Cross sectional elements

Pavement surface characteristics

For safe and comfortable driving four
aspects of the pavement surface are
important; the friction between the wheels
and the pavement surface, smoothness of
the road surface, the light reflection
characteristics of the top of pavement
surface, and drainage to water.
 Friction
Friction between the wheel and the pavement surface is a
crucial factor in the design of horizontal curves and thus the
safe operating speed. Further, it also affect the acceleration
and deceleration ability of vehicles. Lack of adequate
friction can cause skidding or slipping of vehicles.

Various factors that affect friction are:

▪ Type of the pavement (like bituminous, concrete, or
gravel),
▪ Condition of the pavement (dry or wet, hot or cold, etc),
▪ Condition of the tire (new or old), and
▪ Speed and load of the vehicle.
 Unevenness
It is always desirable to have an even surface, but it is
seldom possible to have such a one. Unevenness affect
the vehicle operating cost, speed, riding comfort, safety,
fuel consumption and wear and tear of tires.
Unevenness index is a measure of unevenness which is
the cumulative measure of vertical undulations of the
pavement surface recorded per unit horizontal length of the
road. An unevenness index value less than 1500 mm/km is
considered as good, a value less than 2500 mm.km is
satisfactory up to speed of 100 kmph and values greater
than 3200 mm/km is considered as uncomfortable even for
55 kmph.
 Light reflection
▪ White roads have good visibility at night, but caused
glare during day time.
▪ Black roads has no glare during day, but has poor
visibility at night
▪ Concrete roads has better visibility and less glare
 Drainage
The pavement surface should be absolutely impermeable
to prevent seepage of water into the pavement layers.
Further, both the geometry and texture of pavement
surface should help in draining out the water from the
surface in less time.
 Camber
Camber or cant is the cross slope provided to raise middle of the road
surface in the transverse direction to drain off rain water from road
surface. The objectives of providing camber are:
▪ Surface protection especially for gravel and bituminous roads
▪ Sub-grade protection by proper drainage
▪ Quick drying of pavement which in turn increases safety
Camber is measured in 1 in n or n% (Eg. 1 in 50 or 2%) and the value
depends on the type of pavement surface.
 Width of carriage way
Width of the carriage way or the width of the pavement depends on the
width of the traffic lane and number of lanes. Width of a traffic lane
depends on the width of the vehicle and the clearance. Side clearance
improves operating speed and safety. The maximum permissible width
of a vehicle is 2.44 and the desirable side clearance for single lane
traffic is 0.68 m. This require minimum of lane width of 3.75 m for a
single lane road Surface protection especially for gravel and bituminous
roads.
 Kerbs
Kerbs indicate the boundary between the carriage way and the
shoulder or islands or footpaths. Different types of kerbs are:
▪ Low or mountable kerbs : This type of kerbs are provided such that
they encourage the traffic to remain in the through traffic lanes and
also allow the driver to enter the shoulder area with little difficulty.
The height of this kerb is about 10 cm above the pavement edge
with a slope which allows the vehicle to climb easily. This is usually
provided at medians and channelization schemes and also helps in
longitudinal drainage.
▪ Semi-barrier type kerbs : When the pedestrian traffic is high, these
kerbs are provided. Their height is 15 cm above the pavement edge.
This type of kerb prevents encroachment of parking vehicles, but at
acute emergency it is possible to drive over this kerb with some
difficulty.
 Kerbs
▪ Barrier type kerbs : They are designed to discourage vehicles from
leaving the pavement. They are provided when there is considerable
amount of pedestrian traffic. They are placed at a height of 20 cm
above the pavement edge with a steep batter.
▪ Submerged kerbs : They are used in rural roads. The kerbs are
provided at pavement edges between the pavement edge and
shoulders. They provide lateral confinement and stability to the
pavement.
 Road margins
The portion of the road beyond the carriageway and on the roadway
can be generally called road margin. Various elements that form the
road margins are given below:
▪ Shoulders: Shoulders are provided along the road edge and is
intended for accommodation of stopped vehicles, serve as an
emergency lane for vehicles and provide lateral support for base
and surface courses. The shoulder should be strong enough to bear
the weight of a fully loaded truck even in wet conditions. The
shoulder width should be adequate for giving working space around
a stopped vehicle. It is desirable to have a width of 4.6 m for the
shoulders. A minimum width of 2.5 m is recommended for 2-lane
rural highways in India.
▪ Parking lanes: Parking lanes are provided in urban lanes for side
parking. Parallel parking is preferred because it is safe for the
vehicles moving on the road. The parking lane should have a
minimum of 3.0 m width in the case of parallel parking.
 Road margins
▪ Bus-bays: Bus bays are provided by recessing the kerbs for bus
stops. They are provided so that they do not obstruct the movement
of vehicles in the carriage way. They should be at least 75 meters
away from the intersection so that the traffic near the intersections is
not affected by the bus-bay.
▪ Service roads: Service roads or frontage roads give access to
access controlled highways like freeways and expressways. They
run parallel to the highway and will be usually isolated by a
separator and access to the highway will be provided only at
selected points. These roads are provided to avoid congestion in the
expressways and also the speed of the traffic in those lanes is not
reduced.
 Road margins
▪ Cycle track: Cycle tracks are provided in urban areas when the
volume of cycle traffic is high Minimum width of 2 meter is required,
which may be increased by 1 meter for every additional track.
▪ Footpath: Footpaths are exclusive right of way to pedestrians,
especially in urban areas. They are provided for the safety of the
pedestrians when both the pedestrian traffic and vehicular traffic is
high. Minimum width is 1.5 meter and may be increased based on
the traffic. The footpath should be either as smooth as the pavement
or more smoother than that to induce the pedestrian to use the
footpath.
▪ Guard rails: They are provided at the edge of the shoulder usually
when the road is on an embankment. They serve to prevent the
vehicles from running off the embankment, especially when the
height of the fill exceeds 3 m. Various designs of guard rails are
there. Guard stones painted in alternate black and white are usually
used. They also give better visibility of curves at night under
headlights of vehicles.
 Width of formation
Width of formation or roadway width is the sum of the widths of
pavements or carriage way including separators and shoulders. This
does not include the extra land in formation/cutting
 Right of way
Right of way (ROW) or land width is the width of land acquired for the
road, along its alignment. It should be adequate to accommodate all the
cross-sectional elements of the highway and may reasonably provide
for future development. To prevent ribbon development along
highways, control lines and building lines may be provided. Control line
is a line which represents the nearest limits of future uncontrolled
building activity in relation to a road. Building line represents a line on
either side of the road, between which and the road no building activity
is permitted at all.
 Right of way
The importance of reserved land is emphasized by the following. Extra
width of land is available for the construction of roadside facilities. Land
acquisition is not possible later, because the land may be occupied for
various other purposes (buildings, business etc.).
Pavement surface characteristics
For safe and comfortable driving four
aspects of the pavement surface are
important; the friction between the wheels
and the pavement surface, smoothness of
the road surface, the light reflection
characteristics of the top of pavement
surface, and drainage to water.
Intersection
 Intersection design

• An intersection is an areas shared by two or

more roads with various degree of complexity,
whose main function is to provide for change of
routine direction
• Drivers have to make decision concerning which
route they wish to take.
• Intersection tends to have high potential for
accidents.
• Intersections are classified into three categories
• Grade separated without ramps
• Grade separated with ramps
• At grade
• Grade separated intersection consist of structure
that provide for traffic to cross at different level
without interruption; potential for accidents at
these locations is reduced.
• At-grade intersections do not provide for traffic
flow at different levels and there are many
conflict points between intersection streams.
• Types of at grade intersections.
• T or three-leg intersections; three approaches
• Four-leg or cross intersections; four approaches
• Multi-leg intersections; five or more approaches
 T-intersection
• The T- intersections types differs in their
complexity;
• Simplest is the plain intersection Figure (a) It is
suitable for minor or local roads or when a minor
road intersect important highway with an angle
less than 30° from the normal.
• It could be also used in rural two-lane highway s
that carries light traffic
At locations with higher speed and turning volume an additional
surface area or flaring is provided.
In case where left-turn volume from
the through road into the minor
road is high but not very high to
provide a separate left lane, an
auxiliary lane is provided, this lane
provide the possibility for the
through traffic to move around the
left turn vehicle. Figure (c)
• A left turn storage lane is provided and
right-turn lane is provided forming a
chanalized T-intersection in which the two-
lane through is converted into a divided
highway through intersections
• This design is suitable for signalized
intersections Figure d
Four-leg intersection
 Multi-leg intersection

• Intersections with five approaches or more.

• They should be avoided as possible.
• To increase the safety some of conflicting
movements can be removed by reconsidering
the intersection alignment. This might lead in
forming additional T-junction in case of 5-leg
intersections and a new 4-leg intersection in six-
leg intersection
 Chanalization of At-grade
intersections
• Defined as a separation of conflicting traffic movements
into a definite paths of travel by traffic islands or
pavement marking to facilitate the safe and orderly
movement of both vehicles and pedestrians.
• A traffic island is a defined area between traffic lanes that
is used to regulate the movements of vehicles or as to
serve as a pedestrian refuge, vehicle traffic is excluded
from the island area.
• A proper chanalized area will
• Increase the intersection capacity
• Enhanced traffic safety conditions
• Increased driver confidence
 Improper chanalization will have
the opposite effect
• Over-chanalization should be avoided
since it produce more confusion for the
motorists and reduce the efficiency of the
traffic system
• The island design should not create any
hazard to vehicles
 Factors influencing the design of
chanalized intersections
1. Availability of right of way
2. Terrain
3. Cross sections of crossing roads
4. Expected vehicular and pedestrian volumes,
5. Factors influence the design of the edge of the
pavements
6. Location and type of traffic control device.
7. Type of design vehicle
8. Approach speed and bus stop requirements
Example
Roundabout
Intersection control
Highway Interchanges

CEE 320
Steve Muench
Highway Interchanges

⚫ Between Two freeways Interchanges

⚫ Four-way
⚫ Three-way

⚫ Two-way

⚫ One-way

⚫ Between a freeways and Non-

freeways
Highway Interchanges

⚫ Between Two freeways Interchanges

⚫ Four-way Interchanges
⚫ Cloverleaf
⚫ Stack

⚫ Turbine

⚫ Roundabout

⚫ Other/Hybrid
Cloverleaf
Cloverleaf
Cloverleaf
Partial Cloverleaf
Clover-stack interchange

Two-level

Three-level
Turbine interchange

Two-level Three-level
Stack Interchange
Roundabout Interchange
Other/Hybrid Interchange
Windmill

Volleyball

Full-Diamond
Other/Hybrid Interchange

Full-Diamond
Trumpet

⚫ Between Two Highways Interchanges

⚫ Three-way
⚫ Trumpet
Directional T

⚫ Between Two Highways Interchanges

⚫ Three-way
⚫ Directional T
Full Y

⚫ Between Two Highways Interchanges

⚫ Three-way
⚫ Full Y
Other/Hybrid

⚫ Between Two Highways Interchanges

⚫ Three-way
⚫ Other/Hybrid

Half clover 3/4 volley T-bone

Between Two Highways
Interchanges

⚫ Two-way

Half trumpet Partial Y

Between Two Highways
Interchanges

⚫ One-way
Between a Highway and Non-
Highway

Diamond
Between a Highway and Non-
Highway

Folded Diamond
Between a Highway and Non-
Highway
Diverging Diamond
Between a Highway and Non-
Highway
Single Point Interchange
Between a Highway and Non-
Highway
Other/Hybrid interchanges

4-ramp Partial Clover Folded diamond

6-ramp Partial Clover
Baltimore USA
Transportation Design
 Volume Studies

• Intersection Studies
– All movements in all possible directions at
an intersection – most complex
• Small Network Studies
– Amount and pattern of traffic flow over a
network of street links and intersections
– Size may vary from a community CBD to a
large city CBD
– Vehicle Miles of Travel (VMT) estimated
 Volume Studies

• Statewide and Other Area wide Studies

– Performed through ongoing traffic-counting
program
– Vehicle Miles of Travel (VMT) estimated
• Cordon Studies
– Considering an imaginary boundary around
a study area of interest, generally, a CBD
– Data from all streets and highways crossing
the cordon are collected
 Volume Studies
• Origin-Destination Studies
– Where the vehicles are coming from and
where they are going to
– Useful for the following:
• Freeway interchanges
• Weaving areas
• Major activity centers
• Regional planning studies
 Traffic Volume

• Number of vehicles passing a given

point or a section of a roadway during a
specified time
• Data collected by
– Manual counting
– Electro-mechanical devices
 Traffic Demand

• Number of vehicles that desire to

traverse a particular section of roadway
during a specified period of time
– at present
– in future
 Traffic Demand at Various Situations
• Boottlenecks
– Traffic volume reaches the capacity of the
highway and queues develop behind such
bottleneck
• Alternative Routes
– In case of congestion in main route, drivers
seek an alternative route, which does not give
a true demand of the main
Traffic Demand at Various Situations

• Latent Demand
– Due to extremely high congestion, driver
chooses to either stay home or find an
alternative destination or mode for the
same purpose
• Future Growth
– Changes in travel behavior and available
facilities with respect to time
 Travel Time and Delay Surveys
• Moving Observer
– stopwatch, pen and paper
– laptop PC
– instrumented vehicle
=> Chase car versus floating car techniques
• Stationary Observer
– number plate survey
• Field staff or optical character recognition from video
– Vehicle electronic tags
– Mobile phone
 Origin-Destination Surveys
• Want to determine the volume of traffic traveling between different points
– Local area traffic management
– Truck flows
– Network planning
• Techniques
- Number Plate Survey
- Elevated Observer
- Roadside Interview
- Postcard Survey
- Headlight Survey
- Windscreen Sticker
- Car Following
- Registration Address
 Origin-Destination Survey
Techniques
• Elevated Observer
• Roadside Interview
• Postcard Survey
• Headlight Survey
• Windscreen Sticker
• Car Following
• Registration Address
• Number Plate Survey
– Most common
– Observe number plates at different locations and
match them to determine origins and destinations
 Number Plate Surveys
• Need care in defining the cordon
• Setting the sampling rate
• Selecting number of characters to record
• Field data collection
– pen and paper
– cassette tape recorder
– laptop PC
– machine vision
 Errors in O-D Surveys
• Two sources
– misrecording
– spurious matchings
• Data recording errors
• Start-up and Shut -down errors
 Parking Surveys
• Distinguish between
– Parking Supply Surveys and
– Parking Demand Surveys
• revealed versus latent demand
 Parking Supply Survey
• Inventory Survey
• Collect information on existing parking
supply
• Number of spaces, and
characteristics
 Parking Demand Surveys
• Cordon Counts
• Occupancy Survey
– Count of number of parked vehicles
• Patrol Survey
– Vehicles occupying particular spaces noted at regular
intervals through survey period
– Provides information on
• Arrival and departure rates
• Parking accumulation
• Parking duration
• Spatial distribution
• Interviews
 Outline
• The Traffic Survey Process
• Counting and Classification
• Speed Studies
• Travel Time and Delay Studies
• Origin-Destination Studies
 Counting and Classification
• Two categories
– link counts
• one way or bi-directional
– turning movement counts
• Classified counts
– Separate count for each vehicle type
 Methods
• Manual
• Automatic
– Axle Counters
• pneumatic tubes
– Vehicle counters
• Inductive loop detectors
• Magnetic Vehicle Imaging
• video-based vehicle detection
 Managing the Inventory System
• Advanced tools, like Geographic Information
Systems (GIS) combines
– Geographic data with latitude and longitude
– Roadway network data
– Transit network data
– Roadway inventory data
– Crash data
– Socioeconomic data
– Others
 Population Characteristics Data
• Data on the road users
– Number of road users
– Vehicle type
– Roadways used
– Amount of driving (say, annual)
– Reaction time
– Crash experience
– Others
Population Characteristics Data

• Sources of Data
– Secretary of State
– State Police
– Interviewing drivers with a specific set of
questions
– Others
 Operational Data

• Volume data
– Using traffic counters
– Manual counting
• Speed data
– Using speed gun at a spot
• Density data
– Calculated using volume and speed data
 Operational Data
• Travel Time and Delay data
– By traveling through a specific roadway
• Headway and Spacing data
– Using electro-mechanical device
 Special Purpose Data
• Crash data
– From the department of State Police
• Parking studies
– Manual survey and interview
• Pedestrian studies
– Manual survey and interview
• Older driver studies
– Driver and crash information and interview
 Purpose of Traffic Studies

• Data collection
– Manually
– Using any device
– From available hard copy or electronic data
• Data reduction
– Compiling raw data into a shorter form
• Data analysis
– Analytical process to interpret the data
 VEHICULAR FLOW
MODELS

Free flow to …Congested Flow

CEE 320
Steve Muench
Vehicular Stream Models
 Vehicular Stream Models
Vehicular Following and Spacing
• Interrupted Flow
• Uninterrupted Flow
 Spacing (S)
2 1 Direction of travel

L Spacing

2 1 2 1

V2/2dL
Vd
xo L
V2/2df
 Spacing (S)
v 2 v2
x = x = vd +
L
f
2d L 2d f

x f
= s + vd +
2d
v2
f
x = s + xl − NL − x
f 0

2 2
v v
s =vd + − + NL + NL + xo
2d f 2d L
Spacing (S) & Concentration or
Density (K)

1
S=
k L
Headway (h) & Flow (q)

1
h=
q
 Average or Mean Speed

Time Mean Speed

n
1
Ut =
N
u
i =1
i

Space Mean Speed

n
Us = n

 (1 / u )
1
i
N i =1
 Vehicular Stream Equation and
Diagrams
q = uk
1
k = f (u ) = 2 2

ud + u − u + NL + xo
2d f
2d L

q=
u
2 2

ud + u − u + NL + xo
2d f
2d L
Flow Curves
Flow vs Density
Transportation engineering

Traffic stream flow models

38
Type of Transportation Model

39
40
 Traffic stream flow models
• When we analyse traffic flow we are concern with the
interaction between different vehicles in the traffic stream
• Traffic condition varies from almost free flow (relatively
few vehicles are occupying the roadway to highly
congested conditions( roadway is jammed with slow
vehicles)
• The determinant of traffic flow models is the car-following
rule adopted by drivers in an attempt to maximize their
speed while maintaining an acceptable level of safety.
• Basic variables that describe the prevailing condition
within traffic stream are
– Traffic flow
– Traffic concentration
– Traffic speed

41
Notation used in relationship among speed,
spacing and acceleration

• V= initial speed of the two vehicles

• dl= deceleration rate of the leading vehicle
• df= deceleration rate of the following vehicle
• d=perception reaction time
• x○= safety margin after stop
• L=length of vehicle
• N= number of vehicle in train (N=1 for cars

42
 Vehicle flowing concepts

v v

2 1 Direction of travel

L Spacing S

2 1 2 1

v2
2dl
v2
vd L
2df x○

d=perception reaction time

43
 Vehicular stream models
• The braking distance of the leading vehicle is
v2
xl =
2d l
• If the perception reaction time and braking distance of the following
vehicle is included, then the total distance covered by the following
vehicle is v 2

x f = vd +
2d f

• In terms of the initial spacing, length of vehicle and safety margin

and xl
x f = s + xl − NL − xo

• By equating the last two equations, the spacing is

2 2
estimated by s = vd + v v
− + NL + x
2d f 2d l
44
 Traffic flow types

• Uninterrupted flow (Freeway)

• Interrupted flow (Arterials with traffic light signal)
• Vehicles in uninterrupted flow conditions are spaced so to provide
ample time and distance for a following vehicle to perceive and react
to decelerate safely without colliding ((‫صدم‬with a leading vehicle that
suddenly decelerate and stop.
• The choice of the spacing between vehicle as shown in the next
slide is function of the deceleration that took place.
• There are three values of deceleration that are relevant to the
operation’s safety level
– dn= normal or comfortable deceleration (safest condition operation)
– de = emergency deceleration (low level of safety if the spacing is
– selected so that the following vehicle need to apply emergency braking)
– = instantaneous or stonewall stop
• Combination of leading-following vehicle deceleration are give in
Table 3.2.1 and their relation to the spacing versus speed are given
in Figure 3.2.2

45
46
 Stream variables
• Flow (q)
The equivalent hourly rate at which vehicles pass a point
on a highway during a time period less than 1 hour

q = (n x 3600)
T
Where;
n=# of vehicles passing a point in T seconds
q=equivalent hourly flow rate (veh/hour)
✓ Density (k) – veh/mi
The number of vehicles traveling over a unit length (usually
1 mile) of a highway at an instant in time
✓ Speed, u (mph or fps): Distance traveled by a vehicle
during a unit of time. Speed at anytime t is the slope of the
time-space diagram
47
 Density (k)
• Concentration
• Number of vehicles traveling
over a unit length of highway
at an instant in time
• Usually veh/mile or vpmpl
• Example:
– 4 vehicles over 600 feet of roadway
– Over a mile
– k = 4 veh. x 5280 feet = 35.2 veh/mi
600 ft mile

48
 Speed (u)
• Time mean speed (ut )
Arithmetic mean of the speeds of vehicles
passing a point on a highway during an
interval of time (radar gun or road tube study)

1 n
u t =  ui
n i =1
Where;
n = # of vehicles
ui = speed (ft/sec or mi/hr)

49
 Speed (u)

• Space mean speed (us )

Harmonic mean of the speeds of vehicles passing
a point on a highway during an interval of time
(total distance traveled by 2 or more vehicles dived
by time required to travel that distance)
nL
us = n (ft/sec)
t
i =1
i

Where;
n = # of vehicles
ti = time to cross section of highway (sec)
L=length (ft)
50
 Space vs. Time Mean Speed
Example
For a 500-foot section, the following were measured
Vehicle Measured Time to Travel 500 ft Measured Velocity (mph)
(sec)
1 6.0 63
2 6.5 58
3 5.3 60
4 5.8 65
5 5.9 64
6 6.1 61
7 5.7 66
8 5.2 72
9 5.5 68
10 5.4 69
51
 Space vs. Time Mean Speed
Example

Calculate time mean speed and space mean

speed.
1 n
ut =  ui
n i =1

ut = 63+58+60+65+64+61+66+72+68+69 = 64.5 mph

10

52
 Space vs. Time Mean Speed
Example
Calculate space mean speed.

nL
us = n

t
i =1
i

us = (500 ft) ( 10 ) = 85.61ft/sec=58.4 mph

6.0+6.5+6.3+5.8+5.9+6.1+5.7+5.2+5.5+5.4

us < ut (always)

53
 Time Headway (h)
• The difference between the time the front of a
vehicle crosses a point on the highway and the time
the front of the next vehicle crosses the same point
(seconds)

t1 h = t2 – t1

54
t2
 Space Headway (s)
• The distance between the front of a
vehicle and the front of the following
vehicle (ft)

(s)
55
 Gap
• The distance between the back of a
vehicle and the front of the following
vehicle (ft)

(d)
56
 Line A-A:
Stationary
observers
whose location
does not
change with
time

Line B-B: Arial photograph of the

stream at a given instant
57
 Flow-Density Relationships
✓ q = k us
• q = flow
✓ us = q s • k = density
✓ s = 1/k • us = Space mean speed
✓k = q t • s = Average space headway
✓h = t s • h = Average time headway
• t = Avg. travel time for unit distance

58
 Flow-Density Example

If the spacing between vehicles is 500 feet what is the

density?
s = 1/k k = 1/s = 1 veh/500 feet
= 0.002 vehicles/foot = 10.6 veh/mile
If the space mean speed is 45.6 mph, what is the flow rate?
q = kus = (10.6 veh/mile)(45.6 mph) = 481.5 veh/hr

59
 Traffic Flow Diagrams
• Explains the relationship between density
(k), flow (q), and speed (u)

• Density is the number of vehicles

physically occupying the roadway, flow is
vehicles moving past a point per unit time
• So a number of vehicles can occupy the
roadway and have a low flow rate

60
Green shield Linear Model

uf

 k
u = u f 1 − 
 kj 
speed (mph)

um

0
0 km kj
Concentration (veh/mi)

61
Greenshield’s Linear Model
Continued

qm

Flow (veh/hr)

0 km kj
0
Concentration (veh/mi)

62
Greenshield’s Linear Model
Continued
qm

Flow (veh/hr)

Uncongested

Congested
flow
flow
0 km kj
0
Concentration (veh/mi)

63
 uf

Uncongested
speed (mph)

um
Flow

Congested
Flow

0
0 qm
Flow (veh/hr)

64
 General rule
• Car following rule: Traffic experts suggest
that keeping a distance of one car length
for each 10mph increment of speed. This
result distance is the safe gap that should
be at least provided between vehicles

65
 Example
• A driver that follow the car following rule. The car length
he/she uses is 15 ft. develop the equations of stream flow.
• Solution:
– The safe spacing is function of speed to determine the
length of the gap plus the car length.
u 15 + 1.5u
s = L +  L = = mi / veh
 10  5280
1 3500
k= = = 3500 = uk + 10k
s u + 10
q = uk = 3500 − 10k
If we use u instead of k then q will be
10 x3500
q = 3500 −
10 + u
66