TRIBHUWAN UNIVERSITY

INSTITUTE OF ENGINEERING
PURWANCHAL CAMPUS, DHARAN
A
PROJECT REPORT
ON
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY ON

IN PARTIAL FULFILLMENT OF REQUIREMENT FOR THE DEGREE OF BACHELOR IN CIVIL ENGINEERING.

ADVISOR:
Prem Nath Bastola

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

PROJECT MEMBERS:
Arpan Raut

(069/BCE/03)

Bharat Upadhyay

(069/BCE/04)

Prabin Neupane

(069/BCE/25)

Prakash Khanal

(069/BCE/26)

Prashant Adhikari

(069/BCE/29)

Rajan Lohani

(069/BCE/31)

Sijan Dangi

(069/BCE/39)
1

PREFACE

Our faculty Bachelor in civil engineering is case of practicing study and deals with the practical problem
faced by the professionals in the field related to civil engineering problems. In this project, we have come
across the numerous practical problems that we have studied during our class periods and other
knowledge, wisdom, theories that we have earned from our seniors, teachers, etc.
The final year project of the 4th year student namely, operational analysis of two lane highway is being
accomplished by as one of the major area of work under the field of civil engineering. The project work so
completed in the last semester of our academic curriculum in order to enhance our practical knowledge
and implementing the knowledge acquired during the academic period of B.E. program.
As the country is developing country, most of the technology and facilities are developing in the field of
infrastructure among them .Transportation system is the backbone of developed and prosperous country.
So, a better economy can be observed if there is well connected transport facilities in the country. Besides
availability of transport facilities in few places, there is lack of regular maintenance and monitoring. Most
challenging part of transportation system is that most of construction project are running continuously
but planning of these project are not made before the implementation of construction.it is most serious
factor influencing transportation system. Nowadays traffic numbers are increasing day by day, if planning
of traffic management is not performed timely it will lead serious problem in roadway safety and traffic
management.
Hence, our project mainly emphasizes on performing operational analysis and finding the level of service
of two lane highways which deals with traffic performance measure of two lane highway and it will
help in planning of roadways construction and traffic management and also will be helpful for those
working in field of transportation engineering and planning. And to report to the concerned department
if there is any deficiencies. Moreover, this transport related project aims to reduce the risk and casualties
rendered during movement of goods and people.
It was our great opportunity and honor to work under our project advisor Prem Nath Bastola. He provided
us not only his invaluable advices but also shared his experiences regarding the project.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

TRIBHUWAN UNIVERSITY
INSTITUTE OF ENGINEERING
PURWANCHAL CAMPUS, DHARAN

CERTIFICATE
The under designed certify that they recommend to the institute of engineering for acceptance,
A project entitled operational analysis of two lane highway submitted by Arpan Raut
(069/BCE/03), Bharat Upadhyay (069/BCE/04), Prabin Neupane (069/BCE/25), Prakash Khanal
(069/BCE/26) Prashant Adhikari (069/BCE/29), Rajan Lohani (069/BCE/31) & Sijan Dangi
(069/BCE/39) in partial fulfillment of requirement of bachelor in Civil engineering.

1. .
External Examiner

.............
Dated :

2. Prem Nath Bastola

Project Advisor

...
Dated:

3. Raju Ghimere
Head of Department (Civil engineering)

Dated:

4. Jitendra Chaudhary
Campus Chief

.
Dated:

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

ACKNOWLEDGEMENT

Firstly, we would like to extend our utmost gratitude and sincere thanks to our project advisor Prem Nath
Bastola sir for his expertise, oversight, friendship and valuable suggestion none of this would have been
possible without his guidance and wisdom.
We would also like to thank Er. Raju Ghimere, HOD of Department of Civil Engineering for his great
support, inspiration and technical help. We are extremely indebted to the college administration and
Department of civil engineering for providing various equipment and creating favourable condition to
execute the project work.
Last but not the least ,we would like to thank our seniors, colleagues, teachers, families and Ratna
photocopy centre for their kind support, motivation and encouragement who extended helping hand in
our difficult times for the timely preparation of this project. We are extremely sorry for any erroneous
error that may arise unknowingly during our tireless effort. We would be highly obliged to entertain the
constructive criticisms and suggestions.

THANK YOU!!!
Project Group
Arpan Raut

(069/BCE/03)

Bharat Upadhyay

(069/BCE/04)

Prabin Neupane

(069/BCE/25)

Prakash Khanal

(069/BCE/26)

Prashant Adhikari

(069/BCE/29)

Rajan Lohani

(069/BCE/31)

Sijan Dangi

(069/BCE/39)

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

ABSTRACT

The main objectives of this project is to determine operational analysis of two lane highway. Operational
analysis is carried to check the operational condition of roads and to suggest correction measures if any
shortcoming occurs. The main task in operational analysis is to find out level of services in terms of
category classes such as A, B, C OR D. For the calculation of LOS different parameters are calculated from
the data surveyed in the field using different formulas. We have to calculate average travel speed and the
percent-time-spent-following to determine classes. For average travel speed we need to calculate FFS.
There are two types of methodologies to execute our objectives viz. field observation and estimation
method. The former is direct method and the latter is indirect method. In direct method, the entry and
exit point of vehicle is noted to find out distance traversed. Based on the time taken, the velocity of vehicle
is computed. To perform our job, we count the number of all type of vehicles of 1 hour peak period
dividing our job specification into four quarters each of 15 minutes time period. We have adopted indirect
method in our project. In this method, the influencing parameters such as shoulder width, lane width,
vehicle characteristics, and access point are taken into consideration to calculate design speed (NRS 2070).
Base free flow speed (BFFS) is computed knowing design speed and free flow speed (FFS) is determined
on the basis of BFFS. The calculation of free flow speed gives Average travel speed.
In the case of percent-time-spent-following base percent-time-spent-following is calculated by using
formula. The effect of no passing zone and the directional distribution of traffic is adjusted and the
summation of these two gives the percent-time-spent-following.
The two data are plotted against a graph given by HCM 2000. The percent-time-spent-following is plotted
along y-axis and the average travel speed is plotted against x-axis which gives the level of service of road.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Table of Contents
CHAPTER-1

Introduction .................................................................................................. 9

Background ............................................................................................................................................... 9
Problem statement ................................................................................................................................ 10
Research objective ................................................................................................................................. 10
Scope of the study .................................................................................................................................. 11
Format of the project report.................................................................................................................. 11
Chapter 2

Theoretical framework ................................................................................. 12

Definition ................................................................................................................................................ 12
Highway .................................................................................................................................................. 12
a) National Highways ......................................................................................................................... 12
b) Feeder Roads .................................................................................................................................. 12
c) District Roads .................................................................................................................................. 12
d) Urban Roads ................................................................................................................................... 12
Multilane highway.................................................................................................................................. 12
Two lane highway .................................................................................................................................. 12
Level of service ....................................................................................................................................... 12
Capacity .................................................................................................................................................. 13
Demand .................................................................................................................................................. 13
Quality and level of service .................................................................................................................... 13
Service flow rates ................................................................................................................................... 13
NOTATIONS ............................................................................................................................................ 13
TERMINOLOGY ....................................................................................................................................... 14
Free flow speed .................................................................................................................................. 14
Saturation flow rate ........................................................................................................................... 14
Base free flow speed .......................................................................................................................... 15
Shoulder Width .................................................................................................................................. 15
Lane Width.......................................................................................................................................... 15
Percent Time Spent Following ........................................................................................................... 15
Interrupted flow ................................................................................................................................. 15
Uninterrupted flow ............................................................................................................................ 15
No passing Zone ................................................................................................................................. 15
Rolling Terrain .................................................................................................................................... 15
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Passenger car unit .............................................................................................................................. 15

Level terrain........................................................................................................................................ 15
Graph and Tables.................................................................................................................................... 15
Table: 1

LOS criteria for two-lane highways in class I ................................................................... 16

Table: 2

Los criteria for two-lane highways in class II ....................................................................... 16

Table: 3

Los criteria (Graphical) for two lane highways in class I ..................................................... 16

Table: 4

Adjustment for (FLS) lane width and shoulder width ................................................. 17

Table: 5 Adjustment (fA) for access point density .............................................................................. 17

Table: 6 GRADE ADJUSTMENT FACTOR (FG) TO DETERMINE AVERAGE TRAVEL SPEED .................... 18
Table: 7 GRADE ADJUSTMENT FACTOR (FG) TO DETERMINE PERCENT TIME- SPENT- FOLLOWING
................................................................................................................................................................ 18
TABLE: 8
PASSENGER- CAR EQUIVALENTS FOR TRUCKS AND RVS TO DETERMINE SPEEDS ON
TWO- WAY AND DIRECTIONAL SEGMENTS. .......................................................................................... 19
TABLE: 9 PASSENGER- CAR EQUIVALENTS FOR TRUCKS AND RVS TO DETERMINE PERCENT TIMESPENT-FOLLOWING ON TWO-WAY AND DIRECTIONAL SEGMENTS..................................................... 19
TABLE: 10 ADJUSTMENT (fnp) FOR EFFECT OF NO PASSING ZONE ON AVERAGE TRAVEL SPEED ON
TWO- WAY SEGMENTS ........................................................................................................................... 21
STANDARD VALUE .................................................................................................................................. 22
REVIEW ON ANALYSIS OF TWO LANE HIGHWAYS ................................................................................ 22
Study Area .............................................................................................................................................. 24
Data Types .............................................................................................................................................. 25
Data Source ............................................................................................................................................ 25
Sample design......................................................................................................................................... 25
Methods of survey ................................................................................................................................. 25
Flow chart ............................................................................................................................................... 26
Equation used in analysis ....................................................................................................................... 26
Demand flow rate............................................................................................................................... 26
Heavy vehicle adjustment factor ....................................................................................................... 27
Determining free flow speed ............................................................................................................. 27
Estimation of FFS ................................................................................................................................ 27
Determining average travel speed .................................................................................................... 28
Determining percent time-spent-following ...................................................................................... 28
Other Traffic Performance Measures .................................................................................................... 29
Analysis tool ........................................................................................................................................... 30
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Spread sheet modeling ...................................................................................................................... 30

Chapter 04 .................................................................................................................................................. 31
Data Analysis .............................................................................................................................................. 31
Observed Data ........................................................................................................................................ 31
Table 11

No. of vehicles moving Towards Bhanu-chowk (up) ....................................................... 31

Table 12

No. of Vehicles Moving Towards Tinkune (Down) ............................................................. 31

Table 13

No. of Vehicles Moving on Two-way segment ................................................................... 31

Table 14

NO. Of PCU Moving towards Bhanu-chowk (UP).............................................................. 32

Table 15

NO. Of PCU Moving Towards Tinkune (Down) ................................................................ 32

Table 16 No. of PCU moving on Two-way segment ............................................................................ 32

RESULT .................................................................................................................................................... 32
INTERPRETATION.................................................................................................................................... 33
Chapter 5 .................................................................................................................................................... 34
Conclusion .............................................................................................................................................. 34
Recommendation ................................................................................................................................... 34
Limitations .............................................................................................................................................. 34
References .................................................................................................................................................. 35
ANNEX A .................................................................................................................................................. 36
OBSERVED DATA .................................................................................................................................... 36
ANNEX B................................................................................................................................................... 38
CALCULATION PART ............................................................................................................................... 38
ANNEX C .......................................................................................................... 41

List of figures
Figure 1 Map of study Area ....................................................................................................................... 24
Figure 2 Strategic road network of Nepal ................................................................................................. 41
Figure 3 Traffic congestion on side of roadway ........................................................................................ 42
Figure 4 Traffic congestion at Bhanu chowk intersection ......................................................................... 42
Figure 5 Roadway condition at Bargachhi ................................................................................................. 43

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

CHAPTER-1

Introduction

According to highway capacity manual 2000, to determine the capacity and level of service of any road
the streets, Highways, Bus and streetlight rail transit, pedestrians and bicycle path should be analyzed.
The analysis procedure directly depends upon the flow facilities provided on the road side. The flow facility
is divided in to two categories as an interrupted flow facilities and uninterrupted flow facilities.
Interrupted flow facility deals with stopping and go way operation of the vehicle hence there is controlled
and uncontrolled access points such as Traffic signals, stop signs, go signs and other type of control that
stops traffic periodically. In uninterrupted case there is no specific elements of flow. Normally transit,
pedestrians and bicycle facility is considered to be interrupted flow and in special case of long way bus
without stops or along the passenger corridor is uninterrupted flow.so the capacity analysis is a set of
procedure for estimating of traffic-carrying ability of facilities provided over a range of defined operational
condition. A principal objective of capacity analysis is to estimate a maximum number of pedestrian or
the vehicle that can accommodate facility with reasonable safety in specified period of time. The
operational analysis of highway deals with capacity, Demand, Quality and level of service, traffic flow rate,
performance measure, service measure of highway.
Prediction and knowledge of capacity is fundamental in planning, design, operation and layout of road
network. Road way factor influences the capacity of two lane highway that includes lane width, gradient,
lateral clearance, size and type of shoulder. Lane and shoulder have significant effect on traffic flow.
Narrow lane causes flow of vehicle very close to each other latterly slowing down or by observing large
longitudinal gaps for given speed. Important traffic condition that affect capacity of two lane road are
composition of traffic steam, directional split and presence of slow moving vehicle in the stream.
Environmental condition such as presence of wet pavement or snow or ice condition, rain, darkness, fog,
parking regulation affect driver performance and capacity of road. There are indication that wet or icy
pavement reduce the capacity by 5%-15%.

Background
Nepal is landlocked country located between 804 and 8812 in longitude and between 2622 and
3027 latitude. It borders the peoples republic of china on the north and India on the remaining three
sides. The average length of country (East- west ) is 885 km with width varying from 133 km to 225 km
(north south ) and covers area of 1,47,181 sq. km which is approximately 0.33% of the area of Asia and
0.03% of the world.

Nepal is a developing country. Nepal is in the phase of all round development. Every rural area are
connected with transport facilities. The grown up towns are facing the problem of heavy traffic with
increase in peoples standard of living and source of income. Every roads has its own capacity to fulfill
traffic movements. Due to increase in traffic movements, traffic infrastructure could be in verge of
disfunction. This leads in increase of travel time, congestion, etc.so, operational analysis could be bridge
for the proper management of traffic in infrastructure.
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

The highway network is accelerated at a fast rate as well as the traffic volume. The remote part of the
country is accessible by the network of road. The urban area has been developed as a vast and
complicated road networks of road. The large increase in transportation vehicles has led to different
problems like insufficiency in road infrastructure, increase travel time, congestion etc. These deficiencies
and inefficiency is the function of transportation growth. These parameters can be calculated and
measured. This gives level of service (LOS) of an existing road. LOS comprises different elements like free
flow speed, percent time spent flowing, etc.
Dharan is the sub-metropolitan city. Koshi highway passes through Dharan from Biratnagar. As the
transport vehicles are increasing every year, this available facilities may be insufficient in upcoming year.
LOS is the measure of serviceability of available facilities that existed. It helps to compare the determined
serviceability with some standard cases and helps in decision making for the upgrade of facilities or not.

Problem statement
Most developing country cities have been classified as low cost strategy cities. In comparison with cities
in the West, these cities consume less transport energy. Characteristics of these urban centers are high
density, mixed land use, short trip distances, and high share of walking and nonmotorized transport.
Modes of heterogeneous traffic flow in developing countries consist of vehicles with varying dynamics
and space requirements sharing the same road space. Traffic streams in heterogeneous traffic consist of
distinct categories of vehicles. In context of our country traffic consists of many motorized two wheelers,
motorized three wheelers, bicycles, non-motorized three wheelers, cars, buses, pull carts and if the facility
for pedestrian is not provided in that case pedestrian flow is also considered.
Dharan is a developing city of Nepal located in eastern region. The traffic flow condition in Tinkune-Bhanu
chowk two lane road is mixed type of flow. Due to increased number of vehicle and limited condition of
roadway more severe traffic problem is created in highway. The capacity of road is decreasing, Traffic
congestion is increasing, Road accident is increasing, Quality service of road is decreasing, and mixed type
of traffic is causing slowdown of speed of vehicle on highway and difficulty in visibility. The important
problem related are as follows.
1. Traffic congestion and Travel time delay
2. Increase in traffic density.
3. Increase in traffic conflicts.
4. Decrease in average spacing between the vehicles.

Research objective
Every research has its own objective. The objective could be a specific, less in number or vice versa. The
research objective helps to achieve our objective without off tracking from the work. The major objectives
of our research are illustrated below:
1. To determine the level of service of two lane highway.
2. To analyze traffic flow data collected on two-lane roads varying in roadways and traffic conditions.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

10

3. To study the influencing parameters like lane width, shoulder width, gradient, traffic composition,
directional split and pavement surface roughness on capacity of two lane roads under mixed
traffic condition.

Scope of the study

The scope of the proposal depends upon the assessment of existing facilities and the user needs for the
improvement of the capacity and level of services. The decisions made during the research include
appropriate service measures. These decisions provide the fundamentals for the revised procedures.
These procedure will help to determine the new additional geometric features required. It further checks
the existing capacity and level of service of the given two lane highway; determine the future scenario
and the upgradation required for the existing two lane highway. It helps in the comparisons of level of
service between the two lane highway and multilane highway. It helps in the determination of need for
planning, design and operational analysis procedure.

Format of the project report

The project report includes cover page, certificate, preface and table of content related to information of
the report are described in front part of the report.
Abstract of the report includes brief description of reports component like problem statement, analysis
and method to overcome this problem procedure are described in short and sweet form. The main report
detail part is divided into 5 chapter with specific subject matter.
Chapter 1 includes the introduction, background and problem statement, in which related traffic problem
and objective of research are stated. This chapter clearly describes scope of the research.
Chapter 2 discusses parameter related with research, and special terminology, Graph related to level of
service of different classes highway, accepted standard value and literature review related to operational
analysis are elaborated.
Chapter 3 includes methodology adopted to collect data and their analysis procedure are described, which
is represented by flow chart and study area, analysis tools are stated in brief.
Similarly, chapter 4 includes calculations, analysis of the data and the results obtained are interpreted and
compared with standard value.
Chapter 5 includes the conclusion and recommendations and limitations of the study.
Lastly, references are described and in APPENDIX observed data and calculation part is shown.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

11

Chapter 2

Theoretical framework
Definition

Highway
A highway is any public road or other public way on land (according to Wikipedia) A highway is categorized
as following according to NRS 2070

a) National Highways
National Highways are main roads connecting East to West and North to South of the Nation. These serve
directly the greater portion of the longer distance travel, provide consistently higher level of service in
terms of travel speeds, and bear the inter-community mobility.

b) Feeder Roads
Feeder roads are important roads of localized nature. These serve the community's wide interest and
connect District Headquarters, Major economic centers, Tourism centers to National Highways or other
feeder roads.

c) District Roads
District Roads are important roads within a district serving areas of production and markets, and
connecting with each other or with the main highways

d) Urban Roads
Urban Roads are the roads serving within the urban municipalities. These roads are collectively called
Strategic Roads Network (SRN) roads.

Multilane highway
Multilane highway is a freeway or expressway with more than one lane in each direction.

Two lane highway

Two lane highway is a freeway or expressway with only one lane in each direction.it includes most of the
highway of the Nepal.

Level of service
Level of service is the measure of serviceability of any highway. On class I highways, efficient mobility is
paramount and LOS is defined in term of percent time spent flowing and average travel speed. On class II
highways, mobility is less critical. And LOS is defined only in terms of percent time spent flowing without
consideration of average travel speed. Drivers will tolerate higher level percent time spent following on a
class II than class I facility. Class II facilities usually serve shorter trips and different trip purposes.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

12

Capacity
The capacity of a facility is the maximum hourly rate at which persons or vehicles reasonably can be
expected to traverse a point or a uniform section of a lane or roadway during a given time period under
prevailing roadway, traffic, and control conditions.

Demand
Demand is the principal measure of the amount of traffic using a given facility. Demand relates to vehicles
arriving; volume relates to vehicles discharging. If there is no queue, demand is equivalent to the traffic
volume at a given point on the roadway. Throughout this manual, the term volume generally is used for
operating conditions below the threshold of capacity.

Quality and level of service

Quality of service requires quantitative measure to characterize operational conditions within a traffic
stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic
stream, generally in terms of such service measures as speed and travel time, freedom to maneuver;
traffic interruptions, and comfort and convenience.
Six LOS are defined for each type of facility that has analysis, procedures available. Letters designate each
level, from A to F, with LOS a representing the best operating conditions and LOS F the worst. Each level
of service represents a range of operating conditions .Each level of service represents a range of operating
conditions and the drivers perception of those conditions. Safety is not included in the measures that
establish service levels.

Service flow rates

The service flow rate is the maximum hourly rate at which persons or vehicles reasonably can be expected
to traverse a point or a uniform section of a lane or roadway during a given time period under prevailing
roadway, traffic, and control conditions while maintaining a designated level of service. The service flow
rates are generally based on a 15-min period. Typically, the hourly service flow rate is defined as four
times the peak 15-min volume.

NOTATIONS
LOS

: Level of Service

FFS

: Free Flow Speed

BFFS

: Base Free Flow Speed

FLS

: Adjustment For Lane Width and shoulder width.

FA

: Adjustment for access point

VP

: Passenger car equivalent flow rate for peak 15 minute period

PHF

: Peak Hour Factor

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

13

FG

: Grade adjustment Factor

FHV

: Heavy Vehicle adjustment factor

ET

: Passenger car equivalency factor for trucks

ER

: Passenger car equivalency factor recreational vehicle

PT

: Proportion of trucks in traffic stream

PR

: Proportion of recreational vehicles in traffic stream

ATS

: Average travel speed for both directions of travel combined (km/h)

Fnp

: Adjustment for percentage of no passing zones

PTSF

: percent-time-spent-following

BPTSF

: Base percent time-spent-following for both directions of travel combined

Fd/np
: adjustment for the combined effect of the directional distribution of traffic and of
percentage of no passing zones on percent time-spent-following
V/c

: volume to capacity ratio

: two way segment capacity

VkmT15

: total travel on analysis segment during the peak 15-min period

Lt

: total length of the analysis segment

VkmT60

: total travel on the analysis segment during the peak hour

TT15

: total travel time for all vehicles on the analyzed segment during the peak 15-min period

TERMINOLOGY
Free flow speed
The free flow speed of a vehicle is defined as the desired speed of a driver in low volume conditions and
in the absence of traffic controlled devices. The mean speed of passenger car that can be maintained in
low to moderate flow rates on a uniform freeway segment under prevailing roadway and traffic
conditions.

Saturation flow rate

Saturation flow rate is defined as the flow rate per lane at which vehicles can pass through a signalized
intersection in such a stable moving queue. It is generally estimated as 3400 pc/h for two way segment
flow.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

14

Base free flow speed

The base free flow speed also known as BFFS.BFFS characterizes the operating condition of a facilities
which reflects the character of a traffic and the alignment of a facilities. This is adopted because FFS ranges
from 70 to 110 km/h.

Shoulder Width
Shoulder width is the length measured from edge of the lane to the end of highway. This is generally used
by pedestrians.

Lane Width
Lane width is the length of road required for unidirectional flow of vehicle.

Percent Time Spent Following

Percent time spent following is the average percent of total time that vehicle must travel in platoon behind
slower vehicles due to inability to pass on a two- way highway.

Interrupted flow
The interrupted flow is the type of traffic flow regulated by external means such as traffic signal. Under
interrupted flow conditions vehicle-vehicle interactions and vehicle-roadway interaction play a secondary
role in defining the traffic flow.

Uninterrupted flow
The uninterrupted flow is type of flow regulated by vehicle-vehicle interactions and the interactions
between the vehicles and the roadway

No passing Zone
No passing zone is the zone represented by a triangular traffic sign over which overtaking is prohibited.

Rolling Terrain
Rolling terrain is the any combination of horizontal and vertical alignment causing heavy vehicles to
reduce their speed substantially below those of passenger cars. This includes short and medium length
grade of no more than 4 percent.

Passenger car unit

Passenger car unit is the conversion factor for different types of transportation vehicles into one standard
unit. This standard unit is the passenger car which have a high mobility.

Level terrain
level terrain is any combination of horizontal and vertical alignment permitting heavy vehicle to maintain
approximately the same speed as the passenger cars; this generally include short grade of no more than
1 or 2 percent.

Graph and Tables

HCM 2000 has given a graph to determine the level of service of any given highway. This graph requires
information about average travel speed and percent time spent following. For two lane highway, to
measure LOS in class I, we have to look at the relationship between average travel speed and percent time
spent following and in class II, only percent time spent following is taken into consideration.
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

15

Table: 1

LOS criteria for two-lane highways in class I

Level of service (LOS)

A
B
C
D
E

Percent time spent following

35
<35-50
<50-65
<65-80
>80

Average travel speed (km/h)

>90
>80-90
>70-80
>60-70
60

Los F applies whenever the flow rate exceeds segment capacity.

Table: 2

Los criteria for two-lane highways in class II

Level of service (LOS)

A
B
C
D
E

Table: 3

Percent time spent following

40
>40-55
>55-70
>70-85
>85

Los criteria (Graphical) for two lane highways in class I

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

16

The level of service is directly related to the free flow speed. The free flow speed of any highway is found
to be 70-110 km/hr. This free flow speed is influenced by lane width, shoulder width and access point.
Hence, to determine free flow speed above factor is to be adjusted. The adjustment to the estimated FFS
relates to the effect of shoulder width and lane width. The base condition for two lane highway require
lane 3.6 m and shoulder 1.8 m. If lane and shoulder is larger or smaller than base condition in that case
FFS is estimated as shown in following table.

Table: 4

Adjustment for (FLS) lane width and shoulder width

Lane width
(m)

Reduction in FFS(km/h)
Shoulder width(m)
0.0<0.6

0.6<1.2

1.2<1.8

1.8

2.7<3

10.3

7.7

5.6

3.5

3.0<3.3

8.5

5.9

3.8

1.7

3.3<3.6

7.5

4.9

2.8

0.7

3.6

6.8

4.2

2.1

0.0

Table: 5 Adjustment (fA) for access point density

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

17

Access points per km

0
6
12
18
24

Reduction in FFS(km/hr)
0.0
4.0
8.0
12.0
16.0

The grade adjustment factor fG accounts for the effect of the terrain on travel speed on percent timespent-following. Even if no vehicles are present. The value of grade adjustment factor are shown in table
6 for estimating average travel speed and in table 7 for estimating percent time-spent-following.

Table: 6 GRADE ADJUSTMENT FACTOR (FG) TO DETERMINE AVERAGE TRAVEL SPEED

Range of two-way
flow rates(pc/h)

Range of
directional flow
rates (pc/h)

Type of terrain
Level

Rolling

0-600

0-300

1.00

0.71

>600-1200

>300-600

1.00

0.93

>1200

>600

1.00

0.99

Table: 7 GRADE ADJUSTMENT FACTOR (FG) TO DETERMINE PERCENT TIME- SPENTFOLLOWING

Range of two-way
flow rates(pc/h)

Range of
directional flow
rates (pc/h)

Type of terrain
Level

Rolling

0-600

0-300

1.00

0.77

>600-1200

>300-600

1.00

0.94

>1200

>600

1.00

1.00

ADJUSTMENT FOR HEAVY VEHICLE

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

18

The presence of heavy vehicles in the traffic streams decreases the FFS because at base conditions the
traffic stream is assumed to consist only of passenger cars- a rare occurrence. Therefore, traffic volumes
must be adjusted to an equivalent flow rate expressed in passenger car per hour. This adjustment is
accomplished by using the factor fHV.

TABLE: 8
PASSENGER- CAR EQUIVALENTS FOR TRUCKS AND RVS TO DETERMINE SPEEDS
ON TWO- WAY AND DIRECTIONAL SEGMENTS.
Vehicle type

Trucks, ET

RVS,ER

Range of two
way flow
rates(pc/h)

Range of
directional flow
rates(pc/h)

0-600

Type of terrain
Level

Rolling

0-300

1.7

2.5

>600-1200

>300-600

1.2

1.9

>1200

>600

1.1

1.5

0-600

0-300

1.0

1.1

>600-1200

>300-600

1.0

1.1

>1200

>600

1.0

1.1

The passenger car equivalent is calculated by the help of data collected. The passenger car equivalent so
obtained is compared on the above table and the value is estimated.

TABLE: 9 PASSENGER- CAR EQUIVALENTS FOR TRUCKS AND RVS TO DETERMINE

PERCENT TIME- SPENT-FOLLOWING ON TWO-WAY AND DIRECTIONAL SEGMENTS.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

19

Vehicle type

Trucks, ET

RVS,ER

Range of two
way flow
rates(pc/h)

Range of
directional flow
rates(pc/h)

0-600

Type of terrain
Level

Rolling

0-300

1.1

1.8

>600-1200

>300-600

1.1

1.5

>1200

>600

1.0

1.0

0-600

0-300

1.0

1.0

>600-1200

>300-600

1.0

1.0

>1200

>600

1.0

1.0

The percent time- spent following is estimated from the demand flow rate. The directional distribution
of traffic and the percentage of no passing zone. The demand flow rate VP for estimating percent time
spent following is determined. The demand flow rate is influenced by the percentage of no passing zone
and it is adjusted accordingly.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

20

TABLE: 10 ADJUSTMENT (fnp) FOR EFFECT OF NO PASSING ZONE ON AVERAGE TRAVEL

SPEED ON TWO- WAY SEGMENTS
Two-way demand
flow rate VP (pc/h)

Reduction in average travel speed(km/h)

No-passing zones (%)
0

20

40

60

80

100

0.0

0.0

0.0

0.0

0.0

0.0

200

0.0

1.0

2.3

3.8

4.2

5.6

400

0.0

2.7

4.3

5.7

6.3

7.3

600

0.0

2.5

3.8

4.9

5.5

6.2

800

0.0

2.2

3.1

3.9

4.3

4.9

1000

0.0

1.8

2.5

3.2

3.6

4.2

1200

0.0

1.3

2.0

2.6

3.0

3.4

1400

0.0

0.9

1.4

1.9

2.3

2.7

1600

0.0

0.9

1.3

1.7

2.1

2.4

1800

0.0

0.8

1.1

1.6

1.8

2.1

2000

0.0

0.8

1.0

1.4

1.6

1.8

2200

0.0

0.8

1.0

1.4

1.5

1.7

2400

0.0

0.8

1.0

1.3

1.5

1.7

2600

0.0

0.8

1.0

1.3

1.4

1.6

2800

0.0

0.8

1.0

1.2

1.3

1.4

3000

0.0

0.8

0.9

1.1

1.1

1.3

3200

0.0

0.8

0.9

1.0

1.0

1.1

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

21

STANDARD VALUE
HCM 2000 and NRS 2070 has provided some standard data to ease the calculation procedure.
1. The capacity of two way flow of two lane highway is 3200 to 3400 pc/h
2. The capacity of one directional flow is 1700 pc/h
3. The level of service is classified in to class A to F among them A is very good condition and F is
very worst condition
4. According to NRS 2070 level of service is to be designed in class B which represents 45 percent of
maximum capacity under mixed traffic condition.
5. The base free flow speed of a class I highway is 100 km/hr.

REVIEW ON ANALYSIS OF TWO LANE HIGHWAYS

The decision to provide a 2-lane highway many times is not justified on demand and capacity
requirements alone, therefore, but on minimum level of service requirements which justify at least one
travel lane in each direction for safety, convenience, and tolerable operating conditions (HRB 1965). This
brief description for what justifies the implementation of two-lane, two-way highways shows that levelof-service (LOS) is a very important parameter for assessing the performance of two-lane, two-way
highways. Equally important is the need for accurate performance measures used to establish the LOS,
which is defined in detail later in this chapter. As Luttinen stated, performance measures are quantitative
descriptions of traffic flow quality. A good performance measure describes the perceptions of the traffic
facilities users and is useful for traffic engineers analyzing the facilities (Luttinen, 2000).
Taragin and Eckhardt (1953) studied the effect of shoulder on speed and lateral placement of motor
vehicles and found that when two lane pavements on main highways are 6 m in width or less, shoulders
should be constructed with at least 1.2 m of stabilized material, adjacent to pavement plus additional
width of grass and gravel. Leong (1978) measured speeds and capacity at 31 sites on rural highways in
New South Wales. The sites had varying lane and shoulder width and all sites had gravel shoulders. The
data were analyzed using multiple regression and it was suggested that speed increased with increasing
shoulder width. Farouki and Nixon (1976) studied the effect of carriageway width on speed of cars in the
special case of free-flow conditions in sub-urban roads at Belfast. It was found that the mean free speed
of cars in suburban area increases linearly with the carriageway width over a certain range of width (5.2
to 11.3 m). William and Reilly (1992) provided a summary of operational techniques that can be used to
improve level of service and capacity on two-lane highways.

Pursula and Enberg (1991) reported from Finland that the highest flow rate measured on two lane twoway road was 2500 veh/h with a directional split of 50/50. Fi (1994) reported that traffic characteristics
were similar to HCM and expected traffic volume on two-lane highway was near 1500 pcu/h/l. Bang et al.
(1995) developed speed-flow relationship and simulation model for two-lane road in Indonesia and found
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

22

that free flow speed for two-lane roads under ideal conditions is considerably lower in Indonesia than in
developed countries. Sahoo et al. (1996) found that increase in traffic volume decreases the speed of
vehicles. Parker (1996) observed that knowledge of traffic composition plays an important role in
determining capacity. Kumar and Rao (1998) observed that speed density data could be reasonably
represented by a linear relationship. Hossain and Iqbal (1999) studied vehicular free speed characteristics
on two-lane national highway of Bangladesh. Karan et al. (1978) developed relationship between average
speed and pavement conditions for two-lane highways. Schofield (1986) studied effect of light and
weather conditions on the speed and capacity of two-lane roads. Brilon and Ponzlet (1997) studied
influences of environmental factors on the speed-flow relationships on German autobahns.
In the late 1940s the Bureau of Public Roads and the Highway Research Boards Committee on Highway
Capacity joined forces to create a manual that would provide its users with definitions of key terms, a
compilation of maximum observed flows, and the initial fundamentals of capacity. From this effort, the
first HCM was published in 1950. The 1950 HCM provided a standard method for highway capacity analysis
in the United States. The Manual contained three basic types of capacity: 1) ideal capacity, capacity under
ideal conditions, 2) possible capacity, capacity under prevailing conditions, and 3) practical capacity,
maximum traffic volume under prevailing conditions without traffic conditions becoming unreasonable.
The latter of these was used to analyze functionality of two-lane, two-way highways, with the
performance measure for practical capacity being the operating speed (Luttinen, 2001).
In 1965, a new highway capacity manual was developed and is most noted for its introduction of the level
of service concept. The second of the HCM extended the idea of practical capacity from the first HCM to
the well-known six levels of service (LOS) scheme. This procedure involved calculating a base volume and
then dividing the given demand volume by the base volume to obtain a v/c ratio. The V/C ratio was then
used to look up level of service values from a table contained within the highway capacity manual. A new
manual in 1985 Highway Capacity Manual, the average speed was considered an inadequate measure of
the balance between passing demand and passing supply. This measure was known as percent time delay
(PTD), which is defined as the average percent of time that all vehicles are delayed while travelling in
platoons due to inability to pass (TRB1985). A few years ago, the fourth edition of manual, the HCM 2000
renamed the percent time delay (PTD) to percent time spent following (PTSF). This was done because the
expression was based on time spent travelling in platoons, rather than delay, which was causing confusing
with the user of the HCM.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

23

Chapter-3

Methodology and data collection

Study Area
Dharan is a sub metropolitan city. It is joined by koshi highway. Koshi highway is the main lifeline of koshi
zone. It extends from biratnagar to Myanglung, Terhathum. Dharan-Itahari-biratnagar being a sub
metropolitan city the traffic volume are very high. Traffic problems are seen to these roads. This project
aims at analyzing the operational analysis of two lane highway of Langali- Vanu chowk segment of koshi
highway.

Figure 1 Map of study Area

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

24

Data Types
Data are generally classified as qualitative and quantitative data. Quantitative data are generally those
which contains numerical values qualitative if it does not contain numerical values. It is also classified as
primary and secondary data in terms of its derivation. If it is directly collected from field, it is known as
primary data. If it is adopted from other source, it is known as secondary source. Hence, our data so
collected is qualitative and primary type of data.

Data Source
Field survey data is the effective source and representative one. The data is collected on a15 minute
interval in busy section between Itahari and Dharan at Bargachhi.

Sample design
The sample design encompasses all aspects of how to group units on the frame, determine the sample
size, allocate the sample to the various classifications of frame units, and finally, select the sample. Choices
in sample design are influenced by many factors, including the desired level of precision and detail of the
information to be produced, the availability of appropriate sampling frames, the availability of suitable
auxiliary variables for stratification and sample selection, the estimation methods that will be used and
the available budget in terms of time and resources. There are two types of sampling; non probability and
probability .Non probability sampling uses a subjective method of selecting units from a population, and
is generally vast easy and inexpensive whereas probability sampling is based on randomization and all
survey population units have a non-positive probability unit of being selected. The sample design should
be as simple as possible. The aim is to produce estimates that are both precise and accurate enough to
meet survey requirements.
Highway is the two lane segment with heavy vehicle flow. We consider 1 hour time for the data collection.
The 1 hour time is divided in the regular interval of 15 minutes time. A point at Bargachhi is taken for the
traffic flow survey. Two groups is divided and each group collected data on each directional flow. The
vehicles are classified according to the passenger car unit value. The vehicles with 0.5 pcu are collected in
one group which includes bike, scooter, bicycle, and rickshaw. The vehicles with 1.5 are included in second
group which includes car, jeep, pick up, etc. The vehicles with 3 pcu is included in this group which includes
bus, truck, mini truck, etc. the data are collected in 15-min interval. These values are summed up to get
two way directional flow.

Methods of survey
Transportation survey is tedious and time consuming survey .Transportation survey is mainly done for
planning and design of transportation models .Not only this ,survey helps in the smooth, effective and
economical transportation planning .Transportation survey includes counting of the vehicles and its types.
Based on accuracy of data and the project budgets ,different surveys can be applied .The mostly followed
transportation surveys are Home survey interview, commercial vehicles survey ,Taxi survey, Road side
interview survey, Post card questionnaire, vehicles registration plate survey ,Tags on vehicles, public

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

25

transportation survey ,traffic flow survey etc. The method applied here is the traffic flow survey in which
traffic count is performed at busy section of highway.

Flow chart

Equation used in analysis

HCM 2000 provide us different equations for the operational analysis of two lane segment. The equations
are used for the calculation of different parameter required for the analysis of the level of service. These
equations are presented below.

Demand flow rate

Vp =

...

Where,
Vp= passenger-car equivalent flow rate for peak 15-min period (pc/h)
V= Demand flow for the full peak hour (veh/h)
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

26

PHF= peak hour factor

fG= grade adjustment factor
fHV= heavy vehicle adjustment factor

Heavy vehicle adjustment factor

FHV = 1/(1 + ( 1) + Pr( 1)) .........................................................

Where, Pt= proportion of trucks in traffic stream, expressed as decimal

Pr= proportion of RVs in the traffic stream, expressed as decimal
Et= passenger car equivalent for trucks obtained from table 8 and 9
Er= passenger car equivalent for RVs obtained from table 8 and 9

Determining free flow speed

For the determination of free flow speed, there is two method for determining free flow speed. One is the field
measurement method and next one is estimation of free flow speed.

Free flow speed on the basis of field measurement

FFS= SFM+0.0125

Where,
FFS = estimated free flow speed (km/h)
SFM = mean speed of traffic measured in the field (km/h)
Vf = observed flow rate for the period when field data were obtained (veh/h)
FHV =

heavy vehicle adjustment factor obtained from table 9 and 10

Estimation of FFS
The FFS can be estimated indirectly if field data are not available. To estimate FFS, the analyze must
characterize the operating condition of the facility in terms of a base free flow speed (BFFS) that reflects
the character of traffic and the alignment of the facility. Estimates of BFFS can be developed based on
speed, data and local knowledge of operating conditions on similar facilities. The design speed and posted
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

27

speed limit facility may be considered in determining the BFFS. Once BFFS is estimated, adjustment can
be made for the influence of lane width; shoulder width and access-point density. The FFS is estimated by
using following equation:

FFS = BFFS- fLS- fA..................................................................

Where
FFS = estimated FFS (km/h)
BFFS = base FFS (km/h)
FLS = adjustment for lane width and shoulder width obtained from table 4 and 5

Determining average travel speed

The average travel speed is estimated from the FFS, the demand flow rate and an adjustment factor for
the percentage of no passing zone. The demand flow rate for estimating average travel speed is
determined with equation 1 using the value of fHV computed with passenger-car equivalents from table
9.Average travel speed is then estimated using following equation.

ATS = FFS - 0.0125vp fnp.

Where
ATS =

Average travel speed for both directions of travel combined (km/h)

Fnp =

adjustment for percentage of no passing zones obtained from table 11

Vp =

passenger car equivalent flow rate for peak 15 min period (pc/h)

Determining percent time-spent-following

The percent time-spent-following is estimated from the demand flow rate, the directional distribution of
traffic, and the percentage of no passing zones. The demand flow rate for percent time spent-following
is determined with equation 1 and the value of fHV computed with passenger equivalent from table 10.
Percent-time-spent-following is then estimated using following equation.

PTSF= BPTSF + fd/np ....

Where
PTSF = percent-time-spent-following
BPTSF= base percent time-spent-following for both directions of travel combined
OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

28

Fd/np = adjustment for the combined effect of the directional distribution of traffic and of the percentage
of no-passing zones on percent time-spent-following.

BPTSF = 100(1-e-0.000879vp)..
Other Traffic Performance Measures
The v/c ratio for an extended two-way segment can be computed using equation 8.

V/c =

Where
V/c = volume to capacity ratio
c

two-way segment capacity- normally 3200 pc/h for two way segment and 1700 for a
directional segment: and

Vp = passenger-car equivalent flow rate for peak 15-min period (pc/h)

The total travel on the extended two-way lane segment during the peak period is computed using
Equation 9.

VkmT15 = 0.25(

)Lt .

Where
VkmT15 = total travel on the analysis segment during the peak 15-min period (veh-km), and
Lt

= total length of the analysis segment (km).

The total travel on the two-way segment during the peak hour is computed using equation 10.

VkmT60 = V*Lt......
Where
VkmT60 = total travel on the analysis segment during the peak hour (veh-km)

Equation 11 can be used to compute the total travel time during the peak 15-min period using equations
5 and 9.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

29

TT15 =

15

Where
TT15= total travel time for all vehicles on the analyzed segment during the peak 15-min period
(veh-h)

Analysis tool
Spread sheet modeling
Spreadsheet is one of the most powerful data analysis tools that exists, and its available to almost anyone.
Spreadsheet are provided with different functions and features that will efficiently help you work with the
input datas. It helps us with modeling as well. It analyses the given input and determine some of the key
features for the modelling process. It is used when the given parameters are inter related to one another.
The fluctuation in one parameters could affect the result the result of another. The spreadsheet modelling
is appropriate for beginners and experienced users of Microsoft excel which helps to use it as reporting
tool and modelling tool for solving business problems as well as different engineering problems. The
modelling begins within depth to the excel environment. This knowledge is applied to create spreadsheet
model, powerful tools for analyzing data and making decisions.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

30

Chapter 04
Data Analysis
Determination of Level of service of two lane highway

Observed Data
Table 11

No. of vehicles moving Towards Bhanu-chowk (up)

Mode of
transportation
Bike/scotty/bicycle
Car/auto/jeep/pickup
Truck/buses/heavy
Total

Table 12

2nd -15
minutes
134
25
12
171

3rd -15
minutes
138
67
21
226

4th -15
minutes
142
53
23
218

Total
581
206
73
860

No. of Vehicles Moving Towards Tinkune (Down)

Mode of
transportation
Bike/scotty/bicycle
Car/auto/jeep/pickup
Truck/buses/heavy
Total

Table 13

1st -15
minutes
167
61
17
245

1st -15
minutes
115
62
22
199

2nd -15
minutes
126
67
19
212

3rd -15
minutes
114
38
17
169

4th -15
minutes
137
57
21
215

Total
492
224
79
795

No. of Vehicles Moving on Two-way segment

Mode of
transportation
Bike/scotty/bicycle
Car/auto/jeep/pickup
Truck/buses/heavy
Total

1st -15
minutes
282
123
39
444

2nd -15
minutes
260
92
31
383

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

3rd -15
minutes
252
105
38
395

4th -15
minutes
279
110
44
433

Total
1073
430
152
1655

31

Now converting this vehicle data into PCU by multiplying 0.5, 1.5 and 3 to first, second and
third row. According to NRS 2070 new table is as following.

Table 14

NO. Of PCU Moving towards Bhanu-chowk (UP)

1st

2nd

3rd

4th

Total

Bike/scotty/bicycle
84
Car/auto/jeep/pickup 61
Truck/buses/heavy
51
Total

67
25
36

69
67
63

71
53
69

291
206
219
716

Mode of transport

Table 15

NO. Of PCU Moving Towards Tinkune (Down)

1st

2nd

3rd

4th

Total

Bike/scotty/bicycle
58
Car/auto/jeep/pickup 62
Truck/buses/heavy
66
Total

63
67
57

57
38
51

69
57
63

247
224
237
708

Mode of transport

Table 16 No. of PCU moving on Two-way segment

Mode of transport

1st

Bike/scotty/bicycle
142
Car/auto/jeep/pickup 123
Truck/buses/heavy
117
Total

2nd

3rd

4th

Total

130
92
93

126
105
114

140
110
132

538
430
456
1424

RESULT
We found out the level of service of the highway segment through our project. In achieving our Objectives,
we used the concept of Highway capacity manual (HCM 2000).The different operational parameters are
calculated adopting this manual. The road count survey is conducted to obtain the required datas. The

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

32

calculations thus obtained are plotted on graph. From the graph, we obtained the level of service in terms
of category. The result obtained falls under category D for class-I highway.

INTERPRETATION
The HCM 2000 classifies the roads using letters A through F, with A being the best and F being the worst,
similar to academic grading.
A. Free flow. Traffic flows at or above the posted speed limit and motorists have complete mobility
between lanes. The average spacing between vehicles is about 550 ft. (167m) or 27 car lengths.
Motorists have a high level of physical and psychological comfort. The effect of incidents or point
breakdowns are easily absorbed. LOS A generally occurs late at night in urban areas and frequently
in rural areas.
B. Reasonably free flow. LOS A speeds are maintained, maneuverability within the traffic stream is
slightly restricted. The lowest average vehicle spacing is about 330 ft (100m) or 16 car lengths.
Motorist still have a high level of physical and psychological comfort.

C. Stable flow, at or near free flow. Ability to maneuver through lanes is noticeably restricted and
lane changes require more driver awareness. Minimum vehicle spacing is about 220 ft or car
lengths. Most experienced drivers are comfortable roads remain safely below but efficiently close
to capacity.
D. Approaching unstable flow. Speeds slightly decrease as traffic volume slightly increase. Freedom
to maneuver within the traffic stream is much more limited and driver comfort levels decrease.
Vehicles are spaced about about 60 ft (50m) or car lengths.

E. Unstable flow operating at capacity. Flow becomes irregular and speed varies rapidly because
there are no virtually no usable gaps to maneuver in the traffic stream and speeds rarely reach
the posted limit. Vehicle spacing is about 6 car length. Drivers level comfort become poor.
F. Forced or breakdown flow. Every vehicle moves in lockstep with the vehicle in front of it with
frequent slowing required. Travel time cannot be predicted, with generally more demand than
capacity. A road in a constant traffic jam is in this LOS, because LOS is an average or typical service
rather than a constant state.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

33

Since our two way segment falls on the D category so it has the above characteristics as explained in above
category. It includes unstable approaching flow, divers discomfort, etc.

Chapter 5
Conclusion
The above operational analysis of two way highway segment results in the level of service of D category.
This helps to conclude us that the highway segment is in a comparatively on lower state of service than it
should have to be a class I highway. It has low state of operational service. The speed capacity is generally
low as well as drivers discomfort.

Recommendation
The D LOS is generally undesirable state of service. The level of service should be upgraded to avoid the
worst scenario in upcoming future. This can be done by upgrading the road by increasing its lane width,
shoulder width. The bypass or a new road can be an alternative. The expansion of Raniganj-Itahari-Dharan
by Nepal government is under the progress to upgrade the LOS and this report also support the idea of
road expansion.

Limitations
1) Some two-lane highway particularly that involve interaction among several passing or climbing lanes
are too complex to be addressed with the procedures of this chapter.
2) The operational analysis methodologies do not address two lane highways with signalized interactions.
3)This methodologies do not address the problem related to two lane highway in urban and suburban
areas with multiple signalized intersection at spacing of 3.2 km or less.
4) This approach is useful only if data collection and observation is taken at specific time period and
specific location.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

34

References
chandra, S. (1996). Capacity estimation procedure of two lane highway under mixed traffic condition.
Roorkee,India.
d.g., E. (2007). Capacity and traffic performance of unsignaized intersection under mixed traffic
condition. Israel.
Durbin, C. t. (2006). Traffic performance on two lane and two way highways. Bozemon, Montana.
Highway capacity manual. (2000). Transportation Research board.
kumar, s. c. (1996). effect of shoulder condition on highway capacity. Roorkee,India.
thapa, A. j. (2013). Status paper on road safety in Nepal. Department of road.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

35

ANNEX A
OBSERVED DATA
TRAFFIC COUNT ON ITAHARI - DHARAN SEGMENT (UP)
Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
167
61
17
245

3rd
134
25
12
171

4th
138
67
21
226

Total
142
53
23
218

581
206
73
860

TRAFFIC COUNT ON ITAHARI- DHARAN SEGMENT (DOWN)

Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
115
62
22
199

3rd
126
67
19
212

4th
114
38
17
169

Total
137
57
21
215

492
224
79
795

TRAFFIC COUNT ON TWO WAY SEGMENT

Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
282
123
39
444

3rd
260
92
31
383

4th
252
105
38
395

Total
279
110
44
433

1073
430
152
1655

TRAFFIC AFTER CONVERSION TO PCU IN DHARAN-ITAHARI SEGMENT (UP)

Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
84
61
51
196

3rd
67
25
36
128

4th
69
67
63
199

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Total
71
53
69
193

291
206
219
716

36

TRAFFIC AFTER CONVERSION TO PCU IN DHARAN - ITAHARI SEGMENT (UP)

Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
58
62
66
186

3rd
63
67
57
187

4th
57
38
51
146

Total
59
57
63
179

237
224
237
698

TRAFFIC AFTER CONVERSION TO PCU IN TWO WAY SEGMENT

Vehicle types
1st
BIKE
CAR
TRUCKS
TOTAL

2nd
142
123
117
382

3rd
130
92
93
315

4th
126
105
114
345

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Total
140
110
132
382

538
430
456
1424

37

ANNEX B
CALCULATION PART
PARAMETR RELATED TO DETERMINE AVERAGE TRAVEL SPEED
PARAMETER
Two - way flow rate (pc/h)
Grade adjustment factor
Passenger car equivalent for trucks
Passenger car equivalent for RVs
Percentage of trucks (in decimal)
Percentage of RVs (in decimal)
Shoulder width (m)
Base free flow speed (km/h)
Lane width (m)
Directional split
Highest directional flow
Aceess point density factor
Total volume of vehicle
No passing zone correction factor
Lane width and shoulder width correction factor (km/h)

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

VALUE
1424
0.99
1.5
1.1
0.0918
0
1.375
100
4
52/48
976
7.33
1655
0
2.1

38

PARAMETER RELATED TO DETERMINE PARCENT- TIME - SPENT FOLLOWING

PARAMETER
Two - way flow rate
Grade adjustment factor
Passenger car equivalents for trucks
Passenger car equivalents for RVs
Percentage of trucks (in decimal)
Percentage of RVs (in decimal)
Shoulder width (m)
Base free flow speed (km/h)
Lane width (m)
Directional split
Highest directional flow (veh/h)
Access point density factor
No passing zone correction factor
Heavy vehicle adjustment factor
Adjustment for combined directional split of no passing zone
Peak vehicles number during 15 - min time period
Higest directional split percentage in decimal

VALUE
1424
1
1
1
0.0918
0
1.375
100
4
52/48
976
7.33
0
1
0
444
0.52

CALCULATION OF PARAMETER AND AVERAGE TRAVEL SPEED

Parameter of eqn
Heavy vehicle adjustment factor
Peak hour factor
Two - way flow rate
Highest directional flow
Free - flow - speed
Average travel speed

Value
0.956114351
0.931869369
1876.281212
975.6662303
90.57
67.11648485

CALCULATION OF PERCENT- TIME- SPENT- FOLLOWING

Parameter of eqn
Heavy vehicle adjustment factor
Peak hour factor
Two - way flow rate
BPTSF
PTSF

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

Value
1
0.931869369
1776
79.0095791
79.0095791

39

OTHER PERFORMANCE MEASURE

Parameter related to other performance measure
Volume of vehicle
Capacity of two - way flow ( standardized value)
Passenger car equivalent of peak 15 - min time period
Total lenngth of analysis segment (km)

Value
1655
3200
382
2

CALCULATION OF OTHER PERFORMANCE MEASURE

parameter
Volume to capacity ratio
Total travel on the analysis segment during peak 15 - min period
Total travel on the two way segment during peak hour
Total travel time for all vehicle on anlyzd seg. During peak 15 min.

Value
0.119375
888
3310
13.23072867

RESULT
Avg. travel speed is calculated as 67.11 km/h and the percent time spent following is calculated as 79%
hence the required LOS falls under Category D.

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

40

ANNEX C

Figure 2 Strategic road network of Nepal

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

41

Figure 3 Traffic congestion on side of roadway

Figure 4 Traffic congestion at Bhanu chowk intersection

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

42

Figure 5 Roadway condition at Bargachhi

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

43

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

44

OPERATIONAL ANALYSIS OF TWO LANE HIGHWAY

45