42 Chapter2 RoadVehicle Performance

K" elements of aerod).namic resistance that radius ofvehicle drive wheels

are not a firnction of speed s minimum theoreticalstopping dista.nce
L vehicle wheelbase tt driver perceptiodreactiontime
If distanceliom vehicle's centerof gravity to v vehicle speed
fiont axle W total vehicle weight
t, distarce lrom vehicle's cnterof gravity to Wy vehicle weight acting normal to the
rear arle roadway surface on the front axle
M. engine torque W, vehicle weight acting normal to the
m mass roadway surlace on the rear axle
engine speed in crankshaft revolutions per r, braking mass factor
second v^ acceleration mass factor
PBFl optimal percent ofbraking force on the a gear reduction ratio
front axle 4t braking efficiency
PRI] optimal percentofbraking lorce on the drivetrain efficiency
4a
rear axle angle of grade
p aerod).namicresistanca p coefficient of road adhesion
D grade resistance p air density
R,1 rolling resistance

REFERENCES
AASHTO (American Association of StateHighway Fambro,D. B., K. Fitzpafick,ard R. J. Koppa.
arrd Transportation Officials). A Policy on Determinationof StoppingSightDistances.
Geometric Design of Highways and Streels, 6th ed. NCHRP Report400. TransportationResearch
WashinSon, DC: AASHTO, 2011. Board,Washington, DC, 199'7.
Brewer, H. K., and R. S. Rice. "Tires: Stability and Taborek,J. J. "MechanicsofVehicles."Machine
Conhol." SAE Transactions,Vol. 92, paper Design,1957.
8 3 0 s 6 i1
, 983. Wong, J. Y. Theoryof Ground Vehicles.Fourth
Campbell,C. TheSportsCar: Its Designand Edition.New York: JohnWiley & Sons,2008.
Pedormance. MA: RobertBently,
Cambridge,
1978.

PROBLEMS
Resistance,Tractive Effort, and Acceleration
(Sections 2.2-2.7)
2.1 A new soorts car has a dras coefficient of 0.30 and
a frontal area of 2l f\2, and is- traveling at 110 mi,4r.
How much power is required to overcome aerodynamic
drag rf p : 0.00237 8 slugs/ft ?
selected an underpowered engine because they did not
account for aerod),namic and rolling resistances. If 2 lb
of additional vehicle weight is added for each unit of
horsepower needed to overcome the neglected
resistance,what will be the final weight of the car il it
is to achievethe 100-mi,/htop speed?

2,2 For Example 2.3, how far back from the front axle
would the center of gravity have to be to ensue that the
maximum tractive effort developed for ftont- ard rear-
wheel drive options is equal (assume that all other
variables are unchanged)?
2.3 A vehicle manufacturer is considering an engine
lor a new sedantCp - 0.34- 41 - 22 fl). The car is
being designedto achievea top speedof 100 mi,& on a
pavedsurlaceat sealevel (p - 0.002378slugs,ftr).The
car currently weighs 2500 lb, but the designersinitially
2.4 A 2650-lb car is taveling at sea level at a constant
speed. Its engine is running at 4500 rev/min and is
producing 175 ft-lb of torque. It has a drivetrain
efficiency of 90%o,a drive axle slippage of 2%, 15-
inch radius wheels, and an overall gear reduction ratio
of3 to 1. If the car's frontal area is 21.5 ff. what is its
drag coefficient?
2.5 A 3000-lb car has a maximum speed (at sea level
and on a level, paved surface) of 140 mi,tr with
16-inch-radius wheels, a gear reduction of 3.5 to l,
and a drivetmin efficiencv of 92%. It is kno\lTl that at the

car's top speed the engine is producing 220 ft-lb of
torque. If the car's frontal area is 25 ft2, what is its drag
coefficient?
2.6 A 3200-lb car (CD = 0.35, AJ = 25 ft2, and p =
0.002378 slugs/ft3) has 14-inch-radius wheels, a
drivetrain efficiency of 93%, an overall gear reduction
ratio of 3.2 to 1, and drive axle slippage of 3.5%. The
engine develops a maximum torque of 210 ft-lb at 3600
rev/min. What is the maximum grade this vehicle could
ascend, on a paved surface, while the engine is
developing maximum torque? (Assume that the
available tractive effort is the engine-generated tractive
effort.)
2.7 A 3400-lb car is traveling in third gear (overall gear
reduction ratio of 2.5 to 1) on a level road at its top
speed of 130 mi/h. The air density is 0.00206 slugs/ft3 .
The car has a frontal area of 19.8 ft2, a drag coefficient
of 0.28, a wheel radius of 12.6 inches, a drive axle
slippage of 3%, and a drivetrain efficiency of 88%. At
this vehicle speed, what torque is the engine producing
and what is the engine speed (in revolutions per
minute)?
2.8 A rear-wheel-drive car weighs 2600 lb and has an
84-inch wheelbase, a center of gravity 20 inches above
the roadway surface and 30 inches behind the front axle,
a drivetrain efficiency of 85%, 14-inch-radius wheels,
and an overall gear reduction of 7 to l .
The car's torque/engine speed curve is given by
If the car is on a paved, level roadway surface with a
coefficient of adhesion of 0.75, determine its maximum
acceleration from rest.
2.9 Consider the car in Problem 2.8. If it is known that
the car achieves maximum speed at an overall gear
reduction ratio of 2.7 to 1 with a drive axle slippage of
3.5%, how fast would the car be going if it could
achieve its maximum speed when its engine is
producing maximum power?
2.10 An engineer designs a rear-wheel-drive car
(without an engine) that weighs 2000 lb and has a 100-
inch wheelbase, drivetrain efficiency of 80%, 14-inch
radius wheels, an overall gear reduction ratio of 10 to 1,
and a center of gravity (without engine) that is 22 inches
above the roadway surface and 55 inches behind the
front axle. An engine that weighs 3 lb for each ft-lb of
developed torque is to be placed in the front portion of
the car. Calculations show that for every 20 lb of
..
engine weight added, the car's center of gravity moves
Problems 43
inch closer to the front axle (but stays at the same
height above the roadway surface). If the car is starting
from rest on a level paved roadway with a coefficient of
adhesion of 0.8, select an engine size (weight and
associated torque) that will result in the highest possible
available tractive effort.
2.11 A 3000-lb car is traveling on a paved road with CD
= 0.35, Aj= 21 ft2, and p= 0.002378 slugs/ft3 . Its engine
is running at 3000 rev/min and is producing 250 ft-lb of
torque. The car's gear reduction ratio is 4.5 to l,
drivetrain efficiency is 90%, drive axle slippage is
3.5%, and the wheel radius is 16 inches. What will the
car's maximum acceleration rate be under these
conditions on a level road? (Assume that the available
tractive effort is the engine-generated tractive effort.)
2.12 A rear-wheel-<lrive car weighs 3600 lb, has 15-
inch-radius wheels, a drivetrain efficiency of 95%, and
an engine that develops 520 ft-lb of torque. Its
wheelbase is 8.2 ft, and the center of gravity is 18
inches above the road surface and 3.3 ft behind the front
axle. What is the lowest gear reduction ratio that would
allow this car to achieve the highest possible
acceleration from rest on good, dry pavement?
2.13 A newly designed car has a 9.0-ft wheelbase, is
rear-wheel drive, and has a center of gravity 18 inches
above the road and 4.3 ft behind the front axle. The car
weighs 2450 lb, the mechanical efficiency of the
drivetrain is 90%, and the wheel radius is 14 inches. The
base engine develops 200 ft-lb of torque, and a modified
version of the engine develops 240 ft-lb of torque. If the
overall gear reduction ratio is 8 to 1, what is the
maximum acceleration from rest for the car with the
base engine and for the car with the modified engine? (It
is on good, dry, and level pavement.)
2.14 A rear-wheel-drive 3000-lb drag race car has a
200-inch wheelbase and a center of gravity 20 inches
above the pavement and 140 inches behind the front
axle. The owners wish to achieve an initial acceleration
from rest of 22 ft/s2 on a level paved surface. What is
the minimum coefficient of road adhesion needed to
achieve this acceleration? (Assume r,,, = 1.00.)
2.15 If the race car in Problem 2.14 has a center of
gravity 32 inches above the roadway and is run on a
pavement with a coefficient of adhesion of 1.0, how far
back from the front axle would the center of gravity
have to be to develop a maximum acceleration from rest
of 1.0 g (32.2 ft/s2)? (Assume y,,, = 1.00.)
2.16 Consider the situation described in Example 2.5. If
the vehicle is redesigned with wheels that have a 13-
inch radius (assume that the mass factor is unchanged)
44 Chapter2 Road Vehicle Performance
and a center of gravity located at the same height but at
the midpoint of the wheelbase, determine the
acceleration for front- and rear-wheel drive options
Braking and Stopping Distance (Section 2.9)
2.17 If the car in Example2.9 had Cp:0 45 andA7:
25 ff, what is the difference in minimum theoretical
stopping distances with and without aerodynamic
rerisbnce considered(all other factors the same as in
Example 2.9)?
-
2.f8 A 3500-lb vehicle (Cp - 0.38. AJ 2o fl. p
0.002378 slugs/ft3) is driven on a surface with a
coefficient of adhesion of 0.5, and the coefficient of
rolling lriction is approximatedas 0.015 for all speeds
Assuming minimum theoretical stopping distances, if
the vehicle comesto a stop 260 ft after brake application
on a level surface and has a braking efficiency of 0.82,
what was its initial speed (a) if aerodlinamicresistance
is considered and O) if aerodynamic resistance is
ignored?
2.19 A level test track has a coefficient of road
adhesionof0.80, and a car being testedhas a coefftcient
of rolling friction that is approximatedas 0.018 for all
speeds.The vehicl is tested unloaded and achievesthe
theoretical minimum siop in 180 ft (from brake
application). The initial speed was 60 mi/h. Ignoring
aerodynamic resistance,what is the unloaded braking
efhciency?
2,20 A driver is tmveling at 90 mi.4r down a3yo gade
on good, wet pavement.An accident investigation team
noted that braking skid marks stafted 410 ft befbre a
parked car was hit at an estimated45 mi,4r.Ignoring air
resistance,and using theoreticalstopping distance,what
was the braking efficiency ofthe car?
2.21 A small truck is to be driven down a 4% gade at
70 mi,&. The coefficient ofroad adhesionis 0.95, and it
is known that the braking efficiency is 80% when the
truck js empry and decreases by one percenlagepoinl
for every 100 lb of cargo added.Ignoring aerodlnamic
resistance,if the driver warts the truck to be able to
achieve a minimum theoretical stopping distanceof 275
ft from the point of brake application, what is the
maximum amount of cargo (in pounds) that can be
carried?
2,22 Considerthe conditionsin Example2.11. The car
D:0.5, A1:25fl.p:0.002318
h a sI / : 3 5 0 0 l b , C"coeffi"ierit
st,gslt,, una a of roliing fiiction efficiency
app'roximated as 0.018 for all speed .oniition.. 11
aeiodynu-i" resistanceis consideredin stopping,
estimatehow fast the car will be going when it strikes
the object on a level ar,d a +sVo grade fall'other
conditions (speed,etc.) as describedin Example 2.1ll.
2.23 A race car with a 106-inch wheelbase has its
weight evenly distributed between front and tear axles.
At 150 mi/h, on a mce rack with p : 1.0, the optimal
brake force has 67.32% ofthe braking force on the front
brakes. A new racing tire gneratesp: 1.2. At 150
mi,4r, what percentage of the braking force should now
be allocatedto the ftont to achieveoptimal braking?
2.24 A car is traveling up a 2To gade at 70 mi,4r on
good, wet pavement. The driver brakes to hy to avoid
hitting stoppedhaffic that is 250 ft ahead. The driver's
reaction time is 0.5 s. At f,trst,when the driver applies
the brakes, a software flaw causesthe anti-lock braking
system to fail (brakeswork in non-anti-lock mode with
80% efficiency), leaving 80 ft skid marks. After the 80
ft skid, the anti-lock brakeswork with 100% efficiency.
How last will the driver be going when the stopped
tuaffic is hit if the coefficient of rolling resistance is
constant at 0.013? (assume minimum theoretical
stoppingdistanceand ignore aerodynamicresistance)
2.25 A car is traveling at 76 mi/h down a 3% grade on
poor, wet pavement. The car's braking efficiency is
90%. The brakes were applied 320 ft bfore impactlng
an object. The car had an antilock braking system, but
the system failed 200 ft after the brakes had been
applied (wheels locked). What speed was the car
faveling at just before it impacted the object? (Assume
theoretical stopping distance, ignore air resistance,and
letrl: 0.015.)
2.26 A driver traveling down a 4o%grade collides with a
roadsideobject in rainy conditions,and is issueda ticket
for driving too fast for conditions. The posted speed
limit is 65 mi/h. The accident investigation team
determinedthe following: The vehicle was traveling 40
mi,/h when it struck the obj ect, braking skid marks
slarted205 ft beforethe struck object.the pa\ement is
in good condition, and the braking efficiency of the
vehicle was 93%. Using theoretical stopping distance,
assuming aerodynamic resistance is negligible, and
with the coefficient rolling resistanceapproximated as
0.015, should the driver appealthe ticket? Why or why
not?
2.27 A dr|er is traveling 68 mi/h on a road with a
-3Vo grade.Thereis a stalledcar on the load I 000 ft
ahead o f t h ed r i v e rT. h ed r i v e r ' sv e h i c l eh a sa b r a k i n g
ol90%, andithas antilockbrakesThe road
is in good condition andis initially dry' but it becomes
wet 160ftbeforethe stalledcar(andstayswet until the
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46 Chapter2 RoadVehicle Performance

2.37 A car is traveling at 60 mi,h on good, wet 2.39 A child accidentallyruns into the streetin fiont of
pavement.It has a wheelbaseof ll0 inches with the an approachingvehicle. The vehicle is traveling at 40
centerofgravity 50 inchesbehindthe front axle andat a mi,{h.Assumingthe road is level, at what distancemust
height of 24 inches above the pavement surface. the driver fint seethe child to stopjust in time?
Deterrnine the percentageof braking force that the a) 153.7ft
braking systemshouldallocateto the rearaxle. b) 300.3ft
a) 745% c) 318.8ft
b) 65.40/, d) 146.7ft
c) 2s5%
d\ 34.6% 2.40 A car is traveling at sealevel at 78 milh on a 4o/o
upgrade before the driver sees a fallen tree in the
2.38 A tuck taveling at 75 mi,tr has a braking roadway 150 feet away. The coefficient of road
effrciency of 70%. The coefficient of road adhesionis adhesionis 0.8. The car weighs 2700 lb, ha-sa drag
0.80. Ignoring aerodlmamicresistance,deterrninethe coemcient of 0.35, a fronlal area of 18 ff, and a
theoreticalstoppingdistanceon a level grade. coefiicient of rolling fiiction approximatedas 0.017 for
all speedconditions. The car has an antilock braking
a) 340.9ft
systemtlat gives it a braking efficiency of 100%.If the
b) 180.6 ft
tlriver filst appliesthe brakes 150 ft from the tree, how
c) 425.6ft
fast will the car be taveling when it reachesthe tree?
d) 338.6 ft
lnclude the effect of aerod).namicresista.rxce.
L) 49.5mi/h
b) 48.8mi.&r
c) 50.5mi/h
d) +t.t mvn
92 Chapter3 GeometricDesignof Highways
REFERENCES
AASHTO (American Association of StateHighway and
Transportation Officrals). A Policy on Geometric
Design of Highways qnd Streets, 6th ed.
Washington,DC, 2011.
Campbell, C. The Sports Car: Its Design and
Performance.Cambridge,MA: Robert Bently, 1978.
PROBLEMS
Crest Vertical Curves (Section 3.3)
3.1 A 52O-ft-long equal-tangent crest vertical curve
comects tangentsthat intersectat station 340 + 00 and
elevation 1325 ft. The initial gade is +4.0% and the
final grade is -2.5Tu Determine the elevation and
stationing of the high poinI, PVC, andPW.
3.2 Consider Example 3.4. Solve this problem with the
parabolic equation(Eq. 3.1) rather than by using offsets.
3,3 Again consider Example 3.4. Does this curve
provide sufficient stopping sight distancefor a speedof
60 mi/h?
3.4 An equal-tangentcrest vertical curve is designed
for 70 mi./h.The high point is at elevation 1011.4 it. The
initial grade is +2% and the final grade is -1%. What is
the elevation ofthe PZTl
3.5 An equal-tangentcrest curve has been designedfor
70 mi,4rto corli,ecta +zYo initial grade and a -l% final
grade for a new vehicle that has a 3 ft driver's eye
height; the curve was designedto avoid an object that is
I ft high. Standard practical stopping distance design
was used but, unlike cunent design standards, the
vehicle was assumed to make a 0.5g stop, although
driver reactionsare assumedto be the sameas in curent
highway design standards.If the PilC of the curve is at
elevation 848 ft and station 43 + 48. what is the station
and elevation ofthe high point ofthe cuwe?
3,6 A vertical curve is designedfor 55 mi,4rand has an
initial grade of +25%o atd a final grade of -1.0%. The
PVT is at station 114 + 50. It is known that a point on
the curve at station I l2 + 35 is at elvation 245 ft. Wlat
is the stationing and elevation of the PVC| What is the
stationingand elevation olthe high point on the curve?
3.7 An equal-tangentcrest vertical curve is designed
for 65 mift. The initial grade is -3.40o and the final
grade is negative. What is the elevation difference
betweenthe PZC and the hish Doint ofthe curve?
Hickerson, T. F. RouteLocation and Design,5th ed,
New York: McGraw-Hill, 1964.
Wong, J. Y. Theory of Ground Veiicles. New York:
John Wiley & Sons,2008.
3.8 An equal-tangentcrest vefiical curve has a 50-mitt
design speed.The initial gade is +3%. The high point is
at station 33 + 40.76 and the PW is at station 37 +
24.66. What is the elevation differencebetweenthe hish
point and the Pt{f
3.9 Ar equal-tangentcrest curve connectsa +2% initial
grade with a -1"/o final grade, and is designed for 55
mi/h. The station of the PW is 233 + 40 with elevation
1203 ft. What is the elevation ofthe curve at station 234
+ 00?
3.10 An equal-tangentvertical curve was designed in
2012 (to 20lI AASHTO guidelines) for a design speed
of 70 rni./h to connect grades G1 : +1.2u/oand Gz:
-2.1%o. T\e curve is to be redesigned for a 70-mi/h
design speed in the year 2025. Vehicle braking
technology has advanced so that the recommended
design deceleration rcte is 25yo greater than the 2011
value used to develop Table 3.1, but due to the higher
percentageof older persons in the driving population,
design reaction times have increased by 20%. Also,
vehicles have become smaller so that the driver's eye
height is assumedto be 3.0 ft above the pavement and
roadway objects are assumed to be 1.0 ft above the
pavment surface. Compute the difference in design
curve lengthsfor the 2012 and 2025 designs.
3,11 Ar equal-tangentcrest vertical cuwe is designed
with a PZl at station I l0 + 00 (elevation 927.2 ft) ard a
PVC at station 107 + 43.3 (elevation 921.55 ft). Il the
high point is at station 110 + 75.5, what is the design
speedofthe cuwe?
3.12 An equal-tangentcrest vertical curve connects a
+3.2o and a -l.lYo grade. The PW is at station 98 +
20. Due to ftainage considerations,the highest point of
the curve is at station 100 + 79.35. Determine the
station of the P/C and PIZ, and the design speedolthe
curye.
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94 Chapter 3 GeometricDesign of Highways

distance), 2o/o grade. The westemmost section of 3.31 A roadway has a design speed of 50 mi,4r,and at
highway is the higher of the two and is at elevation 100 station 105 + 00 a +3.0o/ograde roadway section ends
ft. Il the highway has a 60-mi/h design speed, and at station 125 + 00 a +2.0yo grade roadway section
determine, for the crest and sag vertical curves required, begins. The +3.0yo gradesection of highway (at station
the stationing and elevation ol the PIlCs and PWs 105 + 00) is at a higher elevation than the +2.0% gtade
given that lhe PyC of the crest curve (on the section of highway (at station 125 + 00). If a -4%
westernmostlevel highway section) is u1 t1a1is10 + 00 constant-gradesection is usd to connect the crest and
and elevation 100 ft. In solving this problem, assume sag vertical curves that are neededto link the +3.0 and
that the curve PZls are at the intersection of G : 0 and +2.0To grade sections,what is the elevation difference
the 27o grade,that rs,A: 2. between stations 105 + 00 and 125 + 00? (The entire
alignment, crest ard sag cuwes, and constant-gfade
3.27 Consider Problem 3.26. Supposeit is necessaryto
section must fit between stations 105 + 00 and 125 +
keep the entire alignment within the 4000 ft that
00.)
curently separate the two level sections. It is
determined that the ffest and sag cuwes should be 3.32 A sag curve and crest curve connect a -3.5%
conrrected (the PW of the crest and PtrlC of the sag) tangnt section of highway (to the west) wrth a +2.5yo
with a constant-gpde section that has the lowest grade tangent section of highway (to the east). The +2.5yo
possible. Again using a 60-mi,4r design speed, tangent section is at a higher elevation than the -3.5yo
determine, for the crest and sag vertical curves, the targent section. The two tangent sectionsare separated
stationing and elevation of the PIlCs and PWs grven by I150 ft of horizontal distance.If the design speedof
that the westemmostlevel section ends at station 0 + 00 the curves is 50 mi/h, what is the common grade
and elevation 100 ft. (Note that I must now be between the sag and crest curves (G2 of sag and Gr of
determinedand will not be equal to 2.) crest, from west to east), and what is the elevation
3.28 Due to crashesat a railroadcrossing.an overpass difference between the PVC, and PW,?
(with a roadway surface 26 ft above the existing road) is 3.33 A level section of highway is to be comected to a
to be constructed on an existing level highway. The section of highway with a -5o/o gade. The level
existing highway has a design speed ol 50 mi./h. The highway section ends at station 108 + 40 (elevation 865
ovrpass structue is to be level, centered above the ft) and is to co lect with the -5% section of highway at
railroad, and 180 ft long. What length ol the existing station 139 + 20 (elevation758 ft). Using a design speed
level highway must be reconstructed to provide an of 50 rni/h, determinethe stations and elevationsof the
appropriate vertical alignment? PVCs. PW* and PWs of the two vertical cuwes
3.29 A section of a fteeway ramp has a +4.0yo glade required to connect the highway segments, as well as
and ends at station 127 + 00 and elevation 138 it. It the length of the constant grade section (connecting
must be connected to another section of the ramp grade is to be as small as possible).
(which has a 0.0% grade) that is at station 162 + 00 and
Horizontal Curves (Section 3.4)
elevation 97 ft. It is determined that the crst and sag
cuwes required to connect the ramp should be 3.34 You are asked to design a horizontal curve for a
connected (the PW of the crest and PIIC of the sag) two-lane road. The road has l2-ft lanes. Due to
with a constant-gmdesection that has the lowest grade expensive excavation, it is determined that a maximum
possible. Design a veltical alignment to coffrect of 34 ft can be clearedftom the road's centerlinetoward
between these two stations using a 50-mi,4r design the inside lane to provide for stopping sight distance.
speed. Provide th lengths of the curves and constant- Also. local guidelines diclale a maximum
grade section. superelevationof 0.08 fvft. What is the highest possible
design speedfor this cuwe?
3.30 A tangent section of highway has a -1.0% grade
and ends at station 4 + 75 and elevation 82 ft. It must be 3.35 A horizontal cuwe on a twolane highway (10-ft
connected to another section of highway that has a lanes) is designedfor 50 mi,4rwith a 6% superelevation.
1.0% grade and that begins at station 44 + l'2 and The central angle of the curve is 35 degrees and the P1
elevation 131.2 ft. The connecting alignment should is at station 482 + 72. What is the station of the PZ and
consist of a sag curve, constant-gradsection, and crest how many feet have to be cleared ftom the lare's
curve, and be designedfor a speedof 50 mi/h. What is shoulder edge to provide adequate stopping sight
the lowest grade possible for the constant-gradesection distance?
that will completethis alignment?
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96 Chapter3 GeometricDesignof Highways

with the constraintthat the minimum allowablevalue of 3,55 You are designing a highway to AA$HTO
D is 8.0. (Assumethat the PC ofthe horizontal curve is guidelineson rolling terain wherethe designspeedwill
at station 15 + 00, andthe vertical cuwe PZs are at the be 65 mi/h. At one section,a +1.25%ograde and a
PC md PT.) Give the stationing and elevationsof the -2.25o/ogade must be connectedwith an equal-tangent
PC, PT,PVCs,ar.dPWs. vertical curve. Determinethe minimum length of cuwe
3.51 A crest vertical curve and a horizontal curve on that canbe designedwhile meetingSSDrequirements.
the same highway have the same design speed. The a) 864.30ft
equal-tangentvertical curve comects a +3%o initial b) 645.00ft
gradewith a +1% final gradeandhasa Pl/C at 101+ 78 c) 674.74ft
and,a PW Lt 106+ 72, T\ehoizontal curvehasa Plat d) 673.43ft
150 + 10 and a centralangle of 75 degrees.If the
superelevationof the horizontal curve is 8% and the 3.56 A cax is traveling dovthill on a suburbanroad
road has two 12-ft lanes,what is the stationing ol the with a gradeof 4% at a speedof 35 mi./h.Determinethe
PN requircdstoppingsight distance.
a\ 149.29ft
Multiple Choice Problems (Multiple Sections)
b\ 24s.97ft
3.52 A 400-ft equal-ta.ngent sag vertical curve has its c) 233.84ft
PVC at stati:ot100+ 00 andelevation500 ft. The initial d) 26r.26ft
gradeis -4.0% arldthe final gradeis +2.5%. Determine
the elevationolthe lowestpoint ofthe curve. 3.57 A tow truck is searchinga city streetat 40 mi/h for
a) 495.077ft illegally parkedvehicles.It travelsover an equaltangent
b) 49s.250ft vertical curve with an initial grade of +4.0% and final
c) 485.231ft gradeof -2.0%o.If the height of the driver's eye is 6.0 ft
d) 492.043ft and the driver spotsa cax450 ft away with a height of
4.0 ft, what is the minimum length of the vertical curve
3.53 A horizontal curve is being designed around a for this situation?
pond with a targent length of 1200ft ard centralangle a) 562.94ft
of 0.5211radians.If the P1 is at station 145 + 00, b) 1304.15 ft
determinethe stationofPT. c) 240.01ft
a) 168+ 45.43 d) 306.85ft
b) 156+ 45.43
173+ 94.00
d) 156+ 72.72

3.54 A car is traveling over a 1400-ft vertical curve.

One of the passenge6decidesto calculatethe current
offset from the PVC. By looking at the onboard
navigation device, the passengerknows that the car is
750feetftom the PVC. The initial gradeis +5.5%while
the final roadway grade is +3.0%. What is the curent
offset?
a) 4.38ft
b) 17.50ft
c) 17.08ft
d) 5.02ft
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132 Chapter4 PavementDesign
4.7 An engineerplans to replace the rigid pavement in
Example 4.3 with a flexible pavement. The chosen
design has 6 inches of sand-mix asphalt wearing
surface, 9 inches of soil-cementbase, and l0 inches of
crushed stone subbase.All drainagecoefficients are 1.0
a n d t h e s o i t r e s i l i e n tm o d u l u si s 5 0 0 0 l b , i n 2 .l l l h e
highway's traffic is the same (same axle loadings per
vehicle as in Example4.3t. for how many yearscould
you be 95% sule that this pavementwill last? (Assume
that any parametersnot given in this problem are the
sameas those given in Example 4.3.)
4.8 A flexible pavement is designedwith 5 inches of
hot-mix asphalt (HMA) wearing surface,6 inches of
hot-mix asphaltic base, and 10 inches of crushed stone
subbase.All drainage coefficients are 1.0. Daily traffic
is 200 passesof a 20-kip single axle, 200 passesofa 40-
kip tandem axle, and 80 passesof a 22-kip single axle.
If the initial minus the terminal PSi is 2 0 (the TSI is
2.5), the soil resilient modulus is 3000 lb/in', and the
overall standarddeviation is 0.6, what is the probability
(reliability) that this pavementwill last 20 years before
reachingits terminal sewiceability?
4.9 A flexible pavement is designed with 4 inches of
sand-mix asphalt wearing surface, 6 inches of dense-
graded cmshed stone base, and 8 inches of crushed
stone subbase.All drainage coefficients are 1.0 The
pavementis designedfor l8-kip single-axleloads (1290
per clay). The initial PSI is 4.5 and the TSI is 2.5. The
soil has a resilient modulus of 12,000 lb/in2. If the
overall standard deviation is 0 40, what is the
probability that this pavement will have a PSI greater
than 2.5 after 20 years?
4.10 A flexible pavementhas a 4-inch sand-mix asphalt
wearing surface, 10-inch soil cement base, and a l0-
inch crushed stone subbase.It is designedto withstand
400 20-kip single-axle loads and 900 35-kip tandem-
axle loads per day. The subgradeCBR is 8, the overall
standarddeviation is 0.45, the initial PSI is 4.2, and the
final PSI is 2.5. What is the probability that this
pavement will have a PSI above 2.5 after 25 years'!
(Drainagecoefficients are 1.0.)
Rigid Pavement Design (Sections 4.9.6)
4.11 Consider the two trucks in Problem 4.1 Which
truck wilt cause more pavementdamage on a rigid
pavementwith a 10-inch slab?
4.12 You hare beenaskedto designlhe pavementfor
an accesshighway to a major truck terminal. The design
daily truck ftaffic consists of the following: 80 single
axles at 22,500 lb each, 570 tandem axles at 25,000 lb
each, 50 taadem axles at 39,000 lb each, and 80 triple
axles at 48,000 lb each. The highway is to be designed
with rigid pavementhaving a modulus of rupture of 600
lb/in2 and a modulus ofelasticity of 5 million lb/in'. The
reliability is to be 95%, the overall standarddeviation is
0.4, the drainage coefficient is 0.9, APSI is 1.7 (with a
TSI of2.5), and the load transfer coefficient is 3.2. The
modulus of subgradereaction is 200 lb/in'. If a 20-year
design life is to be used, determine the required slab
thickness.
4,13 A rigid pavementis being designedwith the same
Darametersas used in Problem 4.5. The modulus of
iubgrade reaction is 300 lb/in3 and the slab thickness is
determined to be 8.5 inches. The load transl'er
coefficient is 3.0, the drainagecoefficient-is 1 0, and the
modulus of elasticity is 4 million lb/in'. What is the
design modulus of rupture? (Assume that any
parametemnot given in this problem are the same as
those given in Problem 4.5.)
4.14 A rigid pavement-isdesignedwith a t0-inch slab,
atr E. of 6 million lb/in', a concrete modulus of rupture
of 432lb/iri, a load transfer coefficient of 3.0, an initial
PSI of 4.7, and a terminal sewiceability index of 2.5.
The overall standaxddeviation is 0.35, the modulus of
subgradereaction is 190 lb/in3, and a reliability of 90%
is used along with a drainage coefficient of 0.8. The
pavement is designed assuming traffic is composed
entirely of trucks (100 per dat. Each truck has one 20-
kip single axle and one 42-kip tandemaxle (the effect of
all other vehicles is ignored). A section of this road is to
be replaced (due to different subgrade characteristics)
with a flexible pavmenthaving a stmctural number of
4 and is expectedto last the samenumber ofyeaN as the
rigid pavement. What is the assumed soil resilient
modulus? (Assume all other facton are the same as for
the dgid pavement.)
4.15 Consider the loading conditions in Problem 4.3. A
dgid pavement is used with a modulus of subgrade
reaction of 200 lb/in', a slab thickness of 8 inches, a
load traasfer coefficient of 3.2, a modulus of elasticity
of 5 million lb/if, a modulus of rupture of 600 lb/in',
and a drainagecoefficientof 1.0.How many )ears is lhe
pavement expectedto last using the same reliability as
in Problem 4.3? (Assume all other facto$ are as in
Problem 4.3.)
4.16 Consider Problem 4.15. How long would the rigid
pavement be expectedto last if you wanted to be 95yo
sure that the pavement would stay aboYe the 2 5 TSI?
4.1? Consider the traffic conditions in Example 4.3.
Suppose a l0-inch slab was used and all other
parameters are as described in Example 4.3. What
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134 Chapter4 Pavement
Design
4.26 A flexiblepavementis designedto last 10yearsto
withstand truck faffic that consistsonly of trucks with
two 18-kipsingleaxles.Thepavementis designedfor a
soil cBR of 10, an initial PSI of 5.0, a TSI of 2.5, an
overall standarddeviation of 0.40 and a reliability of
90%, andthe structual numberwas determinedto be 6.
On one sectionof this roadway,beneatha.nunderpass,
an engineerusesan 8-inch rigid pavementin an attempt
to have it last longer before resurfacing. How many
years will this rigid-pavementsection last? (Given the
sametraffic conditions,modulusofrupture : 800 lb/in',
modulusof elasticity: 5,000,000lb/in', load transfer
coefficientof 3.0 anddrainagecoeffrcientof 1.0.).
a) 11.33
b) 13.22
c) 18.44
d) 2s.6s
4.27 A flexible pavement at ar access road to a sports
stadium parking lot is designed with a 4-inch sand-mix
asphaltic concrete surface, 5-inch aggregate bituminous
emulsion base, and a 10-inch crushed stone subbase. 800 12-kipsingleaxlesand 160034-kip tandemaxles
There are 95 scheduledbaseball and football games at per day in the designdirection.Thereliabilityusedwas
the stadium per year. The access road to the parking lot
is three lanes in each direction (conservatively
designed). The pavement was designed for recreational
vehicles with one 20K single axle and one 20K tandem
axle. There are 9,000 recreationalvehicles estimatedat
each event. Given that drainage coef{icients are 1.0, the
overall standarddeviation of traffic is 0.45, reliability is
90To, and the soil's resilient modulus is 15,000 lb/in',
how many years will the access road last if the initial
PSI is 4.0 and the trminal serviceability index is 2.5?
a) 7
b) 9
12
d) t 4
4,28 A rigid pavementon a new interstate(3 laneseach
direction)hasbeenconservatively designedwith a 12-
inch slab,an E of 5.5 x l0' lb/in', a concretemodulus
of rupture of 700 lb/if, a load fiansfer coefficient of
3.0, an initial presentserviceabilityindex of 4.5, and a
terminal serviceability index of 2.5. The overall
standarddeviationis 0.35,the subgrade CBR is 25, and
the drainage coeffrcient is 0.9. The pavement was
designedfor 600 30-kiptandemaxlesper day and 1400
20-kip single axle loads per day. If the desired
reliability was 90Yo, how long was this pavement
designedto last?
a) 18
b) 32
c) 42
d) 46
4.29 A flexible pavementwas designedto have a 6-
inch sand-mixasphalticsurface,8-inch soil-cementbase
and a 2l-inch crushed-stone subbase(all drainage
coefficientsare 1.0). The pavementwas designedfor
90%,theoverallstaadard deviationwas0.35,initial PSI
was 4.7, the TSI was2.5 andthe soil resilientmodulus
was2582lb/in'?.Ifthe roadhasthreelanesin thedesign
direction (and was conservativelydesigned),for how
manyyearswas the pavementdesignedto last?
a ) 8
b) 43
c) 53
d) 63
168 Chapter5 FundamentalsofTraffic Flow arrdQueuingTheory
NOMENCLATURE FOR CHAPTER 5
D deterministic arrivals or departures
Dl total vehicle delay
h vehicle time headway
k traffic density
kj traffic j am density
k"op ffaffic density at capacity
I roadway length
M exponentially distributed anivals or depaxtures
n number ofvehicles
departue channel number
total number ofdeparture channels
q traffic flow
q".P traffic flow at capacity (ma"ximum traffic flow)
o length of queue
a average length of queue
REFERENCES
Drew, D. R. "Deterministic Aspects of Freeway
Operations and Control," Highway Research
Record.99-1965.
Lord, D., arrdF. Mannering. "The StatisticalAnalysis of
Crash-FrequencyData: A Review and Assessment
of Methodological Alternatiy es," Tr ansp or tat i on
ResearchPart A, v ol. 44, no. 5, 2010.
Pipes,L. A. "Car Following Models and the
Fundamental Diagram of Road Traffic."
Transpot"tationResearch,vol. l, no. 1, 1967.
PROBLEMS
Traffic Stream Parameters and Basic Traffic Stream
Models (Sections 5,2-5.3)
5.1 Assumeyou are observingtraffic in a single lane of
a highway at a specific location. You measure the
average headway and average spacing of passing
vehicles as 3.2 seconds and 165 ft, rspectively.
Calculate the flow, average speed, and density of the
traffic stream in this lane.
5.2 Assume you are an observer standing at a point
along a tbree-lane roadway. All vehicles in lane I a.re
tuaveling at 30 milh, all vehicles in lane 2 are traveling
at 45 mth, and all vehicles in lane 3 are traveling at 60
mi/h. There is also a constant spacing of 0.5 mile
between vehicles. If you collect spot speed data for all
vehicles as they cross your observation point, for 30
o.^ maximum length ofqueue
t vehicle spacing
t time
T average time spent in the system
u space-meanspeed(also denoted d )
spot speedofvehicle i
u/ free-flow speed
u"-" speed at capacity
n, space-meanspeed(also denotedsirnply as a)
; time-mean speed
w avrage time waiting in the queue
I arival rate
p departure rate
p haffic intensity
Poch, M., and F. Mannering. "Negative Binomial
Analysis of Intersection-AccidentFrequencies,"
Journal of TransportafionEngineering, vol. l22,no.
2, March,/April 1996.
Transportation Research Board. Trffic Flow Theory: A
Monograph. SpecialReport 165. Washington,DC:
NationalResearch Council, 1975.
Transportation Research Board- Highway Capacity
Manual. Washinglon, DC: National Research
Council,2010.
minutes,what will be the time-meanspeedand space-
meanspeedfor this traffic stream?
5.3 Four race carsare faveling on a 2.5-rniletri-oval
track, The four cars are traveling at constantspeedsof
195 mi/h, 190 mift, 185 mi,h, and 180 mi./h,
respectively.Assumeyou are an observerstandingat a
point on the track for a period of 30 minutes and are
recording the insta.nta.neousspeedof eachvehicle as it
crossesyoru point. What is the time-meanspeedand
space-mearspeed for these vehicles for this time
period?(Note: Be carefulwith rounding.)
5.4 For Problem5.3, calculatethe space-mearspeed
assumingyou were given only an aerial photo of the
circling race cars and the constanttravel speedof each
ofthe vehicles.
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170 Chapter5 Fundamentalsof Traffic Flow andQueuingTheory
D/D/l queuing, what is the total vehicle delay from 9
A.M. to 10 A.M. assumingDID/I queuing?
5.18 The arrival rate at a paxking lot is 6 veh/min.
Vehicles start arriving at 6:00 n.rra.,and when the queue
reaches36 vehicles, service begins. If company policy
is that total vehicle delay should be equal to 500 veh-
min, what is the deparh.re rate? (Assume D/D/1 queuing
and a constantservicerate.)
5.19 At 8:00 A.M. therc are l0 vehicles in a queue at a
toll booth and vehicles are arriving at a rate of,t(/):6.9
0.2/. Beginning at 8 a.u., vehicles are being sewiced
at a rute of p(t) : 2.1 + 0.3t (1(t) aljld4(r) are in vehicles
per minute and I is in minutes after 8:00 A.M.).
Assuming DlDll queurng, what is the maximum queue
length, and what would the total delay be from 8:00
A.M. until the queuecleaxs?
5.20 At the end of a sporting event, vehicles begin
leaving a parking lot at A(.t): 12 - 0.251and vehicles are
processedat p(t):2.5 + 0.51(/ is in minutesand 2(t)
and p(l) are in vehicles per minute). Assuming D/D/1
queuing, determine the total vehicle delay, longest
queue,and the wait time ofthe 50th vehicle to arrive.
5.21 Vehicles arrive at a single park-entrance booth
where a brochure is distributed. At 8 A.M. there are 20
vehicles in the queue and vehicles continue to arive at
the deterministicrate of ^(t): 4.2 - 0.1t, where ,t(r) is in
vehicles per minute and I is in minutes after 8:00 A.M.
From 8 e.v. until 8:10 e.u., vehicles are served at a
constant deterministic mte of thrce per minute. Starting
at 8:10 A.M., another brochure-distributing person is
added and the brochue-service rate increasesto slx per
minute (still at a single booth). Assuming D/D/1
queuing, determine the longest queue, the total delay
from 8 A.M. until the queuedissipates;and the wait time
ofthe 40th vehicle to arrive.
5.22 Vehicles arrive at a single toll booth begiming at
7:00 A.M. at a rate of 8 veh./min.Service also staxtsat
7:00 A.M. at a rate of t(/) : 6 + 0.2t where p(t) is in
vehicles per minute and / is in minutes after 7:00 e.u.
Assuming DID/\ queurng, determine when the queue
will clear, the total delay, and the maximum queue
length in vehicles.
5.23 Vehicles begin arriving at a single toll-road booth
at 8:00am at a time-dependentdeterministic rate of,l(l)
: 2 + 0.lt (with ,1(l) in veh,/minand I in minutes). At
8:07 A.M. the toll booth opens and vehicles are serviced
at a constantdeterministicrate of 6 veh./min. Assuming
D/D/l queuing, what is the average delay per vehicle
from 8:00 A.M. until th initial queue clears and what is
the delav ofthe 20th vehicle to arrive?
5.24 Vehicles begin to arrive at a toll booth at 8:5OA.M.
with an arrival rcte of ).It') : 4.1 + 0.01/ fwith / in
minutes and ,?.,(t)in vehicles per minutel. The toll booth
opensat 9:00 A.M. and processesvehicles at a rate of l2
per minute throughout the day. Assuming D/D/l
queuing, when will the queuedissipateand what will be
the total vehicle delay?
5.25 Vehicles begin to arrive at a toll booth at 7:50 A.M.
with an arrival rate of )(t): 5.2 - 0.01t (with I in
minutes after 7:50 A.M. and 2 tr vehicles per minute).
The toll booth opensat 8:00,q..1r4.and servesvehicles at
a rate of 1t\t):3.3 + 2.4t (with / in minutes after 8:00
e.u. and 7-zin vehiclesper minute). Once the servicerate
reaches l0 veh/min, it stays at that level for the rest of
the day. Il queuing is D/D/l, when will the queue that
formed at 7:50 A.M. be cleared?
5.26 Vehicles arrive at a freeway on-ramp meter at a
constant rate of six per minute starting at 6:00 A.M.
Service begins at 6:00 A.M. such that l-l(4 :2 + 0.5t,
where fir) is in veh,/min and t is in minutes after 6:00
A.M. What is the total delay and the maximum queue
length (in vehicles)?
5.27 Vehicles arrive at a toll booth according to the
tunction 2{t) : 5.2 - 0.20t, where,{t) is in vehicles per
minute and t is in minutes. The toll booth operator
processesone vehicle every 20 seconds.Determine total
delay, maximum queue length, and the time that the
20th vehicle to anive waits ftom its arrival to its
departue.
5.28 There are 10 vehicles in a queue when an
attendart opens a toll booth. Vehicles arrive at the booth
at a rate of 4 per minute. The attendantopens the booth
and improves the sewice rate over time following the
tunction ll) : 1.1 + 0.301,where p(l) is in vehicles per
minute and I is in minutes. When will the queue clear,
what is the total delay, and what is the maximum queue
length?
5.29 Vehicles begin to arrive at a parking lot at 6:00
A.M. with an arrival rate function (in vehicles per
minute) of 4l) : 1.2 + 0.3t, where / is in minutes. At
6:10 A.M. the parking lot opens and processesvehicles
at a rate of 12 per minute. What is the total delay ard
the maximum queue length?
5.30 At a parking lot, vehicles anive according to a
Poisson process and are processed (parking fee
collected) at a uniform deterministic rate at a single
station. The mean arrival rate rs 4.2 veh/mit and the
processing rate is 5 veh,/min. Determine the average
length of queue, the average time spent in the system,
and the average waiting time in the queue.
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172 Chapter5 Fundamentalsof Traffic Flow andQueuingTheory

exponentially distributed). What is the total time spent c) 102.079mt/h

in the systemby all vehicles in a I -hour period? d) 102.400mi/h
5.44 Vehicles leave an airport parking facility (axrive at
5.48 Vehicles arrive at an intersection at a rate of 400
parking fee collection booths) at a rat of 500 veh,4r(the
veb,tr according to a Poisson distribution. What is the
time between arrivals is exponentially disfiibuted). The
probability that more than five vehicles will arrive in a
parking facility has a policy that the average time a
one-minute interval?
patron spends in a queue waiting to pay lor parking is
not to exceed 5 seconds. If the time required to pay for a) 0.7944
parking is exponentially distributed with a mean of 15 b) 0.6560
seconds, what is the smallest number of palanent c) 0.6547
processing booths that must be open to keep the average d) 0.1552
time spent in a queuebelow 5 seconds?
5.49 In studying of taffic flow at a highway toll booth
Traflic Analysis at llighway Bottlenecks over a course of 60 minutes, it is determined that the
(Section 5.6) arrival and departue mtes are deterministic, but not
5.45 A freeway with two northbound lanes is shut uniform. The arrival rate is found to vary accoldlng to
down because of an accident. At the time of the the tunction 1(r) : 1.8 + 0.25r - 0.0030/2.The deparhrre
accident, the tuaffic flow rate is 1200 vehicles per hour rate function is ll(/) : 1.4 + 0.11t. In both of these
per laneand the flow remainsat rhis level.The capaciry functions, I is in minutes after the beginning of the
of the freeway is 2200 vehicles per hour per lane when observation and ,1(l) and p(t) are in vehicles per minute
not impacted by an accident. The fteeway is shut down At what time does the maximum queue length occur?
completely for 20 minutes after the accident and then a) 49.4 min
one lane is open for 20 minutes and finally both lanes b) 2.7 min
are opened (40 minutes after the accident). What is the c) 19.4min
average delay per vehicle resulting ftom the accident d) 60.0 min
(assuming D/D/ I queuing)?
5.46 A fourlane highway has a normal capacity ol 5.50 A theme park has a single entrance gate where
1800 vehicles per hour per lane. In the southbound visitors must stop and pay for parking. The average
direction, a vehicle disablement on the roadway arrival rate during the peak hour is 150 veb,4r and is
shoulderoccurs at 4:30 p.m. Due to rubbemecking,the Poissondistributed.It takes,on average,20 secondsper
capacity in the southbound direction is reduced to 1200 vehicle (exponentially distributed) to pay for parking.
veh,/h/lane at this time. Ai 4:45 p.m., the disabled What is the average waiting time for this queuing
vehicle is removedfiom the shoulderand the capaciry system?
increasesto 1500 veh,4r./lane.At 5:00 p.m. the roadway
a) 4.167 min/veh
capacity retums to its full value of 1800 veh./h./lane. b) 2.0 min/veh
From 4:30 p.m. until the queue clears the traffic flow c) 1.667min/veh
rate in the southbound direction is 1600 veb,4l/lane. d) 0.833 minrveh
What is the average delay per vehicle, t}le maximum
queue length, and the average queue length in the
5.51 At an impaired driver checkpoint, the time
southbound direction resulting ftom the incident required to conduct the impairment test vanes
(assuming D/D/ I queuing)? (according to an exponentialdistribution) dependingon
Multiple Choice Problems (Multiple Sections) the compliance of the driver, but takes 60 secondson
average. If an average of 30 vehicles per hour arrive
5.47 Five minivans and three trucks are traveling on a (according to a Poisson distribution) at the checkpoint,
3.0 mile circular track and complete a full lap in 98.0, determine the average time spent in the system.
108.0,113.0,108.0,102.0,101.0,85.0,and 95 seconds,
respctively.Assuming all the vehicles are traveling at a) 0.033 min/veh
constant speeds,what is the time-mean speed of the b) 1.5 min/veh
minivans? Pay attention to rorutding. c) 1.0 mir/veh
d) 2.0 midveh
102.332milh
b) 107.417m|/h
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220 Chapter6 HighwayCapacityandLevel-of-Service
Analysis
peak-hour volume of 1800 vehicles (familiar users) is
obsewed, with 700 aniving in the most congested15-
min period. If a level of service no worse than C is
desired, determine the maximum number of large
trucks and buses that can be present in the peak-hour
traffic stream.
6.4 Consider the lreeway and tralfic conditions
describedin Problem6.3. If 180 ofthe 1800 vehicles
observed in the peak hour were large trucks and
buses, what would the level of service of this freeway
be on a 5-mi, 6% downgrade?
6.5 A sixlane freeway (three lanes in each direction)
in a scenic area has a measuredfree-flow speed of 55
mi/h. The peak-hour factor is 0.80, and there are 8olo
large trucks and buses and 6% recreational vehicles in
the traffic stream.One upgrade is 5% and 0.5 mi long.
An analyst has determined that the freeway is
operating at capacity on this upgrade during the peak
hour. ifthe peak-hour traffic volume is 3900 vehicles,
what value for the driver population factor was used?
6.6 A freeway is being designed for a location in
mountainous terrain. The expected free-flow speed is
55 mi/h. Lane widths will be 12 ft and shoulder
widths will be 6 ft. Dudng the peak hour, it is
expectedthere will be a directional peak-hour volume
of 2700 vehicles, 12o/olarge trucks and buses and 60lo
recreational vehicles. The PIIF and driver population
adjustment are expected to be 0.88 and 0.90,
respectively. If a level of service no worse than D is
desired, determine the necessarynumber of lanes.
6.7 A segment of four-lane freeway (two lanes in
each direction) has a 3% upgrade that is 1500 ft long
followed by a 1000-ft 4Yo lupgrade.It has l2-ft lanes
and 3-ft shoulders.The directional hourly traffic flow
is 2000 vehicles with 5% large trucks and buses (no
recreational vehicles). The total ramp density for this
freeway segment is 2.33 ramps per mile. If the peak-
hour factor is 0.90 and all of the drivers are regular
users, what is the level of service of this compound-
grade freeway segment?
6,8 Consider Example 6.2, in which it was
determined that 1908 vehicles could be added to the
peak hour before capacity is reached. Assuming
rolling terrain as in Example 6.1, how many
passengercars could be added to the original traffic
mix before peak-hour capacity is reached? (Assume
only passengercars are added and that the number of
large trucks and buses originally in the traffic sheam
remarnsconstant.)
6.9 An eight-lane freeway (four lanes in each
direction) is on rollins terrain and has 1 I -ft lanes with
a 4-ft right-side shoulder. The total ramp density is
1.5 ramps per mile. The directional peak-hour traffic
volume is 5400 vehicles with 6% large trucks and 5%
buses (no recreational vehicles). The traffic sheam
consists of regular users and the peak-hour factor is
0.95. It has been decided that large trucks will be
bamed from the freeway during the peak hour.
What will the freeway's density and level of service
be before and a1ler the ban? (Assume that the trucks
are removed and all other traffic attributes are
unchanged.)
6.10 A 5% upgrade on a six-lane freeway (three lanes
in each direction) is 1.25 mi long. On this sgmentof
freeway, the directional peak-hour volume is 3800
vehicles with 2o/o large trucks and 40% buses (no
recreational vehicles), the peak-hour factor is 0.90,
and all drivers are regular users. The lanes are 12 ft
wide, there are no lateral obstructions within l0 ft of
the roadway, and the total ramp density is 1.0 ramps
per mile. A bus strike will eliminate all bus traffic,
but it is estimatedthat for each bus removed from the
roadway, seven additional passenger cars will be
added as travelers seek other means of travel. What
are the density, volume-to-capacity ratio, and level of
service of the upgrade segment before and after the
bus strike?
Multilane Highways (Section 6.5)
6.11 A multilane highway (two lanes in each
direction) is on level terrain. The free-flow speed has
been measured at 45 mlh. The peak-hour directional
traffic flow is 1300 vehicles with 6% large trucks and
buses and 2% recreational vehicles (f : 0.95). If the
peak-hour factor is 0.85, determine the highway's
level olservice.
6.12 Consider the multilane highway in Problem
6.1 l If the proportion of vehicle types and peak-hour
factor remain constant, how many vehicles can be
added to the directional traffic flow before caDacityis
reached?
6.13 A six-lane multilane highway (three lanes in
each direction) has a peak-hour factor of 0.90, ll-ft
lares with a 4-ft dght-side shoulder, and a two-way
left-turn lane in the median. The directional peak-hour
traffic flow is 4000 vehicles with 8% large trucks and
buses and 20lo recreational vehicles. The driver
population factor has been estimated at 0.95. Wlrat
will the level of service of this highway be on a 4To
upgmde that is 1.5 miles long if the speed limit is 55
mi/h and there are 15 accesspoints per mile?

6.14 A divided multilane highway in a recreational
area ([ = 0.90) has four lanes (two lanes in each
direction) and is on rolling terrain. The highway has
10-ft lanes with a 6-ft right-side shoulder and a 3-ft
left-side shoulder. The posted speed is 50 mi/h.
Formerly there were four access points per mile, but
recent development has increased the number of
access points to 12 per mile. Before development, the
peak-hour factor was 0.95 and the directional hourly
volume was 2200 vehicles with 10% large trucks and
buses and 3% recreational vehicles. After
development, the peak-hour directional flow is 2600
vehicles with the same vehicle percentages and peak
hour factor. What is the level of service before and
after the development?
6.15 A multilane highway has four lanes (two lanes
in each direction) and a measured free-flow speed of
55 mi/h. One upgrade is 5% and is 0.62 mi long.
Currently trucks are not permitted on the highway,
but there are 2% buses (no recreational vehicles) in
the directional peak-hour volume of 1900 vehicles
(the peak-hour factor is 0.80). Local authorities are
considering allowing trucks on this upgrade. If this is
done, they estimate that 150 large trucks will use the
highway during the peak hour. What would be the
level of service before and after the trucks are allowed
(assuming the driver population adjustment to be 1.0
before and 0.97 after)?
6.16 A four-lane undivided multilane highway (two
lanes in each direction) has 11-ft lanes, 4-ft shoulders,
and 10 access points per mile. It is determined that the
roadway currently operates at capacity with PHF =
0.80 and a driver population adjustment of 0.9. If the
highway is on level terrain with 8% large trucks and
buses (no recreational vehicles) and the speed limit is
55 mi/h, what is the directional hourly volume?
6.17 A new four-lane divided multilane highway
(two lanes in each direction) is being planned with
12-ft lanes, 6-ft shoulders on both sides, and a 50-
mi/h speed limit. One 3% downgrade is 4.5 mi long,
and there will be four access points per mile. The
peak-hour directional volume along this grade is
estimated to consist of 1800 passenger cars, 140 large
trucks, 40 buses, and IO recreational vehicles. If the
peak-hour factor is estimated to be 0.85 and the driver
population adjustment factor is expected to be 1.0,
what level of service will this segment of highway
operate under?
6.18 A six-lane divided multilane highway (three
lanes in each direction) has a measured free-flow
..
speed of 50 mi/b. It is on mountainous tenain with a
Problems 221
traffic stream consisting of 7% large trucks and buses
and 3% recreational vehicles. The driver population
adjustment is 0.92. One direction of the highway
currently operates at maximum LOS C conditions,
and it is known that the highway has PHF = 0.90.
How many vehicles can be added to this highway
before capacity is reached, assuming the proportion of
vehicle types remains the same but the peak-hour
factor increases to 0.95?
6.19 A four-lane undivided multilane highway (two
lanes in each direction) has 11-ft lanes and 5-ft
shoulders. At one point along the highway there is a
4% upgrade that is 0.62 mi long. There are 15 access
points along this grade. The peak-hour traffic volume
bas 2500 passenger cars and 200 trucks and buses (no
recreational vehicles), and 720 of these vehicles
arrive in the most congested 15-min period. This
traffic stream is primarily commuters. The measured
free-flow speed is 55 mi/h. To improve the level of
service, the local transportation agency is considering
reducing the number of access points by blocking
some driveways and rerouting their traffic. How many
of the 15 access points must be blocked to achieve
LOS C?
Two-Lane Highways (Section 6.6)
6.20 A Class I two-lane highway is on level terrain,
bas a measured free-flow speed of 65 mi/h, and has
50% no-passing zones. During the peak hour, the
analysis direction flow rate is 182 veh/b, the opposing
direction flow rate is 78 veb/h, and the PHF = 0.90.
There are 15% large trucks and buses (no RVs).
Detennine the level of service.
6.21 A Class I two-Jane highway is on rolling terrain
and the free-flow speed was measured at 56 mi/h, but
this was during a two-way flow rate of 275 veh/h.
There are 80% no-passing zones. During the peak
hour, the analysis direction flow rate is 324 veh/b, the
opposing direction flow rate is 216 veh/b, and the
PHF = 0.87. There are 5% large trucks and buses and
10% recreational vehicles. Determine the level of
service.
6.22 A Class I two-lane highway is on level tenain
with passing permitted throughout. The highway has
11-ft lanes with 4-ft shoulders. There are 16 access
points per mile. The base FFS is 60 mi/h. During the
peak hour, 440 vehicles are traveling in the analysis
direction and 360 vehicles are traveling in the
opposing direction. If the PHF is 0.85 and there are
4% large trucks, 3% buses, and 2% recreational
vehicles, what is the level of service?
 222 Chapter 6 Highway Capacity and Level-of-Service Analysis
6.23 A Class II two-lane highway needs to be
redesigned for an area with rolling terrain. During the
peak hour, 380 vehicles are traveling in the analysis
direction and 300 vehicles are traveling in the
opposing direction. The PHF is 0.92. The traffic
stream includes 8% large trucks, 2% buses, and no
recreational vehicles. What is the maximum
percentage of no-passing zones that can be built into
the design with LOS C maintained?
6.24 A Class III two-lane highway is on level terrain,
has a measured free-flow speed of 45 mi/h, and has
l 00% no-passing zones. During the peak hour, the
analysis direction flow rate is 150 veh/h, the opposing
direction flow rate is 100 veh/h, and the PHF = 0.95.
There are 5% large trucks and 10% recreational
vehicles. Determine the level of service.
Design Traffic Volumes (Section 6.7)
6.25 A four-lane freeway (two lanes in each
direction) segment consists of passenger cars only, a
driving population of regular users, a peak-hour
directional distribution of 0.70, a peak-hour factor of
0.80, and a measured free-flow speed of 70 mi/h.
Assuming Fig. 6.7 applies, if the AADT is 30,000
veh/day, determine the level of service for the 10th
50th, and 1OOth highest annual hourly volumes.
6.26 A four-lane freeway (two lanes in each
direction) operates at capacity during the peak hour. It
has 11-ft lanes, 4-ft shoulders, and there are three
ramps within three miles upstream of the segment
midpoint and four ramps within three miles
downstream of the segment midpoint. The freeway
has only regular users, there are 8% large trucks and
buses (no recreational vehicles), and it is on rolling
terrain with a peak-hour factor of 0.85. It is known
that 12% of the AADT occurs in the peak hour and
that the directional factor is 0.6. What is the freeway's
AADT?
6.27 A six-lane multilane highway (three Janes in
each direction) has regular weekday users and
currently operates at maximum LOS C conditions.
The measured free-flow speed is 55 mi/h. The
highway is on rolling terrain with 12% large trucks
and buses and 6% recreational vehicles, and the peak
hour factor is 0. 92. If 17% of all directional traffic
occurs during the peak hour, determine the total
directional traffic volume.
Multiple Choice Problems (Multiple Sections) ''
6.28 A six-lane freeway (three lanes in each
direction) in rolling terrain has 10-ft Janes and
obstructions 4 ft from the right edge of the traveled
pavement. There are five ramps within three miles
upstream of the segment midpoint and four ramps
within three miles downstream of the segment
midpoint. A directional peak-hour volume of 2000
vehicles (primarily commuters) is observed, with 600
vehicles arriving in the highest 15-min flow rate
period. The traffic stream contains 12% large trucks
and buses and 6% recreational vehicles. What is the
density of the traffic stream?
a) 16.5 pc/mi/ln
b) 13.8 pc/mi/ln
c) 15.3 pc/mi/In
d) 13.2 pc/mi/ln
6.29 A six-lane freeway (three Janes in each
direction) in mountainous terrain has 10-ft lanes and
obstructions 5 ft from the right edge. There are zero
ramps within three miles upstream of the segment
midpoint and one ramp within three miles
downstream of the segment midpoint. The traffic
stream consists of mostly commuters with a peak hour
factor of 0.84, peak-hour volume of 2500 vehicles
and 4% recreational vehicles. What is the level of
service?
a) LOS A
b) LOS B
c) LOS C
d) LOS D
6.30 A four-lane divided multilane highway (two
lanes in each direction) in rolling terrain has five
access points per mile and 11-ft lanes with a 4-ft
shoulder on the right side and 2-ft shoulder on the
left. The peak-hour factor is 0.84 and the traffic
stream consists of 6% trucks, 4% buses and 3%
recreational vehicles. The driver population
adjustment factor is estimated at 0.90. If the analysis
flow rate is 1250 pc/h/ln, what is the peak-hour
volume?
a) 1602 veh/h
b) 976 veh/h
c) 1389 veh/h
d) 1345 veh/h
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280 Chapter 7 Traffic Control and Analysis at Signalized Intersections

PROBLEMS

Development of Signal Phasing and Timing Plans
(Section 7.4)
7.1 An intersection has a three-phase signal with the
movements allowed in each phase and corresponding
analysis and saturation flow rates shown in Table 7.6.
Calculate the sum ofthe flow ratios for the critical lane
groups.
7.2 An intersection has a four-phase signal with the
movements allowed in each phase and corresponding
analysis and saturation flow rates shown in Table 7. 7.
Calculate the sum ofthe flow ratios for the critical lane
groups.
7.3 The minimum cycle length for an intersection is
determined to be 95 seconds. The critical lane group
flow ratios were calculated as 0.235, 0.250, 0.170, and
0.125 for phases 1-4, respectively. What Xe was used in
the determination of this cycle length, assuming a lost
time of5 seconds per phase?
7.4 A pretimed four-phase signal has critical lane group
flow rates for the first three phases of200, 187, and 21 O
veh/h (saturation flow rates are 1800 veh/h/ln for all
phases). The lost time is known to be 4 seconds for each
phase. If the cycle length is 60 seconds, what is the
estimated effective green time ofthe fourth phase?
7.5 A four-phase traffic signal has critical lane group
flow ratios of0.225, 0.175, 0.200, and 0.150. Ifthe lost
time per phase is 5 seconds and a critical intersection vie
of 0.85 is desired, calculate the minimum cycle length
and the phase effective green times such that the lane
group vie ratios are equalized.
7.6 For Problem 7.1, calculate the minimum cycle
length and the effective green time for each phase
(balancing vie for the critical lane groups). Assume the
lost time is 4 seconds per phase and a critical
intersection vie of0.90 is desired.
7.7 For Problem 7.1, calculate the optimal cycle length
(Webster's formulation) and the corresponding effective
green times (based on lane group vie equalization).
Assume lost time is 4 seconds per phase.
7.8 For Problem 7.2, calculate the minimum cycle
length and the effective green time for each phase
(balancing vie for the critical movements). Assume the
lost time is 4 seconds per phase and a critical
intersection vie ofO .95 is desired.
7.9 For Problem 7.2, calculate the optimal cycle length
(Webster's formulation) and the corresponding effective
green times (based on lane group vie equalization).
Assume lost time is 4 seconds per phase.
7.10 Consider Example 7.3. Two additional 12-ft
through lanes are added to Vine Street (the street in the
intersection shown in Fig. 7.8), one lane in each
direction. If the peak-hour traffic volumes are
unchanged but the Vine Street left-tum saturation flow
rates increase by I 00 veh/h because of the added
through lanes, what would the revised effective green
time, yellow time, and all-red time be for each phase?
Assume minimum cycle length and a critical
intersection vie of0.90 is desired.
7.11 Consider the intersection of Vine and Maple
Streets as shown in Fig. 7.8. Suppose Vine Street's
northbound and southbound approaches are both on an
8% upgrade, and the assumed vehicle approach speed is
30 mi/h. What should the yellow and all-red times be?

Table 7.6 Data for Problem 7.1

Phase 2 3
Allowed movements NBL, SBL NB T/R, SB T/R EBL, WBL EB T/R, WB T/R
Analysis flow rate 330, 365 veh/h 1125, 1075 veh/h 110, 80 veh/h 250, 285 veh/h
Saturation flow rate 1700, 1750 veh/h 3400, 3300 veh/h 650, 600 veh/h 1750, 1800 veh/h

Table 7.7 Data for Problem 7.2

Phase 2 3 4
Allowed movements EBL, WBL EB T/R, WB T/R SBL, SB T/R NBL,NB T/R
Analysis flow rate 245, 230 veh/h 975, 1030 veh/h 255, 235 veh/h 225, 215 veh/h
Saturation flow rate 1750, 1725 veh/h 3350, 3400 veh/h 1725, 1750 veh/h 1700, 1750 veh/h
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282 ChaDter7 Traffic Control andAaalvsis at SisnalizedIntersections
the begindng of the effective green there are l0
vehicles in the queue. The arival rate is constant ard
the processis D/D/1. Ifthe effective red is knom to be
less than 40 seconds, what is th total vehicle delay for
this signal cycle?
7.24 Vehicles arrive at an approach to a prctimed
signalized intersection. The arrival mte over the cycle
is given by the function v(r) = 0.22 + 0.012, [v(/) is in
veh./sand, is in seconds].There are no vehicles in the
queuewhen the cycle (effective red) begins. The cycle
length is 60 seconds and the saturation flow rate is
3600 veh,4r. Determine the effective green and red
times that will allow the queue to clear exactly at the
end ol the cycle (the end of the effective green), and
determine the total vehicle delav over the cvcle
(assumingD/D/l queuing).
7.25 At the start of the effective red at ar intersection
approach to a pretimed signal, vehicles begin to arrive
at a rate of 800 veb,4r for the first 40 seconds and 500
veh,4l fiom then on. The approach has a saturation flow
rate of 1200 veh,4r and an effective geen of 20
seconds,and the cycle length is 40 seconds.What is
th total vehicle delay fwo full cycles after the 800-
veh,& arrival rate begins? (Assume D/D/1 queuing.)
7.26 A left-tum movement has a maximum arrival rate
of 200 veh,&. The saturationflow of this movement is
1400 veh.&. For this approach, the yellow time is 4
seconds,all red time is 2 seconds,and total lost time is
3 seconds. The cycle length is 120 seconds. Wtlat
minimum displayed green time must be provided to
ensurethat the queue in each cycle clears, and what is
the total delay per cycle and delay per vehicle for this
green time? (Assume D/D/1 queuing.)
7.27 Vehicles begin to anive at a signal approachat a
rate of v(l) : 0.2286 + 0.0008/ lwith v(/) in veh,/sand /
in secondslat the beginning ofthe cycle (the beginning
of an effective red) arrd there are two vehicls alrcady
in the queue that are left over from the effective green
ofthe previous cycle. The signal is designedso that the
effective green staxtswhen there are 10 vehicles in the
queue. The saturationflow rate is 1800 veh,4i.What is
the total vehicle delay after one cycle (cycles are 60
secondslong) and when will the effective green start in
cycle #2 (or, equivalently, how long will the eflective
red be in cycle #2)? (AssumeD/D/1 queuing.)
7.28 At the beginning of a signal approach's effective
red there are 8 vehicles in queue. The arrival rate over
the cycle is v(r):0.05 + 0.001/ [with v(l) in veh/s and I
in seconds].If the saturation flow rate is 1800 veh,h
and the cycle length is 80 seconds, what is the
minimum effective green time neededfor this cycle to
have zero vehicles in the queue when the effec'tive red
of the next cycle starts alld what is the total delay in
this cycle with this green time. (Assume D/D/l
queung.)
7.29 A signal approach has 20 seconds of displayed
green, 4 secondsof yellow, and 3 seconds of all red
(start-up lost time arrd clearaace times are typical). The
cycle length is 60 seconds. At the beginning of an
effective red there are no vehicles in queue and
vehicles arrive at thre-quarters of the saturation flow
rate lor 30 seconds.Then there is zero flow for 10
seconds, and then one-half of the saturation flow rate
from 40 secondsuntil the end of the cycle. What is the
total delay for this cycle if the saturation flow mte is
1400veh,&?(AssumeD/D/l queuing.)
7.30 An approachwith a saturationflow rate of 1800
veh,/hhas 3 vehicles in queueat the start ofan effective
red. For the first cycle, the approach arrival rate is
given by the firnction v(r) : 0.5 0.005/ lwith v(/) in
veh-/sand I in seconds measured fiom the begiruring of
the effective red]. From the second cycle onward
(starting at the beginning of the second effective red)
vehicles arrive at a fixed rate of 720 veh,4t. The
approach has 26 seconds of elfective red and a 60
second cycle for all cycles. How marry cycles will it
take to have no vehicles in the queue at the start of an
effective red and what would be the total delay until
this happens? (Assume D/D/1 queuing.)
7.31 Vehicles arrive at a signal approach at a rate of
v(t) : 0.3 0.001r fwith v(r) in veh/s and / in seconds
measuredfrom the beginning ofthe effective red ofthe
first cycle]. The signal has a 70-second cycle length
with 40 secondsof effective red. The saturation flow
rate of the approach is 1800 veh,tr. What is the total
vehicle delay after two cycles (when I : 140 seconds)
and when will the queue clear (measured fiom tle
beginning of the flrst cycle) during an effective green
(that is, the / at which there will no longer be a queue)?
(AssumeD/D/l queuing.)
7.32 An approach to a signalized intersection has a
displayed green time of 35 seconds,and all-red time of
2 seconds,a yellow time of 3 seconds,and a total lost
time of3 seconds.The arrival rate is v(/):0.5 + 0.002/
[with v(l) in veh./s and / in seconds measured fiom the
beginning of the elfective red of the cyclel. The
saturation flow rate of the approach is 3400 veh,4r.
How long must the cycle length be so that the queue
that forms at the beginning of the cycle (effective red)
dissipatesexactly at the end of the cycle (end of the
effective green) arld what would be the average delay
per vehicle over the cycle? (AssumeD/D/l queuing.)

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284 Chapter7 Traffic Control and Analysis at SignalizedIntersechons

7.54 An isolated pretimed signalized intersection has 7.57 A signalized intersection has a sum of critical
an approachwith a satumtion flow rate of 1900 veh/h. flow mtios ol 0.72 and a total cycle lost time of 12
For this approach,the displayedred time is 58 seconds, seconds.Assuming a critical intersection v/c ratio of
the displayed yellow time is three sconds,the all-red 0.9, calculatethe minimum necessarycycle length.
time is two seconds, the eflective geen time is 28 a) 48.0 s
seconds,and the total lost time is four sec/phas.What b) 60.0 s
is the average uniform delay per vehicle when the c ) 8 2 . 1s
approachflow rate is 550 veh,4r? d) 42.q s
a) 26.3 s
b) 29.7 s 7.58 A signalized intersection approach has an
c ) 3 0 . 1s upgrade of 4%o.The total width of the cross street at
d ) 4 1 3 . 3s this intersection is 60 feet. The averagevehicle length
of approaching traffic is 16 feet. The speed of
7.55 An isolated pretimed signalized intersection has approaching traffic is 40 mi,4r. Determine t}re sum of
an approach with a traffic flow mte of 750 veh,& and a the minimum necessarychangeand clearanceintwals.
satuation flow rate of 3200 veh.4r.This approach is a ) 3 . 5 9s
allocated 32 secondsof effective green time. The cycle b) 4.96 s
lenglh is 100 seconds.Determine the averageapproach c) 4.89 s
delay (using Eq. 7.27). d ) 2 . 5 1s
a) 4.6 s
b) 30.2 s
c) 34.8 s
d) 35.0 s

7.56 Calculate the sum of flow ratios for the cdtical

lane groups for the ihree-phase timing plan, with tralfic
and saturationflow ratesshown in the lollowing tables.

Tralfic Flow Rates(veh./h)for Problem 7.56

Phase1 Phase2 Phase3

EB L: 250 EB T/R: 1200 SBL:75
NB L: 100
WB L: 300 WB T/R: 1350 SB T/R: 420
NB T/R: 425
Satuation Flow Rates(veh./h)for Problem 7.56

Phase1 Phase2 Phase3

EB L: 1800 EB T.R: 3600 SB L: 500
NB L: 525
WB L: 1800 WB T/R:3600 SBT,&: 1950
NB T,R: 1950

a) 0.950
b) 0.760
c) 0.690
d) 0.622
326 Chapter8 Travel DemandandTraffic Forecasting
PROBLEMS
Trip Generation(Section8.4)
8.1 A large retiremnt village has a total retail 8.7 Considerthe conditionsdescribedin Examole8.5.
emplol,rnent of 120.Atl 1600ofthe households in this lf an energycrisisdoublesthe cosrof rheautomodes
village consistof two nonworking family memberswith (drive-alone and shared-ride)and bus costs are not
householdincomeof $20,000.Assumingthat shopping affected,how many workemwill useeachmode?
and social/recreationaltrip rates both peak during the
samehour (for expositionpurposes),predict the total
number of peak-hour trips generatedby this village
using the tdp generationmodelsof Examples8.1 and
8.2.
8.2 Consider the retirement village described in
Problem8.1.Determinethe amountof additionalretail
employment(in the village) necessaryto reducethe
total predictednumber ol peak-hour shopping trips to
200.
8.3 A largeresidentialareahas 1400households with
an averagehouseholdincomeof $40,000,an average
householdsize of 4.8, and, on average,1.5 working
members.Using the model describedin Example8.2
(assuming it wasestimatedusingzonalaverages instead
of individual households),predict the charge in the
number of peak-hour sociaVrecreational trips if
emplolment in the area increases by 25% ar:Ld
household incomeby l0%.
8.4 Consider the Poisson trip generationmodel in
Example 8.4. Supposethat a householdhas five
memberswith an annualincomeof $150,000andlies in
a neighborhood with a retailemplolmentof 320.What
is the expectednumberofpeak-hourshoppingtrips,and
what is the probabilitythat the householdwill make
more than onepeak-hourshoppingtrip?
8.5 Consider a Poisson regressionmodel for the
number of sociaVrecreationaltrips generateddwing a
peak-hourperiodthat is estimatedby (seeEq. 8.3)BZi
: -0.75 + O.025(household size) + 0.008(annual
household income, in thousands of dollars) +
0.1O(numberof nonworking household members).
Supposea householdhasfive members(threeof whom
work) ard an annualincomeof $100,000.What is the
expectednumberof peak-hoursociavrecrational tdps,
and what is the probabilitythat the householdwill not
makea peak-hoursocial/recreational trip?
8.6 If smallexpressbusesleavethe origin describedin
Example8.5 and all are fllled to their capacityof 20
favelers, how many work trip vehicles leave from
origin to destinationin Example8.5 during the peak
hour?
Mode and DestinationChoice(Sction8.5)
8.8 It is kno$.nthat 4000 automobiletrips ine generated
in a large residentialareafrom noon to 1:00 p.M. on
Saturdays for shoppingpu4roses.Four major shopping
centershavethefollowinscharacteristics:
Distanceflom Commercial
Shopping residentialarea floor space _
center (ni) (thousands of ff)
1 2.4 200
2 4.6 150
3 5.0 300
4 8.7 600
with coefficientsof -0.543
Il a logit modelis estimated
for distanceand 0.0165 for commercialsoace (in
thousands of fi). hou manyshoppingtripswill be made
to eachofthe four shoppingcenters?
8.9 Considerthe shoppingtrip situationdescribedin
Problem8.8.Suppose thatshoppingcenter3 goesout of
businessand shoppingcenter2 is expandedto 450,000
# of commercial space. What would be the new
distributionol the 4000 Saturdayafternoonshopping
trips?
8.10 If shoppingcenter3 is closed(seeProblem8.9),
how much commercial floor space is needed in
shoppingcenters1 and2 to ensurethateachof themhas
the same probability of being selectedas shopping
center4?
8.11 Considerthe situationdescribed
in Example8.7.If
the construction of a new freeway lowers auto and
tansit havel times to shopping center 2 by 20yo,
determinethe new distributionof shoppingtrips by
destination
andmode.
8.12 Considerthe conditionsdescribedin Example8.7.
Heavilycongested highwayshavecausedtraveltimesto
shoppingcenter2 to increase by 4 min lor both autoand
transit modes(travel times to shoppingcenter 1 axenot
affected). In order for shopping center 2 to attact as
many total hips (auto and tansit) as it did before the
congestion,how much commercialfloor spacemust it
add (given that the total number of departingshopping
trips remainsat 900)?
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328 Chapter8 TravelDemandandTraffic Forecasting

flow on route 2 after reconstructionbegins. User 8.29 Considerthe conditionsin Problem8.28.Whst is

equilibrium conditions exist before and during the value of the derivative of the user equilibrium math
reconstruction. If both routes are always used, program evaluatedat the system-optimalsolution with
determineequilibrium flows ard travel times beforeand respectto x1 (with 11 equal to the system-optimal
after reconstructionbegins. solution)?
8.24 Three routes corurectan origin and destination 8.30 Two routes corurectan origin and a destination.
with performance functions4:2 + 0.5n, t2: | + x2, Theirperformance functionsaret1: 3 + 1.5(xy/cy)2 ?[td
and h : =
4 + 0.2r: (with I's in minutesand Jr's in t2 5 + 4(x.2/c),with /'s in minutesand x's and c's
thousandsof vehicles per hour). Determine user being route flows and capacities,respectively.The
equilibrium flows if the total origin-to-destination origin-destination demandis 6000 vehiclesper hour,
demandis (a) 10,000veh,4rand(b) 5000veh,&. and c1and c2 are equalto 2000 and 1500vehiclesper
8.25 For the routesdescribedin Problem8.24,what is hour, respectively.Proposedcapacity improvements
the minimum origin-to-destinationhaffic demand (in will increasecz by 1000vehiclesper hour.It is knol'n
vehiclesper hour) that will ensurethat al1 routesare that the routesare cunently in user equilibrium, andit is
used(assuminguserequilibrium conditions)? estimatedthat each l-minute reduction in route travel
time will attractan additional500 vehiclesper hour
8.26 A multilanehighwayhas two northboundlanes. (from latent travel demandand mode shifts). What will
Each lane has a capacityof 1500 vehiclesper hour. the user equilibrium flows and total hourly origin-
Curently, northboundtraffic consistsof 3100vehicles destination demandbe afterthecapacityimprovement?
with 1 occupant,600 vehicleswith 2 occuparts,400
vehicles with 3 occupants,and 20 buses with 50 8.31 Two routes connectan origin-destinationpair with
'7
occupants each.The highway'sperformance functionis performance functions tr : 5 + 4Jrl andt2: + Lr2, with
r: rsl + l.l5(x/cftt1, whereI is in minutes,16is equal /'s in minutesandr's in thousands ofvehiclesper hour.
to 15minutes,andr andc arevolumesandcapacities in Assuming both routes are used, can user equilibrium
vehiclesper hour. An additionallane is being added and system-optimal solutions be equal at somefeasible
(with 1500veh,4rcapacity).What will the total person value of total origin-destination demand (q)? (Prove
hoursof travelbe if the laneis (a) opento all traffic,(b) your answer.)
opento vehicleswith 2 or moreoccupants only, ard (c) 8,32 Three routes connectan origin-destination pair
open to vehicles with 3 or more occupantsonly? with performance functionslr = 5 + 1.5xvtz:72 + 3xz,
(Assumethat all qualified higher-occupancy vehicles and h: 2 + 0.2 l: (with /'s in minutesand r's in
use only the new lane,no unqualifiedvehiclesusethe thousards of vehicles per hour). Determine user
new lane,andthereis no modeshiit.) equilibriumflows ifo : 4300veh.4r.
8.27 Considerthe new lane additionin Problem8-26. 8.33 Two routesconnectan origin-destination pairwith
First, suppose500 one-occupant vehicletravelerstake performance functionstr : 6 -l 4x1andt2:2 + 0.5x'2
10 buses(50 on eachbus),andthe new laneis opento (with ls in minutesand.x'sin thousands ofvehiclesper
vehicleswith two or mote occupa.nts. What would the hour).The origin-destination demandis 4000veh,4rat a
totalpersonhoursbe?Second,referringbackto part (a) traveltime of2 minutes,but for eachadditionalmmute
ol Problem8.26,what is the minimummodeshift fiom beyond these 2 minutes, 100 fewer vehiclesdepart.
one-occupant vehiclesto buses(with 50 personseach) Determine user equilibrium route flows and total
neededto ensurethatthepersonhoursof traveltime on vehicletraveltime.
the highwaywith the new lane (which is restricted a.:+ A fieeway has srx tanes, tbur of which are
lf
vehicleswith two or moreoccupants)is-as low asif all unrestricted(open to all vehicle traffic), and two of
three lanes(the two existinglanesand the new lane) which are restrictedlanes that can be used only by
wereopento all tlaffic? (Setup the equation,andsolve vehicleswith two or moreoccuparts.The performance
to thenearest100one-occupant vehicles.) functionfor the highwayis t:12+ lztuilx (with rin
8.28 Two routesconnectan origin and destinationwith minutes, NI being the number of lanes, and I in
performance functions/r = 5 r 3x1and.t2 : J + x2,with thousandsof vehicles).During the peak hour, 3000
/'s in minutesandx's in thousands ofvehiclesper hour. vehicleswith oneoccupantand4000vehicleswith two
Total origin-destinationdemandis 7000vehiclesin the occupantsdepart for the dstination.Determinethe
peak hour. What are user equilibrium and system- distribution oftraffic betweenrestrictedandunrestricted
optimal routeflows andtotal travel times? lanessuchthat total personhoursare minimized.
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330 Chapter8 Travel DemandandTmffic Forecasting

Initially, the capacitiesof routes 1 and 2 are 3500 veh/h a) 29.9 .

and 4600 veh./h,respectively.A constructionproject is b) i i70.0
plamed that will cut the capacity of route 2 by 21O0 c) 1367.3
veh,/h. How many additional vehicle-houn of travel d) ls74.r
time will be added 10 the system assuminguser-
equilibrium conditionshold? 8,42 Two routes connect an origin-destination pair,
a) 55.3 with 2500 and2000 vehiclestraveling on routesI and 2
b) 503.0 durhg the peak hour, respectively. The route
c) 77.6 performance functionsare t1 : 12 * x1 andt2: 7 'l 2x2,
d) 52s.3 with ther's expressed in thousands ofvehiclesper hour
ard the l's in minutes.If vehiclescould be assignedto
8.41 A study showed that during the peak-hour the two routes such as to achieve a system-optimal
commute on two routes connecting a suburb with a solution, how many vehicle-hoursof travel time could
large city, tlere are a total of 5500 vehiclesthat make be saved?
the trip. Route I is 7 miles long with a 65-mi/h speed a) 965.83
limit androute 2 is 4 miles long with a speedlimit of 50 b) 970.83
mi./h.The study also found that the total travel time on c) 333.33
route 2 increaseswith the square of the number of d) 5.56
vehicles, while the route 1 travel time increasestwo
minutes for every 500 additional vehicles added.
Determine the system-optimal total travel time (in
veh-h).