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Effect of Lane Width on Capacity under Mixed Traffic Conditions in India

Article  in  Journal of Transportation Engineering · March 2003

DOI: 10.1061/(ASCE)0733-947X(2003)129:2(155)

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 Effect of Lane Width on Capacity under Mixed Traffic
Conditions in India
Satish Chandra1 and Upendra Kumar2
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Abstract: A new concept to estimate the passenger car unit 共PCU兲 of different types of vehicles under mixed traffic conditions is
presented. It utilizes the area, as opposed to only the length, and speed of a vehicle. Data were collected at ten sections of two-lane roads
in different parts of India. The width of carriageway 共this term is commonly used in India for the total width of the paved surface of a road
excluding its shoulders兲 ranged from 5.5 to 8.8 m. All vehicles were divided into nine different categories and their PCU’s were estimated
at each road section. It was found that the PCU for a vehicle type increases linearly with the width of carriageway. This is attributed to
the greater freedom of movement on wider roads and therefore a greater speed differential between a car and a vehicle type. The capacity
of a two-lane road also increases with total width of the carriageway and the relationship between the two follows a second-degree curve.
This relationship is used to derive the adjustment factors for substandard lane widths and the results are compared with literature.
DOI: 10.1061/共ASCE兲0733-947X共2003兲129:2共155兲
CE Database keywords: India; Vehicles; Passengers; Data collection; Traffic capacity.

Introduction longitudinal gap. The small vehicles such as motorbikes move

India has the second largest road network 共3.3 million km兲 in the
world, second only to the USA 共6.6 million km兲. Presently, there
are nearly 30 million vehicles in India and about 2.5 million are
added every year. The volume of traffic on roads increases at the
rate of 12% per annum. Capacity augmentation and improvement
in the level of service is normally achieved by widening existing
roads 共Gupta 2000兲. The total length of National Highways is
about 55,000 km out of which 66% is comprised of two-lane
facilities with varying lane width. The national and state high-
ways together account for about 10% of the total road length but
carry 70% of the road traffic. One third of this length is still
two-lanes wide. The lane width on these roads varies from 2.75 m
to more than 4.0 m.
Indian traffic differs significantly from Western conditions in
many respects. The vehicle mix is much more varied with many
poorly performing vehicles, slow moving tractors, and animal or
human powered vehicles. The fast moving cars on a two-lane
road do not attain a speed greater than 80 km/h due to the mixed
nature of traffic and poor condition of road surfaces. These con-
ditions are prevalent in many other countries of the developing
world and need a different treatment for analysis. The wide vari-
ety of vehicles and the disparity in their size and speed create a
number of problems for traffic operations. Vehicles do not respect
the lane markings and tend to utilize every possible lateral or
1
Associate Professor, Dept. of Civil Engineering, Indian Institute of
Technology, Roorkee, 247667 India. E-mail: satisfce@iitr.ernet.in
2
Former Post Graduate Student at Dept. of Civil Engineering, Indian
Institute of Technology, Roorkee, 247667 India.
Note. Discussion open until August 1, 2003. Separate discussions
must be submitted for individual papers. To extend the closing date by
one month, a written request must be filed with the ASCE Managing
Editor. The manuscript for this paper was submitted for review and pos-
sible publication on May 29, 2001; approved on February 22, 2002. This
paper is part of the Journal of Transportation Engineering, Vol. 129,
No. 2, March 1, 2003. ©ASCE, ISSN 0733-947X/2003/2-
155–160/$18.00.
abreast with large sized vehicles either parallel or staggered uti-
lizing the entire lane width and sometimes a part of the opposing
lane also. Nonmotorized traffic moves without a courteous atti-
tude toward motorized traffic causing delay to these vehicles. This
type of behavior is not observed in developed countries. Studies
in these countries have always been with the advantage of homo-
geneous traffic with very little or no interference from slow mov-
ing vehicles and better law enforcement. However, due to the
growing use of automobiles and its many externalities, the analy-
sis of mixed traffic has always attracted the attention of research-
ers from all over the world.
Prediction and knowledge of capacity are fundamental in the
design, planning, operation, and layout of road sections. Among
other things, these provide the basis for determining the lane
width and number of lanes to be provided at any point in a road
network with respect to the volume and composition of traffic.
They are valuable tools for the evaluation of the investments
needed for future road construction and improvements, and for
determining priorities between the competing projects. Apart
from other parameters, capacity is greatly influenced by roadway
and driver conditions. Roadway factors may include all of the
geometric parameters describing the roadway including the type
of facility, lane width, lateral clearance, width of shoulders, and
the horizontal and the vertical alignment of the road. Lane and
shoulder widths can have a substantial impact on traffic flow. On
narrow lanes, vehicles travel closer to each other laterally. This
may reduce their speed or increase the longitudinal gaps. The
capacity is reduced in both situations.
The present study was undertaken to identify the effect of lane
width 共or total width of the carriageway as the lane concept is not
strictly followed in India and vehicles tend to move abreast. The
term carriageway is used in India for the total width of paved
surface of a road excluding its shoulders兲 on the capacity of a
two-lane road under mixed traffic conditions. Data were collected
at different sections of two-lane roads with the carriageway width
ranging from 5.5 to 8.8 m. These data were analyzed and adjust-
ment factors for lane width were calculated.

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J. Transp. Eng. 2003.129:155-160.

 Review of Literature Table 1. Details of Physical Data at Different Sections
Location Type and Width of Shoulder
Leong 共1968兲 measured speeds and capacity at 31 sites on rural
highways in New South Wales. The sites had varying lane and Width of Brick on edge Earthen
shoulder widths and all sites had gravel shoulders. The data were Section km Highway carriageway 共m兲 共m兲 共m兲
analyzed using multiple regression and it was suggested that I 60 NHa-22 8.8 0.3 2.0
speed increased with increasing shoulder width. In particular, it II 110 NH-58 7.4 0.4 1.5
was reported that the capacity of a two-lane road can drop by III 60 NH-31 6.9 0.3 1.6
28% when the lane width changed from 3.7 to 2.75 m. Farouki IV 45 SHb-5 6.7 0.3 1.6
and Nixon 共1976兲 studied the effect of the carriageway width on
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V 6 SH-6 6.6 0.3 1.6

speeds of cars in the special case of free-flow conditions in sub- VI 14 SH-14 6.4 0.3 2.0
urban roads in Belfast. It was found that the mean-free speed of VII 35 NH-73 5.5 0.3 1.6
cars in a suburban area increases linearly with the carriageway VIII 28 SH-12 6.0 0.3 1.6
width over a certain range of width from 5.2 to 11.3 m. Turner
IX 20 NH-38 8.0 0.3 1.6
et al. 共1982兲 found that the conversion of a shoulder to an addi-
X 38 NH-58 7.0 0.3 1.6
tional travel lane could be expected to increase the average speed a
NH indicates national highway.
of a two-lane highway by about 5% for volumes exceeding 150 b
SH indicates state highway.
vehicles/h. For an average speed of 80 km/h, this corresponds to
an increase of 4 km/h. Yagar and Aerde 共1983兲 found that speed
changes exponentially with the change in lane width. For a prac-
tical range of lane width from 3.3 to 3.8 m, it was found that the
operating speed of a given location decreases by approximately level, and free from any restriction to traffic movement. The
5.7 km/h for each meter reduction in the width. Chandra and shoulders were in good condition and more than 1.8 m wide in all
Kumar 共1996兲 studied the effect of shoulder condition on the locations. An attempt was made to collect data at sites where the
speed of different types of vehicles and their placement on the directional split of traffic was in the narrow range of 50–55%.
road during passing and overtaking maneuvers on single- and The video recording technique was used to collect the data. The
two-lane highways. They found that the average speed of a ve- operating speed on two-lane roads in India is not as high as in the
hicle on a two-lane highway decreases by 5 to 8.5% depending US or any other developed country. Therefore, a longitudinal trap
upon the class of vehicle, when shoulder condition changed from of 30 m was made on the carriageway for the measurement of
bad to worse. Nakamura 共1994兲 has suggested adjustment factors speed. The video camera was mounted on the stand and was
for lane width less than 3.25 m given as placed sufficiently high so as to cover the total trap length with
some margin on either side. The timer in the camera was switched
Y L ⫽0.24 W L ⫹0.22 (1)
on and the recording was done for about 4 –5 h on a typical
where Y L ⫽adjustment factor for lane width W L . weekday. These data were supplemented with manually collected
Hossain and Iqbal 共1999兲 studied the vehicular free speed data on the road width, shoulder width, and shoulder condition.
characteristics on two-lane national highways in Bangladesh. An Table 1 provides details of these data at each of the sections
analysis revealed that the free speeds of commonly available ve- selected for study.
hicles follow a normal distribution. A linear regression analysis The recorded film was played on a large screen television and
was conducted to explore the relationship between free speed and the desired information was extracted. To make the analysis
the pavement and shoulder widths. It has been found that in a meaningful, the vehicles were divided into nine different catego-
pavement width range of 5.8 to 7.5 m, the free speed of motorized ries as shown in Table 2. Average dimensions and projected rect-
vehicles increased in a range of 7.3 to 10.3 km/h for each meter of angular areas of each type of vehicle category are also given in
pavement widening for flat and straight sections. Table 2. The classified 5 min count of all vehicles passing through
the observation point provided the measurement of composition
Data Collection and flow. The average time taken by each vehicle type to travel
the trap length was measured by the time displayed on the screen
Data for this study were collected at ten locations on two-lane with an accuracy of 0.1 s. This time was used to calculate the
highways in Northern and Eastern India. All sites were straight, speed of a vehicle passing through the section.

Table 2. Vehicle Categories and Their Average Dimensions

Average Dimension 共m兲
Projected rectangular
Category Vehicles included Length 共m兲 Width 共m兲 area on ground 共m2兲
Car Car, jeep 3.72 1.44 5.39
Bus Bus 10.1 2.43 24.74
Truck Truck 7.5 2.35 17.62
LCVa Mini bus, vans 6.1 2.10 12.81
Tractor Tractor trailer 7.4 2.20 16.28
Three-wheeler Three wheeler 3.2 1.40 4.48
Two-wheeler Scooter, motorbike 1.87 0.64 1.2
Cycle Bicycles 1.9 0.45 0.85
Rickshaw Pedal rickshaw/cart 2.7 0.95 2.56
a
LCV indicates light commercial vehicle.

156 / JOURNAL OF TRANSPORTATION ENGINEERING © ASCE / MARCH/APRIL 2003

J. Transp. Eng. 2003.129:155-160.

 Table 3. Passenger Car Unit for Different Types of Vehicles at Different Sections
Passenger Car Unit for Vehicle Type
Carriageway
Section width 共m兲 Bus Truck LCVa Three-wheeler Two-wheeler Rickshaw Cycle Tractor
I 8.8 5.64 4.04 2.81 1.75 0.305 1.60 0.515 5.85
II 7.4 5.51 3.90 2.68 1.65 0.284 1.54 0.48 5.71
III 6.9 5.45 3.86 2.64 1.49 0.276 1.52 0.461 5.67
IV 6.7 5.40 3.83 2.61 1.44 0.270 1.50 0.451 5.64
V 6.6 5.37 3.82 2.60 1.42 0.268 1.49 0.447 5.63
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VI 6.4 5.31 3.80 2.58 1.39 0.266 1.48 0.440 5.61

VII 5.5 5.17 3.71 2.49 1.24 0.250 1.42 0.410 5.51
VIII 6.0 5.25 3.66 2.54 1.32 0.259 1.45 0.427 5.56
IX 8.0 5.56 3.96 2.74 1.69 0.293 1.56 0.504 5.77
X 7.0 5.46 3.87 2.64 1.52 0.278 1.52 0.465 5.68
a
LCV indicates light commercial vehicle.

Estimation of Passenger Car Unit V c /V i

The capacity analysis procedures are calibrated for a specific set
of ideal conditions, one of which is that the traffic stream contains
only passenger cars. The adjustment factor for the presence of
vehicles other than cars is based on passenger car unit 共PCU兲.
This adjustment factor correlates the flows of passenger cars only
and of mixed traffic streams that are equivalent in terms of the
perception of the level of service 共LOS兲 of the driver. Several
techniques are available in literature to calculate the PCU values
for different types of vehicle in traffic stream. Werner and Morall
共1976兲 suggested a headway ratio method to determine PCU val-
ues at low levels of service. Aerde and Yagar 共1984兲 used speed
parameters to estimate the PCU of trucks, recreational vehicles,
and other vehicles on a two-lane highway. Thorne 共1965兲 used a
regression analysis technique to find the PCU for buses. Craus
et al. 共1980兲 suggested another approach to determine the PCU of
trucks on a two-lane highway by considering the actual delay
caused by trucks and opposing traffic. Elefteriadou et al. 共1997兲
used a simulation technique with speed as the performance mea-
sure. Krammes and Crowley 共1986兲 have indicated that the vari-
ables, which are used to define the LOS should be used to esti-
mate the PCU values also. The LOS on a segment of highway is
defined in terms of operating speed 关Highway Capacity Manual
共HCM兲 2000兴. Therefore, speed is considered a prime variable to
determine the relative effect of individual vehicles on the traffic
stream in terms of the PCU. In the present study, the PCU of a
vehicle type is taken as given by Eq. 共2兲 共Chandra and Sikdar
2000兲
PCU1 ⫽ (2)
A c /A i
where V c and V i ⫽mean speeds for cars and type i vehicles, re-
spectively, in the traffic stream; and A c and A i ⫽their respective
projected rectangular areas 共length⫻width兲 on the road. The
physical size of a vehicle is an indicator of pavement occupancy,
which is crucial in operational characteristics of traffic stream.
Vehicles in India do not move in lanes due to the poor lane dis-
cipline of many road users. Although the lanes are marked for
motorized four-wheeled vehicles, they can accommodate more
than one small sized vehicle conveniently. As the width of a ve-
hicle is less than that of a lane, the lateral gap between a vehicle
and the lane mark is also used by small sized vehicles. Therefore,
two vehicles can travel abreast occupying the total lane width. In
traffic with lane discipline, the occupancy is controlled by the
length of vehicle, which has been mostly suggested in literature
for the estimation of a PCU. However, in the condition where
vehicles do not follow lanes strictly, the occupancy is better re-
flected by area. Therefore, the total physical size of the vehicle,
and not length alone, has been considered in Eq. 共2兲.
The PCU values for different types of vehicles as calculated at
different sections are given in Table 3. Figs. 1–3 show the varia-
tion in PCU for different types of vehicles with lane width at
different sections. As may be seen, the PCU for a vehicle type
increases linearly with the carriageway width. Vehicles move with
more freedom on wider roads but the increase in speed is not
uniform for all types of vehicles due to a change in their size and
acceleration capability. Therefore, the speed differential between
a car and another type of vehicle increases as does the PCU for

Fig. 1. Effect of carriageway width on passenger car unit for large Fig. 2. Effect of carriageway width on passenger car unit for cycles
vehicles and two-wheelers

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J. Transp. Eng. 2003.129:155-160.

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Fig. 3. Effect of carriageway width on passenger car unit for three-

wheelers and rickshaw

the latter. The relationships between the PCU and carriageway

width are given in Table 4. The interesting point to note here is
the variation of the PCU for nonmotorized vehicles, which fol- Fig. 4. Speed–volume relationship at section I
lows the trend similar to motorized vehicles. This is due to the
typical nature of mixed traffic prevailing in India. All vehicles use
the same roadway space without any physical segregation. A bi-
cycle or a cycle rickshaw uses the lane without a particularly space mean speed or, simply, mean stream speed. To arrive at the
courteous attitude to the fast moving vehicles. Often these ve- mean stream speed, a trap of suitable length is made on the road
hicles move in clusters 共abreast兲 and force the following motor- and the speed of each category of vehicles considered for the
ized vehicles to either reduce their speed or overtake if suitable count is calculated. The mean stream speed or weighted space
gap is available in the opposing stream. mean speed is then given by
兺 i⫽1
k
n iv i
Speed–Volume Relationship V m⫽ (3)
兺 i⫽1
k
ni

Speed, density, and volume are the most important components of where k⫽total number of vehicle categories present in stream,
a traffic stream for estimating the traffic carrying capacity of a v m ⫽mean stream speed 共km/h兲, v i ⫽speed of vehicle of category
road. Since the measurement of traffic density in a mixed traffic i 共km/h兲, and n i ⫽number of vehicles of category i.
situation is difficult, attempts have always been to concentrate on The average stream speed calculated by Eq. 共3兲 was plotted
the speed–volume relationship for different type of roads. For the against the traffic volume. Typical curves showing speed–volume
determination of a speed–volume relationship in heterogeneous relationships are given in Figs. 4 and 5.
traffic conditions, the total vehicles recorded for each counting
period were converted into an equivalent number of the PCU’s
using values given in Table 3.
In a mixed traffic situation, a large variation in speeds among
slow and fast moving vehicles exists. Therefore, the spot speed or
the space mean speed, as normally calculated for the homoge-
neous traffic, cannot be considered for the mixed traffic. It needs
to be modified to suit the heterogeneous traffic conditions. For
this purpose, many researchers suggest the use of a weighted

Table 4. Calculation of Passenger Car Unit Factors

Vehicle Relation between passenger car unit R2
type and carriageway width 共w兲 value
Bus PCUb⫽0.1114w⫹3.073 0.92
Truck PCU⫽0.146w⫹4.40 0.95
LCV PCU⫽0.097w⫹1.956 0.99
Tractor Trailer PCU⫽0.103w⫹4.95 0.99
Three-Wheeler PCU⫽0.168w⫹0.327 0.95
Two-Wheeler PCU⫽0.017w⫹0.158 0.97
Cycle PCU⫽0.034w⫹0.225 0.99
Rickshaw PCU⫽0.054w⫹1.132 0.97
a
LCV indicates light commercial vehicle.
b
PCU indicates passenger car unit. Fig. 5. Speed–volume relationship at section IX

158 / JOURNAL OF TRANSPORTATION ENGINEERING © ASCE / MARCH/APRIL 2003

J. Transp. Eng. 2003.129:155-160.

 Table 5. Capacity of Two-Lane Roads With Different Carriageway Table 6. Lane Width Adjustment Factors
Width Lane widtha 共m兲 HCM 1994b Present study
Section Carriageway width 共m兲 Total capacity 共PCU/h兲
3.6 1.00 1.00
I 8.8 3,590 3.3 0.93 0.88
II 7.4 3,002 3.0 0.84 0.76
III 6.9 2,656 2.7 0.70 0.63
IV 6.7 2,549 a
Lane width⫽Carriageway width/2.
b
V 6.6 2,507 HCM indicates the Highway Capacity Manual.
VI 6.4 2,290
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VII 5.5 1,905

VIII 6.0 2,095
IX 8.0 3,220
X 7.0 2,707
Adjustment Factors for Lane Width
The capacity of different two-lane sections with varying carriage-
way width was determined by the speed–volume relationship.
The capacity values are given in Table 5. Fig. 6 shows a plot
between capacity and the carriageway width. It follows a second-
degree curve relationship of the form given as
C⫽⫺2184⫺22.6w 2 ⫹857.4w
(4)
R 2 ⫽0.991
where C⫽capacity of the road 共PCU/h兲 and w⫽total width of the
carriageway 共m兲.
Relationship 共4兲 can provide a capacity estimate for two-lane
roads with a carriageway width ranging from 5.5 to 8.8 m. The
capacity of a 7.2 m wide carriageway is 2818 PCU/h which is
quite close to the value of 2,800 PCU/h given in HCM 共1994兲 but
lower than the value of 3,200 PCU/h as taken in HCM 共2000兲.
The adjustment factors for other lane widths are given in Table 6.
As may be observed, the adjustment factors as calculated are
lower than given in HCM 共1994兲. This is attributed to the mixed
nature of traffic prevalent on Indian roads. The size of vehicles
ranges from 0.85 to 24.74 m2 共Table 2兲. In the absence of proper
lane discipline, wide bodied vehicles severely obstruct the move-
ment of other vehicles on narrow lane width and, hence, the ca-
pacity is reduced appreciably.
Summary and Conclusions
Two-lane highways constitute a major part of the road network in
the world. The lane width on these highways varies from less than
3.0 to 4.0 m or even more. The narrow lanes do not provide an
adequate margin of error for vehicles and, therefore, speeds of
individual vehicles drop. The effect of lane width is more promi-
nent under mixed traffic conditions when vehicles do not follow
one another and tend to move abreast. This study has shown the
effect of lane width on the PCU for different categories of ve-
hicles and thereby on the capacity of a two-lane road. It is found
that the PCU for a vehicle type increases with increasing lane
width. The effect of lane width on the PCU is apparently linear;
the slope of linearity depends on type of vehicle. The capacity of
a 7.2 m wide road is estimated to be 2818 PCU/h which is slightly
larger than the value specified in HCM 共1994兲 but much lower
than the value of 3,200 PCU/h suggested in HCM 共2000兲. This is
attributed to the nature of mixed traffic and the regulatory system
on Indian roads.
The second-degree equation developed between the capacity
and the total width of the carriageway was used to derive the
adjustment factors for capacity on substandard lane width. These
adjustment factors are lower than those given in the HCM 共1994兲.
This indicates that the negative effect of mixed traffic is more
pronounced on narrow lanes. These results illustrate the impor-
tance of widening a lane in congested areas. The first 0.3 m of
lane widening 共widening lanes from 3.0 to 3.3 m, for example兲
corresponds to an increase in capacity of about 14% while 0.6 m
of lane widening 共from 3.0 to 3.6 m兲 results in a 24% increase in
capacity.
Notation
The following symbols are used in this paper:
A c ⫽ projected rectangular area of car 共m2兲;
A i ⫽ projected rectangular area of a vehicle type i 共m2兲;
C ⫽ capacity of the road 共PCU/h兲;
k ⫽ number of vehicle categories in traffic stream;
n i ⫽ number of vehicles of category i;
PCUi ⫽ passenger car unit for a vehicle type i;
V c ⫽ mean speed of car 共km/h兲;
V i ⫽ mean speed of a vehicle type i 共km/h兲;
V m ⫽ mean stream speed 共km/h兲;
W L ⫽ lane width 共m兲;
w ⫽ total width of carriageway 共m兲; and
Y L ⫽ adjustment factor for lane width.

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