![IOSR Journal of Engineering (IOSRJEN) www.iosrjen.org
ISSN (e): 2250-3021, ISSN (p): 2278-8719
Vol. 05, Issue 08 (August. 2015), ||V4|| PP 39-42
International organization of Scientific Research 39 | P a g e
Modeling Highway Manoeuvring Overtaking Sight Distance in
Slope-Ascending Direction in Two-way Traffic Single Lane
Highway
Patrick Onuamah
Civil Engineering Department, Enugu State University of Science and Technology,
Enugu, Nigeria.
Abstract: Many vehicles on the highway move at speeds below the design speed obviating overtaking
maneuvers by vehicles that move at the design speeds. The paper is an attempt to formulate a model to
determine the minimum overtaking sight distance to be maintained by an ascending overtaking vehicle driver on
an inclined double lane divided highway. The vehicle and road user characteristics as well as the vertical road
geometry are combined to assess the overtaking distance by formulating a mathematical model that satisfies the
laws of the mechanics of motion.
Keywords: Overtaking maneuver, graphic model, one-way traffic, perception-reaction time, visibility
I. INTRODUCTION
For proper movement of vehicles, roads must be visible to the driver for quite some long distance, to
enable the moving vehicle slow down as may be required before any obstructions for safe motion. Visibility
therefore, is a vital factor for vehicle operation and for acquiring high speeds on the highway.
II. SIGHT DISTANCE
Sight distance is the actual distance per length of road over which a driver sitting at a specific height in a vehicle
can see objects either moving or stationary, on the road surface. Sight distance is affected by myriads of factors
including the sharpness of curves (horizontal and vertical), objects obstructing visibility, buildings or corners at
road intersections, etc.
2.2. Stopping Sight Distance
Also the stopping sight distance for a vehicle in motion is the required distance for which the vehicle
moving at a design speed can be stopped without colliding with a stationary object on the road. The stopping
site distance depends on the features of the road ahead, height of the driver's eye above the road surface, height
of the object above the road surface, the road horizontal and vertical curves, traffic conditions, positions of
obstructions, etc. At the summit of curves, the stopping sight distance is that distance measured along the road
surface which a vehicle driver whose eye is 1.22 m above the road surface can see an object of 10 cm height
also situated on the road surface [1], [7].
The distinction between stopping sight distance and decision sight distance must be understood.
Stopping sight distance is used when the vehicle is traveling at design speed on a poor wet pavement when one
clearly discernable object or obstacle is present in the roadway. Decision sight distance applies when conditions
are complex, driver expectancies are different from the situation, or visibility to traffic control or design features
is impaired [2]. Most situations presented on arterials for access management require stopping sight distance at a
minimum; however, decision sight distance should be provided for safety and smoother operations. More factors
affecting sight distance include speed of vehicle, efficiency of brakes, total reaction time, longitudinal slope of
the road, frictional resistance between the road surface and the vehicle tyres, etc.
2.3 Perception-Reaction Time
The reaction time is the time it takes the driver to apply the brakes effectively from the time the object
is seen and the perception time is the time the average driver realizes a danger ahead for which the brake should
be applied. Recent studies have checked the validity of 2.5 seconds as the design perception-reaction time. Four
recent studies [3], [4], [5], [6] (Table 1) have shown a maximum of 1.9 seconds as the perception-reaction time
for an 85th percentile time and about 2.5 seconds as the 95th percentile time.](https://image.slidesharecdn.com/g05843942-150911054124-lva1-app6892/75/G05843942-1-2048.jpg)
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- 1. IOSR Journal of Engineering (IOSRJEN) www.iosrjen.org ISSN (e): 2250-3021, ISSN (p): 2278-8719 Vol. 05, Issue 08 (August. 2015), ||V4|| PP 39-42 International organization of Scientific Research 39 | P a g e Modeling Highway Manoeuvring Overtaking Sight Distance in Slope-Ascending Direction in Two-way Traffic Single Lane Highway Patrick Onuamah Civil Engineering Department, Enugu State University of Science and Technology, Enugu, Nigeria. Abstract: Many vehicles on the highway move at speeds below the design speed obviating overtaking maneuvers by vehicles that move at the design speeds. The paper is an attempt to formulate a model to determine the minimum overtaking sight distance to be maintained by an ascending overtaking vehicle driver on an inclined double lane divided highway. The vehicle and road user characteristics as well as the vertical road geometry are combined to assess the overtaking distance by formulating a mathematical model that satisfies the laws of the mechanics of motion. Keywords: Overtaking maneuver, graphic model, one-way traffic, perception-reaction time, visibility I. INTRODUCTION For proper movement of vehicles, roads must be visible to the driver for quite some long distance, to enable the moving vehicle slow down as may be required before any obstructions for safe motion. Visibility therefore, is a vital factor for vehicle operation and for acquiring high speeds on the highway. II. SIGHT DISTANCE Sight distance is the actual distance per length of road over which a driver sitting at a specific height in a vehicle can see objects either moving or stationary, on the road surface. Sight distance is affected by myriads of factors including the sharpness of curves (horizontal and vertical), objects obstructing visibility, buildings or corners at road intersections, etc. 2.2. Stopping Sight Distance Also the stopping sight distance for a vehicle in motion is the required distance for which the vehicle moving at a design speed can be stopped without colliding with a stationary object on the road. The stopping site distance depends on the features of the road ahead, height of the driver's eye above the road surface, height of the object above the road surface, the road horizontal and vertical curves, traffic conditions, positions of obstructions, etc. At the summit of curves, the stopping sight distance is that distance measured along the road surface which a vehicle driver whose eye is 1.22 m above the road surface can see an object of 10 cm height also situated on the road surface [1], [7]. The distinction between stopping sight distance and decision sight distance must be understood. Stopping sight distance is used when the vehicle is traveling at design speed on a poor wet pavement when one clearly discernable object or obstacle is present in the roadway. Decision sight distance applies when conditions are complex, driver expectancies are different from the situation, or visibility to traffic control or design features is impaired [2]. Most situations presented on arterials for access management require stopping sight distance at a minimum; however, decision sight distance should be provided for safety and smoother operations. More factors affecting sight distance include speed of vehicle, efficiency of brakes, total reaction time, longitudinal slope of the road, frictional resistance between the road surface and the vehicle tyres, etc. 2.3 Perception-Reaction Time The reaction time is the time it takes the driver to apply the brakes effectively from the time the object is seen and the perception time is the time the average driver realizes a danger ahead for which the brake should be applied. Recent studies have checked the validity of 2.5 seconds as the design perception-reaction time. Four recent studies [3], [4], [5], [6] (Table 1) have shown a maximum of 1.9 seconds as the perception-reaction time for an 85th percentile time and about 2.5 seconds as the 95th percentile time.
- 2. Modeling Highway Manoeuvring Overtaking Sight Distance in Slope-Ascending Direction in Two- International organization of Scientific Research 40 | P a g e TABLE TABLE 1: Brake Reaction Times Studies Researcher 85th Percentile Time (secs) 95th Percentile Time (secs) Gazis et al Wortman et al M.S. Chang M. Sivak 1.48 1.80 1.90 1.78 1.75 2.35 2.50 2.40 By road type, some researchers [6] have suggested that the perception-reaction should reflect the complexity of traffic conditions, expectancy of drivers and the driver’s state. They suggest that the perception- reaction times may be altered accordingly (Table 2). TABLE 2: Perception-Reaction Times Considering Complexity and Driver's State oad Type Driver's State Complexity Perception-Reaction Time Low Volume Road Two-Lane Primary Rural Rd Rural Freeway Alert Fatiqgued Alert Fatigued Low Moderate High Low 1.5s 3.0s 2.5s 2.5s Urban freeway Fatigued High 3.0s 2.4. Overtaking Graphic Cum Mathematical Model For overtaking manoeuvre in the one-way traffic, the overtaking vehicle traveling at the design speed, Vd, has to leave its own track, overtake and return to the track, without expecting any traffic from the opposite direction. The distance visible to the driver of the vehicle intending to overtake another slow moving vehicle without causing any inconvenience or possible accident is called the overtaking site distance. This can be depicted graphically as in (Fig. 1). The model goes to show vehicle A initially at position A1 and travelling at the design speed of Vd which takes a reaction time of tr through the distance d1 to start overtaking vehicle B which is moving at a slower speed and at position B1 at that instant. Now, vehicle A overtakes vehicle B through the distance d2 in time t2. This distance must not be less than the sum of the stopping site distances, S1, between vehicles A and B before and after the overtaking movement of vehicle A moving from position A2 to position A3 plus the distance, L, covered by vehicle B moving from position B1 to position B2 within the same time of t2 by which Vehicle A moved from position A2 to A3. For a one-way traffic in a double lane divided carriageway, no vehicle is expected from the opposite direction. That is, 𝑑1 = 𝑉𝐵 𝑡 𝑟 (1) where d1= reaction distance, VB = velocity of vehicle B, A1 A2 B1 A3B2 C1C2 d1 d3S1 L d2 A1 S1 Fig 1: Overtaking Manoeuvre Graphic Model
- 3. Modeling Highway Manoeuvring Overtaking Sight Distance in Slope-Ascending Direction in Two- International organization of Scientific Research 41 | P a g e and tr = reaction time of vehicle A driver. From laws and mechanics of motion, 𝑑2 = 𝑉𝐵 𝑡2 + 1 2 𝑎 𝐴 𝑡2 2 2 Also, from fig 1, 𝑑2 = 2𝑆1 + 𝐿 (3) where d2= overtaking distance, t2 = overtaking time, 𝑎 𝐴 = acceleration of vehicle A, S1 = stopping site distance, and L = distance moved by vehicle B from position B1 to position B2. But 𝐿 = 𝑉𝐵 𝑡2 (4) Combining Eqns (2), (3) and (4), 1 2 𝑎 𝐴 𝑡2 2 = 2𝑆1 5 𝑡2 = ± 4𝑆1 𝑎 𝐴 6 The work done against friction, Wf, in stopping a moving vehicle equals the kinetic energy, Ek, of the moving vehicle. That is, 𝑊𝑓 = 𝜇𝐹𝑆1 (7) where F= braking force S1 = braking/stopping sight distance of moving vehicle in the single lane two-way traffic, and 𝜇= coefficient of friction between tyre and the brake pad. Also 𝐸𝑘 = 1 2 𝑚𝑉𝑑 2 8 where m = mass of vehicle and Vd = design speed of vehicle. = 1 2 𝑊 𝑔 𝑉𝑑 2 (9) where W= weight of vehicle and S = stopping distance of vehicle. When the vehicles is ascending on a slope of 𝛼° , the total work done to overcome friction is 𝑊𝑓 = 𝜇𝑊 − 𝑊 𝑆𝑖𝑛 𝛼 𝑆1 (10) For small angle of slope, 𝑆𝑖𝑛 𝛼 ≈ tan 𝛼 ≈ 100 (11) where h=elevation. Using Eqn (11) in Eqn (10), 𝑊𝑓 = (𝜇𝑊 − 𝑊 100 )𝑆1 (12) Since Wf = Ek , Eqns (9) and (12) combine to give that
- 4. Modeling Highway Manoeuvring Overtaking Sight Distance in Slope-Ascending Direction in Two- International organization of Scientific Research 42 | P a g e 𝑆1 = 𝑉𝑑 2 2𝑔 𝜇 − 100 (13) Using Eqn (13) in Eqn (6), 𝑡2 = ± 𝑉𝑑 2 𝑔 𝜇 − 100 𝑎 𝐴 14 Hence, using Eqn (14) in Eqn (2), 𝑑2 = 𝑉𝐵 𝑡2 + 𝑉𝑑 2 2𝑔 𝜇 − 100 15 and 𝑑3 = 𝑉𝑑 𝑡2 (16) where Vd = design velocity Summing Eqns (1), (15) and (16), the minimum overtaking site distance, OSDm, is 𝑂𝑆𝐷 𝑚 = 𝑑1 + 𝑑2 + 𝑑3 (17) and the safe overtaking zone OSDz [1], [7] is given by 𝑂𝑆𝐷𝑧 = 3 𝑂𝑆𝐷 𝑚 (18) III. CONCLUSION A comprehensive understanding of stopping distance and overtaking manoeuvring distance are essential requirements in planning, design and operation of transportation systems. Many researchers [2], [3], [7] have investigated the stopping site distance and overtaking site distance (OSD) under homogeneous traffic conditions. The OSD is theoretically derived and the results indicate that the proposed model is able to represent the OSD of the heterogeneous and less lane-disciplined traffic stream under study with reasonable accuracy. REFERENCES [1] G.Singh, J. Singh, Highweay Engineering, 5th Edition, reprint, India, 2013, ch. 6, pp. 138-152. [2] R. Layton, “Stopping Sight Distance and Decision Sight Distance”, Transport Research Institute,, Oregon State University, 1997, Discussion Paper 8A, pp. 1-25. [3] D.C. Gazis, D. C. Azis, F.S Hiller, “The Problem of the Amber Signal in Traffic Flow,” Operations Research 8, March-April 1960. [4] R.H.Wortman, J.S. Matthaas, “Evaluation of Driver Behavior at Signalized Intersections,” Transportation Research Record 904, T.R.B, Washington, D.C., 1983. [5] M.S. Chang, “Timing Traffic Signal Change Intervals Based on Driver Behavior,” T.R. Record 1027, T.R.B, Washington, D.C., 1985. [6] Sivak, M., “Radar Measured Reaction Times of Unalerted Drivers to Brake Signals,” Perceptual Motor Skills 55, 1982. [7] S. K. Khanna, C.E.J. Justo, Highweay Engineering, 8th Edition, reprint, India, 2001, ch. 4, pp. 86-114.