Passenger Car Equivalent Values Research Articles

Genetic Programming for Estimating Passenger Car Equivalent in Unsignalized Intersections

The study concentrates on two different Genetic Programming approaches for determining Passenger Car Equivalent(PCE) values and observing the impact on capacity estimation at urban unsignalized intersections. Considering heterogeneoustraffic conditions, a new PCE value is introduced to encompass sustainable modes of public transit vehicles, specifically Slow-moving three-wheelers (SM3W), commonly known as E-Rickshaws. Since PCE value is considered an important parameter forcapacity calculations, the present study considered 14 unsignalized intersections located in Ranchi city of India. An automaticplate recognition system is employed to have the count of vehicular traffic. The methodologies include Age layered populationstructure genetic programming (ALPSGP), and the Offspring selection genetic programming (OSGP) approach that incorporatesstatic and dynamic variables. Based on the significance test and ranking of the Genetic programming (GP) models, the OSGPmodel is recommended as the most appropriate model for heterogeneous traffic. Sensitivity analysis reported that laggingheadway (����) is the most contributing factor in PCE estimation. The PCE value of SM3W is found to be 0.81 and that could beincorporated as a new classification of vehicles in Indo-HCM. It is observed that evaluated capacity based on OSGP’s PCEvalues performed admirably in both normal and congested traffic situations.

A preliminary analysis for determining passenger car equivalent value for motorcycle during first lost time and saturation time at pretimed signalized intersections

In Banda Aceh City, signalized intersections are a strategic approach to mitigate conflicts such as accidents and traffic congestion. This was achieved by efficiently managing the flow of vehicles passing through intersections, enhancing their overall capacity. Currently, the management of signalized intersections in Banda Aceh still adheres to the guidelines stipulated in the 1997 Indonesian Highway Capacity Manual (MKJI 1997). Given the considerable variation in driver behavior and vehicle composition, particularly motorcycles, within Banda Aceh, a need for updated practices arises. Therefore, this research determined the comparison of PCEs values at the initial and saturation time based on the PKJI 2023 and the new calculations. It was conducted at four-legged intersections, namely Pocut Baren, AMD, Lhong Raya, and Jambo Tape. The primary dataset comprised intersections geometry, effective green time, traffic flow composition captured through drone recordings, and signal configurations. Statistical analysis in this research used multiple linear regression analysis to estimate the Passenger Car Unit (PCU) model parameters using video data recorded at the four-legged intersections. The result showed that PCE values for motorcycles during the initial time was 0.16, higher than the average saturation time values of 0.08.

Estimasi Nilai Ekuivalensi Mobil Penumpang untuk Simpang Tak Bersinyal di Yogyakarta

Passenger Car Equivalent (PCE) is expected to be very accurate because it is very important in determining the capacity, degree of saturation, and handling of unsignalized intersections. Several methods have been used to estimate the PCE value, but based on the literature review, it is stated that the occupancy time method and the speed method are the most applicable for the unsignalized intersection conditions. This study aims to determine the most appropriate PCE value by comparing the occupancy time method and the speed method. To determine the most appropriate method in calculating the PCE of the unsignalized intersection, the calculation of the value of capacity and degree of saturation based on the method of speed and occupancy time is compared with the PCE value of MKJI. The result shows that the most suitable PCE value for unsigned intersections is the speed method. The recommended changes in the value of PCE are unmotorized vehicle PCE = 0.45, motorcycle PCE = 0.17, and large vehicle PCE = 2.2. Determining the correct PCE value is expected to provide accurate intersection performance results and determination of intersection problems.

Road Performance Analysis Using PCE MC Value 0.17 on Rungkut Madya Road

Passenger Car Equivalent (PCE) is a conversion factor from various types of vehicles into passenger car units (pc). The PCE value in the 2014 Indonesian Road Capacity Guidelines called PKJI 2014 has a long period with the present. The purpose of this study is to prove that there is a change in current traffic characteristics with the traffic characteristics described in the PKJI 2014. To prove this, the study was conducted by comparing road performance using the PCE MC value according to the PKJI 2014 with research that has been done previously with the results of PCE MC using the modified average headway time method showing 0.17 results. The location of this research was carried out on the Rungkut Madya road (2/2 UD), Surabaya City, East Java, Indonesia. The results obtained from this study are the use of PCE MC according to the PKJI 2014, resulting in a theoretical speed value close to the actual speed value compared to using modified PCE MC. So that the calculation of the performance of the Rungkut Madya road or other roads with similar characteristics does not require modification of the PCE MC value.

THE IMPACT OF THE PCE MC CORRECTION VALUE USING MODIFIED AVERAGE TIME HEADWAY METHOD TO ROAD PERFORMANCE (CASE STUDY: VETERAN STREET, MALANG CITY)


 
 
 
 Passenger Car Equivalent (PCE) is a conversion factor of various types of vehicles compared to passenger cars or other light vehicles concerning their impact on traffic behavior. The PCE value used in calculating the performance of urban roads refers to Manual Kapasitas Jalan Indonesia (MKJI 1997) as an Indonesian Highway Capacity Manual. There have been many changes in traffic behavior nowadays compared to in 1997. The calculation of the PCE MC value using the average time headway method does not match the actual conditions. Therefore, modifications are needed by calculating the vehicle dimension factors to obtain the PCE value. The result of the PCE MC calculation using the modified average time headway method shows 0.17. This value is smaller than the value of the PCE MC set by the MKJI 1997, which shows 0.25. Based on the analysis of traffic conditions for ten years, the DS value using the PCE MC according to the MKJI 1997 obtains DS>1. Meanwhile, the DS value calculated based on the corrected PCE MC has DS<1. The difference in the value of PCE MC has implications for road performance. As a result, it affects traffic maintenance management in the form of maintenance costs and decision-making.
 
 
 

Estimating Passenger Car Equivalent Factors for Heterogeneous Traffic Using Occupancy-Density Linear Regression Model

A variety of methods have been proposed in the existing literature for the estimation of passenger car equivalent (PCE) factors. These methods are based on the comparison of selected attributes of different vehicles. This research, for the first time, utilizes the basic notion of the linear relationship between road area occupancy and density for the estimation of PCE factors for different vehicle types in heterogeneous traffic. Aerial photographs obtained from an unmanned aerial vehicle (UAV) were analyzed to estimate the road area occupancy and the number of vehicles classified in seven selected groups. A linear least-squares regression model was developed between road area occupancy and classified vehicle count. The coefficients of the occupancy-density linear regression model were used to estimate PCE and motorcycle equivalent (MCE) factors. The comparison of the estimated set of PCE values with the values reported in the literature shows that PCE factors estimated using the proposed method are reasonable and produce a better occupancy-density relationship than the other studies. In comparison with the existing methods that rely on lane-based measurements, the proposed method is well suited for traffic with weak/no lane discipline, as it considers the entire road width and the dynamics of lateral movement of different types of vehicles. The proposed method does not need extensive traffic data of speeds, headways, flow rates, and so forth, and is applicable on aerial photographs obtained from other sources, such as satellites.

Passenger Car Equivalent Value for Commercial Vehicles: A New Approach

Within the framework of the present paper an attempt has been made to develop a methodology for the calculation of a Passenger Car Equivalent (PCE) factor in order to express the number of commercial vehicles in the equivalent number of passenger cars. The methodology is based on the Highway Capacity Manual, the examination of the international literature and an extended field survey. The research area is the Municipality of Thessaloniki, Greece and specifically 27 at-grade, signalized intersections which were examined. The field survey was performed during two time-periods in order a comparison to be possible.

Determining passenger car equivalent (PCEs) for pretimed signalized intersections with severe motorcycle composition using Bayesian linear regression.

Pretimed signalized intersection is known as a common source of congestion, especially in urban heterogeneous traffic. Furthermore, the accuracy of saturation flow rate is found to cause efficient and vital capacity estimation, in order to ensure optimal design and operation of the signal timings. Presently, the traffic also consists of diverse vehicle presence, each with its own static and dynamic characteristics. The passenger car equivalent (PCE) in an essential unit is also used to measure heterogenous traffic into the PCU (Passenger Car Unit). Based on the collection of observed data at three targets in Banda Aceh City, this study aims to redetermine the PCEs by using Bayesian linear regression, through the Random-walk Metropolis-Hastings and Gibbs sampling. The result showed that the obtained PCE values were 0.24, 1.0, and 0.80 for motorcycle (MC), passenger car (PC), and motorized rickshaw (MR), respectively. It also showed that a significant deviation was found between new and IHCM PCEs, as the source of error was partially due to the vehicle compositions. The present traffic characteristics were also substantially different from the prevailing conditions of IHCM 1997. Therefore, the proposed PCEs enhanced the accuracy of base saturation flow prediction, provided support for traffic operation design, alleviated congestion, and reduced delay within the city, which in turn improved the estimation of signalized intersection capacity.

Environmental and traffic assessment of adjusting Triple Highway Capacity Manual (HCM) factors at signalized intersections

Kuwait traffic networks has started to develop in the early 60’s. Since it is crucial to determine the parameters that present the local conditions in Kuwait, this study was developed to modify the passenger car equivalent (PCE) values at different signalized intersections in Kuwait and obtain the heavy-vehicle adjustment factor. The headway ratio method was utilized to determine the PCE values for different kinds of vehicles. 1. The PCE values were 1.14, 1.11, 1.26, 1.68 and 1.48 for sport utility vehicles (SUV), pickups, minibuses, trucks, and buses respectively. 2.The heavy vehicle adjustment factor was 0.891. Synchro simulation software was utilized to build different scenarios for improving an existing intersection and compare the network performance for each scenario. Two scenarios were chosen to be the best which are having five lanes with 2.4 m width for the first scenario and 2.7 m width for the second one. 3. Based on Synchro results, fuel consumption and pollutant emissions parameters were used to estimate the cost difference in the two best scenarios, and it was 10.71 and 13.23 Kuwaiti dinar (KD), respectively. Also, the percentage reduction of the emissions were 15.5% and 19.19%, respectively. The impact of adding an extra lane was noticed to be better compared with increasing the lane widths in a significant way. Additionally, it is a must to localize the parameters to represent the local conditions in Kuwait. The heavy-vehicle adjustment factor has an essential effect on the network performance which indicates that the PCE values should be determined accurately.

Passenger Car Equivalent Estimation Methods of Trucks in Traffic Stream

In Most Of Developing Countries, The Traffic Is Heterogeneous In Nature Consisting Of Wide Variety Of Vehicles Having Different Dynamic And Static Characteristics. Passenger Car Unit (PCU) / Passenger Car Equivalent (PCE) Values Show A Vital Job In Changing Over Heterogeneous Traffic Stream Into Comparable Homogeneous Traffic, Which Comprises Of Traveller Vehicles As It Were. PCE Values Are Vital In Rush Hour Gridlock Stream Investigations. This Paper Reviews The Previous Researches Carried Out About The Estimation Of Passenger Car Equivalents With Different Performance Measures At Mid-Block Sections And Summarizes PCE Variation With Percentage Of Trucks And Flow Rates In The Tabular Form.

Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions

Passenger Car Equivalent (PCE) is essential for transportation engineering to assess heavy vehicles’ (HV) impact on highway operations and capacity planning. Highway Capacity Manual 2010 (HCM 2010) used PCE values and percent of heavy vehicles to account the impacts on both highway planning and operation, however, PCE values in the latest version of HCM derived based on the steady and balanced two-lane-two-way (TLTW) traffic flows. The objective of the study is to identify PCE values for TLTW highway at various traffic volume with an emphasis on congestion conditions. This study introduces an analytical model, combining a headway-based and a delay-based algorithms, for estimating PCEs of HV on a TLTW highway. This study contributes to the literature by providing relationships among PCE, the traffic volume level (TVL) of both lanes, and the TVL duration on a TLTW highway. Traffic volume was categorized into five levels: TVL A (<250 pc/h), TVL B (250–375 pc/h), TVL C (375–600 pc/h), TVL D (600–850 pc/h), and TVL E (>850 pc/h). The results indicate that on a TLTW highway, the TVLs of both lanes and their durations have significant impact on PCE values. In general, PCE values increase as TVL duration increases. Trucks have much higher impacts on operation under unbalanced conditions of TVL A with D, TVL B with C, and TVL D with B, when duration time is greater than one hour. When both lanes are saturated, trucks’ effect on capacity diminishes over time, and PCE values are approaching to 1.0.

Passenger Car Equivalents for Heavy Vehicles at Roundabouts. a Synthesis Review

Passenger Car Equivalents (PCEs) are used to convert a mixed traffic flow into an equivalent passenger car flow and to analyze capacity and level-of-service of roads and intersections. Most roundabouts guidelines propose constant values for PCEs but a single PCE value can result improper under heterogeneous traffic conditions. PCEs should be vary with traffic and road conditions so that PCEs used under undersaturated conditions may underestimate the effect of heavy vehicles or be not sensitive to the traffic level or characteristics of heavy vehicles. Compared to other at-grade intersections, the interaction between the operational performances of the heavy vehicles and the geometric features at roundabouts can produce significant impacts on the heavy vehicle paths and traffic operations due to the curvilinear nature of the roundabout design. Literature presents various estimation methods to obtain PCE values for heavy vehicles. The focus of this paper is to review statistical methods and traffic simulation studies based on microscopic approaches used to calculate PCEs for heavy vehicles driving roundabouts. Effects on capacity and PCE estimations based on models currently employed in roundabout analysis are also compared. The results obtained in this study aim at providing an overview of the existing knowledge concerning the estimation of PCEs at roundabouts and can represent a guideline for transportation engineers in the design and capacity analysis of roundabouts where mixed traffic conditions occur.

Sensitivity Analysis of Speed Limit, Truck Lane Restrictions, and Data Aggregation Level on the HCM-6 Passenger Car Equivalent Estimation Methodology for Western U.S. Conditions

In the 2016 Highway Capacity Manual (HCM-6), the impact of trucks on freeway operations is measured by passenger car equivalents (PCEs). PCEs are estimated by the equal capacity methodology. The HCM-6 PCE values are based on the assumptions that passenger cars and trucks travel at the same free-flow speed, that they travel on freeways with three lanes per direction, and that they travel in traffic with no more than 25% trucks. On Interstate 80 in western Nebraska, it is observed that the interaction of high truck percentages and large speed differences between passenger cars and trucks may result in moving bottlenecks. It was hypothesized that the current HCM-6 PCEs may be not appropriate for these conditions. A companion paper showed this was true and that the major cause was speed differentials between trucks and passenger cars. In essence, when slow-moving trucks pass each other they create moving bottlenecks, which results in increased PCE values. This paper is an extension to a companion paper and examines a number of issues related to estimation of PCEs. The paper examines the effect of speed limit, truck passing restrictions, and data aggregation interval on PCEs. The results show that: (i) if a higher speed limit is implemented, trucks will affect the passenger cars more severely; (ii) if truck passing is restricted by lane restrictions, the negative impacts of trucks on passenger car operation may be mitigated; and (iii) using a longer data aggregation interval results in lower PCE values, all else being equal.

Estimating Passenger Car Equivalent using the HCM-6 PCE Methodology on Four-Lane Level Freeway Segments in Western U.S.

The passenger car equivalent (PCE) of a truck is used to account for the presence of trucks in the Highway Capacity Manual (HCM). The HCM-6 employed an equivalency capacity methodology to estimate PCE. It is hypothesized in this paper that the HCM-6 PCE values are not appropriate for the western U.S., which consistently experiences truck percentages higher than 25%. Furthermore, the HCM PCE procedure assumes that truck and passenger cars travel at the same desired free-flow speed on level terrain. However, many heavy trucks in the western U.S. are governed through the use of speed limiters so that their speeds are considerably less than the speed limit. Thirdly, the HCM-6 PCEs are based on the freeways having three lanes per direction, which might not be appropriate for the freeways with two lanes per direction that predominate in the rural sections of the western U.S. Lastly, the trucks used in the HCM-6 simulation might not be representative of the empirical trucks observed on rural freeways in western states. This paper examines these effects on PCEs using data from I-80 in western Nebraska. The PCEs were estimated using the HCM-6 equal-capacity method and VISSIM 9.0 simulation data under (1) the HCM-6 conditions and (2) the Nebraska empirical conditions. It was found that the PCEs recommended in HCM-6 underestimate the effects of trucks on four-lane level freeway segments that experience high truck percentages having large differences in free-flow speed distributions, and which have different truck lengths.

Estimating Passenger Car Equivalent of Heavy Vehicles at Roundabout Entry Using Micro-Traffic Simulation

Passenger Car Equivalent (PCE) is a unit used to represent the impact of a large vehicle on a road by expressing it as the number of equivalent passenger vehicles. This paper focuses on estimating the PCE of various sized heavy vehicles in roundabouts with respect to different entry flow rates. A single-lane roundabout was tested under predefined mixed traffic and demand scenarios in VISSIM micro-simulation environments. The individual and group behavior of four separate heavy-vehicle types were tested: single-unit trucks, buses, small semitrailers, and large semitrailers. The obtained PCE values were found to be on average lower than those suggested in the United States guidelines for roundabouts. The estimated PCE values for heavy vehicles in mixed traffic conditions are 1.30 for single unit trucks, 1.40 for small semitrailers, 1.60 for buses, and 1.70 for large semitrailers. Additional factors such as varying inflow (balanced, unbalanced, and congested traffic) show direct influences on the PCE values. The PCE value under these conditions ranged from 1.25 to 1.75 for smaller vehicles (single-unit trucks, buses, and small semitrailers) and 1.45–2.10 for larger heavy vehicles (large semitrailers). A general equation was developed based on the data to relate vehicle proportions and heavy-vehicle reduction factors that would be useful for professionals to analyze the operational performance of roundabouts with better accuracy.

Estimating Passenger Car Equivalents on Level Freeway Segments Experiencing High Truck Percentages and Differential Average Speeds

In the Highway Capacity Manual (HCM), the passenger car equivalent (PCE) of a truck is used to account for the impacts of trucks on traffic flow. The 2010 HCM PCE values were estimated by the equal-density method using a FRESIM simulation. It was determined that the truck PCE for level freeway segments was 1.5 for all conditions. In the 2016 HCM, the PCE values were based on VISSIM simulation output at 1 min intervals along a three-lane, 13 mile (8 mile level and 5 mile graded) section of a roadway. It was determined that the truck PCE for level freeway segments was 2.0. It is hypothesized in this paper that the HCM PCE values are not appropriate for the western United States, which consistently experiences truck percentages higher than 25%, the maximum truck percentage published in the HCM PCE table. The HCM PCE procedure assumes that truck and passenger cars travel at the same average free-flow speed on level terrain. However, many heavy trucks in the western United States have speed limiters to improve fuel economy, and therefore travel slower than the speed limit. The interaction of high truck percentages and large speed differences may result in moving bottlenecks when trucks pass other trucks at low speed differentials. This may lead to an increased delay for the following passenger car vehicles. The 2016 HCM PCEs are based on three-lane simulations where the PCE is calculated based on near-capacity flows. This approach might not be appropriate for western states where these conditions rarely exist. This paper examines these effects using data from I-80 in western Nebraska. The paper develops new PCE values based on the 2010 HCM equal-density approach using calibrated CORSIM and VISSIM simulation models. It was found that the PCE values in the HCM 2010 and HCM 2016 underestimate the effect of heavy trucks on level terrain freeways that experience high truck percentages, and where different vehicle types have large differences in average free-flow speeds.

Passenger Car Equivalents for the Heterogeneous Traffic on Divided Rural Highways Based on Simulation Model

Passenger car equivalent (PCE) values are necessary for representing a traffic stream composing of different vehicle types in terms of a passenger car equivalent stream. For no lane-based heterogeneous traffic streams observed in India, previous studies mostly have suggested the vehicle-specific PCE values that vary dynamically with the flow rate and the traffic composition. The objective of this paper is to estimate and analyze the implications of the vehicle-specific PCE values that do not vary with the LOS and certain range of traffic composition, for the four-lane and the six-lane divided rural roads. Besides, the present study has also estimated the aggregate PCEs for the four-lane and the six-lane divided roads. The PCE values were estimated based on the macroscopic relationships generated for the base and the heterogeneous traffic streams. For defining the level of service, a new performance measure termed as the speed drop was chosen and it was found that it provides a relatively more accurate PCEs. Results show that for a particular traffic mix, constant PCEs can be used across different levels of service without much loss of accuracy. Aggregate PCEs for a particular traffic mix vary with the speed drop markedly at lower flow rates.

Measuring the Passenger Car Equivalent of Small Cars and SUVs on Rainy and Sunny Days

Traffic volume is a fundamental measurement in traffic analyses. In mixed traffic, vehicles vary in size, length, headway, spacing, and acceleration/deceleration. Therefore, if we can categorize the vehicles in mixed traffic in greater detail, the estimated passenger car equivalent (PCE) number will be more accurate. Practical and appropriate methods that convert different vehicles into the equivalent number of passenger cars need to be employed to determine PCE factors for heterogeneous traffic. Following economic growth and increased use of motor vehicles in developing countries, the purchase of sports utility vehicles (SUVs) continues to grow, though the government encourages people to buy small cars because of the limited road capacity, as well as air pollution problems. In this research, we categorize passenger cars into three subsets: small cars (hatchback cars without a trunk), SUVs, and standard cars (taxis and typical family cars). A field investigation shows that the penetration rates of these passenger cars are 12%, 23%, and 55%, respectively (10% are other vehicles) in Hangzhou, China. We also measure the PCE value for small cars and SUVs using the mean time headway method. Because different countries have different weather conditions, we continue to measure the PCE values for sunny days and moderate rainy days. The results show that PCE values for small cars and SUVs are 0.87 and 1.26 on sunny days, and 0.87 and 1.31 on rainy days, respectively. By using the PCE with high precision, urban managers can accomplish the analysis of urban traffic with greater accuracy.

Car Equivalents Dependence on the Longitudinal Road Gradient on Two-lane Roads in Bosnia and Herzegovina

The main objective of this paper, based upon the extensive empirical research of free flow in local conditions, is to quantify the unfavourable impact of the flow structure on the road capacity using PCE (Passenger Car Equivalent) values as a function of longitudinal grade. Based on literature reviews and empirical research, it has been proved that the PCE value for all vehicle classes is directly correlated with the road gradient. The PCE values in free flow conditions have been determined for the approved vehicle classes. Based on the measured values, models for determining the average PCE value depending on the upward grade on two-lane roads have been developed. Comparison of the developed models in conditions of free traffic flow with the Highway Capacity Manual (HCM) models has shown lower PCE values in this research. Models for the percentage of PCE values PCE15%, PCE50% and PCE85% have also been established.

Impacts of heavy vehicles on inter-vehicle interactions and passenger car equivalents for tunnel traffic

Although traffic parameters for tunnel sections may vary significantly as compared to an open freeway section due to difference in geometric conditions and driving condition, very limited number of research has been done to understand traffic operations on tunnels. This paper aims to fill this gap by evaluating the Passenger Car Equivalent (PCE) factors for heavy vehicles (HV) based on individual vehicle observations from a study section containing the Hampton Roads Bridge Tunnel (HRBT) in Hampton Roads, VA. In addition, the impacts of bottleneck location on the PCE factors under different HV percentages in the traffic stream is also examined in the paper. The analysis revealed new insights into the inter-vehicle interactions for tunnels. It is found that the level of HVs in the traffic stream has a significant influence on passenger car (PC) as well as HV headways. Also, the estimated PCE values for the tunnel section were found to be different than the Highway Capacity Manual (HCM) 2010 suggested PCE values. The location of bottleneck was found to impact the PCE values.