CE412-project - Final Mini

THE PAPUA NEW GUINEA UNIVERSITY OF
TECHNOLOGY
DEPARAMENT OF CIVIL ENGINEERING
CE 412: TRAFFIC AND TRASNPORTATION ENGINEERING
TRAFFIC SURVEY FOR DESIGNING

MINI -PROJECT TITLE:
MAJOR EXISTING ROUNDANOUTS, A PRIORITY JUNCTION
AND PEDESTRAIN CROSSING IN LAE CITY, MOROBE
PROVINCE, PAPUA NEW GUINEA.
NAME: YAWA KIMIN

ID #: 19300382
COURSE CODE: BECV/4
LECTURER: MR.M. KONZANG
1 DATE
|Page OF SUMMISSION: 15/06/2022
CE412-MINI PROJECT #1-SEMESTER 01-2022
EXECUTIVE SUMMARY
Ttraffic survey definition means to capture data that accurately reflects the real-world traffic situation
in the area. It may be counting the number of vehicles using a road or collecting journey time
information for example, but there are many other types of data that traffic surveys collect. This
project involves traffic count survey. A traffic count is a count of vehicular or pedestrian traffic,
which is conducted along a particular road, path, or intersection. This project mainly involved in the
traffic count conducted along three different roundabouts, a priority junction and pedestrian traffic.
Rroundabout (traffic circle) is a type of circular intersection or junction in which road traffic
is permitted to flow in one direction around a central island, and priority is typically given to
traffic already in the junction.Engineers use the term modern roundabout to refer to junctions
installed after 1960 that incorporate various design rules to increase safety. Both modern and
non-modern roundabouts, however, may bear street names or be identified colloquially by
local names such as rotary or traffic circle. Modern roundabouts are a type of intersection
characterized by a generally circular shape, yield control on entry, and geometric features that
create a low-speed environment.
Some of the benefits of roundabout are
 improve safety.
 Promote lower speeds and traffic calming.
 Reduce conflict points.
 Lead to improved operational performance.
 Meet a wide range of traffic conditions because they are. versatile in size, shape, and
design.
This paper will outline and discuss the design of three different junctions or intersections with
in Lae city, Lae, Morobe province, Papua New Guinea. Also designing of a priority junction
(a Simple T junctions) and pedestrian crossing. The three designed locations of roundabouts
are;
I. Markham road /Milford Haven road roundabout
II. Air Corps road /Milford Haven road Roundabout.
III. Mangola Link road /Air Corps road Roundabout
The designing of roundabouts helps determine the functional life of the existing roundabout
upon the current traffic survey and designing of Markham road /Milford Haven road priority
junction helps determine the storage length or queue length to maximize the traffic flow in
road crash and road accident free manner. The pedestrian count survey helps in determining
the maximum pedestrian crossing and finding possible improvements and alternative solution
like building an overhead bridge that will cater for pedestrian only.
2|Page
Table of Contents
MINI -PROJECT TITLE:..................................................................................................................1
EXECUTIVE SUMMARY...........................................................................................................................2
ACKNOWLEDGEMENT...........................................................................................................................5
INTRODUCTION.....................................................................................................................................6
Location /Locality Map of three major intersections/roundabouts and Priority junction.....................7
INTERSECTION ONE...........................................................................................................................8
INTERSECTION 2................................................................................................................................9
INTERSECTION 3................................................................................................................................9
PEDESTRAIN CROSSING..............................................................................................................10
1.0. Orica to Lae Main Market Pedestrian Crossing......................................................................10
2.0. MANGOLA ROAD PEDESTRAIN CROSSING....................................................................10
Importance and Objectives..............................................................................................................11
Learning experience or outcome.....................................................................................................11
The outcome of the project.............................................................................................................11
TRAFFIC SURVEY -HOW TRAFFIC SURVEY CONDUCTED.....................................................12
Description of the three roundabouts and the Importance of the roundabouts.................................12
Description of the three major roundabouts.....................................................................................13
Description of the pedestrian crossing: Mangola street crossing and Orica to Main market Crossing.
.........................................................................................................................................................13
Importance of the three major Roundabouts to Lae Main Wharf and Transportation of Freight
within Lae city, Madang and Highland’s provinces.........................................................................14
CALCULATIONS TO DETERMINE THE CAPACITY OF THE INTERSECTIONS AND THEIR
FUNCTIONAL LIFE..........................................................................................................................15
INTERSECTION ONE.............................................................................................................................15
MARKHAM ROAD /MILFORD HAVEN ROAD ROUNDABOUT & PRIORITY JUNCTION...........................15
PRIORITY JUNCTION............................................................................................................................22
MARKHAM ROAD /MILFORD HAVEN ROAD.............................................................................22
CALCULATIONS TO DETERMINE THE CAPACITY OF THE INTERSECTIONS AND THEIR
FUNCTIONAL LIFE..........................................................................................................................25
INTERSECTION (2)................................................................................................................................25
AIR CORPS ROAD /MILFORD HAVEN ROAD..............................................................................25
ROUNDABOUT.................................................................................................................................25
CALCULATIONS TO DETERMINE THE CAPACITY OF THE INTERSECTIONS AND THEIR FUNCTIONAL LIFE
.............................................................................................................................................................32
INTERSECTION (3)................................................................................................................................32
MANGOLAR ROAD /AIR CORPS ROUNDABOUT...................................................................................32
3|Page
PEDESTRAIN COUNT SURVEY DATA ANALYSIS.....................................................................................39
POSSIBLE IMPROVEMENTS FOR THE TWO PEDESTRAIN CROSSING..................................39
1.0. BUILDING OF OVERHEAD BRIDGE FROM ORICA TO MAIN MARKET
PEDESTRAING CROSSING.........................................................................................................39
Schematic View of the overhead bridge............................................................................................41
2.0. Building of zebra crossing at Mangola Street...............................................................................41
DISCUSSIONS.......................................................................................................................................43
RECOMENDATIONS.............................................................................................................................46
CONCLUSIONS.....................................................................................................................................46
REFERENCES........................................................................................................................................47
APPENDICES.........................................................................................................................................48
4|Page
ACKNOWLEDGEMENT
I would like to thank my CE412: Traffic and Transportation lecturer, Mr. Konzang for supervising the
project and providing notes, guide lines and advice throughout the completions of this project. I would
also like to thank Vincent Raphael for the schematic or skeleton design of the roundabouts. Finally,
many thanks to all participants of the traffic count survey to collect the traffic data which enable this
project to be possible.
5|Page
INTRODUCTION
The Mini Project of designing the different roundabouts and a priority junction with pedestrian
crossing comes under the subject CE412: Traffic and Transportation Engineering, which is a 4 th and
final year civil engineering subject studied at Papua New Guinea University of Technology.
On the 11th of March ,2022, the final year civil engineering students at PNG Unitech carried out a
classified count traffic survey of the three major different roundabouts, a priority junction and two
pedestrian crossing count with in Lae city. The three (3) major roundabouts are;
I. Markham road /Milford Haven road roundabout
II. Air Corps road /Milford Haven road Roundabout.
III. Mangola Link road /Air Corps road Roundabout.
One of the of the major priority junctions that student surveyed is the Markham road /Milford Haven
road priority junction.
The two locations were the students carried out the pedestrian count survey are;
i. Lae Main Market: Orica to Lae Main Market crossing.
ii. Lae Main Market: Mangola Street, from mangola east to mangola west.
The figure 1.0 below Gives the location /locality map of the three roundabouts and the priority
junction
6|Page
Location /Locality Map of three major intersections/roundabouts and Priority
junction
Figure 1.0. An aerial view of the location of the three major intersections and a Priority
junction.
The figure 1.0 above shows the location or locality Map of the three roundabouts and the Markham
road Priority junctions. The numbers 1,2, and 3 in blue represented the three major different
roundabouts. Hence;
1 = Markham road/Milford Haven road roundabout
2 = Air Corps road /Milford Haven road roundabout
3= Mangola Link road/Air Corps road roundabout.
The first junction shaded in red before reaching the intersection one is the Markham road/Milford
Haven priority junctions. The Aerial view of each of the intersections are shown below.
7|Page
INTERSECTION ONE
MARKHAM ROAD /MILFORD HAVEN ROAD ROUNDABOUT AND PRIORIY
JUNCTION
Figure 2.0. An Aerial view of the Markham road/Milford Haven Roundabout and Priority
junction.
8|Page
INTERSECTION 2
AIR CORPS ROAD/MIFORD HAVEN ROAD ROUNDABOUT
Figure 3.0. An Aerial view of the Air Corps road /Milford Haven Roundabout
INTERSECTION 3
MANGOLA ROAD/AIR CORPS ROUNDABOUT
Figure 4.0. An Aerial view of the Manggola Link Road /Air Corps Roundabout
9|Page
PEDESTRAIN CROSSING
1.0. Orica to Lae Main Market Pedestrian Crossing.
Total number of persons crossing the road from Orica to Main market and vice versa is 714
people per hour.
Figure 5.0. Aerial view for the crossing from Orica to Lae Main Market.
2.0. MANGOLA ROAD PEDESTRAIN CROSSING

The total persons crossing from Mangola East to Mangola West and vice versa is 749 people per hour.
Figure 6.0. Aerial view for the Mangola pedestrian crossing
10 | P a g e
Importance and Objectives
The main objectives and importance’s of the project are given in bullet points below;
 To design the roundabouts and determine the capacity of intersections and residual
life or functional life of the roundabouts.
 To design priority junction and determine its storage length and queue length.
 To design and state the importance of the three roundabouts that linking the other
major roads.
 Pedestrian crossings are areas designated for foot traffic, that are intended to increase
pedestrian safety and facilitate the flow of vehicular traffic.
 They are absolutely vital in maintaining order in the streets and protecting both
drivers and pedestrians on the road.
 Redesigning of the roundabouts and improvements of pedestrian crossing and
enhance car/road accidents free and effective services delivery and most importantly
safe lives.
Learning experience or outcome
The project of designing the roundabouts and designing priority junction helps us using the
knowledge of CE412: Traffic and Transportation engineering we have learnt in the classroom
to put into practical aspects of learning. Thus, we have collected the traffic data through
classified count traffic survey and pedestrian count survey. The traffic data has been analysis
to design the roundabouts to estimate design their functional life and priority junction to
determine the queue length. In addition, the pedestrian count survey helped us to identify the
total number of pedestrians crossing the road from Mangola east to west and vice versa and
also identified total number of pedestrians crossing the road from Orica to Main market and
vice versa. After the analysis of the pedestrian count data and through the physical
observation of the pedestrian crossing the road which resulting in more delaying of the
vehicles in such a busy and commercial area which leading to the high possibility of car and
road accidents. Further improvements need to be made to the pedestrian crossing area.
This project ultimately gives us the life time experience which we are going to use that
experience and knowledge to design the roundabouts and priority junctions and also design
pedestrian crossing or overhead pedestrian bridge in the near future.
The outcome of the project
The outcome of the project is to find the functional life of the three roundabouts and queue
length or storage length of the priority junction and state the importance of the three
roundabouts and priority junctions to the Lae Main Wharf and the transportation of freights
within Lae, Madang and Highland’s provinces. And also, analysis the traffic data to design an
overhead bridge for the pedestrian crossing area. Also designing an overhead bridge for the
two crossing or redesigning a Zebra crossing for effective pedestrian crossing.
11 | P a g e
TRAFFIC SURVEY -HOW TRAFFIC SURVEY CONDUCTED
On the 11th of March 2022, the 4th year civil engineering students of PNG university of
Technology drove on the bush and went to the Lae, Main Market which is the major location
and students were allocated into different groups for different roundabouts and priority
junctions to do the classified traffic volume count survey. The three major roundabouts that
were considered are;
1.Markham Road/Milford Haven Roundabouts
2.Air Corps Road/Milford Haven Road
3.Mangola Road/Air Corps Road Roundabout.
And also, the Markham Road /Milford Haven priority junction was considered for the design
of its queue length.
The students were standing in different directions of the roundabouts and count the different
types of vehicles and recorded the figure in the classified traffic volume count survey data
sheet which it has section for different types of vehicles category and the directions of the
flow of the vehicles. The students count the vehicles flow in different direction by
referencing North and recorded in the traffic data sheet as Vehicles flow left, flow right and
flow through under each category of the vehicle’s types. The traffic data collected was in
Vehicles per hour and we converted the traffic flow data to passenger’s car unit per hour
(p.c.u/hr.) and do all the other necessary calculations to determine the functional life of the
roundabout and queue length of the Priority junction.
The two locations that students carried out the pedestrian count survey are
 at Lae Main Market: Orica to Lae Main Market crossing.
 at Lae Main Market: Mangola Street, from mangola east to mangola west.
It basically involved the counting the total number of pedestrian crossing road within an hour
from one direction to the other direction or from one side of the road to another side of the
road. The total number of pedestrians crossing the Mongola street from Mongola East to
West and vice versa is 749 pedestrians. And total number of persons crossing the road from
Orica to Lae Main Market is 714 pedestrians.
Description of the three roundabouts and the Importance of the roundabouts
Roundabouts promote a continuous flow of traffic. Unlike intersections with traffic signals, drivers
don’t have to wait for green light at a roundabout to get through the intersection can handle more
traffic in the same amount of time.
12 | P a g e
Description of the three major roundabouts
1.0. Markham Road /Milford Haven roundabout
The Markham road /Milford Haven roundabout is located 0.9km North east from Lae Main
Market. The roundabout has four entries from four different directions and each entry has two
lanes.
It is the roundabout that linking the traffic flow of vehicles through major center’s in lae city
like Lae Main Market, Lae Main Wharf, linking up the highland’s highway, Eriku, Angau
General hospital down town and top town. Therefore, Markham road /Milford Haven
roundabout has more benefits specifically to the Lae Main Wharf, Transportation of Freights
with in Lae, Mandang and highlands provinces.
2.0. Air Corps Road/Milford Haven roundabout
The Air Corps road/Milford Haven roundabout is located 0.7 km North from Lae Main
market. The roundabout has four entries from four different directions and two lanes for each
entry. One entry is from the Lae Main Warf, next entry from Lae main Market, another entry
from Markham road/Milford haven roundabout and other entry from the north direction of
the roundabout. The roundabout provides more benefits especially to big trucks transporting
freight from the main wharf to required center’s in Lae city and transporting up to Madang
and all the way to the highland’s provinces.
3.0. Mangola Road/Air Corps Road Roundabout.

The Mangola Road/Air Corps Road Roundabout is located just besides the Lae Main Market
and it is located 0.09 km South from the middle gate of the Lae Main Market. The
roundabout has four entries from four different directions and two lanes for each entry. The
roundabout is linking to big camp of the industries like SP Burry, another lane to the west is
to the Westpac Bank the lane to the north is the lane linking to the Main market BSP bank.
Description of the pedestrian crossing: Mangola street crossing and Orica to Main market
Crossing.
The two-pedestrian crossing especially Mangola street pedestrian crossing and Orica to Main
Market crossing are closely located at Lae Main Market, Morobe province, Papua New
Guinea. The Mangola pedestrian crossing road is located 0.15km South west of Lae Main
Market and some few meters North from the Mangola Link Road/Air Corps road roundabout.
In addition, the crossing from Orica to Main Market is located just besides the middle gate of
the Lae Main Market and 0.18km west from the Mangola link road /Air Corps roundabout.
These two-pedestrian crossing are the busiest and only pedestrian crossing that pedestrian
used to cross the road to enter and leave the Lae Main Market center.
13 | P a g e
Importance of the three major Roundabouts to Lae Main Wharf and
Transportation of Freight within Lae city, Madang and Highland’s provinces.
Some of the Major Benefits of the three main roundabouts and their importance to the Lae
Main Wharf and Transportation of Freight within Lae city, Mandang and highland’s
provinces are;
 Safety
This safety benefits include the dramatic reductions in series injury and fatality
crashes for the big trucks carrying freight from the main Wharf to the roundabout and
turn and adding towards the Markham road and to the highland’s highway. Some of
the trucks heading towards Madang and Some continue the highlands highway to the
highland’s provinces. The roundabout reduces the risk of road crashes and road
accident in the city for the big trucks transporting freight within Lae city to Mandag
and to the highland provinces.
Roundabout is also safer for beginner and elderly drivers who driving the big freight
trucks.
 Time Savings
The roundabout reduces the traffic delays, less waiting at stopes and signals. Which
on the other hand increasing the production of goods and services for the company
and services to the people when trucks transporting freight are moving on time.
 Environmentally friendly
The roundabouts reduce pollutions (from cars not waiting at traffic signals), reduces
noise and fuel consumptions for the big trucks carrying freight with in Lae city and to
Mandang and Highlands provinces.
Generally, roundabouts allow effective movement of trucks transporting freight within lae
city and to Mandang province and to the highlands provides on time and less risk of road
crash and road accidents.
14 | P a g e
CALCULATIONS TO DETERMINE THE
CAPACITY OF THE INTERSECTIONS AND
THEIR FUNCTIONAL LIFE
INTERSECTION ONE
MARKHAM ROAD /MILFORD HAVEN ROAD

ROUNDABOUT & PRIORITY JUNCTION
15 | P a g e
MARKHAM ROAD /MILFORD HAVEN ROAD ROUNDABOUT
Figure 5.0. Markham road /Milford Haven road Roundabout for the afternoon peak
The steps for evaluating the Roundabout.
(1.) The hourly traffic volume or design hour volume for different approaches are
clearly shown from the figure 1.0 above.
(2). Calculate the Entry volume, Exit volume and Circulation volume of the
roundabout in passenger’s car per unit (p.c.u)
Note: before calculating the entry, exite and circulation volume of the roundabout, the
number of vehicles per hour(v.p.h) are converted to passengers car unit per hour (p.c.
16 | P a g e
u/hour).To convert vehicles per hour to p.c.u/hr,Multiplyig number of single unit
trucks(SU) inside the bracket by two and add with the number of cars outside the
brackets.
Figure 6.0. showing number of vehicles in each approach for the afternoon peak.
(2). Calculate the Entry and Exit volume of the roundabout in passenger’s car unit /hour (p.c.u/hr.) by
converting vehicle /hour to p.c.u /hour
 Entry volume in p.c.u in each approach

North Entry South Entry
52+ ( 3 ×2 ) + 42+ ( 2× 2 ) +90+ ( 4 ×2 ) 96+ ( 2× 2 ) +309+(20×2 )+9

¿ 58+ 46+98 =202 p.c.u /hr. 100+349+ 9=458 p . c .u /hr
East Entry West Entry
43+ ( 4 × 2 ) 208+ ( 10× 2 ) +241+ ( 12× 2 ) 217+ ( 4 × 2 )+11+ ( 2 ×2 ) +170+ ( 3 ×2 )

¿ 51+228+265 =544 p.c.u/hr. ¿ 225+15+176=416 p . c .u /hr
 Calculation of Exit volume at each approach
17 | P a g e
North Exit South Exit
347+228+ 176=751 p . c . u/hr 98+51+225=374 p . c . u /hr
East Exit West Exit
15+ 46+9=70 p . c .u /hr 58+100+265=423 p . c .u /hr
(3). Since the entry and exit volume for each approach are calculated then we can then
calculate the circulation volume for the roundabout
Figure 7.0. Entry and Exit volume with the circulation volume for each approach for the
roundabout
18 | P a g e
 Calculation of the circulation volume for each approach.
Figure 8.0. circulation flow for each approach and determining the circulation for North-west
Refer to figure 4.0 above, it shows the circulation flow of the roundabout at each approach therefore
we calculate the circulation flow for North-West and using that value to calculate the circulation
volume for the other approaches and all values are given in figure 3.0 above.
Thus; circulation flow at North -west

176+349+15+ 9+225+228=1002 p . c .u /hr
The sequence of calculations are as follow; the value 1002 p.c.u/hr. for north west subtract
with the exit volume for north to get circulation flow for north and add with the entry volume
for north to get the circulation flow for north-east and then subtracts with east exit volume to
get east circulation volume and add with east entry to get south-east circulation volume and
subtract with south exit volume to get south circulation flow and add with south entry volume
to get south-west circulation volume and subtracts with west exit to get west circulation flow.
(4) We assume that two lanes are available for each entry point
(5). Determination of the Saturation volume (SP) using figure 4.35, page 53 of the
INTERIM GUIDE for the DESIGN of INTERSECTION at GRADE with the number of
lanes =2 lanes.
Peak Approach Circulating Entering Saturation Saturation Table

volume volume volume ration 1.0.
(Qcp) Qp (p.c.u) (SP) (Qp/SP)
(p.c.u/hr) (p.c.u/hr)
19 | P a g e
Afternoo N 249 202 2200 0.09
n S CE412-MINI
551 PROJECT
458 #1-SEMESTER
1700 01-2022 0.27
Peak E 381 544 1950 0.28
(PM) W 586 416 1600 0.26
Note; the critical approach 0.28 is at East approach of the afternoon peak has clearly
highlighted in blue in Table 1.0 above. Therefore, we will be using the critical approach to
calculate the functional life of the roundabout which will be a reasonable one.
(6). Determination of the delays on each approach and total delay in the intersection from figure
3.3(a), page 12 of the INTERIM GUIDE for the DESIGN of INTERSECTION at GRADE. Note the
number of vehicles delayed (Q) is expressed vehicles /hour not p.c.u/hour.
Table 2.0
Peak Approach Circulating Entering Mean Number Total delay

volume volume/lane deal of (Q ×d)
(p.c.u/hr.) p.c.u/hr (d) Entering Vehicles. Seconds
vehicles
(Q) V.p.h
PM N 249 101 0.75 193 144.75
S 551 229 2.4 435 1044
E 381 272 1.5 518 777
W 586 208 2.3 407 936.1
Σdelays =2901.85
vehicles. Seconds.
Total delays for the afternoon peak are 2902 vehicles. Seconds
(7). Calculate the functional life of intersection if traffic composition and turning proportion
remain unchanged. Total entering traffic in the peak hour is assume to be increasing at 8%
per annum (Compound)
Peak Critical Circulation Entering Qp/Qcp Sp at Sp/Qp Qp/Sp
approach volume Volume Saturation
(Qcp) (Qcp)
p.c.u/hr p.c.u/hr.
PM E 381 544 1.43 1300 2.4 0.42
Table 3.0
Note: for a number of entry lanes (n=2 lanes) and a given ration of P = Qp/Qcp, the value of
Saturation entry volume (Sp) can be determined from the intercept of the appropriate n and p lines in
figure 4.35, page 53 of Interim Guide for the Design of Intersection at Grade.
 The critical peak is the Afternoon peak has highlighted from the table, hence =0.42
(7.1) Now calculate the functional life of the roundabout by using the formula given below;
20 | P a g e
n=
[ ( ) ]
log
Sp
Qp
−log 1
where n=number of years ,
(
log 1+
r
100 )
r =traffic rate per annum ( compound )∧Y =Sp /Qp
log 2.4−log 1
n=
(
log 1+
8
100)
log 2.4−log 1
n=
log 1.08
n=11.4 years
The functional life of the roundabout is approximately ,12 years
21 | P a g e
PRIORITY JUNCTION
MARKHAM ROAD /MILFORD HAVEN ROAD

Markham road
Church St 152(11)
122(11) 360(12)
140(7)
100(9) 366(8)
Figure 9.0. Number of vehicles per hour in each approach of the Markham road/Milford
road priority junction.
 Before we proceeded on with the other calculations we need to find the major flow and
minor flow of the priority junction first.
From the figure above;
Minor flow ( Q 1 )=( 122+11) + ( 140+7 )=280 vehicles /hour

Major flow ( Q 2 )=( 152+11 )+ (360+ 12 )+ ( 366+8 ) +100+ 9=1018 v . p .h
Major flow
Q2=1018 v.p.h
Q1 =280 v.p.h
Minor flow
22 | P a g e
Figure 10.0. Major stream and Minor stream of Markham road/Milford Haven priority
Design Steps for priority intersections/junctions (unsignalized intersections)
junction
 The following steps are the steps to follow to design the intersections.
(1). Determine peak hour flow
Through the traffic count survey of the vehicles in the afternoon peak and morning peak, we
concluded that the afternoon peak has the high peak hour flow.
(2) Practical Absorption capacity of the stream/flow
The priority junction is a two directional stream -two lane and refer to Table 3.4 in the
Interim Guide for the Design of Intersection at Grade
Hence,
T =5 sec ¿ T́ =3 sec , where T=Critical Acceptance gas and T́ =Follow−up Headway
Q 1=major flow=1018 v . p .h
Refer to figure 3.2. (Unsignalized Intersection-Practical Absorption capacity), page 11 of
INTERIM GUIDE for the Design of Intersection at GRADE and determine the practical
absorption capacity (Np) of stream. Refer to Appendix.
Therefore, from figure 3.2, The Practical Absorption capacity is 350 v.p, h
Practical Absorption capacity ( Np )=350 v . p . h
(3) Determination of the number of lanes required for minor flows/stream

Q2
No . of lanes required ( λ )= where Q 2is the minor traffic flowQ 2=280 v . p . h
Np
¿ Npis practical absorption capacity =350 v . p . h
280
λ= =0.8 , the next higest integer =1 so 1 laneis required
350
Q 2 280
Average flow per lane= = =280 v . p . h
1 1
(4) Determination of the average delay in minor road vehicles
Major flow ( Q 1 )=1018 v . p . h∧the minor stream volume per lane=280 v . p . h
So refer ¿ Table 3.4 of the Interim Guide , whereT =5 se c ¿ T́ =3 sec .∧¿

using figure 3.3 ( a ) about Average Delay ¿ Minor stream vehicle
at unsiginalise interesctions ( T =5 se c ¿ T́=3 sec )

Hence the Average Delay ( d )=5.8 seconds
23 | P a g e
(5) Determine Average Minor Queue length services rate
minor stream service rate ( µ ) generally =Np=350 v . p . h
Arrivial rate per lane=λ=280 v . p . h
λ 280
Ratio ( P )= = =0.8
Np 350
P
So meanqueue length ( Dmn )=
1−P
0.8
Dmn= =4 so Dmn=4 vehicles
1−0.8
(6) Determine the queue length with the probability of 95 % not been exceeded.
In this intersection we assume the probability not been exceeded is 95% because it will give
the reasonable queue length for the roundabout.
At Dmn=4 vehicles ∧queue length with the probability 95 % not been exceeded ,
refer ¿ figure3.4 of page 19 of the INTERIM GUIDE for∩¿
¿ determine Design Queue ( Dmax ) .
¿ hence , Dmax =7 vehicles
Uponthe adoption of a storage length of 8 m for each unit of Dmax selected
then∈the design , provide a queue length of 8 x 7=56 m
Give way-If you’re driving on a road that Major flow

ends in a T-intersection you must give way
to all vehicles travelling on the road Q2=1018 v.p.h
continuing through the intersection (except Give-way
for those doing a U-turn).
Traffic Island
56m  Traffic Island
Q1 =280 v.p.h Islands are designated areas

Minor flow between travel lanes used for
pedestrian sanctuary and
traffic control. These areas
are used in channelized
Provide Design queue intersections to direct
length of 56 M which entering traffic into definite
is less than 200m and travel paths.
its satisfactory
24 | P a g e
Figure 11.0. Showing the designed queue length, give-way sign and the traffic island.
CALCULATIONS TO DETERMINE THE CAPACITY OF

THE INTERSECTIONS AND THEIR FUNCTIONAL LIFE
INTERSECTION (2)
AIR CORPS ROAD /MILFORD HAVEN ROAD

ROUNDABOUT
25 | P a g e
AIR CORPS ROAD /MILFORD HAVEN ROAD
ROUNDABOUT
Figure 12.0. Air corps Road /Milford Haven road Roundabout
26 | P a g e
Figure 13.0. Vehicles per hour in each approach for the afternoon peak.

(1.) The hourly traffic volume or design hour volume for different approaches are clearly
shown from the figure 13.0 above.
(2). Calculate the Entry volume, Exit volume and Circulation volume of the roundabout in
passenger’s car per unit (p.c.u)
number of vehicles per hour (v.p.h) are converted to passenger’s car unit per hour (p.c.
u/hour). To convert vehicles per hour to p.c.u/hr., multiplying number of single unit trucks
(SU) inside the bracket by two and add with the number of cars outside the brackets.
(2). Calculate the Entry and Exit volume of the roundabout in passenger’s car unit /hour
(p.c.u/hr.) by converting vehicle /hour to p.c.u /hour
27 | P a g e

61+181+266 u ¿ 508 p .c ./hr 28+379+115=522 p . c . u/hr

388+216+ 78=682 p . c . u/hr 147+ 45+126=318 p . c .u /hr

379+388+147=914 p . c .u /hr 181+78+126=385 p . c .u /hr
East Exit West Exit

45+ 266+115=426 p . c .u /hr 216+61+ 28=305 p . c . u/hr
(3). Calculations of the Circulation flow for the Roundabout (p.c.u/hr) for each of the
approach.
28 | P a g e
Figure 14.0. Circulation Volumes, Entry and Exit volumes of the roundabout at each
approach.
Figure 15.0. Determine the circulation flow of the roundabout at each approach by
calculating North-east first.
29 | P a g e
(4) Determine the number of entry lanes available at each entry point.
We assume two (2) lanes available at each entry for this roundabout
INTERIM GUIDE for the DESIGN of INTERSECTION at GRADE.
Table 4.0
Peak Approach Circulating Entering Saturation Saturation
volume volume volume ration
(Qcp) Qp (p.c.u) (SP) (Qp/SP)
(p.c.u/hr) (p.c.u/hr)
Afternoo N 286 508 2100 0.24

n S 665 522 1500 0.35
Peak E 368 682 1900 0.36
(PM) W 882 318 1300 0.245
Note: The critical approach 0.36 is at East approach of the afternoon peak has clearly
highlighted in blue in Table above. Therefore, we will be using the critical approach to
(6). Determination of the delays on each approach and total delay in the intersection from
figure 3.3(a), page 12 of the INTERIM GUIDE for the DESIGN of INTERSECTION at
GRADE. Note the number of vehicles delayed (Q) is expressed vehicles /hour not p.c.u/hour.
Peak Approach Circulating Entering Mean Number Total
volume volume/lane deal of dealy
(p.c.u/hr.) p.c.u/hr (d) Entering (Q ×d)
vehicles Vehicles.
(Q) Seconds
PM N 286 254 1.1 488 536.8
S 665 261 2.9 493 1429.7
E 368 341 1.7 657 1116.9
W 882 159 3.7 308 1139.6
Σ=4223
v.sec.
Table 5.0.
The total delays for the afternoon (PM) Peak = 4223 vehicles. Seconds
30 | P a g e
Table 6.0
Peak Critical Circulatio Entering Qp/Qcp Sp at Sp/Qp Qp/Sp
approach n Volume Saturation
Volume (Qp)
(Qcp)
E 368 682 1.85 1400 2.1 0.49
The critical peak is at the Afternoon peak as highlighted in the table above.
Saturation entry volume (Sp) can be determined from the intercept of the appropriate n and p
lines in figure 4.35, page 53 of Interim Guide for the Design of Intersection at Grade.
Now calculate the functional life of the roundabout by using the formula given below;
n=
[ ( ) ]
log
Sp
Qp
−log 1
(
log 1+
r
100 )
log2.1−log 1
n=
(
log 1+
8
100 )
log2.1−log 1
n=
log1.08
n=9.6 years
Approximately=10 years
 The functional life of the Air corps road/ Milford Haven Road roundabout
before saturation is approximately 10 years.
31 | P a g e
CALCULATIONS TO DETERMINE THE
CAPACITY OF THE INTERSECTIONS AND THEIR
FUNCTIONAL LIFE
INTERSECTION (3)
MANGOLAR ROAD /AIR CORPS ROUNDABOUT
32 | P a g e
MANGOLAR LINK ROAD /AIR CORPS ROAD ROUNDABOUT
Figure 17.0. Mangola Link road/Air Corps Road Roundabout with number of vehicles per
hour
33 | P a g e
Figure 18.0. Number of vehicles per hour in each approach for the evening peak.
(1.) The hourly traffic volume or design hour volume for different approaches are clearly
shown from the figure 13.0 above.
(2). Calculate the Entry volume, Exit volume and Circulation volume of the roundabout in
passenger’s car per unit (p.c.u)
number of vehicles per hour (v.p.h) are converted to passenger’s car unit per hour (p.c.
u/hour). To convert vehicles per hour to p.c.u/hr., multiplying number of single unit trucks
(SU) inside the bracket by two and add with the number of cars outside the brackets.
Calculate the Entry and Exit volume of the roundabout in passenger’s car unit /hour
(p.c.u/hr.) by converting vehicle /hour to p.c.u /hour
34 | P a g e

115+ 252+ 94=462 p . c . u/hr 276+192+260=728 p . c . u/hr

74+ 346+129=549 p . c . u/hr 75+144 +73=292 p . c . u/hr

192+74+ 75=341 p .c . u/hr 252+73+129=454 p . c .u /hr
East Exit West Exit

144+ 276+115=535 p .c . u/hr 346+260+ 94=700 p . c .u /hr
(3). Circulation flow of the roundabout in p.c.u/hour for the roundabout.
35 | P a g e
Figure 19.0. Circulation volumes, Entry and Exit volumes at each approach of the
roundabout for the evening peak
36 | P a g e
Figure 20.0. Determing circulation volumes of the roundabout by calculating circulation
volume for South -east first.
(4). Determine the number of entry lanes available at each entry point.
We assume two (2) lanes available at each entry for this roundabout
INTERIM GUIDE for the DESIGN of INTERSECTION at GRADE and using the number of
lanes (n) = 2 lanes.
Table 7.0
Peak Approach Circulating Entering Saturation Saturation
volume volume volume ration
(Qcp) Qp (SP) (Qp/SP)
(p.c.u/hr) (p.c.u/hr) (p.c.u/hr)
Afternoon N 493 461 1800 0.26

Peak S 514 728 1700 0.43
(PM) E 419 549 1900 0.29
W 542 292 1650 0.18
Note: The critical approach 0.43is at South approach of the afternoon peak has clearly
highlighted in blue in Table above. Therefore, we will be using the critical approach to
37 | P a g e
(6). Determination of the delays on each approach and total delay in the intersection from
figure 3.3(a), page 12 of the INTERIM GUIDE for the DESIGN of INTERSECTION at
GRADE. Note the number of vehicles delayed (Q) is expressed vehicles /hour not p.c.u/hour.
Peak Approach Circulating Entering Mean Number Total
volume volume/lane deal of delay
(p.c.u/hr.) p.c.u/hr (d) Entering (Q ×d)
vehicles Vehicles.
(Q) Seconds
PM N 493 230.5 1.8 424 763.2
S 514 364 2.7 689 1860.3
E 419 274.5 1.8 503 905.4
W 542 146 2 273 546
Σ=4074.9
Table 8.0.
The total delays for the afternoon (PM) Peak = 4074.9vehicles. Seconds
Table 9.0.
Peak Critical Circulation Entering Qp/Qcp Sp at Sp/Qp Qp/Sp
approach Volume Volume Saturation
(Qcp) (Qp)
PM S 514 728 1.42 1300 1.8 0.56
The critical peak is at the Afternoon peak as highlighted in the table above.
Saturation entry volume (Sp) can be determined from the intercept of the appropriate n and p
lines in figure 4.35, page 53 of Interim Guide for the Design of Intersection at Grade.
Now calculate the functional life of the roundabout by using the formula given below;
n=
[ log( QpSp )−log 1]
log (1+
100 )
r
log 1.8−log 1
n=
(
log 1+
8
100 )
log 1.8−log 1
n=
log 1.08
n=7.6 years
38 | P a g e
Approximately=8 years
 The functional life of the Mangola link road/Air Corps road roundabout before
saturation is approximately 8 years.
PEDESTRAIN COUNT SURVEY DATA ANALYSIS.

Throughout the pedestrian count survey and upon the data analysis of the total number of
pedestrians crossing the Mongola street from Mongola east to west and vice versa is 749
pedestrians and total number of persons crossing the road from Orica to Lae Main Market is
714 pedestrians. In addition, with the questioner surveyed from the people using the link of
road every day, we have identified and concluded that the two crossing especially Mangola
street crossing and Orica to Main Market crossing need some improvements to avoid road
and car accidents and also reducing the total delays of vehicles and commercial vehicles
using the particular road every day. Proper improments need to be taken into consideration
for the two locations of the pedestrian crossing for free road and car accidents, safer crossing,
reducing delaying time of vehicles and commercial vehicles for the growing populations with
in Lae city.
POSSIBLE IMPROVEMENTS FOR THE TWO PEDESTRAIN CROSSING
1.0. BUILDING OF OVERHEAD BRIDGE FROM ORICA TO MAIN MARKET

PEDESTRAING CROSSING
One of the best possible solution to reduces the rate of high risk of road and car accidents due
to the greater number pedestrians crossing the road within an hour, and also reducing the total
delays of the vehicles and commercial vehicles in such an industrial area, would be the
designing and installation of the overhead bridge for the crossing from Orica to Lae Main
Market.
Description of Overhead Bridge.

Overhead Bridge is the most vital crossing facilities for pedestrian to cross the busy road.
Pedestrian bridges are structures built over roads that require people to take longer, often
inaccessible routes up and over many lanes of car traffic, without impeding the speed or
movement of vehicular traffic. Proponents of these structures argue that these bridges are
made for the safety of pedestrians, by moving pedestrians out of the way of speeding cars. In
reality, by displacing people, pedestrian bridges simply reinforce the dominion of vehicles
over people on the streets. Pedestrian bridges discourage walking and cycling and worsen
road safety for drivers, pedestrians, and cyclists. Separating people from the street reinforces
the prioritization of personal motor vehicles, while encouraging speeding, driver negligence,
and traffic fatalities. This bridge is most important to implement the way to prevent the
incident and to create awareness for the pedestrian to take a safety crossing behaviour in order to
avoid the accident crashes.
39 | P a g e
Figure 1.0. Possible sample
picture of the overhead
bridge for pedestrian.
Importance of Pedestrian Overhead Bridge.

Some of the major importance of the Pedestrian overhead bridge are given in bullet points
below;
Pedestrian bridges discourage walking and cycling and worsen road safety for drivers,
pedestrians, and cyclists. Separating people from the street reinforces the prioritization of
personal motor vehicles, while encouraging speeding, driver negligence, and traffic fatalities.
Overhead Bridge is the most vital crossing facilities for pedestrian to cross the busy road.
This bridge is most important to implement the way to prevent the incident and to create
awareness for the pedestrian to take a safety crossing behaviour in order to avoid the accident
crashes
Ensure safer crossings over high traffic roadways, railroads, etc., in urban/peri-urban areas.
Increase accessibility to anyone who is disabled.
Reducing the total delays time of the vehicles to give way to the vehicles, that is no
pedestrian crossing so there will be no vehicles delays.
Five (5). Factors to Consider Before Building an Over head Pedestrian Bridge
Width
The width of a pedestrian bridge is dependent on the type of traveller and amount of traffic
the bridge will receive. On high-travelled trails a wider bridge is needed to support more
people at the same time. While some bridges might be as little as four to five feet in width,
other bridges can span more than 12 feet in width.
Site Conditions
Design of the bridge depends on the condition of the site where it is being built. If a site
includes water crossing, intersections or steeper elevations, additional considerations should
be made during the design process.
Geotech Analysis
Geotech Analysis can be used for learning details about the site. For example, the analysis
helps determine if deeper foundations are necessary. Knowing the surrounding soil condition
helps in designing the footing required to keep the bridge structurally sound.
Safety
A pedestrian bridge must meet ADA safety guidelines. Boards with protruding screws, nails,
fasteners or splinters provide a threat to anyone who might use the bridge. The bridge should
also be able to stand up to bikes, rollerblades and heavy foot traffic.
40 | P a g e
Durability
Durability is crucial when building a bridge for pedestrian traffic. A bridge should be able to
withstand the harsh environment it’s built in. This might mean adding fortification for
flooding or using stronger materials to ensure longevity.
Schematic View of the overhead bridge.
The schematic horizontal and Vertical component of the overhead Bridge for the Orica to Main
Market.
Figure 2.0. Schematic view for the Expected design of the overhead bridge at Lae Main Market
Crossing(From Orica to Lae Main Market)
41 | P a g e
2.0. Building of zebra crossing at Mangola Street.
The department of works for Lae, City must adopt and designing the Zebra crossing for the
two-existing location of the pedestrian crossing which will enable and boost the effectiveness
of the crossing and also reducing the high risk of car accidents and road crash and effective
movement of vehicles and commercial vehicles
A zebra crossing features a series of black and white stripes painted across a road (a bit like
the markings of a zebra). Sometimes, these crossings are raised to be level with the pavement.
Zebra crossings also have round, amber-coloured lights at either side, mounted on black and
white-striped poles. These are called Belisha beacons, named after Leslie Hore-Belisha, the
Minister for Transport who introduced them in 1934. While the beacons were previously
traditional lamps, on newer crossings they have been replaced by rings of LEDs, which are
more visible, and more energy efficient.
Figure3.0. Possible sample picture of zebra crossing.

How do pedestrians cross at a zebra crossing?
A zebra crossing is the only crossing where the pedestrian automatically has the right of way
once they have stepped out. The Highway Code advises that pedestrians allow traffic plenty
of time to see them before starting to cross and to keep looking while crossing, just in case a
vehicle attempts to overtake a stationary vehicle. If there is an island in the middle of the
crossing, each half should be treated as a separate crossing and the same rules should be
followed.
How should a driver approach a zebra crossing?
With Belisha beacons, drivers should see the crossing well in advance. They should approach
with caution and be aware that traffic may come to a halt, as vehicles closer to the crossing
could stop to let someone cross. When stopped at a crossing, drivers should allow any
pedestrians to reach the other side of the crossing before moving off.
42 | P a g e
DISCUSSIONS
Discussions of the traffic survey

The classified count traffic survey was carried out successful by the 4th and final year civil
engineering students of the Papua New Guinea university of Technology. As described
previously on the section of ‘how traffic survey was conducted? The students were grouped
into different groups and each group did the traffic survey for the each of the three different
main intersections and the priority junction as well as the pedestrian count survey at Main
market to Orica and Mongola road pedestrian count. For each of the roundabouts, the
students standing at each approach of the roundabout and counting the types of vehicles
turning left, turning right and through referencing to the true North. Each student has
classified count traffic data sheet which the data sheet has different sections for the different
types of vehicles and different approaches or directions which helps students easily count the
number of vehicles at different approaches and recording in the right sections of the vehicles.
The students did the traffic survey for one hour at each major intersection and the priority
junctions as well as the pedestrian count and all the traffic data was collected. However, some
of things that really affects and influences the students to not collected the data properly as
expected are;
 Students confused to record the different types of vehicles under the right category of
the vehicles and mixed the vehicles around under each vehicle’s types section.
 Students sometimes confuses the directions of the vehicles when there is high traffic
flow at the roundabouts.
 Students distracted from the friends and families traveling in the vehicles and
surrounding people while do the traffic survey which resulting in not recording the
traffic data properly.
 The crowds of pedestrian crossing the road at crossing, it makes it difficult to count.
 The weather conditions, it was very sunny and hot during the traffic survey and some
students lost focus and concentrations in counting the vehicles and pedestrians.
All in all, the students gave their best and carried out the traffic count survey successfully
without accidents and all the necessary data was collected for the design of the capacity of the
intersections and priority junctions and functional life of the three different roundabouts and
the priority junctions.
Pedestrian count survey
Throughout the pedestrian count survey and upon the data analysis of the total number of
pedestrians crossing the Mongola street from Mongola east to west and vice versa is 749 pedestrians
and total number of persons crossing the road from Orica to Lae Main Market is 714 pedestrians. In
addition, with the questioner surveyed from the people using the link of road every day, we
have identified and concluded that the two crossing especially Mangola street crossing and
Orica to Main Market crossing need some improvements to avoid road and car accidents
43 | P a g e
and also reducing the total delays of vehicles and commercial vehicles using the particular
road every day. Proper improments need to be taken into consideration for the two locations
of the pedestrian crossing for free road and car accidents, safer crossing, reducing delaying
time of vehicles and commercial vehicles for the growing populations with in Lae city.
Discussion of the calculations.
From the observation of the calculations of the three different major roundabouts, the
procedures used to calculate capacity of the intersections and functional life of the three
different roundabouts are the same but the traffic datas are different as shown from the
calculations part of each sections of the roundabouts.
For Intersection one, Markham road/Milford Haven roundabout, the critical approach was at
the East approach because it has greater saturation ratio compared to the other approaches.
Therefore, the critical approach was only used to calculate the functional life of the
roundabout. The functional life calculated was approximately 12 years.
And for the Intersection two; Air Corps road/Milford Haven roundabout, the critical
approach was at the East approach because it has greater saturation ratio compared to the
other approaches. Therefore, the critical approach was only used to calculate the functional
life of the roundabout. The functional life calculated was approximately 10 years.
The intersection three, Mangola Link road/Air Corps road roundabout has critical approach at
South approach as shown from table 7.0, because its saturations rations is greater than the
other approaches. The critical approaches are used to calculate the functional life of the
roundabout. The functional life for the intersection three, Mangola link road/Air Corps
roundabout is 8 years and it is quiet less than intersection one and two. It all depends on the
traffic survey and functional life of the three major roundabouts are clearly determined.
For the Markham road/Milford Haven road priority junctions, the steps are clearly shown in
the calculations part. We assumed the probability of 95 % not been exceeded meaning which
has a 95% probability of not overflowing onto the main line during peak hours because it
gives the reasonable design queue length (Dmax =7 vehicles). Upon the adoption of a storage
length of 8m for each unit of Dmax selected it provide a queue length of 56m for the priority
junction which is also less that 200m so it’s a satisfactionary design queue length.
There were some little errors involved or approximate values in finding, Saturation entering
volume, mean delays, practical absorption capacity and design queue length for the
roundabouts and priority junctions because all the values are determined from the different
figures of graph from the Interim Guide for the Design of Intersection at Grade. Otherwise
all the values obtained are satisfactionary for the calculations of the capacity of the
intersections and priority junctions and design lives of roundabout and mean queue length of
the Priority junction.
For the pedestrian count survey, the total number of pedestrians crossing the Mongola street from
Mongola East to West and vice versa is 749 pedestrians. And total number of persons crossing the
road from Orica to Lae Main Market is 714 pedestrians. Based on the total number of pedestrians
crossing the road per hour is greater than usual pedestrian crossing so the two best alternatives
solution to improve the pedestrian crossing will be; designing an overhead bridge and a zebra
crossing. Otherwise the traffic survey was conducted successfully and all required traffic data was
obtained.
44 | P a g e
State the findings
Throughout the traffic survey of the different intersections and calculations we found out
that; the three different roundabouts have different functional lives. The Markham road
/Milford Haven road has critical approach at East approach and has a functional life of twelve
(12) years which it has four more years to function than Air corps road/Milford haven
roundabout which its functional life is 10 years. Both intersections are greater than
intersection three; Mangola link road/Air Corps road roundabout in which it has functional
life of 8 years. The critical approach is the approach at the intersections that has experience
high peak traffic flow and have greater saturation value which the critical approach is used to
calculate the functional life of the roundabouts. The function life of the three roundabouts
obtained is satisfactory but traffic flow is increasing every year and needs proper
improvements.
We have found out that only traffic survey can help us find the functional life of the three
existing roundabouts, redesigning of the three roundabouts depending on their design
functional lives and also designing queue length of the Markham road/Milford Haven road
priority junctions. Furthermore, throughout the traffic survey, an overhead bridge needs to be
built at the crossing from Lae Main Market to Orica and vice versa to avoid crowding of
pedestrians crossing the road which resulting in traffic delays and risk of accidents.
We have also observed through traffic survey that the three intersections linking the road to
Lae Main Wharf enables effective movement of big trucks transporting freight from Lae
Main Wharf and distributing freight within Lae city and transporting freight to Madang and
up to the Highlands provinces.
However, we have also observed and found out some of the things during traffic survey that
need to be improved and address are given in bullet points below;
 Students confused to record the different types of vehicles under the right category of
the vehicles and mixed the vehicles around under each vehicle’s types section.
 Students sometimes confuses the directions of the vehicles when there is high traffic
flow at the roundabouts.
 Students distracted from the friends and families traveling in the vehicles and
surrounding people while do the traffic survey which resulting in not recording the
traffic data properly.
 The crowds of pedestrian crossing the road at crossing, it makes it difficult to count.
 The weather conditions, it was very sunny and hot during the traffic survey and some
students lost focus and concentrations in counting the vehicles and pedestrians.
For the pedestrian count survey, the total number of pedestrians crossing the road per hour is
greater than usual pedestrian crossing so the two better alternatives solution to improve the
45 | P a g e
pedestrian crossing will be; designing an overhead bridge for the two roundabouts and a zebra
crossing
All in all, the traffic count survey helps us a lot and gave us the experience to carry out traffic
survey in the near future.
RECOMENDATIONS
Improvements and concepts

The classified count traffic survey for the three different roundabouts, namely Markham
road/Milford Haven roundabout, Air Corps road/Milford Haven road roundabout and
Mangola Link road/Air Corps road roundabout and also the Markham road /Milford Haven
priority junction have successfully carried out by the Civil engineering final year students of
PNG Unitech. Also, two pedestrian crossing at Market to Orica and Mangola road are carried
out successfully. However, students need to improve and adopt some of the traffic survey
techniques that will help them collect traffic data properly for the designs. Hence some of the
improvements that students need to take note are;
 The students must study the different categories of the vehicles and must know which
types of vehicles comes under which category in order to record the correct data
under right sections of the vehicles.
 At every intersections and roundabouts as well as the priority junctions’ students
must make North the reference point and identifying other approaches and recording
the traffic data under right section columns of the traffic data sheet.
 Students must stay focus on the flow of the vehicles at roundabouts and avoid
external distractions from friends and family’s or even other students while doing the
traffic count.
 Stay focus at the pedestrian crossing the road and two students must located at both
sides of the road and do the counting in case of high pedestrian crossing the road at
same time.
 The students must consider the weather conditions of the day before going out for
traffic survey.
Otherwise the project of traffic survey helps the students a lot to use the knowledge that have
learnt in the classroom as per the subject outline and deliberately carried out the project with
good understanding of the knowledge to put into practice and it’s a good experience for the
students.
CONCLUSIONS
In conclusion, the traffic survey of the three roundabouts and a priority junction have carried
successfully and the mini project has achieved its main objectives. All the capacity of the
three intersections and their functional lives are determined as well as the queue length of the
46 | P a g e
Markham road/Milford Haven road junctions and best alternative improvements for
pedestrian crossing are determined.
REFERENCES
1.https://en.wikipedia.org/wiki/Traffic_count
2. https://thinktransportation.net/traffic-surveys/
3. https://www.google.com/search?client=firefox-b-d&q=What+is+traffic+survey
4. https://www.innovarytech.com/roundabout-intersection-turning-counts/
47 | P a g e
APPENDICES
A. The standard used for the design of Intersections and priority junctions is the Interim Guide
for the Design of Intersections at Grade.
48 | P a g e
1.Standards used for determining critical acceptance gaps and follow -up headways
2.Practical Absorption capacity
49 | P a g e
3.Average Delay to Minor Stream.
4.Probability of getting Queue length (Dmax)
50 | P a g e
5. Design entry volumes for roundabouts.
51 | P a g e
52 | P a g e

CE412-project - Final Mini

Uploaded by

Copyright:

Available Formats

CE412-project - Final Mini

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CE412-project - Final Mini

Uploaded by

Copyright:

Available Formats

THE PAPUA NEW GUINEA UNIVERSITY OF

TRAFFIC SURVEY FOR DESIGNING

NAME: YAWA KIMIN

2.0. MANGOLA ROAD PEDESTRAIN CROSSING

Figure 6.0. Aerial view for the Mangola pedestrian crossing

Learning experience or outcome

Description of the three roundabouts and the Importance of the roundabouts

3.0. Mangola Road/Air Corps Road Roundabout.

MARKHAM ROAD /MILFORD HAVEN ROAD

 Entry volume in p.c.u in each approach

52+ ( 3 ×2 ) + 42+ ( 2× 2 ) +90+ ( 4 ×2 ) 96+ ( 2× 2 ) +309+(20×2 )+9

43+ ( 4 × 2 ) 208+ ( 10× 2 ) +241+ ( 12× 2 ) 217+ ( 4 × 2 )+11+ ( 2 ×2 ) +170+ ( 3 ×2 )

 Calculation of Exit volume at each approach

Thus; circulation flow at North -west

Peak Approach Circulating Entering Saturation Saturation Table

Peak Approach Circulating Entering Mean Number Total delay

MARKHAM ROAD /MILFORD HAVEN ROAD

Minor flow ( Q 1 )=( 122+11) + ( 140+7 )=280 vehicles /hour

(3) Determination of the number of lanes required for minor flows/stream

So refer ¿ Table 3.4 of the Interim Guide , whereT =5 se c ¿ T́ =3 sec .∧¿

at unsiginalise interesctions ( T =5 se c ¿ T́=3 sec )

Give way-If you’re driving on a road that Major flow

56m  Traffic Island

Q1 =280 v.p.h Islands are designated areas

CALCULATIONS TO DETERMINE THE CAPACITY OF

AIR CORPS ROAD /MILFORD HAVEN ROAD

Figure 12.0. Air corps Road /Milford Haven road Roundabout

The steps for evaluating the Roundabout.

North Entry South Entry

East Entry West Entry

 Calculation of Exit volume at each approach

East Exit West Exit

Afternoo N 286 508 2100 0.24

North Entry South Entry

East Entry West Entry

 Calculation of Exit volume at each approach

East Exit West Exit

(3). Circulation flow of the roundabout in p.c.u/hour for the roundabout.

Afternoon N 493 461 1800 0.26

PEDESTRAIN COUNT SURVEY DATA ANALYSIS.

POSSIBLE IMPROVEMENTS FOR THE TWO PEDESTRAIN CROSSING

1.0. BUILDING OF OVERHEAD BRIDGE FROM ORICA TO MAIN MARKET

Description of Overhead Bridge.

Importance of Pedestrian Overhead Bridge.

Schematic View of the overhead bridge.

Figure3.0. Possible sample picture of zebra crossing.

How should a driver approach a zebra crossing?

Discussions of the traffic survey

Improvements and concepts

2.Practical Absorption capacity

4.Probability of getting Queue length (Dmax)

You might also like