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LECTURE Week 2 And3
LECTURE Week 2 And3
GENERAL FRAMEWORK
Conceptual guide of HCM 2010
The Highway Capacity Manual (HCM) can be
applied to transportation applications that
range from the highly detailed to the highly
generalized, to roadway system elements that
range from individual points to an entire
transportation system, to four travel modes
that can be considered separately or in
combination, and to several types of roadway
and facility operating conditions
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UNINTERRUPTED FLOW
Uninterruptedflow facilities have no fixed causes of delay or
interruption external to the traffic stream.
Volume 2of the HCM provides analysis methodologies for
interruptedflow facilities
Freeways and their components operate under the purest
form of uninterrupted flow. Not only there are no fixed
interruptions to traffic flow, but access is controlled and
limited to ramp locations.
Multilane highways and two-lane highways can also operate
under uninterrupted flow in long segments between points of
fixed interruption. On multilane and twolane highways, it is
often necessary to examine points of fixed interruption (e.g.,
traffic signals) as well as uninterruptedflow segments.
The traffic stream on uninterruptedflow facilities is the result
of individual vehicles interacting with each other and the
facilitys geometric characteristics.
InterruptedFlow Facilities
Urban streets are the most common form of this kind of facility. Exclusive
pedestrian and bicycle facilities are also treated as interrupted flow, since they
may occasionally intersect other streets at locations where pedestrians and
bicyclists do not automatically receive the rightofway.
The traffic flow patterns on an interruptedflow facility are the result not only of
vehicle interactions and the facilitys geometric characteristics but also of the
traffic control used at intersections and the frequency of access points to the
facility. Traffic signals, for example, allow designated movements to occur ony
during certain portions of the signal cycle (and, therefore, only during certain
portions of an hour).
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UNDERSATURATED FLOW
Traffic flow during the analysis period is
specified as undersaturated when the
following conditions are satisfied
(a) the arrival flow rate is lower than the
capacity of a point or segment,
(b) no residual queue remains from a prior
breakdown of the facility,
(c) traffic flow is unaffected by downstream
conditions.
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OVERSATURATED FLOW
Traffic flow during an analysis period is
characterized as oversaturatedwhen any of
the following conditions is satisfied:
(a) the arrival flow rate exceeds the capacity of a
point or segment,
(b) a queue created from a prior breakdown of
a facility has not yet dissipated,
(c) traffic flow is affected by downstream
conditions.
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Expressway/Freeway
ref: chapter 10 hcm 2010
chapter 11 hcm 2010
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FREEWAY FACILITIES
IN GENERAL AS INTRO..
Weaving segments are segments of the freeway where two or more vehicle flows
must cross each others path. They are usually formed when merge areas are
followed by diverge areas. They are also formed when an on-ramp is followed by
an off-ramp and the two are connected by an auxiliary lane.
Ramp segments are points at which on- and off-ramps join the freeway. The
junction formed at this point is an area of turbulence due to concentrations of
merging or diverging vehicles.
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BASE CONDITIONS
The base conditions under which the full capacity
of a basic freeway segment is achieved include
good weather, good visibility, no incidents or
accidents, no work zone activity, and no
pavement deterioration serious enough to affect
operations.
This methodology assumes that these conditions
exist. If any of these conditions do not exist, the
speed, LOS, and capacity of the freeway segment
can be expected to be worse than those
predicted by this methodology.
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Types of Flow
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The research leading to these curves (1, 2) found that several factors affect
the FFS of a basic freeway segment, including the lane width, rightshoulder
clearance, and ramp density. Ramp density is the average number of
onramps plus offramps in a 6mi range, 3 mi upstream and 3 mi
downstream of the midpoint of the study segment. Many other factors are
likely to influence FFS: horizontal and vertical alignment, posted speed limits,
level of speed enforcement, lighting conditions, and weather. Although these
factors may affect FFS, little information is available that would allow their
quantification
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LOS criteria
A basic freeway segment can be characterized by three
performance measures: density in passenger cars per
mile per lane (pc/mi/ln), space mean speed in miles
per hour (mi/h), and the ratio of demand flow rate to
capacity (v/c). Each of these measures is an indication
of how well traffic is being accommodated by the basic
freeway segment.
Because speed is constant through a broad range of
flows and the v/c ratio is not directly discernible to
road users (except at capacity), the service measure for
basic freeway segments is density. Exhibit 115 shows
the criteria.
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APPLICATIONS
The methodology in this chapter is relatively straightforward, so it can be directly used
in any one of four applications:
1. Operational analysis: All traffic and roadway conditions are specified for an existing
facility or a future facility with forecast conditions. The existing or expected LOS is
determined.
2. Design analysis: A forecast demand volume is used, and key design parameters are
specified (e.g., lane width and lateral clearance). The number of lanes required to
deliver a target LOS is determined.
3. Planning and preliminary engineering: The basic scenario is the same as that for
design analysis, except that the analysis is conducted at a much earlier stage of the
development process. Inputs include default values, and the demand volume is
usually stated as an annual average daily traffic (AADT) value.
4. Service flow rates and service volumes: The service flow rate, service volume, or
daily service volume, or all three, are estimated for each LOS for an existing or future
facility. All traffic and roadway conditions must be specified for this type of analysis.
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