C a p a ci t y o f

Ur b a n Ro a d
and
Hig h wa y
 Contents

Definition of Importance of the

01 Highway Capacity
02 Concept of
Highway Capacity

Factors Affecting
Capacity and
03 Level of Service
 Part 01
Definition of Highway Capacity
Definition of Highway Capacity

• Highwa y capacity is associated with traffic volume and traffic densit y.

• Traffic volume is the number of vehicles passing a given point on a roadway during a
specified time period. This is usually express ed as vehicles per hour.

• Traffic densit y is defined as the number of vehicles occupying a unit lengt h of a lane of a
roadway at a given instant of time. This is usually express e d in vehicles per kilometer.

• It is easy to under st a nd that traffic volume is the product of traffic densit y and speed.

• Capacit y is the maximum traffic flow that can be accommodated in a highwa y facility
during a given time period under prevailing roadway, traffic and control conditions. (While
traffic volume repres ents the actual rate of flow and responds to variations in traffic
demand, capacity indicates the maximum rate of flow when exposed to a cer tain level of
ser vice character ist ics or a number of prevailing roadway and traffic conditions ).
The Highway Capacity Manual (1950) defined the following
three types of highway capacity (O. K Normann):
1
Basic Capacity:
Basic capacity is the
maximum number of vehicles
that can pass a given point on
a lane or a roadway during
one hour, under the ideal
roadway and traffic conditions
that can possibly be attained.
2
Possible Capacity:
Possible capacity is the
maximum number of vehicles
that can pass a given point on
a lane or roadway during one
hour, under the prevailing
roadway and traffic conditions.
3
Practical Capacity:
Practical capacity is the maximum
number of vehicles that can pass a
given point in a lane or roadway
during one hour, when traffic
density is not so great as to cause
unreasonable delay, hazard or
restriction to the driver’s freedom
to manoeuvre under prevailing
roadway and traffic conditions.
This is usually considered to be
the ‘design capacity’.
 Part 02
Importance of the Concept: Highway Capacity
The concept of highway capacity is important for the
following reasons:

1. The capacity of a highway

4 . T h e a d e q u a c y o f t h e e xi s t i n g 1 should be adequate to serve the

needs of the projected traffic.
h i g h wa y n e t wo r k f o r t h e
e xi s t i n g t r a f f i c vo l u m e c a n b e
a s s e s se d b y c a p a c i t y s t u d i e s ;
t r a n s p o r t at i on p l a n ni ng c a n b e 4 2. The class of highway, lane width,
d o n e e f f e c ti ve l y u s i n g t h i s
i n f o r ma t i o n .
2 number of lanes and intersections are
dependent on capacity.

3. Improvements on geometric elements, traffic

control devices and traffic management
measures can be effectively planned based on 3
the studies of highway capacity.
Passenger Car Unit (PCU):
▪ Highway facilities in India are used by different classes of vehicles such as cars, buses, trucks, vans, auto-
rickshaws, motor-cycles, bicycles, bullock-carts and so on. The characteristics of this heterogeneous or
mixed traffic flow are complex compared to homogenous traffic consisting of passenger cars only.

▪ In order to facilitate the estimation of traffic volume and traffic capacity while dealing with mixed traffic
conditions, it is imperative that a common standard vehicle is chosen and all other types are converted into
this class of vehicle; the standard vehicle chosen for this purpose is the passenger car. The common unit,
therefore, is the passenger car unit (PCU).

▪ If the addition of one particular vehicle per hour of a certain class affects the traffic flow to the same extent as
the addition of x passenger cars, that particular vehicle is considered equivalent to x PCU.
The important factors that affect the PCU -value of any type
of vehicle are:

1
Size 2
Speed under the 3
Clearances
the length and width of the prevailing roadway transverse and longitudinal for
and traffic
vehicle. ensuring safe traffic operation.

4
Regulation and 5
Road environment 6
Climatic and weather
control measures of (urban, rural, conditions.
traffic. signalized etc.)
The Highway Capacity Manual (HCM), defines the ideal
conditions for uninterrupted flow as follows:

1. Traffic flow, free from interference 2. In-stream flow of passenger cars

of vehicles and pedestrians from the
side

3. Traffic lanes of adequate width and 4. Horizontal and vertical alignment

shoulders with no lateral obstructions suitable for an average speed of
within 1.8m from the edge of the 100km/h on multi -lane highways in
carriageway rural areas.
Level of Service Concept (HCM):
▪ When a road is carrying a traffic volume equal to its capacity under ideal roadway and traffic conditions, the
service offered by the road to the road user becomes poor and the driving speed drops leading to an increase
in travel time as there is no overtaking opportunity.

▪ Thus, the service offered by a roadway to the road user can vary depending on the traffic volume. Level of
Service denotes the level of facility that can be derived from a road under different traffic volumes and
operating conditions. The concept of level of service is defined as a qualitative measure of the operating
conditions in a traffic stream and the perception of these conditions by drivers and passengers
The following factors are considered in evaluating the
level of service:

Operating speed and

travel time/journey time.
1 Traffic interruptions and
restrictions – speed changes and
delays involved.
2
Economy, with minimum
operating cost of vehicle. 5

3
Driving comfort
4 Fr e e d om t o m a n o e u vr e t o
m a inta in the op erat ing sp eed.
Although it is desirable to consider all these factors, it is difficult to incorporate all
in the absence of data. In view of this, the highway capacity manual utilizes only two
factors – the travel speed and the ratio of the service volume to capacity, depending
upon the nature of the problem. While operating speed is used in rural areas to
evaluate the level of service, in urban areas, the average overall travel speed is
taken into account.
Figure shows the typical
relationship between operating
speed and volume/capacity ratio.
The zones where the different
levels of service occur are shown
in this figure, which pertains to a
multi-lane highway .
The operating conditions for the six levels of service selected by HCM
are given below (Level A represents the highest and level F the low est):
A Free flow, with low
volumes and high speeds
low traffic density speed
controlled by driver’s
desires and physical
roadway conditions. There
is no restriction on
maneuverability due to the
presence of other vehicles.
D Approaches unstable flow, the
operating speed is tolerable, but
considerably affected by changes
in operating conditions.
Fluctuations in volume and
restrictions to flow may cause
substantial drops in operating
speed. Drivers have little freedom
to manoeuvre. Comfort and
convenience are low but can be
tolerated for short periods.
B Zone of stable flow, operating
speeds beginning to be
restricted by traffic conditions.
There is reasonable freedom
to select speed and lane. The
lower limit of this level (lowest
speed and highest volume) is
associated with service
volume used in the design of
rural highways.
E This level cannot be
described by speed alone. It
is also determined by
volumes at or near highway
capacity. Typical speeds are
50km/h. Flow is unstable
and there may be
stoppages of short durations.
C Still in the zone of stable flow,
but speeds and maneuverability
more closely controlled by
higher volumes. Drivers are
restricted regarding speeds lane
changes and overtaking
manoeuvres. A relatively
satisfactory operating speed is
still obtained, with service
volumes suitable for urban
design practice.
F At this level, there are forced
operations at low speeds resulting in
volumes below capacity. Queues of
vehicles piling up from a restriction
downstream serve as a storage area
during peak hour. Substantial
reduction in speeds and stoppages
may occur for short or long duration
because of downstream congestion.
In the extreme, both speed and
volume can drops to zero.
 Part 03
Factors Affecting Capacity and Level of Service
The factors affecting capacity and level of service fall
under two heads:
Roadway
Conditions:
R e s t r i c t i ve p h ys i c a l a n d g e o me t r i c
e l e m ent s s u c h a s l a n e - wi d t h , l a t e r a l
c l e a r a n c e , a n d h o r i z o n t a l a l i g n me n t
o f r o a d s h o u l d e r s, g r a d i e n t s a n d
p a ve m e n t s u r f a c e c o n d i t i o n a r e s o m e
f a c t o r s wh i c h a ff e c t c a p a ci t y a n d
l e ve l o f s e r vi c e . E ve n r o a d
i n t er s ec t i ons a ff e c t t h e c a p a c i t y.
Traffic
Conditions:
The capacity and level of service are
a ff e c t e d b y t h e c o m p o s i t i o n o f d i ff e r e n t
types of vehicles in the stream, variation
o f t r a ff i c f l o w, t r a ff i c i n t e r r u p t i o n , a n d
l a n e d i s t r i b u t i o n . T h e n u m b e r o f t r a ff i c
lanes, vehicular and driver
characteristics, and one - or two-way
t r a ff i c m o v e m e n t s h a v e a d i r e c t b e a r i n g
o n t h e l a n e o r h i g h w a y c a p a c i t y.
Roadway Conditions:

• L a n e w i d th – A w i d t h of 3 . 6 5 m i s c o n s i d e re d i d e a l f o r s m o o t h f l o w. S m a l l e r w i d t h s t h a n t h i s w i l l
re d u c e t h e c a pa c i t y u p t o 2 5 p e r c e n t . D i s t a n c e f ro m t h e e d g e of t h e c a r r i a g e wa y t o a n o b s t r u c t i on i s
a l s o a n i m p o r t a n t f a c tor w h i c h c a n a f f e c t c a pa c i t y.

• L a t e r a l c l e a r a n c e – L a t e r a l o b s t r u c t i on s m a y b e a b u t m e n t s s u c h a s s i g n p o s t s , l i g h t p o l e s a n d pa r ke d
c a r s ; i f t h e s e a re l o c a t e d c l o s e r t h a n 1 . 8 3 m f ro m t h e e d g e of a t r a f f i c l a n e , i t re d u c e s t h e c a pa c i t y.

• S h o u l de r s – T h e y h e l p t o m a i n t a i n t r a f f i c f l o w. Pa ve d s h o u l d e r s of 1 . 2 m w i d t h i n c re a s e t h e e f f e c t i ve
w i d t h of t h e l a n e b y 0 . 3 m .

• H o r i z o n ta l a l i g n m e n t – S h a r p c u r ve s a n d re s t r i c t i ve s i g h t d i s t a n c e s a re a l s o f a c to r s w h i c h t e n d t o
re d u c e l a n e c a pa c i t y. T h e h i g h w a y c a pa c i t y m a n u a l c o n t a i n s t a b l e s t o a c c o u n t f o r t h e i n f l u e n c e of
t h e s e f a c t or s o n c a pa c i t y.

• G r a d i e n t – G r a d i e n t s a f f e c t t h e s p e e d of t h e ve h i c l e s , e s p e c i a l l y t r u c k s, a n d h a ve a n a d ve r s e l y i m pa c t
o n t h e c a pa c i t y.

• Pa v e m e n t s u r fa c e c o n d i ti o n – A d e t e r i o r a te d pa ve m e n t s u r f a c e c o n d i t i on i s k n o w n t o a d ve r s e l y
a f f e c t t h e c a pa c i t y b u t t h e M a n u a l s t a t e s t h a t a d e q u a t e d a t a a re n o t a va i l a b l e t o d e ve l o p a d j u s t m e n t
f a c to r s t o c o n s i d e r t h i s .

• I n t e r s e c ti o n s- a t- g ra d e – T h e s e a f f e c t t h e c a pa c i t y s i g n i f i c a n t l y.
Traffic Conditions:
C a p a c ity o f R u r a l R o a d s :
The latest IRC recommendations for
design service volumes are given
below:

Fo r f o u r - la ne d i vi d e d r o a d s, t h e d e s i g n
s e r vi c e vo l u m e s r a n g e f r o m 4 7 , 0 00 t o 1 ,
0 5 , 0 00 PC U / d a y d e p e ndi ng u p o n t h e
t e r ra in , s h o u l de r -typ e a n d t h e l e ve l o f
s e r vi c e ( B o r C)
Traffic Conditions:
C a p a c ity o f U r b a n R o a d s :
Capacity values for urban roads
(between intersections suggested by
the IRC are given below:

( Th e se a r e f o r n o f r o nta ge a c c e ss, n o
s t a nd in g ve h i c l e s, a n d ve r y l i t t le c r o ss
t r a ffic; f o r o t h e r r e s t ricti ve c o n d iti on s,
t h e c a p a ci ty va l u e s wi l l b e r e d u ce d
s i g n i fica ntly. )
THANK
YOU!