Transportation Syllabus Engineering SEE ve ~cross-sectional elements, sight di Transportation infrastructure: Geometric design of highways ~cr a ight dis rey Vertical alignments. Geometric design of railway Track~ Speed and Cant. Concept of airport runway i lng Uti, TaN hy Iength, cafe Corrections; taxiway and exit taxiway design. Highway Pavements: Highway materials -desirable properties and tests; Desirable Dropertesof bums ag, Design factors for flexible and rigid pavements; Design of lxible and rigid pavement using IRC codes " Traffic Engineering: Traffic studies on low and speed, peak hour factor, accident study, statistical analysis aay Mieroscopicand macroscopic parameters f traffic ow, fundamental eationships; Trafic signs; Signa done 4 method; Types of intersections; Highway capacity. Analysis of Previous GATE Papers Your | avait | ates [Toil Year| uatt 1991 5 2 9 2011 3 1992 8 1 10 2012 3 3 1993 1 2 5 2013 3 3 1994 - we = 2014 Set-1 . 2 4 1995 2 1 4 2014 Set-2 2 5 1996 a = 10 2015 Set-1 2 3 $987 a = MH 2015 Set-2 2 3 ia 3 f * "2016 Set-1 2 2 0 a = 5 2016 Set-2 2 25 tf Sei ; 5 ; 2017 Set-1 3 3 one > aes 2017 Seta 2 3 2003 2 5 2 2018 Set-1 3 2 2004 3 5 13 2018 Set-2 3 3 2005 4 5 14 2019 Sei-t 3 4 2006 3 6 15 2019 Set-2 4 4 2007 3 6 45 2020 Set-1 3 4 A 2008 4 6 16. 2020 Seta 3 3 a 2009 2 4 10| 2021 Set-1 3 4 4 2010 3s 3. 8 {2021 Satz Bh operasHighway Geometric Design & Planning A fe qasten cure isprvidedin heiontal aigrment fpincrease the radius of curvature &tofacitate the appication of superelevaton {ej tocounteract the centrifugal force developed {a toprevent vehicle from skidding laterally [1991 : 4 Mark} ifthe design speed is 80 kmph, perce feacton time 3 seoonds and coefficient of friction 1, the safe stopping sight distance is. [1991 : 2 Marks] 12 13 Gwen the sight distance as 120 m, the height of ecivers eye as 1.5m, the heightof the obstacle as 15 om and the grade difference of the intersecting gradients as 0.09, the required length ofthe summit parabolic CUIVE IS wm. [1991 : 2 Marks] 14 The important factor considered in the design of summit curves on highways is (@ comfort to passenger (0) sightdistance (©) superelevation (9) impact factor [1992 1 Mark] 18 Thesuperelevation needed on ahorizontal circle? cures of 150 m radius for a design speed of S0kmph with a coefficient of friction 0.15 is [1992 : 2 Marks) 18 A road is passing through a hilly area with horizontal curve. If the superelevation providedis ‘in 10 andthe coefticient of lateral friction 'S 0.16, 'heminimum radius of the horizontal UNS which the Vehicles can negotiate safety at @ speed of 40 kmph in metres is [1993 : 2 Marks] e the required W At highway stretches wher es + be provided: it CVertaking sight distance anne! 'Snecessary to incorporate (2) atleast twice the stopping S'9! (t) hal the required overtaking sig it distance nt distance (©) one third the required overtaking sight distance (d) three times the stopping sight distance [1995 : 1 Mark] 1.8 The ideal form of curve for the summit curve IS (@) spiral (b) parabola (©) cirele (A) lemniscate [1995 : 1 Mark] 1.9 Transition curves are provided on the approach to horizontal curves in order to (@) increase jerk to allowable levels (0) minimize the length of the horizontal curve (c) simplify the laying out and construction of the horizontal curve (@) reduce jerk to allowable levels [1996 : 1 Mark] 4.40 On sag (or valley) curves the available sight distance is determined based on (@) design speed (b) height of obstacle (@) height of driver eye (@) nighttime driving conditions [1996 : 1 Mark] 4.11 Maximum allowable grades are lower for railways than for highways because {(@) construction costs become prohibitive for railways athigh grades (0) trains are longer than vehicles which use the highways (c) high grades causes discomfort to passengers (@) steel wheels on stee! rails have lower frictional coefficient than rubber tyres on pavernents [1996 : 1 Mark] 4.12 Sliding considerations for stopped vehicles on super elevated horizontal curves provide the following bound on the amount of super elevation, & (@ ezcoefficient of rolling friction (b) 62 coefficient of side friction (@) es coefficient of rolling friction. (d) es coefficient of side friction. [1996 : 1 Mark]560 | Gat 1.13. The valve ofthe camber recommended for cement concrete roads in areas of heavy rainfallis (@) 1in25 (&) 11n33 (©) 1in40 (¢) 1in50 [1997 : 1 Mark] 1.14 The reaction time for calculation of stopping distance may be assumed as (@) Ssecs (b) 25 sees (©) 0.5 secs (4) 10.0 secs [1997 : 1 Mark] 1.18. The superelevation needed for a vehicle travelling ata speed of 60 kmph on a curve of radius 128m ona surface with a coefficient of friction of 0.15 is (a) 0.071 (b) 0.015 (©) 0.022 (@) Zero [1997 : 1 Mark] 1.16 Ian ascending gradient of 1 in 50 meets another ascending gradient of 1 in 30 then the deviation angle is 1 1 @ ©) x 1 8 OS ® 55 [1997 : 1 Mark] 1.17 At highway stretches where the required ‘overtaking sight distance cannot be provided, it is necessary to incorporate in such sections the following (@) atleast twice the stopping sight distance (b) hatf of the required overtaking sight distance (6) one third of the required overtaking sight distance (0) three times the stopping sight distance [1998 : 1 Mark] 1.48 For a highway with design speed of 100 kmph, the safe overtaking sight distance is (assume acceleration as 0.53 m/s?) (a) 300m (b) 750m. (©) 320m ( 470m [1998 : 2 Marks} 1.19 Aparabolic curve isused to connect a4% upgrade with a 2% downgrade as shown in the figure. The highest point on the summit curves ata distance of (measured horizontally from the first tangent point FTP) previous Years Solved Papers: (4 | mane Easy FIP + 4%, 2% 59 m —_3 (@) 50m (©) 60m () 75m (¢) 100m (1999 : + Marky 1.20 Width of carriage way for a single lang ig recommended to be (7.5m () 7.0m. (©) 3.75m (@) 5.5m (2000 : + Marky 4.21. Stopping sight distance is the minimum distance available on a highway which is the (@) distance of sufficient length to stop the vehicle without collision (0) distance visible toa driver during night diving (c) height of the object above the road surface (0) distance equal to the height of the driver's eye above the road surface [2000 : 1 Mark) 1.22 The ruling minimum radius of horizontal curve ola national highway in plane terrain foraruing design speed of 100 km/hour with e = 0.07 and f= 0.15 is close to (a) 250m. () 360m (©) 36m () 300m [2000 : 4 Mark] 1.23 Design rate of super elevation for horizontal highway curve of radius 450 m for a mixed trafic Condition, having a speed of 125 km/hour is fa) 1.0 (b) 0.05 (c) 0.07 (d) 0.154 [2000 : 1 Mart] 1.24 The design value of lateral friction coefficient of highway is @ 15 (b) 0.50 (©) 0.35 (a) 0.15 [2001 : 1 Mark) 1.25 Camber on highway pavements provided totake careof (@) Centritugalforce (b) Drainage (©) SightDistance (a) Off-racking [e00t : 1 Markr é ens jjey curve has a descending gradient of 4 in ig hNroned by @ ascending gradient of 1 in 59 thofthe valley Curve required for a desi ¢ g0 km/hour for comfort condition ig i (b) 116m (d) 37m (2001 : 2 Marks) ing sight distance and frictional coefficients are wt i dtecty proportional to each other 0 inversely proportional to each other ) unrelated «ether directly or inversely proportional to each other depending on the nature of pavement [2002 : 1 Mark] Acaris moving at a speed of 72 km/hr on a road raving 2% upward gradient. The driver applies brekes when he sees an obstruction. If his reaction meis 1.5 seconds, assuming that the coefficient sffrcion between the pavement and tyre as 0.15, calculate the distance traversed before the car Transportation Engineering spelen speed? an sam ue finally stops 24m (b) 150m (6) 1056m () 324m [2002 : 2 Marks] 12 The design speed for a National Highway is t00kmph. If the maximum permissible uperelevation is 0.10 and the coefficient of lateral fiction is 0.16, the ruling minimum radius of horizontal curve on the highway should be (@) 260m (b) 315m (0) 380m (d) 410m [2003 : 2 Marks] 0 The Star and Grid pattern of road network was adopted in (@) Nagpur Road Plan (©) Lucknow Road Plan (©) Bombay Road Plan (©) Dethitoad Pian 2004 : 1 Mark] ina iy " Thee new roads P, Q and are planned Stick The data for these roads are given in he ‘eble below, Based on the principle of maximum Order of priority for these three roads should be @ PQR (b) Q.R,P () RRQ @ RP [2004 : 2 Marks] 1.32 For a road with camber of 3% and the design speed of 80 km/hr, the minimum radius of the curve beyond which NO superelevation is needed is (a) 16801 (b) 948m. (c) 406m (d) 280m [2004 : 2 Marks] 1.33 The co-efficient of friction in the longitudinal direction of a highway is estimated as 0.396. The braking distance for a car moving at a speed of 65 kev/hr is (@) 87m () 42m (b) 45m (d) 40m [2004 : 2 Marks] 1.84 The length of summit curve on @ two lane two way highway depends upon (a) allowable rate of change of centrifugal acceleration (b) coetticient of lateral friction (c) required stopping sight distance (d) required overtaking sight distance [2005 : 1 Mark] 4.35 Pradhan Mantri Gram Sadak Yojna (PMGSY), launched in the year 2000, aims to provide rural connectivity with all-weather roads. It is proposed to connect the habitations in plain areas of population more than 500 persons by the year (a) 2005 (b) 2007 (o) 2010 (0) 2012 [2005 : 1 Mark] 4.36 Aroadis having a’ horizontal curve of 400 m radius on which a super-elevation of 0.07 is provided. The coefficient of lateral friction mobilized on the curve when a vehicle is travelling at 100 kmph is (@) 007 (b) 0.13 () 0.15 (@) 04 [2005 : 2 Marks] 4.87 A vehicle moving at 60 kmph on an ascending gradient ofa highway has to come to stop position, toavoid collision with a stationary object. The ratio of lag to brake distance is 6:5. Considering total_—_—_— — driver as 2.5 seconds and the ction time of th reaction time of the oe aval coetticient of longitudinal friction as of ascending gradient (%) is (a) 33 (o) 48 53 (0) 68 a {2006 : 2 Marks] 1.38 Ata horizontal curve portion of a 4lane undivided “——— GATE Previow: ees s Years Solved section is 60 km per Hout. The Brake reaction 245, al lateral directions are nd the coefficients of friction inlongituging 0.356 and 0.16, respective, 1.42. The safe stooping Sight stance onthe sei, ‘ is (b) 195m (d) 65m {2008 2 Maths) (a) 221m (c) 125m carriageway, atransitioncurveistobeintroduced — 449 The set-back distance from the Centre ing of, to attain required superelevation. The design inner lane is speed is 60 kmph and radius of the curve is 245m. (a) 793m (b) 8.10m ‘Assume length of wheel base of a longest vehicle () 960m (d) 9.77m ‘as 6 m, superelevation rate as 5% and eae (2008 : 2 Margy ion as 1 in 150, , ; oar ce ea required, tthe 1.44 Aroadis provided with ahorizontal ctl cag pavement is rotated about inner edge is having deflection angle of S5° and centelineracius fo o14 (b) 850 of 250 m. A transition curve is to be provided at (©) 915 (d) 1102 each end of the: circular Curve of such a lenath that [2006 : 2 Marks] the rate of gain of radial acceleration is 0 3mistat aspeed of 50 km per hour. Length of the transition 1.39, The extra widening required fora two-lane National curve requited at each of the ends is Highway at a horizontal curve of 300 m radius, (a) 257m (0) 33.33m constareg wheal base of Bm and a design (0) 35.73m (@) 1686.67m speed of 100 kmph is, . (a) 0.42m (b) 0.62m {2008 : 2 Mars] (c) 0.82m (a) 0.92m 1.45 The value of lateral friction or side friction used in [2007 ; 2 Marks) the design of horizontal curve as per Indian Roads 1.40 While designing a hill road with a ruling gradient Congress guidelines is of 6%, ifa sharp horizontal curve of 50m radius is @ 040 (b) 0:35 encountered, the compensated gradient at the (© 024 (@) 0.15 curve as per the Indian Roads Congress [2009 : 1 Mark] specications shou be 1.46 Acrestvertical curve joins two gradients of +3% A 7 A o oes and -2% for a design speed of 80 kmh and he [2007 : 2 Marks} eee stopping sight distance of 120m. : 'e height of driver's eye and the object above 1.41 The design speed on aroad is 60kmph. Assuming the road surface are 1.20 m and 0.15m respectively the driver reaction time of 2.5 seconds and ‘The curve length (which is less than stopping sigh Coefficient of friction of pavement surface as 0.35, distance) to be provided is the required stopping distance for two-way traffic (a) 120m (bo) 152m ona single lane road is (©) 163m (d) 240m (@) 821m (b) 102.4m [2009 : 2 Marks] (©) 164.2m (d) 186.4m 1.47 (2007 : 2 Marks} Consider the following statements in the contest Of geometric design of roads: 1. A simple parabolic curve is an acceptable shape for summit curves. Comfort to Passengers is an importa! Consideration in the design of summit cues Linked Answer Questions 1.42 and-1.43: A horizontal circular curve with a centre line radius of 200 m is provided on a 2-lane, 2-way SH section. The 2 width of the 2-lane road is 7.0 m. Design speed for thisons | Transportation Engineering ETE ————_ |e | f t 563 ma rrect option evaluating the above Statements 5 tne relationship is i is tue, 21s false 5 tis true, 2is true and 2is the Correct reason, fort g) 1isttue, 28 tue and 2 is NOT th reason for 1 ig tis false and 2s true correct | (2010: 2 Marks) ‘redesign speed for a two-lane roadis go. kmph, vena design vehicle with a wheelbase of 6 6m isnegotating @ horizontal curve on that road, the oferacking is measured as 0.096 m, The required widening of carriageway of the two-lane road on | trecuneis approximately: | @ 055m (b) 0.65 m (9 075m (@) 0.85m | [2010 : 2 Marks} 19 Aveticlenegotiates a transition curve with uniform speed ¥. the radius of the horizontal curve and the allowable jerk are Rand v, respectively, the | minimum length of the transition curve is |) Fw) (>) FURY | @ PAW (d) BUR) [2011 ; 1 Mark] | 150 If vis the initial speed of a vehicle, g is the gravitational acceleration, G is the upward longitudinal slope of the road and f, is the coefcient of rolling friction during braking, the braking distance (measured horizontally) for the vehicle to stop is 8 | 2 | © gan ©) 2gG+h) | vg Vi | eH © Ga [2011 : 2 Marks] '51 The folowing data are related to a horizontal curved Portion of a two lane highway: length of, curve =200 m, radius of curve = 300 m and width of Pavement = 7.5m. In order to provide a Stopping Sight Distance (SSD) of 80 m, the set back stance (in m) required from the centre line of the ‘her lane of the pavement is @) 254 (b) 4.55, © 710 (d) 7.96 @ tao12: 2 Marks] = Data Questions (1.62 and 1.53): es eee Of highway descending gradient 1 in needs nn *Seending gradient tin 20.A valley curve "© be design at a velocity of 90 kmph based on (). Head light sight distance equal to stopping Sight distance of a level terrain Consider length of curve > SSD. (i) Comfort condition if rate of change of acceleration is 0.5 m/s’. Reaction time = 25 sec, costicient of longitudinal fiction = 0.35. Height of head light = 0.75 m, and beam angle = 1° 1.82 Whatis the length of valley curve as per headlight sight distance? [2013 : 2 Marks] 1.83 What is the length of valley curve (in meter) based on comfort condition? [2013 : 2 Marks} 1.54 The perception-reaction time for a vehicle travelling at 90 km/h, given the coefficient of longitudinal friction of 0.35 and the stopping sight distance of 170 m (assume g = 9.81 m/5?), is seconds. [2014 ; 2 Marks, Set-1] 1.55 A road is being designed for a speed of 140 km/hr on a horizontal curve with @ super elevation of 8%. If the coefficient of side friction is 0.10, the minimum radius of the curve (in m) required for safe vehicular movement is @ 115.0 (b) 1523 (©) 2643 (a) 5285 [2014 1 Mark, Set-11] 1.56 A sign is required to be put up asking drivers to slow down to 30 km/h before entering Zone Y (s9e figure). On this road, vehicles require 174 m to slow down to 30 km/n (the distance of 174 m includes the distance travelled during the perception-reaction time of drivers). The sign can be read by 6/6 vision drivers from a distance of 48 m. The sign is placed at a distance of xm from the start of Zone so that even a 6/9 vision driver can slow down to 30 km/h before entering the zone. The minimum value of is_____m.} 564 | [2015 : 2 Marks, Set-I] 1.87 The acceleration-time relationship for @ vehicle subjected to non-uniform acceleration is, a m7 & 2 (a-Bro)e =e ine where, vis the speed in mis, tis the time in s, @ and B are parameters, and vy is the initial ‘speed in m/s. If the accelerating behavior of a vehicle, whose driver intends to overtake a slow moving vehicle ahead, is described as, at 7 (e-BY) Considering « = 2 mis?, B = 0.05 st and 3s, the distance (in m) travelled by the vehicle in 35 s is [2015 : 2 Marks, Set-1] 1.58 Ona circular curve, the rate of superelevation is, @. While negotiating the curve a vehicle comes toa stop. itis seen that the stopped vehicle does not slide inwards (in the radial, direction), The coefficient of side friction is f Which of the following is true? fa) est (oe) e2 af () f fa. (c)_ no limit on e can be set 2 @ = thal As) [2017 : 1 Mark, Set] The radius of a horizontal circular curve on @ highway is 120 m. The design speed is 60 km! hour, and the design coefficient of lateral friction between the tyre and the road surface is 0.16. ‘The estimated value of superelevation required ('ffull lateral friction is assumed to develop), and the value of coefficient of friction needed (0 Superelevation is provided) will, respectively, be 1 (@ ag ando.10 1 =~ and0.37 (o) 35g and (©) => and 0.24 1 =e and 0.24 118 735 [2017 : 2 Marks, Setllens | Tnsportation Engin vue aigring 2 hil 103d with a ruing grag po, @ hotzontal CUNVE of radius 5p ca ,countered: The grade compensation inparentage UP 10 two decimal paces) to hy Midd fo" His C286 Would be [201 ———_. Mark, Seti] prot intersection has @ single-lane one. way taffc 1080 crossing an Undivided two-lane two. vaytratic fo2d. The tratic stream speed on the singelane road is 20 kmph and the speed on tte two-lane road is 50 kmph. The perception. | jeacton ime is 2.5 8, coefficient of longitudinal tioionis 0:38 and acceleration dus to gravity is getmis®. Aclear sight triangle has tobe ensured atths intersection. The minimum lengths of the | sidesofthe sight triangle along the two-lane road | and the single-lane road, respectively will be (@ S0mand20m — (b) 61 mand 18m () "1mand15m — (d) 122mand 36m [2018 : 2 Marks, Set-1) 188 A7.5 m wide two-lane road on a plain terrain is tp be laid along a horizontal curve of radius 510m. For a design speed of 100 kmph, super- dlevation is provided as per IRC: 73-1960. Consider acceleration due to gravity as 9.81 mis?, The evel difference between the inner and outer edges of the road (in m, up to three decimal places) is __. [2018 : 2 Marks, Set-II] 167 A car follows a slow moving truck (travelling at ‘speed of 10 m/s) on a two-lane two-way highway. The car reduces its speed to 10 m/s and follows the truck maintaining a distance of 16 m from the tuck. On finding a clear gap in the opposing ‘ralfe stream, the car accelerates at an average | Tale of 4 mis?, overtakes the truck and retums ‘bits original lane. When it returns to its original lane, the distance between the car and the truck 'S 16m, The total distance covered by the car {during this period (from the time it leaves its lane and subsequently returns to its lane after reraking) is (9 64m (© 128m () 72m (9) 144m {2018 : 2 Marks, Set-Il] 565 8 The coefficient of ‘average rolling friction of @ road 's f, and its grade is +G%. If the grade of this ‘oad is doubled, what will be the percentage Change in the braking distance (for the design Vehicle to come to a stop) measured along the horizontal (assume all other parameters are kept unchangeaye 002g 2, (a) _— I o Teooa* © Troe” ooig t ——_. «100 © Tomax" © 7y0008* [2019 : 1 Mark, Set-l] 1.89 A parabolic vertical curve is being designed to join @ road of grade +5% with a road of grade 3%, The length of the vertical curve is 400 m measured along the horizontal, The vertical point of curvature (VPC) is located an the road of grade ++5%. The difference in height between VPC and vertical point of intersection (VPI) (nm, round off to the nearest integer) is. (2019 1.70 Inanurban area, amedianis providedto separate the opposing streams of traffic. As per IRC : 6- 1983, the desirable minimum width (in m, expressed as integer) of the median, is [2020 : 1 Mark, Set-I] 1.71 A road in a hilly terrain s to be laid at a gradient of 4.5%. A horizontal curve of radius 100 m is laid at @ location on this road. Gradient needs to be eased due to combination of curved horizontal and vertical profiles of the road. As per IRC, the ‘compensated gradient (in %, round off to one decimal place), is _. [2020 : 1 Mark, Set-{] 1.72 The design speed of a two-lane two-way road is 60 kmh and the longitudinal coefficient of friction 130.36. The reaction time of a driver is 25 seconds. Consider acceleration due to gravity as 9.8 mis?, The intermediate sight distance (in m, round off to the nearest integer) required for the load is Marks, Set-I] [2020 : 2 Marks, Set-II} 1.73 The shape of the most commonly designed highway vertical curve is566 | (@) circular (multiple radi) (b) circular (single radius) (©) parabolic (@) spiral (2021 : 1 Mark, Set] 1.74 A highway designed for 80 km/h speed has @ GATE Previous Years Solved Papers: G4 | mane Ensy ATE Previous Years SOUVE The stopping sight distance (SSD) for gj highway is 140m for the design speed of 99 4 The acceleration dueto gravy and decelerate rate are 9.81 m/s? and 3.5 mis? respectively The perceptioniteaction time (in 88, FOUnNd Ott ye decimal places) used in the SSD calcuiaton jg 4.75 horizontal curve section with radius 250 m. If the (2021 : 2 Marks, Set. design lateral friction is assumed to develop fully, the required superelevation is fa) 0.02 (0) 0.05 (© 007 (6) 008 [2021 : 1 Mark, Set-I] DEEIIIEN Histway ceometric Design & Planning sae 11) 14) 17 @ 18 © 19 () 140) 1110) 1.12 @ 113 @ 4.14 (bd) 1.15 (a) 1.16 (0) 1.17 (@) 1.18 (b) 1.19 (d) 1.20 (c) 1.21 (a) 1.22 (b) 1.23 (c) 1.24 (d) 1.25 (b) 1.26 (c) 1.27 (b) 1.28 (b) 1.29 (b) 1.30 (a) 1.31 (a) “4.32 (b) 1.33 (c) 1.34 (d) 1.35 (©) 1.36 (0) 1.37 (>) 1.38 (d) 1.39 (c) 1.40 (@) 4.41 (0) 1.42 (0) 1.43) 1.44 (©) 1.45 () 1.46 (*) 4.47 (a) 1.48 (0) 1.49 1.50 (b) 1.51 (*) 1.55 (d) 1.58 (a) 1.59 (a) 1.60 (b) 1.62 (a) 1.63 (c) 1.65 () 1.67 (b) 1.68 (c) 1.73 (c) 1.74 (b) Highway Geometric Design & Planning = x a os [a Transition curve is provided in horizontal = alignment to Superelevation is provided to counteract () introduce gradually the centrifugal force between the tangent point and the beginning of the circular curve, avoiding a sudden jerk onthe vehicle. (i enable the driver turn the steering for his own, comfort and security, {ii)enable gradual introduction of the designed superelevation and extra widening of pavement, at the start of the circular curve, (ivjimprove the aesthetic appearance ofthe road, centrifugal force. The transition curve facilitates gradual introduction of superelevation. So, te appropriate answer is obtion (b) TEs ‘Stopping sight distance, ¥ SSD = (0.278 + 555 Here, reaction time, 10 km/hr 38secens | Transportation Engineering | Comat f= 050 $50 = (0278x80%9)4 OF _ 254x050 = 66.72 + 50.39 = 117.14 m sol BY ys ccmtcow gene nnaps an EN (ny +n) = Length of summit curve, L—= |. length of summit parabolic curve, nse ‘so" (ois JRE 0,09 x (120) (V2x1.50+ J2x0.15" Hence aur assumption is correct. £9, length of summit curve is 249.36 m, USL ecad * For SSD calculations, the driver's eye is assumed as 1.2 m and the height of the obstacle is taken as 15 m. = 294.55 m > SSD (120m) Tis answer is for standard case of = 1.2m —ieOibm aed Qe 'Ncas6 of summit curves, when a fast moving \thicle travels along a summit curve, the Ceriugattorce willact upwards, against oY dhence a part of the pressure on tyres oa ‘Stings of vehicle suspensions is relieved: there is no problem of discomfort of passengers on summit cuves The only problem in designing summit curves is ‘oprovide adequate sight distance. The toppng Sight distance or the absolute minimum sight Gistance should invariably be provided at all Seclions ofthe road system and also on summit curves. ‘Aso members, the valley curves are designed 8 per comfort condition and headlight sight distance criteria bs Design of superelevation qq = 0.1062> 0.07 Provide, "@ = 0.07 and check fr fiction ve 3 007+ 2 = 007+ (35) Bix 160 f= 0.118015 (ow) Hence, provide superelevation = 0.07 1 anos f= 0.16 V= 40kmph ¥“ Now, e+ f= om 16 Vis in kr, then, = 01404 Solving, we get R= 48.45m | | | | | | |The highway stretches at which required overtaking distance can not be provided, intermeciate sight distance = 2x SSDis provided He Ideal shape of summit curve Is circular due to constant sight distance throughout the curve. In practice we use square parabolic curve ‘because itis easy to compute and also give good riding comfort. re Transition curve has radius which decreases from infinity at the tangent pointto the designed radius of the circular curve. Ifa curve of radius ‘f takes care previous YearsSoWved Papers: [EI | MADE Engy Hae Recommended values of camber for difeen, types of road surfaces, ange of cantare 'st| types ofroad surface | __af0a8 of rainfall ran ‘nol Howy to Ugh | [cat Sie 25 MOP sn S20) tet ra |" | ype btumsnoussutace | Tin oturinove arose | THAORSH) TneRTR Fa] water bone necadan, od) yn . ae ] + 256.0%) tans 125405} Tndaa mae ‘As per IRC, the reaction time for SSD and O80 calculations are taken as 2.5 seconds and 2 seconds respectively. off from straight road end a vehicle travels on pray this road then due to the centrifugal force which 7 suddenly act on the vei justater the tangent Supetlevationis given by the relation, point, a sudden jerk is felt on the vehicle. This wate, not only causes discomfort to the passengers but oA | also makes it dificult to steer the vehicle safely. if Vis in kmnr, then, | If @ transition curve is introduced between the ye straight and circular curve of radius ‘R’, the etfs TOR centrifugal force will be introduced gradually. The rate at which this force is introduced can be (cof controlled by adopting sultable shape of the = e+018= transition curve and by designing iis length so = ea that vehicle can have a smooth entry from the strighttothecircularcurveatthe design speed, REET me There is no restriction to sight distance of valley Curves during the day time. At right time the only source of visibility is headlight of the vehicles. So, valley curveis designed based on night time dtiving conditions, = i ns ; Steel wheels on steel ralls have lower frictional i Cosffcient than rubber tyres on pavements. Intermediate sight distance (= 2 x $80) is Provided at highway stretches where the requied Overtaking sight distance can not be provided: + Thecootfcientotside ction prevenssiding RAEN of stopped vehicles on superelevated A horizontal curves along the lateral direction, whereas longitudinal coetficlent of trction prevents sliding of stopped vehicles downti adele go onthe gradients 5 ree at A 8 = ‘Overtaking Manoeuvre-cnst_|_ Transportation Engineering sexing Sight Distance (OSD) + d, + d, = 16) = (100-16) = 84 kmh 278 V, (t= 2 sec for O80) 20.278 x 84 x 2= 46.704m 2 0.270147 + Lal? = 0.27047 +25 fs od Va gs, $202 V, +6 20.2% 84+6=228m 1B or y= (0.278 x 84 x 13.118) +}x059%(19.110F =906,931 + 45.60 = 351.931 m 20.278 VT 278 x 100 x 13.118 =964,68m =763.315m {En + InOSD calculations, the speed of the vehicle camrng ror the opposite direction is taken a3 ‘equalto the design speed of the roadi-e., 100 tenph inthis case. 44%, = -2% Ne n,—n, = 4-2(-2) = 6% The highest point on the summit curve is at @ distance given by, a = ile De 150x—4 = 100" —a oz 4 Tete thetocsion ot ; location of vertical point Piand not the highest point of summit CUE: 75m of intersection a 569 ve o+t= aR = aa ¥a7x(0.07 +0.15) 3 A= 358 m= 360m Baw . ve _ (125) Vents = 0.154 225A 225x450 But 0154> (0p 0.07) > 0.07 isnot provided Hence design rate of superelevationis, e= 007 Ee The design value of lateral friction is 0.15. wy Camber th transverse slope provide on the Toad srfaco to dain of he wae om te road surface Ede way” = [me {| = 0.38 (NIA? [since C= 0.6 mis*] 1 ay N le-(-z)- 5g 70045 280.048 x80°]!? ’As per IRC, rate of change of radial acceleration isto be taken as 0.6 mis for valley curves. at 70+V valid only for spinal nature transition curve, while the valley curves are designed as a combination ‘of two transitional curve of cubic parabola shape. r= 0s, Donot consider relation, C= =—"—m"/s asitis| } os St m 570 | GATE Previous Years Solved Papers: 4 | mAnz Ensy Hence, SSD and frictional coefficients are inversely proportional, rae V = 72kmph = 20 m/s v = V+, 2g(f +002) ES 20° 2x9.81(0.15+0.02) 50m Ee soe Wa = Doth) Take note of +/- sign, for upward gradient (+) _for downward gradi s re The ruling minimum radius of horizontal curve is given by, * 127e +f) = 314.96m=315m De The Star and Grid pattern of road network was adopted in Nagpur Road Plan while Rectangular and Block pattern was adopted in Lucknow Road Plan, ha Assuming utility units as given below Population < 2000 2000-5000 > 5000 Unit 0s 1 2 Road] Lenath] Total uti unite] —Utity per {km) | (served by the read) | unit length | Prierity| _ (80% = 008= OER A=948.14m y Pe iesueaiicuusuusad + Radius beyond which no superetevaton ig needed: Itis the radius of Curve designed fgg 75% of design speed, considering costficen, of friction as zero and camber ag superelevation. e+ f= en Braking distance = 5577 = 55 hagg “42m ys Ueaccncan SSD = Lag distance + Braking distance = V4 * 2af mae Length of summit curve depends upon: (SSD for single lane two way highway (i) OSD for two lane two way highway aw 2 etfs P 20 [8x05+6x1¢1%2 [izz0=06 | Mm 127R Q 28 | 19*0.5+8x1+4%2| 25.5/28=0.91| R [a2 [705+5x1+202 | rasna=104) 1 ve (100)? Thus, the order of priority will be R, Q, P. b) Taking camber as super elevation, 3 “ = Fp = 0.08 * Friction is a self-adjusting force. * Full effect of superelvation (@ = 0,07) is to be taken into account ——| _ Transportation Engineering B™ ssarce = 0.278 Vt 2 278 x 60x 25 =417m gistance= § X 41.7 = 34.75 m rake Braking distance ~ ve gating BCE = SEAT GOT, 6-6 2 419 = 3540.36 +0.01m) - — oF 2 001N= Fea 3a 75 ~ 036 2 n= 48% go @ Length of transition curve based on: () Alowable rate of centrifugal acceleration 80 3 80 5 = =059 Fav 8 Fee O88 MIS v® _ (0.278 60)" YER = 32.10 TCR 0.89x245 “ (i) Asper introduction of superelevation Extra-widening, von 60 4x@ oe + Ax -0697m Wn = 95H" 2 96 Vom * 2x25 Theroad is rotated about inner edge, Superlevation, e=(W+W,,) = 0.05 (4 x 3.5 + 0.697) 735m Rale of introduction of superelevation = 1 in 160 = L, =150xE = 150x0.735 =110.25m {0 IRC minimum length a Length of transition = max, (32.10, 110.25, 39.67) = 110.25m ty a7 21x67 _ a967m | 571 OOD Do not take C = 0.6 miss as in design of valley Curves. Also remember to incorporate the effect of extra-widening, ) ‘The extra widening is given by. 2x(@F | 100__ 2300 * 95 /a00 * 08?™ Special case: Psychological widening is not to be considered for single lane road, ie Grade compensation is given by, S04F oy 75 whichever is minimum Ao or F whichever is mini 30+50 50 Compensated gradient = 6 ~ 1.5 = 4.5% > 4% So most close option is (a). Mieke Grade comensation gradient flatter than 4%. * Compensated gradient should not be less than 4%. ——_—— ce) not required for a ve Stopping Distance = 0.278 vt pping aay (or 2540.35 But the traffic is two way, therefore the stopping distance = 2 x 82.1 = 164.2m = 0.278 x 60x 25+ =82.1m572 | n (9S POINTS TO REMEMBER * Forone-way traffic on asingle lane road: SSO © For two-way traffic on a single lane road: 2x SSD * For two-way traffic on an undivided two lane road: 2 x SSD + For two-way traffic on an divided two lane road: Sate stopping sight distance ve = 0.278 Vt+ D5aF (sof = (0.278 x 80 x 2.4) + 54x0355 = 124.35 m= 125m. = EES ‘Always check from which line set back distacne has been asked. Een Sat back distance from * Centerline of inner lane = (m-d) * Centerline of outer lane = (m+ d) + Inneredge of pavement = (m= 2d) * Quteredge of pavement = (m + 2d) fae AS no information is given about length of the curve, assume L>SsD m= (A)-(R- cos a 1808 2 ~ 2n(R—-d) GATE Previous Years 5 olved Papers : | mane Ensy 180x125 ay = 18.063 2xx(200-1) 7 m= 200- (200 - 2) cos(18.063) = 11.52m ‘Thus, set back distance from centre line of inner lane=m-d 7 = 11.52- (2) mae If ais the rate of change of radial acceleration, the radial acceleration (a) attained during the tine the vehicle passes over the transtion curveis given by, 77m L a= at=ax= v Radial acceleration, Blu Rss WS 50x 1000 When the curve length is less than stopping sight distance, then it is given by, L=ag-44 N 44 2x120 ce 08-002) = 240 - 88 = 152m >$ (120m) x Assuming wrong Now assume, L>s, NSE eta Gy 7 005x1E= 16364m, (08)nos | Hansortaton Ensheeing es sestroving vehicle travels along a summit ine centrifugal force will act upwards cnt gray and hence a part of the pressure sae sand sping ofthe Vehicle suspensions sree, Srnere 0 problem of discomton efegengers on SUMIMit CUFVES. The only ic designing summit curves to provide ate sight distances. seyret uve idee curve asthe sight tape avaiable throughout the length of croular reiscorsian THe deviaton anglesin vertical Shesotrighweays re very salland so between peeame tangent points, a simple parabola is mony congruent with a cIFcular atc; also a jais very easy fr arithmetical manipulation rreomputing ordinates. Thus, in actual practice teanple parabolic curve is used as a summit cuveinstead of the circular arc. ge e ottracking, pp = 0.086m (6.6 - 68, - 226.875 Zx0.088 ~ 687" 2 R Pov sxrawidening, E, = "% 55 * Se 80 = 2x0096+ SE BoB = 0.192 + 0.56 = 0.752 i F = f,(mgco88) ‘ing law of conservation of eneray, Friction foros, 1 3? = mgh-+ Workdone against Hition | 573 Raeperaten tet amy: 19(Gx) +4, (mgcose)(xsec®) v = ** 20(6+8) Lengthofcurve, L, = 200m Radius, R= Mom Wicth, w= 75m ‘ssp, Ss = 8m L,>S, Set back distance, from centre of the pavernent, m= (A) -(R-a)o0s 5 e100. | 180%80 27 BHAA a x(00-7F = 7687 m= 300- (200 -Bheos 687) 2453 The setback distance (in m) required from the ‘centre line of the inner lane of the pavement (md) “75 = 455-28 «2.675m (not given) dees (20) = 0278x90x254 5 oe 2 2 a * 254%0.35, = 6255 + 91.1196 = 153.6036 ‘Assume L > SSD, Le (750+0.0855) i 0,09(153.6636)° “ = [750+0.085%153.6636) = 308.9641 m > SSD Eis. (06)Ns jous Years Solved Papers : 574 | GATE Previou: I Tog é In(1.3) ‘ \' =3+e =-8. 0.09%(0.278%90)"]" = “hog 73h een -8207 ne In(2-0.08 x v) = (t= 8.247)-0,05) => 2-005 x v= 1.51 008 as 00s “7 = 40-30.21e aed 2 $80 = o.27eu, + 0278") => $= 40t + 604,15 9054 or el 2 att=0,8=0=¢ =~604.15 = 170 = 0.278x90xt, paced => $= 40t+ 604.15 69° 604 15 "'2x9.81x0.35 ey actos t= 3.151 a sree Opin ae = $= 40 x 35 + 604.15 €905*35_ gq4 45 ae (¢) = $=900.84m v ian fe z ev nN Pn Taie+h aS (110)? [|Sseasne = 737(008+0.) fm = 528.5 oo to EEgsoi. For equilibrium, For a driver having 6/6 vision can see the board IN mgsine from distance 48 m. = fmg cos = mgsin® For a driver having 6/9 vision can see the board = 100862 sind 6 => f2 tan from distance 48x 5 =32m > fze Vehicle requires 174 m to slow down to 30 km/hr, o esf So minimum distance of Xfrom the start of Yzone = 174-32 = 142m, R= 335m LER 9 V= 320 km/hr 2 A person with 6/9 vision can recognise or see e+f= somethings placed at a distance of 6 m, what normal person can recognise or see when oS fs placed at a distance of 9m Note: While deriving the above equation, We Consider ‘1 - ef = 1° but this is not valid in ths case because banking provided is very high (lan 39° =.0.65). So formula used. should b¢ ert ve : 1.3 m/s? a> Ta7R which will result in 685.i ensts_|_Tansportation Engineering Ss _ nm? _ axe Wrwea = 2B = 3x85 = 0.5m v Wpeco™ STR = oe = 0.89 95VR° 95/65 m nP _ axe Wee 2B = 3565 705m --_ Wosto = 951K” a5 yap > b19m ssmechanical widening is independent of speed aithe vehicle, Wre:60° Wine, 60 Hence, opetions (a) and (b) are eliminated Now, a8 psychological widening is directly ‘poportional to the speed of the vehicle. Wes. 60 Wp, Hence, option (b) is the correct answer. Total energy lost between point (1) and (2) = Work done by frictional force PA he « plgx0.088 = fx(sfig)xs 2 Were xr00) _(0278x50) 9 grx009x8 $035 x 98t xs 289.815 = 3.13928 * 5 = 92.32m [2 Sliding of stopped vehicle occurs it, mg sin @> fn mg sin @ > f(mg cos8) tan @> 1 err Hence, to prevent sliding @< fra: BI Given, R= 120 m, V= 60 kmph and f= 0.15 Ge. R 75 | 30+50 wnct (2 2252) = Minimum of (1.5 or 1,6) Grade compensation = 1.5% OE * Grade compensation is not requited for a gradient fatter then 436, * Compensated gradient should not be less than 4%,576 | Had ruling gradient be 5%? “ 75, 30+50) Grade compensation = Min. {E560 = 15% Compressed gradient = (5 - 1.5) = 3.5% < 4% Hence, compensated gradient = 4% and grade compensation = (5-4) = 1% Bes v0 * DO5R” 225x510 = 0.0871 40.07 Provide, e= 0 07 sind ~ 007 x= eB=007x75 =0525m ‘Overtaking time, oe a S = Space heady way = 16 m a = Acceleration = 4 m/s? Distance travelled by vehicle = S, S= uregar? =4s00 < Oxo dndxa? 72m Percentage change in Braking Distance GATE Previous Yea rs Solved Papers: | mane Ensy f+002G-f,-00 a (sooeT sb005)"(++00% ( 0.01G «100 1 +0.02G 0.016 ONG als = (cee 0] 20s a 700 = 200 = r210m As per IRC : 86-1983 Desirable minimum width of median in urban roads = 5m And minimum width = 1.2 m Beso Gradient = 4.5%, A = 100 m Grade compensation 30+R), (75 -AH) (a) = DD4100, 78: 100” 700 = 1.3%¥ 0.75} GC=075 Compansated Gradient = 45% ~ om ea7ee® Hence C6 = 4%Transportation Engi ens | gineering 377 é s yen: = 036: ¥ = 60 km; 298 mis% ty = 25s ping sight distance aaa e a= m/s? ssD = (0 278Vig +S) 2 254F SSD = Vigt 2af = 0.278%60x2.5+ — 60 a= ot 254x036 = 41.7 + 99.37 = 81m nermediate sight distance Toe (Zx20xtn} x SSD = 81x 2= 162m 18 2.028 seconds2 2.1 Moving car observer method is a procedure {@) to find the traffic flow of traffic stream (©) to estimate the traffic capacity of a road section (©) to carry out origin destination studies (@) to identify accident prone locations on highway [1991 : 1 Mark] 2.2. Desire lines are drawn based on (@) spot speed studies (b) traffic volume studies (©) accident studies (A) origin and destination studies [1992 : 1 Mark] 2.3 The PCU (passenger car unit) value for car on an urban road is @ 05 () 10 () 30 (a) 40 [1992 : 1 Mark] 2.4 The speed and delay studies on a defined section of highway are conducted by (@) radar gun (0) traffic counters (c) moving car method (d) enoscope [2003 : 1 Mark] 2.8 Atratfic stream ina particular direction of a two lane road is moving with a constant speed of 50 kmph, with an average headway of 2.52 ‘seconds. The longitudinal distance between two consecutive vehicles is (a) 30m (b) 35m (6) 38m (@) 42m [2003 : 2 Marks} 2.6 The road geometries in India are designed for the (2) 98" highest hourly traffic volume (b) 85" highest hourly tratfic volume (c) 50" highest hourly traffic volume (@) 30" highest hourly traffic volume [2004 : 1 Mark] Traffic Engineering 4 2.7. Asingle lane unidirectional highway has Adesign peed of 65 kmph. The perception-brake.regcin, time of drivers is 2.5 seconds and the average length of vehicles is 5m. The coefficient g longitudinal fiction of the pavement is 0.4, The capacity ofthis road in terms of ‘vehicles per hoy. par lane’ is (a) 1440 (b) 750 (@ 710 (d) 680 [2005 : 2 Marks) 2.8 Atransport company operates a scheduled daiy truck service between city Pand city Q. One-way journey time between these two cities is 85 hours ‘A minimum layover time of 5 hours is to be provided at each city. How many trucks are required to provide this service? 4 (b) 6 7 (@) 8 [2005 : 2 Marks} 2.9 Name the traffic survey data which is plotted by means of Desire lines. (@) Accident (©) Classified volume (©) Origin and Destination (@) Speed and Delay [2006 : 1 Mark] 2.10 For designing a 2-phase fixed type signal at an intersection having North-South and East-West road where only straight ahead trafficis permitted, the following data is available. Parameter North [South | East | West | Design Hour Flow 550 cui) ee ee Saturation Flow (Pcunr). bead 2500 | 3000 | 3000 Total time lost per cycle is 12 seconds, The cy? ength (seconds) as per Webster's approach is (e) 67 (b) 7 © & (d) 91 [2006 : 2 Marks]ens_|_ Transportation Engineering Eon road, the free mean speed was | 579 11 on gured as 70 kmph and the average spaci peer venices unde iam Condon as 79 fn weer fow sonst equation is given by k u=Uy=|1-£ lal where, ‘= space-mean speed (kmph); ree mean speed (kmph); density (veh/km); 4, = jam density (veh/krn); | gz flow (vein) she maximum flow (veh/hr) per lane for this condition is equal to (@) 2000 (b) 2500 | @ 3000 (a) None of these [2006 : 2 Marks] 110 fatwotane National Highway and a twoane State Highway intersect at right angles, the number of potential conflict points at the intersection, assuming that both the roads are two-way is @ 1 (b) 17 (o) 24 (@) 2 [2007 : 1 Mark] | 213 In signal design as per Indian Roads Congress specifications, if the sum of the ratios of normal | fiows to saturation flow of two directional traffic flow is 0.50 and the total lost time per cycle is | 1026, the optimum cycle length in seconds is (@) 100 (b) 80 ; @@ (a) 40 [2007 : 1 Mark] 244 The capacities of (One-way 1.5mwide sidewalk (batsons per hour)" and “One-way 2-lane urban ‘ad (PCU per hour, with no frontage access, no | standing vehicles and very title oross trafic) are ‘espectively (8) 1200.and2400 (b) 1800and 2000 (©) 1200.and 1500 (d) 2000and 1200 [2008 : 1 Mark) a ; "5 The shape of the STOP sign according 1° 'RC: 67-2001 is (9) circular (b) triangular () octagonal Jar (a) ssc 8 4 Mark] 2.16 247 2.18 ‘Aroundabout is provided with an average entry Width of 8.4 m, width of weaving section as 14m. €nd length of the weaving section between Channetizing islands as 35m. The crossing traffic ‘and total traffic on the weaving section are 1000 ‘and 2000 PCU per hour respectively. The nearest Founded capacity of the roundabout (in PCU per hour) is (@ 3300 (b) 3700 (©) 4500 (a) 5200 {2008 : 2 Marks] Design parameters for a signalized intersection ‘re shown in the figure below. The green time calculated for major and minor roads are 34 and 18 s, respectively, Minor Road iene ‘E0VPH 180VPH ‘Tums pronibited Major Road) “ane vided 4m koe se0vPH ere Tm "| Per Hour ‘The ctitical ne volume on the major road changes 10440 vehicles per hour per lane and the critical lane volume on the minor road remains unchanged. The green time will (@) increase for thé major road and remain same for the minor road. (b) increase for the major road and decrease for the minor road. (©) decrease for both the roads. (@) remain unchanged for both the roads. [2008 : 2 Marks] Alinear relationship is observed between speed ‘and density on a certain section of a highway. ‘The free flow speed is observed to be 80 km per hour and the jam density is estimated as 100 vehicles per km length. Based on the above relationship, the maximum flow expected on this section and the speed at the maximum flow wil respectively be (@) 8000vehicles per hour and 80 km per hour {b) 8000 vehicles per hour and 25 km per hour (¢) 2000 vehicles per hour and 80 km per hour (a) 2000 vehicles per hour and 40 km per hout {2008 : 2 Marks) ‘Queensa 580 | GATE Previous Years Solved Papers: |_MRDE Engy — a 2.19 On a specific highway, the speed-density 2.22 The probably aT feats ative relationship follows the Greenberg's model (ie. ee apre af rieeverscel Ei oo as [v= vjlog,(k,/k)], where v,and kyare the free flow (uyfeMki, where le arrival speed and jam density respectively. When the rate, Whatis the Prcbabity hat he ees highway is operating at capacity, the density is greater than or equal to time t Obtained as per this model is (@) ae (0) de (@) ek; (o) k, fo (a om ky ky (2011 51 Marky Os @ 3 2.28 It the jam density is given as kj and the free tloy [2009 : 2 Marks) speed is given as u, the maximum flow for atneay traffic speed-censity model is given by which of 2.20 A three-phase trafic signal at an intersection is the folowing options? [2014 : 1 Mark, Set-II] 2.88 An observer counts 240 vehih at a specilic highway location, Assume thatthe venicie arival at the location is Poisson distributed, the probability of having one vehicle arriving over 2 30-second time interval is [2014 : 2 Marks, Set-Il] 2.94 Astudentriding a bicycle on a km one-way street takes 40 minutes to reach home. The student stopped for 15 minutes during this ride. 60 vehicles overtook the student! (assume the number of vehicles overtaken by the studentis zero) during the ride and 45 vehicles while the student stopped. The speed of vehicle stream on that road (inkervhe) is (a) 75 (b) 12 © #0 @ @ [2014 : 2Marks, Set-II] 2.35 On a section of @ highway the speed- density relationship is linear and is given by y= [80 - (2/3) KJ; where v is in krn/h and k is in veh/km, The capacity (in veh/h) of this section of the highway would be (a) 1200 (b) 2400 () 4800 (a) 9600 [2014 : 2 Marks, Set-ll] 2.36 Aprestimed ourphase signathas caicaliane flow rate for the fist three phases as 200, 187 and 210 veh/hr with saturation flow rate of 1800 ‘tehirfiane forall phases. The lost time is given as 4 seconds for ‘each phase. If the cycle length is 60 seconds, the effective green time {in seconds) ofthe fourth phase is [2014 : 2 Marks, Set-l] 2.37 Which of the folowing statements CANNOT be sed to describe free flow speed (u,) ofa trai ‘stream? {@) us the speed when flow is negligible (0) 4yis the speed when density is negligible: 2 | mape Be GATE Previous Years Solved Papers: (A | ERsy 2.42 If the total number of commercial vehicles poy day ranges from 3000 to 6000, the minimum percentage of commercial traffic to be surveyaq (©) u, is affected by geometry and surface conditions of the road (d)_ujis the speed at which flow is maximum and density is optimum for axle load is wm [2016 : 1 Mark, Set] (@ 15 ey os} 2.38. The following statements are made related to the ©) (2016: 1 Mark, Set-n lengths of turing lanes at signalised intersections (i) 1.5times the average number of vehicles (by 9.43 The critical flow ratios for a three-phase signal are vehicle type) that would store in turning lane found to be 0.30, 0.25, and 0.25. The total time | per cycle during the peak hour. lost in the cycle is 10 s. Pedestrian crossings at i (i) 2 times the average number of vehicles (by the junction are not significant. The respective | vehicle type) that would store in turning lane Green times (expressed in seconds and rounded Per cycle during the peak hour. off to the nearest integer) for the three phases 1 (li) Average number of vehicles (by vehicle type) are that would store in the adjacent through lane (@ 34,28and28 — (b) 40,25, and 25 4 er cycle during the peak hour, (c) 40,30and30 — (d) 50, 25, and 25 : (iv) Average number number of vehicles (by [2016 : 2 Marks, Set-1} | As per the IRC recommendations, the correct approach roads follow the Poisson distribution choice for design length of storage The mean rate of arrival is 900 vehicles per hour, lanes Is lf gap is defined as the time difference between (@) Maximum of (i) and (i) two successive vehicle arrivals (with vehicles (©) Maximum of () and (ii) assumed to be points), the probability (up to four (©) Average of (i) and (ii) decimal places) that the gap is greater than 8 (©) Only (ivy seconds is [2015 : 1 Mark, Set-U1] [2017 : 1 Mark, Set-I] 2.39 The'elation betweenspeed u(inkmih)anddensity 45. The queue length (in number of vehicles) versus (number of vehicles/km) for a traffic stream on time (in seconds) plot for an approach to a road is u= 70-0.7k. The capacity on this road Signalized intersection with the cycle length of 96 is vph (vehicles/hour). Seconds is shown in the figure (not drawn to [2015 : 2 Marks, Set-ti] scale). 2.40 Inaone-ane one-way homogeneous traffic: stream, ‘Queue the observed average headway is 3.0s. The flow ‘ength (expression vehiclesyhr) in this traffic stream is 10 [2016 : 1 Mark, Set] 2.41 While traveling along and against the traffic % Cm Time ‘stream, a moving observer measured the relative ‘Ehtedtine EE : flows as 60 vehicles/hr and 200 vehicles/hr, ery F respectively. The average speeds of the. moving At time, t= 0, the light has just turned red. The observer while traveling along and against the effective green time is 36. ‘seconds, during which | stream are 20 kmitw and 80 km, respectively, vehicles discharge at the saturation flow rate, 5 The density of the traffic stream (expressed in $ (in vph). Vehicles arrive at a uniform rate, | vehicles/km) is. {in vah}, throughout the cycle. Which one ofthe [2016 : 2 Marks, Set-1] following statements is TRUE? t|_ Transportation Engineering the sgonped delay Per vehicle = 39 Renae 9 s=18000ph, and for this ycle, the average soppedidelay er vehicle = 28.125 seoonae ) v= 600 ph, and for this eye, the average stopped delay Per Vehicle = 45 seconde x) = 1200 ph and for this cycle, the average stopped delay er Vehicle = 28.125 seconde (2017 : 2 Marks, Set] us Tresleyithin a roundabout andthe ecieney cfaroundabout can be increased, respectively by (a) increasing the entry radius andincreasing the exit radius (e) increasing the entry radius and decreasing the exit radius (6) decreasing the entry radius and increasing the ext radius (@) decreasing the entry radius and decreasing the exit radius [2017 : 2 Marks, Set-t] 247 Two cars P and Q are moving in a racing track continuously for two hours. Assume that no other vehicles are using the track during this time. The expressions relating the distance travelled | 4 fin km) and time t (in hours) for both the | eicles are given as P:d=60t @:d= 6012 Within the frst one hour, the maximum space teadway would be (2) 18 km at 30 minutes (©) 1Skmat 15 minutes (9 30km at 30 minutes {9 30km at 15 minutes [2017 : 2 Marks, Set] | 48 Thespeed-density relationship for aroad section | 's shown in the figure. j 2.49 2.60 2.51 2.62 2.53 583 The shape of the flow-density relationship is (@) piecewise linear (0) parabolic (C) initially linear then parabolic (4) initialy parabotic then linear [2018 : 1 Mark, Set-I] ‘A well-designed signalized intersection is one in which the (2) crossing conflicts are increased (©) total delay is minimized (©) cycle timé is equal to the sum of red and green times in all phases (@) cycle time is equal to the sum of red and yellow times in all phases [2018 : 1 Mark, Set-I] Peak Hour Factor (PHF) is used to represent the proportion of peak sub-houriy traffic flow within the peak hour. If 15-minute sub-hours are considered, the theoretically possible range of PHF will be (a) 0101.0 (6) 0.251010 (b) 0.25 100.75 (¢) 05t01.0 [2018 : 1 Mark, Set-II] ‘The space mean speed (kmph) and density (vehiclesfam) ofatratfic stream are linearly related. The free flow speed and jam density are 80 kmph and 100 vehicles/km respectively. The traffic flow (in vehicles/h, up to one decimal place) corresponding to a speed of 40 kmph is _ (2018: 2 Marks, Set-t1] The maximum number of vehicles observed in any five minute period during the peak hour is 160. If the total flow in the peak hour is 1000 vehicles, the five minute peak hour factor (round off to 2 decimal places) is [2019 : 1 Mark, Set-I] Average {ree flow speed and the jam density observed on a road stretch are 60 km/h and 120 yehicles/km, respectively. For a linear speed- density relationship, the maximum flow on the road stretch (in vehicies/h) is. [2019 : 2 Marks, Set-I]2.56 ious Years Solved Papers 584 | GATE Previous 2.54 Traffic on a highway is moving at a rate of 360 vehicles per hour at a location, It the number of vehicies arriving on this highway follows Polson distribution, the probability (round off to 2 decimal places) that the headway between successive vehicles lies between 6 and 10 seconds is [2019 : 2 Marks, Set-l] 2.55 The speed-density relationship in a mid-block section of a highway follows the Greenshiold's model. if the free flow speed is v, and the jam density is k, the maximum flow observed on this ‘sechon is wk, @ (0) vA, [2019 : 1 Mark, Set-tI) A vehicle ts moving on a road of grade +4% at a ‘speedo! 20 mis. Consider the coefficient ot roling friction as 0.46 and acceleration due to gravity as 10. mis? On applying brakes to reach a speed of 10 ms, the required braking distance (inm, round off to nearest integer) along the horizontal, 1s 12019 : 1 Mark, Sot-ll] 2.57 The unitorm arrival and uniform service rales ‘observed on an approach road to a signalized intersection are 20 and 50 vehiclesiminute, respectively. For this signal, the red time is 20.5, the effective green time is 30 s, and the cycle Jength is 605 Assuming that initially there are no velscles in the queue, the average delay per vehicle using the approach road during a cycle ength (in 5. round off to 2 decimal places) is [2019 : 2 Marks, Set-ti] 2.58 The speed-density relationship of a highway is given as . us 100 ~ 05k wiere, u = speed in km per hour, k = density in vehicles per ken, The maximum flow {in vehicles per hour, round off 10 the nearest integer) ig {2019 : 2 Marks, Set-tI] 2.59 2.60 2.61 2.62 | MADE Engy ‘The relationship between traffic flow fate (gy ‘ang density (D) is shown in the figure, Flow Rate. q Density. 0 The shock wave condition is depicted by (2) flow wth respect to poit 4 and point (a, a) (b) flow changing from point 3 to point 7 (q, y (@) flow with respect to point 1(q, = ¢_,) [2020 : 2 Marks, Sets} Traltic volume count has been collected on a 2 lane road section which needs upgradation due to severe traffic low condition. Maximum service flow rate per lane is observed as 1280 vehh at level of sorvice ‘C’ The Peak Hour Factor is feported as 0.78125, Hstonca! taic volume cout provides Annual Average Daily Traffic as 12270 velvday, Directional spit of the traffic flow is observed to be 60» 40. Assuming that tralSe ‘Stream consists of “All Cars’ and all dnvers are ‘Rogular Commuters’, the number of extra lane(s) (round off to the next higher integer) to be provide. is [2020 : 2 Marks, Set} The trafic starts discharging from an approach at an intersection with the signal turning green. The constant heachway consiered from the fourth © fifth headway position is referred to as {a} saturation headway {b) effective headway (6) discharge headway (d) intersection heaaway {2020 ; 1 Mark, Seti) 24-h trafic count at @ 103d section was observed Yo be 1000 vehicles on a Tuesday in the month Of July. IF dally adjustment factor for Tuesday i 4121 and monthly agjustment factor for July 8 oecasu_|_ Transportation Engineer Cee ts a, the Annual Average Daily Traffic at (in ver y jy. ound off to the nearest integer) is i flow for the two phases are 0.37 and 0.40. The (2020 : 1 Mark, Seta] Optimum cycle length using the Webster's method (in sec ce) is oes fow-densiy tolationship of tate on. ‘onds, round off to one decimal place) 6 Tgdway 1s shown in the figure [2024 : 1 Mark, Set 2.85 Spot speeds of vehicles observed at a point on a highway are 40, 86, 60, 65 and 80 km/h, The Space-mean speed (in km/h, round off to two decimal places) of the observed vehicles is Cie [2021 : 2 Marks, Set-I] ihe correct representation of speed-density 2-68 Vehicular arrival atanisolatedintersecion follows relationship of the traffic on this highway is the Poisson distribution. The mean vehicular arrival fate is 2 vehicle per minute. The probability (round off to two decimal places) that at least 2 vehicles will ative in any given 1-minute interval is. [2021 : 2 Marks, Set-!] z og . 2.67 On a road, the speed-density relationship of a traffic stream is given by u = 70 - 0.7 k (where speed, u, is in km/h and density, k, is in veh/ km). At the capacity condition, the average time PSS headway will be } @ 10s (b) 21s o% © 058 () 16s [2021 : 2 Marks, Set-I] Denaiy 2.68 Ina three-phase signal system design for a four- leg intersection, the critical flow ratios for each phase are 0.18. 0.32 and 0.22. The total oss time in each of the phases is 25. As per Webster's formula, the optimal cycle length (in s, round off to the nearest integer) is [2021 : 1 Mark, Set-Il] of} | 2.69 Relationship between traffic speed and density is described using a negatively sloped straight line. I vjis the free-flow speed then the speed @ i at which the maximum flow occurs is @ + 0 Densiiy [2020 : 2 Marks, Set!) © + @) v, * Asignazed intersection operates in wo phase’ (2021: 1 Mark, Set-Il] ® lost time is 3 seconds per prs, | ™¥itum ratios of approach flow to satur586 | RELI trattic Engineering GATE Previou: 24 @ 22 (@) 29 @ 24 «) 25 ©) 2.10 (b) 2.11 tb) 2.12 (c) 213) 214 @) 2.19 () 2.20 (c) 2.21 (a) 2.22 (d) 223 (3) 2.29 (0) 2.34 (6) 2.35 (bo) 2.37 (d) 2.38 (¢) 247 (a) 2.48 (c) 2.49 (b) 2.50 (c) 2.55 (@) 2.67 (b) 2.69 (c) EEE trattic engineering | ® The origin and destination study provides the basic data for determining the desired directions of flow. On the basis of these studies, desire tines fare drawn, Thickness of desire lines is directly proportional tothe trafic between the two points. Ew The PCU may be considered as measure of the relative space requirement of a vehicle class Compared to that of a passenger car under a specified set of roadway, traffic and other conditions. If the addition of one vehicle of a articular class in the traffic stream produces the same offect as that due to addition of one Passenger car, then that vehicle class is considered equivalent to the passenger car with a PCU value equal to 1.0 be Tratfic counters are used for traffic volume study ‘and enoscope is used for spot speed study. Radar ‘gun is used to measure he speed of vehicles for low-enforemenet. Floating car method or riding ‘check method or moving car method is used for speed and delay studies, The longitudinal distance = 0.278 Vt = 0.278 x 50x 2.52 5.03 m= 35m =) AVOID MISTAKE s Years Solved Papers 26 id) 27 ©) 28 @ 29 2.15 (c) 2.16 (b) 217 (a) 2.24 (a) 2.25 (a) 2.26 (c) 2.42 (a) 2.43 (a) 2.45 (bd) 2.59 (a, b.c) 2.61 (a) The road geometries in India are designed fo: (@) 30” highest hourly traffic volume (b) 98" percentile speed Space headway, S = 0.278 i+ 557 +l (65)? = 0278 65x 25+ Er og = 918m +5 Capacity, 1000 . 1000x65 Ss * ote = 708.37 = 710 vehicles/hr. C= Do not take S = 0.7 V + L as taken in overtaking sight distance calculation.esis |_Tansportation Engineering | 587 spatiourey time fOr ON rOUNd trip “ta ander” aiSy =175 hrs. = 7.3 days (~ srucks are required to ensure one truct omoity P each day. genice rom city Qt0 city P can be provid thetrucks which have already reached cit 8 days) k leaves led by ityQ. |e For N-S road and E-W road the higher trac yolume will be taken i.e. @, = 1000 and q, = 900 S, = 2500and S, = 3000 = % _ 1000 © %= 3, = 2500 =° =2_ 90 _ a Ye" $= 3000 = 08 2 Y=¥,+yp=04+03=07 Optmum cycle time, 15L+5 _1.5x1245 OF aVe taj sO, 76.67 =77 seconds be Trtfic volume = Density x Speed q= Uk > q= uf} %. ze . q= u{r-£) Ky Jam density, ae 1000 “ " ‘average spacing between vehicles 1 f= 10 and Uy = 70 kph 7 a *maxirum ratic volume, 32 =0 8 uf 2). [:Uy#0] . Gyn MSLES _15x1045 _ ke % 2 Maximum trafic volume, On a right angled road intersection with two way traffic the total number of confict points are 24. This consists of 4 crossing and 12 weaving Conflicts which are the major contict points, The merging and diverging conflicts are considered as minor conficts, numbering 4 in each case. = ‘Also remember for 2 lane -1 way roads meeting at anintersection, there are 4 crossing conflicts and 2merging conflicts, One way _| Conic es mal Total ="6 Vehicular conflicts with one-way regulation on both roads. Given Y= 0.50, L= 10sec + Optimum cycle length, FY “050 = “Ose588 | GATE Previous Years Solved Papers : |_ MADE ERsy By XR Tentative capacity values of urban roads ‘ao suggested by IRC are: Wearing (i) One way two laneroad with no frontage access, nostanding vehicles and very litle cross traffic = 2400 PCU per hour. (i) One way two lane road with frontage access, but no standing vehicle and high capacity intersections ~ 1500 PCU per hour (ii) One way two lane road with free frontage as access, parked vehicles and heavy cross eg ere Weaving section (1}(2) Bae a=Vp The stop sign is intended to stop the vehicle on a. ba Vt Va | road way. Itis octagonal in shape and red in colour C= Vigt Veg | with a white border. Stop sign is a regulatory or a-V. \ rane n Asoratethattosgn ange WeatingTraitc bie | way sign are the two regulatory signs which are “jou talc “arbvard i not circular in shape. | FATE (0) 2.17 [O) | \Wiath of the weaving section, w= 14m Critical lane volurie on major roads increasedto i Average entry width, @ = 8.4m 4440 veh fnrflane ie. 880 veh [hr ! Length of weaving section between channelizing Therefore, green time should be increased for h islands, L = 35m major road and as there is no change in lane Proportion of weaving traffic is given by, volume for minor road, it remains same. ‘crossing trafic on the weaving section Ba ‘otal trafic on the weaving section The maximum flow may be calculated as, Hi 1000 | po we pq = Ee Ho eee Jam densiy mp2 05 80x10 ‘The capacity of the roundabout may be given as, = J =2000 vehicles per hour Maximum flow occurs when the speed becomes half of the free flow speed i.e, {ree flow speed SPOOd at Grae 2 80 = > = 40km per hour 280% 14x 1484 x 1-8 a Q= wa eed | 3 Atmax flow (tratfic capacity) | = 3793.83 ~3700PCU per hour 1 Gras = 3¥;| Transportation Engineer Mon Engineering | 389 a s Speer Y 7 3 Speed = 3 Ew cy oN Speed fend sign is a reguatory or mandatory Sig trate density = and should be of circular shape with white oe Vs Fre (ew/eceed background and red border wi k, = Jam density aw vat ieee 2 See (——— p" Woy ke ee oe Bae autvatic volume, Probabilty of arriving ‘n’ number of vohicles i” ty qz trattic density x speed time f 7 = kxv " k (arve™ “i q=y ions“) FR a formaximum traffic volume i.e., traffic capacity {ftime headway is greater than or equal to time a then number of vehicles arriving Is zero, ok 0 eth oy = BE gan ri = A k, k le ‘4)ston, (2}g« =0 (i) Probability for first arrival after time t k k dk Plot) = o¥ k ‘i k (i) Probability for first arrival within time ¢ 3 inhnk x(-Z} loaf =0 P( 5554 = 200 k~ = R-200k + 5654 = 0 k= 83.32 Veh./km (for single lane) So, for two lane urban road, k= 83.32 x 2 = 66,64~67 k rac = 4 = 1800 vehicles/nr =\y [-éh = 100 vehiclefhr i : 1000 1000 T= 5 = 200 vehicle/nr (For single lane) For two lanes, = 2x 200 = 400 vehicles/nron 4ook-k? = 22222222 ? k = 66.67 vehicles ¥ where, P(x) is the probability of x events (vehicle ariyals) in some time interval (t) isthe mean arrival rate in that interval. 150 5 x52 30x60 ~°" 72 Now, the probability that zero vehicle arrive in an interval t, denoted as P(0), will be same as the probability that the headway (into arrival time) greater than or equal tot. eS"? ~ 0.6592 Number of time headway greater than 5 secs Total no. of headways)x P(x = 0) 150 x 0,6592 = 98.88 “ (b) 7 Merging from left is done using a clover left and diverging to left is done using indirect ramp. 5 591 15 min, peak hr factor is used for traffic intersection design, (v4) Pup = Ys veh. V= Peak hourly volume (i@2) Vg = Maximum 15 minute volume within the peak hi (veh) Maximum value is 1.0 and minimum value is 0.25 Normal range is 0.7 -0.98 Consider a peak hour with total traffic V. Let the traffic be divided as such, Time 0-15] 15-30 | 30-45 | 45-60 No. of Vehicles | 0. Vv 0 0 Total traffic (in one hour) PHF 1s Traffic based on peak 15 min. v pil 4 gx? Penis In general, minimum value of PHF, (where tis in Capacity = Velocity x Density ie C=VxK = 70K-07 Now, 2 m-14K=0 2 = Capacity, = 1750 veh/hri ir scm a hia k 70-07 k= nf-45] Comparing it with ve ute j Ug = TOKMph k, = 100 vehiclesfkm Ug xk) _ 70100 > Gree ™ meaLe 4 4 ‘= 1750 vehicles/hr ETI soi. ‘Sum of the flow, N+ Yo * Vs = 0.2 +03 + 0.25 = 0.75 Total lost time in a cycle L = 4x 3 = 12sec. Optimum cycle length, 15L+5 SY, 15x12+5 Aare = oesee => Density = me = ” = 20 velvkm of fi no. of vehicles 240 vehicle/km 3600, qT = 26? = 0.2707 2400 1 ot (20 s ~ 7800 ENCE 9185 60 - 16) = 15,745 sec | 593 EYP G xO oe 60=21.47seconds a) Free flow speed (V) is that speed at which flow and density is negligible. % vs % 2 ) ° ° Imax Design length is the average of (i) and (ii) as per Indian Roads Congress (IRC) recommendations for storage lanes. Traffic volume, q= uk = (70-0.7K)k = 70k-0.7K Maximum possible volume is capacity of road For maximum volume, oa _ dk = 70-14k=0 = k= 50Veh/km Now, capacity, C= (70-0.7 x 50) x 50 C= 1750Veh/hr eo Given: Average headway = 30sec Flow of traffic stream shi = Readway dway vehicles/hr 3600 = 37 veh h= 1200 venirGATE Previous Years Solved Papers: [4 | MRDE Ens NowTotal lost time, = 10 sec (given) SES . Optimum cycle time, Let us assume, 1.5L+5 @ = trafic flow Ty k = tratfic density V,, = velocity of test vehicle along the stream (1.510) + 5+5 ‘ ° 80 0.20 Va = velocity of test vehicle against the stream = g-ky=90 = 100 sec = q- kx 20= 60 0) Now green times are calculated by, q+ kV, = 200 y 030 q+ kx 30= 200 ) yO Y= 999 °100-10 Solving sxnaton 0: ea , we get es Ci Ye(Q,-1) = 2100-1 yO = GaqltOO- 10) Consider aL’ km long stretch. = 28,11 ~ 28 sec Ene 2 0.25, oag-10) a 2@-4 = 28,11 ~ 28 sec d= 900 veh/nour 900 1 = 3600 7 a vorvsec 110 vehicles/hr Journey time, successive vehicles is greater than 8 seconds, Og P(0, 8 sec) = @ 2800" _ 9 1953 = 36.67 kmph. Bat 9, 1103 vehicles v 36.67 Yay +¥et Vo = 0.30 +.0,25 + 0.25 = 0.80 80 90:96 ‘Time (sec)