ENVIRONMENTAL ENGINEERING LABORATORY

ECG 564
OPEN-ENDED LAB REPORT

TITLE OF EXPERIMENT : HIGHWAY & TRAFFIC ENGINEERING

DATE OF EXPERIMENT : 15 APRIL 2020
GROUP : 6C6B
GROUP MEMBERS 1. NURALEEYA BINTI M. ILOBSHEBRU (2018227446)
2. NUR FARHANA BINTI NORZELAN (2018441608)
3. NUR SYAZA BINTI CHE DAUD (2018227282)
4. NURALIA IZZATY BINTI ZULKIFLI (2018441116)
5. AHMAD RAZIN BIN IZUDDIN (2018262278)

LECTURER : DR. NORLIANA BINTI SULAIMAN

LEVEL OF OPENESS : 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
ORGANIZATION 1 2 3 4 5
TOTAL MARKS
1.0 INTRODUCTION

Traffic volume is expressed as the number of vehicles that across a given transverse line of road
during unit time. The vehicles can be classified into two which are fast moving vehicles (passenger
cars, buses, trucks, two wheelers) and small vehicles (bullock, carts, cycle rickshaws). The traffic
flow is dynamic. It is studied by recording direction wise counts of each vehicle class at selected
intervals.

Determination of volume for each vehicle class separately to find the total volume known as
classification of traffic volume studies. The main objective of traffic volume studies is to control,
upgrade intersection turnings, and signal timings. Besides, this study to design of pavements,
design road facilities, analyze traffic patterns and many more. There are two types of counting
which are manual counts using tick mark and automatic counting without any human involvement
such as bending plate, pneumatic road tube, and others.

The volume counts usually expressed in vehicles per hour known as rate of flow. From traffic
volume studies will obtained the annual daily traffic (ADT). Design hourly volume (DHV) can also
be decided by drawing after traffic volume studies. From the result also can obtained the value of
peak hourly factor whether the design road exceed the capacity or not.

2.0 OBJECTIVES

i. To determine the vehicle composition in the traffic flow stream.

ii. To observe the traffic flow trend and movement pattern.
iii. To estimate hourly volume and average daily traffic (ADT).

3.0 PROCEDURE

1. Each member has access to the video that has been provided.
2. Necessary preparations such as the correct time was set, pens, and field data forms.
3. The layout of intersection was sketched.
4. The current traffic movement (through, left turn, and right turn) were identified as
V1,V2,V3,V4,V5,V6.
5. Divide the flow between members.
6. Manual count of traffic performed by using the tick mark (IIII III).
4.0 DATA ACQUISITION

V1

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 20 7 - 1 28
17:35-17:40 25 14 - 3 42
17:40-17:45 17 10 - 3 30
17:45-17:50 21 12 - - 33
17:50-17:55 24 4 - - 28
17:55-18:00 24 3 - - 27
TOTAL 131 50 - 7

V2

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 16 9 - - 25
17:35-17:40 17 12 - - 29
17:40-17:45 6 10 - - 16
17:45-17:50 15 19 - - 34
17:50-17:55 19 11 - - 30
17:55-18:00 16 6 - - 22
TOTAL 89 67 - -

V3

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 28 20 1 - 49
17:35-17:40 22 17 1 1 41
17:40-17:45 27 14 3 - 44
17:45-17:50 26 17 1 - 44
17:50-17:55 30 25 3 1 59
17:55-18:00 29 15 - - 44
TOTAL 162 108 9 2
 V4

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 16 11 1 - 28
17:35-17:40 10 7 - 1 18
17:40-17:45 14 7 - - 21
17:45-17:50 19 3 - - 22
17:50-17:55 12 20 - - 32
17:55-18:00 17 13 - - 30
TOTAL 88 61 1 1

V5

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 12 19 - - 31
17:35-17:40 12 4 1 - 17
17:40-17:45 20 5 - - 25
17:45-17:50 15 9 - 1 25
17:50-17:55 19 12 - - 31
17:55-18:00 23 14 - - 37
TOTAL 101 63 1 1

V6

No. of vehicles
Time TOTAL
Car Motorcycle Van Small lorry
17:30-17:35 4 3 - - 7
17:35-17:40 6 7 1 - 14
17:40-17:45 7 5 - - 12
17:45-17:50 3 5 1 - 8
17:50-17:55 5 5 - - 10
17:55-18:00 3 7 - - 10
TOTAL 28 32 2 -
5.0 ANALYSIS

5.1 Peak Hour Factor (PHF)

Time Vehicles (veh) Rate of Flow (veh/hr)

17:30-17:35 168 2,016
17:35-17:40 161 1,932
17:40-17:45 148 1,776
17:45-17:50 166 1,992
17:50-17:55 190 2,280
17:55-18:00 170 2,040
TOTAL 1,003 12,036

𝐯𝐞𝐡 Vehicles, veh

𝐑𝐚𝐭𝐞 𝐨𝐟 𝐟𝐥𝐨𝐰 ( )=
𝐡𝐫 5
60

∑ Rate of flow
𝐇𝐨𝐮𝐫𝐥𝐲 𝐯𝐨𝐥𝐮𝐦𝐞, 𝐕 =
6
12,036
=
6
veh
= 2,006
hr

Hourly volume, V
𝐏𝐞𝐚𝐤 𝐡𝐨𝐮𝐫 𝐟𝐚𝐜𝐭𝐨𝐫, 𝐏𝐇𝐅 =
Max. rate of flow
2,006
=
2,280
= 0.88
5.2 Average Daily Traffic (ADT)
∑ Vehicles, veh
𝐀𝐯𝐞𝐫𝐚𝐠𝐞 𝐃𝐚𝐢𝐥𝐲 𝐓𝐫𝐚𝐟𝐟𝐢𝐜, 𝐀𝐃𝐓 =
30 min

1,003
=
30
veh
= 34.433 × 60𝑚𝑖𝑛 × 24ℎ𝑟
min
veh
= 48,144
day

5.3 Design Hourly Volume (DHV)

Hourly volume, V
𝐃𝐞𝐬𝐢𝐠𝐧 𝐇𝐨𝐮𝐫𝐥𝐲 𝐕𝐨𝐥𝐮𝐦𝐞, 𝐃𝐇𝐕 =
Peak hour factor, PHF

2,006
=
0.88

veh
= 2,280
hr

5.4 Passenger Car Unit (PCU) at junction of urban roads

Vehicle No. of Vehicle PCU value PCU/hr

Car 599 1.0 599.00
Motorcycle 381 0.75 285.75
Van 13 2.0 26.00
Small lorry 10 2.5 25.00
Total 1,003 935.75

5.5 Level of Service (LOS)

Volume, DHV
𝐋𝐞𝐯𝐞𝐥 𝐨𝐟 𝐬𝐞𝐫𝐯𝐢𝐜𝐞, 𝐋𝐎𝐒 =
Capacity, PCU
2,280
=
935.75
= 2.44
6.0 DISCUSSION

The experimental location that we observed have six (6) flow and can be refer on Figure 1 below.
The type of junction is three (3) leg intersection and also known as T-junction. As we know that
at this type of junction theoretically have 3 crossing conflict, 3 merging conflict and 3 diverging
conflict which in total is 9 of conflict points. At a T-intersection, one of the way is generally a minor
road connecting to a major road that does not cross.
V1
V6

V2 V4
V5
V3

Figure 1: The flow of the vehicles T-junction

The purpose of this experiment is to identify whether this junction is safe for everyone including
pedestrian. The number of conflict point should be minimized by separating some of the crossing,
merging and diverging movements. This may reduce the incident and also reduce the injury and
death of an accidents. Based on this experiment, the three leg or T-junction is conducted at urban
area. That is why we refer Table 1 to calculate the volume of vehicles in PCU unit based on the
situation.

VEHICLE EQUIVALENT VALUE IN PCU’S

CLASSIFICATION Rural Urban Roundabout Traffic Signal

Roads Roads Design

Design
Passenger Cars 1.00 1.00 1.00 1.00

Pedal Cycles 0.50 0.33 0.20 0.20

Motor Cycles 1.00 0.75 0.75 0.33

Light Vans 2.00 2.00 2.00 2.00

Medium Lorries 2.50 2.50 2.80 1.75

Heavy Lorries 3.00 3.00 2.80 2.25

Buses 3.00 3.00 2.80 2.25

Table 1: Conversion factors of passenger car unit (PCU)

Traffic volume study was carried out to count the number of vehicles passing a specific reference
point on a road section within a specified period. We calculate the number of vehicles using a tick
mark represents each flow as this study was conducted through video. The study shows that the
number of each type of vehicles passes from each direction and also the number of each vehicles
passes from each direction in every 5 minutes within half an hour, from 17:30 up to 18:00. Since
during 17:50 to 17:55 has the highest rate of flow, it is considered as a peak hour in this study
period.
By using the recorded data, a flow rate of vehicles per hour was calculated to estimate the peak
hour factor (PHF) which represents the ratio of total hourly volume to the maximum flow rate
within half an hour. Average vehicle volume per hour was calculated to estimate the average
daily traffic (ADT) to measure the present demand for traffic flow per hour and per day. Based
on the calculation, the ADT result that we get is 48,144 veh/day.

The Level of services (LOS) defined based on the Highway Capacity Manual 2000 as a quality
measured describing operational conditions within a traffic stream, generally in terms of such
service measures as speed and travel time, freedom to maneuver, traffic interruptions, and
comfort and convenience. Based on this experiment, the result of Level of Services (LOS) is
2.44 and the maximum rate of flow is 2,280 veh/hr at time 17:50 until 17:55. At this time, the
higher rate of flow because it is peak hour the residents come home from work as well as the
people who go out to relax.

Once the LOS result is compared with Table 2, we can classify the road category as F value of
volume per capacity is more than 1.0. Which can define as delays. It is unacceptable for most of
the drivers to represent the vehicle rate is greater than the capacity at the junction. Other words
for this category is forced or breakdown flow. Every vehicle moves in lockstep with the vehicle in
front of it.

LOS V/C Intersection condition

A < 0.60 Highest driver comfort; free flowing
B 0.60-0.70 High degree of driver comfort; little delay
C 0.70-0.80 Acceptable level of driver comfort; some delay
D 0.80-0.90 Some driver frustration; moderate delay
E 0.9-1.0 High level of driver frustration; high levels of delay
F > 1.0 Highest level of driver frustration; excessive delays

Table 2: Level of Services (LOS)

From the result also, we know the time taken for vehicle delay in this area. Based on Table
3 below we can identify the expected delay for un-signalized intersections is more than 50
seconds. It had a long delay because it is no uncontrolled roadway, the highest delay could be
experienced by any of the approaching roadways.
 Table 3: Level Services Criteria (unsignalised Intersections)

7.0 CONCLUSION
Based on the data collected and analysed from traffic volume study, the traffic volume observed
can be considered falls under LOS F. From the analysis of the data collected, the most critical
time period is from 17:50 to 17:55, where the traffic volume in the intersection increases. The
operation for this group is extremely volatile and if have any disruption causes queuing as well as
an unacceptable from the drivers.

8.0 REFERENCES

Chief Public Work Director, JKR Malaysia. Amendment (2016). A guide to the design at grade
intersection. Retrieved from
http://jkt.kpkt.gov.my/jkt/resources/user_30/2016_Jalan/guide_intersection_part_1_-
_2.pdf

Setting Local Speed Limits (2012). Retrieved from

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/2733/setti
ng-local-speed-limits.pdf

Rao, T.V. (2007). Capacity and level of service. Introduction to Transportation Engineering.