Faculty of Engineering and Industrial Sciences Swinburne University of Technology www.swin.edu.

au HES4136 Transport Engineering Traffic Engineering and Management Assignment

Suman SAHA Kamran GHANI

6726143 6528945

Abhishek Amaravarapu 6616194

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT Part 1

Task 1 The Existing sub division includes all allotments fronting: Academy Drive, Festival Place, Lyric Court and Crest Court. All the allotments are approximately 850 square meters. Assumption is made is that 10 trips per day per allotment would be generated. Traffic Modelling Step 1: Trip Generation -1 Trip generation was the method employed in estimating the quantity of trips generated from the allotments. The rate of trip distribution was obtained by counting every allotment fronting every road i.e. Drive, Festival Place, Lyric Court and Crest Court Road Name No of Allotments Trips per day Total Trips for Every Fronting per allotment Road per day Road 27 +1 10 2 80 11 10 110 8 10 80 15+1 =16 10 160 Total Trip Generation for Existing Subdivision = 630 Trips/Day

Academy Drive Festival Place Lyric Court Crest Court

Step 2: Trip Distribition-2 Trip distribution is the method adopted in predicting where the identified trips generated originate and were they are destined. The proposed links to the Mountain Hwy road network and existing turn movements were used to as a basis for determining the trip distribution patterns. With respect to this assignment, this method is applied individually to each allotment fronting and then combined to provide a visual insight into the impact of these on each road and intersection.

Trip Generation Type of Trip Work & Outdoor Activities Education House Hold Total Predicted % 70% 25% 5% 100% No of Trips 441 158 31 630

It has been assumed that 70% of people use their trip for the type of work and outdoor activities because this place is quite far from the city. The education has been given the second preference.The 70% of work and out door, 10% of education say universities or schools are towards city and the rest 15% are with in the
A.K.S Page 1/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

locality and the 5% of house hold are towards city. Totally 85% of the flow is directed towards city and the rest 15% on the other side. Step 3: Model Split Following assumption is made by doing research of Existing Subdivision
Mode of Transport Type Cars Motorbikes Cycle Walking Public Transport Total % out of Total Trip 70% 3% 2% 10% 15% 100% No of Trips 441 19 13 63 94 630

Assuming the cars and motorbikes only constitute the VEHICLE, the total number of trips /day have been tabled down. ( not including
Street Name Academy Dr Lyrics Court Festival Pl Crest Ct Total Allotments No. of Allocations 28 8 11 16 63 Trip Generation 280 80 110 160 630 Total No Of Vehicle Trips/Day 205 58 80 117 460

Total no of Vehicle Trip Per allotment = 460/63 = 7.3 Trips/day/Allotment

A.K.S

Page 2/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Task 2 It is assumed that the peak hour volume will be 10 percent of total daily trips. Therefore total volume of traffic along every road in peak hour within existing subdivision is as below: Road Name Academy Drive Lyric Court Festival Place Crest Court Total
Total No Of Vehicle Trips/Day 205 58 80 117 460 Peak hour Volume (10% of Total Daily Trip) 21 6 8 12 47

Total volume of traffic along every intersection in peak hour within existing subdivision is as below: Intersection Crest Court Academy Drive Lyrics Court Academy Drive Festival Place Academy Drive
Total No Of Vehicle Trips/Day 35 * 7.3 = 256 48 * 7.3 = 350.4 64 * 7.3 = 467 Peak hour Volume (10% of Total Daily Trip) 26 35 47

A.K.S

Page 3/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Task 3 When the future development will be built out, Academy Drive will be extended and will intersect to Liverpool Road. An approximate estimate of the future sub division to be built can be obtained by computing the area enclosed in that region. Area of future subdivision = Area of trapezium 6.3m

6.5m 8.8m Given scale : 1:2000 ie 1cm Area of trap = ( ) ( ) 7.3cm = 20m

Area of road = 7.3

Total area of allotments = Area of each allotment= 850 No of allotments = In a nut shell, 43.625cm2 area where the future development will be built and it is assumed that each allotment will be approximately same size of existing subdivision block which is 850m2 ie 2.125 cm2(scaled); So it is reasonable to assume 20 numbers of allotments for future subdivision. Total number of trips generated from the road through the new sub division built = 20 allotments allotment = 200 trips 10 trips/ ( ) = 850 ( ) 2.125 (scaled)

After the new subdivision is built out 18 houses along the academy drive and 8 houses on crest road are assumed to prefer the new road built along the new subdivision making the number of trips at the intersection of Academy drive and Liverpool road 20 + 26= 46, 46 x 10= 460 trips. So, from the already exisiting subdivision 63-26= 37 vehicles go along the academy drive towards mountain highway making it 370 trips at the intersection.

A.K.S

Page 4/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Task 4 To determine the queue length for north bound right turn lane into academy Drive from mountain Highway for existing Subdivision
M 400vph O U N T Peak hour volume Right hand turn =85% Academy drive A 400 vph I N H W Y ( peakhour vol left hand turn 15%

of total trips generated = 0.85 * 63 trip s s 53 trips vph

of total trips generated = 0.15 * 63 trip s s 10 trips vph

Assumptions On the mountain Highway the through flow on the both lines is 400 vph. The total number of vehicles coming out from Academy drive towards Mountain Highway intersection is 63 vph. Out of those 63 vehicles at the intersection of Mountain highway and Academy drive 85% of vehicles are assumed to go right (ie: towards the west side assuming they exits to city . So 85 % of 63 is 54 vehicles turn towards right on mountain highway from academy drive. the other 15% are assumed to take left on mountain highway (ie 10 vehicles to east)

15 % of through vechicles ie ( 0.15 * 410 vph) = 61.5 Vph 61 vph (Left hand turn from Mountain Hwy) Movem ent ( )) ( ( ) (s ) Left han d turn fro m maj or oad
5

( ) bs Left hand turn from majo r oad

3

C(vph)=

( = 0.8

N, no of lan es n =

( (s)

( )( Stora ge space s@ 95%

Que ue lengt h (m) car

Right

10

400

0.11

812

0.01 2

650

0.01 5

1.46

6m

A.K.S

Page 5/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

PART B : Operational and safety analysis of Roundabout computations: Refer to Appendix for summarized traffic data [33, 0,4]

[354,38,14] [56, 15,2]

[112, 20, 4] [323,24,6] [12,1,1]

[183, 8, 4] [162,12,5] [ 1 ,0,0]

[74,0,5] [132,5,8] [97,0,6] Given Traffic dir movement

Key [Total, Bus, Truck]

Steps
Step 1: Computation of total flow for the roadway (PCU)

For North bound

Through movement;
( )

(conversion to PCUs required) Total flow = ( ) ( )

Left movement; Total flow = (

= 30.4% )

(conversion to PCUs required)

Right movement; Total flow =

A.K.S

= 14.7% )

(conversion to PCUs required)

Page 6/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT For South bound :

Through movement;
( )

(conversion to PCUs required) Total flow = Left movement; Total flow = Right movement; Total flow = ( ( (
(

(
)

145 = 6.8% (conversion to PCUs required)

)
(

(
)

) = 6.2% (conversion to PCUs required)

For West bound :

Through movement;
( )

(conversion to PCUs required) Total flow = ( ) ( )

Left movement; Total flow = Right movement; Total flow = ( (

= 21.4% )
)

(conversion to PCUs required)

)
(

= 16.7% )

(conversion to PCUs required)

A.K.S

Page 7/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT For East bound :

Through movement;
( )

(conversion to PCUs required) Total flow = ( ) ( )

Left movement; Total flow = Right movement; Total flow = (

= 0%

(no conversion to PCUs required)

= 6.6% )

(conversion to PCUs required)

RESULTING TRAFFIC DIRECTION MOVEMENT & CIRCULATING FLOW DIAGRAM

A.K.S

Page 8/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Step 2 Determination of number of entry and circulating lanes: Number of entry lanes = 3 (as specified in the roundabout description brief|) Number of circulating lanes =1 Step 3 Geometric Parameters Based on the geometric layout of the roundabouts as shown on the A3 plan, the inscribed diameter of 27m is adopted. A detailed description of this and the scale conversions from the A3 plan is briefly explained below. In additioned a proposed crossection of the road layout is shown below. Average lane width: 4m is proposed

Estimation of inscribed diameter from A3 Plan layout

Typical crossection of the roundabout layout of the intersection of Walker Street and Thomas +Street:

A.K.S

Page 9/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Step 4: Estimation of critical gap acceptance parameters and follow up headway parameters: As an example, the critical acceptance gap parameters for the north bound through traffic is explained below; the ratio of the critical acceptance gap parameters to the follow up headway( interpolating between the values( critical acceptance gap parameter ) is 1.829s from
)

giving a

Step 5: Circulating flow characteristics and entry lane capacity The average headway between bunched vehicles ( )will then be 2s. Circulating flow characteristics and entry lane capacity for north leg bound through movement The average headway between bunched vehicles ( )will then be 2s.

Step 6: Computation of absorption capacity of lane The absorption capacity ( C) for the respective movements can be calculated from the formula below C(vech/hr)= Step 7: computation of degree of saturation or level of service : The degree of saturation () for the respective movements can be calculated from the formula below = Step 8 Queuing delay: The average queuing delay per vehicle at respective entry flow ( below;
( )

) can be calculated from the equation

The basis of calculations for the north leg through movement will be only explained as follows

by linear interpolation from table 3.6 based on

and 1circulating lane

(
A.K.S

)
Page 10/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

Other Parameters
vec/s ( North bound circulating flow) Average queing delay
( )

)
(

(
)

= = 1.77sec/vech

The average queing delay per vechicle for each entry lane is ( ]

where

-1 = 0.615 m = delay parameter =

T = duration of flow period (hours) = 1hr

= 1.77 + = 11.251 sec/ vech Calculation of entry queue lengths: ( ) ( )

((

11.251

Step 9: Determine the level of service: For the north bound through flow, from table 3 below , level of service =B since = 0.615
sec/vech
&

A.K.S

Page 11/24

HES4136 TRAFFIC ENGINEERING & MGT ASSIGNMENT

ROUND ABOUT SUMMARY Based on the allocated intersection of Walker Street and Thomas Street intersection at central business district in Dandenong falls into the category of a typical roundabout scenario. Subsequent analysis of each traffic flow of the roundabouts revealed adequate performance level with a level of service (LOS) of ranking A or B .(see appendix attached). However these performance levels dont account for the safety of prevailing pedestrians. Hence it is critical that the adoption of an adequate signalised intersection is critical. Moreover the sidra design of the roundabout scenario attached indicated more queue length than the actual computed values resulting in greater traffic volume during peak hours. Moreover the sidra design of the roundabout scenario attached indicated more queue length than the actual computed values resulting in greater traffic volume during peak hours. Signalised intersection: During the course of redesigning the signalised intersection via phasing, first consideration was given to making the pedestrian movement the majority stream flow. This could be done by implementing a signalised pedestrian crossing of walker and Thomas street intersection. However the output obtained from SIDRA suggest a poorer level of service of B and C for 2 phase traffic flow and B, C, D for 3 phases traffic flow. The phasing arrangements of the roundabouts were iterative taking into consideration preference to pedestrian movement and vehicular traffic. CONCLUSION: Keeping in mind the concern for pedestrians, signalised intersections are more preferable than a round about scenario, although the level of service obtained for round about in sidra was better than that of intersections. For a round about the vehicles stop (give way) just for the circulating vehicles which are already in motion, where as the signalised intersections make the vehicles stop on a regular basis. This is done by the implementation of traffic lights The difference of the levels of service obtained from the hand calculations and the sidra is found to have a little variation either due to human errors or the over estimation factors that sidra does like in calculating the que lengths. The congestions like queuing delays or queuing lengths can be eliminated either by expanding the roads or changing the cycle(signal timings)

Recommendations The approaching lane width towards the round about can be decreased on the round about to reduce the vehicle approaching speed so that the pedestrians can have a convenient passage.

A.K.S

Page 12/24