TABLE OF CONTENTS

1.0 TITLE ......................................................................................................................................................................... 2

2.0 INTRODUCTION ..................................................................................................................................................... 2
3.0 OBJECTIVE(S) ........................................................................................................................................................ 2
4.0 THEORETICAL BACKGROUND .......................................................................................................................... 3
5.0 PROBLEM STATEMENT ....................................................................................................................................... 3
6.0 APPARATUS............................................................................................................................................................ 3
7.0 PROCEDURE .......................................................................................................................................................... 4
8.0 DATA ACQUISITION .............................................................................................................................................. 5
9.0 RESULT AND ANALYSIS ................................................................................................................................ 8
9.1 Traffic Volume Analysis .................................................................................................................................... 8
9.2 Junction Capacity Analysis .................................................................................................................................. 10
10.0 DISCUSSION ................................................................................................................................................. 12
10.1 Traffic Volume Study ..................................................................................................................................... 12
10.1 Junction Capacity Study ............................................................................................................................... 13
10.3 Precaution ....................................................................................................................................................... 13
11.0 CONCLUSION ..................................................................................................................................................... 14
12.0 REFERENCE ....................................................................................................................................................... 15
APPENDIX .................................................................................................................................................................... 16

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1.0 TITLE
Intersection and capacity analysis (traffic volume study & junction capacity analysis)

2.0 INTRODUCTION
Traffic flows can be reasonably well when the rate of flow is less than at capacity, but
excessive delay and congestion can occur when the rate of flow is at or near capacity. Planning
and design of highway facilities, the principal purpose is to design or plan facilities that will operate
at flow rates below their optimum rates. However, this objective can be achieved only if a good
estimate of the optimum flow of a facility can be made.
Capacity analysis therefore involves the quantitative evaluation of a road section to carry
traffic. Its application is asset of procedures to determine the maximum flow of traffic that given
road section will carry under prevailing roadway traffic and control conditions. For a given capacity,
the level of operating performance that is, the quality of flow change with the traffic density on the
highway.
The level of operating performance is indicated by the concept of level of service (LOS),
which uses qualitative measures that characterize both operational conditions within a traffic
stream and motorist’ and passengers’ perception of them. Capacity analysis is usually required for
urban unsignalised intersections as their volumes are significantly adequate for the capacity to be
a design control.

3.0 OBJECTIVE(S)
The objective of the experiment is:
I. To determine the capacity and the LOS for unsignalised intersection.
II. To determine the peak hour volume and peak hour factor for unsignalised intersection
III. To identify the traffic composition of unsignalised intersection.

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4.0 THEORETICAL BACKGROUND
High traffic volume can affect the operation of intersection. Intersection has significant
influence for interrupted flow. Gap analysis is used to measure the LOS of an unsignalized
intersection. An efficient intersection shall operate at least at Level of Service D. In addition to
level of Service, the safety aspect of an intersection must also be considered to avoid accident.
Traffic can operated smoothly when the rate of flow is less than at capacity, but excessive
delay and congestion can occur when the rate of flow is at or near capacity. In Planning and
design of highway facilities, the principal purpose is to design or plan facilities that will operate at
flow rates below their optimum rates. However this objective can be archived only if a good
estimate of the optimum flow of a facility can be made.
Ineffective junction operations can cause severe traffic congestion, thus affecting the
surrounding environment. There are several factors that need to be considered including the
safety of road users and adequacy of road infrastructure. Long-standing traffic woes received very
little attention despite the huge investment that has been spent by the in developing and
enhancing expertise in traffic and transportation engineering.

5.0 PROBLEM STATEMENT

Few cases of congestion have been reported occur near the UiTM Pasir Gudang that
located at Bandar Seri Alam. It is believed that bad performance of unsignalized T-Junction is the
major causes of this problem. To determine whether the level of service, LOS at this junction are
sufficient enough to operate without causing a long period disturbance, traffic volume and junction
capacity studies are carried out to determine the performance and the safety of this T-Junction.

6.0 APPARATUS
1. Mechanical hand tally-counters
2. Stopwatch
3. Paper Clipboard & Field Data Form

Figure 6.1: Mechanical Hand Tally-Counters

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7.0 PROCEDURE
The procedures that been used for this traffic volume and junction capacity study is as follows:
1. Necessary preparation had been done in order to avoid any problem from occur.

2. T-Junction road at Jalan Persiaran Seri Alam (nearby Seri Alam Apartment) had been
selected as study location.

3. In order to familiarize with the location, distribute the equipment, fill in the general
information of the tally forms that comprised of observer’s name , time and date of survey
name of site and weather condition, the observer was arrived 15 to 30 minutes earlier at the
site. Current traffic movement was identified (through, left turn and right turn) and started at
the planned time.

4. The location where it is clear, safe and easy to count the traffic was selected by the
observers.

5. A stopwatch was set at desired time and the data was recorded at fixed count interval
which is 15 minutes. The total sample period for this study is 1 hour.

6. For each end of the counting interval, the data will be recorded in the field form and the
mechanical tally-counter will be set to zero.

7. The data that been taken from the site will be used for the study analysis.

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8.0 DATA ACQUISITION

Location: Seri Mutiara Apartment Date: 24/9/2019 Day: Tuesday

Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V2
Table 8.1: Data Collection Form
By type By PCU
Vehicle Time Time interval(min)
Classification interval(min) Total Total

15 30 45 60 PCU 15 30 45 60
Value

Car/taxi 73 53 76 73 275 1.0 73 53 76 73 275

Van/Light good veh 9 5 10 8 32 1.5 13.5 7.5 15 12 48
Medium good veh 4 3 5 4 16 1.5 6 4.5 7.5 6 24
Heavy good veh 1 4 4 3 12 2.0 2 8 8 6 24
Bus 0 0 0 0 0 2.0 0 0 0 0 0
Motorcycle 6 16 10 6 38 0.5 3 8 5 3 19
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 373 390

Location: Seri Mutiara Apartment Date: 24/9/2019 Day: Tuesday

Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V3
Table 8.2: Data Collection Form
By type By PCU
Vehicle Time interval(min) Time interval(min)
Classification Total Total
15 30 45 60 PCU value 15 30 45 60

Car/taxi 12 8 12 8 40 1.0 12 8 12 8 40
Van/Light good veh 0 1 0 1 2 1.5 0 1.5 0 1.5 3
Medium good veh 0 1 1 1 3 1.5 0 1.5 1.5 1.5 4.5
Heavy good veh 0 0 0 0 0 2.0 0 0 0 0 0
Bus 0 0 0 0 0 2.0 0 0 0 0 0
Motorcycle 3 0 0 4 7 0.5 1.5 0 0 2 3.5
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 52 51

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Location: Seri Mutiara Apartment Date: 24/9/2019 Day: Tuesday
Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V5
Table 8.3 Data Collection Form
By type By PCU
Vehicle Time interval(min) Time interval(min)
Classification Total Total
15 30 45 60 PCU value 15 30 45 60

Car/taxi 69 52 54 47 222 1.0 69 52 54 47 222

Van/Light good veh 8 8 5 5 26 1.5 12 12 7.5 7.5 39
Medium good veh 2 5 3 3 13 1.5 3 7.5 4.5 4.5 19.5
Heavy good veh 6 5 4 4 19 2.0 12 10 8 8 38
Bus 0 0 0 0 0 2.0 0 0 0 0 0
Motorcycle 8 12 8 7 35 0.5 4 6 4 3.5 17.5
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 315 336

Location: Seri Mutiara Date: 24/9/2019 Day: Tuesday

Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V4
Table 8.4: Data Collection Form
By type By PCU
Vehicle Time interval(min) Time interval(min)
Classification Total Total
15 30 45 60 PCU value 15 30 45 60

Car/taxi 43 48 50 54 195 1.0 43 48 50 54 195

Van/Light good veh 3 10 6 4 23 1.5 4.5 15 9 6 34.5
Medium good veh 3 3 6 2 14 1.5 4.5 4.5 9 3 21
Heavy good veh 0 0 0 0 0 2.0 0 0 0 0 0
Bus 0 0 0 0 0 2.0 0 0 0 0 0
Motorcycle 14 11 4 8 40 0.5 8.5 5.5 2 4 20
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 272 271

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Location: Seri Mutiara Date: 24/9/2019 Day: Tuesday
Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V7
Table 8.5: Data Collection Form
By type By PCU
Vehicle Time interval(min) Time interval(min)
Classification Total Total
15 30 45 60 PCU value 15 30 45 60

Car/taxi 2 8 3 11 24 1.0 2 8 3 11 24
Van/Light good veh 0 0 0 0 0 1.5 0 0 0 0 0
Medium good veh 2 1 1 0 4 1.5 3 1.5 1.5 0 6
Heavy good veh 0 0 0 0 0 2.0 0 0 0 0 0
Bus 0 0 0 0 0 2.0 0 0 0 0 0
Motorcycle 3 1 3 1 8 0.5 1.5 0.5 1.5 0.5 4
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 36 36

Location: Seri Mutiara Date: 24/9/2019 Day: Tuesday

Time start: 10.40 AM Time finish: 11.40 AM Weather condition: Sunny
Direction: V9
Table 8.6: Data Collection Form
By type By PCU
Vehicle Time interval(min) Time interval(min)
Classification Total Total
15 30 45 60 PCU value 15 30 45 60

Car/taxi 60 57 64 74 255 1.0 60 57 64 74 255

Van/Light good veh 2 1 3 1 7 1.5 4 2 6 2 10.5
Medium good veh 1 0 3 4 8 1.5 1.75 0 5.25 7 12
Heavy good veh 0 5 1 1 7 2.0 0 11.25 2.25 2.25 14
Bus 1 0 1 0 2 2.0 2.25 0 2.25 0 4
Motorcycle 10 14 7 10 41 0.5 3.3 4.62 2.31 3.3 20.5
Pedalcycle 0 0 0 0 0 0.5 0 0 0 0 0
Total 320 316

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9.0 RESULT AND ANALYSIS

9.1 Traffic Volume Analysis

a) Peak Hour Volume (PHV) & Peak Hour Factor (PHF)

Based on the data taken, the traffic volume at Jalan Persiaran Seri Alam T-Junction (nearby Seri
Alam Apartment) that been conducted from 10.40 to 11.40 AM are shown below:

Table 9.1.1: Traffic Volume at 15 Minutes Interval

Time Period Volume (veh)

10.40 – 10.55 AM 345
10.55 – 11.10 AM 332
11.10 – 11.25 AM 344
11.25 – 11.40 AM 344

Peak Hour Volume (PHV) is the maximum number of vehicles that pass a point on a highway
during a period of 60 consecutive minutes. Below shows the PHV value for this study:

Peak Hour Volume = (345 + 332 + 344 + 344) veh / 1 hour

= 1365 veh/hr

Peak Hour Factor (PHF) for this study can be determined by the following formula:

Table 9.1.2: Peak Hour Factor Calculation Form

Calculation Form
The Maximum 15 Min Volume, V15 V15 = (345veh / 15min) x (60min / 1hr)
= 1380 veh/hr

Peak Hour Volume, V V = 1365 veh/hr

Peak Hour Factor, PHF PHF = (1365 veh/hr) / [4 x 1380 veh/hr]
= 0.2473
≈ 0.25

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 b) Traffic Composition

Traffic Composition is the percentage of various classes of vehicles in the Design Hourly
Volume. The various types of vehicles can be grouped in six(6) categories which are motorcycles,
pedal cycles, car & taxi, light van & utility vehicles, medium lorries (2 axle), heavy lorries (3 or
more axles) and busses. Below shows the traffic composition for this study based on the
interpretation of data:

Table 9.1.3: Traffic Composition for Unsignalised T-Junction Road

Vehicle Classification Vehicle Per Hour Percentage (%)

Car / Taxi 1011 74.07
Van / Light Good Vehicles 90 6.59
Medium Good Vehicles 58 4.25
Heavy Good Vehicles 38 2.78
Bus 2 0.15
Motorcycle 166 12.16
Pedalcycles 0 0

Figure 9.1.1: Percentage of Traffic Composition

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9.2 Junction Capacity Analysis

Movement Number 2 3 4 5 7 9
Volume(vph) 373 52 272 315 36 320

Vol.(pcph) see Appendix A 331 34 316

CR = CSH – V

Where;

CR = reserve capacity of the lane in pcph

CSH = Shared lane capacity of the lane in pcph
V = Total volume or flow rate using the lane

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 WORKSHEET FOR ANALYSIS OF T-INTERSECTIONS
STEP 1: LT From Minor Road V9

Conflicting Flow, Vc…………………….. VC9 = 0.5V3+ V2 = 0.5(52) + (373) = (399) vph

Critical Gap, Tc………………………….. TC = (5.0) see Appendix B
Potential Capacity, Cp…………………… CP9 = (790) pcph see Appendix C
Actual Capacity, Cm…………………….. Cm9 = Cp9 = (790) pcph

STEP 2: RT From Major Road V4

Conflicting Flow, Vc …………………….. VC4 = V3+ V2 = (52) + (375) = (425) vph

Critical Gap.Tc …………………………… TC= (5.5) see Appendix B
Potential Capacity, Cp…………………… Cp4= (670) pcph see Appendix C

Percent of Cp Utilized…………………… V4 /Cp4) 100 100 (40)

P4= (0.69) see Appendix D
Impedance Factor…………………………
Cm4= Cp4= (670) pcph
Actual Capacity, Cm……………………...

STEP 3: RT From Minor Road V7

VC7= 0.5V3+V2+V5+V4=0.5(52)+(373)+(315)+(272) = (986) vph

Conflicting Flow, Vc…………

Critical Gap, Tc……………… TC= (7.0) see Appendix B

Potential Capacity, Cp……….. Cp7= (190) pcph see Appendix C

Actual Capacity, Cm…………. Cm7= CP7 x P4= (190) x (0.59)= (131) pcph

V7 V9
SHARED – LANE CAPACITY,CSH  if lane is shared (i.e. 7 and 9)
(V7 /Cm7) +(V9 /Cm9)

Movement No V (pcph) Cm (pcph) CSH(pcph) CR LOS

4 271 670 670 399 B
7 34 131 531 497 A
9 316 790 531 215 C

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10.0 DISCUSSION
In this laboratory, there are two study that been conducted which are Traffic Volume Study
& Junction Capacity Analysis. The study location was located at Jalan Persiaran Seri Alam (T-
Junction nearby Seri Mutiara Apartment). During observation, the free-flow of road is at
intermediate condition. Supposedly, these studies need to be conducted during peak hour. This is
because the road that has a free-flow operation does not represent the performance of the road
junction.

At study location, the weather was sunny with slightly haze. This type of weather may
influence the road user to use covered vehicles such as car due to haze. During this time, there is
no rain event occurs and thus this weather does not drastically affect the number of vehicles on
the road especially at the study location.

10.1 Traffic Volume Study

Traffic Volume Count is a procedure that been used to count the number of vehicles
passing through a road over a period of time. It is usually expressed in terms of Passenger Car
Unit (PCU) and measured to calculate Level of Service of the road and related attributes like
congestion, carrying capacity and identification of peak count is usually done as a part of
transportation surveys.

Traffic Volume Count can be done by various methods depending upon various factors.
Traffic counting falls in two main categories which are manual count and automatic count. In order
to predict traffic flow volumes that can be expected on the road network during specific periods,
knowledge of the fact or surrounding condition is required.

In this study, manual method was selected to be used to count the number of vehicles. For
a learning purpose, Minutely Pattern is the most suitable pattern to be executed and it is sufficient
enough to aid some understand about the traffic flow characteristic. Usually, the recorded data will
be noted down into a field data form for every (15 minute) minute until one hour.

Based on the analysis, it shows that the value of Peak Hour Volume is equal to 1365 veh/hr
with the Peak Hour Factor, PHF value of [0.25]. This indicate that the road is originally not at peak
hour or off-peak during the study. From here, it can be said that the data that being collected does
not represent the peak hour performance of the road junction but it still can be used to determine
the Level of Service, LOS of the road junction.

The study shows that the major group of vehicles that using the road junction is car and its
follow by light good vehicle and medium good vehicles which cover about 74.07% (1011 veh),
6.59% (90 veh) and 4.25% (58 veh) of total traffic composition respectively.

From here, it can be said that the traffic composition for a particular road is influenced by
the surrounding location. In this study, the T-Junction was located at the middle of urban area and
nearby the residential houses. It were predicted that residential houses can increase the number
of population in this urban area. Due to the needs of vehicle especially car, this will increase the
number of vehicles used and thus influence the traffic composition of the study location

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 10.1 Junction Capacity Study
Based on the analysis, it shows that the Level of Service, LOS is depending on the value of
Reserve Capacity, CR. For this study, only three(3) important movements will be analyzed which
are Left Turn From Minor Road (V9), Right Turn From Major Road (V4) and Right Turn From Minor
Road (V7) because this movement are representing the performance of unsignalized T-Junction.

There are several factors that can affect the level of service at unsignalized junction. The
increase in total volume or flow rate would affect the performance at the junction. This is because
there will an increment of road density and thus decrease the vehicle speeds. As the density
increase, the freedom to maneuver will be restricted. This problematic situation may cause more
trouble as the vehicles are more difficult to take a turn at V 9, V4 and V7. Thus, queues may form
behind any significant blockage at which influence to congestion and affect the safety of the road
user at the junction.

10.3 Precaution
There are some precaution that had been taken in this laboratory which is the observer
must wear a light reflecting jacket. The usage of reflecting jacket may help the driver to see the
observer. The safety of the observer was very compulsory. Next, the safety cone also being
applied at the roadside in order to inform the driver to become more alert and aware about the
existence of the observer.

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11.0 CONCLUSION
The capacity in the area that has been study show that the capacity does not over the limit.
Thus, the requirement to increase the number of lanes does not meet. The level of service grade
at the study area is around A to C. This shown that the capacity is still under control and there is
no need to increase the number of lanes. Peak hour factor for the study area considerably low as
the study conducted outside the peak hour which around 10.30AM until 11.30AM while the peak
hour is around 7.00AM to 8.00AM and 5.00PM to 6.00PM. Traffic volume composition show that
the usage of car is highest among bus, medium good vehicle, light good vehicle, heavy good
vehicle and motorcycle. This show that car is the first choice to go to the destination. However,
congestion can happen if there are too many usages of car. This can be overcome by doing
carpooling or taking public transport like bus to go to work or other places. The data obtained in
this study can be collected for short time period which is around 5 to 6 hours as the manual
method was used to collect the data which require manpower. Automatic method should be used
to collect the data for long time period like for a few days or for a week. As a conclusion, the
objectives to determine the peak hour volume, peak hour factor, the traffic composition, capacity
and level of service for unsignalised intersection had been achieved.

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12.0 REFERENCE

https://www.scienceddirect.com/topics/social-sciences/traffic-volume

https://www.slideshare.net/mobile/Abontee/traffic-volume-study

https://www.scribd.com/document/349177321/Unsignalised-Junction-Capacity

http://www.ijscer.com/uploadfile/2015/0429/20150429074741876.pdf

https://prezi.com/m/0dt8a_m/0dt8a_mphj_c/traffic-volume-study-intersection/

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 APPENDIX
Appendix A: Conversion to Passenger Car Unit (PCU) for unsignalised
intersection.
Grade (%)
Type of Vehicle
-4% -2% 0% 2% 4%
Motorcycles 0.3 0.4 0.5 0.6 0.7
Passenger Cars 0.8 0.9 1.0 1.2 1.4
SU 1.0 1.2 1.5 2.0 3.0
WB-50 1.2 1.5 2.0 3.0 6.0
All Vehicles* 0.9 1.0 1.1 1.4 1.7
* If vehicles composition is unknown, these values may be used as an approximation.

Appendix B: Critical Gap Size Selection (TC)

BASIC CRITICAL GAP FOR PASSENGER CARS (Sec)
Average Running Speed (Major Road)
Vehicle Maneuver and
50km/h 90km/h
Type of Control
Number of Lanes on Major Road
2 4 2 4
LT Minor Road
STOP 5.5 5.5 6.5 6.5
GIVE WAY 5.0 5.0 5.5 5.5

RT from Major Road 5.0 5.5 5.5 6.0

Cross Major Road
STOP 6.0 6.5 7.5 8.0
GIVEWAY 5.5 6.0 6.5 7.0

RT from Minor Road

STOP 6.5 7.0 8.0 8.5
GIVEWAY 6.0 6.5 7.0 7.5

ADJUSTMENTS AND MODIFICATIONS TO CRITICAL GAPS (Sec)

Condition Adjustment
LT from Minor Road: Kerb radius> 15 m
- 0.5
or turn angle <60º
LT from Minor Road: Acceleration lane provided - 1.0
Restricted sight distance Up to +1.0
All movement: Population ≥ 250 - 0.5
Note: Maximum total decrease in critical gap = 1.0 sec
Maximum critical gap = 8.5 sec

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Appendix C: Potential Capacity based on Conflicting Traffic Volume and Critical Gap Size

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 Appendix D: Impedance Factors as a Result of Congested Movements

Appendix E: LOS Criteria for Unsignalised Intersection

Reserve Capacity, CR(pcph) EXPECTED DELAY TO

LOS
MINOR ROAD TRAFFIC
400 A Little or No Delay
300 – 399 B Short Traffic Delays
200 – 299 C Average Traffic Delays
100 – 199 D Long Traffic Delays
0 – 99 E Very Long Traffic Delay
* F -

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 Appendix 1: Station Location on Map

Appendix 2: Actual Location at Station C

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Appendix 3: T-Junction road at Jalan Persiaran Seri Alam (Study Location)

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