July 4, 2011
I am kinda surprised to log on to wordpress and find that my username and password still work. It has been so long since I have been on that I am truly shocked. All of the blog posts are still here, too. Yay!!! My dashboard shows that I have had a whopping 118 views ever. (I am yet to lose the sarcasm). Oh well. The blog still works, so I guess I should start posting.
Stay tuned. I may post about my exciting experience with the Professional Engineer Exam…
June 6, 2010
Recently, I was forced to endure both Levels I and II of IMSA Traffic Signal Technician Training. 2.5 days of watching prerecorded power points on video and 2 multiple choice tests aren’t exactly my idea of fun. I have not recieved my test results, so no word on if I am actually certified or not. Not that it matters, because I am far from impressed with the content and structure of their certifications. In fact, these classes are a mismatched joke of a program. Being certified only means that you have successfully memorized obsolete and incorrect information from a binder. Forget that the class was revised less than a year ago. Many things listed as experimental have been widely used since before I entered the field in 2006. They also provide information that contradicts industry standard resources such as the MUTCD, ITE guidance, and the National Electric Code. Oh my, I can’t wait to fork over my renewal fees to these clowns every few years. What a waste!
March 6, 2010
I’m baaaack! After a few months of reconsidering the whole blogosphere, I have decided to continue with my blogging.
I hope to be blogging soon about all the lessons that I have recently learned on the job, the joy of making a positive impact through traffic engineering, and the trials of studying for the PE.
Be back soon…I promise.
September 19, 2009
I feel very blessed to have a job during these times. The job that I once enjoyed, however, is wearing on me. Maybe it is burnout, or maybe it is just a case of the blues. I don’t really know. The never ending to-do list continues to get longer and longer, while I seem to be working longer hours than ever. In the past, I considered this job security. Furthermore, I have coworkers that just cannot be bothered with work related tasks while they are on the clock. I hear personal phone calls all day. I have also noticed a coworker balancing her checkbook, cutting her nails, and shopping on the internet. Once the personal tasks are completed, their workday is nearly over and they would not want to start on an assignment with such a short amount of time remaining. All the while, more and more work is piled on the employees that put forth an effort. Previously, I overlooked such activities, chalking it up to a drawback of working for state government that was balanced by all of the benefits. Now, I feel like I am being punished because I am willing to work while others are not.
Needless to say, I have n0t had the time or mental energy to keep up with biweekly blog posts. I have been left feeling physically, mentally, and emotional drained at the end of each workday and work week. Like all things, this feeling will pass. For now, however, I am praying for a major blizzard to shut down roads and stop all traffic in my area. Too bad that it is 80 degrees and sunny outside.
August 22, 2009
Earlier this week, I drove through my most hated traffic signal in the entire state. To the average person, the signal probably seems innocent enough. The detection appears to work well, the heads are visible, the structure of the signal is new, and the volumes even meet signal warrants. Unfortunately, I know that the signal is not the best option.
About a year and a half ago, I performed a traffic study at this location. It is a T-intersection, and the mainline approaches have no turn lanes. The study was performed to determine the best possible phasing of a potential signal in terms of capacity, delay, etc. As part of the study, I created TSIS simulations to compare three different phasing alternatives. I also created a TSIS simulation of the existing conditions (unsignalized), as a basis for calibration and further comparisons. In the end, the study concluded that the best option is the existing unsignalized option, due to capacity and a low crash history.
Everyone in my office, as well as those in the district, agreed that the intersection should remain unsignalized. This was early in 2008. When fall election season approached, I drove through the intersection and observed that a signal had been installed at the subject intersection. I was shocked. When I spoke with coworkers about this signal, I was informed that upper management had sent a directive to install the signal. When I dug deeper, I was finally told that a county official was seeking reelection. This particular official had previously promised residents that a signal would be installed at the intersection. He, apparently, belonged to the correct political party and had the right connections, so he got his traffic signal. He was also reelected.
So, as I mentioned earlier, this is my most hated signal in the state. About $60K was spent on building the signal, countless employee hours were spent discussing and studying the situationg, and operational costs occur continuously. The area has not enjoyed an increase in safety, but are suffering from an increase in delays. I guess, however, that the primary goal of my organization was achieved. Screw the driving public, traffic engineers, and signal techs; the correct candidate was elected again.
August 16, 2009
It is inevitable. Each year, when school starts back, requests pour in for new traffic signals at schools. Unfortunately, these signals are almost never warranted. Often, the solution suggested by school officials and politicians is to install a part-time signal. Personally, I hate these for several reasons. First, if more school children rode on school buses, there would be a reduction in the amount of traffic during peak times, which would most likely eliminate the need for a siganl. By installing signals at schools, the DOT is only encouraging the SUV moms to disregard the large yellow buses that drive by their houses each day. Second, part-time signals at schools only operate for a few hours each day. During the remaining 20+ hours of the day, the signal is on flash, operating as a flashing beacon. This is a recipe for disaster. Drivers become conditioned to treat the intersection as a flashing beacon 80% of the time. Therefore, I find it unreasonable to expect a driver to anticipate a red condition during the other 20% of the time. Driver expectation is a powerful tool that traffic engineers need to learn to better utilize. Third, whenever I drive through a part-time signal that is on flash, I instinctively believe that something is wrong. I am ready to either call someone to fix it, or to jump out of the car and fix it myself. If I have this instinct that something is wrong, then I am sure that the traveling public does as well. In my experience, a driver who believes that a traffic signal is malfunctioning feels justified to make whatever illegal movement they feel neccessary. If I barely notice the “Part Time Signal” sign hanging from the span, then I do not expect other drives to see the sign. Overall, I question the safety of the part-time signal.
August 12, 2009
The office has been unusually quiet this week. It is now quiet enough to form a complete thought while at my desk, but the only thought that I can form is why. You see, at least half of my coworkers are attending a conference out of town this week. At the same time, I am preparing to teach a class next week. The only thing that these two events have in commonis the opportunity to gain professional development hours.
In theory, I understand the the need for professional development hours. Unfortunately, I understand the reality behind the method used by most who are seeking them. For professional conferences (including the one my coworkers are attending), many pounce on the opportunity to get hours while someone else pays for lunch, snacks, and evening drinks. The pouncers, ironically, tend to be missing during breakout sessions that could truly benefit them professionally. They are present, however, for various sessions that the boss may attend. They are always available for all social events surrounding the conferences. As yet another PDH seeker goes around the room trying to gather drink vouchers from the tee-totalers, I can only think about how the hours from the conferences helps to secure one more year of licensure as a Professional Engineer.
The PDH seekers that attend my classes are even worse. Because of the nature of my work, I deal with both Professional Engineers and IMSA certified signal techs. Therefore, my classes have become a popular way to gain hours. Those who attend for this reason are transparent. They take smoke breaks every 45 minutes, refuse to participate in discussions, stare at the ceiling with their arms crossed during exercises, or mysteriously disappear for hours. They are the first, however, to ask for a certificate
or some other proof of training. Again, I can only think that the hours proven by the precious certificates helps to secure another year in their profession. To me, I find it much more annoying to have PDH seekers in my classes. The class sizes are limited due to space issues and the need for a low student to instructor ratio, so extra students translate into either exta sessions of the class to accomodate those who truly need it. Also, the process for hosting training and gaining approval for attendees has become a nightmare, securing training space and materials is difficult, and large amounts of time and effort are sacrificed with each session of a class.
Should engineering boards, IMSA, and other professional organizations have PDH requirements? I cannot answer the question, because I feel that everyone needs to continually learn on the job. I do know, however, that the current requirements do not result in this outcome.
August 10, 2009
It’s that time of year again. Parents everywhere are rejoicing, while all my teacher friends are whining about going back to reality. School starts back in my area this week. To me, that only means one thing…lots of work to do.
Each year, the school traffic seems to make a greater impact. This could be due to increased traffic period, or it could be due to the increasingly larger number of parents that take their kids to school. SUV moms fill the queue around the schools, spilling into mainline traffic. Meanwhile, nearly empty buses circle the city in their blazing yellow glory. Maybe the parents find the sunshine color offensive, or maybe the children were traumatized in early childhood by singing about the wheels on the bus. I am not sure, but these
parents ruin the AM commute.
Regardless of the reasons, the SUV moms will be out in full force this week. Unfortunately, I will find myself out there with them, trying to minimize their impact on the remainder of the traveling public.
August 1, 2009
As with all things in life, the job of a traffic engineer has both positive and negative aspects. Through observation, I have realized the most passionate and successful traffic engineers are those who feed off the positive parts of the job and remain optimistic through the negative parts of the job. Below is a list of the major highs and lows of traffic engineering.
PROS
Instant gratification – Unlike with planning, designing, and constructing, changes can be made to highway systems almost instantly.
Improve safety - This is one of the two primary goals of a traffic engineer. By making small modifications, traffic engineers are able to improve safety in areas with high crash rates. This includes installing signals, flashing beacons, school flashers, and signs in appropriate locations. Other examples include changing lane configurations, modifying signal phasing, and changing roadway striping
Improve traffic flow - This is the other primary goal of the traffic engineer. It is the responsibility of the traffic engineer to squeeze every bit of capacity out of the roadway that is safely possible. Although the traffic engineer is unable to greatly increase capacity in the long-term (long-term planning is not performed at the operational level), it is their responsibility to make operational changes to make the flow of traffic tolerable for motorists.
Measurable differences - Changes made by the traffic engineer should produce measurable results. If changes were made due to safety, the traffic engineer can analyze the crash rates before and after the changes are made, with hopes of decreasing overall collisions, injuries, and fatalities. If changes were made with capacity in mind, the traffic engineer can perform various traffic studies before and after the changes with hopes of decreasing delay times, raising level of service, and bringing the average speed closer to the desired speed.
Predict future impacts – Through the use of traffic simulation models, traffic engineers can predict the results of possible changes that could be made to the roadway. Although these software programs may be used during preconstruction, the traffic engineer is often concerned with smaller changes in the short-term. Models are often requested from developers applying for permit access to the roadway. In these cases, the traffic engineer evaluate the developer’s proposed changes, such as turn lanes and signalized intersections to help determine if the development should be allowed. The traffic engineer may also use modeling to evaluate potential changes such as signal timing modifications, adding or removing signals, other intersection modifications, changes to lane configurations, and the effects of lane closures due to maintenance or accidents. The best aspect of dealing with the models is comparing the final results after the changes are made to the results predicted by the model.
Cons
Underappreciated – The act (or art) of traffic engineering is greatly underappreciated. All stakeholders want to blame roadway issues on traffic engineers. This is true for everyone from other engineers involved all the way down to the traveling public that are convinced they understand traffic engineering much better that those who do the job. These people mistakenly think that every problem can be solved through signal timing and phasing modifications or better signing, if the traffic engineer would just do it.
Yelled at on street – I spend alot of time in the field standing at traffic signal cabinets, dressed in high visibilty gear. A surprisingly large number of drivers stop and talk to me. The vast majority only want directions. (This is hilarious given my talents for getting lost and confusing others). A few people are just curious. They wonder about the high-vis colors, the big silver box I am working on, if there will be construction in the area soon, or if I know their friend that works for the DOT. The rest of those who stop want to complain. Most complainers are cordial and express their concerns in a dignified manner. Others are rude, obnoxious, and belittling. Traffic engineers, for the most part, are accustomed to complaints. I receive many more complaints through email, word of mouth, and phone calls. Occasionally, these are rude. It is much worse, however, to endure being yelled at in person while trying to remain calm, represent myself and my employer in a positive light, and concentrate on the work that I set out to perform in the field in the first place. I try to treat everyone with dignity and respect, regradless of their behavior. I usually try to respond with the same kinds of explanations to everyone, ensuring them that their complaint will be considered but that some sort of safety issue may arise from what they are suggesting. This is often more than the irate can handle. I will eventually learn, however, that a man who insists on pulling up 4 car lengths in front of the stop bar obviously does not have the capacity to understand the purpose of a stop bar, much less the capacity to understand coordination, left turn traps, and MUTCD guidelines.
Ignored – The input of a traffic engineer is often ignored, due to political motivation. It is a regular occurence that traffic control devices are placed at locations that do not meet warrants or developers are allowed to have a run amuck and place anything they want on the roadway. The most frustrating part of this is that upper management usually has the traffic engineers perform their regular studies and deny these requests, all the while knowing the conclusions that the traffic engineer will reach and that these things will be approved anyways.
Clean-up crew - I do not really know if all traffic engineers feel this way, or if it is just me. After someone else creates a mess, I find myself grabbing my proverbial mop and bucket to hit the field to find a solution to clean it up. The vast majority of this is due to the traffic engineer being ignored in the first place. Imagine that all of the predictions made by 20 year traffic veteran traffic engineers come to pass when their decisions are overruled. Hmmm..you would think that upper management would eventually learn. Other times, messes occur at locations where traffic engineers were never consulted. Still yet, some messes occur due to decisions made about safety with disregard to capacity. Either way, the traffic engineers are the first ones called when a roadway mess is created.
Long hours – When working on signal timing or simulations, the traffic engineer must be in the field during peak traffic times. This can mean very long hours. The required hours are often enough alone to make traffic engineering less desirable than some other areas of transportation engineering, or engineering in general.
Legal issues – All fields of engineering, as well as many other professions, carries a greater risk for legal issues. The public generally likes to sue those they believe have deep pockets. (If they only knew the truth about young engineers.)
Although the cons are discouraging, the pros of traffic engineering greatly outweigh them on most days. I believe this problem is not unique to traffic engineering. If anyone out there knows of a career that consists of all pros and no cons, let me know so that I can reconsider my opinion on this career.
July 29, 2009
Hello blog world! I am a young traffic engineering chick who is very passionate about her job. For the past 3 years, I have been employed by a state DOT in their central traffic division. I primarily work on developing, evaluating, and optimizing traffic signal timing. My “part-time” duties include traffic modeling simulations (Synchro, TSIS, & VISSIM), traffic signal software support, and any other duties as assigned.
Recently, I have been unsuccessful when performing internet searches on various traffic engineering topics. For example, I was conducting research concerning different approaches for calculating clearance intervals in traffic signals. The vast majority of results refered to the blogs of some angry drivers who had received a ticket for running red lights. These drivers chose to blame traffic engineers for their poor choices. Being traffic engineers at heart, the drivers’ suggestions to the local traffic engineers ranged from increasing the minimum 3.0 seconds of yellow to 3.5 all the way to implementing a flat 10.0 seconds of yellow and 5.0 seconds of all red at all signals. (I plan to post an entire entry on clearance intervals very soon, so I will save the comments on some of these ludacris ideas for later).
In light of the absence of expert traffic engineering opinion on the web, I decided that expertise may not be a prerequisite for providing an opinion after all. I also decided that my education, solid working knowledge, and passion for the subject makes me much more qualified to blog about traffic engineering than enraged drivers looking for a scapegoat. So, Thoughts on Traffic Engineering is born. I appreciate any input from readers, including comments on posts, suggestions for future posts, questions about anything traffic engineering, rebuttals to my opinions, and corrections when I am wrong.
Thanks for reading!
