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Final Project Presentation
- 1. OPERATIONAL CAPACITY OF ROAD SEGMENTCONTAINING U-TURN AT SIGNAL FREE CORRIDOR
- 2. PROJECT SUPERVISOR AND GROUPMEMBERS PROJECT SUPERVISOR Dr. Afzal Ahmed GROUP MEMBERS 1. Daraullah Mahar UE-12002 2. Irfan Gul UE-12003 3. Junaid Jilbani UE-12007 4. Kapil Kilani UE-12015 5. Azeem Uddin Shams UE-12039 6. Syed Tayyab Shah UE-12045
- 3. PRESENTATION OUTLINE• Background •Objectives • Scope and Limitation • Selection of Corridor • Literature Review • Methodology • Number Plate Analysis • Video Analysis • Operational Capacity • Flow Variation • Delay Variation • Fundamental Diagram • Improvement in Existing U-turn • Designing & Analysis of Signalized Intersection • Comparison of Improvement with Existing U-turn • Result & Recommendation • References
- 4. BACKGROUND • Signal Freecorridors is introduced in KARACHI in order to reduce the travel time. • Signalized intersection were replaced by U-turns in order to make the signal free corridor. • Congestion is observed at U-turn. • The impact of turning vehicle on the straight movement.
- 5. OBJECTIVES • To findthe capacity of U-turns at Signal Free Corridor. • To suggest alternate to improve capacity. • Comparison of proposed improvement with existing U- turn.
- 6. SCOPE AND LIMITATION •Scope of this study is limited to the selected corridor. • Chosen U-turns will be a downtown U-turn. • Survey will be conducted at three different U-turns for 8- 10 hours including the peak hours.
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- 8. LITERATURE REVIEW • Turningof a vehicle in a U-shaped course so as to face in the opposite directionU-turn • Design Capacity • Operational Capacity Capacity • U-turn at signalized intersections. • U-turn at a median opening in advance of a signalized intersection. • U-turn at a median opening after a signalized intersection Location of U-turn • Bimodal Distribution Method • Selected Maxima Method • Fundamental Diagram Method Method of Estimation for Operational Capacity
- 9. LITERATURE REVIEW • Pre-timedSignal • Semi Actuated Signal • Fully Actuated Signal Types of Signal Operation • Cycle • Cycle length • Interval (Change/Yellow Interval, All-Red/ Clearance interval, Green Interval & Red Interval • Phases Component of Signal Operation • Uniform Delay • Incremental Delay • Initial Queue Delay Delay on Signalized Intersection
- 10. METHODOLOGYPROJECT METHODOLOGY VIDEO RECORDING PRELIMINARYSURVEY FINAL SURVEY CONGESTION POINT CAMERA INSTALLATION NUMBER PLATE ANALYSIS RECORD MANUALLY AT DIFFERENT INTERVAL ENTER DATA IN EXCEL SHEET CONDITIONAL FORMATTING DUPLICATE VALUE VIDEO ANALYSIS DIVIDE VIDEO INTO 5 MINT INTERVAL CLASSIFY VEHICLE CLICK COUNTER ONE CLICK=ONE VEHICLE DELAY TRAVEL TIME MARK TWO LOCATION ENTRY & EXIT TIME DIFFERENCE B/W ENTRY & EXIT FREE FLOW TIME T=S/V S =distance b/w these two point mentioned above V= Speed i.e. 60 km/hr FUNDAMENTAL DIAGRAM DENSITY SCREEN SHOT PER MINUTE COUNT VEHICLE IN SCREEN SHOT COVERT IN PCU FLOW PER MINUTE REPEAT THE SAME THING AS MENTION IN VIDEO ANALYSIS
- 11. VIDEO RECORDING Traffic VideoCollection Survey S.No Survey Location/ Road Stretch Duration 1 Aladdin 7.5 hours 2 Gulshan-e- Iqbal 8 hours 3 Shafique Mor 7.5 hours
- 12. NUMBER PLATE ANALYSIS S.NOMATCHED NUMBER PLATE ENTRY TIMING ALADDIN ENTRY TIMING GUSLHAN-E- IQBAL ENTRY TIMING SHAFIQUE MOR TRAVEL TIME(min) 1 D-0750 12:49 --- 01:15 26 2 AMR-617 02:02 --- 02:30 28 3 KFC-944 04:40 --- 05:22 42 4 CRE6785 5:40 --- 6:20 40 5 AMR-256 --- 05:59 05:37 22
- 13. VIDEO ANALYSIS (ALADDIN) 0 50 100 150 200 250 300 350 400 FLOW(veh/5min) TIME(min) CARS BUSES/TRUCKS BIKES RICKSHAW/QINCHI
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- 16. OPERATIONAL CAPACITY LOCATION MAXIMUM FLOW RATE CAPACITY (vehicle/hr/lane) CAPACITY (pcphpl) Aladdin661(veh/5min/3lane) 2644 1709 Gulshan-e- Iqbal 693(veh/5min/4lane) 2079 1308 Shafique Mor 619(veh/5min/3lane) 2476 1440
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- 20. DELAY VARIATION 0:00 0:14 0:28 0:43 0:57 1:12 1:26 1:20:00 2:32:003:44:00 4:56:00 6:08:00 DELAY(minute:second) TIME (hour:minute:second)
- 21. FUNDAMENTAL DIAGRAM (GULSHAN-E- IQBAL) 0 200 400 600 800 1000 1200 1400 0100 200 300 400 500 600 700 FLOW(vehicle/hour) DENSITY (vehicle/kilometer)
- 22. FUNDAMENTAL DIAGRAM (ALADDIN) 0 200 400 600 800 1000 1200 1400 1600 050 100 150 200 250 300 350 400 450 500 FLOW(vehicle/hour) DENSITY(vehicle/kilometer)
- 23. FUNDAMENTAL DIAGRAM (SHAFIQUE MOR) 0 200 400 600 800 1000 1200 1400 050 100 150 200 250 300 350 400 FLOW(vehicle/hour) DENSITY(vehicle/kilometer)
- 24. IMPROVEMENT IN EXISTINGU-TURN • Locating the U-turn at far distance. • Alternation to Existing Infrastructure. • Controlling by means of Signalized Intersection.
- 25. DESIGNIG & ANALYSISOF SIGNALIZED INTERSECTION Cross Section Element (Practical Center to Maskan) CROSS SECTION ELEMENT LENGTH Median width --- No of Lane in each direction 02 Lane Width 10 ft. Right of Way 100 ft. Flyover width 44 ft. Cross Section Element (Fazil Mill to Nipa) CROSS SECTION ELEMENT LENGTH Median width 12 ft. No of Lane in each direction 04 Lane Width 12 ft. Right of Way 165 ft.
- 26. DESIGNIG & ANALYSISOF SIGNALIZED INTERSECTION • PHASE DIAGRAM • CRITICAL LANE VOLUME Phase I Phase II 1022.2 pcphpl 927 pcphpl
- 27. DESIGNIG & ANALYSISOF SIGNALIZED INTERSECTION Cycle length 106 second Yellow Interval 2.5 second All-Red Interval 3 second Lost Time Per Phase 5.5 second Effective Green Time 95 second Phase I Phase II Allocating of Green Time 60 second 30 second Uniform Delay 14.61 vehicle/second 29.31vehicle/second Incremental Delay 0.93 vehicle/second 0.92 vehicle/second Initial Queue Delay 0 0 Total Delay 15.42 vehicle/second 30.23 vehicle/second
- 28. COMPARISON OF IMPROVEMENTWITH EXISTING U-TURN • Compare by means of Delay. • Average delay on U-turn during the peak hour was found to be 55 vehicle/seconds. • Total delay on Phase I was found to be 15.54 vehicle/seconds. • On comparing these delay; it was found out that U-turn has more delay as compared to signalized intersection.
- 29. RESULTS • Operational Capacitywas largely depend upon the dynamics of location. • Conflicting movement of Aladdin and Shafique Mor segment is more as compared to Gulshan-e-Iqbal segment. • Delay on U-turn is more to be compared with signalized intersection. • During the peak timing, the travel time between Aladdin and Shafique Mor is more as compared to normal travel time. • Ultimately it may cause larger Environmental and Economic impact.
- 30. • The policyon Signal Free Corridor should be revised. U-turn is not the proper alternative to remove the Signalized intersection to convert a corridor in so called “Signal Free Corridor”. • Traffic signals are useful in managing traffic demand for downstream links in a traffic network. • If providing U-turn is necessary to avoid intersection, they should be provided at adequate distance to provide gradual change of direction for turning traffic. • Illegal parking also affects capacity of road segments; therefore, it should be ensured that vehicles are not parked along roads. • It is recommended to improve capacity of segment containing U-turn near Gulshan along Rashid Minhas Road by providing a signalized intersection which properly controls existing movements at the intersection. RECOMMENDATION
- 31. REFERENCES • Adams, J.C.and Hummer, J.E. (1993). Effects of U-turns on Left-turn Saturation Flow Rates. Transportation Research Record 1398. TRB, National Research Council, Washington, D.C. • Adnan, M. (2014). Passenger car equivalent factors in heterogeneous traffic environment- are we using the right numbers? Procardia engineering, 77, 106-113. • Al-Masaeid, H. R. (June 1999). Capacity of U-turn at Median Opening. ITE Journal, June 28- 34. • American Association of State Highway and Transportation Officials, (2001). A Policy on Geometric Design of Highways and Streets, Washington, DC. • Florida Department of Transportation, (1997). Median Handbook, Tallahassee, FL, 1997. • Roger P. Roess and William R. McShane (2009). Basic Principles of Intersection Signalization, Traffic Engineering, (pp.471-496) Pearson. • Transportation Research Board, National Research Council, (2010). Highway Capacity Manual, Washington, D.C. • Tsao, S. and Chu, S (1996) A Study of Adjustment Factor for U-turns in Left Turn Lanes at Signalized Intersection. Journal of Advanced Transportation, Vol.29, No.9, pp.183-192.