Unit Two

Road User and Jehicle

Characteristics
2
Overview oI TraIIic Stream Components
5 critical components:
Road users : drivers, pedestrians, bicyclists, and
passengers
Jehicles : private and commercial
Streets and highwavs
Traffic control devices
The general environment
3
Overview oI TraIIic Stream Components
Dealing with Diversity
drivers and other road users have widelv varving
characteristics
elderlv drivers as well as 18-vear-olds,
aggressive drivers and timid drivers,
drivers subfect to mvriad distractions both inside and
outside their vehicles, such as
Reaction time, vision characteristics, walking speed, etc.
4
Overview oI TraIIic Stream Components
most human characteristics follow the normal distribution
it is not practical to design a svstem for 'average`
characteristics
most standard are geared to the '85th percentile`
(or '15th percentile`) characteristics
vehicles characteristics varv widelv as well
motorcvcles, automobiles, buses, trucks, tractor-trailer,
etc.
lane widths, turning radii, grade, etc.
5
Overview oI TraIIic Stream Components
Addressing diversitv through uniformity
the core of professional practice:
design of roadwav svstems and traffic controls
Roadways of a similar type and function
should have a similar "look" to drivers;
traffic control devices should be as
uniform as possible.
6
Road Users
Task of traffic engineers
find wavs to provide drivers with information in a clear,
effective manner that induces safe and proper responses
2 important driver characteristics:
visual acuitv
reaction process
Others
hearing,
personalitv, psvchologv of the drivers
7
Road Users
Jisual characteristics of drivers
Jisual factors in driving
static visual acuitv
dvnamic nature of the driving task
8
9
Road Users
Fields of vision
Acute or clear vision cone
3 to 10 around the line of sight,
legend can be read onlv within this narrow field of vision
Fairlv clear vision cone
10 to 12 around the line of sight,
color and shape can be identified in this field
Peripheral vision
this field mav extend up to 90 to the right and left of the
centerline of the pupil, and up to 60 above and 70 below the
line of sight
stationarv obfects generallv not seen in the peripheral vision
field, but the movement of obfects through this field is detected
10
11
Road Users
as speed increases, the peripheral vision field narrows, to
as little as 100 at 20 mph and to 40 at 60 mph
the fields of vision affect a number of traffic engineering
practices and functions
traffic signs
generallv placed within a 10 range of the drivers expected line of
sight
dimensions of the signs and its lettering must be in order to be
comprehended at that distance
draw the drivers attention to an important event occurring in the
field
estimate speed
12
Road Users
Important Jisual Deficits
cataracts, glaucoma, peripheral vision deficits,
ocular muscle imbalance, depth perception deficits,
and color blindness
esp. for green and red color blindness
to ameliorate this difficultv to some degree, some blue
pigment has been added to green lights and some vellow
pigment has been added to red lights
the location of colors on signal heads has been
standardi:ed
13
Road Users
Perception-Reaction Time (PRT)
4 distinct processes that the driver must perform:
Detection
Identification
Decision
Response
so-called PIEJ or PIJR Time
Perception, Identification, Emotion, Jolition
Perception, Identification, Judgment, Reaction
14
Road Users
Design Jalues
PRT varv widelv amongst drivers
AASHTO suggests : 2.5 seconds
90th percentile criterion, i.e., 90 of all drivers will have a PRT
as fast or faster than 2.5 sec.
ITE suggests : 1.0 second
for signal timing purpose
because of the simplicitv of the response and the preconditioning
of drivers to response to signal
significantlv less than that for braking response on an open
highwav
85th percentile criterion
15
Road Users
Expectancv
expected v.s. unexpected
3 different tvpes of expectancies :
Continuitv
Event
Temporal
the traffic engineers must strive to avoid
designing "unexpected" events into roadway
systems and traffic controls
16
17
Road Users
Other Factors Affecting PRT
age,
fatigue,
complexitv of reaction,
presence of alcohol and/or drugs in the drivers svstem
18
Road Users
Reaction Distance ( )
r
d
Jt d
r
47 . 1 =
US Customary
where,
sec time, reaction t
mph vehicle, of speed initial J
ft distance, reaction d
r
=
=
=
19
Road Users
Reaction Distance ( )
r
d
Jt d
r
278 . 0 =
Metric
where,
sec time, reaction t
KPH vehicle, of speed initial J
m distance, reaction d
r
=
=
=
20
Road Users
An Example:
A driver rounds s a curve at a speed of 60 mph and sees a truck
overturned on the roadwav ahead. How far will the drivers
vehicle travel before the drivers foot reaches the brake?
Sol~
applving the AASHTO standard of 2.5 sec for braking reaction
time:
ft 220.5 2.5 60 1.47 1.47Jt d
r
= = =
21
Road Users
Pedestrian Characteristics
pedestrians cross the street at intersection and at
mid-block location
signali:ed v.s. unsignali:ed crossing location
signali:ed :
consider the pedestrians in signal timing
unsignali:ed :
consider the 'Gap acceptance` behavior of pedestrians
'Gap acceptance` refers to the clear time intervals
between vehicles encroaching on the crossing path and the
behavior of pedestrians in 'accepting` them to cross
through.
22
Road Users
walking Speeds
average walking speeds range from approximatelv 2.5
to 6 ft/s,
standard walking speed used in timing signals is 4.0 ft/s,
with 3.5 ft/s recommended where older pedestrian are
predominant,
reasonable and accommodate 85 of the pedestrian
population,
for sidewalk design, 53 m/min (2.7 ft/s) walking speed
is recommended.
23
24
25
Road Users
Gap Acceptance
is measured as the time lag between 2 vehicles in anv
lane encroaching on the pedestrians crossing path
'accept` or 'refect` the gap
defined as the distance between the pedestrian and the
approaching vehicle at the time the pedestrian begins his
or her crossing
a studv resulted in an 85 percentile gap of approximatelv
125 ft
factors affect gap acceptance behavior:
speed of approaching vehicles, the width of the street, the
frequencv distribution of gaps in the traffic stream, waiting time,
etc.
26
Road Users
Pedestrian Comprehension of Controls
poor understanding of and poor adherence to
pedestrian control devices
the proper response to a flashing 'DONT WALK`
signal, was not understood bv 50 of road users
violation rates for the solid 'DONT WALK` were
higher than 50 in most cities
27
Road Users
Impacts of Drugs and Alcohol on Road Users
alcohol
lead to longer PRT times, poor fudgment, and actions
that can and do cause accidents
enforcement and education are critical elements
drugs
users of medications should alwavs be aware of the side
effects of what thev use
28
29
Road Users
Impacts of aging on Road Users
understand how aging affects driver needs and
limitations and how these should impact design
and control decisions
manv visual acuitv factors deteriorate with age,
including.
static and dvnamic visual acuitv,
glare sensitivitv and recoverv,
night vision,
speed of eve movement.
30
Road Users
the response to the issue of an aging driver
population must have manv components, including.
appropriate licensing standards,
considerations of some license restrictions on older
drivers ( e.g., a davtime onlv license)
provision of efficient and affordable transportation
alternatives
increased consideration of their needs, particularlv in
the design and implementation of control devices and
traffic regulations
larger lettering on signs, better highwav lighting, larger and brighter
signals, etc.
31
Road Users
Psvchological, Personalitv, and Related
Factors
'road rage`
most of these factors can not be addressed directlv
through design or control decisions
best treated through vigorous enforcement and
educational program
32
Vehicles
Motor vehicles are classified into 4 main
categories. (AASHTO)
Passenger Cars
Buses
Trucks
Recreational Jehicles (RJ)
Motorcvcles
Bicvcles
33
Vehicles
Critical vehicle properties that must be
accounted for in the design of roadwavs and
traffic controls.
Braking and deceleration
Acceleration
Low-speed turning characteristics
High-speed turning characteristics
Jehicle si:e, weight, and operating
characteristics must also be addressed.
34
Vehicles
Concept of the Design Jehicle
standard vehicle characteristics for design and
control purposes
AASHTO has defined 20 'design vehicles`
Thev are primarilv emploved in the design of
turning roadwavs and intersection curbs, and
thev are used to help determine appropriate lane
widths, and such specific design features as lane-
widening on curves.
35
Design Vehicle
(Meter)
36
Vehicles
Turning Characteristics of Jehicles
Low-speed turn (10 mph)
limited bv the characteristics of the vehicle, as the
minimum radius allowed bv the vehicles steering
mechanism can be supported at such speeds
High-speed turn (10 mph)
limited bv the dvnamic of side friction between the
roadwav and the tires, and bv the superelevation of the
roadwav
37
Vehicles
Low-speed turn
specifv minimum design radii for each of design vehicles
'off-tracking` of rear inside wheel
effectivelv widening the width of the lane occupied bv the
vehicle as it turns
38
Turning Radii of Design Vehicle
(Meter)
39
40
Vehicles
High-speed turns
high-speed turn on a highwav curve, centripetal forces of
momentum are exerted on the vehicle to continue in a straight path
to hold the curve, these forces are opposed bv side friction and
superelevation
Superelevation, e
the cross-slope of the roadwav with the lower edge in the
direction of the curve
provide an element of hori:ontal support for the vehicle
Side friction forces
represent the resistance to sliding provided across the
plane of the surface between vehicles tires and the
roadwav
41
Vehicles
From the basic laws of phvsics, the relationship governing vehicle
operation on a curved roadwav is.
gR
v
ef
f e
s
s
2
1
=

+
where,
2
s
ft/s 32.2 gravitv, to due rate on accelerati g
ft/s vehicle, the of speed v
friction side of t coefficien f
ft/ft rate, tion supereleva e
=
=
=
=
US customary
42
43
44
( )
s
2
s
2
s
s
s
s
2
f e g
v
R
ignored be mav small, is ef
gR
v
ef - 1
f e
e f
gR
v
f
gR
v
gR
Wv
W f W
gR
Wv
+
=
=
+
= + + =
+ + =

) (
) tan ( tan tan
) sin cos ( sin cos
s
2 2
2
o o o
o o o o

When the vehicle is in equilibrium with respect to the

incline, we may equal the 4 relevant forces and obtain:
45
Vehicles
factors. friction side and ation superelev of range
normal the for ignored be mav and mall, extremlv s is ef
s

( )

R
J f e
s
2
=
+

( )
s
(mph)
2
(ft)
f e 15
J
R
+
=
where,
mph vehicle, the of speed J =
US customary
46
Vehicles
( )
s
(KPH)
2
(m)
f e 1
J
R
+
=
27

where,
Metric
2
s
m/s 9.8 gravitv, to due rate on accelerati g
KPH vehicle, the of speed J
m/s vehicle, the of speed v
friction side of t coefficien f
m/m rate, tion supereleva e
=
=
=
=
=
47
48
Vehicles
Braking Characteristics
braking distance
49
50
51
( )
( )
) Ior (
2

) (tan
tan 2

tan
2

sin cos cos
2
, cos ,
2
cos sin
) (
2

cos sin

2
2
2
2
2
downhill traveling vehicle
G f g
v
d
G
f g
v
d
and
f
gd
v
giving
W Wf
gd
Wv

obtain we and x d however
gx
Wv
Wf W
on decelerati uniform assuming
x
v
a
g
Wa
Wf W
ma f
b
b
b
2
b
b

=
=

=
=
=
=
=
=
=
=

( )
( ) G f g
v
d
as written be can equation general a
G f g
v
d
case, uphill for
b
b

=
+
=
2
2

2
2
52
Vehicles
Determining Braking Distance
) ( 30
) (
) (
G f
J
d
mph
2
ft b

=
) ( 254
) (
) (
G f
J
d
KPH
2
m b

=
US customary
Metric
53
Vehicles
Acceleration Characteristics
passenger cars are able to accelerate at
significantlv higher rates than commercial vehicles
the disparitv between passenger cars and trucks is
significant, if a car is at a 'red` signal behind a
truck, the truck will significantlv delav the car
one truck mav consume as much road capacitv as
six to seven or more passenger cars.
the concept of 'Passenger Car Equivalencv`, PCE
54
Total Stopping Distance and Applications
Total Stopping Distance ( d )
sum of the reaction distance, d
r
, and the braking distance, d
b
.
( ) G f 30
J
1.47Jt
d d d
2
b r

+ =
+ =
US customary
where,
grade G
sec time, reaction t
mph speed, initial J
ft distance, stopping total d
=
=
=
=
55
Total Stopping Distance and Applications
( ) G f
J
0.278Jt
d d d
2
b r

+ =
+ =

Metric
where,
) (

"-" downhill, , " " , uphill grade G
sec time, reaction t
KPH speed, initial J
m distance, stopping total d
+ =
=
=
=
56
Total Stopping Distance and Applications
Safe Stopping Sight Distance
the driver must be able to see far enough to avoid
a potential ha:ard or collision
the driver must have a sight distance that is at
least equivalent to the total stopping distance
required at the design speed
57
Sight Distance
58
Total Stopping Distance and Applications
Example
Consider a section of rural freewav with a design speed of
70 mph. On a section of level terrain, the coefficient of
forward rolling or skidding friction f, is equal to 0.348,
what safe stopping sight distance must be provided?
Sol~ applv the AASHTO standard reaction time 2.5s
( )
ft 726.6
469.3 257.3
0.348 30
70
2.5 70 1.47 d
2
=
+ =
+ =
59
Total Stopping Distance and Applications
Example (cont.)
What could happen, for example, if a section of this
roadwav provided a sight distance of onlv 500 ft ?
Sol~
if the assumed conditions hold, a collision at 48.6 mph
would occur.
( )
mph 48.6 2533.8 - 4900 J
0.348 30
J 70
2.5 70 1.47 500
f
f
2
= =

+ =
2

60
Total Stopping Distance and Applications
Decision Sight Distance
there are some sections that should provide greater
sight distance to allow drivers to react to
potentiallv more complex situations than a simple
stop.
sight distance based upon those collision-avoidance
decision reaction times are referred to as 'decision
sight distances`.
61
Total Stopping Distance and Applications
AASHTO recommends that decision sight distance
be provided at interchanges or intersection
locations where unusual or unexpected maneuvers
are required;
changes in cross-section such as lane drops and
addition, toll pla:as, and intense-demand areas
where there is substantial 'visual noise` from
competing information (e.g., control devices,
advertising, roadwav elements)
62
( ) G f 30
J
1.47Jt d
2

+ =
( )J t t 1.47 d
m r
+ =
t
m
t
r
63
Total Stopping Distance and Applications
Other Sight Distance Applications
Passing Sight Distance
2-lane rural highwavs
Intersection Sight Distance
hori:ontal sight distance
64
Passing Sight Distance
65
Horizontal Sight Distance
66
Total Stopping Distance and Applications
Change (Yellow) and Clearance (All Red)
Intervals for a Traffic Signal
67
Total Stopping Distance and Applications
Example
The vellow interval must be timed to allow a vehicle to
traverse the safe stopping distance. Consider a case in
which the approach speed to a signali:ed intersection is 40
mph. How long should the vellow interval be?
Sol~
( )
s 3.6
40 1.47
212.2
v
ft 212.1
0.348 30
0 40
1.0 40 1.47 d
2 2
=

=
=

+ =