THE EFFECTIVENESS OF ADDITIONAL SEPARATE LANES AS RIGHT TURN AND U-TURN FACll..ITY AT SIGNALIZED INTERSECTION ON QUEUE PROBABILITY AND DELAY

THE EFFECTIVENESS OF ADDITIONAL SEPARATE LANES

AS RIGHT TURN AND U-TURN FACll..ITY AT SIGNALIZED

INTERSECTION ON QUEUE PROBABILITY AND DELAY

Bong Yung Foo

TE

Bachelor of Engineering with

Honours

228

B713

(Civil Engineering)

II f1i\'er~ili 1\lala~sia Sara\\ llk Kota Samarahan

tk BORANG PENYERAHAN TESIS

Judul THE EFFECTIVENESS OF ADDITIONAL SEPARATE LANES AS RIG HT T I N ND -TUR FACILITY AT SIGNALIZED INTERSECTION 0 QUEUE PROBABIUTY AND DELAY.

Sf.SI r fNc'A./IA'I: 2002 -2006

Saya BONG YUNG Fo

a

(H URU BESAR)

mcngaku memlKmu kan lesis ini dislmpan di Pusal Khidmat f\laldumat AkrtdemH ... l lniversiti Vl:llaysia Sarawuk dcngnn ~y31'al·syarat kegunaan seperti berikut:

I. Hakmllil-. kertas projd.. <ldalah di bawah nama penulis melainkan pcnulisan scba,gnl r rQjd., herc;amtl dan dibiayaj l)kh LfNIMAS. hakmjJjkn)J adal;.lh kepunyru"ill {TN If\ IAS.

2. Na1lkhah s31inan di dalam bentuk kertas atau mikro hanya boleh di~utlt dc ngan keh~llar'a1l benulis

daripadil penulis.

J. Pu,>u l Khid mat M;l~ lum.\t Akadcmik. UNlrvLA.S dibenarkan mcmbu3t salmon untuk pc:nguJian n1t:rd,a. 4. Kenas proj l.:l-.. hanya "'1)leh l.ltlerhll kan d~ngal1 kcbenaran penulb. Bayar~n royahi adalall menf!.i l-..u\ "radar

yan~ JipersctuJul k¢lak.

5. • Saya ITlcmbenarkanltid a)'" membenariml1 Perpustakaall fl1l.:mbuut s...dinan kertas projek ini schagai bah an

pemlkarrul di lliltanl institusi pengajiau tinggi. 6. .. Silo landa'.n ( 3 )

C=:J

SUUT (Men~ndul1gl mak,l uHlat yan~ herdarjrlh kl..'sGlamman atilU k~pe.ntingan i\luli:i)"sia sepertl yang lermaf...tub d! dil];lm AKlA RAHSIA RAS MI 1972'.

[::=J

TERHAD (Mengandungi maklulllat l"ERHAD ) illl g Icloh ditcnwkun okh organis . ..1si' badan di mana penyelidikan dijabnkan)

~ TIDAK TERHAO

Di,ahbn oleh

(TANDATANGAN PENUUS) (TANOATANGAJ-. f'ENYFIIA)

Alamm letap: 4-10. JaJan Laksamana Ch~n~

110. L,e 4. 93350. Kuchonj1,

SARAWAK

MR . ZAM RI BIN BUJANG

( Nama Pcn}elia )

Tarikh: Tari kh:

CATAT.\:\

..

Potong yang tidal< berkenaan.

Jil..a Kertas Projek ini SULIT atau Tf.RHAO, sila lalllpirkan surat daripada pihak herkuasal

organisasi berli.e[1aan dengan menyertakBn seli.ari tempoh I..erras projeli.. Ini perlIL dili.elaskan sebagai SI IU1' arau TERHAD.

The following Final Year Project Report:

Title

THE EffEC

TIV

ENE

SS

OF

AD

DI

TIO

NA

L

SEP

ARATE L

ANES AS

RlGHT

TURN

AND

U-H

JR

f

A

CILITY

AT

SIG

NALIZED

INTERSECTION

0

QU

EUE

PRO

B

AB

ILITY AN

D

DEL

A

Y

Name of the author: Bong Yung

Faa

Matrix number: 8002

was read and certified by:

-~/

Mr Zamti Bin Bujang Date

I

1 '

I'..'~l II.nlOmai Mak!um"l AJl.l<o.:ruu.

UNIVERSlTI MALAYSIASAItAWAJ<.

P.KHIDMAT MAKlUMAT AKADEMIK UNIMAS

11111111111111111111111111

1

1

1000165991

TilE EFFECTIVENESS

OF

ADOITIO AL

SEPARATE LA.

rES

AS

RIG liT

TUR!I\ AND

U

-

TURN FACILITY

AT S

IGN

ALI

ZE!)

INTERSECTION ON

QI

T

EUE PROBAIJILITY

'

[) DELAY

BONG YDNG FOO

This project is submitted in partial fulfilment of

the requirements for the degree of Bachelor of EngineE')'ing with Honours (Civil Engineering)

Faculty of EnginEering

UN

IV

ER

SITI MALAYSIA

SAR

AWAK

2006

-~---ACKNO

W

L

ED

GEMEN

TS

First of all, I would like to thank Mr. ZAMRI BrN BUJANG, the supervisor of

my final year project. for helping and guiding me in the making of this report

successfu l. Indeed, I learned a lot from him and [ don' t think I' m able to complete this report in time without his guidelines.

I would also like to express my sincere gratitude to Mr. Law Ted Min, the City

Engineer of Council of the City of Kuching South for providing me with very

important information related to my thesis. I have developed a better

understanding on the topic of my thesis after interviewing him.

l owe a debt of gratitude to Ir Resdiansyah Mansyur, my previous leclurer and

supervisor for guiding me in giving me ideas to finish this report. Indeed, I learned a lot from him and I don 't think I'm able to complete this report proper!) without his guidelines.

Acknowledgement is not complete without thanking all my fellow course mates

who have contributed their valuable time to help me in conducting the volume counting at Mabel intersection. Without their supportive actions, I would not have

fInished the field survey in time.

ABSTRACT

Many arte rials are hopelessly congested. In many places. engineers have done as much as they can with conventional improvements. The objectives of the study were to ev~luate whether installed additional separate lanes' as right turn and U-turn facility at signalized intersection gives any effect to the traffic operation in term s 01" delay and queue probability on the roadway and also evaluate the impacts thai the length (corner clearances) of additional separate lanes between a driveway ami a down stream signalized intersection has on the traffic operational performance. The goal is to promote U-turns. with the proper designs, where the additional separate lanes are set at its most desirable length. The literature review indicated that the use of additional separate lanes / taper lanes as right and U-turn is effective in reducing

delays as well as queue probability. The analysis of the level of service (LOS) sholl's

that "lalan Song" additional separate lanes re"ults in a large number of congestion at the signalized intersection and also bottleneck area during peak hours. Those factors lead to the ineffectiveness of the additional separate lanes as right turn and U-turn facility at the Mabel signalized intersection. Using delay time as a measure of effectiveness, it was concluded that the presence of U-turn and right turn of the additional separate lanes did not enhances the operation of the "Jalan Song" arm due to the huge traffic flow during peak hours. The results show that the Level of Service (LOS) is F and the length of the current additional sepat:ate lanes is not able to accommodate the huge traffic flow during those peak hours. This is due 10 the limited length of additional separate lanes before the signalized intersection. The study recommends mainly in providing a over pass or "fly over" to the signalized intersection and to the Mabel Intersection besides increasing the k ngth of the additional separate lanes and increases the cycle length due to the high traffic volumes exceeding the capacity.

ABSTRAK

Banyak jalan utama mengalami kesesakan lalulintas yang teruk. Di

kebanyakan tempat,jurutera sivil telah mejalankan pelbagai cara secm'a konvensional

untuk membaikpulihkan jalan raya. Objektif utama bagi pembelajaran ini adalah

untuk menganalisis keberkesanan lorong pergerakan ke kanan yang berasingan

sebagai bel ok ke kanan dan pusingan-U di persimpangan Mabel dengan

menggunakan kaedah kebangkalian aturan dan kelengahan. Oi samping itu , panjang

lorong pergerakan ke kanan yang berasingan di persimpangan signal tersebut akan

dinilai untuk memastikan keberkesanan operasi trafik di simpang signal itu , , asaran

ini adalah untuk menggalakkan belok ke kanan dan pusingan-U dengan men gg unakan

rekaan yang sesuai di mana panjang lorong pergerakan ke kanan yang herasingan

adalah maximum. Jumal anal isis menunjukkan penggunaan lorong pergerakan J...e

kanan yang berasingan dan pusingan-U adalah berkesan dalam mengurangkan

tundaan Set1a kebangkalian aturan, Analisis tentang tingka! pelayanan (LOS)

menunjukkan lorong pergerakan ke kanan yang berasingan di Jalan Song

menyebabkan kesesakan lalulintas di kawasan pendekat dan "bottleneck" serta

mengakibatkan kelidakberkesanan lorong pergerakan ke kanan yang berasingan

untuk tujuan belok ke kanan dan pusingan-U di persimpangan Mabel. Dengan menggunakan tundaan sebagai ukuran, kesimpulan yan g didapati menunjukkan

bahawa kewujudan bahagian untuk pusingan-U dan bdok ke kanan tidak

meningkatkan operasi yang terdapat di jalan tersebut pada masa jam runcak,

Keputusan yang didapati daripada survei dan pengiraan menunjukkan bahawa t.ingkat

pelayanan (LOS) adalah F dan panjang lorong pergerakan ke kanan yang sedia ada

adalah tidak mencukupi untuk mengisi jumlah kenderaan yang banyak pada waktu

jam puneak. Ini adalah disebabkan arus tratik yang banyak pada jam puncak dengan

kawasan "bottleneck" dan panjang lorong pergerakan ke kanan yang berasingan yang

tidak mencukupi. Pembelajaran ini mencadangkan untuk membina "ny over" di

simpang mabel selain memanjangkan lorong pergerakan ke kanan yang berasingan

yang sedia ada dan juga memanjangkan masa kitar akibat ants trafik melebihi kapasiti,

TABLE OF CONTENT CONTENT TITLE PAGE ACl<J"IOWLF.OGEMENTS ABSTRACT ABSTRAK TABLE OF CO"HENTS LIST OF Ti\BLES LIST OF FIGURES LIST OF SYMBOLS

Chapter 1

IN

TRO

DUCTIO

N

J.I Background

1.2 Statement of Problems

1.3

Objectives of Studies

14

Scopes and Limitation

1.5 Profile of Study Area

LITERATURE

REVIEW

2.1 Overview

2.2 Intersection

2.2. 1 Intersection Configurations

2. 1.2 Intersection Types.

2.3 Signal izcd Intersection

2.4

Interchange Spacing

V

f-'u .'1~" I\m4Jrnilill I\tl... aull' .. ' n... :"ut:l1Jl6.

UNIVElIsm MALAYSIA SARAWAK.

Page II III IV v

x

XI XII 5 7 8

8

II 12 13 14 15

C

haJlter

3

2.5 Ramp Junction

2.5.1 Ramp Components

1

6

2.5.2 Operational Characteristic

17

2.5.3 Length of Acceleration and Deceleration

Lanes

19

2.6 Comer Clearance 20

'2.7

Median Opening U-Turn (Before and After

'j'')

Intersection)

2.8 Turning Lanes

2.9 Delay Estimates Using V~rtical Queuing Anal) ,is

2.10 Capacity Guide Delay Models

28

2. 1 I Traffic Delay

2.12 Degree of Saturation CDS) 37 2.13 Level of Service Criteria 37

2. 14 Peak Hour Factor 39 2. 15 Through Lane Queue Blocks Entry into The Left

Right - Tum Lane 40

METHODO

LOGY

3. 1 Introduction 41

3.2 Specific Count Studies 45

3.2. 1 Signalized Intersection Analy';;"

46

3.2.2 Observer Location

47

3.2.3 Data Recording

47

3.2.4 Intersection Counts

49

3 .2.5 Traffic Counting 50

-

---

- -

-

-Cbapter

.t

3.3 Operational Analysis Procedures

51

3.3.1 Input Module

51

3.3. 1.1 Geometric Condition

3.3. 1.2 Traffic condition

52

3.3.1.3 Signalized condition

,­

_-

_-

_'

3.3.2 Volume Adjustment Module 54

3.3.3 Saturation Flow Rate Module 54

3..:1 LOS Module at Signalized Intersection

57

3.5 Unifonn Delay

Sf!

3.6

Increment Delay

59

3

.6

.

1

Upstream Filtering I Metering Adjustment

Factor, I

59

3.6.2 Residual Demand Delay, d]

60

3.6.3 Aggregating Delay Estimates

60

3.7 LOS Detem1ination

61

Queue Length 61

3.8

DATA COLLECTIO

N

AND AN

ALYSIS

4.1 I ntrod lIC tion 63

4.2 Data Collection and analysis

63

4.2. 1 Volume Adjustment Module Worksheet­

A

nal

ysis

64

4.2.2 Saturation Flow Rate Module Worksheet­

Analysis

67

4.2.3 Capacity Analysis Module Worksheet ­

Analysis

70

4.2.4 LOS Module Worksheet -

Analy

s

is

71

74

4.2.5 Volume in pce values - Analysis

4.2.6 Queue Probability LOS Module

Worksheet - Analysis

75

Cbapter 5 DISC SSlO ,CONCLUSIO. &

RECOMMENDATIONS

5. 1 Discussions

78

5.~ Conclusion

82

5.3 Recommendation of Treatments & Solutions 83

5.3.1 Prov ide Fly Over to The Intersection

83

5.3.2 Approach Treatment-Increase the Length

of Ramp Junction.

84

5.33

Alternative Road during Peak Hour

8

4

5JA Modify Cycle Length

85

53.5 Provide Countdown Timer Display at

Intersection

86

5.36 Behaviours of Road Us~rs

86

53.7 Provide Better Service in Public Transport

8

7

5.3.8 Application of Two or Three Persons in a

Car Policy H7

Vlll

--~----REF

E

RENC

E

APPE

N

DIX

A Layout of Mabel Intersection

90

B

Summary of Vehicle movement - Volume Counts

D Calculations of the new improved cycle length as

Worksheet 92

C Traffic Data Counts 93

recommended.

94

IX

LIST OF TA

BLE

S

Table Page

Statistic of Increased Sarawak

number of vehicle ownership in

2

2

Standard of Minimum Sight Distance

20

3 Level of Service

39

4 Level of Service Definitions

46

5 Volume Adjustment Module

Intersection ­ "Jalan Song"

Worksheet for Mabel

65

6

Total hourly volume for Mabel Intersection - "Jalan Song"

66

7 Saturation Flow Rate Module Worksheet for Mabel

Intersecti on ­ "Jalan Song"

70

8

Capacity Analysis Module Worksheet for Mabel

Intersection - "Jalan Song" 71

9

Level of Service (LOS) Module Worksheet for Mabel

Intersection - "Jalan Song"

73

10

Level of Service Definition for Signalized Intersecrions

73

II Passenger Car Equivalent (pee) factor

7<1

12 Volume in pce values for Mabel Intersection ­ "Jalan

Song"

13 Queue Probabi I ity worksheet for Mabel Intersection ­

"Jalan Song"

76

14 Number of vehicles in every 1 5 minutes intervals at Mabel

Intersection - "Jalan Song" for AM and PM peak hour 77

x

-~---LIST

OF SY

MB

O

LS

d ~ Average overall delay per vehicle (seconds/vehi cles), d l ~ Unifonn delay (seconds/vehicles),

d2 ~ Incremental, or random, delay (seconds/vehicles),

d3 ~ Residual demand delay to account fo r over-saturation queues that may have ex isted before the analysis period (seconds/vehicles),

PF ~ Adjustment factor for the effect of the quality of progression in coordinated systems

C ~ Traffic signal cycle time (seconds),

g ~ Effective green time for lane group (seconds),

X

~ Volume to capacity ratio of lane group, c = Capacity of lane group (vehicles/hour),

k ~ Incremental delay factor dependent on signal controller setting

(0.50 for pre-ti med signals; vary between 0.04 to 0.50 for actuated controllers),

[ ~ Upstream fi ltering/metering adjustment fac tor ( 1.0 for an isolated

intersection)

T = Evaluation ti me (hours),

P

= Proportion of vehicles arri ving during the green interval,

Fp

~ Progression adj ustment factor.

G ~ Minimul11 green time, sec

W ~ Distance from the curb to the center of the fal1hest travel lane on the street

being crossed or to the nearest pedestrian refuge island is the pedestrian crossing is to be made over two signal cycle.

Y = Change and clearance interval (yellow

+

all red ti me), sec Vp = Flow rate during IS-min analysis period vph

V ~ Hourly volume vph PHF ~ peak hour factor

S ~ Saturation flow rate for the subject lane group, expressed as a total fro all

lanes in the lane group under prevailing conditions vphgpl So = Ideal saturation flow rate per lane, usually 1900 pcphgpl N = Number of lanes in lane group

fi;.;

= Adjustment factor for lane width

.Ii"

~ Adjustment of heavy vehicle factor

fg

= Adjustment of grade factors

fp~ Adjustment of parking factors

./bb

~ Adjustment factor for bus blockage

fa ~ Adjustment factor for area type (fa) is 0.900 for CBDs and 1.00 for all other area

Au

= The lane utilization factor

.

k

r

~ Adjustment factor for right turns (left in malaysia)

(fRT)

is 0.85 [7or exclusive right (left in malaysia) turn lanes T

.fi

T ~ Adjustment factor for left turn (right in malaysia) is 0.95 for exclusive left (right in malaysia) tum with protected phasing

/R",Lpl>= Adjustment for pedestrian/bicycle blockage for left and right turns

C = cyc le length

G = effective green time for lane group, (5)

X =

v

i

c

ratio or degree of saturation for lane group

T

=

duration of analysis period, h

k = incremental delay factor that is dependent on controller senings = upstream filtering/metering adjustment factor

c = lane group capacity in veh/h d. delay for approach A, sec/veh

d, = delay for lane group, i (on approach A), sec/ve h

v, = adjusted flow for lane group i, vph

NQ = Total pcu balance from the previous green phase

OS = Degree of Saturation

G R = Green ratio

QL = Queue Length

C -Capacity = (saturated flow) x (green rati o)

~1!!:IA!!r:..!T-.!;E~R,--,I _ _ _ _ _ _ _ _ _ _ __ _ _ __ _ _ _ _--1INTRQDUCrION

CHAPT

E

Rl

I

N

TR

O

DUC

TION

1.

1

Back

gr

ound

With 2004 population of more than 450,000, Kuching is one of the

largest cities in Sarawak and is one of the fastest-growing communities in the

State. The growth in Kuching City and other communities to the South and North

has had immediate impact on traffic growth in the study area due to their

proximity. The increase in population in Kuching city is accompanied by a large

-"C..,.' !.:.'A'-'P--'T-"E"'R--"_ _ _ _ _ __ _ _ _ __ _ _ _ __ __ ----'-I'-'.N'-'TR"'O"'DUCTlO'''

Table I. Statistic of Increased number of vehicle o\\' nership in Sarawak until 2003 (Source~:

Road Transport Depal-trnent. Sarawak)

TYPES

1999

2000

20

0

1

2002

2003

M

EAN

Motorcli

r

s

231

,234

244,991

263,752

286

,696

3

1 1

,682

(irowlh

_13.757

18,6

7

1

286,696

311,682

6%

8'Y

o

9%

9

%

8%

Motorc

)

cles

3

10,85

2

328,633

343

,

736

357,75

1

3

7

9,62

3

Growlh

17,78

1

15,

I

03

14,012

21,872

6%

5%

4%

6

%

5.3%

Taxi

3,88

1

4,

133

4,383

4

,

575

4,891

Growlh

6.

5%

6%

4.

5%

6.9

6'

Yo

Bus

2,225

2

,

259

2,28

1

2,3

47

2,390

Growth

1.5

%

1%

2

.9%

J.8'

Y.

1.8%

Good

V

e

bicl

es

35,406

37

,

44

7

39,

003

40

,

682

4

3,0

37

Growth

5.8

%

4.2%

4.3%

5.8

%

5%

O

t

h

ers

54,742

61,347

67,91

4

7

3,674

81,263

TOTAL

638

,

340

678,810

721,069

7

65,725

8

22

,886

Gr

owth

40,470

4

2,259

44

,6-6

57,

161

6.3%

6.2

%

6.2

%

7.5%

6.6

%

Many urban and suburban arterials are hopelessly congested. Traffic engineer in many places have done as much as they can with actuated signal.

provided multiple left tum and right turn followed by U-turn lanes and other

CHAPTER I fNTR OD( "CTIOC{

co

n

ve

ntional m

ea

s

ur

e

s.

I

ss

u

e

s s

u

c

h as th

ese

h

ave

l

e

d t

o

d

ev

elopm

e

nt of th

e

access

m

anagement t

ec

hni

q

u

e. As

defmed b

y AASHTO, 2000, "a

ccess man

a

g

eme

nt

involves

providin

g (o

r managing) acc

ess

t

o

l

a

nd

developm

e

nt

wh

i

le

s

imultaneousl

y p

r

ese

r

v

i

ng

th

e

flow of traffi

c on

th

e

s

urrounding road

sys

t

e

m in

t

e

nn of

s

af

e

t

y,

ca

p

ac

it

y

,

and

s

p

ee

d

".

S

o

und

acce

ss

m

a

na

g

em

e

nt

c

an h

ave a

profound imp

ac

t

o

n hi

g

h

way s

af

e

t

y

and th

e

a

bilit

y

of

r

oa

d

w

a

y

s t

o

succe~.:,iully

c

a

rry

traffIc

. Fa

il

ure to pro

p

e

rl

y

man

age access ca

n

res

ul

t

in s

a

f

e

t

y

co

n

ce

m

s

as

well

as lead

to dim

i

nuti

o

n of the

public'

s

in

ves

tm

e

nt in the

roadwa

y :,,-,s

t

e

m

. A

s

i

g

nifIcant pa!1

of

access

management t

ec

hn

ique foc

uses

on

the tr

ea

tm

e

n

t of

Ri

g

ht-t

u

m

f

o

ll

owe

d

by U-

tum al

o

n

g

th

e

r

oa

d

way.

A

ppr

o

a

c

h

es

u

se

d t

o ac

hi

eve

co

ntr

o

l

of ri

g

ht tum

,

u

se

o

f

U

-tum

e

ith

e

r

a

t

o

r

a

ft

e

r the

int

e

r

sec

t

io

n

,

an

d

co

n

s

olidati

o

n

of median

ope

nings.

Sar

awak, es

p

ec

i

a

ll

y

Kuchin

g

in

c

r

ea

s

in

g

l

y

u

se

s of additi

o

nal

se

p

a

r

a

t

e

lan

es

/

tap

e

r l

a

n

es o

n m

u

lti-l

a

ne int

e

r

sec

ti

o

n

s

t

o

m

a

n

age

ri

g

ht

tum

a

n

d

U

-turn

eg

r

ess

m

a

n

e

u

ve

r

fro

m

d

ri

vew

a

ys

o

r

s

id

e

s

tr

ee

t

s.

Th

e co

ncept

o

f

U

-tum

wi

th

a

dditional s

e

p

a

r

ate

l

anes

I

tap

e

r lanes a

s

Ri

g

ht

o

r

U

-tum m

ov

em

e

nt

s

is a

r

ela

ti

ve

l

y

new approach

in

Sara

w

a

k and

has recentl

y

b

ee

n impl

e

mented

in

sev

e

r

a

l i

oca

ti

o

n

s

.

The safet

y ga

in

f

r

om s

u

c

h design i

s

du

e

t

o

t

h

e

d

e

crease in th

e

n

umbe

r

o

f

c

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CHAPTER I /, TROD UCTJOti

I. In advance of the inte rsection

II. At the intersection

Ill. After the intersection

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Median Opening -After intersection & Median Opening - Before intersection at different state at cases (Typical Median V-turn Crossover Ilesigns)

The most cUlTent applications in Kuching involve U-turn at the

intersection so this is the type of U-turn that was examined in this project.

Moreover, this treatment is associated with additional separate lanes (comer

clearances) at a signalized intersection. This treatment requires a protected right

turn phase to accommodate right and U-turn at the same time.

1.2

CHAPTER I INTRODUCTlOr:,'

Slaleme

nl

of Prohlems

A primary goal of intersection design is to limit the severity of potential conflicts among road users. Intersection channelization such as implementation of

corner clearances, a geometric design concept used to reduce conflicts, employs

such techniques as raised medians or traffic islands with comer clearances to discourage wrong-way turns or other undesirable movements. Lngineers also separate conflict points by adding tum lanes and reducing the nurjlb~r of approaches to the intersection. In addition, intersection approaches that cross as

close to 90 degrees (right and left tum) or 180 degrees (U-Turn) as practical can minimize the exposure of road users to potential conflicts.

On the other hand, at the intersection. traffic congestion always occurs

due to drive maneuver, especially for straight and right direction, and sometimes

followed by U-tUI11 maneuver using same lane (only provided one lane for straight, right tum followed by U-turn) during peak hours. The problem occurs because of

the following reasons:

1. Limited of comer clearances length.

11. Too much traffic on the roadway.

III. Residential areas which located along 'Jalan Laksamana

Cheng Ho to Batu Kawa'.

IV. Attitude and behavior of road users.

CHAPTER I

v. Increase of vehicles on the road every year.

v\. Working hour and off hour at the shophouses along the oeea of

'.Talan Laksamana Cheng Ho to Batu Kawa'.

Therefore, we need to look carefully in those maners above and carry

out research for Effectiveness of Additional Separate Lanes as Right turn and l'­

turn Facility as Signalized Intersection on Queue Probability and Delay. Ramps

junction or comer clearance is the distance between an intersection and the nearest

driveway. Currently, signalized intersection in Sarawak, especially in Kuching

city was provided with additional separate lanes to decrease the number of conflict point. Actually, this system is not popular as design implementation in intersection because as usual, the additional separate lanes installed at freeway and interchange to clearing right tum or left turn. Sometimes, the additional separate lanes used in median opening for U-tUITI before and after approach to intersection. Furthermore, Sarawak in recently years., has been implement the new

approach which was implement the ramps junction at intersection as U-tUITI

facility to reduce capacity problem (refer to figure 2). Unfortunately, inadequate clearances (length) can result in traffic operation, safety and capacity problems. These problems can be caused by blocked driveway ingress and egress, insufficient weaving distances, and backup from downstream driveway into an intersection as possible to reduce conflict from overlapping movement.

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figure 2 . Design of Additional Separate Lanes as U-T urn Facility ut Si~nalil.ed

Inlersection (Modified from Design Memorandum No 07-0:<. SlIbjCCI: HD 100, Accc,;

Management C uidance. AASTHO. 2000)

1.3

Objectives

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Ibe

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The primary objectives for this study are to:

I. Evaluate whether installed additional separate lanes as right

tum and U-turn facility.at signalized intersection gives any effect to the traffic operation, delay, and queue probability on

the roadway.

1J. Evaluate the impacts that the length (comer clearances) of

additional separate lanes between a driveway and a down

1.

5

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stream signalized intersection has on traffic operational

performance. The goal is to promote U-turns, with the proper

designs, where the ramps junction is set at its most desirable

length.

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cope

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Utly

This study only works on evaluation of implementation of additional separate lanes as right tum and U-turn facility at signalized intersection. o.n the other hand, Study the traffic operation, including queue probability, and delay of right turn and U-turn facility at signalized intersection will be conducted as well. Furthennore, Level of Services (Lo.S) at the U-turn facility at signalized intersection will be discussed based on LOS speed criteria and Lo.S capacity criteria.

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Area

The study area is at Mabel intersection which covers Jalan Song. Jalan

Laksamana Cheng Ho and Jalan Tun Jugah. The area here is of areas of residential, commercial or industrial developments of sufficient concentration.

They constitute or are characteristic of a city which necessitates, for safety

reasons, reduced highway speed limits to 70 kph or less, excluding interstate systems.

CHAPTER I {"'TRaDUCTION

Along lalan Tun lugah to the airport, a lot of shophouses has been

constructed. Heavy traffic occurs often during moming peak hour and aftemoon

peak hour. Along lalan Laksamana Cheng Ho, there have a lot of residential areas

and if we see further down the road we have a lot of commercialized shop houses

situated at the end road of ".Ialan Laksamana Cheng Ho". This road also contributes to the heavy traffic during peak hours. Next, we have "lalan Song".

Heavy traffic also occurs during peak hours at this road because of the high

demand of work load can be found in 'Tabuan laya', "lalan Song", BDC area,

Samarahan area and also Pending area. "lalan Song" link to those places. Because

of such situation, traffic jam always occurs during peak hours.

Mabel intersection (Figure 3) is currently catering a very high demand

of traffic users because it links to most of the working area around Kuching,

Samarahan, 'Batu Kawa' and Airport. The Mabel intersection is illustrated as

below:

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Figure 3 - Typica' Layout of Mabet Intersection