at the prepared field
form or use a multiple gang tally to ease the job. Stopwatch is used to cue the observer
(enumerator) to the desired count interval and reset the counter at the start of each interval. The
raw counts are tallied and summarized.

Objectives

1. To calculate the total volume of vehicles and the service flow rate in PCU during certain
time

2. To find out the peak hour factor at certain location.

THEORETICAL BACKGROUND

An intersection or junction is the area where two or more road join or cross, including the
roadway and roadside facilities for traffic movement in that area. The purposes of an intersection
design are:

i. To ensure efficiency of operation

ii. To ensure safety of road users
iii. To maintain design speed
iv. To minimize cost of operation
v. To maximize the capacity of the intersection
 There are many types of intersections. Generally, intersections can be grouped into three
main categories: at-grade intersections, grade separated intersections (interchanges without
ramp) and interchanges with ramp. An at-grade intersection is an intersection where intersecting
roads meet at a common level. One traffic stream needs to give the right of way to another traffic
stream from a different direction at an at-grade intersection. A grade separated intersection is an
intersection where intersecting roads are at different elevations. The traffic streams from two
different directions have their own right of way to traverse. This category is also referred to as
interchanges without ramp. There is no way to connect traffic streams of different directions. An
interchange with ramps allows one traffic stream to reach another from grade-separated
roadways by introducing ramps.

There are two methods to count traffic volume which are manual count and automatic
volume count. For the manual count, data is counted by using hand tally and manual counters.
After selecting a location, an observation was made in a decided interval. Next, the automatic
volume count detects the traffic volume by using detection mechanism such as Satellite remote
sensing, Photogrammetry support or video recording to counting traffic volume. In addition,
traffic studies also can apply for planning, traffic operation and control, traffic pattern, and
structural design of the pavement.
PROCEDURES

1) The locations for traffic volume studies are on level roads and intersections are selected
which at gate one UiTM Shah Alam.
2) The layout for the selected study location is sketch and divide every member of group to
record number of vehicles passing every route that have been divide earlier.
3) For every 15 minutes, the total vehicle that passed each of the intersections and straight
roads has been recorded. The study was conducted for one hour.
4) The number of vehicles was recorded according to their categories by using counter meter
and filling up the survey form.

APPARATUS

1. Mechanical Hand Tally Counter

2. Safety vest
3. Data form
LOCATION OF STUDY
OBSERVATION

TIME (MIN)
TYPE OF VEHICLE LANE
15 30 45 60
L2 9 10 10 9
L3 3 5 5 3
L4 28 28 29 28
PRIVATE CAR AND TAXI
L5 20 21 21 21
L7 35 36 36 36
L9 35 36 36 35
L2 0 0 0 0
L3 1 1 1 1
L4 0 0 0 0
SMALL VAN AND UTILITY
L5 0 1 0 0
L7 2 2 2 2
L9 0 1 1 0
L2 2 0 0 0
L3 0 0 0 0
L4 0 1 0 0
MEDIUM LORRY AND LARGE VAN
L5 1 1 1 0
L7 0 1 1 0
L9 1 1 1 1
L2 0 0 0 0
L3 0 0 0 0
L4 0 0 0 0
HEAVY LORRY
L5 0 0 0 0
L7 0 0 0 0
L9 0 0 0 0
L2 0 0 0 0
L3 0 0 0 0
L4 1 1 1 0
BUS
L5 1 1 1 0
L7 1 1 1 1
L9 0 1 0 0
L2 5 5 5 5
L3 16 16 17 16
L4 15 15 15 15
MOTORCYCLE
L5 1 2 2 2
L7 14 15 15 14
L9 5 6 6 5
 Traffic Volume vs. Time (L2)
10 10
10 9 9
9
8
Traffic volume (vph)

7 PRIVATE CAR AND TAXI

6 5 5 5 5 SMALL VAN AND UTILITY
5 MEDIUM LORRY
4 HEAVY LORRY
3 2 BUS
2 MOTORCYCLE
1 0 00 0000 0000 0000
0
15 30 45 60
Time (min)

Proportion of vehicle by type at (L2)

HEAVY
LORRY
0%

PRIVATE CAR AND TAXI

MOTORCYCLE SMALL VAN AND UTILITY
33%
MEDIUM LORRY
HEAVY LORRY
PRIVATE CAR AND
TAXI BUS
MEDIUM 64% MOTORCYCLE
LORRY BUS
3% 0%
SMALL VAN AND
UTILITY
0%
 Traffic Volume vs. Time (L3)
18 17
16 16 16
16
PRIVATE CAR
14 AND TAXI

SMALL VAN AND

Traffic volume (vph)

12
UTILITY
10
MEDIUM LORRY
8

6 5 5 HEAVY LORRY

4 3 3
BUS
2 1 1 1 1
0 0 0 0 0 0 0 0
0 MOTORCYCLE
15 30 45 60
Time (min)

Proportion of vehicle by type at (L3)

SMALL VAN AND

UTILITY
5%
MEDIUM LORRY
PRIVATE CAR AND 0%
TAXI PRIVATE CAR AND TAXI
19%
SMALL VAN AND UTILITY
HEAVY MEDIUM LORRY
LORRY
0% HEAVY LORRY
BUS
MOTORCYCLE BUS
MOTORCYCLE
76% 0%
 Traffic Volume vs. Time (L4)
30 28 29
28 28

25
Traffic volume (vph)

20 PRIVATE CAR AND TAXI

15 15 15 15 SMALL VAN AND UTILITY
15
MEDIUM LORRY
HEAVY LORRY
10
BUS

5 MOTORCYCLE
1 1 1 1
0 0 0 0 0 0 0 0 0 0 0 0
0
15 30 45 60
Time (min)

Proportion of vehicle by type at L4

Private Car and Taxi

Motorcycle
34% Small Van and Utility
Medium Lorry
Heavy Lorry
Private Car and Bus
Taxi
Bus 64% Motorcycle
2%
Heavy Lorry
0% Small
Medium Van
Lorry and
0% Utility
0%
 Traffic Volume vs. Time (L5)

40 36 36
35 35
35

30
Traffic Volume (vph)

PRIVATE CAR AND TAXI

25 SMALL VAN AND UTILITY
20 MEDIUM LORRY

15 HEAVY LORRY
BUS
10
MOTORCYCLE
5
0 1 0 1 1 1 1 0 1 2 0 1 0 1
2
0 0 0 0
2

0
15 30 45 60
Time (min)
 MOTORCYCLE
SMALL VAN AND HEAVY LORRY
4%
UTILITY 0% BUS
1% 2%
Proportion of vehicle by type at (L5)
MEDIUM LORRY
2%

PRIVATE CAR AND TAXI

SMALL VAN AND UTILITY
MEDIUM LORRY
HEAVY LORRY
BUS
MOTORCYCLE
PRIVATE CAR AND
TAXI
91%
 Traffic volume vs. Time (L7)

40
35 36 36 36
35

30
Traffic volume (vph)

PRIVATE CAR AND TAXI

25
SMALL VAN AND UTILITY
20 MEDIUM LORRY
14 15 15 14 HEAVY LORRY
15
BUS
10
MOTORCYCLE
5 2 2 1 1 2 1 1 2
0 0 1 0 0 0 0 1
0
15 30 45 60
Time (min)
 Proportion of vehicle by type at (L7)

Motorcycle, 58

Bus, 4
Heavy lorry, 0 Private car and
taxi
143
Medium lorry, 2
Small van
and utility, 8
 Traffic volume vs. Time (L9)
40
36 36
35 35
35

30
Traffiv Volume (vph)

PRIVATE CAR AND TAXI

25
SMALL VAN AND UTILITY
20
MEDIUM LORRY

15 HEAVY LORRY
BUS
10
6 6 MOTORCYCLE
5 5
5
1 1 1 1 1 1 1
0 0 0 0 0 0 0 0 0
0
15 30 45 60
Time (min)
 Proportion of vehicle by type at (L9)

BUS
1%
HEAVY
LORRY
0% MOTORCYCLE
MEDIUM LORRY 13%
2%
SMALL VAN
AND UTILITY
1%

PRIVATE CAR AND

TAXI, 142, 83%
Type of vehicle per hour in study area:

LANE
VEHICLE CLASS TOTAL
L2 L3 L4 L5 L7 L9
PRIVATE CAR AND
38 16 113 83 143 142 535
TAXI

SMALL VAN AND

0 4 0 1 8 2 15
UTILITY

MEDIUM LORRY 2 0 1 3 2 4 12

HEAVY LORRY 0 0 0 0 0 0 0

BUS 0 0 3 3 4 1 11

MOTORCYCLE 20 65 60 7 58 22 232

TOTAL 60 85 177 97 215 171 805

 TYPE OF VEHICLE PER HOUR

MOTORCYCLE
PRIVATE CAR AND TAXI
29%
SMALL VAN AND UTILITY
PRIVATE CAR MEDIUM LORRY
AND TAXI HEAVY LORRY
BUS 66%
BUS
1%
HEAVY MOTORCYCLE
LORRY
0%

SMALL VAN
AND UTILITY
MEDIUM 2%
LORRY
2%
The summary for volume of vehicle based on traffic volume analysis:

LANE L2 L3 L4 L5 L7 L9
VOLUME OF VEHICLE
60 85 177 156 215 171
(VPH)
VOLUME OF VEHICLE
58 72.75 169.5 165.75 219.5 175.5
(PCU)
PEAK HOUR FACTOR
0.94 0.31 0.98 0.8 0.98 0.95
(PHF)
 TRAFFIC VOLUME by LANE vs. TIME
80
70 69
66
60 60 60
TRAFFIC VOLUME

55 55 53
50 52
48 49
44 45 45
44 43
40 41 41
30
20
16 15 15 14
10
0
15 30 45 60
TIME

L2 L3 L4 L5 L7 L9
 WORKSHEET FOR ANALYSIS OF T-INTERSECTIONS

STEP 1 : LT From Minor Road Vg

Conflicting Flow, Vc 1/2V3+V2 = 1/2(85) + 60 = 102.5 vph (Vcg)

Critical Gap, Tc and Potential Capacity, Cp Tc = 5.5 sec (Table 4-3) Cpg = 955 pcph ( Fig. 4-2)

Actual Capacity, Cm Cmg = Cpg = 955 pcph

STEP 2 : RT From Major Road

V4

Conflicting Flow, Vc V3 + V2 = 85 + 60 = 145 vph (Vc4)

Critical Gap, Tc and Potential Capacity, Cp Tc = 5.0 sec (Table 4-3) Cp4 = 1030 pcph ( Fig. 4-2)

Percent of Cp Utilized and Impedance Factor

(V4/Cp4)x 100= 14.08% P4= 0.90
(Figure 4 -3)

Actual Capacity, Cm Cm4 = Cp4 = 1030 pcph

STEP 3: RT From Minor Road V7

Conflicting Flow, Vc 1/2V3+V2+V5+V4= 1/2(85)+60+156+177 = 435.50 vph (Vc7)

Critical Gap, Tc and Potential Capacity,

Tc = 6.5 sec (Table 4-3) Cp7 = 660 pcph ( Fig. 4-2)
Cp

Actual Capacity, Cm Cm7=Cp7 x p4= 660 x 0.90 = 594 pcph

7+ 9
SHARED LANE CAPASITY : SH = 7 9 if lane is shared (i.e. 7 and 9 ) = 776.70
( )+( )
7 9

Movement No. V (pcph) Cm (pcph) Cr (pcph) LOS

4 169.5 955 607.20 A

7 219.5 1030 557.2 A

9 175.5 594 601.2 A

file:///C:/Users/user/Downloads/A%20Guide%20To%20The%20Design%20Of%20At-Grade.pdf
Appendix
Traffic Junction

Location of our study. Main Gate of UiTMSA

Safety vest must be worn at all times while Mechanical Device used.
running experiment.

Data needs to be rechecked to avoid error.

DISCUSSION

Traffic volume studies are conducted to determine the number, the movements and the
classification of roadway vehicles at a location. These data are helping to identify the critical
flow time period. Moreover, it is also helps in determining the influence of large vehicles or
pedestrians vehicular traffic flow or document traffic volume trends. As for our experiment, the
selected location is in University Technology MARA Shah Alam. It is near the Canseleri UiTM
at Main Gate UiTM Section 2. Three parameters have been analyzed which are follow up time,
different types of vehicles and total number of vehicles that approaches the junction.

The experiment that we have conducted is at the intersection. We choose the junction that
mostly vehicle pass through. We conducted the experiment at 3.00pm. That time is almost nearly
to the peak hour where most vehicles are on the move as are people and students heading back
home. The peak hour factor (PHF) and traffic volume in PCU was measured in 1-hour period
over 15 minutes of time interval. From our observation, the types of vehicles that goes through
the road we are mostly motorcars/taxi with a total of 535. The second highest volume of vehicle
is motorcycles which are 232, and third is small van utility of 15, followed by medium lorry of
12 and the lowest total number is bus with 11.

Based on the result, highest PHF is 0.98 at Lane 4 and Lane 7. Lane 4 consists of a major road
from Kolej Seroja exiting through the main gate while Lane 7 represents the entrance from the
main gate and entering the main road heading towards FKA. The highest number of vehicles that
contribute to this factor happened in between 3.15 pm to 3.30pm which may be caused of
students and lecturers returning home or moving to another place for personal reasons. However.
The value between 4 quadrants doesnt differ too much. Meanwhile, traffic volume (PCU) at
Lane 7 is highest with 219.5pcu. The lowest PHF and PCU values were at Lane3 and Lane 2,
which are 0.31 and 58pcu respectively. Due to traffic volume (PCU) result, the highest is at Lane
7 (from minor road of Main Gate to major road FKA). This Lane has the highest number of
car/taxi amongst all lanes which cover __% proportion of total vehicles at the Lane 7. With
__pcu of traffic volume, this lane has a delay in certain period of time because of the conflict
point at the junction. Moreover, the distance from the Main Gate to the T-junction is too short.
 As shown in Graph of Traffic Volume vs time, this T-junction was busy during 3pm to
3.15pm. Generally, Lane 7 and Lane 9 recorded the highest traffic volume which were affected
by the incoming vehicle to UiTM such as students and lecturers. While in the same time period,
Lane 2 and Lane 3 have low pcu of traffic volume because our timeframe of study wasnt at the
end of the day thus explains why not many vehicles uses the road to exit from UiTM.

CONCLUSION

After study is done we can conclude that the objectives of traffic volume study have been
achieved which are to determine the vehicles composition in the traffic flow stream and observe
the traffic flow trend and movement pattern of a particular three-way junction. We can conclude
that the traffic flow at our location is busiest at 3.15pm to 3.30pm.

Besides, we also can determine the influence of large vehicles or pedestrian on vehicular traffic
flow and traffic data volume trends. Based on the observations, the total of vehicles that used the
T-junction is __ vehicles. The highest percentage of the traffic volume is _% ( _vehicles) which
represents the number of private cars and taxis. The motorcycles and scooters were the second
highest which contributed _% (_ vehicles). The least type of vehicle that contributes to the traffic
volume of the T-junction is buses which are only _vehicles and Lorries (_%). The highest
composition of vehicles in this location is at lane 7 with _PCU, while the lowest is at lane 2 with
_PCU. Besides that, the peak hour factor (PHF) that represents the busiest 15

minutes of the rush hour at this location are at lane _ with highest PHF of and the lowest

PHF is lane _ with _PHF.