Module 6

Capacity Analysis
Definition
• IndoHCM 2017: Capacity is defined as a maximum hourly flow in vehicle per
hour at which vehicles can reasonably be expected to traverse a point or a
uniform section of a lane or a roadway under the prevailing roadway, traffic and
control conditions.

• HCM (2010) definition: The capacity of a facility is defined as the maximum

sustainable hourly flow rate at which persons or vehicles reasonably can be
expected to traverse a point or uniform section of a lane or roadway during a
given time period under prevailing roadway, environmental, traffic, and control
conditions.

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Factors Affecting
• Roadway condition

• Traffic condition

• Control conditions

• Environmental conditions

• Technology

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Roadway Factors
• Lane widths
• Normal, reduced – constrained 3.0 m, intermediate, etc. 3.0 / 3.5 / 3.75 m
• Capacity adjustment – reduction in capacity with reduction in lane width
• Reduction is 10-12% per 0.3 m reduction in width (up to 2.7 m)
• Increase in lane width will also reduce capacity due to high speeds and longer gaps
maintained by the vehicles

• Number of lanes (capacity is by lane)

• New approach is to define capacity by carriageway width
• Practically an increase in number of lanes would not increase the capacity proportionately

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Roadway Factors
• Carriageway surface
• Roughness, mm/km, 3000 acceptable; 5000 causes reduction in capacity by 20%

• Shoulder widths, surface quality and lateral clearances

• Paved / unpaved – surface quality, chances of use by vehicles; reduction by 30% if the surface
quality is too bad.
• At level with the carriageway – increases chance of use
• Width 2.50 / 1.80 m or less, offset, control lines – reduction in width will reduce the capacity

• The type of a facility

• Mixed use v/s excusive facility

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Roadway Factors
• Horizontal and vertical alignments
• Curves and curvatures – reduction in speed and gaps, reduces capacity
• Associated design features
• Grades – values and lengths; +4% reduces capacity by 10% and -4% increases the capacity by 13%

• Availability of exclusive turn lanes at intersections

• Merging / diverging lanes, length of such sections, separators – improves driving and driver
behaviour

• Separation of local traffic on highways passing through cities / developed areas

• Service roads / frontage roads
• Entry / exit from road-side development / utilities

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Traffic Factors
• Design speed and limits
• Usually does not affect capacity, mainly affects the upper segment of stable flow
• Operating speed ~ 85th percentile of Free Flow speed (FFS)
• FFS – speed of vehicles when headway maintained is 8s or more

• Vehicle Type and Proportion

• Passenger car vs Heavy vehicles vs small vehicles – Performance and operational issues
• Recreational vehicle vs intercity / intracity buses – Space, stops, speeds, queuing
• Geometric features effect
• Slow moving vehicles – effect is negligible upto 10% share, reduces by 40% if share is 30%

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Traffic Factors
• Directional and Lane Distribution
• Optimal 50:50
• Reduces with unbalanced distribution – 3% per 10% change in split
• Not a factor in multi-lane highways
• DSV reduces with an increase in Peak Hour Ratio – 10-12% per 1% increase in PHR (range 7 –
10%)
• Lane distribution – Spatial and temporal effect may be there; Shoulder lane 17 – 50% lower
(higher during peak periods) and middle lane 8 – 20% as compared to median lane

• Driver Population
• Commuter vs mixed; regional effect; driving skill or pattern

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Traffic Factors
• Flow Rate
• Mid-block; regional effect; land use in adjoining area; spatial and temporal variation

• Traffic Composition
• Big vs small; slow vs fast – performance, space occupied, speed, gaps, performance, etc.
• Gaps available in conflicting traffic streams – at intersection approaches or in
crossing maneuvers, on gradients
• Delays - at signals, stopped
• Exclusive traffic lanes – HOV, NMT

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Control Conditions
• Interrupted flows – E.g. signal cycle, phasing, green time, platoon
effect, random discharge
• Priority rules
• Markings, signs, channelization
• Restrictions, prohibitions, regulations
• Land use control
• Parking
• Loading / unloading; access control; traffic calming

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Environmental Factors
• Weather – rains, high sunshine
• Lighting – safety, security
• Surroundings – access, restrictions, parking, controls

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Technology factors
• New technology vehicles – acceleration/deceleration, power, steering
• ITS (signages, dynamic traffic control, etc.) – shift to other vehicle, travel time
• Communication technology (impact on travel demand), etc.
• Adaptive signal control or traffic signal interconnection
• Variable freeway speed limits, automated speed limit enforcement
• Parking availability signs, variable message signs, highway advisory radio, real
time travel time and incident information systems
• Electronic anti-skidding system; Incident management; Electronic enforcement

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LOS Measures / Attributes
Traffic Operation Usage
• Travel time • frequency • comfort
• travel cost • number of stops • convenience
• delay • operational plan • aesthetics
• speed • facilities • information
• volume • safety & security • geometric
• density • services • surface quality
• reliability • maneuverability • land use
• incidents • wait time • usability
• controls • transfer time • security
• access points • direct service • ease of approach,
• intersections accessibility
• seat availanility
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LOS Measures / Attributes
• Vehicular interrupted flow
a. Urban streets average travel speed, number of stops
b. Singnalised intersection control delay, queue length
c. Two-way STOP controlled intersection control delay
d. All-way STOP controlled intersection control delay
e. Roundabouts None
f. Interchange ramp terminals control delay
g. Off-street pedestrian and bicycle facilities pedestrian space, bicycle speed, number of
meeting/passing events

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LOS Measures / Attributes
• Vehicular uninterrupted flow
a. Two lane highways % time spent following & average travel speed
b. Multilane highways density, travel speed
c. Basic freeway segments density, travel speed
d. Freeway weaving area density, travel speed
e. Freeway ramp junction density, travel speed
f. Freeway facilities None

• Pedestrian – space, delay, flow

• Bicycle – speed, event, delay

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HCM 2018 – Uninterrupted Flow
• Lane width (3.6 m)
• Clearance (1.8 m) between the edge of the travel lanes and the nearest obstructions or
objects at the roadside and in the median – no effect of surroundings
• Free-flow speed (100 km/h) on multilane highways
• Only passenger cars in the traffic stream (no heavy vehicles) – no vehicular interaction
• Level terrain – no performance loss
• No ‘No-passing zones’ on two-lane highways – i.e. normal opportunities for overtaking
• No impediments to through traffic due to traffic control or turning vehicles – free of
controls
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HCM 2018 – Interrupted Flow
• Lane width (3.6 m)
• Level grade
• No curb parking on the approaches
• Only passenger cars in the traffic stream and no local transit buses stopping in the
travel lanes
• Intersection located in a non-central business district area
• No pedestrians

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Indo-HCM 2017 – Interurban Roads
• Base condition
• Carriageway width:
• 2-lane bidirectional road: 7.0 m + 1.0 m soft shoulder
• Intermediate bidirectional road: 5.5 m + 1.0 m soft shoulder
• Single-lane bidirectional road: 3.75 m + 1.0 m soft shoulder

• Section profile is straight

• Section is not influenced by interruptions – road surface quality, intersection, gradient, curvature, other roads
• No physical barrier on 500 m section – speed breaker, rubble strips, etc.
• Free from road-side friction activities
• Free from any work activity for at least 1 km on either side of the section
• No incident or crashes for at least 1 km on either side of the section

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Indo-HCM 2017 – Interurban Roads
• Geometric Data
• Type of carriageway – single, intermediate, two lane
• Carriageway width and lateral clearance
• Type of shoulder and width – soft / hard
• Terrain classification
• Pavement condition – based on IRI (International Roughness Index), m/km
• Horizontal curvature - degree/km
• Vertical gradient - %

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Indo-HCM 2017 – Interurban Roads
• Traffic Data
• Traffic volume classified and composition
• Length of analysis period
• Directional split
• Speed of different vehicles
• Free Flow Speed of cars

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Indo-HCM 2017 – Interurban Roads
• Stream Equivalency Factor
• Se = (Flow in PCU/h) / (Flow in veh/h)
• Se, 1-L = 1 + 0.01 PBC – 0.38 P2W – 0.29 PAuto + 0.231 PLCV + 1.18 PBus + 0.77 PTAT + 2.26 PTT – (7.22/N)
• Se, Inter = 1 + 0.15 PBC – 0.702 P2W + 0.204 PAuto + 1.77 PLCV + 5.075 PBus + 3.55 PTAT + 4.598 PTT + 5.414
PMAT – (1.239/N)
• Se, 2-L = same as intermediate lane

• Base Capacity
• 2-lane road: 394 + 34 VOS
• Inter-lane road: 830 + 16.4 VOS
• Single-lane road: 187 + 12.4 VOS

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Indo-HCM 2017 – Interurban Roads
• Relation between critical gap and traffic volume:
• CG = 74.8 Q-0.45 (sec); Q is in veh/h

• Adjustment factors:
• Carriageway width
2L 6.5m 6.8m 7.0m 7.2m 7.5m 14% per 0.50 m change
0.86 0.95 1.0 1.05 1.14
Inter L 5.5 5.6 5.8 6.0 15% per 0.50 m change
1.0 1.03 1.09 1.15
Single L 3.5 3.75 4.0 4.2 24% per 0.25 m change
0.76 1.0 1.24 1.43

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Indo-HCM 2017 – Interurban Roads
• Adjustment factors:
• Paved shoulder
Width 0.0 0.5 0.75 1.0 1.5 2.0 11% per 0.5 m change
Factor 1.0 1.11 1.17 1.22 1.33 1.44
• Directional split
Split 50:50 60:40 70:30 80:20 90:10 100:0 3% per 10% change
Factor 1.0 0.967 0.935 0.902 0.869 0.836

• Road geometry
Capacity = 23.6 VOS + 167
Operating speed VOS = 70.6 – 1.84 g% - 0.026 C
G% = grade in percent; C = curvature in degree/km

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Indo-HCM 2017 – Interurban Roads
• Adjustment factors:
• Riding quality
2 L road: VOS = 104 – 6.8 IRI
Inter Road: VOS = 91 – 6.7 IRI IRI is in m/km
Capacity: 2-L road with paved shoulder = 5082 – 275 IRI
2-L road unpaved shoulder = 3677 – 203 IRI
Inter Road = 2956 – 199 IRI
Single lane road = 945 – 25 IRI
• LOS:
• Based on number of followers and v/c ratio.
• Number of followers (NF) = 1.1742 Q0.9306; Q is in PCU/h
• Number of followers as percentage of capacity, NFPC = (NF/Capacity)

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Indo-HCM 2017 – Interurban Roads
• LOS Ranges for 2-lane and Intermediate lane road LOS for single lane road
LOS NFPC v/c ratio Service volume (PCU/d) LOS v/c ratio
A <= 0.15 < 0.25 < 7500 A <=0.15
B 0.15 – 0.25 0.26 – 0.45 7500 – 13500 B 0.16 – 0.30
C 0.26 – 0.40 0.46 – 0.60 13500 – 17500 C 0.31 – 0.50
D 0.41 – 0.55 0.61 – 0.75 17500 – 23000
D 0.51 – 0.80
E 0.56 – 0.70 0.76 – 1.0 23000 – 30000
E 0.81 – 1.00
F > 0.70 > 1.0 > 30000
F > 1.00
• Upgrade from 2Lane bidirectional road to 4-lane divided road when at LOS-B
Design Service Volume > = 10500 PCU/d

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Example
Road data: Two-way traffic road; directional split 50:50; carriageway width = 7.0 m earthen shoulder
1.5 m on both sides of the carriageway; terrain Plain; vehicle operating speed = 75 km/h

Time period SC BC TW Auto LCV Bus TAT MATV TT Total

(min)
0 – 15 23 6 87 14 5 2 8 3 5 153
16 – 30 14 6 94 2 11 12 3 3 6 151
31 – 45 45 14 59 8 8 3 6 6 3 152
46 – 60 36 2 46 14 5 2 26 5 6 152
Total Hourly 118 38 286 38 29 19 43 17 20 608
Volume
Composition % 19.4 6.3 47.0 6.3 4.8 3.0 7.1 2.8 3.3 100.0

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Solution
Vehicle type Range of PCUs Range of traffic Estimated PCU value
composition
SC – SMALL CAR 1.0 6 – 30 1.0
BC – BIG CAR 1.1 – 2.5 5 – 16 1.29
TW – TWO WHEELER 0.2 – 0.5 17 – 64 2.80
AUTO – AUTORICKSHAW 1.1 – 2.0 5 – 19 0.31
B – BUS 2.8 – 4.8 5 – 10 1.18
LCV – LIGHT COMMERCIAL VEHICLE 2.0 – 5.0 2 – 18 2.52
TAT – TWO AXLE TRUCK 3.0 – 5.5 5 – 20 3.35
MAT – MULTI AXLE TRUCK 4.6 – 11.6 2 – 11 5.22
TT – TRACTOR TRAILOR 5.0 – 8.0 2-5 6.3

SC BC Bus TAT LCV Auto TW TT MAT Total PCU/h

118 49 53 144 73 45 88 126 59 785
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Solution
Stream Equivalency Approach:
SoTL = 1 + 0.150 + 0.063 – 0.702 + 0.470 + 0.204 + 0.063 + 1.770 + 0.048 + 5.075 + 0.031 + 3.55 +
0.071 + 4.598 + 0.033 + 5.414 + 0.028 – 1.239*(1/608) = 1.486
Flow in PCU = So * Flow in veh/h = 1.486*608 = 903 PCU/h
Base Capacity:
Co = 394 + 34*75 = 2944 PCU/h
LOS:
Total flow = 785 PCU/h or 903 PCU/h
Number of followers = NF = 1.1742*Q0.9306 = 1.1742*7850.9306 = 580 PCU/h
Or NF = 1.1742*9030.9306 = 661 PCU/h
Number of followers as percentage of capacity = NFPC = 580/2944 = 0.2017 Or 661/2944 = 0.224
Hence LOS-B.
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Interurban Roads (Indo-HCM 2017)
• Base Condition:
• Plain and rolling terrain
• No horizontal curvature or vertical gradient
• Traffic lane 3.5 m wide
• Minimum 1.5 m wide paved shoulder followed by unpaved shoulder or barrier
• Minimum 2.5 m wide median
• IRI < 2.7 m/km i.e. no pavement defects
• No direct access point
• No side friction (public transport stops / bus bays / truck lay byes / pedestrian activity / slow
moving vehicles)
• No work zone activity
• No incidents or crashes

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Interurban Roads (Indo-HCM 2017)
Stream Equivalency Factor:
Se, 4L = 1 + 0.6 PBC – 1.5 P2W + 2.6 PLCV + 4.8 PBus + 3.6 PTAT + 1.2 PAUTO + 6.4 PMAT + (59.8/N)
Se, 6L = 1 + 0.7 PBC – 2.1 P2W + 1.2 PAuto + 3.3 PLCV + 5.0 PBus + 4.8 PTAT + 7.5 PMAT + (64.7/N)
Capacity:
C4L = 30 VOS + 1540
C6L = 43 VOS + 2490
VOS 4L (PCU/h/dir) 6L (PCU/h/dir)
70 3640 5500
80 3940 5930
90 4240 6360
100 4540 6790
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Interurban Roads (Indo-HCM 2017)
Adjustment Factors:
Gradient, curvature and roughness
4L: (VOS)Ad = (VOS)Base - 4.7 IRI – 0.6 GR – 0.03 CR
6L: (VOS)Ad = (VOS)Base – 1.2 IRI – 0.4 GR – 0.0 CR
Paved shoulder width and median width
4L: CAD = CBase + 188 PSW + 170 UPSW + 74 for median >=2.5 m
CAD = CBase + 188 PSW + 170 UPSW for median < 2.5 m
6L: CAD = CBase + 153 PSW + 64 UPSW
PSW = Actual width paved – 1.5 m
Upgrading the road section
4L to 6L: at LOS-B DSV >= 22500 PCU/d 6L to 8L: at LOS-B DSC >= 34000 PCU/d
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Interurban Roads (Indo-HCM 2017)
LOS: Based on density and v/c ratio
4-lane 6-lane
LOS density (PCU/km/dir) v/c ratio density (PCU/km/dir) v/c ratio
A <= 18 <= 0.20 <= 27 <= 0.20
B 19 – 27 0.21 – 0.30 28 – 41 0.21 – 0.30
C 28 – 45 0.31 – 0.50 42 – 68 0.31 – 0.50
D 46 – 64 0.51 – 0.70 69 – 95 0.51 – 0.70
E 65 – 90 0.71 – 1.00 96 – 136 0.71 – 1.00
F > 90 >1.00 > 136 > 1.00
Design Service Volume at LOS-B
4-lane: 18001 – 27000 PCU/day 6-lane: 27001 – 41000 PCU/day
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Example
Data: operating speed = 100 km/h; traffic lane width = 3.5 m; gradient = 1.4%; pavement roughness
= 3.6 m/km; curvature = 172.5 deg/km; paved shoulder width = 0.50 m; median width = 1.5 m; total
volume = 1250 veh/h; space mean speed of traffic stream = 40 km/h; terrain plain; four-lane divided
highway.
Vehicle Volume, veh/h Composition %
SC 431 34
BC 256 20
TW 282 23
LCV 49 4
TAT 24 2
MAT 61 5
Auto 86 7
B 61 5
Total 1250 100
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Solution
VOS, Adj = 100 – 4.7*3.6 – 0.6*1.4 – 0.03*172.5 = 77 km/h
Capacity – Base: Co = 30*77 + 1540 = 3850 PCU/h/dir
Adjusted for shoulder width and median width:
CAdj = 3850 + 188*(0.5 – 1.5) +170*0 = 3662 PCU/h/dir
Traffic calculations:
SEF Approach: So = 1 + 0.6*0.20 – 1.5*0.23 + 2.6*0.04 + 3.6*0.02 + 6.4*0.05 +1.2*0.07 + 4.8*0.05 +
59.8*(1/1250) = 1.64
Flow in PCU/h/dir = 1.64*1250 = 2050 PCY/h/dir
Traffic density: k = Q/V
K = 2050/40 = 51 PCU/km/dir
Volume to capacity ratio: v/c = 2050/3662 = 0.56
LOS: For k = 51, LOS is ‘D’, and for v/c ratio also LOS is ‘D’. Hence LOS is ‘D’.
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Example
Data: AADT = 20000 veh/day; design speed = 100 km/h; plain terrain; proportion of
AADT during peak hour = 8%; proportion of peak hour volume in peak direction =
60%; traffic composition SC 28%, BC 20%, TW 10%, LCV 12%, TAT 10%, MAT 7%,
Auto 3%, and Bus 10%.
Determine the number of lanes required to maintain LOS-B during peak hour.

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Solution
DDHV = AADT*k*D = 20000*0.08*0.6 = 960 veh/h/dir
Assuming that the highway may be a 4-lanr divided highway
SEF = 1 + 0.6*0.2 – 1.5*0.1 + 22.6*0.12 + 3.6*0.10 + 6.4*0.07 + 1.2*0.03 + 4.8*0.10
+ 59.8*(1/960) = 2.67
Design hourly volume = 960*22.67 = 2563 PCU/h/dir
Capacity for 100 km/h and 4-lane highway = 30*100 + 1540 = 4540 PCU/h/dir
For maintaining LOS-B, v/c ratio shall be 0.30
DSV = 0.30* 4540 = 1362 PCU/h/dir
Number of lanes required = 2563/1362 = 1.88
Hence a 4-lane divided highway will be okay.
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Expressways – IndoHCM 2017
• Base Conditions:
• Minimum lane width 3.5 m
• Minimum lateral clearance on left shoulder 1.8 m
• Minimum median lateral clearance 0.5 m
• Two or more lanes per direction
• No direct access point
• No pavement defects
• No roadside friction
• Level terrain, gradient not more than 2%
• Radius of curve not less than 2000 m

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Expressways – IndoHCM 2017
• Capacity:
4-lane interurban: 5000 PCU/h/dir 2500 PCU/h/lane
6-lane interurban: 7500 PCU/h/dir 2500 PCU/h/lane
8-lane urban: 9200 PCU/h/dir 2300 PCU/h/lane

• Effect of gradient:
• Grade increase to 3.5% capacity reduces by 30%
• Grade decrease by 3.5% capacity reduces by 3%

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Expressways – IndoHCM 2017
• Stream Equivalency Factor:
Se, Level, IU = 1 + 0.42 PBC + 1.91 PLCV + 4.45 PBus + 4.95 PTAT + 5.62 PMAT – 84*(1/N)
Se, +3.5%, IU = 1 + 0.56 PBC + 1.43 PLCV + 5.17 PBus + 3.32 PTAT + 3.95 PMAT + 50.65*(1/N)
Se, -3.5%, IU = 1 + 0.89 PBC + 1.38 PLCV + 3.72 PBus + 3.58 PTAT + 3.68 PMAT + 12.89*(1/N)
Se, Level, UE = 1 + 0.86 P2W – 0.67 PAuto + 0.30 PBC + 0.80 PLCV + 4.65 PBus + 3.25 PTAT + 3.75 PMAT +
37.15*(1/N)
Where, N = Total flow in veh/h

• Capacity: 6-lane
Grade -3.5%: Interurban 7370 PCU/h/dir 2450 PCU/h/lane
Grade +3.5% interurban 5245 PCU/h/dir 1750 PCU/h/lane

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Expressways – IndoHCM 2017
• PCU Values: Upper limits be used when v/c < 0.3 and lower values to be used when v/c = 0.7 to
0.9
Vehicle type Interurban Urban
SC 1.0 1.0
BC 1.2 – 1.8 1.3 – 1.7
Upgradation Requirement:
TW --- 0.2 – 0.6
4-lane to 6-lane: LOS-B DSV = 37500 PCU/day
Auto --- 0.8 – 1.3
6-lane to 8-lane: LOS-B DSV = 58200 PCU/day
LCV 2.1 – 4.2 1.9 – 5.5
Bus 3.9 – 6.1 3.2 – 6.0 8-lane to 10-lane: LOS-B DSV = 69600 PCU/day
TAT 3.9 – 6.5 3.9 – 6.5
MAT 4.0 – 7.0 4.0 – 7..2

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Expressways – IndoHCM 2017
• LOS:
LOS Density PCU/km/dir v/c ratio
4L 6L 8L All
A <=15 <=22 <=30 <= 0.25
B 16 – 30 23 – 47 31 – 62 0.26 – 0.50
C 31 – 50 48 – 78 63 – 103 0.51 – 0.70
D 51 – 75 79 – 126 104 – 167 0.71 – 0.93
E 76 – 95 127 – 154 168 – 204 0.94 – 1.0
F -- --- --- ---

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Example
Use given data to determine capacity using SEF and PCU method; level of service; and additional
traffic that can be accommodated before reaching capacity. The data is for a 4-lane interurban
expressway passing through a level terrain.
Vehicle type volume, veh/h composition, % Speed, km/h
SC 1196 61 85.9
BC 400 20 84.3
LCV 98 5 62.5
TAT 170 9 522.5
MAT 20 1 50.1
Bus 80 4 66.5
Total 1964

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Solution
SEF Method
Se, Level, IU = 1 + 0.42 PBC + 1.91 PLCV + 4.45 PBus + 4.95 PTAT + 5.62 PMAT – 84*(1/N)
Se = 1.84
Volume in PCU/h/dir = 1.84*1964 = 3614
Weighted speed = 80.27 km/h ~ 80 km/h
Capacity of 4-lane interurban expressway = 5000 PCU/h/dir
v/c ratio = 3614 / 5000 = 0.72
Hence LOS is ‘D’
Additional traffic that can be reached before capacity
= 5000 – 3614 = 1316 PCU/h/dir
= 1316 / 1.84 = 753 veh/h/dir
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Solution
PCU Method
Vehicle type volume, veh/h PCU factor Volume PCU/h
SC 1196 1.0 1196
BC 400 1.5 600
LCV 98 3.15 309
TAT 170 5.2 884
MAT 20 5.5 110
Bus 80 5.0 400
Total 1964 3499
Density = volume / speed = 3499 / 80 = 43.74 PCU/km
v/c ratio = 3499 / 5000 = 0.70 Additional traffic that can be accommodated

Hence LOS is ‘C’. = 5000 – 3499 = 1501 PCU/h

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= 1501/1.84 = 816 veh/h/dir
Urban Roads – IndoHCM 2017
• Base Condition:
• 50 – 75 m long straight section
• Plain terrain
• No roadside friction (bus stops/on-street parking/pedestrian crossing/side road/access to
property)
• At a distance of 500m upstream from an intersection
• Vehicles are moving at a cruising speed

• Stream Equivalency Factors:

• Se, Divided = 1 - 0.77 P2W – 0.28 PAuto + 0.53 PLCV + 2.60 PBus + 1.83 PHV – 0.66 PNMT + 12.71*(1/N)
• Se, undivided = 1 - 0.85 P2W – 0.31 PAuto + 0.60 PLCV + 3.09 PBus + 1.06 PHV – 1.30 PNMT – 1.29*(1/N)

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Urban Roads – IndoHCM 2017
• Capacity
2-lane undivided 2400 PCU/h DSV = 1680 PCU/h
4-lane divided 5400 PCU/h DSV = 3780 PCU/h
6-lane divided 8500 PCU/h DSV = 5880 PCU/h
8-lane divided 13600 PCU/h DSV = 9520 PCU/h
10-lane divided 20000 PCU/h DSV = 14000 PCU/h

• Capacity ‘Clane’ = 20.11 VOS + 210.8 (valid for 40 – 80 km/h)

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Urban Roads – IndoHCM 2017
• LOS: 2-lane undivided Multi-lane divided
v/c ratio %FFS v/c %FFS
A <=0.35 >=89 <=0.15 >=84
B 0.36 – 0.55 88 – 55 0.16 – 0.45 83 – 76
C 0.56 – 0.70 54 – 21 0.46 – 0.75 75 – 59
D 0.71 – 0.85 20 – 12 0.76 – 0.85 58 – 41
E 0.86 – 1.00 11 – 6 0.86 – 1.00 40 – 22
F > 1.00 <6 > 1.00 < 22

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Urban Roads – IndoHCM 2017
• Adjustment factors
For on-street parking: short term parking and intense maneuvers (per km/h); Based on length of road occupied
Length of friction Length occupied, % % reduction AF
Low < 25 30 0.70
Medium 26 – 50 35 0.65
Severe > 50 60 0.40
Bus stop:
Friction Frequency, Bus/h reduction, % AF
Kerb side Low <= 30 20 0.80
High > 30 40 0.60
Bus bay Low <= 30 10 0.90
High > 30 20 0.8

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Urban Roads – IndoHCM 2017
• Adjustment factors
Access Point:
Friction Total vehicle, entry and exit/h Reduction, % AF
Low < 200 10 0.90
Medium 200 – 500 20 0.80
High > 500 30 0.70

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Example
Two six-lane divided urban road sections carry 4004 vehicles each in a direction. Traffic composition
is given below. Find – LOS of road section if the section does not offer any friction to flow; LOS of
second road section if kerbside bus stop is located in its mid-span and 56 bus arrivals/h are
observed.
Vehicle type volume, veh/h vehicle type volume, veh/h
2-w 1441 Bicycle 21
Auto 379 cycle rickshaw 21
Car 1985 2/3-axle truck 42
Mini bus 44 LCV 15
Bus 56

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Solution
Volume in PCU/h
Vehicle type volume, veh/h PCU volume, PCU/h Composition, %
2-w 1441 0.21 303 36
Auto 379 0.83 315 9.5
Car 1985 1.0 1985 49.6
Mini bus 44 2.16 101 1.1
Bus 56 4.60 258 1.4
LCV 15 2.30 35 0.4
2/3-axle truck 42 3.90 164 1.0
Bicycle 21 0.46 10 0.5
Cycle-rickshaw 21 2.04 43 0.5
Total 4004 3153 100
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Solution
SEF Method:
Se, Divided = 1 - 0.77 P2W – 0.28 PAuto + 0.53 PLCV + 2.60 PBus + 1.83 PHV – 0.66 PNMT + 12.71*(1/N)
Se = 0.755
Volume in PCU/h/dir = 0.755*4004 = 3023
Capacity:
First road without any friction = 8400 PCU/h = 4200 PCU/h/dir
Second road: Kerb side bus stop friction, AF = 0.60
Capacity adjusted = 4200*0.60 = 2520 PCU/h/dir
LOS:
v/c ratio first road = 3023/4200 = 0.72 LOS = C
v/c ratio for second road = 3023/2520 = >1.0 LOS = F
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Capacity of Urban Roads – IRC 106 1990
• Categorisation of roads
• Design criteria
• Design traffic should be based on peak hour traffic rather than average daily traffic (ADT)
• On two-way traffic road, the design is based on two-way total flows
• On dual or divided carriageways, the design should base on peak hour traffic in the busier
direction of travel. PHF need to be computed.
• Future traffic should be projected for design life of the road, taken as 15-20 years for arterials
and sub-arterials and 10-15 years for collector and local streets.

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Capacity of Urban Roads – IRC 106 1990
• Passenger Car Units:
Vehicle type Equivalent PCU, for % composition of vehicles in traffic stream
Fast vehicles: 5% 10% and above
2-W Motor cycle, etc 0.5 0.75
Passenger car, pick-up van 1.0 1.0
Auto-rickshaw 1.2 2.0
Light commercial vehicle 1.4 2.0
Truck or bus 2.2 3.7
Agricultural tractor trailer 4.0 5.0
Slow vehicles
Cycle 0.4 0.5
Cycle rickshaw 1.5 2.0
Tonga 1.5 2.0
Hand cart 2.0 3.0

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Capacity of Urban Roads – IRC 106 1990
• Design Service Volume:
• It is recommended that LOS C be adopted for design of urban roads. At this level v/c = 0.7.
This should be taken as design service volume.
• In case of a physical facility of one category, but operationally acting as next lower category,
then the design should be based on the capacity of the lower category.

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Capacity of Urban Roads – IRC 106 1990
• Type of carriageway Total design service volume for categories of roads (PCU/hour)
Arterial Sub-arterial Collector
2-lane one-way 2400 1900 1400
2-lane two-way 1500 1200 900
3-lane one way 3600 2900 2200
4-lane undivided two-way 3000 2400 1800
4-lane divided two-way 3600 2900 --
6-lane undivided two-way 4800 3800 --
6-lane divided two-way 5400 4300 --
8-lane divided two way 7200 -- --

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Capacity of Urban Roads – IRC 106 1990
• Measures to enhance capacity:
• Prohibiting on-street parking
• Segregating the bi-directional traffic
• Segregated right-of-way for slow moving vehicles
• Imposing restrictions on passing of slow or heavy vehicle traffic during peak time periods
• Reducing road-side friction by land-use controls, type of development, service roads, etc
• Facilities for pedestrians and cycles
• Prohibiting conflicting movements at intersections
• Controlling and regulating side street traffic and cross traffic
• Improving lane discipline through markings, education and enforcement

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Capacity of Roads in Rural Areas – IRC 64
1990
• Criteria for Design Service Volume:
• Daily traffic volume should be used for design instead of peak traffic. PHF on trunk routes is
taken around 8-10% of the AADT.
• Use of LOS B is considered adequate for the design of rural highways. AT this level the volume
of traffic will be 0.5 times the maximum capacity and is taken as design service volume.
• For roads other than major arterials, LOS C could be used. The design service volume at tis
LOS would be 40% higher than that at LOS B.

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Capacity of Roads in Rural Areas – IRC 64
1990
These are considered for normal conditions at midblocks and not at intersections.
Vehicle type Equivalency factor
Fats vehicles Slow vehicles
Motor cycle or scooter 0.50 Cycle 0.50
Passenger car, pick-up van, auto-rickshaw 1.00 Cycle-rickshaw 2.00

Agricultural tractor, light commercial vehicle 1.50 Hand cart 3.00

Truck or bus 3.00 Horse-drawn vehicle 4.00

Bullock cart – small 6.00
Truck-trailer, agricultural tractor-trailer 4.50
Bullock cart – large 8.00

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Capacity of Roads in Rural Areas – IRC 64
1990
• Design Service Volume: For single lane road (3.75 m wide road with 1.0 m paved shoulder)
Terrain curvature (degrees per km) Design service volume (PCU/day)
Plain low (0-50) 2000
High (above 50) 1900
Rolling low (0-100) 1800
High (above 100) 1700
Hilly low (0-200) 1600
High (above 200) 1400
• Above values are for black-top surface. If the surface is not black-topped, then service volume will be
lower by 20-30%.
• In case low quality shoulder is available, the design service volume should be taken 50% of the above
values.

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Capacity of Roads in Rural Areas – IRC 64
1990
• Design Service Volume: Intermediate lane roads (5.5 m wide)
Terrain Curvature (degrees per km) Design service volume (PCU/day)
Plain low (0-50) 6000
High (above 50) 5800
Rolling low (0-100) 5700
High (above 100) 5600
Hilly low (0-200) 5200
High (above 200) 4500

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Capacity of Roads in Rural Areas – IRC 64
1990
• Design Service Volume: Two lane roads (7.0 m wide)
Terrain Curvature (degrees per km) Design service volume (PCU/day)
Plain low (0-50) 15000
High (above 50) 12500
Rolling low (0-100) 11000
High (above 100) 10000
Hilly low (0-200) 7000
High (above 200) 5000
• The provision of hard shoulder of 1.5 m width on either side would increase capacity by 15%.

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Capacity of Roads in Rural Areas – IRC 64
1990
• Capacity reduction factors for Two-lane road:
Lane Width
Usable shoulder width (m) 3.50 m lane 3.25 m lane 3.00 m lane
≥ 1.8m 1.00 0.92 0.84
1.2 0.92 0.85 0.77
0.6 0.81 0.75 0.68
0 0.70 0.64 0.58

• Usable shoulder width is defined as well-maintained earth/moorum/gravel

shoulder which can safely permit occasional passage of vehicles.

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Design Service Volume
• Four lane divided carriageway: 35000 PCU/day (IRC:SP:84)
• With reasonably good shoulder, and minimum 3.0 m wide central verge
• 40000 PCU/d: with well designed 1.50 m wide shoulder

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Capacity of Hill Roads (IRC:SP:48 1998, IRC:52
2001)
• Service volume at LOS -B is 50% of the maximum volume (capacity). Values are
for black-topped surface
Type of road Design service volume at LOS-B in PCU/day
Carriageway width, For low curvature For high curvature
m (0-200 degree per (above 200 degree
km) per km)
Single lane 3.75 1600 1400
Intermediate lane 5.5 5200 4500
Two lane 7 7000 5000

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