HIGHWAY & TRAFFIC ENGINEERING

ECG 564
OPEN-ENDED LAB
SEMESTER 5

TITLE OF EXPERIMENT : JUNCTION CAPACITY AND LEVEL OF SERVICE STUDY

DATE OF EXPERIMENT : 11/10/2019
GROUP : EC220 5C2B
GROUP MEMBERS 1

LECTURER :
LEVEL OF OPENNESS :2

MARKS COMMENTS
INTRODUCTION
BASIC CONCEPTS
METHODOLOGY 1 2 3 4 5
RESULTS&ANALYSIS 1 2 3 4 5
DISCUSSION 1 2 3 4 5
CONCLUSION 1 2 3 4 5

TOTAL MARKS

TABLE OF CONTENT
No Title

1 Introduction

2 Objective

3 Theoretical background

4 Apparatus

5 Procedure

6 Result

7 Discussion

8 Conclusion
INTRODUCTION

Level 2 laboratory activities refer to the condition where only the problem is guided
and given. Students are required to find the ways & means and provide the answers to the
given assignment using the group creativity and innovativeness. The activity will enable the
students to appreciate independent learning and prepare them for a much harder task of open
ended laboratory activities.

In this laboratory activity, students are encouraged to develop their methodology and
their critical analysis skills by analyzing and presenting the experimental results
appropriately.

OBJECTIVE

The objective of the test is :

a) To identify the intersection to be studied.

b) To determine the level of service (LOS) at an unsignalised junction.
c) To carry out capacity analysis using SIDRA Intersection and manual calculation.

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 operate smoothly when the rate of flow is less than atcapacity, 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
achieved only if a good estimate of the optimum flow of a facility can be made.
APPARATUS

a) Sidra Intersection software.

b) Manual :
1. Safety vest
2. Stop watch
3. Field data
4. Mechanical hand tally counter

PROCEDURE

1. The vehicle data sheets consist of types of vehicles and its period was prepared.

2. Location for unsignalised three-leg intersection was selected which is T-Intersection at

Dataran Cendikia near Bangun Kejuruteraan Uitm Shah Alam.

3. The layout of the T-Intersection selected was prepared.

4. Evening hour which starts from 8.45 a.m. and ends at 945 a.m. was selected to do the
traffic counts.

5. 15 minutes interval has been selected to the traffic counts.

6. Members were divided to record all six different traffic movements of vehicles where
two members will have to record two traffic movement and the other two members will
only record a single traffic movement.

7. Every members have make sure their apparatus is in a good conditions before the
activity started.

8. Members have located themselves at safe and suitable point before making the traffic
counts and they have set the stopwatch for 15 minutes intervals.

9. During the traffic counts, all members have observed and recorded the number of
vehicles according to their types in every 15 minutes intervals for one hour.
 10. All of the data were compiled and analyzed.

11. The data then were used to carry out JKR Method and SIDRA software.

STEPS IN USING SIDRA:

1. Click sign control

2. Click Giveway / Yield (Two-Way) E-W Major Road

3. Click layout Intersection

4. Click North road.

5. Select no leg.

6. Click on Geometry Lane then, click Delete to delete lane or +App to add lane.
7. Click Volume and change the peak flow period to 15 minutes

8. Click Priorities and select priority road.

9. Click Vehicle Movement Data and key in the speeds for all the movement classes.
RESULT AND DATA ANALYSIS
Location : Dataran Cendikia, near Bangunan KejuruteraanUitm Shah Alam
Date : ...................
Time : 8.45 a.m. to 9.45 a.m.

V1
Vehicle PCU By type By PCU
classification value
15 min 30 min 45 min 60 min 15 min 30 min 45 min 60 min
Car and taxi 1.0 25 28 33 35 25 28 33 35
Small good 2.0 3 3 3 2 6 6 6 2
vehicle and van
Medium good 2.5 2 1 0 2 5 2.5 5 0
vehicle and
lorries
Heavy good 3.0 0 0 0 0 0 3 0 0
vehicle and
lorries
Buses 3.0 9 12 7 8 27 36 21 24
motorcycle 0.75 7 11 10 22 5.25 8.25 7.5 16.5

V2
Vehicle PCU By type By PCU
classification value
15 min 30 min 45 min 60 min 15 min 30 min 45 min 60 min
Car and taxi 1.0 16 7 10 10 16 7 10 10
Small good 2.0 1 5 0 2 2 10 0 4
vehicle and van
Medium good 2.5 5 1 0 0 12.5 2.5 0 0
vehicle and
lorries
Heavy good 3.0 0 0 0 0 0 0 0 0
vehicle and
lorries
Buses 3.0 0 0 0 0 0 0 0 0
motorcycle 0.75 5 2 2 1 3.75 1.5 1.5 0.75
V3
Vehicle PCU By type By PCU
classification value
15 min 30 min 45 min 60 min 15 min 30 min 45 min 60 min
Car and taxi 1.0 115 140 109 136 115 140 109 136
Small good 2.0 3 4 4 2 6 8 8 4
vehicle and van
Medium good 2.5 6 3 1 2 15 7.5 2.5 5
vehicle and
lorries
Heavy good 3.0 0 0 0 0 0 0 0 0
vehicle and
lorries
Buses 3.0 1 0 0 3 3 0 0 9
motorcycle 0.75 61 64 65 65 45.75 48 48.75 48.75

V4
Vehicle PCU By type By PCU
classification value
15 min 30 min 45 min 60 min 15 min 30 min 45 min 60 min
Car and taxi 1.0 23 24 22 20 23 24 22 20
Small good 2.0 2 1 0 0 4 2 0 0
vehicle and van
Medium good 2.5 0 0 0 0 0 0 0 0
vehicle and
lorries
Heavy good 3.0 0 0 0 0 0 0 0 0
vehicle and
lorries
Buses 3.0 0 0 0 0 0 0 0 0
motorcycle 0.75 17 20 27 71 12.75 15 20.25 53.25

Motorcycle Car Small Heavy Bus Medium Total

vehicle vehicle vehicle
Total 450 753 35 0 40 23 1301

Percentage 34.6 57.9 2.7 0 3 1.8 100

(%)
Proportion of volumes by type of vehicle :

Object 2

Object 5
 Time (min) 15 30 45 60
Number of vehicle 301 326 293 383

Histogram for Traffic Volume versus Time :

Line graph for Traffic Volume versus Time :

MANUAL CALCULATION

LOCATION: Dataran Cendikia, near Bangunan Kejuruteraan Uitm Shah Alam

VOLUME ADJUSTMENTS
Movement No 1 2 3 4
Volume (vph) 223 67 784 229
Volume (pcph) 759.25

Table 1

RT from Major Road

V3

Conflicting Flow, Vc V2+V4 = 67 + 229 = 296 vph (Vc3)

Critical Gap , Tc and Potential Capacity ,Cp Tc = 5.0 ( Table 4.3)
Cp3 = 900 pcph (Figure 4-2)

Percent of Cp Utilized and Impedance Factor (Figure

x 100 = x 100 = 87.11 %
4-3)
P3 = 0.15 (Figure 4-3)
Actual Capacity , Cm ( Table 4-2)
Cm3 = Cp = 900 pcph
Shared – Lane Capacity

CSH = = = 0 pcph(for V6 and V5)

CSH = = = 900 pcph

Movement V (pcph) Cm (pcph) CSH (pcph) CR LOS

Number (CSH – V)
V5 0 0 0 0 E
V6 0 0 0 0 E
V3 759.25 900 140.75 D
Table 2

Level of Service Criteria for Unsignalised Intersection

EXPECTED DELAY TO MINOR ROAD
RESERVE CAPACITY (pcph) LOS TRAFFIC
400 A Little or No Delay
300 – 399 B Short Traffic Delay
200 – 299 C Average Traffic Delay
100 – 199 D Long Traffic Delay
0 - 99 E Very Long Traffic Delay
* F
Table 3: LOS Criteria for Unsignalised Intersections
Adopted from: A Guide to the Design of At-Grade Intersections in ArahanTeknik (Jalan) 11/87,
Kuala Lumpur: Jabatan Kerja Raya Malaysia
SIDRA
1. Intersection Summary

2. Movement Summary
3. LOS Summary

4. Lane Summary
5. Queue Distance
DISCUSSION

Our study has been carried out at a T-junction near Dataran Cendikia, and Bangunan
Kejuruteraan Uitm Shah Alam. The junction was chosen because it is often used by the road
users. It has been conducted from 8.45 am until 9.45 am. In this study, we need to determine
the level of service (LOS) at an unsignalized junction by using SIDRA Intersection and
manual calculation.

There are 4 type of movement that include in this junction. The total number of
vehicles passed through that junction was 1301 vehicles. 34.6% represent motorcycle, 57.9%
represent car, 2.7% represent small vehicle, 0% represent heavy vehicle, 3% represent bus
and 1.8% represent medium vehicle. From this data, the number of vehicle gradually increase
from first interval until fourth interval. It shows that fourth interval is most hourly volume
because at that time mostly student class start at that time or some of them were going back
after that class.

In the manual calculation, firstly we need to find the actual capacity of vehicle that
make right turn from the major road. To gain that value, we must calculate the conflict flow
(Vc), critical gap (Tc) and potential capacity (Cp), percent of Cp utilized and impedance
factor that can be obtained in Figure 4-3. After that, we can find the shared-lane capacity of
the movement on V5 and V6. From that value, we can get Level of Service (LOS) based on
Table 3. Movement on V5 and V6 give the LOS E while movement on V3 shows LOS D.
Movement on V3 approaching to unstable flow. Tolerable operating speeds which are
considerably affected by operating condition compared to movement on V5 and V6.

By using SIDRA method, we can gain the Level of Service (LOS) based on the data
that had been collected. Just key in the data that important on that software before run the
results. The results shown that on the main road we gain LOS A same goes with minor road.
We can say that by using SIDRA software are more precise compared to the manual
calculation. This is because SIDRA software can calculate more information and detail
compared to manual calculation.

As we can see, the results between this two method showing the different result. LOS
in manual calculation are differently compared than SIDRA software. The disadvantage by
using this software was we can slightly key in the data and that will give big impact to the
results.

CONCLUSIONS

In this study, analysis of capacity and level of service at selected junction. Traffic
volume and geometry are very important in order to achieve the needed capacity and level of
service of intersection as a whole. The analysis of critical factors affecting level of service at
two unsignalized junctions from kolej Melati to Pusat Kesihatan UiTM successfully
completed. From the traffic volume study that was prepared using SIDRA analysis and
manual analysis, the main objective of this study was able to be accomplished. It can be
concluded that for unsignalized intersection that was analysis different parameters contributes
to different outcomes in level of service. This junction performances of level of service is
influenced by several factors of parameters such as proportion of heavy vehicles/motorcycles
and traffic volume of vehicles. Meanwhile, the LOS between manual and SIDRA software is
not the same maybe due to the human error.