Chapter no.

2 Literature review

2.23 CALCULATION OF LOS FOR MULTILANE HIGHWAY:

Input
Geometric Data
Measured FFS or
BFFS
Volume
BFFS Input

BFFS Adjustment
Lane width Volume Adjustment
Number of lanes PHF
Interchange density Number of lanes
Lateral clearance Measured Driver population
FFS Input Heavy vehicles

Compute FFS
Compute flow rate

Define speed-flow
curve

Compute density using flow rate and speed

Determine speed using speed-flow curve

Determine LOS

2.23.1 Free-Flow Speed (FFS)

The mean speed of passenger cars that can be accommodated under low to moderate flow
rates on a uniform freeway segment under prevailing roadway and traffic conditions.

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2.23.2 Factors affecting free-flow speed

Lane width
Lateral clearance
Number of lanes
Interchange density
Geometric design

2.23.3 Base Conditions for Multilane Highway:

• Level terrain, with grades no greater than 2 percent

• Minimum lane width = 12ft

• Objects no closer than 6ft from the edge of the traveled pavement (at the roadside
or median)

• 12ft min total lateral clearance from road side objects (right shoulder and median)

• No direct access points along the roadway

• Divided highway

• Traffic stream composed entirely of passenger cars

• Free flow speed of 45 mph or more

• Driver population composed principally of regular users

Passenger car unit:

Passenger Car Unit (PCU) is a measurement used in Transportation Engineering, to assess

traffic-flow rate on a highway.

A Passenger Car Equivalent is essentially the impact that a mode of transport has traffic
variables (such as headway, speed, density) compared to a single car. Typical values of
PCU are multiplied with that type of vehicle. [13]

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Table 2.3 PCU of Vehicles

Vehicle Type PCU

Car (LTV’s) 1
Motor cycle 0.25
Bicycle 0.25
Auto Chingchi 0.5
Animal carts 1
Buses, Trucks 3

Free Flow Speed (FFS):

• Measure FFS in the field

• Low to moderate traffic conditions

• Use a baseline and adjust it (BFFS)

FFS  BFFS  f LW  f LC  f M  f A

FFS = free-flow speed (mph)

BFFS = base free-flow speed, 45-50 mph is typically used

BFFS;
– 7 mph + posted limit of 40 to 45 mph

– 5 mph + posted limit of 50 mph or higher

fLW = adjustment for lane width (mph)

fLC = adjustment for lateral clearance (mph)

FLC Lateral clearance adjustment factor

• TLC = LCR + LCL

• TLC = Total Lateral Clearance

• LCR = Right side lateral clearance to obstruction

• LCL= Left side lateral clearance to obstruction

• For undivided highways: LCL= 6 ft

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Chapter no. 2 Literature review

• If lateral clearance on any side exceeds 6 ft, it is

taken as 6 ft.

fM = adjustment for median type (mph)

fA = adjustment for access points (mph)

Table: 2.4 Description Free Flow Speed w.r.t capacity

Free Flow Speed Capacity

Mi/h Km/h (pc/h/ln)

60 100 2200

55 90 2100

50 80 2000

45 70 1900

Table: 2.5 Adjustment for Lateral Clearance (F LC)

Total Reduction in Free Flow Speed Total Reduction in Free Flow

Lateral Lateral Speed
Clearance (mi/h) Clearance (km/h)
Four-lane Six lane Four-lane Six lane
highways highways highways highways
(ft) (m)
12 0.0 0.0 3.6 0.0 0.0
10 0.4 0.4 3 0.6 o.6
8 0.9 0.9 2.4 1.5 1.5
6 1.3 1.3 1.8 2.1 2.1
4 1.8 1.7 1.2 3 2.7
2 3.6 2.8 0.6 5.8 4.5
0 5.4 3.9 0.0 8.7 6.3

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Table: 2.6 Adjustment for Median type - fM

Reduction in Free Flow speed

Median Type
(mi/h) (km/h)

Undivided highways 1.6 2.6

Divided highways 0.0 0.0

Table: 2.7 Adjustment for Access Point Frequency- fA

Access point /mile Reduction in free- Access points /km Reduction free-flow
flow speed speed

(mi/h) (km/h)
0 0.0 0 0

10 2.5 6 4

20 5 12 8

30 7.5 18 12

≥ 40 10 ≥24 16

Table: 2.8 Adjustment for Lane Width(fLW)

Lane width Reduction in free flow speed

(ft) fLW
12 0
11 1.9
10 6.6

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Table: 2.9 Determination of ET and ER

Type of Terrain

Factor Level Rolling Mountainous

ET (trucks and buses) 1.5 2.5 4.5

ER (RVs) 1.2 2 4

1
f HV 
1  PT ET  1  PR E R  1

ET,ER=Passenger-car equivalents for trucks or buses and RVs in the traffic stream

PT,PR= Proportion of truck or buses and RVs in the traffic stream and

FHV= heavy-vehicle adjustment factor

V
vp 
PHF N f HV fp

Vp = 15-minute passenger-car equivalent flow rate (pcphpl)

V = hourly volume (veh/hr)

PHF = peak hour factor

N = number of lanes in one direction

fHV = heavy-vehicle adjustment factor

fP = driver population adjustment factor (0.85-1.00)

Density:

D=

S = Average Passenger Car Speed

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Speed Flow Curve:

After finding flow rate, passenger car speed density is calculated then by following graph
the type of level of service is find out.

Fig: 2.4 Speed Flow Curve [17]

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Fig: 2.5 Flow rate ranges w.r.t LOS [17]

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3 CASE STUDY

3.1 INTRODUCTION:

Faisalabad is the third largest city of Pakistan and second big city in the Punjab province.
It is known as one of the major industrious city of Pakistan. It is the growing city of Pakistan
and traffic is also growing due to the increase in Population of the city. Traffic is one of the
major issues of Faisalabad due to growing of population and trend of shifting of people to
Faisalabad. Many junctions of Faisalabad are facing traffic problems. Traffic flow is not
fast as fast the city is growing day by day.

We are studying the two main junctions of Faisalabad city

1) Chenab Club Junction

2) GTS Junction

3.2 CHENAB CLUB JUNCTION

Chenab club junction is known by the Chenab club which is one of the oldest clubs in the
country conceived and founded by deputy commissioner M.W Douglas on 72 kanal of land
joining the company garden (Bagh e Jinnah) in the heart of the city in 1910. Chenab club
junction is one of the main junction of the city. It is the intersection point of Mall road and
Sargodha road. It carries the traffic of incoming and outgoing from three main sides one is
from the inner city, main market hub of city (CLOCK TOWER), second is the traffic
coming from outside the city Sargodha road, Lahore Faisalabad motorway and general bus
station (Larri Adda) and the third is from the station junction.

Following are the satellite images of the junctions showing the roads linking with the
Chenab club junction

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Chapter no. 3 CASE STUDY

Fig: 3.1 Satellite image of Chenab Club Junction

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Fig: 3.2 Map of Chenab Club Junction

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3.2.1 Site visit

In the site visit, traffic flow is visually inspected, topography of junction and terrain of
roads linking with the junction. It is a T-type junction. Terrain of the junction is level
terrain. Traffic consists of buses, trucks, cars, auto, motorbike, bicycles and animal carts.
Nearby the junction, there are many types of buildings like offices, hotels, hospitals and
bus station.

Fig: 3.3 Site of Chenab club junction

Fig: 3.3(a) Site of Chenab club junction

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3.2.2 Topographic Survey

In this survey existing features and objects nearby the roads are identified and marked like
buildings, markets and shops as show in fig 3.4. In this survey, position of signals and road
island are also marked. The number of lanes of roads linked with the junction, width of
each road and lateral clearance of each road are measured.

Following figure shows the details of topographic survey

Fig 3.4 Chenab club junction topographic map

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3.2.3 Survey for peak hour volume

To find the peak volume traffic of Chenab Club junction survey had been made. Peak hours
are:

9:00 am – 10:00 am
1:00 pm – 2:00 pm
5:00 pm – 6:00 pm

Different Observations/ Location Points (I, II, III...) were located at the junctions to find
the volume of traffic of different roads connecting with that junction. Details of Location
and volume of traffic are following

Fig: 3.5 Chenab club junction points location

Location I: To count the traffic coming from station junction to Chenab club junction.

Location II: To count the traffic coming from side of Larri Adda to Chenab club junction.

Location III: To count the traffic coming from side of Gumti to Chenab club junction.

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3.2.4 Chenab Club Junction Peak Hour Volume

Following are the details of peak hour volume with respect to each traffic type i.e. car,
buses etc. at each different locations of the junction.

Table 3.1 Traffic volume of peak hours from 9:00am to 10:00am

Chenab Club Junction

Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station to Chenab Junction 2940 1155 1028 63 15 48 2620

(II) Larri Adda to Chenab Junction 3132 898 1288 178 29 62 2904

(III)Gumti to Chenab Junction 2544 768 1152 48 6 38 2140

Chenab Club Junction

9am to 10am
3500

3000

2500
[Link]
2000
Cars
1500 Auto Chingchi
Bus/Truck
1000
Animal Carts
500 Cycle

0
Location I Location II Location III
Junction Location

Fig: 3.6 Graph of volume of vehicles w.r.t Junction locations (9am to 10am)

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Table: 3.2 Traffic volume of peak hours from 1:00 pm to 2:00 pm

Chenab Club Junction

Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station to Chenab Junction 2870 1060 950 46 8 12 2402
(II) Larri Adda to Chenab Junction 2840 810 1190 148 12 32 2579
(III)Gumti to Chenab Junction 2350 690 1058 30 6 20 1908

Chenab Club Junction

1pm to 2pm
3500

3000

2500
[Link]
2000
Cars
1500 Auto/chingchi
Bus/Truck
1000
Animal carts
500 Cycle

0
Location I Location II Location III
Junction Location

Fig: 3.7 Graph of volume of vehicles w.r.t Junction locations (1pm to 2pm)

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Table: 3.3 Traffic volume of peak hours from 5:00 pm to 6:00 pm

Chenab Club Junction

Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station to Chenab Junction 2890 1140 1018 50 18 26 2551
(II) Larri Adda to Chenab Junction 3050 858 1248 158 26 60 2760
(III)Gumti to Chenab Junction 2504 782 1138 36 16 52 2114

Chenab Club Junction

5pm to 6pm
3500

3000

2500
[Link]
2000 Cars
1500 Auto/chingchi
Bus/Truck
1000
Animal carts
500
Cycle
0
Location I Location II Location III
Junction Location

Fig: 3.8 Graph of volume of vehicles w.r.t Junction locations (5pm to 6pm)

From table and graphs it shows that peak hour at 9:00 am to 10:00 am traffic is maximum
than other two peak hours. So, we will calculate the level of service of three locations I, II
and III according to this maximum volume of traffic.

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3.2.5 LOS calculation for Chenab Club junction

There are three different locations of Chenab club junction. Calculation of level of service
of each location is following

a. Location “I”

Table: 3.4 Traffic volume of peak hours at location I from 9:00 am to 10:00 am

Chenab Club Junction

Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
( I ) Station to Chenab Junction 2928 1152 1008 58 10 48 2620

Fig: 3.9 Chenab club junction location ‘I’

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Chapter no. 3 CASE STUDY

Fig:3.10 Traffic count survey at Chenab club junction location I

Location ‘I’ (Station to Chenab Club Junction):

V = 2620 pc/h

Lane width = 10 ft

Left clearance = 3 ft

Right clearance = 0 ft

Peak hour factor = 0.80

Access points = 5

Trucks/Buses = 2.5 %

BFFS = 45+7 = 52 mi/h

fLW = 6.6 mi/h

fLC = 2.7 mi/h

fM = 0 mi/h

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fA = 1.25 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 6.6 - 2.7 - 0 - 1.25 = 41.45 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.987
1 + 0.025(1.5- 1) + 0

V
vp =
PHF N f HV fp

2620
vp = = 1165 pc/h
0.80 3 0.987 0.95

From Graph

LOS = D

Fig: 3.11 Graph of LOS of Chenab club junction at location I

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 Chapter no. 3 CASE STUDY

vp
D =
S

1165
D =
41.45

= 28.10 pc/mi

LOS = D (OK)

b. Location “II”

Table: 3.5 Traffic volume of peak hours at location II from 9:00 am to 10:00 am

Chenab Club Junction

Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(II) Larri Adda to Chenab
3132 898 1288 178 29 62 2904
Junction

Fig: 3.12 Traffic count survey at Chenab club junction location II

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Fig: 3.13 Chenab club junction location ’II’

Location ‘II’ (Larri Adda to Chenab Club Junction)

V = 2904 pc/h

Lane width = 12 ft

Left clearance = 4 ft

Right clearance = 1 ft

Peak hour factor = 0.80

Access points = 3

Trucks/Buses = 6%

BFFS = 50+5 = 55 mi/h

fLW = 0 mi/h

fLC = 1.5 mi/h

fM = 0 mi/h

fA = 0.75 mi/h

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FFS = BFFS - fLW - fLC - fM - fA

FFS = 55 - 0 – 1.5 - 0 – 0.75 = 52.75 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.971
1 + 0.06(1.5- 1) + 0

V
vp =
PHF N f HV fp

vp = = 1311 pc/h

From Graph

LOS = C

Fig:3.14 Graph of LOS of Chenab club junction at location II

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 Chapter no. 3 CASE STUDY

vp
D =
S

D =

= 24.8 pc/mi

LOS = C (OK)

c. Location “III”

Table: 3.6 Traffic volume of peak hours at location III from 9:00am to 10:00am
Chenab Club Junction
Motor Car Auto Bus / Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(III)Gumti to Chenab Junction 2544 768 1152 48 6 38 2140

Fig:3.15 Chenab club junction location ’III’

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Fig: 3.16 Traffic count survey at Chenab club junction location III

Location ‘III’ (Gumti to Chenab Club Junction)

V = 2140 pc/h

Lane width = 11 ft

Left clearance = 5 ft

Right clearance = 1 ft

Peak hour factor = 0.80

Access points = 3

Trucks/Buses = 2.5 %

BFFS = 45+7 = 52 mi/h

fLW = 1.9 mi/h

fLC = 1.3 mi/h

fM = 0 mi/h

fA = 0.75 mi/h

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FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 – 1.9 – 1.3 – 0 – 0.75 = 48.05 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.987
1 + 0.025(1.5- 1) + 0

V
vp =
PHF N f HV fp

2140
vp = = 951 pc/h
0.80 3 0.987 0.95

From Graph

LOS = C

Fig: 3.17 Graph of LOS of Chenab club junction at location III

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Chapter no. 3 CASE STUDY

vp
D =
S

951
D =
48.05

= 19.6 pc/mi

LOS = C (OK)

3.2.6 FINAL LOS for Chenab Club Junction

Location I = LOS D

Location II = LOS C

Location III = LOS C

Fig: 3.18 Graph of calculated LOS w.r.t Density at Chenab club junction

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Chapter no. 3 CASE STUDY

3.3 GTS JUNCTION

GTS junction is located almost in the Centre of city. GTS junction is ascribed by the GTS
(Government Transport service) located nearby this junction. It is the one of the main and
busy junction of Faisalabad city. GTS junction carry the traffic of incoming and outgoing
from four sides one is from station junction, second is from the Jhal flyover which carry
the traffic coming from Samundri road, third is from side of chartered bank carrying the
traffic of clock tower and nearby markets and fourth side is from [Link] road carrying
the traffic coming from Clock Tower, Jail road and also from Chenab Club junction.

Fig: 3.19 Satellite image of GTS Junction

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Chapter no. 3 CASE STUDY

Fig: 3.20 Map of GTS Junction

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Chapter no. 3 CASE STUDY

3.3.1 Site visit

During the visit of the site of under study junction, GTS junction. In the site visit the traffic
flow was visually inspected, topography of junction and terrain of roads linking with the
junction. It is a four-way intersection; four different roads are meeting at a point. This
junction includes a roundabout. The terrain of the roads associated with this junction is
level terrain.

Traffic consists of buses, trucks, cars, auto rickshaw, motorbike, bicycles and animal carts.
There are many types of buildings like banks, mosque, hotels, shops and bus stations
present nearby the junction.

Fig: 3.21 Site of GTS junction

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Chapter no. 3 CASE STUDY

Fig: 3.21 (a) Site of GTS junction

3.3.2 Topographic Survey

In this survey existing features and objects nearby the road like buildings, markets and
shops are identified and marked. In this survey, position of signals and road islands are also
marked. The number of lanes of roads linked with the junction, width of each road and
lateral clearance of each road are measured.

Following figure Fig 3.22 shows the details of topographic survey

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Fig: 3.22 Topographic map of GTS junction

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3.3.3 Survey for Peak Hour Volume

Survey was conducted of peak hours to find the peak volume traffic of Chenab Club
junction. Peak hours are:

9:00 am – 10:00 am
1:00 pm – 2:00 pm
5:00 pm – 6:00 pm

Different Observations/ Location Points (I, II, III…) were located at the junctions to find
the volume of traffic of different roads connecting with that junction.

Details of locations and volume of traffic are following:

Fig: 3.23 GTS junction points location

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Location I: To count the traffic coming from Station Junction to GTS Junction.

Location II: To count the traffic coming from side of Jhal Fly Over to GTS Junction.

Location III: To count the traffic coming from side of Charted Bank to GTS Junction.

Location IV: To count the traffic coming from side of Agriculture University to GTS
Junction.

3.3.4 GTS Junction Peak Hour Volume

Following are the details of peak hour volume with respect to each traffic type i.e. car,
buses, motor cycles etc… at each different location (I, II, III, IV ) of the junction.

Table: 3.7 Traffic volume of peak hours from 9:00 am to 10:00 am

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station Junction to
2064 1030 1498 20 31 72 2404
GTS Junction
(II)Jhal Flyover to GTS
2800 1008 780 48 4 10 2250
Junction
(III)Charted Bank to
1770 432 720 4 6 28 1260
GTS Junction
(IV)Agriculture Uni. to
1536 480 648 72 14 24 1425
GTS Junction

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GTS JUNCTION
9am to 10 am
3000

2500

2000 [Link]
Cars
1500
Auto/chingchi
1000 Bus/Truck
Animal Carts
500 Cycles

0
Location I Location II Location III Location IV
Junction Location

Fig: 3.24 Graph of volume of vehicles w.r.t Junction locations (9am to 10am)

Table: 3.8 Traffic volume of peak hours from 1:00 pm to 2:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chingchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station Junction to
1904 915 1398 28 22 52 2210
GTS Junction
(II)Jhal Flyover to GTS
2718 998 789 62 9 15 2275
Junction
(III)Charted Bank to
1922 498 832 3 26 24 1440
GTS Junction
(IV)Agriculture Uni. to
1496 484 638 68 12 20 1405
GTS Junction

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GTS JUNCTION
1pm to 2pm
3000

2500

2000 [Link]
CAR
1500
Auto/chingchi
1000 BUS/TRUCK
Animal Carts
500
Cycles
0
Location I Location II Location III Location IV
Junction Location

Fig: 3.25 Graph of volume of vehicles w.r.t Junction locations (1pm to 2pm)

Table: 3.9 Traffic volume of peak hours from 05:00 pm to 06:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station Junction to
2296 1270 1548 32 28 66 2760
GTS Junction
(II)Jhal Flyover to GTS
2930 1104 806 58 14 17 2435
Junction
(III)Charted Bank to
2268 679 998 13 31 58 1830
GTS Junction
(IV)Agriculture Uni. to
1598 504 740 80 24 36 1550
GTS Junction

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GTS JUNCTION
5pm to 6pm
3500

3000

2500
[Link]
2000 Car
1500 Auto/chingchi
Bus/Trucks
1000
Animal Carts
500
Cycles
0
Location I Location II Location III Location IV
Junction Location

Fig: 3.26 Graph of volume of vehicles w.r.t Junction locations (5pm to 6pm)

From table and graphs it shows that peak hour at 5:00 pm -6:00 pm traffic is maximum
than other two peak hours. So, calculation of the level of service of three points A, B and
C will be according to this maximum volume of traffic.

3.3.5 LOS calculation for GTS junction

There are four different locations of GTS junction. Calculation of level of service of each
location is following

a. LOCATION “I”

Table: 3.10 Traffic volume of peak hours at location I from 05:00 pm to 06:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(I)Station Junction to
2296 1270 1548 32 28 66 2760
GTS Junction

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Fig: 3.27 GTS junction Location I

Fig: 3.28 Traffic count survey at GTS junction location I

Location ‘I’ (Station to GTS Junction):

V = 2760 pc/h

Lane width = 10 ft

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Left clearance = 4 ft

Right clearance = 0 ft

Peak hour factor = 0.80

Access points = 2

Trucks/Buses = 2%

BFFS = 45+7 = 52 mi/h

fLW = 6.6 mi/h

fLC = 1.55 mi/h

fM = 0 mi/h

fA = 0.5 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 6.6 - 1.55 - 0 - 0.5 = 43.35 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.99
1 + 0.02(1.5- 1)  0

V
vp =
PHF N f HV fp

2760
vp = = 1222 pc/h
0.80 * 3 * 0.99 * 0.95

From Graph

LOS = D

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Fig: 3.29 Graph of LOS of GTS junction at location I

vp
D =
S

1222
D =
43.35

= 28.18 pc/mi

LOS = D (OK)

b. LOCATION “II”

Table: 3.11 Traffic volume of peak hours at location II from 05:00 pm to 06:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(II)Jhal Flyover to GTS
2930 1104 806 58 14 17 2435
Junction

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Fig: 3.30 GTS junction Location II

Fig: 3.31 Traffic count survey at GTS junction location II

Location ‘II’ (Jhal to GTS Junction):

V = 2435 pc/h

Lane width = 11 ft

Left clearance = 2 ft

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Right clearance = 0 ft

Peak hour factor = 0.80

Access points = 1

Trucks/Buses = 2.3 %

BFFS = 45+7 = 52 mi/h

fLW = 1.9 mi/h

fLC = 2.8 mi/h

fM = 0 mi/h

fA = 0.25 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 1.9 - 2.8 - 0 - 0.25 = 47.05 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.99
1 + 0.023(1.5- 1)  0

V
vp =
PHF N f HV fp

2435
vp = = 1078 pc/h
0.80 * 3 * 0.99 * 0.95

From Graph

LOS = C

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Chapter no. 3 CASE STUDY

Fig: 3.32 Graph of LOS of GTS junction at location II

vp
D =
S

1078
D =
47.05

= 22.9 pc/mi

LOS = C (OK)

c. LOCATION “III”

Table: 3.12 Traffic volume of peak hours at location III from 05:00 pm to 06:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(III)Charted Bank to GTS
2268 679 998 13 31 58 1830
Junction

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Chapter no. 3 CASE STUDY

Fig: 3.33 GTS junction Location III

Fig: 3.34 Traffic count survey at GTS junction location III

Location ‘III’ (Charted Bank TO GTS Junction):

V = 1830 pc/h

Lane width = 11 ft

Left clearance = 3 ft

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Chapter no. 3 CASE STUDY

Right clearance = 0 ft

Peak hour factor = 0.80

Access points = 2

Trucks/Buses = 0.17 %

BFFS = 45+7 = 52 mi/h

fLW = 6.6 mi/h

fLC = 2.7 mi/h

fM = 0 mi/h

fA = 0.5 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 6.6 - 2.7 - 0 - 0.5 = 43.8 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.99
1 + 0.0017(1.5- 1) + 0

V
vp =
PHF N f HV fp

vp = = 811 pc/h

From Graph

LOS = C

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Chapter no. 3 CASE STUDY

Fig: 3.35 Graph of LOS of GTS junction at location III

vp
D =
S

811
D =
43.8

= 19 pc/mi

LOS C= (OK)

d. Location “IV”

Table: 3.13 Traffic volume of peak hours at location IV from 05:00 pm to 06:00 pm

GTS JUNCTION
Motor Car Auto Bus/ Animal Cycle Pcu
Location / Direction Cycle Chincgchi Truck Carts
(no.) (no.) (no.) (no.) (no.) (no.) (pc/hr.)
(IV)Agriculture Uni. to
1598 504 740 80 24 36 1550
GTS Junction

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Chapter no. 3 CASE STUDY

Fig: 3.36 GTS Location IV

Fig: 3.37 Traffic count survey at GTS junction location IV

Location ‘IV’ (Agriculture University to GTS Junction):

V = 1550 pc/h

Lane width = 11 ft

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Chapter no. 3 CASE STUDY

Left clearance = 4 ft

Right clearance = 1 ft

Peak hour factor = 0.80

Access points = 3

Trucks/Buses = 2%

BFFS = 45+7 = 52 mi/h

fLW = 1.9 mi/h

fLC = 1.55 mi/h

fM = 0 mi/h

fA = 0.75 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 1.9 - 1.55 - 0 - 0.75 = 47.8 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.99
1 + 0.02(1.5- 1)  0

V
vp =
PHF N f HV fp

1550
vp = = 687 pc/h
0.80 * 3 * 0.99 * 0.95

From Graph

LOS = B

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Chapter no. 3 CASE STUDY

Fig: 3.38 Graph of LOS of GTS junction at location IV

vp
D =
S

687
D =
47.8

= 14.37 pc/mi

LOS B =(OK)

3.3.6 Final LOS for GTS Junction

Location I = LOS D

Location II = LOS C

Location III = LOS C

Location IV = LOS B

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Chapter no. 3 CASE STUDY

Fig: 3.39 Graph of calculated LOS w.r.t Density at GTS junction

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 Chapter no.4

4 RESULTS AND ANALYSIS

4.1 RESULTS OF CHENAB CLUB JUNCTION

According to the calculation of level of service of each location for the subject intersection
the final level of service for each location of the junction is not greater than level of service
‘D’. There are three different locations on this junction. These three locations are located
at three different roads of the junction. Final calculated level of service of each location of
the Chenab Club Junction is following

Location I = LOS D

Location II = LOS C

Location II = LOS C

Fig: 4.1 Final calculated LOS at different locations of Chenab club junction

Page | 79
Chapter no. 4 Conclusion and Analysis

Level of Service for the Mall road, traffic coming from Station Junction to Chenab Club
Junction lies in Level of Service ‘D’ which is the critical in the subject intersection.

4.2 ANALYSIS FOR IMPOVEMENT OF LOS AT CHENAB CLUB JUNCTION

In the subject intersection, the critical level of service is ‘D which is at location ‘I’. the
location ‘A’ is at the mall road, the traffic coming from Station junction to Chenab Club
junction. The lane width of this road is 10 ft. and total lateral clearance is 3 ft. To enhance
the flow of traffic and level of service it is recommended that lane width should be 12ft.
and total lateral clearance is 4 ft. By this recommendation level of service will enhance
from level of service ‘D’ to level of service ‘C’ as calculated below

V = 2620 pc/h

Lane width = 12 ft

Left clearance = 3 ft

Right clearance = 1 ft

Peak hour factor = 0.80

Access points = 5

Trucks/Buses = 2.5 %

BFFS = 45+7 = 52 mi/h

fLW = 0 mi/h

fLC = 1.7 mi/h

fM = 0 mi/h

fA = 1.25 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 - 0 – 1.7 - 0 - 1.25 = 49.05 mi/h

f HV = 1
1  PT ET  1  PR E R  1

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Chapter no. 4 Conclusion and Analysis

1
f HV = = 0.987
1 + 0.025(1.5- 1) + 0

V
vp =
PHF N f HV fp

2620
vp = = 1165 pc/h
0.80 3 0.987 0.95

From Graph

LOS = C

Fig: 4.2 Graph of LOS of Chenab club junction at location I after recommendation

vp
D =
S

1165
D =
49.05

= 23.6 pc/mi

LOS = C (OK)

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Chapter no. 4 Conclusion and Analysis

Hence, it is proved that by increasing lane width and lateral clearance level of service can
be improved to level of service ‘C’

The other biggest hurdle in this intersection is the traffic coming from Station Junction
willing to go Club road by merging and crossing the smooth flow of traffic. This traffic
faces an another T- junction includes Club road and Sargodha road. This traffic creates
merging conflict to the traffic coming from Sargodha road and also creates crossing conflict
while diverting from Sargodha road to Club road. Therefore, in order to facilitate the traffic,
this is planned that traffic will turn left and will merge in the main traffic stream coming
from Sargodha road towards Hilal-e-Ehmar junction (Round About) and then diverge from
main stream traffic and merge in the traffic of opposite side from Hilal-e-Ehmar round
about and merge in main stream traffic of Sargodha road and then turn left towards Club
road.

It will reduce the congestion and smooth the traffic of both carriage ways without creating
any crossing conflict and it will consequently r educe LOS at a location ‘A’ and also reduce
accidents as well as which occur due to this 90 degree crossing conflict.

In this option, we are given neither Grade share solution nor Time share solution but we
break the conflict by providing a barrier to remove the crossing and providing the
solution, diverge and merge solution of turning traffic. Some space is required for a slip
road for complete channelization of traffic and for direct diverting the traffic to Sargodha
road coming from Station junction. Island is placed to channel the traffic. This option will
reduce cost of operation and maintenance and also save development cost.

4.3 RESULTS OF GTS JUNCTION

There are four locations which were marked to count the traffic of that four roads
intersecting the GTS junction. According to final calculation of level of service of these
four locations of the subject junction it is finalized that the critical level of service of the
GTS junction is at location ‘A’ which is “D”. The location ‘B’ and location ‘C’ having
level of service “C” whereas location ‘D’ of the subject junction has level of service “B”.

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Chapter no. 4 Conclusion and Analysis

Location I = LOS D

Location II = LOS C

Location III = LOS C

Location IV = LOS B

Fig: 4.5 Final calculated LOS at different locations of GTS junction

4.4 ANALYSIS FOR IMPROVEMENT OF LOS AT GTS JUNCTION

In the subject intersection, the critical level of service is “D” which is at location ‘A’. The
critical level of service is the level of service of that traffic coming from station junction
to GTS junction. The lane width of this road is 10ft. and lateral clearance is 4 ft. It is
recommended by increasing one lane, each lane width is [Link] of service can be
improved from “D” to “C” as calculated below

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Chapter no. 4 Conclusion and Analysis

V = 2760 pc/h

Lane width = 11 ft

Left clearance = 3 ft

Right clearance = 1 ft

Peak hour factor = 0.80

Access points = 2

Trucks/Buses = 2%

BFFS = 45+7 = 52 mi/h

fLW = 1.9 mi/h

fLC = 1.8 mi/h

fM = 0 mi/h

fA = 0.5 mi/h

FFS = BFFS - fLW - fLC - fM - fA

FFS = 52 – 1.9 – 1.8 - 0 - 0.5 = 47.8 mi/h

f HV = 1
1  PT ET  1  PR E R  1

1
f HV = = 0.99
1 + 0.02(1.5- 1)  0

V
vp =
PHF N f HV fp

2760
vp = = 917 pc/h
0.80 * 4 * 0.99 * 0.95

From Graph

LOS = C

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Chapter no. 4 Conclusion and Analysis

Fig: 4.6 Graph of LOS of GTS junction at location I after recommendation

vp
D =
S

917
D =
47.8

= 19.2 pc/mi

Hence, it is proved that by this recommendation level of service can be improved from “D”
to “C”

The traffic study on the subject intersection identify that at location ‘A’, LOS of the road
(traffic come from station Junction GTS Junction) having LOS ‘D’ is the most critical part
of intersection and likely to be increased in coming years need some ample solutions point
‘B’ and ‘C’ are also critical but less critical than Location ‘A’, as these lies in LOS ‘C’.

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Chapter no. 4 Conclusion and Analysis

As a whole, this intersection has wide area to spread and intelligently designed but still
need some solutions in order to resolve the increasing LOS of junction.

In order to resolve Location ‘A’ of the junction an extra lane is provided on station road for
the traffic of Jhal flyover. By providing this extra lane conflicts of the traffic will eliminate.

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 Chapter no.5
5 CONCLUSION AND RECOMMENDATIONS

5.1 CONCLUSION OF CHENAB CLUB JUNCTION

According to the calculation of level of service at each location of Chenab Club junction it
is found that critical level of service of Chenab Club junction is at location ‘I’. The final
level of service at each location of Chenab Club junction is following

Location I = LOS D

Location II = LOS C

Location II = LOS C

After improvement at Location ‘I’, level of service is increased from LOS ‘D’ to LOS ‘C’.
There are following concluded level of service of Chenab Club junction after improvement,

Location I = LOS C

Location II = LOS C

Location II = LOS C

5.2 RECOMMENDATION FOR CHENAB CLUB JUNCTION

There are following recommendation for Chenab Club junction to increase the level of
service and to eliminate the conflicts of traffic.

Lane width of Mall road is increased from 10 ft. to 12 ft.

Right lateral clearance is increased by 1 ft.
Wider slip road of 22 ft is provided to channel the traffic coming from Station
junction.
Barrier is provided to block the traffic of Club road.

Following images elaborate the recommended solutions to enhance the quality of traffic
flow and to eliminate the conflicts occurred on the subject intersection.

Page | 87
Chapter no.5 Recommendations

Fig: 5.1 Image of Chenab club junction after recommendation

Page | 88
Chapter no. 5 Recommendations

Fig: 5.2 Image of the recommended solution for the traffic of Club road

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Chapter no. 5 Recommendations

5.3 CONCLUSION OF GTS JUNCTION

According to the calculation of level of service at each location of GTS junction it is found
that critical level of service of GTS junction is at location ‘I’. The final level of service at
each location of GTS junction is following

Location I = LOS D

Location II = LOS C

Location III = LOS C

Location IV = LOS B

After improvements the level of service at location ‘I’ is increased from LOS ‘D’ to LOS
’C’. The concluded LOS at each location of GTS junction after improvements is following

Location I = LOS C

Location II = LOS C

Location III = LOS C

Location IV = LOS B

5.4 RECOMMENDATION FOR GTS JUNCTION

There are following recommendations to enhance the level of service and traffic flow of
the junction and to eliminate the conflicts of traffic.

An extra lane of Station road is provided.

Right lateral clearance is increased by 1 ft.
Slip road of 25 ft. is provided to channel the traffic of Station road to Jhal fly over
road

Following images shows the recommended plan of GTS junction,

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Chapter no. 5 Recommendations

Fig: 5.3 Image of GTS junction after recommendation

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