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A- Traffic volume
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.
In traffic engineering studies there are many volumes such as weekly volume, daily
volume and peak hour volume. Traffic volumes of a day or an hour can vary greatly,
depending on the different days of the week or different time period of a day.
Average Daily Traffic (ADT): ADT is the volume that results from dividing a traffic
count obtained during a given time period by the number of days in that time
period. For example, given a traffic count of 52,800 vehicles that was taken over a
continuous period of 30 days, the ADT for this count equals 1,760 vehicles
(52,800/30). The ADT is the traffic engineers measure of existing traffic volume.
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Annual Average Daily Traffic (AADT): Another commonly used measure of traffic
volume is the AADT, which is determined by dividing the total yearly traffic volume
(in both direction) by 365. It is usually used in highway classification and some safety
studies.
Projection of Future Traffic Demands
Future average daily traffic (F. ADT) volume can be forecasted based on the current
average daily volume (C . ADT) and the Traffic Projection Factor (TPF):
F. ADT = C . ADT * TPF
TPF = ( 1 + r)x+n
where
r = annual rate of traffic growth, (0.02- 0.12).
x = number of construction years.
n = design period or life, (15-30 years).
Design Hour Volume (30 HV)
The design hourly volume (DHV) is a future peak hourly volume used for design.
Design Hour Volume is the highest hourly volume that is only exceeded by 29 hourly
volumes during a designated year. The DHV is a two-way traffic volume that is
determined by multiplying the F.ADT by a design hour factor called the K-factor.
Values for K typically range from (0.08 to 0.12) for urban facilities and (0.12 to 0.18)
for rural facilities.
DHV = F. ADT * K
In order to compute the directional design hourly volume DDHV which is the DHV in
the peak direction, the directional distribution (DD) factor should be used. The DD is
the proportion of the peak-hour traffic travelling in the peak direction (expressed as
decimal).
DDHV = F.ADT * K * D
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B- Design vehicle
The size of the design vehicle for a highway is an important factor in the
determination of design standards for several physical components of the highway.
These include lane width, shoulder width, length and width of parking bays, and
lengths of vertical curves. The axle weights of the vehicles are important when
pavement depths and maximum grades are being determined.
Passenger cars, buses, trucks and recreational vehicles are the four standard classes
of vehicles on roads and highways. Hence, it is essential that design criteria take into
account the characteristics of these different types of vehicles.
Design vehicle is that vehicle whose characteristics include those of nearly all
vehicles expected to use the highway. The characteristics of the design vehicle are
used to determine criteria for geometric design, intersection design, and sightdistance requirements.
AASHTO has suggested the following guidelines for selecting a design vehicle:
- For a parking lot or series of parking lots, a passenger car may be used.
- For intersections on residential streets, a single-unit truck could be considered.
- For the design of intersections of state highways and city streets that serve bus
traffic but with relatively few large trucks, a city transit bus may be used.
- For the design of intersections of low volume highways (AADT of 400 or less), a
large school or conventional bus may be used.
- For the design of intersections high volume highways and for intersection of
freeway ramps with arterial highways, the WB-20 (WB-65 or 67) truck may be
used.
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C- Design speed
As studied in Traffic Engineering subject last year, speed is the rate of movement
with time, and there are the several types of vehicle speeds. Following are the most
common in speed traffic studies:
-
Spot speed
Running speed
Travel speed
Design speed
Design speed is the maximum safe speed that can be maintained over a specified
section of the roads or highways when conditions are so favourable that the design
features of the highway govern. The design speed is depend the highway
classification, traffic composition, urban and rural areas, and topography.
Except for local streets, every effort should be made to use as high a design speed as
practical to attain a desired degree of safety, mobility, and efficiency within the
constraints of environmental quality, economics, aesthetics, and social or political
impacts.
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3- Sight Distance
A drivers ability to see ahead is of the highest importance in the safe and efficient
operation of a vehicle on a highway. Sight distance is the length of the roadway
ahead that is visible to the driver. Four aspects of sight distance are important to be
considered in highway geometric design:
(1) the sight distances needed for stopping, which are applicable on all highways;
(2) the sight distances needed for the passing of overtaken vehicles, applicable only
on two-lane two-way highways;
(3) the sight distances needed for decisions at complex locations; and
(4) the criteria for measuring these sight distances for use in design.
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V2
d2 =
a
254
G
9.81
Where;
d2: the braking distance, m;
V: design speed, km/h;
a: deceleration rate, m/s2 ( a = 3.4m/s2 comfortable for most drivers)
G: is the percent of longitudinal road grade, in decimal. The SSD needed on
upgrades is shorter than on level roadways; those on downgrade are longer.
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- when the passing vehicle returns to its lane, there is suitable clearance length
between it and an incoming vehicle in the other lane
As shown in the figure above, the minimum passing sight distance for two-lane
highway is determined as the sum of the following four distances:
SSD = d1 + d2 + d3 + d4
d1: distance traversed during perception and reaction time and during the initial
acceleration to the point of encroachment on the left lane. d1 called initial
manoeuvre distance, can be calculated by:
at
d1 = 0.278 * t i v m + i
2
Where:
ti: time of initial manoeuvre, 3.7-4.3sec;
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d3: distance between the passing vehicle at the end of its manoeuvre and the
opposing vehicle, called clearance length. It is found vary from 30-75m.
d3 = (30 75) m
d4: distance traversed by an opposing vehicle for two-thirds of the time the passing
vehicle occupies the left lane,
d4= 2/3 d2
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28.65S
) ;
m = R 1 cos(
R
Example: Horizontal curve having a radius of 300m forms part of two-lane highway
that has a posted speed limit of 70km/h. if the highway is flat at this section,
determine the minimum distance a large billboard can be placed from the center
line of the inside lane of the curve, without reducing the required SSD. Assume
perception- reaction time of 2.5 sec.
Solution :
Firstly, we have to determine the required SSD:
SSD = 0.278 V t + 0.039 (V2/a) = 0.278 (70)(2.5) + 0.039 ((70)2/ 3.4) = 105 m
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28.65S
28.65(105)
) = 4.58 m.
) = 3001 cos(
m = R 1 cos(
300
R
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