NORMANN—HIGHWAY CAPACITY 379

H I G H W A Y CAPACITY
By O. K NoRMANN

Associate Highway Economist, Public Roads Administration

SYNOPSIS
The ultimate objective of highway capacity studies conducted by the Pubhc
Roads Administration is to arrive at practical carrying capacities for highways
of different widths and alinements and to determine what effect certain design
features, motor-vehicle and driver characteristics, and regulations have on the
practical capacities. Since the practical or working capacity of a highway is a
relative value based on the number of vehicles that a highway can carry without
restricting the speed or movement of vehicles more than the drivers can reasonably
be expected to tolerate, the analysis of all data gathered prior to 1939, including
speeds of some 300,000 vehicles on 2-, 3-, and 4-lane highways and supplemented
by more recent data, has been directed toward establishing facts regarding the
change in speed and interference between vehicles with increased traffic volumes
that will be useful in arriving at practical capacities for any highway condition
The results show that the mimmum spacing the average driver allows between
his vehicle and a vehicle he is trailing varies for different highway conditions as
well as for different speeds, and that the "theoretical" lane capacities, based on
the observed spacirigs, vary accordingly. These capacities may be approached over
very short sections of highway that act as bottlenecks in a highway, but the speed
at the ultimate capacity in such a case will depend upon the speed of the slowest
moving vehicle
As a basis from which to determine practical capacities and the relative amount
of congestion, possible capacities or the traffic densities when all vehicles are
first required to travel at the same speed as the preceding vehicles are established
The possible capacities are about 2,000 vehicles per hour for both lanes of a
2-lane highway, 4,000 vehicles per hour for two lanes of a 4-lane highway, and
up to 3,600 vehicles per hour for the best 3-lane highways The total possible
capacity of a 4-lane highway will depend upon the distribution of traffic between
the two directions but, under normal or usud distributions, it will be 6,000 vehicles
per hour. The possible capacity of a 3-lane highway decreases rapidly with a
decrease in the design standard and, unless the center lane is wide and smooth
enough to encourage its use for passing purposes, the possible capacity even at
tangent locations will be little more than for a 2-lane road The same total
traffic will be handled more efficiently by a 3-lane road if it is evenly divided
by direction than if two-thirds is in the one direction
The speed of traffic when the possible capacity of a highway is reached will be
approximately the same as the speed of the slowest vehicles during light traffic
densities Grades and an increase in the percentage of trucks using a highway
reduce both the possible capacity of the highway and the speed at which all
vehicles can travel when the possible capacity is reached
Practical highway capacities depend upon the particular type of traffic the
highway serves, the congestion that will be tolerated by drivers in various sections
of the country and localities under certain conditions, and economic considerations,
such as the funds available for highway construction and the reduction of con-
gestion. Under certain conditions, such as at very short sections through tunnels
or on bridges, the practical capacities will approach the theoretical capacities
On other relatively short sections of highway with high hourly and seasonal
density fluctuations, it may be practical to use values approaching the possible
capacities for design purposes, but on rural highways or sections designed for high
speed operation, the results of this study indicate that undesirable conditions will
exist when the total hourly volumes are in excess of 800, 1,400, and 2,800
vehicles on 2-, 3-, and 4-lane roads having good alinements
380 TRAFFIC

The ultimate objective of the highway SPACING BETWEEN VEHICLES TRAILING

capacity studies conducted by the Public EACH OTHER VARY WITH T Y P E OF
Roads Administration in cooperation with HIGHWAY AS W E L L AS W I T H T H E
a number of State highway departments SPEED
is to arrive at practical carrying capacities First let us consider the distance al-
for highways of different widths and lowed by the average driver between his
alinements and to determine what effect vehicle and a vehicle he is trailing, both
certain design features, motor vehicle and vehicles traveling at the same speed and
driver characteristics and regulations have in the same lane. Figure 1 shows the
on practical capacities By practical ca- results for about 11,000 drivers on 2-, 3-,
pacity is meant the working capacity or and 4-lane highways. All curves are for
number of vehicles per hour that a certain daytime operation except one which is for
highway facility can carry without re- a 2-lane highway at night. Insufficient
stricting the speed or movement of ve- data were obtained to arrive at accurate
hicles more than the drivers can rea- spacings at low speeds for any but day-
sonably be expected to tolerate. The prac- light conditions on 2-lane highways.
tical capacity of a highway is therefore a However, at low speeds all curves proba-
relative value that will vary even for the bly approach the 2-lane curve.
same design and will depend upon (1) the All curves show an increase in the
particular type of traffic the highway distance spacing with an increase in speed.
serves, (2) the congestion that will be At night the drivers allowed a greater
tolerated by drivers in various sections of clearance than in the daytime for corre-
the country and localities under certain sponding speeds. On 3-lane roads, a
conditions, and (3) economic consider- greater distance was allowed at the lower
ations, such as the funds available for speeds and a shorter distance at the higher
highway construction and the reduction of speeds than on 2-lane roads. On the
congestion. These factors will result in an 4-lane highways the drivers in the left
unlimited number of conditions. How- lane allowed shorter spacings than those
ever, before the practical capacity for a in the right-hand lane. I t is possible that
particular condition can be determined, it the right-hand lane contained a higher
is necessary to know at what speed the percentage of the cautious drivers or that
vehicles are operated during low traffic while a driver was in the left lane he
densities and to what extent the higher allowed a shorter distance because he felt
traffic densities restrict the speed and in- that the driver of the preceding vehicle
convenience the individual vehicle oper- was less likely to slow down suddenly.
ators. I t is also necessary to know the I t is of interest to know that various
possible capacity of the highway and have authors of articles on highway capacity
available a means of measuring the rela- arrive at values of from 40 to 150 f t . at
tive congestion. 20 m p h. and 87 to 1,230 f t . at 60 m.p.h.
based on assumed reaction times, coeffi-
This report covers a complete analysis cients of friction, etc.
of data for about 300,000 vehicles re- The lane capacities based on the spac-
corded in Illinois, Massachusetts, and ings given in Figure 1 are shown by
New York prior to 1938 ^ and is supple- Figure 2. Each curve represents a par-
mented by data obtained during 1939. ticular condition and shows the number
^Preliminary results of these studies have
of vehicles that could pass a given point
been pubhshed in the February 1939 issue of traveling in a single traffic lane i f all
Pubhc Roads, and in abstract in Proceedings, drivers traveled at the same speed and no
Highway Research Board, Vol. 18, p. 359. space between vehicles exceeded the dis-
 NORMANN—HIGHWAY CAPACITY 381

tance allowed by the average driver while 2-laiie road is 2,000 vehicles per hour in
trailing another vehicle. the daytime and about 1,800 at night, both
Although the values shown by the attained at a vehicle speed of about 33
tto

too

ISO lao S
u

U 160 I
o 140 140

r L*NC o r 4 L MC Nil H W W - OUTS >c u u IS o r

•cw S L * • C NISI w m •to

100 100

irr u IE OF < u t R e a o M a * ao Ik

60
^1 LMC 1 i s m w « D « TIME

40 40

to to

0 0
0 9 10 IS to tS 30 39 40 49 so S9 60 65 TO
VEHICLE SPEED - MILES PER HOUR

Figure 1. Average Minimum Spacings Allowed by Drivers When Trailing

Another Vehicle

^ \ [FTUWe DF «-LAI L HI6HW •

ui !,sao
MS. >\V»
g 2.000
3 -LANE. HIGHWUr •
Z
i LSOO
V • nSKT u I t OF 4- ,*NL HIG> u r

i 2 - L A N i Hismwr IT NKHT'

^ 1,000

20 _ Z» 30 33 M 43

SPEED-MILES PER HOUR

Figure 2. Theoretical Maximum Traffic Capacity with All Vehicles Traveling at the
Same Speed. Based on Average Spacings

curves are based upon observed spacings, m p h. The left lanes of 4-lane highways
they are "theoretical" lane capacities. The reach their maximum theoretical capaci-
maximum theoretical lane capacity on a ties of about 2,250 vehicles per hour when
382 TRAFFIC

the vehicles travel at a speed of 40 m p h , M E A N D I F F E R E N C E I N S P E E D USED AS

while the right-hand lanes and the lanes I N D E X OF POSSIBLE CAPACITIES
of 3-lane highways show increased capaci- In an effort to find a measure of the
ties with increased speeds within the range congestion on a highway from the data
of speeds observed. The values for 3-lane available, it was found that the mean dif-
highways refer to the outside lanes. These ference in speed between succeeding vehi-
capacities may be approached over very cles was the best index available, after
short sections that act as bottlenecks in a trying many others including a very ex-
highway and where drivers expect to stay haustive study of the drop in speed with

3 4 S 6 T e » I O I I It 13 14 IS W IT IS
TOTAL HOURLY TRAFFIC VOLUME - HUNDREDS OF VEHICLES
Figure 3. Speed and Mean Difference in Speed for 2 Lane Level Tangent Highway
Section in Illinois

in hne. However, since all vehicles must increased densities. Figure 3 shows both
travel at the same speed, the speed of the the average speed and mean difference in
slowest moving vehicle in such a case will speed for various traffic densities on a
determine the ultimate capacity. 2-lane road in Illinois.
To date, very few studies of highway At the light traffic densities, when all
capacity have gone beyond this stage, the drivers could travel at their desired speed,
main reason being that adequate data have the average on this 2-lane highway was
not been available During recent years, 43 m.p.h. and the mean diflference in speed
we have had the means and have obtained between succeeding vehicles was 7.2 m.p.h.
a considerable quantity of reliable data. As the density increased there was a
Now, at least a few of the facts can be gradual decrease in the average speed and
presented that will be of assistance in also in the mean difference in speed, until
determining practical capacities of 2-, 3-, at a density of 1,380 vehicles per hour the
and 4-lane highways. mean difference in speed was only 2.4
 NORMANN—HIGHWAY CAPACITY 383

mph., although the average speed had divided highways carrying traffic that
decreased to only 31 m.ph. Since it was went directly from one type of highway
evident that for all practical purposes the to another type. Figure 4 shows the dis-
relationship was a straight line, the line tribution of speeds and the average speed
for the mean diflFerence in speed was ex- for vehicles traveling on each type of
tended until it intersected zero difference highway during very low traffic densities
in speed at 1,940 vehicles per hour. I t is when each driver was free from any re-
obvious that when there is a zero differ- striction in speed by other vehicles. On
ence m speed between succeeding vehicles, the 4-lane divided highway, the average
no passings can be made and no driver speed was 47.5 m.p h. As far as the high-
can travel faster than the vehicle immedi- way was concerned, there was no reason
ately ahead. The result is that groups of all vehicles could not have traveled at 60
cars are formed, each following a slow- or 70 m.p.h. In fact, the highway was
moving vehicle. I f the highway is long designed for speed of 100 mp.h. with no
enough, one group may catch up to intersection at grade and the study loca-
another group, but there is no possibility tion was at the center of a 5-mile level
of filling the spaces between groups by tangent section. When we plot the aver-
one group passing the other. When this age speed and mean difference in speed
condition occurs, the possible capacity of between successive vehicles for each traffic
the highway has been reached, and, al- volume, we obtain Figure 5, based upon
though vehicles from side roads may tend reliable and detailed data for 81,581 ve-
to fill the gaps, they cannot travel faster hicles. Each line represents studies on sev-
than the group of vehicles ahead. Possible eral highways with similar design features.
capacities as used in this report, therefore, A 2-lane highway with few trucks had a
refer to the number of vehicles per hour possible capacity of 1,940 vehicles per
that can travel over long stretches of hour, at an average speed of 26 m p h ,
highway that are free from intersections while the same type of highway carrying
which would further reduce the roadway 17 percent trucks had a possible capacity
capacities. of 1,5CI0 vehicles per hour at a speed of
On this particular section of highway, 26 m p h.
the maximum possible capacity of 1,940 Two lanes of the 4-lane highways had
vehicles per hour would be reached when a total possible capacity of-4,200 vehicles
the average speed had decreased to 26 per hour, with this value occurring at a
m.p h. With trafiic moving at 26 m p h , speed of 24 m.p h. on the undivided sec-
we would not ordinarily consider the tions and at 33 mp.h. on the divided
highway as-being completely congested. sections.
Neither would we believe that, a bridge or The capacity studies in New York and
any other structure is loaded to its capacity Massachusetts were made under a wider
until a load necessary to cause a complete range of highway conditions than those
collapse is applied, unless we had some in Illinois. When each of the study loca-
type of gauge to measure the stresses. In tions on level tangent sections of highway
the case of highways, the mean difference were classified by the number of traffic
in speed may be used as the gauge. When lanes and the average speed and speed
it reaches zero, even a slight additional difference during very light traffic densi-
load or some other factor, may cause a ties, the location fell into seven different
complete tie-up of traffic or an immediate groups, each representing a particular
drop in speed to any value below 26 m.p.h highway condition. Figure 6 shows the
The Illinois studies included a number free speeds for each condition, while
of 2- and 4-lane highways and 4-lane Figure 7 based on the results for about
384 TRAFFIC

///,
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i
I

r «
l - L U t Wtl• w r i
41
1 T\
1 II
f 11
n K-4-UM DMKO MMMTS

\ aflMK a

m n o u T IT MMCMT I t ' 1

I
i
1
1

I- /
/JL
/
I /
/ .
•
•

Figure 4. Cumulative Frequency Distribution of Free Speeds on Level Tangent Sections

of Illinois Highways Included in Capacity Studies

2-LWE HIOHWAVS WITH 17 PERCENT TRUCKS

s ^
2 L IkNE3 OF 4 - L » NE 0 VIDE > ANI> UN>IVID ED H OHWi YS
Kg ^
\
V
\ -V
LANE HIGI<W«T<
WITH 17 PERCENT
TRUCKS

V
\' ! - L « NE H IGHWI ITS
V I
\
o V

TOTAL HOURLY TRAFHC VOLUME - HUNDREDS OF VEHICLES

Figure 5. Speeds and Speed Differences on Comparable Level Tangent Highway

Sections in Illinois
 NORMANN—HIGHWAY CAPACITY 385

Figure 6. Cumulative Frequency Distribution of Free Speeds on Level Tangent

Sections of Highway in New York and Massachusetts

I - L M E 9 OF » M CITY LIMITS
4 - L A N E HISHIMTS • m m CITY LIMITS - SO • P M S P U D U M T

• la le 14 IS 18 to CE E4 ES E8 SO SE 34 SS SS 40 42
TOTAL HOURLY TmPFIC V O L U M E - HUNDREDS OP VEHICLES

Figure 7. Speeds and Speed Differences on Level Tangent Highway Sections in

New York and Massachusetts
386 TRAFFIC

131,000 vehicles shows, for each condi- highways. One group of 3-lane
tion, the reduction m speed and difference highways with smooth surfaces
in 'speed with an increase in the traffic on all three lanes and the lanes
density. The highways selected do not well defined by paint lines had
represent average conditions in each State possible capacities of 3,600 vehi-
since the particular locations were chosen cles per hour. These factors had
to obtain the capacity data for this study a tendency to encourage the use
rather than to make comparisons between of the center lane for passing
highways in the different States. purposes. The best 3-lane roads
The 2-Iane highways. A, B, and C have can therefore be expected to have
average free speeds or speeds at light maximum possible capacities of
traffic densities of 29, 38, and 43 m.p.h., 3,600 vehicles per hour. Since the
respectively. The lines for the speed dif- capacity of each of the other
ferences converge and all reach zero dif- 3-lane roads was only 2,800 ve-
ference in speed at a density of about hicles per hour, there apparently
1,950 vehicles per hour. The possible IS a tendency for the capacity to
capacities are therefore the same for the decrease rapidly with a decrease
three conditions, although occurring at an in the design standard. Unless
average speed of 16.5 m.p.h. on section A, the center lane is smooth and
20 m.p.h. on B, and 31 m.p.h. on C. The wide enough to encourage drivers
possible capacity of the • Illinois 2-lane to use it for passing purposes
section without trucks was 1,950 vehicles even with oncoming traffic in the
per hour at an average speed of 25 m.p.h. outside lane, the possible capacity
Each of the 3-lane highways repre- will be little more than for a
sented by curve D had a possible capacity 2-lane road.
of 2,860 vehicles per hour at 24 m.p.h., 3. Two lanes of level tangent sections
while each of the 3-lane highways repre- of 4-lane highway carrying few
sented by curve E had a possible capacity trucks have a possible capacity of
of 3,660 vehicles per hour at 26 m.p.h. about 4,000 vehicles per hour. I f
The speed restrictions on the 4-lane it is considered that the possible
sections F and G caused lower speeds and capacity of a 4-lane highway is
speed differences at low volumes, but the reached when the lanes in one
speed restrictions apparently had no effect direction are carrying their maxi-
when the traffic volume in one direction mum possible capacity, the ca-
reached 2,400 vehicles per hour. The pacity of the entire roadway
possible capacity in both cases was about depends upon the relative number
4,000 vehicles per hour at a speed of of vehicles traveling in each direc-
20 m.p.h. tion. With all traffic in one
From these studies it is evident that - direction during peak periods, the
1. Two lane level tangent sections of total possible capacity of a 4-lane
highway carrying few trucks have road is 4,000 vehicles per hour,
a possible capacity of about 2,000 while with traffic equally divided
vehicles per hour. With 17 per- by direction, the total possible
cent trucks, their capacity is re- capacity becomes 8,000 vehicles
duced about 25 percent. per hour. However, since about
two-thirds of the traffic is usually
2. Three-lane level tangent sections of
in one direction on most high-
highway apparently do not all
ways during peak periods, the
have the same possible capacity,
lanes in one direction will be
as is the case for 2- and 4-lane
 NORMANN—HIGHWAY CAPACITY 387

carrying their maximum possible 3- lane highway is most efficient for loca-
capacity with a total volume of tions where at least two-thirds of the
6,000 vehicles per hour. traffic travels in one direction during the
4. The speed at which the vehicles will high volume periods. However, it is also
travel when the possible capacity the rule, rather than the exception, that at
of a highway is reached will de- least twice as many vehicles will be travel-
pend entirely upon the speed at ing in one direction as in the other on any
which the slowest vehicles on the highway, especially during periods in
highway are traveling Usually which the highest densities occur Figure
this will be about the same as the 8 based on 12,119 vehicles shows that
speed of the slowest vehicles dur- under these conditions and on level tan-
ing very low traffic volumes. gent sections of highway the percentage
of the total vehicles traveling in the center
It is interesting to compare the possible lane at any one point increases as the total
capacities with the theoretical capacities. volume increases to 1,500 vehicles per
For a 2-lane highway, the possible ca- hour. At 1,500 vehicles per hour, only
pacity is about one-half of the theoretical 15 9 percent were in the center lane, 13 8
capacity. On 2-lane highways carrying percent traveling in the one direction and
practically all the traffic in one direction, 2 1 percent in the other. Indications are
the lane normally used by oncoming traffic that under these conditions a maximum of
provides the means for passing the slow- about 300 vehicles per hour will be travel-
moving vehicles so that the exceedingly ing in the center lane at any one point on
long spaces ahead of the slow-moving the highway when the total hourly volume
vehicles may be filled However, one reaches 2,0i00 vehicles This fact will be a
oncoming vehicle will require all other surprise to anyone who has thought that
vehicles to crowd into the one lane, mak- about one-third of the total traffic would
ing the total possible capacity equal to the use each lane, that the vehicles in the cen-
theoretical capacity of one lane. With ter lane would consist almost entirely of
traffic equally divided, spaces sufficiently vehicles overtaking the slow-moving ve-
long to permit a passing do not exist when hicles traveling in the direction of the
there are over 1,000 vehicles per hour heavy density, and that these circum-
traveling in each direction, even i f the stances would be the reason for a most
drivers take full advantage of their pass- efficient operation of a 3-lane road when
ing opportunities. two-thirds of the traffic is in one direction
On 4-lane highways, the possible ca-
Figure 9 shows the average speeds for
pacities are very close to the theoretical
the vehicles in the center and outside lanes
values. Both lanes can be used to carry
at different traffic densities The average
traffic and at the same time provi'de
speed for vehicles in the center lane re-
a means of passing slow-moving vehicles
so that the long spaces that occur ahead mained practically constant, while there
of the slow vehicles can be filled. was a marked decrease in speed with an
On 3-lane highways with practically all increase in the total traffic volume for
traffic in one direction and two lanes filled, vehicles in the right-hand lanes. Even at
the possible capacity of all three lanes rather high densities, the average speed of
cannot exceed the theoretical capacity of vehicles while using the center lane for
two lanes. With traffic evenly divided, the passing was nearly as high as the average
number of passings required to keep both speeds for all vehicles on high-speed,
outside lanes from having gaps apparently 4- lane highways during low traffic
cannot be made in one lane. volumes.
I t is common practice to assume that a A similar analysis was made for 3-lane
388 TRAFFIC

100

TOT iL IN >IREC riON IF GR :ATER OENi ITY

TO

r
U 40
s TO T A L II DIRE STION OF I ESSEi DEN MTT

Z M

i - I T O T A L TRAVELINO IN CE IITER LANE

10 IN CE ITER . A N E A N D TRAVELINO I N OIRECTION OF LESSC 1 on I I T T

t:—1 1 1 1 1 1 1 1 1 1
0 0 1 E S « S 6 T a 9 10 II 12 IS 14 IS II IT la
TOTAL HOURLY TRAFFIC VOLUME - HUNDREDS OF VEHICLES

Figure 8. Distribution of Vehicles between Lanes on 3-Lane Level Tangent Highway

ss S6

1
LANE - A VERAOE lOTH OIR
• • •
• •
__ n H
K
M

- OUTSIO \ LANES - AVERAf E BOTH BIRECTIO

0.
M

S 24
S
14 i
o
-

15
i "

TOTAL HOURLY TRAFFIC VOLUME - HUNDREDS OF V E H I C L E S

Figure 9. Vehicle Speeds in Center and Outside Lanes on 3-Lane Highways

 NORMANN—HIGHWAY CAPACITY 389

highways when traffic was nearly equal in closer to 100 than to 67. However, since
both directions. The conclusions reached no data were available for this condition,
from both analyses were • this possibility could not be verified.
1. At any one point on a 3-lane high- C U R V E S AND GRADES E F F E C T H I G H W A Y
way relatively few vehicles are CAPACITY
traveling in the center lane. The
maximum number that can be in The possible capacity of a 2-lane road
the center lane is about 300 per occurs on tangent sections of highway
hour, regardless of the total traffic w h ^ vehicles cannot pass one another.
volume, when up to 70 percent of Therefore, an individual curve will cause
the total traffic is traveling in one no reduction in the possible capacity of a
direction. highway since it will impose no further
2. Although there is a very marked restriction to passing than already exists
drop in the average speed of However, at lower traffic densities, a curve
traffic in the outside lanes with an with a restricted sight distance prevents
increase in volume, there is prac- passing maneuvers that could otherwise be
tically no drop in the speeds of performed safely. Of the few curves for
vehicles while in the center lane. which the data have been analyzed, the
one with the greatest degree of curvature
3. As long as the hourly volume travel-
and the shortest sight distance that had
ing in one direction does not ex-
no apparent effect on traffic was a 4-deg.
ceed 70 percent of the total traffic,
curve with a minimum sight distance at
the center lane will be used by
one point of about 900 ft. The pavement
vehicles traveling in both direc-
was 20 ft. wide and had a superelevation
tions.
of 0.06 f t per f t . There were only
Other obvious facts are: shghtly fewer passings performed on the
curve than on an equal length of tangent
1. At points where the sight distance
section under similar traffic densities. As
is restricted, the use of the center
a comparison, during low traffic densities
lane for passing is dangerous, so
an U-deg curve with a minimum sight
in effect a 3-lane highway will
distance of 400 f t caused passenger cars
carry only two lanes of traffic.
to reduce their speed from 43 to 35 m.p.h.,
2. A 3-lane highway having even one busses from 48 to 35 m p.h., trucks from
restricted sight distance cannot 37 to 32 m p h , and tractor-truck semi-
carry more vehicles per hour in trailers from 33 to 30 m p.h
one direction than the number
that can crowd into one traffic Table 1 shows the average speeds of
lane. free moving trucks, busses and passenger
cars while traveling over 3-, 5-, and 7-per-
From the facts gathered by these analy- cent grades that were approximately one-
ses, it appears that a 3-lane highway is fourth mile long and had level tangent
more efficient when traffic is evenly di- approaches. Excluding the vehicles on the
vided by directions than when two-thirds level sections, a total of 1,611 trucks, 133
of the traffic travels in one direction. busses, and 21,036 passenger car speeds
There is a possibility that a two direc- were used to obtain these averages.
tional 3-lane highway would be more effi- Figure 10 shows the distribution of
cient when practically all traffic moved in truck and passenger car speeds on the
one direction than with traffic evenly various grades. When comparing these
divided, but the percentage traveling in distributions, one must remember that
one direction in such a case would be (1) the speed distributions include all
390 TRAFFIC

trucks on the highway, both loaded and has been possible to determine capacity
empty, (2) no vehicle was restricted by figures for only two highway conditions.
any other vehicle, (3) the grades were One condition represents 7-percent grades
only one-fourth mile long, and (4) the one-fourth mile long on 2-Iane highways
speeds at the bottom of the grades were that carry few trucks and have level tan-

TABLE 1
FREE SPEEDS ON GRADES
With Level Tangent Approaches and About One-Fourth Mile Long
Grade Trucks Buses Passenger cars

Level 36 9 45 9 45 8
Downgrade*
3 per cent 37 6 46 4 46 5
5 per cent . ' 38 9 41 4 42 1
7 per cent 34 1 37 4 40 2
Upgrade.
3 per cent 34 3 37 0 43.5
5 per cent . . 26 6 29 3 39.5
7 per cent 24 6 26 6 34 4

too
1 1 1 1 1
. PASSENGER CARS
s •«
-
o ao
Id
•

u CO

5 50 //
//
<
S 40
JmJ

eo / i

10
/ 1

0
o 10 20 so 40 SO 60 TO SO 0 10 20 30 40 SO 60 TO 60
SPEED IN MILES PER HOUR
Figure 10. Cumulative Frequency Distribution of Free Speeds Up Grades i Mile Long
with Level Tangent Approaches

not necessarily the same as on the level gent approaches to the grades. The other
sections since the drivers could see the condition represents 7-percent grades one-
grades for some distance and may have fourth mile long on 3-Iane highways that
increased their speed before reaching the carry 11 percent trucks and have curved
bottom of the grade. approaches to the grades.
From the available data on grades, it Figure 11 shows that passing was not
 NORMANN—HIGHWAY CAPACITY 391

possible on the grades when the density direction on 4-lane highways since any
reached 1,400 and 1,560 vehicles per hour value lower than this will result in only
on the 2- and 3-lane grades, respectively. a slight increase in the average speed or
However, in the one case the vehicles freedom of movement for the individual
averaged 30 m.ph. on the grade, and in vehicles while there is a marked reduction
the other they averaged 14.5 m p h. The in both speed and freedom of movement
trucks and the curved approaches reduced as the density increases above 2,450 vehi-
the possible capacity of the 3-lane high- cles per hour However, for the other
ways to a value nearly as low as that for highway conditions shown by Figures 5
the 2-lane highways and caused a much and 7, there are no breaks in the curves
larger reduction in speed Vehicles ceased to indicate definite values for the practical
to pass on the 2-lane grades at only seven- capacities although the curves showing the
tenths of the density that they stopped mean difference in speed do indicate the
passing on level sections. restriction during the various traffic densi-

PRACTICAL C A P A C I T I E S VARY FOR

DIFFERENT CONDITIONS

At certain locations such as through

tunnels, over bridges, and on other short
sections of highway that are bottlenecks - 3 - u U i t MSmUV II^UGCNT TiniCM, CUnCD APMOKH

in a system of highways but which cannot

be eliminated economically, the practical
capacities will approach the theoretical
capacities. At other relatively short sec-
tions where there is an exceedingly high
hourly daily or seasonal fluctuation m the
traffic volume, the practical capacities may
approach the values given as the possible Figure 11. Average Speeds and Speed
capacities but since all drivers are required Differences on Straight 7 Percent Grades
to govern the speed of their vehicles by i-Mile Long.
the speed of the slowest moving vehicle
when a highway is carrying its possible ties as compared to the restriction when
capacity, it is generally desirable to use all vehicles are required to stay m line.
vaJues considerably lower than the possi- When we consider the variation in
ble capacities for design purposes to per- traffic density that exists on the average
mit drivers some individual freedom of highway, the percentage of vehicles af-
movement even during peak density fected by other vehicles and the percent-
periods. While it is impossible to deter- age of time that passings may be started,
mine practical capacities for all conditions a total traffic volume of 800 vehicles per
without considering local factors, the in- hour seems to be the highest density that
formation secured by this study, especially can be considered as the practical capacity
the results shown by Figures 4 through 7, of a 2-lane rural highway. At this density
indicate practical capacities for certain 70 percent of the drivers will be required
general conditions and provide a basis for to govern" their speed to some extent by
determining practical capacities for other the speed of other vehicles,^ and passings
conditions. requiring 10 seconds in the opposing
Referring to Figure 7, it may be seen
that the practical capacity for conditions 2 Figures 7 and 20, Pubhc Roads, February
F and G is 2,450 vehicles per hour in one 1939
 392 TRAFFIC

traffic lane cannot be started more than volumes, it seems reasonable that the
30 percent of the time.* I t is also signifi- drivers will expect a greater freedom of
cant that on a 2-lane rural highway carry- movement on the 3- and 4-lane roads than
ing 800 vehicles per hour, the average on the 2-lane roads. Practical capacities
driver is restricted to nearly the same for 2-, 3-, and 4-lane roads with good
extent as when traveling during light alinements and carrying few trucks are
traffic densities within the limits of a city therefore in the neighborhood of 800,
where there is a 30-m.p.h. speed limit. 1,400, and 2,800 vehicles per hour, respec-
Eight hundred vehicles per hour was tively.
about 40 percent of the possible capacity A study of the fluctuation in traffic
of the 2-Iane highways. A corresponding density due to hourly season and daily
percentage of the possible capacities of variations * showed that it is not economi-
the 3-Iane highways was 1,120 vehicles cal to design for a higher traffic volume
per hour for those in Massachusetts and than the traffic volume that is exceeded
1,460 vehicles per hour for those in New for 30 hours during a year. The use of
York. Forty percent of the possible ca- the foregoing values for design purposes
pacity of two lanes of the 4-lane sections will not only permit reasonable freedom
in Illinois was 1,680 vehicles per hour or of traffic movement practically all the time
a total of 2,520 vehicles per hour for all but the possible capacities of the highways
4 lanes assuming that two-thirds of the will not be exceeded even during the high
densities for which it is not economical
traffic will be traveling in the direction of
to design.
the heavier density. However, at these
densities the speed differences on the 3- Curves and limited sight distances will
and 4-lane roads were higher than on the undoubtedly reduce the practical capacities
2-lane roads. For corresponding speed of 2- and 3-lane highways to a much
differences, the 4-lane Illinois highways greater extent than they reduce the prac-
would carry 3,150 vehicles per hour and tical capacities of 4-lane highways, but
before their effect can be fully evaluated,
the 3-lane highways in Massachusetts and
the results of the passing practice studies
New York 1,600 vehicles per hour, but
must be correlated with this analysis and
since the speed differences were higher on the speed studies on curves.
the 3- and 4-lane roads during low vol-
umes than on the 2-lane roads during low * "Applications of automatic traffic recorder
data in highway planning," Public Roads, Jan-
» Figure 2, Pubhc Roads, February 1939. uary 1941.