Traffic Engineering 4th Edition Roess

Solutions Manual
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TRAFFIC ENGINEERING, 4th Edition

Roess, R.P., Prassas, E.S., and McShane, W.R.

Solution to Problems in Chapter 14

Problem 14‐1

The free‐flow speed of a multilane highway is estimated using Equation 14‐6:

FFS = BFFS − f LW − f LC − f M − f A

Where: BFFS = 60 mi/h (given)

fLW = 1.9 mi/h (Table 14.5, 11-ft lanes)
fLC = 0.65 mi/h (Table 14.7, 3 + 6 = 9 ft total lateral clearance)
fM = 1.6 mi/h (Table 14.8, undivided)
fA = 3.75 mi/h (Table 14.9, 15 access pts/mi)

FFS = 60.00 − 1.90 − 0.65 − 3.75 = 53.7 mi / h

Problem 14‐2

The free‐flow speed of a freeway is estimated using Equation 14‐5:

FFS = 75.4 − f LW − f LC − 3.22 TRD 0.84

Where: fLW = 0.0 mi/h (Table 14.5, 12‐ft lanes)

fLC = 1.6 mi/h (Table 14.6, 2‐ft clearance, 6‐lane freeway)
TRD = 3.5 ramps/mi (given)

FFS = 75.4 − 0.0 − 1.6 − 3.22 (3.5 0.84 ) = 75.4 − 0.0 − 1.6 − 9.2 = 64.6 mi / h

Problem 14‐3

(a) As the total length of the composite grade (2,000+1,000+900 = 3,900 ft) is
less than 4,000 ft, the average grade methodology may be used.

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Rise on 3% Grade: 2,000*0.03 = 60 ft

Rise on 2% Grade: 1,000*0.02 = 20 ft
Rise on 4% Grade: 900*0.04 = 36 ft
Total 116 ft

Composite Grade = (116/3,900)*100 = 2.97%

(b) As this composite grade is longer than 4,000 ft (10,000 ft), and part of the
curve has a grade of greater than 4%, this grade must be handled using
the graphic composite grade methodology illustrated below.

After 2,000 ft of 4% grade, trucks will be traveling at approximately 36

mi/h. This is the speed at which trucks enter the 5,000 ft of 3%. It is as if
the trucks had been on the 3% grade for approximately 3,800 ft. Traveling
another 5,000 ft along this grade, to 8,800 ft, trucks have re‐accelerated to
an approximate speed of 38 mi/h, at which they now enter the final 3,000
ft of 5% grade. Starting as if they were approximately 1,800 ft along the
5% grade, they travel another 3,000 ft to 4,800 ft. They’re final speed is
approximately 28 mi/h, and the composite grade is 5%, 10,000 ft long.

(c) As the initial portion of the grade is the steepest, the composite grade is
taken to the end of the first segment: 5%, 4,000 ft.

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Problem 14‐4

From Table 14.11, for rolling terrain, ET = 2.5 and ER = 2.0. Then:

PC Equivalents for Trucks: 3,200*0.12*2.5 = 960 pc/h

PC Equivalents for RVs: 3,200*0.03*2.0 = 192 pc/h
PC Equivalents for Cars: 3,200*0.85*1.0 = 2,720 pc/h
Total Equivalent Volume: 3,872 pc/h

Problem 14-5

It is necessary to determine the free-flow speed of the subject freeway using Eqn 14-5:

FFS = 75.4 − f LW − f LC − 3.22 TRD 0.84

Where: fLW = 1.9 mi/h (Table 14‐5, 11‐ft lanes)

fLC = 0.8 mi/h (Table 14‐6, 2‐ft clearance, 4 lanes)
TRD = 4.2 ramps/mi (given)

( )
FFS = 75.4 − 1.9 − 0.8 − 3.22 4.2 0.84 = 62.0 mi / h

From 14.10, the 60-mi/h speed-flow relationship is used for this freeway.

Service flow rate are computed using Eqn 14-2; service volumes are computed using Eqn
14-3:

SF = MSF *N * f HV * f p
SV = SF * PHF

Maximum service flow rates (MSF) are selected from Table 14.3 for a FFS of 60 mi/h:

LOS A – 660 pc/h/ln; LOS B – 1,080 pc/h/ln; LOS C – 1,560 pc/h/ln; LOS D – 2,010
pc/h/ln; LOS E - 2,300 pc/h/ln.

The heavy vehicle factor is based upon passenger car equivalents for trucks on a 4%
grade of 1.5 miles. The pce values are different for the upgrade and the downgrade.

ET (upgrade) = 3.75 (Table 14.12, 4% grade, 1.5 mi, 3% trucks interpolated)

ET (dngrade) = 1.50 (Table 14.14, 4% grade, < 4mi, 3% trucks extrapolated)

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Then, using Eqn 14.9:

1
f HV =
1 + PT ( ET − 1) + PR ( E R − 1)
1
f HV (upgrade) = = 0.924
1 + 0.03 (3.75 − 1)
1
f HV (dngrade) = = 0.985
1 + 0.03 (1.5 − 1)

The PHF is given as 0.92, there are 4 lanes in each direction on the freeway, and
the driver population adjustment factor (fp) is 1.00 for a normal driver
population. Equations 14‐2 and 14‐3 are implemented in the spreadsheet table
shown below.

Problem 14‐6

To determine the probable LOS for this existing 6‐lane multilane highway with
FFS = 45 mi/h, the equivalent ideal lane flow must be determined using Eqn 14‐1:

V
vp =
PHF * N * f HV * f p

Where: V = 4,000 veh/h (given)

PHF = 0.88 (given)
N = 3 lanes (given)
fp = 1.00 (normal driver population assumed)

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 5

Then: ET = 2.5 (Table 14.11, Rolling Terrain)

1
And: f HV = = 0.847
1 + 0.12 ( 2.5 − 1)

4,000
Then: vp = = 1,789 pc / h / ln
0.88 * 3 * 0.847 * 1

Comparing this to the MSF values of Table 14.4 for a FFS of 45 mi/h, it is seen
that the LOS is E.

Problem 14‐7

This is a design application for a section of freeway that goes from level terrain to
a sustained 5%, 2‐mile grade. LOS C is the design target. The number of lanes
needed to provide this on the (a) upgrade, (b) downgrade, and (c) level terrain is
needed. Equation 14‐4 is used:

DDHV
N=
PHF * MSF * f HV * f p

The FFS of the facility is needed to begin:

FFS = 75.4 − f LW − f LC − 3.22 TRD 0.84

FFS = 75.4 − 0 − 0 − 3.22 (0.5 0.84 ) = 75.4 − 1.8 = 73.6 mi / h SAY 75 mi / h

DDHV = 2,500 veh/h (given)

MSFC = 1,750 pc/h/ln (Table 14.3, FFS = 75 mi/h)
PHF = 0.92 (given)
fp = 1.00 (normal driver population assumed)

There may be as many as three different heavy vehicle adjustment factors for the
three segments to be analyzed. They are based upon the appropriate passenger
car equivalents for trucks and RVs. Level terrain values are selected from Table
14.11; upgrade (5%, 2 mi) values are selected from Table 14.12 for trucks and
14.13 for RVs; downgrade values are selected from Table 14.14 for trucks and
Table 14.11 for RVs (level terrain assumed for downgrade). The resulting values
are shown in the table that follows:

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 6

Equivalent Level Upgrade Downgrade

ET 1.5 2.5 1.5
ER 1.2 4.5 1.2

Then:

1
f HV (level / downgrade) = = 0.949
1 + 0.10 (1.5 − 1) + 0.02 (1.2 − 1)
1
f HV (upgrade) = = 0.820
1 + 0.10 (2.5 − 1) + 0.02 (4.5 − 1)

Then:

2,500
N level / down = = 1.6 lanes, SAY 2 lanes
0.92 *1,750 * 0.949 *1
2,500
N upgrade = = 1.9 lanes, SAY 2 lanes
0.92 *1,750 * 0.820 *1

It appears that the provision of a 4‐lane freeway will be sufficient to deliver LOS
C on all of the defined segments.

Problem 14‐8

This question concerns an old freeway with projected traffic growth in the future.
It asks for an evaluation of LOS at various future time‐points. The easiest way to
approach this problem is to create a table of service volumes for the freeway
which can be matched against future demand levels.

It is first necessary to estimate the FFS of the freeway using Eqn 14‐5:

FFS = 75.4 − f LW − f LC − 3.22 TRD 0.84

Where: fLW = 1.9 mi/h (Table 14.5, 11-ft lanes)

fLC = 3.6 mi/h (Table 14.6, 0‐ft clearance, 2 lanes)
TRD = 4.5 ramps/mi (given)

FFS = 75.4 − 1.9 − 3.6 − 3.22 (4.5 084 ) = 58.5 mi / h, SAY 60 mi / h

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Then, using Equations 14‐2 and 14‐3:

SF = MSF *N * f HV * f p
SV = SF * PHF

Where: N = 2 lanes (given)

PHF = 0.90 (given)
fp = 1.00 (normal driver population assumed)
ET = 2.5 (Table 14.11, rolling terrain)
fHV = 1/[1+0.07(2.5‐1)] = 0.905

and values of MSF are selected for each LOS from Table 14.3 for a FFS or 60 mi/h:

LOS A – 660; LOS B – 1080; LOS C – 1560; LOS D – 2010; LOS E = 2300.

Equations 14‐3 and 14‐4 are implemented in the spreadsheet table shown below:

These values must be compared to the projected demand volumes over the next
20 years to determine the likely LOS that will exist:

Current Volume = 2,100 = 2,100 veh/h (LOS C)

5‐Year Forecast = 2,100*1.035 = 2,434 veh/h (LOS C)
10‐Year Forecast = 2,100*1.0310 = 2,822 veh/h (LOS D)
15‐Year Forecast = 2,100*1.0315 = 3,271 veh/h (LOS D)
20‐Year Forecast = 2,100*1.0320 = 3,792 veh/h (LOS F)

The demand volume will exceed capacity somewhere in the period between 15
and 20 years, near 20 years. Given the lead time for most major re‐construction
projects, planning should begin no later than year 10.

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 8

Problem 14‐9

The headway data shown is based upon 160 passenger cars and 40 trucks in the
traffic stream. This represents a truck population of (40/200)*100 = 20%. If all
headways are considered separately, Equation 14‐14 is used to compute the
equivalent:

(1 − PT ) (hPT + hTP − hPP ) + PT hTT

ET =
hPP
(1 − 0.20) (3.8 + 4.3 − 3.1) + 0.20 * 4.9
ET = = 1.61
3.1

If only the trailing vehicle type matters, average headways for each are as
follows:

(128 * 3.1) + (32 * 3.8)

hP = = 3.24
160
(32 * 4.3) + (8 * 4.9)
hT = = 4.42
40

The equivalent is then found using Equation 14‐15:

hT 4.42
ET = = = 1.36
hP 3.24

The two are different precisely because headways clearly depend upon both the
lead and trailing vehicle types.

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