DEPARTMENT OF CIVIL ENGINEERING

Full Module Specification

Module Title/Course Name Traffic Engineering and
Management
Module Code : CE 451
Module Level : 4th Level
Academic Year : Spring-2022
Module Lecturer : Nusrat Jahan Ekra
Contact Address: nj.ekra@gmail.com
Room no. 528
Counseling Hour: Before or after class or by
appointment
Module Credit 3.00
Pre Requisites : Transportation Engineering I
Co Requisites :
Duration of Module : 2 hours
Grading : As outlined in the University policy
Teaching Methodology Class room lecturer, multimedia
presentation ,discussion, group study,
assignment, presentation, etc.
Method of Evaluation Attendance =20
Continuous Assessment =20
Mid =30
Final =30
TOTAL =100

1
 Transportation Engineering and Management

Introduction:
Welcome to Transportation Engineering and Management module. This
module is offered to the students of civil engineering dept. It is evaluated on
the basis of class tests, assignments, discussions, presentations and the final
examination.

Objectives:

On completion of this course, you will be able to:

 Identify the key areas of a traffic plan, and design strategies related to
specific problems

 Evaluate the concepts of Intersection and Interchanges with their

facilities along with suitability

 Identify the key concepts related to traffic engineering and management

with special concentration on the competitive environmental analysis

 Understand traffic safety and management techniques

 Develop street lighting facilities with layout design

 Select the method of parking and evaluation of parking parameters

 Course Contents

Week Topics/Module/Chapter

1 Fundamental principle of traffic flow

2 Basic traffic stream model

3 Roadway demand and supply management techniques

Traffic management, Modern traffic management pre-

requisites, Traditional management approach

4 One-way and Two-way Road operation

Grade separated intersection

5 Grade separated intersection flow path and diagram
6 Environmental aspects of highway traffic & preventive
measure
Overview of Syllabus
Mid-Term

Week Topics/Module/Chapter
7 Arrangement/ Layout of Street Lighting, Types of Light
Sources/Lamps
8 Design of street lighting

9 Parking statistics, Methods of Parking, Parking Layout

Evaluation of Parking Parameters by in-out survey and
10 license plate count method

11 Road safety strategies in categories, The Haddon References:

matrix
Delay and congestion Length calculation Transportation
12
engineering by
Overview of syllabus
Khanna and
13
internet
Final Exam
3
 Fundamental Principles of Traffic Flow

Traffic flow:
Traffic flow is the study of interactions between vehicles, drivers, and infrastructure (including
highways, signage, and traffic control devices), with the aim of understanding and developing an
optimal road network with efficient movement of traffic and minimal traffic congestion.

Traffic flow characteristics:

Traffic flow characteristics consists both lateral and longitudinal distribution of vehicles in the
traffic stream. This study is useful in geometric design features such as volume, capacity,
number of lanes, carriage way width etc.
Flow are two types:
 Uninterrupted flow. Example: freeway, expressway.
 Interrupted flow. Example: Urban roadway.

Traffic flow can be described by three parameters:

 Volume or Rate of flow.
 Speed.
 Density.
Density:
 It is the number of vehicles occupying a given length of highway. Unit: veh/ mile.
Spacing/space headway:
 It is defined as the distance between successive vehicles in a traffic lane, measured from
same reference point on the vehicle such as from bumpers of the vehicles. Space
headway (hs) = difference in position between the front of a vehicle and the front of the
next vehicle (in meters).
Time headway:
 It is defined as the time between successive vehicles as they pass a point along the lane,
measured between common reference point on the vehicles. Time headway (ht)=
difference between the time when the front of a vehicle arrives at a point on the highway
and the time the front of the next vehicle arrives at the same point (in seconds).
 Fundamental diagram of traffic flow

o When density on the highway is zero, the flow is also zero because
there are no vehicles on the highway
o As density increases, flow increases
o When the density reaches a maximum jam density (Kj), flow must be
zero because vehicles will line up end to end
o Flow will also increase to a maximum value (qm), increases in density
beyond that point result in reductions of flow.
o Speed is space mean speed.
o At density = 0, speed is free flow (Vf ) The upper half of the flow curve
is uncongested; the lower half is congested.
o The slope of the flow density curve gives speed. Rise/Run =
Flow/Density
= Vehicles per hour/ Vehicles per km = km / hour.
A. Two-way Traffic System

 Introduction

 Operational difficulties of Intersections

 In two-way traffic operation, there are a total of 12 directional vehicular movements
(excluding 4 U-turns) and a total of 24 potential vehicular conflicting points at
priority-controlled x –intersections.
 There are also conflicts between vehicles and pedestrians.
 These conflicts specially caused by right/U- turning vehicles.
 make intersection operation more complicated.
 reduce intersection performance and
 are a principal cause of both congestion and accidents

 Operational difficulties of Mid-blocks/Links

 In two-way traffic operation, undue conflicts between two opposite traffic stream at
mid-blocks of undivided road cause accident hazards.
  Limitations of traditional managements measures
 Median-island can reduce undue conflicts only at mid-blocks but unable to reduces
conflicts at intersection
 At intersections channelization/flaring can reduces conflicts between turning and
straight-ahead vehicles of the same approach but unable to reduce conflicts between
right-turning and opposing straight – ahead vehicles.
 Moreover, both median-island and channelization, take a considerable amount of
roadway space.
 Protective turning measure is also inefficient, since it usually results in a fairly long
signal cycle with consequent delays.
 Introduction of one –way traffic system regulation has the potential to reduce
vehicles conflicts to a minimum level and to improve overall roadway efficiency.

B. One –way Traffic Operation

 One-Way systems are those in which motor vehicles movement on any carriageway with
in the system in limited to one direction.
 It is regulation type of measure.
 Most effective in the congested central areas of cities where road expansion or extensive
utilization of traffic control aids is often very limited.
 Primary objective of this system is to improve traffic movement and thereby increasing
roadway capacity.
 Simplest tool for relieving the traffic congestion without expensive reconstruction.
 Self-enforcing type of measure.
 Compared to parking restriction it is less expensive and easier to enforce, but less
effective than the parking restriction.
 Unlike parking restriction, people well come this type of measure provided there are
alternative.
 Studies have shown that the conversion of two-way streets to one-way operation
 increases roadway capacity by as much as 50% (USA)/100%(UK)
 reduces total accidents by 50% even with increase in total traffic volumes

 Types of One-way System

 Full system – a road on which traffic moves in one direction in all times and usually
suitable for non-commuting/all-purposes road with having alternative parallel roads.
 Partial system – a road on which traffic moves in one direction (usually in the heavier
direction of flow) only in peak-periods to match with the distinctive pattern of tidal-flow
condition and other times carries two-way traffic; usually suitable for commuting road.
♦ Benefits

 Increase Capacity
 as it makes traffic operation simpler in the following ways.
 all vehicles are moving in the same direction, motorist find it more convenient and less
confusing and thereby enabling more efficient usage of the carriageway (extreme left
and interface area of undivided road)
 eliminate conflicts between right-turning and opposing straight-ahead vehicles
 reduce conflicts between pedestrians and vehicles (both turning and straight ahead
traffic)
 slow-moving or stationary vehicles can be overtaken more easily
 make parking/un-parking maneuvers easier/safer and less obstruction as:
 all vehicles face in the same direction
 eliminate wrong-side parking
 as it simplifies traffic signal design and make progressive signal system easier
 reduce number of signal phase-resulting less lost-time per cycle
 with progressive system, the flow becomes smoother and uninterrupted
 as it makes odd lanes, median /channelization fully usable

 Improve Safety as:

 removal of opposing stream, eliminates:
 head –on collisions at headlight glaring problems
 right-angle collisions at intersection
 removal of turning movement, eliminate rear-end collision
 crossing become safer and easier:
 as there is no turning and opposing vehicles, drivers and pedestrians need to look in
and negotiate with only one direction of flow
 as suitable gaps are automatically generated with traffic signal.

 Other-benefits:
 journey become smother and comfortable
 increases average journey speeds
 reduce journey times
 improves reliability of journey times
 lessen need for police-control

♦ Negative Aspects
 some motorists must have travel extra distance to reach their destination
 non-local drivers may find it difficult to reach their point of interest
 transit operation may adversely affected
 mid-block traffic collision may increase as a result of improper weaving by drivers due to
increase in lane changing opportunity
  while there is usually a reduction in the total number of accidents, the higher speed may
increase the severity of accidents
However, study shows that the total advantages significantly out-weight the total disadvantages.

 Implementation Requirement
 must have suitable alternative roads (preferably grid-iron type of road network)
 need to assess the impact on
 transit operation
 freight movement
 road side business and major traffic generators

 Signing
 one – way scheme should be thoroughly signed at all point where motorist may have a
decision to make
 ``No Entry’’ and/or “Two-way’’ traffic signs should be placed at the entrance and exits of
all the intersections within the scheme
 where necessary, supplementary ‘‘No left turn’’ or ‘‘No right turn’’ signs should also be
displayed
 signs should be located where they can easily be seen be seen by the motorists
 in most cases signs should be installed on both sides of the carriageway
 TRAFFIC MANAGEMENT

 Introduction
 It is the art of optimizing output of existing system without any significant investment
 It is required
 When the scope for expansion is limited or land vehicles are very high and above all
environmental concerns are significant
 It helps to exploit the existing system to its ultimate capacity
 It reduces investment required for expansion of the system
 It is usually concerned with the low-cost short-team measures

 Objectives
 To improve overall roadway capacity
 To ensure safety
 Overall objective is to minimize conflicts between both vehicle-vehicle and vehicle-
pedestrian

 Conflicts can easily be minimized by

 Segregating
 Vehicle and pedestrians
 Moving and parked/stationary vehicles
 Motorized and non-motorized vehicles
 Fast moving and large slow moving vehicles (freight)
 Controlling and regulating
 Vehicular and pedestrians’ movements
 Internal frictions within the traffic stream (viz. cross /turning/merging/overtaking etc.)
 Trip demands
 Improving
 Roadway elements
 Vehicle configurations
 Users behaviors
 Traffic control and regulation system
 Public transport facilities
 Pedestrian facilities

 Modern Traffic Management Pre-requisites

 For engineering (analysis based and local/site specific) measures
 Disciplined roadway system
 Well organized traffic data collect and monitoring system
 Independent and competent traffic management authority
 Well co-ordination among different organization involving city development and traffic
authority
 For technological (auto/adaptive, remote, sensing base and wide area
/integrated ultimate/sustainable) solutions.
 Well planned road network
 Balanced transport system (among private, public/mass, road, rail, air, water transport)
 Predictable flow patterns with very strict land use control and disciplined roadway system

 Fundamentals of disciplined road-traffic system:

 Land use/roadside development controls
 Transport policies on
 Road usage
 Priority of mass/public transport
 Clearway, parking/standing restrictions
 Vehicle registration, licensing, fitness etc.
 Road users driving behavior
 Willingness to maintain strict enforcement and to impose harsh/punitive actions
 Road users’ education

 Traditional Management Approaches

 Supply management
 Demand management

 Traffic Management Measures

 Supply Management –to improve roadway capacity and safety by

 Physical measures
Low cost
- Correcting/improving roadway geometry and surface condition
- Corner widening & flaring
- Channelization
- Proportioning of function’s entry & exit
- Placement of signs/markings
- Pedestrian guard rail/median barrier
- Controlled pedestrian crossing
- Bus lay-by
- Street lighting
- Co- ordinate/Vehicle actuated /Area traffic control

Expensive
- Widening junction and link
- Grade separation: both for vehicle & pedestrian
 - Segregated transit facilities: elevated/Bus way/Under-ground
- Pedestrianization /pedestrian mall- at shopping center or where pedestrian
density is very high
 Regulatory measures
Capacity improvement (generally for peak-hours)
- Provision of clear-ways (parking, standing restriction
- Banning Right/U-turns
- Entry restriction: for a particular vehicle to city center
- Access control from side roads
- Banning/restriction of freight vehicle (force to use off-peak time)
- Use of terminal facilities for larger size vehicles
- One-way operation
- Tidal-flow operation (peak period measure)

Safety improvement (generally for off-peak periods)

- Speed restriction
- Overtaking restriction
- Over weight restriction
- Auto free zone

 Technological measures
- Intelligent/Automated Highway/Vehicle

Advance Traffic Information System

- Drivers: Route guidance/Navigation system
- Users: Up to date travel information system

Advance traffic control and management

- Adaptive traffic signal control
- Use of variable message signs
- Auto/Surveillance/Incident detection/Enforcement

 Demand Management
- it is warrant when supply is less than demand even after taking all traffic control and
management measures and at the same time there is no scope or plan for immediate road
expansion program; prerequisite conditions – need to provide alternative mode of
transport.
 Restrictive measures
- Parking control/park and ride
- Fiscal measure: Road pricing, extra tax on entry license /fuel etc.
- Numeric control i.e. over vehicle ownership
 Strategic measures
- Providing improved public transport, walking and bike facilities
- Giving maximum priority to high occupancy vehicle (HOV) and efficient
mode
 - Encouraging school buses/ computer buses, car-polling etc.
- Introducing flexible office hour, staggered shopping time etc.
- Providing improved tele-communication facilities
- Strict land use planning and control

Environmental Aspects of Highway Traffic

 Major transport environmental issues are:
 Noise pollution
 Air pollution

 Air Pollution
 Principal Pollutant emitted by MV include
 Oxides of C as CO2 (due to incomplete combustion)
 Oxides of N2 as NOx (account for 50% of all man made emission)
 Oxides of S as SOx (specially from diesel engine)
 Hydrocarbon/HC- as black smoke (unburnt fuel)
 Suspended particulate matters (SPM from diesel engine) composed of soot, unburnt
lubricating oil, sulfates etc.
 Lead-MV contribute 60% of total lead emissions from human activities

Common health problems due to air pollution:

 Eye burn/irritation
 Headache
 Offensive smell
 Blood circulation problem (CO has high affinity for hemoglobin-affect O2 supply to cells.
 Respiratory problem (NO2/ SO2)
 Lead affects nervous/kindly/reproduction system
 Pollution Problem in Bangladesh
 Main causes of excessive level pollution are:
 A large number of again vehicles on the road especially mini bus and truck.
 Poor engine efficiency and poor quality of locally manufactured exhausts.
 Totally absence of clean and lead free fuel (use of Mobil/kerosene as fuel)
 Poor and efficient standard of vehicle inspection and fitness monitoring program.
 Presence of structurally modified vehicle
* Overloaded buses/ truck
* Stroke auto rickshaw
 Dust problem-due to high degree exposure of construction materials.
  Preventive Measures
 Full reinforcement of pollution control regulation to check
- Unfit vehicle/ fitness control: directly related to vehicle maintenance and
servicing
- Overloading of buses/ trucks
- Adulteration of fuel
- Over-aged vehicles

 Introduction of lead free fuel

 Discouraging the use of low occupancy vehicle
 Making auto free zone/ pedestrian mall
 Encourage the use of
- Public transport
- Walking habit
- Riding bicycle
- CNG fuel
 Measuring to make traffic flow more efficient
 Use if mass media to generate awareness and create motivation for emission control.
 Noise Pollution
 Noise is unwanted sound, causes annoyance and discomfort which is caused by
- Engine of vehicles
- Its exhaust
- Horn
- Brakes
- Friction between types and road surfaces
 Intensities of road traffic included noise depends on-
- Volume of traffic flow
- Traffic speed
- Quality of road surface
- Proportion of heavy vehicles
- Distance between source and receiver

Noise is measured by frequency weighted decibel meter (dB). A human ear is more sensitive to
frequency that of amplitude. As such annoyance and discomfort is defined by frequency level.

 Noise problem in Bangladesh

- Vehicles horns are abused by drivers
- Horn is used to get row.
- Existence of NMV on the same track encourage the use of horn
- Many vehicles have no side/ rear view mirror especially NMV-compel
followers to use horn.
- Use of hydraulic horn
- Most drivers like horn signal than light indicator signal for lane changing.
Preventive Measures
- Providing smooth road surface
- Providing bypass and ring road
- Use of natural noise barriers- road side tree plantation
- Segregation of NMV and MV.
- Mass awareness to improve driving habit.

Now a day for any road way project there is a need for carry out Impact Assessment (EIA) to see
the effects of the scheme on various components of the environment
 Roadway Intersections and Interchanges

 An intersection is an area, shared by two or more roads, whose main function is to

provide for the change of route directions.
 In general, there are three types of intersections:
o At-Grade Intersections
o Grade separations without ramps, and
o Grade separations with ramps (commonly known as “Interchanges”)

 At-grade intersections consist of a junction of three, four or more road approaches

(intersection legs).
 A junction of three approaches is indicated as a “branch”, “T”, or “Y”.
 Branch- offshoot of a main traveled way, usually has a small deflection angle.
 T- two approaches intersect to form a continuous highway and the third approach
intersects at, or nearly at right angle.
 Y- three approaches intersect at nearly equal angles.
 Channelization ofAt-Grade Intersections
 Channelization is defined as the separation of conflicting traffic movements into
definite paths of travel by traffic islands and pavement markings to facilitate the safe
and orderly movements of both vehicles and pedestrians.
o Channelization at an intersection is normally used to achieve one or more of the
following objectives:
1. Separation of conflicts
2. Control of angle of conflicts
3. Reduction of excessive pavement areas
4. Regulation of traffic flow in the intersection area
5. Arrangements to favor a predominant turning movement
6. Protection of pedestrians
7. Protection and storage of turning and crossing vehicles
8. Location of traffic control devices
Grade Separations and Interchanges

 An interchange is a grade-separated intersection (one road passes over another) with

ramps to connect them.
 Usually provided on an express highway system designed to carry large volumes of
traffic.
 An exit ramp leaves the main roadway for another road; an entrance ramp enters the
roadway.

o Interchanges may be classified into six main types:

1) T and Y interchanges
2) One-quadrant interchanges
3) Diamond interchanges
4) Single-point urban interchanges
5) Partial and Full cloverleaf
6) Directional interchanges
Advantages of Grade Separation
 Grade separation eliminates the stopping of vehicles while crossing the roads.
 It provides safety and reduces the risk of accidents.
 Speed-limits for grade-separated roads are generally higher hence, high speeds can be
maintained at intersections which results in saving of travel time.
 Grade separation can be provided for all likely angles of any two intersecting roads.

Disadvantages of Grade Separation

 Grade separation and interchange construction require a lot of money and land.
 Construction and design of grade separations and interchanges is complicated and
requires skilled professionals.
 Cloverleaf, stack interchange types may tender confusion for road users while
interchanging roads. Hence, the driver should know the direction of each interchange
ramp.

Grade Separation is adopted for the following conditions:

1) Where traffic load at intersection is very heavy.
2) When the scheme of grade separation is more economical in comparison to at-grade
intersections due to the topography of the site.
3) When there is a need to construct expressway to provide high speeds and
uninterrupted flow.
4) Where congestion and accident records is very high.

 Trumpet (T and Y) Interchange:

 Trumpet interchanges are constructed where one highway terminates at another

highway
 It contains three legs at the end, two of them are direct interchange ramps and another
one is loop ramp which is a combination of semi-direct and indirect interchange
ramps.
 This is also called as a three-leg interchange.
 One-Quadrant Interchange

• Convenient to reduce conflicts at the immediate location where the two major roads
cross.
• Low speed design; not suitable for freeway conditions.

 Diamond Interchanges
• Suitable for both urban and rural use.
• Diamond interchanges are used where two highways cross with each other.
• The major flow is grade separated.
• Intersections of exit ramps and minor street may be signalized.
• All right turns are made directly on the minor highway.

 Partial and Full Cloverleaf Interchanges:

 Partial or full cloverleaf interchanges are sometimes adopted in place of the

diamond interchange.
 Left-turn movements on the minor route can be eliminated (as opposed to
Diamond interchange).
 Layout requires large land areas.
 Wrong-way entries can be controlled.
 “Full” means there are ramps in all quadrants (total of 8 ramps)
 Directional Interchanges

 Left-turning movements are handled by left exits instead of loops from the right
(that’s why this is called directional!)
 Used whenever one freeway joins or intersects another freeway.
 Requires large land area.
 Sometimes left exits cause confusion to the drivers (drivers expect exits to be on the
right side).
 Consider the following two layouts.

 Layout “B” (one exit) is better than Layout “A” (two exits).