TRAFFIC ENGINEERING SEAA 3842 SEMESTER 2 GROUP 7 SECTION 02 ASSIGNMENT 1 PREPARED BY NURUL AFIQAH BINTI ABD RAHMAN A20EA0120 NUR SYAFIQAH BINTI MOHD SANI A20EA0113 NUR FARRAH IZZATI BINTI YUSRI A18KA0121 SUBMISSION DATE 11 APRIL 2023 SUBMITTED TO ASSOCIATE PROFESSOR IR. DR. SITI ASMAH BINTI HASSAN DR. SITI NUR NAQIBAH BINTI KAMARUDIN
TABLE OF CONTENT CONTENT PAGE 1.0 Introduction 3-4 2.0 Objectives 5 3.0 Methods ● Site Selection ● Data Collection ● Traffic Volume ● Analysis Method ● Study Method 5-6 6-7 8-9 9 9 4.0 Geometrical Data 10 5.0 Traffic Data ● Hourly flow rate ● Speed ● Headway 11-12 13-14 15-16 17-18 6.0 Conclusion 19 PAGE 2
1.0 INTRODUCTION As the years go by, Malaysia's growth expands quickly, creating a strong demand for transportation infrastructure and a corresponding rise in the number of vehicles each year. Many problems, including traffic congestion, have emerged as a result of the large number of vehicles on the road, raising concerns for various parties. Slower speeds, longer travel times, and more traffic queues are all signs of the transportation condition known as traffic congestion. According to statistics, there has been a significant growth in traffic on urbanized road networks since the 1950s to this day. Hence, one of the most efficient ways to regulate traffic effectively, ensure the safety of road users, minimize the risk of car collisions, and shorten traffic delays is to put a traffic light at the junction or roundabout. Even in times of heavy traffic, the flow of cars will be safe and orderly while also making it easier for pedestrians to cross the street or enter the main roadway. In this instance, the goal is to analyze the traffic-congestion-prone unsignalized junction at Jalan Persiaran Bakti 1, Mutiara Rini, 81300, Johor Bahru, Johor. Figure 1.0 Jalan Persiaran Bakti 1 - Jalan Kejayaan 33 PAGE 3
Our team chose the junction that was located not far from UTM which only takes 10 minutes time travel using a motorcycle. It is the T-junction of Jalan Persiaran Bakti 1, Mutiara Rini, 81300, Johor Bahru, Johor (1⁰31’28”N 103⁰ 37’47”E). We labeled the road into Road A, Road B and Road C to have a better view and well-organized data collection. We are well aware that this area is considered to be an urban area with many residential houses. Thus, few schools were built around this area with a SJK(C) Thorbun located from Road B, SK Taman Mutiara Rini 2 that located not far from Road A and lastly SMK Mutiara Rini which vehicles mainly use Road C as their main road. The reasons why we decided to analyse this area as our proposed location is due to several traffic issues that were observed. Firstly, we noticed that there was a huge difficulty for vehicles in Road C to turn right in Road A during peak hour even though Road C has 2 lanes. This is due to the reason that the crowd movement that happens when vehicles at Road B choose to turn straight and vehicles at Road A choose to turn straight or right. Thus, vehicles at Road C are unable to find the right and safest opportunity to turn right which causes them to experience great traffic delays and queues. Based on one hour site observation, we found out that all three roads in Figure 1.2 are highly utilized by road users at peak hour. Road A users were found having difficulty when they want to turn to the right at Road C at the junction because they will need to wait for users from Road B to pass first, either straight or turn left. However, this cannot be compared to the difficulty that users of Road C had been facing. Users at Road C are observed to be stuck at their lanes when they want to turn to the right, which is Road A as the users from Road A went straight or turn right, while Road B users are turning straight at that moment. As a result, the users of Road C will experience delays and the que becomes longer. Not to forget to mention when the Road C users were honked at quite a few times when they hesitated to make a turn as they were afraid the accidents might happen. PAGE 4
2.0 OBJECTIVE The aim of this study is to evaluate the unsignalised junction at Jalan Persiaran Bakti 1- Jalan Kejayaan 33 that has significant traffic volume and delay which may require upgrading of the traffic control system. 3.0 METHODOLOGY Site Selection The area of study is at Jalan Persiaran Bakti 1 - Jalan Kejayaan 33, Mutiara Rini, 81300 Skudai, Johor with latitude given 1⁰31’28”N 103⁰37’47”E.The junction has a 3-arm unsignalised junction. This area is located near to the SMK Mutiara Rini, SJK (C) Thorburn and SK Taman Mutiara Rini 2. Based on the observation, the peak hour is between 4pm to 5pm. The road is always busy as it is close to the main road, Persiaran Utama and schools. Figure 3.0 SJK (C) Thorburn, SK Taman Mutiara Rini, SK Taman Mutiara Rini 2 and Proposed T-Junction PAGE 5
Figure 3.1 Proposed T-Junction at Road A Figure 3.2 Proposed T-Junction at Road B Figure 3.3 Proposed T-Junction at Road C Data Collection The data was collected from 1605 to 1705 on 30 Mac 2023. At each road A, B and C, there are three enumerators placed manually to record the movement of vehicles. The movement was recorded in a 5 minute interval and each vehicle has been categorized as car, utilities and small van, medium lorries and large vans, large lorries and heavy vehicles, buses and motorcycles. PAGE 6
Figure 3.2 Location Reference Point at Road A Figure 3.3 Location Reference Point at Road B Figure 3.4 Location Reference Point at Road C PAGE 7
Traffic Volume The data for the traffic volume on Road A, Road B and Road C were collected by using a worksheet and video recording. The number of vehicles in each category was counted at 5-minute intervals to ascertain the traffic pattern. The site's entry traffic was computed and the vehicles were classified throughout the entire observation based on their types. The observed information is displayed along with the form of observation. The information for five different vehicle categories at intersections. Figure 3.5 Worksheet Data Collection by using Tally Method Figure 3.6 Worksheet Data Collection in EXCEL to sum up PAGE 8
Figure 3.7 Video Recording Analysis Method To analyse the data, the enumerator extraction method was used manually and video recording has been used. The composition of vehicles that passed the T-junction was recorded by using the data collected and then tabulated to a table and graph in order to get a clear picture of junction traffic. Study Method The T-junction at Jalan Persiaran Bakti 1 - Jalan Kejayaan 3 has many vehicles in an hour while Road A has one lane, Road B has one lane and Road C has two lanes which make the traffic jams and accidents. The tally marks and video recording used to collect data within a 5 minute interval. PAGE 9
4.0 GEOMETRICAL DATA Figure 4.0 Road A, Road B and Road C Number of lanes: Road A: 1 Road B: 1 Road C: 2 Road width: Road A: 3.44m Road B: 3.44m Road C: 3.34m (Lane 1) & 3.35m (Lane 2) Turning radius: Road A to Road C: 90⁰, minimum width 2.3m checked. Road B to Road C 90⁰, minimum width 2.3m checked. Road C to Road B: 90⁰, minimum width 2.3m checked. Road C to Road A: 90⁰, minimum width 2.3m checked. Gradient: Road A: Less than 3% Road B: Less than 3% Road C: Less than 3% PAGE 10
5.0 TRAFFIC DATA Figure 5.0 Number of Vehicles vs Road A, Road B and Road C Figure 5.1 Number of Vehicles vs Time at Road A PAGE 11
Figure 5.2 Number of Vehicles vs Time at Road B Figure 5.3 Number of Vehicles vs Time at Road C PAGE 12
Hourly Flow Rate ROAD A TIME NUM OF VEHICLE (veh/5mins) HOURLY FLOW RATE (veh/hour) 1600-1605 44 528 1605-1610 25 300 1610-1615 41 492 1615-1620 27 324 1620-1625 37 444 1625-1630 35 420 1630-1635 54 648 1635-1640 49 588 1640-1645 47 564 1645-1650 37 444 1650-1655 43 516 1655-1700 56 672 ROAD B TIME NUM OF VEHICLE (veh/5mins) HOURLY FLOW RATE (veh/hour) 1600-1605 19 228 1605-1610 17 204 1610-1615 17 204 1615-1620 33 396 1620-1625 22 264 1625-1630 29 348 1630-1635 28 336 1635-1640 38 456 1640-1645 20 240 1645-1650 34 408 1650-1655 37 444 1655-1700 27 324 PAGE 13
ROAD C TIME NUM OF VEHICLE (veh/5mins) HOURLY FLOW RATE (veh/hour) 1600-1605 40 480 1605-1610 29 348 1610-1615 27 324 1615-1620 20 240 1620-1625 20 240 1625-1630 35 420 1630-1635 38 456 1635-1640 24 288 1640-1645 30 360 1645-1650 32 384 1650-1655 33 396 1655-1700 53 636 PAGE 14
Speed ROAD A: 70.01m Time Distance (m) Average Duration (s) Speed (m/s) Speed (km/hr) 1600 - 1605 70 8.70 8.05 28.97 1605 - 1610 70 6.60 10.61 38.18 1610 - 1615 70 8.70 8.05 28.97 1615 - 1620 70 4.20 16.67 60.00 1620 - 1625 70 6.70 10.45 37.61 1625 - 1630 70 6.40 10.94 39.38 1630 - 1635 70 8.50 8.24 29.65 1635 - 1640 70 10.50 6.67 24.00 1640 - 1645 70 6.60 10.61 38.18 1645 - 1650 70 5.40 12.96 46.67 1650 - 1655 70 7.20 9.72 35.00 1655 - 1700 70 10.40 6.73 24.23 430.83 ROAD B: 70m Time Distance (m) Average Duration (s) Speed (m/s) Speed (km/hr) 1600 - 1605 70 8.80 7.95 28.64 1605 - 1610 70 5.90 11.86 42.71 1610 - 1615 70 6.40 10.94 39.38 1615 - 1620 70 6.20 11.29 40.65 1620 - 1625 70 4.80 14.58 52.50 1625 - 1630 70 14.90 4.70 16.91 1630 - 1635 70 9.50 7.37 26.53 1635 - 1640 70 6.60 10.61 38.18 1640 - 1645 70 8.70 8.05 28.97 1645 - 1650 70 10.40 6.73 24.23 1650 - 1655 70 7.90 8.86 31.90 1655 - 1700 70 14.80 4.73 17.03 387.61 PAGE 15
ROAD C: 50m Time Distance (m) Average Duration (s) Speed (m/s) Speed (km/hr) 1600 - 1605 50 1.80 27.78 100.00 1605 - 1610 50 1.90 26.32 94.74 1610 - 1615 50 1.80 27.78 100.00 1615 - 1620 50 3.40 14.71 52.94 1620 - 1625 50 2.40 20.83 75.00 1625 - 1630 50 3.40 14.71 52.94 1630 - 1635 50 3.10 16.13 58.06 1635 - 1640 50 4.10 12.20 43.90 1640 - 1645 50 2.10 23.81 85.71 1645 - 1650 50 3.90 12.82 46.15 1650 - 1655 50 4.40 11.36 40.91 1655 - 1700 50 3.40 14.71 52.94 803.30 PAGE 16
Headway ROAD A: TIME HOURLY FLOW RATE, q (veh/hour) SPEED (km/hr) HEADWAY, h = 1/q (s/veh) 1605-1610 528 28.97 3.29 1610-1615 300 38.18 7.64 1615-1620 492 28.97 3.53 1620-1625 324 60.00 11.11 1625-1630 444 37.61 5.08 1630-1635 420 39.38 5.63 1635-1640 648 29.65 2.75 1640-1645 588 24.00 2.45 1645-1650 654 38.18 3.50 1650-1655 444 46.67 6.31 1655-1700 516 35.00 4.07 1700-1705 672 24.23 2.16 ROAD B: TIME HOURLY FLOW RATE, q (veh/hour) SPEED (km/hr) HEADWAY, h = 1/q (s/veh) 1605-1610 228 28.64 7.54 1610-1615 204 42.71 12.56 1615-1620 204 39.38 11.58 1620-1625 396 40.65 6.16 1625-1630 264 52.50 11.93 1630-1635 348 16.91 2.92 1635-1640 336 26.53 4.74 1640-1645 456 38.18 5.02 1645-1650 240 28.97 7.24 1650-1655 408 24.23 3.56 1655-1700 444 31.90 4.31 1700-1705 324 17.03 3.15 PAGE 17
ROAD C: TIME HOURLY FLOW RATE, q (veh/hour) SPEED (km/hr) HEADWAY, h = 1/q (s/veh) 1605-1610 480 100.00 12.50 1610-1615 348 94.74 16.33 1615-1620 324 100.00 18.52 1620-1625 240 52.94 13.24 1625-1630 240 75.00 18.75 1630-1635 420 52.94 7.56 1635-1640 456 58.06 7.64 1640-1645 288 43.90 9.15 1645-1650 360 85.71 14.29 1650-1655 384 46.15 7.21 1655-1700 396 40.91 6.20 1700-1705 636 52.94 4.99 PAGE 18
6.0 CONCLUSION There are aspects in road design and we believe that this junction is lacking. The delay and long queue that happened at Road C users during peak hour are the main problems that need to be solved. Besides, the lack of safety due to Road C users' hesitance to turn right to Road A might cause possible accidents in the future. Next, too much honking at Jalan Persiaran Bakti 1, Mutiara Rini might result in disturbance to the residential area. Therefore, upgrading this unsignalised junction into signalised junction would be necessary especially when the rate of vehicle growth is increasing nowadays. Based on our data collection method, we discovered that we encountered some small difficulties and the methods can be improved to ensure more effective data collection. We chose a T-intersection with three different roads, Road A, B and C. Each one of us focuses on a single road. Some of the difficulties we face when counting the number of vehicles every five minutes are overlooked due to the speed and many cars involved. Furthermore, we could say that the location during collecting the data is safe without being exposed to heavy traffic that has no road barriers. It's very difficult to analyze precisely. To solve this issue, we've decided that the next time we'll find a good spot, set up a tripod, and record a video of the road using a proper smartphone camera that won't overheat after more than an hour of recording. PAGE 19