HIGHWAY AND TRAFFIC ENGINEERING

ECG564
OPEN-ENDED LAB
SEMESTER II 2021/2022

TITLE OF EXPERIMENT : JUNCTION CAPACITY & LEVEL OF SERVICE STUDY

DATE OF EXPERIMENT : 23 JUNE 2022 – 7 JULY 2022
GROUP : EC2206C4A
GROUP MEMBERS 1. NUR DIANA NADHIRAH BINTI MOHD DIN (2021393433)
2. SYED MUHAMMAD AMIRUL BIN WAN IBRAHIM (2021505067)
3. NURARINA FARHANA BINTI KAMAL HISHAM (2020854008)
4. MUHAMMAD ADAM BIN KHAIRUL ANUAR (2020963481)
5. HANNA HUMAIRA BINTI MOKHTAR (2021505059)

LECTURER : DR MUHAMMAD AKRAM BIN ADNAN

LEVEL OF OPENESS : 3

MARKS COMMENTS
INTRODUCTION
BASIC CONCEPTS
METHODOLOGY 1 2 3 4 5
RESULTS&ANALYSIS 1 2 3 4 5
DISCUSSION 1 2 3 4 5
CONCLUSION 1 2 3 4 5

TOTAL MARKS
1.0 INTRODUCTION
The traffic networks in Malaysia are evolving and the amount of traffic will keep
increasing as a result of the country's fast urbanisation and development. Congestion
will be one issue caused by this in some way. When a road's capacity is at its limit or
beyond its ability to accommodate a significant amount of traffic, congestion occurs.
The goal of the junction capacity research was to ascertain the total capacity of the road
network. A badly performing unsignalized intersection can have an impact on
crossroads that are signalised nearby. In order to prevent the facility from being either
under or over planned, it is vital to make sure that the junction is correctly created
(Erwan, 2007).

Sidra intersection, sometimes referred to as SIDRA, is an integrated software used by

experts in traffic design, operations, and planning to calculate signalised intersection
and network timing as well as junction and network capacity performance. It can be
used to analyse signalised intersections, signalised and unsignalized pedestrian
crossings, fully signalised roundabouts, roundabouts with metering signals, two-way
stop sign and yield sign control, all-way stop sign control, single point interchanges,
freeway diamond interchanges, and diverging diamond interchanges (Sidra, 2020).

SIDRA enables the modelling of distinct movement classes for various vehicle
attributes. These motions can be mapped to different lanes, lane segments, and signal
phases. For signal synchronisation, calculations of signal timing for individual
junctions and network timings, including signal offsets, are made. A particular
technique is utilised to assess signal timings for a range of junctions that are controlled
by a single signal controller.

2.0 BASIC CONCEPT

2.1 PROBLEM STATEMENT

Traffic congestion at junctions that are operated inefficiently can have a negative
impact on the environment. There are a few things to take into account, such the
sufficiency of the road infrastructure and the safety of other road users. Despite the
enormous amount of money that has been spent on acquiring and improving knowledge
in traffic and transportation engineering, long-standing traffic problems have received
very little attention.
In order to address traffic congestion, safety, and associated environmental difficulties,
three (3) problems must be addressed in this road traffic research, and they are as
follows:
1. We need to evaluate the junction performance.
2. We need to use the JKR specification to determine the LOS of the junction
accordingly using manual calculation.
3. We need to find information on SIDRA software (a software used to evaluate
intersection). Informations includes function, method of usage and applicability of the
software.

2.2 THEORETICAL BACKGORUND

High traffic levels might make a junction operate less smoothly. Traffic flow disruption
is significantly influenced by intersections. Thus, the Level of Service (LOS) of an
unsignalized junction is assessed using gap analysis. At the very least, Level of Service
D should be utilised at an effective junction. In order to prevent any accidents, it is also
necessary to take into account the intersection's safety features. LOS divided into
several parts which are A, B, C, D and E.

2.3 OBJECTIVES
The purpose of SIDRA software is,

1. To analyzed uninterrupted traffic flow conditions and merge the analysis

2. To find out the Level of Service (LOS) of the junction based on JKR specification.
3. To evaluate the performance of the selected junction.
4. To operate the suitable software (SIDRA Software) to verify the field works result.
3.0 PROCEDURE

3.1 MANUAL CALCULATION

1. The average running speed of the road was calculated.

2. The volume of movement chosen was converted to pcph unit.

3. The conflicting traffic of the road was determined through which each minor
road movement and the major road right turn, must cross.

4. The total volume of the conflicting traffic of the road was calculated in vph.

5. By referring Table Basic Critical Gap for Passenger Car(sec), the size of the
critical gap, Tc in the conflicting traffic stream was determined.

6. By using graph in Potential Capacity based on Conflicting Traffic Volume

and Critical Gap student must determine the potential capacity of the gaps in
the major traffic stream, Cp, to accommodate each of the subject movements
that would use these gaps.

7. The following formula was used to calculate the percentage of capacity which
is:

8. The capacities were adjusted to account for impendence and the use of shared
lanes.

9. The impendence factor was determined by referring to the graph in

Impedance Factors as a Result of Congested Movements.

10. The actual capacity, Cm was determined.

11. By calculating the difference between the actual capacity, Cm, and junction
volume, the reserve capacity of the lane, Cr, was determined.

12. The Level of Service (LOS) for the unsignalized intersection was
determined by comparing the value of reserve capacity of the lane, Cr with
Level of Service Criteria for Unsignalized Intersection.
 13. If the Level of Service (LOS) as determined was lower than the required
level as for improvements such as channelization, lane use controls or sight
distance improvement should be considered, and the level of service needed to
be recalculated.

14. If the Level of Service (LOS) was still lower than that as required, then
signalization should be considered.

3.2 SIDRA INTERSECTION SOFTWARE

Sidra Intersection Software Input

I. Click “Sign Control” and choose “Give-way /Yield (Two –

Way) E/W Major Road”
II. Click “Layout” then look at the bar on the left. Select
“Intersection”.
III. Click north road and set the “Leg Geometry” to “No Leg” to
make it 3 leg-junction. Then click “Apply”.

IV. Set South/West/East to “Two Way” and fill in the data.

V. Choose “Lane Geometry” and “Lane Configuration” on the left
bar then put all the information based on the survey and click
“Delete” to delete lane or “+App Lane” to add lane. Start with
South. Click “Apply” after done edit the data
VI. Still on “Lane Geometry”, click “Lane Displacement” to set the
lane direction then click “Apply”. Repeat steps 4-5 for West and
East then click “OK” to close the “Lane Geometry”.
VII. Click Volume and change the peak flow period to 15 minutes.
Put the volume of vehicles for each direction.

VIII. Click Priorities and select priority road. Priorities dialog

establishes opposing movement for the selected movement.
Click desirable movements to define them as apposing/not
opposing movement.
IX. Click Vehicle Movement Data and key in the speeds for all the
movement classes.
4.0 DATA ANALYSIS
Table 1.0: Total vehicles by direction and time
Time Vehicles Total
(min) D1 D2 D3 D4 D5 D6
5 3 4 18 2 1 18 46
10 3 2 22 6 - 15 48
15 4 1 16 2 - 12 35
20 2 - 21 1 1 13 38
25 2 - 14 5 1 16 38
30 3 1 5 1 2 8 20
35 6 1 20 1 - 6 34
40 2 1 23 1 - 9 36
45 5 - 10 - 2 10 27
50 4 - 16 4 2 14 40
55 3 - 20 7 - 10 40
60 8 - 18 4 5 21 56
TOTAL 45 10 203 34 14 152 468
VOLUME 45 10 203 34 14 152 468
(vph)

Table 2.0: Total vehicles by direction and types of vehicles

Direction D1 D2 D3 D4 D5 D6 TOTAL
Type of VEHICLES
vehicles
Private car & 44 10 141 34 12 102 343
taxi
Small good 0 0 3 0 0 0 3
vehicles &
van
Medium
good 0 0 0 0 0 0 0
vehicles &
lorries
Heavy good 0 0 0 0 0 0 0
vehicle
Buses 0 0 0 0 0 18 18
Motorcycle 1 0 59 0 2 42 104
TOTAL 45 10 203 34 14 162 468
 Figure 1.0: Vehicle direction movement

Table 3.0: Vehicle Adjustment

Direction D1 D2 D3 D4 D5 D6
Volume 45 10 203 34 14 152
(vph)
Volume 45 10 34
(pcph)

By assuming grade 0%;

Lane 1:
D1 Motorcycle = (1 x 0.5) = 0.5 pcu
Car = (44 x 1.0) = 44 pcu
Total = 45 pcu
= 45 pcu/1hr = 45 pcph

D2 Car = (10 x 1.0) = 10 pcu

Total = 10 pcu
= 10 pcu/1hr = 10 pcph
Lane 2:
D4 Car = (34 x 1.0) = 34 pcu
Total = 34 pcu
= 34 pcu/1hr = 34 pcph
 Figure 2.0: Conversion rate based on Arahan Teknik Jalan

4.1 Manual Calculation referred to Arahan Teknik Jalan 11/87

Direction 1: Left Turn from minor road
Conflicting Traffic, 𝑽𝒄𝟏 = 1
𝑉 + 𝑉6
2 5
= 1
(14 𝑣𝑝ℎ) + (152 𝑣𝑝ℎ)
2
= 159 𝑣𝑝ℎ

Critical Gap, 𝑻𝒄𝟏 = 5.0 sec

(Table 4-3) (LT from minor road – Giveway 4 lane)

Potential Capacity, 𝑪𝒑𝟏 = 1000 pcph

(Figure 4-2)
Actual Capacity, 𝑪𝒎𝟏 = 𝑪𝒎𝟏 = 𝑪𝒑𝟏 = 1000 pcph

Direction 4: Right Turn from major road

Conflicting Traffic, 𝑽𝒄𝟒 = 𝑉5 + 𝑉6
= 14 vph + 152 vph
= 166 vph
Critical Gap, 𝑻𝒄𝟒 = 5.5 sec
(Table 4-3) (RT from major road – 4 lane)

Potential Capacity, 𝑪𝒑𝟒 = 920 pcph

(Figure 4-2)
𝑉
Impedance Factor, 𝑷𝟒 = Percentage of 𝐶𝑝 Utilized, % = 𝐶 4
(Figure 4-3) 𝑝4
34 𝑝𝑐𝑝ℎ
= 920 𝑝𝑐𝑝ℎ 𝑥 100
= 3.70%
 Therefore;
𝑃4 = 1.0
Actual Capacity, 𝑪𝒎𝟒 = 𝑪𝒎𝟒 = 𝑪𝒑𝟒 = 920 𝑝𝑐𝑝ℎ

Direction 2: Right Turn from minor road

Conflicting Traffic, 𝑽𝒄𝟐 = 1
𝑉 + 𝑉6 + 𝑉3 + 𝑉4
2 5
= 1
(14 𝑣𝑝ℎ) + (152 𝑣𝑝ℎ) + (203 𝑣𝑝ℎ) + (34 𝑣𝑝ℎ)
2
= 396 𝑣𝑝ℎ

Critical Gap, 𝑻𝒄𝟐 = 6.5 sec

(Table 4-3) (RT from minor road – Giveway 4 lane)

Potential Capacity, 𝑪𝒑𝟐 = 560 pcph

(Figure 4-2)
Actual Capacity, 𝑪𝒎𝟐 = 𝑪𝒑𝟐 𝒙 𝑷𝟒
= 560 pcph x 1.0
= 560 pcph

Shared Capacity, 𝑪𝑺𝑯 = 𝑉1 + 𝑉2

𝑉 𝑉
(𝐶 1 ) + (𝐶 2 )
𝑚1 𝑚2
= 45 𝑝𝑐𝑝ℎ + 10 𝑝𝑐𝑝ℎ
45 𝑝𝑐𝑝ℎ 10 𝑝𝑐𝑝ℎ
( )+( )
1000 𝑝𝑐𝑝ℎ 560 𝑝𝑐𝑝ℎ

= 875 pcph

Table 4.0: Result of Level of Service (LOS) based on Arahan Teknik Jalan 11/87
Direction 𝑽𝑷 (pcph) 𝑪𝒎 (pcph) 𝑪𝑺𝑯 (pcph) Reserve Capacity, LOS
𝑪𝑹 = 𝑪𝑺𝑯 − 𝑽 (Table 4-4)
D1 45 1000 875 830 A
D2 10 560 865 A
D4 34 920 886 A

Figure 3.0: LOS based on ATJ 11/87 Table 4-4

4.2 SIDRA Software Output

Figure 4.0: Level of Service

Figure 5.0: Intersection Summary

Figure 6.0: Movement Summary

Figure 7.0: Lane Summary

5.0 DISCUSSION

For this experiment we compare the manual calculations using data from our previously
done experiment on analysing junction capacity and level of service(LOS), specifically data
from total vehicles by direction and types of vehicles and total vehicles by direction and time.
From those data we calculated the LOS of the junctions and all had equal LOS of A which is
Free-flow traffic with individual users virtually unaffected by the presence of others in the
traffic stream, the choice of speed and the manoeuvrability are free. The level of comfort is
excellent as the driver needs minimal attention. For a roadway, there is a correlation between
the level of service ratings and the volume, density, and speed of traffic. Urban street traffic
flow and speed are mostly determined by intersection capacity, which is influenced by cross-
street traffic volumes and left turn signal phases.

The second set of data was obtained from Sidra Intersection software where the
characteristics and specifics of the intersection that were obtained while carrying out the earlier
experiment, were logged into the program to generate informational data on the intersection.
In this case we focus of the LOS which all directions show a LOS of A, identical to the manual
calculation results. The Sidra data also shows the average speed for each direction with the
south direction having an average speed of 51.9 km/h, east 51.7 km/h and west 51.8 km/h
where each are above standards for the Malaysian Road Transport Act 1987 - National Speed
Limit (Temporary Cessation) 2006 where the speed limits at school areas should under 35
km/h.

The Sidra program also shows the average delays in each direction of the intersection
with south having a average delay of 9.1 sec. east of 8.6 sec and west of 8.8 sec of delays.
These are considerably small and correlate with the LOS of the intersection but it must be noted
that even relatively small changes in traffic volume or capacity on congested roads can provide
relatively large reductions in traffic delay. The Sidra program also doesn’t provide live data in
where how the road can be affected in situations where there are many cars passing through, in
different weathers and different times of the day. This must be resolved with manual
observation and data collection by students on the intersection and on different situations and
must be compared with one another.

Furthermore, future experiments should be done with more precise measurements of

the road and its features like length and width and also it must be noted that the location and
function of the road is also important and can largely impact the outcome of the experiment.
6.0 CONCLUSION

In conclusion, Sidra is a software use as an aid for design and evaluation that can
analysis the traffic study using some of the required details that translated the manual
calculation to software. For the manual calculation Jabatan Kerja Raya (JKR) Malaysia used
the Arahan Teknik Jalan 11-87 to assess the level of service (LOS) of the intersections in the
manual calculations. In the traffic engineering, the junction that does not operate satisfactorily
in the peak hours means it is over capacity. It is liable to cause congestion. The levels represent
the range of operating conditions defined by measures of effectiveness.

The purpose of Junction Capacity and Level of Service is to evaluate the junction
performance. This laboratory is the continuation of the previous lab of Traffic Volume Study.
The data collected was used to determine the LOS of the junction using the JKR specification.
The CR for the unsignalized intersection must be determined first. The LOS criteria are related
to the CR. The summary of the analysis for all the directions are Level of Service are A which
implies the little or no delay.

Overall, from the laboratory activity, the Level of Service at the unsignalized junctions
are A. Taken as whole, based on the results obtained, it is quite satisfied hence the objective of
the study is successful.
7.0 ORGANIZATION

NAME TASK
SYED MUHAMMAD AMIRUL BIN 1.0 INTRODUCTION
WAN IBRAHIM 2.0 BASIC CONCEPT
(2021505067) - 2.2 THEORETICAL BACKGROUND
- 2.3 PROBLEM STATEMENT
NURARINA FARHANA BINTI KAMAL 2.0 BASIC CONCEPT
HISHAM - 2.1 OBJECTIVES
(2020854008) 3.0 PROCEDURE
NUR DIANA NADHIRAH BINTI MOHD 4.0 RESULTS
DIN - DATA ANALYSIS
(2021393433)
MUHAMMAD ADAM BIN KHAIRUL 5.0 DISCUSSION
ANUAR
(2020963481)
HANNA HUMAIRA BINTI MOKHTAR 6.0 CONCLUSION
(2021505059)