TABLE OF CONTENTS

1.0 SPOT SPEED STUDY ........................................................................................................ 1

1.1 INTRODUCTION ................................................................................................................ 1
1.2 OBJECTIVES ....................................................................................................................... 2
1.3 FUNDAMENTAL THEORY ............................................................................................... 2
1.4 METHODOLOGY ............................................................................................................... 2
1.4.1 Equipment ...................................................................................................................... 4
1.4.2 Procedure ....................................................................................................................... 4
1.5 RESULT AND DATA ANALYSIS ..................................................................................... 6
2.0 TRAFFIC VOLUME STUDY ........................................................................................... 15
2.1 INTRODUCTION .............................................................................................................. 15
2.2 OBJECTIVES ..................................................................................................................... 15
2.3 FUNDAMENTAL THEORY ............................................................................................. 16
2.4 METHODOLOGY ......................................................................................................... 16
2.4.1 Equipment .................................................................................................................... 18
2.4.2 Procedure ..................................................................................................................... 18
2.5 RESULT AND DATA ANALYSIS ................................................................................... 21
3.0 DISCUSSION ......................................................................................................................... 32
4.0 CONCLUSION ....................................................................................................................... 33
5.0 OPEN-ENDED QUESTIONS ........................................................................................... 34
6.0 REFERENCES ....................................................................................................................... 39
7.0 APPENDIX ........................................................................................................................ 40

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 1.0 SPOT SPEED STUDY

1.1 INTRODUCTION

Spot speed and traffic volume measurements are crucial for comprehending and improving
the effectiveness of road networks in the dynamic field of transportation engineering. This lab
session covers in depth the essential principles and processes used in the measurement and analysis
of spot speed and traffic volume, two significant variables that determine the dynamics of vehicle
movement on highways. Spot speed, or a car's instantaneous speed at a specific place, is one of the
most important measures for evaluating the operational and safety aspects of a road section. With
a deep understanding of spot speed, transportation engineers can optimize traffic signal timings,
assess speed limit compliance, and identify risks to improve overall road safety and efficiency.
This lab will explore spot speed measurement using a variety of tools, including lidar, radar, and
video-based systems. It will also provide participants with hands-on experience collecting and
analyzing data.

Conversely, traffic volume shows how many cars travel through a certain location on a
route in each amount of time. Precise traffic volume estimation is essential for capacity analysis,
infrastructure planning, and transportation system design. Through this lab, participants will get
practical understanding of traffic volume measuring techniques, such as infrared sensors,
pneumatic tube counters, and loop detectors, allowing them to track and analyze vehicle flow on
road networks. Data on spot speed and traffic volume must be integrated to gain a comprehensive
understanding of traffic behavior. By combining several indications, transportation specialists may
evaluate the performance of roadways, identify traffic patterns, and implement measures to
increase overall transportation efficiency. This lab session's goal is to give participants the
knowledge and skills they need to advance transport systems and encourage more efficient,
sustainable, and secure road networks.

1
1.2 OBJECTIVES

1. To investigate the speed characteristics of various types of cars on Jalan Batu Pahat. This
includes gathering and analyzing data to determine how different vehicle types behave in
terms of speed over various route segments.

2. To analyse the complaints of high speeds in specific areas to see if the community or
authorities' concerns are valid.

1.3 FUNDAMENTAL THEORY

The time mean speed is the average of the vehicle's recorded spot speeds at various
intervals along the trip. A spot speed study involves collecting a sample of vehicle speeds from a
specified place to assess their distribution. Spot speed data can be used for a variety of safety
applications, including analyzing speed trends with systematic continuous speed studies,
evaluating speeding issues, establishing and evaluating the effectiveness of traffic control devices
or programmed, examining current traffic operation and control parameters such as speed limits,
speed zones, and no-passing zone limits, and establishing and evaluating roadway geometric
design. Vehicle speed percentiles are calculated using data from spot speed surveys and can help
determine whether to platoon cars or only allow unrestricted vehicles to go, among other speed-
related difficulties. In heavy traffic, it is not possible to obtain a radar measurement for each
automobile. The spot speed data is collected using both manual and automatic methods. Compared
to using a radar gun, the stopwatch method is the least expensive and least exact because it uses a
small sample size collected over a brief period of time. The most important prerequisite for any
improvement to traffic infrastructure is an analysis of speed characteristics.

1.4 METHODOLOGY

A spot speed study is a traffic engineering approach for determining vehicle speed
characteristics at a single area on a route. This research is critical for assessing traffic conditions,
designing road upgrades, and assuring safety. The approach for performing a spot speed study
usually includes the following steps:

2
1. Selection of Study Location:

Choose a representative part of the road to conduct the study on. The site should be long
enough to suit the vehicles' speeds and clear of any obstacles that may slow them down.

2. Data Collection:

Gather data on vehicle speeds using a variety of approaches, including:

 Manual Timing: Observers use stopwatches to timing cars as they pass two spots
separated by a known distance.
 Automatic Speed Detection Devices: These include radar guns, laser guns, and
automated traffic recorders, which may record vehicle speeds.
 Video Cameras: These cameras record vehicle motions and analyze the film to
compute speeds.

3. Sampling:

Determine the sample size and timeframe for data collection. The sample size should be
large enough to be statistically significant and reflective of the traffic in the area. The
timeframe should include multiple times of day and days of the week to reflect differences
in traffic patterns.

4. Data Analysis:

Compute the following speed characteristics using the gathered data:

 Average Speed: the arithmetic mean of all measured speeds.
 Space Mean Speed: The average speed of cars driving over a certain piece of route.
 Time Mean Speed: The average speed at which cars pass a specific spot on the
route.
 85th Percentile Speed: The speed at or below which 85% of all vehicles move.
This is commonly used to determine frequently used to assess the safe and
appropriate speed limit on a route.

3
5. Results Presentation:

Organize the data in a clear and intelligible way, such as tables or graphs. The presentation
should contain the computed speed parameters and any findings from the investigation.

6. Recommendations:

Based on the research findings, I provide recommendations for traffic management, such
as lowering speed limits, increasing signs, or introducing traffic calming strategies.

7. Report Preparation:

Create a detailed report outlining the study's objectives, methods, findings, and suggestions.
The report should be thorough enough to assist traffic engineers and decision-makers.

1.4.1 Equipment

1. Data table
2. Speed Gun App

1.4.2 Procedure

1. Preparation:
 Select the study location and ensure it meets the criteria for a spot speed study.
 Gather all necessary equipment and ensure it is calibrated and functioning correctly.

2. Data Collection Setup:

 Position observers or equipment at a safe location where they can clearly see
vehicles passing by.
 Mark the start and end points for manual timing if applicable.

3. Data Collection:
 Record the speed of each vehicle in the sample as it passes the study location.
 Note the time of day, weather conditions, and any other relevant factors.

4
4. Data Recording:
 Use data sheets or electronic devices to record the speeds and other information.
 Ensure that the data is recorded accurately and legibly.

5. Report Preparation:
 Compile the data and analysis into a report.
 Include recommendations for speed limits, traffic control measures, or road design
changes based on the study findings.

6. Validation and Review:

 Review the data and analysis for accuracy and completeness.
 Validate the findings with additional data if necessary.

7. Presentation of Results:
 Present the report to stakeholders, including traffic engineers, local authorities, and
the public.
 Be prepared to discuss the findings and recommendations.

8. Implementation of Recommendations:
 Work with relevant authorities to implement any recommended changes.
 Monitor the effectiveness of the changes after implementation.

5
1.5 RESULT AND DATA ANALYSIS
Location: Kilang Fujitsu (Ayer Hitam to Batu Pahat)
Date: 29 May 2024
Time: 5.00 pm
Speed Class Number of vehicles
(km/h) Vehicles class Total
I II III IV
40 – 44 1 2 1 0 4
45 – 49 3 2 2 0 7
50 – 54 4 5 5 2 16
55 – 59 6 8 7 4 25
60 – 64 7 10 9 6 32
65 – 69 9 12 8 5 34
70 – 74 8 8 6 6 28
75 – 79 5 9 6 3 23
80 – 84 1 5 3 1 10
85 – 89 0 2 1 0 3
90 – 94 0 1 0 0 1
Total 183

Note:-
Vehicle class I: Motorcycles
Vehicle class II: Cars
Vehicle class III: Vans and medium trucks
Vehicle class IV: Heavy trucks and buses

Speed Upper limit Midpoint Number of Percentage of Cumulative

Class (km/h) (km/h) observations total percentage
(km/h) observations
39.5
40 – 44 44.5 42 4 2.2 2.2
45 – 49 49.5 47 7 3.8 6.0
50 – 54 54.5 52 16 8.7 14.7
55 – 59 59.5 57 25 13.7 28.4
60 – 64 64.5 62 32 17.5 45.9
65 – 69 69.5 67 34 18.6 64.5
70 – 74 74.5 72 28 15.3 79.8
75 – 79 79.5 77 23 12.6 92.4
80 – 84 84.5 82 10 5.5 97.9
85 – 89 89.5 87 3 1.6 99.5
90 – 94 94.5 92 1 0.5 100
Total 183 100

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1) Frequency Histogram

20
% total of number observation

18
16
14
12
10
8
6
4
2
0
42 47 52 57 62 67 72 77 82 87 92
Speed (km/h)

2) Frequency Distribution Curve

20

18
Percentage of total observation

16

14

12

10

0
40 50 60 70 80 90 100
Midpoint
(km/h)

7
 3) Cumulative Frequency Distribution Curve

120

100
Cumulative Percentage

80

60

40

20

0
20 30 40 50 60 70 80 90 100
Upper limit

MEAN SPEED
∑𝑓𝑥
Mean speed = 𝑛

f = frequency of observation in the particular class

x = midpoint of each class
n = number of total observation

Speed Class Midpoint, X Number of fx

(km/h) (km/h) observations, f
40 – 44 42 4 168
45 – 49 47 7 329
50 – 54 52 16 832
55 – 59 57 25 1425
60 – 64 62 32 1984
65 – 69 67 34 2278
70 – 74 72 28 2016
75 – 79 77 23 1771
80 – 84 82 10 820
85 – 89 87 3 261
90 – 94 92 1 92
TOTAL 183 11976

11976
Therefore, the mean speed = 65.44 km/h
183

8
MEDIAN SPEED

𝑛
( )−fL
2
Median speed = L + [ ]×𝐶
𝑓𝑚

Where:
L = lower limit of the class in which the median lies
n = total number of observations
fL = cumulative number of observation up to the lower limit of the class in which the median lies
fm= number of observations in the class in which the median lies
C = speed interval of the group

Speed Class Lower limit Number of Cumulative number

(km/h) (km/h) observations of observations
40 – 44 39.5 4 4
45 – 49 44.5 7 11
50 – 54 49.5 16 27
55 – 59 54.5 25 52
60 – 64 59.5 32 84
65 – 69 64.5 34 118
70 – 74 69.5 28 146
75 – 79 74.5 23 169
80 – 84 79.5 10 179
85 – 89 84.5 3 182
90 – 94 89.5 1 183
TOTAL 183

𝑛
( )−fL
2
Therefore, Median speed = L + [ ]×𝐶
𝑓𝑚

183
( )−84
2
= 64.5 + [ ]×5
34

= 65.60 km/h

9
Alternatively, the median can be obtained from the cumulative frequency distribution curve:

120

100
Cumulative Percentage

80

60

40

20

0
20 30 40 50 60 70 80 90 100
Upper limit

PACE
Pace is the 10 km/h range in speed in which the highest number of observation was recorded

20
18
Percentage of total observation

16
14
12
10
8
6
4
2
0
40 50 60 70 80 90 100
Midpoint
(km/h)

10
 120

100
Cumulative Percentage

80

60
35 %
40

20

0
20 30 40 50 60 70 80 90 100
Upper limit

Therefore, the pace is 62.0 – 72.0 km/h and 35% of the vehicles are in the pace.

85TH PERCENTILE SPEED

The 85th percentile speed is the speed at or below which 85 percent of the motorists drive on a
given road unaffected by slower traffic or poor weather. This speed indicates the speed that most
motorists on the road consider safe and reasonable under ideal conditions. It is a good guideline
for the appropriate speed limit for that road.

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 120

100
Cumulative Percentage

80

60

40

20

0
20 30 40 50 60 70 80 90 100
Upper limit

The 85th percentile speed as obtained from the cumulative frequency distribution curve shown
below is 77 km/h.

STANDARD DEVIATION

The description of central tendency is not sufficient to define a distribution, therefore a measure
of dispersion or spread is required.

∑𝑓𝑥 2 (∑𝑓𝑥)2
Standard deviation = √ 𝑛 −1 − 𝑛(𝑛−1)

Where,
f = frequency of observations in the particular class
x = mid-point of each class
n = total number of observations = Σf

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 Speed Midpoint, Number of
2
Class X X observations, fx f(x2)
(km/h) (km/h) f

40 – 44 42 1764 4 168 7056

45 – 49 47 2209 7 329 15463
50 – 54 52 2704 16 832 43264
55 – 59 57 3249 25 1425 81225
60 – 64 62 3844 32 1984 123008
65 – 69 67 4489 34 2278 152626
70 – 74 72 5184 28 2016 145152
75 – 79 77 5929 23 1771 136367
80 – 84 82 6724 10 820 67240
85 – 89 87 7569 3 261 22707
90 – 94 92 8464 1 92 8464
TOTAL 183 11976 802572

802572 (11976)2
Standard deviation = √ 183 −1 − 183(183−1)

= 10.17 km/h

An estimate of Standard Deviation can be obtained by using this formula:

𝑃85−𝑃15 77−55
Estimated standard deviation = = = 11 km/h
2 2

120

100
Cumulative Percentage

80

60

40

20

0
20 30 40 50 60 70 80 90 100
Upper limit

13
Findings from this spot speed study:

Mean speed = 65.44 km/h

Median speed = 65.60 km/h

Pace = 62.0 - 72.0 km/h

Percentage of vehicles in pace = 35%

85th percentile speed = 77.0 km/h

Conclusion:

It can be concluded that speeding is a problem at this location and may have contributed to road
accidents which have occurred at this location.

This is supported by the results of the findings which show that mean, median, pace and 85th
percentile speeds have all exceeded the 60 km/h speed limit.

In addition, 35% of the drivers drive at speeds ranging between 62 – 72 km/h, and 85% of them
drive at 77.0 km/h.

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 2.0 TRAFFIC VOLUME STUDY

2.1 INTRODUCTION

Transportation planning is essential to the functioning of a civilization, region, or state. It

demonstrates the tight relationships between life studies, the range and locations of productive and
leisure activities, and goods and services. Allocating time is an additional element. It is included in
the capacity idea for intersections with signals. A traffic signal essentially splits the time between
competing traffic flows that use the same location. The physical unit of analysis for a signalized
intersection is the lane group.

By identifying peak hours, locations of congestion, and possible areas for improvement, this
study seeks to offer insightful information about the status of traffic volume. We intend to contribute
to the creation of strategic solutions that improve traffic efficiency, safety, and general accessibility
for the UTHM (University Tun Hussein Onn Malaysia) community by exploring the nuances of
vehicle movements. As we examine the study's findings, it becomes clear that creating a supportive
atmosphere for learning and cooperation on the UTHM campus requires a sophisticated grasp of
traffic dynamics.

In a junction approach, a lane group consists of one or more lanes. Fundamental results for
each lane group are displayed when the process described in this guide is followed. The capacity of
a lane group is indicated at intersections. The lane group capacity is the largest hourly rate at which
vehicles may reasonably be expected to pass through the intersection given the current state of the
road, traffic, and signalization. The measurement unit for capacity is cars per hour (sec/veh). The
level of service (LOS) at signalized intersections is expressed by the combination of traffic, incident,
control, and geometry delays.

2.2 OBJECTIVES
1) To determine the rate of traffic flow in a particular area which is in front of Kilang Fujitsu

2) To analyze the composition of traffic and vehicle speed.

3) To identify the capacity and level of service (LOS) of the Kilang Fujitsu signalized intersections.

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2.3 FUNDAMENTAL THEORY

The traffic volume is the number of cars or pedestrians who use a lane or carriageway at a specific
place over a set period. Traffic volume studies, also known as traffic counts, are often used to collect
basic traffic data, such as the quantity (volume), types, and directions of roadway vehicles and
pedestrian movements at a certain location. Vehicles per hour (VPH) are commonly used to indicate
separate volume counts taken over different time periods. The average daily traffic (ADT), peak hour
volume (PHV), average annual daily traffic (AADT), and vehicle miles travelled (VMT) are further
traffic volume parameters obtained. By recording volume patterns, critical flow intervals, and the
impact of large and slow cars, motorcycle riders, and pedestrians on the overall vehicle, one can
illustrate traffic flow. Depending on the required traffic volume statistics, counting can be done at
intervals ranging from five minutes to a year.

2.4 METHODOLOGY

A traffic volume survey, also known as a traffic count or traffic census, is a systematic method
for gathering information on the number and characteristics of traffic on a route. The process for
performing a traffic volume analysis generally includes the following steps:

1. Objective Determination:
 Define the study's aim, such as measuring traffic patterns, planning road upgrades, or
evaluating the effectiveness of traffic management techniques.

2. research Location Selection:

 Select the road segment or intersection where the research will be conducted. The site
should reflect average traffic conditions.

3. Equipment Preparation:
 Choose and prepare necessary equipment for the research, such as manual counting
boards, electronic data recorders, video cameras, or automatic traffic counters (e.g.
pneumatic tubes, magnetic loops, radar sensors).

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4. Data Collection Plan:
 Determine research duration (short-term or continuous), time of day, and days of week
for data collection to capture peak and off-peak traffic patterns.
 Determine the sample size (number of cars to count) depending on the required degree
of accuracy and traffic unpredictability.

5. Data Collection:
 Deploy equipment or staff to the research area.
 Count the number of vehicles that pass through the segment or intersection,
classifying them by type (e.g., passenger cars, buses, trucks) as necessary.
 Accurately record the data, either manually or with automated technology.

6. Data Recording:
 Use data sheets, electronic devices, or video recordings to record traffic numbers.
 Ensure that the data is captured in a way that allows for straightforward analysis.

7. Data Analysis:
 Enter data into a spreadsheet or program for analysis.
 Determine the average daily traffic (ADT), average annual daily traffic (AADT), and
other pertinent traffic volume data.
 Analyze the data to determine traffic patterns, peak hours, and potential problems.

8. Report Preparation:
 Combine data and analysis into a report.
 Make recommendations for traffic management, road design, or other actions based
on the study's findings.

9. Validation and Review:

 Check data and analysis for correctness and completeness.
 If required, use more data to validate the findings.

17
 10. Results Presentation:
 Share the report with stakeholders, such as traffic engineers, municipal government,
and the public.
 Prepare to discuss the results and recommendations.

11. Implementation of Recommendations:

 Collaborate with appropriate authorities to execute proposed improvements.
 After the modifications have been implemented, monitor their efficacy.
implementation of Recommendations:
 Collaborate with appropriate authorities to implement.

2.4.1 Equipment

1. Counter App
2. Physical form
3. Safety vest
4. Stopwatch

2.4.2 Procedure

1. Preparation:
 Define the objectives of the study (e.g., assessing traffic patterns, planning road
improvements).
 Select a representative study location that is typical of the road or intersection being
evaluated.
 Gather necessary equipment such as manual counters, automated traffic counters, or
video cameras.

2. Data Collection Setup:

 Position observers or equipment at a safe location with a clear view of the traffic flow.
 For automated counters, install and calibrate the equipment according to the
manufacturer's instructions.

18
  For manual counts, train observers on the counting procedure and vehicle
classification if necessary.

3. Data Collection:
 Record the volume of traffic during the predetermined time periods, which may
include peak and off-peak hours, weekdays, and weekends.
 Classify vehicles by type (e.g., passenger cars, buses, trucks) if the study requires it.
 Note any unusual events or conditions that may affect traffic flow, such as accidents,
roadwork, or inclement weather.

4. Data Recording:
 Use data sheets, electronic devices, or video recordings to document the traffic counts.
 Ensure that the data is recorded accurately and legibly.

5. Data Analysis:
 Input the data into a spreadsheet or statistical software for analysis.
 Calculate the average daily traffic (ADT), average annual daily traffic (AADT), and
other relevant traffic volume statistics.
 Analyze the data to identify traffic patterns, peak hours, and potential issues.

6. Data Analysis:
 Input the data into a spreadsheet or statistical software for analysis.
 Calculate the average daily traffic (ADT), average annual daily traffic (AADT), and
other relevant traffic volume statistics.
 Analyze the data to identify traffic patterns, peak hours, and potential issues.

7. Data Analysis:
 Input the data into a spreadsheet or statistical software for analysis.
 Calculate the average daily traffic (ADT), average annual daily traffic (AADT), and
other relevant traffic volume statistics.
 Analyze the data to identify traffic patterns, peak hours, and potential issues.

19
8. Presentation of Results:
 Present the report to stakeholders, including traffic engineers, local authorities, and
the public.
 Be prepared to discuss the findings and recommendations.

9. Implementation of Recommendations:
 Work with relevant authorities to implement any recommended changes.
 Monitor the effectiveness of the changes after implementation.

20
2.5 RESULT AND DATA ANALYSIS

Traffic Volume Data (Date: 30th May 2024)

Road & Direction: West Batu Pahat (Straight, right and left lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 65 288 7 14
5:00pm – 5:15pm 85 245 10 12
5:15pm – 5:30pm 88 288 2 5
5:30pm – 5:45pm 59 249 9 8
Total 297 1070 28 39

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 297 0.33 98.01
II : Cars 1070 1 1070
III : Vans & med trucks 28 1.75 49
IV : Heavy trucks & Buses 39 2.25 87.75
Total 1304.76

Road & Direction: West Batu Pahat (Left turn, left lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 4 9 0 3
5:00pm – 5:15pm 7 7 1 2
5:15pm – 5:30pm 0 10 1 0
5:30pm – 5:45pm 10 10 0 2
Total 21 36 2 7

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 21 0.33 6.93
II : Cars 36 1 36
III : Vans & med trucks 2 1.75 3.5
IV : Heavy trucks & Buses 7 2.25 15.75
Total 62.1

21
Road & Direction: North Jalan Padi Ria (Right turn, right lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 4 7 1 0
5:00pm – 5:15pm 14 16 6 1
5:15pm – 5:30pm 22 48 9 2
5:30pm – 5:45pm 50 85 16 3
Total 90 156 32 6

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 90 0.33 29.7
II : Cars 156 1 156
III : Vans & med trucks 32 1.75 56
IV : Heavy trucks & Buses 6 2.25 13.5
Total 255.2

Road & Direction: North Jalan Padi Ria (Left turn, left lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 5 8 0 1
5:00pm – 5:15pm 14 21 0 0
5:15pm – 5:30pm 9 24 1 2
5:30pm – 5:45pm 51 56 3 0
Total 79 109 4 3

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 79 0.33 26.07
II : Cars 109 1 109
III : Vans & med trucks 4 1.75 7
IV : Heavy trucks & Buses 3 2.25 6.75
Total 148.82

22
Road & Direction: East Ayer Hitam (Straight, 2 left lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 63 317 44 13
5:00pm – 5:15pm 55 304 54 12
5:15pm – 5:30pm 51 300 36 14
5:30pm – 5:45pm 63 229 33 12
Total 232 1150 167 51

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 232 0.33 76.56
II : Cars 1150 1 1150
III : Vans & med trucks 167 1.75 292.25
IV : Heavy trucks & Buses 51 2.25 114.75
Total 1633.56

Road & Direction: East Ayer Hitam (Right turn, right lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 0 2 0 1
5:00pm – 5:15pm 2 3 1 0
5:15pm – 5:30pm 0 5 2 0
5:30pm – 5:45pm 0 2 1 0
Total 2 12 4 1

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 2 0.33 0.66
II : Cars 12 1 12
III : Vans & med trucks 4 1.75 7
IV : Heavy trucks & Buses 1 2.25 2.25
Total 21.91

23
Road & Direction: East Ayer Hitam (U-turn, right lane)

Traffic Count
Time Vehicle Class
I II III IV
4:45pm – 5:00pm 2 0 0 0
5:00pm – 5:15pm 0 1 0 0
5:15pm – 5:30pm 1 0 0 0
5:30pm – 5:45pm 1 3 0 0
Total 4 4 0 0

Vehicle Class Traffic Volume p.c.u Factor p.c.u

(veh/hr)
I : Motorcycles 4 0.33 1.32
II : Cars 4 1 4
III : Vans & med trucks 0 1.75 0
IV : Heavy trucks & Buses 0 2.25 0
Total 5.32

24
Result and Data Analysis

Location: Fujitsu Intersection

Figure 2.5.1: Fujitsu Intersection

Table 2.5.1: Total of Passenger Car Unit (p.c.u).

From Approach Straight Right turn Left turn U-turn Total (p.c.u)
West 1304.76 - 62.10 - 1366.86
East 1633.56 21.91 - 5.32 1660.79
North - 255.20 148.82 - 404.02

Table 2.5.2: Correction factor for the effect of turning radius, Ft.

Correction Factor, Ft Description

0.85 For turning radius R < 10m
0.90 For turning radius where 10m < R < 15m
0.96 For turning radius where 15m < R < 30m

Determination of Saturates Flow, S.

West

1. Batu Pahat (Straight, right and left lane)

For W = 3.5m, S = 1885 pcu/hr

Fg = 1.00 for level grade

SW = 1837.5 × 1.0 = 1885 pcu/hr

25
2. Batu Pahat (Left turn, left lane)
For W = 3.5m, S = 1885 pcu/hr

Fg = 1.00 for level grade

Fl = 1.00

Adjusted SWL = 1885 × 1.0 × 1.0 = 1885 pcu/hr

East

1. Ayer Hitam (Straight, 2 left lane) For

W = 7m, S = 525 × 7 = 3675 pcu/hr

Fg = 1.00 for level grade

Adjusted SEL = 3675 × 1.0 = 3675 pcu/hr

2. Ayer Hitam (Right and U-turn, right lane)

For W = 3.5m, S = 1885 pcu/hr

Fg = 1.00 for level grade

For 12m turning radius, Ft = 0.90 for R<10m (Table 2.5.2)

Adjusted SER = 1885 × 1.0 × 0.90 = 1696.50 pcu/hr

North

1. Jalan Padi Ria (Right and left turn)

For W = 3.5m, S = 1885 pcu/hr

Fg = 1.00 for level grade

For 12m turning radius, Ft = 0.90 for R<10m (Table 2.5.2)

Adjusted SNR = 1885 × 1.0 × 0.90 = 1696.5 pcu/hr

26
Consider the following 3-phase traffic signal:

Phase I:

Phase II:

Phase III:

27
Determination of Y value.

Table 2.5.3: Table of determination of Y value.

Phase I II III
Moment Identification N WL WR EL ER
q (pcu/hr) 404.02 808.68 558.26 1633.56 27.23
S (pcu/hr) 1696.5 1885 1885 3675 1696.5
𝑞
y = ⁄𝑠 0.2381 0.4290 0.2962 0.4445 0.0161
Y 0.2381 0.4445 0.0161

∑Y = 0.2381 + 0.4445 + 0.0161 = 0.6987

Since ∑Y < 0.85, we can proceed with the timing calculation.

Determination of lost time per cycle, L

Assume
 Amber time, a = 3 seconds
 All red interval, R = 2 seconds
 Driver reaction time, l = 2 seconds
Therefore, intergreen time, I = a + R
=3+2
= 5 seconds

Total lost time, L = S (I – a) + S.l

= 3 (5 – 3) + 3(2)
= 12 seconds

Determination of Optimum Cycle Time, Co

1.5L+5
Optimum cycle time, Co = 1−𝑌
1.5(12)+5
= 1−0.6987

= 76.34 seconds
Design Co can be between 75% to 150% of the calculated Co
For simplicity, take design Co = 110 seconds as it recorded on the site.
28
Determination of signal settings.

Total effective green time = Co – L

= 110 – 12

= 98 seconds

𝑌(𝐶𝑜−𝐿)
Effective green time, g = ∑𝑌

0.2381(98)
gf1 = = 33 second
0.6987

0.4445(98)
gf2 = = 62 second
0.6987

0.0161(98)
gf3 = = 2 second
0.6987

Actual green time, G = g + l + R

Gf1 = 33 + 2 + 2 = 37 seconds

Gf2 = 62 + 2 + 2 = 66 seconds

Gf3 = 3 + 2 + 2 = 7 seconds

Controller setting time, K = G – a – R

Kf1 = 37 – 3 – 2 = 32 seconds

Kf2 = 66 –3 – 2 = 61 seconds
Kf3 = 7 – 3 – 2 = 2 seconds

29
Timing Schedule

Phase 1:
0 32 35 110
G A R

Phase 2:
0 37 98 101 110
R G A R

Phase 3:
0 103 105 108 110
R G A R

Level of Service

LOS is determined by the delays and by referring to LOS table for signalized intersection.
9 𝐶𝑜 (1− 𝜆)2 𝑥2
Delay, D = [ +2𝑞𝑠 (1−𝑥)]
10 2 (1− 𝜆𝑥)
ASszM

Table 2.5.4: Level of Service (LOS)

LEVEL OF SERVICE STOPPED DELAY FOR VEHICLE

A < 5.0
B 5.1 to 15.0
C 15.1 to 25.0
D 25.1 to 40.0
E 40.1 to 60.0
F > 60.0

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 Table 2.5.5: Determination of LOS based on phase

Phase I II III
Movement N WL WR EL ER
Co (sec) 110 110 110
g (sec) 33 62 3
λ = g/Co 0.3000 0.5636 0.0273
S (pcu/hr) 1696.5 1885 1885 3675 1696.5
q (pcu/hr) 404.02 808.68 558.26 1633.56 27.23
qs (pcu/s) 0.1122 0.2246 0.1551 0.4538 0.0076
x = q / λs 0.7938 0.7612 0.5255 0.7887 0.5879
Co (1- λ)2 53.9000 20.9489 20.9489 20.9489 104.08
2(1- λx) 1.1609 1.1420 1.4077 1.1110 1.9679

x2 0.6301 0.5794 0.2762 0.6220 0.3456

2qs (1-x) 0.0463 0.1073 0.1472 0.1918 0.0063
d (sec) 60.0386 23.7439 16.7580 22.1259 107.75
LOS E C C C F

31
3.0 DISCUSSION

The traffic volume data collected on May 30, 2024, at intersections in Batu Pahat and Ayer
Hitam provides valuable insights into how vehicles move through these areas. The data shows that
the West Batu Pahat straight lanes are the busiest, with a total of 1304.76 passenger car units (p.c.u),
mostly made up of cars (1070 p.c.u). In contrast, the East Ayer Hitam U-turn lane is the least busy,
with only 5.32 p.c.u. To ensure accurate measurements, adjustments for factors like turning radius
and lane width were made, which are crucial for setting the best traffic signal timings. The analysis
calculated the optimal cycle time for traffic signals to be around 110 seconds, and determined the
green light duration needed for different traffic phases. The Level of Service (LOS) assessment
rates the efficiency and congestion levels from A to F, showing how well each intersection is
performing. This detailed traffic study helps us understand current traffic patterns and points out
where improvements can be made to better manage traffic flow at these intersections.

On May 29, 2024, a spot speed study was carried out at Kilang Fujitsu, between Ayer Hitam and
Batu Pahat, providing insightful details about how fast vehicles are traveling in the area. The
findings show that the average speed of vehicles is 65.44 km/h, and the median speed is 65.60
km/h—both above the 60 km/h speed limit. Interestingly, most vehicles (35%) fall into a speed
range of 62.0 - 72.0 km/h. Additionally, the study reveals that 85% of the vehicles are driving at
or below 77 km/h, known as the 85th percentile speed. These results highlight a significant
speeding issue in this area, suggesting that many drivers are not adhering to the speed limit, which
could be contributing to road accidents.

32
4.0 CONCLUSION

In summary, the traffic volume and spot speed analysis shed light on the dynamics of
vehicle movement in the area under investigation. We were able to identify potential areas of
concern, such as excessive speeding or congestion, by conducting a thorough analysis of spot
speeds, which provided us with a better picture of the current travel speeds. This information is
critical for improving traffic flow and safety on roads. Simultaneously, research of traffic volumes
indicated patterns in vehicle dispersion over time. This data can be used to evaluate the
intersection's capacity, allowing decision-makers to make informed decisions about potential
infrastructure enhancements. Identifying peak traffic hours and understanding variations in volume
contribute to the development of effective traffic management strategies.

Spot speed and traffic volume data integration enables a full assessment of signalised
crossroads, allowing transportation authorities to implement targeted adjustments for greater
effectiveness and safety. The findings of this study can be utilised to improve signal timing, add
more traffic control devices, or change geometric elements to account for the observed trends.

Overall, this study is a valuable resource for legislators, traffic engineers, and urban
planners seeking to make evidence-based decisions that would improve the overall functionality
and safety of signalised intersections. We assist the construction of a sustainable and efficient
transport network by implementing tailored solutions based on spot speed and traffic volume
analysis, thereby addressing community needs.

33
5.0 OPEN-ENDED QUESTIONS

1. In your opinion, list and elaborate the FOUR (4) factors that affect the data collection.

The factors affecting data collection can vary depending on the context and field of study.
However, four common factors that often impact data collection include:

1. Sampling Methods
 The process of choosing the sample from the population has a big influence on how
data are collected. Inaccurate conclusions may result from biased data gathered
through non-representative sampling techniques. There are benefits and drawbacks
to each type of sampling strategy, including stratified sampling, convenience
sampling, and random sampling. Selecting the right approach is essential to
guaranteeing the accuracy and consistency of the data.

2. Data Collections Instruments

 The equipment and tools utilized to acquire the data are essential in assessing the
data's quality. This covers electronic gadgets, checklists for observations, surveys,
and questionnaires. Inaccurate or insufficient data can result from instruments with
poor design. To collect high-quality data, it is imperative to make sure that this
equipment is thoroughly validated, and reliability tested.

3. Environmental Factors
 The settings and circumstances outside of the data collecting can affect it. For
example, location, time of day, and weather can all impact traffic volume and flow
while collecting traffic statistics. Similarly, while gathering survey data,
respondents' answers may differ depending on whether they complete the
questionnaire online or in person. Accurate data collecting depends on controlling
these variables, or at least considering them in the study.

34
 4. Human Factors
 Human participation adds unpredictability and possible biases to the process of
gathering data. This covers the following: participant comprehension of the
activities or questions, respondent honesty, and interviewer bias. Reducing the
influence of human factors on data quality requires employing strategies to
minimize bias (e.g., anonymous surveys), training data collectors, and clearly
defined instructions.

2. Briefly explain the function of pace, standard deviation of speed and 85th percentile speed.

 Pace:
Function: Traffic management.
Identifying the pace helps in managing traffic better. For example, if the pace is lower than
expected, it might suggest congestion or road design issues that need to be addressed.

 Standard deviation:
Function: Analyzing traffic flow efficiency
Standard deviation provides insights into traffic flow efficiency. Lower speed variation
typically indicates smoother traffic flow, while higher variation can point to potential issues
such as congestion, poor road design, or inadequate traffic control measures.

 85th percentile speed:

Function: Setting speed limits
Used as a guideline for setting speed limits that are considered safe and reasonable by the
majority of drivers.

35
3. Based on your findings, justify whether the posted speed limit is suitable for the location.
The Batu Pahat-Ayer Hitam Road, also known as Federal Route 50 (FT 050), connects two
major towns in Johor, Batu Pahat and Ayer Hitam. This route, built primarily in accordance with
the JKR R5 road standard, is critical to regional traffic and connectivity. Despite its prominence,
the maximum speed limit for this highway is 60 km/h.

The choice to implement this speed limit was driven by the rural and educational nature of
the surroundings. Given that the region includes villages and educational institutions, a lower
speed limit is intended to improve safety for both residents and commuters. The speed limit is not
set arbitrarily; it is based on a spot speed study that takes into account road conditions and nearby
demographics.

However, the analysis found that the mean, mode, tempo, and 85th percentile speeds
measured on this route exceeded the stated restriction of 60 km/h. This study indicates a possible
difference between the advertised speed limit and the actual speeds observed, necessitating
additional investigation and potential revisions to guarantee the safety and well-being of road users
in this specific region.

4, If the spot speed analysis shows majority driver are over speeding. Suggest THREE (3)
methods to control the speeding in the area.
1. Enhance Enforcement:
It plays a crucial role. This can involve setting up community speed watch programmers
where locals assist in reporting speeding events, increasing police presence to monitor and
enforce speed limits, and using automated speed cameras to record and fine speeding
vehicles.

2. Traffic Calming Measures:

Drivers may physically be forced to slow down by it. These could include putting in speed
bumps and humps, adding lane narrowing and chicanes to the design of the road, and
building elevated pedestrian crossings that serve as speed control sites.

36
 3. Public Awareness Campaigns:
It can educate and remind drivers about the importance of adhering to speed limits. This
can be achieved through dynamic speed display signs, comprehensive educational
campaigns using various media platforms, and collaborating with schools and community
groups to promote safe driving habits through workshops and events.

5. Briefly explain THREE (3) factors that affect the Level of Service (LOS) of signalized
intersections.

1. Signal timing and coordination:

Synchronized signals or cycle lengths can lead to ineffective traffic flow, resulting in
delays and decreased junction capacity. Signalized junctions can improve overall
performance by adjusting cycle lengths and timings based on traffic patterns, resulting in
less congestion and greater line of sight.

2. Traffic volume:
High traffic volumes, particularly during peak hours, can cause congestion and delays,
leading in reduced LOS. Queues can form at intersections when demand exceeds capacity,
leading to delays and jams. Traffic lights must be efficiently timed and synchronized to
accommodate variable traffic loads while maintaining an acceptable follow-on distance.

3. Intersection design and geometry:

The number of lanes, turn lanes, lane lengths, and pedestrian phases all impact the
intersection's capacity and functionality. Well-designed crossings with adequate room for
turning automobiles and pedestrian-friendly aspects result in higher LOS. Poorly built
crossings may cause bottlenecks and conflicts, reducing LOS.

37
6. As a traffic engineer, explain THREE (3) actions that can be suggested to improve the
LOS of signalized intersection.

1. Optimize Signal Timing

Ensure the traffic signals at the intersection are well-coordinated to match traffic flow.
Adjust the signal cycles, green times, and phase sequences to handle busy periods and keep
traffic moving smoothly. Use adaptive signal control systems that adjust timings in real-
time based on current traffic conditions. Regularly review and tweak the signal timings
using traffic data to maintain optimal performance.

1. Implement Exclusive Turn Lanes

Improve turning efficiency by adding exclusive turn lanes at the intersection. Separate
spaces for left turns, right turns, and dual left-turn lanes increase capacity and reduce delays.
These dedicated lanes lower the risk of accidents and rear-end collisions, enhancing safety
for both vehicles and pedestrians.

2. Enhance Intersection Geometry and Design

Assess the intersection's design to find ways to reduce congestion and improve turning.
Consider adding extra lanes, widening lanes, or changing lane patterns. Enhance efficiency
with features like offset left-turn lanes or channelization islands. Include pedestrian-
friendly elements like refuge islands, pedestrian signals, and crosswalk

38
6.0 REFERENCES

Board, T. R. (2016). Highway Capacity Manual 6th Edition: A Guide for Multimodal Mobility
Analysis. In nap.nationalacademies.org. https://nap.nationalacademies.org/read/24798/

Engineers), I. (Institute of T., Wolshon, B., & Pande, A. (2016). Traffic Engineering Handbook.
In Google Books. John Wiley & Sons. https://books.google.com.my/books?id=gGe-
CgAAQBAJ&printsec=frontcover&source=gbs_ge_summary_r&cad=0#v=onepage&q&
f=false

Khan, J. A., & Tarry, S. R. (2018). Speed spot study by comparing time mean speed and space
mean speed: A case study. International Journal of Advanced Science and Research, 3(1),
97–102. http://www.allsciencejournal.com/archives/2018/vol3/issue1/3-1-59

Lingras, P., Sharma, S. C., Osborne, P., & Kalyar, I. (2000). Traffic Volume Time‐Series
Analysis according to the type of road use. Computer-Aided Civil and Infrastructure
Engineering, 15(5), 365–373. https://doi.org/10.1111/0885-9507.00200

Ogawa, T., Fisher, E., & Oppenlander, J. C. (1962). Driver behavior study-influence of speed
limits on spot speed characteristics in a series of contiguous rural and urban areas.
Highway Research Board Bulletin, 341(341), 18–29. https://trid.trb.org/view/120639

Satterthwaite, S. P. (1984). A survey of research into relationships between traffic accidents and
traffic volumes. Journal of Safety Research, 15(1), 44–45.
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7.0 APPENDIX

40