NATIONAL UNIVERSITY

FACULTY OF ENGINEERING
DEPARTMENT OF CIVIL ENGINEERING

Redesign of Signalized Intersections For Bashir Elnefeidi Street And Compared With
Actual Signals of:

1. Omak intersection.
2. Almashtal intersection.
3. Abdalla Altayeb intersection.
4. Alshargi intersection.

Final year project submitted as patial fulfillment of the requirements for The Degree of
B.S.C. in civil Engineering

Submitted By:

1. AYA EMADALDEEN SEDAHMED OSMAN

2. HUYAM YASSIR ALI HASSAN
3. OMER MUSTAFA ALNOUR SALIH
4. OSMAN MOHAMMED KHEIR OSMAN
5. YASSIN KHALID ALI ALSAYED

Supervised By:

UST.MOHAMMED ABDALLA MUSTAFA MOHAMMED

Date of summation: FEBRUARY 2023

 ‫اآلية‬

‫قال تعالى‪:‬‬

‫لِ۬ا ه ّ هالذِينَ ءَا َم هنو ْا ِمن هك ْم َوالذِينَ هأوتهو ْا ّ ها ْل ِع ْلمَ د َ َر َٰ َج ٖۖت َو َ‬

‫لِ۬ا ه ب ِ َما‬ ‫ي َ ْر َفع ِ ّ ِ َ‬
‫تَعْ َم هلونَ َخب ِ ٖۖير (‪)11‬‬
‫»سورة المجادلة اآلية‪« 11‬‬

‫صدق هللا العظيم‬

‫‪I‬‬
 DEDICTION

To all of our parents who have a favor on us that reaches the sky, you were our source of
inspiration and strength ,and to our honorable families ,friends and all colleagues who supported
us at all times and were of great help to us.

II
 ACNOWLEDGEMENTS

Praise be to God ,who has blessed us with the blessing of knowledge and we have succeeded to
achieve this degree and we say : O Lord ,praise be to You until you are satisfied and praise be to
You if you are satisfied and praise be to You after satisfaction).
We extend our sincere thanks and great gratitude to Ust. Mohammad Abdulla Mohammad
Mustafa for his generous super vision of this study and for his kind advice and guidance until its
completion.
And to the owners of the greatest merit the family of the National University for whom our
success was a goal. We also express our thanks and gratitude to the College of Civil Engineering
and to everyone who taught us a word.

III
 ABSTRACT

Bashir Elnefeidi Street is one of the major streets that have main intersections in Sudan.it
located in heart of Khartoum. This place consists of all the major educational institution,
companies, a wide range of market, ( So it is one of the most crowded streets in Khartoum
with high density traffic volumes which exceed the capacity of the intersections. In view of
the above, it was necessary to analyze the existing conditions and proffers some alternative
solutions. A field surveys were took at peak hours, for example, in the morning and evening
was conducted. The number of vehicles was counted manually according to directions and
types of the vehicles. From the analysis study it was found that the Level of Service (LOS)
wasn’t effective during morning as well as evening peak hours. This means that the capacity
of the existing road is no longer able to accommodate the traffic flow. One of the alternative
solutions for the congestion that occurs at the intersections is to redesign the signalized
intersections Based on the traffic flow and delay reduction, the goal of this project is to
develop a structured and objective evaluation process to compare alternative design
concepts and evaluate them based on safety performance and access management.

IV
 ‫المستخلص‬

‫شارع بشير النفيدي من الشوارع الرئيسية التي لها تقاطعات رئيسية في السودان ‪ ,‬ويقع في قلب الخرطوم ‪ .‬يتكون هذا المكان‬
‫من جميع المؤسسات التعليمية الكبرى والشركات ومجموعة كبيرة من األسواق (لذلك هو من اكثر الشوارع ازدحاما في‬
‫الخرطوم ذات كثافة مرورية عالية تفوق سعة التقاطعات) و في ضوء ما سبق ‪ ,‬كان من الضروري تحليل الظروف القائمة‬
‫وتقديم بعض الحلول الب ديلة ‪ ,‬حيث تم اجراء ممسوحات ميدانية في ساعات الذروة ‪ ,‬في الصباح والمساء ‪ .‬وتم عد عدد‬
‫المركبات يدويا حسب اتجاهات وأنواع المركبات ‪ .‬تبين من الدراسة التحليلية ان مستوى الخدمة فعاال خالل ساعات الذروة‬
‫الصباحية والمسائية وهذا يعني ان سعة الطريق الحالية لم تعد قادرة على استيعاب تدفق حركة المرور‪ .‬الحلول البديلة‬
‫لالزدحام الذي يحدث عند التقاطعات هي إعادة تصميم التقاطعات باإلشارة بناء على تدفق حركة المرور وتقليل التأخير ‪,‬‬
‫والهدف من هذا المشروع هو تطوير هيكل عملية التقييم المتكامل والموضوعي لمقارنة مفاهيم التصميم البديلة وتقييمها بناء‬
‫على أداء السالمة وإدارة الوصول‪.‬‬

‫‪V‬‬
 TABLE CONTENS
‫ اآلية‬.................................................................................................................................................... I
Dediction ......................................................................................................................................... II
Acnowledgements ......................................................................................................................... III
Abstract ......................................................................................................................................... IV
‫ المستخلص‬.......................................................................................................................................... V
Table contens ................................................................................................................................ VI
Table of figures. ............................................................................................................................. X
List of tables .................................................................................................................................. XI
Abbreviations ..............................................................................................................................XIII
CHPTER ONE: INTRODUCTION ............................................................................................ 2
CHPTER ONE: INTRODUCTION ................................................................................................ 1
1.1Introduction: ............................................................................................................................... 1
1.2Research problem: ...................................................................................................................... 3
1.3Research objectives: ................................................................................................................... 3
1.4Research methodology: .............................................................................................................. 3
1.5Research structure ...................................................................................................................... 3
CHAPTER TWO: LITERATURE REVIEW ............................................................................ 1
CHAPTER TWO: LITERATURE REVIEW ................................................................................. 4
2.1Introduction ................................................................................................................................ 4
2.2Modes of transportation.............................................................................................................. 4
2.3Roadways or highways............................................................................................................... 4
2.3.1 Characteristics of road transportation ..................................................................................... 5
2.3.2 Advantages of roads ............................................................................................................... 5
2.3.3 Requirements of an ideal road ................................................................................................ 5
2.4 Highway planning ..................................................................................................................... 6
2.5 Congestion................................................................................................................................. 6
2.5.1 Traffic congestion .................................................................................................................. 6
2.5.2 Causes of congestion in urban area: ....................................................................................... 6
2.5.3 How should Congestion be measured .................................................................................... 6
2.5.4 Congestion and environmental pollution ................................................................................ 7
2.6 Relation between geometric design and traffic congestion ....................................................... 8
2.7 Traffic engineering .................................................................................................................... 8
2.7.1 Objects of traffic engineering ................................................................................................. 8
2.7.2 Traffic Volume Survey........................................................................................................... 9
2.7.3 Methods of traffic volume survey .......................................................................................... 9
2.8 Capacity................................................................................................................................... 10
2.8.1 The Highway Capacity Manual approach ............................................................................ 10
2.8.2 Capacity of Multilane highway segments ............................................................................ 10
2.9 LOS for multilane highway segments ..................................................................................... 10

VI
2.9.1 The level-of-service concept ................................................................................................ 10
2.9.2 Measures of quantity ............................................................................................................ 11
2.9.3 Free-Flow speed ................................................................................................................... 13
2.10 Traffic Capacity Survey ........................................................................................................ 15
2.10.1 Traffic volume .................................................................................................................... 15
2.10.2 Traffic density .................................................................................................................... 15
2.10.3 Basic capacity..................................................................................................................... 16
2.10.4 Possible capacity ................................................................................................................ 16
2.10.5 Practical capacity................................................................................................................ 16
2.11 Traffic and transportation planning ....................................................................................... 16
2.12 Highway Geometric Design: ................................................................................................. 16
2.13 Design speed: ........................................................................................................................ 17
2.14 Road Types............................................................................................................................ 17
2.14.1 Urban roads ........................................................................................................................ 17
2.14.2 Rural roads ......................................................................................................................... 17
2.15 Topography ........................................................................................................................... 17
2.16 Traffic Characteristics: .......................................................................................................... 18
2.17 Design Hourly Volume and Capacity:................................................................................... 18
2.18 Environmental and Other Factors:......................................................................................... 18
2.19 Sight distances considerations: .............................................................................................. 18
2.20 Stopping sight distance.......................................................................................................... 18
2.21 Overtaking sight distance: ..................................................................................................... 18
2.22 Horizontal alignment design: ................................................................................................ 19
2.23 Vertical alignment design:..................................................................................................... 19
2.24 Road structure ....................................................................................................................... 19
2.25 Krebs ..................................................................................................................................... 19
2.26 Road margins ........................................................................................................................ 19
2.27 Right-of-way ......................................................................................................................... 20
2.28 Camber .................................................................................................................................. 20
2.29 Design speed ......................................................................................................................... 21
2.30 Sight distances considerations: .............................................................................................. 22
2.30.1 Stopping sight distance ....................................................................................................... 22
2.30.2 Crossing sight distance ....................................................................................................... 22
2.30.3 Overtaking sight distance: .................................................................................................. 22
2.31 Horizontal alignment design: ................................................................................................ 22
2.32 Vertical alignment design:..................................................................................................... 22
2.33 Intersection Design ................................................................................................................ 23
2.34 Types of at-Grade Intersections............................................................................................. 24
2.35 T Intersections ....................................................................................................................... 24
2.36 Four-Leg Intersections .......................................................................................................... 25

VII
2.37 Multiple Intersections ............................................................................................................ 26
2.38 Design principles for at-grade intersections .......................................................................... 26
2.41 Traffic Signals ....................................................................................................................... 27
2.42 The Purposes of Traffic Signals ............................................................................................ 27
2.43 How a Traffic Signal Works: ................................................................................................ 27
2.44 Types of traffic signal operation include: .............................................................................. 28
2.45 Advantages of traffic signal: ................................................................................................. 28
2.46 Disadvantages of traffic signal: ............................................................................................. 28
2.47 Definitions related to Intersections and Traffic Signals: ....................................................... 28
CHAPTER THREE:CASE STUDY .......................................................................................... 30
3.1 Introduction ............................................................................................................................. 30
3.2 Location................................................................................................................................... 30
3.3 Data collection......................................................................................................................... 31
3.4 Omak intersection ................................................................................................................... 31
3.5 ALmashtal intersection............................................................................................................ 36
3.6 Abdalla ALtyeb intersection................................................................................................... 41
CHABTER FOUR: METHDOLOGY ...................................................................................... 52
4.1 Introduction ............................................................................................................................. 52
4.2 Critical volume study ............................................................................................................. 52
4.2.1 Omak intersection analysis:.................................................................................................. 52
4.2.2 Calculate peak hour factor ................................................................................................... 56
4.2.4 Abdalla Altayeb intersection analysis: ................................................................................ 61
4.2.5 Alshargi intersection analysis: ............................................................................................. 63
4.3 Capacity analysis .................................................................................................................... 68
4.3.1 Omak intersection (south → north ) ........................................................................... 68
4.4 Design of signalized intersection ......................................................................................... 69
4.3.2 Almashtal intersection ( South → North ) ........................................................................... 70
4.3.3 Abdalla Altyeb intersection ( North → south).................................................................. 72
4.3.4 Alshargi intersection North → South ............................................................................... 74
4.5 HCM method.......................................................................................................................... 76
4.5.1 Omak intersection ................................................................................................................ 76
4.5.2 Almashtal intersection ......................................................................................................... 78
4.5.3 Abdalla Altyeb intersection ................................................................................................. 80
4.5.4 Alsharge intersection ........................................................................................................... 82
4.6 Results and discussion ............................................................................................................. 84
4.6.1 actual cycle length ................................................................................................................ 84
4.6.2 New redesign cycle length ................................................................................................... 84
4.7 Discussion ............................................................................................................................... 85
CHAPTER FIVE CONCLUSION AND RECOMMENDATIONS ........................................ 86
5.1 Conclusion.............................................................................................................................. 86

VIII
5.2 Recommendations: ................................................................................................................. 86
References ..................................................................................................................................... 87

IX
 Table of figures.
FIGURE 2. 1 INFLUENCE OF ROAD GEOMETRY ON FLOW-DENSITY RELATIONSHIP ............................. 8
FIGURE 2. 2 LOS FOR BASIC FREEWAY SEGMENTS WHERE LOS ON BASE SPEED-FLOW CURVES. . 13
FIGURE 2. 3 SPEED-FLOW CURVES FOR MULTILANE HIGHWAYS UNDER BASE CONDITIONS ......... 13
FIGURE 2. 4 LEVELS OF SERVICE EXAMPLES ................................................................................... 15
FIGURE 2. 5 ROAD STRUCTURE ...................................................................................................... 19
FIGURE 2. 6 HEIGHT OF THE CROWN FOR A GIVEN CAMBER AND ROAD WIDTH ............................... 21
FIGURE 2. 7 TYPE OF INTERSECTION “T” INTERSECTION ............................................................... 24
FIGURE 2. 8 TYPE OF INTERSECTION ‘T’ INTERSECTIONS ............................................................... 25
FIGURE 2. 9 MULTIPLY INTERSECTION ........................................................................................... 25
FIGURE 2. 10 FOUR-LEG INTERSECTIONS ....................................................................................... 25
FIGURE 2. 11 MULTIPLY INTERSECTION ........................................................................................ 26
FIGURE 2. 12 (A) GEOMETRIC ELEMENTS OF A SINGLE-LANE MODERN ROUNDABOUT................... 27
FIGURE 2. 13 (B) AN EXAMPLE OF A ROUNDABOUT ........................................................................ 27
FIGURE 3. 1 OMAK INTERSECTION ................................................................................................. 30
FIGURE 3. 2 ALMASHTAL INTERSECTION ....................................................................................... 30
FIGURE 3. 3 ABDALLA ALTYEB INTERSECTION .............................................................................. 30
FIGURE 3. 4 ALSHARGI INTERSECTION ........................................................................................... 30
FIGURE 3. 5 ALSHARGI INTERSECTION ........................................................................................... 51
FIGURE 4. 1TRAFFIC VOLUMES AT PEAK HOUR IN ALSHARGI INTERSECTION .................................. 68

X
 LIST OF TABLES

TABLE 2. 1 RECOMMENDED LEVELS OF SERVICE FOR USE WITH VARIOUS TYPES OF URBAN ROAD . 11
TABLE 2. 2 ILLUSTRATES EXAMPLES OF EACH LEVEL OF SERVICE AS PERCEIVED BY MOTORISTS. .. 12
TABLE 3.4. 1(NORTH \ SOUTH)( PEAK HOUR MORNING TIME (7-9)) ............................................... 32
TABLE 3.4. 2(SOUTH\NORTH) ( PEAK HOUR MORNING TIME (7-9)) ................................................ 32
TABLE 3.4. 3(EAST\WEST) ( PEAK HOUR MORNING TIME (7-9))..................................................... 33
TABLE 3.4. 4 (WEST\EAST) ( PEAK HOUR MORNING TIME (7-9)) .................................................... 33
TABLE 3.4. 5 (NORTH \ SOUTH) ( PEAK HOUR EVENING TIME (3-5)) ............................................... 34
TABLE 3.4. 6 (SOUTH\NORTH) ( PEAK HOUR EVENING TIME (3-5)) ................................................ 34
TABLE 3.4. 7 (EAST\WEST) ( PEAK HOUR EVENING TIME (3-5)) ..................................................... 35
TABLE 3.4. 8 (WEST\EAST) ( PEAK HOUR EVENING TIME (3-5)) ..................................................... 35
TABLE 3.5. 1 (NORTH/SOUTH) ( PEAK HOUR MORNING TIME (7-9)) ............................................... 37
TABLE 3.5. 2 (SOUTH\NORTH) ( PEAK HOUR MORNING TIME (7-9)) ............................................... 37
TABLE 3.5. 3 (EAST\WEST) ( PEAK HOUR MORNING TIME (7-9)) .................................................... 38
TABLE 3.5. 4 (WEST\EAST) ( PEAK HOUR MORNING TIME (7-9)) ................................................... 38
TABLE 3.5. 5 (NORTH/SOUTH) ( PEAK HOUR EVENING TIME (3-5)) ............................................... 39
TABLE 3.5. 6 (SOUTH\NORTH) ( PEAK HOUR EVENING TIME (3-5)) ............................................... 39
TABLE 3.5. 7 (EAST\WEST) ( PEAK HOUR EVENING TIME (3-5)) .................................................... 40
TABLE 3.5. 8 (WEST\EAST) ( PEAK HOUR EVENING TIME (3-5)) .................................................... 40
TABLE 3.6. 1 (NORTH/SOUTH) ( PEAK HOUR EVENING TIME (3-5)) ............................................... 42
TABLE 3.6. 2 (SOUTH\NORTH) ( PEAK HOUR EVENING TIME (3-5)) ................................................ 42
TABLE 3.6. 3(WEST\EAST) ( PEAK HOUR EVENING TIME (3-5)) ...................................................... 43
TABLE 3.7. 1(NORTH/SOUTH) ( PEAK HOUR MORNING TIME (7-9)) ................................................ 44
TABLE 3.7. 2 (SOUTH\NORTH) ( PEAK HOUR MORNING TIME (7-9)) .............................................. 44
TABLE 3.7. 3(EAST\WEST) ( PEAK HOUR MORNING TIME (7-9))..................................................... 45
TABLE 3.7. 4 (WEST\EAST) ( PEAK HOUR MORNING TIME (7-9)) .................................................... 45
TABLE 3.7. 5(NORTH/SOUTH) ( PEAK HOUR EVENING TIME (3-5)) ................................................. 46
TABLE 3.7. 6 (SOUTH\NORTH) ( PEAK HOUR EVENING TIME (3-5)) ................................................ 46
TABLE 3.7. 7(EAST\WEST) ( PEAK HOUR EVENING TIME (3-5)) ...................................................... 47
TABLE 3.7. 8(WEST\EAST) ( PEAK HOUR EVENING TIME (3-5)) ...................................................... 47
TABLE 4. 1 NORTH → SOUTH ( THURSDAY MORNING ) ................................................................ 52
TABLE 4. 2 NORTH → SOUTH (THURSDAY EVENING ) .................................................................. 52
TABLE 4. 3TABLE 4.3 SOUTH → NORTH (THURSDAY MORNING ) ............................................... 53
TABLE 4. 4 SOUTH → NORTH (THURSDAY EVENING ) ................................................................... 53
TABLE 4. 5 EAST → WEST (THURSDAY MORNING )...................................................................... 54
TABLE 4. 6 EAST → WEST (THURSDAY EVENING ) ....................................................................... 54
TABLE 4. 7 WEST → EAST (THURSDAY MORNING ) ...................................................................... 55
TABLE 4. 8 WEST → EAST (THURSDAY EVENING) ......................................................................... 55

XI
TABLE 4. 9 NORTH → SOUTH (SUNDAY MORNING ) ................................................................... 56
TABLE 4. 10 NORTH → SOUTH (THURSDAY EVENING ) ................................................................ 57
TABLE 4. 11 SOUTH → NORTH (SUNDAY MORNING ) ................................................................... 57
TABLE 4. 12 SOUTH → NORTH (THURSDAY EVENING ) ................................................................. 58
TABLE 4. 13 EAST → WEST (SUNDAY MORNING ) ....................................................................... 58
TABLE 4. 14 EAST → WEST (THURSDAY EVENING )..................................................................... 59
TABLE 4. 15 WEST → EAST (SUNDAY MORNING )........................................................................ 59
TABLE 4. 16 WEST → EAST (THURSDAY EVENING ) ..................................................................... 60
TABLE 4. 17 NORTH → SOUTH (THURSDAY EVENING ) .............................................................. 61
TABLE 4. 18 SOUTH → NORTH (THURSDAY EVENING ) ................................................................. 62
TABLE 4. 19 WEST → EAST (THURSDAY EVENING ) ..................................................................... 62
TABLE 4. 20 NORTH → SOUTH (THURSDAY MORNING ) ............................................................... 63
TABLE 4. 21 NORTH → SOUTH (THURSDAY EVENING ) ................................................................. 64
TABLE 4. 22 SOUTH → NORTH (THURSDAY MORNING ) ............................................................... 64
TABLE 4. 23 SOUTH → NORTH (THURSDAY EVENING) ................................................................. 65
TABLE 4. 24 EAST → WEST (THURSDAY MORNING ).................................................................... 65
TABLE 4. 25 EAST → WEST (THURSDAY EVENING )..................................................................... 66
TABLE 4. 26 WEST → EAST (THURSDAY MORNING ).................................................................... 66
TABLE 4. 27 WEST → EAST (THURSDAY EVENING) ...................................................................... 67
TABLE 4. 28 (TABLE SHOWS VALUES OF PHF) .............................................................................. 67
TABLE 4.2. 1 (TABLE SHOWS VALUES OF PHF) .............................................................................. 56
TABLE 4.2. 2 (TABLE SHOWS VALUES OF PHF) ............................................................................. 60
TABLE 4.2. 3 (TABLE SHOWS VALUES OF PHF) ............................................................................. 63
TABLE 4.4 1 DESIGN OF SIGNALIZED INTERSECTION ..................................................................... 70
TABLE 4.4 2 DESIGN OF SIGNALIZED INTERSECTION ...................................................................... 72
TABLE 4.4 3 DESIGN OF SIGNALIZED INTERSECTION ..................................................................... 74
TABLE 4.4 4 DESIGN OF SIGNALIZED INTERSECTION ...................................................................... 76

XII
 List of Abbreviations

Abbreviation Terms
Highway manual method (HCM)
Free flow speed (FFS)
Level of service (LOS)
Stopping sight distance (SSD)
Full overtaking sight distance (FOSD)
Peak hour factor (PHF)
Manual in uniform traffic control devices (MUTCD)

XIII
CHPTER ONE: INTRODUCTION
 CHPTER ONE: INTRODUCTION

1.1 Introduction:
The key factor to development of any modern society is communication. The communication
maybe of information, commodity or human being the communication of information keeps
the society activities going in a particular region for planning and management.
Transportation of commodities produced is needed at production, distribution and
consumption stages. Transportation of human being is required for the exchange of ideas in
decision making and for personal reasons. Also to maintain the law and order in a certain
region, transportation of police force is required. To defend the territory of a country against
the aggression and to guard the borders with foreign territories, the defiance forces require an
efficient transport system [3].
Road space is a scarce resource, and traffic engineers need to ensure that roads are able to
accommodate as much traffic as possible, subject to safety and environmental constraints. In
other words, we need to maximize the capacity of the road. But how is capacity measured,
and what influences it? These questions lie at the core of traffic flow theory, a science which
has attracted both theoretical and empirical analysis. In this chapter there is space only to
introduce the concepts, the principal parameters and some relationships which enable us to
estimate capacity. Further developments of these concepts are given in reference [2].
The smooth, uninterrupted, controlled, and safe movement of traffic on highways can be
provided only through planning and geometric design of highway components on one hand,
and regulation and control on the other hand.
A branch of engineering known as traffic engineering is dedicated towards the study of
regulations for A traffic, characteristics of traffic, controlling and guiding measures of traffic,
flow of traffic at junctions, parking areas, traffic survey, engineering elements of road system
affecting the traffic operation, improvement of traffic facilities in existing towns, safe, rapid,
convenient and economic movement of people and goods, etc. in view of the above it can be
said that the traffic engineering deals with the regulations, direction, and control of vehicular
and pedestrian traffic on road to ensure safe and free use of road. The vehicular traffic has
two components, the human element as driver and his machine as the vehicle. The traffic
engineering also involves the management of traffic, termed as traffic management which
deals with the means and methods adopted to utilize the road system of a town to the
maximum possible extent [3].
The capacity of a road can be described simply as the extent to which it is able to provide for
traffic movement under given circumstances. This description allows for three different
usages of the word 'capacity'. The economic capacity of a road is a term used to describe the
smallest of all traffic volumes which needs to be attained so that a road project is justified by
cost-benefit analysis. In practice, the traffic volume required to justify economically a given
quality of road at one location may be significantly different from that at another, depending
upon the many factors which affect the economic equation, such as the cost of land or the
extent of the congestion experienced on the existing roadway(s) which the new facility is
intended to supplement/replace [2].
1
With the continuous progress of urbanization in Khartoum, vehicle ownership is still rising,
and urban traffic is facing with severe pressure. At the same time, urban traffic accidents
occur frequently, resulting in traffic congestion, reduction of road network operation
efficiency, and adverse losses to the social economy. For traffic accidents on complex urban
road networks, it is urgent to solve the urban traffic problems in order to dredge and reduce
the probability of disaster, to reduce the impact of the road network and maintain the smooth
and efficient operation of the road network traffic [7].
Traffic congestion has consistently reflected city size and structure. Modes, locations, and
intensities have changed over the years, but the common themes remain the concentration of
people and vehicles in major employment centers, and the Inability to manage the convicts
among competing travelers and road users, and to eliminate physical obstructions to
movement [8].
The traffic engineer has a very special relationship with the public at large. Perhaps more
than any other type of engineer, the traffic engineer deals with the daily safety of a large
segment of the public. Although it can be argued that any engineer who designs a product has
this responsibility few engineers have so many people using their product so routinely and
frequently and depending on it so totally. Therefore the traffic engineer also has a special
obligation to employ the available knowledge and state of the art within existing resources to
enhance public safety.
The traffic engineer also functions in a world in which a number of key participants do not
understand the traffic and transportation issues or how they truly affect a particular project
these include elected and appointed officials with decision making power, the general public,
and other professionals with whom traffic engineers work on an overall project team effort
because all of us interface regularly with the transportation System, many overestimate their
understanding of transportation and traffic issues. The traffic engineer must deal productively
with problems associated with naive assumptions plans and designs that are oblivious to
transportation and traffic needs oversimplified analyses, and understated impacts Like all
engineers, traffic engineers must understand and comply with professional ethics codes.
Many a politician has been elected on the promise to do away with traffic congestion and
many civil engineers and transport planners have spent their career attempting to carry out
that promise. However, remarkably few have succeeded and where they have, their successes
have been surprisingly limited in scope and short-lived. Why such persistent failures and
timid advances in the fight against congestion?
Congestion is typically described as a condition that arises when there is too much traffic for
then road on which it travels. This seemingly straightforward definition, however, serves
more to cloud the reality of congestion than to aid understanding. Traffic congestion is a
complex outcome of an exceedingly complex system. As with other complex systems,
understanding the proximate causes of the phenomenon rarely provides enough insight into
the overall system. While many studies of congestion approach the phenomenon intuitively
“at the roadside” using measures of physical flow (capacity, speed, density, etc), this
approach may not ultimately be very productive as it glosses over how congestion affects
overall transport system performance and interacts with non-transport societal objectives
(desired urban form, employment, land prices, etc…).

2
 This chapter will take a step back and seek to outline a number of important factors that must
be considered when seeking to address urban traffic congestion from a policy perspective. In
particular, what should be considered when seeking to label and define congestion and what
should be considered when seeking to understand how it is perceived. It re-examines the
definition of congestion to widen the scope for understanding the phenomenon [7].
1.2 Research problem:
Traffic congestion during peak hours at the intersections of [Omak St, Almashtal St, Abdallh
Altayeb, Alsharge] in which caused delay in trip time and this delay caused by the failure in
design or due to lack of regular maintenance and poor road management through police men
and the availability of traffic lights.
1.3 Research objectives:
1. Compute and calculate the current level of service of each intersection.
2. Provide safe movement and easy flow and increase the speed of traffic at intersection.
3. Use the geometrical design to develop and improve roads.
4. Redesign of signalized intersections.
5. To find out in the method of improvements in the existing transport system.
1.4 Research methodology:
We look forward to make the roads are flow in certain ways by collecting the current data
and calculating the maximum road capacity and the volume flow rate of selected area by
manual observations and (los) methods in peak hours, in which we have more than one
solution for maximizing road capacity, by adding more lanes if the road area conditions are
qualified to add, design of signalized inter section by (HCM)

1.5 Research structure

The research consist of five chapters,
Chapter one: consist of introduction to traffic congestion, research problem, objectives that
clarify the aims of geometric design and the methodology, finally research structure.
Chapter two: deals with previous theories, theoretical review which talk about the causes
effects of congestion, types of road, highway planning ,road capacity and traffic signal.
Chapter three: a case study and it contains the research area, traffic control, information
about the intersection design, draw cycle length.
Chapter four: This chapter consist by consist calculate peak hour factor, traffic volume,
capacity, design of signalized intersection and compare actual cycle length and new redesign
cycle length.
Chapter five: The final chapter consist conclusion of research, recommendations and
references.

3
CHAPTER TWO: LITERATURE REVIEW
 CHAPTER TWO: LITERATURE REVIEW

2.1Introduction
Transportation engineering deals with the planning, design, construction, and maintenance of the
transportation facility. The airport and other facilities for the operation of aircrafts come under
the highway engineering.
The key factor to development of any modern society is communication. The communication
may be of information, commodity, or human being. The communication of information keeps
the society activities going in a particular region for planning and management. Transportation of
commodities produced is needed at production, distribution and consumption stages.
Transportation of human being is required for the exchange of ideas in decision making and for
personal reasons. Also, to maintain the law and order in a certain region, transportation of police
force is required. To defend the territory of a country against the aggression and to guard the
borders with foreign territories, the defiance forces require an efficient transport system.
Inadequate transportation facilities retard the process of socio-economic development of the
country.
Adequate transportation system indicates directly the level of social and economic development
of the country. Therefore, for the rapid overall growth and development of a country, it is
essential to have an efficient and latest modern transportation system.
2.2 Modes of transportation
Human being is surrounded by three basic mediums, viz., land, water, and air, and all these
mediums are used for transportation. By utilizing these mediums, the following four modes of
transportation have been developed:
1) Roadways or highways,
2) Railways,
3) Waterways
4) Airways,
5) Other modes
2.3 Roadways or highways
The roadways or the highways not only include the modern highway system but also the city
streets, feeder roads, and rural roads catering for a wide range of road vehicles and pedestrians.
The road transportation is the only mode which gives maximum service to almost all sectors of
activities requiring transport.
It provides maximum flexibility in terms of travel with reference to route, direction, time, and
speed of travel, etc., through various modes of road vehicles. Door to door service is only
possible by road transport. It also provides a feeder system for other modes of transportation and
not only to supplement them but also to provide independent facility for road travel by a well-
planned network of roads throughout the country[3].

4
2.3.1 Characteristics of road transportation
Some important characteristics of road transport can be summarized as below:
1. All types of vehicles such as animal driven carts, cycles, rickshaws, cars, and trucks can
use it.
2. It is the nearest mode of transport for people or public.
3. It is the only mode of transport which serves the remotest isolated villages.
4. It offers the flexibility of changes in direction of travel as per need, comfort, and
convenience.
5. Overall investment in construction and maintenance of road transport is small compared
to other modes of transportation.
6. Because the road vehicles can directly reach near to the point of destination, it saves time
of travel especially for short distances.
7. For some human being, most pleasant and memorable moments of their life are passed on
roads.
2.3.2 Advantages of roads
A well-arranged network of road system has the following advantages over the other modes of
transport
1. They are essential for economic prosperity and overall development of the country.
2. They are essential from the defiance and military point of view of the country.
3. They are helpful in maintaining law and order by easy movement of police force.
4. They provide easy movement of traffic from one place to another.
5. They help in the growth of trade and other economic activities in and outside the villages and
towns.
6. They are comparatively cheaper and convenient mode of transport in many cases.
7. They establish good commercial links between cities.
8. They serve as a tool for all forms of developments whether industrial, agricultural, or trade.
9. They also serve as feeder lines for railways, waterways, and airways, and thus, help in the
development of these modes of transport.
2.3.3 Requirements of an ideal road
The following are some of the requirements in respect of designs for an ideal road:
1. It should be free from submergence for all time safe movement
2. It should have easy gradient
3. Intelligently erected traffic signs should be provided for safety of the pedestrians and
passengers.
4. The road users must be provided with various amenities along the road, such as sufficient
lighting, watering, fueling stations, shady avenues, grass verges, parking facilities,
restaurants, etc.
5. It should have properly designed curves, good alignment, directness, and visibility.
6. It should have adequate foundation depth for efficiently distributing the traffic load over
sufficient area of formation.
7. The width of the road should be sufficient and camber or cross fall of surface should be as
per requirement[3].

5
2.4 Highway planning
The object of highway planning is to provide a highway system which could give maximum
transportation at minimum cost. It requires a well-defined program to collect data and analyze
the existing conditions. It may also include the analysis to plan for the future requirements 3
The collected data through various surveys aims at related studies for determining the present
state of the whole rural road system and plan for future development region-wise which includes
the estimation of the ultimate cost of owning and maintaining the economically necessary
improved system; with an objective that a definite economically integrated transportation system
may be established and the future of the highway transportation may be protected from the
hazards inherent in a short-sighted and shifting public policy. One very important fact that has
been established by these studies in the realization that needs of urban and rural areas though
different, are still integrated [3].
2.5 Congestion
Congestion is both a physical phenomenon relating to the manner in which vehicles impede each
other’s progression as demand for limited road space approaches full capacity as well as a
relative phenomenon relating to user expectations of road system performance [7].
2.5.1 Traffic congestion
Is one of the worst problems in Khartoum, especially in those metropolises, such as marketing
area. After long-time struggling with traffic congestion, most of researchers realize it is not easy
to eliminate congestion but it is possible to relieve it. A number of traffic congestion studies
focused on improving transportation system but not transportation users’ feelings. Presently,
more and more researchers realize that it is not enough to just study transportation system
capacity and transportation users’ feelings and reactions are also important to decide how to
relieve traffic congestion [7].
2.5.2 Causes of congestion in urban area:
To begin with, the main aspects that cause traffic congestion in the suburban area are the
increase in car use, urban sprawl and fixed work hours. Consequently, the next sections deal with
these causes in greater detail
1. Road capacities are maxed out
2. No real alternatives to driving
3. Driver behavior
4. No priority for public transport
5. Traffic signals aren’t optimized
6. Drivers looking for parking spaces
7. Car usage development
8. Peak hours [1].
9. The inability of the streets to hold a sufficient number of vehicles and to process them at an
adequate speed
10. The inclusion of elements in the traffic stream which hamper its free flow [8].
2.5.3 How should Congestion be measured
Measuring congestion is a necessary step in order to deliver better congestion outcomes.
However, congestion should not be described using a single metric for policy purposes. Such an
approach is sure to obscure either the quantitative aspects of congestion or its relative and

6
qualitative aspects. These two aspects cannot be disassociated and progress in managing
congestion should be based on sets of indicators that capture both of these aspects.
Good indicators can be based on a wide network of roadway sensors but simple indicators based
on less elaborate monitoring can sometimes adequately guide policy.
What is important is to select metrics that are relevant to both road managers (e.g. speed and
flow, queue length and duration, etc.) and road users (e.g. predictability of travel times, system
reliability, etc.). Indicators should be neutral in that they do not contain implied policy goals. In
this context, the use of free-flow speeds should not be used as a direct benchmark to measure
congestion policy outcomes as such an approach implicitly suggests that successful policies
deliver free-flow speeds – an unaffordable goal for peak hour traffic in most cities.
Free-flow speeds might be used as a benchmark of technical system performance but a better
alternative might be to use median speeds or to use some other benchmark or set of benchmark
values such as percentage of maximum legal speed or different speed bands.
Congestion has an impact on both the speed of travel and on the reliability of travel conditions.
It is the latter that may be of greatest concern to individuals and businesses. Thus, congestion
management policies should keep track of travel reliability indicators. These may capture the
variance in travel times or, alternatively, communicate the amount of time buffers road users
have to include in their travel plans to make their trips “on time”.
Insofar as these reliability indicators give an understanding of the quality of travel conditions,
they are important to policymakers seeking to address the qualitative aspects of congestion.
Equally important, but more difficult to measure, is the task of identifying who is adversely
affected by congestion. In cities where citizens have available (and use) quality public transport,
road congestion may not concern as high a percentage of the travelling public as in cities with
low quality alternatives to car use.
Congestion can also have indirect impacts not captured by “on-road”-based assessments (e.g.
increased inventory holdings by manufacturing and retail businesses in response to increased
unreliability of travel conditions). Many non-road users are also exposed to the negative impacts
of congestion. Developing a common framework for measuring the indirect impacts of
congestion, the exposure of urban travelers to congestion across modes as well as including the
impacts of congestion to non-road users remains a significant challenge [3].
2.5.4 Congestion and environmental pollution
Vehicular congestion and atmospheric pollution are two major problems that plague modern
cities, especially in developing countries. The two have causes in common. Congestion is
produced by the operation of motor vehicles on streets and avenues of limited capacity. Pollution
is produced because contaminant emissions, of which vehicles account for a large percentage,
exceed the absorption and dilution capacity of the basin in which the city is located. Therefore, it
is reasonable to expect that transport policies and measures designed to reduce congestion in a
city will also have an effect on air pollution. This chapter describes the influence of vehicular
congestion control measures on emissions of atmospheric contaminants. In addition, based on
measures to ease congestion that were studied for the city of Santiago, Chile, the impact of
pollutants on the population's health is modeled, and finally, the social benefits of reducing
benefits are compared with those derived from cutting atmospheric contaminants [Santiago and Chile,
2003].

7
2.6 Relation between geometric design and traffic congestion
The estimation and knowledge of roadway capacity are essential in the planning, designing, and
operation of transportation facilities. Capacity is greatly influenced by roadway, traffic, and
driver conditions. It is defined in the HCM 2000 as the maximum hourly rate at which persons or
vehicles can be reasonably expected to traverse a point or a uniform segment of a lane or
roadway during a given time period under prevailing roadway traffic, and control conditions 3
Roadway conditions may consist of various geometric parameters that describe roadways, such
as the type of facility, lane width, shoulder width, and horizontal and vertical alignments.
Horizontal alignment, especially horizontal curve characteristics, can have a substantial impact
on traffic flow. For example, on sharp curve s, vehicle s may either reduce their speed or increase
the longitudinal gaps consequently, the flow is reduced. Horizontal alignment is composed of
either straight elements (tangents) or curved elements. Each of these elements has its own
geometric characteristics that influence the maximum traffic flows which can be achieved.
Therefore, capacity flows may vary from one element to another. Roadway capacity loss for two
successive elements is the negative difference in road capacity between both these elements. This
study supposes that the capacity value is affected by highway geometry, as indicated in Fig 2.1
when the road element changes from tangent to curve.
Although the impact of highway geometry on capacity was studied by many researchers, it
seems that no research has been done to investigate the impact of horizontal alignment
characteristics, especially curve radius, on capacity loss. The
present study was undertaken to estimate the impact of highway geometry, with specific
reference to horizontal alignment characteristics, on capacity and capacity loss using traffic and
geometry data from rural, two-lane roads[3].

Figure 2. 1 Influence of road geometry on flow-density relationship

2.7 Traffic engineering
Traffic engineering is that phase of engineering which deals with planning and geometric design
of streets, highways, abutting lands, and with traffic operation thereon, as their use is related to
the safe, convenient, and economic transportation of persons and goods.
2.7.1 Objects of traffic engineering
The traffic engineering has the following objects:
1. To provide smooth and easy flow of traffic at intersections
8
 2. To find out the methods of improvements in the existing transport system and solving
specific problems.
3. To improve the speed of vehicles.
4. To enhance the traffic carrying capacity of roads.
5. To reduce delays in road journey.
6. To reduce the chances of accidents to a minimum.
7. To remove traffic congestion, etc.

2.7.2 Traffic Volume Survey

This survey is usually carried out in urban areas during the peak hours of traffic by keeping in
mind the office hours for mechanical and other vehicles, and pedestrians either independently or
combined. In case the traffic is continuous on the road, the survey can even be carried out for 24
hours 3
The traffic volume survey has the following objects:
1. To determine the total number of vehicles going in up or down direction on straight
roads,
2. To determine the number of vehicles going straight, turning left and right at the road
junctions,
3. To know the number and weight of heavy loaded vehicles using the road, and
4. To know the types of vehicles using the road.
2.7.3 Methods of traffic volume survey
1) Automatic recording.
2) Manual counting.
Automatic recording:
The automatic recorders which are either fixed type or portable type mechanical counters are
used to record automatically the total number of vehicles passing a section of the road in the
specified time. This method has the advantages of recording the total hourly traffic volume
without requiring any supervision and performing the counting for all the 24 hours of the day 3
Thus, it is most suitable for long counts. It has certain disadvantages that if two or more vehicles
pass at a time, the recording is done only for one vehicle, thereby giving inaccurate results. This
method does not give the traffic volumes of various classes of traffic in the stream as well as the
details about their turning movements, and also does not count the pedestrian traffic.
Manual counting
In this method a fled party consisting of few persons collects the necessary data on the prescribed
record sheets at selected points on the road. The method has advantages that it gives exhaustive
and reliable data as it determines classified volume of each category of traffic such as cars,
buses, trucks, auto rickshaws, bicycles, scooters, slow moving vehicles, and pedestrians. It gives
directional movements of vehicles by recording the direction of each class of traffic at
intersections.
It also gives the information about loading conditions or number of occupants in the vehicle. The
drawbacks of this method are that it cannot be employed for 24 hours of the day and also round
the year for practical reasons. The method is also tedious, laborious, and costly as it involves s
the use of manpower [3].

9
2.8 Capacity
The capacity of a road can be described simply as the extent to which it is able to provide for
traffic movement under given circumstances. This description allows for three different usages
of the word 'capacity' [3].
2.8.1 The Highway Capacity Manual approach
Traffic engineers to determine the capacity rate of traffic flow to use in road design, to ensure
that a specified quality of service is provided to the motorists using a new/improved facility. The
procedures can also be used to assess the quality of service provided on an existing road, thereby
indicating whether or not it needs upgrading. While the actual capacity values given in the
highway Capacity manual are generally considered to be directly applicable only in the level-of-
service approach espoused in this document[3].
2.8.2 Capacity of Multilane highway segments
The capacity of a multilane highway under base conditions ranges from 2400 pc/h/ln at 60 mi/h
and decreases in 1000 pc/h/ln increments to 1900 pc/h/ln at a Free-Flow speed [FFS] of 45 mi/h
These are national averages and may vary at different locations. They are also averages across all
lanes, which may actually be distributed in a no uniform manner such that a single lane could
have stable flows at volumes greater than 2200 pc/h/ln [10].
2.9 LOS for multilane highway segments
The description for LOS of freeway segments also applies to multilane highways. The density
criteria are also similar with the exception of LOS F, which begins at 40 pc/mi/ln for 60 mi/h and
increases to a density of > 45 pc/mi/ln at 45 mi/h. Figure 9.8 illustrates the relationship among
base free-flow speed, density, and level of service.
Table 2.1 lists the level of service criteria for multilane highways. Any two of the following three
performance characteristics can describe the LOS for a multilane highway:
Vp = flow rate (pc/h/ln)
S= average passenger car speed (mi/h)
D =density defined as number of cars per mi (pc/mi/ln)
The relationship among the three performance characteristics can be computed using

Equation 2.1

2.9.1 The level-of-service concept

The Highway Capacity manual approach is basically concerned with the quality of service
provided by a roadway at a given rate of traffic flow per lane or per carriageway as perceived by
the driver of the vehicle. Six levels of service are defined for each road type considered. These
are designated as levels of service A through to F, with level A representing flee-flow, low-
volume, high-speed, comfortable operating conditions while level F represents forced-flow, stop-
start, uncomfortable conditions[3].

10
 Table 2. 1 Recommended levels of service for use with various types of urban road

Urban and
Road type Level Rolling Mountainous
suburban
Freeway B B C C
Arterial B B C C
Collector C C D D
Local D D D D

Level of service A conditions on freeways, they are almost completely unimpeded in their
ability to maneuver within the traffic stream, and the effects of minor incidents or breakdowns
are easily absorbed without standing queues being formed. These operating conditions afford the
driver a high level of physical and psychological comfort.
At level B operating conditions vehicles are still able to operate under reasonably free-flow
conditions and traffic maneuvers are only slightly restricted.
Level of service C provides for stable Level of service C provides for stable operations at speeds
that are still at or near the free-flow speed. However, flows are at the stage where freedom of
maneuver within the traffic stream is noticeably restricted and lane changes require additional
care and vigilance by the driver. Minor traffic incidents may still be absorbed but queues can be
expected to form behind any significant blockage. These operating conditions cause the driver to
experience a noticeable increase in tension due to the additional vigilance required for safe
motoring.
Level D is that at which speeds begin to decline slightly with increasing flows, and small
increases in flow within this range cause substantial deterioration in density. Freedom to
maneuver is more noticeably limited, and minor incidents cause substantial queuing because the
traffic stream has little space to absorb disruptions. Drivers experience reduced physical and
psychological comfort levels.
Level of service E lower boundary describes driving conditions at capacity that are extremely
unstable because there are virtually no useable gaps in the traffic stream. A vehicle entering the
mainline, or changing lanes on the mainline, can cause following vehicles to give way to admit
the vehicle; this can establish a disruption wave which works its way through the upstream
traffic flow. At capacity any traffic incident causes a serious breakdown of flow and major
queuing occurs. Freedom to maneuver within the traffic stream is extremely limited, and the
driver's physical and psychological comfort is extremely poor.
Level F describes forced or breakdown flow. It is usually associated with mainline locations
where the number of vehicles arriving is greater than the number that can traverse the locations,
i.e. when the ratio of the arrival flow rate to the capacity exceeds level F operations are typically
observed where traffic incidents cause a temporary reduction in the capacity of a short segment
of freeway, or where recurring points of congestion exist, e.g. at merges or weaving areas [3].
2.9.2 Measures of quantity
There are in practice two ways in which the number of vehicles can be counted on a Road. One
is illustrated by Fig. 2.2 One can photograph a length of road, x, count the Number of vehicles, n,
in one lane of the road at a point in time, and derive a rate per Unit distance this measure is

11
called the concentration of traffic (sometimes referred to as density) and is denoted by the
parameter k (Veh/m). Thus Equation 2.2

Level of service (LOS) is a qualitative measure that describes the operating condition within a
given freeway segment using density (pc/mi) as the quantitative variable and an alphabetic
grading system, ranging from A to F, to convey how the density values are perceived by drivers
and passengers when traveling in the traffic stream at various demand flow rates (pc/h/ln) [10].
The relationship among speed, flow rate, and density is shown in

Equation 2.3

Where
Vp= flow rate (pc/h/ln)
S = average passenger car speed mi/h (km/h)
D = density (pc/mi/ln (pc/km/ln))
Density describes the proximity to other vehicles and thus is a measure of the freedom to
maneuver. Level of service describes how the motorist would evaluate the quality of the driving
experience by using a letter scale very similar to that used to grade the performance of a student.
Figure 9.3a depicts the five speed-flow curves (75–55 mi/h (120–88 km/h)) together with dotted
lines showing the demarcation in density for levels of service A–F at

Table 2. 2 illustrates examples of each level of service as perceived by motorists.

LOS Density (pc/mi/ln)

A ≤11
B >11-18
C >18-26
D >26-35
E >35-45
F Demand exceeds capacity >45

The density ranges and a description of each LOS are as follows.

SOURCE: From a Policy on Geometric Design of Highways and Streets, 2011, AASHTO, Washington,
D.C Used by permission. Photograph by Winston Lung. Used with permission[10].

12
 Figure 2. 2 LOS for basic freeway segments where LOS on Base Speed-Flow Curves.
2.9.3 Free-Flow speed
As shown in Figure 9.7, free-flow speed (FFS) is a constant value beginning at the y-intercept of
each curve and extending to the breakpoint, at which point the value of speed in the traffic
stream diminishes. The breakpoint value is the same value for all free-flow speeds and occurs at
a flow rate of 1400 pc/h/ln. The curves are between 60 and 45 mi/h in 5-mi/h (96 and 72 km/h) 8
km increments. Interpolation is not advised and the range of calculated values are as follows:

5 mi/h: use FFS5 55 mi/h

Note: Maximum densities for LOS E occur at a v/c ratio of 1.00. These are 40, 41, 43, and 45
pc/mi/ln for FFSs of 60, 55, 50, and 45 mi/h, respectively.
SOURCE: From Highway Capacity Manual 2010. Copyright, National Academy of Sciences,
Washington, D.C. Reproduced with permission of the Transportation Research Board[10].

Figure 2. 3 Speed-Flow Curves for Multilane Highways under Base Conditions

SOURCE: From a Policy on Geometric Design of Highways and Streets, 2011, AASHTO, Washington,
D.C Used by permission. Photograph by Winston Lung. Used with permission[10].

13
A B

C D

14
 E F

Figure 2. 4 Levels of service examples

2.10 Traffic Capacity Survey
The traffic capacity survey is essential to determine the traffic capacity of roadway. The traffic
capacity may be defending as the ability of a roadway to accommodate traffic volume. It is
expressed as the minimum number of vehicles in a lane or roadway that can pass a given point in
unit time, usually an hour, i.e., the number of vehicles per hour per lane or roadway. Volume and
capacity of traffic are the measures of traffic flow and have the same unit of measurement. To
differentiate between the two, volume may be said to represent an actual rate of flow and
responds to variations in traffic demand, while capacity indicates the capability or maximum rate
of flow with a certain level of service characteristics that can be carried by the roadway. The
capacity of a roadway depends on a number of prevailing traffic conditions.
The definitions of some of the following related terms used are as follows:

2.10.1 Traffic volume

It is the number of vehicles moving in a specified direction on a given lane that pass a given
point or cross-section during specified unit of time. Traffic volume is expressed as vehicles per
hour or per day.

2.10.2 Traffic density

It is the number of vehicles occupying a unit length of lane of roadway at a given instant of
time. Traffic volume is the product of the traffic density and traffic speed. Traffic density is
expressed as vehicles per kilometer[3].

15
2.10.3 Basic capacity
It is the maximum number of passenger cars that can pass a given point on a lane during one
hour under the most nearly ideal roadway and traffic conditions which can possibly be attained.
2.10.4 Possible capacity
It is the maximum number of vehicles that can pass a given point on a lane during one hour
under prevailing roadway and traffic conditions. When the prevailing conditions of roadway and
traffic approach the ideal conditions the possible capacity approaches to basic capacity.
2.10.5 Practical capacity
It is the maximum number of vehicles that can pass a given point on a lane during one hour
without traffic density being so great as to cause unreasonable delay, hazard, or restrictions to the
driver’s freedom to maneuver the prevailing traffic conditions.
The following expression is used to determine the estimate of theoretical maximum or basic
capacity of a single-lane road:[3].

Where
the Equation 2.4
C = the capacity of a single-lane in vehicle/hour,
V = the speed in kmph, and
S = the average center to center spacing of vehicles in meter when they follow one behind the
other as a queue [3].
2.11 Traffic and transportation planning
There is always a continuing demand for improvements in existing highway facilities in view of
rising trends in the growth of population, traffic, and national productivity. Improper planning of
road network and roadway facilities and poor traffic planning becomes the cause of traffic
accidents, congestion, especially in urban areas. Therefore, the traffic engineering is not limited
to only traffic surveys and control devices but it extends to many other activities such as design,
regulation, planning, and administration 3
Such traffic engineering includes field studies, accident studies, traffic control, design and
planning, special investigations, economic analysis, decision in engineering design, and
administration.
2.12 Highway Geometric Design:
Highway design is the design of geometric elements of the road. It is primarily fixing the
physical dimensions and layout of visible features of highways such as:
1. Highway cross-section elements,
2. Sight distance considerations,
3. Horizontal and vertical alignment details,
4. Intersection elements[3].
The above visible features of a highway need due weight age in design for safe operation of
vehicles on the highways. The design must be such that it takes care of the present needs and

16
future developments. When stage construction is envisaged, it should be possible to improve
upon them at later stage depending on the traffic demand.
The following features affect the geometrics of a highway:
1. Road type.
2. Topography of the area.
3. Traffic characteristics, present as well as future.
4. Design hourly volume and capacity.
5. Environmental and other factors[3].

2.13 Design speed:

A fundamental consideration in the design of a road section is the design speed to be used in
most design guides, the selection of design speeds for road sections of a particular classification
is primarily influenced by the nature of the terrain (e.g. whether level, rolling, or mountainous)
and by motorists' expectations in relation to the free speed at which it is safe to drive (in rural
areas) or legal to drive (in urban areas). The 85th percentile free speed is generally regarded as
the most appropriate choice for design speed[2].
The design speed of the vehicles which plays an important role in deciding the geometrical
aspects of highways depends on the following two factors:
1. Class of road.
2. Class of terrain[3].
2.14 Road Types
The different types of roads have different requirements and specification. Out of all of them, the
design speed is the most important factor controlling the geometric design elements of highways.
It is decided taking into account the overall requirements of the highway. The design speed
standards also depend upon the topography[3].
2.14.1 Urban roads
Design speeds most usually used on urban roads in Britain are 60B, 70A, 85A and
100A km/h for roads with speed limits of 48, 64, 80 and 96 km/h, respectively. Use of these
design speeds normally allows a small margin in each instance for speeds that may be in excess
of the speed limit[2].
2.14.2 Rural roads
The speeds at which motorists travel along road sections are generally individual compromises
between that which will minimize the journey time and the perceived risk associated with high
speed. On straight sections the risk is seen to be small and speeds are essentially determined by
driver preference and vehicle capability, while speeds on road sections in difficult terrain are
governed by the perceived risk associated with each section's geometric[2].
2.15 Topography
The topography or terrain type such as plain, rolling, mountainous, and steep terrain influences
the geometric design of highway significantly. For the different classes of terrain, there is
different design[3].

17
2.16 Traffic Characteristics:
The traffic factors which affect the geometric design of highways are mainly related to vehicular
characteristics and human characteristics of road users. A complex situation arises on urban
roads of developing countries due to mixed traffic flow conditions. The problem is solved by
considering some standard vehicle as the design vehicle. The traffic behavior is also affected by
human factors such as physical, mental, and psychological characteristics of drivers and
pedestrians.
2.17 Design Hourly Volume and Capacity:
The traffic volume or flow keeps on fluctuating with time on a highway from a low volume
during off-peak hours to highest value during the peak hours. Therefore, to avoid uneconomical
design based on the peak hour flow, it is recommended to consider a reasonable volume of traffic
for design, called as design hourly volume.
2.18 Environmental and Other Factors:
The factors such as aesthetics, landscaping, air pollution, noise pollution, and other local
conditions must be given due consideration in road geometrics. Sometimes the arterial high-
speed highways and expressways may be provided for higher speed standards and uninterrupted
flow of traffic by providing grade separated intersections and controlled access[3].
2.19 Sight distances considerations:
Sight distance is defined as the length of carriageway that the driver can see in both the
horizontal and vertical planes. Two types of sight distance are detailed: stopping distance and
overtaking distance.
Sight distance- the length of carriageway visible to a driver in both the horizontal and vertical
planes- is the most important feature in the safe and efficient operation of a highway. From a
construction aspect the standards set for minimum sight distances have a major bearing on the
cost of a road.
Stopping and overtaking sight distances are of special interest to road designers. If
Safety is to be built into all roads, then enough sight distance must be available to drivers in each
lane of a single or dual carriageway road to enable them to stop before striking an object on the
carriageway; this is the safe stopping sight distance (SSD). If efficiency is to be built into a two-
lane single carriageway road, then sufficient sight distance must be available to drivers to enable
them to complete normal overtaking in the face of oncoming vehicles; this is the full overtaking
sight distance (FOSD).
2.20 Stopping sight distance
This is defined as the minimum sight distance required by the driver in order to
Be able to stop the car before it hits an object on the highway. It is of primary importance to the
safe working of a highway.
2.21 Overtaking sight distance:
Overtaking sight distance is of central importance to the efficient working of a given section of
highway. Overtaking sight distance only applies to single carriageways. There is no full
overtaking sight distance (FOSD) for a highway with a design speed of 120km/hr. since this
design speed is not suitable for a single carriageway road[4].

18
2.22 Horizontal alignment design:
Horizontal alignment, which comprises a series of intersecting tangents and circular
Curves (with or without transition curves) is a most important feature affecting the safety,
efficiency and cost of a road. Several studies have indicated that highway curves exhibit higher
accident rates than tangent sections[2].
2.23 Vertical alignment design:
Vertical alignment design refers to the design of the tangents and curves which compose the
profile of the road. Its primary aim is to ensure that a continuously unfolding ribbon of road is
presented to motorists so that their anticipation of directional change and future action is
instantaneous and correct[2].
2.24 Road structure
The road or highway structure essentially consists of subsoil sub grade, base, and surfacing the
road structure should be designed carefully for the traffic load to be carried by the highway,
physical and geological features, climatic conditions of the area, and various other factors
affecting the stability and utility of the highway[3].

Figure 2. 5 Road structure

2.25 Krebs
The Krebs are provided to indicate the boundary between the road pavement and shoulder, or
footpath or islands The Krebs are provided to indicate the boundary between the road pavement
and shoulder, or footpath or islands.
2.26 Road margins
The various elements included in the road margins are shoulders, parking lanes, frontage roads,
driveways, cycle track, footpath, guard rails, and embankment slope.
Shoulders: The extended width of the carriageway on both sides forms the shoulders. They are
provided along the road mainly to act as emergency lane for the vehicle which has been forced to
move out of the pavement and to act as service lane for the vehicles that have been broken down
or damaged.
The shoulders should have sufficient load bearing capacity to support a truck load even in wet
weather. The surface of the shoulder should be rough as compared to that of the adjacent traffic
lane. For a distinct vision, the color of the shoulder surface is kept different from the pavement
surface.
The minimum shoulder width recommended by the IRC is 2.50 m but desirably it should be 4.60
m in width if the site conditions permit[3].
Parking lanes: The parking lanes are provided in urban roads to allow kerns parking.

19
 As far as possible, only parallel parking should be allowed for safer movement of vehicles. Also
the clearance available between the parked vehicles and the edge of the adjacent lane is more in
the case of parallel.
Parking. The parking lane should have sufficient width, preferably 3.00 m for parallel
parking.
Frontage roads: The frontage roads are provided to give access to properties along an
important highway. These roads run parallel to the highway and they are isolated by a
separator. They are attached to the highway at selected points, preferably by grade
separations.
Driveways: The driveways connect the highway with commercial establishments like
fuel stations, service stations, etc. Driveways should be properly designed and located,
fairly away from an intersection. The radius of the driveway curves should be kept as
large as possible, but the width of the driveway should be the minimum to reduce the
length of the cross-walks.
Cycle track: The cycle track should be provided in urban areas when the volume of
cycle traffic on the road is very high. A minimum width of 2.00 m is provided for cycle
track and the width may be increased by 1.00 m for each additional cycle lane. The
layout of the cycle track should be carefully decided in large highway intersections and
traffic rotaries.
Footpaths: The footpaths, also called as sidewalks, are provided in urban roads with
heavy vehicular as well as pedestrian traffic for the safety of the pedestrians, and to
reduce the chances of accidents.
They are usually provided on either side of the road with a minimum width of 1.30 m,
and it can be increased depending on the volume of pedestrian traffic. To encourage the
use of footpaths, the surface of the footpaths is made smooth and comfortable.
2.27 Right-of-way
The term right-of-way or road land is used to indicate the area of land acquired by the
highway authority in the initial stage of construction of the new road along the road
alignment for the purpose of future developments, especially for widening of the road.
The road side developments start taking place once the construction of a particular road
is approved, and therefore, it is desirable to control the developmental activities on
either side of the road boundary including the land acquired for the right-of-way. To
control such activities, building lines and control lines are decided at suitable distances
from the road boundary.
2.28 Camber
The cross-section, also known as cross-fall or transverse slope, of road surface has convexity
upwards and the highest point on the curved surface of the road is known as crown. The camber
is defending as the slope of the surface line joining the crown and the edge of the road surface.
The camber is expressed
as 1 in n which means 1 vertical to n horizontal. For example, if the width of the road is 50 m
and the camber is 1 in 50, then the crown will be at a distance height of 0.50m from the edge of
the road (Fig. 2.4)[3].

20
 Figure 2. 6 Height of the crown for a given camber and road width
The camber is also sometimes expressed as percentage of road width. Therefore, 1 in 50 can be
written as 2 %, i.e., for the road width of 100 m the crown height will be 1.00 m to provide the
camber of 2 % or 1 in 50. Thus, for a road width of 50 m the camber can be calculated as below

Equation 2.5

The camber is provided to the road surface to drain off water from the road surface. Drainage
and quick disposal of water from the pavement surface by providing camber is considered
important because of the following two reasons:

 To prevent the entry of surface water into the sub grade soil through
pavement. If the water enters into the sub grade and the soil gets soaked, the stability, surface
condition, and life of the pavement gets adversely affected.
 To remove the rain water from the pavement surface as quickly as possible and to allow the
pavement to get dry soon after the rains Water on the pavement surface considerably
decreases the skid resistance quality of the pavement and makes the surface slippery and
unsafe for high speed vehicles[3].

2.29 Design speed

A fundamental consideration in the design of a road section is the design speed to be used in
most design guides, the selection of design speeds for road sections of a particular classification
is primarily influenced by the nature of the terrain (e.g. whether level, rolling, or mountainous)
and by motorists' expectations in relation to the free speed at which it is safe to drive (in rural
areas) or legal to drive (in urban areas). The 85th percentile free speed is generally regarded as
the most appropriate choice for design speed[2].

The design speed of the vehicles which plays an important role in deciding the geometrical
aspects of highways depends on the following two factors:
i. Class of road, and
ii. Class of terrain[3].

21
2.30 Sight distances considerations:
Sight distance is defined as the length of carriageway that the driver can see in both the
horizontal and vertical planes. Two types of sight distance are detailed: stopping distance and
overtaking distance.
Sight distance- the length of carriageway visible to a driver in both the horizontal and vertical
planes- is the most important feature in the safe and efficient operation of a highway. From a
construction aspect the standards set for minimum sight distances have a major bearing on the
cost of a road.
Stopping and overtaking sight distances are of special interest to road designers. If
Safety is to be built into all roads, then enough sight distance must be available to drivers in each
lane of a single or dual carriageway road to enable them to stop before striking an object on the
carriageway; this is the safe stopping sight distance (SSD). If efficiency is to be built into a two-
lane single carriageway road, then sufficient sight distance must be available to drivers to enable
them to complete normal overtaking in the face of oncoming vehicles; this is the full overtaking
sight distance (FOSD)[4].

2.30.1 Stopping sight distance

This is defined as the minimum sight distance required by the driver in order to
Be able to stop the car before it hits an object on the highway. It is of primary importance to the
safe working of a highway[4].
2.30.2 Crossing sight distance
When two vehicles coming in opposite directions, on seeing each other, they have to reduce their
speed to enable each other for avoiding head-on collision. The sight distance provided for this
purpose is known as crossing sight distance. This generally happens for roads with restricted
width or single-lane highway permitting two-way traffic movements. The crossing sight distance
is usually taken as double of the stopping sight distance. Thus CSD = 2 × SSD[3].
2.30.3 Overtaking sight distance:
Overtaking sight distance is of central importance to the efficient working of a given section of
highway. Overtaking sight distance only applies to single carriageways. There is no full
overtaking sight distance (FOSD) for a highway with a design speed of 120km/hr. since this
design speed is not suitable for a single carriageway road[4].
2.31 Horizontal alignment design:
Horizontal alignment, which comprises a series of intersecting tangents and circular
Curves (with or without transition curves) is a most important feature affecting the safety,
efficiency and cost of a road. Several studies have indicated that highway curves exhibit higher
accident rates than tangent sections.
2.32 Vertical alignment design:
Vertical alignment design refers to the design of the tangents and curves which compose the
profile of the road. Its primary aim is to ensure that a continuously unfolding ribbon of road is
presented to motorists so that their anticipation of directional change and future action is
instantaneous and correct[2].

22
2.33 Intersection Design
An intersection is an area, shared by two or more roads, whose main function is to provide for
the change of route directions. Intersections vary in complexity from simple intersections, which
have only two roads crossing at a right angle to each other, to more complex intersections, at
which three or more roads cross within the same area.
Intersections are classified into three general categories: grade-separated without Ramps, grade-
separated with ramps (commonly known as interchanges), and at-grade. Grade separated
intersections without ramps usually consist of structures that provide for traffic to cross at
different levels (vertical distances) without interruption.
Provision is not provided for one of the intersecting roads to connect with the other intersecting
road, thereby eliminating all potential conflicts between intersecting streams of traffic. Grade-
separated with ramps intersections also consist of structures that provide for traffic to cross at
different levels (vertical distances) without interruption, but ramps are provided that allow traffic
from one intersecting road to connect with another intersecting road.
The potential for crashes at grade-separated intersections with ramps is reduced because many
potential conflicts between intersecting streams of traffic are eliminated. At-grade intersections
do not provide for the flow of traffic at different levels and therefore there exist conflicts
between intersecting streams of traffic[10].

23
 Figure 2. 7 Type of intersection “T” Intersection
2.34 Types of at-Grade Intersections
The basic types of at-grade intersections are
T or three-leg intersections which consist of three approaches;
Four-leg or cross intersections, which consist of four approaches; and
Multiple intersections, which consist of five or more approaches[10].

2.35 T Intersections
Figure 2.7 shows examples of different types of T intersections ranging from the simplest shown
in Figure 2.7 to a channelized one with divisional islands and turning roadways shown in Figure
2.7 Channelization involves the provision of facilities such as pavement markings and traffic
islands to regulate and direct conflicting traffic streams into specific travel paths. The
intersection shown in Figure 2.7 is suitable for minor or local roads and may be used when minor
roads intersect important highways with intersection angle less than 30 degrees from the normal.
This type of intersection is also suitable for use on rural two-lane highways that carry light
traffic.
At locations with higher speeds and turning volumes, which increase the potential for rear-end
collisions between through vehicles and turning vehicles, an additional area of surfacing or
flaring is usually provided, as shown in Figure 2.7 In this case, the flare is provided to separate
right turning vehicles from through vehicles approaching from the east. In cases where left-turn
volume from a through road onto a minor road is sufficiently high but does not require a separate
left-turn lane, an auxiliary lane may be provided, as shown in Figure 2.7.
This provides the space needed for through-vehicles to maneuver around left-turning vehicles
which have to slow down before making their turns. Figure 2.7 shows a channelized T
intersection in which the two-lane through road has been converted into a divided highway
through the intersection[10].

24
 Figure 2. 8 Type of intersection ‘T’ Intersections
2.36 Four-Leg Intersections
Four-leg intersection the intersection shown in Figure 2.8 is used mainly at locations where
minor or local roads cross, although it also can be used where a minor road crosses a major
highway. In these cases, the turning volumes are usually low and the roads intersect at an angle
that is not greater than 30 degrees from the normal. When right-turning movements are frequent,
right-turning roadways, such as that shown on the north approach of Figure 2.8 can be provided.
This type of design is also common in suburban areas where pedestrians are present. The layout
shown in Figure 2.8 is suitable for a two-lane highway that is not a minor crossroad and that
carries moderate volumes at high speeds or operates near capacity.
Figure 2.8 shows a suitable design for four-lane approaches carrying high through and turning
volumes. This type of intersection is usually signalized[10].

Figure 2. 9 Multiply Intersection

Figure 2. 10 Four-Leg Intersections

25
2.37 Multiple Intersections
Multiple intersections have five or more approaches, as shown in Figure 2.9 Whenever Possible;
this type of intersection should be avoided. If possible, one or more legs should be realigned to
remove some of the conflicting movements from the major intersection and thereby improve
safety and operations. In Figure the diagonal leg of the intersection is realigned to intersect the
upper road at a location some distance away from the main intersection. These results in the
formation of an additional intersection but with the multiple intersections now converted to a
four-leg intersection.
There are two important factors to consider when realigning roads in this way: The diagonal
road should be realigned to the minor road and the distance between the intersections should be
such that they can operate independently. A similar realignment of a six-leg intersection is
shown in Figure 2.9 resulting in two four-leg intersections. In this case, it is also necessary for a
realignment to be made to the minor road. For example, if the road in the right-to-left direction is
the major road, it may be better to realign each diagonal road to the road in the top-to-bottom
direction, thereby forming two additional T intersections and resulting in a total of three
intersections.
Again, the distances between these intersections should be great enough to allow for the
independent operation of each intersection[10].

Figure 2. 11 Multiply Intersection

2.38 Design principles for at-grade intersections
The fundamental objective in the design of at-grade intersections is to minimize the severity of
potential conflicts among different streams of traffic and between pedestrians and turning
vehicles. At the same time, it is necessary to provide for the smooth flow of traffic across the
intersection. The design should therefore incorporate the operating characteristics of both
vehicles and pedestrians using the intersection.
For example, the corner radius of an intersection pavement or surfacing should not be less than
either the turning radius of the design vehicle or the radius required for design velocity of the
turning roadway under consideration. The design should also ensure adequate pavement widths
of turning roadways and approach sight distances. This suggests that at-grade intersections
should not be located at or just beyond sharp crest vertical curves or at sharp horizontal curves.
The design of an at-grade intersection involves the design of the alignment, the design of a
suitable channelizing system for the traffic pattern, the determination of the minimum required
widths of turning roadways when traffic is expected to make turns at speeds higher than 24 km/h,
and the assurance that the sight distances are adequate for the type of control at the intersection.

26
The methodology presented later in this chapter for determining minimum sight distances should
be used to ensure that the minimum required sight distance is available on each approach. The
sight distance at an approach of an at-grade intersection can be improved by flattening cut slopes,
removing vegetation, and lengthening vertical and horizontal curves. Approaches of the
intersection should preferably intersect at angles which are not greater than 30 degrees from the
normal[10].

Figure 2. 12 (a) Geometric Elements of a single-lane modern roundabout

Figure 2. 13 (b) An example of a roundabout

SOURCE: (a) From a Policy on Geometric Design of Highways and Streets, 2011, AASHTO,
10
Washington, D.C Used by permission. (b) Photograph by Winston Lung. Used with permission
2.41 Traffic Signals
Traffic signals are electrically operated traffic control devices that provide indication for roadway users to
advance their travels by assigning right-of-way to each approach and movement Factors to install traffic
signals are Analysis of traffic volume data, crash history, roadway geometry, and other field conditions 12
2.42 The Purposes of Traffic Signals
In general, a traffic signal is installed at an intersection to [Traffic signs manual].
1. Improve overall safety.
2. Decrease average travel time through an intersection, and consequently increase capacity.
3. Equalize the quality of service for all or most traffic streams.
2.43 How a Traffic Signal Works:
Traffic signals are designed to allow for the safe and efficient passage of road users when demand
exists[12].

27
2.44 Types of traffic signal operation include:
1. Pre-timed.
2. Semi-actuated.
3. Fully-actuated.
4. Adaptive.
Pre-timed signals give right-of-way to movements based on a predetermined allocation of time.
Semi-actuated signals use various detection methods to identify roadway users on the minor approaches.
While fully-actuated signals recognize users on all approaches[12].
2.45 Advantages of traffic signal:
1. A potential reduction in some types of crashes.
2. Provision for pedestrians to cross the street.
3. Possible improvements in capacity and possible reductions in delays.
2.46 Disadvantages of traffic signal:
1. The traffic signals are costly to install.
2. A poorly designed signal can have negative impact.
3. Difficulties might occur when the signal installations break down.
2.47 Definitions related to Intersections and Traffic Signals:
Cycle: One complete sequence (for all approaches) of signal indications (greens, yellows, reds).

Cycle length: The total time for the signal to complete one cycle (given the symbol C and usually
expressed in seconds).
Phase: The sum of the displayed green, yellow, and red times for a movement or combination of
movements that receive the right of way simultaneously during the cycle. The sum of the phase lengths
(in seconds) is the cycle length.
Green time: The amount of time within a cycle for which a movement or combination of movements
receives a green indication; this is expressed in seconds and given the symbol G 12
Yellow time: The amount of time within a cycle for which a movement or combination of movements
receives a yellow indication. This is expressed in seconds and given the symbol Y [Traffic signs manual].
This time is referred to as the change interval, as it alerts drivers that the signal indication is about to
change from green to red.
Red time: The amount of time within a cycle for which a movement or combination of movements
receives a red indication. This is expressed in seconds and given the symbol R 12
All-red time: The time within a cycle in which all approaches have a red indication, this expressed in
seconds and given the symbol AR.
This time is referred to as the clearance interval, because it allows vehicles that might have entered at the
end of the yellow interval to clear the intersection before the green phase starts for the next conflicting
movement(s).
Saturation Flow Rate: The saturation flow rate is the maximum hourly volume that can pass through an
intersection, from a given lane or group of lanes, if that lane (or lanes) were allocated constant green over
the course of an hour[12].

28
CHAPTER THREE:CASE STUDY
 CHAPTER THREE:CASE STUDY
3.1 Introduction
The volume of traffic on any road is measured by the number of vehicles that pass a certain point
or station on the road during certain period of time. Vehicle time traffic studies and survey are
conducted to analyze traffic characteristic and this studies helped in deciding the structure design
result. Traffic restrictions has been used to study the status quo of the intersection between
[Omak street , Almashtal , Abdalla Altyeb and Alshargi ] because of the traffic jam at the
intersection at rush hour times 7am-9am and 3pm_5pm. Restriction data has been collected and
the intersection and path dimensions are measured ,including the traffic light durations.

3.2 Location
The search area is located in Sudan ,Khartoum , intersection of 60 th st.and Omak 60 th st ,
Mashtal , Abdalla Altyeb and Alshargi

Figure 3. 1 Omak intersection Figure 3. 2 Almashtal intersection

Figure 3. 3 Abdalla Altyeb intersection Figure 3. 4 Alshargi intersection

30
3.3 Data collection
Data is recorded in hourly time segments in order that variation in traffic flow over the various
days can be identified. Data is also recorded in each directions of the intersection. Traffic is
classified into the thirteen standard categories to keep things simple we have organized this
manual into section dealing with these basic procedures by using highway capacity manual
(HCM) :

1. Traffic counts vehicles.

Traffic count data was collected to determine (LOS) on a peak days have the highest
volumes.

3.4 Omak intersection

Consist of 3 lane which is each lane width is 370 cm form west to north and form north to west
and its also consists of median 600 cm. Table will shows the AM and PM peak hours on each
approach for the intersection.

31
(27/10/2022)

Table 3.4. 1(North \ South)( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 32 137 13 13 1 8 5 2 1 - 20 70 22 8 -
7:15-7:30 41 160 10 16 - 10 19 1 - - 35 110 41 5 2
7:30-7:45 66 175 16 38 - 5 11 1 - - 25 58 26 4 -
7:45-8:00 47 185 9 18 1 6 7 1 - - 29 53 28 6 -
8:00-8:15 50 158 18 34 1 8 16 1 1 - 32 85 36 3 1
8:15-8:30 70 165 15 42 - 7 7 3 - - 35 94 26 12 2
8:30-8:45 67 135 11 25 - 19 7 - - - 30 71 23 9 -
8:45-9:00 75 155 13 32 - 10 13 - 2 - 27 61 12 3 -

Table 3.4. 2(South\North) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 38 178 3 22 - 18 40 5 - - 25 138 6 - 1
7:15-7:30 54 259 7 17 - 23 95 3 - - 21 153 7 1 -
7:30-7:45 80 232 13 35 - 23 41 7 - 1 28 148 5 1 2
7:45-8:00 57 189 11 37 - 31 69 - 2 1 21 175 6 4 -
8:00-8:15 65 197 10 27 - 27 58 2 1 - 24 198 6 - -
8:15-8:30 55 182 14 24 - 14 42 1 1 - 30 121 4 1 -
8:30-8:45 53 168 12 30 - 17 50 1 2 - 19 125 7 2 -
8:45-9:00 36 214 16 23 - 19 41 - 1 - 21 116 1 3 -

32
Table 3.4. 3(East\West) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 20 68 5 3 - 45 145 8 1 - 2 8 - - -
7:15-7:30 46 120 4 3 - 21 152 5 2 - 3 5 1 - -
7:30-7:45 25 65 4 3 - 27 260 13 - - 7 12 1 - -
7:45-8:00 25 75 1 2 - 12 144 12 1 - 1 15 1 - -
8:00-8:15 19 97 3 2 - 46 210 12 5 - 5 18 2 - -
8:15-8:30 35 120 12 3 - 35 192 12 3 - 4 9 - - -
8:30-8:45 29 85 2 7 - 25 115 10 3 - 5 6 - - -
8:45-9:00 17 75 2 5 - 20 153 5 4 - 3 7 - - -

Table 3.4. 4 (West\East) ( Peak hour morning time (7-9))

TH LT RT
Veh
Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
Time
7:00-7:15 16 39 1 - - 20 51 11 3 - 48 91 8 7 -
7:15-7:30 10 42 1 - - 11 48 16 - - 27 57 2 - -
7:30-7:45 5 33 - - - 13 63 14 4 - 26 46 1 3 -
7:45-8:00 6 36 4 - 1 15 45 20 3 - 32 54 1 6 -
8:00-8:15 12 29 - 2 1 8 72 22 3 - 22 37 2 1 -
8:15-8:30 9 34 - - 1 17 66 27 9 - 20 36 - 4 -
8:30-8:45 10 22 - 1 - 16 45 10 5 - 18 26 1 7 -
8:45-9:00 7 8 5 - - 13 50 13 4 - 18 24 2 7 -

33
Table 3.4. 5 (North \ South) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 45 105 21 24 - 4 20 - - - 14 30 4 2 -
3:15_3:30 61 255 46 38 1 4 15 - - - 27 57 15 5 -
3:30_3:45 58 145 38 36 - 11 29 - - - 30 65 17 3 -
3:45_4:00 63 255 47 58 - 3 11 - - - 22 41 10 4 -
4:00_4:15 42 165 30 33 - 15 33 3 - - 36 39 10 3 -
4:15_4:30 45 225 25 33 - 8 15 1 - - 42 71 9 6 -
4:30_4:45 35 148 10 20 - 7 25 - - - 20 70 2 - -
4:45_5:00 74 150 12 18 - 3 11 - - - 17 65 7 2 -

Table 3.4. 6 (South\North) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 32 110 20 23 - 5 17 2 1 - 18 95 4 - -
3:15_3:30 47 164 15 13 - 11 15 1 1 - 24 130 5 2 1
3:30_3:45 62 136 9 18 - 9 9 - - - 23 87 2 5 -
3:45_4:00 61 173 10 20 - 8 15 - 2 - 22 83 4 2 -
4:00_4:15 44 123 5 18 - 10 11 - - - 22 113 5 4 -
4:15_4:30 64 125 8 15 - 6 8 - - - 21 80 2 - -
4:30_4:45 87 215 9 35 - 8 29 - 1 - 24 140 6 2 -
4:45_5:00 49 200 14 30 - 10 49 1 - - 33 273 4 3 -

34
Table 3.4. 7 (East\West) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 13 65 5 - - 13 175 3 4 - 10 18 2 3 -
3:15_3:30 27 100 - 5 - 20 210 10 16 - 11 27 1 2 -
3:30_3:45 22 67 - - - 28 170 8 1 - 10 18 1 1 -
3:45_4:00 10 90 1 1 - 26 165 8 3 - 6 24 1 1 -
4:00_4:15 25 85 3 1 - 24 162 6 4 - 13 25 4 1 -
4:15_4:30 22 85 4 2 - 21 140 8 1 - 13 40 1 1 -
4:30_4:45 17 80 4 1 - 28 164 2 2 - 4 28 1 1 -
4:45_5:00 13 125 1 - - 42 130 5 8 - 12 30 - - -

Table 3.4. 8 (West\East) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 12 61 2 - - 26 103 36 8 - 18 35 6 3 -
3:15_3:30 15 54 3 1 - 36 110 21 14 - 22 29 3 - -
3:30_3:45 15 71 - 4 - 33 139 16 9 - 13 37 1 4 -
3:45_4:00 13 60 2 - - 27 98 19 11 - 20 40 4 - -
4:00_4:15 24 95 2 3 1 29 143 31 6 - 15 39 - 3 1
4:15_4:30 21 41 - - - 24 95 17 6 - 24 29 - - -
4:30_4:45 16 60 - 3 - 42 125 14 11 - 8 16 - 3 -
4:45_5:00 21 61 1 1 1 19 78 20 9 - 19 30 1 1 -

35
3.5 ALmashtal intersection
Consist of 3 lanes of each direction form north to south and south to north which the
lane width is 370cm and the median width is 600cm , the eastern street have one lane
with 3.80 width , the western street consist of two lane within each lane width is 400cm
and median width 290cm.

36
(3/11/2022)

Table 3.5. 1 (North/South) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 75 240 63 59 2 - 1 - - - 35 85 1 - -
7:15-7:30 160 280 35 74 3 1 - - - - 57 80 6 1 -
7:30-7:45 129 290 37 27 5 3 - - - - 73 62 8 6 -
7:45-8:00 150 350 29 31 2 1 2 - - - 67 20 4 8 -
8:00-8:15 167 367 12 62 - - 1 1 - - 55 47 6 - -
8:15-8:30 95 384 23 37 - - - - - - 57 68 3 - -
8:30-8:45 122 266 17 55 1 2 - - - - 44 81 5 - -
8:45-9:00 145 289 13 48 1 4 3 - - - 32 72 - - -

Table 3.5. 2 (South\North) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 88 300 18 30 2 17 30 7 6 - - - - - -
7:15-7:30 70 265 20 22 2 31 99 26 16 - - - - - -
7:30-7:45 37 277 11 17 1 23 49 4 16 1 1 - - - -
7:45-8:00 50 225 14 21 - 20 84 9 5 - - - - - -
8:00-8:15 36 323 10 24 - 15 37 5 3 - - - - - -
8:15-8:30 45 338 19 31 - 17 28 2 9 - - 1 - - -
8:30-8:45 55 289 22 38 - 8 89 5 9 - - - - - -
8:45-9:00 42 259 15 34 2 21 60 4 9 - - - - - -

37
 Table 3.5. 3 (East\West) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 5 2 - - - - - - - - - 7 - - -
7:15-7:30 8 3 2 - - - 3 - - - - 3 - - -
7:30-7:45 3 1 - - - - - - - - - - - - -
7:45-8:00 2 - - - - - - - - - - 4 1 - -
8:00-8:15 4 - - - - - 1 - - - - 1 - - -
8:15-8:30 - 1 - - - - - - - - - - - - -
8:30-8:45 2 - - - - - - - - - - - 1 - -
8:45-9:00 1 1 - - - - 2 - - - - 2 - - -

Table 3.5. 4 (West\East) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00-7:15 - 3 - - - 17 31 4 1 - 22 23 8 8 -
7:15-7:30 - 1 1 - - 11 54 1 2 - 24 24 14 8 -
7:30-7:45 2 2 - - - 20 26 2 - - 25 28 7 6 -
7:45-8:00 1 - - - - 16 53 1 2 - 18 38 13 9 -
8:00-8:15 1 2 - - - 24 46 - - - 27 22 11 7 -
8:15-8:30 - - 1 - - 35 55 - - - 16 35 8 9 -
8:30-8:45 3 - - - - 15 75 1 - - 22 39 5 4 -
8:45-9:00 - 1 - - - 12 34 3 - - 12 44 9 6 -

38
Table 3.5. 5 (North/South) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 45 378 22 15 - 2 1 1 - - - 75 4 - -
3:15_3:30 42 402 28 22 2 - 1 2 - - - 147 7 3 -
3:30_3:45 53 345 37 29 - - - - - - - 67 6 5 -
3:45_4:00 56 322 44 38 - 3 - - - - - 88 5 - -
4:00_4:15 55 355 35 36 - 6 2 - - - - 94 3 5 -
4:15_4:30 45 405 30 45 - 2 - - - - - 102 2 4 -
4:30_4:45 54 430 52 31 - - 1 - - - - 99 7 2 -
4:45_5:00 50 280 50 43 3 1 1 - - - - 97 4 3 -

Table 3.5. 6 (South\North) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 76 265 58 62 2 19 74 13 1 - 4 8 - - -
3:15_3:30 96 389 65 72 4 15 95 8 2 - 7 6 2 - -
3:30_3:45 88 278 77 63 3 14 61 5 5 - 3 5 - - -
3:45_4:00 98 255 84 83 - 20 70 10 4 - 6 3 1 - -
4:00_4:15 130 315 92 93 2 17 63 7 2 - 2 2 1 2 -
4:15_4:30 189 499 50 72 5 13 67 3 2 - 2 3 - - -
4:30_4:45 82 276 17 31 - 29 90 12 4 - 2 3 1 - -
4:45_5:00 79 205 5 16 1 25 68 12 3 - 3 1 1 - -

39
Table 3.5. 7 (East\West) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 - 2 - - - 3 5 - - - - 1 - - -
3:15_3:30 - 1 - - - 5 3 - - - - - - - -
3:30_3:45 1 1 - - - 2 6 1 - - - 2 - - -
3:45_4:00 2 - 1 - - 4 5 - - - - 1 1 - -
4:00_4:15 - - 1 - - 3 10 1 - - - - - - -
4:15_4:30 - - - - - 3 7 - - - - - - - -
4:30_4:45 - 1 - - - 6 5 - - - - 1 1 - -
4:45_5:00 - - 2 - - 3 4 - - - - - - - -

Table 3.5. 8 (West\East) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 2 - 1 - - 27 78 - - - 32 45 5 4 -
3:15_3:30 - - 1 - - 37 80 - - - 47 58 6 5 -
3:30_3:45 - 1 2 - - 26 68 1 - - 35 65 7 6 -
3:45_4:00 - 1 - - - 30 70 - - - 22 70 4 8 -
4:00_4:15 3 2 - - - 25 61 - - - 31 52 4 6 -
4:15_4:30 - 1 - - - 28 58 2 - - 34 59 6 7 -
4:30_4:45 - 3 - - - 14 62 - - - 28 57 5 5 -
4:45_5:00 - 1 - - - 20 60 2 - - 30 58 6 6 -

40
3.6 Abdalla ALtyeb intersection
Consist of 3 lanes of each direction form north to south and south to north which the lane width
is 370cm and the median width is 600cm , the eastern street have one lane with 3.80 width , the
western street consist of two lane within each lane width is 400cm and median width 290cm.

41
(6/11/2022)

Table 3.6. 1 (North/South) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 45 185 20 26 - - - - - - 19 40 3 1 -
3:15_3:30 22 45 5 2 - - - - - - 20 45 3 4 -
3:30_3:45 56 190 25 27 - - - - - - 27 47 3 - -
3:45_4:00 55 120 1 16 - - - - - - 10 55 2 1 -
4:00_4:15 45 125 35 25 - - - - - - 14 50 3 2 -
4:15_4:30 56 273 23 31 1 - - - - - 15 45 3 4 -
4:30_4:45 93 300 18 55 - - - - - - 27 55 - - -
4:45_5:00 85 195 16 10 - - - - - - 8 56 3 1 -

Table 3.6. 2 (South\North) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 68 178 39 32 - 35 53 - 1 - - - - - -
3:15_3:30 55 80 10 15 - 30 65 6 3 - - - - - -
3:30_3:45 30 110 60 9 - 38 66 2 - - - - - - -
3:45_4:00 65 170 55 35 - 32 51 2 4 - - - - - -
4:00_4:15 38 160 34 24 - 25 45 - - - - - - - -
4:15_4:30 68 165 25 22 - 32 67 - - - - - - - -
4:30_4:45 35 178 30 30 - 15 65 2 - - - - - - -
4:45_5:00 24 150 25 14 - 17 51 2 3 - - - - - -

42
Table 3.6. 3(West\East) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 - - - - - 10 43 - - - 32 93 5 - -
3:15_3:30 - - - - - 7 43 1 1 - 12 30 2 - -
3:30_3:45 - - - - - 11 50 2 - - 20 110 3 - -
3:45_4:00 - - - - - 9 60 1 - - 17 45 - - -
4:00_4:15 - - - - - 15 35 - - - 19 95 3 - -
4:15_4:30 - - - - - 80 40 3 1 - 17 55 1 - -
4:30_4:45 - - - - - 11 55 - - - 14 56 - - -
4:45_5:00 - - - - - 12 64 - - - 25 55 2 - 1

43
(10/11/2022)

3.7 alshargi intersection

Table 3.7. 1(North/South) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00_7:15 35 95 30 6 - 15 20 2 - - 25 15 - - -
7:15_7:30 85 285 45 14 - - 13 - 1 - 16 22 4 - -
7:30_7:45 31 110 20 3 - 3 5 4 - - 11 30 1 3 -
7:45_8:00 69 329 30 23 - 7 8 - - - 11 26 - - -
8:00_8:15 54 203 28 15 - - 5 1 - - 20 23 - - -
8:15_8:30 49 224 22 5 - 4 3 - - - 12 28 2 - -
8:30_8:45 35 123 30 20 - 3 5 1 - - 9 8 - 3 -
8:45_9:00 42 235 10 2 - 6 4 2 - - 17 15 - - -

Table 3.7. 2 (South\North) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00_7:15 103 328 60 25 - 3 15 15 2 - 33 23 3 5 -
7:15_7:30 111 340 73 21 - 6 9 18 5 - 30 20 - 3 -
7:30_7:45 147 330 135 17 1 2 16 12 - - 15 5 5 - -
7:45_8:00 172 452 66 39 - 7 13 9 - - 25 16 3 - -
8:00_8:15 127 299 62 25 - 10 7 11 3 - 9 4 - 2 -
8:15_8:30 133 353 34 41 - 4 5 8 1 - 12 7 - 1 -
8:30_8:45 113 413 58 24 - 3 14 6 1 - 7 4 - 1 -
8:45_9:00 155 394 50 37 - 1 5 13 2 - 10 8 6 1 -

44
Table 3.7. 3(East\West) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00_7:15 21 16 6 3 - 15 20 - - - 30 16 5 - -
7:15_7:30 45 14 2 2 - 18 27 1 - - 12 13 - - -
7:30_7:45 31 20 - 3 - 23 19 1 - - 6 7 1 1 -
7:45_8:00 26 21 - - - 25 15 - - - 5 6 - - -
8:00_8:15 44 25 3 4 - 16 22 - - - 4 - 2 -
8:15_8:30 37 20 2 4 - 26 17 - - - 8 4 - 2 -
8:30_8:45 17 15 4 2 1 24 8 - - - 12 7 - 1 -
8:45_9:00 27 18 2 1 - 12 6 - - - 14 9 - - -

Table 3.7. 4 (West\East) ( Peak hour morning time (7-9))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
7:00_7:15 18 6 - - - 14 30 1 - - 17 19 6 3 -
7:15_7:30 30 13 2 3 - 18 22 4 - - 22 21 5 6 -
7:30_7:45 28 9 - - - 10 30 1 3 - 25 28 3 - -
7:45_8:00 26 5 1 2 - 8 25 - - - 23 25 4 - -
8:00_8:15 30 8 2 - - 20 23 - - - 26 29 2 -
8:15_8:30 23 9 1 - - 12 26 2 - - 21 32 6 - -
8:30_8:45 35 15 - - - 13 18 - 3 - 32 27 3 2 -
8:45_9:00 35 8 2 - - 11 20 - 1 - 27 23 3 - -

45
Table 3.7. 5(North/South) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 57 76 61 14 - 11 6 - 1 - 10 23 - - -
3:15_3:30 117 356 56 23 1 15 25 - - - 12 26 - - -
3:30_3:45 92 358 46 24 - 13 7 - - - 22 36 1 - -
3:45_4:00 80 310 32 13 - 13 14 2 1 - 22 25 1 - -
4:00_4:15 97 373 32 17 - 13 22 2 - - 25 20 4 - -
4:15_4:30 75 318 28 13 - 7 23 - - - 18 22 - - -
4:30_4:45 34 372 35 12 - 2 15 - 2 - 22 28 - - -
4:45_5:00 75 351 28 15 - 15 29 _2 - - 18 32 - - -

Table 3.7. 6 (South\North) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 118 333 60 27 - 27 46 1 1 - 6 4 - - -
3:15_3:30 150 445 64 27 - 26 34 - - - 8 2 - - -
3:30_3:45 218 394 65 44 - 43 42 3 1 - 11 4 1 1 -
3:45_4:00 192 423 51 42 - 35 17 - 1 - 7 6 - - -
4:00_4:15 184 350 54 30 - 24 23 3 - - 11 5 2 2 -
4:15_4:30 210 813 61 35 - 36 22 2 - - 24 14 1 1 1
4:30_4:45 140 387 51 23 - 33 23 1 - - 10 7 - - -
4:45_5:00 191 464 52 40 - 32 18 - - - 10 1 - 1 -

46
 Table 3.7. 7(East\West) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 30 10 2 - - 10 5 2 - - 5 3 - - -
3:15_3:30 27 25 1 1 - 7 4 - - - 11 14 - 1 -
3:30_3:45 35 11 3 1 - 6 1 1 1 - 5 15 2 - -
3:45_4:00 39 16 3 1 - 6 6 - - - 13 7 1 1 1
4:00_4:15 36 17 2 1 - 4 5 - 1 - 7 5 - - -
4:15_4:30 32 14 3 - - 10 8 - - - 14 2 - - -
4:30_4:45 17 12 1 - - 8 2 1 - - 11 3 - 1 -
4:45_5:00 37 15 1 1 - 7 3 - - - 4 3 2 - -

Table 3.7. 8(West\East) ( Peak hour evening time (3-5))

Veh TH LT RT
Time Moto p.c Bus Truck HV Moto p.c Bus Truck HV Moto p.c Bus Truck HV
3:00_3:15 50 35 2 - - 15 35 15 1 - 28 37 3 1 -
3:15_3:30 55 17 3 - - 25 40 8 - - 25 60 1 1 -
3:30_3:45 30 20 1 - - 25 30 10 - - 27 55 2 2 -
3:45_4:00 53 60 7 1 - 40 75 3 - - 46 93 6 1 -
4:00_4:15 43 20 1 - - 10 45 5 - - 30 67 2 - -
4:15_4:30 50 20 - - - 15 35 10 - - 26 55 1 1 -
4:30_4:45 55 53 7 - - 33 55 - - - 23 48 2 1 -
4:45_5:00 30 45 25 - - 33 58 28 - - 20 38 1 3 -

47
 2. Cycle length.

The current cycle length was determine on peak day for each approach for the intersection the
figures will shows the cycle length.

Figure 2.1 Omak intersection

North\South 60 3 145
G Y R

North\West 22 3 145
G Y R

East\West 25 3 145
G Y R

Figure 2.2 ALmashtal intersection

North\South 52 3 60 5
G Y R

South\North 60 3
60
G Y R

North\East 20 3
60
G Y R

West\North 25 3 60
G Y R

Figure 2.3 Abdalla ALtyeb intersection

North\South 35 3
60
G Y R
West\East 23 3 60
G Y R
South\west 16 3 60
G Y R

48
Figure 2.4 Alshargi intersection

South\North 56 3
99
G Y R

East\South 15 3
99
G Y R

East\West 20 3
99
G Y R

North\East 15 3 99
G Y R

3. Geometric data

Geometric data of the intersection was measured () for each lane of the intersection and the
total width of the road the figure() shows geometric of the intersection.

Figure 3.1 Omak intersection

49
 Figure 3.2 ALmashtal intersection

Figure 3.3 Abdalla ALtyeb intersection

50
Figure 3. 5 Alshargi intersection

51
CHABTER FOUR: METHDOLOGY
 CHABTER FOUR: METHDOLOGY
4.1 Introduction
Traffic volume varies with time, the peak hour factor (PHF) also is a function of the ratio of peak
15-minte volume, when both are underestimated by a similar magnitude, the underestimated in the
resultant PHF appears to less significant. The peak hours factor was determined when user volume
at the intersections are the highest.
The volume study data was utilized to determine what hours on normal day have the highest
volumes. Tables will shows values of PHF during peak hours.
4.2 Critical volume study
4.2.1 Omak intersection analysis:
Table 4. 1 North → South ( Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 177 16 120
7:15-7:30 227 20 193
7:30-7:45 295 17 113
7:45-8:00 260 14 116
8:00-8:15 261 26 157
8:15-8:30 292 17 169
8:30-8:45 238 26 133
8:45-9:00 275 25 103
PHF PHF(8:30-8:45) PHF(8:15-8:30) PHF(8:00-9:00)
VOLUME V= 1123 vph V= 97 vph V= 599 vph

Table 4. 2 North → South (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 195 24 50
3:15-3:30 401 19 104
3:30-3:45 277 40 115
3:45-4:00 423 14 77
4:00-4:15 270 51 88
4:15-4:30 258 24 128
4:30-4:45 213 32 92
4:45-5:00 254 14 91
PHF PHF(4:45-5:00) PHF(4:30-4:45) PHF(4:30-4:45)
VOLUME V=1371vph V=129 vph V= 422 vph

52
North → South

Total . Straight Total . Left Turn Total . Right Turn

PHF 4:45-5:00 8:15-8:30 8:00-9:00
VOLUME (vph) 1371 129 599

Table 4. 3Table 4.3 South → North (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 241 63 170
7:15-7:30 337 121 182
7:30-7:45 260 72 184
7:45-8:00 294 103 206
8:00-8:15 299 88 228
8:15-8:30 275 58 156
8:30-8:45 263 70 153
8:45-9:00 289 61 141
PHF PHF(8:00-9:00) PHF(8:00-9:00) PHF(8:00-9:00)
VOLUME V=1193 vph V= 384 vph V= 800 vph

Table 4. 4 South → North (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 185 27 117
3:15-3:30 239 28 162
3:30-3:45 219 18 117
3:45-4:00 401 25 111
4:00-4:15 190 21 144
4:15-4:30 212 14 103
4:30-4:45 274 38 172
4:45-5:00 293 60 313
PHF PHF(4:00-5:00) PHF(4:15-4:30) PHF(4:15-4:30)
VOLUME V= 2073 vph V= 153 vph V= 791 vph

South → North

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4:00-5:00 8:00-9:00 8:00-9:00
VOLUME (vph) 2073 384 800

53
Table 4. 5 East → West (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 96 199 10
7:15-7:30 173 180 9
7:30-7:45 97 300 20
7:45-8:00 103 169 17
8:00-8:15 121 273 25
8:15-8:30 170 242 13
8:30-8:45 123 153 11
8:45-9:00 99 182 10
PHF PHF(8:00-9:00) PHF(8:30-8:45) PHF(8:00-9:00)
VOLUME V= 520 vph V= 850 vph V= 75 vph

Table 4. 6 East → West (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 83 195 32
3:15-3:30 132 256 43
3:30-3:45 189 207 55
3:45-4:00 102 202 34
4:00-4:15 114 196 42
4:15-4:30 113 170 33
4:30-4:45 102 196 31
4:45-5:00 139 185 30
PHF PHF(4:30-4:45) PHF(4:00-5:00) PHF(4:00-5:00)
VOLUME V= 468 vph V=861 vph V= 174 vph

East → West

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 8:00-9:00 4:00-5:00 4:00-5:00
VOLUME (vph) 520 861 174

54
Table 4. 7 West → East (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 56 85 154
7:15-7:30 53 75 86
7:30-7:45 38 94 76
7:45-8:00 47 83 93
8:00-8:15 44 105 62
8:15-8:30 44 119 60
8:30-8:45 33 76 52
8:45-9:00 20 80 51
PHF PHF(7:00-8:00) PHF(8:00-9:00) PHF(7:00-8:00)
VOLUME V= 194 vph V= 401 vph V= 409 vph

Table 4. 8 West → East (Thursday evening)

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 75 173 62
3:15-3:30 73 181 54
3:30-3:45 90 197 55
3:45-4:00 85 155 64
4:00-4:15 75 209 58
4:15-4:30 125 242 64
4:30-4:45 62 192 58
4:45-5:00 79 126 53
PHF PHF(3:15-3:30) PHF(4:00-5:00) PHF(4:00-5:00)
VOLUME V= 375 vph V= 803 vph V= 248 vph

West → East

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 3:15-3:30 4:00-5:00 7:00-8:00
VOLUME (vph) 375 803 409

55
 4.2.2 Calculate peak hour factor

Table 4.2. 1 (Table shows values of PHF)

P.H.F
Direction
Straight Left Turn Right Turn
S → N 1.292 0.793 0.877
N → S 0.810 0.632 0.755
E → W 0.751 0.840 0.790
W → E 0.750 0.829 0.663

Figure 4.1 Traffic volumes at peak hour in Omak intersection.

4.2.3 Almashtal intersection analysis:

Table 4. 9 North → South (Sunday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 439 1 121
7:15-7:30 552 1 144
7:30-7:45 488 3 149
7:45-8:00 562 3 99
8:00-8:15 608 2 108
8:15-8:30 539 - 128
8:30-8:45 460 2 137
8:45-9:00 496 7 104
PHF PHF(7:00-7:15) PHF(8:30-8:45) PHF(7:00-8:00)
VOLUME V= 2210 vph V= 13 vph V= 518 vph

56
Table 4. 10 North → South (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 460 4 92
3:15-3:30 496 3 184
3:30-3:45 464 - 103
3:45-4:00 460 3 123
4:00-4:15 481 8 119
4:15-4:30 525 2 131
4:30-4:45 567 1 126
4:45-5:00 426 2 118
PHF PHF(4:00-5:00) PHF(4:00-5:00) PHF(3:30-3:45)
VOLUME V= 2033 vph V=15 vph V= 552 vph

North → South

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 7:00-7:15 4:00-5:00 3:30-3:45
VOLUME (vph) 2210 15 552

Table 4. 11 South → North (Sunday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 438 60 -
7:15-7:30 379 172 -
7:30-7:45 343 93 1
7:45-8:00 310 121 -
8:00-8:15 393 60 -
8:15-8:30 433 56 1
8:30-8:45 404 111 -
8:45-9:00 352 94 -
PHF PHF(8:00-8:15) PHF(7:30-7:45) PHF(7:00-8:00)
VOLUME V= 1627 vph V= 464 vph V= 1 vph

57
 Table 4. 12 South → North (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 463 107 12
3:15-3:30 626 120 15
3:30-3:45 509 85 8
3:45-4:00 520 104 10
4:00-4:15 632 89 7
4:15-4:30 815 85 5
4:30-4:45 406 135 6
4:45-5:00 306 108 5
PHF PHF(4:00-5:00) PHF(3:00-4:00) PHF(3:00-4:00)
VOLUME V= 2476 vph V= 470 vph V= 45 vph

South → North

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4;00-5:00 3:00-4:00 3:00-4:00
VOLUME (vph) 2476 470 453

Table 4. 13 East → West (Sunday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 7 - 12
7:15-7:30 13 3 5
7:30-7:45 4 2 -
7:45-8:00 2 - 5
8:00-8:15 4 1 5
8:15-8:30 1 1 1
8:30-8:45 2 - 1
8:45-9:00 2 2 2
PHF PHF(7:00-8:00) PHF(7:00-8:00) PHF(7:30-7:45)
VOLUME V= 26 vph V= 8 vph V= 23 vph

58
Table 4. 14 East → West (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 2 8 1
3:15-3:30 1 8 -
3:30-3:45 2 9 2
3:45-4:00 3 9 2
4:00-4:15 1 14 -
4:15-4:30 - 10 -
4:30-4:45 1 11 2
4:45-5:00 2 7 -
PHF PHF(3:00-4:00) PHF(4:00-5:00) PHF(3:00-4:00)
VOLUME V= 8 vph V= 44 vph V= 5 vph

East → West

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 7:00-8:00 4:00-5:00 7:30-7:45
VOLUME (vph) 26 44 23

Table 4. 15 West → East (Sunday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 3 53 61
7:15-7:30 2 68 70
7:30-7:45 1 90 68
7:45-8:00 3 91 70
8:00-8:15 1 49 71
8:15-8:30 4 48 66
8:30-8:45 1 72 78
8:45-9:00 2 43 65
PHF PHF(8:00-9:00) PHF(7:00-8:00) PHF(8:00-9:00)
VOLUME V= 11 vph V= 302 vph V= 289 vph

59
Table 4. 16 West → East (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 3 105 86
3:15-3:30 1 117 116
3:30-3:45 3 95 113
3:45-4:00 1 100 104
4:00-4:15 5 86 93
4:15-4:30 1 88 106
4:30-4:45 3 74 95
4:45-5:00 1 82 100
PHF PHF(4:00-5:00) PHF(3:00-4:00) PHF(3:00-3:15)
VOLUME V= 10 vph V= 417 vph V= 426 vph

West → East

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 8:00-9:00 3:00-4:00 3:00-3:15
VOLUME (vph) 11 417 426

Table 4.2. 2 (Table shows values of PHF)

P.H.F
Direction
Straight Left Turn Right Turn
S → N 0.979 0.870 0.083
N → S 0.908 0.468 0.083
E → W 0.500 0.785 0.479
W → E 0.687 0.992 0.918

60
 Figure 4.2 Traffic volumes at peak hour in Almashtal intersection.
4.2.4 Abdalla Altayeb intersection analysis:
Table 4. 17 North → South (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 276 0 63
3:15-3:30 74 0 72
3:30-3:45 298 0 77
3:45-4:00 192 0 68
4:00-4:15 230 0 69
4:15-4:30 384 0 67
4:30-4:45 466 0 82
4:45-5:00 306 0 68
PHF PHF(4:00-5:00) PHF(4:00-5:00) PH (4:15-4:30)
VOLUME V= 1386 vph V= 0 vph V= 291 vph
North → South
Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4:00-5:00 4:00-5:00 4:15-4:30
VOLUME (vph) 1386 0 291

61
Table 4. 18 South → North (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 317 89 0
3:15-3:30 160 104 0
3:30-3:45 209 106 0
3:45-4:00 325 89 0
4:00-4:15 256 70 0
4:15-4:30 348 99 0
4:30-4:45 273 79 0
4:45-5:00 213 73 0
PHF PHF(3:30-3:45) PHF(3:00-4:00) PHF(3:00-4:00)
VOLUME V= 1263 vph V= 388 vph V= 0 vph
South → North
Total . Right
Total . Straight Total . Left Turn
Turn
PHF 3:30-3:45 3:00-4:00 3:00-4:00
VOLUME (vph) 1263 388 0
Table 4. 19 West → East (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 0 53 130
3:15-3:30 0 52 44
3:30-3:45 0 63 133
3:45-4:00 0 70 70
4:00-4:15 0 50 117
4:15-4:30 0 123 73
4:30-4:45 0 66 70
4:45-5:00 0 76 83
PHF PHF(4:00-5:00) PHF(4:00-4:15) PHF(4:30-4:45)
VOLUME V= 0 vph V= 318 vph V= 406 vph

West → East

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4:00-5:00 4:00-4:15 4:30-4:45
VOLUME (vph) 0 318 406

62
 Table 4.2. 3 (Table shows values of PHF)

P.H.F
Direction
Straight Left Turn Right Turn
S → N 0.743 0.00 0.887
N → S 0.907 0.915 0.00
W → E 0.00 0.646 0.763

Figure 4.3 Traffic volumes at peak hour in Aballa altyeb intersection.

4.2.5 Alshargi intersection analysis:

Table 4. 20 North → South (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 166 37 40
7:15-7:30 429 14 42
7:30-7:45 164 12 45
7:45-8:00 451 15 37
8:00-8:15 300 6 43
8:15-8:30 300 7 42
8:30-8:45 208 9 20
8:45-9:00 289 12 32
PHF PHF(8:00-9:00) PHF(7:00-8:00) PHF(7:00-7:15)
VOLUME V= 1388 vph V= 78 vph V= 167 vph

63
Table 4. 21 North → South (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 208 18 33
3:15-3:30 552 40 38
3:30-3:45 520 20 59
3:45-4:00 435 30 48
4:00-4:15 519 37 49
4:15-4:30 434 30 40
4:30-4:45 453 19 50
4:45-5:00 469 46 50
PHF PHF(4:30-4:45) PHF(4:30-4:45) PHF(4:30-4:45)
VOLUME V= 2060 vph V=143 vph V= 198 vph

North → South

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4:30-4:45 4:30-4:45 4:30-4:45
VOLUME (vph) 2060 143 198

Table 4. 22 South → North (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 516 35 66
7:15-7:30 545 38 53
7:30-7:45 513 30 25
7:45-8:00 729 29 44
8:00-8:15 513 31 25
8:15-8:30 561 18 20
8:30-8:45 608 27 12
8:45-9:00 636 21 25
PHF PHF(7:30-7:45) PHF(7:00-8:00) PHF(7:00-8:00)
VOLUME V= 2414 vph V= 132 vph V= 188 vph

64
Table 4. 23 South → North (Thursday evening)

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 538 75 10
3:15-3:30 686 60 10
3:30-3:45 721 89 17
3:45-4:00 708 53 13
4:00-4:15 618 50 20
4:15-4:30 1119 70 41
4:30-4:45 601 57 17
4:45-5:00 747 47 12
PHF PHF(4:30-4:45) PHF(3:15-3:30) PHF(4:00-5:00)
VOLUME V= 3205 vph V= 287 vph V= 91 vph
South → North
Total . Right
Total . Straight Total . Left Turn
Turn
PHF 4:30-4:45 3:15-3:30 7:00-8:00
VOLUME (vph) 3205 287 188

Table 4. 24 East → West (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 46 40 66
7:15-7:30 63 38 53
7:30-7:45 54 43 25
7:45-8:00 47 32 44
8:00-8:15 76 18 25
8:15-8:30 63 35 20
8:30-8:45 39 46 12
8:45-9:00 48 43 25
PHF PHF(7:00-8:00) PHF(7:00-8:00) PHF(7:00-8:00)
VOLUME V= 241 vph V= 167 vph V=188 vph

65
Table 4. 25 East → West (Thursday evening )

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 42 17 8
3:15-3:30 54 11 26
3:30-3:45 50 9 22
3:45-4:00 59 12 23
4:00-4:15 56 10 12
4:15-4:30 49 18 16
4:30-4:45 30 11 15
4:45-5:00 54 10 9
PHF PHF(3:00-3:15) PHF(3:30-3:45) PHF(3:00-3:15)
VOLUME V= 219 vph V= 58 vph V= 83 vph

East → West

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 7:00-8:00 7:00-8:00 7:00-8:00
VOLUME (vph) 241 167 188

Table 4. 26 West → East (Thursday morning )

Time Total . Straight Total . Left Turn Total . Right Turn

7:00-7:15 24 45 45
7:15-7:30 48 44 54
7:30-7:45 37 43 56
7:45-8:00 34 33 52
8:00-8:15 40 43 57
8:15-8:30 33 40 65
8:30-8:45 50 34 64
8:45-9:00 45 32 53
PHF PHF(8:15-8:30) PHF(7:00-8:00) PHF(8:00-9:00)
VOLUME V= 183 vph V= 165 vph V= 239 vph

66
Table 4. 27 West → East (Thursday evening)

Time Total . Straight Total . Left Turn Total . Right Turn

3:00-3:15 87 51
3:15-3:30 75 73 87
3:30-3:45 51 75 86
3:45-4:00 121 118 146
4:00-4:15 64 60 101
4:15-4:30 70 60 83
4:30-4:45 115 88 83
4:45-5:00 100 119 62
PHF PHF(3:30-3:45) PHF(4:15-4:30) PHF(3:00-3:15)
VOLUME V= 398 vph V= 340 vph V= 1020 vph

West → East

Total . Right
Total . Straight Total . Left Turn
Turn
PHF 3:30-3:45 4:15-4:30 3:00-3:15
VOLUME (vph) 398 340 1020

Table 4. 28 (Table shows values of PHF)

P.H.F
Direction
Straight Left Turn Right Turn
S → N 0.716 0.806 0.712
N → S 0.932 0.777 0.838
E → W 0.792 0.907 0.712
W → E 0.822 0.714 1.746

67
 Figure 4. 1Traffic volumes at peak hour in Alshargi intersection
4.3 Capacity analysis
The highway capacity analysis manual (HCM) provides transportation practitioners and researches
with a consist system of techniques for the evaluation of the quality of service on highway and
street facilities.

4.3.1 Omak intersection (south → north )

{Z = 25 ft , G = 60 sec , Y = 3 sec , R = 85 sec , W = 42m = 137.7ft , N = 3.5}

C = G + y + R = 60+3+85= 148 sec

Green effective (g eff):

TL = 3 sec
g eff = g + y – TL =60+3– 3 = 60 sec

Width effective:
Weff = Wa – WL
Wa = = = 12 m

WL = 1.5[1.7 – 0.9 ( ) ] = 1.5[1.7 – 0.9 ( ) ] = 2.15

Weff = Wa – WL = 12 – 2.15 = 9.85 m

S1 = 5171.25 From Table (2.10)

S2 = = 2096
S 3 = S2 fa = 2096 0.7= 1467.2 v/h
S 4 = S3 + (S3×3/100×g) =1467.2 v/h

68
Motor component :
South to North
Type Through % Left % Right %
Motorbike (0.5) 223 29 93.5
P.c (1) 1246 153 1001
Bus (1.75) 157.5 7 56
Truk (2) 344 8.75 36

Assume :

p.c Rigth = 1.5 through

p.c left = 1.75 through

=(0.5* 2.23)+(0.5*1.75* 0.29)+(0.5*0.935*1.5)+ (12.46*1) + (1*1.75*1.53) + (10.01*1.5*1) +

(1.75*15.75) +(1.75* 0.07*1.75) + (1.75*0.56*1.5) +(2* 3.44)+(2*0.0875*1.75)+(2* 0.36*1.5) =
94.856

Delay :

[ ( )]
( )

[ ( )]

( )

Table 9. 1 the Level of Service is ( D )

4.4 Design of signalized intersection

Traffic signals are one of the most restrictive forms of traffic control that can be used at an
intersection. In order to control the placement of traffic signals, the Manual on Uniform Traffic
Control Devices (MUTCD) was developed providing a series of warrants to justify the installation
of a traffic signal.

Traffic signals are common traffic control devices at major intersections. This is because they can
handle high volumes of traffic at complex intersections.

69
 Table 4.4 1 Design of signalized intersection

Approach South-North East-West

No. lane 3 2

Width (ft) 137.7 93.14

Volume (v/h) 3017 1503

Saturation(v/h/l) 5171.25 6326.26

TL(sec) 3 3

Speed (m/h) 50 50

Length (ft) 20 20

Tr (sec) 1.5 1.5

a (ft/sec²) 10 10

4.3.2 Almashtal intersection ( South → North )

{Z = 25 ft , G = 60 sec , Y = 3 sec , R = 29 sec , W = 42 m = 137.7ft , N = 3.5}

C = G + y + R = 60+3+29= 92 sec

Green effective (g eff):

TL = 3 sec
g eff = g + y – TL = 60+3– 3 = 60 sec

Width effective:
Weff = Wa – WL
Wa = = = 12 m

WL = 1.5[1.7 – 0.9 ( ) ] = 1.5[1.7 – 0.9 ( ) ] = 2.15

Weff = Wa – WL = 12 – 2.15 = 9.85 m

S1 = 5171.25 From Table (2.10)

S2 = = 2096
S 3 = S2 fa = 2096 0.7= 1467.2 v/h
S 4 = S3 + (S3×3/100×g) =1467.2 v/h

70
Motor component :
South to North
Type Through % Left % Right %
Motorbike (0.5) 419 76 14.5
P.c (1) 2482 588 31
Bus (1.75) 784 122.5 10.5
Truk (2) 984 46 4

Assume :

p.c Rigth = 1.5 through

p.c left = 1.75 through

=(0.5*4.19)+(0.5*1.75*0.76)+(0.5*0.145*1.5)+ (24.82*1) + (5.88*1.75*1)+ (0.31*1.5*1) +

(1.75*7.84*1) +(1.75*1.225*1.75) + (1.75*0.105*1.5) +(2*9.84)+(2*0.46*1.75)+(2*0.04*1.5) =
77.601

Delay :

[ ( )]
( )

[ ( )]

[ ( )]

From Table (9-1) , the Level of Service is ( B )

71
 Table 4.4 2 Design of signalized intersection

Approach South - North West –East

No. lane 3 2
Width (ft) 137.7 52.49
Volume (v/h) 2991 853
Saturation(v/h/l) 5171.25 3071.25
TL(sec) 3 3
Speed (m/h) 50 50
Length (ft) 20 20
Tr (sec) 1.5 1.5
a (ft/sec²) 10 10

4.3.3 Abdalla Altyeb intersection ( North → south)

{Z = 25 ft , G = 35 sec , Y = 3 sec , R = 60 sec , W = 42m = 137.7ft , N = 3.5}

C = G + y + R = 35+3+60= 98 sec

Green effective (g eff):

TL = 3 sec
g eff = g + y – TL =35+3– 3 = 35 sec

Width effective:
Weff = Wa – WL
Wa = = = 12 m

WL = 1.5[1.7 – 0.9 ( ) ] = 1.5[1.7 – 0.9 ( ) ] = 1.89

Weff = Wa – WL = 12 – 1.89 = 9.85 m

S1 = 5171.25 From Table (2.10)

S2 = = 2096
S 3 = S2 fa = 2096 0.7= 1467.2 v/h
S 4 = S3 + (S3×3/100×g) =1467.2 v/h

72
 Motor component :
North to south
Type Through % Left % Right %
Motorbike (0.5) 228.5 0 70
P.c (1) 1433 0 393
Bus (1.75) 250.25 0 35
Truk (2) 384 0 26

Assume :

p.c Rigth = 1.5 through

p.c left = 1.75 through

=(0.5*2.285 )+(0.5*1.75*0)+(0.5*0.7*1.5)+ (14.33*1) + (0*1.75*1) (1.5 *1*3.93) + (1.75*2.502)

+(1.75*0*1.75) + (1.75*0.35*1.5) +(2*3.84)+(2*0*1.75)+(2*0.26*1.5)= 35.64

Delay :

[ ( )]
( )

[ ( )]

( )

From Table (9-1) , the Level of Service is ( C )

73
 Table 4.4 3 Design of signalized intersection

Approach South - North West - East

No. lane 3 3

Width (ft) 137.7 52.49

Volume (v/h) 1677 724

Saturation(v/h/l) 5171.25 3071.25

TL(sec) 3 3

Speed (m/h) 50 50

Length (ft) 20 20

Tr (sec) 1.5 1.5

a (ft/sec²) 10 10

4.3.4 Alshargi intersection North → South

{Z = 25 ft , G = 56 sec , Y = 3 sec , R = 105 sec , W = 38.5m = 128.3ft , N = 3.5}

C = G + y + R = 60+3+105= 168 sec

Green effective (g eff):

TL = 3 sec
g eff = g + y – TL =56+3– 3 = 56 sec

Width effective:
Weff = Wa – WL
Wa = = = 11m

WL = 1.5[1.7 – 0.9 ( ) ] = 1.5[1.7 – 0.9 ( ) ] = 2.13

Weff = Wa – WL = 11– 2.13 = 8.86m

S1 = 4656.46 From Table (2.10)

S2 = = 1663.02
S3 = S2 fa = 2096 0.7= 1164.11 v/h
S 4 = S3 + (S3×3/100×g) =1164.11 v/h

74
Motor component
South to North
Type Through % Left % Right %
Motorbike (0.5) 701.5 128 43.5
P.c (1) 3609 225 46
Bus (1.75) 801.5 17.5 7
Truk (2) 536 6 8

Assume :

p.c Rigth = 1.5 through

p.c left = 1.75 through

=(0.5* 7.015)+(0.5*1.75* 1.28)+(0.5* 0.435*1.5)+ (36.09*1) + (2.25*1.75*1) (0.46*1.5*1) +

(1.75* 8.015*1) +(1.75* 0.175*1.75) + (1.75* 0.07*1.5) +(2* 5.36)+(2* 0.06*1.75)+(2*
0.08*1.5)= 71.58

Delay :

[ ( )]
( )

[ ( )]

( )

From Table (9-1) , the Level of Service is ( E )

75
 Table 4.4 4 Design of signalized intersection

Approach South - North West - East

No. lane 3 2

Width (ft) 128.3 52.49

Volume (v/h) 3583 1758

Saturation(v/h/l) 4656.45 1281.75

TL(sec) 3 3

Speed (m/h) 50 50

Length (ft) 20 20

Tr (sec) 1.5 1.5

a (ft/sec²) 10 10

4.5 HCM method

The (HCM) does not set policies regarding a desirable or appropriate quality of service for various
facilities , systems , regions , or circumstances . Its objectives include providing a logical set of
methods for assessing transportation facilities , assuring that practitioners have access to the latest
research results , and presenting sample problems.
Design Signal Timing by Homburger and Kell's Method

The general procedure is as follows:

1. Select yellow (y) change intervals between 3 to 5 seconds for speeds less than 35

mph to speeds greater than 50 mph.

2. Determine the need for additional clearance time (Y) using Eq. below and also

ensure if an all-red (ar) phase is necessary.

4.5.1 Omak intersection

 Step(1) :
Select yellow (y) change intervals
y1= 3.5 sec

y2= 3 sec

76
 Step(2) :
Calculate additional clearance times (Y).

Y1= = 7.15sec

Y2= = 6.26 sec

 Step(3) :
Calculate all-red (ar) clearance intervals
All Red= Y- y

Ar1=7.15-3.5= 3.65 sec

Ar2=6.26-3= 3.26 sec

Step(4) :

Determine pedestrian clearance tunes.

E=W/4

E1=137.7/4= 34.43 sec

E2=93.14/4= 23.3 sec

 Step(5) :
Flashing “Don't Walk’’ (FDW)
F.D.W=E-y

F.D.W1=34.43 -3.5= 30.93 sec

F.D.W2=23.3-3= 20.3 sec

 Step(6) :
Compute minimum green times = (pedestrian clearance - yellow + walking minimum)

30.93+7= 37.93 sec

20.3+7= 27.3 sec

 Step(7) :
Compute green times

77
 = 76.14 sec

 Step(8) :
Adjust cycle length and redistribute extra green time.
Cycle length=

C= 37.93+76.14+5.24+6.26= 125.57 = 126 sec

g1 = 76.14+0.31=76.45 sec

g2 = 37.93+0.12= 38.05 sec

Step(9) :

Drawing cycle length.

Phase (1):

Vehicles

0 76.45 79.95 83.6 126

G Y ar R
76.45 3.5 3.65 42.4

Phase (2):

Vehicles

0 83.6 121.65 124.65 126

R G Y ar
83.6 38.05 3 3.23

4.5.2 Almashtal intersection

 Step(1) :
Select yellow (y) change intervals
y1= 3.5 sec

y2= 3 sec

 Step(2) :
Calculate additional clearance times (Y).

Y1= = 7.15sec

78
Y2= = 5.45 sec

 Step(3) :
Calculate all-red (ar) clearance intervals
All Red= Y- y

Ar1= 7.15-3.5= 3.65 sec

Ar2= 5.5 -3= 2.5 sec

Step(4) :

Determine pedestrian clearance tunes.

E=W/4

E1= 137.7/4= 34.43 sec

E2= 52.49/4=13.12 sec

 Step(5) :
Flashing “Don't Walk’’ (FDW)
F.D.W=E-y

F.D.W1= 34.43-3.5=30.93 sec

F.D.W2= 13.12-3= 10.12 sec

 Step(6) :
Compute minimum green times = (pedestrian clearance - yellow + walking minimum)

30.93+7= 73.93 sec

10.12+7= 17.12 sec

 Step(7) :
Compute green times
= 25.23 sec

 Step(8) :
Adjust cycle length and redistribute extra green time.
Cycle length=

C= 73.93+25.23+7.15+5.45= 111.76 sec =115 sec

79
g1 = 25.23+1.04= 26.27 sec

g2 = 73.93+2.2= 76.13 sec

Step(9) :

Drawing cycle length.

Phase (1):

Vehicles

0 26.27 29.77 33.42 115

G y ar R
26.27 3.5 3.65 81.58

Phase (2):

Vehicles

0 33.42 109.55 112.55 115

R G Y ar
33.42 76.13 3 2.5

4.5.3 Abdalla Altyeb intersection

 Step(1) :
Select yellow (y) change intervals
y1= 3.5 sec

y2= 3 sec

 Step(2) :
Calculate additional clearance times (Y).

Y1= = 7.15sec

Y2= = 5.45 sec

 Step(3) :
Calculate all-red (ar) clearance intervals
All Red= Y- y

Ar1= 7.15-3.5= 3.65 sec

80
Ar2= 5.45-3= 2.45 sec

Step(4) :

Determine pedestrian clearance tunes.

E=W/4

E1= 137.7/4= 34.43 sec

E2= 52.49/4=13.12sec

 Step(5) :
Flashing “Don't Walk’’ (FDW)
F.D.W=E-y

F.D.W1= 34.43-3.5= 30.93 sec

F.D.W2= 13.12-3= 10.12 sec

 Step(6) :
Compute minimum green times = (pedestrian clearance - yellow + walking minimum)

30.93+7=73.93 sec

10.12+7=17.12 sec

 Step(7) :
Compute green times
= 171.24 sec

 Step(8) :
Adjust cycle length and redistribute extra green time.
Cycle length=

C= 73.93+171.24+7.15+5.45= 257.77 sec = 260 sec

g1 = 171.24 + 1.23 = 172.47 sec

g2 = 73.93 + 1 = 74.93 sec

Step(9) :

81
Drawing cycle length.

Phase (1):

Vehicles

0 172.47 175.97 179.62 260

G y ar R
172.47 3.5 3.65 80.38

Phase (2):

Vehicles

0 179.62 254.6 257.6 260

R G Y ar
179.62 74.98 3 2.4

4.5.4 Alsharge intersection

 Step(1) :
Select yellow (y) change intervals
y1= 3.5 sec

y2= 3 sec

 Step(2) :
Calculate additional clearance times (Y).

Y1= = 6.96sec

Y2= = 5.44 sec

 Step(3) :
Calculate all-red (ar) clearance intervals
All Red= Y- y

Ar1= 3.46 sec

Ar2= 2.44 sec

Step(4) :

Determine pedestrian clearance tunes.

E=W/4
82
E1= 128.3/4= 32.07 sec

E2= 52.49/4= 13.12 sec

 Step(5) :
Flashing “Don't Walk’’ (FDW)
F.D.W=E-y

F.D.W1= 32.07-3.5=28.57 sec

F.D.W2= 13.12-3=0.12 sec

 Step(6) :
Compute minimum green times = (pedestrian clearance - yellow + walking minimum)

28.57 + 7= 35.57 sec

0.12 +7= 7.12 sec

 Step(7) :
Compute green times
= 72.49 sec

 Step(8) :
Adjust cycle length and redistribute extra green time.
Cycle length=

C= 35.57 + 72.49 +7.35 +6.406 = 121.8 sec = 125 sec

g1 = 72.49 + 2.2 = 74.69 sec

g2 = 35.57 + 1 = 36.57 sec

83
Step(9) :

Drawing cycle length

Phase (1):

Vehicles

74.69 78.19 82.04 125

G y ar R
74.69 3.5 3.85 42.96
Phase (2):

Vehicles

82.04 118.61 121.61 125

R G Y ar
82.04 36.57 3 3.4

Phases for Homburger and Kell's Method

4.6 Results and discussion

comparing between the actual cycle length and New redesign cycle length.

4.6.1 actual cycle length

Intersection Green Yellow Red All red T.cycle length

Omak 60 3 85 0 148
Almashtal 60 3 29 0 92
Aballa
35 3 60 0 98
altayeb
Alshargi 56 3 105 0 164

4.6.2 New redesign cycle length

Intersection Green Yellow Red All red T.cycle length
Omak 38.05 3 83.6 3.23 126
Almashtal 76.13 3 33.42 2.5 115
Aballa
74.98 3 179.62 2.4 260
altayeb
Alshargi 36.57 3 82.04 3.4 125
When we studied and analyzed the collected data from the intersections , we found that the
intersections design was non-compatible with the traffic flow capacity in the morning and evening
period. Then we noticed that all level of service (LOS) was no way to accept it for all direction of
the intersections. This faulty design creates discomfort and feeling insecure for drivers and
pedestrians passing by throw those intersections. So we set about redesigning the traffic lights

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timing for all intersections ( increasing or decreasing cycle length ) for all directions and increase
the total width of the streets .
4.7 Discussion
From table 4.6.1 and 4.6.2 :

 Omak intersection the actual cycle length was 148 sec and the new redesign were 126
sec so the cycle length decrease by 22 sec.
 al Mashtal intersection the actual cycle length was 92 sec and the new redesign were
115 sec so the cycle length increase by 23sec.
 Abdalla altyeb intersection the actual cycle length was 98 sec and the new redesign
were 260 sec so the cycle length increase by 162 sec.
 Alshargei intersection the actual cycle length was 164 sec and the new redesign were
125 sec so the cycle length decrease by 39 sec.

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CHAPTER FIVE :CONCLUSION AND RECOMMENDATIO
 CHAPTER FIVE CONCLUSION AND RECOMMENDATIONS

5.1 Conclusion
After studying and analyzing we found the intersections design was non-compatible with the
traffic flow .Omak intersection has been redesign , and we did a comparison the new design
with the actualsignals. Al mashtal intersection has been redesign , and we did a comparison
the new design with theactual signals. Abdalla altyeb intersection has been redesign , and we
did a comparison the new design with theactual signals. Al shargi intersection has been
redesign , and we did a comparison the new design with theactual signals. In this project we
are showing you the importance of design and constructs an ideal intersectionand traffic system
and how to manage it for saving lives and time .

Most of accident happened in the intersection with no traffic lights signals, and also the number
of accidents in the world is constantly increasing. However the design we did to 60th street
intersection become more effective.

5.2 Recommendations:

One of our recommendations to the Engineering Authority in Khartoum State is the periodic
maintenance of traffic lights and intersections in order to ensure efficiency in the road and increase
the expected life of the signals. Regular maintenance of sidewalks for the safety of pedestrians and
road users in general. Adding batteries to the solar system as a kind of environmental development
and to solve the problem of power cuts from traffic lights. Adding pedestrian crossing signs.
Adding regulatory signs, warning signs, and direction signs. The use of computational artificial
intelligence for traffic lights.

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