FCE 346 - 2018 (2014) - Unit - 3 PDF

University of Nairobi
Department of Civil & Construction Engineering
FCE 346 - Transportation Engineering I
PM Osano
2017/2018 SEMESTER II-[2014]
Unit Outline
Unit 3: Highway Capacity and Level of Service
3.1 Introduction
3.2 Highway Capacity
3.3 Highway Level of Service
PM Osano FCE 346-Transportation Engineering I

Introduction
3.1 Introduction

Introduction
3.1 Introduction
- Introduction
- The Capacity Concept
- Capacity Analysis
- Types of Facilities
- Performance Measures
- Service Measures
- Service Flow Rates
- The V/C Ratio

Introduction
Introduction
 Capacity analysis tries to give a clear understanding of how much traffic a given
transportation facility can accommodate.
 Level of service (LOS) tries to answer how good is the present traffic situation on a
given facility.
 Thus LOS gives a qualitative measure of traffic, where as capacity analysis gives a
quantitative measure of a facility.
 Capacity and LOS varies with the type of facility, prevailing traffic and road
conditions etc.

Introduction
The Capacity Concept
The Highway Capacity Manual (HCM) 2000 defines capacity as follows:
The capacity of a facility is the maximum hourly rate at which persons 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
conditions. (HCM 2,000, pg. 2-2)

Introduction
Vehicle capacity is the maximum number of vehicles that can pass a given point
during a specified period under prevailing roadway, traffic, and control conditions.
This assumes that there is no influence from downstream traffic operation, such as
the backing up of traffic into the analysis point.
Person capacity is the maximum number of persons that can pass a given point
during a specified period under prevailing conditions. Person capacity is commonly
used to evaluate public transit services, high-occupancy vehicle lanes, and
pedestrian facilities.
Prevailing roadway, traffic, and control conditions define capacity; these conditions
should be reasonably uniform for any section of facility analyzed.
Any change in the prevailing conditions changes the capacity of the facility.

Introduction
Reasonable expectancy is the basis for defining capacity. That is, the stated capacity
for a given facility is a flow rate that can be achieved repeatedly for peak periods of
sufficient demand.
Capacity is not the absolute maximum flow rate observed on a facility.
Driver characteristics vary from region to region, and the absolute maximum flow rate
can vary from day to day and from location to location.

Introduction
The definition contains a number of significant concepts that must be understood

when applying capacity analysis procedures:
 Capacity is defined as a maximum hourly rate. For most cases, the rate used is for
the peak 15 minutes of the peak hour, although HCM 2000 allows for some discretion
in selecting the length of the analysis period. In any analysis, care must be taken to
express both the demand and the capacity in terms of the same analysis period.
 Capacity may be expressed in terms of persons or vehicles. This is critical when

transit and pedestrian issues are considered, as well as in the consideration of high-
occupancy vehicle lanes and facilities, where the person-capacity is clearly more
important than the vehicle-capacity.

Introduction
 Capacity is defined for prevailing roadway, traffic, and control conditions.
Roadway conditions refer to the geometric characteristics of the facility, such as the
number of lanes, lane widths, shoulder widths, and free-flow speeds.
Traffic conditions refer primarily to the composition of the traffic stream, particularly
the presence of trucks and other heavy vehicles.
Control conditions refer primarily to interrupted flow facilities, where such controls as
STOP and YIELD signs and traffic signals have a significant impact on capacity.
A change in any of the prevailing conditions causes a change in the capacity of the
facility.

Introduction
 Capacity is defined for a point or uniform section of a facility. This correlates to the
“prevailing conditions” discussed above.
A “uniform section” must have consistent prevailing conditions. At any point where
these conditions change, the capacity also changes.
 Capacity refers to maximum flows that can reasonably be expected to traverse a

section.
This recognizes that capacity, as are all traffic factors, is subject to variation in both
time and space.
Thus, capacity is not defined as the single highest flow level ever expected to occur
on a facility.
Rather it is a value that represents a flow level that can be reasonably achieved
repeatedly at a given location and at similar locations.

Introduction
Capacity Analysis
Capacity analysis is defined a set of procedures for estimating the traffic-carrying

ability of facilities over a range of defined operational conditions.
 It provides tools to assess facilities and to plan and design improved facilities.
 Capacity analysis examines segments or points (such as signalized intersections)

of a facility under uniform traffic, roadway, and control conditions.
 These conditions determine capacity; therefore, segments with different prevailing

conditions will have different capacities.

Introduction
Capacity Analysis
A principal objective of capacity analysis is to estimate the maximum number of

persons or vehicles that a facility can accommodate with reasonable safety during a
specified time period.
However, facilities generally operate poorly at or near capacity; they are rarely
planned to operate in this range.
Operational criteria are defined by introducing the concept of level of service.
Ranges of operating conditions are defined for each type of facility and are related to
the amount of traffic that can be accommodated at each service level.

Introduction
Types of Facilities
Facilities are classified into two categories of flow: uninterrupted and interrupted.
Uninterrupted-flow facilities have no fixed elements, such as traffic signals, that are
external to the traffic stream and might interrupt the traffic flow. Traffic flow conditions
result from the interactions among vehicles in the traffic stream and between vehicles
and the geometric and environmental characteristics of the roadway.
Interrupted-flow facilities have controlled and uncontrolled access points that can
interrupt the traffic flow. These access points include traffic signals, stop signs, yield
signs, and other types of control that stop traffic periodically (or slow it significantly),
irrespective of the amount of traffic.

Introduction
Types of Facilities
Uninterrupted and interrupted flows describe the type of facility, not the quality of the
traffic flow at any given time.
Transit, pedestrian, and bicycle flows generally are considered to be interrupted.

However, in most situations, capacity is limited by stops along the facility.
Demand is the principal measure of the amount of traffic using a given facility.
Demand relates to vehicles arriving; volume relates to vehicles discharging.
If there is no queue, demand is equivalent to the traffic volume at a given point on the
roadway.

Introduction
Performance Measures
Each facility type that has a defined method for assessing capacity and level of
service also has performance measures that can be calculated.
These measures reflect the operating conditions of a facility, given a set of roadway,
traffic, and control conditions.
Travel speed and density on freeways, delay at signalized intersections, and walking
speed for pedestrians are examples of performance measures that characterize flow
conditions on a facility.

Highway Level of Service
Performance Measures Defining Level of Service

Introduction
Service Measures
For each facility type, one or more of the stated performance measures serves as the
primary determinant of level of service.
This LOS-determining parameter is called the service measure or sometimes the

measure of effectiveness (MOE) for each facility type.

Introduction
Service Measures
Quality of service requires quantitative measures to characterize operational

conditions within a traffic stream.
Level of service (LOS) is a quality measure describing operational conditions within a

traffic stream, generally in terms of such service measures as speed and travel time,
freedom to maneuver, traffic interruptions, and comfort and convenience.
Six LOS are defined for each type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A representing the best operating
conditions and LOS F the worst.
Each level of service represents a range of operating conditions and the driver's
perception of those conditions. Safety is not included in the measures that establish
service levels.

Introduction
Service Flow Rates
A service flow rate is similar to capacity, except that it represents the maximum flow
rate that can be accommodated while maintaining a designated level of service.
Service flow rates may be defined for levels of service A-E, but are never defined for
level of service F, which represents unstable flow or unacceptably poor service
quality.
Like capacity, service flow rates are defined for prevailing conditions on uniform
sections of a facility, and they relate to flow levels that can be reasonably expected to
occur at the various levels of service.

Introduction
Service Flow Rates
The service flow rate is the maximum hourly rate at which persons or vehicles
reasonably can be expected to traverse a point or uniform segment of a lane or
roadway during a given period under prevailing roadway, traffic, and control
conditions while maintaining a designated level of service.
The service flow rates generally are based on a 15-min period. Typically, the hourly
service flow rate is defined as four times the peak 15-min volume.

Introduction
Service Flow Rates
The service flow rates are discrete values, whereas levels of service represent a
range of conditions.
Because the service flow rates are the maximums for each level of service, they
effectively define the flow boundaries between levels of service as shown below.
Level of Service
SFRA SFRB SFRC SFRD SFRE Service Flow Rates
Illustration of Levels of Service and Service Flow Rates
Most design or planning efforts typically use service flow rates at LOS C or D, to
ensure an acceptable operating service for facility users.

Introduction
The V/C Ratio
This is determined by dividing the current or projected demand by the capacity of the
facility i.e. the ratio of current or projected demand flow to the capacity of the facility.
This ratio is used as a measure of the sufficiency of existing or proposed capacity.
The v/c ratio indicates how much of a certain facility’s capacity is being utilized or
used by the demand.
The v/c concept is closely tied to the concept of service flow rates, previously defined.
Dividing the service flow rate for a given LOS by the capacity gives the maximum
value for the v/c ratio for that particular LOS.

Introduction
The V/C Ratio
Example
If the service flow rate corresponding to a LOS C for a given facility was equal to
1300 veh/h and the capacity of that facility was 2000 veh/h, the maximum v/c ratio
would be 1300/2000 = 0.65.
The maximum v/c ratio for a LOS E is always equal to 1 since the service flow rate for
LOS E is equal to the capacity of the facility.

Introduction
The V/C Ratio
It is, of course, desirable that all facilities be designed to provide sufficient capacity to
handle present or projected demands (i.e., that the V/C ratio be maintained at a value
less than 1.00).
When estimating or considering a V/C ratio, care must be taken to understand the
origin of the flow rate (v) and capacity (c) values.
The flow rate should represent demand.
In existing situations, true demand consists of actual arrival flows plus traffic that has
diverted to alternative routes, other time periods, or alternative destinations due to
congestion in the system.

Highway Capacity
3.1 Introduction

Highway Capacity
- Definition
- Components of Traffic Stream
- Factors Affecting Highway Capacity
- Factors Affecting Highway Capacity and Level of Service

Highway Capacity
Definition
Capacity is defined as the maximum number of vehicles, passengers, or the like, per
unit time, which can be accommodated under given conditions with a reasonable
expectation of occurrence.
Capacity is independent of the demand. It speaks about the physical amount of

vehicles and passengers a road can afford. It does not depend on the total number of
vehicles demanding service.
On the other hand, it depends on traffic conditions, geometric design of the road etc.
For example, a curved road has lesser capacity compared to a straight road.
Capacity is expressed in terms of units of some specific thing (car, people, etc.), so it
also does depend on the traffic composition.

Highway Capacity
Definition
In addition, the capacity analysis depends on the environmental conditions too.
Capacity is a probabilistic measure. It varies with respect to time and position in the
maximum number of units of demand it can accommodate by similar facilities.
Hence it is not always possible to completely derive analytically the capacity. In most
cases it is obtained, through field observations.

Highway Capacity
Components of Traffic Stream
The three components of the traffic system are the vehicle, the driver, and the
highway environment.
The vehicle characteristics, the driver characteristics, and the roadway infrastructure,
as well as the manner in which the three components interact, affect the traffic
operational quality and capacity of a highway facility.

Highway Capacity
Factors Affecting Highway Capacity
Includes:
 Vehicle characteristics,
 Driver characteristics, and
 Roadway infrastructure,

Highway Capacity
Vehicle Characteristics
Highway capacity is a function of the speed, time headway, and spacing, which in
turn are affected by the performance and size of the vehicles in the traffic stream.
The variability of these characteristics contributes in the variability in capacity

observations.
Vehicle characteristics that affect capacity include:
 Wt/Hp (Weight-to-horsepower ratio)

 Braking and deceleration capabilities
 Frontal area cross-section
 Width, length, and trailer-coupling
 Vehicle height

Highway Capacity
Wt/Hp (Weight-to-horsepower ratio): The Wt/Hp provides a measure of the vehicle

load to the engine power of the vehicle.
It affects the maximum speed a vehicle can attain on steep upgrades (crawl speed),
as well as its acceleration capabilities, both of which have an impact on capacity.
Heavier and less powerful trucks generally operate at lower acceleration rates,
particularly at steep upgrades.
Slower-moving vehicles are particularly detrimental to capacity and traffic operational

quality when there are minimal passing opportunities for other vehicles in the traffic
stream.

Highway Capacity
Braking and deceleration capabilities: The deceleration capability of a vehicle

decreases with increasing size and weight.
Frontal area cross-section: The aerodynamic drag affects the acceleration of the
vehicle.
Vehicle height: The vehicle height, even though not typically included in capacity
analysis procedures, may affect the sight distance for following vehicles and thus
may affect the resultant spacing and time-headways, and ultimately the capacity of a
highway facility.

Highway Capacity
Width, length, and trailer-coupling: The width of a vehicle may affect traffic
operations at adjacent lanes by forcing other vehicles to slow down when passing.
In addition, the width, length, and trailer coupling affects the off-tracking
characteristics of a vehicle and the required lane widths, particularly along horizontal
curves.
The encroachment of heavy vehicles on adjacent lanes affects their usability by other
vehicles and thus has an impact on capacity.

Highway Capacity
Driver Characteristics
Individual driver capabilities, personal preferences, and experience also affect

highway capacity and contribute to the observed capacity variability.
The driver characteristics that affect the capacity of a facility are:
 Perception and reaction times - These affect the car-following characteristics

within the traffic stream.
 Selection of desired speeds - The effect of slower-moving vehicles in the traffic

stream would be detrimental to capacity, particularly when high traffic demands are
present.
 Familiarity with the facility - Commuter traffic is typically more efficient in using a
facility than are drivers unfamiliar with the facility, or recreational drivers.

Highway Capacity
Perception and reaction times: These affect the car-following characteristics within
the traffic stream.
For example, these would affect the acceleration and deceleration patterns (and the
trajectory) of a vehicle following another vehicle in a platoon.
They also affect other driver actions such as lane changing and gap acceptance
characteristics.

Highway Capacity
Selection of desired speeds: The maximum speed at which each driver is

comfortable driving at a given facility would affect the operation of the entire traffic
stream.
The effect of slower-moving vehicles in the traffic stream would be detrimental to

capacity, particularly when high traffic demands are present.
Familiarity with the facility: Commuter traffic is typically more efficient in using a
facility than are drivers unfamiliar with the facility, or recreational drivers.

Highway Capacity
Roadway Infrastructure
The elements included under this category include horizontal and vertical alignment,
cross-section, and traffic control devices.
Horizontal alignment and horizontal curves: Vehicles typically decelerate when

negotiating sharp horizontal curves.
In modeling speeds for two-lane highways (Fitzpatrick et al. 1999), it has been shown
that drivers decelerate at a rate that is proportional to the radius of the curve.
Vertical alignment and vertical curves: Steep grades result in lower speeds,
particularly for heavy trucks with low performance characteristics.
Crawl speeds can be determined as a function of grade.
Steep vertical crest curves would also affect sight distances and may act as local
bottlenecks.

Highway Capacity
Roadway Infrastructure
Cross-section: The number and width of lanes, as well as the shoulder width, have
been shown to affect speeds and thus the capacity of a highway facility.
Provision of appropriate super elevation increases the speed and thus enhances the
efficiency of a highway facility.
Traffic-control devices: The clarity and appropriateness of traffic-control devices

enhance the capacity of highway facilities.

Highway Capacity
Factors Affecting Highway Capacity and Level of Service
Includes:
1. Roadway Conditions
2. Traffic Conditions
3. Control Conditions and
4. Technology

Highway Capacity
Includes:
1. Roadway Conditions
2. Traffic Conditions
3. Control Conditions and
4. Technology
Roadway Conditions
Roadway conditions include geometric and other elements.
In some cases, these influence the capacity of a road; in others, they can affect a
performance measure such as speed, but not the capacity or maximum flow rate of
the facility.

Highway Capacity
Roadway Conditions
Roadway factors include the following:
 Number of lanes,
 The type of facility and its development environment,
 Lane widths,
 Shoulder widths and lateral clearances,
 Design speed,
 Horizontal and vertical alignments, and
 Availability of exclusive turn lanes at intersections.

Highway Capacity
Roadway Conditions
The horizontal and vertical alignment of a highway depend on the design speed and
the topography of the land on which it is constructed.
In general, the severity of the terrain reduces capacity and service flow rates.
This is significant for two-lane rural highways, where the severity of terrain not only
can affect the operating capabilities of individual vehicles in the traffic stream, but
also can restrict opportunities for passing slow-moving vehicles.

Highway Capacity
Traffic Conditions
Traffic conditions that influence capacities and service levels include vehicle type and
lane or directional distribution.
Vehicle Type
The entry of heavy vehicles; small trucks and vans, into the traffic stream affects the
number of vehicles that can be served.
Heavy vehicles adversely affect traffic in two ways:
 They are larger than passenger cars and occupy more roadway space; and
 They have poorer operating capabilities than passenger cars, particularly with
respect to acceleration, deceleration, and the ability to maintain speed on upgrades.

Highway Capacity
Traffic Conditions
Vehicle Type
The inability of heavy vehicles to keep pace with passenger cars in many situations
creates large gaps in the traffic stream, which are difficult to fill by passing
maneuvers.
The resulting inefficiencies in the use of roadway space cannot be completely

overcome.

Highway Capacity
Traffic Conditions
Directional and Lane Distribution
Directional distribution has a dramatic impact on two-lane rural highway operation,

which achieves optimal conditions when the amount of traffic is about the same in
each direction.
Capacity analysis for multilane highways focuses on a single direction of flow.

Nevertheless, each direction of the facility usually is designed to accommodate the
peak flow rate in the peak direction.
Lane distribution also is a factor on multilane facilities. Typically, the shoulder lane
carries less traffic than other lanes.

Highway Capacity
Control Conditions
For interrupted-flow facilities, the control of the time for movement of specific traffic
flows is critical to capacity, service flow rates, and level of service.
The most critical type of control is the traffic signal. The type of control in use, signal
phasing, allocation of green time, cycle length, and the relationship with adjacent
control measures affect operations.
Stop signs and yield signs also affect capacity, but in a less deterministic way. A traffic
signal designates times when each movement is permitted; however, a stop sign at a
two-way stop-controlled intersection only designates the right-of-way to the major
street.
Motorists traveling on the minor street must stop and then find gaps in the major
traffic flow to maneuver. The capacity of minor approaches, therefore, depends on
traffic conditions on the major street.

Highway Capacity
Control Conditions
An all-way stop control forces drivers to stop and enter the intersection in rotation.
Capacity and operational characteristics can vary widely, depending on the traffic
demands on the various approaches.
Other types of controls and regulations can affect capacity, service flow rates, and
LOS significantly.
Restriction of curb parking can increase the number of lanes available on a street or
highway.
Turn restrictions can eliminate conflicts at intersections, increasing capacity.
Lane use controls can allocate roadway space to component movements and can
create reversible lanes.
One-way street routings can eliminate conflicts between left turns and opposing
traffic.
Highway Capacity
Technology
Emerging transportation technologies, also known as intelligent transportation

systems (ITS), will enhance the safety and efficiency of vehicles and roadway
systems.
ITS strategies aim to increase the safety and performance of roadway facilities.
ITS includes any technology that allows drivers and traffic control system operators to
gather and use real-time information to improve vehicle navigation, roadway system
control, or both.

Highway Capacity
Technology
Current ITS programs might have the following impacts on specific capacity analyses:
For freeway and other uninterrupted-flow highways, ITS might achieve some
decrease in headways, which would increase the capacity of these facilities.
In addition, even with no decrease in headways, level of service might improve if

vehicle guidance systems offered drivers a greater level of comfort than they
currently experience in conditions with close spacing between vehicles.
For signal and arterial operations, the major benefits of ITS would be a more
efficient allocation of green time and an increase in capacity.
ITS features likely will have a less pronounced impact on interrupted flow than on
uninterrupted-flow facilities.

Highway Capacity
Technology
Current ITS programs might have the following impacts on specific capacity analyses:
At unsignalized intersections, capacity improvements might result if ITS assisted

drivers in judging gaps in opposing traffic streams or if it somehow controlled gaps in
flow on the major street.
Many of these ITS improvements—such as incident response and driver information

systems—are occurring at the system level.
Although ITS features will benefit the overall roadway system, they will not have an
impact on the methods to calculate capacity and level of service for individual
roadways and intersections.

3.1 Introduction

- The Level of Service Concept
- Factors Affecting Level of Service

The Level of Service Concept
A term closely related to capacity and often confused with it is service volume.
A service volume is the maximum number of vehicles, passengers, or the like, which
can be accommodated by a given facility or system under given conditions at a given
level of service.
For a given road or facility, capacity could be constant. But actual flow will be different
for different days and different times in a day itself.

The intention of LOS is to relate the traffic service quality to a given flow rate of traffic.
It designates a range of operating conditions on a particular type of facility.
Level of service is defined based on the measure of effectiveness or (MOE).
Typically three parameters are used under this and they are speed and travel time,
density, and delay.

One of the important measures of service quality is the amount of time spent in travel.
Therefore, speed and travel time are considered to be more effective in defining LOS
of a facility.
Density gives the proximity of other vehicles in the stream. Since it affects the ability
of the driver to maneuver in the traffic stream, it is also used to describe LOS.
Delay is a term that describes excess or unexpected time spent in travel.

The quality of operations or level of service for a given facility is a direct function of
the flow or usage level on the facility.
Consider the case of a highway—when there are only a few vehicles on the road,
drivers are free to choose whatever speed they like, consistent with the conditions of
the vehicle and the geometric characteristics of the road.
As the flow level or volume increases, vehicles get closer to each other, congestion
develops, and the speeds at which drivers can travel are reduced.
At the extreme case, gridlock can occur and vehicles’ speeds approach zero.
Thus the flow levels clearly impact the quality of operations of a transportation facility.
At low flow levels, operating conditions are favorable. As the flow levels increase, the
quality of service deteriorates.

For many transportation facilities, the level of service along a section of the facility is
described by assigning the section a letter from A to F, with LOS A referring to the
best operating conditions and LOS F the worst.
This qualitative description of LOS is typically based on quantitative

performance measures such as speed, delay, and traffic density, among others.

Level of Service A to F

According to the Level-of-Service-concept of the American HCM six quality levels of

the traffic flow are defined (LOS), marked with the letters A to F (level A: best quality,
level F = poorest quality).
Level A: The drivers are almost completely unimpeded in their ability to manoeuvre
within the traffic stream affording them a high level of physical and psychological
comfort.
 Their freedom of movement corresponds to the design freedom of movement of the

transport facility.
 The traffic flow is free and uninterrupted.
Level B: Drivers move at reasonably free flow and free-flow speeds are maintained.
 The ability to manoeuvre within the traffic stream is only slightly restricted and the
general level of physical and psychological comfort provided to the drivers is still high.

Level C: The freedom to manoeuvre within the traffic stream is noticeably restricted,
lane changes requiring more care and vigilance on part of the driver.
 The state of traffic is stable.
Level D: Speeds begin to decline slightly with increasing flows.
 Freedom to manoeuvre within the traffic stream is more noticeably limited, and the
driver experiences reduced physical and psychological comfort levels.
 Even minor incidents can be expected to create queuing because the traffic stream
has little space to absorb disruptions.
 The traffic state is still stable.

Level E: Manoeuvrability within the traffic stream is extremely limited, and the level of
physical and psychological comfort for the driver is poor.
 Even the most minor disruptions and any incident can be expected to produce a
serious breakdown with extensive queuing.
 The traffic state oscillates between stability and instability.
 At the highest density value operation is done at capacity.
Level F: In this state the demand is higher than the capacity.
 The transport facility is overloaded.

Factors Affecting Level of Service
Level of service one can derive from a road under different operating characteristics
and traffic volumes.
The factors affecting level of service (LOS) can be listed as follows:
1. Speed and travel time
2. Traffic interruptions/restrictions
3. Freedom to travel with desired speed
4. Driver comfort and convenience
5. Operating cost.

End of Unit 3.0 Highway Capacity and Level of Service
FCE 346, 2017/2018 SEMESTER II-[2014]

civil.uonbi.ac.ke PM Osano

FCE 346 - 2018 (2014) - Unit - 3 PDF

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

FCE 346 - 2018 (2014) - Unit - 3 PDF

Hochgeladen von

Copyright:

Verfügbare Formate

University of Nairobi

Department of Civil & Construction Engineering

FCE 346 - Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

The Highway Capacity Manual (HCM) 2000 defines capacity as follows:

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

Capacity is not the absolute maximum flow rate observed on a facility.

PM Osano FCE 346-Transportation Engineering I

The definition contains a number of significant concepts that must be understood

 Capacity may be expressed in terms of persons or vehicles. This is critical when

PM Osano FCE 346-Transportation Engineering I

 Capacity is defined for prevailing roadway, traffic, and control conditions.

PM Osano FCE 346-Transportation Engineering I

 Capacity refers to maximum flows that can reasonably be expected to traverse a

PM Osano FCE 346-Transportation Engineering I

Capacity analysis is defined a set of procedures for estimating the traffic-carrying

 Capacity analysis examines segments or points (such as signalized intersections)

 These conditions determine capacity; therefore, segments with different prevailing

PM Osano FCE 346-Transportation Engineering I

A principal objective of capacity analysis is to estimate the maximum number of

Operational criteria are defined by introducing the concept of level of service.

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

Transit, pedestrian, and bicycle flows generally are considered to be interrupted.

Demand relates to vehicles arriving; volume relates to vehicles discharging.

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

Performance Measures Defining Level of Service

PM Osano FCE 346-Transportation Engineering I

This LOS-determining parameter is called the service measure or sometimes the

PM Osano FCE 346-Transportation Engineering I

Quality of service requires quantitative measures to characterize operational

Level of service (LOS) is a quality measure describing operational conditions within a

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

SFRA SFRB SFRC SFRD SFRE Service Flow Rates

Illustration of Levels of Service and Service Flow Rates

PM Osano FCE 346-Transportation Engineering I

This ratio is used as a measure of the sufficiency of existing or proposed capacity.

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

The flow rate should represent demand.

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

Capacity is independent of the demand. It speaks about the physical amount of

PM Osano FCE 346-Transportation Engineering I

In addition, the capacity analysis depends on the environmental conditions too.

PM Osano FCE 346-Transportation Engineering I

PM Osano FCE 346-Transportation Engineering I

 Driver characteristics, and

PM Osano FCE 346-Transportation Engineering I

The variability of these characteristics contributes in the variability in capacity

Vehicle characteristics that affect capacity include:

 Wt/Hp (Weight-to-horsepower ratio)

PM Osano FCE 346-Transportation Engineering I

Wt/Hp (Weight-to-horsepower ratio): The Wt/Hp provides a measure of the vehicle

Slower-moving vehicles are particularly detrimental to capacity and traffic operational