MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
MAYSAN UNIVERSITY
COLLEGE of ENGINEERING
CIVIL ENGINEERING DEPARTMENT
THIRD YEAR
TRAFFIC ENGINEERING
COURSE NUMBER CE 306
References:
Traffic and Highway Engineering, Fourth Edition, Nicholas J. Garber , Lester A.
Hoel, University of Virginia. Text Book.
AASHTO (American Association of State Highway and Transportation), A Policy Of
Geometric Design Of Highways And Streets, Washington D.C. 2001.
Fambro, D.B. Determination Of SSD, Transportation Research Board (TRB).
Washington D.C. 1997.
HWC (Highway Capacity Manual) , TRB, National Research Council NCR,
Washington D.C. 2000.
The (Traffic Engineering Handbook)
Webester, F. V. and B. M. Cobbe.
Traffic Signals, R.R. L. Road Research Laboratory 19 66, Highway Maintenance and
Operation.
Syllabus:
Vehicle Speed, Vehicle Highway Distributions, Traffic Volume, Fundamental Relationships
between Speed-Flow and density, Capacity and Level of Services of Two Lane Highways,
Intersection Design, Intersection Control, Car Parking, Road User Safety
Hint: Keep a diary of all trips you make for a period of three to five days. Record the purpose
of each trip, how you traveled, the approximate distance traveled, and the trip time. What
conclusions can you draw from the data?
YEAR 2015 -2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
What is Traffic Engineering?
Transportation engineering is the application of technology and scientific
principles to the planning, functional design, operation, and management of
facilities for any mode of transportation in order to provide for the safe, rapid,
comfortable, convenient, economical, and environmentally compatible
movement of people and goods.
Traffic engineering is “that branch of engineering which applies technology,
science, and human factors to the planning, design, operations and
management of roads, streets, bikeways, highways, their networks, terminals,
and abutting lands.”
Objective of traffic engineering is to provide for the safe, rapid, comfortable,
efficient, convenient, and environmentally compatible movement of people,
goods, and services.
Page
2
The functional areas within traffic engineering are described as follows:
Traffic Operations is the science of analysis, review, and application of traffic
tools and data systems—including accident and surveillance records—as well
as volume and other data gathering techniques necessary for traffic planning.
It includes the knowledge of operational characteristics of persons and vehicles
to determine the need for traffic control devices, their relationship with other
traffic characteristics and the determination of safe transportation systems.
Traffic Design consists of the design of traffic control devices and roadway
operational design. Operational design concerns the visible features of a
roadway dealing with such roadway elements as cross sections, curvature,
sight distance, channelization, and clearances; and thus it depends directly on
the characteristics of traffic flow.
Traffic Planning includes the determination of personal and freight travel
patterns on the basis of engineering analysis of the traffic and demographic
characteristics of present, future, and potential land use plans. The
determination of these patterns assists in the second step of traffic planning:
formulation of recommendations for transportation systems and networks of
roadways.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Traffic Engineering Research includes the investigation of theoretical and
applied aspects of all areas of traffic engineering to develop new knowledge,
interpretations, and applications. Research areas include hypothetical testing;
development of traffic hardware; theory formulation; and methods of analysis,
synthesis, and evaluation of existing phenomena and knowledge.
The traffic engineering profession has been growing and expanding its
horizons for the past 70 years. As each decade brings a shift in professional
activities to respond to technological advancements, the engineering field
needs to address new areas. This publication covers activities that are probably
not covered in the above definitions. Accordingly, the definitions will change
over time as the profession meets the public’s need for transportation.
Specialties within Transportation Infrastructure Engineering
Transportation engineers are typically employed by the agency responsible for
building and maintaining a transportation system, such as the federal, state, or
local government, a railroad, or a transit authority. They also work for
consulting firms that carry out the planning and engineering tasks for these
organizations. During the past
Planning
• Data Analysis
• Forecasting
• Evaluation
Design
• Geometric
• Pavement
• Drainage
• Structural
Operations and Management
• Traffic
• Maintenance
• Intelligent Transportation
• Surveillance
• Control
Experience
• Field
• Analysis
• Projects
Page
3
Research and Development
• Technology Transfer
Construction
• Surface Preparation
• Grading
• Pavement
• Bridges
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
TRAFFIC OPERATIONS
YEAR 2015 - 2016
Page
 Driver Characteristics:
1. Visual Reception:
a. Visual Acuity: ability to see fine details of the object.
Static Acuity, which is affected by background, brightness, contrast
and time, the optimal time required for identification of an object is
0.5 to 1.0 sec.
Dynamic Acuity: most people have clear vision within a conical angle
(3 – 5 degree), and fairly clear vision within a conical angle of (10 -12
degree).
The driver will clearly see those traffic devices that are within 12
degree cone, but objects outside this cone will be blurred.
b. Peripheral Vision: ability to see objects beyond the cone of the
clearest vision.
c. Color vision: ability to differentiate one color from another, color
blindness people see a combination of black and white or black and
yellow.
d. Glare vision and recovery
Direct: bright light appears in the individual’s field of vision.
Specular: when the image reflected by the bright light appears in the
field of vision.
Glare recovery: time required by a person to recover from the effect
of glare after passing the light source.
About 3 sec. when moving from dark ---- light.
About 6 sec. when moving from light -----dark.
e. Depth perception: ability to estimate speed and distance, especially
on two lane highway during passing maneuvers.
2. Hearing perception.
4
The main components of the highway mode of transportation are;
 Drivers
 Pedestrians
 Vehicles
 Road
 Bicycle is becoming an important component in the design of urban
highways and streets.
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Perception Reaction process: (PIEV Time) which includes four stages;
Perception
Identification
See the object
or the control
device
Identify the
object or the
control
device
Emotion
Decide what
action to take
Reaction or volition
The driver actually
execute the action
decided during the
emotion sub process
This process is very important to determine the breaking distances, AASHTO
recommended 2.5 sec for the stop sight distance (SSD).
Example:
A driver with a perception- reaction time of 2.5 sec. is driving at 65 mph. when
he observed that an accident has blocked the road ahead. Determine the
distance the vehicle would move before activating the break?
Sol.
Distance = speed x time
D= 65 x 5280 /3600 x 2.5 = 238.3 ft.
/ 3.28 = 72.6 m.
 Pedestrian characteristics:
Speed of Handicapped Varies from a Low of 1.97 ft/ Sec to 3.66 ft/Sec, at
intersections, male walking speed is 4.93 ft /sec ,female walking speed 4.63 ft
/sec, for Design Purposes Take It 4 Ft/Sec.
Page
5
It Influences the Design and Location of Pedestrian Control Devices, Such As:
Special Pedestrian Signals, Safety Zones and Islands Intersections, Pedestrian
Underpass Elevated Walkways and Crosswalks.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
 Vehicle Characteristics:
Geometric design of highway depends on static, kinematic and dynamic
characteristics
Static characteristics:
Size of the design vehicle control the




Lane width
Shoulder width
Length and width of the parking bays
Length of the vertical curves
Axle weights


Pavement depths
Maximum grades
The maximum allowable truck sizes and weights are at most:
• 80,000 lb gross weight, with axle loads of up to 20,000 lb for single axles and
34,000 lb for tandem (double) axles
• 102 in. width for all trucks
• 48 ft length for semitrailers and trailers
• 28 ft length for each twin trailer
Page
6
Estimating Allowable Gross Weight of a Truck
𝐿𝑁
𝑊 = 500 (
+ 12 𝑁 + 36 )
𝑁−1
Where
𝑊 = overall gross weight (calculated to the nearest 500 lb)
𝐿 = the extreme of any group of two or more consecutive axles (ft)
𝑁 = number of axles in the group under consideration
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Example:
A 5-axle truck traveling on an interstate highway has the following axle
characteristics:
Distance between the front single axle and the first set of tandem axles _ 20 ft
Distance between the first set of tandem axle and the back set of tandem axles
_ 48 ft
If the overall gross weight of the truck is 79,500 lb, determine whether this
truck satisfies federal weight regulations.
Sol:
Although the overall gross weight is less than the maximum allowable of
80,000 lb, the allowable gross weight based on the axle configuration should
be checked.
𝑊 = 500 (
𝑊 = 500 (
𝐿𝑁
+ 12 𝑁 + 36 )
𝑁−1
48 ∗ 4
+ 12 ∗ 4 + 36 ) = 74000 𝑙𝑏
4−1
This is less than the allowable of 80,000 lb. The truck therefore satisfies the
truck weight regulations.
Kinematic characteristics: acceleration capability in passing, maneuvering and
gap acceptance.
Mathematical relations between acceleration, velocity , distance and time
rom = xi
position vector of the vehicle
O
m
distance x
Page
7
rom
unit vector parallel to line om
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Example:
Acceleration of a vehicle is represented by the equation;
𝑑𝑈𝑡
𝑑𝑡
= 3.3 − 0.04 𝑈
Where (𝑈) = vehicle speed in ft/sec., if the vehicle is traveling at 45 mile/hr,
determine its velocity after 5 sec. of acceleration and distance traveled at that
time?
𝑈𝑡 =
𝛼
(1 − 𝑒 −𝛽𝑡 ) + 𝑈 𝑒 −𝛽𝑡
𝛽
Where 𝛼 = 3.3
𝛽 = 0.04
Speed 𝑈 = 45 𝑚𝑖/ℎ = 66.15𝑓𝑡/𝑠𝑒𝑐.
𝑈𝑡 =
3.3
(1 − 𝑒 −0.04∗5 ) + 66.15 ∗ 𝑒 −0.04∗5
0.04
= 82.5 (1 − 0.82) + 66.15 ∗ 0.82 = 69.09
𝑋𝑡 =
=
𝑓𝑡
𝑠𝑒𝑐
= 47
𝑚𝑖
ℎ
𝛼
𝛼
𝑈
𝑡 −
(1 − 𝑒 −𝛽𝑡 ) + (1 − 𝑒 −𝛽𝑡 )
𝛽
𝛽^2
𝛽
3.3
3.3
66.15
(1 − 𝑒 −0.04∗5 ) +
∗5−
(1 − 𝑒 −0.04∗5 )
0.04
0.04^2
0.04
Page
8
= 338.93 𝑓𝑡
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Dynamic Characteristics: several forces act on the vehicle while it is in motion;
1. Air resistance:
It comes from;
 Resistance of air in front
 Resistance force due to frictional action of air around it.
(2.15 𝜌 . 𝐶𝐷. 𝐴. 𝑈 2 )
𝑅𝑎 = 0.5
𝑔
Where
𝑅𝑎: 𝐴𝑖𝑟 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑓𝑜𝑟𝑐𝑒 𝑖𝑛 𝐿𝑏
𝜌: 𝑑𝑒𝑛𝑖𝑡𝑦 𝑜𝑓 𝑎𝑖𝑟 = 0.0766
𝑙𝑏
𝑎𝑡𝑠𝑒𝑒 𝑙𝑒𝑣𝑒𝑙 , 𝑙𝑒𝑠𝑠 𝑎𝑡 ℎ𝑖𝑔ℎ𝑒𝑟 𝑙𝑒𝑣𝑒𝑙𝑠
𝑓𝑡 3
𝐶𝐷: 𝑎𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑑𝑟𝑢𝑔 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 = 0.4 𝑓𝑜𝑟 𝑝𝑐𝑢, 0.5 ~ 0.8 𝑓𝑜𝑟 𝑇𝑟𝑢𝑐𝑘𝑠
𝐴: 𝑓𝑟𝑜𝑛𝑡𝑎𝑙 𝑥 𝑠𝑒𝑐𝑡𝑖𝑜𝑛 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑣𝑒ℎ𝑖𝑣𝑙𝑒 (𝑓𝑡2)
𝑈: 𝑣𝑒ℎ𝑖𝑐𝑙𝑒 𝑠𝑝𝑒𝑒𝑑
𝑚𝑖
ℎ
𝑔: 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑜𝑓 𝑔𝑟𝑎𝑣𝑖𝑡𝑦 (32.2 𝑓𝑡/𝑠𝑒𝑐 2 )
2. Grade resistance:
= Weight x Grade in %
Page
9
Weight
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
3. Rolling resistance:
Which depends on smoothness of pavement (lower on smooth
pavement than on rough pavement), and type of vehicle.
For (PCU) passenger car unit.
𝑅𝑟 = (𝐶𝑟𝑠 + 2.15𝐶𝑟𝑣 . 𝑈 2 )𝑊
Where
𝑅𝑟: 𝑟𝑜𝑙𝑙𝑖𝑛𝑔 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑓𝑜𝑟𝑐𝑒 (𝑙𝑏)
𝐶𝑟𝑠: 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 (0.012)
𝐶𝑟𝑣: 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 (0.65 ∗ 10−6 sec 2 /𝑓𝑡 2
. 𝑈: 𝑣𝑒ℎ𝑖𝑐𝑙𝑒 𝑠𝑝𝑒𝑒𝑑 𝑚𝑖/ℎ
𝑊: 𝑔𝑟𝑜𝑠𝑠 𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑣𝑒ℎ𝑖𝑐𝑙𝑒 (𝑙𝑏)
For Trucks
𝑅𝑟 = (𝐶𝑎 + 1.47𝐶𝑏 . 𝑈)𝑊
Where
𝐶𝑎 = 0.02445
𝐶𝑏 = 0.00044
𝑠𝑒𝑐
𝑓𝑡
4. Curve resistance:
(2.15 𝑈2 𝑊)
𝑅𝑐 = 0.5
𝑔. 𝑅
Where
Page
10
𝑅𝑐: 𝐶𝑢𝑟𝑣𝑒 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐 (𝑙𝑏)
𝑈: 𝑣𝑒ℎ𝑖𝑐𝑙𝑒 𝑠𝑝𝑒𝑒𝑑 𝑚𝑖/ℎ
𝑅: 𝑅𝑎𝑑𝑢𝑖𝑠 𝑜𝑓 𝑐𝑢𝑟𝑣𝑎𝑡𝑢𝑟𝑒 (𝑓𝑡)
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Power requirements
Vehicle horsepower is required to overcome resistance forces.
𝑃=
(1.47 𝑅 𝑈)
550
Where
𝑃 = ℎ𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 𝑑𝑒𝑙𝑖𝑣𝑒𝑟𝑒𝑑 (ℎ𝑝)
𝑅 = 𝑠𝑢𝑚 𝑜𝑓 𝑡ℎ𝑒 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑓𝑜𝑟𝑐𝑒𝑠 𝑡𝑜 𝑚𝑜𝑡𝑖𝑜𝑚 (𝑙𝑏)
𝑚𝑖
𝑈 = 𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒 ( )
ℎ
Example:
Determine the horsepower produced by a PCU of 4000 lb. weight and 40 ft2
frontal sectional area, travelling at a speed 65 mi/h on a straight road of
smooth pavement and 5% grade?
Sol.
R=Air resistance + Rolling resistance + Grade resistance
(2.15 ∗ 0.0766 ∗ 0.4 ∗ 40 ∗ 652 )
𝑅 = 0.5
32.2
+ (0.012 + 2.15 ∗ 0.65x10−6 ∗ 652 ) ∗ 4000 + 4000 ∗
= 444.5 𝑙𝑏.
(1.47 ∗ 444.5 ∗ 65)
= 77.2 ℎ𝑝
550
Page
11
𝑃=
5
100
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Breaking Distance:
The worst case is when the vehicle travelling downhill
U
w/g a
w f cos Ợ
W
W sin Ợ
Ợ
( 𝑈2)
𝐷𝑏 =
30 (𝑓 ± 𝐺)
Where
𝐷𝑏 = 𝐵𝑟𝑒𝑎𝑘𝑖𝑛𝑔 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒
𝑓 = 𝑐𝑒𝑜𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 𝑜𝑓 𝑓𝑟𝑖𝑐𝑡𝑖𝑜𝑛 =
𝑎
𝑔
a: vehicle deceleration taken 11.2 ft/sec2 (comfortable rate)
g: acceleration of gravity 32.2 ft/sec2
± + 𝑓𝑜𝑟 𝑢𝑝ℎ𝑖𝑙𝑙,
− 𝑓𝑜𝑟 𝑑𝑜𝑤𝑛ℎ𝑖𝑙𝑙
𝐺 = 𝑡𝑎𝑛Ợ = % grade/100
( 𝑈2)
𝑆 = 1.47 𝑈. 𝑡 +
𝑎
30 ( ± 𝐺)
𝑔
Page
𝑆 = 𝑇𝑜𝑡𝑎𝑙 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑚𝑜𝑣𝑒𝑑
12
Where
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Example:
A driver travelling on a highway at 55mi/h downgrade of 5%, observes an
accident ahead of him blocking the road, if he was able to stop his vehicle 30ft
from accident point, what was his distance from that accident when he first
see it?
Assume PRT (PIEV) time=2.5 sec, a=11.2 ft./sec2.
Sol.
( 𝑈2)
𝑆 = 1.47 𝑈. 𝑡 +
𝑎
30 ( ± 𝐺)
𝑔
(55)2
= 1.47 ∗ 55 ∗ 2.5 +
= 540𝑓𝑡 + 30 = 570𝑓𝑡
11.2
5
30 ∗ (
−
32.2 100)
Example: Exit Ramp Stopping Distance
A motorist traveling at 65 mi/h on an expressway intends to leave the
expressway using an exit ramp with a maximum speed of 35 mi/h. At what
point on the expressway should the motorist step on her brakes in order to
reduce her speed to the maximum allowable on the ramp just before entering
the ramp, if this section of the expressway has a downgrade of 3%?

Sol.
( 𝑈12 − 𝑈22 )
𝐷𝑏 =
𝑎
30 ( − 𝐺)
𝑔
Page
The brakes should be applied at least 312.5 ft from the ramp.
13
( 652 − 352 )
𝐷𝑏 =
= 312.5 𝑓𝑡
11.2
30 (
− 0.03)
32.2
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Estimates of velocities
If the skid marks can be seen on the pavement, then by using the breaking
distance equation, one can estimates the travelling velocity of the driver;
Step 1: measure the length of skid marks for each tire and then find the
average, which is assumed to be the breaking distance Db.
Step 2: estimate the coefficient of friction (fk) by making trial runs (this can be
done by driving the vehicle at a known speed (Uk) under similar weather
condition with similarities.
( 𝑈𝑘 2 )
𝑓𝑘 =
±𝐺
30 𝐷𝑘
Step 3: estimate the unknown velocity Uu.
𝐷𝑏 1/2
𝑈𝑢 = ( ) ∗ 𝑈𝑘
𝐷𝑘
However, if the vehicle involved in the accident was traveling at speed u1
when the impact took place and the speed u1 is known, then;
1
2
𝐷𝑏
2
2
𝑈𝑘
+
𝑈1
𝑈𝑢 = ( 𝐷𝑘
)
Minimum Radius of Circular Curve:
Page
𝑈2
𝑅=
15 (𝑒 + 𝑓𝑠 )
14
Superelevation is needed to balance between the centrifugal force and the
centripetal acceleration. Maximum superelevation rate of 0.10 (10%) is used
for highways in rural areas, whereas in urban areas the maximum rate is 0.08
(8%).
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Example:
A curve of radius R=465 ft. restricted the design speed to a limit of 61.5%, it is
required to improve the geometric design (find a new radius) of the curve to
allow for the full design speed? Assume e =8% for both curves.
Sol.
YEAR 2015 - 2016
Page
Find the design speed (posted speed)
𝑈2
𝑅=
15 (𝑒 + 𝑓𝑠)
Assume fs=0.15
, gives U= 40.05 mi/h
15
1.
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
2. Check fs assumed from the table.
3. Determine the design speed.
Design speed= 40/0.61= 65.6 mi/h
4. Find R , Using design speed 65 mi/h
𝑅=
652
= 1482.45 𝑓𝑡
15 (0.08 + 0.11)
 ROAD CHARACTERISTICS:
Sight Distance: is the length of the roadway a driver can see ahead at any
particular time.
1. Stopping Sight Distance (SSD):
SSD =1.47 U .t + U2/ 30(f ±G)
Stopping Sight Distances for different Design Speed
Stopping Sight Distance
Brake Reaction
Distance ( ft)
Braking
Distance on
Level ( ft)
Calculated ( ft)
Design
20
73.5
38.4
111.9
115
30
110.3
86.4
196.7
200
40
147
153.6
300.6
305
50
183.8
240
423.8
425
60
220.5
345.5
566
570
70
257.3
470.3
727.6
730
Page
16
Design
Speed (mi /h)
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
2. Passing Sight Distance:
Passing veh
-
----- -- -- - - --- --- ---
----
----
- --
----- --
- --
----- --
Opposing veh.
Impeder veh
|
d1
-
|
| 1/3 d2
|
----- -- -- - - --- --- ---
d1
|
|
I
----
----
2/3 d2
d2
l
I
d3
l
d3
I
d1 =1.47 t1 ( U – m + a t1/2)
Where;
t1: time for initial maneuver (sec)
U: average speed of passing vehicle (mi/h)
m: difference in speed between passing and impeder vehicle
YEAR 2015 - 2016
Page
d1 : distance traversed during perception-reaction time and during
initial acceleration to the point where the passing vehicle just enters
the left lane
d2 : distance traveled during the time the passing vehicle is traveling in
the left lane
d3 :
distance between the passing vehicle and the opposing vehicle at
the end of the passing maneuver
d4 distance moved by the opposing vehicle during two thirds of the time
the passing vehicle is in the left lane (usually taken to be 2 /3 d2)
17
a: average acceleration rate mi/h/sec
d2: 1.47U t2
Where t2: time passing vehicle is traveling on left lane (sec)
d3: 100’--------300’
d4: 2/3 d2
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Page
18
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
TRAFFIC ENGINEERING STUDIES
Traffic studies may be grouped into three main categories:
(1) inventories, (2) administrative and (3) dynamic studies
Dynamic traffic studies involve the collection of data under operational
conditions and include studies of speed, traffic volume, travel time and delay,
parking, and crashes.
Spot Speed Studies
Duration of study is at least 1 hour and sample size at least 30 vehicle. It is
conducted to estimate the distribution of speed of vehicles in a stream of
traffic at a particular location on a highway. Speed characteristics identified by
such a study will be valid only for the traffic and environmental conditions that
exist at the time of the study and may be used to:
• Establish parameters for traffic operation and control, such as speed zones,
speed limits (85th-percentile speed is commonly used as the speed limit on a
road), and passing restrictions.
• Evaluate the effectiveness of traffic control devices, such as variable
message signs at work zones.
• Monitor the effect of speed enforcement programs, such as the use of drone
radar and the use of differential speed limits for passenger cars and trucks.
• Evaluate and or determine the adequacy of highway geometric
characteristics, such as radii of horizontal curves and lengths of vertical curves.
• Evaluate the effect of speed on highway safety through the analysis of crash
data for different speed characteristics.
• Determine speed trends.
• Determine whether complaints about speeding are valid.
Page
1. Road Detectors separated by a distance of 3 to 15 ft
Road detectors can be classified into two general categories: pneumatic road
tubes and induction loops.
2. Radar-Based Traffic Sensors
3. Electronic-Principle Detectors
19
Methods for Conducting Spot Speed Studies
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Sample Size for Spot Speed Study
It is necessary to select a sample size that will give an estimated mean within
acceptable error limits by using statistical procedures. Accordingly we have to
know what is the;
Average Speed: This is the arithmetic mean of all observed vehicle speeds
(which is the sum of all spot speeds divided by the number of recorded
speeds). It is given as
∑ 𝑓𝑖 𝑈𝑖
∑ 𝑈𝑖
⩂=
𝑜𝑟
⩂=
∑ 𝑓𝑖
𝑁
Where
⩂: arithmetic mean
𝑓𝑖 : no. of observations in the class
𝑈𝑖 : Speed of the ith vehicle
N: no. of the total observed vehicle.
YEAR 2015 - 2016
∑ (𝑈𝑗 − ⩂)^2
𝑁−1
Page
𝑆=√
20
Median Speed: This is the speed at the middle value in a series of spot speeds
that are arranged in ascending order. 50 percent of the speed values will be
greater than the median; 50 percent will be less than the median.
Modal Speed: This is the speed value that occurs most frequently in a sample
of spot speeds.
The ith-percentile Spot Speed This is the spot speed value below which i
percent of the vehicles travel; for example, 85th-percentile spot speed is the
speed below which 85 percent of the vehicles travel and above which 15
percent of the vehicles travel.
Pace: This is the range of speed—usually taken at 10-mi/h intervals—that has
the greatest number of observations. For example, if a set of speed data
includes speeds between 30 and 60 mi/h, the speed intervals will be 30 to 40
mi/h, 40 to 50 mi/h, and 50 to 60 mi/h, assuming a range of 10 mi/h. The pace
is 40 to 50 mi/h if this range of speed has the highest number of observations.
Standard Deviation of Speeds: This is a measure of the spread of the individual
speeds. It is estimated as.
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
For speed data presented in classes
∑ 𝑓𝑖 (𝑈𝑖 − ⩂ )2
𝑆=√
𝑁−1
Where
S : standard deviation
⩂: arithmetic mean
𝑈𝑗 : jth observation
𝑈𝑖 : midvalue of speed class i
N : number of observations
𝑓𝑖 : frequency of speed class i
Sample Size
𝑍 𝜎 2
𝑁=(
)
𝑑
where
𝑁 : minimum sample size
𝑍 : number of standard deviations corresponding to the required confidence
level 1.96 for 95 percent confidence level
𝜎 ∶ standard deviation (mi/h)
𝑑 ∶ limit of acceptable error in the average speed estimate (mi/h)
YEAR 2015 - 2016
Constant Z
1.00
1.50
1.64
1.96
2.00
2.50
2.58
3.00
Page
Confidence Level (%)
68.3
86.6
90.0
95.0
95.5
98.8
99.0
99.7
21
Constant Corresponding to Level of Confidence (Z)
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Example:
A total of 120 spot speed samples were collected at a location and determined
from this data that the standard variation of the speeds was
6 mi/h. If it is
required that the confidence level should be 95% and the limit of acceptable
error was 1.5 mi/h, determine whether the number of samples satisfies the
requirement.
Sol.
𝑍 𝜎 2
1.96 ∗ 6 2
𝑁=(
) = (
) = 61.46
𝑑
1.5
Means that the minimum number required to satisfy the requirements is 62 ,
therefore sample size is adequate
Presentation and Analysis of Spot Speed Data
The presentation format most commonly used is the frequency distribution
table.
First choose the number of classes—that is, the number of velocity ranges—
into which the data are to be fitted. The number of classes chosen is usually
between 8 and 20
Example
Page
22
The table below shows the data collected on a rural highway during a speed
study. Develop the frequency histogram and the frequency distribution of the
data and determine:
1. The arithmetic mean speed
2. The standard deviation
3. The median speed
4. The pace
5. The mode or modal speed
6. The 85th-percentile speed
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Sol.
The speeds range from 34.8 to 65.0 mi/h, giving a speed range of 30.2.
For 8 classes, the range per class is 3.77 mi/h. For 20 classes, the range per
class is 1.51 mi/h.
Speed
(mi /h)
Car No.
Speed
(mi /h)
Car No.
Speed
(mi /h)
Car No.
Speed
(mi
/h)
1
35.1
23
46.1
45
47.8
67
56
2
44
24
54.2
46
47.1
68
49.1
3
45.8
25
52.3
47
34.8
69
49.2
4
44.3
26
57.3
48
52.4
70
56.4
5
36.3
27
46.8
49
49.1
71
48.5
6
54
28
57.8
50
37.1
72
45.4
7
42.1
29
36.8
51
65
73
48.6
8
50.1
30
55.8
52
49.5
74
52
9
51.8
31
43.3
53
52.2
75
49.8
10
50.8
32
55.3
54
48.4
76
63.4
11
38.3
33
39
55
42.8
77
60.1
12
44.6
34
53.7
56
49.5
78
48.8
13
45.2
35
40.8
57
48.6
79
52.1
14
41.1
36
54.5
58
41.2
80
48.7
15
55.1
37
51.6
59
48
81
61.8
16
50.2
38
51.7
60
58
82
56.6
17
54.3
39
50.3
61
49
83
48.2
18
45.4
40
59.8
62
41.8
84
62.1
19
55.2
41
40.3
63
48.3
85
53.3
20
45.7
42
55.1
64
45.9
86
53.4
21
54.1
43
45
65
44.7
22
54
44
48.3
66
49.5
Page
23
Car No.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
It is convenient to choose a range of 2 mi/h per class which
will give 16 classes. A frequency distribution table can then be
prepared, as shown in below
1
Speed
Class
(mi/h)
2
Class
Midvalue,
ui
3
Class
Frequency
(Number of
Observations
in Class), fi
4
fiui
3 x2
5
6
Percentage
Cumulative
of
Percentage
Observations
of All
in Class
Observations
3/ 86x100
7
f(ui- u)2
34 – 35.9
35
2
70
2.3
2.3
420.5
36 – 37.9
37
3
111
3.5
5.8
468.75
38 – 39.9
39
2
78
2.3
8.1
220.5
40 – 41.9
41
5
205
5.8
13.9
361.25
42 – 43.9
43
3
129
3.5
17.4
126.75
44 – 45.9
45
11
495
12.8
30.2
222.75
46 – 47.9
47
4
188
4.7
34.9
25
48 – 49.9
49
18
882
21
55.9
9
50 –51.9
51
7
357
8.1
64
15.75
52 –53.9
53
8
424
9.3
73.3
98
54 –55.9
55
11
605
12.8
86.1
332.75
56 –57.9
57
5
285
5.8
91.9
281.25
58 –59.9
59
2
118
2.3
94.2
180.5
60 – 61.9
61
2
122
2.3
96.5
264.5
62 – 63.9
63
2
126
2.3
98.8
364.5
64 – 65.9
65
1
65
1.2
100
240.25
86
4260
3632
Page
24
Totals
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Class Frequency (Number of Observations in
Class), fi
20
18
16
class Frequency fi
14
12
10
8
6
4
2
0
34 – 36 – 38 – 40 – 42 – 44 – 46 – 48 – 50 – 52 – 54 – 56 – 58 – 60 – 62 – 64 –
35.9 37.9 39.9 41.9 43.9 45.9 47.9 49.9 51.9 53.9 55.9 57.9 59.9 61.9 63.9 65.9
Class Speed mi/h
Histogram for Observed Vehicle speed
Cumulative Distribution Curve
120
Cumulative Frequancy %
100
80
60
40
20
0
20
30
40
50
60
70
80
Page
25
Speed mi/hr
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Comparison of Mean Speeds
Is there a significant difference between the mean speeds of two spot speed
studies?. This can be done by comparing the absolute difference between the
sample mean speeds against the product of the standard deviation of the
difference in means and the factor Z for a given confidence level.
If the absolute difference between the sample means is greater, it can then be
concluded that there is a significant difference in sample means at that specific
confidence level.
(𝑆1 )2 (𝑆2 )2
𝑆𝑑 = √
+
𝑛1
𝑛2
Where
𝑆𝑑 : Standard deviation of the difference in means
n1: sample size for study 1
n2: sample size for study 2
S1: variance about the mean for study 1
S2: variance about the mean for study 2
If (⩂1 -⩂2)˃ Z x 𝑺𝒅 . This means that there is a significant difference in the
mean speeds of the two studies.
⩂1 &⩂2 are the mean speeds of study one and two respectively.
Example :
Speed data were collected at a section of highway during and after utility
maintenance work. The speed characteristics are given as⩂, S, n, and as shown
below. Determine whether there was any significant difference between the
average speeds at the 95% confidence level.
⩂1= 35.5 mi/h
⩂2 =38.7mi/h
S2 =7.4 mi/h
n2 = 280
S1 =7.5 mi/h
n1= 250
Sol:
1.96 x0.65=1.3
3.2˃ 1.3 So difference is significant.
YEAR 2015 - 2016
Page
38.7 - 35.5 = 3.2
26
(7.5)2 (7.4)2
𝑆𝑑 = √
+
= 0.65
250
280
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Traffic Volume
Is the number of vehicles and/or pedestrians that pass a point on a highway
facility during a specified time period. This time period varies from as little as
15 minutes to as much as a year depending on the anticipated use of the data.
The data collected also may be put into subclasses which may include
directional movement, occupancy rates, vehicle classification, and pedestrian
age. Traffic volume studies are usually conducted when certain volume
characteristics are needed, some of which follow:
1. Average Annual Daily Traffic (AADT) is the average of 24-hour counts
collected every day of the year
𝑎𝑣𝑒𝑟𝑎𝑔𝑒 24 ℎ 𝑣𝑜𝑙.𝑓𝑜𝑟 𝑒𝑎𝑐ℎ 𝑑𝑎𝑦(𝑛𝑜.𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠)
AADT=
365 𝑑𝑎𝑦𝑠 𝑜𝑟 366 𝑓𝑜𝑟 𝑙𝑒𝑎𝑝 𝑦𝑒𝑎𝑟
AADTs are used in several traffic and transportation analyses for:
a. Estimation of highway user revenues
b. Computation of crash rates in terms of number of crashes per 100 million
vehicle miles.
c. Establishment of traffic volume trends
d. Evaluation of the economic feasibility of highway projects
e. Development of freeway and major arterial street systems
f. Development of improvement and maintenance programs
2.Average annual weekday traffic
𝑎𝑣𝑒𝑟𝑎𝑔𝑒 24 ℎ 𝑣𝑜𝑙.𝑓𝑜𝑟 𝑒𝑎𝑐ℎ 𝑑𝑎𝑦(𝑛𝑜.𝑜𝑓 𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑠)
AAWT=
YEAR 2015 - 2016
Page
3. Average Daily Traffic (ADT) is the average of 24-hour counts collected over a
number of days greater than one but less than a year. ADTs may be used for:
a. Planning of highway activities
b. Measurement of current demand
c. Evaluation of existing traffic flow
4. Peak Hour Volume (PHV) is the maximum number of vehicles that pass a
point on a highway during a period of 60 consecutive minutes. PHVs are used
for:
a. Functional classification of highways
b. Design of the geometric characteristics of a highway, for example, number
of lanes, intersection signalization, or channelization
c. Capacity analysis
d. Development of programs related to traffic operations, for example, oneway street systems or traffic routing
e. Development of parking regulations
27
𝑛𝑜.𝑜𝑓 𝑤𝑒𝑒𝑘𝑑𝑎𝑦𝑠 (260 𝑢𝑠𝑢𝑎𝑙𝑙𝑦)
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
The Design Hour volume (DHV) is the average of 10th to 50th highest volume
hours of the year (depends on the type of the highway; rural, urban,
suburban,…..), mostly used is 30th highest of the year .
DHV= AADT x Ki
Where Ki :factor used to convert annual average daily traffic to a specified
annual hourly volume
K20= 0.126 12.6%
K30=0.12
12%
Percent daily Traffic
5. Vehicle Classification (VC) records volume with respect to the type of
vehicles,
for example, passenger cars, two-axle trucks, or three-axle trucks. VC is used
in:
a. Design of geometric characteristics, with particular reference to turning-radii
requirements, maximum grades, lane widths, and so forth
b. Capacity analyses, with respect to passenger-car equivalents of trucks
c. Adjustment of traffic counts obtained by machines
d. Structural design of highway pavements, bridges, and so forth
5. Vehicle Miles of Travel (VMT) is a measure of travel along a section of road.
It is the product of the traffic volume (that is, average weekday volume or ADT)
and the length of roadway in miles to which the volume is applicable. VMTs are
used mainly as a base for allocating resources for maintenance and
improvement of highways.
10
8
6
4
2
0
12 AM
12 AM
12 AM
12 AM
12 AM
Page
28
Day Time
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
140
Monthly ADT as a% of AADT
130
120
110
AADT
100
90
80
70
60
50
40
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Hourly volume as a % of AADT
Month
15
14
13
12
11
10
0
20
40
60
80
100
120
no.of hours (annually) with greater volumes
Expansion Factors
Used to adjust periodic counts
𝑇𝑜𝑡𝑎𝑙 𝑉𝑜𝑙.𝑓𝑜𝑟 24 ℎ𝑜𝑢𝑟 𝑝𝑒𝑟𝑖𝑑
𝑉𝑜𝑙.𝑜𝑓 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 ℎ𝑜𝑢𝑟
Page
Used to expand counts for durations less than 24hr to 24 hr. volumes by
multiplying the hourly volume for each hour during the count period by the
(HEF) for that hour and finding the mean of these products.
29
Hourly Expansion Factor (HEF) =
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Daily Expansion Factor (DEF) =
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑡𝑜𝑡𝑎𝑙 𝑣𝑜𝑙𝑢𝑚𝑒 𝑓𝑜𝑟 𝑤𝑒𝑒𝑘
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑣𝑜𝑙. 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 𝑑𝑎𝑦
Used to determine weekly volumes from counts of 24hr duration by
multiplying the 24 hr. volume by the DEF.
Monthly Expansion Factor (MEF) =
𝐴𝐴𝐷𝑇
𝐴𝐷𝑇 𝑓𝑜𝑟 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 𝑚𝑜𝑛𝑡ℎ
Used to determine the AADT by multiplying the ADT for a given month by the
MEF.
Example:
A traffic engineer urgently needs to determine the AADT on a rural primary
road that has the volume distribution characteristics shown in Tables. He
collected the data shown below on a Tuesday during the month of May.
Determine the AADT of the road?
Sol.
Time
7:00 –8:00 a.m.
8:00 –9:00 a.m.
9:00 –10:00 a.m.
10:00 –11:00 a.m.
11:00 –12 noon
Tuesday,24 hour volume =
Volume
400
535
650
710
HEF
29
22.05
18.8
17.1
650
18.52
400𝑥29+535 𝑥22.05+650 𝑥18.8+710 𝑥 17.1+650 𝑥18.52
5
= 11959
Adjust the 24 hr. volume of Tuesday to average day volume
= (11959 𝑥 7.727)/7 = 13201 This is in May
Page
30
Adjust to AADT =13201 x 1.394 = 18402 vehicle per day.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Hourly, Daily and Monthly Expansion Factor for a Rural Primary Road
Hour
Volume
6:00 –7:00 a.m.
294
7:00 – 8:00 a.m.
426
8:00 – 9:00 a.m.
560
9:00 –10:00 a.m.
657
10:00 –11:00 a.m.
722
11:00 –12:00 p.m.
667
12:00 –1:00 p.m.
660
1:00 – 2:00 p.m.
739
2:00 – 3:00 p.m.
832
3:00 – 4:00 p.m.
836
4:00 –5:00 p.m.
961
5:00 – 6:00 p.m.
892
HEF
42
29
22.05
18.8
17.1
18.52
18.71
16.71
14.84
14.77
12.85
13.85
Hour
6:00 –7:00 p.m.
7:00 – 8:00 p.m.
8:00 – 9:00 p.m.
9:00 –10:00 p.m.
10:00 –11:00 p.m.
11:00 –12:00 a.m.
12:00 –1:00 a.m.
1:00 – 2:00 a.m.
2:00 – 3:00 a.m.
3:00 – 4:00 a.m.
4:00 –5:00 a.m.
5:00 – 6:00 a.m.
Volume
743
706
606
489
396
360
241
150
100
90
86
137
HEF
16.62
17.49
20.38
25.26
31.19
34.31
51.24
82.33
123.5
137.22
143.6
90.14
Total 12350
Day of Week
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Volume
7895
10,714
9722
11,413
10,714
13,125
11,539
DEF
9.515
7.012
7.727
6.582
7.012
5.724
6.51
YEAR 2015 - 2016
ADT
1350
1200
1450
1600
1700
2500
4100
4550
3750
2500
2000
1750
MEF
1.756
1.975
1.635
1.481
1.394
0.948
0.578
0.521
0.632
0.948
1.185
1.354
Page
Total 28450
Month
January
February
March
April
May
June
July
August
September
October
November
December
31
Total 75122
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Fundamental Principles of Traffic Flow
Traffic Flow Elements
The primary elements of traffic flow are; flow, density, and speed. Another
element, associated with density, is the gap or headway between two vehicles
in a traffic stream.
Flow (q) is the equivalent hourly rate at which vehicles pass a point on a
highway during a time period less than 1 hour. It can be determined by:
𝑛 ∗ 3600
𝑞=
𝑣𝑒ℎ/ℎ𝑟
𝑇
Where
n = the number of vehicles passing a point in the roadway in T sec
q = the equivalent hourly flow
Density (D) or concentration is the number of vehicles traveling over a unit
length of highway at an instant in time. The unit length is usually 1 mile (mi)
thereby making vehicles per mile (veh/mi) the unit of density.
𝑛
D= 𝑙 veh/mi
Speed (u) is the distance traveled by a vehicle during a unit of time. It can be
expressed in miles per hour (mi/h), kilometers per hour (km/h), or feet per
second (ft /sec).There are two types of mean speeds: time mean speed and
space mean speed.
Time mean speed (Ūt) is the arithmetic mean of the speeds of vehicles passing
a point on a highway during an interval of time. The time mean speed is found
by:
Ūt =
1
𝑛
∑𝑛𝑖=1 𝑢𝑖
Page
32
Where
n = number of vehicles passing a point on the highway
ui = speed of the ith vehicle (ft /sec)
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Space mean speed (Ūs ) is the harmonic mean of the speeds of vehicles
passing a point on a highway during an interval of time. It is obtained by
dividing the total distance traveled by two or more vehicles on a section of
highway by the total time required by these vehicles to travel that distance.
This is the speed that is involved in flow-density relationships. The space mean
speed is found by
Ūs
∑𝑛
𝑖=1 𝑙𝑖
= ∑𝑛
𝑖=1 𝑡𝑖
Where
Ūs = space mean speed (ft /sec)
n = number of vehicles
ti = the time it takes the ith vehicle to travel across a section of highway (sec)
li =length of section of highway (ft)
Or
Ūs =
𝑛
∑𝑛
𝑖=1
1
𝑢𝑖
The time mean speed is always higher than the space mean speed. The
difference between these speeds tends to decrease as the absolute values of
speeds increase. It has been shown from field data that the relationship
between time mean speed and space mean speed can be given as
Ut= 0.966 Us + 3.541
Time headway (h) is the time interval between successive vehicles as they pass
along the lane.
Average headway in a lane (h) in sec.= 3600/ q
Space headway (d) is the distance between successive vehicles in a traffic lane
measured from common point on the vehicles (from bumper or front wheel).
Page
33
Average spacing between vehicles in a lane (d) in ft= 5280/ D
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Time –Space Diagram
* Six vehicles are moving in the above diagram, vehicles 1,2,3,4 are at
distances d1,d2,d3,d4 from reference point whereas 5and 6 cross the reference
point later at time t5 and t6.
* The speed, of a vehicle at any time t, is the slope of the time space diagram
for that vehicle at time t. Vehicles 1 and 2 are moving at constant speeds
because the slopes of the associated graphs are constant.
* Vehicle 3 moves at a constant speed between time zero and time t3, then
stops for the period t3 to t3” (the slope of graph equals 0), and then accelerates
and eventually moves at a constant speed.
* The time headway between vehicles 3 and 4 at d1 is h3-4.
* The space headway between vehicles 3 and 4 at time t5 is d3-4.
Example:
The speed of 5 vehicles were measured by radar at the mid-point of a 0.5 mile
section of highway; the speeds were 44,42,51,46 and 49 mi/h. Assuming all
vehicles were traveling at a constant speed, calculate time mean and space
mean speeds?
Ūt =
Sol.
1
𝑛
∑𝑛𝑖=1 𝑢𝑖
= (44+42+51+46+49)/5 =46.4 mi/h Time Mean Speed
∑𝑛
𝑖=1
1
𝑢𝑖
=5/(1/44 +1/42+1/51+1/46+1/49) =46.17 mi/h Space Mean Speed
YEAR 2015 - 2016
34
𝑛
Page
Ūs =
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Example:
Figure below shows vehicles traveling at constant speeds on a two-lane
highway between sections X and Y with their positions and speeds obtained at
an instant of time by photography. An observer located at point X observes the
four vehicles passing point X during a period of T sec. The velocities of the
vehicles are measured as 45, 45, 40, and 30 mi/h, respectively. Calculate the
flow, density, time mean speed, and space mean speed.
Sol.
𝑞=
𝑛 ∗ 3600
𝑣𝑒ℎ/ℎ𝑟
𝑇
𝑞=
4∗3600
𝑇
=
14400 𝑣𝑒ℎ
𝑇
ℎ𝑟
4
𝐷 = 𝑛=
= 70.4 𝑣𝑒ℎ/𝑚𝑖
300/5280
𝑙
Ūt =
1
𝑛
∑𝑛𝑖=1 𝑢𝑖
= (45+45+40+30)/4 = 40mi/h Time Mean Speed
Ūs =
𝑛
∑𝑛
𝑖=1
1
𝑢𝑖
Page
35
=4/(1/45 +1/45+1/40+1/30) =38.91 mi/h Space Mean Speed
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Mathematical Relationships Describing Traffic Flow
Greenshields Model: Relation between Flow, Sped and Density
The general equation relating flow, density and space mean speed is;
Flow (q) = Density (D) x Space mean speed (Ūs )
Speed –Density
𝐷
𝑈 = 𝑈𝑓 (1 − )
𝐷𝑗
Where
𝑈 = 𝑠𝑝𝑎𝑐𝑒 𝑚𝑒𝑎𝑛 𝑠𝑝𝑒𝑒𝑑 𝑚𝑖/ℎ
𝑈𝑓 = 𝑓𝑟𝑒𝑒 𝑓𝑙𝑜𝑤 𝑠𝑝𝑒𝑒𝑑 𝑚𝑖/ℎ
𝐷 = 𝑑𝑒𝑛𝑠𝑖𝑡𝑦 𝑣𝑒ℎ/ℎ
𝐷𝑗 = 𝑗𝑎𝑚 𝑑𝑒𝑛𝑠𝑖𝑡𝑦
Flow – Density
q= Uf ( D –
𝐷2
𝐷𝑗
)
qcap = capacity flow which gives Dcap
Dcap = Dj /2
Page
36
qcap = Uf Dj / 4
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Speed - Flow
q= Dj (U – U2/Uf )
Example:
A section of highway is known to have a free flow speed of 55 mi/h and a
capacity of 3300 v/ h. In a given hour, 2100 vehicles were counted at a specific
point along this highway section. Determine the space mean speed of these
2100 vehicles?
Sol.
qcap = Uf Dj / 4
Dj = 4 x 3300/ 55 =240 v/ mi
q= Dj (U – U2/Uf )
2100 = 240 ( U – U2/55)
U=44.08 mi/h or 10.92
Peak hour factor (PHF)
PHF= hourly volume / max. rate of flow
= hourly vol. (v/h)/ 4 x max. 15 minute vol. within the hour(v/h)
vol. for time interval (v)
1000
1100
1200
900
⨊ 4200
PHF= 4200/ 4x1200 = 0.875
Page
PHF (0.7 Rural ----------------0.98 Urban)
37
Time interval
5:00- 5:15pm
5:15 -5:30pm
5:30-5:45pm
5:45- 6:00p
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Level of Service
It is the level of operating performance of a highway at a traffic density less
than the capacity. The measure of quality of flow is the “level of service” (LOS),
a qualitative measure, ranging from A to F, which characterizes both
operational Conditions within a traffic stream and highway users’ perception.
E
A : free flow condition
B : reasonable free flow condition
C: stable flow condition
D: high density level but still stable flow prevails
E: the capacity of highway has been reached – unstable flow
F: forced flow condition (breaks down/ stop & go)
F
Flow
There are two measures used to describe the service quality of a two-lane
highway. These are (1) percent time following another vehicle and (2) average
travel speed.
1. Percent time-spent-following another vehicle (PTSF) is the average
percentage of time that vehicles are traveling behind slower vehicles. When
the time between consecutive vehicles (called the “headway”) is less than three
seconds, the trailing vehicle is considered to be following the lead vehicle. PTSF
is a measure of the quality of service provided by the highway.
2. Average travel speed (ATS) is the space mean speed of vehicles in the traffic
stream. Space mean speed is the segment length divided by average time for
all vehicles to traverse the segment in both directions during a designated
interval. ATS is a measure of the degree in which the highway serves its
function of providing efficient mobility.
The base conditions defined as the absence of restrictive geometric, traffic, or
environmental factors. Base conditions exist for the following characteristics:
• Level terrain
• Lane widths 12 ft or greater
• Clear shoulders 6 ft wide or greater
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38
Speed
C
Page
B
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Page
Level of Service A: This is the highest quality of service that can be achieved.
Motorists are able to travel at their desired speed. The need for passing other
vehicles is well below the capacity for passing and few (if any) platoons of
three or more cars are observed. Average travel speed (ATS) is 55 mi/h or
greater, and travel delays (PTSF) occur no more than 35 percent of the time.
Maximum service flow rate (two-way) under base conditions is 490 pc/h.
Level of Service B: At this level of service, if vehicles are to maintain desired
speeds, the demand for passing other vehicles increases significantly. At the
lower level of LOS B range, the passing demand and passing capacity are
approximately equal. Average travel speeds (ATS) are 50 to 55 mi/h. Travel
delays (PTSF) occur between 35 and 50 percent of the time. Maximum service
flow rate (two-way) under base conditions is 780 pc/h.
Level of Service C: Further increases in flow beyond the LOS B range results in a
noticeable increase in the formation of platoons and an increase in platoon
size. Passing opportunities are severely decreased. Average travel speeds
(ATS) are 45 to 50 mi/h, and travel delays (PTSF) occur between 50 and 65
percent of the time. Maximum service flow rate (two-way) under base
conditions is 1190 pc/h.
Level of Service D: Flow is unstable and passing maneuvers are difficult, if not
impossible, to complete. Since the number of passing opportunities is
approaching zero as passing desires increase, each lane operates essentially
independently of the opposing lane. It is not uncommon that platoons will
form that are 5 to 10 consecutive vehicles in length. Average travel speeds
(ATS) are 40 to 45 mi/h, and travel delays (PTSF) occur between 65 and 80
percent of the time. Maximum service flow rate (two-way) under base
conditions is 1830 pc/h.
Level of Service E: Passing has become virtually impossible. Platoons are longer
and more frequent as slower vehicles are encountered more often. Operating
conditions are unstable and are difficult to predict. Average travel speeds (ATS)
are 40 mi/h or less and travel delays (PTSF) occur more than 80 percent of the
time. Maximum service flow rate (two-way) under base conditions is 3200
pc/h, a value seldom encountered on rural highways (except during summer
holiday periods) due to lack of demand.
Level of Service F: Traffic is congested with demand exceeding capacity.
Volumes are lower than capacity and speeds are variable.
39
• Passing permitted with absence of no-passing zones
• No impediments to through traffic due to traffic control or turning vehicles
• Passenger cars only in the traffic stream
• Equal volume in both directions (for analysis of two-way flow)
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Procedures for Determining Level of Service
The procedures for determining the LOS of a two-lane highway are carried out
separately for the following cases:
1. Two-way segments located in level or rolling terrain. Grades are 1 to 2
percent, and heavy vehicles maintain the same speed as passenger cars.
The analysis of two-lane roads for two-way segments is usually performed on
extended lengths when the segment length is at least 2.0 mi and the segment
is located in level or rolling terrain. Definitions of level and rolling terrain are as
follows:
Level terrain segments contain flat grades of 2 percent or less. Heavy vehicles
are able to maintain the same speed as passenger cars throughout the
segment.
Rolling terrain segments contain short or medium length grades of 4 percent
or less. Heavy truck speeds are lower than passenger cars but are not at crawl
speed. If the grade exceeds 4 percent, the two-way segment procedure cannot
be used but must be analyzed using the specific grade procedure for
directional segments.
Example :
Determine the value of PTSF for a 6-mile two-lane two-way highway in rolling
terrain. Traffic data are as follows.
Volume = 1600 v/h (two-way)
Percent trucks = 14
Percent RVs = 4
Peak hour factor = 0.95
Percent directional split = 50 – 50
Percent no-passing zones = 50
Sol.


1. Compute peak 15-min hourly passenger car equivalent
.
Grade adjustment factor fG= 1
Page
From (Table 9.4)
40
Vp = V/PHF =1600/0.95 = 1684 pc/h
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From (Table9.5)
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Pc equivalent to Trucks and Recreation vehicles
factors ET =1 , ER =1
Heavy vehicle adjustment factor
2. Compute base percent time-spent - following (BPTSF)
3. Compute percent time-spent-following (PTSF)= BPTSF + fd/np
From Table (9.3)
Directional distribution and no passing zone
adjustment factor fd/np = 4.8%
Example:
Two way two lane highway, of 11 ft lane width , 2 ft shoulder width and with
10 access point per mile, is on rolling terrain and has an hourly volume of 500
v/h (two way) with PHF=0.94. Traffic contains 5%large trucks ,2% buses and 6%
recreational vehicles ,no passing zone is 50% , base free flow speed (FFS=55
mi/h) ,directional traffic split to 60-40 .Determine the LOS?
Sol.
YEAR 2015 - 2016
fG= 0.71, ET =2.5 , ER= 1.1
Page
From Tables 9.7, 9.8 for Vp (0 - 600) -->
41
Vp= V/ PHF = 500/0.94=532
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=0.9
fHV= 0.935
832 v/h This number is outside the range used to
determine the correction factors from
tables. So go to the next range of (6001200)
fG= 0.93, ET=1.9 , ER= 1.1
Vp= 612 v/h ok
For (PTSF) percent time spent following another vehicle
For vp (600-1200) Tables9.4 and 9.5 
fG= 0.94, ET=1.5 , ER= 1.
fHV = 0.966
vp = 586 v/h
As these two values don’t exceed the capacity of Two way two lane types of
roads (3200 v/h) and the directional capacity (1700 v/h), the solution can be
continued.
Estimation of free flow speed
Page
The base free-flow speed (BFFS) depends upon local conditions regarding the
desired speeds of drivers. The transportation engineer estimates BFFS based
on knowledge of the area and the speeds on similar facilities. The range of
BFFS is 45 to 65 mi/h. Posted speed limits or design speeds may serve as
surrogates for BFFS.
FFS = 55 -3 -2.5= 49.5 mi/h
Average travel speed
42
Where
FFS = estimated free-flow speed (mi/h)
BFFS = base free-flow speed (mi/h)
f LS = adjustment for lane and shoulder width (Table 9.9) = 3 mi/h
f A = adjustment for number of access points per mi (Table 9.10) = 2.5 mi/h
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From Table 9.6 for vp=612 and 50% no passing zone fnp =2.7 mi/h
ATS = 49.5 – 0.00776 x 612 - 2.7= 42.05 mi/h
Percent time spent following another vehicle (PTSF)= BPTSF + fd/np
BPTSF= 100 (1- e-0.000879
vp
) = 100 (1- e-0.000879 x 586 ) =40.3%
Table 9.3 for vp = 586 v/h, directional split 40-60 and 50% no passing zone
 fd/np = 17%
PTSF = BPTSF + fd/np = 40.3 +17 = 57.3%
Page
43
Finally, for ATS = 42.05 mi/h and PTSF = 57.3% , Table 9.1 - LOS = D
YEAR 2015 - 2016
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Page
44
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Page
45
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Page
46
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Multilane Highway
Example:
A six lane divided highway is on rolling terrain with 2 access point per mile and
has 10 feet lane width with a 5 feet shoulder on the right side and 3 feet
shoulder on the left side .PHF =0.80, and the directional peak hour volume is
3000vph. There are 6% large trucks, 2% busses and 2% recreational vehicles. A
significant percentage of non-familiar roadway users are in the traffic stream
(the diver population adjustment factor is estimated as 0.95). Posted speed
limit is 55 mph. Determine the LOS?
Sol.
The flow rate in pc/h/ ln for a multilane highway is computed as;
where
vp = 15-minute passenger-car equivalent flow rate (pc/h/ ln)
V = hourly peak vehicle volume (veh/h) in one direction
N =number of travel lanes in one direction (2 or 3)
fp = driver population factor with a range of 0.85 to 1.00. Use 1.00 for
commuter traffic.
If there is significant recreational or weekend traffic, the value is reduced.
The flow rate obtained from above equation will be achieved only if good
pavement and weather conditions exist and there are no incidents on the
freeway segments. If these conditions do not exist, the actual flow that will be
achieved may be less.
From Table 9.25
fHV = 0.877
vp =
3000
0.8×3×0.877×0.95
= 1500 pc/h/ln
Page
47
Compute the Value of Free-Flow Speed.
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where
FFS = estimated free-flow speed (mi/h)
BFFS = base free-flow speed (mi/h). In the absence of field data, a default
value of 60 mi/h is used for rural/suburban multilane highways ,or
BFFS= posted speed +5 for speeds higher than 50 mph and
BFFS = posted speed + 7 for speeds 40 ~ 50 mph
f LW = adjustment for lane width (Table 9.29)
f LC = adjustment for lateral clearance (Table 9.34)
f M = adjustment for median type (Table 9.35)
f A =adjustment for access-point density (Table 9.36)
FFS = (55 +5) – 6.6 – 0.4- 0 – 0.5= 52.5 mph
Page
48
From Fig. 9.15 , with flow rate of 1500 pc/h/ln anand FFS of 52.5 mph , get D
LOS
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Page
49
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Freeway
Example:
A six lane urban freeway is on rolling terrain with 11feet lane width,
obstruction 2 feet from the right edge of the traveled pavement and 1.5
interchange per mile. The traffic stream consists of primarily commuters. A
directional weekday peak-hour volume of 2200vehicle is observed with 700
vehicles arriving in the most congested 15-minutes period .If the traffic stream
has 15% large trucks and buses and no recreational vehicles. Determine the
LOS?
Sol.
FFS= BFFS- fLw - fLc - fN - fID
where
FFS = estimated free-flow speed (mi/h)
BFFS = base free-flow speed (mi/h.) 70 mph for urban and 75 mph for rural .
f LW = adjustment for lane width (Table 9.29)
f LC = adjustment for lateral clearance (Table 9.34)
f N = adjustment for number of lanes (Table 9.31)
f ID =adjustment for interchange density (Table 9.32)
Page
50
FFS= 70 – 1.9 – 1.6- 3 – 5 = 58.5 mph
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Page
51
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Level of Service on Weaving, Merging and Diverging Movements
Vo1= larger outer flow, v/h equivalent base conditions
Vo2= Smaller outer flow, v/h equivalent base conditions
Vw1= Larger weaving flow, v/h equivalent base conditions
Vw2= Smaller weaving flow, v/h equivalent base conditions
Vw= total weaving flow , v/h = Vw1 +Vw2
Vnw= total non-weaving flow (outer flow) , v/h = Vo1 +Vo2
V= total demand flow , v/h = Vw + Vnw
VR = volume ratio= Vw / V
R = weaving ratio = Vw2 / Vw
Weaving
Diverging
Page
52
Merging
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Example:
For the ramp- weaving section on a six –lane free way on a level terrain, shown
in the sketch, with10% trucks , PHF= 0.90, FFS=65mi/h, fp= 1. Determine the
LOS?
L=1500 foot
3500vph
500vph
600vph
100 vph
Step 1: convert all demand volume to flow rats vph under equivalent base
conditions
𝑣𝑝 =
ET=1.5
PT=10%
𝑉
𝑃𝐻𝐹 ∗ 𝑓𝐻𝑉 ∗ 𝑓𝑝
fHV =0.952
Vo1 = 3500 / 0.9 x 0.952 x1 = 4085 v/h
Vo2= 100 / 0.9 x 0.952 x 1 = 117 v/h
Vw1 = 600 / 0.9 x 0.952 x 1 = 700 v/h
Vw2 = 500 / 0.9 x 0.952 x 1 = 584v/h
Vw = 700 +584 =1284 v/h
YEAR 2015 - 2016
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V= 1284 + 4202 = 5486 v/h
53
Vnw= 4085 +117 =4202 v/h
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V/ N = 5486/ 4 = 1372 v/h
VR = 1284 / 5486 = 0.23
From sketch L= 1500 foot
Step 2 : Average( Space mean )speed of weaving and non-weaving vehicles (Si)
Si = 15 +
𝐹𝐹𝑆−10
1+𝑤𝑖
b
c
wi = weaving intensity factor = a(1 +VR) (V /N)
Ld
Where a, b, c, d constant from table
a
b
c
d
weaving
0.15
2.2
0.97
0.80
Non weaving
0.0035
4
1.3
0.75
=0.752
Wnw=
=0.399
Sw=
= 46.4 mi/h
Snw=
=54.3 mi/h
Page
54
Ww =
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Step 3: Determine the weighted average speed for the weaving area S
𝑆=
𝑉𝑤 + 𝑉𝑛𝑤
𝑉𝑤 + 𝑉𝑛𝑤/𝑆𝑤
𝑆𝑤
S=
= 52.2 mi/h
Step 4: Determine average density and level of service for weaving area
= 1372 /52.2 v/mi/ln
Page
Speed-Flow Curves and Level-of-Services for Freeway segments
55
D=( V/N) / S
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Intersection Design
An intersection is an area, shared by two or more roads, whose main function
is to provide for the change of route directions. Intersections vary in
complexity from a simple intersection, which has only two roads crossing at a
right angle each other, to a more complex intersection, at which three or more
roads cross within the same area. The overall traffic flow on any highway
depends to a great extent on the performance of the intersections, since
intersections usually operate at a lower capacity than through sections of the
road. Intersections are classified into three general categories:
1: Grade-separated without ramps,
2: Grade-separated with ramps
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56
(Commonly known as interchanges), Grade-separated intersections usually
consist of structures that provide for traffic to cross at different levels (vertical
distances) without interruption. The potential for crashes at grade-separated
intersections is reduced because many potential conflicts between intersecting
streams of traffic are eliminated
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3: At-grade.
Page
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At-grade intersections do not provide for the flow of traffic at different levels
and therefore there exist conflicts between intersecting streams of traffic.
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Design Principles for At- Grade Intersections
The fundamental objective in the design of at-grade intersections is to
minimize the severity of potential conflicts among different streams of traffic
and between pedestrians and turning vehicles. At the same time, it is
necessary to provide for the smooth flow of traffic across the intersection. The
design should therefore incorporate the operating characteristics of both
vehicles and pedestrians using the intersection. For example, the corner radius
of an intersection pavement or surfacing should not be less than either the
turning radius of the design vehicle or the radius required for design velocity of
the turning road way under consideration. The design should also ensure
adequate pavement width of turning roadways and approach sight distances.
This suggests that at-grade intersections should not be located at or just
beyond sharp crest vertical curves or at sharp horizontal curves.
The design of an at-grade intersection involves;
a. The design of the alignment. The best alignment for an at-grade
intersection is when the intersecting roads meet at right or nearly right
angles.
YEAR 2015 - 2016
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1. Direct the paths of vehicles so that not more than two paths cross at any
one point.
2. Control the merging, diverging, or crossing angle of vehicles.
3. Decrease vehicle wander and the area of conflict among vehicles by
reducing the amount of paved area.
4. Provide a clear indication of the proper path for different movements.
5. Give priority to the predominant movements.
6. Provide pedestrian refuge.
7. Provide separate storage lanes for turning vehicles, thereby creating
space away from the path of through vehicles for turning vehicles to wait.
8. Provide space for traffic control devices so that they can be readily seen.
9. Control prohibited turns.
58
b. The design of a suitable channeling system for the traffic pattern.
AASHTO defines channelization as the separation of conflicting traffic
movements into definite paths of travel by traffic islands or pavement
markings to facilitate the safe and orderly movements of both vehicles and
pedestrians. A traffic island is a defined area between traffic lanes that is
used to regulate the movement of vehicles or to serve as a pedestrian
refuge. Channelization at an intersection is normally used to achieve one or
more of the following objectives:
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10. Separate different traffic movements at signalized intersections with
multiple phase signals.
11. Restrict the speeds of vehicles.
Page
59
c. The determination of the minimum required widths of turning roadways
when traffic is expected to make turns at speeds higher than 15 mi /h. The
radius of the inner edge pavement should not be less than 25 ft,
d. The assurance that the sight distances are adequate for the type of
control at the intersection. The high crash potential at an intersection can
be reduced by providing sight distances that allow drivers to have an
unobstructed view of the entire intersection at a distance great enough to
permit control of the vehicle, both types of sight triangles, approach sight
triangles and departure sight triangles should be maintained.
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Page
60
Case A: Sight Distance Requirements for No-Control Intersections
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Sight distance of the first table should be multiplied by appropriate value from
the second table for grad adjustment.
Example:
A tall building is located 45 ft from the centerline of the right lane of a local
road (b in Figure) and 65 ft from the centerline of the right lane of an
intersecting road (a in Figure). If the maximum speed limit on the intersecting
road is 35 mi /h, what should the speed limit on the local road be such that the
minimum sight distance is provided to allow the drivers of approaching
vehicles to avoid imminent collision by adjusting their speeds? Approach
grades are 2%.
Sol.
• Determine the distance on the local road at which the driver first sees traffic
on the intersecting road.
Speed limit on intersecting road = 35 mi /h
Distance required on intersecting road (d) = 165 ft (from Table)
Calculate the distance available on local road by using Equations
• Determine the maximum speed allowable o n the local road.
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No correction is required for the approach grade as it is less than 3%.
61
The maximum speed allowable on local road is 20 mi /h (from Table).
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62
Case B: Sight Distance Requirement for Stop-Control Intersections on Minor
Roads.
Three basic maneuvers occur at stop- control intersection;
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Case B1; the sight distance required for this maneuver depends on the time
the vehicle will take to cross the intersection and the distance an approaching
vehicle on the crossroad (usually the major highway) will travel during that
time. This distance can be determined using;
Where
dISD = sight distance (length of the leg of sight triangle) along the major road
from the intersection
vmajor = design speed on the major highway from the intersection (ft)
tg = time gap for the minor road vehicle to enter the major road (sec)
Page
63
.
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Example:
A minor road intersects a major four-lane undivided road with a design speed
of 65 mi /h. The intersection is controlled with a stop sign on the minor road. If
the design vehicle is a single-unit truck, determine the minimum sight distance
required on the major road that will allow a stopped vehicle on the minor road
to safely turn left if the approach grade on the minor road is 2%.
Sol.
From Table, tg = 9.5 sec (for a single unit truck)
Correct for number of lanes : tg =(9.5 + 0.7) sec =10.2 sec
(Note no adjustment is necessary for approach grade as it is not higher
than 3%.)
• Determine minimum sight distance = 1.47 x 65 x 10.2 = 974.61 ft.
Example:
A minor road intersects a major four-lane divided road with a design speed of
65 mi /h and a median width of 6 ft. The intersection is controlled with a stop
sign on the minor road. If the design vehicle is a passenger car, determine the
minimum sight distance required on the major road for the stopped vehicle to
turn left onto the major road if the approach grade on the minor road is 4%.
Sol.
From Table, tg = 7.5 sec (for a passenger car)
Correct for number of lanes: tg= (7.5 + 0.5 x 1.5) sec = 8.25 sec
(This assumes that the 6 ft median is equivalent to half a lane.)
Correct for approach grade tg = (8.25 + 0.2 x 1) sec = 8.45 sec
Page
• Determine minimum sight distance = 1.47 x 65 x 8.45 = 810 ft.
64
(Grade is 1% higher than 3%.)
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SPEED CHANGE LANE
Acceleration Lane
Deceleration Lane
Acceleration and Deceleration lane length (d1 +d2)
1: Straight length d1
Force x distance =change in kinematic energy
m . a x d1 =1/2 x m (v22 - v12)
d1 = (v22 - v12) / 2 x a
d1 = 1.47 (v22 - v12) / 2 x a
Where
d1 length in ft
v1 , v2 are speed s in mph
a acceleration or deceleration rate in mph/sec.
2: Taper length d2
d2 = v2 x t
Page
t = lane width / 2 ~3.3
65
t time required for transverse shift of vehicle where the rate of transverse
shift = 2 ~ 3.3 ft /sec.
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Length of acceleration or deceleration lanes = v2 x t + 1.47 (v22 - v12) / 2 x a
Obviously, the distance required for deceleration is less than that require for
acceleration because of the deceleration rate is higher than that of the
acceleration.
Example:
Determine the lengths of the acceleration and deceleration lanes for v2 = 50
mph, v1 = 25 mph , lane width = 12 ft , acceleration rate = 3 mph/sec,
deceleration rate = 5 mph/sec , rate of transverse shifting is 2.5 ft/sec of lane
width?
Acceleration lane
d1 = 1.47 (v22 - v12) / 2 x a
= 1.47 (502 – 252) / 2 x 3 = 460 ft
d2 = v2 x t
t = lane width / 2 ~3.3
d2 = 1.47 x 50 x 12/2.5 = 353 ft
L = 460 + 353 = 813 ft
Deceleration Lane
d1 = 1.47 (v22 - v12) / 2 x a
= 1.47 (502 – 252) / 2 x 5 = 275 ft
Page
66
L = 275 + 353 = 628 ft
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Case B2; (tg) are adjusted in consideration of the fact that drivers tend to
accept gaps that are slightly lower than those for left turns. AASHTO suggests
that values shown on table should be decreased by 1 second. In cases where
this sight distance is not available, reducing the speed limit on the major road.
Page
67
Case B3: Minimum requirements determined for right and left turns as
presented for Cases B1 and B2 will usually satisfy the requirements for the
crossing maneuver. AASHTO, however, recommends that the available sight
distance for crossing be checked when the following conditions exist:
• When only a crossing maneuver is allowed at the intersection,
• When the crossing maneuver will involve an equivalent width of more than
six lanes, or
• Where the vehicle mix of the crossing traffic includes a substantial number of
heavy vehicles and the existence of steep grades that may slow down these
heavy vehicles while their back portion is still in the intersection.
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INTERSECTION CONTROL
An intersection is an area shared by two or more roads. Its main function is
to allow the change of route directions. It is necessary gives a brief description
to facilitate a clear understanding of the elements of intersection control. The
intersection is therefore an area of decision for all drivers; each must select
one of the available choices to proceed. This requires an additional effort by
the driver that is not necessary in non-intersection areas of a highway. The
flow of traffic on any street or highway is greatly affected by the flow of traffic
through the intersection points on that street or highway because the
intersection usually performs at a level below that of any other section of the
road. Several types of traffic-control systems are used to reduce traffic delays
and crashes on at-grade intersections and to increase the capacity of highways
and streets. However, appropriate regulations must be enforced if these
systems are to be effective.
General Concepts of Traffic Control
The purpose of traffic control is to assign the right of way to drivers and thus to
facilitate highway safety by ensuring the orderly and predictable movement of
all traffic on highways. Control may be achieved by using traffic signals, signs,
or markings that regulate, guide, warn, and/or channel traffic. The more
complex the maneuvering area, the greater the need for a properly designed
traffic-control system. Many intersections are complex maneuvering areas and
therefore require properly designed traffic-control systems. Guidelines for
determining whether a particular control type is suitable for a given
intersection are provided in the Manual on Uniform Traffic Control Devices
(MUTCD). To be effective, a traffic-control device must:
• Fulfill a need
• Command attention
Page
• Command the respect of road users
68
• Convey a clear, simple meaning
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• Give adequate time for proper response
To ensure that a traffic-control device possesses these five properties, the
MUTCD recommends that engineers consider the following five factors:
YEAR 2015 - 2016
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Conflict Points at Intersections
Conflicts occur when traffic streams moving in different directions interfere
with each other. The three types of conflicts are merging, diverging, and
crossing. Figure shows the different conflict points that exist at a fourapproach unsignalized intersection. There are 32 conflict points in this case.
The number of possible conflict points at any intersection depends on the
number of approaches, the turning movements, and the type of traffic control
at the intersection. The primary objective in the design of a traffic-control
system at an intersection is to reduce the number of significant conflict points.
In designing such a system, it is first necessary to undertake an analysis of the
turning movements at the intersection which will indicate the significant types
of conflicts. Factors that influence the significance of a conflict include the type
of conflict, the number of vehicles in each conflicting stream, and the speeds of
the vehicles in those streams. Crossing conflicts, however, tend to have the
69
1. Design. The device should be designed with a combination of size, color, and
shape that will convey a message and command the respect and attention of
the driver.
2. Placement. The device should be located so that it is within the cone of
vision of the viewer and the driver has adequate response time when driving at
normal speed.
3. Operation. The device should be used in a manner that ensures the
fulfillment of traffic requirements in a consistent and uniform way.
4. Maintenance. The device must be regularly maintained to ensure that
legibility is sustained.
5. Uniformity. To facilitate the recognition and understanding of these devices
by drivers, similar devices should be used at locations with similar traffic and
geometric characteristics.
In addition to these considerations, it is essential that engineers avoid using
control devices that conflict with one another at the same location. It is
imperative that control devices aid each other in transmitting the required
message to the driver.
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most severe effect on traffic flow and should be reduced to a minimum
whenever possible.
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1. Yield Signs
All drivers on approaches with yield signs are required to slow down and yield
the right of way to all conflicting vehicles at the intersection. Stopping at yield
signs is not mandatory, but drivers are required to stop when necessary to
avoid interfering with a traffic
stream that has the right of way.
Yield signs are therefore usually
placed on minor-road approaches,
where it is necessary to yield the
right of way to the major road traffic. The regulated shape and dimensions for
a yield sign is shown. The most significant factor in the warrant for yield signs is
70
Types of Intersection Control
Several methods of controlling conflicting streams of vehicles at intersections
are in use. The choice of one of these methods depends on the type of
intersection and the volume of traffic in each of the conflicting streams.
Guidelines for determining whether a particular control type is suitable for a
given intersection have been developed and are given in the MUTCD. These
guidelines are presented in the form of warrants, which have to be compared
with the traffic and geometric characteristics at the intersection being
considered. The different types of intersection control are described here.
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the approach speed on the minor road. This sign is warranted at intersections
where there is a separate or channelized right-turn lane without an adequate
acceleration lane.
2. Stop Signs
A stop sign is used where an approaching vehicle is required to stop before
entering the intersection. The regulated shape and dimensions of a stop sign is
shown. Stop signs should be used only
when they are warranted, since the use
of these signs results in considerable
inconvenience to motorists. Stop signs
should not be used at signalized
intersections or on through roadways of
expressways. The warrants for stop signs suggest that a stop sign may be used
on a minor road when it intersects a major road, at an unsignalized
intersection, and where a combination of high speed, restricted view, and
serious crashes indicates the necessity for such a control.
3. Multiway Stop Signs
Multiway stop signs require that all vehicles approaching the intersection stop
before entering it. They are used as a safety measure at some intersections
and normally are used when the traffic volumes on all of the approaches are
approximately equal. When traffic volumes are high, however, the use of
signals is recommended. They should also be considered when five or more
crashes occur at an intersection in a 12-month period, and these crashes could
be avoided with a multiway stop control.
YEAR 2015 - 2016
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Evaluating the Need for a Multiway Stop Sign at an Intersection
A minor road carrying 75 veh/h on each approach for eight hours of an average
day crosses a major road carrying 145 veh/h on each approach for the same
eight hours, forming a four-leg intersection. Determine whether a multiway
stop sign is justified at this location if the following conditions exist:
1. The pedestrian volume from the minor street for the same eight hours as
the traffic volumes is 40 ped/h.
2. The average delay to minor-street vehicular traffic during the maximum
hours is 37 sec/veh.
71
Example:
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3. There are an average of four crashes per year that may be corrected by a
multiway stop control.
Sol.
. Determine whether traffic volume on the major street satisfies the warrant.
Total vehicular volume entering the intersection from the major approaches is
145 + 145 = 290 veh/h. The major road traffic volume criterion is not satisfied.
The volume warrants for this control specify that the total volume on both
major street approaches should not be less than 300 veh/h for any eight
hours of an average day.
. Determine whether total minor-road traffic and pedestrian volume satisfies
the warrant. Total minor-road traffic and pedestrian volume = 2 x 75 + 40
=190. Total minor-road and pedestrian volume is not satisfied.
The combined volume warrant of vehicles and pedestrians from the minor
approaches should not be less than 200 units/h for the same eight hours.
. Determine whether crash criterion is satisfied.Total number of crashes per
year = 4. Crash criterion is not satisfied.
Five or more crashes occur at an intersection in a 12-month period, and these
crashes could be avoided with a multiway stop control.
.However, each crash and volume criterion is satisfied up to 80% of the
minimum required.
If each of volume and safety warrant satisfies 80 percent of the minimum
requirement, the installation of a multiway stop sign is justified.
YEAR 2015 - 2016
Page
4. Intersection Channelization
Intersection channelization is used mainly to separate turn lanes from through
lanes. A channelized intersection consists of solid white lines or raised barriers
which guide traffic within a lane so that vehicles can safely negotiate a complex
intersection. When raised islands are used, they can also provide a refuge for
pedestrians.
Design Guide. Guidelines for the use of channels at intersections include:
72
The installation of a multiway stop control is justified.
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• Laying out islands or channel lines to allow a natural, convenient flow of
traffic
• Avoiding confusion by using a few well-located islands
• Providing adequate radii of curves and widths of lanes for the prevailing type
of vehicle
5. Traffic Signals
One of the most effective ways of controlling traffic at an intersection is the
use of traffic signals. Traffic signals can be used to eliminate many conflicts
because different traffic streams can be assigned the use of the intersection at
different times. Since this results in a delay to vehicles in all streams, it is
important that traffic signals be used only when necessary. The most
important factor that determines the need for traffic signals at a particular
intersection is the intersection’s approach traffic volume, although other
factors such as pedestrian volume and crash experience may also play a
significant role. The Manual on Traffic Signal Design gives the fundamental
concepts and standard practices used in the design of traffic signals. In
addition, the MUTCD describes eight warrants in detail, at least one of which
should be satisfied for an intersection to be signalized. However, these
warrants should be considered only as a guide; professional judgment based
on experience also should be used to decide whether or not an intersection
should be signalized. The factors considered in the warrants are:
• Warrant 1, Eight-hour vehicular volume
• Warrant 2, Four-hour vehicular volume
• Warrant 3, Peak hour
• Warrant 4, Pedestrian volume
• Warrant 5, School crossing
• Warrant 6, Coordinated signal system
• Warrant 7, Crash experience
• Warrant 8, Roadway network
Page
A two-lane minor street crosses a four-lane major street. If the traffic
conditions are as given, determine whether installing a traffic signal at this
intersection is warranted?
73
Example:
Determining Whether the Conditions at an Intersection Warrant Installing a
Traffic-Signal Control?
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1. The traffic volumes for each eight hours of an average day (both directions
on major street) total 400 veh/h. For the higher volume minor-street approach
(one direction only), the total is 100.
2. The 85th-percentile speed of major-street traffic is 43 mi/h.
3. The pedestrian volume crossing the major street during an average day is
200 ped/h during peak pedestrian periods (two hours in the morning and two
hours in the afternoon).
4. The number of gaps per hour in the traffic stream for pedestrians to cross
during peak pedestrian periods is 52.
5. The nearest traffic signal is located 450 ft from this location.
Sol.
Since the eight-hour vehicular and pedestrian volumes are given, these
warrants are checked to determine whether the conditions of either are
satisfied.
• Check minimum vehicular volume condition.
Minimum volume requirements for this intersection (two lanes for moving
traffic on major street and one lane on minor street) are 600 veh/h on the
major street (total of both approaches) and 150 veh/h on the minor street
(one direction only) (see Table).
YEAR 2015 - 2016
Page
Volumes at the intersection are less than the minimum volumes that is 400 ˂
600 and 100˂ 150.
74
Volume Requirements for Warrant 1, Eight-Hour Vehicular Volumes
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However, because the 85th-percentile speed is 43 mi/h ˃ 40 mi/h, the
minimum volumes required can be reduced to 70 percent of the requirements.
Therefore, minimum required volumes are
600 x 0.7 = 420 and 150 x 0.7 = 105
The volumes at the intersection are still less than the adjusted required
volumes. The minimum vehicular volumes warrant therefore is not satisfied.
• Check minimum pedestrian volume.
The minimum pedestrian volumes required are 100 or more for each of any
four hours or 190 or more during any hour.
With 200 pedestrians/hr during the peak pedestrian volumes, the minimum
requirement for pedestrian volumes is satisfied.
• Check minimum number of acceptable gaps.
The maximum acceptable gaps for pedestrian crossing are 60 gaps/hr. The
number of gaps available is 52. The number of gaps for pedestrian crossing is
Insufficient and the acceptable-gaps condition is satisfied.
• Check location of nearest traffic signal.
For the location of the nearest traffic signal along the major street, the
minimum distance required is 300 ft. The nearest traffic signal to the
intersection is 450 ft away; 450 ˃300. Thus, the location of the nearest traffic
signal condition is satisfied.
Page
75
A traffic signal therefore is justified under the minimum pedestrian volume
warrant. The signal should be of the traffic-actuated type with pushbuttons
for pedestrians who are crossing.
YEAR 2015 - 2016
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SIGNALIZED INTERSECTION
Signal Timing for Different Color Indication
The efficient operation of the signal requires proper timing of the different
color indications, which is obtained by implementing the necessary design.
YEAR 2015 - 2016
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Two phase signal System
76
Controller. A device in a traffic signal installation that changes the colors
indicated by the signal lamps according to a fixed or variable plan. It assigns
the right of-way to different approaches at appropriate times.
Cycle (cycle length). The time in seconds required for one complete color
sequence of signal indication. Figure below is a schematic of a cycle. In figure
for example, the cycle length is the time that elapses from the start of the
green indication to the end of the red indication.
Phase (signal phase). That part of a cycle allocated to a stream of traffic or a
combination of two or more streams of traffic having the right-of-way
simultaneously during one or more intervals.
Interval. Any part of the cycle length during which signal indications do not
change.
Change and clearance interval. The total length of time in seconds of the
yellow and all-red signal indications. This time is provided for vehicles to clear
the intersection after the green interval before conflicting movements are `.
All-red interval. The display time of a red indication for all approaches. It is
sometimes used as a phase exclusively for pedestrian crossing or to allow
vehicles and pedestrians to clear very large intersections before opposing
approaches are given the green indication.
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Objectives of Signal Timing
The main objectives of signal timing at an intersection are:
Reduce the average delay of all vehicles.
Reduce the probability of crashes.
Signal Timing at Isolated Intersections
An isolated intersection is one in which the signal time is not coordinated with
that of any other intersection and therefore operates independently. The cycle
length for an intersection of this type should be short, preferably between 35
and 60 seconds, although it may be necessary to use longer cycles when
approach volumes are very high. However, cycle lengths should be kept below
120 seconds.
Yellow Interval
The main purpose of the yellow indication after the green is to alert motorists
to the fact that the green light is about to change to red and to allow vehicles
already in the intersection to cross it. A bad choice of yellow interval may lead
to the creation of a dilemma zone, an area close to an intersection in which a
vehicle can neither stop safely before the intersection nor clear the intersection
without speeding before the red signal comes on. The required yellow interval
is the time period that guarantees that an approaching vehicle can either stop
safely or proceed through the intersection without speeding. Figure below is a
schematic of a dilemma zone. For the dilemma zone to be eliminated, the
distance Xo should be equal to the distance Xc. Let Tmin be the yellow interval
(sec) and let the distance traveled during the change interval without
accelerating be uo (Tmin) with uo min speed limit on approach (ft /sec). If the
vehicle just clears the intersection, then
Xc = uo Tmin – (W+L)
Where Xc is the distance within which a vehicle traveling at the speed limit (uo)
during the yellow interval Tmin cannot stop before encroaching on the
intersection. Vehicle within this distance at the start of the yellow interval will
therefore have to go through the intersection.
Page
For vehicles to be able to stop, however,
77
L = Length of vehicle (ft)
W = Width of intersection (ft)
YEAR 2015 - 2016
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where
Xo = the minimum distance from the intersection for which a vehicle traveling
at the speed limit uo during the yellow interval t cannot go through the
intersection without accelerating; any vehicle at this distance or at a distance
greater than this has to stop
𝛿= perception-reaction time (sec) = 1 sec.
a = constant rate of braking deceleration (ft/sec2) = 11.2 ft/sec2
For the dilemma zones to be eliminated, Xo min must be equal to Xc.
Accordingly,
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78
If effect of grade is added
YEAR 2015 - 2016
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Safety considerations, however, normally preclude yellow intervals of less
than three seconds and to encourage motorists’ respect for the yellow
interval, it is usually not made longer than five seconds.
Determining the Minimum Yellow Interval at an Intersection
Example:
Determine the minimum yellow interval at an intersection whose width is 40 ft
if the maximum allowable speed on the approach roads is 30 mi/h. Assume
average length of vehicle is 20 ft.
Sol:
We must first decide on a deceleration rate. AASHTO recommends a
deceleration rate of 11.2 ft /sec2. Assuming this value for a and taking 𝛿 as 1.0
sec, we obtain
In this case, a yellow period of 4.5 sec will be needed.
Cycle Lengths of Fixed (Pretimed) Signals (Webstar method)
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79
By using the equation below minimum intersection delay can be achieved.
YEAR 2015 - 2016
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COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
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Total Lost Time. Figure below shows a graph of rate of discharge of vehicles at
various times during a green phase of a signal cycle at an intersection. Initially,
some time is lost before the vehicles start moving, and then the rate of
discharge increases to a maximum. This maximum rate of discharge is the
saturation flow. If there are sufficient vehicles in the queue to use the
available green time, the maximum rate of discharge will be sustained until the
yellow phase occurs. The rate of discharge will then fall to zero when the
yellow signal changes to red. The number of vehicles that go through the
intersection is represented by the area under the curve. Dividing the number
of vehicles that go through the intersection by the saturation flow will give the
effective green time, which is less than the sum of the green and yellow times.
This difference is considered lost time, since it is not used by any other phase
for the discharge of vehicles; it can be expressed as
Total lost time is given as
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80
where R is the total all-red time during the cycle.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
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THIRD YEAR
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Allocation of Green Times. In general, the total effective green time available
per cycle is given by
where
C = actual cycle length used (usually obtained by rounding off Co to the nearest
five seconds)
Gte = total effective green time per cycle
To obtain minimum overall delay, the total effective green time should be
distributed among the different phases in proportion to their Y values to obtain
the effective green time for each phase.
The actual green time is
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81
Minimum Green Time. At an intersection where a significant number of
pedestrians cross, it is necessary to provide a minimum green time that will
allow the pedestrians to safely cross the intersection.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Signal Timing Using the Webster Method
Example:
Figure below shows peak-hour volumes for a major intersection on an
expressway. Using the Webster method, determine suitable signal timing for
the intersection using the four-phase system shown below. Use a yellow
interval of three seconds, lost time per phase is 3.5 seconds
,PHF=0.95
and the saturation flow given.
Sol.
• Determine equivalent hourly flows by dividing the peak-hour volumes by the
PHF (e.g., for left-turn lane group of phase A, equivalent hourly flow =
222/0.95 = 234). See figure for all equivalent hourly flows.
Phase (ø)
A
B
C
D
Critical Lane Volume (veh /h)
488
338
115
371
∑ 1312
Compute the total lost time, Since there is not an all-red phase—that is, R =
0—and there are four phases,
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82
L = ⨊ li = 4 x 3.5 =14 sec
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•Determine Yi and ∑Yi
Phase A (EB)
Lane Group
1
2
qij
Si
qij/Si
Yi
234
976
1615 3700
0.145 0.264
0.264
Phase B (WB)
1
2
676
3700
0.183
135
1615
0.084
0.183
Phase C (SB)
1
2
26
194
1615 3700
0.016 0.052
0.052
Phase D (NB)
1
2
371
1615
0.230
322
3700
0.087
0.230
Data Available at
intersection
------------------------------------------------------------------------------------------
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83
PHF = 0.95
YEAR 2015 - 2016
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∑Yi = (0.264 + 0.183 + 0.052 + 0.230) = 0.729
• Determine the optimum cycle length.
=
1.5 ∗ 14 + 5
= 95.9 𝑠𝑒𝑐
1 − 0.729
Use 100 seconds as cycle lengths are usually multiples of 5 or 10 seconds.
• Find the total effective green time.
Gte = C - L = 100 – 14 = 86 sec
Effective green time for phase i is obtained from Equation
GeA =
GeC =
0.264
0.729
0.052
0.729
∗ 86 = 31.14 𝑠𝑒𝑐
GeB =
∗ 86 = 6.134 𝑠𝑒𝑐
GeD =
0.183
0.729
0.230
0.729
∗ 86 = 21.6 𝑠𝑒𝑐
∗ 86 = 27.13 𝑠𝑒𝑐
The actual green time for each phase is
GaA = GeA +L –T =31.14 +3.5 – 3 =32 sec
GaB
GaC
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84
GaD
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Example:
Draw the timing diagram for the cycle with following data?
Co = 82 sec
L = 12 sec
Y (N-S) = 0.21 ( all directions)
Y (E-W) = 0.26 (straight forward +Right turn)
Y (E-W) = 0.25 (Left turn)
Lost time /phase = 2 sec , All- red =2 sec, yellow time = 3 sec
Sol.
Get = C – L = 82 – 12 =70 sec
Ge1 = 70 x 0.21/ 0.72 = 20 sec
Ga1 = 20 +2-3 = 19 sec
Ge2 = 70 x 0.26/ 0.72 = 25 sec
Ga2 = 25 +2-3 = 24 sec
Ge3 = 70 x 0.25/ 0.72 = 25 sec
Ga3 = 25 +2-3 = 24 sec
N-S
0
E-W
1922
23
24
48
51
52
53
77
80
81
82
Page
85
E-W l
19
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Parking
The provision of parking facilities is an essential element of the highway mode
of transportation. The need for parking spaces is usually very great in areas
where land uses include business, residential, or commercial activities. The
growing use of the automobile as a personal feeder service to transit systems
(“park-and-ride”) has also increased the demand for parking spaces at transit
stations.
Types of Parking Facilities
1. On-Street Parking Facilities
These are also known as curb facilities. Parking bays are provided alongside the
curb on one or both sides of the street.
Marking Curb Stall
Parking stalls outlined or indicated on the pavement or curb are valuable in
promoting orderly parking. It is necessary to mark angle-parking stalls. The
American Automobile Association made a study of the time required to park in
uniformly marked 20 foot stalls, as compared with unmarked stretches of curb.
The findings were 21.7 second in average for marked stall over 38.4 second for
unmarked one.
2. Off-Street Parking Facilities
These facilities may be privately or publicly owned; they include surface lots,
multistory and underground garages.
Definitions of Parking Terms
1. A space-hour is a unit of parking that defines the use of a single parking
space for a period of 1 hour.
Page
3. Parking accumulation is the number of parked vehicles in a study area at
any specified time. These data can be plotted as a curve of parking
accumulation against time, which shows the variation of the parking
accumulation during the day.
86
2. Parking volume is the total number of vehicles that park in a study area
during a specific length of time, usually a day.
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4. The parking load is the area under the accumulation curve between two
specific times. It is usually given as the number of space-hours used during the
specified period of time.
5. Parking duration is the length of time a vehicle is parked at a parking bay.
When the parking duration is given as an average, it gives an indication of how
frequently a parking space becomes available.
6. Parking turnover is the rate of use of a parking space. It is obtained by
dividing the parking volume for a specified period by the number of parking
spaces.
Collection of Parking Data
Accumulation. Accumulation data are obtained by checking the amount of
parking during regular intervals on different days of the week. The checks are
usually carried out on an hourly or 2-hour basis between 6:00 a.m. and 12
midnight. The selection of the times depends on the operation times of landuse activities that act as parking generators.
Turnover and Duration. Information on turnover and duration is usually
obtained by collecting data on a sample of parking spaces in a given block. For
example, if the maximum permissible duration of parking at a curb face is 1
hour, a suitable interval is every20 minutes. If the permissible duration is 2
hours, checking every 30 minutes would be appropriate. Turnover is then
obtained from the equation
Page
87
Parking Accumulation at a Parking Lot
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
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Methodology of Parking Studies
A comprehensive parking study usually involves
(1) Inventory of existing parking facilities,
(2) Collection of data on parking accumulation, parking turnover and parking
duration,
(3) Identification of parking generators, and
(4) Collection of information on parking demand.
The space-hours of demand for parking are obtained from the expression
𝑁
𝐷 = ∑(𝑛𝑖 𝑡𝑖 )
𝑖=1
where
D = space vehicle-hours demand for a specific period of time
N = number of classes of parking duration ranges
ti= mid parking duration of the ith class
ni= number of vehicles parked for the ith duration range
The space-hours of supply are obtained from the expression
𝑁
𝑆 = 𝑓 ∑(𝑡𝑖 )
𝑖=1
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88
where
S = practical number of space-hours of supply for a specific period of time
N = number of parking spaces available
ti = total length of time in hours when the ith space can be legally parked on
during the specific period
f = efficiency factor. Average values of f are 90 percent for curb parking, 80
percent for garages, and 85 percent for surface lots.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
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Space Requirements for a Parking Garage
Example:
The owner of a parking garage located in a CBD has observed that 20% of those
wishing to park are turned back every day during the open hours of 8 a.m. to 6
p.m. because of lack of parking spaces. An analysis of data collected at the
garage indicates that 60% of those who park are commuters, with an average
parking duration of 9 hr, and the remaining are shoppers, whose average
parking duration is 2 hr. If 20% of those who cannot park are commuters and
the rest are shoppers, and a total of 200 vehicles currently park daily in the
garage, determine the number of additional spaces required to meet the
excess demand. Assume parking efficiency is 0.90.
Sol.
• Calculate the space-hours of demand using
𝑁
𝐷 = ∑(𝑛𝑖 𝑡𝑖 )
𝑖=1
Commuters now being served = 0.6 x 200 x 9 = 1080 space-hr
Shoppers now being served = 0.4 x 200 x 2 = 160 space-hr
Total number of vehicles turned away = 200 x0.2 /0.8 = 50
Commuters not being served = 0.2 x 50 x 9 = 90 space-hr
Shoppers not being served = 0.8 x 50 x 2 = 80 space-hr
Total space-hours of demand = (1080 + 160 + 90 + 80) = 1410
Total space-hours served = 1080 + 160 =1240
Number of space-hours required = 1410 - 1240 = 170
• Determine the number of parking spaces required
𝑆 = 𝑓 ∑𝑁
𝑖=1(𝑡𝑖 )
YEAR 2015 - 2016
Page
• Use the length of time each space can be legally parked on (8 a.m. through
6 p.m. = 10 hr) to determine the number of additional spaces.
0.9 x 10 x N = 170
N = 18.89
At least 19 additional spaces will be required, since a fraction of a space cannot
be used.
89
= 170 space hr
CE 306 TRAFFIC ENGINEERING
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Page
90
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Page
Spaces and Aisle Dimensions for Different Angles of Parking
91
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Highway Safety
As the number of motor vehicles and vehicle-miles of travel increases
throughout the world, the exposure of the population to traffic crashes also
increases. Traffic and highway engineers are continually engaged in working to
ensure that the street and highway system is designed and operated such that
highway crash rates can be reduced. They also work with law-enforcement
officials and educators in a team effort to ensure that traffic laws, such as
those regarding speed limits and drinking, are enforced, and that motorists are
educated about their responsibility to drive defensively and to understand and
obey traffic regulations authority develop, establish, and implement systems
for managing highway safety.
There are five major safety programs that are addressed by authority in
developing a safety management program.
1. Coordinating and integrating broad-based safety programs, such as motor
carrier, corridor, and community-based safety activities, into a comprehensive
management approach for highway safety.
2. Identifying and investigating hazardous highway safety problems and
roadway locations and features, including railroad–highway grade crossings,
and establishing countermeasures and priorities to correct identified or
potential hazards.
3. Ensuring early consideration of safety in all highway construction programs
and projects.
4. Identifying safety needs of special user groups (such as older drivers,
pedestrians, bicyclists, motorcyclists, commercial motor carriers, and
hazardous materials carriers) in the planning, design, construction, and
operation of the highway system.
5. Routinely maintaining and upgrading safety hardware (including highway–
rail crossing warning devices), highway elements, and operational features.
YEAR 2015 - 2016
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While the causes of crashes are usually complex and involve several factors,
they can be considered in four separate categories:
92
Factors Involved in Transportation Crashes
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Driver or Operator Action
The major contributing cause of many crash situations is the performance of
the driver of one or both (in multiple vehicle crashes) of the vehicles involved.
Driver error can occur in many ways, such as inattention to the roadway and
surrounding traffic, failure to yield the right of way, and/or traffic laws. These
“failures” can occur as a result of unfamiliarity with roadway conditions,
traveling at high speeds, drowsiness, drinking, and using a cell phone or other
distractions within the vehicle.
The Vehicle Condition
The mechanical condition of a vehicle can be the cause of transportation
crashes. Faulty brakes in heavy trucks have caused crashes. Other reasons are
failure of the electrical system, worn tires, and the location of the vehicle’s
center of gravity.
Page
The Environment
The physical and climatic environment surrounding a transportation vehicle
can also be a factor in the occurrence of transportation crashes with the most
common being weather. All transportation systems function at their best when
the weather is sunny and mild and the skies are clear. Weather on roads can
contribute to highway crashes; for example, wet pavement reduces stopping
friction and can cause vehicles to hydroplane. Many severe crashes have been
caused by fog because vehicles traveling at high speeds are unable to see other
vehicles ahead that may have stopped or slowed down, creating a multivehicle
pile-up. Geography is another environmental cause of transportation crashes.
Mountain ranges have been the site of air crashes. Flooded river plains,
swollen rivers, and mud slides on the pavement have caused railroad and
highway crashes.
93
The Roadway Condition
The condition and quality of the roadway, which includes the pavement,
shoulders, intersections, and the traffic control system, can be a factor in a
crash. Highways must be designed to provide adequate sight distance at the
design speed or motorists will be unable to take remedial action to avoid a
crash. Traffic signals must provide adequate decision sight distance when the
signal goes from green to red. Railroad grade crossings must be designed to
operate safely and thus minimize crashes between highway traffic and rail
cars. Highway curves must be carefully designed to accommodate Vehicles
traveling at or below the design speed of the road.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
CE 306 TRAFFIC ENGINEERING
THIRD YEAR
Dr. RAID AL SHADIDI
Highway Safety Improvement Program (HSIP)
The planning component of the HSIP consists of four processes; these are
(1) Collecting and maintaining data,
(2) Identifying hazardous locations and elements,
(3) Conducting engineering studies, and
(4) Establishing project priorities.
Determining Possible Causes of Crashes
Having identified the hazardous locations and the crash pattern, the next stage
in the data analysis is to determine possible causes. The types of crashes
identified are matched with a list of possible causes from which several
probable causes are identified. The environmental conditions existing at the
time may also help in identifying possible causes.
Establishing Project Priorities
Economic Analysis
The purpose of this task is to determine the economic feasibility of each set of
countermeasures and to determine the best alternative among feasible
mutually exclusive countermeasures.
Page
94
Conducting Engineering Studies
After a particular location has been identified as hazardous, a detailed
engineering study is performed to identify the safety problem. Once the safety
problem is identified, suitable safety-related countermeasures can be
developed.
YEAR 2015 - 2016
MAYSAN UNIVERSITY
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Page
95
Probable Causes for Different Types of Crashes
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Page
96
Data Needs for Different Possible Causes of Crashes
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Page
Conducting Engineering Studies
After a particular location has been identified as hazardous, a detailed
engineering study is performed to identify the safety problem. Once the safety
problem is identified, suitable safety-related countermeasures can be
developed.
97
MAYSAN UNIVERSITY
COLLEGE OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
YEAR 2015 - 2016
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COLLEGE OF ENGINEERING
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Page
98
General Countermeasures for Different Safety Deficiencies
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Establishing Project Priorities
Page
The purpose of this task is to determine the economic feasibility of each set of
countermeasures and to determine the best alternative among feasible
mutually exclusive countermeasures.
99
Economic Analysis
YEAR 2015 - 2016
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Page
100
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YEAR 2015 - 2016