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TRAFFIC ENGINEERING

2nd Part
Dr. Goutham Sarang

Traffic Capacity Studies


Basic capacity maxm no. of vehicles that can pass a
given point on a lane/roadway during one hr, under the
most nearly ideal roadway and traffic conditions which can
possibly be attained
2 roads with same physical features have same basic
capacity, irrespective of traffic conditions, as they are
assumed as ideal theoretical capacity

Possible capacity maxm no. of vehicles that can pass a


given point on a lane/roadway during one hr, under
prevailing roadway and traffic conditions
Generally much lower than basic capacity
In worst condition, traffic congestion leading stand still
possible capacity is zero
If prevailing conditions are ideal, possible capacity becomes
basic capacity

Traffic Capacity Studies


For design both basic and possible capacities are not
used as they indicate 2 extreme cases
Practical capacity maxm no. of vehicles that can pass a
given point on a lane/roadway during one hr, without
traffic density being so great as to cause unreasonable
delay, hazard or restriction to divers freedom to
maneuver under prevailing roadway and traffic conditions
Design capacity to design adequate highway facilities

Theoretical max or basic capacity C = 1000VS


C capacity of a single lane, vehicles per hr
V speed, kmph
S avg centre to centre spacing of vehicles, when they
follow one behind the other as a queue or space headway,
m

Factors affecting practical


capacity
Lane width: capacity decreases with decrease in lane width
Lateral clearance: Vertical obstructions (like retaining walls,
or parked vehicles) near traffic lane reduce effective width of
lane reduce capacity
Restricted lateral clearance effects driving comfort

Width of shoulders: Narrow shoulders reduce effective width


of lanes as vehicles travel towards centre of pavement
When vehicles in emergency park on shoulder of insufficient
width, there is reduction in effective lane width resulting
capacity reduction

Commercial vehicles: Large commercial vehicles (trucks


and buses) occupy greater space and influence other traffic
in same and adjoining lanes
They may travel at lower speeds especially on grades

Factors affecting practical


capacity
Alignment: if alignment and geometrics not upto
standard (restrictions to sight dist., steep and long
gradients), capacity decreases
Presence of intersections at grades: restrict free flow
and affects capacity
At signal stopping alternately to allow crossing traffic
To provide consistent traffic flow and maxm capacity,
control accessed highways with grade separated
intersections reqd.

Other factors: stream speed, one or two way traffic


movements, no. of traffic lanes, vehicular and driver
chara., traffic composition and volm.

Design capacity and Level of


Service

Design capacity and Level of


Service
Capacity gives a quantitative measure of traffic, while
LOS tries to give a qualitative measure
For a given road or facility, capacity could be constant.
But actual flow will be different for different days and
different times in a day itself.
Factors affecting LOS
Speed, travel time, traffic interruptions/restrictions,
freedom to travel with desired speed, driver comfort and
convenience, operating cost.

To simplify Highway Capacity Manual (HCM) considers


operating or travel speed and service volume to capacity
ratio (v/c or q/qc ratio)

Design capacity and Level of


Service
HCM suggests six LOS A to F
Level A - best quality of traffic where driver has freedom to
drive with free flow speed and Level F - worst quality
A v/c very low, overtaking
opportunity
B to E with increase in volm or
v/c, speed and overtaking option
reduce, level decrease
F further increase in volm,
decrease speed, undue
congestion, forced flow condition
practically no flow, highest
density, jam density, traffic jam

In designing, appropriate LOS should be considered

Passenger Car Unit PCU


Different classes of vehicles (cars, vans, buses, trucks,
auto rickshaw, motor cycle, pedal cycles, bullock carts,)
use common roadway facilities w/o segregation
Flow of traffic with unrestricted mixing of different vehicle
classes on roadways form mixed/heterogeneous traffic
flow
Different vehicle classes have wide range of static chara.
(length, width,) and dynamic chara. ( speed,
acceleration,), driver behaviour
To avoid complexity passenger cars as standard
vehicle unit and convert other vehicle classes to this unit
named PCU

Passenger Car Unit PCU


Can be considered as a relative space requirement of a
vehicle class compared to that of a passenger car
PCU value of a vehicle class ratio of capacity of
roadway when there are passenger cars only to capacity
of same roadway when there are vehicles of that class
only

Other Topics
Relations b/w Speed, Travel time, Volm, Density,
Capacity
Speed Density, Flow Density and Speed Flow
relations
Traffic Operations
Traffic regulations 4 phases, one way streets, conflicts
at intersections, etc.
Traffic control devices Signs, Signals, Markings, Islands

Signs and Markings Assignment


Traffic Signals Requirements, advantages and
disadvantages
Different terms used in traffic signals

Other Topics
Signal types
Traffic Control Signals, (Fixed time, Traffic actuated,
Manually Operated), Pedestrian Signals, Special Signals

Coordination of signal systems


Simultaneous, Alternate, Simple progressive, Flexible
progressive

Warrants for signal design 5 warrants, details


2, 3 and 4 phases signals
Design of isolated fixed time signal Websters method
general principles
Normal and saturation flows, y1 & y2, Co, L, G1 & G2
Phase diagram and signal setting detail

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