MINISTRY OF SCIENCE AND TECHNOLOGY

DEPARTMENT OF TECHNICAL AND

VOCATIONAL EDUCATION

CE –3017
HIGHWAY AND TRAFFIC ENGINEERING

(PROBLEMS AND SOLUTIONS)

SEMESTER II

B.Tech. (First Year)

Civil Engineering
2011

1
CONTENTS

Chapter (2) Highway Materials and Pavement Design

Chapter (3) Traffic Engineering
Chapter (22) Pavement Management
Chapter (7) Highway Capacity

2
 CHAPTER 2

HIGHWAY MATERIALS AND PAVEMENT DESIGN

Question 1
Explain briefly on the following:
(a) Consistency of asphalt
(b) Rate of curing for asphalt
(c) Asphalt concrete and cement concrete

Solution
Consistency of asphalt

The consistency properties of an asphalt material are usually considered under two
conditions:
1. Variation of Consistency with Temperature
2. Consistency at a Specified Temperature

1. Variation of Consistency with Temperature

The consistency of any asphaltic material changes as the temperature changes. The
change in consistency of different asphaltic materials may differ considerably even for the
same amount of temperature change. This property of asphaltic materials depends on the
crude oil from which the asphalt is obtained.

2. Consistency at a Specified Temperature

The consistency of an asphaltic material will vary from solid to liquid depending on
the temperature of the material. It is therefore essential that when the consistency of an
asphalt material is given, the associated temperature also be given.

Rate of Curing for asphalt

Curing is defined as the process through which an asphaltic material increases its
consistency as it losses solvent by evaporation.
Rate of curing of cutbacks: The rate of curing is affected by both inherent and external
factors. The important inherent factors are:
o Volatility of the solvent
o Quantity of the solvent in the cutback
o Consistency of the base material
The more volatile the solvent is, the faster it can evaporate from the asphaltic
material, and therefore the higher the curing rate of the material.
For any given type of solvent, the smaller the quantity used, the less time is required
for it to evaporate, and therefore the faster the asphalt material will cure.
Also, the higher the penetration of the base asphalt, the longer it takes for the asphalt
cutback to cure.
The important external factors that affect curing rate are:
o Temperature
o Ratio of surface area to volume
o Wind velocity across exposed surface
These three external forces are directly related to the rate of curing in that the higher any of
these factors is, the rate of curing. Unfortunately these factors cannot be controlled in the
field, which makes it extremely difficult to predict the expected curing time. The curing rates

3
of different asphaltic materials are usually compared with the assumption that the external
factors are held constant.
Rate of curing for asphalt emulsions: The curing and adhesion characteristics of emulsions
used for pavement construction (anionic and cationic) depend on the rate at which the water
evaporates from the mixture.

Asphaltic Concrete
Asphaltic concrete is uniformly mixed combination of asphalt cement, coarse aggregate, fine
aggregate and other materials, depending on the type of asphalt concrete. The different types
of asphaltic concretes commonly used in pavement construction are hot-mix, hot-laid and
cold-mix, cold-laid. When used in the construction of highway pavements, it must resist
deformation from imposed traffic loads, be skid resistant even when wet, and not be easily
affected by weathering forces. The degree to which an asphaltic concrete achieves these
characteristics is mainly dependent on the design of the mix used in producing the concrete.

Cement Concrete
A mixture of Portland cement with fine and coarse aggregates with the required amount of
water referred to as water-cement ratio is called cement concrete. This type of concrete is
used in rigid pavement construction

Question 2

A flexible pavement for an urban interstate highway is to be designed using the

1993 AASHTO guide procedure to carry a design ESAL of 2x106. It is estimated that it takes
about a week for water to be drained from within the pavement and the pavement structure
will be exposed to moisture levels approaching saturation for 30 percent of the time. The
following additional information is available.
Resilient modulus of asphalt concrete at 68˚F = 450,000lb/in2
CBR value of base course material = 100, Mr = 31000 lb/in2
CBR value of subbase course material =22, Mr = 13,500 lb/in2
CBR value of subgrade material = 6
Determine a suitable pavement structure.
Solution
Mr of subgrade = 1500 CBR = 6x1500 lb/in = 9000lb/in2
Reliability level R = 99 percent (range is 85-99.9 from Table 20.16)
Standard deviation (So) = 0.49(range is 0.4-0.5)
Initial serviceability index, pi = 4.5
Terminal serviceability index, pt = 2.5
∆ PSI = 4.5-2.5 = 2.0
Layer Coefficient,
Resilient value of Asphalt Cement = 450,000lb/in2

4
 a1 = 0.44
CBR of base course material = 100
a2 = 0.14
CBR of subbase course material = 22
a3= 0.10
SN = a1D1 + a2 D2 m2 + a3 D3 m3

By Using Figure 20.20, we obtain

SN1 = 2.6
SN2 = 3.8
SN3 = 4.4
D1= SN1 / a1 = 2.6/0.44=5.9in.
D1* = 6 in
SN1* = a1D1* = 0.44 x 6 = 2.64 ~2.6 O.K
D2 ≥ (SN2-SN1*)/(a2m2) ≥ ( 3.8-2.64)/(0.14x0.8) ≥10.36in (use 12 in)
D2* = 12"
SN2* = (0.14 x 0.8 x 12) + 2.64 = 1.34 + 2.64 = 3.98 ~3.8 O.K
D3 = (SN3-SN2*)/a3m3 = 4.4-(2.64+1.34)/(0.1x0.8) = 5.25 in (use 6 in)
D3* = 6"
SN3* = 2.64+1.34+6 x 0.8 x 0.1 = 4.46 ~4.4 O.K
Therefore,
Asphalt concrete surface = 6in
Granular base = 12in
Subbase = 6in

Question 3
Four-lane interstate highway
Rolling terrain in rural location
Design Period = 20 Yr.
Axle load and expected repetitions are shown in the following:
Subbase-subgrade, k = 130lb/in2
Concrete modulus of rupture = 650lb/in2
Determine minimum thickness of a pavement with dowel joints and without concrete
shoulders.

5
Single axles (kips) Expected repetitions
30 6310
28 14690
26 30140
24 64410
22 106900
20 235800
18 307200
16 422500
14 586900
12 1837000
Tandem Axles
52 21320
48 42870
44 124900
40 372900
36 885800
32 930700
28 1656000
24 984900
20 1227000
16 1356000

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Solution

7
 CHAPTER 4
TRAFFIC ENGINEERING
Question 4
Explain briefly on the followings:
(a) Traffic engineering
(b) Time mean speed and Space mean speed
(c) Time headway
(d) Space headway
(e) Intersection
Solution
(a) Traffic Engineering
 Traffic engineering is concerned with the safety of the public, the efficient use of
transportation resources, and the mobility of people and goods. While it is all too easy
to become engrossed in operational details, these three purposes are the true
foundation of the profession.
 Traffic engineering is the application of scientific principles, tools, methods,
techniques, and findings to provide for the safe, rapid, comfortable, convenient, and
economic movement of persons and goods.
 Traffic engineering is a planner not a deviser.
 Traffic engineering is a builder not a repairman.
 Traffic engineer is surgeon not a first-aid traffic corpsman.

(b) Time mean speed (ūt)

Time mean speed is the arithmetic mean of the speeds of vehicles passing a point on a
highway during an interval of time. The time mean speed is found by

1 n
ut   i
n i 1
where

n = number of vehicles passing a point on the highway

µi = speed of the ith vehicle (ft/sec)

Space mean speed (ūs)

Space mean speed is the harmonic mean of the speed of vehicles passing a point a highway
during an interval of time. It is obtained by dividing the total distance traveled by two or
more vehicles on a section of highway by the total required by these vehicles to travel that
distance. This is the speed that is involved in flow-density relationships. The space mean
speed is found by
L
s  n
 ti
i 1

n
Ln
 n

t
i 1
i

8
where
ūs = space mean speed (ft/sec)
n = number of vehicles
ti = the time is takes the ith vehicle to travel across a section of highway (sec)
µi = speed of the ith vehicle (ft/sec)
L = Length of section of highway (ft)

(c) Time headway (h)

Time headway is the different between the time the front of a vehicle arrives at a point on the
highway and the front of the next vehicle arrives at that same point. Time headway is usually
expressed in seconds.

(d) Space headway (d)

Space headway is the distance between the front of a vehicle and the front of the following
vehicle. It is usually expressed in feet.

(e) Intersection
An intersection is the area where two or more roads join or cross.
The primary operational function of the intersection is to provide for change in travel
direction.

Question 5
The following Figure shows vehicles traveling at constant speeds on a two-lane
highway between sections X and Y with their positions and speeds obtained at an instant of
time by photography. An observer located at point X observes the four vehicles passing point
X during a period of T sec. The velocities of the vehicles are measured as 45, 40, 35 and 20
mph, respectively. Calculate the flow, the density, the time mean speed, and the space mean
speed.

9
Solution

The flow is calculated by

n x 3600
q
T
4 x 3600 14,400
  vph
T T

with L equal to the distance between X and Y (ft), density is obtained by

n
k
L
4
 x 5280  70.4 vpm
300

The time mean speed is found by

1 n
i   ui
n i 1
20  35  40  45
  35 mph
4

The space mean speed is found by

n
s  n
 ( L / u1 )
i 1

Ln
 n

t
i 1
i

300n
 n

t
i 1
i

where ti is the time it takes the ith vehicle to travel from X to Y at speed u i , and L (ft) is the
disance between X and Y.

10
 L
ti  Sec
1.47u i
300
tA   4.54 sec
1.47 x 45
300
tB   5.10Sec
1.47 x 40
300
tc   5.83Sec
1.47 x35
300
tD   10.20Sec
1.47 x 20
4 x 300
ui   46.75 ft / sec
4.54  5.10  5.83  10.20
 31.90 mph

Question 6
Discuss about the fundamental diagram of traffic flow.

Solution

Fundamental Diagram of Traffic Flow

The relationship between the density (vpm) and the corresponding flow of traffic on a
highway generally is referred to as the fundamental diagram of traffic flow. The following
theory has been postulated with respect to the shape of the curve depicting this relationship.
1. When the density on the highway is zero, the flow is also zero because there are no
vehicles on the highway.
2. As the density increases, the flow also increases.
3. However, when the density reaches its maximum, generally referred to as the jam density
(Kj), the flow must be zero because vehicles will tend to line up end to end.
4. If follows that as density increases from zero, the flow will also initially increase from
zero to a maximum value. Further continues increase in density will then result in
continuous reduction of the flow, which will eventually be zero when the density is equal
to the jam density. The shape of the curve therefore takes the form in Figure 4.2 a.

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 Figure: Fundamental Diagrams of Traffic Flow

Data have been collected that tend to confirm the argument postulated above, but
there is some controversy regarding the exact shape of the curve. A similar argument can be
postulated for the general relationship between the space mean speed and the flow. when the
flow is very low, there is little interaction between individual vehicles. Drivers are therefore
free to travel at the maximum possible speed. The absolute maximum speed is obtained as the
flow tends to zero, and it is known as the mean free speed (u f). The magnitude of the mean
free speed depends on the physical characteristics of the highway. Continuous increase in
flow will result in a continuous decrease in speed. A point will be reached, however, when
further addition of vehicles will result in the reduction of the actual number of vehicles that
pass a point on the highway (that is, reduction of flow). These results in congestion, and
eventually both the speed and the flow become zero. Figure 4.2 c shows this general
relationship. Figure 4.2 b shows the direct relationship between speed and density.
Space mean speed is flow divided by density, which makes the slopes of lines OB,
OC, and OE in Figure 4.2 a represents the space mean speeds at densities k b, kc and kc
respectively. The slope of line OA is the speed as the density tends to zero and little
interaction exists between vehicles. The slope of line is therefore the mean free speed (u f); it
is the maximum speed that can be attained on the highway. The slope of line OE is the space
mean speed for maximum flow. This maximum flow is the capacity of the highway. Thus it
can be seen that it is desirable for highways to operate at densities not greater than that
required for maximum flow.

12
Question 7
Describe the types of conflicts and types of intersections.

Solution
Intersectional Conflicts

 An intersection is also a point at which there are a number of possible conflicts.

 The movement of one vehicle can conflict with the movements of other vehicles in
the same stream, the cross-streams, the opposing stream, and pedestrians in
crosswalks.

There are 4 types of conflicts:

1. Crossing
2. Merging
3. Diverging
4. Weaving

1. At-grade intersection
2. Grade-separated intersection
At-Grade Intersections

 Most highways intersect at grade

 Many factors enter into the choice of type of intersection, but the principal controls
are:
 Traffic Volumes
 Character of Traffic (both through or turning)
 Design Speed

In a particular cases the type is determined primarily by

 No. of intersection legs

13
  physical control of topography, and
 The desired type of operation

Types of At-grade Intersection

 Three-leg intersection-"T" or "Y".

 Four-leg intersection-right angle, off-set (or staggered), skewed.
 Multiple intersections –intersection with 5 or more legs.
 Rotary intersection or traffic circles.

Grade Separation
 Intersection at grade is eliminated by the use of grade-separation structures that permit
the cross flow of traffic at different levels without interruptions.
 A grade separation is a crossing of two highways, a highway and a railroad, or a
pedestrian walkway, and a highway at different levels.
 An overpass is a highway passing over an intersection street, railroad, or pedestrian
facility.
 An underpass is a highway passing under an intersecting street, railroad or pedestrian
facility.

Question 8
(a) Explain the functions of traffic control devices.
(b) Describe the requirements of traffic control devices.
Solution
(a) Function of Traffic Control Devices

1. Regulatory devices
 These give the road user notice of traffic laws or regulations that apply at a
given place or on a given roadway.
 Disregard of such devices in punishable as an infraction, violation, or
misdemeanor
e.g. stop, no turning, do not enter, no parking, one-way street, etc.
2. Warning devices
 These call attention of the road user to conditions, on or adjacent to the
roadway, those are potentially hazardous to traffic operations.
e.g. road narrow, divided highway ends, slippery when wet, railroad crossing etc.
3. Guiding devices
 These provide directions and information to the road user regarding route
designations, distances, destinations point of interest, and other geographical
or cultural information.
e.g. Airport 20 km, Pyay 30 km.

(b) Requirements of traffic control devices.

Any traffic control device should meet the following basic requirements:
1. It should be capable of fulfilling an important need.
2. It should command attention.

14
 3. It should convey a clear simple message.
4. It should command the respect of road users.
5. It should be located to give adequate time for response to the message.
Four basic considerations are employed to ensure that the requirements are met. These
include the following:
1. Design of devices
size, colors, and shape.
2. Placement of devices
within the vision of road user and permit time of response
3. Maintenance of devices
device must be clean, legible, and free from obstruction
4. Uniformity
design, application, and location

Question 9
a) Describe the advantages and disadvantages of traffic signal.
b) How to manage the transport demand by using parking facilities.

(a) Advantages and Disadvantages of Traffic Signal

(a) Advantages

1. Provide for the orderly movement of traffic

2. Reduce the frequency of certain types of accidents…. right-angle collisions,
pedestrians, etc.
3. Provide a means of interrupting heavy traffic to allow other traffic, both
vehicular and pedestrian, to enter or cross.
4. Promote driver confidence by assuming right-of-way.

(b) Disadvantages
1. Increase total intersection delay, especially during off-peak periods.
2. Probable increase in certain types of accidents…. rear-end collisions, etc.
3. When improperly located, cause unnecessary delay and promote disrespect for
this type of control.
4. When improperly timed, cause excessive delay, increasing driver irritation.

(b) Parking Management

 The determination of the demand for parking is the first step in the design of parking
facilities.
 Questions like "Where should the parking places be located?", "Should the full
parking demand be located for "or " Can the parking demand be changed?" Are park
of parking management.

15
  Any management decision to locate parking supply away from a driver's destination
or to increase the price of parking will impact user's perception of the desirability of
the activity, and /or the attraction of using the car to get to it.
 If the change is large enough then the driver may change the mode of travel or the
destination, or may forgo participation in the activity.
 Parking has been seen as a powerful tool in managing transport demand.

Question 10

16
17
18
Question No.11
A 3 phase traffic signal has been designed through Webster’s formula with the cycle time
found to be 80 seconds. It was also known that effective green time of phase 1 is 0.75 of
phase 2 and phase 2’s effective green time is equal to phase 3. Saturation flows of phase 1 are
2800 PCU/hr and phase 2 = 1800PCU/hr. You are required to re-calculate this 3-phase signal
by using Drew’s technique and using the same cycle time of 80 seconds. Draw a timing
diagram to support your answer.
Note: Webster’s lost time = 1 sec/phase; amber = 3 sec; and intergreen = 4 sec/phase
Drew’s lost time = 6 sec/phase; amber = 3 sec; and
Headway = 2 sec. PCU Factor = 1.0
Solution
Webster Method (3phase)
Circle Time, Co = 80 sec

19
Effective Green Time, Geff,
Geff.1 = 0.75 Geff.2
Geff.2 = Geff.3
Solution Flow,
S1 = 2800 PCU/hr
S2 = 1800 PCU/hr
Lost Time, L = 1 sec/phase
Amber Time, A = 3 sec
Intergreen, I = 4 sec/phase
Drew’s Technique
Circle Time, C = 80 sec. (Same value of Webster method)
Lose time, k = 6 sec/phase
Amber, A = 3sec
Headway, H = 2sec
PCU Factor = 1.0
Recalculate 3 phase signal by using Drew’s Technique = ?
Draw timing diagram
Total lost time,
L = ∑ (I-A) + ∑L
= 3(4-3)+(3x1)
= 6 sec
Co = ( 1.5 L + 5)/1-Y
80 = ((1.5 x 6) + 5)/(1-Y)
1-Y = 0.175
Y = 0.825
Geff.2 = Geff.3
Y2/Y (Co-L) = Y3/Y (Co-L)
Y2 = Y3
Similarly, Geff.1 = 0.75 Y2
Y = Y1 + Y2 + Y3
Y2 = 0.3
Y2 = Y3 = 0.3
Y1 = 0.75Y2 = 0.75 x 0.3 = 0.225

20
 q1
Y1 
s1

0.225 = g1/2800
q1 = 630 PCU/hr
V1 x PCU Factor =q1

V1 = q1/PCU Factor = 630/1.0 = 630 veh/hr

Y2 = q1/ s2
0.3 = q2/ 1800
q2 =540 PCU/hr

V2 = q2/ PCU Factor = 540/1.0 = 540 veh /hr.

By using Drew’s Technique,

Circle Time, C = (3600 x n (k-H))/(3600 – H ∑Vi)

80 = (3600 x 3 (6-2))/(3600 – 2 ∑Vi)
∑ Vi = 1530
V1 + V2 + V3 = 1530
630 + 540 + V3 = 1530
V3 = 360 veh/hr

Phase Length, P1 = ( V1CH)/3600 + (K-H)

P1 = (630 x 80 x 2)/3600 + (6-2)
P1 = 32 sec
P2 = (V2CH)/3600 + (K-H)
= (540 x 80 x 2) /3600 + (6-2)
= 28 sec
P3 = V3 CH/3600 + (K-H)
= 360 X 80 X 2/3600 + (6-2)
= 20 sec.

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Question No. 12

Assuming that the cycle length obtained through Webster’s method would yield the same
value as of Drew’s, then find the saturation flows for all phases.
Note : Lost time per phase = 1 sec; Amber = 3 sec;
PCU factor = 1.0; Intergreen period = 4 sec. per phase;
Y1 = Y3 = 0.3

22
Solution
Drew Technique
Lost time, k = 6 sec/phase
Head way, H = 2 sec
From Timing Diagram,
Circle length, C = 80 sec
No. of phase, n = 3
Phase Lenth, P1 = 18 sec
P2 = 50-18 = 32 sec
P3 = 80-50 = 30 sec
Amber time = 18-15 = 3 sec
Webster Method
Circle Time = same value of Drew’s Technique, Co = 80 sec
Lost time, l = 1 sec/phase
Intergreen perid, I = 4 sec/phase
Amber, A = 3sec
PCU Factor = 1.0
Y1 = Y3 = 0.3
Saturation flows, S1 = ?, S2 = ?, S3 = ?
Phase length, P1 = (V1 CH)/(3600) +(K-H)
18 = (V1 x 80x 2)/(3600) +(6-2)
V1 = 315 veh/hr
P2 = (V2 CH)/(3600) +(K-H)
32 = (V2 x 80x 2)/(3600) +(6-2)
V2 = 630 veh/hr
P3 = (V3 CH)/(3600) +(K-H)
30 = (V3 x 80x 2)/(3600) +(6-2)
V3 = 585 veh/hr
V x PCU Factor = q
q1 = V1 x PCU Factor = 315 x 1 = 315 PCU/hr
q2 = V2 x PCU Factor = 630 x 1 = 630 PCU/hr
q3 = V3 x PCU Factor = 585 x 1.0 = 585 PCU/hr
Total lost Time, L = ∑(I-A) + ∑l = 3(4-3) + (3 x 1) = 6 sec
Circle length, Co = (1.5L+5)/1-Y

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 80 = (1.5 x 6) + 5/1-Y
Y = 0.825
Y = Y1 + Y2 + Y3
0.825 = 0.3 +Y2 + 0.3
Y2 = 0.225
Y1 = q1/s1
S1 = q1/y1 = 315/0.3 = 1050 PCU/hr
S2 = q2/y2 = 630/0.225 = 2800 PCU/hr
S3 = q3/y3 = 585/0.3 = 1950 PCU/hr
Question 13
Approach flows and saturation flows at a 2 phase signal controlled intersection are given in
the following Table. Both intergreen periods are 5 sec. and lost times are 2 sec. per phase.
What is the optimum cycle time?
N S E W
Approach flows, PCU/hr 810 750 1470 1200
Saturation flows, PCU/hr 1800 2000 4200 4000

Solution
Phase 1  N vs S
Phase 2  N vs S
I = 5 sec/phase, A= 3sec/phase (Typical), l = 2sec/phase
For North Direction,
q1 810
Y1    0.45
s1 1800

For East Direction,

q1 1470
Y1    0.35
s1 4200

Take, Y1 = 0.45
For West Direction,
q1 1200
Y2    0.30
s1 4000

For South Direction,

q1 750
Y2    0.375
s1 2000

24
 Take, Y2 = 0.35
Y = Y1 + Y2 =0.45 + 0.35 = 0.8
Circle Length,
1.5 L  5 (1.5  8)  5
Co    85 sec .
1Y 1  0.8
n n
L   ( I  A)   l  2 (5  3)  (2  2)  8 sec .
i 1 i 1

Y1 0.45
Effective Green Time, Geff1  ( Co  L )  (85  8)  43.3
Y 0.8
sec.
Take , Geff1 = 43 sec.

Question 14 (a)

25
No. of parking space, N = 4 space
Stall dimension = 2.5 m x 6 m
Parking angle, θ = ?
Sin θ = 2.5/d
d = 2.5/ Sin θ
x = y-z
cos θ = y/6
y = 6 cos θ
tan θ = 2.5/a
a = 2.5/tan θ
cos θ = z/a
z = a cos θ = (cos θ) 2.5/tan θ = (cos2 θ)2.5/ Sin θ
x = y-z = 6cos θ- (cos2 θ)2.5/ Sin θ
N = (12-x)/d
4 = (12- 6cos θ + (cos2 θ) 2.5/ Sin θ)/( 2.5/ Sin θ)
By Trial & Error,
θ = 75˚
4 ~ 4.1
Parking angle of store = 75˚

Question No. 14 (b)

26
 If the parking policy of one private car park is as followings:
Parking Time allowed, hour 10 or more 8 6 4 2 or less
Space available 80 100 150 250 750

And the average parking duration is 1.6 hr/vehicle with 100% parking efficiency, and then
what would be the maximum number of parking spaces and capacity of this car park?
If the owner of this car park needs to have a minimum income of 300,000 Kyat per day, then
what would be the minimum parking fee?

Solution

Parking Time allowed, hour 10 or more 8 6 4 2 or less

Space available 80 100 150 250 750
Parking duration = 1.6 hr/veh
Parking efficiency = 100%
Max. no. of parking spaces = ?
Capacity of car parking = ?
Required min income = 300,000 kyats/day min. parking fee = ?
Parking supply,
P = [(∑NT)/D] F
= [(80 x 10) + (100 x 8) + (150 x 6) + (250 x 4) + (750 x 2) /1.6] 1.0
= 3125 vehicles
Max. no. of parking spaces = 3125 vehicles
(This does not mean that this number could be parked at the same time, rather that
over the study period, a total of 3125 vehicles could be accommodated.)
Min. parking fee = 300,000/3125 = 96 Kyats/veh/day

Question No. 15 (a).

27
Parking angle, θ = ?
Sin θ = 2.5/d
d = 2.5/ Sin θ
x = y-z
cos θ = y/5.5
y = 5.5 cos θ
tan θ = 2.5/a
a = 2.5/tan θ
cos θ = z/a
z = a cos θ = (cos θ) 2.5/tan θ = (cos2 θ)2.5/ Sin θ
x = y-z = 5.5cos θ- (cos2 θ)2.5/ Sin θ
N = (41-x)/d
15 = 41-5.5 cosθ + [(2.5)/ (sinθ) ] cos2θ/(2.5)/ (sinθ)
15~15.36
By trial & Error,
Parking angle of store,θ = 75˚

28
Question No. 15(b)

θ = 30º, stall dimension = 2.5 m x 5 m

No. of spaces = ?
Sin 30˚= 2.5/d
d =5.0
x = y-z
Cos 30 = y/5
y = 4.33
tan 30˚ = 2.5/a
a = 4.33
Cos 30˚ = z/4.33
z = 3.75
x = y-z = 4.33-3.75 = 0.58
N = 41-0.58/5 = 8.08 spaces
Therefore,
No. of parking space = 8 spaces

29
Question 16
(a) Describe the causes of traffic accidents.
(b) How to improve in traffic safety.
Solution
(a) Causes of Traffic Accidents

Three major factors:

1. Human Factors
a) Drivers
b) Pedestrians
2. Vehicular Factor
3. Roadway and Environmental Factors
a) Unfavorable weather
b) Road conditions
(b) Improvement of highway safety
 Improving to Highway Safety requires consideration of the three elements influencing
traffic operations: the driver, the vehicle, and the roadway.
 Unfortunately, the traffic engineer has effective control over only one of these elements
the roadway.
 There are several different ways in which improvements in traffic safety can be
approached:
a) Reducing Accident Occurrence
o The causes of traffic accidents are many and complex, but studies show that
96% of all accidents involve some form of driver error.
o Thus, the most effective means to prevent accidents from occurring is the
improvement of driver skills through training and testing programs, and the
removal of drivers with bad accident and/ or violation records from the
highway.
b) Reducing the Severity of Accidents
o Proper use of guardrail, median barriers, breakaway signpost and light standards
for example, can reduce the damage done when a vehicle leaves the travel lane.
o These measures reduce the severity of accidents and can affect injury and fatality
rates, even where accidents still occur.
c) Improving Crash Survivability
 Crash survivability primarily involves vehicle design.
 Vehicles should be designed to absorb most of the impact of an
accident without transferring it to the occupants.
 Except through legislative influence, the traffic engineer has little
to do with this aspect of safety.
d) Programmatic Safety Efforts
 A number of federal and state programes attempt to address traffic safety on a
policy level.
 The listing below is a sampling of some of the more notable programs influencing
traffic safety:
 State vehicle inspection programs
 National speed limit
 Federal vehicle design standards

30
  Traffic engineers need to be involved in the development of these programs and to
provide guidance and input to policy-makers through professional and community
organizations.
e) Design Aspects of Safety
o Highway design can significantly impact traffic safety.
o Highway design features influencing safety, several are particularly vital:
 Horizontal and vertical alignment
 Roadside design
 Median barriers

Question 17
(a) How to Identify the Hazardous Location.
(b) Describe the manner of occurrence of motor vehicle traffic accidents. And describe
also collisions between motor vehicle.

Solution
(a) Identification of Hazardous Location by Rate Quality Control Method, RCQM
 RCQM uses the critical value of severity index rate of intersection as an index to
evaluate such intersection to be either normal or hazardous.
 The critical value of Severity Index rate identified as follow:

o 1
Ric  o  k 
V1 2V1
where:

Ric = critical value of a severity index rate at intersection i

λo = mean of severity index rates
k = value of statistical distribution for one-tail test with specified significant level
Vi = vehicles exposure for the study period at intersection i

 An intersection can be evaluated either normal or hazardous by comparing between

observed and critical values of severity index rate.
 Intersection with observed severity index rates greater than or equal to a critical value
of severity index rate is classified as "hazardous intersection"
 On the other hand, any intersection with observed severity index rates less than a
critical value of severity index rate is classified as "normal section".

(b) Manner of occurrence of motor vehicle traffic accidents

The following classifications are used to characterize the manner of occurrence of motor
vehicle traffic accidents:
1. Running off road
2. Non-collision on road
a) Overturning on road
b) Other non-collision on road
3. Collision on road
a) With pedestrian with another motor vehicle in traffic
b) With parked motor vehicle
c) With railroad train

31
 d) With bicyclist
e) With animal
f) With fixed object
Furthermore, collisions between motor vehicles should be further classified on a uniform
basis such as:
1. Angle: Collision between vehicles moving in different directions, nor opposing
directions, usually at a right angle.
2. Rear-End: A vehicle being hit from behind by another vehicle moving in the
same direction, usually in the same lane.
3. Sideswipe: A vehicle being hit by another from the side while traveling in the
same direction or in opposite directions, usually in different lanes.
4. Head-on: Collision between vehicles traveling in opposite directions (not
sideswipe).
5. Backing
6. Others.

Question 18
(a) How to classify the accident rate.
(b) List the methodology of parking studies and describe about the inventory of existing
parking facilities

Solution
(a) Accident Rate and Their Use
Two broad categories:
1. Population- based rates and
2. Exposure-based rates
Some common bases for population-based rates include:
 Area population
 Number of registered vehicles
 Number of licensed drivers
 Highway mileage
These values are statistic and do not depend on vehicle usage or the total amount of travel.
The two most common bases used for exposure- based rates are:
 vehicle-miles of travel
 vehicle-hours of travel
The two can vary widely depending on the speed of travel, and comparisons based on
mileage can yield different results from those based hours of exposure.
For point location, such as intersections, vehicle-miles or vehicle-hours have very little
meaning.
The listing that follows indicates commonly used rate bases:
Population-Based Accident Rates
a) Deaths or accidents per 100,000 area population
b) Deaths or accidents per 10,000 register vehicles
c) Deaths or accidents per 10,000 licensed drivers
d) Deaths or accidents per 1000 miles of highway
Exposure-based rates
a) Deaths or accidents per 100,000,000 vehicle miles
b) Deaths or accidents per 10,000,000 vehicle-hours
c) Deaths or accidents per 1,000,000 entering vehicles

32
Basic Accident Rates
Three types of accident rates are characteristically computed for most jurisdictions annually.
1. General accident rates describing total accident occurrence,
2. Fatality rates describing accident severity and
3. Involvement rates describing the types of vehicles and drivers involved in accidents.

(b) A comprehensive parking study usually involves:

1. Inventory of existing parking facilities.
2. Collection of data on parking accumulation, parking turnover, and parking duration
3. Identification of parking generators, and
4. Collection of information on parking demand. Information on related factors, such as
financial, legal, and administrative matters, may also be collected.

Inventory of Existing Parking Facilities

An inventory of existing parking facilities is a detailed listing of the location and all other
relevant characteristics of each legal parking facility, private and public, in the study area.
The inventory includes both on-and off-street facilities. The relevant characteristics usually
listed include:
 Types and number of parking spaces at each parking facility
 Times of operation and limit on duration of parking, if any
 Type of ownership (private or public)
 Parking fees, if any, and method of collection
 Restrictions on use (open or closed to the public)
 Other restrictions, if any (such as loading and unloading zones, bus stops, or taxi
ranks)
 Probable degree of permanency (can the facility be regarded as permanent or is it just
a temporary facility?)
The information obtained from an inventory of parking facilities is useful both to the traffic
engineer and to public agencies, such as zoning commissions and planning departments.
The inventory should be updated at regular intervals of about 4 to 5 years.

Question 19
Discuss about the collision diagram and condition diagram in site analysis.

Solution
Site Analysis

 Perhaps the most complex task in traffic safely is the analysis of site-specific accident
data to identify contributing causes and to develop site improvements.
 Once a particular location has been identified as a "high accident" location, detailed
information is required in two principal areas:
1. The occurrence of accidents at the location in question, and
2. The environmental and physical conditions existing at the location.
 A detail site investigation conducted by appropriate field personnel is required.
 These analyses result in two graphical documents:
1. The collision diagram, and
2. The condition diagram.

33
Collision Diagram
 A collision diagram is a schematic representation of all accidents occurring at a given
location over a specified period, generally from one to three years.
 Each collision is represented by a set of arrows, one for each vehicle involved, which
schematically represents the type of accident and directions of all vehicles.
 Arrows are labeled with codes for vehicle types, date and time of accident, and
weather conditions.
 Arrows are placed on a schematic, not-to-scale drawing of the intersection, with no
interior details shown.
 One set of arrows represents one accident.
 It should be noted that arrows are not necessarily placed at the exact location of the
accident on the drawing.
 Several accidents may have taken place at the same spot.
 Arrows are placed to illustrate the occurrence of the accident, as close to the actual
spot as possible while still clearly indicating each accident as a separate set of
symbols.
 Figure 1 illustrates a collision diagram for an intersection.
 The intersection has experienced primarily rear-end and right-angle types of
collisions, with several injuries but no deaths occurring during the period shown.
 Many of the accidents appear to be clustered at night.
 The diagram clearly points out these patterns, which now must be correlated to the
physical and control characteristics of the site to determine contributing situations and
corrective measures.

Condition Diagrams

 A condition diagram describes all physical and environmental conditions at the

accident site under study.
 The diagram must show all geometric features of the site, the location and description
of all controls (signs, signals, markings, lighting, etc), and all relevant features of the
roadside environments such as the location of objects, driveways, land uses, and so
on.
 The diagram must encompass a large enough area around the location to include all
potentially involved features.
 This may range from several hundred feet on intersection approaches to 1/4-1/2 mile
on rural highway sections.
 Figure 2 illustrates a condition diagram for an intersection in a suburban community.
 This is the same intersection illustrated in the collision diagram of Figure 1.
 The diagram includes several hundred feet of each intersection approach and clearly
shows all driveway locations and the commercial land uses they serve.
 Control details include signal locations and timing, location of all stop lines,
crosswalks, and even location of roadside trees, which could block signal visibility
lines.

34
Figure 1 Collision Diagram

35
Figure 2 Condition Diagram

36
 Chapter 22 Pavement Management
Question 20

37
Solution

(a) To fit the model using linear regression, determine the square of the AGE of the
section, given that it was constructed in 1987.

Year Age Age2 PCR

1987 0 0 100
1988 1 1 100
1989 2 4 99
1990 3 9 98
1991 4 16 97
1992 5 25 95
1993 6 36 93
1994 7 49 90
1995 8 64 87
1996 9 81 84

Use simple linear regression methods to correlate the PCR with Age2

Pavement Condition Versus Pavement Age

102

100
Pavement Condition Rating (PCR)

98
96

94

92

90

88
86

84

82
0 20 40 60 80 100
Age ( Year) PCR
Linear (PCR)

38
From Graph,

Therefore,

Question 21

Using the probability matrix given in Table 22.5, determine the condition of the network in
year 1.

39
40
41
Question 22 (a)

Solution

Section 2:

Y = 5.4-(0.0263 x 20) - (0.0132 x 15) - [0.4log (5,000)]+ (0.749 x 3.2) + (1.66 x (-0.2)
= 5.261
Section 3:

Y = 5.4-(0.0263 x 30) - (0.0132 x.0) - [0.4log (20,000)] + (0.749 x 3.0) + (1.66 x 0.8) = 6.466

Since low index value indicates poor condition, section 2 should receive highest priority,
followed by section 1, and lastly section 3.

42
Question 22 (b)

Question 23

What is the difference between PSI and PSR?

43
 What are the three principal uses for pavement condition data?

Solution
a) What is the difference between PSI and PSR?

PSR is a number grade given to a pavement section based on the ability of that
pavement to serve its intended traffic. The PSR rating is established by observation and
requires judgment on the part of the individual doing the rating. A panel of raters drove on
each test section and rated the performance of each section on the basis of how well the road
section would serve if the rater were to drive his or her car over a similar road all day long.
The ratings range between 0 and 5, with 5 being very good and 0 being impassable.
Serviceability ratings are based on the user’s perception of pavement performance and are
determined from the average rating of a panel of road users.
PSI is a value for pavement condition determined as a surrogate for PSR and is based
on physical measurements. PSI is not based on panel ratings. The primary measure of PSI is
pavement roughness. The PSI is an objective means of estimating the PSR, which is
subjective.
The performance of a pavement can be described in terms of its PSI and traffic
loading over time. For example, when a pavement is originally constructed, it is in very good
condition with a PSI value of 4.5. Then as the number of traffic loadings increases, the PSI
declines to a value of 2 which is normally the minimum acceptable range. After the pavement
section is rehabilitated, the PSI value increases to 4; as traffic loads increase, the PSI declines
again until it reaches 2 and rehabilitation is again required.

Solution
b) What are the three principal uses for pavement condition data?

Pavement condition data are used for the following purposes:

Establishing Project Priorities: The data on pavement condition are used to establish the
relative condition of each pavement and to establish project priorities. There are several
methods of data acquisition, and each state selects that combination of measures it considers
most appropriate.

44
Establishing Options: Pavement condition data can be used to develop a long-term
rehabilitation program. Data about pavement condition, in terms of type, extent, and severity,
are used to determine which of the available rehabilitation options should be selected.
Forecasting Performance: By use of correlations between pavement performance indicators
and variables such as traffic loadings, it is possible to predict the likely future condition of
any given pavement section. This information is useful for preparing long-range budged
estimates of the cost to maintain the highway system at a minimum standard of performance
or to determine future consequences of various funding levels.

Question 24
Describe the pavement roughness (rideability) and pavement deflection (structural
failure) to evaluate whether a pavement should be rehabilitated.

Solution
Pavement Roughness (Rideability)
Pavement roughness refers to irregularities in the pavement surface that affect the
smoothness of a ride. The serviceability of a roadway was initially defined: two terms, (1)
present service ability rating (PSR), and (2) present serviceability index (PSI).
PSR is a number grade given to a pavement section based on the ability of that
pavement to serve its intended traffic. The PSR rating is established by observation and
requires judgment on the part of the individual doing the rating. A panel of raters drove on
each test section and rated the performance of each section on the basis of how well the road
section would serve if the rater were to drive his or her car over a similar road all day long.
The rating range between 0 and 5, with 5 being very good and 0 being impassable.
Serviceability ratings are based on the user’s perception of pavement performance and are
determined from the average rating of a panel of road users.
PSI is a value for pavement condition determined as a surrogate for PSR and is based
on physical measurements. PSI is not based on panel ratings. The primary measure of PSI is
pavement roughness. The PSI is an objective means of estimating the PSR, which is
subjective.
The performance of a pavement can be described in terms of its PSI and traffic
loading over time. For example, when a pavement is originally constructed, it is in very good
condition with a PSI value of 4.5. Then as the number of traffic loadings increases, the PSI
declines to a value of 2 which is normally the minimum acceptable range. After the pavement

45
section is rehabilitated, the PSI value increases to 4; as traffic loads increase, the PSI declines
again until it reaches 2 and rehabilitation is again required.

Pavement deflection (structural failure)

The structural adequacy of a pavement is measured either by nondestructive means,
which measure deflection under static or dynamic loadings, or by destructive tests, which
involve removing sections of the pavement and testing these in the laboratory. Structural
condition evaluations are rarely used by state agencies for monitoring network pavement
condition, due to the expense involved. However, nondestructive evaluations, which gather
deflection data, are used by some agencies on a project basis for pavement design purposes
and to develop rehabilitation strategies.
Nondestructive structural evaluation is based on the premise that measurements can
be made on the surface of the pavement and that from these measurements in situ
characteristics can be inferred about the structural adequacy of the pavement. The four basic
nondestructive test methods are (1) measurements of static deflection, (2) measurements of
deflections due to dynamic or repeated loads, (3) measurements of deflections from a falling
load (impulse load), and (4) measurements of density of pavement layers by nuclear
radiation, used primarily to evaluate individual pavement layers during construction.
Deflection data are used primarily for design purposes and not for pavement management.

Question 25

Describe the pavement distress (Surface condition) and skid resistance (safety) to
evaluate whether a pavement should be rehabilitated.

Solution
Pavement Distress (Surface condition)
Pavement distress refers to the condition of a pavement surface in terms of its general
appearance. A perfect pavement is level and has a continuous and unbroken surface. In
contrast, a distressed pavement may be fractured, distorted, or disintegrated. These three
basic categories of distress can be further subdivided. For example, fractures can be seen as
cracks or as spalling (Chipping of the pavements surface). Cracks can be further described as
generalized, transverse, longitudinal, alligator, and block. A pavement distortion may be
evidenced by ruts or corrugation of the surface. Pavement disintegration can be observed as

46
raveling (loosening of pavement structure), stripping of the pavement from the subbase, and
surface polishing. The type of distress data collected for flexible and rigid pavements vary
from one state to another.
Most agencies use some measure of cracking in evaluating the condition of flexible
pavements. The most common measures are transverse, longitudinal, and alligator cracks.
Distortion is usually measured by determining the extent of rutting, and disintegration is
measured by the amount of raveling. For bituminous pavements, the items observed are
corrugations, alligator cracking, raveling longitudinal cracking, transverse cracking, and
patching. For Portland cement concrete the measures are cracking, raveling, joints spalling,
faulting, and patching.
Pavement sections of about 300 ft often are randomly selected to represent each mile
of road. Measurements are usually made on a regular schedule about every 1-3 yr. After the
data are recorded the results are condensed into a single number, called a Distress (or defect)
Rating (DR). A perfect pavement usually is given a score of 100; if distress is observed,
points are subtracted. The general equation is

DR = 100 - ∑di wi
where
di = the number of points assigned to distress type i for a given severity and frequency
(Rating Factor)
n = number of distress types used in rating method
wi = relative weight of distress type i
Skid Resistance (safety)
The principal measure of pavement safety is its skid resistance. Other elements
contributing to the extent in which pavements perform safety are rutting (which causes water
to collect that creates hydroplaning) and adequacy of visibility of pavement markings.
Skid-resistance data are collected to monitor and evaluate the effectiveness of a
pavement in preventing or reducing skid- related accidents. Skid data are used by highway
agencies to identify pavement sections with low skid resistance, to develop priorities for
rehabilitation, and to evaluate the effectiveness of various pavement mixtures and surface
types.
The coefficient of sliding friction between a tire and pavement depends on factors
such as weather conditions, pavement texture, tire condition, and speed. Since skidding
characteristics are not solely dependent on the pavement condition, it is necessary to

47
standardize testing procedures and in this way eliminate all factors but the pavement. The
basic formula for friction factors f is
f = L/N
Where
L = lateral of frictional force required to cause two surfaces to move tangentially to
each other
N = force perpendicular to the two surfaces
A skid number (SK),
SK = 100f
Skid resistance data typically are not used in developing rehabilitation programs.
Rather they are used to monitor the safety of the highway system and to assist in reducing
potential accident locations.
Question 26
b) Differentiates between corrective and preventive rehabilitation techniques. Cite three
examples of surface treatments in each category. What is the best preventive
technique for surface maintenance?
c) What is meant by the term pavement rehabilitation management? Describe three
strategies used by public agencies to develop restoration and rehabilitation programs.

Solution
a) Differentiates between corrective and preventive rehabilitation techniques. Cite three
examples of surface treatments in each category. What is the best preventive
technique for surface maintenance?

Preventive strategies for pavement surfaces include fog-seal asphalt, rejuvenators,

joint ceiling, seal coats (with aggregate), and a thin blanket.
Patching is always considered to be corrective and can be effective if properly done.
Many patching materials are available. Overlays are both corrective and preventive and
considered to be and effective technique. Surface treatments can be either preventive or
corrective and are considered an effective means of maintaining roads on a regular basis.
Another method of describing pavement rehabilitation alternatives is to tabulate the
possible types of deficiencies and show the most appropriate treatment. Abrasion, bleeding,
corrugation, etc. are repair method for flexible and rigid pavements. In terms of severity
(moderate of severe) and whether the repair is considered temporary or permanent. For

48
example, for flexible pavements alligator cracking is repaired by removal and replacement of
the surface course, by permanent or scarifying and by mixing the surface materials with
asphalt.

PREVENTIVE CORRECTIVE
.FOG SEAL ASPHALT .PATCHING
.REJUVENATORS .CRACK FILING
.JOINT SEALING JOINT SEALING
.SEAL COAT SEAL COAT
(WITH AGGREGATE) (WITH AGGREGATE)
"THIN BLANKET" .FRICTION COURSE
.GROOVING
"THIN BLANKET"
.SURFACE RECYCLING
COLD PLANING
.ORAINAGE
Solution

b) What is meant by the term pavement rehabilitation management? Describe three

strategies used by public agencies to develop restoration and rehabilitation programs.

Rehabilitation management, which is defined as any improvement made to an existing

pavement after initial construction excluding improvements to shoulders (that, is widening or
surfacing) or bridges (which is a topic more appropriate to structural design). Pavement
rehabilitation can be both preventive and corrective.
Pavement rehabilitation strategies can be categorized in a variety of ways. One
approach is in terms of the problem being solved, such as skid resistance, surface drainage,
unevenness, roughness, or cracking. Another approach is in terms of the type of treatment
used, such as surface treatment, overlay, or recycles. A third approach is in terms of the type
of surface that will result from the process, such as asphalt overlay, rock seal coat, or liquid
seal coat. The latter approach is the most commonly used because it enables the designer to
consider each maintenance alternative in terms of a final product and then select the most
appropriate one in terms of results desired and cost.

49
 Chapter 7 Highway Capacity
Question 27
Given:
Four- lane urban freeway
Interchange density 2.0/mile
Directional peak flow 1950 veh/hr
5% trucks
PHF 0.90
11-ft lanes; obstructions 4 ft from pavement edge
Rolling terrain
Determine: (a) LOS; and (b) how much additional traffic could be accommodate before
reaching capacity.

Solution

(a) Find the service-flow rate:

V
vp  f HV : ET  3.0 ( rolling terrain )
PHF x N x f HV

Pr  0.05
1950 vph 1
vp   1203 pc / hr / in f HV   0.90
0.90 x 2 x 0.90 1  0.05(3  1)

Find the free- flow speed:

FFS= 70-fLW- fLC- fN- f1D-

fLW = 2.0 mph (11 ft lanes; Table 7-6)

fLC = 1.2 mph (4 ft lanes; Table 7-7)

fN = 4.5 mph (2 ft lanes; Table 7-8)

f1D = 7.5 mph (2 ft lanes; Table 7-9)

FFS = 70-2.0-1.2-4.5-7.5 = 54.8 mph

For vp= 1203, FFS = 54.8: LOS reads "C" from the speed-flow curve of Figure 7-5 or
Table 7-1

(b) Find the additional traffic to reach capacity:

Follow the speed –flow curve to terminus of LOS E  2250 pc/hr/ln or find MSF for LOS E
and FFS = 54.8 mph using Table 7-12250
Additional traffic (peak 15-minute passenger-car flow rate)
= (2 lanes) (2250 pc/hr/ln)- (2 lanes)(1203 pc/hr/ln)
= 2094 pc/hr (directional flow)

50
To convert to hourly flow:
2094 x PHF x fHV = 2094 x 0.90 x 0.90 = 1696 veh/hr

Question 28
Given:
Level terrain-extended section
Urban area with1.5 interchanges/mile
DDHV 4050 veh/hr
10% trucks, no buses, no RVs
PHF 0.95
Full Shoulder and 12-ft-wide lanes expected to be provided. Determine the number of lanes
to operate at LOS C.

Solution

Determine number of lanes to operate at LOS C.

Find FFS:

FFS = 70-fLW-fLC-fN-FID
fLW = 0 (expected 12-ft lane width)-from Table 7.6
fLC = 0 (expected full clearance)-from Table 7.7
Make initial assumption for number of lanes:

fN = 3.0 (initially, assume three lanes; Table 7-8)

FID = 5.0 mph (1.5 interchange/ ml; Table 7-9)
FFS = 70-3.0-5.0 = 62 mph

Find N for given DDHV:

V 1
vp  f HV   0.95
PHF x Nx f HV 1  0.10 (1.5  1)
V
N pT  0.10 ET  1.5 (level; Table 7  2)
v p x PHF x f HV
4050 vph
  3.0 Lanes
1485 x 0.95 x 0.95

(vp =MSF for LOS C and FFS of 62 mph = 1485. Interpolate from Table 7-1 or estimate from
speed-flow curve in Figure 7-6.)
Use N = 3 lanes.

Question 29

A rural two- lane highway in hilly terrain has a 5% grade for 1.5 miles. It consists of
12- ft lanes. 6-ft shoulders, 80% no-passing zones. The directional split is 60/40, 15% trucks,
6% recreational vehicles, 2% buses, and 77% passenger vehicles. What is the maximum
volume that can be accommodated on the grade at a speed of 45 mph (LOS C, Table 7-21)

Solution

51
SFi = 2800 x (V/c)i x fd x fw x fg x f HV
Where
1
fg 
1  Pp I p
Ip= 0.02(E-Eo)
Summary
1
f HV 
1  PHV ( E HV  1)
EHV = 1+ (0.25-P T/ HV) (E-1)

The following values are used in the calculations:

V 
   0.72 (Table 7  27, 5% grade, 80% no  pas sin g zone)
 c C
fd = 0.87 (Table 7-28, 60/40 split, 60% upgrade)

f w = 1.00 (Table 7-25, 12-ft lanes, shoulder = 6 ft)

E = 6.30 (Table 7-29, 45 mph, 5% for 1.5miles)

Eo = 1.4 (Table 7-29, 45mph, 0% grade).

PHV= PT+ PR + PB = 0.15 + 0.06 + 0.02 = 0.23

PT 0.15
PT / HV    0.65
PHV 0.23

Computer fg and fHV:

I p  0.02 (6.3  1.4)  0.098

1
fg   0.93
1  (0.77 x 0.098)
E HV  1  (0.25  0.65) (6.30  1)  5.77
1
f HV   0.48
1  0.23(5.77  1)

SFc (for the peak 15 min) = 2800 x 0.72 x 0.87 x 1.0 x 0.93 x 0.48
= 783 veh/hr

Question 30
(a) How to define Levels of Service for basic freeway sections.
(b) A two lane rural highway carries a peak-hour volume of 170 veh/hr and has the
following characteristics: 60 mph design speed, 10 ft lanes, 4 ft shoulders, mountainous

52
terrain, 80% no-passing zones, length 12 miles, 60/40 directional split, 5% trucks, 10% RVs,
no buses, 75% passenger cars. At what LOS will the highway operate during peak periods?

Solution (a)
Level of Service Maximum Density

A  10 pc/mi/ln

B  16 pc/mi/ln

C  24 pc/mi/ln

D  32 pc/mi/ln

E  43.6 pc/mi/ln (70-mph free-flow speed)

 44.3 pc/mi/ln (65-mph free flow speed)

 45.1 pc/mi/ln (60-mph free-flow speed)

 46.0 pc/mi/ln (55mph free-flow speed)

F Exceeds corresponding limit for LOS E

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 Solution (b)

If the actual flow rate of 195 veh/hr (which represents the flow rate during the peak 15 min.
flow) is compared to these values, it will be seen that it is between service flow rates for B
and C. Therefore, the LOS for the highway is C for the condition described.

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