Reporte Final PDF

AO DE LA CONSOLIDACIN DEL MAR DE GRAU
TRAFFIC ENGINEERING
REPORT N1
TEACHER: ING. ANDRES SOTIL CHAVEZ, Ph.D.
BLOQUE: FC-PREINGCIV08A1T
GROUP MEMBERS:
CASTILLO ROCA, VICTOR GIANCARLOS 1321173
CONTRERAS TINOCO, KEVIN CELSO 1321319
LAURA CASTILLO, CARLOS HENRY 1321064
MAMANI MESCCO, LISBETH 1321192
RUIZ BERETTA, XIMENA ALESSANDRA 1320030
SALAS HUILLCA, JESIFEER 1321393

LIMA PERU
2016
EXECUTIVE SUMMARY
TABLE OF CONTENTS
1. Introduction
1.1. Problem Statement
1.2. Problem Identification
1.3. Objectives
1.4. Methodology
1.5. Limitations
2. Theoretical Background
2.1. HCM
2.2. MUTCD
2.3. LOS Definition
2.4. T.S. Coordination
3. Data Collection & Analysis
3.1. El Cortijo street with Manuel Olguin avenue
3.1.1. Peak Day Determination
3.1.1.1. A.M.
3.1.1.2. P.M.
3.1.2. Peak Hour Volume
3.1.3. Warrant Analysis
3.2. Manuel Olguin avenue with El Derby avenue
3.2.1.1. A.M.
3.2.1.2. P.M.
3.2.3. Saturated Flow Rate Determination
3.2.4. LOS Determination form
3.3. Aymaras street with El Derby avenue
3.3.1.1. A.M.
3.3.1.2. P.M.
3.4. El Polo avenue with El Derby avenue
3.4.1.1. A.M.
3.4.1.2. P.M.
3.4.4. LOS Determination form
LIST OF FIGURES
FIGURE N1:
FIGURE N2:
FIGURE N3:
FIGURE N4:
FIGURE N5:
FIGURE N6:
FIGURE N7:
FIGURE N8:
.
LIST OF TABLES
TABLE N1:
TABLE N2:
TABLE N3:
TABLE N4:
TABLE N5:
TABLE N5:
TABLE N6:
TABLE N7:
TABLE.
1. INTRODUCTION
Analyze the impact of urban development projects in the area of Traffic
Engineering is important because it allow us to predict, analyze and provide
alternative solutions to the impacts that these in the system, whether positive
or negative.
The presence of shopping malls, department stores, housing complexes,
universities, technology institutes, schools, etc. are major attractors travel
centers and pedestrian traffic; causing saturation in urban road traffic
congestion and public and private transport being a notorious lack of spaces for
pedestrian mobility.
In this sense, urban congestion is a problem of the cities above a certain size,
whether in cities in developed countries or developing. In our country, we have
a tendency higher than other countries in Latin America continued growth, but
this growth is not reflected in the improvement of our Urban Transport System
thus traveling through the streets of Lima at rush hour is very complicated by
traffic congestion you suffer every day.
In the last decade, our capital has grown at an almost exponential rate
investment by foreign state and that is reflected in the construction of new
infrastructure, such as, housing, schools, colleges, universities, shopping
centers, etc. This development is creating certain problems in urban transport
because our existing roads are being overloaded their capacity to actual design.
Today, there are problems of congestion in almost all the streets of Lima, not
having an adequate Control System Transport and Urban Growth our capital is
suffering the problems of road congestion.
Therefore, in addressing the course of Traffic Engineering, it will aim to expose
the basic principles of the elements required to prepare and review a study of
road impact, without trying to cover quite as extensive methodology and
manage travel demand regulating the use of existing transport systems and thus
to participate in social behavior benefiting the road network and users and
pedestrians.
1.1. PROBLEM STATEMENT
This project "Traffic Impact Analysis at intersections of Lima" is made to
identify and explain the steps of a Traffic Impact Analysis, TIA, with the
aim of managing travel demand, also the use of existing transport systems
and thus intervene in social behavior, benefiting pedestrians, drivers and
the road network in general. It requires a number of steps to take to carry
out the methodology of a TIA such as:
1. You have to collect the data in the study area, in other words, the
intersections under study: Recognize the project site detail
according to HCM (2000), the network of roads, addresses
vehicular traffic and their respective permitted and / or protected
movements, traffic control devices, time phase traffic lights,
existing signals, track geometry and location of intersections.

2. It must make a vehicle count and recognition of the current state of
traffic; the existing vehicle count is performed for a certain period
between days.
3. Finally, an analysis of the intersections such as Geometric
Schematic, Available Turn Movements, Vehicle Counts, Traffic
Light Cycle and Level of Service for each intersection according
to their conditions is performed. After this is done an assessment
of the results and recommendations for improvements in transport
management.
First, a capacity of 6 hours per day, in 3 days, 2 useful days and a weekend,
between the months of October and September, in which it is desired to
check the current status of the intersections and make future analysis due
to the installation of a new building that implies a new vehicle demand,
identify potential impacts on the capacity of the roads and see if there is a
collapse vehicular forming queues and discomfort in users.
1.2. PROBLEM IDENTIFICATION
One of the problems regarding the traffic is file has exponential growth,
therefore the population grows rather Lima cities begin to expand without
any plan expansion.
We can separate the traffic problem into three broad categories: the culture
of the driver when driving in the city, the excessive number of cars and
the lack of adequate distribution and infrastructure in the country. Both lie
in a huge mess and the excessive time it takes to get from one destination
to another. other problems lime some people are inculcated so that road
rules seek to avoid, such as driving in any way causing accidents
everywhere and without conscience.
Also in Lima there are many informal drivers that make it difficult in
transit, it is very alarming to know that there are way too vehicles for
public transport, cars and joined it to the narrow streets and narrow
avenues turns transport into a real headache, and there are taxi services
any passenger traveling without as many show no security and quality of
service.
I. INTERSECTIONS
1. El Cortijo Street intersection with Manuel Olguin Avenue
2. El Derby Avenue intersection with Manuel Olguin Avenue
3. Aymaras Street intersection with El Derby Avenue
4. El Polo Avenue intersection with El Derby Avenue
5. El Cortijo Street intersection with Manuel Olguin Avenue
II.MAP OF THE SELECTED INTERSECTIONS
Figure 1. Map of the intersections.

III. PICTURES , GEOMETRIC SCHEMATICS AND TURN MOVEMENTS
1. INTERSECTION 1

El Derby Avenue with Manuel Olguin Avenue
PICTURE 1
This picture was taken from east of the intersection and shows cars going through,
turning right from El Derby to Manuel Olguin, cars from west that turning left
from El Derby to Manuel Olguin.
PICTURE 2
This picture was taken from south of the intersection and shows cars going through,
turning right from El Cortijo to Manuel Olguin.
GEOMETRIC SCHEMATIC 1
TURN MOVEMENT 1
2. INTERSECTION 2

El Derby Avenue with Aymaras Street
PICTURE 3
This picture was taken from the south of the avenue El Derby and it shows cars
coming from the west and turning left to the Aymaras Street, it also shows cars
coming from the east that are going through.
PICTURE 4
This picture was taken from the west of the intersection and it shows a car turning
left to the Aymaras Street.
TURN MOVEMENT 2
3. INTERSECTION 3

El Derby Avenue with El Polo Avenue
PICTURE 5
This picture was taken from the south of the intersection and it shows cars going
through El Polo Avenue, it also shows cars going through El Derby Avenue.
PICTURE 6
This picture show cars coming from the east of El Derby Avenue and turning left, it
picture also shows cars coming from the west and going through.
TURN MOVEMENT 3
4. INTERSECTION 4

Manuel Olguin with the El Cortijo Jiron
PICTURE 7
This picture was taken from west of the intersection and shows cars turning
right from El Cortijo to Manuel Olguin.
PICTURE 8
This picture was taken from east of the intersection and shows cars turning left from
El Cortijo to Manuel Olguin.
PICTURE 9
This picture was taken from south of the intersection and shows cars going through,
turning right from Manuel Olguin to El Cortijo and making U turns.
PICTURE 10
This picture was taken from north of the intersection and shows cars turning left
from Manuel Olguin to El Cortijo and going though.
TURN MOVEMENT 4
1.3. OBJETIVES
1.3.1. General Objectives
One of the general objectives is to determine the current traffic situation in
the intersections we chose. That could be possible just following the HCM.
For un-signalized intersections it will be necessary to use warranties. In
addition to that, we are going to use the theory and all the concepts learned
up to now. Finally, with all the information we collected and analyzed, we
are capable to determine how the traffic situation will be in the next few
years.
1.3.2. Specific Objectives
Be able to determinate the vial impact and the difference of every
intersection. Although they are very close to each other, if there are
different conditions there will be different characteristics and factors.
Determine the level of service for every intersection, analyze them and
determine if it is necessary to improve the intersection and what kind of
solutions we can offer.
21
1.4. METHODOLOGY
The type of methodology to perform is the descriptive because, it seeks to
investigate, measure and evaluate to describe the current transport situation in 4
certain intersections. And, since the required data are obtained by measuring,
collecting data are the quantitative. To carry out this work we have a work
methodology, divided into the following:
Assessment and recognition of the study area.
Prior inspection of the place where the work is performed, compiling
photographic information of the site and application area to determine the study
area and crosses or sections of roads to study.
1.4.1. El Cortijo with Manuel Olguin Avenue
To work in Manuel Olguin Avenue with El Cortijo Street, which is a non-
signalized intersection, two people are needed to perform the respective
count in all directions, as it presented a high traffic flow during peak hours.
1.4.2. Manuel Olguin Avenue with El Derby Avenue
Manuel Olguin avenue with Derby avenue is an intersection with traffic
light, to count the cars coming from all directions is advisable to count with
at least two people as it has 3 phases, plus three of the senses have three
lanes. The method would one count of those coming from the south and
west, the other person counts the east and north.
1.4.3. Aymaras Street with El Derby Avenue
Aymaras street with El Derby Avenue is a non-signalized intersection that
has a major street (El Derby avenue) and a minor street (Aymaras street). To
carry on with the work, we need two people counting on week days because
22
of high traffic flow during the hours we have chosen to count. For weekend
days, only one person is needed.
You stand on the corner of Aymaras street, next to the office building and
start counting. It would be dangerous to stand in the median, because it is
not protected and cars sometimes go really fast so there can be an accident.
1.4.4. El Polo Avenue with El Derby Avenue
El Derby and El Polo Avenue have lots of cars from Monday to Friday.
Because of that, it is necessary to have two people counting cars. The
methodology we used was one person in the corner of El Polo counting cars
from east to west and also the cars that comes from the north and turn right
or left; while the other person is on the other corner counting cars from west
to east and the ones that turns left. Because of the number of cars, both people
have to count the cars that comes from the north and go through.
The situation is different on the weekend because the number of cars is less
than during the week. For the count that we did on the weekend, we only
needed one person.
1.5. LIMITATIONS
We didnt have major problems while we were counting, but there were things
that paused our counts sometimes.
In Aymaras Street there is a huge office building so there are cars coming in
and out all day. When you come from the east (El Derby Avenue) and want
to turn right to Aymaras street, if a car is coming in or out, it causes a waiting
line that interferes with traffic and pause the counts.
23
There was a drunken man who was bothering one of us. He was disturbing all
the time so he did not allow counting efficiently.
There was a crash between two cars in El Derby avenue with El Polo avenue.
It happened on Monday night at 7 pm approximately. Fortunately, there were
not dead people; the crash was taken charge of by the police, who were near
the accident. It stooped the cars moving freely and it did not permit the
counting of cars in that moment.
2. THEORETICAL BACKGROUND
2.1. HCM
2.2. MUTCD
2.3. LOS DEFINITION
2.4. T. S. COORDINATION
2.5. UCP
3. DATA COLLECTION & ANALYSIS
3.1. Manuel Olguin Avenue with El Cortijo
AM
TOTAL VOLUME A.M

5000
4154
3890
4000
3000
1994
2000
1000
0
TUESDAY FRIDAY SATURDAY
Figure 11 : total volumes for intersection 1 in the morning

24
PM
TOTAL VOLUME P.M

4000
3510
3500 3118
3000 2650
2500
2000
1500
1000
500
0
TUESDAY FRIDAY SATURDAY
Figure 12 : total volumes for intersection 1 in the afternoon
In the analysis made for warrant 1, we obtained that three of the six hours
had inconvenients. We can assume that this warrant will not present
inconvenients.
WARRANT #1
HOURS SITUATION
6:15 7:15 a.m. OK
7:15 8:15 a.m. INCONVENIENT
8:15 9:15 a.m. OK
18:15 19:15 p.m. INCONVENIENT
19:15 20:15 p.m. INCONVENIET
20:15 21.15 p.m OK
Table 1. Warrant 1 for intersection 1
25
In the analysis made for warrant two, we obtained that the three hours we
studied had inconvenients. We will need to study at least three more hours,
such as the prior ant the next hour to say that the warrant complies.
WARRANT #2
HOURS SITUATION
20:15 21.15 p.m OK
For warrant eight, we have the same situation as in warrant two. So, as the
prior case, we will need to analyze more hours in order to say the warrant
complies.
WARRANT #8
HOURS SITUATION
20:15 21.15 p.m. OK
26
For warrant nine, we studied two of the four continuous hours required.
Based on our results, we will need to analyze the prior and the next hour
to say the warrant comply.
WARRANT #9
HOURS SITUATION
20:15 21:15 p.m. OK
For warrant eleven, according to our total volume counts in the A.M. and
the P.M., we need to analyze the peak hour at night, because this is where
the maximum volume occurs. This mean warrant eleven complies.
WARRANT #11
PEAK HOURS SITUATION
Analyzing all the warrants we can say that more hours need to be counted
in order to all the warrants, except the first one, comply.
27
3.2. Manuel Olguin Avenue with El Derby Avenue
Figure 13. intersection 2
3.2.1.1. AM
Total Volume
5000
4500
4000
3500
Volumes
3000
2500
2000
1500
1000
500
0
Wednesday Friday Sunday
days of the week
Figure 14. Total volume of the intersection 2 in the morning
28
3.2.1.2. PM
Total volume
12000
10000
8000
Volumes
6000
4000
2000
0
Friday Wednesday Sunday
Figure 15. Total volume of the intersection 2 in the afternoon
3.2.2. Peak Hour Determination
Av. Manuel Olguin

649.56
838 29 31
57
257 137.67
37
Av. El Derby
250
165.83 34
36
209 47
168.55
Figure 16: Schematic of peak hour volume in the morning.
29
AV. Manuel Olguin
680 140 129
301
346
781
Av. Derby
781
665
391
226 132
Figure 17 : Schematic of peak hour volume in the afternoon.
Saturation flow rate was determine by using this formula. Taking the characteristics
of the intersection as number of lanes, percentage of trucks, width of the lane, scope
of the terrain. The following table shows the values of each lane.
30
S
LEFT/THRU 1373
THRU ONLY 1631
RIGHT/THRU 1465
LEFT/THRU 1373
RIGHT/THRU 1465
RIGHT/THRU 1465
THRU ONLY 1631
LEFT/THRU/U-TURN 1459
RIGHT/THRU 1465
THRU ONLY 1631
LEFT/THRU/U-TURN 1459
LEFT/THRU 1373
RIGHT/THRU 1465
THRU ONLY 1631
Table 6 : Flow rate saturation of the intersection 2
3.2.4. LOS Determination Form
3.2.4.1. AM
Av. Manuel Olguin

F
F C C
E
F F
D
Av. El Derby
F
F C
D
F D
F
Figure 16: Level of service of the intersection 2 in the morning
31
Av. Manuel Olguin
F
F C C
D
D C
C
Av. El Derby
F
E D
D
F D
F
Figure 17 : Level of service of the intersection 2 in the afternoon
3.3. Aymaras Street with El Derby Avenue
3.3.1.1. A.M.
Figure 18: Total volumes for the intersection 3 in the morning
32
3.3.1.2. P.M.
Figure 19: total volumes for the intersection 3 in the afternoon
3.3.2.1. A.M.: Friday from 8:15 a.m. to 9:15 a.m.
Figure 20: total volumes in the afternoon
33
3.3.2.2. P.M.: Friday from 18:45 p.m. to 19:45 p.m.
Figure 21: total volumes in the afternoon
In the analysis made for warrant 1, we obtained that three of the six hours
had inconvenients. We can assume that this warrant will not present
inconvenients. We can see the complete data and analysis for Warrant
one in the appendices N
WARRANT #1
HOURS SITUATION
6:15 7:15 a.m. OK
7:15 8:15 a.m. OK
19:15 20.15 p.m OK
34
In the analysis made for warrant two, we obtained that the six hours we
studied had inconvenients. We will need to study at least four more hours,
such as the prior ant the next hour to say that the warrant complies. We
can see the complete data and analysis for Warrant two in the appendices
WARRANT #2
HOURS SITUATION
19:15 20.15 p.m INCONVENIENT
For warrant eight, we have the same situation as in warrant two. So, as the
prior case, we will need to analyze more hours in order to say the warrant
complies. We can see the complete data and analysis for Warrant eight in
the appendices N
35
WARRANT #8
HOURS SITUATION
19:15 20.15 p.m. INCONVENIENT
For warrant nine, we studied three of the four continuous hours required.
Based on our results, we will need to analyze the prior and the next hour
to say the warrant comply. We can see the complete data and analysis for
Warrant nine in the appendices N
WARRANT #9
HOURS SITUATION
19:15 20.15 p.m. INCONVENIENT
36
For warrant eleven, according to our total volume counts in the A.M. and
the P.M., we need to analyze the peak hour at night, because this is where
the maximum volume occurs. This mean warrant eleven complies. We can
see the complete data and analysis for Warrant eleven in the appendices
WARRANT #11
PEAK HOURS SITUATION
Analyzing all the warrants we can say that more hours need to be counted
in order to all the warrants, except the first one, comply.
3.4. El Polo Avenue with El Derby Avenue
This is a cross-shaped intersection which is located at the avenues El Polo and El
Derby; the main avenue is El Derby which has three lanes coming from the east,
but just two coming from the west. On the other hand, there are three lanes
coming from the north. Every lane length is 3.5 meters, as shown in the figure ().
El Derby Avenue has something special: there are three lanes from the east but
they become in two after the intersection. There is a space for pedestrians which
means that if it is necessary, this part that have only two lanes could have three.
Intersection El Derby with El Polo
37
Figure 22 . Intersection 4, El Polo with EL Derby
Traffic light cycle
Figure 23. Phases and cycles of the intersection 4

Geometric Schematic
Figure 24. Geometric schematic for intersection 4
38
The counts were done on Friday 26th August, Sunday 25th September and
26th September.
The values found in Figure 1 are the sum total of the number of cars in
each day, so the maximum number represents the day of the week that have
more density than the other ones, that will have the numbers that we have
to use to represent a critical situation on our intersection. In this way, our
results will be approximated to a realistic situation
As shown in figure () and () the day, of the ones we count, which has the
highest volume of cars was on Friday.
3.4.1.1. Peak day determination: A.M.
MORNING
Monday Friday Sunday
7937 8424 2352
Table 13. Total volume of the peak day in the morning for
the intersection 4
Volume in the Morning

10000
8424
7937
VOLUME OF CARS
8000
6000
4000
2352
2000
0
DAY OF THE WEEK
Figure 25. Total volumes in the morning for the

intersection 4.
39
3.4.1.2. Peak day determination PM
AFTERNOON
8134 8768 6768
Table 14. Total volume of the peak day in the afternoon for
the intersection 4
Volume in the Afternoon

10000 8768
8134
8000
VOLUME OF CARS
6768
6000
4000
2000
0
DAY OF THE WEEK
Figure 26 . Total volumes in the afternoon for the intersection

4.
3.4.2. Peak Hour Determination
To determine the peak hour is necessary know all the counts and the
maximum value in one hour of the day selected before.
40
3.4.2.1. AM
JR. El Polo
557 546 325
209
209
281
Av. Derby
310
644
3.4.2.2. PM
JR. El Polo
379 478 334
115
115
157
Av. Derby
609
865
41
Saturation flow
APPROACH MOVEMENTS PHASE Volume (V)
(s)
LEFT/THRU A 334 1214

N THRU ONLY A 478 1699
RIGHT/THRU A 379 1456
RIGHT/THRU B 865 1659
W
U-TURN/THRU B 609 1540
LEFT/THRU/U-TURN B 157 668
E
THRU ONLY B 230 2674
TABLE . Saturation flow rate from the intersection 4
3.4.4. LOS Determination Form
3.4.4.1. AM
JR. El Polo
B
C B B
1234 B
B C
C
Av. Derby
B
B
B
C
3.4.4.2. PM
42
JR. El Polo
B
B B B
1234 B
B B
B
Av. Derby
C
C
D
E
43

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AO DE LA CONSOLIDACIN DEL MAR DE GRAU

TEACHER: ING. ANDRES SOTIL CHAVEZ, Ph.D.

CASTILLO ROCA, VICTOR GIANCARLOS 1321173

CONTRERAS TINOCO, KEVIN CELSO 1321319

LAURA CASTILLO, CARLOS HENRY 1321064

MAMANI MESCCO, LISBETH 1321192

RUIZ BERETTA, XIMENA ALESSANDRA 1320030

SALAS HUILLCA, JESIFEER 1321393

Analyze the impact of urban development projects in the area of Traffic

Engineering is important because it allow us to predict, analyze and provide

The presence of shopping malls, department stores, housing complexes,

universities, technology institutes, schools, etc. are major attractors travel

centers and pedestrian traffic; causing saturation in urban road traffic

whether in cities in developed countries or developing. In our country, we have

traffic congestion you suffer every day.

investment by foreign state and that is reflected in the construction of new

infrastructure, such as, housing, schools, colleges, universities, shopping

centers, etc. This development is creating certain problems in urban transport

suffering the problems of road congestion.

Therefore, in addressing the course of Traffic Engineering, it will aim to expose

road impact, without trying to cover quite as extensive methodology and

1.1. PROBLEM STATEMENT

This project "Traffic Impact Analysis at intersections of Lima" is made to

and thus intervene in social behavior, benefiting pedestrians, drivers and

the road network in general. It requires a number of steps to take to carry

out the methodology of a TIA such as:

intersections under study: Recognize the project site detail

according to HCM (2000), the network of roads, addresses

vehicular traffic and their respective permitted and / or protected

movements, traffic control devices, time phase traffic lights,

existing signals, track geometry and location of intersections.

traffic; the existing vehicle count is performed for a certain period

3. Finally, an analysis of the intersections such as Geometric

Schematic, Available Turn Movements, Vehicle Counts, Traffic

Light Cycle and Level of Service for each intersection according

to their conditions is performed. After this is done an assessment

of the results and recommendations for improvements in transport

between the months of October and September, in which it is desired to

to the installation of a new building that implies a new vehicle demand,

collapse vehicular forming queues and discomfort in users.

1.2. PROBLEM IDENTIFICATION

any plan expansion.

everywhere and without conscience.

any passenger traveling without as many show no security and quality of

1. El Cortijo Street intersection with Manuel Olguin Avenue

2. El Derby Avenue intersection with Manuel Olguin Avenue

3. Aymaras Street intersection with El Derby Avenue

4. El Polo Avenue intersection with El Derby Avenue

5. El Cortijo Street intersection with Manuel Olguin Avenue

II.MAP OF THE SELECTED INTERSECTIONS

Figure 1. Map of the intersections.

One of the general objectives is to determine the current traffic situation in

For un-signalized intersections it will be necessary to use warranties. In

up to now. Finally, with all the information we collected and analyzed, we

1.3.2. Specific Objectives

Be able to determinate the vial impact and the difference of every

different conditions there will be different characteristics and factors.

determine if it is necessary to improve the intersection and what kind of

solutions we can offer.

The type of methodology to perform is the descriptive because, it seeks to

investigate, measure and evaluate to describe the current transport situation in 4

methodology, divided into the following:

Assessment and recognition of the study area.