Estimation of PCU And Saturation Flow for Mixed
Traffic Condition at Urban Signalized Intersections
Minu Mol Raju Subash Chand
Civil Engineering Dept. Principal Scientist
Rajiv Gandhi Institute of
Traffic Engineering and
Technology
Kottayam, India Safety Division
CRRI, Delhi
Abstract— Heterogeneous traffic pattern prevails in India. The
traffic stream behaves differently in a heterogeneous traffic
condition as compared to that of a homogeneous condition
prevailing in developed countries. Most of the existing analytical
approaches based on the field data have the limitation of an
underlying assumption of homogeneity, which is a long way from
the high variations of driver vehicle characteristics in mixed traffic
condition. Hence it is necessary to convert heterogeneous traffic to
homogeneous traffic by applying appropriate factors (PCU) for
different types of vehicles while designing or evaluating any
signalized intersection. The purpose of this project is to estimate
appropriate PCU values for different classes of vehicles at
signalized intersections with mixed traffic in Delhi. PCU values are
estimated using two methods based on space occupancy - time
occupancy ratio method. Estimated values are then compared
with standard IRC values. Using these PCU values, base
saturation flow is estimated for analysis of traffic flow at the
intersection. The reliability of PCU values can be validated against
the field saturation flow. The effect of influencing parameters such
as approach width, vehicle composition, turning movements is also
studied. The estimated PCU and saturation flow values find
extensive application in design, capacity and operation of a
signalized intersection.
Keywords—: Passenger Car Unit, Saturation Flow, Signalized
Intersection, Mixed traffic, Projected Area, Clearance time
I. INTRODUCTION
The road traffic in India is highly heterogeneous comprising
vehicles like Cars, Buses, Trucks, Auto-Rickshaws,
Bikes/Scooters, Cycles, and Rickshaws etc. which have wide
ranging static and dynamic characteristics. Due to the hi ghly
varying physical dimensions and speeds, it becomes difficult to
make these vehicles to follow traffic lanes and the vehicles
occupy any convenient lateral position on the road depending on
the availability of road space at a given instant of time. Hence,
expressing traffic volume as number of vehicles passing a given
section of road or traffic lane per unit time will be inappropriate
when several types of vehicles with widely varying static and
dynamic characteristics are comprised in the traffic. The
problem of measuring volume of such heterogeneous traffic has
been addressed by converting the different types of vehicles into
equivalent passenger cars and expressing the volume in terms of
Passenger Car Unit (PCU) per hour. PCU values for the different
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Jomy Thomas
Assistant Professor
Civil Engineering Dept.
Rajiv Gandhi Institute of
Technology
Kottayam, India
types of vehicles on Indian roads have been suggested by IRC
(SP 41-1994). These PCU values are in the form of single set of
constant values. However, the PCU value of a vehicle category
may not be constant, because it may vary, based on not only the
vehicle factors but also with several other factors associated with
roadway and traffic conditions. This paper focuses on the
determination of the dynamic PCU values for different vehicle
categories at signalized intersections under mixed traffic
conditions by adopting a concept of space and time occupancy.
It considers the horizontal projected area of the vehicle, without
any restriction on the length of detection zone and width of road.
II. OBJECTIVES
• To estimate appropriate PCU values for different classes
of vehicles at signalized intersections with mixed traffic
in Delhi.
• To compare the PCU values obtained by current studies
with IRC values.
• To estimate saturation flow at the intersections using the
estimated PCU values.
• To study the impact of various influencing parameters
such as road width, traffic composition, turning
movements etc. on the saturation flow.
III. LITERATURE REVIEW
Indian Roads Congress Special Publication (IRC SP-
411994) had recommended PCU values for two wheelers as 0.5,
three wheelers as 1 and bus/lorry as 3 at signalized intersection
for conversion of different types of vehicles into equivalent
PCU. Dynamic PCU model concept developed by Chandra and
Sikdar (1993) considered the intersection clearing speed of each
category of vehicles. Mavani et. al. (2016) determined Dynamic
PCU values at signalized intersections on urban corridor of
Ahmedabad city. In the study, relative project area and actual
traveltime of the vehicle category were considered to decide the
dynamic PCU of vehicle category. It was observed that dynamic
PCU value of 2W and 3W are quite lower than suggested static
PCU values.
 Parvathy et. al. (2013) developed new set of PCU values for
mixed flow at signalized intersections. PCU of different vehicle
classes were estimated using headway ratio method and
regression method. Also, an attempt was made to find the effect
of length of passenger cars on PCU. It was found that the
estimated PCU values are different from those being used in
India, and they are inversely related to the length of passenger
car. A study by Alex et. al. (2015) focused on the determination
of the dynamic PCU values for different vehicle categories at
signa lized intersections under mixed traffic conditions by
adopting a modified concept of area occupancy. For this, the
authors have developed a microscopic traffic simulation model,
TRAFFICSIM, which was reported elsewhere. The paper
explains the variation of dynamic PCU with traffic composition,
width, stream speed and flow ratio. Using the obtained dynamic
PCU values, a saturation flow model was also developed.
From the literature study, different methods have been
identified to estimate the PCU values. Most of the existing
analytical approaches for PCU estimation based on the field data
have the limitation of an underlying assumption of homogeneity,
which is a long way from the high variations of driver vehicle
characteristics in mixed traffic condition. This paper focuses on
the determination of the dynamic PCU values for different
vehicle categories at signalized intersections under mixed traffic
conditions by adopting a concept of space and time occupancy.
IV. M ETHODOLOGY
In the present study attempt has been made to estimate
values of PCU and saturation flow in the field by actually
measuring the flow at the stop line during saturated green phase
and to study the impact of various influencing parameters such
as road widths, traffic composition etc. based on actual field
studies/experiments of the typical Indian traffic conditions.
A. Selection of Study Area
The project work is undertaken at CRRI, Delhi. Hence
signalized intersections are selected in the urban corridor of
Delhi. Intersections selected for this study are right angle
intersections and have level gradient on all approaches and least
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interference to entry or exit traffic due to pedestrians, bus stops,
parked vehicles, etc. All the approaches of the intersections
reach saturated stage for whole or majority of the green interval
during almost each phase during peak hour as traffic flow is very
heavy. That is, intersections represent ideal base conditions.
B. Field Survey
Field surveys were done in order to collect the following
parameters:
• Roadway/Approach conditions and operational
parameters
• Traffic conditions
• Vehicular dimension
C. Methods for Estimation of PCU Values
1) Proposed Method 1
PCU factors for different classes of vehicles are estimated
for saturated flow condition separately for through (TH) and
Right turn (RT)movements of different approaches (with
exclusive through and right turn movements) using the concept
of space and time occupancy and using these values saturation
flow was estimated in PCU per hour for each approach. The
basic concept used to estimate the PCU is that it is directly
proportional to the space occupancy ratio and time occupancy
ratio with respect to the standard design vehicle, a car.
𝐴𝑖x𝑡 𝑖
PCU𝑖 = ()
𝐴𝑐x𝑡𝑐
PCUi = Passenger Car Unit of vehicle type i, Ai = Area of ith
vehicle, Ac = Area of passenger car, t c = Average clearing
time of car in sec, ti = Average clearing time of vehicle type i
in sec
2) Proposed Method 2
Another approach is also considered for estimating PCU
values. In the previous method, it is observed that length of
vehicle is double counted that is, length is considered both in
area ratio and clearance time ratio. Clearance time is taken as
time of vehicle (area) occupying the intersection common
space/area from entry of front bumper at entry line to exit of rear
bumper at exit line. Thus, length of vehicle is taken in the time
occupancy factor. Also, area of vehicle is given by the product
of length and width which accounts to the space occupancy
factor. Hence to eliminate double counting of length factor, the
equation is modified as given below,
𝑊𝑖x𝑡𝑖
PCU𝑖 = (2)
𝑤𝑐x𝑡𝑐
PCUi = Passenger Car Unit of vehicle type i, W i = Width of
ith vehicle, Wc = Width of passenger car
D. Estimation of Field Saturation Flow
Saturation flow in PCU was calculated based on PCU values
obtained by Method 1 and Method 2. Classified average
saturation flow for exclusive through (TH) and exclusive right
turning (RT) movements of different approaches of the selected
intersections were converted into Passenger car unit (PCU) by
multiplying the respective PCU factors estimated in this study obtained are almost same as that of IRC values. The results
with the number of vehicles of the category in order to derive obtained in two methods are shown in Table II.
average saturation flow in PCU per hour green.
TABLE II. PCU VALUES OF DIFFERENT VEHICLES AT DIFFERENT
APPROACHES FOR EXCLUSIVE THROUGH AND RIGHT TURN MOVEMENTS
𝑡𝑜𝑡𝑎𝑙 𝑣𝑜𝑙𝑢𝑚𝑒 𝑑𝑢𝑟𝑖𝑛𝑔 𝑠𝑎𝑡𝑢𝑟𝑎𝑡𝑒𝑑 𝑝𝑒𝑟𝑖𝑜𝑑 (𝑃𝐶𝑈) ESTIMATED BY METHOD 1 AND METHOD 2
𝑆= 𝑥3600 (2)
𝑡𝑜𝑡𝑎𝑙 𝑠𝑎𝑡𝑢𝑟𝑎𝑡𝑒𝑑 𝑔𝑟𝑒𝑒𝑛 𝑡𝑖𝑚𝑒 𝑖𝑛 𝑠𝑒𝑐 Method 1 Method 2
Intersection Intersection Intersection Intersection
1 2 1 2

Vehicle

IRC values
class
V. DATA COLLECTION AND ANALYSIS

Right turn

Right turn

Right turn

Right turn
Through

Through

Through

Through
A. Study Area
In the present study, exclusive through and right turning
movements are considered. Hence, four approaches of two T-
intersections with fixed signal time were selected for the study.
Approach width ranges from 11.3m to15.2m. Selected Standard
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
intersections are 1) Bhairon Marg – Mathura Road intersection Car
and 2) Bhairon Marg - Ring road intersection. Big car 1.51 1.54 1.54 1.56 1.26 1.29 1.29 1.28 1.00
2 - wheeler 0.20 0.20 0.20 0.20 0.40 0.38 0.40 0.41 0.50
B. Data Collection 3 - wheeler 0.84 0.92 0.84 0.80 1.01 1.10 1.01 1.08 1.00
Roadway condition and operational data are collected from LCV 2.45 2.64 2.58 2.59 1.54 1.66 1.52 1.59 1.50
the field and location map. Traffic turning movement data of the HCV 5.69 6.10 5.96 6.09 2.16 2.32 2.20 2.24 3.00
subject approaches of the intersections are collected by Bicycle 0.31 0.24 0.29 0.25 0.28 0.24 0.29 0.25 0.50
videoghaphic survey. To make the analysis meaningful, the Cycle
rickshaw 1.32 - 1.48 - 1.17 - 1.48 -
vehicles were divided into eight different categories as shown in
TABLE I. Since car traffic is predominant in the study area, it is
further classified into standard car and big car. Average
D. Estimation of Saturation flow
dimensions and projected rectangular areas of each type of
vehicle category are also given in TABLE I. . 1) Field estimated Saturation flow
Saturation flow in PCU was calculated based on PCU values
TABLE I. VEHICLE CATEGORIES AND THEIR AVERAGE obtained by Method 1 and Method 2.
DIMENSIONS
2) Using IRC SP-41 formula
Average Projected area A generalized formula is given in IRC SP-41 for direct
Sl. Dimension, m calculation of saturation flow on the basis of road width. The
on ground,
No Category of saturation flow expressed in terms of Passenger Car Units
Lengt h m2
: vehicle Width (PCUs) per hr and with no parked vehicles present is given by
1 Standard Car (SC) 3.82 1.45 5.55 s = 525 × w PCU/hr (4)
2 Big car (BC) 4.58 1.77 8.11 where, w = width of approach road in m.
This expression is valid for widths from 5.5 m to 18 m.
3 Two-wheeler (2W) 1.87 0.64 1.2
Using this formula, unit base saturation flow for different
4 Three-wheeler 3.2 1.4 4.48 approaches was also estimated for comparison purpose only
(3W)
Light Commercial 3) Using IRC PCU values
5 6.1 2.1 12.81
Vehicles (LCV) PCU values for the different types of vehicles at signalized
Heavy Commercial intersection on Indian roads a re suggested by IRC SP 41. These
6 10.1 2.43 24.54 PCU values are in the form of single set of constant values. Unit
Vehicles (HCV)
7 Bicycles 1.9 0.45 0.86 saturation flow is estimated using these PCU values. Same
methodology for field estimation of saturation flow is followed
8 Cycle Rickshaws 2.66 1.16 3.09 here.
4) Using Indo-HCM formula
C. Estimated PCU Values As per Indo – HCM study (2012-2017), unit base saturation
In Method 1, space occupancy ratio is obtained in terms of flow rate for a typical base signalized intersection is obtained
projected area for each class of vehicle. PCU values suggested from following equation.
by IRC-SP 41 are also given for comparison. It is observed that, 630; 𝑤 < 7.0
PCU values for smaller vehicles are underestimated and that for USF0 = {1140 − 60𝑤 ; 7.0 ≤ 𝑤 ≤ 10.5} (5)
bigger vehicles are overestimated in comparison with IRC PCU 500; 𝑤 > 10.5
values. In Method 2, space occupancy ratio is obtained in terms
of width of each class of vehicle. PCU values suggested by IRC- where, USF0 = Unit base saturation flow rate in PCU/hr/m,
SP 41 are also given. It is observed that the PCU values obtained w = effective width of approach in meters
by Method 2 are comparable with IRC values. The vales

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5) Using PCU values by Justo and Tuladhar
PCU values for different classes of vehicles in signalized 6
intersections for mixed traffic conditions are suggested by 5
Justo & Tuladhar(1984). Saturation flow is estimated using these
values also. 4

PCU
3
6) Using US HCM Method 1
2
The US-HCM 2000, developed by Transportation Resea rch Method 2
1
Board (TRB), includes a model to calculate saturation flow rate IRC
0
considering the effect of various factors like width, gradient,
parking activity, heavy vehicles, area type, turning movements,
and pedestrian blockage (TRB 2000). The base saturation flow
so, is considered to be 1,900 passenger cars (pc) per hour of
green time per lane for a signalized intersection. In US HCM
standard lane width is taken as 3.66m. Hence base unit
saturation flow for the study intersections can be estimated as Fig. 1. PCU values obtained by two methods
follows:
S0 = 1900/3.66 =519 PCU/hr/m (6) B. Comparison Of Unit Saturation Flow Estimated By
Different Methods
TABLE III. UNIT SATURATION FLOW OF DIFFERENT Saturation flow is estimated using different PCU values and
APPROACHES OF INTERSECTIONS AS CALCULATED BY DIFFERENT
standard formulas. It is worth to further mention here that the
METHODS (PCU) AS COMPARED TO STANDARD VALUE
saturation flow per meter width obtained from field estimation
Base Saturation Flow (PCU/hr/m) of PCU values is quite high as compared to other methods based
on IRC SP-41, Indo-HCM and US HCM for all the approaches
Intersection

As per Justo &

Approach

Width (m)

IRC Formula

of the selected intersections as shown in Fig. 1. This may be

Indo-HCM
Method 1

Method 2

Tuladhar

US HCM
IRC PCU
values

attributed to (a) appreciable higher percentage of car and (b)

higher percentage of two- wheeler filling the gaps between the
larger vehicles during saturated flow. Saturation flow obtained
by Method 2 is closer to the IRC values. Hence it can be
TH 11.29 660 587 424 584 concluded that Method 2 gives more realistic PCU values
1 525 500 519
RT 12.23 542 530 473 490 compared to Method 1.
TH 15.57 625 585 507 603
2 525 500 519
RT 13.81 528 527 483 482

VI. RESULTS AND DISCUSSIONS

A. Comparison of PCU Values Obtained by Two Methods
with IRC PCU values
In order to compare PCU values obtained by different
methods, bar diagram was plotted as shown in Fig. 1. In the case
of vehicles that are larger than standard car, PCU values obtained
by Method 1 gives higher value than that estimated by Method 2.
For those vehicles that are smaller than standard car, PCU values Fig. 2. Variation of Saturation flow with approach width for through and right
obtained by Method 1 gives lower value than that estimated by turn movements obtained by different methods
Method 2. It is observed that, big car LCVs and HCVs shows
higher variation in PCU values. In the method 2, estimation of C. Variation in Unit Saturation flow with vehicle
PCU is done such that double counting of vehicle length is composition
eliminated. Since length of LCVs and HCVs compared to It is observed that percentage composition of each category
standard car is much higher, their PCU value shows higher of vehicle influences the saturation flow. Increase in the percent
variation. of standard car and big car causes a reduction in saturation flow.
As the percent of standard car increases from 20% to 60%,
saturation flow gets decreased by 18%. Also 14% increase in big
car causes 16% decrease in saturation flow. Effect of two
wheelers is well reflected from the analysis. 13% increase i n
two-wheeler composition causes an increase of 18% in
saturation flow. Due to lack of lane discipline and the fact that

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motorcycles arrange themselves in front and between vehicles
in a non-uniform way. Thus, the available space is fully utilized
which increases the saturation flow rate. It is also noted that the
increase in percentage of LCVs and HCVs leads to an increased
flow rate. It can be due to bigger size of vehicle which increases
the area occupancy.
For both through movement and right turn movement, trend
of variation remains same for each class of vehicle. Only
standard car and big car shows an inverse relation with the
percentage composition. All other classes of vehicle show a
direct relation with their percentage composition. It cannot be
concluded that the variation is due to the composition only;
many other factors can have influence on the saturation flow
such as approach width, headway etc.
VII. CONCLUSIONS
A. Conclusions
The following are the important conclusions drawn based on
this study
• Method 1 and Method 2 give consistent PCU values for
each vehicle class across different approaches. Method
2 gives more realistic PCU values compared to Method
1. The reliability of PCU values are validated against the
field saturation flow.
• In the case of vehicles that are larger than standard car,
PCU values obtained by Method 1 gives higher value
than that estimated by Method 2. For those vehicles that
are smaller than standard car, PCU values obtained by
Method 1 gives lower value than that estimated by
Method 2.
• The study shows that, saturation flow holds a strong
relation with the percentage composition of different
vehicle classes. Saturation flow increases with increase
in two wheelers, three wheelers, LCVs and HCVs while
it decreases with increase in standard car and big car.
• The saturation flow analyzed for different approaches
shows that it does not depend only on approach width;
therefore, the empirical formula 525w suggested for
Indian conditions in Special Publication (SP)-41 (IRC
1994) of the Indian Roads Congress is inappropriate for
obtaining saturation flow.
B. Limitations of The Study
• Effect of combined through and right turn movement
could not be studied.
• The driver behaviour, which depends on physical,
mental, psychological and environmental factors, could
not be incorporated in the research due to difficulties in
measurement and quantification of the influencing
factors.
C. Future Scope
In this study, the effects of approach width and vehicle
composition on PCU values of different vehicle categories and
saturation flow have been analysed. There is further scope for
the study of the effect of headway on saturation flow. Also, the
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effect of combined through and right turn movement can be
studied.
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