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Transportation Engineering: Human Factors and Vehicle Characteristics, Summaries of Transportation Engineering

The key human characteristics and factors that transportation engineers must consider when designing transportation systems. It delves into the various aspects of human response, including visual reception, visual acuity, peripheral vision, color vision, glare vision, depth perception, and hearing perception. The document also examines the static and dynamic characteristics of different transportation vehicles, such as airplanes, locomotives, and automobiles. It covers topics like air resistance, grade resistance, rolling resistance, curve resistance, running resistance, power requirements, braking distance, and sight distance. This comprehensive overview provides valuable insights into the complex interplay between human factors and the design of efficient and safe transportation infrastructure.

Typology: Summaries

2023/2024

Uploaded on 08/06/2024

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PORTS
HUMAN CHARACTERISTICS
- A major problem that faces transportation
engineers when they consider human
characteristics or factors—usually
referred to as ergonomics
HUMAN RESPONSE PROCESS
- Actions taken by operators and users of
transportation systems
VISUAL RECEPTION
- The receipt of stimuli by the eye.
VISUAL ACUITY
- the ability of an observer to resolve fine
details of an object.
-
TWO TYPES OF VISUAL ACUITY:
- STATIC ACUITY is the ability of a person
to resolve fine details of an object when
both the person and the object are
stationary.
- The ability of individuals to resolve fine
details of an object that has a relative
angular movement depends on their
DYNAMIC VISUAL ACUITY,
VARIABLE MESSAGE SIGNS (VMSS), sometimes
referred to as changeable message signs
(CMSs), are now commonly used to give real-
time information on traffic conditions and
parking availability.
PERIPHERAL VISION:
Peripheral vision is the ability of an individual to
see objects beyond the cone of clearest vision.
Most people have clear vision within a conical
angle of 3–5 degrees and fairly clear vision within
a conical angle of 10–12 degrees. Although
objects can be seen beyond this zone, details
and color are not clear. The cone for peripheral
vision could be one subtending up to 160°, but
this value is affected by the relative speed of the
object.
COLOR VISION is the ability of an individual to
differentiate one color from another.
GLARE VISION AND RECOVERY
- Direct glare occurs when relatively bright
light appears in the individual’s field of
vision, and
- Specular glare occurs as a result of a
reflected image by a relatively bright light
appearing in an individual’s field of vision.
DEPTH PERCEPTION
- Is the ability of an individual to estimate
speed and distance.
HEARING PERCEPTION
- Occurs when the ear receives sound
stimuli.
WALKING SPEEDS
- These are important in the design of many
transportation systems.
- Pedestrian movements may vary between
0.9 and 1.8 m/s.
PERCEPTION REACTION TIME
- Is the time period between the time a
driver perceives an obstruction and the
time action is taken to avoid the object.
- 2.5s
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PORTS

HUMAN CHARACTERISTICS

  • A major problem that faces transportation engineers when they consider human characteristics or factors—usually referred to as ergonomics HUMAN RESPONSE PROCESS
  • Actions taken by operators and users of transportation systems VISUAL RECEPTION
  • The receipt of stimuli by the eye. VISUAL ACUITY
  • the ability of an observer to resolve fine details of an object.

TWO TYPES OF VISUAL ACUITY:

  • STATIC ACUITY is the ability of a person to resolve fine details of an object when both the person and the object are stationary.
  • The ability of individuals to resolve fine details of an object that has a relative angular movement depends on their DYNAMIC VISUAL ACUITY , VARIABLE MESSAGE SIGNS (VMSS) , sometimes referred to as changeable message signs (CMSs), are now commonly used to give real- time information on traffic conditions and parking availability. PERIPHERAL VISION: Peripheral vision is the ability of an individual to see objects beyond the cone of clearest vision. Most people have clear vision within a conical angle of 3– 5 degrees and fairly clear vision within a conical angle of 10– 12 degrees. Although objects can be seen beyond this zone, details and color are not clear. The cone for peripheral vision could be one subtending up to 160°, but this value is affected by the relative speed of the object. COLOR VISION is the ability of an individual to differentiate one color from another. GLARE VISION AND RECOVERY
  • Direct glare occurs when relatively bright light appears in the individual’s field of vision, and
  • Specular glare occurs as a result of a reflected image by a relatively bright light appearing in an individual’s field of vision. DEPTH PERCEPTION
  • Is the ability of an individual to estimate speed and distance. HEARING PERCEPTION
  • Occurs when the ear receives sound stimuli. WALKING SPEEDS
  • These are important in the design of many transportation systems.
  • Pedestrian movements may vary between 0.9 and 1.8 m/s. PERCEPTION REACTION TIME
  • Is the time period between the time a driver perceives an obstruction and the time action is taken to avoid the object.
  • 2.5s

PASSENGER BEHAVIOR CHARACTERISTICS IN

TRANSPORTATION TERMINALS:

PHYSIOLOGICAL CHARACTERISTICS:

  • The perceived comfort of the passenger
  • Maximum value of comfortable deceleration rate is 3m/s^2
  • High jerk gives 0.7 m/s^2 of acceleration PSYCHOLOGICAL CHARACTERISTICS:
  • The perceived safety of the passenger VALUE OF TIME SAFETY CONSIDERATIONS OVERTAKING DISTANCE:
  • OD = d1 + d2 + d3 + d STATIC CHARACTERISTICS OF AIRPLANES
  • The static characteristics of airplanes also vary considerably. Depending on the type of airplane, the maximum take-off weight can be as low as 7 kN for the Cessna-150 and as high as 3800 kN forthe Boeing 747-400. These airplanes can be classified into two general categories: transport aircraft and general aviation aircraft. Static Characteristics of Railroad Locomotives.
  • Locomotives can be classified into five general categories based mainly on the type of power used: o Electric o Diesel-Electric o Steam o Magnetic Levitation o Other types ELECTRIC LOCOMOTIVES:
  • The power supply to an electric locomotive is achieved by using either a direct current (dc) system or an alternating current (ac) system. The power is transmitted from an external source of supply, and the capacity of the locomotive is therefore not limited internally. The current is transmitted by the use of either collector shoes that ride on a third rail or through overhead wires. DIESEL-ELECTRIC LOCOMOTIVES
  • The power supply to a diesel-electric locomotive consists of a diesel engine prime mover that is directly connected to a dc generator, thus forming a complete power plant. STEAM LOCOMOTIVES
  • These locomotives receive their power from reciprocating steam engines that are much less efficient than the diesel– electric system and have therefore been widely replaced by diesel–electric locomotives MAGLEV
  • In this type of locomotive, there is no contact between the bearing structure and the vehicle. The power is derived from sets of magnets and coils that are suitably placed to produce the forces that are required for levitation, propulsion, and guidance. DYNAMIC CHARACTERISTICS OF TRANSPORTATION VEHICLES:
  • The forces that act on a vehicle while it is in motion are the air resistance, the grade resistance, the rolling resistance, and the curve resistance.

POWER REQUIREMENTS:

BRAKING DISTANCE

  • The action of the forces on a moving vehicle play an important part in determining the distance required by the vehicle to come to rest from a given speed. Distance travelled from u1 to u2: STOPPING SIGHT DISTANCE:

BREAKING DISTANCE FOR TRAINS:

STOPPING DISTANCE FOR TRAINS:

SIGHT DISTANCE

  • This is the length of the roadway a driver can see ahead at any time. There are two types of sight distance: stopping sight distance and passing sight distance. STOPPING SIGHT DISTANCE (SSD)
  • This is the minimum sight distance that should be provided on the highway so that when a driver traveling at the design speed of the road observes an obstruction on the road, he or she will be able to stop the vehicle without colliding with the obstruction. DECISION SIGHT DISTANCE:
  • This longer sight distance will provide the driver with the option of making evasive maneuvers, which in some cases may be a better option than stopping. PASSING SIGHT DISTANCE:
  • This is the minimum sight distance required on a two-lane highway (one lane in each direction) that will permit a driver to complete a passing maneuver without colliding with an opposing vehicle and without cutting off the passed vehicle. MINIMUM RADIUS OF A HIGHWAY CIRCULAR CURVE
  • The minimum radius of a horizontal curve on a highway can be determined by considering the equilibrium of the dynamic forces acting on the vehicle traveling on the curve.