Freeway Segments

CEE 320
Steve Muench
 HCM Components
Freeway I

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Chapter9
Freeway I

StructureofHCM

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 Chapter9
Freeway I

StructureofHCM

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Outline
HCM Chapters 13 and 23
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 Freeway A divided highway with full control of
access and egress and with 2 or more lanes with
for exclusive use in each direction.

Freeway Segment Portion of freeway with

uniform traffic and roadway conditions
unaffected by merge, diverge, or tolls. (usually
about 2 miles long)
Freeway I

Basic Freeway Segment

Freeway I

8 From Highway Capacity Manual, 2000

 Definitions
Passenger car equivalents
Trucks and RVs behave differently
Baseline is a freeway with all passenger cars
Traffic is expressed in passenger cars per lane per
hour (pc/ln/hr or pcplph)

Driver population
Non-commuters suck more at driving
They may affect capacity
Freeway I

Capacity
Corresponds to LOS E and v/c = 1.0
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Definitions Free-Flow Speed

Free-Flow Speed (FFS)
The mean speed of passenger cars that can be
accommodated under low to moderate flow rates
on a uniform freeway segment under prevailing
roadway and traffic conditions.
Factors affecting free-flow speed
Lane width
Lateral clearance
Number of lanes
Freeway I

Interchange density
Geometric design
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 Definitions Level of Service
(LOS)
Chief measure of quality of service
Describes operational conditions within a
traffic stream.
Does not include safety
Different measures for different facilities

Six measures (A through F)

Freeway LOS
Freeway I

Based on traffic density

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 When to segment
Change in the number of lanes
Change in the right-shoulder lateral clearances
Grade change of 2 percent or more
Constant upgrade longer than 4,000 ft
Change in speed limit
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The service measure

for segments is density
Density
LOS Range Description
(pc/mi/ln)
A 0 - 11 Free flow
B >11 - 18 Reasonably free flow
C >18 - 26 Stable flow
D >26 - 35 Approaching unstable flow
E >35 - 45 Unstable flow
F >45 Forced flow
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 TypesofAnalysis
Existingoperations
Measuredvalues
Goal whatisLOS?
Design
Forecastedvalues
UsuallygivendesiredLOS
Goal:Selectionofdesignrelatedinputstoobtain
LOS
Planning
Forecastedinputvaluesandlocaldefaultvalues
Manydesignrelatedvaluesunknown
Goal:Howwillsystemperforminfuture?

Density (k)
The number of vehicles (n)
occupying a given length (l)
of a lane or roadway at a
particular instant

Unit of density is vehicles

per mile (vpm).
n q
k= =
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l u
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 Free Flow Speed (FFS) The mean
speed of passenger cars under low to
moderate flow rates (less than 1300
pc/h/ln) on a uniform freeway section
under prevailing conditions
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LOS A
Free Flow Operation. FFS speeds prevail.
Free maneuvering.
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 LOS B
Reasonably Free Flow. FFS speeds maintained, slightly
restricted maneuvering
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LOS C
Flow with speeds at or near FFS. Noticeably
restricted maneuvering
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 LOS D
Speeds begin to decline with increasing flows.
Maneuverability more noticeably limited.
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LOS E
Approaching or at capacity. Unstable flow.
Maneuverability extremely limited.
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 LOS F
Breakdown or Forced Flow. Queues forming
behind breakdown points
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Levels of Service
LOS A
Free-flow operation

LOS B
Reasonably free flow
From Highway Capacity Manual, 2000

Ability to maneuver is
only slightly restricted
Effects of minor
incidents still easily
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absorbed

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Levels of Service
LOS C
Speeds at or near FFS
Freedom to maneuver is
noticeably restricted
Queues may form behind any
significant blockage.

From Highway Capacity Manual, 2000

LOS D
Speeds decline slightly with
increasing flows
Density increases more quickly
Freeway I

Freedom to maneuver is more

noticeably limited
Minor incidents create queuing
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Levels of Service
LOS E
Operation near or at capacity
No usable gaps in the traffic
stream
Operations extremely
volatile
Any disruption causes
From Highway Capacity Manual, 2000

queuing

LOS F
Breakdown in flow
Freeway I

Queues form behind

breakdown points
Demand > capacity
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Freeway I

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Speed vs. Flow: Freeway

(FFS=70)

A
70 B C
S (mi/h) D
E

F
0
vm= 2400
Freeway I

v (pc/h/ln)
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 Speed-Flow-Density
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Finding capacities
FFS 70, capacity = 2400 pc/h/ln
FFS 65, capacity = 2350 pc/h/ln
FFS 60, capacity = 2300 pc/h/ln
FFS 55, capacity = 2250 pc/h/ln
Other FFS, Interpolate
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 LOS Criteria for Basic Freeway Segments

Freeway LOS From Highway Capacity Manual, 2000

Input
Geometric Data
Measured FFS or BFFS
Volume
BFFS Input

BFFS Adjustment Volume Adjustment

Lane width PHF
Number of lanes Number of lanes
Interchange density Measured Driver population
Lateral clearance FFS Input Heavy vehicles

Compute FFS Compute flow rate

Define speed-flow curve

Compute density using flow rate and speed

Freeway I

Determine speed using speed-flow curve

Determine LOS
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 Freeway LOS

LOS Calculation
Does not consider
Special lanes reserved for a particular type of vehicle
(HOV, truck, climbing, etc.)
Extended bridge and tunnel segments
Segments near a toll plaza
Facilities with FFS < 55 mi/h or > 75 mi/h
Demand conditions in excess of capacity
Influence of downstream blockages or queuing
Posted speed limit
Extent of police enforcement
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Intelligent transportation system features

Capacity-enhancing effects of ramp metering
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 Freeway I Freeway I

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Freeway I

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FFS
 Freeway Segment Methodology
1. Gather input data
2. Determine FFS
3. Determine passenger-car equivalent
flow rate/ln, vp
4. Compute Density (using the
fundamental theory of traffic flow)
5. State the LOS
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Step 1. Gather input data

Recall the 4 points concerning the caveat for
using default values.
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 Step 1. Gather input data
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Step 2. Determine FFS

Either,
a) Conduct a Field Study to observe FFS
or
b) Estimate FFS dependent on certain factors
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 Step 2. Determine FFS
a) Conduct a Field Study to observe FFS

Weekday off-peak when volumes are less than

1,300 pc/h/ln (so that the space mean speed can
be considered FFS)

Either obtain space mean speed directly or

approximate it from time-mean speed (be sure
to use the correct number of observations!)
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Step 2. Determine FFS

b) Estimate FFS dependent on certain factors

FFS = BFFS,
if these base conditions hold:

Lane widths 12 ft.

Lateral clearance, right shoulder 6 ft.
Five or more lanes in 1 direction (urban areas)
Interchange Spacing 2 miles, i.e., interchange
density .5 interchanges/mi
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 Step 2. Determine FFS
b) Estimate FFS dependent on certain factors

If the segment doesnt have base conditions,

then adjustments must be made.

In other words the coefficients for each factor must be

considered.
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Step 2. Determine FFS

b) Estimate FFS dependent on certain factors
FFS = BFFS f LW f LC f N f ID

FFS Freeflowspeed(mph).
BFFS Basicfreeflowspeedunderbaseconditions.
fLW Lanewidthadjustment.
fLC Lateralclearanceadjustment,functionofN(lanes).
fN Numberoflanes,appliesonlytoURBANsections.
fID Interchangedensity,measuredovera6misection,
3miupstreamanddownstream.Needatleastone
onramptocount.
 Freeway LOS

Lane Width Adjustment (fLW)

Base condition (fLW = 0)
Average width of 3.6m or wider across all
lanes
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 Freeway LOS

Lateral Clearance Adjustment

(fLC)
Base condition (fLC = 0)
1.8m or greater on right side
0.6m or greater on the median or left side
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53 From Highway Capacity Manual, 2000

Segment with base condition

lateral clearance
Freeway I

Segment where base conditions

do NOT hold for lateral clearance
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 Freeway I Freeway I

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 Freeway LOS

Number of Lanes Adjustment

(fN)
Base condition (fN = 0)
5 or more lanes in one direction
Do not include HOV lanes
fN = 0 for all rural freeway segments
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57 From Highway Capacity Manual, 2000

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 Freeway LOS

Interchange Density Adjustment

(fIC)
Base condition (fIC = 0)
0.3 interchanges per km (3.3-km spacing)
Interchange defined as having at least one on-ramp
Determined over 5 km segment
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59 From Highway Capacity Manual, 2000

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 So to repeat, the factors that affect FFS are:
Lane width
Lateral clearance
Number of lanes
Interchange density

What other factors might affect FFS?

Horizontal alignment
Vertical alignment
Speed limit
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Level of enforcement
Lighting conditions
Weather
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Freeway I

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Traffic Definitions

Volume:
number of vehicles, pedestrians, etc.
passing a point during a specific
period of time
for vehicles, usually expressed as
veh/hour (vph) or veh/hour/lane
(vphpl)
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 Demand:
number of vehicles, pedestrians, etc. that
desire to travel between locations during a
specific period
Frequently higher than volume during
certain peak times
Trips are diverted or not made when there
are constraints in the system
difficult to measure actual demand because
capacity constrains the demand
Capacity:
maximum number of vehicles that can pass
a point during a specific period
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A characteristic of the roadway or facility

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Characteristics of Traffic Flow

Highly variable
Time of day
Day of week
Season
Road characteristics
Direction
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 Traffic Typically Peaks twice per day

7000

6000
Highway Capacity
Flow in vehicles per hour

5000
Highly Congested
4000

3000

2000

1000

0
12:30 p.m.
01:30 p.m.
02:30 p.m.
03:30 p.m.
04:30 p.m.
05:30 p.m.
06:30 p.m.
07:30 p.m.
08:30 p.m.
09:30 p.m.
10:30 p.m.
11:30 p.m.
Freeway I

12:30 a.m.
01:30 a.m.
02:30 a.m.
03:30 a.m.
04:30 a.m.
05:30 a.m.
06:30 a.m.
07:30 a.m.
08:30 a.m.
09:30 a.m.
10:30 a.m.
11:30 a.m.

12:30 a.m.
Time of Day

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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
Classification counts: fleet mix
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 Estimating AADT
Annual Average Daily Traffic
Use count station information
Extrapolate to non-count locations
Used to adjust ADT for
Seasons
Daily variation
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AADT Data Help to:

Estimate highway revenues and
distribution
Establish overall volume trends
Establish annual accident rates
Analyze benefits of road
improvements
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 Counting Program
To satisfy the traffic volume data
needs for all roads under a particular
jurisdiction, we establish a Counting
Program

A systematic pattern of counting

at different times and locations
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Traffic Counts Maps

http://www.iowadotmaps.com/msp/traffic/index.html
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 Traffic Counts Maps
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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
Percentage tends to be constant year to year
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 Traffic Demand
z Design Hourly Volume (DHV) future
hourly volume (both directions) used for
design - typically 30th HHV (highest
hourly volume) in the design year
z Why 30th HHV?
z Breakpoint of 2-28
z Compromise: too high is wasteful, too low
poor operation
z Approximately median weekly peak hour
volume

(30th HHV exceed 29 times in year)

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Traffic Demand (cont.)

3. Exhibit 2-28 relationship between HHV and percent of
ADT in peak hour (referred to as K-factor)

Source: A Policy on
Geometric Design of
Highways and Streets
Freeway I

(The Green Book).

Washington, DC.
American Association of
State Highway and
Transportation Officials,
2001 4th Ed.
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 Design Hourly Volume
DHV is a representation of peak hour
traffic, usually for the future, or horizon
year

K-factor represents proportion of AADT

that occurs in the 30th HHV

K-factor = __DHV x 100

AADT
Freeway I

K = 8 to 12% urban, 12 to 18% rural

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Table 2
High Hours for the Year 1996
AADT - 24,067
AADT - 24,067
Percent
Ordinal Directional K
High Hour Date Day Hour Volume Distribution Factor

1ST 08-nov FRIDAY 5- 6PM 2,820 61 11.7

2ND 06-sep FRIDAY 5- 6PM 2,800 63 11.6
3RD 04-oct FRIDAY 5- 6PM 2,770 58 11.5
4TH 08-nov FRIDAY 4- 5PM 2,730 57 11.3
5TH 19-abr FRIDAY 5- 6PM 2,690 62 11.2
6TH 29-mar FRIDAY 5- 6PM 2,660 62 11.1
7TH 15-nov FRIDAY 5- 6PM 2,650 64 11
8TH 08-mar FRIDAY 5- 6PM 2,640 63 11
9TH 04-abr THURSDAY 5- 6PM 2,640 62 11
10TH 02-may THURSDAY 5- 6PM 2,640 64 11
15TH 15-mar FRIDAY 5- 6PM 2,620 62 10.9
20TH 09-feb FRIDAY 5- 6PM 2,580 62 10.7
25TH 27-jun THURSDAY 5- 6PM 2,570 61 10.7

30TH 13-nov WEDNESDAY 5- 6PM 2,560 62 10.6

35TH 16-sep MONDAY 5- 6PM 2,550 62 10.6

40TH 17-jun MONDAY 5- 6PM 2,540 63 10.6
45TH 01-abr MONDAY 5- 6PM 2,530 63 10.5
50TH 21-jun FRIDAY 5- 6PM 2,520 63 10.5
75TH 14-feb WEDNESDAY 5- 6PM 2,490 62 10.3
100TH 12-abr FRIDAY 4- 5PM 2,470 62 10.3
Freeway I

125TH 08-mar FRIDAY 4- 5PM 2,450 59 10.2

150TH 21-may TUESDAY 5- 6PM 2,430 63 10.1
175TH 05-mar TUESDAY 5- 6PM 2,410 61 10
200TH 14-jun FRIDAY 4- 5PM 2,390 61 9.9

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 Freeway I Freeway I

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 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
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3500
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Question: Whats the impact of choosing

different K factor for design?

IfAADTis3500vpd,howwillthedesignhourvolumediffer
forKfactor=8%vs.12%?

DHV=KfactorxAADT
100
DHVk=8% =8x3500 =280vph
100
DHVk=12% =12x3500 =420vph (diffof140 veh)
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 What if the traffic is 10 times higher?

IfAADTis35000vpd,howwillthedesignhourvolumediffer
forKfactor=8%vs.12%?

DHV=KfactorxAADT
100
DHVk=8% =8x35000 =2800vph
100
DHVk=12% =12x35000 =4200vph (diffof1400 veh)
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Peak Hour Factor (PHF)

PHF = peak-hour volume

4(peak 15-min volume)

Flow is not uniform throughout an hour

HCM considers operating conditions
during most congested 15-minute
period of the hour to determine service
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level for the hour as a whole

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 Peak Hour Factor
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Peak volume rate(v)= DHV

PHF
Example
Peak hour volume from previous = 375 vph
PHF = 0.625
v= 375 = 600 vph
0.625
Note: the traffic you design for is the busiest
15 minutes during the peak hour
another way to think of it is 150 vehicles
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per 15 minutes = 600 vehicles per 60

minutes
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Freeway I

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Step 3. Determine passenger-car

equivalent flow rate/ln, vp
vp = v = V60/PHF *(1/N)
if these base conditions hold:
N = number of lanes

Traffic stream composed entirely of passenger cars (i.e.

no trucks, buses or recreational vehicles)
Level terrain (less than 2%)
Knowledgeable driver population (i.e. regular
commuters)
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 Step 3. Determine passenger-car
equivalent flow rate/ln, vp
If the segment doesnt have base conditions,
then adjustments must be made.

In other words the coefficients for each factor must be

considered.
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Step 3. Determine passenger-car

equivalent flow rate/ln, vp
V
vp =
PHF N f HV f p
PHF = Peak Hour Factor
N = number of lanes
fHV = Heavy vehicle factor [Equation 23-3]
fp = driver population factor [Estimate, usually greater
than 0.85 where 1.0 means all drivers are completely
familiar with the freeway segment]
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 Freeway LOS

Peak Hour Factor (PHF)

Typical values
0.80to 0.95
Lower PHF characteristic or rural or off-peak
Higher PHF typical of urban peak-hour
V
PHF =
V15 4
V = hourly volume (veh/hr) for hour of analysis
Freeway I

V15 = maximum 15-min. flow rate within hour of

analysis
4 = Number of 15-min. periods per hour
91

Freeway LOS

Heavy Vehicle Adjustment (fHV)

Base condition (fHV = 1.0)
No heavy vehicles
Heavy vehicle = trucks, buses, RVs

Two-step process
Determine passenger-car equivalents (ET)
Determine fHV
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 Passenger Car Equivalents
Specific Grade
If it is a uniform grade < 3% and longer than mile
If it is a uniform grade >= 3% and longer than mile

Composite Grade (Appendix A)

If it is a changing grade > 4%
Freeway I

Extended Grade
If it is a changing grade < 3%
93

Freeway LOS

Passenger-Car Equivalents (ET)

Extended segments method
Determine the type of terrain and select ET
No one grade of 3% or more is longer than 0.25 miles
OR
No one grade of less than 3% is longer than 0.5 miles
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94 From Highway Capacity Manual, 2000

 Freeway LOS

Passenger-Car Equivalents (ET)

Specific grades method
Any grade of 3% or more that is longer than 0.25
miles OR
Any grade of less than 3% that is longer than 0.5
miles
Freeway I

95 From Highway Capacity Manual, 2000

Freeway LOS From Highway Capacity Manual, 2000

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 Freeway LOS

Passenger-Car Equivalents (ET)

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Freeway LOS

Passenger-Car Equivalents (ET)

Composite grades method
Determines the effect of a series of steep
grades in succession
Method OK if
All subsection grades are less than 4%
OR
Total length of composite grade is less than
4000 ft.
Otherwise,
use a detailed technique in the
Freeway I

Highway Capacity Manual (HCM)

98 From Highway Capacity Manual, 2000

 Composite Grade

Equivalent
Single Grade
Composite
Grades
Speed
Composite Grade

Equivalent
Single Grade

Distance

Truck Speeds on Grades

Initial speed = 40 mph
Grade = 4 % at 2000 ft
speed?= 33 mph
Final speed
2% Adjoining grade =
2 % at 2000 ft
Final speed?
speed = 38 mph

2000 ft

2000 ft
Exercise

Determine the passenger-car equivalent for trucks

on the following composite grade: 2000 ft of 3%
slope followed by 2000 ft of 4 %. Assume 5% of
trucks.

Exercise
1st grade = 2000 ft of 3 %
2nd grade = 2000 ft of 4 %
Initial speed =55 mph
 Freeway LOS

Determine fHV
1
f HV =
1 + PT (ET 1) + PRV (ERV 1)

fHV = Heavy vehicle adjustment factor

ET, ERV = Passenger-car equivalents for trucks/buses and
RVs
PT, PRV = Proportion of trucks/buses and RVs in traffic
stream
1
Freeway I

f HV =
1 + PT (ET 1) + PRV (ERV 1)
10
3

Freeway LOS

Driver Population Adjustment

(fP)
Base condition (fP = 1.0)
Most drivers are familiar with the route
Commuter drivers
Typical values between 0.85 and 1.00
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 Note that for Planning, V60 would not be
measured.

Instead DDHV would be used.

Recall DDHV = AADT x K
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 Step 4. Compute Density (using the
fundamental theory of traffic flow)

i. Use Exhibit 23-3 to get the average

passenger car speed, S

ii. Density = D = vp/S

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7

Freeway LOS

Determine Average PC Speed (S)

Use vp and FFS curve to find average passenger car speed (S)
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8 From Highway Capacity Manual, 2000
 Freeway LOS

Determine Average PC Speed (S)

For 70 < FFS 75 mph AND (3400 30FFS) < vp 2400
160 v p + 30 FFS 3400
2.6

S = FFS FFS
3 30 FFS 1000

For 55 < FFS 70 mph AND (3400 30FFS) < vp (1700 + 10FFS)
1 v p + 30 FFS 3400
2.6

S = FFS (7 FFS 340 )

9 40 FFS 1700

For 55 < FFS 75 mph AND vp < (3400 30FFS)

S = FFS

Freeway LOS

Determine Average PC Speed (S)

For 90 FFS 120 km/h AND (3100 15FFS) < vp (1800+5FFS)

1 v + 15FFS 3100
2.6

S = FFS (23FFS 1800) p

28 20 FFS 1300

For 90 FFS 120 km/h AND vp (3100 15FFS)

S = FFS
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0
 Freeway LOS

Determine Density
Calculate density using:
vp
D=
S
D = density (pc/km/ln)
vp = flow rate (pc/hr/ln)
S = average passenger-car speed
(km/h)
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1
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2 Page 4-12
 Step 5. State the LOS
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Applications for Segments

1. Operational
LOS

2. Design
N
vp

3. Planning
LOS
vp
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N
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 Limitations of HCM Method
for Segments
Without modifications this methodology does not apply to:
Special lanes (e.g. HOV, truck lanes, climbing lanes)
Extended bridges or tunnels
Segments near a toll plaza
Demand conditions in excess of capacity
The influence of downstream blockages
Speed limit
Police enforcement
ITS
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Ramp metering

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 Freeway I Freeway I

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7

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 Freeway I

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 Freeway I

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 http://www.youtube.com/watch?v=pMcOgiWlGDU

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