OPERATIONAL CAPACITY OF ROAD SEGMENT

CONTAINING U-TURN AT SIGNAL FREE CORRIDOR

PROJECT SUPERVISOR AND GROUP MEMBERS

PROJECT SUPERVISORDr. Afzal Ahmed

GROUP MEMBERS1. Daraullah Mahar UE-120022. Irfan Gul UE-120033. Junaid Jilbani UE-120074. Kapil Kilani UE-120155. Azeem Uddin Shams UE-120396. Syed Tayyab Shah UE-12045

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

BACKGROUND

• Signal Free corridors 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.

OBJECTIVES• To find the capacity of U-turns at Signal Free Corridor.• To suggest alternate to improve capacity.• Comparison of proposed improvement with existing U-turn.

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.

SELECTION OF CORRIDORS

LITERATURE REVIEW• Turning of 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

LITERATURE REVIEW

• Pre-timed Signal• 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

METHODOLOGYPR

OJEC

T M

ETHO

DOLO

GY

VIDEO RECORDING PRELIMINARY SURVEY 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/VS =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 MINUTEREPEAT THE SAME THING

AS MENTION IN VIDEO ANALYSIS

VIDEO RECORDING

Traffic Video Collection Survey

S.No

Survey Location/

Road Stretch Duration

1 Aladdin 7.5 hours

2Gulshan-e-

Iqbal 8 hours

3Shafique

Mor 7.5 hours

NUMBER PLATE ANALYSISS.NO MATCHED

NUMBER PLATE

ENTRY TIMING

ALADDIN

ENTRY TIMING

GUSLHAN-E-IQBAL

ENTRY TIMING

SHAFIQUE MOR

TRAVEL TIME(mi

n)

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

VIDEO ANALYSIS (ALADDIN)

10:25-10:30 11:10-11:15 11:55-12:00 12:40-12:45 1:25-1:30 2:10-2:15 2:55-3:00 3:40-3:45 4:25-4:30 5:10-5:15 5:55-6:00 6:40-6:45 7:25-7:300

50

100

150

200

250

300

350

400

CARS BUSES/TRUCKS

BIKES RICKSHAW/QINCHI

TIME (min)

FLO

W (v

eh/5

min

)

VIDEO ANALYSIS (GULSHAN-E-IQBAL)

10:50-10:55

11:00-11:05

11:10-11:15

11:20-11:25

11:30-11:35

11:40-11:45

11:50-11:55

12:00 -12:05

12:10-12:15

12:20-12:25

12:30-12:35

12:40-12:45

12:50-12:55

1:00-1:05

1:10-1:15

1:20-1:25

1:30-1:35

1:40-1:45

1:50-1:55

2:00-2:05

2:10-2:15

2:20-2:25

2:30-2:35

2:40-2:45

2:50-2:55

3:00-3:05

3:10-3:15

3:20-3:25

3:30-3:35

3:40-3:45

3:50-3:55

4:00-4:05

4:10-4:15

4:20-4:25

4:30-4:35

4:40-4:45

4:50-4:55

5:00-5:05

5:10-5:15

5:20-5:25

5:30-5:35

5:40-5:45

5:50-5:55

6:00-6:05

6:10-6:15

6:20-6:25

6:30-6:350

50

100

150

200

250

300

350

400

CARSBUSES/TRUCKSBIKESRICKSHAW/QINCHI

TIME (min)

FLO

W (v

eh/5

min

)

VIDEO ANALYSIS (SHAFIQUE MOR)

11:25-11:30 12:05-12:10 12:45-12:50 1:25-1:30 2:05-2:10 2:45-2:50 3:25-3:30 4:05-4:10 4:45-4:50 5:25-5:30 6:05-6:10 6:45-6:50 7:25-7:300

50

100

150

200

250

300

350

400

450

CARS

BUSES/TRUCKS

BIKES

RICKSHAW/QINCHI

TIME (min)

FLO

W (v

e/5m

in)

OPERATIONAL CAPACITY

LOCATIONMAXIMUM FLOW

RATECAPACITY

(vehicle/hr/lane)CAPACITY (pcphpl)

Aladdin 661(veh/5min/3lane) 2644 1709Gulshan-e-

Iqbal 693(veh/5min/4lane) 2079 1308Shafique

Mor 619(veh/5min/3lane) 2476 1440

FLOW VARIATION (GULSHAN-E-IQBAL)

10:55-

11:00

11:05-

11:10

11:15-

11:20

11:25-

11:30

11:35-

11:40

11:45-

11:50

11:55-

12:00

12:05-

12:10

12:15-

12:20

12:25-

12:30

12:35-

12:40

12:45-

12:50

12:55

-1:00

1:05-1

:10

1:15-1

:20

1:25-1

:30

1:35-1

:40

1:45-1

:50

1:55-2

:00

2:05-2

:10

2:15-2

:20

2:25-2

:30

2:35-2

:40

2:45-2

:50

2:55-3

:00

3:05-3

:10

3:15-3

:20

3:25-3

:30

3:35-3

:40

3:45-3

:50

3:55-4

:00

4:05-4

:10

4:15-4

:20

4:25-4

:30

4:35-4

:40

4:45-4

:50

4:55-5

:00

5:05-5

:10

5:15-5

:20

5:25-5

:30

5:35-5

:40

5:45-5

:50

5:55-6

:00

6:05-6

:10

6:15-6

:20

6:25-6

:30

6:35-6

:400

200

400

600

800

1000

1200

1400

1600

1800

TIME (min)

PCU

/hr

FLOW VARIATION (ALADDIN)

10:30-10:35 11:20-11:25 12:10-12:15 1:00-1:05 1:50-1:55 2:40-2:45 3:30-3:35 4:20-4:25 5:10-5:15 6:00-6:05 6:50-6:55 7:40-7:450

200

400

600

800

1000

1200

1400

1600

1800

TIME (min)

PCU

/hr

FLOW VARIATION (SHAFIQUE MOR)

11:30-11:35 12:10-12:15 12:50-12:55 1:30-1:35 2:10-2:15 2:50-2:55 3:30-3:35 4:10-4:15 4:50-4:55 5:30-5:35 6:10-6:15 6:50-6:55 7:30-7:350

200

400

600

800

1000

1200

1400

1600

TIME (min)

PCU

/hr

DELAY VARIATION

1:20:00 2:32:00 3:44:00 4:56:00 6:08:000:00

0:14

0:28

0:43

0:57

1:12

1:26

TIME (hour:minute:second)

DE

LA

Y (m

inut

e:se

cond

)

FUNDAMENTAL DIAGRAM (GULSHAN-E-IQBAL)

150 200 250 300 350 400 450 500 550 600 6500

200

400

600

800

1000

1200

1400

DENSITY (vehicle/kilometer)

FLO

W (v

ehic

le/h

our)

FUNDAMENTAL DIAGRAM (ALADDIN)

0 50 100 150 200 250 300 350 400 450 5000

200

400

600

800

1000

1200

1400

1600

DENSITY(vehicle/kilometer)

FLO

W(v

ehic

le/h

our)

FUNDAMENTAL DIAGRAM (SHAFIQUE MOR)

0 50 100 150 200 250 300 350 4000

200

400

600

800

1000

1200

1400

DENSITY(vehicle/kilometer)

FLO

W(v

ehic

le/h

our)

IMPROVEMENT IN EXISTING U-TURN

• Locating the U-turn at far distance.• Alternation to Existing Infrastructure.• Controlling by means of Signalized Intersection.

DESIGNIG & ANALYSIS OF SIGNALIZED INTERSECTION

Cross Section Element (Practical Center to Maskan)

CROSS SECTION ELEMENT

LENGTH

Median width ---No of Lane in each

direction02

Lane Width 10 ft.Right of Way 100 ft.Flyover width 44 ft.

Cross Section Element (Fazil Mill to Nipa)CROSS SECTION

ELEMENTLENGTH

Median width 12 ft.No of Lane in each

direction04

Lane Width 12 ft.Right of Way 165 ft.

DESIGNIG & ANALYSIS OF SIGNALIZED INTERSECTION

• PHASE DIAGRAM

• CRITICAL LANE VOLUME

Phase I Phase II1022.2 pcphpl 927 pcphpl

DESIGNIG & ANALYSIS OF SIGNALIZED INTERSECTION

Cycle length 106 secondYellow Interval 2.5 secondAll-Red Interval 3 second

Lost Time Per Phase 5.5 secondEffective Green Time 95 second

Phase I Phase IIAllocating of Green Time 60 second 30 second

Uniform Delay 14.61 vehicle/second 29.31vehicle/secondIncremental Delay 0.93 vehicle/second 0.92 vehicle/secondInitial Queue Delay 0 0

Total Delay 15.42 vehicle/second 30.23 vehicle/second

COMPARISON OF IMPROVEMENT WITH 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.

RESULTS

• Operational Capacity was 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.

• The policy on 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

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.