PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 1 : AGGREGATE IMPACT VALUE TEST

OBJECTIVES

1. To determine the aggregate impact value of aggregate.

APPARATUS

1. Impact testing machine. Consist of a cylindrical hammer of 13.5 kg sliding freely

between two vertical supports. Its fall is automatically adjusted to a height of 380mm.
There is a brass plate over which an open cylindrical steel cup of internal diameter
102mm and internal depth of 50mm is placed and fixed to the brass plate.
Cylindrical metal measure with internal diameter of 75mm and internal depth of 50mm
for measuring aggregate.
2. Tamping rod of 16mm diameter and 600mm long with both ends hemispherical.
3. Sieves: 14.0mm, 10.0mm and 2.36mm.
4. Balance of capacity not less than 500g readable to 0.1g.

THEORY

Impact value of an aggregate is percentage loss of weight of particles passing 2.36mm

sieve by application of load by means of 15 blows of standard hammer and drop, under specified
test condition. The aggregate impact value gives a relative measure of the resistance of an
aggregate to sudden shock or impact, which in some aggregate differs from their resistance to a
slowly applied compressive load. The test gives an idea of toughness of the aggregate to resist
fracture under the impact of moving load. Normally the aggregate impact value of base course is
30, bituminous bound macadam is about 35 and cement concrete base course is 30.

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PAT 303 Highway and Traffic Technology Laboratory Module

PROCEDURE

1. Sieve the aggregate and obtain the portion passing 14mm and retained on 10mm sieve.
2. Wash and dry this aggregate at a constant temperature of 105oC to 110oC for a period not
more than 4 hours. Cool to room temperature before testing.
3. Fill this aggregate in the cylindrical measure and tamp the aggregate in 25 strokes with
the tamping rod. Level the surface using tamping rod as a straight edge.
4. Weight the aggregate in the measure. This weight of the aggregate is used for the
duplicate test on the same material.
5. Transfer the aggregate from the cylindrical measure to the cup and compact the
aggregate by tamping in 25 strokes with the tamping rod.
6. Release the hammer to fall freely on the aggregate. The test sample is subjected to a
total of 15 blows.
7. Remove and weight the aggregate sample from the cup.
8. Sieve the aggregate through 2.36mm sieve.
9. Weight and record the masses of the fractions passing and retained on the sieve.

RESULTS
CALCULATION OF AGGREGATE IMPACT VALUE (AIV)

(AIV) = M2 X 100
M1
Where:

M1 is the mass of the test specimen (g);

M2 is the mass of the material passing the 2.36mm test sieve (g)

Mass of the Mass of the

Aggregate
Mass of the test material passing material retained
Sample No. Impact Value
specimen, M1 (g) the 2.36mm test on the 2.36mm
(AIV)
sieve, M2 (g) test sieve, M3 (g)
A
B
Average of AIV =

DISCUSSION

1. Discuss the classification of the aggregates based on Aggregate Impact Value obtain in
the test.
2. Discuss the suitability of the aggregates in road construction (wearing course) on the basis
of impact value.

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 2 : AGGREGATE CRUSHING VALUE TEST

OBJECTIVES

1. To determine the mechanical strength of aggregate.

APPARATUS

1. Open ended steel cylinder of nominal 150mm internal diameter with plunger and base
plate.
2. Tamping rod of 16mm diameter and 600mm long with both ends hemispherical.
3. Balance of 3kg minimum capacity.
4. Sieves: 14.0mm, 10.0mm and 2.36mm.
5. Compression testing machine capable of applying force of 400kN.
6. Cylindrical metal measure for measuring the sample.

THEORY

When a road aggregate has been manufactured to a specified grading it is stockpiled,

loaded into trucks, transported, tipped, spread and compacted. If the aggregate is weak some
degradation may take place and result in a change in grading and/or the production of excessive
and undesirable fines. Thus an aggregate complying with a specification at the quarry may fail to
do so when it is in the pavement.

Granular base layers and surfacing are subjected to repeated loadings from truck tire and
the stress at the contact points of aggregates particles can be quite high. These crushing tests can
reveal aggregates properties of the problem for design purposes.

The aggregate crushing value gives a relative measure of the resistance of an aggregate to
crushing under a gradually applied compressive load. With aggregate of an aggregate crushing
value higher than 30, the result may be anomalous and in such cases 10% finest value should be
determined instead.

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PAT 303 Highway and Traffic Technology Laboratory Module

PROCEDURE

1. Sieve the aggregate and obtain the portion passing 14mm and retained on 10mm sieve.
2. Wash and dry this aggregate at a constant temperature of 105oC to 110oC for a period not
more than 4 hours. Cool to room temperature before testing.
3. Samples are filled in the cylinder in three layers of approximately equal depth, each
layer being subjected to 25 strokes from the tamping rod distributed evenly over the
surface of the layer.
4. The surface of the cylinder is leveled and the plunger is inserted.
5. Sample is placed between the platens of the testing machine and is loaded in a uniform
rate so that the required 400kN is reached in 10 minutes.
6. The load is then released and the crushed material is removed. Weight the mass of
aggregate.
7. The removed material is sieved on the 2.36mm sieve and the weight of the fraction
passing and retained on the sieve is recorded.

RESULTS
CALCULATION OF AGGREGATE CRUSHING VALUE (ACV)

ACV = M2 X 100
M1
Where:

M1 is the mass of the test specimen (g);

M2 is the mass of the material passing the 2.36mm test sieve (g)

Mass of the Mass of the

Aggregate
Mass of the test material passing material retained
Sample No. Crushing Value
specimen, M1 (g) the 2.36mm test on the 2.36mm
(ACV)
sieve, M2 (g) test sieve, M3 (g)
A
B
Average of ACV =

DISCUSSION

1. Discuss the result obtained in term of toughness of the aggregate.

2. Discuss the suitability of the aggregate for road construction (rigid pavement wearing
course) based on the test result.

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 3 : SPECIFIC GRAVITY AND ABSORPTION OF COARSE

AGGREGATE

OBJECTIVE

1. To determine the specific gravity (bulk and apparent) and absorption capacity of coarse
aggregate

APPARATUS

1. Coarse aggregate 2000 g

2. Sieve size 4.75 mm
3. Buoyancy balance
4. Container
5. Balance
6. Towel

THEORY

The measured water absorption rate and specific gravity of aggregates is routinely used
in design and construction of pavement materials and structures worldwide. The ability to
measure the water absorption and specific gravity of aggregate materials with high degree of
accuracy and repeatability in a short time is critical for engineers and practitioners interested in
the properties of soils and aggregates.

Specifically, in the asphalt mix design industry, the bulk specific gravity and absorption
of the aggregates, both fine and coarse, is crucial for quality asphalt design. Bulk specific gravity
is used to determine the amount of asphalt binder absorbed by the aggregates and the
percentage of voids in the mineral aggregates which are both important in design and quality
control.

Specific gravity is the ratio of weight in air of a unit volume of a material to the weight of
an equal volume of water. Bulk specific gravity is the ratio of the weight in air of a unit volume
of aggregate (including the permeable and impermeable voids in the particles, but not including
the voids between the particles) to the weight of an equal volume of water. Apparent specific

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PAT 303 Highway and Traffic Technology Laboratory Module

gravity is the ratio of the weight in air of a unit volume of the impermeable portion of aggregate
to the weight of an equal volume of water. Absorption is the increase in weight of aggregate due
to water in the pores, but not including water adhering to the outside surface of the particles,
expressed as a percentage of the dry weight.

The coarse aggregate specific gravity test measures coarse aggregate weight under three
different sample conditions:

 Oven-dry (no water in sample).

 Saturated surface-dry (SSD, water fills the aggregate pores).
 Submerged in water (underwater).

Using these three weights and their relationships, a sample’s apparent specific gravity,
bulk specific gravity and bulk SSD specific gravity as well as absorption can be calculated.

The standard coarse aggregate specific gravity and absorption test is:
 AASHTO T 85 and ASTM C 127: Specific Gravity and Absorption of Coarse Aggregate

Specific Gravity Use

Aggregate specific gravity is used in a number of applications including Superpave mix

design, deleterious particle indentification and separation, and materia property change
identification.

Aggregate Absorption Use

Aggregate absorption is the increase in mass due to water in the pores of the material.
Aggregate absorption is a useful quality because:

 High values can indicate non-durable aggregate.

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PAT 303 Highway and Traffic Technology Laboratory Module

 Absorption can indicate the amount of asphalt binder the aggregate will absorb.

It is generally desirable to avoid highly absorptive aggregate in HMA. This is because

asphalt binder that is absorbed by the aggregate is not available to coat the aggregate particle
surface and is therefore not available for bonding. Therefore, highly absorptive aggregates (often
specified as over 5 percent absorption) require more asphalt binder to develop the same film
thickness as less absorptive aggregates making the resulting HMA more expensive.

PROCEDURE

1. Obtain a 2000 g sample of coarse aggregate material retained on the No. 4 (4.75 mm)
sieve. This sample size is based on nominal maximum aggregate size.
2. Dry the material until it maintains a constant mass. Drying should occur in an oven
regulated at 230°F (110°C).
3. Cool the aggregate to a comfortable handling temperature.
4. Immerse the aggregate in water at room temperature for a period of 24 hours.
5. Remove the sample from the water. Roll it in a towel cloth until all visible films of water
are removed. The sample is now in saturated surface dry (SSD) condition.
6. Weigh the sample and obtain its saturated surface dry weight, B (g).
7. Place the SSD sample in the wire basket and determine its weight in water: C (g). * Note
that the wire basket should be immersed to a depth sufficient to cover it and the test
sample during weighing.
8. Remove the sample from the wire basket.
9. Dry the sample to constant weight at a temperature of 110 ± 5 oC (approximately 24 h),
and weigh: A (g)
10. Calculate specific gravity and absorption.

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PAT 303 Highway and Traffic Technology Laboratory Module

RESULTS

Weight A (g)
Weight B (g)
Weight C (g)

DISCUSSION

(Include a discussion on the result noting trends in measured data, and comparing
measurements with theoretical predictions when possible. Include the physical interpretation of
the result, the reasons on deviations of your findings from expected results, your
recommendations on further experimentation for verifying your results, and your findings.)

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 4 : BITUMEN PENETRATION TEST

OBJECTIVE

1. To determine the hardness and consistency of bitumen before it may applied on the road.

APPARATUS

1. Penetration needle
2. Water bath
3. Penetration container
4. Asphalt sample
5. Thermometers
6. Penetrometer

THEORY

This is the most widely used method of measuring the consistency of a bituminous
material at a given temperature. It is a means of classification rather than a measure of quality.
The engineering term consistency is an empirical measure of the resistance offered by a fluid to
continuous deformation when it is subjected to shearing stress.

The consistency is a fuction of the chemical constituents of bitumen, viz the relative
proportions of asphaltenes (high molecular weight, responsible for strength and stiffness), resin
(responsible for adhesion and ductility) and oils (low molecular weight, responsible for viscosity
and fluidity). The type and amount of these constituents are determined by the source petroleum
and the method of processing at the refinery.

Penetration is related to viscocity and ampirical relationships have been developed for
Newtonian materials. Is penetration is measured over a range of temperature susceptibility of the
bitumen can be established.

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PAT 303 Highway and Traffic Technology Laboratory Module

ADVANCED DIGITAL PENETROMETER

GENERAL

Newly invented instrument for determine the consistency of sample from the depth
penetration needle under standard load condition.

RELATED USER DOCUMENTATION

These operating instructions do not contain all the necessary information on the specific
test procedures. Please refer to EN 1426, ASTM D5 or AASHTO T49 for additional testing
information.

MAIN UNIT WITH OPTIONAL ITEMS

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PAT 303 Highway and Traffic Technology Laboratory Module

Closed up view of Control Panel

SET – Press to display the penetration duration (default setting at 5 seconds)

START – Press to drop the needle automatically to begin the test.
MANUAL – Press & Hold which adjusting the needle manually (normally not use)

PROCEDURE
The penetration apparatus is specified in many standards throughout the world but has always the
same basic requirement as ASTM D5.

1. Prepare the bitumen sample in the sample container provided until full & level with the
cup surface and placed in a water bath at the prescribed temperature of test for 1 to 1.5
hours before the test.
2. For normal test the precisely dimensioned needle, loaded to 100 0.05g, brought to the
surface of the specimens at right angles, allowed to penetrate the bitumen for 5 0.1s,
while the temperature of the specimens is maintained at 25 0.1 . The penetration
measured in tenths of a milimeter (deci-milimeter, dmm).
3. Press the main switch to turn on the unit. Now the display will show as follow :-

NOTE :
Make sure the display is showing 5.0 to start the test (not t 5.0)

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PAT 303 Highway and Traffic Technology Laboratory Module

4. Assemble the needle & the required weight (50 g or 100 g). Then lock the needle as
follows :-

5. Push up the Plunger fully to its starting position :

6. Carefully put the transfer disc with the prepared bitumen in the sample container onto
thebase of the unit, avoid hitting the needle:

NOTE :
a) If transfer disc is not supplied, put the sample container directly on the base.
b) If the cooling bath is supplied, connect it to the transfer disc to circulate the water at
25°C or the required temperature.

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PAT 303 Highway and Traffic Technology Laboratory Module

7. Adjust the height of the body by adjusting the back & side adjustor, so that the sharp
tip of the needle is positioned exactly on the bitumen surface :

8. If no cooling bath supplied, fill water into the transfer disc until a depth lower than the
sample surface. Add ice to the water to bring down the bitumen temperature.
9. If no transfer disc supplied, allow the bitumen to cool down by itself or in a 25°C air
conditioned room.
10. When the bitumen has reach 25°C, press the Start Button to begin the penetration test.
11. After 5 seconds of penetration, the display will show the depth of penetration in mm
unit is follows

NOTE :
As a general practice, the reading obtained will be multiply by a factor of 10. The user
should follow his own standard calculation to record the penetration depth.

12. Make at least tree determinations start each with the tip of the needle at least 100mm
apart.

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PAT 303 Highway and Traffic Technology Laboratory Module

DISCUSSION

(Include a discussion on the result noting trends in measured data, and comparing
measurements with theoretical predictions when possible. Include the physical interpretation of
the result, the reasons on deviations of your findings from expected results, your
recommendations on further experimentation for verifying your results, and your findings.)

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 5 : SOFTENING POINT TEST

OBJECTIVES

1. To determine the temperature at which a given bituminous material specimen reaches a

certain degree of softness.
2. To deduce the penetration index (PI) value of the specimens directly from P1 Nomograph

APPARATUS

1. Steel ball
2. Tapered ring made of brasss and conforming to the BSI
3. Ball guide and ring holder
4. Thermometer
5. Beaker
6. Burner

THEORY

The softening point is defined as the bituminous material is softened and sagged
downward at a distance of 25mm under the weight of steel ball. In general, with materials of
these types, softening does not take place at the definite temperature. As the temperature rises,
the bituminous material gradually and imperceptibly changes from brittle or exceedingly SLOW
flowing material to softer and less viscous. For this reason, the determination of the softening
point must be made by a fixed, arbitrary and closely defined method if the results are to
comparable (MS 687: 1995).

This method is useful in determining the consistency of bituminous material assign

element in establishing the uniformity of shipment or sources of supply. (The engineering term
consistency is an empirical measure of the resistance offered by a fluid to continue deformation
when it is subjected to shearing stress). The consistency is a function of the chemical constituents
of bituminous material viz. the relative proportions of asphalrenes, resins and oils. The type and
amount of these constituents are determined by the source of crude petroleum and the method of
processing at the refinery plant (ASTM Designation D36).

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PAT 303 Highway and Traffic Technology Laboratory Module

SET UP INSTRUCTIONS

1. Connect the power accords with the machine, and the indicator light will be lighten.
2. Put the article needs heating on the heating plate, and turn the temperature regulation
knob clockwise to set temperature as needs, and then the heating plate starts to work. The
larger rotating range comes with the higher heating temperature.
3. When the temperature of heating article reaches the required point, turn the knob in the
opposite direction. Turn off the temperature regulation knob when it stops heating, then
the machine stops working.

PROCEDURE

1. Specimens are prepared exactly as specified (ASTM D 36-95) in precisely

2. Dimensioned brass rings and maintained at a temperature of not less than 10°C below the
expected softening point for at least 30 minutes before the test.
3. The rings assembly, and two ball bearings, are placed in a liquid bath filled to a depth
105± 3 mm and the whole a maintained at a temperature of 5 ± 1°C for 15 minutes.[
Freshly boiled distilled water is used for bitumen with a softening point of 80°C or below,
and glycerin is used for softening point greater that 80°C
4. A 9.5 mm steel ball bearing (weighing 3.50 ± 0.05 g) is centered on each specimen and
heat is then applied to the beaker so as to raise the temperature by 5 ± 0.5°C per minutes.
5. The temperature at which each bitumen specimen touches the base plate is recorded to the
nearest 0.2°C.

OPERATING INSTRUCTIONS

1. During initial operation, a slight odor or smoke may be emitted from the heater insulating
material. However, this will dissipate within a few minutes and will not affect the operation
or performance of the hot plate.
2. Be extremely careful when working with corrosive liquids. Use hand and eye protection
when handling hazardous chemicals. Do not use the instrument to heat flammable
substances.
3. The top plate surface would remain hot even the unit has been turned off for some time.
Avoid contact.

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PAT 303 Highway and Traffic Technology Laboratory Module

MAINTENANCE & CLEANING

1. It is strongly recommended to refer maintenance of internal electronics to qualified

technical personnel. Disconnect power supply from the instrument prior to maintenance.
2. Keep the top plate and the chassis clean. In case of spills, unplug the instrument and
remove spills immediately with paper towel of soft cloth. However, do not attempt to clean
the plate surface when is hot. If necessary, clean unit with a non- abrasive cleaner such as
a soft cloth and mild detergent or soap. Do not use aggressive solvents for cleaning.
3. Periodically clean the exterior surfaces of the instrument. Unplug the instrument before
cleaning. During cleaning, ensure that the cleaning agent does not enter the interior of the
instrument. After cleaning, ensure the unit is dry before putting it back in operation.
4. Avoid heating without articles in case of surface coating damage.

RESULTS

Record both the temperature indicated by the thermometer and the corresponding time from the
beginning of the heating toward the end of each 1 minute interval

TIMER TIMER
Temperature Temperature
READING READING
(0C) (0C)
(minutes) (minutes)
0 9
1 10
2 11
3 12
4 13
5 14
6 15
7 16
8 17

Note:
The test is recommended to be done all over again if the difference between the two temperature
of the water bath for two steel balls exceeds 1OC (MS 687:1995).

Softening Point, R = [R1 + R2]

Where, R = average temperature of the water bath for two steel balls.

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PAT 303 Highway and Traffic Technology Laboratory Module

The temperature and the corresponding time at which a tested bituminous material specimen
reaches a certain degree of softness:

Softening Point : _______________ 0C _______________ minutes.

DISCUSSION

(Include a discussion on the result noting trends in measured data, and comparing
measurements with theoretical predictions when possible. Include the physical interpretation of
the result, the reasons on deviations of your findings from expected results, your
recommendations on further experimentation for verifying your results, and your findings.)

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS

LABORATORY 6 : TRAFFIC VOLUME STUDIES

OBJECTIVES

1. To determine vehicle composition in the traffic flow stream.

2. To observe the traffic flow trend and movement pattern.
3. To estimate hourly volume and the average daily traffic (ADT).

APPARATUS

1. Stopwatch
2. Field data form
3. Clip board
4. Mechanical hand tally counters (option)

THEORY

Traffic volume can be defined as the number of vehicles or pedestrians passing a given
point on a lane or carriageway during a specified period of time. Traffic volume studies are
widely known as traffic counts and they are carried out to determine the basic traffic data such as
the number (volumes), classifications and directional movements of roadway vehicles and
pedestrians at a selected location. Traffic volume data can assist in determining traffic flows or
flow rates which describe the number of vehicles or pedestrians per unit time passing (arriving or
departing) a given reference point.

The various volume counts taken over different lengths of time are usually expressed in
vehicles per hour (vph). Other traffic volume characteristics obtained are average annual daily
traffic (AADT), average daily traffic (ADT), peak hour volume (PHV), and vehicle miles of
travel (VMT). The documentation of volume trends, critical flow time periods and the influence
of heavy and slow vehicles or motorcyclists or pedestrians on overall vehicular traffic flow can
be illustrated. The sampling period depends very much on the intended use of the data recorded,
the resources available to the counting agency, the nature of the location being studied and the
type of count. Counting can be done from as low as 5-minutes intervals to as much as a year.
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PAT 303 Highway and Traffic Technology Laboratory Module

PROCEDURE

Manual counts are recorded using either tally sheets or mechanical hand tally counters and
are normally used for period of less than a day. Normal time intervals for a manual count are 5,
10 or 15 minutes.

The procedures of the Manual Count and Observation are as followed:-

1. Perform necessary preparations such as an accurate watch and set to the correct time,
sufficient pens, field data form and clipboards, mechanical hand tally counters that are in
good condition, safety vest and others.

2. Select the study location which can be either a straight road section or intersection. The
size of the data collection team depends on the type of count being performed, the
counting period, the numbers of counting station, the type of intersection, the number of
approaches and lanes and the volume level of traffic.

3. Enumerators should arrived 15 to 30 minutes earlier at the site in order to familiarize with
the location, distribute the equipment, fill in the general information of the tally forms that
comprised of enumerator’s name, time and date of survey, name of site and weather
condition, identify the current traffic movements (through, left turn and right turn) and
begin at the planned time.

4. Select proper observers’ positions so that they can see clearly, safely and easily count the
traffic. Avoid locations which are obstructed. Sketch the layout of the study area and
indicate the counting stations in Figure 1.0.

5. A digital watch or stopwatch is set for the desired count interval required whether 5, 10, or
15 minutes. The total sample period is normally 1 to 3 hours.

6. Each enumerator records the time intervals, vehicle movements and vehicle classification
on his lane and the respective traffic directions with a tick mark on a prepared field data
sheets shown in Figure 1.1. If it is done at intersection, the observer records the movement
for each vehicle that enters the intersection.

7. Each button of push-button, mechanical tally counter only represents a different

classification of vehicle or pedestrian being counted whereas the directional movements
must be recorded in the same tally sheets. At the end of the counting interval, the
enumerator reads the counter, records the data in the form and resets the counter to zero.

8. Repeat step (vii) for every count intervals thereafter.

9. Data forms should be carefully labeled and organized.

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PAT 303 Highway and Traffic Technology Laboratory Module

10. Data are reviewed after the survey for any unusual pattern and for its accuracy. The next
major stage is data ‘treatment’ and then data analysis. (Data ‘treatment’ is a process of
converting tally marks into numbers, summarizing the data by calculating the totals
including data compilation in a format specifically for analysis purpose).

RESULTS

Result of Observation and Analysis

The results of the study may be presented in the following format;

a) In a summary traffic flow tables.

b) Pie chart to show proportions of volume by type of vehicles.
c) Histogram and graph (line graph) to illustrate traffic volume over time.
d) Intersection flow diagram which gives the direction and volume of all movements.
e) Estimate hourly volume and ADT based on data from the manual count.

DISCUSSION and CONCLUSION

Discuss the result obtained and give comments on the traffic volume characteristics for the
studied site.

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

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PAT 303 Highway and Traffic Technology Laboratory Module

UNIVERSITI MALAYSIA PERLIS

TRAFFIC VOLUME STUDY

Sheet No : Date :
Station ID : Time Start / Finish :
Enumerator : Weather

Site / Junction Layout Sketch

Legend :

Remarks :

Figure 1.0 Junction Layout and Dimension

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PAT 303 Highway and Traffic Technology Laboratory Module

DEPARTMENT OF CIVIL ENGINEERING TECHNOLOGY

UNIVERSITI MALAYSIA PERLIS
TRAFFIC VOLUME STUDY

Sheet No : Date :
Station ID : Time Start / Finish :
Enumerator : Weather :
VEHICLE DIRECTIONAL MOVEMENTS
CLASSIFICATION LEFT TURN THROUGH RIGHT TURN

Car / Taxi

Van / Light Goods

Vehicles (LGV)

Medium Goods
Vehicles (MGV)

Heavy Goods
Vehicles (HGV)

Buses

Motorcycles

Pedal Cycle

Others

Figure 1.1 Traffic Counts Tally Sheet

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