TRAFFIC ENGINEERING AND MANAGEMENT PLANS FOR FIFTTY INTERSECTIONS IN GEORGE TOWN

MINISTRY OF PUBLIC WORKS AND COMMUNICATIONS, GOVERNMENT OF GUYANA Report prepared by

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.

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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.

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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 percentage of cars are surveys are conducted at intersections. It was found that

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.

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Chapter
Preface

TABLE OF CONTENTS

Page No.
(i) (ii) (iii) (iv) (viii) (xiv) (xvii) 1 1 3 3 4 5 5 5 5 6 8 8 11 11

Acknowledgements Abstract Table of Contents List of Figures List of Tables List of Photos 1 Introduction 1.1 Objectives of study 1.2 Scope of work 1.3 Methodology 1.4 Organisation of report 2 Traffic surveys and geometric survey at intersections in George Town 2.1 Preliminary Field surveys 2.2 Traffic survey Present traffic control systems 2.3 Total station survey 2.4 Analysis of data 3 Traffic characteristics of George Town 3.1 Present traffic conditions 3.2 Public transport 3.3 Traffic flow characteristics in George Town

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4.2 Warrants for signals 5 Junction details and geometric improvement plans 5.1 Camp street and Lamaha street 5.2 Camp street and Middle street 5.3 Camp street Church street and North road 5.4 Camp street and Robb street 5.5 Camp street and Regent street 5.6 Camp street and Croral street 5.7 Camp street and Brickdam street 5.8 Camp street and Durban street 5.9 Vlissengen road and Lamaha street 5.10 Vlissengen road and Homestretch street 5.11Vlissengen road and Durban street 5.12 Vlissengen road and Church street 5.13 Mandella avenue and Homestretch avenue 5.14 Mandella avenue and Aubery barkar 5.15 Sheriff street and Duncan street 5.16 Main,lamaha street and Urquhqrt street 5.17 Midlle street and Main street 5.18 Church street and Main street 5.19Avenue of the Republic and Robb street 5.20 Avenue of the Republic and Regent street 5.21 Croal south and Main street

16 17 22 25 25 28 33 33 36 41 41 41 48 48 53 53 58 58 58 65 65 65 65

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5.22 Avenue of the Repubic and Brickdam street 5.23 Hadfield street and Republic Avenue 5.24 Cummings street and Middle street 5.25 East coast highway and Courdia street 5.26 East coast highway and Ug road 5.27 East coast highway and Conservation tree 5.28 Sheriff street and East cost public 5.29 Carifesta avenue and Vlissengen road 5.30 Carifesta avenue and Camp street 5.31 Mandela Avenue and Vlissengen St. 5.32 Mandella avenue and Durban street 5.33 Mandella avenue and Nortan street 5.34 Mandella avenue and Ariapima street 5.35 Lousia row and Durban street 5.36 Ug access road and Railway embankment road 5.37 Lousia row and Brickdam street 5.38 Cummings street and Regent street 5.39 Cummings street and Croals street 5.40 Sharief st. and Campbell Avenue 5.41 Halley street and Durban street 5.42 Vlissengen road and Thomas road 5.43 Sheriff, David street and Railway road 5.44 Lamaha street and Albert street

74 74 79 79 79 84 89 92 92 92 99 99 104 104 104 111 111 111 111 120 120 120 125

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5.45 Sheriff street and Garnet street 5.46 Vlissengen street and Regent street 5.47 East bank highway and Agrocilla road 5.48 East bank highway and Eccles access road 5.49 Mandella avenue and Hunter street 5.50Ogle air strip and Railway embankment road Capacity analysis and optimised signal time plans 6 6.1 Capacity of a signalized network of road 6.2 Volume Capacity ratio of intersections in George Town 6.3 Signal time plans 6.4 Traffic Network Study Tool (TRANSYT) 6.5 Optimised signal time plans 6.6 Operation of signal time plans Conclusion 7 References Annexure 1 Traffic volume survey format Annexure 2 Classified directional traffic volume data Annexure 3 Intersection traffic volume details

130 130 133 133 133 140 145 145 145 148 153 155 209 210 211 212 213 225

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List of Figures
Figure No. 1.1 2.1 2.2 3.1 3.2 a 3.2 b 5. a 5. b 5. c 5. d 5. 1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 Description Location of George Town Traffic Volume survey in progress Total Station Survey Location of Bus Terminals in Stabrock Market Area Georgetown Composition of traffic Flow at Various Intersections Composition of traffic Flow at Various Intersections Location of Intersection Part-I Location of Intersection Part-II Location of Intersection Part-III Location of Intersection Part-IV Camp street and Lamaha street Junction Camp street and Lamaha street Junction with Modification Camp street and Middle street Junction Camp street and Middle street Junction with Modification Camp street Church street and North road Junction Camp street Church street and North road Junction with Modification Camp street and Robb street Junction Camp street and Robb street Junction with Modification Camp street and Regent street Junction Camp street and Regent street Junction with Modification Camp street and Croal street Junction Page No. 2 5 6 12 13 14 19 20 21 22 23 24 26 27 29 30 31 32 34 35 37

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5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21 5.22 5.23 5.24 5.25 5.26 5.27 5.28 5.29 5.30 5.31 5.32 5.33

Camp street and Croal street Junction with Modification Camp street and Brickdam street Junction Camp street and Brickdam street Junction with Modification Camp street and Durban street Junction Camp street and Durban street Junction with Modification Vlissengen road and Lamaha street Junction Vlissengen road and Lamaha street Junction with Modification Vlissengen road and Homestretch street Junction Vlissengen road and Homestretch street Junction with Modification Vlissengen road and Durban street Junction Vlissengen road and Durban street Junction with Modification Vlissengen road and Church street Junction Vlissengen road and Church street Junction with Modification Mandella avenue and Homestretch avenue Junction Mandella avenue and Homestretch avenue Junction with Modification Mandella avenue and Aubery barker Junction Mandella avenue and Aubery barker Junction with Modification Sheriff street and Duncan street Junction Sheriff street and Duncan street Junction with Modification Main, lamaha street and Urquhqrt street Junction Main, lamaha street and Urquhqrt street Junction with Modification Middle street and Main street Junction

38 39 40 42 43 44 45 46 47 49 50 51 52 54 55 56 57 59 60 61 62 63

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5.34 5.35 5.36 5.37 5.38

Middle street and Main street Junction with Modification Church street and Main street Junction Church street and Main street Junction with Modification Avenue of the Republic and Robb street Junction Avenue of the Republic and Robb street Junction with Modification Avenue of the Republic and Regent street Junction Avenue of the Republic and Regent street Junction with Modification Croal south and Main street Junction Croal south and Main street Junction with Modification Avenue of the Repubic and Brickdam street Junction Avenue of the Repubic and Brickdam street Junction with Modification Hadfield street and Republic Avenue Junction Hadfield street and Republic Avenue Junction with Modification Cummings street and Middle street Junction Cummings street and Middle street Junction with Modification East coast highway and Courdia street Junction East coast highway and Courdia street Junction with Modification East coast highway and Ug road Junction East coast highway and Ug road Junction with Modification East coast highway and Conservation tree Junction East coast highway and Conservation tree Junction with Modification Sheriff street and East cost public Junction

64 66 67 68 69

5.39 5.40 5.41 5.42 5.43 5.44 5.45 5.46 5.47 5.48 5.49 5.50 5.51 5.52 5.53 5.54 5.55

70 71 72 73 75 76 77 78 80 81 82 83 85 86 87 88 90

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5.56 5.57 5.58 5.59 5.60 5.61 5.62 5.63 5.64 5.65 5.66 5.67 5.68 5.69 5.70 5.71 5.72 5.73 5.74 5.75 5.76

Sheriff street and East cost public Junction with Modification Carifesta avenue and Vlissengen road Junction Carifesta avenue and Vlissengen road Junction with Modification Carifesta avenue and Camp street Junction Carifesta avenue and Camp street Junction with Modification Mandela Avenue and Vlissengen St. Junction Mandela Avenue and Vlissengen St. Junction with Modification Mandella avenue and Durban street Junction Mandella avenue and Durban street Junction with Modification Mandella avenue and Nortan street Junction Mandella avenue and Nortan street Junction with Modification Mandella avenue and Ariapima street Junction Mandella avenue and Ariapima street Junction with Modification Lousia row and Durban street Junction Lousia row and Durban street Junction with Modification Ug access road and Railway embankment road Junction Ug access road and Railway embankment road Junction with Modification Lousia row and Brickdam street Junction Lousia row and Brickdam street Junction with Modification Cummings street and Regent street Junction Cummings street and Regent street Junction with Modification

91 93 94 95 96 97 98 100 101 102 103 105 106 107 108 109 110 112 113 114 115

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5.77 5.78 5.79 5.80 5.81 5.82 5.83 5.84 5.85 5.86 5.87 5.88 5.89 5.90 5.91 5.92 5.93 5.94 5.95 5.96 5.97 5.98

Cummings street and Croals street Junction Cummings street and Croals street Junction with Modification Sharief st. and Campbell Avenue Junction Sharief st. and Campbell Avenue Junction with Modification Halley street and Durban street Junction Halley street and Durban street Junction with Modification Vlissengen road and Thomas road Junction Vlissengen road and Thomas road Junction with Modification Sheriff, David street and Railway road Junction Sheriff, David street and Railway road Junction with Modification Lamaha street and Albert street Junction Lamaha street and Albert street Junction with Modification Sheriff street and Garnet street Junction Sheriff street and Garnet street Junction with Modification Vlissengen street and Regent street Junction Vlissengen street and Regent street Junction with Modification East bank highway and Agrocilla road Junction East bank highway and Agrocilla road Junction with Modification East bank highway and Eccles access road Junction East bank highway and Eccles access road Junction with Modification Mandella avenue and Hunter street Junction Mandella avenue and Hunter street Junction with Modification

116 117 118 119 121 122 123 124 126 127 128 129 131 132 134 135 136 137 138 139 141 142

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5.99 5.100 6.1 6.2 6.3 6.4 6.5 6.6

Ogle air strip and Railway embankment road Junction Ogle air strip and Railway embankment road Junction with Modification Traffic Volume Projections at various intersections V/C ratio Projections at various intersections Co-ordination Plan for Camp Street Co-ordination Plan for Mandela Avenue Co-ordination Plan for Vlissengen Road Implementation of Signal Time Plans

143 144 148 148 206 207 208 209

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List of Tables
Table No. 2.1 4.1 5.1 3.2 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16 6.17 6.18 PCU Values Warrants for Traffic Signals List of intersections for installation of Traffic Signals List of intersections with Vehicle Actuated Traffic Signals Capacity of intersections in Georgetown V/C ratio at various intersections in George town Minimum Pedestrian Clearance Intervals Optimized Signal Time Plans for Camp Street and Lamaha Street Optimized Signal Time Plans for Camp Street and Middle Street Optimized Signal Time Plans for Camp street Church street and North road Optimized Signal Time Plans for Camp street and Robb street Optimized Signal Time Plans for Camp street and Regent street Optimized Signal Time Plans for Camp street and Croral street Optimized Signal Time Plans for Camp street and Brickdam street Optimized Signal Time Plans for Camp street and Durban street Optimized Signal Time Plans for Vlissengen road and Lamaha street Optimized Signal Time Plans for Vlissengen road and Homestretch street Optimized Signal Time Plans for Vlissengen road and Durban street Optimized Signal Time Plans for Vlissengen road and Church street Optimized Signal Time Plans Mandella avenue and Homestretch avenue Optimized Signal Time Plans for Mandella avenue and Aubery barkar Optimized Signal Time Plans for Sheriff street and Duncan street Description Page No. 6 16 17 18 145 70 153 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170

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6.19 6.20 6.21 6.22 6.23 6.24 6.25 6.26 6.27 6.28 6.29 6.30 6.31 6.32 6.33 6.34 6.35 6.36 6.37 6.38 6.39 6.40 6.41 6.42 6.43 6.44

Optimized Signal Time Plans for Main,lamaha street and Urquhqrt street Optimized Signal Time Plans for Middle street and Main street Optimized Signal Time Plans for Church street and Main street Optimized Signal Time Plans for Avenue of the Republic and Robb street Optimized Signal Time Plans for Avenue of the Republic and Regent street Optimized Signal Time Plans for Croal south and Main street Optimized Signal Time Plans for Avenue of the Repubic and Brickdam street Optimized Signal Time Plans for Hadfield street and Republic Avenue Optimized Signal Time Plans for Cummings street and Middle street Stage patterns for East coast highway and Courdia street Stage patterns for for East coast highway and Ug road Stage patterns for for East coast highway and Conservation tree Stage patterns for Sheriff street and East cost public Stage patterns for Carifesta avenue and Vlissengen road Optimized Signal Time Plans for Carifesta avenue and Camp street Optimized Signal Time Plans for Mandela Avenue and Vlissengen St. Optimized Signal Time Plans for Mandella avenue and Durban street Optimized Signal Time Plans for Mandella avenue and Nortan street Optimized Signal Time Plans for Mandella avenue and Ariapima street Stage patterns for Lousia row and Durban street Optimized Signal Time Plans for Ug access road and Railway embankment road Stage patterns for Lousia row and Brickdam street Optimized Signal Time Plans for Cummings street and Regent street Optimized Signal Time Plans for Cummings street and Croals street Stage patterns for Sharief st. and Campbell Avenue Stage patterns for Halley street and Durban street

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

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6.45 6.46 6.47 6.48 6.49 6.50 6.51 6.52 6.53

Optimized Signal Time Plans for Vlissengen road and Thomas road Optimized Signal Time Plans for Sheriff, David street and Railway road Optimized Signal Time Plans for Lamaha street and Albert street Optimized Signal Time Plans for Sheriff street and Garnet street Optimized Signal Time Plans for Vlissengen street and Regent street Stage patterns for East bank highway and Agrocilla road Stage patterns for East bank highway and Eccles access road Optimized Signal Time Plans for Mandella avenue and Hunter street Optimized Signal Time Plans for Ogle air strip and Railway embankment road

197 198 199 200 201 202 203 204 205

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List of Photos
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 5.21A 5.22 5.23 5.24 5.25 5.26 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 Ug access road and Railway embankment road Sharief st. and Campbell Avenue Vlissengen road and Thomas road Sheriff, David street and Railway road Sheriff street and Garnet street Vlissengen street and Regent street Description 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

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5.27 5.28

Mandella avenue and Hunter street Ogle air strip and Railway embankment road

140 140

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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 welleducated population, Guyana is the fourth poorest country in the Western Hemisphere, ranked 169 among countries of world with a GDP of 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 US$ 3,620,000,000 (in PPP),

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 .

Figure 1.1 Location of George Town

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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. volume in vehicles was converted into equivalent All intersection inventories up to 100 m on all arms of intersections were mapped. Traffic 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.

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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.

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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. shown in Annexure 1. Number of enumerators are assigned the task of counting vehicles during peak hours. Format used for survey is

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 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.

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. No. 1 2 3 4 5 6 Motor cycle or Scooter Passenger car, pick up van or Jeeps. Agricultural tractor, Light commercial vehicle Truck or Bus Articulated vehicles Others, Comprising Cycles and other slow moving vehicles 0.50 1.00 1.50 2.5 3 0.8 Vehicle type Equivalency factor.

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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. 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. Each directional volume was added to get total junction volume. Tabulated values of classified

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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 ______________________________________________________________________ a b

c

d

e

f

g

h

Photo 3.1 Present traffic conditions in George Town

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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.

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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. v/ c ratio of various intersections are discussed in Chapter 6. It is widely accepted that if the v/c ratio is above 0.9 the junction is over saturated. More details on

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

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0.62 0.79 1.41 4.06 4.06

0.99 3.13 5.64 8.70 5.19

33.98

55.08

34.32

79.02

a. Avenue of the Republic and Regent street

a. Avenue of the Republic and Brickdam street

0.16 1.32 0.70 12.65

0.41 8.84 1.03 1.08 12.71 12.29

13.50

62.84 20.47

52.01

c. Brickdam street and Camp street
0.08 1.05 1.21 4.20 32.82 1.86

d. Camp street and Regent street
0.28 4.01 3.27 8.48 4.01

58.77

17.87

62.09

e. Camp street and Carifesta avenue

f. Church street and Main street

Figure 3.2 a Composition of traffic flow at various intersections
13

1.71
0.00 0.89 1.95 10.82

3.53
6.38

3.41 3.98

1.82

51.77 28.19

24.35 61.21

a. Cummins street and Regent street
0.59 5.17 4.11 8.58 4.29

b. East coast highway and Conservation Tree
0.88 4.68 4.01 7.81 4.72

18.57

58.70

19.50

58.40

c. Mandela avenue and Durban street
1.45 1.45 2.63 6.31 15.51 1.58 15.36

d. Mandela Avenuse and Hunter street
0.55 2.14 2.08 8.32 3.12

71.09

68.42

e. Sharief street and Railway Embankment road

f. Vlissengen road and Home stretch street

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. 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 Field visit is necessary to observe the existing

4.2 Warrants for Signals
The ITE warrants are shown in Table 4.1 The requirements of one or more of these warrants should be satisfied before a signal is installed. In addition to the warrants mentioned in Table 4.1 there are others like the following are also to be considered before reaching a final decision on the installation of road traffic signal. 1. 2. 3. 4. 5. 6. 7. 8. School crossings Progressive movement Accident experience Systems Combination of warrants Four hour volume Peak hour delay Peak hour volume

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

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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. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 Name of Junction 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 Camp street and Durban street Vlissengen road and Lamaha 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 Main,lamaha street and Urquhqrt street Midlle street and Main street Church street and Main street Avenue of the Republic and Robb street Avenue of the Republic and Regent street Croal south and Main street Avenue of the Repubic and Brickdam street Hadfield street and Republic Avenue Cummings street and Middle street East coast highway and Courdia street East coast highway and Ug road East coast highway and Conservation tree

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 1 2 3 4 5 6 7 8 9 10 11 Name of intersection 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 Lousia row and Durban street Lousia row and Brickdam street Sharief st. and Campbell Avenue Halley street and Durban street East bank highway and Agrocilla road East bank highway and Eccles access road

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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 2 18 3 19 4

24

12

Figure 5. a Location of intersections Part 1

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

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

34

31 49

14

Figure 5. b Location of intersections Part 2

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

25 26 27 28 50 36

43

40

45

15

Figure 5. c Location of intersections Part 3

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

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

Photo 5.1 Camp Street and Lamaha street

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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. the intersections are shown in Figure 5.4. Proposed geometric improvements for

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.

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

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.

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 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.

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

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

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

Photo 5.7 Camp street and Brickdam street

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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

Photo 5. 8 Vlissengen road and Home stretch street

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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

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

Photo

5.10 Vlissengen road and Church street

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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

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

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 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

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

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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.

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5.22 Avenue of the Republic and Brick dam street
This is a four arm junction in Brickdam street with high street and Avenue of the Republic. Avenue of the republic is a two way four lane road with divided carriageway. Brickdam street is a two way four lane street. This junction is normally witnessing traffic congestion during the peak hours of 07.00 hrs. 09.00 hrs., 11.00 hrs. to 14.00 hrs and 16.00 hrs. to 19.00 hrs. Junction drawing is shown in Figure 5.43. Drawing of the junction with proposed geometric improvements and location of signal poles are shown in Figure 5.44. Traffic volume at this intersection during evening peak hour is 2162 pcu/hr. There is a sizeable movement of heavy trucks and trailors in the direction of port. Traffic volume details of this intersection are shown in Annexure 2

5.23

Avenue of the Republic and Hadfield street

This is a four arm junction on Avenue of the Republic with Hadfield street(Photo 5.14) Hadfield street is a two way four lane street with un divided carriageway. Parking place used near to this intersection for mini bus terminal has to be evacuated for the smooth functioning of the junction once traffic signals are installed. Junction drawing is shown in Figure 5.45. Drawing of the junction with proposed geometric improvements are shown in Figure 5.46.

Photo 5.14Avenue of the Republic and Hadfield street

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5.24 Cummings Street and Middle Street
This is a three arm junction. Adequate geometric improvements are to be provided at this intersection before traffic signals are installed. Junction drawing is shown in Figure 5.47. Drawing of the junction with proposed geometric improvements are shown in Figure 5.48

5.25 East coast highway and Courdia Street
This is another four arm intersection falling in East coast highway(Photo 5.15) One arm of this intersection leads to Courdia Park, a residential area and other arm leads to Ogle airport, the domestic airport in George town. Junction drawing is given in Figure 5.49. Drawing of the junction with geometric improvements are shown in Figure 5.50

Photo 5.15 East coast highway and Courdia Street

5.26 East coast highway and UG road
This is a three arm intersection falling on East Coast highway(Photo 5.16). Percentage of fast moving vehicles are high on this highway. Cantilever signal poles are provided here for better visibility. Drawing of the junction is given in Figure 5.51. Proposed geometric improvements with signal pole locations are given in Figure 5.52

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

Photo 5.16 East coast highway and UG road

5.27 East coast highway and conservation tree
This is another three arm junction along east coast highway(Photo 5.17). Drawing of the junction is shown in Figure 5.53. Suggested modifications of the intersection are given in Figure 5.54. Semi vehicle actuated signal with cantilever poles are proposed for this junction.

Photo 5.17 East coast highway and conservation tree

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5.28 Sharief street and east coast public
This is a three arm junction with major traffic flow along east coast highway(Photo 5.18) Junction drawing is shown in Figure 5.55. Left turn channelisers are proposed in the Sharief street arm. Details are shown in Figure 5.56. Semi vehicle actuated signals are proposed for this junction. Cantilever signal poles are given in the highway arm. Considering the pedestrian movement in the evening towards sea shore separate pedestrian stage is also given.

Photo 5.18 Sharief street and east coast public

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Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________ 5.29. Carifesta avenue and Vlissengen road This is a three arm intersection with Carifesta avenue and Vlissengen road(Photo 5.19) Junction drawing is shown in Figure 5.57. Proposed geometric improvements are shown in Figure 5.58. Vehicle actuated signal is proposed for this intersection.

Photo 5.19 Carifesta avenue and Vlissengen road

5.30 Camp street and Carifesta avenue
This is a a four arm intersection with Camp street and Carifesta Avenue. Camp street and Carifesta avenue are two way six lane roads. Drawing of the junction is shown in Figure 5.59. Geometric improvements suggested to the intersection are shown in Figure 5.60.

5.31

Mandela Avenue and Vlissengen street

This is a four arm junction with Mandela Avenue and Vlissengen street. Vlissengen street is a two way six lane street with central divider. Drawing of the junction is given in Figure 5.61. There is a heavy traffic flow from Vlissengen street to Mandela Avenue in the evening peak hours. Central dividers on Vlissengen road at this junction along with left turn channelisers are proposed. Drawing of the junction with proposed geometric modifications are shown in Figure 5.62.

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Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________ 5. 32 Mandela Avenue and Durban street This is a four arm junction having moderate traffic flow(Photoo 5.20). Durban street is a two way four lane street and Mandela avenue has got a two way six lane traffic flow. Junction drawing is shown in Figure 5.63. Drawing of the junction with geometric improvements and location of signal poles are shown in Figure 5.64.

Photo 5.20 Mandela avenue and Durban street

5.33 Mandela Avenue and Norton street
This three arm junction is hardly 50 m away from Mandela avenue and Durban street (Photo5.21) Norton street is two way six lane street with un divided carriageway. Drawing of the junction is shown in Figure 5.65. geometric improvements are shown in Figure 5.66. Junction drawing with proposed

Photo 5.21 Mandela avenue and Norton street 99 ________________________________________________________________________ 83

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

5.34 Mandela Avenue and Ariapama street
This is four arm junction of Mandela Avenue with Ariapama street. Ariapama street has a two way four lane traffic flow in an un divided carriageway and the traffic flow is heavy in the morning. Junction drawing is shown in Figure 5.67.Drawing of the junction with proposed geometric improvements are shown in Figure 5.68.

5.35 Louis Row and Durban street
This is a four arm junction on Louis Row and Durban street. Both roads are two way two lane with un divided carriageway. Drawing of junction is shown in Figure 5.69. Drawing of the junction with proposed geometric modifications and location of signal poles are given on Figure 5.70

5.36 UG access road and Railway embankment road
This is a four arm intersection (Photo 5.21A). Drawing is shown in Figure 5.71. Drawing of the intersection with geometric improvement and signal details are shown in Figure 5.72.

Photo 5.21A UG access road and Railway embankment road

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

5.37 Louis Row and Brickdam street
This is a four arm junction on Brickdam street with Louis row. Both roads are two way two lane with un divided carriage way. Drawing of the intersection is shown in Figure 5.73. Drawing of the junction with proposed geometric improvements are shown in Figure 5.74.

5.38 Cummings street and Regent street
This is a four arm junction on Cummings street with Regent street. Regent street is a two way six lane street with un divided carriage way. Junctions drawing is shown in Figure 5.75and proposed geometric improvements are shown in Figure 5.76.

5.39 Cummings Street and Croal street
This four arm junction is on Cummings street. Cummins street is a two way two lane road and Croals street and south road are one way two lane roads. Drawing of the junction is shown in Figure 5.77. Drawing of the junction with proposed geometric improvements and position of signal poles are shown in Figure 5.78.

5.40 Sharief street and Campbell avenue
This intersection is a four arm one on Sharief street(Photo 5.22) Sharief street is a two way six lane street with un divided carriageway. Campbell avenue is a two way two lane road with minor traffic flow. Junction drawing is shown in Figure 5.79. Drawing of the junction with proposed geometric improvements are shown in Figure 5.80. Vehicle actuated signal is proposed for this intersection

Photo 5.22 Sharief street and Campbell avenue 111 ________________________________________________________________________ 105

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

5.41 Sharief street and Campbell avenue
This intersection is a four arm one on Sharief street. Sharief street is a two way six lane street with un divided carriageway. Campbell avenue is a two way two lane road with minor traffic flow. Junction drawing is shown in Figure 5.81. Drawing of the junction with proposed geometric improvements are shown in Figure 5.82.

5.42 Vlissengen road and Thomas street
This is a four arm junction with Vlissengen street and Thomas street(Photo 5.23) Main traffic flow conflict in this junction is between the flow from Thomas road to Sandy Bobb street and the traffic flow along Vlissengen street. Junction drawing is shown in Figure 5.83. Drawing of the junction along with proposed geometric improvements are shown in Figure 5.84

Photo 5.23 Vlissengen road and Thomas street

5.43 Sharief, David street and Railway road
This is a four arm intersection with one arm of the junction leading towards Guyana University(Photo 5.24). Other approaches are leading towards East coast highway and city centre. Intersection drawing is shon in Figure 5.85. Traffic volume details of this intersection are shown in Annexure 2. There is hardly any room for the geometrical improvement of the junction. However left turn channeliser as shown in figure 5.86 is proposed. 120 ________________________________________________________________________ 106

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Photo 5.24 Sharief, David street and Railway road

5.44 Lamaha street and Albert street
This is a four arm junction. Lamaha street and Albert street are having un divided carriageway with two way two lane traffic flow. Junction drawing is shown in Figure 5.87. Drawing of the junction with proposed geometric improvements is shown in Figure 5.88

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Photo 5.24 Sharief, David street and Railway road

5.44 Lamaha street and Albert street
This is a four arm junction. Lamaha street and Albert street are having un divided carriageway with two way two lane traffic flow. Junction drawing is shown in Figure 5.87. Drawing of the junction with proposed geometric improvements is shown in Figure 5.88

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5.45 Sharief street and Garnet street
Garnet street is a two way two lane street with low traffic flow. Sharief street has got four lanes in two directions. Picture of this junction is shown in Photo 5.25. Both streets are having un divided carriageway. Drawings of the junction and drawing with proposed geometric improvements are shown in Figure 5.89 and Figure 5.90 respectively

Photo 5.25 Sharief street and Garnet street

5.46 Vlissengen road and Regent street
This is a three arm intersection with Regent street as one arm(Photo5.26) Regent street is a two way two lane road. Drawing o fhe junction is shown in Figure 5.91. The right turn movements of vehicles at this intersection need to be redirected with the help of properly reshaped central island at the intersection. Street light pole need to be shifted and the channeliser at the mouth of Regent street need to be reshaped. When the signal are installed the junction geometery need to be significantly altered to have a stop and go arrangement at the intersection. The geometric alterations at the intersection are shown in Figure 5.92.

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Photo 5.26 Vlissengen road and Regent street

5.47 East Bank highway and Agrocilla road
This is a three arm junction on East Bank highway with Brutus Street. East bank highway is a two way arterial road connecting George Town to the eastern suburbs. A vehicle actuated signal system is proposed at this intersection. 5.93 and Figure 5.94 respectively. Drawing of the intersection and drawing with proposed geometric improvements are shown in Figure

5.48 East Bank highway and Eccles access road
This is a three arm junction along East Bank highway with Eccles access road. Eccles access road is a two way two lane un divided road with minor traffic flow. A vehicle actuated signal control system is installed at this junction. Junction drawing is shown in Figure 5.95. Drawing of the intersection with proposed geometric modifications are shown in Figure 5.96

5.49. Mandela Avenue and Hunter street
This four arm intersection has a heavy right turn traffic flow to East bank direction in the evening peak hours (Photo 5.27) Junction drawing is shown in Figure 5.97. A right turn lane is proposed in the Hunters street along with left turn channelisers for this ntersection. Proposed geometric improvements are shown in Figure 5.98. Cantilever poles are proposed at this intersection for better visibility.

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Photo 5.27 Mandela Avenue and Hunter street

50. Ogle airstrip and Railway embankment road
This is a four arm intersection on railway embankment road(Photo 5.28) At present traffic volume at this junction is comparatively less, however considering the proposed development of domestic airport, traffic signal is proposed at this intersection. Drawing of the junction and drawing with proposed geometric improvements are shown in Figure 5.99 and Figure 5.100.

Photo 5.28 Ogle airstrip and Railway embankment road

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CHAPTER 6 CAPACITY ANALYSIS AND OPTIMISED SIGNAL TIME PLANS
6.1 Capacity of a signalized network of roads
A critical need in traffic analysis is a clear understanding of the ability of various types of transportation systems facilities to carry traffic. This knowledge when integrated with the measurements of present traffic volume and forecasts of future traffic demand allow traffic engineer to plan and design facilities that can cater to the needs of society. Capacity of a facility is defined as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform segment of a lane or roadway during a given time period under prevailing traffic, roadway and control conditions. An analysis of volume capacity ratio gives the measure of sufficiency of capacity. A v/c ratio of more than one indicates lack of capacity and the need for improvements.

6.2 Volume Capacity ratio (v/c) analysis of intersections in George Town
Capacity analysis of fifty intersections in George Town is done. This was done after measuring the geometry of the junctions and assuming the present control plans with some approximation. suggested modifications. Table 6.1 Capacity of intersections in GeorgeTown Sl.No. Name of Junction
Present

Details are given in Table 6.1 along with capacity with the

Capacity(pcu/hr)
with suggested geometric improvements

1 2 3 4 5 6 7 8

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 Camp street and Durban street

2710 2502 5586 3833 2575 3396 2985 2208

3210 2585 5655 4958 3575 3630 3488 3340

Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46

Vlissengen road and Lamaha 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 Main,Lamaha street and Urquhqrt street Midlle street and Main street Church street and Main street Avenue of the Rrepublic and Robb street Avenue of the Republic and Regent street Croal south and main street Avenue of the Repubic and Brickdam street Hadfield street and Republic Avenue Cummings street and Middle 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 Carifesta avenue and Camp street Mandela Avenue and Vlissengen St. Mandella avenue and Durban street Mandella avenue and Nortan street Mandella avenue and Ariapima street Lousia row and Durban street Ug access road and Railway embankment road Lousia row and Brickdam street Cummings street and Regent street Cummings street and Croals street Sharief st. and Campbell Avenue Halley street and Durban street Vlissengen road and Thomas road Sheriff,david street and Railway road Lamaha street and Albert street Sheriff street and Garnet street Vlissengen street and Regent street

3210 2785 3483 4350 4950 3540 2943 3489 4623 5705 7395 5925 6210 3590 3489 3492 4158 5535 5194 4980 4440 6030 6108 4287 5550 4476 2436 2688 2208 4224 3456 2154 2154 6474 2814 2580 3429 3042

3175 3285 3603 4780 5625 3840 2953 3608 4853 5955 7770 6300 6585 4090 3408 3710 4715 5578 5305 5984 4552 6330 6708 4887 5590 5230 2485 2740 2215 4320 3880 2295 2295 6895 3470 2650 3983 3660

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47 48 49 50

East bank highway and Agrocilla road East bank highway and Eccles access road Mandella avenue and Hunter street Ogle air strip and Railway embankment road

6758 7328 5418 2610

6906 8012 6115 2675

Traffic volumes of intersections are projected for the coming five years and the v/c ratios are found out. V/c ratio should be less than 0.9 to consider for the increase in traffic volume in some times. It is found that number of intersections are nearing over saturation and if capacity augmentation by way of geometric improvements are not done, delays at intersections in GeorgeTown are going to increase in the coming years. Traffic volume projections are shown in Figure 6.1. V/C Ratio at various intersections are shown in Table 6.2 and Figure 6.2 Table 6.2 V/C Ratio at various intersections in GeorgeTown Sl.no 1 2 3 4 5 6 7 8 9 10 11 12 Name of Junction Camp street and regent street Camp street and brickdam street Vlissengen road and Home stretch street Church street and Main street Avenue of the Republic and Regent street Avenue of the Repubic and Brickdam street East Coast highway and Conservation tree Carifesta avenue and Camp street Cummins street and Regent street Sharief street, David street and Railway road Mandella avenue and Durban street Mandella avenue and Hunter street 2007 0.89 0.63 0.66 0.48 0.49 0.64 0.38 0.33 0.43 0.81 0.67 0.65 V/C Ratio 2008 2009 2010 2011 0.92 0.95 0.98 1.01 0.65 0.67 0.69 0.71 0.68 0.70 0.72 0.74 0.49 0.51 0.52 0.54 0.51 0.52 0.54 0.55 0.66 0.68 0.70 0.72 0.39 0.40 0.41 0.43 0.34 0.35 0.36 0.37 0.45 0.46 0.47 0.49 0.83 0.86 0.88 0.91 0.69 0.71 0.74 0.76 0.66 0.68 0.71 0.73

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3000 Traffic Volume in pcu/hr 2500 3000 2500 2000 1500 1000 2007 Year 2009 2011 500 0 Traffic Volume in pcu/hr 2000 1500 1000 500 0 2009 Year 2007 2008

2010

Camp street and regent street Vlissengen road and Home stretch street Avenue of the republic and regent street

Camp street and brickdam street Church street and main street Avenue of the repubic and brickdam street

East Coast highway and Conservation tree Cummins street and Regent street Mandella avenue and durban street

2011

Carifesta avenue and camp street Sharief street, David street and Railway road Mandella avenue and hunter street

Figure 6.1 Traffic volume projections on various intersections

1.2 1 0.8 V/C Ratio 0.6 0.4 0.2 0 2007 2009 2010 Year 2008 Year20072008 2009

1.2 1 0.8 0.6 0.4 0.2 0 2010 V/C Ratio

2011

2011

Camp street and regent street Vlissengen road and Home stretch street Avenue of the republic and regent street

Camp street and brickdam street Church street and main street Avenue of the repubic and brickdam street

East Coast highway and Conservation tree Cummins street and Regent street Mandella avenue and durban street

Carifesta avenue and camp street Sharief street, David street and Railway road Mandella avenue and hunter street

Figure 6.2 V/C ratio projections at various intersections

6.3 Signal time plans
Performance of fixed time plans depends to a great extent on up to date signal plans developed based on the traffic volume details Timing Parameters Any discussion of signal timing usually provides the basic definitions of the common terms used to depict the various aspects of timing parameters.

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Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________ Cycle: The time required for one complete sequence of signal indications Stage/Phase: That part of a signal cycle allocated to any combination of one or more traffic intervals. Interval: A discrete portion of the signal cycle during which the signal indications remain unchanged. Offset: The time difference between the start of the green indication at one intersection as related to the start of the green indication at another intersection or from the system base. Split: The percentage of a cycle length allocated to each of the various phases in a signal sequence. General Considerations The functional objective of signal timing is to alternate the right of way among the various phases in such a way as to: Provide for the orderly movement of traffic Minimize average delay to vehicles and pedestrians Reduce the potential for accident-producing conflicts Maximize the capacity of each intersection approach movements simultaneously receiving the right of way during one or more

Timing for Pretimed Control There are several fundamental aspects of developing timing settings for pretimed signal control. The essential elements include: Number of timing plans Phase change intervals (yellow change plus all-red clearance) Pedestrians timing requirements (including decision whether or not to use pedestrian indications) Cycle length calculations

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Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________ Split calculations Flashing operation Timing Plans A timing plan may be defined as a unique combination of cycle length (commonly ranging from 40 to 120 seconds), split, and, in system operations, offset. Microprocessorbased controller hardware is generally capable of a total of 12 plans (a combination of at least four cycles and three splits)-one per dial. Traffic demand at the intersection is the critical determinants of the number of timing plans required. Traffic demand patterns typical of a majority of locations may be categorized as: A.M. peak period Average day (midday) period P.M. peak period Night (low-flow) period Weekend or special function periods The directional lane demand is the number of vehicles in the heaviest used lane or, as a simple estimate, the approach count divided by the number of lanes in that approach. After the directional demand (normalized to land demand) is established, the following computation can be made for total intersection demand: TD = ( N , S ) max + ( E , W ) max where TD = total intersection demand ( N , S ) max = maximum demand, either northbound or southbound ( E , W ) max = maximum demand, either eastbound or west bound for cross-directional demand, the computation is as follows: CD = ( N , S ) max / TD or CD = ( E , W ) max / TD where CD = cross-directional demand. Phase-Change Interval

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Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________ The phase-interval may consist of only a yellow change interval or may include an additional all-red clearance interval. The critical function of the phase-change interval is to warn traffic of an impending change in the right of way assignment. The Uniform Vehicle Code defines the yellow change indication as follows: Vehicle traffic facing a steady yellow signal is thereby warned that the related green movement is being terminated or that a red indication will be exhibited immediately thereafter when vehicular traffic shall not enter the intersection. In those states that follow the Uniform Vehicle Code, the yellow change interval is computed to provide adequate time to alert drivers of the need to stop for the forthcoming red light. In some states, vehicles are not permitted in the intersection when the light turns red and may be cited for a traffic violation. In this case, a “dilemma zone” can be physically stop not legally proceed. Timing the phasechange period, therefore, should take into account the legal definition as well as the local traffic conditions. The following equation may be used to calculate the phase-change interval, considering driver reaction time, acceleration requirements, and intersection clearing time.

CP = t +

V W +L + V 2a

where Cp = non dilemma change period ( yellow plus all red), s t = perception-reaction time (usually 1s) V = approach speed, m/s
a = deceleration rate, m/s2

W = width of intersection, m L = length of vehicle, m Adding the effects of grade in above equations yield following CP = t + V W +L + 2a + 64.4 g V

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where g = percent of grade divided by 100 (plus for upgrade, minus for downgrade).
Pedestrian Timing Requirements

Pedestrian movements across signalised intersections are typically accommodated by one of the following operational options: Pedestrian cross the street with the parallel vehicular green indication (no pedestrian signal display). Pedestrian movements are controlled by a concurrent separate pedestrian signal display. Pedestrian move on an exclusive phase while all vehicular traffic is stopped. The essential factor in any of these options is to provide adequate time for the pedestrian to enter the intersections (walk interval) and to safety cross the street (pedestrian clearance interval). In case where there are no separate pedestrian displays and the pedestrian moves concurrently with vehicular traffic on the parallel street, the time allocated to vehicular traffic must consider the time required for pedestrians to react to the vehicular green indication and move across the street. When separate pedestrian displays (WALK, DON’T WALK) are used, the minimum WALK interval generally ranges from 4 to 7 seconds (as recommended by the MUTCD, Section 4D-7). This allows the pedestrian ample opportunity to leave the curb before the pedestrian per cycle, the lower 4 second WALK interval is usually adequate.
Cycle-Length Calculations

The time required to complete a prescribed sequence of phases is known as the cycle length. There are various techniques that may be applied to establishing cycle length. One procedure was developed by Webster based upon computer simulation and field observation. His equation for optimum cycle length that minimizes delay is as follows:
C= where, C = optimum cycle length, s 1.5L + 5 1.0 − Yi

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Yi =

critical lane volume (ith phase, vph) saturation flow, vph

L= unused time per cycle, s = nl + R
n = number of phases

l = average lost time per phase, s

R = total all-red time per cycle, s
The value of L is often the sum of the yellow and all-red intervals for all phases, particularly in states where the yellow is legal “go” time. In other states, an extra 1 or 2 seconds per phase may be added. Saturation flow (the denominator of Y) may be measured in the field, but is frequently set to 1800 vehicles per hour. Some jurisdictions use lower values (e.g., 1500 vph).
Table 6. 3 Minimum Pedestrian Clearance intervals

Street Width metre 12.19 15.24 18.29 21.33 24.38 parking). @ 3.5 m/s 3.05 3.93 4.79 5.67 6.52

Minimum Clearance Intervals @4.0 2.68 3.44 4.21 4.97 5.73 Difference Seconds 0.37 0.49 0.58 0.70 0.79

Based on street width minus 1.52 m for distance to center of furthest lane (assuming no

6.4. Traffic Network Study Tool (TRANSYT)
Number of softwares is available for the development of optimized signal time plans. Traffic Network Study Tool (TRANSYT) is software developed by Transport and Road Research Laboratory (TRL) U.K. to find optimized signal time plans in a signalized

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road network. The TRANSYT simulation/optimization model serves as an unofficial international standard against which many measure the efficiency of other methods of coordinating networks of traffic signals that operate at a constant and common cycle length. TRANSYT has an off-line macroscopic, deterministic, simulation and optimization model that simulates traffic as Cyclic Flow Profiles (CFP) and traces the flow of the CFP from link to link throughout the network. The model makes systematic changes to the offset, phase split and cycle length of the traffic signals, and also simulates the associated traffic conditions to estimate a corresponding Performance Index (PI). PI is a linear combination of vehicle delay and number of vehicle stops. For each candidate signal timing parameter the model then uses a hill climbing technique to systematically search for the settings that minimize the PI. The simulation module within the TRANSYT model is a critical component of the model as it evaluates the objective function that is to be minimized. Inputs needed for TRANSYT are 1. Traffic flow in links In TRANSYT, one link represent a distinct a queuing situation that occurs. One link may represent two or more lanes, provided that traffic is equally likely to join the queue in any of the lanes and that identical signal indications are shown to these lanes. 2. Cruise times and cruise speeds Cruise times and cruise speeds are the un delayed times (or speeds) for traffic traveling from each upstream stop line to the stop line on the link defined. 3. Saturation flow Saturation flow at a stop line is the maximum rate of discharge from a queue. It can be obtained by the measurement or calculation based on stop line width and other factors. 4. Stage change time

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TRANSYT models the operation of signal control at each node by reference to stage change times. A stage change time is the time at which the green signal on one stage is terminated and the change to the next stage green period is initiated. Saturation flow has been assumed as 1800 pcu/hour/lane. Traffic flow during peak hours at critical intersections has been found out from traffic volume survey. 5. Signal values for whole network The cycle time for the whole network is specified in seconds. The effective start green displacements and end green displacements are specified as per the field conditions. 5. Signal values for each stage Stage change times are given in seconds, up to seven stages can be specified. Minimum green time for the stage can be given as a constraint. Pedstrian stage length used by TRANSYT is the minimum time 6. Signal values for link During one cycle a link may have one or , optionally, two green periods during which outflow occurs. These green periods need not be the same length, but will have the same value of saturation flow. The time at which the green begins is specified by a start stage number and a start lag of a fixed number of seconds. Similarly, the time at which green ends is specified by an end stage number and the effective green can be extended by use of an end lag.

6.5 Optimised signal time plans
Optimised signal time plans for various intersections, generated by using TRANSYT runs and stage patterns for vehicle actuated signals are shown in Table 6.4 to Table 6.53 . Co-ordination plans for Camp Street, Mandela Avenue and Vlissengen road are shown in Figure 6.3, 6.4 and 6.5 respectively. All signal plans provided here should be fine tuned to field conditions at the time of implementation.

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Table 6.4 Optimized Signal Time Plans for Camp street and Lamaha street

3
Funeral Parlour

Camp Street

2

4

1
Lamaha Street

1-3 1-4 1-2 4-1 Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

2-4 2-1 2-3 1-2 Stage-2 Cycle Time (Sec) 120 126 126 115 100 100

3-2 3-1 3-4 2-3 Stage-3 Stage 1 (Sec) 17 17 17 17 15 15

4-2 4-3 4-1 3-4 Stage-4 Stage 2 (Sec) 28 30 30 26 22 22 Flash mode Stage-5 Pedestrian Stage 3 Stage 4 (Sec) (Sec) 32 34 34 30 26 26 28 30 30 27 22 22

Stage 5 (Sec) 15 15 15 15 15 15

156

Table 6.5 Optimized Signal Time Plans for Camp street and Middle street

3
Church's Chicken

Camp Street

2

4

1
Middle Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 16 16

Stage 2 (Sec) 28 30 30 26 21 21

Flash mode 157

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

3

Church Street Camp Street

2

4

1
Durban Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 28 30 30 26 22 22

Flash mode 158

Table 6.7 Optimized Signal Time Plans for Camp street and Robb street

3
K Furniture

Camp Street

2

4

1
Robb Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 28 30 30 26 22 22

Flash mode 159

Table 6.8 Optimized Signal Time Plans for Camp street and Regent street

3
Republic Bank Camp Street

2

4

1
Regent Street

1-3 1-4 1-2 4-1 Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

2-4 2-1 2-3 1-2 Stage-2 Cycle Time (Sec) 120 126 126 115 100 100

3-2 3-1 3-4 2-3 Stage-3 Stage 1 (Sec) 17 17 17 17 15 15

4-2 4-3 4-1 3-4 Stage-4 Stage 2 (Sec) 28 30 30 26 22 22

Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Flash mode

160

Table 6.9 Optimized Signal Time Plans for Camp street and Croal street
Croal Street

3

Camp Street

2
Demerara Bank

4

1
SouthStreet

1-3 1-4 1-2 4-1 Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

2-4 2-1 2-3 1-2 Stage-2 Cycle Time (Sec) 120 126 126 115 100 100

3-2 3-1 3-4 2-3 Stage-3 Stage 1 (Sec) 20 20 20 18 15 15

4-2 4-3 4-1 3-4 Stage-4 Stage 2 (Sec) 25 27 27 25 22 22 Flash mode

Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

161

Table 6.10 Optimized Signal Time Plans for Camp street and Brickdam street

3
Church

Camp Street

2

4

1
Brickdam Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 28 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 32 30 30 26 22 22

Flash mode 162

Table 6.11 Optimized Signal Time Plans for Camp street and Durban street

3

Camp Street

2
Bar

4

1
Durban Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 28 30 30 26 22 22

Flash mode 163

Table 6.12 Optimized Signal Time Plans for Vlissengen road and Lamaha street

3

Lamaha Street

2

4

Cirkel Distributors

1
Vlissengen Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 20 19 19 19 17 17 Stage 4 (Sec) 17 17 17 17 16 16 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 90 85 85 85 80 80

Stage 1 (Sec) 20 18 18 18 16 16

Stage 2 (Sec) 18 16 16 16 16 16

Flash mode 164

Table 6.13 Optimized Signal Time Plans Vlissengen road and Homestretch street

3
Castellani House Vlissengen Street

2

4

1
Homestrech Avenue

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4

Stage-5 Pedestrian Stage 3 (Sec) 20 19 19 19 17 17 Stage 4 (Sec) 17 17 17 17 16 16 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 90 85 85 85 80 80

Stage 1 (Sec) 20 18 18 18 16 16

Stage 2 (Sec) 18 16 16 16 16 16

Flash mode

165

Table 6.14 Optimized Signal Time Plans for Vlissengen road and Durban street

3
Public Services Ministry Compund

Vlissengen Street

2

4

1
Durban Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 20 19 19 19 17 17 Stage 4 (Sec) 17 17 17 17 16 16 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 90 85 85 85 80 80

Stage 1 (Sec) 20 18 18 18 16 16

Stage 2 (Sec) 18 16 16 16 16 16

Flash mode 166

Table 6.15 Optimized Signal Time Plans for Vlissengen road and Church street

Vlissengen Road

2
Church Street

3

Indian High Comission

1

Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs Cycle Time (Sec) 90 85 85 85 80 80

Stage-2 Stage 1 (Sec) 15 15 15 15 15 15

Stage-3 Stage 2 (Sec) 30 30 25 30 25 25 Flash mode

Stage-4 Pedestrian Stage 3 (Sec) 30 25 30 25 25 15 Stage 4 (Sec) 15 15 15 15 15 15

167

Table 6.16 Optimized Signal Time Plans for Mandella avenue and Homestretch avenue

3

Mandella Avenue

2

4

Cultural Centre

1
Homestretch Avenue

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 30 25 20 20 17 17 Stage 4 (Sec) 20 15 30 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 15 15 15 15 15 15

Stage 2 (Sec) 20 20 20 20 18 18

Flash mode 168

Table 6.17 Optimized Signal Time Plans for Mandela Avenue and Aubery barka

Mandella Avenue

2

3

1
Aubery Barker

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian Stage 3 (Sec) 30 35 25 25 25 15 Stage 4 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 90 85 85 85 80 80

Stage 1 (Sec) 15 15 15 15 15 15

Stage 2 (Sec) 30 20 30 30 25 25 Flash mode

169

Table 6.18 Optimized Signal Time Plans for Sheriff street and Duncan street

3

Ducan street

2

4

Power Master

1
Sheriff street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 20 17 20 18 18 15 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 85 83 85 80 80 75

Stage 1 (Sec) 20 16 20 17 17 15

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 170

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

3

High street

Main street

2

4

1
Urqhhart street

Ministry of Finance Compound

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 27 23 18 20 20 20

Stage 3 (Sec) 17 15 16 15 15 15

Stage 4 (Sec) 24 20 30 18 15 15

Stage 5 (Sec) 15 15 15 15 15 15

Flash mode 171

Table 6.20 Optimized Signal Time Plans for Midlle street and Main street

3
Golden Coast Restaurant

Bentick street

Middle street

2

4

1
Main street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 27 23 25 20 20 20

Stage 2 (Sec) 17 17 18 17 15 15

Stage 3 (Sec) 24 15 27 15 15 15

Stage 4 (Sec) 17 20 15 18 15 15

Stage 5 (Sec) 15 15 15 15 15 15

Flash mode 172

Table 6.21 Optimized Signal Time Plans for Church street and Main street
Main street

3
National Library

Church street

2

4

1
Avenue of the Republic

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 26 15 27 15 15 15 Stage 4 (Sec) 17 20 15 18 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 25 23 25 20 20 20

Stage 2 (Sec) 17 17 18 17 15 15

Flash mode 173

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

3
Guyana Stock Exchange

Robb street

2

4

1
Avenue of the Republic

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 27 25 28 23 23 18 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 95 100 90 90 80

Stage 1 (Sec) 28 25 27 22 22 17

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 174

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

3

Regent street

2

4

Bank of Baroda

1
Avenue of the Republic

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 95 100 90 90 80

Stage 1 (Sec) 20 25 25 20 22 35

Stage 2 (Sec) 15 15 15 15 15 15

Stage 3 (Sec) 35 25 30 25 23 20

Stage 4 (Sec) 15 15 15 15 15 15

Stage 5 (Sec) 15 15 15 15 15 15

Flash mode 175

Table 6.24 Optimized Signal Time Plans for Croal south and Main street

3

South Road

2
Croal street High Court

4
Croal street

1
Avenue of the Republic

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 17 15 16 15 15 15 Stage 4 (Sec) 26 20 30 18 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 25 23 18 20 20 20

Flash mode 176

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

3
Magistrate Court

Brickdam street

2

4

1
High Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 36 26 32 25 21 19 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 95 100 90 90 80

Stage 1 (Sec) 19 24 23 20 24 36

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 177

Table 6.26 Optimized Signal Time Plans for Hadfield street and Republic Avenue

3

Avenue of the Republic

2

4

Silvie"'s

1
Hadfield Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 34 26 31 25 23 22 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 95 100 90 90 80

Stage 1 (Sec) 21 24 24 20 22 33

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 178

Table 6.27 Optimized Signal Time Plans for Cummings street and Middle street

Cumming Street

2

3

Twins Drug Store

1
Middle Street

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian Stage 3 (Sec) 20 15 20 15 20 15 Stage 4 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 85 100 90 80 80

Stage 1 (Sec) 30 25 35 25 25 15

Stage 2 (Sec) 35 20 30 35 20 25 Flash mode

179

Table 6.28 Stage patterns for East coast highway and Courdia street
Ogle Airport

3

East Coast Highway

2

4

1
Courida Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-1 3-4 2-3 Stage-3

4-2 4-3 4-1 3-4 Stage-4 Stage-5 Pedestrian

180

Table 6.29 Stage patterns for East Coat highway and ug road

East Coast Highway

2

3

1
U G Access Road

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

181

Table 6.30 Stage patterns for East Coast highway and Conservation Tree

East Coast Highway

2

3

1
Conversation Tree Road

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

182

Table 6.31 Stage patterns for Sharief street and East Coast Public

East Coast Highway

2

3

Bel Air Gardens

1
Sheriff Street

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

183

Table 6.32 Stage patterns for Carifesta Avenue and Vlissengen road

Carifesta avenue

2

3

1
Vlissengen road

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

184

Table 6.33 Optimized Signal Time Plans for Carifesta avenue and Camp street
Camp Street

3
Police Compond Young Street Carifiesta Avenue

2

4

1
Camp Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 32 34 34 30 26 26 Stage 4 (Sec) 28 30 30 27 22 22 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 120 126 126 115 100 100

Stage 1 (Sec) 17 17 17 17 15 15

Stage 2 (Sec) 28 30 30 26 22 22

Flash mode 185

Table 6.34 Optimized Signal Time Plans for Mandela Avenue and Vlissengen Street
Vlissengen Street

3

Mandela Avenue

Carifiesta Avenue

2

4

GS & SC Pump S i

1
Camp Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 20 18 20 18 15 15 Stage 4 (Sec) 20 17 20 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 25 23 25 20 20 20

Stage 2 (Sec) 20 17 20 17 15 15

Flash mode 186

Table 6.35 Optimized Signal Time Plans for Mandella avenue and Durban street

3

Durban Street

2

4

1
Mandela Avenue

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 30 25 25 20 18 18

Stage 2 (Sec) 15 15 15 15 15 15

Stage 3 (Sec) 25 20 30 20 17 17

Stage 4 (Sec) 15 15 15 15 15 15

Stage 5 (Sec) 15 15 15 15 15 15

Flash mode 187

Table 6.36 Optimized Signal Time Plans for Mandela Avenue and Norton street

Mandela avenue

2

3

1
Norton Street

Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs Cycle Time (Sec) 100 90 100 85 80 80

Stage-2 Stage 1 (Sec) 30 25 40 25 25 15

Stage-3 Stage 2 (Sec) 40 35 30 30 25 25 Flash mode

Stage-4 Pedestrian Stage 3 (Sec) 15 15 15 15 15 15 Stage 4 (Sec) 15 15 15 15 15 15

188

Table 6.37 Optimized Signal Time Plans for Mandella avenue and Ariapima street

3
East La Penitence

Ariapama Street

2

4

1
Mandela Avenue

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 20 20 20 20 17 18

Stage 2 (Sec) 20 15 20 15 15 15

Stage 3 (Sec) 30 25 25 20 15 15

Stage 4 (Sec) 15 15 20 15 18 17

Stage 5 (Sec) 15 15 15 15 15 15

Flash mode 189

Table 6.38 Stage patterns for Lousia row and Durban street

3

Durban Street

2

4

Building

1
Lousia Row

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

190

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

3

Railway Embankment Road

2

4

Building

1
U G Access Road

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 20 17 20 18 18 15 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 85 83 85 80 80 75

Stage 1 (Sec) 20 16 20 17 17 15

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 191

Table 6.40 Stage patterns for Lousia row and Brickdam street

3

Brickdam

2

4

Church

1
Lousia Row

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

192

Table 6.41 Optimized Signal Time Plans for Cummings street and Regent street

3

Regent Street

2

4

Harvey's

1
Cumming Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 15 15 15 15 15 15 Stage 4 (Sec) 28 20 27 22 17 17 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 85 100 90 80 80

Stage 1 (Sec) 15 15 15 15 15 15

Stage 2 (Sec) 27 20 28 23 18 18

Flash mode 193

Table 6.42 Optimized Signal Time Plans for Cummings street and Croals street

3
Sunflower Hotel & Bar South Road

2

Croal Street

4

1
Cumming Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 15 15 15 15 15 15 Stage 4 (Sec) 28 20 27 22 17 17 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 85 100 90 80 80

Stage 1 (Sec) 15 15 15 15 15 15

Stage 2 (Sec) 27 20 28 23 18 18

Flash mode 194

Table 6.43 Stage pattern for Sharief street and Campbell avenue

3
Kambont Mini Hall

Campbell Avenue

2

4

1
Sheriff Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

195

Table 6.44 Stage pattern for Halley street and Durban street

3
Becks Motor World

Duban Street

2

4

1
Halley Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian

196

Table 6.45 Optimized Signal Time Plans for Vlissengen road and Thomas road

3

Thomas Road

2

4

1
Vlissengen Road

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 30 25 25 20 17 17 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 25 20 30 20 18 18

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 197

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

3

David Street

Railway Embankment Road

2

4

Guyoil Gas St.

1
Sheriff Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 22 17 18 18 18 15 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 85 83 85 80 80 75

Stage 1 (Sec) 18 16 22 17 17 15

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 198

Table 6.47 Optimized Signal Time Plans for Lamaha street and Albert street

3

Lamaha Street

2

4

Liquar Store

1
Albert Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 15 15 15 15 15 15 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 85 83 85 80 80 75

Stage 1 (Sec) 18 16 22 17 17 15

Stage 2 (Sec) 22 17 18 18 18 15

Flash mode 199

Table 6.48 Optimized Signal Time Plans for Sheriff street and Garnet street

3

Garnet Street

2

4

Royal Castle

1
Sheriff Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 15 17 25 18 18 15 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 85 83 85 80 80 75

Stage 1 (Sec) 25 16 15 17 17 15

Stage 2 (Sec) 15 15 15 15 15 15

Flash mode 200

Table 6.49 Optimized Signal Time Plans for Vlissengen street and Regent street

3

Regent Street

2
Botanical Garden

4

1
Vlissengen Street

1-3 1-4 1-2 4-1 Stage-1 Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

2-4 2-1 2-3 1-2 Stage-2 Cycle Time (Sec) 100 90 100 85 80 80

3-2 3-1 3-4 2-3 Stage-3 Stage 1 (Sec) 25 20 30 20 18 18

4-2 4-3 4-1 3-4 Stage-4 Stage 2 (Sec) 15 15 15 15 15 15 Flash mode

Stage-5 Pedestrian Stage 3 (Sec) 30 25 25 20 17 17 Stage 4 (Sec) 15 15 15 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

201

Table 6.50 Stage patterns for East Bank highway and Agrocilla road

East Bank Highway

2

3

1
Agrocilla Road

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

202

Table 6.51 Stage patterns for East Bank highway and Eccles Access road

East Bank Highway

2

3

1
Eccles Access Road

Stage-1

Stage-2

Stage-3

Stage-4 Pedestrian

203

Table 6.52 Optimized Signal Time Plans for Mandella avenue and Hunter street

3

Mandela Avenue

2

4

1
Hunter Street

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 30 25 20 20 17 17 Stage 4 (Sec) 20 15 30 15 15 15 Stage 5 (Sec) 15 15 15 15 15 15

Time 07:00hrs to 09:00hrs 11:30hrs to 13:30hrs 15:30hrs to 19:00hrs 09:00hrs to 11:30hrs 13:30hrs to 15:30hrs 19:00hrs to 21:00hrs 21:00hrs to 07:00hrs

Cycle Time (Sec) 100 90 100 85 80 80

Stage 1 (Sec) 15 15 15 15 15 15

Stage 2 (Sec) 20 20 20 20 18 18

Flash mode 204

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

3

Railway Embankment Road

2

4

1
Ogle Air Strip Road

1-3 1-4 1-2 4-1 Stage-1

2-4 2-1 2-3 1-2 Stage-2

3-2 3-2 3-1 3-1 3-4 3-4 2-3 Stage-3

4-2 4-2 4-3 4-3 4-1 4-1 3-4 Stage-4 Stage-5 Pedestrian Stage 3 (Sec) 15 Stage 4 (Sec) 15 Stage 5 (Sec) 15

Time

Cycle Time (Sec)

Stage 1 (Sec) 15

Stage 2 (Sec) 15

07:00hrs to 75 09:00hrs 11:30hrs to Flash mode 13:30hrs 15:30hrs to 75 19:00hrs 09:00hrs to 75 11:30hrs 13:30hrs to Flash mode 15:30hrs 19:00hrs to 75 21:00hrs 21:00hrs to 07:00hrs

15 15

15 15

15 15

15 15

15 15

15

15 Flash mode 205

15

15

15

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

6.6 Operation of Signal time plans
The successful operation of a fixed time signal system depends greatly to the allotment of time to various streams of traffic at the intersections. The timing plans generated need to be fine tuned to suit the field conditions. Variations in a week and other seasonal variations can be incorporated in the signal time plans to increase its efficiency. A flow chart for the implementation of the signal timing plans are shown in Figure 6.6.
Trigger Event

Determine Type of Timing Problem

Field Adjustment ?

No

Current Count Data ?

Yes

Current Descriptive Data ?

Yes

No

No

Adjust and observe

Turning Movement Counts

Field Inventroy

Yes

No Prepare Optimization Program Input Enter Data Into Controller

Looks OK ?

Yes

Parameter Changes Time and Date Manually Recorded Convert Output to Controller Format

Run Optimization Program

Identify Problem

Results Look OK ? Yes

No

Timing Process Complete

Figure 6.6 Implementation of Signal time plans

209 ________________________________________________________________________ 156

CHAPTER 7 CONCLUSION
A traffic engineering study at fifty intersections in George Town covering studies on

junction inventories, traffic volume, parking , public transport etc. was undertaken as part of the advanced traffic control systems installation project. A total station survey was conducted to prepare layout of intersections. It is estimated that approximately 62 % of traffic volume comprises cars and to 09.00 hrs . Footpaths at many stretches of the road are not continuous, forcing pedestrians to move through roads increasing the conflict with motor vehicles. Terminal facilities of mini buses are not available resulting in the parking of these vehicles near to intersections causing delay to moving traffic . Proper terminal facilities for the mini buses are to be provided after acquiring vacant land like the one near Guyana Power office building on Avenue of the Republic Capacity analysis of fifty intersections selected for signalization was done. Optimised signal time plans are generated for various junctions by using TRANSYT software. Coordinated signal time plans are also generated using TRANSYT for selected signalized corridors. Volume capacity analysis of the fifty intersections was done and it was found that number of intersections are reaching saturation level. Volume capacity analysis with the proposed signal installation and geometric improvements has resulted in lesser values indicating improvement in the situation. With an estimated traffic growth of 3 % per annum, most of these junctions have to undergo geometric improvements in the immediate future to avoid traffic congestion. 23% are mini buses. Motorised two wheelers constitute 8% of traffic volume. Peak hour traffic flow in morning are between 07.00 hrs.

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

References
U.S.Federal Highway Administration. Manual of Uniform Traffic Control Devices for Streets and Highways. Washington. D.C. U.S.Government Printing Office. 1988 Institute of Transportation Engineers. Manual of Traffic Signal Design Prentice Hall, New Jersy 1991 Crabtree M R,Vincent R A and Harrison S “TRANSYT 10 User guide” TRL Ltd., Crow Thorne, Berkshire, RG11 6AU 1996 McShane .W.R., Roess.R.P. Traffic Engineering. Prentice hall New Jersey 1990 Webster, F.W., “Traffic signal settings”, Department of scientific and industrial research, Road research laboratory, Road research technical paper no. 39. H.M.S.O. London 1961.

________________________________________________________________________ 211

Annexure 1
TRAFFIC VOLUME SURVEY
Traffic Engineering study for fifty intersections in George Town,Guyana

Ministry of Public Works and Communications, Govt. of Guyana
Name of intersection Direction Weather Clear/Rainy Time Car Name of Enumerator Date Day Type of vehicles Mini Bus Mot.T.Wh LCV

Trucks

Articl.veh

Others

Study conducted by CMS Traffic Systems Limited,India

212

Checked by

Annexure 2
Traffic volume details Camp Street and Regent Street
Date of survey 06.12.06 Wednesday Time. 12:30hrs.To 12:45hrs.
Direction Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 2 to 1 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 Total Time.
Direction

52 12 40 55 30 10 23 32 254

2 0 50 9 6 1 4 38 110

18 3 24 3 10 3 4 13 78

3 0 1 0 1 0 0 0 5

1 0 0 1 1 0 0 1 4

0 0 0 0 2 0 0 0 2

6 1 15 16 1 0 5 18 62

82 16 130 84 51 14 36 102 515

76 14 141 85 55 13 35 112 531

12.45hrs. To 13.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 2 to 1 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 Total Time.
Direction

52 15 46 58 52 5 25 48 301

5 1 55 3 14 0 5 46 129

17 0 16 8 4 2 6 13 66

0 0 3 0 3 0 0 0 6

1 0 3 1 0 0 0 3 8

1 0 0 1 2 0 0 0 4

8 2 19 21 2 2 0 21 75

84 18 142 92 77 9 36 131 589

80 18 164 89 87 8 36 148 629

13.00hrs. To 13.15hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 2 to 1 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 Total Time.
Direction

58 6 10 0 33 25 44 6 5 3 5 1 8 1 29 22 192 64 13.15hrs. To 13.30hrs.
Car Mini Bus

19 2 8 2 0 5 3 6 45
Motorised Two Wheeler

0 0 0 0 1 0 1 0 2
Light Commercial Vehicle

2 0 1 0 0 0 0 1 4
Truck

0 0 0 0 0 0 0 0 0
Articulated Vehicle

7 2 3 20 0 0 2 6 40
Others

92 14 70 72 9 11 15 64 347
Total Vehicles

87 13 79 70 11 9 14 72 356
Total PCU.

1 to 3 2 to 1 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 Total

60 9 40 73 33 3 20 26 264

2 0 46 2 5 0 5 35 95

12 1 20 7 8 2 3 5 58

4 0 0 0 2 0 2 0 8
RegentStreet 2

1 0 0 0 1 1 0 1 4

0 0 0 1 1 0 0 0 2

7 1 10 26 1 1 3 13 62

86 11 116 109 51 7 33 80 493

83 10 127 103 54 7 34 94 513

Camp Street Republic Bank

1

3

4

213

Brick Dam Street and Camp Street
Date of survey 07.12.06 Time. 7:00hrs.To 7:15hrs.
Direction Car Mini Bus

Thursday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

22 2 5 35 12 7 51 0 134

18 0 2 7 4 0 7 0 38

2 0 1 12 0 0 13 1 29

0 0 0 0 1 0 0 0 1

1 0 0 0 0 0 0 0 1

0 0 0 0 0 0 0 0 0

0 0 0 0 1 0 13 1 15

43 2 8 54 18 7 84 2 218

53 2 9 52 20 7 78 1 222

7.15hrs. To 7.30hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

21 1 6 38 10 6 49 0 131

17 0 1 6 3 0 5 0 32

2 0 1 13 0 0 14 1 31

0 0 0 0 0 0 1 0 1

1 0 0 1 0 0 2 0 4

0 0 0 0 0 0 0 0 0

0 4 0 6 2 0 13 0 25

41 5 8 64 15 6 84 1 224

50 4 8 61 16 6 80 1 226

7.30hrs. To 7.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

20 3 15 47 46 11 104 5 251

16 0 3 4 2 2 25 1 53

5 0 0 9 7 1 26 0 48

0 0 0 1 2 0 0 1 4

1 0 0 0 0 0 4 0 5

0 0 0 0 0 0 1 0 1

2 0 0 15 4 1 15 0 37

44 3 18 76 61 15 175 7 399

51 3 20 71 59 15 180 8 406

7.45hrs. To 8.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total

37 6 12 51 33 16 131 8 294

25 0 1 4 5 0 13 3 51

0 1 0 15 6 2 30 1 55
Thieving Restaurant Camp Street

0 0 1 1 0 0 0 1 3
Brickdam Street 3

1 1 0 0 1 0 4 0 7

1 0 0 0 0 0 0 0 1

0 0 0 6 1 0 30 0 37

64 8 14 77 46 18 208 13 448

80 9 15 71 47 17 200 15 453

2

4

1

214

Vlissengen street and Home Stretch street
Date of survey 07.12.06 Time. 12:15hrs.To 12:30hrs.
Direction Car Mini Bus

Thursday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 4 3 to 1 4 to 2 Total Time.
Direction

10 32 74 20 65 201

3 17 13 16 6 55

0 6 10 2 5 23

0 2 4 0 1 7

1 1 1 0 3 6

0 0 0 1 0 1

0 0 2 1 1 4

14 58 104 40 81 297

17 66 109 49 86 327

12.30hrs. To 12.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 4 3 to 1 4 to 2 Total Time.
Direction

12 67 92 19 97 287

1 35 2 20 9 67

1 10 19 0 12 42

2 0 5 1 2 10

1 1 2 0 4 8

0 0 1 1 0 2

1 2 9 4 6 22

18 115 130 45 130 438

20 129 127 57 134 467

12.45hrs. To 13.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 4 3 to 1 4 to 2 Total Time.
Direction

15 3 83 35 90 7 33 20 102 4 323 69 13.00hrs. To 13.15hrs.
Car Mini Bus

0 8 16 0 20 44
Motorised Two Wheeler

1 0 2 0 0 3
Light Commercial Vehicle

1 1 3 0 6 11
Truck

0 0 1 2 0 3
Articulated Vehicle

0 2 3 3 8 16
Others

20 129 122 58 140 469
Total Vehicles

24 144 124 71 139 502
Total PCU.

1 to 2 1 to 3 2 to 4 3 to 1 4 to 2 Total

1 47 5 1 17 71

0 23 1 3 3 30

0 6 0 0 1 7

0 0 0 0 3 3
Croal Street 3

0 1 1 0 0 2
South Road

0 0 0 0 0 0

0 2 0 0 0 2

1 79 7 4 24 115

1 89 9 6 27 135

Vlissengen Street Cuffy Square

2

4

1 Homestretch Street

215

Church Street and Main Street
Date of survey 06.12.06 Wednesday Time. 11:00hrs.To 11:15hrs.
Direction Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

195 64 137 98 24 21 539

65 3 59 26 1 0 154

31 1 30 14 2 0 78

16 1 20 0 4 0 41

16 0 13 6 0 1 36

0 0 0 1 0 0 1

17 3 6 5 1 0 32

340 72 265 150 32 22 881

386 73 308 166 33 24 989

5hrs. To 11.30hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

110 20 69 25 30 13 267

49 4 41 6 2 0 102

24 4 8 4 1 0 41

14 0 0 0 0 0 14

9 0 13 1 0 1 24

0 1 0 0 0 0 1

15 1 2 0 0 0 18

221 30 133 36 33 14 467

251 32 169 39 34 16 539

0hrs. To 11.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

37 58 123 30 23 16 287

13 7 36 8 2 5 71

9 4 23 3 2 3 44

2 2 0 0 1 3 8

1 1 17 1 0 0 20

0 0 1 0 0 0 1

6 1 15 1 0 0 23

68 73 215 43 28 27 454

71 77 246 47 29 30 499

5hrs. To 12.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total

73 45 70 29 32 6 255

24 5 25 4 3 0 61

5 5 8 1 0 2 21

5 0 0 2 1 0 8
Main Street 3

3 1 2 1 0 0 7

2 0 1 0 0 0 3

7 1 6 0 0 0 14

119 57 112 37 36 8 369

138 58 124 41 38 7 407

Church Street

2

4

Bank of Guyana

1

216

Avenue of Republic and Regent Street
Date of survey Time. 17:00hrs.To
Direction Car

06.12.06 17:15hrs
Mini Bus

Wednesday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 1 1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 Total Time.
Direction

6 9 91 12 18 9 24 42 211 17:15hrs.To
Car

10 2 22 19 0 27 1 21 102 17:30hrs.
Mini Bus

0 1 3 2 1 1 1 7 16

1 0 2 1 0 1 0 0 5

0 0 1 0 0 0 0 0 1

0 2 0 0 0 1 0 1 4

0 0 10 0 0 6 2 1 19

17 14 129 34 19 45 28 72 358

23 19 139 43 19 59 28 81 409

Motorised Two Wheeler

Light Commercial Vehicle

Truck

Articulated Vehicle

Others

Total Vehicles

Total PCU.

1 to 1 1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 Total Time.
Direction

7 12 95 16 18 11 28 49 187

12 1 25 21 1 32 1 35 93

1 1 4 2 1 0 1 3 10

1 1 2 1 0 0 0 1 5

0 0 2 0 0 0 0 1 2

0 2 0 0 0 1 0 0 3

0 0 10 0 0 4 2 3 16

21 17 138 40 20 48 32 92 408

27 22 151 50 20 65 32 109 366

17.30hrs. To 17.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 1 1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 Total Time.
Direction

4 10 20 12 13 17 32 62 170

12 1 14 37 0 40 2 47 153

1 1 7 1 1 3 0 6 20

1 0 3 0 0 0 0 1 5

0 0 0 1 1 0 1 1 4

0 0 0 0 0 0 0 0 0

0 0 0 0 0 1 2 4 7

18 12 44 51 15 61 37 121 359

24 12 49 71 16 79 39 143 433

17.45hrs. To 18.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 1 1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 Total

1 4 0 19 7 11 14 42 98

1 1 0 16 1 17 1 21 58

0 0 0 0 0 0 0 7 7

0 1 0 0 0 0 0 0 1
3

0 0 0 0 0 2 0 0 2

0 0 0 0 0 0 0 1 1
Bank of Baroda 4

0 0 0 0 0 1 3 1 5

2 6 0 35 8 31 18 72 172

3 7 0 43 9 42 18 81 202

Regent Street

2

1 Avenue of the Republic

217

Avenue of the Republic and Brickdam
Date of survey 06.12.06 Time. 16:00hrs.To 16:15hrs.
Direction Car Mini Bus

Wednesday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 4 3 to 1 3 to 2 3 to 4 4 to 2 4 to 3 Total Time.
Direction

70 25 14 68 14 4 31 23 249

20 2 1 6 5 6 53 22 115

11 1 1 6 1 3 3 1 27

11 0 0 5 4 0 0 0 20

5 1 1 5 2 0 2 0 16

1 0 0 0 0 0 0 0 1

6 0 0 0 0 5 1 3 15

124 29 17 90 26 18 90 49 443

142 31 19 100 33 19 118 59 520

16.15hrs. To 16.30hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 4 3 to 1 3 to 2 3 to 4 4 to 2 4 to 3 Total Time.
Direction

95 25 15 63 28 5 26 30 287

30 6 4 7 3 10 60 28 148

18 0 1 12 1 0 5 2 39

11 1 0 9 1 0 0 0 22

5 0 2 6 0 0 1 0 14

5 0 0 2 0 0 0 0 7

11 0 2 3 1 1 0 6 24

175 32 24 102 34 16 92 66 541

202 36 28 116 35 21 121 78 637

16.30hrs. To 16.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 4 3 to 1 3 to 2 3 to 4 4 to 2 4 to 3 Total Time.
Direction

90 34 12 2 16 2 35 3 23 1 5 7 37 41 20 33 238 123 16.45hrs. To 17.00hrs.
Car Mini Bus

23 0 0 2 0 4 0 1 30
Motorised Two Wheeler

7 0 0 3 4 0 0 0 14
Light Commercial Vehicle

4 0 0 2 0 0 2 0 8
Truck

1 0 0 2 0 0 0 0 3
Articulated Vehicle

15 0 0 5 0 1 0 3 24
Others

174 14 18 52 28 17 80 57 286
Total Vehicles

188 15 19 60 31 18 104 72 507
Total PCU.

1 to 3 1 to 4 2 to 4 3 to 1 3 to 2 3 to 4 4 to 2 4 to 3 Total

116 28 22 44 32 6 1 24 273

27 5 3 7 4 3 1 24 74

12 0 3 4 2 2 0 1 24

13 0 0 4 1 0 0 0 18

2 0 0 1 0 0 0 0 3
Parliyament Building

2 0 0 0 0 0 0 0 2

5 0 0 1 0 3 0 0 9

177 33 28 61 39 14 2 49 338

197 36 28 66 41 14 3 61 444

3

Brickdam Street

2

4

1 Avenue of the Republic

218

East Coast highway and Conservation Tree
Date of survey 08.12.06 Time. 8:15hrs.To 8:30hrs.
Direction Car Mini Bus

Friday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 1 2 to 3 3 to 1 3 to 2 Total Time.
Direction

2 20 3 45 48 110 228

0 2 1 55 2 33 93

2 1 0 2 1 12 18

1 6 0 0 0 4 11

0 5 0 3 6 0 14

0 1 0 1 4 0 6

0 0 0 0 4 0 4

5 35 4 106 65 159 374

5 48 5 139 82 172 449

08.30hrs. To 08.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 1 2 to 3 3 to 1 3 to 2 Total Time.
Direction

5 23 2 50 30 150 260

0 6 2 45 1 53 107

3 6 0 2 1 8 20

1 9 0 0 0 11 21

0 10 0 1 1 1 13

0 0 0 0 5 0 5

0 0 0 0 5 0 5

9 54 4 98 43 223 431

8 74 5 121 54 253 514

08.45hrs. To 09.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 2 to 1 2 to 3 3 to 1 3 to 2 Total Time.
Direction

4 0 19 1 6 1 35 41 11 1 13 6 88 50 09.00hrs. To 09.15hrs.
Car Mini Bus

3 1 1 3 0 0 8
Motorised Two Wheeler

1 3 0 0 0 0 4
Light Commercial Vehicle

0 2 0 2 2 0 6
Truck

0 0 1 0 1 0 2
Articulated Vehicle

0 0 0 0 3 0 3
Others

8 26 9 81 18 19 161
Total Vehicles

7 31 11 103 23 22 196
Total PCU.

1 to 2 1 to 3 2 to 1 2 to 3 3 to 1 3 to 2 Total

2 15 7 51 12 10 97

0 3 1 43 2 5 54

3 3 0 3 1 0 10
2

1 2 0 0 0 0 3
EastCoast Highway 3

0 2 0 4 2 0 8

0 0 1 2 1 0 4

0 0 0 0 4 0 4

6
25 9 103

22 15 180

5 29 12 133 27 18 223

1

219

Camp street and Carifesta Avenue
Date of survey 08.12.06 Time. 7:00hrs.To 7:15hrs.
Direction Car Mini Bus

Friday
Motorised Two Wheeler ght Commerc Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

10 5 2 17 1 57 22 104

0 8 1 35 2 48 5 99

0 1 0 0 1 2 5 9

0 0 0 0 0 0 1 1

0 0 0 0 0 1 4 5

0 0 0 0 0 0 0 0

4 0 0 0 0 1 1 2

14 14 3 52 4 109 38 220

13 18 4 70 5 133 44 273

7.15hrs. To 7.30hrs.
Car Mini Bus Motorised Two Wheeler ght Commerc Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

15 7 3 20 1 60 25 116

0 7 1 42 2 46 3 101

0 0 0 0 0 6 1 7

0 0 0 0 0 0 3 3

0 0 0 0 0 1 1 2

0 0 0 0 0 0 0 0

4 0 0 0 1 6 0 7

19 14 4 62 4 119 33 236

18 18 5 83 5 139 37 286

7.30hrs. To 7.45hrs.
Car Mini Bus Motorised Two Wheeler ght Commerc Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

5 1 22 13 5 1 17 39 5 0 92 50 92 6 238 110 7.45hrs. To 8.00hrs.
Car Mini Bus

0 1 0 2 1 17 2 23
Motorised Two Wheeler

0 5 0 1 0 0 0 6
ght Commerc Vehicle

0 0 0 0 0 2 1 3
Truck

0 0 0 0 0 0 1 1
Articulated Vehicle

0 0 0 0 0 1 0 1
Others

6 41 6 59 6 162 102 382
Total Vehicles

7 50 7 78 6 181 108 435
Total PCU.

1 to 2 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total

20 47 10 16 5 56 115 269

0 14 0 37 0 31 14 96

0 3 2 0 1 1 6 13

0 2 0 1 0 0 2 5
3

0 0 0 0 0 1 2 3

0 0 0 0 0 0 0 0

9 0 0 0 0 0 4 13

29 66 12 54 6 89 143 399

27 73 11 73 6 106 150 445

Everest Cricket Club

Carifesta Avenue

2

4

1 Camp Street

220

Mandela Avenue and Durban Street
Date of survey Time. 8:30hrs.To
Direction Car

07.12.06 8:45hrs.
Mini Bus

Thursday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 4 to 3 Total Time.
Direction

2 1 3 3 9 99 6 12 12 5 75 5 230 8:45hrs.To
Car

0 0 2 1 0 42 3 2 4 3 35 0 92 9:00hrs.
Mini Bus

5 3 2 5 0 15 10 1 4 6 16 2 64
Motorised Two Wheeler

0 0 0 0 0 5 1 1 2 2 6 1 18
Light Commercial Vehicle

0 0 0 0 0 11 0 0 0 0 8 0 19
Truck

0 0 0 0 0 1 0 0 0 0 0 0 1
Articulated Vehicle

0 1 0 0 0 2 3 1 0 0 4 0 11
Others

7 5 7 9 9 175 23 17 22 16 144 8 435
Total Vehicles 7

5 3 7 7 9 209 19 18 23 16 168 8 486
Total PCU.

1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 4 to 3 Total Time.
Direction

2 0 1 0 5 1 4 2 22 7 155 57 7 4 16 4 9 3 7 2 87 40 10 0 323 120 9.00hrs. To 9.15hrs.
Car Mini Bus

5 0 1 7 3 14 9 4 3 4 20 0 65
Motorised Two Wheeler

0 0 0 0 0 9 1 0 1 2 7 0 20
Light Commercial Vehicle

0 0 0 0 1 13 0 0 0 0 7 1 22
Truck

0 0 0 0 1 2 0 0 0 0 1 0 4
Articulated Vehicle

0 0 0 0 13 4 3 0 0 0 5 1 26
Others

1 7 13 47 254 24 24 16 15 167 12 580
Total Vehicles 9

5 1 7 11 50 303 21 24 17 15 192 13 653
Total PCU.

1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 4 to 3 Total Time.
Direction

3 0 3 0 6 1 6 3 18 9 102 37 6 5 10 4 3 2 3 4 90 20 6 0 253 85 9.15hrs. To 9.30hrs.
Car Mini Bus

6 2 5 8 2 14 11 4 2 6 6 2 62
Motorised Two Wheeler

0 0 0 0 0 8 2 0 1 3 14 0 28
Light Commercial Vehicle

0 0 0 0 0 9 0 0 0 0 10 0 19
Truck

0 0 0 0 1 0 0 0 0 0 0 0 1
Articulated Vehicle

0 1 5 0 10 3 4 0 1 0 5 0 29
Others

6 17 17 40 173 28 18 9 16 145 8 477
Total Vehicles 8

6 5 14 15 44 201 25 18 9 17 173 7 527
Total PCU.

1 to 2 1 to 3 1 to 4 2 to 1 2 to 3 2 to 4 3 to 1 3 to 2 3 to 4 4 to 1 4 to 2 4 to 3 Total Time.
Direction

4 0 5 0 3 1 2 1 4 1 113 41 8 7 10 0 5 1 6 3 78 26 6 1 240 82 9.30hrs. To 9.45hrs.
Car Mini Bus

4 1 1 2 0 11 2 3 0 3 12 2 37
Motorised Two Wheeler

0 0 0 0 1 5 1 0 2 1 5 0 15
Light Commercial Vehicle

0 0 0 0 0 14 0 0 0 0 12 0 26
Truck

0 0 0 0 0 2 0 0 0 0 1 0 3
Articulated Vehicle

0 3 0 0 0 2 4 1 1 0 6 1 18
Others

9 5 5 6 188 22 14 9 13 140 10 421
Total Vehicles 12 11 9 190 18 9 128 14

6 8 5 5 7 230 24 12 10 14 168 9 492
Total PCU.

1 to 3 1 to 4 2 to 3 2 to 4 3 to 2 3 to 4 4 to 2 4 to 3 Total

6 6 5 114 12 5 80 8 236

1 1 2 38 0 0 19 2 60

3 1 0 18 4 1 8 3 32

0 1 2 7 0 2 5 0 17
Durban Street 3

0 1 0 11 0 1 8 0 21

0 0 0 0 0 0 2 0 2

2 1 0 2 2 0 6 1 11

365

0 11 13 11 220 16 11 151 13 421

Mandela Avenue To Airport

2

4

To Cultural Centre

1

221

Cumming Street and Regent Street
Date of survey 07.12.06 Time. 11:00hrs.To 11:15hrs.
Direction Car Mini Bus

Thursday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

47 8 7 9 57 6 28 3 165

51 1 1 2 47 2 2 1 107

11 5 6 0 11 0 0 0 33

2 0 0 1 3 0 2 0 8

0 0 0 0 1 0 1 0 2

0 0 0 0 0 0 0 0 0

8 3 0 0 4 2 0 0 17

119 17 14 12 123 10 33 4 332

138 14 12 14 143 11 37 5 373

5hrs. To 11.30hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

24 1 3 23 20 8 19 8 106

29 0 1 1 20 0 3 0 54

5 2 4 7 5 0 2 0 25

1 0 0 1 0 0 1 0 3

0 0 0 1 1 0 0 0 2

0 0 0 0 0 0 0 0 0

6 3 2 4 2 2 0 1 20

65 6 10 37 48 10 25 9 210

76 4 8 35 57 10 26 9 225

0hrs. To 11.45hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total Time.
Direction

52 43 3 2 5 3 25 2 75 57 12 0 20 4 10 0 202 111 5hrs. To 12.00hrs.
Car Mini Bus

8 2 7 9 13 1 3 1 44
Motorised Two Wheeler

2 1 1 2 3 0 2 0 11
Light Commercial Vehicle

1 0 0 1 0 1 0 1 4
Truck

0 0 0 0 0 0 0 0 0
Articulated Vehicle

9 1 0 1 9 7 0 0 27
Others

115 9 16 40 157 21 29 12 399
Total Vehicles

133 9 15 39 179 21 31 13 439
Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 3 to 2 4 to 2 4 to 3 Total

36 5 4 25 34 9 12 5 130

22 1 2 2 24 0 1 1 53

16 2 5 7 4 0 6 2 42
3

0 1 1 0 0 0 0 0 2

0 0 0 0 1 0 1 0 2

0 0 0 0 0 0 0 0 0
Harvey's Electrical

4 2 0 1 2 1 0 0 10

78 11 12 35 65 10 20 8 239

80 11 11 32 76 10 19 8 247

Cumming Street

2

4

1 RegentStreet

222

Sharief street and Railway embankment road
Date of survey 08.12.06 Time. 8.45hrs. To 9.00hrs.
Direction Car Mini Bus

Friday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles 9 38 37 Total PCU.

1 to 2 1 to 3 1 to 4 2 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

9 22 19 55 12 43 66 25 176

0 3 12 3 2 5 5 5 15

0 5 3 5 4 5 4 2 18

0 2 0 5 1 6 10 0 22

0 0 1 7 0 2 10 1 19

0 0 0 0 0 0 2 1 2

0 6 2 0 3 1 0 4 4

75 22 62 97 38 256

9 37 43 87 21 68 122 42 386

9.00hrs. To 9.15hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 2 1 to 3 1 to 4 2 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

10 0 35 8 21 41 48 4 9 1 60 8 40 6 33 4 256 72 9.15hrs. To 9.30hrs.
Car Mini Bus

0 5 3 1 4 1 3 1 18
Motorised Two Wheeler

0 2 0 3 1 4 6 0 16
Light Commercial Vehicle

0 0 1 5 0 2 20 1 29
Truck

0 0 0 0 0 0 1 1 2
Articulated Vehicle

0 6 2 0 3 1 0 4 16
Others

10 56 68 61 18 76 76 44 409
Total Vehicles

10 71 93 72 23 87 113 57 524
Total PCU.

1 to 2 1 to 3 1 to 4 2 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total Time.
Direction

10 0 25 3 15 25 37 6 7 2 28 3 25 1 25 5 172 45 9.30hrs. To 9.45hrs.
Car Mini Bus

0 1 2 4 6 1 1 0 15
Motorised Two Wheeler

0 0 0 4 1 1 6 0 12
Light Commercial Vehicle

0 0 1 9 0 0 3 2 15
Truck

0 0 0 0 0 0 4 0 4
Articulated Vehicle

0 0 0 0 3 2 0 3 8
Others

10 29 43 60 35 40 35 252
Total Vehicles

10 30 56 77 41 56 47 315
Total PCU.

1 to 2 1 to 3 1 to 4 2 to 4 3 to 1 3 to 4 4 to 2 4 to 3 Total

10 20 11 23 9 25 49 18 165

0 4 20 4 3 4 8 2 45

0 1 1 6 7 2 6 0 23

0 0 0 4 1 0 5 0 10

0 0 1 3 0 0 17 0 21

0 0 0 1 0 0 3 1 5

0 0 1 0 3 0 0 5 9

10 25 34 41 23 31 88 26 278

10 27 45 49 21 32 123 28 334

Railway Embankment Road

3 2 1
David Street

4

Sheriff Street

Guyana Oil St.

223

Mandela Avenue and Hunter Street
ate of survey 07.12.06 Time. 16:30hrs.To 16:45hrs.
Direction Car Mini Bus

Thursday
Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

12 72 99 23 34 65 14 319

0 9 85 7 8 12 1 122

1 12 12 7 20 7 2 61

1 10 11 2 0 0 3 27

0 7 9 0 0 13 1 30

2 0 4 1 0 1 2 10

11 1 1 7 6 7 0 33

27 111 221 47 68 105 23 602

29 125 284 49 61 128 30 777

16.45hrs. To 17.00hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

15 54 128 30 58 61 12 358

1 1 80 2 8 10 1 103

0 5 16 4 17 5 1 48

0 6 10 3 4 0 0 23

0 1 4 1 1 18 0 25

1 0 0 1 0 0 0 2

7 0 0 3 3 3 0 16

24 67 238 44 91 97 14 575

25 70 281 47 89 126 14 652

17.00hrs. To 17.15hrs.
Car Mini Bus Motorised Two Wheeler Light Commercial Vehicle Truck Articulated Vehicle Others Total Vehicles Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total Time.
Direction

11 4 73 8 125 78 16 1 40 5 68 27 15 3 348 126 17.15hrs. To 17.30hrs.
Car Mini Bus

1 9 10 0 10 2 3 35
Motorised Two Wheeler

0 6 8 1 3 0 1 19
Light Commercial Vehicle

0 5 11 1 1 8 1 27
Truck

1 0 1 0 0 0 1 3
Articulated Vehicle

20 2 1 5 4 5 1 38
Others

37 103 234 24 63 110 25 596
Total Vehicles

37 113 290 26 63 134 29 690
Total PCU.

1 to 3 1 to 4 2 to 1 2 to 4 3 to 1 4 to 1 4 to 2 Total

6 56 115 20 60 36 6 299

0 11 68 1 5 5 1 91

0 7 11 2 11 2 0 33
3

0 9 7 0 5 0 0 21
Hunter Street

0 7 5 0 0 10 2 24

2 0 2 0 0 1 0 5

10 1 0 5 3 1 0 20

18 91 208 28 84 55 9 493

20 108 252 27 83 73 13 575

2 New Guyana Club

4

Mandela Avenue

1 East Bank Highway

224

Annexure 3
Intersection Traffic volume details

Camp Street

1

Republic Bank

388 141 554

Regent Street

4

69 614

2

44

530 216

All flows are in pcu/hr Junction Volume- 2554 pcu/hr 3

Figure A 3-1 Traffic flow in Camp Street and Regent Street Junction

225

Camp Street

2

New Thieving Restaurant 51 314

Brickdam Street

1

238 694

48 160

3

27

27

All flows are in pcu/hr Junction Volume- 1557 pcu/hr 4

Figure A3-2 Traffic flow in Camp Street and Brickdam Street Junction 2

226

4

420 South Road

Homestretch Avenue 200 440 64 400

3
Croal Street

1

All flows are in pcu/hr Junction Volume- 1524 pcu/hr 2

Vlissengen Road

227

Main Street

3

847 Church Street

292

2

1107

85 133 460

44

110

415 846 240

76

All flows are in pcu/hr Junction Volume- 2434 pcu/hr

All flows are in pcu/hr Junction Volume- 2621 pcu/hr 1

Figure A 3-4 Traffic flow in Church Street and Main Street Junction

228

Camp Street

3
Bank of Baroda Building

185

959

98

2
311 49 160 62

4

58

All flows are in pcu/hr Junction Volume- 1899 pcu/hr 1
Avenue of the Republic

Figure A3_ Traffic flow in Republic Street and Brickdam Street Junction -5

229

3

Parliament Building 142

362

94

2

98 811

381 159 117

4

Magisrate Court

All flows are in pcu/hr Junction Volume- 2162 pcu/hr 1

Figure A3-6 Traffic flow in Republic Street and Brickdam Street Junction

230

3

464

185 Conversation Tree

181

1
11 496 32 Harvey's Electrical

All flows are in pcu/hr Junction Volume- 1446 pcu/hr 2
East Coast Highway

Figure A 3-7 Traffic flow in East Coast Highway and Conversation Tree Junction

231

Camp Street

3

Everest Cricket Club 23

26

Carifiesta Avenue 350 577 103 157

2

304

4

All flows are in pcu/hr Junction Volume- 1538 pcu/hr 1

Figure A 3-8 Traffic flow in Camp Street and Carifesta Avenue Junction

232

To Cultural Centre

4

37 Durban Street 59 90 72 109 943

701

61

33 17 21 37

3

1

All flows are in pcu/hr Junction Volume- 2180 pcu/hr 2
To Airport Mandela Avenue

Figure A 3-9 Traffic flow in Mandela Avenue and Durban Street Junction

233

Cumming Street

2

45

120

Regent Street

1

428 112

51 455

3

39

34 Harvey's Electrical

All flows are in pcu/hr Junction Volume- 1446 pcu/hr 4

Figure A 3-10 Traffic flow in Cumming Street and Regent Street Junction

234

2
Railway embankment

3

284 39 David Street

1

451 232 413 158

75 220

All flows are in pcu/hr Junction Volume- 1571 pcu/hr 4
Sheriff Street

Figure A 3-11 Traffic flow in Sheriff Street and Railway Embankment Road Street

235

Hunter Street

3

296 Mandela Avenue

148 1107 85 460 110 415

2

4

All flows are in pcu/hr Junction Volume- 2621 pcu/hr 1

East Bank Highway

Figure A 3-12 Traffic flow in Mandela Avenue and Hunter Street Junction

236

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