Traffic Junction -Highway lab Report

ECG304 Title : DESIGN OF TRAFFIC JUNCTION FOR AN UNSIGNALISED INTERSECTION Names: 1. MUHAMMAD FAQRULLAH BIN ROSLI (2012608918) 2. MUZHAFAR AKMAL MAHMUD BIN NOR AZLAN (2012619496) 3. MUHAMMAD SAHROL HELMI BIN TERMIZI (2012624568) 4. MOHAMMAD RASDHAN BIN HASNOR (2012819032) 5. MUHAMMAD NUR IZZUDIN BIN HALIM (2012449002) 6. PUTERI MARINA BINTI KHAIRUDDIN (2012274954) 7. SARA NOOR BINTI MOHAMMAD SALIM (2012688056)

Lecturer’s Name : MISS ROSLIZAYATI BINTI RAZALI

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

The objective of this study is to design the traffic junction for an unsignalised intersection and to observe the traffic flow trend and movement pattern.

THEORETICAL BACKGROUND

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

To ensure efficiency of operation To ensure safety of road users To maintain design speed To minimise cost of operation To maximise 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 interchanges with ramps allows one traffic stream to reach another from grade-separated roadways by introducing ramps.

APPARATUS 1. A stopwatch 2. A Mechanical Hand Tally Counter

PROCEDURE 1. The location of road junction with moderate traffic flow has been selected. 2. A position where the number of vehicles to be counted and recorded were determined at a point in a unit time. 3. The data of the traffic volume is obtained through a study conducted from 8.45 a.m. until 9.45 a.m. at intervals of 15 minutes. 4. Then, the total traffic volume is recorded and tabulated.

RESULT

V1

V2

V6 V5 V3

V4

V1 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

Large lorry

Bus

8.45am- 9.00am

34

15

2

2

-

2

9.01am- 9.15am

33

11

2

5

2

-

9.16am -9.30am

36

5

3

6

-

-

9.31am- 9.45am

37

7

2

4

-

-

Total

140

38

9

17

2

2

Large lorry

Bus

V2 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

8.45am- 9.00am

43

7

3

1

-

-

9.01am- 9.15am

36

11

4

5

5

-

9.16am -9.30am

29

1

2

2

4

-

9.31am- 9.45am

26

2

1

1

-

-

Total

134

21

10

9

9

-

V3 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

Large lorry

Bus

8.45am- 9.00am

24

2

1

-

-

-

9.01am- 9.15am

15

3

-

1

-

-

9.16am -9.30am

11

2

1

1

-

1

9.31am- 9.45am

13

5

1

-

-

-

Total

63

12

3

2

-

1

Large lorry

Bus

V4 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

8.45am- 9.00am

70

20

3

2

-

-

9.01am- 9.15am

64

13

5

5

1

-

9.16am -9.30am

62

9

-

7

-

-

9.31am- 9.45am

71

10

2

5

-

-

Total

267

52

10

19

1

-

V5 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

Large lorry

Bus

8.45am- 9.00am

7

2

1

2

-

-

9.01am- 9.15am

11

4

-

-

-

-

9.16am -9.30am

9

2

-

-

-

-

9.31am- 9.45am

6

-

-

1

-

-

Total

33

8

1

3

-

-

Large lorry

Bus

V6 Time

No. of vehicle Van Small lorry

Car /taxi

Motorcycle

8.45am- 9.00am

48

5

5

-

2

1

9.01am- 9.15am

38

1

-

1

3

-

9.16am -9.30am

30

3

1

2

9

-

9.31am- 9.45am

31

1

4

-

3

-

Total

147

10

10

3

17

1

183

208

188

81 349

45

DISCUSSION

Peak hour factor (PHF) Time 8.45am- 9.00am 9.01am- 9.15am 9.16am -9.30am 9.31am- 9.45am Total

Volume 304 279 238 233 1054

Rate of flow ,(veh/hr) 1216 1116 952 932

No. of vehicle 784 141 43 54 29 4

PCU value 1.00 0.75 2.00 2.50 3.00 3.00

Passenger Car Unit (PCU) Vehicle Car /taxi Motorcycle Van Small lorry Large lorry Bus

PCU/hr 784.00 105.75 86.00 135.00 87.00 12.00

CONCLUSION From the observation that have been conduct, the volume over the full hour is the sum of the four 15minute volumes comprising the hour. This value, 1054 veh/hr is an hourly volume (total volume of all intervals). So, the relationship between the hourly volume and the maximum rate of flow within the hour is defined by the peak hour factor (PHF) is 0.867.