TRANSPORTATION-moving people or things from one place to another

TRANSPORTATION ENGINEERING-application of technology and scientific principles to the planning

The specialties in transportation engineering (CYCLIC PROCESS): planning, design, construction, traffic
management and operations, and maintenance.
 Planning -involves the selection of projects for design and construction
 Design- involves the specification of all features of the transportation project
 Construction -involves all aspects of the building process
 Traffic management and operations- involves studies to improve capacity and safety
 Maintenance- involves all work necessary to ensure that the highway system is kept in order
COMPONENTS OF TRANSPORTATION SYSTEM
 MODES – represent the conveyances, mostly taking the form of vehicles.
 INFRASTRACTURES – The physical support of transport modes, where routes “links” and
terminals “nodes” are the most significant components.
 NETWORKS – A system of linked locations that are used to represent the functional and spatial
organization of transportation.
 FLOWS – Movements of people, freight and information over the irrespective networks.
 Hierarchical Networks: Highways
 Expressway –is a divided highway facility having two or more lanes in each direction for the
exclusive use of traffic.
 Arterial Streets – A major surface street with relatively long trips between major points, and
with through-trips entering, leaving, and passing through the urban area.
 Collector Streets – A surface street providing land access and traffic circulation within
residential, commercial, and industrial areas.
 Local Streets – These streets provide access to the abutting properties. Unrestricted parking and
pedestrian movement is allowed on these streets.
MODES OF TRANSPORT:
 AIR TRANSPORT – Includes all transport through the air by aircraft.
 LAND TRANSPORT –any form of transportation that takes place on land. This can be through
road, rail, it can be facilitated by animals such donkeys and camels or use a combination of the
wheel with electric or fuel powered engines.
 WATER TRANSPORT –movement by means of a water craft such as a barge, boat, ship or sail
boat over a body of water, such as a sea, ocean, lake, canal or river.
OTHER MODES
 Pipeline transport sends goods through a pipe, most commonly liquid and gases are sent, but
pneumatic tubes can also send solid capsules using compressed air.
 Cable transport is a broad mode where vehicles are pulled by cables instead of an internal
power source.
 Space transport is transport out of Earth's atmosphere into outer space by means of a
spacecraft.
PEDESTRIAN –It is a person traveling on foot, whether walking or running.
The pedestrian is a major user of roadway system; when the system fails, he or she is a major victim.
Traffic engineers are challenged to design safe and convenient pedestrian facilities.
24-in. (610mm) major axis and an 18-in. (457mm) minor axis has been used for determining the
pedestrian standing areas. = 24 x 18 in.
Dynamic spatial requirements for avoiding collisions with other pedestrians.
A pedestrian walking rate of 4.0ft./sec (1.2m/sec) is generally assumed for the timing of pedestrian
traffic signals.
Running Speed= 7.80ft. /sec (2.38m/sec)
Fastest Running Speed= 33ft. /sec (10m/sec)
Pedestrian Speed-It is the average pedestrian walking speed, generally expressed in units of meters per
second (m/sec).
Pedestrian Flow Rate-It is the number of pedestrians passing a point per unit of time, expressed as
pedestrian per 15 minute or pedestrian per minute.
Pedestrian Flow per Unit of Width –It is the average flow of pedestrians per unit of effective walkway
width, expressed as pedestrians per minute per meter (p/min/m).
Pedestrian Density-It is the average number of pedestrians per unit of area within a walkway or queuing
area, expressed as pedestrians per square meter (p/m2).
Pedestrian Space-It is the average area provided for each pedestrian in a walkway or queuing area,
expressed in terms of square meter per pedestrian.
Platoon- It refers to a number of pedestrians walking together in a group, usually in voluntarily, as a
result of signal control and other factors.
Factors Affecting Pedestrian Demand:
The nature of the local community-Walking is more likely to occur in a community that has a high
proportion of young people
Car ownership- The availability of the private car reduces the amount of walking, even for short journey
Local land use activities-Walking is primarily used for short distance trips.
Quality of provision –If good quality pedestrian facilities are provided, then demand will tend to
increase.
Data Collection:
The possible methods of obtaining such estimates are:
 Manual Count- Count The flow of pedestrian through a junction, across a road, or along a road
section/footway manually using manual clicker and tally marking sheet.
 Video Survey- Cameras are setup at the selected sites and video recording taken of the
pedestrians during the selected observation periods.
 Attitude Survey – Detailed questionnaire requires enabling complete information about
pedestrian’s origins and destination points.
Design Principle of Pedestrian Facilities:
 Sidewalk – Sidewalks are pedestrian lanes that provide people with space to travel within the
public right-of-way that is separated from roadway vehicles.
 Crosswalk –Marked crosswalks indicate optimal or preferred locations for pedestrians to cross
and help designate right-of-way for motorists to yield to pedestrians.
 Traffic Islands – Traffic islands to reduce the length of the crossing should be considered for the
safety of all road users
 Pedestrian Overpass & Underpass- at-grade and as directly as possible are always preferred
 Street Corner-
Vehicle Characteristics:
Criteria for the geometric design of highways are partly based on the:
 STATIC- include the weight and size of the vehicle.
 KINEMATIC- involve the motion of the vehicle without considering the forces that cause the
motion.
 DYNAMIC- involve the forces that cause the motion of the vehicle.
Dynamic Characteristics:
Inertial Resistance
Grade Resistance
Rolling Resistance
Curve Resistance
Air Resistance

DESIGN OF HIGHWAYS
The principal criteria are traffic volume, design speed, vehicle size and vehicle mix.
The major traffic elements that influence highway design are:
 Average Daily Traffic (ADT) & Annual Average Daily Traffic (AADT) - The fundamental measures of traffic flow.
 Design Hourly Volume (DHV) - The most significant measure of traffic volume to the designer
 Directional Distribution (D)- The one-way volume in the predominant direction of travel,
expressed as a proportion of the volume in the two-way design hour volume.
Ranges from 50% –70%.
 Percentage of Trucks (T) - Expressed as the percentage of trucks (exclusive of light delivery
trucks) present in the traffic flow during the design hour.
 Design Speed (V)
Roadway Capacity- Once a level of service has been chosen for a particular project design, the
corresponding service volume logically becomes the design service volume.
Design Speed -The assumed design speed for a highway may be considered as “a selected speed used to
determine the various geometric design features of the roadway”.
Design Vehicle- The dimensions of the motor vehicles that will utilize the proposed facility also influence
the design of a roadway project.
Cross –Section Elements – The width of the surfaced road and number of lanes should be adequate to
accommodate the type and volume of traffic anticipated and the assumed design speed of vehicles.
Pavement Crowns - It is the raising of the centreline of the roadway above the elevation of the
pavement edges.
Curb Configurations- The design of curbs varies from a low, flat, angle–type, to nearly vertical barrier–
type curb.
Shoulders - For roads without curbs, it is necessary to provide shoulders for safe operation and to allow
the development of full traffic capacity.
Guardrails - A guardrail should be provided where fills are over 2.4min height, when shoulder slopes are
greater than1V:4H, in locations where there is sudden change in alignment, and where a greater
reduction in speed is necessary.
Drainage Ditches- It should be located and shaped to avoid creating a hazard to traffic safety.
Slopes The graded area immediately adjacent to the graded roadway shoulder is the side slope. In a
cross section with a drainage ditch, the slope on the far side of the ditch where the roadside region
slopes back to natural topography is the back slope. The side slope down to the ditch is often referred to
as the fore slope.
Roadway Alignment An ideal and most desirable roadway is one that generally follows the existing
natural alignment of the countryside.
Generally, the topography of the surrounding area is fitted into one of three classifications: level,
rolling, or mountainous.
Sight Distance -is the length of highway visible ahead to the driver of a vehicle.
Embankments Parallel to the Flow of Traffic:
 Recoverable Slopes. Motorists encroaching on recoverable embankment slopes can generally
stop their vehicles or slow them enough to return safely to the roadway. Slopes 1V:4H or flatter
are generally considered to be recoverable.
 Non recoverable Slopes These slopes are traversable, but motorists who encroach on then will
be unable to stop or to return to the roadway safely. Slopes between1V:3H and 1V:4H are
typically considered to be non recoverable
 Critical Slopes. Critical slopes are those on which a vehicle is likely to overturn. Slopes generally
steeper than 1V:3H occur with critical slopes, and protective roadside barriers may be required
to restrict access to these slopes.
Ditches - The side slopes of ditches should be as flat as possible consistent with drainage requirements.
Curbs- The use of curbs along high-speed roadways should be avoided. It is common for vehicles that
are sliding sideways or slipping to overturn upon impact with curbs.
Cross-Drains- designed to carry water underneath the roadway embankment, are varied in size and design.
Longitudinal Barriers - are used to prevent vehicles from leaving the roadway and crashing into roadside
obstacles, overturning, or crossing into the path of vehicles traveling in the opposite direction. The three
main classes of longitudinal barriers: roadside barriers, median barriers & bridge railings.
Roadside Barriers Used to shield motorists from hazards located along each side of a road way. They are
intended to redirect errant vehicles away from a hazard rather than to protect or prevent damage to a
sign or other highway appurtenances.
Median Barriers- are used primarily to prevent vehicles from crossing the median and encroaching into
opposing lanes.
Bridge railings are special types of longitudinal barriers designed to prevent vehicles from running off
the edge of bridges or culverts.
Crash Cushions are used to decelerate errant vehicles to a stop, greatly reducing the severity of head-on
impact with a fixed object by spreading the energy of impact over time and space.