QUIZ GT501

Highway Capacity and Level of Service

Lucas Montogue

► PROBLEMS

PROBLEM 1 (Roess et al., 2010, w/ permission)

A freeway operating in generally rolling terrain has a traffic composition of
12% trucks and 3% RVs. If the observed peak hour volume is 3200 veh/h, what is
the equivalent volume in pce/h?

A) Vpce = 3405 pce/h

B) Vpce = 3633 pce/h
C) Vpce = 3874 pce/h
D) Vpce = 4022 pce/h

PROBLEM 2 (Roess et al., 2010, w/ permission)

An existing six-lane divided freeway with a field-measured free-flow speed
of 45 mi/h serves a peak-hour volume of 4000 veh/h, with 12% trucks and no RVs.
The PHF is 0.88. The freeway has rolling terrain. What is the likely level of service
for this section?
A) LOS B
B) LOS C
C) LOS D
D) LOS E

PROBLEM 3a (Roess et al., 2010, w/ permission)

Find the upgrade service flow rate for an eight-lane urban freeway with
the following characteristics:
 11-ft lanes
 2-ft right-side lateral clearance
 4.2 ramps/mi
 4% trucks, no recreational vehicles
 Driver population consisting of regular facility users
The section in question is on a 3.5% sustained grade of 1.5 mile. The PHF is 0.92.

A) SF = 3455 veh/h
B) SF = 3927 veh/h
C) SF = 4412 veh/h
D) SF = 4889 veh/h

PROBLEM 3B
Determine the service volume for the freeway considered in the previous
problem.
A) SV = 3179 veh/h
B) SV = 3613 veh/h
C) SV = 4059 veh/h
D) SV = 4498 veh/h

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PROBLEM 4 (Roess et al., 2010, w/ permission)
A long section of suburban freeway is to be designed on level terrain. A
level section of 5 miles is, however, followed by a 5% grade, 2.0 mi in length. If the
DDHV is 2500 veh/h with 10% trucks and 3% RVs, how many lanes will be needed
on the upgrade to provide for a minimum of level of service C? Assume that base
conditions of lane width and lateral clearance exist and that ramp density is
0.50/mi. The PHF = 0.92.
A) NC = 2 lanes in each direction
B) NC = 3 lanes in each direction
C) NC = 4 lanes in each direction
D) NC = 5 lanes in each direction

PROBLEM 5 (Mannering & Washburn, 2013, w/ permission)

A segment of four-lane freeway (two lanes in each direction) has a 3%
upgrade that is 1500 ft long followed by a 1000-ft 4% upgrade. It has 12-ft lanes
and 3-ft shoulders. The directional hourly traffic flow is 2000 vehicles with 5%
large trucks and buses (no recreational vehicles). The total ramp density for this
freeway segment is 2.33 ramps per mile. If the peak-hour factor is 0.90 and all of
the drivers are regular users, what is the level of service of this compound-grade
segment?
A) LOS A
B) LOS B
C) LOS C
D) LOS D

PROBLEM 6 (Mannering & Washburn, 2013, w/ permission)

A six-lane freeway (three lanes in each direction) in a scenic area has a
measured free-flow speed of 55 mi/h. The peak-hour factor is 0.80, and there are
8% large trucks and 6% recreational vehicles in the traffic stream. One upgrade is
5% and 0.5 mi long. An analyst has determined that the freeway is operating at
capacity on this upgrade during the peak hour. If the peak-hour traffic volume is
3900 vehicles, what value of the driver population factor was used?

A) fp = 0.867
B) fp = 0.911
C) fp = 0.945
D) fp = 0.982

PROBLEM 7 (Mannering & Washburn, 2013, w/ permission)

A four-lane freeway (two lanes in each direction) is located on rolling
terrain and has 12-ft lanes, no lateral obstructions within 6 ft of the pavement
edges, and there are two ramps within three miles upstream of the segment
midpoint and three ramps within three miles downstream of the segment
midpoint. The traffic stream consists of cars, buses, and large trucks (no
recreational vehicles). A weekday directional peak-hour volume of 1800 vehicles
(familiar users) is observed, with 700 arriving in the most congested 15-min
period. If a level of service no worse than C is desired, determine the maximum
number of trucks and buses that can be present in the peak-hour traffic stream.
A) nT = 126 veh
B) nT = 216 veh
C) nT = 306 veh
D) nT = 396 veh

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PROBLEM 8a (Roess et al., 2010, w/ permission)

An old urban four-lane freeway on rolling terrain has a free flow speed of
60 mi/h. The traffic features a truck proportion of 7% and no RVs. The peak-hour
factor PHF = 0.90. The present peak-hour demand on the facility is 2100 veh/h, and
the anticipated growth is expected to be 3% per year. What will be the level of
service of this road 10 years from now?
A) LOS A
B) LOS B
C) LOS C
D) LOS D

PROBLEM 8B
When will the road considered in the previous problem reach breakdown,
that is, when will the freeway reach level of service F if no improvements or
alternative routes are implemented?
A) tbd = 19.6 years
B) tbd = 24.5 years
C) tbd = 29.4 years
D) tbd = 34.3 years

PROBLEM 9 (Mannering & Washburn, 2013, w/ permission)

A 5% upgrade on a six-lane freeway (three lanes in each direction) is 1.25
mi long. On this segment of freeway, the directional peak-hour volume is 3800
vehicles with 2% large trucks and 4% buses (no recreational vehicles), the peak-
hour factor is 0.90, and all drivers are regular users. The lanes are 12 ft wide, there
are no lateral obstructions within 10 ft of the roadway, and the total ramp density
is 1.0 ramp per mile. A bus strike eliminates all bus traffic, but it is estimated that
for each bus removed from the roadway, seven additional passenger cars will be
added as travelers seek other means of travel. True or false?

1.( ) The density of the segment increases by more than 10% after the beginning
of the strike.
2.( ) The volume-to-capacity ratio after the strike begins is greater than 0.8.
3.( ) The level of service of the segment remains unchanged after the beginning
of the strike.

PROBLEM 10 (Mannering & Washburn, 2013, w/ permission)

A Class I two-lane highway is on level terrain, has a measured free-flow
speed of 65 mi/h, and has 50% no-passing zones. During the peak hour, the
analysis direction flow rate is 182 veh/h, the opposing direction flow rate is 78
veh/h, and the PHF = 0.90. There are 15% large trucks and buses (no RVs).
Determine the level of service.
A) LOS A
B) LOS B
C) LOS C
D) LOS D

PROBLEM 11 (Mannering & Washburn, 2013, w/ permission)

A Class I two-lane highway is on level terrain with passing permitted
throughout. The hinghway has 11-ft lanes with 4-ft shoulders. There are 16 access
points per mile. The base FFS is 60 mi/h. During the peak hour, 440 vehicles are
traveling in the analysis direction and 360 vehicles are traveling in the opposing
direction. If the PHF is 0.85 and there are 4% large trucks, 3% buses, and 2%
recreational vehicles, determine the level of service.
A) LOS A
B) LOS B
C) LOS C
D) LOS D

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PROBLEM 12 (Mannering & Washburn, 2013, w/ permission)
A Class III two-lane highway is on level terrain, has a measured free-flow
speed of 45 mi/h, and has 100% no-passing zones. During the peak hour, the
analysis direction flow rate is 150 veh/h, the opposing direction flow rate is 100
veh/h, and the PHF = 0.95. There are 5% large trucks and 10% recreational
vehicles. Determine the level of service.
A) LOS A
B) LOS B
C) LOS C
D) LOS D

► ADDITIONAL INFORMATION

Figure 1 Freeway speed-flow curves and level-of-service criteria

Figure 2 Multilane highway speed-flow curves and level-of-service criteria

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 Table 1 Passenger-car equivalents for trucks, buses, and RVs

Table 2 Adjustment to free-flow speed for lane width on a freeway

Table 3 Adjustment to free-flow speed for lateral clearance on a freeway

Table 4 Selecting a speed-flow curve in Figures 1 and 2

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 Table 5 Passenger-car equivalents for trucks and buses on upgrades

Table 6 Passenger-car equivalents for RVs on upgrades

Table 7 Passenger-car equivalents for trucks and buses on downgrades

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 Table 8 LOS criteria for basic freeway segments

Table 9 Relationship between free-flow speed

and capacity on basic freeway segments

Table 10 Adjustment for access-point frequency (two-lane highways)

Table 11 Adjustment for lane width and shoulder width (two-lane highways)

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Table 12 Grade adjustment factor for Average Travel Speed (ATS) and Percent
Time Spent Following (PTSF)

Table 13 Passenger-car equivalents for heavy vehicles for Average Travel

Speed (ATS) and Percent Time Spent Following (PTSF)

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Table 14 Adjustment for no-passing zones on Average Travel Speed

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Table 15 Adjustment for no-passing zones on Percent Time Spent Following

Table 16 Coefficients for use with the BPTSF formula

Table 17 LOS criteria for two-lane highways

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 ► SOLUTIONS
P.1 ■ Solution
The equivalent flow rate in pc/h is given by

Vvph
Vpce =
f HV

To proceed, we must compute the heavy vehicle factor fHV,

1
f HV =
1 + PT ( ET − 1) + PR ( ER − 1)

Since the freeway is on rolling terrain, factors ET = 2.5 and ER = 2.0 are
taken from Table 1. Then, fHV is determined as

1
=f HV = 0.826
1 + 0.12 × ( 2.5 − 1) + 0.03 × ( 2.0 − 1)

Lastly, Vpce becomes

3200
Vpce
= = 3874 pce/h
0.826
► The correct answer is C.

P.2 ■ Solution
The demand flow rate vp is given by

V
vp =
PHF × N × f HV × f p

To proceed, we require the heavy vehicle factor fHV, which follows from the
formula

1
f HV =
1 + PT ( ET − 1) + PR ( ER − 1)

Knowing that the highway has rolling terrain, factors ET = 2.5 and ER = 2.0
are taken from Table 1. The value of fHV is then

1
=f HV = 0.847
1 + 0.12 × ( 2.5 − 1) + 0 × ( 2.0 − 1)

Substituting this and other data in the equation for vp yields

4000
=vp = 1789 pc/h/ln
0.88 × 3 × 0.847 × 1.0
Entering this value of flow, along with the given FFS of 45 mi/h, into Figure
2, we conclude that the level of service for this section is E.

► The correct answer is D.

P.3 ■ Solution
Part A: The free-flow speed for such an urban freeway is given by

FFS = 75.4 − f LW − f LC − 3.22TRD0.84

The correction fLW for lane width, from Table 2, is 1.9 mi/h, while the
correction fLC for lateral clearance, from Table 3, is 0.8 mi/h. TRD = 4.2 ramps/mi is
the ramp density. The value of FFS is then

FFS = 75.4 − 1.9 − 0.8 − 3.22 × 4.20.84 = 62 mi/h

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 Table 4 indicates which speed-flow curve should be used in Figure 1. Since
the FFS is between 57.5 and 62.5 mi/h, we shall use the speed-flow curve for a FFS
of 60 mi/h. Now, the upgrade demand flow rate is determined with the equation

V
vp =
PHF × N × f HV × f p

Use of this relation in turn requires the heavy vehicle factor fHV,

1
f HV =
1 + PT ( ET − 1) + PR ( ER − 1)

Here, ET = 3.5 from Table 5. Therefore,

1
=f HV = 0.909
1 + 0.04 × ( 3.5 − 1) + 0

Furthermore, Table 9 tells us that V = 2300 pc/h/ln. Backsubstituting this

and other quantities in the equation for vp, we obtain

2300
=vp = 688 pc/h/ln
0.92 × 4 × 0.909 × 1.0
Entering this flow rate into Figure 1 and referring to the curve for FFS = 60
mi/h, we see that the level of service for this freeway is B. At this point, we evoke
the formula for service flow rate,

SF
= MSFB × N × f HV × f p

From Table 8, the maximum service flow rate for this level of service and a
speed of 60 mi/h is MSFB = 1080 pc/h/ln. Therefore,

= 1080 × 4 × 0.909 × 1.0

SF = 3927 veh/h

► The correct answer is B.

Part B: The service volume is the product of specific flow rate and the
peak-hour factor; that is,

SV =SF × PHF =3927 × 0.92 =3613 veh/h

► The correct answer is B.

P.4 ■ Solution
The free-flow speed is easily determined as

FFS= 75.4 − f LW − f LC − 3.22TRD 0.84= 75.4 − 0 − 0 − 3.22 × 0.50.84= 73.6 mi/h

Following Table 4, this free-flow speed can be used in combination with

the speed-flow curve for a FFS of 75 mi/h. From Table 8, we see that, for this FFS
and a level of service C, the maximum service flow rate is 1775 pc/h/ln. The
number NC of lanes required for these conditions is given by

DDHV
NC =
PHF × f HV × f p × MSFC

Before proceeding, we require the heavy vehicle factor fHV. From Tables 5
and 6, we take ET = 2.5 and ER = 4.0 respectively. Therefore,

1 1
=f HV = = 0.806
1 + PT ( ET − 1) + PR ( ER − 1) 1 + 0.10 × ( 2.5 − 1) + 0.03 × ( 4.0 − 1)

Substituting this and other quantities into the equation for NC, we find that

DDHV 2500
=NC = = 1.9 lanes
PHF × f HV × f p × MSFC 0.92 × 0.806 × 1.0 × 1775

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 The nearest integer is 2. Thus, the number of lanes required to provide a
LOC C on upgrade is 2 in each direction.

► The correct answer is A.

P.5 ■ Solution
The average grade of the road is

1500 × 0.03 + 1000 × 0.04

Average grade
= = 3.4%
2500
The 15-min passenger car flow rate follows is found with the usual
formula,

V
vp =
PHF × N × f HV × f p

To proceed, we require the heavy vehicle factor. For a 3.4% upgrade and
(1500 + 1000)/5280 = 0.473-mi segment, the passenger-car equivalent ET = 2.0
from Table 5. It follows that

1
=f HV = 0.952
1 + 0.05 × ( 2 − 1) + 0

Substituting these and other quantities in the relation for vp, we see that

2000
=vp = 1167 pc/h/ln
0.90 × 2 × 0.952 × 1.0
Assessing the level of service of the freeway requires the density D, which
is given by

vp
D=
S
where vp = 1167 pc/h/ln as determined just now and S is the average passenger
car speed, which we shall take as the free-flow speed. This, in turn, is calculated
according to

FFS = 75.4 − f LW − f LC − 3.22TRD0.84

where fLW = 0 and fLC = 1.8 mi/h from Tables 2 and 3, respectively, so that

FFS= 75.4 − 0 − 1.8 − 3.22 × 2.330.84= 67.0 mi/h

Consequently, the density D becomes

1167
=D = 17.4 pc/mi/ln
67.0
Finally, refer to Table 8. Since the density is greater than 11 but less than
18, we conclude that the level of service for this compound-grade segment is B.

► The correct answer is B.

P.6 ■ Solution
The driver population factor can be determined by adjusting the usual
formula

V V
=vp = → fp
PHF × N × f HV × f p PHF × N × f HV × v p

Before proceeding, we need the heavy vehicle factor fHV. This requires the
passenger car equivalents ET and ER, which are determined to be 2.0 and 3.0 from
Tables 5 and 6, respectively. It follows that

1
=f HV = 0.833
1 + 0.08 × ( 2 − 1) + 0.06 × ( 3 − 1)

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 In addition, the 15-min demand flow rate vp for a freeway operating at
capacity, that is, at a level of service E, is taken as vp = 2250 pc/h/ln from Table 8.
Substituting these and other quantities into the expression for fp, we get

3900
=fp = 0.867
0.80 × 3 × 0.833 × 2250
► The correct answer is A.

P.7 ■ Solution
Knowing that fLW = 0 (Table 2), fLC = 0 (Table 3), and TRD = 5/6 = 0.833
ramps/mi, the free-flow speed for this freeway is

FFS = 75.4 − f LW − f LC − 3.22TRD0.84 = 75.4 − 3.22 × 0.8330.84 = 72.6 mi/h

The peak-hour factor is

V 1800
PHF
= = = 0.643
V15 × 4 700 × 4

Now, the heavy vehicle adjustment factor can be determined by adjusting

the equation for 15-min flow rate,

V V
=vp = → f HV
PHF × N × f HV × f p PHF × N × v p × f p

Here, the demand vp that corresponds to a level of service C and a FFS of

72.6 mi/h can be determined by interpolating the maximum flow rates for 70 mi/h
and 75 mi/h. From Table 8, the values in question are 1735 pc/h/ln for 70 mi/h and
1775 pc/h/ln for 75 mi/h. Interpolating, we get vp = 1756 pc/h/ln. Substituting this
and other data into the equation for fHV, it follows that

V 1800
=f HV = = 0.797
PHF × N × v p × f p 0.643 × 2 × 1756 × 1.0

Recall that fHV is given by

1
f HV =
1 + PT ( ET − 1) + PR ( ER − 1)

From Table 1, ET = 2.5 and ER = 2.0 for rolling terrain. Since there are no
recreational vehicles, PR = 0. Substituting and solving for the proportion of trucks
and buses, PT, we get

1
=0.797 = → PT 0.17
1 + PT × ( 2.5 − 1) + 0

It remains to determine the number of large trucks and buses, nT,

nT =V × PT =1800 × 0.17 = 306 veh

► The correct answer is C.

P.8 ■ Solution
Part A: We must first assess the corresponding service flow rate for each
level of service. The formula in question is

SF=
i MSFi × N × f HV × f p

This in turn requires the heavy vehicle adjustment factor, which, with ET =
2.5 (Table 1), becomes

1 1
=f HV = = 0.905
1 + PT ( ET − 1) + PR ( ER − 1) 1 + 0.07 × ( 2.5 − 1) + 0

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 We also require the maximum service flow rates (MSF) for each level of
service, which can be taken from Table 8. For level of service A, for example, MSF =
660 pc/h/ln and

SFA= 660 × 2 × 0.905 × 1.0= 1195 veh/h

Given the peak-hour factor PHF = 0.90, the corresponding service volume
is

SVA =SFA × PHF =1195 × 0.90 =1076 veh/h

Calculations for each level of service are summarized below.

Level of Service MSF N f HV fp SF (veh/h) PHF SV (veh/h)

A 660 2 0.905 1 1195 0.9 1075
B 1080 2 0.905 1 1955 0.9 1759
C 1560 2 0.905 1 2824 0.9 2541
D 2000 2 0.905 1 3620 0.9 3258
E 2300 2 0.905 1 4163 0.9 3747

The demand volume evolves in accordance with the equation

( t ) 2100 × 1.03t
V=

where t is time in years. We are interested in the demand volume ten years from
now; that is,

V (10 ) =2100 × 1.0310 =2822 veh/h

Since this quantity is greater than 2541 but less than 3258 (see yellow
column above), we conclude that the level of service after ten years will be D.

► The correct answer is D.

Part B: To establish the year at which breakdown occurs, we must equate

V(t) to 3747 veh/h, which is the threshold value for the LOS to become F, and solve
the ensuing equation for t; that is,

2100 ×1.03tbd = 3747 → tbd = 19.6 years

If no improvements or alternate routes are implemented, the facility will

reach breakdown in about 19 and a half years.

► The correct answer is A.

P.9 ■ Solution
The solution begins with the computation of the free-flow speed, which is
given by

FFS= 75.4 − f LW − f LC − 3.22TRD0.84= 75.4 − 0 − 0 − 3.22 × 1.00.84= 72.2 mi/h

The 15-min passenger car flow rate before the strike is determined with
the usual equation

Vo
v p,o =
PHF × N × f HV , o × f p

Here, Vo = 3800 veh/h denotes the peak-hour volume before the strike and
fHV,o denotes the heavy vehicle factor before the strike. The latter is determined
with the relation

1
f HV , o =
1 + PT , o ( ET , o − 1) + PR ( ER − 1)

The proportion of trucks and buses is PT,o = 2 + 4 = 6%, and the passenger-
car equivalent ET,o = 4.0 from Table 5, so that

1
=f HV , o = 0.847
1 + 0.06 × ( 4.0 − 1) + 0

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and, returning to the expression for vp,o,

3800
=v p,o = 1662 pc/h/ln
0.90 × 3 × 0.847 × 1.0
We can now determine the density of the upgrade segment before the
strike, Do,

v p.o 1662
Do
= = = 23.0 pc/mi/ln
S 72.2
The volume-to-capacity ratio, in turn, is given by

v p,o
Volume-to-capacity ratio ( bef. strike begins ) =
c
where the capacity c = 2400 pc/h/ln, as per Table 9, with the result that

1662
Volume-to-capacity ratio (bef. strike begins)
= = 0.693
2400
Considering these data and referring to Table 8, we conclude that the level
of service of the freeway before the strike is C. Now, let subscript 1 denote
conditions after the strike begins. Once the strike begins, we must deduct the
buses and add the seven vehicles that replace each bus. In mathematical terms,

V1 = Vo − PB × Vo + 7 × PB × Vo = 3800 − 0.04 × 3800 + 7 × 0.04 × 3800 = 4712 veh/h

Since the number of vehicles has changed, the proportion of trucks and
buses will change accordingly. Its new value is

Vo × PT 3800 × 0.02
PT ,1
= = = 0.016
= 1.6%
V1 4712

The 15-min passenger car flow rate after the strike commences is given by

V1
v p ,1 =
PHF × N × f HV ,1 × f p

Here, fHV,1 denotes the heavy vehicle factor after the strike, which is
calculated as

1
f HV ,1 =
1 + PT ,1 ( ET ,1 − 1) + PR ( ER − 1)

The passenger-car equivalent ET,1 = 5.0 (Table 5), so that

1
=f HV ,1 = 0.940
1 + 0.016 × ( 5.0 − 1) + 0

Returning to the expression for vp,1, we obtain

4712
=v p ,1 = 1857 pc/h/ln
0.90 × 3 × 0.940 × 1.0
The density of the segment after the strike begins is then

v p ,1 1857
D1
= = = 25.7 pc/mi/ln
S 72.2
which corresponds to an increase of about 11.7% relatively to conditions before
the strike. The volume-to-capacity ratio, in turn, now becomes

1857
Volume-to-capacity ratio (aft. strike begins)
= = 0.774
2400
Considering these data and referring to Table 8, we conclude that the level
of service of the freeway after the strike is between C and D. In the worst

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 condition, we surmise that the level of service of the freeway after the strike
becomes D.

► Statement 1 is true, while statements 2 and 3 are false.

P.10 ■ Solution
The flow rate in the analysis direction (denoted with the subscript d) is
given by

Vd
vd =
PHF × fG × f HV

The grade adjustment factor for level terrain is fG = 1.0 regardless of the
flow rate (Table 10). The heavy vehicle factor, with ET = 1.5 (Table 13), is

1 1
=f HV = = 0.930
1 + PT ( ET − 1) + PR ( ER − 1) 1 + 0.15 × (1.5 − 1) + 0

The value of vd is then

182
=vd = 217 pc/h
0.90 × 1.0 × 0.930
In a similar manner, the flow rate in the opposing direction is given by

Vo
vo =
PHF × fG × f HV

As before, fG = 1.0. The heavy vehicle factor, with ET = 1.9 (Table13), is

1
=f HV = 0.881
1 + 0.15 × (1.9 − 1) + 0

so that

78
=vo = 98 pc/h
0.90 × 1.0 × 0.881
The Average Travel Speed is calculated with the formula

ATS d = FFS − 0.00776 ( vd + vo ) − f np

where adjustment factor fnp, interpolating from Table 14, is fnp = (2.2 + 2.8)/2 = 2.5.
Hence,

ATS d =65 − 0.00776 × ( 217 + 98 ) − 2.5 =60.1 mi/h

The Percent Time Spent Following is given by

 vd 
PTSFd BPTSFd + f np 
= 
 vd + vo 
Here, the base value BPTSFd is calculated as

BPTSFd = 100 × 1 − exp ( avdb ) 

Coefficients a = −0.0014 and b = 0.973 are taken from Table 16, so that

BPTSFd = 100 × 1 − exp ( −0.0014 × 217 0.973 )  = 23.1%

In addition, adjustment factor fnp = 50% (Table 15). The PTSFd then
becomes

 217 
PTSFd = 23.1 + 50 ×  = 57.5%
 217 + 98 

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 Finally, refer to Table 17. A Class I two-lane highway with an ATS > 55 in
principle has a LOS A. However, a PTSFd between 50 and 65 places it in LOS C.
Since the lower LOS governs, we conclude that the highway has Level of Service C.

► The correct answer is C.

P.11 ■ Solution
The free-flow speed may be estimated as

FFS= BFFS − f LS − f A

where BFFS = 60 mi/h, fLS = 1.7 (Table 11) and fA = 3.8 (Table 10), so that

FFS = 60 − 1.7 − 3.8 = 54.5 mi/h

The flow rate in the analysis direction is determined with the equation

Vd
vd =
PHF × fG × f HV

The grade adjustment factor for level terrain is fG = 1.0 for all flow rates
(Table 12). The heavy vehicle factor, with ET = 1.25 and ER = 1.0 (Table 13), is

1 1
=f HV = = 0.983
1 + PT ( ET − 1) + PR ( ER − 1) 1 + ( 0.04 + 0.03) × (1.25 − 1) + 0.02 × (1.0 − 1)

The value of vd is then

440
=vd = 527 pc/h
0.85 × 1.0 × 0.983
Next, the flow rate in the opposing direction is calculated as

Vo
vo =
PHF × fG × f HV

As before, fG = 1.0. The heavy vehicle factor, with ET = 1.35 and ER = 1.0
(Table 13), is

1
=f HV = 0.976
1 + 0.07 × (1.35 − 1) + 0.02 × (1.0 − 1)

so that

360
=vo = 434 pc/h
0.85 × 1.0 × 0.976
The Average Travel Speed is calculated with the formula

ATS d = FFS − 0.00776 ( vd + vo ) − f np

where adjustment factor fnp = 0, with the result that

ATS d= 54.5 − 0.00776 × ( 527 + 434 ) − 0= 47.0 mi/h

The Percent Time Spent Following is given by

 vd 
PTSFd BPTSFd + f np 
= 
 vd + vo 
Here, the base value BPTSFd is calculated as

BPTSFd = 100 × 1 − exp ( avdb ) 

Coefficients a = −0.0024 and b = 0.948 are taken from Table 16, so that

BPTSFd = 100 × 1 − exp ( −0.0024 × 527 0.948 )  = 59.9%

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 In addition, adjustment factor fnp = 0. The PTSFd then becomes

 527 
PTSF=
d 59.9 + 0 ×  = 59.9%
 527 + 434 
Finally, refer to Table 17. A Class I two-lane highway with an ATS between
45 and 50 mi/h is associated with LOS C. Similarly, a PTSFd between 65 and 80 also
implies that the road has LOS C. We conclude that the highway has Level of
Service C.

► The correct answer is C.

P.12 ■ Solution
The flow rate in the analysis direction is given by

Vd
vd =
PHF × fG × f HV

The grade adjustment factor for level terrain is fG = 1.0 regardless of the
flow rate (Table 12). The heavy vehicle factor, knowing that ET = (1.5 + 1.9)/2 = 1.7
and ER = 1.0 (Table 13), is

1
=f HV = 0.966
1 + 0.05 × (1.7 − 1) + 0.10 × (1.0 − 1)

so that

150
=vd = 163 pc/h
0.95 × 1.0 × 0.966
Likewise, the flow rate in the opposing direction is such that

Vo
vo =
PHF × fG × f HV

Again, fG = 1.0. The heavy vehicle factor, with ET = 1.9 and ER = 1.0 (Table 13),
is

1
=f HV = 0.957
1 + 0.05 × (1.9 − 1) + 0.10 × (1.0 − 1)

so that

Vo 100
=vo = = 110 pc/h
PHF × fG × f HV 0.95 × 1.0 × 0.957

We proceed to determine the Average Travel Speed,

ATS d = FFS − 0.00776 ( vd + vo ) − f np

Here, factor fnp is 3.2 (Table 14). Therefore,

ATS d =45 − 0.00776 × (163 + 110 ) − 3.2 =39.7 mi/h

The Percent Free-Flow Speed is then

ATS d 39.7
PFFS
= d = = 0.882 = 88.2%
FFS 45
Reading Table 17, we see that the Level of Service for this highway is B.

► The correct answer is B.

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© 2019 Montogue Quiz
► ANSWER SUMMARY
Problem 1 C
Problem 2 D
3A B
Problem 3
3B B
Problem 4 A
Problem 5 B
Problem 6 A
Problem 7 C
8A D
Problem 8
8B A
Problem 9 T/F
Problem 10 C
Problem 11 C
Problem 12 B

► REFERENCES
 MANNERING, F. and WASHBURN, S. (2013). Highway Engineering and Traffic
Analysis. 5th edition. Hoboken: John Wiley and Sons.
 ROESS, R., PRASSAS, E., and MCSHANE, W. (2010). Traffic Engineering.
4th edition. Upper Saddle River: Pearson.

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