You are on page 1of 256

TRAFFIC ENGINEERING AND MANAGEMENT PLANS FOR FIFTTY INTERSECTIONS IN GEORGE TOWN

MANAGEMENT PLANS FOR FIFTTY INTERSECTIONS IN GEORGE TOWN MINISTRY OF PUBLIC WO RKS AND COMMUNICATIONS, GOVERNMENT
MANAGEMENT PLANS FOR FIFTTY INTERSECTIONS IN GEORGE TOWN MINISTRY OF PUBLIC WO RKS AND COMMUNICATIONS, GOVERNMENT

MINISTRY OF PUBLIC WORKS AND COMMUNICATIONS, GOVERNMENT OF GUYANA

Report prepared by

AND COMMUNICATIONS, GOVERNMENT OF GUYANA Report prepared by CMS TRAFFIC SYSTEMS LIMITED, 70,LAKE ROAD, BHANDUP(W),

CMS TRAFFIC SYSTEMS LIMITED,

70,LAKE ROAD, BHANDUP(W), MUMBAI-400 078. INDIA TELE. 91 22 25950147, FAX 91 22 25950169 E MAIL cmstslhq@cms.com WEB www.cmstraffic.com

PREFACE

Effective transportation of people and goods has become the cornerstone of development as it has been noticed from the experience of various countries. Mobility is an engine of growth and transportation systems have to be dynamic to meet the growing requirements. The process of urbanization is fastest in the developing world and it should be viewed as a reflection of the inexorable surge of the forces of development. This development has resulted in most of the cities a mismatch between capacity and traffic demand and this is too acute in peak hours. The complexity of urban transportation and increased travel continues to challenge the experts across the globe. In the face of growing travel demand, issues on sustainable transport, increasing air pollution, safety and efficiency of transport systems etc. are coming into prominence. Transportation systems are an integral part of a modern day society designed to provide efficient and economical movement between the component parts of the system and offer maximum possible mobility to all elements of society. A competitive, growing economy requires a transportation system that can move people, goods, and services quickly and effectively. Road transportation is a critical link between all the other modes of transportation and proper functioning of road transportation, both by itself and as a part of a larger interconnected system, ensures a better performance of the transportation system as a whole. Traffic control and management facilities are imperative for the economic, safe and efficient transportation in city roads. Signalized intersections, as a critical element of an urban road transportation system, regulate the flow of vehicles through urban areas. Co-operative republic of Guyana is experiencing development activities of late and supporting infrastructural developments are planned. Government of India is helping the people and government of Guyana in its endeavour of developing the transport infrastucture. This project aims at installing advanced traffic control systems at major intersections of road network in George Town. Reconnaissance surveys, traffic volume surveys, preliminary parking and public transport surveys are conducted as part of this study.

i

ACKNOWLEDGEMENTS

We have received immense help and assistance from number of persons in Ministry of Public Works and Communications, Cooperative Republic of Guyana during field visits and surveys which have preceded the preparation of this report. We thank them all for their kind cooperation, time, efforts and support. Officials of High Commission of India in George Town have been cordial and helpful to us and their assistance and support are acknowledged with thanks. We wish to express sincere gratitude to one and all who are helpful during our field visits and stay in George Town. Number of people have helped with their thoughts, efforts and material while this report is prepared and all of their help and suggestions are acknowledged with thanks.

ii

ABSTRACT

A traffic engineering survey was undertaken in George Town, the capital city of Cooperative Republic of Guyana towards installation of advanced traffic control systems. This report is prepared on the basis of analysis of traffic flow details and other data collected during number of field visits and covers the findings and recommendations of the study. Intersection drawings of fifty intersections are prepared by conducting total station survey and attached in this report. Geometric improvements for intersections are suggested along with details of signalisation. Classified directional Traffic volume surveys are conducted at intersections. It was found that percentage of cars are varying from 52 to 79 at various intersections. Mini buses, which are the main form of public transport in George Town consists of 14 to 34 % of traffic at various intersections. Volume capacity ratio at many intersections are nearing over saturation levels. It is observed that Camp street and Regent street junction has a v/c ratio of 0.89. By the year 2011, v/c ratio at this intersection is projected to cross one and before that geometric modifications are to be strictly implemented at this junction and many others . A projection of traffic volume at number of intersection indicate number of intersections need to go for geometric improvements in the near feature. Pedestrian footpaths are not continuous and pedestrians have to often travel through roads increasing the conflict. A separate pedestrian stage is proposed at all intersections to increase the pedestrian safety. Mini buses, doing the mantle of public transport, don’t have terminal facilities and hence create traffic congestion and chaos by parking in sides of roads and Stabroek market area. Proper terminal facilities need to be provided to Mini buses by properly utilizing vacant land in the nearby areas. Optimised signal time plans for signals working on fixed time plans are generated using Traffic Network Study Tool (TRANSYT). In some corridors, adjacent signals are coordinated and the coordinated signal time plans are also developed. This report also gives the theoretical frame work on feasibility study on traffic signals, geometric improvement of junctions, signal time plan selection etc.

iii

Chapter

TABLE OF CONTENTS

Page

No.

Preface

(i)

Acknowledgements

(ii)

Abstract

(iii)

Table of Contents

(iv)

List of Figures

(viii)

List of Tables

(xiv)

List of Photos

(xvii)

1 Introduction

1

1.1 Objectives of study

1

1.2 Scope of work

3

1.3 Methodology

3

1.4 Organisation of report

4

2 Traffic surveys and geometric survey at intersections in George Town

5

2.1 Preliminary Field surveys

5

2.2 Traffic survey Present traffic control systems

5

2.3 Total station survey

5

2.4 Analysis of data

6

3 Traffic characteristics of George Town

8

3.1 Present traffic conditions

8

3.2 Public transport

11

3.3 Traffic flow characteristics in George Town

11

iv

4.2

Warrants for signals

16

5

Junction details and geometric improvement plans

17

5.1 Camp street and Lamaha street

22

5.2 Camp street and Middle street

25

5.3 Camp street Church street and North road

25

5.4 Camp street and Robb street

28

5.5 Camp street and Regent street

33

5.6 Camp street and Croral street

33

5.7 Camp street and Brickdam street

36

5.8 Camp street and Durban street

41

5.9 Vlissengen road and Lamaha street

41

5.10

Vlissengen road and Homestretch street

41

5.11Vlissengen road and Durban street

48

5.12 Vlissengen road and Church street

48

5.13 Mandella avenue and Homestretch avenue

53

5.14 Mandella avenue and Aubery barkar

53

5.15 Sheriff street and Duncan street

58

5.16 Main,lamaha street and Urquhqrt street

58

5.17 Midlle street and Main street

58

5.18 Church street and Main street

65

5.19Avenue of the Republic and Robb street

65

5.20 Avenue of the Republic and Regent street

65

5.21 Croal south and Main street

65

v

5.22

Avenue of the Repubic and Brickdam street

74

5.23 Hadfield street and Republic Avenue

74

5.24 Cummings street and Middle street

79

5.25 East coast highway and Courdia street

79

5.26 East coast highway and Ug road

79

5.27 East coast highway and Conservation tree

84

5.28 Sheriff street and East cost public

89

5.29 Carifesta avenue and Vlissengen road

92

5.30 Carifesta avenue and Camp street

92

5.31 Mandela Avenue and Vlissengen St.

92

5.32 Mandella avenue and Durban street

99

5.33 Mandella avenue and Nortan street

99

5.34 Mandella avenue and Ariapima street

104

5.35 Lousia row and Durban street

104

5.36 Ug access road and Railway embankment road

104

5.37 Lousia row and Brickdam street

111

5.38 Cummings street and Regent street

111

5.39 Cummings street and Croals street

111

5.40 Sharief st. and Campbell Avenue

111

5.41 Halley street and Durban street

120

5.42 Vlissengen road and Thomas road

120

5.43 Sheriff, David street and Railway road

120

5.44 Lamaha street and Albert street

125

vi

5.45

Sheriff street and Garnet street

130

 

5.46 Vlissengen street and Regent street

130

5.47 East bank highway and Agrocilla road

133

5.48 East bank highway and Eccles access road

133

5.49 Mandella avenue and Hunter street

133

5.50Ogle air strip and Railway embankment road

140

Capacity analysis and optimised signal time plans

145

6

 

6.1 Capacity of a signalized network of road

145

6.2 Volume Capacity ratio of intersections in George Town

145

6.3 Signal time plans

148

6.4 Traffic Network Study Tool (TRANSYT)

153

6.5 Optimised signal time plans

155

6.6 Operation of signal time plans

209

Conclusion

210

7

 

References

211

Annexure 1 Traffic volume survey format

212

Annexure 2 Classified directional traffic volume data

213

Annexure 3 Intersection traffic volume details

225

vii

List of Figures

Figure

 

Page

No.

 

Description

No.

1.1

Location of George Town

2

2.1

Traffic Volume survey in progress

5

2.2

Total Station Survey Location of Bus Terminals in Stabrock Market Area

6

3.1

Georgetown

12

3.2

a

Composition of traffic Flow at Various Intersections

13

3.2

b

Composition of traffic Flow at Various Intersections

14

5.

a

Location of Intersection Part-I

19

5.

b

Location of Intersection Part-II

20

5.

c

Location of Intersection Part-III

21

5.

d

Location of Intersection Part-IV

22

5. 1

 

Camp street and Lamaha street Junction Camp street and Lamaha street Junction with

23

5.2

Modification

24

5.3

Camp street and Middle street Junction Camp street and Middle street Junction with

26

5.4

27

5.5

Modification Camp street Church street and North road Junction

29

5.6

Camp street Church street and North road Junction

30

5.7

with Modification Camp street and Robb street Junction Camp street and Robb street Junction with

31

5.8

Modification

32

5.9

Camp street and Regent street Junction Camp street and Regent street Junction with

34

5.10

Modification

35

5.11

Camp street and Croal street Junction

37

viii

Camp street and Croal street Junction with 5.12

38

Modification 5.13 Camp street and Brickdam street Junction

39

Camp street and Brickdam street Junction with 5.14

40

Modification 5.15 Camp street and Durban street Junction

42

Camp street and Durban street Junction with 5.16

43

Modification 5.17 Vlissengen road and Lamaha street Junction

44

Vlissengen road and Lamaha street Junction with 5.18

45

Modification 5.19 Vlissengen road and Homestretch street Junction

46

Vlissengen road and Homestretch street Junction with 5.20

47

Modification 5.21 Vlissengen road and Durban street Junction

49

Vlissengen road and Durban street Junction with 5.22

50

Modification 5.23 Vlissengen road and Church street Junction

51

Vlissengen road and Church street Junction with 5.24

52

Modification 5.25 Mandella avenue and Homestretch avenue Junction

54

Mandella avenue and Homestretch avenue Junction 5.26

55

with Modification 5.27 Mandella avenue and Aubery barker Junction

56

Mandella avenue and Aubery barker Junction with 5.28

57

Modification 5.29 Sheriff street and Duncan street Junction

59

Sheriff street and Duncan street Junction with 5.30

60

Modification 5.31 Main, lamaha street and Urquhqrt street Junction

61

Main, lamaha street and Urquhqrt street Junction with
5.32 Modification

62

5.33 Middle street and Main street Junction

63

ix

Middle street and Main street Junction with 5.34

64

Modification 5.35 Church street and Main street Junction

66

Church street and Main street Junction with 5.36

67

Modification 5.37 Avenue of the Republic and Robb street Junction

68

Avenue of the Republic and Robb street Junction with 5.38

69

Modification

70

5.39 Avenue of the Republic and Regent street Junction Avenue of the Republic and Regent street Junction 5.40

71

with Modification 5.41 Croal south and Main street Junction

72

Croal south and Main street Junction with 5.42

73

Modification 5.43 Avenue of the Repubic and Brickdam street Junction

75

Avenue of the Repubic and Brickdam street Junction 5.44

76

with Modification 5.45 Hadfield street and Republic Avenue Junction

77

Hadfield street and Republic Avenue Junction with 5.46

78

Modification 5.47 Cummings street and Middle street Junction

80

Cummings street and Middle street Junction with 5.48

81

Modification 5.49 East coast highway and Courdia street Junction

82

East coast highway and Courdia street Junction with 5.50

83

Modification 5.51 East coast highway and Ug road Junction

85

East coast highway and Ug road Junction with 5.52

86

Modification 5.53 East coast highway and Conservation tree Junction

87

East coast highway and Conservation tree Junction
5.54 with Modification

88

5.55 Sheriff street and East cost public Junction

90

x

Sheriff street and East cost public Junction with 5.56

91

Modification 5.57 Carifesta avenue and Vlissengen road Junction

93

Carifesta avenue and Vlissengen road Junction with 5.58

94

Modification 5.59 Carifesta avenue and Camp street Junction

95

Carifesta avenue and Camp street Junction with 5.60

96

Modification 5.61 Mandela Avenue and Vlissengen St. Junction

97

Mandela Avenue and Vlissengen St. Junction with 5.62

98

Modification 5.63 Mandella avenue and Durban street Junction

100

Mandella avenue and Durban street Junction with 5.64

101

Modification 5.65 Mandella avenue and Nortan street Junction

102

Mandella avenue and Nortan street Junction with 5.66

103

Modification 5.67 Mandella avenue and Ariapima street Junction

105

Mandella avenue and Ariapima street Junction with 5.68

106

Modification 5.69 Lousia row and Durban street Junction

107

Lousia row and Durban street Junction with 5.70

108

Modification Ug access road and Railway embankment road 5.71

109

Junction Ug access road and Railway embankment road 5.72

110

Junction with Modification 5.73 Lousia row and Brickdam street Junction

112

Lousia row and Brickdam street Junction with 5.74

113

Modification 5.75 Cummings street and Regent street Junction

114

Cummings street and Regent street Junction with
5.76 Modification

115

xi

5.77 Cummings street and Croals street Junction

116

Cummings street and Croals street Junction with 5.78

117

Modification 5.79 Sharief st. and Campbell Avenue Junction

118

Sharief st. and Campbell Avenue Junction with 5.80

119

Modification 5.81 Halley street and Durban street Junction

121

Halley street and Durban street Junction with 5.82

122

Modification 5.83 Vlissengen road and Thomas road Junction

123

Vlissengen road and Thomas road Junction with 5.84

124

Modification 5.85 Sheriff, David street and Railway road Junction

126

Sheriff, David street and Railway road Junction with 5.86

127

Modification 5.87 Lamaha street and Albert street Junction

128

Lamaha street and Albert street Junction with 5.88

129

Modification 5.89 Sheriff street and Garnet street Junction

131

Sheriff street and Garnet street Junction with 5.90

132

Modification 5.91 Vlissengen street and Regent street Junction

134

Vlissengen street and Regent street Junction with 5.92

135

Modification 5.93 East bank highway and Agrocilla road Junction

136

East bank highway and Agrocilla road Junction with 5.94

137

Modification 5.95 East bank highway and Eccles access road Junction

138

East bank highway and Eccles access road Junction 5.96

139

with Modification 5.97 Mandella avenue and Hunter street Junction

141

Mandella avenue and Hunter street Junction with
5.98 Modification

142

xii

5.99

Ogle air strip and Railway embankment road Junction Ogle air strip and Railway embankment road Junction

143

5.100

with Modification

144

6.1

Traffic Volume Projections at various intersections

148

6.2

V/C ratio Projections at various intersections

148

6.3

Co-ordination Plan for Camp Street

206

6.4

Co-ordination Plan for Mandela Avenue

207

6.5

Co-ordination Plan for Vlissengen Road

208

6.6

Implementation of Signal Time Plans

209

xiii

Table

No.

List of Tables

Description

2.1 PCU Values

4.1 Warrants for Traffic Signals

5.1 List of intersections for installation of Traffic Signals

3.2 List of intersections with Vehicle Actuated Traffic Signals

6.1 Capacity of intersections in Georgetown

6.2 V/C ratio at various intersections in George town

6.3 Minimum Pedestrian Clearance Intervals

6.4 Optimized Signal Time Plans for Camp Street and Lamaha Street

6.5 Optimized Signal Time Plans for Camp Street and Middle Street

6.6 Optimized Signal Time Plans for Camp street Church street and North road

6.7 Optimized Signal Time Plans for Camp street and Robb street

6.8 Optimized Signal Time Plans for Camp street and Regent street

6.9 Optimized Signal Time Plans for Camp street and Croral street

6.10 Optimized Signal Time Plans for Camp street and Brickdam street

6.11 Optimized Signal Time Plans for Camp street and Durban street

6.12 Optimized Signal Time Plans for Vlissengen road and Lamaha street

6.13 Optimized Signal Time Plans for Vlissengen road and Homestretch street

6.14 Optimized Signal Time Plans for Vlissengen road and Durban street

6.15 Optimized Signal Time Plans for Vlissengen road and Church street

6.16 Optimized Signal Time Plans Mandella avenue and Homestretch avenue

6.17 Optimized Signal Time Plans for Mandella avenue and Aubery barkar

6.18 Optimized Signal Time Plans for Sheriff street and Duncan street

xiv

Page

No.

6

16

17

18

145

70

153

156

157

158

159

160

161

162

163

164

165

166

167

168

169

170

6.19 Optimized Signal Time Plans for Main,lamaha street and Urquhqrt street

6.20 Optimized Signal Time Plans for Middle street and Main street

6.21 Optimized Signal Time Plans for Church street and Main street

6.22 Optimized Signal Time Plans for Avenue of the Republic and Robb street

6.23 Optimized Signal Time Plans for Avenue of the Republic and Regent street

6.24 Optimized Signal Time Plans for Croal south and Main street

6.25 Optimized Signal Time Plans for Avenue of the Repubic and Brickdam street

6.26 Optimized Signal Time Plans for Hadfield street and Republic Avenue

6.27 Optimized Signal Time Plans for Cummings street and Middle street

6.28 Stage patterns for East coast highway and Courdia street

6.29 Stage patterns for for East coast highway and Ug road

6.30 Stage patterns for for East coast highway and Conservation tree

6.31 Stage patterns for Sheriff street and East cost public

6.32 Stage patterns for Carifesta avenue and Vlissengen road

6.33 Optimized Signal Time Plans for Carifesta avenue and Camp street

6.34 Optimized Signal Time Plans for Mandela Avenue and Vlissengen St.

6.35 Optimized Signal Time Plans for Mandella avenue and Durban street

6.36 Optimized Signal Time Plans for Mandella avenue and Nortan street

6.37 Optimized Signal Time Plans for Mandella avenue and Ariapima street

6.38 Stage patterns for Lousia row and Durban street

6.39 Optimized Signal Time Plans for Ug access road and Railway embankment road

6.40 Stage patterns for Lousia row and Brickdam street

6.41 Optimized Signal Time Plans for Cummings street and Regent street

6.42 Optimized Signal Time Plans for Cummings street and Croals street

6.43 Stage patterns for Sharief st. and Campbell Avenue

6.44 Stage patterns for Halley street and Durban street

xv

171

172

173

174

175

176

177

178

179

180

181

182

183

184

185

186

187

188

189

190

191

192

193

194

195

196

6.45 Optimized Signal Time Plans for Vlissengen road and Thomas road

6.46 Optimized Signal Time Plans for Sheriff, David street and Railway road

6.47 Optimized Signal Time Plans for Lamaha street and Albert street

6.48 Optimized Signal Time Plans for Sheriff street and Garnet street

6.49 Optimized Signal Time Plans for Vlissengen street and Regent street

6.50 Stage patterns for East bank highway and Agrocilla road

6.51 Stage patterns for East bank highway and Eccles access road

6.52 Optimized Signal Time Plans for Mandella avenue and Hunter street

6.53 Optimized Signal Time Plans for Ogle air strip and Railway embankment road

xvi

197

198

199

200

201

202

203

204

205

Table

No.

3.1

5.1

5.2

5.3

5.4

5.5

5.6

5.7

5.8

5.9

5.10

5.11

5.12

5.13

5.14

5.15

5.16

5.17

5.18

5.19

5.20

5.21

List of Photos

Description

Present Traffic conditions in George Town Camp Street and Lamaha Street Camp Street and Middle Street Camp street Church street and North road Camp street and Robb street Camp street and Regent street Camp street and Croral street Camp street and Brickdam street Vlissengen road and Homestretch street Vlissengen road and Durban street Vlissengen road and Church street Mandella avenue and Homestretch avenue Mandella avenue and Aubery barkar Sheriff street and Duncan street Avenue of Republic and Hadfield Street East coast highway and Courdia street East coast highway and Ug road East coast highway and Conservation tree Sheriff street and East cost public Carifesta avenue and Vlissengen road Mandella avenue and Durban street Mandella avenue and Nortan street

5.21A Ug access road and Railway embankment road

5.22 Sharief st. and Campbell Avenue

5.23 Vlissengen road and Thomas road

5.24 Sheriff, David street and Railway road

5.25 Sheriff street and Garnet street

5.26 Vlissengen street and Regent street

xvii

Page

No.

9

22

25

28

28

33

36

36

41

48

48

53

53

58

74

79

84

84

89

92

99

99

104

111

120

125

130

133

5.27 Mandella avenue and Hunter street

5.28 Ogle air strip and Railway embankment road

xviii

140

140

CHAPTER 1 INTRODUCTION

The Cooperative Republic of Guyana is located on the northern coast of South America, with Suriname to the east, Brazil to the South, Venezuela to the West and the Atlantic ocean to the north. Guyana is medium sized country with an area of 215,000 sq. km and a population of approximately 750,000. Almost 90 % of the population lives on the coast, whereas the remaining live in the hard-to-reach hinterlands. The demographic growth is very low, because the high emigration (1% - 1.7% annually) neutralizes the natural growth. Guyana is a small economy endowed with natural resources like gold, diamonds, bauxite, fertile land, and large tropical forests. Despite its natural resources, and well- educated population, Guyana is the fourth poorest country in the Western Hemisphere, ranked 169 among countries of world with a GDP of US$ 3,620,000,000 (in PPP), having a per capita income below US $ 1,000. Guyana is undergoing a paradigm shift on its development path from an agricultural and mining economy to one with services, manufacturing and construction. Services and industry combined together contribute 63 % to GDP. Number of highways, hydro power generation, ports, tele communication networks, IT Parks, pharmaceutical facilities, aqua farms, fish farms etc. are being developed as part of a resurgent economy. It is imperative in the quest for development of the country to give more attention on its roads which are vital for movement of people and goods and ensuring this a safe, efficient, speedy and economical one.

George Town, the capital city of Guyana is the centre of government administration and a wide range of economic activities (Figure 1.1). Network of streets in GeorgeTown are laid in rectangles, see Figure 1.1, legacy of its Dutch colonial heritage making it easy for alternate traffic movement routes. Commercial activities are mostly centered around Camp street, Water street, Lamaha street and Brickdam street as the east, west, north and south limits respectively. There is an increasing number of business establishments in the surroundings of Camp street in Regent street

Traffic Engineering and Management Plans for fifty intersections in George Town Public transport is mainly

Traffic Engineering and Management Plans for fifty intersections in George Town

Public transport is mainly catered by mini bus services which operates in allocated routes with well regulated fare structure which might have been developed as a part of the narrow roads and un flared intersections in George Town. The network of routes has number of starting points which are concentrated in the Stabroek market area and along the Avenue of the Republic between Croal and Robb streets .

market area and al ong the Avenue of the Republic between Croal and Robb streets .

Figure 1.1 Location of George Town

2

Traffic Engineering and Management Plans for fifty intersections in George Town Of late number of

Traffic Engineering and Management Plans for fifty intersections in George Town

Of late number of intersections in George Town are facing acute traffic congestion and the Government of Guyana and Ministry of Public works and communication felt the need for implementing advanced traffic control measures along with traffic management measures with the help of Government of India as part of improving transportation infrastructure of the country

1.1

Objectives of study

1. Understand the traffic problems at various intersections in GeorgeTown

2. Suggest traffic management plans and intersection improvement plans

3. Physical set off diagram for intersection equipment like poles, signal aspects etc.

4. Recommend optimized signal plans and coordinated signal plans for various intersections

1.2 Scope of work The scope of the work covers the following

1. Reconnaissance survey of various areas and intersections in George Town

2. Traffic volume survey at intersections to understand the traffic flow patterns at different time periods of the day

3. Total station survey of various intersections to detail the junction geometry

4. Analyse the volume capacity ratio at critical intersections

1.3

Methodology

Traffic volume surveys are conducted and the traffic volume details are checked for feasibility of signals as per the guidelines by MUTCD. Once the intersections are selected, Total station survey was conducted to map the intersection to scale. All intersection inventories up to 100 m on all arms of intersections were mapped. Traffic volume in vehicles was converted into equivalent Passenger Car Units (PCU).

Saturation flow was estimated on the basis of approach width. For right turn proper adjustments are given to the saturation flow. Volume capacity ratio was found out and recommendations on capacity augmentation are made. Optimum signal time plans are generated by using Traffic Network Study Tool (TRANSYT) software. Geometric improvement plans are suggested in line with AASHTO guidelines.

3

Traffic Engineering and Management Plans for fifty intersections in George Town 1.4 Organization of report

Traffic Engineering and Management Plans for fifty intersections in George Town

1.4 Organization of report This report is divided into seven chapters. First chapter gives a brief introduction to the back ground of study and objectives. The second chapter is on various Traffic engineering surveys conducted in George Town as part of the study. Details of various surveys conducted as part of this study are given here. The third chapter is on traffic characteristics of George Town. Findings of this survey are discussed in this chapter. Fourth chapter is on feasibility of traffic signals. Fifth chapter discusses about the various intersections. Geometric details of the intersections along with the traffic flow details are discussed in this chapter. Sixth chapter details on optimized signal plans for fifty intersections. Seventh chapter is conclusion.

4

CHAPTER 2 TRAFFIC SURVEYS AND GEOMETRIC SURVEY AT INTERSECTIONS IN GEORGE TOWN

2.1 Preliminary field survey

Preliminary field survey to important intersections in George Town was done. Various aspects of intersections like traffic volume, interruption to main traffic volume, pedestrian traffic, accident experience, nearness to schools, hospitals etc. are verified for ascertaining the requirement of traffic signals. Information on Parking , public transport etc are also covered during this survey.

2.2 Traffic volume survey

Classified directional traffic volume surveys are conducted at critical intersections among the intersections selected for signalsation. Vehicles are classified into various categories and each enumerator was given the task of counting the vehicles in that category in one particular direction. Fifteen minutes interval counts are done. As the survey period was restricted, the survey was limited to critical intersections. Number of enumerators are assigned the task of counting vehicles during peak hours. Format used for survey is shown in Annexure 1.

peak hours. Format used for survey is shown in Annexure 1. Figure 2.1 Traffic Volume survey
peak hours. Format used for survey is shown in Annexure 1. Figure 2.1 Traffic Volume survey

Figure 2.1 Traffic Volume survey in progress

2.3 Total station survey

Total station survey was conducted at fifty selected intersections. All physical inventories at 5m. interval was mapped. For a distance of 100 m in all approaches. Some

Traffic Engineering and Management Plans for fifty intersections in George Town intersections which are too

Traffic Engineering and Management Plans for fifty intersections in George Town

intersections which are too close and less than a distance of 100 m are surveyed together .

Drawings are prepared to a scale of 1:1000 and shown in the later parts of this report.

of 1:1000 and s hown in the later parts of this report. Figure 2.2 Total Station

Figure 2.2 Total Station survey

2.4 Analysis of data

Traffic flow details are converted into Passenger Car Unit (PCU). PCU values adopted

for the study are shown in Table 2.1

Table 2.1

PCU Values

Sl.

Vehicle type

Equivalency factor.

No.

1

Motor cycle or Scooter

0.50

2

Passenger car, pick up van or Jeeps.

1.00

3

Agricultural tractor, Light commercial vehicle

1.50

4

Truck or Bus

2.5

5

Articulated vehicles

3

6

Others, Comprising Cycles and other slow moving vehicles

0.8

6

Traffic Engineering and Management Plans for fifty intersections in George Town Classified directional traffic data

Traffic Engineering and Management Plans for fifty intersections in George Town

Classified directional traffic data collcted at fifteen minutes interval are tabulated and converted into equivalent PCU values and directional flow was found out. Each directional volume was added to get total junction volume. Tabulated values of classified directional traffic volume surveyare given in Annexure 2. Capacity of the junction is found out by using saturation flow estimation methods and the present control methods. By knowing the traffic cvolume and capacity v/c ratio for various intersections are estimated. Traffic volumes are projected for five years and v/c values are estimated. Traffic volume values are further used for generating the signal time plans. Some adjacent signals falling on the same road are co ordinated for an average platoon speed and offsets are recommended accordingly.

7

CHAPTER 3 TRAFFIC CHARACTERISTICS OF GEORGE TOWN

3.1 Present Traffic conditions

Most of the roads of George Town are two to four lane roads. Traffic is nearing saturation levels at many intersections at certain times of the day, with flows of up to 15,000 vehicles per day, on some roads. (Guyana Transport Sector Study, 2005). Long queues of vehicles can be seen at number of intersections as on Camp street Regent street junction (Photo 3.1a&e). Road side parking significantly affects the capacity of roads at many places(Photo 3.1a inset). Eventhough cars constitute more than 50 percent of vehicular traffic, a sizeable percentage of mini buses and light commercial vehicles are also plying through the roads inGeorge Town. (Photo 3.1b). At many places, the surface conditions and drainage facilities are far from adequate near to intersections increasing the chaos on the roads (Photo 3.1c). Lack of terminal facilities for mini buses, the main public transport facility available in George town accentuate the traffic conditions in the Avenue of the Republic Road, Straboek market area and near Parliament house building (Photo 3.1d). Pedestrian amenities are far from adequate. Continuous footpaths for pedestrians are not available forcing pedestrians to use the road increasing conflict with vehicles and accident potential. Traffic signals installed at some locations are damaged and not working (Photo 3.1g). Congested junctions are controlled by traffic police during peak hours (Photo 3.1 f) Around 2,800 minibuses are licensed to operate as public transportation Guyana. Some 2,200 of these minibuses operate from Georgetown, with 3 routes entirely within the City and a further 9 routes travelling out through to the city to suburban and distant destinations. The three city routes [routes 40-41-45] have 445 authorised vehicles, whilst the nine other routes from destinations beyond Georgetown have the residual 1,777 vehicles. The three city routes operate at very high frequency during peak periods. Operations [together with those from outside the City] are distributed on the streets around the Stabroek Market area in central Georgetown. However, this area is also a major market for traders, is close to the Cross-estuary fast ferries, is shared with building

Traffic Engineering and Management Plans for fifty intersections in George Town b a c d

Traffic Engineering and Management Plans for fifty intersections in George Town

b a c d
b
a
c
d
e
e
f
f
g h
g
h

Photo 3.1 Present traffic conditions in George Town

9

Traffic Engineering and Management Plans for fifty intersections in George Town trade wholesalers and is

Traffic Engineering and Management Plans for fifty intersections in George Town

trade wholesalers and is traversed by heavy container lorries passing to and from the port. There are no purpose built passenger waiting areas, nor are there orderly loading arrangements. In short, the area and facilities are far from ideal for public transport. (Guyana Transport Sector Study, 2005) Annual Average Daily Traffic for George Town to Buxton road and George Town to Golden Group road in 2001 was found to be 10948 and 13997 respectively. The growth of road traffic can generally be related to expected economic growth, and to an assumed elasticity of transport demand, which may have different values for passenger and goods vehicles. The Guyana Transport Sector Study has adopted a road traffic annual growth rate of around 3 per cent after considering the economic growth, passenger growth, goods traffic etc Appropriate traffic management measures and application of sound urban transport planning principles could make significant improvement in traffic flow, road safety and public amenity in the central area. Guyana Transport Sector Study (Guyana Transport Sector Study, 2005) has identified problem with the urban road capacity in Georgetown, which could most probably be handled by traffic management measures in the short to medium terms, for which a detailed study was recommended. It further states that in the medium term, attention may need to be given to the possibility of developing a ring road system to improve traffic flow and to avoid congesting the central area. The future planning requirement in respect of the City Port operations and the DHB River crossing will be investigated through further Feasibility study. (Guyana Transport Sector Study, 2005) According top this report, specific national strategies for urban and public transport and for traffic management were not seen. Private car ownership is low by international standards yet traffic congestion in Georgetown already creates conflicts regularly during peak periods every working day. The gradual growth of car ownership will incrementally and adversely affect this congestion so it is timely to recognise that the setting of standards and their implementation in guiding urban structural planning and strategic transport planning is important if orderly absorption of growth is to be achieved.

10

Traffic Engineering and Management Plans for fifty intersections in George Town 3.2 Public Transport Mini

Traffic Engineering and Management Plans for fifty intersections in George Town

3.2 Public Transport

Mini buses are the most common form of public transport found in George Town. The smaller size of the vehicles suit the geometric conditions of roads and intersections. At present there are no boarding facilities for passengers forcing the vehicles to make use of road space creating chaos and confusion in the roads and inconvenience to commuters. Terminals of this mini bus services are shown in Figure 3.1. It can be seen that most of these are falling in the Stabroek market area and Avenue of the Republic road side.

3.3 Traffic flow characteristics in GeorgeTown

Traffic volume surveys are conducted at some critical intersections in George Town. Peak hour flows are in the periods of 07.00 hrs to 09.00 hrs. Noon peak hours are between 11.00 hrs to

14.00

hrs. Evening peak hour are from 16.00 hrs to 19.00 hrs. Percentage of cars is varying from

51.77

% at Cummins street and Regent street to 79.02% at Avenue of the Republic and Brickdam

street. Percentage of Mini buses was found to vary from 15.36% at Vlissengen road and Home stretch junction to 28.19% at Cummins street and Regent Street junction. Percentage of motorized

two wheelers is varying from 3.98% to 10.82%. More details on composition of traffic flow are shown in Figure 3.2 a and Figure 3.2 b Traffic flow details of various intersections are shown in Annexure 2

3.4 Volume Capacity ratio at intersections

An analysis of traffic volume and capacity ratio (v/c) of some critical intersections is done. It was found that many junctions are nearing saturation levels. It is widely accepted that if the v/c ratio is above 0.9 the junction is over saturated. More details on v/ c ratio of various intersections are discussed in Chapter 6.

11

Traffic Engineering and Management Plans for fifty intersections in George Town 12

Traffic Engineering and Management Plans for fifty intersections in George Town

Traffic Engineering and Management Plans for fifty intersections in George Town 12

12

33.98

0.62 0.79 1.41 4.06 4.06
0.62
0.79
1.41
4.06 4.06

55.08

a. Avenue of the Republic and Regent street 0.16 1.32 0.70 8.84 12.65 13.50 62.84
a. Avenue of the Republic and Regent street
0.16
1.32
0.70
8.84
12.65
13.50
62.84
Regent street 0.16 1.32 0.70 8.84 12.65 13.50 62.84 c. Brickdam street and Camp street 0.99

c. Brickdam street and Camp street

8.84 12.65 13.50 62.84 c. Brickdam street and Camp street 0.99 3.13 5.64 5.19 8.70 79.02
0.99 3.13 5.64 5.19 8.70 79.02 34.32 a. Avenue of the Republic and Brickdam street
0.99
3.13
5.64
5.19
8.70
79.02
34.32
a. Avenue of the Republic and Brickdam street
0.41 1.03 12.29 1.08 12.71 20.47
0.41
1.03
12.29
1.08
12.71
20.47

52.01

d. Camp street and Regent street

0.08 1.05 1.21 1.86 4.20 32.82
0.08
1.05
1.21
1.86
4.20
32.82

58.77

17.87

0.28 4.01 3.27 4.01 8.48 62.09
0.28
4.01
3.27
4.01
8.48
62.09

e. Camp street and Carifesta avenue

f. Church street and Main street

t r e e t a n d M a i n s t r e

Figure 3.2 a Composition of traffic flow at various intersections

13

0.00 0.89 1.95 6.38 10.82 28.19
0.00
0.89
1.95
6.38
10.82
28.19
0.00 0.89 1.95 6.38 10.82 28.19 51.77

51.77

a. Cummins street and Regent street

0.59 5.17 4.29 4.11 8.58 18.57
0.59
5.17
4.29
4.11
8.58
18.57

58.70

c. Mandela avenue and Durban street

24.35

1.71 3.53 3.41 1.82 3.98 61.21
1.71
3.53
3.41 1.82
3.98
61.21

b. East coast highway and Conservation Tree

0.88 4.68 4.72 4.01 7.81 19.50
0.88
4.68
4.72
4.01
7.81
19.50

58.40

d. Mandela Avenuse and Hunter street

15.51

1.45 1.45 2.63 1.58 6.31 71.09
1.45
1.45
2.63
1.58
6.31
71.09
0.55 2.14 2.08 3.12 8.32 15.36 68.42
0.55
2.14
2.08
3.12
8.32
15.36
68.42

e. Sharief street and Railway Embankment road

f. Vlissengen road and Home stretch street

d H o m e s t r e t c h s t r e

Figure

3.2 b Composition of traffic flow at various intersections

14

CHAPTER 4 FEASIBILTY OF TRAFFIC SIGNALS

4.1 General

Requirement of signal at a junction need to be determined only after a competent

engineering study of the location is undertaken and a decision made based on sound

engineering judgment. The initial step consists of a quick review of the existing traffic

volume data and accident records. Field visit is necessary to observe the existing

conditions and intersection geometry

Requirements of traffic signals as per the guidelines fixed by Manual of Uniform Traffic

Control Devices (MUTCD) have been checked. A preliminary comparison of the

MUTCD warrants and the traffic volume details at number of intersections in the city

centre shows that signals are needed at number of intersections. Traffic volume details

collected from field surveys are used to verify the warrants of the signals

4.2 Warrants for Signals

The ITE warrants

The requirements of one or more of these warrants should be satisfied before a signal is

installed.

following are also to be considered before reaching a final decision on the installation of

road traffic signal.

are shown in Table 4.1

In addition to the warrants mentioned in Table 4.1 there are others like the

1. School crossings

2. Progressive movement

3. Accident experience

4. Systems

5. Combination of warrants

6. Four hour volume

7. Peak hour delay

8. Peak hour volume

Traffic Engineering and Management Plans for fifty intersections in George Town Table 4.1 Warrants for

Traffic Engineering and Management Plans for fifty intersections in George Town

Table 4.1 Warrants for traffic signals

Traffic Engineering and Management Plans for fifty intersections in George Town Table 4.1 Warrants for traffic

16

CHAPTER 5 JUNCTION DETAILS AND GEOMETRIC IMPROVEMENT PLANS

On the basis of survey conducted at various intersections following intersections as noted

in Table 5.1 are selected for signal installation. Among these, thirty nine are fixed time

signals and eleven vehicle actuated signals. Some of the adjacent fixed time signals

falling along some roads are coordinated to have a better platooned movement of

vehicles. List of vehicle actuated signals are given in Table 5.2

Table 5.1 List of intersections for installation of traffic signals

S/No.

Name of Junction

1

Camp street and Lamaha street

2

Camp street and Middle street

3

Camp street Church street and North road

4

Camp street and Robb street

5

Camp street and Regent street

6

Camp street and Croral street

7

Camp street and Brickdam street

8

Camp street and Durban street

9

Vlissengen road and Lamaha street

10

Vlissengen road and Homestretch street

11

Vlissengen road and Durban street

12

Vlissengen road and Church street

13

Mandella avenue and Homestretch avenue

14

Mandella avenue and Aubery barkar

15

Sheriff street and Duncan street

16

Main,lamaha street and Urquhqrt street

17

Midlle street and Main street

18

Church street and Main street

19

Avenue of the Republic and Robb street

20

Avenue of the Republic and Regent street

21

Croal south and Main street

22

Avenue of the Repubic and Brickdam street

23

Hadfield street and Republic Avenue

24

Cummings street and Middle street

25

East coast highway and Courdia street

26

East coast highway and Ug road

27

East coast highway and Conservation tree

Traffic Engineering and Management Plans for fifty intersections in George Town 28 Sheriff street a

Traffic Engineering and Management Plans for fifty intersections in George Town

28

Sheriff street and East cost public

29

Carifesta avenue and Vlissengen road

30

Carifesta avenue and Camp street

31

Mandela Avenue and Vlissengen St.

32

Mandella avenue and Durban street

33

Mandella avenue and Nortan street

34

Mandella avenue and Ariapima street

35

Lousia row and Durban street

36

Ug access road and Railway embankment road

37

Lousia row and Brickdam street

38

Cummings street and Regent street

39

Cummings street and Croals street

40

Sharief st. and Campbell Avenue

41

Halley street and Durban street

42

Vlissengen road and Thomas road

43

Sheriff, David street and Railway road

44

Lamaha street and Albert street

45

Sheriff street and Garnet street

46

Vlissengen street and Regent street

47

East bank highway and Agrocilla road

48

East bank highway and Eccles access road

49

Mandella avenue and Hunter street

50

Ogle air strip and Railway embankment road

Table 5.2 List of intersections with Vehicle Actuated Traffic signals

Sl. no

Name of intersection

1

East coast highway and Courdia street

2

East coast highway and Ug road

3

East coast highway and Conservation tree

4

Sheriff street and East cost public

5

Carifesta avenue and Vlissengen road

6

Lousia row and Durban street

7

Lousia row and Brickdam street

8

Sharief st. and Campbell Avenue

9

Halley street and Durban street

10

East bank highway and Agrocilla road

11

East bank highway and Eccles access road

18

Traffic Engineering and Management Plans for fifty intersections in George Town Location of these intersections

Traffic Engineering and Management Plans for fifty intersections in George Town

Location of these intersections are shown in Figure 5.1 a,5,1 b, 5.1 c and 5.1 d

28 29 43 42 30 40 16 1 44 9 17 24 2 18 3
28
29
43
42
30
40
16
1
44
9
17
24
2
18
3
12
19
4

Figure 5. a Location of intersections Part 1

19

Traffic Engineering and Management Plans for fifty intersections in George Town 18 3 19 46

Traffic Engineering and Management Plans for fifty intersections in George Town

18 3 19 46 4 38 20 5 39 10 21 6 37 22 7
18
3
19
46
4
38
20
5
39
10
21
6
37
22
7
35
41
11
23
8
34
31
14
49

Figure 5. b Location of intersections Part 2

20

Traffic Engineering and Management Plans for fifty intersections in George Town 25 26 36 27

Traffic Engineering and Management Plans for fifty intersections in George Town

25 26 36 27 28 50 43 40 45 15
25
26
36
27
28 50
43
40
45
15

Figure 5. c Location of intersections Part 3

21

Traffic Engineering and Management Plans for fifty intersections in George Town 13 32 33 34

Traffic Engineering and Management Plans for fifty intersections in George Town

13 32 33 34 14
13
32
33
34
14

Figure 5. d Location of intersections Part 4 5.1 Camp street and Lamaha Street

Camp street and Lamaha street make this four arm junction(Photo 5.1) Drawing of the

Proposed geometric improvements are shown in Figure

5.2.

junction is given in Figure 5.1

geometric improvements are shown in Figure 5.2. junction is given in Figure 5.1 Photo 5.1 Camp

Photo 5.1 Camp Street and Lamaha street

22

Traffic Engineering and Management Plans for fifty intersections in George Town 5.2 Camp street and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.2 Camp street and Middle street

This is a four arm junction with Camp street and Middle street. Drawing of the junction

is shown in Figure 5.3. Along the Camp street, a pedestrian walkway is provided. This

need to be extended so that continuous movement of pedestrians can be achieved along

this road without vehicular movement conflict. Proposed geometric improvements for

the intersections are shown in Figure 5.4.

improvements for the intersections are shown in Figure 5.4. Photo 5.2 Camp street and Middle street

Photo 5.2 Camp street and Middle street

5.3 Camp street Church street and North road

Camp street Church street and North road makes this four arm junction. Western arm of

North road has un authorized parking of vehicles. Camp street is two way four lane street.

Drawing of the junction is shown in Figure 5.5 and proposed geometric improvement of

the junction are shown in Figure 5.6.

23 25

Traffic Engineering and Management Plans for fifty intersections in George Town Photo 5.3 Camp street

Traffic Engineering and Management Plans for fifty intersections in George Town

and Management Plans for fifty intersections in George Town Photo 5.3 Camp street Church street and

Photo 5.3 Camp street Church street and North road

5.4 Camp street and Robb street

This junction is approximately 50 m away from Camp street and Regent street junction.

Some times the blockage of vehicles from Camp street and Regent street junction reaches

up to this junction. Intersection drawing is shown in Figure 5.7. Drawing of the

junction with geometric improvements are shown in Figure 5.8.

Drawing of the junction with geometric improve ments are shown in Figure 5.8. Photo 5.4 Camp

Photo 5.4 Camp street and Robb street

28

24

Traffic Engineering and Management Plans for fifty intersections in George Town 5.5 Camp Street and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.5 Camp Street and Regent street

This is a four arm intersection with Regent Street and Camp street. Drawing of the junction is shown in Figure 5.9. There is a heavy queue of vehicles in Camp street and Regent street arms of the junction during most of the times of the day. The pedestrian movements through this intersection are also heavy. There is a morning peak of 7.00 hrs to 9.00 hrs. Noon peak is between 11.00 hrs. to 14.00 hrs. This junction has heavy traffic throughout the day up to 20.00 hrs without any distinct peak. This junction has a traffic volume of 2554 pcu/hr. Traffic volume details in other directions are shown in Figure A2-1. At present this junction is controlled by a Traffic Constable. There is a heavy parking of vehicles in the approach arm on Camp street. This parkings near the intersection is to be removed, once the signals are installed. Proper signage boards are to be fixed to achieve this up to 100 m on all approach arms. Geometric improvements proposed at the intersection are shown in Figure 5.10.

proposed at the intersecti on are shown in Figure 5.10. Photo 5.5 Camp street and Regent

Photo 5.5 Camp street and Regent street

5.6 Camp street and Croal street

This intersection is approximately 50 m from Camp street and Brickdam street. Parking problems are there in the southern approach arm of Camp street. Drawing of the junction is shown in Figure 5.11. Geometric improvements of the junctions are shown in Figure 5.12

33

Traffic Engineering and Management Plans for fifty intersections in George Town Photo 5.6 Camp street

Traffic Engineering and Management Plans for fifty intersections in George Town

and Management Plans for fifty intersections in George Town Photo 5.6 Camp street and Croal street

Photo 5.6 Camp street and Croal street

5.7 Camp Street and Brickdam street

Camp street and Brickdam street junction is a four arm one with un divided carriage

way. Both roads are two way four lane roads. Vehicles are parked in the western

approaches of Brickdam street. Drawing of the junction is shown in Figure 5.13.

Geometric improvements of the junction are shown in Figure 5.14

5.13. Geometric improvements of the junction are shown in Figure 5.14 Photo 5.7 Camp street and

Photo 5.7 Camp street and Brickdam street

36

34

Traffic Engineering and Management Plans for fifty intersections in George Town 5.8 Camp street and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.8 Camp street and Durban street

This is four arm intersection with Camp street and Durban street. Both roads are two

way two lane and this junction has hardly any area left for geometric improvements as

buildings are located close to the intersection. Drawing of the junction is shown in Figure

5.15. Proposed geometric improvements are shown in Figure 5.16.

5.9 Vlissengen road and Lamaha street

This is a four arm junction with Vissengen road and Lamaha street. Lamaha street is a

two way undivided street with four lanes. Vlissengen road has three lanes in each

direction. Drawing of the junction is shown in Figure 5.17 and geometric improvements

along with signal details are shown in Figure 5.18.

5.10 Vlissengen road and Home stretch street

This is a four arm intersection of Vlissengen road with Home stretch street(Photo 5.8).

In the present condition the right turn of vehicles from the Home stretch street is difficult.

This intersection needs substantial geometric improvements before the installation of

traffic signals. Junction drawing is shown in Figure 5.19 and geometric improvements

are shown in Figure 5.20

Figure 5.19 and geometric improvements are shown in Figure 5.20 Photo 5. 8 Vlissengen road and

Photo 5. 8 Vlissengen road and Home stretch street

41

35

Traffic Engineering and Management Plans for fifty intersections in George Town 11. Vlissengen road and

Traffic Engineering and Management Plans for fifty intersections in George Town

11. Vlissengen road and Durban street

This is a staggered four arm intersection in Vlissengen road with Durban street (Photo

5.9). Vlissengen road is one way and Durban street is a two way two lane at one arm

and one way at the other arm. The approach arms are quite narrow at this intersection.

Drawing of the junction is given in Figure 5.21 and proposed geometric improvements

ars shown in Figure 5.22

and proposed geometric improvements ars shown in Figure 5.22 Photo 5.9 Vlissengen road and Durban street

Photo 5.9 Vlissengen road and Durban street 12. Vlissengen road and Church street This is a four arm junction on Vlissengen road(Photo 5.10) Vlissengen road is a two way four lane road and Church street. Junction drawing and drawing with geometric improvements are shown in Figure 5.23 and Figure 5.24 respectively

improvements are shown in Figure 5.23 and Figure 5.24 respectively Photo 5.10 Vlissengen road and Church

Photo

5.10 Vlissengen road and Church street

48

Traffic Engineering and Management Plans for fifty intersections in George Town 5.13 Mandela Avenue and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.13 Mandela Avenue and Home stretch street

This is a four arm junction with Mandela avenue, Home stretch street and a minor street

(Photo 5.11)Both the main streets are two way six lane with un divided carriageway.

Central dividers along with left turn channelisers are proposed for the intersection.

Junction drawing is shown in Figure 5.25. Drawing of the intersection with proposed

geometric improvements are shown in Figure 5.26

proposed geometric improvements are shown in Figure 5.26 Photo 5.11Mandela Avenue and Home stretch street 5.14

Photo 5.11Mandela Avenue and Home stretch street

5.14 Mandela Avenue and Aubery Burkar

This is a three arm junction on Mandela avenue with Aubery Burkar street (Photo 5.12)

Aubery Burkar street is two way two lane street with un divided carriageway. Drawing

of the junction and drawing with proposed geometric improvements are shown in Figure

5.27 and Figure 5.28 respectively

improvements are shown in Figure 5.27 and Figure 5.28 respectively Photo 5.12 Mandela Avenue and Aubery

Photo 5.12 Mandela Avenue and Aubery Burkar

53

49

Traffic Engineering and Management Plans for fifty intersections in George Town 5.15. Sharief street and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.15. Sharief street and Duncan street

This four arm junction (Photo 5.13) is quite narrow with little scope for geometric improvements. Duncan street is a two way two lane street and Sharief street is two way four lane street. Drawing of the intersection is shown in Figure 5.29 and drawing with proposed geometric improvements are shown in Figure 5.30

proposed geometric improvement s are shown in Figure 5.30 Photo 5.13 Sharief street and Duncan street

Photo 5.13 Sharief street and Duncan street

5.16 Main street, Lamaha street and Urquahart street

This is a four arm junction on main street with Lamaha street and Urquahart street. High street has a two way six lane un divided carriage way. Drawing of the junctionis shown in Figure 5.31. Drawing with proposed geometric improvementsa re shown in Figure 5.32

5.17. Middle street and Main street

This is a staggered four arm junction with Middle street and Main street. Middle street is a two way six lane undivided street. Drawing of the junction and drawingwith proposed geometric improvements are shown in Figure 5.33 and Figure 5.34 respectively

58

Traffic Engineering and Management Plans for fifty intersections in George Town 5.18. Church Street and

Traffic Engineering and Management Plans for fifty intersections in George Town

5.18. Church Street and Main Street

This is a four arm junction on Avenue of the Republic with Church Street. Church

street is a divided carriage way with six lane traffic flow. Numbers of vehicles are

parked in front of Bank of Guyana building creating traffic hurdles for smooth flow of

vehicles at the intersection. Drawing of the junction is shown in Figure 5.35. Drawing

with proposed geometric improvements are shown in Figure 5.36

5.19. Avenue of the Republic and Robb street

This four arm intersection on Avenue of the Republic road with Robb street. Robb street

is a one way street with four lane traffic flow. Drawing of the junction is shown in

Figure 5.37. Drawing with proposed geometric improvements are shown in Figure 5.38

5.20 Avenue of the republic and Regent street

This is four arm junction falling on Avenue of the Republic. Avenue of the republic has

a two way six lane traffic flow and Regent street is having a one way three lane traffic

flow. There is a heavy traffic flow in the direction of Avenue of the Republic. Number

of shopping places in the Regent street have accentuated traffic problems in this area.

Junction drawing is shown in Figure 5.39. Drawing of the intersection with proposed

geometric improvements are shown in Figure 5.40

5.21 Croal south and Main street

This four arm junction is approximately 50 m away from Avenue of the republic and

Brickdam street. Croal street South road and Avenue of the republic are the streets

making this intersection. The canal network is passing through this junction also. Croal

strret and South road are having three lane one way traffic flow. Junction drawing is

shown in Figure 5.41. Drawing of the junction with proposed geometric improvements

along with location of signal poles and other accessories are shown in Figure 5.42. Being

in close vicinity to the Straboek market area and also due to mini bus terminal location,

this junction is always congested with vehicles parked on areas near to intersection.

65

59