Traffic Study for Kahtan Sq.

7/30/2019 Traffic Study for Kahtan Sq.

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Republic of Iraq

Amanat Baghdad

Design Department

Traffic Study for Kahtan Square

Prepared by:

Al SADEEM for Design and Engineering Consultancy

Aug.2005

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:quareTraffic Study for Kahtan S

:Introduction

Kahtan square is located on the principle arterial street type (TSO1) that

represents one of the significant roads in Baghdad for the following

reasons:

1. This arterial street connects between Baghdad centre with the west

and south parts of Iraq. Therefore, this path forms one of the main

roads towards Baghdad city and represent by Baghdad-Hilla street.

2. The road where kahtan square located represents the main road thatconnects a significant districts e.g. Al-Baya'a districts, which is,

occupy a large zone from Baghdad area.

3. Kahtan square located closely to Al-Qadisyah expressway.

The previous mentioned factors, in addition to other factors such as; the

closely location of Al-Mustansiriyah university/medical college and Al-

Yarmok hospital to kahtan square produce the existing high traffic

volume and, high congestion due to the limited flow capacity as compare

with the existing traffic volume.

The existing geometric design at kahtan square, which represented by

unsignalized round-about, is not sufficient to operate within the required

capacity. This can be obvious if compare the LOS of kahtan square with

its recommended value in the international standard.

The existing situation to control the traffic movement at kahtan square is

carry out through the control of police men, where there is not less than

three to four police men at this square to arrange the traffic movement at

the PHV. This process reflects the highest traffic volume at the square. As

previously mentioned, the existing location of Al-Yarmok hospital has a

badly effect on the traffic movement in addition of the existing on street

parking which result a noticed decrease in the flow capacity. Also the

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closely location of the railroad to kahtan square (about 250 m) results

a bad effect on the efficiency of the flow capacity.

:of the studysObjective

The main objectives of the present traffic study are:

1. The calculation of the existing LOS at kahtan square.

2. Preparation of the best geometric design at kahtan square to

achieve a suitable LOS at the present time and during the design

period of the project.

:reaStudy A

Due to the specialist location of kahtan square on the main arterial road

class TSO1, the present study includes kahtan square and its approaches.

Figure (1) shows the location of kahtan square and its boundary.

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Figure (1): Satellite Image of Kahtan Square

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:urveysTraffic S

a. Traffic volume:

The traffic account is carry out at kahtan square from (7:00 am to 7:00

pm) during the workday of the week from (July 17/2005 to July 28/2005)

and the highest recording traffic volume in each direction is recorded to

be used in the analysis of the present study.

The vehicles are classified into two types:

1. Small vehicles: any vehicles move on four wheels includes the PC.

2. Large vehicles: any vehicles move on more than four wheels.

The international specification concerning the traffic engineering and the

geometrical design should be consider the future forecasting of the

growth in the traffic. In addition, the DHV that could be used in the

analysis is the highest 30th hourly volume during the year, but regarding

the limited available period to prepare the study, it has proposed to carry

out the traffic amount during five-work day from Sunday to Wednesday

and select the highest traffic volume.

Table (1) appears the highest account traffic volume in each direction for

every (15 min.) from (7:00 am to 7:00 pm). While Figure (2) presents all

the movement those mentioned in Table (1).

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Table (1) Traffic volume at Kahtan square from 7:00 a.m to 7:00 p.m

mov. 1 mov. 2 mov. 3 mov. 4 mov.5 mov. 6 mov. 7 mov. 8

7:00-7:15 a.m 56 147 275 13 550 9 40 14

7:15-7:30 77 172 301 15 624 11 51 18

7:30-7:45 89 198 322 21 712 17 62 16

7:45-8:00 121 235 397 24 845 23 64 218:00-8:15 117 243 415 25 875 21 76 31

8:15-8:30 113 230 435 20 852 17 70 23

8:30-8:45 129 235 477 22 922 14 81 21

8:45-9:00 127 215 487 29 898 12 68 17

9:00-9:15 138 251 389 32 813 20 70 11

9:15-9:30 129 240 401 31 745 19 59 13

9:30-9:45 113 245 375 28 755 17 61 13

9:45-10:00 99 255 369 23 749 14 49 16

10:00-10:15 96 239 433 21 732 15 42 17

10:15-10:30 91 241 421 17 753 9 51 11

10:30-10:45 98 207 435 19 735 14 62 17

10:45-11:00 89 191 429 21 717 18 52 15

11:00-11:15 102 189 388 25 868 13 59 18

11:15-11:30 95 208 412 20 792 17 49 20

11:30-11:45 107 184 425 23 779 9 59 16

11:45-12:00 99 188 407 19 860 14 61 19

12:00 -12:15 89 169 445 18 625 10 60 12

12:15-12:30 96 174 440 22 633 14 51 16

12:30-12:45 104 164 556 17 578 12 43 16

12:45-1:00 85 155 492 21 538 9 49 13

1:00-1:15 94 180 517 22 635 16 17 141:15-1:30 82 174 492 27 629 15 59 12

1:30-1:45 92 169 572 19 662 9 42 13

1:45-2:00 85 184 544 28 650 14 54 14

2:00-2:15 82 179 612 23 714 17 39 10

2:15-2:30 79 192 584 27 692 11 47 14

2:30-2:45 74 177 562 18 676 19 49 15

2:45-3:00 77 165 507 25 632 20 42 13

3:00 -3:15 62 194 449 18 621 15 36 12

3:15-3:30 65 182 427 26 665 26 39 10

3:30-3:45 70 167 459 16 594 13 41 11

3:45-4:00 68 154 417 21 572 15 42 13

4:00 -4:15 59 159 382 14 517 17 30 11

4:15-4:30 58 166 364 22 506 19 39 9

4:30-4:45 66 148 355 17 482 16 41 12

4:45-5:00 58 146 323 19 475 11 33 11

5:00 -5:15 64 140 312 23 479 7 41 14

5:15-5:30 60 152 321 29 443 11 38 11

5:30-5:45 69 145 334 20 450 9 49 12

5:45-6:00 71 138 317 26 436 8 51 14

6:00 -6:15 77 149 341 32 438 12 49 11

6:15-6:30 69 162 328 29 465 10 45 13

6:30-6:45 74 159 319 24 476 8 39 8

6:45-7:00 pm 78 170 301 28 459 15 42 17

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Saturation Flow:

For the purposes of the preparation of technical data that required for the

theoretical calculation, the saturation flow for each lane consider to be

one of the significant and sensitive factor in this study, due to its direct

effect on the average delay at the intersection which represent the main

indication to determine the LOS at the intersection.

Webster's method is followed to calculate the lane saturation flow in each

direction. Table (2) presents the average saturation flow at kahtan square.

Table (2): Actual saturation flow at kahtan square

Direction Saturation flow (pc/hr/lane)

Arrival from Al-Baya'a 1600

Arrival from Al-Yarmok hospital 1550

Arrival from 4thstreet (Yarmok) 1500

Arrival from the service road (express way) 1550

Geometrical Data:

The existing geometric design, numbers of lane and lane width are

represents significant international factors for the preparation of any

intersection traffic study. Therefore, any submitted proposal should be

match with the existing geometrical shape and the available area closelyto the specific location.

Figure (3) presents the existing geometrical design and the numbers of

lanes at kahtan square.

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Existing Average Delay at Kahtan Square:

The existing LOS at kahtan square found to be very low, where the traffic

volume is too high as compare with the actual flow capacity. The degree

of saturation at kahtan square found to be more than (1.05) and according

to the international specification the rate of increase in delay will be high

due to the fact that relation ship between the degree of saturation and the

average delay is nonlinear.

The existing traffic movement at kahtan square is arranged by police men

at the peak hour volume. Accordingly, it's operate closely like the case of

vehicle actuated which is controlled by traffic signals. The existing

congestion level at kahtan square is too high especially during the peak

hour volume. Therefore, it is too difficult to calculate the average delay

by using of any recommended method e.i. the (HCM) method required

the following information to calculate the average delay:

1. The arrival time for each vehicle.

2. The departure time for each vehicle.

3. The difference between the arrival and departure time (for each

vehicle).

The calculation of the above mentioned information is impossible

because the queue of vehicles is too long. In general if the degree of

saturation more than (90%), it is difficult to calculate the average delay

at the site directly.

Accordingly, the calculation of average delay for a random sample of

vehicles in each direction during PHV is proposed to be followed.

Table (3) presents the actual average delay at kahtan square. It is

appear that the LOS for the both main directions (arrival from

Al-Baya'a and from Al-Yarmok hospital) is LOS (F).

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Table (3): Actual average delay at kahtan square

DirectionAverage delay

(sec/veh)

No. of

Trials

Arrival from Al-Baya'a 315 15

Arrival from Al-Yarmok hospital 210 15

Arrival from 4thstreet (Yarmok) 35 15

Arrival from the service road (express way) 45 15

Analysis and Results,Peak Hour Volume (PHV):

The traffic account every 15 min. is carried out from 7:00 am to

7:00 pm as shown in Figure (4). The PHV is found to be between (8.0 to

9.0 a.m) as shown in Figure (5) , where the number of vehicles accounted

to be equal to 7500 veh./hr and distributed as per the following

composition;3800 veh./hr (Arrival from Al-Baya'a)

1900 veh./hr (Arrival from Al-Yarmok hospital.)

1400 veh./hr (Arrival from the 4th street-Al Yarmok )

400 veh./hr (Arrival from Al-Qadisya street)

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0

500

1000

1500

2000

2500

7-7:

15a.m

7:30

-7:45

8-8:15

8:30

-8:45

9-9:15

9:30

-9:45

10:00-10:15

10:30-10:45

11:00-11:15

11:30-11:45

12:00-12:15

12:30-12:45

1:00

-1:15

1:30

-1:45

2:00

-2:15

2:30

-2:45

3:00

-3:15

3:30

-3:45

4:00

-4:15

4:30

-4:45

5:00

-5:15

5:30

-5:45

6:00

-6:15

6:30

-6:45

Time (15 min)

TrafficVolume

(pc/h)

Figure (4) Variation of traffic volume during the daily hours

at Kahtan square.

5540

65426308

6534

5726

61666383

5520

45854294 4447

7517

0

1000

2000

3000

4000

5000

6000

7000

8000

7:00-8:00

am

8:00-9:00 9:00-10:00 10:00-11:00 11:00-12:00 12:00-1:00

pm

1:00-2:00 2:00-3:00 3:00-4:00 4:00-5:00 5:00-6:00 6:00-7:00

pm

Time (hour)

TrafficVolume(pc/h)

Figure (5) Distribution of traffic volume during the PHV

at Kahtan square.

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Calculation of the PHF (Peak Hour Factor):

Depending on the traffic volume data, the PHF is calculated in each

direction, .Table (4) presents the results during the PHV.

Table (4): PHF Values at Kahtan Square

Direction PHF

Arrival from AL-Baya'a 0.96

Arrival from Al-Yarmok Hospital 0.93

Arrival from the 4th street Al-Yarmok 0.95

Arrival from Al-Qadisiyah street 0.91

Design Alternatives

Proposal NO.1- (signalized 4-leg intersection)

This alternative include the replacement of the existing roundabout

by a signalized 4-leg intersection with providing the higher possible

number of lane in each direction and occupying the available area as

presented in Figure (6).

The analysis of this alternative appears that Kahtan intersection

will be operating at (LOS F). The LOS's results of this proposal arepresented in Table (5), and the detail of calculation is presented in

Appendix (A). Table (6) shows the values of the factors affecting

performance at Kahtan square. While the analysis of the data for the

target year (After 20 year) appear that the LOS is too low as obvious in

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Table (7).Table (8) shows the values of the factor affecting performance

on the target year and the details calculation can be seen in Appendix (B).

Table (5): LOS's Results of proposal NO.1 at the Base year.

Direction Degree of

saturationAverage delay LOS

Arrival from AL-Baya'a 1.04 141.3 F

Arrival from Al-Yarmok

Hospital1.03 165.2 F

Arrival from the 4th street

Al-Yarmok0.95 164 F

Arrival from Al-

Qadisiyah street0.43 53.8 E

Table (6 ) -: Factors affecting performance of Kahtan square (proposal

NO.1) for the Base year

Factor Value

Average delay 147.5 (sec./veh)

Stop rate 1.7

Performance index 785.85

Total delay 247.56

Practical spare Capacity -14%

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Table (7) LOS's at Kahtan square for the target year.

Direction Degree of


Arrival from AL-

Baya'a1.76 1405.0 F

Arrival from Al-

Yarmok Hospital1.8 1501.3 F

Arrival from the 4th

street Al-Yarmok1.54 1091.7 F

Arrival from Al-Qadisiyah street

.619 53.2 E

Table (8): Factors affecting performance at Kahtan square (proposal

NO.1) for the target year

Factor Value

Average delay 1365.1 (sec./veh)

Stop rate 6.57


Total delay 4124

Practical spare Capacity -50%

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:2.Proposal NoAny alternative (proposal) include the improvement of geometric design

at kahtan square will not lead to enhance the traffic movement due the

high difference between actual traffic volume and a flow capacity.

Therefore, the unique engineering solution is to execute the fly over on

the main path of traffic movement (from Al-Yarmok hospital-Through

kahtan square-toward Al-Baya'a) as shown in Figure (7). Accordingly and

through out the calculated traffic volume during the PHV, the expected

traffic volume on the proposal fly over is as follows:

Arrival from Al-Baya'a towards Al-Yarmok hospital (1550 pc/hr). Arrival Al-Yarmok hospital towards Al-Baya'a (1500 pc/hr). .

From the expected traffic that will use the proposed flyover, the required

number of lanes can be estimated as per the U.S specification.

Arrival from Al-Baya'a to Al-Yarmok Hospital:

Base Year:LOS = C.

Speed = 50 MPH.

(V/C) = 0.67.

SF = 1550 pc/hr.

CJ = 2000 pc/hr.

fw = 0.83.

fp = 1.0.

fHv = 1.0.

N = {1550 / (2000*0.67*0.83*1.0*1.0)} = 1.39 lane say two lanes.

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Target year:

LOS = D.

(V/C) = 0.8.

CJ = 2000 pc/hr.

N = {2790/ (2000*0.8*0.83*1.0*1.0)} = 2.1 lane say 2 lanes.

Therefore, use two lanes.

Arrival from Al-Yarmok Hospital to Al-Baya'a:

Base Year:

LOS = C.

Speed = 50 MPH.

(V/C) = 0.67.

SF = 1500 pc/hr.

CJ = 1900 pc/hr.

fw = 0.83.

fp = 1.0.

fHv = 1.0.

N = {1500/(2000*0.67*0.83*1.0*1.0)} = 1.34 lane say 2 lanes.

Target year:

LOS = D.

Speed = 50 MPH.

(V/C) = 0.8.

SF = 2700 pc/hr.

CJ = 1900 pc/hr.

fw = 0.83.

fp = 1.0.

fHv = 1.0.

N = {2700/ (2000*0.8*0.83*1.0*1.0)} = 2.03lane say two lanes.

Therefore, use two lanes.

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From the analysis results to determine the required number of lanes it is

concluded that, the required number of lanes for overpass will be as

follows:

Direction Required no. of lanes

Arrival from Al-Baya'a to Al-Yarmok Hospital 2

Arrival from Al-Yarmok Hospital to Al-Baya'a 2

According the analysis results for the fly over, the congestion at the at-

grade intersection is checked and the results are present as follows:

a. At base year:

The proposed design for the at-grade intersection at kahtan square

is to execute the signalized roundabout as shown in Figure (8), where

the traffic analysis for this proposal results the (LOS C) at the base

year as shown in Table (9).While Table (10) presents the factors

affecting on the LOS results at the intersection. Appendix C presents

the details of the analysis results.

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Table (9) LOS at Kahtan square for the base year.

Direction Degree of


Arrival from AL-

Baya'a0.51 8.4 B

Arrival from Al-

Qadisiyah street0.28 20.9 C

Arrival from Al-

Yarmok Hospital0.12 6.6 B


street Al-Yarmok0.51 21.7 C

Table (10): Significant factors affecting LOS's at kahtan square.

Factor Value

Average delay 11.4 (sec/veh)

Stop rate 0.63


Total delay 8.72

Practical spare Capacity 75%

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b. Target year:

The expected traffic volume at kahtan square on the target year is

presented in Figure (9), knowing that the growth rate is assumed to be

(3%). According to the calculated traffic volume, the LOS will be as

presented in Table (11), while Table (12) presents some of significant

factors affecting LOS on the intersection. The details results for this

analysis can be seen in appendix D. These results shown that the LOS

is (C), which is accepted according to the international specifications.

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Table (11) LOS at Kahtan square on the target year.

Direction Degree of


Arrival from AL-

Baya'a0.786 11.5 B

Arrival from Al-

Qadisiyah street0.432 24.2 C

Arrival from Al-

Yarmok Hospital0.19 5.4 B


street Al-Yarmok0.795 37 D

Table (12): Significant factors affecting LOS's at kahtan square on the

target year.

Factor ValueAverage delay 16.2(sec/veh)

Stop rate 0.74


Total delay 22.2

Practical spare Capacity 13%

Proposal No.3:

This proposal is the same as proposal No.2, the difference only in theoperation of the roundabout. In this proposal the roundabout assumed tobe unsignalized as in the existing situation. The Australian specificationis applied in the analysis process of this proposal as shown below:ye = {(yc * e

{(-yc*

T) / 3600}) / (1- e{(-yc*To) / 3600})}

Whereye: Entry capacity (pc/hr/lane).

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yc: Circulating flow (pc/hr).T: Critical acceptance gap.To: follow up gap.

Table (13) present the performance of the unsignalized roundabout at thebase .The results seems to be accepted while Table (14) present theperformance at the target year .The performance of the roundabout on thetarget year seems to be rejected as per the values of the reserve capacity.

Table (13) The performance of the unsignalized roundabout on the baseyear

Approach Circulating

flow

(pc/hr)

Entry capacity

(pc/hr)

Entry

flow

(pc/hr)

Reserve

capacity

(%)

From Al-Baya'a 835 2667 1061 151

From Al-Qadisiya 1575 1407 387 263

From Al-Yarmok

hospital1885 1071 410 161

From 4th

Street 640 3150 1404 132

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Table (14) The performance of the unsignalized roundabout on the Targetyear

Approach Circulating

flow (pc/hr)

Entry capacity

(pc/hr)

Entry

flow

(pc/hr)

Reserve

capacity

(%)

From Al-Baya'a 1503 1500 1910 -27%

From Al-Qadisiya 2835 459 697 -51%

From Al-Yarmok

hospital3393 276 738 -167%

From 4th Street 1152 2034 2536 -24%

Recommendations:

Regarding the analysis results of this study, the following are

recommended:

1. Execution of the fly over at the main path of traffic movement

at kahtan square (Baya'a Yarmok hospital). This fly over

contain two lanes for each direction.

2. Apply the proposed geometric design (Proposal No.2) at-grade

signalized roundabout as shown in Figure (8) this improvement

enhanced the operation of the intersection and increase the flow

capacity to its high value to achieve an acceptable LOS on the

target year.

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Appendix A

A R R B - S I D R A 3.2

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

AL-SADEEM FOR DESIGN AND ENG. CONSULTANCY

TRAFFI C ENG. ANALYSI STi me and Dat e of Anal ysi s 12: 44 PM, 14 May 2005

BI G- si gnal i zed i nt . ( KAHTAN SQ. - Cr ossi ng i nt er sect i on anal ysi s)

02/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 120

Tabl e S. 0 - TRAFFI C COMPOSI TI ON DATA- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

( Fl ows i n veh/ hour as used by t he progr am)

Mov Lef t Thr ough Ri ghtNo. - - - - - - - - - - - - - - - - - - - - - - - - - - -

LV HV LV HV LV HV

10 0 0 3547 0 0 0

11 0 0 195 0 0 012 0 0 1814 0 0 013 0 0 486 0 0 0

Based on uni t t i me = 60 mi nut es. Fl ow scal e and PHF ef f ect s

i ncl uded ( i f any) .Sl ave movement f l ows ar e i ncl uded i n mast er movement f l ows.

Tabl e S. 1 - MOVEMENT PHASE AND TI MI NG PARAMETERS- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Mov Mov P H A S E M A T R I X Lost Ti m Req. Mov. Ti meEf f . GrnNo. Typ Fi r st Gr een Second Gr een - - - - - - - - - - - - - - - - - - - -

- - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - 1st 2nd 1st 2nd

1st 2ndFr To Op Pr Fr To Op Pr Gr n Gr n Gr n Gr n

Gr n Gr n10 T *1 2 3 72. 5

6011 T *2 3 3 11. 0Mi n812 T *3 4 3 38. 6

3113 T *4 1 3 12. 59

1

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ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 44 PM, 14 May 2005BI G- si gnal i sed i nt . ( KAHTAN SQ. - Cr ossi ng i nt er sect i on anal ysi s)


Cycl e Ti me = 120

Tabl e S. 2 - MOVEMENT CAPACI TY PARAMETERS- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Mov Ar v Sat n Fl ow Fl ow Rat i o Tot al Prac. Prac.

Lane Deg.No. Fl ow - - - - - - - - - - - - - - - - - - - - - Cap. Deg. Spare

Ut i l Sat n( veh 1st 2nd 1st 2nd ( veh Sat n Cap./ h) Gr n Gr n Gr n Gr n / h) xp ( %)

( %) x10 T 3547 6800 . 522 3400 . 90 - 14

100 1. 043*11 T 195 6800 . 029 453 . 90 109

100 . 43012 T 1814 6800 . 267 1757 . 90 - 13

100 1. 03313 T 486 6800 . 071 510 . 90 - 6

100 . 9531ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 44 PM, 14 May 2005

BI G- si gnal i sed i nt . ( KAHTAN SQ. - Cr ossi ng i nt er sect i on anal ysi s)


Cycl e Ti me = 120

Tabl e S. 3 - I NTERSECTI ON PARAMETERS- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Cr i t Gr een Phases Adj usted Adj ust ed Requi r ed

Requi r edMov Per i od - - - - - - Lost Fl ow Gr n Ti me

MovementNo. Fr To Ti me, l Rat i o Rat i o Ti me10 T 1 2 3 . 522 . 580 72. 511 T 2 3 11 - -

11. 0Mi n12 T 3 4 3 . 267 . 296 38. 613 T 4 1 3 . 071 . 079 12. 5

- - - - - - - - - - - - - - - - - - - - --

Total : 20 . 860 . 955 134. 6

- Fl ow r at i o not used f or cycl e t i me cal cul at i ons and

t he adj ust ed l ost t i me equal s t he r equi r ed movement t i me

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( =Mi n or Max as shown i n Tabl e S. 1)

Cycl e Ti me:

Mi ni mum Maxi mum Pr act i cal Chosen

44 120 120 120

( Cycl e t i me speci f i ed by t he

user)

Degr ee of Satur at i on ( Hi ghest ) = 1. 043Pract i cal Spar e Capaci t y ( Lowest ) = - 14 %Tot al Vehi cl e Fl ow = 6042Tot al Vehi cl e Capaci t y ( al l l anes) = 6120

Tabl e S. 4 - PHASE I NFORMATI ON- - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Phase Change Gr een Di spl ayed Gr n+I ntgrnNo. Ti me St ar t Gr een Secs Prop.1 0 5 58 63 . 5252 63 68 6 11 . 0923 74 79 29 34 . 2834 108 113 7 12 . 100

1ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 44 PM, 14 May 2005



Cycl e Ti me = 120

Tabl e S. 5 - MOVEMENT PERFORMANCE- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Mov Tot al Aver . Tot al St op Longest Que Per f . Aver .

FuelNo. Del ay Del ay Stops Rate per Lane I ndex Speed

Rate

( veh- h/ h) ( sec) ( veh/ h) ( vehs) ( m) ( km/ h)( ml / km)

10 T 139. 23 141. 3 6031 1. 70 55. 8 335 455. 22 17. 9

148. 711 T 2. 91 53. 8 169 . 86 1. 6 9 13. 35 31. 6

110. 012 T 83. 27 165. 2 3223 1. 78 29. 8 179 250. 79 16. 0

157. 313 T 22. 14 164. 0 852 1. 75 7. 9 47 66. 51 16. 1

156. 4

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Tabl e S. 6 - I NTERSECTI ON PERFORMANCE- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Tot al Total Aver . Total St op Per f . Aver . F U E LFl ow Del ay Del ay Stops Rate I ndex Speed Rate

Total

( veh/ h) ( veh- h/ h) ( sec) ( veh/ h) ( km/ h) ( ml / km)( ml / h)

6042 247. 56 147. 5 10274 1. 70 785. 87 17. 3 150. 6

910042. 9




Cycl e Ti me = 120

Tabl e S. 7 - LANE PERFORMANCE- - - - - - - - - - - - - - - - - - - - - - - - - - - -

Ef f ect i ve Red and Ar v Back

ofGr een Ti mes ( sec) Fl ow Cap Deg. Aver . Stop Q u e

u e Shor t

Mov Lan - - - - - - - - - - - - - - - - - ( veh ( veh Sat n Del ay Rat e - - - - - - -- - - - Lane

No. No. R1 G1 R2 G2 / h) / h) x ( sec) ( vehs)( m) ( m)

10 1 T 60 60 0 0 887 850 1. 043 141. 3 1. 70 55. 8335

2 T 60 60 0 0 887 850 1. 043 141. 3 1. 70 55. 8335

3 T 60 60 0 0 887 850 1. 043 141. 3 1. 70 55. 8335

4 T 60 60 0 0 887 850 1. 043 141. 3 1. 70 55. 8335

11 1 T 112 8 0 0 49 113 . 430 53. 8 . 86 1. 69

2 T 112 8 0 0 49 113 . 430 53. 8 . 86 1. 69

3 T 112 8 0 0 49 113 . 430 53. 8 . 86 1. 69

4 T 112 8 0 0 49 113 . 430 53. 8 . 86 1. 69

12 1 T 89 31 0 0 454 439 1. 033 165. 2 1. 78 29. 8179

2 T 89 31 0 0 454 439 1. 033 165. 2 1. 78 29. 8179

3 T 89 31 0 0 454 439 1. 033 165. 2 1. 78 29. 8179

30


32/64

4 T 89 31 0 0 454 439 1. 033 165. 2 1. 78 29. 8179

13 1 T 111 9 0 0 122 128 . 953 164. 0 1. 75 7. 947

2 T 111 9 0 0 122 128 . 953 164. 0 1. 75 7. 947

3 T 111 9 0 0 122 128 . 953 164. 0 1. 75 7. 9474 T 111 9 0 0 122 128 . 953 164. 0 1. 75 7. 9




Cycl e Ti me = 120

Tabl e S. 8 - LANE FLOW AND CAPACI TY I NFORMATI ON- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Movement No. 10Satur at i on Fl ow End Tot

Arv Fl ow ( veh/ h) - - - - - - - - - - - - - - - Cap CapDeg. Lane

- - - - - - - - - - - - - - - - - - Bas i c Aver( veh) ( veh ( vehSat n Ut i l

Lef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)

x % ************ 0 887 0 887 1700 1700 0 0 850

1. 043 100*

************ 0 887 0 887 1700 1700 0 0 850

1. 043 100*

************ 0 887 0 887 1700 1700 0 0 850

1. 043 100*

************ 0 887 0 887 1700 1700 0 0 850

1. 043 100*

31


33/64




Lef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)x %

************ 0 49 0 49 1700 1700 0 0 113

. 430 100*

************ 0 49 0 49 1700 1700 0 0 113

. 430 100*

************ 0 49 0 49 1700 1700 0 0 113

. 430 100*

************ 0 49 0 49 1700 1700 0 0 113

. 430 100*





************ 0 454 0 454 1700 1700 0 0 439

1. 033 100*

************ 0 454 0 454 1700 1700 0 0 439

1. 033 100*

************ 0 454 0 454 1700 1700 0 0 439

1. 033 100*

32


34/64

************ 0 454 0 454 1700 1700 0 0 439

1. 033 100*





************ 0 122 0 122 1700 1700 0 0 128

. 953 100*

************ 0 122 0 122 1700 1700 0 0 128

. 953 100*

************ 0 122 0 122 1700 1700 0 0 128

. 953 100*

************ 0 122 0 122 1700 1700 0 0 128

. 953 100*




Cycl e Ti me = 120

33


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Tabl e S. 9 - SI GNAL TI MI NG DI AGRAM- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Di spl ayed (Phase) Gr een Ti mes

Phase 1 Phase 2 Phase 3 Phase

4

0 63 74 108120I - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I - - - - - - I - - - - - - - - - - - - - - - - - - - I - - - - -

- I. . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . GG. . . . GGGGGGGGGGGGGGGG. . . . GGG.

5 68 79 113

Ef f ect i ve ( Movement ) Gr een Ti mes

Mov. 10I I I II

. . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

7 67

Mov. 11I I I II

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGG. . . . . . . . . . . . . . . . . . . . . . . ..

70 78

Mov. 12I I I II

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGGGGGGGGGGGGG. . . . ..

81 112

Mov. 13I I I II

G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGG

34


36/64

4115

I - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - -- I - - - - >0 12 24 36 48 60 72 84 96 108

120

T I M E ( s)1ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 44 PM, 14 May 2005



Cycl e Ti me = 120

Tabl e S. 15 - CAPACI TY AND LEVEL OF SERVI CE ( HCM METHOD)- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Mov Mov Gr een Ti me Tot al Tot al Deg. Prog. Aver.

LOSNo. Typ Rat i o ( g/ C) Fl ow Cap. of Factor Del ay

- - - - - - - - - - - - ( veh (veh Satn1st 2nd / h) / h) ( v/ c) ( sec)gr n gr n

10 T . 500* 3547 3400 1. 043* 1. 00 141. 3 F11 T . 067* 195 453 . 430 1. 00 53. 8 E12 T . 258* 1814 1757 1. 033 1. 00 165. 2 F13 T . 075* 486 510 . 953 1. 00 164. 0 F

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -I nt ersect i on: 6042 6120 1. 043 147. 5 F

Level of Ser vi ce cal cul at i ons ar e based on over al l del ay.

* Maxi mum v/ c r at i o, or cr i t i cal gr een per i ods




Cycl e Ti me = 120

35


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DI AGNOSTI C REPORT- - - - - - - - - - - - - - - - -

* No. of Mai n I t er at i ons = 1

Compar i son of l ast t wo i t er at i ons:Di f f er ence i n i nt er sect i on degr ee of satn = . 0 %

Di f f er ence i n t ot al vehi cl e capaci t y = . 0 %Lar gest di f f er ence i n ef f . gr een t i mes = 0 secs( max. val ue f or st oppi ng = 0 secs)

END OF OUTPUT LI STI NG

36


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Appendix BA R R B - S I D R A 3.2

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - AL-SADEEM FOR DESIGN AND ENG. CONSULTANCY


BI G- si gnal i sed i nt . ( KAHTAN SQ. - Cr ossi ng i n. Anal ysi s f or t ar getyear)02/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 120




LV HV LV HV LV HV

10 0 0 6385 0 0 011 0 0 351 0 0 012 0 0 3265 0 0 013 0 0 875 0 0 0




Mov Mov P H A S E M A T R I X Lost Ti m Req. Mov. Ti me

Ef f . GrnNo. Typ Fi r st Gr een Second Gr een - - - - - - - - - - - - - - - - - - - -

- - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - 1st 2nd 1st 2nd


Gr n Gr n10 T *1 2 1 126. 2

6411 T *2 3 1 11. 0Mi n

1012 T *3 4 1 65. 0

32

13 T *4 1 1 18. 210


37


39/64


Cycl e Ti me = 120





( %) x10 T 6385 6800 . 939 3627 . 90 - 49

100 1. 761

11 T 351 6800 . 052 567 . 90 45100 . 619

12 T 3265 6800 . 480 1813 . 90 - 50100 1. 801*

13 T 875 6800 . 129 567 . 90 - 42100 1. 5441ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 52 PM, 14 May 2005


Cycl e Ti me = 120




MovementNo. Fr To Ti me, l Rat i o Rat i o Ti me10 T 1 2 1 . 939 1. 043 126. 2

11 T 2 3 11 - -11. 0Mi n

12 T 3 4 1 . 480 . 533 65. 013 T 4 1 1 . 129 . 143 18. 2

- - - - - - - - - - - - - - - - - - - - --

Tot al : 14 1. 548 1. 720 220. 4




38


40/64

Cycl e Ti me:


44 120 **** 120


user)

Degr ee of Satur at i on ( Hi ghest ) = 1. 801Pract i cal Spar e Capaci t y ( Lowest ) = - 50 %Tot al Vehi cl e Fl ow = 10876Tot al Vehi cl e Capaci t y ( al l l anes) = 6573

**** Y and U val ues are too l arge ****


Phase Change Gr een Di spl ayed Gr n+I ntgrnNo. Ti me St ar t Gr een Secs Prop.1 0 5 60 65 . 5422 65 70 6 11 . 0923 76 81 28 33 . 2754 109 114 6 11 . 092



Cycl e Ti me = 120




Rate( veh- h/ h) ( sec) ( veh/ h) ( vehs) ( m) ( km/ h)

( ml / km)10 T 2492. 14 1405. 1 43204 6. 77 400. 0 2400 4438. 74 2. 5

651. 911 T 5. 18 53. 2 305 . 87 2. 8 17 24. 04 31. 8

109. 812 T 1361. 56 1501. 3 22757 6. 97 210. 7 1264 2385. 26 2. 3

698. 213 T 265. 35 1091. 7 5194 5. 94 48. 1 289 501. 15 3. 1

536. 5

39


41/64



Total( veh/ h) ( veh- h/ h) ( sec) ( veh/ h) ( km/ h) ( ml / km)

( ml / h)10876 4124. 23 1365. 1 71460 6. 57 7349. 19 2. 5 639. 0

6950242. 0



Cycl e Ti me = 120




u e Shor tMov Lan - - - - - - - - - - - - - - - - - ( veh ( veh Sat n Del ay Rat e - - - - - - -

- - - - LaneNo. No. R1 G1 R2 G2 / h) / h) x ( sec) ( vehs)

( m) ( m)

10 1 T 56 64 0 0 1596 907 1. 761 1405. 1 6. 77 400. 02400

2 T 56 64 0 0 1596 907 1. 761 1405. 1 6. 77 400. 02400

3 T 56 64 0 0 1596 907 1. 761 1405. 1 6. 77 400. 02400

4 T 56 64 0 0 1596 907 1. 761 1405. 1 6. 77 400. 02400

11 1 T 110 10 0 0 88 142 . 619 53. 2 . 87 2. 817

2 T 110 10 0 0 88 142 . 619 53. 2 . 87 2. 817

3 T 110 10 0 0 88 142 . 619 53. 2 . 87 2. 817

4 T 110 10 0 0 88 142 . 619 53. 2 . 87 2. 817

12 1 T 88 32 0 0 816 453 1. 801 1501. 3 6. 97 210. 71264

2 T 88 32 0 0 816 453 1. 801 1501. 3 6. 97 210. 71264

3 T 88 32 0 0 816 453 1. 801 1501. 3 6. 97 210. 71264

4 T 88 32 0 0 816 453 1. 801 1501. 3 6. 97 210. 71264

40


42/64

13 1 T 110 10 0 0 219 142 1. 544 1091. 7 5. 94 48. 1289

2 T 110 10 0 0 219 142 1. 544 1091. 7 5. 94 48. 1289

3 T 110 10 0 0 219 142 1. 544 1091. 7 5. 94 48. 1289

4 T 110 10 0 0 219 142 1. 544 1091. 7 5. 94 48. 12891ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 52 PM, 14 May 2005


Cycl e Ti me = 120






************ 0 1596 0 1596 1700 1700 0 0 907

1. 761 100*

************ 0 1596 0 1596 1700 1700 0 0 907

1. 761 100*

************ 0 1596 0 1596 1700 1700 0 0 907

1. 761 100

*

************ 0 1596 0 1596 1700 1700 0 0 907

1. 761 100*




41


43/64


************ 0 88 0 88 1700 1700 0 0 142

. 619 100*

************ 0 88 0 88 1700 1700 0 0 142

. 619 100*

************ 0 88 0 88 1700 1700 0 0 142

. 619 100*

************ 0 88 0 88 1700 1700 0 0 142

. 619 100*



- - - - - - - - - - - - - - - - - - Bas i c Aver( veh) ( veh ( veh

Sat n Ut i lLef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)

x %*

*********** 0 816 0 816 1700 1700 0 0 4531. 801 100

*

************ 0 816 0 816 1700 1700 0 0 453

1. 801 100*

************ 0 816 0 816 1700 1700 0 0 453

1. 801 100*

************ 0 816 0 816 1700 1700 0 0 453

1. 801 100*

42


44/64





************ 0 219 0 219 1700 1700 0 0 142

1. 544 100*

************ 0 219 0 219 1700 1700 0 0 142

1. 544 100*

************ 0 219 0 219 1700 1700 0 0 142

1. 544 100*

************ 0 219 0 219 1700 1700 0 0 142

1. 544 100*

1ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 12: 52 PM, 14 May 2005BI G- si gnal i sed i nt . ( KAHTAN SQ. - Cr ossi ng i n. Anal ysi s f or t ar getyear)02/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 120

Tabl e S. 9 - SI GNAL TI MI NG DI AGRAM- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Di spl ayed (Phase) Gr een Ti mes

Phase 1 Phase 2 Phase 3 Phase

4

0 65 76 109120I - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I - - - - - - I - - - - - - - - - - - - - - - - - - I - - - - -

- I. . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . GG. . . . GGGGGGGGGGGGGGG. . . . . GG

.5 70 81

114

43


45/64


Mov. 10I I I I

I. . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

7 71

Mov. 11I I I II

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGG. . . . . . . . . . . . . . . . . . . . . ..

72 82

Mov. 12I I I II

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGGGGGGGGGGGGGG. . ..

83 115

Mov. 13I I I II

GGG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GG

6116

I - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - -- I - - - - >0 12 24 36 48 60 72 84 96 108

120

T I M E ( s)



Cycl e Ti me = 120

44


46/64




- - - - - - - - - - - - ( veh (veh Satn

1st 2nd / h) / h) ( v/ c) ( sec)gr n gr n10 T . 533* 6385 3627 1. 761 1. 00 1405. 1 F11 T . 083* 351 567 . 619 1. 00 53. 2 E12 T . 267* 3265 1813 1. 801* 1. 00 1501. 3 F13 T . 083* 875 567 1. 544 1. 00 1091. 7 F

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -I ntersect i on: 10876 6573 1. 801 1365. 1 F





Cycl e Ti me = 120



Compar i son of l ast t wo i t er at i ons:Di f f er ence i n i nt er sect i on degr ee of satn = . 0 %Di f f er ence i n t ot al vehi cl e capaci t y = . 0 %Lar gest di f f er ence i n ef f . gr een t i mes = 0 secs( max. val ue f or st oppi ng = 0 secs)


45


47/64

APPENDIX C

A R R B - S I D R A 3.2



BI G- si gnal i sed i nt . ( KAHTAN SQ. - Cr os. i nt . anal ysi s wi t h over pass-base year )02/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 55




LV HV LV HV LV HV

10 0 0 1747 0 0 011 0 0 195 0 0 012 0 0 314 0 0 0

13 0 0 486 0 0 0

Based on uni t t i me = 60 mi nut es. Fl ow scal e and PHF ef f ect si ncl uded ( i f any) .Sl ave movement f l ows ar e i ncl uded i n mast er movement f l ows.


Mov Mov P H A S E M A T R I X Lost Ti m Req. Mov. Ti me

Ef f . Grn

No. Typ Fi r st Gr een Second Gr een - - - - - - - - - - - - - - - - - - - -- - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - 1st 2nd 1st 2nd


Gr n Gr n10 T *1 2 9 25. 4

2911 T 2 1 9 16. 0Mi n812 T 1 2 9 16. 0Mi n

2913 T *2 1 9 16. 0Mi n

8

46


48/64



Cycl e Ti me = 55




Ut i l Sat n

( veh 1st 2nd 1st 2nd ( veh Sat n Cap./ h) Gr n Gr n Gr n Gr n / h) xp ( %)( %) x

10 T 1747 6500 . 269 3427 . 90 77100 . 510

11 T 195 4800 . 041 698 . 90 222100 . 279

12 T 314 4800 . 065 2531 . 90 625100 . 124

13 T 486 6500 . 075 945 . 90 75100 . 514*1ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 9: 31 PM, 14 May 2005


Cycl e Ti me = 55




MovementNo. Fr To Ti me, l Rat i o Rat i o Ti me10 T 1 2 9 . 269 . 299 25. 413 T 2 1 16 - -

16. 0Mi n- - - - - - - - - - - - - - - - - - - - -

-Total : 25 . 269 . 299 41. 4




47


49/64

Cycl e Ti me:


32 120 36 55


user)

Degr ee of Satur at i on ( Hi ghest ) = . 514Pract i cal Spar e Capaci t y ( Lowest ) = 75 %Tot al Vehi cl e Fl ow = 2742Tot al Vehi cl e Capaci t y ( al l l anes) = 7602


Phase Change Gr een Di spl ayed Gr n+I ntgrn

No. Ti me St ar t Gr een Secs Prop.1 0 10 28 38 . 6912 38 48 7 17 . 309



Cycl e Ti me = 55





( ml / km)

10 T 4. 08 8. 4 1016 . 58 4. 5 27 56. 10 52. 6

89. 7

11 T 1. 13 20. 9 156 . 80 . 9 5 7. 91 44. 595. 812 T . 57 6. 6 143 . 46 . 8 5 9. 03 54. 1

87. 913 T 2. 93 21. 7 404 . 83 1. 8 11 20. 13 44. 1

96. 4

48


50/64




( ml / h)2742 8. 72 11. 4 1720 . 63 93. 16 50. 4 91. 1

249913. 3



Cycl e Ti me = 55




u e Shor tMov Lan - - - - - - - - - - - - - - - - - ( veh ( veh Sat n Del ay Rat e - - - - - - -

- - - - LaneNo. No. R1 G1 R2 G2 / h) / h) x ( sec) ( vehs)

( m) ( m)

10 1 T 26 29 0 0 430 844 . 510 8. 4 . 58 4. 225

2 T 26 29 0 0 430 844 . 510 8. 4 . 58 4. 225

3 T 26 29 0 0 430 844 . 510 8. 4 . 58 4. 225

4 T 26 29 0 0 457 896 . 510 8. 4 . 58 4. 527

11 1 T 47 8 0 0 65 233 . 279 20. 9 . 80 . 95

2 T 47 8 0 0 65 233 . 279 20. 9 . 80 . 9

5 3 T 47 8 0 0 65 233 . 279 20. 9 . 80 . 95

12 1 T 26 29 0 0 105 844 . 124 6. 6 . 46 . 85

2 T 26 29 0 0 105 844 . 124 6. 6 . 46 . 85

3 T 26 29 0 0 105 844 . 124 6. 6 . 46 . 85

13 1 T 47 8 0 0 120 233 . 514 21. 7 . 83 1. 710

2 T 47 8 0 0 120 233 . 514 21. 7 . 83 1. 710

3 T 47 8 0 0 120 233 . 514 21. 7 . 83 1. 710

49


51/64

4 T 47 8 0 0 127 247 . 514 21. 7 . 83 1. 811



Cycl e Ti me = 55






************ 0 430 0 430 1600 1600 0 0 844

. 510 100*

************ 0 430 0 430 1600 1600 0 0 844

. 510 100 *

************ 0 430 0 430 1600 1600 0 0 844

. 510 100*

************ 0 457 0 457 1700 1700 0 0 896

. 510 100*





************ 0 65 0 65 1600 1600 0 0 233

. 279 100

50


52/64

*

************ 0 65 0 65 1600 1600 0 0 233

. 279 100*

************ 0 65 0 65 1600 1600 0 0 233

. 279 100*





************ 0 105 0 105 1600 1600 0 0 844

. 124 100*

************ 0 105 0 105 1600 1600 0 0 844

. 124 100*

************ 0 105 0 105 1600 1600 0 0 844

. 124 100

*





************ 0 120 0 120 1600 1600 0 0 233. 514 100

51


53/64

*

************ 0 120 0 120 1600 1600 0 0 233

. 514 100*

************ 0 120 0 120 1600 1600 0 0 233

. 514 100*

************ 0 127 0 127 1700 1700 0 0 247

. 514 100*



Cycl e Ti me = 55

Tabl e S. 9 - SI GNAL TI MI NG DI AGRAM- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Di spl ayed (Phase) Gr een Ti mes

Phase 1 Phase 2

0 3855I - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I - - - - - - - - - - - - - - - - - - - -

- I

. . . . . . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . GGGGGGGG.

10 48


Mov. 10I II

. . . . . . . . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . . . ..

52


54/64

12 41

Mov. 11I II

GGG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGG3 50

Mov. 12I II

. . . . . . . . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . . . ..

12 41

Mov. 13I II

GGG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGG

3 50

I - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - -- I - - - - >

0 6 11 17 22 28 33 39 44 5055

T I M E ( s)



Cycl e Ti me = 55





10 T . 527* 1747 3427 . 510 1. 00 8. 4 B11 T . 145 195 698 . 279 1. 00 20. 9 C

12 T . 527 314 2531 . 124 1. 00 6. 6 B13 T . 145* 486 945 . 514* 1. 00 21. 7 C

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

53


55/64

I nt ersect i on: 2742 7602 . 514 11. 4 B





Cycl e Ti me = 55


* No. of Mai n I t er at i ons = 1Compar i son of l ast t wo i t er at i ons:

Di f f er ence i n i nt er sect i on degr ee of satn = . 0 %Di f f er ence i n t ot al vehi cl e capaci t y = . 0 %Lar gest di f f er ence i n ef f . gr een t i mes = 0 secs( max. val ue f or st oppi ng = 0 secs)


54


56/64

APPENDIX DA R R B - S I D R A 3.2



BI G- si gnal i sed i nt . ( KAHTAN SQ. - Si g. Roundabout wi t h over pass- t ar getyear)06/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 65




LV HV LV HV LV HV

10 0 0 3145 0 0 0

11 0 0 351 0 0 012 0 0 565 0 0 013 0 0 875 0 0 0




Mov Mov P H A S E M A T R I X Lost Ti m Req. Mov. Ti meEf f . GrnNo. Typ Fi r st Gr een Second Gr een - - - - - - - - - - - - - - - - - - - -

- - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - 1st 2nd 1st 2nd


Gr n Gr n10 T *1 2 7 41. 9

4011 T 2 1 7 14. 0Mi n

1112 T 1 2 7 15. 5

4013 T *2 1 7 16. 7

111

55


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ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 9: 16 PM, 14 May 2005BI G- si gnal i sed i nt . ( KAHTAN SQ. - Si g. Roundabout wi t h over pass- t ar getyear)06/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 65





( %) x10 T 3145 6500 . 484 4000 . 90 14

100 . 78611 T 351 4800 . 073 812 . 90 108

100 . 43212 T 565 4800 . 118 2954 . 90 371

100 . 19113 T 875 6500 . 135 1100 . 90 13

100 . 795*1ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 9: 16 PM, 14 May 2005

BI G- si gnal i sed i nt . ( KAHTAN SQ. - Si g. Roundabout wi t h over pass- t ar getyear)


Cycl e Ti me = 65




MovementNo. Fr To Ti me, l Rat i o Rat i o Ti me10 T 1 2 7 . 484 . 538 41. 913 T 2 1 7 . 135 . 150 16. 7

- - - - - - - - - - - - - - - - - - - - --

Total : 14 . 618 . 687 58. 7

Cycl e Ti me:


28 120 45 65


user)

56


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Degr ee of Satur at i on ( Hi ghest ) = . 795Pract i cal Spar e Capaci t y ( Lowest ) = 13 %Tot al Vehi cl e Fl ow = 4936Tot al Vehi cl e Capaci t y ( al l l anes) = 8866


Phase Change Gr een Di spl ayed Gr n+I ntgrnNo. Ti me St ar t Gr een Secs Prop.1 0 8 39 47 . 7232 47 55 10 18 . 277



Cycl e Ti me = 65





( ml / km)

10 T 10. 03 11. 5 2229 . 71 11. 7 70 119. 55 50. 491. 3

11 T 2. 36 24. 2 283 . 81 1. 9 11 15. 46 42. 897. 2

12 T . 86 5. 4 222 . 39 1. 5 9 15. 95 55. 087. 1

13 T 8. 96 36. 8 922 1. 05 4. 8 29 47. 17 37. 2103. 0




( ml / h)

4936 22. 20 16. 2 3656 . 74 198. 13 47. 3 93. 3

460651. 2

1

ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 9: 16 PM, 14 May 2005BI G- si gnal i sed i nt . ( KAHTAN SQ. - Si g. Roundabout wi t h over pass- t ar getyear)

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Cycl e Ti me = 65

Tabl e S. 7 - LANE PERFORMANCE

- - - - - - - - - - - - - - - - - - - - - - - - - - - -

Ef f ect i ve Red and Ar v Backof

Gr een Ti mes ( sec) Fl ow Cap Deg. Aver . Stop Q u eu e Shor t

Mov Lan - - - - - - - - - - - - - - - - - ( veh ( veh Sat n Del ay Rat e - - - - - - -- - - - Lane

No. No. R1 G1 R2 G2 / h) / h) x ( sec) ( vehs)( m) ( m)

10 1 T 25 40 0 0 774 985 . 786 11. 5 . 71 11. 066

2 T 25 40 0 0 774 985 . 786 11. 5 . 71 11. 066

3 T 25 40 0 0 774 985 . 786 11. 5 . 71 11. 066

4 T 25 40 0 0 823 1046 . 786 11. 4 . 71 11. 770

11 1 T 54 11 0 0 117 271 . 432 24. 2 . 81 1. 911

2 T 54 11 0 0 117 271 . 432 24. 2 . 81 1. 911

3 T 54 11 0 0 117 271 . 432 24. 2 . 81 1. 911

12 1 T 25 40 0 0 188 985 . 191 5. 4 . 39 1. 59

2 T 25 40 0 0 188 985 . 191 5. 4 . 39 1. 59

3 T 25 40 0 0 188 985 . 191 5. 4 . 39 1. 59

13 1 T 54 11 0 0 215 271 . 795 37. 0 1. 06 4. 627

2 T 54 11 0 0 215 271 . 795 37. 0 1. 06 4. 627

3 T 54 11 0 0 215 271 . 795 37. 0 1. 06 4. 6274 T 54 11 0 0 229 288 . 795 36. 3 1. 05 4. 8

29



Cycl e Ti me = 65

Tabl e S. 8 - LANE FLOW AND CAPACI TY I NFORMATI ON

58


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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -



- - - - - - - - - - - - - - - - - - Bas i c Aver( veh) ( veh ( vehSat n Ut i lLef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)

x %*

*********** 0 774 0 774 1600 1600 0 0 985. 786 100

*

************ 0 774 0 774 1600 1600 0 0 985

. 786 100

*

************ 0 774 0 774 1600 1600 0 0 985

. 786 100*

************ 0 823 0 823 1700 1700 0 0 1046

. 786 100

*





*

*********** 0 117 0 117 1600 1600 0 0 271. 432 100

*

************ 0 117 0 117 1600 1600 0 0 271

. 432 100*

*

*********** 0 117 0 117 1600 1600 0 0 271. 432 100

*

59


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Movement No. 12

Satur at i on Fl ow End TotArv Fl ow ( veh/ h) - - - - - - - - - - - - - - - Cap Cap

Deg. Lane- - - - - - - - - - - - - - - - - - Bas i c Aver( veh) ( veh ( veh

Sat n Ut i l

Lef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)x %*

*********** 0 188 0 188 1600 1600 0 0 985. 191 100

*

************ 0 188 0 188 1600 1600 0 0 985

. 191 100*

************ 0 188 0 188 1600 1600 0 0 985

. 191 100*



- - - - - - - - - - - - - - - - - - Bas i c Aver( veh) ( veh ( vehSat n Ut i lLef Thr u Ri g Tot ( t cu) 1st 2nd / h) / h)

x %*

*********** 0 215 0 215 1600 1600 0 0 271. 795 100

*

************ 0 215 0 215 1600 1600 0 0 271

. 795 100

*

************ 0 215 0 215 1600 1600 0 0 271

. 795 100*

************ 0 229 0 229 1700 1700 0 0 288

. 795 100

*

1

60


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ARRB SI DRA 3. 2 - Ti me and Dat e of Anal ysi s 9: 16 PM, 14 May 2005BI G- si gnal i sed i nt . ( KAHTAN SQ. - Si g. Roundabout wi t h over pass- t ar getyear)06/ 08/ 2005 8: 00 - 9: 00 peak hour - RI GHTH HAND VERSI ON

Cycl e Ti me = 65

Tabl e S. 9 - SI GNAL TI MI NG DI AGRAM- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Di spl ayed (Phase) Gr een Ti mes

Phase 1 Phase 2

0 4765I - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I - - - - - - - - - - - - - - - - - -

- I. . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . GGGGGGGGGG.

8 55


Mov. 10

I II

. . . . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . ..

10 50

Mov. 11I II

GG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGGGG

G3 57

Mov. 12I II

. . . . . . . . . . . GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGG. . . . . . . . . . . . . . . ..

10 50

Mov. 13I II

61


63/64

GG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GGGGGGGGG

3 57

I - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - - - I - - - - -

- I - - - - >0 7 13 20 26 33 39 46 52 5965

T I M E ( s)



Cycl e Ti me = 65





10 T . 615* 3145 4000 . 786 1. 00 11. 5 B

11 T . 169 351 812 . 432 1. 00 24. 2 C12 T . 615 565 2954 . 191 1. 00 5. 4 A13 T . 169* 875 1100 . 795* 1. 00 36. 8 D

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -I nt ersect i on: 4936 8866 . 795 16. 2 B





Cycl e Ti me = 65

62


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Compar i son of l ast t wo i t er at i ons:Di f f er ence i n i nt er sect i on degr ee of satn = . 0 %

Di f f er ence i n t ot al vehi cl e capaci t y = . 0 %Lar gest di f f er ence i n ef f . gr een t i mes = 0 secs( max. val ue f or st oppi ng = 0 secs)


Traffic Study for Kahtan Sq.

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