Beruflich Dokumente
Kultur Dokumente
(BEG469TE)
(Elective II)
Year: 4 Semester
Course objectives:
The main objective of the course "Traffic Engineering Management" is to impart knowledge about
traffic management systematically and scientifically with the use of concept of engineering. Traffic
management as a burning issue and is of high importance for the developing cities, it should be
followed by the future traffic load analysis. Key topics of the course attempt to impart knowledge in
the following contemporary concepts:
Conceptual knowledge in traffic management system;
Issues, relative importance and methods of Transport Management;
This course may be good platform for the Graduate (Masters' degree) course in Traffic Engineering and
Management.
Course Contents:
1. Introduction 2 hrs.
1.1 Scope and significance of Traffic Engineering Management
1.2 Traffic planning and modeling using prototype
1.3 Traffic related problems in major cities
1.4 Transportation network and their characteristics
i
4. Traffic Measureme nt And Analysis: 5 hrs.
4.1Volume Studies - Objectives, Methods;
4.2 Speed studies - Objectives: Definition of Spot Speed, time mean speed and space mean
speed;
4.3Methods of conducting speed studies;
ii
11. Traffic Management in Nepal 2 hrs.
11.1 Overview of existing system and future trend
11.2 National Transport Policy, Five Year Plans
11.3 Existing planning process
Tutorials:
1. A case study on traffic measurement and analysis
References
1. Traffic Engineering and Transportation Planning - L.R. Kadiyali, Khanna Publishers.
2. Traffic Engineering - Theory & Practice - Louis J. Pignataro, Prentice Hall Publication.
3. Principles of Highways Engineering and Traffic Analysis - Fred Mannering & Walter
P. Kilareski, John Wiley & 50ns Publication.
4. Transportation Engineering - An introduction - C. Jotin Khistry, Prentice Hall
Publication.
5. Fundamentals of Transportation Engineering - C.S.Papacostas, Prentice Hall India.
Question Pattern:
Chapter Marks allocated Remarks
1 4
2 4
3 4
4 10
5 10
6 10
7 10
8 10
9 10
10 4
11 4
Total 80
***Above mentioned marks can be with minor variations.
iii
Contents
CHAPTER ONE: INTRODUCTION ................................................................................................... 1
6.3 Computation of capacity and level of service for two lane highways, multilane highways and
freeways....................................................................................................................................... 50
7.1Types of parking facilities - on street parking and off street Parking facilities ............................... 70
iv
8.1Accident studies and analysis .................................................................................................... 78
8.2Causes of accidents - The Road, The vehicle, the road user and the Environment ......................... 80
8.3Engineering, Enforcement and Education measures for the prevention of accidents. ..................... 86
9.3 Signal Co-ordination methods, Simultaneous, Alternate, Simple progression and Flexible
progression Systems...................................................................................................................... 99
REFERENCES................................................................................................................................113
v
CHAPTER ONE: INTRODUCTION
ROAD TRAFFIC MANAGEMENT: As urban populations expand and city roads become increasingly
congested, policy makers and planners need to review urban development and transport policies in order
to address future needs taking into account anticipated social and demographic changes.
1
Effective policy must meet multiple objectives:
Strike a balance between different modes of transport: pedestrians, bicycles, motorcycles, cars
and public transport
Provide security, safety and optimum service for transport system users
Maintain the mobility that drives economic development
Reduce urban pollution and congestion caused by motor vehicles
Alongside longer-term solutions such as upgrading public transport systems and introducing city center,
road toll systems, high-performance traffic management systems can be crucial to the success of a city
planning and transportation policy
Traffic Management Solutions include:
Improved road user safety: better traffic control for improved road safety and shorter response
times by emergency services
Quicker travel times in urban areas: smoother traffic flows and shorter public transport journey
times
Less pollution: lower fuel consumption and less environmental impact
Widespread availability of road user information: accurate, reliable user information to
improve the travel experience
Model concept
A model can be defined as a simplified representation of a part of real world-the system of interest-which
concentrates on certain elements considered for its analysis from a particular point of view. For the
analysis, any model made should be calibrated and validated to ascertain the realistic resemblance and the
same validated model is used for the further analysis.
Model calibration is the process by which the numerical values of the parameters of an assumed model
are determined. It is accomplished through the use of Statistical methods and based on experimental
knowledge that is observations, of the dependent and independent variables. These observations are
employed to estimate the numerical values of the model parameters that render the postulated model
capable of reproducing the experimental data. Several statistical goodness-of-fit tests, the one that best
describes the experimental data can then be selected. In this manner it is ensured that the selected model is
realistic. The term calibration refers to procedures that are used to adjust the values of a model's
parameters to make them consistent with observations.
2
Model validation refers to the testing of a calibrated model using empirical data than those used to
estimate the model in the first place. It means to predict a situation from the past and to compare this with
the actual situation in the present (back casting). This is how scientific theories are tested, modified, or
replaced.
Road space and Traffic Congestion: According to reports there are 180,000 (most of them being two
and three wheelers) vehicles registered at The Bagmati Transport Office at present. Considering the
narrow roads and the small area that the city is built in, these vehicles are too many for a city like
Kathmandu. The prevailing high degree of congestion, despite relatively low number of vehicles (private
car ownership rate is relatively low though there is relatively high number of vehicles registered, the most
of them being the two and three wheelers) is often attributed to the small proportion of urban space
devoted to roads. It is also revealed that the annoying causes of traffic jams in the streets of the city are
due to large number of motorbike riders. Traffic congestion is already an important constraint to urban
productivity and the vehicular air pollution is increasing and posing a serious health threat to urban
population.
Accidents: There has been an unprecedented trend in traffic accident in Kathmandu valley. While the
vehicles are increasing in geometric proportion, the roads are being constructed at a snail's pace.
Accidents are increasing in number and severity. Accidents occur more during working days when the
traffic is heavy. According to a report by the Traffic Engineering and Safety Unit at the Departments of
Roads, the frequency of accidents is at the peak at 4 pm followed by 8 am. Pedestrians are the ones who
Traffic Engineering and Management /snlkhyaju@gmail.com
3
are most at risk, followed by motorcycle riders. Accidents also occur when holidays are near and mostly
youngsters tend to drive under the influence of alcohol. Most accidents in the valley happen at
intersections. The places in Kathmandu that witness accidents frequently include Teenkune, Koteshwor,
Harihar Bhawan, Putali Sadak, Ring road and many other intersections, while nocturnal mishaps are more
frequent on the Ring Road, Kantipath and Naya Baneshwor because of over speeding.
The traffic condition: There is no doubt that the wide variety of traffic sharing the limited right of way is
a serious factor in congestion. Most road sections in Kathmandu city are not channelized for motor
vehicles, bicycles and pedestrians. The greater the pressure on road space, the more speeds of the slowest
moving vehicles tend to be reduced, and the potential of faster public, commercial and private vehicles are
wasted. Often pedestrians, market and parking activities intrude even the road space of major arteries. The
greater number of traffic accidents and lower overall average speed of the vehicles in the streets are
attributed to the large number of motorbikes and tempos.
Parking: It is one of the city's chronic problems, particularly in the Business Districts and other sites
where jobs and retail activities are concentrated. The limited road space is further reduced due to
encroachment of the road space by street shops, vehicles and bicycle parking. In particular, parking on the
sidewalks of the streets causes danger to pedestrians. In many cases, construction materials can be seen
placed at footpath and sometimes even on the roads thus forcing the pedestrians to walk on the roadway
which is primarily meant for the motor vehicles. This may cause a great deal of danger for the safety of
the pedestrians. Many buses have to be parked on the streets. Bus terminals have not been well planned
and cause a lot of transfer difficulties for the passengers.
Public transport: Public transport in Kathmandu city can be seen in general as a well-connected but
inadequate capacity is reflected in extreme overcrowding during long periods of peak hour traffic and it
takes a long time in reaching their destination. The development of public transport is often hindered by a
lack of capacity, low operating speed, and outdated equipment and management practices. As there is no
single bus terminus, finding the different places from where buses leave can sometimes be an experience
because there is a lack of information at public places. Also the seating arrangements in most of these
buses are such that you would hardly get to see the scene outside as you journey.
Pedestrians and cyclists: There is problem of movement by pedestrians and cyclists. Pedestrians (and
particularly the safety of pedestrians) are generally not accorded adequate priority by the city officials
responsible for planning and managing roads, as footpaths are inadequate and badly maintained.
Pedestrian crossings are placed in a long walking distance and many people simply don't cross the roads
using the overhead bridge. There are no any rules and regulations regarding punishment for those who
cross the road randomly. As a result walking and crossing streets in many places have become highly
dangerous. Conditions for cyclists are even worse than for pedestrians. Bicycle riding is increasingly
4
hazardous. As a result, this cheap and potentially very important mode of transport tends to be grossly
underutilized.
Road maintenance: Roads are inadequately maintained. Visual inspection and evaluation of road
network conditions show failures of the road pavement. A key factor contributing to this situation is the
lack of funding for the maintenance by the government. The situation is exacerbated by the absence of
computer based asset inventory and maintenance management systems. The available scarce resources are
allocated to meet the most pressing demands. In addition to managing existing roads more efficiently
additional capacity is needed by the construction of new roads.
Urban patterns: Physical patterns of cities also compound the difficulties. Central business districts are
typically not so clearly demarcated as in the developed world. The main activities centers are however
often concentrated in narrow streets prone to the intense congestion. High densities of intersections,
winding configurations and changing road widths reduce capacity further.
Road user education: It has not been very efficient and had lacked proper methodology and facilities.
The striking feature of the city traffic is the poor driving behavior. Driving standards are generally low. It
may be amazing to know that many of the drivers have no idea about the traffic signs and rules, which
indicates that our license issuing system is also extremely unscientific and impractical, and it is helping in
adding traffic accidents indirectly. It is reported that in Kathmandu valley the number of accidents are
higher than in the rest parts of Nepal and it can be said that the root cause of increasing traffic accidents is
the lack of traffic awareness among drivers and also pedestrians.
Traffic control measures: Effective road capacity of the city is further reduced by extensive uncontrolled
parking of vehicles of all kinds and by ineffective signaling and other traffic control measures. Manual
control of junctions at peak hours is often required-land traffic signal timings are not appropriate. None of
all the existing traffic signals in the urban area are coordinated, most of them operating under two phase
fixed time control. Although there have been some successful experiments with junction channelization
recently in the city, the majority of the junctions have not been channelized and sometimes traffic island
itself is creating the traffic problem due to its inappropriate placement and bad design. Traffic signs and
markings are too much insufficient. Although some innovative pedestrian crossing facilities have been
implemented in the city, there is still a striking need for better provision of pedestrian crossing facilities to
give pedestrians safer ways to cross the road.
Remedial measures:
As mentioned earlier, with the very rapid growth in demand for transport, Kathmandu is facing serious
traffic problems. The immediate concern in the city is to maintain the existing levels of service of the road
system and personal mobility, whilst reducing the potential for road accidents. For this, traffic
management measures are to be utilized which typically will include junction improvements, one way
streets, segregation of two wheel vehicles with motor vehicle, channelization, markings, signaling,
Traffic Engineering and Management /snlkhyaju@gmail.com
5
selective road widening and provision of pedestrian facilities, continuous traffic awareness program
through the involvement of all the sectors of the society. But traffic management is the concern of the
number of policy and executive agencies. As a result there is pressing need for close coordination,
effective decision making machinery and enforcement, and clearly defined responsibilities because the
success or failure of traffic management measures largely depend on the institutional arrangements.
Collectors: Collectors (not to be confused with collector/distributor roads, which reduce weaving on
freeways), collect traffic from local roads, and distribute it to arterials. Traffic using a collector is usually
going to or coming from somewhere nearby.
Local roads: These roads have the lowest speed limit, and carry low volumes of traffic. In some areas,
these roads may be unpaved.
Link properties
Length
Travel speed
Capacity of link
6
Approximate equivalence with road classification in other countries is as follows: class I roads correspond
to expressways, class II to arterial roads, class III-to collector roads and class IV-to local roads.
In Nepal the overall management of National Highways and Feeder Roads comes within the responsibility of the
Department of Roads (DOR). These roads are collectively called Strategic Roads Network (SRN) roads. District
Roads and Urban Roads are managed by Department of Local Infrastructure Development and Agricultural Roads
(DOLIDAR). These roads are collectively called Local Roads Network (LRN) roads.
7
CHAPTER TWO: URBAN TRAFFIC PLANNING
8
Advantages
Reduction in the points of
conflict
Increase capacity
Increase speed
Facilitating the operation
of a progressive signal
system
Improve in parking system
Figure 3Four legged intersection and conflict points
Elimination of dazzle and
head on collision
Tidal-flow operations
One of the familiar characteristics of traffic flow on any street leading to the city center is the imbalance
in directional distribution of traffic during the peak hours. For instance, the morning peak results in a
heavy preponderance of flow towards the city center, whereas the evening peak brings in heavier flow
away from the city center. In either case, the street space provided for the opposing traffic will be found to
be in excess. This phenomenon is commonly termed as "tidal flow". One method of dealing with this
problem is to allot more than half the lanes for one direction during the peak hours. This system is known
9
A main street may have a number of side-streets where the traffic may be very light. In such situations, it
may be possible to close some of these side-streets without affecting adversely the traffic, and yet reap a
number of benefits.
10
Pedestrian traffic volume study is used for planning sidewalks, cross walks, subways and
pedestrian signals.
11
Hourly variation of traffic flow
1000
800
600
400
200
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Figure 5 Hourly Variation
For reasons of statistical analysis, HCM (1997) suggests using 15 minutes for most operational and design
analyses. The relationship between hourly volume and the maximum rate of flow within the hour is
defined as the peak hour factor.
For 15 minutes periodsthe maximum value of the PHF 1.0 which occurs when the volume in each 15
minutes period is equal, the minimum value is 0.25 which occurs when the entirely hourly volume occurs
in one 15 minute interval.
6000
4000
Series1
2000
0
SAT SUN MON TUES WED THURS FRI
12
example, an increased traffic flow usually occurs at a harvest time, and a reduced traffic flow is likely to
occur in a wet season.
To reduce error in the estimated annual traffic data caused by seasonal traffic variations, it is desirable to
repeat the classified traffic count at different times of the year. A series of weekly traffic counts repeated
at intervals throughout the year will provide a much better estimate of the annual traffic volume than a
continuous traffic count of the same duration.
An example of seasonal variation is shown below. For one week traffic count carried out each month. A
seasonal factor (SF) of unity indicates average flow. A seasonal factor greater than unity, indicates a
higher proportion of traffic than the average. It can be seen that the traffic is lower than average in
December, January, February, July and August. The variation in flow for different classes of vehicle may
not be the same and this will be revealed in the classified traffic survey.
1000
500 Series1
0
Jan Feb March Apr May Jun Jul Aug Sep Oct Nov Dec
0.00
Jan Feb March Apr May Jun Jul Aug Sep Oct Nov Dec
Problem 2.2: The following counts were taken on an intersection Time Period Volume
approach during the morning peak hour. Determine (a.) the hourly 8:00-8:15 AM 150
volume, (b) the peak rate of flow within the hour and (c) the peak hour 8:15-8:30 AM 155
Example 2.3: The following traffic count data were taken from a 8:45-9:00 AM 160
13
Jun 22 30 193000 168000
Jul 23 31 180000 160000
Aug 21 31 175000 150000
Sep 22 30 189000 175000
Oct 22 31 198000 178000
Nov 21 30 205000 182000
Dec 22 31 200000 176000
From this data, determine (a) the AADT, (b) the ADT for each month, (c) the AAWT, and (d) the AWT
for each month, from this information, what can be discerned about the character of the facility and the
demand it serves?
14
Example 2.1: Following table shows the classified manual vehicle count of a 14th February 2015 for three hour at Pepsikola - Manohara - Thimi - Hanumante - Sallaghari
Road. Determine the AADT in term of PCU with given data: the three hour traffic figures out about 20% of the total traffic at tha t day, Lane factor for FR 0.6.
Speed (v)
It is defined as the rate of motion, as distance per unit time, generally km/h. or m/sec. There is a wide
distribution of individual speed in a traffic stream, an average speed is considered. If travel time t1, t2 , t3 .
tn, are observed from n vehicles traveling a segment of length L, the average travel speed is:
L nL
vs n
n
ti
i 1 n
i 1
ti
v i
vt i 1
n
Where, vi , is the spot speed, and n is the number of vehicles observed.
Volume (q)
Volume and rate of flow are two different measures. Volume is the actual number of vehicles observed or
predicted to be passing a point during a given time interval. The rate of flow represents the number of vehicles
passing a point during a time interval less than one hour, but expressed as an equivalent hourly rate.
Density or concentration
It is defined as the number of vehicles occupying a given length of lane or roadway, averaged over time
usually expressed as vehicles per km. direct measurement of density can be obtained through aerial
photography, but more commonly it is calculated from the equation if speed and rate of flow are known,:
q v*k
Where, q = rate of flow veh. /hr)
v = average travel speed, m/sec
k = average density (veh/km)
Then,
Now Density, k =
Hence q=k*v
q kv Ak Bk 2
(v A)v A v 2
q kv v
B B B
At almost zero density, the free mean speed equals to A, and at almost zero speed, the jam density equals A/B.
The maximum flow occurs at about half the mean free speed and is equal to A2 /4B .
The theoretical relationship between flow and density on a highway lane, represented by a parabola. The flow
increases from zero to its maximum value, the corresponding density of this flow is optimum density (k o ).
From this point onward to the right, the flow decreases as the density increases. At the jam density (k j ), the
flow is almost zero.
A2 /4B
Mean speed, km/h
Mean speed, km/h
A
Flow, veh/h
V=A-Bk A/2
A2/4B
A/2B
A/B A/B
Density, veh/km Density, veh/km Flow, veh/h
a) b) c)
Q
We know that Q vs * K or, K
vs
vsf
Then, Q vsf K ( )K 2 ..................(i)
Kj
vsf Q
Then, vs vsf ( ) or, Qvsf (vsf vs ) K j vs
Kj vs
Kj
or, Q vs K j { }vs2 .........................(ii)
vsf
Differentiating the equation (i) with respect to concentration, we can get the value of concentration
corresponding to the maximum flow.
dQ k
v sf 2v sf 0
dK Kj
Kj
Then, K ...........................(ii i)
2
To obtain the speed corresponding to the maximum flow, the equation (ii) is differentiated with respect to vs .
dQ 2 K j vs
Kj 0
dvs vsf
vsf
or, vs ..........................(iv)
2
Therefore : Q(max imum) vs for maximum Q * K for max imumQ
vsf K j vsf K j
* ....................(v)
2 2 4
qi
ki , t 1, 2, 3......c
vi
K ki
c
The total concentration:
i 1
The time mean speed s defined as: qi vi
c
vt
i 1 Q
s2
Relationship between space mean speed and time mean speed v t vs
vs
Example 3.2: Assuming a linear speed-density relationship, the mean free speed is observed to be 85 km/h
near zero density, and at the corresponding jam density is 140veh/km. Assume that, the average length of
vehicles is 6m.
Write down the speed-density and flow-density equations.
Draw the v-k, v-q and q-k diagrams indicating critical values.
Compute speed and density corresponding to flow of 1000 veh/h.
Example 3.3: Speed observations from a radar speed meter have been taken, giving the speeds of the
subsidiary streams composing the flow along with the volume of traffic of each subsidiary stream. The
readings are as under.
Speed range 2-5 6-9 10-13 14-17 18-21 22-25 26-29 30-33 34-37 38-41 42-45 46-49 50-53 54-57 58-61
Volume (qi) 1 4 0 7 20 44 80 82 79 49 36 26 9 10 3
Calculate: a) time mean speed b) space mean speed c) variance about space mean speed
Example 3.4: The speed density relationship of traffic on a section of a freeway lane was estimated to be
Vs = 18.2 ln(220/k)
a) What is the maximum flow, speed, and density at this flow?
b) What is the jam density?
Example 3.5: Determine the maximum flow for the free flow speed of 80 kmph. The aerial photograph shows
that average center to center spacing of two vehicle during jam (i.e. velocity is zero) is found to be 6.5 m.
Objectives:
It is the true measure of relative importance of roads, which is important for improvement and
expansion.
Traffic volume is used in planning, traffic operation/control of existing facilities and for planning new
facilities.
Classified volume is used for structural design of pavements.
It is used to analyze traffic pattern and trends.
It is used for design intersections, signal timings, canalizations, and other control devices.
For the determination of one-way street or other regulatory measures.
Pedestrian traffic volume is uses for planning and design of sidewalks, cross walks, subways, and
pedestrian signals.
Hourly traffic volume varies considerably during a day. Peak hour is much higher than average hourly
volume. Daily traffic varies in a week and also with season.
Types of traffic counts:
Short term counts:
For determining traffic flow in peak hours.
To measure saturation flow at signalized intersection
Count for full day
To determine hourly fluctuation of flow
Used intersection counts
Count for full week:
To determine hourly and daily fluctuation of flow
For traffic survey in urban highways.
Continuous count:
To determine fluctuation daily, weekly, seasonal and yearly flow.
Manual Count:
The prescribed record sheet is provided for manual count. Vehicles are counted by the method of five-dash
system.
Date: Road classification: Klometrage /mileage
Direction:
Vehicle type Car, Jeep, Bus Micro Truck Three- Motor Cycle
Hour Van bus wheeler bike
8-9
9-11
11-12
It is more desirable to record traffic in each direction of travel separately. The data can be summarized for
each hour
of day.
Recording Mechanism:
The signals generated by the automatic sensors can be recorded by the various methods:
1) Counting register: it is simply an accumulating counter, which indicates the number of the vehicle.
Readings must be taken before and after the counting period.
2) Printed output: this device prints the accumulated totals at regular interval of time on a roll of paper.
3) Electronic system: they are modern system, which can record data directly on floppies or other magnetic
disk.
30 th highest hour
0 20 40 60 80 100
Numbers of hours in one year
with traffic volume
exceeding that shown
700 1050
600
100
3500
3000
2500
2000
1500
1000
500
0
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 64 68 72 76 80 84 88 92 96
Number of 15 min duration
Traffic Engineering and Management /snlkhyaju@gmail.com 25
Figure 11Graphical Representation of Traffic data
4.2 Speed studies
Definition of terms
Speed is a factor influencing traffic flow on existing roads. Speed studies are essential for:
Traffic operation like sign location and timings, establishing speed zones etc.
Geometric design of elements like curvatures, super elevation, stopping sight distance etc.
Spot speed: it is an instantaneous speed of a vehicle at a specific location.
Running speed: It is the average speed of vehicles along a given section of road excluding delays at
controlled intersection.
Running speed = length of course/running time = length / (journey time- delay time)
It is useful for assessing traffic capacity of roads.
Journey speed: it is average speed of vehicles along a route including all delays, but excluding all voluntary
stoppages. It is useful in urban areas for measuring time adequacy an existing road network, for assessing the
efficiency of the improvement measures.
Journey speed = length of route / total journey time including delays
Average speed: average spot speed of several vehicles passing a specific section is termed as average speed.
Application:
For the traffic control and regulation, in geometric design, accident studies, studying traffic capacity
etc.
Effect of traffic flow constraints like bridge and intersection
Spot speed is affected by physical of road like pavement width, curve, sight distance and grade .
There are two types of average speed: Space mean speed and time mean speed.
Space mean speed: Average speed of vehicles over a certain length of road at a given time. This is obtained
from the observed time of the vehicles over a relatively long stretch of the road.
3.6dn
Space mean speed (kmph), Vs
n
ti
i 1
n=Number of individual vehicle observation; d - Length of the road section. ti - observed travel time in sec
for the i th vehicle to travel d m.
Time mean speed: it represents speed distribution of vehicles at a point on the roadway and it is the average
of instantaneous speed of observed vehicles at the spot.
n
Vi
i 1
Vt Vt is time mean speed (km/h); Vi observed instantaneous speed
n
of the i th vehicle kmph; n no of vehicles observed.
Two reference points are marked on the pavement at a suitable distance apart and an observer starts
and stops an accurate stopwatch as a vehicle crosses these two marks.
From the known distance and measured time intervals spot speed is calculated;
Large effects may occur due to the parallax effect;
Reaction of individual observer may affect the result.
One observer stands at the first reference point and gives signal to the observer standing at last
reference point (with stopwatch).
50 m
Light for night
The cumulative percentage frequency
diagram: 15.00
%Frequency
The Pace: Another Measure of Central 10.00
statistical analyses. It is defined as the 10
0.00
kmph increment in speed in which the
30.00 40.00 50.00 60.00
a) Plot the frequency and cumulative frequency curves for these data.
b) Find and identify on the curves: medium speed, modal speed, pace, percent vehicles in pace.
c) Compute the mean and standard deviation of the speed distribution.
Clearance (m)
gap (sec) L, m
Spacing (m) or
headway (sec)
Spacing of vehicles in a traffic lane can generally be observed from aerial photographs. Headway of the
vehicles can be measured using stopwatch observations as vehicles pass a point on a lane.
80 3
60
Minimum spacing, m
40 Headw 2
ay, Sec
Min headway, sec
30
,m
c ing
20 Spa 1
10
0
0 20 40 60 80 100
Speed, km/h
Figure: Variation of Min spacing and headway with speed
Lane occupancy (LO) can also be described as the ratio of the time that vehicles are present at a detection
station in a traffic lane compared to the time of sampling.
L
C Loop detector
Figure 20Traffic flow stream in two way stop controlled intersection source
The analysis of AWSC intersection is easier because all users must stop. In this type of intersection the critical
entity of the capacity is the average intersection departure head way.
Secondary parameters are the number of cross lanes, turning percentages, and the distribution volume on each
approach. The first step for the analysis of capacity is select approach called subject approach the approach
opposite to subject approach is opposing approach, and the approach on the side of the subject approach is are
called conflicting approach.
Characteristics of AWSC Intersections
AWSC intersections require every vehicle to stop at the intersection before proceeding. Since each driver
must stop, the judgment as to whether to proceed into the intersection is a function of traffic conditions on the
other approaches. If no traffic is present on the other approaches, a driver can proceed immediately after the
The subject vehicle tends to move from its current lane to target Lane, into the gap between 2 vehicles
travelling in the target lane. When a driver wants to do lane changing, the critical lead gap and the lag gap are
required to be acceptable for the driver. Otherwise, it is not safe for the driver to do the lane changing.
Critical Gap
The critical gap tcx for movement x is defined as the minimum average acceptable gap that allows
intersection entry for one Minor Street or Major Street. The term average acceptable means that the average
driver would accept or choose to utilize a gap of this size. The gap is measured as the clear time in the traffic
stream defined by all conflicting movements. Thus, the model assumes that all gaps shorter than tcx are
rejected or unused, while all gaps equal to or larger than tcx would be accepted or used. The adjusted critical
gap tcx computed as follows.
t fx t fb t fHV PHV
Where,
tfx = Follow-up time for minor movement x
tfb = Base follow-up time from table 1
tfHV = Adjustment factor for heavy vehicles
PHV = Proportion of heavy vehicles for minor movement
Table 3Adjustments to Base critical gap and follow up times Table 2Base critical gap and follow up times source
Adjustment Values
tcb, sec tfb, sec
1.0, Two-lane major street Movement
tcHV Two-lane Four-lane
2.0, Four-lane major street
Major Street Major Street
0.1, Movements 9 and 12
tcG Major LT 4.1 4.1 2.2
0.2, Movements 7, 8, 10 and 11
Minor RT 6.2 6.9 3.3
1.0, Otherwise
Minor TH 6.5 6.5 4.0
1.0, With two stage process
tcT Minor LT 7.1 7.5 3.5
0.0, With single stage process
source
0.7, Minor-street LT at T-intersection
TcLT
0.0, Otherwise
0.9, Two-lane major street
tfHV
1.0, Four-lane major street
Conflicts
The traffic flow process at un-controlled intersection is
complicated since there are many distinct vehicular
movements to be accounted for. Most of this
movements conflict with opposing vehicular volumes.
These conflicts result in decreasing capacity, increasing
delay, and increasing potentials for traffic accidents.
Consider a typical four-legged intersection as shown in
Fig. The numbers of conflicts for competing through Figure 23Conflicts at four legged intersection
movements are 4, while competing right turn and
through movements are 8. The conflicts between right turn traffics are 4, and between left turn and merging
traffic are 4. The conflicts created by pedestrians will be 8 taking into account all the four approaches.
Potential Capacity
Capacity is defined as the maximum number of vehicles, passengers, or the like, per unit time, which can be
accommodated under given conditions with a reasonable expectation of occurrence. Potential capacity
describes the capacity of a minor stream under ideal conditions assuming that it is unimpeded by other
movements and has exclusive use of a separate lane.
Once of the conflicting volume, critical gap and follow up time are known for a given movement its potential
capacity can be estimated using gap acceptance models. The concept of potential capacity assumes that all
available gaps are used by the subject movement i.e. there are no higher priority vehicular or pedestrian
movements and waiting to use some of the gaps it also assumes that each movement operates out of an
exclusive lane. The potential capacity of can be computed using the formula:
e (v cx t cx / 3600 )
c px v cx
(v cx t fx / 3600 )
1 e
Where,
The movement capacity is found by multiplying the potential capacity by an adjustment factor. The
adjustment factor is the product of the probability that each impeding movement will be blocking a subject
vehicle. That is
Where,
Cmx = movement capacity, movement x,
Table 4Relative pedestrian/vehicle hierarchy
veh/hr
Cpx = Potential capacity movement x, veh/hr
Pvi = probability that impeding vehicular
movement i is not blocking the
subject flow; (also referred to as the
vehicular impedance factor for
movement i
Ppi = probability that impeding
pedestrian movement j is not
blocking the subject flow; also referred to us the pedestrian impedance factor for the movement j
Vehicular Movements
Priority 2 vehicular movements LTs from major street and RTs from Minor Street are not impeded by any
other vehicular flow, as they represent the highest priority movements seeking gaps. They are impeded,
however, by Rank 1 pedestrian movements. Priority 3 vehicular movements are impeded by Priority 2
vehicular movements and Priority l and 2 pedestrian movements seeking to use the same gaps. Priority 4
vehicular movements are impeded by Priority 2 and 3 vehicular movements, and P riority 1 and 2 pedestrian
movements using the same gaps. Following Table lists the impeding flows for each subject movement in a
four leg.
Generally the rule stated the probability that impeding vehicular movement i is not blocking the subject
movement is computed as
Traffic Engineering and Management /snlkhyaju@gmail.com 41
Where,
vi = demand flow for impeding movement i
Cmi=movement capacity for impeding movement i veh/hr
( )
Example 5.1: four vehicles 6, 6.5, 6.75 and 6.9 m long, are distributed over a length of freeway lane 200 m.
long. What is the lane occupancy and density?
Example 5.2: In example 3.2 compute the average headways, spacing, clearances and gaps when the flow is
maximum.
Example 5.3: For the given three legged intersection of above figure the total volume pedestrian and
vehicular at each movement is given in the fig itself. Taking the following:
The speed of the pedestrians 1.2m/s
All flows contains 10% trucks
The percentage of the grade is 0.00
Ignore moments coming from south
bound
The analysis period is 15min.(T=0.25)
Determine: The control delay and level of
service for movement 7?
Types of capacity:
An important operation characteristic of any transport facility including the multi-lane highways is the
concept of capacity. Capacity may be defined as the maximum sustainable flow rate at which vehicles or
persons reasonably can be expected to traverse a point or uniform segment of a lane or roadway during a
specified time period under given roadway, geometric, traffic, environmental, and control conditions; usually
expressed as vehicles per hour, passenger cars per hour, or persons per hour.
There are two types of capacity, possible capacity and practical capacity. Possible capacity is defined as the
maximum number of vehicles that can pass a point in one hour under prevailing roadway and traffic
tV 1000 V 1000 2 1 V2
S L [ ] L 0.278Vt ; m
3600 3600 2 gf 254 f
Where, S = Spacing of vehicles, m
L = Length of vehicles, m
V = Speed, km/h
f = frictional factor
t = perception reaction time in sec.
The maximum theoretical capacity of a traffic lane may be obtained if the minimum time headway ht is
known:
3600
C vehicle per hour
ht
Speed Capacity Relationship:
Traffic Engineering and Management /snlkhyaju@gmail.com 46
Peak value of the maximum theoretical capacity is reached at an optimum speed. As speed is increased
further, the maximum capacity of the lane starts decreasing due to increase in headway
TRAFFIC CONDITIONS
Traffic conditions that influence capacities and service levels include vehicle type and lane or directional
distribution.
Vehicle Type
The entry of heavy vehiclesthat is vehicles other than passenger cars (a category that includes small trucks
and vans) into the traffic stream affects the number of vehicles that can be served. Heavy vehicles are
vehicles that have more than four tires touching the pavement. Trucks, buses, and recreational vehicles (RVs)
are the three groups of heavy vehicles addressed by the methods. Heavy vehicles adversely affect traffic in
two ways:
They are larger than passenger cars and occupy more roadway space: and
They have poorer operating capabilities than passenger cars, particularly with respect to
acceleration, deceleration, and the ability to maintain speed on upgrades.
Directional and Lane Distribution
In addition to the distribution of vehicle types, two other traffic characteristics affect capacity, service flow
rates and level of service: directional distribution and lane distribution. Directional distribution has a dramatic
impact on twolane rural highway operation which achieves optimal conditions when the amount of traffic is
about the same in each direction. Capacity analysis for multilane highways focuses on a single direction of
flow. Nevertheless, each direction of the facility usually is designed to accommodate the peak flow rate in the
Speed and travel time, including the operating speed and overall travel time;
Traffic interruption or restrictions, with due consideration to the number of stops per mile;
Driving comfort and convenience reflecting the roadway and traffic conditions;
Freedom to maneuver to maintain the desired operating speed;
Economy, with due consideration operating cost
of vehicle. Six level of LOS: A, B, C, D, E, and F
HCM has categorized LOS depending upon the travel speed A : Free flow condition
and v/c ratio. B & C : Stable flow
Level of Service A: Free flow operation; free-flow speeds D & E : Unstable flow
prevail; vehicles completely unimpeded in their ability to &F : forced flow
maneuver within the traffic stream; average spacing of 528
ft. The effects of incidents are local and minimum.
Level of Service B: Reasonably free flow; generally free flow speed; ability to maneuver within the traffic
stream slightly restricted; average spacing 330 ft.
Level of Service C: Provides flow with speeds still at or near free flow speed; freedom to maneuver within
the traffic stream noticeably restricted and lane changes require more care by driver; average spacing 220 ft.
Local deterioration due to incidents in substantial and queues may be expected behind any significant
blockage.
Level of Service D: Speed begins to decline slightly with increasing flow; density begins to increasing
somewhat quickly; freedom to maneuver is more limited. Average spacing 165 ft.
Level of Service E: Describes operation at capacity at its highest density values; operations are volatile and
virtually no useable gaps exist in the traffic stream; maneuverability is extremely limited; average spacing is
110 ft. Level of physical and psychological comfort afforded the driver is poor.
Level of Service F: forced flow at low speeds; describes breakdown in vehicular flow at points of recurring
congestion such as merge, weave or diverging locations.
Passenger Car Unit (PCU):
The basic consideration behind using the concept of PCU is that different types of vehicle offer different
degree of interference to other traffic and it is necessary to bring all types to a common unit.
Figure 30Speed-flow curves with LOS criteria for multilane highways (HCM,
2000)
A free-flow speed of 90 km/h or more.
When field data are not available, the free-flow speed can be estimated indirectly as follows:
Table 11 Level of Service criteria for a typical free flow speed of 100 km/hr. (Source: HCM,
Where,
= 15-min passenger-car equivalent flow rate (pc/h/ln),
= the hourly volume (veh/h),
= the peak-hour factor,
N = number of lanes,
= heavy-vehicle adjustment factor, and
= driver population factor.
Heavy-vehicle adjustment factor:
( ) ( )
Where,
= adjustment factor for heavy vehicles.
ET and ER = equivalents for trucks and buses and for recreational vehicles (RVs), respectively,
PT and = proportion of trucks and buses, and RVs, respectively, in the traffic stream (expressed as a
d
Table 12 Passenger-car equivalent on extended general highway segments (Source: HCM,
e
c
i
m
al fraction),
Where,
D is the density (pc/km/ln),
is the flow rate (pc/h/ln), and S is the average passenger-car travel speed (km/h).
The level of service can also be determined by comparing the computed density with the density ranges shown
in table given by HCM. To use the procedures for a design, a forecast of future traffic volumes has to be made
and the general geometric and traffic control conditions, such as speed limits, must be estimated. With these
data and a threshold level of service, an estimate of the number of lanes required for each direction of travel
can be determined.
Where
Where
= passenger-car equivalent flow rate for peak 15-min period (pc/h),
V = demand volume for the full peak hour (veh/h),
PHF = peak-hour factor,
= grade adjustment factor, and
= heavy-vehicle adjustment factor.
Table 18 Grade Adjustment factor (fg) to determine speeds on two-way and directional segments
Table 19Grade Adjustment factor (fg) to determine the percent time-spent-following on two-way and directional
segments
( ) ( )
Where,
= adjustment factor for heavy vehicles.
ET and ER = equivalents for trucks and buses and for recreational vehicles (RVs), respectively,
PT and = proportion of trucks and buses, and RVs, respectively, in the traffic stream (expressed as a
decimal fraction),
Table 20 Passenger-car equivalents for trucks and RVs to determine speeds on two-way and directional segments
Table 21 Passenger-car equivalents for trucks and RVs to determine time-spent-following on two-way and directional segments
Where
Where
PTSF = percent time-spent-following,
BTSF = base percent time-spent-following for both directions of travel combined, and
= adjustment for the combined effect of the directional distribution of traffic and of the
percentage of no-passing zones on percent time-spent following.
Appropriate values of base percent-time-spent following can be determined from equation
( )
Determining LOS
The first step in determining LOS is to compare the passenger-car equivalent flow rate (Vp)) to the two-way
capacity of 3,200 pc/h. If vp is greater than the capacity, then the roadway is oversaturated and the LOS is F.
Traffic Engineering and Management /snlkhyaju@gmail.com 59
Similarly, if the demand flow rate in either direction of travelas determined from the two-way flow rate and
the directional split is greater than 1 ,700 pc/h, then the roadway is oversaturated and the LOS is F. In LOS F,
percent timespentfollowing is nearly 100 percent and speeds are highly variable and difficult to estimate.
When a segment of a Class I facility has a demand less than its capacity, the LOS is determined by locating a
point on figure 22 that corresponds to the estimated percent time-spent-following and average travel speed. If
a segment of a Class II facility has a demand less than its capacity, the LOS is determined by comparing the
percent time spentfollowing with the criteria in table 6. The analysis should include the LOS and the
estimated values of percent timespentfollowing and average travel speed. Although average travel speed
is not considered in the LOS determination for a Class II highway, the estimate may be useful in evaluating
the quality of service of twolane highway facilities, highway networks, or systems including the segment.
LOS
A basic freeway segment can be characterized by three performance measures: density in terms of passenger
cars per kilometer per lane, speed in terms of mean passenger-car speed, and volume-to-capacity (v/c) ratio.
Each of these measures is an indication of how well traffic flow is being accommodated by the freeway.
The measure used to provide an estimate of level of service is density. The three measures of speed, density,
and flow or volume are interrelated. If values for two of these measures are known, the third can be computed.
Table 25 required input data and default value for basic freeway segment
Table 26 Example service volumes for basic freeway segment (see footnote for assumed values)
Dete
rmining FFS
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FFS is the mean speed of passenger cars measured during low to moderate flows (up to 1300 pc/h/in). For a
specific segment of freeway, speeds are virtually constant in this range of flow rate. Two methods can be used
to determine the FFS of a basic freeway segment: field measurement and estimation with guidelines provided
the field-measurement procedure is provided for users who prefer to gather these data directly. However, field
measurements are not required for application of the method. If field-measured data are used no adjustments
are made to the free-flow speed. The speed study should be conducted at a location that is representative of
the segment when flows and densities are low (flow rates may be up to 1,300 pc/h/ln).
If field measurement of FFS is not possible. FFS can be estimated indirectly on the basis of the physical
characteristics of the freeway segment being studied. The physical characteristics include lane width, number
of lanes, right-shoulder lateral clearance, and interchange density. Following is used to estimate the free-flow
speed of a basic freeway segment:
Where, BFFS - base free-flow speed, 110 (urban) or 120 km/h (rural)
- Adjustment for lane width from Table 28, km/h
- Adjustment for right shoulder clearance from Table 29, km/h
- Adjustment for number of lanes from Table 30, km/h
- Adjustment for interchange density from Table 31, km/h
Table 28 Adjustment for Lane Width
Where
= passenger-car equivalent flow rate for peak 15-min period (pc/h),
V = demand volume for the full peak hour (veh/h),
PHF = peak-hour factor,
N = number of lanes
= driver population factor, and
Driver Population Factor
The adjustment factor reflects the effect weekend recreational and perhaps even midday drivers have on the
facility. The values for f range from 0.85 to 1.00. Typically, the analyst should select 1.00, which reflects
weekday commuter traffic (i.e., users familiar with the highway) unless there is sufficient evidence that a
lesser value, reflecting more recreational or weekend traffic characteristics, should be applied. When greater
accuracy is needed comparative field studies of weekday and weekend traffic flow and speeds are
recommended.
( ) ( )
Where,
= adjustment factor for heavy vehicles.
ET and ER = equivalents for trucks and buses and for recreational vehicles (RVs), respectively,
PT and = proportion of trucks and buses, and RVs, respectively, in the traffic stream
(expressed as a decimal fraction),
The effect of heavy vehicles on traffic flow depends on grade conditions as well as traffic composition.
Passenger-car equivalents can be selected for one of three conditions: extended freeway segments, upgrades,
and down2rades
Where,
D is the density (pc/km/ln),
is the flow rate (pc/h/ln), and S is the average passenger-car travel speed (km/h).
Examples:
Example 6.1: A segment of undivided four-lane highway on level terrain has field-measured FFS 74.0-km/h,
lane width 3.4-m, peak-hour volume 1,900-veh/h, 13 percent trucks and buses, 2 percent RVs, and 0.90 PHF.
What is the peak-hour LOS, speed, and density for the level terrain portion of the highway?
Example 6.2: A segment of an east-west five-lane highway with two travel lanes in each direction separated
by a two-way left-turn lane (TWLTL) on a level terrain has- 83.0-km/h 85th-percentile speed ,3.6-m lane
width, 1,500-veh/h peak-hour volume, 6 % trucks and buses, 8 access points/km (WB), 6 access points/km
(EB), 0.90 PHF, 3.6-m and greater lateral clearance for westbound and eastbound. What is the LOS of the
highway on level terrain during the peak hour?
Example 6.3: A Class I two-lane highway has a base free-flow speed of 100 km/h. Lane width is 3.6 m and
shoulder width is 1.2 m. There are six access points per kilometer. The roadway is located in rolling terrain
with 40 percent no-passing zones. The two-way traffic volume is 800 veh/h, with a PHF of 0.90. The
Example 6.5: The Highway A Class Il two-lane highway segment on a scenic and recreational route. What is
the two-way segment LOS?
The Facts:
Example 6.6: The Freeway Existing four-lane freeway, rural area, very restricted geometry, rolling terrain,
110-km/h speed limit. What is the LOS during the peak hour?
The Facts
Example 6.7: New suburban freeway is being designed. How many lanes are needed to provide LOS D
during the peak hour?
7.1Types of parking facilities - on street parking and off street Parking facilit ies
Parking problem is the one of the serious problems for planners and traffic engineer.
Effects
Congestion: Capacity of the street is reduced
Journey speed drops down
Journey time, delay increases
Accidents: Careless opening of the door of vehicles
Bringing a car to the parking location from the mainstream
Moving out of a parked position
Obstruction to the emergency services
Fire fighting vehicles; block access to building
Environment
Method of Parking
On street parking
Off street parking
On street parking
Vehicles are parked on the sides of the street itself.
This will be usually controlled by government agencies itself. Common types of on-street parking are
as listed below.
This classification is based on the angle in which the vehicles are parked with respect to the road
alignment.
As per IRC the standard dimensions of a car is taken as 5mX2.5m.
Angle parking
30 parking:
45 parking:
60 parking
Average Accumulation
9
12 6 12
3 /snlkhyaju@gmail.com
Traffic Engineering and Management 3 6 9 12 73
Time of day
Parking turn- over: Rate of the usage of the available parking space. Thus if there were 10 parking spaces
used by 100 vehicles in a period of, say 12 hours, then the parking turnover would be
Method of observation:
Definitions:
Road accident: An accident (collision, overturning or slipping) which occurred or originated on a road open
to public traffic resulting in either injury or loss of life, or damage to property, in which at least one moving
vehicle was involved.
Person killed: (given in the Convention of Road Traffic (Vienna, 1968) Any person who was killed outright
or who died within 30 days as a result of the accident.
Fatal accident: an accident in which one or more person were killed.
b) The number of deaths for every 10,000 registered vehicles is a means of comparing road death levels
among nations by taking into account their different levels of motorization.
country Road death per 10,000 Total registered Total number killed
Registered vehicle vehicles, million in road death
Spain 1.8 26.4 4741
c) The number of road deaths for every 100 million vehicle kilometers traveled is a direct measure of
the risk associated with road travel.
Country Road death per 100,000 Total vehicle kilometer Total road death
Vehicle-kilometer traveled traveled (100 million)
Finland 0.7 509 375
France 1.0 5600 5530
Germany 0.8 6971 5842
8.2Causes of accidents - The Road, The vehicle, the road user and the Environment
Smeed and Jeffcoate have presented a relationship between the number of motor vehicles (N) per population
(P) and the number of deaths (D) per vehicle population (N).
2 / 3
D N
0.0003
N P
A research on accident has established the major causes and their contribution to the traffic accident as in the
table below:
Prime causes of Road accidents Percentage of accidents
Human factors alone 65
Human + Road 25
Human + Vehicle 5
Road factors alone
2
Vehicle factors alone
2
Human + Road + Vehicle
1
Total
100
b) Accident statistics
Types of accident statistics:
Accident statistics generally address and describe one of three principal informational elements:
Accident occurrence: Accident occurrence relates to the numbers and types of accidents that
occur, which are often described in terms of rates based on population or vehicle-miles
traveled.
Accident involvements: Accident involvement concerns the numbers and types of vehicles
and drivers involved in accidents with population-based rates a very popular method of
expression.
Accident severity: Accident severity is generally dealt with by proxy; the number of fatalities
and fatality rates are often used as a measure of the seriousness of accidents.
Accident Rates
Simple statistics citing total numbers of accidents, involvements, injuries, and/or deaths can be quite
misleading, as they ignore the base from which they arise. An increase in the number of highway fatalities in a
specific jurisdiction from one year to next must be matched against population and vehicle-usage patterns to
make any sense. For this reason, many accident statistics are presented in the form of rates.
Traffic Engineering and Management /snlkhyaju@gmail.com 81
Accident rates generally fall into one of two broad categories: population-based rates, and exposure-based
rates.
Population-based accident rates
Some common bases for population-based rates include:
Area population
Number of registered vehicle
Number of licensed drivers
Highway mileage
These values are relatively static (they do not change radically over short periods of time) and do not depend
upon vehicle usage or the total amount of travel. They are useful in quantifying overall risk to individuals on a
comparative basis. Number of registered vehicles and licensed drivers may also partially reflect usage.
Population-based rates are stated according to;
Fatalities, accidents, or involvements per 100,000 area population
Fatalities, accidents, or involvements per 10,000 registered vehicles
Fatalities, accidents, or involvements per 10,000 licensed drivers
Fatalities, accidents, or involvements per 1,000 miles of highway
Exposure-based accident rates
Exposure based accident rates attempt to measure the amount of travel as a substitute for the individuals
exposure to potential accident situations. The two most common bases for exposure-based rates are:
Vehicle miles traveled
Vehicle hours traveled
Exposure-based rates are stated according to:
Fatalities, accidents or involvements per 100,000,000 vehicle- miles traveled.
Fatalities, accidents or involvements per 10,000,000 vehicle-hours traveled.
Fatalities, accidents or involvements per 1,000,000 entering vehicles (for intersections only)
Severity Index:
A widely used statistic for the description of relative accident severity is the severity index (SI), defined as the
number of fatalities per accident .For the data of the previous example, there were 75 fatalities in a total of
2,360 accidents. This yields a severity index of:
)
)
Test statistic representing the reduction in accident on the standard normal distribution
The normal distribution table is entered with this value to find the probability of Z being equal to or less than
Z1 . If probability [Z Z1 ] 0.95, the observed reduction in accidents is statically significant.
c) Site Analysis
One of the most important tasks in traffic safety is the study and analysis of site-specific accident information
to identify contributing causes and develop site remediation measures that will lead to improved safety.
Once location has been statistically identified as high-accident location, detailed information is required in
two principal ways:
Occurrence of accident
Environmental and physical conditions
The best information on the occurrence of accidents is compiled by reviewing all accident reports for a given
location over a specified study period. This can be done using accident record. Environmental and physical
conditions are established by a through site investigation. Two primary graphical outputs are then prepared.
Engineering measures
Road design: The geometric design features of the road such as sight distances, width of pavement, horizontal
and vertical alignment and intersection design elements are checked and corrected if necessary. The pavement
surface characteristics are checked and suitable maintenance steps taken to bring them upto the design
standards.
Preventive maintenance of vehicle: The braking system, steering and lighting arrangements on vehicle may be
checked.
Before and after studies: After making the necessary improvement in design and enforcing regulation, it is
again collect and maintain the record of accidents before and after the introduction of preventive measures
to study their efficiency.
Road lighting: Lighting is particularly desirable at intersections, bridge sites and at places where there are
restrictions to traffic movements.
Enforcement measures
Speed control: Checks on spot speed of all fast moving vehicles should be done at selected locations and
timings and legal actions on those who violate the speed limits should be taken
Traffic control devices: Signals may be re-designed or signal system be introduce if necessary. Proper traffic
control device like signs, markings or channelizing island may be installed if necessary.
Training and supervision: the transport authorities should be strict in testing and issuing license to driver.
Medical check: The drivers should be tested for vision and reaction time at prescribed intervals.
Special precautions for commercial vehicles: having attendant to help and give proper direction to drivers of
heavy vehicles.
Observance of law and regulations: Traffic authorities should send study groups of trained personal, to
different locations to check whether the traffic regulations are being followed by the road users and also to
enforce the essential regulations.
Educational measures
Education of road users: The passengers and pedestrians should be taught the rules of the road, correct manner
of crossing etc.
Safety drive: Imposing traffic safety week when the road users are properly directed by the help of traffic
police and transport staff is a common means of training the public these days.
Example 8.2
A signal is installed at a high-accident location to reduce the number of right-angle accidents that are
occurring. In the 6 months period prior to installing the signal, 10 such accidents occurred. In the 6 months
period following the installation of the signal, 6 such accidents occurred. Was this reduction statically
significant?
IRC recommended:
Warranty I: Minimum vehicular volume
Min. 650 veh/hr on a major street in a single lane
800 veh/hr on two or more lanes
Min 200 veh/hr on a minor street in a single lane
250 veh/hr on a two or more lanes
But when 85 th percentile speed = 60kmph or when it is within built up areas, only 70% of the above warranty
is needed.
Warranty II: Interruption of continuous traffic
Interruption of continuous traffic on Major Street with 1000-1200veh/hr and there is delay or hazard
to traffic on minor street with a traffic of 100-150 veh/hr.
Warranty III: Minimum pedestrian volume
If on the major street, 600 veh/hr or more enter the intersection (both approaches) OR where there is a
raised median island 1.2m or more in width, 1000veh/hr or more (both direction) enter the
intersection;
In the above intersection if 150 or more pedestrians cross the major street & If 85 th percentile speed exceeds
60kmph, 70% of above is sufficient.
Warranty IV: Accident experience
If the 5 or more reported accidents involving personal injury or property damage (IRs. 2000 or more);
Adequate trial of less restrictive remedies with satisfactory observance and enforcement have failed to
reduce the accident rate;
The signal installation will not seriously disrupt traffic flow.
Figure 50 illustrates a group of N vehicles at a signalized intersection, waiting for the green signal. As the
signal is initiated, the time interval between two vehicles, referred as headway, crossing the curb line is noted.
The first headway is the time interval between the initiation of the green signal and the instant vehicle
crossing the curb line. The second headway is the time interval between the first and the second vehicle
crossing the curb line. Successive headways are then plotted as in figure 5134:7. The first headway will be
relatively longer since it includes the reaction time of the driver and the time necessary to accelerate. The
second headway will be comparatively lower because the second driver can overlap his/her reaction time with
that of the first drivers. After few vehicles, the headway will become constant. This constant headway which
characterizes all headways beginning with the fourth or fifth vehicle, is defined as the saturation headway, and
is denoted as h. This is the headway that can be achieved by a stable moving platoon of vehicles passing
through a green indication. If every vehicles require h seconds of green time, and if the signal were always
green, then s vehicles/per hour would pass the intersection. Therefore,
Where
S = saturated flow rate per hour of green time per lane
h = saturated headway in seconds
As noted earlier, the headway will be more than h particularly for the first few vehicles. The difference
between the actual headway and h for the ith vehicle and is denoted as ei shown in figure 51. These differences
for the first few vehicles can be added to get start up lost time, l1 which is given by,
The green time required to clear N vehicles can be found out as,
Lane capacity
The ratio of effective green time to the cycle length ( ) is defined as green ratio. We know that saturation
flow rate is the number of vehicles that can be moved in one lane in one hour assuming the signal to be green
always. Then the capacity of a lane can be computed as,
Where
Ci is the capacity of lane in vehicle per hour,
Si is the saturation flow rate in vehicle per hour per lane,
C is the cycle time in seconds.
Critical lane
During any green signal phase, several lanes on one or more approaches are permitted to move. One of these
will have the most intense traffic. Thus it requires more time than any other lane moving at the same time. If
sufficient time is allocated for this lane, then all other lanes will also be well accommodated. There will be
one and only one critical lane in each signal phase. The volume of this critical lane is called critical lane
volume.
( )
Where
N is the number of phases,
L is the lost time per phase,
V is the volume
C is the capacity.
( ) = ratio of volume to saturation flow for phase i,
[ ]
Where is the critical lane volume and is the total effective green time available in a cycle.
This will be cycle time minus the total lost time for all the phases. Therefore,
Where C is the cycle time in seconds, n is the number of phases, and is the lost time per phase. If lost time
is different for different phases, then cycle time can be computed as follows.
Where is the lost time for phase i, n is the number of phases and C is the lost time in seconds. Actual green
time can be now found out as,
Where is the actual green time, is the effective green time available, is the amber time, and is the
lost time for phase i.
Pedestrian crossing requirements
Pedestrian crossing requirements can be taken care by two ways; by suitable phase design or by providing an
exclusive pedestrian phase. It is possible in some cases to allocate time for the pedestrians without providing
an exclusive phase for them. For example, consider an intersection in which the traffic moves from north to
south and also from east to west. If we are providing a phase which allows the traffic to flow only in north-
south direction, then the pedestrians can cross in east-west direction and vice-versa. However in some cases, it
may be necessary to provide an exclusive pedestrian phase. In such cases, the procedure involves computation
of time duration of allocation of pedestrian phase. Green time for pedestrian crossing Gp can be found out by,
Where, is the minimum safe time required for the pedestrians to cross, often referred to as the ``pedestrian
green time", = is the start-up lost time, is the crossing distance in meters, and is the walking speed of
pedestrians which is about 15th percentile speed. The start-up lost time can be assumed as 4.7 seconds and the
walking speed can be assumed to be 1.2 m/s
Performance measures
Performance measures are parameters used to evaluate the effectiveness of the design. There are many
parameters involved to evaluate the effectiveness of the design and most common of these include delay,
queuing, and stops. Delay is a measure that most directly relates the drivers experience. It describes the
amount of time that is consumed while traversing the intersection. The figure 52 shows a plot of distance
Traffic Engineering and Management /snlkhyaju@gmail.com 95
versus time for the progress of one vehicle. The desired path of the vehicle as well as the actual progress of
the vehicle is shown. There are three types of delay as shown in the figure. They are stoppe d delay, approach
delay and control delay.
Stopped time delay includes only the time at which the vehicle is actually stopped waiting at the red signal. It
starts when the vehicle reaches a full stop, and ends when the vehicle begins to accelerate.
Approach delay includes the stopped time as well as the time
lost due to acceleration and deceleration. It is measured as the
time differential between the actual path of the vehicle, and
path had there been green signal. Control delay is measured
as the difference between the time taken for crossing the
intersection and time taken to traverse the same section, had
been no intersection. For a signalized intersection, it is
measured at the stop-line as the vehicle enters the
intersection. Among various types of delays, stopped delay is
Figure 52Illustration of delay measures
easy to derive and often used as a performance indicator and
will be discussed.
Vehicles are not uniformly coming to an intersection. i.e., they are
not approaching the intersection at constant time intervals. They
come in a random manner. This makes the modeling of signalized
intersection delay complex. Most simple of the delay models is
Websters delay model. It assumes that the vehicles are arriving at
a uniform rate. Plotting a graph with time along the x-axis and
cumulative vehicles along the y-axis we get a graph as shown in
figure 53. The delay per cycle is shown as the area of the hatched
portion in the figure.
Webster derived an expression for delay per cycle based on this, Figure 53Graph between time and cumulative
number of vehicles at an intersection
which is as follows.
* +
Where
= effective green time,
C= cycle length,
= critical flow for that phase,
S = saturation flow.
[( ) ( ) ]
Where,
d = control delay, s/veh
= uniform delay component, s/veh
PF = progression adjustment factor
= overflow delay component, s/veh
= delay due to pre-existing queue, s/veh
T = analysis period, h
X = v/c ratio
C = cycle length, s
k = incremental delay factor for actuated controller settings; 0.50 for all pre-timed controllers
I = upstream filtering/metering adjustment factor; 1.0 for all individual intersection analyses
c = capacity, veh/h
Where
= Capacity of lane group I (vph)
= saturation flow rate for lane group i (vphg)
= green ratio for lane group i
C = cycle length (s)
( )
( )
Where;
= v/c ratio for lane group i (vph)
= saturation flow rate for lane group i (vphg)
= actual flow rate for lane group i (vph)
= effective green time for lane group i (s)
C = cycle length (s)
A critical v/c ratio less than 1 indicates that all movements in the intersection can be accommodated within the
defined cycle length.
Example 9.1
The traffic flow for a four-legged intersection is as shown in figure 36:3.
Given that the lost time per phase is 2.4 seconds, saturation headway is 2.2
seconds, amber time is 3 seconds per phase, find the cycle length, green
time and performance measure(delay per cycle). Assume critical v/c ratio
as 0.9.
Example 9.2
9.3 Signal Co-ordination methods, Simultaneous, Alternate, Simple progressi on and Flexible
progression Systems.
Signal Co-ordination methods
For signals that are closely spaced, it is necessary to coordinate the green time so that vehicles may move
efficiently through the set of signals. In some cases, two signals are so closely spaced that they should be
considered to be one signal. In other cases, the signals are so far apart that they may be considered
independently.
Coordination attempts to achieve some combination of the following objectives:
Minimise fuel consumption
Minimise pollution emission
Minimise stops
Minimise delay
Maximise smooth flow
Maximise capacity
Minimise queue length
Minimise arrival of platoons at red lights
The signals less than 800m apart are coordinated as common practise. All but most complex coordination
scheme requires same cycle length for all signals.
Terminology
Offset: the difference between the green initiation times at two adjacent intersections. Usually expressed as a
positive number between zero and the cycle length. Sometimes convenient to think of it as a negative number,
usually no more than one half a cycle length.
Ideal offsets: The ideal offset is a value such that the first vehicle of a platoon just arrives at the downstream
signal, the downstream signal turns green.
( )
intersections (time difference between the first and the last vehicle moving through the system without
stopping)
Alternate System
Single Alternate. Every other signal shows the same indication.
Double Alternate. Every other pair of signals shows the same indication.
Requires 50-50% cycle split.
Not well-suited for unequal block spacing.
Double alternate reduces the through band width by 50%.
Best suited for downtown areas with square blocks and low speeds.
Progressive Systems
A signal system in which the vehicles receive a green indication as they arrive at the intersection.
Signal progression on one-way streets
Determining ideal offsets
Following table show the time needed to travel the link with uniform speed of 60 kmph.
Table 37Offset calculation
speed
Distance time
Link (60kmph) cumulative
(m) (sec)
in m/s
Sallaghari - Thimi 2100 16.68 126 126
Thimi - Gathaghar 1300 16.68 78 204
Gathaghar - Kaushaltar 1400 16.68 84 288
Kaushaltar - Jadibuti 900 16.68 54 342
The above table shows that the vehicles passed through green interval of Sallaghari signal at t = 0 sec will
reach in Thimi after 126 sec that mean green interval should be in for their passing through intersection.
Similarly green signal should be on Gathaghar at t = 204 sec, on Kaushaltar at t = 288 sec and on Jadibuti at t
= 342 sec for the uniform.
One-way street progressive systems can provide a band width of 100% of green regardless of the block
spacing.
where, Q = number of vehicles queued per lane, veh, h= discharge headway of queued vehicle, sec/veh, and
Loss 1 = loss time associated with vehicles starting from rest at the first downstream signal.
Signal Progression - on two-way streets and in networks
Consider that the arterial shown in Fig 61 is not a one-way but rather a two-way street. Fig. 62 shows the
trajectory of opposite vehicle on this arterial.
Figure 63Offsets on 2 way arterials are not independent- Two cycle length
Similarly, the typical engine combustion which occurs in vehicles can be represented by the below chemical
equation.
( ) ( )
Exhaust Pollutants
The pollutants which are emitted from the exhaust pipe of the automobiles are known as exhaust pollutants.
They are formed as a result of combustion of the fuel in the engine. These pollutants are harmful to the
atmosphere and living things in particular. The major types of exhaust pollutants are discussed in the
following sections.
The major air pollutant is total suspended particles (TSP) and PM10, due to the following main sources (in
approximate order of importance).
For TSP: resuspension from roads, bricks kilns. Domestic fuel combustion. Diesel vehicles, gasoline vehicles.
For PM 10 : Diesel vehicles, gasoline vehicles, resuspension, domestic fuel, brick kilns.
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