IOSR Journal of Engineering (IOSRJEN) www.iosrjen.

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ISSN (e): 2250-3021, ISSN (p): 2278-8719
Vol. 04, Issue 04 (April. 2014), ||V1|| PP 24-29

I nternational organization of Scientific Research 24 | P a g e
Passenger Car Equivalents for Vehicles at Signalized
Intersections within the Kumasi Metropolis in Ghana

*A. A. Obiri-Yeboah, Y. A. Tuffour, M. Salifu
1
Civil Engineering Department, Kumasi Polytechnic, P. O. Box 854 Kumasi, Ghana
2
Civil Engineering Department, Kwame Nkrumah University of Science and Technology,
Kumasi, Ghana

Abstract:- Passenger car equivalents (PCEs) used in Ghana have been adopted from other countries and,
therefore, cannot be said to capture the impact of local conditions in signalized intersection analysis. In this
study, passenger car equivalents were evaluated for three vehicle categories; cars, medium vehicles, and trucks,
which use signalized intersections within the Kumasi Metropolis, Ghana. The objective was to develop PCEs
which truly reflect the prevailing traffic mix, flow conditions and the effect of roadside friction at the
intersections. Data was collected on discharge headways at eleven signalized intersections controlled by pre-
timed signals,and using the headway ratio method, PCEs of the three categories of vehicles were estimated. PCE
values were higher at intersections with roadside friction than those at intersections devoid of such friction. In
comparison, the values obtained from the study are larger than those adopted from elsewhere and probably
reflect more accurately the impact of local conditions on discharge at the intersections. This underscores the
need to develop PCEs appropriate to local conditions rather than adopt from other standards.

Keywords:-Headway, Passenger Car Equivalent, Saturation Flow Rate, Signalized Intersections

I. INTRODUCTION
Different categories of vehicles, by virtue of their different space requirements and performance
attributes, influence the discharge headways of vehicles at signalized intersections differently. A traffic stream
composed of a high presence of heavy and slow-moving vehicles is most likely to be associated with discharge
headways larger than those of a stream composed of predominantly small and fast-moving vehicles. Vehicle
length, performance, and driver behavior have been identified as the major factors which influence headways
[1]. However, in many developing country cities and metropolitan areas, the nature of roadside land use and
activities in the immediate vicinity of intersections could have an impact on the quality of traffic flow at such
locations. To account for the effects of each vehicle type on the quality of flow, a traffic stream composed of a
mix of vehicle types is converted to an equivalent stream composed entirely of passenger cars using passenger
car equivalent (PCE) values [2,3].
The term passenger car equivalent as originally introduced and defined in the 1965 Highway
Capacity Manual (HCM) is the number of passenger cars displaced in the traffic flow by a truck or a bus, under
the prevailing roadway and traffic conditions. Today, the definition remains essentially the same in HCM
2010as the number of passenger cars that will result in the same operational conditions as a single heavy
vehicle of a particular type under specified roadway, traffic, and control conditions [4]. Simply put, the
passenger car equivalent of a vehicle represents the number of passenger cars that would have an equivalent
effect on the quality of the traffic flow under prevailing conditions [5]. In some countries, the heterogeneous
nature of local traffic has led to the expansion of the scope of PCEs to include even non-motorized vehiclessuch
as rickshaws, bullock carts, and handcarts [6].
The need to convert heterogeneous traffic to one composed entirely of passenger cars arises during the
design of signalized intersections and estimation of the capacity of existing ones when saturation flow rates are
required as input parameter. In signal design, without such conversion, approach streams with substantial
presence of heavy and other slow-moving vehicles would be disadvantaged in the allocation of green times. In
another context, Sumner et al. [7]have suggested a possible use of PCEs in highway cost allocation to individual
vehicle types using urban arterial roads according to their vehicle hour of usage.
In the analysis of signalized intersections, the use of measured saturation flow rates is often
recommended and this requires collection of data from the field.Since the introduction of the concept of PCEs,
efforts have been directed at developing relationships for the estimation of the parameter, but according to [2], at
present, a commonly-accepted and clearly-defined theoretical basis for the concept is yet to be found.
Nevertheless, almost all PCE evaluation techniques tend to be based on one type of traffic flow variable or
another. While most PCE estimation approaches use headways[1,8-10], others are based on speeds [11], delay
Passenger Car Equivalents for Vehicles at Signalized Intersections within the Kumasi
I nternational organization of Scientific Research 25 | P a g e
[12-14], density [5,15], travel time [16] and even platoon formation [11]. Whichever approach is used, the
outcome shouldreflect prevailing local conditions and the character of local traffic.
In Ghana, transportation engineers and professionals rely on PCEs adopted from the Overseas Road
Note 11 [17]for signalized intersection analysis without local validation. But in many urban/metropolitan areas
in the country, road side economic activities and vehicular and pedestrian activities at public transport stops, taxi
ranks and sometimes fuel stations,located in close proximity to signalized intersections,tend to interfere with
discharge through such intersections. The impact of such roadside friction is lost if intersection analysis is
carried out using PCEs adopted from other countries with dissimilar traffic flow and road environmental
conditions. This study was meant to develop PCEs appropriate for intersection analysis within the Kumasi
Metropolis in Ghana.

II. STUDY SITES
Site selection was based on the recommendation [18] that signalized intersections being studied should be fully
saturated or have adequately saturated portions of the green interval of longer than 20 seconds with cycle
lengths greater than 30s. In all, a total of 11 signalized intersections, all controlled by pre-timed signals were
selected within the Kumasi Metropolis (see Fig.1).


Figure 1. Map of Kumasi showing locations of selected intersections

Within close proximity to seven of the intersections were at least one of the following facilities; bus
stop, taxi rank, and fuel station, whose activities tended to interfere with the discharge of vehicles at the
intersections. The remaining four intersections were devoid of the presence of any such facilities. Table 1
provides a summary description of the intersections and their approaches, the number of approach lanes
available and the presence or otherwise of either a bus stop, or taxi rank or fuel station or a combination, within
close proximity to the locations.

Table 1. Site characteristics of selected intersections
Intersection Name Approach
Number of
Lanes
Bus stop/Taxi
Rank/Fuel Station
Bomso
University 2 Present
Top High 2 Present
Anloga
Oforikrom 2 Present
Afful Nkwanta 2 Present
Amakom
Afful Nkwanta 2 Present
Labour 2 Present
Passenger Car Equivalents for Vehicles at Signalized Intersections within the Kumasi
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Table 2 continued
Intersection Name Approach
Number of
Lanes
Bus stop/Taxi
Rank/Fuel Station
Pine Avenue
Adum 1 Absent
Officers Mess 1 Absent
Asokwa
Asafo 2 Absent
Atonsu 2 Absent
Krofrom
Dichemso 2 Present
Suame 2 Present
Aboabo
Anloga 2 Present
Dichemso 2 Present
KNUST
Top High 2 Present
Kentikrono 2 Present
Briginia Spot
Stadium 1 Absent
Asafo 1 Absent
Stadium
Childrens Park 1 Absent
Asokwa 1 Absent
Abrepo Junction
Suame 2 Present
Neoplan 2 Present

III. DATA COLLECTION AND PROCESSING
Traffic flow for through lane movements was recorded from the 22 approachesdetailed in Table 1. A
portable digital camcorder with tripod was used to record real time traffic movements as the vehicles discharged
through the intersection during the green interval. Data was collected during the morning peak period only from
7am-9am in March and November, 2013 and January, 2014. Headways were then extracted from the video
recordings using the playback method on a computer screen. The headway data was sorted out for three
categories of vehicles;cars (C) (small cars, pickups, and taxis), medium vehicles (M) (small and medium buses)
and trucks (T) (large buses, light, medium and heavy trucks and trailers). Estimation of the PCE valuefor a given
vehicle category i wasbased on the headway ratio method given by the expression:

(1)
Where,PCE
i
is the passenger car equivalent of vehicle category i, H
i
is the average headway of vehicle category i
under prevailing conditions, and H
B
is the average headway of passenger cars under the same conditions.

IV. RESULTS AND DISCUSSION
Table 2 contains the headway data extracted from the video recordings and sorted out for the three
categories of vehicles and intersections with and without roadside friction. The contents of the table show
grouping of intersections which is only an indication of common periods of field data collection. For a given
vehicle category, the data showsaverage headways at the intersections without side friction to traffic flow being
generally lower than those at intersections where there is some side friction. Frictionin such flow environments
tended tomanifestin the form of slowdown of discharging vehicles as downstream vehicles diverge to the
facilities and othersfrom the facilities attempt to merge with the through traffic. These actions imposed larger
headways on the discharging vehicles, particularly large vehicles as such vehicleswhen slowed down are known
totakerelatively longer time to accelerate to re-establish their speeds ante.
PCE values evaluated from the average headways have been detailed in Table 3 for intersections
affected by roadside friction and those devoid of such friction. It is seen from the table that the PCE values were
higher where there was side friction. The impactof side frictionappeared to be particularly more severe on the
heavy vehicles than the other categories of vehicles.

Table 2. Headways (in seconds) extracted from video recordings at study sites
Ser.
No.
Intersections with Roadside Friction Intersections without Roadside Friction
KNUST/Bomso/Anloga/Amakom
Abrepo/Krofrom/
Aboabo
Asokwa/Briginia/
Stadium
Pine Avenue
C M T C M T C M T C M T
1 1.62 3.33 5.04 1.57 3.56 5.13 1.89 3.12 4.76 2.57 3.15 5.76
2 1.83 2.34 4.45 1.79 2.34 4.54 1.88 2.48 4.15 2.88 2.57 5.04

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Table 2 continued
Ser.
No.
Intersections with Roadside Friction Intersections without Roadside Friction
KNUST/Bomso/Anloga/Amakom
Abrepo/Krofrom/
Aboabo
Asokwa/Briginia/
Stadium
Pine Avenue
C M T C M T C M T C M T
3 1.78 2.11 3.37 1.78 2.23 3.73 1.98 2.97 3.84 1.98 2.79 4.84
4 1.48 2.86 3.58 1.96 2.86 3.58 2.56 2.51 5.32 2.52 3.51 5.23
5 1.27 2.81 4.00 1.37 2.81 4.21 2.57 3.64 3.98 2.75 3.87 3.78
6 1.84 2.57 2.44 1.84 2.57 2.54 2.34 4.19 4.15 2.43 4.05 5.15
7 1.53 2.33 5.63 1.56 2.86 5.36 2.25 4.33 4.67 2.52 3.33 4.87
8 1.61 2.41 2.96 1.59 3.14 3.96 2.29 2.43 4.85 2.31 2.43 4.68
9 1.82 2.34 4.56 1.89 2.34 4.56 2.04 2.87 6.24 2.03 2.66 6.12
10 1.31 2.74 7.77 1.36 2.74 6.79 1.99 3.42 5.24 1.98 3.24 4.26
11 1.36 2.42 8.05 1.36 2.34 8.15 2.32 3.61 4.76 2.31 3.42 3.78
12 1.35 2.72 7.51 1.35 2.72 5.15 2.16 2.19 5.43 3.26 2.84 5.34
13 1.47 2.26 6.21 1.74 2.97 6.35 2.06 2.56 5.24 2.16 3.56 5.15
14 1.14 2.66 2.59 1.26 2.66 5.59 2.48 2.23 3.97 2.84 2.98 3.91
15 1.72 2.13 2.85 1.72 2.53 4.85 2.12 2.46 5.46 2.21 3.86 4.56
16 1.72 2.18 4.61 1.59 2.48 4.16 3.49 3.41 3.79 1.94 4.13 4.79
17 1.78 2.43 6.92 1.78 2.43 5.29 2.16 2.49 3.42 1.62 2.68 3.59
18 1.48 2.17 7.41 1.96 2.87 6.14 2.18 2.56 4.93 2.07 3.52 5.93
19 1.18 2.08 5.48 1.67 2.68 4.56 2.25 2.26 5.81 2.52 3.26 6.18
20 1.74 2.57 6.36 1.74 2.57 6.36 1.98 2.21 4.12 1.84 3.98 4.21
21 1.69 2.79 4.45 1.69 2.79 5.16 2.43 2.94 3.68 2.34 3.46 3.97
22 1.27 2.44 3.72 1.87 2.44 4.57 2.12 2.21 5.18 2.12 3.21 5.17
23 1.75 2.38 4.58 1.75 2.31 4.58 2.16 3.16 4.56 1.44 3.16 6.15
24 1.56 2.95 2.62 1.36 2.95 2.29 2.31 2.86 5.38 2.57 2.68 6.38
25 1.44 4.16 2.51 1.56 4.16 3.15 1.49 2.59 5.97 1.76 2.59 5.97
26 1.29 2.47 5.29 1.76 2.47 5.29 1.13 2.64 5.14 1.31 2.57 5.79
27 1.21 3.11 2.93 1.89 2.11 3.92 1.62 3.28 5.79 1.81 3.01 5.14
28 1.31 2.33 5.38 1.63 2.33 5.18 2.08 2.97 5.34 2.12 2.97 5.19
29 1.43 2.64 4.84 1.43 2.97 5.74 2.06 3.71 4.98 2.21 3.17 4.98
30 1.73 3.32 5.05 1.73 3.32 5.15 2.34 2.69 5.16 2.34 2.96 5.11
AVG. 1.52 2.6 4.77 1.65 2.72 4.87 2.16 2.9 4.84 2.23 3.19 5.03

Table 3. PCE values evaluated from study
Vehicle Category
Intersection Type
With Roadside
Friction
Without Roadside
Friction
Cars (C) 1.00 1.00
Medium Vehicles (M) 1.65 1.35
Trucks (T) 3.05 2.25

Passenger Car Equivalents for Vehicles at Signalized Intersections within the Kumasi
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PCE values adopted from the Overseas Road Note 11 [17]are 1.00, 1.10, and 2.25 for cars, medium vehicles and
trucks, respectively. In comparison, the values obtained from this study are larger and probably reflect more
accurately the impact of local conditions on discharge through the signalized intersections. This underscores the
need to develop PCEs appropriate to local conditions rather than adopt from foreign standards.

V. CONCLUSION
This paper presented estimation of PCEsfor the traffic mix and flow conditions prevailing at signalized
intersections within the Kumasi Metropolis, Ghana. The estimation procedure used the headway method.
Vehicles considered were placed in three categories; cars, medium vehicles and trucks. The PCEs developed
from this study were 1.0, 1.65, and 3.05 for cars, medium vehicles and trucks, respectively,at intersections
where roadside friction to flow existed. Where such friction did not exist, the values were 1.0, 1.35, and 2.25
for cars, medium vehicles, and trucks, respectively, which were much lower. The differences in PCE values for
corresponding categories of vehicles in the two situations are believed to be a reflection of the impact of
roadside friction to vehicular flow at the intersections, which appeared to be more severe on trucks than the
other vehicle categories. PCE values which have been adopted from the Overseas Road Note 11 [17] are 1.00,
1.10, and 2.25 for cars, medium vehicles and trucks, respectively, which in comparison to the values obtained in
this study are lower. It is recommended that PCE values from this study be used in intersection analysis within
the Kumasi Metropolis as they are believed to reflect better and more accurately the impact of local conditions
on discharge at the intersections.

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