HCM2010 - CH13 Merge Diverge

Highway Capacity Manual 2010
CHAPTER 13
FREEWAY MERGE AND DIVERGE SEGMENTS
CONTENTS
1. INTRODUCTION..................................................................................................13Ȭ1
RampȱComponents............................................................................................. 13Ȭ1
ClassificationȱofȱRamps...................................................................................... 13Ȭ2
RampȱandȱRampȱJunctionȱAnalysisȱBoundaries ............................................ 13Ȭ2
Ramp–FreewayȱJunctionȱOperationalȱConditions ......................................... 13Ȭ3
BaseȱConditions .................................................................................................. 13Ȭ3
LOSȱCriteriaȱforȱMergeȱandȱDivergeȱSegments.............................................. 13Ȭ4
RequiredȱInputȱData........................................................................................... 13Ȭ5
2. METHODOLOGY .................................................................................................13Ȭ7
ScopeȱofȱtheȱMethodology................................................................................. 13Ȭ7
LimitationsȱofȱtheȱMethodology ....................................................................... 13Ȭ7
Overview ............................................................................................................. 13Ȭ7
ComputationalȱSteps........................................................................................ 13Ȭ10
SpecialȱCases ..................................................................................................... 13Ȭ22
OverlappingȱRampȱInfluenceȱAreas .............................................................. 13Ȭ27
3. APPLICATIONS ..................................................................................................13Ȭ28
DefaultȱValues................................................................................................... 13Ȭ28
EstablishȱAnalysisȱBoundaries........................................................................ 13Ȭ28
TypesȱofȱAnalysis ............................................................................................. 13Ȭ29
UseȱofȱAlternativeȱTools .................................................................................. 13Ȭ31
4. EXAMPLEȱPROBLEMS.......................................................................................13Ȭ36
ExampleȱProblemȱ1:ȱIsolatedȱOneȬLane,ȱRightȬHandȱOnȬRampȱtoȱaȱ
FourȬLaneȱFreeway ................................................................................... 13Ȭ36
ExampleȱProblemȱ2:ȱTwoȱAdjacentȱSingleȬLane,ȱRightȬHandȱOffȬRampsȱ
onȱaȱSixȬLaneȱFreeway.............................................................................. 13Ȭ38
ExampleȱProblemȱ3:ȱOneȬLaneȱOnȬRampȱFollowedȱbyȱaȱOneȬLaneȱ
OffȬRampȱonȱanȱEightȬLaneȱFreeway..................................................... 13Ȭ43
ExampleȱProblemȱ4:ȱSingleȬLane,ȱLeftȬHandȱOnȬRampȱonȱaȱSixȬLaneȱ
Freeway....................................................................................................... 13Ȭ48
ExampleȱProblemȱ5:ȱServiceȱFlowȱRatesȱandȱServiceȱVolumesȱforȱanȱ
IsolatedȱOnȬRampȱonȱaȱSixȬLaneȱFreeway............................................. 13Ȭ51
5. REFERENCES .......................................................................................................13Ȭ56
Chapter 13/Freeway Merge and Diverge Segments Page 13-i Contents

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LIST OF EXHIBITS
Exhibitȱ13Ȭ1ȱRampȱInfluenceȱAreasȱIllustrated ...................................................... 13Ȭ3

Exhibitȱ13Ȭ2ȱLOSȱCriteriaȱforȱFreewayȱMergeȱandȱDivergeȱSegments ............... 13Ȭ4
Exhibitȱ13Ȭ3ȱMeasuringȱtheȱLengthȱofȱAccelerationȱandȱDecelerationȱLanes.... 13Ȭ6
Exhibitȱ13Ȭ4ȱFlowchartȱforȱAnalysisȱofȱRamp–FreewayȱJunctions...................... 13Ȭ8
Exhibitȱ13Ȭ5ȱKeyȱRampȱJunctionȱVariables............................................................. 13Ȭ9
Exhibitȱ13Ȭ6ȱModelsȱforȱPredictingȱPFMȱatȱOnȬRampsȱorȱMergeȱAreas ............ 13Ȭ13
Exhibitȱ13Ȭ7ȱModelsȱforȱPredictingȱPFDȱatȱOffȬRampsȱorȱDivergeȱAreas.......... 13Ȭ14
Exhibitȱ13Ȭ8ȱCapacityȱofȱRamp–FreewayȱJunctionsȱ(pc/h)................................. 13Ȭ18
Exhibitȱ13Ȭ9ȱCapacityȱofȱHighȬSpeedȱRampȱJunctionsȱonȱMultilaneȱ
HighwaysȱandȱCȬDȱRoadwaysȱ(pc/h) ............................................................ 13Ȭ18
Exhibitȱ13Ȭ10ȱCapacityȱofȱRampȱRoadwaysȱ(pc/h).............................................. 13Ȭ18
Exhibitȱ13Ȭ11ȱEstimatingȱSpeedȱatȱOnȬRampȱ(Merge)ȱJunctions....................... 13Ȭ20
Exhibitȱ13Ȭ12ȱEstimatingȱSpeedȱatȱOffȬRampȱ(Diverge)ȱJunctions.................... 13Ȭ21
Exhibitȱ13Ȭ13ȱEstimatingȱAverageȱSpeedȱofȱAllȱVehiclesȱatȱRamp–Freewayȱ
Junctions............................................................................................................. 13Ȭ21
Exhibitȱ13Ȭ14ȱTypicalȱGeometryȱofȱaȱTwoȬLaneȱRamp–FreewayȱJunction ...... 13Ȭ22
Exhibitȱ13Ȭ15ȱCommonȱGeometriesȱforȱTwoȬLaneȱOffȬRamp–Freewayȱ
Junctions............................................................................................................. 13Ȭ24
Exhibitȱ13Ȭ16ȱAdjustmentȱFactorsȱforȱLeftȬHandȱRamp–FreewayȱJunctions... 13Ȭ25
Exhibitȱ13Ȭ17ȱExpectedȱFlowȱinȱLaneȱ5ȱofȱaȱ10ȬLaneȱFreewayȱImmediatelyȱ
UpstreamȱofȱaȱRamp–FreewayȱJunction........................................................ 13Ȭ25
Exhibitȱ13Ȭ18ȱMajorȱMergeȱAreasȱIllustrated ....................................................... 13Ȭ26
Exhibitȱ13Ȭ19ȱMajorȱDivergeȱAreasȱIllustrated .................................................... 13Ȭ27
Exhibitȱ13Ȭ20ȱLimitationsȱofȱtheȱHCMȱRampsȱandȱRampȱJunctionsȱ
Procedure........................................................................................................... 13Ȭ32
Exhibitȱ13Ȭ21ȱListȱofȱExampleȱProblems ............................................................... 13Ȭ36
Exhibitȱ13Ȭ22ȱCapacityȱChecksȱforȱExampleȱProblemȱ2...................................... 13Ȭ41
Exhibitȱ13Ȭ23ȱCapacityȱChecksȱforȱExampleȱProblemȱ3...................................... 13Ȭ46
Exhibitȱ13Ȭ24ȱIllustrativeȱServiceȱFlowȱRatesȱandȱServiceȱVolumesȱBasedȱ
onȱApproachingȱFreewayȱDemand................................................................ 13Ȭ54
Exhibitȱ13Ȭ25ȱIllustrativeȱServiceȱFlowȱRatesȱandȱServiceȱVolumesȱBasedȱ
onȱaȱFixedȱFreewayȱDemand .......................................................................... 13Ȭ55
ȱ
ȱ
ȱȱ
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1. INTRODUCTION
FreewayȱmergeȱandȱdivergeȱsegmentsȱoccurȱprimarilyȱatȱonȬrampȱandȱoffȬ VOLUME 2: UNINTERRUPTED FLOW

10. Freeway Facilities
rampȱjunctionsȱwithȱtheȱfreewayȱmainline.ȱTheyȱcanȱalsoȱoccurȱatȱmajorȱmergeȱorȱ 11. Basic Freeway Segments
divergeȱpointsȱwhereȱmainlineȱroadwaysȱjoinȱorȱseparate.ȱ 12. Freeway Weaving Segments
13. Freeway Merge and Diverge
Aȱrampȱisȱaȱdedicatedȱroadwayȱprovidingȱaȱconnectionȱbetweenȱtwoȱ Segments
14. Multilane Highways
highwayȱfacilities.ȱOnȱfreeways,ȱallȱmovementsȱontoȱandȱoffȱofȱtheȱfreewayȱareȱ 15. Two-Lane Highways
madeȱatȱrampȱjunctions—designedȱtoȱpermitȱrelativelyȱhighȬspeedȱmergingȱandȱ
divergingȱmaneuversȱwhileȱlimitingȱtheȱdisruptionȱtoȱtheȱmainȱtrafficȱstream.ȱ Freeway merge and diverge
segments include ramp junctions and
Someȱrampsȱonȱfreewaysȱconnectȱtoȱcollector–distributorȱ(CȬD)ȱroadways,ȱwhichȱ points where mainline roadways join
inȱturnȱprovideȱaȱjunctionȱwithȱtheȱfreewayȱmainline.ȱRampsȱmayȱappearȱonȱ or separate.
multilaneȱhighways,ȱtwoȬlaneȱhighways,ȱarterials,ȱandȱurbanȱstreets,ȱbutȱsuchȱ
facilitiesȱmayȱalsoȱuseȱsignalizedȱandȱunsignalizedȱintersectionsȱatȱsuchȱ
junctions.ȱ
TheȱproceduresȱinȱChapterȱ13,ȱFreewayȱMergeȱandȱDivergeȱSegments,ȱfocusȱ This chapter provides guidance for
using the procedures on multilane
onȱramp–freewayȱjunctions,ȱbutȱguidanceȱisȱalsoȱprovidedȱtoȱallowȱapproximateȱ highways and C-D roadways.
useȱofȱsuchȱproceduresȱonȱmultilaneȱhighwaysȱandȱonȱCȬDȱroadways.ȱ
RAMP COMPONENTS
Aȱrampȱconsistsȱofȱthreeȱelements:ȱtheȱrampȱroadwayȱandȱtwoȱjunctions.ȱ
Junctionsȱvaryȱgreatlyȱinȱdesignȱandȱcontrolȱfeaturesȱbutȱgenerallyȱfitȱintoȱoneȱofȱ
theseȱcategories:ȱ
x Ramp–freewayȱjunctionsȱ(orȱaȱjunctionȱwithȱaȱCȬDȱroadwayȱorȱmultilaneȱ
highwayȱsegment),ȱorȱ
x Ramp–streetȱjunctions.ȱ
Whenȱaȱrampȱconnectsȱoneȱfreewayȱtoȱanother,ȱtheȱrampȱconsistsȱofȱtwoȱ
ramp–freewayȱjunctionsȱandȱtheȱrampȱroadway.ȱWhenȱaȱrampȱconnectsȱaȱ
freewayȱtoȱaȱsurfaceȱfacility,ȱitȱgenerallyȱconsistsȱofȱaȱramp–freewayȱjunction,ȱtheȱ
Ramps to multilane highways and
rampȱroadway,ȱandȱaȱramp–streetȱjunction.ȱWhenȱaȱrampȱconnectionȱtoȱaȱsurfaceȱ C-D roadways that are designed for
facilityȱ(suchȱasȱaȱmultilaneȱhighway)ȱorȱaȱCȬDȱroadwayȱisȱdesignedȱforȱhighȬ high-speed merging or diverging may
be classified as ramp–freeway
speedȱmergingȱorȱdivergingȱwithoutȱcontrol,ȱitȱmayȱbeȱclassifiedȱasȱaȱramp– junctions for analysis purposes.
freewayȱjunctionȱforȱtheȱpurposeȱofȱanalysis.ȱ
Ramp–streetȱjunctionsȱmayȱbeȱuncontrolled,ȱSTOPȬcontrolled,ȱYIELDȬ
controlled,ȱorȱsignalized.ȱAnalysisȱofȱramp–streetȱjunctionsȱisȱnotȱdetailedȱinȱthisȱ See Chapter 22 for a discussion of
chapter;ȱrather,ȱitȱisȱdiscussedȱinȱChapterȱ22,ȱInterchangeȱRampȱTerminals.ȱNote,ȱ ramp–street junctions.
however,ȱthatȱanȱoffȬramp–streetȱjunction,ȱparticularlyȱifȱsignalized,ȱcanȱresultȱinȱ Ramp queuing from a junction of an

off-ramp and street can influence the
queuingȱonȱtheȱrampȱroadwayȱthatȱcanȱinfluenceȱoperationsȱatȱtheȱramp–freewayȱ operations of the ramp–freeway
junctionȱandȱevenȱmainlineȱfreewayȱconditions.ȱMainlineȱoperationsȱcanȱalsoȱbeȱ junction and the upstream freeway.
affectedȱbyȱplatoonȱentriesȱcreatedȱbyȱramp–streetȱintersectionȱcontrol.ȱ
Theȱgeometricȱcharacteristicsȱofȱramp–freewayȱjunctionsȱvary.ȱTheȱlengthȱ
andȱtypeȱ(parallel,ȱtaper)ȱofȱaccelerationȱorȱdecelerationȱlane(s),ȱtheȱfreeȬflowȱ
speedȱ(FFS)ȱofȱbothȱtheȱrampȱandȱtheȱfreewayȱinȱtheȱvicinityȱofȱtheȱramp,ȱ
proximityȱofȱotherȱramps,ȱandȱotherȱelementsȱallȱaffectȱmergingȱandȱdivergingȱ
operations.ȱ
Chapter 13/Freeway Merge and Diverge Segments Page 13-1 Introduction

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CLASSIFICATION OF RAMPS
Rampsȱandȱramp–freewayȱjunctionsȱmayȱoccurȱinȱaȱwideȱvarietyȱofȱ
configurations.ȱSomeȱofȱtheȱkeyȱcharacteristicsȱofȱrampsȱandȱrampȱjunctionsȱareȱ
summarizedȱbelow:ȱ
x Ramp–freewayȱjunctionsȱthatȱaccommodateȱmergingȱmaneuversȱareȱ
classifiedȱasȱonȬramps.ȱThoseȱthatȱaccommodateȱdivergingȱmaneuversȱareȱ
classifiedȱasȱoffȬramps.ȱWhereȱtheȱjunctionsȱaccommodateȱtheȱmergingȱofȱ
twoȱmajorȱfacilities,ȱtheyȱareȱclassifiedȱasȱmajorȱmergeȱjunctions.ȱWhereȱ
theyȱaccommodateȱtheȱdivergenceȱofȱtwoȱmajorȱroadways,ȱtheyȱareȱ
classifiedȱasȱmajorȱdivergeȱjunctions.ȱ
x TheȱmajorityȱofȱrampsȱareȱrightȬhandȱramps.ȱSome,ȱhowever,ȱjoinȱwithȱ
Left-hand ramps are
considered as special cases theȱleftȱlane(s)ȱofȱtheȱfreewayȱandȱareȱclassifiedȱasȱleftȬhandȱramps.ȱ
later in this chapter.
x Rampȱroadwaysȱmayȱhaveȱoneȱorȱtwoȱlanes.ȱAtȱonȬrampȱfreewayȱ
Merge and diverge segments
with two lanes at the point of junctions,ȱmostȱtwoȬlaneȱrampȱroadwaysȱmergeȱintoȱaȱsingleȱlaneȱbeforeȱ
merge or diverge are mergingȱwithȱtheȱfreeway.ȱInȱthisȱcase,ȱtheȱjunctionȱisȱclassifiedȱasȱaȱoneȬ
considered as special cases
later in this chapter. laneȱramp–freewayȱjunctionȱonȱtheȱbasisȱofȱtheȱmethodologyȱofȱthisȱ
chapter.ȱInȱotherȱcases,ȱaȱtwoȬlaneȱramp–freewayȱmergeȱexists,ȱandȱaȱ
specialȱanalysisȱmodelȱisȱusedȱ(seeȱthisȱchapter’sȱSpecialȱCasesȱsection).ȱȱ
x ForȱtwoȬlaneȱoffȬramps,ȱaȱsingleȱlaneȱmayȱexistȱatȱtheȱramp–freewayȱ
diverge,ȱwithȱtheȱroadwayȱwideningȱtoȱtwoȱlanesȱafterȱtheȱdiverge.ȱAsȱ
withȱonȬramps,ȱsuchȱcasesȱareȱclassifiedȱasȱoneȬlaneȱramp–freewayȱ
junctionsȱonȱtheȱbasisȱofȱthisȱchapter’sȱmethodology.ȱTwoȬlaneȱoffȬrampȱ
roadways,ȱhowever,ȱoftenȱhaveȱtwoȱlanesȱatȱtheȱdivergeȱpointȱasȱwell.ȱ
Theseȱareȱtreatedȱbyȱusingȱaȱspecialȱmodelȱ(seeȱthisȱchapter’sȱSpecialȱ
Casesȱsection).ȱ
x Ramp–freewayȱmergeȱandȱdivergeȱoperationsȱareȱaffectedȱbyȱtheȱsizeȱofȱ
theȱfreewayȱsegmentȱ(inȱoneȱdirection).ȱ
x Ramp–freewayȱmergeȱandȱdivergeȱoperationsȱmayȱbeȱaffectedȱbyȱtheȱ
proximityȱofȱadjacentȱrampsȱandȱtheȱflowȱratesȱonȱthoseȱramps.ȱ
Theȱnumberȱofȱcombinationsȱofȱtheseȱcharacteristicsȱthatȱcanȱoccurȱisȱveryȱ
large.ȱForȱanyȱanalysis,ȱallȱofȱtheseȱ(andȱother)ȱcharacteristicsȱmustȱbeȱspecifiedȱifȱ
meaningfulȱresultsȱareȱtoȱbeȱobtained.ȱ
RAMP AND RAMP JUNCTION ANALYSIS BOUNDARIES

Rampsȱandȱrampȱjunctionsȱdoȱnotȱoperateȱindependentlyȱofȱtheȱroadwaysȱ
theyȱconnect.ȱThus,ȱoperatingȱconditionsȱonȱtheȱmainȱroadwaysȱcanȱaffectȱ
operationsȱonȱtheȱrampȱandȱrampȱjunctions,ȱandȱviceȱversa.ȱInȱparticular,ȱaȱ
breakdownȱ[LevelȱofȱServiceȱ(LOS)ȱF]ȱatȱaȱramp–freewayȱjunctionȱmayȱhaveȱ
seriousȱeffectsȱonȱtheȱfreewayȱupstreamȱorȱdownstreamȱofȱtheȱjunction.ȱTheseȱ
effectsȱcanȱinfluenceȱfreewayȱoperationsȱforȱmilesȱinȱtheȱworstȱcases.ȱ
With undersaturated Forȱmostȱstableȱoperations,ȱhowever,ȱstudiesȱ(1)ȱhaveȱshownȱthatȱtheȱ
conditions, the operational operationalȱimpactsȱofȱramp–freewayȱjunctionsȱareȱmoreȱlocalized.ȱThus,ȱtheȱ
impacts of ramp–freeway
junctions occur within a 1,500- methodologyȱpresentedȱinȱthisȱchapterȱpredictsȱtheȱoperatingȱcharacteristicsȱ
ft-long influence area. withinȱaȱdefinedȱrampȱinfluenceȱarea.ȱForȱrightȬhandȱonȬramps,ȱtheȱrampȱ
influenceȱareaȱincludesȱtheȱaccelerationȱlane(s)ȱandȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱ
Introduction Page 13-2 Chapter 13/Freeway Merge and Diverge Segments

December 2010
mainlineȱ(rightmostȱandȱsecondȱrightmost)ȱforȱaȱdistanceȱofȱ1,500ȱftȱdownstreamȱ
ofȱtheȱmergeȱpoint.ȱForȱrightȬhandȱoffȬramps,ȱtheȱrampȱinfluenceȱareaȱincludesȱ The influence area includes the
acceleration/deceleration lane and
theȱdecelerationȱlane(s)ȱandȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱforȱaȱdistanceȱofȱ1,500ȱftȱ the right two lanes of the freeway
upstreamȱofȱtheȱdivergeȱpoint.ȱExhibitȱ13Ȭ1ȱillustratesȱtheȱdefinitionȱofȱrampȱ (left two lanes for left-hand ramps).
influenceȱareas.ȱForȱleftȬhandȱramps,ȱtheȱtwoȱleftmostȱlanesȱofȱtheȱfreewayȱareȱ
affected.ȱ
Exhibit 13-1
Ramp Influence Areas Illustrated
ȱ 1,500 ft ȱ 1,500 ft ȱ
(a) Merge Influence Area (b) Diverge Influence Area
RAMP–FREEWAY JUNCTION OPERATIONAL CONDITIONS

Ramp–freewayȱjunctionsȱcreateȱturbulenceȱinȱtheȱmergingȱorȱdivergingȱ
trafficȱstream.ȱInȱgeneral,ȱtheȱturbulenceȱisȱtheȱresultȱofȱhighȱlaneȬchangingȱrates.ȱ ȱ
TheȱactionȱofȱindividualȱmergingȱvehiclesȱenteringȱtheȱLaneȱ1ȱtrafficȱstreamȱ
createsȱturbulenceȱinȱtheȱvicinityȱofȱtheȱramp.ȱApproachingȱfreewayȱvehiclesȱ Ramp influence areas experience
moveȱtowardȱtheȱleftȱtoȱavoidȱtheȱturbulence.ȱThus,ȱtheȱrampȱinfluenceȱareaȱ higher rates of lane-changing than
normally occur in basic freeway
experiencesȱaȱhigherȱrateȱofȱlaneȬchangingȱthanȱisȱnormallyȱpresentȱonȱrampȬfreeȱ segments.
portionsȱofȱfreeway.ȱ
AtȱoffȬramps,ȱtheȱbasicȱmaneuverȱisȱaȱdiverge—aȱsingleȱtrafficȱstreamȱ
separatingȱintoȱtwoȱstreams.ȱExitingȱvehiclesȱmustȱoccupyȱtheȱlane(s)ȱadjacentȱtoȱ
theȱoffȬrampȱ(Laneȱ1ȱforȱaȱsingleȬlaneȱrightȬhandȱoffȬramp).ȱThus,ȱasȱtheȱoffȬrampȱ
isȱapproached,ȱvehiclesȱleavingȱtheȱfreewayȱmustȱmoveȱtoȱtheȱright.ȱThisȱcausesȱ
otherȱfreewayȱvehiclesȱtoȱredistributeȱasȱtheyȱmoveȱleftȱtoȱavoidȱtheȱturbulenceȱofȱ
theȱimmediateȱdivergeȱarea.ȱAgain,ȱtheȱrampȱinfluenceȱareaȱhasȱaȱhigherȱrateȱofȱ
laneȬchangingȱthanȱisȱnormallyȱpresentȱonȱrampȬfreeȱportionsȱofȱfreeway.ȱ
Vehicleȱinteractionsȱareȱdynamicȱinȱrampȱinfluenceȱareas.ȱApproachingȱ
freewayȱthroughȱvehiclesȱwillȱmoveȱleftȱasȱlongȱasȱthereȱisȱcapacityȱtoȱdoȱso.ȱ
Whereasȱtheȱintensityȱofȱrampȱflowȱinfluencesȱtheȱbehaviorȱofȱthroughȱfreewayȱ
vehicles,ȱgeneralȱfreewayȱcongestionȱcanȱalsoȱactȱtoȱlimitȱrampȱflow,ȱcausingȱ
diversionȱtoȱotherȱinterchangesȱorȱroutes.ȱ
Exhibitȱ13Ȭ1ȱandȱtheȱaccompanyingȱdiscussionȱrelateȱtoȱsingleȬlaneȱrightȬ
handȱramps.ȱForȱtwoȬlaneȱrightȬhandȱramps,ȱtheȱcharacteristicsȱareȱbasicallyȱtheȱ
same,ȱexceptȱthatȱtwoȱaccelerationȱorȱdecelerationȱlanesȱmayȱbeȱpresent.ȱForȱleftȬ
handȱramps,ȱmergingȱandȱdivergingȱobviouslyȱtakeȱplaceȱonȱtheȱleftȱsideȱofȱtheȱ
freeway.ȱThisȱchapter’sȱmethodologyȱisȱbasedȱonȱrightȬhandȱramps,ȱbutȱ
modificationsȱallowingȱtheȱadaptationȱofȱtheȱmethodologyȱtoȱconsiderȱleftȬhandȱ
rampsȱareȱpresentedȱinȱtheȱSpecialȱCasesȱsectionȱofȱthisȱchapter.ȱ
BASE CONDITIONS
Theȱbaseȱconditionsȱforȱtheȱmethodologyȱpresentedȱinȱthisȱchapterȱareȱtheȱ Base conditions for merge and
diverge segments are the same as for
sameȱasȱforȱotherȱtypesȱofȱfreewayȱsegments:ȱ other types of freeway segments.

December 2010
x Noȱheavyȱvehicles,ȱ
x 12Ȭftȱlanes,ȱ
x Adequateȱlateralȱclearancesȱ(ǃ6ȱft),ȱandȱ
x Roadȱusersȱfamiliarȱwithȱtheȱfacilityȱ(i.e.,ȱfpȱ=ȱ1.00).ȱ
LOS CRITERIA FOR MERGE AND DIVERGE SEGMENTS

LOS A–E is defined in terms of Merge/divergeȱsegmentȱLOSȱisȱdefinedȱinȱtermsȱofȱdensityȱforȱallȱcasesȱofȱ
density; LOS F exists when stableȱoperationȱ(LOSȱA–E).ȱLOSȱFȱexistsȱwhenȱtheȱfreewayȱdemandȱexceedsȱtheȱ
demand exceeds capacity.
capacityȱofȱtheȱupstreamȱ(diverges)ȱorȱdownstreamȱ(merges)ȱfreewayȱsegment,ȱ
orȱwhereȱtheȱoffȬrampȱdemandȱexceedsȱtheȱoffȬrampȱcapacity.ȱ
AtȱLOSȱA,ȱunrestrictedȱoperationsȱexist,ȱandȱtheȱdensityȱisȱlowȱenoughȱtoȱ
permitȱsmoothȱmergingȱorȱdivergingȱwithȱveryȱlittleȱturbulenceȱinȱtheȱtrafficȱ
stream.ȱAtȱLOSȱB,ȱmergingȱandȱdivergingȱmaneuversȱbecomeȱnoticeableȱtoȱ
throughȱdrivers,ȱandȱminimalȱturbulenceȱoccurs.ȱAtȱLOSȱC,ȱspeedȱwithinȱtheȱ
rampȱinfluenceȱareaȱbeginsȱtoȱdeclineȱasȱturbulenceȱlevelsȱbecomeȱmuchȱmoreȱ
noticeable.ȱBothȱrampȱandȱfreewayȱvehiclesȱbeginȱtoȱadjustȱtheirȱspeedsȱtoȱ
accomplishȱsmoothȱtransitions.ȱAtȱLOSȱD,ȱturbulenceȱlevelsȱinȱtheȱinfluenceȱareaȱ
becomeȱintrusive,ȱandȱvirtuallyȱallȱvehiclesȱslowȱtoȱaccommodateȱmergingȱorȱ
divergingȱmaneuvers.ȱSomeȱrampȱqueuesȱmayȱformȱatȱheavilyȱusedȱonȬramps,ȱ
butȱfreewayȱoperationȱremainsȱstable.ȱLOSȱEȱrepresentsȱoperatingȱconditionsȱ
approachingȱorȱatȱcapacity.ȱSmallȱchangesȱinȱdemandȱorȱdisruptionsȱwithinȱtheȱ
trafficȱstreamȱcanȱcauseȱbothȱrampȱandȱfreewayȱqueuesȱtoȱform.ȱ
LOSȱFȱdefinesȱoperatingȱconditionsȱwithinȱqueuesȱthatȱformȱonȱbothȱtheȱ
rampȱandȱtheȱfreewayȱmainlineȱwhenȱcapacityȱisȱexceededȱbyȱdemand.ȱForȱonȬ
ramps,ȱLOSȱFȱexistsȱwhenȱtheȱtotalȱdemandȱflowȱrateȱfromȱtheȱupstreamȱfreewayȱ
segmentȱandȱtheȱonȬrampȱexceedsȱtheȱcapacityȱofȱtheȱdownstreamȱfreewayȱ
segment.ȱForȱoffȬramps,ȱLOSȱFȱexistsȱwhenȱtheȱtotalȱdemandȱflowȱrateȱonȱtheȱ
approachingȱupstreamȱfreewayȱsegmentȱexceedsȱtheȱcapacityȱofȱtheȱupstreamȱ
freewayȱsegment.ȱLOSȱFȱalsoȱoccursȱwhenȱtheȱoffȬrampȱdemandȱexceedsȱtheȱ
capacityȱofȱtheȱoffȬramp.ȱ
Exhibitȱ13Ȭ2ȱsummarizesȱtheȱLOSȱcriteriaȱforȱfreewayȱmergeȱandȱdivergeȱ
segments.ȱTheseȱcriteriaȱapplyȱtoȱallȱramp–freewayȱjunctionsȱandȱmayȱalsoȱbeȱ
appliedȱtoȱmajorȱmergesȱandȱdiverges;ȱhighȬspeed,ȱuncontrolledȱmergeȱorȱ
divergeȱrampsȱonȱmultilaneȱhighwayȱsections;ȱandȱmergesȱandȱdivergesȱonȱ
freewayȱCȬDȱroadways.ȱLOSȱisȱnotȱdefinedȱforȱrampȱroadways,ȱwhileȱtheȱLOSȱofȱ
aȱramp–streetȱjunctionȱisȱdefinedȱinȱChapterȱ22,ȱInterchangeȱRampȱTerminals.ȱ
Exhibit 13-2 LOS Density (pc/mi/ln) Comments

LOS Criteria for Freeway A 10 Unrestricted operations
Merge and Diverge B >10–20 Merging and diverging maneuvers noticeable to drivers
Segments C >20–28 Influence area speeds begin to decline
D >28–35 Influence area turbulence becomes intrusive
E >35 Turbulence felt by virtually all drivers
F Demand exceeds capacity Ramp and freeway queues form

December 2010
REQUIRED INPUT DATA

Theȱanalysisȱofȱaȱramp–freewayȱjunctionȱrequiresȱdetailsȱconcerningȱtheȱ
junctionȱunderȱanalysisȱandȱadjacentȱupstreamȱandȱdownstreamȱramps,ȱinȱ
additionȱtoȱtheȱdataȱrequiredȱforȱaȱtypicalȱfreewayȱanalysis.ȱ
Data Describing the Freeway

Theȱfollowingȱinformationȱconcerningȱtheȱfreewayȱmainlineȱisȱneededȱtoȱ
conductȱanȱanalysis:ȱ
1. FFS:ȱ55–75ȱmi/h;ȱ
2. Numberȱofȱmainlineȱfreewayȱlanes:ȱ2–5;ȱ
3. Terrain:ȱlevel,ȱrolling,ȱorȱmountainous;ȱorȱpercentȱgradeȱandȱlength;ȱ
4. Heavyȱ vehicleȱ presence:ȱ percentȱ trucksȱ andȱ buses,ȱ percentȱ recreationalȱ
vehiclesȱ(RVs);ȱ
5. Demandȱflowȱrateȱimmediatelyȱupstreamȱofȱtheȱramp–freewayȱjunction;ȱ
6. Peakȱhourȱfactor:ȱupȱtoȱ1.00;ȱandȱ
7. Driverȱpopulationȱfactor:ȱ0.85–1.00.ȱ
TheȱfreewayȱFFSȱisȱbestȱmeasuredȱinȱtheȱfield.ȱIfȱaȱfieldȱmeasurementȱisȱnotȱ FFS is best measured in the field but
can be estimated by using the
available,ȱoneȱmayȱbeȱestimatedȱbyȱusingȱtheȱmethodologyȱforȱbasicȱfreewayȱ methodology for basic freeway
segmentsȱpresentedȱinȱChapterȱ11,ȱBasicȱFreewayȱSegments.ȱToȱuseȱthisȱ segments or multilane highways, as
applicable.
methodology,ȱinformationȱonȱlaneȱwidths,ȱlateralȱclearances,ȱnumberȱofȱlanes,ȱ
andȱtotalȱrampȱdensityȱisȱrequired.ȱIfȱtheȱrampȱjunctionȱisȱlocatedȱonȱaȱmultilaneȱ
highwayȱorȱCȬDȱroadway,ȱtheȱFFSȱrangeȱisȱsomewhatȱlowerȱ(45–60ȱmi/h)ȱandȱcanȱ
beȱestimatedȱbyȱusingȱtheȱmethodologyȱinȱChapterȱ14,ȱMultilaneȱHighways,ȱifȱnoȱ
fieldȱmeasurementsȱareȱavailable.ȱTheȱmethodologyȱcanȱbeȱappliedȱtoȱfacilitiesȱ
withȱanyȱFFS.ȱItsȱuseȱwithȱmultilaneȱhighwaysȱorȱCȬDȱroadwaysȱmustȱbeȱ
consideredȱapproximate,ȱhowever,ȱsinceȱitȱwasȱnotȱcalibratedȱwithȱdataȱfromȱ
theseȱtypesȱofȱfacilities.ȱȱ
Whereȱtheȱramp–freewayȱjunctionȱisȱonȱaȱspecificȱgrade,ȱtheȱlengthȱofȱtheȱ
gradeȱisȱmeasuredȱfromȱitsȱbeginningȱtoȱtheȱpointȱofȱtheȱrampȱjunction.ȱ
Theȱdriverȱpopulationȱfactorȱisȱgenerallyȱ1.00,ȱunlessȱtheȱdemandȱconsistsȱ
primarilyȱofȱdriversȱwhoȱareȱnotȱregularȱusersȱofȱtheȱfacility.ȱInȱsuchȱcases,ȱanȱ
appropriateȱvalueȱshouldȱbeȱbasedȱonȱfieldȱobservationsȱatȱtheȱlocationȱunderȱ
studyȱorȱatȱsimilarȱnearbyȱlocations.ȱȱ
Data Describing the Ramp–Freeway Junction

Theȱfollowingȱinformationȱconcerningȱtheȱramp–freewayȱjunctionȱisȱneededȱ
toȱconductȱanȱanalysis:ȱ
1. Typeȱofȱramp:ȱonȬramp,ȱoffȬramp,ȱmajorȱmerge,ȱmajorȱdiverge;ȱ
2. Sideȱofȱjunction:ȱrightȬhand,ȱleftȬhand;ȱ
3. Numberȱofȱlanesȱonȱrampȱroadway:ȱ1ȱlane,ȱ2ȱlanes;ȱ
4. Numberȱofȱrampȱlanesȱatȱramp–freewayȱjunction:ȱ1ȱlane,ȱ2ȱlanes;ȱ
5. Lengthȱofȱacceleration/decelerationȱlane(s);ȱ
6. FFSȱofȱtheȱrampȱroadway:ȱ20–50ȱmi/h;ȱ

December 2010
7. Rampȱterrain:ȱlevel,ȱrolling,ȱorȱmountainous;ȱorȱpercentȱgrade,ȱlength;ȱ
8. Demandȱflowȱrateȱonȱramp;ȱ
9. Heavyȱvehicleȱpresence:ȱpercentȱtrucksȱandȱbuses,ȱpercentȱRVs;ȱ
10. Peakȱhourȱfactor:ȱupȱtoȱ1.00;ȱ
11. Driverȱpopulationȱfactor:ȱ0.85–1.00;ȱandȱ
12. Forȱadjacentȱupstreamȱorȱdownstreamȱramps:ȱ
a. Upstreamȱorȱdownstreamȱdistanceȱtoȱtheȱmerge/divergeȱunderȱstudy,ȱ
b. Demandȱflowȱrateȱonȱtheȱupstreamȱorȱdownstreamȱramp,ȱandȱ
c. Peakȱhourȱfactorȱandȱheavyȱvehicleȱpercentagesȱforȱtheȱupstreamȱorȱ
downstreamȱramp.ȱ
The length of the acceleration Theȱlengthȱofȱtheȱaccelerationȱorȱdecelerationȱlaneȱincludesȱtheȱtaperedȱ
or deceleration lane includes
the tapered portion of the
portionȱofȱtheȱramp.ȱExhibitȱ13Ȭ3ȱillustratesȱlengthsȱforȱbothȱparallelȱandȱtaperedȱ
ramp. rampȱdesigns.ȱ
Exhibit 13-3
Measuring the Length of
Acceleration and
Deceleration Lanes
ȱ LA ȱ LA ȱ
(a) Parallel Acceleration Lane (b) Tapered Acceleration Lane
ȱ LD ȱ LD ȱ
(c) Parallel Deceleration Lane (d) Tapered Deceleration Lane
Source: Traffic Engineering, 3rd edition (2).
Length of Analysis Period

Theȱanalysisȱperiodȱforȱanyȱfreewayȱanalysis,ȱincludingȱrampȱjunctions,ȱisȱ
generallyȱtheȱpeakȱ15Ȭminȱperiodȱwithinȱtheȱpeakȱhour.ȱAnyȱ15Ȭminȱperiodȱcanȱ
beȱanalyzed,ȱhowever.ȱ

December 2010
2. METHODOLOGY
SCOPE OF THE METHODOLOGY

Thisȱchapterȱfocusesȱonȱtheȱoperationȱofȱramp–freewayȱjunctions.ȱTheȱ
proceduresȱmayȱbeȱappliedȱinȱanȱapproximateȱmannerȱtoȱcompletelyȱ
uncontrolledȱrampȱterminalsȱonȱotherȱtypesȱofȱfacilities,ȱsuchȱasȱmultilaneȱ
highways,ȱtwoȬlaneȱhighways,ȱandȱfreewayȱCȬDȱroadwaysȱthatȱareȱpartȱofȱ
interchanges.ȱ
Thisȱchapter’sȱproceduresȱcanȱbeȱusedȱtoȱidentifyȱlikelyȱcongestionȱatȱramp–
freewayȱjunctionsȱ(LOSȱF)ȱandȱtoȱanalyzeȱundersaturatedȱoperationsȱ(LOSȱA–E)ȱ
atȱramp–freewayȱjunctions.ȱChapterȱ10,ȱFreewayȱFacilities,ȱprovidesȱproceduresȱ
forȱaȱmoreȱdetailedȱanalysisȱofȱoversaturatedȱflowȱandȱcongestedȱconditionsȱ
alongȱaȱfreewayȱsection,ȱincludingȱweaving,ȱmergeȱandȱdiverge,ȱandȱbasicȱ
freewayȱsegments.ȱ
Theȱproceduresȱinȱthisȱchapterȱresultȱprimarilyȱfromȱstudiesȱconductedȱ
underȱNationalȱCooperativeȱHighwayȱResearchȱProgramȱProjectȱ3Ȭ37ȱ(1,ȱ2).ȱSomeȱ
specialȱapplicationsȱresultedȱfromȱadaptationsȱofȱproceduresȱdevelopedȱinȱtheȱ
1970sȱ(3).ȱAmericanȱAssociationȱofȱStateȱHighwayȱandȱTransportationȱOfficialsȱ
policiesȱ(4)ȱcontainȱadditionalȱmaterialȱonȱtheȱgeometricȱdesignȱandȱdesignȱ
criteriaȱforȱramps.ȱ
LIMITATIONS OF THE METHODOLOGY

Theȱmethodologyȱinȱthisȱchapterȱdoesȱnotȱtakeȱintoȱaccount,ȱnorȱisȱitȱ
applicableȱtoȱ(withoutȱmodificationȱbyȱtheȱanalyst),ȱcasesȱinvolvingȱ
x Specialȱlanes,ȱsuchȱasȱhighȬoccupancyȱvehicleȱ(HOV)ȱlanes,ȱasȱrampȱentryȱ
lanes;ȱ
x Rampȱmetering;ȱorȱ
x Intelligentȱtransportationȱsystemȱfeatures.ȱ
Theȱmethodologyȱdoesȱnotȱexplicitlyȱtakeȱintoȱaccountȱpostedȱspeedȱlimitsȱorȱ
levelȱofȱpoliceȱenforcement.ȱInȱsomeȱcases,ȱlowȱspeedȱlimitsȱandȱstrictȱ
enforcementȱcouldȱresultȱinȱlowerȱspeedsȱandȱhigherȱdensitiesȱthanȱthoseȱ
anticipatedȱbyȱthisȱmethodology.ȱ
OVERVIEW
Exhibitȱ13Ȭ4ȱillustratesȱtheȱcomputationalȱmethodologyȱappliedȱtoȱtheȱ
analysisȱofȱramp–freewayȱjunctions.ȱTheȱanalysisȱisȱgenerallyȱenteredȱwithȱ
knownȱgeometricȱandȱdemandȱfactors.ȱTheȱprimaryȱoutputsȱofȱtheȱanalysisȱareȱ
LOSȱandȱcapacity.ȱTheȱmethodologyȱestimatesȱtheȱdensityȱandȱspeedȱinȱtheȱrampȱ
influenceȱarea.ȱ
ȱ
ȱ
ȱ
ȱ
Chapter 13/Freeway Merge and Diverge Segments Page 13-7 Methodology

December 2010
Exhibit 13-4 Input Data

Flowchart for Analysis of Geometric Data
FFS Freeway
Ramp–Freeway Junctions
FFS Ramp
Demand Flows
STEP 1 Demand Flow Adjustments

Peak Hour Factor, PHF
Heavy Vehicle Adjustment, fHV
Driver Population Adjustment, fp
Compute Adjusted Flow Rates

Equation 13-1
On-Ramp (merge) Off-Ramp (diverge)
Compute demand flow rate in Lanes 1 Compute demand flow rates in Lanes
and 2 immediately upstream of the 1 and 2 immediately upstream of the
STEP 2 merge influence area: diverge influence area:
Equation 13-2 and Exhibit 13-6 Equation 13-8 and Exhibit 13-7
Check Reasonableness Check Reasonableness
Adjust as Needed Adjust as Needed
Compute capacity of merge area and Compute capacity of diverge area and
compare with demand flows: compare with demand flows:
Exhibit 13-8, Exhibit 13-9, and Exhibit 13-10 Exhibit 13-8, Exhibit 13-9, and Exhibit 13-10
Merge Area Capacity Diverge Area Capacity
STEP 3 Ramp Roadway Capacity Ramp Roadway Capacity
Maximum Flow Entering Merge Influence Area Maximum Flow Entering Diverge Influence
Area
Is demand greater than capacity? Is demand greater than capacity?
No Yes No Yes
Compute Density LOS = F Compute Density LOS = F

Equation 13-21 Go to Equation 13-22 Go to
Chapter Chapter
STEP 4 10 10
Determine LOS Determine LOS

Exhibit 13-2 Exhibit 13-2
Estimate Speeds Estimate Speeds

Exhibit 13-11 Exhibit 13-12
STEP 5 Exhibit 13-13 Exhibit 13-13
ȱ
Asȱpreviouslyȱdiscussed,ȱtheȱmethodologyȱfocusesȱonȱmodelingȱtheȱ
operatingȱconditionsȱwithinȱtheȱrampȱinfluenceȱarea,ȱasȱdefinedȱinȱExhibitȱ13Ȭ1.ȱ
BecauseȱtheȱrampȱinfluenceȱareaȱincludesȱonlyȱLanesȱ1ȱandȱ2ȱofȱtheȱfreeway,ȱanȱ
importantȱpartȱofȱtheȱmethodologyȱinvolvesȱpredictingȱtheȱnumberȱofȱ
approachingȱfreewayȱvehiclesȱthatȱremainȱinȱtheseȱlanesȱimmediatelyȱupstreamȱ
ofȱtheȱramp–freewayȱjunction.ȱWhileȱoperationsȱinȱotherȱfreewayȱlanesȱmayȱbeȱ
affectedȱbyȱmergingȱandȱdivergingȱmaneuvers,ȱparticularlyȱunderȱheavyȱflow,ȱ
theȱdefinedȱinfluenceȱareaȱexperiencesȱmostȱofȱtheȱoperationalȱimpactsȱacrossȱallȱ
levelsȱofȱserviceȱ(exceptȱLOSȱF).ȱAtȱbreakdown,ȱqueuesȱandȱoperationalȱimpactsȱ
mayȱextendȱwellȱbeyondȱtheȱdefinedȱinfluenceȱarea.ȱExhibitȱ13Ȭ5ȱillustratesȱkeyȱ
variablesȱinvolvedȱinȱtheȱmethodology.ȱ
Methodology Page 13-8 Chapter 13/Freeway Merge and Diverge Segments

December 2010
Exhibit 13-5
Key Ramp Junction Variables
vF vFO
v12 vR12 DR ,SR
vR
1,500 ft
vF vFO
v12 DR ,SR
vR
1,500 ft ȱ
TheȱvariablesȱillustratedȱinȱExhibitȱ13Ȭ5ȱareȱdefinedȱasȱfollows:ȱ
ȱ vFȱ =ȱ flowȱrateȱonȱfreewayȱimmediatelyȱupstreamȱofȱtheȱrampȱinfluenceȱareaȱ
underȱstudyȱ(pc/h),ȱ
ȱ v12ȱ =ȱ flowȱrateȱinȱfreewayȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱrampȱ
influenceȱareaȱ(pc/h),ȱ
ȱ vFOȱ =ȱ flowȱrateȱonȱtheȱfreewayȱimmediatelyȱdownstreamȱofȱtheȱmergeȱorȱ
divergeȱareaȱ(pc/h),ȱ
ȱ vRȱ =ȱ flowȱrateȱonȱtheȱonȬrampȱorȱoffȬrampȱ(pc/h),ȱ
ȱ vR12ȱ =ȱ sumȱofȱtheȱflowȱratesȱinȱLanesȱ1ȱandȱ2ȱandȱtheȱrampȱflowȱrateȱ(onȬ
rampsȱonly)ȱ(pc/h),ȱ
ȱ DRȱ =ȱ densityȱinȱtheȱrampȱinfluenceȱareaȱ(pc/mi/ln),ȱandȱ
ȱ SRȱ =ȱ averageȱspeedȱinȱtheȱrampȱinfluenceȱareaȱ(mi/h).ȱ
TheȱcomputationalȱprocessȱillustratedȱinȱExhibitȱ13Ȭ4ȱmayȱbeȱbrokenȱintoȱfiveȱ
primaryȱsteps:ȱ
1. Specifyingȱinputȱvariablesȱandȱconvertingȱdemandȱvolumesȱtoȱdemandȱ
flowȱratesȱinȱpassengerȱcarsȱperȱhourȱunderȱequivalentȱbaseȱconditions;ȱ
2. EstimatingȱtheȱflowȱremainingȱinȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱ
immediatelyȱupstreamȱofȱtheȱmergeȱorȱdivergeȱinfluenceȱarea;ȱ
3. Estimatingȱtheȱcapacityȱofȱtheȱmergeȱorȱdivergeȱareaȱandȱcomparingȱtheȱ
capacityȱwithȱtheȱconvertedȱdemandȱflowȱrates;ȱ
4. Forȱstableȱoperationsȱ(i.e.,ȱdemandȱisȱlessȱthanȱorȱequalȱtoȱcapacity),ȱ
estimatingȱtheȱdensityȱwithinȱtheȱrampȱinfluenceȱareaȱandȱdeterminingȱ
theȱexpectedȱLOS;ȱandȱ
5. Whenȱdesired,ȱestimatingȱtheȱaverageȱspeedȱofȱvehiclesȱwithinȱtheȱrampȱ
influenceȱarea.ȱ
Eachȱstepȱisȱdiscussedȱinȱdetailȱinȱtheȱsectionsȱthatȱfollow.ȱ

December 2010
COMPUTATIONAL STEPS
The methodology was TheȱmethodologyȱdescribedȱinȱthisȱsectionȱwasȱcalibratedȱforȱoneȬlane,ȱrightȬ
calibrated for one-lane, right- sideȱramp–freewayȱjunctions.ȱAllȱotherȱcases—twoȬlaneȱrampȱjunctions,ȱleftȬsideȱ
side ramp–freeway junctions.
Other situations are addressed ramps,ȱandȱmajorȱmergeȱandȱdivergeȱconfigurations—areȱanalyzedȱwithȱtheȱ
in the Special Cases section. modifiedȱproceduresȱdetailedȱinȱtheȱSpecialȱCasesȱsection.ȱ
Step 1: Specify Inputs and Convert Demand Volumes to Demand Flow

Rates
Allȱgeometricȱandȱtrafficȱvariablesȱforȱtheȱramp–freewayȱjunctionȱshouldȱbeȱ
specifiedȱasȱinputsȱtoȱtheȱmethodology,ȱasȱdiscussedȱpreviously.ȱFlowȱratesȱonȱ
theȱapproachingȱfreeway,ȱonȱtheȱramp,ȱandȱonȱanyȱexistingȱupstreamȱorȱ
downstreamȱadjacentȱrampsȱmustȱbeȱconvertedȱfromȱhourlyȱvolumesȱ(inȱvehiclesȱ
perȱhour)ȱtoȱpeakȱ15Ȭminȱflowȱratesȱ(inȱpassengerȱcarsȱperȱhour)ȱunderȱ
equivalentȱidealȱconditions:ȱ
Vi
Equation 13-1 vi ȱ
PHF u f HV u f p
whereȱ ȱ ȱ
ȱ viȱ =ȱ demandȱflowȱrateȱforȱmovementȱiȱ(pc/h),ȱ
ȱ Viȱ =ȱ demandȱvolumeȱforȱmovementȱiȱ(veh/h),ȱ
ȱ PHFȱ =ȱ peakȱhourȱfactor,ȱ
ȱ fHVȱ =ȱ adjustmentȱfactorȱforȱheavyȱvehicleȱpresence,ȱandȱ
ȱ fpȱ =ȱ adjustmentȱfactorȱforȱdriverȱpopulation.ȱ
Ifȱdemandȱdataȱorȱforecastsȱareȱalreadyȱstatedȱasȱ15Ȭminȱflowȱrates,ȱPHFȱisȱ
setȱatȱ1.00.ȱAdjustmentȱfactorsȱareȱtheȱsameȱasȱthoseȱusedȱinȱChapterȱ11,ȱBasicȱ
FreewayȱSegments.ȱTheseȱcanȱalsoȱbeȱusedȱwhenȱtheȱprimaryȱfacilityȱisȱaȱ
multilaneȱhighwayȱorȱaȱCȬDȱroadwayȱinȱaȱfreewayȱinterchange.ȱ
Step 2: Estimate the Approaching Flow Rate in Lanes 1 and 2 of the

Freeway Immediately Upstream of the Ramp Influence Area
BecauseȱtheȱrampȱinfluenceȱareaȱincludesȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱ(forȱaȱ
rightȬhandȱramp),ȱaȱcriticalȱstepȱinȱtheȱanalysisȱisȱestimatingȱtheȱtotalȱflowȱrateȱinȱ
Lanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱrampȱinfluenceȱarea.ȱȱ
Theȱdistributionȱofȱfreewayȱvehiclesȱapproachingȱaȱrampȱinfluenceȱareaȱisȱ
affectedȱbyȱaȱnumberȱofȱvariables:ȱ
x TotalȱfreewayȱflowȱapproachingȱtheȱrampȱinfluenceȱareaȱvFȱ(pc/h),ȱ
x TotalȱonȬȱorȱoffȬrampȱflowȱvRȱ(pc/h),ȱ
x TotalȱlengthȱofȱtheȱaccelerationȱlaneȱLAȱorȱdecelerationȱlaneȱLDȱ(ft),ȱandȱ
x FFSȱofȱtheȱrampȱatȱtheȱjunctionȱpointȱSFRȱ(mi/h).ȱ
Theȱlaneȱdistributionȱofȱapproachingȱfreewayȱvehiclesȱmayȱalsoȱbeȱaffectedȱ
byȱadjacentȱupstreamȱorȱdownstreamȱramps.ȱNearbyȱrampsȱcanȱinfluenceȱlaneȱ
distributionȱasȱdriversȱexecuteȱlaneȱchangesȱtoȱpositionȱthemselvesȱforȱrampȱ
movementsȱatȱadjacentȱramps.ȱAnȱonȬramp,ȱforȱexample,ȱlocatedȱonlyȱaȱfewȱ

December 2010
hundredȱfeetȱupstreamȱofȱaȱsubjectȱrampȱmayȱresultȱinȱadditionalȱvehiclesȱinȱ
Lanesȱ1ȱandȱ2ȱatȱtheȱsubjectȱramp.ȱAȱdownstreamȱoffȬrampȱnearȱaȱsubjectȱrampȱ
mayȱcontainȱadditionalȱvehiclesȱinȱLanesȱ1ȱandȱ2ȱdestinedȱforȱtheȱdownstreamȱ
ramp.ȱ
Theoretically,ȱtheȱinfluenceȱofȱadjacentȱupstreamȱandȱdownstreamȱrampsȱ
doesȱnotȱdependȱonȱtheȱsizeȱofȱtheȱfreeway.ȱInȱpracticalȱterms,ȱhowever,ȱthisȱ
methodologyȱonlyȱaccountsȱforȱsuchȱinfluencesȱonȱsixȬlaneȱfreewaysȱ(threeȱlanesȱ
inȱoneȱdirection).ȱOnȱfourȬlaneȱfreewaysȱ(twoȱlanesȱinȱoneȱdirection),ȱtheȱ
determinationȱofȱv12ȱisȱtrivial:ȱsinceȱonlyȱLanesȱ1ȱandȱ2ȱexist,ȱallȱapproachingȱ
freewayȱvehiclesȱare,ȱbyȱdefinition,ȱinȱLanesȱ1ȱandȱ2ȱregardlessȱofȱtheȱproximityȱ
ofȱadjacentȱramps.ȱOnȱeightȬlaneȱ(fourȱlanesȱinȱoneȱdirection)ȱorȱlargerȱfreeways,ȱ
theȱdataȱareȱinsufficientȱtoȱdetermineȱtheȱimpactȱofȱadjacentȱrampsȱonȱlaneȱ
distribution.ȱInȱaddition,ȱtwoȬlaneȱrampsȱareȱneverȱincludedȱasȱ“adjacent”ȱrampsȱ
underȱtheseȱprocedures.ȱ
ForȱsixȬlaneȱfreeways,ȱtheȱmethodologyȱincludesȱaȱprocessȱforȱdeterminingȱ
whetherȱadjacentȱupstreamȱandȱdownstreamȱrampsȱareȱcloseȱenoughȱtoȱ
influenceȱlaneȱdistributionȱatȱaȱsubjectȱrampȱjunction.ȱWhenȱsuchȱrampsȱareȱcloseȱ
enough,ȱtheȱfollowingȱadditionalȱvariablesȱmayȱbeȱinvolved:ȱ
x FlowȱrateȱonȱtheȱadjacentȱupstreamȱrampȱvUȱ(pc/h),ȱ
x Distanceȱbetweenȱtheȱsubjectȱrampȱjunctionȱandȱtheȱadjacentȱupstreamȱ
rampȱjunctionȱLUPȱ(ft),ȱ
x FlowȱrateȱonȱtheȱadjacentȱdownstreamȱrampȱvDȱ(pc/h),ȱandȱ
x Distanceȱbetweenȱtheȱsubjectȱrampȱjunctionȱandȱtheȱadjacentȱdownstreamȱ
rampȱjunctionȱLDOWNȱ(ft).ȱ
Theȱdistanceȱtoȱadjacentȱrampsȱisȱmeasuredȱbetweenȱtheȱpointsȱatȱwhichȱtheȱ
leftȱedgeȱofȱtheȱleftmostȱrampȱlaneȱmeetsȱtheȱrightȬlaneȱedgeȱofȱtheȱfreeway.ȱ
Inȱpracticalȱterms,ȱtheȱinfluenceȱofȱadjacentȱrampsȱrarelyȱextendsȱmoreȱthanȱ
approximatelyȱ8,000ȱft.ȱNevertheless,ȱwhetherȱanȱadjacentȱrampȱonȱaȱsixȬlaneȱ
freewayȱhasȱinfluenceȱshouldȱbeȱdeterminedȱbyȱusingȱtheȱalgorithmsȱspecifiedȱinȱ
thisȱmethodology.ȱ
Ofȱallȱtheseȱvariables,ȱtheȱtotalȱapproachingȱfreewayȱflowȱhasȱtheȱgreatestȱ
impactȱonȱflowȱinȱLanesȱ1ȱandȱ2.ȱTheȱmodelsȱareȱstructuredȱtoȱaccountȱforȱthisȱ
phenomenonȱwithoutȱdistortingȱotherȱrelationships.ȱLongerȱaccelerationȱandȱ
decelerationȱlanesȱlessenȱturbulenceȱasȱrampȱvehiclesȱenterȱorȱleaveȱtheȱfreeway.ȱ
Thisȱleadsȱtoȱlowerȱdensitiesȱandȱhigherȱspeedsȱinȱtheȱrampȱinfluenceȱarea.ȱWhenȱ
theȱrampȱhasȱaȱhigherȱFFS,ȱvehiclesȱcanȱenterȱandȱleaveȱtheȱfreewayȱatȱhigherȱ
speeds,ȱandȱapproachingȱfreewayȱvehiclesȱtendȱtoȱmoveȱleftȱtoȱavoidȱtheȱ
possibilityȱofȱhighȬspeedȱturbulence.ȱThisȱproducesȱgreaterȱpresegregationȱandȱ
smootherȱflowȱacrossȱallȱfreewayȱlanes.ȱ
Whileȱtheȱmodelsȱareȱsimilarlyȱstructured,ȱthereȱareȱdistinctȱdifferencesȱ
betweenȱtheȱlaneȱdistributionȱimpactsȱofȱonȬrampsȱandȱoffȬramps.ȱSeparateȱ
modelsȱareȱpresentedȱforȱeachȱcaseȱinȱtheȱsectionsȱthatȱfollow.ȱ

December 2010
Estimating Flow in Lanes 1 and 2 for On-Ramps (Merge Areas)

TheȱgeneralȱmodelȱforȱonȬrampsȱspecifiesȱthatȱflowȱinȱLanesȱ1ȱandȱ2ȱ
immediatelyȱupstreamȱofȱtheȱmergeȱinfluenceȱareaȱisȱsimplyȱaȱproportionȱofȱtheȱ
approachingȱfreewayȱflow,ȱasȱshownȱinȱEquationȱ13Ȭ2:ȱ
Equation 13-2 v12 vF u PFM ȱ
whereȱ ȱ ȱ
v12ȱ =ȱ flowȱrateȱinȱLanesȱ1ȱandȱ2ȱ(pc/h),ȱ
ȱ vFȱȱ =ȱ totalȱflowȱrateȱonȱfreewayȱimmediatelyȱupstreamȱofȱtheȱonȬrampȱ
(merge)ȱinfluenceȱareaȱ(pc/h),ȱandȱ
ȱ PFMȱ =ȱ proportionȱofȱfreewayȱvehiclesȱremainingȱinȱLanesȱ1ȱandȱ2ȱ
immediatelyȱupstreamȱofȱtheȱonȬrampȱinfluenceȱarea.ȱ
Exhibitȱ13Ȭ6ȱshowsȱtheȱalgorithmsȱusedȱtoȱdetermineȱPFMȱforȱonȬrampsȱorȱ
mergeȱareas.ȱAllȱvariablesȱinȱExhibitȱ13Ȭ6ȱareȱasȱpreviouslyȱdefined.ȱ
ThreeȱequationsȱareȱprovidedȱforȱsixȬlaneȱfreeways.ȱEquationȱ13Ȭ3ȱisȱtheȱbaseȱ
caseȱforȱisolatedȱrampsȱandȱforȱcasesȱinȱwhichȱadjacentȱrampsȱareȱnotȱfoundȱtoȱ
influenceȱmergingȱoperations.ȱEquationȱ13Ȭ4ȱaddressesȱcasesȱwithȱanȱupstreamȱ
adjacentȱoffȬramp,ȱwhileȱEquationȱ13Ȭ5ȱaddressesȱcasesȱwithȱaȱdownstreamȱ
adjacentȱoffȬramp.ȱAdjacentȱonȬrampsȱ(eitherȱupstreamȱorȱdownstream)ȱhaveȱnotȱ
beenȱfoundȱtoȱhaveȱaȱstatisticallyȱsignificantȱimpactȱonȱoperationsȱandȱareȱ
thereforeȱignored;ȱEquationȱ13Ȭ3ȱisȱappliedȱinȱsuchȱcases.ȱ
Adjacentȱupstreamȱorȱdownstreamȱrampsȱdoȱnotȱaffectȱtheȱpredictionȱofȱv12ȱ
forȱtwoȬlaneȱ(oneȱdirection)ȱfreewayȱsegments,ȱsinceȱallȱvehiclesȱareȱinȱLanesȱ1ȱ
andȱ2.ȱDataȱhaveȱbeenȱinsufficientȱtoȱdetermineȱwhetherȱadjacentȱrampsȱ
influenceȱlaneȱdistributionȱonȱfourȬlaneȱ(oneȱdirection)ȱfreewayȱsegments,ȱandȱ
thusȱnoȱsuchȱimpactȱisȱusedȱinȱthisȱmethodology.ȱ
WhereȱanȱupstreamȱorȱdownstreamȱadjacentȱoffȬrampȱexistsȱonȱaȱsixȬlaneȱ
freeway,ȱaȱdeterminationȱasȱtoȱwhetherȱtheȱrampȱisȱcloseȱenoughȱtoȱtheȱsubjectȱ
mergeȱareaȱtoȱinfluenceȱtheȱarea’sȱoperationȱisȱnecessary.ȱTheȱdeterminationȱisȱ
madeȱbyȱfindingȱtheȱequilibriumȱseparationȱdistanceȱLEQ.ȱIfȱtheȱactualȱdistanceȱisȱ
largerȱthanȱorȱequalȱtoȱLEQ,ȱEquationȱ13Ȭ3ȱshouldȱbeȱused.ȱIfȱtheȱactualȱdistanceȱisȱ
shorterȱthanȱLEQ,ȱthenȱEquationȱ13Ȭ4ȱorȱEquationȱ13Ȭ5ȱshouldȱbeȱusedȱasȱ
appropriate.ȱ
ȱ

December 2010
No. of Exhibit 13-6

Freeway Models for Predicting PFM at On-
Lanesa Model(s) for Determining PFM Ramps or Merge Areas
4 PFM 1.000
PFM 0.5775 0.000028ȱ L A Equation 13-3
6 PFM 0.7289 0.0000135ȱv F v R 0.003296SFR 0.000063 LUP Equation 13-4
Equation 13-5
PFM 0.5487 0.2628ȱv D LDOWN
For vF / SFR 72: PFM 0.2178 0.000125v R 0.01115 L A / SFR
8
For vF / SFR >72: PFM 0.2178 0.000125 v R
SELECTING EQUATIONS FOR PFM FOR SIX-LANE FREEWAYS
Adjacent
Upstream Subject Adjacent
Ramp Ramp Downstream Ramp Equation(s) Used
None On None Equation 13-3
None On On Equation 13-3
None On Off Equation 13-5 or 13-3
On On None Equation 13-3
Off On None Equation 13-4 or 13-3
On On On Equation 13-3
On On Off Equation 13-5 or 13-3
Off On On Equation 13-4 or 13-3
Off On Off Equation 13-5 or 13-4 or 13-3
a
Note: 4 lanes = two lanes in each direction; 6 lanes = three lanes in each direction; 8 lanes = four lanes in
each direction.
If an adjacent diverge on a six-lane freeway is not a one-lane, right-side off-ramp, use Equation 13-3.
Theȱequilibriumȱdistanceȱisȱobtainedȱbyȱfindingȱtheȱdistanceȱatȱwhichȱ
Equationȱ13Ȭ3ȱwouldȱyieldȱtheȱsameȱvalueȱofȱPFMȱasȱEquationȱ13Ȭ4ȱorȱEquationȱ
13Ȭ5,ȱasȱappropriate.ȱThisȱresultsȱinȱtheȱfollowing:ȱ
ForȱadjacentȱupstreamȱoffȬramps,ȱuseȱEquationȱ13Ȭ6:ȱ
LEQ 0.214vF vR 0.444 LA 52.32SFR 2 ,403 Equation 13-6
ForȱadjacentȱdownstreamȱoffȬramps,ȱuseȱEquationȱ13Ȭ7:ȱ
vD Equation 13-7
LEQ ȱ
0.1096 0.000107 LA
whereȱallȱtermsȱareȱasȱpreviouslyȱdefined.ȱ
AȱspecialȱcaseȱexistsȱwhenȱbothȱanȱupstreamȱandȱaȱdownstreamȱadjacentȱoffȬ When both adjacent upstream and
downstream off-ramps are present,
rampȱareȱpresent.ȱInȱsuchȱcases,ȱtwoȱdifferentȱvaluesȱofȱPFMȱcouldȱarise:ȱoneȱfromȱ the larger resulting value of PFM is
considerationȱofȱtheȱupstreamȱrampȱandȱtheȱotherȱfromȱconsiderationȱofȱtheȱ used.
downstreamȱrampȱ(theyȱcannotȱbeȱconsideredȱsimultaneously).ȱInȱsuchȱcases,ȱtheȱ
analysisȱresultingȱinȱtheȱlargerȱvalueȱofȱPFMȱisȱused.ȱ
Inȱaddition,ȱtheȱalgorithmsȱusedȱtoȱincludeȱtheȱimpactȱofȱanȱupstreamȱorȱ When an adjacent off-ramp to a
merge area on a six-lane freeway is
downstreamȱoffȬrampȱonȱaȱsixȬlaneȱfreewayȱareȱonlyȱvalidȱforȱsingleȬlane,ȱrightȬ not a one-lane, right-side off-ramp,
sideȱadjacentȱramps.ȱWhereȱadjacentȱoffȬrampsȱconsistȱofȱtwoȬlaneȱjunctionsȱorȱ apply Equation 13-3.
majorȱdivergeȱconfigurations,ȱorȱwhereȱtheyȱareȱonȱtheȱleftȱsideȱofȱtheȱfreeway,ȱ
Equationȱ13Ȭ3ȱisȱalwaysȱapplied.ȱ
Estimating Flow in Lanes 1 and 2 for Off-Ramps (Diverge Areas)

WhenȱapproachingȱanȱoffȬrampȱ(divergeȱarea),ȱallȱoffȬrampȱtrafficȱmustȱbeȱinȱ
freewayȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱrampȱtoȱexecuteȱtheȱdesiredȱ

December 2010
maneuver.ȱThus,ȱforȱoffȬramps,ȱtheȱflowȱinȱLanesȱ1ȱandȱ2ȱconsistsȱofȱallȱoffȬrampȱ
vehiclesȱandȱaȱproportionȱofȱfreewayȱthroughȱvehicles,ȱasȱinȱEquationȱ13Ȭ8:ȱ
Equation 13-8 v12 vR vF vR PFD ȱ
whereȱ ȱ
v12ȱ =ȱ flowȱrateȱinȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱimmediatelyȱupstreamȱofȱtheȱ
decelerationȱlaneȱ(pc/h),ȱ
ȱ vRȱ =ȱ flowȱrateȱonȱtheȱoffȬrampȱ(pc/h),ȱandȱ
ȱ PFDȱ =ȱ proportionȱofȱdivergingȱtrafficȱremainingȱinȱLanesȱ1ȱandȱ2ȱimmediatelyȱ
upstreamȱofȱtheȱdecelerationȱlane.ȱ
ForȱoffȬramps,ȱtheȱpointȱatȱwhichȱflowsȱareȱdefinedȱisȱtheȱbeginningȱofȱtheȱ
decelerationȱlane(s),ȱregardlessȱofȱwhetherȱthisȱpointȱisȱwithinȱorȱoutsideȱtheȱ
rampȱinfluenceȱarea.ȱ
Exhibitȱ13Ȭ7ȱcontainsȱtheȱequationsȱusedȱtoȱestimateȱPFDȱatȱoffȬrampȱdivergeȱ
areas.ȱAsȱwasȱtheȱcaseȱforȱonȬrampsȱ(mergeȱareas),ȱtheȱvalueȱofȱPFDȱforȱfourȬlaneȱ
freewaysȱisȱtrivial,ȱsinceȱonlyȱLanesȱ1ȱandȱ2ȱexist.ȱ
Exhibit 13-7 No. of

Models for Predicting PFD at Freeway
Off-Ramps or Diverge Areas Lanesa Model(s) for Determining PFD
4 PFD 1.000
Equation 13-9 PFD 0.760 0.000025 v F 0.000046 v R
Equation 13-10 6 PFD 0.717 0.000039 v F 0.604 vU / LUP
Equation 13-11 PFD 0.616 0.000021v F 0.124 v D / LDOWN
8 PFD 0.436
SELECTING EQUATIONS FOR PFD FOR SIX-LANE FREEWAYS
Adjacent Adjacent
Upstream Subject Downstream
Ramp Ramp Ramp Equation(s) Used
None Off None Equation 13-9
None Off On Equation 13-9
None Off Off Equation 13-11 or 13-9
On Off None Equation 13-10 or 13-9
Off Off None Equation 13-9
On Off On Equation 13-10 or 13-9
On Off Off Equation 13-11, 13-10, or 13-9
Off Off On Equation 13-9
Off Off Off Equation 13-11 or 13-9
a
Note: 4 lanes = two lanes in each direction; 6 lanes = three lanes in each direction; 8 lanes = four lanes in
each direction.
If an adjacent ramp on a six-lane freeway is not a one-lane, right-side off-ramp, use Equation 13-9.
ForȱsixȬlaneȱfreeways,ȱthreeȱequationsȱareȱpresented.ȱEquationȱ13Ȭ9ȱisȱtheȱ
baseȱcaseȱforȱisolatedȱrampsȱorȱforȱcasesȱinȱwhichȱtheȱimpactȱofȱadjacentȱrampsȱ
canȱbeȱignored.ȱEquationȱ13Ȭ10ȱaddressesȱcasesȱinȱwhichȱthereȱisȱanȱadjacentȱ
upstreamȱonȬramp,ȱwhileȱEquationȱ13Ȭ11ȱaddressesȱcasesȱinȱwhichȱthereȱisȱanȱ
adjacentȱdownstreamȱoffȬramp.ȱAdjacentȱupstreamȱoffȬrampsȱandȱdownstreamȱ
onȬrampsȱhaveȱnotȱbeenȱfoundȱtoȱhaveȱaȱstatisticallyȱsignificantȱimpactȱonȱ
divergeȱoperationsȱandȱmayȱbeȱignored.ȱAllȱvariablesȱinȱExhibitȱ13Ȭ7ȱareȱasȱ
previouslyȱdefined.ȱ

December 2010
Insufficientȱinformationȱisȱavailableȱtoȱestablishȱanȱimpactȱofȱadjacentȱrampsȱ
onȱeightȬlaneȱfreewaysȱ(fourȱlanesȱinȱeachȱdirection).ȱThisȱmethodologyȱdoesȱnotȱ
includeȱsuchȱanȱimpact.ȱȱ
WhereȱanȱadjacentȱupstreamȱonȬrampȱorȱdownstreamȱoffȬrampȱonȱaȱsixȬlaneȱ
freewayȱexists,ȱaȱdeterminationȱasȱtoȱwhetherȱtheȱrampȱisȱcloseȱenoughȱtoȱtheȱ
subjectȱoffȬrampȱtoȱaffectȱitsȱoperationȱisȱnecessary.ȱAsȱwasȱtheȱcaseȱforȱonȬ
ramps,ȱthisȱisȱdoneȱbyȱfindingȱtheȱequilibriumȱdistanceȱLEQ.ȱThisȱdistanceȱisȱ
determinedȱwhenȱEquationȱ13Ȭ9ȱyieldsȱtheȱsameȱvalueȱofȱPFDȱasȱEquationȱ13Ȭ10ȱ
(forȱadjacentȱupstreamȱonȬramps)ȱorȱEquationȱ13Ȭ11ȱ(adjacentȱdownstreamȱoffȬ
ramps).ȱWhenȱtheȱactualȱdistanceȱbetweenȱrampsȱisȱgreaterȱthanȱorȱequalȱtoȱLEQ,ȱ
Equationȱ13Ȭ9ȱisȱused.ȱWhenȱtheȱactualȱdistanceȱbetweenȱrampsȱisȱlessȱthanȱLEQ,ȱ
Equationȱ13Ȭ10ȱorȱEquationȱ13Ȭ11ȱisȱusedȱasȱappropriate.ȱ
ForȱadjacentȱupstreamȱonȬramps,ȱuseȱEquationȱ13Ȭ12ȱtoȱfindȱtheȱequilibriumȱ
distance:ȱ
vu Equation 13-12
LEQ ȱ
0.071 0.000023vF 0.000076vR
ForȱadjacentȱdownstreamȱoffȬramps,ȱuseȱEquationȱ13Ȭ13:ȱ
vD
LEQ ȱ Equation 13-13
1.15 0.000032vF 0.000369vR
AȱspecialȱcaseȱexistsȱwhenȱbothȱanȱadjacentȱupstreamȱonȬrampȱandȱanȱ When both an adjacent upstream on-
ramp and an adjacent downstream
adjacentȱdownstreamȱoffȬrampȱareȱpresent.ȱInȱsuchȱcases,ȱtwoȱsolutionsȱforȱPFDȱ off-ramp are present, the larger
mayȱarise,ȱdependingȱonȱwhichȱadjacentȱrampȱisȱconsideredȱ(bothȱrampsȱcannotȱ resulting value of PFD is used.
beȱconsideredȱsimultaneously).ȱInȱsuchȱcases,ȱtheȱlargerȱvalueȱofȱPFDȱisȱused.ȱ
Asȱwasȱtheȱcaseȱforȱmergeȱareas,ȱtheȱalgorithmsȱusedȱtoȱincludeȱtheȱimpactȱofȱ When an adjacent ramp to a diverge
area on a six-lane freeway is not a
anȱupstreamȱorȱdownstreamȱrampȱonȱaȱsixȬlaneȱfreewayȱareȱonlyȱvalidȱforȱsingleȬ one-lane, right-side ramp, apply
lane,ȱrightȬsideȱadjacentȱramps.ȱWhereȱadjacentȱrampsȱconsistȱofȱtwoȬlaneȱ Equation 13-9.
junctionsȱorȱmajorȱdivergeȱconfigurations,ȱorȱwhereȱtheyȱareȱonȱtheȱleftȱsideȱofȱ
theȱfreeway,ȱEquationȱ13Ȭ9ȱisȱalwaysȱapplied.ȱ
Checking the Reasonableness of the Lane Distribution Prediction

TheȱalgorithmsȱofȱExhibitȱ13Ȭ6ȱandȱExhibitȱ13Ȭ7ȱwereȱdevelopedȱthroughȱ
regressionȱanalysisȱofȱaȱlargeȱdatabase.ȱUnfortunately,ȱregressionȬbasedȱmodelsȱ
mayȱyieldȱunreasonableȱorȱunexpectedȱresultsȱwhenȱappliedȱoutsideȱtheȱstrictȱ
limitsȱofȱtheȱcalibrationȱdatabase,ȱandȱtheyȱmayȱhaveȱinconsistenciesȱatȱtheirȱ
boundaries.ȱ
Therefore,ȱitȱisȱnecessaryȱtoȱapplyȱsomeȱlimitsȱtoȱpredictedȱvaluesȱofȱflowȱinȱ Reasonableness checks on the value
Lanesȱ1ȱandȱ2ȱ(v12).ȱTheȱfollowingȱlimitationsȱapplyȱtoȱallȱsuchȱpredictions:ȱ of v12.
1. Theȱaverageȱflowȱperȱlaneȱinȱtheȱouterȱlanesȱofȱtheȱfreewayȱ(lanesȱotherȱ
thanȱ1ȱandȱ2)ȱshouldȱnotȱbeȱhigherȱthanȱ2,700ȱpc/h/ln.ȱ
2. Theȱ averageȱ flowȱ perȱ laneȱ inȱ outerȱ lanesȱ shouldȱ notȱ beȱ higherȱ thanȱ 1.5ȱ
timesȱtheȱaverageȱflowȱinȱLanesȱ1ȱandȱ2.ȱ

December 2010
Theseȱlimitsȱguardȱagainstȱcasesȱinȱwhichȱtheȱpredictedȱvalueȱofȱv12ȱimpliesȱ
anȱunreasonablyȱhighȱflowȱrateȱinȱouterȱlanesȱofȱtheȱfreeway.ȱWhenȱeitherȱofȱ
theseȱlimitsȱisȱviolated,ȱanȱadjustedȱvalueȱofȱv12ȱmustȱbeȱcomputedȱandȱusedȱinȱ
theȱremainderȱofȱtheȱmethodology.ȱ
Application to Six-Lane Freeways
OnȱaȱsixȬlaneȱfreewayȱ(threeȱlanesȱinȱoneȱdirection),ȱthereȱisȱonlyȱoneȱouterȱ
laneȱtoȱconsider.ȱTheȱflowȱrateȱinȱthisȱouterȱlaneȱ(Laneȱ3)ȱisȱgivenȱbyȱEquationȱ13Ȭ
14:ȱ
Equation 13-14 v3 vF v12 ȱ
whereȱ ȱ
v3ȱ =ȱ flowȱrateȱinȱLaneȱ3ȱofȱtheȱfreewayȱ(pc/h/ln),ȱ
ȱ vFȱ =ȱ flowȱrateȱonȱfreewayȱimmediatelyȱupstreamȱofȱtheȱrampȱinfluenceȱareaȱ
(pc/h),ȱandȱ
v12ȱ =ȱ flowȱrateȱinȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱrampȱinfluenceȱ
areaȱ(pc/h).ȱ
Then,ȱifȱv3ȱisȱgreaterȱthanȱ2,700ȱpc/h,ȱuseȱEquationȱ13Ȭ15:ȱ
Equation 13-15 v12 a vF 2 ,700 ȱ

Ifȱv3ȱisȱgreaterȱthanȱ1.5ȱ×ȱ(v12/2),ȱuseȱEquationȱ13Ȭ16:ȱ
§ vF · ȱ
Equation 13-16 v12 a ¨ ¸
© 1.75 ¹
whereȱv12aȱequalsȱtheȱadjustedȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱ
ofȱtheȱrampȱinfluenceȱareaȱ(pc/h)ȱandȱallȱotherȱvariablesȱareȱasȱpreviouslyȱ
defined.ȱ
Inȱcasesȱwhereȱbothȱlimitationsȱonȱouterȱlaneȱflowȱrateȱareȱviolated,ȱtheȱresultȱ
yieldingȱtheȱhighestȱvalueȱofȱv12aȱisȱused.ȱTheȱadjustedȱvalueȱreplacesȱtheȱoriginalȱ
valueȱofȱv12ȱandȱtheȱanalysisȱcontinues.ȱ
Application to Eight-Lane Freeways

OnȱeightȬlaneȱfreeways,ȱthereȱareȱtwoȱouterȱlanesȱ(Lanesȱ3ȱandȱ4).ȱThus,ȱtheȱ
limitingȱvaluesȱcitedȱpreviouslyȱapplyȱtoȱtheȱaverageȱflowȱrateȱperȱlaneȱinȱtheseȱ
lanes.ȱTheȱaverageȱflowȱinȱtheseȱlanesȱisȱcomputedȱfromȱEquationȱ13Ȭ17:ȱ
vF v12
Equation 13-17 vav 34 ȱ
2
whereȱvav34ȱequalsȱtheȱflowȱrateȱinȱouterȱlanesȱ(pc/h/ln)ȱandȱallȱotherȱvariablesȱareȱ
asȱpreviouslyȱdefined.ȱ
Then,ȱifȱvav34ȱisȱgreaterȱthanȱ2,700,ȱuseȱEquationȱ13Ȭ18:ȱ
Equation 13-18
v12 a vF 5 ,400 ȱ
Ifȱvav34ȱisȱgreaterȱthanȱ1.5ȱ×ȱ(v12/2),ȱuseȱEquationȱ13Ȭ19:ȱ
Equation 13-19 § vF ·
v12 a ¨ ¸ȱ
© 2.50 ¹

December 2010
Inȱcasesȱwhereȱbothȱlimitationsȱonȱouterȱlaneȱflowȱrateȱareȱviolated,ȱtheȱresultȱ
yieldingȱtheȱhighestȱvalueȱofȱv12aȱisȱused.ȱTheȱadjustedȱvalueȱreplacesȱtheȱoriginalȱ
valueȱofȱv12ȱandȱtheȱanalysisȱcontinues.ȱ
Summary of Step 2
Atȱthisȱpoint,ȱanȱappropriateȱvalueȱofȱv12ȱhasȱbeenȱcomputedȱandȱadjustedȱasȱ
necessary.ȱ
Step 3: Estimate the Capacity of the Ramp–Freeway Junction and

Compare with Demand Flow Rates
Thereȱareȱthreeȱmajorȱcheckpointsȱforȱtheȱcapacityȱofȱaȱramp–freewayȱ
junction:ȱ
1. TheȱcapacityȱofȱtheȱfreewayȱimmediatelyȱdownstreamȱofȱanȱonȬrampȱorȱ Locations for checking the capacity of
a ramp–freeway junction.
immediatelyȱupstreamȱofȱanȱoffȬramp,ȱ
2. Theȱcapacityȱofȱtheȱrampȱroadway,ȱandȱ
3. Theȱmaximumȱflowȱrateȱenteringȱtheȱrampȱinfluenceȱarea.ȱ
Inȱmostȱcases,ȱtheȱfreewayȱcapacityȱisȱtheȱcontrollingȱfactor.ȱStudiesȱ(1)ȱhaveȱ Freeway capacity immediately
downstream of an on-ramp or
shownȱthatȱtheȱturbulenceȱinȱtheȱvicinityȱofȱaȱramp–freewayȱjunctionȱdoesȱnotȱ upstream of an off-ramp is usually
diminishȱtheȱcapacityȱofȱtheȱfreeway.ȱ the controlling capacity factor.
TheȱcapacityȱofȱtheȱrampȱroadwayȱisȱrarelyȱaȱfactorȱatȱonȬramps,ȱbutȱitȱcanȱ Failure of a diverge junction is usually

caused by a capacity deficiency at the
playȱaȱmajorȱroleȱatȱoffȬrampȱ(diverge)ȱjunctions.ȱFailureȱofȱaȱdivergeȱjunctionȱisȱ ramp–street terminal or on the off-
mostȱoftenȱcausedȱbyȱaȱcapacityȱdeficiencyȱonȱtheȱoffȬrampȱroadwayȱorȱatȱitsȱ ramp roadway.
ramp–streetȱterminal.ȱ
Whileȱthisȱmethodologyȱestablishesȱaȱmaximumȱdesirableȱrateȱofȱflowȱ
enteringȱtheȱrampȱinfluenceȱarea,ȱexceedingȱthisȱvalueȱdoesȱnotȱcauseȱaȱfailure.ȱ
Instead,ȱitȱmeansȱthatȱoperationsȱmayȱbeȱlessȱdesirableȱthanȱindicatedȱbyȱtheȱ
methodology.ȱAtȱoffȬramps,ȱtheȱtotalȱflowȱrateȱenteringȱtheȱrampȱinfluenceȱareaȱ
isȱmerelyȱtheȱestimatedȱvalueȱofȱv12.ȱAtȱonȬramps,ȱhowever,ȱtheȱonȬrampȱflowȱ
alsoȱentersȱtheȱrampȱinfluenceȱarea.ȱTherefore,ȱtheȱtotalȱflowȱenteringȱtheȱrampȱ
influenceȱareaȱatȱanȱonȬrampȱisȱgivenȱbyȱEquationȱ13Ȭ20:ȱ
vR12 v12 v R ȱ Equation 13-20
whereȱvR12ȱisȱtheȱtotalȱflowȱrateȱenteringȱtheȱrampȱinfluenceȱareaȱatȱanȱonȬrampȱ
(pc/h)ȱandȱallȱotherȱvariablesȱareȱasȱpreviouslyȱdefined.ȱ
Exhibitȱ13Ȭ8ȱshowsȱcapacityȱvaluesȱforȱramp–freewayȱjunctions.ȱExhibitȱ13Ȭ9ȱ
showsȱsimilarȱvaluesȱforȱhighȬspeedȱrampsȱonȱmultilaneȱhighwaysȱandȱCȬDȱ
roadwaysȱwithinȱfreewayȱinterchanges.ȱExhibitȱ13Ȭ10ȱshowsȱtheȱcapacityȱofȱrampȱ
roadways.ȱ

December 2010
Exhibit 13-8 Capacity of Upstream/Downstream Max. Desirable Max. Desirable

Capacity of Ramp–Freeway Freeway Segmenta Flow Rate (vR12) Flow Rate (v12)
Junctions (pc/h) FFS No. of Lanes in One Direction Entering Merge Entering Diverge
(mi/h) 2 3 4 >4 Influence Areab Influence Areab
70 4,800 7,200 9,600 2,400/ln 4,600 4,400
65 4,700 7,050 9,400 2,350/ln 4,600 4,400
60 4,600 6,900 9,200 2,300/ln 4,600 4,400
55 4,500 6,750 9,000 2,250/ln 4,600 4,400
a
Notes: Demand in excess of these capacities results in LOS F.
b
Demand in excess of these values alone does not result in LOS F; operations may be worse than
predicted by this methodology.
Exhibit 13-9 Capacity of

Capacity of High-Speed Upstream/Downstream
Ramp Junctions on Multilane Highway or C-D Segmenta Max. Desirable Max. Desirable Flow
Highways and C-D Roadways No. of Lanes in One Flow Rate (vR12) Rate (v12) Entering
(pc/h) FFS Direction Entering Merge Diverge Influence
(mi/h) 2 3 >3 Influence Areab Areab
60 4,400 6,600 2,200/ln 4,600 4,400
55 4,200 6,300 2,100/ln 4,600 4,400
50 4,000 6,000 2,000/ln 4,600 4,400
45 3,800 5,700 1,900/ln 4,600 4,400
a
Notes: Demand in excess of these capacities results in LOS F.
b
Demand in excess of these values alone does not result in LOS F; operations may be worse than
predicted by this methodology.
Exhibit 13-10
Ramp FFS Capacity of Ramp Roadway
Capacity of Ramp Roadways
SFR (mi/h) Single-Lane Ramps Two-Lane Ramps
(pc/h)
>50 2,200 4,400
>40–50 2,100 4,200
>30–40 2,000 4,000
20–30 1,900 3,800
<20 1,800 3,600
Note: Capacity of a ramp roadway does not ensure an equal capacity at its freeway or other high-speed junction.
Junction capacity must be checked against criteria in Exhibit 13-8 and Exhibit 13-9.
Ramp–Freeway Junction Capacity Checkpoint

Asȱnotedȱpreviously,ȱitȱisȱgenerallyȱtheȱcapacityȱofȱtheȱupstreamȱorȱ
downstreamȱfreewayȱsegmentȱthatȱlimitsȱflowȱthroughȱaȱmergeȱorȱdivergeȱarea,ȱ
assumingȱthatȱtheȱnumberȱofȱfreewayȱlanes enteringȱandȱleavingȱtheȱrampȱ
junctionȱisȱtheȱsame.ȱInȱsuchȱcases,ȱtheȱcriticalȱcheckpointȱforȱfreewayȱcapacityȱisȱ
x ImmediatelyȱdownstreamȱofȱanȱonȬrampȱinfluenceȱareaȱ(vFO),ȱorȱ
x ImmediatelyȱupstreamȱofȱanȱoffȬrampȱinfluenceȱareaȱ(vF).ȱ
Theseȱareȱlogicalȱcheckpoints,ȱsinceȱeachȱrepresentsȱtheȱpointȱatȱwhichȱ
maximumȱfreewayȱflowȱexists.ȱ
Whenȱaȱrampȱjunctionȱorȱmajorȱmerge/divergeȱareaȱinvolvesȱlaneȱadditionsȱ
orȱlaneȱdropsȱatȱtheȱjunction,ȱfreewayȱcapacityȱmustȱbeȱcheckedȱbothȱ
immediatelyȱupstreamȱandȱdownstreamȱofȱtheȱrampȱinfluenceȱarea.ȱ
Failure of any ramp–freeway Failureȱofȱanyȱramp–freewayȱjunctionȱcapacityȱcheckȱ(i.e.,ȱdemandȱexceedsȱ
junction capacity check results capacity:ȱv/cȱisȱgreaterȱthanȱ1.00)ȱresultsȱinȱLOSȱF.ȱ
in LOS F.
Ramp Roadway Capacity Checkpoint

Theȱcapacityȱofȱtheȱrampȱroadwayȱshouldȱalwaysȱbeȱcheckedȱagainstȱtheȱ
demandȱflowȱrateȱonȱtheȱramp.ȱForȱonȬrampȱorȱmergeȱjunctions,ȱthisȱisȱrarelyȱaȱ
problem.ȱTheoretically,ȱcasesȱcouldȱexistȱinȱwhichȱdemandȱexceedsȱcapacity.ȱAȱ

December 2010
failureȱdueȱtoȱinsufficientȱonȬrampȱcapacityȱdoesȱnot,ȱinȱitself,ȱcreateȱproblemsȱonȱ
theȱfreeway.ȱRather,ȱitȱwouldȱresultȱinȱqueuingȱatȱtheȱstreetsideȱterminalȱofȱtheȱ
rampȱ(orȱinȱtheȱcaseȱofȱaȱfreewayȬtoȬfreewayȱramp,ȱonȱtheȱenteringȱfreeway).ȱ
AtȱoffȬrampsȱorȱdivergeȱareas,ȱtheȱmostȱfrequentȱcauseȱofȱfailureȱisȱ
insufficientȱcapacityȱonȱtheȱoffȬramp—dueȱtoȱeitherȱtheȱrampȱroadwayȱorȱaȱ
failureȱofȱtheȱramp–streetȱterminal.ȱThisȱmethodologyȱchecksȱonlyȱforȱtheȱoffȬ
rampȱroadwayȱcapacity.ȱTheȱcapacityȱofȱtheȱramp–streetȱjunctionȱmustȱbeȱ
evaluatedȱbyȱusingȱappropriateȱmethodologiesȱforȱunsignalizedȱintersectionsȱ
(Chapterȱ19,ȱ20,ȱorȱ21)ȱorȱsignalizedȱinterchangeȱrampȱterminalsȱ(Chapterȱ22).ȱ
IfȱtheȱoffȬrampȱdemandȱflowȱrateȱvRȱexceedsȱtheȱcapacityȱofȱtheȱoffȬramp,ȱ
LOSȱFȱprevails.ȱIfȱappropriateȱanalysisȱresultsȱinȱaȱfindingȱthatȱtheȱramp–streetȱ
terminalȱisȱoperatingȱatȱaȱv/cȱratioȱgreaterȱthanȱ1.00ȱonȱtheȱrampȱapproachȱleg,ȱaȱ
queuingȱanalysisȱshouldȱbeȱconductedȱtoȱevaluateȱ(a)ȱtheȱextentȱofȱtheȱqueueȱthatȱ
isȱlikelyȱtoȱexistȱonȱtheȱrampȱroadwayȱandȱ(b)ȱwhetherȱtheȱqueueȱisȱcloseȱenoughȱ
toȱtheȱramp–freewayȱjunctionȱtoȱaffectȱitsȱoperationȱnegatively.ȱ
Maximum Desirable Flow Entering the Ramp Influence Area

Whileȱaȱcheckpointȱforȱv12ȱ(offȬramps)ȱorȱvR12ȱ(onȬramps)ȱisȱconducted,ȱfailureȱ Failure of the check for flow entering
the ramp influence area (v12, vR12)
doesȱnotȱresultȱinȱassignmentȱofȱLOSȱF,ȱunlessȱanotherȱfailureȱoccursȱonȱaȱrampȱ does not automatically result in LOS F
roadwayȱorȱfreewayȱsegment.ȱFailingȱthisȱcheckpointȱgenerallyȱmeansȱthatȱthereȱ but does indicate the need for
additional interpretation of the
willȱbeȱmoreȱturbulenceȱinȱtheȱrampȱjunctionȱinfluenceȱareaȱthanȱpredictedȱbyȱ results.
thisȱmethodology.ȱThus,ȱpredictedȱdensitiesȱareȱmostȱlikelyȱlowerȱthanȱthoseȱthatȱ
willȱexist,ȱandȱpredictedȱspeedsȱareȱmostȱlikelyȱhigherȱthanȱthoseȱthatȱwillȱ
actuallyȱoccur.ȱ
Step 4: Estimate Density in the Ramp Influence Area and Determine

the Prevailing LOS
OnceȱtheȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱrampȱ
influenceȱareaȱisȱdetermined,ȱtheȱexpectedȱdensityȱinȱtheȱrampȱinfluenceȱareaȱcanȱ
beȱestimated.ȱȱ
Density in On-Ramp (Merge) Influence Areas

TheȱdensityȱinȱonȬrampȱinfluenceȱareasȱisȱestimatedȱwithȱEquationȱ13Ȭ21:ȱ
DR 5.475 0.00734 vR 0.0078 v12 0.00627 LA ȱ Equation 13-21
whereȱDRȱisȱtheȱdensityȱinȱtheȱrampȱinfluenceȱareaȱ(pc/mi/ln)ȱandȱallȱotherȱ
variablesȱareȱasȱpreviouslyȱdefined.ȱ
Theȱequationȱisȱlogical.ȱAsȱmoreȱonȬrampȱvehiclesȱandȱfreewayȱvehiclesȱinȱ
Lanesȱ1ȱandȱ2ȱenterȱtheȱrampȱinfluenceȱarea,ȱitsȱdensityȱisȱexpectedȱtoȱincrease.ȱ
Asȱtheȱlengthȱofȱtheȱaccelerationȱlaneȱincreases,ȱthereȱisȱmoreȱphysicalȱspaceȱinȱ
theȱrampȱinfluenceȱarea,ȱandȱoperatingȱspeedsȱofȱmergingȱvehiclesȱareȱexpectedȱ
toȱincrease—bothȱtendingȱtoȱreduceȱdensities.ȱ
Density in Off-Ramp (Diverge) Influence Areas

TheȱdensityȱinȱoffȬrampȱinfluenceȱareasȱisȱestimatedȱwithȱEquationȱ13Ȭ22:ȱ
DR 4.252 0.0086 v12 0.009 LD ȱ Equation 13-22

December 2010
whereȱallȱvariablesȱareȱasȱpreviouslyȱdefined.ȱ
Thisȱequationȱalsoȱfollowsȱlogicalȱtrends.ȱThereȱisȱnoȱseparateȱtermȱforȱvRȱ
becauseȱitȱisȱincludedȱinȱv12ȱforȱoffȬramps.ȱAsȱtheȱnumberȱofȱvehiclesȱenteringȱtheȱ
rampȱinfluenceȱareaȱincreases,ȱdensityȱincreases.ȱAsȱtheȱlengthȱofȱtheȱdecelerationȱ
laneȱincreases,ȱtheȱadditionalȱspaceȱprovidedȱandȱtheȱresultingȱhigherȱspeedsȱofȱ
mergingȱvehiclesȱbothȱactȱtoȱreduceȱdensity.ȱ
Determining LOS
LOSȱinȱrampȱinfluenceȱareasȱisȱdirectlyȱrelatedȱtoȱtheȱestimatedȱdensityȱ
withinȱtheȱarea,ȱasȱgivenȱbyȱEquationȱ13Ȭ21ȱorȱEquationȱ13Ȭ22.ȱExhibitȱ13Ȭ2,ȱ
shownȱpreviously,ȱcontainsȱtheȱcriteriaȱforȱthisȱdetermination.ȱNoteȱagainȱthatȱ
densityȱdefinitionsȱofȱLOSȱapplyȱonlyȱtoȱstableȱflowȱ(i.e.,ȱLOSȱA–E).ȱLOSȱFȱexistsȱ
onlyȱwhenȱtheȱcapacityȱofȱtheȱrampȱjunctionȱisȱinsufficientȱtoȱaccommodateȱtheȱ
existingȱorȱprojectedȱdemandȱflowȱrate.ȱȱ
Ifȱitȱisȱdeterminedȱthatȱaȱmergeȱorȱdivergeȱsegmentȱisȱoperatingȱ(orȱexpectedȱ
toȱoperateȱat)ȱLOSȱF,ȱtheȱanalystȱshouldȱgoȱtoȱChapterȱ10,ȱFreewayȱFacilities,ȱandȱ
conductȱaȱfacilityȱanalysisȱthatȱwillȱestimateȱtheȱspatialȱandȱtimeȱimpactsȱofȱ
queuingȱresultingȱfromȱtheȱbreakdown.ȱ
Step 5: Estimate Speeds in the Vicinity of Ramp–Freeway Junctions

Whileȱanȱestimationȱofȱaverageȱvehicleȱspeedsȱinȱandȱadjacentȱtoȱrampȱ
influenceȱareasȱisȱnotȱnecessary,ȱitȱisȱoftenȱaȱusefulȱadditionalȱperformanceȱ
measure.ȱTwoȱtypesȱofȱspeedsȱmayȱbeȱestimated:ȱ
x Averageȱspeedȱofȱvehiclesȱwithinȱtheȱrampȱinfluenceȱareaȱ(mi/h),ȱandȱ
x Averageȱspeedȱofȱvehiclesȱacrossȱallȱlanesȱ(includingȱouterȱlanes)ȱwithinȱ
theȱ1,500Ȭftȱlengthȱofȱtheȱrampȱinfluenceȱareaȱ(mi/h).ȱ
Bothȱtypesȱofȱspeedsȱareȱneededȱwhenȱaȱfreewayȱfacilityȱanalysisȱisȱ
conductedȱ(Chapterȱ10),ȱwhileȱtheȱfirstȱtypeȱofȱspeedȱprovidesȱaȱusefulȱ
companionȱmeasureȱtoȱdensityȱwithinȱtheȱrampȱinfluenceȱareaȱinȱallȱcases.ȱ
Exhibitȱ13Ȭ11ȱandȱExhibitȱ13Ȭ12ȱprovideȱequationsȱforȱestimatingȱtheȱaverageȱ
speedȱofȱvehiclesȱ(a)ȱwithinȱtheȱrampȱinfluenceȱareaȱandȱ(b)ȱinȱouterȱlanesȱofȱtheȱ
freewayȱadjacentȱtoȱtheȱ1,500Ȭftȱrampȱinfluenceȱarea.ȱForȱfourȬlaneȱfreewaysȱ(twoȱ
lanesȱinȱeachȱdirection),ȱthereȱareȱnoȱ“outerȱlanes.”ȱForȱsixȬlaneȱfreewaysȱ(threeȱ
lanesȱinȱeachȱdirection),ȱthereȱisȱoneȱouterȱlaneȱ(Laneȱ3).ȱForȱeightȬlaneȱfreewaysȱ
(fourȱlanesȱinȱeachȱdirection),ȱthereȱareȱtwoȱouterȱlanesȱ(Lanesȱ3ȱandȱ4).ȱExhibitȱ
13Ȭ13ȱprovidesȱequationsȱtoȱdetermineȱtheȱaverageȱspeedȱofȱallȱvehiclesȱ(rampȱ
plusȱallȱfreewayȱvehicles)ȱwithinȱtheȱ1,500Ȭftȱlengthȱofȱtheȱrampȱinfluenceȱarea.ȱ
Exhibit 13-11 Average

Estimating Speed at On- Speed in Equation
Ramp (Merge) Junctions
Ramp
SR FFS ( FFS 42) MS
influence area MS 0.321 0.0039e ( vR12 / 1,000) 0.002ȱ( LA SFR / 1,000)
SO FFS ȱȱ ȱȱȱȱȱȱȱȱȱ ȱȱȱȱȱȱȱȱȱ ȱȱȱȱȱȱȱȱȱ ȱȱȱȱvOA ȱ500ȱ pc/h
Outer lanes SO FFS 0.0036( vOA 500) ȱȱȱȱȱȱȱȱȱȱȱȱȱ500 ȱpc/hȱȱdȱȱvOA d 2,300ȱ pc/h
of freeway
SO FFS 6.53 0.006( vOA 2 ,300) ȱȱȱȱȱvOA !ȱȱ2,300 ȱpc/h
ȱ

December 2010
Average Exhibit 13-12

Speed in Equation Estimating Speed at Off-
SR FFS ( FFS 42) DS Ramp (Diverge) Junctions
Ramp
influence area DS 0.883 0.00009vR 0.013SFR
Outer lanes of SO 1.097 FFS ȱȱȱȱȱȱȱȱȱȱ ȱȱȱȱȱȱȱȱȱ ȱȱȱȱȱȱȱȱȱ ȱȱ vOA ȱ1,000 pc/h
freeway SO 1.097 FFS 0.0039ȱvOA 1,000 ȱȱȱȱȱȱȱvOA tȱȱ1,000 ȱ pc/h
ȱ
Value Equation Exhibit 13-13
Estimating Average Speed of All
Average flow in outer lanes v F v12 Vehicles at Ramp–Freeway
vOA
vOA (pc/h) NO Junctions
v R12 vOA N O
Average speed for on-ramp S
(merge) junctions § v R12 · § VOA N O ·
(mi/h)
¨¨ ¸¸ ¨¨ ¸¸
© SR ¹ © SO ¹
v12 vOA N O
Average speed for off-ramp S
(diverge) junctions § v12 · § vOA N O ·
¨¨ ¸¸ ¨¨ ¸¸
(mi/h)
© SR ¹ © SO ¹
Whileȱmanyȱ(butȱnotȱall)ȱofȱtheȱvariablesȱinȱExhibitȱ13Ȭ11,ȱExhibitȱ13Ȭ12,ȱandȱ
Exhibitȱ13Ȭ13ȱhaveȱbeenȱdefinedȱpreviously,ȱallȱareȱdefinedȱhereȱforȱconvenience:ȱ
SRȱ =ȱ averageȱspeedȱofȱvehiclesȱwithinȱtheȱrampȱinfluenceȱareaȱ(mi/h);ȱforȱ
mergeȱareas,ȱthisȱincludesȱallȱrampȱandȱfreewayȱvehiclesȱinȱLanesȱ1ȱ
andȱ2;ȱforȱdivergeȱareas,ȱthisȱincludesȱallȱvehiclesȱinȱLanesȱ1ȱandȱ2;ȱ
ȱ SOȱ =ȱ averageȱspeedȱofȱvehiclesȱinȱouterȱlanesȱofȱtheȱfreeway,ȱadjacentȱtoȱtheȱ
1,500Ȭftȱrampȱinfluenceȱareaȱ(mi/h);ȱ
ȱ Sȱ =ȱ averageȱspeedȱofȱallȱvehiclesȱinȱallȱlanesȱwithinȱtheȱ1,500Ȭftȱlengthȱ
coveredȱbyȱtheȱrampȱinfluenceȱareaȱ(mi/h);ȱ
ȱ FFSȱ =ȱ freeȬflowȱspeedȱofȱtheȱfreewayȱ(mi/h);ȱ
ȱ SFRȱ =ȱ freeȬflowȱspeedȱofȱtheȱrampȱ(mi/h);ȱ
ȱ LAȱ =ȱ lengthȱofȱaccelerationȱlaneȱ(ft);ȱ
ȱ LDȱ =ȱ lengthȱofȱdecelerationȱlaneȱ(ft);ȱ
ȱ vRȱ =ȱ demandȱflowȱrateȱonȱrampȱ(pc/h);ȱ
ȱ v12ȱ =ȱ demandȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱimmediatelyȱ
upstreamȱofȱtheȱrampȱinfluenceȱareaȱ(pc/h);ȱ
ȱ vR12ȱ =ȱ totalȱdemandȱflowȱrateȱenteringȱtheȱonȬrampȱinfluenceȱarea,ȱincludingȱ
v12ȱandȱvRȱ(pc/h);ȱ
ȱ vOAȱ =ȱ averageȱdemandȱflowȱperȱlaneȱinȱouterȱlanesȱadjacentȱtoȱtheȱrampȱ
influenceȱareaȱ(notȱincludingȱflowȱinȱLanesȱ1ȱandȱ2)ȱ(pc/h/ln);ȱ
ȱ vFȱ =ȱ demandȱflowȱrateȱonȱfreewayȱimmediatelyȱupstreamȱofȱtheȱrampȱ
influenceȱareaȱ(pc/h);ȱ
ȱ NOȱ =ȱ numberȱofȱouterȱlanesȱonȱtheȱfreewayȱ(1ȱforȱaȱsixȬlaneȱfreeway;ȱ2ȱforȱanȱ
eightȬlaneȱfreeway);ȱ
ȱ MSȱ =ȱ speedȱindexȱforȱonȬrampsȱ(mergeȱareas);ȱthisȱisȱsimplyȱanȱintermediateȱ

December 2010
computationȱthatȱsimplifiesȱtheȱequations;ȱandȱ
ȱ DSȱ =ȱ speedȱindexȱforȱoffȬrampsȱ(divergeȱareas);ȱthisȱisȱsimplyȱanȱ
intermediateȱcomputationȱthatȱsimplifiesȱtheȱequations.ȱ
TheȱequationsȱinȱExhibitȱ13Ȭ11,ȱExhibitȱ13Ȭ12,ȱandȱExhibitȱ13Ȭ13ȱapplyȱonlyȱtoȱ
Exhibit 13-11, Exhibit 13-12,
and Exhibit 13-13 only apply to casesȱinȱwhichȱoperationȱisȱstableȱ(LOSȱA–E).ȱAnalysisȱofȱoperationalȱdetailsȱforȱ
stable flow conditions. Consult casesȱinȱwhichȱLOSȱFȱisȱpresentȱreliesȱonȱdeterministicȱqueuingȱapproaches,ȱasȱ
Chapter 10 for analysis of
oversaturated conditions. presentedȱinȱChapterȱ10,ȱFreewayȱFacilities.ȱ
Flowȱratesȱinȱouterȱlanesȱcanȱbeȱhigherȱthanȱtheȱvalueȱcitedȱforȱbasicȱfreewayȱ
segments.ȱTheȱbasicȱfreewayȱsegmentȱvaluesȱrepresentȱaveragesȱacrossȱallȱ
freewayȱlanes,ȱnotȱflowȱratesȱinȱaȱsingleȱlaneȱorȱaȱsubsetȱofȱlanes.ȱTheȱ
methodologyȱhereinȱallowsȱflowsȱinȱouterȱlanesȱtoȱbeȱasȱhighȱasȱ2,700ȱpc/h/ln.ȱ
Theȱequationsȱforȱaverageȱspeedȱinȱouterȱlanesȱwereȱbasedȱonȱaȱdatabaseȱthatȱ
includedȱaverageȱouterȱlaneȱflowsȱasȱhighȱasȱ2,988ȱpc/h/lnȱwhileȱstillȱmaintainingȱ
stableȱflow.ȱValuesȱoverȱ2,700ȱpc/h/ln,ȱhowever,ȱareȱunusualȱandȱcannotȱbeȱ
expectedȱinȱtheȱmajorityȱofȱsituations.ȱ
Inȱaddition,ȱtheȱequationsȱofȱExhibitȱ13Ȭ11ȱdoȱnotȱallowȱaȱpredictedȱspeedȱ
overȱtheȱFFSȱforȱmergeȱareas.ȱForȱdivergeȱareasȱatȱlowȱflowȱrates,ȱhowever,ȱtheȱ
averageȱspeedȱinȱouterȱlanesȱmayȱmarginallyȱexceedȱtheȱFFS.ȱAsȱwithȱaverageȱ
laneȱflowȱrates,ȱtheȱFFSȱisȱstatedȱasȱanȱaverageȱacrossȱallȱlanes,ȱandȱspeedsȱinȱ
individualȱlanesȱcanȱexceedȱthisȱvalue.ȱDespiteȱthis,ȱtheȱaverageȱspeedȱofȱallȱ
vehiclesȱSȱshouldȱbeȱlimitedȱtoȱaȱmaximumȱvalueȱequalȱtoȱtheȱFFS.ȱ
SPECIAL CASES
Asȱnotedȱpreviously,ȱtheȱcomputationalȱprocedureȱforȱramp–freewayȱ
junctionsȱwasȱcalibratedȱforȱsingleȬlane,ȱrightȬsideȱramps.ȱManyȱotherȱmergeȱandȱ
divergeȱconfigurationsȱmayȱbeȱencountered,ȱhowever.ȱInȱtheseȱcases,ȱtheȱgeneralȱ
methodologyȱisȱmodifiedȱtoȱaccountȱforȱspecialȱsituations.ȱTheseȱmodificationsȱ
areȱdiscussedȱinȱtheȱsectionsȱthatȱfollow.ȱ
Two-Lane On-Ramps
Exhibitȱ13Ȭ14ȱillustratesȱtheȱgeometryȱofȱaȱtypicalȱtwoȬlaneȱramp–freewayȱ
junction.ȱItȱisȱcharacterizedȱbyȱtwoȱseparateȱaccelerationȱlanes,ȱeachȱsuccessivelyȱ
forcingȱmergingȱmaneuversȱtoȱtheȱleft.ȱ
Exhibit 13-14 1,500 ft

Typical Geometry of a Two-
Lane Ramp–Freeway
Junction vF
LA1 LA2
ȱ
TwoȬlaneȱonȬrampsȱentailȱtwoȱmodificationsȱtoȱtheȱbasicȱmethodology:ȱtheȱ
flowȱremainingȱinȱLanesȱ1ȱandȱ2ȱimmediatelyȱupstreamȱofȱtheȱonȬrampȱinfluenceȱ
areaȱisȱgenerallyȱsomewhatȱhigherȱthanȱitȱisȱforȱoneȬlaneȱonȬrampsȱinȱsimilarȱ
situations,ȱandȱdensitiesȱinȱtheȱmergeȱinfluenceȱareaȱareȱlowerȱthanȱthoseȱforȱ
similarȱoneȬlaneȱonȬrampȱsituations.ȱTheȱlowerȱdensityȱisȱprimarilyȱdueȱtoȱtheȱ

December 2010
existenceȱofȱtwoȱaccelerationȱlanesȱandȱtheȱgenerallyȱlongerȱdistanceȱoverȱwhichȱ
theseȱlanesȱextend.ȱThus,ȱtwoȬlaneȱonȬrampsȱhandleȱhigherȱrampȱflowsȱmoreȱ
smoothlyȱandȱatȱaȱbetterȱLOSȱthanȱifȱtheȱsameȱflowsȱwereȱcarriedȱonȱaȱoneȬlaneȱ
ramp–freewayȱjunction.ȱ
TwoȬlaneȱonȬramp–freewayȱjunctions,ȱhowever,ȱdoȱnotȱenhanceȱtheȱcapacityȱ
ofȱtheȱjunction.ȱTheȱdownstreamȱfreewayȱcapacityȱstillȱcontrolsȱtheȱtotalȱoutputȱ
capacityȱofȱtheȱmergeȱarea,ȱandȱtheȱmaximumȱdesirableȱnumberȱofȱvehiclesȱ
enteringȱtheȱrampȱinfluenceȱareaȱisȱnotȱchanged.ȱ
Thereȱareȱthreeȱcomputationalȱmodificationsȱtoȱtheȱgeneralȱmethodologyȱforȱ
twoȬlaneȱonȬramps.ȱ
First,ȱwhileȱv12ȱisȱstillȱestimatedȱasȱvF×PFM,ȱtheȱvaluesȱofȱPFMȱareȱmodifiedȱasȱ
follows:ȱ
x ForȱfourȬlaneȱfreeways:ȱ PFMȱ =ȱ 1.000;ȱ
x ForȱsixȬlaneȱfreeways:ȱ PFMȱ =ȱ 0.555;ȱandȱ
x ForȱeightȬlaneȱfreeways:ȱ PFMȱ =ȱ 0.209.ȱ
Second,ȱinȱallȱequationsȱusingȱtheȱlengthȱofȱtheȱaccelerationȱlaneȱLA,ȱthisȱ
valueȱisȱreplacedȱbyȱtheȱeffectiveȱlengthȱofȱbothȱaccelerationȱlanesȱLAeffȱfromȱ
Equationȱ13Ȭ23:ȱ
LAeff 2 LA 1 LA 2 ȱ Equation 13-23
AȱtwoȬlaneȱrampȱisȱalwaysȱconsideredȱtoȱbeȱisolatedȱ(i.e.,ȱnoȱadjacentȱrampȱ
conditionsȱaffectȱtheȱcomputation).ȱ
ComponentȱlengthsȱareȱasȱillustratedȱinȱExhibitȱ13Ȭ14.ȱ
Two-Lane Off-Ramps
TwoȱcommonȱtypesȱofȱdivergeȱgeometriesȱareȱinȱuseȱwithȱtwoȬlaneȱoffȬ
ramps,ȱasȱshownȱinȱExhibitȱ13Ȭ15.ȱInȱtheȱfirst,ȱtwoȱsuccessiveȱdecelerationȱlanesȱ
areȱintroduced.ȱInȱtheȱsecond,ȱaȱsingleȱdecelerationȱlaneȱisȱused.ȱTheȱleftȬhandȱ
rampȱlaneȱsplitsȱfromȱLaneȱ1ȱofȱtheȱfreewayȱatȱtheȱgoreȱarea,ȱwithoutȱaȱ
decelerationȱlane.ȱ
AsȱisȱtheȱcaseȱforȱtwoȬlaneȱonȬramps,ȱthereȱareȱthreeȱcomputationalȱstepȱ
modifications.ȱWhileȱv12ȱisȱstillȱcomputedȱasȱvRȱ+ȱ(vFȱ–ȱvR)ȱ×ȱPFD,ȱtheȱvaluesȱofȱPFDȱ
areȱmodifiedȱasȱfollows:ȱ
x ForȱfourȬlaneȱfreeways:ȱ PFDȱ =ȱ 1.000;ȱ
x ForȱsixȬlaneȱfreeways:ȱ PFDȱ =ȱ 0.450;ȱandȱ
x ForȱeightȬlaneȱfreeways:ȱ PFDȱ =ȱ 0.260.ȱ
ȱ

December 2010
Exhibit 13-15
1,500 ft
Common Geometries for
Two-Lane Off-Ramp–
Freeway Junctions
vF vFO
v12
LD2 LD1 ȱ
1,500 ft
vFO
v12
LD ȱ
Whereȱaȱsingleȱdecelerationȱlaneȱisȱused,ȱthereȱisȱnoȱmodificationȱtoȱtheȱ
lengthȱofȱtheȱdecelerationȱlaneȱLD;ȱwhereȱtwoȱdecelerationȱlanesȱexist,ȱtheȱlengthȱ
isȱreplacedȱbyȱtheȱeffectiveȱlengthȱLDeffȱinȱallȱequations,ȱobtainedȱfromȱEquationȱ
13Ȭ24:ȱ
Equation 13-24 LDeff 2 LD1 LD 2 ȱ
AȱtwoȬlaneȱrampȱisȱalwaysȱconsideredȱtoȱbeȱisolatedȱ(i.e.,ȱnoȱadjacentȱrampȱ
conditionsȱaffectȱtheȱcomputation).ȱ
ComponentȱlengthsȱareȱasȱillustratedȱinȱExhibitȱ13Ȭ15.ȱ
The capacity of a two-lane off- TheȱcapacityȱofȱaȱtwoȬlaneȱoffȬrampȱfreewayȱjunctionȱisȱessentiallyȱequalȱtoȱ
ramp is essentially equal to thatȱofȱaȱsimilarȱoneȬlaneȱoffȬramp;ȱthatȱis,ȱtheȱtotalȱflowȱcapacityȱthroughȱtheȱ
that of a similar one-lane off-
ramp. divergeȱisȱunchanged.ȱItȱisȱlimitedȱbyȱtheȱupstreamȱfreeway,ȱtheȱdownstreamȱ
freeway,ȱorȱtheȱoffȬrampȱcapacity.ȱWhileȱtheȱcapacityȱisȱnotȱaffectedȱbyȱtheȱ
presenceȱofȱtwoȬlaneȱjunctions,ȱtheȱlaneȱdistributionȱofȱvehiclesȱisȱmoreȱflexibleȱ
thanȱinȱaȱsimilarȱoneȬlaneȱcase.ȱTheȱtwoȬlaneȱjunctionȱmayȱalsoȱbeȱableȱtoȱ
accommodateȱaȱhigherȱoffȬrampȱflowȱthanȱcanȱaȱsingleȬlaneȱoffȬramp.ȱ
Left-Hand On- and Off-Ramps

Whileȱtheyȱareȱnotȱnormallyȱrecommended,ȱleftȬhandȱramp–freewayȱ
junctionsȱdoȱexistȱonȱsomeȱfreeways,ȱandȱtheyȱoccurȱfrequentlyȱonȱCȬDȱ
roadways.ȱTheȱleftȬhandȱrampȱinfluenceȱareaȱcoversȱtheȱsameȱ1,500Ȭftȱlengthȱasȱ
thatȱofȱrightȬhandȱramps—upstreamȱofȱoffȬramps;ȱdownstreamȱofȱonȬramps.ȱȱ
ForȱrightȬhandȱramps,ȱtheȱrampȱinfluenceȱareaȱinvolvesȱLanesȱ1ȱandȱ2ȱofȱtheȱ
freeway.ȱForȱleftȬhandȱramps,ȱtheȱrampȱinfluenceȱareaȱinvolvesȱtheȱtwoȱleftmostȱ
lanesȱofȱtheȱfreeway.ȱForȱfourȬlaneȱfreewaysȱ(twoȱlanesȱinȱeachȱdirection),ȱthisȱ
doesȱnotȱinvolveȱanyȱchanges,ȱsinceȱonlyȱLanesȱ1ȱandȱ2ȱexist.ȱForȱsixȬlaneȱ
freewaysȱ(threeȱlanesȱinȱeachȱdirection),ȱtheȱflowȱinȱLanesȱ2ȱandȱ3ȱ(v23)ȱisȱ
involved.ȱForȱeightȬlaneȱfreewaysȱ(fourȱlanesȱinȱeachȱdirection),ȱtheȱflowȱinȱLanesȱ
3ȱandȱ4ȱ(v34)ȱisȱinvolved.ȱ

December 2010
WhileȱthereȱisȱnoȱdirectȱmethodologyȱforȱtheȱanalysisȱofȱleftȬhandȱramps,ȱ
someȱrationalȱmodificationsȱcanȱbeȱappliedȱtoȱtheȱrightȬhandȱrampȱmethodologyȱ
toȱproduceȱreasonableȱresultsȱ(3).ȱ
Itȱisȱsuggestedȱthatȱanalystsȱcomputeȱv12ȱasȱifȱtheȱrampȱwereȱonȱtheȱright.ȱAnȱ
estimateȱofȱtheȱappropriateȱflowȱrateȱinȱtheȱtwoȱleftmostȱlanesȱisȱthenȱobtainedȱbyȱ
multiplyingȱtheȱresultȱbyȱtheȱadjustmentȱfactorsȱshownȱinȱExhibitȱ13Ȭ16.ȱ
Adjustment Factor for Left-Hand Ramps Exhibit 13-16

Freeway Size On-Ramps Off-Ramps Adjustment Factors for Left-Hand
Four-lane 1.00 1.00 Ramp–Freeway Junctions
Six-lane 1.12 1.05
Eight-lane 1.20 1.10
Theȱremainingȱcomputationsȱforȱdensityȱandȱspeedȱcontinueȱbyȱusingȱtheȱ
valueȱofȱv23ȱ(sixȬlaneȱfreeways)ȱorȱv34ȱ(eightȬlaneȱfreeways),ȱasȱappropriate.ȱAllȱ
capacityȱvaluesȱremainȱunchanged.ȱ
Ramp–Freeway Junctions on 10-Lane Freeways (Five Lanes in Each

Direction)
Freewayȱsegmentsȱwithȱfiveȱcontinuousȱlanesȱinȱaȱsingleȱdirectionȱareȱ
becomingȱmoreȱcommonȱinȱNorthȱAmerica.ȱAȱprocedureȱisȱthereforeȱneededȱtoȱ
analyzeȱaȱsingleȬlane,ȱrightȬhandȱonȬȱorȱoffȬrampȱonȱsuchȱaȱsegment.ȱ
Theȱapproachȱtakenȱisȱrelativelyȱsimple:ȱestimateȱtheȱflowȱinȱLaneȱ5ȱofȱsuchȱaȱ
segmentȱandȱdeductȱitȱfromȱtheȱapproachingȱfreewayȱflowȱvF.ȱWithȱtheȱLaneȱ5ȱ
flowȱdeducted,ȱtheȱsegmentȱcanȱnowȱbeȱtreatedȱasȱifȱitȱwereȱanȱeightȬlaneȱ
freewayȱ(4).ȱExhibitȱ13Ȭ17ȱshowsȱtheȱrecommendedȱvaluesȱforȱflowȱrateȱinȱLaneȱ5ȱ
ofȱtheseȱsegments.ȱ
On-Ramps Off-Ramps Exhibit 13-17

Approaching Approaching Approaching Approaching Expected Flow in Lane 5 of a 10-
Freeway Flow Lane 5 Flow Freeway Flow Lane 5 Flow Lane Freeway Immediately
vF (pc/h) v5 (pc/h) vF (pc/h) v5 (pc/h) Upstream of a Ramp–Freeway
8,500 2,500 Junction
7,000 0.200 vF
7,500–8,499 0.285 vF
5,500–6,999 0.150 vF
6,500–7,499 0.270 vF
4,000–5,499 0.100 vF
5,500–6,499 0.240 vF
<4,000 0ȱ
<5,500 0.220 vF
OnceȱtheȱexpectedȱflowȱinȱLaneȱ5ȱisȱdetermined,ȱtheȱeffectiveȱtotalȱfreewayȱ
flowȱrateȱinȱtheȱremainingȱfourȱlanesȱisȱcomputedȱfromȱEquationȱ13Ȭ25:ȱ
vF 4 eff v F v5 ȱ Equation 13-25
whereȱ ȱ
ȱ vF4effȱ =ȱ effectiveȱapproachingȱfreewayȱflowȱinȱfourȱlanesȱ(pc/h),ȱ
ȱ vFȱ =ȱ totalȱapproachingȱfreewayȱflowȱinȱfiveȱlanesȱ(pc/h),ȱandȱ
ȱ v5ȱ =ȱ estimatedȱapproachingȱfreewayȱflowȱinȱLaneȱ5ȱ(pc/h).ȱ
Theȱremainderȱofȱtheȱanalysisȱusesȱtheȱadjustedȱapproachingȱfreewayȱflowȱ
rateȱandȱtreatsȱtheȱgeometryȱasȱifȱitȱwereȱaȱsingleȬlane,ȱrightȬhandȱrampȱjunctionȱ
onȱanȱeightȬlaneȱfreewayȱ(fourȱlanesȱinȱeachȱdirection).ȱ

December 2010
Thereȱisȱnoȱcalibratedȱprocedureȱforȱadaptingȱtheȱmethodologyȱofȱthisȱ
chapterȱtoȱfreewaysȱwithȱmoreȱthanȱfiveȱlanesȱinȱoneȱdirection.ȱTheȱapproachȱofȱ
Equationȱ13Ȭ25ȱis,ȱhowever,ȱconceptuallyȱadaptableȱtoȱsuchȱsituations.ȱAȱlocalȱ
calibrationȱofȱtheȱamountȱofȱtrafficȱusingȱLanesȱ5+ȱwouldȱbeȱneeded.ȱTheȱ
remainingȱflowȱcouldȱthenȱbeȱmodeledȱasȱifȱitȱwereȱtakingȱplaceȱonȱaȱfourȬlaneȱ
(oneȱdirection)ȱsegment.ȱ
Major Merge Areas

Aȱmajorȱmergeȱareaȱisȱoneȱinȱwhichȱtwoȱprimaryȱroadways,ȱeachȱhavingȱ
multipleȱlanes,ȱmergeȱtoȱformȱaȱsingleȱfreewayȱsegment.ȱSuchȱjunctionsȱoccurȱ
whenȱtwoȱfreewaysȱjoinȱtoȱformȱaȱsingleȱfreewayȱorȱwhenȱaȱmajorȱmultilaneȱ
highȬspeedȱrampȱjoinsȱwithȱaȱfreeway.ȱMajorȱmergesȱareȱdifferentȱfromȱoneȬȱandȱ
twoȬlaneȱonȬrampsȱinȱthatȱeachȱofȱtheȱmergingȱroadwaysȱisȱgenerallyȱatȱorȱnearȱ
freewayȱdesignȱstandardsȱandȱnoȱclearȱrampȱorȱaccelerationȱlaneȱisȱinvolvedȱinȱ
theȱmerge.ȱ
Suchȱmergeȱareasȱcomeȱinȱaȱvarietyȱofȱgeometries,ȱallȱofȱwhichȱfallȱintoȱoneȱofȱ
twoȱcategories.ȱInȱoneȱgeometry,ȱtheȱnumberȱofȱlanesȱleavingȱtheȱmergeȱareaȱisȱ
oneȱlessȱthanȱtheȱtotalȱnumberȱofȱlanesȱenteringȱit.ȱInȱtheȱother,ȱtheȱnumberȱofȱ
lanesȱleavingȱtheȱmergeȱareaȱisȱtheȱsameȱasȱthatȱenteringȱit.ȱTheseȱgeometriesȱareȱ
illustratedȱinȱExhibitȱ13Ȭ18.ȱ
Exhibit 13-18
Major Merge Areas
Illustrated
ȱ ȱ ȱ
(a) Major Merge with One Lane Dropped (b) Major Merge with No Lane Dropped
Thereȱareȱnoȱeffectiveȱmodelsȱofȱperformanceȱforȱaȱmajorȱmergeȱarea.ȱ
Therefore,ȱanalysisȱisȱlimitedȱtoȱcheckingȱcapacitiesȱonȱtheȱapproachingȱlegsȱandȱ
theȱdownstreamȱfreewayȱsegment.ȱAȱmergeȱfailureȱwouldȱbeȱindicatedȱbyȱaȱv/cȱ
LOS cannot be determined for
major merge areas.
ratioȱinȱexcessȱofȱ1.00.ȱLOSȱcannotȱbeȱdeterminedȱforȱmajorȱmergeȱareas.ȱ
Problemsȱinȱmajorȱmergeȱareasȱusuallyȱresultȱfromȱinsufficientȱcapacityȱofȱtheȱ
downstreamȱfreewayȱsegment.ȱȱ
Major Diverge Areas

Theȱtwoȱcommonȱgeometriesȱforȱmajorȱdivergeȱareasȱareȱillustratedȱinȱ
Exhibitȱ13Ȭ19.ȱInȱtheȱfirstȱcase,ȱtheȱnumberȱofȱlanesȱleavingȱtheȱdivergeȱareaȱisȱtheȱ
sameȱasȱtheȱnumberȱenteringȱit.ȱInȱtheȱsecond,ȱtheȱnumberȱofȱlanesȱleavingȱtheȱ
divergeȱareaȱisȱoneȱmoreȱthanȱtheȱnumberȱenteringȱit.ȱ
Theȱprincipalȱanalysisȱofȱaȱmajorȱdivergeȱareaȱinvolvesȱcheckingȱtheȱcapacityȱ
ofȱenteringȱandȱdepartingȱroadways,ȱallȱofȱwhichȱareȱgenerallyȱbuiltȱtoȱmainlineȱ
standards.ȱAȱfailureȱresultsȱwhenȱanyȱofȱtheȱdemandȱflowȱratesȱexceedsȱtheȱ
capacityȱofȱtheȱsegment.ȱ

December 2010
Exhibit 13-19
Major Diverge Areas Illustrated
ȱ ȱ ȱ
(a) Major Diverge Area with No Lane Addition (b) Major Diverge Area with Lane Addition
Forȱmajorȱdivergeȱareas,ȱaȱmodelȱexistsȱforȱcomputingȱtheȱaverageȱdensityȱ
acrossȱallȱapproachingȱfreewayȱlanesȱwithinȱ1,500ȱftȱofȱtheȱdiverge,ȱasȱgivenȱinȱ
Equationȱ13Ȭ26:ȱ
§v · Equation 13-26
DMD 0.0175ȱ¨ F ¸ ȱ
©N¹
whereȱ
DMDȱ =ȱ densityȱinȱtheȱmajorȱdivergeȱinfluenceȱareaȱ(whichȱincludesȱallȱ
approachingȱfreewayȱlanes)ȱ(pc/mi/ln),ȱ
ȱ vFȱ =ȱ demandȱflowȱrateȱimmediatelyȱupstreamȱofȱtheȱmajorȱdivergeȱ
influenceȱareaȱ(pc/h),ȱandȱ
ȱ Nȱ =ȱ numberȱofȱlanesȱapproachingȱtheȱmajorȱdiverge.ȱ
TheȱresultȱcanȱbeȱcomparedȱwithȱtheȱcriteriaȱofȱExhibitȱ13Ȭ2ȱtoȱdetermineȱaȱ
LOSȱforȱtheȱmajorȱdivergeȱinfluenceȱarea.ȱNoteȱthatȱtheȱdensityȱandȱLOSȱ
estimatesȱareȱonlyȱvalidȱforȱstableȱcasesȱ(i.e.,ȱnotȱinȱcasesȱinȱwhichȱLOSȱFȱexistsȱ
becauseȱofȱaȱcapacityȱdeficiencyȱonȱtheȱapproachingȱorȱdepartingȱlegsȱofȱtheȱ
diverge).ȱ
Effect of Ramp Control at On-Ramps

Forȱtheȱpurposesȱofȱthisȱmethodology,ȱproceduresȱareȱnotȱmodifiedȱinȱanyȱ
wayȱtoȱaccountȱforȱtheȱlocalȱeffectȱofȱrampȱcontrol—exceptȱforȱtheȱlimitationȱthatȱ
theȱrampȱmeterȱmayȱhaveȱonȱtheȱrampȱdemandȱflowȱrate.ȱResearchȱ(5)ȱhasȱfoundȱ
thatȱtheȱbreakdownȱofȱaȱmergeȱareaȱmayȱbeȱaȱprobabilisticȱeventȱbasedȱonȱtheȱ
platoonȱcharacteristicsȱofȱtheȱarrivingȱrampȱvehicles.ȱRampȱmetersȱfacilitateȱ
uniformȱgapsȱbetweenȱenteringȱrampȱvehiclesȱandȱmayȱreduceȱtheȱprobabilityȱofȱ
aȱbreakdownȱonȱtheȱassociatedȱfreewayȱmainline.ȱ
OVERLAPPING RAMP INFLUENCE AREAS

Wheneverȱaȱseriesȱofȱrampsȱonȱaȱfreewayȱisȱanalyzed,ȱtheȱ1,500Ȭftȱrampȱ
influenceȱareasȱcouldȱoverlap.ȱInȱsuchȱcases,ȱtheȱoperationȱinȱtheȱoverlappingȱ
regionȱisȱdeterminedȱbyȱtheȱrampȱinfluenceȱareaȱhavingȱtheȱhighestȱdensity.ȱ

December 2010
3. APPLICATIONS
Theȱmethodologyȱofȱthisȱchapterȱisȱmostȱoftenȱusedȱtoȱestimateȱtheȱcapacityȱ
andȱLOSȱofȱramp–freewayȱjunctions.ȱTheȱstepsȱareȱmostȱeasilyȱappliedȱinȱtheȱ
operationalȱanalysisȱmodeȱ(i.e.,ȱallȱtrafficȱandȱroadwayȱconditionsȱareȱspecified),ȱ
andȱtheȱcapacityȱ(andȱv/cȱratio)ȱandȱexpectedȱLOSȱareȱfound.ȱOtherȱtypesȱofȱ
analysis,ȱhowever,ȱareȱpossible.ȱ
DEFAULT VALUES
ȱAȱcomprehensiveȱpresentationȱofȱpotentialȱdefaultȱvaluesȱforȱuninterruptedȬ
flowȱfacilitiesȱisȱprovidedȱelsewhereȱ(6).ȱChapterȱ10,ȱFreewayȱFacilities,ȱprovidesȱ
aȱsummaryȱofȱtheȱdefaultȱvaluesȱforȱfreeways.ȱTheseȱdefaultsȱcoverȱtheȱkeyȱ
characteristicsȱofȱpeakȱhourȱfactorȱ(PHF)ȱandȱpercentȱheavyȱvehiclesȱ(%HV)ȱonȱ
freeways.ȱRecommendationsȱareȱbasedȱonȱgeographicalȱregion,ȱpopulation,ȱandȱ
timeȱofȱday.ȱAllȱgeneralȱfreewayȱdefaultȱvaluesȱmayȱbeȱappliedȱtoȱtheȱanalysisȱofȱ
ramp–freewayȱjunctionsȱinȱtheȱabsenceȱofȱfieldȱdataȱorȱprojectionsȱofȱconditions.ȱ
Becauseȱofȱtheȱnumberȱofȱvariablesȱinvolvedȱinȱtheȱanalysisȱofȱramps,ȱwhichȱ
haveȱbeenȱdiscussedȱpreviously,ȱitȱisȱdifficultȱtoȱbaseȱanȱanalysisȱonȱtooȱmanyȱ
defaultȱvalues.ȱClearly,ȱallȱdemandȱflowȱratesȱmustȱbeȱspecified,ȱevenȱifȱtheyȱareȱ
projections.ȱ
Ramp geometric characteristics Similarly,ȱgeometricȱcharacteristicsȱofȱrampsȱcoverȱaȱwideȱvarietyȱofȱ
cover a variety of conditions; conditions.ȱIfȱabsolutelyȱnecessary,ȱtheȱfollowingȱadditionalȱdefaultȱvaluesȱmayȱ
default values should be
avoided if possible. beȱappliedȱtoȱaȱrampȱjunctionȱanalysis:ȱ
x LengthȱofȱaccelerationȱlaneȱLAȱȱ =ȱ 800ȱft,ȱ
x LengthȱofȱdecelerationȱlaneȱLDȱ =ȱ 400ȱft,ȱ
x FFSȱofȱrampȱSFRȱȱ =ȱ 35ȱmi/h,ȱandȱ
x DriverȱpopulationȱfactorȱfPȱ =ȱ 1.00.ȱ
Obviously,ȱasȱtheȱnumberȱofȱdefaultȱvaluesȱusedȱinȱanyȱanalysisȱincreases,ȱ
theȱaccuracyȱofȱtheȱresultȱbecomesȱmoreȱapproximate,ȱandȱtheȱresultȱmayȱbeȱ
significantlyȱdifferentȱfromȱtheȱactualȱoutcomeȱ(dependingȱonȱlocalȱconditions).ȱ
Ifȱlocallyȱcalibratedȱdefaultȱvaluesȱareȱavailable,ȱtheyȱmayȱbeȱsubstitutedȱforȱtheȱ
valuesȱabove.ȱ
ESTABLISH ANALYSIS BOUNDARIES

Noȱramp–freewayȱjunctionȱisȱcompletelyȱisolated.ȱHowever,ȱforȱtheȱpurposesȱ
ofȱthisȱmethodology,ȱmanyȱmayȱoperateȱasȱifȱtheyȱwere.ȱInȱtheȱanalysisȱofȱramp–
freewayȱjunctions,ȱitȱisȱimportantȱtoȱestablishȱtheȱsegmentȱofȱfreewayȱoverȱwhichȱ
rampȱjunctionsȱareȱtoȱbeȱanalyzed.ȱOnceȱthisȱisȱdone,ȱeachȱrampȱmayȱbeȱanalyzedȱ
inȱconjunctionȱwithȱtheȱpossibleȱimpactsȱofȱupstreamȱandȱdownstreamȱadjacentȱ
rampsȱaccordingȱtoȱtheȱmethodology.ȱ
Analysisȱboundariesȱmayȱalsoȱincludeȱdifferentȱdemandȱscenariosȱrelatedȱtoȱ
theȱtimeȱofȱtheȱdayȱorȱtoȱdifferentȱdevelopmentȱscenariosȱthatȱproduceȱdifferentȱ
demandȱflowȱrates.ȱ
Applications Page 13-28 Chapter 13/Freeway Merge and Diverge Segments

December 2010
Anyȱapplicationȱofȱtheȱmethodologyȱpresentedȱinȱthisȱchapterȱcanȱbeȱmadeȱ
easierȱbyȱcarefullyȱdefiningȱtheȱspatialȱandȱtimeȱboundariesȱofȱtheȱanalysis.ȱ
TYPES OF ANALYSIS
Theȱmethodologyȱofȱthisȱchapterȱcanȱbeȱusedȱinȱthreeȱtypesȱofȱanalysis:ȱ
operationalȱanalysis,ȱdesignȱanalysis,ȱandȱplanningȱandȱpreliminaryȱdesignȱ
analysis.ȱ
Operational Analysis
Theȱmethodologyȱisȱmostȱeasilyȱappliedȱinȱtheȱoperationalȱanalysisȱmode.ȱInȱ Operational analysis determines
density, LOS, and speed within the
operationalȱanalysis,ȱallȱtrafficȱandȱgeometricȱcharacteristicsȱofȱtheȱanalysisȱ ramp influence area for a specified
segmentȱmustȱbeȱspecified,ȱincludingȱ set of conditions.
x Analysisȱhourȱdemandȱvolumesȱforȱtheȱsubjectȱramp,ȱadjacentȱramps,ȱandȱ
freewayȱ(veh/h);ȱȱ
x Heavyȱvehicleȱpercentagesȱforȱallȱcomponentȱdemandȱvolumesȱ(ramps,ȱ
adjacentȱramps,ȱfreeway);ȱ
x PHFȱforȱallȱcomponentȱdemandȱvolumesȱ(ramp,ȱadjacentȱramps,ȱ
freeway);ȱ
x Freewayȱterrainȱ(level,ȱrolling,ȱmountainous,ȱspecificȱgrade);ȱ
x FFSȱofȱtheȱfreewayȱandȱrampȱ(mi/h);ȱ
x Rampȱgeometrics:ȱnumberȱofȱlanes,ȱterrain,ȱlengthȱofȱaccelerationȱlane(s)ȱ
orȱdecelerationȱlane(s);ȱandȱ
x Distanceȱtoȱupstreamȱandȱdownstreamȱadjacentȱrampsȱ(ft).ȱ
Theȱoutputsȱofȱanȱoperationalȱanalysisȱwillȱbeȱestimatesȱofȱdensity,ȱLOS,ȱandȱ
speedȱforȱtheȱrampȱinfluenceȱarea.ȱTheȱcapacityȱofȱtheȱramp–freewayȱjunctionȱ
willȱalsoȱbeȱestablished.ȱ
Theȱstepsȱofȱtheȱmethodology,ȱdescribedȱinȱtheȱMethodologyȱsection,ȱareȱtoȱ
beȱfollowedȱdirectlyȱwithoutȱmodification.ȱ
Design Analysis
Inȱdesignȱanalysis,ȱaȱtargetȱLOSȱisȱsetȱandȱallȱrelevantȱdemandȱvolumesȱareȱ Design analysis seeks to determine
the geometric characteristics of the
specified.ȱTheȱanalysisȱseeksȱtoȱdetermineȱtheȱgeometricȱcharacteristicsȱofȱtheȱ ramp that are needed to deliver a
rampȱthatȱareȱneededȱtoȱdeliverȱtheȱtargetȱLOS.ȱTheseȱcharacteristicsȱincludeȱ target LOS.
x FFSȱofȱtheȱrampȱSFRȱ(mi/h),ȱ
x LengthȱofȱaccelerationȱLAȱorȱdecelerationȱlaneȱLDȱ(ft),ȱandȱ
x Numberȱofȱlanesȱonȱtheȱramp.ȱ
Inȱsomeȱcases,ȱvariablesȱsuchȱasȱtheȱtypeȱofȱjunctionȱ(e.g.,ȱmajorȱmerge,ȱtwoȬ
lane)ȱmayȱalsoȱbeȱunderȱconsideration.ȱ
Thereȱisȱnoȱconvenientȱwayȱtoȱcomputeȱdirectlyȱtheȱoptimalȱvalueȱofȱanyȱoneȱ
variableȱwithoutȱspecifyingȱallȱofȱtheȱothers.ȱEvenȱthen,ȱtheȱcomputationalȱ
methodologyȱdoesȱnotȱeasilyȱcreateȱtheȱdesiredȱresult.ȱ
Therefore,ȱmostȱdesignȱanalysisȱbecomesȱaȱtrialȬandȬerrorȱapplicationȱofȱtheȱ
operationalȱanalysisȱprocedure.ȱIndividualȱcharacteristicsȱcanȱbeȱincrementallyȱ
Chapter 13/Freeway Merge and Diverge Segments Page 13-29 Applications

December 2010
changed,ȱasȱcanȱgroupsȱofȱcharacteristics,ȱtoȱfindȱscenariosȱthatȱproduceȱtheȱ
desiredȱLOS.ȱ
Inȱmanyȱcases,ȱsomeȱofȱtheȱvariablesȱmayȱbeȱfixedȱbyȱsiteȬspecificȱconditions.ȱ
Theseȱcanȱbeȱsetȱatȱtheirȱlimitingȱvaluesȱbeforeȱattemptingȱtoȱoptimizeȱtheȱothers.ȱ
Itȱisȱpossibleȱtoȱprogramȱaȱspreadsheetȱtoȱcompleteȱsuchȱanȱanalysis,ȱ
providingȱscenarioȱresultsȱbyȱsimplyȱchangingȱsomeȱofȱtheȱinputȱvariablesȱunderȱ
consideration.ȱHCMȬimplementingȱsoftwareȱcanȱalsoȱbeȱusedȱtoȱsimplifyȱtheȱ
computationalȱprocess.ȱ
Planning and Preliminary Engineering Analysis

Planning and preliminary Theȱdesiredȱoutputsȱofȱplanningȱandȱpreliminaryȱengineeringȱanalysisȱareȱ
engineering analysis also seeks virtuallyȱtheȱsameȱasȱthoseȱforȱdesignȱanalysis.ȱTheȱprimaryȱdifferenceȱisȱthatȱ
to determine the geometric
characteristics of the ramp that planningȱandȱpreliminaryȱengineeringȱanalysisȱoccursȱveryȱearlyȱinȱtheȱprocessȱ
are needed to deliver a target ofȱprojectȱconsideration.ȱ
LOS, but it relies on more
general input data. Theȱfirstȱcriterionȱthatȱcategorizesȱsuchȱapplicationsȱisȱtheȱneedȱtoȱuseȱmoreȱ
generalȱestimatesȱofȱinputȱdata.ȱManyȱofȱtheȱdefaultȱvaluesȱspecifiedȱforȱfreewayȱ
facilitiesȱinȱChapterȱ10ȱwouldȱbeȱapplied;ȱalternatively,ȱlocalȱdefaultȱvaluesȱcanȱ
beȱsubstituted.ȱDemandȱvolumesȱmightȱbeȱspecifiedȱonlyȱasȱexpectedȱvaluesȱofȱ
annualȱaverageȱdailyȱtrafficȱ(AADT)ȱforȱaȱtargetȱyear.ȱDirectionalȱdesignȬhourȱ
volumesȱareȱbasedȱonȱAADTs;ȱdefaultȱ(localȱorȱglobal)ȱvaluesȱareȱusedȱforȱtheȱ
KȬfactorȱ(theȱproportionȱofȱAADTȱoccurringȱinȱtheȱpeakȱhour)ȱandȱtheȱDȬfactorȱ
(theȱproportionȱofȱpeakȱhourȱtrafficȱtravelingȱinȱtheȱpeakȱdirection).ȱGuidanceȱonȱ
theseȱvaluesȱisȱgivenȱinȱChapterȱ3,ȱModalȱCharacteristics.ȱ
Onȱtheȱbasisȱofȱtheseȱdefaultȱandȱestimatedȱvalues,ȱtheȱanalysisȱisȱconductedȱ
inȱtheȱsameȱmannerȱasȱaȱdesignȱanalysis.ȱ
Service Volumes and Service Flow Rates

The method can be applied to Serviceȱvolumeȱisȱtheȱmaximumȱhourlyȱvolumeȱthatȱcanȱbeȱaccommodatedȱ
determine service volumes for withoutȱexceedingȱtheȱlimitsȱofȱtheȱvariousȱlevelsȱofȱserviceȱduringȱtheȱworstȱ15ȱ
LOS A–E for a specified set of
conditions. minȱofȱtheȱanalysisȱhour.ȱServiceȱvolumesȱcanȱbeȱfoundȱforȱLOSȱA–E.ȱLOSȱF,ȱ
whichȱrepresentsȱunstableȱflow,ȱdoesȱnotȱhaveȱaȱserviceȱvolume.ȱ
Serviceȱflowȱratesȱareȱtheȱmaximumȱratesȱofȱflowȱ(withinȱaȱ15Ȭminȱperiod)ȱthatȱ
canȱbeȱaccommodatedȱwithoutȱexceedingȱtheȱlimitsȱofȱtheȱvariousȱlevelsȱofȱ
service.ȱAsȱisȱtheȱcaseȱforȱserviceȱvolumes,ȱserviceȱflowȱratesȱcanȱbeȱfoundȱforȱ
LOSȱA–E,ȱbutȱnoneȱisȱdefinedȱforȱLOSȱF.ȱTheȱrelationshipȱbetweenȱaȱserviceȱ
volumeȱandȱaȱserviceȱflowȱrateȱisȱasȱfollows:ȱ
Equation 13-27 SVi SFi u PHF ȱ
whereȱ ȱ
SViȱ =ȱ serviceȱvolumeȱforȱLOSȱiȱ(pc/h),ȱ
ȱ SFiȱ =ȱ serviceȱflowȱrateȱforȱLOSȱiȱ(pc/h),ȱandȱ
ȱ PHFȱȱ =ȱ peakȱhourȱfactor.ȱ
Forȱramp–freewayȱjunctions,ȱserviceȱflowȱrateȱorȱserviceȱvolumeȱcouldȱbeȱ
definedȱinȱseveralȱways.ȱItȱmightȱbeȱarguedȱthatȱsinceȱramp–freewayȱjunctionȱ
capacitiesȱareȱusuallyȱlimitedȱbyȱtheȱupstreamȱorȱdownstreamȱfreewayȱsegment,ȱ

December 2010
serviceȱflowȱratesȱandȱserviceȱvolumesȱshouldȱbeȱbasedȱonȱbasicȱfreewayȱcriteriaȱ
appliedȱtoȱtheȱupstreamȱorȱdownstreamȱfreewayȱsegments.ȱThis,ȱhowever,ȱ
wouldȱignoreȱtheȱlevelsȱofȱserviceȱdefinedȱforȱtheȱrampȱinfluenceȱarea,ȱwhichȱareȱ
theȱonlyȱuniqueȱserviceȱdescriptorsȱforȱramps.ȱ
Levelsȱofȱserviceȱforȱramp–freewayȱjunctionsȱareȱdefinedȱinȱExhibitȱ13Ȭ2ȱandȱ
relateȱtoȱtheȱdensityȱwithinȱtheȱrampȱinfluenceȱarea.ȱTheȱmethodologyȱestimatesȱ
thisȱdensityȱbyȱusingȱaȱseriesȱofȱalgorithmsȱaffectedȱbyȱdemandȱflowsȱonȱtheȱ
freeway,ȱramp,ȱandȱadjacentȱramps;ȱrampȱgeometrics;ȱandȱdistancesȱtoȱadjacentȱ
ramps.ȱTheȱmethodologyȱusesȱdemandȱvolumesȱinȱvehiclesȱperȱhourȱconvertedȱ
toȱdemandȱflowȱratesȱinȱpassengerȱcarsȱperȱhour.ȱTherefore,ȱserviceȱflowȱratesȱ
andȱserviceȱvolumesȱwouldȱoriginallyȱbeȱestimatedȱinȱtermsȱofȱflowȱratesȱinȱ
passengerȱcarsȱperȱhour.ȱTheyȱwouldȱthenȱbeȱconvertedȱbackȱtoȱdemandȱvolumesȱ
inȱvehiclesȱperȱhour.ȱ
Becauseȱtheȱbalanceȱofȱrampȱandȱfreewayȱdemandsȱhasȱaȱsignificantȱimpactȱ
onȱdensities,ȱthereȱareȱaȱnumberȱofȱwaysȱinȱwhichȱserviceȱflowȱratesȱandȱvolumesȱ
canȱbeȱconsidered:ȱ
x TheȱlimitingȱtotalȱupstreamȱdemandȱvolumeȱthatȱproducesȱaȱgivenȱLOSȱ
withinȱtheȱrampȱinfluenceȱarea.ȱTheȱsplitȱbetweenȱarrivingȱfreewayȱ
volumeȱandȱrampȱvolumeȱwouldȱhaveȱtoȱbeȱspecified.ȱ
x Theȱlimitingȱvolumeȱenteringȱtheȱrampȱinfluenceȱareaȱthatȱproducesȱaȱ
givenȱLOSȱwithinȱtheȱrampȱinfluenceȱarea.ȱSinceȱthisȱreliesȱonȱtheȱ
approachingȱfreewayȱvolume,ȱtheȱsplitȱbetweenȱfreewayȱandȱrampȱ
demandȱwouldȱstillȱhaveȱtoȱbeȱspecified.ȱ
x TheȱlimitingȱrampȱvolumeȱthatȱproducesȱaȱgivenȱLOSȱwithinȱtheȱrampȱ
influenceȱarea,ȱbasedȱonȱaȱfixedȱupstreamȱfreewayȱdemand.ȱ
Anyȱofȱtheseȱareȱviableȱconceptsȱforȱestablishingȱaȱrampȱserviceȱflowȱrateȱorȱ
serviceȱvolume.ȱȱ
Inȱadditionȱtoȱdifferentȱwaysȱofȱinterpretingȱaȱserviceȱvolumeȱorȱserviceȱflowȱ A number of factors influence the
rate,ȱaȱlargeȱnumberȱofȱcharacteristicsȱwillȱinfluenceȱtheȱresult,ȱincludingȱtheȱ service volume or flow rate result;
each situation must be individually
PHF,ȱ%HV,ȱlengthȱofȱaccelerationȱorȱdecelerationȱlane(s),ȱrampȱFFS,ȱandȱanyȱ considered.
relevantȱdataȱforȱadjacentȱramps.ȱItȱis,ȱtherefore,ȱvirtuallyȱimpossibleȱtoȱdefineȱaȱ
representativeȱ“typical”ȱcaseȱwithȱbroadlyȱapplicableȱresults.ȱEachȱcaseȱmustȱbeȱ
individuallyȱconsidered.ȱ
TheȱExampleȱProblemsȱsectionȱincludesȱanȱexampleȱofȱhowȱrampȱjunctionȱ
serviceȱflowȱratesȱandȱserviceȱvolumesȱcanȱbeȱcomputed.ȱ
USE OF ALTERNATIVE TOOLS

Generalȱguidanceȱforȱtheȱuseȱofȱalternativeȱtrafficȱanalysisȱtoolsȱforȱcapacityȱ
andȱLOSȱanalysisȱisȱprovidedȱinȱChapterȱ6,ȱHCMȱandȱAlternativeȱAnalysisȱTools.ȱ
Thisȱsectionȱcontainsȱspecificȱguidanceȱforȱapplyingȱalternativeȱtoolsȱtoȱtheȱ
analysisȱofȱrampsȱandȱrampȱjunctions.ȱAdditionalȱinformationȱonȱthisȱtopicȱmayȱ
beȱfoundȱinȱtheȱVolumeȱ4ȱTechnicalȱReferenceȱLibrary.ȱ
TheȱHCMȱmethodologyȱforȱanalyzingȱmergeȱandȱdivergeȱsegmentsȱestimatesȱ
theȱdensityȱofȱtheȱrampȱinfluenceȱareaȱ(whichȱincludesȱtheȱtwoȱrightmostȱlanesȱofȱ
theȱfreewayȱandȱtheȱaccelerationȱorȱdecelerationȱlane)ȱandȱprovidesȱtheȱ

December 2010
respectiveȱLOS.ȱAsȱanȱintermediateȱstep,ȱtheȱmethodologyȱestimatesȱtheȱcapacityȱ
atȱvariousȱpointsȱthroughȱtheȱsection,ȱandȱifȱtheȱcapacityȱisȱexceeded,ȱtheȱLOSȱisȱ
determinedȱtoȱbeȱFȱwithoutȱfurtherȱcalculationȱofȱdensity.ȱTheȱmethodologyȱisȱ
primarilyȱbasedȱonȱtheȱestimationȱofȱtheȱdemandȱintoȱtheȱinfluenceȱareaȱv12.ȱȱ
Strengths of the HCM Procedure

Thisȱchapter’sȱproceduresȱwereȱdevelopedȱonȱtheȱbasisȱofȱextensiveȱresearchȱ
supportedȱbyȱaȱsignificantȱquantityȱofȱfieldȱdata.ȱTheyȱhaveȱevolvedȱoverȱaȱ
numberȱofȱyearsȱandȱrepresentȱaȱbodyȱofȱexpertȱconsensus.ȱMostȱsimulationȱ
packagesȱwillȱnotȱincludeȱtheȱlevelȱofȱdetailȱpresentȱinȱthisȱmethodologyȱ
concerningȱtheȱrampȱitselfȱandȱitsȱadjacentȱupstreamȱandȱdownstreamȱramps.ȱȱ
TheȱHCMȱprocedure’sȱstrengthsȱareȱasȱfollows:ȱ
x Theȱmethodologyȱprovidesȱcapacityȱestimates.ȱSimulatorsȱdoȱnotȱprovideȱ
capacityȱestimatesȱdirectly;ȱtheyȱcanȱbeȱobtainedȱbyȱdevisingȱaȱdataȱ
collectionȱschemeȱinȱtheȱsimulator.ȱFurthermore,ȱtheȱuserȱcanȱmodifyȱ
thoseȱsimulatedȱcapacitiesȱbyȱmodifyingȱspecificȱinputȱvalues,ȱsuchȱasȱtheȱ
minimumȱacceptableȱheadway.ȱȱ
x Theȱmethodologyȱexplicitlyȱconsidersȱtheȱimpactsȱofȱtheȱpresenceȱofȱandȱ
demandsȱonȱtheȱupstreamȱandȱdownstreamȱramps.ȱȱ
x Itȱproducesȱaȱsingleȱdeterministicȱestimateȱofȱdensity,ȱwhichȱisȱimportantȱ
forȱsomeȱpurposes,ȱsuchȱasȱdevelopmentȱimpactȱreview.ȱ
Limitations of the HCM Procedures That Might Be Addressed by

Alternative Tools
AȱlistȱofȱtheȱHCM’sȱlimitationsȱforȱfreewayȱmergeȱandȱdivergeȱsegmentsȱisȱ
providedȱinȱExhibitȱ13Ȭ20.ȱ
Exhibit 13-20 Potential for Improved Treatment by

Limitations of the HCM Limitation Alternative Tools
Ramps and Ramp Junctions Managed lanes, such as HOV lanes, as ramp
Procedure Modeled explicitly by simulation
entrance lanes
Ramp metering Modeled explicitly by simulation
Oversaturated conditions
Modeled explicitly by simulation
(Refer to Chapter 10 for further discussion)
Can be approximated by using assumptions
Posted speed limit and extent of police
related to the desired speed along a given
enforcement
segment
Several features modeled explicitly by
simulation; others may be approximated by
Presence of intelligent transportation system
using assumptions (for example, by
features
modifying origin–destination demands by
time interval)
Freeway operational analysis beyond the 1,500-ft
Modeled explicitly by simulation
area of influence
Can be approximated by using assumptions
Capacity-enhancing effects of ramp metering related to car-following, lane-changing, and
gap-acceptance behavior
ȱ

December 2010
Rampȱjunctionsȱcanȱalsoȱbeȱanalyzedȱwithȱaȱvarietyȱofȱstochasticȱandȱ
deterministicȱsimulationȱpackagesȱthatȱaddressȱfreeways.ȱTheseȱpackagesȱcanȱbeȱ
usefulȱinȱanalyzingȱtheȱextentȱofȱcongestionȱwhenȱthereȱareȱfailuresȱeitherȱwithinȱ
orȱdownstreamȱofȱtheȱsimulatedȱfacilityȱrange.ȱ
Additional Features and Performance Measures Available From

Alternative Tools
Thisȱchapterȱprovidesȱaȱmethodologyȱforȱestimatingȱtheȱcapacity,ȱspeed,ȱandȱ
densityȱinȱtheȱareaȱofȱinfluenceȱofȱonȬȱandȱoffȬramps,ȱgivenȱtrafficȱdemandsȱandȱ
segmentȱcharacteristics.ȱAlternativeȱtoolsȱofferȱadditionalȱperformanceȱmeasuresȱ
includingȱdelay,ȱstops,ȱqueueȱlengths,ȱfuelȱconsumption,ȱpollution,ȱandȱ
operatingȱcosts.ȱ
AsȱwithȱmostȱotherȱHCMȱproceduralȱchapters,ȱsimulationȱoutputs,ȱespeciallyȱ
graphicsȬbasedȱpresentations,ȱcanȱprovideȱdetailsȱonȱpointȱproblemsȱthatȱmightȱ
otherwiseȱgoȱunnoticedȱwithȱaȱmacroscopicȱanalysisȱthatȱyieldsȱonlyȱsegmentȬ
levelȱmeasures.ȱTheȱeffectȱofȱdownstreamȱconditionsȱonȱlaneȱutilizationȱandȱ
backupȱbeyondȱtheȱsegmentȱboundaryȱisȱaȱgoodȱexampleȱofȱaȱsituationȱthatȱcanȱ
benefitȱfromȱtheȱincreasedȱinsightȱofferedȱbyȱaȱmicroscopicȱmodel.ȱ
Development of HCM-Compatible Performance Measures Using

Alternative Tools
TheȱsubjectȱofȱperformanceȬmeasureȱcomparisonsȱwasȱdiscussedȱinȱmoreȱ
detailȱinȱChapterȱ7,ȱInterpretingȱHCMȱandȱAlternativeȱToolȱResults.ȱThisȱsectionȱ
dealsȱwithȱtopicsȱthatȱapplyȱspecificallyȱtoȱrampsȱandȱrampȱjunctions.ȱȱ
Whenȱalternativeȱtoolsȱareȱused,ȱtheȱanalystȱmustȱbeȱcarefulȱtoȱnoteȱtheȱ
definitionsȱofȱsimulationȱoutputs.ȱThisȱchapter’sȱmeasureȱofȱeffectivenessȱforȱ
Most simulation packages do not
rampsȱandȱrampȱjunctionsȱisȱtheȱdensityȱofȱtheȱrampȱinfluenceȱarea.ȱHowever,ȱ provide separate density estimates
mostȱsimulatorsȱdoȱnotȱprovideȱdensityȱestimatesȱseparatelyȱforȱtheȱtwoȱ for the two right-hand lanes within a
link, which is a potentially significant
rightmostȱlanesȱwithinȱaȱlink.ȱThisȱisȱaȱpotentiallyȱsignificantȱobstacleȱinȱ obstacle in obtaining service
obtainingȱtheȱserviceȱmeasuresȱforȱrampȱjunctionsȱfromȱaȱsimulatorȱ(unlessȱtheȱ measures.
freewayȱhasȱonlyȱtwoȱlanesȱperȱdirection).ȱFurthermore,ȱinȱaȱsimulator,ȱthereȱareȱ
laneȱchangesȱalongȱtheȱentireȱsegment.ȱTherefore,ȱitȱisȱnotȱclearȱhowȱaȱsimulatorȱ
shouldȱaddressȱtheȱpartialȱpresenceȱofȱvehiclesȱinȱtheȱlinkȱtoȱensureȱcompatibilityȱ
withȱtheȱHCM.ȱAlso,ȱasȱisȱgenerallyȱtheȱcaseȱforȱbasicȱfreewayȱsegments,ȱ
increasedȱspeedȱvariabilityȱinȱdriverȱbehaviorȱ(whichȱsimulatorsȱusuallyȱinclude)ȱ
resultsȱinȱlowerȱaverageȱspaceȱmeanȱspeedȱandȱhigherȱdensity.ȱȱ
Inȱobtainingȱdensityȱfromȱalternativeȱmodels,ȱitȱisȱimportantȱtoȱconsiderȱtheȱ
following:ȱȱ
x Theȱabilityȱofȱtheȱsimulatorȱtoȱprovideȱdensityȱforȱtheȱtwoȱrightmostȱlanesȱ
ofȱtheȱfreeway;ȱȱ
x Theȱvehiclesȱincludedȱinȱtheȱdensityȱestimationȱandȱhowȱpartialȱpresenceȱ
ofȱvehiclesȱonȱtheȱlinkȱisȱconsidered;ȱȱ
x Theȱmannerȱinȱwhichȱtheȱaccelerationȱandȱdecelerationȱlanesȱareȱ
consideredȱinȱtheȱdensityȱestimation;ȱȱ
x Theȱunitsȱusedȱbyȱtheȱsimulatorȱtoȱmeasureȱdensityȱ[mostȱuseȱvehiclesȱ
ratherȱthanȱpassengerȱcars;ȱconvertingȱvehiclesȱtoȱpassengerȱcarsȱbyȱusingȱ

December 2010
theȱHCM’sȱpassengerȬcarȱequivalenceȱ(PCE)ȱvaluesȱisȱtypicallyȱnotȱ
appropriate,ȱgivenȱthatȱsimulatorȱassumptionsȱwithȱregardȱtoȱheavyȱ
vehicleȱperformanceȱvaryȱwidely];ȱȱ
x Theȱunitsȱusedȱinȱtheȱreportingȱofȱdensityȱ(i.e.,ȱwhetherȱdensityȱisȱ
reportedȱperȱlaneȱmile);ȱȱ
x Theȱhomogeneityȱofȱtheȱanalysisȱsegmentȱinȱtheȱsimulator,ȱasȱtheȱHCMȱ
assumesȱconditionsȱtoȱbeȱhomogeneousȱ(unlessȱitȱisȱaȱspecificȱupgradeȱorȱ
downgradeȱsegment,ȱinȱwhichȱcaseȱtheȱsegmentȱlengthȱisȱusedȱtoȱestimateȱ
theȱPCEȱvalues);ȱandȱ
x Theȱtreatmentȱofȱdriverȱvariabilityȱbyȱtheȱsimulator,ȱasȱincreasedȱdriverȱ
variabilityȱinȱtheȱsimulatorȱwillȱgenerallyȱincreaseȱtheȱaverageȱdensity.ȱȱ
Withȱregardȱtoȱcapacity,ȱtheȱHCMȱprovidesȱcapacityȱestimatesȱinȱunitsȱofȱ
passengerȱcarsȱperȱhourȱperȱlaneȱasȱaȱfunctionȱofȱFFSȱforȱtheȱlocationsȱ
approachingȱandȱdepartingȱtheȱmergeȱjunction.ȱInȱcomparingȱtheȱHCMȱestimatesȱ
withȱcapacityȱestimatesȱfromȱaȱsimulator,ȱtheȱfollowingȱshouldȱbeȱconsidered:ȱȱ
x Theȱmannerȱinȱwhichȱaȱsimulatorȱprovidesȱtheȱnumberȱofȱvehiclesȱexitingȱ
aȱsegment.ȱInȱsomeȱcasesȱitȱmayȱbeȱnecessaryȱtoȱprovideȱvirtualȱdetectorsȱ
atȱspecificȱpointsȱonȱtheȱsimulatedȱsegmentȱsoȱthatȱtheȱmaximumȱ
throughputȱcanȱbeȱobtained.ȱȱ
x Theȱsimulatorȱprovidesȱtheȱmaximumȱthroughputȱatȱaȱparticularȱlocationȱ
inȱunitsȱofȱvehicles,ȱratherȱthanȱpassengerȱcars.ȱConvertingȱtheseȱunitsȱtoȱ
passengerȱcarsȱbyȱusingȱtheȱHCM’sȱPCEȱvaluesȱisȱtypicallyȱnotȱ
appropriate,ȱgivenȱthatȱsimulatorȱassumptionsȱwithȱregardȱtoȱheavyȱ
vehicleȱperformanceȱvaryȱwidely.ȱ
x Aȱsimulatorȱwillȱlikelyȱincludeȱinputsȱsuchȱasȱtheȱ“minimumȱseparationȱ
ofȱvehicles,”ȱwhichȱgreatlyȱaffectsȱtheȱmaximumȱthroughput.ȱȱ
Conceptual Differences Between the HCM and Simulation Modeling

That Preclude Direct Comparison of Results
Ramp junction density does InȱtheȱHCM,ȱtheȱdensityȱatȱaȱrampȱjunctionȱdoesȱnotȱchangeȱwithȱFFS,ȱ
not change with FFS in the althoughȱdensityȱdropsȱasȱaȱfunctionȱofȱFFSȱonȱbasicȱfreewayȱsegments.ȱInȱ
HCM method, but density is a
function of FFS in most simulators,ȱtheȱdensityȱtypicallyȱchangesȱasȱaȱfunctionȱofȱFFSȱ(orȱtheȱdesiredȱ
simulation packages. speed).ȱTherefore,ȱcalibrationȱofȱaȱsiteȱusingȱaȱspecificȱFFSȱdoesȱnotȱnecessarilyȱ
ensureȱthatȱtheȱsiteȱwillȱbeȱcalibratedȱforȱaȱdifferentȱFFS.ȱCapacity,ȱonȱtheȱotherȱ
hand,ȱincreasesȱinȱtheȱHCMȱwithȱincreasingȱFFS,ȱwhichȱisȱtypicallyȱtheȱcaseȱwithȱ
simulators.ȱ
TheȱHCMȱmethodȱisȱbasedȱonȱtheȱestimatedȱdemandȱapproachingȱtheȱrampȱ
influenceȱarea.ȱThisȱdemandȱisȱestimatedȱasȱaȱfunctionȱofȱtheȱpresenceȱofȱandȱ
demandsȱonȱtheȱupstreamȱandȱdownstreamȱramps.ȱTrafficȱsimulatorsȱdoȱnotȱ
typicallyȱallowȱtheȱuserȱtoȱinputȱtheȱspecificȱpercentagesȱofȱtrafficȱonȱeachȱlaneȱatȱ
theȱbeginningȱofȱaȱlink.ȱTheirȱinternalȱrulesȱrelativeȱtoȱtheȱlaneȱchosenȱbyȱaȱ
vehicleȱinȱaȱgivenȱlinkȱvaryȱwidelyȱandȱcanȱbeȱmodifiedȱbyȱchangingȱvariousȱ
defaultȱvaluesȱwithinȱtheȱsimulator.ȱInȱsomeȱsimulators,ȱvirtualȱvehiclesȱareȱ
“aware”ȱofȱtheirȱultimateȱdestination;ȱinȱothers,ȱtheȱexitȱchoiceȱisȱmadeȱonȱaȱlinkȬ
byȬlinkȱbasis.ȱTherefore,ȱinȱcomparingȱHCMȱresultsȱwithȱthoseȱofȱaȱsimulator,ȱtheȱ

December 2010
analystȱshould,ȱasȱanȱintermediateȱcheck,ȱcompareȱtheȱflowȱapproachingȱtheȱtwoȱ
rightmostȱlanesȱofȱtheȱjunction.ȱȱ
Adjustment of Simulation Parameters to the HCM Results

Theȱmostȱimportantȱelementsȱtoȱbeȱadjustedȱinȱanalyzingȱaȱrampȱjunctionȱareȱ
asȱfollows:ȱ
x Theȱflowȱapproachingȱtheȱtwoȱrightmostȱlanesȱ(thisȱisȱanȱintermediateȱ
stepȱbutȱwouldȱensureȱthatȱtheȱinfluenceȱofȱupstreamȱandȱdownstreamȱ
rampsȱisȱconsideredȱinȱaȱmannerȱcompatibleȱwithȱtheȱHCM),ȱandȱ
x TheȱcapacityȱofȱtheȱjunctionȱatȱtheȱcriticalȱlocationsȱindicatedȱinȱtheȱHCMȱ
(i.e.,ȱdownstreamȱofȱtheȱjunctionȱandȱapproachingȱtheȱinfluenceȱarea).ȱȱ
Step-by-Step Recommendations for Applying Alternative Tools

Theȱfollowingȱstepsȱareȱrecommendedȱwhenȱanȱalternativeȱtoolȱisȱappliedȱtoȱ
theȱanalysisȱofȱrampsȱandȱrampȱjunctions:ȱ
1. Determineȱwhetherȱtheȱchosenȱtoolȱcanȱprovideȱdensityȱforȱtheȱtwoȱ
rightmostȱlanesȱofȱtheȱfreewayȱandȱwhatȱapproachȱisȱusedȱtoȱobtainȱitȱ
(includingȱtheȱtreatmentȱofȱtheȱpartialȱpresenceȱofȱvehiclesȱonȱtheȱlink).ȱȱ
2. DetermineȱtheȱFFSȱofȱtheȱstudyȱsite,ȱeitherȱfromȱfieldȱdataȱorȱbyȱ
estimatingȱitȱaccordingȱtoȱtheȱChapterȱ11ȱmethodȱforȱbasicȱfreewayȱ
segments.ȱ
3. Enterȱallȱavailableȱinputȱcharacteristicsȱ(bothȱgeometricȱandȱtrafficȱ
characteristics)ȱintoȱtheȱsimulator.ȱTheȱlengthȱofȱtheȱsegmentȱorȱlinkȱtoȱbeȱ
simulatedȱshouldȱbeȱ1,500ȱft,ȱtoȱcorrespondȱtoȱtheȱHCMȬdefinedȱareaȱofȱ
influence.ȱInstallȱvirtualȱdetectorsȱwithinȱtheȱareaȱofȱinfluenceȱandȱatȱtheȱ
downstreamȱendȱofȱtheȱstudyȱsegmentȱtoȱobtainȱdensity,ȱspeeds,ȱandȱ
flows.ȱ
4. Loadȱtheȱstudyȱnetworkȱaboveȱcapacityȱtoȱobtainȱtheȱmaximumȱ
throughput,ȱandȱcompareȱtheȱresultȱwithȱtheȱHCMȱestimate.ȱCalibrateȱtheȱ
simulatorȱbyȱmodifyingȱparametersȱrelatedȱtoȱtheȱminimumȱtimeȱ
headwayȱsoȱthatȱtheȱsimulatedȱcapacityȱmatchesȱtheȱHCMȱestimate.ȱ
Estimateȱtheȱrequiredȱnumberȱofȱsimulationȱrunsȱthatȱwillȱneedȱtoȱbeȱ
conductedȱtoȱproduceȱaȱstatisticallyȱvalidȱcomparison.ȱȱ
5. CompareȱtheȱflowȱapproachingȱtheȱtwoȱrightmostȱlanesȱwithȱtheȱHCM’sȱ
estimate.ȱAdjustȱtheȱsimulationȱparametersȱrelatedȱtoȱdriverȱawarenessȱofȱ
upcomingȱturnsȱtoȱmatchȱtheȱHCMȬpredictedȱv12ȱvalue.ȱȱ
Example Problems Illustrating Alternative Tool Applications

Chapterȱ28,ȱFreewayȱMergesȱandȱDiverges:ȱSupplemental,ȱincludesȱtwoȱ
exampleȱproblemsȱthatȱexamineȱsituationsȱbeyondȱtheȱscopeȱofȱthisȱchapter’sȱ
methodologyȱbyȱusingȱaȱtypicalȱmicrosimulationȬbasedȱtool.ȱBothȱproblemsȱareȱ
basedȱonȱthisȱchapter’sȱExampleȱProblemȱ3,ȱwhichȱanalyzesȱanȱeightȬlaneȱ
freewayȱsegmentȱwithȱanȱentranceȱandȱanȱexitȱramp.ȱTheȱfirstȱproblemȱevaluatesȱ
theȱeffectsȱofȱtheȱadditionȱofȱrampȱmetering,ȱwhileȱtheȱsecondȱevaluatesȱtheȱ
impactsȱofȱconvertingȱtheȱleftmostȱlaneȱofȱtheȱmainlineȱintoȱanȱHOVȱlane.ȱȱ

December 2010
4. EXAMPLE PROBLEMS
Exhibit 13-21
Example
List of Example Problems
Problem Title Type of Analysis
Isolated One-Lane, Right-Hand On-Ramp to a Four-Lane
1 Operational analysis
Freeway
Two Adjacent Single-Lane, Right-Hand Off-Ramps on a
Six-Lane Freeway
One-Lane On-Ramp Followed by a One-Lane Off-Ramp
on an Eight-Lane Freeway
4 Single-Lane, Left-Hand On-Ramp on a Six-Lane Freeway Special case
Service Flow Rates and Service Volumes for an Isolated Service flow rates and
5
On-Ramp on a Six-Lane Freeway service volumes
EXAMPLE PROBLEM 1: ISOLATED ONE-LANE, RIGHT-HAND ON-RAMP

TO A FOUR-LANE FREEWAY
The Facts
Theȱfollowingȱdataȱareȱavailableȱtoȱdescribeȱtheȱtrafficȱandȱgeometricȱ
characteristicsȱofȱthisȱlocation:ȱ
x Isolatedȱlocationȱ(noȱadjacentȱrampsȱtoȱconsider)ȱ
x OneȬlaneȱrampȱroadwayȱandȱjunctionȱ
x FourȬlaneȱfreewayȱ(twoȱlanesȱinȱeachȱdirection)ȱ
x Upstreamȱfreewayȱdemandȱvolumeȱ=ȱ2,500ȱveh/hȱ
x Rampȱdemandȱvolumeȱ=ȱ550ȱveh/hȱ
x 10%ȱtrucks,ȱ0%ȱRVsȱonȱtheȱfreewayȱ
x 5%ȱtrucks,ȱ0%ȱRVsȱonȱtheȱrampȱ
x Accelerationȱlaneȱ=ȱ740ȱftȱ
x FFS,ȱfreewayȱ=ȱ60ȱmi/hȱ
x FFS,ȱrampȱ=ȱ45ȱmi/hȱ
x Levelȱterrainȱforȱfreewayȱandȱrampȱ
x Peakȱhourȱfactorȱ=ȱ0.90ȱ
x Driversȱareȱregularȱcommutersȱ
Comments
Allȱinputȱparametersȱareȱknown,ȱsoȱnoȱdefaultȱvaluesȱareȱneededȱorȱused.ȱ
Adjustmentȱfactorsȱforȱheavyȱvehiclesȱandȱdriverȱpopulationȱareȱfoundȱinȱ
Chapterȱ11,ȱBasicȱFreewayȱSegments.ȱ
Step 1: Convert Demand Volumes to Flow Rates Under Equivalent Ideal

Conditions by Using Equation 13-1
V
v ȱ
PHF u f HV u f p
Example Problems Page 13-36 Chapter 13/Freeway Merge and Diverge Segments
December 2010
Demandȱvolumesȱareȱgivenȱforȱtheȱfreewayȱandȱtheȱramp.ȱTheȱPHFȱisȱ
specified.ȱTheȱdriverȱpopulationȱfactorȱforȱcommutersȱisȱ1.00ȱ(Chapterȱ11),ȱwhileȱ
theȱheavyȱvehicleȱadjustmentȱfactorȱisȱcomputedȱasȱfollows:ȱ
1
fHV ȱ
1 PT ET 1 PR ER 1
TruckȱandȱRVȱpresenceȱisȱgiven.ȱTheȱvalueȱofȱETȱforȱlevelȱterrainȱisȱ1.5ȱ
(Chapterȱ11).ȱOnȱtheȱbasisȱofȱtheseȱvalues,ȱtheȱfreewayȱandȱrampȱdemandȱ
volumesȱareȱconvertedȱasȱfollows:ȱ
Forȱtheȱfreeway:ȱ
1
fHV 0.952 ȱ
1 0.10ȱ1.5 1
2 ,500
vF 2 ,918 ȱpc/h ȱ
0.90 u 0.952 u 1.00
Forȱtheȱramp:ȱ
1
f HV 0.976 ȱ
1 0.05ȱ1.5 1
550
vF 626ȱ pc/h ȱ
0.90 u 0.976 u 1.00
Step 2: Compute Demand Flow in Lanes 1 and 2 Immediately Upstream

of the Ramp Influence Area with Equation 13-2 and Exhibit 13-6
v12 vF u PFM ȱ
TheȱfreewayȱflowȱrateȱwasȱcomputedȱinȱStepȱ1.ȱTheȱvalueȱofȱPFMȱisȱfoundȱinȱ
Exhibitȱ13Ȭ6.ȱForȱaȱfourȬlaneȱfreeway,ȱtheȱvalueȱisȱ1.00.ȱThenȱ
v12 2 ,918 u 1.00 2 ,918 pc/h ȱ
BecauseȱthereȱareȱnoȱouterȱlanesȱonȱaȱfourȬlaneȱfreeway,ȱthereȱisȱnoȱneedȱtoȱ
checkȱthisȱresultȱforȱreasonableness.ȱ
Step 3: Check Capacities by Using Exhibit 13-8 and Exhibit 13-10

TheȱcriticalȱcapacityȱcheckpointȱforȱaȱsingleȬlaneȱonȬrampȱisȱtheȱdownstreamȱ
freewayȱsegment:ȱ
vFO vF vR 2 ,918 626 3 ,544 pc/h ȱ
TheȱcapacityȱofȱaȱfourȬlaneȱfreewayȱ(twoȱlanesȱinȱoneȱdirection)ȱwithȱanȱFFSȱ
ofȱ60ȱmi/hȱisȱgivenȱinȱExhibitȱ13Ȭ8.ȱTheȱcapacityȱisȱ4,600ȱpc/h,ȱwhichȱisȱmoreȱthanȱ
theȱdemandȱflowȱofȱ3,544ȱpc/h.ȱTheȱcapacityȱofȱaȱoneȬlaneȱrampȱwithȱanȱFFSȱofȱ45ȱ
mi/hȱisȱgivenȱinȱExhibitȱ13Ȭ10ȱasȱ2,100ȱpc/h,ȱwhichȱisȱwellȱinȱexcessȱofȱtheȱrampȱ
demandȱflowȱofȱ626ȱpc/h.ȱTheȱmaximumȱdesirableȱflowȱrateȱenteringȱtheȱrampȱ
influenceȱareaȱisȱalsoȱ4,600ȱpc/h,ȱagainȱmoreȱthanȱ3,544.ȱThus,ȱtheȱoperationȱofȱtheȱ
segmentȱisȱexpectedȱtoȱbeȱstable.ȱLOSȱFȱdoesȱnotȱexist.ȱ
Chapter 13/Freeway Merge and Diverge Segments Page 13-37 Example Problems
December 2010
Step 4: Compute Density and Find LOS by Using Equation 13-21 and
Exhibit 13-2
Theȱestimatedȱdensityȱinȱtheȱramp–freewayȱjunctionȱisȱestimatedȱbyȱusingȱ
Equationȱ13Ȭ21:ȱ
DR 5.475 0.00734 vR 0.0078 v12 0.00627 LA ȱ
DR 5.475 ( 0.00734 u 626 ) ( 0.0078 u 2 ,918 ) ( 0.00627 u 740 ) 28.2 pc/mi/ln ȱ
FromȱExhibitȱ13Ȭ2,ȱthisȱisȱLOSȱD,ȱbutȱtheȱresultȱisȱcloseȱtoȱtheȱLOSȱCȱ
boundary.ȱ
Step 5: Compute Merge Area Speed as Supplemental Information by

Using Exhibit 13-11
SinceȱthereȱareȱnoȱouterȱlanesȱpresentȱonȱaȱfourȬlaneȱfreeway,ȱonlyȱtheȱspeedȱ
withinȱtheȱrampȱinfluenceȱareaȱshouldȱbeȱcomputed:ȱ
SR FFS FFS 42 MS ȱ
MS 0.321 0.0039 e ( v R 12 / 1,000 ) 0.002LASFR / 1,000 ȱ
MS 0.321 0.0039 e ( 3 , 544 / 1,000 ) 0.002740 u 45 / 1,000 0.389 ȱ
SR 60 60 42 u 0.389 53.0 mi/h ȱ
Discussion
Theȱresultsȱindicateȱthatȱtheȱmergeȱareaȱoperatesȱinȱaȱstableȱfashion,ȱwithȱ
someȱdeteriorationȱinȱdensityȱandȱspeedȱdueȱtoȱmergingȱoperations.ȱȱ
EXAMPLE PROBLEM 2: TWO ADJACENT SINGLE-LANE, RIGHT-HAND

OFF-RAMPS ON A SIX-LANE FREEWAY
The Facts
Theȱfollowingȱinformationȱconcerningȱdemandȱvolumesȱandȱgeometriesȱisȱ
availableȱforȱthisȱproblem:ȱ
x TwoȱconsecutiveȱoneȬlane,ȱrightȬhandȱoffȬrampsȱ
x SixȬlaneȱfreewayȱwithȱFFSȱ=ȱ60ȱmi/hȱ
x Rollingȱterrainȱforȱfreewayȱandȱbothȱrampsȱ
x 5%ȱtrucksȱonȱfreewayȱandȱbothȱramps;ȱ0%ȱRVsȱ
x FirstȱrampȱFFSȱ=ȱ40ȱmi/hȱ
x SecondȱrampȱFFSȱ=ȱ25ȱmi/hȱ
x Freewayȱdemandȱvolumeȱ=ȱ4,500ȱveh/hȱ(immediatelyȱupstreamȱofȱtheȱfirstȱ
offȬramp)ȱ
x Firstȱrampȱdemandȱvolumeȱ=ȱ300ȱveh/hȱ
x Secondȱrampȱdemandȱvolumeȱ=ȱ500ȱveh/hȱ
x Distanceȱbetweenȱrampsȱ=ȱ750ȱftȱ
x Firstȱrampȱdecelerationȱlaneȱlengthȱ=ȱ500ȱftȱ
December 2010
x Secondȱrampȱdecelerationȱlaneȱlengthȱ=ȱ300ȱftȱ
Comments
Theȱsolutionȱwillȱuseȱadjustmentȱfactorsȱforȱheavyȱvehicleȱpresenceȱandȱ
driverȱpopulationȱselectedȱfromȱChapterȱ11,ȱBasicȱFreewayȱSegments.ȱAllȱinputȱ
parametersȱareȱspecified,ȱsoȱnoȱdefaultȱvaluesȱareȱneededȱorȱused.ȱ

V
v ȱ
PHF u f HV u f p
Inȱthisȱcase,ȱthreeȱdemandȱvolumesȱmustȱbeȱconverted:ȱtheȱfreewayȱvolumeȱ
immediatelyȱupstreamȱofȱtheȱfirstȱrampȱandȱtheȱtwoȱrampȱdemandȱvolumes.ȱ
Sinceȱallȱdemandsȱincludeȱ5%ȱtrucksȱandȱnoȱRVs,ȱonlyȱaȱsingleȱheavyȱvehicleȱ
adjustmentȱfactorȱwillȱbeȱneeded.ȱFromȱChapterȱ11,ȱtheȱappropriateȱvalueȱofȱETȱ
forȱrollingȱterrainȱisȱ2.5.ȱForȱdriversȱwhoȱareȱregularȱcommuters,ȱtheȱappropriateȱ
valueȱofȱfpȱisȱ1.00.ȱȱ
Thenȱ
1
f HV ȱ
1 PT ET 1 PR ER 1
1
fHV 0.930 ȱ
1 0.052.5 1
andȱ
V
v ȱ
PHF u f HV u f p
4 ,500
vF 5,093ȱ pc/h ȱ
0.95 u 0.930 u 1.00
300
vR1 340 ȱpc/h ȱ
0.95 u 0.930 u 1.00
500
vR 2 566ȱ pc/h ȱ
0.95 u 0.930 u 1.00

of the Two Ramp Influence Areas by Using Equation 13-13 and Exhibit
13-7
BecauseȱthereȱareȱtwoȱconsecutiveȱoffȬrampsȱunderȱconsideration,ȱtheȱfirstȱ
willȱhaveȱtoȱconsiderȱtheȱimpactȱofȱtheȱsecondȱonȱitsȱoperations,ȱandȱtheȱsecondȱ
willȱhaveȱtoȱconsiderȱtheȱimpactȱofȱtheȱfirst.ȱ
December 2010
First Off-Ramp
FromȱExhibitȱ13Ȭ7,ȱflowȱinȱLanesȱ1ȱandȱ2ȱofȱtheȱfreewayȱisȱestimatedȱbyȱusingȱ
Equationȱ13Ȭ11ȱorȱEquationȱ13Ȭ9,ȱdependingȱonȱwhetherȱtheȱimpactȱofȱtheȱ
downstreamȱoffȬrampȱisȱsignificant.ȱThisȱisȱdeterminedȱbyȱcomputingȱtheȱ
equivalenceȱdistanceȱbyȱusingȱEquationȱ13Ȭ13:ȱ
vD
LEQ ȱ
1.15 0.000032vF 0.000369vR1
566
LEQ 657 ȱft ȱ
1.15 0.000032 u 5,093 0.000369 u 340
Sinceȱtheȱactualȱdistanceȱbetweenȱramps,ȱ750ȱft,ȱisȱgreaterȱthanȱtheȱ
equivalenceȱdistanceȱofȱ657ȱft,ȱtheȱrampȱmayȱbeȱtreatedȱasȱifȱitȱwereȱisolated,ȱwithȱ
Equationȱ13Ȭ9:ȱ
PFD 0.760 0.000025 vF 0.000046 vR1 ȱ
PFD 0.760 0.000025 u 5093 0.000046 u 340 0.617 ȱ
Thenȱ
v12 vR vF vR PFD ȱ
v12 340 5 ,093 340 u 0.617 3 ,273ȱpc/h ȱ
BecauseȱaȱsixȬlaneȱfreewayȱincludesȱoneȱouterȱlaneȱ(Laneȱ3),ȱtheȱ
reasonablenessȱofȱtheȱpredictedȱlaneȱdistributionȱofȱarrivingȱfreewayȱvehiclesȱ
shouldȱbeȱchecked.ȱTheȱflowȱrateȱinȱLaneȱ3ȱisȱ5,093ȱ–ȱ3,273ȱ=ȱ1,820ȱpc/h.ȱTheȱ
averageȱflowȱperȱlaneȱinȱLanesȱ1ȱandȱ2ȱisȱ3,273/2ȱ=ȱ1,637ȱpc/hȱ(roundedȱtoȱtheȱ
nearestȱpc).ȱThen:ȱ
Isȱv3ȱ>ȱ2,700ȱpc/h/ln?ȱ ȱ ȱ Noȱ
Isȱv3ȱ>ȱ1.5ȱ×ȱ(1,637)ȱ=ȱ2,456ȱpc/h/ln?ȱ Noȱ
Sinceȱbothȱchecksȱforȱreasonableȱlaneȱdistributionȱareȱpassed,ȱtheȱcomputedȱ
valueȱofȱv12ȱforȱtheȱfirstȱoffȬrampȱisȱacceptedȱasȱ3,273ȱpc/h.ȱ
Second Off-Ramp
FromȱExhibitȱ13Ȭ7,ȱtheȱsecondȱoffȬrampȱshouldȱbeȱanalyzedȱbyȱusingȱ
Equationȱ13Ȭ9,ȱwhichȱisȱforȱanȱisolatedȱoffȬramp.ȱAdjacentȱupstreamȱoffȬrampsȱdoȱ
notȱaffectȱtheȱlaneȱdistributionȱofȱarrivingȱvehiclesȱatȱaȱdownstreamȱoffȬramp.ȱȱ
TheȱfreewayȱflowȱapproachingȱRampȱ2,ȱhowever,ȱincludesȱtheȱfreewayȱflowȱ
approachingȱRampȱ1,ȱlessȱtheȱflowȱrateȱofȱvehiclesȱexitingȱtheȱfreewayȱatȱRampȱ1.ȱ
Therefore,ȱtheȱfreewayȱflowȱrateȱapproachingȱRampȱ2ȱisȱasȱfollows:ȱ
vF 2 5 ,093 340 4 ,753 pc/h ȱ
Thenȱ
PFD 0.760 0.000025 u 4753 0.000046 u 566 0.615 ȱ
v12 566 4 ,753 566 u 0.615 3 ,141ȱpc/h ȱ
December 2010
Again,ȱbecauseȱthereȱisȱanȱouterȱlaneȱonȱaȱsixȬlaneȱfreeway,ȱtheȱ
reasonablenessȱofȱthisȱestimateȱmustȱbeȱchecked.ȱTheȱflowȱrateȱinȱtheȱouterȱlaneȱ
v3ȱisȱ4,753ȱ–ȱ3,141ȱ=ȱ1,612ȱpc/h.ȱTheȱaverageȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱisȱ3,141/2ȱ=ȱ
1,571ȱpc/hȱ(rounded).ȱThen:ȱ
Isȱv3ȱ>ȱ2,700ȱpc/h/ln?ȱ ȱ ȱ Noȱ
Isȱv3ȱ>ȱ1.5ȱ×ȱ1,571ȱ=ȱ2,357ȱpc/h/ln?ȱȱ Noȱ
Onceȱagain,ȱtheȱpredictedȱlaneȱdistributionȱofȱarrivingȱvehiclesȱisȱreasonable,ȱ
andȱv12ȱisȱtakenȱtoȱbeȱ3,141ȱpc/h.ȱ

BecauseȱtwoȱoffȬrampsȱareȱinvolvedȱinȱthisȱsegment,ȱthereȱareȱseveralȱ
capacityȱcheckpoints:ȱ
x TotalȱfreewayȱflowȱupstreamȱofȱtheȱfirstȱoffȬrampȱ(theȱpointȱatȱwhichȱ
maximumȱfreewayȱflowȱexists),ȱ
x CapacityȱofȱbothȱoffȬramps,ȱandȱ
x MaximumȱdesirableȱflowȱratesȱenteringȱeachȱofȱtheȱtwoȱoffȬrampȱ
influenceȱareas.ȱ
TheseȱcomparisonsȱareȱshownȱinȱExhibitȱ13Ȭ22.ȱNoteȱthatȱfreewayȱcapacityȱisȱ
basedȱonȱaȱfreewayȱwithȱFFSȱ=ȱ60ȱmi/h.ȱTheȱfirstȱrampȱcapacityȱisȱbasedȱonȱaȱ
rampȱFFSȱofȱ40ȱmi/hȱandȱtheȱsecondȱonȱaȱrampȱFFSȱofȱ25ȱmi/h.ȱ
Capacity (pc/h) Demand Flow Rate Exhibit 13-22

Item Exhibit 13-8, Exhibit 13-10 (pc/h) Problem? Capacity Checks for Example
Freeway flow rate 6,900 5,093 No Problem 2
First off-ramp 2,000 340 No
Second off-ramp 1,900 566 No
Max. v12 first ramp 4,400 3,373 No
Max. v12 second ramp 4,400 3,141 No
Noneȱofȱtheȱcapacityȱvaluesȱareȱexceeded,ȱsoȱoperationȱofȱtheseȱrampȱ
junctionsȱwillȱbeȱstable,ȱandȱLOSȱFȱdoesȱnotȱoccur.ȱ
Step 4: Compute Densities and Find Levels of Service by Using Equation

13-22 and Exhibit 13-2
BecauseȱthereȱareȱtwoȱoffȬramps,ȱtwoȱrampȱinfluenceȱareasȱareȱinvolved,ȱandȱ
twoȱrampȱinfluenceȱareaȱdensitiesȱwillȱbeȱcomputed.ȱ
DR 4.252 0.0086 v12 0.009 LD ȱ
DR1 4.252 0.0086 u 3 ,273 0.009 u 500 27.9 pc/mi/ln ȱ
DR 2 4.252 0.0086 u 3 ,141 0.009 u 300 28.6 pc/mi/ln ȱ
FromȱExhibitȱ13Ȭ2,ȱbothȱofȱtheseȱrampȱinfluenceȱareasȱoperateȱveryȱcloseȱtoȱ
theȱboundaryȱbetweenȱLOSȱCȱandȱLOSȱDȱ(28.0ȱpc/mi/ln).ȱRampȱ1ȱoperatesȱinȱ
LOSȱC,ȱwhileȱRampȱ2ȱoperatesȱinȱLOSȱD.ȱ
Whileȱitȱmakesȱvirtuallyȱnoȱdifferenceȱinȱthisȱcase,ȱnoteȱthatȱtheȱtwoȱrampȱ
influenceȱareasȱoverlap.ȱTheȱinfluenceȱareaȱofȱtheȱfirstȱoffȬrampȱextendsȱ1,500ȱftȱ
upstream.ȱTheȱinfluenceȱareaȱofȱtheȱsecondȱoffȬrampȱalsoȱextendsȱ1,500ȱftȱ
December 2010
upstream.ȱGivenȱthatȱtheȱrampsȱareȱonlyȱ750ȱftȱapart,ȱtheȱsecondȱrampȱinfluenceȱ
areaȱoverlapsȱtheȱfirstȱforȱ750ȱftȱ(immediatelyȱupstreamȱofȱtheȱfirstȱdivergeȱpoint).ȱ
Normally,ȱtheȱworstȱofȱtheȱtwoȱlevelsȱofȱserviceȱwouldȱbeȱappliedȱtoȱthisȱ750Ȭftȱ
overlap.ȱInȱthisȱcase,ȱtheȱlevelsȱofȱserviceȱareȱtheȱsame.ȱIndeed,ȱtheȱpredictedȱ
densitiesȱareȱvirtuallyȱequal,ȱsoȱtheȱimpactȱofȱtheȱoverlapȱisȱminimal,ȱandȱtheȱ
predictedȱvaluesȱareȱnotȱreallyȱaffected.ȱ
Step 5: Compute Diverge Area Speeds as Supplemental Information by

Using Exhibit 13-12 and Exhibit 13-13
BecauseȱtheseȱrampsȱareȱonȱaȱsixȬlaneȱfreewayȱwithȱanȱouterȱlane,ȱitȱisȱ
possibleȱtoȱestimateȱtheȱspeedȱwithinȱeachȱrampȱinfluenceȱarea,ȱtheȱspeedȱinȱtheȱ
outerȱlaneȱadjacentȱtoȱeachȱrampȱinfluenceȱarea,ȱandȱtheȱweightedȱaverageȱofȱtheȱ
two.ȱ
First Off-Ramp
Theȱspeedȱwithinȱtheȱfirstȱrampȱinfluenceȱareaȱisȱcomputedȱasȱfollows:ȱ
DS 0.883 0.00009 vR 0.013SFR ȱ
DS 0.883 0.00009 u 3 ,273 0.013 u 40 0.394 ȱ
SR FFS FFS 42 DS 60 60 42 u 0.394 52.9 ȱmi/h ȱ
Theȱflowȱrateȱinȱtheȱouterȱlaneȱ(vOA)ȱisȱ5,093ȱ–ȱ3,273ȱ=ȱ1,820ȱpc/h/ln.ȱTheȱ
averageȱspeedȱinȱthisȱouterȱlaneȱisȱcomputedȱasȱfollows:ȱ
SO 1.097 FFS 0.0039 vOA 1,000 ȱ
SO 1.097 u 60 0.0039 u 1,820 1,000 62.6ȱ mi/h ȱ
TheȱaverageȱspeedȱinȱLaneȱ3ȱisȱpredictedȱtoȱbeȱslightlyȱhigherȱthanȱtheȱFFSȱofȱ
theȱfreeway.ȱThisȱisȱnotȱuncommon,ȱsinceȱthroughȱvehiclesȱatȱhigherȱspeedsȱuseȱ
Laneȱ3ȱtoȱavoidȱcongestionȱinȱtheȱrampȱinfluenceȱarea.ȱTheȱaverageȱspeedȱacrossȱ
allȱlanes,ȱhowever,ȱshouldȱnotȱbeȱhigherȱthanȱtheȱFFS.ȱInȱthisȱcase,ȱtheȱaverageȱ
speedȱacrossȱallȱlanesȱisȱcomputedȱasȱfollows:ȱ
3 ,273 1,820 u 1
S 56.0 ȱmi/h ȱ
§ 3 ,273 · § 1,820 u 1 ·
¨ ¸ ¨ ¸
© 52.9 ¹ © 62.0 ¹
Thisȱresultȱis,ȱasȱexpected,ȱlessȱthanȱtheȱFFSȱofȱtheȱfreeway.ȱ
Second Off-Ramp
Theȱspeedȱinȱtheȱsecondȱrampȱinfluenceȱareaȱisȱcomputedȱasȱfollows:ȱ
DS 0.883 0.00009 u 566 0.013 u 25 0.609 ȱ
SR 60 60 42 u 0.609 49.0 mi/h ȱ
Laneȱ3ȱhasȱaȱdemandȱflowȱrateȱofȱ4,753ȱ–ȱ3,141ȱ=ȱ1,612ȱpc/h/ln.ȱTheȱaverageȱ
speedȱinȱthisȱouterȱlaneȱisȱcomputedȱasȱfollows:ȱ
SO 1.097 u 60 0.0039 u 1,612 1,000 63.4ȱ mi/h ȱ
Theȱaverageȱspeedȱacrossȱallȱfreewayȱlanesȱisȱ
December 2010
3 ,141 1,612 u 1
S 53.1ȱmi/h ȱ
§ ,141 · § 1,612 u 1 ·
3
¨ ¸ ¨ ¸
© 49.0 ¹ © 63.4 ¹
Discussion
Theȱspeedȱresultsȱinȱthisȱcaseȱareȱinteresting.ȱWhileȱdensitiesȱareȱsimilarȱforȱ
bothȱramps,ȱtheȱdensityȱisȱsomewhatȱhigherȱandȱtheȱspeedȱsomewhatȱlowerȱinȱ
theȱsecondȱinfluenceȱarea.ȱThisȱisȱprimarilyȱtheȱresultȱofȱaȱshorterȱdecelerationȱ
laneȱandȱaȱlowerȱrampȱFFSȱ(25ȱmi/hȱversusȱ40ȱmi/h).ȱInȱbothȱcases,ȱtheȱaverageȱ
speedȱinȱtheȱouterȱlaneȱisȱhigherȱthanȱtheȱFFS,ȱwhichȱappliesȱasȱanȱaverageȱacrossȱ
allȱlanes.ȱ
Sinceȱtheȱoperationȱisȱstable,ȱthereȱisȱnoȱspecialȱconcernȱhere,ȱshortȱofȱaȱ
significantȱincreaseȱinȱdemandȱflows.ȱLOSȱisȱtechnicallyȱDȱbutȱfallsȱjustȱoverȱtheȱ
LOSȱCȱboundary.ȱThisȱisȱaȱcaseȱinȱwhichȱtheȱstepȬfunctionȱLOSȱassignedȱmayȱ
implyȱanȱoperationȱpoorerȱthanȱactuallyȱexists.ȱItȱemphasizesȱtheȱimportanceȱofȱ
knowingȱnotȱonlyȱtheȱLOSȱbutȱalsoȱtheȱvalueȱofȱtheȱserviceȱmeasureȱthatȱ
producesȱit.ȱ
EXAMPLE PROBLEM 3: ONE-LANE ON-RAMP FOLLOWED BY A ONE-

LANE OFF-RAMP ON AN EIGHT-LANE FREEWAY
The Facts
Theȱfollowingȱinformationȱisȱavailableȱconcerningȱthisȱpairȱofȱrampsȱtoȱbeȱ
analyzed:ȱ
x EightȬlaneȱfreewayȱwithȱanȱFFSȱofȱ65ȱmi/hȱ
x OneȬlane,ȱrightȬhandȱonȬrampȱwithȱanȱFFSȱofȱ30ȱmi/hȱ
x OneȬlane,ȱrightȬhandȱoffȬrampȱwithȱanȱFFSȱofȱ25ȱmi/hȱ
x Distanceȱbetweenȱrampsȱ=ȱ1,300ȱftȱ
x AccelerationȱlaneȱonȱRampȱ1ȱ=ȱ260ȱftȱ
x DecelerationȱlaneȱonȱRampȱ2ȱ=ȱ260ȱftȱ
x Levelȱterrainȱonȱfreewayȱandȱbothȱrampsȱ
x 10%ȱtrucks,ȱnoȱRVsȱonȱfreewayȱandȱoffȬrampȱ
x 5%ȱtrucks,ȱnoȱRVsȱonȱonȬrampȱ
x Freewayȱflowȱrateȱ(upstreamȱofȱfirstȱramp)ȱ=ȱ5,500ȱveh/hȱ
x OnȬrampȱflowȱrateȱ=ȱ400ȱveh/hȱ
x OffȬrampȱflowȱrateȱ=ȱ600ȱveh/hȱ
x PHFȱ=ȱ0.90ȱ
Comments
Asȱwithȱpreviousȱexampleȱproblems,ȱtheȱconversionȱofȱdemandȱvolumesȱtoȱ
flowȱratesȱrequiresȱadjustmentȱfactorsȱselectedȱfromȱChapterȱ11,ȱBasicȱFreewayȱ
December 2010
Segments.ȱAllȱpertinentȱinformationȱisȱgiven,ȱandȱnoȱdefaultȱvaluesȱwillȱbeȱ
applied.ȱ

V
v ȱ
PHF u f HV u f p
Threeȱdemandȱvolumesȱmustȱbeȱconvertedȱtoȱflowȱratesȱunderȱequivalentȱ
idealȱconditions:ȱtheȱfreewayȱvolumeȱimmediatelyȱupstreamȱofȱtheȱfirstȱrampȱ
junction,ȱtheȱfirstȱrampȱvolume,ȱandȱtheȱsecondȱrampȱvolume.ȱBecauseȱtheȱ
freewayȱsegmentȱunderȱstudyȱhasȱlevelȱterrain,ȱtheȱvalueȱofȱETȱwillȱbeȱ1.5ȱforȱallȱ
volumes.ȱBecauseȱtheȱdriversȱareȱregularȱcommuters,ȱtheȱdriverȱpopulationȱ
factor,ȱfp,ȱisȱ1.00.ȱ
Then,ȱforȱtheȱfreewayȱdemandȱvolume:ȱ
1
f HV 0.952 ȱ
1 0.101.5 1
5,500
vF 6 ,419 ȱpc/h ȱ
0.90 u 0.952 u 1.00
ForȱtheȱonȬrampȱdemandȱvolume:ȱ
1
f HV 0.976 ȱ
1 0.051.5 1
400
vR1 455ȱpc/h ȱ
0.90 u 0.976 u 1.00
ForȱtheȱoffȬrampȱdemandȱvolume:ȱ
1
f HV 0.952 ȱ
1 0.101.5 1
600
vR 2 700 ȱpc/h ȱ
0.90 u 0.952 u 1.00
Inȱtheȱremainingȱcomputations,ȱtheseȱconvertedȱdemandȱflowȱratesȱareȱusedȱ
asȱinputȱvalues.ȱ

of the Two Ramp Influence Areas by Using Equation 13-2 and Exhibit
13-6 for the On-Ramp and Equation 13-8 and Exhibit 13-7 for the Off-
Ramp
Onceȱagain,ȱtheȱsituationȱinvolvesȱaȱpairȱofȱadjacentȱramps.ȱEachȱrampȱmustȱ
considerȱtheȱpotentialȱimpactȱofȱtheȱotherȱonȱitsȱoperations.ȱBecauseȱtheȱrampsȱ
areȱonȱanȱeightȬlaneȱfreewayȱ(fourȱlanesȱinȱeachȱdirection),ȱExhibitȱ13Ȭ6ȱandȱ
Exhibitȱ13Ȭ7ȱindicateȱthatȱeachȱrampȱisȱconsideredȱasȱifȱitȱwereȱisolated.ȱ
December 2010
First Ramp (On-Ramp)

Equationȱ13Ȭ2ȱandȱExhibitȱ13Ȭ6ȱapplyȱtoȱonȬramps.ȱExhibitȱ13Ȭ6ȱpresentsȱtwoȱ
possibleȱequationsȱforȱuseȱinȱestimatingȱv12ȱonȱtheȱbasisȱofȱtheȱvalueȱofȱvF/SFR.ȱInȱ
thisȱcase,ȱtheȱvalueȱisȱ6,419/30ȱ=ȱ210.6ȱ>ȱ72.ȱTherefore,ȱEquationȱ13Ȭ5ȱisȱused,ȱ
givingȱtheȱfollowing:ȱ
v12 vF u PFM ȱ
PFM 0.2178 0.000125 vR ȱ
PFM 0.2178 0.000125 u 455 0.161 ȱ
v12 6 ,419 u 0.161 1,033 pc/h ȱ
BecauseȱtheȱeightȬlaneȱfreewayȱincludesȱtwoȱouterȱlanesȱinȱeachȱdirection,ȱ
theȱreasonablenessȱofȱthisȱpredictionȱmustȱbeȱchecked.ȱTheȱaverageȱflowȱperȱlaneȱ
inȱLanesȱ1ȱandȱ2ȱisȱ1,033/2ȱ=ȱ517ȱpc/h/lnȱ(rounded).ȱTheȱflowȱinȱtheȱtwoȱouterȱ
lanes,ȱLanesȱ3ȱandȱ4,ȱisȱ6,419ȱ–ȱ1,033ȱ=ȱ5,386ȱpc/h.ȱTheȱaverageȱflowȱperȱlaneȱinȱ
Lanesȱ3ȱandȱ4ȱis,ȱtherefore,ȱ5,386/2ȱ=ȱ2,693ȱpc/h/ln.ȱThen:ȱ
Isȱvȱavȱ34ȱ>ȱ2,700ȱpc/h/ln?ȱ ȱ Noȱ
Isȱvȱavȱ34ȱ>ȱ1.5ȱ×ȱ517ȱ=ȱ776ȱpc/h/ln?ȱYesȱ
Theȱpredictedȱlaneȱdistribution,ȱtherefore,ȱisȱnotȱreasonable.ȱTooȱmanyȱ
vehiclesȱareȱplacedȱinȱtheȱtwoȱouterȱlanesȱcomparedȱwithȱLanesȱ1ȱandȱ2.ȱEquationȱ
13Ȭ19ȱisȱusedȱtoȱproduceȱaȱmoreȱreasonableȱdistribution:ȱ
§ vF · § 6 ,419 ·
v12 a ¨ ¸ ¨ ¸ 2 ,568ȱpc/h ȱ
© 2.50 ¹ © 2.50 ¹
Onȱtheȱbasisȱofȱthisȱadjustedȱvalue,ȱtheȱnumberȱofȱvehiclesȱnowȱassignedȱtoȱ
theȱtwoȱouterȱlanesȱisȱ6,419ȱ–ȱ2,568ȱ=ȱ3,851ȱpc/h.ȱ
Second Ramp (Off-Ramp)

Equationȱ13Ȭ8ȱandȱExhibitȱ13Ȭ7ȱapplyȱtoȱoffȬramps.ȱExhibitȱ13Ȭ7ȱshowsȱthatȱ
theȱvalueȱofȱPFDȱforȱoffȬrampsȱonȱeightȬlaneȱfreewaysȱisȱaȱconstant:ȱ0.436.ȱAsȱtheȱ
methodologyȱisȱbasedȱonȱregressionȱanalysisȱofȱaȱdatabase,ȱtheȱrecommendationȱ
ofȱaȱconstantȱreflectsȱaȱsmallȱsampleȱsizeȱinȱthatȱdatabase.ȱNoteȱalsoȱthatȱtheȱ
freewayȱflowȱapproachingȱtheȱsecondȱrampȱisȱtheȱsumȱofȱtheȱfreewayȱflowȱ
approachingȱtheȱfirstȱrampȱandȱtheȱonȬrampȱflowȱthatȱisȱnowȱalsoȱonȱtheȱ
freeway,ȱorȱ6,419ȱ+ȱ455ȱ=ȱ6,874ȱpc/h.ȱTheȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱisȱnowȱeasilyȱ
computedȱbyȱusingȱEquationȱ13Ȭ8:ȱ
v12 vR vF vR PFD ȱ
v12 700 6 ,874 700 u 0.436 3 ,392 pc/h ȱ
BecauseȱthereȱareȱtwoȱouterȱlanesȱonȱthisȱeightȬlaneȱfreeway,ȱtheȱ
reasonablenessȱofȱthisȱestimateȱmustȱbeȱchecked.ȱTheȱaverageȱflowȱperȱlaneȱinȱ
Lanesȱ1ȱandȱ2ȱisȱ3,392/2ȱ=ȱ1,696ȱpc/h/ln.ȱTheȱtotalȱflowȱinȱLanesȱ3ȱandȱ4ȱofȱtheȱ
freewayȱisȱ6,874ȱ–ȱ3,392ȱ=ȱ3,482ȱpc/h,ȱorȱanȱaverageȱflowȱrateȱperȱlaneȱofȱ3,482/2ȱ=ȱ
1,741ȱpc/h/ln.ȱ
Isȱvav34ȱ>ȱ2,700ȱpc/h/ln?ȱ ȱ ȱ Noȱ
December 2010
Isȱvav34ȱ>ȱ1.5ȱ×ȱ1,696ȱ=ȱ2,544ȱpc/h/ln?ȱ Noȱ
Therefore,ȱtheȱestimatedȱvalueȱofȱv12ȱisȱdeemedȱreasonableȱandȱisȱcarriedȱ
forwardȱinȱtheȱcomputations.ȱ

Becauseȱthereȱareȱtwoȱrampsȱinȱthisȱsegment,ȱthereȱareȱfiveȱcapacityȱ
checkpointsȱtoȱconsider:ȱ
x Theȱfreewayȱflowȱrateȱatȱitsȱmaximumȱpoint—whichȱinȱthisȱcaseȱisȱ
betweenȱtheȱonȬȱandȱoffȬramp,ȱsinceȱthisȱisȱtheȱonlyȱlocationȱwhereȱbothȱ
onȬȱandȱoffȬrampȱvehiclesȱareȱonȱtheȱfreeway.ȱ
x TheȱcapacityȱofȱtheȱonȬramp.ȱ
x TheȱcapacityȱofȱtheȱoffȬramp.ȱ
x TheȱmaximumȱdesirableȱflowȱenteringȱtheȱonȬrampȱinfluenceȱarea.ȱ
x TheȱmaximumȱdesirableȱflowȱenteringȱtheȱoffȬrampȱinfluenceȱarea.ȱ
TheseȱcomparisonsȱareȱshownȱinȱExhibitȱ13Ȭ23.ȱTheȱcapacityȱofȱtheȱfreewayȱisȱ
basedȱonȱanȱeightȬlaneȱfreewayȱwithȱanȱFFSȱofȱ65ȱmi/h.ȱTheȱcapacityȱofȱtheȱonȬ
rampȱisȱbasedȱonȱanȱFFSȱofȱ30ȱmi/h,ȱandȱtheȱcapacityȱofȱtheȱoffȬrampȱisȱbasedȱonȱ
anȱFFSȱofȱ25ȱmi/h.ȱ
Exhibit 13-23 Capacity (pc/h) Demand Flow Rate

Capacity Checks for Example Item Exhibit 13-8, Exhibit 13-10 (pc/h) Problem?
Problem 3 Freeway flow rate 9,400 6,874 No
First on-ramp 1,900 345 No
Second off-ramp 1,900 700 No
Max. vR12 first ramp 4,600 2,568 + 455 = 3,023 No
Max. v12 second ramp 4,400 3,392 No
Thereȱareȱnoȱcapacityȱconcerns,ȱsinceȱallȱdemandsȱareȱwellȱbelowȱtheȱ
associatedȱcapacitiesȱorȱmaximumȱdesirableȱvalues.ȱLOSȱFȱisȱnotȱpresentȱinȱanyȱ
partȱofȱthisȱsegment,ȱandȱoperationsȱareȱexpectedȱtoȱbeȱstable.ȱ

13-21, Equation 13-22, and Exhibit 13-2
Equationȱ13Ȭ21ȱisȱusedȱtoȱfindȱtheȱdensityȱinȱtheȱfirstȱonȬrampȱinfluenceȱarea:ȱ
DR 5.475 0.00734 vR 0.0078 v12 0.00627 LA ȱ
DR 5.475 0.00734 u 455 0.0078 u 2 ,568 0.00627 u 260 27.2 pc/mi/ln ȱ
Equationȱ13Ȭ22ȱisȱusedȱtoȱfindȱtheȱdensityȱinȱtheȱsecondȱoffȬrampȱinfluenceȱ
area:ȱ
DR 4.252 0.0086 v12 0.009 LD ȱ
DR 4.252 0.0086 u 3 ,391 0.009 u 260 31.1ȱpc/mi/ln ȱ
FromȱExhibitȱ13Ȭ2,ȱbothȱofȱtheseȱrampȱinfluenceȱareasȱoperateȱveryȱcloseȱtoȱ
theȱboundaryȱbetweenȱLOSȱCȱandȱLOSȱDȱ(28ȱpc/mi/ln).ȱRampȱ1ȱoperatesȱinȱLOSȱ
C,ȱwhileȱRampȱ2ȱoperatesȱinȱLOSȱD.ȱ
December 2010
BecauseȱtheȱonȬrampȱinfluenceȱareaȱextendsȱ1,500ȱftȱdownstream,ȱtheȱoffȬ
rampȱinfluenceȱareaȱextendsȱ1,500ȱftȱupstream,ȱandȱtheȱtwoȱrampsȱareȱonlyȱ1,300ȱ
ftȱapart,ȱtheȱdistanceȱbetweenȱtheȱrampsȱisȱincludedȱinȱboth.ȱTherefore,ȱtheȱmoreȱ
pessimisticȱpredictionȱofȱLOSȱDȱforȱtheȱoffȬrampȱgovernsȱtheȱoperation.ȱOddly,ȱ
theȱadditionalȱ200ȱftȱofȱtheȱoffȬrampȱinfluenceȱareaȱisȱactuallyȱupstreamȱofȱtheȱonȬ
ramp,ȱandȱtheȱadditionalȱ200ȱftȱofȱtheȱonȬrampȱinfluenceȱareaȱisȱdownstreamȱofȱ
theȱoffȬramp.ȱ
Step 5: Compute Merge and Diverge Area Speeds as Supplemental

Information by Using Exhibit 13-11 and Exhibit 13-12
BecauseȱofȱtheȱeightȬlaneȱfreeway,ȱspeedsȱshouldȱbeȱestimatedȱforȱtheȱtwoȱ
rampȱinfluenceȱareas,ȱforȱtheȱouterȱlanesȱ(Lanesȱ3ȱandȱ4)ȱadjacentȱtoȱtheȱrampȱ
influenceȱarea,ȱandȱforȱallȱvehicles—theȱweightedȱaverageȱofȱtheȱotherȱtwoȱ
speeds.ȱ
First Ramp (On-Ramp)

EquationsȱforȱestimationȱofȱaverageȱspeedȱinȱanȱonȬrampȱinfluenceȱareaȱandȱ
inȱouterȱlanesȱadjacentȱtoȱitȱareȱtakenȱfromȱExhibitȱ13Ȭ11.ȱ
MS 0.321 0.0039 e v R12 / 1,000 0.002LA SFR / 1,000 ȱ
MS 0.321 0.0039 e 3 ,032 / 1,000 0.002260 / 30 0.385 ȱ
SR FFS FFS 42 MS 65 65 42 u 0.385 56.2 mi/h ȱ
Sinceȱtheȱaverageȱouterȱlaneȱdemandȱflowȱrateȱisȱ3,851/2ȱ=ȱ1,926ȱpc/h/ln,ȱ
whichȱisȱgreaterȱthanȱ500ȱpc/h/lnȱandȱlessȱthanȱ2,300ȱpc/h/ln,ȱtheȱouterȱspeedȱisȱ
estimatedȱasȱfollows:ȱ
SO FFS 0.0036 vOA 500 ȱ
SO 65 0.0036 1,926 500 59.9 mi/h ȱ
Theȱweightedȱaverageȱspeedȱofȱallȱvehiclesȱisȱ
3 ,032 1,926 u 2
S 58.2 ȱmi/h ȱ
§ 3 ,032 · § 1,926 u 2 ·
¨ ¸ ¨ ¸
© 56.2 ¹ © 59.9 ¹
Second Ramp (Off-Ramp)

ForȱoffȬramps,ȱequationsȱforȱestimationȱofȱaverageȱspeedȱareȱdrawnȱfromȱ
Exhibitȱ13Ȭ12.ȱAtȱtheȱsecondȱramp,ȱtheȱflowȱinȱLanesȱ1ȱandȱ2ȱhasȱbeenȱcomputedȱ
asȱ3,392ȱpc/hȱorȱ1,696ȱpc/h/ln,ȱwhileȱtheȱflowȱinȱLanesȱ3ȱandȱ4ȱisȱ3,482ȱpc/h,ȱorȱ
1,741ȱpc/h/ln.ȱThenȱ
DS 0.883 0.00009vR 0.013SFR ȱ
DS 0.883 0.00009 u 700 0.013 u 25 0.621 ȱ
SR FFS ( FFS 42 ) DS ȱ
SR 65 65 42 u 0.621 50.7 mi/h ȱ
December 2010
Becauseȱtheȱaverageȱflowȱinȱtheȱouterȱlanesȱisȱgreaterȱthanȱ1,000ȱpc/h/ln,ȱtheȱ
averageȱspeedȱofȱvehiclesȱinȱtheȱouterȱlanesȱ(Lanesȱ3ȱandȱ4)ȱisȱasȱfollows:ȱ
SO 1.097 FFS 0.0039 vOA 1,000 ȱ
SO (1.097u 65) 0.0039 1,741 1,000 68.4ȱmi/h ȱ
Theȱweightedȱaverageȱspeedȱofȱallȱvehiclesȱisȱ
3 ,392 1,741 u 2
S 58.3 ȱmi/h ȱ
§ 3 ,392 · § 1,741 u 2 ·
¨ ¸ ¨ ¸
© 50.7 ¹ © 68.4 ¹
Discussion
Asȱnotedȱpreviously,ȱbetweenȱtheȱramps,ȱtheȱinfluenceȱareasȱofȱbothȱrampsȱ
fullyȱoverlap.ȱSinceȱaȱhigherȱdensityȱisȱpredictedȱforȱtheȱoffȬrampȱinfluenceȱarea,ȱ
andȱLOSȱDȱresults,ȱthisȱdensityȱshouldȱbeȱappliedȱtoȱtheȱentireȱareaȱbetweenȱtheȱ
twoȱramps.ȱ
Theȱspeedȱresultsȱareȱalsoȱinteresting.ȱTheȱslowerȱspeedsȱwithinȱtheȱoffȬrampȱ
influenceȱareaȱwillȱalsoȱcontrolȱtheȱoverlapȱarea.ȱOnȱtheȱotherȱhand,ȱtheȱspeedȱ
resultsȱindicateȱaȱhigherȱaverageȱspeedȱforȱallȱvehiclesȱassociatedȱwithȱtheȱoffȬ
rampȱthanȱtheȱspeedȱassociatedȱwithȱtheȱonȬramp.ȱThisȱisȱprimarilyȱdueȱtoȱtheȱ
muchȱlargerȱdisparityȱbetweenȱspeedsȱwithinȱtheȱrampȱinfluenceȱareaȱandȱinȱ
outerȱlanesȱwhenȱtheȱoffȬrampȱisȱconsidered.ȱTheȱspeedȱdifferentialȱisȱmoreȱthanȱ
20ȱmi/hȱforȱtheȱoffȬramp,ȱasȱopposedȱtoȱaȱlittleȱmoreȱthanȱ3ȱmi/hȱforȱtheȱonȬramp.ȱ
Thisȱisȱnotȱentirelyȱunexpected.ȱAtȱdivergeȱjunctions,ȱvehiclesȱinȱouterȱlanesȱtendȱ
toȱfaceȱlessȱturbulenceȱthanȱthoseȱinȱouterȱlanesȱnearȱmergeȱjunctions.ȱAllȱoffȬ
rampȱvehiclesȱmustȱbeȱinȱLanesȱ1ȱandȱ2ȱforȱsomeȱdistanceȱbeforeȱexitingȱtheȱ
freeway.ȱOnȬrampȱvehicles,ȱonȱtheȱotherȱhand,ȱcanȱexecuteȱasȱmanyȱlaneȱchangesȱ
asȱtheyȱwish—consistentȱwithȱsafetyȱandȱsanity—andȱmoreȱofȱthemȱmayȱwindȱ
upȱinȱouterȱlanesȱwithinȱ1,500ȱftȱofȱtheȱjunctionȱpoint.ȱ
Thus,ȱtheȱtotalȱoperationȱofȱthisȱtwoȬrampȱsegmentȱisȱexpectedȱtoȱbeȱLOSȱD,ȱ
withȱspeedsȱofȱapproximatelyȱ50ȱmi/hȱinȱLanesȱ1ȱandȱ2ȱandȱapproximatelyȱ70ȱ
mi/hȱinȱLanesȱ3ȱandȱ4.ȱ
EXAMPLE PROBLEM 4: SINGLE-LANE, LEFT-HAND ON-RAMP ON A SIX-

LANE FREEWAY
The Facts
x OneȬlane,ȱleftȬsideȱonȬrampȱonȱaȱsixȬlaneȱfreewayȱ(threeȱlanesȱinȱeachȱ
direction)ȱ
x Freewayȱdemandȱvolumeȱupstreamȱofȱrampȱ=ȱ4,000ȱveh/hȱ
x OnȬrampȱdemandȱvolumeȱ=ȱ500ȱveh/hȱ
x 15%ȱtrucks,ȱnoȱRVsȱonȱfreewayȱ
x 5%ȱtrucks,ȱnoȱRVsȱonȱrampȱ
x FreewayȱFFSȱ=ȱ65ȱmi/hȱ
x RampȱFFSȱ=ȱ30ȱmi/hȱ
December 2010
x Accelerationȱlaneȱ=ȱ820ȱftȱ
x Levelȱterrainȱonȱfreewayȱandȱrampȱ
Comments
Thisȱisȱaȱspecialȱapplicationȱofȱtheȱrampȱanalysisȱmethodologyȱpresentedȱinȱ
thisȱchapter.ȱForȱleftȬhandȱramps,ȱtheȱflowȱrateȱinȱLanesȱ1ȱandȱ2ȱ(v12)ȱisȱinitiallyȱ
computedȱasȱifȱitȱwereȱaȱrightȬhandȱramp.ȱExhibitȱ13Ȭ16ȱisȱthenȱusedȱtoȱconvertȱ
thisȱresultȱtoȱanȱestimateȱofȱtheȱflowȱinȱLanesȱ2ȱandȱ3ȱ(v23),ȱsinceȱtheseȱareȱtheȱtwoȱ
leftmostȱlanesȱthatȱwillȱbeȱinvolvedȱinȱtheȱmerge.ȱInȱeffect,ȱtheȱrampȱinfluenceȱ
areaȱis,ȱinȱthisȱcase,ȱLanesȱ3ȱandȱ4ȱandȱtheȱaccelerationȱlaneȱforȱaȱdistanceȱofȱ1,500ȱ
ftȱdownstreamȱofȱtheȱmergeȱpoint.ȱ

V
v ȱ
PHF u f HV u f p
FromȱChapterȱ11,ȱBasicȱFreewayȱSegments,ȱtheȱpassengerȱcarȱequivalentȱETȱ
forȱtrucksȱinȱlevelȱterrainȱisȱ1.5.ȱTheȱdriverȱpopulationȱadjustmentȱfactorȱfpȱforȱ
regularȱcommutersȱisȱ1.00.ȱȱ
Forȱtheȱfreewayȱdemandȱvolume:ȱ
1
f HV ȱ
1 PT ET 1 PR ER 1
1
f HV 0.930 ȱ
1 0.151.5 1
4 ,000
vF 4 ,779ȱ pc/h ȱ
0.90 u 0.93 u 1.00
Forȱtheȱrampȱdemandȱvolume:ȱ
1
f HV 0.976 ȱ
1 0.05(1.5 1)
500
vR 569 ȱpc/h ȱ
0.90 u 0.976 u 1.00

of the Ramp Influence Area by Using Equation 13-2 and Exhibit 13-6
Toȱestimateȱflowȱinȱtheȱtwoȱleftȱlanes,ȱtheȱflowȱnormallyȱexpectedȱinȱLanesȱ1ȱ
andȱ2ȱforȱaȱsimilarȱrightȬhandȱrampȱmustȱfirstȱbeȱcomputed.ȱFromȱExhibitȱ13Ȭ6,ȱ
forȱanȱisolatedȱonȬrampȱonȱaȱsixȬlaneȱfreeway,ȱEquationȱ13Ȭ4ȱisȱused:ȱ
v12 vF u PFM ȱ
PFM 0.5775 0.000028 LA ȱ
December 2010
PFM 0.5775 0.000028 u 820 0.600 ȱ

v12 4 ,779 u 0.600 2 ,867 pc/h ȱ
FromȱExhibitȱ13Ȭ16,ȱtheȱadjustmentȱfactorȱappliedȱtoȱthisȱresultȱtoȱfindȱtheȱ
estimatedȱflowȱrateȱinȱLanesȱ2ȱandȱ3ȱisȱ1.12.ȱTherefore:ȱ
v23 2 ,867 u 1.12 3 ,211 pc/h ȱ
While,ȱstrictlyȱspeaking,ȱtheȱreasonablenessȱcriteriaȱforȱlaneȱdistributionȱdoȱ
notȱapplyȱtoȱleftȬhandȱramps,ȱtheyȱcanȱbeȱappliedȱveryȱapproximately.ȱInȱthisȱ
case,ȱtheȱsingleȱ“outerȱlane”ȱ(whichȱisȱnowȱLaneȱ1)ȱwouldȱhaveȱaȱflowȱrateȱofȱ
4,779ȱ–ȱ3,211ȱ=ȱ1,568ȱpc/h.ȱThisȱisȱnotȱgreaterȱthanȱ2,700ȱpc/h/ln,ȱnorȱisȱitȱgreaterȱ
thanȱ1.5ȱtimesȱtheȱaverageȱflowȱinȱLanesȱ2ȱandȱ3ȱ(1.5ȱ×ȱ3,211/2ȱ=ȱ2,408ȱpc/h/ln).ȱ
Thus,ȱevenȱifȱtheȱreasonablenessȱcriteriaȱwereȱapproximatelyȱappliedȱinȱthisȱcase,ȱ
noȱviolationȱwouldȱexist.ȱ
TheȱremainingȱcomputationsȱproceedȱforȱtheȱleftȬhandȱramp,ȱwithȱtheȱ
substitutionȱofȱv34ȱforȱv12ȱinȱallȱalgorithmsȱused.ȱ

Forȱthisȱcase,ȱthereȱareȱthreeȱsimpleȱcheckpoints:ȱȱ
x Theȱprincipalȱcapacityȱcheckpointȱisȱtheȱtotalȱdemandȱflowȱrateȱ
downstreamȱofȱtheȱmerge,ȱ4,779ȱ+ȱ569ȱ=ȱ5,348ȱpc/h.ȱFromȱExhibitȱ13Ȭ8,ȱforȱ
aȱsixȬlaneȱfreewayȱwithȱanȱFFSȱofȱ65ȱmi/h,ȱtheȱcapacityȱisȱ7,050ȱpc/h,ȱwellȱ
overȱtheȱdemandȱflowȱrate.ȱ
x TheȱrampȱroadwayȱcapacityȱshouldȱalsoȱbeȱcheckedȱbyȱusingȱExhibitȱ13Ȭ
10.ȱForȱaȱsingleȬlaneȱrampȱwithȱanȱFFSȱofȱ30ȱmi/h,ȱtheȱcapacityȱisȱ1,900ȱ
pc/h,ȱwhichȱisȱmuchȱgreaterȱthanȱtheȱdemandȱflowȱrateȱofȱ569ȱpc/h.ȱ
x Finally,ȱtheȱmaximumȱflowȱenteringȱtheȱrampȱinfluenceȱareaȱshouldȱbeȱ
checked.ȱInȱthisȱcase,ȱaȱleftȬhandȱramp,ȱtheȱtotalȱflowȱenteringȱtheȱrampȱ
influenceȱareaȱisȱtheȱfreewayȱflowȱremainingȱinȱLanesȱ2ȱandȱ3ȱplusȱtheȱ
rampȱflowȱrate.ȱThus,ȱtheȱtotalȱflowȱenteringȱtheȱrampȱinfluenceȱareaȱisȱ
3,211ȱ+ȱ569ȱ=ȱ3,780ȱpc/h,ȱwhichȱisȱlowerȱthanȱtheȱmaximumȱdesirableȱflowȱ
rateȱofȱ4,600ȱpc/h,ȱshownȱinȱExhibitȱ13Ȭ8.ȱ
Thus,ȱthereȱareȱnoȱcapacityȱproblemsȱatȱthisȱmergeȱpoint,ȱandȱstableȱ
operationsȱareȱexpected.ȱLOSȱFȱwillȱnotȱresultȱfromȱtheȱstatedȱconditions.ȱ

13-21 and Exhibit 13-2
TheȱdensityȱinȱtheȱrampȱinfluenceȱareaȱisȱfoundȱbyȱusingȱEquationȱ13Ȭ21,ȱ
exceptȱv23ȱreplacesȱv12ȱbecauseȱofȱtheȱleftȬhandȱrampȱplacement:ȱ
DS 5.475 0.00734 vR 0.0078 v23 0.00627 LA ȱ
DS 5.475 0.00734 u 569 0.0078 u 3 ,211 0.00627 u 820 29 .6 pc/mi/ln ȱ
FromȱExhibitȱ13Ȭ2,ȱthisȱisȱLOSȱD.ȱ
December 2010
Step 5: Compute Merge and Diverge Area Speeds as Supplemental

Information by Using Exhibit 13-11 and Exhibit 13-13
TheȱspeedȱestimationȱalgorithmsȱwereȱcalibratedȱforȱrightȬhandȱramps,ȱandȱ
theȱestimationȱalgorithmsȱforȱ“outerȱlane(s)”ȱassumeȱthatȱtheseȱareȱtheȱleftmostȱ
lanes.ȱThus,ȱforȱaȱleftȬhandȱramp,ȱtheseȱcomputationsȱmustȱbeȱconsideredȱ
approximateȱatȱbest.ȱ
ByȱusingȱtheȱequationsȱinȱExhibitȱ13Ȭ11ȱandȱExhibitȱ13Ȭ13,ȱtheȱfollowingȱ
resultsȱareȱobtained:ȱ
MS 0.321 0.0039 e( 3 ,780 / 1,000 ) 0.002820 u 30 / 1,000 0.443 ȱ
SR 65 65 42 u 0.443 54.8 mi/h ȱ
SO 65 0.0036ȱ 1,568 500 61.2 mi/h ȱ
3 ,780 1,568 u 1
S 56.5ȱmi/h ȱ
§ ,780 · § 1,568 u 1 ·
3
¨ ¸ ¨ ¸
© 54.8 ¹ © 61.2 ¹
Whileȱtrafficȱinȱtheȱouterȱlaneȱisȱpredictedȱtoȱtravelȱsomewhatȱfasterȱthanȱ
trafficȱinȱtheȱlanesȱinȱtheȱrampȱinfluenceȱareaȱ(whichȱincludesȱtheȱaccelerationȱ
lane),ȱtheȱapproximateȱnatureȱofȱtheȱspeedȱresultȱforȱleftȬhandȱrampsȱmakesȱitȱ
difficultȱtoȱdrawȱanyȱfirmȱconclusionsȱconcerningȱspeedȱbehavior.ȱ
Discussion
ThisȱexampleȱproblemȱisȱtypicalȱofȱtheȱwayȱtheȱsituationsȱinȱtheȱSpecialȱCasesȱ
sectionȱareȱtreated.ȱModificationsȱasȱspecifiedȱareȱappliedȱtoȱtheȱstandardȱ
algorithmsȱusedȱforȱsingleȬlane,ȱrightȬhandȱrampȱjunctions.ȱInȱthisȱcase,ȱ
operationsȱareȱacceptable,ȱbutȱinȱLOSȱD—thoughȱnotȱfarȱfromȱtheȱLOSȱCȱ
boundary.ȱBecauseȱtheȱleftȬhandȱlanesȱareȱexpectedȱtoȱcarryȱfreewayȱtrafficȱ
flowingȱfasterȱthanȱrightȬhandȱlanes,ȱrightȬhandȱrampsȱareȱnormallyȱpreferableȱ
toȱleftȬhandȱrampsȱwhenȱtheyȱcanȱbeȱprovidedȱwithoutȱgreatȱdifficulty.ȱ
EXAMPLE PROBLEM 5: SERVICE FLOW RATES AND SERVICE VOLUMES

FOR AN ISOLATED ON-RAMP ON A SIX-LANE FREEWAY
The Facts
Theȱfollowingȱfactsȱhaveȱbeenȱestablishedȱforȱthisȱsituation:ȱ
x SingleȬlane,ȱrightȬhandȱonȬrampȱwithȱanȱFFSȱofȱ40ȱmi/hȱ
x SixȬlaneȱfreewayȱ(threeȱlanesȱinȱeachȱdirection)ȱwithȱanȱFFSȱofȱ70ȱmi/hȱ
x Levelȱterrainȱforȱfreewayȱandȱrampȱ
x 12%ȱtrucks,ȱ3%ȱRVsȱonȱfreewayȱ
x 5%ȱtrucks,ȱ2%ȱRVsȱonȱrampȱ
x Driversȱareȱregularȱusersȱofȱtheȱfacilityȱ
x Accelerationȱlaneȱ=ȱ1,000ȱftȱ
December 2010
Comments
Thisȱexampleȱillustratesȱtheȱcomputationȱofȱserviceȱflowȱratesȱandȱserviceȱ
volumesȱforȱaȱramp–freewayȱjunction.ȱTheȱcaseȱselectedȱisȱrelativelyȱ
straightforwardȱtoȱavoidȱclutteringȱtheȱillustrationȱwithȱextraneousȱcomplicationsȱ
thatȱhaveȱbeenȱaddressedȱinȱotherȱexampleȱproblems.ȱ
Twoȱapproachesȱwillȱbeȱdemonstrated:ȱ
1. Theȱrampȱdemandȱflowȱrateȱwillȱbeȱstatedȱasȱaȱfixedȱpercentageȱofȱtheȱ
arrivingȱfreewayȱflowȱrate.ȱTheȱserviceȱflowȱratesȱandȱserviceȱvolumesȱ
areȱexpressedȱasȱarrivingȱfreewayȱflowȱratesȱthatȱresultȱinȱtheȱthresholdȱ
densitiesȱwithinȱtheȱrampȱinfluenceȱareaȱthatȱdefineȱtheȱlimitsȱofȱtheȱ
variousȱlevelsȱofȱservice.ȱForȱthisȱcomputation,ȱtheȱrampȱflowȱisȱsetȱatȱ
10%ȱofȱtheȱapproachingȱfreewayȱflowȱrate.ȱ
2. Aȱfixedȱfreewayȱdemandȱflowȱrateȱwillȱbeȱstated,ȱwithȱserviceȱflowȱratesȱ
andȱserviceȱvolumesȱexpressedȱasȱrampȱdemandȱflowȱratesȱthatȱresultȱinȱ
theȱthresholdȱdensitiesȱwithinȱtheȱrampȱinfluenceȱareaȱthatȱdefineȱtheȱ
limitsȱofȱtheȱvariousȱlevelsȱofȱservice.ȱForȱthisȱcomputation,ȱtheȱ
approachingȱfreewayȱflowȱrateȱisȱsetȱatȱ4,000ȱveh/h.ȱ
ForȱLOSȱE,ȱdensityȱdoesȱnotȱdefineȱtheȱlimitingȱvalueȱofȱserviceȱflowȱrate,ȱ
whichȱisȱanalogousȱtoȱcapacityȱforȱramp–freewayȱjunctions.ȱItȱisȱdefinedȱasȱtheȱ
flowȱthatȱresultsȱinȱcapacityȱbeingȱreachedȱonȱtheȱdownstreamȱfreewayȱsegmentȱ
orȱrampȱroadway.ȱ
Sinceȱallȱalgorithmsȱinȱthisȱmethodologyȱareȱcalibratedȱforȱpassengerȱcarsȱperȱ
hourȱunderȱequivalentȱidealȱconditions,ȱinitialȱcomputationsȱareȱmadeȱinȱthoseȱ
terms.ȱResultsȱareȱthenȱconvertedȱtoȱserviceȱflowȱratesȱbyȱusingȱtheȱappropriateȱ
heavyȱvehicleȱandȱdriverȱpopulationȱadjustmentȱfactors.ȱServiceȱflowȱratesȱareȱ
thenȱconvertedȱtoȱserviceȱvolumesȱbyȱmultiplyingȱbyȱtheȱpeakȱhourȱfactor.ȱ
FromȱExhibitȱ13Ȭ2,ȱtheȱfollowingȱdensitiesȱdefineȱtheȱlimitsȱofȱLOSȱA–D:ȱ
ȱ LOSȱAȱ ȱ 10ȱpc/mi/lnȱ
LOSȱBȱ ȱ 20ȱpc/mi/lnȱ
ȱ LOSȱCȱ ȱ 28ȱpc/mi/lnȱ
ȱ LOSȱDȱ ȱ 35ȱpc/mi/lnȱ
FromȱExhibitȱ13Ȭ8ȱandȱExhibitȱ13Ȭ10,ȱcapacityȱ(orȱtheȱthresholdȱforȱLOSȱE)ȱ
occursȱwhenȱtheȱdownstreamȱfreewayȱflowȱrateȱreachesȱ7,200ȱpc/hȱ(FFSȱ=ȱ70ȱ
mi/h)ȱorȱwhenȱtheȱrampȱflowȱrateȱreachesȱ2,000ȱpc/hȱ(rampȱFFSȱ=ȱ40ȱmi/h).ȱ
Case 1: Ramp Demand Flow Rate = 0.10 Freeway Demand Flow Rate
Equationȱ13Ȭ21ȱdefinesȱtheȱdensityȱinȱanȱonȬrampȱinfluenceȱareaȱasȱfollows:ȱ
DR 5.475 0.00734vR 0.0078v12 0.00627 LA ȱ
Inȱthisȱcaseȱ
ȱ vRȱ =ȱ 0.10ȱvF
ȱ LAȱ =ȱ 1,000ȱftȱ
Equationȱ13Ȭ2ȱandȱExhibitȱ13Ȭ6ȱgiveȱtheȱfollowing:ȱ
December 2010
v12 vF u PFM ȱ
PFM 0.5775 0.000028 LA ȱ
PFM 0.5775 0.000028 u 1,000 0.6055 ȱ
v12 0.6055 vF ȱ
SubstitutionȱofȱtheseȱvaluesȱintoȱEquationȱ13Ȭ21ȱgivesȱ
DR 5.475 0.00734 u 0.10 vF 0.0078 u 0.6055 vF 0.00627 u 1,000 ȱ
DR 5.475 0.000734 vF 0.00472 vF 6.27 ȱ
DR 0.005454 vF 0.795 ȱ
DR 0.795
vF ȱ
0.005454
ThisȱequationȱcanȱnowȱbeȱsolvedȱforȱthresholdȱvaluesȱofȱvFȱforȱLOSȱAȱ
throughȱDȱbyȱusingȱtheȱappropriateȱthresholdȱvaluesȱofȱdensity.ȱTheȱresultsȱwillȱ
beȱinȱtermsȱofȱserviceȱflowȱratesȱunderȱequivalentȱidealȱconditions:ȱ
10 0.795
vF (LOS ȱA) 1,979 ȱpc/h ȱ
0.005454
20 0.795
vF (LOSȱ B) 3,813ȱ pc/h ȱ
0.005454
28 0.795
vF (LOSȱC) 5,280 ȱpc/h ȱ
0.005454
35 0.795
vF (LOSȱ D) 6 ,563ȱ pc/h ȱ
0.005454
Atȱcapacity,ȱtheȱlimitingȱflowȱrateȱoccursȱwhenȱtheȱdownstreamȱfreewayȱ
segmentȱisȱ7,200ȱpc/h.ȱIfȱtheȱrampȱflowȱrateȱisȱ0.10ȱofȱtheȱapproachingȱfreewayȱ
flowȱrate,ȱthenȱ
vFO 7 ,200 vF 0.10 vF 1.10 vF ȱ
7 ,200
vF (LOSȱ E) 6 ,545ȱpc/h ȱ
1.10
Thisȱmustȱbeȱcheckedȱtoȱensureȱthatȱtheȱrampȱflowȱrateȱ(0.10ȱ×ȱ6,545ȱ=ȱ655ȱ
pc/h)ȱdoesȱnotȱexceedȱtheȱrampȱcapacityȱofȱ2,000ȱpc/h.ȱSinceȱitȱdoesȱnot,ȱtheȱ
computationȱstands.ȱ
Note,ȱhowever,ȱthatȱtheȱLOSȱEȱ(capacity)ȱthresholdȱisȱlowerȱthanȱtheȱLOSȱDȱ
threshold.ȱThisȱindicatesȱthatȱLOSȱDȱoperationȱcannotȱbeȱachievedȱatȱthisȱ
location.ȱBeforeȱdensitiesȱreachȱtheȱ35ȱpc/h/lnȱthresholdȱforȱLOSȱD,ȱtheȱcapacityȱ
ofȱtheȱmergeȱjunctionȱhasȱbeenȱreached.ȱThus,ȱthereȱisȱnoȱserviceȱflowȱrateȱorȱ
serviceȱvolumeȱforȱLOSȱD.ȱ
Theȱcomputedȱvalues,ȱasȱnoted,ȱareȱinȱtermsȱofȱpassengerȱcarsȱperȱhourȱ
underȱequivalentȱidealȱconditions.ȱToȱconvertȱtheseȱtoȱserviceȱflowȱratesȱinȱ
vehiclesȱperȱhourȱunderȱprevailingȱconditions,ȱtheyȱmustȱbeȱmultipliedȱbyȱtheȱ
December 2010
heavyȱvehicleȱadjustmentȱfactorȱandȱtheȱdriverȱpopulationȱfactor.ȱTheȱ
approachingȱfreewayȱflowȱincludesȱ12%ȱtrucksȱandȱ3%ȱRVs.ȱForȱlevelȱterrainȱ
(Chapterȱ11,ȱBasicȱFreewayȱSegments),ȱETȱ=ȱ1.5ȱandȱERȱ=ȱ1.2.ȱThenȱ
1
f HV 0.938 ȱ
1 0.12(1.5 1) 0.03(1.2 1)
Theȱdriverȱpopulationȱfactorȱfpȱforȱregularȱfacilityȱusersȱisȱ1.00.ȱServiceȱ
volumesȱareȱobtainedȱbyȱmultiplyingȱserviceȱflowȱratesȱbyȱtheȱspecifiedȱPHF,ȱ
0.87.ȱTheseȱcomputationsȱareȱillustratedȱinȱExhibitȱ13Ȭ24.ȱ
Exhibit 13-24 Service Flow Rate, Service Flow Rate, Service Volume
Illustrative Service Flow Ideal Conditions Prevailing Conditions (SF) (SV)
Rates and Service Volumes LOS (pc/h) (veh/h) (veh/h)
Based on Approaching A 1,979 1,979 × 0.938 × 1 = 1,856 1,856 × 0.87 = 1,615
Freeway Demand B 3,813 3,813 × 0.938 × 1 = 3,577 3,577 × 0.87 = 3,112
C 5,280 5,280 × 0.938 × 1 = 4,953 4,953 × 0.87 = 4,309
D NA NA NA
E 6,545 6,545 × 0.938 × 1 = 6,139 6,139 × 0.87 = 5,341
TheȱserviceȱflowȱratesȱandȱserviceȱvolumesȱshownȱinȱExhibitȱ13Ȭ24ȱareȱstatedȱ
inȱtermsȱofȱtheȱapproachingȱfreewayȱdemand.ȱ
Case 2: Approaching Freeway Demand Volume = 4,000 veh/h

Inȱthisȱcase,ȱtheȱapproachingȱfreewayȱdemandȱwillȱbeȱheldȱconstant,ȱandȱ
serviceȱflowȱratesȱandȱserviceȱvolumesȱwillȱbeȱstatedȱinȱtermsȱofȱtheȱrampȱ
demandȱthatȱcanȱbeȱaccommodatedȱatȱeachȱLOS.ȱ
Sinceȱtheȱfreewayȱdemandȱisȱstatedȱinȱtermsȱofȱanȱhourlyȱvolumeȱinȱmixedȱ
vehiclesȱperȱhour,ȱitȱwillȱbeȱconvertedȱtoȱpassengerȱcarsȱperȱhourȱunderȱ
equivalentȱidealȱconditionsȱforȱuseȱinȱtheȱalgorithmsȱofȱthisȱmethodology:ȱ
VF 4 ,000
vF 4 ,902 ȱpc/h ȱ
PHF u f HV u f p 0.87 u 0.938 u 1
TheȱdensityȱisȱestimatedȱbyȱusingȱEquationȱ13Ȭ20,ȱandȱtheȱvariableȱPFM—
whichȱisȱnotȱdependentȱonȱvR—remainsȱ0.6055ȱasȱinȱCaseȱ1.ȱWithȱaȱfixedȱvalueȱofȱ
freewayȱdemand:ȱ
v12 0.6055 u 4 ,902 2 ,968 pc/h
Then,ȱbyȱusingȱEquationȱ13Ȭ21:ȱ
DR 5.475 0.00734 vR 0.0078 u 2 ,968 0.00627 u 1,000 ȱ
DR 22.355 0.00734 vR ȱ
DR 22.355
vR ȱ
0.00734
ItȱisȱapparentȱfromȱthisȱequationȱthatȱneitherȱLOSȱAȱ(DRȱ=ȱ10ȱpc/mi/ln)ȱnorȱ
LOSȱBȱ(DRȱ=ȱ20ȱpc/mi/ln)ȱcanȱbeȱachievedȱwithȱaȱfixedȱfreewayȱdemandȱflowȱofȱ
4,902ȱpc/h.ȱ
ForȱLOSȱCȱandȱD:ȱ
December 2010
28 22.355
vR (LOSȱ C) 769 ȱpc/h ȱ
0.00734
35 22.355
vR (LOS ȱD) 1,723ȱpc/h ȱ
0.00734
Capacity,ȱtheȱlimitȱofȱLOSȱE,ȱoccursȱwhenȱtheȱdownstreamȱfreewayȱflowȱ
reachesȱ7,200ȱpc/h.ȱWithȱaȱfixedȱfreewayȱdemand:ȱ
vFO 7 ,200 4 ,902 v R ȱ
vR (LOSȱ E) 7 ,200 4 ,902 2 ,298 pc/h ȱ
This,ȱhowever,ȱviolatesȱtheȱcapacityȱofȱtheȱrampȱroadway,ȱwhichȱisȱ2,000ȱ
pc/h.ȱThus,ȱtheȱlimitingȱrampȱflowȱrateȱforȱLOSȱEȱisȱsetȱatȱ2,000ȱpc/h.ȱ
AsȱinȱCaseȱ1,ȱtheseȱvaluesȱareȱallȱstatedȱinȱtermsȱofȱpassengerȱcarsȱperȱhourȱ
underȱequivalentȱidealȱconditions.ȱTheyȱareȱconvertedȱtoȱserviceȱflowȱratesȱbyȱ
multiplyingȱbyȱtheȱappropriateȱheavyȱvehicleȱandȱdriverȱpopulationȱadjustmentȱ
factors.ȱSinceȱtheȱrampȱhasȱaȱcompositionȱdifferentȱfromȱthatȱofȱtheȱapproachingȱ
freewayȱflow,ȱitsȱadjustmentȱmustȱbeȱrecomputed:ȱ
1
f HV 0.972 ȱ
1 0.05(1.5 1) 0.02(1.2 1)
Serviceȱflowȱratesȱareȱconvertedȱtoȱserviceȱvolumesȱbyȱmultiplyingȱbyȱtheȱ
peakȱhourȱfactor.ȱTheseȱcomputationsȱareȱillustratedȱinȱExhibitȱ13Ȭ25.ȱ
Service Flow Rate, Service Flow Rate, Service Volume Exhibit 13-25
Ideal Conditions Prevailing Conditions (SF) (SV) Illustrative Service Flow Rates and
LOS (pc/h) (veh/h) (veh/h) Service Volumes Based on a Fixed
A NA NA NA Freeway Demand
B NA NA NA
C 769 769 × 0.972 × 1 = 747 747 × 0.87 = 650
D 1,723 1,723 × 0.972 × 1 = 1,675 1,675 × 0.87 = 1,457
E 2,000 2,000 × 0.972 × 1 = 1,944 1,944 × 0.87 = 1,691
Theseȱserviceȱflowȱratesȱandȱserviceȱvolumesȱareȱbasedȱonȱaȱconstantȱ
upstreamȱarrivingȱfreewayȱdemandȱandȱareȱstatedȱinȱtermsȱofȱlimitingȱonȬrampȱ
demandsȱforȱthatȱcondition.ȱ
Discussion
Asȱthisȱillustrationȱshows,ȱmanyȱconsiderationsȱareȱinvolvedȱinȱestimatingȱ
serviceȱflowȱratesȱandȱserviceȱvolumesȱforȱramp–freewayȱjunctions,ȱnotȱtheȱleastȱ
ofȱwhichȱisȱspecifyingȱhowȱsuchȱvaluesȱshouldȱbeȱdefined.ȱTheȱconceptȱofȱserviceȱ
flowȱratesȱandȱserviceȱvolumesȱatȱspecificȱramp–freewayȱjunctionsȱisȱofȱlimitedȱ
utility.ȱSinceȱmanyȱofȱtheȱdetailsȱthatȱaffectȱtheȱestimatesȱwillȱnotȱbeȱdeterminedȱ
untilȱfinalȱdesignsȱareȱprepared,ȱoperationalȱanalysisȱofȱtheȱproposedȱdesignȱmayȱ
beȱmoreȱappropriate.ȱ
Caseȱ2ȱcouldȱhaveȱapplicationsȱinȱconsideringȱhowȱtoȱtimeȱrampȱmeters.ȱ
Appropriateȱlimitingȱrampȱflowsȱcanȱbeȱestimatedȱbyȱusingȱtheȱsameȱapproachȱ
asȱforȱserviceȱvolumesȱandȱserviceȱflowȱrates.ȱ
ȱ
December 2010
5. REFERENCES
Some of these references can 1. Roess,ȱR.ȱP.,ȱandȱJ.ȱM.ȱUlerio.ȱCapacityȱofȱRamp–FreewayȱJunctions.ȱFinalȱ

be found in the Technical
Reference Library in Volume 4. Report,ȱNCHRPȱProjectȱ3Ȭ37.ȱPolytechnicȱUniversity,ȱBrooklyn,ȱN.Y.,ȱNov.ȱ
1993.ȱ
2. Roess,ȱR.ȱP.,ȱE.ȱS.ȱPrassas,ȱandȱW.ȱR.ȱMcShane.ȱTrafficȱEngineering,ȱ3rdȱed.ȱ
PearsonȱPrenticeȱHall,ȱUpperȱSaddleȱRiver,ȱN.J.,ȱ2004.ȱ
3. Leisch,ȱJ.ȱE.ȱCapacityȱAnalysisȱTechniquesȱforȱDesignȱandȱOperationȱofȱFreewayȱ
Facilities.ȱFederalȱHighwayȱAdministration,ȱWashington,ȱD.C.,ȱ1974.ȱ
4. AmericanȱAssociationȱofȱStateȱHighwayȱandȱTransportationȱOfficials.ȱAȱ
PolicyȱonȱGeometricȱDesignȱofȱHighwaysȱandȱStreets.ȱWashington,ȱD.C.,ȱ2004.ȱ
5. Elefteriadou,ȱL.ȱAȱProbabilisticȱModelȱofȱBreakdownȱatȱFreeway–MergeȱJunctions.ȱ
Doctoralȱdissertation.ȱPolytechnicȱUniversity,ȱBrooklyn,ȱN.Y.,ȱJuneȱ1994.ȱ
6. Zegeer,ȱJ.ȱD.,ȱM.ȱA.ȱVandehey,ȱM.ȱBlogg,ȱK.ȱNguyen,ȱandȱM.ȱEreti.ȱNCHRPȱ
Reportȱ599:ȱDefaultȱValuesȱforȱHighwayȱCapacityȱandȱLevelȱofȱServiceȱAnalyses.ȱ
TransportationȱResearchȱBoardȱofȱtheȱNationalȱAcademies,ȱWashington,ȱ
D.C.,ȱ2008.ȱ
References Page 13-56 Chapter 13/Freeway Merge and Diverge Segments

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HCM2010 - CH13 Merge Diverge

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Highway Capacity Manual 2010

Chapter 13/Freeway Merge and Diverge Segments Page 13-i Contents

Exhibitȱ13Ȭ1ȱRampȱInfluenceȱAreasȱIllustrated ...................................................... 13Ȭ3

Contents Page 13-ii Chapter 13/Freeway Merge and Diverge Segments

FreewayȱmergeȱandȱdivergeȱsegmentsȱoccurȱprimarilyȱatȱonȬrampȱandȱoffȬ VOLUME 2: UNINTERRUPTED FLOW

however,ȱthatȱanȱoffȬramp–streetȱjunction,ȱparticularlyȱifȱsignalized,ȱcanȱresultȱinȱ Ramp queuing from a junction of an

Chapter 13/Freeway Merge and Diverge Segments Page 13-1 Introduction

RAMP AND RAMP JUNCTION ANALYSIS BOUNDARIES

Introduction Page 13-2 Chapter 13/Freeway Merge and Diverge Segments

RAMP–FREEWAY JUNCTION OPERATIONAL CONDITIONS

Chapter 13/Freeway Merge and Diverge Segments Page 13-3 Introduction

LOS CRITERIA FOR MERGE AND DIVERGE SEGMENTS

Exhibit 13-2 LOS Density (pc/mi/ln) Comments

Introduction Page 13-4 Chapter 13/Freeway Merge and Diverge Segments

REQUIRED INPUT DATA

Data Describing the Freeway

Data Describing the Ramp–Freeway Junction

Chapter 13/Freeway Merge and Diverge Segments Page 13-5 Introduction

Source: Traffic Engineering, 3rd edition (2).

Length of Analysis Period

Introduction Page 13-6 Chapter 13/Freeway Merge and Diverge Segments

SCOPE OF THE METHODOLOGY

LIMITATIONS OF THE METHODOLOGY

Chapter 13/Freeway Merge and Diverge Segments Page 13-7 Methodology

Exhibit 13-4 Input Data

STEP 1 Demand Flow Adjustments

Compute Adjusted Flow Rates

On-Ramp (merge) Off-Ramp (diverge)

Is demand greater than capacity? Is demand greater than capacity?

Compute Density LOS = F Compute Density LOS = F

Determine LOS Determine LOS

Estimate Speeds Estimate Speeds

Methodology Page 13-8 Chapter 13/Freeway Merge and Diverge Segments

Chapter 13/Freeway Merge and Diverge Segments Page 13-9 Methodology

Step 1: Specify Inputs and Convert Demand Volumes to Demand Flow

Step 2: Estimate the Approaching Flow Rate in Lanes 1 and 2 of the

Methodology Page 13-10 Chapter 13/Freeway Merge and Diverge Segments

Chapter 13/Freeway Merge and Diverge Segments Page 13-11 Methodology

Estimating Flow in Lanes 1 and 2 for On-Ramps (Merge Areas)

Methodology Page 13-12 Chapter 13/Freeway Merge and Diverge Segments

No. of Exhibit 13-6

Estimating Flow in Lanes 1 and 2 for Off-Ramps (Diverge Areas)

Chapter 13/Freeway Merge and Diverge Segments Page 13-13 Methodology

Exhibit 13-7 No. of

Methodology Page 13-14 Chapter 13/Freeway Merge and Diverge Segments

Checking the Reasonableness of the Lane Distribution Prediction

Chapter 13/Freeway Merge and Diverge Segments Page 13-15 Methodology

Equation 13-15 v12 a vF  2 ,700 ȱ

Application to Eight-Lane Freeways

Methodology Page 13-16 Chapter 13/Freeway Merge and Diverge Segments

Step 3: Estimate the Capacity of the Ramp–Freeway Junction and

TheȱcapacityȱofȱtheȱrampȱroadwayȱisȱrarelyȱaȱfactorȱatȱonȬramps,ȱbutȱitȱcanȱ Failure of a diverge junction is usually

Chapter 13/Freeway Merge and Diverge Segments Page 13-17 Methodology

Exhibit 13-8 Capacity of Upstream/Downstream Max. Desirable Max. Desirable

Exhibit 13-9 Capacity of

Ramp–Freeway Junction Capacity Checkpoint

Ramp Roadway Capacity Checkpoint

Methodology Page 13-18 Chapter 13/Freeway Merge and Diverge Segments

Maximum Desirable Flow Entering the Ramp Influence Area

Step 4: Estimate Density in the Ramp Influence Area and Determine

Density in On-Ramp (Merge) Influence Areas

Density in Off-Ramp (Diverge) Influence Areas

Chapter 13/Freeway Merge and Diverge Segments Page 13-19 Methodology

Equation 13-15 v12 a vF 2 ,700 ȱ

PFM 0.5775 0.000028 u 820 0.600 ȱ