Professional Documents
Culture Documents
2013
Research Paper
Signalized intersections are critical elements of an urban road transportation system and
maintaining these control systems at their optimal performance for different demand conditions
has been the primary concern of the traffic engineers. Roundabouts are an increasingly popular
alternative to traffic signals for intersection control in the United States. Roundabouts have a
number of advantages over traffic signals depending on the conditions. This study analyzed
capacity of selected intersections on Mampong Road from Kotoko intersection to New Suame
Road intersection. Traffic and geometric data were collected at each of the four intersections.
The intersection capacity analysis gave rise to the design of a signalized intersection control at
the Suame roundabout. Signalized intersection with 5 approach lanes was proposed at Suame
roundabout. Exclusive pedestrian phases were included in the design to protect pedestrians.
The Kotoko Road and Suame New Road have reached their capacities hence signalized
intersection with 3 approach lanes was proposed at the Kotoko Road and Suame New Road on
the Mampong Road to control all the movements and improve upon the performance of the
intersections.
Keywords: Performance analysis, Suame roundabout, Capacity analysis, Transportation network
performance, Mampong Road.
INTRODUCTION
In general, simulation is defined as dynamic
representation of some part of the real world
achieved by building a computer model and
moving it through time (Drew, 1968).
Computer models are widely used in traffic and
transportation system analysis. The use of
computer simulation started when D L
1
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METHODOLOGY
Site Selection and Description
The intersections were selected based on
their accident and safety records in the past
and also the levels of congestion associated
40
with them. The Mampong road is a NorthSouth principal arterial, covering an urban
(study) length of about 5 km, (from the Tafo
Market to the Kejetia traffic light). The road
entire length is paved and comprises both
single carriageway (about 70%), and two-lane
dual carriageway (about 30%). The single
carriage way starts from Tafo Market to
about 250 m away from Suame roundabout,
(about 3.5 km), while the dual carriage way
starts from Suame roundabout to Kejetia,
(about 1.5 km).
Figure 2: Geometry of
Suame Roundabout
Kotoko Road
The intersection with Kotoko road, a Collector
road, is about 300 m South-East of the Suame
roundabout. The intersection has three (3) legs
with two (2) approach/entry lanes and two (2)
exit lanes on each leg. Figure 1 below depicts
the geometry at Mampong Road/Kotoko Road
intersection.
Intersection Geometry
BASIC THEORETICAL
BACKGROUND
One of the oldest and most well known cases
of the use of simulation in theoretical research
is the car-following analysis based on the
Generalized General Motors (GM) models. In
these models a differential equation governs
the movement of each vehicle in the platoon
under analysis (Gerlough and Huber, 1975).
Car-following, like the intersection analysis, is
one of the basic equations of traffic flow theory
and simulation, and the analysis has been
active after almost 40 years from the first trials
Intersection Geometry
Suame Roundabout
Suame roundabout has five (5) legs with two
(2) approach/entry lanes and two (2) exit lanes
on each leg Figure 1. It is the intersection of
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42
Lane Changing
...(1)
Gap Acceptance
Gap acceptance affects driver behavior at
unsignalized intersections, driveways (e.g.,
right-in-right-out) and right-turn-on-red (RTOR)
movements. If default parameters are too
aggressive, vehicle delay will be underestimated
and creating serious implication for frontage
roads. Conversely, parameters which are too
conservative may indicate need for a signal
when one isnt necessary. Gap acceptance
parameters are network-wide in SimTraffic.
Thus,
AADT = V24 *DVF*MVF
= ADT (Weekly) *MVF
...(2)
where
V24 = Average 24 h volume
DVF = Daily variation factor
MVF = Monthly variation factor
Field Surveys
43
...(3)
where,
DDHV
AADT
SF
DDHV
PHF * f HV * f p
...(4)
where,
SF
PHF
Peak-hour factor,
fHV
Type of Survey
Duration
Date
Suame Roundabout
12 h
16/12/2012
Kotoko Road
12 h
16/12/2012
12 h
16/12/2012
44
and
fp
PHF = V/(V15 * 4)
...(5)
where,
V
V15
...(6)
where,
N
SF max =
Use of Synchro 6
Synchro is designed to evaluate the
performance of urban streets, signalized
intersections, and unsignalized intersections
(two-way stop, all-way stop, and single-lane
roundabouts). Synchro does not provide
performance data for freeways, multilane
highways, or two-lane rural roads. Synchro is
a software application for optimizing traffic
signal timing and performing capacity analysis.
The software optimizes splits, offsets, and
cycle lengths for individual intersections, an
arterial, or a complete network.
ICU
CL
Li
...(7)
where
ICU = Intersection capacity utilization ratio.
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Qe = K*(F fc Qc ...(8)
where,
Qe is the entry flow into the circulatory area
in passenger car units per hour (pcu/h)
M = exp[(D 60)/10]
ICU (%)
Grading Criteria
55
55<ICU<64
64<ICU<73
73<ICU<82
82<ICU<91
91<ICU<100
1005<ICU<109
>109%
The intersection is 9% or greater over capacity and could experience congestion periods
of over 120 minutes per day.
Source: Husch, David Intersection Capacity Utilization, Trafficware 2003, accessed December 8, 2010
46
X2 = v + (e v)/(1+2S)
S = 1.6(e- v)/l
And
e = Entry width (meters)- measured from a
point normal to the rear kerbside
v = Approach half-width: measured along a
normal from a point in the approach stream
from any entry flare
l' = Average effective flare length: measured
along a line drawn at right angles from the
widest point of the entry flare
S = Sharpness of flare: indicates the rate at
which extra width is developed within the entry
flare
ADT(2004)
ADT(2012)
% of Total
Taxi
4877
6225
25.34
Cars
3501
4468
18.19
Pickup/Vans
1347
1720
7.00
Small Bus
6340
8091
32.94
1633
2084
8.49
Large Bus
252
322
1.31
Light Truck
461
588
2.39
Medium Truck
351
447
1.82
Heavy Truck
173
220
0.90
Semi-Trailer(Light)
61
78
0.32
Semi-Trailer(Heavy)
91
116
0.47
Truck-Trailer
144
184
0.75
Extra Large/Others
15
19
0.08
19244
24561
100
TOTAL
MVF for Feb
1.34
32,912
Source: Comptran (2004)
47
Capacity Analysis
Hourly flow rate for the approaches at Suame
Roundabout is shown in Table 8.
From Table 8, it was realized that North
ADT (2004)
ADT (2012)
% of Total
Light
16065
20503
83.48
Medium
2346
2994
12.19
Heavy
833
1064
4.33
19244
24561
100
Total
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From Kumasi
From Mampong
From Magazine
Total Volume
6-7
1066
820
332
2218
7-8
1040
919
277
2237
8-9
1060
869
320
2249
9-10
902
858
208
1968
10-11
911
722
217
1849
11-12
920
745
275
1939
12-13
857
656
250
1762
13-14
939
718
266
1924
14-15
630
737
322
1690
15-16
912
928
340
2179
16-17
869
817
368
2054
17-18
799
773
362
1934
18-19
1354
1041
422
2817
19-20
781
690
208
1680
20-21
619
507
187
1313
21-22
403
383
93
878
22-23
281
223
67
570
23-24
179
145
53
377
24-1
111
85
32
228
1-2
87
67
25
179
2-3
49
58
25
132
3-4
76
77
28
181
4-5
188
177
80
444
5-6
388
375
176
939
33742
0.91
ADT
30705
1.14
AADT (vpd)
35004
Source: Comptran (2004)
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From Kumasi
From Mampong
Total Volume
6-7
703
900
331
1934
7-8
860
1010
306
2177
8-9
756
786
278
1820
9-10
738
570
318
1626
10-11
585
470
243
1298
11-12
713
495
211
1419
12-13
672
564
354
1591
13-14
466
382
296
1144
14-15
564
420
326
1310
15-16
672
419
287
1378
16-17
730
403
352
1484
17-18
644
434
389
1468
18-19
893
1143
421
2457
19-20
646
759
230
1634
20-21
441
459
163
1063
21-22
329
254
142
726
22-23
180
145
75
400
23-24
139
96
41
276
24-1
87
73
46
206
1-2
43
36
28
106
2-3
44
33
25
103
3-4
56
35
24
115
4-5
158
87
76
321
5-6
313
211
189
713
26768
0.91
ADT
24359
1.14
AADT (vpd)
27769
Source: Comptran (2004)
50
Mampong
Offinso
Western bypass
Kejetia
Krofrom
Total
Mampong
60
249
302
189
800
Offinso
69
392
653
501
1615
W estern bypass
389
236
245
587
1457
Kejetia
550
493
340
101
1484
Krofrom
195
335
399
56
761
Total
1203
1064
1131
954
1189
60
249
302
189
236
389
245
587
69
392
653
501
493
340
550
101
335
51
Approaches
399
56
195
Source: From Study
Approach Volume, Va
Va,E = V1+V2+V3+V4
800
Va,W = V5+V6+V7+V8
1457
Va,N = V9+V10+V11+V12
1615
Va,S = V13+V14+V15+V16
1484
Va,SE = V17+V18+V19+V20
985
Source: From Study
Flow, Qc (veh/h)
Vc,E = V1+V2+V3+V4
1859
2045
2301
Vc,W = V5+V6+V7+V8
1535
1689
1900
Vc,N = V9+V10+V11+V12
1770
1947
2190
Vc,S = V13+V14+V15+V16
1971
2168
2439
Vc,SE = V17+V18+V19+V20
2077
2285
2570
52
Mampong
Western bypass
Offinso
Kejetia
Krofrom
Entry width, e
7.7
7.7
7.7
7.7
7.7
15
15
15
15
15
0.07467
0.07467
0.07467
0.07467
0.07467
78
78
78
78
78
Entry Angle,
60
60
60
60
60
Entry Radius, r
60
60
60
60
60
6.04965
6.04965
6.04965
6.04965
6.04965
X2
7.60905
7.60905
7.60905
7.60905
7.60905
tD
1.07093
1.07093
1.07093
1.07093
1.07093
fc
0.56714
0.56714
0.56714
0.56714
0.56714
2305.5418
2305.5418
2305.5418
2305.5418
2305.5418
0.9285
0.9285
0.9285
0.9285
0.9285
Qc
2301
1900
2190
2439
2570
Qe
929
1140
987
856
787
Sharpness of Flare, S
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Circulating
Entry Capacity
Entry Flow
Reserve Capacity
Flow To
Flow, Qc
(pcu/h)
(pcu/h)
(%)
Capacity Ratio
Mampong
2301
929
800
14
0.86
W estern bypass
1900
1140
1457
-28
1.28
Offinso
2190
987
1615
-64
1.64
Kejetia
2439
856
1484
-73
1.73
Krofrom
2570
787
985
-25
1.25
2542
0.93
2405
0.88
0.91
Source: From Study
Demand
Peak 15-min
Ideal
Section
Volume
Flow Rate
Capacity, C
(veh/h)
(pc/h)
(pc/h)
(a)
(b)
(c = b/(exfxg))
KR to SR
1863
SR to NSJ
2177
PHF
fg
fHV
v/c ratio
(d)
(e)
(f)
(g)
(h = c/d)
2047
2000
0.91
1.00
1.00
1.02
2392
2000
0.91
1.00
1.00
1.20
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Intersection Capacity
Link Capacity
Flow, Qc (veh/h)
Intersection
Control Type
v/c ratio
ICU %
ICU LOS
Kotoko Road
Yield
2.18
140.6
Suame Roundabout
Roundabout
3.48
157.9
Yield
2.44
156.1
55
From
(Area)
To
(Area)
Veh/h
% of Heavy
Vehicles
N/A
N/A
EBR
N/A
WBL
Kejetia
150
25
N/A
WBR
Suame R/A
708
17
NWBL
N/N
Suame R/A
1,984
NWBR
Ashtown
SEBL
EBL
EBT
WBT
NWBT
SEBT
SEBR
N/A
Ashtown
Kejetia
Suame R/A
No. of
Lanes
Lane Width
(m)
Storage
Length (m)
3.3
100.0
3.3
24
3.3
398
4.8
100.0
Ashtown
875
10
3.3
40.0
Kejetia
1,487
13
3.3
N/A
56
57
From
(Area)
To
(Area)
Veh/h
% of Heavy
Vehicles
No. of
Lanes
Lane Width
(m)
Storage
Length (m)
Offinso
306
4.0
180.0
Mampong
404
26
3.3
180.0
EBT
Krofrom
813
3.3
EBR
Kejetia
264
4.8
WBL
Kejetia
86
W estern bypass
738
3.3
WBR2
Mampong
396
34
4.8
250.0
WBR
Offinso
627
3.3
250.
NWBL
W estern bypass
528
15
3.3
200.0
Offinso
861
3.3
NWBR
Mampong
988
21
3.3
NWBR2
Krofrom
143
14
SEBL
Krofrom
851
10
Mampong
93
13
SEBT
Kejetia
1070
3.3
SEBR
W estern bypass
624
4.8
Krofrom
335
4.0
Kejetia
613
3.3
SWBR2
Offinso
80
SWBR
W estern bypass
356
13
EBL2
EBL
WBT
NWBT
SEBL2
W estern Bypass
Krofrom
Kejetia
Offinso
SWBL2
SWBL
Mampong
100.0
shared
shared
2
3.3
120.0
shared
120.0
shared
1
3.3
180.0
CONCLUSION
Suame roundabout was performing at full
capacity based on the overall volume to
capacity ratio. Suame Roundabout should be
signalized to control all the movements.
58
Table 18: Proposed Geometry for Mampong Road/Suame New Road Intersection
Intersection: Mampong Road/Suame New Road Intersection
Movement
From
(Area)
To
(Area)
Veh/h
% of Heavy
Vehicles
No. of
Lanes
Tafo
260
18
N/A
EBR
Suame R/A
285
29
WBL
N/A
N/A
WBR
N/A
NEBL
Maakro
368
28
4.0
Tafo
700
20
3.3
NEBR
N/A
SWBL
N/A
Suame R/A
654
19
3.3
Maakro
201
18
4.8
EBL
EBT
WBT
NEBT
SWBT
Maakro
N/A
Suame R/A
Tafo
SWBR
Lane Width
(m)
Storage
Length (m)
80.0
100.0
80.0
REFERENCES
1. Highway Capacity Manual (2000),
Transportation Research Board of the
National Academies Washington DC.
ACKNOWLEDGMENT
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60
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