SAB 3842 / SKAA 3842 1

FINAL EXAMINATION
SEMESTER I, SESSION 2015/2016

COURSE CODE : SAB 3842 / SKAA 3842

COURSE : TRAFFIC ENGINEERING

PROGRAMME : SAW / SKAW

DURATION : 2 HOURS

DATE : JANUARY 2016

INSTRUCTION TO CANDIDATES:
1. ANSWER ANY FOUR (4) QUESTIONS FROM FIVE (5) QUESTIONS.
2. WRITE YOUR NAME, SECTION AND LECTURER’S NAME ON THE FRONT
PAGE OF EVERY ANSWER’S BOOKLET.
3. YOU ARE NOT ALLOWED TO REFER TO ANY NOTES.

WARNING!
Students caught copying/cheating during the examination will be liable for disciplinary
actions and the faculty may recommend the student to be expelled from the study.

This examination question consists of ( 8 ) printed pages only.

 SAB 3842 / SKAA 3842 2

Q1. (a) Traffic flow, rate of flow and capacity represent macroscopic behaviour of
traffic. However, they can be related to individual behaviour of traffic stream
(microscopic). Discuss differences between traffic flow, rate of flow and
capacity and then explain how they can be related to individual behaviour of
traffic stream.
(5 marks)

(b) Free flow speed on a road section is 90 km/h. Traffic flow on the road is 1500
veh/h with 50% passenger cars, 20% small vans and 30% buses. Average
spacing among vehicles is 7 metres for passenger cars, and 14 metres for small
vans and buses. The occupancy rate for passenger car is 3 people/car, and for
bus is 34 people/bus. If a local transport policy is to limit the usage of
passenger car on a road section during peak hour period 12:00 to 14:00, it is
expected that 60% of occupant of passenger car will change mode of transport
to bus. Assume that speed and density has a linear relationship, determine:

(i) Jam density and maximum traffic flow for the road section before the
implementation of the transport policy.

(ii) Jam density and maximum traffic flow for the road section after the
implementation of the transport policy.

(iii) explain the implication of the transport policy to the traffic system on
the road.
(20 marks)
(25 marks)
 SAB 3842 / SKAA 3842 3

Q2. (a) Traffic studies are going to be conducted in Pengkalan Raja, Pontian, Johor to
obtain vehicles headway data. Discuss the concept of collecting the headway
data. State an equipment that can be used to obtain the vehicle headway and
then explain the advantage and disadvantage of this method.
(5 marks)

(b) Table Q2 below shows headway data collected on a road section in Pengkalan
Raja, Pontian, Johor.

Table Q2: Headway data in Pengkalan Raja, Pontian, Johor

Headway (seconds) Number of vehicles observed
0<x<1 14
1<x<2 37
2<x<3 27
3<x<4 19
4<x<5 10
5<x<6 7
6<x<7 5
7<x<8 1

(i) Calculate the mean and standard deviation for the headway data above.

(ii) Draw the histogram of the data and explain the distribution pattern of
the headway data.

(iii) If the project required that the confidence level be 95% and the limit of
acceptable error was 0.1 sec, did the observer satisfy the project
requirement?

(iv) Based on the information given, determine the average speed of

vehicles on the road section if there are approximately 45 vehicles in 1
km road section.

*All calculations must be clearly shown.

(20 marks)
(25 marks)
 SAB 3842 / SKAA 3842 4

Q3. A major road with East-West direction meets a minor road having North-South
direction. The geometric data and the traffic flow for this four-legged intersection is
as shown in Figure Q3 and Table Q3 respectively. The traffic flow consists of 10%
medium lorries. Note that the average turning radius is 15m, average passenger car
equivalent for medium lorries is 2.5 pcu and the road gradient is level for all
approach.

3.50m

7m Major

7m

3.50m

FIGURE Q3: 4-arm intersection

Table Q3: Traffic flow of the 4-arm intersction
Q (veh/h)

To North South West East

From
North - 250 56 60
South 411 - 115 72
West 53 66 - 356
East 45 68 334 -

(a) Propose an appropriate number and the sequence of the traffic phases for the
given intersection. State the reason(s) for the choice.

(b) Determine the optimum cycle time and the green period for each traffic phase.
An all-red period (R) for each phase may be taken as 2 sec, an amber period
(a) of 3 sec and the starting delay (l) is assumed 2 sec per phase. Other
adjustment factors are as given in Tables 1-4.

(c) Draw the proposed sequence of traffic phases and the timing diagram.

(d) Explain why there is a need to convert the hourly volume to passenger car unit
per hour.
(25 marks)
 SAB 3842 / SKAA 3842 5

Q4. (a) Stopping sight distance is one of several types of sight distance used in road
design. It is a near worst-case distance a driver needs to be able to see in order
to stop before colliding with something in the roadway, such as pedestrian in a
crossing and a stopped vehicle. Several factors have been identified to affect
the stopping sight distance. Discuss the factors and in what way the factors
affecting driver’s sight distance can have an impact on safety on the road.
(10 marks)

(b) A road is being designed with the radius of the curve to the centre of the
vehicle is only 500 metres. Given the superelevation is 0.05 and coefficient of
the side friction is 0.09, determine the maximum safe travel speed through the
curve.
(5 marks)

(c) A driver is trying to test the braking ability of his car found that he needed 4.5
metre more to stop his car when driving downhill on a road of 5% grade than
when driving downhill at the same speed on a 3% grade. If the coefficient of
friction, f is 0.35 and given his perception-reaction time is 2.5 seconds,
determine:
(i) the speed at which the driver conducted his test;
(ii) the distance travelled before the car comes to a stop on the 7% uphill
grade if the driver is travelling at the same speed as (i) above.
(10 marks)
(25 marks)
 SAB 3842 / SKAA 3842 6

Q5. (a) Driving task is complex and demanding. This is particularly so when speeds
are high, time pressures bear on the driver, locations are unfamiliar, and when
environmental conditions are adverse. Evaluate the significant of considering
driver performance when designing highways.
(5 marks)

(b) An engineer is assigned to find some information from a vertical curve of

400m. Knowing that the gradients are +4% uphill and -5% downhill, the PVI is
located at station 15+50 and the elevation is 130m. Determine:

(i) the station of the PVC and the PVT

(ii) the elevation of the PVC and the PVT
(iii) the location and elevation of the high point on the curve.

PVI

PVC PVT

(20 marks)
(25 marks)
 SAB 3842 / SKAA 3842 7

EQUATIONS
The symbols indicate parameters usually used.

X AB + (Y1 − Y2 ) AB
Q AB = 2πθ
t A + tW Length of circular segment, L B = R ×
360
(Y1 − Y2 ) AB ⎛ R.g.e ⎞
V 3 ⎜1 − 2 ⎟
t AB = tW −
Length of transition curve, LP = ⎝
Q AB V ⎠
c.R
2
⎛u ⎞ L=
AS
u = uf −⎜ f
⎜k
⎝ j
⎟⎟ × k
⎠
(
2 h1 + h2 )
2

⎛ kj ⎞ 2
L = 2S −
(
2 h1 + h2 )2

q = kj ×u −⎜ ⎟⎟ × u
⎜ uf A
⎝ ⎠
b
SR =
⎛ uf ⎞ 2 ⎛ 1.524 ⎞
⎜1 + ⎟
q = uf ×k −⎜ ⎟⎟ × k ⎝ r ⎠
⎜ kj
⎝ ⎠ b = 1800 for single lane
b = 3000 for two lanes
Vi =
∑(f V )i i

∑f i
I = R + a , S = 525W

V W ' + L' q
⎛ ⎞ a= + yi = i
∑ f iVi 2 − ⎛⎜ ∑ f iVi
2
⎞
SD = ⎜⎜ ⎟ ⎟
⎟⎟
2A V Si
⎜ ∑ fi ⎜ ∑f
⎝
⎟
⎠
⎝ i
⎠
n n n
Y = ∑ yi L = ∑ Ri + ∑ l i
Perception Distance = 0.28Vt i =1 i =1 i =1

Braking distance =
V 2 − u2 ⎛ zσ ⎞
N =⎜
2
(x − μ )
⎟ z=
254 ( f ± G ) ⎝ d ⎠ σ
G 2 − G1
A = G 2 − G1 r = 1 .5 L + 5
L Optimum Cycle Time, C O =
1−Y
rx 2
YX = + G1 x + Y0 yi
2 Effective green, g i = (C O − L )
Y
dY X
= rx + G1
dx Actual green time Gi = gi + l + R

V2 Controller green time Ki = gi+ l – a

R=
127(e + f )
LP
α = θ − 2θ P , θ P = 57.3
2R
 SAB 3842 / SKAA 3842 8

Table 1: Saturation flow for lane width equal to 5.5 m or less

W 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25
S 1845 1860 1885 1915 1965 2075 2210 2375 2560 2760

Table 2: Adjustment factors for the effects of gradient

Adjustment factor, Fg Conditions
0.85 for upgrade 5%
0.88 for upgrade 4%
0.91 for upgrade 3%
0.94 for upgrade 2%
0.97 for upgrade 1%
1.00 for flat road
1.03 for downgrade 1%
1.06 for downgrade 2%
1.09 for downgrade 3%
1.12 for downgrade 4%
1.15 for downgrade 5%

Table 3: Adjustment factors for turning radius effects

Adjustment factor, Ft Conditions
0.85 for turning radius, R < 10m
0.90 for turning radius where10m ≤ R < 15m
0.96 for turning radius where 15m ≤ R < 30m

Table 4: Adjustment factors for the effects of turning movements

% turning traffic Factor for right-turn, Fr Factor for left-turn, Fl
5 0.96 1.00
10 0.93 1.00
15 0.90 0.99
20 0.87 0.98
25 0.84 0.97
30 0.82 0.95
35 0.79 0.94
40 0.77 0.93
45 0.75 0.92
50 0.73 0.91
55 0.71 0.90
60 0.69 0.89