Traffic Engineering and Managment Plans For George Town

TRAFFIC ENGINEERING AND MANAGEMENT PLANS
FOR FIFTTY INTERSECTIONS IN GEORGE TOWN
MINISTRY OF PUBLIC WORKS AND COMMUNICATIONS,

GOVERNMENT OF GUYANA
Report prepared by
CMS TRAFFIC SYSTEMS LIMITED,

70,LAKE ROAD, BHANDUP(W),
MUMBAI-400 078. INDIA
TELE. 91 22 25950147, FAX 91 22 25950169
E MAIL cmstslhq@cms.com
WEB www.cmstraffic.com
PREFACE
Effective transportation of people and goods has become the cornerstone of

development as it has been noticed from the experience of various countries. Mobility is
an engine of growth and transportation systems have to be dynamic to meet the growing
requirements. The process of urbanization is fastest in the developing world and it
should be viewed as a reflection of the inexorable surge of the forces of development.
This development has resulted in most of the cities a mismatch between capacity and
traffic demand and this is too acute in peak hours. The complexity of urban
transportation and increased travel continues to challenge the experts across the globe. In
the face of growing travel demand, issues on sustainable transport, increasing air
pollution, safety and efficiency of transport systems etc. are coming into prominence.
Transportation systems are an integral part of a modern day society designed to provide
efficient and economical movement between the component parts of the system and offer
maximum possible mobility to all elements of society. A competitive, growing
economy requires a transportation system that can move people, goods, and services
quickly and effectively. Road transportation is a critical link between all the other modes
of transportation and proper functioning of road transportation, both by itself and
as a part of a larger interconnected system, ensures a better performance of the
transportation system as a whole. Traffic control and management facilities are
imperative for the economic, safe and efficient transportation in city roads. Signalized
intersections, as a critical element of an urban road transportation system, regulate
the flow of vehicles through urban areas.
Co-operative republic of Guyana is experiencing development activities of late and
supporting infrastructural developments are planned. Government of India is helping the
people and government of Guyana in its endeavour of developing the transport
infrastucture. This project aims at installing advanced traffic control systems at major
intersections of road network in George Town. Reconnaissance surveys, traffic volume
surveys, preliminary parking and public transport surveys are conducted as part of this
study.
i
ACKNOWLEDGEMENTS
We have received immense help and assistance from number of persons in Ministry of
Public Works and Communications, Cooperative Republic of Guyana during field visits
and surveys which have preceded the preparation of this report. We thank them all for
their kind cooperation, time, efforts and support. Officials of High Commission of India
in George Town have been cordial and helpful to us and their assistance and support
are acknowledged with thanks. We wish to express sincere gratitude to one and all who
are helpful during our field visits and stay in George Town. Number of people have
helped with their thoughts, efforts and material while this report is prepared and all of
their help and suggestions are acknowledged with thanks.
ii
ABSTRACT
A traffic engineering survey was undertaken in George Town, the capital city of
Cooperative Republic of Guyana towards installation of advanced traffic control systems.
This report is prepared on the basis of analysis of traffic flow details and other data
collected during number of field visits and covers the findings and recommendations of
the study. Intersection drawings of fifty intersections are prepared by conducting total
station survey and attached in this report. Geometric improvements for intersections are
suggested along with details of signalisation. Classified directional Traffic volume
surveys are conducted at intersections. It was found that percentage of cars are
varying from 52 to 79 at various intersections. Mini buses, which are the main form of
public transport in George Town consists of 14 to 34 % of traffic at various intersections.
Volume capacity ratio at many intersections are nearing over saturation levels. It is
observed that Camp street and Regent street junction has a v/c ratio of 0.89. By the year
2011, v/c ratio at this intersection is projected to cross one and before that geometric
modifications are to be strictly implemented at this junction and many others . A
projection of traffic volume at number of intersection indicate number of intersections
need to go for geometric improvements in the near feature. Pedestrian footpaths are not
continuous and pedestrians have to often travel through roads increasing the conflict. A
separate pedestrian stage is proposed at all intersections to increase the pedestrian safety.
Mini buses, doing the mantle of public transport, don’t have terminal facilities and hence
create traffic congestion and chaos by parking in sides of roads and Stabroek market area.
Proper terminal facilities need to be provided to Mini buses by properly utilizing vacant
land in the nearby areas. Optimised signal time plans for signals working on fixed time
plans are generated using Traffic Network Study Tool (TRANSYT). In some corridors,
adjacent signals are coordinated and the coordinated signal time plans are also developed.
This report also gives the theoretical frame work on feasibility study on traffic signals,
geometric improvement of junctions, signal time plan selection etc.
iii
Chapter TABLE OF CONTENTS Page
No.
Preface (i)
Acknowledgements (ii)
Abstract (iii)
Table of Contents (iv)
List of Figures (viii)
List of Tables (xiv)
List of Photos (xvii)
1 Introduction 1
1.1 Objectives of study 1
1.2 Scope of work 3
1.3 Methodology 3
1.4 Organisation of report 4
2 Traffic surveys and geometric survey at intersections in 5

George Town
2.1 Preliminary Field surveys 5
2.2 Traffic survey Present traffic control systems 5
2.3 Total station survey 5
2.4 Analysis of data 6
3 Traffic characteristics of George Town 8
3.1 Present traffic conditions 8
3.2 Public transport 11
3.3 Traffic flow characteristics in George Town 11
iv
4.2 Warrants for signals 16
5 Junction details and geometric improvement plans 17
5.1 Camp street and Lamaha street 22
5.2 Camp street and Middle street 25
5.3 Camp street Church street and North road 25
5.4 Camp street and Robb street 28
5.5 Camp street and Regent street 33
5.6 Camp street and Croral street 33
5.7 Camp street and Brickdam street 36
5.8 Camp street and Durban street 41
5.9 Vlissengen road and Lamaha street 41
5.10 Vlissengen road and Homestretch street 41
5.11Vlissengen road and Durban street 48
5.12 Vlissengen road and Church street 48
5.13 Mandella avenue and Homestretch avenue 53
5.14 Mandella avenue and Aubery barkar 53
5.15 Sheriff street and Duncan street 58
5.16 Main,lamaha street and Urquhqrt street 58
5.17 Midlle street and Main street 58
5.18 Church street and Main street 65
5.19Avenue of the Republic and Robb street 65
5.20 Avenue of the Republic and Regent street 65
5.21 Croal south and Main street 65
v
5.22 Avenue of the Repubic and Brickdam street 74
5.23 Hadfield street and Republic Avenue 74
5.24 Cummings street and Middle street 79
5.25 East coast highway and Courdia street 79
5.26 East coast highway and Ug road 79
5.27 East coast highway and Conservation tree 84
5.28 Sheriff street and East cost public 89
5.29 Carifesta avenue and Vlissengen road 92
5.30 Carifesta avenue and Camp street 92
5.31 Mandela Avenue and Vlissengen St. 92
5.32 Mandella avenue and Durban street 99
5.33 Mandella avenue and Nortan street 99
5.34 Mandella avenue and Ariapima street 104
5.35 Lousia row and Durban street 104
5.36 Ug access road and Railway embankment road 104
5.37 Lousia row and Brickdam street 111
5.38 Cummings street and Regent street 111
5.39 Cummings street and Croals street 111
5.40 Sharief st. and Campbell Avenue 111
5.41 Halley street and Durban street 120
5.42 Vlissengen road and Thomas road 120
5.43 Sheriff, David street and Railway road 120
5.44 Lamaha street and Albert street 125
vi
5.45 Sheriff street and Garnet street 130
5.46 Vlissengen street and Regent street 130
5.47 East bank highway and Agrocilla road 133
5.48 East bank highway and Eccles access road 133
5.49 Mandella avenue and Hunter street 133
5.50Ogle air strip and Railway embankment road 140
Capacity analysis and optimised signal time plans 145

6
6.1 Capacity of a signalized network of road 145
6.2 Volume Capacity ratio of intersections in George Town 145
6.3 Signal time plans 148
6.4 Traffic Network Study Tool (TRANSYT) 153
6.5 Optimised signal time plans 155
6.6 Operation of signal time plans 209
Conclusion 210
7
References 211
Annexure 1 Traffic volume survey format 212
Annexure 2 Classified directional traffic volume data 213
Annexure 3 Intersection traffic volume details 225
vii
List of Figures
Figure Page
Description
No. No.
1.1 Location of George Town 2
2.1 Traffic Volume survey in progress 5
2.2 Total Station Survey 6

Location of Bus Terminals in Stabrock Market Area
3.1 12
Georgetown
3.2 a Composition of traffic Flow at Various Intersections 13
3.2 b Composition of traffic Flow at Various Intersections 14
5. a Location of Intersection Part-I 19
5. b Location of Intersection Part-II 20
5. c Location of Intersection Part-III 21
5. d Location of Intersection Part-IV 22
5. 1 Camp street and Lamaha street Junction 23
Camp street and Lamaha street Junction with
5.2 24
Modification
5.3 Camp street and Middle street Junction 26
Camp street and Middle street Junction with
5.4 27
Modification
5.5 Camp street Church street and North road Junction 29
Camp street Church street and North road Junction
5.6 30
with Modification
5.7 Camp street and Robb street Junction 31
Camp street and Robb street Junction with
5.8 32
Modification
5.9 Camp street and Regent street Junction 34
Camp street and Regent street Junction with
5.10 35
Modification
5.11 Camp street and Croal street Junction 37
viii
Camp street and Croal street Junction with
5.12 38
Modification
5.13 Camp street and Brickdam street Junction 39
Camp street and Brickdam street Junction with
5.14 40
Modification
5.15 Camp street and Durban street Junction 42
Camp street and Durban street Junction with
5.16 43
Modification
5.17 Vlissengen road and Lamaha street Junction 44
Vlissengen road and Lamaha street Junction with
5.18 45
Modification
5.19 Vlissengen road and Homestretch street Junction 46
Vlissengen road and Homestretch street Junction with
5.20 47
Modification
5.21 Vlissengen road and Durban street Junction 49
Vlissengen road and Durban street Junction with
5.22 50
Modification
5.23 Vlissengen road and Church street Junction 51
Vlissengen road and Church street Junction with
5.24 52
Modification
5.25 Mandella avenue and Homestretch avenue Junction 54
Mandella avenue and Homestretch avenue Junction
5.26 55
with Modification
5.27 Mandella avenue and Aubery barker Junction 56
Mandella avenue and Aubery barker Junction with
5.28 57
Modification
5.29 Sheriff street and Duncan street Junction 59
Sheriff street and Duncan street Junction with
5.30 60
Modification
5.31 Main, lamaha street and Urquhqrt street Junction 61
Main, lamaha street and Urquhqrt street Junction with
5.32 62
Modification
5.33 Middle street and Main street Junction 63
ix
Middle street and Main street Junction with
5.34 64
Modification
5.35 Church street and Main street Junction 66
Church street and Main street Junction with
5.36 67
Modification
5.37 Avenue of the Republic and Robb street Junction 68
Avenue of the Republic and Robb street Junction with
5.38 69
Modification
5.39 Avenue of the Republic and Regent street Junction 70

Avenue of the Republic and Regent street Junction
5.40 71
with Modification
5.41 Croal south and Main street Junction 72
Croal south and Main street Junction with
5.42 73
Modification
5.43 Avenue of the Repubic and Brickdam street Junction 75
Avenue of the Repubic and Brickdam street Junction
5.44 76
with Modification
5.45 Hadfield street and Republic Avenue Junction 77
Hadfield street and Republic Avenue Junction with
5.46 78
Modification
5.47 Cummings street and Middle street Junction 80
Cummings street and Middle street Junction with
5.48 81
Modification
5.49 East coast highway and Courdia street Junction 82
East coast highway and Courdia street Junction with
5.50 83
Modification
5.51 East coast highway and Ug road Junction 85
East coast highway and Ug road Junction with
5.52 86
Modification
5.53 East coast highway and Conservation tree Junction 87
East coast highway and Conservation tree Junction
5.54 88
with Modification
5.55 Sheriff street and East cost public Junction 90
x
Sheriff street and East cost public Junction with
5.56 91
Modification
5.57 Carifesta avenue and Vlissengen road Junction 93
Carifesta avenue and Vlissengen road Junction with
5.58 94
Modification
5.59 Carifesta avenue and Camp street Junction 95
Carifesta avenue and Camp street Junction with
5.60 96
Modification
5.61 Mandela Avenue and Vlissengen St. Junction 97
Mandela Avenue and Vlissengen St. Junction with
5.62 98
Modification
5.63 Mandella avenue and Durban street Junction 100
Mandella avenue and Durban street Junction with
5.64 101
Modification
5.65 Mandella avenue and Nortan street Junction 102
Mandella avenue and Nortan street Junction with
5.66 103
Modification
5.67 Mandella avenue and Ariapima street Junction 105
Mandella avenue and Ariapima street Junction with
5.68 106
Modification
5.69 Lousia row and Durban street Junction 107
Lousia row and Durban street Junction with
5.70 108
Modification
Ug access road and Railway embankment road
5.71 109
Junction
Ug access road and Railway embankment road
5.72 110
Junction with Modification
5.73 Lousia row and Brickdam street Junction 112
Lousia row and Brickdam street Junction with
5.74 113
Modification
5.75 Cummings street and Regent street Junction 114
Cummings street and Regent street Junction with
5.76 115
Modification
xi
5.77 Cummings street and Croals street Junction 116
Cummings street and Croals street Junction with
5.78 117
Modification
5.79 Sharief st. and Campbell Avenue Junction 118
Sharief st. and Campbell Avenue Junction with
5.80 119
Modification
5.81 Halley street and Durban street Junction 121
Halley street and Durban street Junction with
5.82 122
Modification
5.83 Vlissengen road and Thomas road Junction 123
Vlissengen road and Thomas road Junction with
5.84 124
Modification
5.85 Sheriff, David street and Railway road Junction 126
Sheriff, David street and Railway road Junction with
5.86 127
Modification
5.87 Lamaha street and Albert street Junction 128
Lamaha street and Albert street Junction with
5.88 129
Modification
5.89 Sheriff street and Garnet street Junction 131
Sheriff street and Garnet street Junction with
5.90 132
Modification
5.91 Vlissengen street and Regent street Junction 134
Vlissengen street and Regent street Junction with
5.92 135
Modification
5.93 East bank highway and Agrocilla road Junction 136
East bank highway and Agrocilla road Junction with
5.94 137
Modification
5.95 East bank highway and Eccles access road Junction 138
East bank highway and Eccles access road Junction
5.96 139
with Modification
5.97 Mandella avenue and Hunter street Junction 141
Mandella avenue and Hunter street Junction with
5.98 142
Modification
xii
5.99 Ogle air strip and Railway embankment road Junction 143
Ogle air strip and Railway embankment road Junction
5.100 144
with Modification
6.1 Traffic Volume Projections at various intersections 148
6.2 V/C ratio Projections at various intersections 148
6.3 Co-ordination Plan for Camp Street 206
6.4 Co-ordination Plan for Mandela Avenue 207
6.5 Co-ordination Plan for Vlissengen Road 208
6.6 Implementation of Signal Time Plans 209
xiii
List of Tables
Table Description Page

No. No.
2.1 PCU Values 6
4.1 Warrants for Traffic Signals 16
5.1 List of intersections for installation of Traffic Signals 17
3.2 List of intersections with Vehicle Actuated Traffic 18

Signals
6.1 Capacity of intersections in Georgetown 145
6.2 V/C ratio at various intersections in George town 70
6.3 Minimum Pedestrian Clearance Intervals 153
6.4 Optimized Signal Time Plans for Camp Street and 156
Lamaha Street
6.5 Optimized Signal Time Plans for Camp Street and 157
Middle Street
6.6 Optimized Signal Time Plans for Camp street Church 158
street and North road
6.7 Optimized Signal Time Plans for Camp street and 159
Robb street
Regent street
Croral street
Brickdam street
Durban street
6.12 Optimized Signal Time Plans for Vlissengen road 164
and Lamaha street
and Homestretch street
and Durban street
and Church street
6.16 Optimized Signal Time Plans Mandella avenue and 168
Homestretch avenue
6.17 Optimized Signal Time Plans for Mandella avenue 169
and Aubery barkar
6.18 Optimized Signal Time Plans for Sheriff street and 170
Duncan street
xiv
6.19 Optimized Signal Time Plans for Main,lamaha street 171
and Urquhqrt street
6.20 Optimized Signal Time Plans for Middle street and 172
Main street
6.21 Optimized Signal Time Plans for Church street and 173
Main street
6.22 Optimized Signal Time Plans for Avenue of the 174
Republic and Robb street
Republic and Regent street
6.24 Optimized Signal Time Plans for Croal south and 176
Main street
Repubic and Brickdam street
6.26 Optimized Signal Time Plans for Hadfield street and 178
Republic Avenue
6.27 Optimized Signal Time Plans for Cummings street 179
and Middle street
6.28 Stage patterns for East coast highway and Courdia 180
street
6.29 Stage patterns for for East coast highway and Ug 181
road
6.30 Stage patterns for for East coast highway and 182
Conservation tree
6.31 Stage patterns for Sheriff street and East cost public 183
6.32 Stage patterns for Carifesta avenue and Vlissengen 184

road
6.33 Optimized Signal Time Plans for Carifesta avenue 185
and Camp street
6.34 Optimized Signal Time Plans for Mandela Avenue 186
and Vlissengen St.
and Durban street
and Nortan street
and Ariapima street
6.38 Stage patterns for Lousia row and Durban street 190
6.39 Optimized Signal Time Plans for Ug access road and 191
Railway embankment road
6.40 Stage patterns for Lousia row and Brickdam street 192

and Regent street
and Croals street
6.43 Stage patterns for Sharief st. and Campbell Avenue 195
6.44 Stage patterns for Halley street and Durban street 196
xv
and Thomas road
6.46 Optimized Signal Time Plans for Sheriff, David 198
street and Railway road
6.47 Optimized Signal Time Plans for Lamaha street and 199
Albert street
6.48 Optimized Signal Time Plans for Sheriff street and 200
Garnet street
6.49 Optimized Signal Time Plans for Vlissengen street 201
and Regent street
6.50 Stage patterns for East bank highway and Agrocilla 202
road
6.51 Stage patterns for East bank highway and Eccles 203
access road
and Hunter street
6.53 Optimized Signal Time Plans for Ogle air strip and 205
Railway embankment road
xvi
List of Photos
Table Description Page

No. No.
3.1 Present Traffic conditions in George Town 9
5.1 Camp Street and Lamaha Street 22
5.2 Camp Street and Middle Street 25
5.3 Camp street Church street and North road 28
5.4 Camp street and Robb street 28
5.5 Camp street and Regent street 33
5.6 Camp street and Croral street 36
5.7 Camp street and Brickdam street 36
5.8 Vlissengen road and Homestretch street 41
5.9 Vlissengen road and Durban street 48
5.10 Vlissengen road and Church street 48
5.11 Mandella avenue and Homestretch avenue 53
5.12 Mandella avenue and Aubery barkar 53
5.13 Sheriff street and Duncan street 58
5.14 Avenue of Republic and Hadfield Street 74
5.15 East coast highway and Courdia street 79
5.16 East coast highway and Ug road 84
5.17 East coast highway and Conservation tree 84
5.18 Sheriff street and East cost public 89
5.19 Carifesta avenue and Vlissengen road 92
5.20 Mandella avenue and Durban street 99
5.21 Mandella avenue and Nortan street 99
5.21A Ug access road and Railway embankment road 104
5.22 Sharief st. and Campbell Avenue 111
5.23 Vlissengen road and Thomas road 120
5.24 Sheriff, David street and Railway road 125
5.25 Sheriff street and Garnet street 130
5.26 Vlissengen street and Regent street 133
xvii
5.27 Mandella avenue and Hunter street 140
5.28 Ogle air strip and Railway embankment road 140
xviii
CHAPTER 1
INTRODUCTION
The Cooperative Republic of Guyana is located on the northern coast of South America,
with Suriname to the east, Brazil to the South, Venezuela to the West and the Atlantic
ocean to the north. Guyana is medium sized country with an area of 215,000 sq. km and a
population of approximately 750,000. Almost 90 % of the population lives on the coast,
whereas the remaining live in the hard-to-reach hinterlands. The demographic growth is
very low, because the high emigration (1% - 1.7% annually) neutralizes the natural
growth. Guyana is a small economy endowed with natural resources like gold, diamonds,
bauxite, fertile land, and large tropical forests. Despite its natural resources, and well-
educated population, Guyana is the fourth poorest country in the Western Hemisphere,
ranked 169 among countries of world with a GDP of US$ 3,620,000,000 (in PPP),
having a per capita income below US $ 1,000.
Guyana is undergoing a paradigm shift on its development path from an agricultural and
mining economy to one with services, manufacturing and construction. Services and
industry combined together contribute 63 % to GDP. Number of highways, hydro power
generation, ports, tele communication networks, IT Parks, pharmaceutical facilities, aqua
farms, fish farms etc. are being developed as part of a resurgent economy. It is
imperative in the quest for development of the country to give more attention on its roads
which are vital for movement of people and goods and ensuring this a safe, efficient,
speedy and economical one.
George Town, the capital city of Guyana is the centre of government administration and a
wide range of economic activities (Figure 1.1). Network of streets in GeorgeTown are
laid in rectangles, see Figure 1.1, legacy of its Dutch colonial heritage making it easy for
alternate traffic movement routes. Commercial activities are mostly centered around
Camp street, Water street, Lamaha street and Brickdam street as the east, west, north and
south limits respectively. There is an increasing number of business establishments in the
surroundings of Camp street in Regent street
Traffic Engineering and Management Plans for fifty intersections in George Town
______________________________________________________________________
Public transport is mainly catered by mini bus services which operates in allocated routes
with well regulated fare structure which might have been developed as a part of the
narrow roads and un flared intersections in George Town.
The network of routes has number of starting points which are concentrated in the
Stabroek market area and along the Avenue of the Republic between Croal and Robb
streets .
Figure 1.1 Location of George Town
________________________________________________________________________
2
______________________________________________________________________
Of late number of intersections in George Town are facing acute traffic congestion and
the Government of Guyana and Ministry of Public works and communication felt the
need for implementing advanced traffic control measures along with traffic management
measures with the help of Government of India as part of improving transportation
infrastructure of the country
1.1 Objectives of study
1. Understand the traffic problems at various intersections in GeorgeTown
2. Suggest traffic management plans and intersection improvement plans
3. Physical set off diagram for intersection equipment like poles, signal aspects etc.
4. Recommend optimized signal plans and coordinated signal plans for various
intersections
1.2 Scope of work
The scope of the work covers the following
1. Reconnaissance survey of various areas and intersections in George Town
2. Traffic volume survey at intersections to understand the traffic flow patterns at
different time periods of the day
3. Total station survey of various intersections to detail the junction geometry
4. Analyse the volume capacity ratio at critical intersections
1.3 Methodology
Traffic volume surveys are conducted and the traffic volume details are checked for
feasibility of signals as per the guidelines by MUTCD. Once the intersections are
selected, Total station survey was conducted to map the intersection to scale. All
intersection inventories up to 100 m on all arms of intersections were mapped. Traffic
volume in vehicles was converted into equivalent Passenger Car Units (PCU).
Saturation flow was estimated on the basis of approach width. For right turn proper
adjustments are given to the saturation flow. Volume capacity ratio was found out and
recommendations on capacity augmentation are made. Optimum signal time plans are
generated by using Traffic Network Study Tool (TRANSYT) software. Geometric
improvement plans are suggested in line with AASHTO guidelines.
________________________________________________________________________
3
______________________________________________________________________
1.4 Organization of report
This report is divided into seven chapters. First chapter gives a brief introduction to the
back ground of study and objectives. The second chapter is on various Traffic
engineering surveys conducted in George Town as part of the study. Details of various
surveys conducted as part of this study are given here. The third chapter is on traffic
characteristics of George Town. Findings of this survey are discussed in this chapter.
Fourth chapter is on feasibility of traffic signals. Fifth chapter discusses about the various
intersections. Geometric details of the intersections along with the traffic flow details are
discussed in this chapter. Sixth chapter details on optimized signal plans for fifty
intersections. Seventh chapter is conclusion.
________________________________________________________________________
4
CHAPTER 2
TRAFFIC SURVEYS AND GEOMETRIC SURVEY AT
INTERSECTIONS IN GEORGE TOWN
2.1 Preliminary field survey
Preliminary field survey to important intersections in George Town was done. Various
aspects of intersections like traffic volume, interruption to main traffic volume,
pedestrian traffic, accident experience, nearness to schools, hospitals etc. are verified for
ascertaining the requirement of traffic signals. Information on Parking , public transport
etc are also covered during this survey.
2.2 Traffic volume survey
Classified directional traffic volume surveys are conducted at critical intersections among
the intersections selected for signalsation. Vehicles are classified into various categories
and each enumerator was given the task of counting the vehicles in that category in one
particular direction. Fifteen minutes interval counts are done. As the survey period was
restricted, the survey was limited to critical intersections. Number of enumerators are
assigned the task of counting vehicles during peak hours. Format used for survey is
shown in Annexure 1.
Figure 2.1 Traffic Volume survey in progress
2.3 Total station survey

Total station survey was conducted at fifty selected intersections. All physical
inventories at 5m. interval was mapped. For a distance of 100 m in all approaches. Some
______________________________________________________________________
intersections which are too close and less than a distance of 100 m are surveyed together .
Drawings are prepared to a scale of 1:1000 and shown in the later parts of this report.
Figure 2.2 Total Station survey
2.4 Analysis of data

Traffic flow details are converted into Passenger Car Unit (PCU). PCU values adopted
for the study are shown in Table 2.1
Table 2.1
PCU Values
Sl. Vehicle type Equivalency factor.

No.
1 Motor cycle or Scooter 0.50
2 Passenger car, pick up van or Jeeps. 1.00
3 Agricultural tractor, Light commercial vehicle 1.50
4 Truck or Bus 2.5
5 Articulated vehicles 3
6 Others, Comprising Cycles and other slow 0.8
moving vehicles
_____________________________________________________________________
6
______________________________________________________________________
Classified directional traffic data collcted at fifteen minutes interval are tabulated and
converted into equivalent PCU values and directional flow was found out. Each
directional volume was added to get total junction volume. Tabulated values of classified
directional traffic volume surveyare given in Annexure 2.
Capacity of the junction is found out by using saturation flow estimation methods and
the present control methods. By knowing the traffic cvolume and capacity v/c ratio for
various intersections are estimated. Traffic volumes are projected for five years and v/c
values are estimated. Traffic volume values are further used for generating the signal
time plans. Some adjacent signals falling on the same road are co ordinated for an
average platoon speed and offsets are recommended accordingly.
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7
CHAPTER 3
TRAFFIC CHARACTERISTICS OF GEORGE TOWN
3.1 Present Traffic conditions
Most of the roads of George Town are two to four lane roads. Traffic is nearing
saturation levels at many intersections at certain times of the day, with flows of up to
15,000 vehicles per day, on some roads. (Guyana Transport Sector Study, 2005). Long
queues of vehicles can be seen at number of intersections as on Camp street Regent street
junction (Photo 3.1a&e). Road side parking significantly affects the capacity of roads at
many places(Photo 3.1a inset). Eventhough cars constitute more than 50 percent of
vehicular traffic, a sizeable percentage of mini buses and light commercial vehicles are
also plying through the roads inGeorge Town. (Photo 3.1b). At many places, the surface
conditions and drainage facilities are far from adequate near to intersections increasing
the chaos on the roads (Photo 3.1c).
Lack of terminal facilities for mini buses, the main public transport facility available in
George town accentuate the traffic conditions in the Avenue of the Republic Road,
Straboek market area and near Parliament house building (Photo 3.1d).
Pedestrian amenities are far from adequate. Continuous footpaths for pedestrians are not
available forcing pedestrians to use the road increasing conflict with vehicles and
accident potential.
Traffic signals installed at some locations are damaged and not working (Photo 3.1g).
Congested junctions are controlled by traffic police during peak hours (Photo 3.1 f)
Around 2,800 minibuses are licensed to operate as public transportation Guyana. Some
2,200 of these minibuses operate from Georgetown, with 3 routes entirely within the City
and a further 9 routes travelling out through to the city to suburban and distant
destinations. The three city routes [routes 40-41-45] have 445 authorised vehicles, whilst
the nine other routes from destinations beyond Georgetown have the residual 1,777
vehicles. The three city routes operate at very high frequency during peak periods.
Operations [together with those from outside the City] are distributed on the streets
around the Stabroek Market area in central Georgetown. However, this area is also a
major market for traders, is close to the Cross-estuary fast ferries, is shared with building
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a b
c d
e f
g h
Photo 3.1 Present traffic conditions in George Town
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9
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trade wholesalers and is traversed by heavy container lorries passing to and from the port.
There are no purpose built passenger waiting areas, nor are there orderly loading
arrangements. In short, the area and facilities are far from ideal for public transport.
(Guyana Transport Sector Study, 2005)
Annual Average Daily Traffic for George Town to Buxton road and George Town to
Golden Group road in 2001 was found to be 10948 and 13997 respectively. The growth
of road traffic can generally be related to expected economic growth, and to an assumed
elasticity of transport demand, which may have different values for passenger and goods
vehicles. The Guyana Transport Sector Study has adopted a road traffic annual growth
rate of around 3 per cent after considering the economic growth, passenger growth,
goods traffic etc..
Appropriate traffic management measures and application of sound urban transport
planning principles could make significant improvement in traffic flow, road safety and
public amenity in the central area.
Guyana Transport Sector Study (Guyana Transport Sector Study, 2005) has identified
problem with the urban road capacity in Georgetown, which could most probably be
handled by traffic management measures in the short to medium terms, for which a
detailed study was recommended. It further states that in the medium term, attention may
need to be given to the possibility of developing a ring road system to improve traffic
flow and to avoid congesting the central area. The future planning requirement in respect
of the City Port operations and the DHB River crossing will be investigated through
further Feasibility study. (Guyana Transport Sector Study, 2005)
According top this report, specific national strategies for urban and public transport and
for traffic management were not seen. Private car ownership is low by international
standards yet traffic congestion in Georgetown already creates conflicts regularly during
peak periods every working day. The gradual growth of car ownership will incrementally
and adversely affect this congestion so it is timely to recognise that the setting of
standards and their implementation in guiding urban structural planning and strategic
transport planning is important if orderly absorption of growth is to be achieved.
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3.2 Public Transport

Mini buses are the most common form of public transport found in George Town. The
smaller size of the vehicles suit the geometric conditions of roads and intersections. At
present there are no boarding facilities for passengers forcing the vehicles to make use of
road space creating chaos and confusion in the roads and inconvenience to commuters.
Terminals of this mini bus services are shown in Figure 3.1. It can be seen that most of
these are falling in the Stabroek market area and Avenue of the Republic road side.
3.3 Traffic flow characteristics in GeorgeTown

Traffic volume surveys are conducted at some critical intersections in George Town. Peak hour
flows are in the periods of 07.00 hrs to 09.00 hrs. Noon peak hours are between 11.00 hrs to
14.00 hrs. Evening peak hour are from 16.00 hrs to 19.00 hrs. Percentage of cars is varying from
51.77 % at Cummins street and Regent street to 79.02% at Avenue of the Republic and Brickdam
street. Percentage of Mini buses was found to vary from 15.36% at Vlissengen road and Home
stretch junction to 28.19% at Cummins street and Regent Street junction. Percentage of motorized
two wheelers is varying from 3.98% to 10.82%. More details on composition of traffic flow are
shown in Figure 3.2 a and Figure 3.2 b
Traffic flow details of various intersections are shown in Annexure 2
3.4 Volume Capacity ratio at intersections
An analysis of traffic volume and capacity ratio (v/c) of some critical intersections is
done. It was found that many junctions are nearing saturation levels. It is widely
accepted that if the v/c ratio is above 0.9 the junction is over saturated. More details on
v/ c ratio of various intersections are discussed in Chapter 6.
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11
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12
0.99
0.62
0.79 3.13
1.41
4.06
5.64 5.19
4.06
8.70
33.98 55.08
34.32 79.02
a. Avenue of the Republic and Regent street a. Avenue of the Republic and Brickdam street
0.16
1.32 0.41
0.70 8.84 1.03 12.29
1.08
12.65
12.71
52.01
13.50 62.84
20.47
c. Brickdam street and Camp street d. Camp street and Regent street
0.08 0.28
1.05
4.01
1.21
1.86 3.27 4.01
4.20
8.48
32.82
17.87
58.77 62.09
e. Camp street and Carifesta avenue f. Church street and Main street
Figure 3.2 a Composition of traffic flow at various intersections

13
1.71
0.00 3.53
0.89
1.95 3.41
6.38 1.82
10.82 3.98
51.77 24.35
61.21
28.19
a. Cummins street and Regent street b. East coast highway and Conservation Tree
0.59 0.88
5.17 4.68
4.29 4.72
4.11 4.01
8.58 7.81
58.70 58.40
18.57 19.50
c. Mandela avenue and Durban street d. Mandela Avenuse and Hunter street
1.45 0.55
1.45 2.14
2.63 2.08
1.58 3.12
6.31 8.32
15.36
15.51
71.09 68.42
e. Sharief street and Railway Embankment road f. Vlissengen road and Home stretch street
Figure 3.2 b Composition of traffic flow at various intersections

14
CHAPTER 4
FEASIBILTY OF TRAFFIC SIGNALS
4.1 General
Requirement of signal at a junction need to be determined only after a competent
engineering study of the location is undertaken and a decision made based on sound
engineering judgment. The initial step consists of a quick review of the existing traffic
volume data and accident records. Field visit is necessary to observe the existing
conditions and intersection geometry
Requirements of traffic signals as per the guidelines fixed by Manual of Uniform Traffic
Control Devices (MUTCD) have been checked. A preliminary comparison of the
MUTCD warrants and the traffic volume details at number of intersections in the city
centre shows that signals are needed at number of intersections. Traffic volume details
collected from field surveys are used to verify the warrants of the signals
4.2 Warrants for Signals

The ITE warrants are shown in Table 4.1
The requirements of one or more of these warrants should be satisfied before a signal is
installed. In addition to the warrants mentioned in Table 4.1 there are others like the
following are also to be considered before reaching a final decision on the installation of
road traffic signal.
1. School crossings
2. Progressive movement
3. Accident experience
4. Systems
5. Combination of warrants
6. Four hour volume
7. Peak hour delay
8. Peak hour volume
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Table 4.1
Warrants for traffic signals
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16
CHAPTER 5
JUNCTION DETAILS AND GEOMETRIC IMPROVEMENT
PLANS
On the basis of survey conducted at various intersections following intersections as noted
in Table 5.1 are selected for signal installation. Among these, thirty nine are fixed time
signals and eleven vehicle actuated signals. Some of the adjacent fixed time signals
falling along some roads are coordinated to have a better platooned movement of
vehicles. List of vehicle actuated signals are given in Table 5.2
Table 5.1
List of intersections for installation of traffic signals
S/No. Name of Junction

1 Camp street and Lamaha street
2 Camp street and Middle street
3 Camp street Church street and North road
4 Camp street and Robb street
5 Camp street and Regent street
6 Camp street and Croral street
7 Camp street and Brickdam street
8 Camp street and Durban street
9 Vlissengen road and Lamaha street
10 Vlissengen road and Homestretch street
11 Vlissengen road and Durban street
12 Vlissengen road and Church street
13 Mandella avenue and Homestretch avenue
14 Mandella avenue and Aubery barkar
15 Sheriff street and Duncan street
16 Main,lamaha street and Urquhqrt street
17 Midlle street and Main street
18 Church street and Main street
19 Avenue of the Republic and Robb street
20 Avenue of the Republic and Regent street
21 Croal south and Main street
22 Avenue of the Repubic and Brickdam street
23 Hadfield street and Republic Avenue
24 Cummings street and Middle street
25 East coast highway and Courdia street
26 East coast highway and Ug road
27 East coast highway and Conservation tree
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28 Sheriff street and East cost public
29 Carifesta avenue and Vlissengen road
30 Carifesta avenue and Camp street
31 Mandela Avenue and Vlissengen St.
32 Mandella avenue and Durban street
33 Mandella avenue and Nortan street
34 Mandella avenue and Ariapima street
35 Lousia row and Durban street
36 Ug access road and Railway embankment road
37 Lousia row and Brickdam street
38 Cummings street and Regent street
39 Cummings street and Croals street
40 Sharief st. and Campbell Avenue
41 Halley street and Durban street
42 Vlissengen road and Thomas road
43 Sheriff, David street and Railway road
44 Lamaha street and Albert street
45 Sheriff street and Garnet street
46 Vlissengen street and Regent street
47 East bank highway and Agrocilla road
48 East bank highway and Eccles access road
49 Mandella avenue and Hunter street
50 Ogle air strip and Railway embankment road
Table 5.2
List of intersections with Vehicle Actuated Traffic signals
Sl. no Name of intersection

1 East coast highway and Courdia street
2 East coast highway and Ug road
3 East coast highway and Conservation tree
4 Sheriff street and East cost public
5 Carifesta avenue and Vlissengen road
6 Lousia row and Durban street
7 Lousia row and Brickdam street
8 Sharief st. and Campbell Avenue
9 Halley street and Durban street
10 East bank highway and Agrocilla road
11 East bank highway and Eccles access road
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18
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Location of these intersections are shown in Figure 5.1 a,5,1 b, 5.1 c and 5.1 d
28
29
43
42
30 40
16 1 44 9
17 24
2
18
3 12
19 4
Figure 5. a Location of intersections Part 1
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19
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18
3
19 46
4 38
20
5 39 10
21 6 37
22 7
35 41 11
23
8
34
31 14
49
Figure 5. b Location of intersections Part 2
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20
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25
26 36
27
28 50
43
40
45
15
Figure 5. c Location of intersections Part 3
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21
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13
32
33
34
14
Figure 5. d Location of intersections Part 4

5.1 Camp street and Lamaha Street
Camp street and Lamaha street make this four arm junction(Photo 5.1) Drawing of the
junction is given in Figure 5.1 Proposed geometric improvements are shown in Figure
5.2.
Photo 5.1 Camp Street and Lamaha street
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22
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5.2 Camp street and Middle street

This is a four arm junction with Camp street and Middle street. Drawing of the junction
is shown in Figure 5.3. Along the Camp street, a pedestrian walkway is provided. This
need to be extended so that continuous movement of pedestrians can be achieved along
this road without vehicular movement conflict. Proposed geometric improvements for
the intersections are shown in Figure 5.4.
Photo 5.2 Camp street and Middle street
5.3 Camp street Church street and North road

Camp street Church street and North road makes this four arm junction. Western arm of
North road has un authorized parking of vehicles. Camp street is two way four lane street.
Drawing of the junction is shown in Figure 5.5 and proposed geometric improvement of
the junction are shown in Figure 5.6.
25
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23
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Photo 5.3 Camp street Church street and North road
5.4 Camp street and Robb street

This junction is approximately 50 m away from Camp street and Regent street junction.
Some times the blockage of vehicles from Camp street and Regent street junction reaches
up to this junction. Intersection drawing is shown in Figure 5.7. Drawing of the
junction with geometric improvements are shown in Figure 5.8.
Photo 5.4 Camp street and Robb street
28
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24
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5.5 Camp Street and Regent street
This is a four arm intersection with Regent Street and Camp street. Drawing of the
junction is shown in Figure 5.9. There is a heavy queue of vehicles in Camp street and
Regent street arms of the junction during most of the times of the day. The pedestrian
movements through this intersection are also heavy. There is a morning peak of 7.00 hrs
to 9.00 hrs. Noon peak is between 11.00 hrs. to 14.00 hrs. This junction has heavy traffic
throughout the day up to 20.00 hrs without any distinct peak. This junction has a traffic
volume of 2554 pcu/hr. Traffic volume details in other directions are shown in Figure
A2-1. At present this junction is controlled by a Traffic Constable. There is a heavy
parking of vehicles in the approach arm on Camp street. This parkings near the
intersection is to be removed, once the signals are installed. Proper signage boards are to
be fixed to achieve this up to 100 m on all approach arms. Geometric improvements
proposed at the intersection are shown in Figure 5.10.
Photo 5.5 Camp street and Regent street

5.6 Camp street and Croal street
This intersection is approximately 50 m from Camp street and Brickdam street.
Parking problems are there in the southern approach arm of Camp street. Drawing of the
junction is shown in Figure 5.11. Geometric improvements of the junctions are shown in
Figure 5.12
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33
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Photo 5.6 Camp street and Croal street
5.7 Camp Street and Brickdam street

Camp street and Brickdam street junction is a four arm one with un divided carriage
way. Both roads are two way four lane roads. Vehicles are parked in the western
approaches of Brickdam street. Drawing of the junction is shown in Figure 5.13.
Geometric improvements of the junction are shown in Figure 5.14
Photo 5.7 Camp street and Brickdam street
36
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34
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5.8 Camp street and Durban street
This is four arm intersection with Camp street and Durban street. Both roads are two
way two lane and this junction has hardly any area left for geometric improvements as
buildings are located close to the intersection. Drawing of the junction is shown in Figure
5.15. Proposed geometric improvements are shown in Figure 5.16.
5.9 Vlissengen road and Lamaha street

This is a four arm junction with Vissengen road and Lamaha street. Lamaha street is a
two way undivided street with four lanes. Vlissengen road has three lanes in each
direction. Drawing of the junction is shown in Figure 5.17 and geometric improvements
along with signal details are shown in Figure 5.18.
5.10 Vlissengen road and Home stretch street

This is a four arm intersection of Vlissengen road with Home stretch street(Photo 5.8).
In the present condition the right turn of vehicles from the Home stretch street is difficult.
This intersection needs substantial geometric improvements before the installation of
traffic signals. Junction drawing is shown in Figure 5.19 and geometric improvements
are shown in Figure 5.20
Photo 5. 8 Vlissengen road and Home stretch street
41
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35
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11. Vlissengen road and Durban street

This is a staggered four arm intersection in Vlissengen road with Durban street (Photo
5.9). Vlissengen road is one way and Durban street is a two way two lane at one arm
and one way at the other arm. The approach arms are quite narrow at this intersection.
Drawing of the junction is given in Figure 5.21 and proposed geometric improvements
ars shown in Figure 5.22
Photo 5.9 Vlissengen road and Durban street

12. Vlissengen road and Church street
This is a four arm junction on Vlissengen road(Photo 5.10) Vlissengen road is a two way
four lane road and Church street. Junction drawing and drawing with geometric
improvements are shown in Figure 5.23 and Figure 5.24 respectively
Photo 5.10 Vlissengen road and Church street
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48
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5.13 Mandela Avenue and Home stretch street
This is a four arm junction with Mandela avenue, Home stretch street and a minor street
(Photo 5.11)Both the main streets are two way six lane with un divided carriageway.
Central dividers along with left turn channelisers are proposed for the intersection.
Junction drawing is shown in Figure 5.25. Drawing of the intersection with proposed
geometric improvements are shown in Figure 5.26
Photo 5.11Mandela Avenue and Home stretch street

5.14 Mandela Avenue and Aubery Burkar
This is a three arm junction on Mandela avenue with Aubery Burkar street (Photo 5.12)
Aubery Burkar street is two way two lane street with un divided carriageway. Drawing
of the junction and drawing with proposed geometric improvements are shown in Figure
5.27 and Figure 5.28 respectively
Photo 5.12 Mandela Avenue and Aubery Burkar
53
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49
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5.15. Sharief street and Duncan street
This four arm junction (Photo 5.13) is quite narrow with little scope for geometric
improvements. Duncan street is a two way two lane street and Sharief street is two way
four lane street. Drawing of the intersection is shown in Figure 5.29 and drawing with
proposed geometric improvements are shown in Figure 5.30
Photo 5.13 Sharief street and Duncan street
5.16 Main street, Lamaha street and Urquahart street

This is a four arm junction on main street with Lamaha street and Urquahart street. High
street has a two way six lane un divided carriage way. Drawing of the junctionis shown in
Figure 5.31. Drawing with proposed geometric improvementsa re shown in Figure 5.32
5.17. Middle street and Main street
This is a staggered four arm junction with Middle street and Main street. Middle street is
a two way six lane undivided street. Drawing of the junction and drawingwith proposed
geometric improvements are shown in Figure 5.33 and Figure 5.34 respectively
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58
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5.18. Church Street and Main Street
This is a four arm junction on Avenue of the Republic with Church Street. Church
street is a divided carriage way with six lane traffic flow. Numbers of vehicles are
parked in front of Bank of Guyana building creating traffic hurdles for smooth flow of
vehicles at the intersection. Drawing of the junction is shown in Figure 5.35. Drawing
with proposed geometric improvements are shown in Figure 5.36
5.19. Avenue of the Republic and Robb street

This four arm intersection on Avenue of the Republic road with Robb street. Robb street
is a one way street with four lane traffic flow. Drawing of the junction is shown in
Figure 5.37. Drawing with proposed geometric improvements are shown in Figure 5.38
5.20 Avenue of the republic and Regent street

This is four arm junction falling on Avenue of the Republic. Avenue of the republic has
a two way six lane traffic flow and Regent street is having a one way three lane traffic
flow. There is a heavy traffic flow in the direction of Avenue of the Republic. Number
of shopping places in the Regent street have accentuated traffic problems in this area.
Junction drawing is shown in Figure 5.39. Drawing of the intersection with proposed
geometric improvements are shown in Figure 5.40
5.21 Croal south and Main street
This four arm junction is approximately 50 m away from Avenue of the republic and
Brickdam street. Croal street South road and Avenue of the republic are the streets
making this intersection. The canal network is passing through this junction also. Croal
strret and South road are having three lane one way traffic flow. Junction drawing is
shown in Figure 5.41. Drawing of the junction with proposed geometric improvements
along with location of signal poles and other accessories are shown in Figure 5.42. Being
in close vicinity to the Straboek market area and also due to mini bus terminal location,
this junction is always congested with vehicles parked on areas near to intersection.
65
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59
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5.22 Avenue of the Republic and Brick dam street
This is a four arm junction in Brickdam street with high street and Avenue of the
Republic. Avenue of the republic is a two way four lane road with divided carriageway.
Brickdam street is a two way four lane street. This junction is normally witnessing traffic
congestion during the peak hours of 07.00 hrs. 09.00 hrs., 11.00 hrs. to 14.00 hrs and
16.00 hrs. to 19.00 hrs. Junction drawing is shown in Figure 5.43. Drawing of the
junction with proposed geometric improvements and location of signal poles are shown
in Figure 5.44. Traffic volume at this intersection during evening peak hour is 2162
pcu/hr. There is a sizeable movement of heavy trucks and trailors in the direction of port.
Traffic volume details of this intersection are shown in Annexure 2
5.23 Avenue of the Republic and Hadfield street
This is a four arm junction on Avenue of the Republic with Hadfield street(Photo 5.14)
Hadfield street is a two way four lane street with un divided carriageway. Parking place
used near to this intersection for mini bus terminal has to be evacuated for the smooth
functioning of the junction once traffic signals are installed. Junction drawing is shown
in Figure 5.45. Drawing of the junction with proposed geometric improvements are
shown in Figure 5.46.
Photo 5.14Avenue of the Republic and Hadfield street
74
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60
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5.24 Cummings Street and Middle Street
This is a three arm junction. Adequate geometric improvements are to be provided at this
intersection before traffic signals are installed. Junction drawing is shown in Figure 5.47.
Drawing of the junction with proposed geometric improvements are shown in Figure 5.48
5.25 East coast highway and Courdia Street

This is another four arm intersection falling in East coast highway(Photo 5.15) One arm
of this intersection leads to Courdia Park, a residential area and other arm leads to Ogle
airport, the domestic airport in George town. Junction drawing is given in Figure 5.49.
Drawing of the junction with geometric improvements are shown in Figure 5.50
Photo 5.15 East coast highway and Courdia Street
5.26 East coast highway and UG road

This is a three arm intersection falling on East Coast highway(Photo 5.16). Percentage of
fast moving vehicles are high on this highway. Cantilever signal poles are provided here
for better visibility. Drawing of the junction is given in Figure 5.51. Proposed geometric
improvements with signal pole locations are given in Figure 5.52
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79
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Photo 5.16 East coast highway and UG road
5.27 East coast highway and conservation tree

This is another three arm junction along east coast highway(Photo 5.17). Drawing of the
junction is shown in Figure 5.53. Suggested modifications of the intersection are given in
Figure 5.54. Semi vehicle actuated signal with cantilever poles are proposed for this
junction.
Photo 5.17 East coast highway and conservation tree
84
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80
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5.28 Sharief street and east coast public
This is a three arm junction with major traffic flow along east coast highway(Photo 5.18)
Junction drawing is shown in Figure 5.55. Left turn channelisers are proposed in the
Sharief street arm. Details are shown in Figure 5.56. Semi vehicle actuated signals are
proposed for this junction. Cantilever signal poles are given in the highway arm.
Considering the pedestrian movement in the evening towards sea shore separate
pedestrian stage is also given.
Photo 5.18 Sharief street and east coast public
89
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81
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5.29. Carifesta avenue and Vlissengen road

This is a three arm intersection with Carifesta avenue and Vlissengen road(Photo 5.19)
Junction drawing is shown in Figure 5.57. Proposed geometric improvements are shown
in Figure 5.58. Vehicle actuated signal is proposed for this intersection.
Photo 5.19 Carifesta avenue and Vlissengen road
5.30 Camp street and Carifesta avenue

This is a a four arm intersection with Camp street and Carifesta Avenue. Camp street and
Carifesta avenue are two way six lane roads. Drawing of the junction is shown in Figure
5.59. Geometric improvements suggested to the intersection are shown in Figure 5.60.
5.31 Mandela Avenue and Vlissengen street
This is a four arm junction with Mandela Avenue and Vlissengen street. Vlissengen
street is a two way six lane street with central divider. Drawing of the junction is given in
Figure 5.61. There is a heavy traffic flow from Vlissengen street to Mandela Avenue in
the evening peak hours. Central dividers on Vlissengen road at this junction along with
left turn channelisers are proposed. Drawing of the junction with proposed geometric
modifications are shown in Figure 5.62.
92
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82
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5. 32 Mandela Avenue and Durban street
This is a four arm junction having moderate traffic flow(Photoo 5.20). Durban street is a
two way four lane street and Mandela avenue has got a two way six lane traffic flow.
Junction drawing is shown in Figure 5.63. Drawing of the junction with geometric
improvements and location of signal poles are shown in Figure 5.64.
Photo 5.20 Mandela avenue and Durban street

5.33 Mandela Avenue and Norton street
This three arm junction is hardly 50 m away from Mandela avenue and Durban street
(Photo5.21) Norton street is two way six lane street with un divided carriageway.
Drawing of the junction is shown in Figure 5.65. Junction drawing with proposed
geometric improvements are shown in Figure 5.66.
Photo 5.21 Mandela avenue and Norton street
99
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83
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5.34 Mandela Avenue and Ariapama street

This is four arm junction of Mandela Avenue with Ariapama street. Ariapama street has
a two way four lane traffic flow in an un divided carriageway and the traffic flow is
heavy in the morning. Junction drawing is shown in Figure 5.67.Drawing of the junction
with proposed geometric improvements are shown in Figure 5.68.
5.35 Louis Row and Durban street
This is a four arm junction on Louis Row and Durban street. Both roads are two way
two lane with un divided carriageway. Drawing of junction is shown in Figure 5.69.
Drawing of the junction with proposed geometric modifications and location of signal
poles are given on Figure 5.70
5.36 UG access road and Railway embankment road

This is a four arm intersection (Photo 5.21A). Drawing is shown in Figure 5.71. Drawing
of the intersection with geometric improvement and signal details are shown in Figure
5.72.
Photo 5.21A UG access road and Railway embankment road
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104
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5.37 Louis Row and Brickdam street
This is a four arm junction on Brickdam street with Louis row. Both roads are two way
two lane with un divided carriage way. Drawing of the intersection is shown in Figure
5.73. Drawing of the junction with proposed geometric improvements are shown in
Figure 5.74.
5.38 Cummings street and Regent street
This is a four arm junction on Cummings street with Regent street. Regent street is a two
way six lane street with un divided carriage way. Junctions drawing is shown in Figure
5.75and proposed geometric improvements are shown in Figure 5.76.
5.39 Cummings Street and Croal street
This four arm junction is on Cummings street. Cummins street is a two way two lane
road and Croals street and south road are one way two lane roads. Drawing of the
junction is shown in Figure 5.77. Drawing of the junction with proposed geometric
improvements and position of signal poles are shown in Figure 5.78.
5.40 Sharief street and Campbell avenue
This intersection is a four arm one on Sharief street(Photo 5.22) Sharief street is a two
way six lane street with un divided carriageway. Campbell avenue is a two way two lane
road with minor traffic flow. Junction drawing is shown in Figure 5.79. Drawing of the
junction with proposed geometric improvements are shown in Figure 5.80. Vehicle
actuated signal is proposed for this intersection
Photo 5.22 Sharief street and Campbell avenue
111
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105
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5.41 Sharief street and Campbell avenue

This intersection is a four arm one on Sharief street. Sharief street is a two way six lane
street with un divided carriageway. Campbell avenue is a two way two lane road with
minor traffic flow. Junction drawing is shown in Figure 5.81. Drawing of the junction
with proposed geometric improvements are shown in Figure 5.82.
5.42 Vlissengen road and Thomas street
This is a four arm junction with Vlissengen street and Thomas street(Photo 5.23) Main
traffic flow conflict in this junction is between the flow from Thomas road to Sandy
Bobb street and the traffic flow along Vlissengen street. Junction drawing is shown in
Figure 5.83. Drawing of the junction along with proposed geometric improvements are
shown in Figure 5.84
Photo 5.23 Vlissengen road and Thomas street

5.43 Sharief, David street and Railway road
This is a four arm intersection with one arm of the junction leading towards Guyana
University(Photo 5.24). Other approaches are leading towards East coast highway and
city centre. Intersection drawing is shon in Figure 5.85. Traffic volume details of this
intersection are shown in Annexure 2. There is hardly any room for the geometrical
improvement of the junction. However left turn channeliser as shown in figure 5.86 is
proposed.
120
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106
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Photo 5.24 Sharief, David street and Railway road
5.44 Lamaha street and Albert street

This is a four arm junction. Lamaha street and Albert street are having un divided
carriageway with two way two lane traffic flow. Junction drawing is shown in Figure
5.87. Drawing of the junction with proposed geometric improvements is shown in
Figure 5.88
125
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107
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Photo 5.24 Sharief, David street and Railway road
5.44 Lamaha street and Albert street

This is a four arm junction. Lamaha street and Albert street are having un divided
carriageway with two way two lane traffic flow. Junction drawing is shown in Figure
5.87. Drawing of the junction with proposed geometric improvements is shown in
Figure 5.88
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107
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5.45 Sharief street and Garnet street

Garnet street is a two way two lane street with low traffic flow. Sharief street has got
four lanes in two directions. Picture of this junction is shown in Photo 5.25. Both streets
are having un divided carriageway. Drawings of the junction and drawing with proposed
geometric improvements are shown in Figure 5.89 and Figure 5.90 respectively
Photo 5.25 Sharief street and Garnet street

5.46 Vlissengen road and Regent street
This is a three arm intersection with Regent street as one arm(Photo5.26) Regent street
is a two way two lane road. Drawing o fhe junction is shown in Figure 5.91. The right
turn movements of vehicles at this intersection need to be redirected with the help of
properly reshaped central island at the intersection. Street light pole need to be shifted
and the channeliser at the mouth of Regent street need to be reshaped. When the signal
are installed the junction geometery need to be significantly altered to have a stop and
go arrangement at the intersection. The geometric alterations at the intersection are
shown in Figure 5.92.
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Photo 5.26 Vlissengen road and Regent street

5.47 East Bank highway and Agrocilla road
This is a three arm junction on East Bank highway with Brutus Street. East bank
highway is a two way arterial road connecting George Town to the eastern suburbs. A
vehicle actuated signal system is proposed at this intersection. Drawing of the
intersection and drawing with proposed geometric improvements are shown in Figure
5.93 and Figure 5.94 respectively.
5.48 East Bank highway and Eccles access road
This is a three arm junction along East Bank highway with Eccles access road. Eccles
access road is a two way two lane un divided road with minor traffic flow. A vehicle
actuated signal control system is installed at this junction. Junction drawing is shown in
Figure 5.95. Drawing of the intersection with proposed geometric modifications are
shown in Figure 5.96
5.49. Mandela Avenue and Hunter street
This four arm intersection has a heavy right turn traffic flow to East bank direction in the
evening peak hours (Photo 5.27) Junction drawing is shown in Figure 5.97. A right turn
lane is proposed in the Hunters street along with left turn channelisers for this ntersection.
Proposed geometric improvements are shown in Figure 5.98. Cantilever poles are
proposed at this intersection for better visibility.
133
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131
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Photo 5.27 Mandela Avenue and Hunter street

50. Ogle airstrip and Railway embankment road
This is a four arm intersection on railway embankment road(Photo 5.28) At present
traffic volume at this junction is comparatively less, however considering the proposed
development of domestic airport, traffic signal is proposed at this intersection. Drawing
of the junction and drawing with proposed geometric improvements are shown in Figure
5.99 and Figure 5.100.
Photo 5.28 Ogle airstrip and Railway embankment road
140
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132
CHAPTER 6
CAPACITY ANALYSIS AND OPTIMISED SIGNAL TIME

PLANS
6.1 Capacity of a signalized network of roads

A critical need in traffic analysis is a clear understanding of the ability of various types of
transportation systems facilities to carry traffic. This knowledge when integrated with the
measurements of present traffic volume and forecasts of future traffic demand allow
traffic engineer to plan and design facilities that can cater to the needs of society.
Capacity of a facility is defined as the maximum hourly rate at which persons or vehicles
can reasonably be expected to traverse a point or uniform segment of a lane or roadway
during a given time period under prevailing traffic, roadway and control conditions. An
analysis of volume capacity ratio gives the measure of sufficiency of capacity. A v/c
ratio of more than one indicates lack of capacity and the need for improvements.
6.2 Volume Capacity ratio (v/c) analysis of intersections in George
Town
Capacity analysis of fifty intersections in George Town is done. This was done after
measuring the geometry of the junctions and assuming the present control plans with
some approximation. Details are given in Table 6.1 along with capacity with the
suggested modifications.
Table 6.1
Capacity of intersections in GeorgeTown
Sl.No. Name of Junction Capacity(pcu/hr)
Present with suggested
geometric improvements
1 Camp street and Lamaha street 2710 3210
2 Camp street and Middle street 2502 2585
3 Camp street Church street and North road 5586 5655
4 Camp street and Robb street 3833 4958
5 Camp street and Regent street 2575 3575
6 Camp street and Croral street 3396 3630
7 Camp street and Brickdam street 2985 3488
8 Camp street and Durban street 2208 3340
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9 Vlissengen road and Lamaha street 3210 3175

10 Vlissengen road and Homestretch street 2785 3285
11 Vlissengen road and Durban street 3483 3603
12 Vlissengen road and Church street 4350 4780
13 Mandella avenue and Homestretch avenue 4950 5625
14 Mandella avenue and Aubery barkar 3540 3840
15 Sheriff street and Duncan street 2943 2953
16 Main,Lamaha street and Urquhqrt street 3489 3608
17 Midlle street and Main street 4623 4853
18 Church street and Main street 5705 5955
19 Avenue of the Rrepublic and Robb street 7395 7770
20 Avenue of the Republic and Regent street 5925 6300
21 Croal south and main street 6210 6585
22 Avenue of the Repubic and Brickdam street 3590 4090
23 Hadfield street and Republic Avenue 3489 3408
24 Cummings street and Middle street 3492 3710
25 East coast highway and Courdia street 4158 4715
26 East coast highway and Ug road 5535 5578
27 East coast highway and Conservation tree 5194 5305
28 Sheriff street and East cost public 4980 5984
29 Carifesta avenue and Vlissengen road 4440 4552
30 Carifesta avenue and Camp street 6030 6330
31 Mandela Avenue and Vlissengen St. 6108 6708
32 Mandella avenue and Durban street 4287 4887
33 Mandella avenue and Nortan street 5550 5590
34 Mandella avenue and Ariapima street 4476 5230
35 Lousia row and Durban street 2436 2485
Ug access road and Railway embankment
36 road 2688 2740
37 Lousia row and Brickdam street 2208 2215
38 Cummings street and Regent street 4224 4320
39 Cummings street and Croals street 3456 3880
40 Sharief st. and Campbell Avenue 2154 2295
41 Halley street and Durban street 2154 2295
42 Vlissengen road and Thomas road 6474 6895
43 Sheriff,david street and Railway road 2814 3470
44 Lamaha street and Albert street 2580 2650
45 Sheriff street and Garnet street 3429 3983
46 Vlissengen street and Regent street 3042 3660
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47 East bank highway and Agrocilla road 6758 6906

48 East bank highway and Eccles access road 7328 8012
49 Mandella avenue and Hunter street 5418 6115
50 Ogle air strip and Railway embankment road 2610 2675
Traffic volumes of intersections are projected for the coming five years and the v/c ratios
are found out. V/c ratio should be less than 0.9 to consider for the increase in traffic
volume in some times. It is found that number of intersections are nearing over
saturation and if capacity augmentation by way of geometric improvements are not done,
delays at intersections in GeorgeTown are going to increase in the coming years. Traffic
volume projections are shown in Figure 6.1. V/C Ratio at various intersections are shown
in Table 6.2 and Figure 6.2
Table 6.2
V/C Ratio at various intersections in GeorgeTown
Sl.no Name of Junction V/C Ratio

2007 2008 2009 2010 2011
1 Camp street and regent street 0.89 0.92 0.95 0.98 1.01
2 Camp street and brickdam street 0.63 0.65 0.67 0.69 0.71
3 Vlissengen road and Home stretch street 0.66 0.68 0.70 0.72 0.74
4 Church street and Main street 0.48 0.49 0.51 0.52 0.54
5 Avenue of the Republic and Regent street 0.49 0.51 0.52 0.54 0.55
6 Avenue of the Repubic and Brickdam street 0.64 0.66 0.68 0.70 0.72
7 East Coast highway and Conservation tree 0.38 0.39 0.40 0.41 0.43
8 Carifesta avenue and Camp street 0.33 0.34 0.35 0.36 0.37
9 Cummins street and Regent street 0.43 0.45 0.46 0.47 0.49
10 Sharief street, David street and Railway road 0.81 0.83 0.86 0.88 0.91
11 Mandella avenue and Durban street 0.67 0.69 0.71 0.74 0.76
12 Mandella avenue and Hunter street 0.65 0.66 0.68 0.71 0.73
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147
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3000
2500
Traffic Volume in pcu/hr

3000
2000
Traffic Volume in pcu/hr

2500
1500
2000
1000
1500
500
1000
0
500
2007
2007
2008
2009 0 Year
2009
Year
2010
2011
2011
Camp street and regent street Camp street and brickdam street
Vlissengen road and Home stretch street Church street and main street East Coast highway and Conservation tree Carifesta avenue and camp street
Avenue of the republic and regent street Avenue of the repubic and brickdam street Cummins street and Regent street Sharief street, David street and Railway road
Mandella avenue and durban street Mandella avenue and hunter street
Figure 6.1 Traffic volume projections on various intersections
1.2
1.2
1
1
0.8
0.8
V/C Ratio
V/C Ratio
0.6 0.6
0.4 0.4
0.2 0.2
0 0
2007
2008
Year Year20072008
2009
2010
2009
2011
2010
2011
Camp street and regent street Camp street and brickdam street East Coast highway and Conservation tree Carifesta avenue and camp street
Vlissengen road and Home stretch street Church street and main street Cummins street and Regent street Sharief street, David street and Railway road
Avenue of the republic and regent street Avenue of the repubic and brickdam street Mandella avenue and durban street Mandella avenue and hunter street
Figure 6.2 V/C ratio projections at various intersections

6.3 Signal time plans
Performance of fixed time plans depends to a great extent on up to date signal plans
developed based on the traffic volume details
Timing Parameters
Any discussion of signal timing usually provides the basic definitions of the common
terms used to depict the various aspects of timing parameters.
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Cycle: The time required for one complete sequence of signal indications
Stage/Phase: That part of a signal cycle allocated to any combination of one or more
traffic movements simultaneously receiving the right of way during one or more
intervals.
Interval: A discrete portion of the signal cycle during which the signal indications
remain unchanged.
Offset: The time difference between the start of the green indication at one intersection
as related to the start of the green indication at another intersection or from the system
base.
Split: The percentage of a cycle length allocated to each of the various phases in a signal
sequence.
General Considerations
The functional objective of signal timing is to alternate the right of way among the
various phases in such a way as to:
Provide for the orderly movement of traffic
Minimize average delay to vehicles and pedestrians
Reduce the potential for accident-producing conflicts
Maximize the capacity of each intersection approach
Timing for Pretimed Control

There are several fundamental aspects of developing timing settings for pretimed signal
control. The essential elements include:
Number of timing plans
Phase change intervals (yellow change plus all-red clearance)
Pedestrians timing requirements (including decision whether or not to use pedestrian
indications)
Cycle length calculations
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Split calculations
Flashing operation
Timing Plans
A timing plan may be defined as a unique combination of cycle length (commonly
ranging from 40 to 120 seconds), split, and, in system operations, offset. Microprocessor-
based controller hardware is generally capable of a total of 12 plans (a combination of at
least four cycles and three splits)-one per dial.
Traffic demand at the intersection is the critical determinants of the number of timing
plans required. Traffic demand patterns typical of a majority of locations may be
categorized as:
A.M. peak period
Average day (midday) period
P.M. peak period
Night (low-flow) period
Weekend or special function periods
The directional lane demand is the number of vehicles in the heaviest used lane or, as a
simple estimate, the approach count divided by the number of lanes in that approach.
After the directional demand (normalized to land demand) is established, the following
computation can be made for total intersection demand:
TD = ( N , S ) max + ( E , W ) max
where TD = total intersection demand

( N , S ) max = maximum demand, either northbound or southbound
( E , W ) max = maximum demand, either eastbound or west bound
for cross-directional demand, the computation is as follows:

CD = ( N , S ) max / TD or CD = ( E , W ) max / TD
where CD = cross-directional demand.
Phase-Change Interval
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The phase-interval may consist of only a yellow change interval or may include
an additional all-red clearance interval. The critical function of the phase-change
interval is to warn traffic of an impending change in the right of way assignment.
The Uniform Vehicle Code defines the yellow change indication as follows:
Vehicle traffic facing a steady yellow signal is thereby warned that the related
green movement is being terminated or that a red indication will be exhibited
immediately thereafter when vehicular traffic shall not enter the intersection.
In those states that follow the Uniform Vehicle Code, the yellow change interval
is computed to provide adequate time to alert drivers of the need to stop for the
forthcoming red light. In some states, vehicles are not permitted in the intersection
when the light turns red and may be cited for a traffic violation. In this case, a
“dilemma zone” can be physically stop not legally proceed. Timing the phase-
change period, therefore, should take into account the legal definition as well as
the local traffic conditions.
The following equation may be used to calculate the phase-change interval,
considering driver reaction time, acceleration requirements, and intersection
clearing time.
V W +L
CP = t + +
2a V
where Cp = non dilemma change period ( yellow plus all red), s
t = perception-reaction time (usually 1s)
V = approach speed, m/s
a = deceleration rate, m/s2
W = width of intersection, m
L = length of vehicle, m
Adding the effects of grade in above equations yield following
V W +L
CP = t + +
2a + 64.4 g V
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151
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where g = percent of grade divided by 100 (plus for upgrade, minus for
downgrade).
Pedestrian Timing Requirements
Pedestrian movements across signalised intersections are typically accommodated
by one of the following operational options:
Pedestrian cross the street with the parallel vehicular green indication (no pedestrian
signal display).
Pedestrian movements are controlled by a concurrent separate pedestrian signal
display.
Pedestrian move on an exclusive phase while all vehicular traffic is stopped.
The essential factor in any of these options is to provide adequate time for the pedestrian
to enter the intersections (walk interval) and to safety cross the street (pedestrian
clearance interval). In case where there are no separate pedestrian displays and the
pedestrian moves concurrently with vehicular traffic on the parallel street, the time
allocated to vehicular traffic must consider the time required for pedestrians to react to
the vehicular green indication and move across the street.
When separate pedestrian displays (WALK, DON’T WALK) are used, the minimum
WALK interval generally ranges from 4 to 7 seconds (as recommended by the MUTCD,
Section 4D-7). This allows the pedestrian ample opportunity to leave the curb before the
pedestrian per cycle, the lower 4 second WALK interval is usually adequate.
Cycle-Length Calculations
The time required to complete a prescribed sequence of phases is known as the cycle
length. There are various techniques that may be applied to establishing cycle length. One
procedure was developed by Webster based upon computer simulation and field
observation. His equation for optimum cycle length that minimizes delay is as follows:
1.5L + 5
C=
1.0 − Yi
where, C = optimum cycle length, s
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152
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critical lane volume (ith phase, vph)

Yi =
saturation flow, vph
L= unused time per cycle, s
= nl + R
n = number of phases
l = average lost time per phase, s
R = total all-red time per cycle, s
The value of L is often the sum of the yellow and all-red intervals for all phases,
particularly in states where the yellow is legal “go” time. In other states, an extra 1 or 2
seconds per phase may be added. Saturation flow (the denominator of Y) may be
measured in the field, but is frequently set to 1800 vehicles per hour. Some jurisdictions
use lower values (e.g., 1500 vph).
Table 6. 3
Minimum Pedestrian Clearance intervals
Street Minimum Clearance Intervals
Width @ 3.5 Difference
@4.0
metre m/s Seconds
12.19 3.05 2.68 0.37
15.24 3.93 3.44 0.49
18.29 4.79 4.21 0.58
21.33 5.67 4.97 0.70
24.38 6.52 5.73 0.79
Based on street width minus 1.52 m for distance to center of furthest lane (assuming no
parking).
6.4. Traffic Network Study Tool (TRANSYT)

Number of softwares is available for the development of optimized signal time plans.
Traffic Network Study Tool (TRANSYT) is software developed by Transport and Road
Research Laboratory (TRL) U.K. to find optimized signal time plans in a signalized
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153
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road network. The TRANSYT simulation/optimization model serves as an unofficial

international standard against which many measure the efficiency of other methods of
coordinating networks of traffic signals that operate at a constant and common cycle
length.
TRANSYT has an off-line macroscopic, deterministic, simulation and optimization
model that simulates traffic as Cyclic Flow Profiles (CFP) and traces the flow of the CFP
from link to link throughout the network. The model makes systematic changes to the
offset, phase split and cycle length of the traffic signals, and also simulates the associated
traffic conditions to estimate a corresponding Performance Index (PI). PI is a linear
combination of vehicle delay and number of vehicle stops. For each candidate signal
timing parameter the model then uses a hill climbing technique to systematically search
for the settings that minimize the PI. The simulation module within the TRANSYT model
is a critical component of the model as it evaluates the objective function that is to be
minimized.
Inputs needed for TRANSYT are
1. Traffic flow in links
In TRANSYT, one link represent a distinct a queuing situation that occurs. One link
may represent two or more lanes, provided that traffic is equally likely to join the
queue in any of the lanes and that identical signal indications are shown to these
lanes.
2. Cruise times and cruise speeds
Cruise times and cruise speeds are the un delayed times (or speeds) for traffic
traveling from each upstream stop line to the stop line on the link defined.
3. Saturation flow
Saturation flow at a stop line is the maximum rate of discharge from a queue. It can
be obtained by the measurement or calculation based on stop line width and other
factors.
4. Stage change time
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154
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TRANSYT models the operation of signal control at each node by reference to stage
change times. A stage change time is the time at which the green signal on one stage
is terminated and the change to the next stage green period is initiated.
Saturation flow has been assumed as 1800 pcu/hour/lane. Traffic flow during peak
hours at critical intersections has been found out from traffic volume survey.
5. Signal values for whole network
The cycle time for the whole network is specified in seconds. The effective start
green displacements and end green displacements are specified as per the field
conditions.
5. Signal values for each stage
Stage change times are given in seconds, up to seven stages can be specified. Minimum
green time for the stage can be given as a constraint. Pedstrian stage length used by
TRANSYT is the minimum time
6. Signal values for link
During one cycle a link may have one or , optionally, two green periods during which
outflow occurs. These green periods need not be the same length, but will have the
same value of saturation flow. The time at which the green begins is specified by a
start stage number and a start lag of a fixed number of seconds. Similarly, the time at
which green ends is specified by an end stage number and the effective green can be
extended by use of an end lag.
6.5 Optimised signal time plans
Optimised signal time plans for various intersections, generated by using
TRANSYT runs and stage patterns for vehicle actuated signals are shown in
Table 6.4 to Table 6.53 . Co-ordination plans for Camp Street, Mandela Avenue and
Vlissengen road are shown in Figure 6.3, 6.4 and 6.5 respectively. All signal
plans provided here should be fine tuned to field conditions at the time of implementation.
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155
Table 6.4
Optimized Signal Time Plans for Camp street and Lamaha street
3
Funeral
Parlour
Camp Street
2 4
Lamaha Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Stage-1 Stage-2 Stage-3 Stage-5
Stage-4
Pedestrian
Time Cycle Time Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
(Sec) (Sec) (Sec) (Sec) (Sec) (Sec)
07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
156
Table 6.5
Optimized Signal Time Plans for Camp street and Middle street
Church's
Chicken
Camp Street
2 4
Middle Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Stage-1 Stage-2 Stage-3 Stage-4 Stage-5

Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 16 21 26 22 15
15:30hrs
19:00hrs to
100 16 21 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
157
Table 6.6
Optimized Signal Time Plans for Camp street Church street and North road
North
Street
Church
Street
Camp Street
2 4
Durban Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4

Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
158
Table 6.7
Optimized Signal Time Plans for Camp street and Robb street
3
K
Furniture
Camp Street
2 4
Robb Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
159
Table 6.8
Optimized Signal Time Plans for Camp street and Regent street
Republic
Bank
Camp Street
2 4
Regent Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
160
Table 6.9
Optimized Signal Time Plans for Camp street and Croal street
Croal Street
Camp Street
2 4
Demerara
Bank
1
SouthStreet
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 20 25 32 28 15
09:00hrs
11:30hrs to
126 20 27 34 30 15
13:30hrs
15:30hrs to
126 20 27 34 30 15
19:00hrs
09:00hrs to
115 18 25 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
161
Table 6.10
Optimized Signal Time Plans for Camp street and Brickdam street
Church
Camp Street
4
2
Brickdam Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 17 32 28 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
162
Table 6.11
Optimized Signal Time Plans for Camp street and Durban street
Camp Street
4
2
Bar
Durban Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
163
Table 6.12
Optimized Signal Time Plans for Vlissengen road and Lamaha street
Lamaha Street
4
2
Cirkel
Distributors
Vlissengen Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
90 20 18 20 17 15
09:00hrs
11:30hrs to
85 18 16 19 17 15
13:30hrs
15:30hrs to
85 18 16 19 17 15
19:00hrs
09:00hrs to
85 18 16 19 17 15
11:30hrs
13:30hrs to
80 16 16 17 16 15
15:30hrs
19:00hrs to
80 16 16 17 16 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
164
Table 6.13
Optimized Signal Time Plans Vlissengen road and Homestretch street
Castellani
House
Vlissengen Street
4
2
Homestrech Avenue
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
90 20 18 20 17 15
09:00hrs
11:30hrs to
85 18 16 19 17 15
13:30hrs
15:30hrs to
85 18 16 19 17 15
19:00hrs
09:00hrs to
85 18 16 19 17 15
11:30hrs
13:30hrs to
80 16 16 17 16 15
15:30hrs
19:00hrs to
80 16 16 17 16 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
165
Table 6.14
Optimized Signal Time Plans for Vlissengen road and Durban street
Public Services
Ministry Compund
Vlissengen Street
4
2
Durban Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
90 20 18 20 17 15
09:00hrs
11:30hrs to
85 18 16 19 17 15
13:30hrs
15:30hrs to
85 18 16 19 17 15
19:00hrs
09:00hrs to
85 18 16 19 17 15
11:30hrs
13:30hrs to
80 16 16 17 16 15
15:30hrs
19:00hrs to
80 16 16 17 16 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
166
Table 6.15
Optimized Signal Time Plans for Vlissengen road and Church street
Vlissengen Road
2 3
Church
Street
Indian High
Comission

Pedestrian
Time Cycle Time Stage 1 Stage 2 Stage 3 Stage 4

(Sec) (Sec) (Sec) (Sec) (Sec)
07:00hrs to
90 15 30 30 15
09:00hrs
11:30hrs to
85 15 30 25 15
13:30hrs
15:30hrs to
85 15 25 30 15
19:00hrs
09:00hrs to
85 15 30 25 15
11:30hrs
13:30hrs to
80 15 25 25 15
15:30hrs
19:00hrs to 80 15 25 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
167
Table 6.16
Optimized Signal Time Plans for Mandella avenue and Homestretch avenue
Mandella Avenue
4
2
Cultural
Centre
Homestretch Avenue
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 15 20 30 20 15
09:00hrs
11:30hrs to
90 15 20 25 15 15
13:30hrs
15:30hrs to
100 15 20 20 30 15
19:00hrs
09:00hrs to
85 15 20 20 15 15
11:30hrs
13:30hrs to
80 15 18 17 15 15
15:30hrs
19:00hrs to
80 15 18 17 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
168
Table 6.17
Optimized Signal Time Plans for Mandela Avenue and Aubery barka
Mandella Avenue
2 3
Aubery Barker

Pedestrian

07:00hrs to
90 15 30 30 15
09:00hrs
11:30hrs to
85 15 20 35 15
13:30hrs
15:30hrs to
85 15 30 25 15
19:00hrs
09:00hrs to
85 15 30 25 15
11:30hrs
13:30hrs to
80 15 25 25 15
15:30hrs
19:00hrs to 80 15 25 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
169
Table 6.18
Optimized Signal Time Plans for Sheriff street and Duncan street
Ducan street
4
2
Power
Master
Sheriff street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
85 20 15 20 15 15
09:00hrs
11:30hrs to
83 16 15 17 15 15
13:30hrs
15:30hrs to
85 20 15 20 15 15
19:00hrs
09:00hrs to
80 17 15 18 15 15
11:30hrs
13:30hrs to
80 17 15 18 15 15
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
170
Table 6.19
Optimized Signal Time Plans for Main,lamaha street and Urquhqrt street
Lamaha street
High street Main street
2 4
Ministry of
Finance
Compound
1
Urqhhart street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 17 27 17 24 15
09:00hrs
11:30hrs to
90 17 23 15 20 15
13:30hrs
15:30hrs to
100 17 18 16 30 15
19:00hrs
09:00hrs to
85 17 20 15 18 15
11:30hrs
13:30hrs to
80 15 20 15 15 15
15:30hrs
19:00hrs to
80 15 20 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
171
Table 6.20
Optimized Signal Time Plans for Midlle street and Main street
3
Golden Coast
Restaurant
Bentick street Middle street
2 4
Main street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 27 17 24 17 15
09:00hrs
11:30hrs to
90 23 17 15 20 15
13:30hrs
15:30hrs to
100 25 18 27 15 15
19:00hrs
09:00hrs to
85 20 17 15 18 15
11:30hrs
13:30hrs to
80 20 15 15 15 15
15:30hrs
19:00hrs to
80 20 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
172
Table 6.21
Optimized Signal Time Plans for Church street and Main street
Main street
3
National
Library
Church street
2 4
1
Avenue of the
Republic
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 25 17 26 17 15
09:00hrs
11:30hrs to
90 23 17 15 20 15
13:30hrs
15:30hrs to
100 25 18 27 15 15
19:00hrs
09:00hrs to
85 20 17 15 18 15
11:30hrs
13:30hrs to
80 20 15 15 15 15
15:30hrs
19:00hrs to
80 20 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
173
Table 6.22
Optimized Signal Time Plans for Avenue of the Republic and Robb street
3
Guyana Stock
Exchange
Robb street
2 4
Avenue of the
Republic
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4

Pedestrian

07:00hrs to
100 28 15 27 15 15
09:00hrs
11:30hrs to
95 25 15 25 15 15
13:30hrs
15:30hrs to
100 27 15 28 15 15
19:00hrs
09:00hrs to
90 22 15 23 15 15
11:30hrs
13:30hrs to
90 22 15 23 15 15
15:30hrs
19:00hrs to
80 17 15 18 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
174
Table 6.23
Optimized Signal Time Plans for Avenue of the Republic and Regent street
Regent street
2 4
Bank
of
Baroda
1
Avenue of the
Republic
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 20 15 35 15 15
09:00hrs
11:30hrs to
95 25 15 25 15 15
13:30hrs
15:30hrs to
100 25 15 30 15 15
19:00hrs
09:00hrs to
90 20 15 25 15 15
11:30hrs
13:30hrs to
90 22 15 23 15 15
15:30hrs
19:00hrs to
80 35 15 20 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
175
Table 6.24
Optimized Signal Time Plans for Croal south and Main street
South Road
2 4
Croal street Croal street
High
Court
Avenue of the
Republic
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 17 25 17 26 15
09:00hrs
11:30hrs to
90 17 23 15 20 15
13:30hrs
15:30hrs to
100 17 18 16 30 15
19:00hrs
09:00hrs to
85 17 20 15 18 15
11:30hrs
13:30hrs to
80 15 20 15 15 15
15:30hrs
19:00hrs to
80 15 20 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
176
Table 6.25
Optimized Signal Time Plans for Avenue of the Repubic and Brickdam street
3
Magistrate
Court
Brickdam street
2 4
High Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 19 15 36 15 15
09:00hrs
11:30hrs to
95 24 15 26 15 15
13:30hrs
15:30hrs to
100 23 15 32 15 15
19:00hrs
09:00hrs to
90 20 15 25 15 15
11:30hrs
13:30hrs to
90 24 15 21 15 15
15:30hrs
19:00hrs to
80 36 15 19 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
177
Table 6.26
Optimized Signal Time Plans for Hadfield street and Republic Avenue
Avenue of the Republic

4
2
Silvie"'s
Hadfield
Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 21 15 34 15 15
09:00hrs
11:30hrs to
95 24 15 26 15 15
13:30hrs
15:30hrs to
100 24 15 31 15 15
19:00hrs
09:00hrs to
90 20 15 25 15 15
11:30hrs
13:30hrs to
90 22 15 23 15 15
15:30hrs
19:00hrs to
80 33 15 22 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
178
Table 6.27
Optimized Signal Time Plans for Cummings street and Middle street
Cumming Street
2 3
Twins Drug
Store
Middle Street

Pedestrian

07:00hrs to
100 30 35 20 15
09:00hrs
11:30hrs to
85 25 20 15 15
13:30hrs
15:30hrs to
100 35 30 20 15
19:00hrs
09:00hrs to
90 25 35 15 15
11:30hrs
13:30hrs to
80 25 20 20 15
15:30hrs
19:00hrs to 80 15 25 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
179
Table 6.28
Stage patterns for East coast highway and Courdia street
Ogle
Airport
3
East Coast Highway

4
2
1
Courida
Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Pedestrian
180
Table 6.29
Stage patterns for East Coat highway and ug road
East Coast Highway
2 3
U G Access
Road

Pedestrian
181
Table 6.30
Stage patterns for East Coast highway and Conservation Tree
East Coast Highway
2 3
Conversation
Tree Road

Pedestrian
182
Table 6.31
Stage patterns for Sharief street and East Coast Public
East Coast Highway
2 3
Bel Air
Gardens
Sheriff Street

Pedestrian
183
Table 6.32
Stage patterns for Carifesta Avenue and Vlissengen road
Carifesta avenue
2 3
Vlissengen
road

Pedestrian
184
Table 6.33
Optimized Signal Time Plans for Carifesta avenue and Camp street
Camp
Street
Police
Compond
Young Street Carifiesta Avenue

4
2
1
Camp
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
120 17 28 32 28 15
09:00hrs
11:30hrs to
126 17 30 34 30 15
13:30hrs
15:30hrs to
126 17 30 34 30 15
19:00hrs
09:00hrs to
115 17 26 30 27 15
11:30hrs
13:30hrs to
100 15 22 26 22 15
15:30hrs
19:00hrs to
100 15 22 26 22 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
185
Table 6.34
Optimized Signal Time Plans for Mandela Avenue and Vlissengen Street
Vlissengen
Street
Mandela Avenue Carifiesta Avenue

4
2
GS & SC
Pump
S i
1
Camp
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 25 20 20 20 15
09:00hrs
11:30hrs to
90 23 17 18 17 15
13:30hrs
15:30hrs to
100 25 20 20 20 15
19:00hrs
09:00hrs to
85 20 17 18 15 15
11:30hrs
13:30hrs to
80 20 15 15 15 15
15:30hrs
19:00hrs to
80 20 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
186
Table 6.35
Optimized Signal Time Plans for Mandella avenue and Durban street
Durban Street
4
2
Mandela
Avenue
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 30 15 25 15 15
09:00hrs
11:30hrs to
90 25 15 20 15 15
13:30hrs
15:30hrs to
100 25 15 30 15 15
19:00hrs
09:00hrs to
85 20 15 20 15 15
11:30hrs
13:30hrs to
80 18 15 17 15 15
15:30hrs
19:00hrs to
80 18 15 17 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
187
Table 6.36
Optimized Signal Time Plans for Mandela Avenue and Norton street
Mandela avenue
2 3
Norton
Street

Pedestrian

07:00hrs to
100 30 40 15 15
09:00hrs
11:30hrs to
90 25 35 15 15
13:30hrs
15:30hrs to
100 40 30 15 15
19:00hrs
09:00hrs to
85 25 30 15 15
11:30hrs
13:30hrs to
80 25 25 15 15
15:30hrs
19:00hrs to 80 15 25 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
188
Table 6.37
Optimized Signal Time Plans for Mandella avenue and Ariapima street
3
East La
Penitence
Ariapama Street
4
2
Mandela
Avenue
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 20 20 30 15 15
09:00hrs
11:30hrs to
90 20 15 25 15 15
13:30hrs
15:30hrs to
100 20 20 25 20 15
19:00hrs
09:00hrs to
85 20 15 20 15 15
11:30hrs
13:30hrs to
80 17 15 15 18 15
15:30hrs
19:00hrs to
80 18 15 15 17 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
189
Table 6.38
Stage patterns for Lousia row and Durban street
Durban Street
4
2
Building
Lousia
Row
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian
190
Table 6.39
Optimized Signal Time Plans for Ug access road and Railway embankment road
Railway Embankment Road

4
2
Building
U G Access Road
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
85 20 15 20 15 15
09:00hrs
11:30hrs to
83 16 15 17 15 15
13:30hrs
15:30hrs to
85 20 15 20 15 15
19:00hrs
09:00hrs to
80 17 15 18 15 15
11:30hrs
13:30hrs to
80 17 15 18 15 15
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
191
Table 6.40
Stage patterns for Lousia row and Brickdam street
Brickdam
4
2
Church
1
Lousia
Row
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian
192
Table 6.41
Optimized Signal Time Plans for Cummings street and Regent street
Regent Street
4
2
Harvey's
1
Cumming
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 15 27 15 28 15
09:00hrs
11:30hrs to
85 15 20 15 20 15
13:30hrs
15:30hrs to
100 15 28 15 27 15
19:00hrs
09:00hrs to
90 15 23 15 22 15
11:30hrs
13:30hrs to
80 15 18 15 17 15
15:30hrs
19:00hrs to
80 15 18 15 17 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
193
Table 6.42
Optimized Signal Time Plans for Cummings street and Croals street
Sunflower
Hotel & Bar
South
Road 2 4
Croal
Street
1
Cumming
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 15 27 15 28 15
09:00hrs
11:30hrs to
85 15 20 15 20 15
13:30hrs
15:30hrs to
100 15 28 15 27 15
19:00hrs
09:00hrs to
90 15 23 15 22 15
11:30hrs
13:30hrs to
80 15 18 15 17 15
15:30hrs
19:00hrs to
80 15 18 15 17 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
194
Table 6.43
Stage pattern for Sharief street and Campbell avenue
3
Kambont
Mini Hall
Campbell Avenue
4
2
1
Sheriff
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian
195
Table 6.44
Stage pattern for Halley street and Durban street
3
Becks Motor
World
Duban Street
4
2
1
Halley
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian
196
Table 6.45
Optimized Signal Time Plans for Vlissengen road and Thomas road
Thomas Road
4
2
Vlissengen
Road
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 25 15 30 15 15
09:00hrs
11:30hrs to
90 20 15 25 15 15
13:30hrs
15:30hrs to
100 30 15 25 15 15
19:00hrs
09:00hrs to
85 20 15 20 15 15
11:30hrs
13:30hrs to
80 18 15 17 15 15
15:30hrs
19:00hrs to
80 18 15 17 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
197
Table 6.46
Optimized Signal Time Plans for Sheriff, David street and Railway road
David Street Railway Embankment Road

4
2
Guyoil
Gas St.
1
Sheriff
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
85 18 15 22 15 15
09:00hrs
11:30hrs to
83 16 15 17 15 15
13:30hrs
15:30hrs to
85 22 15 18 15 15
19:00hrs
09:00hrs to
80 17 15 18 15 15
11:30hrs
13:30hrs to
80 17 15 18 15 15
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
198
Table 6.47
Optimized Signal Time Plans for Lamaha street and Albert street
Lamaha Street
4
2
Liquar
Store
Albert
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
85 18 22 15 15 15
09:00hrs
11:30hrs to
83 16 17 15 15 15
13:30hrs
15:30hrs to
85 22 18 15 15 15
19:00hrs
09:00hrs to
80 17 18 15 15 15
11:30hrs
13:30hrs to
80 17 18 15 15 15
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
199
Table 6.48
Optimized Signal Time Plans for Sheriff street and Garnet street
Garnet Street
4
2
Royal
Castle
1
Sheriff
Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
85 25 15 15 15 15
09:00hrs
11:30hrs to
83 16 15 17 15 15
13:30hrs
15:30hrs to
85 15 15 25 15 15
19:00hrs
09:00hrs to
80 17 15 18 15 15
11:30hrs
13:30hrs to
80 17 15 18 15 15
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
200
Table 6.49
Optimized Signal Time Plans for Vlissengen street and Regent street
Regent Street
4
2
Botanical
Garden
1
Vlissengen
Street
1-3 2-4 3-2 4-2

1-4 2-1 3-1 4-3
1-2 2-3 3-4 4-1
4-1 1-2 2-3 3-4
Stage-2 Stage-4 Stage-5
Stage-1 Stage-3
Pedestrian

07:00hrs to
100 25 15 30 15 15
09:00hrs
11:30hrs to
90 20 15 25 15 15
13:30hrs
15:30hrs to
100 30 15 25 15 15
19:00hrs
09:00hrs to
85 20 15 20 15 15
11:30hrs
13:30hrs to
80 18 15 17 15 15
15:30hrs
19:00hrs to
80 18 15 17 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
201
Table 6.50
Stage patterns for East Bank highway and Agrocilla road
East Bank Highway
2 3
Agrocilla
Road

Pedestrian
202
Table 6.51
Stage patterns for East Bank highway and Eccles Access road
East Bank Highway
2 3
Eccles
Access
Road

Pedestrian
203
Table 6.52
Optimized Signal Time Plans for Mandella avenue and Hunter street
Mandela Avenue
4
2
Hunter Street
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
100 15 20 30 20 15
09:00hrs
11:30hrs to
90 15 20 25 15 15
13:30hrs
15:30hrs to
100 15 20 20 30 15
19:00hrs
09:00hrs to
85 15 20 20 15 15
11:30hrs
13:30hrs to
80 15 18 17 15 15
15:30hrs
19:00hrs to
80 15 18 17 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
204
Table 6.53
Optimized Signal Time Plans for Ogle air strip and Railway embankment road

4
2
1
Ogle Air
Strip Road
1-3 2-4 3-2

3-2 4-2
4-2
1-4 2-1 3-1
3-1 4-3
4-3
1-2 2-3 3-4
3-4 4-1
4-1
4-1 1-2 2-3 3-4
Pedestrian

07:00hrs to
75 15 15 15 15 15
09:00hrs
11:30hrs to
Flash mode
13:30hrs
15:30hrs to
75 15 15 15 15 15
19:00hrs
09:00hrs to
75 15 15 15 15 15
11:30hrs
13:30hrs to
Flash mode
15:30hrs
19:00hrs to
75 15 15 15 15 15
21:00hrs
21:00hrs to
Flash mode
07:00hrs
205
______________________________________________________________________
6.6 Operation of Signal time plans

The successful operation of a fixed time signal system depends greatly to the allotment of
time to various streams of traffic at the intersections. The timing plans generated need to
be fine tuned to suit the field conditions. Variations in a week and other seasonal
variations can be incorporated in the signal time plans to increase its efficiency. A flow
chart for the implementation of the signal timing plans are shown in Figure 6.6.
Trigger Event
Determine
Type of Timing
Problem
Field Current Current

Adjustment No Count Data Yes Descriptive
? ? Data ?
Yes No No
Adjust Turning
Field
and Movement
Inventroy Yes
observe Counts
No
Prepare
Looks
Optimization
OK
Program
?
Input
Enter Data
Yes
Into
Controller
Run
Identify
Parameter Changes Optimization
Problem
Time and Date Program
Manually Recorded
Convert
Output to
Controller
Format Results
Look
No
OK
?
Yes
Timing Process
Complete
Figure 6.6 Implementation of Signal time plans
209
________________________________________________________________________
156
CHAPTER 7
CONCLUSION
A traffic engineering study at fifty intersections in George Town covering studies on

junction inventories, traffic volume, parking , public transport etc. was undertaken as part
of the advanced traffic control systems installation project. A total station survey was
conducted to prepare layout of intersections. It is estimated that approximately 62 % of
traffic volume comprises cars and 23% are mini buses. Motorised two wheelers
constitute 8% of traffic volume. Peak hour traffic flow in morning are between 07.00 hrs.
to 09.00 hrs .
Footpaths at many stretches of the road are not continuous, forcing pedestrians to move
through roads increasing the conflict with motor vehicles. Terminal facilities of mini
buses are not available resulting in the parking of these vehicles near to intersections
causing delay to moving traffic . Proper terminal facilities for the mini buses are to be
provided after acquiring vacant land like the one near Guyana Power office building on
Capacity analysis of fifty intersections selected for signalization was done. Optimised
signal time plans are generated for various junctions by using TRANSYT software.
Coordinated signal time plans are also generated using TRANSYT for selected signalized
corridors. Volume capacity analysis of the fifty intersections was done and it was found
that number of intersections are reaching saturation level. Volume capacity analysis with
the proposed signal installation and geometric improvements has resulted in lesser values
indicating improvement in the situation. With an estimated traffic growth of 3 % per
annum, most of these junctions have to undergo geometric improvements in the
immediate future to avoid traffic congestion.
________________________________________________________________________
References
U.S.Federal Highway Administration. Manual of Uniform Traffic Control Devices for

Streets and Highways. Washington. D.C. U.S.Government Printing Office. 1988
Institute of Transportation Engineers. Manual of Traffic Signal Design Prentice Hall,

New Jersy 1991
Crabtree M R,Vincent R A and Harrison S “TRANSYT 10 User guide” TRL Ltd.,

Crow Thorne, Berkshire, RG11 6AU 1996
McShane .W.R., Roess.R.P. Traffic Engineering. Prentice hall New Jersey 1990
Webster, F.W., “Traffic signal settings”, Department of scientific and industrial research,
Road research laboratory, Road research technical paper no. 39. H.M.S.O. London 1961.
________________________________________________________________________
211
Annexure 1
TRAFFIC VOLUME SURVEY
Traffic Engineering study for fifty intersections in George Town,Guyana
Ministry of Public Works and Communications, Govt. of Guyana
Name of intersection Name of Enumerator
Direction Date
Weather Clear/Rainy Day
Time Type of vehicles
Car Mini Bus Mot.T.Wh LCV Trucks Articl.veh Others
Study conducted by CMS Traffic Systems Limited,India 212 Checked by

Annexure 2
Traffic volume details
Camp Street and Regent Street
Date of survey 06.12.06 Wednesday
Time. 12:30hrs.To 12:45hrs.
Direction Car Mini Bus Motorised Light Commercial Truck Articulated Others Total Total
Two Wheeler Vehicle Vehicle Vehicles PCU.
1 to 3 52 2 18 3 1 0 6 82 76
2 to 1 12 0 3 0 0 0 1 16 14
2 to 4 40 50 24 1 0 0 15 130 141
3 to 1 55 9 3 0 1 0 16 84 85
3 to 2 30 6 10 1 1 2 1 51 55
3 to 4 10 1 3 0 0 0 0 14 13
4 to 1 23 4 4 0 0 0 5 36 35
4 to 2 32 38 13 0 1 0 18 102 112
Total 254 110 78 5 4 2 62 515 531
Time. 12.45hrs. To 13.00hrs.

1 to 3 52 5 17 0 1 1 8 84 80
2 to 1 15 1 0 0 0 0 2 18 18
2 to 4 46 55 16 3 3 0 19 142 164
3 to 1 58 3 8 0 1 1 21 92 89
3 to 2 52 14 4 3 0 2 2 77 87
3 to 4 5 0 2 0 0 0 2 9 8
4 to 1 25 5 6 0 0 0 0 36 36
4 to 2 48 46 13 0 3 0 21 131 148
Total 301 129 66 6 8 4 75 589 629

1 to 3 58 6 19 0 2 0 7 92 87
2 to 1 10 0 2 0 0 0 2 14 13
2 to 4 33 25 8 0 1 0 3 70 79
3 to 1 44 6 2 0 0 0 20 72 70
3 to 2 5 3 0 1 0 0 0 9 11
3 to 4 5 1 5 0 0 0 0 11 9
4 to 1 8 1 3 1 0 0 2 15 14
4 to 2 29 22 6 0 1 0 6 64 72
Total 192 64 45 2 4 0 40 347 356
1 to 3 60 2 12 4 1 0 7 86 83
2 to 1 9 0 1 0 0 0 1 11 10
2 to 4 40 46 20 0 0 0 10 116 127
3 to 1 73 2 7 0 0 1 26 109 103
3 to 2 33 5 8 2 1 1 1 51 54
3 to 4 3 0 2 0 1 0 1 7 7
4 to 1 20 5 3 2 0 0 3 33 34
4 to 2 26 35 5 0 1 0 13 80 94
Total 264 95 58 8 4 2 62 493 513
RegentStreet
2
Camp Street 1 3
Republic
Bank 4
213
Brick Dam Street and Camp Street
Date of survey 07.12.06 Thursday
1 to 3 22 18 2 0 1 0 0 43 53
1 to 4 2 0 0 0 0 0 0 2 2
2 to 1 5 2 1 0 0 0 0 8 9
2 to 4 35 7 12 0 0 0 0 54 52
3 to 1 12 4 0 1 0 0 1 18 20
3 to 2 7 0 0 0 0 0 0 7 7
4 to 2 51 7 13 0 0 0 13 84 78
4 to 3 0 0 1 0 0 0 1 2 1
Total 134 38 29 1 1 0 15 218 222

1 to 3 21 17 2 0 1 0 0 41 50
1 to 4 1 0 0 0 0 0 4 5 4
2 to 1 6 1 1 0 0 0 0 8 8
2 to 4 38 6 13 0 1 0 6 64 61
3 to 1 10 3 0 0 0 0 2 15 16
3 to 2 6 0 0 0 0 0 0 6 6
4 to 2 49 5 14 1 2 0 13 84 80
4 to 3 0 0 1 0 0 0 0 1 1
Total 131 32 31 1 4 0 25 224 226

1 to 3 20 16 5 0 1 0 2 44 51
1 to 4 3 0 0 0 0 0 0 3 3
2 to 1 15 3 0 0 0 0 0 18 20
2 to 4 47 4 9 1 0 0 15 76 71
3 to 1 46 2 7 2 0 0 4 61 59
3 to 2 11 2 1 0 0 0 1 15 15
4 to 2 104 25 26 0 4 1 15 175 180
4 to 3 5 1 0 1 0 0 0 7 8
Total 251 53 48 4 5 1 37 399 406

1 to 3 37 25 0 0 1 1 0 64 80
1 to 4 6 0 1 0 1 0 0 8 9
2 to 1 12 1 0 1 0 0 0 14 15
2 to 4 51 4 15 1 0 0 6 77 71
3 to 1 33 5 6 0 1 0 1 46 47
3 to 2 16 0 2 0 0 0 0 18 17
4 to 2 131 13 30 0 4 0 30 208 200
4 to 3 8 3 1 1 0 0 0 13 15
Total 294 51 55 3 7 1 37 448 453
Brickdam Street
Thieving
3
Restaurant
Camp Street
2 4
214
Vlissengen street and Home Stretch street
1 to 2 10 3 0 0 1 0 0 14 17
1 to 3 32 17 6 2 1 0 0 58 66
2 to 4 74 13 10 4 1 0 2 104 109
3 to 1 20 16 2 0 0 1 1 40 49
4 to 2 65 6 5 1 3 0 1 81 86
Total 201 55 23 7 6 1 4 297 327

1 to 2 12 1 1 2 1 0 1 18 20
1 to 3 67 35 10 0 1 0 2 115 129
2 to 4 92 2 19 5 2 1 9 130 127
3 to 1 19 20 0 1 0 1 4 45 57
4 to 2 97 9 12 2 4 0 6 130 134
Total 287 67 42 10 8 2 22 438 467

1 to 2 15 3 0 1 1 0 0 20 24
1 to 3 83 35 8 0 1 0 2 129 144
2 to 4 90 7 16 2 3 1 3 122 124
3 to 1 33 20 0 0 0 2 3 58 71
4 to 2 102 4 20 0 6 0 8 140 139
Total 323 69 44 3 11 3 16 469 502
1 to 2 1 0 0 0 0 0 0 1 1
1 to 3 47 23 6 0 1 0 2 79 89
2 to 4 5 1 0 0 1 0 0 7 9
3 to 1 1 3 0 0 0 0 0 4 6
4 to 2 17 3 1 3 0 0 0 24 27
Total 71 30 7 3 2 0 2 115 135
Croal Street South Road
Vlissengen Street 2 4
Cuffy
Square 1
Homestretch Street
215
Church Street and Main Street
1 to 2
195 65 31 16 16 0 17
1 to 3 340 386
1 to 4 64 3 1 1 0 0 3 72 73
3 to 1 137 59 30 20 13 0 6 265 308
3 to 4 98 26 14 0 6 1 5 150 166
4 to 2 24 1 2 4 0 0 1 32 33
4 to 3 21 0 0 0 1 0 0 22 24
Total 539 154 78 41 36 1 32 881 989
Time. 5hrs. To 11.30hrs.

1 to 2
110 49 24 14 9 0 15 221 251
1 to 3
1 to 4 20 4 4 0 0 1 1 30 32
3 to 1 69 41 8 0 13 0 2 133 169
3 to 4 25 6 4 0 1 0 0 36 39
4 to 2 30 2 1 0 0 0 0 33 34
4 to 3 13 0 0 0 1 0 0 14 16
Total 267 102 41 14 24 1 18 467 539

1 to 2
37 13 9 2 1 0 6 68 71
1 to 3
1 to 4 58 7 4 2 1 0 1 73 77
3 to 1 123 36 23 0 17 1 15 215 246
3 to 4 30 8 3 0 1 0 1 43 47
4 to 2 23 2 2 1 0 0 0 28 29
4 to 3 16 5 3 3 0 0 0 27 30
Total 287 71 44 8 20 1 23 454 499

1 to 2
73 24 5 5 3 2 7 119 138
1 to 3
1 to 4 45 5 5 0 1 0 1 57 58
3 to 1 70 25 8 0 2 1 6 112 124
3 to 4 29 4 1 2 1 0 0 37 41
4 to 2 32 3 0 1 0 0 0 36 38
4 to 3 6 0 2 0 0 0 0 8 7
Total 255 61 21 8 7 3 14 369 407
Main Street
Church Street 2 4
1
Bank of Guyana
216
Avenue of Republic and Regent Street
Time. 17:00hrs.To 17:15hrs
1 to 1 6 10 0 1 0 0 0 17 23
1 to 2 9 2 1 0 0 2 0 14 19
1 to 3 91 22 3 2 1 0 10 129 139
1 to 4 12 19 2 1 0 0 0 34 43
2 to 1 18 0 1 0 0 0 0 19 19
2 to 3 9 27 1 1 0 1 6 45 59
2 to 4 24 1 1 0 0 0 2 28 28
3 to 1 42 21 7 0 0 1 1 72 81
Total 211 102 16 5 1 4 19 358 409

1 to 1 7 12 1 1 0 0 0 21 27
1 to 2 12 1 1 1 0 2 0 17 22
1 to 3 95 25 4 2 2 0 10 138 151
1 to 4 16 21 2 1 0 0 0 40 50
2 to 1 18 1 1 0 0 0 0 20 20
2 to 3 11 32 0 0 0 1 4 48 65
2 to 4 28 1 1 0 0 0 2 32 32
3 to 1 49 35 3 1 1 0 3 92 109
Total 187 93 10 5 2 3 16 408 366

1 to 1 4 12 1 1 0 0 0 18 24
1 to 2 10 1 1 0 0 0 0 12 12
1 to 3 20 14 7 3 0 0 0 44 49
1 to 4 12 37 1 0 1 0 0 51 71
2 to 1 13 0 1 0 1 0 0 15 16
2 to 3 17 40 3 0 0 0 1 61 79
2 to 4 32 2 0 0 1 0 2 37 39
3 to 1 62 47 6 1 1 0 4 121 143
Total 170 153 20 5 4 0 7 359 433

1 to 1 1 1 0 0 0 0 0 2 3
1 to 2 4 1 0 1 0 0 0 6 7
1 to 3 0 0 0 0 0 0 0 0 0
1 to 4 19 16 0 0 0 0 0 35 43
2 to 1 7 1 0 0 0 0 0 8 9
2 to 3 11 17 0 0 2 0 1 31 42
2 to 4 14 1 0 0 0 0 3 18 18
3 to 1 42 21 7 0 0 1 1 72 81
Total 98 58 7 1 2 1 5 172 202
3
Bank of
Baroda
Regent Street 2 4
1
217
Avenue of the Republic and Brickdam
1 to 3 70 20 11 11 5 1 6 124 142
1 to 4 25 2 1 0 1 0 0 29 31
2 to 4 14 1 1 0 1 0 0 17 19
3 to 1 68 6 6 5 5 0 0 90 100
3 to 2 14 5 1 4 2 0 0 26 33
3 to 4 4 6 3 0 0 0 5 18 19
4 to 2 31 53 3 0 2 0 1 90 118
4 to 3 23 22 1 0 0 0 3 49 59
Total 249 115 27 20 16 1 15 443 520

1 to 3 95 30 18 11 5 5 11 175 202
1 to 4 25 6 0 1 0 0 0 32 36
2 to 4 15 4 1 0 2 0 2 24 28
3 to 1 63 7 12 9 6 2 3 102 116
3 to 2 28 3 1 1 0 0 1 34 35
3 to 4 5 10 0 0 0 0 1 16 21
4 to 2 26 60 5 0 1 0 0 92 121
4 to 3 30 28 2 0 0 0 6 66 78
Total 287 148 39 22 14 7 24 541 637

1 to 3 90 34 23 7 4 1 15 174 188
1 to 4 12 2 0 0 0 0 0 14 15
2 to 4 16 2 0 0 0 0 0 18 19
3 to 1 35 3 2 3 2 2 5 52 60
3 to 2 23 1 0 4 0 0 0 28 31
3 to 4 5 7 4 0 0 0 1 17 18
4 to 2 37 41 0 0 2 0 0 80 104
4 to 3 20 33 1 0 0 0 3 57 72
Total 238 123 30 14 8 3 24 286 507
1 to 3 116 27 12 13 2 2 5 177 197
1 to 4 28 5 0 0 0 0 0 33 36
2 to 4 22 3 3 0 0 0 0 28 28
3 to 1 44 7 4 4 1 0 1 61 66
3 to 2 32 4 2 1 0 0 0 39 41
3 to 4 6 3 2 0 0 0 3 14 14
4 to 2 1 1 0 0 0 0 0 2 3
4 to 3 24 24 1 0 0 0 0 49 61
Total 273 74 24 18 3 2 9 338 444
Parliyament
3 Building
Brickdam Street 2 4
218
East Coast highway and Conservation Tree
Date of survey 08.12.06 Friday
1 to 2 2 0 2 1 0 0 0 5 5
1 to 3 20 2 1 6 5 1 0 35 48
2 to 1 3 1 0 0 0 0 0 4 5
2 to 3 45 55 2 0 3 1 0 106 139
3 to 1 48 2 1 0 6 4 4 65 82
3 to 2 110 33 12 4 0 0 0 159 172
Total 228 93 18 11 14 6 4 374 449

1 to 2 5 0 3 1 0 0 0 9 8
1 to 3 23 6 6 9 10 0 0 54 74
2 to 1 2 2 0 0 0 0 0 4 5
2 to 3 50 45 2 0 1 0 0 98 121
3 to 1 30 1 1 0 1 5 5 43 54
3 to 2 150 53 8 11 1 0 0 223 253
Total 260 107 20 21 13 5 5 431 514

1 to 2 4 0 3 1 0 0 0 8 7
1 to 3 19 1 1 3 2 0 0 26 31
2 to 1 6 1 1 0 0 1 0 9 11
2 to 3 35 41 3 0 2 0 0 81 103
3 to 1 11 1 0 0 2 1 3 18 23
3 to 2 13 6 0 0 0 0 0 19 22
Total 88 50 8 4 6 2 3 161 196
1 to 2 2 0 3 1 0 0 0 6 5
1 to 3 15 3 3 2 2 0 0 25 29
2 to 1 7 1 0 0 0 1 0 9 12
2 to 3 51 43 3 0 4 2 0 103 133
3 to 1 12 2 1 0 2 1 4 22 27
3 to 2 10 5 0 0 0 0 0 15 18
Total 97 54 10 3 8 4 4 180 223
EastCoast Highway
2 3
219
Camp street and Carifesta Avenue
Direction Car Mini Bus Motorised ght Commerc Truck Articulated Others Total Total
1 to 2 10 0 0 0 0 0 4 14 13
1 to 4 5 8 1 0 0 0 0 14 18
2 to 1 2 1 0 0 0 0 0 3 4
2 to 4 17 35 0 0 0 0 0 52 70
3 to 1 1 2 1 0 0 0 0 4 5
4 to 1 57 48 2 0 1 0 1 109 133
4 to 2 22 5 5 1 4 0 1 38 44
Total 104 99 9 1 5 0 2 220 273

1 to 2 15 0 0 0 0 0 4 19 18
1 to 4 7 7 0 0 0 0 0 14 18
2 to 1 3 1 0 0 0 0 0 4 5
2 to 4 20 42 0 0 0 0 0 62 83
3 to 1 1 2 0 0 0 0 1 4 5
4 to 1 60 46 6 0 1 0 6 119 139
4 to 2 25 3 1 3 1 0 0 33 37
Total 116 101 7 3 2 0 7 236 286

1 to 2 5 1 0 0 0 0 0 6 7
1 to 4 22 13 1 5 0 0 0 41 50
2 to 1 5 1 0 0 0 0 0 6 7
2 to 4 17 39 2 1 0 0 0 59 78
3 to 1 5 0 1 0 0 0 0 6 6
4 to 1 92 50 17 0 2 0 1 162 181
4 to 2 92 6 2 0 1 1 0 102 108
Total 238 110 23 6 3 1 1 382 435
1 to 2 20 0 0 0 0 0 9 29 27
1 to 4 47 14 3 2 0 0 0 66 73
2 to 1 10 0 2 0 0 0 0 12 11
2 to 4 16 37 0 1 0 0 0 54 73
3 to 1 5 0 1 0 0 0 0 6 6
4 to 1 56 31 1 0 1 0 0 89 106
4 to 2 115 14 6 2 2 0 4 143 150
Total 269 96 13 5 3 0 13 399 445
Everest Cricket Club

3
Carifesta Avenue 2 4
Camp Street
220
Mandela Avenue and Durban Street
1 to 2 2 0 5 0 0 0 0 7 5
1 to 3 1 0 3 0 0 0 1 5 3
1 to 4 3 2 2 0 0 0 0 7 7
2 to 1 3 1 5 0 0 0 0 9 7
2 to 3 9 0 0 0 0 0 0 9 9
2 to 4 99 42 15 5 11 1 2 175 209
3 to 1 6 3 10 1 0 0 3 23 19
3 to 2 12 2 1 1 0 0 1 17 18
3 to 4 12 4 4 2 0 0 0 22 23
4 to 1 5 3 6 2 0 0 0 16 16
4 to 2 75 35 16 6 8 0 4 144 168
4 to 3 5 0 2 1 0 0 0 8 8
Total 230 92 64 18 19 1 11 435 486
1 to 2 2 0 5 0 0 0 0 7 5
1 to 3 1 0 0 0 0 0 0 1 1
1 to 4 5 1 1 0 0 0 0 7 7
2 to 1 4 2 7 0 0 0 0 13 11
2 to 3 22 7 3 0 1 1 13 47 50
2 to 4 155 57 14 9 13 2 4 254 303
3 to 1 7 4 9 1 0 0 3 24 21
3 to 2 16 4 4 0 0 0 0 24 24
3 to 4 9 3 3 1 0 0 0 16 17
4 to 1 7 2 4 2 0 0 0 15 15
4 to 2 87 40 20 7 7 1 5 167 192
4 to 3 10 0 0 0 1 0 1 12 13
Total 323 120 65 20 22 4 26 580 653
1 to 2 3 0 6 0 0 0 0 9 6
1 to 3 3 0 2 0 0 0 1 6 5
1 to 4 6 1 5 0 0 0 5 17 14
2 to 1 6 3 8 0 0 0 0 17 15
2 to 3 18 9 2 0 0 1 10 40 44
2 to 4 102 37 14 8 9 0 3 173 201
3 to 1 6 5 11 2 0 0 4 28 25
3 to 2 10 4 4 0 0 0 0 18 18
3 to 4 3 2 2 1 0 0 1 9 9
4 to 1 3 4 6 3 0 0 0 16 17
4 to 2 90 20 6 14 10 0 5 145 173
4 to 3 6 0 2 0 0 0 0 8 7
Total 253 85 62 28 19 1 29 477 527
1 to 2 4 0 4 0 0 0 0 8 6
1 to 3 5 0 1 0 0 0 3 9 8
1 to 4 3 1 1 0 0 0 0 5 5
2 to 1 2 1 2 0 0 0 0 5 5
2 to 3 4 1 0 1 0 0 0 6 7
2 to 4 113 41 11 5 14 2 2 188 230
3 to 1 8 7 2 1 0 0 4 22 24
3 to 2 10 0 3 0 0 0 1 14 12
3 to 4 5 1 0 2 0 0 1 9 10
4 to 1 6 3 3 1 0 0 0 13 14
4 to 2 78 26 12 5 12 1 6 140 168
4 to 3 6 1 2 0 0 0 1 10 9
Total 240 82 37 15 26 3 18 421 492
0
1 to 3 6 1 3 0 0 0 2 12 11
1 to 4 6 1 1 1 1 0 1 11 13
2 to 3 5 2 0 2 0 0 0 9 11
2 to 4 114 38 18 7 11 0 2 190 220
3 to 2 12 0 4 0 0 0 2 18 16
3 to 4 5 0 1 2 1 0 0 9 11
4 to 2 80 19 8 5 8 2 6 128 151
4 to 3 8 2 3 0 0 0 1 14 13
Total 236 60 32 17 21 2 11 365 421
Durban Street
3
Mandela Avenue 2 4 To Cultural Centre

To Airport
221
Cumming Street and Regent Street
1 to 3 47 51 11 2 0 0 8 119 138
1 to 4 8 1 5 0 0 0 3 17 14
2 to 1 7 1 6 0 0 0 0 14 12
2 to 4 9 2 0 1 0 0 0 12 14
3 to 1 57 47 11 3 1 0 4 123 143
3 to 2 6 2 0 0 0 0 2 10 11
4 to 2 28 2 0 2 1 0 0 33 37
4 to 3 3 1 0 0 0 0 0 4 5
Total 165 107 33 8 2 0 17 332 373

1 to 3 24 29 5 1 0 0 6 65 76
1 to 4 1 0 2 0 0 0 3 6 4
2 to 1 3 1 4 0 0 0 2 10 8
2 to 4 23 1 7 1 1 0 4 37 35
3 to 1 20 20 5 0 1 0 2 48 57
3 to 2 8 0 0 0 0 0 2 10 10
4 to 2 19 3 2 1 0 0 0 25 26
4 to 3 8 0 0 0 0 0 1 9 9
Total 106 54 25 3 2 0 20 210 225

1 to 3 52 43 8 2 1 0 9 115 133
1 to 4 3 2 2 1 0 0 1 9 9
2 to 1 5 3 7 1 0 0 0 16 15
2 to 4 25 2 9 2 1 0 1 40 39
3 to 1 75 57 13 3 0 0 9 157 179
3 to 2 12 0 1 0 1 0 7 21 21
4 to 2 20 4 3 2 0 0 0 29 31
4 to 3 10 0 1 0 1 0 0 12 13
Total 202 111 44 11 4 0 27 399 439
1 to 3 36 22 16 0 0 0 4 78 80
1 to 4 5 1 2 1 0 0 2 11 11
2 to 1 4 2 5 1 0 0 0 12 11
2 to 4 25 2 7 0 0 0 1 35 32
3 to 1 34 24 4 0 1 0 2 65 76
3 to 2 9 0 0 0 0 0 1 10 10
4 to 2 12 1 6 0 1 0 0 20 19
4 to 3 5 1 2 0 0 0 0 8 8
Total 130 53 42 2 2 0 10 239 247
Harvey's Electrical
3
Cumming Street 2 4
RegentStreet
222
Sharief street and Railway embankment road
1 to 2 9 0 0 0 0 0 0 9 9
1 to 3 22 3 5 2 0 0 6 38 37
1 to 4 19 12 3 0 1 0 2 37 43
2 to 4 55 3 5 5 7 0 0 75 87
3 to 1 12 2 4 1 0 0 3 22 21
3 to 4 43 5 5 6 2 0 1 62 68
4 to 2 66 5 4 10 10 2 0 97 122
4 to 3 25 5 2 0 1 1 4 38 42
Total 176 15 18 22 19 2 4 256 386

1 to 2 10 0 0 0 0 0 0 10 10
1 to 3 35 8 5 2 0 0 6 56 71
1 to 4 21 41 3 0 1 0 2 68 93
2 to 4 48 4 1 3 5 0 0 61 72
3 to 1 9 1 4 1 0 0 3 18 23
3 to 4 60 8 1 4 2 0 1 76 87
4 to 2 40 6 3 6 20 1 0 76 113
4 to 3 33 4 1 0 1 1 4 44 57
Total 256 72 18 16 29 2 16 409 524
1 to 2 10 0 0 0 0 0 0 10 10
1 to 3 25 3 1 0 0 0 0 29 30
1 to 4 15 25 2 0 1 0 0 43 56
2 to 4 37 6 4 4 9 0 0 60 77
3 to 1 7 2 6 1 0 0 3
3 to 4 28 3 1 1 0 0 2 35 41
4 to 2 25 1 1 6 3 4 0 40 56
4 to 3 25 5 0 0 2 0 3 35 47
Total 172 45 15 12 15 4 8 252 315
1 to 2 10 0 0 0 0 0 0 10 10
1 to 3 20 4 1 0 0 0 0 25 27
1 to 4 11 20 1 0 1 0 1 34 45
2 to 4 23 4 6 4 3 1 0 41 49
3 to 1 9 3 7 1 0 0 3 23 21
3 to 4 25 4 2 0 0 0 0 31 32
4 to 2 49 8 6 5 17 3 0 88 123
4 to 3 18 2 0 0 0 1 5 26 28
Total 165 45 23 10 21 5 9 278 334
2 4 Sheriff Street
1
Guyana Oil St.
David Street
223
Mandela Avenue and Hunter Street
ate of survey 07.12.06 Thursday
1 to 3 12 0 1 1 0 2 11 27 29
1 to 4 72 9 12 10 7 0 1 111 125
2 to 1 99 85 12 11 9 4 1 221 284
2 to 4 23 7 7 2 0 1 7 47 49
3 to 1 34 8 20 0 0 0 6 68 61
4 to 1 65 12 7 0 13 1 7 105 128
4 to 2 14 1 2 3 1 2 0 23 30
Total 319 122 61 27 30 10 33 602 777

1 to 3 15 1 0 0 0 1 7 24 25
1 to 4 54 1 5 6 1 0 0 67 70
2 to 1 128 80 16 10 4 0 0 238 281
2 to 4 30 2 4 3 1 1 3 44 47
3 to 1 58 8 17 4 1 0 3 91 89
4 to 1 61 10 5 0 18 0 3 97 126
4 to 2 12 1 1 0 0 0 0 14 14
Total 358 103 48 23 25 2 16 575 652

1 to 3 11 4 1 0 0 1 20 37 37
1 to 4 73 8 9 6 5 0 2 103 113
2 to 1 125 78 10 8 11 1 1 234 290
2 to 4 16 1 0 1 1 0 5 24 26
3 to 1 40 5 10 3 1 0 4 63 63
4 to 1 68 27 2 0 8 0 5 110 134
4 to 2 15 3 3 1 1 1 1 25 29
Total 348 126 35 19 27 3 38 596 690
1 to 3 6 0 0 0 0 2 10 18 20
1 to 4 56 11 7 9 7 0 1 91 108
2 to 1 115 68 11 7 5 2 0 208 252
2 to 4 20 1 2 0 0 0 5 28 27
3 to 1 60 5 11 5 0 0 3 84 83
4 to 1 36 5 2 0 10 1 1 55 73
4 to 2 6 1 0 0 2 0 0 9 13
Total 299 91 33 21 24 5 20 493 575
Hunter Street
3
2 4 Mandela Avenue
New Guyana Club

1
East Bank Highway
224
Annexure 3
Intersection Traffic volume details
Camp Street
Republic Bank
388
141
Regent Street
554 2
4 69
614
530
44
216
All flows are in pcu/hr

Junction Volume- 2554 pcu/hr
3
Figure A 3-1 Traffic flow in Camp Street and Regent Street Junction
225
Camp Street
New Thieving
Restaurant
51 314
Brickdam Street
1 48 3
238
160
694
27 27

4
Figure A3-2
2 Traffic flow in Camp Street and Brickdam Street Junction
226
4
420
South Road Homestretch Avenue
3 200
440 1
Croal Street
64
400

2
Vlissengen Road
227
Main Street
847 292
Church Street
1107 85 44
2
133
460
110 415
76
846 240

Junction Volume- 2434 pcu/hr All flows are in pcu/hr
Junction
1 Volume- 2621 pcu/hr
Figure A 3-4 Traffic flow in Church Street and Main Street Junction
228
Camp Street
Bank of
Baroda
Building
185
959
98
2 4
62
311
49
160
58

1
Avenue of the
Republic
Figure A3_
-5 Traffic flow in Republic Street and Brickdam Street Junction
229
3
Parliament
Building
142 362 94
2 381 4
98
159
811
117
Magisrate
Court
1
Figure A3-6 Traffic flow in Republic Street and Brickdam Street Junction
230
3
464 185
Conversation Tree
181
1
11
496 32
Harvey's
Electrical

2
East Coast Highway
Figure A 3-7 Traffic flow in East Coast Highway and Conversation Tree Junction
231
Camp Street
Everest Cricket
Club
23
26 Carifiesta Avenue
2 304 350 4
577
103 157

1
Figure A 3-8 Traffic flow in Camp Street and Carifesta Avenue Junction
232
To Cultural Centre
37 701 61
59
Durban Street
33
90 1
3
17
72
109 943 21
37

2
To Airport
Mandela Avenue
Figure A 3-9 Traffic flow in Mandela Avenue and Durban Street Junction
233
Cumming Street
45 120
Regent Street
1 51 3
428
455
112
39 34
Harvey's
Electrical

4
Figure A 3-10 Traffic flow in Cumming Street and Regent Street Junction
234
2
Railway embankment
284
39
David Street
451 75
1
232 220
413 158

4
Sheriff Street
Figure A 3-11 Traffic flow in Sheriff Street and Railway Embankment Road Street
235
Hunter Street
296
Mandela Avenue 148
2 1107 85 4
460
110 415

1
East Bank Highway

Figure A 3-12 Traffic flow in Mandela Avenue and Hunter Street Junction
236

Traffic Engineering and Managment Plans For George Town

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Traffic Engineering and Managment Plans For George Town

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TRAFFIC ENGINEERING AND MANAGEMENT PLANS

FOR FIFTTY INTERSECTIONS IN GEORGE TOWN

MINISTRY OF PUBLIC WORKS AND COMMUNICATIONS,

CMS TRAFFIC SYSTEMS LIMITED,

Effective transportation of people and goods has become the cornerstone of

Table of Contents (iv)

List of Figures (viii)

List of Tables (xiv)

List of Photos (xvii)

1.1 Objectives of study 1

1.2 Scope of work 3

1.4 Organisation of report 4

2 Traffic surveys and geometric survey at intersections in 5

2.2 Traffic survey Present traffic control systems 5

2.3 Total station survey 5

2.4 Analysis of data 6

3 Traffic characteristics of George Town 8

3.1 Present traffic conditions 8

3.2 Public transport 11

3.3 Traffic flow characteristics in George Town 11

5 Junction details and geometric improvement plans 17

5.1 Camp street and Lamaha street 22

5.2 Camp street and Middle street 25

5.3 Camp street Church street and North road 25

5.4 Camp street and Robb street 28

5.5 Camp street and Regent street 33

5.6 Camp street and Croral street 33

5.7 Camp street and Brickdam street 36

5.8 Camp street and Durban street 41

5.9 Vlissengen road and Lamaha street 41

5.10 Vlissengen road and Homestretch street 41

5.11Vlissengen road and Durban street 48

5.12 Vlissengen road and Church street 48

5.13 Mandella avenue and Homestretch avenue 53

5.14 Mandella avenue and Aubery barkar 53

5.15 Sheriff street and Duncan street 58

5.16 Main,lamaha street and Urquhqrt street 58

5.17 Midlle street and Main street 58

5.18 Church street and Main street 65

5.19Avenue of the Republic and Robb street 65

5.20 Avenue of the Republic and Regent street 65

5.21 Croal south and Main street 65

5.23 Hadfield street and Republic Avenue 74

5.24 Cummings street and Middle street 79

5.25 East coast highway and Courdia street 79

5.26 East coast highway and Ug road 79

5.27 East coast highway and Conservation tree 84

5.28 Sheriff street and East cost public 89

5.29 Carifesta avenue and Vlissengen road 92

5.30 Carifesta avenue and Camp street 92

5.31 Mandela Avenue and Vlissengen St. 92

5.32 Mandella avenue and Durban street 99

5.33 Mandella avenue and Nortan street 99

5.34 Mandella avenue and Ariapima street 104

5.35 Lousia row and Durban street 104

5.36 Ug access road and Railway embankment road 104

5.37 Lousia row and Brickdam street 111

5.38 Cummings street and Regent street 111

5.39 Cummings street and Croals street 111

5.40 Sharief st. and Campbell Avenue 111

5.41 Halley street and Durban street 120

5.42 Vlissengen road and Thomas road 120

5.43 Sheriff, David street and Railway road 120