CVE 442: Midterm Exam

2014

Juan Villa
CVE 442
11/4/2014

CVE 442-Midterm Exam

I.

Proof of Assimilation of Concepts (15 pts)

Define the duties of a traffic engineer. (1 pt)

Transportation engineering is the application of technology and scientific principles to the

planning, functional design, operation, and management of facilities for any mode of
transportation in order to provide for the safe, rapid, comfortable, convenient, economical, and
environmentally compatible movement of people and goods.Traffic engineering also is that phase
of transportation engineering which deals with the planning, geometric design and traffic
operations of roads, streets, and highways, their networks, terminals, abutting lands, and
relationships with other modes of transportation

The duties of a generic traffic engineering are mainly thought of as an intergration of the
conepts and theories of Civil engineering and modofyign those learnings into a traffic
engineering scale. Therefore, some of the usual jobs include planning, geometric design,
and operation of roadways, their networks, terminals, abutting land, and relationship
with other transportation modes in order to provide for the safe, rapid, comfortable,
convenient, economical and environmentally compatible movement of people and goods.
Describe the Highway Capacity Manuals method for assessing the capacity and
the quality of flow at a freeway. (2 pts)

Capacity
The HCM defines capacity as; "The maximum sustainable flow rate at which vehicles
or persons reasonably can be expected to traverse a point or uniform segment of a
lane or roadway during a specified time period under given roadway, geometric,
traffic, environmental, and control conditions" The HCM capacity for each facility
type is computed according to the equations below.
The following equation is used to compute the capacity of all uninterrupted flow
facilities (freeways, multi-lane highways, and two-lane rural roads):
Cap = Base Cap * N * fhv * PHF* fp * fg [Equation 3]
Where:

Cap = Capacity in terms of vehicles per hour.

Base Cap = Base capacity in terms of passenger cars per hour per lane
(varies by facility type).

N = Number of through lanes.

fhv = Heavy vehicle adjustment factor (varies by facility type, vehicle mix, and
grade).

PHF = Peak-hour factor (the ratio of the peak 15-minute flow rate to the
average hourly flow rate).

fp = Driver population adjustment factor (used for freeway and multilane

only).

fg = Adjustment factor for grades (used for two-lane highways only).

For freeway and highway weaving sections the capacity is a function of weaving type,
number of lanes, free-flows speed, length and weaving ratio. Due to the
discontinuous nature of the procedure for weaving sections, no closed form equation
for capacity is available.
The following equation is used to compute the lane group capacity for an approach to
a signalized intersection:
s = (g/C) so N fw fHV fg fp fbb fa fLU fLT fRT fLpb fRpb [Equation 4]
Where:

cap = Capacity for subject lane group, expressed as a total for all lanes in
lane group (veh/h).

g/C = Effective green time per cycle ratio for lane group.

so = Base saturation flow rate per lane (pc/h/ln).

N = Number of lanes in lane group.

fw = Adjustment factor for lane width.

fHV = Adjustment factor for heavy vehicles in traffic stream.

fg = Adjustment factor for approach grade.

fp = Adjustment factor for existence of a parking lane and parking activity

adjacent to lane group.

fbb = Adjustment factor for blocking effect of local buses that stop within
intersection area.

fa = Adjustment factor for area type.

fLU = Adjustment factor for lane utilization.

fLT = Adjustment factor for left turns in lane group.

fRT = Adjustment factor for right turns in lane group.

fLpb = Pedestrian adjustment factor for left-turn movements.

fRpb = Pedestrian-bicycle adjustment factor for right-turn movements.

The following equation is used to compute the lane group capacity for the approach
to a roundabout and for a stop sign controlled approach to an intersection:

[Equation 5]
Where:

cp,x = Potential capacity of minor movement x (veh/h).

vc,x = Conflicting flow rate for movement x (veh/h).

tc,x = Critical gap (s).

tf,x = Follow-up time for minor movement x (s).

the Highway Capacity Manuals method for assessing the capacity and the quality of flow
at a freeway pedends on various measures. The first set of measures includes the measure
of the freeways performance. Meaning, how well does the freeway perform when
compared to other standard freeways? Some of the performance measures include its
safety, capapcity, lane width, velocity, clealarce, number of lanes, level of service,
vechicle demands per unit of time and flow patterns
Quality of Flow
Level of service (LOS) is a quality measure describing operational conditions within a
traffic stream, generally in terms of such service measures as speed and travel time,
freedom to maneuver, traffic interruptions, comfort and convenience." (HCM 2000, pg.
2-2).
A letter designation, A through F, that describes a range of operating
conditions on a particular type of facility. Level of service A represents the
best level of service and describes free flow operations and very low delays.
Level of service F represents the worst operating conditions.
The HCM has a method for assessing the quality of flow at a freeway. This is done so by
determining the Level of Service of such freeway. The steps for calculating the LOS are
shown below:
Step 1. Compute the free flow speed
FFS BFFS f LW f LC f M f A

Where: FFS = free flow speed,

BFFS = base free flow speed (60 mph,
Step 2. Compute the flow rate
vp

V
( PHF )( N )( f p )( f HV )

f HV

1
1 PT ( ET 1) PR ( E R 1)

Where: fLW = adjustment for lane width,

fLC = adjustment for lateral clearance,
fM = adjustment for median type,
fA = adjustment for access point density.

default),

Step 3. Construct a speed flow curve for the facility using free flow speed
interpolations.
Step 4. Determine the average passenger car speed, S, associated with the flow rate
computed in Step 2 given the curve constructed in Step 3.
Step 5. Compute the density.
D

vp
S

Step 6. Use table to assess the level of service associated with previous density.

Describe how to modify the previous method to guide the design of a freeway or
multilane highway? (2 pts)
There are three types of analysis that can be conducted for basic freeway sections and multilane
highways

In addition, the HCM defines .planning analysis." This,however, consists of beginning the
analysis with an AADT as a demand input, rather than a peak hour volume. Planning analysis
begins with a conversion of an AADT to a directional design hour volume (DDHV).
You could modify the previous method to guide the design of a freeway by adjusting
various factors that modifify the HCM method:

Factors:
Adjustment for lateral clearance
Access-Point Density` Adjustment
Adjustment for median type
Adjustment for lane width

In order for a traffic engineer to modify the previous method to guide the design of a
freeway or multilane highway they must take into consideration various factors. These
include some of the Human/User Sensory Capacities like visuals, kinesthetic abilities,
vestibular abilities, and Auditory Stimuli/Perception of the people driving on the road.
Having these concepts can help modified the previous method.
Why does the configuration of a weaving section impact on its level of service and
capacity? (1 pt)
Weaving areas (weaving occurs when one movement must cross the path of another along
a length of facility without the aid of signals of other control devices)
weaving area (area within on-ramp and off-ramp separated by less than 2,000 or 2500 ft)
weaving flow (the two flows that cross each other at weaving areas)

Enter LOS Table using derived Density Value

Capacity is the flow rate associated with a density of 43.0 pc/mi/ln for freeways
or 40.0 pc/mi/ln for multilane highways.

The configuration of a weaving section impacts the level of service and capacity because
the as a driver, it is important that the driver has as much time to maneuver around a
given section for safety reasons. Therefore, the weaving of the segment will make it
easier or harder for the driver to relocate on the road. So for example, if the weaving of
the section makes it harder for the driver to maneuver on the road, the less conficence he
has in driving and therefore the slower he will drive and this decreases the capacity of the
road because now youre affecting the flow of traffic.
Why is concentration the measure of choice for assessing the level of service of
freeway facilities? Why not use speed instead? (1 pt)
The use of density, rather than speed, is based primarily on the shape of the speed-flow
relationships depicted in Figures 12.3 and 12.4. Because average speed remains constant through
most of the range of flows and because the total difference between free-flow speed and the speed
at capacity is relatively small, defining five level-of-service boundaries based on this parameter
would be very difficult

The intention of LOS is to relate the traffic service quality to a given flow rate
of traffic
Density gives the proximity of other
vehicles in the stream. Since it affects the ability of drivers to maneuver in the traffic
stream
concentration the measure of choice for assessing the level of service of freeway facilities
because speed is just a measure of how fast a vehicle is displacing from point a to point b
without any other measurement that could help us estimate a LOS. But when using
concentration, we can get a better feeling as to how well the road is behaving because
conetration is a measure of the number of vehicles per unit length
What is the expression of the directional design hourly volume in terms of
average annual daily traffic on an urban radial facility? (1 pt)
the expression of the directional design hourly volume in terms of average annual daily
traffic on an urban radial facility is:
K*D*AADT = DDHV

Based on your review of the generic daily and monthly factors, what day(s) of
the week and month(s) of the year are preferable for executing traffic counts and
assessing the directional daily traffic without daily or seasonal adjustments? (1
pt)
The day(s) of the week and month(s) of the year are preferable for executing traffic
counts and assessing the directional daily traffic without daily or seasonal adjustments is
problably going to be the months of spring and fall which would include Novemeber &
October as well as May & April. I think these are probable months because their monthly
factors are the best fir for a range close to 1. As far as the days are concern, I would say
that the first and the last days of the week are probably the best days to pick. These days
would include Monday and Tuesday as well as Thursday and Friday. I pick these factors,
because, just as the factors for the months selected, for the days chosen the factors are
closer to 1.
Which level of service would you target for facility design in the years ETC and
ETC+20? (1 pt)
I would targer a level of service for facility design in the years ETC of about B because
if you design for a LOS too high you will have to spend to much money and if you design
for a LOS too low it might not fit the standards required. For an ETC+20 I would
problably design for a LOS of C because I since its a long term project I would want to
have a balance between the price and the quality of the job.
How would you anticipate the level of traffic flow on a facility in the year
ETC+20? (1 pt)
The only way to predict the level of traffic flow would be by using the following
equation:
V20 = V(1+i)20

Define flow rate. (1 pt)

The hourly expansion of a volime of recorded vehicles over an interval shorter than an
hour
Define maximum service flow rate. (1 pt)
the service flow rates are the maximums for each
level of service, they effectively define the flow boundaries between levels of
service.
The maximum service flow rates for each level of service, MSfi, are taken from Table 12.3 (for
freeways) and Table 12.4 (for multilane highways). The tables are entered with the appropriate
free-flow speed. Interpolation may be used to find intermediate values
depend upon the free-flow speed of the facility.

The maximum hourly rate at which persons/vehciles can expect to tracerse a point of
lane/roadway in a given time period under prevailing traffic/roadway conditions
Define service flow rate. (1 pt)

The expected rate of flow on a roadway under given traffic conditions and control
conditions while sustaining a particular LOS
Derive the heavy vehicle equivalent. (1 pt)

fHV =heavyvehicleadjustmentfactor
ET =passengercarequivalentsfortrucksand/orbuses
ER=passengercarequivalentsforrecreationalvehicles
PT, PR=proportionoftrucksorbusesandRVsinthetrafficstream
Explain the difference between service and maximum service flow rates. (1 pt)
the difference between service and maximum service flow rates is that the service flow
rate is the expected rate of flow on a roadway under given traffic conditions and control
conditions while sustaining a particular LOS, meanwhile
that for the serice flow rates the flow rate that is already expected under given onditions.
For example, on weekdays in the morings and in the afternoons you can expect flow rates
to be very low becoase eve everyone in either coming from or going to and from work.
On a maximum service flow rate, it only measures the maximum flow rate on a given
road, regardless of what you expect, it is the measurement of the maximum flow rate on
the road. See, Service flow rates are stated in terms of peak flows within the peak hour, usually
for a 15-minute analysis period, meanwhile maximum service flow rates depend upon the freeflow speed of the facility.

II. Compute the azimuths of all lines of a closed traverse EABCDE whose balanced
angles to the right (5 in total) you would have chosen. (Please use at the very least
three dissimilar angles.) Also select the azimuth of any course of the traverse as
starting point for your analysis (5 pts).

III.
IV. Design a sag vertical curve for a roadway segment under construction. Choose
the backward and forward tangent grades within the range of -2% and 5%. (Please
select two unequal values within the given range.) (5 pts)

Station Distance
from
BVC
471+38 0
472+00 62
473+00 162
474+00 262
475+00 362
476+00 462
477+00 562
478+00 662
478+62 724

Tangent
Elevation

Offset

Elevation

305.43
304.5
303
301.5
300
298.5
297
295.5
294.57

0
0.11
0.72
1.9
3.62
5.9
8.72
12.11
14.48

305.43
304.61
303.72
303.4
30362
304.4
305.72
307.61
309.05

V. Design a simple horizontal curve to connect two roadway tangents that deflect at
an angle chosen between 50 and 75 degrees. Choose a left deflection angle. Assign a
station to the curve PI and select a degree of curve between 3 and 6 degrees. Choose
coordinates for the point of tangency and an azimuth for the forward tangent.
Provide the curve data including the deflection angles from the tangent at the point
of curve to full stations on the curve, the chords to previous stations and the
coordinates of full stations (10 pts).
Station
PC 943 +
133.05
944t00

Deflection
Angle
0.0

Chord
Length
0.0

1.6

66.9

945+00
946+00
947+00
948+00
949+00
950+00
951+00
952+00
953+00
PT 953+38.35

4.0
6.4
8.8
11.1
13.5
15.9
18.3
20.7
23.1
24.0

100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
38.4

Station
471+38
472+00
473+00
474+00
475+00
476+00
477+00
478+00
478+62

Distance
from
BVC
0
62
162
262
362
462
562
662
724

Tangent
Elevation

Offset

Elevation

305.43
304.5
303
301.5
300
298.5
297
295.5
294.57

0
0.11
0.72
1.9
3.62
5.9
8.72
12.11
14.48

305.43
304.61
303.72
303.4
30362
304.4
305.72
307.61
309.05

Station
PC 943 + 133.05
944t00
945+00
946+00
947+00
948+00
949+00
950+00
951+00
952+00
953+00
PT 953+38.35

Deflection Angle
0.0
1.6
4.0
6.4
8.8
11.1
13.5
15.9
18.3
20.7
23.1
24.0

Chord Length
0.0
66.9
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
38.4

Coordinates
56 48' 20" N
56 48' 55" N
55 30' 00" N
53 12' 38" N
52 54' 00" N
51 08' 45" N
49 43' 43" N
47 31' 35" N
46 26' 05" N
43 04' 24" N
42 51' 08" N
40 10' 20" N