UNIVERSITI

TEKNOLO GI
MARA
KAMPUS PULAU PINANG
AFFECTIVE ASSESSMENT

NAME OF PRACTICAL: TRAFFIC STUDIES

DATE OF ASSESSMENT: 20.10.2020 GROUP: PEC2215D2

LECTURE: MADAM JULIANA BINTI IDRUS

CO3: Present laboratory findings.

C EG 552 – HIGHWAY AND TRAFFIC

PO10: Ability to impart effectively complex engineering activities through presentations, written and verbal communications to the engineering
community and society at large.

No. STUDENT ID GROUP MEMBER’S NAME

1. 2019451776 NUR BATRISYIA BINTI KHAIRIL NIZAM (LEADER)
2. 2019608216 NORNAJIHAH BINTI KHAIRUL
3. 2019582151 ABBAS BIN MOHAMED NOOR
4. 2019602198 MOHAMAD ILYAS BIN IBRAHIM
5. 2019455512 MUHAMMAD DARWISH BIN ZULKIFLI

AFFECTIVE PERFORMANCE RUBRIC

PERFORMANCE SCALE
NO. CRITERIA Developing Functional Proficient Advanced
Marks
1 2 3 4 5
Written work Written work has Written work has Written work has Written work has well-
organization weak beginning, adequate beginning, clear and defined beginning,
al development development and appropriate development and
structure and and conclusion. beginning,
Structure paragraphing have Paragraphing and conclusion. development and conclusion.
1 (A1) serious and transitions are also Paragraphing and conclusion. Paragraphing and
persistent errors. deficient. transitions are also Paragraphing and transitions are also
adequate. transitions are also clear and distinct.
clear and appropriate.
Written work does Written work does not do Written work has Written work provides Written work provides
not cover the an adequate job of sufficiently cover the in-depth coverage of comprehensive
Conten assigned topic, and covering the assigned topic, and assertions the topic, and coverage of the topic,
2 t (A2) assertions are topic, and assertions are supported assertions are clearly and assertions
not supported are weakly supported by by evidence. supported by are supported by
by evidence. easily
evidence. evidence. understood evidence.
Data collected was Data collected was Data collected was Data collected was Data collected was
Analysis and not relevant and relevant but not sufficient relevant and sufficient relevant, related to the relevant, related to the
3 Interpretation not sufficient to to analyze and interpret to analyze and objectives and objectives, sufficient to
of Data (A3) analyze and interpret sufficient to analyze analyze and accurate
interpret and interpret interpretation of data
No discussion on Discussion on the results Little discussion on Description of result Result and discussion
the meaning of was very difficult to what result mean and was generally clear. are clearly stated,
experimental follow, no discussion on implications of results. Some discussion on through discussion on
Discussi results and very the meaning of results Enough errors are what results mean and what results mean and
4 difficult to follow and information was so made to be distracting, implications of results. implications of result.
on (A3)
the discussion inaccurate that makes but some No significant Provide consistently
the report unreliable information was errors are made accurate information
accurate
No attempt was Conclusion was derived Conclusion was good Conclusion was good Conclusion was
made to conclude from the collected and and derived from the and derived from the excellent and derived
Conclusi and objective of analyzed data but it is collected and analyzed collected and analyzed from the collected
5 the lab were not not data and not from data and not from and analyzed data
on (A4)
answered answering the objectives other sources but did other sources and and not from other
not directly answering directly answer the sources. Conclusion
the objective objective clearly answer
the objective
Not able to Able to acknowledge Able to list and Able organize and Able to organize and

acknowledge some relevant acknowledge adapt very good adapt substantial

References
6 references and references adequate references with relevant and recent
/Appended and several relevant
no appended plenty appended references as well
Materials appended materials references and
materials materials as
(A3) some appended the
materials appended
materials
TOTAL MARKS

Checked by:
1
Table of Content

1.0 Introduction ....................................................................................................................... 3

2.0 Objectives .......................................................................................................................... 4

3.0 Theoretical Background ..................................................................................................... 4

4.0 Problem Statement ............................................................................................................. 4

5.0 Apparatus........................................................................................................................... 6

6.0 Procedures ......................................................................................................................... 7

7.0 Result Analysis .................................................................................................................. 8

8.0 Discussion........................................................................................................................ 13

9.0 Conclusion ....................................................................................................................... 14

10.0 References ..................................................................................................................... 14

11.0 Appendix ....................................................................................................................... 15

2
1.0 Introduction

Traffic study is an important tool to assess the condition of the existing traffic facilities.
Saturation flow rate relates to the capacity of a signal controlled intersection in a way similar
to the relationship of vehicle delay and the Level of Service. At any intersection, capacity and
delay must be computed to ensure that both quantity and the quality of flow requirements have
been satisfied. Saturation flow rate is expressed in the quantity of vehicles per hour of green
time, per lane.

Saturation flow is a very important road traffic performance measure of the maximum rate of
flow of traffic. It is used extensively in signalized intersection control and design. Saturation
flow describes the number of passenger car units (pcu) in a dense flow of traffic for a specific
intersection lane group. In other words, if an intersection’s approach signal were to stay green
for an entire hour and the flow of traffic through this intersection were as dense as could be
expected, the saturation flow rate would be the amount of passenger car units that passed
through this intersection during that hour. According to the Highway Capacity Manual (TRB,
2000) there are various factors that influence the value of saturation flow at an intersection. A
few of these were investigated during this study and will be discussed later. Very little
information on South African research in this field could be obtained. In 1991 Allers and
Stander did a study for the Department of Transport, but they did not include the effect of the
speed limit or the number of through lanes. In a recent study at Permatang Pauh, saturation flow
rates were investigated at different intersections under different circumstances. The
investigation is focus at intersection at near UiTM Pulau Pinang under ideal conditions and
then compared the results with results obtained under different conditions. This report
describes the theoretical background, data collection and results of the study done in
Permatang Pauh.

3
2.0 OBJECTIVES

The objective of this study is to evaluate the traffic condition at existing traffic control system
by performing saturation flow rate studies.

3.0 THEORETICAL BACKGROUND

To determine accurate saturation flow rates, start-up lost time needs to be understood and taken
into account. The principle of start-up lost time (Bester and Varndell, 2002) can be described as
follows: When the signal at an intersection turns green, the vehicles in the queue will start
crossing the intersection. The vehicle headways can now be described as the time elapsed
between successive vehicles crossing the stop line. The first headway will be the time taken
until the first vehicle’s rear wheels cross the stop line. The second headway will be the time
taken between the crossings of the first vehicle’s rear wheels until the crossing of the second
vehicle’s rear wheels over the stop line and so on. The first driver in the queue needs to
observe and react to the signal change at the start of green time. After the observation, the
driver accelerates through the intersection from stand-still which results in a relatively long
first headway. The second driver performs the same process with the exception that the driver
could react and start accelerating whilst the first vehicle began moving. This results in a shorter
headway than the first, because the driver had an extra vehicle length in which to accelerate.
This process carries through with all following vehicles where each vehicle’s headway will be
slightly shorter than the preceding vehicle. This continues until a certain number of vehicles
have crossed the intersection and start- up reaction and acceleration no longer have an effect on
the headways. From this point headways will remain relatively constant until all vehicles in the
queue have crossed the intersection or green time has ended. This constant headway is known
as the saturation headway and can start to occur anywhere between the third and sixth vehicle
in the queue.

4
Saturation flow is a macro performance measure of junction operation. It is an indication of the
potential capacity of a junction when operating under ideal conditions. Ideal conditions (TRB,
2000) assume the following: - 3.6 meter lane width; - No heavy vehicles; - Flat gradient; - No
parking or bus stops near the intersection; - Uniform movement type, i.e only straight
movement or only turning movement; and - any pedestrians or cyclists. The Highway Capacity
Manual (TRB, 2000) prescribes an ideal saturation flow rate of one thousand nine hundred
vehicles per hour per lane. An idealized view of saturation flow at a signalized junction is
illustrated in Figure 2, the rectangular model of saturation flow rate (Turner and Harahap,
1993):

5
4.0 PROBLEM STATEMENT
Rapid development in front of UiTM Cawangan Pulau Pinang campus has contributed to
increase number of vehicles. Existing traffic signal system might be unable to regulate traffic
flow thus leading to a traffic delay and congestion. The campus management has appointed
your group to conduct a traffic assessment at the signalizes intersection in order to address and
solve this problem.

5.0 APPARATUS

1) Safety vest

Figure 1: Safety vest

2) Stopwatch

Figure 2: Stopwatch

6
6.0 PROCEDURE

1. A lane at the signalize intersection had been chose as location to be a subject of observation.

2. Only vehicles in one lane had been chose in this experiment

3. The time was started to be measured when the front axle of the forth vehicle passing over
the chosen stop point.
4. The data had been recorded by using a stopwatch in the duration of the green traffic lights
turned red until the front axle of the last car passing over the chosen stop point.
5. The number of vehicles that passing over the chosen stop point had been recorded for each
cycle.
6. The duration of red-light phase, amber phase and green light phase had been measured.

7. The procedures are repeated from step 3 until step 6 for about 15 cycles.

7
 7.0 RESULT ANALYSIS

Queue Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6 Cycle 7 Cycle 8

1 13.35 21.90 17.96 16.37 23.65 22.40 16.00 12.74
2 17.03 28.53 28.76 20.01 26.94 27.98 22.53 18.69
3 23.22 36.47 33.51 24.36 34.09 34.46 29.45 22.46
4 26.57 42.08 37.88 27.13 36.19 37.94 37.04 25.03
5 31.36 55.90 41.64 32.08 41.53 42.58 42.55 29.58
6 35.63 66.89 47.21 36.91 42.96 46.35 47.47 38.28
7 38.25 95.05 51.04 51.29 50.60 51.46 51.16 45.04
8 41.56 55.46 56.25 55.15 54.93 49.27
9 48.18 56.59 58.65 73.79 57.63 52.14
10 51.87 60.92 70.26 80.13 61.45 56.27
11 95.05 64.01 77.42 85.27 65.57 60.78
12 92.75 68.01 86.66 90.35 69.43 63.89
13 51.29 71.74 100.62 71.61 70.96
14 86.66 74.86 108.53 76.10 75.13
15 117.93 92.75 117.93 80.61 78.28
16 136.01 83.13 81.63
17 121.84 85.88 85.64
18 90.58 89.09
19 95.19 93.71
20 98.84 96.84
21 102.56 101.80
22 104.88 108.54
23 127.19 110.44
24 136.01 118.04
25 121.84
26
Table 1.1

8
Queue Cycle 9 Cycle 10 Cycle 11 Cycle 12 Cycle 13 Cycle 14 Cycle 15
1 10.69 8.27 12.86 14.16 9.15 11.45 14.06
2 18.55 17.65 17.93 20.04 14.56 18.96 19.68
3 23.49 22.39 22.86 26.67 18.48 24.17 24.45
4 27.83 28.16 26.39 30.95 26.87 29.21 27.25
5 29.94 33.68 30.38 36.09 32.25 33.06 31.58
6 33.73 37.48 35.11 39.88 36.01 38.46 35.70
7 38.74 44.74 38.37 43.77 42.30 38.64
8 46.10 48.74 42.10 46.92 48.32 42.55
9 49.65 60.88 46.96 53.37 54.16 46.12
10 52.01 70.97 54.11 56.51 59.98 50.45
11 57.71 79.41 61.46 63.11 63.17 54.09
12 61.58 84.16 64.03 69.37 68.54 60.11
13 65.42 87.13 69.01 74.23 78.87 79.81
14 85.93 105.87 74.10 79.40 85.64 83.34
15 90.27 79.63 83.07 89.91 94.34
16 98.66 83.00 89.02 93.90 121.60
17 115.60 86.55 115.92 96.27 125.87
18 123.92 90.09 101.19
19 92.91 105.01
20 96.54 109.93
21 112.97
22 117.72
23 122.16
24 124.87
25 128.35
26 137.20
27 138.78
Table 1.2

9
 Cycle 1 2 3 4 5 6 7 8
Green
Time
74.44 97.58 98.89 68.25 102.61 136.72 139.51 137.40
(Green-
Amber)
Cycle
Time
(Green- 272.87 302.43 191.52 212.49 328.33 371.36 349.71 340.48
Amber-
Red)
Clearance
Interval
(Amber – 198.43 204.85 92.63 144.24 225.72 234.64 210.20 203.08
Red)

Table 2.1

Cycle 9 10 11 12 13 14 15
Green
Time
(Green- 132.89 108.80 117.21 116.91 66.78 138.78 127.73
Amber)
Cycle Time
(Green-
Amber-
Red) 297.70 313.64 278.86 315.81 274.35 350.25 332.90

Clearance
Interval
164.81 204.84 161.65 198.90 207.57 181.47 205.17
(Amber -
Red)
Table 2.2

10
 Start
Average Saturation
Cycle T4 N Tn (s) Up Lane
Headwa Flow Effective
(s) Delay Capacity
y (s) (veh/hr) Green (s)
(s)

1 26.57 10 52.01 4.22 853.08 9.69 263.18 853.08

2 42.08 7 57.71 5.21 690.98 21.24 281.19 642.45
3 33.19 15 61.58 2.58 1395.35 22.87 168.65 1228.73
4 37.88 7 65.42 9.18 392.16 1.16 211.33 390.02
5 36.19 12 85.93 6.22 578.78 11.31 317.02 558.84
6 37.94 15 90.27 4.76 756.30 18.9 352.46 717.81
7 37.04 24 98.66 3.08 1168.83 24.72 324.99 1086.21
8 25.03 25 115.60 4.31 835.27 7.79 332.69 816.16
9 27.83 18 123.92 6.86 524.78 0.39 297.31 524.09
10 28.16 14 105.87 5.55 648.65 -2.92 316.56 467.63
11 26.39 20 96.54 4.38 821.92 8.87 269.99 795.78
12 30.95 17 114.92 6.46 557.28 5.11 310.70 548.26
13 26.87 6 36.01 4.57 787.75 8.59 265.82 763.26
14 29.21 27 138.78 4.76 756.3 10.17 340.06 734.30
15 27.25 17 125.87 7.59 474.31 -3.11 336.01 478.74

Average 15.6 91.27 5.37 750.4 9.65 317.55 612.62

Table 3

11
 Sample Calculation for Cycle 1:

1. Average Headway
𝑇𝑛 − 𝑇4
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 ℎ𝑒𝑎𝑑𝑤𝑎𝑦, ℎ =
𝑁−4
51.87 − 26.57
=
10 − 4
= 4.22 𝑠

2. Saturation Flow
3600
𝑆𝑎𝑡𝑢𝑟𝑎𝑡𝑖𝑜𝑛 𝐹𝑙𝑜𝑤, 𝑆 =
𝐴𝑣𝑔 𝐻𝑒𝑎𝑑𝑤𝑎𝑦
3600
=
4.22
= 853.08 𝑣𝑒ℎ/ℎ𝑟

3. Start-up Delay
𝑆𝑡𝑎𝑟𝑡 − 𝑢𝑝 𝐷𝑒𝑙𝑎𝑦 = 𝑇4 − 4(𝐴𝑣𝑔 𝐻𝑒𝑎𝑑𝑤𝑎𝑦)
= 26.57 − 4(4.22)
= 9.69 𝑠

4. Effective Green Capacity

𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝐺𝑟𝑒𝑒𝑛 = 𝐺𝑟𝑒𝑒𝑛 𝑇𝑖𝑚𝑒 − 𝑆𝑡𝑎𝑟𝑡𝑢𝑝 𝐷𝑒𝑙𝑎𝑦 + 𝐶𝑙𝑒𝑎𝑟𝑎𝑛𝑐𝑒 𝐼𝑛𝑡𝑒𝑟𝑣𝑎𝑙
= 74.44 − 9.69 + 198.43
= 263.18 𝑠

5. Lane Capacity
𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝐺𝑟𝑒𝑒𝑛 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦
𝐿𝑎𝑛𝑒 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 = × 𝑆𝑎𝑡𝑢𝑟𝑎𝑡𝑖𝑜𝑛 𝐹𝑙𝑜𝑤
𝐶𝑦𝑐𝑙𝑒 𝐿𝑒𝑛𝑔𝑡ℎ
263.18
= × 853.08
272.87
= 822.79

12
8.0 DISCUSSION
A traffic study is an elaborate of investigation and analysis of the transportation system in a
specific area with supported by a data. For that, saturation flow experiment is very important
road traffic performance measure of the maximum rate of flow of traffic. It is used extensively
in signalized intersection control and design. From this experiment, we must identify the cycle
length, green time and time taken of vehicle to pass the imaginary line. From the data that we
obtained, we can calculate the saturation flow, average headway, start-up delay, lane capacity
and effective green.

Based on the calculation from the data that we obtained, the average value for saturation flow,
average headway, start-up delay, lane capacity and effective green are 750.4 veh/hr, 5.37s,
9.65s, 612.62 and 317.55. As we can see, the relationship of the data is the higher of average
headway, the lower of saturation of flow and start up delay.

Based on the data that we calculated, the data for start-up delay show that the inconsistence
between every cycle. This still may be improved as it must be from the attentiveness of the
driver to start moving accurately with the sign changing. This factor can make the lesser start-
up delay, higher the average headway between the vehicles and finally contribute to the lower
saturation flow in the traffic.

While doing this experiment, there are several errors that can affect the accuracy of the result
taken. Firstly, human error such as the time taken started is not accurate with the passing
vehicle started to cross the imaginary line. Next, we are recommended to produce more cycles
while taking the data during different days of the week to get more accurate result.

13
 9.0 CONCLUSION
Based on our experiments, the traffic is not having a heavy congestion. The number of (PCU)
vehicles per hour is not exceeding the maximum value which is 1900. Besides, no congestion
happened because there is least number of heavy vehicles like lorry, bus at that time. The
saturation flow rate calculations produced in this study have been found to be accurate and are
recommended to be used in traffic control and intersection capacity measurements.
Furthermore, the lane number also has an influence on saturation.

Last but not least, we have achieved the objectives for this experiment, which is to test the
traffic conditions in the current traffic control system, based on the goals for this experiment. A
fundamental for the calculation of the intersection capability and time of traffic signals is the
saturation flow rate. The saturation flow rate estimation was established based on the video
viewed, referring to this experiment. The flow rate of saturation and adjustment factors are
achieved. A very important road traffic efficiency indicator of the maximum rate of traffic flow
is the saturation flow rate. The saturation flow defines the number of passenger car units
(PCU) for a given intersection lane category in a dense flow of traffic. In other words, if the
approach signal of an intersection were to remain green for an entire hour as could as
predicted, the flow rate of saturation would be the number passenger car units that passed
during that hour through this intersection.

10.0 REFERENCES
1. J. Joseph and G. L. Chang, “Saturation flow rates and maximum critical lane volumes for
planning applications in Maryland,” Journal of Transportation Engineering, vol. 131, no. 12,
pp. 946–952, 2005.
2. G. Long, “Driver behavior model of saturation flow,” Transportation Research Record, no.
2027, pp. 65–. View 72, 2007 · View at Google Scholar · View at Scopus
3. M. Mei and A. G. R. Bullen, “Lognormal distribution for high traffic flows,” Transportation
Research Record, no. 1398, pp. 125–128, 1993.

14
11.0 APPENDIX

Figure 3: Group Discussion on Mic Teams platform

15