TRAFFIC ANALYSIS OF SIGNALIZED INTERSECTION

FACULTY OF CIVIL AND ENVIRONMENTAL
ENGINEERING
TRAFFIC ENGINEERING
SEM I 2019/2020
BFC32302
PROJECT: SIGNALISED INTERSECTION
SECTION: 2
GROUP MEMBERS MATRIC NO.
WAN ALISA NAZIRA BINTI WAN AB RAHMAN AF170188
NORSYALMIEZA BINTI LE AF170046
NUR HANANI BINTI HAMZAH AF170077
NURAFIDA BINTI CHE AZHAR AF170080
1
NO. CONTENT PAGE
1 INTRODUCTION 3
2 METHODOLOGY 4-5
3 DATA ANALYSIS AND RESULT 6-21
4 DISCUSSION 22
5 RECOMMENDATION 23
6 CONCLUSION 24
7 REFERENCES 25
2
INTRODUCTION
Malaysia is a country with rapid urbanization, continuous development and growing road network,
connecting all major cities in the country. However, every country has the same problem of traffic
congestion, road accidents and death. The most important thing is that Malaysia is best known for
traffic growth due to the increase in the number of vehicles due to the increase in the number of
people.
In order to ensure that traffic and pedestrians are as smooth and comfortable as possible. A variety of
control systems are used to achieve this, from simple clock mechanisms to sophisticated
computerized control and coordination systems to minimize delays of people that using the
intersection.
For our study, we choose Pintas Puding Signalized Intersection to collect data to observe the traffic
volume during peak hours. We also design a layout of the intersection for that road and design the
phasing traffic signal control and timing. Lastly, we calculate the delay and level of service to find out
what the best solution to reduce traffic congestion.
3
METHODOLOGY
Road traffic system consists of road users (drivers and pedestrians), vehicles, and road network
that interact between one and another. Traffic surveys, also called traffic census, include types
of traffic, size and weight, traffic flow, traffic volume per hour and per day, including seasonal
variations/annual variations, distribution in different parts of a road network, and distribution
in different directions at intersections.
Traffic volume is the number of vehicles passing some designated roadway point in a given
time interval in directional or all directions. It is the basic cause requiring rapid solution. The
greater the annual average daily traffic (AADT), the greater the number of lanes with major
maintenance issues due to wear and tear, leading to structural deficiency and eventual bridge
replacement.
Intersections may be signalized to address a road safety, efficiency or operational issue or to

improve crossing opportunities for pedestrians and cyclists. Signalized intersections are
generally installed at intersections of major roads and, due to the temporal component, usually
involve several approach lanes on each leg. Signalized intersections can be designed to
accommodate a range of target users. Spatial and temporal separation relating to different
target users should be considered.
To describe some measure of effectiveness to evaluate a signalized intersection or to describe

the quality of operations is a difficult task. There are a number of measures that have been
used in capacity analysis and simulation, all of which quantify some aspect of experience of a
driver traversing a signalized intersection. The most common measures are average delay per
vehicle, average queue length, and number of stops.
The Level of Service (LOS), which is expressed in terms of delay, is a measure that most directly
relates driver’s experience and it is measure of excess time consumed in traversing the
intersection. Length of queue at any time is a useful measure, and is critical in determining
when a given intersection will begin to impede the discharge from an adjacent upstream
intersection. Number of stops made is an important input parameter, especially in air quality
models. Among these three, delay is the most frequently used measure of effectiveness for
signalized intersections for it is directly perceived by a driver. The estimation of delay is
complex due to random arrival of vehicles, lost time due to stopping of vehicles, over saturated
flow conditions etc.
4
PROCEDURE
1. At the Pintas Puding Signalized Intersection, we have to conduct a traffic movement count on
all approaches (each line separately) for one hour in four segments of 15 minutes. The data
have been recorded in the Tables 1 – 10.
2. The width of lane we measure to get the width, W (in meter) for all approaches and the data
have been recorded in the table 11.
3. We also measure the green time, g (sec) and cycle time, C (sec). The data are recorded in table
12
4. Convert the traffic volumes in table 1 -10 to passenger car unit (p.c.u). This is taken as the
design flow, q (pcu/hr) which then be used in Table 11.
5. The saturation flow, S’ (p.c.u/hr) are adjusted for each approach and transfer the value to
Table 11
6. By this, the value of Y can be compute, which is the ratio of design flow to adjusted saturation
flow. Also, Y value, which is the total value of y for each approach.
7. The, calculate the inter green time, I (sec) and total lost time per cycle L (sec)
8. The practical capacity, 𝑌𝑝𝑟𝑎𝑐 and reserved capacity, RC of the intersection are determined.
9. Lastly, determined the average stopped delay per vehicle, d (sec) and level of service for each
approach.
5
DATA ANALYSIS
SKETCH OF INTERSECTION
PARIT SEMPADAN LAUT (PERWIRA)
6
BATU PAHAT PARIT RAJA
PARIT SEMPADAN
7
TABLE 1
Approach (Movement): PARIT RAJA- PARIT SEMPADAN LAUT Lane: 1
Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 23 21 2
8.45-9.00 am 18 37 3
9.00-9.15 am 24 34 1
9.15-9.30 am 22 25 2
Vehicle Class Traffic Volume p.c.u. p.c.u.

(Veh/hour) Factor
Class 1 (Motorcycles) 87 0.33 28.71
Class 2 (Cars) 117 1.00 117.00
Class 3 (Heavy Trucks & 8 2.25 18.00
Buses)
Total 212 163.71
Note: p.c.u passenger car unit
TABLE 2
Approach (Movement): PARIT RAJA- BATU PAHAT Lane: 2
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 27 61 5
8.45-9.00 am 24 87 6
9.00-9.15 am 23 64 6
9.15-9.30 am 15 55 8

(Veh/hour) Factor
Class 2 (Cars) 267 1.00 267.00
Buses)
Total 381 352.62
TABLE 3
Approach (Movement): PARIT RAJA- PARIT SEMPADAN Lane: 3
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 11 20 0
8.45-9.00 am 15 22 1
9.00-9.15 am 10 21 0
9.15-9.30 am 18 19 2

(Veh/hour) Factor
Class 2 (Cars) 82 1.00 82.00
Buses)
Total 139 106.57
TABLE 4
Approach (Movement): BATU PAHAT - PARIT SEMPADAN Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 10 21 2
8.45-9.00 am 11 19 0
9.00-9.15 am 9 22 1
9.15-9.30 am 13 23 2

(Veh/hour) Factor
Class 2 (Cars) 85 1.00 85.00
Buses)
Total 133 111.44
TABLE 5
Approach (Movement): BATU PAHAT- PARIT RAJA Lane: 2
Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m. Weather: Good
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 23 63 8
8.45-9.00 am 25 59 6
9.00-9.15 am 24 49 5
9.15-9.30 am 30 57 3

(Veh/hour) Factor
Class 2 (Cars) 228 1.00 228.00
Buses)
Total 328 311.16
TABLE 6
Approach (Movement): BATU PAHAT - PARIT SEMPADAN LAUT Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 21 28 1
8.45-9.00 am 26 29 2
9.00-9.15 am 25 22 4
9.15-9.30 am 24 25 1

(Veh/hour) Factor
Class 2 (Cars) 104 1.00 104.00
Buses)
Total 212 316.85
TABLE 7
Approach (Movement): PARIT SEMPADAN LAUT – PARIT RAJA Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 26 25 2
8.45-9.00 am 30 37 3
9.00-9.15 am 24 34 2
9.15-9.30 am 23 25 2

(Veh/hour) Factor
Class 2 (Cars) 121 1.00 121.00
Buses)
Total 212 316.85
TABLE 8
Approach (Movement): PARIT SEMPADAN – BATU PAHAT Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 22 21 1
8.45-9.00 am 18 27 0
9.00-9.15 am 22 14 1
9.15-9.30 am 20 25 2

(Veh/hour) Factor
Class 2 (Cars) 87 1.00 87.00
Buses)
Total 173 123.06
TABLE 9
Approach (Movement): PARIT SEMPADAN LAUT- PARIT SEMPADAN Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 17 11 0
8.45-9.00 am 18 17 0
9.00-9.15 am 15 14 1
9.15-9.30 am 12 15 0

(Veh/hour) Factor
Class 2 (Cars) 57 1.00 57.00
Buses)
Total 120 79.71
TABLE 10
Approach (Movement): PARIT SEMPADAN LAUT- PARIT SEMPADAN Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 15 12 1
8.45-9.00 am 10 7 0
9.00-9.15 am 12 14 1
9.15-9.30 am 7 15 0

(Veh/hour) Factor
Class 2 (Cars) 48 1.00 48.00
Buses)
Total 212 67.02
TABLE 11
Approach (Movement): BATU PAHAT (U-TURN) Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 1 8 0
8.45-9.00 am 2 17 0
9.00-9.15 am 4 8 0
9.15-9.30 am 6 11 0

(Veh/hour) Factor
Class 2 (Cars) 44 1.00 44.00
Class 3 (Heavy Trucks & 0 2.25 0
Buses)
Total 57 48.29
TABLE 12
Approach (Movement): PARIT RAJA (U-TURN) Lane: 1
TRAFFIC COUNT
VEHICLE CLASS
TIME
1 2 3
8.30-8.45 am 1 6 0
8.45-9.00 am 2 13 0
9.00-9.15 am 4 7 0
9.15-9.30 am 1 6 0

(Veh/hour) Factor
Class 2 (Cars) 32 1.00 32.00
Class 3 (Heavy Trucks & 0 2.25 0
Buses)
Total 40 34.64
SKETCH OF PHASE DIAGRAM
TABLE 13
PHASE I II III
Movement
W (m) 4m 4m 4m 4m 4m 4m 4m 4m 4m
S’ (pcu/hr) 1603.4 1603.4 1603.4 1603.4 1603.4 1603.4 1603.4 1603.44 1603.44
4 4 4 4 4 4 4
q(pcu/hr) 433.72 439.13 573.83 355.24 433.72 439.13 316.85 316.85 68.70
y= q/S’ 0.27 0.27 0.36 0.22 0.27 0.27 0.20 0.20 0.04
Y 0.28 0.25 0.12
Key:
P = Parit Raja Approach; B = Batu Pahat Approach; S = Parit Sempadan

L= Parit Sempadan Laut Approach
T = Through; R = Right-turn; L = Left-turn
1 = Lane 1; 2 = Lane 2; 3 = Lane 3; 4 = Lane 4
Example calculation of adjusted saturation flow S’
S’ = S × × × ×
S’ = 1965 × 1.00 × 0.96 × 1.00 × 0.85
= 1603.44 (pcu/hr)
Y= + + + = 0.27 + 0.27 + 0.36 + 0.22
= 0.28
Amber time, a = 3 sec

All-red period, R = 2 sec
Intergreen time, I = a + R = 5 sec
Drivers’ reaction time, l = 2 sec
Number of phases, n =4
Total lost time, L = n(I – a) + nl = 4(2-3) + (4)(2)
= 4 sec
Practical capacity, Yprac = 0.9 – 0.0075L = 0.9 – 0.0075(4)
= 0.87
Reserve capacity, RC = 100% × ( Yprac – Y ) / Y = 100% × (0.87-0.28) / 0.28
= 210.71
TABLE 12
phase I II III
movement
C (sec) 112 112 112 112 112 112 110 110 80
g (sec) 90 90 90 90 90 90 17 17 32
0.80 0.80 0.80 0.80 0.80 0.80 0.15 0.15 0.40
S’ (pcu/hr) 1603.44 1603.44 1603.44 1603.44 1603.44 1603.44 1603.44 1603.44 1603.44
q (pcu/hr) 433.72 439.13 573.83 355.24 433.72 439.13 316.85 316.85 68.70
0.12 0.12 0.16 0.10 0.12 0.12 0.09 0.09 0.02
=(pcu/sec)
x= q/λ S’ 0.34 0.34 0.45 0.28 0.34 0.34 1.32 1.32 0.11
d (sec) 3.43 3.43 4.19 3.09 3.43 3.43 17.37 17.37 13.86
LOS A A A A A A C C B
Example calculation for delay and determination of LOS
d = ( +
= ( +
= 3.43 sec (LOS = A (<5.0 seconds))
DISCUSSION
Level of service (LOS) is a qualitative term describing the operational performance of any transportation
facility. The quality performance measure can be defined using various quantitative terms like:
1. Volume to capacity ratio
2. Mean passenger car speed and,
3. Density in terms of passenger cars per kilometer per lane
Each of these measures can indicate how well the highway accommodates the traffic demand since speed
does not vary over a wide range of flows, it is not good indicator or service quality. Density which is a
measure of proximity of other vehicles in the traffic stream and is directly perceived by drivers and does
not vary with all flow levels and therefore density is the most important performance measure for
estimating LOS. Based on the quantitative parameter, the LOS of a facility can be divided into six
qualitative categories, designated as LOS A, B, C, D, E, F.
From our result, we obtain the Level of Service A. It means that the travel conditions are at free flow. The
presence of other vehicles is noticed but it is not a constraint on the operation of vehicles as are the
geometric features of a roadway and individual driver preferences. Minor disruptions are easily absorbed,
although localized reduction in LOS are noted.
At Parit Raja areas was being upgraded from rural to urban in these recent years due to economic
development. This road is the link from Kluang to Batu Pahat city; nevertheless, the road in front of
Taman Melewar area becomes the major transportation for the citizens from both city. The LOS of this
road is considered as acceptable due the road upgraded service in these recent years.
On the other hand, for the LOS of Taman Melewar intersection that we get from the observation and
calculation, for Parit Raja through and Batu Pahat through of phase I are LOS A. While for phase II are
LOS A and LOS C. In addition, for phase III are LOS C and B. Therefore, we can see that the traffic at
the intersection is a bit busy at the peak hours that from 8:30 – 9:30 a.m.
Therefore, the level of service can be derived from a road under different characteristics and traffic
volumes. The factors affecting level of service (LOS) are speed and travel time, traffic
interruptions/restrictions, freedom to travel with desired speed, driver comfort and convenience and
operating cost.
RECOMMENDATION
1. Use CCTV to monitor road conditions
Use of CCTV at junctions allows traffic managers to see breakdowns, collisions and other causes
of congestion. Combined with good communication systems with Highways England, the police
and major road users (such as airports, train stations, retail parks), this can ensure traffic
managers receive advance warning of issues that will impact their network.
Any CCTV equipment installed should comply with the minimum standards required to support
legal enforcement.
2. Enforce existing road traffic laws
Illegal parking, waiting, loading/unloading obstructs traffic flow, reduces capacity at junctions,
holds up buses, and increases danger to those walking or cycling. Blocking junctions, which is
illegal where there’s a yellow box, can cause gridlock across a wide area of the road network.
Driving at an inappropriate speed, jumping red lights, or driving through restricted areas all
contribute to fatalities, injuries and an unwillingness for people to walk or cycle, or to allow their
children to do so unaccompanied.
There is currently an acceptance that it’s OK for delivery vehicles to park up on the pavement
outside a shop, even when there’s a safer alternative. The convenience of the delivery driver
outweighs convenience and safety of pedestrians, wheelchair users and those with infant buggies.
3. Optimise traffic-light management
Urban Traffic Management Control (UTMC) systems such as SCOOT can be very effective in
maximising road capacity by varying the timing of traffic lights to match demand in real time.
When lights are all co-ordinated responsively to demand, incidences of ‘blocking back’ (vehicles
stuck in junctions) leading to gridlock can be minimised. Traffic planners can also prepare and
model programs to cope with specific scenarios (such as an incident on an arterial road), which
can then be loaded into the UTMC immediately they’re needed.
CONCLUSION
Level of Service (LOS) is defined as a qualitative measure describing operational conditions

within a traffic stream and their perception by motorists and passenger. From the result, we can
see that the multilane capacity analysis states that the traffic volumes of Pintas Puding Signalized
Intersection have improved. This is maybe because of the increasing of the vehicle in the area.
Since we conducted this survey manually, the data possibly have several mistakes due to time
constraints problem and we just do it within one hour during peak time with 15 minutes interval
(8.30 a.m. until 9.30 a.m.). The result and data may be used for further survey to minimize the
problems at the case area. The growth of traffic in Batu Pahat (Pintas Puding Signalized
Intersection) can be improve by optimizing the traffic-light management, enforce the existing
road traffic laws, use CCTV to monitor the road conditions and use inbound flow control. The
planning process is inevitable, and it is linked to the design process. In order to achieve the
overall required capacity and service level of each street or intersection, traffic volume and
traffic conditions are very important. In the future, as the industry and technology develop, the
planning process will become more complicated. Therefore, we should first solve the problems
of capacity and service level in the intersection area, and then in the method. If the provided
intersection solution cannot meet the demand, then another intersection design should be
analyzed.
REFERENCES
1. Data from Lab Traffic Open Ended, group 5 of section 2

2. Mathew, T. V. (2019, January 10). Signalized Intersection Delay Models. Retrieved from
https://www.civil.iitb.ac.in/tvm/nptel/572_Delay_A/web/web.html
3. Tom V. Mathew, I. B. (2014, February 19). Retrieved from

https://nptel.ac.in/content/storage2/courses/105101008/downloads/cete_35.pdf
BFC 32302 TRAFFIC ENGINEERING AND SAFETY GROUP PROJECT
EVALUATION FORM (INDIVIDUAL)
Name : NORSYALMIEZA BT LE
Matric No. : AF170046 Section: S5
1. PLEASE EXPLAIN YOUR ROLE AND CONTRIBUTION
Checker, checks over work in problem solving contexts before the group members finalize
their answers.
2. PLEASE EVALUATE YOUR GROUP MEMBER
Attributes: Score:
a. Participation and Commitment 1–2–3–4–5
b. Role and Contribution 1–2–3–4–5
c. Team Working and Accountability 1–2–3–4–5
Name Matric No. Total Score

Wan Alisa Nazira binti Wan Ab Rahman AF170188 15
Nur Hanani binti Hamzah AF170077 15
Nurafida binti Che Azhar AF170080 15
(.......syalmieza.........)
Student signature
BFC 32302 TRAFFIC ENGINEERING AND SAFETY GROUP

PROJECT
Name : WAN ALISA NAZIRA BT WAN AB RAHMAN

My role are focus on the organization and production of the project content and make a list of
the project content, and distribute it to group members. Then, focused on ensuring that all
group members have an equitable share of the project. Lastly, see the entire project, and
make sure that all areas are covered and everyone understands what they are doing.
Attributes: Score:

Norsyalmieza binti Le AF170046 15
(.......alisanazira.....)
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PROJECT
Name : NURHANANI BT HAMZAH

My role is to organize group meetings, places, times, dates, member contact information,
communication requirements, timeline . During meetings I will make sure my group members
are working on the task at hand. I will make sure that the project meets the deadline.
Attributes: Score:

(.......hanani.........)
Student signature
PROJECT
Name : NURAFIDA BT CHE AZHAR

My role is encourager and my contribution is to encourage group members to continue to

think
through their approaches and ideas. The encourager uses probing questions to help facilitate
deeper thinking, and group wide consideration of ideas..
Attributes: Score:

(.........nurafida...........)
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FACULTY OF CIVIL AND ENVIRONMENTAL

PROJECT: SIGNALISED INTERSECTION

GROUP MEMBERS MATRIC NO.

WAN ALISA NAZIRA BINTI WAN AB RAHMAN AF170188

NORSYALMIEZA BINTI LE AF170046

NUR HANANI BINTI HAMZAH AF170077

NURAFIDA BINTI CHE AZHAR AF170080

3 DATA ANALYSIS AND RESULT 6-21

Intersections may be signalized to address a road safety, efficiency or operational issue or to

To describe some measure of effectiveness to evaluate a signalized intersection or to describe

PARIT SEMPADAN LAUT (PERWIRA)

Approach (Movement): PARIT RAJA- PARIT SEMPADAN LAUT Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT RAJA- BATU PAHAT Lane: 2

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT RAJA- PARIT SEMPADAN Lane: 3

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): BATU PAHAT - PARIT SEMPADAN Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): BATU PAHAT- PARIT RAJA Lane: 2

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m. Weather: Good

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

Approach (Movement): BATU PAHAT - PARIT SEMPADAN LAUT Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT SEMPADAN LAUT – PARIT RAJA Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT SEMPADAN – BATU PAHAT Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT SEMPADAN LAUT- PARIT SEMPADAN Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT SEMPADAN LAUT- PARIT SEMPADAN Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): BATU PAHAT (U-TURN) Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

Approach (Movement): PARIT RAJA (U-TURN) Lane: 1

Day/Date: 18/3/2020 (WEDNESDAY) Time: 8.30 – 9.30 a.m Weather: Good

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

P = Parit Raja Approach; B = Batu Pahat Approach; S = Parit Sempadan

T = Through; R = Right-turn; L = Left-turn

1 = Lane 1; 2 = Lane 2; 3 = Lane 3; 4 = Lane 4

Example calculation of adjusted saturation flow S’

S’ = 1965 × 1.00 × 0.96 × 1.00 × 0.85

Y= + + + = 0.27 + 0.27 + 0.36 + 0.22

Amber time, a = 3 sec

Intergreen time, I = a + R = 5 sec

Drivers’ reaction time, l = 2 sec

Total lost time, L = n(I – a) + nl = 4(2-3) + (4)(2)

Practical capacity, Yprac = 0.9 – 0.0075L = 0.9 – 0.0075(4)

Reserve capacity, RC = 100% × ( Yprac – Y ) / Y = 100% × (0.87-0.28) / 0.28

Example calculation for delay and determination of LOS

1. Volume to capacity ratio

2. Mean passenger car speed and,