2.highway Capacity CEN471 - FALL2016

9/19/2016
HIGHWAY CAPACITY
Chapter 7: Highway Capacity

Ref: Transportation Engineering- by C. J. Khisty & B. K. Lall
HIGHWAY CAPACITY
Two categories of flow uninterrupted & interrupted.
Several major types of transportation facilities and road

user categories are described in the HCM (Highway
Capacity Manual).
Uninterrupted Flow Facilities--- Freeways, Multilane

Highways & Two lane Highways.
Interrupted Flow Facilities--- Signalized Intersections,

Unsignalized Intersection and Urban Street.
Other Road Users--- Transit, Pedestrian & Bicycles.
CAPCITY and LEVEL of SERVICE (LOS)
Engr. M. Anisur Rahman TiTU , M.Sc.

Faculty, Civil Engineering Dept.
CEAT., IUBAT [CEN471]_FALL2016
Deals with the relationship between speed, density, and

rate of flow for centrally and individually controlled
vehicle.
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HIGHWAY CAPACITY
Capacity: is the maximum hourly rate at which person or
vehicles reasonably can be expected to traverse a point or
a uniform section of a lane or roadway during a given time
period under prevailing roadway traffic and control
condition. (TRB,2000).
Roadway condition---refers to the type of facilities, its

geometric characteristics, number of lanes (by
direction),lane and shoulder width, lateral clearance,
design speed, horizontal and vertical alignment,
availability of queue space at intersection.
Traffic condition--- refers to the distribution of vehicle

types using the facilities, amount and distribution of
traffic in available lanes of a facilities, the directional
distribution.

HIGHWAY CAPACITY
Level of Service (LOS) is a qualitative measure describing

operational condition within a traffic stream and the
perception by motorists and/or passenger.
Factors: speed and travel time
Freedom to maneuver
Traffic interruption
Comfort and convenience

Each facility can be evaluated on the basis of six Level of
Service (LOS), A through F --- with A representing the best
operating condition and F the worst.

The types and specific design of control devices (such as

traffic signals and their timing) and traffic regulations on
the facilities constitute control condition (TRB,2000).
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HIGHWAY CAPACITY
Service Flow Rate: The maximum rate of service that can
be accommodated by a facility at each LOS (except LOS F)
is described as the service flow rate. Every facility has
five service flow rate, corresponding to each LOS ( A
through E).
The service flow rate for a designed LOS is the maximum

hourly rate at which persons or vehicles reasonably can be
expected to traverse a point or uniform section of a lane or
roadway during a given time period under prevailing
roadway, traffic and control conditions.
A 15-minute period is generally used.
Typically, the hourly service flow rate is defined as four

times the peak 15-minute volume.

HIGHWAY CAPACITY
Each LOS represents a range of conditions defined by a

range of one or more operational parameters.
The parameters that are selected to define LOS for each
facility type are called measure of effectiveness (MoE).
They represent those measures that best describe the

quality of operation on the facility--- Density [passenger
car per mile per lane (pc/mi/ln)], Speed [mean passenger
car speed (mi/hr)], volume to capacity ratio (v/c)--- for
basic freeway segments.
On the other hand, percent time-spent-following and

average travel speed are the MoE considered for two-lane
highway (TRB,2000)

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HIGHWAY CAPACITY (BASIC FREEWAY)

A freeway is a divided highway facility having two or more
lane in each direction for the exclusive use of traffic with
full control of access and egress. In the highway
hierarchy, the freeway is the only facility that provides
completely uninterrupted flow.
A freeway is composed of three subcomponent: The basic

freeway segment, weaving areas and ramp junction.


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Roadway characteristics include the number and width of

lanes, right shoulder lateral clearance, interchange
spacing, grade and lane configuration.
Traffic conditions: The percentage composition of the

traffic stream by vehicle type, driver characteristics (such
as weekday commuters and recreational drivers).
The traffic flow within a basic freeway segment can be

generally described in three-flow type---under saturated,
queue discharge flow and oversaturated flow.

Freeway Capacity: is the maximum sustained (15 minutes)

rate of flow in vehicles per hour (veh/hr) at which traffic
can pass a point or uniform segment of freeway under
prevailing roadway and traffic conditions.

The base conditions represents a high operating level, one

with a free-flow speed of 70mph or greater. Prevailing
roadway condition and traffic conditions, as they vary
from base conditions, will in turn affect the free flow
speed.
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Free Flow Speed: is the average speed of vehicles on a
facility when driver tend to drive at their desired speed
and are not constrained by control delay.
It can be measured as the mean speed of passenger cars

during low to moderate flow (up to 1300 pc/hr/ln) for
70mph free flow speed.
All recent studies suggest that speeds on specific segments

of freeway are virtually constant in this range of flow
rates.
For freeways with lower speeds, the speeds remains

constant even at higher rate of flow.
The effect become very noticeably with the introduction of

the 55 mph speed restriction on urban freeways (constant
up to flow 1750 pc/hr/ln).
The 70 mph curve of figure 7.2 represents base conditions.

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2. A region over which increasing flow rate causes a drop

of speed__under base traffic and roadway conditions,
freeways will operate with capacities as high as 2400
pc/hr/ln. This capacity is typically achieved on freeways
with FFS of 70mph or greater.
The value of capacity varies with free flow speeds of the

freeway.
The minimum capacity is 2250pc/hr/ln, representing a free
flow speed of 55 mph. The capacity for free-flow speed of
65 and 60 mph are 2350 and 2300 pc/hr/ln.

Capacity: The curve Fig 7.2 shows two regions of flow__

1. The region over which speed is insensitive to the
increasing flow rate. This range extends to 1300pc/hr/ln
for 70 mph freeways, and to 1750 pc/hr/ln for 55mph.
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Density at capacity holds steady 45 pc/mi/ln at all free flow
speeds.
Level of Service (LOS): Density increases throughout the

range of flows up to capacity, and therefore provides a
better measure of effectiveness (MoE). The densities used
to define levels of services for basic freeways sections are
as follows.

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LEVEL OF SERVICE (LOS) BASIC FREEWAY

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Level of Service criteria for basic freeway segments are
shown in Table 7.1. To be within a given level of service,
the density criterion must be met.
LOS A: Free flow operation; free-flow speeds prevail;

vehicles completely unimpeded in their ability to
maneuver within the traffic stream; average spacing 528
ft.
LOS B: Reasonably free flow; generally free flow speed;

ability to maneuver within the traffic stream slightly
restricted; average spacing 330ft.
LOS C: Provides flow with speeds still at or near free-flow

speed; freedom to maneuver within the traffic stream
noticeably restricted and lane change require more care
and vigilance by the driver; average spacing 220ft.

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LOS E: Describes operation at capacity at its highest

density values; operations are volatile and virtually no
useable gaps exist in the traffic stream; maneuverability
within the traffic stream is extremely limited; average
spacing 110ft at speeds over 49 mph.
LOS F: Describes breakdowns in vehicular flow at points

of recurring congestion such as merge, weave, or lane
drop locations. It can also be caused by traffic incidents.
In all cases, breakdowns occur when the ratio of arrival
flow rate to actual capacity exceeds 1.0. LOS F operations
within a queue are the result of a breakdown or bottleneck
at a down stream point. [jam density]

LOS D: Speeds begin to decline slightly with increasing

flow; density begins to increase somewhat quickly;
freedom to maneuver is more noticeably limited, average
spacing 165ft.
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HIGHWAY CAPACITY MANUAL [USE]
The determination of level of service for basic freeway section

generally involves three components : Flow Rate, Free Flow
Speed, Level of Service (LOS).
An equivalent passenger-car flow rate is calculated using eq. 1
Vp = 15 min passenger-car flow rate (pc/hr/ln).

V = hourly volume (veh/hr).
PHF = Peak-hourly factor.
N
fHV
fp
= number of lane.
= heavy-vehicle adjustment factor.
= driver population factor.
PHF on freeway, typically range from 0.80 to 0.95. Lower peak-hour factors are
characteristics of rural freeways or off-peak conditions. Higher factors typically
of urban and sub-urban peak-hour conditions.
If local data are unavailable, 0.88 and 0.92 may be used for rural and
urban/suburban peak-hour conditions respectively.

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Freeway Traffic volume that include a vehicle types must be

adjusted to an equivalent flow rate expressed in passenger car
per hour lane.
Trucks and Buses are treated identically.
Two step process is used to determine fHV.
The Passenger-Car equivalent of each truck/bus(ET) and

recreational vehicle (ER) is found for the for the Traffic and
Roadway condition under study.
Using the value of ET and ER and the proportion of each type of
vehicle in the traffic stream (PT and PR), the adjustment factor fHV
may be computed.

Adjustments for the presence of heavy vehicle in the traffic

stream apply for Trucks, Buses and Recreational Vehicle(RVs).
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Passenger-car equivalent can be selected for one of the three

conditions--- 1. Extended freeway section (Upgrades, Downgrades
and Level segments___further classified as Level, Rolling, and
Mountainous Terrain)___Table 7.2 for values of ET and ER for
extended freeway segments.
2. Specific grades: Any grade less than 3% and longer than 0.5mile,
or any grade of 3% or more and longer than 0.25 mile is usually
analyzed as a separate segment. Table 7.3 and 7.4 give value of ET
and ER for specific upgrade sections.
3. There are few specific data on the effect of heavy vehicles on
traffic flow on downgrades. If the downgrade is not so severe as to
cause truck to shift into low gear, they may be treated as levelterrain segments. Table 7.5 for selecting downgrade values of E T.

The impact of heavy vehicles on traffic flow depends on grade

conditions as well as traffic condition.
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THE ADJUSTMENT FACTOR FOR HEAVY VEHICLES ARE COMPUTED USING EQN. NO. 2

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DETERMINATION OF FREE FLOW SPEED
In this range of flow rates, speed are virtually constant for a

specific segment of freeway.
FFS can be measured directly in the field or estimated using
guidelines provided based on the HCM (TRB,2000).

The mean speed of passenger cars measured under low to

moderate flows up to 1300 pc/hr/ln, is the free-flow speed (FFS).
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MULTILANE HIGHWAY CAPACITY (DEFN. & CHARAC.)
They usually have four to six lanes, often with physical medians
or two-way left-turn (TWLTL), although they may be undivided.
Between two fixed interruption points, such as two signalized
intersections at a distance of more than 2 miles, multilane
highways operate quite similarly to freeways, with uninterrupted
flow conditions, except that the flow is not quite as efficient as
one would observe on a freeway.
Side and median friction, with vehicles entering and leaving the
road and the existence of opposing vehicles on undivided
multilane highways, are prevalent.
Traffic signals spaced at 2 miles or less typically create urban
street conditions.

Multilane highways exist in a number of setting, from typical

suburban communities leading to central cities or along highvolume rural corridors that connect two cities or significant
activities generating a substantial number of daily trips. They
generally have posted speed limits of between 40 and 55 mph.
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MULTILANE HIGHWAY CAPACITY
The prediction of level of service for a multilane highway involves

three steps:
1. Determination of free-flow speed.
2. Adjustment of volume.
Free-flow speed is the theoretical speed of traffic as density

approaches zero. It is the speed at which drivers fell comfortable
travelling under the physical, environmental, and traffic
conditions existing on an uncongested section of multilane
highway.
The upper limit for low-to moderate flow conditions is considered
1400 passenger cars per hour per lane (pc/hr/ln) for the analyses.
Speed of traffic is insensitive to traffic volume up to a flow rate of
1400 pc/hr/ln. The capacity of a multilane highway under base
conditions is 2200pc/hr/ln for highway with a 60mph free-flow
speed. At flow rates between 1400 and 2200pc/hr/ln, the speed on a
multilane highway drops.
BASE CONDITION

3. Determination of level of service.
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FOR MULTILANE HIGHWAYS ARE DEFINED AS FOLLOWS:
1. 12-FT LANE WIDTH. 2. A MINIMUM OF 12 FT OF LATERAL CLEARANCE IN THE

DIRECTION OF TRAVEL. CLEARANCES ARE MEASURED FROM THE EDGE OF THE
TRAVELED LANES (SHOULDERS INCLUDED) AND OF 6FT. OR GREATER ARE
CONSIDERED TO BE EQUAL TO 6FT. 3. NO DIRECT ACCESS POINTS ALONG THE
HIGHWAY. 4. A DIVIDED HIGHWAYS. 5. ONLY PASSENGER CARS IN THE TRAFFIC
STREAM. 6. A FREE FLOW SPEED OF 60MPH OR MORE. 7. DRIVER POPULATION
CONSISTING PRIMARILY OF COMMUTERS.
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FREE FLOW SPEED (FFS):
fLW fLC fM fA
FFS = BFFS -

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TWO LANE HIGHWAY CAPACITY
Two-lane highway are important because they compose the

predominant mileage of most highway systems.
Lane changing and passing is because possible only in the face of
oncoming traffic in the opposing lane. Motorist must adjust their
travel speed as traffic volume increases and the ability to pass
declines.
Efficient mobility is the principal function of these major twolane highways. These routes serve long-distance commercial and
recreational travelers. Consistent high-speed operations and
infrequent passing delays are desirable for these facilities, which
are categorized as Class I for the purpose of analysis.
For two-lane roads serving scenic and recreation areas, highspeed operation is neither expected nor desired. Such roads may
pass through rugged terrain and are generally assigned to
Class II.
Class II facilities most often serve relatively short trips, the
beginning and ending portions of longer trips.

A Two-Lane Highway is an undivided highway with two lanes,

one for use by traffic in each direction of travel.
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Percent time-spent-following represents the freedom to

maneuver and the comfort & convenience of travel. It is the avg.
percent of travel time that vehicle must travel in platoons behind
slower vehicles due inability to pass. However, the percentage of
vehicles traveling with headway of less than 3 seconds at a
representative location can be used as a surrogate measure.
Average Travel Speed reflects the mobility on a two lane
highway. It is calculated as the length of the highway segment
divided by the avg. travel time of all vehicles traversing the
segment in both directions during a designated interval.
LOS criteria use both these performance measures.
On Class I highways, efficient mobility is paramount, and LOS is
defined in terms of both percent time- spent-following and the
average travel speed.
On Class II highways, mobility is less critical, and LOS is defined
only in term of percent time-spent-following, without
consideration of average travel speed.

There are two performance measures to describe service quality

for Two-lane highways--- PERCENT-SPENT-FOLLOWING and
AVG. TRAVEL SPEED.
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Most arterials are considered Class I; most collectors and local

roads are considered Class II.
The Basic Conditions: The basic relationships between two-way
flow rates, average travel speed, percent time-spent-following are
shown (fig.7.6) under base traffic and roadway conditions.
Base condition include the following--1) Lane width greater than or equal to 12 ft.
2) Clear shoulder wider than or equal to 6 ft.
3) No no passing zones on the highway.
4) All passenger cars in the traffic stream.
5) No impediments to through traffic due to traffic
control or turning vehicles.

Drivers will tolerate higher levels of percent time-spent-following

on a Class II facility than on a Class I facility, because Class II
facilities usually serve different trip purposes and shorter trips.
6) Level Terrain .
7) A 50/50 directional split of traffic (for analysis of
two-way flow only).
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Two Lane highways can be analyzed either as two-way segments

obtaining traffic performance measures for both direction of
travel combined, or as directional segments, with each direction
of travel considered separately.
LOS criteria apply to all types of two-lane highways, including
extended two-way segments, extended directional segments,
specific upgrades, and specific downgrades. A segment of a class
highway must meet the criteria for both the percent time-spentfollowing and the average travel speed.

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FREE FLOW SPEED (FFS)
The FFS is measured using the mean speed of traffic under low
flow conditions up to two-way flows of 200 pc/hr.. A volume
adjustment can be made if FFS is measured at higher rates of
flow.
FFS of two-lane highway can range from 45 to 65 mph. To

estimate FFS, the analyst must characterize the operating
conditions of the facility in terms of a base free-flow sped (BFFS)
that reflects the character of traffic and the alignment of the
facility.
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9/19/2016

Chapter 7: Highway Capacity

Two categories of flow uninterrupted & interrupted.

Several major types of transportation facilities and road

Uninterrupted Flow Facilities--- Freeways, Multilane

Interrupted Flow Facilities--- Signalized Intersections,

Other Road Users--- Transit, Pedestrian & Bicycles.

CAPCITY and LEVEL of SERVICE (LOS)

Engr. M. Anisur Rahman TiTU , M.Sc.

Deals with the relationship between speed, density, and

Roadway condition---refers to the type of facilities, its

Traffic condition--- refers to the distribution of vehicle

Engr. M. Anisur Rahman TiTU , M.Sc.

Level of Service (LOS) is a qualitative measure describing

Factors: speed and travel time

Comfort and convenience

Engr. M. Anisur Rahman TiTU , M.Sc.

The types and specific design of control devices (such as

The service flow rate for a designed LOS is the maximum

A 15-minute period is generally used.

Typically, the hourly service flow rate is defined as four

Engr. M. Anisur Rahman TiTU , M.Sc.

Each LOS represents a range of conditions defined by a

They represent those measures that best describe the

On the other hand, percent time-spent-following and

Engr. M. Anisur Rahman TiTU , M.Sc.

HIGHWAY CAPACITY (BASIC FREEWAY)

A freeway is composed of three subcomponent: The basic

Engr. M. Anisur Rahman TiTU , M.Sc.

Engr. M. Anisur Rahman TiTU , M.Sc.

HIGHWAY CAPACITY (BASIC FREEWAY)

Roadway characteristics include the number and width of

Traffic conditions: The percentage composition of the

The traffic flow within a basic freeway segment can be

Engr. M. Anisur Rahman TiTU , M.Sc.

Freeway Capacity: is the maximum sustained (15 minutes)

HIGHWAY CAPACITY (BASIC FREEWAY)

Engr. M. Anisur Rahman TiTU , M.Sc.

The base conditions represents a high operating level, one

HIGHWAY CAPACITY (BASIC FREEWAY)

It can be measured as the mean speed of passenger cars

All recent studies suggest that speeds on specific segments

For freeways with lower speeds, the speeds remains

The effect become very noticeably with the introduction of

The 70 mph curve of figure 7.2 represents base conditions.

Engr. M. Anisur Rahman TiTU , M.Sc.

HIGHWAY CAPACITY (BASIC FREEWAY)

2. A region over which increasing flow rate causes a drop

The value of capacity varies with free flow speeds of the

Engr. M. Anisur Rahman TiTU , M.Sc.

Capacity: The curve Fig 7.2 shows two regions of flow__

HIGHWAY CAPACITY (BASIC FREEWAY)

Level of Service (LOS): Density increases throughout the

Engr. M. Anisur Rahman TiTU , M.Sc.

LEVEL OF SERVICE (LOS) BASIC FREEWAY

Engr. M. Anisur Rahman TiTU , M.Sc.

LEVEL OF SERVICE (LOS) BASIC FREEWAY

LOS A: Free flow operation; free-flow speeds prevail;

LOS B: Reasonably free flow; generally free flow speed;

LOS C: Provides flow with speeds still at or near free-flow

Engr. M. Anisur Rahman TiTU , M.Sc.

LEVEL OF SERVICE (LOS) BASIC FREEWAY

LOS E: Describes operation at capacity at its highest