1.

Introduction Traffic engineering is a branch of civil engineering that uses engineering techniques to

achieve the safe and efficient movement of people and goods. It focuses mainly on research and construction of the infrastructure necessary for safe and efficient traffic flow, such as road geometry, sidewalks and crosswalks, segregated cycle facilities, shared lane marking, traffic signs, road surface markings and traffic lights.

Traffic engineering is closely associated with other disciplines:

Transport engineering Highway engineering Transportation planning Urban planning Human factors engineering

Typical Traffic engineering projects include:

Designing traffic control device installations and modifications, including traffic signs, and pavement markings Investigating locations with high crash rates and developing countermeasures to Preparing construction traffic control plans, including detour plans for pedestrian Estimating the impacts of commercial developments on traffic patterns Along with computer and electrical engineers, developing systems for intelligent

signals,

reduce crashes and vehicular traffic

transportation systems

1.1

Issue selected

We had chosen this location as our study due to we think that the area is highly risk of accident to occur. This is because we think the radius if the roundabout is not enough for the volume and speed of vehicles that often use the road such as cars, motorcycles and buses.

Due to the straight and long way before the roundabout, vehicles usually speed up their vehicles. But when they get closed to the roundabout, they need to change the speed abruptly. If the majority of road users failed to control it well, accident might occur.

Other than that, we consider the safety of the vulnerable road user which is the motorist and pedestrian. Due to there`s no specific space for pedestrian, their life are at risk every time they cross the road along the roundabout. While for motorist, the narrow size of the road, they might get caught between larger vehicles and the divider.

At the roundabout itself, we can see the flexible road divider are already damaged. If this problem is underestimated, this will implicate such huge loss as life, cost, time and esthetic value.

1.2

Motorist Safety and Comfort Motorcycle safety concerns many aspects of vehicle and equipment design as well as

operator skill and training that are unique to motorcycle riding. In many countries, motorcycles are a popular form of transport. Motorcycles are

relatively cheap compared to other forms of motorized vehicles, and provide mobility to millions

of people worldwide. However, unlike other forms of motorized transport, there is very little protection for motorcycle riders and passengers. When crashes do occur, they often have very severe consequences, especially at higher speeds or in situations where larger vehicles are involved. The chance of a motorcycle rider or passenger surviving a collision with a car is greatly reduced at speeds over 30 km/h. Even in countries where motorcycles form only a small part of traffic, motorcycle casualties can form a significant part of the crash problem, and the risk of injury or death is many times greater for motorcyclists than for other forms of transport. In many low and middleincome countries motorcycles are a major means of transport and their requirements should be reflected in road design and traffic management measures. In high-income countries motorcycling is often a more minor transport mode but also a significant leisure pursuit, and the two groups of motorcyclists present very different risks and require different countermeasures to improve their safety. Certain maneuvers and road conditions carry a higher risk to motorcyclists than to drivers. For example, motorcycles are less stable, and so riders are more likely to lose control of their vehicle when cornering. Motorcycles have very different road performance characteristics than other types of vehicles. Motorcyclists can accelerate much more rapidly than other vehicles. They may appear in positions where other road users do not expect them. Motorcycle riders may also suddenly change their lane position to avoid a pavement hazard. The road environment has a significant influence on the risk of crashes involving motorcyclists. Contributing factors include:

Interaction with larger vehicles (cars, trucks) Road surface issues (such as roughness, potholes or debris on the road) Water, oil or moisture on the road Excessive line marking or use of raised pavement markers Poor road alignment Presence of roadside hazards and safety barriers Number of vehicles and other motorcyclists using the route.

Road design and safety engineering countermeasures aimed at the specific needs of motorcyclists is, in part, being addressed with guideline documents produced by motorcycle user and industry groups. Aimed at road engineers, such guidelines recognize that measures that can protect vehicle occupants from serious injury in the event of a crash may have a negative impact on motorcyclists. By far the most contentious area of debate in this field regards crash barriers. Typically, standard safety barriers are not tested for their impact on motorcyclists, but research suggests that the exposed vertical support posts are particularly aggressive, irrespective of the barriers' other components. Secondary rails, such as the Bike Guard, BASYC or Moto Tub systems, that protect riders from the posts and present a continuous surface, and impact attenuators that cover the support posts themselves are being increasingly implemented.

1.3

Pedestrian Safety Emergency physicians see thousands of pedestrians injured every year. In 2008, 69,000

pedestrians were injured in traffic crashes and nearly 5,000 (4,378) were killed. A pedestrian is injured every eight minutes and one is killed every two hours. Alcohol involvement (for driver or pedestrian) was reported in nearly half of all traffic crashes resulting in pedestrian deaths. In one-third of pedestrian fatalities, the pedestrian is intoxicated. Everyone is only one step away from a medical emergency. 1.3.1 Pedestrian Safety Through Vehicle Design Almost two-thirds of the 1.2 million people killed annually in road traffic crashes worldwide are pedestrians. Despite the magnitude of the problem, most attempts at reducing pedestrian deaths have focused solely on education and traffic regulation. However, in recent years crash engineers have begun to use design principles that have proved successful in protecting car occupants to develop vehicle design concepts that reduce the likelihood of injuries to pedestrians in the event of a car-pedestrian crash. These involve redesigning the bumper, hood

(bonnet), and the windshield and pillar to be energy absorbing (softer) without compromising the structural integrity of the car. Most pedestrian crashes involve a forward moving car (as opposed to buses and other vehicles with a vertical hood/bonnet). In such a crash, a standing or walking pedestrian is struck and accelerated to the speed of the car and then continues forward as the car brakes to a halt. Although the pedestrian is impacted twice, first by the car and then by the ground, most of the fatal injuries occur due to the interaction with the car. The vehicle designers usually focus their attention on understanding the car-pedestrian interaction, which is characterized by the following sequence of events: the vehicle bumper first contacts the lower limbs of the pedestrian, the leading edge of the hood hits the upperthigh or pelvis, and the head and upper torso are struck by the top surface of the hood and/or windshield. 1.3.2 Who is at risk for pedestrian injury and death? More than two-thirds of pedestrians (70 percent) who died were males. About one-fifth of children between the ages 5 and 9 who died in traffic crashes are pedestrians. Children ages 15 and younger account for 22 percent of all pedestrians injured in traffic crashes. Older pedestrians (over age 65) account for 18 percent of all pedestrian fatalities and 10 percent of all pedestrian injuries (National Highway Traffic and Safety Administration).

1.3.3

When do pedestrian deaths and injuries happen? Thirty-eight percent of all young (under age 16) pedestrian fatalities occur between 3 and

7 p.m. Pedestrian deaths are more likely to occur Fridays, Saturdays or Sundays than on other days; nearly half (49 percent) of all pedestrian fatalities occurred on these days. More pedestrians die on New Years Day than on any other day of the year (Injury Prevention). Halloween is the most dangerous day of the year for pedestrian injuries and deaths among children. Children are walking at night and in costumes, which may impede their vision and create tripping hazards.

1.3.4

How often is alcohol involved in a pedestrian injury or death? Alcohol involvement, either by a driver or pedestrian, was reported in nearly half (48

percent) of traffic crashes that resulted in pedestrian fatalities in 2008. Thirty-six percent of pedestrians killed in traffic accidents had blood alcohol concentrations of .08 or higher. Thirteen percent of drivers had .08 blood alcohol concentrations. In 6 percent of accidents, both the driver and pedestrian were intoxicated.

1.3.5

Is cell phone use associated with pedestrian injuries? This is a growing trend. The rate of pedestrian injuries resulting from walking while

using a cell phone, either to talk or to text, doubled from 2006 to 2007 and doubled again in 2008. To prevent injury and death, pedestrians should: Use sidewalks. Know and obey safety rules. Cross only at intersections and crosswalks and only with a green light. Look left, right and left again for traffic before stepping off the curb. Be alert and aware when you are crossing the street. Do not be distracted by cell phones, PDAs or headsets. See and be seen. Walk facing traffic. Closely watch children and teach them safety rules.

1.3.6

Reducing Pedestrians Injuries Most pedestrian deaths occur due to the traumatic brain injury resulting from the hard

impact of the head against the stiff hood or windshield. In addition, although usually non-fatal, injuries to the lower limb (usually to the knee joint and long bones) are the most common cause of disability due to pedestrian crashes. A Frontal Protection System (FPS) is a device fitted to the front end of a vehicle to protect both pedestrians and cyclists who are involved in a front end collision with a vehicle. Car design has been shown to have a large impact on the scope and severity of pedestrian injury in car accidents.

2.0

Objective a) To know lane width, shoulder width and meridian width b) The analysis will attempt to determine the LOS for road in UTHM.

3.0

Scope of study This study was conducted in area of Tun Hussein Onn Malaysia University (UTHM) at

Parit Raja, Batu Pahat, Johor Darul Takzim. The specific area is at the intersection of main road in the University, which is considered as the busiest way in the UTHM. We made the observation on the peak hour of the road for two hours beginning at 8.25 a.m until 10.25 a.m. The time interval of the observation is at each of 10 minutes.

DIRECTION: Road Study

4.0 4.1

Literature Review Traffic systems

Increasingly however, instead of building additional infrastructure, dynamic elements are also introduced into road traffic management (they have long been used in rail transport). These use sensors to measure traffic flows and automatic, interconnected guidance systems (for example traffic signs which open a lane in different directions depending on the time of day) to manage traffic, especially in peak hours. Also, traffic flow and speed sensors are used to detect

problems and alert operators, so that the cause of the congestion can be determined and measures can be taken to minimize delays. These systems are collectively called intelligent transportation systems. 4.2 Available Methods Two methods are available for conducting traffic volume counts which is manual and automatic. For this study we use a manual traffic volume count. 4.2.1 Automatic Count Method The automatic count method provides a means for gathering large amounts of traffic data. Automatic counts are usually taken in 1-hour intervals for each 24-hour period. The counts may extend for a week, month, or year. When the counts are recorded for each 24-hour time period, the peak flow period can be identified. Automatic Count Recording Methods Automatic counts are recorded using one of three methods: portable counters, permanent counters, and videotape. Portable Counters Portable counting is a form of manual observation. Portable counters serve the same purpose as manual counts but with automatic counting equipment. The period of data collection using this method is usually longer than when using manual counts. The portable counter method is mainly used for 24-hour counts. Pneumatic road tubes are used to conduct this method of automatic counts. Specific information pertaining to pneumatic road tubes can be found in the users manual.

Recorde r

Pneumatic Road Tube and Recorder Permanent Counters Permanent counters are used when long-term counts are to be conducted. The counts could be performed every day for a year or more. The data collected may be used to monitor and evaluate traffic volumes and trends over a long period of time. Permanent counters are not a cost-effective option in most situations. Few jurisdictions have access to this equipment. Videotape Observers can record count data by videotaping traffic. Traffic volumes can be counted by viewing videotapes recorded with a camera at a collection site. A digital clock in the video image can prove useful in noting time intervals. Videotaping is not a cost-effective option in most situations. Few small jurisdictions have access to this equipment. Automatic Count Study Preparation Checklist When preparing for an automatic count study, use the checklist in Table 3.2. This checklist may be modified or expanded as necessary. 4.2.2 Manual Count Method Most applications of manual counts require small samples of data at any given location. Manual counts are sometimes used when the effort and expense of automated equipment are not justified. Manual counts are necessary when automatic equipment is not available.

Manual counts are typically used to gather data for determination of vehicle classification, turning movements, direction of travel, pedestrian movements, or vehicle occupancy. The selection of study method should be determined using the count period. The count period should be representative of the time of day, day of month, and month of year for the study area. For example, counts at a summer resort would not be taken in January. The count period should avoid special event or compromising weather conditions (Sharma 1994). Count periods may range from 5 minutes to 1 year. Typical count periods are 15 minutes or 2 hours for peak periods, 4 hours for morning and afternoon peaks, 6 hours for morning, midday, and afternoon peaks, and 12 hours for daytime periods (Robertson 1994). For example, if conducting a 2-hour peak period count, eight 15-minute counts would be required. The study methods for short duration counts are described in this chapter in order from least expensive (manual) to most expensive (automatic), assuming the user is starting with no equipment. The study methods for short duration counts are described in this chapter in order from least expensive(manual) to most expensive (automatic), assuming the user is starting with no equipment. Manual Count Recording Methods Manual counts are recorded using one of three methods: tally sheets, mechanical counting boards, or electronic counting boards. Tally Sheets Recording data onto tally sheets is the simplest means of conducting manual counts. The data can be recorded with a tick mark on a pre-prepared field form. A watch or stopwatch is necessary to measure the desired count interval. Mechanical Counting Boards

10

Mechanical count boards consist of counters mounted on a board that record each direction of travel. Common counts include pedestrian, bicycle, vehicle classification, and traffic volume counts. Typical counters are push button devices with three to five registers. Each button represents a different stratification of type of vehicle or pedestrian being counted. The limited number of buttons on the counter can restrict the number of classifications that can be counted on a given board. A watch or a stopwatch is also necessary with this method to measure the desired count interval.

Mechanical Counting Board Electronic Counting Boards Electronic counting boards are battery-operated, hand-held devices used in collecting traffic count data. They are similar to mechanical counting boards, but with some important differences. Electronic counting boards are lighter, more compact, and easier to handle. They have an internal clock that automatically separates the data by time interval. Special functions include automatic data reduction and summary.

11

Electronic Counting Board

5.0 5.1

Methodology Manual Count Method Most applications of manual counts require small samples of data at any given location.

Manual counts are sometimes used when the effort and expense of automated equipment are not justified. Manual counts are necessary when automatic equipment is not available. Manual counts are typically used for periods of less than a day. Normal intervals for a manual count are 5, 10, or 15 minutes. Traffic counts during a Monday morning rush hour and a Friday evening rush hour may show exceptionally high volumes and are not normally used in analysis; therefore, counts are usually conducted on a Tuesday, Wednesday, or Thursday.

5.2

Introduction Traffic volume studies are conducted to determine the number, movements, and

classifications of roadway vehicles at a given location. These data can help identify critical flow time periods, determine the influence of large vehicles or pedestrians on vehicular traffic flow, or document traffic volume trends. The length of the sampling period depends on the type of count being taken and the intended use of the data recorded. For example, an intersection count may be conducted during the peak flow period. If so, manual count with 15-minute intervals could be used to obtain the traffic volume data.

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5.2.1

Key Steps to a Manual Count Study

A manual count study includes three key steps: 1. Perform necessary office preparations. 2. Select proper observer location. 3. Label data sheets and record observations. 5.2.2 Perform Necessary Office Preparations Office preparations start with a review of the purpose of the manual count. This type of information will help determine the type of equipment to use, the field procedures to follow, and the number of observers required. For example, an intersection with multiple approach lanes may require electronic counting boards and multiple observers. 5.2.3 Select Proper Observer Location Observers must be positioned where they have a clear view of the traffic. Observers should be positioned away from the edge of the roadway. If observers are positioned above ground level and clear of obstructions they usually have the best vantage point. Visual contact must be maintained if there are multiple observers at a site. If views are unobstructed, observers may count from inside a vehicle. 5.2.4 Label Data Forms and Record Observations Manual counts may produce a large number of data forms; therefore, the data forms should be carefully labeled and organized. On each tally sheet the observer should record the location, time and date of observation, and weather conditions. Follow the data recording methods discussed earlier.

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Prepare

1. Communicate with other staff/departments 2. Review historical data trends 3. Review citizen input 4. Request traffic control

Select location

1. Select the proper location 2. Plan the data collection preparations 3. Complete the pre-study documentation

Complete study

1. Collect the data 2. Evaluate the data 3. Calculate the traffic volume trends

1. Finalize the report 2. File the report Document 3. Communicate the results

`Figure 1 : Traffic Volume Count Steps 14

5.3

Apparatus / Equipment 1. Measuring Tape / Odometer 2. Forms HC1, HC2 and HC3 3. Analogue Counter (optional) 4. Safety Vest 5. Safety Cones 6. Flags

Manual Counter

Odometer, Safety Vest, Cone

Flags

Stopwatch

15

5.4

Procedure

1. Conduct traffic was counted at the location (1 km in length) for an 2/3hour in segments of 10minutes. The data was recorded in form HC1.
2. The lane width, shoulder width and median width was measured using either a measuring

tape or measuring wheel. The data was recorded in form HC2. [Ensure safety by using the safety vest, safety cones and flags to direct traffic and for self protection] 3. A walk-through survey was conducted of the 1 km section to determine the number of access points. The type of median was observed. The data was recorded in form HC2. 4. The posted speed limit of the multilane highway was recorded in form HC2. 5. The Free Flow Speed (FFS) was calculated. 6. The number of lanes (per direction) was recorded in form HC3. 7. From form HC1, the hourly volume (V) and percentage of heavy vehicles was determined. The data was recorded in form HC3. 8. The Flow Rate (vp) was calculated. 9. The Density (D) was calculated. 10. The Level of Service (LOS) was determined and was commented.

5.5

Information Gathering Before a jurisdiction contacts an engineering consulting firm to perform a traffic volume

count study, a variety of information may need to be collected. Any information may aid the consulting firm in adequately completing the study. The following is a list of possible information that an engineering consulting firm may request: issue at hand historic volume counts existing zoning proposed future land use changes

16

 traffic impact statements if available citizen input location map

appropriate persons any other

contact relevant

information

5.6 5.6.1

Examples Of Traffic Volume Count Studies Intersection Counts

Intersection counts are used for timing traffic signals, designing channelization, planning turn prohibitions, computing capacity, analyzing high crash intersections, and evaluating congestion (Homburger et al. 1996). The manual count method is usually used to conduct an intersection count. A single observer can complete an intersection count only in very light traffic conditions. The intersection count classification scheme must be understood by all observers before the count can begin. Each intersection has 12 possible movements (see Figure 3.6). The intersection movements are through, left turn, and right turn. The observer records the intersection movement for each vehicle that enters the intersection.

Intersection Movements

17

5.6.2

Pedestrian Counts Pedestrian count data are used frequently in planning applications.

Pedestrian counts are used to evaluate sidewalk and crosswalk needs, to justify pedestrian signals, and to time traffic signals. Pedestrian counts may be taken at intersection crosswalks, midblock crossings, or along sidewalks. When pedestrians are tallied, those 12 years or older are customarily classified as adults (Robertson 1994). Persons of grade school age or younger are classified as children. The observer records the direction of each pedestrian crossing the roadway. 5.6.3 Vehicle Classification Counts Vehicle classification counts are used in establishing structural and geometric design criteria, computing expected highway user revenue, and computing capacity. If a high percentage of heavy trucks exists or if the vehicle mix at the crash site is suspected as contributing to the crash problem, then classification counts should be conducted. Typically cars, station wagons, pickup and panel trucks, and motorcycles are classified as passenger cars. Other trucks and buses are classified as trucks. School buses and farm equipment may be recorded separately. The observer records the classification of the vehicles and the vehicles direction of travel at the intersection. 6.0 6.1 Result and Data Analysis Speed Analysis : UTHM main entrance : 825 a.m 1025 a.m : 3 March 2011
Number of vehicles

Direction Time Thursday Date

Speed

Weather Day

: Drizzle :

18

Class (km/h) 0-4 5-9 10-14 15-19 20-24 25-29 30-34

1 4 21 11 2 1 1

Vehicle Class 2 3 4 10 2 32 28 4 2 3 -

4 3 2 1 -

Total 4 19 55 40 6 3 4

Vehicle Class Class 1 (Motorcycles) Class 2 (Cars) Class 3 (Vans & Medium Trucks) Class 4 (Heavy Trucks & Buses) Total

Traffic Volume (vehicles/hour) 40 83 2 6 131

Speed Class (km/h) 0-4 5-9 10-14 15-19 20-24 25-29 30-34

Upper limit (km/h) 0 4.5 9.5 14.5 19.5 24.9 29.5 34.5

Class Midpoint, x (km/h) 2 7 12 17 22 27 32 Total:

Number of Observati on, f 0 4 19 55 40 6 3 4 131

fx

0 8 133 660 680 132 81 128 1822

Percentag e of Observatio n 0 3.1 14.5 41.9 30.5 4.6 2.3 3.1 100.0

Cumulativ e Percentag e 0.00 3.1 17.6 59.5 90.0 94.6 96.9 100.0

6.1.1

Calculation = = = fx N 1822 131 13.9 km/hr L + [ n/2 ] fL x C fM

a) Mean Speed

b) Median Speed

19

= = c) Mode speed = the mode speed is

19.5 + [ 131/2 ] 21 x 5 17 32.59 km/hr From the graph frequency histogram, 15 km/hr to 19 km/hr

d) 85th Percentile Speed = distribution curve, percentile speed is 20.9 km/hr

From the graph cumulative frequency the 85th

Frequency Histogram

20

Appendix

Frequency Distribution Curve

Cumulative Frequency Distribution Curve

21

6.2

Traffic Volume Calculation

Form HC1 Location Day Date Time Weather : UTHM main entrance - Roundabout : Thursday : 3 / 3 / 2011 : 835 a.m 1035 a.m : Drizzle Traffic Count Vehicle Class 3 4 2 1

Time 8 8 835 845 845 855 855 905 905 915 915 925 925 - 935 945 955 955 1005 1005 1015 1015 1025 1025 - 1035
25 35

1 24 24 21 29 23 16 11 16 20 32 19 11

2 112 21 51 36 25 26 28 28 22 25 26 19

4 7 6 4 3 3 3 1 4 1 1 3

5 3 2 3 2 15 19 5

22

Vehicle Class Class 1 (Motorcycles) Class 2 (Cars) Class 3 (Vans & Medium Trucks) Class 4 (Heavy Trucks & Buses) Class 5 (Pedestrians) Total

Traffic Volume (vehicles/hour) 419 217 7 36 49 728

Form HC2 FREE FLOW SPEED Posted Speed Limit Base Free Flow Speed (BFFS) Median Type ( Divided / Undivided ) FM Lane Width = 9.9 meters FLW Shoulder Width = 2.0 meters Median Width = _ 1.0 meters Total Lateral Clearance = Shoulder width + Median width = 3.0 meters FLC Access Point Density = 2 per km FA Free Flow Speed (FFS) 1.3 km/h = 31.3 km/h 0.0 km/h 20.9 km/h + 12.3 km/h = 33.2 km/h

0.0 km/h

0.6 km/h

23

FFS = BFFS FLW FLC FM - FA FFS = free flow speed BFFS = base free flow speed = 85th percentile speed + 12.3 km/h * fLW = adjustment for lane width (refer to Table 1) fLC = adjustment for total lateral clearance (refer to Table 2) fM = adjustment for median type (refer to Table 3) fA = adjustment for access point density (refer to Table 4) * Forecasted from previous studies which indicated that BFFS on multilane highways is approximately 11 km/h higher than the speed limit for 65 and 70 km/h speed limits, and it is 8 km/h higher for 80 and 90 km/h speed limits. Form HC3 FLOW RATE Volume, V Peak Hour Factor, PHF Number of Lanes, N Terrain Percentage of Heavy Vehicles, PT Passenger Car Equivalent For Heavy Vehicles, ET Heavy Vehicle Adjustment Factor, fHV Driver Population Factor, fP Flow Rate (vp) pc/h/ln Level 4.9 1.5 0.98 1.00 ) = 863.8 ( 728 0.43 2.0 veh/hour

24

vp = 15-min passenger-car equivalent flow rate (pc/hr/ln) V = hourly volume (veh/hr) PHF = peak hour factor N = number of lanes fHV = heavy vehicle adjustment factor fp = driver population factor ET , ER = passenger car equivalents for trucks or buses (T) and recreational vehicles (RV) in the traffic stream (refer to Table 5) PT , PR = percentage of truck/buses and RVs in the traffic stream (stated in decimals) * Neglect PR and ER . 6.2.1 Calculation

Base Free Flow Speed (BFFS) = 85th percentile speed + 12.3 km/h = 20.9 + 12.3 = 33.2 km/h FREE FLOW SPEED (FFS) = BFFS FLW FLC FM - FA = 33.2 0.0 0.6 0.0 1.3 = 31.3 km/h PEAK HOUR FACTOR, PHF = V / ( Vmax * 4 ) = 728 / ( 419 * 4 ) = 0.43 Percentage of Heavy Vehicles, PT = ( 36 / 728 ) * 100 = 4.9 % Heavy Vehicle Adjustment Factor, fHV * Neglect PR and ER .

fHV = 1 / [ 1 + 0.049(1.5 1) ] = 0.98 15-min PASSENGER-CAR EQUIVALENT FLOW RATE (pc/hr/ln), vp

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Vp = 728 / ( 0.43 * 2 * 0.98 * 1.00) = 863.8 pc/h/ln

6.2.2

Results

1. Free flow speed (FFS) = 31.3 km/h 2. Flow rate (vP) = 863.8 passenger car/hour/lane 3. Density (D) =
vp

17 passenger car/km/lane

D=
S

= 863.8 / 31.3 = 27.60

28 passenger car/km/lane

vp = flow rate (pc/h/ln) S = average passenger-car speed (km/h) 4. Level Of Service = LOS E

26

6.3

Level Of Service (LOS) Determination

27

28

Level of service (LOS) near the FUJITSU factory (Batu Pahat Parit Raja)

7.0

Discussion

29

Level of service (LOS) is measure used by traffic engineers determine the effectiveness of elements of transportation infrastructure. LOS is most commonly used to analyze highways, but the concept has also been applied to intersections, transit, and water supply. As traffic volume increase, the speed of each vehicle is influenced; the speed of each vehicle is influenced in a large measure by the speed of the slower vehicles. As traffic density increase, appoint is finally reached where all vehicles are traveling at the speed of the slower vehicles. This condition indicates that the ultimate capacity has been reached. The capacity of a highway is therefore measured by its ability to accommodate traffic and is usually expressed as the number of vehicle that can pass a given point in a certain period of time at a given speed. Although the maximum number of vehicle that can be

accommodated remains fixed under similar roadway and traffic conditions, there is a range of lesser volumes that can be handled under differing operating condition. Operation at capacity provides the maximum, but as both volume and congestion decrease there is an improvement in the level of service. Level of service is a qualitative measure that describes operational conditions within a traffic stream and their perception by drivers and/or passengers. Six level of service, A through F, define the full range of driving conditions from best to worst, in that order. These levels of service qualitatively measure the effect of such factors as travel time, speed, cost, and freedom to maneuver, which in combination with other factors, determine the type of service that any given facility provides to the user under the stated conditions. With each level of service, a service flow rate is defined. It is the maximum volumes that can pass over a given section of roadway while operating conditions are maintained at the specified level of serviced.

30

Based from the experiment that we have done, we can determine the speed characteristics of traffic at the location that have observed. The experiment has done at UTHM to Fujitsu road. Another speed characteristics of traffic, we also can justify the problem of speeding at the location. At this experiment, the data that has been collected are vehicles speed. It was shown at the table. Speed data was be collected according to their respective class vehicle. There are the classes of vehicles: 1. Class 1 for motorcycles. 2. Class 2 for cars 3. Class 3 for vans and medium trucks. 4. Class 4 for large trucks and buses.

From the data, the total number of observation was 131. The speed class range for that day was 0 m/s until 34 m/s. From the data, the mean speed that we had was 13.9 m/s, and median speed 32.59 m/s. Then, based on the histogram of mode speed, the value of mode speed was 15 m/s to 19 m/s. The 85th percentile speed as obtained from the cumulative frequency distribution curve shown is 20.9 m/s.

8.0

Conclusion Conclusion, the objective is to determine the level of service at

UTHM main road are achieved and the level of service is LOS E. The zone is little freedom for driver maneuverability and while the operating speeds are still tolerable. This region approaches the condition of unstable flow. 9.0 Recommendation

31

After few suggestions.

identifying

the type

of road survey, we listed a Hopefully, these

suggestions can help reduce and prevent accidents from occur again. Here are the suggestion :
Enlarging the radius of the roundabout Lessen the number of flexible road divider Place the speed limit signage at the road.

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