1.

INTRODUCTION

The capacity of street is related primary to the signal timing and the
geometric characteristic of the facility as well as the composition of
traffic on the facility. Geometrics are a fixed characteristic of a
facility. Thus, while traffic composition may vary somewhat over
time, the capacity of a facility is generally a stable value that can be
significantly improved only by initiating geometric improvement.
At signalized intersection, the additional element of time
allocation is introduced into the concept of capacity. A traffic signal
essentially allocates times among conflicting traffic movement that
seek to use same space. The way in which time is allocated
significantly

affects

the

operation

and

the

capacity

of

the

intersection and its approaches.

In analysing a signalized intersection is defined for each lane
group. The lane group capacity is the maximum hourly rate at which
vehicles

can

reasonably

be

expected

to

pass

through

the

intersection under prevailing traffic, roadway, and signalization

conditions. Capacity is stated in vehicles per hour (veh/hour)
The level of service (LOS) at signalized intersection

is

expressed in terms of delay , which relate to control , geometrics ,

traffics and incidents.
Stopped delay may be used to determine the LOS. It is defined
as the time a vehicle waits at the traffic light. Stopped delay stated
in seconds per vehicle (sec/veh)

2.0 OBJECTIVE
The objective of this experiment is to determine the capacity and
level of service of

the UTHM signalized intersection using JKR

Arahan Teknik (Jalan) 13/87 procedure.

3.0 APPARATUS/EQUIPMENT
a. Odometer /Measuring Wheel

b. Stopwatch

c. Analog Counter

d. Safety Vest

e. Safety Cones

f. Flags

4.0 PROCEDURE
1. At the UTHM signalized Intersection, a traffic movement count on
all approaches are conducted for 1 hour in 4 segments ofm15
minutes. The data recorded in table 1-10.
2. The lane width(W) were measured in meter and the data

is

recorded in table 11 for all the approaches.

3. For each phase, the green time g(sec) and cycle time (C) were
measured and recorded in table 12.
4. Traffic volume were recorded in table 1-10 which were then
converted to passenger car unit (p.c.u). These readings were taken
as the design flow, q (pcu/hour) which will then be used in table
11.
5. Adjusted saturation flow, S(pcu/hour) were determined for each
approach and the values were transferred to table 11.
6. Using table 11, y is computed which is the ratio of design flow to
adjusted saturation and Y value determined which the total value
of y for each approach is.
7. Then, the intergreen time, I(sec) and total lost time per cycle L
(sec) are calculated.
8. The practical capacity, Yprac and reserve capacity, RC of the
intersection were determined.
9. The average stopped delay per vehicle, d(sec) and level of service
for each approach were determined.

5.0 DATA ANALYSIS

TABLE 1
Approach (Movement): PARIT RAJA (RIGHT-TURN)
Day/Date : 16Feb2016 Time: 3.00pm Weather: Sunny

TRAFFIC COUNT
VEHICLE CLASS

TIME
3.00P
M3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M
3.45P
M4.00P
M

10
1
1
2

5
5
7
3

0
3
2
2

2
3
1
1

4
1
2
5

1
1

1
1
2

3
4
2
2

2
5
7
6

6
4
6
5

2
1

Vehicle Class

Traffic Volume
(veh/hour)
45
64
13

p.c.u
Facto
r
0.33
1
1.75

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
PR1)

p.c.u

14.85
64
22.75

2.25

126

110.6

Note: p.c.u = passenger car unit

TABLE 2
Approach (Movement): PARIT RAJA (THROUGH)
Day/Date : 16Feb2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME
3.00P
M3.15P
M

3.45P
M4.00P
M

6
20
5
23

10
8
8
4

1
2
2
2

20
15
18
21

5
4
2
2

8
4
3
5

3
1

21
24
18
16

4
6
3
6

3
2
5
1

4
1

14
18
20
16

8
4
5
6

3
2
8
4

3.15P
M3.30P
M
3.30P
M3.45P
M

2
2

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
PT2)

Traffic Volume
(veh/hour)
15
275
85

p.c.u
Facto
r
0.33
1
1.75

4.95
275
148.75

55

2.25

123.75

430

p.c.u

552.45

Note: p.c.u = passenger car unit

TABLE 3
Approach (Movement): PARIT RAJA (THROUGH)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME
3.00P
M3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M
3.45P
M-

3
7
1
2
3

3
6
1
1

5
8
3
11

6
1
1
1

1
2
2
4

4
10
6
4

4
3
1

8
10
4
3

1
3

1
1

4
2
1

8
9
4
7

1
2
2
4

1
1
1
3

1
3
1
1

4.00P
M

Vehicle Class

Traffic Volume
(veh/hour)

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
PT3)

35
104

p.c.u
Facto
r
0.33
1

p.c.u

28

1.75

49

21

2.25

47.25

11.55
104

188

211.8

Note: p.c.u = passenger car unit

TABLE 4
Approach (Movement): PARIT RAJA (THROUGH)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME
3.00P
M3.15P
M

5
6
10

4
1

3.15P
M3.30P
M
3.30P
M-

3
1

1
1

4
3

3.45P
M
3.45P
M4.00P
M

2
2
3

3
4
2

Vehicle Class

Traffic Volume
(veh/hour)

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
PT4)

37
16

p.c.u
Facto
r
0.33
1

p.c.u

1.75

3.5

2.25

12.21
16

59

40.71

Note: p.c.u = passenger car unit

TABLE 5
Approach (Movement): UTHM (RIGHT TURN)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME
3.00P
M3.15P
M
3.15P
M-

5
1

5
5
2
5

5
5
4
3

5
5
5
5

4
1

5
5
5
2

1
5

3.30P
M
3.30P
M3.45P
M
3.45P
M4.00P
M

5
5
2

5
5

5
1

5
5

5
5

5
4

5
5
3

Vehicle Class

Traffic Volume
(veh/hour)

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
UR1)

46
101

p.c.u
Facto
r
0.33
1

p.c.u

1.75

8.75

2.25

4.5

15.18
101

154

129.43

Note: p.c.u = passenger car unit

TABLE 6
Approach (Movement): UTHM (RIGHT TURN)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME

1
3

3.00P
M-

2
5
2

4
1

3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M
3.45P
M4.00P
M

5
5

5
4

5
5
5
5

5
5
5
2

2
4

5
5
2

5
5

5
5
3
2

5
4
4

4
1

5
2

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
UR12)

11

Traffic Volume
(veh/hour)
49
79

p.c.u
Facto
r
0.33
1

p.c.u

1.75

12.25

15

2.25

33.75

16.17
79

150

141.17

Note: p.c.u = passenger car unit

TABLE 7
Approach (Movement):BATU PAHAT (U- TURN)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TIME

TRAFFIC COUNT
VEHICLE CLASS
1

3.00P
M3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M
3.45P
M4.00P
M

5
5

5
5

5
5
4

5
5

5
5

2
2

5
1

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
BU1)

Traffic Volume
(veh/hour)
48
23

p.c.u
Facto
r
0.33
1

p.c.u

1.75

3.5

2.25

73

Note: p.c.u = passenger car unit

TABLE 8
Approach (Movement):BATU PAHAT (THROUGH)

15.84
23

42.34

Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny

TRAFFIC COUNT
VEHICLE CLASS

TIME

3.00P
M3.15P
M
3.15P
M3.30P
M

5
3

4
3.30P
M3.45P
M
3.45P
M4.00P
M

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
BT )

2
5
5
5
5
4
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5

5
5
5
5
5

5
5
5
5
4

5
5
5
5
5
5
5
5
5

5
4

Traffic Volume
(veh/hour)

5
5
5
5
5
5
5
5
5
5

5
5
5
5

12
202

p.c.u
Facto
r
0.33
1

78

1.75

136.5

2.25

15.75

299

Note: p.c.u = passenger car unit

p.c.u

3.96
202

358.21

TABLE 9
Approach (Movement):BATU PAHAT (THROUGH)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME

1
1

3.00P
M3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M
3.45P
M4.00P
M

5
5
4

5
5

5
5

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
BT )

5
5
5
5
4
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5

2
5
5

5
5
5
5
5
5
5
5
5
5
5
5
5
5
5

Traffic Volume
(veh/hour)

5
3

5
5
5
5
1
5
3

1
5
5

5
5
5
5
2

5
5
2

5
5

35
196

p.c.u
Facto
r
0.33
1

55

1.75

96.25

41

2.25

92.25

327

Note: p.c.u = passenger car unit

p.c.u

11.55
196

396.05

TABLE 10
Approach (Movement):BATU PAHAT (LEFT TURN)
Day/Date : 16Mac2016 Time: 3.00pm Weather: Sunny
TRAFFIC COUNT
VEHICLE CLASS

TIME

1
1

3.00P
M3.15P
M
3.15P
M3.30P
M
3.30P
M3.45P
M

5
1

5
1

5
1

3.45P
M4.00P
M

Vehicle Class

Class 1(motorcycle)
Class 2(cars)
Class 3(vans& medium
trucks)
Class 4(Heavy trucks &
Buses)
TOTAL(
BT3)

Traffic Volume
(veh/hour)
16
10

p.c.u
Facto
r
0.33
1

1.75

2.25

2.25

27

Note: p.c.u = passenger car unit

p.c.u

5.28
10

17.53

TABLE 11

PHASE
Movem

I
Pt2

ent
W (m)
S(pcu/
hr)
q(pcu/
hr)
y= q/S
Y
I.

Pt3

Bt

Blt

Pt2

II
Pt3

III
Pr1

Pr1

Bu

3.5
3.5
1885 1885
129.
43

3.0
166
1

3.0
166
1

3.5
1885

3.0
166
1

3.0
166
1

3.0
166
1

3.0
166
1

3.5
1885

1
3.6
189
7

552
.5

211
.8

358.
21

17.
53

552
.5

40.
71

110
.6

359.
71

42.
34

0.3
3

0.1
3
0.19
0.33

0.0
1

0.3
3

0.0
2
0.33

0.0
7

0.0
0.19
2
0.19

Y = y1 + y2 + y3 + y4
= 0.33 + 0.33 + 0.19 + 0.07 = 0.92

II.
III.
IV.
V.
VI.
VII.

Amber time, a = 3 sec

All red period, R =2 sec
Intergreen time, I = a + R = 5 sec
Drivers reaction time, l = 2 sec
Number of phases,n = 4
Total lost time, L = n(l a) + nl
= 4(2-5) +(4x2)
= 4 sec
Practical capacity, Ypac = 0.9 0.0075L
=0.9 0.0075(4)
= 0.87
Reserve capacity, RC

= 100% x (Yprac Y) / Y

= 100% x (0.87-0.92) / 0.92

= 5.43%

IV
Ur1 Url2

141.
17

0.07 0.07
0.07

TABLE 12
Phase
Movemen

Pt2

Pt3

Bt

BL

Pt2

Pt3

Pr1

Pr1

Bu1

IV
Ur1

Url2

110
61
0.55
166
1

110
61
0.55
166
1

70
32
0.46
1885

70
32
0.46
1661

110
44
0.4
166
1

110
44
0.4
166
1

110
44
0.4
166
1

110
44
0.4
188
5

70
32
0.46
1897

70
32
0.46
1885

70
32
0.46
1885

552.
5

211.
8

358.21

17.53

552.
5

40.7
1

110.
6

359.
71

42.3
4

129.
43

141.1
7

2.37

1.42

2.35

0.22

2.37

0.26

0.64

0.64

0.21

0.70

0.47

0.41 0.24
0.29
0.03
0.29 0.03
12.6 11.3
20.1 18.0
9
6
10.71
9.40
9
5
B
B
B
B
C
C
* q'(pcu/hr)= pcu/hr x 1hr/60min x 1min/60sec

0.08
18.4
0
C

0.08
18.4
0
C

0.02

0.09

0.06

9.39
B

9.67
B

9.54
B

t
C (sec)
g (sec)
= g/C
S(pcu/hr
)
q(pcu/hr)
q'(pcu/hr
)
x= q/ S'
d (sec)
LOS

*d=

II

III

1 X
2
2
C ( 1 )

10

Calculation for delay and determination of LOS.

d=

110 ( 10.55 )
9
0.41
[
+
]
10 2(10.55 x 0.41) 2(552.5) (10.41 )

= 12.69 delay per vehicle.

The level of service on lane Batu Pahat (U-turn) is LOS B when the value is
in the rank 5.1 to 15.0 sec.

Sketch of UTHM intersection

Sketch of phase diagram

6.0 DISCUSSION
This experiment of signalized intersection capacity and
level of service are carry out to determine the capacity and level of
service of UTHM signalized intersection using JKR ArahanTeknik Jalan
procedure. Based on the experiment that had been done, we had
discovered the performance of the movement in front of UTHM main gate
which is the main road connected to Parit Raja and Batu Pahat .
On this experiment the traffic activity are based on main road
lane which involves movement of vehicles from Parit Raja, batu pahat
and from UTHM. Each data for lanes are recorded in the table. The
length of counting period is for one hours per every lanes are being
observed. Every data are then segregated based on classes which is
class 1, class 2, class 3 and class 4 which are classifi ed as
motorcycles, cars, vans and medium truck, and lastly heavy truck.
Traffic flow shows different LOS grades in relation to the volume
vehicles passing through each intersection and the size of each lane in an
hour. LOS shows better performances of the lane which means a smooth
traffic flow with a lower grade of LOS shows lower performances of the
traffic for the lane.
From the observation, we can assume that the traffic flow can
be reasonably well when the flow is less than at capacity but excessive
delay and congestion can occur when the rate of flow is at or near
capacity. So, the data, planning and design of highway facilities can be
done. The principal purpose is to design or plan facilities that will operate
at flow rates below their optimum rate.
7.0 CONCLUSION
From the observation we can assumed that the traffic flows can
be reasonably well when the rate flow is less than at capacity but
excessive delay and congestion can occur when the rate of flow is at or
near capacity. So, the data, planning and design of highway facilities can
be done. The principal purpose is to design or plan facilities that will
operate at flow rates below their optimum rate.
On the other hand, the last part of this experiment, we had
discovered some of the conditions on the road and its surrounding. From
observation, we can see that the road pavement near the traffic light is
not in a very good condition. The road has several holes or uneven road
pavement due to the imperfect construction of the road especially in the

bitumen or tar phase which is may occur because of heavy truck or buses
that used the road as the main path for their destination. Thus, the
condition are slightly dangerous especially to the motorists which is most
are the UTHM student and villager nearby.
Thus the holes and pavement should be repaired evenly too in
order to secure the safety of the road users. As a conclusion, every
countries spend considerable amount of resources on trying to reduce
crashes by reconstructing and improving the roads.
This work should continue and necessary to be given priority. The road
safety audit is the formal safety performance examination of an existing
or future road or intersection by an independent, multidisciplinary team. It
qualitatively estimates and reports on potential road safety issues and
identifies opportunities for improvements in safety for all users.

REFERENCES

Abu-Rahmeh, F.W (1982), Saturation flow and lost time at traffic

signals Ph.D. Thesis Department of Civil and Structural Engineering,
University of Sheffield.

https://www.scribd.com/doc/248707389/highway-Report-Signalised

Highway Capacity Manual 2000 Chapter16 Signalized Intersections

Transportation Research Board of the National Academies of Science
US. 2000

The Federal Highway Administration, FHWA (2013). Traffic Congestion

and Reliability: Trends and Advanced Strategies for Congestion
Mitigation.