SITI AISY AH BINTI ZAK.ARIA

EVALUATION ON TI 1 rnrnrrn1 J-TURN MOVEMENT

0000073547

SITI AISY AH BINTI ZAK.ARIA

A report submitted in partial fulfillment of the

Requirements for the award of degree of

Bachelor of Civil Engineering

Faculty of Civil Engineering & Earth Resources

Universiti Malaysia Pahang

June 2012

v

ABSTRACT

Nowadays, people always want to move clearly to their destination. Many road

and junction were upgraded especially in urban area because of the capacity of vehicles

increase from time to time. So, it is important to monitor and analyse the road that can

make congestion so that it can be improved by using traffic lights, roundabout, and the

change of road geometry and so on. This study is referring to unsignalized junction, that

is U-turn located at Batu 6 Federal Route Gambang-Kuantan, Kuantan Pahang near

Kem Tentera Udara Malaysia (TUDM). Raff Method is the method used to analysed U

tum study area. By using the Raff method, critical gap and follow-up time of other

vehicles can be identified study area. Data taken three times during the day in good

weather conditions. After the traffic flow data and the U-turn geometry is taken, the

data will be analysed using the Raff Method and critical gap at U-turn area is unknown.

The results obtained showed that the gap time and time lag is really bad. In this study,

the solution to this problem is proposed and one of the proposals is to replace the

conventional U-turn with the modern U-turn.

VI

ABSTRAK

Pada masakini, pergerakan yang lancar di atas jalanraya adalahsesuatu yang

diperlukan olehsetiappengguna.Banyak jalan dan persimpangan yang telah diubahsuai

atau dinaiktaraf terutamanya di kawasan Bandar kerana kapasiti kenderaan adalah

meningkat dari semasa ke semasa. Jadi adalah sangat penting untuk memantau dan

menganalisis kesesakan di jalanraya supaya ia dapat dipertingkatkan dengan

menggunakan lampu isyarat, bulatan, perubahan geometri jalan dan lain-lain. Kajian ini

adalah merujuk kepada persimpangan tanpa lampu isyarat, iaitu persimpangan-U yang

terletak di Batu 6 JalanGambang-Kuantan, Kuantan Pahang berhampiran Kem Tentera

Udara Malaysia(TUDM). Raff Method adalah kaedah yang digunakan untuk

menganalisis persimpangan-U kawasan kajian. Dengan menggunakan Raff Method,

jurang kritikal dan masa susulan kenderaan yang lain dapat dikenalpasti dikawasan

kajian. Data diambil sebanyaktiga kali pada waktu siang dalam keadaan cuaca elok.

Selepas data aliran trafik dan geometri kawasan persimpangan-U diambil, data akan

dianalisis dengan mengunakan raff method danjurang masa di persimpangan-U dapat

diketahui. Keputusan daripada analisis menunjukkan jurang masa dan masa susulan

adalah agak teruk. Dalamkajian ini, penyelesaian untuk masalah ini juga dicadangkan

dan salah satu daripada cadangan tersebuta dalah dengan mengantikan persimpangan-U

konvensional dengan persimpangan-U moden.

vii

TABLES OF CONTENTS

Page

SUPERVISOR DECLARATION

STUDENT DECLARATION ii

ACKNOWLEDGEMENT iv

ABSTRACT v

ABSTRAK VI

TABLE OF CONTENTS Vil

LIST OF TABLES x

LIST OF FIGURES xi

LIST OF SYMBOLS Xll

LIST OF ABBREVIATIONS Xlll

CHAPTERl INTRODUCTION

l.1 Introduction 1

1.2 Background of Study Area

1.2.1 Location of Study Area 2

1.3 Problem Statement 3

1.4 Scope of Study 4

1.5 Obejctive of Study 4

1.6 Expected Outcome 4

CHAPTER2 LITERATURE REVIEW

2.1 Introduction 5

2.2 U-turn 6

2.2.1 Dimension ofU-turn

2.2.2 Design Factors U-tum

2.2.3 Design Consideration U-turn 7

Vlll

2.2.3.1 Direct U-turn 8

2.2.4 Location of U-turn 11

2.2.5 The types of maneuvering at U-turn 11

2.2.6 The pattern of'Weaving' at U-turn 12

2.3 Delay 13

2.4 Time Space Variable in Highway Capacity 14

2.4.1 Critical Gap 14

2.5 Past Studies 15

2.6 Conclusion 17

CHAPTER3 METHODOLOGY

3.1 Introduction 18

3.2 Chart Review Methodology 18

3.3 Data 19

3.3.1 Primary data 20

3.3.2 Secondary Data 20

3.4 Method of Observation Data 21

3.4.1 Critical Gap 21

3.4.2 Patterns of Speed Limit 21

3.5 Research Equipment 21

3.5.1 Radar Meter Method 22

3.6 Data Analysis 23

3.6.1 Raff Method

3.6.2 Spot Speed 24

3.7 Select Location 25

3.8 Interchange Traffic Study 25

3.9 Conclusion 26

CHAPTER4 DATA ANALYSIS

4.1 Introduction

4.2 The Observation Data

4.3 Analysis of Data in U-turns

4.3. l Spot Speed Step

4.3.1.1 Organize Study Plan

4.3.1.2 Location Selection and Collect Field Data

4.3.1.3 Speed Data Reduction and Analysis

4.3.1.4 Interpret and Report Findings

4.3.1.5 Conclusion

4.3.2 Critical Gap

CHAPTERS

4.3.2.l Raff's Method

4.3.2. l Conclusion

CONCLUSION AND RECOMMENDATIONS

5.1 Introduction

5.2 Summary of Results

5.3 Problems Encountered

5.4 Recommendations

ix

27

27

28

29

30

31

50

51

51

64

65

65

66

66

x

LIST OF TABLES

Table No. Title Page

2.1 Minimum width and spacing for each dimension 10

11

12

22

2.2 The Distance Between ofU-turns

2.3 Minimum Wide Maneuver Median

3.1 List of Equipment Used for Research Purposes

4.1 Shows the data collected on a Federal Road in Batu 9 JalanKuantan to

Garn bang area in the state of Pahang in Malaysia 31

4.2 Shows the data collected on a Federal Road in Batu 9 JalanKuantan to


4.3 Shows the data collected on a Federal Road in Batu 9 Jalan Kuantan to


4.4 Shows the data collected on a Federal Road in Batu 9 Jalan Gambang to

Kuantan area in the state of Pahang in Malaysia 37





4.7 Difference between average speed and JKR Design speed rural R2 50

4.7

4.8

4.9

Accumulative probability of accepted gap and rejected gap (from

Garn bang)


Garn bang)


Garn bang)

5.0 Accumulative probability of accepted gap and rejected gap (from

Kuantan)

52

53

54

55

5.1

5.2

5.3


Kuan tan)


Kuantan)

Comparison between On Site Critical and HCM Standard

XI

56

57

64

xii

LIST OF FIGURES

Figure No. Title Page

1.l(a) U-tum from Kuantan 2

1.l(b) U-tum from Gambang 2

1.l(c) Sketch from plan of location 3

2.1 Direct U-tum: High speed 9

2.2 Direct U-tum: Low speed 10

2.3 Types of Maneuverer 12

3.1 Flow Chart Methodology 19

3.2 Instrumentation Used In This Study 22

3.3 Sketch how to collect Spot Speed and Gaps Study Data 23

3.4 Shown example of Raff Method Graph 24

3.5 Shown example of Cumulative Speed Curve 25

4.1 Cumulative percentage of observation (from Kuantan 0700 a.m) 44

4.2 Cumulative percentage of observation (from Kuantan 1300 p.m) 45

4.3 Cumulative percentage of observation (from Kuantan 1700 p.m) 46

4.4 Cumulative percentage of observation (from Gambang 0700 am) 47

4.5 Cumulative percentage of observation (from Gambang 1300 p.m) 48

4.6 Cumulative percentage of observation (from Gambang 1700 p.m) 49

4.7 Critical gap of Raff's method 58

4.8 Critical gap ofRaffs method 59



5.1 Critical gap of Raff s method 62


m

n

a

b

c

w

LIST OF SYMBOLS

Width Of Median

Width OfU-Turn Lane

Width Of Median Barriers

Long Lane Stop

Length Of Lane Entry Ramp

Distance Skewed Trend

Width Of Median Between Two Lanes U-Turns

Xlll

PWD

!PD

AASHTO

AASHO

RU

UMP

LIST OF ABBREVIATION

Public Work Department

lbu Pejabat Daerah

American Association of State Highway Transportation

Organization

Association of State Highway Officials

Rural Urban

Universiti Malaysia Pahang

XIV

CHAPTERl

INTRODUCTION

1.1 Introduction

The road network is dependent on traffic at the intersection in the network

especially in urban areas. By the study of the traffic at the junction is very important in

the analysis of traffic. Important aspects in the study of traffic including vehicles speed,

critical gaps and others.Junction is a place where the transfer of vehicles from the road

to another route. In the process of changing the direction of movement of these vehicles,

conflict will occur because the vehicle must pass other traffic stream which flows

between it and its destination. Therefore, the design and traffic control at the

intersection should be planned and carefully because it is closely related to traffic flow

and safety of the public.Good intersection is the point of intersection that can reduce

conflict and to facilitate the driver to change the direction of the vehicle. There are

many types of traffic control at intersections that can be selected to enhance

theoperational capability at a crossroads. Among them are traffic lights, construction of

interchanges, the use of priority junctions and the use of the circle junction. Types of

traffic control will be selected to be controls to reduce the queue lengths, critical gap,

follow-up time and increase the capacity of the junction.

2

1.2 Background of Study Area

Case studies to be undertaken are to identify the limits of speed and critical gaps

in two-way U-tum at Batu 9, near Air force Camp, Jalan Jaya Gading, Kuantan, Pahang.

Major road to the U-tum is a Federal Route. The U-tum is a route for users from

Kuantan and Gambang. Moreover near the study area there are facilities such as banks,

post offices and business premises. The study area is the U-tum without traffic lights.

Based on monitoring, we found at the U-turn using stop control for minor road to

make way for major roads.

1.2.1 Location of Study Area

Figure 1.l(a) : U-turn from Kuantan Figure 1.l(b):U-turn from Gambang

3

( A I R FORCE CAMP )

BATU 9 , JALAN JAYA GAD I NG

- - ) c - ---

- -BAT U 9, JALAN JAVA GADI NG

-r

BANK. POST OFF ICE & BUSI NESS From Gambang-Kuantan -PREM I SES From Kuantan-Gambang .,__

Figure 1.l(c): Sketch from plan of location

1.3 Problem Statement

Junction-CT area is the main route and is a busy area because there are banks,

clinics, restaurants and business premises. This route will usually crowd in the morning,

afternoon and evening. Data obtained from the IPD (traffic), indicating an accident

prone happened at U-turn area. Most of the U-turn area, roadway facilities and proper

geometric design does not follow PWD standard. Nowadays the increased number of

vehicles causing limited capacity ofU-tuming may result in congestion at U-turn area

1.4 Scope of Study

a) This study focuses on the vehicle make U-turn at multilane with a median in

the middle of the road.

b) Focus only on car passenger.

c) Time to collect data

• Day-Other the day of Monday & Friday

• Time - Morning& Evening

1.5 Objective of Study

4

Objective of this study is to determine the level of service and safety in doing u turn

movement on site. The following is an objective to achieve the above goals.

i. To determine the capacity ofU-tum based on critical gap time.

ii. To obtain pattern of speed limit whether speeds are too high or speed too slow.

1.6 Expected Outcome

a) The critical gap at the U-turn area

b) The Level of Service of the intersection

c) Maximum and minimum speed of vehicles through the junction U

CHAPTER2

LITERATURE REVIEW

2.1 Introduction

Movement is the backbone system to human activities. It's very important

network to carry out the activities with various location and to bring people and goods

through the growing network at the same time in line with the growth of an increasing

complex society. The movement depends on the existence of adequate transport and

transport requires road networking such as smooth, good and systematic. A good

network system not only can accommodate volume of traffic capacity flow in one time,

but can give a minimum delay to driver. Based on previous studies (Xiao et al. Al,

2004), the driver is more concerned with faster journey times than other things. Delay is

the main thing is always avoided by the driver. Changes in road management systems

mostly done to minimize the delay which must be received by the driver, but there is

also a preferred system change over delay in road capacity, particularly in urban areas to

accommodate the traffic volume is high. Changes in system should be reviewed to

avoid wastage effectiveness not only on time but also on the cost of fuel and travel

distance to be passed by the driver. Traffic management required to control road users

6

for get in maximum from the road network system existing in place for the benefit of all

users. Maximum use will lead to higher traffic volumes without delay and to be safe for

use.

2.2 U-turn

A U-tum in driving refers to performing a 180 degree rotation to reverse the

direction of travel. It is called a "U-turn" because the maneuverer looks like the letter U.

In some areas, the maneuverer is illegal, while in others it is treated as a more ordinary

tum, merely extended. Consequently, vehicles making U turns may have. Slower

turning speeds. At median openings, drivers usually need larger gaps in the major street

traffic stream to make U turns. Arguments have been advanced by some opponents of

median modification projects that median openings may not be able to handle large

numbers ofU-tuming vehicles due to the limited capacity ofU-tum movement, and the

increased number ofU turns may result in traffic congestion at median openings.There

has been little documentation on the operational effects ofU-tums, which contains

procedures and models for estimating capacity and delay for different movements at

unsignalized intersections, does not provide specific guidelines for estimating capacity

and delay ofU-turns at median openings. Traffic operations at U-tum median openings

have not yet been formallyaddressed (2000 HCM).Developed regression equations to

estimate the delay and capacity ofU-tums by field experiment. The empirical formulas

indicate that there are strong correlations among the delay, capacity and total

conflicting traffic flow. U-tums at median openings can only be made in the gaps

between platoons during peak traffic periods. Nothing occurs while the platoons pass

side streets and U-turn median openings. It was found that delays ofU-tum vehicles

making a right tum from upstream side streets have a strong correlation with the offset

of upstream and downstream signal timing, weaving length, the length between the side

street and upstream signal, and signal spacing (Hashem R. Al-Masaeid ) .

7

2.2.l Dimension of U-turn

Dimension is a key measure that produces comfort and safety of road users. This

is because ifthe dimensions not follow specification, the dimensions need to be

changed. Changes made necessary by requirements of the current situation can cause

problems. But the question is, does this change can reduce congestion, delay and rate of

road accidents. In this study, aspects of the review are in the technical aspects, safety,

speed limits and critical gaps. This is because all these aspects interconnected with each

other. If the less technical aspects taken into account, this will increase to aspects of the

accident.

2.2.2 Design Factors U-turn

a) Geometry

b) Location

c) Dimension

d) Types ofU-turn and movement

e) Characteristics of traffic

f) Placement ofU-turns

2.2.3 Design Considerations U-turo

Vehicle doing U-tums that disrupt the flow of traffic in the mainroute by

reaching in on a portion or all lanes of traffic. It is done at low speed and speed changes

are usually done in the lane of traffic continues to intervene in or out of the outer lane.

U-tums due to facilities is an area of potential danger, careful consideration needs to be

done not only on need but also on the type and location ofU-turns. According to

ArahanTeknik (Jalan)8/86 by the Public Works Department (PWD, 1986), there are two

types of U-turns are widely used in Malaysia, U-tums lane directly and U-turns lanes

indirectly. U-turns design is very similar to the design described by the American

Association of State Highway Officials (AASHO) and the American Association of

State Highway Transportation Organization (AASHTO). Below are described the types

of U-tums are used in Malaysia.

2.2.3.1 Direct U-turn

8

Types of direct U-turn are most popular in Malaysia. Layout should be provided

for these U-tums are simple and give the minimum of delay. But U-tums are less

suitable for long due to the radial trailer lane limited U-turns. This type ofU-turns can

be modified by the addition of pavement, and this will increase the radius for U-turns.

There are two categories for U-turns this kind of U-turns are high speed and low speed

U-turns. For U-turns direct, road widths, including the median, should be sufficient to

allow rotation without reaching beyond the outer side of the road pavement. Figure 2.1

shows the minimum width required for the various types of motion in a direct U-turns.

For this type of U-tums, layout in Figure 2.1 and 2.2 are proposed andminimum width

and spacing for each dimension that can be used are given in Table 2.1 (PWD, 1986). If

U-turns are not suitable due to the limitations median, U-tums are not directly used.

Below are described the characteristics ofU-tums are high speed and low speed U

turns.

i. Characteristics ofHigh Speed U-Tum: -

a. Surface area is a single median

b. Speed zones of less than 80 km I h

c. Traffic flow is less than 1000 veh I hr.

d. Vehicle visibility to the contrary is clear and more than 140 meters

9

-t I I I t I '1 t I I I I t I t c I a I I a I b t c I t I I I t I I I I • t I t ' I I I I

' I I I I I I I I I I I I I ' I I I I .I I I I

• i I I I I I I I I

i.--- ' I I I I I I I

I I .. v I I

~ r tm n ·- -

1' ))..... -~

Figure 2.1 Direct U-turn: High speed

Where,

m=width of median

l=width of U-turn lane

n=width of median barriers

a=long lane stop

b=length of lane entry ramp

c=distance skewed trend

TABLE 2.1 Minimum width and spacing for each dimension

Dimension Minimum width/distance

(m)

A 20

B 60

c 120

L 7.5

M 10.0

N 17.0

n. Characteristics of Low-Speed U-Turn: -

a. Median opening dual space of both the traffic stream

b. Speed zones of less than 60 km I h

c. Traffic flow more than 1000 veh I hr.

d. Opposing vehicle visibility is less critical with a minimum distance of 80

meters

.~. .~. • ' ' ' ' b : ' b : a • • a • ' ' • • I

Figure 2.2 Direct U-turn: Low speed

10

11

Where,

a, b, I and mas shown in Figure 2.1, and

w =width of median between two lanes CT-turns

2.2.4 Location of U-turn

Location for CT-turns is very important and good judgment should be given. As a

general rule, Table 2.2 can be used to obtain minimum distance between each CT-tum

(Arahan Teknik (Jalan) 8/86).

Table 2.2 The Distance Between of U-turns

RU~ : Mak d:. mra.n Rell bem-J.k J.ull d! EW"3

Oec..r.Jk i>uuc.p!l-t::

P'iJwu .?w.•31 ?w:I:.pr.-C

ll6 P3smp.n-ti •• 6 P-.15.Clp:n--:.:

nd.lk dJbe&..:!Dim tilU dibei:.m.m

P..5 3km ~.-5 ~ la:l

R ~km -:.:--i l km ~-3 J :5 iLt:l

2.2.5 The types of maneuvering at U-turn

Maneuvering is a vehicle movement patterns are being stopped in the CT-turns

lane until the vehicle can move together with the opposite flow of traffic. In Malaysia,

there are three types of maneuvering common as indicated by the JKR and all this

maneuvering have advantages and disadvantages of each. Figure 2.3 and Table 2.3

shows the types with a minimum wide maneuver median required by some types of

vehicle mode for geometric design purposes of CT-turns lanes.

JENJS-JENJS OUHGER!\K -

I) Loroi:.g &!.!mm ke looong - - - - ~

dalamm --cs

..

-()·- --(r-------

._ •_ •_ •_•_ \ -L -- -- -

Figure 2.3 Types of Maneuverer

Table 2.3 Minimum Wide Maneuver Median

~"IS LEBAR ~-nd"" ... ~ C = ~EP...A..~"" -~""IS l ~-s::. ~-:s 3

i> 9 -= :S OG 3 00

Sl.: 19 5-0 !5 -5 ·~ -5

U."B-50 :'.!! ~s 'll - 5 1- 50

dn:.pc

=

2.2.6 The pattern of 'Weaving' at U-turn

According to a study conducted by the National Cooperative Highway Research

Program (Zhou et al. Al, 2002), there are three types of patterns for Weaving:

12

a. When weaving distance is short (i.e., 75-150 meters (250-500 feet), less than

a righttum deceleration lanes on major roads),many drivers will choose the

appropriate intervals simultaneously to enter all the streets and make a direct

entry into the lane right-tum deceleration.

13

b. Weaving is the medium of distance (i.e., 150-305 meters (500 to 1.000 feet),

not enough to make changes lane with ease), most drivers will choose

intervals appropriate to the simultaneous enter all the streets and make a

direct entry into the lane most of.

c. When Weaving distance is long (i.e.,> 305 meters (1,000 feet)), the driver

will choose an appropriate interval, enter the left-side lane, speeding with

appropriate speed, and then make a change lanes to right into the lane.

2.3 Delay

There are several types of traffic delay, the control delay, vehicle interaction

delay, and geometry delay and so on. Delay of interaction was due to drive vehicles that

are less than free flow speed due interaction with nearby vehicles. Geometric delay was

caused by driving less than free flow speed due to the geometric design of roads.

Control is also because of situation a controlled and exclusive mutually with interaction

of delay and geometry delay. In general, the control delay is the sum of the sources of

delay and the delay ofthis type will be lost if the traffic signal changed from the

junction (TRB 2000). Delay time depends on the rate of traffic flow and capacity that

can be borne by the road. It is defined as the time lost due to friction of traffic and

traffic control devices. TRB (1994) formulate the delay time occurs when a minimum

volume of right turning vehicles more than two vehicles per cycle during the peak and

average delay time experienced by each vehicle is turning right more than 35 seconds.

Time delay problem is not only causing environmental impact, but also has an impact

on the next intersection. Research carried out as indicator for level of services provided,

also the effectiveness and efficiency of the flow at some road. The research data delay

time was needed to assess the amount of congestion, congestion status and the factors

happened of congestion occurrence to determine the improvement efforts.In addition a

result from research of the delay time can serve as a resource for the study of the

timing of traffic lights. In addition, these data are used as data for the study before and

after, especially to determine the effectiveness of the reforms carried out like a change

in timing traffic lights, two-way street into a one-way street, and so on. This data is also

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SITI AISY AH BINTI ZAK.ARIA