I.

TITLE: Driver, Vehicle, and Road Characteristics Topics: -Driver Characteristics -Vehicle Characteristics -Highway Types -Traffic Flow Characteristics -Highway Capacity and Levels of Service -Street Capacity and Levels of Service -Other Capacity and Level of Services Situations -Sight Distance -Curvature, Super elevation, and Side Friction

II.

OBJECTIVES: -to be able to know the different factors that is present in

highway. -to gain more knowledge in highway by studying and differentiating the different kinds of highway. -to know what are the characteristic of the driver.

III.REPORT PROPER: Driver and Vehicle Characteristics The three major factors considered in traffic management and road design are road user behavior, road environment, and vehicle type accident occurs if there is failure in one or a combination of these factors. Human `

Vehicle Driver Characteristics

Road

 Road safety depends on the interaction of the Driver, the Vehicle and the Road Environment Individual driver characteristics vary from Person to person Roads need to accommodate the great difference in driver characteristics Design Operation Driver Perception and Reaction Steps in Perception-Reaction Detection: is aware Identification: knows Decision: chooses Response: acts Perception-Reaction Time The second critical driver characteristic is perception-reaction time (PRT). -Detection. In this phase, an object or condition of concern enters the drivers field of vision, and the driver becomes consciously aware that something requiring a response is present. -Identification. In this phase, the driver acquires sufficient information concerning the object or condition to allow the consideration of an appropriate response. -Decision. Once identification of the object or condition is sufficiently completed, the driver must analyze the information and make a decision about how to respond. -Response. After a decision has been reached, the response is now physically implemented by the driver. After a persons eyes detect and recognize a given situation, a period of time elapses before muscular reaction occurs. Decision and Response Initiation Time Eye-to-finger reaction-- 3/8 s Eye-to-foot reaction2/3 s 1.0 s Detection and Recognition Time Minimum value falls between 0.2 s and 0.3 s. These are used in the determination of: Sight Distances: Stopping Sight Distance (SSD), Passing Sight Distance (PSD) and Decision Sight Distance (DSD). Safe approach speeds at intersections and interchanges.

 Timing of signals at railroad crossing. Traffic signal change intervals. Factors Affecting Reaction Time Age Gender Physical condition (fatigue, alcohol) Distraction Environment (weather, night) Expectancy Vehicle Characteristics Criteria for the geometric design of highways are partly based on the static, and dynamic characteristics of vehicles. Static characteristic include the weight and size of the vehicle. Dynamic characteristics involve the forces that cause motion to vehicle. Static The size of the design vehicle for a highway is an important factor in the determination of standard design for several physical components of highway. These include the lane width, shoulder width, length and width of parking bays, and lengths of vertical curves. The axle weights of the vehicles expected on the highway are important when pavement depths and maximum grades are being determined. Dynamic Acceleration, Deceleration and velocity Highway Design Standards -Design speed - "the maximum safe speed that can be maintained over a specified section of highway when conditions are favorable such that the design features of the highway govern. -Running speed - speed vehicles are actually traveling (running distance over time). -Design vehicle - the largest vehicle that uses the facility with any frequency. Highway Types All state highway systems and most of the local highway and street systems encompass several types of classes of highways. At one extreme are highspeed, high-volume facilities carrying through traffic, with no attempt made to serve abutting property or purely local traffic. At the other are local rural roads or streets that carry low volumes, sometimes at low speeds, and with a primary function of land service.

Definition of various types of highways(and for many other highway terms) have been prepared by an AASHO Special Committee on Nomenclature. These are published as AASHO Highway Definitions. Some of these are as follows: Expressway. Divided arterial highway for through traffic with full or partial control of access and generally with grade separations at major intersections. Freeway. Expressway with full control of access. Parkway. Arterial highway for non commercial traffic, with full and partial control of access, and usually located within a park or a ribbon of parklike developments.

The other highway types lack the feature of access control. They include: Major street or major highway. Arterial highway with intersections at grade and direct access to abutting property, and on which geometric design and traffic-control measures are used to expedite the safe movement of through traffic. Through street or through highway. Every highway of portion thereof on which vehicular traffic is given preferential right of way, and at the entrances to which vehicular on such through highway in obedience to either a stop sign or a yield sign, when such signs are erected. Local road. Street or road primarily for access to residence, business, or other abutting property. TRAFFIC VOLUMES Characteristics of Traffic Flow Traffic flow on a highway is measured by the number of vehicles passing a particular, station during a given interval of time. In many instances, traffic is stated as the average annual daily traffic, commonly called the AADT. Again, volume may be stated on an hourly basis, such as the hourly observed traffic volume or the estimated thirtieth-hour volume, which is

commonly used for design purposes. Some agencies now use volumes for 5 min intervals to distinguish short peak movements. Traffic flow at a given location depends on numerous factors peculiar to that site. As would be expected, it varies by hours of the day, days of the week, and months of the year. Likewise, its character changes; for example the percentage and kind of trucks is a function both of time of the day and the contributing area. HIGHWAY CAPACITY AND LEVELS OF SERVICES *Capacity The Capacity of any element of the highway system is the maximum number of vehicles which has a reasonable expectation of passing over that section (in either one or both directions) during a given time period under prevailing roadway and traffic conditions. Speed-Volume Capacity Relationships for Basic Freeway and Multilane Highway Segments Knowledge of the relationships among speed, volume, and capacity is basic to understanding the place of capacity in highway design and operation. If a lone vehicles travels along a traffic lane, the driver is free to proceed at the design speed. But as the number of vehicles in the lane increases, the drivers freedom to select speed is restricted. The Level of Service Concept A qualitative concept that has been developed to characterized acceptable degrees of congestion as perceived by motorists. Operating speeds goes down and driver restrictions become greater as traffic volume increases. Level of Service is commonly accepted as a measure of the restrictive effects of increased volume. Each segment of road way can be rated at an appropriate level, A to F inclusive, to reflects its condition at the given demand or service volume. Level A represents almost ideal conditions; Level E is at capacity; Level F indicates forced flow. *Level A - Free Flow; Speed controlled by drivers desires, speed limits, or physical roadway conditions. *Level B - Stable Flow; Operating speeds beginning to be restricted; little or no restrictions on maneuverability from other vehicles. *Level C - Stable Flow; speeds and maneuverability more closely restricted. *Level D - Approaches Unstable Flow; tolerable speeds can be maintained but temporary restrictions to flow cause substantial drops in speed.

*Level E - Volumes near capacity; speed typically in neighborhood of 30mph; flow unstable; stoppages of momentary duration. Ability to maneuver severely limited. *Level F - Forced Flow, low-operating speeds, volumes below capacity; queue formed. Factors that Reduce the Capacity and Level of Service of Basic Sections These include 12-ft lanes, shoulders at least 6 ft wide, flat grades, unrestricted sight distance, and no trucks or buses. If these conditions are not fulfilled, capacity is reduced. *Effects of reduced lane width and edge clearance Narrow lanes and narrow shoulders or other restrictions on edge clearance reduce capacity. *Effects of horizontal or vertical alignment Sharp horizontal curves causes vehicles to travel more slowly because they create dynamic forces to which the driver reacts. Short vertical curves over crests or obstructions to vision on the inside of horizontal curves likewise should cause vehicles to slowdown. *Effects of commercial vehicles Trucks require substantially more highway capacity per vehicle than do passenger cars. A truck in the traffic stream may have the effect of from 2 to more than 100 passenger cars, depending on the particular situation. Buses likewise use more capacity than passenger cars. *Effect of grades Brakes are assisted by gravity on upgrades and opposed on gravity of downgrades. On uphill stretches safe or desirable vehicles spacing can therefore be smaller, which leads to increased capacity. Weaving Sections Weaving is defined as the crossing of two or more traffic streams traveling in the same general direction along a significant path of highway without the aid of traffic signals. Ramps Ramps transfer traffic from freeway to freeway to provide access to and egress from freeways and some expressways. STREET CAPACITY AND LEVELS OF SERVICE Intersection capacity, rather than that of street itself, usually determines how many vehicles can be accommodated. Between intersections, the street is alternatively heavily loaded and largely unoccupied. At these intersections, control by traffic signals is common; without them traffic would become almost completely snarled. Factors Affecting Street Capacity and Levels of Service

-Physical and Operating a. Physical and Operating (Width of approach)- For one-way streets the capacity of an intersection in terms of widths, measured from face or curb to face of curb. For two-way streets, width is that from face of curb to division line between opposing vehicles or the median. b. Physical and Operating (Parking Conditions)- The influenced of parked vehicles on the effective width of the roadway usually is substantially greater than the space occupied. -Environmental a. Environmental Conditions (Load Factor)- Load factor offers a means for quantifying level of service by measuring the utilization of an intersection approach roadway during 1 hr of peak traffic flow. Specifically it is the ratio between the number of green phases that are fully utilized and the total number of green phases available. Thus, a load factor of 0.0 means that no green phase during the hour is fully loaded (level of service A); a load factor of 0.3 reflects good operating conditions (level of service C); a load factor of 0.7 approaches unstable flow (level of service D); and a load factor of 1.0 is unstable flow (levels of service E or F). There has been dissatisfaction with load factor as an indicator of level of service because it does not well defined situations involving traffic-actuated or coordinated signals or where the intersection is oversaturated. b. Environmental Conditions (Peak Hour Factor PHF)- The peak hour factor recognizes that traffic flows do not remain constant for a full hour. For capacity and levels of service analysis for intersections, the PHF is commonly based on a 15 min. period. A ratio of the volume occurring during the peak hour to the maximum rate of flow during a given time period within the peak hour. PHF maybe expressed as follows: PHF = (PEAK HOUR VOLUME) 4 (PEAK 15 min. VOLUME)

-Traffic Characteristics a. Traffic Characteristics (Turning Movements)- Turning movements can have a substantial effect on capacity. 1.Effect on capacity per turning vehicle decreases as the number of turning vehicles increases. 2.On two-way streets, the effect of left turning vehicles is related to the number of opposing vehicles. 3.The effect of turning movements on capacity is dependent on conflicting pedestrian flows. 4.Turning the vehicles cause a relatively greater reduction in capacity on narrow streets than on wide ones.

5.Wider cross streets have increased capacity because left turns can be made more easily, given more space and increased maneuvering speed. The effect of cross-street widths on right turns is variable, depending on such factors as turning radius and pedestrian movement. 6.Provision of separate left-turn lanes, possibly with a separate left-turn signal phase, will have a marked effect on capacity and requires special analysis. b. Traffic Characteristics (Trucks and through Buses)-Trucks and through buses which are not scheduled to stop in the vicinity of the intersection reduce capacity because they occupy more space and have slower acceleration rates than passenger cars. Often light trucks are considered to be passenger cars and heavier trucks or buses as two passenger cars. OTHER CAPACITY AND LEVEL OF SERVICE SITUATION Bus Lanes Provision is being made increasingly for exclusive lanes on freeway for busses. Which lanes reserving for them.

Pedestrians Provision for pedestrians as well as for motor vehicles is required in urban areas and for access to and egress from places where people assemble.

Sight Distance Is for the safe vehicle operation. A clear line of sight of suitable length must be provided along the road. The minimum sight distances can be computed by principle of dynamic.

The three concern in safe sight distance Stopping or Nonpassing Passing Decision

Stopping (Nonpassing) Sight Distance Stopping sight distance is made up of two elements 1. The distance traveled after the destruction comes into view but before the driver applies the brakes. - In such instances, proper design requires that such hazards become visible at distances great enough that drivers stop before hitting them

2. The distance is consumed while the driver breaks the vehicles to a stop. This expressed in formulas the distances covered are: Braking distances (S) = V / 2g or (m/s)/ 19.8 = V / 30 (ft) Detection, recognition, decision and response initiation (S) = tV In slope S = V / 2g ( + G)

Where: V = initial speed t = detection, recognition, decision and response initiation (brake-reaction) time g = acceleration of gravity = coefficient of friction between tires and pavement G = the longitudinal slope of the road, or % grade / 100 Example problem: Compute the detection, recognition, decision and response initiation time for the average approaching a blind intersection which has possible conflicts on the other three legs at 40mph, what is the distance traveled during this interval? Given : V= 40 mph required = t = 0.15 Soln: S = tV S = V / 30 V = 40mph to ft per sec V = 58.676 ft / sec S = (58.676) / 30(0.15) S = 765.083 ft S = tV 765.083 = t(58.676) t = 765.083 / 58.676 t = 13.04 sec Passing Sight Distance The minimum distance a head that must be clear to permit safe passing. It also a deciding whether or not to pass another vehicle, driver must weigh the clear distance available to them against the distance

required to carry out the sequence of events that make up the passing maneuver. Some Operating Conditions in passing sight distance 1. The overtaken vehicles travels at a uniform speed 2. The passing vehicles has reduced speed and trials the overtaken one as it enter the passing section 3. When the passing section is reached, the requires a short period of time to perceive the clear passing section and to react and start acceleration 4. Passing is accomplished under a delayed start and early return. Decision Sight Distance It is to make unexpected maneuver which introduce likelihood for errors in information reception, decision making, or control actions. IV. SUMMARY:

Road safety depends on the interaction of the Driver, the Vehicle and the Road Environment. Driver Perception and Reaction Steps in Perception-Reaction Detection: is aware Identification: knows Decision: chooses Response: acts Decision and Response Initiation Time Eye-to-finger reaction-- 3/8 s Eye-to-foot reaction2/3 s 1.0 s Detection and Recognition Time Minimum value falls between 0.2 s and 0.3 s. Definition of various types of highways (and for many other highway terms) have been prepared by an AASHO Special Committee on Nomenclature. These are published as AASHO Highway Definitions. Some of these are as follows: -Expressway. -Freeway. -Parkway -Major street or major highway -Through street or through highway. -Local road Traffic flow on a highway is measured by the number of vehicles passing a particular, station during a given interval of time.

 The Capacity of any element of the highway system is the maximum number of vehicles which has a reasonable expectation of passing over that section (in either one or both directions) during a given time period under prevailing roadway and traffic conditions. Factors that Reduce the Capacity and Level of Service of Basic Sections *Effects of reduced lane width and edge clearance *Effects of horizontal or vertical alignment *Effects of commercial vehicles *Effect of grades Weaving Sections Weaving is defined as the crossing of two or more traffic streams traveling in the same general direction along a significant path of highway without the aid of traffic signals. Ramps Ramps transfer traffic from freeway to freeway to provide access to and egress from freeways and some expressways. Factors Affecting Street Capacity and Levels of Service -Physical and Operating -Environmental -Traffic Characteristics OTHER CAPACITY AND LEVEL OF SERVICE SITUATION -Bus Lanes -Pedestrians -Sight Distance The three concern in safe sight distance Stopping or Nonpassing Passing Decision

Passing Sight Distance The minimum distance a head that must be clear to permit safe passing. Decision Sight Distance It is to make unexpected maneuver which introduce likelihood for errors in Information reception, decision making, or control actions.

REFERRENCE/S: *Highway Engineering 4th Edition by C.H.Oglesby * www.mdt.mt.gov/other/traffic/external/pdf/chapter_30.pdf *http://www.drivermetrics.co.uk/publications/Chen-in%20press.pdf *www.ictct.org/dlObject.php?document_nr=226&/Zakowska.pdf