Traffic and Highway Engineering 5th Edition Garber Solutions Manual

Traffic and Highway Engineering 5th
Edition Garber Solutions Manual

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Chapter 9
Capacity and Level of Service for
Highway Segments
9-1
Briefly describe the traffic characteristics associated with each of the levels of
service for basic freeway sections.
At LOS A free flow conditions prevail. Vehicles are not impeded by other
vehicles. Effects of minor incidents or breakdowns are easily absorbed.
At LOS B, reasonably free flow conditions still exist and vehicles continue to
travel at free flow speeds. Ability to maneuver within the traffic stream is slightly
restricted. Effects of minor incidents or breakdowns are easily absorbed.
At LOS C, speeds are at or near the free flow speed, but freedom to maneuver is
noticeably restricted. Lane changes are more difficult. Minor incidents result in
significant deterioration in local level of service.
At LOS D, speeds begin to decline slightly with increasing flows. Freedom to

maneuver is noticeably limited and drivers experience reduced physical and
psychological comfort. Minor incidents will result in queuing as little space is left
in the traffic stream to absorb disruptions.
At LOS E, operations are volatile because there are virtually no gaps; volume is at
or near capacity. Maneuvers such as lane changing or merging traffic at entrance
ramps will result in a disturbance of the traffic flow. Any incident can be expected
to cause extensive queues as the traffic stream has no ability to dissipate its
effects.
At LOS F, breakdown conditions exist and uniform moving flow cannot be

maintained. The flow conditions are such that the number of vehicles that can
pass a point is less than the number of vehicles arriving at that point.
143
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Chapter 9: Capacity and Level of Service for Highway Segments
9-2
Describe the factors that affect the level of service of a freeway section and the
impact each has on flow.
Lane width – Traffic is restricted when lane widths are narrower than 12 ft.
Motorists tend to travel more cautiously because of the reduced lateral distance
between vehicles by reducing their speeds.
Lateral clearance – Lateral obstructions tend to have an effect similar to reduced

lane width. Drivers in the lane adjacent to the obstruction will tend to shy away
from the obstruction, moving them closer to vehicles in the adjacent lane and
resulting in a reduction in speeds. Lateral obstructions more than 6 ft from the
edge of the traveled lane have no significant effect of traffic flow.
Traffic composition – The effect of large or heavy vehicles in the traffic stream
reduces the maximum flow on the highway because of operating characteristics; a
heavy vehicle occupies more space in the traffic stream than does a passenger car.
Grade – The effect of a grade depends on the length and slope of the grade.
Traffic operations are significantly affected when grades of 3% or greater are 0.25
mile or greater in length and when grades of 3% or less are greater than 0.5 mile
in length. The effect of grades on heavy vehicles is much greater than on
passenger cars.
Driver population – A driver population consisting primarily of weekday

commuters will have significantly different behavior than a driver population
consisting of drivers unfamiliar with the roadway. For example, recreational
traffic capacities can be as much as 20% lower than commuter traffic capacities.
Interchange spacing – As interchanges are more closely spaced, the lengths of

basic freeway segments unaffected by interchanges decreases as the weaving
movements at interchanges have an increasing impact on traffic flow resulting in
a reduction of speeds.
9-3
Describe the possible situations that would require adjustments from the base
conditions for freeway capacity analysis.
Base conditions are the criteria that must be satisfied if a basic freeway
segment is to operate at the maximum capacities. If one or more of the following
conditions is not met, the capacity of the segment will be reduced.
(1) Weather and driver visibility are good and do not affect traffic flow.
There are no obstructions that could impede traffic flow such as incidents,
accidents or roadwork. The HCM 2010 capacity procedure does not offer a
computational compensation factor for these conditions. Accordingly, the
procedure is based on the assumption that each condition is met.
144
(2) The traffic stream is composed solely of passenger cars and there are
no heavy vehicles such as trucks, buses and recreational vehicles (RVs).
(3) Traffic lanes are at least 12-ft wide and a right-side clearance exists
that is at least 6-ft wide.
(4) All drivers in the traffic stream are regular users and are familiar with
the freeway segment.
(5) The total ramp density is zero. Ramp density is the total number of on
and off ramps per mile in one direction within the freeway segment under study.
For the ramp density to be zero, there are no ramps within the segment. The HCM
2010 capacity procedure for Basic Freeway Segments applies to segments no
greater than 6 miles long.
(6) A state of unsaturated flow must exist for the HCM 2010 procedures to
apply. This state occurs when the traffic stream is unaffected by upstream or
downstream bottlenecks.
9-4
A freeway is to be designed to provide LOS C for the following conditions: design
hourly volume of 5600 veh/h; PHF: 0.92; trucks: 6%; free flow speed: 70 mi/h; no
lateral obstructions; rolling terrain; total ramp density of 0.75 ramps per mile.
Determine: Number of 12 ft lanes required in each direction.
Step 1: Compute heavy vehicle adjustment factor

Determine fp (driver population factor); assume mainly commuter traffic, fp = 1.0
Determine ET (PCE for trucks), using Table 9.3; ET = 2.5
Determine ER (PCE for RVs), using Table 9.3; ER = 2.0
Determine fHV (heavy vehicle adjustment factor), using Equation 9.5
1 1
f HV = = = 0.92
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.06(2.5 − 1) + 0.00(2.0 − 1)
Step 2: Assume six lanes (three in each direction). Use Equation 9.4
V
vp = = (5600)/(0.92)(3)(0.92)(1.0) = 2205 pc/h/ln
( PHF )( N )( f HV )( f p )
Step 3: Compute free flow speed using Equation 9.2

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
Determine fLW using Table 9.1, fLW = 0.0
Determine fLC using Table 9.2, fLC = 0.0
TRD = 0.75 ramps/mile
FFS = 75.4 – 0.0 – 0.0 – 3.22(0.75)0.84
FFS = 72.87 mi/h
145
Step 4: Compute average passenger car speed and density to determine LOS.
For FFS = 72.87 mi/h, greater than 72.5 and less than 77.5, the 75 mi/h speed-
flow curve will be used for this analysis. It was calculated that vp = 2205 pc/h/ln.
Density = (2205 pc/h/ln) / 75.0 mi/h = 29.4 pc/mi/ln
Using Figure 9.3a, this density corresponds to LOS D, therefore, a three lane
section is inadequate. Repeat steps 2 and 3.
Step 2: Assume eight lanes (four in each direction)

V
vp = = (5600)/(0.92)(4)(0.92)(1.0) = 1654 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 72.87 mi/h
The expected speed of the traffic stream will be:

= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(1654 − 1000)
= 70.26 /ℎ
The density will be:
Using Figure 9.3a, this density corresponds to LOS C, therefore, a four lane
section is adequate.
9-5
An existing rural freeway in rolling terrain is to be analyzed to determine LOS
using the following information: number of lanes in each direction equals 2, peak
hour volume of 2640 veh/h (in the peak direction), 18% trucks, 2% recreational
vehicles, PHF = 0.91, lane width = 12 ft, lateral clearance = 10 ft, average
interchange spacing is 3 mi; all interchanges are diamond interchanges.
Step 1: Compute demand flow rate under equivalent base conditions using
Equation 9.4
146
1 1
f HV = = = 0.775
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.18(2.5 − 1) + 0.02(2.0 − 1)
V
vp = = (2640)/(0.91)(2)(0.775)(1.0) = 1871 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
TRD = 1/3 = 0.33 ramps/mile
FFS = 75.4 – 0.0 – 0.0 – 3.22(0.33)0.84
FFS = 74.13 mi/h
Step 3: Compute average passenger car speed and density to determine LOS. For
FFS = 74.13 mi/h, greater than 72.5 and less than 77.5, the 75 mi/h speed-flow
curve will be used for this analysis. It was calculated that vp = 1871 pc/h/ln.

= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(1871 − 1000)
= 66.60 /ℎ
Using Figure 9.3a, this density corresponds to LOS D.
9-6
An existing urban freeway with 4 lanes in each direction has the following
characteristics: peak hour volume (in the peak direction) of 7070 veh/h, trucks are
10% of peak hour volume, PHF = 0.94, lane width = 11 ft, shoulder width = 6 ft,
total ramp density = 1.8 ramps per mile, rolling terrain.
Determine the LOS in the peak hour. Clearly state assumptions used for any values
not given. Show the demand flow rate, mean speed, and density for the given
conditions.
Step 1: Compute passenger car equivalent flow rate for peak 15-minute period
using Equation 9.4
PR = 0.00, as nothing is mentioned about recreational vehicles
147
1 1
f HV = = = 0.870
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.10(2.5 − 1) + 0.00
V
vp = = (7070)/(0.94)(4)(0.870)(1.0) = 2163 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
FFS = 75.4 – 1.9 – 0.0 – 3.22(1.8)0.84
FFS = 68.22 mi/h
Step 3: Compute average passenger car speed and density to determine LOS. For
FFS = 68.22 mi/h, greater than 67.5 and less than 72.5, the 70 mi/h speed-flow

= 70 − 0.00001160( − 1,200)
= 70 − 0.00001160(2163 − 1200)
= 59.24 /ℎ
Using Figure 9.3a, this density corresponds to LOS E in the peak hour.
9-7
An urban freeway is to be designed using the following information: AADT = 52,000
veh/day; K (proportion of AADT occurring during the peak hour) = 0.11; D
(proportion of peak hour traffic traveling in the peak direction) = 0.65; trucks = 8%
of peak hour volume; PHF = 0.95; lane width = 12 ft; shoulder width = 10 ft; total
ramp density = 0.5 interchange/mile; all interchanges are to be cloverleaf
interchanges; rolling terrain.
Determine the number of lanes required to provide LOS C. Clearly state
assumptions used for any values not given, and show all calculations required.
Step 1: Compute directional design hourly volume (DDHV).

DDHV = (AADT)(K)(D) = (52000)(0.11)(0.65) = 3718 veh/h
using Equation 9.4
Assume 2 lanes in each direction will be sufficient.
PR = 0.00, as nothing is mentioned about recreational vehicles
148
1 1
f HV = = = 0.893
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.08(2.5 − 1) + 0.00
V
vp = = (3718)/(0.95)(2)(0.893)(1.0) = 2191 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
FFS = 75.4 – 0.0 – 0.0 – 3.22(0.5)0.84
FFS = 73.60 mi/h

= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(2191 − 1000)
= 59.30 /ℎ
Using Figure 9.3a, this density corresponds to LOS D in the peak hour, so 2 lanes
are not enough.
Step 2: Try for 3 lanes

V
vp = = (3718)/(0.95)(3)(0.893)(1.0) = 1460 pc/h/ln
( PHF )( N )( f HV )( f p )
FFS = 73.60 mi/h
a) Compute average passenger car speed and density to determine LOS.


= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(1460 − 1000)
= 72.66 /ℎ
149

Using Figure 9.3a, this density corresponds to LOS C, so 3 lanes are adequate.
9-8
An existing 4-lane freeway (2 lanes in each direction) is to be expanded. The
segment length is 2 mi; sustained grade: 4%; Design volume of 3000 veh/h; trucks:
10%; buses: 2%; RVs: 3%; PHF: 0.95; free flow speed: 70 mi/h; right side lateral
obstruction: 5 ft; design LOS: B.
Determine: number of additional lanes required in each direction.
using Equation 9.4.
Note: this segment is considered to be in mountainous terrain since the maximum
sustained grade is 4%.
1 1
f HV = = = 0.66
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.12(4.5 − 1) + 0.03(4.0 − 1)
Step 2: Assume one additional lane in each direction

V
vp = = (3000)/(0.95)(3)(0.66)(1.0) = 1589 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
TRD = ½ = 0.5 ramps/mile
FFS = 75.4 – 0.0 – 0.4 – 3.22(0.5)0.84
FFS = 73.20 mi/h

= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(1589 − 1000)
= 71.16 /ℎ
150

Using Figure 9.3a, this density corresponds to LOS C, therefore, a three lane
section is inadequate. Repeat steps 2 and 3.
Step 2: Assume two additional lanes in each direction

V
vp = = (3000)/(0.95)(4)(0.66)(1.0) = 1192 pc/h/ln
( PHF )( N )( f HV )( f p )

FFS = 75.4 – fLW – fLC – 3.22TRD0.84
TRD = ½ = 0.5 ramps/mile
FFS = 75.4 – 0.0 – 0.2 – 3.22(0.5)0.84
FFS = 73.40 mi/h

= 75 − 0.00001107( − 1,000)
= 75 − 0.00001107(1192 − 1000)
= 74.59 /ℎ
Using Figure 9.3a, this density corresponds to LOS B, therefore, a four lane
section is adequate, requiring two additional lanes in each direction.
9-9
Given: Roadway segment with 6000 ft of 3% upgrade, followed by 5000 ft of 5%
upgrade; trucks: 8%; RVs: 4%.
Determine: number of PCEs.
Use performance curves provided in Figure 9.4.

Assuming an entry speed of 55 mi/h, at the end of the first grade speed is 38 mi/h.
At end of the second grade, speed is 27 mi/h, which is also the crawl speed for
that grade. Therefore, the effective grade is 5%.
From Table 9.4, for 8% trucks, 5% grade, and greater than 1 mile, ET = 3.5
From Table 9.5, for 4% RVs, 5% grade, and greater than 0.5 mile, ER = 3.5
151
9-10
Describe the situations that require adjustments from the base conditions for
multilane highway capacity analysis.
Base conditions for multilane highways include the following elements (other
characteristics such as total lateral clearance (TLC), median type, and access-
point density will also impact the FFS of multilane highways). If one or more of
the following conditions is not met, base conditions require adjustments.
(1) Weather and driver visibility are good and do not affect traffic flow.
There are no obstructions that could impede traffic flow such as incidents,
accidents or roadwork. The HCM procedures are based on the assumption
that each condition is met. If this is not the case, the speed, LOS and capacity
is likely to be lower than estimated.
(2) The traffic stream is composed solely of passenger cars and there are no
heavy vehicles such as trucks, buses and recreational vehicles (RVs).
(3) All drivers in the traffic stream are regular users and are familiar with
the freeway segment.
9-11
A new section of Richmond Highway is being designed as a six-lane facility (three in
each direction) with a two-way left-turn lane. Determine the peak hour LOS. Traffic
data include directional design hourly volume = 3600 veh/h, PHF = 0.94, assumed
base free flow speed = 55 mi/h. Geometric data include: urban setting, rolling
terrain, lane width = 11 ft, shoulder widths = 4 ft (right side) and 1 ft (left side), and
average access point spacing = 12 points per mile on each side.
using Equation 9.4.
1 1
f HV = = = 0.930
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.05(2.5 − 1) + 0.00
V
vp = = (3600)/(0.94)(3)(0.930)(1.0) = 1373 pc/h/ln
( PHF )( N )( f HV )( f p )
152

FFS = BFFS – fLW – fLC – fM – fA
Determine fM using Table 9.8, fM = 0.0
Determine fA using Table 9.9, fA = 3.0
FFS = 55 – 1.9 – 1.5 – 0.0 – 3.0 = 48.6 mi/h
For FFS = 48.6 mi/h, greater than 47.5 and less than 52.5, the 50 mi/h speed-flow
The expected speed of the traffic stream will be 50mi/h, as vp <1,400 pc/h/ln.

Density = (1373 pc/h/ln) / 50 mi/h = 27.46 pc/mi/ln
This corresponds to LOS D (Table 9.10).
9-12
Define the elements of a Class I, Class II, and Class III two-lane highway.
Class I. Two-lane highways whose function it is to serve as primary arterials,

daily commuter routes, and links to other state or national highway networks.
Motorists’ expectations are that travel will be at relatively high speeds.
Class II. Two-lane highways whose function it is to serve as access to Class I

highways. They also serve as scenic byways and can be used by motorists for
sightseeing; some are located in rugged terrain. Average trip lengths are shorter
than on Class I highways. The expectation of motorists is that travel speeds will
be lower than for Class I roads.
Class III. Two-lane highways that serve moderately developed areas. They may
be a portion of a Class I or Class II highway passing through a small town or a
recreational area. These segments may be used by local traffic and the number of
unsignalized access points is greater than in rural areas. They may contain longer
segments that pass through spread-out recreational areas with increased roadside
activity and reduced speed limits.
153
9-13
What are the three measures used to describe service quality for a two-lane
highway? Which of the measures are used to describe level-of-service for Class I
Class II, and Class III highways?
There are three measures used to describe the service quality of a two-lane
highway. These are (1) percent time following another vehicle (PTSF) (2) average
travel speed (ATS) (3) and percent of free-flow speed (PFFS).
LOS for Class I highways is based on two measures: PTSF and ATS. Because
speed and delay due to passing restrictions are important factors to these
motorists.
LOS for Class II highways is based on a single measure: PTSF. As travel speed is
not a key factor but delay measures the motorist’s sense of the quality of the trip.
LOS for Class III highways is based on a single measure: PFFS. In this situation
where the length of the Class III segment is limited, neither high speeds nor
passing restrictions are of major concerns. Motorists in a Class III situation are
most concerned with the ability to maintain steady progress through these sections
at or near the speed limit.
9-14
Describe the traffic characteristics associated with each of the six levels of service
for two-lane highways.
In LOS A, motorists are able to travel at their desired speeds, with if any
platoons and minimal passing maneuvers. With LOS B, passing demand increases
significantly and approaches passing capacity at the lower end of LOS B. In LOS
C, formation of platoons and platoon size increase significantly. In LOS D, flow
begins to become unstable, and passing maneuvers are extremely difficult if not
possible to complete. In LOS E, passing is nearly impossible, and most vehicles
are in long platoons; operating conditions are unstable and difficult to predict.
LOS F occurs when demand exceeds capacity and volume fall back from capacity
with highly variable speeds.
154
9-15
The following values of PTSF, FFS, and ATS have been determined for three
separate two-lane segments. Determine LOS if the segments are: (a) Class I,
(b) Class II, and (c) Class III.
Segment PTSF (%) ATS (mi/h) FFS (mi/h)

10 25 52 60
11 46 49 55
12 67 39 60
(a) For a Class I highway, using Table 9.11, segment 10 operates at LOS B (when
PTSF and ATS correspond to differing levels of service, the lower value of LOS
is used), segment 11 operates at LOS C, and segment 12 operates at LOS E.
(b) For a Class II highway, using Table 9.11, segment 10 operates at LOS A, segment
11 operates at LOS B, and segment 12 operates at LOS C.
(c) For a Class III highway, using Table 9.11:
PFFS=ATS/FFS
Segment 10: PFFS=52/60= 86.7%
Segment 11: PFFS=49/55= 89.1%
Segment 12: PFFS=39/60= 65.0%
Segment 10 operates at LOS B, segment 11 operates at LOS B, and segment 12

operates at LOS E.
9-16
Determine the PTSF in each direction for a 4.5 mile two-lane highway segment in
level terrain. Traffic volumes (two-way) are 1100 veh/h. Trucks: 10%; RVs: 7%;
PHF: 0.97; directional split: 60/40; no passing zones: 40%.
vvphd = V/PHF
vvphd = 660/0.97 = 680.4 veh/h
vvpho = V/PHF
vvpho = 440/0.97 = 453.6 veh/h
155
Step 1: Compute passenger car equivalent flow rate for peak 15-minute period, vp
a) For 60% traffic (660 veh/h)

Determine fg (grade adjustment factor), using Table 9.22; fg = 1.00
Determine ETd (PCE for trucks), using Table 9.23; ETd = 1.0
Determine ERd (PCE for RVs), using Table 9.23; ERd = 1.0
Determine fHVd (heavy vehicle adjustment factor), using Equation 9.5
1 1
f HVd = = = 1.00
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.10(1.0 − 1) + 0.07(1.0 − 1)
Determine vpd (flow rate), using Equation 9.14

Vi
v pd = = (660)/(0.97)(1.00)(1.0) = 680.41 pc/h
( PHF )( f HV )( f G )
b) For 40% traffic (440 veh/h)

Determine ETo (PCE for trucks), using Table 9.23; ETo = 1.1
Determine ERo (PCE for RVs), using Table 9.23; ERo = 1.0
Determine fHVo (heavy vehicle adjustment factor), using Equation 9.5
1 1
f HVo = = = 0.99
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.10(1.1 − 1) + 0.07(1.0 − 1)
Determine vpo (flow rate), using Equation 9.14

Vi
v po = = (440)/(0.97)(0.99)(1.0) = 458.19 pc/h
( PHF )( f HV )( f G )
Step 2: Compute base percent time spent following, BPTSF, using Equation 9.17.
coefficients a and b from Table 9.26.
= 100 1 −
(−0.0025 × 680.41 . )
= 100 1 −
=60.68%
= 100 1 −
(−0.00378 × 458.19 . )
= 100 1 −
=50.95%
156
Step 3: Compute percent time spent following, PTSF, using Equation 9.16
,
= + ,
, + ,
Determine , using Table 9.25

v = 680.41 + 458.19 = 1138.6 pc/h
By interpolation, , = 27.02%
680.41
= 60.68 + 27.02
680.41 + 458.19
= 76.83%

,
= + ,
, + ,
458.19
= 50.95 + 27.02
458.19 + 680.41
= 61.82%
9-17
Use the data provided in Problem 9-16 to estimate the ATS in each direction. Base
free flow speed: 55 mi/h; lane width: 11 ft; shoulder width: 3 ft; access points per
mile: 15.
Step 1: Equation 9.9, estimate free flow speed. Adjustment coefficients fLS and fA
from Tables 9.12 and 9.13, respectively.
FFS = BFFS – fLS – fA

FFS = 55 – 3.0 – 3.75
FFS =48.25 mi/h
Step 2: Estimate heavy vehicle adjustment factor, use Equation 9.11:
,
( ) ( )
157
a) For 60% traffic (660veh/h)

PT = 0.10
ET = 1.1 (Table 9.16)
PR = 0.07
ER = 1.0 (Table 9.16)
,
. ( . ) . ( . )
, .

PT = 0.10
ET = 1.3 (Table 9.16)
PR = 0.07
ER = 1.0 (Table 9.16)
, .
Step 3: Estimate demand volume for each direction. Use Equation 9.10.
Vd
vd = = (660)/(0.97)(1.00)(0.99) = 687.28 pc/h
( PHF )( f g , ATS )( f HV , ATSd )
Vo
vo = = (440)/(0.97)(1.0)(0.97) = 467.64 pc/h
( PHF )( f g , ATS )( f HV , ATSo )
Step 4: Estimate ATS for each direction. Use Equation 9.13. Adjustment factors
for no-passing zones interpolated from Table 9.20.
= − 0.00776 , + , − ,
= 48.25 − 0.00776(687.28 + 467.64) − 1.4

= 37.88 /ℎ
= 48.25 − 0.00776(687.28 + 467.64) − 0.8

= 38.49 /ℎ
158
9-18
Use the results of Problems 9-16 and 9-17 to compute: LOS, v/c, and veh-mi in the
peak 15 minutes and peak hour, and total travel time in the peak 15 minutes.
For the main direction (660 veh/h):
Step 1: LOS determination. See Table 9.11.

a) If Class I Highway:
- ATS = 37.88 mi/h
- PTSF = 76.83%
- LOS = E
b) If Class II Highway:
- PTSF = 76.83%
- LOS = D
c) If Class III Highway:

- ATS = 37.88 mi/h
- FFS = 48.25 mi/h
- PFFS = 78.51%
- LOS = C
Step 2: Ratio v/c. Use vd from ATS estimation, as it provides a higher v/c ratio.
/ =
1,700
687.28
/ =
1,700
/ = 0.40
Step 3: Estimate vehicle miles traveled. Use Equation 9.26

Vi
VMT15 = 0.25( ) Lt = (0.25)(660)(4.5)/(0.97) = 765.46 veh-mi
PHF
Step 4: Estimate total travel time. Use Equation 9.27.
TT15 = VMT15/ATSi = 765.46/37.88 = 20.21 veh-h
159
9-19
Use the data and results obtained in Problems 9-16 and 17 to determine the level of
service of a two-lane section if a passing lane 1.5 mi long is added. The passing lane
begins 0.75 mi from the starting point of the analysis segment.
To determine the level of service, lengths of the regions in the segment, PTSFpl
and ATSpl, must first be determined.
From Problem 9-16, PTSFd = 76.83% and ATSd = 37.88 mi/h
Step 1: Determine region lengths.

Region I: Lu = 0.75 mi
Region II: Lpl = 1.5 mi
Region III:
For PTSF, from Table 9.26, Lde = 5.8 mi; from Table 9.29, fpl = 0.62
For ATS, from Table 9.26, Lde = 1.7 mi; from Table 9.30, fpl = 1.11
Region IV:Use Equation 9.21.

Ld = Lt - (Lu +Lpl + Lde )
For PTSF, Ld = 4.5 – 0.75 –1.5 – 5.8 = –3.55; use Ld = 0

and L’de = 4.5 – 0.75 – 1.5 = 2.25
For ATS, Ld = 4.5 – 0.75 – 1.5 – 1.7 = 0.55
Step 2: Compute PTSFpl using Equation 9.23

1 − f pl Lde′2
PTSFd [ Lu + ( f pl )( L' de ) + ( )( )]
2 Lde
PTSF pl =
Lt
1 − 0.62 2.25 2
76.83[0.75 + (0.62)(2.25) + ( )( )]
PTSF pl = 2 5 .8 = 40.48%
4 .5
Step 3: Compute ATSpl using Equation 9.24

( ATS d )( Lt )
ATS pl =
L pl 2 Lde
Lu + + + Ld
f pl f pl + 1
(37.88)(4.5)
ATS pl = = 39.99 mi/h
1.5 (2)(1.7)
0.75 + + + 0.55
1.11 1.11 + 1
Step 4: Determine level of service from Table 9.11 (for Class I highway): LOS E.
160
9-20
An existing Class I two-lane highway is to be analyzed to determine the level of
service in each direction, given the following information:
Traffic data:
PHV = 600 veh/h
60% in the peak direction
8% trucks
2% recreational vehicles
PHF = 0.86
No passing zones: 40%
Geometric data:
Rolling terrain
BFFS = 55 mi/h
Lane width = 11 ft
Shoulder width = 2 ft
8 access points per mile
Analysis for the peak direction: 360 veh/h
vvphd = V/PHF
vvphd = 360/0.86 = 418.6 veh/h
vvpho = V/PHF
vvpho = 240/0.86 = 279.1 veh/h
a) Main direction:

1 1
f HVd = = = 0.95
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.08(1.6 − 1) + 0.02(1.0 − 1)
b) Opposite direction:

161
1 1
f HVo = = = 0.95
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.08(1.7 − 1) + 0.02(1.0 − 1)

Vi
v pd = = (360)/(0.86)(0.95)(0.90) = 489.60 pc/h
( PHF )( f HV )( f G )
Vi
v po = = (240)/(0.86)(0.95)(0.81) = 362.66 pc/h
( PHF )( f HV )( f G )
= 100 1 −
(−0.0015 × 489.60 . )
= 100 1 −
=44.43%
,
= + ,
, + ,

v = 489.60 + 362.66 = 852.26 pc/h
By interpolation, , = 32.4%
489.60
= 44.43 + 32.4
489.60 + 362.66
= 63.86%
Step 4: Equation 9.9, estimate free flow speed. Adjustment coefficients fLS and fA
from Tables 9.12 and 9.13, respectively.
FFS = BFFS – fLS – fA

FFS = 55 – 3.0 – 2.0
FFS =50 mi/h
162
,
( ) ( )
a) Main direction:
PT = 0.08
ET = 2.0 (Table 9.16)
PR = 0.02
ER = 1.1 (Table 9.16)
,
. ( . ) . ( . )
, .
PT = 0.08
ET = 2.2 (Table 9.16)
PR = 0.02
ER = 1.1 (Table 9.16)
,
. ( . ) . ( . )
, .
Vd
vd = = (360)/(0.86)(0.87)(0.92) = 522.99 pc/h
Vo
vo = = (240)/(0.86)(0.81)(0.91) = 378.60 pc/h
Step 4: Estimate ATS. Use Equation 9.13. Adjustment factors for no-passing
zones interpolated from Table 9.20.
= − 0.00776 , + , − ,
= 50 − 0.00776(522.99 + 378.60) − 1.7

= 41.30 /ℎ
Step 5: LOS. Table 9.11
- ATS = 41.30 mi/h
- PTSF = 63.86%
- LOS = D
163
9-21
An existing Class II two-lane highway is to be analyzed to determine the level of
service in each direction given the following information:
Peak hourly volume in the analysis direction: 900 veh/h
Peak hourly volume in the opposing direction: 400 veh/h
Trucks: 12% of total volume
Recreational vehicles: 2% of total volume
PHF: 0.95
Lane width: 12 ft
Shoulder width: 10 ft
Access points per mile: 20
Terrain: rolling
Base free flow speed: 60 mi/h
No passing zones: 40% of analysis segment length
vvphd = V/PHF
vvphd = 900/0.95 = 947.4 veh/h
vvpho = V/PHF
vvpho = 400/0.95 = 421.1 veh/h
a) Main direction:

1 1
f HVd = = = 1.00
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.12(1.0 − 1) + 0.02(1.0 − 1)

1 1
f HVo = = = 0.93
1 + PT ( ET − 1) + PR ( E R − 1) 1 + 0.12(1.6 − 1) + 0.02(1.0 − 1)
164

Vi
v pd = = (900)/(0.95)(1.00)(1.00) = 947.4 pc/h
( PHF )( f HV )( f G )
Vi
v po = = (400)/(0.95)(0.93)(0.91) = 497.5 pc/h
( PHF )( f HV )( f G )
= 100 1 −
(−0.0027 × 947.4 . )
= 100 1 −
= 71.71%
,
= + ,
, + ,

v = 947.4 + 497.5 = 1444.9 pc/h
Assume directional split 70/30. By interpolation, , = 17.2%
947.4
= 71.71 + 17.2
947.4 + 497.5
= 82.99%
- PTSF = 82.99%
- LOS = E
165
9-22
An existing Class III two-lane highway is to be analyzed to determine the level of
service in each direction given the following information:
Peak hourly volume in the analysis direction: 900 veh/h
Peak hourly volume in the opposing direction: 720 veh/h
Trucks: 10% of total volume
Recreational vehicles: 2% of total volume
PHF: 0.94
Lane width: 12 ft
Shoulder width: 2 ft
Access points per mile: 30
Terrain: level
Measured free flow speed: 45 mi/h
No passing zones: 60% of analysis segment length
vvphd = V/PHF
vvphd = 900/0.94 = 957.4 veh/h
vvpho = V/PHF
vvpho = 720/0.94 = 766.0 veh/h
,
( ) ( )
a) Main direction:
PT = 0.10
ET = 1.0 (Table 9.16)
PR = 0.02
ER = 1.0 (Table 9.16)
,
. ( . ) . ( . )
, .
PT = 0.10
ET = 1.1 (Table 9.16)
PR = 0.02
ER = 1.0 (Table 9.16)
,
. ( . ) . ( . )
, .
166
Vd
vd = = (900)/(0.94)(1.00)(1.00) = 957.4 pc/h
Vo
vo = = (720)/(0.94)(1.00)(0.99) = 773.7 pc/h
Step 3: Estimate ATS. Use Equation 9.13. Adjustment factors for no-passing
zones interpolated from Table 9.20.
= − 0.00776 , + , − ,
= 45 − 0.00776(957.4 + 773.7) − 0.9

= 30.66 /ℎ

- ATS = 30.66 mi/h
- FFS = 45 mi/h
- PFFS = ATS/FFS = 30.66/45 = 68.1%
- LOS = D
167

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Traffic and Highway Engineering 5th

Edition Garber Solutions Manual

At LOS D, speeds begin to decline slightly with increasing flows. Freedom to

At LOS F, breakdown conditions exist and uniform moving flow cannot be

Lateral clearance – Lateral obstructions tend to have an effect similar to reduced

Driver population – A driver population consisting primarily of weekday

Interchange spacing – As interchanges are more closely spaced, the lengths of

Step 1: Compute heavy vehicle adjustment factor

Step 3: Compute free flow speed using Equation 9.2

Step 2: Assume eight lanes (four in each direction)

Step 3: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

Step 2: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

Density = (1871 pc/h/ln) / 66.60 mi/h = 28.09 pc/mi/ln

Using Figure 9.3a, this density corresponds to LOS D.

Step 2: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

Step 1: Compute directional design hourly volume (DDHV).

Step 3: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

Step 2: Try for 3 lanes

FFS = 73.60 mi/h

a) Compute average passenger car speed and density to determine LOS.

The expected speed of the traffic stream will be:

The density will be:

Step 2: Assume one additional lane in each direction

Step 3: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

The density will be:

Step 2: Assume two additional lanes in each direction

Step 3: Compute free flow speed using Equation 9.2

The expected speed of the traffic stream will be:

Use performance curves provided in Figure 9.4.

Step 2: Compute free flow speed using Equation 9.7

The density will be:

This corresponds to LOS D (Table 9.10).

Class I. Two-lane highways whose function it is to serve as primary arterials,

Class II. Two-lane highways whose function it is to serve as access to Class I

Segment PTSF (%) ATS (mi/h) FFS (mi/h)

(c) For a Class III highway, using Table 9.11:

Segment 10 operates at LOS B, segment 11 operates at LOS B, and segment 12

a) For 60% traffic (660 veh/h)

Determine vpd (flow rate), using Equation 9.14

b) For 40% traffic (440 veh/h)

Determine vpo (flow rate), using Equation 9.14

b) For 40% traffic (440 veh/h)

Determine , using Table 9.25

b) For 40% traffic (440 veh/h)

FFS = BFFS – fLS – fA

Step 2: Estimate heavy vehicle adjustment factor, use Equation 9.11:

a) For 60% traffic (660veh/h)

b) For 40% traffic (440 veh/h)

a) For 60% traffic (660 veh/h)

b) For 40% traffic (440 veh/h)

a) For 60% traffic (660 veh/h)

= 48.25 − 0.00776(687.28 + 467.64) − 1.4

b) For 40% traffic (440 veh/h)

= 48.25 − 0.00776(687.28 + 467.64) − 0.8

For the main direction (660 veh/h):

Step 1: LOS determination. See Table 9.11.

c) If Class III Highway:

Step 3: Estimate vehicle miles traveled. Use Equation 9.26