1.

0 PREAMBLE

1.1 Introduction

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.

In this laboratory activity, traffic flows is to be assessed and the level of operating
performance for a calculated capacity can be identified. The study will focusing on the
junction performance.

1.2 Objective

The objective of this laboratory activities is to apply the theoretical knowledge related to the
traffic study and junction capacity to the field works. Thus, student will ask to select a four-
leg or three-leg junctions in order to evaluate performance of that junction.

1.3 Learning Outcomes

At the end of the laboratory activities, students would be able to:

1. Determine the traffic volume data and design the signalized intersection.

2. Analyze and present the relevant results of traffic data.

3. Work in group to produce technical report.

1.4 Theoretical Background

High traffic volume can affect the operation of intersection. Intersection has significant
influence for interrupted flow. Gap analysis is used to measure the LOS of an unsignalized
intersection. An efficient intersection shall operate at least at Level of Service D. In addition
to level of Service, the safety aspect of an intersection must also be considered to avoid
accident

Traffic can operated smoothly 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. In Planning and
design of highway facilities, the principal purpose is to design or plan facilities that will
operate at flow rates below their optimum rates. However this objective can be archived only
if a good estimate of the optimum flow of a facility can be made.

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Ineffective junction operations can cause severe traffic congestion, thus affecting the
surrounding environment. There are several factors that need to be considered including the
safety of road users and adequacy of road infrastructure.

2.0 PROBLEM STATEMENT

The Scenario

A number of accidents have occurred at the four-leg intersection and three - leg junction in
Bandar Jengka. In this laboratory, each group will conduct a traffic study in term of traffic
volume and peak hour factor. The traffic volume and peak hour factor studies are conducted
to evaluate the intersection for safety improvements and minimize future accidents for that
particular four-leg or three - leg intersection.

3.0 WAYS AND MEANS

3.1 Apparatus

1. Counter
2. Safety vest
3. Paper data
4. Stop watch

3.2 Location

T-junction nearby Stadium Bandar Pusat Jengka

3.3 Procedure

1. A suitable site T-junction was selected near the entrance of Stadium Bandar Pusat
Jengka.
2. The traffic flow at the selected area were determined. The number of vehicles and the
type of each vehicle for every fifteen minutes are recorded. Every fifteen minutes, the
vehicles were being classes.
3. The observation was done for 1 hour.
4. This observation was repeated for four days at same place and same time, 4:30 p.m.
till 5:30 p.m.

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 4.0 DATA ANALYSIS

CLASS 1 : Cars and Taxis

CLASS 2 : Small Vans and Utilities (Light 2-axies)
CLASS 3 : Lorries and Large Vans ( Heavy 2-axies)
CLASS 4 : Lorries (Heavy 3-axies and above)
CLASS 5 : Buses
CLASS 6 : Motorcycles and Scooters

DAY 1 : SATURDAY

Time
15 30 45 60
Interval
1 2 3 1 2 3 1 2 3 1 2 3
Class L R L S R S L R L S R S L R L S R S L R L S R S
1 13 5 10 24 7 15 17 12 12 11 11 14 11 6 8 23 7 22 8 3 8 21 7 9
2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 5 4 5 6 3 6 5 4 5 7 4 7 3 1 6 10 4 14 2 2 4 7 2 5
Total 103 109 115 78
Rate of
412 436 460 312
Flow
405

TRAFFIC VOLUME (Veh/Hr) PEAK HOURLY VOLUME

405 0.880

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 DAY 2 : SUNDAY

Time
15 30 45 60
Interval
1 2 3 1 2 3 1 2 3 1 2 3
Class L R L S R S L R L S R S L R L S R S L R L S R S
1 18 3 6 19 4 12 6 9 9 13 11 20 16 4 10 13 8 9 7 6 15 12 13 10
2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 5 2 10 5 7 12 6 5 11 4 6 8 6 7 10 8 4 1 6 3 8 6 8 7
Total 103 108 98 101
Rate of
412 432 392 404
Flow
Average 410

TRAFFIC VOLUME (Veh/Hr) PEAK HOURLY VOLUME

410 0.949

DAY 3 : MONDAY

Time
15 30 45 60
Interval
1 2 3 1 2 3 1 2 3 1 2 3
Class L R L S R S L R L S R S L R L S R S L R L S R S
1 21 11 11 18 9 14 18 7 14 21 9 13 16 12 13 22 10 21 16 17 13 24 10 13
2 2 0 2 2 2 0 0 0 1 0 0 0 1 0 1 4 0 1 0 0 3 2 1 0
3 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1
6 12 8 10 10 5 9 6 9 6 11 4 6 6 8 5 9 7 6 6 11 5 14 2 10
Total 148 126 143 149
Rate of 592 504 572
596
Flow
Average 566

TRAFFIC VOLUME (Veh/Hr) PEAK HOURLY VOLUME

566 0.950

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 DAY 4 : TUESDAY

Time
15 30 45 60
Interval
1 2 3 1 2 3 1 2 3 1 2 3
Class L R L S R S L R L S R S L R L S R S L R L S R S
1 10 2 7 22 9 15 16 6 3 29 5 16 16 8 5 25 10 9 10 3 3 31 5 8
2 1 0 0 1 1 1 3 0 0 2 0 0 2 0 0 1 1 0 1 0 0 0 0 0
3 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0
4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0
6 4 2 3 8 3 15 3 0 5 17 4 7 1 1 5 16 5 16 7 6 1 12 3 2
Total 104 119 122 93
Rate of
416 476 488 372
Flow
Average 438

TRAFFIC VOLUME (Veh/Hr) PEAK HOURLY VOLUME

438 0.897

4.1 Calculation

405
= = = 0.880
115 4

= 4 = 4 103 = 412 (/)

THE DAILY VOLUME PATTERN

600
566
500
TRAFFICVOLUME (veh/hr)

400 438
405 410
300

200

100

0
Saturday Sunday Monday Tuesday
DAYS

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5.0 DISCUSSION

Based on the data that we get, we can say that Monday is the busiest day than the others day.
It is followed by Tuesday that also has a high number of traffic volumes. This is because, the
traffic volume on Monday and Tuesday is 566 (veh/hr) and 438 (veh/hr) respectively. This
how believe that the data was affected because of Monday and Tuesday is a work and school
day. So, many people sent their children to school and go to work place. It is different with
Saturday and Sunday that have a low value of traffic volume. This is because, people likes to
spend their time together with their family at home than go out.

Among the 6 classes of vehicle, the frequent class are class 1 and class 6. This is because the
location of the traffic study is located on the city centre. Normally people use car and
motorcycle to moving in the city. This is because the space of city is crowded if we use a big
size of vehicle. So, it is rarely to found big vehicle such as van, large lorry and busses there.

Capacity and other traffic analyses focus on the peak hour of traffic volume, because it
represents the most critical period for operations and has the highest capacity requirements.
The peak hour volume, however, is not a constant value from day to day or from season to
season. Typical peak-hour factors for freeways range between 0.80 and 0.95. Lower factors
are more typical for rural freeways or off-peak conditions. Higher factors are typical of urban
and suburban peak-hour conditions.

6.0 CONCLUSION

From the discussion, we can conclude that the junction capacity study is important to
evaluate existing traffic conditions and highway systems deficiencies so we can proposed the
changes on capacity and traffic condition. This can be observed from the site observation.
Therefore, any improvement is not required for the time being because the road is in a good
condition and wont create problems for the users. As conclusion, the objective was achieve
that the capacity could be determined by running this experiment.

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7.0 APPENDIX

Figure 1 : Plan View of Site Location

Figure 2 :Sketch of T- Junction

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 Figure 3 : View of Site Location

Figure 4 : Observe the vehicles

8.0 REFFERENCE
BASIC HIGHWAY and TRAFFIC ENGINEERING (Tey Li Sian)(2014)(UiTM)