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UNIVERSITY OF JORDAN
CIVIL ENGINEERING DEPARTMENT
HIGHWAY ENGINEERING PROJECT
1. INTRODUCTION
2. ROUTE LOCATION
2.1 Guiding Principles
2.2 Route selection
3. EARTHWORK CALCULATIONS
3.1 Profile and Cross Sections
3.2 Areas of Cross Sections
3.3 Volumes of Earthwork
3.4 Sample Calculations for Areas and Volumes
3.5 Mass-haul Diagram
3.6 Cost Estimation of Earthwork
4. HORIZONTAL ALIGNMENT
4.1 Sight Distance
4.2 Design of Horizontal Curves
4.3 Superelevation Calculations
4.4 Sample Calculation
4.5 Widening of Pavement on Curve
5. VERTICAL ALIGNMENT
5.1 Grades and Types of Vertical Curves
5.2 Design of Vertical Curves
5.3 Sample Calculation
6. CONCLUSION
REFERENCES
civilium-ju.com
UNIVERSITY OF JORDAN
CIVIL ENGINEERING DEPARTMENT
HIGHWAY ENGINEERING PROJECT
1. INTRODUCTION
2. ROUTE LOCATION
2.1 Guiding Principles
2.2 Route selection
3. EARTHWORK CALCULATIONS
3.1 Profile and Cross Sections
3.2 Areas of Cross Sections
3.3 Volumes of Earthwork
3.4 Sample Calculations for Areas and Volumes
3.5 Mass-haul Diagram
3.6 Cost Estimation of Earthwork
4. HORIZONTAL ALIGNMENT
4.1 Sight Distance
4.2 Design of Horizontal Curves
4.3 Superelevation Calculations
4.4 Sample Calculation
4.5 Widening of Pavement on Curve
5. VERTICAL ALIGNMENT
5.1 Grades and Types of Vertical Curves
5.2 Design of Vertical Curves
5.3 Sample Calculation
6. CONCLUSION
REFERENCES
civilium-ju.com
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T'-i+~enl,al
F o r r Lane'
m o tLane
wa
s,des'''D_
y
fT
Bustness.
/f...oolway~
[
I
2-lane street
__.--
Outer separalton /
Shoulder
Lanes
Shoulder
Rouzd;:nlle slope
\j
"',"'-~/ "
Gen tie
s I ope
_:_
Rout\d;d ditch
Rura I
Fig. (1.21.
l.arte
Vvidfk:..
T1 pical high11:11
ct<lSS-SL~Ltinns
3 ..s _ ~, #'
Formation Width
Batter
Moving Traffic
Verge
Table 7.3
W3P-I~~
Batter
,, Sho;lder
Single-lane roads
Two-lane roads
ur to IO()(l
over 1000
1.5
1.'11 to
2.5
t~l
1.0
(.\)to
3.01 !OJ
Table 7.6
Terrain
Road classification
Flat
Rolling
Mountainou;,
Arterial
Sub-arterial
Collector
Local
3--5
3-5
3--5
4-h
5--7
6-X
(J X
7--9
X I0
4-6
7-9
9-11
civilium-ju.com
D\STAN
\! }
E:-
is wet. i.e. the condition chosen fur measuring the friction factor. American
experience in this matter suggests that the speed ftH wet conditions is appru.ximately ~:'to l)'i per cent of the design .~peed. Studies on rnotorways 111
this countn. howen:r. indicate that Bnttsh dnvcrs pay relattvely ltttle attention [~~t weather cnnditions. hH this tcason it is probably safer to dcstgn
on the assumptitlll that 1chicks will be travcllinL?. at the dcsit.;n spL~ed of the
htghwav.
~Tab-le 6.9 shows the safe stopping sight distances recommended hy the
Department oft he Environment fur usc in the design of single- and dualcarriagc\\'ay urban and rural roads in Britain.
Slllf'f'illg
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120
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l.fll
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7()
l.f()
')()
lW
270
1\unil
4:"0
:l61l
270
225
1.1.''
_\\)
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--+--------------~-----------------------------------------
_l:_p
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I..
d,
..
Fi)!. 6.111.
dz
Flcmcnts of total passing sight dtstancc rc:qutrcmcnts ,,n 2-lanc roads
2-lanc roads. i\s indica ted by Fig. 6.1 0. there arc four components of the
is
~-
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Cut
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'
Cut
'
'_,>------ -/
I
I
~\\ i.:l":\~1...
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lllethnd
<I!"C'a
FIGURE 5.4
Earthwork calculation> in transition fm111 till to cut.
general rule, most sQils...wilLs.l1rjnk and ro_s;l'~iiL~!Y-~ll. This shrinkage or swell must
be accounted for in order to determine whether a given amount of excavation will
make a given amount of embankment. The definitions of shrinkage and s\vell may
sometimes differ in practice: for purposes of this text. howe,er. shrinkage and swell
will be defined as the proportional change in volume of the material. relative to the volume it occupied in its natural state. This means that
(5 61
VI =(I + s)V(
and
Vc
v,
+-
(5.7)
.1'
where Vc and Vr are the volumes of cut and fill, respectively, and sis the shrinkage or
swell, understood to be negative when it is shrinkage and positive when it is swell.
I~XAMPI,E PROBLEM 5.2
Given the end areas below, calculate the volumes of cut and fill
between sta~im~s 351 ~~- 00 and 352 + 50. f~' the ma.terial shrink~er~ent, ho:"', much excess cut or till1s there? Express excess cut 111 nr1 o1 cut, and excess 111! 111 m 3 of hi!.
/'
...
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) '~'
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r.f
)
End areas, m2
l
'l"r
r
"
351 + 00
351 +50
35) + 75
352 + 00
352 + 14
352 +50
Cut
0
8.40
13.80
.13.34
Fill
57.93
52.28
23.58
3.73
0
civilium-ju.com
Table .
Area
f"unction
Rural
Arterial
Suo-arterial
Collector
Local
Urhan
Arterial
Suh-arterial
Collector
Local
Freeway
Divided
Undivided
Undivided
Undivided
Undivided
Freeway
Divided
Undivided
Divided
Undivided
Undivided
Undivided
--------
-~~
--- - - - - - - -
I 00-130 ( 60-XO J
I 00-130 (60-XO)
KO-l.lO (50-SO)
60-120 (40--7.~)
60-120 (40--7 5)
40-KO (25-50)
H0-100 (50-60)
80-100 (50-60)
m--HO (45-50)
70-XO (45--50)
60-KO {-+0-50)
SO-SO (30-SO)
40-60 1254())
----~------------~-------
Rural rolling
Rural
mountainous
Freeway
Arterial
B
B
B
B
c
c
c
c
Collector
Local
D
D
0
0
Functional
class
Exhibit
Level A
Free flow, no restrictions
on .f!l.<!MtJ.Yering
or operating speed
Level B
Stable flow,
few restrictions
Urban and
suburban
civilium-ju.com
,), t
'',
Level C
Stable flow,
more restrictions
Level D
Approaching
unstable flow
,,):
lliiiiiilr.l' .,,, :
Level E
Unstable flow,
some stoppages
~,;;;.; 1 ':.~
S...e-
Level F
Forced flow,
many stoppages
IGURI~
/l-11
(CONTINUFD)
59
civilium-ju.com
UNIVERSITY OF JORDAN
CIVIL ENGINEERING DEPARTMENT
HIGHWAY ENGINEERING PROJECT
Summer Course 2009-2010
Instructor: Prof. Khair Jadaan
../
Given the following information for geometric design
Design speed
= 100 km/hr
Max. uphill gradient
Perception time
Reaction t:me
= 4% '"
= 0.50 second
= 0.75 second
Max superelevation
Length of commercial vehicle
0.4
= 0.15
0.067
= 15m
= 0.5 m/seC2
Vertical radial acceleration (a )
= 0.4 m/seC2
Height of driver's eye above the road surface
= 1.05 m
Height of dangerous object above the road surface= zero
~1}'1 015 tl
The following information is also given for earthwork calculations :
= 0.85
Free-haul distance
= 250m
Overhaul cost
Cost of borrow
=
=
JD 0.25/m3/5 km
JD 0.50/m3
Cost of surplus
JD 0.35/m3
civilium-ju.com
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f oolway lane ' lane
S1deslrip
2-lane street
fool,.,ay SerVIce road
Lanes
Med1an
~;~----111'
~lanr j
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,J
Ouier
se~or:Jilon
Res1denl1al
.---
lii.i dr,llii\":J
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Rural molorway
Fil!. 6.21.
Tv(l1( 4 \
Crvs> >~crJ~
Formation Width
----------
~
Verge
Table 7.3
Batter
Single-lane roads
Two-lane roads
up to I 000
over I 000
Table 7.6
Terrain
Mountainous
Road classification
Flat
Rolling
Arterial
Sub-arterial
Collector
Local
3-S
3-S
3-5
4-6
4-6
6-~
5-7
7-9
6-l\
~-10
7-lJ
lJ-11
lflN C('!l/)
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CL.OVIRL[;\1 INTERCJL\NCJ:S
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610
Highway Capacity
610.01
610.02
610.03
General
Definitions and Symbols
Design
610.01 GENERAL
Design Manual
June 1989
610-1
civilium-ju.com
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EXTRA COMMENT
l.
It is possible ~tiJSe the base 1ine as a balancing 1ine but in our case
if it is used there is a surplus {excess cut) of 8,480 m3 ) (ex. Bannister
P235). Therefore, any number of horizontal lines may be drawn on the
curve to do the work in the most economical manner. These lines need
not be continuous.
2.
If balancing lines are not connected it means that the earthwork between
these points (1,2- 3,4) will not be balanced. (If curve is rising =i>
waste cut; if falling~it is necessary to borrow materials).
/
3.
long~excessive
4.
J having
regard to
free haul
1 ('.\
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Earthworks
r_
1
N
"'
'a
"lT~r
~I ,.J
'tl
CD.
1il
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(6) in moving earth !'rom cut to fill, assume the first load 'ijould be
from the cut ut );'to the fill at }'; the last load from the cut at Y to
I .\
:; 1_(. I
Ei~
_ iE
()
Ill
~
t
~\
0
<
if
u
....
Cl
l-
-.!i
"''
i1\
:;
'tl
the Hll nt Z. Thus the haul distance would appear to be from a point
mid-way between X and Y, to a p11int mid-way between l' and Z.
1-Iowcver as the section is repre.sentative of volume not area, the
haul distance is from the centroid of the cut volume to the centroid
of the fill volurne. The horizontal positions of these centroids may
be found by bise.cting the total volume ordinate CD with the h11ri
z.ontalline EF.
Nnw as haul is Vl)lumc X dist:.tnce. the total ha1tl in the sectiun
is total vnlume'>:total haul distance:.:: CD:.<f/100stn. m.
~;
~~
~~-
Ill
67
''i)
i!
:I
rol~,..
AI
~Y-:
;.;,-~
I C.:::::::::::::
N
I
s'
1
"").
~I
~I
. ....
~'
r-
(o)
-'
"
..
...,
..
(b)
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-..
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D
2.26
N)
civilium-ju.com
ROUTE LOCATION
250
I)
1st olternutiue
I
1st
!/
{J
alternative
Sta4!0
. <:::s
2nd olternotive
,](}{}
1/
Sto410
civilium-ju.com
~
Art&rla!Roada
_j
Sub-artertal Roads
Co,.<to< Roodo
Local Roads
Figure 25 Furrctioil.al ciasses of road and relacin~ priority for through traffic and access ro abuccing
property (source: Traffic Authority of New South Wales. 1981. Figure 5j
34
I) RoaJ
Table 2..1
Area
Function
Type
Rural
Anerial
Freeway
Divided
Undivided
Undivided
Undivided
Undivided
Uttmpi
Sub-aneriai
Co1lec10r
Local
2) ctu'tcWiese
Urban
Anerial
Sub-arterial
Collector'
Local,
:1.
Freeway
Divided
Undivided
Divided
Undivided
Undivided
Undivided
See Chap1er
I
. ''
ll
I-
7
7
7
7
..,
l-
9
8
y
8
8
8
;,_;:--=-----'""' ---'"'--'------!
--~
---
~..
.........._._
----- ~
i
\.,:- :
\ ~
\-- j}'_____
civilium-ju.com
610
Highway Capacity
610.01
610.02
610.03
General
610.01 GENERAL
The term ..capacity" is used to express the maximum
number of vehicles that have a reasonable expectation of
passing over a section of a lane or a roadway during a
given time period under prevailing roadway and traffic
conditions. Highway capacity is of vital concern in the
design of highways. A knowledge of highway capacity is
essential to the proper fitting of a planned highway to the
requirements of traffic. It helps both in the selection of
highway type and in determining dimensional needs such
as numberoflanes.
The purpose of this section is to provide the user with
enough information to perform a preliminary capacity
analysis for basic highway sections. This chapter also
gives a basis for determining the need for more detailed
capacity analysis.
This Design MlUIJIIll chapter does not cover preliminary
capacity analysis for highway portions with signal spacing of less than 2 miles and those within 2,500 feet of
interchange ramps.
Design Manual
June 1989
Terrain.
(a) Level Terrain. Any combination of grades and
horizontal and vertical alignment permitting heavy
vehicles to maintain approximately the same speed
as passenger cars; this generally includes short grades
of no more than 1 to 2 percent.
(b) Rolling Terrain. Any combination of grades and
horizontal or vertical alignment causing heavy
vehicles to reduce their speeds substantially below
those of passenger cars, but not causing heavy
vehicles to operate at crawl speeds for any significant
length of time.
(c) Mountainous Terrain. Any combination of grades
and horizontal and vertical alignment causing heavy
vehicles to operate at crawl speeds for significant
distances or at frequent intervals.
Heavy vehicle is defmed as any vehicle having more than
four tires touching the pavement. Crawl speed is the
maximum sustained speed which heavy vehicles can
maintain on an extended upgrade of a given percent.
(2) Symbols
K
D
KD
fE
610-1
610.03 VJI!:$i1GN
(1)
~sigr1
civilium-ju.com
Responsibility
=
=
ADT x KD where
DDHV/(SFL x fE x PHF)
DDHV
KD
=
=
ADT x KD where
V:DM6
Design Manual
610-2
June 1989
civilium-ju.com
"
'>
,..,l;'
2
Highway Type
1
Rural
Level
1
Rural
Rolling
B
B
Rural
Mountainous
Urban anct
Suhurhan
B
B
c
c
[)
[)
_')
Principal Arterial
Minor Arterial
Collector
Local Access
NOTES:
(I) Refer to 610.02 and Chapter440 for definitions of these area types ..
(2) Refer to Chapters 120 & 440 for defmitions of these highway types
.TYPE OF AREA AND APPROPRIATE LEVEL OF SERVICE
Figure 610-1
No Access Control
Tvpc
Rural
Suburban
AD~USTMENT
Divided
Undivided
Divided
Undivided
1.00
0.95
0.80
1.00
1.00
0.95
0.95
0.90
Figure 610-2
Design Manual
June 1989
610-3
civilium-ju.com
LEVEL OF SERVICE
K-FACTOR
0.10
2,400
Level Terrain2
4,800
0.11
2,.200
4,400
7,.200
12.200
20,800
0.12
~()()()
4,000
6,600
11.200
19,000
0.13
1,900
3,700
6,100
10,400
17,600
0.14
1,700
3,400
5,700
5,3005
9,600
9,0005
16,300
15,2005
0.15
r.6w
3.2cxY
7.900
13,500
22,900
Rollin~ Terrain3
0.10
1,100
2,800
5.200
8,000
14,800
0.11
1,000
2,500
4,700
7.200
13,500
0.12
900
2.300
4,400
6,600
12,300
0.13
900
2,100
4,000
6,100
11,400
0.14
5
0.15
800
2,000
3,700
5,700
7orP
1,8cxY
3.5oo5_
5,3005
10,600
5
9,900
4
Mountainous Terrain
1,300
2,400
0.10
500
0.11
400
1.200
0.12
400
0.13
400
0.14
300
5
300
0.15
3,700
8,100
2.200
3,400
7,300
1,100
2,000
3,100
6,700
1,000
1,800
2,900
6,200
900
1,700
2,700
1,6oo5
2,5005
5,800
5
5,400
9005
NOTES:
(1) Assumed conditions include 60/40 directional split, 14 percent trucks, 4 percent RV's and no buses.
(2) 20 percent, no passing zones.
(3) 40 percent, no passing zones.
(4) 60 percent, no passing zones.
~ J.
l)l.lb
($
F~'
,
.j
. 1
'
I . '
lil.lilfc':g.IJ<-
Figure 610-3
610-4
Design Manual
June 1989
civilium-ju.com
Roadway Alignmem
179
0 = Central Angle
for 100" Arc
VARIABLES
PC = Point d curvature (Beginning of cur,e)
PI = Point of intersection
D = Degree of curvature {I J
PT = Point ol tangency (End of curve)
R = Radius of curve ( 2)
PI = Point of intersection
..l = Centra! angle \J, 11~ J~<,' "' ~~
E = External distanc..: f 2 J
L = Leng1h of curve (PC to PT) (2)
M = Middle ordinate: f2J
8 = Length of arc (PC to P) t2J
C = Chord length (21
I = Central angle for arc length I
T = Tangent length (PC to PI & PT to PI} f2j
o = Deflection angle .st PC between tangent and chord for P
a = Deflection angk at PI ilctwcen tangcru and line from PI to P
x = Tangent distance from PC to P (2J
}' = Tangcnt offset P (21
5729.57795
R
(arc dd.)
360
.i
R tan2
R(scc
R -
[R~
x=l':
~ iJ
.
_ M = R( 1 - cos
NOTES:
200
1009
- ..l
2Rsm-z
1=--
9
/D
$=-=-
L = 2r.R..l
--C
= R sine
R (1 - cos fl)
A\
z)
(!) This variable used only for curve definition in tmditional US units.
{t) Units for these variables can be expressed in eilher meters or feet.
ro
civilium-ju.com
Ltn~t'IH
rtuh>li TS
I
I
Supe!L'll'\ ~II ill!! f unon
1+--L~----- 1_ ____________
SC
,'
250
"
200
!50
c.. ,;
101
IIIIJ
':-1;
"
-"'C g
==
~
'"
:::;
~"'
-:;;,
'=
;;
'I)
II
5i)
!Oil
1'0
200
2.'0
-\
I
(l(j
(>()
21!
\;f'lfHHl
FIGURE 4.19
difkr~ncc
in
~levati\>tL
scI
1~
I
----------f. --------+1
I
I
(}r;;
---V1
~
>
~(.:;
I
I
_ _ _ _ _ _ _! _ _ _ _ _ _
2"
u
0.
7.
~
IJ
- ,,
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lJ
;;
::.::
,~q
()'";~
60
4 ,.
xo
1- ()()
-~
+ Hi
1- ()()
FIGURE 4.20
civilium-ju.com
255
i\ circular curve joined to two tangents hy spiral transition curves is shown in Fig. 6.16. The dotted lines illustrate the circular curve
as it would appear if the transition curves were omitted. TS is the tangentspiral intersection, SC is the junction of the spiral and circular curve, CS is
the intersection of the circular arc and the second spiral and ST is the second
tangent point. The spiral angle, i.e. the total angle suhtendcd by the spiraL is
0,.
T ,; ;. t\ ~~ A I L
Spiru/ properties.
.s
I"(
:4
Sp1ral angle
TransitiOn
curve
Ls'Sp1rallength
Rc' Rad1us of wcular
arc
lc Yc, ( oord1nates
of the SC
k 'Absc1ssa of the
shilled PC
radians
2Rc
~ 7 3L
=- -5 degrees
2Rc
T1 ok+IRcPilan~/
.\..
oT+ptan61z +k
E1 oiRcPI sec~lz-Rc
'[psec~lz
.L' Shill
Is' Tangen! distance from
the PI to the IS
I, Tangen! d1stance for the
unshlfled c~rcular curve
Es' [1ternal d1stance to the
shifted curve
, External d1stance Ia the
unshlfted curve
Fig. 6.1 G.
Ls
es,_
p' Yc-Rcl1-cosA 5l
'L~/24Rc
appro1
k'lc-RcsinA 5
=ls/Zapprol
2
1 c-' L5 I 1 -8s /1 0 I
Also shown in Fig. 6.1 (J arc some of the more important relationships
a!Tccting the usc of the spiral curve in conJunction with the circular curve.
Detailed derivation of these formulae can be found in surveying textbooks.
In Fig. 6.16 the amount by which either end of the circular curve is
shifted inward from the tangent is indicated by the dimension K to P 1 C 1
This distance fl is called the Shifi. It is very convenient to remember that the
otlset from point K on the tangent to the transition spiral is very nearly P/2.
and that the line from K to P 1 C 1 approximately bisects the spiral.
LL'ngt h of' 1runsll/011. The th rce major factors governing transit ion curve
design arc the radius of curvature R.,, the external angle ,t1, and the length of
transition L,. Of these, R, and L1 arc usually selected on the basis of conditions existing in the ileld. L,, on the other hand, is selected on the basis of
factors affecting the comfort and security of the motorist.
As a vehicle passes along the transition curve its centrifugal acceleration
changes from zero at TS to 1 2 / R .. at SC. The transition length over which this
change takes place is equal to the vehicle velocity r multiplied by the travel
civilium-ju.com
Table 4.5
I I our
1/ou r
II I:F
I 'olum e
Volume
11/J
---- - - - - - - - - - - -
2'!4
42 ()()
42h
2'1.00
22.05
lK.SO
17.10
I.S ..'i2
PUI
I h. 71
1-f.S-l
14.77
)(){)
(J57
722
667
(>()()
7.19
.>:oo r m.
~.i2
Table 4.6
12.K.~
13 ..')5
Sunday
\lllllday
Tuesday
\\'cdnc,day
Th lll,;da 1
Frida\
Saturday
Total weeki\ ,.,,Jumc-
Table 4.7
I u I 11111 e
DJ:F
/SLJ.'i
111. 7 14
<J722
I I .4 J.i
I 0.714
L'-125
ll ..'i.ilJ
<J.5 15
7 () 12
7.727
h.5K2
7 012
5.724
h .'ii(J
75.12~.
rvL1rcll
April
1.75(1
I <J7'>
I C1.l~
1-+SI
I.YJ4
l)tJ4:-:
11.57S
lJ 5~ I
lJ.(J]::'
()tJ ..\S
I IS.'i
I ."154
.j_:"()
::'X.450.
tbtil\ \<JIUilll'.
1.\'>l)
l::'ilil
J.
M~l\'
Vl'<II"h \'lllllllll'-
.if 1-.F
lhl!IJ
I71Jtl
.Jun.
July
i\ugust
September
Cktllhcr
Nul"clllhcl
lkccmhL'I"
rvk;lll <II"L'I";JgL'
:\f)
.lanU<Iry
h:hruarv
T<>t:il
6:00 7:00p.m.
7:0() il:OO p.m.
K:00--9:00 p.m.
lJ:OO 10:00 p.m.
I 0:00- I I :00 p.m.
I I :00 -12:00 a.m.
12:00 -I :00 a.m.
I :00- 2:00a.m.
2:00-.\:1!0 a.m.
.':IJO- 4:00a.m.
4:1!0--5:00 a.m.
):il0--6:00 a.m.
2.~71J.
2.'i()ll
411111
4.'51)
)/;;()
.:''()()
:'ll(ll)
1751)
743
7()()
606
4S9
]96
]60
241
1.~0
100
l)()
Kh
137
lh.h2
17'-ll)
20.3.S
25.26
] I. 19
34.31
51.24
K2.3]
12.1.50
1]722
14.1.60
90.14
civilium-ju.com
Figure 4.13
SO liR( T:
Virginia
D~partmcnt, >I
civilium-ju.com
UNIVERSITY OF JORDAN
CIVIL ENGINEERING DEPARTMENT
HIGHWAY AND TRAFFIC ENGINEERING
COURSE NUMBER: 0901481
COURSE OUTLINE
Professor khair Jadaan
4th
edition, 2009
Midterm exam
Project
Course work
Final exam
TOTAL
20%
20%
10%
50%
100%
4th
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civilium-ju.com
VOLUME STUDIES
Traffic volume studies arc concluctccl to collect data on the number of vehicles and/or
pedestrians that pass a point on a highway facility during a specified time period. This
time period varies from as little as 15 minutes to as much as a year depending on the
an_ticij]l\tgl usc of the d<)ta. The data collected also may be put into subclasses which
may include directional movement. occupancy rates. vehicle cl<lssification. and pedestrian age. Tmffic volume studies arc usu;illy conducted when certain volume characteristics arc needed. some of which follow:
.,_,,,
,~
~ ~.,;.
. >-" ~
I. Average Annual Daily Traffic ( Ai\OT) is the average of 2.f-hour counts collected
every day of the year. AADTs arc used in several traflic and transportation
'-F>
analyses for:
/Estimation of highway user rcn;n~~~
b. Computation of crash rates in tenm of number of crashes per 100 million
vehicle miles
\)/. Establishment of traffic volume trends
.lt: Evaluation of the economic ka~bility of highway projL'Cts
e. Development of frecwav and major arterial street svstems
f. Development of imprm;cment ill~d maintenance prc~grams
2. Average Daily Traffic ( ADT) is the average of 24-hour counts collected over a
number uf days gre;tkr th;m lll1C hut ic~s than u year. ;\J)Ts Jll<l\' fw u~ccl for
a. Planning uf highwa~ activitie.'>
h. Measurement of current demand
C. Evaluation or existing traf"lic llmv
.l Peak Hour Volume (PI IV) is the rnaximhlJ11 number of vehicles that pass a point
.
.
.
~l-.
.
.
on a highway dunng a penod ol @.consecut1ve mmutcs. PI !Vs arc used tor:
a. Functional classification nf highways
V( Design of the geometric characteristics of a highway, for example. number or
lanes. intersection signalization. or channelization
\JX Capacity analysis
d. Development of programs related to traffic operations. for example. one-way
street systems or trartlc routing
c. Devclupmcnt of parking regulations
4. Vehicle Classification (VC) records volume with respect to the type of vehicles.
for example. passenger cars. two-axle trucks. or three-axle trucks. VC is used in:
V. Design of geometric characteristics, with particular reference to turning-radii
requirements. maximum grades. lane widths. and so forth
0 Capacity analyses. with respect to passenger-car equivalents of trucks
c. Adjustment of traffic counts obtained by machines
v;r. Structural design of highway pavements. bridges, and so forth
5. Vehicle Miles of Travel (VMT) is a measure of travel along a section of road. It
is the product of the traftic volume (that is, average weekday volume or ADT) and
the length or roadway in miles to which the volume is applicable. VMTs arc used
~mainly as a base for ~JY(lt:tnin_g resources for maintenance and improvement or
highways. 't\: \s. "-tso t\.~c..c.ssa.~ ,t,. c::lt.~~~n\~N ~c:c.\cN.""~ y"'-1;-.e.r.
-~
I~(
rACCi~f
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STUD\ES
TR.\FFJCE SI.R\TYS
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Block: C5
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13
ote: The 'ticks' and numbers in the small columns to right of the registration
mbers are not 'field' records but calculation checks.
Figure 4.3
0
a
:xtending this exercise a little further, still from the same set of
vey records, it is possible to calculate the total number of parked
ide-hours-- a figure which is of the utmost importance if a
nmercially-run, fee-paying, car park is to be considered.
'he calculations are best explained by demonstrating the tabulation,
of the figures recorded above in the typical survey record form.
(ing car 763 for example. its presence was noted on the 0800 circuit,
//'
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Figure 4.4
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!1s 1 M 12 Js
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i o8Jo 09oo! o93o 10oo i 1o1o: u oo ln1o 12oo l1no noo 113o
763 I 7631/ ! 763
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180 I 321 I 244
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1100
Time of day
iOOO
Parking
surve~
1300
1200
1400
da~.
again at 0830, 0900 and 0930, which latter was the fourth and last time it
was noted. Tracing through the record sheet therefore, 763 was ticked
once, twice, thrice and then the number '4' was inserted instead of a tick
at 0930. Similarly, car 180 was traced through 0800 and 0830 to end up
at 0900, where it was marked '3'.
The tabulation oft he survey results recorded in Fig. 4.3 should be set
out as shown below. The number of cars marked' l', '2', etc. in the small
right-hand columns of Fig. 4.3 are listed as numbers of vehicles in the
appropriate 'times seen' column. As already mentioned, each sighting is
considered as a half-hour occupancy of a parking space, giving
durations in hours, which, when multiplied by numbers of vehicles
gives 'parked vehicle hours'. Thus:
Time seen:
Duration (hrs ):
No. of vehicles:
Parked veh-hrs:
_,'
1h
5
1 ~~
4
2
7
2\6
JOY:
14
2\6
l
2\6
3
I
3
7
3\6
0
0
8
4
2
8
Hence:
Total parked vehicle-hours= 47V2
Peak duration = 1-2 hours, i.e. short-stay parking.
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