Discussion

This experiment of signalized intersection capacity and level of service are carry out to

determine the capacity and level of service of UTHM signalized intersection using JKR Arahan

Teknik (Jalan) 13/87 procedure. Based on the experiment that had been done, we had discovered

the performance of the movement in front of UTHM main gate which is the main road connected

Parit Raja and Baru Pahat. On this experiment, the traffic activity are get based on 9 main road

lane which involves movement of vehicles from Parit Raja, Batu Pahat, and from UTHM. Each

data for lanes are recorded in a table. The length of counting period are for one hours per every

lanes are being observed. Every data are then segregated based on classes which is class 1, class

2, class 3, and class 4 which classified as motorcycles, cars, vans and medium truck, and last

heavy truck and buses.

Firstly from table 1, the movement of vehicles that approach Parit Raja are from classes 2

found to be the highest total vehicles per hour which is 204 vph and the lowest are from classes 3

which is 2 vph. From table 2, are denominated by class 2 which is 333 vph and least is from class

4 which is 42 vph. From table 3, are class 2 with 161 vph and least classes 3 which are 37 vph.

From table 5 and 7 are also class 2 with 57 vph and 37 vph, while none for class 4 for both.

Table 6, with class 2 with 102 vph and class 1 with 84 vph. Table 8 are, 280 for highest for class

2 and 147 5 for class 1. While for table 9 and 10, the highest also come from class 2 which is 187

vph and 111 vph, and for the lowest come from class 4 which is 87 vph and 4 vph. Based on the

data calculated, the main movement of lanes are denominated by class 2 vehicles which is cars.

From the analysis, the actual capacity for the movement are stated in ascending order

which is 68 vph, 72 vph, 119 vph, 171 vph, 314 vph, 445 vph, 447 vph, 502 vph, and 511 vph.

The major different are based on conflict that occur between lanes. Which is depending on path

and traffic light movement. The highest flow are from lanes in table 9 which is movement of

straight lanes to Batu Pahat. This is because that the lane get the lowest second of traffic light

order compare to other which mostly the movement are specified by the traffic light. Also there

are zebra lines that used by the student to cross the road which is also effect the movement of the

vehicles.

From all the important data and analysis that being calculated, the Level of Service

(LOS) is determine. Traffic flow shows different LOS grades in relation to the volume of

vehicles passing through each intersection and the size of each lane in an hour. A higher grade of

LOS shows a better performance of the lane which means a smooth traffic flow of the lane where

a lower grade of LOS shows a lower performance of the traffic for the lane. LOS for class 1 are

label as PT2 and PT3 movement are B and BT2, BT3 are C. For class 2 PT2 PT3 PR1 are B, B and F.

next for class 3 which is PR1 BU1 F and E. Last is for class for which is UR1, URL2 are both D.

From the observation, we can assumed that the traffic flows can be reasonably well when

the rate flow is less than at capacity but excessive delay and congestion can occur when the rate

of flow is at or near capacity. So, the data, planning and design of highway facilities can be done.

The principal purpose is to design or plan facilities that will operate at flow rates below their

optimum rate.

On the other hand, the last part of this experiment, we had discovered some of the

conditions on the road and its surrounding. From observation, we can see that the road pavement

near the traffic light is not in a very good condition. The road has several holes or uneven road

pavement due to the imperfect construction of the road especially in the bitumen or tar phase

which is may occur because of heavy truck or buses that used the road as the main path for their

destination. Thus, the condition are slightly dangerous especially to the motorists which is most

are the UTHM student and villager nearby. Thus the holes and pavement should be repaired

evenly too in order to secure the safety of the road users.

As a conclusion, every countries spend considerable amount of resources on trying to

reduce crashes by reconstructing and improving the roads. This work should continue and

necessary to be high priority. The road safety audit is the formal safety performance examination

of an existing or future road or intersection by an independent, multidisciplinary team. It

qualitatively estimates and reports on potential road safety issues and identifies opportunities for

improvements in safety for all users.