ECV 408 Traffic Engineering II

ECV 408 TRAFFIC ENGINEERING II KU-CIVIL ENG
ECV 408 TRAFFIC ENGINEERING II
Prerequisites: ECV 400: Traffic Engineering I and ECU 201: Engineering Mathematics VI
Course Outline
Introduction of stochastic models, Poisson arrivals and diffusion approximations.
Planning, implementation, and operations of control technologies.
Design of traffic facilities; Freeways, Intersections; signalized & un-signalized,

Interchanges and parking facilities. Stationary flows, flow conservation, traffic
assignment, hierarchy structure of highway networks, time-dependent flows in
bottlenecks. Graphs, theory, shortage paths, continuum approximations, vehicle routing.
Textbooks and References
1. Rogers P. Roess; Traffic Engineering. Prentice Hall, 3rd edt. 2004. ISBN:0130812935
2. Nicholas J. Garber & Lester A. Hoel; Traffic and Highway engineering. Cengage-
Engineering,2001
3. Highway and traffic Vol.1 by C.A oflaherty
4. Highway and traffic Engineering in developing countries by Bant thageson
5. Principles of highway Eng and traffic analysis by Fred L. Mannering and Walter P.
6. Highway traffic analysis and design by R. J salter.
7. MOR. Design manual.
8. Mannering, F.L.; Kilareski, W.P. and Washburn, S.S. (2005). Principles of Highway
Engineering and Traffic Analysis, Third Edition. Chapter 5
9. Transportation Research Board. (2000). Highway Capacity Manual 2000. National
Research Council, Washington, D.C.
Tulatia Mungathia 2016 Page 1

CHAPTER ONE
THEORITICAL RELATIONSHIPS BETWEEN SPEED, FLOW AND VOLUME
The primary variables used to describe or charasterise the flow of vehicles on a path are
volume, speed, concentration and headway - the term headway of two vehicles is defined as
the time interval between the moment at which the front of one point to the next vehicle
passes the same point. Another headway concept is the distance between the front of one
vehicle and the front of the following vehicle and the front of the following vehicle at given
moment in time.
Speed and density (concentration) describe the quality of service experienced by the stream
and the demand of highway facility.
Speed is the space mean speed.
Density is the number of vehicles per unit length of highway. Flow is the number of vehicles
passing a given point on the highway per unit time.
The relationship
Consider a small section of highway of length L in which N vehicles pass a point in the
section during a time interval T. All the vehicles travelling in the same direction. Therefore
N
volume flowing Q
T
Density D=average number of Veh. Travelling over L divide by L

The average number of vehicle travelling over L is given by
iNi ti
T
Where t is the time of travel of the ith veh over the length L.
iN i ti
D
TL
Flow
Density
Spacemeanspeed

FUNDAMENTAL DIAGRAMS OF ROAD TRAFFIC FLOW
Theoretical curve on vehicle

spacing rule
Speed
(V)
Observed behaviour
Concentration K
a) Speed mean space Vs Concentration
Volume Speed
q V
Concentration K Volume q
b) Volume vs concentration (c ) speed mean space vs volume
In fig a, based on observations of actual driver behaviour on freeways, there is a max speed at
one extreme, point A under a concentration O, at which speed effectively approaches zero or
a lock-up (jam concentration) at the other end point B.
The ditched line is the relationship as it would be if drivers always maintained the minimum
spacing dictated by the safety rules at each speed..
In fig b, at values of concentration near zero the volume is necessarily low; despite the high
speed because there are so few vehicles (defined by the origin concept incurve b) and the
high speed, zero volume intercept of the speed-volume curve of fig c. The three curves are
referred to as the fundamental diagrams of road traffic flow. It however apples only to flow
on roads where the movement of traffic is not interrupted, as it would be by traffic lights or
stop signs.

BASIC CAPACITY
Is a marginal number of cars that can pass over a given section of a lane or a carriage way.
Traffic condition at this level is unstable and minor disturbance in the traffic stream may
cause stop and go- operations.
SPEED VEHICLE VS FLOW OF VEHICLES
S
Normal condition zone
P
Speed
B Unstable condition zone
C
Forced condition zone
0
Flow
At concentration SP the curve is as flat as a reasonable as per circumstances under

consideration so that is only relatively small drop in speed as flow increased within the
design limit.
OC Speed are much lower and cars move under conditions of forced driving, the
concentration is very high and hence the control exercise on each car by the one in OC has
the most important influence on flow. Therefore OC is relatively independent on the standard
geometric design of the road.
PBC flow can be very high but driving conditions are very unstable.
PATH CHARACTERISTICS
The characteristics of the path which influence vehicle motion and performance fall in three
categories.
(1) Vehicle exclusions or limitation of size and weight
- Prohibits certain vehicles from operating on certain path.
(2) Speed restrictions max and min speed
(3) Effects of environmental conditions i.e weather conditions maybe rainy or snow.

In almost all transportation system, its movement of any vehicle will be limited by the
presence of other vehicles and thus its optimum performance may not actually be realized.
TRAFFIC CONGESTION & RESTRAINTS

In road traffic, peaking phenomenon is very pronounced giving rise to congestion where
congestion is the impedance and delay imposed by the vehicle on the other. Costs are affected
by congestion; delay to people freight is one component of congestion cost. Higher operating
cost of vehicle is another one others are social and environmental costs.
The necessity to control the use of the vehicle reduces in urban areas is brought about by:
(i) The demand for the physical space
(ii) The pollution effect of the vehicle exhaust
(iii)The noise associated with road vehicles.
The demand for the road space will always be greater than the supply. So even if the
necessary financial resources were available, there would be conflicting demand for the
available land.
The fact that the demand for space is higher than the supply it results to congestion. There
are three general ways in which restraints would be applied.
(i) Physical restraints whereby the entry of the vehicles to certain area at certain times
could be prohibited by administrative means.
(ii) Regulatory measures i.e by use of parking regulations fiscal measures such as vehicle
and fuel tax, parking charges, road pricing etc.
Benefits of parking control and restraints

- Control in accidents
- Increase in road capacity
- Preservation of environment
- Traffic restraints
Traffic characteristic refers to the composition of traffic streams at different times speed,
journey times and turning moments.

CONTROL OF VEHICLE FLOW

It is done to ensure that a collision doesnt occur or at least that the probability is acceptably
low. Means used to effect the desired control of vehicles varies considerably. The basic
process is: identical.
- Actual or potential situation regulatory
- Change in vehicle motion.
Deflection of that vehicle condition

Time
Change forces action on vehicles.
Change vehicle speed directions
SEQUENCE OF EVENTS IN CONTROL OF VEHICLE MOTION

The goal is to enable the detection of any condition that might require a change in the
movement of vehicle, change in speed, direction etc at a time and distance sufficiently in
advance of the point of danger that the danger can be avoided.
A common form of vehicle movement control is
(i) Channelization this concept underlies separation of traffic on a street in 2 directions
each placed at its own section of road using sample centre strips.
(ii) Speed limits
(iii) Warning signs indicating the higher probability of dangerous condition along the
roads water way and railway lines.
(iv) Vehicle control on way links- these are prohibitation for ensuring that a vehicle
doesnt collide with another travelling on the same path; one way link ( btn
intersections of links). This is a primary problem ensuring that vehicles follow one
another in such a manner so as to avoid collisions. Second vehicle must follow the
first at a distance and speed such that it can decelerate as necessary and to avoid
hitting the 1st vehicle which may have to swarf or decelerate as to avoid an object on
its path. The term following control is applied to cover its situation and the term
following behaviour is used in those cases where human behaviour is an element in
the vehicle control and decision process.

CHAPTER TWO
TRAFFIC ASSIGNMENT
It is a stage at which trip interchanges are allocated to different parts of network. In this
stage:-
The route to be travelled is determined.
The interzonal flows are assigned to the selected route.
APPLICATION OF TRAFFIC ASSIGNMENT

1. To determine the efficiency in the existing transportation system by assigning the future
trips to the existing trips.
2. To evaluate the effects of the improvement and additions to the existing system by
assigning estimated future trips to the improved network.
3. To develop construction priority by assigning estimate future trip to the proposed
transportation system.
4. To test alternative transportation system proposal.
5. Provide design hourly traffic volume (Veh per hour) on highway and determine
movement at the Junctions.
GENERAL PRINCIPLES
Assignment techniques are based on:
a) Route selection which depends on criteria such as journey time, cost, convenience and
safety which can be done by computer or manually.
b) Highway network description is described by a system of links and modes. A link is a
section of highway network between two intersections which a node is either a centroid of
a zone or the intersection of two or more links.
c) Algorithm method of determining the shortest or least cost route ( path).

ASSIGNMENT TECHNIQUES
They include:-
(i) All or nothing (free assignment or desire assignment)
The technique assumes that all the trips are assigned to the route having the shortest travel
time, travel distance or lowest generalized cost. The technique assumes that the capacity of
each route is infinite so that the volume of traffic on it affects neither the time nor the cost of
travel.
Example
The figure below shows the minimum path tree connecting zone centroids one with zone
controids 2, 3 and 4. The traffic volumes from zone centroid 1 to zone controid 2 3 and 4 are
given below:-
From Zone centroid To Zone Centroid Traffic volume Veh/Hr

1 2 2500
1 3 3000
1 4 4000
1 11
15
12 2
It is required to assign the flow from zone centroid (1) to zone centroid (2), (3) & (4).

Solution
From the figure the traffic volumes assigned to th various links are:
Link Traffic flow ( veh/hr)

1-11 9500
11-12 2500
12-2 2500
11-15 7000
15-18 7000
18-3 3000
18-4 4000
ADVANTAGES OF ALL OR NOTHING ASSIGNMENTS TECHNIQUE

-method is simple
-The method can be used in the first stage of capacity
DIASDVANTAGES
1. Only one factor i.e time is used at any one time to determine the least cost ( minimum
path) other equally important factors such as reliability, cost, convenience and
safety will be neglected. But a driver may attach more value to these neglected factors
thus causing errors in the assigned flow.
2. Because of the very principle on which the technique is base too many vehicles tend
to be assigned to many attractive routes. They may cause increasing congestion in
these routes.
3. Where travel times or cost is used the methods tend to ignore the tendency of people
to use superior facilities for longer journeys.
4. Small differences in journey times of different routes between the same origin and
destination can result in unrealistic journey paths.

II MULTI ROUTE ASSIGNMENT TECHNIQUE

It is based on assumptions
i. All road users may not be able to judge the minimum path for themselves.
ii. All road users may not have the same criteria for judging the shortest route.
iii. Driver doesnt know the least cost journey route, hence involving random selection
criteria.
In a multi-route assignment, interzonal flow is assigned to series of routes, the proportion of
the total assigned to each route being a function of the length of that route in relation to the
shortest route. Multiple rout models yield more accurate assignment more than all or nothing
assignment.
MULTI- ROUTE ASSIGMENT ALGARITHMS

(A) Moore method
Aimed to assign a label to each note on the network
(b) Mchauglin
A drivers route selection criteria is used which is a function of
(i) Travel times (iii) Accident potential
(ii) Travel costs
The minimum resistance paths between origin and destination pair are calculated with all the
links resistance set to values which correspond to a zero traffic volume.
Resistance can be increased in terms of
-Travel time - Distance
-Travel cost -A suitable combination of these parameters
III CAPACITY RESTRAINT ASSIGNMENT TECHNIQUES

Is a process in which the travel resistance of a link is increased according to a relation
between the practical capacity of the link and the volumes assigned to the link. This
technique attempts to stimulate the real life situation and also takes account of congestion
which builds up with increased traffic volumes. It has been developed to overcome the
inherent weakness of all or nothing technique which takes no account of the system between
a pair of zones. The capacity restraint system restrains the number of vehicles that can use
any particular corridor if the volumes are beyond the capacity of the network and
redistributes the traffic to realistic or alternative paths.

Because of the interactive nature of the calculations involved, the capacity restraint technique
is carried out entirely by computers. The first stage of this method involves building of
minimum paths trees in the same way as they are build for all nothing techniques. Traffic is
then assigned to these minimum path trees. As the assigned volume on each link increases,
the computer automatically lowers the assumed speeds on the affected links through an
interactive procedure in which loaded links information is used as a feedback to the tree
building process as shown below:
Road Network
(Link node, Q-V Condition)

Interzonal
movements for
To set the speed of each link assignment
Change the Interzonal

speed of each To search the minimum travel time
route movements stage
link (Divided)
To assign the interzonal movements

to each link
Are all trips No

assigned?
Yes
Interzonal
movements stage
(Divided)

It is assumed that the relationship between the journey time (speed) and volume of each link
in the road network is as shown below:-
Speed Speed
(V) (V)
Volume (Q) Volume (Q)
An example of volume speed condition
Some of the models based in capacity restrains technique used in transport planning study
are:-
i) The Detroit model
In the Detroit traffic study an interactive procedure was used. Traffic was assigned to various
links using all, or nothing approach. The speed assumed for initial assignment purpose was
the free (unrstrained) speed.
NB: Traffic on the network will not always operate under free flow conditions. The speed on
each link is affected by flow. Therefore each links travel times was modified according to
the function:
v
1
TA T0 e c
Where
TA = Adjusted travel time

T0 = Original assigned travel time ( a function of the desired operating speed) or the travel
time on Link when v=c
v = Assigned Volume
c = Computed Capacity
The second interaction was accomplished by using new travel times, to determine a new
service of maximum paths. The volume so determined is then added to the results of the

previously interaction and the average link load determined. Successive re-interactions
recalculate the TA values based on the model using the average link volume for the v-value
until a balanced network is obtained.
ii) The TRC trip assignment model

The model involves two travel times verses the volume relationships; used interactively to
arrive at prediction of volume on separate routes between any two zones.
The equation, used for predicting the volume on a route, v, is given by
1
tr
Vr m
xV
1

r 1 t r
Where
Vr = volume of traffic on route r ( veh/hr/lane)
tr = travel time on route r ( minutes)
V = Total volume of traffic (trips) from zone I to j in all m routes
Example
The total trip volumes from zone 1 to 2 are 2000. Using data in table below, find the
volumes on each route connecting the two zones, using the particulars given in the table
below:
Note: Use the TRC trip assignment model
Route No. Length (km) Speed (km/h)

1 2 30
2 1.7 20
3 1 5
4 2.5 15

Solution
Zone 3 Zone
1 2
The above figure shows the four routes
Travel time on route 1

Dis tan ce 2
t r1 x60 4 min
Speed 30
Dis tan ce 1.7
t 21 x60 5.1 min
Speed 20

Dis tan ce 1
tr3 x60 12 min
Speed 5

Dis tan ce 2.5
tr4 x60 10 min
Speed 15
The TRC assignment model is
1
tr
Vr m
xV --------------------------------------------------------------------------Eqn 1
1

r 1 t r
Total volume between zone 1 and 2, V=2000 trips

4
1
But t
r 1
0.25 0.196 0.0833 0.1 0.63
r

1
t1 0.25
Volume on route V1 4
xV x 2000 794trips
1
t
0.63
r 1 r
0.196
Volume on route V2 x 2000 623trips
0.63
0.233
0.63
0.1
0.63
Hence
Route No. Length (km) Speed (km/h) Calculated travel Calculated 1/tr
time tr Min
1 2 30 4 0.25
2 1.7 20 5.1 0.196
3 1 5 12 0.0833
4 2.5 15 10 0.100
Total 0.6293
The equation (i.e TRC) defines up the volumes of trips from zone i to zone j among various
routes in accordance with the reciprocal of travel times. The decrease in tr thus leads into an
increase of 1/tr trips assigned to route i.
The value of tr for interactions is found by the following equipment.
d Vr Vrc
t r t rc xLr -----------------------------------------------------------------Eqn 2
Vrc
Where trc = unit travel time at the critical volume (min/km)
tr = Travel time on route r given in min
Vr = critical volume for route r veh/hr/lane
Lr= unit travel length at the critical volume (min/km)
d= delay parameter (min/km)
Where d is taken as follows d= 0.5 for Vr < Vrc
d= 10.0 for Vr Vrc

The values of tr found by equation 2 are put in equation 1 and the resulting Vr is then put in
equation 2. This cyclic procedure continues until the changes in volume of travel time
become negligible.
EXAMPLE
Between the two zones (1) and (2) there are two routes whose characteristics are given in the
table below. The total number of trips between the two zones is 1200 trips/hr
Route No. of Speed Length Critical Critical Ideal travel time

NO. Tones Limit (km) Vol. unit lane travel With no vol. min/km
1 One 30 3 600 3 2.5
2 One 50 4 1100 2 1.5
The assignment procedure starts using the ideal travel time for entire length of each route.
Ideal situations, no traffic

t1=Total travel time on route 1=2.5x3=7.5 Min
t2=Total travel time on route 2=1.5x4=6 Min
Using Equation 1
1
tr
Vr m
xV
1

r 1 t r
Volume on route 1
1
V1 7.5 x1200 532
1 1

7.5 6
Volume on route 2
1
V2 6 x1200 668
1 1

7.5 6
Using the above values of V1 and V2 in equation 2, we find the revised travel times.

First Interaction
d Vr Vrc
t r t rc xLr , here d=0.5 because Vr<Vrc, 532<600
Vrc
0.5532 600
Travel time on route 1, t1 3 x3 x3 8.82
600
Travel time on route 2, d=0.5 because Vr<Vrc, 668<1100

0.5668 1100
t2 2 x4 x 4 7.20
1100
Going back to equation 1, using these, travel times, volumes after interaction can be
calculated
Volume on route 1
1
V1 8.82 x1200 536vph
1 1

8.82 7.2
Volume on route 2
1
V2 7.2 x1200 664vph
1 1

8.82 7.2
Using the results as inputs, use next set of interactions
Second Interaction
d Vr Vrc
t r t rc xLr , here d=0.5 because Vr<Vrc, 536<600
Vrc
0.5536 600
Travel time on route 1, t1 3 x3 x3 8.85 min
600
Travel time on route 2, d=0.5 because Vr<Vrc, 664<1100

0.5664 1100
t2 2 x4 x 4 7.18 min
1100
The last set of travel times do not differ significantly from the previous calculated
8.82 is almost equal to 8.85 min and 7.2 is almost equal to 7.18 min

So the interaction procedure can be terminated at this point. so the final results are
V1=536vph/lane and V2=664vph/lane
t1=8.85Min and t2=7.18Min
NB
This was a very simple case involving only two routes. With more routes and greater volume
differences and varying travel times; this procedure requires considerable time and is done
through computers.
IV DIVERSION CURVE METHOD OF ASSIGNMENT

It is based on empirical data. They show the proportion of traffic start that is likely to be
diverted on a new facility (bypass, new expressing, new street etc); once such a facility is
constructed the data collected from the pattern of road usage in the first serve build up such
curves diversion curves.
The proportion of diverted traffic is generally related to such parameters as distance, travel
times, cost or speed. Diversion curves can be constructed using a variety of variables such as
travel time saved, distance saved, travel time ratio, distance ratio, distance and speed ratio &
travel cost ratio.

CHAPTER THREE
HIERARCHY OF HIGHWAY NETWORKS

Individual urban streets can be located in an hierarchy according to the function thy perform.
Common functions are
Primary distributor, district
Local distributor
Access roads
Access ways
Private drives
Cycle wages
Food ways
The standard to which ways should be constructed follows from its position in this hierarchy.
Estate roads except private drives re maintained at the public expense. Therefore the local
highway authority ensures that the construction standards adopted are appropriate. Industrial
estate roads can be developed on hierarchical principal, although they are likely to be lower
down the hierarchy than the residential local roads. Pavement structure need to be stronger
and turning facilities less restricted than on a residential estate. Roads giving access to single
industrial or commercial premises or to a modern light industrial estate or office park are
unlikely to be adopted by the highway authority.
DISTRIBUTOR ROADS
In a purely theoretical road networks all roads would be identified as being distributors,
access roads or residential.
In such a system all trips would start from premises located in residential/access roads
proceed up through the hierarchy of distributor roads for the main part of the journey and
then go back on to access/residential roads to reach their destination. Such a system cannot
exist in practice. Where parking spaces are not assigned to a particular dwelling, it is
important to ensure they are conveniently located; otherwise they would not be used. Where
walking distances are excessive the result tends to be that vehicles are parked on verges
leading to damage to kerbs manholes etc.
Junctions on access roads should be carefully located with a minimum distance of between
45m and 90m i.e between the centre lines of side roads of the same side of main road. Kerb
radius and junctions between access roads and distributor roads should generally be 10m
unless a significant number of long vehicles are expected to use the function. Kerb radii

should be restricted on purely residential roads as a means of reducing speed. Although a

judgment will have to be made bearing in mind the damage caused by vehicle wheels striking
the kerb.
RESIDENTIAL ROADS
Many considerations which apply to access roads will also apply to residential roads.
Residential roads serve 1-15 dwellings. They will not normally provide through routes except
in the case of a loop having both ends on the same access roads. Carriage way will be
between 2.8m and 4.5m. Shared surfaces without kerbs and separate footways will be likely
although in such a situation there must be a verge or other facilities provided within the
highway in order to accommodate services. Adequate facilities must be provided to ensure
that any vehicle likely to be using the road can turn in order to exit in forward gear. The
worst case is usually considered to be large removals of vehicles.
PEDESTRIAN AND CYCLE WAYS

In early designs, environmentally friendly estate concentrated on the desirably of separating
vehicular traffic from pedestrian and cycle traffic. They developed these estates concentrated
on segregated vehicular access giving direct access to packing areas with an entirely network
for pedestrians and cyclists. But these designs were seen to be primary designed for the
benefit. Pedestrian routes tended to be tedious/torturous and to have problems with lighting,
security and vandalism. At points where the earth way had to cross a road, it tended to be the
path that disappeared underground into a dirty under path. This problem was overcome by
dividing up the centre area by a grid formed by distributor roads. Each square within the grid
is relatively self sufficient so that journey to local facilities can be undertaken by walking or
cycling. Long journey to the city centre would be made by car or other means.

Primary road network
District Distributor
Local Distributor
Residential road network
Residential Collector
Traditional estate road or formal or informal transition
Accessory Car ways Private drive
Distributor road network
Major industrial road
Minor industrial road
Fig. 1 Hierarchy of highway networks

CHAPTER FOUR
QUEUING AND CONGESTION OF TRAFFIC
Lighthill and Whithams theory






Asst 1
The maximum capacity of a 2-lane carriage way of a 4-lane dual carriage way is 2400 veh/hr.
Due to pipeline operations, the width of a 2-lane way is reduced restricting the vehicle to
1200vel/her. When the flow upstream beyond the influence of the bottleneck is reasonably
steady and free flowing at 1700 veh/hr, find.
(a) The mean speed of traffic in the bottleneck.
(b) The rate at which the queue of congested conditions outside bottleneck grows.
The mean space headway when the vehicles are stationary is 8m. The relationship between
speed and concentration is linear.

CHAPTER FIVE
NETWORK ANALYSIS
A set of points representing cities in network analysis is called nodes. The set of straight
lines ar curves connecting the nodes is called link or arcs or branches. Links or branches are
denoted by a pair of points e.g AB, CD, EF, BA, DC
5 Nodes
9 Links
A
B
E D
MINIMUM SPAN PROBLEMS

Involves any set of nodes (cities, destinations) and a set of branches in which AB is the same
as BA. Each proposed branch (link) has a non negative cost or distance associated with it.
The objective of the method is to construct a particular net containing all nodes such that the
sum of the cost associated with these branches in the network is a minimum.
Example
A,B, C,D,E,F G are seven cities, the distance between some of the cities where there are
routes available are given below:-
From To Distance
A B 20
A E 100
A D 20
A C 40
B D 10
C D 40
C G 30

D G 70
D F 100
D E 70
E F 80
E G 50
F G 30
SOLUTION
A B C D E F G
A - 20 40 10 100 - -
B 20 - - 10 - - -
C - - - 40 - - 30
D 10 10 40 - 70 100 70
E 100 - - 70 - 80 50
F - - - 100 80 - 30
G - - 30 70 50 30 -
Let us choose any one of the points supporting no restrictions. Lets us choose A as the
starting point.
Step I possible routes
AB 20
AC 40
AD 10
A D
AE 100
Step II . Two nodes are determined now. Get all the routes from A and from D (except AD
and DA)
Available routes from A
AB 20
AC 40
AE 100

Available routes from D

DB 10
DC 40
DE 70
DF 100 D B
DG 70
Select the route whose distance is minimum among the above routes: select DB=10km
Step III . Three nodes A, B, D are determined now. Get all the routes from A, from B and
from D (except AB, BA, BD, DB, AD and DA)
Available routes from A Available routes from Available routes from D

B
AC 40 - DC 40
AC 100 - DE 70
- - DF 100
- - DG 70
A C D C
Select the route whose distance is minimum among the above routes: select either AC or
DC=40km
Step IV . Four nodes are available, A, B, C, D. Get all the routes from A, from B, from C and
from D (except those already written)
AE 100 CG 30 DG 70 DE 70
C G
Select the route whose distance is minimum among the above routes: select CG=30km

Step V. Five nodes are available, A, B, C, D, G. Get all the routes from the five nodes (except
those already written)
AE 100 B- C- DE 70 GE 50 GF 30
G F
Select the route whose distance is minimum among the above routes: select GF=30km
Step VI. Six nodes are available, A, B, C, D, G, F. Get all the routes from the six nodes
(except those already written)
AE 100 B- C- DE 70 FE 80 GE 50
G E
Select the route whose distance is minimum among the above routes: select GE=50km
B F
E
30
10 50
G
A 10 D
30
40
Total distance is 170km

Assignment II
The national park service plans to develop a wide area for tourism. Four locations in the area
are very important. The distance between them ( in km) are given in the table below. The
park service wants to minimize the km of the total distance to see all the four spaces.
Determine how the road should be constructed to achieve this objective. P is the entrance to
the park.
P W M S L
P - 7 20 19 26
W 7 - 8 16 13
M 20 8 - 18 5
S 19 16 18 - 17
L 26 13 5 17 -

CHAPTER FIVE
SHORTEST ROUTE /DISTANCE (Lowest cost)

The shortest route problem involves a connected network having a non-negative number
associated with cost or distance or time associated with each branch (between two nodes).
Starting node is called a source and the final node is called destination (sink). The objective
of the shortest route problem is to determine the path or the route joining the source and the
sink; such that the sum of the cost or distance or time on a particular path is minimum.
Example
An individual who lives in R and works in W seeks a route that will minimize the morning
driving time. He has recorded the driving time in minutes between the intermediate nodes.
There are no major roads directly linking some of the nodes as shown in the table, determine
the best commuting route for the individual.
C 12
O
28 32
18
17
R W
17
32
T
11
4
P
R C O T P W
R - 18 - 32 - -
C 18 - 12 28 - -
O - 12 - 17 - 32
T 32 28 17 - 4 17
P - - - 4 - 11
W - - 32 17 11 -

SOLUTION
Algorithm 1
Write down all possible routes from each node in increasing order under each node (Route
back to R and the from W should be avoided)
R C O T P W
RC 18 CO 12 OC 12 TP 4 PT 4
RC 32 CT 28 OT 17 TO 17 PW 11
OW 32 TW 17
TC 28
Algorithm 2
Starting from R, select the route which has shortest time. Among the two routes, decide
temporarily the route to C and cancel any other leading to C.
R C O T P W
RC 18 CO 12 OC 12 TP 4 PT 4
RC 32 CT 28 OT 17 TO 17 PW 11
OW 32 TW 17
TC 28
Algorithm 3
Consider the cost for one more point, C, T and O nodes
R to T = 32
C to O = 12
RCO=RC+CO=18+12=30
Select the route RCO which is equal to 30 rather than route RT=32. Circle route CO, cancel
any other route leading to O

RC 18 CO 12 OT 17 TP 4 PT 4
RC 32 CT 28 OW 32 TO 17 PW 11
TW 17
Algorithm 4
Consider the time from R to T with any other possibility to reach T. RT = 32 and RCT =
18+28=46, RCOT = 18+12+17=47
Select RT and avoid all routes towards T
RC 18 CO 12 OT 17 TP 4 PT 4
RC 32 CT 28 OW 32 TW 17 PW 11
Algorithm 5
There is no route remaining from R and C. So we consider points O and P
RCOW = 18+12+32=62 and RTP = 32+4=36
Select the smallest value route RTP=36, then circle TP and cancel all routes leading to P
RC 18 CO 12 OW 32 TP 4 PW 11
RC 32 TW 17
Algorithm 6
RCOW = 62
RTPW = 47
RTW = 49
Select RTPW = 47. Circle PW and cancel all other routes leading to W
RC 18 CO 12 OW 32 TP 4 PW 11
RC 32 TW 17
Hence, the shortest route is RTPW =47
____________________END__________________________

ECV 408 Traffic Engineering II

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ECV 408 TRAFFIC ENGINEERING II KU-CIVIL ENG

ECV 408 TRAFFIC ENGINEERING II

Introduction of stochastic models, Poisson arrivals and diffusion approximations.

Planning, implementation, and operations of control technologies.

Design of traffic facilities; Freeways, Intersections; signalized & un-signalized,

Textbooks and References

Tulatia Mungathia 2016 Page 1

Density D=average number of Veh. Travelling over L divide by L

Tulatia Mungathia 2016 Page 2

FUNDAMENTAL DIAGRAMS OF ROAD TRAFFIC FLOW

Theoretical curve on vehicle

a) Speed mean space Vs Concentration

b) Volume vs concentration (c ) speed mean space vs volume

Tulatia Mungathia 2016 Page 3

SPEED VEHICLE VS FLOW OF VEHICLES

At concentration SP the curve is as flat as a reasonable as per circumstances under

Tulatia Mungathia 2016 Page 4

TRAFFIC CONGESTION & RESTRAINTS

Benefits of parking control and restraints

Tulatia Mungathia 2016 Page 5

CONTROL OF VEHICLE FLOW

Deflection of that vehicle condition

SEQUENCE OF EVENTS IN CONTROL OF VEHICLE MOTION

Tulatia Mungathia 2016 Page 6

APPLICATION OF TRAFFIC ASSIGNMENT

Tulatia Mungathia 2016 Page 7

From Zone centroid To Zone Centroid Traffic volume Veh/Hr

Tulatia Mungathia 2016 Page 8

Link Traffic flow ( veh/hr)

ADVANTAGES OF ALL OR NOTHING ASSIGNMENTS TECHNIQUE

Tulatia Mungathia 2016 Page 9

II MULTI ROUTE ASSIGNMENT TECHNIQUE

MULTI- ROUTE ASSIGMENT ALGARITHMS

III CAPACITY RESTRAINT ASSIGNMENT TECHNIQUES

Tulatia Mungathia 2016 Page 10

(Link node, Q-V Condition)

Change the Interzonal

To assign the interzonal movements

Are all trips No

Tulatia Mungathia 2016 Page 11

Volume (Q) Volume (Q)

An example of volume speed condition

TA = Adjusted travel time

Tulatia Mungathia 2016 Page 12

ii) The TRC trip assignment model

The equation, used for predicting the volume on a route, v, is given by

Route No. Length (km) Speed (km/h)

Tulatia Mungathia 2016 Page 13

The above figure shows the four routes

Travel time on route 1

Travel time on route 3

Travel time on route 4

Total volume between zone 1 and 2, V=2000 trips

Tulatia Mungathia 2016 Page 14

Tulatia Mungathia 2016 Page 15

Route No. of Speed Length Critical Critical Ideal travel time

Ideal situations, no traffic

Tulatia Mungathia 2016 Page 16

Travel time on route 2, d=0.5 because Vr<Vrc, 668<1100

Travel time on route 2, d=0.5 because Vr<Vrc, 664<1100

Tulatia Mungathia 2016 Page 17

IV DIVERSION CURVE METHOD OF ASSIGNMENT

Tulatia Mungathia 2016 Page 18

HIERARCHY OF HIGHWAY NETWORKS