REPUBLIC OF RWANDA

MINISTRY OF EDUCATION KIST FoE - CE&ET DEPARTMENT

TRANSPORTATION ENGINEERING II
By : EDWARD KYAZZE (PLANNING ENGINEER) Visiting Lecturer

MODULE MAIN CONTENT

y Unit 1- Introduction y Unit 2- Traffic Engineering y Unit 3- Hill Roads y Unit 4- Highway Economics and

Finance

DETAILED OUTLINE
oUNIT 1- INTRODUCTION
Functions of Traffic Engineering PIEV Time Theory and Impacts

DETAILED OUTLINE
oUNIT 2- TRAFFIC ENGINEERING
Traffic Flow Parameters Traffic Characteristics Pedestrian and Bicycle Concepts Estimation of Design Traffic Design and Evaluation of Signalized & Un-signalized intersection Parking Design Highway Lighting Simulation Model !!

DETAILED OUTLINE
oUNIT 3- HILL ROADS
Geometric Design and Alignment Drainage Design Maintenance Problems

DETAILED OUTLINE
oUNIT 4- HIGHWAY ECONOMICS

AND FINANCE
Highway costs Highway user benefits Economic Analysis Highway Financing

Indicative Content (In given time frame)

y Traffic Engineering: Traffic Characteristics, Traffic

Operation, Definitions and Measurements of Traffic Volumes, Speed and Density; Analysis of Spot Speeds, Moving Car Observer Experiment, Estimation of Design Traffic, Speed-Volume-Density Relationships, Design and Evaluation of Signalised and Nonsignalised Intersection, Design of Parking Facilities, Highway Lighting y Hill Roads: General Considerations, Alignment and Geometrics of Hill Roads, Drainage of Hill Roads, Maintenance Problems in Hill Roads y Highway Economics and Finance: Highway Costs and Highway User Benefits

REFERENCES
y Wright H.P & Ashford N.J (2007), Transportation

Engineering, Planning and Design 4th Ed., JW and sons y Macpherson Gavin (1993): Highway and Transportation Engineering and Planning, Longman UK y Salter J.R (1990):Highway Design and Construction 2nd Ed., Macmillan y Salter J.R (1984): Highway Traffic Analysis and Design y Morlok K.E (1998): Introduction to Transportation Engineering and Planning y Add other soft copies

ARRANGEMENTS
o Lectures

o Practicals &

: Saturday ( 8:00-16:00) (With Myself & Other Visiting Professional Field Experts) : To be planned & communicated

Tutorials
o Notes

: Lectures and guideline docs (soft and Hard copies) : Practicals; Assignment (2) Test (1); Exam

o Assessment

INTRODUCTION
oWhat is traffic traffic engineering? oWhat are the functions of traffic

engineering?
Categories traffic flow:

o How do we analyze traffic facilities?

FUCTIONS OF TRAFFIC ENGINEERING

Planning and travel forecast. y Involves the planning , functional design ,operation and management of transportation facilities. Collection of factual information . y Done through traffic studies e.g traffic volumes, speed and delay studies parking studies ,accident studies etc. Design and placement of control and regulation measure y Traffic design signals , marking , speed control , parking prohibitions.

FUNCTIONS OF TRAFFIC ENGINEERING

Research y Develop more efficient ways and techniques for operating and managing transportation facilities. Traffic accident recording and analysis. y Recording and analysis causes of accidents and suggest counter measures.

ELEMENTS OF TRAFFIC ENGINEERING

y Traffic engineers(ing) deal(s) with: - people - vehicles - highway (road) network and - environment by people

Here we mean mainly drivers, pedestrians, motor and pedal cyclists as well passengers.

DRIVER CHARACTERISTICS
y PIEV
time theory (reaction time) = definition time taken for a driver to initiate an action as result of an external stimulus.

y P = Perception - Is the initial perception of the

stimulus which may be visual, auditory, tactile or combination of the above. (Action of seeing something on the road) y I = Intellection - Is the process of understanding the stimulus (Action to know what it is,e.g: a paper flying in air, people crossing, levying, )

PIEV Time Theory Cont d

y E = Evaluation - Making mental decision regarding

possible responses (Action of thinking about option one is going to take) y V = Volution - Is the initiation of physical action (Initiating the chosen option)

Note:
y PIEV time is a random quality which varies from a

person to another for identical stimulus. y Furthermore it depends on the situation such as driver s condition (fatigue, emotion, disability, drugs) or ambient conditions etc.
y Studies have shown PIEV time ranging from 0.3 to 2.0

seconds on a mean of 0.75 sec.

EVALUATION PROCESS (Example)

y Consider for example the driver of a vehicle

approaching an intersection while the signal indication is turning to yellow (amber) the driver has several options : stopping , continuing at the same speed , or accelerating.
y The driver here is operating under condition of

uncertainty regarding the possibility of accident or being cited by police or the amount delay if he stop.

THE PIEV IMPACTS

VISION
1. Cone of vision
y Most drivers have accurate cone of vision of 30 to 50

and an adequate cone of vision of 100-120 in which images are clear. y Traffic signs should be placed at a cone of vision not more than 120

VISION
2. Glare look at with fixed eyes vision & recovery
- An eye takes time to adjust we go from light to dark or dark to light. y Glare recovery time is the time taken to recover from the effect of glare . y Importance : the lighting arrangement at highly lighted areas as tunnel entrances and exits must take into account human behavior.

VISION
3. Color vision and color blindness
y In general human eye is sensitive to black & white as

well as black & yellow combination . Optimum colors scheme for making and signs should consider this human behavior . Color blindness is an inability to differentiate green and red . y About 9% of males and 4% females in north America are color blind. In Africa, it s lesser than that. y Bluish green is used in green traffic signals to address it.

PHYSICAL, MENTAL & EMOTIONAL FACTORS

y Intelligence : it is found that persons with

super intelligence are not mentally attentive to the task of driving. y Emotions : fear , anger ,worry and other emotional states lend to create disorganized reaction. y Motivation : on one hand safety & comfort, saving time on the other hand. y Learning: Repetition, Trial and Error & From previous experience.

THE DRIVING TASK

y Tracking y Object avoidance

Three points considered here: y A = Action Point (the point at which stimulus commences); y M= Mental Point (the point at which we think to apply break before reaching the object) and y T=True Point (the minimum point beyond which the action may fail/ not succeed) y Refer to cases in figures

APPROCHES USED IN PROVIDING TRANSPORTATION FACILITIES .

y The facility is designed as per defined human

behavior
y The human behavior is adjusted as per fixed facility

through control and regulations.

VEHICLE CHARACTERISTICS
1. Vehicle length y Designing of parking facilities , temporary vehicle storage lays such left/right turn lanes. Also minimum turning radius extra widening of curves , passing sight distance etc. 2. Vehicle width. y Lane width , width of the shoulders , parking facilities etc. 3. Height of the vehicle : y clearances provided over a bridge, subways ,electric service lines , traffic lights.

VEHICLE CHARACTERISTICS
4. Speed of the vehicles.

y Horizontal and vertical alignments, super elevation

design of interersection. 5. Power of the vehicles y Braking distances. 6. Acceleration characteristics. y Overtaking operations 7. Braking characteristics y Braking distances 8. Head lights of vehicles y Night operations (vertical curves)

VEHICLE KINEMATICS
Acceleration Acceleration : a= v v0 /t y V = v0 +at y X =v0 +1/2 at2 y X =v2 v02/2a
y Acceleration : a= v v0 /t y Having :. v0=50 km/hr

V = 80km/hr ; 3sec = t What is a? y A = 2.8m/sec2 =uniform acceleration.

y NON
y dv /dt= - v

UNIFORM ACCELERATION THEORY

y In reality acceleration is not uniform , it varies inversely

with speed and can be given by the expression: * .. i) (acceleration )

y*
v0 vdv

v=
t

t dt

.. (velocity).

y V= / (1- e y X = t/

)+ v0e- t / 2 (1- e- t ) + v0 / (1- e- t)

y This will be discovered at length (in

tutorials) during the course

y VEHICLE DYNAMICS
*The force that takes up the car is attractive force delivered by the engine. y *Forces opposing traction i) Friction force (rolling resistance) y depend on the type of road surface, friction between tyres and road surface. y ii) Air resistance depends on the speed, front area of vehicle and direction & velocity of the void. y This will be covered at length in tutorials

Frictional force

weight

Grade resistence

(iii)Grade resistance y Effect of gravity which depends on the slope and the weight of the vehicle:
y

Gr=WsinU

BRAKING DISTANCE

Vehicle traveling uphill Initial speed = V1 Final speed = V2 S = skidding distance after applying brakes. The distance, S, traveled while skidding from V1 to V2

On a slope of angle U is given by: S = (V12 V22)/[2gcosU(tanU)] Where g = acceleration due to gravity Q = coefficient of friction When do we use +ve and ve

Uphill mv+(+ve)

downhill mv+(-ve) For a level surface S = V12 V22/2gQ

APPLICATION: ACCIDENT ANALYSIS

We can use the concepts to analyze an accident that has occurred. _the length of skid marks on the road surface provide important clues to the accident investigator, since they can be used to estimate the speed of the vehicle that was braked accurately. y One parameter we need is the coefficient of friction, which can be determined by field tests, the other parameter is the inclination ( by surveying). y The estimate that can be made is the speed at the moment skidding began and not necessarily of the speed at which the braking began. The length of the skid marks after an accident on a level stretched be SA

Then V1=SA*2gQ+V22 V1uSA*2gQ(since V2u0) Let the legal speed limit be VL The speed limit was exceeded if SA " VL2/2gQ NB: suppose SA VL2/ 2g(we can not be sure that speed limit was exceeded because after braking skid marks can come later. y So SA doesn t represent skidding distance)

STOPPING DISTANCE
y Includes distance traveled during PIEV time + braking

distance y Ex: the driver of a vehicle traveling at 80km requires 8.5m(measured horizontally) less to stop after applying brakes upgrade than when traveling down the same. y If the coefficient of friction is 0.55, calculate the percent of the gradient (inclination)

uphill Distance to stop =d-8.5m V1=80km/hr V2=0

downhill

Uphill: Su=V12=V22/2g cos U (tanU) Or du=ScosU =V12 V22 . cos U 2gcosU(tanU) du = V12 V22 2g(+tanU) Downhill : sd= V12 V22/ 2gcosU (Q-tanU).cosU sd= V12 V22/ 2g (Q-tanU)

V12 - 2g(-tanU)

V12 = 8.5 2g(+tanU)

After calculations, V1=22.2m/s TRAFFIC STREAM CHARACTERISTICS

y A traffic engineer mainly deals with the methods of

controlling traffic and related fields studies. y To do this the behaviors and characteristics of the traffic stream have to be studied and understood.

Fundament traffic stream relation ship Speed (u)= distance [km/hr] Time Volume (q)= number of vehicle passing a point in given time =N0 of vehicles Time Density (k)= number of vehicles occupying a unit distance of road = N0 of vehicles Distance Fundamental relationship q=u .k

Related parameters Time headway: The interval of time from head to head of successive vehicles as they pass a point = 1 time number q Space headway(s): Distance between head to head of successive vehicles Distance = 1 Numbers k

Speed density relationship

Speed(u)

density(k)

y With increase in density the speed decreases. y When there are no vehicles (density =0) the speed

is maximum and it is called free speed (uf) y At very high density the vehicle is called jam density(kj)

Speed-volume relationship
volume
hmax

speed u(optimum) uf

y At very low speed the volume traffic will be low. y With increasing speeds traffic volume also increases up to a certain limit as the space headway initially decreases. y But as the speed is further increased the spacing between the headway increases, thus decreasing the volume. y Optimum speed is at which the volume is maximum.

Volume-density relationship
y As the density from zero, when there is no

vehicle, the volume increases to a point of critical density at which the volume is maximum y There after, the volume decreases as the density increases to a maximum value called jam density (kj)(when all vehicles are almost stopped)

volume

(q)qmax

Ko

Kj

Density(k)

Green shield s straight time relationship

q=uk (a) Green shield s straight time relationship K +u =1 (b) Kj uf U=(1- k)uf. Kj k +u=1 kj uf

speed y

y uf

density(k)

kj substituting into (a) q=(1- k)uf.k kj at qmax, dq =0 dk

q=(1- k)uf.k kj q =(ufk-k2uf) kj dq =uf-2kuf =uf(1-2kj)=0 dk kj kj at fmax, dq =0, 1-2k =0,k0=kj dk kj 2 2 K0=kj speed) 2 U0=uf 2

Ass: traffic velocity and distance value of U U0=uf

qmax=u0k0(maximum volume when we have optimum

Example: the following is the density-speed data obtained through a traffic study When we have 100v/km they have average speed of 5km/hr
Speed(km/hr) 60 50 45 40 35 30 20 15 10 5 Density(veh/km) 10 20 30 40 50 60 70 80 90 100 Speed-density data

a)Plot a scatter diagram Speed(u)

Speed

density(k)

100 b)Determine the regression equation and find multiplying and additive constants. This can be found by LEAST SQUARES METHOD Let the equation of the line be y =ax+b Y:dependent variable(speed) X:independent variable (density) a: additive constant b:multiplying constant

This can be found by LEAST SQUARES METHOD Let the equation of the line be y =ax+b Y: dependent variable (speed) X: independent variable (density) a: additive constant b: multiplying constant _ _ a= y---- bx __ b= x1y1= xy- Nx y _ y12= x2-N(y)2 _

x12 = x2-N(x)2

Volume

y
60 50 45 40 35 30 20 15 10 5

X
10 20 30 40 50 60 70 80 90 100

y2
3600 2500 2025 1600 1225 900 400 225 100 25

x2
100 400 900 1600 2500 3600 4900 6400 8100 10000

Xy
600 1000 1350 1600 1750 1800 1400 1200 900 500

y =310,

x = 550, y2 =12600, _ _ xy =12100,x=55,y=31,N=10 x1y1 = 12100-10*31*55 =-4950 y12 = 12600-10*(31)2 = 2990 x12 =38500-10(55)2 = 8250

x2 =38500

b = -4950 = -0.6 8250 a = 31-(-0.6*55) the equation of the line is y=64-0.6x (that best fits the points) r =-4950 = -0.996 the speed is inverse proportion 8250*2990

density

Significance of r If r = 1 perfect relationship r = 0 no relationship r (+ve) directly proportional r (-ve) inversely proportional c) convert the data into speed-volume data
Volume(xy)q

Speed(u)

d) plot speed volume data e) find the equation for speed-volume curve. What is the equation of that curve
q

Equation of speed density is y = 64-0.6x or u =640.6k(density) If q = u.k then k=q u By replacing : u = 64-0.6 q u u2 = 64u-0.6q or
u2 = 64u+0.6q=0

f) Determine optimum speed, jam density and free speed. the equation is u=64-0.6k(1) at jam density u = 0 Replacing kj= 64 =107vehicle /km(jam density) 0.6 K0=kj = 107 =54vehicle/km(optimum density) At free speed k=0 Replacing in (1) uf=64km/hr(free speed) Optimum speed uf =u0=64 =32km/hr g) convert data for time headway and space head way headway h =1/q and space way S=(1/k)

q=u.k km/h .v/km v/hr 1 = 1 =1 .hr q v 1 veh hr 1 = 600v/hr h =1 = 1 =3600 =6 sec (after 6 sec a vehicle q q 600 600 passes the time required for a vehicle to pass after another passing)

Distance discovered between two vehicle Density :number of vehicle per unit distance(km) Then put (2) into(1) we get 0=64-0.6k Kj =64 =640 =106.67 0.6 6 $107 vehicle/km jam density K0 =kj = 107 = 53.5 ~ ~ =54veh/km optimum density At free speed k=0(3) Put (3) into (1) u=64-.6*0 Qf =64km/hr free speed Q0 = Qf = 64 =32km/hr optimum speed ~ ~

g) convert data for time headway and space headway solution: calculation of 1for time headway. q calculation of 1for time headway. k

k=x(den xy=q (1/2) sity) 10 20 30 40 50 60 70 80 90 100 500 600 1000 1350

h(1/2) 1/600 1/1000 1/1350

S(1/k)

1/10 1/20 1/30

1/500

1/100

Example: h = 1 = 1 =3600 = 6sec(hr/veh) Q 600 600 veh S = 1 km/veh(unit of S) 100m/veh 10

INTERSECTION CONTROL A highway intersection : A location where more than one streets intersect either at grade or grade separated. grade roads intersect at same level grade separation: one road passes over the other at different levels(one road is above the other) .

A-share right of way at grade intersection with conflicting traffic movements. The objective of intersection is to control or reduce the number of conflict points.

32 conflict points

8 conflict points

TYPES OF CONFLICTS
y Crossing Conflict

y Merging conflict

Diverging conflict

Types of Intersectionsiii)Y-Intersection i)Cross Intersection ii)T-Intersection

Types of Intersections cont d

y iv. Skewed Intersection

v. Round about

Types of Intersections cont d

y vi) Multiple crossing

vii) Railway crossing

CONTROL MEASURES
y 1) Right-of way rule (uncontrolled)

(1) major/minor road (2) First come (3) On right

2) Signing y Stop and Yield signs 3) Manual control y Traffic controlled manually by uniformed police officer. 4) Signalization y Using lights to control traffic at intersections which cannot be adequately controlled by signs. 5) Grade separation y At intersection one road passes over the other (at separated level) 6) Street closure y One street is closed the other is allowed.

CONTROL MEASURES

STOP OR YIELD CONTROL

o This the concept of minor and major street, or two way stop intersection control o The driver on a minor street yield or give way to the vehicle in major street o In two-way stop the vehicle select a gap in a priority flow through which to execute the desired movement. o The term gap refers to space between vehicles on the roadway that has a right-of-way
75

STOP OR YIELD CONTROL

o Capacity of the minor street depends on two factors;  The distribution of available gaps in the major street
traffic stream, which depends on the total volume of traffic on the street, number of lane, and degree and type of platoon on the traffic stream
 The gap size required by minor-street drivers to execute

the desired movement , which depends on the type of maneuver (left, through, right ) number of lanes, the speed of major street traffic, sight distance, length of time the minor street vehicle has been waiting, and drivier characteristics (reaction time, age, etc)
76

STOP OR YIELD CONTROL

o All-way-Stop control concept;  All driver must come to completed stop. The decision to proceed is based part on the rule of the road, which suggest first come first serve rule
o

All-way-Stop control is considered better method for respecting NMT priority at the intersection. However the movement of vehicle is relative slower.

77

INTERSECTION CONTROL
y ANALYSIS OF ISOLATED INTERSECTION WITH FIXED

TIME TRAFFIC SIGNALS y In designing an intersection, Isolated intersections are designed differently from coordinated intersections
y

ISOLATED INTERSECTION y Traffic flow and hence intersection design are independent of any other nearly intersection

COORDINATED INTERSECTION y Traffic flow and design depend of other nearby intersections. y Fixed time : signal timings are fixed (the same throughout) y Traffic actuated signals: Signal timings automatically depending on traffic
y

SIGNALISATION!!
y Objectives y Basic Rule y Signal phasing (phasing schemes) y Phasing at Intersections y Traffic Analysis Proceedure y Design of traffic Lights with examples y Choice of selection and cycle lengths

(Crucial as it is, this part of the module has been spared for next weekend - whole day!)

PEDESTRIAN AND BICYCLE CONCEPT

o Pedestrian speed is the walking speed, in m/s.

PEDESTRIAN CONCEPT

o Pedestrian flow per unit of width is the average flow of pedestrians per

unit of effective walkway width, expressed as pedestrians per minute per meter (p/min/m).
o Pedestrian density is the average number of pedestrians per unit of

area within a walkway or queuing area, expressed as pedestrians per square meter (p/m2).
o Pedestrian space is the average area provided for each pedestrian in

a walkway or queuing area, in (m2/p).

o Platoon refers to a number of pedestrians walking together in a group,

usually involuntarily, as a result of signal control and other factors.

PRINCIPLES OF PEDESTRIAN FLOW

o Qualitative measure, such as freedom to choose desired speeds and to bypass others is similar to vehicles o Environmental factors that contribute to the walking experience such as comfort, convenience, safety, security, and economy of the walking system influences the LOS o Comfort factor include, weather protection, climate control, arcades, transit shelters, pathway directness, grades, sidewalk ramps, directional signing, direction map etc

PRINCIPLES OF PEDESTRIAN FLOW

y Safety is provided by separation of pedestrian from vehicular traffic on the horizontal plane, vertically by provision of above and below with overpass and underpass y Security is provided by street lighting, free space on the walkway, less activity on street. y Economic include the user cost incurred by travel delay and inconvenience

PEDESTRIAN FLOW MEASURES

o Speed-Density relationship:  As volume and density increase, pedestrian speed declines.  As density increases and pedestrian space decreases, the
degree of mobility of pedestrian declines

Jam

PEDESTRIAN FLOW MEASURES

o Flow-Density Relationship:

PEDESTRIAN FLOW MEASURES

o Flow-Space Relationship:
 The condition of max flow represent the capacity of the walkway

facility  Narrow range of density varies from 0.4-0.9m2/p. But at less than 0.4m2/p, flow decline significantly


PEDESTRIAN FLOW MEASURES

o Speed-Space Relationship:
 The study below indicates that at space < 1.5m2/p, even slowest

pedestrian cannot achieve the desired walking speed.  Faster walking pedestrian at 1.8m/s needs at least 4.0m2/p or more

PEDESTRIAN SPACE REQUIREMENT

o The designer should use pedestrian body depth and shoulder

breadth for minimum space

o Simplified body ellipse of 0.5m x 0.6m = 0.3m2 is used as basic

space for a single pedestrian. However, 0.75m2 is used as buffer zone for each pedestrian

PEDESTRIAN SPACE REQUIREMENT

o Pedestrian requires certain amount of forward space during walking.

The forward space is critical dimension because it determine the speed of the trip and number of pedestrian that can pass a point in a given time  It is categorized as pacing zone and sensory zone

PEDESTRIAN WALKING SPEED

o Walking Speed highly depends of the combined age group in the

walking population, grade and effective width

 0-20% of elders (65yrs or more) makes an average speed of

1.2m/s in a walkway
 IF is > 20% in walking population the speed decreases to 1.0m/s  A grade of 10% of more reduces the speed by 0.1m/s  Higher number of Children's  Street lights, trees etc installed in the walkway  AVERAGE PEDESTRIAN WALKING SPEED IS 1.5m/s

PEDESTRIAN START-UP TIME & CAPACITY

o Pedestrian start-up time of 3s is taken as an average crosswalk at

traffic signals o A capacity of 75p/min/m or 4500p/h/m is taken as values for pedestrian facility if local data is not available o Typical free flow walking speed distributions

93

PEDESTRIAN EFFECTIVE WIDTH

o The lane width is used to determine how many people can walk

abreast in width of a walkway

o The minimum walkway width should permit two pedestrian to pass

each other
o To avoid interference each pedestrian should have at least 0.8m of

walking width. i.e. 0.7m occupancy and 0.1m allowing a likelihood of contact due to body sway, unless if it is very clouded
o Moving pedestrian shy away from the edge curb and against the

wall. Therefore, un used space must be discounted when analyzing pedestrian facility

PEDESTRIAN EFFECTIVE WIDTH

o The strip preempted by pedestrian standing near the building, or physical obstruction such as light pole, garbage box, advert post should be excluded. o The obstructions in the walkway reduces the effective width. Although single point obstruction would not reduce the effective width of entire walkway, but it affect that immediate vicinity o Designer should liaise with utilities authorities in the appropriate location of these physical obstructions

PEDESTRIAN LEVEL OF SERVICE, LOS

o Speed is important LOS criteria because it can be observed and

measured easily. o The conflict in crossing pedestrian streams is analyzed in study below.

Speed 1.8m/s

PEDESTRIAN LEVEL OF SERVICE, LOS

97

PEDESTRIAN LEVEL OF SERVICE, LOS

98

Just like for vehicles

LOS A

LOS C

LOS D

LOS F

PEDESTRIAN LEVEL OF SERVICE, LOS

o Sample pedestrian volume at 1.5m sidewalk

BICYCLE CONCEPT
o Bicycle lane should be separated from vehicle lane. o The capacity and LOS of bicycle facility depend on the number of effective lane used by bicycles o AASHTO recommends 3m wide lane, with minimum of 2.4m in low volume conditions o Because of poor facility in Rwanda, most bicyclists unsafely use the vehicle lane. o In Europe, for two-way lane the capacity is 1600b/h/ln or 3200b/h/ln in one-way lane.

BICYCLE LEVEL OF SERVICE

o The concept of hindrance is related to comfort and convenience of bicyclists o The mixed of pedestrian and bicyclists provide hindrence

103

BICYCLE LEVEL OF SERVICE

o The LoS for uninterrupted flow

BICYCLE LEVEL OF SERVICE

o Typical facility for residential areas

BICYCLE LEVEL OF SERVICE

o Typical facility for Urban areas

BICYCLE LEVEL OF SERVICE

o Typical facility for Rural Areas

LACK OF NMT FACILITY IN RWANDA

o Lack of NMT Consideration

LACK OF NMT FACILITY IN RWANDA

o Un considered NMT in Rwanda

INTERSECTION CONTROL
y ANALYSIS OF ISOLATED INTERSECTION WITH FIXED

TIME TRAFFIC SIGNALS y In designing an intersection, Isolated intersections are designed differently from coordinated intersections
y

ISOLATED INTERSECTION y Traffic flow and hence intersection design are independent of any other nearly intersection

COORDINATED INTERSECTION y Traffic flow and design depend of other nearby intersections. y Fixed time : signal timings are fixed (the same throughout) y Traffic actuated signals: Signal timings automatically depending on traffic
y

SIGNALISATION!!
y Objectives y Basic Rule y Signal phasing (phasing schemes) y Phasing at Intersections y Traffic Analysis Proceedure y Design of traffic Lights with examples y Choice of selection and cycle lengths

y Intersections that carry large vehicular

volumes cannot be controlled safely and satisfactorily without traffic signals.

y The

installation of power-operated traffic signals at an intersection can separate effectively all or most conflicting flows, bringing about a degree of orderliness and safety that would otherwise be impossible at higher traffic volumes.

OBJECTIVE OF SIGNALISATION :::Regulate the process of sharing the right of

way by separating movements of traffic (vehicular) and or pedestrians in time.(use time to separate conflicts)[separated in space by grade separation] :::When designed and located properly, traffic signals have several advantages: y They provide for orderly movement of traffic. Where proper physical layouts and control measures are used, they can increase traffic handling capacity of the intersection

y They reduce frequency of certain types of

accidents (particularly right-angle collisions)

y Under conditions of favorable spacing, they

can be coordinated to provide for continuous or nearly continuous movement of traffic at a definite speed along a given route
y They can be used to interrupt heavy traffic at

intervals to permit other traffic, pedestrian and vehicular, to cross

y They represent a considerable economy, as

compared with manual control, at intersections where the need for definite means of assigning right-of-way first to one movement and then to another is indicated by volumes of vehicular and pedestrian traffic or by the occurrence of accidents.
y Traffic signals can however have certain

disadvantages!.

ANALYSIS OF ISOLATED INTERSECTION WITH FIXED TIME TRAFFIC SIGNALS y In designing an intersection, Isolated intersections are designed differently from coordinated intersections

ISOLATED INTERSECTION y Traffic flow and hence intersection designs are independent of any other nearly intersection

COORDINATED INTERSECTION y Traffic flow and design depend of other nearby intersections. y Fixed time : signal timings are fixed (the same throughout) y Traffic actuated signals: Signal timings automatically depending on traffic
y

Recalling Types of conflicts movement: _+ (directed crossing) x _ merging _diverging. The question is how you separate them?

Basic rule :
y The available capacity is assigned in

turn to (previously)conflicting movement y Several non-conflicting movements are usually allowed to proceed at the same time.

TERMINOLOGY:
Phasing: Allowing several movement at the same time 1s phase

Three movement

A signal phase : a part of signal cycle that is allocated to selected traffic movements receiving the right-of-way at the same time

Signal cycle: A complete sequence of signal indications . Cycle: when you have allowed every movement before you start again. Cycle length :time required to complete a cycle. y A signal time scheme is dependent on lane configuration at the intersection (number and arrangement of lane turning at the intersection) - depend on whether separate turning lanes are available or not

PHASING: Eg:

unsignalised p1

phase 1

phase 2

:conflict movement (allowed) blocked movement

y All direct crossing conflicts are separated y Indirect crossing conflicts caused by turning

movement may or may not be in different phases.

indirect shared phase

phase1

phase 2

separate phase

PHASING SCHEMES(number of phases) 2_phase scheme: This is the basic phasing scheme for any intersection. For analysis first check if this works - if it does not then go to another scheme.

pedestrians

indirect

Phase 1

phase2

pedestrians

Two phase scheme If it does not work go to the next scheme

3_phase scheme : Type A

Separate lane for turning

Phase 1

Phase2

Phase3

y 3-Phase scheme Type B

Phase1

phase2

phase3

PHASING AT INTERSECTION

2phase scheme

3phase scheme type c

Ph1

ph2

ph1

ph2

ph3

3phase scheme (type d)

Q1

Q2

Q3

ANALYSIS PROCEDURE If we are given an existing intersection and we are asked to design a suitable phasing scheme. There are several steps: STEP1: identify lane geometry STEP2: determine hourly volumes STEP3: through traffic plus left turns at the amber (yellow) STEP3 is done if the left turns are sharing the same phase with through traffic from the opposite direction

WN

LN Ls

Ws

y Suppose we have the above movements

(through) and left turns sharing the same phase. y You have to check if the intersection can accommodate through traffic and left turns in one phase. Because we may have heavy through traffic without gaps so left turns can not go.

y The left turns in phase 1 can be accommodated

during the green plus amber periods

If : WLi -7200 < 1200 [ ULi ] n C 7ULi i=1 Where: WLi = max[WN+LS;;WS+LN] C= cycle length ULi = critical lane volume in phase i 1200=is the max left turns and through movements which can pass the intersection during the green in one hour.

Critical lane volume Ul

Consider the following arrangement UL=Umax+Lmax+1/2Umin Umax= The highest of Un and Us. The same for Li

UN

Us

LN

Ls

1 is affected by two and 2 is also affected by opposite through traffic.

1

Umax= max (Un,Us), Lmax = max(Ln,Ls) Umin= min (Un, Us)

2

LN UN2 UN1
Ls

Us1

Us2

UL=max UN2+Ls+1/2Us1 Us2+Ln+1 UN1 2 U1max+Lmax+1U1min 2

Green + Amber + Red=cycle length. (yellow)

2L Turns can be allowed during amber (yellow). 2 vehicles turning left How many left turns can be allowed in one hour during yellow time? = 2x3600 (This has to be deducted from UL) C(in seconds)

2L Turns can be allowed during amber (yellow). 2 vehicles turning left How many left turns can be allowed in one hour during yellow time? (depends on how many yellows indications in one hour) 2x3600 C(in seconds) Example: Suppose you have the following intersection Which scheme will be appropriate for this intersection?

60 2
28 374 490 160

4 106

0
274 248 140 0 210

226 5

0 274 248 140 28 374 490 160 Q1 Q2 60 2 4 226 8 0 210

106

If you drive like this, left turn is a critical than right. If it is this, the right is not critical that s why we omitted all right turn. C Approximate: 2 phase scheme 60 sec 3 phase scheme 90 sec 4 phase scheme 120 sec For [phase 1 wl1 = max {490 + 374 + 140} {274 + 248 +28} = 1004 Here we don t add a half because it isn t affected any where. We have separate mvt LT lanes if we have Here we add the half as if the LT stops the through also stops Ul1 = 490 + 140 LTs LTs * That will move during yellow time = 2x3600= 2 x 3600= 120 C 60 So UL1 = 490 + 140 120 = 510

For Phase 2: Wl2 = max [2 + 4 + 226] 8 + 0 + 106 = 232 UL2 = 8 +226 + (4) = 236 Check Phase I: 1004 7200 <1200 x 510 60 510 + 236 = 884 820.4 Phase II: 232 7200 < 1200 x 236 C 510 + 236 Not used because no separate left turn lanes Phase 1 Not ok Phase 2 ok 2 Phase scheme is not satisfactory.

CHECK 3 SCHEME TYPE A C= 90 sec

28

274 248 106 374 490 2 4 8 226 0

140

Q1

Q2

Q3

Phase 1: Wl1 =140 Ul1 = 140 80 = 60 (Because during yellow time we can allow 2 x 360 = 80 This will not require 90 green light. You have to allocate green to 60 mvts once you allocate green to that mvt all mvt remaining will be also accommodated (2) B se they move at the same time. The green is enough for all mvt. Phase 2: WL2 = max 274 + 248 374 + 490 UL2 = 490 = 864

Phase 3: Wl3 = 232 4 + 2 + 226 = 232 8 + 0 + 106 = 114 UL3 = 236 = 226 + 8 +1/2 . 4 2 Check: 1 : check unnecessary (LT are not opposed by through movements. They are free) 2 : check unnecessary ( No LTs) 3 : WL3 7200 < 1200 236 C 60 + 490 + 236 232 0 < 360 (ok) No separate left turn lanes (Left turning mvt depend on through mvt left t. during yellow) 3 Phase scheme type A is SATISFACTORY. you can t allow

288 374 490 Q1

274 248 140 2 Q2 Q3 226 4

106 8 0

1 Wl1= WL3= 232

2 WL2=

Ul1= 490 UL2= 274 UL3= 236 No need to check 1 and 2: because no opposing through. Check 3: 232 < 1200 236 490 + 284 + 236 3 Phase Type B is SATISFACTORY

SELECTION: Total critical lane volumes s Type A = 60 + 490 + 236 = 786 Type B = 490 + 274 + 236 = 1000