Module 2: Traffic stream characteristics

 Facility types
 Traffic stream characteristics/parameters
Volume and Rate of flow
Speed and Travel Time
Density
Spacing and Headway
 Relationship between flow, speed and
density
 Level of service concept (LOS)

2
 Traffic facilities are broadly categorized into two:
Uninterrupted flow
Interrupted flow

 Uninterrupted flow facilities are those with no external

interruptions in the traffic stream.
◦ Full/limited access control
 Examples:
 Freeways/motorways in developed countries,
 Northern By-Pass in Kampala, Entebbe expressway
 Rural highways between towns, with no accesses
for at least 2 miles (3.2 Km)
Road links between intersections
Grade separated junctions

3
 Interrupted flow facilities are those that incorporate fixed
external interruptions such as:
At-grade intersections/junctions e.g. signalised
junctions, priority junctions, etc
Driveways
Road side curb parking manoeuvres
Other land access operations
E.g. Urban roads and streets operate as interrupted
flow facilities
 Difference between uninterrupted and interrupted flow
facilities is in time:
◦ Uninterrupted flow facilities are available to drivers all the time
◦ Interrupted flow facilities are not available all the time
 E.g. with traffic signals frequent starts and stops.

4
 Traffic stream comprises:
◦ Individual drivers and vehicles
◦ interact with each other, physical elements of the road and
its environment.

 However,
◦ Variations in driver behavior and vehicle characteristics.
◦ Individual vehicles in the traffic stream do not behave in the
same manner.
◦ Flow of traffic on a highway varies in both TIME and
LOCATION
◦ Challenge is to plan & design for a system that involves
physical constraints & complex behavior of human beings.

5
 Traffic stream parameters fall into two broad
categories:
 Macroscopic:- describe the traffic stream as a whole.
 Microscopic:- describe the behavior of individual vehicles in
the traffic stream.
 3 principal macroscopic parameters:
Volume and rate of flow
Speed
Density.
 3 microscopic parameters:
Individual speed of vehicles
Travel time
Headway/Time headway
Spacing/space headway

6
 Traffic volume
◦ Number of vehicles passing a point on a highway or given
lane or direction during specified time interval
◦ Units: vehicles per time (vehicles per day, vpd, or vehicles
per hour, vph).
 Daily volumes are used to establish trends over time
and planning purposes.
 Hourly volumes for peak hour of the day used for
detailed design and control decisions.

 Rate of flow (vph) represents flows that exist in time

periods less of than an hour, as shall be shown later.

7
 Four types of daily traffic volumes are used in traffic
engineering:
◦ Annual average daily traffic (AADT) which is average 24-
hour volume at a given location over full 365/366-day year:
No. of vehicles passing a given site in a year
AADT 
365 or 366 days

◦ Annual average weekday traffic (AAWT) which is the

average 24-hour volume occurring on weekdays over a full
365-day year:
No. of vehicles passing a given site on weekdays in a year
AAWT 
No. of weekdays (52 weeks x 5 days  260)

8
◦ Average daily traffic (ADT) which is the average 24-hour
volume at a given location over a defined period usually less
than a year
 Normally measured for each month of the year
No. of vehicles in a given month
ADT 
No. of days in a month

◦ Average weekday traffic (AWT) which is the average 24-hour

weekday volume at a given location over a defined period less
than one year.
Total number of vehicles in weekday s
AWT 
No. of weekdays

9
 2. Weekdays 3. Days in 4. Total Monthly 5. Total weekday
1. Month
in month Month Volume volume
Jan 22 31 200,000 170,000
Feb 20 28 210,000 171,000
Mar 22 31 215,000 185,000
Apr 22 30 205,000 180,000
May 21 31 195,000 172,000
Jun 22 30 193,000 168,000
Jul 23 31 180,000 160,000
Aug 21 31 175,000 150,000
Sep 22 30 189,000 175,000
Oct 22 31 198,000 178,000
Nov 21 30 205,000 182,000
Dec 22 31 200,000 176,000
Total 260 365
2,365,000 2,067,000

10
 Compute:
◦ AWT, ADT for each month
◦ AADT, AAWT

 Comment on the computations

11
1. Month 2. 3. Days in 4. Total 5. Total 6. AWT 7. ADT
Weekdays Month Monthly weekday (Colu (Colu 4/Col
in month Volume volume 5/Colu 2) 3)

Jan 22 31 200,000 170,000 7,727 6,452

Feb 20 28 210,000 171,000 8,550 7,500
Mar 22 31 215,000 185,000 8,409 6,935
Apr 22 30 205,000 180,000 8,182 6,833
May 21 31 195,000 172,000 8,190 6,290
Jun 22 30 193,000 168,000 7,636 6,433
Jul 23 31 180,000 160,000 6,957 5,806
Aug 21 31 175,000 150,000 7,143 5,645
Sep 22 30 189,000 175,000 7,955 6,300
Oct 22 31 198,000 178,000 8,091 6,387
Nov 21 30 205,000 182,000 8,667 6,833
Dec 22 31 200,000 176,000 8,000 6,452
Total 260 365 -
2,365,000 2,067,000 12
 AADT = (2,365,000/365) = 6479
veh/day

 AAWT = (2, 067,000/260) = 7950

veh/day

 Note: Daily volumes are not usually differentiated

by direction or lane but totals for entire facility.

13
 Daily volumes are used only for planning
purposes, establishing traffic trends over time, (&
estimating ESA)
 Hourly volumes are used for design and
operational analysis purposes.
◦ Peak hour volumes are important for design and
operation.
 Peak hour
◦ Is the single hour of the day with the highest hourly
volume.
◦ Peak hour volume is often stated as a directional volume.

14
 In design, peak hour volumes are often estimated
from forecasted AADT. ADT is also sometimes
used.
 AADT is converted to peak hour volume in the peak
hour direction of flow, referred to as directional
design hour volume, DDHV.
DDHV  AADT x K x D
 K=proportion of daily traffic occurring in the peak hour,
(usually proportion of AADT occurring in the 30th peak
hour of the year)
 D= proportion of peak hour traffic traveling in the peak
direction of flow.

15
 Design hour volume (DHV):
Highest hourly volumes of a year
Vehicles per hour

DHV

30 hours
Time (hours)

16
17
Table 5.2: Traffic Condition and 30th hour volume (HV) as a fraction of
ADT
Traffic Condition 30th HV as a fraction of ADT

Rural Arterial (average value) 0.15

Rural Arterial (maximum value) 0.25

Heavily trafficked road under 0.08-0.12

congested urban conditions

Normal urban conditions 0.10 – 0.15

Road catering for recreational or Other 0.20 – 0.30
traffic of seasonal nature

Ref. Geometric design manual, Vol 1, Min of works & Transport, 2010

18
 A rural highway has a 20-year AADT forecast of
30,000 veh/day. What range of directional
design hour volumes might be expected for this
situation?

From Table 5.2 :

For a rural road, K  0.15 - 0.25; D  0.65 - 0.80
DDHV  30,000 x 0.15 x 0.65  2,925veh/h our

DDHV  30,000 x 0.25. x 0.80  6,000veh/h our

19
 Variation of traffic within a given hour is also very
important especially in design and operational
analyses.

 Usually traffic counts are done over 15-minute

intervals or four quarters.

 From, such data, we can estimate hourly volume,

flow rate, and peak hour factor. Illustrated by an
example.

20
Time Interval Volume for Time Rate of flow for Time
Interval, (veh) interval (veh/h)

4:00 – 4:15 1,000 1000/0.25=4,000

4:15 – 4:30 1,100 1100/0.25=4,400

4:30 – 4:45 1,200 1200/0.25 =4,800

4:45 – 5:00 900 900/0.25 =3,600

4:00 – 5:00 Sum=4,200

21
 From example, Hourly volume = 4,200 vehicles

 Maximum flow rate in the hour = 4,800 vehicles

 If the capacity of the facility was 4,200 veh/h, then two

intervals 4:15-4:30 & 4:30-4:45 exceeds capacity.

 Though, the capacity is enough for the one full hour!

 Thus queues develop in 4:15-4:30 & 4:30-4:45 time periods

22
 Queue analysis for traffic volume:
Time interval Arriving Departing Queue at end of
vehicles vehicles period (vehs)
(vehs) (vehs)

4:00 – 4:15 1,000 1,050 0

4:15 – 4:30 1,100 1,050

4:30 – 4:45 1,200 1,050

4:45 – 5:00 900 1,050

 Analyze queue for each period?

23
 Queue analysis for traffic volume:
Time interval Arriving Departing Queue at end of
vehicles vehicles period (vehs)
(vehs) (vehs)

4:00 – 4:15 1,000 1,050 0

4:15 – 4:30 1,100 1,050 0+1,100-1,050=50

4:30 – 4:45 1,200 1,050 50+1,200-1,050=200

4:45 – 5:00 900 1,050 200+900-1,050=50

 Even if capacity is equal to demand over full hour, but at end of

hour a queue of 50 vehicles exists!

24
 Peak hour factor (PHF)
Hourly vol ume
PHF 
Maximum flow rate

For a15 - minute analysis period :

V
PHF  ,
4 x Vm15
Where : V  hourly vol ume (vehs),
Vm15  maximum 15 - minute volume within th e hour (vehs),

In the example :
4,200
PHF   0.875
4 x 1,200

25
 Maximum Peak hour factor (PHF) = 1
◦ Occur when V= 4Vm15 , V/4 = Vm15 this means that volume in each time
interval is constant and thus no variation within the hour!
◦ Volume in each interval is a quarter of the hourly volume

 Minimum Peak hour factor (PHF) = 0.25

◦ Occur when V=Vm15 , implying that one hour volume occurs in a single
time period

 PHF = 1 - 0.25 ideally

 In practice:
◦ 0.70 for rural and sparsely developed areas
◦ 0.98 for dense urban areas
 Maximum rate of flow within the hour, veh/hr, v=V/PHF,
V=hourly volume, PHF=peak hour factor

26
  Traffic data for a given turn at a signalized junction:
◦ Queue at start of count: 2
Time interval Departing Arriving Queue at end of period
vehicles (pcu) vehicles (pcu) (pcu)
7:15 – 7:30 147 7

7:30 – 7:45 190 0

7:45 – 8:00 196 0

8:00 - 8:15 197 3

8:15 - 8:30 272 6

8:30 - 8:45 228 3

8:45 – 9:00 242 7

9:00 - 9:15 294 0

27
 Speed is defined as rate of movement in distance
per unit time

 In a moving traffic stream, each user travels at a

different speed

 Thus, any given traffic stream would exhibit a

distribution of speeds

28
 Distribution of speeds follows a normal distribution

Frequency

Speeds

 An average/typical speed can be used to describe

the speed of a traffic stream.

29
 Time mean speed (TMS)/Spot speed/Arithmetic
mean speed
◦ Average speed of vehicles passing a given point (or short
road section) over a specified time period.

 Space mean speed (SMS)/Harmonic mean speed

◦ Average speed of vehicles occupying a given road
section over some specified time period.

 TMS is a point measure while SMS is a space

measure

30
 Spot speed/Arithmetic mean speed/Time mean
speed (TMS)
1 n
u t =  u i , where: n= number of vehicles,
n i=1
u i  individual vehicle speed.

 Example: Three vehicles take 5, 7 & 15s

respectively to cover 100m, what is the spot
speed?
1 3 100 100 100
ut      20  14.3  6.7  41m/s
3 i1 5 7 15
31
 Space mean speed (SMS)
d n n
us = n
= n
= n
,
ti ti 1

i=1 n

i=1 d

i=1 u i

where: n = number of vehicles, t i = time to cover distance d

d  distance travelled.

3 3 3
us     11.1m/s
3 5 7 15 0.05  0.07  0.15 0.27
  
i 1100 100 100

32
 Travel time is the time taken to traverse a given
section of roadway.
◦ It is inversely related to speed, travel time = f(1/u)
 Higher speed led to shorter/lower travel time, and vice
versa.
 Travel time and speed are also known as measures of
quality of traffic stream
 Travel time is used to measure the level of service of
roadways in terms of time spent along roadway links.
 Travel time finds application in
◦ Cost-benefit analysis of transport projects
◦ Identifying problem locations in a network

33
 Density is the third primary measure of traffic
stream characteristics.
 Defined as “the number of vehicles occupying a
given length of highway or lane”.
◦ Expressed in vehicles per Km; or vehicles per Km per
lane.
No. of vehicles occupying a given length x (n x )
Density 
Length, x
 Density is difficult to measure directly as it
requires a vantage point from which a larger
section of the highway can be seen.
◦ Represented by k or D

34
 Density is normally computed from speed and flow rate
measurements

 Density is directly related to demand

◦ It indicates the number of vehicles occupying a section of
the highway.

 Density is also a measure of the quality of traffic flow

◦ Measure of proximity of other vehicles.
◦ Influences freedom to maneuver and psychological comfort
of drivers.
◦ Influences speed choice of drivers
 The more packed a highway the less the flexibility of speed
choice.

35
 Headway/time headway is the time interval between
successive vehicles as they pass a point along the
lane.
 Measured between common reference points of the
vehicle; front/rear bumper or front axles.

B A

ha= tA – tB

36
 Average headway (ha) in a lane is directly
related to the rate of flow, q as shown below:
n
Sum of time headways in time t   h i
1 i
n
n n n  1
But flow rate, q   
t n n ha
 ih  i
h
1 i 1 i
n
n  number of vehicles.

3600
q
ha
Where : q  flow rate (veh/hr/lane),
h a  average headway in the lane (s).

37
 Spacing /Space headway
◦ Is defined as the distance between successive
vehicles in a traffic lane
◦ It is measured from same reference points on
the vehicles, e.g. front/rear bumper, front
wheels.

B A

da

38
 Spacing /Space headway

n
x   d i , x  distance of road section under consideration
i 1
n
n n n 1
But density, k    
x n n da
 di  di
i 1 i 1
n
d a  Average space headway

 Density is equal to inverse of space headway

39
 Average speed can be derived from average spacing
and headway.
da
u ,
ha
Where : u  average speed in m/s,
d a  average spacing in m, h a  time headway in s.

OR :
3.6 d a
u (km/h) 
ha
 Spacing and headway allow isolation of individual
vehicles in the stream for study.
◦ Thus, characteristics such as speeds of cars, trucks, buses, can
be known using headways and spacing.
◦ Spacing and headway are also known as measures of separation

40
 Traffic in a congested multilane highway is
observed to have an average spacing of 50
meters, and an average headway of 3.8 seconds.
Estimate the rate of flow, density and speed of
traffic in this lane.

41
  Traffic in a congested multilane highway is
observed to have an average spacing of 60
meters, and an average headway of 4.0 seconds.
Estimate the rate of flow, density and speed of
traffic in this lane.
 Solution
3600 3600
Rate of flow, q    900 vehs/h/la ne
ha 4
1 1
Density, k    0.017 veh/m/lan e x 1000  16.7  17 veh/km/la ne
d a 60

42
 Solution cont’d
3.6 d a 3.6x60
Speed, u (km/h)    54 km/h
ha 4

43
 Flow (q), Speed (u) and Density (k) are related as
follows:
◦ q = uk,
Where: flow, q in veh/h; density, k in veh/km; and speed
(space mean), u in km/h.
Flow, q
Speed, u

Density, k

 Speed and density refers to a section while flow is a

point measure.

44
 In practice, on a given road, a given density will give rise
to a certain flow (q), and speed (u).
Flow, q
Speed, u

Density, k
 In practice, speed and flows are measured from which
density is computed.

◦ Since density is difficult to measure directly

◦ A vantage point from which a large road section maybe

observed is required.

45
 q=uk can be further examined taking into consideration
variation of parameter a pair at a time

◦ Speed-density (u-k), speed-flow (u-q), and flow-density

(q-k) curves

46
Capacity

Critical density, ko

Jam density, kj

Source: HCM 2000, Metric Version, Chapter 7

47
 Free flow speed, uf
◦ When flow & density are low, k→0 & q→0 (speed-density &
speed-flow curves)
◦ No vehicles are observed passing a given point
◦ Speed will be at its highest = free flow speed
◦ It is a theoretical value of speed

◦ In practice
 Free flow speed=speed achieved by an individual vehicle, given no
other vehicles, driver is driving as fast as it practicable given road
geometry & surrounding environment.

 Critical speed (optimum speed), uo, speed at which

maximum rate of flow occur, density is at critical value
(speed-density & speed-flow curves)

48
Capacity

Critical density, ko

Jam density, kj

Source: HCM 2000, Metric Version, Chapter 7

49
 Jam density
◦ Occurs when q=0 & u=0 (flow-density & speed-density curves)
◦ Hardly any movement
◦ Density/concentration is at its highest

 Capacity/maximum rate of flow

◦ Peak of flow-density curve or speed-flow curve
◦ Occurs when speed, u=critical speed on one hand &
when k=optimum density
Flow, q (veh/h)

Density, k (veh/km)
50
 Critical density- occur at maximum rate of flow, qm

 Dashed portions of curves- unstable/forced flow

conditions
◦ Characterised by queues, traffic at standstill for some time

 Solid portions of curves- stable flow conditions

◦ Moving traffic streams maintained over a period of time

 Any flow (except maximum rate of flow) exists under

2 conditions:
◦ High speed and low density (on stable portion of curve)
◦ Low speed and high density (on unstable portion of curve).

51
Capacity

Critical density, ko

Jam density, kj

Source: HCM 2000, Metric Version, Chapter 7

52
 Since flow occurs under 2 operating conditions, flow
alone can not be used as a measure of quality of
traffic flow
 Speed and density define unique points on the curves
◦ These describe aspects of quality that can be perceived by
the users (drivers, passengers, etc).

 Various researchers have proposed relations for

speed-density
◦ Linear (Greenshields, 1934): u = a + bk
◦ Logarithmic (Greenberg, 1959): u = a loge bk
◦ Exponential (Underwood, 1961): u = ae-bk
◦ etc.

53
◦ Speed-density considered basic behavioural relation
 Drivers select speeds to drive at judging the proximity to other
vehicles & geometric & general environment of road way.

◦ Once speed-density relation is known, then speed-flow;

flow-density relations can be established

54
A study of a multilane highway flow at a particular
site has resulted in a calibrated speed-density
relationship as; u=55-0.45k.
 For this relationship, determine;
a) The free flow speed,
b) Jam density,
c) The speed-flow relationship,
d) The flow-density relationship, and
e) Capacity.

55
Solution
Free flow speed:
uf, occurs when density, k→(=)0
 u f  55 - 0.45(0)  55km/h

Jam density, kj
-Jam density occurs when speed, u=0
u  55 - 0.45k  0
55
 k  kj   122  122veh/km/ lane
0.45

56
Solution
Speed-flow relationship: u  55 - 0.45k (1)
From general relation, q  uk
q
Replace k in (1) with ,
u
q
u  55 - 0.45 
u
u 2 - 55u  0.45q
q  2.22u 2  122.22u

Sketch the relation?

57
Solution
Flow-density relationship:
u  55 - 0.45k (1)
From general relation, q  uk
q
Replace u in (1) with ,
k
q
 55 - 0.45k
k
q  55k - 0.45k 2
Sketch the relation?

58
Solution
Capacity:
-Capacity is the peak of flow-density relation
From q  55k - 0.45k 2
Take derivative of flow - density relation;
dq
 55  0.90k  0
dk
55
k  61.1 veh/km/la ne
0.90

Compute speed at k  61.1veh/km /lane;

From u  55 - 0.45k
u  55 - (0.45x61.1 )  27.5 km/h
Capacity;
q  uk  27.5 x 61.1  1,680 veh/h

59
Solution
Capacity:

OR :
Capacity, q  55k - 0.46k 2  55x61.1  0.45(61.1) 2 
3360.5  1679.95  1680veh/h.

60
 LOS introduced in 1965 in USA to describe
general quality of traffic operations on a given
road/facility with defined traffic, roadway and
control conditions

 LOS (Highway Capacity Manual, 2000):

◦ Quality measure describing operational conditions
within a traffic stream
◦ Generally, in measures of speed, density, flow, travel
time, freedom to manoeuvre, traffic interruptions,
comfort and convenience

61
 Applications:

◦ Operation analysis

◦ Design of new/improvements in existing facilities

◦ To describe traffic operations to general public and

decision makers

62
 Six levels of LOS:
 A to F (best to worst)
 (O’Flaherty, 1997)

63
 Six levels of LOS:
◦ A to F (best to worst)
 Level A:
◦ Free flow operations-
◦ High speeds
◦ Low densities
◦ Comfortable operating conditions
 Changing lanes, merging, diverging manoeuvres are
easily done as many large gaps exist within the flow
 Effects of minor incidents/breakdowns are easily
absorbed without queues being formed

64
  Drivers have a high level of physical and psychological
comfort
 Average spacing between vehicles is at a minimum of
144m (480ft)

 Level B:
◦ Traffic operation still at reasonably free flow conditions
◦ Traffic manoeuvres (i.e. merging, diverging, lane
changing) can be still be made but are slightly restricted
◦ Drivers start to respond to existence of other vehicles in
the traffic stream
◦ Average spacing between vehicles is at a minimum of
88m (293ft)

65
 Level C:
◦ Operations are still at speeds that are at or still near free
flow speed
◦ Manoeuvres are noticeably restricted within the stream
 Lane changing, merging, diverging, etc require additional
care and vigilance by drivers
◦ Minor traffic incidents may still be absorbed but queues
can be expected to form behind any significant blockage
◦ Driver experiences an increase in tension due to
additional vigilance required of him/her
◦ Average spacing between vehicles is at a minimum of
61m (203ft)

66
 Level D:
◦ Average speeds decrease with increasing flows
◦ Small increases in flow leads to increase in density
◦ Freedom to manoeuvre is more limited
◦ Minor incidents lead to queuing as the traffic stream has
little space to absorb the disruptions
◦ Drivers experience reduced physical and psychological
comfort levels as existence of other vehicles is affecting
how they perform the driving operation
◦ Average spacing between vehicles is at a minimum of
45m (151ft)

67
 Level E:
◦ Represents operation in vicinity of capacity
◦ Few/no usable gaps in the traffic stream
◦ Freedom to manoeuvre within the traffic stream is
extremely limited
 Lane changing, merging, etc will lead to creation of shock
waves within the traffic stream
◦ Drivers’ physical and psychological comfort is extremely
poor
◦ Average spacing between vehicles is at a minimum of
35m (117ft)

68
 Level F:
◦ Represents forced/breakdown flow
◦ Arrival/demand flow exceeds capacity
◦ Occur where traffic incidents cause a temporary
reduction in capacity of a short section of a highway or
where recurring points of congestion exist e.g. at
merging/weaving areas
◦ Vehicles may discharge from the queue, but insufficient
capacity at breakdown causes the queue

69
 Measures (HCM, 2000):
Type of flow Facility type Measure

Uninterrupted flow a). Freeways

Basic sections Density (pcu/km/lane)

Weaving areas Density (pcu/km/lane)

Ramp junctions Density (pcu/km/lane)

b). Multilane highways Density (pcu/km/lane)

c). Two-lane highways Speed

70
 Measures (HCM, 2000):
Type of flow Facility type Measure

Interrupted flow a). Signalised Control delay (s/veh)

junctions

b). Unsignalised Control delay (s/veh)

junctions

c). Urban streets Average speed

71
 Passenger car units (pcu)
◦ Accounts for the different vehicle sizes
◦ No. of passenger cars that are displaced by a given vehicle (bus,
truck)
◦ In a given traffic stream under prevailing conditions (geometry &
road environment

Example
 If a traffic stream of 1000veh/hour contained 10% trucks,
each truck displaces 2.5 passenger cars from the traffic
stream, what is the total number of equivalent passenger car
units?
◦ Compute PCU for each vehicle class
 Trucks: (10/100) x 1000 x 2.5 = 250 pcu/hr
 Cars: (90/100) x 1000 x 1 = 900 pcu/hr
 Total = 1150 pcu/hr

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Table 5.4. Passenger car units (Ref.: Geometric design manual, 2010)
Vehicle type Terrain
Level Rolling Mountainous
Passenger cars 1.0 1.0 1.0
Lights goods 1.0 1.5 3.0
vehicle
Medium goods 2.5 5.0 10
vehicle
Heavy goods 3.5 8.0 20.0
vehicle
Buses 2.0 4.0 6.0
Motorcycles, 1.0 1.0 1.5
scooters
Pedal cycles 0.5 0.5 N/A

Level- 3-5%; Rolling 5 -7%, Mountainous >7%

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CIV4103: Traffic Engineering 9/24/2018 74

 LOS criteria (HCM, 2000):
LOS Density range Density range
for basic for multilane
freeway section highways
(pcu/mi/lane) (pcu/mi/lane)

A >10<11 >10<11
B >11<18 >11<18
C >18<26 >18<26
D >26<35 >26<35
E >35<45 >35<40-45

F >45 >40-45

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76
 LOS for existing facility?
◦ Existing/forecast demand volumes are converted into
equivalent flow rate under ideal conditions
V
vp 
PHF x N x f HV x f p
Where : v p  demand flow rate under equivalent ideal conditions (pc/hr/ln) ,
PHF  peak hour factor, N  number of lanes (in one direction) ,
f HV  adjustment for presence of heavy goods vehicles,
f p  adjustment factor for presence of occassiona l or non - familiar users of the facility
( f p  1.00  0.85)

V  Total volume in an hour converted into pcu/hr

◦ From the curves flow rate & corresponding free flow speed
= LOS region
◦ OR density, k=flow/speed, give LOS
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 HCM 2000 metric Units, Chapter 21

CIV4103: Traffic Engineering 9/24/2018 78

 Service flow rate & service volume:
 Service flow rate
◦ Traffic flow rate that can be handled at selected LOS
◦ Represents maximum flow rate that can be
accommodated at desired LOS
◦ SFi=MSFi x N x fHV x fp

Where: SFi= service flow rate for LOS i (veh/h), MSFi = maximum
service flow rate for LOS i (pcu/h/lane), N= number of lanes (in one
direction) on a facility, fHV=adjustment factor for presence of heavy
goods vehicle, fp=adjustment factor for presence of occasional/non-
familiar users of facility (1.00 – 0.85)
fHV=adjustment factor for presence of heavy goods vehicle = V(v/hr)
V(pcu)
V(v/hr) = total volume in vehs/hr, V(pcu) = total volume in pcu.

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 Service volume for each LOS level
◦ Maximum volume that can be carried at the selected
LOS
◦ SVi = SFi x PHF
 Where: PHF = peak hour factor

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 Number of lanes required to provide a certain LOS:
DDHV
Ni 
PHF x MSFi x f HV x f p
Where : N i  number of lanes in one direction required to provide LOS i,
DDHV  design hour volum e in one direction (veh/hr)

 If level of service is used as a design criteria

◦ Service flow rate at that level becomes the design service
flow rate

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