PERENCANAAN

GEOMETRIK
Dr. Ir. Dadang Mohamad Masoem, MSCE
Pusat Penelitian Jalan dan Jembatan

Batam, 13 14 Agustus
2008

Pendahuluan
Perencanaan Merencanakan kemana jalan
sebaiknya menuju.
Operasi Perencanaan Geometrik, Tanda2 Lalu
Lintas, dan Marka.
Perkerasan Struktur perkerasan termasuk strategi
rencana rehabilitasi.

Perencanaan Geometrik Jalan

harus menghasilkan suatu

alinyemen yang konsisten dan
uniform untuk mengurangi
masalah.
Jalan yang ideal sebaiknya memiliki
alinyemen yang konsisten dimana alinyemen
vertikal (tanjakan/turunan) dan alinyemen
horizontal (belokan) mempunyai konfigurasi
yang nyaman

Alinyemen Horizontal dan

Vertikal

Sulit dan memerlukan biaya

tinggi untuk memperbaiki
kesalahan alinyemen setelah
jalan dibangun.

Tujuan
Mengenal kembali prinsip-prinsip
dasar perencanaan geometrik jalan.

Prinsip Dasar Penentuan Lokasi

Elemen jalan seperti tikungan, tanjakan/turunan,
dan lainnya harus serasi satu sama lainnya untuk
menghasilkan suatu sistem yang menyediakan
aliran lalu lintas yang mudah pada kapasitas
rencana yang memenuhi kriteria dan standar
keselamatan.
Sebaiknya meminimalkan kerusakan pada area
atau bangunan-bangunan yang bersejarah

Faktor-faktor yang dipertimbangkan dalam

proses penentuan lokasi

Topography
Sosial dan demography (termasuk tata guna dan zoning)
Dataran dan kondisi tanah
Arah rute
Pelayanan rute untuk daerah industri dan daerah padat
penduduk
Persimpangan dengan fasilitas transportasi lainnya
(kereta api, sungai, jalan lain)

Komponen
Perencanaan
Alinyemen Horizontal
or Tampak Atas
Equivalent to aerial photo
Alinyemen Vertikal
or Tampak Samping
Menunjukan ketinggian setiap
titik sepanjang jalan
Potongan Melintang
Menunjukan luas cut&fill

Gambar Alinyemen
Horizontal

Alinyemen Horizontal

Direncanakan berdasarkan pada hubungan

yang sesuai antara kecepatan rencana,
lengkungan, friksi, dan kemiringan jalan
Sepanjang jalur lengkung, kendaraan
cenderung tertarik keluar dengan gaya
centripetal center of curvature (lateral
acceleration)
Balancing dengan kemiringan dan berat
kendaraan (friction between tire and
roadway)

Alinyemen
Horizontal
Tangents (Lurus)
2. Curves
(Tikungan/Lengkungan)
3. Transitions (Transisi)
Tikungan perlu superelevation
1.

Jenis Tikungan
1.
2.

3.

Tikungan Sederhana
Tikungan Compound: multiple curves
connected directly together (use with
caution) go from large radii to smaller
radii and have R(large) < 1.5 R(small)
Tikungan Reverse two curves,
opposite direction (require separation
typically for superelevation attainment)

Tikungan Sederhana

Karakter Dasar

R = jari-jari tikungan dalam meter

PI = titik pertemuan
PC = titik mulai tikungan
PT = titik kembali lurus
I/ = sudut pertemuan
T = jarak lurus dalam meter
E = jarak luar dalam meter
L = panjang lengkungan dalam meter

Rumus-rumus
Lengkungan
T = R tan /2
E = R (sec /2 1)
L = R/180
X = R sin
Y = R ( 1 cos )

Contoh Perhitungan
Suatu lengkungan horizontal
direncanakan dengan jari-jari 700meter. Lengkungan ini mempunyai
suatu jarak lurus (T) = 130 m dan Titik
Pertemuan (PI) berada pada station
KM 102 + 50. Tentukan station titik
mulai lurus (PT), berada pada KM?.

Jawaban
T = R tan /2;
130 = 700 tan /2 => /2 = 10.52 => = 21.040
L = R/180 = * 21.04 * 700/180 = 257.05 m
Diketahui panjang lurus (T) adalah 130 m, maka
Station PC = (102 + 50) (1 + 30) = 101 + 20
Station PT = (101 + 20) + (2 + 57.05) = 103 +
77.05

Lengkungan Gabungan

Reverse Curves

Maximum Friction
Rumus
friksi

V
e
f

127R 100

Maximum side friction factor on wet

concrete pavements ranges from 0.45 at
100 km/h to 0.5 at 30 km/h (vehicle skids)

Minimum Radius
Rmin

V2
e max
127(
f max )
100

Where:
V = velocity (km/h)
e = superelevation
f = friction

Minimum Radii for Curves

without Superelevation
Very large radii
enable using the
normal cross slopes
since the centrifugal
force is so weak that
can be balanced by
the side friction
even where the cross
section is reverse
(the mass
component adds to
the centrifugal
force).

Jarak Pandang pada

Lengkungan Horizontal

Assume that the length of the horizontal curve exceeds the required SSD,
v2
SSD
vt
2g( f G)

where,

we have

SSD

Rv s
180

180 SSD
R v

Rv = radius to the vehicles traveled path, which is also assumed to be

the location of the drivers eyes for sight distance, and is taken as
the radius to the middle of the innermost lane.
s = angle subtended by an arc equal to the SSD length.

Substitute into

, gives
M R (1 cos )
2

90 SSD
M s Rv (1 cos
)
Rv
R v
SSD
90

Rv M s

cos
Rv

where Ms = middle ordinate necessary to provide adequate stopping

sight distance.

Example
A horizontal curve on a U6 highway is
designed with a 700 m radius, 3.6 m
lanes, and a 100km/hr design speed.
Determine the distance that must be
cleared from the inside edge lane to
provide sufficient sight distance for
desirable and minimum SSD.

Solution
Because the curve radius is usually taken
to the centerline of the roadway, Rv = R
3.6/2 = 700 1.8 = 698.2m, which gives
the radius to the middle of the inside lane
(i.e., the critical driver location). The
desirable SSD is 205m, so apply in formula.
90 SSD

90(205)
M s Rv (1 cos
) 698.2 1 cos
7.513 m

R v
(698.2)

Therefore, 7.513 m must be cleared from the center

of inside lane or (7.513 1.8) = 5.713 m from the
inside edge of the inside lane. If we use minimum
SSD (157 m), we must clear 2.608m

Lengkung Vertikal

Pertimbangan Umum

Vertical Curves

Purpose of Vertical Curves

- Safe and comfortable transition between grades
- Adequate sight distance across the junction of two
grades
- Satisfactory appearance

Vertical Curve Fundamentals

general form of parabolic equation is: y = ax2 + bx + c
y = elevation and x = stations from origin and c =
elevation of the origin
slope = dy/dx = 2ax + b, at origin x = 0, i.e. b = dy/dx =
G1
rate of change of slope = d2y/dx = 2a
also, d2y/dx = G2-G1/L
i.e. a = G2-G1/2L

Types of Vertical Curves

Properties of a typical vertical curve

EXAMPLE:
CALCULATING OF ELEVATIONS ALONG A
CREST VERTICAL CURVE

A plus 3.0% grade intersects a minus

2.0% grade at station 4+350 and at
an elevation of 190.500 m. Given
that a 250 m length of curve is
utilized, determined the station and
elevation of the PC and PT. Calculate
elevations at every 20 m station and
locate the station and elevation of
the high point of the curve.

Solution

G1 = + 0.03 m per m; G2 = 0.02 m per m

L = 250 m;
L/2 = 125 m
Station locations for the PC and PT are:
PC station = PI station L/2 =
4 + 350
125
= 4 + 225
PT station = PC station + L = 4 + 225 +
250
= 4 + 475
Elevations for the PC and PT are:
EPC = EPI G1 (L/2) = 190.500
0.03(125)
= 186.750 m
EPT = EPI G2 (L/2) = 190.500
0.02(125)
= 188.000 m

Solution
(Cont)

Location of high point can be

g1 L
3.0( 250)
xm follow:

150 m
calculated as
g 2 g1

5.0

High point station = PC station + 150

m=
4 + 225 + 150 = 4 + 375
2
Elevation of high point
(G2 can
G1 ) xbe
m
E x E PC G1 xm
calculated as follow:
2L
( 0.05)150 2
E x 186.750 0.03(150)
189.000 m
2( 250)

Solution (Cont.)

Other terms

BVC = Begin of Vertical Curve

(VPC = Vertical Point of Curvature)
EVC = End of Vertical Curve (VPT
= Vertical Point of Tangency)
PVI = Point of Vertical Intersection
(VPI = Vertical Point of
Intersection)

Sight Distance on Crest Vertical Curve

For S L
For S L

200

L 2S

A S 2
h1 h2
200

h1 h2
A

where :
L minimum lenght of curve in m,
S sight dstance in m,
A grade change in %,
h1 height of eye above roadway surface in m,
h2 object height in m.

Example

Determine the minimum length

of a crest vertical curve between
a +0.5% grade and a 1.0%
grade for a road with a 100
km/hr design speed. The vertical
curve must provide 190 m
stopping sight distance.

Solution

Assume S < L
Lm

AS 2
200( H 1

H2 )

[0.5 ( 1.0)](190) 2
200( 0.92 0.15 )

149.34 m

149.34 m < 190 m (S > L), therefore

use S>L formula
Lm 2 S

200( H 1 H 2 ) 2
A

200( 0.92 0.15 ) 2

2(190)
138.27 m
[0.5 ( 1.0)]

So the required L is 140 m

Stopping Sight Distance

Consideration
A S 2
AS 2
For S L L
(AASHTO); L
( JKR )
404
362
404
362
For S L L 2 S
; L 2S
A
A
after setting :
h1 1.07 m, height of eye above roadway surface (AASHTO),
h1 0.92 m, (JKR)
h2 0.15 m, object height.

Stopping Sight Distance

Consideration

Passing Sight Distance

Consideration
A S 2
AS 2
For S L L
(AASHTO); L
( JKR )
946
888
946
888
For S L L 2S
; L 2S
A
A
after setting :
h1 1.07 m, height of eye above roadway surface (AASHTO),
h1 0.92 m (JKR),
h2 1.30 m, object height.

What does a location study include?

Starting a location study involves fully
defining the project, or "scoping" as it is
often called. This process is an
opportunity to identify issues and obtain
comments from agencies, jurisdictions
and the public early in the planning
process. A "purpose and need" statement
and the goals and objectives of the
Location Study will be developed.

1) Office Study/Desk Study of existing

information
Examine all available data of the area in which the road is to be
constructed.
Data can be obtained from existing engineering reports, maps,
aerial photographs, and charts (available at 1 or more of the state
& federal department of transportation, agriculture, geology,
hydrology, mining and survey department).
Amount of information required depends on the the type / class
of highway being considered.

Data should include;

a) Engineering >>> topography, geology, soil condition,
climate, traffic volume, traffic studies, flood level, etc.
b) Social & demography >>> land use, zoning pattern, etc
c) Environmental issues >>> type of wild life, location of
recreation, historic, archaeological sites & the possible
effects of air, noise & water pollution, etc.
d) Economic >>> unit cost of construction & the trends of
agriculture, commercial & industrial activities, etc.

2) Reconnaissance Survey
Evaluation of the feasibility of more than 1 routes or location.
Feasible routes are identified by examine the aerial photography,
which taking into consideration the following factors;
a) Terrain & soil condition.
b) Serviceability of route to industrial & population areas .
c) Crossing of other transportation facilities, such as rivers,
railways, & other existing roads / highways.
d) Directness of routes
Control points between terminal are determined for each feasible
route.
The feasible routes identified are then plotted on photography base
maps.

3) Preliminary Line Survey

Large scale study of 1 or more feasible routes
Establish all the control points & determine preliminary the
vertical & horizontal alignments for each route.
Evaluate the economic & environment feasibility of the
alternative routes;
a) Economic evaluation
Road user benefits, safety improvement

Benefit-Cost ratio = Benefit / Cost

Cost of construction, road user costs, and maintenance costs.

b) Environment evaluation
construction of highway is 1 of the prescribed activities
under the EQA (EIA order) 1997.
Construction of a highway at any location will have a
significant impact on its surrounding.
Its necessary to carry out the preliminary EIA on each
route.
Identify the negative and / or positive effects or impacts
on environment.
Prepare paper location study
EQA=Environment Quality Activities
EIA = Environmental Impact Assessment

4) Final Location Survey (Final Line)

Determine detailed layout of the selected route.
Design for the final horizontal or horizontal alignments.
The survey serves the dual purpose of fixing the centre
line of the road, while at the same time physical data
are collected that are necessary for the preparation of
plans for construction purposes.

EARTHWORK QUANTITIES
Major process in earthwork;
a) Ground preparation
b) Clearing
c) Grubbing
d) Excavation
e) Transportation (Hauling)
f) Dumping
g) Spreading
h) Compacting

Type of Cross Section

Public Involvement

Another Overview of Hwy Design

Process

Planning Factors

Public acceptance and ownership

derives from public involvement.

Who is the public

Benefits of Public Involvement

A well-implemented public involvement program can bring major
benefits to the transportation policy process and lead to better decision
outcomes. Beneficial results include:
Public involvement promotes citizen ownership of policies.
Decisions are more reflective of community values.
Decision makers understand the concerns of the public and can be more
sensitive to those concerns in the implementation process.
Decision makers interact more with their constituents.

Three Major Roadway

Classes and their functions:

Arterial (high mobility, low access,

long trips, fast speeds)
Collector (moderate, moderate,
moderate, moderate)
Local (low, high, short, slow)

Your friends
house

Access
(local)

Termination
(driveway)

Distribution
(collector)
Collection
(collector)

Main movement
(arterial)

Access
(local)
Origination
(driveway)

Hierarchy of Movements and Roads

Your house

Hierarchy of Movements and Roads

Trip Phases
origination (driveway)
access (local road)
collection (collector)
transition (ramp)
main movement (arterial highway)
transition (ramp)
distribution (collector)
access (local road)
termination (driveway)

ROAD CLASSIFICATION
Road group
1. Roads are divided into two groups by area, i.e. Rural or Urban,
depending on area of service, land use, population and travel
patterns.
2. Urban area defined as area with population more than 1,000
buildings, or 5,000 population.
3. Rural area can be regarded as areas other than urban areas.

Road categories
Roads are classified by function, character and service.
Table 1.1 : The Road Categories for Rural and Urban Areas

Access Control
Access control is the condition where the right of way (ROW) of
owners or occupants of abutting land or other persons to
access, in connection with a road is fully or partially controlled
by public authority. Its classified as;
1) Full access control - Preference is given to through traffic by
providing access connecting with selected public roads only
and prohibiting crossing at grade or direct private driveway
connections.
2) Partial access control - Preference is given to through traffic,
access connection with selected road, may be some
crossing at grade intersection. For example, signalised
junction.
3) No access control - No limitation of access.

Table 1.2 : Access Control for Rural and Urban Area

R1 / U1

Local Street

Provides low geometric standard and low traffic where two ways
flow is low (No access control).
Table 1.3 : Design Standard

Example 1.1 : Determining Design standard and Access control

Given that;
Group area

Urban

Road category

Arterial

Traffic volume (2002) =

8570 veh / day

Annual traffic growth =

4 % per annum

Design period

20 years

Projected Annual Daily Traffic, ADTn = ADT0 (1+r) n

Where, n

= end of design life in years

= growth rate

ADT0

= current ADT

Solution :
Traffic volume on road completion (2005)
= 8,570 (1 + 0.04) 3
= 9,640 veh / day
Traffic volume at end of design life (2025)
= 9,640 (1 + 0.04) 20
= 21,123 veh / day
From table 1.3, Design standard = U5
From table 1.2, Partial access of control

Faktor-faktor Mempengaruhi
Perencanaan Geometrik

Klasifikasi Jalan
Proyeksi Volume dan Komposisi Lalu Lintas
Kecepatan Rencana yang diperlukan
Topography tanah sekitar
Biaya awal konstruksi
Mekanisme Bappenas
Kapasitas sensor pengguna jalan
Ukuran dan karakteristik kendaraan
Pertimbangan Keselamatan Lalu Lintas
Keterlibatan stakeholder, review, dan komentarkomentar
Pertimbangan Lingkungan
Dampak dan Biaya RUMIJA

Dari semua faktor yang

dipertimbangkan dalam
perencanaan jalan, kriteria yang
paling utama adalah:
1.
2.
3.
4.

Volume Lalu Lintas

Kecepatan Rencana
Ukuran Kendaraan
Komposisi Lalu Lintas (% Truk)

Elemen Lalu Lintas Utama yang

Mempengaruhi Perencanaan
Jalan adalah:
1.
2.
3.
4.
5.

Average Daily Traffic (ADT)

Design Hour Volume (DHV)
Directional Distribution (D)
Percentage of Truck (T)
Design Speed (V)

Kontrol Perencanaan
Umum
Volume Lalu Lintas Rencana
DHV = ADT * F * K * D
where:
DHV = Design Hourly Volume,
ADT = recent Average Daily Traffic,
F = traffic projection factor,
K = design hourly volume percentage,
D = directional distribution.

ADT= a fundamental measure of traffic flow

DHV= the most significant measurement for the designer.
= ADT * K
K
=
% representative of the traffic occurring during
peak hour
=
8 12% for urban; 12 18% for rural
D =
the one-way volume in the predominant direction
of travel,
expressed a percentage of the volume in
the two-way DHV
= 55 80%, and typically 67%
V = the maximum safe speed that can be maintained over a
specified section of highway.
= 30 - 120 Km/jam
= Where feasible, a constant design speed should be used
in the design of a highway of substantial length.

Kontrol Perencanaan
Umum
Kendaraan Rencana kendaraan paling
besar yang mewakili persentase yang cukup
significant dalam lalu lintas tahun rencana
Kecepatan Rencana hal yang sangat
menentukan geometrik jalan, direncanakan
berdasarkan volume rencana dan tipe
dataran
Tingkat Pelayanan disesuaikan untuk klas
jalan dan dataran yang ada

Jarak Pandang
Jarak Pandang untuk berhenti
Jarak Pandang untuk menyusul

Penampang Melintang
Jumlah lajur (untuk memenuhi LOS yang sesuai)
Lebar lajur dan bahu
Superelevasi Maximum (recommended 8%, not
higher than 12%)

Horizontal Alignment
Minimum radius with superelevation (vehicle stability on curve)
Minimum radius without superelevation

Vertical Alignment
Maximum grade
Critical length of grade (based on the critical reduction in
speed)
Minimum length of crest vertical curve (stopping sight
distance)
Minimum length of sag vertical curve (stopping sight distance)

Intersections
Minimum intersection angle
Maximum grade on an approach to intersection

Petunjuk Umum
Horizontal Alignment

1.
2.
3.

4.
5.
6.

7.

Make the baseline as short as possible but consistent with the

topography and other natural and cultural features.
Attempt to use flat curves.
Panjang Curve cukup panjang, khususnya untuk sudut kecil.
Panjang curve L minimal 150+30 I meter, dimana I adalah
sudut dalam derajat, ketika I 5 then L should be at least 150
meter long. On main highways L (m) should be at least 3V
(recommended is 6V), where V is a design speed (km/h).
Apply straight segments (tangents) or flat curvature on high
and long fills.
Avoid compound curves. If necessary, provide sufficient
transition segments.
Avoid broken-back curves (two closely spaced curves in the
same direction). Apply at least 400 meter tangent. Another
alternative is to use a single curve.
Coordinate the horizontal and vertical alignments.

Petunjuk Umum
Vertical Alignment

1.

Avoid the roller-coaster type of profile. Use longer grades

with gradually changing slopes consistent with the
terrain.

2.

Avoid broken-back curves (particularly sag curves).

3.

Avoid long and steep grades.

4.

Apply maximum 3% grades on approaches to intersections

along at least 30 m distance. The maximum allowable
grade is 6%.

5.

Do not use sag curves in cuts (difficult for drainage).

6.

Maximum depth of cut and height of fill is 10 meters.

Recommended maximum is 6 meters.

7.

Try to balance the earthwork in cuts and fills.

Kontrol Perencanaan Utama

Vehicle
Driver
Traffic

Design Vehicle

Design Vehicle
Design Vehicle largest (slowest, loudest?)
vehicle likely to use a facility with considerable
frequency
Three Characteristics
Physical
Operating
Environmental

Physical Characteristics
Jenis Kendaraan
Passenger Car
Motorcycle
Truck

Ukuran

Length
Height
Weight
Width

Operating Characteristics

Acceleration
Deceleration and braking
Power/weight ratios
Turning radius
Headlights

Environmental Characteristics

Noise
Exhaust
Fuel Efficiency

There is not a Perfect Design Vehicle

Key Controls

Physical and Operating

Key Factors

Proportion and Frequency

Key Types

Car parking lot

SU Truck res. Intersections, park roads
City Bus state hwy, city street, bus route
School Bus low vol county, state hwy
WB 67 freeway ramp, arterial and state hwy, industrial
areas

VEHICLE
Design vehicle
Minimum turning path
Vehicle performance

Design Vehicle
A design vehicle represents an individual class in a
conservative manner.
passenger cars (compact, subcompact, light
delivery trucks),
trucks (single-unit, tractor-semitrailer
combinations, trucks with full trailers),
buses/recreational vehicles (single-unit, school
buses, motor homes, passenger cars pulling trailers
or boats).

Design Vehicles

The dimensions of motor vehicles

influence the design of a roadway project.
Vehicle Width affects width of traffic lane
Vehicle length has a bearing on roadway
capacity and affects the turning radius
Vehicle height affects the clearance of
various structures
Vehicle weight affects the structural design
of the roadway (pavement)

Design Vehicle Dimensions (JKR with Refer to AASHTO 1984)

Design Vehicle
Type

Symb
ol

Dimension in meter
Whee Overhang
l
Fron Rea
Base t
r

Overal
l
Lengt
h

Overal Heigh
l
t
Width

Turning
Radius
(m)

Passenger P
Car

3.4

0.9

1.5

5.8

2.1

1.3

7.3

Single
Unit
Truck

6.1

1.2

1.8

9.1

2.6

4.1

12.8

7.9

0.9

0.6

16.7

2.6

4.1

13.7

SU

Truck
WBCombinati 50
on

Lane Width
Straight roadways

Curves
A traffic lane on a curve
must be widened
because:
The rear wheels do not track
the front wheels
Vehicles front overhang
requires an additional lateral
space
Difficulty of driving on
curves justifies wider lateral
clearance

Curves

Example
Calculate the widening required for passenger
cars on a curve with radius R =570 ft. and design
speed v = 40 mph. The roadway has two lanes
and is 22 ft wide on the tangent section.
Wn 22 ft, C 2.5 ft, u 7 ft, L 11 ft, A 3 ft

Wc 2(U C) FA Z
U u R R 2 L2

FA R 2 A(2L A) R

U 7 570 570 2 112

U 7.11 ft

FA 570 2 3(2 11 3) 570

FA 0.07 ft

v
R
40
Z
1.68 ft
570
Z

Wc 2(U C) FA Z
Wc 2(7.11 2.5) 0.07 1.68 20.1 ft

Wc Wn no widening is needed for passenger cars

Exhibits 3-47 3-50 provide explanations and design values of U, FA,

and Z

Exercise

Given that R = 175 m, V = 65 km/h,

Wn = 6.7 m, C = 0.8 m, u = 2.1 m, L =
3.4 m, A = 0.9 m (Passenger Cars)
Determine Wc, do you think that you
need to widen on this curve if only
passenger cars use this facility!

Design Vehicles

Widening on Curves
Design Values

Widening on Curves
Design Values

Design Speed and Design Traffic

Concepts

Objectives
1.
2.
3.

Get familiar with design speeds for functional classes

Describe traffic demand and determine for roadway
design
Define ADT, AADT, DHV, D, DDHV, K-Factor, and T

Design Speed in Green Book

(suggested minimum design speed)
1. Rural
Locals (Table 5-1, page 385)

Design Speed in Green Book

(suggested minimum design speed)
1. Rural
Collectors (Table 61, page 426)

International

Table : Design Speed (Rural)

Table : Design Speed (Urban)

Design Speed
1.

2.

3.
4.

Design speed is defined by the AASHTO Green

Book as: ...the maximum safe speed that can be
maintained over a specified section of highway
when conditions are so favorable that the design
features of the highway govern.
Design Speed should: 1) be consistent with the speed
the driver is likely to expect. and 2) . . .fit the travel
desires and habits of nearly all drivers.
Not posted speed and not operating speed (but ALWAYS
higher than both)
See first part of:
http://www.fhwa.dot.gov/environment/flex/ch04.htm
(Chapter 4 from FHWAs Flexibility in Highway Design)

Design Speed
The selection of a particular design speed is
influenced by the following:

Functional classification of the highway

Character of the terrain
Density and character of adjacent land uses
Traffic volumes expected to use the highway
Economic and environmental considerations

Traffic Demand

Volume Studies
AADT: Annual average daily traffic
(counted for 365 days)
ADT: average daily traffic (counted for > 1
day and < 365)
PHV: peak hour volume

Estimating AADT

Annual Average Daily Traffic

Use count station information
Extrapolate to non-count locations
Sometimes do seasonally

AADT Data Helps to:

Estimate highway revenues

Establish overall volume trends
Establish annual accident rates
Analyze benefits of road improvements

Design Volume
Usually hourly volume
Which hour?
Average hourly volume inadequate design
Maximum peak hour not economical
Hourly volume used for design should not be
exceeded very often or by very much
Usually use 30th highest hourly volume of the year
On rural roads 30 HHV is ~ 15% of ADT
Tends to be constant year to year

Design Hourly Volume

DHV is a representation of peak hour traffic
K-factor represents proportion of AADT that
occurs in the 30th HHV
K-factor = __DHV x 100
AADT
K = 8 to 12% urban, 12 to 18% rural

Design Hourly Volume (Example)

If AADT is 3500 vpd and the 30th highest
hourly volume for the year is 420 vph what is
the K-factor for that facility?
K-factor = __DHV x 100
AADT
K-factor = __420 x 100 = 12.0
3500

Question: Whats the impact of choosing

different K factor for design?
If AADT is 3500 vpd, how will the design volume
differ for k-factor = 8% vs. 12%?
DHV = K-factor x AADT
100
DHVk=8% = 8 x 3500 = 280 vph
100
DHVk=12% = 12 x 3500 = 420 vph (diff of 140 veh)
100

Traffic Demand (cont.)

D = directional distribution = one way

volume in peak direction (expressed as a
percentage of two-way traffic) Rural 55 to
80%
How traffic is distributed between lanes

Direction Distribution (example)

If D = 60:40, what is directional distribution of traffic
for previous example (Design hourly volume = 480
veh/hr)?

Directional Design Hourly Volume (DDHV) =

0.6 x 420 = 252 veh/hr
Notice we use 0.6 not 0.4!!

Traffic Demand (cont.)

T = percentage of heavy vehicles during

design hour
Affects capacity, ability to pass on twolane rural roads, etc.
Larger, occupy more space
Should determine % during design hour
(truck patterns may not be same as
passenger vehicles)

Peak Hour Factor (PHF)

Design Hour Volume is the one hour traffic
volume used as the basis of design (usually
as a prediction of a future condition)

Peak Hour: use peak hour factor

PHF = __ peak-hour volume__
4(peak 15-min volume)
Flow is not uniform throughout an hour
HCM considers operating conditions during most
congestion 15-minute period of the hour to
determine service level for the hour as a whole

Peak Hour Factor

DHV = Peak-Hour Volume

PHF
Example
Peak hour volume from previous = 420 vph
PHF = 0.90
DHV = __420 = 467 vph
0.90

Design Hourly Volume

Highway Capacity
Capacity is the maximum hourly rate of persons or
vehicles that can pass a point on a roadway during
a given period of time (usually 15 minutes) under
prevailing roadway and traffic conditions.
Level of Service (LOS) is a qualitative measure of
traffic conditions used in planning, design, and
traffic operation analysis (A, B, C, D, E, F).

Measures of Traffic Quality

Multilane access-controlled highways traffic
density
Other multilane rural roads - traffic density
Two lane highways - travel speed
Arterial streets and urban highways - travel speed
Highway intersections - vehicle delay

Basic Concepts of Capacity Analysis

Service Flow Rate is the maximum hourly flow rate of traffic
that a designed highway would be able to accommodate at a
specific level of service.
Ideal conditions = wide traffic lanes (3.6 m), side obstructions
distant from the traveled way (at least 1.8 m), no restrictions
to overtaking and passing, level roadway, only passenger cars.
Capacity = Service Flow Rate for LOS E
Capacity for ideal conditions:
Freeway - 2,300 pc/h/lane,
Two-lane two-way highways - 2,800 pc/h.

Level of Service

Level of Service

LOS A

LOS C

LOS E

LOS F

LOS F

Acceptable LOS

Exhibit 2-32