Tteng 441 traffic engineering fall 2021 part1

Fall 2021
Dr. Wael ElDessouki
Fall 2021/ ElDessouki . TTENG 441 Traffic Engineering 1

Grading, Exams..etc*
 Prerequisite: TTENG 312 Highway Engineering
 2 Mid-term Exams 30%
 Final Exam 40%
 Lab Work. 30%
 Textbook:
Ross, R. P., Prassas, E. S., and McShane, W. R.,
“Traffic Engineering”, Fourth Edition, Prentice-Hall,
2011.
2
. TTENG 441 Traffic Engineering
Fall 2021/ ElDessouki

Introduction & Review
Q: What is Traffic Engineering?
A: Definition from the Institute of Traffic Engineers (ITE):
“The phase of transportation engineering that deals with the planning, geometric
design and traffic operations of roads, streets, and highways, their networks,
terminals, abutting lands and relationship with other modes of transportation”
3

Objectives of Traffic Engineering:
Primary Objective:
 SAFETY
Secondary Objectives:
 Speed
 Comfort
 Convenience
 Economy
 Environmental compatibility
4

Elements of Traffic Engineering
There are a number of key elements of traffic engineering:
1. Traffic studies and characteristics
2. Performance evaluation
3. Facility design
4. Traffic control
5. Traffic operations
6. Transportation systems management
7. Integration of intelligent transportation system (ITS) technologies
5

6

Elements of Traffic System
 Road Users
Drivers, Passengers, Pedestrians, and Bicyclists
 Vehicles:
Private Autos, Trucks, and Busses
 Infrastructure:
Highways, Streets, Intersections, Roundabouts, Bridges,
Tunnels, Railways…..etc
 Traffic Control Devices:
Signs & Traffic Signals
 Environment:
Weather , Lighting Conditions, …etc
. TTENG 441 Traffic Engineering 7

Road User Characteristics: Drivers
 Road users are diverse population and have different
characteristics.
 However, their characteristics follow a normal
distribution.
 In our analysis we focus on 85th % & 15th % values to
represent maximum & minimum respectively.

Road Users: Visual Characteristics
Vision is the most important sensory system for the task of
driving a vehicle.
Q: Why?
A: Because drivers rely on their vision to:
1- Detect hazards
2- Make turn decisions
3- Selecting Acceleration/Deceleration Rates
4- Selecting safe Speed
…
Simply all driving decisions are based on their vision

Drivers Characteristics:
Key Types of Vision for Driving Task
Static Visual Acuity:
Def. : Ability to see small details clearly
Role : Reading traffic signs
Dynamic Visual Acuity:
Def. : Ability to see objects that are in motion relative to the eye
Role : Motion and Speed perception
Movement in Depth:
Def. : Detecting changes in image size
Role : Judging speed of other vehicles on the road
Adaptation:
Def. : Change in sensitivity to different levels of light
Role : Adjustment to changes in light upon entering or exiting from a tunnel.
Glare Sensitivity:
Def. : Ability to resist and recover from the effects of glare.
Role: Reduction in visual performance due to headlight glare.
Depth Perception:
Def. : Judgment of the distance of objects.
Role: Passing on two-lane roads with oncoming traffic.

Vertical Field of Vision
75 Deg.
60 Deg.
Line of Sight
3-10 Deg.
Acute vision cone
10 - 12 Deg.
Clear vision cone

Field of Vision: Examples
5 Deg. (Diameter)
10 Deg.

Horizontal Field of Vision
90-100 Deg.
60 Deg.

Horizontal Field of Vision
Binocular Vision
~ 120 Deg.
60 Deg.
Monocular
Vision
~ 35 Deg.
Monocular
Vision
~ 35 Deg.

Field of Vision
Impact of Speed on Visual Field:
As speed increases, the visual field decrease significantly, specially the
peripheral vision.
Example:
at 20 mph it becomes 100 deg.
at 60 mph it becomes 40 deg.

Field of Vision: Impact of Speed (24 km/hr)

Field of Vision Importance
Traffic Engineers Use Field of Vision for:
Traffic signs placement on highways
Traffic signs size
Safety analysis
Note: peripheral vision has the most important role in driver’s speed perception

Perception- Reaction Time (PRT)
Perception Time:
Can be defined as the time it takes a driver to sense, perceive, and understand the
existence and nature of a stimulus
Reaction Time:
Can be defined as the time it takes a driver to make a response decision based on
the nature of the existing stimulus and his own state, and to execute that
decision.

Perception
Perception Phase
Sensory Phase
Integration Phase

Reaction
Decision Making
Phase
Execution Phase
Orders to Motor
Muscles
Muscle Receptors
Motor Muscles

Design Values:
2.5 seconds for most computations involving braking reactions. (90th %) (AASHTO)
1.0 second for signal timing purposes (85th %)(ITE)
NOTE: Higher values of PRT for more complex situations might be used (AASHTO)
AASHTO - American Association of State Highway and Transportation Officials
ITE – Institute of Traffic Engineers

Expectancy & PRT :
Driver’s reaction time is faster by
almost 0.5 sec in cases where he
was alerted to the event.

Factors Affecting Driver’s PRT :
1 – Age
2- Fatigue
3- Complexity of the situation
4 – Presence of Alcohol or Drugs in the driver’s body

Perception- Reaction Distance (dPRT)
Perception Reaction Distance :
Is defined as the elapsed distance by the vehicle before the driver deploys a
reaction for an event.
NOTE: PRT Distance is not a stopping distance
PRT distance is calculated as following:
dPRT = 1/3.6 * S * PRT
where:
dPRT : Reaction Distance (meters)
S : Vehicle Speed (km/hr)
PRT : Perception/Reaction Time (Seconds)
Example:
A vehicle traveling at 150 km/hr and PRT = 2.5 seconds whet is d
dPRT = 1/3.6 * 150 *2.5 = 104.2 meters

Pedestrian Characteristics
Walking Speed:
1.22 m/s (4 ft/s) Recommended for Intersection Design (15 %
Percentile ) accommodates 85%
1.5 m/s ( 5 ft /s) 50Th Percentile (Median)
Gap Acceptance:
Gap acceptance is defined as the acceptable distance gap between
two successive vehicles in a traffic stream the pedestrian is trying to
cross.
Depends on:
 perception of approaching vehicle speed
 number of lanes & lane width
 age & gender of pedestrian.
Recommended Design Value:
37.5 m (125 ft ) 85th percentile
Comprehension of Control Devices:
Example: flashing “DON’T WALK”

‫ﺮﳼ‬
‫ﯾﺔ‬‫ر‬‫اﳌﺮو‬ ‫ﻠﺴﻼﻣﺔ‬ ‫اﻟﺴﻌﻮدﯾﺔ‬ ‫اﻣﻜﻮ‬‫ر‬ٔ
Aramco Chair for Traffic Safety Research
Fall 2021/ ElDessouki 29

Vehicles’ Characteristics
Vehicle Categories (AASHTO):
 Passenger cars:
all passenger cars, SUVs, minivans, vans, and pickup trucks.
 Buses:
intercity motor coaches, transit buses, school buses, and
articulated buses
 Trucks:
single-unit trucks, tractor-trailer, and tractor-semi-trailer
combination vehicles
 Recreational vehicles(RV)
motor homes, cars with various types of trailers (boat, campers,
motorcycles, etc.)
AASHTO also defined 20 design vehicle under these categories

Vehicle Turning Characteristics
 Turning of vehicles occurs either at low speed (< 15 km/hr) or
high speed (> 15 km/hr)
 Low Speed Turning is governed by vehicle geometry.
Each design vehicle has a minimum turning radius that must
be taken into consideration in designing traffic facilities
 Example: W40 (Semi-trailer truck)

 Example: W40 (Semi-trailer truck)

High Speed Turning:
On horizontal curves, centrifugal force tend to push the vehicle in the
radial direction, the vehicle is maintained by side friction on the
pavement surface and pavement super elevation. Here is the
relationship:
Where ,
S – Speed(m/s) , R- Curve Radius(m), fl- Side Friction
e – Superelevation % , g – Gravitational Acceleration(m/s2)
gR
S
f
e
f
e
l
l
2
01
.
0
1
01
.
0





High Speed Turning (Simplified Form):
Due to the fact that superevelevation is typically a small value (3-8% )
and the coefficient of side friction (fl) is also a small value (.25- 0.1),
then the resulting value for the multiplication (0.01 e * fl ) is very low
and negligible; thus, the equation becomes:
Where ,
S – Speed(m/s) , R- Curve Radius(m), fl - Side Friction
e – Superelevation % , g – Gravitational Acceleration(m/s2)
gR
S
f
e l
2
01
.
0 


Superelevation (e%):
 Typical range between 0.5% -12 %
 But for construction consideration it does not exceed 8%
 The typical superelevation is 5%

Side Friction (f):
Superelevation:
Typical range 0.5-12 % , but in most cases it does not exceed
8%

Example:
Given the design speed for a highway , to be 120 km/hr. Please
determine the minimum radius for a horizontal curves if the
super elevation was limited to be 5%
Answer:
V2/R g = 0.01*5 + fl = 0.05 + 0.085 = 0.135
(120/3.6)^2 / ( R m * 9.81 m/sec2) = 0.135
(33.33)2/(0.135*9.81) = R  R= 838.98  840 m
Tip: What would you need to know if there was no limit for
superelevation.

Vehicle Stopping Characteristics
Total Stopping Sight Distance (Generic Units):
Where,
ds : Total Stopping Distance (m)
Vi : Initial Vehicle Speed (m/s)
Vf : Final Vehicle Speed (m/s)
g : Gravitational Acceleration (m/s2)
f : Pavement Friction Coefficient ( 0.348)
G : Vertical Grade %
)
01
.
0
(
2
2
2
G
f
g
V
V
t
V
d
f
i
PRT
i
S






Accident Reconstruction Example(2.3):
A car hits a tree at an estimated speed of 50 km/hr on
a 3% downgrade. If skid marks of 30 m are observed
on dry pavement (F = 0.345), followed by 75 m (F =
0.20) on a grass-stabilized shoulder, estimate the
initial speed of the vehicle just before the pavement
skid was begun.
Vehicle Stopping Characteristics: Applications

2.2
A driver traveling at 100 km/h rounds a curve on a
level grade to see a truck overturned across the
roadway at a distance of 120 m. If the driver is able to
decelerate at a rate of 0.31g , at what speed will the
vehicle hit the truck? Plot the result for reaction times
ranging from 0.50 to 5.00 s in increments of 0.5 s.
Comment on the results.
2.7
What minimum radius of curvature may be designed
for safe operation of vehicles at 110 km/h if the
maximum rate of superelevation (e) is 6% and the
maximum coefficient of side friction (f) is 0.10?
Extra Problems

Vehicle Power Characteristics
The following table shows the difference between truck
acceleration rates and passenger acceleration rates:
Typical Car
(30 lb/hp)
Typical Truck
(200 lb/hp)

Vehicle Characteristics: Truck Lane
Impact of Vertical Alignment on Truck Performance:
The shown curves illustrate performance of typical truck under
different upgrades and distance of the grade These curves are used to
determine if there is a warrant for adding crawling/truck lane

Vehicle Characteristics: Truck Lane
Example:
A highway on mountainous terrain, the design speed was 90 km/hr.
Determine the equivalent grade for the shown sequence of grades.
Also, determine the entering and exiting speed for a standard truck for
each of the shown segments.
4% , 1450 m
-1% , 940 m
8% , 1450 m
3% , 1800 m

Vehicle Characteristics:
Traffic Light Application (General)
Yellow Time (Y):
All Red Time (AR) (Clearance Time):





 

2
Speed
Passing
Speed
Approach
Distance
Sight
Stopping
Y
Speed
Passing
Length
Vehicle
Distance
Passing
AR



Traffic Light Application
For Through Movement (TH) case:
The passing speed is the same as the approach speed, hence:
V
SSD
Speed
Approach
Distance
Sight
Stopping
Y 

V
L
Width
Speed
Approach
Length
Vehicle
Distance
Passing
AR




V V
Width L
Stopping Sight Distance (SSD)

V
R
LArc
Stopping Sight Distance (SSD)
L
Traffic Light Application
For Left Turn Movement (LT) case:
The passing speed for the vehicle is the safe turning speed (Vt), hence:





 






 

2
2
t
V
V
SSD
Speed
Turning
Speed
Approach
Distance
Sight
Stopping
Y
t
Arc
V
L
L
Speed
Passing
Length
Vehicle
Distance
Passing
AR



 gravity
g
on
SideFricti
f
TurnRaduis
R
f
R
g
V
l
l
t



 *
*

Vehicle Characteristics: Applications
Example:
For the shown intersection, please do the following:
For Through Movement (TH) Determine the Yellow time (Y) & Clearing time (AR)
For Left Turn Movement (LT) Determine the Yellow time (Y) & Clearing time (AR
Given:
Longitudinal skid friction coefficient = 0.348
Turning Radius (R) = 50 m
Lane width = 3.60 m, Median Width = 4 m
Approach Speed (V)= 60 km/hr ,
Assume Arc length for LT (LArc) =35 meters.
R
q 45
LArc

49

Types of Traffic Streams:
Uninterrupted:
Uninterrupted flow facilities have no external interruptions to
the traffic stream. Pure uninterrupted flow exists primarily on
freeways, where there are no intersections at grade, traffic
signals, STOP or YIELD signs, or other interruptions external
to the traffic stream itself.
Interrupted:
Interrupted flow facilities are those that incorporate fixed
external interruptions into their design and operation. The most
frequent and operationally significant external interruption is
the traffic signal.

Traffic Stream Parameters
Macroscopic Parameters:
1. Volume or Flow Rate
2. Speed
3. Density
Microscopic Parameters:
1. Headway
2. Spacing
3. Speed of individual vehicles

Macroscopic Parameters: Volume
Traffic Volume or Flow Rate:
Defined as the number of vehicles passing a point on a
highway, or a given lane or direction of a highway, during a
specified time interval.
Units: Vehicle / Time (hr, day, week , or year )

Macroscopic Parameters: Daily Volumes
Average annual daily traffic (AADT):
The average 24-hour volume at a given location over a full 365-day year; the
number of vehicles passing a site in a year divided by 365 days.
Average annual weekday traffic (AAWT):
The average 24-hour volume occurring on weekdays over a full 365-day year;
the number of vehicles passing a site on weekdays in a year divided by the
number of weekdays (usually 260).
Average daily traffic (ADT):
The average 24-hour volume at a given location over a defined time period
less than one year; a common application is to measure an ADT for each
month of the year.
Average weekday traffic ( AWT):
The average 24-hour weekday volume at a given location over a defined time
period less than one year; a common application is to measure an AWT for
each month of the year.
NOTE:
Usually these values are in (veh./day) and non-directional

Macroscopic Parameters: Daily Volumes
Typical Usage for Daily Volumes are:
 Network Planning & Design.
 Feasibility assessment for major projects.
 Prioritization of maintenance projects.
 Assessment of current Demand
 Estimating Transportation trends and forecasting future
demand.

Macroscopic Parameters: Daily Volumes Example
 Calculate: AADT=5445000/365 = 14918 veh/day &
 AAWT=2583000/260 = 9935 veh/day

Macroscopic Parameters: Hourly Volumes
Daily traffic volumes ( ADT, AADT, ..etc) , are useful for
planning purposes but it can not be used for design and
operation of traffic facilities.
Why?
Because traffic volume varies significantly over the 24 hrs of
the day, and the direction. Traffic facilities must be designed to
accommodate peak traffic volume in the peak direction.
Therefore for design:
We use the DDHV (Directional Design Hourly Volume)

Macroscopic Parameters: DDHV
Estimation of DDHV
DDHV = AADT * K * D
Where,
AADT : Annual Average Daly Traffic Volume
K : Proportion of the traffic volume occurring during peak hour
D : Direction Proportion
Remember:
AADT is not directional, i.e. traffic flow on both direction of the road is counted
Question:
Why we don’t just count hourly volume and do our design based on that?
Answer:
We usually do our design for future forecast volume. Most future demand forecasting
is carried out in terms of AADT

Macroscopic Parameters: Peak Hour Factor
Example showing a synthetic hourly traffic volume pattern for a weekday in Jazan city
0
100
200
300
400
500
600
700
800
900
12:00 AM 6:00 AM 12:00 PM 6:00 PM 12:00 AM
Traffic
Volume
(
veh/hr)
Time of Day (hrs)
Morning Peak Hour Afternoon Peak Hour
K (% )

Peak Hour:
Is defined as the single hour of the day that has the highest traffic flow rate.
Estimating Peak Hour Factor (PHF):
1- Traffic volume is counted during the peak hour time frame in 15 minutes
increments for a period of 2 hrs.
2- Identify the maximum consecutive 15 min intervals where the traffic volume
is the highest, this would be the Peak Hour
3- Add the traffic volume for the four intervals to get the hourly rate, then
Where,
V – Hourly volume observed during peak hour
Vmax15 – The maximum volume counted during the 15 minutes intervals of the
peak hour
15
max
*
4 V
V
PHF 

Example for Calculating PHF:
The shown table illustrates a hypothetical
data for calculating the PHF.
Based on the data, the peak hour occurs
from 7:15-8:15
The total volume during the peak hour (V)
V = 745 + 865+825+725 = 3160 veh/hr
Vmax15 = 865 veh/15 min
PHF = 3160 / (4 * 865) = 0.913
Time Interval Traffic Volume
6:30 – 6:45 423
6:45 – 7:00 563
7:00 – 7:15 635
7:15 – 7:30 745 veh/15 min
7:30 – 7:45 865
7:45– 8:00 825
8:00 – 8:15 725
8:15 – 8:30 710

Macroscopic Parameters: Speed
Time Mean Speed ( TMS):
The average speed of all vehicles passing a point on a highway or lane over
some specified time period.
Space Mean Speed (SMS):
The average speed of all vehicles occupying a given section of highway or
lane over some specified time period.
Where,
n – number of observed vehicles
vi - Speed of vehicle i passing the observation station
d - length of traversed highway section
n
v
n
t
d
TMS
n
i
i
n
i i

 








 1
1















 

n
i
i
n
i
i t
nd
n
t
d
SMS
1
1

Macroscopic Parameters: Speed Example
Veh. d(m) time(sec) Speed(m/sec)
1 500 10.4 48.08
2 500 6.6 75.76
3 500 8.2 60.98
4 500 9.4 53.19
5 500 10.3 48.54
6 500 6.1 81.97
7 500 11.8 42.37
8 500 6.1 81.97
Sum= 68.9 492.85
TMS= 61.61
SMS= 58.06
Observations:
SMS are usually less than the TMS
SMS accounts for slower vehicle more than
the TMS
SMS takes into account the time vehicles
occupy the road

Macroscopic Parameters: Density
Traffic Density (D):
Defined as the number of vehicles occupying a given length of
highway or lane, generally expressed as vehicles per km or
vehicles per km per lane.
Density is difficult to be directly measured , however, it could be
estimated by measuring Occupancy
Occupancy (O):
Defined as the amount of time a specific part of the traffic stream is
occupied/covered by a vehicle.
T
t
O

 1
d
v L
L
O
km
Veh
d


*
1000
)
/
( where,
Lv – Average vehicle length (m)
Ld – Detector Length (m)

Number of veh. =8 veh.
Number of lanes = 3 lanes
Length = 300 m = 0.300 km

Macroscopic Parameters: Occupancy
Detector Signal = 0
Detector Signal = 1
Detector Signal = 1
Detector Signal = 0
time (Sec)
Analog
Voltage(V)
Veh .1 Veh .2 Veh .3
Loop Detector Analog Signal
time (Sec)
Analog
Voltage(V)
Veh. 1 Veh .2 Veh .3
Loop Detector Digital Output
0
1 1
1
1 1
1
1

Microscopic Parameters: Spacing & Headway
Spacing (da):
Is defined as the distance between successive vehicles in a traffic lane,
measured from some common reference point on the vehicles, such as the front
bumper or front wheels.
 Then density (D) would be:
Headway (ha):
Is defined as the time interval between successive vehicles as they pass a point
along the lane, also measured between common reference points on the
vehicles.
 Then , flow rate (q) would be:
 Average Speed (v ) would be:
a
d
km
veh
D
1000
)
/
( 
a
h
hr
veh
q
3600
)
/
( 
)
/
(
*
6
.
3
)
/
( a
a h
d
D
q
hr
km
v 


Relationship Between:
Flow Rate, Speed &Density
Density
D
Speed
v
FlowRate
Q
Where
D
Q
v
s
s




,
/
Density
D (veh/lane/km)
Speed
v (km/hr)
0
0
Free Flow
Speed
Jam
Density
speed
flow
free
v
D
D
v
v
f
jam
f










 1
*
Greenshield’s Model(1934):
Constant
Model
C
D
D
C
v
jam









 ln
*
Greenberg’s Model(1959):
eed
FreeFlowSp
v
e
v
v
f
D
D
f
jam










*
Underwood’s Model(1961):
Speed/Density Models:

Density
D
Speed
v
FlowRate
Q
Where
D
v
Q
s
S




,
*
Flow
Rate
Q
(veh/lane/hr)
Density
D (veh/lane/km)
Jam
Density
Critical
Density
0
Capacity
Congested
Flow
Stable
Flow
0
Free Flow
Speed

Flow q
Density k
kj
0
qmax
[C]
[B]
0
[A]
wCB
wAB
kC
kA

Density
D
Speed
v
FlowRate
Q
Where
D
Q
v
s
s




,
/
Flow Rate
Q (veh/lane/hr)
Speed
v (km/hr)
0
Capacity
Congested
Flow
Stable
Flow
0
Free Flow
Speed

Traffic Control Devices:
Traffic control devices are the media by which traffic engineers (communicate
with drivers. Virtually every traffic law, regulation, or operating instruction
must be communicated through the use of devices that fall into three broad
categories:
 Traffic markings
 Traffic signs
 Traffic signals

Traffic Control Devices: MUTCD
Manual on
Uniform
Traffic
Control
Devices
(MUTCD)

Traffic Control Devices: MUTCD
MUTCD define the Purpose of Traffic Control Devices:
“to promote highway safety and efficiency by providing
for orderly movement of all road users on streets and
highways, throughout the Nation.”
MUTCD define also the five requirements for a traffic
control device to be effective in fulfilling that mission:
1. Fulfill a need
2. Command attention
3. Convey a clear, simple message
4. Command respect of road users
5. Give adequate time for a proper response

MUTCD Core Contents
1. Detailed standards for the physical design of the device,
specifying shape, size, colors, legend types and sizes, and
specific legend.
2. Detailed standards and guidelines on where devices
should be located with respect to the traveled way.
3. Warrants, or conditions, that justify the use of a particular
device.

MUTCD Core Contents: Examples
1. Detailed standards for the
physical design of the
device, specifying shape,
size, colors, legend types
and sizes, and specific
legend.

2. Detailed standards and guidelines on where devices
should be located

3. Warrants, or conditions, that justify the use of a particular
device.:
STOP control Warrants (MUTCD 2009) :
Guidance: At intersections where a full stop is not necessary at all times,
consideration should first be given to using less restrictive measures such as
YIELD signs
The use of STOP signs on the minor-street approaches should be considered if
engineering judgment indicates that a stop is always required because of one
or more of the following conditions:
I. The vehicular traffic volumes on the through street or highway exceed 6,000
vehicles per day;
II. A restricted view exists that requires road users to stop in order to adequately
observe conflicting traffic on the through street or highway; and/or
III. Crash records indicate that three or more crashes that are susceptible to correction
by the installation of a STOP sign have been reported within a 12-month period,
or that five or more such crashes have been reported within a 2-year period. Such
crashes include right-angle collisions involving road users on the minor-street
approach failing to yield the right-of-way to traffic on the through street or
highway.

MUTCD : Traffic Signs
Types of Traffic Signs:
 Regulatory signs. Regulatory signs convey
information concerning specific traffic regulations.
Regulations may relate to right-of-way, speed limits,
lane usage, parking, or a variety of other functions.
 Warning signs. Warning signs are used to inform
drivers about upcoming hazards that they might not
see or otherwise discern in time to safely react.
 Guide signs. Guide signs provide information on
routes, destinations, and services that drivers may be
seeking.

 Regulatory signs. Regulatory signs convey information concerning
specific traffic regulations.

 Guide signs. Guide signs provide information on routes,
destinations, and services that drivers may be seeking.

 Guide signs. Guide signs provide information on routes, destinations, and
services that drivers may be seeking.

MUTCD : Pavement Markings
Types of Pavement Markings:
 Longitudinal markings
 Transverse markings
 Object markers and delineators

Longitudinal
markings:

Transverse markings:

Roundabout Markings:

Roundabout
Markings:

MUTCD : Traffic Signals
:
MUTCD Warrants for Signalized Intersection:
Warrant 1, Eight-Hour Vehicular Volume
Warrant 2, Four-Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing

Tteng 441 traffic engineering fall 2021 part1

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Tteng 441 traffic engineering fall 2021 part1