PROJECT TITLE: DESIGN OF TRAFFIC CONTROL DEVICES. PROJECT TYPE: DESIGN. CASE STUDY: BARAKUDA JUNCTION.

STUDENT NAME: DOTO JOHN ADMISSION NUMBER: 100101P7297.

INTRODUCTION In conflicts of traffic movement at a junction, traffic control devices facilities can be introduced to minimize the problem. In Tabata Segerea, Barakuda junction is one of conflict area .Eventually one of such facilities is necessary. The round-about will facilitate movements of vehicles through the junction towards Mandela road which connects Ubungo and Buguruni area

PROBLEM STATEMENT

Barakuda junction faces problems like delay of vehicles when crossing the junction, collision, accidents and traffic congestion.

PROJECT OBJECTIVES

To design of traffic control devices at Barakuda junction so as to reduce traffic conflicts and accidents towards Mandela road

SIGNIFICANCE OF THE PROJECT

The design of traffic control devices it will at the junction lead proper movements of pedestrian and vehicle

THE EXPECTED OUTCOME

To provide the design of traffic control devices at Barakuda junction

METHODOLOGY

In order to achieve the goal of the project the following methodology were carried out Literature review Data collection Data analysis Design

LITERATURE REVIEW

GENERAL TRAFFIC CONTROL DEVICES Traffic control devices, These are devices which used to improve the overall traffic conditions in the most convenient, safe and economic way .for example, traffic signals permit the vehicles and pedestrian To cross in proper manner by controlling conflicts, speed controls, control drivers from over speeding. Junction is the location where two or more roads joins and the traffic stream cross. It provide a change in direction route where the drivers has to decides one of the available choices. It is the point of decision at which the numbers of conflicts happens

REQUIREMENTS OF TRAFFIC CONTROL DEVICES

The installation of these devices should be much that

Draw the attention of the users. Attention depends upon the location size, colors etc. They should be placed within the cone of clear vision of road used. Fulfill the need or functional requirement.

TYPES OF JUNCTIONS The following are types of junctions as shown below T-junction Acute junction Square junction

DIAGRAM OF SQUARE-JUNCTION

COLOURS USED IN TRAFFIC CONTROL DEVICES

Red, used to denote danger or restriction Blue, indicate information when used on background color on rectangular signs Green, used to denote primary roads when used as the background color on rectangular Yellow, used exclusively for route number on primary roads Black and white ,used for symbols and lettering on white and blue or green background respectively

THREE TYPES OF SIGNS, GIVING ORDER, WARNING Regulatory (mandatory),These signs inform the road users about prevailing laws and regulations for examples no parking Warning (cautionary)sign, These signs warn the road users about the existence of certain hazardous conditions. For example pedestrian crossing Informatory signs. These signs are for information and guiding of road users and call attention to thing which might be of interest to them. For example direction indicators

TYPES OF TRAFFIC CONTROL DEVICES The following are types of traffic control devices

i. Traffic island ii. Traffic signals iii. Pavement marking

CONTINUOUS OF TYPES OF TRAFFIC CONTROL DEVICES

I Traffic island Is the type of control device which improve the efficiency of operation at junction, also reduce the area of traffic conflicts Classification of traffic island Islands are usually classified according to the purpose for which they are used as listed below 1 Channelizing islands This used to separate control or direct the movement of traffic streams. They are used to reduce the area , the angle of conflicts and the speed .These are integral parts of the intersection design. Usual shape is triangular. They may have mountable or barrier curbs. Large island are used on rural roads than on urban streets. 2 Round about A central islands of circular , elliptical or other shape located in the Centre of an intersection used for channelization. 3 Divisional island They used to provide on four or more lane highway to segregate the opposing traffic. They may also be used to separate through road, service road , or an turning or acceleration lane from the through traffic lane 4 Loading islands Loading islands are provided at regular bus stops, for protection to bus riders .Railways or fencing may be used for separation it from adjacent traffic stream. The width depend upon number of bus riders, however, a minimum of 2m wide Loading Island should be used . ii. Traffic signals Guide the road users and provide information. Also give warning about abnormal driving ahead

TYPES OF SIGNALS

I. pre- timed (fixed time )signal They sequence in which the signals red red, yellow-green-yellow as they appear on each approach of junctions is fixed and repeated after a fixed interval in second. The period for each signal light is predetermined and fixed in the signals equipment by a timing device. The cycle length varies from 30sec to 120sec.These signals are cheap and easy to maintain in a progressive type o fixed time signals all fixed time signals along a route of progressive movement are controlled by a master controller instead of individuals timing device at each junction. The change or cycle can be made from a central control. ii. Vehicle actuated signals these signals change the length of green signal interval, in accordance with the actual traffic volume on the particular approach of the junction. The vehicle on any junction approach are sensed by a detecting device (for example magnetic tape, loop or pneumatic pads), placed in the road. By recording the vehicles as they cross the detector and by timing the interval between vehicles, the signals are automatically adjusted to give preference to the approach with heavier flow

CONTINUATION TYPES OF SIGNALS

Iii Pedestrian actuated signals Signals are sometimes provide on busy urban streets for crossing of the pedestrians. They show a red light for the traffic to stop, permitting the pedestrians to cross the road. The setting of traffic signals allows for the pedestrians walking speed of 1.2 per second followed by pedestrian clearance period. The objective of providing this signal is to assist the pedestrian to cross in safely, with minimum delay to pedestrian and vehicle traffic. Symbols used for such signals are WALK, WAIT and DONT WALK iv .Linked traffic signals(coordinated signals) In dealing with heavy traffic volumes, after passing through one junction, the vehicles may have to wait at next two or three junction all within a short length of journey(one kilometer ) which is undesirable situation .The overall optimization of traffic flow , through such nearby intersection, required linkage or coordination of traffic signals so that green time is available progressively along the street to the approaching vehicles. v. Flashing signals To warn the approaching drivers, sometimes, yellow flashing signals on the main road and red flashing signals on the cross road are provided. The drivers are required to slow down and proceed with caution at such location like sharp horizontal curves, railway crossing or other obstructions on the roadiii

TYPES OF TRAFFFIC SIGNAL SYSTEM

i.

Coordinated movement When signals of several consecutive intersections are interconnected and operated from a single point, the movement of traffic on main road can be better coordinated. Timings of consecutives intersection signals are so interrelated that after crossing a particular intersection when vehicle approaches the next intersection it lights by the time also change to green and vehicle does not have to stop for a length of road which signals for main road are interrelated The following are general systems of coordination ii. Simultaneous system In this system all the signals along a given route show the same colored lights at the same time and produces high vehicles speeds between stops but overall speed is required. Iii. Alternative system This is when all the signal changes their indication at the same time but adjacent signals or group of signals on a given road. Show oppose colour. This system works very well on a single that has approximated equal block spacing

CONTINUATION TYPES OF TRAFFIC SIGNAL SYSTEM

iv Limited progressive system This system retains a common cycle length but provides go indication separately at each intersection. This permits continuous flow of vehicle group at planned speed. v Flexible progressive system, This is the most efficient of all systems. In this system length of cycle, cycle division and the time schedule at each intersection is varied automatically . Cycle length of the entire system can be lengthened at peak hours to increase the capacity and shortened at slack hours to decrease delay.

WARRANT FOR SIGNALIZED JUNCTION

First warrant; Peak hours minimum volume They uses for traffic signals may existing for peak hours of traffic demands. The warrant for the traffic signals installation under peak hours volume exceed design peak volume. Second warrant; number of pedestrian. The warrant based on the pedestrian total crossing the major road and major vehicles volume for each of any 8hours of an average for example 650vehicles/hours approach the junction 150people/hours are crossing the major road. Third warrant; minimum vehicles volume. This criteria is based when the present volume of junction traffic is the principle reasons for consideration of traffic signal installation

CONTINUATION OF WARRANT FOR JUNCTION

Fourth warrant; crash experience Based on an accident experienced at the junction warrant is satisfied when the value required to satisfy warrant is met to the eighty percentage. Fifth warrant ; Continuous flow warrant. In order for traffic signal to be installed the traffic volume of the major street and the higher volume of minor street should exceed 900 vehicles/hours in both approach for major street 100vehicles/hours in one direction for minor street Sixth warrant; School crossing School crossing met with the minimum of 20 students crossing in the highest crossing hour and less than one acceptable gap in the traffic stream per minutes during the highest crossing hour. Engineering judgment and attention to other remedies (such as crossing guards, improved signage, crossing islands) are strongly recommended

TYPES OF PAVEMENT MARKING

1.Longitudinal lines. The regulations specify that vehicles may across a single broken line, single solid line warns and shall not across double unbroken lines. This lines are used as follows (i)Lane lines (ii)Barrier lines(broken or unbroken lines) 2.Transverse lines. This is the line used for, (i)Pedestrian acrossing markings (ii)Stop line (iii)Holding lines safe position for a vehicle to be held

SIGNALS TERMINOLOGIES

1. Cycle legth The period required for one complete sequence of signal indication (R-RY-G and Y) is know as time cycle or cycle length .It can vary from 40sec to 120sec depending upon the following I Volume of traffic on approach Ii Peak hour volume The relation between the numbers of vehicle counted during the the highest 15 consecutive minutes peak hour factor reflect variation in the peaking characteristics of approach and provide means of evaluating their operation character iii.Width of the road and junction iv. Interval Any one the divisions of the cycle length during which signal indications do not change V. Inter green duration The duration between one phase losing right of way and next phase gaining right of way (Termination of green on one phase and the first of green on next phase) followed signal operation is Red Red- Amber-Green Amber

CONTINUATION OF SIGNALS TERMINOLIES

According to the British TRRL method or minimum delay method an approximate formula for determining the optimum cycle length is given by the following formula Co=(1.5+5)/(1-y)seconds Where by Co=optimum cycle time (in seconds) L=Total time lost per second (in seconds) Y=y1+y2+.yn, in which y1,y2 and yn are the maximum ratios of flow to saturation flow for phase 1,2,and .n The minimum possible cycle time ,which may be associated with excessively long delays ,is given by CM =L/(1-Y)seconds Where by CM =minimum cycle time

DATA COLLECTION

This is way which involves the collection of related data for specific purposes from different sources. Methods of data collections 1 TRAFFI COUNTING. The traffic counting was done manually to determine the volume of traffic at the Barakuda junction for 12hours a day from o600am to 1800pm for seven day at the intervals of an one hour. In cities the traffic is connected with office timings

METHODS OF TRAFFIC COUNTING

1.Automatic recorders. The recorders can only determine the number of vehicles not the type of the vehicles and direction of vehicles. The recorders are of two types (i)Fixed recorder (ii)Portable recorder In photo-electric cell method, automatic counter is actuated when light beam falling on cell is interrupted by the closing the passing vehicle In electrical methods, the counter is actuated by the closing of electric circuit when the car passes. In the pneumatic method, the counter is actuated by an air switch attached to a rubber tube spread across the roadway when the vehicle passes over it 2 Moving car method An observer moving in a car once against the traffic for specific time and record time along with the traffic recorders the number of vehicles met and overtaken respectively

Continuation of traffic counting

Then volume is calculated as follows V=(X+Y)/(tm+t0) Where V=vehicle per minutes in one direction X=number of vehicles when moving against the desired direction in tm minutes Y=number of vehicles overtaken while moving along with the traffic in desired direction in to minutes 3. Manual counting Enumerator record the volume of flow on a prepared form are entered according to the types of vehicles. Pedestrian volume study can be undertaken and shown under other traffic. This study is necessary to plan signals, pedestrian protection and installation of barriers and islands and adequate sidewalks. But he will only concerned with the manual counting method

Table 1 shows data collection in traffic counting for 7days.

Vehicle typ

6AM6PM

6AM6PM

6AM6PM

6AM6PM

6AM6PM

6AM6PM

6AM6PM

TOTAL

CARS PICKUP L.UNDER 5T L.OVER 5T S.TRAILER L.WITH TRAILER B.UNDER25S

7700 1600 600 480 75 12 180

7660 1620 601 455 72 10 185

7650 1600 620 460 70 8 180

7650 1640 580 500 68 12 174

7600 1618 595 500 74 8 182

7680 1612 604 484 72 14 188

4200 1000 420 220 5 3 90

50140 10690 4020 3099 436 67 1179

B.OVER25S
O.VEHICLE TOTAL

240
12 10899

250
8 10861

300
12 10900

246
8 10878

230
12 10819

246
6 10906

150
1 6089

1662
59 71352

Table 2 Average traffic volume flow [vehicles/hrs as shown bellow in the table
Ap. from Mon 30/12 Tue 31/12 Wed 02/01 Thurs 03/01 Frid 04/01 Sat 05/01 Sund 06/01

Mandela T/Segerea T/Chango Mbe

641 50 40

637 51 42

644 49 45

650 50 43

648 47 41

652 50 45

424 27 31

4296 324 287

Vingunguti Road TOTAL

10

12

11

12

10

69

741

742

747

765

748

757

487

Table 3 Shows the accidents in six years at Barakuda junction.

MONTH JAN FEB MAR APR MAY JUN JULY AUG SEP OCT NOV DEC TOTAL

2007 2 1 1 0 3 2 0 1 0 3 1 0 14

2008 0 2 1 2 5 3 2 4 5 2 1 3 30

2009 1 1 0 1 2 1 0 1 2 2 2 0 13

2010 0 1 0 0 3 2 2 1 1 2 0 2 14

2011 2 1 0 1 2 2 1 1 1 0 1 0 12

2012 0 3 2 1 0 1 1 0 1 1 3 0 13

DATA ANALYSIS FOR TRAFFIC COUNTING Table 4; show the peak hours and normal hours of traffic counting
Approac h/Time 06000900 090012OO 7660 1620 468 12001500 7600 1600 456 15001800 7760 1635 482 Total 23736 6455 1866

Mandela 7700 road Tabata Segerea 1600

T|Chang 460 ombe

Vingung uti
Total

75
9835

80
9828

64
9720

85
9962

304
32361

Table5;Show average peak hour volume of traffic counting

Approach/Time 0600-0900 Mandela road T/segerera T/Changombe Vingunguti Total 654 650 414 480 2198

0900-1200 645 658 391 490 2184

1200-1500 631 61o 364 454 2059

1500-1800 678 670 458 586 2392

Continuation of average peak hours volume of traffic counting The formula used to calculate the average peak hour volume was =Total volume of traffic in peak hours/Total hours of counting. From the average data shown above. The evening peak hours especially from {1500-1800} were very high as compared to others hours. This was because during at that time most of the people return from their working place toward his /her homes. Also the traffic volume was changed into average traffic flows{vehicles/hour} as shown below

Average traffic volume flows {vehicles/hour}

Approa ch from/D ay

Monda y

Tuesda y

Wedne sday

Thursd ay

Friday

Saturda Sunday y

Total

Mandel 641 a road T/Seger 133 ea Vingun guti 50

637

644

650

650

652

424

4298

145 56 38

150 52 42

135 48 40

134 50 42

140 50 40

83 35 23

920 341 265

T/Chan 40 gombe

Total

864

876

888

876

876

882

565

5824

Chart below show average traffic volume flow

Average Traffic Volume Flow

900

800

700

600

500 Average Traffic Volume Flow 400

300

200

100

0 days Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Description of the chart above

From the table and chart shown above the flow characteristics at the junction was very high especially from Monday to Saturday. This shows the need of installations of the traffic signal at the junction which will control the traffic flow when crossing the junction. Traffic volume entering to the main road i.e Mandela road was 652vehicle/hours. According to the warrant based on minimum the pedestrian total crossing to the major road and major vehicles volume for each of any 8hours of average shown below
{i} 650vehicles/hours approach the junction {ii}150people/hours were crossing the major road From the data above there is necessary installation of traffic control device at the junction.

Month January February March April May June July

200 7 2 1 1 0 3 2 0

2008 0 2 1 2 5 3 2

2009 2010 1 1 0 1 2 1 0 0 1 0 0 3 2 2

2011 2 1 0 1 2 2 1

201 2 0 3 2 1 0 1 1

August
Septemb er October Novemb er Decemb er Total

1
0 3 1 0 14

4
5 2 1 3 30

1
2 2 2 0 13

1
1 2 0 2 14

1
1 0 1 0 12

0
1 1 3 0 13

From accidents records charts From the accident data shown below, the analysis shows that in six years all the accident were approximately the same through out from 2007 to 2012. But in 2008 the rate of accident was very high as compared to the rest of years at Barakuda junction.

Table below shows statistic of accidents record at the junction from the year 2007 to the year 2012
ACCIDENT
30

25

20

15

ACCIDENT

10

YEAR

2007

2008

2009

2010

2011

2012

REFERENCE Chandola, S. (1989). Transportation Engineering. Delhi: Khanna. R, K. (2003). Traffic Engineering and Transportation Planning Fourth Edition. Delhi: Khanna. Vaziran, V. (1988). Transportation Traffic Engineering. Delhi: Khanna.