Freeway Weaving Segments: Highway Capacity Manual 2010

Highway Capacity Manual 2010
CHAPTER 12
FREEWAY WEAVING SEGMENTS
CONTENTS
1. INTRODUCTION..................................................................................................12Ȭ1
2. WEAVINGȱSEGMENTȱCHARACTERISTICS .................................................12Ȭ2
Overview ............................................................................................................. 12Ȭ2
LengthȱofȱaȱWeavingȱSegment .......................................................................... 12Ȭ2
WidthȱofȱaȱWeavingȱSegment ........................................................................... 12Ȭ3
ConfigurationȱofȱaȱWeavingȱSegment.............................................................. 12Ȭ4
3. METHODOLOGY .................................................................................................12Ȭ9
LimitationsȱofȱtheȱMethodology ....................................................................... 12Ȭ9
OverviewȱofȱtheȱMethodology .......................................................................... 12Ȭ9
ParametersȱDescribingȱaȱWeavingȱSegment ................................................. 12Ȭ10
ComputationalȱProcedures ............................................................................. 12Ȭ12
SpecialȱCases ..................................................................................................... 12Ȭ23
4. APPLICATIONS ..................................................................................................12Ȭ25
DefaultȱValues ................................................................................................... 12Ȭ25
TypesȱofȱAnalysis ............................................................................................. 12Ȭ25
UseȱofȱAlternativeȱTools .................................................................................. 12Ȭ27
5. EXAMPLEȱPROBLEMS.......................................................................................12Ȭ31
ExampleȱProblemȱ1:ȱLOSȱofȱaȱMajorȱWeavingȱSegment ............................. 12Ȭ31
ExampleȱProblemȱ2:ȱLOSȱofȱaȱRampȬWeavingȱSegment ............................. 12Ȭ36
ExampleȱProblemȱ3:ȱLOSȱofȱaȱTwoȬSidedȱWeavingȱSegment .................... 12Ȭ40
ExampleȱProblemȱ4:ȱDesignȱofȱaȱMajorȱWeavingȱSegmentȱforȱaȱDesiredȱ
LOS .............................................................................................................. 12Ȭ44
ExampleȱProblemȱ5:ȱConstructingȱaȱServiceȱVolumeȱTableȱforȱaȱ
WeavingȱSegment...................................................................................... 12Ȭ50
6. REFERENCES .......................................................................................................12Ȭ55
ȱ
Chapter 12/Freeway Weaving Segments Page 12-i Contents

December 2010
LIST OF EXHIBITS
Exhibitȱ12Ȭ1ȱFormationȱofȱaȱWeavingȱSegment...................................................... 12Ȭ2
Exhibitȱ12Ȭ2ȱMeasuringȱtheȱLengthȱofȱaȱWeavingȱSegment ................................. 12Ȭ2
Exhibitȱ12Ȭ3ȱOneȬSidedȱWeavingȱSegmentsȱIllustrated ........................................ 12Ȭ4
Exhibitȱ12Ȭ4ȱTwoȬSidedȱWeavingȱSegmentsȱIllustrated ....................................... 12Ȭ5
Exhibitȱ12Ȭ5ȱConfigurationȱParametersȱIllustrated ............................................... 12Ȭ6
Exhibitȱ12Ȭ6ȱWeavingȱMethodologyȱFlowchart ................................................... 12Ȭ10
Exhibitȱ12Ȭ7ȱWeavingȱVariablesȱforȱOneȬSidedȱWeavingȱSegments ................. 12Ȭ11
Exhibitȱ12Ȭ8ȱWeavingȱVariablesȱforȱaȱTwoȬSidedȱWeavingȱSegment ............... 12Ȭ12
Exhibitȱ12Ȭ9ȱVariationȱofȱWeavingȱLengthȱVersusȱVolumeȱRatioȱandȱ
NumberȱofȱWeavingȱLanesȱ(ft) ....................................................................... 12Ȭ16
Exhibitȱ12Ȭ10ȱLOSȱforȱWeavingȱSegments ............................................................ 12Ȭ23
Exhibitȱ12Ȭ11ȱListȱofȱExampleȱProblems ............................................................... 12Ȭ31
Exhibitȱ12Ȭ12ȱMajorȱWeavingȱSegmentȱforȱExampleȱProblemȱ1........................ 12Ȭ31
Exhibitȱ12Ȭ13ȱDeterminationȱofȱConfigurationȱVariablesȱforȱExampleȱ
Problemȱ1 ........................................................................................................... 12Ȭ33
Exhibitȱ12Ȭ14ȱRampȬWeaveȱSegmentȱforȱExampleȱProblemȱ2 ........................... 12Ȭ36
Exhibitȱ12Ȭ15ȱConfigurationȱCharacteristicsȱforȱExampleȱProblemȱ2 ............... 12Ȭ37
Exhibitȱ12Ȭ16ȱWeavingȱSegmentȱforȱExampleȱProblemȱ3 ................................... 12Ȭ40
Exhibitȱ12Ȭ17ȱConfigurationȱCharacteristicsȱforȱExampleȱProblemȱ3 ............... 12Ȭ42
Exhibitȱ12Ȭ18ȱWeavingȱSegmentȱforȱExampleȱProblemȱ4 ................................... 12Ȭ45
Exhibitȱ12Ȭ19ȱTrialȱDesignȱ1ȱforȱExampleȱProblemȱ4 .......................................... 12Ȭ46
Exhibitȱ12Ȭ20ȱTrialȱDesignȱ2ȱforȱExampleȱProblemȱ4 .......................................... 12Ȭ48
Exhibitȱ12Ȭ21ȱServiceȱFlowȱRatesȱUnderȱIdealȱConditionsȱ(SFI)ȱforȱExampleȱ
Problemȱ5ȱ(pc/h)................................................................................................ 12Ȭ53
Exhibitȱ12Ȭ22ȱServiceȱFlowȱRatesȱUnderȱPrevailingȱConditionsȱ(SF)ȱforȱ
ExampleȱProblemȱ5ȱ(veh/h) ............................................................................. 12Ȭ53
Exhibitȱ12Ȭ23ȱServiceȱVolumesȱUnderȱPrevailingȱConditionsȱ(SV)ȱforȱ
ExampleȱProblemȱ5ȱ(veh/h) ............................................................................. 12Ȭ54
Exhibitȱ12Ȭ24ȱDailyȱServiceȱVolumesȱUnderȱPrevailingȱConditionsȱ(DSV)ȱ
forȱExampleȱProblemȱ5ȱ(veh/day)................................................................... 12Ȭ54
Contents Page 12-ii Chapter 12/Freeway Weaving Segments

December 2010
1. INTRODUCTION
Weavingȱisȱgenerallyȱdefinedȱasȱtheȱcrossingȱofȱtwoȱorȱmoreȱtrafficȱstreamsȱ VOLUME 2: UNINTERRUPTED FLOW

10. Freeway Facilities
travelingȱinȱtheȱsameȱdirectionȱalongȱaȱsignificantȱlengthȱofȱhighwayȱwithoutȱtheȱ 11. Basic Freeway Segments
aidȱofȱtrafficȱcontrolȱdevicesȱ(exceptȱforȱguideȱsigns).ȱThus,ȱweavingȱsegmentsȱareȱ 12. Freeway Weaving Segments
13. Freeway Merge and Diverge
formedȱwhenȱmergeȱsegmentsȱareȱcloselyȱfollowedȱbyȱdivergeȱsegments.ȱ Segments
“Closely”ȱimpliesȱthatȱthereȱisȱnotȱsufficientȱdistanceȱbetweenȱtheȱmergeȱandȱ 14. Multilane Highways
15. Two-Lane Highways
divergeȱsegmentsȱforȱthemȱtoȱoperateȱindependently.ȱ
Threeȱgeometricȱcharacteristicsȱaffectȱaȱweavingȱsegment’sȱoperatingȱ
characteristics:ȱlength,ȱwidth,ȱandȱconfiguration.ȱAllȱhaveȱanȱimpactȱonȱtheȱ
criticalȱlaneȬchangingȱactivity,ȱwhichȱisȱtheȱuniqueȱoperatingȱfeatureȱofȱaȱ
weavingȱsegment.ȱChapterȱ12,ȱFreewayȱWeavingȱSegments,ȱprovidesȱaȱ
methodologyȱforȱanalyzingȱtheȱoperationȱofȱweavingȱsegmentsȱbasedȱonȱtheseȱ
characteristicsȱasȱwellȱasȱaȱsegment’sȱfreeȬflowȱspeedȱ(FFS)ȱandȱtheȱdemandȱflowȱ
ratesȱforȱeachȱmovementȱwithinȱaȱweavingȱsegmentȱ(e.g.,ȱrampȱtoȱfreewayȱorȱ
rampȱtoȱramp).ȱThisȱchapterȱdescribesȱhowȱtheȱmethodologyȱcanȱbeȱappliedȱtoȱ
planning,ȱoperations,ȱandȱdesignȱapplicationsȱandȱprovidesȱexamplesȱofȱtheseȱ
applications.ȱ
Chapter 12/Freeway Weaving Segments Page 12-1 Introduction

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2. WEAVING SEGMENT CHARACTERISTICS
OVERVIEW
Exhibitȱ12Ȭ1ȱillustratesȱaȱfreewayȱweavingȱsegment.ȱOnȱentryȱandȱexitȱ
roadways,ȱorȱlegs,ȱvehiclesȱtravelingȱfromȱLegȱAȱtoȱLegȱDȱmustȱcrossȱtheȱpathȱofȱ
vehiclesȱtravelingȱfromȱLegȱBȱtoȱLegȱC.ȱFlowsȱA–DȱandȱB–Cȱare,ȱtherefore,ȱ
referredȱtoȱasȱweavingȱmovements.ȱFlowsȱA–CȱandȱB–Dȱmayȱalsoȱexist,ȱbutȱasȱtheyȱ
areȱnotȱrequiredȱtoȱcrossȱtheȱpathȱofȱanyȱotherȱflow,ȱtheyȱareȱreferredȱtoȱasȱ
nonweavingȱmovements.ȱ
Exhibit 12-1
Formation of a Weaving
Segment
A C
B D
ȱ
Traffic in a weaving segment WeavingȱsegmentsȱrequireȱintenseȱlaneȬchangingȱmaneuversȱasȱdriversȱmustȱ
experiences more lane-
changing turbulence than is accessȱlanesȱappropriateȱtoȱtheirȱdesiredȱexitȱleg.ȱTherefore,ȱtrafficȱinȱaȱweavingȱ
normally present on basic segmentȱisȱsubjectȱtoȱlaneȬchangingȱturbulenceȱinȱexcessȱofȱthatȱnormallyȱpresentȱ
freeway segments.
onȱbasicȱfreewayȱsegments.ȱThisȱadditionalȱturbulenceȱpresentsȱoperationalȱ
problemsȱandȱdesignȱrequirements,ȱwhichȱareȱaddressedȱbyȱthisȱchapter’sȱ
methodology.ȱ
A weaving segment’s Threeȱgeometricȱcharacteristicsȱaffectȱaȱweavingȱsegment’sȱoperatingȱ
geometry affects its operating
characteristics. characteristics:ȱ
x Length,ȱ
x Width,ȱandȱ
x Configuration.ȱ
Lengthȱisȱtheȱdistanceȱbetweenȱtheȱmergeȱandȱdivergeȱthatȱformȱtheȱweavingȱ
segment.ȱWidthȱrefersȱtoȱtheȱnumberȱofȱlanesȱwithinȱtheȱweavingȱsegment.ȱ
Configurationȱisȱdefinedȱbyȱtheȱwayȱentryȱandȱexitȱlanesȱareȱaligned.ȱAllȱhaveȱanȱ
impactȱonȱtheȱcriticalȱlaneȬchangingȱactivity,ȱwhichȱisȱtheȱuniqueȱoperatingȱ
featureȱofȱaȱweavingȱsegment.ȱ
LENGTH OF A WEAVING SEGMENT

Theȱtwoȱmeasuresȱofȱweavingȱsegmentȱlengthȱthatȱareȱrelevantȱtoȱthisȱ
chapter’sȱmethodologyȱareȱillustratedȱinȱExhibitȱ12Ȭ2.ȱ
Exhibit 12-2
Measuring the Length of a
Weaving Segment
LS
LB
ȱȱ
Weaving Segment Characteristics Page 12-2 Chapter 12/Freeway Weaving Segments

December 2010
Theȱlengthsȱillustratedȱareȱdefinedȱasȱfollows:ȱ
LSȱ ȱ=ȱ shortȱlength,ȱtheȱdistanceȱinȱfeetȱbetweenȱtheȱendȱpointsȱofȱanyȱbarrierȱ
markingsȱ(solidȱwhiteȱlines)ȱthatȱprohibitȱorȱdiscourageȱlaneȱchanging.ȱ
ȱ LBȱ =ȱ baseȱlength,ȱtheȱdistanceȱinȱfeetȱbetweenȱpointsȱinȱtheȱrespectiveȱgoreȱ
B
areasȱwhereȱtheȱleftȱedgeȱofȱtheȱrampȬtraveledȱwayȱandȱtheȱrightȱedgeȱ
ofȱtheȱfreewayȬtraveledȱwayȱmeet.ȱ
Neitherȱofȱtheseȱdefinitionsȱisȱtheȱsameȱasȱthoseȱusedȱinȱpreviousȱeditionsȱofȱ
theȱHighwayȱCapacityȱManualȱ(HCM).ȱTheȱdefinitionsȱusedȱthroughoutȱtheȱ
HCM2000ȱwereȱhistoricallyȱtiedȱtoȱtheȱspecificsȱofȱtheȱdesignȱofȱloopȱrampsȱinȱaȱ
cloverleafȱinterchangeȱatȱaȱtimeȱwhenȱmostȱweavingȱsegmentsȱwereȱpartȱofȱsuchȱ
interchanges.ȱModernȱweavingȱsegmentsȱoccurȱinȱaȱwideȱrangeȱofȱsituationsȱandȱ
designs,ȱandȱaȱmoreȱgeneralȱdefinitionȱofȱlengthȱisȱappropriate.ȱ
Thisȱmethodologyȱincludesȱseveralȱequationsȱthatȱincludeȱtheȱlengthȱofȱtheȱ The weaving segment length used in
the methodology is defined by the
weavingȱsegment.ȱInȱallȱcases,ȱtheseȱequationsȱuseȱtheȱshortȱlengthȱLS.ȱThisȱisȱnotȱ distance between barrier markings.
toȱsuggestȱthatȱlaneȱchangingȱinȱaȱweavingȱsegmentȱisȱrestrictedȱtoȱthisȱlength.ȱ Where no markings exist, the length
is defined by the distance between
Someȱlaneȱchangingȱtakesȱplaceȱoverȱsolidȱwhiteȱlinesȱandȱevenȱpaintedȱgoreȱ where the left edge of the ramp-
areas.ȱNevertheless,ȱresearchȱhasȱshownȱthatȱtheȱshortȱlengthȱisȱaȱbetterȱpredictorȱ traveled way and the right edge of
the freeway-traveled way meet.
ofȱoperatingȱcharacteristicsȱwithinȱtheȱweavingȱsegmentȱthanȱeitherȱtheȱbaseȱ
lengthȱorȱtheȱlengthȱasȱdefinedȱinȱHCM2000ȱandȱpreviousȱeditions.ȱ
Forȱweavingȱsegmentsȱinȱwhichȱnoȱsolidȱwhiteȱlinesȱareȱused,ȱtheȱtwoȱ
lengthsȱillustratedȱinȱExhibitȱ12Ȭ2ȱareȱtheȱsame,ȱthatȱis,ȱLSȱ=ȱLB.ȱInȱdealingȱwithȱ
B
futureȱdesignsȱinȱwhichȱtheȱdetailsȱofȱmarkingsȱareȱunknown,ȱaȱdefaultȱvalueȱ
shouldȱbeȱbasedȱonȱtheȱgeneralȱmarkingȱpolicyȱofȱtheȱoperatingȱagency.ȱAtȱtheȱ
timeȱthisȱmethodologyȱwasȱdeveloped,ȱwhereȱsolidȱwhiteȱlinesȱwereȱprovided,ȱLSȱ
wasȱequalȱtoȱ0.77ȱuȱLBȱonȱaverageȱforȱtheȱavailableȱdata.ȱ
B
Theȱestimatedȱspeedsȱandȱdensities,ȱhowever,ȱapplyȱoverȱtheȱbaseȱlengthȱLB.ȱ B
Someȱevidenceȱalsoȱindicatesȱthatȱtheseȱspeedsȱandȱdensitiesȱmayȱapplyȱtoȱtheȱ
500ȱftȱofȱfreewayȱupstreamȱofȱtheȱmergeȱandȱdownstreamȱofȱtheȱdivergeȱbecauseȱ
ofȱpresegregationȱofȱmovementsȱinȱeachȱcase.ȱ
TheȱweavingȱsegmentȱlengthȱstronglyȱinfluencesȱlaneȬchangingȱintensity.ȱForȱ
anyȱgivenȱdemandȱsituation,ȱlongerȱsegmentsȱallowȱweavingȱmotoristsȱmoreȱ
Under constant demand conditions,
timeȱandȱspaceȱtoȱexecuteȱtheirȱlaneȱchanges.ȱThisȱreducesȱtheȱdensityȱofȱlaneȱ making a weaving segment longer
changingȱand,ȱtherefore,ȱturbulence.ȱLengtheningȱaȱweavingȱsegmentȱbothȱ increases its capacity and improves
increasesȱitsȱcapacityȱandȱimprovesȱitsȱoperationȱ(assumingȱaȱconstantȱdemand).ȱ its operation.
WIDTH OF A WEAVING SEGMENT

Theȱwidthȱofȱaȱweavingȱsegmentȱisȱmeasuredȱasȱtheȱnumberȱofȱcontinuousȱ The number of continuous lanes
between gore areas within a weaving
lanesȱwithinȱtheȱsegment,ȱthatȱis,ȱtheȱnumberȱofȱcontinuousȱlanesȱbetweenȱtheȱ segment defines its width.
entryȱandȱexitȱgoreȱareas.ȱAccelerationȱorȱdecelerationȱlanesȱthatȱextendȱpartiallyȱ
intoȱtheȱweavingȱsegmentȱareȱnotȱincludedȱinȱthisȱcount.ȱ
Whileȱadditionalȱlanesȱprovideȱmoreȱspaceȱforȱbothȱweavingȱandȱ
nonweavingȱvehicles,ȱtheyȱencourageȱadditionalȱoptionalȱlaneȬchangingȱactivity.ȱ
Thus,ȱwhileȱreducingȱoverallȱdensities,ȱadditionalȱlanesȱcanȱincreaseȱlaneȬ
changingȱactivityȱandȱintensity.ȱInȱmostȱcases,ȱhowever,ȱtheȱnumberȱofȱlanesȱinȱ
Chapter 12/Freeway Weaving Segments Page 12-3 Weaving Segment Characteristics

December 2010
theȱweavingȱsegmentȱisȱcontrolledȱbyȱtheȱnumberȱofȱlanesȱonȱtheȱentryȱandȱexitȱ
legsȱandȱtheȱintendedȱconfiguration.ȱ
CONFIGURATION OF A WEAVING SEGMENT

Configurationȱofȱaȱweavingȱsegmentȱrefersȱtoȱtheȱwayȱthatȱentryȱandȱexitȱ
lanesȱareȱlinked.ȱTheȱconfigurationȱdeterminesȱhowȱmanyȱlaneȱchangesȱaȱ
weavingȱdriverȱmustȱmakeȱtoȱcompleteȱtheȱweavingȱmaneuverȱsuccessfully.ȱTheȱ
followingȱsectionsȱuseȱaȱgreatȱdealȱofȱterminologyȱtoȱdescribeȱconfigurations;ȱthisȱ
terminologyȱshouldȱbeȱclearlyȱunderstood.ȱ
One-Sided and Two-Sided Weaving Segments

One-sided weaving segments MostȱweavingȱsegmentsȱareȱoneȬsided.ȱInȱgeneral,ȱthisȱmeansȱthatȱtheȱrampsȱ
require no more than two lane
changes to complete a definingȱtheȱentryȱtoȱandȱexitȱfromȱtheȱweavingȱsegmentȱareȱonȱtheȱsameȱsideȱofȱ
weaving maneuver. theȱfreeway—eitherȱbothȱonȱtheȱrightȱ(mostȱcommon)ȱorȱbothȱonȱtheȱleft.ȱTheȱ
methodologyȱofȱthisȱchapterȱwasȱdevelopedȱforȱoneȬsidedȱweavingȱsegments;ȱ
however,ȱguidelinesȱareȱgivenȱforȱapplyingȱtheȱmethodologyȱtoȱtwoȬsidedȱ
weavingȱsegments.ȱ
Two-sided weaving segments OneȬȱandȱtwoȬsidedȱweavingȱsegmentsȱareȱdefinedȱasȱfollows:ȱ
require three or more lane
changes to complete a x AȱoneȬsidedȱweavingȱsegmentȱisȱoneȱinȱwhichȱnoȱweavingȱmaneuversȱ
weaving maneuver or have a
single-lane on-ramp closely requireȱmoreȱthanȱtwoȱlaneȱchangesȱtoȱbeȱcompletedȱsuccessfully.ȱ
followed by a single-lane off-
ramp on the opposite side of x AȱtwoȬsidedȱweavingȱsegmentȱisȱoneȱinȱwhichȱatȱleastȱoneȱweavingȱ
the freeway. maneuverȱrequiresȱthreeȱorȱmoreȱlaneȱchangesȱtoȱbeȱcompletedȱ
successfullyȱorȱinȱwhichȱaȱsingleȬlaneȱonȬrampȱisȱcloselyȱfollowedȱbyȱaȱ
singleȬlaneȱoffȬrampȱonȱtheȱoppositeȱsideȱofȱtheȱfreeway.ȱ
Exhibitȱ12Ȭ3ȱillustratesȱtwoȱexamplesȱofȱoneȬsidedȱweavingȱsegments.ȱ
Exhibit 12-3
One-Sided Weaving
Segments Illustrated
ȱ ȱ ȱ
(a) One-Sided Ramp Weave (b) One-Sided Major Weave
Exhibitȱ12Ȭ3(a)ȱshowsȱaȱtypicalȱoneȬsidedȱweavingȱsegmentȱformedȱbyȱaȱoneȬ
lane,ȱrightȬsideȱonȬrampȱfollowedȱcloselyȱbyȱaȱoneȬlane,ȱrightȬsideȱoffȬramp.ȱTheȱ
twoȱareȱconnectedȱbyȱaȱcontinuousȱfreewayȱauxiliaryȱlane.ȱEveryȱweavingȱ
vehicleȱmustȱmakeȱoneȱlaneȱchangeȱasȱillustrated,ȱandȱtheȱlaneȬchangingȱ
turbulenceȱcausedȱisȱclearlyȱfocusedȱonȱtheȱrightȱsideȱofȱtheȱfreeway.ȱExhibitȱ12Ȭ
3(b)ȱshowsȱanotherȱoneȬsidedȱweavingȱsegmentȱinȱwhichȱtheȱoffȬrampȱhasȱtwoȱ
lanes.ȱOneȱweavingȱmovementȱ(rampȱtoȱfreeway)ȱrequiresȱoneȱlaneȱchange.ȱTheȱ
otherȱ(freewayȱtoȱramp)ȱcanȱbeȱmadeȱwithoutȱmakingȱaȱlaneȱchange.ȱAgain,ȱlaneȬ
changingȱturbulenceȱisȱfocusedȱonȱtheȱrightȱsideȱofȱtheȱfreeway.ȱ

December 2010
Exhibitȱ12Ȭ4ȱcontainsȱtwoȱexamplesȱofȱtwoȬsidedȱweavingȱsegments.ȱ
Exhibit 12-4
Two-Sided Weaving
Segments Illustrated
ȱ ȱ
(a) Two-Sided Weaving Section (b) Two-Sided Weaving Section
with Single-Lane Ramps with Three Lane Changes
Exhibitȱ12Ȭ4(a)ȱisȱtheȱmostȱcommonȱformȱofȱaȱtwoȬsidedȱweave.ȱAȱoneȬlane,ȱ
rightȬsideȱonȬrampȱisȱcloselyȱfollowedȱbyȱaȱoneȬlane,ȱleftȬsideȱoffȬrampȱ(orȱviceȱ
versa).ȱAlthoughȱtheȱrampȬtoȬrampȱweavingȱmovementȱrequiresȱonlyȱtwoȱlaneȱ
changes,ȱthisȱmovementȱisȱstillȱclassifiedȱasȱaȱtwoȬsidedȱweaveȱbecauseȱtheȱ
geometryȱofȱtheȱthroughȱmovementȱonȱtheȱfreewayȱtechnicallyȱqualifiesȱasȱaȱ
weavingȱflow.ȱ
Exhibitȱ12Ȭ4(b)ȱisȱaȱlessȱtypicalȱcaseȱinȱwhichȱoneȱofȱtheȱrampsȱhasȱmultipleȱ
lanes.ȱBecauseȱtheȱrampȬtoȬrampȱweavingȱmovementȱmustȱexecuteȱthreeȱlaneȱ
changes,ȱitȱisȱalsoȱclassifiedȱasȱaȱtwoȬsidedȱweavingȱsegment.ȱ
Ramp-Weave Versus Major Weave Segments

Exhibitȱ12Ȭ3ȱcanȱalsoȱbeȱusedȱtoȱillustrateȱtheȱdifferenceȱbetweenȱaȱrampȬ
weavingȱsegmentȱandȱaȱmajorȱweavingȱsegment.ȱExhibitȱ12Ȭ3(a)ȱshowsȱaȱtypicalȱ
rampȬweavingȱsegment,ȱformedȱbyȱaȱoneȬlaneȱonȬrampȱcloselyȱfollowedȱbyȱaȱ
oneȬlaneȱoffȬramp,ȱconnectedȱbyȱaȱcontinuousȱfreewayȱauxiliaryȱlane.ȱTheȱuniqueȱ
featureȱofȱtheȱrampȬweaveȱconfigurationȱisȱthatȱallȱweavingȱdriversȱmustȱexecuteȱ
aȱlaneȱchangeȱacrossȱtheȱlaneȱlineȱseparatingȱtheȱfreewayȱauxiliaryȱlaneȱfromȱtheȱ
rightȱlaneȱofȱtheȱfreewayȱmainline.ȱ
ItȱisȱimportantȱtoȱnoteȱthatȱtheȱcaseȱofȱaȱoneȬlaneȱonȬrampȱcloselyȱfollowedȱbyȱ One-sided configurations without a
continuous auxiliary lane connecting
aȱoneȬlaneȱoffȬrampȱ(onȱtheȱsameȱsideȱofȱtheȱfreeway),ȱbutȱnotȱconnectedȱbyȱaȱ an on-ramp to a closely following off-
continuousȱfreewayȱauxiliaryȱlane,ȱisȱnotȱconsideredȱtoȱbeȱaȱweavingȱ ramp are treated as isolated ramp
junctions (Chapter 13) and not as
configuration.ȱSuchȱcasesȱareȱtreatedȱasȱisolatedȱmergeȱandȱdivergeȱsegmentsȱbyȱ weaving segments.
usingȱtheȱmethodologyȱdescribedȱinȱChapterȱ13.ȱTheȱdistanceȱbetweenȱtheȱonȬ
rampȱandȱtheȱoffȬrampȱisȱnotȱaȱfactorȱinȱthisȱdetermination.ȱ
Exhibitȱ12Ȭ3(b)ȱshowsȱaȱtypicalȱmajorȱweavingȱsegment.ȱAȱmajorȱweavingȱ
segmentȱisȱformedȱwhenȱthreeȱorȱmoreȱentryȱorȱexitȱlegsȱhaveȱmultipleȱlanes.ȱ
Numerical Measures of Configuration

Threeȱnumericalȱdescriptorsȱofȱaȱweavingȱsegmentȱcharacterizeȱitsȱ
configuration:ȱ
ȱ LCRFȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱaȱrampȬtoȬfreewayȱweavingȱ “Minimum number of lane changes”
assumes vehicles position themselves
vehicleȱmustȱmakeȱtoȱcompleteȱtheȱrampȬtoȬfreewayȱmovementȱ when entering and exiting to make
successfully.ȱ the least number of lane changes
possible.
ȱ LCFRȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱaȱfreewayȬtoȬrampȱweavingȱ
vehicleȱmustȱmakeȱtoȱcompleteȱtheȱfreewayȬtoȬrampȱmovementȱ
successfully.ȱ
ȱ

December 2010
ȱ NWLȱ =ȱ numberȱofȱlanesȱfromȱwhichȱaȱweavingȱmaneuverȱmayȱbeȱcompletedȱ
withȱoneȱlaneȱchangeȱorȱnoȱlaneȱchanges.ȱ
TheseȱdefinitionsȱapplyȱdirectlyȱtoȱoneȬsidedȱweavingȱsegmentsȱinȱwhichȱtheȱ
rampȬtoȬfreewayȱandȱfreewayȬtoȬrampȱmovementsȱareȱtheȱweavingȱmovements.ȱ
DifferentȱdefinitionsȱapplyȱtoȱtwoȬsidedȱweavingȱsegments.ȱExhibitȱ12Ȭ5ȱ
illustratesȱhowȱtheseȱvaluesȱareȱdeterminedȱforȱoneȬsidedȱweavingȱsegments.ȱ
TheȱvaluesȱofȱLCRFȱandȱLCFRȱareȱfoundȱbyȱassumingȱthatȱeveryȱweavingȱ
vehicleȱentersȱtheȱsegmentȱinȱtheȱlaneȱclosestȱtoȱitsȱdesiredȱexitȱlegȱandȱleavesȱtheȱ
segmentȱinȱtheȱlaneȱclosestȱtoȱitsȱentryȱleg.ȱ
Exhibit 12-5
Configuration Parameters
Illustrated
ȱ
(a) Five-Lane Ramp-Weave Segment
ȱ
(b) Four-Lane Major Weave Segment Without Lane Balance
ȱ
(c) Four-Lane Major Weave Segment With Lane Balance
Exhibitȱ12Ȭ5(a)ȱisȱaȱfiveȬlaneȱrampȬweaveȱconfiguration.ȱIfȱaȱweavingȱdriverȱ
wishesȱtoȱexitȱonȱtheȱoffȬrampȱandȱentersȱtheȱsegmentȱonȱtheȱrightmostȱfreewayȱ
laneȱ(theȱlaneȱclosestȱtoȱtheȱoffȬramp),ȱtheȱdriverȱmustȱmakeȱaȱsingleȱlaneȱchangeȱ
toȱenterȱtheȱfreewayȱauxiliaryȱlaneȱandȱleaveȱviaȱtheȱoffȬramp.ȱThus,ȱforȱthisȱcase,ȱ
LCFRȱ=ȱ1.ȱAȱweavingȱdriverȱenteringȱtheȱfreewayȱviaȱtheȱonȬrampȱhasȱnoȱchoiceȱ
butȱtoȱenterȱonȱtheȱfreewayȱauxiliaryȱlane.ȱTheȱdriverȱmustȱthenȱmakeȱaȱsingleȱ
laneȱchangeȱfromȱtheȱfreewayȱauxiliaryȱlaneȱtoȱtheȱrightmostȱlaneȱofȱtheȱfreewayȱ
(theȱlaneȱclosestȱtoȱtheȱentryȱleg).ȱThus,ȱLCRFȱ=ȱ1ȱasȱwell.ȱ
Exhibitȱ12Ȭ5(b)ȱandȱExhibitȱ12Ȭ5(c)ȱareȱbothȱmajorȱweavingȱconfigurationsȱ
consistingȱofȱfourȱlanes.ȱTheyȱdifferȱonlyȱinȱtheȱconfigurationȱofȱtheirȱentryȱandȱ
Lane balance within a weaving exitȱgoreȱareas.ȱOneȱhasȱlaneȱbalance,ȱwhileȱtheȱotherȱdoesȱnot.ȱLaneȱbalanceȱ
segment provides operational
flexibility. existsȱwhenȱtheȱnumberȱofȱlanesȱleavingȱaȱdivergeȱsegmentȱisȱoneȱmoreȱthanȱtheȱ
numberȱofȱlanesȱenteringȱit.ȱȱ

December 2010
Exhibitȱ12Ȭ5(b)ȱisȱnotȱtypical.ȱItȱisȱusedȱhereȱonlyȱtoȱdemonstrateȱtheȱconceptȱ
ofȱlaneȱbalanceȱinȱaȱmajorȱweavingȱsegment.ȱFiveȱlanesȱapproachȱtheȱentryȱtoȱtheȱ
segmentȱandȱfourȱlanesȱleaveȱit;ȱfourȱlanesȱapproachȱtheȱexitȱfromȱtheȱsegmentȱ
andȱfourȱlanesȱleaveȱit.ȱBecauseȱofȱthisȱconfiguration,ȱvehiclesȱapproachingȱtheȱ
exitȱgoreȱmustȱalreadyȱbeȱinȱanȱappropriateȱlaneȱforȱtheirȱintendedȱexitȱleg.ȱ
InȱExhibitȱ12Ȭ5(b),ȱtheȱrampȬtoȬfreewayȱweavingȱmovementȱ(rightȱtoȱleft)ȱ
requiresȱatȱleastȱoneȱlaneȱchange.ȱAȱvehicleȱcanȱenterȱtheȱsegmentȱonȱtheȱleftmostȱ
rampȱlaneȱ(theȱlaneȱclosestȱtoȱtheȱdesiredȱexit)ȱandȱmakeȱaȱsingleȱlaneȱchangeȱtoȱ
exitȱonȱtheȱrightmostȱlaneȱofȱtheȱcontinuingȱfreeway.ȱLCRFȱforȱthisȱcaseȱisȱ1.ȱTheȱ
freewayȬtoȬrampȱweavingȱmovementȱcanȱbeȱmadeȱwithoutȱanyȱlaneȱchanges.ȱAȱ
vehicleȱcanȱenterȱonȱtheȱrightmostȱlaneȱofȱtheȱfreewayȱandȱleaveȱonȱtheȱleftmostȱ
laneȱofȱtheȱrampȱwithoutȱexecutingȱaȱlaneȱchange.ȱForȱthisȱcase,ȱLCFRȱ=ȱ0.ȱ
TheȱexitȱjunctionȱinȱExhibitȱ12Ȭ5(c)ȱhasȱlaneȱbalance:ȱfourȱlanesȱapproachȱtheȱ
exitȱfromȱtheȱsegmentȱandȱfiveȱlanesȱleaveȱit.ȱThisȱisȱaȱdesirableȱfeatureȱthatȱ
providesȱsomeȱoperationalȱflexibility.ȱOneȱlane—inȱthisȱcase,ȱtheȱsecondȱlaneȱ
fromȱtheȱright—splitsȱatȱtheȱexit.ȱAȱvehicleȱapproachingȱinȱthisȱlaneȱcanȱtakeȱ
eitherȱexitȱlegȱwithoutȱmakingȱaȱlaneȱchange.ȱThisȱisȱaȱusefulȱconfigurationȱinȱ
casesȱinȱwhichȱtheȱsplitȱofȱexitingȱtrafficȱvariesȱoverȱaȱtypicalȱday.ȱTheȱcapacityȱ
providedȱbyȱtheȱsplittingȱlaneȱcanȱbeȱusedȱasȱneededȱbyȱvehiclesȱdestinedȱforȱ
eitherȱexitȱleg.ȱȱ
InȱExhibitȱ12Ȭ5(c),ȱtheȱrampȬtoȬfreewayȱmovementȱcanȱbeȱmadeȱwithoutȱaȱ
laneȱchange,ȱwhileȱtheȱfreewayȬtoȬrampȱmovementȱrequiresȱaȱsingleȱlaneȱchange.ȱ
Forȱthisȱcase,ȱLCRFȱ=ȱ0ȱandȱLCFRȱ=ȱ1.ȱ
InȱExhibitȱ12Ȭ5(a),ȱthereȱareȱonlyȱtwoȱlanesȱfromȱwhichȱaȱweavingȱmovementȱ
mayȱbeȱmadeȱwithȱnoȱmoreȱthanȱoneȱlaneȱchange.ȱWeavingȱvehiclesȱmayȱenterȱ
theȱsegmentȱinȱtheȱfreewayȱauxiliaryȱlaneȱ(rampȬtoȬfreewayȱvehicles)ȱandȱinȱtheȱ
rightmostȱfreewayȱlaneȱ(freewayȬtoȬrampȱvehicles)ȱandȱmayȱexecuteȱaȱweavingȱ
maneuverȱwithȱaȱsingleȱlaneȱchange.ȱAlthoughȱfreewayȬtoȬrampȱvehiclesȱmayȱ
enterȱtheȱsegmentȱonȱtheȱouterȱfreewayȱlanes,ȱtheyȱwouldȱhaveȱtoȱmakeȱmoreȱ
thanȱoneȱlaneȱchangeȱtoȱaccessȱtheȱoffȬramp.ȱThus,ȱforȱthisȱcase,ȱNWLȱ=ȱ2.ȱ
InȱExhibitȱ12Ȭ5(b),ȱweavingȱvehiclesȱenteringȱtheȱsegmentȱinȱtheȱleftmostȱlaneȱ
ofȱtheȱonȬrampȱorȱtheȱrightmostȱlaneȱofȱtheȱfreewayȱareȱforcedȱtoȱmergeȱintoȱaȱ
singleȱlane.ȱFromȱthisȱlane,ȱtheȱfreewayȬtoȬrampȱmovementȱcanȱbeȱmadeȱwithȱnoȱ
laneȱchanges,ȱwhileȱtheȱrampȬtoȬfreewayȱmovementȱrequiresȱoneȱlaneȱchange.ȱ
Becauseȱtheȱmovementsȱhaveȱmergedȱintoȱaȱsingleȱlane,ȱthisȱcountsȱasȱoneȱlaneȱ
fromȱwhichȱweavingȱmovementsȱcanȱbeȱmadeȱwithȱoneȱorȱfewerȱlaneȱchanges.ȱ
FreewayȬtoȬrampȱvehicles,ȱhowever,ȱmayȱalsoȱenterȱtheȱsegmentȱonȱtheȱcenterȱ
laneȱofȱtheȱfreewayȱandȱmakeȱaȱsingleȱlaneȱchangeȱ(asȱshown)ȱtoȱexecuteȱtheirȱ
desiredȱmaneuver.ȱThus,ȱforȱthisȱcase,ȱNWLȱisȱonceȱagainȱ2.ȱ
LaneȱbalanceȱcreatesȱmoreȱflexibilityȱinȱExhibitȱ12Ȭ5(c).ȱRampȬtoȬfreewayȱ
vehiclesȱmayȱenterȱonȱeitherȱofȱtheȱtwoȱlanesȱofȱtheȱonȬrampȱandȱcompleteȱaȱ
weavingȱmaneuverȱwithȱeitherȱoneȱorȱnoȱlaneȱchanges.ȱFreewayȬtoȬrampȱvehiclesȱ
mayȱenterȱonȱtheȱrightmostȱfreewayȱlaneȱandȱalsoȱweaveȱwithȱaȱsingleȱlaneȱ
change.ȱInȱthisȱcase,ȱNWLȱ=ȱ3.ȱ

December 2010
InȱallȱoneȬsidedȱweavingȱsegments,ȱtheȱnumberȱofȱlanesȱfromȱwhichȱweavingȱ
maneuversȱmayȱbeȱmadeȱwithȱoneȱorȱnoȱlaneȱchangesȱisȱeitherȱtwoȱorȱthree.ȱNoȱ
otherȱvaluesȱareȱpossible.ȱSegmentsȱwithȱNWLȱ=ȱ3ȱgenerallyȱexistȱinȱmajorȱ
weavingȱsegmentsȱwithȱlaneȱbalanceȱatȱtheȱexitȱgore.ȱ
Special Case: Two-Sided Weaving Segments

Only the ramp-to-ramp TheȱparametersȱdefiningȱtheȱimpactȱofȱconfigurationȱapplyȱonlyȱtoȱoneȬsidedȱ
movement is considered to be weavingȱsegments.ȱInȱaȱtwoȬsidedȱweavingȱsegment,ȱneitherȱtheȱrampȬtoȬ
a weaving flow in a two-sided
weaving segment. freewayȱnorȱtheȱfreewayȬtoȬrampȱmovementsȱweave.ȱWhileȱtheȱthroughȱfreewayȱ
movementȱinȱaȱtwoȬsidedȱweavingȱsegmentȱmightȱbeȱfunctionallyȱthoughtȱofȱasȱ
weaving,ȱitȱisȱtheȱdominantȱmovementȱinȱtheȱsegmentȱandȱdoesȱnotȱbehaveȱasȱaȱ
weavingȱmovement.ȱThus,ȱinȱtwoȬsidedȱweavingȱsegments,ȱonlyȱtheȱrampȬtoȬ
rampȱmovementȱisȱconsideredȱtoȱbeȱaȱweavingȱflow.ȱThisȱintroducesȱtwoȱspecificȱ
changesȱtoȱtheȱmethodology:ȱ
1. InsteadȱofȱLCRFȱandȱLCFRȱbeingȱneededȱtoȱcharacterizeȱweavingȱbehavior,ȱaȱ
valueȱofȱLCRRȱ(theȱminimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱ
byȱaȱrampȬtoȬrampȱvehicle)ȱisȱneeded.ȱInȱExhibitȱ12Ȭ4(a),ȱLCRRȱ=ȱ2,ȱwhileȱinȱ
Exhibitȱ12Ȭ4(b),ȱLCRRȱ=ȱ3.ȱ
2. InȱallȱcasesȱofȱtwoȬsidedȱweaving,ȱtheȱvalueȱofȱNWLȱisȱsetȱtoȱ0ȱbyȱdefinition.ȱ
Withȱtheseȱtwoȱmodifications,ȱtheȱmethodologyȱoutlinedȱforȱoneȬsidedȱ
weavingȱsegmentsȱmayȱbeȱappliedȱtoȱtwoȬsidedȱweavingȱsegmentsȱasȱwell.ȱ

December 2010
3. METHODOLOGY
Theȱmethodologyȱpresentedȱinȱthisȱchapterȱwasȱdevelopedȱasȱpartȱofȱ
NationalȱCooperativeȱHighwayȱResearchȱProgramȱ(NCHRP)ȱProjectȱ3Ȭ75,ȱ
AnalysisȱofȱFreewayȱWeavingȱSectionsȱ(1).ȱElementsȱofȱthisȱmethodologyȱhaveȱalsoȱ
beenȱadaptedȱfromȱearlierȱstudiesȱandȱearlierȱeditionsȱofȱthisȱmanualȱ(2–9).ȱ
LIMITATIONS OF THE METHODOLOGY

Theȱmethodologyȱofȱthisȱchapterȱdoesȱnotȱspecificallyȱaddressȱtheȱfollowingȱ
subjectsȱ(withoutȱmodificationsȱbyȱtheȱanalyst):ȱ
x Specialȱlanes,ȱsuchȱasȱhighȬoccupancyȱvehicleȱlanes,ȱwithinȱtheȱweavingȱ
segment;ȱ
x Rampȱmeteringȱonȱentranceȱrampsȱformingȱpartȱofȱtheȱweavingȱsegment;ȱ
x Specificȱoperatingȱconditionsȱwhenȱoversaturatedȱconditionsȱexist;ȱ
x Effectsȱofȱspeedȱlimitȱenforcementȱpracticesȱonȱweavingȱsegmentȱ
operations;ȱ
x Effectsȱofȱintelligentȱtransportationȱsystemȱtechnologiesȱonȱweavingȱ
segmentȱoperations;ȱ
x Weavingȱsegmentsȱonȱarterialsȱorȱotherȱurbanȱstreets,ȱincludingȱoneȬwayȱ
frontageȱroads;ȱȱ
x Effectsȱofȱdownstreamȱcongestionȱorȱupstreamȱdemandȱstarvationȱonȱtheȱ
analysisȱsegment;ȱorȱ
x Multipleȱweavingȱsegments.ȱ
Theȱlastȱsubjectȱhasȱbeenȱincludedȱinȱpreviousȱversionsȱofȱthisȱmanual.ȱ Multiple weaving segments must be
divided into merge, diverge, and
Multipleȱweavingȱsegmentsȱmustȱnowȱbeȱdividedȱintoȱappropriateȱmerge,ȱ simple weaving segments for
diverge,ȱandȱsimpleȱweavingȱsegmentsȱforȱanalysis.ȱ analysis.
OVERVIEW OF THE METHODOLOGY

Exhibitȱ12Ȭ6ȱisȱaȱflowchartȱillustratingȱtheȱbasicȱstepsȱthatȱdefineȱtheȱ
methodologyȱforȱanalyzingȱfreewayȱweavingȱsegments.ȱTheȱmethodologyȱusesȱ
severalȱtypesȱofȱpredictiveȱalgorithms,ȱallȱofȱwhichȱareȱbasedȱonȱaȱmixȱofȱ
theoreticalȱandȱregressionȱmodels.ȱTheseȱmodelsȱincludeȱtheȱfollowing:ȱ
x Modelsȱthatȱpredictȱtheȱtotalȱrateȱofȱlaneȱchangingȱtakingȱplaceȱinȱtheȱ
weavingȱsegment.ȱThisȱisȱaȱdirectȱmeasureȱofȱturbulenceȱinȱtheȱtrafficȱ
streamȱcausedȱbyȱtheȱpresenceȱofȱweavingȱmovements.ȱ
x Modelsȱtoȱpredictȱtheȱaverageȱspeedȱofȱweavingȱandȱnonweavingȱvehiclesȱ
inȱaȱweavingȱsegmentȱunderȱstableȱoperatingȱconditions,ȱthatȱis,ȱnotȱ
operatingȱatȱLevelȱofȱServiceȱ(LOS)ȱF.ȱ
x Modelsȱtoȱpredictȱtheȱcapacityȱofȱaȱweavingȱsegmentȱunderȱbothȱidealȱandȱ
prevailingȱconditions.ȱ
x Aȱmodelȱtoȱestimateȱtheȱmaximumȱlengthȱoverȱwhichȱweavingȱoperationsȱ
canȱbeȱsaidȱtoȱexist.ȱ
Chapter 12/Freeway Weaving Segments Page 12-9 Methodology

December 2010
Exhibit 12-6
Weaving Methodology Step 1: Input Data
Flowchart Specify geometry, weaving and nonweaving volumes, and the segment’s free-flow speed.
Step 2: Adjust Volume

Adjust demand volumes to reflect the peak hour factor, heavy-vehicle presence, and driver
population (Equation 12-1).
Step 3: Determine Configuration Characteristics

Determine the lane-change characteristics that define the effects of configuration.
Step 4: Determine Maximum Weaving Length

Estimate the maximum length for weaving operations under the specified conditions
If the potential weaving (Equation 12-4).
segment is longer than the
value given by Equation 12-4, Length exceeds the maximum
it is treated as isolated Length less than
merging and diverging ramp the maximum Go to Chapter 13
junctions by using the
procedures of Chapter 13.
Step 5: Determine Weaving Segment Capacity

Estimate the weaving segment capacity and the v/c ratio for the existing or projected demand
flow rates (Equations 12-5 through 12-9).
LOS F exists in a weaving v/c > 1.00

segment when demand
exceeds capacity.
v/c 1.00 Level of Service = LOS F
Step 6: Determine Lane-Changing Rates

Estimate the rate at which weaving and nonweaving vehicles make lane changes
(Equations 12-10 through 12-16).
Step 7: Determine Average Speeds of Weaving and

Nonweaving Vehicles
Estimate the average speed of weaving and nonweaving vehicles in the weaving segment;
compute the space mean speed of all vehicles in the weaving segment
(Equations 12-17 through 12-20).
Step 8: Determine LOS

Convert the space mean speed to the weaving segment density. Compare the results to the
LOS criteria and assign the appropriate level of service (Equation 12-21 and Exhibit 12-10).
ȱ
ȱ
PARAMETERS DESCRIBING A WEAVING SEGMENT

Severalȱparametersȱdescribingȱweavingȱsegmentsȱhaveȱalreadyȱbeenȱ
introducedȱandȱdefined.ȱExhibitȱ12Ȭ7ȱillustratesȱallȱvariablesȱthatȱmustȱbeȱ
specifiedȱasȱinputȱvariablesȱandȱdefinesȱthoseȱthatȱwillȱbeȱusedȱwithinȱorȱasȱ
outputsȱofȱtheȱmethodology.ȱSomeȱofȱtheseȱapplyȱonlyȱtoȱoneȬsidedȱweavingȱ
segments.ȱExhibitȱ12Ȭ8ȱlistsȱthoseȱvariablesȱthatȱareȱdifferentȱwhenȱappliedȱtoȱ
twoȬsidedȱweavingȱsegments.ȱ
Methodology Page 12-10 Chapter 12/Freeway Weaving Segments

December 2010
Exhibit 12-7
Freeway Freeway Weaving Variables for One-Sided
Weaving Segments
vFF
vRF
vFR
vRR ȱ
ȱ vFFȱ =ȱ freewayȬtoȬfreewayȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱinȱpassengerȱ
carsȱperȱhourȱ(pc/h);ȱ
ȱ vRFȱ =ȱ rampȬtoȬfreewayȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h);ȱ
ȱ vFRȱ =ȱ freewayȬtoȬrampȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h);ȱ
ȱ vRRȱ =ȱ rampȬtoȬrampȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h);ȱ
ȱ vWȱ =ȱ weavingȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h),ȱvWȱ=ȱvRFȱ+ȱvFR;ȱ
ȱ vNWȱ =ȱ nonweavingȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h),ȱ
vNWȱ=ȱvFFȱ+ȱvRRȱ;ȱ
ȱ vȱ =ȱ totalȱdemandȱflowȱrateȱinȱtheȱweavingȱsegmentȱ(pc/h),ȱvȱ=ȱvWȱ+ȱvNW;ȱ
ȱ VRȱ =ȱ volumeȱratio,ȱvW/v;ȱ
ȱ Nȱ =ȱ numberȱofȱlanesȱwithinȱtheȱweavingȱsection;ȱ
ȱ NWLȱ =ȱ numberȱofȱlanesȱfromȱwhichȱaȱweavingȱmaneuverȱmayȱbeȱmadeȱwithȱoneȱorȱ
noȱlaneȱchangesȱ(seeȱExhibitȱ12Ȭ5);ȱ
ȱ SWȱ =ȱ averageȱspeedȱofȱweavingȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ(mi/h);ȱ
ȱ SNWȱ =ȱ averageȱspeedȱofȱnonweavingȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ(mi/h);ȱ
ȱ Sȱ =ȱ averageȱspeedȱofȱallȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ(mi/h);ȱ
ȱ FFSȱ =ȱ freeȬflowȱspeedȱofȱtheȱweavingȱsegmentȱ(mi/h);ȱ
ȱ Dȱ =ȱ averageȱdensityȱofȱallȱvehiclesȱwithinȱtheȱweavingȱsegmentȱinȱpassengerȱcarsȱ
perȱmileȱperȱlaneȱ(pc/mi/ln);ȱ
ȱ Wȱ =ȱ weavingȱintensityȱfactor;ȱ
ȱ LSȱ =ȱ lengthȱofȱtheȱweavingȱsegmentȱ(ft),ȱbasedȱonȱtheȱshortȱlengthȱdefinitionȱofȱ
Exhibitȱ12Ȭ2;ȱ
ȱ LCRFȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱaȱsingleȱweavingȱ
vehicleȱmovingȱfromȱtheȱonȬrampȱtoȱtheȱfreewayȱ(seeȱExhibitȱ12Ȭ5);ȱ
ȱ LCFRȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱaȱsingleȱweavingȱ
vehicleȱmovingȱfromȱtheȱfreewayȱtoȱtheȱoffȬramp;ȱ
ȱ LCMINȱ =ȱ minimumȱrateȱofȱlaneȱchangingȱthatȱmustȱexistȱforȱallȱweavingȱvehiclesȱtoȱ
completeȱtheirȱweavingȱmaneuversȱsuccessfully,ȱinȱlaneȱchangesȱperȱhourȱ
(lc/h),ȱLCMINȱ=ȱ(LCRFȱuȱvRF)ȱ+ȱ(LCFRȱuȱvFR);ȱ
ȱ LCWȱ =ȱ totalȱrateȱofȱlaneȱchangingȱbyȱweavingȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ
(lc/h);ȱ
ȱ LCNWȱ =ȱ totalȱrateȱofȱlaneȱchangingȱbyȱnonweavingȱvehiclesȱwithinȱtheȱweavingȱ
segmentȱ(lc/h);ȱȱ
ȱ LCALLȱ =ȱ totalȱrateȱofȱlaneȱchangingȱofȱallȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ(lc/h),ȱ
LCALLȱ=ȱLCWȱ+ȱLCNW;ȱ
ȱ IDȱ =ȱ interchangeȱdensity,ȱtheȱnumberȱofȱinterchangesȱwithinȱ±3ȱmiȱofȱtheȱcenterȱofȱ
theȱsubjectȱweavingȱsegmentȱdividedȱbyȱ6,ȱinȱinterchangesȱperȱmileȱ(int/mi);ȱandȱ
ȱ ILCȱ =ȱ laneȬchangingȱintensity,ȱLCALL/LS,ȱinȱlaneȱchangesȱperȱfootȱ(lc/ft).ȱ ȱ

December 2010
Exhibit 12-8 Ram

Weaving Variables for a p
Two-Sided Weaving
Segment
Freeway Freeway
Ram
p
The through freeway vRF
movement is not considered to
be weaving in a two-sided vFF
weaving segment. vRR
vFR ȱ
AllȱvariablesȱareȱdefinedȱasȱinȱExhibitȱ12Ȭ7,ȱexceptȱforȱtheȱfollowingȱvariablesȱ
relatingȱtoȱflowȱdesignationsȱandȱlaneȬchangingȱvariables:ȱ
ȱ vWȱ =ȱ totalȱweavingȱdemandȱflowȱrateȱwithinȱtheȱweavingȱsegmentȱ(pc/h),ȱ
vWȱ=ȱvRR;ȱ
ȱ vNWȱ =ȱ totalȱnonweavingȱdemandȱflowȱrateȱwithinȱtheȱweavingȱsegmentȱ
(pc/h),ȱvNWȱ=ȱvFRȱ+ȱvRFȱ+ȱvFF;ȱ
ȱ LCRRȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱoneȱrampȬtoȬ
rampȱvehicleȱtoȱcompleteȱaȱweavingȱmaneuver;ȱandȱ
ȱLCMINȱ =ȱ minimumȱrateȱofȱlaneȱchangingȱthatȱmustȱexistȱforȱallȱweavingȱvehiclesȱ
toȱcompleteȱtheirȱweavingȱmaneuversȱsuccessfullyȱ(lc/h),ȱLCMINȱ=ȱLCRRȱ
uȱvRR.ȱ
TheȱprincipalȱdifferenceȱbetweenȱoneȬsidedȱandȱtwoȬsidedȱweavingȱ
segmentsȱisȱtheȱrelativeȱpositioningȱofȱtheȱmovementsȱwithinȱtheȱsegment.ȱInȱaȱ
twoȬsidedȱweavingȱsegment,ȱtheȱrampȬtoȬfreewayȱandȱfreewayȬtoȬrampȱvehiclesȱ
doȱnotȱweave.ȱInȱaȱoneȬsidedȱsegment,ȱtheyȱexecuteȱtheȱweavingȱmovements.ȱInȱ
aȱtwoȬsidedȱweavingȱsegment,ȱtheȱrampȬtoȬrampȱvehiclesȱmustȱcrossȱtheȱpathȱofȱ
freewayȬtoȬfreewayȱvehicles.ȱBothȱcouldȱbeȱtakenȱtoȱbeȱweavingȱmovements.ȱInȱ
reality,ȱtheȱthroughȱfreewayȱmovementȱisȱnotȱweavingȱinȱthatȱvehiclesȱdoȱnotȱ
needȱtoȱchangeȱlanesȱandȱgenerallyȱdoȱnotȱshiftȱlaneȱpositionȱinȱresponseȱtoȱaȱ
desiredȱexitȱleg.ȱ
Thus,ȱinȱtwoȬsidedȱweavingȱsegments,ȱonlyȱtheȱrampȬtoȬrampȱflowȱisȱ
consideredȱtoȱbeȱweaving.ȱTheȱlaneȬchangingȱparametersȱreflectȱthisȱchangeȱinȱ
theȱwayȱweavingȱflowsȱareȱviewed.ȱThus,ȱtheȱminimumȱrateȱofȱlaneȱchangingȱ
thatȱweavingȱvehiclesȱmustȱmaintainȱtoȱcompleteȱallȱdesiredȱweavingȱmaneuversȱ
successfullyȱisȱalsoȱrelatedȱonlyȱtoȱtheȱrampȬtoȬrampȱmovement.ȱ
The methodology uses Theȱdefinitionsȱforȱflowȱallȱreferȱtoȱdemandȱflowȱrate.ȱThisȱmeansȱthatȱforȱ
demand flow rates for the
peak 15 min in passenger cars existingȱcases,ȱtheȱdemandȱshouldȱbeȱbasedȱonȱarrivalȱflows.ȱForȱfutureȱcases,ȱ
per hour. forecastingȱtechniquesȱwillȱgenerallyȱproduceȱaȱdemandȱvolumeȱorȱdemandȱflowȱ
rate.ȱAllȱofȱtheȱmethodology’sȱalgorithmsȱuseȱdemandȱexpressedȱasȱflowȱratesȱinȱ
theȱpeakȱ15ȱminȱofȱtheȱdesignȱ(orȱanalysis)ȱhour,ȱinȱequivalentȱpassengerȱcarȱ
units.ȱ
COMPUTATIONAL PROCEDURES
EachȱofȱtheȱmajorȱproceduralȱstepsȱnotedȱinȱExhibitȱ12Ȭ6ȱisȱdiscussedȱinȱdetailȱ
inȱtheȱsectionsȱthatȱfollow.ȱ

December 2010
Step 1: Input Data

Theȱmethodologyȱforȱweavingȱsegmentsȱisȱstructuredȱforȱoperationalȱ
analysisȱusage,ȱthatȱis,ȱgivenȱaȱknownȱorȱspecifiedȱgeometricȱdesignȱandȱtrafficȱ
demandȱcharacteristics,ȱtheȱmethodologyȱisȱusedȱtoȱestimateȱtheȱLOSȱthatȱisȱ
expectedȱtoȱexist.ȱ
Designȱandȱpreliminaryȱengineeringȱareȱgenerallyȱconductedȱinȱtermsȱofȱ
comparativeȱanalysesȱofȱvariousȱdesignȱproposals.ȱThisȱisȱaȱgoodȱapproach,ȱ
givenȱthatȱtheȱrangeȱofȱwidths,ȱlengths,ȱandȱconfigurationsȱinȱanyȱgivenȱcaseȱisȱ
constrainedȱbyȱaȱnumberȱofȱfactors.ȱLengthȱisȱconstrainedȱbyȱtheȱlocationȱofȱtheȱ
crossingȱarteriesȱthatȱdetermineȱtheȱlocationȱofȱinterchangesȱandȱramps.ȱWidthȱisȱ
constrainedȱbyȱtheȱnumberȱofȱlanesȱonȱentryȱandȱexitȱlegsȱandȱusuallyȱinvolvesȱ
noȱmoreȱthanȱtwoȱchoices.ȱConfigurationȱisȱalsoȱtheȱresultȱofȱtheȱnumberȱofȱlanesȱ
onȱentryȱandȱexitȱlegsȱasȱwellȱasȱtheȱnumberȱofȱlanesȱwithinȱtheȱsegment.ȱ
Changingȱtheȱconfigurationȱusuallyȱinvolvesȱaddingȱaȱlaneȱtoȱoneȱofȱtheȱentryȱorȱ
exitȱlegs,ȱorȱboth,ȱtoȱcreateȱdifferentȱlinkages.ȱ
Forȱanalysis,ȱtheȱgeometryȱofȱtheȱweavingȱsegmentȱmustȱbeȱfullyȱdefined.ȱ
Thisȱincludesȱtheȱnumberȱofȱlanes,ȱlaneȱwidths,ȱshoulderȱclearances,ȱtheȱdetailsȱofȱ
entryȱandȱexitȱgoreȱareaȱdesignsȱ(includingȱmarkings),ȱtheȱexistenceȱandȱextentȱofȱ
barrierȱlines,ȱandȱtheȱlengthȱofȱtheȱsegment.ȱAȱsketchȱofȱtheȱweavingȱsegmentȱ
shouldȱbeȱdrawnȱwithȱallȱappropriateȱdimensionsȱshown.ȱ
Trafficȱdemandsȱareȱusuallyȱexpressedȱasȱpeakȱhourȱvolumesȱunderȱ
prevailingȱconditions.ȱIfȱflowȱratesȱhaveȱbeenȱdirectlyȱobservedȱinȱtheȱfield,ȱtheȱ
flowȱratesȱforȱtheȱworstȱ15Ȭminȱperiodȱinȱtheȱpeakȱhourȱmayȱbeȱsubstituted.ȱInȱ
thisȱcase,ȱtheȱpeakȱhourȱfactorȱ(PHF)ȱisȱimplicitlyȱ1.00.ȱ

Allȱequationsȱinȱthisȱchapterȱuseȱflowȱratesȱunderȱequivalentȱidealȱconditionsȱ
asȱinputȱvariables.ȱThus,ȱdemandȱvolumesȱandȱflowȱratesȱunderȱprevailingȱ
conditionsȱmustȱbeȱconvertedȱtoȱtheirȱidealȱequivalentsȱbyȱusingȱEquationȱ12Ȭ1:ȱ
Vi
vi ȱ Equation 12-1
PHF u f HV u f p
whereȱ ȱ
ȱ viȱ =ȱ flowȱrateȱiȱunderȱidealȱconditionsȱ(pc/h);ȱ
ȱ Viȱ =ȱ hourlyȱvolumeȱforȱflowȱiȱunderȱprevailingȱconditionsȱinȱvehiclesȱperȱ
hourȱ(veh/h);ȱ
ȱ PHFȱ =ȱ peakȱhourȱfactor;ȱ
ȱ fHVȱ =ȱ adjustmentȱfactorȱforȱheavyȬvehicleȱpresence;ȱandȱ
ȱ fpȱ =ȱ adjustmentȱfactorȱforȱdriverȱpopulation;ȱtheȱsubscriptȱforȱtheȱtypeȱofȱ
flowȱiȱcanȱtakeȱonȱtheȱfollowingȱvalues:ȱȱ
ȱ ȱ =ȱ freewayȱtoȱfreeway;ȱ
FF
ȱ FRȱ =ȱ freewayȱtoȱramp;ȱ
ȱ RFȱ =ȱ rampȱtoȱfreeway;ȱ
ȱ RRȱ =ȱ rampȱtoȱramp;ȱ

December 2010
ȱ Wȱ =ȱ weaving;ȱandȱ
ȱ NWȱ =ȱ nonweaving.ȱ
FactorsȱfHVȱandȱfpȱareȱtakenȱfromȱChapterȱ11,ȱBasicȱFreewayȱSegments.ȱ
Ifȱflowȱratesȱforȱaȱ15Ȭminȱperiodȱhaveȱbeenȱprovidedȱasȱinputs,ȱtheȱPHFȱisȱ
takenȱtoȱbeȱ1.00ȱinȱthisȱcomputation.ȱIfȱhourlyȱvolumesȱareȱconvertedȱbyȱusingȱaȱ
PHFȱotherȱthanȱ1.00,ȱthereȱisȱanȱimplicitȱassumptionȱthatȱallȱfourȱcomponentȱ
flowsȱinȱtheȱweavingȱsegmentȱpeakȱduringȱtheȱsameȱ15Ȭminȱperiodȱofȱtheȱhour.ȱ
Thisȱisȱrarelyȱtrueȱinȱtheȱfield;ȱhowever,ȱsuchȱanȱanalysisȱrepresentsȱaȱworstȬcaseȱ
scenario.ȱ
Onceȱdemandȱflowȱratesȱhaveȱbeenȱestablished,ȱitȱmayȱbeȱconvenientȱtoȱ
constructȱaȱweavingȱdiagramȱsimilarȱtoȱthoseȱillustratedȱinȱExhibitȱ12Ȭ7ȱ(forȱoneȬ
sidedȱweavingȱsegments)ȱandȱExhibitȱ12Ȭ8ȱ(forȱtwoȬsidedȱweavingȱsegments).ȱ

Severalȱkeyȱparametersȱcharacterizeȱtheȱconfigurationȱofȱaȱweavingȱsegment.ȱ
Theseȱareȱdescriptiveȱofȱtheȱsegmentȱandȱwillȱbeȱusedȱasȱkeyȱvariablesȱinȱ
subsequentȱstepsȱofȱtheȱmethodology:ȱ
ȱLCMINȱ =ȱ minimumȱrateȱatȱwhichȱweavingȱvehiclesȱmustȱchangeȱlanesȱtoȱ
completeȱallȱweavingȱmaneuversȱsuccessfullyȱ(lc/h);ȱandȱ
ȱ NWLȱ =ȱ numberȱofȱlanesȱfromȱwhichȱweavingȱmaneuversȱmayȱbeȱmadeȱwithȱ
eitherȱoneȱorȱnoȱlaneȱchanges.ȱ
Howȱtheseȱvaluesȱareȱdeterminedȱdependsȱonȱwhetherȱtheȱsegmentȱunderȱ
studyȱisȱaȱoneȬsidedȱorȱtwoȬsidedȱweavingȱsegment.ȱ
One-Sided Weaving Segments

TheȱdeterminationȱofȱkeyȱvariablesȱinȱoneȬsidedȱweavingȱsegmentsȱisȱ
illustratedȱinȱExhibitȱ12Ȭ7.ȱInȱoneȬsidedȱsegments,ȱtheȱtwoȱweavingȱmovementsȱ
areȱtheȱrampȬtoȬfreewayȱandȱfreewayȬtoȬrampȱflows.ȱAsȱshownȱinȱExhibitȱ12Ȭ7,ȱ
theȱfollowingȱvaluesȱareȱestablished:ȱ
ȱ LCRFȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱoneȱrampȬtoȬ
freewayȱvehicleȱtoȱexecuteȱtheȱdesiredȱmaneuverȱsuccessfully,ȱandȱ
ȱ LCFRȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱoneȱfreewayȬ
toȬrampȱvehicleȱtoȱexecuteȱtheȱdesiredȱmaneuverȱsuccessfully.ȱ
LCMINȱforȱoneȬsidedȱweavingȱsegmentsȱisȱgivenȱbyȱEquationȱ12Ȭ2:ȱ
Equation 12-2 LC MIN LC RF u vRF LC FR u vFR ȱ
ForȱoneȬsidedȱweavingȱsegments,ȱtheȱvalueȱofȱNWLȱisȱeitherȱ2ȱorȱ3.ȱTheȱ
determinationȱisȱmadeȱbyȱaȱreviewȱofȱtheȱgeometricȱdesignȱandȱtheȱconfigurationȱ
ofȱtheȱsegment,ȱasȱillustratedȱinȱExhibitȱ12Ȭ5.ȱ
Two-Sided Weaving Segments

TheȱdeterminationȱofȱkeyȱvariablesȱinȱtwoȬsidedȱweavingȱsegmentsȱisȱ
illustratedȱinȱExhibitȱ12Ȭ8.ȱTheȱuniqueȱfeatureȱofȱtwoȬsidedȱweavingȱsegmentsȱisȱ
thatȱonlyȱtheȱrampȬtoȬrampȱflowȱisȱfunctionallyȱweaving.ȱFromȱExhibitȱ12Ȭ8,ȱtheȱ
followingȱvalueȱisȱestablished:ȱ

December 2010
ȱ LCRRȱ =ȱ minimumȱnumberȱofȱlaneȱchangesȱthatȱmustȱbeȱmadeȱbyȱoneȱrampȬtoȬ
rampȱvehicleȱtoȱexecuteȱtheȱdesiredȱmaneuverȱsuccessfully.ȱ
LCMINȱforȱtwoȬsidedȱweavingȱsegmentsȱisȱgivenȱbyȱEquationȱ12Ȭ3:ȱ
LC MIN LC RR u v RR ȱ Equation 12-3
ForȱtwoȬsidedȱweavingȱsegments,ȱtheȱvalueȱofȱNWLȱisȱalwaysȱ0ȱbyȱdefinition.ȱ

Theȱconceptȱofȱmaximumȱlengthȱofȱaȱweavingȱsegmentȱisȱcriticalȱtoȱtheȱ The maximum length of a weaving
segment, LMAX, is based on the
methodology.ȱStrictlyȱdefined,ȱmaximumȱlengthȱisȱtheȱlengthȱatȱwhichȱweavingȱ distance beyond which additional
turbulenceȱnoȱlongerȱhasȱanȱimpactȱonȱoperationsȱwithinȱtheȱsegment,ȱorȱ length does not add to capacity.
alternatively,ȱonȱtheȱcapacityȱofȱtheȱweavingȱsegment.ȱ
Unfortunately,ȱdependingȱonȱtheȱselectedȱdefinition,ȱtheseȱmeasuresȱcanȱbeȱ
quiteȱdifferent.ȱWeavingȱturbulenceȱwillȱhaveȱanȱimpactȱonȱoperationsȱ(i.e.,ȱ
weavingȱandȱnonweavingȱvehicleȱspeeds)ȱforȱdistancesȱfarȱinȱexcessȱofȱthoseȱ
definedȱbyȱwhenȱtheȱcapacityȱofȱtheȱsegmentȱisȱnoȱlongerȱaffectedȱbyȱweaving.ȱȱ
Thisȱmethodologyȱusesȱtheȱsecondȱdefinitionȱ(basedȱonȱtheȱequivalenceȱofȱ
capacity).ȱIfȱtheȱoperationalȱdefinitionȱwereȱused,ȱtheȱmethodologyȱwouldȱ
produceȱcapacityȱestimatesȱinȱexcessȱofȱthoseȱforȱaȱsimilarȱbasicȱfreewayȱsegment,ȱ
whichȱisȱillogical.ȱTheȱmaximumȱlengthȱofȱaȱweavingȱsegmentȱ(inȱfeet)ȱisȱ
computedȱfromȱEquationȱ12Ȭ4:ȱ
LMAX >5,7281 VR @ >1,566N @ ȱ

1.6
WL
Equation 12-4
whereȱLMAXȱisȱtheȱmaximumȱweavingȱsegmentȱlengthȱ(usingȱtheȱshortȱlengthȱ
definition)ȱandȱotherȱvariablesȱareȱasȱpreviouslyȱdefined.ȱ
AsȱVRȱincreases,ȱitȱisȱexpectedȱthatȱtheȱinfluenceȱofȱweavingȱturbulenceȱ
wouldȱextendȱforȱlongerȱdistances.ȱAllȱvaluesȱofȱNWLȱareȱeitherȱ0ȱ(twoȬsidedȱ
weavingȱsegments)ȱorȱ2ȱorȱ3ȱ(oneȬsidedȱweavingȱsegments).ȱHavingȱmoreȱlanesȱ
fromȱwhichȱeasyȱweavingȱlaneȱchangesȱcanȱbeȱmadeȱreducesȱturbulence,ȱwhichȱ
inȱturnȱreducesȱtheȱdistanceȱoverȱwhichȱsuchȱturbulenceȱaffectsȱsegmentȱ
capacity.ȱ
Exhibitȱ12Ȭ9ȱillustratesȱtheȱsensitivityȱofȱmaximumȱlengthȱtoȱbothȱVRȱandȱ
NWL.ȱAsȱexpected,ȱVRȱhasȱaȱsignificantȱimpactȱonȱmaximumȱlength,ȱasȱdoesȱtheȱ
configuration,ȱasȱindicatedȱbyȱNWL.ȱWhileȱtheȱmaximumȱlengthsȱshownȱcanȱ
computeȱtoȱveryȱhighȱnumbers,ȱtheȱhighestȱresultsȱareȱwellȱoutsideȱtheȱ
calibrationȱrangeȱofȱtheȱequationȱ(limitedȱtoȱaboutȱ2,800ȱft),ȱandȱmanyȱofȱtheȱ
situationsȱareȱimprobable.ȱValuesȱofȱVRȱonȱsegmentsȱwithȱNWLȱ=ȱ2.0ȱlanesȱrarelyȱ
riseȱaboveȱtheȱrangeȱofȱ0.40ȱtoȱ0.50.ȱWhileȱvaluesȱofȱVRȱaboveȱ0.70ȱareȱtechnicallyȱ
feasibleȱonȱsegmentsȱwithȱNWLȱ=ȱ3.0ȱlanes,ȱtheyȱareȱrare.ȱ
WhileȱtheȱextremeȱvaluesȱinȱExhibitȱ12Ȭ9ȱareȱnotȱpractical,ȱitȱisȱclearȱthatȱtheȱ
maximumȱlengthȱofȱweavingȱsegmentsȱcanȱriseȱtoȱ6,000ȱftȱorȱmore.ȱFurthermore,ȱ
theȱmaximumȱlengthȱcanȱvaryȱoverȱtime,ȱasȱVRȱisȱnotȱaȱconstantȱthroughoutȱ
everyȱdemandȱperiodȱofȱtheȱday.ȱ
ȱ

December 2010
Exhibit 12-9 Number of Weaving Lanes

Variation of Weaving Length VR NWL = 2 NWL = 3
Versus Volume Ratio and 0.1 3,540 1,974
Number of Weaving Lanes 0.2 4,536 2,970
(ft) 0.3 5,584 4,018
0.4 6,681 5,115
0.5 7,826 6,260
0.6 9,019 7,453
0.7 10,256 8,690
0.8 11,538 9,972
ȱ
TheȱvalueȱofȱLMAXȱisȱusedȱtoȱdetermineȱwhetherȱcontinuedȱanalysisȱofȱtheȱ
If the length of the segment is configurationȱasȱaȱweavingȱsegmentȱisȱjustified:ȱ
greater than LMAX, it should be
analyzed as separate merge x IfȱLSȱ<ȱLMAX,ȱcontinueȱtoȱStepȱ5;ȱorȱ
and diverge ramp junctions by
using the methodology in x IfȱLSȱǃȱLMAX,ȱanalyzeȱtheȱmergeȱandȱdivergeȱjunctionsȱasȱseparateȱsegmentsȱ
Chapter 13. Any portion falling byȱusingȱtheȱmethodologyȱinȱChapterȱ13.ȱ
outside the influence of the
merge and diverge segments Ifȱtheȱsegmentȱisȱtooȱlongȱtoȱbeȱconsideredȱaȱweavingȱsegment,ȱthenȱtheȱ
is treated as a basic freeway
segment. mergeȱandȱdivergeȱareasȱareȱtreatedȱseparately.ȱAnyȱdistanceȱbetweenȱtheȱtwoȱ
fallingȱoutsideȱtheȱinfluenceȱareasȱofȱtheȱmergeȱandȱdivergeȱsegmentsȱwouldȱbeȱ
consideredȱtoȱbeȱaȱbasicȱfreewayȱsegmentȱandȱwouldȱbeȱanalyzedȱaccordingly.ȱ

A weaving segment’s capacity Theȱcapacityȱofȱaȱweavingȱsegmentȱisȱcontrolledȱbyȱoneȱofȱtwoȱconditions:ȱ
is controlled by either (a) the
average vehicle density x Breakdownȱofȱaȱweavingȱsegmentȱisȱexpectedȱtoȱoccurȱwhenȱtheȱaverageȱ
reaching 43 pc/mi/ln or (b) the
weaving demand flow rate densityȱofȱallȱvehiclesȱinȱtheȱsegmentȱreachesȱ43ȱpc/mi/ln;ȱorȱ
exceeding a value that
depends on the number of x Breakdownȱofȱaȱweavingȱsegmentȱisȱexpectedȱtoȱoccurȱwhenȱtheȱtotalȱ
weaving lanes. weavingȱdemandȱflowȱrateȱexceedsȱ
o 2,400ȱpc/hȱforȱcasesȱinȱwhichȱNWLȱ=ȱ2ȱlanes,ȱorȱ
o 3,500ȱpc/hȱforȱcasesȱinȱwhichȱNWLȱ=ȱ3ȱlanes.ȱ
TheȱfirstȱcriterionȱisȱbasedȱonȱtheȱcriteriaȱlistedȱinȱChapterȱ11,ȱBasicȱFreewayȱ
Segments,ȱwhichȱstateȱthatȱfreewayȱbreakdownsȱoccurȱatȱaȱdensityȱofȱ45ȱpc/mi/ln.ȱ
Givenȱtheȱadditionalȱturbulenceȱinȱaȱweavingȱsegment,ȱbreakdownȱisȱexpectedȱtoȱ
occurȱatȱslightlyȱlowerȱdensities.ȱ
Theȱsecondȱcriterionȱrecognizesȱthatȱthereȱisȱaȱpracticalȱlimitȱtoȱhowȱmanyȱ
vehiclesȱcanȱactuallyȱcrossȱeachȱother’sȱpathȱwithoutȱcausingȱseriousȱoperationalȱ
failures.ȱTheȱexistenceȱofȱaȱthirdȱlaneȱfromȱwhichȱweavingȱmaneuversȱcanȱbeȱ
madeȱwithȱtwoȱorȱfewerȱlaneȱchangesȱinȱeffectȱspreadsȱtheȱimpactsȱofȱturbulenceȱ
acrossȱsegmentȱlanesȱandȱallowsȱforȱhigherȱweavingȱflows.ȱ
ForȱtwoȬsidedȱweavingȱsegmentsȱ(NWLȱ=ȱ0ȱlanes),ȱnoȱlimitingȱvalueȱonȱ
weavingȱflowȱrateȱisȱproposed.ȱTheȱanalysisȱofȱtwoȬsidedȱweavingȱsegmentsȱisȱ
approximateȱwithȱthisȱmethodology,ȱandȱaȱdensityȱsufficientȱtoȱcauseȱaȱ
breakdownȱisȱgenerallyȱreachedȱatȱrelativelyȱlowȱweavingȱflowȱrates.ȱ
Weaving Segment Capacity Determined by Density

Theȱcapacityȱofȱaȱweavingȱsegment,ȱbasedȱonȱreachingȱaȱdensityȱofȱ43ȱ
pc/mi/ln,ȱisȱestimatedȱbyȱusingȱEquationȱ12Ȭ5:ȱ

December 2010
c IWL > @
c IFL 438.21 VR 1.6 >0.0765 LS @ >119.8 NWL @ȱ Equation 12-5
whereȱ
ȱ cIWLȱ =ȱ capacityȱofȱtheȱweavingȱsegmentȱunderȱequivalentȱidealȱconditions,ȱ
perȱlaneȱ(pc/h/ln),ȱandȱ
ȱ cIFLȱ =ȱ capacityȱofȱaȱbasicȱfreewayȱsegmentȱwithȱtheȱsameȱFFSȱasȱtheȱweavingȱ
segmentȱunderȱequivalentȱidealȱconditions,ȱperȱlaneȱ(pc/h/ln).ȱ
Allȱotherȱvariablesȱareȱasȱpreviouslyȱdefined.ȱ
Theȱmodelȱdescribesȱtheȱcapacityȱofȱaȱweavingȱsegmentȱinȱtermsȱofȱtheȱ
differenceȱbetweenȱtheȱcapacityȱofȱaȱbasicȱfreewayȱsegmentȱandȱtheȱcapacityȱofȱaȱ
weavingȱsegmentȱwithȱtheȱsameȱFFS.ȱCapacityȱdecreasesȱwithȱVR,ȱwhichȱisȱ
logical.ȱItȱincreasesȱasȱlengthȱandȱnumberȱofȱweavingȱlanesȱNWLȱincrease.ȱTheseȱ
areȱalsoȱlogicalȱtrends,ȱasȱbothȱincreasingȱlengthȱandȱaȱlargerȱnumberȱofȱweavingȱ
lanesȱreduceȱtheȱintensityȱofȱturbulence.ȱ
Arithmetically,ȱitȱisȱpossibleȱtoȱgetȱaȱresultȱinȱwhichȱcIWLȱisȱgreaterȱthanȱcIFL.ȱInȱ
practicalȱterms,ȱthisȱwillȱneverȱoccur.ȱTheȱmaximumȱlengthȱalgorithmȱofȱStepȱ4ȱ
wasȱfoundȱbyȱsettingȱtheȱtwoȱvaluesȱequal.ȱThus,ȱweavingȱanalysesȱwouldȱonlyȱ
beȱundertakenȱinȱcasesȱinȱwhichȱcIWLȱisȱlessȱthanȱcIFL.ȱ
TheȱvalueȱofȱcIWLȱmustȱnowȱbeȱconvertedȱtoȱaȱtotalȱcapacityȱunderȱprevailingȱ
conditionsȱbyȱusingȱEquationȱ12Ȭ6:ȱ
cW cIWL N f HV f p ȱ Equation 12-6
whereȱcWȱisȱtheȱcapacityȱofȱtheȱweavingȱsegmentȱunderȱprevailingȱconditionsȱinȱ
vehiclesȱperȱhour.ȱAsȱwithȱallȱcapacities,ȱitȱisȱstatedȱasȱaȱflowȱrateȱforȱaȱ15Ȭminȱ
analysisȱperiod.ȱ
Weaving Segment Capacity Determined by Weaving Demand Flows

Theȱcapacityȱofȱaȱweavingȱsegment,ȱasȱcontrolledȱbyȱtheȱmaximumȱweavingȱ
flowȱratesȱnotedȱpreviously,ȱisȱfoundȱfromȱEquationȱ12Ȭ7:ȱ
2 ,400
c IW forȱ N WL 2 lanes ȱ Equation 12-7
VR
3,500
c IW forȱ N WL ȱ 3 lanes ȱ
VR
whereȱcIWȱisȱtheȱcapacityȱofȱallȱlanesȱinȱtheȱweavingȱsegmentȱunderȱidealȱ
conditionsȱinȱpassengerȱcarsȱperȱhour,ȱandȱallȱotherȱvariablesȱareȱasȱpreviouslyȱ
defined.ȱThisȱvalueȱmustȱbeȱconvertedȱtoȱprevailingȱconditionsȱbyȱusingȱ
Equationȱ12Ȭ8:ȱ
cW c IW f HV f p ȱ Equation 12-8
Final Determination of Capacity

TheȱfinalȱcapacityȱisȱtheȱsmallerȱofȱtheȱtwoȱestimatesȱofȱEquationȱ12Ȭ6ȱandȱ
Equationȱ12Ȭ8.ȱWithȱcapacityȱdetermined,ȱaȱv/cȱratioȱforȱtheȱweavingȱsegmentȱ
mayȱbeȱcomputedȱfromȱEquationȱ12Ȭ9:ȱ

December 2010
v f HV f p
Equation 12-9 v/c ȱ
cW
Adjustmentȱfactorsȱareȱusedȱbecauseȱtheȱtotalȱdemandȱflowȱrate,ȱv,ȱisȱstatedȱ
forȱequivalentȱidealȱconditions,ȱwhileȱcWȱisȱstatedȱforȱprevailingȱconditions.ȱ
Level of Service F
LOS F occurs when demand Ifȱv/cȱisȱgreaterȱthanȱ1.00,ȱdemandȱexceedsȱcapacity,ȱandȱtheȱsegmentȱisȱ
exceeds capacity.
expectedȱtoȱfail,ȱthatȱis,ȱhaveȱaȱLOSȱofȱF.ȱIfȱthisȱoccurs,ȱtheȱanalysisȱisȱterminated,ȱ
andȱLOSȱFȱisȱassigned.ȱAtȱLOSȱF,ȱitȱisȱexpectedȱthatȱqueuesȱwillȱformȱwithinȱtheȱ
segment,ȱpossiblyȱextendingȱupstreamȱbeyondȱtheȱweavingȱsegmentȱitself.ȱ
QueuingȱonȱtheȱonȬrampsȱthatȱareȱpartȱofȱtheȱweavingȱsegmentȱwouldȱalsoȱbeȱ
expected.ȱWhereȱLOSȱFȱisȱfoundȱtoȱexist,ȱtheȱanalystȱisȱurgedȱtoȱuseȱtheȱ
methodologyȱofȱChapterȱ10,ȱFreewayȱFacilities,ȱtoȱanalyzeȱtheȱimpactsȱofȱthisȱonȱ
upstreamȱandȱdownstreamȱsegmentsȱduringȱtheȱanalysisȱperiodȱandȱoverȱtime.ȱ

Theȱequivalentȱhourlyȱrateȱatȱwhichȱweavingȱandȱnonweavingȱvehiclesȱmakeȱ
laneȱchangesȱwithinȱtheȱweavingȱsegmentȱisȱaȱdirectȱmeasureȱofȱturbulence.ȱItȱisȱ
alsoȱaȱkeyȱdeterminantȱofȱspeedsȱandȱdensitiesȱwithinȱtheȱsegment,ȱwhichȱ
ultimatelyȱdetermineȱtheȱexistingȱorȱanticipatedȱLOS.ȱ
ItȱshouldȱbeȱnotedȱthatȱtheȱlaneȬchangingȱratesȱestimatedȱareȱinȱtermsȱofȱ
equivalentȱpassengerȬcarȱlaneȱchanges.ȱItȱisȱassumedȱthatȱheavyȬvehicleȱlaneȱ
changesȱcreateȱmoreȱturbulenceȱthanȱpassengerȬcarȱlaneȱchanges.ȱ
Threeȱtypesȱofȱlaneȱchangesȱcanȱbeȱmadeȱwithinȱaȱweavingȱsegment:ȱ
x Requiredȱlaneȱchangesȱmadeȱbyȱweavingȱvehicles:ȱTheseȱlaneȱchangesȱmustȱbeȱ
madeȱtoȱcompleteȱaȱweavingȱmaneuverȱandȱareȱrestrictedȱtoȱtheȱphysicalȱ
areaȱofȱtheȱweavingȱsegment.ȱInȱStepȱ3,ȱtheȱrateȱatȱwhichȱsuchȱlaneȱ
changesȱareȱmadeȱbyȱweavingȱvehicles,ȱLCMIN,ȱwasȱdetermined.ȱ
x Optionalȱlaneȱchangesȱmadeȱbyȱweavingȱvehicles:ȱTheseȱlaneȱchangesȱareȱnotȱ
necessaryȱtoȱweaveȱsuccessfully.ȱTheyȱinvolveȱweavingȱdriversȱwhoȱ
chooseȱtoȱenterȱtheȱweavingȱsegmentȱinȱtheȱouterȱlanesȱofȱeitherȱtheȱ
freewayȱorȱrampȱ(assumingȱitȱhasȱmoreȱthanȱoneȱlane),ȱleaveȱtheȱweavingȱ
segmentȱinȱanȱouterȱlane,ȱorȱboth.ȱSuchȱdriversȱmakeȱadditionalȱlaneȱ
changesȱbeyondȱthoseȱabsolutelyȱrequiredȱbyȱtheirȱweavingȱmaneuver.ȱ
x Optionalȱlaneȱchangesȱmadeȱbyȱnonweavingȱvehicles:ȱNonweavingȱvehiclesȱ
mayȱalsoȱmakeȱlaneȱchangesȱwithinȱtheȱweavingȱsegment,ȱbutȱneitherȱtheȱ
configurationȱnorȱtheirȱdesiredȱoriginȱandȱdestinationȱwouldȱrequireȱsuchȱ
laneȱchanges.ȱLaneȱchangesȱbyȱnonweavingȱvehiclesȱareȱalwaysȱmadeȱ
becauseȱtheȱdriverȱchoosesȱthatȱoption.ȱ
WhileȱLCMINȱcanȱbeȱcomputedȱfromȱtheȱweavingȱconfigurationȱandȱtheȱ
demandȱflowȱrates,ȱadditionalȱoptionalȱlaneȱchangesȱmadeȱbyȱbothȱweavingȱandȱ
nonweavingȱvehiclesȱaddȱtoȱturbulenceȱandȱmustȱbeȱestimatedȱbyȱusingȱ
regressionȬbasedȱmodels.ȱ

December 2010
Estimating the Total Lane-Changing Rate for Weaving Vehicles

TheȱmodelȱforȱpredictingȱtheȱtotalȱlaneȬchangingȱrateȱforȱweavingȱvehiclesȱisȱ
ofȱtheȱformȱLCMINȱplusȱanȱalgorithmȱthatȱpredictsȱtheȱadditionalȱoptionalȱlaneȬ
changingȱrate.ȱTheseȱareȱcombinedȱsoȱthatȱtheȱtotalȱlaneȬchangingȱrateȱforȱ
weavingȱvehicles,ȱincludingȱbothȱrequiredȱandȱoptionalȱlaneȱchanges,ȱisȱasȱ
shownȱinȱEquationȱ12Ȭ10:ȱ
LC W > @
LC MIN 0.39 Ls 300 0.5 N 2 1 ID 0.8 ȱ Equation 12-10
whereȱ
ȱ LCWȱ =ȱ equivalentȱhourlyȱrateȱatȱwhichȱweavingȱvehiclesȱmakeȱlaneȱchangesȱ
withinȱtheȱweavingȱsegmentȱ(lc/h);ȱ
ȱLCMINȱ =ȱ minimumȱequivalentȱhourlyȱrateȱatȱwhichȱweavingȱvehiclesȱmustȱ
makeȱlaneȱchangesȱwithinȱtheȱweavingȱsegmentȱtoȱcompleteȱallȱ
weavingȱmaneuversȱsuccessfullyȱ(lc/h);ȱ
ȱ LSȱ =ȱ lengthȱofȱtheȱweavingȱsegment,ȱusingȱtheȱshortȱlengthȱdefinitionȱ(ft)ȱ
(300ȱftȱisȱtheȱminimumȱvalue);ȱ
ȱ Nȱ =ȱ numberȱofȱlanesȱwithinȱtheȱweavingȱsegment;ȱandȱ
ȱ IDȱ =ȱ interchangeȱdensityȱ(int/mi).ȱ
Equationȱ12Ȭ10ȱhasȱseveralȱinterestingȱcharacteristics.ȱTheȱtermȱLSȱ–ȱ300ȱ
impliesȱthatȱforȱweavingȱsegmentsȱofȱ300ȱftȱ(orȱshorter),ȱweavingȱvehiclesȱonlyȱ
makeȱnecessaryȱlaneȱchanges,ȱthatȱis,ȱLCWȱȱ=ȱLCMIN.ȱWhileȱshorterȱweavingȱ
segmentsȱwouldȱbeȱanȱaberration,ȱtheyȱdoȱoccasionallyȱoccur.ȱInȱusingȱEquationȱ
12Ȭ10,ȱhowever,ȱaȱlengthȱofȱ300ȱftȱisȱusedȱforȱallȱlengthsȱlessȱthanȱorȱequalȱtoȱ300ȱ
ft.ȱ
Thisȱmodelȱisȱalsoȱuniqueȱinȱthatȱitȱisȱtheȱfirstȱuseȱofȱinterchangeȱdensityȱinȱaȱ
modelȱnotȱinvolvingȱdeterminationȱofȱtheȱFFS.ȱInȱthisȱeditionȱofȱtheȱHCM,ȱ
however,ȱFFSȱisȱpartiallyȱbasedȱonȱtotalȱrampȱdensityȱratherȱthanȱinterchangeȱ
density.ȱTheȱtwoȱmeasuresȱare,ȱofȱcourse,ȱrelatedȱtoȱtheȱtypeȱofȱinterchangeȱ
involved.ȱAȱfullȱcloverleafȱinterchangeȱhasȱfourȱramps,ȱwhileȱaȱdiamondȱ
interchangeȱhasȱtwoȱramps.ȱCareȱmustȱbeȱtakenȱwhenȱdeterminingȱtheȱvalueȱofȱ
totalȱrampȱdensityȱandȱinterchangeȱdensity,ȱasȱtheyȱareȱdifferentȱnumbers.ȱȱ
Theȱalgorithmȱusesȱtheȱtermȱ1ȱ+ȱIDȱbecauseȱtheȱvalueȱofȱIDȱmayȱbeȱeitherȱ
moreȱthanȱorȱlessȱthanȱ1.00,ȱandȱtheȱpowerȱtermȱwouldȱnotȱactȱconsistentlyȱonȱ
theȱresult.ȱInȱdeterminingȱinterchangeȱdensityȱforȱaȱweavingȱsegment,ȱaȱdistanceȱ
ofȱ3ȱmiȱupstreamȱandȱ3ȱmiȱdownstreamȱofȱtheȱmidpointȱofȱtheȱweavingȱsegmentȱ
isȱused.ȱTheȱnumberȱofȱinterchangesȱwithinȱtheȱ6Ȭmiȱrangeȱdefinedȱaboveȱisȱ
countedȱandȱdividedȱbyȱ6ȱtoȱdetermineȱtheȱinterchangeȱdensity.ȱTheȱsubjectȱ
weavingȱsegmentȱshouldȱbeȱcountedȱasȱoneȱinterchangeȱinȱthisȱcomputation.ȱForȱ
additionalȱdiscussionȱofȱtotalȱrampȱdensity,ȱconsultȱChapterȱ11.ȱ
Theȱbasicȱsensitivitiesȱofȱthisȱmodelȱareȱreasonable.ȱWeavingȬvehicleȱlaneȱ
changingȱincreasesȱasȱtheȱlengthȱandȱwidthȱofȱtheȱweavingȱsegmentȱincrease.ȱAȱ
longer,ȱwiderȱweavingȱsegmentȱsimplyȱprovidesȱmoreȱopportunitiesȱforȱweavingȱ
vehiclesȱtoȱexecuteȱlaneȱchanges.ȱLaneȱchangingȱalsoȱincreasesȱasȱinterchangeȱ
densityȱincreases.ȱHigherȱinterchangeȱdensitiesȱmeanȱthatȱthereȱareȱmoreȱreasonsȱ

December 2010
forȱdriversȱtoȱmakeȱoptionalȱlaneȱchangesȱbasedȱuponȱtheirȱentryȱorȱexitȱatȱaȱ
nearbyȱinterchange.ȱ
Estimating the Lane-Changing Rate for Nonweaving Vehicles

Noȱnonweavingȱdriverȱmustȱmakeȱaȱlaneȱchangeȱwithinȱtheȱconfinesȱofȱaȱ
weavingȱsegment.ȱAllȱnonweavingȱvehicleȱlaneȱchangesȱare,ȱtherefore,ȱoptional.ȱ
Theseȱareȱmoreȱdifficultȱtoȱpredictȱthanȱweavingȱlaneȱchanges,ȱasȱtheȱmotivationȱ
forȱnonweavingȱlaneȱchangesȱvariesȱwidelyȱandȱmayȱnotȱalwaysȱbeȱobvious.ȱ
Suchȱlaneȱchangesȱmayȱbeȱmadeȱtoȱavoidȱturbulence,ȱtoȱbeȱbetterȱpositionedȱforȱaȱ
subsequentȱmaneuver,ȱorȱsimplyȱtoȱachieveȱaȱhigherȱaverageȱspeed.ȱ
Theȱresearchȱleadingȱtoȱthisȱmethodologyȱ(10)ȱrevealedȱseveralȱ
discontinuitiesȱinȱtheȱlaneȬchangingȱbehaviorȱofȱnonweavingȱvehiclesȱwithinȱ
weavingȱsegments.ȱToȱidentifyȱtheȱareasȱofȱdiscontinuityȱandȱtoȱdevelopȱanȱ
estimationȱmodelȱforȱtheseȱareas,ȱitȱwasȱnecessaryȱtoȱdefineȱaȱ“nonweavingȱ
vehicleȱindex,”ȱINW,ȱasȱgivenȱinȱEquationȱ12Ȭ11:ȱ
LS u ID u v NW
Equation 12-11ȱ I NW ȱ
10 ,000
Thisȱindexȱisȱaȱmeasureȱofȱtheȱtendencyȱofȱconditionsȱtoȱinduceȱunusuallyȱ
largeȱnonweavingȱvehicleȱlaneȬchangingȱrates.ȱLargeȱnonweavingȱflowȱrates,ȱ
highȱinterchangeȱdensities,ȱandȱlongȱweavingȱlengthsȱseemȱtoȱproduceȱsituationsȱ
inȱwhichȱnonweavingȱlaneȬchangingȱratesȱareȱunusuallyȱelevated.ȱ
Twoȱmodelsȱareȱusedȱtoȱpredictȱtheȱrateȱatȱwhichȱnonweavingȱvehiclesȱ
changeȱlanesȱinȱweavingȱsegments.ȱTheȱfirst,ȱEquationȱ12Ȭ12,ȱcoversȱtheȱmajorityȱ
ofȱcases,ȱthatȱis,ȱcasesȱforȱwhichȱnormalȱlaneȬchangingȱcharacteristicsȱareȱ
expected.ȱThisȱisȱtheȱcaseȱwhenȱINWȱisȱlessȱthanȱorȱequalȱtoȱ1,300:ȱ
Equation 12-12 LC NW1 0.206vNW 0.542Ls 192.6N ȱ
whereȱLCNW1ȱisȱtheȱrateȱofȱlaneȱchangingȱperȱhour.ȱTheȱequationȱshowsȱlogicalȱ
trendsȱinȱthatȱnonweavingȱlaneȱchangesȱincreaseȱwithȱbothȱnonweavingȱflowȱrateȱ
andȱsegmentȱlength.ȱLessȱexpectedȱisȱthatȱnonweavingȱlaneȱchangingȱdecreasesȱ
withȱincreasingȱnumberȱofȱlanes.ȱThisȱtrendȱisȱstatisticallyȱveryȱstrongȱandȱlikelyȱ
indicatesȱmoreȱpresegregationȱofȱflowsȱinȱwiderȱweavingȱsegments.ȱ
Arithmetically,ȱEquationȱ12Ȭ12ȱcanȱproduceȱaȱnegativeȱresult.ȱThus,ȱtheȱ
minimumȱvalueȱmustȱbeȱexternallyȱsetȱatȱ0.ȱ
ȱTheȱsecondȱmodelȱappliesȱtoȱaȱsmallȱnumberȱofȱcasesȱinȱwhichȱtheȱ
combinationȱofȱhighȱnonweavingȱdemandȱflow,ȱhighȱinterchangeȱdensity,ȱandȱ
longȱsegmentȱlengthȱproduceȱextraordinarilyȱhighȱnonweavingȱlaneȬchangingȱ
rates.ȱEquationȱ12Ȭ13ȱisȱusedȱinȱcasesȱforȱwhichȱINWȱisȱgreaterȱthanȱorȱequalȱtoȱ
1,950:ȱ
Equation 12-13 LC NW2 2 ,135 0.223vNW 2 ,000 ȱ
whereȱ LCNW2ȱ isȱ theȱ laneȬchangingȱ rateȱ perȱ hour,ȱ andȱ allȱ otherȱ variablesȱ areȱ asȱ
previouslyȱdefined.ȱ
Unfortunately,ȱEquationȱ12Ȭ12ȱandȱEquationȱ12Ȭ13ȱareȱdiscontinuousȱandȱ
coverȱdiscontinuousȱrangesȱofȱINW.ȱIfȱtheȱnonweavingȱindexȱisȱbetweenȱ1,300ȱandȱ

December 2010
1,950,ȱaȱstraightȱinterpolationȱbetweenȱtheȱvaluesȱofȱLCNW1ȱandȱLCNW2ȱisȱusedȱasȱ
shownȱinȱEquationȱ12Ȭ14:ȱ
I 1,300 ·
LC NW3 LC NW1 LC NW2 LC NW1 ȱ§¨ NW ¸ȱ
Equation 12-14
© 650 ¹
whereȱ LCNW3ȱ isȱ theȱ laneȬchangingȱ rateȱ perȱ hour,ȱ andȱ allȱ otherȱ variablesȱ areȱ asȱ
previouslyȱ defined.ȱ Equationȱ 12Ȭ14ȱ onlyȱ worksȱ forȱ casesȱ inȱ whichȱ LCNW1ȱ isȱ lessȱ
thanȱ LCNW2.ȱ Inȱ theȱ vastȱ majorityȱ ofȱ cases,ȱ thisȱ willȱ beȱ trueȱ (unlessȱ theȱ weavingȱ
lengthȱisȱlongerȱthanȱtheȱmaximumȱlengthȱestimatedȱinȱStepȱ4).ȱInȱtheȱrareȱcaseȱ
whenȱitȱisȱnotȱtrue,ȱLCNW2ȱisȱused.ȱ
Equationȱ12Ȭ15ȱsummarizesȱthisȱinȱaȱmoreȱpreciseȱway:ȱ
If INW d 1,300 : LCNW LCNW1
If INW t 1,950 : LCNW LCNW2
ȱ Equation 12-15
If 1,300 INW 1,950 : LCNW LCNW3
If LCNW1 t LCNW2 : LCNW LCNW2
Total Lane-Changing Rate

TheȱtotalȱlaneȬchangingȱrateȱLCALLȱofȱallȱvehiclesȱinȱtheȱweavingȱsegment,ȱinȱ
laneȱchangesȱperȱhour,ȱisȱcomputedȱfromȱEquationȱ12Ȭ16:ȱ
LC ALL LCW LC NW ȱ Equation 12-16
Step 7: Determine Average Speeds of Weaving and Nonweaving

Vehicles in Weaving Segment
Theȱheartȱofȱthisȱmethodologyȱisȱtheȱestimationȱofȱtheȱaverageȱspeedsȱofȱ
weavingȱandȱnonweavingȱvehiclesȱinȱtheȱweavingȱsegment.ȱTheseȱspeedsȱareȱ
estimatedȱseparatelyȱbecauseȱtheyȱareȱaffectedȱbyȱdifferentȱfactors,ȱandȱtheyȱcanȱ
beȱsignificantlyȱdifferentȱfromȱeachȱother.ȱ
Theȱspeedsȱofȱweavingȱandȱnonweavingȱvehiclesȱwillȱbeȱcombinedȱtoȱfindȱaȱ
spaceȱmeanȱspeedȱofȱallȱvehiclesȱinȱtheȱsegment.ȱThisȱwillȱthenȱbeȱconvertedȱtoȱaȱ
density,ȱwhichȱwillȱdetermineȱtheȱLOS.ȱ
Average Speed of Weaving Vehicles

Theȱalgorithmȱforȱpredictingȱtheȱaverageȱspeedȱofȱweavingȱvehiclesȱinȱaȱ
weavingȱsegmentȱmayȱbeȱgenerallyȱstatedȱasȱshownȱinȱEquationȱ12Ȭ17:ȱ
§S SMIN ·
SW SMIN ¨ MAX ¸ȱ Equation 12-17
© 1 W ¹
whereȱ
ȱ SWȱ =ȱ averageȱspeedȱofȱweavingȱvehiclesȱwithinȱtheȱweavingȱsegmentȱ(mi/h),ȱ
ȱ SMINȱ =ȱ minimumȱaverageȱspeedȱofȱweavingȱvehiclesȱexpectedȱinȱaȱweavingȱ
segmentȱ(mi/h),ȱ
ȱ SMAXȱ =ȱ maximumȱaverageȱspeedȱofȱweavingȱvehiclesȱexpectedȱinȱaȱweavingȱ
segmentȱ(mi/h),ȱandȱ
ȱ Wȱ =ȱ weavingȱintensityȱfactor.ȱ

December 2010
Theȱformȱofȱtheȱmodelȱisȱlogicalȱandȱconstrainsȱtheȱresultsȱtoȱaȱreasonableȱ
rangeȱdefinedȱbyȱtheȱminimumȱandȱmaximumȱspeedȱexpectations.ȱTheȱtermȱ
1ȱ+ȱWȱaccommodatesȱaȱweavingȱintensityȱfactorȱthatȱcanȱbeȱmoreȱorȱlessȱthanȱ1.0.ȱ
Forȱthisȱmethodology,ȱtheȱminimumȱexpectedȱspeedȱisȱtakenȱtoȱbeȱ15ȱmi/h,ȱ
andȱtheȱmaximumȱexpectedȱspeedȱisȱtheȱFFS.ȱAsȱwithȱallȱanalyses,ȱtheȱFFSȱisȱbestȱ
observedȱinȱtheȱfield,ȱeitherȱonȱtheȱsubjectȱfacilityȱorȱaȱsimilarȱfacility.ȱWhenȱ
measured,ȱtheȱFFSȱshouldȱbeȱobservedȱwithinȱtheȱweavingȱsegment.ȱ
InȱsituationsȱthatȱrequireȱtheȱFFSȱtoȱbeȱestimated,ȱtheȱmodelȱdescribedȱinȱ
Chapterȱ11,ȱBasicȱFreewayȱSegments,ȱisȱused.ȱTheȱaverageȱspeedȱofȱweavingȱ
vehiclesȱwithinȱtheȱweavingȱsegmentȱisȱestimatedȱbyȱusingȱEquationȱ12Ȭ18ȱandȱ
Equationȱ12Ȭ19:ȱ
FFS 15 ·
Equation 12-18 SW 15 §¨ ¸ȱ
© 1 W ¹
0.789
§ LC ALL ·
Equation 12-19 W 0.226ȱ¨¨ ¸¸ ȱ
© L S ¹
NoteȱthatȱweavingȱintensityȱisȱbasedȱonȱtheȱtotalȱlaneȬchangingȱrateȱwithinȱ
theȱweavingȱsegment.ȱMoreȱspecifically,ȱitȱisȱbasedȱonȱtheȱhourlyȱrateȱofȱlaneȱ
changesȱperȱfootȱofȱweavingȱlength.ȱThisȱmightȱbeȱthoughtȱofȱasȱaȱmeasureȱofȱtheȱ
densityȱofȱlaneȱchanges.ȱInȱaddition,ȱtheȱlaneȬchangingȱrateȱitselfȱdependsȱonȱ
manyȱdemandȱandȱphysicalȱfactorsȱrelatedȱtoȱtheȱdesignȱofȱtheȱsegment.ȱ
Average Speed of Nonweaving Vehicles

Theȱaverageȱspeedȱofȱnonweavingȱvehiclesȱinȱaȱweavingȱsegmentȱisȱ
estimatedȱbyȱusingȱEquationȱ12Ȭ20:ȱ
Equation 12-20
FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ
v
SNW
© N¹
Equationȱ12Ȭ20ȱtreatsȱnonweavingȱspeedȱasȱaȱreductionȱfromȱFFS.ȱAsȱwouldȱ
beȱexpected,ȱtheȱspeedȱisȱreducedȱasȱv/Nȱincreases.ȱMoreȱinterestingȱisȱtheȱ
appearanceȱofȱLCMINȱinȱtheȱequation.ȱLCMINȱisȱaȱmeasureȱofȱminimalȱweavingȱ
turbulence,ȱassumingȱthatȱweavingȱvehiclesȱmakeȱonlyȱnecessaryȱlaneȱchanges.ȱItȱ
dependsȱonȱbothȱtheȱconfigurationȱofȱtheȱweavingȱsegmentȱandȱweavingȱ
demandȱflowȱrates.ȱThus,ȱnonweavingȱspeedsȱdecreaseȱasȱweavingȱturbulenceȱ
increases.ȱ
Average Speed of All Vehicles

Theȱspaceȱmeanȱspeedȱofȱallȱvehiclesȱinȱtheȱweavingȱsegmentȱisȱcomputedȱbyȱ
usingȱEquationȱ12Ȭ21:ȱ
vW vNW
S ȱ
Equation 12-21 § vW · § vNW ·
¨¨ ¸¸ ¨¨ ¸¸
© SW ¹ © SNW ¹

December 2010

TheȱLOSȱinȱaȱweavingȱsegment,ȱasȱinȱallȱfreewayȱanalysis,ȱisȱrelatedȱtoȱtheȱ
densityȱinȱtheȱsegment.ȱȱExhibitȱ12Ȭ10ȱprovidesȱLOSȱcriteriaȱforȱweavingȱ
segmentsȱonȱfreeways,ȱcollector–distributorȱ(CȬD)ȱroadways,ȱandȱmultilaneȱ
LOS can be determined for
highways.ȱThisȱmethodologyȱwasȱdevelopedȱforȱfreewayȱweavingȱsegments,ȱ weaving segments on
althoughȱanȱisolatedȱCȬDȱroadwayȱwasȱincludedȱinȱitsȱdevelopment.ȱTheȱ freeways, multilane highways,
and C-D roadways.
methodologyȱmayȱbeȱappliedȱtoȱweavingȱsegmentsȱonȱuninterruptedȱsegmentsȱ
ofȱmultilaneȱsurfaceȱfacilities,ȱalthoughȱitsȱuseȱinȱsuchȱcasesȱisȱapproximate.ȱ
Density (pc/mi/ln) Exhibit 12-10

Weaving Segments on Multilane LOS for Weaving Segments
LOS Freeway Weaving Segments Highways or C-D Roadways
A 0–10 0–12
B >10–20 >12–24
C >20–28 >24–32
D >28–35 >32–36
E >35 >36
F Demand exceeds capacity
ȱ
Theȱboundaryȱbetweenȱstableȱandȱunstableȱflow—theȱboundaryȱbetweenȱ
levelsȱofȱserviceȱEȱandȱF—occursȱwhenȱtheȱdemandȱflowȱrateȱexceedsȱtheȱ
capacityȱofȱtheȱsegment,ȱasȱdescribedȱinȱStepȱ5.ȱTheȱthresholdȱdensitiesȱforȱotherȱ
levelsȱofȱserviceȱwereȱsetȱrelativeȱtoȱtheȱcriteriaȱforȱbasicȱfreewayȱsegmentsȱ(orȱ
multilaneȱhighways).ȱInȱgeneral,ȱdensityȱthresholdsȱinȱweavingȱsegmentsȱareȱ
somewhatȱhigherȱthanȱthoseȱforȱsimilarȱbasicȱfreewayȱsegmentsȱ(orȱmultilaneȱ
highways).ȱItȱisȱbelievedȱthatȱdriversȱwillȱtolerateȱhigherȱdensitiesȱinȱanȱareaȱ
whereȱlaneȬchangingȱturbulenceȱisȱexpectedȱthanȱonȱbasicȱsegments.ȱ
Toȱapplyȱdensityȱcriteria,ȱtheȱaverageȱspeedȱofȱallȱvehicles,ȱcomputedȱinȱStepȱ
7,ȱmustȱbeȱconvertedȱtoȱdensityȱbyȱusingȱEquationȱ12Ȭ22.ȱ
§v·
¨ ¸
D ©N¹ȱ
Equation 12-22
S
whereȱDȱisȱdensityȱinȱpassengerȱcarsȱperȱmileȱperȱlaneȱandȱallȱotherȱvariablesȱareȱ
asȱpreviouslyȱdefined.ȱ
SPECIAL CASES
Multiple Weaving Segments

Whenȱaȱseriesȱofȱcloselyȱspacedȱmergeȱandȱdivergeȱareasȱcreatesȱoverlappingȱ
weavingȱmovementsȱ(betweenȱdifferentȱmerge–divergeȱpairs)ȱthatȱshareȱtheȱ
sameȱsegmentȱofȱaȱroadway,ȱaȱmultipleȱweavingȱsegmentȱisȱcreated.ȱInȱearlierȱ
editionsȱofȱtheȱHCM,ȱaȱspecificȱapplicationȱofȱtheȱweavingȱmethodologyȱforȱtwoȬ
segmentȱmultipleȱweavingȱsegmentsȱwasȱincluded.ȱWhileȱitȱwasȱaȱlogicalȱ
extensionȱofȱtheȱmethodology,ȱitȱdidȱnotȱaddressȱcasesȱinȱwhichȱthreeȱorȱmoreȱ
setsȱofȱweavingȱmovementsȱoverlapped,ȱnorȱwasȱitȱwellȬsupportedȱbyȱfieldȱdata.ȱ

December 2010
Multiple weaving segments Multipleȱweavingȱsegmentsȱshouldȱbeȱsegregatedȱintoȱseparateȱmerge,ȱ

should be analyzed as
separate merge, diverge, and diverge,ȱandȱsimpleȱweavingȱsegments,ȱwithȱeachȱsegmentȱappropriatelyȱ
simple weaving segments, as analyzedȱbyȱusingȱthisȱchapter’sȱmethodologyȱorȱthatȱofȱChapterȱ13,ȱFreewayȱ
appropriate.
MergeȱandȱDivergeȱSegments.ȱChapterȱ11,ȱBasicȱFreewayȱSegments,ȱcontainsȱ
informationȱrelativeȱtoȱtheȱprocessȱofȱidentifyingȱappropriateȱsegmentsȱforȱ
analysis.ȱ
C-D Roadways
The methodology applies Aȱcommonȱdesignȱpracticeȱoftenȱresultsȱinȱweavingȱmovementsȱthatȱoccurȱonȱ
approximately to C-D
roadways, but its use may CȬDȱroadwaysȱthatȱareȱpartȱofȱaȱfreewayȱinterchange.ȱTheȱmethodologyȱofȱthisȱ
produce an overly negative chapterȱmayȱbeȱapproximatelyȱappliedȱtoȱsuchȱsegments.ȱTheȱFFSȱusedȱmustȱbeȱ
view of operations.
appropriateȱtoȱtheȱCȬDȱroadway.ȱItȱwouldȱhaveȱtoȱbeȱmeasuredȱonȱanȱexistingȱorȱ
similarȱCȬDȱroadway,ȱasȱtheȱpredictiveȱmethodologyȱofȱFFSȱgivenȱinȱChapterȱ11ȱ
doesȱnotȱapplyȱtoȱsuchȱroadways.ȱItȱisȱlessȱclearȱthatȱtheȱLOSȱcriteriaȱofȱExhibitȱ
12Ȭ10ȱareȱappropriate.ȱManyȱCȬDȱroadwaysȱoperateȱatȱlowerȱspeedsȱandȱhigherȱ
densitiesȱthanȱonȱbasicȱsegments,ȱandȱtheȱcriteriaȱofȱExhibitȱ12Ȭ10ȱmayȱproduceȱ
anȱinappropriatelyȱnegativeȱviewȱofȱoperationsȱonȱaȱCȬDȱroadway.ȱ
IfȱtheȱmeasuredȱFFSȱofȱaȱCȬDȱroadwayȱisȱhighȱ(greaterȱthanȱorȱequalȱtoȱ50ȱ
mi/h),ȱtheȱresultsȱofȱanalysisȱcanȱbeȱexpectedȱtoȱbeȱreasonablyȱaccurate.ȱAtȱlowerȱ
FFSȱvalues,ȱresultsȱwouldȱbeȱmoreȱapproximate.ȱ
Multilane Highways
Multilane highway weaving Weavingȱsegmentsȱmayȱoccurȱonȱsurfaceȱmultilaneȱhighways.ȱAsȱlongȱasȱ
segments may be analyzed
with this methodology, except suchȱsegmentsȱareȱaȱsufficientȱdistanceȱawayȱfromȱsignalizedȱintersections—soȱ
in the vicinity of signalized thatȱplatoonȱmovementsȱareȱnotȱanȱissue—theȱmethodologyȱofȱthisȱchapterȱmayȱ
intersections.
beȱapproximatelyȱapplied.ȱ
Arterial Weaving
No generally accepted analysis Theȱmethodologyȱofȱthisȱchapterȱdoesȱnotȱapplyȱtoȱweavingȱsegmentsȱonȱ
methodologies currently exist
for arterial weaving arterials.ȱArterialȱweavingȱisȱstronglyȱaffectedȱbyȱtheȱproximityȱandȱtimingȱofȱ
movements. signalsȱalongȱtheȱarterial.ȱAtȱtheȱpresentȱtime,ȱthereȱareȱnoȱgenerallyȱacceptedȱ
analyticȱmethodologiesȱforȱanalyzingȱweavingȱmovementsȱonȱarterials.ȱ

December 2010
4. APPLICATIONS
Theȱmethodologyȱofȱthisȱchapterȱisȱmostȱoftenȱusedȱtoȱestimateȱtheȱcapacityȱ
andȱLOSȱofȱfreewayȱweavingȱsegments.ȱTheȱstepsȱareȱmostȱeasilyȱappliedȱinȱtheȱ
operationalȱanalysisȱmode,ȱthatȱis,ȱallȱtrafficȱandȱroadwayȱconditionsȱareȱ
specified,ȱandȱaȱsolutionȱforȱtheȱcapacityȱ(andȱv/cȱratio)ȱisȱfoundȱalongȱwithȱanȱ
expectedȱLOS.ȱOtherȱtypesȱofȱanalysis,ȱhowever,ȱareȱpossible.ȱ
DEFAULT VALUES
AnȱNCHRPȱreportȱ(10)ȱprovidesȱaȱcomprehensiveȱpresentationȱofȱpotentialȱ
defaultȱvaluesȱforȱuninterruptedȬflowȱfacilities.ȱDefaultȱvaluesȱforȱfreewaysȱareȱ
summarizedȱinȱChapterȱ10,ȱFreewayȱFacilities.ȱTheseȱdefaultsȱcoverȱtheȱkeyȱ
characteristicsȱofȱPHFȱandȱpercentageȱofȱheavyȱvehicles.ȱRecommendationsȱareȱ
basedȱonȱgeographicalȱregion,ȱpopulation,ȱandȱtimeȱofȱday.ȱAllȱgeneralȱfreewayȱ
defaultȱvaluesȱmayȱbeȱappliedȱtoȱtheȱanalysisȱofȱweavingȱsegmentsȱinȱtheȱabsenceȱ
ofȱfieldȱdataȱorȱprojectedȱconditions.ȱ
Thereȱareȱmanyȱspecificȱvariablesȱrelatedȱtoȱweavingȱsegments.ȱItȱis,ȱ
therefore,ȱvirtuallyȱimpossibleȱtoȱspecifyȱdefaultȱvaluesȱofȱsuchȱcharacteristicsȱasȱ
length,ȱwidth,ȱconfiguration,ȱandȱbalanceȱofȱweavingȱandȱnonweavingȱflows.ȱ
Weavingȱsegmentsȱareȱaȱdetailȱofȱtheȱfreewayȱdesignȱandȱshouldȱthereforeȱbeȱ
treatedȱonlyȱwithȱtheȱspecificȱcharacteristicsȱofȱtheȱsegmentȱknownȱorȱprojected.ȱ
Smallȱchangesȱinȱsomeȱofȱtheseȱvariablesȱcanȱandȱdoȱyieldȱsignificantȱchangesȱinȱ
theȱanalysisȱresults.ȱ
TYPES OF ANALYSIS
Theȱmethodologyȱofȱthisȱchapterȱcanȱbeȱusedȱinȱthreeȱtypesȱofȱanalysis:ȱ
operational,ȱdesign,ȱandȱplanningȱandȱpreliminaryȱengineering.ȱ
Operational Analysis
Theȱmethodologyȱofȱthisȱchapterȱisȱmostȱeasilyȱappliedȱinȱtheȱoperationalȱ
analysisȱmode.ȱInȱthisȱapplication,ȱallȱweavingȱdemandsȱandȱgeometricȱ
characteristicsȱareȱknown,ȱandȱtheȱoutputȱofȱtheȱanalysisȱisȱtheȱexpectedȱLOSȱandȱ
theȱcapacityȱofȱtheȱsegment.ȱSecondaryȱoutputsȱincludeȱtheȱaverageȱspeedȱofȱ
componentȱflows,ȱtheȱoverallȱdensityȱinȱtheȱsegment,ȱandȱmeasuresȱofȱlaneȬ
changingȱactivity.ȱ
Design Analysis
Inȱdesignȱapplications,ȱtheȱdesiredȱoutputȱisȱtheȱlength,ȱwidth,ȱandȱ Design analysis is best accomplished
by iterative operational analyses on a
configurationȱofȱaȱweavingȱsegmentȱthatȱwillȱsustainȱaȱtargetȱLOSȱforȱgivenȱ small number of candidate designs.
demandȱflows.ȱThisȱapplicationȱisȱbestȱaccomplishedȱbyȱiterativeȱoperationalȱ
analysesȱonȱaȱsmallȱnumberȱofȱcandidateȱdesigns.ȱȱ
Generally,ȱthereȱisȱnotȱaȱgreatȱdealȱofȱflexibilityȱinȱestablishingȱtheȱlengthȱandȱ
widthȱofȱaȱsegment,ȱandȱonlyȱlimitedȱflexibilityȱinȱpotentialȱconfigurations.ȱTheȱ
locationȱofȱintersectingȱfacilitiesȱplacesȱlogicalȱlimitationsȱonȱtheȱlengthȱofȱtheȱ
weavingȱsegment.ȱTheȱnumberȱofȱentryȱandȱexitȱlanesȱonȱrampsȱandȱtheȱfreewayȱ
itselfȱlimitsȱtheȱnumberȱofȱlanesȱto,ȱatȱmost,ȱtwoȱchoices.ȱTheȱentryȱandȱexitȱ
Chapter 12/Freeway Weaving Segments Page 12-25 Applications

December 2010
designȱofȱrampsȱandȱtheȱfreewayȱfacilityȱalsoȱproducesȱaȱconfigurationȱthatȱcanȱ
generallyȱonlyȱbeȱalteredȱbyȱaddingȱorȱsubtractingȱaȱlaneȱfromȱanȱentryȱorȱexitȱ
roadway.ȱThus,ȱiterativeȱanalysesȱofȱcandidateȱdesignsȱareȱrelativelyȱeasyȱtoȱ
pursue,ȱparticularlyȱwithȱtheȱuseȱofȱHCMȬreplicatingȱsoftware.ȱ
Planning and Preliminary Engineering

Planningȱandȱpreliminaryȱengineeringȱapplicationsȱgenerallyȱhaveȱtheȱsameȱ
desiredȱoutputsȱasȱdesignȱapplications:ȱtheȱgeometricȱdesignȱofȱaȱweavingȱ
segmentȱthatȱcanȱsustainȱaȱtargetȱLOSȱforȱspecifiedȱdemandȱflows.ȱ
Inȱtheȱplanningȱandȱpreliminaryȱdesignȱphase,ȱhowever,ȱdemandȱflowsȱareȱ
generallyȱstatedȱasȱaverageȱannualȱdailyȱtrafficȱ(AADT)ȱstatisticsȱthatȱmustȱbeȱ
convertedȱtoȱdirectionalȱdesignȱhourȱvolumes.ȱAȱnumberȱofȱvariablesȱmayȱbeȱ
unknownȱ(e.g.,ȱPHFȱandȱpercentageȱofȱheavyȱvehicles);ȱtheseȱmayȱbeȱreplacedȱbyȱ
defaultȱvalues.ȱ
Service Flow Rates, Service Volumes, and Daily Service Volumes

ThisȱmanualȱdefinesȱthreeȱsetsȱofȱvaluesȱthatȱareȱrelatedȱtoȱLOSȱboundaryȱ
conditions:ȱ
ȱ SFiȱ =ȱ serviceȱflowȱrateȱforȱLOSȱiȱ(veh/h),ȱ
ȱ SViȱȱ =ȱ serviceȱvolumeȱforȱLOSȱiȱ(veh/h),ȱandȱ
ȱ DSViȱȱ =ȱ dailyȱserviceȱvolumeȱforȱLOSȱiȱ(veh/day).ȱ
Theȱserviceȱflowȱrateȱisȱtheȱmaximumȱrateȱofȱflowȱ(forȱaȱ15Ȭminȱinterval)ȱthatȱ
canȱbeȱaccommodatedȱonȱaȱsegmentȱwhileȱmaintainingȱallȱoperationalȱcriteriaȱforȱ
LOSȱiȱunderȱprevailingȱroadwayȱandȱtrafficȱconditions.ȱTheȱserviceȱvolumeȱisȱtheȱ
maximumȱhourlyȱvolumeȱthatȱcanȱbeȱaccommodatedȱonȱaȱsegmentȱwhileȱ
maintainingȱallȱoperationalȱcriteriaȱforȱLOSȱiȱduringȱtheȱworstȱ15ȱminȱofȱtheȱhourȱ
underȱprevailingȱroadwayȱandȱtrafficȱconditions.ȱTheȱdailyȱserviceȱvolumeȱisȱtheȱ
maximumȱAADTȱthatȱcanȱbeȱaccommodatedȱonȱaȱsegmentȱwhileȱmaintainingȱallȱ
operationalȱcriteriaȱforȱLOSȱiȱduringȱtheȱworstȱ15ȱminȱofȱtheȱpeakȱhourȱunderȱ
prevailingȱroadwayȱandȱtrafficȱconditions.ȱTheȱserviceȱflowȱrateȱandȱserviceȱ
volumeȱareȱunidirectionalȱvalues,ȱwhileȱtheȱdailyȱserviceȱvolumeȱisȱaȱtotalȱtwoȬ
wayȱvolume.ȱInȱtheȱcontextȱofȱaȱweavingȱsection,ȱtheȱdailyȱserviceȱvolumeȱisȱ
highlyȱapproximate,ȱasȱitȱisȱrareȱthatȱbothȱdirectionsȱofȱaȱfreewayȱhaveȱaȱweavingȱ
segmentȱwithȱsimilarȱgeometry.ȱ
Inȱgeneral,ȱserviceȱflowȱratesȱareȱinitiallyȱcomputedȱforȱidealȱconditionsȱandȱ
areȱthenȱconvertedȱtoȱprevailingȱconditionsȱbyȱusingȱEquationȱ12Ȭ23ȱandȱtheȱ
appropriateȱadjustmentȱfactorsȱfromȱChapterȱ11,ȱBasicȱFreewayȱSegments:ȱ
Equation 12-23 SFi SFI i u f HV u f p ȱ
whereȱ
ȱ SFIiȱ =ȱ serviceȱflowȱrateȱunderȱidealȱconditionsȱ(pc/h),ȱ
ȱ fHVȱ =ȱ adjustmentȱfactorȱforȱheavyȬvehicleȱpresenceȱ(Chapterȱ11),ȱandȱ
ȱ fpȱ =ȱ adjustmentȱfactorȱforȱdriverȱpopulationȱ(Chapterȱ11).ȱ
Applications Page 12-26 Chapter 12/Freeway Weaving Segments

December 2010
Theȱmethodologyȱofȱthisȱchapterȱisȱusedȱtoȱdetermineȱtheȱvaluesȱofȱidealȱ
serviceȱflowȱrateȱ(SFI)ȱforȱtheȱspecificȱweavingȱsegmentȱunderȱstudy.ȱTheȱ
capacityȱofȱtheȱsegmentȱisȱequivalentȱtoȱtheȱidealȱserviceȱflowȱrateȱforȱLOSȱE.ȱForȱ
otherȱlevelsȱofȱservice,ȱtheȱtotalȱflowȱratesȱrequiredȱtoȱproduceȱthresholdȱ
densitiesȱ(Exhibitȱ12Ȭ10)ȱareȱfound.ȱThisȱisȱanȱiterativeȱprocedureȱinȱwhichȱallȱ
otherȱcharacteristicsȱareȱheldȱconstant.ȱIterativeȱanalysesȱareȱconductedȱuntilȱtheȱ
definingȱdensitiesȱareȱproduced.ȱ
Onceȱtheȱidealȱserviceȱflowȱratesȱareȱdetermined,ȱserviceȱflowȱratesȱunderȱ
prevailingȱconditionsȱareȱcomputedȱbyȱusingȱEquationȱ12Ȭ23.ȱTheseȱcanȱbeȱ
convertedȱtoȱhourlyȱserviceȱvolumesȱSVȱbyȱusingȱEquationȱ12Ȭ24.ȱServiceȱ
volumesȱcanȱthenȱbeȱconvertedȱtoȱdailyȱserviceȱvolumesȱDSVȱbyȱusingȱEquationȱ
12Ȭ25.ȱ
SV i ȱ SFi u PHF ȱ Equation 12-24
SVi
DSV i ȱ ȱ Equation 12-25
KuD
whereȱ
ȱ Kȱ =ȱ proportionȱofȱAADTȱoccurringȱduringȱtheȱpeakȱhour,ȱandȱ
ȱ Dȱ =ȱ proportionȱofȱtrafficȱinȱtheȱpeakȱdirection.ȱ
Allȱotherȱvariablesȱareȱasȱpreviouslyȱdefined.ȱ
ExampleȱProblemȱ5ȱillustratesȱtheȱcomputationȱofȱserviceȱflowȱrates,ȱserviceȱ
volumes,ȱandȱdailyȱserviceȱvolumesȱforȱaȱspecificȱweavingȱsegment.ȱ
USE OF ALTERNATIVE TOOLS

Generalȱguidanceȱforȱtheȱuseȱofȱalternativeȱtrafficȱanalysisȱtoolsȱforȱcapacityȱ
andȱLOSȱanalysisȱisȱprovidedȱinȱChapterȱ6,ȱHCMȱandȱAlternativeȱAnalysisȱTools.ȱ
Thisȱsectionȱcontainsȱspecificȱguidanceȱforȱtheȱapplicationȱofȱalternativeȱtoolsȱtoȱ
theȱanalysisȱofȱfreewayȱweavingȱsegments.ȱAdditionalȱinformationȱonȱthisȱtopic,ȱ
includingȱsupplementalȱexampleȱproblems,ȱmayȱbeȱfoundȱinȱChapterȱ27,ȱ
FreewayȱWeaving:ȱSupplemental,ȱlocatedȱinȱVolumeȱ4.ȱ
Strengths of the HCM Procedure

Theȱproceduresȱinȱthisȱchapterȱwereȱdevelopedȱfromȱextensiveȱresearchȱ
supportedȱbyȱaȱsignificantȱquantityȱofȱfieldȱdata.ȱTheyȱhaveȱevolvedȱoverȱaȱ
numberȱofȱyearsȱandȱrepresentȱaȱbodyȱofȱexpertȱconsensus.ȱMostȱalternativeȱtoolsȱ
willȱnotȱincludeȱtheȱlevelȱofȱdetailȱpresentȱinȱthisȱmethodologyȱconcerningȱtheȱ
weavingȱconfigurationȱandȱbalanceȱofȱweavingȱdemandȱflows.ȱȱ
SpecificȱstrengthsȱofȱtheȱHCMȱprocedureȱincludeȱ
x Providingȱcapacityȱestimatesȱforȱspecificȱweavingȱconfigurationsȱasȱaȱ
functionȱofȱvariousȱinputȱparameters,ȱwhichȱcurrentȱsimulatorsȱdoȱnotȱ
provideȱdirectlyȱ(andȱinȱsomeȱcasesȱmayȱrequireȱasȱanȱinput);ȱȱ
x Consideringȱgeometricȱcharacteristicsȱ(suchȱasȱlaneȱwidths)ȱinȱmoreȱdetailȱ
thanȱmostȱsimulationȱalgorithms;ȱ

December 2010
x ProducingȱaȱsingleȱdeterministicȱestimateȱofȱLOS,ȱwhichȱisȱimportantȱforȱ
someȱpurposes,ȱsuchȱasȱdevelopmentȱimpactȱreviews;ȱandȱ
x Generatingȱreproducibleȱresultsȱwithȱaȱsmallȱcommitmentȱofȱresourcesȱ
(includingȱcalibration)ȱfromȱaȱpreciselyȱdocumentedȱmethodology.ȱ
Limitations of the HCM Procedures That Might Be Addressed by

Alternative Tools
Weavingȱsegmentsȱcanȱbeȱanalyzedȱbyȱusingȱaȱvarietyȱofȱstochasticȱandȱ
deterministicȱsimulationȱtoolsȱthatȱaddressȱfreeways.ȱTheseȱtoolsȱcanȱbeȱveryȱ
usefulȱinȱanalyzingȱtheȱextentȱofȱcongestionȱwhenȱthereȱareȱfailuresȱwithinȱtheȱ
simulatedȱfacilityȱrangeȱandȱwhenȱinteractionȱwithȱotherȱfreewayȱsegmentsȱandȱ
otherȱfacilitiesȱisȱpresent.ȱȱ
Theȱlimitationsȱstatedȱearlierȱinȱthisȱchapterȱmayȱbeȱaddressedȱbyȱusingȱ
availableȱsimulationȱtools.ȱTheȱfollowingȱconditions,ȱwhichȱareȱbeyondȱtheȱscopeȱ
ofȱthisȱchapter,ȱareȱtreatedȱexplicitlyȱbyȱsimulationȱtools:ȱ
x Managedȱlanesȱwithinȱtheȱweavingȱsegment.ȱTheseȱlanesȱareȱtypicallyȱ
modeledȱexplicitlyȱbyȱsimulation;ȱforȱexample,ȱwhenȱoneȱorȱmoreȱ
weavingȱmovementsȱareȱregulatedȱbyȱusingȱpavementȱmarkings,ȱsignage,ȱ
physicalȱlongitudinalȱbarriers,ȱorȱsomeȱcombinationȱofȱthese.ȱ
x Rampȱmeteringȱonȱentranceȱrampsȱformingȱpartȱofȱtheȱweavingȱsegment.ȱTheseȱ
featuresȱareȱalsoȱmodeledȱexplicitlyȱbyȱmanyȱtools.ȱ
x Specificȱoperatingȱconditionsȱwhenȱoversaturatedȱconditionsȱexist.ȱInȱthisȱcase,ȱ
itȱisȱnecessaryȱtoȱensureȱthatȱbothȱtheȱspatialȱandȱtheȱtemporalȱboundariesȱ
ofȱtheȱanalysisȱextendȱbeyondȱtheȱcongestedȱoperation.ȱ
x Effectsȱofȱintelligentȱtransportationȱsystemȱtechnologiesȱonȱweavingȱsegmentȱ
operations.ȱSomeȱintelligentȱtransportationȱsystemȱfeaturesȱsuchȱasȱ
dynamicȱmessageȱsignsȱareȱofferedȱbyȱaȱfewȱsimulationȱtools.ȱSomeȱ
featuresȱareȱmodeledȱexplicitlyȱbyȱsimulation;ȱothersȱmayȱbeȱ
approximatedȱbyȱusingȱassumptionsȱ(e.g.,ȱbyȱmodifyingȱorigin–
destinationȱdemandsȱbyȱtimeȱinterval).ȱ
x Multipleȱweavingȱsegments.ȱMultipleȱweavingȱsegmentsȱwereȱremovedȱ
fromȱthisȱeditionȱofȱtheȱmanual.ȱTheyȱmayȱbeȱaddressedȱtoȱsomeȱextentȱbyȱ
theȱproceduresȱgivenȱinȱChapterȱ10ȱforȱfreewayȱfacilities.ȱComplexȱ
combinationsȱofȱweavingȱsegmentsȱmayȱbeȱanalyzedȱmoreȱeffectivelyȱbyȱ
simulationȱtools,ȱalthoughȱsuchȱanalysesȱmightȱrequireȱextensiveȱ
calibrationȱofȱorigin–destinationȱcharacteristics.ȱ
Becauseȱofȱtheȱinteractionsȱbetweenȱadjacentȱfreewayȱsegments,ȱalternativeȱ
toolsȱwillȱfindȱtheirȱprincipalȱapplicationȱtoȱfreewaysȱcontainingȱweavingȱ
segmentsȱatȱtheȱfacilityȱlevelȱandȱnotȱtoȱisolatedȱfreewayȱweavingȱsegments.ȱȱ
Additional Features and Performance Measures Available from

Alternative Tools
Thisȱchapterȱprovidesȱaȱmethodologyȱforȱestimatingȱtheȱspeedȱandȱdensityȱinȱ
aȱweavingȱsegmentȱgivenȱtrafficȱdemandsȱfromȱbothȱtheȱweavingȱandȱtheȱ
nonweavingȱmovements.ȱCapacityȱestimatesȱandȱmaximumȱweavingȱlengthsȱareȱ

December 2010
alsoȱproduced.ȱAlternativeȱtoolsȱofferȱadditionalȱperformanceȱmeasuresȱ
includingȱdelay,ȱstops,ȱqueueȱlengths,ȱfuelȱconsumption,ȱpollution,ȱandȱ
operatingȱcosts.ȱ
Asȱwithȱmostȱotherȱproceduralȱchaptersȱinȱthisȱmanual,ȱsimulationȱoutputs,ȱ In addition to offering more
performance measures, alternative
especiallyȱgraphicsȬbasedȱpresentations,ȱcanȱprovideȱdetailsȱonȱpointȱproblemsȱ tools can identify specific point
thatȱmightȱotherwiseȱgoȱunnoticedȱwithȱaȱmacroscopicȱanalysisȱthatȱyieldsȱonlyȱ problems that could be overlooked in
a segment-level analysis.
segmentȬlevelȱmeasures.ȱTheȱeffectȱofȱqueuingȱcausedȱbyȱcapacityȱconstraintsȱonȱ
theȱexitȱrampȱofȱaȱweavingȱsegment,ȱincludingȱdifficultyȱinȱmakingȱtheȱrequiredȱ
laneȱchanges,ȱisȱaȱgoodȱexampleȱofȱaȱsituationȱthatȱcanȱbenefitȱfromȱtheȱincreasedȱ
insightȱofferedȱbyȱaȱmicroscopicȱmodel.ȱAnȱexampleȱofȱtheȱeffectȱofȱexitȱrampȱ
queueȱbackupȱisȱpresentedȱinȱChapterȱ27,ȱFreewayȱWeaving:ȱSupplemental.ȱ
Development of HCM-Compatible Performance Measures Using

Alternative Tools
Whenȱusingȱalternativeȱtools,ȱtheȱanalystȱmustȱbeȱcarefulȱtoȱnoteȱtheȱ
definitionsȱofȱsimulationȱoutputs.ȱTheȱprincipalȱmeasuresȱinvolvedȱinȱtheȱ
performanceȱanalysisȱofȱweavingȱsegmentsȱareȱspeedȱandȱdelay.ȱTheseȱtermsȱareȱ
generallyȱdefinedȱinȱtheȱsameȱmannerȱbyȱalternativeȱtools;ȱhowever,ȱthereȱareȱ
subtleȱdifferencesȱamongȱtoolsȱthatȱoftenȱmakeȱitȱdifficultȱtoȱapplyȱHCMȱcriteriaȱ
directlyȱtoȱtheȱoutputsȱofȱotherȱtools.ȱPerformanceȱmeasureȱcomparisonsȱareȱ
discussedȱinȱmoreȱdetailȱinȱChapterȱ7,ȱInterpretingȱHCMȱandȱAlternativeȱToolȱ
Results.ȱ
Conceptual Differences Between the HCM and Simulation Modeling

That Preclude Direct Comparison of Results
ConceptualȱdifferencesȱbetweenȱtheȱHCMȱandȱstochasticȱsimulationȱmodelsȱ
makeȱdirectȱcomparisonȱdifficultȱforȱweavingȱsegments.ȱTheȱHCMȱusesȱaȱsetȱofȱ
deterministicȱequationsȱdevelopedȱandȱcalibratedȱwithȱfieldȱdata.ȱSimulationȱ
modelsȱtreatȱeachȱvehicleȱasȱaȱseparateȱobjectȱtoȱbeȱpropagatedȱthroughȱtheȱ
system.ȱTheȱphysicalȱandȱbehavioralȱcharacteristicsȱofȱdriversȱandȱvehiclesȱinȱtheȱ
HCMȱareȱrepresentedȱinȱdeterministicȱequationsȱthatȱcomputeȱpassengerȱcarȱ
equivalences,ȱlaneȬchangingȱrates,ȱmaximumȱweavingȱlengths,ȱcapacity,ȱspeed,ȱ
andȱdensity.ȱSimulationȱmodelsȱapplyȱtheȱcharacteristicsȱtoȱeachȱdriverȱandȱ
vehicle,ȱandȱtheseȱcharacteristicsȱproduceȱinteractionsȱbetweenȱvehicles,ȱtheȱsumȱ
totalȱofȱwhichȱdeterminesȱtheȱperformanceȱmeasuresȱforȱaȱweavingȱsegment.ȱȱ
Oneȱgoodȱexampleȱofȱtheȱdifferenceȱbetweenȱmicroscopicȱandȱmacroscopicȱ Direct comparison of the numerical
outputs from the HCM and alternative
modelingȱisȱhowȱtrucksȱareȱenteredȱintoȱtheȱmodels.ȱTheȱHCMȱusesȱaȱconversionȱ tools can be misleading.
factorȱthatȱincreasesȱtheȱdemandȱvolumesȱtoȱreflectȱtheȱproportionȱofȱtrucks.ȱ
Simulationȱmodelsȱdealȱwithȱtrucksȱexplicitlyȱbyȱassigningȱmoreȱsluggishȱ
characteristicsȱtoȱeachȱofȱthem.ȱTheȱresultȱisȱthatȱHCMȱcapacities,ȱdensities,ȱandȱ
soȱforthȱareȱexpressedȱinȱequivalentȱpassengerȱcarȱunits,ȱwhereasȱtheȱ
correspondingȱsimulationȱvaluesȱareȱrepresentedȱbyȱactualȱvehicles.ȱ
TheȱHCMȱmethodologyȱestimatesȱtheȱspeedsȱofȱweavingȱandȱnonweavingȱ
trafficȱstreams,ȱandȱonȱtheȱbasisȱofȱtheseȱestimatesȱitȱdeterminesȱtheȱdensityȱ
withinȱtheȱweavingȱsegment.ȱSimulatorsȱthatȱprovideȱoutputsȱonȱaȱlinkȬbyȬlinkȱ
basisȱdoȱnotȱdifferentiateȱbetweenȱweavingȱandȱnonweavingȱmovementsȱwithinȱ

December 2010
aȱgivenȱlink;ȱthus,ȱcomparingȱtheseȱ(intermediate)ȱresultsȱtoȱotherȱtoolsȱwouldȱbeȱ
somewhatȱdifficult.ȱ
Forȱaȱgivenȱsetȱofȱinputs,ȱsimulationȱtoolsȱshouldȱproduceȱanswersȱthatȱareȱ
similarȱtoȱeachȱotherȱandȱtoȱtheȱHCM.ȱAlthoughȱmostȱdifferencesȱshouldȱbeȱ
reconcilableȱthroughȱcalibrationȱandȱidentificationȱofȱpointȱproblemsȱwithinȱaȱ
segment,ȱpreciseȱnumericalȱagreementȱisȱnotȱgenerallyȱaȱreasonableȱexpectation.ȱȱ
Sample Calculations Illustrating Alternative Tool Applications

Supplemental computational Chapterȱ27,ȱFreewayȱWeaving:ȱSupplemental,ȱcontainsȱthreeȱexamplesȱthatȱ
examples illustrating the use
of alternative tools are illustrateȱtheȱapplicationȱofȱalternativeȱtoolsȱtoȱfreewayȱweavingȱsegments.ȱAllȱofȱ
included in Chapter 27 of theȱproblemsȱareȱbasedȱonȱExampleȱProblemȱ1ȱpresentedȱlaterȱinȱthisȱchapter.ȱ
Volume 4.
Threeȱquestionsȱareȱaddressedȱbyȱusingȱaȱtypicalȱsimulationȱtool:ȱ
1. Canȱtheȱweavingȱsegmentȱcapacityȱbeȱestimatedȱrealisticallyȱbyȱ
simulationȱbyȱvaryingȱtheȱdemandȱvolumesȱupȱtoȱandȱbeyondȱcapacity?ȱ
2. Howȱdoesȱtheȱdemandȱaffectȱtheȱperformanceȱinȱtermsȱofȱspeedȱandȱ
densityȱinȱtheȱweavingȱsegmentȱwhenȱtheȱdefaultȱmodelȱparametersȱareȱ
usedȱforȱvehicleȱandȱbehavioralȱcharacteristics?ȱ
3. HowȱwouldȱtheȱqueueȱbackupȱfromȱaȱsignalȱatȱtheȱendȱofȱtheȱoffȬrampȱ
affectȱtheȱweavingȱoperation?ȱȱ

December 2010
5. EXAMPLE PROBLEMS
Example Exhibit 12-11

Problem Description Application List of Example Problems
1 LOS of a major weaving segment Operational Analysis
2 LOS of a ramp-weaving segment Operational Analysis
3 LOS of a two-sided weaving segment Operational Analysis
4 Design of a major weaving segment for a desired LOS Design
5 Service volume table construction Service Volumes
EXAMPLE PROBLEM 1: LOS OF A MAJOR WEAVING SEGMENT
The Weaving Segment

Theȱsubjectȱofȱthisȱoperationalȱanalysisȱisȱaȱmajorȱweavingȱsegmentȱonȱanȱ
urbanȱfreeway,ȱasȱshownȱinȱExhibitȱ12Ȭ12.ȱ
Exhibit 12-12
Major Weaving Segment for
Example Problem 1
LS = 1,500 ft
v FF = 1,815 veh/h
v RF = 1,037 veh/h
v FR = 692 veh/h
v RR = 1,297 veh/h
v = 4,841 veh/h ȱ
WhatȱisȱtheȱLOSȱandȱcapacityȱofȱtheȱweavingȱsegmentȱshownȱinȱExhibitȱ12Ȭ
12?ȱ
The Facts
InȱadditionȱtoȱtheȱinformationȱcontainedȱinȱExhibitȱ12Ȭ12,ȱtheȱfollowingȱ
characteristicsȱofȱtheȱweavingȱsegmentȱareȱknown:ȱ
ȱ PHFȱ =ȱ 0.91ȱ(forȱallȱmovements);ȱ
ȱ Heavyȱvehiclesȱ =ȱ 10%ȱtrucks,ȱ0%ȱrecreationalȱvehiclesȱ(RVs)ȱ(allȱ
movements);ȱ
ȱ Driverȱpopulationȱ =ȱ regularȱcommuters;ȱ
ȱ FFSȱ =ȱ 65ȱmi/h;ȱ
ȱ cIFLȱ =ȱ 2,350ȱpc/h/lnȱ(forȱFFSȱ=ȱ65ȱmi/h);ȱ
ȱ IDȱ =ȱ 0.8ȱint/mi;ȱandȱ
ȱ Terrainȱ =ȱ level.ȱ
Chapter 12/Freeway Weaving Segments Page 12-31 Example Problems

December 2010
Comments
Chapterȱ11,ȱBasicȱFreewayȱSegments,ȱmustȱbeȱconsultedȱtoȱfindȱappropriateȱ
valuesȱforȱtheȱheavyȬvehicleȱadjustmentȱfactorȱfHVȱandȱtheȱdriverȱpopulationȱ
adjustmentȱfactorȱfp.ȱ
Allȱinputȱparametersȱhaveȱbeenȱspecified,ȱsoȱdefaultȱvaluesȱareȱnotȱneeded.ȱ
Demandȱvolumesȱareȱgivenȱinȱvehiclesȱperȱhourȱunderȱprevailingȱconditions.ȱ
Theseȱmustȱbeȱconvertedȱtoȱpassengerȱcarsȱperȱhourȱunderȱequivalentȱidealȱ
conditionsȱforȱuseȱinȱequationsȱofȱtheȱmethodology.ȱTheȱlengthȱofȱtheȱsegmentȱ
mustȱbeȱcomparedȱwithȱtheȱmaximumȱlengthȱforȱweavingȱanalysisȱtoȱdetermineȱ
whetherȱtheȱmethodologyȱofȱthisȱchapterȱisȱapplicable.ȱTheȱcapacityȱofȱtheȱ
weavingȱsegmentȱisȱestimatedȱandȱcomparedȱwithȱtheȱtotalȱdemandȱflowȱtoȱ
determineȱwhetherȱLOSȱFȱexists.ȱLaneȬchangingȱratesȱareȱestimatedȱtoȱallowȱ
speedȱestimatesȱtoȱbeȱmadeȱforȱweavingȱandȱnonweavingȱflows.ȱAnȱaverageȱ
overallȱspeedȱandȱdensityȱareȱcomputedȱandȱcomparedȱwithȱtheȱcriteriaȱofȱ
Exhibitȱ12Ȭ10ȱtoȱdetermineȱLOS.ȱ
Step 1: Input Data

AllȱinputsȱhaveȱbeenȱspecifiedȱinȱExhibitȱ12Ȭ12ȱandȱtheȱFactsȱsectionȱofȱtheȱ
problemȱstatement.ȱ

Equationȱ12Ȭ1ȱisȱusedȱtoȱconvertȱtheȱfourȱcomponentȱdemandȱvolumesȱtoȱ
flowȱratesȱunderȱequivalentȱidealȱconditions.ȱChapterȱ11ȱisȱconsultedȱtoȱobtainȱaȱ
valueȱofȱETȱ(1.5ȱforȱlevelȱterrain)ȱandȱfpȱ(1.00ȱforȱregularȱcommuters).ȱTheȱheavyȬ
vehicleȱadjustmentȱfactorȱisȱcomputedȱasȱ
1 1
f HV 0.952 ȱ
1 PT ( ET 1) PRV ( ERV 1) 1 0.10(1.5 1)
Equationȱ12Ȭ1ȱisȱnowȱusedȱtoȱconvertȱallȱdemandȱvolumes:ȱ
V
v ȱ
PHF u f HV u f p
1,815
v FF 2 ,094ȱ pc/h ȱ
0.91 u 0.952 u 1
692
v FR 798 ȱpc/h ȱ
0.91 u 0.952 u 1
1,037
v RF 1,197 ȱpc/h ȱ
0.91 u 0.952 u 1
1,297
v RR 1,497 ȱpc/h ȱ
0.91 u 0.952 u 1
Example Problems Page 12-32 Chapter 12/Freeway Weaving Segments

December 2010
Thenȱ
vW 798 1,197 1,995 pc/h ȱ
v NW 2 ,094 1,497 3 ,591 pc/h ȱ
v 1,995 3 ,591 5 ,586 pc/h ȱ
1,995
VR 0.357 ȱ
5,586

TheȱconfigurationȱisȱexaminedȱtoȱdetermineȱtheȱvaluesȱofȱLCRF,ȱLCFR,ȱandȱ Exhibit 12-13
Determination of Configuration
NWL.ȱTheseȱdeterminationsȱareȱillustratedȱinȱExhibitȱ12Ȭ13.ȱFromȱtheseȱvalues,ȱtheȱ Variables for Example Problem 1
minimumȱnumberȱofȱlaneȱchangesȱbyȱweavingȱvehicles,ȱLCMIN,ȱisȱthenȱcomputedȱ
byȱusingȱEquationȱ12Ȭ2.ȱ
LS = 1,500 ft
ȱ
FromȱExhibitȱ12Ȭ13,ȱitȱcanȱbeȱseenȱthatȱrampȬtoȬfreewayȱvehiclesȱcanȱexecuteȱ
theirȱweavingȱmaneuverȱwithoutȱmakingȱaȱlaneȱchangeȱ(ifȱtheyȱsoȱdesire).ȱThus,ȱ
LCRFȱ=ȱ0.ȱFreewayȬtoȬrampȱvehiclesȱmustȱmakeȱatȱleastȱoneȱlaneȱchangeȱtoȱ
completeȱtheirȱdesiredȱmaneuver.ȱThus,ȱLCFRȱ=ȱ1.ȱIfȱoptionalȱlaneȱchangesȱareȱ
considered,ȱweavingȱmovementsȱcanȱbeȱaccomplishedȱwithȱoneȱorȱnoȱlaneȱ
changesȱfromȱbothȱenteringȱrampȱlanesȱandȱfromȱtheȱrightmostȱfreewayȱlane.ȱ
Thus,ȱNWLȱ=ȱ3.ȱEquationȱ12Ȭ2ȱcanȱnowȱbeȱemployed:ȱ
LC MIN LC RF u v RF LC FR u v FR 0 u 1197 1 u 798 798 lc/h ȱ

Theȱmaximumȱlengthȱoverȱwhichȱweavingȱmovementsȱmayȱexistȱisȱ
determinedȱbyȱEquationȱ12Ȭ4.ȱTheȱdeterminationȱisȱcaseȱspecific,ȱandȱtheȱresultȱisȱ
validȱonlyȱforȱtheȱcaseȱunderȱconsideration:ȱ
LMAX >57281 VR @ >1566N @ȱ

1.6
WL
L MAX >57281 0.357 @ >1566 u 3@ 4,639 ȱft ȱ

1.6
Asȱtheȱmaximumȱlengthȱisȱsignificantlyȱgreaterȱthanȱtheȱactualȱsegmentȱ
lengthȱofȱ1,500ȱft,ȱweavingȱoperationsȱdoȱexist,ȱandȱtheȱanalysisȱmayȱcontinueȱ
withȱtheȱweavingȱanalysisȱmethodology.ȱ

Capacityȱ mayȱ beȱ controlledȱ byȱ oneȱ ofȱ twoȱ factors:ȱ operationsȱ reachingȱ aȱ
maximumȱdensityȱofȱ43ȱpc/mi/lnȱorȱbyȱtheȱweavingȱdemandȱflowȱrateȱreachingȱ

December 2010
3,500ȱpc/hȱ(forȱaȱweavingȱsegmentȱwithȱNWLȱ=ȱ3).ȱEquationȱ12Ȭ5ȱthroughȱEquationȱ
12Ȭ8ȱareȱusedȱtoȱmakeȱtheseȱdeterminations.ȱ
Capacity Controlled by Density

c IWL > @
c IFL 438.21 VR 1.6 >0.0765Ls @ >119.8N WL @ ȱ
c IWL >
2 ,350 438.21 0.357 1.6 @ >0.0765 u 1,500@ >119.8 u 3@ ȱ
c IWL 2 ,110 pc/h/ln ȱ
cW c IWL N f HV f p 2 ,110 u 4 u 0.952 u 1 8 ,038 ȱveh/h ȱ
Capacity Controlled by Maximum Weaving Flow Rate

3,500 3 ,500
c IW 9 ,800ȱ pc/h ȱ
VR 0.357
cW c IW f HV f p 9 ,800 u 0.952 u 1 9 ,333ȱveh/h ȱ
Noteȱthatȱtheȱmethodologyȱcomputesȱtheȱcapacityȱcontrolledȱbyȱdensityȱinȱ
passengerȱcarsȱperȱhourȱperȱlane,ȱwhileȱtheȱcapacityȱcontrolledȱbyȱmaximumȱ
weavingȱflowȱrateȱisȱcomputedȱinȱpassengerȱcarsȱperȱhour.ȱAfterȱconversion,ȱ
however,ȱbothȱareȱinȱunitsȱofȱvehiclesȱperȱhour.ȱ
Theȱcontrollingȱvalueȱisȱtheȱsmallerȱofȱthese,ȱorȱ8,038ȱveh/h.ȱAsȱtheȱtotalȱ
demandȱflowȱrateȱisȱonlyȱ5,320ȱveh/h,ȱtheȱcapacityȱisȱclearlyȱsufficient,ȱandȱthisȱ
situationȱwillȱnotȱresultȱinȱLOSȱF.ȱ

Equationȱ12Ȭ10ȱthroughȱEquationȱ12Ȭ15ȱareȱusedȱtoȱestimateȱtheȱlaneȬ
changingȱratesȱofȱweavingȱandȱnonweavingȱvehiclesȱinȱtheȱweavingȱsegment.ȱInȱ
turn,ȱtheseȱwillȱbeȱusedȱtoȱestimateȱweavingȱandȱnonweavingȱvehicleȱspeeds.ȱ
Weaving Vehicle Lane-Changing Rate

LCW >
LCMIN 0.39 Ls 3000.5 N 2 ȱ1 ID0.8 @ȱ
LC W >
798 0.39 1,500 300 0.5 4 2 1 0.8 0.8 @ 1,144ȱlc/h ȱ
Nonweaving Vehicle Lane-Changing Rate

LS ID v NW 1,500 u 0.8 u 3,591
I NW 431 1,300 ȱ
10 ,000 10 ,000
LC NW 0.206vNW 0.542LS 192.6N ȱ
LC NW 0.206 u 3,591 0.542 u 1,500 192.6 u 4 782 lc/h ȱ
LC ALL LCW LC NW 1,144 782 1,926 ȱlc/h ȱ

December 2010

Vehicles
Theȱaverageȱspeedsȱofȱweavingȱandȱnonweavingȱvehiclesȱareȱcomputedȱfromȱ
Equationȱ12Ȭ18ȱthroughȱEquationȱ12Ȭ20:ȱ
0.789
§ LC ALL ·
0.789
§ 1,926 ·
W 0.226¨¨ ¸¸ 0.226¨ ¸ 0.275 ȱ
© LS ¹ © 1,500 ¹
Thenȱ
§ FFS 15 · § 65 15 ·
SW 15 ¨ ¸ 15 ¨ ¸ 54.2ȱ mi/h ȱ
© 1 W ¹ © 1 0.275 ¹
andȱ
FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

v
SNW
© N¹
65 0.0072 u 798 §¨ 0.0048 u

5,586 ·
SNW ¸ 52.5ȱ mi/h ȱ
© 4 ¹
Equationȱ12Ȭ21ȱisȱnowȱusedȱtoȱcomputeȱtheȱaverageȱspeedȱofȱallȱvehiclesȱinȱ
theȱsegment:ȱ
vNW vW 3 ,591 1,995
S 53.1ȱmi/h ȱ
§ vNW · § vW · § 3 ,591 · § 1,995 ·
¨¨ ¸¸ ¨¨ ¸¸ ¨ ¸ ¨ ¸
© SNW ¹ © SW ¹ © 52.5 ¹ © 54.2 ¹

Equationȱ12Ȭ22ȱisȱusedȱtoȱconvertȱtheȱaverageȱspeedȱofȱallȱvehiclesȱinȱtheȱ
segmentȱtoȱanȱaverageȱdensity:ȱ
§v· § 5,586 ·
¨ ¸ ¨ ¸
D ©N¹ © 4 ¹ 26.3 ȱpc/mi/ln ȱ
S 53.1
Theȱresultingȱdensityȱofȱ26.3ȱpc/mi/lnȱisȱcomparedȱwithȱtheȱLOSȱcriteriaȱofȱ
Exhibitȱ12Ȭ10.ȱTheȱLOSȱisȱC,ȱasȱtheȱdensityȱisȱwithinȱtheȱspecifiedȱrangeȱofȱ20ȱtoȱ
28ȱpc/h/lnȱforȱthatȱlevel.ȱ
Discussion
Asȱindicatedȱbyȱtheȱresults,ȱthisȱweavingȱsegmentȱoperatesȱatȱLOSȱC,ȱwithȱanȱ
averageȱspeedȱofȱ53.1ȱmi/hȱforȱallȱvehicles.ȱWeavingȱvehiclesȱtravelȱaȱbitȱfasterȱ
thanȱnonweavingȱvehicles,ȱprimarilyȱbecauseȱtheȱconfigurationȱfavorsȱweavingȱ
vehicles,ȱallowingȱmanyȱweavingȱmaneuversȱtoȱbeȱmadeȱwithoutȱmakingȱaȱlaneȱ
change.ȱTheȱdemandȱflowȱrateȱofȱ4,841ȱveh/hȱisȱconsiderablyȱlessȱthanȱtheȱ
capacityȱofȱtheȱsegment,ȱ8,038ȱveh/h.ȱInȱotherȱwords,ȱdemandȱcanȱgrowȱ
significantlyȱbeforeȱreachingȱtheȱcapacityȱofȱtheȱsegment.ȱ

December 2010
EXAMPLE PROBLEM 2: LOS OF A RAMP-WEAVING SEGMENT
The Weaving Segment

Theȱweavingȱsegmentȱthatȱisȱtheȱsubjectȱofȱthisȱoperationalȱanalysisȱisȱshownȱ
inȱExhibitȱ12Ȭ14.ȱItȱisȱaȱtypicalȱrampȬweaveȱsegment.ȱ
Exhibit 12-14
Ramp-Weave Segment for
Example Problem 2
LS = 1,000 ft
v FF = 4,000 pc/h
v RF = 600 pc/h
v FR = 300 pc/h
v RR = 100 pc/h
v = 5,000 pc/h ȱ
WhatȱisȱtheȱcapacityȱofȱtheȱweavingȱsegmentȱofȱExhibitȱ12Ȭ14,ȱandȱatȱwhatȱ
LOSȱisȱitȱexpectedȱtoȱoperateȱwithȱtheȱdemandȱflowȱratesȱasȱshown?ȱ
The Facts
InȱadditionȱtoȱtheȱinformationȱgivenȱinȱExhibitȱ12Ȭ14,ȱtheȱfollowingȱfactsȱareȱ
knownȱaboutȱtheȱsubjectȱweavingȱsegment:ȱ
ȱ PHFȱ =ȱ 1.00ȱ(demandsȱstatedȱasȱflowȱrates);ȱ
ȱ Heavyȱvehiclesȱ =ȱ 0%ȱtrucks,ȱ0%ȱRVsȱ(demandsȱgivenȱasȱpassengerȱcarȱ
ȱ ȱ ȱ equivalents);ȱȱ
ȱDriverȱpopulationȱ =ȱ regularȱcommuters;ȱ
ȱ IDȱ =ȱ 1.0ȱint/mi;ȱandȱ
ȱ Terrainȱ =ȱ level.ȱ
Comments
Becauseȱtheȱdemandsȱhaveȱbeenȱspecifiedȱasȱflowȱratesȱinȱpassengerȱcarsȱperȱ
hourȱunderȱequivalentȱidealȱconditions,ȱChapterȱ11ȱdoesȱnotȱhaveȱtoȱbeȱconsultedȱ
toȱobtainȱappropriateȱadjustmentȱfactors.ȱ
Severalȱofȱtheȱcomputationalȱstepsȱrelatedȱtoȱconvertingȱdemandȱvolumesȱtoȱ
flowȱratesȱunderȱequivalentȱidealȱconditionsȱareȱtrivial,ȱasȱdemandsȱareȱalreadyȱ
specifiedȱinȱthatȱform.ȱLaneȬchangingȱcharacteristicsȱwillȱbeȱestimated.ȱTheȱ
maximumȱlengthȱforȱweavingȱoperationsȱinȱthisȱcaseȱwillȱbeȱestimatedȱandȱ
comparedȱwithȱtheȱactualȱlengthȱofȱtheȱsegment.ȱTheȱcapacityȱofȱtheȱsegmentȱwillȱ
beȱestimatedȱandȱcomparedȱwithȱtheȱdemandȱtoȱdetermineȱwhetherȱLOSȱFȱexists.ȱ
Ifȱitȱdoesȱnot,ȱcomponentȱflowȱspeedsȱwillȱbeȱestimatedȱandȱaveraged.ȱAȱdensityȱ

December 2010
willȱbeȱestimatedȱandȱcomparedȱwithȱtheȱcriteriaȱofȱExhibitȱ12Ȭ10ȱtoȱdetermineȱ
theȱexpectedȱLOS.ȱ
Step 1: Input Data

AllȱinputȱdataȱareȱstatedȱinȱExhibitȱ12Ȭ14ȱandȱtheȱFactsȱsection.ȱ

Becauseȱallȱdemandsȱareȱstatedȱasȱflowȱratesȱinȱpassengerȱcarsȱperȱhourȱ
underȱequivalentȱidealȱconditions,ȱnoȱfurtherȱconversionsȱareȱnecessary.ȱKeyȱ
volumeȱparametersȱareȱasȱfollows:ȱ
v FF 4 ,000 pc/h ȱ
v FR 600 pc/h ȱ
v RF 300 pc/h ȱ
v RR 100 pc/h ȱ
vW 600 300 900 pc/h ȱ
v NW 4 ,000 100 4 ,100 pc/h ȱ
v 4 ,100 900 5 ,000 pc/h ȱ
900
VR 0.180 ȱ
5 ,000

TheȱconfigurationȱisȱexaminedȱtoȱdetermineȱtheȱvaluesȱofȱLCRF,ȱLCFR,ȱandȱ
NWL.ȱTheseȱdeterminationsȱareȱillustratedȱinȱExhibitȱ12Ȭ15.ȱFromȱtheseȱvalues,ȱtheȱ
minimumȱnumberȱofȱlaneȱchangesȱbyȱweavingȱvehiclesȱLCMINȱisȱthenȱcomputedȱ
byȱusingȱEquationȱ12Ȭ2.ȱ
Exhibit 12-15
Configuration Characteristics for
Example Problem 2
LS = 1,000 ft
ȱ
FromȱExhibitȱ12Ȭ15,ȱitȱisȱclearȱthatȱallȱrampȬtoȬfreewayȱvehiclesȱmustȱmakeȱatȱ
leastȱoneȱlaneȱchangeȱ(LCRFȱ=ȱ1),ȱandȱallȱfreewayȬtoȬrampȱvehiclesȱmustȱmakeȱatȱ
leastȱoneȱlaneȱchangeȱ(LCFRȱ=ȱ1).ȱItȱisȱalsoȱclearȱthatȱaȱweavingȱmaneuverȱcanȱonlyȱ
beȱcompletedȱwithȱaȱsingleȱlaneȱchangeȱfromȱtheȱrightȱlaneȱofȱtheȱfreewayȱorȱtheȱ
auxiliaryȱlaneȱ(NWLȱ=ȱ2).ȱThen,ȱbyȱusingȱEquationȱ12Ȭ2,ȱLCMINȱisȱcomputedȱasȱ
LC MIN LC RF u v RF LC FR u v FR ȱ
LC MIN 1 u 600 (1 u 300) 900 lc/h ȱ

December 2010

Theȱ maximumȱ lengthȱ overȱ whichȱ weavingȱ operationsȱ mayȱ existȱ forȱ theȱ
segmentȱdescribedȱisȱfoundȱbyȱusingȱEquationȱ12Ȭ4:ȱ
LMAX >5,7281 VR @ >1,566 N @ ȱ

1.6
WL
L MAX >5,7281 0.180 @ >1,566 u 2@ 4,333ȱft ! 1,000 ȱft ȱ

1.6
Asȱtheȱmaximumȱlengthȱforȱweavingȱoperationsȱsignificantlyȱexceedsȱtheȱ
actualȱlength,ȱthisȱisȱaȱweavingȱsegment,ȱandȱtheȱanalysisȱcontinues.ȱ

Theȱcapacityȱofȱtheȱweavingȱsegmentȱisȱcontrolledȱbyȱoneȱofȱtwoȱlimitingȱ
factors:ȱdensityȱreachesȱ43ȱpc/mi/lnȱorȱweavingȱdemandȱreachesȱ2,400ȱpc/hȱforȱ
theȱconfigurationȱofȱExhibitȱ12Ȭ15.ȱ
Capacity Limited by Density

Theȱcapacityȱlimitedȱbyȱreachingȱaȱdensityȱofȱ43ȱpc/mi/lnȱisȱestimatedȱbyȱ
usingȱEquationȱ12Ȭ5ȱandȱEquationȱ12Ȭ6:ȱ
c IWL > @
c IFL 438.21 VR 1.6 >0.0765 Ls @ >119.8 N WL @ȱ
c IWL >
2 ,400 438.21 0.180 1.6 @ >0.0765 u 1,000@ >119.8 u 2@ ȱ
cW c IWL u N u f HV u f p 2,145 u 4 u 1 u 1 8,580 pc/h ȱ
Capacity Limited by Weaving Demand Flow

Theȱcapacityȱlimitedȱbyȱtheȱweavingȱdemandȱflowȱisȱestimatedȱbyȱusingȱ
Equationȱ12Ȭ7ȱandȱEquationȱ12Ȭ8:ȱ
2 ,400 2 ,400
c IW 13,333 ȱpc/h ȱ
VR 0.180
cW c IW u f HV u f p 13,333 u 1 u 1 13,333ȱ pc/h ȱ
Theȱcontrollingȱcapacityȱisȱtheȱsmallerȱvalue,ȱorȱ8,580ȱpc/h.ȱAtȱthisȱpoint,ȱtheȱ
valueȱisȱusuallyȱstatedȱasȱvehiclesȱperȱhour.ȱInȱthisȱcase,ȱbecauseȱinputsȱwereȱ
alreadyȱadjustedȱandȱwereȱstatedȱinȱpassengerȱcarsȱperȱhour,ȱconversionsȱbackȱtoȱ
vehiclesȱperȱhourȱareȱnotȱpossible.ȱ
Asȱtheȱcapacityȱisȱlargerȱthanȱtheȱdemandȱflowȱrateȱofȱ5,000ȱpc/h,ȱLOSȱFȱdoesȱ
notȱexist,ȱandȱtheȱanalysisȱcontinues.ȱ


December 2010

LC W >
LC MIN 0.39 Ls 300 0.5 N 2 ȱ1 ID 0.8 ȱ @
LCW >
900 0.39 1,000 300 0.5 4 2 1 10.8 @ 1,187ȱlc/h ȱ

LS ID v NW 1,000 u 1 u 4 ,100
I NW 410 1,300 ȱ
10 ,000 10 ,000
LC NW 0.206vNW 0.542LS 192.6N ȱ
LC NW 0.206 u 4 ,100 0.542 u 1,000 192.6 u 4 616 lc/h ȱ
LC ALL LCW LC NW 1,187 616 1,803 lc/h ȱ

Vehicles
Equationȱ12Ȭ18ȱthroughȱEquationȱ12Ȭ20:ȱ
0.789
§ LC ALL ·
0.789
§ 1,803 ·
W 0.226 ¨¨ ¸¸ 0.226¨ ¸ 0.360 ȱ
© L s ¹ © 1,000 ¹
Thenȱ
§ FFS 15 · § 75 15 ·
Sw 15 ¨ ¸ 15 ¨ ¸ 59.1ȱ mi/h ȱ
© 1 W ¹ © 1 0.360 ¹
andȱ
FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

v
SNW
© N¹
75 0.0072 u 900 §¨ 0.0048 u

5,000 ·
© 4 ¹
theȱsegment:ȱ
vNW vW 4 ,100 900
S 61.9ȱ mi/h ȱ
§ vNW · § vW · § 4 ,100 · § 900 ·
¨¨ ¸¸ ¨¨ ¸¸ ¨ ¸ ¨ ¸
© SNW ¹ © SW ¹ © 62.5 ¹ © 59.1 ¹

TheȱaverageȱdensityȱinȱtheȱweavingȱsegmentȱisȱestimatedȱbyȱusingȱEquationȱ
12Ȭ22.ȱ

December 2010
§v· § 5,000 ·
¨ ¸ ¨ ¸
D ©N¹ © 4 ¹ 20.2 ȱpc/mi/ln ȱ
S 61.9
FromȱExhibitȱ12Ȭ10,ȱthisȱdensityȱisȱwithinȱtheȱstatedȱboundariesȱofȱLOSȱCȱ(20ȱ
toȱ28ȱpc/mi/ln).ȱItȱis,ȱhowever,ȱveryȱcloseȱtoȱtheȱLOSȱBȱboundaryȱcondition.ȱ
Discussion
Asȱnoted,ȱtheȱsegmentȱisȱoperatingȱquiteȱwellȱ(LOSȱC)ȱandȱisȱveryȱcloseȱtoȱtheȱ
LOSȱBȱboundary.ȱWeavingȱandȱnonweavingȱspeedsȱareȱrelativelyȱhigh,ȱ
suggestingȱaȱstableȱflow.ȱTheȱdemandȱflowȱrateȱofȱ5,000ȱpc/hȱisȱwellȱbelowȱtheȱ
capacityȱofȱtheȱsegmentȱ(8,580ȱpc/h).ȱWeavingȱvehiclesȱtravelȱsomewhatȱmoreȱ
slowlyȱthanȱnonweavingȱvehicles,ȱwhichȱisȱtypicalȱofȱrampȬweaveȱsegments,ȱ
whereȱtheȱvastȱmajorityȱofȱnonweavingȱvehiclesȱareȱrunningȱfromȱfreewayȱtoȱ
freeway.ȱ
EXAMPLE PROBLEM 3: LOS OF A TWO-SIDED WEAVING SEGMENT
The Weaving Segment

Theȱweavingȱsegmentȱthatȱisȱtheȱsubjectȱofȱthisȱexampleȱproblemȱisȱshownȱinȱ
Exhibitȱ12Ȭ16.ȱȱ
Exhibit 12-16
Weaving Segment for
Example Problem 3
LS = 750 ft
v RF = 100 veh/h
v RR = 300 veh/h
v FF = 3,500 veh/h
v FR = 250 veh/h
ȱ v = 4,150 veh/h ȱ
WhatȱisȱtheȱexpectedȱLOSȱandȱcapacityȱforȱtheȱweavingȱsegmentȱofȱExhibitȱ
12Ȭ16?ȱ
The Facts
InȱadditionȱtoȱtheȱinformationȱcontainedȱinȱExhibitȱ12Ȭ16,ȱtheȱfollowingȱfactsȱ
concerningȱtheȱweavingȱsegmentȱareȱknown:ȱ
ȱ PHFȱ =ȱ 0.94ȱ(allȱmovements);ȱ
ȱ Heavyȱvehiclesȱ =ȱ 15%ȱtrucks,ȱ0%ȱRVsȱ(allȱmovements);ȱ
ȱDriverȱpopulationȱ =ȱȱ regularȱcommuters;ȱ

December 2010
ȱ IDȱ =ȱ 2ȱint/mi;ȱandȱ
ȱ Terrainȱȱ =ȱ rolling.ȱ
Comments
BecauseȱthisȱexampleȱillustratesȱtheȱanalysisȱofȱaȱtwoȬsidedȱweavingȱ
segment,ȱseveralȱkeyȱparametersȱareȱredefined.ȱ
InȱaȱtwoȬsidedȱweavingȱsegment,ȱonlyȱtheȱrampȬtoȬrampȱflowȱisȱconsideredȱ
toȱbeȱaȱweavingȱflow.ȱWhileȱtheȱfreewayȬtoȬfreewayȱflowȱtechnicallyȱweavesȱ
withȱtheȱrampȬtoȬrampȱflow,ȱtheȱoperationȱofȱfreewayȬtoȬfreewayȱvehiclesȱmoreȱ
closelyȱresemblesȱthatȱofȱnonweavingȱvehicles.ȱTheseȱvehiclesȱgenerallyȱmakeȱ
veryȱfewȱlaneȱchangesȱasȱtheyȱmoveȱthroughȱtheȱsegmentȱinȱaȱfreewayȱlane.ȱThisȱ
segmentȱisȱinȱaȱbusyȱurbanȱcorridorȱwithȱaȱhighȱinterchangeȱdensityȱandȱaȱ
relativelyȱlowȱFFSȱforȱtheȱfreeway.ȱ
Solutionȱstepsȱareȱtheȱsameȱasȱinȱtheȱfirstȱtwoȱexampleȱproblems.ȱHowever,ȱ
sinceȱtheȱsegmentȱisȱaȱtwoȬsidedȱweavingȱsegment,ȱsomeȱofȱtheȱkeyȱvaluesȱwillȱ
beȱcomputedȱdifferentlyȱasȱdescribedȱinȱtheȱmethodology.ȱ
Componentȱdemandȱvolumesȱwillȱbeȱconvertedȱtoȱequivalentȱflowȱratesȱinȱ
passengerȱcarsȱperȱhourȱunderȱidealȱconditions,ȱandȱkeyȱdemandȱparametersȱwillȱ
beȱcalculated.ȱAȱmaximumȱweavingȱlengthȱwillȱbeȱestimatedȱtoȱdetermineȱ
whetherȱaȱweavingȱanalysisȱisȱappropriate.ȱTheȱcapacityȱofȱtheȱweavingȱsegmentȱ
willȱbeȱestimatedȱtoȱdetermineȱwhetherȱLOSȱFȱexists.ȱIfȱnot,ȱlaneȬchangingȱ
parameters,ȱspeeds,ȱdensity,ȱandȱLOSȱwillȱbeȱestimated.ȱ
Step 1: Input Data

AllȱinformationȱconcerningȱthisȱexampleȱproblemȱisȱgivenȱinȱExhibitȱ12Ȭ16ȱ
andȱtheȱFactsȱsection.ȱ

Toȱconvertȱdemandȱvolumesȱtoȱflowȱratesȱunderȱequivalentȱidealȱconditions,ȱ
Chapterȱ11ȱmustȱbeȱconsultedȱtoȱobtainȱtheȱfollowingȱvalues:ȱ
ȱ ETȱ =ȱ 2.5ȱ(forȱrollingȱterrain)ȱ
ȱ fpȱ =ȱ 1.0ȱ(forȱregularȱcommuters)ȱ
Thenȱ
1 1
f HV 0.816 ȱ
1 PT ET 1 1 0.152.5 1
Componentȱdemandȱvolumesȱmayȱnowȱbeȱconvertedȱtoȱflowȱratesȱunderȱ
equivalentȱidealȱconditions:ȱ
3,500
v FF 4 ,561ȱ pc/h ȱ
0.94 u 0.816 u 1
250
v FR 326 ȱpc/h ȱ
0.94 u 0.816 u 1

December 2010
100
v RF 130 ȱpc/h ȱ
0.94 u 0.816 u 1
300
v RR 391ȱpc/h ȱ
0.94 u 0.816 u 1
BecauseȱthisȱisȱaȱtwoȬsidedȱweavingȱsegment,ȱtheȱonlyȱweavingȱflowȱisȱtheȱ
rampȬtoȬrampȱflow.ȱAllȱotherȱflowsȱareȱtreatedȱasȱnonweaving.ȱThenȱ
ȱ vWȱ =ȱ 391ȱpc/hȱ
ȱ vNWȱ =ȱ 4,561ȱ+ȱ326ȱ+ȱ130ȱ=ȱ5,017ȱpc/hȱ
ȱ vȱ =ȱ 5,017ȱ+ȱ391ȱ=ȱ5,408ȱpc/hȱ
ȱ VRȱ =ȱ 391/5,408ȱ=ȱ0.072ȱ

Theȱdeterminationȱofȱconfigurationȱcharacteristicsȱisȱalsoȱaffectedȱbyȱtheȱ
existenceȱofȱaȱtwoȬsidedȱweavingȱsegment.ȱExhibitȱ12Ȭ17ȱillustratesȱtheȱ
determinationȱofȱLCRR,ȱtheȱkeyȱvariableȱforȱtwoȬsidedȱweavingȱsegments.ȱForȱ
suchȱsegments,ȱNWLȱ=ȱ0ȱbyȱdefinition.ȱ
Exhibit 12-17
Configuration Characteristics
for Example Problem 3
LS = 750 ft
ȱ
FromȱExhibitȱ12Ȭ17,ȱrampȬtoȬrampȱvehiclesȱmustȱmakeȱtwoȱlaneȱchangesȱtoȱ
completeȱtheirȱdesiredȱweavingȱmaneuver.ȱThenȱ
LC MIN LC RR u v RR 2 u 391 782 ȱlc/h ȱ

Theȱmaximumȱlengthȱofȱaȱweavingȱsegmentȱforȱthisȱconfigurationȱandȱ
demandȱscenarioȱisȱestimatedȱbyȱusingȱEquationȱ12Ȭ4:ȱ
L MAX >5,7281 VR @ >1,566N @ ȱ
1.6
WL
LMAX >5,7281 0.072 @ >1,566 * 0@ 6 ,405ȱft ! 750ȱft ȱ

1.6
InȱthisȱtwoȬsidedȱconfiguration,ȱtheȱimpactsȱofȱweavingȱonȱoperationsȱcouldȱ
beȱfeltȱatȱlengthsȱasȱlongȱasȱ6,405ȱft.ȱAsȱthisȱisȱsignificantlyȱgreaterȱthanȱtheȱactualȱ
lengthȱofȱ750ȱft,ȱthisȱsegmentȱclearlyȱoperatesȱasȱaȱweavingȱsegmentȱand,ȱ
therefore,ȱtheȱmethodologyȱofȱthisȱchapterȱshouldȱbeȱapplied.ȱȱ

December 2010

TheȱcapacityȱofȱaȱtwoȬsidedȱweavingȱsegmentȱcanȱonlyȱbeȱestimatedȱwhenȱaȱ
densityȱofȱ43ȱpc/h/lnȱisȱreached.ȱThisȱestimationȱisȱmadeȱbyȱusingȱEquationȱ12Ȭ5ȱ
andȱEquationȱ12Ȭ6:ȱ
c IWL > @
c IFL 438.21 VR1.6 >0.0765 Ls @ >119.8 N WL @
ȱ
c IWL > @
2 ,300 438.21 0.072 1.6 >0.0765 u 750@ >119.8 u 0@ ȱ
c IWL 1,867 pc/h/ln ȱ
cW c IWL u N u f HV u f p 1,867 u 3 u 0.816 u 1 4,573 veh/h ! 4,150 veh/h ȱ
Becauseȱtheȱcapacityȱofȱtheȱsegmentȱexceedsȱtheȱdemandȱvolumeȱ(inȱvehiclesȱ
perȱhour),ȱLOSȱFȱisȱnotȱexpected,ȱandȱtheȱanalysisȱmayȱbeȱcontinued.ȱ


LC W >
LC MIN 0.39 Ls 300 0.5 N 2 ȱ1 ID 0.8 ȱ @
LCW >
782 0.39 750 300 0.5 3 2 1 2 0.8 @ 961ȱlc/h ȱ

LS ID v NW 750 u 2 u 5,017
I NW 753 1,300 ȱ
10 ,000 10 ,000
LC NW 0.206vNW 0.542Ls 192.6N ȱ
LC NW 0.206 u 5,017 0.542 u 750 192.6 u 3 862 lc/h ȱ
LC ALL LCW LC NW 961 862 1,823 lc/h ȱ

Vehicles
Equationȱ12Ȭ18ȱthroughȱEquationȱ12Ȭ20:ȱȱ
0.789
§ LC ALL · 0.789
0.226§¨
1,823 ·
W 0.226 ¨¨ ¸¸ ¸ 0.456 ȱ
© LS ¹ © 750 ¹
Thenȱ
§ FFS 15 · § 60 15 ·
SW 15 ¨ ¸ 15 ¨ ¸ 45.9ȱ mi/h ȱ
© 1 W ¹ © 1 0.456 ¹
andȱ

December 2010
FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

v
SNW
© N¹
75 0.0072 u 782 §¨ 0.0048 u

5,408 ·
S NW ¸ 45.7 ȱmi/h ȱ
© 3 ¹
theȱsegment:ȱ
vNW vW 5,017 391
S 45.7 ȱmi/h ȱ
§ vNW · § vW · § 5 ,017 · § 391 ·
¨¨ ¸¸ ¨¨ ¸¸ ¨ ¸ ¨ ¸
© SNW ¹ © SW ¹ © 45.7 ¹ © 45.9 ¹

TheȱaverageȱdensityȱinȱthisȱtwoȬsidedȱweavingȱsegmentȱisȱestimatedȱbyȱ
usingȱEquationȱ12Ȭ22:ȱ
§v· § 5,408 ·
¨ ¸ ¨ ¸
D ©N¹ © 3 ¹ 39.4ȱ pc/mi/ln ȱ
S 45.7
FromȱExhibitȱ12Ȭ10,ȱthisȱdensityȱisȱclearlyȱinȱLOSȱE.ȱItȱisȱnotȱfarȱfromȱtheȱ43ȱ
pc/h/lnȱthatȱwouldȱlikelyȱcauseȱaȱbreakdown.ȱȱ
Discussion
ThisȱtwoȬsidedȱweavingȱsegmentȱoperatesȱatȱLOSȱE,ȱnotȱfarȱfromȱtheȱLOSȱE/Fȱ
boundary.ȱTheȱv/cȱratioȱisȱ4,150/4,573ȱ=ȱ0.91.ȱTheȱmajorȱproblemȱisȱthatȱ300ȱveh/hȱ
crossingȱtheȱfreewayȱfromȱrampȱtoȱrampȱcreatesȱaȱgreatȱdealȱofȱturbulenceȱinȱtheȱ
trafficȱstreamȱandȱlimitsȱcapacity.ȱTwoȬsidedȱweavingȱsegmentsȱdoȱnotȱoperateȱ
wellȱwithȱsuchȱlargeȱnumbersȱofȱrampȬtoȬrampȱvehicles.ȱIfȱthisȱwereȱaȱbasicȱ
freewayȱsegment,ȱtheȱperȱlaneȱflowȱrateȱofȱ5,408/3ȱ=ȱ1,803ȱpc/h/lnȱwouldȱnotȱbeȱ
consideredȱexcessiveȱandȱwouldȱbeȱwellȱwithinȱaȱbasicȱfreewayȱsegment’sȱ
capacityȱofȱ2,300ȱpc/h/ln.ȱ
EXAMPLE PROBLEM 4: DESIGN OF A MAJOR WEAVING SEGMENT

FOR A DESIRED LOS
The Weaving Segment

Aȱweavingȱsegmentȱisȱtoȱbeȱdesignedȱbetweenȱtwoȱmajorȱjunctionsȱinȱwhichȱ
twoȱurbanȱfreewaysȱjoinȱandȱthenȱseparateȱasȱshownȱinȱExhibitȱ12Ȭ18.ȱEntryȱandȱ
exitȱlegsȱhaveȱtheȱnumbersȱofȱlanesȱshown.ȱTheȱmaximumȱlengthȱofȱtheȱweavingȱ
segmentȱisȱ1,000ȱft,ȱbasedȱonȱtheȱlocationȱofȱtheȱjunctions.ȱTheȱFFSȱofȱallȱentryȱ
andȱexitȱlegsȱisȱ75ȱmi/h.ȱAllȱdemandsȱareȱshownȱasȱflowȱratesȱunderȱequivalentȱ
idealȱconditions.ȱ

December 2010
Exhibit 12-18
Weaving Segment for Example
Problem 4
L (max) = 1,000 ft
v FF = 2,000 pc/h
v RF = 1,500 pc/h
v FR = 1,450 pc/h
v RR = 2,000 pc/h
v = 6,950 pc/h ȱ
WhatȱdesignȱwouldȱbeȱappropriateȱtoȱdeliverȱLOSȱCȱforȱtheȱdemandȱflowȱ
ratesȱshown?ȱ
The Facts
InȱadditionȱtoȱtheȱinformationȱcontainedȱinȱExhibitȱ12Ȭ18,ȱtheȱfollowingȱfactsȱ
areȱknownȱconcerningȱthisȱweavingȱsegment:ȱ
PHFȱ =ȱ 1.00ȱ(allȱdemandsȱstatedȱasȱflowȱrates);ȱ
ȱ Heavyȱvehiclesȱ =ȱ 0%ȱtrucks,ȱ0%ȱRVsȱ(allȱdemandsȱinȱpc/h);ȱ
ȱ Driverȱpopulationȱ =ȱ regularȱcommuters;ȱ
ȱ IDȱ =ȱ 1ȱint/mi;ȱandȱ
ȱ Terrainȱ =ȱȱ level.ȱ
Comments
Asȱisȱtheȱcaseȱinȱanyȱweavingȱsegmentȱdesign,ȱthereȱareȱconsiderableȱ
constraintsȱimposed.ȱTheȱproblemȱstatesȱthatȱtheȱmaximumȱlengthȱisȱ1,000ȱft,ȱnoȱ
doubtȱlimitedȱbyȱlocationalȱissuesȱforȱtheȱmergeȱandȱdivergeȱjunctions.ȱItȱisȱ
probablyȱnotȱworthȱinvestigatingȱshorterȱlengths,ȱandȱtheȱmaximumȱshouldȱbeȱ
assumedȱforȱallȱtrialȱdesigns.ȱTheȱsimplestȱdesignȱmerelyȱconnectsȱenteringȱlanesȱ
withȱexitȱlanesȱinȱaȱstraightforwardȱmanner,ȱproducingȱaȱsectionȱofȱfiveȱlanes.ȱAȱ
sectionȱwithȱfourȱlanesȱcouldȱbeȱconsideredȱbyȱmergingȱtwoȱlanesȱintoȱoneȱatȱtheȱ
entryȱgoreȱandȱseparatingȱitȱintoȱtwoȱagainȱatȱtheȱexitȱgore.ȱInȱanyȱevent,ȱtheȱ
designȱisȱlimitedȱtoȱaȱsectionȱofȱfourȱorȱfiveȱlanes.ȱNoȱotherȱwidthsȱwouldȱworkȱ
withoutȱmajorȱadditionsȱtoȱinputȱandȱoutputȱlegs.ȱTheȱconfigurationȱcannotȱbeȱ
changedȱwithoutȱaddingȱaȱlaneȱtoȱatȱleastȱoneȱofȱtheȱentryȱorȱexitȱlegs.ȱThus,ȱtheȱ
initialȱtrialȱwillȱbeȱatȱaȱlengthȱofȱ1,000ȱft,ȱwithȱtheȱfiveȱentryȱlanesȱconnectedȱ
directlyȱtoȱtheȱfiveȱexitȱlanes,ȱwithȱnoȱchangesȱtoȱtheȱexitȱorȱentryȱlegȱdesigns.ȱIfȱ
thisȱdoesȱnotȱproduceȱanȱacceptableȱoperation,ȱchangesȱwillȱbeȱconsidered.ȱ
Whileȱtheȱproblemȱclearlyȱstatesȱthatȱallȱlegsȱareȱfreeways,ȱnoȱfeasibleȱ
configurationȱproducesȱaȱtwoȬsidedȱweavingȱsection.ȱThus,ȱtoȱfitȱwithinȱtheȱoneȬ
sidedȱanalysisȱmethodology,ȱtheȱrightȬsideȱentryȱandȱexitȱlegsȱwillȱbeȱclassifiedȱasȱ
rampsȱinȱtheȱcomputationalȱanalysis.ȱ

December 2010
Step 1: Input Data – Trial 1

AllȱinputȱinformationȱisȱgivenȱinȱExhibitȱ12Ȭ18ȱandȱinȱtheȱaccompanyingȱ
Factsȱsectionȱforȱthisȱexampleȱproblem.ȱ
Step 2: Adjust Volume – Trial 1

Allȱdemandsȱareȱalreadyȱstatedȱasȱflowȱratesȱinȱpassengerȱcarsȱperȱhourȱ
underȱequivalentȱidealȱconditions.ȱNoȱfurtherȱadjustmentsȱareȱneeded.ȱCriticalȱ
demandȱvaluesȱareȱasȱfollows:ȱ
v FF 2 ,000 pc/h ȱ
v FR 1,450 pc/h ȱ
v RF 1,500 pc/h ȱ
v RR 2 ,000 pc/h ȱ
vW 1,500 1,450 2 ,950 pc/h ȱ
v NW 2 ,000 2 ,000 4 ,000 pc/h ȱ
v 2 ,950 4 ,000 6 ,950 pc/h ȱ
2 ,950
VR 0.424 ȱ
6 ,950
Step 3: Determine Configuration Characteristics – Trial 1

Exhibitȱ12Ȭ19ȱillustratesȱtheȱweavingȱsegmentȱformedȱunderȱtheȱassumedȱ
designȱdiscussedȱpreviously.ȱ
Exhibit 12-19
Trial Design 1
ȱ
Theȱdirectȱconnectionȱofȱentryȱandȱexitȱlegsȱproducesȱaȱweavingȱsegmentȱinȱ
whichȱtheȱrampȬtoȬfreewayȱmovementȱcanȱbeȱmadeȱwithoutȱaȱlaneȱchangeȱ(LCRFȱ
=ȱ0).ȱFreewayȬtoȬrampȱvehicles,ȱhowever,ȱmustȱmakeȱtwoȱlaneȱchangesȱ(LCFRȱ=ȱ2).ȱ
IfȱtheȱlaneȬchangingȱpatternȱisȱconsidered,ȱthereȱareȱnoȱlanesȱonȱtheȱenteringȱ
freewayȱlegȱfromȱwhichȱaȱweavingȱmaneuverȱcanȱbeȱmadeȱwithȱoneȱorȱnoȱlaneȱ
changes.ȱRampȱdriversȱwishingȱtoȱweave,ȱhowever,ȱcanȱenterȱonȱeitherȱofȱtheȱtwoȱ
leftȱrampȱlanesȱandȱweaveȱwithȱoneȱorȱnoȱlaneȱchanges.ȱThus,ȱNWLȱ=ȱ2.ȱ
ByȱusingȱEquationȱ12Ȭ2,ȱLCMINȱisȱcomputedȱasȱ
LC MIN 0 u 1,500 2 u 1,450 2 ,900ȱ lc/h ȱ

December 2010
Step 4: Determine Maximum Weaving Length – Trial 1

LMAX >5,7281 VR @ >1,566N @ ȱ

1.6
WL
L MAX >5,7281 0.424 @ >1,566 u 2@ 6 ,950ȱ ft ! 1,000ȱ ft ȱ

1.6
Asȱtheȱmaximumȱlengthȱisȱmuchȱgreaterȱthanȱtheȱactualȱlengthȱofȱ1,000ȱft,ȱitȱ
isȱappropriateȱtoȱanalyzeȱtheȱsegmentȱbyȱusingȱthisȱchapter’sȱmethodology.ȱ
Step 5: Determine Weaving Segment Capacity – Trial 1


c IWL > @
c IFL 438.21 VR1.6 >0.0765 Ls @ >119.8 N WL @ȱ
c IWL >
2 ,400 438.21 0.4241.6 @ >0.0765 u 1,000@ >119.8 u 2@ ȱ
c IWL 1,944 pc/h/ln ȱ
cW cIWL u N u f HV u f p 1,944 u 5 u 1 u 1 9,721 pc/h ȱ

2,400 2,400
cIW 5,654 pc/h ȱ
VR 0.424
cW c IW u f HV u f p 5,654 u 1 u 1 5 ,654 pc/h ȱ
Inȱthisȱcase,ȱtheȱcapacityȱofȱtheȱsegmentȱisȱlimitedȱbyȱtheȱmaximumȱweavingȱ
flowȱrateȱofȱ5,654ȱpc/h,ȱwhichȱisȱsmallerȱthanȱtheȱtotalȱdemandȱflowȱrateȱofȱ6,950ȱ
pc/h.ȱThus,ȱthisȱsectionȱisȱexpectedȱtoȱoperateȱatȱLOSȱF.ȱNoȱfurtherȱanalysisȱisȱ
possibleȱwithȱthisȱmethodology.ȱ
Discussion – Trial 1
Thisȱsectionȱwouldȱbeȱexpectedȱtoȱfailȱunderȱtheȱproposedȱdesign.ȱTheȱ
criticalȱfeatureȱappearsȱtoȱbeȱtheȱconfiguration.ȱNoteȱthatȱtheȱcapacityȱisȱlimitedȱ
byȱtheȱmaximumȱweavingȱflowsȱthatȱcanȱbeȱsustained,ȱnotȱbyȱaȱdensityȱexpectedȱ
toȱproduceȱqueuing.ȱThisȱisȱprimarilyȱdueȱtoȱtheȱfreewayȬtoȬrampȱflow,ȱwhichȱ
mustȱmakeȱtwoȱlaneȱchanges.ȱThisȱnumberȱcanȱbeȱreducedȱtoȱoneȱbyȱaddingȱoneȱ
laneȱtoȱtheȱ“ramp”ȱatȱtheȱexitȱgoreȱarea.ȱNotȱonlyȱdoesȱthisȱreduceȱtheȱnumberȱofȱ
laneȱchangesȱmadeȱbyȱ1,450ȱfreewayȬtoȬrampȱvehicles,ȱbutȱitȱalsoȱincreasesȱtheȱ
valueȱofȱNWȱfromȱ2ȱtoȱ3.ȱInȱturn,ȱthisȱeffectivelyȱincreasesȱtheȱsegment’sȱcapacityȱ

December 2010
(asȱlimitedȱbyȱweavingȱflowȱrate)ȱtoȱ3,500/VRȱ=ȱ3,500/0.424ȱ=ȱ8,255ȱpc/h,ȱwhichȱisȱ
wellȱinȱexcessȱofȱtheȱdemandȱflowȱrateȱofȱ6,950ȱpc/h.ȱAnotherȱanalysisȱ(Trialȱ2)ȱ
willȱbeȱconductedȱbyȱusingȱthisȱapproach.ȱ
Steps 1 and 2: Input Data and Adjust Volume – Trial 2

Stepsȱ1ȱandȱ2ȱareȱtheȱsameȱasȱforȱTrialȱ1.ȱTheyȱareȱnotȱrepeatedȱhere.ȱTheȱnewȱ
configurationȱaffectsȱtheȱresultsȱbeginningȱwithȱStepȱ3.ȱ
Step 3: Determine Configuration Characteristics – Trial 2

Exhibitȱ12Ȭ20ȱillustratesȱtheȱnewȱconfigurationȱthatȱwillȱresultȱfromȱtheȱ
changesȱdiscussedȱabove.ȱByȱaddingȱaȱlaneȱtoȱtheȱexitȬrampȱleg,ȱtheȱfreewayȬtoȬ
rampȱmovementȱcanȱnowȱbeȱcompletedȱwithȱonlyȱoneȱlaneȱchangeȱ(LCFRȱ=ȱ1).ȱTheȱ
valueȱofȱLCRFȱisȱnotȱaffectedȱandȱremainsȱ0.ȱTheȱrightȱlaneȱofȱtheȱfreewayȬentryȱ
legȱcanȱalsoȱbeȱusedȱbyȱfreewayȬtoȬrampȱdriversȱtoȱmakeȱaȱweavingȱmaneuverȱ
withȱaȱsingleȱlaneȱchange,ȱincreasingȱNWLȱtoȱ3.ȱ
Exhibit 12-20
Trial Design 2
Thenȱ
LC MIN 0 u 1,500 1 u 1,450 1,450ȱlc/h ȱ
Step 4: Determine Maximum Weaving Length – Trial 2
L MAX >5,7281 VR @ >1,566N @ ȱ
1.6
WL
LMAX >5,7281 0.424 @ >1,566 u 3@ 5,391ȱft ! 1,000ȱ ft ȱ

1.6
Asȱtheȱmaximumȱlengthȱisȱmuchȱgreaterȱthanȱtheȱactualȱlengthȱofȱ1,000ȱft,ȱ
analyzingȱtheȱsegmentȱbyȱusingȱthisȱchapter’sȱmethodologyȱisȱappropriate.ȱ
Step 5: Determine Weaving Segment Capacity – Trial 2



December 2010
c IWL > @
c IFL 438.21 VR1.6 >0.0765 Ls @ >119.8 N WL @ȱ
c IWL >
2 ,400 438.21 0.4241.6 @ >0.0765 u 1,000@ >119.8 u 3@ ȱ
cW cIWL u N u f HV u f p 2,064 u 5 u 1 u 1 10,320 pc/h ȱ

3,500 3,500
c IW 8 ,255ȱpc/h ȱ
VR 0.424
cW c IW u f HV u f p 8 ,255 u 1 u 1 8 ,255 pc/h ȱ
Onceȱagain,ȱtheȱcapacityȱofȱtheȱsegmentȱisȱlimitedȱbyȱtheȱmaximumȱweavingȱ
flowȱrate:ȱtheȱdifferenceȱisȱthatȱnowȱtheȱcapacityȱisȱ8,255ȱpc/h.ȱThisȱisȱlargerȱthanȱ
theȱtotalȱdemandȱflowȱrateȱofȱ6,950ȱpc/h.ȱThus,ȱthisȱsectionȱisȱexpectedȱtoȱoperateȱ
withoutȱbreakdown,ȱandȱtheȱanalysisȱmayȱcontinue.ȱ
Step 6: Determine Lane-Changing Rates – Trial 2


LC W >
LC MIN 0.39 Ls 300 0.5 N 2 ȱ1 ID 0.8 ȱ @
LC W >
1,450 0.39 1,000 300 0.5 5 2 1 10.8 @ 1,899ȱ lc/h ȱ

LS ID v NW 1,000 u 1 u 4 ,000
I NW 400 1,300 ȱ
10 ,000 10 ,000
LC NW 0.206vNW 0.542LS 192.6N ȱ
LC NW 0.206 u 4 ,000 0.542 u 1,000 192.6 u 5 403 lc/h ȱ
LC ALL LCW LC NW 1,899 403 2 ,302 lc/h ȱ

Vehicles – Trial 2
Equationȱ12Ȭ18ȱthroughȱEquationȱ12Ȭ20.ȱ

December 2010
0.789
§ LC ALL ·
0.789
§ 2 ,302 ·
W 0.226 ¨¨ ¸¸ 0.226¨ ¸ 0.436 ȱ
© Ls ¹ © 1,000 ¹
Thenȱ
§ FFS 15 · § 75 15 ·
SW 15 ¨ ¸ 15 ¨ ¸ 56.8 mi/h ȱ
© 1W ¹ © 1 0.436 ¹
andȱ
FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

v
SNW
© N¹
75 0.0072 u 1,450 §¨ 0.0048

6 ,950 ·
© 5 ¹
theȱsegment:ȱ
vNW vW 4 ,000 2 ,950
S 57.4ȱ mi/h ȱ
§ vNW · § vW · § 4 ,000 · § 2 ,950 ·
¨¨ ¸¸ ¨¨ ¸¸ ¨ ¸ ¨ ¸
© SNW ¹ © SW ¹ © 57.9 ¹ © 56.8 ¹
Step 8: Determine the Level of Service – Trial 2

TheȱaverageȱdensityȱinȱtheȱweavingȱsegmentȱisȱestimatedȱbyȱusingȱEquationȱ
12Ȭ22:ȱ
§v· § 6 ,950 ·
¨ ¸ ¨ ¸
D ©N¹ © 5 ¹ 24.2ȱ pc/mi/ln ȱ
S 57.4
FromȱExhibitȱ12Ȭ10,ȱthisȱdensityȱisȱwithinȱtheȱstatedȱboundariesȱofȱLOSȱCȱ(20ȱ
toȱ28ȱpc/mi/ln).ȱAsȱtheȱdesignȱtargetȱwasȱLOSȱC,ȱtheȱsecondȱtrialȱdesignȱisȱ
acceptable.ȱ
Discussion – Trial 2
Theȱrelativelyȱsmallȱchangeȱinȱtheȱconfigurationȱmakesȱallȱtheȱdifferenceȱinȱ
thisȱdesign.ȱLOSȱCȱcanȱbeȱachievedȱbyȱaddingȱaȱlaneȱtoȱtheȱrightȱexitȱleg;ȱwithoutȱ
it,ȱtheȱsectionȱfailsȱdueȱtoȱexcessiveȱweavingȱturbulence.ȱIfȱtheȱextraȱlaneȱisȱnotȱ
neededȱonȱtheȱdepartingȱfreewayȱleg,ȱitȱwouldȱbeȱdroppedȱsomewhereȱ
downstream,ȱperhapsȱasȱpartȱofȱtheȱnextȱinterchange.ȱTheȱextraȱlaneȱwouldȱhaveȱ
toȱbeȱcarriedȱforȱseveralȱthousandȱfeetȱtoȱbeȱeffective.ȱAnȱaddedȱlaneȱgenerallyȱ
willȱnotȱbeȱfullyȱutilizedȱbyȱdriversȱifȱtheyȱareȱawareȱthatȱitȱwillȱbeȱimmediatelyȱ
dropped.ȱ
EXAMPLE PROBLEM 5: CONSTRUCTING A SERVICE VOLUME TABLE FOR

A WEAVING SEGMENT
Thisȱexampleȱshowsȱhowȱaȱtableȱofȱserviceȱflowȱratesȱorȱserviceȱvolumesȱorȱ
bothȱcanȱbeȱconstructedȱforȱaȱweavingȱsectionȱwithȱcertainȱspecifiedȱ
characteristics.ȱTheȱmethodologyȱofȱthisȱchapterȱdoesȱnotȱdirectlyȱyieldȱserviceȱ

December 2010
flowȱratesȱorȱserviceȱvolumes,ȱbutȱtheyȱcanȱbeȱdevelopedȱbyȱusingȱspreadsheetsȱ
orȱmoreȱsophisticatedȱcomputerȱprograms.ȱ
Theȱkeyȱissueȱisȱtheȱdefinitionȱofȱtheȱthresholdȱvaluesȱforȱtheȱvariousȱlevelsȱofȱ
service.ȱForȱweavingȱsectionsȱonȱfreeways,ȱlevelsȱofȱserviceȱareȱdefinedȱasȱ
limitingȱdensitiesȱasȱfollows:ȱ
LOS Maximum Density (pc/mi/ln)

A 10
B 20
C 28
D 35
Byȱdefinition,ȱtheȱserviceȱflowȱrateȱatȱLOSȱEȱisȱtheȱcapacityȱofȱtheȱweavingȱ
section,ȱwhichȱmayȱorȱmayȱnotȱbeȱkeyedȱtoȱaȱdensity.ȱ
Beforeȱtheȱconstructionȱofȱsuchȱaȱtableȱisȱillustrated,ȱseveralȱkeyȱdefinitionsȱ
shouldȱbeȱreviewed:ȱ
x Serviceȱflowȱrateȱ(underȱidealȱconditions):ȱTheȱmaximumȱrateȱofȱflowȱunderȱ
equivalentȱidealȱconditionsȱthatȱcanȱbeȱsustainedȱwhileȱmaintainingȱtheȱ
designatedȱLOSȱ(SFI,ȱpassengerȱcarsȱperȱhour).ȱ
x Serviceȱflowȱrateȱ(underȱprevailingȱconditions):ȱTheȱmaximumȱrateȱofȱflowȱ
underȱprevailingȱconditionsȱthatȱcanȱbeȱsustainedȱwhileȱmaintainingȱtheȱ
designatedȱLOSȱ(SF,ȱvehiclesȱperȱhour).ȱ
x Serviceȱvolume:ȱTheȱmaximumȱhourlyȱvolumeȱunderȱprevailingȱconditionsȱ
thatȱcanȱbeȱsustainedȱwhileȱmaintainingȱtheȱdesignatedȱLOSȱinȱtheȱworstȱ
15ȱminȱofȱtheȱhourȱ(SV,ȱvehiclesȱperȱhour).ȱ
x Dailyȱserviceȱvolume:ȱTheȱmaximumȱAADTȱunderȱprevailingȱconditionsȱ
thatȱcanȱbeȱsustainedȱwhileȱmaintainingȱtheȱdesignatedȱLOSȱinȱtheȱworstȱ
15ȱminȱofȱtheȱpeakȱhourȱ(DSV,ȱvehiclesȱperȱday).ȱ
Noteȱthatȱflowȱratesȱareȱforȱaȱ15Ȭminȱperiod,ȱoftenȱaȱpeakȱ15ȱminȱwithinȱtheȱ
analysisȱhour,ȱorȱtheȱpeakȱhour.ȱTheseȱvaluesȱareȱrelatedȱasȱfollows:ȱ
SFi SFI i u f HV u f p ȱ
SV i SFi u PHF ȱ
SVi
DSVi ȱ
KD
Thisȱchapter’sȱmethodologyȱestimatesȱbothȱtheȱcapacityȱandȱtheȱdensityȱ
expectedȱinȱaȱweavingȱsegmentȱofȱgivenȱgeometricȱandȱdemandȱcharacteristics.ȱ
Conceptually,ȱtheȱapproachȱtoȱgeneratingȱvaluesȱofȱSFIȱisȱstraightforward:ȱforȱ
anyȱgivenȱsituation,ȱkeepȱincreasingȱtheȱinputȱflowȱratesȱuntilȱtheȱboundaryȱ
densityȱforȱtheȱLOSȱisȱreached;ȱtheȱinputȱflowȱrateȱisȱtheȱSFIȱforȱthatȱsituationȱandȱ
LOS.ȱThisȱobviouslyȱinvolvesȱmanyȱiterations.ȱAȱspreadsheetȱcanȱbeȱ
programmedȱtoȱdoȱthis,ȱeitherȱsemiautomaticallyȱwithȱmanualȱinputȱofȱdemands,ȱ
orȱfullyȱautomatically,ȱwithȱtheȱspreadsheetȱautomaticallyȱgeneratingȱsolutionsȱ
untilȱaȱdensityȱmatchȱisȱfound.ȱTheȱlatterȱmethodȱisȱnotȱveryȱefficientȱandȱ
involvesȱaȱtypicalȱspreadsheetȱprogramȱrunningȱforȱseveralȱhours.ȱAȱprogramȱ
could,ȱofȱcourse,ȱbeȱwrittenȱtoȱautomateȱtheȱentireȱprocess.ȱ

December 2010
An Example
Whileȱallȱofȱtheȱcomputationsȱcannotȱbeȱshown,ȱdemonstrationȱresultsȱforȱaȱ
specificȱcaseȱcanȱbeȱillustrated.ȱAȱserviceȱvolumeȱtableȱisȱdesiredȱforȱaȱweavingȱ
sectionȱwithȱtheȱfollowingȱcharacteristics:ȱ
x OneȬsidedȱmajorȱweavingȱsectionȱ
x Demandȱsplitsȱasȱfollows:ȱ
o vFFȱ=ȱ65%ȱofȱvȱ
o vRFȱ=ȱ15%ȱofȱvȱ
o vFRȱ=ȱ12%ȱofȱvȱ
o vRRȱ=ȱ8%ȱofȱvȱ
x Trucksȱ=ȱ10%,ȱRVsȱ=ȱ0%ȱ
x Levelȱterrainȱ
x PHFȱ=ȱ0.93ȱ
x fpȱ=ȱ1.00ȱ
x IDȱ=ȱ1ȱint/miȱ
x FFSȱ=ȱ65ȱmi/hȱ
Forȱtheseȱcharacteristics,ȱaȱserviceȱvolumeȱtableȱcanȱbeȱconstructedȱforȱaȱ
rangeȱofȱlengthsȱandȱwidthsȱandȱforȱconfigurationsȱinȱwhichȱNWȱisȱ2ȱandȱ3.ȱForȱ
illustrativeȱpurposes,ȱlengthsȱofȱ500,ȱ1,000,ȱ1,500,ȱ2,000,ȱandȱ2,500ȱftȱandȱwidthsȱofȱ
three,ȱfour,ȱorȱfiveȱlanesȱwillȱbeȱused.ȱInȱaȱmajorȱweavingȱsection,ȱoneȱweavingȱ
flowȱdoesȱnotȱhaveȱtoȱmakeȱaȱlaneȱchange.ȱForȱtheȱpurposesȱofȱthisȱexample,ȱitȱisȱ
assumedȱthatȱtheȱrampȬtoȬfreewayȱmovementȱhasȱthisȱcharacteristic.ȱTheȱ
freewayȬtoȬrampȱmovementȱwouldȱrequireȱoneȱorȱtwoȱlaneȱchanges,ȱonȱtheȱbasisȱ
ofȱtheȱvalueȱofȱNWL.ȱ
First Computations
InitialȱcomputationsȱwillȱbeȱaimedȱatȱestablishingȱvaluesȱofȱSFIȱforȱtheȱ
situationsȱdescribed.ȱAȱspreadsheetȱwillȱbeȱconstructedȱinȱwhichȱtheȱfirstȱcolumnȱ
isȱtheȱflowȱrateȱtoȱbeȱtestedȱ(inȱpassengerȱcarsȱperȱhourȱunderȱidealȱconditions),ȱ
andȱtheȱlastȱcolumnȱproducesȱaȱdensity.ȱEachȱlineȱwillȱbeȱiteratedȱ(manuallyȱinȱ
thisȱcase)ȱuntilȱeachȱthresholdȱdensityȱvalueȱisȱreached.ȱIntermediateȱcolumnsȱ
willȱbeȱprogrammedȱtoȱproduceȱtheȱintermediateȱresultsȱneededȱtoȱgetȱtoȱthisȱ
result.ȱBecauseȱmaximumȱlengthȱandȱcapacityȱareȱdecidedȱatȱintermediateȱpoints,ȱ
theȱapplicableȱresultsȱwillȱbeȱmanuallyȱenteredȱbeforeȱcontinuing.ȱSuchȱaȱ
procedureȱisȱlessȱdifficultȱthanȱitȱseemsȱonceȱtheȱbasicȱcomputationsȱareȱ
programmed.ȱManualȱiterationȱusingȱtheȱinputȱflowȱrateȱisȱveryȱefficient,ȱasȱtheȱ
operatorȱwillȱobserveȱhowȱfastȱtheȱresultsȱareȱconvergingȱtoȱtheȱdesiredȱthresholdȱ
andȱwillȱchangeȱtheȱinputsȱaccordingly.ȱ
TheȱresultsȱofȱaȱfirstȱcomputationȱareȱshownȱinȱExhibitȱ12Ȭ21.ȱTheyȱrepresentȱ
serviceȱflowȱratesȱunderȱidealȱconditions,ȱSFI.ȱConsistentȱwithȱtheȱHCM’sȱresultsȱ
presentationȱguidelinesȱ(Chapterȱ7,ȱInterpretingȱHCMȱandȱAlternativeȱToolȱ
Results),ȱallȱhourlyȱserviceȱflowȱratesȱandȱvolumesȱinȱtheȱfollowingȱexhibitsȱhaveȱ

December 2010
beenȱroundedȱdownȱtoȱtheȱnearestȱ100ȱpassengerȱcarsȱorȱvehiclesȱforȱ
presentation.ȱ
Length of Weaving Section (ft) Exhibit 12-21

LOS 500 1,000 1,500 2,000 2,500 500 1,000 1,500 2,000 2,500 Service Flow Rates Under Ideal
N = 3; NWL = 2 N = 3; NWL = 3 Conditions (SFI) for Example
Problem 5 (pc/h)
A 1,700 1,700 1,700 1,700 1,700 1,800 1,800 1,800 1,800 1,800
B 3,200 3,200 3,200 3,200 3,200 3,300 3,300 3,400 3,400 3,400
C 4,200 4,200 4,300 4,300 4,300 4,400 4,500 4,500 4,500 4,500
D 5,000 5,100 5,100 5,100 5,100 5,300 5,400 5,400 5,500 5,500
E 5,900 6,000 6,100 6,300 6,400 6,300 6,400 6,500 6,600 6,700
N = 4; NWL = 2 N = 4; NWL = 3
A 2,200 2,300 2,300 2,300 2,300 2,300 2,300 2,300 2,300 2,300
B 4,100 4,200 4,200 4,200 4,200 4,300 4,400 4,400 4,400 4,400
C 5,400 5,500 5,500 5,500 5,600 5,800 5,900 5,900 5,900 5,900
D 6,300 6,500 6,500 6,600 6,600 6,900 7,000 7,100 7,100 7,100
E 7,900 8,000 8,200 8,400 8,500 8,400 8,500 8,700 8,800 9,000
N = 5; NWL = 2 N = 5; NWL = 3
A 2,800 2,800 2,800 2,800 2,800 2,900 2,900 2,900 2,900 2,900
B 5,000 5,100 5,100 5,100 5,100 5,400 5,400 5,400 5,500 5,500
C 6,500 6,600 6,700 6,700 6,700 7,100 7,200 7,200 7,300 7,300
D 7,600 7,800 7,900 7,900 7,900 8,400 8,600 8,700 8,700 8,700
E 8,800 8,800 8,800 8,800 8,800 10,500 10,700 10,900 11,100 11,200
Exhibitȱ12Ȭ22ȱshowsȱserviceȱflowȱratesȱunderȱprevailingȱconditions,ȱSF.ȱEachȱ
valueȱinȱExhibitȱ12Ȭ21ȱ(beforeȱrounding)ȱisȱmultipliedȱbyȱ
1
f HV 0.952
1 0.101.5 1 ȱ
fp 1.00
ȱ
Length of Weaving Section (ft) Exhibit 12-22

LOS 500 1,000 1,500 2,000 2,500 500 1,000 1,500 2,000 2,500 Service Flow Rates Under
N = 3; NWL = 2 N = 3; NWL = 3 Prevailing Conditions (SF) for
Example Problem 5 (veh/h)
A 1,600 1,600 1,600 1,600 1,600 1,700 1,700 1,700 1,700 1,700
B 3,000 3,000 3,100 3,100 3,100 3,100 3,200 3,200 3,200 3,200
C 4,000 4,000 4,100 4,100 4,100 4,200 4,300 4,300 4,300 4,300
D 4,700 4,800 4,900 4,900 4,900 5,100 5,100 5,200 5,200 5,200
E 5,600 5,700 5,800 5,900 6,100 6,000 6,100 6,200 6,200 6,400
N = 4; NWL = 2 N = 4; NWL = 3
A 2,100 2,100 2,200 2,200 2,200 2,200 2,200 2,200 2,200 2,200
B 3,900 4,000 4,000 4,000 4,000 4,100 4,200 4,200 4,200 4,200
C 5,100 5,200 5,200 5,300 5,300 5,500 5,600 5,600 5,600 5,600
D 5,900 6,200 6,200 6,300 6,300 6,600 6,700 6,700 6,800 6,800
E 7,500 7,700 7,800 7,900 8,100 8,000 8,100 8,200 8,400 8,500
N = 5; NWL = 2 N = 5; NWL = 3
A 2,600 2,700 2,700 2,700 2,700 2,700 2,700 2,800 2,800 2,800
B 4,700 4,800 4,900 4,900 4,900 5,100 5,100 5,200 5,200 5,200
C 6,200 6,300 6,300 6,400 6,400 6,700 6,800 6,900 6,900 6,900
D 7,300 7,400 7,500 7,500 7,500 8,000 8,200 8,200 8,300 8,300
E 8,400 8,400 8,400 8,400 8,400 10,000 10,200 10,300 10,500 10,700
Exhibitȱ12Ȭ23ȱshowsȱserviceȱvolumes,ȱSV.ȱEachȱvalueȱinȱExhibitȱ12Ȭ22ȱ(beforeȱ
rounding)ȱisȱmultipliedȱbyȱaȱPHFȱofȱ0.93.ȱ

December 2010
Exhibit 12-23 Length of Weaving Section (ft)

Service Volumes Under LOS 500 1,000 1,500 2,000 2,500 500 1,000 1,500 2,000 2,500
Prevailing Conditions (SV) N = 3; NWL = 2 N = 3; NWL = 3
A 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500 1,500
(veh/h)
B 2,800 2,800 2,800 2,800 2,900 2,900 2,900 3,000 3,000 3,000
C 3,700 3,700 3,800 3,800 3,800 3,900 4,000 4,000 4,000 4,000
D 4,400 4,500 4,500 4,500 4,500 4,700 4,800 4,800 4,800 4,800
E 5,200 5,300 5,400 5,500 5,600 5,500 5,600 5,700 5,800 5,900
N = 4; NWL = 2 N = 4; NWL = 3
A 2,000 2,000 2,000 2,000 2,000 2,000 2,100 2,100 2,100 2,100
B 3,600 3,700 3,700 3,700 3,700 3,800 3,900 3,900 3,900 3,900
C 4,700 4,800 4,900 4,900 4,900 5,100 5,200 5,200 5,200 5,200
D 5,500 5,700 5,800 5,800 5,800 6,100 6,200 6,300 6,300 6,300
E 7,000 7,100 7,300 7,400 7,500 7,400 7,500 7,700 7,800 7,900
N = 5; NWL = 2 N = 5; NWL = 3
A 2,400 2,500 2,500 2,500 2,500 2,500 2,500 2,600 2,600 2,600
B 4,400 4,500 4,500 4,500 4,500 4,700 4,800 4,800 4,800 4,800
C 5,700 5,800 5,900 5,900 5,900 6,200 6,400 6,400 6,400 6,400
D 6,700 6,900 7,000 7,000 7,000 7,500 7,600 7,700 7,700 7,700
E 7,800 7,800 7,800 7,800 7,800 9,300 9,400 9,600 9,800 9,900
Exhibitȱ12Ȭ24ȱshowsȱdailyȱserviceȱvolumes,ȱDSV.ȱAnȱillustrativeȱKȬfactorȱofȱ
0.08ȱ(typicalȱofȱaȱlargeȱurbanȱarea)ȱandȱanȱillustrativeȱDȬfactorȱofȱ0.55ȱ(typicalȱofȱ
anȱurbanȱrouteȱwithoutȱstrongȱpeakingȱbyȱdirection)ȱareȱused.ȱEachȱ
(nonrounded)ȱvalueȱusedȱtoȱgenerateȱExhibitȱ12Ȭ23ȱwasȱdividedȱbyȱbothȱofȱtheseȱ
numbers.ȱ
Exhibit 12-24 Length of Weaving Section (ft)

Daily Service Volumes Under LOS 500 1,000 1,500 2,000 2,500 500 1,000 1,500 2,000 2,500
Prevailing Conditions (DSV) N = 3; NWL = 2 N = 3; NWL = 3
A 35,200 35,200 35,400 35,500 35,600 36,200 36,300 36,300 36,300 36,300
(veh/day)
B 64,300 65,300 65,500 65,700 66,100 67,600 68,000 68,400 68,400 68,400
C 84,700 86,100 86,700 87,200 87,500 89,700 90,900 91,500 91,700 91,900
D 100,800 102,800 103,600 104,000 104,400 107,800 109,600 110,200 110,600 110,800
E 119,800 122,100 124,400 126,700 129,100 127,000 129,400 131,600 132,800 136,300
N = 4; NWL = 2 N = 4; NWL = 3
A 45,800 46,200 46,600 46,600 46,600 47,600 47,800 47,800 47,900 47,900
B 83,300 84,700 85,100 85,500 85,700 88,300 89,300 89,500 89,700 89,900
C 108,600 110,800 111,600 112,200 112,600 117,100 118,700 119,500 120,100 120,300
D 126,700 131,300 132,400 133,200 133,600 140,000 142,400 143,600 144,000 144,400
E 159,800 162,800 165,900 169,000 172,100 169,400 172,500 175,400 178,600 181,700
N = 5; NWL = 2 N = 5; NWL = 3
A 56,300 57,100 57,300 57,500 57,500 58,700 58,900 59,300 59,400 59,400
B 101,400 103,000 103,600 104,200 104,400 108,600 109,600 110,000 110,600 110,800
C 131,300 133,800 135,000 135,800 136,200 142,800 145,400 146,200 146,800 147,400
D 154,500 157,700 159,100 159,900 160,300 170,600 173,600 175,000 175,800 175,800
E 178,800 178,800 178,800 178,800 178,800 211,800 215,600 219,500 223,300 227,200

December 2010
6. REFERENCES
1. PolytechnicȱUniversityȱandȱKittelsonȱ&ȱAssociates,ȱInc.ȱAnalysisȱofȱFreewayȱ Some of these references can be

found in the Technical Reference
WeavingȱSections.ȱNCHRPȱProjectȱ3Ȭ75.ȱFinalȱReport.ȱBrooklyn,ȱN.Y.,ȱ2008.ȱ Library in Volume 4.
2. Reilly,ȱW.,ȱJ.ȱH.ȱKell,ȱandȱP.ȱJ.ȱJohnson.ȱWeavingȱAnalysisȱProceduresȱforȱtheȱ
NewȱHighwayȱCapacityȱManual.ȱJHKȱ&ȱAssociates,ȱTucson,ȱAriz.,ȱ1984.ȱ
3. Pignataro,ȱL.ȱJ.,ȱW.ȱR.ȱMcShane,ȱR.ȱP.ȱRoess,ȱB.ȱLee,ȱandȱK.ȱW.ȱCrowley.ȱ
NCHRPȱReportȱ159:ȱWeavingȱAreas:ȱDesignȱandȱAnalysis.ȱTransportationȱ
ResearchȱBoard,ȱNationalȱResearchȱCouncil,ȱWashington,ȱD.C.,ȱ1975.ȱ
4. Roess,ȱR.,ȱW.ȱMcShane,ȱE.ȱLinzer,ȱandȱL.ȱPignataro.ȱFreewayȱCapacityȱAnalysisȱ
Procedures.ȱProjectȱDOTȬFHȬ11Ȭ9336.ȱFinalȱReport.ȱPolytechnicȱInstituteȱofȱ
NewȱYork,ȱBrooklyn,ȱ1979.ȱ
5. Roess,ȱR.,ȱE.ȱPrassas,ȱandȱW.ȱMcShane.ȱTrafficȱEngineering,ȱ3rdȱed.ȱ
Pearson/PrenticeȬHall,ȱUpperȱSaddleȱRiver,ȱN.J.,ȱ2004.ȱ
6. Leisch,ȱJ.ȱCompletionȱofȱProceduresȱforȱAnalysisȱandȱDesignȱofȱWeavingȱSections.ȱ
FinalȱReport.ȱJackȱE.ȱLeischȱandȱAssociates,ȱChicago,ȱIll.,ȱ1983.ȱ
7. Roess,ȱR.ȱP.ȱDevelopmentȱofȱWeavingȱAreaȱAnalysisȱProceduresȱforȱtheȱ1985ȱ
HighwayȱCapacityȱManual.ȱInȱTransportationȱResearchȱRecordȱ1112,ȱ
TransportationȱResearchȱBoard,ȱNationalȱResearchȱCouncil,ȱWashington,ȱ
D.C.,ȱ1987,ȱpp.ȱ17–22.ȱ
8. Fazio,ȱJ.ȱDevelopmentȱandȱTestingȱofȱaȱWeavingȱOperationalȱandȱDesignȱProcedure.ȱ
MSȱthesis.ȱUniversityȱofȱIllinoisȱatȱChicago,ȱ1985.ȱ
9. Fazio,ȱJ.ȱModelingȱSafetyȱandȱTrafficȱOperationsȱinȱFreewayȱWeavingȱSections.ȱ
PhDȱdissertation.ȱUniversityȱofȱIllinoisȱatȱChicago,ȱ1990.ȱ
10. Zegeer,ȱJ.ȱD.,ȱM.ȱA.ȱVandehey,ȱM.ȱBlogg,ȱK.ȱNguyen,ȱandȱM.ȱEreti.ȱNCHRPȱ
Reportȱ599:ȱDefaultȱValuesȱforȱHighwayȱCapacityȱandȱLevelȱofȱServiceȱAnalyses.ȱ
TransportationȱResearchȱBoardȱofȱtheȱNationalȱAcademies,ȱWashington,ȱ
D.C.,ȱ2008.ȱ
Chapter 12/Freeway Weaving Segments Page 12-55 References

December 2010

Freeway Weaving Segments: Highway Capacity Manual 2010

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Highway Capacity Manual 2010

Chapter 12/Freeway Weaving Segments Page 12-i Contents

Contents Page 12-ii Chapter 12/Freeway Weaving Segments

Weavingȱisȱgenerallyȱdefinedȱasȱtheȱcrossingȱofȱtwoȱorȱmoreȱtrafficȱstreamsȱ VOLUME 2: UNINTERRUPTED FLOW

Chapter 12/Freeway Weaving Segments Page 12-1 Introduction

2. WEAVING SEGMENT CHARACTERISTICS

LENGTH OF A WEAVING SEGMENT

Weaving Segment Characteristics Page 12-2 Chapter 12/Freeway Weaving Segments

WIDTH OF A WEAVING SEGMENT

Chapter 12/Freeway Weaving Segments Page 12-3 Weaving Segment Characteristics

CONFIGURATION OF A WEAVING SEGMENT

One-Sided and Two-Sided Weaving Segments

Weaving Segment Characteristics Page 12-4 Chapter 12/Freeway Weaving Segments

Ramp-Weave Versus Major Weave Segments

Numerical Measures of Configuration

Chapter 12/Freeway Weaving Segments Page 12-5 Weaving Segment Characteristics

Weaving Segment Characteristics Page 12-6 Chapter 12/Freeway Weaving Segments

Chapter 12/Freeway Weaving Segments Page 12-7 Weaving Segment Characteristics

Special Case: Two-Sided Weaving Segments

Weaving Segment Characteristics Page 12-8 Chapter 12/Freeway Weaving Segments

LIMITATIONS OF THE METHODOLOGY

OVERVIEW OF THE METHODOLOGY

Chapter 12/Freeway Weaving Segments Page 12-9 Methodology

Step 2: Adjust Volume

Step 3: Determine Configuration Characteristics

Step 4: Determine Maximum Weaving Length

Step 5: Determine Weaving Segment Capacity

LOS F exists in a weaving v/c > 1.00

Step 6: Determine Lane-Changing Rates

Step 7: Determine Average Speeds of Weaving and

Step 8: Determine LOS

PARAMETERS DESCRIBING A WEAVING SEGMENT

Methodology Page 12-10 Chapter 12/Freeway Weaving Segments

Chapter 12/Freeway Weaving Segments Page 12-11 Methodology

Exhibit 12-8 Ram

Methodology Page 12-12 Chapter 12/Freeway Weaving Segments

Step 1: Input Data

Step 2: Adjust Volume

Chapter 12/Freeway Weaving Segments Page 12-13 Methodology

Step 3: Determine Configuration Characteristics

One-Sided Weaving Segments

Two-Sided Weaving Segments

Methodology Page 12-14 Chapter 12/Freeway Weaving Segments

Step 4: Determine Maximum Weaving Length

LMAX >5,728 1  VR @  >1,566N @ ȱ

Chapter 12/Freeway Weaving Segments Page 12-15 Methodology

Exhibit 12-9 Number of Weaving Lanes

Step 5: Determine Weaving Segment Capacity

Weaving Segment Capacity Determined by Density

Methodology Page 12-16 Chapter 12/Freeway Weaving Segments

Weaving Segment Capacity Determined by Weaving Demand Flows

Final Determination of Capacity

Chapter 12/Freeway Weaving Segments Page 12-17 Methodology

Step 6: Determine Lane-Changing Rates

Methodology Page 12-18 Chapter 12/Freeway Weaving Segments

Estimating the Total Lane-Changing Rate for Weaving Vehicles

Chapter 12/Freeway Weaving Segments Page 12-19 Methodology

Estimating the Lane-Changing Rate for Nonweaving Vehicles

Methodology Page 12-20 Chapter 12/Freeway Weaving Segments

Total Lane-Changing Rate

Step 7: Determine Average Speeds of Weaving and Nonweaving

Average Speed of Weaving Vehicles

Chapter 12/Freeway Weaving Segments Page 12-21 Methodology

LMAX >5,7281 VR @ >1,566N @ ȱ

LMAX >57281 VR @ >1566N @ȱ

L MAX >57281 0.357 @ >1566 u 3@ 4,639 ȱft ȱ

FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

65 0.0072 u 798 §¨ 0.0048 u

LMAX >5,7281 VR @ >1,566 N @ ȱ

L MAX >5,7281 0.180 @ >1,566 u 2@ 4,333ȱft ! 1,000 ȱft ȱ

FFS 0.0072 LC MIN §¨ 0.0048 ·¸ ȱ

75 0.0072 u 900 §¨ 0.0048 u