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1.0 Introduction
Traffic engineering is a branch ofcivil engineering that uses engineering techniques to
achieve the safe and efficient movement of people and goods. It focuses mainly on research and
construction of the infrastructure necessary for safe and efficient traffic flow, such
as road geometry, sidewalks and crosswalks,segregated cycle facilities,shared lane
marking, traffic signs, road surface markings and traffic lights.
Traffic engineering is closely associated with other disciplines:
Transport engineering
Highway engineering
Transportation planning
Urban planning
Human factors engineering
Typical Traffic engineering projects include:
Designing traffic control device installations and modifications, including traffic
signals, signs, and pavement markings
Investigating locations with high crash rates and developing countermeasures to
reduce crashes
Preparing construction traffic control plans, including detour plans for pedestrian
and vehicular traffic
Estimating the impacts of commercial developments on traffic patterns
Along with computer and electrical engineers, developing systems for intelligent
transportation systems
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1.1 Issue selected
We had chosen this location as our study due to we think that the area is highly risk of
accident to occur. This is because we think the radius if the roundabout is not enough for the
volume and speed of vehicles that often use the road such as cars, motorcycles and buses.
Due to the straight and long way before the roundabout, vehicles usually speed up their
vehicles. But when they get closed to the roundabout, they need to change the speed abruptly. If
the majority of road users failed to control it well, accident might occur.
Other than that, we consider the safety of the vulnerable road user which is the motorist
and pedestrian. Due to there`s no specific space for pedestrian, their life are at risk every time
they cross the road along the roundabout. While for motorist, the narrow size of the road, they
might get caught between larger vehicles and the divider.
At the roundabout itself, we can see the flexible road divider are already damaged. If this
problem is underestimated, this will implicate such huge loss as life, cost, time and esthetic
value.
1.2 Motorist Safety and Comfort
Motorcycle safety concerns many aspects of vehicle and equipment design as well as
operator skill and training that are unique to motorcycle riding.
In many countries, motorcycles are a popular form of transport. Motorcycles are
relatively cheap compared to other forms of motorized vehicles, and provide mobility to millions
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of people worldwide. However, unlike other forms of motorized transport, there is very little
protection for motorcycle riders and passengers. When crashes do occur, they often have very
severe consequences, especially at higher speeds or in situations where larger vehicles are
involved. The chance of a motorcycle rider or passenger surviving a collision with a car is
greatly reduced at speeds over 30 km/h.
Even in countries where motorcycles form only a small part of traffic, motorcycle
casualties can form a significant part of the crash problem, and the risk of injury or death is many
times greater for motorcyclists than for other forms of transport. In many low and middle-
income countries motorcycles are a major means of transport and their requirements should be
reflected in road design and traffic management measures. In high-income countries
motorcycling is often a more minor transport mode but also a significant leisure pursuit, and the
two groups of motorcyclists present very different risks and require different countermeasures to
improve their safety.
Certain maneuvers and road conditions carry a higher risk to motorcyclists than to
drivers. For example, motorcycles are less stable, and so riders are more likely to lose control of
their vehicle when cornering. Motorcycles have very different road performance characteristics
than other types of vehicles. Motorcyclists can accelerate much more rapidly than other
vehicles. They may appear in positions where other road users do not expect them. Motorcycle
riders may also suddenly change their lane position to avoid a pavement hazard.
The road environment has a significant influence on the risk of crashes involving
motorcyclists. Contributing factors include:
Interaction with larger vehicles (cars, trucks)
Road surface issues (such as roughness, potholes or debris on the road)
Water, oil or moisture on the road
Excessive line marking or use of raised pavement markers
Poor road alignment
Presence of roadside hazards and safety barriers
Number of vehicles and other motorcyclists using the route.
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Road design and safety engineering countermeasures aimed at the specific needs of
motorcyclists is, in part, being addressed with guideline documents produced by motorcycle user
and industry groups. Aimed at road engineers, such guidelines recognize that measures that can
protect vehicle occupants from serious injury in the event of a crash may have a negative impact
on motorcyclists. By far the most contentious area of debate in this field regards crash barriers.
Typically, standard safety barriers are not tested for their impact on motorcyclists, but
research suggests that the exposed vertical support posts are particularly aggressive, irrespective
of the barriers' other components. Secondary rails, such as the Bike Guard, BASYC or Moto
Tub systems, that protect riders from the posts and present a continuous surface, and impact
attenuators that cover the support posts themselves are being increasingly implemented.
1.3 Pedestrian Safety
Emergency physicians see thousands of pedestrians injured every year. In 2008, 69,000
pedestrians were injured in traffic crashes and nearly 5,000 (4,378) were killed. A pedestrian is
injured every eight minutes and one is killed every two hours. Alcohol involvement (for driver
or pedestrian) was reported in nearly half of all traffic crashes resulting in pedestrian deaths. In
one-third of pedestrian fatalities, the pedestrian is intoxicated. Everyone is only one step away
from a medical emergency.
1.3.1 Pedestrian Safety Through Vehicle Design
Almost two-thirds of the 1.2 million people killed annually in road traffic crashes
worldwide arepedestrians. Despite the magnitude of the problem, most attempts at reducing
pedestrian deaths have focused solely on education and traffic regulation. However, in recent
years crash engineers have begun to use design principles that have proved successful in
protecting car occupants to develop vehicle design concepts that reduce the likelihood of injuries
to pedestrians in the event of a car-pedestrian crash. These involve redesigning the bumper, hood
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(bonnet), and the windshield andpillarto be energy absorbing (softer) without compromising the
structural integrity of the car.
Most pedestrian crashes involve a forward moving car (as opposed to buses and other
vehicles with a vertical hood/bonnet). In such a crash, a standing or walking pedestrian is struck
and accelerated to the speed of the car and then continues forward as the car brakes to a halt.
Although the pedestrian is impacted twice, first by the car and then by the ground, most of the
fatal injuries occur due to the interaction with the car. The vehicle designers usually focus their
attention on understanding the car-pedestrian interaction, which is characterized by the following
sequence of events: the vehicle bumper first contacts the lower limbs of the pedestrian, the
leading edge of the hood hits the upperthigh orpelvis, and the head and uppertorso are struck by
the top surface of the hood and/or windshield.
1.3.2 Who is at risk for pedestrian injury and death?
More than two-thirds of pedestrians (70 percent) who died were males. About one-fifth
of children between the ages 5 and 9 who died in traffic crashes are pedestrians. Children ages
15 and younger account for 22 percent of all pedestrians injured in traffic crashes. Older
pedestrians (over age 65) account for 18 percent of all pedestrian fatalities and 10 percent of all
pedestrian injuries (National Highway Traffic and Safety Administration).
1.3.3 When do pedestrian deaths and injuries happen?
Thirty-eight percent of all young (under age 16) pedestrian fatalities occur between 3 and
7 p.m. Pedestrian deaths are more likely to occur Fridays, Saturdays or Sundays than on other
days; nearly half (49 percent) of all pedestrian fatalities occurred on these days. More
pedestrians die on New Years Day than on any other day of the year (Injury Prevention).
Halloween is the most dangerous day of the year for pedestrian injuries and deaths among
children. Children are walking at night and in costumes, which may impede their vision and
create tripping hazards.
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1.3.4 How often is alcohol involved in a pedestrian injury or death?
Alcohol involvement, either by a driver or pedestrian, was reported in nearly half (48
percent) of traffic crashes that resulted in pedestrian fatalities in 2008. Thirty-six percent of
pedestrians killed in traffic accidents had blood alcohol concentrations of .08 or higher. Thirteen
percent of drivers had .08 blood alcohol concentrations. In 6 percent of accidents, both the
driver and pedestrian were intoxicated.
1.3.5 Is cell phone use associated with pedestrian injuries?
This is a growing trend. The rate of pedestrian injuries resulting from walking while
using a cell phone, either to talk or to text, doubled from 2006 to 2007 and doubled again in
2008. To prevent injury and death, pedestrians should:
Use sidewalks. Know and obey safety rules.
Cross only at intersections and crosswalks and only with a green light.
Look left, right and left again for traffic before stepping off the curb.
Be alert and aware when you are crossing the street. Do not be distracted by cell phones,
PDAs or headsets.
See and be seen. Walk facing traffic.
Closely watch children and teach them safety rules.
1.3.6 Reducing Pedestrians Injuries
Most pedestrian deaths occur due to the traumatic brain injury resulting from the hard
impact of the head against the stiff hood or windshield. In addition, although usually non-fatal,
injuries to the lower limb (usually to the knee joint and long bones) are the most common cause
of disability due to pedestrian crashes. A Frontal Protection System (FPS) is a device fitted to
the front end of a vehicle to protect both pedestrians and cyclists who are involved in a front end
collision with a vehicle. Car design has been shown to have a large impact on the scope and
severity of pedestrian injury in car accidents.
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2.0 Objective
a) To know lane width, shoulder width and meridian width
b) The analysis will attempt to determine the LOS for road in UTHM.
3.0 Scope of study
This study was conducted in area of Tun Hussein Onn Malaysia University (UTHM) at
Parit Raja, Batu Pahat, Johor Darul Takzim. The specific area is at the intersection of main road
in the University, which is considered as the busiest way in the UTHM. We made the
observation on the peak hour of the road for two hours beginning at 8.25 a.m until 10.25 a.m.
The time interval of the observation is at each of 10 minutes.
4.0 Literature Review
4.1 Traffic systems
Increasingly however, instead of building additional infrastructure, dynamic elements are
also introduced into road traffic management (they have long been used in rail transport). These
use sensors to measure traffic flows and automatic, interconnected guidance systems (for
example traffic signs which open a lane in different directions depending on the time of day) to
manage traffic, especially in peak hours. Also, traffic flow and speed sensors are used to detect
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DIRECTION:
Road Study
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problems and alert operators, so that the cause of the congestion can be determined and measures
can be taken to minimize delays. These systems are collectively called intelligent transportation
systems.
4.2 Available Methods
Two methods are available for conducting traffic volume counts which is manual and
automatic. For this study we use a manual traffic volume count.
4.2.1 Automatic Count Method
The automatic count method provides a means for gathering large amounts of traffic data.
Automatic counts are usually taken in 1-hour intervals for each 24-hour period. The counts mayextend for a week, month, or year. When the counts are recorded for each 24-hour time period,
the peak flow period can be identified.
Automatic Count Recording Methods
Automatic counts are recorded using one of three methods: portable counters, permanent
counters, and videotape.
Portable Counters
Portable counting is a form of manual observation. Portable counters serve the same
purpose as manual counts but with automatic counting equipment. The period of data collection
using this method is usually longer than when using manual counts. The portable counter
method is mainly used for 24-hour counts. Pneumatic road tubes are used to conduct this
method of automatic counts. Specific information pertaining to pneumatic road tubes can be
found in the users manual.
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Pneumatic Road Tube and Recorder
Permanent Counters
Permanent counters are used when long-term counts are to be conducted. The counts
could be performed every day for a year or more. The data collected may be used to monitor and
evaluate traffic volumes and trends over a long period of time. Permanent counters are not a
cost-effective option in most situations. Few jurisdictions have access to this equipment.
Videotape
Observers can record count data by videotaping traffic. Traffic volumes can be counted
by viewing videotapes recorded with a camera at a collection site. A digital clock in the video
image can prove useful in noting time intervals. Videotaping is not a cost-effective option in
most situations. Few small jurisdictions have access to this equipment.
Automatic Count Study Preparation Checklist
When preparing for an automatic count study, use the checklist in Table 3.2. This
checklist may be modified or expanded as necessary.
4.2.2 Manual Count Method
Most applications of manual counts require small samples of data at any given location.
Manual counts are sometimes used when the effort and expense of automated equipment are not
justified. Manual counts are necessary when automatic equipment is not available.
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Manual counts are typically used to gather data for determination of vehicle
classification, turning movements, direction of travel, pedestrian movements, or vehicle
occupancy.
The selection of study method should be determined using the count period. The count
period should be representative of the time of day, day of month, and month of year for the study
area. For example, counts at a summer resort would not be taken in January. The count period
should avoid special event or compromising weather conditions (Sharma 1994). Count periods
may range from 5 minutes to 1 year. Typical count periods are 15 minutes or 2 hours for peak
periods, 4 hours for morning and afternoon peaks, 6 hours for morning, midday, and afternoon
peaks, and 12 hours for daytime periods (Robertson 1994).
For example, if conducting a 2-hour peak period count, eight 15-minute counts would be
required. The study methods for short duration counts are described in this chapter in order from
least expensive (manual) to most expensive (automatic), assuming the user is starting with no
equipment. The study methods for short duration counts are described in this chapter in order
from least expensive(manual) to most expensive (automatic), assuming the user is starting with
no equipment.
Manual Count Recording Methods
Manual counts are recorded using one of three methods: tally sheets, mechanical
counting boards, or electronic counting boards.
Tally Sheets
Recording data onto tally sheets is the simplest means of conducting manual counts. The
data can be recorded with a tick mark on a pre-prepared field form. A watch or stopwatch is
necessary to measure the desired count interval.
Mechanical Counting Boards
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Mechanical count boards consist of counters mounted on a board that record each
direction of travel. Common counts include pedestrian, bicycle, vehicle classification, and traffic
volume counts. Typical counters are push button devices with three to five registers. Each button
represents a different stratification of type of vehicle or pedestrian being counted. The limited
number of buttons on the counter can restrict the number of classifications that can be counted on
a given board. A watch or a stopwatch is also necessary with this method to measure the desired
count interval.
Mechanical Counting Board
Electronic Counting Boards
Electronic counting boards are battery-operated, hand-held devices used in collecting
traffic count data. They are similar to mechanical counting boards, but with some important
differences. Electronic counting boards are lighter, more compact, and easier to handle. They
have an internal clock that automatically separates the data by time interval. Special functions
include automatic data reduction and summary.
.
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Electronic Counting Board
5.0 Methodology
5.1 Manual Count Method
Most applications of manual counts require small samples of data at any given location.
Manual counts are sometimes used when the effort and expense of automated equipment are not
justified. Manual counts are necessary when automatic equipment is not available.
Manual counts are typically used for periods of less than a day. Normal intervals for a
manual count are 5, 10, or 15 minutes. Traffic counts during a Monday morning rush hour and a
Friday evening rush hour may show exceptionally high volumes and are not normally used in
analysis; therefore, counts are usually conducted on a Tuesday, Wednesday, or Thursday.
5.2 Introduction
Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify critical flow
time periods, determine the influence of large vehicles or pedestrians on vehicular traffic flow, or
document traffic volume trends.
The length of the sampling period depends on the type of count being taken and theintended use of the data recorded. For example, an intersection count may be conducted during
the peak flow period. If so, manual count with 15-minute intervals could be used to obtain the
traffic volume data.
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5.2.1 Key Steps to a Manual Count Study
A manual count study includes three key steps:
1. Perform necessary office preparations.
2. Select proper observer location.
3. Label data sheets and record observations.
5.2.2 Perform Necessary Office Preparations
Office preparations start with a review of the purpose of the manual count. This type of
information will help determine the type of equipment to use, the field procedures to follow, and
the number of observers required. For example, an intersection with multiple approach lanes may
require electronic counting boards and multiple observers.
5.2.3 Select Proper Observer Location
Observers must be positioned where they have a clear view of the traffic. Observers
should be positioned away from the edge of the roadway. If observers are positioned above
ground level and clear of obstructions they usually have the best vantage point. Visual contact
must be maintained if there are multiple observers at a site. If views are unobstructed, observers
may count from inside a vehicle.
5.2.4 Label Data Forms and Record Observations
Manual counts may produce a large number of data forms; therefore, the data forms
should be carefully labeled and organized. On each tally sheet the observer should record the
location, time and date of observation, and weather conditions. Follow the data recording
methods discussed earlier.
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1. Communicate with other
staff/departments
2. Review historical data trends
3. Review citizen input
4. Request traffic control
Prepare
Select location
Complete study
Document
1. Select the proper location2. Plan the data collection
preparations
3. Complete the pre-study
documentation
1. Collect the data
2. Evaluate the data
3. Calculate the traffic volume
trends
1. Finalize the report
2. File the report
3. Communicate the results
`Figure 1 : Traffic Volume Count Steps
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5.3 Apparatus / Equipment
1. Measuring Tape / Odometer
2. Forms HC1, HC2 and HC3
3. Analogue Counter (optional)
4. Safety Vest
5. Safety Cones
6. Flags
Flags Stopwatch
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Manual Counter Odometer, Safety Vest, Cone
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5.4 Procedure
1. Conduct traffic was counted at the location (1 km in length) for an 2/3hour in segments of
10minutes. The data was recorded in form HC1.
2. The lane width, shoulder width and median width was measured using either a measuring
tape or measuring wheel. The data was recorded in form HC2. [Ensure safety by using the
safety vest, safety cones and flags to direct traffic and for self protection]
3. A walk-through survey was conducted of the 1 km section to determine the number of access
points. The type of median was observed. The data was recorded in form HC2.
4. The posted speed limit of the multilane highway was recorded in form HC2.
5. The Free Flow Speed (FFS) was calculated.
6. The number of lanes (per direction) was recorded in form HC3.
7. From form HC1, the hourly volume (V) and percentage of heavy vehicles was determined.
The data was recorded in form HC3.
8. The Flow Rate (vp) was calculated.
9. The Density (D) was calculated.
10. The Level of Service (LOS) was determined and was commented.
5.5 Information Gathering
Before a jurisdiction contacts an engineering consulting firm to perform a traffic volume
count study, a variety of information may need to be collected. Any information may aid the
consulting firm in adequately completing the study. The following is a list of possibleinformation that an engineering consulting firm may request:
issue at hand
historic volume counts
existing zoning
proposed future land use
changes
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traffic impact statements if
available
citizen input
location map
appropriate contact
persons
any other relevant
information
5.6 Examples Of Traffic Volume Count Studies
5.6.1 Intersection Counts
Intersection counts are used for timing traffic signals, designing
channelization, planning turn prohibitions, computing capacity, analyzing
high crash intersections, and evaluating congestion (Homburger et al. 1996).
The manual count method is usually used to conduct an intersection count. A
single observer can complete an intersection count only in very light traffic
conditions.
The intersection count classification scheme must be understood by all
observers before the count can begin. Each intersection has 12 possible
movements (see Figure 3.6). The intersection movements are through, left
turn, and right turn. The observer records the intersection movement for each
vehicle that enters the intersection.
Intersection Movements
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5.6.2 Pedestrian Counts
Pedestrian count data are used frequently in planning applications.
Pedestrian counts are used to evaluate sidewalk and crosswalk needs, to
justify pedestrian signals, and to time traffic signals. Pedestrian counts may
be taken at intersection crosswalks, midblock crossings, or along sidewalks.
When pedestrians are tallied, those 12 years or older are customarily
classified as adults (Robertson 1994). Persons of grade school age or
younger are classified as children. The observer records the direction of each
pedestrian crossing the roadway.
5.6.3 Vehicle Classification Counts
Vehicle classification counts are used in establishing structural and
geometric design criteria, computing expected highway user revenue, and
computing capacity. If a high percentage of heavy trucks exists or if the
vehicle mix at the crash site is suspected as contributing to the crash
problem, then classification counts should be conducted.
Typically cars, station wagons, pickup and panel trucks, and motorcycles are
classified as passenger cars. Other trucks and buses are classified as trucks.
School buses and farm equipment may be recorded separately. The observer
records the classification of the vehicles and the vehicles direction of travel
at the intersection.
6.0 Result and Data Analysis
6.1 Speed Analysis
Direction : UTHM main entrance Weather : Drizzle
Time : 825 a.m 1025 a.m Day :
Thursday
Date : 3 March 2011
Speed Number of vehicles
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Class(km/h)
Vehicle ClassTotal
1 2 3 40-4 - 4 - - 45-9 4 10 2 3 19
10-14 21 32 - 2 5515-19 11 28 - 1 4020-24 2 4 - - 625-29 1 2 - - 330-34 1 3 - - 4
Vehicle Class Traffic Volume
(vehicles/hour)
Class 1 (Motorcycles) 40
Class 2 (Cars) 83
Class 3 (Vans & Medium Trucks) 2
Class 4 (Heavy Trucks & Buses) 6
Total 131
SpeedClass
(km/h)
Upperlimit
(km/h)
ClassMidpoint,x (km/h)
Numberof
Observation, f
fx Percentage of
Observation
Cumulate
Percentae
0 0 0 0 0.00
0-4 4.5 2 4 8 3.1 3.1
5-9 9.5 7 19 133 14.5 17.6
10-14 14.5 12 55 660 41.9 59.515-19 19.5 17 40 680 30.5 90.0
20-24 24.9 22 6 132 4.6 94.625-29 29.5 27 3 81 2.3 96.9
30-34 34.5 32 4 128 3.1 100.0
Total: 131 1822 100.0
6.1.1 Calculation
a) Mean Speed = fx
N
= 1822
131
= 13.9 km/hr
b) Median Speed = L + [ n/2 ] fL x C
fM
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= 19.5 + [ 131/2 ] 21 x 5
17
= 32.59 km/hr
c) Mode speed = From the graph frequency histogram,
the mode speed is
15 km/hr to 19 km/hr
d) 85th Percentile Speed = From the graph cumulative frequency
distribution curve, the 85th
percentile speed is 20.9 km/hr
Frequency Histogram
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Appendix
Frequency Distribution Curve
Cumulative Frequency Distribution Curve
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6.2 Traffic Volume Calculation
Form HC1
Location : UTHM main entrance - Roundabout
Day : ThursdayDate : 3 / 3 / 2011
Time : 835 a.m 1035 a.m
Weather : Drizzle
Time
Traffic Count
Vehicle Class
1 2 3 4 5
825 835 24 112 4 7 -
835 845 24 21 - 6 -
845 855 21 51 - 4 3
855 905 29 36 - 3 -
905 915 23 25 - - 2
915
925
16 26 - 3 3925 - 935 11 28 - 3 -
945 955 16 28 - 1 -
955 1005 20 22 - 4 2
1005 1015 32 25 2 1 15
1015 1025 19 26 - 1 19
1025 - 1035 11 19 1 3 5
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Vehicle Class Traffic Volume
(vehicles/hour)
Class 1 (Motorcycles) 419
Class 2 (Cars) 217Class 3 (Vans & Medium Trucks) 7
Class 4 (Heavy Trucks & Buses) 36
Class 5 (Pedestrians) 49
Total 728
Form HC2
FREE FLOW SPEED
Posted Speed Limit 20.9 km/h
+ 12.3 km/h
Base Free Flow Speed (BFFS) = 33.2 km/h
Median Type
( Divided / Undivided )
FM 0.0 km/h
Lane Width
= 9.9 meters
FLW 0.0 km/h
Shoulder Width = 2.0 metersMedian Width = _ 1.0 meters
Total Lateral Clearance
= Shoulder width + Median width
= 3.0 metersFLC 0.6 km/h
Access Point Density
= 2 per km
FA 1.3 km/h
Free Flow Speed (FFS) = 31.3 km/h
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FFS = BFFS FLW FLC FM- FA
FFS = free flow speed
BFFS = base free flow speed = 85th percentile speed + 12.3 km/h *fLW = adjustment for lane width (refer to Table 1)
fLC = adjustment for total lateral clearance (refer to Table 2)
fM = adjustment for median type (refer to Table 3)fA = adjustment for access point density (refer to Table 4)
* Forecasted from previous studies which indicated that BFFS on multilanehighways is approximately 11 km/h higher than the speed
limit for 65 and 70 km/h speed limits, and it is 8 km/h higher for 80 and 90
km/h speed limits.
Form HC3
FLOW RATE
Volume, V 728 veh/hour
Peak Hour Factor, PHF ( 0.43
Number of Lanes, N 2.0
Terrain Level
Percentage of HeavyVehicles, PT 4.9
Passenger Car Equivalent
For Heavy Vehicles, ET 1.5
Heavy Vehicle Adjustment
Factor, fHV 0.98
Driver Population Factor,
fP 1.00 )
Flow Rate (vp) = 863.8
pc/h/ln
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vp = 15-min passenger-car equivalent flow rate (pc/hr/ln)
V = hourly volume (veh/hr)
PHF = peak hour factorN = number of lanes
fHV = heavy vehicle adjustment factor
fp = driver population factor
ET , ER = passenger car equivalents for trucks or buses (T) and recreational
vehicles (RV) in the trafficstream (refer to Table 5)
PT , PR = percentage of truck/buses and RVs in the traffic stream (stated in
decimals)
* Neglect PR and ER .
6.2.1 Calculation
Base Free Flow Speed (BFFS) = 85th percentile speed + 12.3 km/h= 20.9 + 12.3
= 33.2 km/h
FREE FLOW SPEED (FFS) =BFFS FLW FLC FM- FA
= 33.2 0.0 0.6 0.0 1.3
= 31.3 km/h
PEAK HOUR FACTOR, PHF = V / ( Vmax * 4 )
= 728 / ( 419 * 4 )
= 0.43
Percentage of Heavy Vehicles, PT = ( 36 / 728 ) * 100
= 4.9 %
Heavy Vehicle Adjustment Factor, fHV
* Neglect PR and ER .
fHV = 1 / [ 1 + 0.049(1.5 1) ]
= 0.98
15-min PASSENGER-CAR EQUIVALENT FLOW RATE (pc/hr/ln), vp
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Vp = 728 / ( 0.43 * 2 * 0.98 * 1.00)= 863.8 pc/h/ln
6.2.2 Results
1. Free flow speed (FFS) = 31.3 km/h
2. Flow rate (vP) = 863.8 passenger car/hour/lane
3. Density (D) = 17 passenger car/km/lane
D = = 863.8 / 31.3 = 27.60 28 passenger car/km/lane
vp = flow rate (pc/h/ln)S = average passenger-car speed (km/h)
4. Level Of Service = LOS E
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S
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6.3 Level Of Service (LOS) Determination
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7.0 Discussion
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Level of service
(LOS) near the
FUJITSU factory(Batu Pahat Parit
Raja)
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Level of service (LOS) is measure used by traffic engineers
determine the effectiveness of elements of transportation infrastructure. LOS
is most commonly used to analyze highways, but the concept has also been
applied to intersections, transit, and water supply.
As traffic volume increase, the speed of each vehicle is influenced;
the speed of each vehicle is influenced in a large measure by the speed of the
slower vehicles. As traffic density increase, appoint is finally reached where
all vehicles are traveling at the speed of the slower vehicles. This condition
indicates that the ultimate capacity has been reached. The capacity of a
highway is therefore measured by its ability to accommodate traffic and is
usually expressed as the number of vehicle that can pass a given point in a
certain period of time at a given speed.
Although the maximum number of vehicle that can be
accommodated remains fixed under similar roadway and traffic conditions,
there is a range of lesser volumes that can be handled under differing
operating condition. Operation at capacity provides the maximum, but as
both volume and congestion decrease there is an improvement in the level of
service.
Level of service is a qualitative measure that describes operational
conditions within a traffic stream and their perception by drivers and/or
passengers. Six level of service, A through F, define the full range of driving
conditions from best to worst, in that order. These levels of service
qualitatively measure the effect of such factors as travel time, speed, cost,
and freedom to maneuver, which in combination with other factors,
determine the type of service that any given facility provides to the userunder the stated conditions. With each level of service, a service flow rate is
defined. It is the maximum volumes that can pass over a given section of
roadway while operating conditions are maintained at the specified level of
serviced.
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Based from the experiment that we have done, we can
determine the speed characteristics of traffic at the location that have
observed. The experiment has done at UTHM to Fujitsu road. Another speed
characteristics of traffic, we also can justify the problem of speeding at the
location. At this experiment, the data that has been collected are vehicles
speed. It was shown at the table. Speed data was be collected according to
their respective class vehicle.
There are the classes of vehicles:
1. Class 1 for motorcycles.
2. Class 2 for cars
3. Class 3 for vans and medium trucks.
4. Class 4 for large trucks and buses.
From the data, the total number of observation was 131. The speed
class range for that day was 0 m/s until 34 m/s. From the data, the mean
speed that we had was 13.9 m/s, and median speed 32.59 m/s. Then, based
on the histogram of mode speed, the value of mode speed was 15 m/s to 19
m/s. The 85th percentile speed as obtained from the cumulative frequency
distribution curve shown is 20.9 m/s.
8.0 Conclusion
Conclusion, the objective is to determine the level of service at
UTHM main road are achieved and the level of service is LOS E. The zone
is little freedom for driver maneuverability and while the operating speeds
are still tolerable. This region approaches the condition of unstable flow.
9.0 Recommendation
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After identifying the type of road survey, we listed a
few suggestions. Hopefully, these
suggestions can help reduce and prevent accidents from occur again.
Here are the suggestion :
Enlarging the radius of the roundabout
Lessen the number of flexible road divider
Place the speed limit signage at the road.