Traffic Stream Characteristics: 1. Objective

TRAFFIC STREAM
CHARACTERISTICS
Chapter 2
9/9/2009 CIV4103: Traffic Engineering 1
1. OBJECTIVE
In this chapter, we look at elements of
traffic stream that influence facility design
and operation of the roadway systems.
Definitions and brief methods of measuring

respective traffic parameters are discussed
and presented.
1
2. OUTLINE
Facility types
Traffic stream parameters
Volume and Rate of flow
Speed and Travel Time
Density
Spacing and Headway
Relationship between flow, speed and density
3. INTRODUCTION
Traffic stream comprises of individual drivers and vehicles
interacting with each other and physical environment.
There are 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
2
4. FACILITY TYPES
Traffic facilities are broadly categorized into two:
Uninterrupted flow
Interrupted flow
The quality of traffic operation depends on the
facility type.
Uninterrupted flow facilities are those with no external
interruptions in the traffic stream.
Examples include;
freeways in western countries,
intended use of Northern By-Pass in Kampala, and
rural highways between towns, with no accesses for at least 2
miles (3.2 Km)
FACILITY TYPES CONT’D

Interrupted flow facilities are those that incorporate fixed external
interruptions such as:
Intersections at grade,
Traffic signals,
Driveways,
Curb parking maneuvers,
Stop or yield signs, and
Roundabouts/traffic circles.
The difference between uninterrupted and interrupted flows
is in time. With uninterrupted flow facilities available to
drivers all the time.
The worst impact comes from traffic signals due to periodic
stop-start operation.
3
5. TRAFFIC STREAM PARAMETERS
Traffic flow 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.
The three principal macroscopic parameters that
describe a traffic stream are;
Volume or rate of flow,
Speed, and
Density.
a. Volume and Rate of Flow

Traffic volume is the number of vehicles passing a point
on a highway, lane or direction during specified time
interval. Units: vehicles per time (vph or vpd)
Daily volumes are used to establish trends over time and

planning purposes.
Detailed design and control decisions require
knowledge of hourly volumes.
Rate of flow (vph) represents flows that exist in time
periods less than an hour, as shall be shown later.
4
Daily Volumes
Four daily traffic volumes are used in traffic engineering.
Average annual daily traffic (AADT) which is average 24-hour
volume at a given location over full 365-day year.
Average annual weekday traffic (AAWT) which is the average 24-

hour volume occurring on weekdays over a full 365-day year.
Average daily traffic (ADT) which is the average 24-hour volume at

a given location over a defined period usually less than a year.
Average weekday traffic (AWT) which is the average 24-hour

weekday volume at a given location over a defined period less than one
year.
Example
1. Month 2. 3. Days in 4. Total 5. Total 6. AWT 7. ADT
Weekdays Month Monthly weekday (5/2) (4/3)
in month Volume volume
Jan 22 31 425,000 208,000 9,455 13,710
Feb 20 28 410,000 220,000 11,000 14,643
Mar 22 31 385,000 185,000 8,409 12,419
Apr 22 30 400,000 200,000 9,091 13,333
May 21 31 450,000 215,000 10,238 14,516
Jun 22 30 500,000 230,000 10,455 16,667
Jul 23 31 580,000 260,000 11,304 18,710
Aug 21 31 570,000 260,000 12,381 18,387
Sep 22 30 490,000 205,000 9,318 16,333
Oct 22 31 420,000 190,000 8,636 13,548
Nov 21 30 415,000 200,000 9,524 13,833
Dec 22 31 400,000 210,000 9,545 12,903
Total 260 365 5,445,000 2,583,000 -
5
Example Cont’d
AADT = (5,445,000/365) = 14,918
veh/day
AAWT = (2,583,000/260) = 9,935

veh/day
Daily volumes are not usually differentiated
by direction or lane but totals for entire
facility.
Hourly Volumes
Daily volumes are used only for planning purposes.
Hourly volumes are used for design and operational
analysis purposes.
Often peak hour volumes are important for design
and operation.
A peak hour is defined as the single hour of the day
with the highest hourly volume.
Peak hour volume is often stated as a directional
volume.
6
Hourly Volume Cont’d
In design, peak hour volumes are often projected from
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 * K * D
K=proportion of daily traffic occurring in the peak hour, usually
30th peak hour of the year
D= proportion of peak hour traffic traveling in the peak direction
of flow.
Table for K and D values (Roess, et al,

2004, p.109)
7
Example on DDHV Computation:
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?
DDHV = 30,000 * 0.15 * 0.65 = 2,925veh / day
DDHV = 30,000 * 0.25 * 0.80 = 6,000veh / day
Sub-hourly Volumes and Rate of flow

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.
8
Example on Flow rate, volume and
peak hour factor estimation
Time Interval Volume for Time Rate of flow for
Interval, (veh) Time 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
Peak Hour Factor (PHF) computation

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.
Hourly.volume
PHF =
Max. flow.rate
V 4, 200
PHF = = = 0.875
4*Vm15 4*1, 200
9
b. Speed
Speed is defined as the rate of motion in distance per
unit time.
In a moving traffic stream, each travels at a
different speed- non-uniform speed distribution
Therefore a traffic stream has a speed distribution,
which is usually normal.
An average speed can be used to describe the speed
of a stream.
Speed Types
Average speed of a stream can be determined in
two ways;
Time mean speed (TMS): average speed of all
vehicles passing a point on a highway or lane
over a defined period of time.
Space mean speed (SMS): average speed of all
vehicles occupying a given section of a highway
or lane over a defined period of time.
TMS is a point measure while SMS is a space
measure.
10
Speeds Formulation
TMS is always greater than ∑( ) d

ti
SMS. TMS = i
n
Where;
d=distance traversed,
d nd
n=number of observed SMS = =
vehicles, and  ∑i ti  ∑ ti
 
n
i
ti= time for vehicle, i ,to
traverse distance, d.
Travel Time
Travel time is the time taken to traverse a given
section of roadway.
Travel time is inversely related to speed. The higher

the speed the shorter the travel time, and vice versa.
Travel time is often used to measure the level of

service of roadways in terms of time spent along
roadway links.
11
Example on SMS&TMS Computation
Vehicle No Distance (m) Travel time Speed (mps)
(seconds)
1 300 18 (300/18)=16.67
2 300 20 (300/20)=15.00
3 300 22 (300/22)=13.64
4 300 19 (300/19)=15.79
5 300 20 (300/20)=15.00
6 300 20 (300/20)=15.00
Total 1,800 119 91.10

Average (1800/6)=300 (119/6)=19.80 91.10/6)=15.18
TMS & SMS Cont’d

Time mean speed (TMS) =15.18 m/s as computed in the
table above.
Space mean speed (SMS) = 300/19.8 = 15.15 m/s
Time mean speed is often used in spot speed studies aimed at

determining relationship between speed limits and operating
speeds.
Space mean speed is often used in flow-speed-density curves for

operational analyses.
12
Density
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 mile; vehicles per mile per lane;
vehicles per Km; or vehicles per Km per lane.
Density is difficult to measure directly as it requires
a vantage point from which a larger section of the
highway can be seen.
Density Cont’d
Density is directly related to demand. It indicates
the number of vehicles occupying a section of the
highway.
Density affects speed choice of drivers. The more
packed a highway is the less the flexibility of speed
choice.
Speed combined with density yields flow rate.
Density is also an important measure of the quality
of flow in proximity of other drivers.
Density influences freedom to maneuver and psychological
comfort of drivers.
13
Spacing
Spacing like headway is a microscopic measure of traffic stream
characteristics.
Spacing is the distance between successive vehicles in a traffic
lane.
It is measured from common reference points of a vehicle;
front bumpers or front axle.
The average spacing in a traffic lane is directly related density

(D) of the lane
D = 1000/da; where da is average spacing in meters or

D=5,280/da; with da in feet.
Headway
Headway is defined as the time interval between
successive vehicles as they pass a point along the
lane.
Measured between common reference points of the
vehicle; front bumpers or front axles.
The average headway (ha) in a lane is directly related to
the rate of flow, v.
v=3,600/ha; where ha is average headway in seconds
and v is vehicles per hour per lane.
14
Speed from Spacing & Headway
Average speed can be derived from average spacing
and headway.
S=da/ha; where S is in meters per second, da in
meters and ha in seconds or
S =3.6da/ha; where S is in km/h.
Spacing and headway allow isolation of individual

vehicles in the stream for study. For example you may
need to know speeds of stream, cars, trucks, buses,
then headways and spacing makes it do-able
Example on Spacing and Headway

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.
Solution
V=3,600/3.8 = 947veh/h/lane
D=1000/50 = 20 veh/km/lane
S = 3.6(50/3.8) =47.37 km/h
15
Speed, Flow & Density Relationships
Flow (v), Speed (S) and Density (D) are related as
follows; v = S*D, with flow in veh/h; density in
veh/km; and speed in km/h.
However, speed and density refers to section while
flow is for a point.
In practice, speed and flows are measured from
which density is computed.
In the equation, flow is zero at zero density and free
flow speed (i.e. not vehicle passes a section for speed
to be measured)
Flow, Speed & Density Cont’d

Free flow speed is the speed a single vehicle would
achieve if there were no other vehicles on the road.
The above, is the basis of HCM 2000- flow, Speed

and Density curves used in level of Service (LOS)
determination of roadways.
Theoretical and applied (based on filed data) flow

curves in HCM 2000 are shown the next slides.
16
Source: HCM 2000, Metric Version, Chapter 7
Speed-Flow Curves for LOS Determination
HCM 2000 metric Units, Chapter

21
17
Question
A study of a multilane highway flow at a particular site
has resulted in a calibrated speed-density relationship as;
S=57.5(1-0.008D).
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.
END OF CHAPTER
18
VOLUME STUDIES AND
CHARACTERISTICS
Chapter 3
Chapter Outline
Introduction
Volume characteristics
Field techniques of volume studies
Intersection studies
Limited network volume studies
Specialized Counting Studies
19
1. Introduction
Volume data is collected for the following reasons
and/or applications;
Managing the physical systems,
Investigating trend over time,
Understanding the needs and choices of the public,
Calibrating basic relationships or parameters; discharge
headways, spacing, etc
Assessing effectiveness of improvements,
Assessing potential impacts, and
Evaluating facility or system performance.
Introduction Cont’d
Virtually all aspects of traffic engineering require
volume studies to ascertain demand as an input.
Some of the traffic engineering aspects include;
Highway planning and design,
Decisions on traffic control and operations, and
Detailed signal timings among others.
Modern technology exists to aid the counting
processes; wireless communications, data counters and
loggers, satellite based systems, etc.
Such systems are in most cases expensive for the task
at hand and therefore manual counts are the most
used.
20
2. Volume Characteristics
Four aspects of traffic are required by the engineer;
volume, flow rate, demand and capacity.
Volume is the number of vehicles (persons) passing a
point during a specified time period, usually an hour.
Flow rate is the rate at which vehicles (persons) pass a
point in a time period less than an hour, expressed in
equivalent hourly rate.
Demand is the number of vehicles (persons) that desire
to travel past a point in a specified period.
Capacity is the maximum rate at which vehicles can
traverse a point or segment during a specified time
period.
Volume, demand and capacity.

Roess et al. (2004) defined the three as ‘volume as what is,
demand is what motorists would like to be, and
capacity is the physical limit of what is possible’.
If demand exceeds capacity as in congested state, motorists

choose other routes to their destinations. In which case,
demand has exceeded capacity.
Capacity can not be observed in field studies only volumes.

But volume is close to capacity at peak periods.
Traffic volume varies through out the day as shown by

Counts at Makerere University Main Gate (2005).
21
TRAFFIC FLOW THROUGH THE MAIN GATE (ENTRY)
450
400
PASSENGER CAR UNITS (PCU/HOUR)
350
300
250
200
150
100
50
0
-7
-8
-9
2
-1
--1
--1
--1
--1
--1
--1
--1
--1
--1
--2
--2
--2
6-
7-
8-
9-
10
11
12
13
14
15
16
17
18
19
20
21
HOUR INTERVAL
21/06/2005 22/06/2005 23/06/2005 24/06/2005 25/06/2005
TRAFFIC FLOW THROUGH THE MAIN GATE (EXIT)
500
450
400
PASSENGER CAR UNITS (PCU/HOUR)
350
300
250
200
150
100
50
0
-7
-8
-9
2
-1
--1
--1
--1
--1
--1
--1
--1
--1
--1
--2
--2
--2
6-
7-
8-
9-
10
11
12
13
14
15
16
17
18
19
20
21
HOUR INTERVAL
21/06/2005 22/06/2005 23/06/2005 24/06/2005 25/06/2005
22
TRAFFIC FLOW ALONG UNIVERSITY ROAD (ONE WAY TO JICA ROUNDABOUT)
600
PASSENGER CAR UNITS
500
400
300
200
100
0
0
2
-7
-8
-9
-1
-1
-1
-1
-1
-1
-1
-1
-1
-2
-2
-2
-1
6-
7-
8-
-
9-
10
11
12
13
14
15
16
17
18
19
20
21
HOUR INTERVAL
21/6/2005 22/6/2005 23/6/2005 24/6/2005 25/6/2005
3. Field Techniques of Volume Studies

Two methods are used; Manual and automated
methods. However, manual methods are popular.
Two manual methods are widely used in volume
counts;
Field observers,
Mechanical hand-counters.
Manual counts have two advantages;
Quick if data is need by a deadline,
It is possible to obtain more data such as occupancy,
turning movements, vehicle classification.
23
Manual counts using Personnel
Manual counts using personnel has practical
constraints which include;
Proper training related to purpose of the study,
Not many observers should be placed at a single location
to avoid distracting drivers.
A single observer can not count at more than one
location at a time.
Homogeneity in the time of counts and breaks for a
network.
Relief personnel need to replace those with
complications.
Field sheets to control the quality of data.
Attributes of field count sheets

Location of counts must be clearly defined
Specific movements and lanes for counts must be
indicated
Weather, roadway and traffic incidents must be
recorded
Observer’s name
Date and time of the counts
Counting periods must be linked to clock times
24
Portable Count Techniques
The most common portable count equipment is the
Pneumatic road tubes.
The tube is stretched across the road so that if the

vehicle passes, air in the tube is compressed and
recorded by the counters.
The major disadvantage with the counting method is

inability to do classified counts and identification of
vehicle types.
4. Intersection Volume Studies

Intersections present the most complex counts in
volume studies.
For a typical 4-legged intersection, 12 separate
movements exist.
Observers must be positioned properly to see the
movement they are counting.
At intersections, volumes are counted as the vehicles
depart from the intersection.
Departure volumes do not indicate demand especially
where significant queue build up exist, so arrival
volumes are necessary.
25
Intersection Counts Cont’d
Direct arrival volumes are difficult to observe at an intersection due to
dynamic queue.
A relationship exists between departure volume, arrival volume and
number in the queue at the end of the interval.
Only localized arrival volumes are identified by the method, first and last
periods have no residual queues
Vai = Vdi + N qi − N q (i −1)

Vai= Arrival volume in period i, vehs
Vdi= Departure volume in period i, vehs
Nqi= Number of queued vehicles at the end of period i, vehs
Nq(i-1)= number of queued vehicles at the end of period (i-1), vehs
Example on Departure and Arrival Volumes

Time Period, PM Departure Queue length, Arrival Volume,
Counts, vehs vehs vehs
4:00 - 4:15 50 0 50
4:15 - 4:30 55 0 55+0-0=55
4:30 - 4:45 62 5 62+5-0=67
4:45 - 5:00 65 10 65+10-5=70
5:00 - 5:15 60 12 60+12-10=62
5:15 - 5:30 60 5 60+5-12=53
5:30 - 5:45 62 0 62+0-5=57
5:45 - 6:00 55 0 55+0-0=55
Total 469 469
26
Presentation of Intersection Volume Data
Intersection volume is summarized and presented
in a variety of ways.
Tabular, for each vehicle class and movement
Graphical presentation for the peak hour count.
Intersection flow diagram with each arrow thickness
showing the volume.
An example is shown in the next slide.
27
5.Limited Network Volume Studies
Involves sampling procedures to determine volumes for a
big road network.
Examples where limited network counts are done are major
trip generators;
Airports,
Shopping malls,
Sports facilities, etc
It may be hard to meaningfully conduct a study for all the
links the same day.
Volume studies for these networks require individual
planning, location of major generators, and nature of traffic
on various facilities.
The assumption is the entire network and hence sub-
portions have similar demand pattern in time.
6. Specialized Counting Studies

Specialized counts are often done to establish user
needs and demand for planning purposes.
Examples include;
Origin and destination counts,
Cordon counts for isolated study areas for example
Central Business District, and
Screen-line counts.
These counts supplement volume studies done at a
point for planning purposes.
Applications are largely in planning of major activity
centers.
28
Origin and Destination (OD) Counts
Three major procedures are carried out in OD
studies namely;
License plate studies
Post card studies
Interview studies.
In license plate study, observers record the plate
number of vehicles passing a location.
Post card studies involve handing out cards or
stickers to vehicles entering the study area, and
collecting them as they leave.
OD Cont’d
The objective in both license plate and post card
studies is to match vehicles at their origin and
destinations.
Interview studies involve stopping vehicles (with
police help) and asking a series of questions about
origin and destination.
However, OD studies are complex, tiresome and
require adequate sampling techniques.
Those interested can read more on Cordon and screen-line
counts.
29
Speed, Travel Time and Delay
Studies
Chapter 4
Objective
Create an understanding of the need and techniques
of measuring speed of vehicles on roads.
In particular, emphasis will be placed on field

techniques to measure speeds and how such data
can be used to develop policy and planning
decisions regarding safety and usage.
30
Chapter Outline
Introduction
Spot speed studies
Speed definitions
Uses of spot speed data
Measurement techniques
Reduction and analysis of spot speed data
Location of speed studies
Travel time studies
Intersection delay studies
4.1 Introduction
The average travel speed is used in HCM 2000 as a measure
of effectiveness for two-lane rural highways, equivalent to
Uganda’s trunk roads.
Speeds are often measured at a point or short section under
conditions of free flow. The intention is to determine
drivers’ speed choice along a highway without congestion.
Travel time is measured over a distance and may include
times of congestion across intersections.
Delay is often determined at intersections, as the control
type affects total travel time. Thus delay is a portion of
travel time.
31
4.2 Spot Speed studies
Spot speed is defined as the average speed of
vehicles passing a point on a highway, which is
basically the time mean speed.
Spot speed studies are conducted under conditions
of free flow. That is, observed speeds are not
impeded by volume and density.
Roess, et al., (2004) noted that they should not be
conducted if volume exceeds 500 veh/h/ln on
uninterrupted flow facilities.
4.2.1 Speed Definitions of Interest

Speeds measured at a location often follow a
normal distribution, from which the following
parameters are derived.
Average or time mean speed; the average speed of all vehicles
passing a study location during the period of study.
Standard deviation; average difference between observed
speeds and time mean speed.
85th percentile speed; the speed below which 85-percent of
the vehicles travel.
Median; the speed that equally divides the distribution of
speeds
Pace; a 10mph (or say 10kph) increment in speeds that
encompasses the highest proportion of observed speeds.
32
4.2.2 Uses of Spot Speed Data
Establishing effectiveness of new or existing speed limits or
enforcement practices. For example, determining if police
crack down on speeding is effective.
Determining appropriate speed limits for application.
Establish speed trends
For specific design applications such as sight distances and
performance of grades
Specific control applications, yellow and all-red intervals at
signalized intersections
Investigation of high accident locations if speeding is
deemed the causal factor.
4.2.3 Measurement Techniques

Two methods are used to measure speeds;
Travel time over a fixed short distance along the
highway.
Use of hand-held radar meters like the police speed gun.
Travel time over a short fixed distance is the most

commonly used method for research studies.
33
Travel Time Over a Short Distance
Method
This is the cheapest and simplest method of
measuring spot speeds.
Stop watches are used to time vehicles passing two
identifiable marks along the highway.
The observer stands at one mark and records the
time a vehicle passes the mark and another
upstream, this reduces parallax error.
Parallax error and the correction method is
demonstrated in the next slide.
Parallax Error Correction
34
Taking Care of Parallax error
d
d eff = d1 tan ϕ and S i =
eff
ti
Where;
d1= distance between the observer and the road, meters
d = distance between two marks on the road, meters.
deff=effective distance between two marks without parallax, meters.
φ=is the angle subtended by two lines of sight, known.
Si = speed of vehicle, i (m/s).
ti=time for vehicle i to traverse distance deff , seconds.
Because φ is always not known, pre-testing is recommended to
determine appropriate angle. Very accurate speeds are practically not
possible.
Estimating the Sample Size

The procedure to estimate the sample size stems from
standard statistical practices.
The Distribution of spot speeds is assumed to be normal
(x: N[µ, σ2]) with mean, µ and standard deviation, σ.
Given the precision of tolerance, e, the sample size is
estimated assuming 95-percent confidence level as;
n =
(1 . 96 )2 s 2
e2
35
Analysis of Spot Speed Data
Analysis of spot speed data involves determination of
the following parameters derived from a normal
distribution (x: N[µ, σ2]);
Mean speed,
Median speed,
Pace,
Modal speed,
Standard deviation, and
85th and 15th Percentile Speeds.
4.2.4 Location of Speed Studies

Location of speed measurements must conform to
the intended purpose of the study. For example;
If excessive speed around a curve a curve is thought to
be the cause of off-the-road accidents, speed
measurement should be taken upstream of the curve
before deceleration begins.
If the study intends to determine effect of grade on
speed, then speed studies must be taken at the start of
the grade and in the middle or end of the grade
The guiding philosophy is that spot speed studies should
be taken at free flow conditions.
36

Traffic Stream Characteristics: 1. Objective

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TRAFFIC STREAM

9/9/2009 CIV4103: Traffic Engineering 1

Definitions and brief methods of measuring

9/9/2009 CIV4103: Traffic Engineering 2

Speed and Travel Time

Spacing and Headway

Relationship between flow, speed and density

9/9/2009 CIV4103: Traffic Engineering 3

There are variations in driver behavior and vehicle

Individual vehicles in the traffic stream do not behave in

Flow of traffic on a highway varies in both TIME and

9/9/2009 CIV4103: Traffic Engineering 4

9/9/2009 CIV4103: Traffic Engineering 5

FACILITY TYPES CONT’D

9/9/2009 CIV4103: Traffic Engineering 6

9/9/2009 CIV4103: Traffic Engineering 7

a. Volume and Rate of Flow

Daily volumes are used to establish trends over time and

Average annual weekday traffic (AAWT) which is the average 24-

Average daily traffic (ADT) which is the average 24-hour volume at

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

9/9/2009 CIV4103: Traffic Engineering 9

9/9/2009 CIV4103: Traffic Engineering 10

AAWT = (2,583,000/260) = 9,935

9/9/2009 CIV4103: Traffic Engineering 12

AADT is converted to peak hour volume in the peak hour

9/9/2009 CIV4103: Traffic Engineering 13

Table for K and D values (Roess, et al,

9/9/2009 CIV4103: Traffic Engineering 14

DDHV = 30,000 * 0.15 * 0.65 = 2,925veh / day

DDHV = 30,000 * 0.25 * 0.80 = 6,000veh / day

9/9/2009 CIV4103: Traffic Engineering 15

Sub-hourly Volumes and Rate of flow

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

9/9/2009 CIV4103: Traffic Engineering 17

Peak Hour Factor (PHF) computation

Maximum flow rate in the hour = 4,800 vehicles

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

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TMS is always greater than ∑( ) d

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Travel time is inversely related to speed. The higher

Travel time is often used to measure the level of

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Total 1,800 119 91.10

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TMS & SMS Cont’d

Space mean speed (SMS) = 300/19.8 = 15.15 m/s

Time mean speed is often used in spot speed studies aimed at

Space mean speed is often used in flow-speed-density curves for

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The average spacing in a traffic lane is directly related density

D = 1000/da; where da is average spacing in meters or

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Spacing and headway allow isolation of individual

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