International Journal of Advanced Research in Engineering and Technology (IJARET) Volume 11, Issue 11, November 2020, pp. 1005-1017, Article ID: IJARET_11_11_093 Available online at http://iaeme.com/Home/issue/IJARET?Volume=11&Issue=11 ISSN Print: 0976-6480 and ISSN Online: 0976-6499 DOI: 10.34218/IJARET.11.11.2020.093 © IAEME Publication Scopus Indexed ASSESSING URBAN INTERSECTIONS DURING PEAK HOUR ALONG JALAN BAKRI, MUAR, JOHOR Mohd Erwan Sanik, Joewono Prasetijo, Ahmad Hakimi Mat Nor, Nor Baizura Hamid, Mohammad Ashraf Abdul Rahman, Noor Khazanah A Rahman, Salman Salim, Aslila Abd Kadir, Mardiha Mokhtar, Nor Faizah Razali, Harina Md Amin, Munzilah Md Rohani, Ahmad Raqib Ab Ghani Universiti Tun Hussein Onn Malaysia, Malaysia ABSTRACT Arterial provides high degree of mobility while also directly serving abutting land uses in major centres of municipal areas. It is connected to the higher and lower road hierarchy via intersections. The intersections play important roles in dispersing traffic flows which are coming from or towards central business district area. The performance of an intersection has been based on the control delay of approaching vehicles, waiting to continue their trip. According to the Jabatan Kerja Raya standard, level of service of up to D can be considered in accommodating current traffic flow. Otherwise, the traffic might experience longer waiting time which may contribute to other traffic related problems. Bandar Maharani in Muar District is a developing town in Johor State of Malaysia with its arterial aligned toward the centre of the town, creating a spider web look-alike road network. The arterial connect the central business district area of Bandar Maharani from south, north and east bounds. One of the main arterial is Jalan Bakri, connecting Bakri town to Bandar Maharani from south bound. This study was carried out to measure and assess the performance of 10 intersections along Jalan Bakri using the SIDRA Intersection 8.0 during peak hour flow in a weekday. Furthermore, this study analyses the effect of storage length to a pairing intersections network. A 12-hour commuter data acquisition was carried out to determine peak hour through the time-series plot. Later, the peak hour was selected for movement counting at intersections to obtain the most critical traffic flow during weekday. Videotaping method was used to record the movements and extracted manually for analysis purposes. Videotaping method consist of two different devices which are camcorder with 3 meters tripod and drone camera at at least 11 meters height. Based on the commuter data analysis, 70 percent traffic consist of cars, followed by 22 percent motorcycles and 7 and 1 percents of van/medium trucks and heavy trucks/buses, respectively. The highest rate of traffic was recorded between 5.30 to 6.30 PM with computed peak hour factor of 0.94. The individual analysis of intersections found that typical level of service F (worst) were recorded as expected during peak hour, except for INT004, INT005 and INT010 with level of service D, E http://iaeme.com/Home/journal/IJARET 1005 [email protected] Mohd Erwan Sanik, Joewono Prasetijo, Ahmad Hakimi Mat Nor, Nor Baizura Hamid, Mohammad Ashraf Abdul Rahman, Noor Khazanah A Rahman, Salman Salim, Aslila Abd Kadir, Mardiha Mokhtar, Nor Faizah Razali, Harina Md Amin, Munzilah Md Rohani, Ahmad Raqib Ab Ghani and B, respectively. Findings showed that the longer the storage, the smaller the delay value and the better level of service of the segment. Influence of storage length with respect to assumed delay which was basically referred to level of service of intersection was strongly correlated with Pearson correlation value of -0.94 and statistically significant at 95 percent significant. The availability of longer storage was not only able to accommodate number of traffic but also shown that reduction of flow rate might be a solution to increase the performance of intersection network. The assessment of existing intersections is essential to constantly ascertain current performance for any implementation of sufficient improvement. The overall findings of this study can be useful for planning purposes by the local municipal council to provide better traffic flow for road users. Keywords: Arterial, Delay, Intersection, Level of Service, SIDRA Intersection 8.0. Cite this Article: Mohd Erwan Sanik, Joewono Prasetijo, Ahmad Hakimi Mat Nor, Nor Baizura Hamid, Mohammad Ashraf Abdul Rahman, Noor Khazanah A Rahman, Salman Salim, Aslila Abd Kadir, Mardiha Mokhtar, Nor Faizah Razali, Harina Md Amin, Munzilah Md Rohani, Ahmad Raqib Ab Ghani, Assessing Urban Intersections during Peak Hour along Jalan Bakri, Muar, Johor, International Journal of Advanced Research in Engineering and Technology, 11(11), 2020, pp. 1005-1017. http://iaeme.com/Home/issue/IJARET?Volume=11&Issue=11 1. INTRODUCTION Arterial provides high degree of mobility while also directly serving abutting land uses in major centres of municipal areas [1]. It is connected to the higher and lower ranks systems via intersections. The intersections play important roles in dispersing traffic flows which are coming from or towards Central Business District (CBD) area. The performance of an intersection has been based on the control delay of approaching vehicles, waiting to continue their trip [2]. According to JKR standard, level of service (LOS) of up to D can be considered in accommodating current traffic flow [3]. If worse than that, the traffic might experience longer waiting time which may contribute to other traffic related problems. Therefore, it is essential to continuously identify current performance of existing intersections in order to implement sufficient improvement. ‘Do nothing’ technique for certain intersections may also be an option to minimize financial implication, as well as to be a reference to other improved intersections [4]. In this study, Bandar Maharani was selected for study location since it has many arterials aligned toward the CBD area. These arterials connect CBD area to many places around Muar such as Bakri, Parit Jawa, Bukit Pasir, Melaka, and Tangkak. Each arterials have their own rate of development based on land-uses along the roads. The arterials consist of various type of signalised and unsignalised intersections which have been the important connectors to the whole road networks. This paper will report the analysis of 10 intersections’ performance along Jalan Bakri based on their level of service and the effect of storage length to the pairing intersections network. The findings may contribute to determination of suitable improving techniques for the owner of the road which is the Muar Municipal Council. This paper consists of introduction, related works, methodology, and findings as well as discussions. Every section explains different information that may assist reader to understand the overall research flows. http://iaeme.com/Home/journal/IJARET 1006 [email protected] Assessing Urban Intersections during Peak Hour along Jalan Bakri, Muar, Johor 2. RELATED WORKS Many researchers used the Sidra software as a tool to evaluate LOS of intersections due to its reliability and comprehensive outputs from tables and graphical displays [5 - 7]. The SIDRA INTERSECTION software (older versions known as SIDRA or aaSIDRA was developed by Rahmi Akcelik since 1975 up to the latest version of the SIDRA INTERSECTION 8.0 which was released in April 2018 [8]. In this study, the analysis were carried out using the latest version of this software. The U.S HCM approach was implemented since SIDRA version 3.1, starting from the United States Highway Capacity Manual (U.S. HCM) 1984 to the current U.S HCM 2010 [9]. According to the Transportation Research Board (TRB), LOS for signalised and unsignalised intersections are determined by control delay per vehicle (second/vehicle) value for every movement at an approach. Table 1 shows the range of control delay values with respect to the LOS for signalised and unsignalised (two-way stop- controlled (TWSC)) intersections, respectively [9]. Table 1 LOS criteria for signalised and unsignalised intersection [9] Control Delay per Vehicle (s/veh) LOS Signalised Unsignalised (TWSC) A ≤ 10 0 - 10 B > 10 - 20 > 10 - 25 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50 These determination of LOS have been used as one of the methods in the SIDRA INTERSECTION software. 3. METHODOLOGY The essential part in the study is the field data collection. It consists of 12-hour commuter data and turning movement counts at intersections along Jalan Bakri, Bandar Maharani. The commuter data was collected using manual counting by four enumerators from 7.00 a.m. to 7.00 p.m. during weekday. Then, the turning movement counts at selected intersections were only started after a peak hour was identified from the time-series analysis. Instead of turning movement data to be taken for two to three hours in the morning and evening, data collection process can be shortened by identifying a peak hour through commuter count. The performance or LOS analysis of selected intersections were carried out using the U.S. HCM 2010 approach in the SIDRA Intersection 8.0 software. Table 2 lists the intersections and their control types along Jalan Bakri. While, Figure 1 shows the maps of study location which divided into segment I (1 km), II (1 km), III (1 km) and IV (0.8 km). Table 2 List of intersections along Jalan Bakri Name of Intersection Type of Code (Intersection of Jalan Intersection Segment Bakri - ….)