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CP 2

This document discusses transportation engineering concepts including: 1. Safety problems can arise from conflicts at intersections, along parking areas, in pedestrian-heavy areas, and at blind spots due to poor sight lines or lighting. 2. Traffic operating conditions are classified using a Level of Service scale from A to F, where A is free-flow traffic and F is forced flow with stop-and-go traffic. 3. Physical and regulatory traffic engineering tools are used to control traffic, including road markings, signals, parking restrictions, and one-way streets.

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31 views44 pages

CP 2

This document discusses transportation engineering concepts including: 1. Safety problems can arise from conflicts at intersections, along parking areas, in pedestrian-heavy areas, and at blind spots due to poor sight lines or lighting. 2. Traffic operating conditions are classified using a Level of Service scale from A to F, where A is free-flow traffic and F is forced flow with stop-and-go traffic. 3. Physical and regulatory traffic engineering tools are used to control traffic, including road markings, signals, parking restrictions, and one-way streets.

Uploaded by

MD MREDUL
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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CE 351 Transportation Engineering I:

Transport and Traffic Engineering


Dr. Farzana Rahman
Professor
Department of Civil Engineering,
UAP, Dhaka
Safety Problems may arise mainly -

From conflicts-
• At intersections
• Along on-street parking
• Where pedestrian activities are high
• At blind spots –bends, spots with poor sight
distance/lighting facilities etc
Safety Problems may arise mainly -

Due to
• Poor road surface condition
• Faulty road geometry
• Poor traffic operating condition – lack of
traffic control devices
• Drivers’ fault
• Mechanical failure
Level of Service
⚫ A qualitative measure describing operational conditions within a traffic stream,
based on service measures such as speed and travel time, freedom to maneuver,
traffic interruptions, comfort, and convenience.
Urban Street Level of Service
(source: HCM- 2000)
Level of Service (Highway Capacity Manual,
Transportation Research Board, 2000)
(1) Level of Service A : This is free flow, with low volumes and high
speeds. Traffic density is low, with speeds controlled by driver desires,
speed limits, and physical roadway conditions. There is little or no
restriction in maneuverability due to presence of other vehicles, and
drivers can maintain their desired speeds with little or no delay.

(2) Level of Service B : This is in the zone of stable flow, with operating
speeds beginning to be restricted somewhat by traffic conditions. Drivers
still have reasonable freedom to select their speed and lane of operation.

(3) Level of Service C: This is still in the zone of stable flow, but speeds
and maneuverability are more closely controlled by the higher volumes.
Most of the drivers are restricted in their freedom to select their own
speed, change lanes, or pass. A relatively satisfactory operating speed is
still obtained, with service volumes perhaps suitable for urban design
practice.
Level of Service (Highway Capacity Manual,
Transportation Research Board, 2000)

(4) Level of Service D : This approaches unstable flow, with tolerable


operating speeds being maintained though considerably affected by
changes in operating conditions. Fluctuations in volume and temporary
restrictions to flow may cause substantial drops in operating speeds.
Drivers have little freedom to maneuver, and comfort and convenience are
low

(5) Level of Service E : This cannot be described by speed alone, but


represents operations at even lower operating speeds than in Level D,
with volumes at or near the capacity of the highway. Flow is unstable,
and there may be stoppages of momentary duration.

(6) Level of Service F : This describes forced flow operation at low


speeds, where volumes are below capacity. Speeds are reduced
substantially and stoppages may occur for short or long periods of time
because of the downstream congestion.
Traffic Operating Condition
Level of service:
1.A
2.B
3.C
4.D
5.E
6.F
Traffic Engineering Tools

1.Physical measures

2.Regulatory measures
Traffic Engineering Tools
1.Physical measures

i) To control vehicular movements


• Road signals/markings
• Road divider/Channelisation/islands
• Exclusive turning lane – flaring/widening of intersection
• Slip road
• Bus lay-by
• Speed breakers
• Segregated bus lane
• Grade separation etc.

ii) To control standing vehicles


• On/off street parking
• Off street loading/unloading for freight vehicles
• Terminals etc.
Traffic Engineering Tools
1.Physical measures

iii) To control pedestrian movements


• Guard rail/median/pedestrian barriers
• Side walk
• Cross walk
• Un-signalized – Zebra crossing
• Signalized – (time separated/sharing)
• Grade separated
•Underpass
•Overpass
Channelization/Island
Channelisation
Flaring
Bus Lay By
Median

Guard rail
Footpath
Car parking on Footpath
Unfinished footpath

(Picture Taken: Dhanmodi 6)


Unfinished footpath

No precaution
sign No light

(Picture Taken: Dhanmodi 6)


Pedestrian Crossing blocked by Cars

(Photo Taken: Nilkhate signal)


Garbage and Slums On Footpath:

(Photo Taken: Green Road(opposite of GREEN LIFE Hospital)


Pedestrian Footpath Blocked by Retails

(Photo Taken: New Market Over bridge)


Pedestrian Facilities near New Market

(Photo Taken: A top view of MIRPUR ROAD)


Traffic Engineering Tools
2. Regulatory measures

• Banning right turn


• One-way operation
• Speed control
• Parking control
• Access control
• Road Pricing
One-way operation
Speed control

Banning right turn

Parking control Access control


Road Pricing
⚫ Road Pricing means that motorists pay directly for
driving on a particular roadway or in a particular area
⚫ Economists have long advocated Road Pricing as an
efficient and equitable way to pay roadway costs, fund
Transportation Programs, and encourage more efficient
transportation
⚫ Road Pricing has two general objectives:
- congestion management
- revenue generation
Road Pricing

Road pricing (also road user charges) are direct charges levied
for the use of roads, including road tolls, distance or time
based fees, congestion charges and charges designed to
discourage use of certain classes of vehicle, fuel sources or
more polluting vehicles.
These charges may be used primarily for
⚫ revenue generation, usually for road infrastructure financing,
⚫ or as a transportation demand managementor as a transportation
demand management tool to reduce peak houror as a transportation
demand management tool to reduce peak hour travelor as a
transportation demand management tool to reduce peak hour travel and
the associated traffic congestionor as a transportation demand
management tool to reduce peak hour travel and the associated traffic
Road Pricing

⚫ Different types of Road Pricing are:


a. Vehicle Use Fees
b. Road Tolls
c. Congestion Pricing
d. HOT Lanes
e. Road Space Rationing
f. Distance based pricing
g. Cordon (Area) Tolls
Road Pricing

a. Vehicle Use Fees


- Fuel tax, insurance, registration
- Can be variable (more charge if drives more than a limit)
Ex.: Pay-As-You-Drive Vehicle Insurance, prorates
premiums by mileage so vehicle insurance becomes a variable cost
b. Road Tolls
Tolls are a common way to fund highway and bridge
improvements
- This is considered more equitable and economically efficient than
other roadway improvement funding options which cause non-users
to help pay for improvements
London Congestion Pricing

- Automatic Number Plate Reader (ANPR) records vehicles


entering the charging zone against a database of motorists
who have paid the fee
In 2004 Mayor Livingstone was reelected, largely due to
the success of the congestion pricing program
London Congestion Pricing
Singapore Congestion Pricing

⚫ Charging area much smaller than London and divided into


central business districts, where scheme applies from 7.30am
to 7.00pm, and expressways/outer ring roads, where scheme
applies from 7.30am to 9.30am.
⚫ ERP (Electronic Road Pricing) system introduced in 1998.
Benefits:
⚫ Immediate reduction of 24,700 cars during peak and rise of
traffic speed by 22%.
⚫ Reduced number of solo drivers.
⚫ Vehicle trips shifted from peak to non-peak.
Singapore Congestion Pricing
Median
Slip road
The Aston Expressway
approaching Birmingham City
Centre

Major Brisbane motorway


Expressway
Fig: Bus Priority Lane (Left) & Exclusive lane (Right)
Bus priority lane on Anzac Highway Priority bus lanes on West Terrace

The Grenfell Street bus priority lane Hoddle Street in Collingwood


Bus priority Lane in Oxford Road Heathrow to London Highway
Agents of the City of Paris also enforce parking
regulations, including restrictions on parking in
bus lanes.

Bus priority lane in Paris Special lane for buses in Paris


DBL at Istanbul DBL at Manhattan
Fig: Curbside Bus Lane (Type Fig: Off-set Bus Lane (Type
A) in New York City B) in New York City
Fig: Median Bus Lane (Type C) in Webster Avenue, NYC

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