Highway Traffic One: Collision Avoidance
It
would be a rare individual who has not experienced this artifact of
modern culture. Traffic Laze Review Regardless of one's locale or age, traffic likely ranks
among one's more, if not most, annoying experiences.
The advent of the superhighway several decades ago offered prospective relief from traffic. And to a great extent, superhighways, through elimination of traffic signals, creation of multiple lanes, introduction of acceleration on-ramps, removal of steep grades, smoothing of sharp curves, separation of opposing directions of traffic, and other design steps, have succeeded.
But not completely. Slow traffic still occurs, too frequently, on highways.
Why? We likely have an intuitive feel for why, but let's dive a bit deeper and use some precision (aka mathematics, though not too complex) to understand the characteristics of traffic. Traffic Laze Bonus To keep our discussion manageable, we will focus on the road type already mentioned, the superhighway.
We will cover this in two pieces. This article, the first piece, will focus on speed and traffic flow, specifically how much traffic can a highway handle. The second article (titled "Highway Traffic Two: Collective Behavior") will cover how congestion occurs when a highway gets too much traffic.
Definitions, Terms and Calculation Examples
We need to start with a few basic terms and definitions. From our experience (and/or driver's education class), we likely already have a familiarity with these.
Let's assume, early in the morning, with traffic light to moderate, cars are moving on the local superhighway at 65 miles per hour, Traffic Laze Reviews spaced on average 300 feet front-to-front (i.e. from the front bumper of any given car to the front bumper of the directly following car). At 65 miles per hour, that is (about) 100 feet per second. With the cars at 300 feet of separation, we divide the 100 feet per second into the 300 feet of separation, to determine that a car passes (in each lane) about every three seconds. With 3600 seconds per hour, and three seconds per car, we divide the time interval of three seconds into the 3600 seconds, and arrive at a traffic flow of 1200 cars per hour per lane.
This calculation of flow, based on speed and separation, stands as a fairly fundamental relation, so let's do another other example. In heavy traffic, speeds might be down to 10 miles per hour, with an average front-to-front distance of 45 feet. Now 10 miles per hour equates to 15 feet a second, and with 45 foot spacing, we have a car every three seconds. That again gives a flow of 1200 cars per hour per lane.
Traffic Laze Review
Of interest, the flow for the "light" early morning traffic and the "heavy" rush hour traffic equal. So "heavy" traffic here more accurately represents "slow" traffic, since from a traffic flow viewpoint, our two examples give the same number. Thus neither is actually "heavy" or "light" relative to each other.
Deceleration gets a bit trickier, but not too much so. Let's take two cars, travelling 65 mile per hour, separated by some distance (not critical yet). And the first car slows at a half "g," or about 15 feet per second per second. The trailing driver takes a second to react, before starting to slow. In that second, the trailing car closes on the leading car by 7.5 feet.
How do we calculate that? Traffic Laze Bonus
When the lead car starts to slow, both cars are traveling at 100 feet per second. With a deceleration of 15 feet per second per second, the lead car, in the one second of reaction time, slows to 85 feet per second. Given a smooth deceleration, the average speed of the lead car during that second was the average of the initial speed of 100 and the speed after one second of deceleration, or 85 feet per second. That averages to 92.5 feet per second. The trailing car traveled 100 feet during the reaction time, while the lead car traveled only 92.5 feet. This gives a closing distance of the trailing car on the lead car at 7.5 feet.
If the trailing car takes two second to react, the trailing car closes 30 feet in the two seconds of reaction time, i.e. not twice the distance but four times the distance. This occurs because the lead car slows to 70 feet per second in the two seconds. The lead car travels at an average of 85 feet per second (the average of 100 at the beginning and 70 at the end of two seconds), Traffic Laze Review or 170 feet across two seconds. The lead car continued at 100 feet per second for two seconds, traveling 200 feet, bringing it 30 feet closer to the lead car.
https://medium.com/wp-gdpr-fix-review/traffic-laze-review-get-exclusive-35-000-bonuses-now-traffic-laze-bonus-ae8f12fde274
The advent of the superhighway several decades ago offered prospective relief from traffic. And to a great extent, superhighways, through elimination of traffic signals, creation of multiple lanes, introduction of acceleration on-ramps, removal of steep grades, smoothing of sharp curves, separation of opposing directions of traffic, and other design steps, have succeeded.
But not completely. Slow traffic still occurs, too frequently, on highways.
Why? We likely have an intuitive feel for why, but let's dive a bit deeper and use some precision (aka mathematics, though not too complex) to understand the characteristics of traffic. Traffic Laze Bonus To keep our discussion manageable, we will focus on the road type already mentioned, the superhighway.
We will cover this in two pieces. This article, the first piece, will focus on speed and traffic flow, specifically how much traffic can a highway handle. The second article (titled "Highway Traffic Two: Collective Behavior") will cover how congestion occurs when a highway gets too much traffic.
Definitions, Terms and Calculation Examples
We need to start with a few basic terms and definitions. From our experience (and/or driver's education class), we likely already have a familiarity with these.
- Speed - how fast we are going, normally stated in miles per hour, but here we also need feet per second (i.e. about 1.5 times miles per hour).
- Stopping distance - the distance required to stop a car. Traffic Laze Stopping distance consists of two parts, first the reaction time for the driver to begin depressing the brake and second the braking distance the car travels after the brake is engaged.
- Traffic Flow - the rate cars pass a set point. For this discussion, we will express that in vehicles passing per hour, per lane.
- Acceleration/Deceleration - the degree to which we are increasing or decreasing our speed. Gravity accelerates an object about 32 feet per second per second, and full emergency braking with modern anti-locking brakes can just about create up to a one "g" deceleration, depending on the tire and road condition.
Let's assume, early in the morning, with traffic light to moderate, cars are moving on the local superhighway at 65 miles per hour, Traffic Laze Reviews spaced on average 300 feet front-to-front (i.e. from the front bumper of any given car to the front bumper of the directly following car). At 65 miles per hour, that is (about) 100 feet per second. With the cars at 300 feet of separation, we divide the 100 feet per second into the 300 feet of separation, to determine that a car passes (in each lane) about every three seconds. With 3600 seconds per hour, and three seconds per car, we divide the time interval of three seconds into the 3600 seconds, and arrive at a traffic flow of 1200 cars per hour per lane.
This calculation of flow, based on speed and separation, stands as a fairly fundamental relation, so let's do another other example. In heavy traffic, speeds might be down to 10 miles per hour, with an average front-to-front distance of 45 feet. Now 10 miles per hour equates to 15 feet a second, and with 45 foot spacing, we have a car every three seconds. That again gives a flow of 1200 cars per hour per lane.
Traffic Laze Review
Of interest, the flow for the "light" early morning traffic and the "heavy" rush hour traffic equal. So "heavy" traffic here more accurately represents "slow" traffic, since from a traffic flow viewpoint, our two examples give the same number. Thus neither is actually "heavy" or "light" relative to each other.
Deceleration gets a bit trickier, but not too much so. Let's take two cars, travelling 65 mile per hour, separated by some distance (not critical yet). And the first car slows at a half "g," or about 15 feet per second per second. The trailing driver takes a second to react, before starting to slow. In that second, the trailing car closes on the leading car by 7.5 feet.
How do we calculate that? Traffic Laze Bonus
When the lead car starts to slow, both cars are traveling at 100 feet per second. With a deceleration of 15 feet per second per second, the lead car, in the one second of reaction time, slows to 85 feet per second. Given a smooth deceleration, the average speed of the lead car during that second was the average of the initial speed of 100 and the speed after one second of deceleration, or 85 feet per second. That averages to 92.5 feet per second. The trailing car traveled 100 feet during the reaction time, while the lead car traveled only 92.5 feet. This gives a closing distance of the trailing car on the lead car at 7.5 feet.
If the trailing car takes two second to react, the trailing car closes 30 feet in the two seconds of reaction time, i.e. not twice the distance but four times the distance. This occurs because the lead car slows to 70 feet per second in the two seconds. The lead car travels at an average of 85 feet per second (the average of 100 at the beginning and 70 at the end of two seconds), Traffic Laze Review or 170 feet across two seconds. The lead car continued at 100 feet per second for two seconds, traveling 200 feet, bringing it 30 feet closer to the lead car.
https://medium.com/wp-gdpr-fix-review/traffic-laze-review-get-exclusive-35-000-bonuses-now-traffic-laze-bonus-ae8f12fde274
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