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Human Factors in Transportation. Dr. Wen Cheng, P.E., T.E., PTOE July 6 th ,2010 Cal Poly Pomona. Learning Objectives. Understand human variation and related design principles Understand the human factor impact in the mode of pedestrian, bicyclist, highway, rail transport and air transport
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Human Factors in Transportation Dr. Wen Cheng, P.E., T.E., PTOE July 6th,2010 Cal Poly Pomona
Learning Objectives • Understand human variation and related design principles • Understand the human factor impact in the mode of pedestrian, bicyclist, highway, rail transport and air transport • Describe how to conduct LOS analysis for walkways • Describe the application of PRT in engineering design
Personal difference • Gender • Male • Female • Age (driver example) • 5.1% 19 years of age and under • 9.9% 70 years of age and above • 85% in between • Many other factors • ……
Human requirements of transportation system • Primary • Increase of speed • Increase of range • Increase of carrying capacity • Secondary • Safety • Comfort and convenience
Pedestrian Characteristics • Space needs (required for sidewalk, elevator capacity analysis) • Body ellipse • Walking speeds • Range from 2.5 to 6.0 sec/ft • Avg. 4.0 ft/sec • If >20% is elderly users, then design speed =_______ ft/sec
Some ped. accident facts • Most prevalent during morning and afternoon peak hours • Friday and Saturday accidents are over-represented and Sunday are under-represented • Adult ped. aged 45-65 are equally likely to occur at intersections or mid-block • Children ped. accidents mostly occur at mid-block or intersection? • Elderly ped accidents are more prevalent at mid-block or intersection?
3 types of design strategies for ped. • Segregation, via spatial separation of ped. and vehicular networks • Separation, via the allocation of either time (e.g. ?) or space (e.g. ?)within a shared ped.-vehicle facility • Integration, via shared use of facility
Sidewalks: except ped. or vehicular flows are very light, it is considered to be desirable
Refuge islands • Allow the ped. to cross street in two stages • Types: • Formal ped. refuges • Splitter islands at intersection approaches • Medians, etc. • Appropriate where: • Ped. crossing movements are concentrated, but overall # don’t warrant a ped. crossing
Curb Extension (i.e., choker) • Consist of local widening of sidewalk into the roadway • Typically at the expense of parking spaces • Reduce walking distance and ped. exposure
Ped. Barrier: in locations of high ped. activity, used to control ped. movement
Traffic signals • 3 types: • no explicit recognition: peds. have to observe vehicular signals • Concurrent phasing: “walk” / “do not walk” displace at the same time with green circle for vehicular traffic • Exclusive ped. phasing: no potential conflicts with any vehicular movements
Ped. crossings • Three types: • Zebra crossings=striped crossing + flashing signals (usu. yellow) • Pelican crossings=striped crossing + ped. operated signals • Marked crosswalk: indicate a place where ped. can cross, but w/o any provision for active control of motorists
Grade separated facilities • 2 types: • Underpass • Overpass Which one you prefer? • Appropriate: • When high speed/traffic flow • Where high ped. cccident problem
Ped. malls • The ultimate in segregation of ped. Provision is to have a ped.-only facility, like shopping malls.
Integrated facility • Woonerf, Dutch word for “living street” • Typically used only on residential streets. • Is a space shared by pedestrians, bicyclists, and low-speed (<10mph) motor vehicles.
Facility for the disabled • Tactile surface at ped. crossing • Audible ped. signals • Curb ramps • Raised guide strips • ADA design guidelines: • max. grade on ped. overpass ramp • location of signal post, etc.
Bicyclists at risk • Bicycling represents 5~15% of all urban trips • Bicyclists are over-represented in casualty accidents. • Bicyclists most at risk are the young • There is a significant over-representation of bicycle accidents at night time and in low-light conditions
Safety strategies for bicyclists • Protection (e.g., wearing helmets, use of brightly colored clothing, use of under-run barriers on trucks, etc.) • Legislation (e.g., sanctions on speeding, alcohol use, bicyclist conspicuity, etc.) • Road and traffic environment (e.g., traffic calming, the provision of bicyclist facilities, etc.)
Bicycle facilities • Shared roadway (no bikeway designation) • Signed shared roadway : with a designated bike route sign • Bike lane or bicycle lane: a portion of the roadway designated by striping or pavement markings • Separate bike path: exclusively used for bicyclist and separated from roadway
Bicycle users • Advanced bicyclists: experienced riders who can operate under most traffic conditions • Basic bicyclists: casual adult and teenage riders, they are less confident of their ability in traffic without special provisions for bicycles. • Children: preteen drivers whose roadway use is initially monitored by parents
Driver Information Need Control level (info from basic senses) Guidance level (info of constantly changing environmental) Navigation Level (maps, directional signs, landmarks, etc.) Physical operation of vehicle (steering, acceleration/deceleration) Selecting speed and path Trip planning, direction finding
Driver Perception & Reaction • Perception-reaction time (PRT) • Also called PIEV time (perception, intellection, emotion and volition) • Perception: Continuous collection of information through the senses • Identification: Interpretation of this information in the brain • Emotion: Reasoning, problem solving, and decision-making in response to the information • Volition: The resulting dynamics of both the driver (body movements to affect a response) and the vehicle
Effects of PRT • Car following • Yellow times at traffic signal (usu. add 1 sec to the yellow time for PRT) • Stopping sight distance (usu. 2.5 secs for PRT) • Decision sight distance • A stop on a rural road: PRT = 3.0 seconds • A stop on an urban road: PRT = 9.1 seconds • A speed, path, or direction change on a rural road: PRT = 10.2 to 11.2 seconds • A speed, path, or direction change on a suburban road: PRT = 12.1 to 12.9 seconds • A speed, path, or direction change on an urban road: PRT = 14.0 to 14.5 seconds
Human Sensor Process • Visual (Sight) • Legibility distance • Cone of Vision • Eye shifting and fixating • Movement • Equilibrium • Hearing • Others (smell, hunger, thirst……)
5 Principles to present info • Primacy: control level > guidance level > navigation level • Do not overload: Processing channel limitation • Do it before you get on the road: A priori knowledge • Spread Info • Do not surprise: avoid left exit, hidden dip, etc.
