Traffic engineering and managment plans for George Town

8/15/2019 Traffic engineering and managment plans for George Town

1/256

TRAFFIC ENGINEERING AND MANAGEMENT PLANS

FOR FIFTTY INTERSECTIONS IN GEORGE TOWN

MINISTRY OF PUBLIC WORKS AND COMMUNICATIONS,

GOVERNMENT OF GUYANA

Report prepared by

CMS TRAFFIC SYSTEMS LIMITED,70,LAKE ROAD, BHANDUP(W),

MUMBAI-400 078. INDIA

TELE. 91 22 25950147, FAX 91 22 25950169

E MAIL [email protected]

WEB www.cmstraffic.com


2/256

i

PREFACE

Effective transportation of people and goods has become the cornerstone of

development as it has been noticed from the experience of various countries. Mobility is

an engine of growth and transportation systems have to be dynamic to meet the growing

requirements. The process of urbanization is fastest in the developing world and it

should be viewed as a reflection of the inexorable surge of the forces of development.

This development has resulted in most of the cities a mismatch between capacity and

traffic demand and this is too acute in peak hours. The complexity of urban

transportation and increased travel continues to challenge the experts across the globe. In

the face of growing travel demand, issues on sustainable transport, increasing airpollution, safety and efficiency of transport systems etc. are coming into prominence.

Transportation systems are an integral part of a modern day society designed to provide

efficient and economical movement between the component parts of the system and offer

maximum possible mobility to all elements of society. A competitive, growing

economy requires a transportation system that can move people, goods, and services

quickly and effectively. Road transportation is a critical link between all the other modes

of transportation and proper functioning of road transportation, both by itself and

as a part of a larger interconnected system, ensures a better performance of the

transportation system as a whole. Traffic control and management facilities are

imperative for the economic, safe and efficient transportation in city roads. Signalized

intersections, as a critical element of an urban road transportation system, regulate

the flow of vehicles through urban areas.

Co-operative republic of Guyana is experiencing development activities of late and

supporting infrastructural developments are planned. Government of India is helping the

people and government of Guyana in its endeavour of developing the transport

infrastucture. This project aims at installing advanced traffic control systems at major

intersections of road network in George Town. Reconnaissance surveys, traffic volume

surveys, preliminary parking and public transport surveys are conducted as part of this

study.


3/256

ii

ACKNOWLEDGEMENTS

We have received immense help and assistance from number of persons in Ministry of

Public Works and Communications, Cooperative Republic of Guyana during field visits

and surveys which have preceded the preparation of this report. We thank them all for

their kind cooperation, time, efforts and support. Officials of High Commission of India

in George Town have been cordial and helpful to us and their assistance and support

are acknowledged with thanks. We wish to express sincere gratitude to one and all who

are helpful during our field visits and stay in George Town. Number of people have

helped with their thoughts, efforts and material while this report is prepared and all of

their help and suggestions are acknowledged with thanks.


4/256

iii

ABSTRACT

A traffic engineering survey was undertaken in George Town, the capital city of

Cooperative Republic of Guyana towards installation of advanced traffic control systems.

This report is prepared on the basis of analysis of traffic flow details and other data

collected during number of field visits and covers the findings and recommendations of

the study. Intersection drawings of fifty intersections are prepared by conducting total

station survey and attached in this report. Geometric improvements for intersections are

suggested along with details of signalisation. Classified directional Traffic volume

surveys are conducted at intersections. It was found that percentage of cars are

varying from 52 to 79 at various intersections. Mini buses, which are the main form of

public transport in George Town consists of 14 to 34 % of traffic at various intersections.Volume capacity ratio at many intersections are nearing over saturation levels. It is

observed that Camp street and Regent street junction has a v/c ratio of 0.89. By the year

2011, v/c ratio at this intersection is projected to cross one and before that geometric

modifications are to be strictly implemented at this junction and many others . A

projection of traffic volume at number of intersection indicate number of intersections

need to go for geometric improvements in the near feature. Pedestrian footpaths are not

continuous and pedestrians have to often travel through roads increasing the conflict. A

separate pedestrian stage is proposed at all intersections to increase the pedestrian safety.

Mini buses, doing the mantle of public transport, dont have terminal facilities and hence

create traffic congestion and chaos by parking in sides of roads and Stabroek market area.

Proper terminal facilities need to be provided to Mini buses by properly utilizing vacant

land in the nearby areas. Optimised signal time plans for signals working on fixed time

plans are generated using Traffic Network Study Tool (TRANSYT). In some corridors,

adjacent signals are coordinated and the coordinated signal time plans are also developed.

This report also gives the theoretical frame work on feasibility study on traffic signals,

geometric improvement of junctions, signal time plan selection etc.


5/256

iv

Chapter TABLE OF CONTENTS Page

No.Preface (i)

Acknowledgements (ii)

Abstract (iii)

Table of Contents (iv)

List of Figures (viii)

List of Tables (xiv)

List of Photos (xvii)

1 Introduction 1

1.1 Objectives of study 1

1.2 Scope of work 3

1.3 Methodology 3

1.4 Organisation of report 4

2 Traffic surveys and geometric survey at intersections inGeorge Town

5

2.1 Preliminary Field surveys 5

2.2 Traffic survey Present traffic control systems 5

2.3 Total station survey 5

2.4 Analysis of data 6

3 Traffic characteristics of George Town 8

3.1 Present traffic conditions 8

3.2 Public transport 11

3.3 Traffic flow characteristics in George Town 11


6/256

v

4.2 Warrants for signals 16

5 Junction details and geometric improvement plans 17

5.1 Camp street and Lamaha street 22

5.2 Camp street and Middle street 25

5.3 Camp street Church street and North road 25

5.4 Camp street and Robb street 28

5.5 Camp street and Regent street 33

5.6 Camp street and Croral street 33

5.7 Camp street and Brickdam street 36

5.8 Camp street and Durban street 41

5.9 Vlissengen road and Lamaha street 41

5.10 Vlissengen road and Homestretch street 41

5.11Vlissengen road and Durban street 48

5.12 Vlissengen road and Church street 48

5.13 Mandella avenue and Homestretch avenue 53

5.14 Mandella avenue and Aubery barkar 53

5.15 Sheriff street and Duncan street 58

5.16 Main,lamaha street and Urquhqrt street 58

5.17 Midlle street and Main street 58

5.18 Church street and Main street 65

5.19Avenue of the Republic and Robb street 65

5.20 Avenue of the Republic and Regent street 65

5.21 Croal south and Main street 65


7/256

vi

5.22 Avenue of the Repubic and Brickdam street 74

5.23 Hadfield street and Republic Avenue 74

5.24 Cummings street and Middle street 79

5.25 East coast highway and Courdia street 79

5.26 East coast highway and Ug road 79

5.27 East coast highway and Conservation tree 84

5.28 Sheriff street and East cost public 89

5.29 Carifesta avenue and Vlissengen road 92

5.30 Carifesta avenue and Camp street 92

5.31 Mandela Avenue and Vlissengen St. 92

5.32 Mandella avenue and Durban street 99

5.33 Mandella avenue and Nortan street 99

5.34 Mandella avenue and Ariapima street 104

5.35 Lousia row and Durban street 104

5.36 Ug access road and Railway embankment road 104

5.37 Lousia row and Brickdam street 111

5.38 Cummings street and Regent street 111

5.39 Cummings street and Croals street 111

5.40 Sharief st. and Campbell Avenue 111

5.41 Halley street and Durban street 120

5.42 Vlissengen road and Thomas road 120

5.43 Sheriff, David street and Railway road 120

5.44 Lamaha street and Albert street 125


8/256

vii

5.45 Sheriff street and Garnet street 130

5.46 Vlissengen street and Regent street 130

5.47 East bank highway and Agrocilla road 133

5.48 East bank highway and Eccles access road 133

5.49 Mandella avenue and Hunter street 133

5.50Ogle air strip and Railway embankment road 140

6

Capacity analysis and optimised signal time plans 145

6.1 Capacity of a signalized network of road 145

6.2 Volume Capacity ratio of intersections in George Town 145

6.3 Signal time plans 148

6.4 Traffic Network Study Tool (TRANSYT) 153

6.5 Optimised signal time plans 155

6.6 Operation of signal time plans 209

7

Conclusion 210

References 211

Annexure 1 Traffic volume survey format 212

Annexure 2 Classified directional traffic volume data 213

Annexure 3 Intersection traffic volume details 225


9/256

List of Figures

FigureNo.

Description PageNo.

1.1 Location of George Town 2

2.1 Traffic Volume survey in progress 5

2.2 Total Station Survey 6

3.1Location of Bus Terminals in Stabrock Market Area

Georgetown

12

3.2 a Composition of traffic Flow at Various Intersections 13

3.2 b Composition of traffic Flow at Various Intersections 14

5. a Location of Intersection Part-I 19

5. b Location of Intersection Part-II 20

5. c Location of Intersection Part-III 21

5. d Location of Intersection Part-IV 22

5. 1 Camp street and Lamaha street Junction 23

5.2Camp street and Lamaha street Junction with

Modification24

5.3 Camp street and Middle street Junction 26

5.4Camp street and Middle street Junction with

Modification27

5.5 Camp street Church street and North road Junction 29

5.6Camp street Church street and North road Junction

with Modification30

5.7 Camp street and Robb street Junction 31

5.8Camp street and Robb street Junction with

Modification32

5.9 Camp street and Regent street Junction 34

5.10Camp street and Regent street Junction with

Modification35

5.11 Camp street and Croal street Junction 37


10/256

5.12Camp street and Croal street Junction with

Modification38

5.13 Camp street and Brickdam street Junction 39

5.14Camp street and Brickdam street Junction with

Modification40

5.15 Camp street and Durban street Junction 42

5.16Camp street and Durban street Junction with

Modification43

5.17 Vlissengen road and Lamaha street Junction 44

5.18Vlissengen road and Lamaha street Junction with

Modification45

5.19 Vlissengen road and Homestretch street Junction 46

5.20Vlissengen road and Homestretch street Junction with

Modification47

5.21 Vlissengen road and Durban street Junction 49

5.22Vlissengen road and Durban street Junction with

Modification50

5.23 Vlissengen road and Church street Junction 51

5.24Vlissengen road and Church street Junction with

Modification52

5.25 Mandella avenue and Homestretch avenue Junction 54

5.26Mandella avenue and Homestretch avenue Junction

with Modification55

5.27 Mandella avenue and Aubery barker Junction 56

5.28

Mandella avenue and Aubery barker Junction with

Modification 57

5.29 Sheriff street and Duncan street Junction 59

5.30Sheriff street and Duncan street Junction with

Modification60

5.31 Main, lamaha street and Urquhqrt street Junction 61

5.32Main, lamaha street and Urquhqrt street Junction with

Modification62

5.33 Middle street and Main street Junction 63


11/256

5.34Middle street and Main street Junction with

Modification64

5.35 Church street and Main street Junction 66

5.36Church street and Main street Junction with

Modification67

5.37 Avenue of the Republic and Robb street Junction 68

5.38Avenue of the Republic and Robb street Junction with

Modification69

5.39 Avenue of the Republic and Regent street Junction 70

5.40Avenue of the Republic and Regent street Junction

with Modification71

5.41 Croal south and Main street Junction 72

5.42Croal south and Main street Junction with

Modification73

5.43 Avenue of the Repubic and Brickdam street Junction 75

5.44Avenue of the Repubic and Brickdam street Junction

with Modification76

5.45 Hadfield street and Republic Avenue Junction 77

5.46Hadfield street and Republic Avenue Junction with

Modification78

5.47 Cummings street and Middle street Junction 80

5.48Cummings street and Middle street Junction with

Modification81

5.49 East coast highway and Courdia street Junction 82

5.50 East coast highway and Courdia street Junction withModification

83

5.51 East coast highway and Ug road Junction 85

5.52East coast highway and Ug road Junction with

Modification86

5.53 East coast highway and Conservation tree Junction 87

5.54East coast highway and Conservation tree Junction

with Modification88

5.55 Sheriff street and East cost public Junction 90


12/256

5.56Sheriff street and East cost public Junction with

Modification91

5.57 Carifesta avenue and Vlissengen road Junction 93

5.58Carifesta avenue and Vlissengen road Junction with

Modification94

5.59 Carifesta avenue and Camp street Junction 95

5.60Carifesta avenue and Camp street Junction with

Modification96

5.61 Mandela Avenue and Vlissengen St. Junction 97

5.62Mandela Avenue and Vlissengen St. Junction with

Modification98

5.63 Mandella avenue and Durban street Junction 100

5.64Mandella avenue and Durban street Junction with

Modification101

5.65 Mandella avenue and Nortan street Junction 102

5.66Mandella avenue and Nortan street Junction with

Modification103

5.67 Mandella avenue and Ariapima street Junction 105

5.68Mandella avenue and Ariapima street Junction with

Modification106

5.69 Lousia row and Durban street Junction 107

5.70Lousia row and Durban street Junction with

Modification108

5.71Ug access road and Railway embankment road

Junction109

5.72Ug access road and Railway embankment road

Junction with Modification110

5.73 Lousia row and Brickdam street Junction 112

5.74Lousia row and Brickdam street Junction with

Modification113

5.75 Cummings street and Regent street Junction 114

5.76Cummings street and Regent street Junction with

Modification

115


13/256

5.77 Cummings street and Croals street Junction 116

5.78Cummings street and Croals street Junction with

Modification117

5.79 Sharief st. and Campbell Avenue Junction 118

5.80Sharief st. and Campbell Avenue Junction with

Modification119

5.81 Halley street and Durban street Junction 121

5.82Halley street and Durban street Junction with

Modification122

5.83 Vlissengen road and Thomas road Junction 123

5.84

Vlissengen road and Thomas road Junction with

Modification 124

5.85 Sheriff, David street and Railway road Junction 126

5.86Sheriff, David street and Railway road Junction with

Modification127

5.87 Lamaha street and Albert street Junction 128

5.88Lamaha street and Albert street Junction with

Modification129

5.89 Sheriff street and Garnet street Junction 131

5.90Sheriff street and Garnet street Junction with

Modification132

5.91 Vlissengen street and Regent street Junction 134

5.92Vlissengen street and Regent street Junction with

Modification135

5.93 East bank highway and Agrocilla road Junction 136

5.94East bank highway and Agrocilla road Junction with

Modification137

5.95 East bank highway and Eccles access road Junction 138

5.96East bank highway and Eccles access road Junction

with Modification139

5.97 Mandella avenue and Hunter street Junction 141

5.98Mandella avenue and Hunter street Junction with

Modification

142


14/256

5.99 Ogle air strip and Railway embankment road Junction 143

5.100Ogle air strip and Railway embankment road Junction

with Modification144

6.1 Traffic Volume Projections at various intersections 148

6.2 V/C ratio Projections at various intersections 148

6.3 Co-ordination Plan for Camp Street 206

6.4 Co-ordination Plan for Mandela Avenue 207

6.5 Co-ordination Plan for Vlissengen Road 208

6.6 Implementation of Signal Time Plans 209


15/256

List of Tables

Table

No.

Description Page

No.

2.1 PCU Values 6

4.1 Warrants for Traffic Signals 16

5.1 List of intersections for installation of Traffic Signals 17

3.2 List of intersections with Vehicle Actuated Traffic

Signals18

6.1Capacity of intersections in Georgetown

145

6.2 V/C ratio at various intersections in George town 70

6.3 Minimum Pedestrian Clearance Intervals 153

6.4 Optimized Signal Time Plans for Camp Street and

Lamaha Street156

6.5 Optimized Signal Time Plans for Camp Street and

Middle Street157

6.6 Optimized Signal Time Plans for Camp street Church

street and North road158

6.7 Optimized Signal Time Plans for Camp street and

Robb street159


Regent street160


Croral street161


Brickdam street162


Durban street163

6.12 Optimized Signal Time Plans for Vlissengen road

and Lamaha street164


and Homestretch street165


and Durban street166


and Church street167

6.16 Optimized Signal Time Plans Mandella avenue and

Homestretch avenue168

6.17 Optimized Signal Time Plans for Mandella avenue

and Aubery barkar169

6.18 Optimized Signal Time Plans for Sheriff street andDuncan street 170


16/256

6.19 Optimized Signal Time Plans for Main,lamaha street

and Urquhqrt street171

6.20 Optimized Signal Time Plans for Middle street and

Main street172

6.21 Optimized Signal Time Plans for Church street and

Main street

173

6.22 Optimized Signal Time Plans for Avenue of the

Republic and Robb street174


Republic and Regent street175

6.24 Optimized Signal Time Plans for Croal south and

Main street176


Repubic and Brickdam street177

6.26 Optimized Signal Time Plans for Hadfield street and

Republic Avenue178

6.27 Optimized Signal Time Plans for Cummings streetand Middle street

179

6.28 Stage patterns for East coast highway and Courdia

street180

6.29 Stage patterns for for East coast highway and Ug

road181

6.30 Stage patterns for for East coast highway and

Conservation tree182

6.31 Stage patterns for Sheriff street and East cost public 183

6.32 Stage patterns for Carifesta avenue and Vlissengen

road

184

6.33 Optimized Signal Time Plans for Carifesta avenue

and Camp street185

6.34 Optimized Signal Time Plans for Mandela Avenue

and Vlissengen St.186


and Durban street187


and Nortan street188


and Ariapima street189

6.38 Stage patterns for Lousia row and Durban street 190

6.39 Optimized Signal Time Plans for Ug access road and

Railway embankment road191

6.40 Stage patterns for Lousia row and Brickdam street 192

6.41 Optimized Signal Time Plans for Cummings street

and Regent street193

6.42 Optimized Signal Time Plans for Cummings street

and Croals street194

6.43 Stage patterns for Sharief st. and Campbell Avenue 195

6.44 Stage patterns for Halley street and Durban street 196


17/256


and Thomas road197

6.46 Optimized Signal Time Plans for Sheriff, David

street and Railway road198

6.47 Optimized Signal Time Plans for Lamaha street and

Albert street

199

6.48 Optimized Signal Time Plans for Sheriff street and

Garnet street200

6.49 Optimized Signal Time Plans for Vlissengen street

and Regent street201

6.50 Stage patterns for East bank highway and Agrocilla

road202

6.51 Stage patterns for East bank highway and Eccles

access road203


and Hunter street204

6.53 Optimized Signal Time Plans for Ogle air strip andRailway embankment road

205


18/256

List of Photos

TableNo.

Description PageNo.

3.1 Present Traffic conditions in George Town 9

5.1 Camp Street and Lamaha Street 22

5.2 Camp Street and Middle Street 25

5.3 Camp street Church street and North road 28

5.4 Camp street and Robb street 28

5.5Camp street and Regent street

33

5.6 Camp street and Croral street 36

5.7 Camp street and Brickdam street 36

5.8 Vlissengen road and Homestretch street 41

5.9 Vlissengen road and Durban street 48

5.10 Vlissengen road and Church street 48

5.11 Mandella avenue and Homestretch avenue 53

5.12 Mandella avenue and Aubery barkar 53

5.13 Sheriff street and Duncan street 58

5.14 Avenue of Republic and Hadfield Street 74

5.15 East coast highway and Courdia street 79

5.16 East coast highway and Ug road 84

5.17 East coast highway and Conservation tree 84

5.18 Sheriff street and East cost public 89

5.19 Carifesta avenue and Vlissengen road 92

5.20 Mandella avenue and Durban street 99

5.21 Mandella avenue and Nortan street 99

5.21A Ug access road and Railway embankment road 104

5.22 Sharief st. and Campbell Avenue 111

5.23 Vlissengen road and Thomas road 120

5.24 Sheriff, David street and Railway road 125

5.25 Sheriff street and Garnet street 130

5.26 Vlissengen street and Regent street 133


19/256

5.27 Mandella avenue and Hunter street 140

5.28 Ogle air strip and Railway embankment road 140


20/256

CHAPTER 1

INTRODUCTION

The Cooperative Republic of Guyana is located on the northern coast of South America,

with Suriname to the east, Brazil to the South, Venezuela to the West and the Atlantic

ocean to the north. Guyana is medium sized country with an area of 215,000 sq. km and a

population of approximately 750,000. Almost 90 % of the population lives on the coast,

whereas the remaining live in the hard-to-reach hinterlands. The demographic growth is

very low, because the high emigration (1% - 1.7% annually) neutralizes the natural

growth. Guyana is a small economy endowed with natural resources like gold, diamonds,

bauxite, fertile land, and large tropical forests. Despite its natural resources, and well-

educated population, Guyana is the fourth poorest country in the Western Hemisphere,ranked 169 among countries of world with a GDP of US$ 3,620,000,000 (in PPP),

having a per capita income below US $ 1,000.

Guyana is undergoing a paradigm shift on its development path from an agricultural and

mining economy to one with services, manufacturing and construction. Services and

industry combined together contribute 63 % to GDP. Number of highways, hydro power

generation, ports, tele communication networks, IT Parks, pharmaceutical facilities, aqua

farms, fish farms etc. are being developed as part of a resurgent economy. It is

imperative in the quest for development of the country to give more attention on its roads

which are vital for movement of people and goods and ensuring this a safe, efficient,

speedy and economical one.

George Town, the capital city of Guyana is the centre of government administration and a

wide range of economic activities (Figure 1.1). Network of streets in GeorgeTown are

laid in rectangles, see Figure 1.1, legacy of its Dutch colonial heritage making it easy for

alternate traffic movement routes. Commercial activities are mostly centered around

Camp street, Water street, Lamaha street and Brickdam street as the east, west, north and

south limits respectively. There is an increasing number of business establishments in the

surroundings of Camp street in Regent street


21/256

Traffic Engineering and Management Plans for fifty intersections in George Town ______________________________________________________________________

________________________________________________________________________2

Public transport is mainly catered by mini bus services which operates in allocated routes

with well regulated fare structure which might have been developed as a part of the

narrow roads and un flared intersections in George Town.The network of routes has number of starting points which are concentrated in the

Stabroek market area and along the Avenue of the Republic between Croal and Robb

streets .

Figure 1.1 Location of George Town


22/256


________________________________________________________________________3

Of late number of intersections in George Town are facing acute traffic congestion and

the Government of Guyana and Ministry of Public works and communication felt the

need for implementing advanced traffic control measures along with traffic managementmeasures with the help of Government of India as part of improving transportation

infrastructure of the country

1.1 Objectives of study

1. Understand the traffic problems at various intersections in GeorgeTown2. Suggest traffic management plans and intersection improvement plans3. Physical set off diagram for intersection equipment like poles, signal aspects etc.4. Recommend optimized signal plans and coordinated signal plans for various

intersections

1.2 Scope of work

The scope of the work covers the following

1. Reconnaissance survey of various areas and intersections in George Town2. Traffic volume survey at intersections to understand the traffic flow patterns at

different time periods of the day

3. Total station survey of various intersections to detail the junction geometry4. Analyse the volume capacity ratio at critical intersections

1.3 Methodology

Traffic volume surveys are conducted and the traffic volume details are checked for

feasibility of signals as per the guidelines by MUTCD. Once the intersections are

selected, Total station survey was conducted to map the intersection to scale. All

intersection inventories up to 100 m on all arms of intersections were mapped. Traffic

volume in vehicles was converted into equivalent Passenger Car Units (PCU).

Saturation flow was estimated on the basis of approach width. For right turn proper

adjustments are given to the saturation flow. Volume capacity ratio was found out and

recommendations on capacity augmentation are made. Optimum signal time plans are

generated by using Traffic Network Study Tool (TRANSYT) software. Geometric

improvement plans are suggested in line with AASHTO guidelines.


23/256


________________________________________________________________________4

1.4 Organization of report

This report is divided into seven chapters. First chapter gives a brief introduction to the

back ground of study and objectives. The second chapter is on various Trafficengineering surveys conducted in George Town as part of the study. Details of various

surveys conducted as part of this study are given here. The third chapter is on traffic

characteristics of George Town. Findings of this survey are discussed in this chapter.

Fourth chapter is on feasibility of traffic signals. Fifth chapter discusses about the various

intersections. Geometric details of the intersections along with the traffic flow details are

discussed in this chapter. Sixth chapter details on optimized signal plans for fifty

intersections. Seventh chapter is conclusion.


24/256

CHAPTER 2

TRAFFIC SURVEYS AND GEOMETRIC SURVEY AT

INTERSECTIONS IN GEORGE TOWN

2.1 Preliminary field survey

Preliminary field survey to important intersections in George Town was done. Various

aspects of intersections like traffic volume, interruption to main traffic volume,

pedestrian traffic, accident experience, nearness to schools, hospitals etc. are verified for

ascertaining the requirement of traffic signals. Information on Parking , public transport

etc are also covered during this survey.

2.2 Traffic volume survey

Classified directional traffic volume surveys are conducted at critical intersections among

the intersections selected for signalsation. Vehicles are classified into various categories

and each enumerator was given the task of counting the vehicles in that category in one

particular direction. Fifteen minutes interval counts are done. As the survey period was

restricted, the survey was limited to critical intersections. Number of enumerators are

assigned the task of counting vehicles during peak hours. Format used for survey is

shown in Annexure 1.

Figure 2.1 Traffic Volume survey in progress

2.3 Total station survey

Total station survey was conducted at fifty selected intersections. All physical

inventories at 5m. interval was mapped. For a distance of 100 m in all approaches. Some


25/256


_____________________________________________________________________6

intersections which are too close and less than a distance of 100 m are surveyed together .

Drawings are prepared to a scale of 1:1000 and shown in the later parts of this report.

Figure 2.2 Total Station survey

2.4 Analysis of data

Traffic flow details are converted into Passenger Car Unit (PCU). PCU values adopted

for the study are shown in Table 2.1

Table 2.1

PCU Values

Sl.

No.

Vehicle type Equivalency factor.

1 Motor cycle or Scooter 0.50

2 Passenger car, pick up van or Jeeps. 1.00

3 Agricultural tractor, Light commercial vehicle 1.50

4 Truck or Bus 2.5

5 Articulated vehicles 3

6 Others, Comprising Cycles and other slow

moving vehicles

0.8


26/256


_____________________________________________________________________7

Classified directional traffic data collcted at fifteen minutes interval are tabulated and

converted into equivalent PCU values and directional flow was found out. Each

directional volume was added to get total junction volume. Tabulated values of classified

directional traffic volume surveyare given in Annexure 2.

Capacity of the junction is found out by using saturation flow estimation methods and

the present control methods. By knowing the traffic cvolume and capacity v/c ratio for

various intersections are estimated. Traffic volumes are projected for five years and v/c

values are estimated. Traffic volume values are further used for generating the signal

time plans. Some adjacent signals falling on the same road are co ordinated for an

average platoon speed and offsets are recommended accordingly.


27/256

CHAPTER 3

TRAFFIC CHARACTERISTICS OF GEORGE TOWN

3.1 Present Traffic conditions

Most of the roads of George Town are two to four lane roads. Traffic is nearing

saturation levels at many intersections at certain times of the day, with flows of up to

15,000 vehicles per day, on some roads. (Guyana Transport Sector Study, 2005). Long

queues of vehicles can be seen at number of intersections as on Camp street Regent street

junction (Photo 3.1a&e). Road side parking significantly affects the capacity of roads at

many places(Photo 3.1a inset). Eventhough cars constitute more than 50 percent of

vehicular traffic, a sizeable percentage of mini buses and light commercial vehicles are

also plying through the roads inGeorge Town. (Photo 3.1b). At many places, the surface

conditions and drainage facilities are far from adequate near to intersections increasing

the chaos on the roads (Photo 3.1c).

Lack of terminal facilities for mini buses, the main public transport facility available in

George town accentuate the traffic conditions in the Avenue of the Republic Road,

Straboek market area and near Parliament house building (Photo 3.1d).

Pedestrian amenities are far from adequate. Continuous footpaths for pedestrians are not

available forcing pedestrians to use the road increasing conflict with vehicles and

accident potential.

Traffic signals installed at some locations are damaged and not working (Photo 3.1g).

Congested junctions are controlled by traffic police during peak hours (Photo 3.1 f)

Around 2,800 minibuses are licensed to operate as public transportation Guyana. Some

2,200 of these minibuses operate from Georgetown, with 3 routes entirely within the City

and a further 9 routes travelling out through to the city to suburban and distant

destinations. The three city routes [routes 40-41-45] have 445 authorised vehicles, whilst

the nine other routes from destinations beyond Georgetown have the residual 1,777

vehicles. The three city routes operate at very high frequency during peak periods.

Operations [together with those from outside the City] are distributed on the streets

around the Stabroek Market area in central Georgetown. However, this area is also a

major market for traders, is close to the Cross-estuary fast ferries, is shared with building


28/256


________________________________________________________________________9

Photo 3.1 Present traffic conditions in George Town

f

b

c d

e

g

a


29/256


________________________________________________________________________10

trade wholesalers and is traversed by heavy container lorries passing to and from the port.

There are no purpose built passenger waiting areas, nor are there orderly loading

arrangements. In short, the area and facilities are far from ideal for public transport.

(Guyana Transport Sector Study, 2005)

Annual Average Daily Traffic for George Town to Buxton road and George Town to

Golden Group road in 2001 was found to be 10948 and 13997 respectively. The growth

of road traffic can generally be related to expected economic growth, and to an assumed

elasticity of transport demand, which may have different values for passenger and goods

vehicles. The Guyana Transport Sector Study has adopted a road traffic annual growth

rate of around 3 per cent after considering the economic growth, passenger growth,

goods traffic etc..

Appropriate traffic management measures and application of sound urban transport

planning principles could make significant improvement in traffic flow, road safety and

public amenity in the central area.

Guyana Transport Sector Study (Guyana Transport Sector Study, 2005) has identified

problem with the urban road capacity in Georgetown, which could most probably be

handled by traffic management measures in the short to medium terms, for which a

detailed study was recommended. It further states that in the medium term, attention may

need to be given to the possibility of developing a ring road system to improve traffic

flow and to avoid congesting the central area. The future planning requirement in respect

of the City Port operations and the DHB River crossing will be investigated through

further Feasibility study. (Guyana Transport Sector Study, 2005)

According top this report, specific national strategies for urban and public transport and

for traffic management were not seen. Private car ownership is low by international

standards yet traffic congestion in Georgetown already creates conflicts regularly during

peak periods every working day. The gradual growth of car ownership will incrementally

and adversely affect this congestion so it is timely to recognise that the setting of

standards and their implementation in guiding urban structural planning and strategic

transport planning is important if orderly absorption of growth is to be achieved.


30/256


________________________________________________________________________11

3.2 Public Transport

Mini buses are the most common form of public transport found in George Town. The

smaller size of the vehicles suit the geometric conditions of roads and intersections. At

present there are no boarding facilities for passengers forcing the vehicles to make use of

road space creating chaos and confusion in the roads and inconvenience to commuters.

Terminals of this mini bus services are shown in Figure 3.1. It can be seen that most of

these are falling in the Stabroek market area and Avenue of the Republic road side.

3.3 Traffic flow characteristics in GeorgeTownTraffic volume surveys are conducted at some critical intersections in George Town. Peak hour

flows are in the periods of 07.00 hrs to 09.00 hrs. Noon peak hours are between 11.00 hrs to

14.00 hrs. Evening peak hour are from 16.00 hrs to 19.00 hrs. Percentage of cars is varying from

51.77 % at Cummins street and Regent street to 79.02% at Avenue of the Republic and Brickdam

street. Percentage of Mini buses was found to vary from 15.36% at Vlissengen road and Home

stretch junction to 28.19% at Cummins street and Regent Street junction. Percentage of motorized

two wheelers is varying from 3.98% to 10.82%. More details on composition of traffic flow are

shown in Figure 3.2 a and Figure 3.2 b

Traffic flow details of various intersections are shown in Annexure 2

3.4 Volume Capacity ratio at intersections

An analysis of traffic volume and capacity ratio (v/c) of some critical intersections is

done. It was found that many junctions are nearing saturation levels. It is widely

accepted that if the v/c ratio is above 0.9 the junction is over saturated. More details on

v/ c ratio of various intersections are discussed in Chapter 6.


31/256


________________________________________________________________________12


32/256

62.8413.50

8.84

0.16

1.32

12.65

0.70

52.01

20.47

1.08

12.71

1.03

0.41

12.29

58.77

32.82

1.86

0.08

1.05

4.20

1.21

62.0917.87

4.01

0.28

4.01

8.48

3.27

79.0234.32

5.19

0.99

3.13

8.70

5.64

55.0833.98

4.06

0.62

0.79

4.06

1.41

Figure 3.2 a Composition of traffic flow at various intersections

a. Avenue of the Republic and Brickdam streeta. Avenue of the Republic and Regent street

c. Brickdam street and Camp street d. Camp street and Regent street

e. Camp street and Carifesta avenue f. Church street and Main street

13


33/256

Figure 3.2 b Composition of traffic flow at various intersections

b. East coast highway and Conservation Treea. Cummins street and Regent street

c. Mandela avenue and Durban street d. Mandela Avenuse and Hunter street

e. Sharief street and Railway Embankment road f. Vlissengen road and Home stretch street

58.4019.50

4.01

7.81

4.68

0.88

4.72

71.09

15.51

2.63

6.31

1.45

1.45

1.58

51.77

28.19

6.38

0.00

0.89

10.82

1.95

61.21

24.35

1.82

1.71

3.53

3.98

3.41

58.70

18.57

4.29

0.59

5.17

8.58

4.11

68.42

15.36

3.12

0.55

2.14

8.32

2.08

14


34/256

CHAPTER 4

FEASIBILTY OF TRAFFIC SIGNALS

4.1 General

Requirement of signal at a junction need to be determined only after a competent

engineering study of the location is undertaken and a decision made based on sound

engineering judgment. The initial step consists of a quick review of the existing traffic

volume data and accident records. Field visit is necessary to observe the existing

conditions and intersection geometry

Requirements of traffic signals as per the guidelines fixed by Manual of Uniform Traffic

Control Devices (MUTCD) have been checked. A preliminary comparison of the

MUTCD warrants and the traffic volume details at number of intersections in the city

centre shows that signals are needed at number of intersections. Traffic volume details

collected from field surveys are used to verify the warrants of the signals

4.2 Warrants for Signals

The ITE warrants are shown in Table 4.1

The requirements of one or more of these warrants should be satisfied before a signal is

installed. In addition to the warrants mentioned in Table 4.1 there are others like the

following are also to be considered before reaching a final decision on the installation of

road traffic signal.

1. School crossings2. Progressive movement3. Accident experience4. Systems5. Combination of warrants6. Four hour volume7. Peak hour delay8. Peak hour volume


35/256


________________________________________________________________________16

Table 4.1

Warrants for traffic signals


36/256

CHAPTER 5

JUNCTION DETAILS AND GEOMETRIC IMPROVEMENT

PLANS

On the basis of survey conducted at various intersections following intersections as noted

in Table 5.1 are selected for signal installation. Among these, thirty nine are fixed time

signals and eleven vehicle actuated signals. Some of the adjacent fixed time signals

falling along some roads are coordinated to have a better platooned movement of

vehicles. List of vehicle actuated signals are given in Table 5.2

Table 5.1

List of intersections for installation of traffic signals

S/No. Name of Junction

1 Camp street and Lamaha street

2 Camp street and Middle street

3 Camp street Church street and North road

4 Camp street and Robb street

5 Camp street and Regent street

6 Camp street and Croral street

7 Camp street and Brickdam street

8 Camp street and Durban street

9 Vlissengen road and Lamaha street

10 Vlissengen road and Homestretch street11 Vlissengen road and Durban street

12 Vlissengen road and Church street

13 Mandella avenue and Homestretch avenue

14 Mandella avenue and Aubery barkar

15 Sheriff street and Duncan street

16 Main,lamaha street and Urquhqrt street

17 Midlle street and Main street

18 Church street and Main street

19 Avenue of the Republic and Robb street

20 Avenue of the Republic and Regent street21 Croal south and Main street

22 Avenue of the Repubic and Brickdam street

23 Hadfield street and Republic Avenue

24 Cummings street and Middle street

25 East coast highway and Courdia street

26 East coast highway and Ug road

27 East coast highway and Conservation tree


37/256


________________________________________________________________________18

28 Sheriff street and East cost public

29 Carifesta avenue and Vlissengen road

30 Carifesta avenue and Camp street

31 Mandela Avenue and Vlissengen St.32 Mandella avenue and Durban street

33 Mandella avenue and Nortan street

34 Mandella avenue and Ariapima street

35 Lousia row and Durban street

36 Ug access road and Railway embankment road

37 Lousia row and Brickdam street

38 Cummings street and Regent street

39 Cummings street and Croals street

40 Sharief st. and Campbell Avenue

41 Halley street and Durban street42 Vlissengen road and Thomas road

43 Sheriff, David street and Railway road

44 Lamaha street and Albert street

45 Sheriff street and Garnet street

46 Vlissengen street and Regent street

47 East bank highway and Agrocilla road

48 East bank highway and Eccles access road

49 Mandella avenue and Hunter street

50 Ogle air strip and Railway embankment road

Table 5.2

List of intersections with Vehicle Actuated Traffic signals

Sl. no Name of intersection

1 East coast highway and Courdia street

2 East coast highway and Ug road

3 East coast highway and Conservation tree

4 Sheriff street and East cost public

5 Carifesta avenue and Vlissengen road

6 Lousia row and Durban street

7 Lousia row and Brickdam street

8 Sharief st. and Campbell Avenue

9 Halley street and Durban street

10 East bank highway and Agrocilla road

11 East bank highway and Eccles access road


38/256


________________________________________________________________________19

Location of these intersections are shown in Figure 5.1 a,5,1 b, 5.1 c and 5.1 d

Figure 5. a Location of intersections Part 1

19

3

4

18

17

16 1

2

30

24

44 9

12

29

28

43

40

42


39/256


________________________________________________________________________20

Figure 5. b Location of intersections Part 2

21

49

34

31

35

8

46

6

5

37

39

4

318

19

20

22

23

7

14

10

1141

38


40/256


________________________________________________________________________21

Figure 5. c Location of intersections Part 3

36

43

40

45

2827

50

25

26

15


41/256


________________________________________________________________________22

Figure 5. d Location of intersections Part 4

5.1 Camp street and Lamaha StreetCamp street and Lamaha street make this four arm junction(Photo 5.1) Drawing of the

junction is given in Figure 5.1 Proposed geometric improvements are shown in Figure

5.2.

Photo 5.1 Camp Street and Lamaha street

33

14

34

13

32


42/256


43/256


44/256


________________________________________________________________________23

5.2 Camp street and Middle street

This is a four arm junction with Camp street and Middle street. Drawing of the junction

is shown in Figure 5.3. Along the Camp street, a pedestrian walkway is provided. This

need to be extended so that continuous movement of pedestrians can be achieved along

this road without vehicular movement conflict. Proposed geometric improvements for

the intersections are shown in Figure 5.4.

Photo 5.2 Camp street and Middle street

5.3 Camp street Church street and North road

Camp street Church street and North road makes this four arm junction. Western arm of

North road has un authorized parking of vehicles. Camp street is two way four lane street.

Drawing of the junction is shown in Figure 5.5 and proposed geometric improvement of

the junction are shown in Figure 5.6.

25


45/256


46/256


47/256


________________________________________________________________________24

Photo 5.3 Camp street Church street and North road

5.4 Camp street and Robb street

This junction is approximately 50 m away from Camp street and Regent street junction.

Some times the blockage of vehicles from Camp street and Regent street junction reaches

up to this junction. Intersection drawing is shown in Figure 5.7. Drawing of the

junction with geometric improvements are shown in Figure 5.8.

Photo 5.4 Camp street and Robb street

28


48/256


49/256


50/256


51/256


52/256


________________________________________________________________________33

5.5 Camp Street and Regent streetThis is a four arm intersection with Regent Street and Camp street. Drawing of the

junction is shown in Figure 5.9. There is a heavy queue of vehicles in Camp street and

Regent street arms of the junction during most of the times of the day. The pedestrian

movements through this intersection are also heavy. There is a morning peak of 7.00 hrs

to 9.00 hrs. Noon peak is between 11.00 hrs. to 14.00 hrs. This junction has heavy traffic

throughout the day up to 20.00 hrs without any distinct peak. This junction has a traffic

volume of 2554 pcu/hr. Traffic volume details in other directions are shown in Figure

A2-1. At present this junction is controlled by a Traffic Constable. There is a heavy

parking of vehicles in the approach arm on Camp street. This parkings near the

intersection is to be removed, once the signals are installed. Proper signage boards are to

be fixed to achieve this up to 100 m on all approach arms. Geometric improvements

proposed at the intersection are shown in Figure 5.10.

Photo 5.5 Camp street and Regent street5.6 Camp street and Croal streetThis intersection is approximately 50 m from Camp street and Brickdam street.

Parking problems are there in the southern approach arm of Camp street. Drawing of the

junction is shown in Figure 5.11. Geometric improvements of the junctions are shown in

Figure 5.12


53/256


54/256


55/256


________________________________________________________________________34

Photo 5.6 Camp street and Croal street

5.7 Camp Street and Brickdam streetCamp street and Brickdam street junction is a four arm one with un divided carriage

way. Both roads are two way four lane roads. Vehicles are parked in the western

approaches of Brickdam street. Drawing of the junction is shown in Figure 5.13.

Geometric improvements of the junction are shown in Figure 5.14

Photo 5.7 Camp street and Brickdam street

36


56/256


57/256


58/256


59/256


60/256


________________________________________________________________________35

5.8 Camp street and Durban streetThis is four arm intersection with Camp street and Durban street. Both roads are two

way two lane and this junction has hardly any area left for geometric improvements as

buildings are located close to the intersection. Drawing of the junction is shown in Figure

5.15. Proposed geometric improvements are shown in Figure 5.16.

5.9 Vlissengen road and Lamaha street

This is a four arm junction with Vissengen road and Lamaha street. Lamaha street is a

two way undivided street with four lanes. Vlissengen road has three lanes in each

direction. Drawing of the junction is shown in Figure 5.17 and geometric improvements

along with signal details are shown in Figure 5.18.

5.10 Vlissengen road and Home stretch street

This is a four arm intersection of Vlissengen road with Home stretch street(Photo 5.8).

In the present condition the right turn of vehicles from the Home stretch street is difficult.

This intersection needs substantial geometric improvements before the installation of

traffic signals. Junction drawing is shown in Figure 5.19 and geometric improvements

are shown in Figure 5.20

Photo 5. 8 Vlissengen road and Home stretch street

41


61/256


62/256


63/256


64/256


65/256


66/256


67/256


________________________________________________________________________48

11. Vlissengen road and Durban street

This is a staggered four arm intersection in Vlissengen road with Durban street (Photo5.9). Vlissengen road is one way and Durban street is a two way two lane at one arm

and one way at the other arm. The approach arms are quite narrow at this intersection.

Drawing of the junction is given in Figure 5.21 and proposed geometric improvements

ars shown in Figure 5.22

Photo 5.9 Vlissengen road and Durban street12. Vlissengen road and Church street

This is a four arm junction on Vlissengen road(Photo 5.10) Vlissengen road is a two way

four lane road and Church street. Junction drawing and drawing with geometric

improvements are shown in Figure 5.23 and Figure 5.24 respectively

Photo 5.10 Vlissengen road and Church street


68/256


69/256


70/256


71/256


72/256


________________________________________________________________________49

5.13 Mandela Avenue and Home stretch street

This is a four arm junction with Mandela avenue, Home stretch street and a minor street

(Photo 5.11)Both the main streets are two way six lane with un divided carriageway.Central dividers along with left turn channelisers are proposed for the intersection.

Junction drawing is shown in Figure 5.25. Drawing of the intersection with proposed

geometric improvements are shown in Figure 5.26

Photo 5.11Mandela Avenue and Home stretch street

5.14 Mandela Avenue and Aubery Burkar

This is a three arm junction on Mandela avenue with Aubery Burkar street (Photo 5.12)Aubery Burkar street is two way two lane street with un divided carriageway. Drawing

of the junction and drawing with proposed geometric improvements are shown in Figure

5.27 and Figure 5.28 respectively

Photo 5.12 Mandela Avenue and Aubery Burkar

53


73/256


74/256


75/256


76/256


77/256

Traffic Engineering and Management Plans for fifty intersections in George Town ____________________________________________________________________

________________________________________________________________________58

5.15. Sharief street and Duncan street

This four arm junction (Photo 5.13) is quite narrow with little scope for geometric

improvements. Duncan street is a two way two lane street and Sharief street is two wayfour lane street. Drawing of the intersection is shown in Figure 5.29 and drawing with

proposed geometric improvements are shown in Figure 5.30

Photo 5.13 Sharief street and Duncan street

5.16 Main street, Lamaha street and Urquahart street

This is a four arm junction on main street with Lamaha street and Urquahart street. High

street has a two way six lane un divided carriage way. Drawing of the junctionis shown in

Figure 5.31. Drawing with proposed geometric improvementsa re shown in Figure 5.32

5.17. Middle street and Main street

This is a staggered four arm junction with Middle street and Main street. Middle street is

a two way six lane undivided street. Drawing of the junction and drawingwith proposed

geometric improvements are shown in Figure 5.33 and Figure 5.34 respectively


78/256


79/256


80/256


81/256


82/256


83/256


84/256


________________________________________________________________________59

5.18. Church Street and Main Street

This is a four arm junction on Avenue of the Republic with Church Street. Church

street is a divided carriage way with six lane traffic flow. Numbers of vehicles areparked in front of Bank of Guyana building creating traffic hurdles for smooth flow of

vehicles at the intersection. Drawing of the junction is shown in Figure 5.35. Drawing

with proposed geometric improvements are shown in Figure 5.36

5.19. Avenue of the Republic and Robb street

This four arm intersection on Avenue of the Republic road with Robb street. Robb street

is a one way street with four lane traffic flow. Drawing of the junction is shown in

Figure 5.37. Drawing with proposed geometric improvements are shown in Figure 5.38

5.20 Avenue of the republic and Regent street

This is four arm junction falling on Avenue of the Republic. Avenue of the republic has

a two way six lane traffic flow and Regent street is having a one way three lane traffic

flow. There is a heavy traffic flow in the direction of Avenue of the Republic. Number

of shopping places in the Regent street have accentuated traffic problems in this area.

Junction drawing is shown in Figure 5.39. Drawing of the intersection with proposedgeometric improvements are shown in Figure 5.40

5.21 Croal south and Main street

This four arm junction is approximately 50 m away from Avenue of the republic and

Brickdam street. Croal street South road and Avenue of the republic are the streets

making this intersection. The canal network is passing through this junction also. Croal

strret and South road are having three lane one way traffic flow. Junction drawing is

shown in Figure 5.41. Drawing of the junction with proposed geometric improvements

along with location of signal poles and other accessories are shown in Figure 5.42. Being

in close vicinity to the Straboek market area and also due to mini bus terminal location,

this junction is always congested with vehicles parked on areas near to intersection.

65


85/256


86/256


87/256


88/256


89/256


90/256


91/256


92/256


93/256


________________________________________________________________________60

5.22 Avenue of the Republic and Brick dam street

This is a four arm junction in Brickdam street with high street and Avenue of the

Republic. Avenue of the republic is a two way four lane road with divided carriageway.Brickdam street is a two way four lane street. This junction is normally witnessing traffic

congestion during the peak hours of 07.00 hrs. 09.00 hrs., 11.00 hrs. to 14.00 hrs and

16.00 hrs. to 19.00 hrs. Junction drawing is shown in Figure 5.43. Drawing of the

junction with proposed geometric improvements and location of signal poles are shown

in Figure 5.44. Traffic volume at this intersection during evening peak hour is 2162

pcu/hr. There is a sizeable movement of heavy trucks and trailors in the direction of port.

Traffic volume details of this intersection are shown in Annexure 2

5.23 Avenue of the Republic and Hadfield streetThis is a four arm junction on Avenue of the Republic with Hadfield street(Photo 5.14)

Hadfield street is a two way four lane street with un divided carriageway. Parking place

used near to this intersection for mini bus terminal has to be evacuated for the smooth

functioning of the junction once traffic signals are installed. Junction drawing is shown

in Figure 5.45. Drawing of the junction with proposed geometric improvements are

shown in Figure 5.46.

Photo 5.14Avenue of the Republic and Hadfield street

74


94/256


95/256


96/256


97/256


98/256


________________________________________________________________________79

5.24 Cummings Street and Middle Street

This is a three arm junction. Adequate geometric improvements are to be provided at this

intersection before traffic signals are installed. Junction drawing is shown in Figure 5.47.Drawing of the junction with proposed geometric improvements are shown in Figure 5.48

5.25 East coast highway and Courdia StreetThis is another four arm intersection falling in East coast highway(Photo 5.15) One arm

of this intersection leads to Courdia Park, a residential area and other arm leads to Ogle

airport, the domestic airport in George town. Junction drawing is given in Figure 5.49.

Drawing of the junction with geometric improvements are shown in Figure 5.50

Photo 5.15 East coast highway and Courdia Street

5.26 East coast highway and UG roadThis is a three arm intersection falling on East Coast highway(Photo 5.16). Percentage of

fast moving vehicles are high on this highway. Cantilever signal poles are provided here

for better visibility. Drawing of the junction is given in Figure 5.51. Proposed geometricimprovements with signal pole locations are given in Figure 5.52


99/256


100/256


101/256


102/256


103/256


________________________________________________________________________80

Photo 5.16 East coast highway and UG road

5.27 East coast highway and conservation treeThis is another three arm junction along east coast highway(Photo 5.17). Drawing of the

junction is shown in Figure 5.53. Suggested modifications of the intersection are given in

Figure 5.54. Semi vehicle actuated signal with cantilever poles are proposed for this

junction.

Photo 5.17 East coast highway and conservation tree

84


104/256


105/256


106/256


107/256


108/256


________________________________________________________________________81

5.28 Sharief street and east coast publicThis is a three arm junction with major traffic flow along east coast highway(Photo 5.18)

Junction drawing is shown in Figure 5.55. Left turn channelisers are proposed in the

Sharief street arm. Details are shown in Figure 5.56. Semi vehicle actuated signals are

proposed for this junction. Cantilever signal poles are given in the highway arm.

Considering the pedestrian movement in the evening towards sea shore separate

pedestrian stage is also given.

Photo 5.18 Sharief street and east coast public

89


109/256


110/256


111/256


________________________________________________________________________82

5.29. Carifesta avenue and Vlissengen road

This is a three arm intersection with Carifesta avenue and Vlissengen road(Photo 5.19)

Junction drawing is shown in Figure 5.57. Proposed geometric improvements are shown

in Figure 5.58. Vehicle actuated signal is proposed for this intersection.

Photo 5.19 Carifesta avenue and Vlissengen road

5.30 Camp street and Carifesta avenue

This is a a four arm intersection with Camp street and Carifesta Avenue. Camp street and

Carifesta avenue are two way six lane roads. Drawing of the junction is shown in Figure

5.59. Geometric improvements suggested to the intersection are shown in Figure 5.60.

5.31 Mandela Avenue and Vlissengen streetThis is a four arm junction with Mandela Avenue and Vlissengen street. Vlissengen

street is a two way six lane street with central divider. Drawing of the junction is given in

Figure 5.61. There is a heavy traffic flow from Vlissengen street to Mandela Avenue in

the evening peak hours. Central dividers on Vlissengen road at this junction along with

left turn channelisers are proposed. Drawing of the junction with proposed geometric

modifications are shown in Figure 5.62.

92


112/256


113/256


114/256


115/256


116/256


117/256


118/256


________________________________________________________________________83

5. 32 Mandela Avenue and Durban street

This is a four arm junction having moderate traffic flow(Photoo 5.20). Durban street is a

two way four lane street and Mandela avenue has got a two way six lane traffic flow.Junction drawing is shown in Figure 5.63. Drawing of the junction with geometric

improvements and location of signal poles are shown in Figure 5.64.

Photo 5.20 Mandela avenue and Durban street

5.33 Mandela Avenue and Norton street

This three arm junction is hardly 50 m away from Mandela avenue and Durban street

(Photo5.21) Norton street is two way six lane street with un divided carriageway.

Drawing of the junction is shown in Figure 5.65. Junction drawing with proposed

geometric improvements are shown in Figure 5.66.

Photo 5.21 Mandela avenue and Norton street

99


119/256


120/256


121/256


122/256


123/256


________________________________________________________________________104

5.34 Mandela Avenue and Ariapama street

This is four arm junction of Mandela Avenue with Ariapama street. Ariapama street has

a two way four lane traffic flow in an un divided carriageway and the traffic flow is

heavy in the morning. Junction drawing is shown in Figure 5.67.Drawing of the junction

with proposed geometric improvements are shown in Figure 5.68.

5.35 Louis Row and Durban street

This is a four arm junction on Louis Row and Durban street. Both roads are two way

two lane with un divided carriageway. Drawing of junction is shown in Figure 5.69.

Drawing of the junction with proposed geometric modifications and location of signal

poles are given on Figure 5.70

5.36 UG access road and Railway embankment roadThis is a four arm intersection (Photo 5.21A). Drawing is shown in Figure 5.71. Drawing

of the intersection with geometric improvement and signal details are shown in Figure

5.72.

Photo 5.21A UG access road and Railway embankment road


124/256


125/256


126/256


127/256


128/256


129/256


130/256


________________________________________________________________________105

5.37 Louis Row and Brickdam street

This is a four arm junction on Brickdam street with Louis row. Both roads are two way

two lane with un divided carriage way. Drawing of the intersection is shown in Figure5.73. Drawing of the junction with proposed geometric improvements are shown in

Figure 5.74.

5.38 Cummings street and Regent street

This is a four arm junction on Cummings street with Regent street. Regent street is a two

way six lane street with un divided carriage way. Junctions drawing is shown in Figure

5.75and proposed geometric improvements are shown in Figure 5.76.

5.39 Cummings Street and Croal streetThis four arm junction is on Cummings street. Cummins street is a two way two lane

road and Croals street and south road are one way two lane roads. Drawing of the

junction is shown in Figure 5.77. Drawing of the junction with proposed geometric

improvements and position of signal poles are shown in Figure 5.78.

5.40 Sharief street and Campbell avenue

This intersection is a four arm one on Sharief street(Photo 5.22) Sharief street is a two

way six lane street with un divided carriageway. Campbell avenue is a two way two lane

road with minor traffic flow. Junction drawing is shown in Figure 5.79. Drawing of the

junction with proposed geometric improvements are shown in Figure 5.80. Vehicle

actuated signal is proposed for this intersection

Photo 5.22 Sharief street and Campbell avenue

111


131/256


132/256


133/256


134/256


135/256


136/256


137/256


138/256


139/256


________________________________________________________________________106

5.41 Sharief street and Campbell avenue

This intersection is a four arm one on Sharief street. Sharief street is a two way six lane

street with un divided carriageway. Campbell avenue is a two way two lane road with

minor traffic flow. Junction drawing is shown in Figure 5.81. Drawing of the junction

with proposed geometric improvements are shown in Figure 5.82.

5.42 Vlissengen road and Thomas street

This is a four arm junction with Vlissengen street and Thomas street(Photo 5.23) Main

traffic flow conflict in this junction is between the flow from Thomas road to Sandy

Bobb street and the traffic flow along Vlissengen street. Junction drawing is shown in

Figure 5.83. Drawing of the junction along with proposed geometric improvements are

shown in Figure 5.84

Photo 5.23 Vlissengen road and Thomas street

5.43 Sharief, David street and Railway roadThis is a four arm intersection with one arm of the junction leading towards Guyana

University(Photo 5.24). Other approaches are leading towards East coast highway and

city centre. Intersection drawing is shon in Figure 5.85. Traffic volume details of this

intersection are shown in Annexure 2. There is hardly any room for the geometrical

improvement of the junction. However left turn channeliser as shown in figure 5.86 is

proposed.

120


140/256


141/256


142/256


143/256


144/256


________________________________________________________________________107

Photo 5.24 Sharief, David street and Railway road

5.44 Lamaha street and Albert street

This is a four arm junction. Lamaha street and Albert street are having un divided

carriageway with two way two lane traffic flow. Junction drawing is shown in Figure

5.87. Drawing of the junction with proposed geometric improvements is shown in

Figure 5.88

125


145/256


________________________________________________________________________107

Photo 5.24 Sharief, David street and Railway road

5.44 Lamaha street and Albert street

This is a four arm junction. Lamaha street and Albert street are having un divided

carriageway with two way two lane traffic flow. Junction drawing is shown in Figure

5.87. Drawing of the junction with proposed geometric improvements is shown in

Figure 5.88

125


146/256


147/256


148/256


149/256


150/256

Traffic Engineering

Traffic engineering and managment plans for George Town

Documents

Transcript of Traffic engineering and managment plans for George Town