EFFECT OF VARIOUS TYPES OF TRAFFIC SIGNAL ON RED LIGHT
RUNNING
MELANI BINTI HASIM
A project report submitted in partial fulfillment of the
requirements for the award of the degree of
Master of Engineering (Civil – Transportation and Highway)
Faculty of Civil Engineering
Universiti Teknologi Malaysia
NOVEMBER 2009
iii
To my beloved mother and father
iv
ACKNOWLEDGEMENT
First and foremost, I would like to express my sincere thanks and
appreciation to my supervisor, Assoc. Prof. Dr. Othman Che Puan, for all his kind
patience, encouragement, guidance, critics and friendship. Without his continued
support and interest, this thesis would not have been the same as presented here.
My fellow postgraduate students should also be recognized for their support.
My sincere appreciation also extends to all my colleagues and others who have
provided assistance at various occasions. Their views and tips are useful indeed.
Unfortunately, it is not possible to list all of them in this limited space. I am grateful
to all my family members.
v
ABSTRACT
Traffic signal assigns the right-of-way to various conflicting traffic
movements at an intersection. However, when a driver’s approaches a signalized
intersection at the onset of amber, he/she is forced to make decisions about whether
to pass or stop during a very short time period. This can be a difficult decision when
the vehicle is located within the dilemma zone. It may result in a rear-end crash due
to a sudden stop or red-light violation due to insufficient time to stop safely. In the
present study six intersections, two with countdown timer, two with no-countdown
timer and two with vehicle actuated system were analyzed to study the effect of
various traffic signal systems on red light violation. The data of off-peak hour traffic
was collected to minimize the influence of congestion on driver’s behavior by using
video-recording technique. The data collected are those pertaining to the analysis of
vehicles’ approaching speed distance from the stop line, the decision made by driver
(i.e. stop abruptly, accelerate through amber and run red light) at onset amber as well
as the types of vehicles driven. The finding of the study indicates that relatively large
proportion of drivers did not willing to stop at onset of amber signal. The study
suggests that a vehicle-actuated traffic signal system has resulted a higher rate of redlight violation with 55.56 percent compared to the others types of signal system
studied. However, more data are required to validate this finding.
vi
ABSTRAK
Lampu isyarat menentukan hak jalan kepada pelbagai konflik pergerakan lalu
lintas di persimpangan jalan. Akan tetapi, apabila pemandu menuju hampir ke
persimpangan lampu isyarat pada masa kuning, mereka terpaksa membuat keputusan
sama ada meneruskan perjalanan atau berhenti dalam jangka masa yang singkat. Ini
merupakan keputusan yang sukar dibuat kerana pemandu berada dalam situasi
dilemma. Ini akan mengakibatkan berlakunya perlanggaran/kemalangan disebabkan
pemandu berhenti mendadak atau melanggar lampu merah kerana tempoh masa
untuk berhenti dengan selamat tidak mencukupi. Kajian dijalankan pada enam
persimpangan berlampu isyarat; dua sistem lampu isyarat dengan penunjuk tempoh,
dua lampu isyarat tanpa penunjuk tempoh, dan dua lampu isyarat berdasarkan
pengawalan penggerak kenderaan, dianalisa untuk mengkaji kesan pelbagai sistem
lampu isyarat terhadap pelanggaran lampu merah. Cerapan data dilakukan pada
masa aliran tidak tepu untuk mengurangkan kesan kesesakan lalulintas terhadap
kelakuan pemandu dengan menggunakan teknik rakaman video. Data yang dicerap
adalah berkaitan dengan had laju pemandu, jarak daripada garisan berhenti,
keputusan yang dibuat oleh pemandu pada masa kuning (berhenti mendadak,
melajukan kenderaan dan melanggar lampu merah) dan jenis kenderaan. Kajian
telah mendapati bahawa sebahagian besar pemandu tidak berhenti pada masa kuning.
Kajian juga menyatakan bahawa system lampu isyarat pengawalan penggerak
kenderaan menunjukkan kadar yang tertinggi dalam kes melanggar lampu merah
dengan mencatat 55.56 peratus berbanding dengan sistem lampu isyarat lain yang
dikaji. Namun demikian, lebih banyak data diperlukan bagi mengesahkan hasil
kajian ini.
vii
TABLE OF CONTENTS
CHAPTER
I
II
TITLE
PAGE
DECLARATION
ii
DEDICATION
iii
ACKNOWLEDGEMENTS
iv
ABSTRACT
v
ABSTRAK
vi
TABLE OF CONTENTS
vii
LIST OF TABLES
x
LIST OF FIGURES
xi
LIST OF APPENDICES
xiii
LIST OF ABBREVIATIONS
xiv
INTRODUCTION
1
1.1
Background
1
1.2
Research Problem
3
1.3
Aim and Objective
4
1.4
Scope and Limitation
4
LITERATURE REVIEW
5
2.1
Introduction
5
2.2
Traffic Signal System
6
2.2.1 Fixed-time System
6
2.2.2 Vehicle Actuated Signal System
8
viii
2.3
2.4
2.5
2.6
III
IV
Red Light Running
10
2.3.1 Factor Contribute Red Light Running
11
2.3.1.1 Intersections Characteristic
11
2.3.1.2 Human Factors
15
2.3.1.3 Vehicle Characteristics
18
2.3.1.4 Weather
18
Dilemma Zone
19
2.4.1 Driver’s Dilemma
21
2.4.2 Factors Influencing Driver’s Decision
22
2.4.3 Dilemma and Option Zone
23
Yellow Signal Timing
27
2.5.1 Driver’s Response to Yellow Indication
28
2.5.2 Impact of Yellow Duration
29
Summary
31
METHODOLOGY
32
3.1
Introduction
32
3.2
Evaluation Parameters
34
3.3
Speed Data Collection
34
3.3.1 Stopwatch Method
37
3.3.2 Radar Meter Method
38
2.3.3 Pneumatic Road Tube Method
39
3.4
Case Study Site Location
41
3.5
Data Collection Method
44
3.5.1 Data Reduction
45
3.5.2 Chi Square (2) Test
45
3.5.3 Sample Size
46
3.6
Equipment
47
3.7
Summary
49
RESULT AND DISCUSSION
49
4.1
Introduction
49
4.2
Data Analysis
49
ix
4.2.1 Sample Data Analysis
51
Evaluation of Existing Installed System
55
4.3.1 Yellow Interval
55
4.3.2 Operation Speed
56
Effect of Dilemma Zones on Red Light Running
56
4.4.1 Dilemma and Option Zones
57
4.4.2 Red-Light Running Rate
60
4.5
Effect of Various Type Traffic Signal System on
Red-Light Running
61
4.6
Performance of Traffic Signal System Installed
64
4.3
4.4
V
CONCLUSION
66
5.1
Introduction
66
5.2
Findings
66
5.3
Problem Faced During Study
68
5.4
Recommendation for Future Research
68
5.5
Conclusion
69
REFERENCES
70
Appendices A - F
77 - 120
x
LIST OF TABLES
TABLE NO.
TITLE
PAGE
2.1
Red Light Entries
30
3.1
General characteristic of the intersections studied
41
4.1
Weighted average based on traffic composition
51
4.2
Number of vehicles observed
52
4.3
General characteristics of the intersection studied
55
4.4
Descriptive statistic of operation speed
56
4.5
Stopping distance, Xo and clearing distance, Xc at each
intersection
59
4.6
Frequency of DZ conflicts at each intersection
62
4.7
Tabulation of 2 comparisons between sites
64
xi
LIST OF FIGURES
FIGURE NO.
TITLE
PAGE
2.1
Traffic signal with countdown system
7
2.2
Vehicle approaching signalized intersection at the onset
10
of yellow
2.3
Probability of stopping as a function of travel time and
control type
13
2.4
Illustration of Dilemma Zone
20
2.5
Dilemma Zone
21
2.6
Formation of a Dilemma Zone
23
2.7
Formation of an Option Zone
25
3.1
Simplified methodology for this study
33
3.2
Stopwatch spot speed study layout
37
3.3
Radar Meter
38
3.4
Example Radar Meter spot speed study layout
39
3.5
Pneumatic Road Tubes
40
3.6
Road tubes and recorder
40
3.7
Site of data collection and case study (Site 1)
42
3.8
Site of data collection and case study (Site 2)
42
3.9
Site of data collection and case study (Site 3)
42
xii
3.10
Site of data collection and case study (Site 4)
43
3.11
Site of data collection and case study (Site 5)
43
3.12
Site of data collection and case study (Site 6)
43
3.13
Illustration of setting up field reference points and
digital camera
44
3.14
Equipment used during data collection
49
4.1
Vehicle composition at an onset amber period
50
4.2
The percentage driver’s decision at an onset amber
51
4.3
Persimpangan Seri Melaka Road (Site 1)
53
4.4
Johor Jaya Road (Site 2)
53
4.5
Tebrau Road (Site 3)
53
4.6
Tun Aminah Road – Dato’ Sulaiman (Site 4)
54
4.7
Gelang Patah Road (Site 5)
54
4.8
Pendidikan Road, Taman Universiti (Site 6)
54
4.9
Critical Distance (XC) and Stopping Distance (X0) at
Site 3
58
Critical Distance (XC) and Stopping Distance (X0) at
Site 1
58
Critical Distance (XC) and Stopping Distance (X0) at
Site 4
58
Critical Distance (XC) and Stopping Distance (X0) at
Site 5
59
Critical Distance (XC) and Stopping Distance (X0) at
Site 6
59
Critical Distance (XC) and Stopping Distance (X0) at
Site 2
59
Frequency of DZ conflicts based on types of traffic
signal installed
61
4.10
4.11
4.12
4.13
4.14
4.15
xiii
LIST OF APPENDICES
APPENDIX
A
TITLE
PAGE
Data Collection in Persimpangan Seri Melaka
Road (Site 1)
77
B
Data Collection in Johor Jaya Road (Site 2)
83
C
Data Collection in Tebrau Road (Site 3)
89
D
Data Collection in Tun Aminah Road –
Dato’ Sulaiman (Site 4)
103
E
Data Collection in Gelang Patah Road (Site 5)
111
F
Data Collection in Pendidikan Road, Taman
Universiti (Site 6)
116
xiv
LIST OF ABBREVIATIONS
AASTHO
American Association of State Highway and Transportation Officials
American
DZ
Dilemma Zone
CDS
Crashworthiness Data System
CD
Compact Disk
FHWA
Federal Highway Administration
GHM
Gazis, Herman and Maradudin
ITE
Institute of Transportation Engineer
JKR
Jabatan Kerja Raya
km/h
Kilometer per hour
m
Metre
m/s
Metre per second
NHTSA
National Highway Traffic Safety Administration
PRT
Perception Reaction Time
RRL
Run Red Light
s
Second
UFOV
Useful Field Of View
X0
Stopping Distance
XC
Critical Distance
2
Chi Square
CHAPTER I
INTRODUCTION
1.4
Background
Traffic signals are intended to promote safe and efficient traffic flow at busy
intersections. However, the level of safety achieved is largely dependent on drivers’
compliance with the signals. Research shows that many drivers routinely violate red
signals, placing themselves and other road users at risk for serious collisions. A
study conducted during several months at five busy intersection approaches in
Fairfax City, Virginia, found that violation rates averaged 3 per intersection per hour
(Retting et al., 1999). During peak travel times, red light running was more frequent.
Crashes resulting from red light running are a frequent occurrence.
A
nationwide study of 9,951 vehicles involved in fatal crashes at traffic signals in 1999
and 2000 estimated that 20 percent of the vehicles failed to obey the signals (Brittany
et al., 2004). In 2005, more than 800 people were killed and an estimated 165,000
were injured in crashes that involved red light running (Insurance Institute for
Highway Safety, 2006). About half of the deaths in these crashes were pedestrians
and occupants in other vehicles who were hit by the red light runners.
2
Red-light running is a complex problem. There is no simple or single reason
to explain why drivers run red lights. There is a tendency to cite driver error-either
intentional or unintentional disregard of the traffic signal. Some drivers indecently
enter an intersection after onset of a red signal: other commit intentional acts of redlight running. Because drivers cannot predict the onset of a yellow signal, the
likelihood that a drivers will stop is related to speed and distance from the
intersection when the signal changes. This is called dilemma zone, where some
drivers are going too fast when the signal changes to yellow to either enter prior to
the onset of red or abruptly stop (Milazzo et. al., 2001). There is also evidence that
drivers may be induced into running red lights because of improper signal design or
operation. These elements make red-light running difficult to predict and a difficult
problem to solve. However, many drivers who run the red lights are provided
adequate opportunity to stop safely but choose instead to proceed through a red
signal: these drivers related to deliberate red light runners.
There is a wide range of potential countermeasures to the red-light-running
problem. These solutions are generally divided into two broad categories:
engineering countermeasures and enforcement countermeasures.
Enforcement
countermeasures are intended to encourage drivers to adhere to the traffic laws
through the threat of citation and possible fine.
In contrast, engineering
countermeasures (which include any modification, extension, or adjustment to an
existing traffic control device) are intended to reduce the chances of a driver being in
a position where he or she must decide whether or not to run the red indication.
Studies by Retting e.t al. (2002), have shown that countermeasures in both categories
are effective in reducing the frequency of red-light-running. However, most of the
research conducted to date has focused on the effectiveness of enforcement; little is
known about the effectiveness of many engineering countermeasures.
3
1.5
Research Problem
This study is concerned with the factors that influencing of red light runners
at various types of signalized intersection. Signalized intersections are generally the
most heavily traveled intersection types and are therefore a major element of the
highway fatality especially at an onset of amber.
Traffic engineers rely heavily on traffic signals to control and separate
conflicting traffic movements at busy intersections. Safe signal operation requires a
high degree of voluntary driver compliance, and many drivers do not comply with
red lights (Porter et. al., 2000). Although traffic lights are installed to regulate and
minimize the conflicts among vehicles, the risk of collision is still exist among the
intersecting vehicles, affecting as well other road users, including pedestrians and
bicyclists. When a vehicles approaches an intersection, whether the driver stops
before the stop-line or not depends on the vehicles approach speed and distance from
the intersection.
Other factors of engineering design parameters for signalized
intersections such as vehicle volume, change interval, amber time, cycle length, total
phases, number of approach legs, are also deemed to affect runners behaviors. This
report describes the result of a study carried out to evaluate those factors in
influencing red light runners at intersection.
4
1.6
Aim and Objective
The aim of this study is to evaluate the effect of various types of traffic signal
systems on red light running at onset of amber period. Satisfying of the following
objective helps achieve this aim:
i.
To collect driver’s decision on onset of amber period.
ii.
To determine the effect of traffic signal system studied on red light running.
1.4
Scope and Limitation
The study focuses on the effect of traffic signal system on red light running at
signalized intersection. Potential factors that could affect the vehicles speed such as
the lanes gradient will not be taken into consideration. Therefore, in order to obtain
a more accurate data on the vehicles speed, the gradient value should be equivalent
to zero. The factors of engineering design parameters for signalized intersections
such as vehicle volume, change interval, amber time, cycle length, total phases,
number of approach legs, are considered to affect runners behaviors. Other factors
such as gender and age are not considered because the data are difficult to observe.
Other than that, number of vehicles caught in dilemma zone is also taking into
account for the analysis.
5
CHAPTER II
LITERATURE REVIEW
2.3
Introduction
One of the primary causes of crashes at signalized intersections involves a
vehicle entering an intersection when the red signal is displayed. This type of
collision occurs frequently.
According to preliminary estimates by the Federal
Highway Administration (FHWA) for 2001, the most recent year for which statistics
are available, there were nearly 218,000 red-light running crashes at intersections.
Clearly, red-light running, which is reported to be on the rise as with other
aggressive driving behaviors such as speeding, tailgating and not stopping or even
slowing at stop-controlled intersections, has become a national safety problem.
In order to reduce the number of red light runners at signalized intersections,
it is necessary to understand how the factors influence them.
This chapter is
provided to better understand the problem of red-light running and provides a
summary of findings from the literature in the area of factors that influence red light
running.
6
2.4
Traffic Signal System
Traffic signals are a good example of a congestion management tool. However,
such a system may expose the drivers and other users to risk of accidents because it
involves decision making by a driver whether to stop or to proceed at an onset of yellow
signal. In general, there are two primary types of traffic signal control namely; fixed-
time system and vehicle actuated system.
2.4.1 Fixed-time System
At fixed-time traffic signals each signal phase or traffic movement is serviced
in a programmed sequence that is repeated throughout the day. Main street traffic
receives a fixed amount of green time followed by the amber and red clearance
intervals. The same interval timing is then repeated for the minor or side street. The
amount of time it takes to service all conflicting traffic movements is referred to as
the cycle length. The signal timings and cycle lengths may vary by time of day to
reflect changes in traffic volumes and patterns. During peak traffic periods for
example, cycle lengths may range from 90 - 120 seconds to accommodate heavier
volumes, particularly on the busier arterial roadways. During off peak times of day
cycle lengths are reduced as traffic volumes are much lighter and therefore not as
much green time is required to effectively service all movements.
Fixed-time signals can provide fairly efficient operation during peak traffic
periods, assuming signal timing settings reflect current conditions. However, during
off-peak times, particularly at night, traffic on the major roadways are often stopping
for no reason because of little or no traffic or pedestrians on the cross streets. With
fixed-time signals the only method to avoid this unnecessary delay was to program
the signals by using the digital countdown system with the traffic light at road
7
intersections. Countdown systems (Figure 2.1) have become a necessary component
of effective traffic intersections. The countdown system is a display showing a 2 or
3 digit numeric identifying the number of seconds remaining for either a green
(traffic movement) or a red (traffic halt) light. This display is powered by superbright LEDs with a visibility range of more than 200 meters and works in
synchronous with the current display of the traffic light. The countdown system has
an advantage of flexible functions, vehicle adaptiveness (VA), skip phase feature,
cutting edge design and low maintenance operation.
Source: www. wheels-weekly.com
Figure 2.1: Traffic signal with countdown system
Fixed-time system with a countdown timer is installed mostly of many
municipal-council which will act as an advanced warning system to the drivers. It is
believe that the use of a countdown timer system would improve the performance of
fixed-time signalized intersection. However, research conduct by M.R Ibrahim et.
al. (2008) found that red-light runners at countdown traffic signal intersection is
higher than those intersections without countdown timer.
8
2.2.2 Vehicle Actuated Signal System
In the other hand, actuated signal control differs from fixed-time in that it
requires “actuation” by a vehicle in order for certain phases or traffic movements to
be serviced. Actuation is achieved by vehicle detection devices. The most common
method of detecting vehicles is to install inductive loop wires in the pavement at or
near the painted stop bar. Video detection is also used at select locations. Actuated
signals consist of two types: semi-actuated and fully-actuated.
Semi-actuated intersections are those where the minor approaches are
actuated and the main street approaches are not. This operation is normally used at
minor intersections where continuous fixed-time operation of the minor phases
would disrupt the flow of traffic on the more heavily traveled main street. This type
of operation can be used effectively in a coordinated system because it can be run on
a background cycle the same length as the rest of the signals in the system.
Fully actuated intersections are those where all of the approaches are
actuated. These are generally intersections of two (2) or more major roads and often
include left turn signalization for one or more of the approaches. Fully actuated
operation is especially good where traffic demands on the various approaches
fluctuate over a wide range during the course of a day. The advantage of full
actuation is that green time is given based on traffic demand and the green signal
indication can end as soon as the demand is gone.
In some cases, the traffic demand exceeds the maximum amount of green
time allowed by the controller. When this happens, a recall is registered with the
controller so that phase will be serviced again after the other approaches have
received their greens. During low volume periods, the cycle length will be reduced
and the greens will be relatively short. During heavy volume periods, the cycle
9
length will increase and the greens will be longer. This provides for maximum
traffic throughput with a minimum of delay to stopped vehicles.
Normally, full actuation is used at isolated intersections, so lack of
coordination with adjacent intersections is not an issue. However, there are times
when full actuation is used because of a high level of congestion that prevents
effective coordination. In these cases, a conscious decision to abandon coordination
is made in order to deal with the congestion problem. Delay caused by lack of
coordination is less severe than the delay caused by intersection congestion. It is a
sacrifice that many traffic engineers are willing to make because they don’t have a
tool to deal with coordination of actuated signals.
However, there are some disadvantages on using vehicle actuated system.
Evidence of the effect of intersection control type on the probability of stopping has
been reported by Van der Horst et. al. (1986). They found evidence that drivers
approaching an actuated intersection are less likely to stop than if they are
approaching a fixed-time intersection. Van der Horst et. al. (1986) also extrapolated
the aforementioned driver expectancy associated with actuated control to drivers
traveling within platoons through a series of interconnected signals. Drivers in a
platoon are believed to develop an ad hoc expectancy as they travel without
interruption through successive signals. Their expectancy is that each signal they
approach will remain green until after they (and the rest of the platoon) pass through
the intersection. Their desire to stay within the platoon makes them less willing to
stop at the onset of the yellow indication.
10
2.3
Red Light Running
Simply stated, red-light running is entering, and proceeding through, a
signalized intersection after the signal has turned red. Figure 2.2 shows the situation
of a vehicle approaching a signalized intersection at the onset of the yellow interval.
X0
XC
Stop line
Source: Quiroga et. al. (2003), Red Light Running a Policy Review
Figure 2.2: Vehicle approaching signalized intersection at the onset of yellow
A driver who decides to stop can stop the vehicle safely before the stop line,
provided there is a minimum distance (XC) from the intersection, which depends on a
number of factors including approaching speed, duration of the yellow interval, and
perception-reaction time. A driver who decides not to stop can clear the intersection,
provided the driver is located within a distance (X0) from the stop line (which might
not be the same as XC) that allows the driver to clear the intersection safely. In some
cases, a driver who decides not to stop (or cannot stop the vehicle in a timely
manner) ends up entering the intersection after the signal indication has changed to
red. Such a driver is said to have “run the red light.”
11
2.3.1 Factor Contribute Red Light Running
This chapter includes three sections: intersection factors, human factors,
vehicle characteristic and weather.
2.3.1.1 Intersections Characteristic
A number of intersection factors play a role in the occurrence of red light
running incidents (Bonneson et. al,. 2001; Van der Horst, 1998; Porter et. al., 2000;
Baguley, 1988; Mohamedshah et. al. , 2000; Allsop et. al. 1991; Zegeer et. al.,
1978; Chang et. al., 1985). Among them are intersection flow rates, frequency of
signal cycles, vehicle speed, travel time to the stop line, type of signal control, and
duration of the yellow interval, approach grade, and signal visibility.
i.
Intersection Flow Rates
Several studies have found a correlation between volumes/flow rates and the
incidence of red light running events (Porter et. al. , 2000; Baguley, 1988)
and red light running crashes (Mohamedshah et. al. , 2000). In general, as
the flow rate on the approaches to an intersection increases, the red light
running frequency also increases. This is also an indication that intersections
with higher traffic volumes are also more likely to experience a higher
number of red light running events.
12
ii.
Frequency of Signal Cycles
Many researchers recognize a correlation between the frequency of signal
changes and red light running (Porter et. al., 2000; Baguley, 1988; Van der
Horst et. al., 1986). If the cycle length increases, the hourly frequency of
signal changes decreases, which should reduce the exposure of drivers to
potential red light running situations (Bonneson et. al., 2001).
iii.
Vehicle Speed
The speed at which a driver is approaching an intersection plays a role in the
decision of whether to stop at the intersection. Assuming the same travel
time to the intersection, high-speed drivers tend to be less likely to stop than
low-speed drivers (Allsop et. al., 1991). Differences between high-speed
drivers and low-speed drivers tend to decrease, however, as the travel time to
the stop line (assuming a constant approaching speed) decreases.
iv.
Travel Time to the Stop Line
The probability of stopping before the stop line when the light changes to
yellow depends on the location of the vehicle and the travel time to the stop
line. In general, as the available travel time to the stop line increases, the
probability of stopping also increases. This relationship is not linear, as
Figure 2.3 shows (Bonneson et. al., 2001). The response in the probability of
stopping is particularly strong for travel times in the 2–5 second range. This
observation is important because it helps to identify ranges in the duration of
the yellow interval, which is usually based on estimates of travel time to the
stop line for which there is a good probability that drivers will be able to stop
before the stop line at the onset of yellow.
13
Source: Bonneson et. al. (2001), Review and Evaluation of Factors That
Affect the Frequency Of Red-Light-Running
Figure 2.3: Probability of stopping as a function of travel time and control type
v.
Type of Signal Control
The type of signal control plays a role in the exposure of drivers to red light
running situations. Highway corridors with vehicle-actuated traffic control
tend to produce more compact vehicle platoon configurations than pre timed
traffic control (Van der Horst, 1998). The result is an increase in the number
of drivers who may be exposed to the yellow and/or red indications during
“max out” phase terminations in the operation of the system and a reduction
in the probability of stopping before the stop line after the light changes to
yellow. Figure 2.3 illustrates this effect by showing a lag in the probability
of stopping curve for actuated control systems (Van der Horst, 1998;
Bonneson et. al., 2001).
14
vi.
Duration of the Yellow Interval
There is a correlation between the duration of the yellow interval and red
light running events. Van der Horst (1998) observed a substantial reduction
in the number of red light running events after increasing the duration of the
yellow interval from 3 to 4 seconds (in urban areas) and from 4 to 5 seconds
(in rural areas). Van der Horst observed a small adjustment in the drivers’
stopping behavior, which he attributed to the relatively low increase in the
duration of the yellow interval. He noted, however, that long yellow interval
durations tend to result in greater variability in the decision making, which
could result in an increase in the number of rear-end collisions.
vii.
Approach Grade
The approach grade has an effect on the probability that drivers will stop.
Drivers on downward approaches are less likely to stop (at a given travel time
to the stop line) than drivers on level approaches or upward approaches
(Chang et. al., 1985). The effect is particularly noticeable in the 2–6 second
travel time range (Bonneson et. al., 2001).
viii.
Signal Visibility
Signal visibility has long been recognized as a critical factor contributing to
red light running. Examples of sight restrictions that can limit the driver’s
view of the signal include tree foliage, parked vehicles in the immediate
vicinity of the intersection, inadequate intersection geometric layouts, and
inadequate signal head physical characteristics (such as insufficient number
of signal heads, small lens sizes, insufficient lens brightness, and insufficient
background contrast).
15
2.3.1.3 Human Factors
This section discusses a number of human factors that are believed to play an
important role in red light running events. Examples of factors that can influence the
occurrence of crashes include physical or physiological factors (e.g., strength,
vision), psychological or behavioral factors (e.g., reaction time, emotion), and
cognitive factors (e.g., attention, decision making) (Olson et. al., 2002).
The
discussion is general because the literature is relatively scarce on the relationship
between human factors and red light running. However, to the extent possible, the
presentation discusses how the factors could influence red light running.
i.
Vision
Visual impairments have an obvious effect on driving performance,
particularly in the case of older drivers (Tarawneh et. al., 1993). Less clear is
the relationship between visual impairments and safety. Following Dewar et.
al. (2002), three visual factors that affect the processing of dynamic
information play a critical role on crash rates: dynamic visual acuity, angular
movement, and movement in depth. Dynamic visual acuity refers to the task
of seeing objects that are moving with respect to the eye, whereas angular
movement and movement in depth refer to the task of judging the speed of
objects crossing or approaching the path of travel.
Sims et. al. (1998)
compared older drivers who had at least one at-fault crash in the previous 6
years with a control group of older drivers who were crash-free during the
same period.
They found a strong correlation between the incidence of
crashes and useful field of view (UFOV) test results. These results are
similar to those obtained previously by Owsley et. al. (1991). Many drivers
who fail the UFOV test have good visual function, suggesting that the UFOV
measure is a more effective crash predictor (Dewar et. al. 2002). A number
of factors affect the UFOV, including driver age, vehicle speed, and heavy
traffic.
16
ii.
Driver Attention
According to several estimates, 25–50 percent of human causal factors in
crashes relate to perception or attention (Dewar et. al., 2002; NHTSA, 1997;
Stutts et. al., 2001). This includes factors such as distraction, inattentiveness,
improper lookout, and sleepiness. Stutts et. al. (2001) evaluated 5 years
(1995–1999) of national Crashworthiness Data System (CDS) data to
determine the role of driver inattention, in particular driver distraction, in
crashes. They observed driver distraction was a factor in over half of the
crashes attributed to driver inattention: 8–13 percent of drivers involved in
crashes were distracted, 5–8 percent of drivers “looked but didn’t see,” and
2–3 percent of drivers were sleepy or fell asleep.
The most frequently
reported source of distraction was persons, objects, or events outside the
vehicle (29 percent), followed by adjusting the radio, cassette or CD (11
percent), and other occupants in the vehicle (11 percent). Using a cell phone
was associated with 1.5 percent of all crashes. Interestingly, cell phone use
has been associated with a significant increase in the risk of motor vehicle
crashes. Using crash and cell phone use data from 699 drivers, Redelmeier
et. al. (1997) observed that the risk of a crash when using a cellular phone
was four times higher than the risk when the cellular phone was not in use.
Driver attention is critical at intersections because of the additional cognitive
demands required of drivers at those locations. Hancock et. al. (2001)
observed a 15 percent increase in the number of non-responses to red light
activations at signalized intersections while the drivers were using in-vehicle
phones. Where drivers reacted to the red light activation, their reactions were
slower and drivers braked more intensely. The study also showed differences
by gender (female drivers had a longer stopping distance) and by age (drivers
age 55–65 suffered a greater proportionate disadvantage in virtually every
measure of vehicle control).
17
iii.
Perception-Response Time
Perception-response time is a critical component in the calculation of yellow
interval durations. Current guidelines (Eccles et. al. , 2001; FHWA, 2001;
McKinley, 2001) suggest using a perception-response time value of 1 second.
However, several studies recommend using longer values. Wortman et. al.
(1983) investigated the perception-response time of drivers approaching six
signalized intersections at the onset of yellow.
At the 85th percentile,
perception-response times varied from 1.5–2.1 seconds, with all but one
intersection clustering in the 1.8–2.1 second range. Hooper et. al. (1983)
found median perception-response times of 1.1 seconds and 85th percentile
values of 1.8 seconds. Chang et. al. (1985) obtained similar results. In a
summary of perception-response time literature, Olson (2002) reported
suggestions for using values in the 0.75–1.5 second range for situations in
which the hazard is readily detected and identified, and there are no
complications in the decision and response stages. Staplin et. al. (2001)
recommended using 1.5 seconds to take into account the longer reactionresponse times associated with older drivers.
iv.
Effect of Other Drivers
Drivers approaching an intersection tend to be affected by neighboring
vehicles, including preceding vehicles and following vehicles. Allsop et. al.
(1991) observed that drivers were more likely to go, therefore increasing the
risk of running the red light, if they were closely following other vehicles or
if they were being followed closely by other vehicles. In other words, when
vehicles approaching a signalized intersection are close together, the
probability of stopping decreases. The effect was particularly noticeable for
time headways of 2 seconds or less.
18
There is a close correlation between time headway, distance headway, and
flow rate in the context of car following situations. In general, both time
headways and the scatter in the distribution of time headways decrease as the
flow rate increases, resulting in higher interaction among vehicles and more
uniform time headways (May, 1990). Taieb et. al. (2001) observed that
drivers tend to adjust their distance headways with speed in an effort to
maintain relatively uniform time headways. They also noticed that drivers
substantially overestimate their actual time headways.
2.3.1.4 Vehicle Characteristics
Vehicle characteristics may contribute to red light running and to crashes
resulting from red light running. Vehicles that carry heavy loads require additional
time to slow and stop when a traffic signal changes to yellow (L. Evans and R.W.
Rothery, 1983). Drivers of vehicles with heavy loads may forget or disregard the
effect of the loads on stopping distances, and this may result in red light running.
2.3.1.4 Weather
One study has found that weather is not a predictor of red light running
(Porter et. al., 2000). However, it is reasonable to infer that weather conditions such
as heavy rain, snow, hail, or high winds may distract drivers, make roadway surfaces
slick, and may cause stopping distance to be increased.
Inclement weather
conditions will likely exacerbate the effects of steep grades, limited sight distances,
and high approach speeds. Reduced visibility resulting from severe weather, sun
glare, or dust and debris may also prevent a motorist from observing signs, signals,
or other traffic control devices in a timely manner. Location and configuration of
signals relative to early morning and afternoon sun glare can reduce visibility of
signal colors.
19
2.6
Dilemma Zone
The yellow indication is designed to warn a motorist approaching an
intersection that the signal is about to turn red. The stop bar or stop line is the big fat
white line in front of the two skinny white walk lines in front of a traffic signal. All
traffic signals have a critical point at which the motorist has to make a decision to
either stop or proceed through the yellow light. The critical point has an associated
critical distance or time of travel from the stop bar. The critical distance or time of
travel is directly related to the speed limit. The greater the speed limit, the farther the
distance and the greater the time of travel. All traffic signals have this critical point.
Figure 2.4 shows the imaginary line crossing the pavement. If a motorist is
before (not past the critical point) when the traffic signal turns yellow, the motorist
knows to “stop” and not to “run the yellow” (Figure 2.4-A). The motorist is in the
“Can’t Go, Must Stop” zone (Figure 2.4-B). If a motorist is past the critical point
when the traffic signal turns yellow, the motorist knows to continue on and “run the
yellow” and not to “stop”. The motorist is in the “Can’t Stop Safely Must Run the
Yellow” zone. If a traffic signal is timed improperly, by shortening the yellow
duration, a second but artificial critical point is created.
20
A
Critical Distance
Can’t Go
Must stop zone
Car first sees yellow light
B
Critical point
Stop bar
Critical Distance
Can’t Stop Safely
Must “Run the yellow” zone
Car first sees yellow light
Critical point
Stop bar
Figure 2.4: Illustration of Dilemma Zone
Figure 2.5, is when Main Street had a 3 second yellow. The distance or time
of travel between the true critical point and the artificially created critical point is
called the dilemma zone. This is the zone were the motorist has no reasonable
choice. If the light turns yellow when a motorist is in the dilemma zone, then the
motorist “Can’t Run the Yellow” (insufficient time to do so) and “Can’t Stop Safely”
(have to slam on the brakes and risk a rear-end collision). If the yellow duration is
shorted to zero seconds, then the dilemma zone would be the total distance or time of
travel from the stop bar all the way to the true critical point because the artificially
created critical point would be right at the stop bar. As a result, the shorter the
yellow duration is made the greater the number of “Red Light Runners” or the
greater the number of screeching tires and possible rear-end accidents.
21
Car first sees yellow light
Can’t Go
Must Stop
Can’t Stop Safely
“Run the yellow”
Dilemma Zone
 Can’t “run the yellow”
 Unsafe to stop
True critical point
Stop bar
Artificial critical point
Figure 2.5: Dilemma Zone
Hence, when clearance intervals are not properly timed, drivers may be
forced to choose between abruptly stopping and running the red light. This situation,
in which neither decision is satisfactory, occurs at a location on the intersection
approach known as the dilemma zone.
2.6.1 Driver’s Dilemma
Approach speed and location of the driver from the intersection generally
influence his decision of whether to stop or proceed. Drivers can come to a safe stop
if they are far enough away from the intersection. They can clear the intersection if
they are close enough to it.
22
2.6.2 Factors Influencing Driver’s Decision
Some factors influencing the driver’s decision of whether to stop or clear the
intersection are:

Vehicle approach speed

Color of the traffic signal when noticed by the driver

Vehicle location from the stop line

Length of phase change interval or yellow time

Driver perception-reaction time

Sight distance

Rate of deceleration

Intersection clearing time

Road surface conditions

Adverse weather conditions such as fog, rain, etc.
Drivers caught in a Dilemma Zone (DZ) have a strong natural tendency to
proceed through the intersection. This behavior increases the risk of collisions with
side street traffic. A study conducted by Gazis et. al. (1960) found that when drivers
were located in a particular segment of the road they were confused about what
action to take when the signal changed from green to yellow. The authors attribute
this confusion to the formation of DZs, which they believe are caused by poorly
designed yellow signal timings. They also concluded that an improperly designed
signal phasing result in greater number of collisions than a properly designed phase.
23
2.4.3 Dilemma and Option Zone
The concept of dilemma zone was initially proposed by Gazis et. al. (1960),
which is usually referred to as the GHM model by the acronyms of the authors’
names. A dilemma zone is defined by the authors as a zone within which a driver
can neither bring his/her car to a stop safely nor go through the intersection before
the signal turns red. The concept of dilemma zone is illustrated by Figure 2.6.
Source: Heng W. (2008), Characterize Dynamic Dilemma Zone and Minimize its
Effect at Signalized Intersections
Figure 2.6: Formation of a Dilemma Zone
In Figure 1, Xc is referred to as the critical distance from the stop line. At a
closer distance from the stop line than Xc, a vehicle cannot safely stop before the
stop line. X0 is the stopping distance or as maximum distance a vehicle can travel
during the entire yellow interval and clear the intersection before the end of yellow
interval. Thus, X0 is usually referred to as the maximum yellow passing distance
from the stop line.
When Xc > X0, the vehicle physically located somewhere
between Xc and X0 is actually within a “dilemma situation”, in which the vehicle can
neither safely stop before the stop line and nor safely pass the intersection during the
yellow interval. The physical zone between Xc and X0 when Xc > X0 is the dilemma
24
zone. In this situation, the word “dilemma” exactly represents such a circumstance,
although the driver might not be aware of it. According to GHM model, Xc and X0
can be represented by Equations (2.1) and (2.2) (Gazis, 1960), respectively.
V02
X c  V0 2 
2a 2
X 0  V0  W 
1
2
a1    
2
Equation 2.1
Equation 2.2
Where,
V0
=
the vehicle’s approach speed (ft/s);
δ2
=
the driver’s perception-reaction time for stopping (s);
a2
=
the maximum vehicle’s deceleration rate (ft2/s);
δ1
=
the driver’s perception-reaction time for running (s);
a1
=
the constant vehicle’s acceleration rate (ft2/s);
τ
=
the duration of yellow interval (s);
W
=
the summation of intersection width and the length of vehicle.
When X0>XC, i.e., as the maximum yellow passing distance is greater than
the minimum stopping distance, the vehicle within the “zone” between XC and X0 at
the onset of the yellow indication faces two options: either to pass the intersection
during the yellow time or to slow down and stop before the stop line. The “zone”
between XC and X0 (when X0>Xc) is termed as the option zone, as shown by Figure
2.7.
25
Source: Heng W. (2008), Characterize Dynamic Dilemma Zone and Minimize its
Effect at Signalized Intersections
Figure 2.7: Formation of an Option Zone
Therefore, an option zone is defined as a zone within which at the onset of
yellow indication, the driver can either come to a stop safely or proceed through the
intersection before the end of the yellow interval. The word “option” means that the
driver’s final decision of whether to pass or to stop is optional. Whatever passing or
stopping is chosen, he/she could finally make it.
The dilemma zone is also modeled by probabilistic approaches based on
probability of drivers’ decision to stop in response to the yellow indication. Zegeer
(1977) defined a dilemma zone as “the road segment where more than 10% and less
than 90% of the drivers would choose to stop.” The upstream boundary of the
dilemma zone is the distance beyond which more than 90 percent drivers would stop
if presented with a yellow indication. Sheffi et. al. (1981) used speed and distance
from the stop line to estimate this probability of stopping. Dilemma zone curves
(probability of stopping vs. distance from stop line) were developed to determine the
boundaries of dilemma zones at various speeds.
26
El-Shawarby et. al. (2006) summarized the above two definitions of the
dilemma zones from perspectives of stopping distance and drivers’ choice of
stopping, respectively, which likely caused somewhat confusion to the researchers.
Typically, those two definitions are referred to as the one initially defined by GHM
model (Gazis et. al. 1960) and the probabilistic dilemma zone definition (Zegeer,
1977).
Parsonson (1992) indicated in his research report that the probabilistic
definition of the dilemma zone is actually about an option zone, a length of an
approach in advance of an intersection where an individual driver may experience
indecisiveness upon seeing the indication of the yellow signal. The calculation of
the boundaries of the option zone follows “10% to 90%” rule based on Zegeer’s
study (1977). According to Parsonson’s definition, this kind of option zone is also
interpreted as “indecision zone” or “decision zone”.
Si et al. (2007) followed
Parsonson’s definition of the option zone. They stated that the dilemma zone and
option zone are fundamentally different issues, although the boundaries of the
dilemma zone and the option zone may overlap to a certain extent. The dilemma
zone can be eliminated by appropriate yellow and red clearance times, whereas the
option zone always exist as a result of varied travel decision making choices of stop
or go behaviors.
Urbanik et.al. (2007) recently conducted a comprehensive literature review
on the definitions of dilemma zone, with intention to clarify the “the dilemma” with
dilemma zones. They believe that there is a lack of rigor with regard to defining
terminology and the documenting of assumptions when discussing dilemma zones.
They termed the dilemma zone, which was originally defined and formulated by
Gazis et al. (1960) as the Type I dilemma zone, and the other one initially defined by
Zegger (1977) as the Type II dilemma zone.
They also indicated that Type I
dilemma zone could be eliminated when yellow interval is long enough. The driver’s
exposure to the Type II dilemma zone can be minimized by applying the detection
based dilemma zone protection system.
27
2.7
Yellow Signal Timing
The yellow indication is designed to warn a motorist approaching an
intersection that the signal is about to turn red. The yellow light should be long
enough for the approaching motorist to either, (a) come to a safe stop before the
intersection, or (b) continue clear through the intersection before the red light
appears. An inadequate yellow time will either prevent motorists from coming to a
safe stop or force them to enter the intersection on a red light. Neither option should
be considered acceptable.
A properly timed signal will have enough yellow time that driver’s will never
be faced with the impossible choice presented by the dilemma zone. By determining
the stopping and clearing distances for a given approach speed, one can always
calculate a safe yellow time that offers drivers a safe option, by design, every time.
The formulation of the yellow interval is shown in Equation 2.3 (Martin et. al. 2003).
  
W  L 
2a  2Gg
/V
Equation 2.3
Where:
τ
=
Yellow length interval
δ
=
Perception-reaction time of the driver (seconds)
V0
=
Approach speed of the vehicle (m/s)
a
=
Comfortable deceleration rate for stopping taken as 3.41 m/s2
W
=
Width of the intersection (m)
L
=
Length of vehicle (m)
g
=
Acceleration due to gravity taken as 9.8 m/s2
G
=
Grade of the road (%)
28
2.5.1 Driver’s Response to Yellow Indication
Driving behavior in response to the yellow signal has been recognized as one
of contributors to the dynamic natures of dilemma zones. Olson et. al. (1962)
continued Gazis et al.’s study, seeking possible behavioral trends in this decisionmaking problem at the onset of yellow indication.
Their research came to a
significant conclusion that driver’s behavior does not seem to change as a function of
different yellow interval durations.
Liu, et. al. (1996) investigated the
incompatibilities of the yellow-light phase duration and traffic ordinances, a problem
raised from the GHM Model. They also made a significant progress in uncovering
the complex interrelationships between dilemma zone, driver response, and the
yellow interval duration.
El-Shawarby et. al. (2006) conducted an experiment to study driver’s
behavior during the yellow interval. 60 drivers with various ages and sex were hired
to drive a test vehicle at a test roadway system. Real-time speeds and distances from
stop line were collected through a communication and computer system.
They
observed driver’s stopping at five predetermined distances, and made a diagram
representing the relationship between the probability of stopping and the distance
from the stop line. By identifying the locations where 10% and 90% drivers would
choose to stop, rough location of the option zone was estimated. The research results
indicated that at the speed of 45 mph, the dilemma zone lies between around 108 ft
to 253 ft from stop line. Also, male drivers are less likely to stop when compared to
female drivers.
Old drivers are more likely to stop, while younger drivers are
approximately 20% more likely to attempt to run yellow compared to older drivers.
The research conducted by Shinar et. al. (2004) also reached a similar conclusion.
Based on observations of more than 2000 drivers’ responses to the yellow indication,
they found male drivers are more aggressive than female drivers, and senior drivers
are less likely to take aggressive action than young drivers. Maryland DOT (2006)
comprehensively studied driver’s behavior over the yellow intervals by using fixed
spatial-point trajectory data.
aggressiveness.
In this study, driver types were defined based on
29
Papaioannou (2006) conducted a similar study in Greece. Practical vehicle
data were collected at a T intersection. Yellow onset speeds were obtained using
radar guns, while the yellow onset distances from the stop line were approximately
determined by means of a scale drawn on the roadway pavement with markings
every 5 meters. Only the platoon leading vehicles and the first following vehicles
were included into the sampling data. Given a constant maximum deceleration rate
and a minimum drivers’ reaction time, length of the dilemma zone or option zone for
each vehicle was calculated by using the GHM model with the yellow-onset speed as
an input. Thus, spatial relationship between the location of dilemma/option zone and
the position of vehicle at the onset of yellow interval was established. Drivers were
then classified into three groups by their aggressiveness, namely, aggressive, normal
and conservative. The results indicated that a large percentage of vehicles are within
dilemma zone rather than option zone. The percentage of aggressive drivers among
all the drivers is as high as more than 50%.
2.5.3 Impact of Yellow Duration
The relation between yellow time and red light running is most clearly found
in the Insurance Institute for Highway Safety’s study of red light running entitled
“Red Light Running and Sensible Countermeasures” (1998). Although the report’s
intention is to prove the need for red light camera enforcement, the data in the report
provides additional insight into the red light running question. A Table 2.1 shows
the report indicates quite clearly that almost 80 percent of red light entries occur
within the first second of the red light indication.
30
Table 2.1: Red Light Entries
Red Light Entries at Site 1
Hourly
Hourly average
average
(after one sec of red)
5.6
1.2
79% entered on first sec of red
Red Light Entries at Site 2
Hourly average
Hourly average
(after one sec of red)
1.3
0.3
79% entered on first sec of red
Source: Retting et. al. (1998), Red Light Running and Sensible Countermeasures
This strongly suggests that inadequate yellow time is the major cause of redlight entries. If the vast majority of red light entries occur in the first second after the
yellow light expires, it is reasonable to assume an additional second of yellow time
on that light will yield a nearly 80 percent decrease in red light entries.
The impact of yellow duration on dilemma and option zones also has been
studied in previous efforts. Saito et al. (1990) conducted a research to study the
characteristics of dilemma zones and option zones. Video-taping techniques were
utilized in their research to collect the speed, distance, driver’s PRT and deceleration
rate of vehicles at the onset of yellow interval. Only the first stopped and the last
passing vehicles during the yellow intervals were studied in their research.
The result revealed that as the duration of yellow interval increases, the rate
of vehicles in the dilemma zone decreases while the rate of vehicles in the option
zone increases; and the size of the dilemma zone decreases while the size of the
option zone increases. Their research also indicated that drivers within the dilemma
zone and option zone are forced to make decisions about whether to pass or to stop
during a very short time period.
Koll et al.’s (2004) research also indicated that prolonging the yellow interval
will not improve the intersection safety, because it will create longer option zones
31
and drivers within option zone will still experience uncertainties about whether to
pass or to stop, which may contribute to the rear-end accidents.
2.6
Summary
Signalized intersection is one of the measures to improve the traffic
movement, safety, reducing traffic conflict points and delays and also traffic
congestion. However, a significant proportion of accidents that occur at signalized
intersections are generated during the yellow clearance interval. When presented
with the yellow signal indication, drivers approaching a signalized intersection must
decide whether to stop or clear the intersection. Incorrect decisions, coupled with
inadequate clearance intervals, often give rise to either rear-end collisions between
vehicles approaching the intersection, or right-angle accidents between vehicles
losing the right-of-way and those gaining it. This creates a ‘decision dilemma zone’
which can be eliminated for drivers who meet all assumptions.
Slight
misjudgements, incorrect decisions, or insufficient reaction time or deceleration rates
can lead to small, often inadvertent, red light running violations.
32
CHAPTER III
METHODOLOGY
3.1
Introduction
In this chapter, the equipment used, the procedures and the method for the
study is discussed. The focused of this study is to determine driver’s decision at an
onset of amber. Drivers approaching signalized intersection will make decision
whether they want to stop or just proceed. Vehicle evaluated only included the
through approaches where right and left turn vehicles are excluded. However, other
relevant factor such as speed of the vehicle and the characteristics of each junction
are also necessary. As a whole research of this study is simplified in a flow chart
from this is shown in Figure 3.1.
33
Preliminary Understanding of Concepts
Literature Review
Problem Statement
Aim & Objective of Study
Scope of Study
PHASE 1
Preliminary Study
Survey & Data Collection
Survey
Data Collection
 Video Recording Session
 Data Extraction
PHASE 2
Data Collection
Result & Analysis
PHASE 3
Data Analysis
Conclusion
PHASE 4
Conclusion
Figure 3.1: Simplified methodology for this study
34
The first stage of this study involves of a preliminary study about the red
light runner violation. Through this preliminary, a causes and factor that contribute
red light runner are defined. This is important due to selection of indicator that will
be used to determine the effect of various types of traffic signal system on red light
running.
Data pertaining to the analysis of the effect of various types of traffic signal
system on red light running are using a video recording technique. Data abstraction
process was carried out using an event-recorder computer program. Then, analysis
of the data was carried out using Microsoft excel computer program. Chi-square (2)
test of significance for contingency tables was used to compare the red light running
rate at all intersection statistically.
Finally, the performance of each traffic signal types on contribution in red
light running can be determined. Furthermore, the effect of dilemma zone and
provision of yellow period at intersection on red light running violation can be
identified.
3.6
Evaluation Parameters
The evaluation parameters include the driver’s dilemma decision conflict
which is running red light, accelerate through amber and stop abruptly. The number
of vehicles in dilemma zone is the total of three parameters mentioned (Martin et. al.
2003). Another parameter is the approaching speed of the vehicles during dilemma
zone.
35
i.
Abruptly Stopping Vehicle
This term describes the uncertainty of the vehicle to stop. It can be detected
by referring to the vehicles speed and also the deceleration rate. When the
vehicle accelerates and decelerates at one of a time or when a vehicle comes
to a rough stop, this clearly proves that the driver is in dilemma zone. The
comfortable deceleration rate is taken as 3.41 m/s2 ((Martin et. al. 2003).
Thus, if the vehicles deceleration rate is greater than 3.41 m/s2, it is
considered as stopping abruptly.
ii.
Red Light Running Vehicles
Speeding and aggressive driving are the cause of the existence of red light
running vehicles. In a signalized intersection, drivers have the tendency to
hit the red light in order to clear the intersection on time. Most drivers will
start to accelerate when the signal changes to yellow. Those drivers will
assume that they might have the right timing to clear the intersection.
However, if the decision made is wrong, they will end up hitting the light.
As a whole, it all depends on the location or distance from the stop line and
the yellow interval timing.
iii.
Accelerating Through Amber
Drivers tend to accelerate during the yellow interval in order to clear the
intersection. Accelerating through amber is forbidden because the yellow
signal is actually a signal for drivers to slow down. However, it is considered
officially permitted if the vehicle is about to reach the stop line and the time
required for the yellow signal is sufficient. Basically, the time required for
36
the yellow interval is 3 seconds. If a driver took the wrong decision, most
probably they will have the tendency to hit the red light.
iv.
Vehicle Speed
Spot speed is used primarily to determine the distribution of traffic speeds or
vehicle speed percentiles at a specific location (Iowa State University, 2004).
As for the dilemma zone study, observation on the vehicles speed is
important. This is because by detecting the speed, the observer will be able
to know whether the vehicle is in dilemma zone.
3.7
Speed Data Collection
Speed is an important transportation consideration because it relates to safety,
time, comfort, convenience, and economics.
Spot speed studies are used to
determine the speed distribution of a traffic stream at a specific location. The data
gathered in spot speed studies are used to determine vehicle speed percentiles, which
are useful in making many speed-related decisions. In this study speed data used to
relate with existence of dilemma zone at intersection studied.
Basically, spot speed data are gathered using one of three methods: (1)
stopwatch method, (2) radar meter method, or (3) pneumatic road tube method.
However, spot speed data collection in this study used the application of stopwatch
but observed by using the video recording technique. The methods are discussed in
next subtopic.
37
3.3.1 Stopwatch Method
The stopwatch method can be used to successfully complete a spot speed
study using a small sample size taken over a relatively short period of time. The
stopwatch method is a quick and inexpensive method for collecting speed data.
Figure 3.2 illustrates a typical layout for conducting a spot speed study using a
stopwatch.
Figure 3.2: Stopwatch Spot Speed Study Layout
On the stopwatch spot speed data form, the observer records the date,
location, posted speed limit, weather conditions, start time, end time, and down time.
As the front wheels of a vehicle (or only the lead vehicle in a group) cross a mark or
pavement crack at the beginning of the predetermined study length, the observer
starts the stopwatch. The watch is stopped when the vehicle’s front wheels pass a
reference line in front of the observer.
A slash is recorded on the data form
corresponding to the elapsed time observed.
To calculate vehicle speed, use the predetermined study length and the
elapsed time it took the vehicle to move through the course (as recorded on the
stopwatch data form) in the following Equation 3.1 (Robertson 1994):
38
V 
D
3.6t
Equation 3.1
Where V = spot speed (km/h), D = length (m), and T = elapsed time
(seconds). In the equation, 3.6 is a constant that converts units of meter per second
into kilometers per hour.
3.3.2 Radar Meter Method
A radar meter is a commonly used device for directly measuring speeds in
spot speed studies (Figure 3.3). This device may be hand-held, mounted in a vehicle,
or mounted on a tripod. The effective measuring distance for radar meters ranges
from 200 feet up to 2 miles (Parma 2001). A radar meter requires line-of-sight to
accurately measure speed and is easily operated by one person. If traffic is heavy or
the sampling strategy is complex, two radar units may be needed. Figure 3.4 showed
example radar meter spot speed study layout.
Source: www.ohgizmo.com
Figure 3.3: Radar Meter
39
Figure 3.4: Example Radar Meter Spot Speed Study Layout
Different sized vehicles and the detection of the observation vehicle may
affect radar readings (Currin 2001). Large vehicles such as trucks and buses send the
strongest return signal to the radar meters and as a result smaller vehicles may not be
detected.
If there is a presence of large vehicles, the observer may need to record
the speeds of vehicles that are alone. Also, some vehicles are equipped with radar
detectors to warn them that a radar unit is operating in their vicinity.
slow down when warned by a detector.
Drivers will
It is not unusual for other drivers to slow
down also. This slowing will affect the study results. The radar unit may be turned
off while not in use so radar detectors cannot detect it.
3.3.3 Pneumatic Road Tube Method
The pneumatic road tube method is normally used for longer data collection
time periods than those of either the stopwatch or radar meter method. Using this
method, pneumatic tubes are placed in the travel lanes (see Figure 3.5) and are
connected to recorders located at the side of the road (see Figure 3.6).
40
Source: www.ctre.iastate.edu
Figure 3.5: Pneumatic Road Tubes
RECORDER
Source: www.ctre.iastate.edu
Figure 3.6: Road Tubes and Recorder
The automatic recorders are capable of storing large amounts of individual
vehicle data or even larger amounts of vehicle classification data. The collected data
are downloaded from the recorder to a laptop computer or portable floppy disk drive
in the field, or via telephone modem to a centrally located computer.
41
3.8
Case Study Site Location
Six isolated intersections installed with different features of traffic signal
system were selected for this study. All intersections are selected from different
urban areas to include the effect of different characteristic of drivers.
intersections are summarized in Table 3.1.
These
The analysis is based on the data
collected for off-peak hour traffic to minimize the influence of congestion on
driver’s behavior. The visibilities at all intersection are good.
Table 3.1: General characteristic of the intersections studied
Site
1
2
3
4
5
6
Type of Traffic
Signal
Fixed Time with
digital countdown
Fixed Time with
digital countdown
Fixed Time without
digital countdown
Fixed Time without
digital countdown
Vehicle actuated
system
Vehicle actuated
system
No. of
Arms
Speed
Limit
(km/h)
Cycle
Time
(s)
Junction
Width
(m)
No. of
Lanes *
Flare
4
90
120
37
3

3
60
120
13
3
-
4
70
142
13.7
3
-
4
60
120
18
3

3
60
Varies
20
2
-
3
60
Varies
20
3
-
Note: * number of lanes is just for major road that observed
Site 1: Persimpangan Seri Melaka Road
Site 2: Johor Jaya Road
Site 3: Tebrau Road
Site 4: Tun Aminah Road – Dato’ Sulaiman
Site 5: Gelang Patah Road
Site 6: Pendidikan Road, Taman Universiti
The layout of data collection and six site study case showed in Figure 3.7,
3.8, 3.9, 3.10, 3.11, and 3.12 respectively.
42
Figure 3.7: Site of Data Collection and Case Study (Site 1)
Figure 3.8: Site of Data Collection and Case Study (Site 2)
Figure 3.9: Site of Data Collection and Case Study (Site 3)
43
Figure 3.10: Site of Data Collection and Case Study (Site 4)
Figure 3.11: Site of Data Collection and Case Study (Site 5)
Figure 3.12: Site of Data Collection and Case Study (Site 6)
44
3.9
Data Collection Method
Data pertaining to the analysis of the factors that influence the decision of the
drivers at the onset of yellow signal was collected using a video recording technique.
Data were obtained at six study isolated intersection installed with different features
of traffic signal system during a morning off peak period between 10:00 am to 12:00
pm and afternoon off peak data at 3.00 pm to 5.00 pm. The data collected on
weekdays under dry pavement conditions only.
Figure 3.13 illustrates the positioning of two video–cameras used to record
traffic movements on one of the approach roads at the intersection. Camera 1 are
used to determined the approaching speed each vehicle which facing the yellow
interval period. While, camera 2 was used to observe the behavior of each driver
was made when the vehicle was about 100m from the stop line.
Figure 3.13: Illustration of Setting up Field Reference Points and Digital Camera
45
3.9.1 Data Reduction
As mentioned before, video equipment was used to measure the elapsed time
after the onset of the yellow signal indication at which vehicles entered the
intersection, and the average speeds at which those same vehicles traversed the
intersection area. Data abstraction process was carried out using an event-recorder
computer program. The parameters abstracted from video playbacks are focused on
vehicle’s dilemma decision namely; accelerate through amber, abrupt stop and
running red light. The analysis of the data was carried out using Microsoft excel
computer program. A detailed description of the data extraction process follows.
The speeds of entering vehicles was calculated by using the vehicles’
adjusted travel times across the predetermined distance whose boundaries were
marked on the intersection pavement. Assuming the vehicles maintained a constant
speed to traverse the intersection area, it was possible to determine the location of the
vehicle at the onset of the yellow signal indication, upstream of the intersection stop
line. Other variables that were estimated from the three aforementioned parameters
were: (1) the number of yellow entries per cycle, (2) vehicle’s approaching speed, (3)
position of vehicle in the platoon, (4) types of vehicle driven, and (5) distance from
the stop line.
3.9.2 Chi Square (2) Test
The 2 test is used to determine whether an association (or relationship)
between two categorical variables in a sample is likely to reflect a real association
between these two variables. In the case of two variables being compared, the test
46
can also be interpreted as determining if there is a difference between the two
variables.
In this study a 2 for categorical analysis was used to compare the red light
running rate at all intersection statically. It is also to test if the differences in
proportion of vehicle in red light runners as well as in DZ at each intersection are
due to the different type of traffic signal system or as a result of result of the
variation in the length of amber period provided compared with the actual length
required for the intersection.
3.9.3 Sample Size
The minimum number of drivers observed for the analysis is computed using
Equation 3.1. The sample size required is depends on the selected confidence level,
cycle length and traffic volume.
pqK
N 2
E
2
Equation 3.1
Where,
N =
sample size
p =
the proportion of vehicles facing an yellow signal that passed
q =
the proportion of vehicles facing an yellow signal that stopped
K =
the standard deviation corresponding to the desired confidence level
E =
the permitted error in the proportion estimate
In this study K = 1.96 and E = 0.05, p and q are depends on the proportion
that observed during study field. The proportions were determined in Chapter 4.
47
3.6
Equipment
The complete list of the equipments needed during the field work and their
purpose are described.
i.
Two video recorders were used. The first digital camera is place 100
to 150 meters from the stop line and the second digital camera is
placed 20 to 40 meters from the stop line. The purpose for placing it
is because it could record the whole flow during the data collection. It
is also an aid for further research in case if miscalculating occurs
during the data calculation on site.
ii.
Trumeter were used to measure the distance from the stop line to the
particular location where the video recorder will be placed and also
the reference points.
iii.
Cone is used as a reference points. Each skitter is placed every 10
meters where the base point is from the stop line for every selected
intersection.
iv.
Proper check lists of data sheets are compulsory to avoid losing any
important data.
Photo of the equipment used during the data collection for every site are
shown in Figure 3.14.
48
Cone
Trumeter
Video Camera
Figure 3.14: Equipment used during data collection
3.7
Summary
As a whole, six isolated intersections were selected from different urban
areas to include the effect of different characteristics of the drivers. Video recording
technique using digital camera is adopted to carry out field data collection. The
information recorded for this study consist of approach speeds, acceleration and
deceleration, stopping and clearing distance and drivers’ actions at the onset of
amber. Data abstraction process was carried out using an event-recorder computer
program. The parameters abstracted from video playbacks are vehicle’s approaching
speed, position of vehicle in the platoon, types of vehicle driven and distance from
the stop line.
The analysis of the data was carried out using Microsoft excel
computer program. The 2 for categorical analysis was used to compare the red light
running rate at all intersection statically.
CHAPTER IV
RESULT AND DISCUSSION
4.1
Introduction
The main objective of this study is to evaluate the effects of several types and
features of traffic signal system on red light running at onset of amber period. In
these studies, six isolated intersections installed with different features of traffic
signal systems were selected. Hence, the data obtained on site was tabulated in
Excel Spreadsheet where the parameter required for the evaluation can be obtained.
Thus, the objective of this assessment can be accomplished. Other than that, number
of vehicle caught in dilemma zone taking into account for the analysis.
4.2
Data Analysis
Based on the data extraction in six isolated intersection at urban road, there
1162 vehicle were observed during the onset amber period. From 1162 vehicle
observed, 65 percent (749 Vehicles) is Car, followed by MPV and Motorcycle which
50
is 9 percent (110 Vehicles) respectively, Medium Lorry with 7 percent (82 Vehicles),
Van with 5 percent (63 Vehicles), Bus with 3 percent (30 Vehicles) and Heavy Lorry
with 2 percent (18 Vehicles). Figure 4.1 showed the vehicle composition on onset
amber period.
Medium Lorry
7.06%
Van
5.42%
Bus
2.58%
Heavy Lorry
1.55%
Motorbike
9.47%
CAR
64.46%
MPV
9.47%
Figure 4.1: Vehicle composition at an onset amber period
Traffic composition is required to determine the weighted average vehicle
length which included in calculation of theoretical amber period required based on
the formula suggested by Malaysian Public Work Department (Equation 2.3). The
weighted average of vehicle length is used in the analysis to include the effect of
traffic composition. The equation is given in Equation 4.1 and the summary of the
result is tabulated in Table 4.1.
Weighted average = (%Car x length + %Bus x length + %Van/MPV x length +
%Motorbike x length + %Medium Lorry x length + %Heavy
Lorry x length + %Car x length)
Equation 4.1
51
Table 4.1: Weighted average based on traffic composition
Type of Vehicle
Total
Percentage
Length*
Weighted
Car
749
64.46
4.23
272.66
MPV/Van
173
14.89
4.77
71.02
Motorbike
110
9.47
1.86
17.61
Medium Lorry
82
7.06
9.78
69.02
Bus
30
2.58
11.43
29.51
Heavy Lorry
18
1.55
11.80
18.28
Weighted Average
4.78
Note: *Length of vehicle adopted from www.automotive.com
4.6.1 Sample Data Analysis
As amber signal appear, driver will have to decide weather to proceed or
stop. In these study, from a total 1162 vehicle observed, about 86 percent (997
Vehicle) of drivers decide to proceed and another 14 percent (165 Vehicle) decided
to stop at an onset of amber. Figure 4.2 shows the percentage of the driver decision
either to proceed or stop during the amber period.
Stop
14%
Proceed
86%
Figure 4.2: The percentage driver’s decision at an onset amber
52
Based on Equation 3.1, as mentioned in chapter 3 the minimum number of
drivers observed required for the analysis is 246 sample sizes for each site. Where is
p = 0.86, q = 0.14, K = 1.96 and E = 0.05. However, the actual sample size obtained
for each site is lower than the value calculated excepted for Site 3 and Site 4. The
application of this condition for this study was not possible due to time limitation.
Table 4.2: Number of vehicles observed
Site No.
Type of Traffic Signal
Sample Size (N)
1
Fixed Time with digital countdown
139
2
Fixed Time with digital countdown
165
3
Fixed Time without digital countdown
405
4
Fixed Time without digital countdown
212
5
Vehicle actuated system
124
6
Vehicle actuated system
117
Table 4.2 summarized same facts of number of vehicles observed during
amber period at each site. The data collection was done in the morning and evening
period at 9.30 am to 11.30 am and 2.30 pm to 4.30 pm. Site 3 has the most total
vehicles observed compared to the other side. This is due to the traffic condition and
there are more drivers tend to face the conflict. Figure 4.3, 4.4, 4.5, 4.6, 4.7 and 4.8
shows the traffic condition during amber period for each site selected. The result of
data collected in six intersections is in Appendix A-F.
53
Figure 4.1: Persimpangan Sri Melaka Road (Site 1)
Figure 4.3: Persimpangan Seri Melaka Road (Site 1)
Figure 4.4: Johor Jaya Road (Site 2)
Figure 4.5: Tebrau Road (Site 3)
54
Figure 4.6: Tun Aminah Road – Dato’ Sulaiman (Site 4)
Figure 4.7: Gelang Patah Road (Site 5)
Figure 4.8: Pendidikan Road, Taman Universiti (Site 6)
55
4.7
Evaluation of Existing Installed System
The existing installed systems were evaluated in terms of yellow interval. In
terms of the operational aspect, the focus was on the average of observed speed for
the selected site. Number of intersection’s arms, number of traffic phases and length
of cycle time are not included in the analysis because of sampling problem.
4.3.1 Yellow Interval
Table 4.3 summarizes the duration of amber period provided at each
intersection compared against the theoretical or required duration to assess its
influence on DZ conflicts. The theoretical amber period required is based on the
formula suggested by Malaysian Public Work Department (Equation 2.3).
As
indicated in column 5 at Table 4.3, the amber period provided at each intersection is
in the range of 40 percent to 74 percent of the respective theoretical value.
Table 4.3: General characteristics of the intersection studied
Type of Traffic Signal
Provided
Amber (s)
Calculated
Amber
(ATJ)
1
Fixed Time with digital countdown
2.0
4.76
Amber Period
provided (% of
the theoretical
value)
42.02
4
Fixed Time without digital countdown
2.9
5.16
56.20
5
Vehicle actuated system
3.0
4.74
63.29
6
Vehicle actuated system
2.9
4.76
60.92
3
Fixed Time without digital countdown
4.0
5.46
73.26
2
Fixed Time with digital countdown
2.5
3.40
73.53
Site
No.
Note: Calculated amber is based on ATJ’s formula
56
4.3.2 Operation Speed
Table 4.4 summarizes the descriptive statistic of operation speed at each
intersection. Approaching speed is measured at each intersection at onset of amber.
The data shows that, except Site 2 where the average operation speeds is about 61
km/h which exceed the speed limit, the average operation speeds at other intersection
is tend to be slightly lower than speed limit. Moreover, between scenarios the type
of traffic signal effect, there is no significant difference found in the operation speeds
Table 4.4: Descriptive statistic of operation speed
Site
No.
Type of Traffic
Signal
Sample
Size (N)
Speed
Limit
(km/h)
Mean
(km/h)
Std.
Deviation
Minimum
(km/h)
Maximum
(km/h)
1
Fixed Time with
digital countdown
139
90
62
3.56
36
90
2
Fixed Time with
digital countdown
165
60
61
6.00
40
113
3
Fixed Time without
digital countdown
405
70
56
3.51
26
103
4
Fixed Time without
digital countdown
211
60
30
4.90
13
76
124
60
48
4.46
19
86
117
60
56
3.03
33
90
5
6
4.8
Vehicle actuated
system
Vehicle actuated
system
Effect of Dilemma Zones on Red Light Running
Dilemma zones can be eliminated for drivers who meet all assumptions, but
even for these drivers, they must still choose correctly (stop or go).
Slight
misjudgements, incorrect decisions, or insufficient reaction time or deceleration rates
can lead to small, often inadvertent, red light running violations.
57
4.8.1 Dilemma and Option Zones
Two scenarios are refereed to the yellow phase dilemma: a dilemma zone
exists as Xc > X0, or an option zone exists as Xc < X0. Table 4.5 summarized the X0
and Xc at each intersection. Figure 4.7, 4.8, 4.9, 4.10, 4. 11 and 4.12 illustrates the
safe brake stopping distance Xc and maximum safe yellow passing distance X0.
Table 4.5: Stopping Distance, X0 and Clearing Distance, Xc at each intersection
Site
1
2
3
4
5
6
Stopping Distance, Xo (m)
67
110
71
71
77
104
Clearing Distance, Xc (m)
73
77
109
26
38
46
Comparison
Xo < Xc, Option Zone
Xo > Xc, Dilemma Zone
Xo < Xc, Option Zone
Xo > Xc, Dilemma Zone
Xo > Xc, Dilemma Zone
Xo > Xc, Dilemma Zone
As shown in Figure 4.9 and 4.10 the dilemma zone does not exist in Site 1
and Site 3. The option zone was formed about 38m at Site 3 and for Site 1 is about
6m distance. While, for the other intersection the dilemma zone were formed. The
dilemma zone were formed in a range of 33m to 39m distance, except for Site 4 were
have 45m distance which is formed the highest distance within the intersection.
Figure 4.11, 4.12, 4.13 and 4.14 respectively shows the illustration of dilemma zone
distance at each intersection.
58
X0
Xc
Figure 4.9: Critical Distance (XC) and Stopping Distance (X0) at Site
X0
Xc
Figure 4.10: Critical Distance (XC) and Stopping Distance (X0) at Site 1
X0
Xc
Figure 4.11: Critical Distance (XC) And Stopping Distance (X0) at Site 4
59
X0
Xc
Figure 4.12: Critical Distance (XC) And Stopping Distance (X0) at Site 5
X0
Xc
Figure 4.13: Critical Distance (XC) And Stopping Distance (X0) at Site 6
X0
Xc
Figure 4.14: Critical Distance (XC) And Stopping Distance (X0) at Site 2
60
In general, intersection were formed an option zone is has the highest speed
limit which is 90 km/h (Site 1) and 70 km/h (Site 3). This is somewhat in agreement
with the W. Hei. According to her paper, the option zone commonly exists at high
speed intersections.
4.8.2 Red-Light Running Rate
Comparison of red-light running rates between each intersection with
different traffic signal operation namely; fixed-time with digital countdown, fixedtime without digital countdown and vehicle actuated system can directly reflect the
effect of the dilemma and option zone. As shown in Figure 4.15, red-light running
rate at intersection that has formed dilemma zone (Site 2, 4, 5 and 6) is apparently
higher (i.e. in range of 30% to 45%) than option zone.
In the other hand, intersection which formed an option zones (i.e. Site 3 20.49%) representing reduces the red-light running rate. However, at site 1 which
also formed an option zone not potentially reduces a red-light running rate (33.09%).
This is because of an option zone formed are too short, where drivers are forced to
make decisions about whether to pass or stop during a very short time period.
Potentially, dilemma zone contribute in increasing the red-light running rate.
61
45
40
Frequency (%)
35
30
25
20
15
10
5
0
1
2
3
4
5
6
Site
Abrupt Stop
Accelerate Through Amber
Red-Light Running
Figure 4.15: Frequency of DZ conflicts based on types of traffic signal installed
4.9
Effect of Various Type Traffic Signal System on Red-Light Running
Three indicators of dilemma zone conflicts that are considered in this analysis
are the proportions of the drivers, who have to stop abruptly, accelerate through
amber period and run the red light.
Table 4.6 summaries the distributions of
dilemma zone (DZ) conflict indicators at each intersection studies.
62
Table 4.6: Frequency of DZ conflicts at each intersection
Site
No.
Type of Traffic Signal
Amber Period
provided (% of the
theoretical value)
Sample
Size (N)
Abrupt Stop
1
Fixed Time with digital countdown
42%
139
30
(21.58%)
4
Fixed Time without digital countdown
56%
212
0
5
Vehicle actuated system
63%
124
0
6
Vehicle actuated system
60%
117
0
2
Fixed Time with digital countdown
73%
165
3
Fixed Time without digital countdown
73%
405
Site 1: Persimpangan Seri Melaka Road
Site 2: Johor Jaya Road
Site 3: Tebrau Road
Site 4: Tun Aminah Road – Dato’ Sulaiman
Site 5: Gelang Patah Road
Site 6: Pendidikan Road, Taman Universiti
1
(0.59%)
9
(2.22%)
Accelerate
Through
Amber
4
(2.88%)
81
(38.21%)
48
(38.71%)
33
(28.20%)
33
(19.76%)
28
(6.91%)
Running
Red Light
Total DZ
Conflicts
46
(33.09%)
90
(42.45%)
50
(40.32%)
65
(55.56%)
52
(31.13%)
83
(20.49%)
80
(57.55%)
171
(80.66%)
98
(79.03%)
99
(84.61%)
86
(51.50%)
120
(29.63%)
63
In comparison, the percentage of the drivers facing dilemma zones conflicts
at two intersection controlled by vehicle actuated system is highest (i.e 79.03 –
84.61%). The data also show that amber period provided shorter than the required
length appear to increase the percentage of drivers facing dilemma zone conflicts. A
similar pattern is also indicated for the number of red light runner. This result tends
to agree with Retting et al who suggested that the inadequate yellow time is the
major cause of red light runner’s entries.
In the other hand, the percentage of red light runners at site 1 and 2 (i.e.
intersection controlled with countdown timer) is higher than red light runners at Site
3, except Site 4 (i.e intersection controlled with fixed time signal without countdown
timer). This is somewhat in agreement with the finding reported by M.R Ibrahim et
al. They found that the rate of red light runners at countdown traffic signal
intersection is higher than those at intersection without countdown timer.
However, as can be seen in Table 4.6, the percentage of red light runner at
Site 4, which is controlled by a fixed time signal is much highest than the other
intersection. A similar pattern is also indicates for the number of accelerate through
amber. It must be pointed out that driver behavior also significant contributing factor
to accuracy of red light runner. This result tend to agree with P. Papoioanou, who
found that a large percentage of drivers facing the amber period are caught in
dilemma zone due to high approaching speeds and an aggressive behavior.
The data also shows that percentage of drivers who have to stop abruptly at
Site 4, 5 and 6 appears to be lower than the other intersection. This is showed that
drivers tend to continue driving or speeding up their car when the amber turns on
rather than decide a sharp breaking. Evidence of the effect of intersection control
type on the probability of stopping has been reported by Van der Horst [9]. They
found evidence that drivers approaching an actuated intersection are less likely to
stop than if they are approaching a fixed-time intersection.
64
4.10
Performance of Traffic Signal System Installed
It may be inferred from Table 4.6 that the rates of red-light violation
represent more highest for vehicle-actuated system compared with other types of
traffic signal systems studied.
A chi-square test (2) for categorical variables
analysis was used to compare the red-light running rate at all intersection
statistically. The calculated 2 values i.e. 2
(observed),
for the comparison between
sites are tabulated in Table 4.4.
Table 4.7: Tabulation of 2 comparisons between sites
SITE
1
4
5
6
2
3
1
4
47.915
5
25.671
0.146
6
34.558
0.425
0.419
2
0.133
10.648
3.981
8.349
3
9.081
33.256
20.700
27.033
24.803
Note:
Site 1 – Fixed-time with digital countdown timer
Site 2 - Fixed-time with digital countdown timer
Site 3 - Fixed-time without digital countdown timer
Site 4 - Fixed-time without digital countdown timer
Site 5 – Vehicle actuated system
Site 6 – Vehicle actuated system
Each value of 2 (observed) in Table 4.7 is compared against the 2 (critical) for a
significant level of 0.05, i.e. X 2 (1,0.05). In this study 2 (1,0.05) is equal to 3.84. Since the
2 (observed) > 2 (critical) there is a significant difference in the variation in the number of
drivers facing the dilemma zone conflicts at the corresponding intersection. The
65
difference could be inferred as a result of the different types of traffic signal system
used at the respective intersections or as a result of the variation in the length of
amber period provided compared with the actual length required for the intersection.
In general, the interpretation of 2values in Table 4.4 support the inference
that the overall performance of a vehicle-actuated traffic signal system in terms of
red-light violation rate is higher compared with the other types of traffic signal
systems. However the result of this study which is vehicle actuated system represent
the higher rate in red-light violation is slightly different from previous study conduct.
According to Othman et. al. (2009), vehicle actuated system appears to perform
better in terms on reduction in the number of red-light runners.
66
CHAPTER V
CONCLUSION
5.6
Introduction
This chapter concludes the overall of the result obtained from observation
and analysis in chapter before. The recommendations for future research are also
discussed as a suggestion for a better outcome in future studies.
5.7
Findings
One element of human factor that contribute to the arising of number of
accidents is incorrect decision making at signalized intersection.
Slight
misjudgements or insufficient reaction time or deceleration rates can lead to small,
often inadvertent, red light running violations. This study has been done to observe
the effect of various types of traffic signal system on red light running. The driver’s
decision dilemma zones were obtained to determine the effect of dilemma zone on
red light running. The length of amber period provided also compared with the
67
actual length required for the intersection to determine effect amber period on
red light running. Finally, a chi square (2) test for categorical variables analysis
was used to compare the red light running rate at all intersection statistically.
In the present study six intersections, two with countdown timer, two with
no-countdown timer and two with vehicle actuated system are analyzed to study the
effect of various traffic signal systems on red light violation. Based on observation
from the six isolated intersection, a total of 1162 vehicle were observed at onset of
amber. Relatively large proportion of drivers tends not to stop at onset of amber at
the studied intersection, which 86 percent (997 vehicles) tend to proceed crossing the
intersection and another 14 percent decide to stop.
There are two types of dilemma zone: a dilemma zone exists as XC > X0 or an
option zone exists as XC< X0. Based on the analysis has done, red light running rate
that has formed dilemma zone is apparently higher than intersection which formed
option zone. Potentially, dilemma zone contribute in increasing the red-light running
rate. In the other hand, the observation on the provision of amber period show that
amber period provided shorter than the required length appear to increase the
percentage red light running.
The objective of this study also to determine the effect of traffic signal
system studied on red light running.
The result of the analysis showed that
proportion of the driver’s running the red light at two intersection controlled by
vehicle actuated system is highest than other sites, except Site 4. The analysis also
shows that intersection controlled by a fixed time signal is much higher than those at
intersection without countdown timer. The interpretation of chi square (2) value
also supports the inference that the overall performance of a vehicle-actuated traffic
signal system on red light running rate is higher compared with the those traffic
signal studied.
68
5.8
Problem Faced During Study
Throughout the study, problem faced were during the data collection. Due to
bad weather and time limited for field study, the minimum sample sizes are not
achieved. Thus, some of traffic signal also under reparation and the other were done
the pavement construction.
Besides, the congestion occurs at some other site effect the determination
value of approaching speed.
The staggered junction at site 4 also effects the
determination of approaching speed which the drivers tend to slow at the staggered
junction.
5.9
Recommendation for Future Research
The determinations on effect of red light running on various types of traffic
signal need a more precise data. It is recommended that the study need further
verification using a relatively large sample size and more data at various
intersections. Further more, various type analysis can be use to validate the findings.
69
5.10
Conclusion
The study had achieved the aim and objectives set and the following
conclusion are drawn;
a. Relatively large proportion of drivers tends not to stop at onset of amber at
six studied intersections, which is;
Number of vehicle observed during amber period = 1162 vehicles
Decision to proceed = 86 %
Decision to stop
= 14 %
b. Inadequate of amber period appears to influence proportion of red-light
runners in particular, and the proportion of drivers facing the DZ conflicts in
general.
c. Provision of additional features such as digital countdown timer or vehicle
actuated system without adequate period of amber do not seem to improve
the red-light running proportion as well as DZ conflicts.
d. The rate of red-light violation is more for vehicle actuated system compared
to the other types traffic signal studied.
70
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77
APPENDIX A: Data Collection in Persimpangan Seri Melaka Road (Site 1)
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Type of
Vehicle
tB
(sec)
Vi
(m/s)
tA
(sec)
Vf
(m/s)
Time
Interval
(sec)
a
(m/s2)
Normal
Stop
C
MB
C
MPV
C
C
MB
C
C
C
MB
MB
C
C
C
C
MB
C
C
C
C
HILUX
C
C
0.60
0.80
0.80
0.60
0.40
2.80
1.10
2.30
0.80
0.70
0.80
0.60
0.70
0.70
0.60
0.60
0.80
0.50
0.50
0.70
0.50
0.70
0.60
0.60
16.67
12.50
12.50
16.67
25.00
3.57
9.09
4.35
12.50
14.29
12.50
16.67
14.29
14.29
16.67
16.67
12.50
20.00
20.00
14.29
20.00
14.29
16.67
16.67
0.90
1.70
1.10
0.50
0.40
1.00
1.00
1.40
1.00
0.90
0.40
1.10
1.70
0.50
0.50
0.40
0.40
0.50
0.60
0.30
0.90
0.80
0.40
0.30
0.00
0.00
0.00
20.00
25.00
10.00
0.00
0.00
0.00
11.11
0.00
0.00
5.88
20.00
20.00
25.00
25.00
0.00
16.67
33.33
11.11
0.00
0.00
33.33
6.00
8.00
8.00
2.73
2.00
7.37
11.00
23.00
8.00
3.94
8.00
6.00
4.96
2.92
2.73
2.40
2.67
5.00
2.73
2.10
3.21
7.00
6.00
2.00
-2.78
-1.56
-1.56
1.22
0.00
0.87
-0.83
-0.19
-1.56
-0.81
-1.56
-2.78
-1.69
1.96
1.22
3.47
4.69
-4.00
-1.22
9.07
-2.77
-2.04
-2.78
8.33
1
1
1
Abruptly
Stop
A ≥ 3.41
m/s-2
Run Through
Amber
Vi ≤ VL
Vi > VL
Accelerate
at Yellow
Run
Red
Light
do
(m)
dc
(m)
Yellow
Interval
46.65
116.64
5.06
5.28
6.32
13.01
53.48
6.64
73.78
33.29
46.65
36.85
22.15
8.06
5.23
5.28
4.69
5.08
111.42
22.46
330.29
7.64
4.47
18.58
28.49
4.19
66.67
62.50
62.50
1
1
1
1
1
1
59.09
54.35
62.50
1
1
1
62.50
66.67
1
1
1
1
1
1
70.00
1
1
1
1
1
64.29
66.67
1
77
78
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
C
C
C
C
C
C
C
C
C
MPV
C
C
MPV
B
C
HL
HL
C
C
HL
ML
C
C
MPV
C
MPV
C
MPV
MPV
C
0.50
0.50
0.60
0.70
0.40
0.50
0.50
0.50
0.60
0.50
0.40
0.50
0.50
0.40
0.60
0.50
0.60
0.70
0.50
0.90
0.70
0.70
0.70
0.50
0.70
0.50
0.50
0.50
0.60
0.40
20.00
20.00
16.67
14.29
25.00
20.00
20.00
20.00
16.67
20.00
25.00
20.00
20.00
25.00
16.67
20.00
16.67
14.29
20.00
11.11
14.29
14.29
14.29
20.00
14.29
20.00
20.00
20.00
16.67
25.00
0.40
1.50
1.60
1.10
0.40
0.50
0.50
1.20
0.80
1.60
1.60
1.30
1.30
0.40
0.50
0.60
1.00
1.10
0.50
2.80
0.70
1.60
1.50
0.30
0.40
0.90
0.30
1.90
0.50
0.30
25.00
0.00
0.00
0.00
25.00
20.00
20.00
0.00
0.00
0.00
0.00
0.00
0.00
25.00
20.00
16.67
0.00
0.00
20.00
0.00
14.29
0.00
0.00
33.33
25.00
0.00
0.00
0.00
20.00
33.33
2.22
5.00
6.00
7.00
2.00
2.50
2.50
5.00
6.00
5.00
4.00
5.00
5.00
2.00
2.73
2.73
6.00
7.00
2.50
9.00
3.50
7.00
7.00
1.88
2.55
5.00
5.00
5.00
2.73
1.71
2.25
-4.00
-2.78
-2.04
0.00
0.00
0.00
-4.00
-2.78
-4.00
-6.25
-4.00
-4.00
0.00
1.22
-1.22
-2.78
-2.04
0.00
-1.23
0.00
-2.04
-2.04
7.11
4.21
-4.00
-4.00
-4.00
1.22
4.86
1
1
55.34
4.84
116.64
6.32
116.64
46.65
111.42
6.32
5.28
7.64
44.21
5.99
39.01
27.68
4.02
4.84
46.65
62.78
5.28
4.17
70.00
66.67
64.29
1
1
1
1
1
1
70.00
66.67
70.00
75.00
70.00
70.00
1
1
1
1
1
1
1
1
1
1
1
1
66.67
64.29
1
1
1
64.29
64.29
1
1
1
1
1
70.00
70.00
70.00
1
1
78
79
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
HILUX
C
C
C
ML
C
C
C
C
MPV
MPV
HILUX
MPV
C
C
C
C
C
C
MPV
MPV
C
C
MB
C
C
ML
C
C
ML
0.60
0.90
0.60
0.60
0.70
0.60
0.80
0.60
0.70
0.50
0.50
0.60
0.60
6.40
0.50
0.40
0.60
0.70
0.90
0.40
0.60
0.60
0.70
0.70
0.50
0.50
0.60
0.50
0.50
0.60
16.67
11.11
16.67
16.67
14.29
16.67
12.50
16.67
14.29
20.00
20.00
16.67
16.67
1.56
20.00
25.00
16.67
14.29
11.11
25.00
16.67
16.67
14.29
14.29
20.00
20.00
16.67
20.00
20.00
16.67
1.00
0.40
1.50
1.10
1.30
2.20
1.80
1.30
0.60
0.80
0.50
0.70
2.40
1.00
0.40
0.70
0.70
1.70
1.60
1.70
1.40
1.20
1.40
0.70
1.30
1.40
0.70
1.50
0.40
1.20
0.00
25.00
0.00
0.00
0.00
0.00
0.00
0.00
16.67
12.50
20.00
0.00
0.00
0.00
25.00
14.29
14.29
0.00
0.00
0.00
0.00
0.00
0.00
14.29
0.00
0.00
14.29
0.00
25.00
0.00
6.00
2.77
6.00
6.00
7.00
6.00
8.00
6.00
3.23
3.08
2.50
6.00
6.00
64.00
2.22
2.55
3.23
7.00
9.00
4.00
6.00
6.00
7.00
3.50
5.00
5.00
3.23
5.00
2.22
6.00
-2.78
5.02
-2.78
-2.78
-2.04
-2.78
-1.56
-2.78
0.74
-2.44
0.00
-2.78
-2.78
-0.02
2.25
-4.21
-0.74
-2.04
-1.23
-6.25
-2.78
-2.78
-2.04
0.00
-4.00
-4.00
-0.74
-4.00
2.25
-2.78
1
1
1
1
1
1
1
1
66.67
66.67
64.29
66.67
62.50
66.67
1
1
1
1
1
1
5.62
78.65
6.00
55.34
4.84
68.63
6.60
68.63
6.60
55.34
4.84
66.67
66.67
51.56
1
1
1
1
1
64.29
61.11
75.00
66.67
66.67
64.29
1
1
1
1
1
1
1
70.00
70.00
1
1
70.00
1
1
38.89
66.67
79
80
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
C
C
C
MPV
C
C
C
C
MB
C
HILUX
MPV
HILUX
C
C
MPV
C
C
C
C
C
ML
C
MPV
MPV
MB
C
C
MPV
C
0.40
0.50
0.40
0.50
0.50
0.50
0.60
0.80
0.70
0.60
0.40
0.40
0.60
0.40
0.50
0.40
0.50
0.50
0.40
0.60
0.50
1.10
0.60
0.50
0.60
1.00
0.60
0.50
0.50
0.70
25.00
20.00
25.00
20.00
20.00
20.00
16.67
12.50
14.29
16.67
25.00
25.00
16.67
25.00
20.00
25.00
20.00
20.00
25.00
16.67
20.00
9.09
16.67
20.00
16.67
10.00
16.67
20.00
20.00
14.29
0.40
0.40
0.40
1.20
0.50
0.50
1.40
0.50
0.60
2.20
0.40
0.40
1.50
1.40
0.60
0.60
0.60
1.60
1.60
0.90
1.60
1.30
2.00
0.50
0.50
2.00
1.80
1.90
0.60
2.20
25.00
25.00
25.00
0.00
20.00
20.00
0.00
20.00
16.67
0.00
25.00
25.00
0.00
0.00
16.67
16.67
16.67
0.00
0.00
0.00
0.00
7.69
0.00
20.00
20.00
0.00
0.00
0.00
16.67
0.00
2.00
2.22
2.00
5.00
2.50
2.50
6.00
3.08
3.23
6.00
2.00
2.00
6.00
4.00
2.73
2.40
2.73
5.00
4.00
6.00
5.00
5.96
6.00
2.50
2.73
10.00
6.00
5.00
2.73
7.00
0.00
2.25
0.00
-4.00
0.00
0.00
-2.78
2.44
0.74
-2.78
0.00
0.00
-2.78
-6.25
-1.22
-3.47
-1.22
-4.00
-6.25
-2.78
-4.00
-0.23
-2.78
0.00
1.22
-1.00
-2.78
-4.00
-1.22
-2.04
1
139.94
78.64
139.94
6.32
4.84
6.32
78.65
6.00
25.86
38.89
5.38
5.62
116.64
116.64
6.32
6.32
1
111.42
7.64
1
111.42
7.64
22.10
6.99
46.65
5.28
111.42
7.64
1
1
1
70.00
1
1
1
66.67
1
1
1
66.67
1
1
1
66.67
75.00
1
1
1
1
70.00
75.00
66.67
70.00
1
1
1
1
1
66.67
1
1
1
60.00
66.67
1
1
1
64.29
80
81
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
Note:
C
C
C
C
MPV
C
C
MPV
MPV
C
HILUX
MB
ML
C
C
C
V
ML
C
C
C
MPV
MPV
C
C
0.50
0.50
0.50
0.50
0.40
0.40
0.50
0.40
0.60
0.50
0.50
0.50
0.60
0.60
0.60
0.50
0.50
0.70
0.60
0.40
0.50
0.50
0.40
0.40
0.50
C: Car
20.00
20.00
20.00
20.00
25.00
25.00
20.00
25.00
16.67
20.00
20.00
20.00
16.67
16.67
16.67
20.00
20.00
14.29
16.67
25.00
20.00
20.00
25.00
25.00
20.00
1.30
1.40
0.50
1.30
1.30
0.60
1.10
0.50
1.50
1.40
0.50
0.40
1.40
1.80
1.60
0.50
0.40
2.60
1.90
0.50
1.90
1.40
0.70
1.50
1.90
B: Bus
0.00
0.00
20.00
0.00
0.00
16.67
0.00
20.00
0.00
7.14
20.00
25.00
0.00
0.00
0.00
20.00
25.00
0.00
0.00
20.00
0.00
0.00
14.29
0.00
0.00
5.00
-4.00
5.00
-4.00
2.50
0.00
5.00
-4.00
4.00
-6.25
2.40
-3.47
5.00
-4.00
2.22
-2.25
6.00
-2.78
3.68
-3.49
2.50
0.00
2.22
2.25
6.00
-2.78
6.00
-2.78
6.00
-2.78
2.50
0.00
2.22
2.25
7.00
-2.04
6.00
-2.78
2.22
-2.25
5.00
-4.00
5.00
-4.00
2.55
-4.21
4.00
-6.25
5.00
-4.00
TOTAL
MB: Motorbike
1
1
70.00
70.00
1
1
70.00
75.00
115.00
70.00
1
1
1
1
1
66.67
1
1
1
1
1
1
1
78.65
55.34
6.00
4.84
55.34
4.84
66.67
66.67
66.67
1
1
1
64.29
66.67
1
1
1
70.00
70.00
1
55
1
1
30
75.00
70.00
0
ML: Medium Lorry
4
4
46
HL: Heavy Lorry
V: Van
81
82
Total C Observed
: 139
Total Signal Cycle Observed : 83
Total C in DZ
: 80
Total C RRL
: 46
Approaching Speed
: 62 km/h
Stopping Distance, (X0)
: 67 m
Critical Distance, (Xc)
: 73 m
Calculate Yellow Interval
: 4.76 sec.
83
APPENDIX B: Data Collection in Johor Jaya Road (Site 2)
No.
Type of
Vehicle
tB
(sec)
Vi
(m/s)
tA
(sec)
Vf
(m/s)
Time
Interval
(sec)
a
(m/s2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
V
C
C
C
C
C
C
V
V
C
ML
ML
C
C
MB
MB
C
C
MPV
ML
ML
ML
C
MB
1.50
1.00
0.90
1.30
0.90
0.70
1.40
0.90
1.70
1.50
1.70
1.30
1.10
1.40
1.60
1.00
1.00
0.90
1.30
1.00
1.60
1.30
1.30
1.20
14.67
22.00
24.44
16.92
24.44
31.43
15.71
24.44
12.94
14.67
12.94
16.92
20.00
15.71
13.75
22.00
22.00
24.44
16.92
22.00
13.75
16.92
16.92
18.33
1.30
1.50
1.2
1.00
1.10
1.10
0.90
1.60
2.40
1.80
0.70
1.90
1.40
1.40
1.30
1.50
1.00
1.00
1.00
1.00
1.30
1.30
1.00
1.00
13.08
0.00
14.17
17.00
15.45
15.45
18.89
10.63
7.08
9.44
24.29
0.00
12.14
12.14
13.08
11.33
17.00
17.00
17.00
17.00
13.08
13.08
17.00
17.00
6.56
8.27
4.71
5.37
4.56
3.88
5.26
5.19
9.09
7.55
4.89
10.75
5.66
6.53
6.78
5.46
4.67
4.39
5.37
4.67
6.78
6.07
5.37
5.15
-0.24
-2.66
-2.18
0.01
-1.97
-4.11
0.60
-2.66
-0.64
-0.69
2.32
-1.57
-1.39
-0.55
-0.10
-1.95
-1.07
-1.70
0.01
-1.07
-0.10
-0.63
0.01
-0.26
Normal
Stop
Abruptly
Stop
A ≥ 3.41
m/s-2
Run Through
Amber
Vi ≤ VL
1
Accelerate
at Yellow
Vi > VL
Run
Red
Light
dc
(m)
Yellow
Interval
48.62
4.50
58.74
4.50
1
46.48
4.06
1
43.22
54.24
27.55
4.68
4.88
3.47
118.89
58.83
42.30
188.16
125.48
198.67
58.74
125.48
42.30
68.51
58.74
71.66
6.81
4.85
4.34
9.34
6.49
8.84
4.50
6.49
4.34
5.08
4.50
4.86
1
do
(m)
113.00
1
1
1
1
1
1
1
1
107.92
1
1
1
1
1
1
1
1
1
1
1
1
1
84
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
MB
C
C
MB
C
MPV
C
MPV
MB
C
C
C
ML
C
MPV
C
ML
C
C
C
ML
C
C
C
MB
ML
C
B
ML
ML
1.20
1.60
1.20
1.90
1.80
1.60
1.30
1.00
1.20
1.30
1.80
1.00
1.10
1.20
0.80
1.20
1.30
1.70
1.20
1.40
1.80
1.80
1.60
1.00
1.20
1.90
1.40
1.60
1.50
1.80
18.33
13.75
18.33
11.58
12.22
13.75
16.92
22.00
18.33
16.92
12.22
22.00
20.00
18.33
27.50
18.33
16.92
12.94
18.33
15.71
12.22
12.22
13.75
22.00
18.33
11.58
15.71
13.75
14.67
12.22
1.20
1.30
1.20
2.40
1.40
1.40
1.00
1.20
1.00
1.20
1.00
1.10
1.20
1.10
1.60
2.20
1.30
1.50
1.40
1.00
1.50
1.50
1.50
1.20
1.60
2.50
1.10
2.00
1.40
2.00
14.17
13.08
18.33
9.17
15.71
15.71
22.00
18.33
22.00
18.33
22.00
20.00
18.33
20.00
13.75
10.00
16.92
14.67
15.71
22.00
14.67
14.67
14.67
18.33
13.75
0.00
20.00
11.00
15.71
11.00
5.60
6.78
4.96
8.77
6.51
6.18
4.68
4.51
4.51
5.16
5.32
4.33
4.75
4.75
4.41
6.42
5.38
6.59
5.35
4.83
6.77
6.77
6.40
4.51
5.67
15.72
5.10
7.35
5.99
7.84
-0.74
-0.10
0.00
-0.27
0.54
0.32
1.09
-0.81
0.81
0.27
1.84
-0.46
-0.35
0.35
-3.12
-1.30
0.00
0.26
-0.49
1.30
0.36
0.36
0.14
-0.81
-0.81
-0.74
0.84
-0.37
0.17
-0.16
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
81.37
42.30
67.62
32.96
31.15
39.11
48.77
115.17
58.13
55.80
26.45
104.08
85.38
63.02
1315.46
97.88
58.92
35.75
75.89
41.91
32.03
32.03
40.36
115.17
82.92
5.39
4.34
4.64
4.35
3.97
4.11
3.91
6.03
4.12
4.33
3.59
5.52
5.14
4.39
48.47
6.29
4.51
4.11
5.09
3.77
4.04
4.04
4.20
6.03
5.47
44.76
44.89
44.67
35.18
3.96
4.53
4.23
4.30
102.58
1
1
1
1
85
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
MB
C
Ml
ML
C
C
C
MPV
C
ML
MPV
C
C
C
C
C
V
C
C
C
C
V
C
C
ML
C
ML
C
C
V
C
1.80
1.70
1.60
1.20
1.40
1.40
1.20
1.50
1.20
1.40
1.50
1.00
1.00
1.00
1.30
1.00
1.50
1.20
1.40
1.40
0.90
1.20
1.00
1.00
1.40
1.40
1.20
0.90
0.90
0.80
1.30
12.22
12.94
13.75
18.33
15.71
15.71
18.33
14.67
18.33
15.71
14.67
22.00
22.00
22.00
16.92
22.00
14.67
18.33
15.71
15.71
24.44
18.33
22.00
22.00
15.71
15.71
18.33
24.44
24.44
27.50
16.92
1.50
1.60
1.60
3.00
1.60
1.60
1.00
1.30
1.00
2.60
1.30
1.20
1.50
1.20
2.20
1.20
1.30
1.90
1.50
1.20
1.00
1.50
1.50
1.10
1.40
3.00
1.40
1.00
1
1.30
1.50
14.67
13.75
13.75
7.33
13.75
13.75
22.00
16.92
22.00
8.46
16.92
18.33
14.67
18.33
0.00
18.33
16.92
11.58
14.67
18.33
22.00
14.67
14.67
20.00
0.00
0.00
15.71
22.00
22.00
16.92
14.67
6.77
6.82
6.62
7.09
6.18
6.18
4.51
5.76
4.51
7.53
5.76
4.51
4.96
4.51
10.75
4.51
5.76
6.08
5.99
5.35
3.92
5.52
4.96
4.33
11.58
11.58
5.35
3.92
3.92
4.10
5.76
0.36
0.12
0.00
-1.55
-0.32
-0.32
0.81
0.39
0.81
-0.96
0.39
-0.81
-1.48
-0.81
-1.57
-0.81
0.39
-1.11
-0.17
0.49
-0.62
-0.66
-1.48
-0.46
-1.36
-1.36
-0.49
-0.62
-0.62
-2.58
-0.39
1
1
1
1
1
1
1
1
1
1
32.03
36.67
41.47
108.75
55.65
55.65
58.13
42.96
58.13
4.04
4.18
4.28
6.88
4.65
4.65
4.12
4.12
4.12
42.96
115.17
147.22
115.17
4.12
6.03
7.48
6.03
115.17
42.96
91.40
53.88
47.37
131.67
79.55
147.22
6.03
4.12
5.93
4.54
4.12
6.10
5.29
7.48
75.89
131.67
131.67
5.09
6.10
6.10
64.36
4.83
143.87
1
1
1
1
1
107.92
1
1
1
1
1
1
1
1
1
1
1
106.71
106.71
1
1
1
1
1
86
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
C
C
C
V
C
C
C
V
MB
C
C
C
MPV
C
C
C
ML
V
MB
MB
C
MPV
ML
C
V
C
C
C
C
C
1.20
1.40
0.80
1.50
1.20
0.70
1.60
1.10
1.10
2.50
1.10
1.70
0.80
1.70
1.70
1.70
1.00
1.50
1.20
1.20
1.40
2.00
1.80
1.60
1.90
1.20
1.30
1.00
1.70
1.80
18.33
15.71
27.50
14.67
18.33
31.43
13.75
20.00
20.00
8.80
20.00
12.94
27.50
12.94
12.94
12.94
22.00
14.67
18.33
18.33
15.71
11.00
12.22
13.75
11.58
18.33
16.92
22.00
12.94
12.22
1.10
2.10
1.20
1.10
1.30
2.40
1.20
1.10
1.2
1.20
1.60
1.80
1.20
1.20
1.20
1.40
1.00
1.70
1.00
1.30
2.10
3.00
1.40
3.40
1.50
1.50
1.30
1.00
1.30
1.60
20.00
10.48
18.33
20.00
16.92
0.00
18.33
20.00
18.33
18.33
13.75
0.00
18.33
18.33
18.33
15.71
22.00
12.94
22.00
16.92
10.48
0.00
15.71
0.00
14.67
14.67
16.92
22.00
16.92
13.75
4.75
6.95
3.97
5.25
5.16
5.79
5.67
4.55
4.75
6.71
5.39
14.06
3.97
5.82
5.82
6.35
4.14
6.59
4.51
5.16
6.95
16.55
6.51
13.24
6.93
5.52
5.38
4.14
6.09
7.01
0.35
-0.75
-2.31
1.02
-0.27
-5.43
0.81
0.00
-0.35
1.42
-1.16
-0.92
-2.31
0.93
0.93
0.44
0.00
-0.26
0.81
-0.27
-0.75
-0.66
0.54
-1.04
0.45
-0.66
0.00
0.00
0.65
0.22
1
1
1
1
1
63.02
62.20
370.77
38.97
71.91
4.39
5.07
14.12
3.84
4.87
36.16
78.65
85.38
16.81
108.85
3.90
4.80
5.14
3.89
6.31
32.25
32.25
34.71
92.97
48.83
58.13
71.91
62.20
3.84
3.84
4.03
5.02
4.52
4.12
4.87
5.07
31.15
3.97
28.97
79.55
58.92
92.97
33.55
32.81
4.00
5.29
4.51
5.02
3.94
4.11
1
1
1
1
1
1
1
103.94
1
1
1
1
1
1
1
1
1
1
102.00
1
1
104.75
1
1
1
1
1
1
87
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
C
C
C
C
ML
C
C
C
C
V
ML
C
MB
MB
MB
C
MPV
C
C
C
C
MB
C
C
MB
C
C
C
C
MPV
1.40
1.20
1.60
1.50
1.00
1.10
1.30
1.30
1.40
1.50
1.30
1.00
1.60
1.40
1.30
0.90
1.60
1.40
1.60
1.20
1.10
1.70
1.50
0.90
1.20
1.50
1.20
1.00
1.40
1.20
15.71
18.33
13.75
14.67
22.00
20.00
16.92
16.92
15.71
14.67
16.92
22.00
13.75
15.71
16.92
24.44
13.75
15.71
13.75
18.33
20.00
12.94
14.67
24.44
18.33
14.67
18.33
22.00
15.71
18.33
1.80
1.10
1.20
1.60
1.40
1.50
1.40
1.30
5.10
1.10
1.30
1.40
1.30
1.20
1.60
2.20
1.00
1.10
2.60
1.40
1.00
1.60
1.30
1.20
1.50
0.80
1.30
1.60
2.20
1.80
12.22
20.00
18.33
13.75
15.71
14.67
15.71
16.92
0.00
20.00
16.92
15.71
16.92
18.33
13.75
10.00
22.00
20.00
8.46
15.71
22.00
13.75
16.92
18.33
14.67
27.50
16.92
13.75
10.00
12.22
6.51
4.75
5.67
6.40
4.83
5.25
5.58
5.38
11.58
5.25
5.38
4.83
5.93
5.35
5.93
5.28
5.09
5.10
8.19
5.35
4.33
6.82
5.76
4.25
5.52
4.32
5.16
5.09
7.08
5.96
-0.54
0.35
0.81
-0.14
-1.30
-1.02
-0.22
0.00
-1.36
1.02
0.00
-1.30
0.53
0.49
-0.53
-2.73
1.62
0.84
-0.65
-0.49
0.46
0.12
0.39
-1.44
-0.66
2.97
-0.27
-1.62
-0.81
-1.03
1
1
1
1
58.68
63.02
36.16
47.59
4.84
4.39
3.90
4.43
61.77
58.92
4.68
4.51
38.97
58.92
136.83
37.71
47.37
66.73
3.84
4.51
7.01
4.01
4.12
4.97
32.54
44.76
47.94
75.89
71.66
36.67
42.96
175.82
79.55
31.52
71.91
157.24
63.15
88.83
3.63
3.96
4.75
5.09
4.45
4.18
4.12
7.90
5.29
3.34
4.87
7.94
5.13
5.79
1
1
1
1
1
106.71
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
88
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
Note:
C
MPV
C
V
MB
C
B
C
C
C
C
ML
MPV
V
C
C
MPV
C
C
C
1.50
1.00
1.20
1.60
1.00
1.00
2.00
1.20
1.70
1.30
1.00
1.80
1.40
1.30
1.00
3.10
1.20
1.80
1.70
1.50
14.67
22.00
18.33
13.75
22.00
22.00
11.00
18.33
12.94
16.92
22.00
12.22
15.71
16.92
22.00
7.10
18.33
12.22
12.94
14.67
1.00
1.00
1.20
1.30
1.00
1.10
1.90
1.30
1.00
1.10
1.70
1.40
1.30
1.50
1.50
1.70
1.40
1.90
1.40
1.10
C: Car
Total Car Observed
Total Signal Cycle Observed
Total Car in DZ
Total Car RRL
22.00
22.00
18.33
16.92
22.00
20.00
11.58
16.92
22.00
20.00
12.94
15.71
16.92
14.67
14.67
12.94
15.71
11.58
15.71
20.00
B: Bus
:
:
:
:
165
103
86
52
4.96
1.48
4.14
0.00
4.96
0.00
5.93
0.53
4.14
0.00
4.33
-0.46
8.06
0.07
5.16
-0.27
5.21
1.74
4.93
0.62
5.21
-1.74
6.51
0.54
5.58
0.22
5.76
-0.39
4.96
-1.48
9.08
0.64
5.35
-0.49
7.65
-0.08
6.35
0.44
5.25
1.02
Total
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
MB: Motorbike
1
42
27
ML: Medium Lorry
Approaching Speed
Stopping Distance, (X0)
Critical Distance, (Xc)
Calculate Yellow Interval
33
1
1
52
HL: Heavy Lorry
:
:
:
:
61 km/h
110 m
77 m
3.40 sec
36.67
92.97
67.62
37.71
92.97
104.08
28.38
71.91
29.20
52.42
166.84
31.15
49.76
64.36
147.22
13.31
75.89
34.68
34.71
38.97
3.69
5.02
4.64
4.01
5.02
5.52
4.16
4.87
3.60
4.13
8.37
3.97
4.27
4.83
7.48
4.33
5.09
4.26
4.03
3.84
V: Van
89
APPENDIX C: Data Collection in Tebrau Road (Site 3)
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Type of
Vehicle
ML
C
C
C
C
C
C
MB
ML
C
C
V
C
C
C
C
C
C
ML
MB
C
MPV
MB
C
tB
(sec)
1.80
0.90
1.10
1.30
1.20
1.20
1.30
1.00
1.40
1.10
1.80
1.60
1.40
1.70
1.60
1.30
2.00
1.00
0.90
1.30
0.90
1.50
1.30
1.20
Vi
(m/s)
11.11
22.22
18.18
15.38
16.67
16.67
15.38
20.00
14.29
18.18
11.11
12.50
14.29
11.76
12.50
15.38
10.00
20.00
22.22
15.38
22.22
13.33
15.38
16.67
tA
(sec)
1.60
0.90
0.90
4.70
1.00
0.60
0.90
0.90
1.00
0.90
1.40
1.50
1.50
1.00
1.30
1.10
2.00
0.50
0.70
0.60
2.50
0.70
0.70
0.70
Vf
(m/s)
13.13
13.33
13.33
0.00
12.00
20.00
22.22
22.22
12.00
13.33
8.57
8.00
8.00
12.00
9.23
10.91
0.00
24.00
17.14
20.00
0.00
17.14
17.14
17.14
Time
Interval
(sec)
a
(m/s2)
4.46
3.04
3.43
7.02
3.77
2.95
2.87
2.56
4.11
3.43
5.49
5.27
4.85
4.54
4.97
4.11
10.80
2.45
2.74
3.05
4.86
3.54
3.32
3.19
0.45
-2.93
-1.41
-2.19
-1.24
1.13
2.38
0.87
-0.56
-1.41
-0.46
-0.85
-1.30
0.05
-0.66
-1.09
-0.93
1.63
-1.85
1.51
-4.57
1.07
0.53
0.15
Normal
Stop
Abruptly
Stop
A ≥ 3.41 m/s
2
Run Through
Amber
-
Vi ≤ VL
Accelerate
at Yellow
Vi > VL
Run
Red
Light
do
(m)
1
dc
(m)
Yellow
Interval
27.09
4.07
101.03
6.55
80.63
47.25
35.82
66.74
50.04
101.03
32.06
43.07
62.58
31.76
40.89
66.39
5.92
3.92
3.50
4.24
4.77
6.55
4.51
4.89
5.65
4.24
4.72
5.49
59.69
3.89
39.43
3.74
33.15
45.42
55.69
3.84
4.13
4.43
1
1
1
69.38
1
1
1
1
1
1
1
1
1
1
1
1
1
64.00
1
1
1
1
76.22
1
1
1
90
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
C
C
C
C
C
C
C
MB
MB
ML
MPV
MPV
C
C
C
C
C
C
ML
C
MPV
C
ML
C
C
MB
C
MB
C
C
1.00
1.20
1.00
1.50
1.00
1.10
1.20
0.80
1.00
1.00
0.90
1.20
1.50
1.30
1.00
0.80
1.00
1.20
1.50
1.10
1.20
2.00
1.20
1.90
1.50
1.60
1.40
1.60
1.40
1.40
20.00
16.67
20.00
13.33
20.00
18.18
16.67
25.00
20.00
20.00
22.22
16.67
13.33
15.38
20.00
25.00
20.00
16.67
13.33
18.18
16.67
10.00
16.67
10.53
13.33
12.50
14.29
12.50
14.29
14.29
3.50
0.90
0.70
4.30
1.00
0.80
0.60
0.80
0.90
1.10
0.60
1.00
1.00
0.60
0.90
0.60
0.50
1.10
1.40
2.40
0.60
2.40
1.50
0.70
1.10
0.90
2.40
2.60
1.70
2.80
0.00
13.33
17.14
0.00
12.00
15.00
20.00
15.00
13.33
10.91
20.00
12.00
12.00
20.00
13.33
20.00
24.00
10.91
8.57
0.00
20.00
5.00
8.00
17.14
10.91
13.33
0.00
0.00
7.06
4.29
5.40
3.60
2.91
8.10
3.38
3.25
2.95
2.70
3.24
3.49
2.56
3.77
4.26
3.05
3.24
2.4
2.45
3.92
4.93
5.94
2.95
7.20
4.38
3.90
4.46
4.18
7.56
8.64
5.06
5.82
-3.70
-0.93
-0.98
-1.65
-2.37
-0.98
1.13
-3.70
-2.06
-2.60
-0.87
-1.24
-0.31
1.51
-2.06
-2.08
1.63
-1.47
-0.97
-3.06
1.13
-0.69
-1.98
1.70
-0.54
0.20
-1.89
-1.45
-1.43
-1.72
1
74.00
1
72.58
102.39
5.44
6.02
1
86.13
47.25
5.73
3.92
1
119.39
80.63
42.03
39.43
6.19
5.92
4.51
3.74
59.69
88.26
49.70
3.89
6.38
5.09
47.25
28.41
113.75
21.38
44.35
3.92
4.65
7.91
3.75
4.68
4.18
65.78
74.65
5.87
6.49
1
1
67.33
1
1
1
1
1
1
1
1
1
1
1
1
1
1
72.18
1
1
1
1
1
1
1
1
68.29
66.50
1
1
91
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
C
V
C
MB
V
C
C
C
C
C
C
MPV
C
MPV
C
C
C
C
C
C
C
C
C
C
C
C
ML
C
C
C
1.60
1.40
1.30
1.20
1.20
0.90
1.30
1.20
1.30
1.00
1.10
1.10
1.10
1.10
1.00
1.00
1.40
1.40
1.50
1.40
1.00
1.60
1.10
1.90
1.70
1.40
1.40
2.80
2.70
1.00
12.50
14.29
15.38
16.67
16.67
22.22
15.38
16.67
15.38
20.00
18.18
18.18
18.18
18.18
20.00
20.00
14.29
14.29
13.33
14.29
20.00
12.50
18.18
10.53
11.76
14.29
14.29
7.14
7.41
20.00
2.40
1.10
1.00
1.00
1.20
1.20
1.40
0.70
2.20
1.00
2.60
0.80
0.70
0.70
0.80
0.80
1.30
1.10
0.80
3.50
0.70
0.80
0.70
1.00
0.90
0.70
1.50
1.40
3.00
0.70
0.00
0.00
12.00
12.00
10.00
10.00
8.57
17.14
0.00
12.00
4.62
15.00
17.14
17.14
15.00
15.00
9.23
10.91
15.00
0.00
17.14
15.00
17.14
12.00
13.33
17.14
8.00
8.57
0.00
17.14
8.64
7.56
3.94
3.77
4.05
3.35
4.51
3.19
7.02
3.38
4.74
3.25
3.06
3.06
3.09
3.09
4.59
4.29
3.81
7.56
2.91
3.93
3.06
4.79
4.30
3.44
4.85
6.87
14.58
2.91
-1.45
-1.89
-0.86
-1.24
-1.65
-3.65
-1.51
0.15
-2.19
-2.37
-2.86
-0.98
-0.34
-0.34
-1.62
-1.62
-1.10
-0.79
0.44
-1.89
-0.98
0.64
-0.34
0.31
0.36
0.83
-1.30
0.21
-0.51
-0.98
1
1
66.50
68.29
1
1
1
61.76
80.63
95.41
5.19
5.92
6.81
1
77.71
55.69
6.23
4.43
86.13
72.02
72.02
131.75
131.75
58.47
53.20
36.44
5.73
4.96
4.96
7.49
7.49
5.36
4.99
4.09
102.39
31.81
72.02
25.43
30.10
38.34
62.58
14.19
6.02
3.99
4.96
4.14
4.10
3.95
5.65
4.52
102.39
6.02
1
1
1
69.38
1
1
1
1
1
1
1
1
1
1
1
68.29
1
1
1
1
1
1
1
1
1
61.41
1
92
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
MB
C
C
MB
C
V
B
C
C
C
MB
C
C
V
C
C
C
V
C
C
C
C
C
C
C
C
C
C
C
C
1.00
1.00
1.10
1.00
0.90
1.30
1.70
1.20
1.10
1.30
1.10
1.10
1.20
1.50
1.10
1.00
1.00
1.60
1.30
1.20
0.90
1.30
1.20
1.00
1.30
1.50
1.60
1.00
1.00
0.80
20.00
20.00
18.18
20.00
22.22
15.38
11.76
16.67
18.18
15.38
18.18
18.18
16.67
13.33
18.18
20.00
20.00
12.50
15.38
16.67
22.22
15.38
16.67
20.00
15.38
13.33
12.50
20.00
20.00
25.00
1.00
0.80
0.80
0.90
0.80
2.30
1.20
1.30
1.30
1.20
1.30
1.10
0.80
0.80
0.70
0.70
1.60
1.10
1.10
0.70
0.70
1.10
1.20
1.30
1.20
1.30
0.70
1.00
0.70
0.60
12.00
15.00
15.00
13.33
15.00
0.00
10.00
9.23
9.23
10.00
9.23
10.91
15.00
15.00
17.14
17.14
7.50
10.91
10.91
17.14
17.14
10.91
10.00
9.23
10.00
9.23
17.14
12.00
17.14
20.00
3.38
3.09
3.25
3.24
2.90
7.02
4.96
4.17
3.94
4.25
3.94
3.71
3.41
3.81
3.06
2.91
3.93
4.61
4.11
3.19
2.74
4.11
4.05
3.69
4.25
4.79
3.64
3.38
2.91
2.40
-2.37
-1.62
-0.98
-2.06
-2.49
-2.19
-0.36
-1.78
-2.27
-1.27
-2.27
-1.96
-0.49
0.44
-0.34
-0.98
-3.18
-0.34
-1.09
0.15
-1.85
-1.09
-1.65
-2.91
-1.27
-0.86
1.27
-2.37
-0.98
-2.08
1
1
1
1
131.75
86.13
7.49
5.73
34.42
102.03
4.46
7.21
70.57
5.76
132.09
64.21
36.44
72.02
102.39
8.26
4.94
4.09
4.96
6.02
37.99
66.39
55.69
4.49
5.49
4.43
66.39
95.41
5.49
6.81
70.57
48.15
29.18
5.76
4.97
3.78
102.39
6.02
1
1
69.38
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
93
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
C
C
C
C
C
C
C
ML
C
MPV
C
C
C
C
MPV
C
C
C
MB
ML
HL
C
C
V
C
C
MB
C
C
V
1.50
1.10
1.00
1.20
1.00
1.50
1.30
1.20
1.70
1.00
1.20
1.00
1.10
1.10
1.10
1.30
1.10
0.90
0.80
1.30
1.50
1.50
1.10
1.60
1.00
1.20
1.50
1.00
1.00
1.20
13.33
18.18
20.00
16.67
20.00
13.33
15.38
16.67
11.76
20.00
16.67
20.00
18.18
18.18
18.18
15.38
18.18
22.22
25.00
15.38
13.33
13.33
18.18
12.50
20.00
16.67
13.33
20.00
20.00
16.67
0.80
3.10
1.10
1.00
1.10
0.90
1.00
2.70
2.70
1.10
1.10
1.20
1.20
1.90
0.70
1.10
3.30
0.80
0.70
2.20
1.20
1.20
1.30
0.90
0.90
1.60
1.90
1.00
1.10
1.80
15.00
0.00
10.91
12.00
10.91
13.33
12.00
0.00
0.00
10.91
10.91
10.00
10.00
0.00
17.14
10.91
0.00
15.00
17.14
0.00
10.00
10.00
9.23
13.33
13.33
7.50
6.32
12.00
10.91
0.00
3.81
5.94
3.49
3.77
3.49
4.05
3.94
6.48
9.18
3.49
3.92
3.60
3.83
5.94
3.06
4.11
5.94
2.90
2.56
7.02
4.63
4.63
3.94
4.18
3.24
4.47
5.50
3.38
3.49
6.48
0.44
-3.06
-2.60
-1.24
-2.60
0.00
-0.86
-2.57
-1.28
-2.60
-1.47
-2.78
-2.13
-3.06
-0.34
-1.09
-3.06
-2.49
-3.07
-2.19
-0.72
-0.72
-2.27
0.20
-2.06
-2.05
-1.28
-2.37
-2.60
-2.57
1
1
36.44
4.09
80.63
5.92
61.76
5.19
88.26
6.38
72.02
66.39
4.96
5.49
46.38
46.38
4.84
4.84
72.18
1
1
1
1
1
1
70.67
65.76
1
1
1
1
1
72.18
1
1
1
72.18
1
1
1
69.38
1
1
1
1
4.18
1
1
1
84.38
82.95
1
1
1
70.67
94
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
C
C
C
MB
C
C
MPV
C
HL
C
C
C
C
C
C
HL
V
C
C
C
V
C
C
C
C
C
MPV
ML
C
ML
1.10
1.00
1.20
1.00
1.10
1.20
1.10
1.00
1.20
1.00
1.00
1.00
1.30
1.30
1.60
2.10
1.20
1.00
0.90
1.10
1.10
0.90
1.00
1.20
1.00
1.00
1.10
1.30
1.30
1.60
18.18
20.00
16.67
20.00
18.18
16.67
18.18
20.00
16.67
20.00
20.00
20.00
15.38
15.38
12.50
9.52
16.67
20.00
22.22
18.18
18.18
22.22
20.00
16.67
20.00
20.00
18.18
15.38
15.38
12.50
1.00
0.80
1.00
1.30
1.30
0.90
0.90
0.70
1.4
0.80
0.80
0.80
1.40
1.20
1.50
1.80
0.80
1.00
0.90
0.80
2.90
0.70
0.80
0.80
0.70
1.30
0.80
1.40
1.40
1.30
12.00
15.00
12.00
9.23
9.23
13.33
13.33
17.14
8.57
15.00
15.00
15.00
8.57
10.00
0.00
6.67
15.00
12.00
13.33
15.00
0.00
17.14
15.00
15.00
17.14
9.23
15.00
8.57
8.57
9.23
3.58
3.09
3.77
3.69
3.94
3.60
3.43
2.91
4.28
3.09
3.09
3.09
4.51
4.25
8.64
6.67
3.41
3.38
3.04
3.25
5.94
2.74
3.09
3.41
2.91
3.69
3.25
4.51
4.51
4.97
-1.73
-1.62
-1.24
-2.91
-2.27
-0.93
-1.41
-0.98
-1.89
-1.62
-1.62
-1.62
-1.51
-1.27
-1.45
-0.43
-0.49
-2.37
-2.93
-0.98
-3.06
-1.85
-1.62
-0.49
-0.98
-2.91
-0.98
-1.51
-1.51
-0.66
1
116.43
131.75
80.63
7.40
7.49
5.92
72.58
101.03
102.39
108.15
131.75
131.75
131.75
77.71
70.57
5.44
6.55
6.02
7.57
7.49
7.49
7.49
6.23
5.76
1
24.73
64.21
4.50
4.94
1
86.13
5.73
180.64
131.75
64.21
102.39
8.94
7.49
4.94
6.02
86.13
77.71
77.71
40.89
5.73
6.23
6.23
4.72
1
1
1
1
1
1
1
1
1
1
1
1
1
1
66.50
1
1
1
1
72.18
1
1
1
1
1
1
1
1
1
95
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
C
C
C
C
C
MPV
MPV
MPV
C
C
C
C
C
C
C
C
C
MPV
C
C
C
MB
C
C
C
C
C
C
C
V
1.20
1.3
1.50
1.20
1.30
1.10
1.00
1.10
1.00
1.00
1.30
1.00
1.40
1.30
0.80
1.20
1.10
0.90
1.10
1.10
1.10
1.30
0.90
1.00
1.10
1.20
1.30
1.00
1.10
1.20
16.67
15.38
13.33
16.67
15.38
18.18
20.00
18.18
20.00
20.00
15.38
20.00
14.29
15.38
25.00
16.67
18.18
22.22
18.18
18.18
18.18
15.38
22.22
20.00
18.18
16.67
15.38
20.00
18.18
16.67
1.40
1.30
1.10
1.10
1.10
1.10
1.10
1.10
3.60
1.20
1.10
1.10
1.30
0.70
0.70
1.10
1.20
1.00
2.40
1.00
1.10
1.00
1.20
1.10
1.10
3.50
1.10
1.10
1.50
1.30
8.57
9.23
10.91
10.91
10.91
10.91
10.91
10.91
0.00
10.00
10.91
10.91
9.23
17.14
17.14
10.91
10.00
12.00
0.00
12.00
10.91
12.00
10.00
10.91
10.91
0.00
10.91
10.91
8.00
9.23
4.28
4.39
4.46
3.92
4.11
3.71
3.49
3.71
5.40
3.60
4.11
3.49
4.59
3.32
2.56
3.92
3.83
3.16
5.94
3.58
3.71
3.94
3.35
3.49
3.71
6.48
4.11
3.49
4.13
4.17
-1.89
-1.40
-0.54
-1.47
-1.09
-1.96
-2.60
-1.96
-3.70
-2.78
-1.09
-2.60
-1.10
0.53
-3.07
-1.47
-2.13
-3.24
-3.06
-1.73
-1.96
-0.86
-3.65
-2.60
-1.96
-2.57
-1.09
-2.60
-2.47
-1.78
1
1
1
1
1
1
108.15
74.34
44.35
88.26
66.39
7.57
6.01
4.68
6.38
5.49
132.09
8.26
66.39
5.49
58.47
45.42
5.36
4.13
88.26
6.38
116.43
132.09
61.76
7.40
8.26
5.19
132.09
8.26
66.39
5.49
193.71
102.03
11.65
7.21
1
1
1
74.00
1
1
1
1
1
1
1
1
1
1
72.18
1
1
1
1
1
1
1
70.67
1
1
1
1
96
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
C
C
C
MPV
C
C
C
C
C
C
C
C
C
C
B
MPV
B
C
C
C
C
MB
C
C
MB
MB
MPV
C
MPV
MPV
1.00
1.20
1.10
1.30
1.10
1.10
1.20
1.10
1.00
1.10
1.20
1.30
1.20
1.00
1.70
1.40
1.40
1.00
0.90
1.30
1.20
1.00
1.30
1.00
1.00
0.90
1.10
1.10
1.10
1.00
20.00
16.67
18.18
15.38
18.18
18.18
16.67
18.18
20.00
18.18
16.67
15.38
16.67
20.00
11.76
14.29
14.29
20.00
22.22
15.38
16.67
20.00
15.38
20.00
20.00
22.22
18.18
18.18
18.18
20.00
1.30
1.50
1.40
3.30
1.20
1.30
1.10
1.10
1.00
1.40
1.60
1.50
2.10
0.70
1.90
1.10
1.90
1.00
1.30
1.20
1.30
0.60
1.20
1.30
2.10
0.70
0.90
0.70
1.00
1.10
9.23
8.00
8.57
0.00
10.00
9.23
10.91
10.91
12.00
8.57
7.50
8.00
0.00
17.14
6.32
10.91
6.32
12.00
9.23
10.00
9.23
20.00
10.00
9.23
0.00
17.14
13.33
17.14
12.00
10.91
3.69
4.38
4.04
7.02
3.83
3.94
3.92
3.71
3.38
4.04
4.47
4.62
6.48
2.91
5.97
4.29
5.24
3.38
3.43
4.25
4.17
2.70
4.25
3.69
5.40
2.74
3.43
3.06
3.58
3.49
-2.91
-1.98
-2.38
-2.19
-2.13
-2.27
-1.47
-1.96
-2.37
-2.38
-2.05
-1.60
-2.57
-0.98
-0.91
-0.79
-1.52
-2.37
-3.78
-1.27
-1.78
0.00
-1.27
-2.91
-3.70
-1.85
-1.41
-0.34
-1.73
-2.60
1
1
1
113.75
7.91
88.26
6.38
118.88
80.73
8.22
6.42
102.39
39.47
53.20
68.28
212.38
6.02
4.89
4.99
6.05
11.52
1
70.57
102.03
1
70.57
5.76
7.21
4.84
5.76
101.03
72.02
116.43
6.55
4.96
7.40
1
69.38
1
1
1
1
1
1
1
1
1
1
70.67
1
1
1
1
1
1
1
1
1
74.00
1
1
1
1
1
97
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
C
C
MB
B
HL
C
C
C
C
C
ML
C
B
ML
C
C
C
C
C
C
HILUX
ML
C
C
C
C
C
C
C
C
1.00
0.90
1.00
1.70
1.60
1.50
1.20
1.40
1.40
1.50
1.40
1.40
1.10
1.20
1.20
1.30
1.20
1.00
1.00
1.00
1.10
1.50
1.40
1.30
1.10
0.90
1.10
1.30
1.20
1.20
20.00
22.22
20.00
11.76
12.50
13.33
16.67
14.29
14.29
13.33
14.29
14.29
18.18
16.67
16.67
15.38
16.67
20.00
20.00
20.00
18.18
13.33
14.29
15.38
18.18
22.22
18.18
15.38
16.67
16.67
2.60
2.60
0.70
1.70
1.80
1.30
1.00
1.10
1.00
0.80
1.50
1.00
1.30
1.30
1.40
1.10
2.40
1.20
1.00
2.80
0.60
1.30
4.40
1.20
1.00
1.10
0.90
1.30
0.80
0.90
0.00
0.00
17.14
7.06
6.67
9.23
12.00
10.91
12.00
15.00
8.00
12.00
9.23
9.23
8.57
10.91
0.00
10.00
12.00
0.00
20.00
9.23
0.00
10.00
12.00
10.91
13.33
9.23
15.00
13.33
5.40
4.86
2.91
5.74
5.63
4.79
3.77
4.29
4.11
3.81
4.85
4.11
3.94
4.17
4.28
4.11
6.48
3.60
3.38
5.40
2.83
4.79
7.56
4.25
3.58
3.26
3.43
4.39
3.41
3.60
-3.70
-4.57
-0.98
-0.82
-1.04
-0.86
-1.24
-0.79
-0.56
0.44
-1.30
-0.56
-2.27
-1.78
-1.89
-1.09
-2.57
-2.78
-2.37
-3.70
0.64
-0.86
-1.89
-1.27
-1.73
-3.47
-1.41
-1.40
-0.49
-0.93
1
1
74.00
76.22
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
102.39
38.49
45.40
48.15
80.63
53.20
50.04
36.44
62.58
50.04
6.02
4.81
5.08
4.97
5.92
4.99
4.77
4.09
5.65
4.77
102.03
108.15
66.39
7.21
7.57
5.49
58.97
48.15
4.24
4.97
70.57
116.43
5.76
7.40
101.03
74.34
64.21
72.58
6.55
6.01
4.94
5.44
70.67
1
1
1
74.00
1
1
1
68.29
1
1
1
1
1
1
1
98
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
C
C
MB
MB
C
C
C
C
V
ML
MB
C
C
C
C
MPV
C
C
C
C
MPV
MB
MPV
C
C
C
C
C
MPV
V
1.50
1.40
1.30
1.40
1.00
0.80
1.10
1.00
1.00
1.00
1.00
0.90
1.20
1.00
1.20
1.00
0.90
1.00
0.80
0.90
1.20
0.70
1.20
1.00
1.00
0.90
1.50
1.20
1.20
1.10
13.33
14.29
15.38
14.29
20.00
25.00
18.18
20.00
20.00
20.00
20.00
22.22
16.67
20.00
16.67
20.00
22.22
20.00
25.00
22.22
16.67
28.57
16.67
20.00
20.00
22.22
13.33
16.67
16.67
18.18
1.40
1.00
0.90
1.00
0.80
0.70
2.20
1.10
0.90
0.90
0.90
0.80
1.50
1.40
1.80
0.70
0.80
0.80
0.60
0.70
0.80
0.60
0.90
1.20
1.00
2.90
1.30
1.20
1.10
1.30
8.57
12.00
13.33
12.00
15.00
17.14
0.00
10.91
13.33
13.33
13.33
15.00
8.00
8.57
0.00
17.14
15.00
15.00
20.00
17.14
15.00
20.00
13.33
10.00
12.00
0.00
9.23
10.00
10.91
9.23
4.93
4.11
3.76
4.11
3.09
2.56
5.94
3.49
3.24
3.24
3.24
2.90
4.38
3.78
6.48
2.91
2.90
3.09
2.40
2.74
3.41
2.22
3.60
3.60
3.38
4.86
4.79
4.05
3.92
3.94
-0.97
-0.56
-0.55
-0.56
-1.62
-3.07
-3.06
-2.60
-2.06
-2.06
-2.06
-2.49
-1.98
-3.02
-2.57
-0.98
-2.49
-1.62
-2.08
-1.85
-0.49
-3.85
-0.93
-2.78
-2.37
-4.57
-0.86
-1.65
-1.47
-2.27
1
1
1
1
1
1
1
49.70
50.04
56.70
50.04
131.75
5.09
4.77
4.86
4.77
7.49
113.75
7.91
102.39
6.02
131.75
7.49
64.21
4.94
72.58
5.44
48.15
95.41
88.26
4.97
6.81
6.38
72.18
1
1
1
1
1
1
1
86.15
1
1
1
1
1
1
1
1
1
1
1
1
76.22
1
1
1
1
99
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
C
V
C
MPV
C
C
C
C
MPV
C
ML
C
C
MB
HILUX
ML
MB
MB
MB
C
ML
C
B
C
B
C
B
C
C
ML
1.30
1.30
1.20
1.20
1.40
1.30
1.00
1.20
1.30
1.80
2.00
1.80
2.20
1.90
2.10
1.60
1.40
1.60
1.10
2.00
1.10
1.40
1.50
0.90
1.30
1.10
1.10
1.60
1.10
1.20
15.38
15.38
16.67
16.67
14.29
15.38
20.00
16.67
15.38
11.11
10.00
11.11
9.09
10.53
9.52
12.50
14.29
12.50
18.18
10.00
18.18
14.29
13.33
22.22
15.38
18.18
18.18
12.50
18.18
16.67
1.70
0.80
1.10
2.60
1.70
1.30
1.30
0.90
0.80
1.10
1.00
0.80
1.50
4.40
1.10
1.50
1.20
1.20
1.50
1.30
1.10
0.90
1.40
0.90
0.70
0.70
0.80
1.10
1.10
1.30
0.00
15.00
10.91
0.00
7.06
9.23
9.23
13.33
15.00
10.91
12.00
15.00
8.00
0.00
10.91
8.00
10.00
10.00
8.00
9.23
10.91
13.33
8.57
13.33
17.14
17.14
15.00
10.91
10.91
9.23
7.02
3.55
3.92
6.48
5.06
4.39
3.69
3.60
3.55
4.90
4.91
4.14
6.32
10.26
5.29
5.27
4.45
4.80
4.13
5.62
3.71
3.91
4.93
3.04
3.32
3.06
3.25
4.61
3.71
4.17
-2.19
-0.11
-1.47
-2.57
-1.43
-1.40
-2.91
-0.93
-0.11
-0.04
0.41
0.94
-0.17
-1.03
0.26
-0.85
-0.96
-0.52
-2.47
-0.14
-1.96
-0.24
-0.97
-2.93
0.53
-0.34
-0.98
-0.34
-1.96
-1.78
1
69.38
1
1
1
51.23
88.26
4.51
6.38
65.78
74.34
5.87
6.01
72.58
51.23
29.43
23.10
25.30
21.87
43.07
56.00
39.54
5.44
4.51
4.28
4.12
3.91
4.40
4.93
4.20
4.89
5.19
4.61
25.28
132.09
46.51
49.70
4.34
8.26
4.52
5.09
45.42
72.02
86.13
37.99
132.09
102.03
4.13
4.96
5.73
4.49
8.26
7.21
70.67
1
1
1
1
1
1
1
1
1
1
64.53
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
100
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
C
MB
C
C
C
C
B
C
C
V
V
MB
C
C
C
C
C
B
C
C
C
HL
HL
C
C
C
C
C
C
C
1.40
1.10
1.10
1.00
1.50
1.10
1.60
1.40
1.70
1.60
1.10
1.20
1.00
1.40
0.90
1.00
1.20
1.00
0.90
1.10
1.20
1.30
1.30
0.90
1.00
0.90
1.00
1.40
1.40
1.20
14.29
18.18
18.18
20.00
13.33
18.18
12.50
14.29
11.76
12.50
18.18
16.67
20.00
14.29
22.22
20.00
16.67
20.00
22.22
18.18
16.67
15.38
15.38
22.22
20.00
22.22
20.00
14.29
14.29
16.67
1.20
1.20
1.30
1.10
1.00
1.10
3.00
1.10
1.10
1.20
1.10
1.20
1.20
0.80
0.70
0.80
0.80
0.80
1.00
1.20
1.00
1.20
1.60
0.90
1.20
0.80
0.70
1.10
1.30
0.70
10.00
10.00
9.23
10.91
12.00
10.91
0.00
10.91
10.91
10.00
10.91
10.00
10.00
15.00
17.14
15.00
15.00
15.00
12.00
10.00
12.00
10.00
7.50
13.33
10.00
15.00
17.14
10.91
9.23
17.14
4.45
3.83
3.94
3.49
4.26
3.71
8.64
4.29
4.76
4.80
3.71
4.05
3.60
3.69
2.74
3.09
3.41
3.09
3.16
3.83
3.77
4.25
4.72
3.04
3.60
2.90
2.91
4.29
4.59
3.19
-0.96
-2.13
-2.27
-2.60
-0.31
-1.96
-1.45
-0.79
-0.18
-0.52
-1.96
-1.65
-2.78
0.19
-1.85
-1.62
-0.49
-1.62
-3.24
-2.13
-1.24
-1.27
-1.67
-2.93
-2.78
-2.49
-0.98
-0.79
-1.10
0.15
1
56.00
5.19
42.03
132.09
52.29
53.20
33.19
39.54
132.09
95.41
4.51
8.26
5.63
4.99
4.36
4.61
8.26
6.81
42.60
4.25
131.75
64.21
131.75
7.49
4.94
7.49
80.63
70.57
83.43
5.92
5.76
6.60
102.39
53.20
58.47
55.69
6.02
4.99
5.36
4.43
1
1
1
1
1
1
66.50
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
101
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
MB
V
C
C
C
C
C
C
ML
MPV
C
C
C
C
V
MB
C
C
C
C
C
C
C
MPV
MPV
C
C
C
C
C
1.20
1.50
1.30
1.40
1.50
1.50
1.30
1.60
1.40
1.50
1.30
1.00
1.40
1.50
1.50
1.20
0.90
1.00
1.00
0.80
1.00
1.20
1.30
1.50
1.70
1.50
1.30
1.20
1.30
2.00
16.67
13.33
15.38
14.29
13.33
13.33
15.38
12.50
14.29
13.33
15.38
20.00
14.29
13.33
13.33
16.67
22.22
20.00
20.00
25.00
20.00
16.67
15.38
13.33
11.76
13.33
15.38
16.67
15.38
10.00
1.30
1.20
2.00
1.00
1.00
1.10
2.30
2.30
1.70
1.00
2.50
1.50
1.60
1.70
1.40
0.80
1.00
0.90
1.30
1.30
0.80
2.10
2.50
1.70
1.40
1.30
1.20
1.30
2.50
1.00
9.23
10.00
6.00
12.00
12.00
10.91
5.22
5.22
7.06
12.00
0.00
8.00
7.50
7.06
8.57
15.00
12.00
13.33
9.23
9.23
15.00
0.00
0.00
7.06
8.57
9.23
10.00
9.23
0.00
12.00
4.17
4.63
5.05
4.11
4.26
4.46
5.24
6.10
5.06
4.26
7.02
3.86
4.96
5.30
4.93
3.41
3.16
3.24
3.69
3.16
3.09
6.48
7.02
5.30
5.31
4.79
4.25
4.17
7.02
4.91
-1.78
-0.72
-1.86
-0.56
-0.31
-0.54
-1.94
-1.19
-1.43
-0.31
-2.19
-3.11
-1.37
-1.18
-0.97
-0.49
-3.24
-2.06
-2.91
-5.00
-1.62
-2.57
-2.19
-1.18
-0.60
-0.86
-1.27
-1.78
-2.19
0.41
1
1
1
102.03
46.38
7.21
4.84
50.04
42.03
44.35
4.77
4.51
4.68
47.77
65.78
42.03
5.27
5.87
4.51
64.28
53.28
49.70
64.21
5.77
5.35
5.09
4.94
131.75
7.49
53.28
36.40
48.15
70.57
102.03
5.35
4.63
4.97
5.76
7.21
23.10
4.12
79.07
1
1
1
1
76.40
1
1
1
1
69.38
1
1
1
1
1
1
1
1
1
1
1
1
70.67
69.38
1
1
1
1
1
1
69.38
1
102
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
Note:
V
C
C
C
C
C
V
MPV
C
C
MPV
C
C
C
C
MB
C
C
C
MB
C
1.20
1.20
1.20
1.40
1.20
0.80
1.90
1.40
1.10
1.70
0.90
1.20
1.20
1.00
1.20
1.00
1.50
1.30
1.20
1.20
1.00
16.67
16.67
16.67
14.29
16.67
25.00
10.53
14.29
18.18
11.76
22.22
16.67
16.67
20.00
16.67
20.00
13.33
15.38
16.67
16.67
20.00
C: Car
Total C Observed
Total Signal Cycle Observed
Total C in DZ
Total C RRL
Approaching Speed
0.80
1.00
1.10
1.30
1.20
0.90
1.70
1.10
1.30
1.20
1.50
1.30
1.70
1.30
1.40
1.10
3.00
0.70
0.80
0.70
0.80
15.00
12.00
10.91
9.23
10.00
13.33
7.06
10.91
9.23
10.00
8.00
9.23
7.06
9.23
8.57
10.91
4.00
17.14
15.00
17.14
15.00
B: Bus
:
:
:
:
:
405
104
120
83
56 km/h
3.41
3.77
3.92
4.59
4.05
2.82
6.14
4.29
3.94
4.96
3.57
4.17
4.55
3.69
4.28
3.49
6.23
3.32
3.41
3.19
3.09
-0.49
-1.24
-1.47
-1.10
-1.65
-4.14
-0.56
-0.79
-2.27
-0.36
-3.98
-1.78
-2.11
-2.91
-1.89
-2.60
-1.50
0.53
-0.49
0.15
-1.62
MB: Motorbike
1
1
1
1
1
64.21
80.63
88.26
58.47
95.41
4.94
5.92
6.38
5.36
6.81
30.00
53.20
4.57
4.99
1
34.42
4.46
1
102.03
123.56
7.21
8.50
108.15
7.57
45.42
64.21
55.69
131.75
4.13
4.94
4.43
7.49
1
1
1
1
1
1
1
1
1
1
72.67
1
1
1
1
ML: Medium Lorry
HL: Heavy Lorry
Stopping Distance, (X0)
Critical Distance, (Xc)
Calculate Yellow Interval
: 71 m
: 109 m
: 5.46 sec
V: Van
103
APPENDIX D: Data Collection in Tun Aminah Road – Dato’ Sulaiman (Site 4)
No.
Type of
Vehicle
tB
(sec)
Vi
(m/s)
tA
(sec)
Vf
(m/s)
Time
Interval
(sec)
a
(m/s2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
C
C
B
B
HL
MB
C
C
C
C
MPV
MPV
C
C
C
MPV
C
C
HILUX
HILUX
ML
MPV
C
C
C
1.10
1.20
1.80
3.00
2.50
1.50
2.00
1.70
1.70
3.10
2.50
1.00
1.00
2.00
2.30
1.70
1.30
1.00
2.60
2.50
1.50
1.30
1.50
2.10
2.20
17.27
15.83
10.56
6.33
7.60
12.67
9.50
11.18
11.18
6.13
7.60
19.00
19.00
9.50
8.26
11.18
14.62
19.00
5.00
6.00
10.00
11.54
8.67
7.14
5.91
0.90
1.10
1.30
1.70
1.60
2.10
1.20
1.20
1.10
1.50
1.80
1.10
0.90
2.20
2.20
1.20
1.30
1.90
1.70
1.70
1.60
2.10
1.50
2.00
1.70
18.89
15.45
13.08
10.00
10.63
0.00
14.17
14.17
15.45
11.33
9.44
15.45
18.89
7.73
7.73
14.17
13.08
0.00
10.00
10.00
10.63
8.10
11.33
8.50
10.00
3.93
4.54
6.01
8.69
7.79
11.21
6.00
5.60
5.33
8.13
8.33
4.12
3.75
8.24
8.88
5.60
5.13
7.47
5.47
7.00
5.43
5.70
4.10
7.16
7.04
0.41
-0.08
0.42
0.42
0.39
-1.13
0.78
0.53
0.80
0.64
0.22
-0.86
-0.03
-0.22
-0.06
0.53
-0.30
-2.54
0.91
0.57
0.12
-0.60
0.65
0.19
0.58
Normal
Stop
Abruptly
Stop
A ≥ 3.41
m/s-2
Run Through
Amber
Vi ≤ VL
Accelerate
at Yellow
Vi > VL
Run
Red
Light
do
(m)
1
1
1
1
1
1
dc
(m)
Yellow
Interval
56.31
53.51
25.10
11.57
15.20
4.56
4.79
4.50
5.36
4.95
20.28
27.01
26.00
10.77
15.55
89.79
72.40
23.62
18.45
27.01
48.96
4.49
4.42
4.33
5.41
4.99
5.90
4.99
4.84
4.94
4.42
4.88
7.89
10.52
24.18
35.26
17.92
14.23
10.28
6.06
5.49
4.66
5.00
4.65
5.13
5.53
83.67
1
1
1
1
1
1
1
1
1
1
1
1
1
90.00
1
1
1
1
1
1
1
104
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
C
ML
C
C
C
B
C
ML
ML
C
C
C
C
MPV
C
C
ML
B
C
MPV
C
B
ML
V
C
C
C
V
C
C
3.00
2.30
1.10
1.60
1.00
1.00
5.30
3.80
2.60
2.20
1.80
1.90
1.70
1.70
2.40
2.80
3.30
2.10
2.50
2.00
1.10
2.60
1.50
1.50
2.80
2.60
1.50
1.80
1.40
1.40
5.00
5.65
13.64
9.38
19.00
19.00
3.58
5.00
7.31
8.64
10.56
6.84
7.65
8.82
5.42
4.64
3.94
6.19
5.20
6.50
11.82
5.00
12.67
12.67
4.64
5.00
8.67
10.56
13.57
13.57
1.50
2.10
1.30
1.50
1.00
0.90
1.60
1.30
1.10
1.40
1.40
1.50
1.70
1.80
1.50
1.70
1.80
1.80
2.20
2.30
2.00
1.50
1.20
1.40
1.40
2.20
2.10
1.70
1.40
1.60
11.33
8.10
13.08
11.33
17.00
18.89
10.63
13.08
15.45
12.14
12.14
11.33
10.00
9.44
11.33
10.00
9.44
9.44
7.73
7.39
8.50
11.33
14.17
12.14
12.14
0.00
8.10
10.00
12.14
10.63
5.02
8.15
3.07
3.96
3.94
3.75
9.99
7.86
6.24
6.83
6.26
6.16
6.35
4.49
6.69
7.65
8.37
7.16
8.66
8.06
5.51
6.86
5.29
5.72
6.67
22.40
6.68
6.91
5.52
5.87
1.26
0.30
-0.18
0.49
-0.51
-0.03
0.70
1.03
1.31
0.51
0.25
0.73
0.37
0.14
0.88
0.70
0.66
0.45
0.29
0.11
-0.60
0.92
0.28
-0.09
1.12
-0.22
-0.09
-0.08
-0.26
-0.50
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
7.68
9.96
42.44
20.63
81.18
72.40
5.15
7.82
12.97
18.14
25.76
12.50
15.38
19.79
8.83
7.27
5.85
11.15
8.85
12.50
36.69
7.88
34.39
36.84
7.02
6.02
5.72
4.76
4.59
5.45
4.99
7.68
6.04
4.84
4.69
4.56
5.10
4.94
4.78
5.77
6.39
7.17
5.42
6.01
5.37
5.00
6.06
4.48
4.68
6.34
19.96
27.29
42.79
45.24
4.89
4.71
4.80
4.98
61.00
1
1
1
1
105
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
V
MB
C
C
ML
V
C
ML
MPV
HILUX
C
C
MB
C
C
C
C
V
C
C
HILUX
C
C
C
C
ML
C
C
C
B
2.80
1.00
2.40
1.60
3.40
2.30
2.70
2.70
3.00
1.10
1.30
2.30
1.30
2.30
2.30
2.20
1.50
1.50
1.80
2.70
1.40
1.30
1.40
1.10
3.80
1.00
1.40
1.40
1.60
1.70
5.36
19.00
6.25
9.38
4.41
5.65
5.56
4.81
4.33
17.27
14.62
6.52
14.62
6.52
6.52
6.82
10.00
8.67
10.56
5.56
13.57
14.62
13.57
17.27
3.95
15.00
10.71
10.71
9.38
8.82
1.30
0.80
1.60
1.60
1.40
1.30
1.70
1.40
1.50
1.10
1.30
1.90
1.30
2.20
2.00
2.10
2.20
1.70
1.70
2.10
1.80
1.10
1.20
1.30
1.70
3.10
3.30
1.70
2.60
1.80
13.08
21.25
10.63
10.63
12.14
13.08
10.00
12.14
11.33
15.45
13.08
8.95
13.08
9.55
10.50
10.00
9.55
12.35
12.35
10.00
11.67
19.09
17.50
16.15
12.35
6.77
6.36
12.35
8.08
11.67
4.45
3.53
4.86
4.10
4.95
5.98
5.27
6.60
7.15
4.34
5.13
5.30
5.13
4.61
4.35
4.40
3.79
4.95
5.85
4.76
5.31
3.98
4.31
4.01
4.54
3.40
4.33
3.21
4.24
3.61
1.74
0.64
0.90
0.30
1.56
1.24
0.84
1.11
0.98
-0.42
-0.30
0.46
-0.30
0.66
0.92
0.72
-0.12
0.75
0.31
0.93
-0.36
1.13
0.91
-0.28
1.85
-2.42
-1.00
0.51
-0.31
0.79
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
8.15
63.59
10.78
21.20
6.37
9.09
9.18
7.38
6.47
67.15
48.96
12.02
48.96
11.75
11.44
12.44
25.20
17.71
25.54
9.11
43.75
38.16
34.88
64.92
5.43
128.68
34.57
25.35
23.53
18.10
5.70
4.53
5.31
4.65
6.52
5.57
5.69
6.18
6.66
5.18
4.88
5.28
4.88
5.24
5.19
5.11
4.76
4.63
4.54
5.67
4.87
4.14
4.22
5.06
7.05
10.07
5.32
4.46
4.90
4.59
106
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
C
C
C
C
ML
C
C
MPV
V
C
MB
C
C
C
C
C
C
HILUX
MPV
C
C
C
C
C
ML
V
C
C
B
C
2.70
1.60
1.50
1.20
1.20
1.00
1.80
1.10
2.10
1.20
1.50
2.00
1.70
1.90
1.70
0.90
1.40
2.60
0.90
2.40
2.50
1.30
1.70
2.20
1.50
1.80
1.40
1.20
1.90
1.50
4.81
9.38
10.00
12.50
12.50
15.00
8.33
13.64
7.14
12.50
12.67
7.50
8.82
7.89
11.18
21.11
10.71
5.77
21.11
5.42
6.00
11.54
8.82
6.82
10.00
8.33
10.71
12.50
10.00
10.00
2.40
2.80
2.90
2.20
2.20
1.50
1.80
3.10
2.40
1.30
1.20
3.40
3.30
3.90
1.40
0.90
2.20
2.10
0.80
2.90
3.40
2.90
2.50
2.60
2.40
2.70
2.90
2.10
2.00
2.20
8.75
7.50
7.24
9.55
9.55
14.00
11.67
0.00
8.75
16.15
17.50
6.18
6.36
5.38
15.00
23.33
9.55
10.00
26.25
7.24
6.18
7.24
8.40
8.08
8.75
7.78
7.24
10.00
10.50
9.55
5.46
4.39
4.29
3.36
3.36
2.55
3.70
5.43
4.66
2.58
4.44
5.41
4.87
5.57
5.12
3.02
3.65
4.69
2.83
8.22
6.08
3.94
4.30
4.97
3.95
4.59
4.12
3.29
6.54
6.86
0.72
-0.43
-0.64
-0.88
-0.88
-0.39
0.90
-2.51
0.35
1.41
1.09
-0.24
-0.50
-0.45
0.75
0.74
-0.32
0.90
1.82
0.22
0.03
-1.09
-0.10
0.25
-0.32
-0.12
-0.84
-0.76
0.08
-0.07
1
1
1
1
1
1
1
1
7.62
24.11
28.07
43.38
43.38
52.28
16.39
6.24
4.96
5.05
5.26
5.26
4.98
4.65
13.94
28.69
30.50
16.39
22.22
18.42
26.20
74.85
29.29
9.63
63.75
9.46
11.23
40.24
20.58
13.16
26.16
18.89
33.07
41.98
24.34
24.95
5.09
4.09
4.18
5.17
5.06
5.17
4.35
4.61
4.82
5.55
4.08
5.88
5.61
5.43
4.87
5.22
4.86
4.95
5.18
5.15
4.67
4.74
50.64
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
107
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
C
C
V
C
C
C
B
C
C
C
C
C
ML
C
C
C
C
C
ML
C
C
C
MB
C
C
C
C
C
B
C
2.10
1.50
2.10
2.30
2.90
2.60
2.70
1.10
1.00
1.20
2.10
2.00
1.60
2.10
1.10
1.50
1.20
1.50
2.00
1.80
1.80
2.20
1.00
1.80
1.20
1.50
1.80
2.40
2.70
2.10
7.14
10.00
9.05
5.65
4.48
5.00
5.56
13.64
15.00
15.83
6.19
9.50
11.88
9.05
17.27
10.00
15.83
12.67
9.50
10.56
10.56
8.64
19.00
10.56
15.83
12.67
8.33
6.25
5.56
7.14
2.40
2.00
2.20
2.00
2.50
2.50
2.00
2.30
2.60
1.90
2.50
1.40
1.50
1.90
2.80
1.40
1.20
2.80
2.40
1.10
1.80
2.00
1.30
1.10
2.20
1.60
1.80
1.60
1.80
1.90
8.75
10.50
9.55
10.50
8.40
8.40
10.50
9.13
8.08
11.05
8.40
15.00
14.00
11.05
7.50
15.00
17.50
7.50
8.75
19.09
11.67
10.50
16.15
19.09
9.55
13.13
9.44
10.63
9.44
8.95
4.66
3.61
7.21
6.44
8.07
7.76
4.61
3.25
3.21
3.87
5.07
5.47
5.18
6.67
5.41
2.96
2.22
6.64
7.34
4.52
6.03
7.00
3.81
4.52
5.28
5.20
4.16
4.39
4.93
4.60
0.35
0.14
0.07
0.75
0.49
0.44
1.07
-1.39
-2.16
-1.24
0.44
1.01
0.41
0.30
-1.81
1.69
0.75
-0.78
-0.10
1.89
0.18
0.27
-0.75
1.89
-1.19
0.09
0.27
1.00
0.79
0.39
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
13.94
24.09
20.81
9.49
7.06
8.25
9.00
59.58
104.93
73.49
11.17
19.72
30.33
20.08
110.31
19.81
45.96
43.14
23.14
21.07
26.06
18.78
86.77
21.07
72.32
35.60
17.78
10.68
9.23
13.85
5.09
4.65
4.78
5.64
6.57
6.13
5.65
6.01
8.49
6.06
5.42
4.43
4.44
4.69
7.68
4.22
4.32
5.17
4.79
4.12
4.59
4.77
5.75
4.12
5.98
4.58
4.82
5.29
5.69
5.08
108
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
C
MB
MB
MPV
C
C
C
C
C
C
C
HILUX
B
MB
B
C
C
ML
ML
C
C
B
C
C
ML
C
B
MB
C
C
1.60
2.10
1.80
1.80
1.20
2.20
2.30
2.60
2.70
2.00
1.70
1.30
1.80
3.00
3.20
2.20
2.60
2.50
3.10
1.30
1.20
2.20
2.20
1.40
3.20
2.30
2.60
1.20
2.10
1.60
9.38
7.14
8.33
8.33
15.83
6.82
6.52
5.77
5.56
7.50
8.82
11.54
8.33
5.00
4.69
8.64
5.77
6.00
4.84
11.54
12.50
6.82
6.82
10.71
4.69
6.52
5.77
15.83
7.14
9.38
1.90
1.90
2.20
1.20
1.20
1.3
1.8
1.50
2.20
2.30
0.90
2.00
2.10
1.20
2.90
1.00
2.20
3.50
2.50
1.30
1.00
3.10
2.20
1.80
1.70
1.40
1.70
0.90
1.20
2.30
8.95
8.95
7.73
14.17
14.17
13.08
9.44
11.33
7.73
7.39
18.89
8.50
8.10
14.17
5.86
17.00
7.73
4.86
6.80
13.08
17.00
5.48
7.73
9.44
10.00
12.14
10.00
18.89
14.17
7.39
4.04
4.60
4.61
3.29
4.47
3.72
4.63
4.33
5.57
4.97
2.67
3.69
4.50
3.86
7.01
5.23
5.48
6.82
6.36
3.01
2.51
6.02
5.09
3.67
5.04
3.96
4.69
3.86
3.47
4.41
-0.11
0.39
-0.13
1.77
-0.37
1.68
0.63
1.29
0.39
-0.02
3.77
-0.82
-0.05
2.37
0.17
1.60
0.36
-0.17
0.31
0.51
1.79
-0.22
0.18
-0.35
1.05
1.42
0.90
0.79
2.02
-0.45
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
22.68
13.85
18.92
15.03
57.11
11.38
11.78
9.31
9.62
15.80
14.25
37.27
18.68
7.16
7.76
16.08
10.19
11.55
7.99
28.51
27.51
14.11
13.30
29.45
7.15
10.93
9.63
45.67
11.84
24.22
4.81
5.08
4.96
4.49
5.02
4.95
5.24
5.50
5.76
5.09
4.15
5.17
4.93
5.91
6.43
4.46
5.65
5.66
6.28
4.41
3.99
5.35
5.24
4.84
6.30
5.11
5.55
4.30
4.79
4.97
109
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
V
C
C
C
C
C
C
C
C
C
C
C
ML
C
C
C
C
C
C
C
C
MB
C
C
C
V
C
V
C
C
1.90
1.60
1.30
3.10
1.60
1.80
2.20
1.60
1.70
2.70
2.90
1.20
1.20
1.90
2.00
2.90
2.30
1.50
1.30
1.30
2.20
1.20
2.10
1.60
1.60
2.80
1.40
1.80
1.70
1.70
7.89
9.38
11.54
4.84
9.38
8.33
6.82
11.88
8.82
5.56
5.17
12.50
15.83
7.89
7.50
5.17
6.52
12.67
14.62
14.62
6.82
12.50
7.14
11.88
11.88
5.36
10.71
8.33
11.18
11.18
1.60
1.80
1.90
1.80
1.50
1.40
2.60
1.20
2.70
2.10
2.00
2.20
2.30
2.40
2.00
2.10
1.70
1.40
1.40
0.70
1.10
1.30
1.30
0.80
1.00
2.30
2.10
1.10
1.50
1.00
10.63
9.44
8.95
9.44
11.33
12.14
6.54
14.17
6.30
8.10
8.50
7.73
7.39
7.08
8.50
8.10
10.00
12.14
12.14
24.29
15.45
13.08
13.08
21.25
17.00
7.39
8.10
15.45
11.33
17.00
4.00
3.93
3.61
5.18
3.57
3.61
5.54
5.15
4.89
5.42
5.41
3.66
5.77
4.94
4.63
5.58
4.48
5.40
5.01
3.44
3.32
2.89
3.66
4.05
4.64
5.80
3.93
3.11
5.95
4.76
0.68
0.02
-0.72
0.89
0.55
1.05
-0.05
0.45
-0.52
0.47
0.61
-1.30
-1.46
-0.16
0.22
0.52
0.78
-0.10
-0.49
2.81
2.60
0.20
1.62
2.32
1.10
0.35
-0.67
2.29
0.03
1.22
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
15.51
22.20
36.26
7.56
20.48
16.11
13.74
30.16
22.28
9.53
8.50
49.61
80.22
17.50
15.26
8.57
11.60
36.88
51.24
31.79
10.69
34.14
12.21
24.19
27.49
9.17
31.63
14.43
29.35
24.65
4.80
4.76
5.08
6.19
4.57
4.62
5.30
4.43
5.06
5.75
5.97
5.76
6.48
5.05
5.02
5.99
5.21
4.68
5.04
3.71
4.85
4.52
4.85
3.92
4.20
5.89
5.04
4.42
4.63
4.21
110
206
207
208
209
210
211
212
HILUX
C
C
C
MB
C
C
1.60
1.80
2.30
1.50
1.4
1.90
1.70
11.88
8.33
6.52
10.00
10.71
7.89
11.18
1.00
1.60
1.90
1.50
1.60
1.70
1.50
17.00
10.63
8.95
11.33
10.63
10.00
11.33
4.64
3.90
4.78
3.47
3.47
4.14
5.95
1.10
0.59
0.51
0.38
-0.03
0.51
0.03
Total
Note:
C: Car
Total Car Observed
Total Signal Cycle Observed
Total Car in DZ
Total Car RRL
B: Bus
:
:
:
:
212
111
171
90
1
1
1
1
1
1
4
MB: Motorbike
0
29
8
81
4.20
4.73
5.27
4.56
4.67
4.84
4.63
90
ML: Medium Lorry
HL: Heavy Lorry
Approaching Speed
Stopping Distance, (X0)
Critical Distances, (Xc)
Calculate Yellow Interval
:
:
:
:
30 km/h
71 m
26 m
5.16 sec
27.49
17.02
11.95
23.18
27.67
15.85
29.35
V: Van
111
APPENDIX E: Data Collection in Gelang Patah Road (Site 5)
No.
Type
of
Vehicle
tB
(sec)
Vi
(m/s)
tA
(sec)
Vf
(m/s)
Time
Interval
(sec)
a
(m/s2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
C
C
C
C
ML
HL
C
C
C
C
C
MB
MB
C
C
C
C
HILUX
C
MPV
C
C
C
C
2.40
2.30
2.50
2.60
2.20
5.90
1.70
1.30
1.90
2.30
2.00
3.70
2.20
3.00
2.60
2.20
3.90
3.00
2.80
3.90
4.70
3.70
1.80
3.90
12.92
13.48
12.40
11.92
14.09
5.25
18.24
23.85
16.32
13.48
15.50
8.38
14.09
10.33
11.92
14.09
7.95
10.33
11.07
7.95
6.60
8.38
17.22
7.95
1.60
1.20
2.00
1.20
1.30
3.30
1.00
1.00
1.10
1.40
1.00
1.60
0.90
1.6
1.10
1.50
2.40
1.30
1.30
2.20
2.40
1.60
1.40
1.80
14.63
19.50
11.70
0.00
18.00
7.09
23.40
23.40
21.27
16.71
23.40
14.63
26.00
14.63
21.27
15.60
9.75
18.00
18.00
10.64
9.75
14.63
16.71
13.00
4.62
3.86
5.28
10.67
3.96
10.30
3.06
2.69
3.38
4.21
3.27
5.53
3.17
5.10
3.83
4.28
7.19
4.49
4.38
6.84
7.78
5.53
3.75
6.07
0.37
1.56
-0.13
-1.12
0.99
0.18
1.69
-0.17
1.46
0.77
2.42
1.13
3.75
0.84
2.44
0.35
0.25
1.71
1.58
0.39
0.41
1.13
-0.14
0.83
Normal
Stop
Abruptly
Stop
A ≥ 3.41
m/s-2
Run Through
Amber
Vi ≤ VL
Accelerate
at Yellow
Vi > VL
Run
Red
Light
do
(m)
1
1
1
1
dc
(m)
Yellow
Interval
34.99
31.75
35.86
4.61
4.17
4.87
36.67
9.10
50.83
111.48
43.62
35.22
36.12
16.11
27.95
22.89
24.07
40.48
16.58
20.77
23.34
16.26
12.30
16.11
62.51
15.40
4.34
6.40
4.13
5.70
4.18
4.43
3.91
4.85
3.72
4.59
4.07
4.61
5.17
4.38
4.32
5.13
5.58
4.85
5.05
5.02
75.52
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
112
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
C
C
V
C
C
C
C
V
MB
C
V
B
C
MB
MB
V
C
B
HL
C
ML
ML
MB
MB
MB
HL
MB
C
MB
C
3.30
1.50
2.20
3.00
2.90
2.20
3.00
2.20
2.30
1.60
3.50
6.00
2.00
1.70
2.10
1.70
2.20
3.30
2.30
2.30
2.20
2.90
1.50
2.50
2.50
1.60
2.30
2.40
1.60
2.20
9.39
20.67
14.09
10.33
10.69
14.09
10.33
14.09
13.48
19.38
8.86
5.17
15.50
18.24
14.76
18.24
14.09
9.39
13.48
13.48
14.09
10.69
20.67
12.40
12.40
19.38
13.48
12.92
19.38
14.09
1.60
0.90
1.80
1.70
2.30
1.40
1.50
2.60
1.00
1.10
1.70
2.10
1.80
1.30
1.70
1.50
1.00
4.20
3.30
1.40
1.50
1.20
1.20
1.30
1.30
1.60
2.50
1.00
1.70
1.00
14.63
26.00
13.00
13.76
0.00
16.71
15.60
0.00
23.40
21.27
13.76
11.14
13.00
18.00
13.76
15.60
23.40
5.57
7.09
16.71
15.60
19.50
19.50
18.00
18.00
14.63
9.36
23.40
13.76
23.40
5.30
2.73
4.70
5.28
11.90
4.13
4.90
9.03
3.45
3.13
5.62
7.80
4.46
3.51
4.46
3.76
3.39
8.50
6.18
4.21
4.28
4.21
3.17
4.18
4.18
3.74
5.57
3.50
3.84
3.39
0.99
1.96
-0.23
0.65
-0.90
0.64
1.07
-1.56
2.88
0.61
0.87
0.77
-0.56
-0.07
-0.22
-0.70
2.74
-0.45
-1.03
0.77
0.35
2.09
-0.37
1.34
1.34
-1.27
-0.74
2.99
-1.46
2.74
1
1
1
1
1
19.43
60.46
45.33
23.48
4.68
4.11
4.96
4.64
38.63
22.24
4.48
4.52
27.93
66.11
18.02
8.36
57.65
67.97
48.96
79.61
30.22
24.30
51.69
35.22
40.48
21.08
90.88
28.59
28.59
107.07
47.49
25.94
115.71
30.22
3.89
4.68
4.80
6.36
5.30
5.07
4.98
5.71
3.88
5.19
5.65
4.43
4.61
4.26
5.58
4.28
4.28
6.79
5.34
3.91
7.24
3.88
74.29
1
1
1
77.69
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
113
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
C
C
MB
MB
MPV
V
HL
V
C
C
HL
C
MB
C
HILUX
C
C
C
C
MB
C
C
C
ML
C
C
ML
C
C
C
2.40
2.80
1.90
2.30
2.70
2.50
2.60
3.60
2.80
2.60
2.10
2.40
3.30
2.40
1.80
2.50
2.10
2.80
1.40
1.40
2.70
2.00
2.60
2.00
2.90
3.10
2.70
2.80
2.70
2.10
12.92
11.07
16.32
13.48
11.48
12.40
11.92
8.61
11.07
11.92
14.76
12.92
9.39
12.92
17.22
12.40
14.76
11.07
22.14
22.14
11.48
15.50
11.92
15.50
10.69
10.00
11.48
11.07
11.48
14.76
1.80
1.50
1.50
1.10
1.10
1.40
2.70
3.00
2.10
2.00
1.40
1.50
1.50
1.40
1.50
2.20
2.10
1.00
1.00
1.40
1.70
1.40
1.30
1.80
1.60
1.70
1.30
1.40
1.20
1.60
13.00
15.60
15.60
21.27
21.27
16.71
8.67
7.80
11.14
11.70
16.71
15.60
15.60
16.71
15.60
10.64
11.14
23.40
23.40
16.71
13.76
16.71
18.00
13.00
14.63
13.76
18.00
16.71
19.50
14.63
4.91
4.77
3.99
3.66
3.88
4.37
6.18
7.75
5.73
5.38
4.04
4.46
5.09
4.29
3.88
5.52
4.91
3.69
2.79
3.27
5.04
3.95
4.25
4.46
5.02
5.35
4.31
4.58
4.11
4.33
0.02
0.95
-0.18
2.13
2.52
0.99
-0.53
-0.10
0.01
-0.04
0.48
0.60
1.22
0.88
-0.42
-0.32
-0.74
3.34
0.45
-1.66
0.45
0.31
1.43
-0.56
0.78
0.70
1.51
1.23
1.95
-0.03
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
37.26
25.13
57.52
29.88
22.59
29.88
36.58
19.83
28.98
33.02
42.75
33.71
18.92
32.34
66.80
37.28
55.52
20.15
85.65
162.10
28.54
47.81
26.61
57.65
24.32
22.16
24.88
24.27
23.77
47.01
4.78
4.48
5.03
4.03
4.10
4.39
5.12
5.15
4.83
4.82
4.56
4.51
4.62
4.40
5.30
4.98
5.42
4.03
4.97
8.43
4.62
4.67
4.29
5.30
4.57
4.67
4.30
4.41
4.20
4.84
114
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
C
C
ML
ML
C
C
C
C
HILUX
van
C
C
C
C
C
V
C
C
ML
ML
C
C
C
MB
MPV
C
MB
MB
C
ML
2.80
2.00
2.20
1.70
2.10
3.00
3.10
2.00
2.80
2.10
2.40
2.40
3.10
2.20
2.80
2.40
2.00
2.10
3.40
3.10
2.60
2.70
2.80
1.80
1.90
2.20
2.40
2.40
1.90
2.80
11.07
15.50
14.09
18.24
14.76
10.33
10.00
15.50
11.07
14.76
12.92
12.92
10.00
14.09
11.07
12.92
15.50
14.76
9.12
10.00
11.92
11.48
11.07
17.22
16.32
14.09
12.92
12.92
16.32
11.07
1.20
1.30
1.80
1.30
1.50
1.60
1.60
1.70
1.60
2.00
1.20
1.10
1.30
1.10
1.40
1.10
1.40
1.00
1.60
1.40
2.00
1.70
1.10
2.10
1.00
1.00
2.20
1.30
1.20
1.40
19.50
18.00
13.00
18.00
15.60
14.63
14.63
13.76
14.63
11.70
19.50
21.27
18.00
21.27
16.71
21.27
16.71
23.40
14.63
16.71
11.70
13.76
21.27
11.14
23.40
23.40
10.64
18.00
19.50
16.71
4.16
3.80
4.70
3.51
4.19
5.10
5.17
4.35
4.95
4.81
3.92
3.72
4.54
3.60
4.58
3.72
3.95
3.33
5.36
4.76
5.38
5.04
3.93
4.48
3.20
3.39
5.40
4.11
3.55
4.58
2.03
0.66
-0.23
-0.07
0.20
0.84
0.90
-0.40
0.72
-0.64
1.68
2.25
1.76
2.00
1.23
2.25
0.31
2.59
1.03
1.41
-0.04
0.45
2.59
-1.36
2.21
2.74
-0.42
1.24
0.90
1.23
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
22.35
45.03
45.33
67.97
44.94
22.89
21.61
55.40
25.92
54.05
29.31
27.67
19.67
32.45
24.27
27.67
47.81
32.92
18.48
20.37
33.02
28.54
21.28
89.41
39.99
30.22
40.84
30.87
47.22
24.27
4.23
4.49
4.96
5.07
4.70
4.59
4.61
5.15
4.55
5.32
4.17
4.04
4.42
4.04
4.41
4.04
4.67
3.89
4.71
4.49
4.82
4.62
4.13
6.61
3.95
3.88
5.06
4.29
4.40
4.41
115
115
116
117
118
119
120
121
122
123
124
Note:
C
C
MB
HL
C
B
C
C
ML
C
2.70
2.60
2.30
2.70
3.00
1.80
1.70
2.70
2.70
1.70
11.48
11.92
13.48
11.48
10.33
17.22
18.24
11.48
11.48
18.24
13.19
1.10
1.40
1.30
1.90
1.50
2.20
2.30
1.20
1.90
1.00
C: Car
Total Car Observed
Total Signal Cycle Observed
Total Car in DZ
Total Car RRL
21.27
16.71
18.00
12.32
15.60
0.00
10.17
19.50
12.32
23.40
15.87
B: Bus
:
:
:
:
124
73
98
50
3.88
4.44
4.04
5.35
4.90
7.39
4.48
4.11
5.35
3.06
2.52
1.08
1.12
0.16
1.07
-2.33
-1.80
1.95
0.16
1.69
Total
1
1
1
1
1
1
MB: Motorbike
4.10
4.38
4.31
4.74
4.52
121.53
23.77
29.96
50.83
38.66
8.01
4.20
4.74
4.13
4.74
80.82
1
4
22.59
27.76
33.53
29.96
22.24
0
15
7
1
1
1
48
50
ML: Medium Lorry
HL: Heavy Lorry
Approaching Speed
Stopping Distance, (X0)
Critical Distances, (Xc)
Calculate Yellow Interval
:
:
:
:
48 km/h
77 m
38 m
4.74 sec
77.08
V: Van
116
APPENDIX F: Data Collection in Pendidikan Road, Taman Universiti (Site 6)
No.
Type
of
Vehicle
tB
(sec)
Vi
(m/s)
tA
(sec)
Vf
(m/s)
Time
Interval
(sec)
a
(m/s2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MPV
C
C
C
C
ML
MPV
ML
C
C
MB
MB
C
C
C
C
ML
MPV
van
C
HILUX
C
C
HILUX
1.30
1.60
1.70
1.50
0.80
1.20
1.60
1.80
1.70
1.20
1.00
1.50
1.10
1.10
1.40
1.50
1.60
1.40
1.40
1.30
1.50
1.20
1.90
1.30
16.92
13.75
12.94
14.67
27.50
18.33
13.75
12.22
12.94
18.33
22.00
14.67
20.00
20.00
15.71
14.67
13.75
15.71
15.71
16.92
14.67
18.33
11.58
16.92
0.90
2.40
0.9
1.00
1.10
1.80
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1
1.00
2.40
1.90
2.10
1.00
1.10
1.10
1.20
1.70
1.00
18.89
0.00
18.89
17.00
15.45
9.44
17.00
0.00
17.00
17.00
17.00
17.00
17.00
17.00
17.00
0.00
8.95
0.00
17.00
15.45
15.45
14.17
10.00
17.00
5.08
13.24
5.72
5.75
4.24
6.55
5.92
14.89
6.08
5.15
4.67
5.75
4.92
4.92
5.56
12.41
8.02
11.58
5.56
5.62
6.04
5.60
8.43
5.37
0.39
-1.04
1.04
0.41
-2.84
-1.36
0.55
-0.82
0.67
-0.26
-1.07
0.41
-0.61
-0.61
0.23
-1.18
-0.60
-1.36
0.23
-0.26
0.13
-0.74
-0.19
0.01
Normal
Stop
Abruptly
Stop
A ≥ 3.41
m/s-2
Run Through
Amber
Vi ≤ VL
Accelerate
at Yellow
Vi > VL
Run
Red
Light
do
(m)
1
1
dc
(m)
Yellow
Interval
54.64
4.68
31.76
42.85
4.35
4.59
100.18
37.63
6.80
4.52
33.48
71.66
125.48
42.85
91.43
91.43
49.62
4.48
5.25
6.82
4.59
5.80
5.80
4.72
47.38
5.23
49.62
62.40
45.05
81.37
32.38
58.74
4.72
5.13
4.74
5.77
4.91
4.92
104.75
1
1
1
1
1
1
103.22
1
1
1
1
1
1
1
1
105.67
1
1
106.71
1
1
1
1
1
1
117
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
MPV
MPV
C
HL
MB
MB
MB
C
MB
C
C
V
MB
MB
C
MPV
C
C
C
C
C
C
V
MPV
C
MB
V
C
MB
MPV
1.40
1.00
0.70
1.60
1.70
1.50
1.80
1.30
1.70
1.40
1.10
1.30
1.20
1.10
1.20
1.00
1.50
1.30
1.80
2.40
1.50
1.70
1.40
1.40
1.50
1.60
1.70
1.50
1.50
1.60
15.71
22.00
31.43
13.75
12.94
14.67
12.22
16.92
12.94
15.71
20.00
16.92
18.33
20.00
18.33
22.00
14.67
16.92
12.22
9.17
14.67
12.94
15.71
15.71
14.67
13.75
12.94
14.67
14.67
13.75
1.00
0.90
0.70
1.00
2.00
1.00
0.90
1.20
1.30
0.90
0.70
0.90
1.10
1.40
0.90
0.80
1.30
1.00
1.00
2.00
1.00
1.00
1.00
1.00
1.00
1.00
1.40
1.30
2.30
1.10
17.00
18.89
24.29
17.00
8.50
17.00
24.44
18.33
16.92
24.44
31.43
24.44
20.00
15.71
24.44
27.50
0.00
22.00
22.00
0.00
22.00
22.00
22.00
22.00
22.00
22.00
15.71
16.92
9.57
20.00
5.56
4.45
3.27
5.92
8.49
5.75
4.96
5.16
6.09
4.53
3.54
4.40
4.75
5.10
4.25
3.68
12.41
4.68
5.32
19.85
4.96
5.21
4.83
4.83
4.96
5.09
6.35
5.76
7.51
5.39
0.23
-0.70
-2.19
0.55
-0.52
0.41
2.46
0.27
0.65
1.93
3.23
1.71
0.35
-0.84
1.44
1.50
-1.18
1.09
1.84
-0.46
1.48
1.74
1.30
1.30
1.48
1.62
0.44
0.39
-0.68
1.16
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
105.67
1
1
1
100.17
1
1
1
1
1
1
1
1
1
1
49.62
111.26
4.72
6.17
37.63
41.95
42.85
24.94
55.80
33.55
38.85
50.12
44.89
63.02
97.85
53.01
71.33
62.94
48.77
26.45
23.42
36.67
29.20
41.91
41.91
36.67
32.54
34.71
42.96
54.05
34.44
4.52
5.13
4.59
4.05
4.75
4.49
4.03
3.73
4.10
4.77
6.12
4.23
4.36
5.96
4.33
4.17
5.23
4.17
4.15
4.23
4.23
4.17
4.15
4.58
4.60
5.36
4.29
118
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
MB
V
MPV
MB
MPV
V
C
C
C
MB
C
MB
MPV
C
C
MPV
C
C
C
C
C
C
C
C
MPV
C
MB
V
C
C
1.60
1.50
1.40
1.40
1.70
1.10
1.20
1.50
1.50
1.40
1.10
1.00
1.50
1.50
1.00
1.80
1.80
1.60
1.60
1.40
1.00
1.40
1.60
1.40
1.40
1.40
1.00
1.50
1.90
1.60
13.75
14.67
15.71
15.71
12.94
20.00
18.33
14.67
14.67
15.71
20.00
22.00
14.67
14.67
22.00
12.22
12.22
13.75
13.75
15.71
22.00
15.71
13.75
15.71
15.71
15.71
22.00
14.67
11.58
13.75
1.20
1.10
1.10
1.00
1.00
1.00
1.00
1.10
1.20
1.80
1.20
1.50
1.30
1.60
1.40
1.10
1.10
1.00
1.50
1.20
1.10
1.60
3.30
1.60
1.50
1.50
1.10
1.20
1.10
1.20
18.33
20.00
20.00
22.00
22.00
22.00
22.00
20.00
18.33
12.22
18.33
14.67
16.92
13.75
15.71
20.00
20.00
22.00
14.67
18.33
20.00
13.75
0.00
0.00
14.67
14.67
20.00
18.33
20.00
18.33
5.67
5.25
5.10
4.83
5.21
4.33
4.51
5.25
5.52
6.51
4.75
4.96
5.76
6.40
4.83
5.65
5.65
5.09
6.40
5.35
4.33
6.18
13.24
11.58
5.99
5.99
4.33
5.52
5.76
5.67
0.81
1.02
0.84
1.30
1.74
0.46
0.81
1.02
0.66
-0.54
-0.35
-1.48
0.39
-0.14
-1.30
1.38
1.38
1.62
0.14
0.49
-0.46
-0.32
-1.04
-1.36
-0.17
-0.17
-0.46
0.66
1.46
0.81
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
36.16
38.97
44.76
41.91
29.20
71.66
58.13
38.97
41.06
58.68
85.38
147.22
42.96
47.59
136.83
27.83
27.83
32.54
40.36
47.37
104.08
55.65
4.41
4.33
4.41
4.23
4.15
4.81
4.51
4.33
4.47
5.29
5.49
7.81
4.60
4.92
7.33
4.28
4.28
4.15
4.72
4.57
5.84
5.10
53.88
53.88
104.08
41.06
25.34
36.16
4.99
4.99
5.84
4.47
4.30
4.41
104.75
106.71
1
1
1
1
1
1
119
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
MB
MB
C
MB
C
C
HL
V
ML
V
C
MB
C
C
MB
C
C
C
C
MB
V
C
bus
ML
C
MPV
ML
C
C
C
1.50
1.50
1.80
1.50
1.90
1.80
2.30
1.50
1.80
1.30
1.60
1.60
1.40
1.30
1.50
1.10
1.10
1.00
1.40
1.30
1.80
1.30
1.50
2.00
1.40
1.60
1.50
1.50
1.90
1.30
14.67
14.67
12.22
14.67
11.58
12.22
9.57
14.67
12.22
16.92
13.75
13.75
15.71
16.92
14.67
20.00
20.00
22.00
15.71
16.92
12.22
16.92
14.67
11.00
15.71
13.75
14.67
14.67
11.58
16.92
1.30
0.90
1.00
1.00
3.90
1.40
2.00
3.20
1.50
1.40
1.60
1.00
0.90
0.70
2.00
1.00
0.90
1.10
1.50
1.10
1.00
1.20
1.00
1.10
1.00
1.00
1.00
2.00
1.00
2.00
16.92
24.44
22.00
22.00
0.00
15.71
11.00
0.00
14.67
15.71
13.75
22.00
24.44
31.43
11.00
22.00
24.44
20.00
0.00
20.00
22.00
18.33
22.00
20.00
22.00
22.00
22.00
11.00
22.00
11.00
5.76
4.65
5.32
4.96
15.72
6.51
8.85
12.41
6.77
5.58
6.62
5.09
4.53
3.76
7.09
4.33
4.10
4.33
11.58
4.93
5.32
5.16
4.96
5.87
4.83
5.09
4.96
7.09
5.42
6.52
0.39
2.10
1.84
1.48
-0.74
0.54
0.16
-1.18
0.36
-0.22
0.00
1.62
1.93
3.85
-0.52
0.46
1.09
-0.46
-1.36
0.62
1.84
0.27
1.48
1.53
1.30
1.62
1.48
-0.52
1.92
-0.91
1
1
1
1
1
42.96
34.18
26.45
36.67
4.60
4.00
4.17
4.17
31.15
22.37
4.55
4.90
32.03
61.77
41.47
32.54
38.85
36.64
51.85
71.66
64.49
104.08
4.63
5.10
4.80
4.15
4.03
3.61
5.21
4.81
4.45
5.84
52.42
26.45
55.80
36.67
23.24
41.91
32.54
36.67
51.85
24.15
74.17
4.55
4.17
4.75
4.17
4.34
4.23
4.15
4.17
5.21
4.20
5.83
102.58
1
1
1
105.67
1
1
1
1
1
1
1
1
1
1
1
106.71
1
1
1
1
1
1
1
1
1
1
1
120
115
116
117
MB
C
C
2.00
1.20
2.00
11.00
18.33
11.00
1.00
1.10
1.10
22.00
20.00
20.00
5.52
4.75
5.87
1.99
0.35
1.53
Total
Note:
C: Car
Total Car Observed
Total Signal Cycle Observed
Total Car in DZ
Total Car RRL
B: Bus
:
:
:
:
117
111
86
65
1
11
MB: Motorbike
0
7
0
1
1
33
4.24
4.77
4.17
65
ML: Medium Lorry
HL: Heavy Lorry
Approaching Speed
Stopping Distance, (X0)
Critical Distances, (Xc)
Calculate Yellow Interval
:
:
:
:
56 km/h
104 m
46 m
4.76 sec
22.19
63.02
36.67
V: Van