Highway and Transportation Engineering

Department of Civil Engineering

Capacity

Fundamental diagrams of
vehicular streams, q k
or u q enclose a region
that subtends the stream
conditions meeting a
certain safety level
Each level of flow q
corresponds to two
distinct stream conditions
(free flow and traffic
jam)

2
Capacity
The capacity of a transportation facility is defined as the
maximum number of vehicles that can be accommodated per
unit time under given conditions.
Maximum hourly rate (usually peak 15 minutes of the peak
hour)

Capacity is dependent on physical and environmental

conditions such as geometrics, weather, etc. It is also affected
by composition of traffic such as percentage of trucks and
other heavy vehicles.
In transportation engineering, capacity is considered as a
variable

3
Free-flow speed (FFS)
The mean speed of passenger cars that can be accommodated
under low to moderate flow rates on a uniform freeway
segment under prevailing roadway and traffic conditions.
Affected by
Lane width
Lateral clearance
Number of lanes
Interchange density
Geometric design

4
Level of Service (LOS)
Highway Capacity Manual
(2000)

Level of Service (LOS)

A performance measure of a highway
at traffic volume less than capacity

5
6
A freeway is a divided highway with
full access control and two or more
lanes in each direction

Signalized or stop-controlled, at-grade

intersections and direct access to
adjacent land are not permitted

Opposing traffic is separated by a

raised barrier, at-grade median, or a
raised traffic island

7
Major Freeway Components
basic segment, on and off ramp
junctions, and weaving sections

Basic Segment

Weaving
On ramp Section Off ramp
junction junction

8
Major Freeway Components
basic segment, on and off ramp
junctions, and weaving sections

Basic free way

segment

9
Ideal Conditions for Basic Freeway
Segments
Minimum lane widths of 3.6 m
Minimum right-shoulder lateral
clearance between the edge of
the travel lane and the nearest
obstacle or object that influences
traffic behavior of 1.8 m
Minimum median lateral
clearance of 0.6 m

Basic free
way segment 10
Ideal Conditions for Basic
Freeway Segments
Traffic stream composed entirely
of passenger cars
Five or more lanes for one
direction (in urban areas only)
Interchange spacing at 3 km or
greater
Level terrain, with grades no
greater than 2 percent
Driver population composed
principally of regular users of
the facility

11
LOS - A
Free-flow operation
Vehicles are completely free to
manoeuvre
Effects of incidents or point
breaks are easily absorbed

LOS B
Free-flow operation
Ability to maneuver is only
slightly restricted
Effects of minor incidents still
easily absorbed

12
LOS - C
Speeds at or near FFS
Freedom to maneuver is noticeably
restricted
Queues may form behind any
significant blockage.

LOS D
Speeds decline slightly with
increasing flows
Density increases more quickly
Freedom to maneuver is more
noticeably limited
Minor incidents create queuing

13
LOS - E
Operation near or at capacity
No useable gaps, and little room to
manoeuvre
Any disruption causes queuing

In transportation engineering, capacity c

level of service E

14
LOS F
Breakdown in flow
Queues form behind
breakdown points
Demand > capacity

(Number of cars arriving at a point > the

number discharged)

15
Intended to relate quality of traffic service to
given volumes or flow of traffic.

Based on
Density in terms of passenger cars per
kilometer per lane
Speed in terms of mean passenger-car speed
Volume-to-capacity (v/c) ratio

16
LOS Criteria for Basic Freeway Segments
Free-Flow LOS
Speed, km/hr Criteria A B C D E
120 Max density, pc/km/ln 7 11 16 22 28
Minimum speed, km/hr 120 120 114.6 99.6 85.7
Max v/c 0.35 0.55 0.77 0.92 1.00
Max service flow rate, 840 1320 1840 2200 2400
pc/hr/ln
110 Max density, pc/km/ln 7 11 16 22 28
Minimum speed, km/hr 110 110 108.5 97.2 83.9
Max v/c 0.33 0.51 0.74 .91 1.00
Max service flow rate, 770 1210 1740 2135 2350
pc/hr/ln
100 Max density, pc/km/ln 7 11 16 22 28
Minimum speed, km/hr 100 100 100 93.8 82.1
Max v/c 0.30 0.48 0.70 .90 1.00
Max service flow rate, 700 1100 1600 2065 2300
pc/hr/ln
90 Max density, pc/km/ln 7 11 16 22 28
Minimum speed, km/hr 90 90 90 89.1 80.4
Max v/c 0.28 0.44 0.64 0.87 1.00
Max service flow rate, 630 990 1440 1955 2250
pc/hr/ln

Table 1
Freeway LOS
17
LOS Criteria for Basic Freeway Segments

Figure 1 18
Freeway LOS
 LOS Criteria for Basic Freeway Segments Example 1
At a basic section of freeway under ideal conditions, free flow
speed (FFS) was observed as 100 km/h through field
measurement. Determine:
a) The level of service (LOS) and the average speed (S) of this
section when the flow rate is 800 pc/hr/ln.
b) The level of service (LOS) and the average speed (S) of this
section when the flow rate is 1600 pc/hr/ln.
c) The capacity of this section.
d) If the FFS was observed as 106 km/hr, what is the expected
capacity?

Basic free
way
segment
19
 Capacity and LOS Analysis Methodology

Operational analysis: LOS is required for specific traffic and roadway characteristics

vp

20
Limitations of the Methodology
The methodology does not apply to or take into account of :
Special lanes reserved for a particular type of vehicle ( truck,
climbing, etc.)
Extended bridge and tunnel segments
Facilities with FFS < 90 km/h or > 120 km/h
Demand conditions in excess of capacity
Posted speed limit

21
Capacity and LOS Analysis Methodology

FFS
vp

LOS

22
Determining FFS
Mean speed of passenger cars measured during low to
moderate flows (up to 1300 pc/h/ln)
Field Measurement of FFS
No adjustments are made to FFS
Weekday off-peak for moderate flow rate
Reflects the net effect of all condition at the study site
(speed, lane width, lateral clearance, interchange density,
number of lanes)

23
Determining FFS
Estimating of FFS

FFS BFFS f LW f LC fN f ID

FFS = free-flow speed (km/h)

BFFS = base free-flow speed, 110 km/h (urban), 120 km/h (rural)
fLW = adjustment for lane width (km/h)
fLC = adjustment for right-shoulder lateral clearance (km/h)
fN = adjustment for number of lanes (km/h)
fID = adjustment for interchange density (km/h)

24
Base Free-Flow Speed (BFFS)
Estimation of FFS for an existing or future freeway segment is
accomplished by adjusting a base free-flow speed downward
to reflect the influence of four factors
Lane width
Lateral clearance
Number of lanes
FFS BFFS f LW f LC fN f ID
Interchange density

If field measured data are used, no subsequent adjustments

are made to the free flow speed.

25
Base Free-Flow Speed (BFFS)
Adjustment for lane width: base condition for lane width is 3.6
m

26
Base Free-Flow Speed (BFFS)
Adjustment for lateral clearance: 1.8 m or greater on the right
side

27
Base Free-Flow Speed (BFFS)
Adjustment for number of lanes: five or more lanes (in one
direction)

28
Base Free-Flow Speed (BFFS)
Adjustment for interchange density: 0.3 interchange density or
3.3 km interchange spacing

29
Determining Flow Rate
Hourly flow rate must reflect the influence of heavy vehicles,
the temporal variation of traffic flow over an hour, and the
characteristics of the driver population
Adjust hourly volumes (veh/h) to equivalent passenger-car
flow rate (pc/h)

V
vp
PHF N f HV fp

vp = 15-minute passenger-car equivalent flow rate (pc/h/ln)

V = hourly volume (veh/hr)
PHF = peak hour factor
N = number of lanes in one direction
fHV = heavy-vehicle adjustment factor
fP = driver population adjustment factor
30
Determining Flow Rate
Peak hour factor (PHF)
Variation in traffic flow within an hour
Flow rates found in the peak-15 min period within an hour
are not sustained throughout the entire hour

Peak 15
volume

minutes

1 hour Time

31
Determining Flow Rate
Peak hour factor (PHF)

Typical values
0.80 to 0.95
Lower PHF characteristic of rural or off-peak
Higher PHF typical of urban peak-hour

V
PHF
V15 4
V = hourly volume (veh/hr) for hour of analysis
V15 = maximum 15-min. flow rate within hour of analysis

32
Determining Flow Rate
Peak hour factor (PHF) - Example 2

Assume that 120, 125, 150, and 145 vehicles were counted
during each of the four 15-min. periods during the peak
hour. Compute PHF.
Now, hourly volume V = 150+120+125+145 = 540 veh/hr
Peak 15-minute volume V15(max) = 150
PHF = V/ [4×V15(max)] = 540/(4×150) = 0.90
U 540 Veh/ Hr
•

Up = = = 600 Veh/ Hr
PHF 0.9

33
Determining Flow Rate
Peak hour factor (PHF) Example 2

Consider the extreme case where 250 vehicles were counted

during a 15-minute interval and no vehicles were observed
during the rest of the hour. Find the PHF.
V = 250 veh/h
Peak 15 minute flow rate = 250 x 4 = 1000 veh/h
PHF = 250/1000 = 0.25

UP
¥ ¥0s 600 Veh / Hr
= =
-
=

,,

34
Determining Flow Rate
Heavy vehicle adjustment
Adjusted to an equivalent flow rate expressed in passengers
cars per hour per lane
Base condition (fHV = 1.0)
No heavy vehicles (trucks, buses, RVs)

1
f HV
1 PT ( ET 1) PR ( ER 1)

fHV = Heavy vehicle adjustment factor

ET, ER = Passenger-car equivalents for trucks/buses and RVs
PT, PR = Proportion of trucks/buses and RVs in traffic stream

35
Determining Flow Rate
Heavy vehicle adjustment
If grade is long enough or steep enough to have a significant
effect on the operation of the overall segment it should be
analyzed as a separate segment

Passenger-car equivalents (PCE) can be selected for two

conditions:
o Extended freeway segments
o Specific grades

36
Determining Flow Rate
Heavy vehicle adjustment
Extended freeway segments
o General terrain refers to a series of single grades that are
not too long or too steep and as such do not have a
significant impact on the operation of the overall segment.
Such upgrades, downgrades, and level sections are
considered as extended general freeway segments.
o As a rule, extended segments may be used for grades less
than 2%, between 2% and 3% and less than 0.8 km, or
any grade of 3% or more and less than 0.4 km.
o The type of terrain, which is classified as level, rolling, or
mountainous, affects Passenger-car equivalent value.

37
Determining Flow Rate
Heavy vehicle adjustment
Equivalents for extened freeway segments
o Level terrain: combination of grades and horizontal or
vertical alignment that permits heavy vehicles to maintain
the same speed as passenger car
o Rolling terrain: combination of grades and horizontal or
vertical alignment that causes heavy vehicles to reduce
their speeds substantially below those of passenger cars
(not crawl speeds)
o Mountainous terrain: combination of grades and horizontal
or vertical alignment that causes heavy vehicles to operate
at crawl speeds for significant distances or at frequent
intervals

38
Determining Flow Rate
Heavy vehicle adjustment
Equivalents for extened freeway segments

39
 1

Determining Flow Rate Ftw =

Itp , / Et -

1) + PRIER 1)
-

Heavy vehicle adjustment

Equivalents for specific grades
o Specific grades are analyzed individually for
downgrade and upgrade conditions.

40
Determining Flow Rate
Heavy vehicle adjustment
Equivalents for specific grades: upgrades
o Any grade between 2% and 3% and longer than 0.8 km,
or any grade of 3% or more and longer than 0.4 km is
usually analyzed as a separate segment.

41
CVG4150 - Won Taek Oh 42
43
Determining Flow Rate
Heavy vehicle adjustment
Equivalents for specific grades: downgrades
< 4010

If the downgrade is not so severe as to cause trucks to shift

into low gear, they may be treated as if they were on level
segments. Otherwise, use the table in the next slide
For recreational vehicles, a downgrade is treated as if it
were level.

44
Determining Flow Rate
Heavy vehicle adjustment
Equivalents for specific grades: downgrades

(For RVs downgrades may be treated as level terrain).

45
 U

Determining Flow Rate Up =

PHF ✗ Nxnfiiuxnfp
Driver population factor
Representative of stream in which most drivers are familiar
with the facility.
It is generally accepted that traffic streams with different
characteristics (i.e. recreational drivers) use freeways less
efficiently.
0.8 to 1.00 (commuter traffic, familiar users)

46
Determining LOS
Step 1: Use flow rate, vp and FFS curve to find average
passenger car speed (S)

47
 FFS Up > 5 > D > LOS
Determining LOS
.

Step 1: Use flow rate, vp and FFS curve to find average

passenger car speed (S)

and (3100 15FFS) < vp 5FFS)

2.6
1 v p 15FFS 3100
S FFS 23FFS 1800
28 20 FFS 1300

vp - 15FFS)

S FFS

48
 D
FFS Up > 5 > > Los
Determining LOS
.

Step 2: calculate density D

vp
D
S

D = density (pc/km/ln)
vp = flow rate (pc/h/ln)
(pc/km/ln)
S = average passenger-car speed (km/h)

49
Determining LOS
Step 3: compare the calculated D with the density range in
Table 1 in the next slide

FFS .
Up > 5 > D > Los

50
 Table 1
Freeway LOS

51
 LOS Basic Freeway Segments Example 3
A rural freeway has an base/ideal free-flow speed of 120 km/h
and two 3.6m lanes in each direction, with right shoulder lateral
clearance of 1.2m. Interchanges are spaced approximately 5 km
apart. Traffic consists of 10% trucks and buses and 8%
recreational vehicles. The adjustment for driver population factor
is estimated to be 0.80. There is a 1.7 km long 3.1% grade.
PHF=0.9
a) At present, the expected hourly volume is 1584 veh/h. What is
the level of service on the upgrade section (use Table 1) and
on the downgrade section (use Figure 1)?
b) Determine the capacity and the max. 15-min flow rate on the
upgrade section.
c) If you wish to avoid capacity level operations and you wish to
provide LOS D, how many lanes would be required for the
upgrade section?

52
 LOS Basic Freeway Segments Example 3

C 7

Table 1
Freeway LOS

53
LOS Basic Freeway Segments Example 3

Figure 1
54
Freeway LOS
 LOS Basic Freeway Segments Example 3

:
Table 2 - fLW

Table 3 - fLC

55
 LOS Basic Freeway Segments Example 3

Table 4 - fN

Table 5 - fID

56
 LOS Basic Freeway Segments Example 3

Table 6 fHV
Extended Segments

Table 7 fHV
Specific Grades

57
 LOS Basic Freeway Segments Example 3

Table 8 fHV
Specific Grades

>

58
 LOS Basic Freeway Segments Example 3

Table 9 fHV

:
Specific Grades

Table 6 fHV
Extended Segments

59
 Design of Basic Freeway Segments Example 4
Given:
Radial freeway being planned in urban area.
Freeway access expected to be provided at 2 km spacing.
Expected hourly volume V=3465 veh/hr
Right shoulder lateral clearance = 1.2 m
PHF=0.90 , Driver population factor =0.8
Rolling terrain, 15% trucks
Determine:
Number of lanes (3.6 m each) for LOS C

60
 LOS Basic Freeway Segments Example 4

Table 1
Freeway LOS

61
LOS Basic Freeway Segments Example 4

104.8

Capacity

4 Lanes

3 Lanes
1468 1957

Figure11
Figure
62
Freeway LOS
Freeway LOS
 LOS Basic Freeway Segments Example 4

Table 2 - fLW

Table 3 - fLC

63
 LOS Basic Freeway Segments Example 4

Table 4 - fN

Table 5 - fID

64
 LOS Basic Freeway Segments Example 4

Table 6 fHV
Extended Segments

Table 7 fHV
Specific Grades

65
66
Two-Lane Highways vs Freeway Segments

Freeway

(Each direction)

Two-Lane
Highway

N=1
(Each direction)

67
Capacity
HCM (2000) states: Capacity of two-lane highways is 1,700
pc/hr for each direction and will normally not exceed 3,200
pc/hr for both directions for long section of the highway.
For two lane highways in mountainous terrain and those
containing grades of 3% or more with lengths 1.0 km or more
should be analyzed using a different method and is not
covered here.

68
Class
Class I. Two-lane highways that function as primary
arterials, daily commuter routes, and links to other

will be at relatively high speeds.

Class II. Two-lane highways where the expectation of

motorists is that travel speeds will be lower than for
Class I roads. These highways may serve as access to
Class I two-lane highways. Average trip lengths on Class
II highways are shorter than on Class I highways.

69
Ideal Conditions for Basic Two-Lane
Highway Segments
Level terrain
Lane widths 3.6 m or greater
Clear shoulders 1.8 m wide or
greater
Passing permitted with absence of
no-passing zones
Passenger cars only in the traffic
stream
Equal volume in both directions
(50/50 directional split)

70
 Level of Service (LOS)
There are two measures used to describe the service quality of a two-lane highway.
(1) percent time following another vehicle and
(2) average travel speed.

1. Percent time-spent-following another vehicle (PTSF):

Is the average percentage of time that vehicles are traveling behind slower vehicles.
(time headway between consecutive vehicles is less than three seconds)

2. Average travel speed (ATS):

Is the space mean speed of vehicles in the traffic stream.
1
us N
Space mean speed, is the segment length divided by average 1 1
time for all vehicles to traverse the segment in both directions N vi
1
during a designated interval.

71
Level of Service
Class I two-lane highways: highways that serve a high
percentage of long trips
% time spent following (PTSF) in platoons
Average travel speed (ATS).

Class II two-lane highways: highways that serve a high

percentage of local trips
LOS depends only on the % time spent following (PTSF)

72
Level of Service (LOS)

Level of Service A: This is the highest quality of service that can be achieved.
Motorists are able to travel at their desired speed. The need for passing other
vehicles is well below the capacity for passing.
Class I highway average travel speed (ATS) is 90 km/h or greater.

Level of Service B: At this level of service, if vehicles are to maintain desired

speeds, the demand for passing other vehicles increases significantly.
Class I highway average travel speeds (ATS) are 80 to 90 km/h

Level of Service C: Further increases in flow beyond the LOS B range results
in a noticeable increase in the formation of platoons and an increase in platoon
size. Passing opportunities are severely decreased.
Class I highway average travel speeds (ATS) are 70 to 80 km/h

73
Level of Service (LOS)

Level of Service D: Flow is unstable and passing maneuvers are difficult,

if not impossible, to complete.
Class I highway average travel speeds (ATS) are 60 to 70 km/h

Level of Service E: Passing has become virtually impossible. Platoons are

longer and more frequent as slower vehicles are encountered more often.
Operating conditions are unstable and are difficult to predict.
Class I highway average travel speeds (ATS) are 60 km/h or less.

Level of Service F: Traffic is congested with demand exceeding capacity.

speeds are variable.

74
Procedures for Evaluating LOS of Two-Way Segments

For operational analysis of Class I:

Calculate ATS and PTSF
Find LOS

For operational analysis of Class II:

Calculate PTSF
Find LOS

75
Criteria for Two-Lane Highways in Class I

(Table 1)

76
Criteria for Two-Lane Highways in Class II

(Table 2)

77
 LOS Two-Lane Highways Example 5
The following values of PTSF and ATS have been determined
based on the analysis of four roadway segments. Determine the
LOS if the roadway segments are: (a) Class I and (b) Class II.

Segment PTSF (%) ATS (km/h)

1 36 86
2 54 75
3 68 72
4 90 48

78
LOS Two-Lane Highways Example 5
(a) Class I

Segment 1: LOS
B
Segment 2: LOS
C
always go
> Segment 3: LOS
for the lowest
Los for class I D
Segment 4: LOS
E

(Table 1) 79
LOS Two-Lane Highways Example 5
(a) Class II
we are
since class z
analysing
ya
Segment 1: LOS
A
Segment 2: LOS
B
Segment 3: LOS
C
Segment 4: LOS
E

(Table 2) 80
Methodology for LOS

81
Methodology for LOS

82
Determining Free-Flow Speed (FFS) (Class I)

FFS can be determined by two ways:

Field measurements
Indirect estimation (Estimating FFS), when field data are
unavailable

Field measurement
Mean speed of traffic under low flow conditions (up to two-
way flows of 200 pc/h)
Volume adjustment should be made for more than 200 pc/h of
field measurements

83
Determining Free-Flow Speed
Field measurement
Adjustment for volumes more than 200 pc/h

Vf
FFS S FM 0.0125
f HV

FFS= estimated free-flow speed (km/h)

SFM = mean speed of traffic measured in the field (km/h)
Vf = observed flow rate for the period when field data
were obtained (veh/h)
fHV = heavy-vehicle adjustment factor

84
 Determining Free-Flow Speed
Estimating FFS

FFS BFFS f LS fA

FFS = estimated free-flow speed (km/h)

BFFS = base FFS (km/h)
fLS = adjust for lane width and shoulder
fA = adjust for access points

Note that BFFS depends on local conditions and the transportation engineer
should estimate it based on their knowledge of the area and the speeds on similar
facilities. The range of BFFS is 70 100 km/h. Posted speed limits may serve as
replacements for BFFS

85
Determining Free-Flow Speed
Estimating FFS
fLs: base condition for a two-lane highway require 3.6 m lane
widths and 1.8 m shoulder widths

86
Determining Free-Flow Speed
Estimating FFS
Access point density: dividing the total
number of intersections and driveways
on both sides of the roadway segment by
the length of the segment in kilometers
sides
on Both
Total 2 lane
of the
highway

87
Determining demand flow rate (Class I & II)

V
vp
PHF fG f HV

vp = passenger-car equivalent flow rate for peak 15 min period (pc/h)

V = demand volume for the full peak hour
PHF = peak-hour factor
fG = grade adjustment factor
fHV = heavy-vehicle adjustment factor

PHF: volumes for a peak 15 min period within the hour of

interest
V
PHF
V15 4

88
Determining demand flow rate
Grade adjustment factor (fG) to determin speed (ATS)

V
vp
PHF fG f HV

89
Determining demand flow rate
Grade adjustment factor (fG) to percent
V
time-spent-following (PTSF) vp
PHF fG f HV

90
Determining demand flow rate
Heavy vehicle adjustment factor(fHV)

1
f HV
1 PT ( ET 1) PR ( ER 1)

fHV = Heavy vehicle adjustment factor

ET, ER = Passenger-car equivalents for trucks/buses and RVs
PT, PR = Proportion of trucks/buses and RVs in traffic stream

91
Determining demand flow rate
Adjustment for heavy vehicles (speed ATS)

92
Determining demand flow rate
Adjustment for heavy vehicles (percent
time-spent-following PTSF)

93
Determining demand flow rate

V
vp
PHF fG f HV

1
f HV
1 PT ( ET 1) PR ( ER 1)

Note that fG, ET & ER are functions of vp and therefore

Iterative process is required

94
Determining demand flow rate
Iterative computations
i. Set
V
vp
PHF
ii. Next using the appropriate values of fG, and fHV, calculate
a new value of vp. Check the value. If not within the flow
limits for which fG, ET and ER were calculated, recalculate
vp with new values of fG, ET and ER. Continue until vp is
determined.

95
Determining Average Travel Speed (Class I)

ATS FFS 0.0125v p fn p

ATS = average travel speed for both directions of travel combined (km/h)
fnp = adjustment for percentage of no-passing zones
vp = passenger-car equivalent flow rate for peak 15 min period (pc/h)

96
Determining Average Travel Speed
Adjustment (fnp) for effect of no-passing zones on average
travel speed on two-way segments

97
fnp

98
Determining Percent Time-Spent-Following (Class I & II)

PTSF BPTSF f d / np

PTSF = percent time-spent-following

BPTSF = base percent time-spent-following for both directions of travel
combined

BPTSF 100 1 exp 0.000879v p

fd/np = adjustment for the combined effect of the directional distribution of

traffic and of the percent of no-passing zones on percent time-
spent-following

99
fd/np

100
101
Determining LOS
1) First comparing vp with the two-way capacity of 3,200 pc/h
2) If vp is greater than capacity, the LOS is F
3) Also, if the demand flow rate in either direction (vp times
directional split) is > 1700 pc/h, the LOS is F
4) For a segment on a Class I facility with demand less than
capacity, the LOS is determined by comparing the average
travel speed (ATS) and percent (%) time spent following
(PTSF) with limits given in HCM Table, with the case
governing highway operation
5) For segment on Class II facility with demand less than
capacity, LOS is determined by comparing the percent (%)
time spent following (PTSF) with the limits given in HCM
Table

102
 LOS Two-Lane Highways Example 6
Given:
Class II Two-Lane Highway in rolling terrain.
Volume = 1600 veh/h (two-way)

PHF = 0.95
Percent directional split = 50/50
Percent no-passing zone = 50%
Determine: Determine the LOS

103
 LOS Two-Lane Highways Example 6

Table 1
LOS Class I

Table 2
LOS Class II

104
LOS Two-Lane Highways Example 6

Table 3
FFS fLS

Table 4
FFS fA

105
LOS Two-Lane Highways Example 6

Table 5a
ATS fG

Table 5b
PTSF fG

106
LOS Two-Lane Highways Example 6

Table 6a
ATS fHV

Table 6b
PTSF fHV

107
LOS Two-Lane Highways Example 6

fnp

Table 7a
ATS fnp

108
 LOS Two-Lane Highways Example 6
fd/np

Table 7b
FTSP fd/np

109
 LOS Two-Lane Highways Example 7
A Class I two-lane highway has a base free-flow speed of 100
km/h. Lane width is 3.6 m and shoulder width is 1.2m. There are 6
access points per km. The roadway is located in rolling terrain
with 40% no-passing zones. The two-way traffic volume is 800
veh/hr with PHF = 0.9. The directional split is 60/40. Traffic
includes 5% trucks and 10% recreational vehicles. Determine the
level of service (LOS).

110