PhD Thesis Full Version - Jezan Md Diah

FIGURE 6.20
The Geometric Parameters of Conventional Roundabout from Previous Researchers

A summary of sensitivity analysis results is as shown in Table 6.21, with different
input values of L, W and e in situation 1, 2 and 3 for types A, B and C respectively.
All units are in meter.

132

TABLE 6.21
Effect of Different L, W and e Values for Weaving Section Capacity Qp

L W e1 e2 e Qp(jkr) Qp(jkr)
(veh/hr) (pcu/hr)
Type A - Situation 1 Fixed
8.25 2000 2119
Increase Fixed Fixed Fixed 8.25 2347 2487
25.00 8.25 2460 2606
60.00 8.50 8.25 8.25
95.00 Fixed 2800 2967
8.50 8.25 8.25 13.38 3531 3741
Increase 13.38 3791 4017
25.00 8.50 8.25 8.25 13.38
60.00 Type A – Situation 2 3409 3612
95.00 Fixed 4557 4828
Fixed Fixed Fixed 18.50 5000 5298
Increase 18.50
25.00 13.75 13.38 13.38 18.50 2000 2119
60.00 2271 2406
95.00 13.75 13.38 13.38 Fixed 2477 2625
8.25
Fixed 13.75 13.38 13.38 8.25 3066 3248
25.00 8.25 3531 3741
25.00 Type A – Situation 3 3934 4168
25.00 Fixed
Fixed Fixed Fixed 13.38 3965 4201
Fixed 13.38 4508 4776
60.00 19.00 18.50 18.50 13.38 5000 5298
60.00
60.00 19.00 18.50 18.50 Fixed 2000 2119
18.50 2612 2767
Fixed 19.00 18.50 18.50 18.50 3224 3416
95.00 18.50
95.00 Type B – Situation 1 2864 3034
95.00 Increase 3531 3741
Increase Fixed Fixed 8.25 4198 4448
Fixed 13.38
25.00 8.50 8.25 8.25 18.50 3633 3850
25.00 4317 4574
25.00 13.75 8.25 8.25 Increase 5000 5298
8.25
Fixed 19.00 8.25 8.25 13.38
60.00 Type B – Situation 2 18.50
60.00
60.00 Increase Fixed Fixed Increase
8.25
Fixed 8.50 13.38 13.38 13.38
95.00 18.50
95.00 13.75 13.38 13.38
95.00
19.00 13.38 13.38

Type B – Situation 3

Increase Fixed Fixed

8.50 18.50 18.50

13.75 18.50 18.50

19.00 18.50 18.50

Type C – Situation 1

Fixed Fixed Fixed

8.50 8.25 8.25

8.50 13.38 13.38

8.50 18.50 18.50

Type C – Situation 2

Fixed Fixed Fixed

13.75 8.25 8.25

13.75 13.38 13.38

13.75 18.50 18.50

Type C – Situation 3

Fixed Fixed Fixed

19.00 8.25 8.25

19.00 13.38 13.38

19.00 18.50 18.50

133

Figures 6.21 – 6.23 shows capacity of weaving section Qp (pcu/hr) (Notes: the
conversion of pcu rate = 1.0595 for this study as mentioned in Section 6.3.1) in the
weaving area of conventional roundabout under parameter of length of weaving
section L, width of weaving section W and average entry width e. Figure 6.21
illustrates Type A with the variation of weaving section length L in the weaving area
with respect to capacity of weaving section Qp. The first observation is that, Qp
increases linearly with L with low sensitivity. While W and e parameters show that it
is medium sensitivity for Type B in Figure 6.22 and Type C in Figure 6.23. These fix
geometric design of weaving section of conventional roundabout can be related with
the weaving section flow model in the following section.

FIGURE 6.21
Sensitivity Analysis Output for Various L

Arahan TekAnirka(hJaanlaTne)k1n1ik/8J7K(1R98M7)odMeol,dQelp, Q(pp c(pu/chur/)hr)

(T(yTpyepeAA) )

Qp (pcu/hr) 6000
5000
4000
3000
2000
1000

0

20 40 60 80 100
L (meter)

min mean max

FIGURE 6.22
Sensitivity Analysis Output for Various W

ArahaAnraTheaknniTke(kJnailkanJ)K1R1/M87o(d1e9l8, 7Q) pM(opdceul/,hQr)p

((Tpycup/ehrB) )

Qp (pcu/hr) 6000 (Type B)
5000
4000 9 11 13 15 17 19
3000 W (meter)
2000
1000

0

7

min mean max

134

FIGURE 6.23
Sensitivity Analysis Output for Various e

ArahanATreakhnaink T(Jeaklnaink) J1K1/R87M(1o9d8e7l,)QMpod(pelc,uQ/hpr)(pcu/hr)

Qp (pcu/hr) 6000 (Type C)
5000
4000 9 11 13 15 17 19
3000 e (meter)
2000
1000

0

7

min mean max

Table 6.22 is a simplified version from Table 6.21 which represents Types A,
B and C due to the variation of length of weaving section L, width of weaving section
W and average entry width e. From Figures 6.24 – 6.26, the results output from the
determination of L, W and e are based on minimum, mean and maximum values. From
these figures, it is clear that in general the results for capacity of weaving section Qp
increases as the geometric linear measurement increase, and in the range of 2119
pcu/hr to 5298 pcu/hr. Thus, it can be deduced that the output from model developed
in this study (Qwsf) can be correlated with the model from the Arahan Teknik (Jalan)
11/87 (1987) (Qp) that adapted from Wardrop (1957).

TABLE 6.22
Summarized Results of Different L, W and e Values for Qp

Type A, B and C

Values L W e1 e2 e Qp(jkr) Qp(jkr)
(veh/hr) (Pcu/hr)
Minimum 25.00 8.50 8.25 8.25 8.25
Mean 60.00 13.75 13.38 13.38 13.38 2000 2119
95.00 19.00 18.50 18.50 18.50 3531 3741
Maximum 5000 5298

135

FIGURE 6.24
Summarized of Sensitivity Analysis Output for Various L

Arahan TeAknraikh(aJnalTane)k1n1ik/8J7K(1R98M7)oMdeold,eQl, pQp(p(pccuu//hhrr))

(Type A)

Qp (pcu/hr) 6000
5000
4000 40 60 80 100
3000 L (meter)
2000
1000

0
20

FIGURE 6.25
Summarized of Sensitivity Analysis Output for Various W

Arahan ATerkanhikan(JTaleaknn)i1k1J/8K7R(1M98o7)dMel,odQepl, Q(ppc(up/chur/)hr)

(Type B)

Qp (pcu/hr) 6000
5000
4000 9 11 13 15 17 19
3000 W (meter)
2000
1000

0
7

136

FIGURE 6.26
Summarized of Sensitivity Analysis Output for Various e

ArahaAnraTheaknnikT(eJkanlaikn)J1K1/R87M(1o9d8e7l), MQopde(pl,cQup/h(rp)cu/hr)

(Type C)

Qp (pcu/hr) 6000
5000
4000 9 11 13 15 17 19
3000 e (meter)
2000
1000

0
7

6.4 DEVELOPMENT OF LEVEL OF SERVICE (LOS) AT WEAVING
SECTION OF CONVENTIONAL ROUNDABOUT

The process of deducing LOS using Qwsf model is based on the sensitivity
analysis of Qncf, Qcf and Tisg. Generally, these variables are needed as an input
parameter to determine Qwsf as shown in Equation 6.1. Several graphs were created
based on the equation given in Equation 6.1 for estimation of the weaving section
flow at weaving section of conventional roundabout.

Qwsf = 2700 + 0.000028 (Qncf 3/2 . Qcf ) - 1.22 (Tisg . Qcf ) (6.1)

Table 6.23 shows the identifying LOS that are based on weaving section flow
Qwsf versus ideal safe gap Tisg where the justification is made through sensitivity
analysis output (indicate in Section 6.2). From the sensitivity analysis, there are direct
relationship of conflicting flow and the ideal safe gap. This is because when the
conflicting flow occurs, the ideal safe gap is also occurs. Consequently, the ideal safe
gap (Tisg) can be used as MOE for the weaving section flow which does really
measure the level service of the weaving section of conventional roundabout. In other

137

hand, it also has direct relationship with driver’s expectation especially when the
conflicting flow occurs is actually the ideal safe gap exist. The calculations in
determining the types of LOS with respect to Tisg such as A, B, C, D, E and F, were
based on the application of Table 6.24 from TRB (2000), which had been explained in
Chapter 3 (Section 3.8). The basis of using Table 6.24 in deducing LOS is because the
Equation 6.2 (delay equation) that uses the parameter flow and time period which
almost similar with the Equation 6.1. The assumption made is that the delay incur is
related to the available time gap to merge /cross traffic stream. Thus, the range of
delay (unit in second) at entry (Table 6.24) is adapted to be applicable for possible
ideal safe gap (unit in second) at the weaving section of roundabout. The ideal safe
gap is based on Figure 6.19 in the range of 1.590 sec to 3.810 sec. These minimum
and maximum ideal safe gap values were extracted or obtained through integration of
graphs plot of weaving section flow of the developed model (Qwsf) and weaving
section capacity of Arahan Teknik (Jalan) 11/87 (1987) (Qp) that adapted from
Wardrop (1957). As an example, to determine LOS A, B, C, D, E and F with respect
to Tisg at the weaving section of conventional roundabout, the basic mathematic
calculation are:

For LOS A = 10 x (3.810 − 1.590) + 1.590 = 2.034
 50

For LOS B = 15 x (3.810 − 1.590) + 1.590 = 2.256
 50

For LOS C =  25 x (3.810 − 1.590) + 1.590 = 2.700
 50

For LOS D =  35 x (3.810 − 1.590) + 1.590 = 3.144
 50

For LOS E = 50 x (3.810 − 1.590) + 1.590 = 3.810
 50

For LOS F = 50 x (3.810 − 1.590) + 1.590 = 3.810
 50

138

Thus, the indicator of LOS A, B, C, D, E and F which based on Tisg is used as
MOE for the weaving section which does give a measure of level of service of the
section (see Table 6.23). Comparing with previous LOS studies from TRB (2000),
LOS is measured using density, delay, or travel time, etc. Although all of those MOE
has direct relationship with driver’s expectation, Tisg seemed to be also contributing an
effect on the driver’s movement either through non-conflicting flow or conflicting
flow (ideal safe gap occur) which translated into LOS in the field using video capture
technique. Furthermore, nowadays the technology of using real time application
software using video capture is easy to be apply as when compare with last five to ten
years before.

TABLE 6.23
New LOS of Tisg at Weaving Section of Conventional Roundabout

LOS Calculation Tisg (second)
0 – 2.034
A 2.034
B 2.256 > 2.034 - 2.256
C 2.700 > 2.256 - 2.700
D 3.144 > 2.700 - 3.144
E 3.810 > 3.144 - 3.810
F 3.810
> 3.810

LOS TABLE 6.24
A LOS at Entry of Roundabout
B
C Average Control Delay (s/veh)
D 0 – 10
E
F > 10 – 15
> 15 – 25
(Source: TRB 2000) > 25 – 35
> 35 – 50

> 50

  3600  v 
  c  c 
d = 3600 + 900T  v − 1+  v − 12 +  (6.2)
c c 
c 450T 
 
 

139

Where:
d = control delay, sec/veh;
v = flow in subject lane, veh/h;
c = capacity of subject lane, veh/h; and
T = time period, h (T=1 for 1-hr analysis, T=0.25 for 15-min
analysis).

Table 6.25 shows the different ratio of conflicting flow to non-conflicting flow

demand. These ratios are not fixed but those values were determined based on the

minimum, mean and maximum of Qcf and Qncf which had been elaborated in

descriptive statistic of Table 5.1 (Chapter 5). For example, to determine the minimum

ratio of conflicting flow to non-conflicting flow demand:-

Qcf minimum = 90 pcu/hr
Qncf minimum = 1500 pcu/hr

Therefore:

Ratio of Qcf : Qncf = 90 : 1500
= 0.06

TABLE 6.25
The Ratio of Conflicting Flow to Non-Conflicting Flow Demand

Types Qcf Qncf Ratio of Remarks

Qcf : Qncf

90 1500 0.06 Low

low of weaving section flow 180 3000 0.06 Low

270 4500 0.06 Low

135 1500 0.09 Moderate

medium of weaving section flow 270 3000 0.09 Moderate
405 4500 0.09 Moderate

180 1500 0.12 High

high weaving section flow 360 3000 0.12 High
540 4500 0.12 High

140

As the results, from Table 6.25, the ratio of conflicting flow to non-conflicting
flow demand is determined from 0.06 until 0.12 based on minimum, mean and
maximum of Qcf and Qncf which had been elaborated in descriptive statistic of Table
5.1 (Chapter 5). Table 6.25 signify the type of low, medium and high weaving section
is mentioned in order to classify the differences of ratio Qcf and Qncf accordingly.
Graphically, Figure 6.27 illustrates the situation in low weaving section flow where
the ratio of conflicting flow to non-conflicting flow demand is 0.06, Figure 6.28
illustrates medium weaving section flow where the ratio of conflicting flow to non-
conflicting flow demand is 0.09, and Figure 6.29 illustrates high weaving section flow
where the ratio of conflicting flow to non-conflicting flow is 0.12. The overall chart
for level of service based on Equation 6.1 is showed in Figure 6.30.

Details explanation on the individual figures are as follows; as to Figure 6.28
and Figure 6.29 show the weaving section flow Qwsf for medium and high weaving
section flow are reached Qp minimum when the ideal safe gap Tisg are 3.790 sec and
3.600 sec respectively. The weaving section flow Qwsf for medium and high weaving
section flow also reached Qp maximum when the ideal safe gap Tisg is 1.300 sec and
1.650 sec respectively. Thus, this indicate that the situation where ratio of conflicting
flow to non-conflicting flow was medium and high, the ideal safe gap increases for
Qp(max) and decreases for Qp(min) and this contribute to the limitation of weaving
section flow of the weaving area. In line plot of Figure 6.30 shows that there are
intersect line at ideal safe gap of 3.090 sec when the ratios of conflicting flow to non-
conflicting flow are varying at 0.06, 0.09 and 0.12 according to minimum, mean and
maximum descriptive statistic value. Thus, the findings indicate that the certain
amount of ratio Qcf to Qncf can define same values of ideal safe gap Tisg. Regarding
with weaving section flow and ideal safe gap, there have a relation between Qcf, Qncf
and Tisg where if the conflicting flow occurs, the non-conflicting flow and ideal safe
gap are also occurs. In this situation, the movement of flow is under stable flow until it
reached the maximum ratio of Qncf and Qcf. As the result, the ideals safe gap also
needs to take a long time to accept the results of Qcf and Qncf at their maximum ratio.
Furthermore, this can be separated into two types of weaving section flow which are
stable flow for ideal safe gap less than 3.090 sec and approaching to unstable flow for
the ideal safe gap greater than 3.090 sec.

141

As for the determination of LOS and use Figure 6.27 as example; if a person
wants to determine the LOS at weaving section flow (let say Qwsf is equal to 3200
pcu/hr that obtained from the fieldwork results) of conventional roundabout using the
ratio of conflicting flow to non-conflicting flow equal to 0.06 (i.e. where conflicting
flow is 181 pcu/hr and non-conflicting flow is 3019 pcu/hr). Consequently, the ideal
safe gap is found to be 2.500 sec that result in LOS C. From this example, the steps on
how to determine the value from the ratio of conflicting flow to non-conflicting flow
demand which equal to 0.06 of 3200 pcu/hr, the calculation is:

Qwsf = Qcf + Qncf … (A)

Qcf : Qncf = 0.06

Qcf = 0.06 Qncf … (B)

Put (B) in (A):

Qwsf = 0.06 Qncf + Qncf

If Qwsf = 3200 pcu/hr under ratio of 0.06, therefore:

3200 = 0.06 Qncf + Qncf

3200 = 1.06 Qncf

Qncf = 3019 pcu/hr

Qcf = 3200 – 3019 = 181 pcu/hr

142

FIGURE 6.27
LOS Chart for Weaving Section with Ratio Qcf to Qncf Equal to 0.06

6000 Ratio Qcf to Qncf = 0.06
5500
5000 Qp maximum = Fixed at 5298
4500 pcu/hr
4000
3500Qwsf (pcu/hr)
3000 Tisg = 2.034 sec
2500 Tisg = 2.256 sec
2000 Tisg= 2.700 sec
1500 Tisg =3.144 sec
1000 Tisg = 3.810 sec
Qp minimum = Fixed at 2119 pcu/hr
500
0 LOS A LOS B LOS C LOS D LOS E Qcf : Qncf = 0.06
1.000 1.500 LOS F

2.000 2.500 3.000 3.500 4.000

Tisg (sec)

FIGURE 6.28
LOS Chart for Weaving Section with Ratio Qcf to Qncf Equal to 0.09

6000 Ratio Qcf to Qncf = 0.09
5500
5000 Qp maximum = Fixed at 5298 pcu/hr
4500
Qwsf (pcu/hr)4000
Tisg = 2.034 sec3500
Tisg = 2.256 sec3000
Tisg= 2.700 sec2500
Tisg =3.144 sec2000
Tisg = 3.810 sec1500
1000 Qp minimum = Fixed at 2119 pcu/hr

500 LOS A LOS B LOS C LOS D LOS E Qcf : Qncf = 0.09
0 1.500 LOS F
1.000
2.000 2.500 3.000 3.500 4.000

Tisg (sec)

143

FIGURE 6.29
LOS Chart for Weaving Section with Ratio Qcf to Qncf Equal to 0.12

6000 Ratio Qcf to Qncf = 0.12
5500
5000 Qp maximum = Fixed at 5298 pcu/hr
4500
4000Qwsf (pcu/hr)
3500 Tisg = 2.034 sec
3000 Tisg = 2.256 sec
2500 Tisg= 2.700 sec
2000 Tisg =3.144 sec
1500 Tisg = 3.810 sec
1000 Qp minimum = Fixed at 2119 pcu/hr

500 LOS A LOS B LOS C LOS D LOS E Qcf : Qncf = 0.12
0 LOS F
1.000
1.500 2.000 2.500 3.000 3.500 4.000

Tisg (sec)

6000 FIGURE 6.30
5500 LOS Chart for Weaving Section Flow Qwsf
5000
4500 Qp maximum = Fixed at 5298pcu/hr
4000
Qwsf (pcu/hr)3500
3000
Tisg = 2.034 sec2500
Tisg = 2.256 sec2000
Tisg= 2.700 sec1500
Tisg =3.144 sec1000
Tisg = 3.810 sec500
Qp minimum = Fixed at 2119pcu/hr Qcf : Qncf = 0.06
0
1.000 Qcf : Qncf = 0.09

LOS LOS LOS LOS LOS E Qcf : Qncf = 0.12
A BC D
LOS F

1.500 2.000 2.500 3.000 3.500 4.000

Tisg (sec)

144

The effect of ideal safe gaps to weaving section flow variations that were
obtained from fieldwork can generate different LOS with three different ratios of
conflicting flow and non-conflicting flow. Back to the previous example, after the
value of weaving section flow (let say Qwsf is equal to 3200 pcu/hr that was obtained
from the fieldwork), the ratio of conflicting flow Qcf and non-conflicting flow Qncf
(where Qcf : Qncf = 0.06) was defined, then the length (L), width (W) and average entry
width (e) of weaving section can be deduced from charts as 50 m, 12 m and 11.5 m
respectively (see example for determining length (L) in Figure 6.31). Thus, the
weaving section flow that was obtained from the fieldwork enable prediction be made
in terms of the ratio of Qcf and Qncf, the ideal safe gap (Tisg), the LOS and also the
associated geometrical design parameters dimensions of the weaving section. The
LOS chart together with geometrical section defined charts (shown in Appendix F)
can be used to deduce roundabout design that suit targeted weaving section capacity.

FIGURE 6.31
Example for Determining Length (L) at Weaving Section

ArahaAn rTaehknaink (TJaelaknn) i1k1/J8K7 (R198M7) oMdoedel,l,QQpp(p(cpuc/hur)/hr)

(Type A)

Qp (pcu/hr) 6000
5000
4000 40 60 80 100
3000 L (meter)
2000
1000

0
20

145

6.4.1 Applications of the Developed Model and LOS Chart

Roundabout is where three or more roadways meet and change of directions
made through circulatory clockwise movement. This form of intersection is effective
when approaches flow is about the same and below capacity. Vehicles do not have to
stop and reasonable travel speed is expected, thus reduce delay. However, the issue of
imbalance traffic flow do sometimes occur and this phenomenon had been explained
in Chapter 3 (Section 3.3; Tables 3.1 – 3.3). It is interesting to say that, study at the
weaving section of conventional roundabout is relevant and crucial in Malaysia
context especially under two conditions; the practical capacity is being calculated
solely based on geometric parameters and secondly, Malaysian traffic behaviour
(manoeuvrability at weaving area) are much to be desired. Thus, effectiveness of
movement at the weaving section would have some influence on the effectiveness of
the whole system especially on the issue of imbalance traffic flow on the weaving
section that causes congestion on roundabout legs, hence affected the capacity of
roundabout. Therefore, the developed model can be used by traffic engineers to
evaluate the effectiveness of the operation at weaving section of conventional
roundabout and assist the roundabout designers and planners to adjust the geometry of
weaving section such as the length and width of weaving section lane in order to
obtain and produce the desired level of service (LOS) at weaving section of
conventional roundabout. As such, the congestion issue on the roundabout legs is also
being taken into consideration in this research.

Simplified procedure to determine LOS and relate to geometric design
parameters can be explained and illustrated through example in the following
paragraph below. A process flow chart shown in Figure 6.32, explained the procedure
to use the developed model/formulation in actual traffic engineering application in
term of the type of data that need to be collected such as Qncf and Qcf (=Qwsf) . Ratio of
Qcf and Qncf needs to be computed in order to select the appropriate line graph. Value
obtained within speculated range needs to be interpolated. Interception between ratio
of Qcf and Qncf with Qwsf, the value of Tisg and LOS are obtained from the chart (see
Appendix F).

At the same time, from the fieldwork data of Qwsf, the geometric design of
weaving section of conventional roundabout such as W, L and e can be deduced from
the chart (see Appendix F). With the assumptions: Qwsf = Qp it is possible to identify

146

W, L and e. As for operational monitoring purposes, the results obtained (Qcf and Qncf)
would relate to the appropriate design parameters. These design parameters can be
checked / compared to the existing geometric design values. Thus, the model and LOS
chart that have been developed have practical applications and very useful tool (design
and operational) to practising traffic engineers and researchers (investigators).

FIGURE 6.32
Process Flow Chart - Model and LOS Applications

Data from fieldwork
Qcf, Qncf (= Qwsf)

Calculate ratio of Qcf and Qncf

Info. deduced from chart (see Appendix F)

Tisg LOS W, L and e

6.5 SUMMARY

An evaluation of the sensitivity analysis of the developed model Qwsf and
formulation of the LOS threshold which based on weaving section of conventional
roundabout were addressed in this chapter. The developed model for weaving section
flow in weaving area of conventional roundabout had undergone a rigorous sensitivity
analysis to evaluate and determine the sensitivity of the MOE with respect to a change
in each predictor parameter. The outcomes were very satisfactory, indicating that the
parameters considered were very crucial and relevant. Integration of weaving
capacities (Qwsf and Qp) enable LOS chart be developed that suit Malaysia
conventional roundabout (design and operational). This being specified because of the
constraint/limitation of using Arahan Teknik (Jalan) 11/87 (1987) model and
operational characteristics of the developed model (Tisg). The main limitation of

147

Arahan Teknik (Jalan) 11/87 (1987) model in estimation capacity analysis is because
it applies geometric design parameters without considering the traffic parameters such
as flow and gap, and this may be considered an optimistic or ideal scenario. However,
before a roundabout to be constructed, its maximum flow needs to be anticipated in
order to reduce the probable traffic congestion. It can be anticipated that the Arahan
Teknik (Jalan) 11/87 (1987) model only can determined its capacity of weaving
section based on its length of weaving section L, width of weaving section W and
average entry width e. The resolution of congestion problem at weaving section is to
get better estimation of flow and anticipated LOS at weaving section area under
different range of traffic condition regimes such as ‘weaving section flow’ and ‘ideal
safe gap’, it will produce different sensitivity of the input parameter of the calibrated
models in estimating the respond parameter Qwsf which is used as the measures of
effectiveness in weaving area of conventional roundabout. With adequate knowledge
anticipated flow and using the developed LOS the appropriate design parameters are
deduced to suit the target LOS. Thus, this section has developed a ‘tool’ for practising
traffic engineer and the procedure of using it had been deliberated through stepwise
example.

148

CHAPTER SEVEN
CONCLUSIONS AND RECOMMENDATIONS

7.1 INTRODUCTION

This research was carried out to develop a predictive model to determine
weaving section flow of conventional roundabout. Traffic movements under stable
flow condition at weaving section area were captured using video recorder, and image
processing technique using a semi-automatic vehicle analyzer (SAVA) was used to
process the data. The recorded traffic data had to go through a screening and statistical
verification process for ‘cleaning-up’ before further analytical process being done.
MiniTAB, statistical software is used in the computational processes.

Basically, for a two lanes conventional roundabout, the weaving section flow
(Qwsf) consists of two main components, that are non-conflicting flow (Qncf) and
conflicting flow (Qcf ). However, the parameters that need to be considered in
formulating the weaving section flow model are non-conflicting flow, conflicting flow
and the ideal safe gap time. Derivation of Qncf is quite straight forward, while as for
the Qcf , it had to undergo multiple linear regression and data transformation
procedure. These processes were done successfully. Then, a similar approach using
multiple linear regression process was performed to develop the intended model
(weaving section flow Qwsf model). The developed model, Qwsf = 2700 + 0.000028
Qncf3/2 . Qcf - 1.22 Tisg . Qcf , was later verified successfully.

The effectiveness of movement at the weaving section would enable traffic to
proceed or exit safely and efficient, and concurrently would made way or ease to entry
traffic. Conversely, ‘a bottleneck or blockage’ at weaving section would affect amount
of traffic discharge at exit and probably create or cause jam at entry. Thus, the
developed model would be able to give a good estimation of flow variations and its
impact (delay) in term of level of service (LOS). The practicality and contributions of
current works are;

i. The model is quite unique in a way that it gives a measure of flow at the
weaving section based on operational characteristics of traffic, where it
considers the dynamic interaction of vehicles maneuverability.

149

ii. The performance of the roundabout based on recorded flow for a particular
period can be assessed or determined from the LOS chart that had been
formulated.

iii. Better and effective geometric design of conventional roundabout can be
produced based on the knowledge of anticipated traffic volume and expected
LOS, the associated/required geometric dimensions can be deduced.

Basically, it can be said that the research objectives have been achieved and
significance conclusions are summarized and listed in the following sections.

7.2 CONCLUSIONS

With the anticipation that ‘problems’ at the weaving section may affect both
the entry and exit of two-lane conventional roundabout, an empirical model was
developed focused at that particular section. The following paragraphs would briefly
detail-out the significant findings from this research works;

v. Field data were collected using Portable Vision Based Traffic Analyzer
(PVBTA). The way the equipment been set-up and data retrieval is considered
novel, as currently there is no documented procedure of collecting and
processing data taken in the weaving area of roundabout. The method used was
video-recorded technique and the video-capture image, and to extract the data
using data reduction software. The type of video-capture technique used is the
Portable Vision Based Traffic Analyzer (PVBTA) where its set-up had been
explained stepwise and systematically in the methodology. Data reduction
software used in this study is Semi-Automatic Video-Analyser (SAVA) and
explanation of its used has been deliberated in Chapter3.

vi. A procedure was established for vehicle interactions at weaving section of
conventional roundabout and, is based on parameters such as non-conflicting
flow, conflicting flow and gap as elaborated in Chapter 3. As currently in
practice, it is difficult to determine the point where vehicles weave from outer to
150

inner lane or from inner to outer lane, as there is no establish procedure had been
made for weaving section of conventional roundabout. Thus, the assumption
made in this study where the conflicting flow q12 and q21 are based on the
direction that the vehicles move and vehicles are considered to weave and
conflict at the center of weaving section. This procedure is valuable in
determining the conflicting flow at weaving section of conventional roundabout.

vii. In model development, multiple linear regression technique and data
transformation process were used. Weaving flow model parameters identified
are non-conflicting flow, conflicting flow and ideal safe gap time. Non-
conflicting and conflicting flows equations were deduced with respect to ideal
safe gap. With these equations as dependent variables and adopting multiple
linear regression technique and data transformation process, weaving section
model was derived (refer Chapter5), as shown in equation below.

Qwsf = 2700 + 0.000028 Qncf3/2 . Qcf – 1.22 Tisg . Qcf

This model was successfully calibrated and validated using standard statistical
procedure of Anderson Darling test, Durbin Watson test and Kolmogorov
Smirnov test using independent data set. As to date, there is no documented
empirical model of weaving section flow of conventional roundabout similar to
this.

Sensitivity analysis had been performed and the purpose is to identify how
sensitive each of the predictor parameters was for the model. The sensitivity
analysis is of concern in establishing the tendency of future data collection
process. The data for which the model is relatively sensitive would require
further field characterization. Based on the output of the sensitivity analysis, it
seems that the conflicting flow and ideal safe gap is sensitive in predicting the
weaving section flow of conventional roundabout.

151

viii. Level of service (LOS) chart for conventional roundabout was derived through
an integration of the weaving section flow Qwsf model and Arahan Teknik
(Jalan) 11/87 (1987) weaving capacity (Qp ). The Arahan Teknik (Jalan) 11/87
(1987), is a standard guide for capacity of weaving section Qp used in Malaysia.
It was found that the weaving section capacity Qp is based on geometric
parameters only while as, the develop weaving section flow Qwsf model is based
on traffic parameters such as flows and gap. The advantages of the developed
model are that it is able to show traffic conditions as flow increases to capacity.
As well as the effect of the proportion of conflicting flow to capacity; and hence
able to indicate the level of service (LOS). The integration of both models (Qp
and Qwsf) had been made and presented in Appendix F. The LOS chart is very
significant as it is able to indicate the service performance of the existing facility
or being used as tool for design new facility to meet specified specifications
(intended flow and expected LOS). Explanation on the use of the chart had been
deliberated in Chapter 6.

7.3 RECOMMENDATIONS FOR FUTURE STUDY

The current study does not stop and end as it is but can lead or open for further
research. The following recommendations are suggested which may improve the
research findings, improve prediction model of the weaving section flow and ‘open’
or push forward the frontier in knowledge.

i. Upgrading and improvement to equipment: As regard to the equipment
PVBTA and semi-auto image data reduction process, it is suggested that to
develop an automatic image processing techniques that can minimize traffic
reduction work and improve the quality of data. Beside that, enhancement and
modification also need to be made to the PVBTA to have a longer battery life
and user friendly with the setup of the equipment in order to obtain more
reliable, accurate and sufficient traffic data.

152

ii. Variation in roundabout configurations: Collect additional traffic data at
weaving area of different dimensions of weaving length, width and average
entry of roundabout lane that would probably improve the reliability of the
weaving section flow model based on geometric design.

iii. Future development: Future study may consider extending the scope of
weaving section flow parameters to include and integrate entry capacity into
the weaving section flow model of conventional roundabout.

153

REFERENCES

Adnan, M.A. (2007). “Development of Entrance Ramp Merging Density Model based
on an Urban Expressway Traffic Condition.” Ph.D Thesis.

Aggarwal, P. (2008). “Fuzzy Model for Estimation of Passenger Car Unit.” WSEAS
Transactions on Information Science and Applications, ISSN: 1790-0832,
Issue 4, Volume 5, April 2008.

Akcelik, R. (2008), “The Relationship between Capacity and Driver Behaviour.” TRB
National Road Conference, Kansas City, MO, USA, 18-21 Mac 2008.

Akcelik, R., and Besley, M. (2004). “Differences between the AUstroads Roundabout
Guide and aaSidra Roundabout Analysis Methods.” 26th Conference of
Australian Institutes of Transport Research (CAITR 2004), Clayton,
Melbourne, 8-10 December 2004, Revised version published in Road &
Transport Research 14(1), pp 44-64.

Akcelik, R. (2002). “Estimating negotiation radius, distance and speed for vehicles
using roundabouts.” Paper presented at the 24th Conference of Australia
Institutes of Transport Research (CAITR 2002), University of New South
Wales, Sydney, Australia, 4 – 6 December 2002.

Akcelik, R., Chung, E., and Besley, M. (1997). “Analysis of roundabout performance
by modeling approach-flow interactions.” Proceedings of Third Int. Symp. on
Intersections Without Traffic Signals, pp. 15 – 25, Portland, Ore.

Al-Omari, B.H., Al-Masaeid, H.R., and Al-Shawabkah, Y.S. (2004). “Development of
a Delay Model for Roundabouts in Jordan,” Journal of Transportation
Engineering © ASCE, January /February 2004.

Arahan Teknik (Jalan) 11/87 (1987). “A Guide to the Design of At-Grade
Intersections.” Cawangan Jalan Ibu Pejabat Jabatan Kerja Raya (JKR)
Malaysia Jalan Sultan Salahuddin 50582 Kuala Lumpur.

Archer, J. (2003). “User Manual Semi-Automatic Video Analyser (SAVA).” KTH,
April 2003.

154

American Association of State Highway and Transportation Officials (AASHTO).
(2004). “A Policy on Geometric Design of Highways and Streets.” ISBN: 1-
56051-263-6, Fifth Edition.

Bartin, B., Ozbay, K., Yanmaz, O., and Rathi, N. (2005). “Modeling and Simulation
of an Unconventional Traffic Circle.” Proceedings of the 8th International
IEEE Conference on Intelligent Transportation Systems Vienna, Austria,
September 13-16, 2005 pp. 384 – 389.

Bergh, T. (1997). “Roundabouts-current Swedish practice and research.” Proceedings
of Third Int. Symp. on Intersections Without Traffic Signals, pp. 36 – 44,
Portland, Ore.

Botma, H. (1997). “State of the art roundabout in The Netherlands.” Proceedings of
Third Int. Symp. on Intersections Without Traffic Signals, pp. 55 – 60,
Portland, Ore.

Camus, R., Dall’ Acqua, M., and Longo, G. (2004). “Capacity and Queue Modelling
in Un-Signalised Roundabouts.” Association for European Transport 2004.

Cheng, T.C. (2004). “Robust regression diagnostics with data Transformations.”
Computational Statistics & Data Analysis 49 (2005) 875 – 891.

Chik, A.A., Che Puan, O., and Ming Jing, C. (2004). “Entry and Circulating Flow
Relationship at a Roundabout.” Jurnal Kejuruteraan Awam 16(1): 48-60.

El-Shaarawi, A.H., and Piegorsch, W.W. (2002). “Encyclopedia of Environmetrics.”
John Wiley & Sons, Ltd, Chichester, Volume 1, pp. 365-366.

Faria, D.A. (2003). “A Framework to Transform Real Time GPS Data Derived From
Transit Vehicles to Determine Speed-Flow Characteristics of Arterials”.
Ph.D., Dissertation, The University of Texas Arlington, U.S.

Federal Highway Administration (FHWA). (2000). “Roundabouts: An Information
Guide.” Report No. FHWARD-00-067 by Kittelson and Associates.

Garber, N.J., and Hoel, L.A. (2002). “Traffic and highway engineering.” 3rd Ed., B.
Stenquist, ed., Brooks/Cole, California.

Guicet, B. (1997). “Roundabouts in France: Development, safety design capacity.”
Proceedings of Third Int. Symp. on Intersections Without Traffic Signals, pp.
100 – 105, Portland, Ore.

155

Hagring, O. (1997). “A new Swedish roundabout capacity model.” Proceedings of
Third Int. Symp. on Intersections Without Traffic Signals, pp. 109 – 114,
Portland, Ore.

Hagring, O. (1998). “Vehicle-vehicle Interactions at Roundabouts and their
Implications for the Entry Capacity.” Bulletin 159, Department of Traffic
Planning and Engineering, Lund Institute of Technology, Sweden.

Hagring, O., Rouphail, N. M., and Sorensen, H. A. (2003). “Comparison of Capacity
Models for Two-Lane Roundabouts.” 82nd annual meeting of the
Transportation Research Board, January 2003 Washington, DC. TRB 2003
Annual Meeting CD-ROM.

Hair, J. F. Jr., Anderson, R. E., Tatham, R. L., and Black, W. C. (1998). “Multivariate
data analysis.” 5th ed. New Jersey: Prentice Hall.

Heng Wei, P.E., Chuen Feng, Eric Meyer, P.E., and Joe Lee (2005). “Video-capture-
Based Approach to Extract Multiple Vehicular Trajectory data for Traffic
Modeling.” Journal of Transportation Engineering © ASCE, July 2005.

Ip, W.C., Wong, H., Wang, S.G., and Jia, Z.Z. (2004). “A GIC rule for assessing data
transformation Inregression.” Statistics & Probability Letters 68 (2004) 105–
110.

Ismail, A., Jumari, K., and Mohd Sadullah, A.F (2005). “Lane Changing Models
Development for Urban Areas.” Journal of Transportation Science Society of
Malaysia 1.

Kabit, M.R., Hounsell, N.B., and Mansyur, R. (2006). “Roundabout capacity
considering unbalanced flows and lane specific operations: A case study
using Arcady 5.” Proceedings of Malaysian Universities Transport Research
Forum Conf., (11 pages – proceedings published on CD), ESSET KWSP,
Jalan Bangi, Kajang, Selangor.

Katz, B.J., Hanscom, F.R., and Inman, V.W. (2005). “Navigation Signing for
Roundabouts.” Final Report, Science Applications International Corporation
(SAIC).

Kaysi, I., and Alam, G. (2000). “Driver Behavior and Traffic Stream Interactions at
Unsignalized Intersections.” Journal of Transportation Engineering © ASCE,
November /December 2000.

156

Khatib, Z. (2006). “Multilane roundabout capacity.” Proceedings of Fifth Int. Symp.
on Highway Capacity and Quality of Service, pp. 469 – 478, Yokohama.

Kimber, R.M. (1980). “The traffic capacity of roundabouts.” Transport and Road
Research Laboratory Rep. 942, Transport and Road Research Laboratory,
Crowthorne, England.

Krogscheepers, J.C., and Roebuck, C.S. (2000) “Unbalance Traffic Volumes at
Roundabouts.” Transportation Research Circular E-C018: 4th International
Symposium on Highway Capacity 2000.

Kutner, M.H., Nachtsheim, C.J., Netes, J., and Li, W. (2005). “Applied Linear
Statistical Models.” Mc. Graw Hill, International 5th Edition, U.S.

Land Transport (2005). “Guidelines for marking multi-lane roundabouts.” ISBN 0-
478-28910-3, September 2005.

Lee, T.C., Polak, J.W., Bell M.G.H., and Wigan, M.R. (2010). “The Passenger Car
Unit values of motorcycles at the beginning of a green period and in a
saturation flow.” 12th WCTR, July 11-15, 2010 – Lisbon, Portugal.

Leong, L.V., Wan Ibrahim, W.H., and Mohd. Sadullah, A.F. (2006). “Passenger Car
Equivalents and Saturation Flow Rates for through Vehicles at Signalized
Intersections in Malaysia.” 22nd ARRB Conference – Research into Practice,
Canberra Australia, 2006.

Lertworawanich, P. (2003). “Capacity Estimation for Weaving Areas based on Gap
Acceptance and Linear Optimization.” Ph.D Thesis.

Lertworawanich, P., and Elefteriadou, L. (2003). “A methodology for estimating
capacity at ramp weaves based on gap acceptance and linear optimization.”
Transportation Research, Part B: Methodology, 37, 459-483.

Lertworawanich, P., and Elefteriadou, L. (2007). “Generalized Capacity Estimation
Model for Weaving Areas.” Journal of Transportation Engineering © ASCE /
March 2007.

List, G.F., and Eisenman, S.M. (2006). “Identifying Vehicle Trajectories and Turning
Movements at Roundabouts.” 5th International Symposium on Highway
Capacity and Quality of Service, Yokohama 2006.

Macioszek, E. (2007). “The movement model for small roundabouts with minor roads
capacity estimating.” Transport problems, Silesian University of Technology,

157

Faculty of Transport, Department of Traffic Engineering Krasińskiego St. 8,
40-019 Katowice, Poland.
Md Diah, J., Abdul Rahman, M.Y., and Adnan M.A. (2010). “Exploration of Video
Taping and Data Reduction at Weaving Section of Malaysian Conventional
Roundabout in Shah Alam City.” Dana Kecemerlangan, Institut Pengurusan
Penyelidikan, Universiti Teknologi MARA Shah Alam, Selangor.

Md Diah, J., Abdul Rahman, M.Y., and Adnan M.A. (2008c). “Traffic data reduction
technique using portable vision based traffic analyser (PVBTA) at Malaysian
conventional roundabout.” EASTS Int. Symp. on Sustainable Transportation
Incorporating Malaysian Universities Transport Research Forum Conf. 2008
(MUTRFC08), Universiti Teknologi Malaysia, Johor, Malaysia.

Mendenhall, W., Beaver, R.J., and Beaver B.M. (2006). “Probability and Statistics”.
12th Edition. Thomson Brooks-Cole, The Thomson Corporation. U.S.

Mustafa, M.N. (2006). “Overview of Current Road Safety Situation in Malaysia.”
Highway Planning Unit, Road Safety Section, Ministry of Works, Malaysia.

Nagar, D. (2008). “Basics of Statistics.” Anmol Publications PVT. LTD. New Delhi –
110 002 (India).

Norusis, M.J. (1994). “SPSS Professional Statistics 6.1.” SPSS Inc, Chicago, U.S.
Osborne, J.W. (2002). “Notes on the use of data transformations.” Practical

Assessment, Research & Evaluation, 8(6). Retrieved March 26, 2010 from
http://PAREonline.net/getvn.asp?v=8&n=6 . This paper has been viewed
56,458 times since 5/30/2002.

Polus A., Lazar, S.S., and Livneh, M. (2003). “Critical Gap as a Function of Waiting
Time in Determining Roundabout Capacity.” Journal of Transportation
Engineering © ASCE / September/October 2003.

Pursula, M., Hagring, O., and Niittymaki J. (1997). “Simulation and capacity
calculation of intersections without traffic signals—A discussion and a
roundabout case study.” Third Int. Symp. on Intersections Without Traffic
Signals, pp. 208 – 216, Portland, Ore.

Rakha, H., Hellinga, B., Van, Aerde, M., and Perez, W. (1996). “Systematic
Verification, Validation and Calibration of Traffic Simulation Models,”
Transportation Research Board 75th Annual Meeting January 1996
Washington, D.C.

158

Road Engineering Association of Malaysia, REAM (2002). “A Guide Geometric
Design of Roads.” The Road Engineering Association of Malaysia.

Roess, R.P., Prassas, E.S., and McShane, W.R. (2004). “Traffic Engineering.” (Third
Edition), Pearson Prentice Hall, ISBN 0-13-142471-8, Chap.13, page 335-
337.

Ryan, T.P. (2007). “Modern Engineering Statistics.” John Wiley & Sons. Inc.
Publication, ISBN 978-0-470-08187-7.

Saltelli, A., Tarantola, S., and Ratto, M. (2004). “ Sensitivity Analysis in Practice: A
Guide to Assessing Scientific Models.” John Wiley & Sons Ltd.

Soper, D.S. (2011) "A-priori Sample Size Calculator for Multiple Regression (Online
Software)." http://www.danielsoper.com/statcalc3.

Tan, J.A., (1997). “Estimation of traffic queues and delays at roundabout entries.”
Proceedings of Third Int. Symp. on Intersections Without Traffic Signals, pp.
248 – 260, Portland, Ore.

Tiwari, G., Fazio, J., and Pavitravas, S., (2000). “Passenger Car Units for
Heterogeneous Traffic Using a Modified Density Method.” Transportation
Research Circular E-C018: 4th International Symposium on Highway
Capacity.

Tracz, M., and Chodur, J. (2006). “Research on capacity of single and two lane
roundabouts.” Proceedings of the Fifth Int. Symp. on Highway Capacity and
Quality of Service, pp.479 - 488, Yokohama.

Transportation Research Board, TRB (1994), “Highway Capacity Manual.” Special
Report 209. Washington DC, USA.

Transportation Research Board, TRB (2000). “Highway Capacity Manual. National
Research Council, Washington DC, USA. Part C, Roundabouts Chapter 17 –
Unsignalized Intersections (Roundabouts).” (Draft07 2005-06-15).

Wan Ibrahim, W.H., and Hamzah, A.R. (1999). “Comparison of Arahan teknik (Jalan)
JKR 11/87 and Sidra 5: Roundabout Capacity Estimates.” the Monthly
Bulletin of The Institution of Engineers Malaysia (IEM), September 1999.

Wardrop, J.G. (1957). “The traffic capacity of weaving sections of roundabout.”
Proceedings of the First International Conference on Operational Research.
Oxford English University Press. Adopted from Abdul Aziz Chik et al.
(2004).

159

Wu, N. (2006). “Capacity enhancement and limitation at roundabouts with double-
lane or flared entries.” Proceedings of the Fifth Int. Symp. on Highway
Capacity and Quality of Service, pp.459 - 468, Yokohama.

Zhang, Y. (2005). “Capacity Modelling of Freeway Weaving Sections.” Ph.D Thesis.

160

APPENDICES

161

AP
Master Data File (BULATAN BIST

q11 Passenger Car Motor cyles Light Vans Medium Heavy
TIME (Car) (Mcy) (MPV / Lorries Lorries
Van) (LGV) (HGV)

1 5 1100
2 16 1 0 0 0
3 9 2500
4 10 5 4 0 0
5 13 8 2 0 0
6 16 6 5 0 0
7 13 3 5 0 0
8 7 3300
9 19 2 3 0 0
10 24 3 4 0 0
11 19 2 6 0 0
12 19 4 2 0 0
13 21 11 2 0 0
14 16 5 4 1 0
15 16 4 0 0 0
16 24 5 1 0 0
17 20 12 5 0 1
18 19 20 1 1 0
19 18 14 3 0 0
20 23 15 3 0 0
21 23 5 2 0 0
22 17 14 3 0 0
23 12 11 2 0 0

16

PPENDIX A:
TARI – PCU Rate is = 1.059508457 (Pcu/Vh))

s Buses Vh/min Non-Conflicting PCU/min Non-Conflicting
(Bus) Flow at Inner Flow at Inner
Lane, q11 Lane, q11
(Vh/hr) (Pcu/hr)

0 7 420 7.4 445
0
0 17 1020 18.0 1081
0
0 16 960 17.0 1017
0
0 19 1140 20.1 1208
0
1 23 1380 24.4 1462
0
0 27 1620 28.6 1716
0
0 21 1260 22.2 1335
0
0 13 780 13.8 826
0
0 25 1500 26.5 1589
0
0 31 1860 32.8 1971
0
0 27 1620 28.6 1716
0
1 25 1500 26.5 1589

62 34 2040 36.0 2161

26 1560 27.5 1653

20 1200 21.2 1271

30 1800 31.8 1907

38 2280 40.3 2416

41 2460 43.4 2606

35 2100 37.1 2225

41 2460 43.4 2606

30 1800 31.8 1907

34 2040 36.0 2161

26 1560 27.5 1653

24 16 20 1 0 0
25 14 11 1 0 0
26 9 12 0 0 0
27 13 8 2 1 0
28 11 10 0 0 0
29 11 11 3 0 0
30 8 5 1 0 0
31 14 4 3 0 0
32 4 6 2 0 1
33 9 1 1 0 0
34 10 1 1 0 1
35 9 4 1 0 0
36 3 3 3 0 1
37 7 2 0 3 0
38 8 2 2 0 0
39 10 6 1 0 0
40 4 3 3 0 0
41 6 1 3 1 0
42 8 4 0 0 0
43 11 3 0 1 0
44 10 5 3 0 0
45 4 3 2 0 0
46 9 3 1 0 0
47 1 0 4 0 0
48 4 5 0 0 0
49 7 2 1 0 0
50 3 2 0 1 0
51 8 5 0 0 0
52 7 7 0 0 0
53 5 2 1 0 0

16

0 37 2220 39.2 2352

0 26 1560 27.5 1653

0 21 1260 22.2 1335

0 24 1440 25.4 1526

0 21 1260 22.2 1335

0 25 1500 26.5 1589

0 14 840 14.8 890

0 21 1260 22.2 1335

0 13 780 13.8 826

0 11 660 11.7 699

0 13 780 13.8 826

0 14 840 14.8 890

1 11 660 11.7 699

0 12 720 12.7 763

0 12 720 12.7 763

0 17 1020 18.0 1081

0 10 600 10.6 636

0 11 660 11.7 699

0 12 720 12.7 763

0 15 900 15.9 954

0 18 1080 19.1 1144

09 540 9.5 572

0 13 780 13.8 826

05 300 5.3 318

09 540 9.5 572

0 10 600 10.6 636

06 360 6.4 381

0 13 780 13.8 826

0 14 840 14.8 890

08 480 8.5 509

63

54 4 0 1 1 0
55 10 4 1 0 0
56 5 8 2 0 0
57 7 4 1 0 0
58 8 4 4 0 0
59 9 4 0 1 0
60 5 3 1 1 0
61 7 4 1 0 0
62 10 2 1 0 0
63 6 9 1 0 0
64 11 3 1 0 0
65 11 3 0 0 0
66 6 3 2 0 0
67 5 8 1 1 0
68 5 2 1 0 0
69 7 3 1 0 0
70 6 9 2 1 0
71 4 0 2 0 0
72 8 6 2 1 0
73 6 5 1 1 0
74 10 6 1 0 0
75 16 8 2 1 0
76 12 6 4 0 0
77 15 7 2 0 0
78 15 8 4 0 0
79 15 6 3 0 0
80 14 9 0 0 0
81 28 7 5 0 0
82 14 3 2 0 0
83 10 3 3 0 0

16

06 360 6.4 381

0 15 900 15.9 954

0 15 900 15.9 954

0 12 720 12.7 763

0 16 960 17.0 1017

1 15 900 15.9 954

0 10 600 10.6 636

0 12 720 12.7 763

0 13 780 13.8 826

0 16 960 17.0 1017

0 15 900 15.9 954

0 14 840 14.8 890

0 11 660 11.7 699

0 15 900 15.9 954

08 480 8.5 509

0 11 660 11.7 699

0 18 1080 19.1 1144

06 360 6.4 381

0 17 1020 18.0 1081

0 13 780 13.8 826

0 17 1020 18.0 1081

0 27 1620 28.6 1716

0 22 1320 23.3 1399

0 24 1440 25.4 1526

0 27 1620 28.6 1716

0 24 1440 25.4 1526

0 23 1380 24.4 1462

1 41 2460 43.4 2606

1 20 1200 21.2 1271

0 16 960 17.0 1017

64

84 15 9 1 0 0
85 11 8 3 0 0
86 11 9 2 1 0
87 12 5 0 0 0
88 17 7 3 1 0
89 13 9 4 1 0
90 17 6 1 0 0
91 13 7 4 0 0
92 15 10 3 0 0
93 19 8 1 1 0
94 15 8 3 1 0
95 18 10 0 0 0
96 18 8 2 1 0
97 18 2 1 0 0
98 21 7 0 0 0
99 14 4 1 0 0
100 11 4 2 0 0
101 12 8 1 0 0
102 13 4 1 0 0
103 14 4 1 1 0
104 19 4 3 0 0
105 11 6 3 0 0
106 12 5 1 0 0
107 8 7 0 0 0
108 18 5 5 0 0
109 16 9 2 0 0
110 11 8 4 0 0
111 19 8 0 0 0
112 14 5 2 0 0

16

0 25 1500 26.5 1589

0 22 1320 23.3 1399

0 23 1380 24.4 1462

0 17 1020 18.0 1081

0 28 1680 29.7 1780

0 27 1620 28.6 1716

0 24 1440 25.4 1526

0 24 1440 25.4 1526

0 28 1680 29.7 1780

0 29 1740 30.7 1844

0 27 1620 28.6 1716

0 28 1680 29.7 1780

0 29 1740 30.7 1844

0 21 1260 22.2 1335

0 28 1680 29.7 1780

0 19 1140 20.1 1208

0 17 1020 18.0 1081

0 21 1260 22.2 1335

0 18 1080 19.1 1144

0 20 1200 21.2 1271

0 26 1560 27.5 1653

0 20 1200 21.2 1271

0 18 1080 19.1 1144

0 15 900 15.9 954

0 28 1680 29.7 1780

0 27 1620 28.6 1716

0 23 1380 24.4 1462

0 27 1620 28.6 1716

0 21 1260 22.2 1335

65

q22

TIME Passenger Car Motor Light Vans Medium Heav
(Car) cyles (MPV / Lorries Lorrie
(Mcy) Van) (LGV) (HGV

1 12 4 5 0 0

2 9 7500

3 11 3 1 0 0

4 18 4 1 0 0

5 16 5 0 0 0

6 18 4 1 0 0

7 14 8 0 1 0

8 11 0 2 1 0

9 17 9 0 1 0

10 15 3 1 0 0

11 12 5 0 0 0

12 19 5 4 0 0

13 16 6 1 0 0

14 25 9 2 0 0

15 27 9 3 0 0

16 15 10 3 1 0

17 16 4 3 0 0

18 15 4 5 1 0

19 21 4 2 0 0

20 26 3 1 0 0

21 16 8 2 1 0

22 17 2 3 0 0

23 24 1 4 0 0

16

Non- Non-

vy Buses Vh/min Conflicting PCU/min Conflicting
es (Bus) Flow at Outer Flow at Outer
V)
Lane, q22 Lane, q22

(Vh/hr) (Pcu/hr)

0 21 1260 22.2 1335
0
0 21 1260 22.2 1335
2
0 15 900 15.9 954
2
1 25 1500 26.5 1589
2
0 21 1260 22.2 1335
0
0 25 1500 26.5 1589
0
1 24 1440 25.4 1526
0
2 16 960 17.0 1017
0
1 27 1620 28.6 1716
0
0 19 1140 20.1 1208
0
1 17 1020 18.0 1081
1
0 28 1680 29.7 1780

66 24 1440 25.4 1526

36 2160 38.1 2289

41 2460 43.4 2606

29 1740 30.7 1844

24 1440 25.4 1526

25 1500 26.5 1589

27 1620 28.6 1716

30 1800 31.8 1907

28 1680 29.7 1780

23 1380 24.4 1462

29 1740 30.7 1844

24 17 4 2 1 0

25 8 5 0 0 0

26 9 5 0 0 0

27 15 2 0 1 0

28 17 5 3 0 0

29 15 8 1 0 0

30 10 6 4 1 0

31 11 9 2 1 0

32 11 6 0 0 0

33 10 3 1 1 0

34 12 4 0 0 0

35 16 6 1 0 0

36 9 1 2 0 0

37 12 3 0 0 0

38 10 1 1 0 0

39 13 6 2 0 0

40 15 6 4 0 0

41 18 11 5 0 0

42 8 13 1 0 0

43 9 10 2 1 0

44 16 5 3 0 0

45 23 11 5 0 0

46 12 9 3 1 0

47 12 6 2 0 0

48 9 5 0 0 0

49 14 4 5 0 0

50 17 6 4 0 0

51 14 7 3 2 0

52 8 7 2 0 0

53 18 5 2 0 0

16

1 25 1500 26.5 1589
0
0 13 780 13.8 826
2
2 14 840 14.8 890
0
0 20 1200 21.2 1271
1
1 27 1620 28.6 1716
0
2 24 1440 25.4 1526
0
1 21 1260 22.2 1335
1
0 24 1440 25.4 1526
0
0 18 1080 19.1 1144
0
1 15 900 15.9 954
0
1 18 1080 19.1 1144
1
0 23 1380 24.4 1462
0
0 13 780 13.8 826
0
1 16 960 17.0 1017
0
0 12 720 12.7 763
0
21 1260 22.2 1335
67
25 1500 26.5 1589

34 2040 36.0 2161

23 1380 24.4 1462

22 1320 23.3 1399

25 1500 26.5 1589

40 2400 42.4 2543

25 1500 26.5 1589

20 1200 21.2 1271

14 840 14.8 890

23 1380 24.4 1462

28 1680 29.7 1780

26 1560 27.5 1653

17 1020 18.0 1081

25 1500 26.5 1589

54 17 5 1 0 0

55 16 6 3 1 0

56 10 10 5 1 0

57 17 6 3 0 0

58 16 9 3 0 0

59 8 8 0 0 1

60 8 10 3 0 0

61 14 10 4 0 0

62 17 2 3 2 0

63 17 8 0 0 0

64 14 13 4 0 0

65 16 10 2 0 0

66 11 11 3 0 0

67 15 7 3 0 0

68 10 6 3 1 0

69 19 8 1 0 0

70 16 4 3 0 0

71 16 6 2 0 0

72 19 7 2 0 0

73 26 7 0 0 0

74 24 13 4 0 0

75 21 13 2 0 0

76 24 11 3 0 0

77 16 9 2 0 0

78 11 16 3 0 0

79 17 11 4 0 0

80 24 13 5 0 0

81 16 6 0 0 0

82 27 7 3 0 0

83 18 9 1 0 0

16

2 25 1500 26.5 1589
0
1 26 1560 27.5 1653
2
0 27 1620 28.6 1716
1
1 28 1680 29.7 1780
0
0 28 1680 29.7 1780
1
1 18 1080 19.1 1144
1
1 22 1320 23.3 1399
0
0 28 1680 29.7 1780
2
2 24 1440 25.4 1526
0
1 26 1560 27.5 1653
0
0 32 1920 33.9 2034
0
2 29 1740 30.7 1844
2
2 26 1560 27.5 1653
1
0 25 1500 26.5 1589
2
2 20 1200 21.2 1271
2
30 1800 31.8 1907
68
25 1500 26.5 1589

24 1440 25.4 1526

29 1740 30.7 1844

33 1980 35.0 2098

41 2460 43.4 2606

36 2160 38.1 2289

40 2400 42.4 2543

29 1740 30.7 1844

32 1920 33.9 2034

33 1980 35.0 2098

42 2520 44.5 2670

24 1440 25.4 1526

39 2340 41.3 2479

30 1800 31.8 1907

84 19 21 3 0 0

85 15 6 4 0 0

86 24 16 3 0 0

87 13 12 4 0 0

88 15 5 2 0 0

89 17 7 3 0 0

90 12 6 3 0 0

91 16 15 0 0 0

92 16 9 2 1 0

93 24 9 2 0 0

94 15 20 1 0 0

95 17 14 1 0 0

96 14 14 2 0 0

97 21 9 3 0 0

98 13 9 2 0 0

99 16 5 1 0 0

100 24 8 3 0 0

101 23 10 1 0 0

102 23 12 0 0 0

103 27 3 3 0 0

104 13 6 1 0 0

105 24 6 4 0 0

106 19 7 2 0 0

107 19 9 4 0 0

108 14 9 4 1 0

109 22 9 2 0 0

110 20 9 1 0 0

111 19 9 2 0 0

112 24 11 0 1 0

16

0 43 2580 45.6 2734
0
0 25 1500 26.5 1589
2
0 43 2580 45.6 2734
0
2 31 1860 32.8 1971
1
0 22 1320 23.3 1399
0
0 27 1620 28.6 1716
0
0 23 1380 24.4 1462
0
1 32 1920 33.9 2034
2
0 28 1680 29.7 1780
1
1 35 2100 37.1 2225
1
2 36 2160 38.1 2289
0
1 32 1920 33.9 2034
2
0 30 1800 31.8 1907
0
0 33 1980 35.0 2098
0
0 25 1500 26.5 1589

69 24 1440 25.4 1526

35 2100 37.1 2225

35 2100 37.1 2225

36 2160 38.1 2289

34 2040 36.0 2161

22 1320 23.3 1399

34 2040 36.0 2161

29 1740 30.7 1844

34 2040 36.0 2161

28 1680 29.7 1780

33 1980 35.0 2098

30 1800 31.8 1907

30 1800 31.8 1907

36 2160 38.1 2289

q12

TIME Passenger Car Motor Light Vans Medium Heavy
(Car) cyles (MPV / Lorries Lorries
(Mcy) Van) (LGV) (HGV)

13

21

32

4 22

53

63

71

8 11

92

10 3

11 1 1

12 5

13 3 1

14 2 1 1

15 2 1

16 1

17 2 1

18 2

19 1

20 2

21 4

22 1

23 1 2

24 5

17

Buses Vh/min Conflicting Flow PCU/min Conflicting Flow
(Bus) from Inner to from Inner to

Outer Lane, q12 Outer Lane, q12
(Vh/hr) (Pcu/hr)

3 180 3.0 180
1 60 0.8 45
2 120 2.0 120
4 240 3.5 210
3 180 3.0 180
3 180 3.0 180
1 60 2.0 120
2 120 1.8 105
2 120 2.0 120
3 180 3.0 180
2 120 3.0 180
5 300 5.0 300
4 240 3.8 225
4 240 4.8 285
3 180 2.8 165
1 60 1.0 60
3 180 4.0 240
2 120 2.0 120
1 60 1.0 60
2 120 2.0 120
4 240 4.0 240
1 60 1.0 60
3 180 5.0 300
5 300 5.0 300

70

25 1

26 2

27 3

28 1

29 2 1

30 2

31 1

32 1

33 1

34 1

35 1 1

36 1

37 1 2

38 2 1

39 1

40 1

41 2 1

42 1

43 1

44 1

45 1

46 3

47 1

48 1

49 1

50 1

51 1

52 1 1

53 1

54 1

17

1 60 0.8 45
2 120 2.0 120
3 180 3.0 180
1 60 1.0 60
3 180 2.8 165
2 120 2.0 120
1 60 1.0 60
1 60 1.0 60
1 60 0.8 45
1 60 1.0 60
2 120 2.8 165
1 60 2.0 120
3 180 2.5 150
3 180 4.0 240
1 60 1.0 60
1 60 1.0 60
3 180 4.0 240
1 60 1.0 60
1 60 1.0 60
1 60 0.8 45
1 60 1.0 60
3 180 2.3 135
1 60 0.8 45
1 60 0.8 45
1 60 1.0 60
1 60 1.0 60
1 60 0.8 45
2 120 3.0 180
1 60 0.8 45
1 60 2.0 120

71