HCM2010 HIGHWAY CAPACITY MANUAL VOLUME 2: UNINTERRUPTED FLOW PERE) TRANSPORTATION RESEARCH BOARD OF THE NATIONAL ACADEMIES WASHINGTON, OC | WWW.TRB.ORGTRANSPORTATION RESEARCH BOARD 2010 EXECUTIVE COMMITTEE* (Chair: Michael R. Morris, Director of Transportation, ‘North Central Texas Couneil of Governments, Adington ‘Viee Chair: Neil J. Pedersen, Administrator, Maryland State Highway Administration, Baltimore Executive Director Robert E. Skinner, Jr, Transportation Research Board J. Bary Barker, Executive Director, Transit Authority of River City, Louisville, Kentucky Allen D. Bieler Secretary, Pennsylvania Department of “Transportation, tlsersburs, Lanyy L. Brown, 5, Executive Director, Mississippi ‘Department of Transportation, Jackson Deborah H. Butler, ecutive Vice President, Planning, and CIO, Norfolk Southern Corporation, Norfolk, Virginia William A. V. Clark, Professor, Department of Geography, University of California, Los Angeles Eugene A. Conti, J, Secretary of Transportation, North ‘Carolina Department of Transportation, Raleigh Nicholas J. Garber, Henry L. Kinnier Professos, Department of Civil Engineering, and Director, (Contes for Tronsportation Staite, University of Virginia, Charlottesville Jeffrey W. Haniel, Executive Director, Metropolitan ‘Airports Commission, Minneapolis, Minnesota Paula J. Hammond, Secretary, Washington State Department of Transportation, Olympia Edward A. (Ned) Helme, President, Center for Clean Air Policy, Washington, D.. Adib K. Kanafani, Cahill Professor of Civil Engineering, University of California, Berkeley (Past Chait, 2008) Susan Martinovieh, Director, Nevada Departament of Transportation, Carson City Debra L Miller, Secretary; Kansas Department of Transportation, Topeka (Past Chair, 208) Sandra Rosenbloom, Professor of Planning, University of ‘Arizona, Tucson ‘Tracy L_ Roster, Vice President, Regional General Manag ‘Wal-Mart Stores, Inc, Mandeville, Louisiana Steven T. Scalzo, Chief Operating Officer, Marine Resources Group, Seattle, Washington Henry G. (Gerry) Schwartz, Je, Chairman (retire), Jacobs / Seercrup Civil, Ine, St Louis Missouri Beverly A. Scott, General Manager and Chiel Executive (Offic: Metropolitan Atlanta Rapiel Transit Authority, Allanta, Georgia David Seltzer, Principal, Mercator Advisors LLC, Philadelphia, Pennsylvania Daniel Spesling, Professor of Civil Engincering al Environmental Science ane Policy; Direc Institute of Transportation Studies; and Interim Director, Energy Fificieney Center, University of California, Davie Kirk T. Steudle, Director; Michigan Department of Transportation, Lansing Douglas W, Stollay, Prosien! aad Chief Executive Officer, ‘Gon-Wa, Inc, Ann Arbor, Michigan ©. Michael Walton, Emest H. Cockrell Centennial Chair it Engineering, University of Texas, Austin (Past Chai, 191) Peter H. Appel, Administrator, Research anc! Innovative Technology Administration, US. Departmoat of ‘Transportation (ex officio) J. Randolph Babbitt, Administeator, Federal Aviation ‘Administration, US. Department of Transportation (ex tcio) * Membership a8 of December 2010, Rebecea M. Brewster Present and COO, American Transportation Research inst, Sym, Coa cxcn) George Bughiatllo, President Emeritus and University Foiscor Polyclinic Insitute of New York Univers Brookvn:Forign Seerary Natonall ‘Academy of Engineering, Washington, D.C aficio) ‘Anne. Fre, Adminitaor Federal Mix Cartier Sat ‘dminksation U.S: Department of Transporation lex officio) LeRoy Gish, Chis, Division of eansportation, area of Tnsian Afars U5 Department othe Inicio, Washington, BC: (extn) [sdward I Hamberger, Present and CEO, Assocation of “mrican Ras, Washington, Dx oo) John €. Horsley, Exceutive Directoy, American Association of Sate Highway and Transportation Offical, Washington, D..(ex offi David. 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Rogoff, Adminiafrator, Federal Transit ‘Adminstration {IS Depariment of Tranaportation eatin) Davi Ly Strickland, Administrator, National Highway “rai Salety Administration 5: Department oF Transporation (x ofc) Joseph €: Srobo, Acministrator: eral Rood "Administration, US Department of Transporation (xeric) Polly Teitenberg, Assistant Sceretary for Trarsportation Pic, US Department of Transportation x ofc) Robert. Yan Antwerp (Lt General 5. Aemy) Chit of Engineers and Commanding General, US Army CCotpoot Engineers Washington,DC: x of) ‘Transportation Research Board publications are available ‘by aedering individual publications directly from the "TRB Business Offic, through the Internet at www. TRB, ‘og, oF by annual subscription through onganizational ‘or indivihaal affiliation with TRE. Alias and library ‘subseribers are eligible for substantial discounts. For further information, contact the Transportation esearch ard Business Office, 500 Fitth Steet, NW, Washington, DC 20001 (telephone 202-334-8213; fax 202-334-2519; oF ‘email TRBsalestnas edu), Copyright 2010 by the National Academy of Siences Allright reserved, Printed n the United States of America ISBN 978-0-30916477.3 [Slipcased set of tree volumes] ISBN 975-0-309-1647784 [Volume 1] ISN 97$41-309-160179-7 [Volume 2] ISBN 9744-309-164803 [Value 3)THE NATIONAL ACADEMIES ‘Advisers to the Nation on Science, Engineering, and Medicine ‘The National Academy of Sciences is a private, nonprofit, sel-perpetuating society of distinguished scholars engaged in scientific and engincering research, dedicated tothe furtherance of science and technology and to their use forthe general welfare. On the authority of the charter granted to itby the [Congress in 1863, the Academy has a mandate that requires it to advise the federal government on ‘scientific and technical matters, Dt. Ralph J. Cicerone is president of the National Academy of Sciences ‘The National Academy of Engincering was established in 194, under the charter ofthe National [Academy of Sciences, as parallel organization of outstanding engineer. Iis autonomous nis fudministration and in the selection of ts members, sharing wth the National Academy of Sciences the responsibility foc advising the federal zowemment. The National Academy of Engineering also Sponsors engineering programs aimed at meeting national neds, encourages education and research, tind recognizes the sperer achievements of engineers. Dr. Charles M. Vesti president ofthe National ‘Academy of Engineering ‘he Institute of Medicine was established in 1970 by the National Acalemy of Sciences to secure the services of eminent members of appropriate professions in the examination of policy matters pertaining to the health of the public. The lastitute acts under the responsibilty given to the National ‘Academy of Sciences by its congressional charter to be an adviser to the federal government and, on its own initiative, to identify issues of medical care, research, and education. De Harvey V. Finebeng is president ofthe Institute of Medicine. The National Research Council was organized by the National Academy of Sciences in 1916 to associate the broad community of science and technology with the Academy’s purposes of furthering {knowledge and advising the federal government. Functioning in accordance with general policies determined by the Academy, the Council has become the principal operating agency of both the National Acaclemy of Sciences and the National Academy of Engineering in providing services to the ‘government, the public, and the scientific and engincering communities. The Council is administered jaintly by both the Academies and the Insitute of Medicine. Dr, Ralph J. Cicerone and Dr. Charles M. Vest are chair and vice chait,espoctivey, of the National Research Council "The Transportation Research Board is one of six major divisions ofthe National Research Council. The mission of the Transportation Research Bove is to provide leadership in transportation innovation {and progress through research and information exchange, conducted within a seting that is objective, {nterdisciplinary, and multimodal. The Boards varied activities annually engage about 7,00) engineers scientists, and other transportation researchers and practitioners from the public and private sectors ‘and acaclemia, all ef whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the US, Depariment of Transportation, and other organizations and individuals interested in the development of transportation. www-TRB.Org wwwunational-acadorir fs inary serine itd Late: ste) omar a ero a: en ek a las eta endvatrecensnbt As otha ellie ape at a ea Se en tl Peet 2 micah sea ga the tot tryna vote nat Ire ht bee nel <1 toot sla es ne arnt re Sanam acorn eeHighway Capacily Manual 2010 VOLUME 2 UNINTERRUPTED FLOW OVERVIEW Volume 2 of the Highteay Capacity Manual (HM) contains six chapters that present analysis methods for uninterrupted-flow roadways— that is, roadways that have no fixed causes of delay or interruption external to the traffie stream, ‘This volume addresses three types of uninterrupted-flow roadways: + Frecioays, defined as separated highways with full control of access and ‘wo of mare Tanes in each direction dedicated to the exclusive use of traffic; © Multilane hightonys, defined as highways that do not have full control of access and that have two or more lanes in each direction, with traffic signals or roundabouts spaced at least 2 mi apart on average; and + Trv0-lane highways, defined as roadways with one lane for traffic in each direction (except for occasional passing lanes or truck climbing lanes), with teaffie signals, roundabouts, or sTOP-controlled intersections spaced at least 2 mi apart on average. The HCM treats roadways that have traffic signals, roundabouts, or STO?- controlled intersections spaced less than 2 mi apart on average as urban streets. Urban streets are discussed in Volume 3, Interrupted Flow. VOLUME ORGANIZATION Freeways ‘Traffic enters and exits a freeway via ramps. Chapter 13, Freeway Merge and Diverge Segments, focuses on locations where two or more traflie streams combine to form a single traffic stream (a merge) or where a single traffic stream divides to form two or more separate traffic streams (a diverge). These locations are most commonly ramp-freeway junctions but include points where mainline roadways join or separate. Chapter 13 can also be applied in an approximate way to ramp-highway junctions on multlane highways and collector-distributor roads, Ramp-street junctions are analyzed with the methods in the intersection and interchange chapters in Volume 3. Sometimes freeway merges are closely followed by freeway diverges, ora cone lane off-ramp closely follows a one-lane on-ramp and the two are connected by a continuous auxiliary lane. In these cases, the traffic streams to and from the ramps must cross each other over a significant length of freeway without the aid of traffic control devices (except for guide signs). The term “closely” implies that the distance between the merge and diverge segments isnot sufficient for them to operate independently, thus creating a weve. Chapter 12, Freeway Weaving, Segments, provides procedures for analyzing weaving operations on freeways. VOLUME 2: UNINTERRUPTED FLOW 00. 2 3. 15 Frocway Facies Bast Freeway Segments Freeway Wealing segments Freeway Merge and Diverge Segments Multan ahways Twe Lane Waways Volume 2/Uninterupted Flow Page vou December 2040 Tow to Use Volume 2Highway Capacity Manual 2010 1f can be applied in an approximate way to weaves on multilane highways and collector-distributor roads, but not to weaves on arterial streets, The remaining portions of the freeway mainline that are not merge, diverge, or weaving segments (except for toll plazas, drawbridges, or similar points where freeway traffic may be temporarily required to stop) are covered in Chapter 11, Basic Freeway Segments. This chapter also provides information on jons and passenger car equivalents for heavy vehicles that are common to all of the freeway chapters. Chapter 10, Freeway Facilities, provides a methodology for analyzing ‘extended lengths of freeway composed of continuously connected basic freeway, weaving, merge, and diverge segments, Such extencied lengths are referred to as a freeway ficilty. In this terminology, the term facility does not refer to an entire freeway {rom beginning to end; instead, it refers to a specific set of connected ‘segments that have boen identified for analysis. In addition, the term does not refer to a freeway system consisting of several interconnected freeways. The methodologies of Chapters 11, 12, and 13.all focus on a single time period of interest, generally the peak 15 min within a peak hour. However, Chapter 10's methodology allows for the analysis of multiple and continuous 15. min periods and is eapable of identifying breakdowns and the impact of such breakdowns over space and time. the base condi Multilane Highways Chapter 14, Multilane Highways, presents analysis methods for the portions of muttilane highways away from the influence of signalized intersections (or other forms of intersection traffic control that interrupt the flow of traffic on the highway). Many multilane highways will have periodic signalized intersections, even if the average signal spacing is well over 2 mi. In such cases, the mutilane highway segments that are more than 2 mi away from any signalized intersections are analyzed with the Chapter 14 methodology. Isolated signalized intersections should be analyzed with the methodology of Chapter 18, Signatized Intersections. Bicycles are typically permitted on multilane highways, and multilane highways often serve as primary routes for both commuter cyclists (on suburban highways) andl recreational cyclists (on rural highways). Chapter 14 presents a method for estimating the bicycle level of service (LOS) on multilane highways, Two-Lane Highways Chapter 15, Two-Lane Highways, presents analysis methods for the portions of two-lane highways that are away from the influence of intersection traffic control that interrupts the flow of traffic. In general, any segment that i3 2.0 t0.3.0 smi from the nearest signalized intersection, roundabout, or intersection where the highway is stop-controlled would fit into this category. Where these interruptions to traffic are less than 2.0 mi apart, the facility should be classified as an urban street and analyzed with the methodologies of Chapter 16, Urban Street Facilities, and Chapter 17, Urban Street Segments, which are located in Volume. ow to Use Volume 2 Page vas Volume 2/Unintarrapted Flow ‘Becomber 2010Highway Capacity Manual 2010 Chapter 15 ‘2 Class Fhighways are ones where motorists expect to travel at relatively high speeds, such as major intercity routes, primary connectors of major traffic generators, daily commuter routes, or major links in state or national highway networks; -an be used to analyze three classes of two-lane highways: © Class it highways are ones where motorists do not necessarily expect to travel at high speeds, such as highways serving as access routes to Class I facilities, serving as seenic or recreational routes, or passing through rugged terrain; and © Class II highways are ones serving moderately developed areas, such as portions of a Class I or Class IT highway passing through small towns or developed recreational areas or longer segments passing through more spread-out recreational areas, with increased roadside densities, Two lane highways often serve as routes for recreational cyclists, Chapter 15 presents a method for estimating the bieycle LOS on these highways. RELATED CHAPTERS Volume 1 ‘The chapters in Volume 2 assume that the reader is already familiar with the concepts presented in the Volume 1 chapters, in particular the following: © Chapter 2, Applications—types of HCM analysis, types of roadway system elements, and traffic flow characteristics; © Chapter 3, Modal Characteristics variations in demand, peak and analysis hours, K- and D-factors, facility types by mode, and interactions between modes; © Chapter 4, Traffic Flow and Capacity Concepts —traffic flow parameters and factors that influence capacity; and © Chapter 5, Quality and Levet-of Service Concepts —performance measures, service measures, and LOS. Volume 3 ‘The intersection and interchange chapters (Chapters 18-22) are used to determine the operations of freeway ramp-street junctions and the operations of isolated traffic signals, roundabouts, and srop-controlled intersections along rmultilane and two-lane highways. In the context of Volume 2, itis particularly important to examine the length of the queue extending back from a freeway off- ramp-street junction, since long queues may affect ireeway operations, a situation that is not accounted for in the CM techniques, Votan 2/uninterupted Flow Page Via Tow to Use Volume 2 Becomber 2010Highway Capacity Manual 2010 ‘VOLUME 4: APPLICATIONS GUIDE ethodolgial Detais 25. Freeuay Faliias: Supblementa 26, Froeuay and Highway Sager: Supplemental 27, Freeway Weaving: Supplemental 28. Freeway Merges and Dierges: Supplemental 235, Ace Trafe Management ose Stes Teetncl Reference Library Access Votume 4 at ame Acneoio.ony Volume 4 Five chapters in Volume 4 (accessible at www.HCM2010.0rg) provide additional information that supplements the material presented in Volume 2. ‘These chapters are as follows: © Chapter 25, Freeway Facilities: Supplentental—details of the computations used in the Chapter 10 methodology, and computational engine flowcharts and linkage lists; © Chapter 26, Freeway and Highway Segnents: Supplemental—examples of applying alternative tools to situations that are not addressed by the Chapter 11 method for basic freeway segments, and state-specific default values for heavy vehicle percentage that apply to all Volume 2 chapters; © Chapter 27, Freeeoay Weaving: Supplemental —examples of applying alternative tools to situations not addressed by the Chapter 12 method; © Chapter 28, Freeway Merges and Diverges: Supplemental—examples of applying alternative tools to situations not addressed by the Chapter 13 method; and. * Chapter 35, Active Traffic Management —descriptions of active traffic management strategies; a discussion of the mechanisms by which they affect demand, capacity, and performance; and general guidance on possible evaluation methods for active traffic management techniques. ‘The HM Applications Guide in Volume 4 provides three case studies on the analysis of uninterrupted-flow facilities: © Case Study No.3 illustrates the process of applying HCM techniques to the analysis of a two-lane highway; © Case Stuy No.4 illustrates the process of applying HCM techniques to the analysis ofa freeway; and © Case Study No.6 illustrates the application of alternative tools toa freeway facility in a situation where HICM techniques are unsuitable. ‘Case Studies No. 3 and No. 4 focus on the process of applying the HCM rather than on the details of performing calculations (which are addressed by the ‘example problems in the Volume 2 chapters). These case studies’ computational results were developed by using HCM2000 methodologies and therefore may not match the results obtained from applying the HCM 2010. However, the process of application is the focus, not the specific computational results The Technical Reference Library in Volume 4 contains copies of (or links to) many of the documents referenced in Volume 2 and its supplemental chapters Because the Chapter 10 methodology is foo complex to be implemented by ‘manual pencil-and-paper techniques, the FREEVAL-2010 spreadsheet has been developed to implement the methodology’s calculations, The Technical Reference Library contains a copy of the spreadsheet along with a user’s guide, How to Use Volume Pas vai ‘Volume 2/Uninterupted Flow December 20Highway Capacify Manual 2010 LEVELS OF ANALYSIS AND ANALYSIS TOOLS As discussed in Chapter 2, Applications, HCM methodologies can be applied to the operations, design, preliminary engineering, and planning levels, of analysis. These levels differ both in the amount of field data used in the analysis (as opposed to default values) and in the way the HCM is applied (iteratively, to find a design that meets a desired set of criteria, or asa single application, to evaluate performance given a particular set of inputs). Fach ‘Volume 2 chapter provides a section that discusses how to apply the chapter to these different levels of analysis, along with a section with recommended default values for planning and preliminary engineering analyses. ‘Three Volume 2 chapters (10, 14, and 15) provide generalized service volume tables applicable to freeway facilities, multilane highways, and two-lane highways, respectively. These tables can be used for large-scale planning efforts ‘when the goal is to analyze a large number of facilities to determine where problems might exist or arise or where improvements might be needed. Any facilities identified as likely to experience problems or need improvement should then be subjected to a more detailed analysis that takes into account the existing or likely future characteristics of the specific facility before any detailed decisions on implementing specific improvements are made. Because the service volumes provided in these tables are highly dependent on the default values assumed as inputs, it is recommended that users wishing to apply generalized service volume tables develop their own tables by using local default values, in accordance with the processes described in Appendix A and Appendix B of ‘Chapter 6, HCM and Alternative Analysis Tools, Chapter 6 also describes in general terms the conditions under which the use of altemative tools to supplement HCM capacity and quiality-of se procedures should be considered. Fach Volume 2 chapter contains a section discussing the potential application of alternative tools to the specific system element addressed by the chapter, and Chapters 26-28 in Volume 4 provide example problems illustrating applications of alternative tools to address HOM limitations. Each chapter lists the specific limitations of its methodology. The ‘major limitations are summarized as follows: © Freeways © Operations of oversaturated freeway segments (but not necessarily oversaturated freeway facilities, as discussed later) © Multiple overlapping breakdowns or bottlenecks © Conditions where off-ramp queues extend back onto the freeway or affect the behavior of exiting vehicles © Operation of separated high-occupancy vehicle (HOV) facilities and weaving interactions between HOV and general-purpose lanes © Toll plaza operations co Ramp-metering effects Volume 2/Uninterupted Fow Pase Viv How to Use volume 2 Deconber 2010Highway Capacity Manual 2010 Tow to Use volume 2 © Multilone highwoays © Operations during oversaturated conditions © The impacts of shoulder parking activity, bus stops, or significant pedestrian activity © Possible queuing impacts when a multilane highway segment {cansitions to a two-lane highway segment © Differences between various types of median barriers, and the difference between the impact of a median barrier and a two-way left turn fane © ‘The range of values used to develop the bicycle LOS model (although the model has been successfully applied to rural multilane highways, users should be aware that conditions on many of those highways are outside the range of values used to develop the model) © Teo-lame highaonys © Operations du © Impact of intersection traffic control on the overall facility LOS ing oversaturated conditions 9. The range of values used to develop the bicycle LOS model (although the model has been successfully applied to rural two-lane highways, ‘users should be aware that conditions on many of those highways are ‘outside the range of values used to develop the model) If an analysis of an individual freeway segment reveals the segment to be oversaturated, then Chapter 10, Freeway Facilities, must be used to assess ‘operation of the segment and its impacts on upstream and downstream sections. Ifthe Chapter 10 analysis reveals that the oversaturation would extend beyond the geographic or temporal boundaries of the analysis, then the boundaries of the Chapter 10 analysis should be expanded to contain the oversaturation. If expanding the boundaries of the analysis is not practical, then no analytical tool, indluding the HCM, can give a complete answer in this situation. Page vi ‘Volume 2/Unintarupted Flow ‘December 2010