CE
341 Transportation
Engineering
(3-0-3)
Second
Semester 2001-2002 (012)
Instructor
:
Dr. Khalaf A. Al-Ofi
Office
Location
:
15/5410
Phone
:
2857
Office
Hours
:
SMW 09:00 – 11:00 am
Other
times can be made by arrangement
E-mail
:
kaluwfi@kfupm.edu.sa
Text
Book :
Transportation Engineering and Planning, 2nd Edition
By
C. S. Papa Costas and P. D. Prevedouros, 1993
Extra
Reading
P. H. Wright & N. J. Ashford, “Transportation
Engineering, Planning
C.
J. Khisth & B. Kent Lall, “Transportation Engineering –
An
Introduction, 2nd Edition, 1998.
Grading
System:
Homework
+ Attendance
20
Exam
I
20
Exam
II
25
Final
Exam
35
Total
100
Notes:
1.
Be punctual in attendance.
2.
Homeworks are to be done independently.
3.
Absolutely
no late homeworks.
Course
Outline
CE-341
|
No. |
Course |
Week
No. |
No.
of Lectures |
Reading
Assignment (Chapter) |
|
1 |
Introduction |
1 |
2 |
Introduction |
|
2 |
Vehicle
Motion |
1,
2 |
3 |
2 |
|
3 |
Human
Factors |
2,
3 |
3 |
2 |
|
4 |
Geometric
Design of Highways |
4,
5, 6 |
8 |
2 |
|
5 |
Pavement
Design |
6,
7 |
4 |
2
+ Handouts |
|
6 |
Transportation
Planning |
7,
8, 9 |
7 |
7
+ 8 |
|
7 |
Capacity
Analysis |
10,
11, 12 |
7 |
4
+ 5 |
|
8 |
Traffic
Impact and Parking Studies |
12,
13 |
3 |
9 |
|
9 |
Design
of Airport Terminals |
14,
15 |
2 |
Handouts |
|
10 |
Airport
Design Standards and Procedure |
14 |
4 |
Handouts |
King Fahd University of Petroleum &Minerals
CIVIL ENGINEERING DEPARTMENT
CE
341
Transportation
Engineering
Homework No. 5
1st April 2002
Dr.
Khalaf A. Al-Ofi
Second Semester 2001-02
1. Draw and Compare Diamond Interchange, Full Cloverleaf Interchange and
Directional Interchange in context to:
·
Cost
·
Application
·
Advantages
·
Disadvantages
2. What are the factors affecting pedestrian level of service (LOS)?
3. What are the factors affecting the LOS of a freeway section?
4. Define the following:
- Volume
-
Flow rate
-
PHF
-
Density
-
Space
-
Free flow speed
5.Solve the Following Problems from your Text Book “ Transportation
Engineering and Planning, 3rd edition”, C.S. Papacosta and P.D.
Prevedouros. On
Chapter 4 pg 220 & 221 :
Problem 2, 6, 10, 11, 14, 15, and 16.
Due Date: 8 April 2002.
King Fahd University of Petroleum &Minerals
CIVIL ENGINEERING DEPARTMENT
CE
341
Transportation
Engineering
Homework No. 6
1st April 2002
Dr.
Khalaf A. Al-Ofi
Second Semester 2001-02
1.
Cycle length
2.
Pre-timed signal
3.
Semi-actuated signal
4.
Fully-actuated signal
5.
Signal phase sequence
6.
Offset
7.
Signal phase
8.
Presence detector
9.
Signal controller
10.
Lane group
11.
Critical lane group in a phase
12.
Permitted movement
13.
Protected movement
14.
Cycle ring
15.
Progressive movement (green wave)
16.
Band width
17.
TRANSYT 7F
Q#2:
Solve the Example on page 172 of your textbook with the following modifications:
There
are three phases, one for each direction, i.e. (East, West and South).
Q#3:
Solve problem 20, 21 and 25 in your textbook, page 221-223.
Due Date: 15 April 2002.
King Fahd University of Petroleum &Minerals
CIVIL ENGINEERING DEPARTMENT
CE
341
Transportation
Engineering
Homework No. 6
28th April 2003
Dr.
Khalaf A. Al-Ofi
Second Semester 2002-03
1. What are the factors affecting the LOS of a
freeway section?
2. Define the following:
-Volume
-
Flow rate
-
PHF
-
Density
-
Space
-
Free flow speed
3. Find the level of service for the highway segment with the following characteristics:
Volume = 2100 vph
Lane width = 11 ft.
Number of lane = 2
Right shoulder lateral clearance = 2 ft.
PHF = 0.88
Interchange density = 1 per mile
% trucks and buses = 10%
% RVs = 2%
Rolling terrain
4. Find the number of lanes needed for a highway segment to operate at LOS 0 given the following:
Volume = 3000 vph
PHF = 0.90
Interchange density = 1 per mile
% trucks = 5%
% RVs = 3%
Rolling terrain
Assume the highway will be constructed to the highest standards.
5. Use HCS-3 to solve Ex. 3 & 4.
Due Date: 3 May 2003.
CE
341
Transportation
Engineering
Homework No. 7
20 April 2002
Dr.
Khalaf A. Al-Ofi
Second Semester 2001-02
Write your opinion on the best way to manage the parking
facilities in the campus. Give three alternatives and evaluate them in terms of:
a. Values and public acceptance
b. Practicality of implementation
c. Effectiveness in reducing demand and/or increase supply of
parking facilities.
Due 29 April 2002
King Fahd University of Petroleum &Minerals
CIVIL ENGINEERING DEPARTMENT
CE
341
Transportation
Engineering
Homework No. 7
18 May 2003
Dr.
Khalaf A. Al-Ofi
Second Semester 2002-03
Solve the following
Exercises in your textbook Chapter 8 on pg 442-445.
6, 8, 9, 19 and 20.
Due 24 May 2003.
King Fahd University of Petroleum &Minerals
CIVIL ENGINEERING DEPARTMENT
CE
341
Transportation
Engineering
Homework No. 8
24 May 2003
Dr.
Khalaf A. Al-Ofi
Second Semester 2002-03
Solve the following
Exercises in your textbook Chapter 10 on pg 524-526
1, 8, 9, 12 and `13.
Due 28 May 2003.
Noise
Generation:
Þ Noise: undesirable or unwanted sound
Þ Level measurement: decibel (= 10 bel)
or
Where:
L = level of sound
I = sound intensity (W/m2)
f = frequency of sound
Þ threshold of human hearing
Noise
Measures:
Þ Lp: noise level at a reception site that is exceeded P% of time
· Common values L10%
L50%
L90%
Þ
or
N Þ # of discrete measurements
Li Þ ow noise level during interval i
Þ LDN Þ Day-Night sound level of airport
TRANSPORTATION
PLANNING
TYPES OF PLANNING:
1. (Transportation
System Management) TSM
· Short-medium term
· No major construction
· No large capital requirements
Objective: Obtain maximum capacity and optimal operation from existing facility.
2. Strategic Planning
· Long-term & comprehensive
· Major construction
· Large capital expenditure
· Will effect - economy
- Social
- Natural environment
* Achieved by constructive policy making at the multiple level of government and administration.
STRATEGIC
TRANSPORTATION PLANNING
* Interaction process between philosophical and operational elements of planning
1.
PHILOSOPHICAL ELEMENT
- Needed for defining an optimal plan and ensure that the plan will not face overwhelming objections
Value: e.g. Ethics, moral and preference (equity).
Goals: e.g. Any citizen can move from E-W and N-W.
Objective: e.g. Fare of mode is affordable by all citizens.
Criteria: e.g. Student fare, senior citizens.
* Values: Given by higher authority policy-making individuals or bodies.
* Goals: Objective and criteria by Transportation Engineering.
- The above philosophical part is extremely important and should be worked on carefully.
- In any transportation plan there will be three concerned groups.
§ Operators (profit)
§ Users (cost & convenience)
§
Non-user (pollution,
socioe-conomic)
- A successful transportation plan is the plan that balances the needs of the operator and user against the benefit and disbenefit occurring to the non-user.
-
2.
OPERATIONAL ELEMENT
The
Land Use Transportation Model
Add transportation facility
¯
Increased accessibility
¯
Increased land value
¯
Changed land use
¯
Increased trip generation
¯
Greater traffic needs
¯
Add
transportation facility
¯
Increased
accessibility
¯
Increased land value
Sequential
Demand Forecasting Models
(Strategic
Planning)
1. Trip generation
¯
2. Trip distribution
¯
3. Model split
¯
4. Network assignment
- Traditional Modeling
- More recent approach is to model 1 – 4 in one step as human think and act (direct modeling).
Transportation
System Management
· Can be seen as action or group of actions that produce a shift in the supply-demand equilibrium of the transportation system.
· Changing the equilibrium can be achieved by shifting demand alone, supply alone or both simultaneously.
1.
Measures to reduce demand
§ Ride sharing
§ Transit marketing
§ Improvement of pedestrian facility
§ Use of communications in lieu of transport
2.
Measure to increase supply
§ Traffic engineering improvement
§ Freeway management (ramp control, information)
§ Truck restrictions
§ Staggered work hours
3.
Measures that reduce demand and degrade supply
Increasing the general travel time and at the same time give preference to high occupancy vehicles (HOV).
§ One lane is reserved for HOV
§ Auto restriction zone
§ No off-street parking
Remove some level of facility from low occup. Veh. (LOV) (supply less) and the user of LOV shift to other mode so demand is less.
4.
Measure that increase supply and reduce demand
§ Adding lanes for HOV
§ Counter flow lane for HOV
Supply increase because of adding lane
Demand decrease because of shift to HOV
1-
Trip Generation
Input: Socioeconomic Data
Output: Person-trip that will begin and/or end in each travel zone.
Zone: area of homogeneous socio-economic characteristics.
Trip Purpose: Separate estimate of trip generation should be done to each of the trip purpose.
· Home-based trips (any trip that begin or end at home).
·
Types of trip purpose:
- Home-based work
- Home-based non-work
- Non-home based
Trip generation could be:
a. Trip production for residential zone
b. Trip attraction for non-residential
Residential Residential
Non-residential Non-residential
ZONE-A
ZONE-B
o Two trip ends o Two trip ends
o One origin & one destination o One origin and one destination
o Production of two trips o Attraction of two trips
Refer to fig. 8.2.3 pg 354
For production models:
Factors affecting number of trips produced:
-Demographic makeup: Population, income, car ownership…etc.
For attraction trips factor are:
- Type & intensity of non-residential activity
Techniques for Trip
Generation
A. Regression analysis
B. Rate analysis (cross-classification)
A: Regression Analysis
Y = a + b X1 + g X2 …
Y = dependent variable (i.e. number of trips)
a, b, g = Constant
X1, Y2 = Independent variable
eg: Income, population.. (Production)
Area of mall (Attraction)
Calibration: For existing Y & X find all constant a, b, g
Prediction: Given a, b, and g (from calibration) , estimate values for X, you can find the expected Y.
e.g. given that a = 50
b = 0.4
Y = 50 + 0.4 (population)
Find the expected number of trips produced at residential zone having 1000 persons.
Y = 50 + 0.4 (1000) = 450 trips.
B. Trip Rate Analysis
Estimated rates; (examples)
2.4 trip/1000 ft2 for residential
5.2 trip/1000 ft2 for commercial service
3.9 trip/1000 ft2 for public buildings
High density: 2.4-trip/1000 ft2
Low-density 1.8 trip/1000 ft2
2.
Trip Distributions
Using output of trip generation which is:
Target year trip end expressed as residential trip production and non-residential trip attraction to find interchange between different zones.
Tools: o Gravity model
o Fratar model
3.
Modal Choice
Input: Number of personal trips between zone (A) and (B)
Needed: To distribute these trips between different available transportation modes.
Example.: We have 1000 person trip between Riyadh and Dhahran on Wednesday.
Modal Choice:
; 40% by air
10% by bus
20% by train
30% by passenger car
Tools:
Traditional stratified diversion-curves
Curves that will give % of trips using transit based on characteristics of transit service, tip maker, and trip purpose.
Multinomial
Logit Models
Utility and Disutility Functions (Read Sections 8.4.2 and 8.4.3 in text)
4.
Networks or Trip Assignment
Knowing that there are given number (1000) of passenger car trips between zones A (Dammam) and B (Al-Khobar), you need to distribute these trips between different available routes.
Distribute traffic between all available routes on the basis of utility of each route.
· Many procedure see text pp 400-420
Example:
· Minimum path assignment
- Free/All-or-nothing assignment
- Free/ multipath traffic assignment
- Capacity restrained traffic assignment
(See Textbook pg 409-419)
Objects affecting navigable airspace:
- Federal Aviation Regulation: - Standards for deforming obstruction
- Notice requirement for construction
- Imaginary Surface: - Should be free from objects hazardous to navigation
- An obstacle penetrating this surface is classified as obstruction
- Notification Requirement: - Formal hearing
- Either marked and lighted properly or removed
- Airport sponsor must notify FAA of any construction or alteration:
- 61 m (200 ft) above ground level
- Penetrate the surface in Fig. 16.4
- Within an instrument approach area
- Elevation of Highways, Railroad and Waterways should be adjusted upward:
- Interstate highway 5.2 m (17 ft)
- Other public roads 4.6 m (15 ft)
- Railroads 7.0 m (23 ft)
- Obstruction Standards: - Fig. 16.5
_ Imaging Surface of Civil Airport: Fig. 16.6
a)
Horizontal surface
b)
Conical surface
c) Primary surface
d) Approach surface
e) Transitional surface
Runway Capacity:
- Determine the airport capacity
Runway capacity is the ability of runway system to accommodate aircraft operation (loading + take-off).
- Unit - Operation per hour
- Operation per year
Saturation Capacity: Maximum number of aircraft operation that can be handled during a given period under conditions of continuous demand.
Factors Affecting
Capacity:
1. Weather and air traffic control condition (IFR or VFR ¯)
2. Number and configuration of runways capacity
3. Fleet mix larger aircraft capacity ¯
4. Arrival/departure ratio capacity ¯
5. Touch and go operations capacity
6. Number and location of runway exists capacity
Procedure for Estimating
Runway Capacities
FAA approximate hourly and annual service volumes (ASV s)
Aircraft mix - Four aircraft class
Class A - Small single engine aircraft 12, 500 lb or less
Class B - Small multi engine aircraft 12, 500 lb or less
Class C - Large aircraft 12,500 – 300, 000 lb
Class D - Large aircraft more than 300,000 lb
Mix index = % in class C + 3 (% in class D)
Table 6-13 : capacity for long range planning purpose.
Runway Configuration
Runway configuration is the layout of runways in relation to other service facilities:
- Important for runway capacity
Typical configuration: See Fig. 16-7.
1. Single
2. Non-interesting divergent/convergent runway
3. Parallel
4. Open parallel concept
5. Stagger parallel concept
6. Intersecting runways
CHAPTER 8
Concept of Traffic Control
Purpose of traffic control: - Assign right of way for drivers
- Facilitate safe and orderly movements
Means of Traffic Control:
Functions
- Signs - regulate
- Signals - guide
- Marking - warn traffic
- channel
To be effective TC must:
-
Fulfill
a need
- Command attention
- Convey clear simple meaning
- Give adequate time to respond
Five Factors to Consider for Effective TC:
1) Design: size, color and shape should convey the message, and command respect and attention.
2) Placement: location within cone of vision and adequate response time
3) Operation: fulfillment of requirement and consistency and uniformity
4) Maintenance: regular
5) Uniformity: same shapes
Avoid using conflicting signs or conflicting to geometry.
Conflict points of intersection:
3 Types: merge, diverge and cross (most significant)
Number of conflict points depends on number of lays and allowable move.
Objective of design:-
Reduce number of significant conflict points
Significance depends on: - type of conflict
- Number of vehicles in conflicting movements
- speed of vehicles in conflicting movements.
Types of Intersection Control:
Choice depends on: - Type of intersection
- Volume of traffic in each conflicting movement
Guidelines given by MUTCD (Warrants)
Yield signs: - Give priority to conflicting movements
- Stopping is not mandatory
- Used at minor street when intersect major street (Approach)
- Used when channelized right turn has no adequate acceleration lane
- Used at roundabouts.
Stop sign: - Vehicle has to stop before entering the intersection
- Should be used only when warranted
- Warranted on minor street intersecting major street with combined high speed and restricted sight distance, or accident record indicate necessity for such control.
Multiway Stop sign: - Used on all approaches when volumes are equal
- If volumes are high ® signal control
- Warrant: > 500 vph on intersection approach for 8 hrs
+ pedestrian + vehicle volume > 200 unit/hr for 8 hrs
+ average delay of veh. on minor street ³ 30 s/veh during
peak hr.
Min volumes requirement can be reduced by 30% of 85%
tile speed on major > 40 m/hr.
Channelization: - Natural convenient flow of traffic
- Avoid confusion by using few well-located islands
- Provide adequate radii of curves and width of lanes.
Traffic signals: - Separate conflicting movements by time
- Increase delay ® used only when warranted
Warrants: - 8 hr volumes - min vehicle volumes
- interruption of continuous flow
- combination of warrants
- Min pedestrian volume
- School crossing
- Coordinated signal system - Four hours volumes
- Accident experience - Peak hour
- Roadway network - delay
- volume
See page 286-291
Signal timing for Different color Indications
Def. Controller: Device that control color indication
(Cycle length): Time in second to complete color sequence
Phase: Parts of the cycle allocated to stream or combination of streams of traffic
Internal: part of the cycle the color indications don’t change.
Offset: Time difference in seconds between start of green at intersection and the start of the green of the corresponding phase at the next intersection.
Change (clearance) interval: time in second of yellow + all red
All red: Time in second when all approaches given red indication
Split phase: Part of the phase set apart from primary movement
Lane group: One or more lanes on intersection approach having the same green phase.
Guidelines to establish lane groups:
1) Exclusive LT or RT ® separate lane group
- if shared lane (TH + LT) or (TH + RT) consideration to
distribution of traffic
2) When Ex. (LT (and/or) Ex. RT ® all other lanes one lane group.
3) If LT is shared, evaluate if used as exclusive LT
Fig. 8.8
Critical lane group: Lane group that require longest green in that phase.
Saturation flow rate: Flow in veh/hr if the green Is given all the time and
continuous flow. ® ideal = 1900 veh/hr/ln
S = SoN fw fHV fg fp fbb fa fLV fRT fLpb fRpb