Capacity and Quality of Service of Interchange Ramp Terminals: Revised Chapter 26 of The HCM

CAPACITY AND QUALITY OF SERVICE OF
INTERCHANGE RAMP TERMINALS:

REVISED CHAPTER 26 OF THE HCM
Draft Submitted to the Highway Capacity and

Quality of Service Committee of TRB
April 2004
Transportation Research Board - Privileged Document

This document, not released for publication, is furnished only for review to
members of, or participants in the work of, the Committee on Highway
Capacity and Quality of Service (AHB 40). It is to be regarded as fully
privileged, and dissemination of the information included herein must be
approved by the Transportation Research Board.
INTERCHANGE RAMP TERMINALS
CONTENTS
I. INTRODUCTION........................................................................................................26-1
Scope of the Chapter .......................................................................................26-1
Limitations of the Methodology ........................................................................26-1
Types of Interchanges .....................................................................................26-1
Two- Intersection Interchanges .........................................................26-2
Diamond Interchanges.............................................................26-2
Partial Cloverleaf Interchanges................................................26-2
One - Intersection Interchanges ........................................................26-5
Single-Point Urban Interchanges.............................................26-5
Unique Operational Characteristics of Interchanges........................................26-5
Influence of Interchange Type on Turning Movements .....................26-5
Operational Effects of the Intersection Spacing ................................26-8
Lane Utilization for the External Through Movements ......................26-8
Demand Starvation for the Internal Link ............................................26-9
Types of Analysis...........................................................................................26-10
Final Design and Operational Analysis ...........................................26-10
Interchange Type Selection Analysis...............................................26-11
Level of Service Framework ..........................................................................26-11
II. METHODOLOGY....................................................................................................26-13
Final Design and Operational Analysis ..........................................................26-13
Origin Destination Demands and Movement Demands...................26-14
Lane Group Determination ..............................................................26-15
Lane Utilization ................................................................................26-15
Adjustment for Lane Utilization .............................................26-15
Saturation Flow Rates .....................................................................26-26
Adjustment for Turn Radius ..................................................26-26
Adjustment for Traffic Pressure ............................................26-27
Additional Lost Time for the Upstream Approaches Due to the
Presence of a Downstream (Internal) Link Queue ................26-28
Additional Lost Time for the Downstream (Internal) Approaches
Due to Demand Starvation....................................................26-30
Effective Green Adjustments ...........................................................26-34
Level of Service Determination........................................................26-35
Queue Storage Ratio Estimation ..........................................26-35
v/c Ratio Estimation .............................................................26-36
Average Control Delay Estimation for each OD...................26-37
Interchange Type Selection Analysis...............................................26-40
Inputs and Applications ...................................................................26-41
Saturation Flow Rates .....................................................................26-41
Step 1 Mapping Origin Destination Flows into Interchange
Movements ...........................................................................26-42
Step 2 Computation of Critical Flow Ratios .....................................26-43
Single Point Urban Interchange.............................................26-44
Tight Urban Diamond Interchange.........................................26-45
Compressed Urban Diamond Interchange (CUDI) ................26-46
All Interchanges with Two Signalized Intersections and
Separate Controllers .............................................................26-46
Step 3 Estimation of Interchange Delay ..........................................26-48
Interpretation of Results ..................................................................26-51
ii
III. APPLICATIONS .....................................................................................................26-52
Final Design and Operational Analysis ..........................................................26-52
Input Requirements (Worksheets 1, 2, and 3) .................................26-52
Input Worksheet (1) ..............................................................26-52
Origin Destination and Turning Movements Worksheet
(2-A and 2-B) ........................................................................26-56
Signal Plan Worksheet (3) ....................................................26-56
Volume Adjustment Worksheet (4) ..................................................26-56
Lane Utilization and Saturation Flow Rate Worksheet (5) ...............26-56
Overlaps Calculation Worksheet (6) ................................................26-61
Effective Green Adjustment for External Approaches
Worksheet (7) ..................................................................................26-61
Effective Green Adjustment for Internal Approaches
Worksheet (7-A) ..............................................................................26-61
Capacity and Level of Service (Worksheets 8, 9, and 10) ...............26-61
Queue Storage Ratio Worksheet (8) ....................................26-65
Capacity and Delay Worksheet (9) .......................................26-65
LOS Worksheet (10) .............................................................26-65
Interchange Type Selection Analysis .............................................................26-69

Input Worksheet (1) .........................................................................26-69
O-D and Phase Movement Worksheet (2).......................................26-72
Critical Flow Ratio Worksheets (3 - 10) ...........................................26-72
SPUI Critical Flow Ratio Worksheet (3) ................................26-72
TUDI Critical Flow Ratio Worksheet (4) ................................26-72
CUDI Critical Flow Ratio Worksheet (5)................................26-72
CDI and Parclo Critical Flow Ratio Worksheets (6-10) .........26-77
Delay Determination Worksheet (11)..............................................26-77
IV. EXAMPLE PROBLEMS .........................................................................................26-84
V. REFERENCES .....................................................................................................26-175
APPENDIX A. TIMING CONSIDERATIONS FOR SIGNALIZED

INTERCHANGES..............................................................................26-176
APPENDIX B. TRAFFIC SIMULATION FOR THE ANALYSIS OF INTERCHANGE

RAMP TERMINALS ..........................................................................26-182
APPENDIX C. WORKSHEETS ..................................................................................26-185
EXHIBITS
Exhibit 26-1. Types of Diamond Interchanges..........................................................26-3

Exhibit 26-2. Types of Partial Cloverleaf (Parclo) Interchanges ...............................26-4
Exhibit 26-3. The Single-Point Urban Interchange ...................................................26-5
Exhibit 26-4. Illustration and Notation of the Origin Destination Demands at an
Interchange .........................................................................................26-6
Exhibit 26-5. Illustration of the Origin Destination Demands Through a Diamond
Interchange .........................................................................................26-7
Exhibit 26-6. Illustration of the Origin Destination Demands Through a Parclo
AB-2Q Interchange..............................................................................26-7
iii
Exhibit 26-7. Lane Utilization for the External Through Movement...........................26-9
Exhibit 26-8. Demand Starvation at the Internal Link of a Diamond Interchange ...26-10
Exhibit 26-9 Illustration of the LOS Concept at a Diamond Interchange................26-12
Exhibit 26-10. Level of Service Criteria for each OD of an Interchange ...................26-12
Exhibit 26-11. Methodology Outline: Final Design and Operational Analysis ...........26-13
Exhibit 26-12. Summary of Required Input Data for Final Design and Operational
Analysis .............................................................................................26-14
Exhibit 26-13. Lane Utilization Models for the External Arterial Approaches of
Diamond Interchanges ......................................................................26-17
Parclo A-2Q Interchanges .................................................................26-18
Parclo B-2Q, B-4Q, and AB 4Q (WB only) Interchanges ...................26-19
Parclo A-4Q, AB-2Q (EB only) and AB-4Q (EB only) Interchanges...26-20
Parclo AB-2Q (WB only) Interchanges ..............................................26-21
Exhibit 26-18. Origin-Destination Flows for each Interchange Configuration ...........26-22
Exhibit 26-19. Adjustment Factor for Turn Radius (fR) ..............................................26-27
B B
Exhibit 26-20. Adjustment Factor for Traffic Pressure (fV) ........................................26-28

Exhibit 26-21. Illustration of Demand Starvation: Phase Plans for Case A...............26-31
Exhibit 26-22. Illustration of Demand Starvation: Phase Plans for Case B...............26-33
Exhibit 26-23. Default Values of Saturation Flow Rate for Use with the Planning
and Preliminary Design Procedure ....................................................26-41
Exhibit 26-24. Mapping of Interchange Origins and Destinations into Phase
Movements for Planning and Preliminary Design Analysis................26-42
Exhibit 26-25. Phase Movements in a SPUI.............................................................26-43
Exhibit 26-26. Phase Movements in a Tight Urban or Compressed Urban
Diamond Interchange ........................................................................26-44
Exhibit 26-27. Phase Movements in a Conventional Diamond Interchange .............26-46
Exhibit 26-28. Phase Movements in a Parclo A2Q and A4Q Interchange................26-46
Exhibit 26-29. Phase Movements in a Parclo B2Q and B4Q Interchange................26-47
Exhibit 26-30. Estimation of Interchange Delay for Eight Basic Interchange Types .26-50
Exhibit 26-31. Worksheet Flow Chart for Final Design and Operational Analysis ....26-54
Exhibit 26-32. Input Worksheet (1) for Diamond Interchanges .................................26-55
Exhibit 26-33. Origin Destination and Turning Movements Worksheet (2-A) for
Exhibit 26-34. Origin Destination and Turning Movements Worksheet (2-B) for
Exhibit 26-35. Signal Plan Worksheet (3) for Diamond Interchanges.......................26-58
Exhibit 26-36. Volume Adjustment Worksheet (4) for Diamond Interchanges ..........26-59
Exhibit 26-37. Lane Utilization and Saturation Flow Rate Worksheet (5) for
Exhibit 26-38. Overlaps Calculation Worksheet (6) for Diamond Interchanges ........26-62
Exhibit 26-39. Effective Green Adjustment for External Approaches Worksheet
(7) for Diamond Interchanges ............................................................26-63
Exhibit 26-40. Effective Green Adjustment for Internal Approaches Worksheet
(7-A) for Diamond Interchanges ........................................................26-64
Exhibit 26-41. Capacity and LOS Worksheet (8) ......................................................26-66
Exhibit 26-42. Capacity and LOS Worksheet (9) ......................................................26-67
Exhibit 26-43. Capacity and LOS Worksheet (10) ....................................................26-68
Exhibit 26-44. Worksheet Flow Chart for Interchange Type Selection Analysis .......26-70
Exhibit 26-45. Input Worksheet (1) ...........................................................................26-71
Exhibit 26-46. O-D and Phase Movements Worksheet (2) .......................................26-73
iv
Exhibit 26-47. SPUI Critical Flow Ratio Worksheet (3).............................................26-74
Exhibit 26-48. TUDI Critical Flow Ratio Worksheet (4).............................................26-75
Exhibit 26-49. CUDI Critical Flow Ratio Worksheet (5) ............................................26-76
Exhibit 26-50. CDI Critical Flow Ratio Worksheet (6) ...............................................26-78
Exhibit 26-51. Parclo A-4Q Critical Flow Ratio Worksheet (7)..................................26-79
Exhibit 26-52. Parclo A-2Q Critical Flow Ratio Worksheet (8)..................................26-80
Exhibit 26-53. Parclo B-4Q Critical Flow Ratio Worksheet (9)..................................26-81
Exhibit 26-54. Parclo B-2Q Critical Flow Ratio Worksheet (10)................................26-82
Exhibit 26-55. Delay Determination Worksheet (11).................................................26-83
v
I. INTRODUCTION
Interchange ramp terminals are critical components of the highway network.

They provide the connection between various highway facilities (i.e., freeway-arterial,
arterial-arterial, etc.) and thus their safe and efficient operation is essential. Interchanges
have to be designed to work in harmony with the freeway, the ramps and the arterials. In
addition, they need to provide adequate capacity to avoid impacting the connecting
facilities.
Scope of the Chapter
This chapter presents the methodology for the analysis of interchanges involving
freeways and surface streets. The methodology addresses interchanges with signalized
intersections. Interchanges with two-way stop-controlled intersections, or roundabouts
were not addressed in the research project that developed this methodology, and thus
cannot be analyzed using the procedures of this chapter. The scope of this chapter
includes the full range of interchange types, and considers planning and preliminary
design, as well as final design and operational analysis applications. Appendix A
discusses timing considerations for signalized two-intersection interchanges, while
Appendix B discusses cases where simulation would be more appropriate than analytical
procedures. The methodology addresses at-grade intersections, not including the freeway
proper, focusing on surface streets.
Limitations of the Methodology
The methodology does not address oversaturated conditions with interacting
queues, or issues of spillback from inadequate turning pocket length. It does not
explicitly evaluate the impact of spillback on freeway operations however it does
estimate the expected queue on the ramps. It also does not account for the presence of
intersections closely-spaced to the interchange. In cases where the user is interested in
thoroughly studying interchange operations where traffic operational conditions are
dynamic (i.e, they evolve in time and space), it is advised to use another analysis tool,
such as simulation modeling. Appendix B includes additional information on the use of
simulation for the analysis of interchange ramp terminals.
It is important to note that the operational analysis is only one factor to be
considered when designing or redesigning an interchange ramp terminal. Other
important factors include right-of-way availability, economic, and environmental
constraints. The scope of this chapter does not include such considerations, and it focuses
only on the traffic operational performance of signalized interchanges.
TYPES OF INTERCHANGES
There are a number of different types of interchanges that are generally

recognized in the literature, which are illustrated and discussed below. Two general
interchange categories are distinguished: two-intersection, and one-intersection
interchanges.
26-1
Two-Intersection Interchanges
Diamond Interchanges
Most forms of diamond interchanges result in two or more closely-spaced surface

intersections, as illustrated in Exhibit 26-1. On a diamond interchange, only one
connection is made for each freeway entry and exit, with one connection per quadrant.
Left- and right-turning movements are used for entry to or exit from the two directions of
the surface facility, which necessitates left-turning movements. When the demands are
low (generally in rural areas), the junction of diamond interchange ramps with the surface
facility is typically controlled by stop or yield signs. If traffic demands are sufficiently
high, signalization becomes necessary.
There are many variations to the diamond interchange. The typical diamond
configuration has three subcategories defined by the spacing of the intersections formed
by the ramp-street connections. Conventional diamond interchanges provide a separation
of 800 ft or more between the two intersections. Compressed diamond interchanges have
intersections spaced between 400 and 800 ft, and tight urban diamond interchanges
feature spacing of less than 400 ft. Due to right-of way constraints, compressed
diamonds are more likely to be used in urban areas, while conventional diamond
interchanges are more likely to be used in rural or suburban settings.
Split diamond interchanges have freeway entry and exit ramps separated at the
street level, creating four intersections. Diamond configurations also can be combined
with continuous one-way frontage roads. The frontage roads become one-way arterials,
and turning movements at the intersections created by the diamond interchange become
even more complex. Separated U-turn roadways also may be added, removing U-turns
from the signal scheme, if there is a signal. A partial diamond interchange has fewer than
four ramps, and not all freeway-street or street-freeway movements are served. A three-
level diamond interchange features two divided levels, so that ramps are necessary on
both facilities to allow continuous through movements. Two interlocking split diamonds
are created.
All these forms of diamond interchanges are depicted in Exhibit 26-1. The
methodology in this chapter is applicable to all diamond interchanges except the split
diamond and the three-level diamond.
Partial Cloverleaf Interchanges
Partial cloverleaf interchanges – or parclos- are depicted in Exhibit 26-2. A

variety of partial cloverleaf interchanges can be created with one or two loop ramps. In
such cases, one or two of the outer ramps take the form of a diamond ramp, allowing a
movement to take place by making a left turn. In some partial cloverleaf configurations,
left turns also may be made onto or off of a loop ramp. The methodology in this chapter
is applicable to all types of parclo interchanges.
26-2
EXHIBIT 26-1. TYPES OF DIAMOND INTERCHANGES
Conventional, D >800 ft
Compressed, D =400-800 ft Diamond with continuous
Tight Urban, D <400 ft frontage roads
Diamond with continuous frontage Split diamond interchange

roads and U-turn lanes (cross roads, one- or two- way)
Partial (half) diamond Three-level diamond

interchange interchange
Possible configuration of signal bypasses operating as unsignalized movements
26-3
EXHIBIT 26-2. TYPES OF PARTIAL CLOVERLEAF (PARCLO) INTERCHANGES
Parclo A, 2 Quadrants Parclo A, 4 Quadrants
Parclo B, 2 Quadrants Parclo B, 4 Quadrants
Parclo AB, 2 Quadrants Parclo AB, 4 Quadrants
Possible configuration of signal bypasses operating as unsignalized movements
26-4
One-Intersection Interchanges
Single-Point Urban Interchanges (SPUI)
A single-point urban interchange – or SPUI - combines all the ramp movements

into a single signalized intersection and has the advantage of operating as such. The
design eliminates the critical issue of coordinating the operation of two closely spaced
intersections. The single-point urban interchange is depicted in Exhibit 26 -3.
EXHIBIT 26- 3. THE SINGLE POINT URBAN INTERCHANGE
UNIQUE OPERATIONAL CHARACTERISTICS OF INTERCHANGES
Influence of Interchange Type on Turning Movements
The type of interchange has a major influence on turning movements. Movements

that involve a right-side merge in one configuration become left turns in another.
Movements approaching the interchange on the surface facility are also affected by the
interchange type, depending on whether the ramp movements involve left or right turns.
Thus, the lane utilization of the external approaches to the interchange varies as a
function of the type of interchange and the relative proportion of the turning movements
at the downstream intersection.
In selecting an appropriate type of interchange, the impacts on the turning
movements should be considered. Left-turning movements are always the most difficult
in terms of efficiency of operation, and high-volume left-turning movements should be
26-5
avoided, if possible. By selecting a type of interchange that requires left turns only for
low-demand movements, the overall operation can be enhanced significantly. However, it
is not always possible to accomplish this. Right-of-way limitations may preclude the use
of loop ramps, and economic and environmental constraints may make multilevel
structures undesirable.
Because of the influence of interchange type on turning movements, and to be
able to compare various interchange types, their analysis is based on origin-destination
demands through the interchange, which are identical regardless of the type considered.
Thus, the methodology in this chapter uses the origin-destination demands of the
interchange to determine the turning movement demands that would result for each
interchange type. Exhibit 26-4 illustrates the origin destination demands at an
interchange, and their respective notation. To simplify the mapping process, it is assumed
that the freeway is oriented N-S, and the surface arterial E-W. Note that demands K and
L indicate the through movement that travels across the surface street, and not the
freeway through traffic. These demands are expected to be minimal however they are
included in the methodology because they constitute allowable movements through the
interchange. Exhibit 26-5 illustrates the routing of all demands through a diamond
interchange, while Exhibit 26-6 illustrates their routing through a parclo AB-2Q. As
shown, the Origin-Destination (OD) demand E, eastbound from the arterial and
northbound into the freeway, is a left-turn in the diamond configuration, while it becomes
a right turn in the parclo AB-2Q.
EXHIBIT 26-4. ILLUSTRATION AND NOTATION OF ORIGIN-DESTINATION

DEMANDS AT AN INTERCHANGE
Freeway
C D
N
L
G
E J
I
H
F
Arterial
K
M
A B
26-6
EXHIBIT 26-5. ILLUSTRATION OF ORIGIN-DESTINATION DEMANDS THROUGH A
DIAMOND INTERCHANGE
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
EXHIBIT 26-6. ILLUSTRATION OF ORIGIN-DESTINATION DEMANDS THROUGH A

PARCLO AB-2Q INTERCHANGE
Freeway
N M
J
I C A II
H G
I
B
F
D E
Arterial
26-7
Operational Effects of the Intersection Spacing
Those configurations with two closely-spaced signalized intersections present

some unique challenges, because the two intersections do not operate in isolation.
Examples of such configurations include the diamond interchanges, and two-quadrant
parclos. The distance separating the two intersections limits the amount of queuing that
can occur. Also, the presence of a downstream queue may reduce or completely block the
discharge from the upstream intersection.
Queuing from the downstream intersection can have one of the following two
impacts on the discharge from the upstream intersection:
1. Queuing conditions at the downstream intersection are not severe enough
to affect the upstream intersection;
2. Queuing from the downstream intersection reduces the rate of discharge
due to proximity of the back of the queue. In this case, portions of the upstream green
cannot be used due to downstream blockage.
Queued vehicles within a short segment (or link) limit the effective length of the
link, and vehicles can travel freely only from the upstream stop line to the back of the
downstream queue. Because this distance may be small, the impact on upstream
discharge rate is significant. In this methodology, the effects of the presence of a queue
at the downstream link are considered by estimating the amount of additional lost time
experienced at the upstream intersection. This additional lost time is calculated as a
function of the distance to the downstream queue at the beginning of the green for each of
the upstream phases.
The extent of queuing at the downstream intersection depends on several factors,
including the timings of both the upstream and downstream signals, the number and use
of lanes at both intersections, and the upstream flow rates which feed the downstream
intersection.
Some of these effects may also exist at other locations where signalized
intersections are closely spaced, particularly where heavy left turn movements exist.
While the techniques of this chapter focus on interchange configurations, the principles
may also be applied to similar situations in which closely spaced signalized intersections
interact. This condition could include the single point urban interchange with an adjacent
signalized intersection.
Lane Utilization for the External Through Movements
The lane utilization for the external through movements approaching the
interchange on the surface facility is significantly affected by the direction and demand of
the turning movements at the downstream intersection. As shown in Exhibit 26-7, high-
volume downstream left turns will gravitate towards the left side lanes at the upstream
intersection, while the remaining through and right turning vehicles will tend towards the
right. Conversely, heavy-volume downstream right turns will gravitate towards the right
side at the upstream intersection. This can create lane-use imbalances that exceed those
at single intersections.
26-8
The methodology in this chapter identifies the highest utilization lane at each of
the upstream external through movements as a function of the interchange type, the
number of through lanes, the distance between the two intersections, and the OD
demands.
EXHIBIT 26- 7. LANE UTILIZATION FOR THE EXTERNAL THROUGH MOVEMENT
V L1
V L2
V L3
Diamond Interchange
V L1
V L2
V L3
Parclo AB-2Q Interchange
Demand Starvation for the Internal Link
Demand starvation occurs when a signalized approach has adequate capacity, but
a significant portion of the traffic demand is held upstream due to the signalization
pattern. For interchanges, a portion of the green at the downstream intersection is not
used because the upstream intersection signalization prevents vehicles from reaching the
stop line. Thus, portions of the downstream green are unused while demand is stuck at
the upstream intersection. Demand starvation occurs when signal coordination between
the two intersections is sub-optimal, i.e., for some period of time, the upstream signal is
red while the downstream signal experiences unsaturated green time. Exhibit 26-8
illustrates the concept of demand starvation for an interchange. As shown, the internal
left turn in the eastbound direction is green, blocking all westbound vehicles from
reaching the westbound internal link green.
26-9
EXHIBIT 26-8. DEMAND STARVATION AT THE INTERNAL LINK OF A DIAMOND
INTERCHANGE
TYPES OF ANALYSIS
For the analysis of interchange ramp terminals, there are two general types of
analysis: a) final design and traffic operational analysis, and b) interchange type selection
analysis. In a final design and operational analysis the interchange configuration is
given, and detailed traffic control information is available. During the planning and
preliminary design analysis stage, however, the engineer typically considers several
different configurations (e.g., a SPUI, a diamond, etc.), with limited input information
available (for example minimal, or no traffic control information). At that stage, the
interchange type selection analysis should be used to determine which interchange
configurations would be preferable from an operational perspective. These two general
types of analysis have different objectives, different requirements, and different levels of
available input, and each of them is defined and discussed below.
Final Design and Operational Analysis
Final design and operational analysis for signalized interchanges is to be

conducted when the type of interchange is known. The objective is to either provide final
design details for LOS, or assess the interchange and provide LOS and other performance
measures. Two subcategories are distinguished: a) Design Analysis (where input is
desired LOS, and output is design elements) and b) Operational Analysis (where input is
complete design, and output is LOS).
26-10
Design analyses include highway design and signal design, and are concerned
with the physical, geometric, and signal control characteristics of the facility, so that it
operates at a desired level of service. The input data typically required for design analysis
are fairly detailed and based substantially upon design attributes that are being proposed.
The objective of the interchange design analysis is to recommend geometric elements,
principally the number of lanes and storage bay length, or a signal control scheme, to
maintain a given LOS. The principal inputs for design analysis are the design hourly
volumes and the desired LOS for a given interchange configuration.
The objective of operational analysis is to obtain the LOS of a facility, under
given traffic, design, and signal control conditions. As in design analysis, the operational
analysis is conducted for a given interchange configuration, where the input data include
the turning movement demands, number of lanes and their respective lengths and
channelization, and traffic control information.
Interchange Type Selection Analysis
This type of analysis should be used when the type of interchange is not known
yet, and the engineer is interested in assessing various alternatives. The ultimate
objective is to choose a few acceptable interchange types for the study location. Detailed
information is not known (e.g., signalization information, design details, etc.) The
principal inputs for an interchange type selection analysis are origin-destination demands
and a list of feasible configurations that can be tested according to site physical and right-
of-way conditions.
LEVEL OF SERVICE FRAMEWORK
The LOS designation is based on the operational performance of OD demands

(shown in Exhibit 26-4) through the interchange. The level of service for each OD is
based on the total Average Control Delay experienced by that demand as it travels
through the interchange. For example, for the diamond interchange shown in Exhibit 26-
9, the delay for the OD movement H is equal to the sum of the average control delays
(d WB TH, d WBL) at each of the lane group flows v WB TH, vWBL, along its path. Thus, the
B B B
delay for OD H is:
Delay for OD H = dWBTH + dWBL
where:
dWBTH = average control delay of the external westbound through movement (sec/veh)
dWBL = average control delay of the internal westbound through movement (sec/veh)
26-11
EXHIBIT 26-9. ILLUSTRATION OF THE LOS CONCEPT AT A DIAMOND
INTERCHANGE
VWB TH, d(WB TH)

VWB L, d(WB L)
O-D Movement H
Furthermore, LOS F is defined to occur when either the v/c ratio or the average
queue-to-storage ratio (RQ) for any of the lane groups that contain this OD exceed 1,
B B
where RQ refers to the average per lane queue storage ratio within the lane group. For
B B
example, if the left turning lane group shown in Exhibit 26-9 has v/c>1, then the LOS for
the entire OD movement H will be LOS F. If a particular lane group has v/c over 1, then
all ODs that travel through this lane group will operate in LOS F, regardless of their
delay. Similarly, if the average per-lane queue in a particular lane group exceeds its
available storage, then all ODs traveling through this lane group will operate in LOS F,
regardless of their delay.
Exhibit 26-10 summarizes the LOS criteria for each OD of an interchange. The
values presented in Exhibit 26-10 are greater than those for Signalized Intersections by a
factor of 1.5, to reflect the fact that some of the OD movements would travel through two
intersections, while others through only one.
EXHIBIT 26-10. LOS CRITERIA FOR EACH OD OF AN INTERCHANGE
Level of Service Delay (s/veh)

A ≤ 15
B >15-30
C >30-55
D >55-85
E >85-120
F >120
OR
If for any of the lane groups within the
OD:
v/c >1.0
OR
R Q >1.0
BB BB
26-12
II. METHODOLOGY
This section presents the two methodologies for the two types of analysis.
FINAL DESIGN AND OPERATIONAL ANALYSIS
Exhibit 26-11 summarizes the basic methodology for the final design and operational
analysis of interchange ramp terminals. Each of the steps outlined in the Exhibit 26-11 is
explained and discussed below.
EXHIBIT 26-11. INTERCHANGE RAMP TERMINALS METHODOLOGY:

Input Parameters
- Geometric
- Traffic
- Signal
One Intersection? Two Intersections?
OD Flow Rates and OD Flow Rates and

Movement Flow Rates Movement Flow Rates
are Identical are Different
OD Flow Rates Movement Flow Rates
Volume Adjustment Volume Adjustment
Lane Utilization Lane Utilization
Saturation Flow Rates

- Basic Equation
- Adjustment Factors
Queue Length for Internal Links
Effective Green Adjustment
Capacity and V/C
Performance Measures
- Delay
- Queue
- LOS
26-13
The analysis begins with the assembly of all pertinent input data, such as geometric
characteristics, traffic demands, and signalization information. Exhibit 26-12 provides a
summary of all input data required to conduct an operational analysis for interchange ramp
terminals.
EXHIBIT 26-12. SUMMARY OF REQUIRED INPUT DATA FOR FINAL DESIGN AND
OPERATIONAL ANALYSIS
Parameter
Type of Condition
Geometric conditions Area type
Number of lanes, (N)
Average lane width, W(ft)
Grade, G (%)
Existence of exclusive LT or RT lanes
Length of storage for each lane group, La (ft)
Distance between two intersections in the interchange, D
(ft)
Traffic conditions Demand Volume by OD or by turning movement, V
(veh/h)
Base saturation flow rate, s0 (pc/h/ln)
Peak hour factor, PHF
Percent heavy vehicles, HV (%)
Approach pedestrian flow rate, vped (p/h)
Local buses stopping at each approach to the
interchange, NB (buses/h)
Parking activity, Nm (maneuvers/h)
Arrival Type, AT
Proportion of vehicles arriving on green, P
Approach speed, SA (mi/h)
Signalization conditions Cycle length, C (s)
Green time, G (s)
Yellow-plus-all-red change-and-clearance interval
(intergreen), Y, (s)
Offset (if appropriate)
Actuated or pretimed operation
Pedestrian push button
Minimum pedestrian green, Gp (s)
Phase plan
Origin Destination Demands and Movement Demands
The analyst may have either OD demands, or intersection movements available for the
study interchange. Since both are needed in the analysis, the first step in the methodology
consists of calculating either turning movements using the OD demands, or the OD demands
using the turning movements. If the interchange is a SPUI (i.e., only has one intersection), the
Origin-Destinations and the Movement Flow Rates are the same, and the analysis proceeds
similarly to the methodology of Chapter 16 “Signalized Intersections” to obtain capacity, v/c,
delay and queue estimates.
26-14
Lane Group Determination
Similarly to the analysis of signalized interchanges, the methodology for interchange
ramp terminals is disaggregate; that is, it is designed to consider individual intersection
approaches and individual lane groups within approaches. The segmentation of the interchange
into lane groups generally follows the same guidelines that apply for the analysis of signalized
intersections. In addition, the analysis should consider whether there might be a need to segment
an upstream through lane group into more than one lane groups. For example, in diamond
interchanges, the upstream arterial through lanes might have two components: one feeding
directly the downstream left turn lanes, and another continuing through on the arterial. In such
cases the traffic might be pre-segregated at the upstream intersection, and the analyst may need
to consider the demands and the saturation flow rates for each of those two movements
separately.
Lane Utilization
Vehicles at interchanges do not distribute evenly among lanes in a lane group, and their
lane selection is highly affected by their ultimate destination. For example, when there are high-
volume left turns at the downstream intersection, traffic at the upstream intersection will
gravitate towards the left lanes, while through and right turning vehicles will tend towards the
right. While this may occur at any intersection, because the internal link is generally short, and
because turning movements are typically high, there is generally greater variation in lane
distribution and the adjustment factors which result from it. Segregation at the upstream
intersection may occur by driver selection or by designated signing and striping.
To account for these phenomena, lane utilization models have been developed
specifically for the external through approaches (surface streets) of interchanges. The lane
utilization factors for all other interchange approaches (freeway ramps and internal approaches)
are estimated using the procedures of Chapter 16. The lane utilization factors are then used to
adjust the saturation flow rates for each lane group.
Adjustment for Lane Utilization
The lane utilization factor accounts for the unequal distribution of traffic among the lanes
in a lane group with more than one lane. The factor provides an adjustment to the base saturation
flow rate. The adjustment factor is based on the flow in the lane with the highest volume and is
calculated by Equation 26-1:
1
f LU = (26-1)
%VL max * N
where:
fLU adjustment factor for lane utilization
26-15
% VLmax the percent of the total approach flow in the lane with the highest volume,
expressed as a decimal
N number of lanes in lane group
A series of models have been developed to predict % VLmax for the external arterial
approaches, as a function of the downstream turning movements. Exhibits 26-13 through 26-17
provide the models developed for each type of interchange configuration, and for 2-, 3-, and 4-
lane arterials. In these exhibits, L1 represents the left-most lane, L2 represents the second lane
from the left, etc. The notation used in these exhibits is as follows:
%VLi = Percent of traffic present in lane i

B B
D = Distance between the two intersections of the interchange

vj
B = The O-D demand flow rates for movement j (veh/hr)
The models estimate the percent of traffic expected to use each through lane as a function
of the origin-destination demands in the subject approach. These models predict, for the external
arterial approaches, the percent of traffic that is expected to use a particular lane, as a function of
the downstream turning movements. These turning movements are expressed in terms of their
respective origin-destination flows. These origin-destination flows (A through N) are shown in
Exhibit 26-18 for each configuration type. When the patterns of the eastbound and westbound
approaches are symmetrical, the calibration parameters for the eastbound and the westbound
direction are identical, and only the origin-destination flows differ. Interchange approaches with
identical turning movement patterns in the subject direction (EB or WB) were grouped together,
and the models developed apply to all configurations in the group. For example, the parclo B-2Q,
B-4Q and AB 4Q-Westbound Approach were grouped together, and their lane utilization models
are presented in Exhibit 26-15.
Actual lane volume distributions observed in the field should be used, if available, as
these distributions are highly dependent on the existing land uses and access points in the
vicinity of the interchange. A lane utilization factor of 1.0 can be used when uniform traffic
distribution can be assumed across all lanes in the lane group or when a lane group comprises a
single lane. The lane utilization factors are used in the next step of the methodology to adjust the
saturation flow rates for each lane group of the interchange.
26-16
EXHIBIT 26-13. LANE UTILIZATION MODELS FOR THE EXTERNAL ARTERIAL
APPROACHES OF DIAMOND INTERCHANGES
2-LANE ARTERIAL
EASTBOUND 1 vF vE D × vE
%VL1 = − 0.154 × ( ) + 0.187 × ( ) − 0.0181× ( )
Leftmost lane (%VL1) 2 vE + vF + vI vE + vF + vI 106
EASTBOUND
%VL2 = 1 -% VL1
Right lane (%VL2)
WESTBOUND 1 vG vH D × vH
%VL1 = − 0.154 × ( ) + 0.187 × ( ) − 0.0181× ( )
Leftmost lane (%VL1) 2 vG + vH + vJ vG + vH + vJ 10 6
WESTBOUND
%VL2 = 1 - %VL1
Right lane (%VL2)
3-LANE ARTERIAL
EASTBOUND 1 vF vE
Leftmost lane (%VL1) %VL1 = − 0.245 × ( ) + 0.465 × ( )
3 vE + vF + vI vE + v F + vI
EASTBOUND
Middle lane (%VL2) %VL2 = 1 - %VL1- %VL3
EASTBOUND 1 vF vE
Right lane (%VL3) %VL 3 = + 0.609 × ( ) − 0.326 × ( )
3 vE + vF + v I vE + v F + vI
WESTBOUND 1 vG vH
3 vG + vH + vJ vG + vH + vJ
WESTBOUND
WESTBOUND 1 vG vH
Right lane (%VL3) %VL 3 = + 0.609 × ( ) − 0.326 × ( )
4-LANE ARTERIAL
EASTBOUND 1 vF vE
4 vE + vF + vI vE + vF + vI
EASTBOUND %VL2 = (1 - %VL1- %VL4)/2

Middle lanes %VL3 = (1 - %VL1- %VL4)/2
(%VL2, % VL3)
EASTBOUND 1 vF vE
Right lane (%VL4) %VL 4 = + 0.64 × ( ) − 0.233 × ( )
4 vE + vF + v I vE + vF + vI
WESTBOUND 1 vG vH
WESTBOUND %VL2 = (1 - %VL1- %VL4)/2
(%VL2, % VL3)
WESTBOUND 1 vG vH
Right lane (%VL4) %VL 4 = + 0.64 × ( ) − 0.233 × ( )
26-17
APPROACHES OF PARCLO A-2Q INTERCHANGES
2-LANE ARTERIAL
EASTBOUND 1 v
Leftmost lane (%VL1) %VL1 = − 0.527 × ( E )
2 vE + vI
EASTBOUND
Right lane (%VL2) %VL2 = 1 -% VL1
WESTBOUND 1 v
Leftmost lane (%VL1) %VL1 = − 0.527 × ( H )
2 vH + v J
WESTBOUND
Right lane (%VL2) %VL2 = 1 - %VL1
3-LANE ARTERIAL
EASTBOUND 1 v
3 vE + vI
EASTBOUND
EASTBOUND 1 v
Right lane (%VL3) %VL 3 = + 0.655 × ( E )
3 vE + vI
WESTBOUND 1 v
3 vH + v J
WESTBOUND
WESTBOUND 1 v
Right lane (%VL3) %VL 3 = + 0.655 × ( H )
3 vH + v J
4-LANE ARTERIAL
EASTBOUND 1 v
4 vE + vI

(%VL2, % VL3)
EASTBOUND 1 v
Right lane (%VL4) %VL 4 = + 0.747 × ( E )
4 vE + v I
WESTBOUND 1 v
4 vH + v J
(%VL2, % VL3)
WESTBOUND 1 v
Right lane (%VL4) %VL 4 = + 0.747 × ( H )
4 vH + v J
26-18
APPROACHES OF PARCLO B-2Q, B-4Q, AND AB-4Q (WB ONLY) INTERCHANGES
2-LANE ARTERIAL
EASTBOUND 1 vE vF
Leftmost lane (%VL1) %VL1 = + 0.387 × ( ) − 0.344 × ( )
EASTBOUND
%VL2 = 1 -% VL1
Right lane (%VL2)
WESTBOUND 1 vH vG
WESTBOUND
%VL2 = 1 - %VL1
Right lane (%VL2)
3-LANE ARTERIAL
EASTBOUND 1 vE vF
3 vE + v F + vI vE + vF + vI
EASTBOUND
EASTBOUND 1 vE vF
Right lane (%VL3) %VL 3 = − 0.429 × ( ) + 0.695 × ( )
WESTBOUND 1 vH vG
WESTBOUND
WESTBOUND 1 vH vG
Right lane (%VL3) %VL 3 = − 0.429 × ( ) + 0.695 × ( )
4-LANE ARTERIAL
EASTBOUND 1 vE vF
4 vE + vF + vI vE + vF + v I

(%VL2, % VL3)
EASTBOUND 1 vE vF
Right lane (%VL4) %VL 4 = − 0.359 × ( ) + 0.794 × ( )
4 v E + vF + vI vE + vF + v I
WESTBOUND 1 vH vG
(%VL2, % VL3)
WESTBOUND 1 vH vG
Right lane (%VL4) %VL 4 = − 0.359 × ( ) + 0.794 × ( )
26-19
APPROACHES OF PARCLO A-4Q, AB-2Q (EB ONLY), AND AB-4Q (EB ONLY)
2-LANE ARTERIAL
EASTBOUND 1 vF vE
Leftmost lane (%VL1) %VL1 = − 0.306 × ( ) − 0.484 × ( )
EASTBOUND
Right lane (%VL2) %VL2 = 1 -% VL1
WESTBOUND 1 vH vG
WESTBOUND
3-LANE ARTERIAL
EASTBOUND 1 vF vE
3 vE + vF + vI vE + vF + vI
EASTBOUND
EASTBOUND 1 vF vE
Right lane (%VL3) %VL 3 = + 0.579 × ( ) + 0.428 × ( )
WESTBOUND 1 vH vG
WESTBOUND
WESTBOUND 1 vH vG
Right lane (%VL3) %VL 3 = + 0.579 × ( ) + 0.428 × ( )
4-LANE ARTERIAL
EASTBOUND 1 vF vE
4 vE + vF + vI v E + vF + vI

(%VL2, % VL3)
EASTBOUND 1 vF vE
Right lane (%VL4) %VL 4 = + 0.703 × ( ) + 0.641 × ( )
4 vE + vF + vI vE + v F + vI
WESTBOUND 1 vH vG
(%VL2, % VL3)
WESTBOUND 1 vH vG
Right lane (%VL4) %VL 4 = + 0.703 × ( ) + 0.641× ( )
4 vG + vH + vJ vG + vH + v J
26-20
APPROACHES OF PARCLO AB-2Q (WB ONLY) INTERCHANGES
2-LANE ARTERIAL
WESTBOUND 1 v
Leftmost lane (%VL1) %VL1 = + 0.468 × ( H )
2 vH + v J
WESTBOUND
3-LANE ARTERIAL
WESTBOUND 1 v
3 vH + v J
WESTBOUND
WESTBOUND 1 v
Right lane (%VL3) %VL 3 = − 0.308 × ( H )
3 vH + v J
4-LANE ARTERIAL
WESTBOUND 1 v
4 vH + v J
(%VL2, % VL3)
WESTBOUND 1 v
Right lane (%VL4) %VL 4 = − 0.202 × ( H )
4 vH + v J
26-21
EXHIBIT 26-18. ORIGIN-DESTINATION FLOWS FOR EACH INTERCHANGE
CONFIGURATION
EXHIBIT 26-18 (A). DIAMOND INTERCHANGE
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
EXHIBIT 26-18 (B). PARCLO A-2Q

Freeway
C M
G
A
I II
D
I
F
B
N Arterial
E
26-22
CONFIGURATION (CONT’D)
EXHIBIT 26-18 (C). PARCLO B-2Q
Freeway
A
M G
J
B E
I II
H C
I
F N Arterial
D
EXHIBIT 26-18 (D). PARCLO B-4Q

Freeway
C
M G
J
A E
I II
H D
I
F N B Arterial
26-23
EXHIBIT 26-18 (E). PARCLO AB-4Q
Freeway
C
G
J
I A II
H N
I
B
F
D E
M Arterial
EXHIBIT 26-18 (F). PARCLO A-4Q

Freeway
G
C M
J
A
I II
D
I
B
N Arterial
F
E
26-24
EXHIBIT 26-18 (G). PARCLO AB-2Q
Freeway
N M
J
I C A II
H G
I
B
F
D E
Arterial
26-25
The saturation flow rate for each lane group is obtained using the following equation:
s = s0 N fw fHV fg fp fbb fa fLT fRT fLpb fRpb fLU fR fv (26-2)
where
s = saturation flow rate, (pc/hg/ln),

so = base, unadjusted, saturation flow rate under ideal conditions (1,900 pc/hg/ln),
N = number of lanes in the lane group,
fw = adjustment factor for lane width (from Chapter 16),
fHV = adjustment factor for heavy vehicle presence (from Chapter 16),
fg = adjustment factor for grades (from Chapter 16),
fp = adjustment factor for parking (from Chapter 16),
fbb = adjustment factor for local bus blockage (from Chapter 16),
fa = adjustment factor for the area type (from Chapter 16),
fRT = adjustment for right turns (from Chapter 16)
fLT = adjustment for left turns (from Chapter 16)
fLU = adjustment factor for lane utilization (from Equation 26-1 and Exhibits 26-13 to 26-
17 as discussed in the previous section)
fR = adjustment factor for turn-radius (from Exhibit 26-19)
fv = adjustment for traffic pressure (from Exhibit 26-20)
All factors in Equation 26-2 are obtained from Chapter 16 “Signalized Intersections”, except the
last three. The lane utilization factor was discussed in the previous section, while the other two
are discussed below.
Adjustment for Turn Radius
Traffic movements that discharge along a curved travel path do so at rates lower than
those of through movements (2). The adjustment factor to account for the effects of travel path
radius is calculated using the following equation:
1
fR = (26-3)
5.61
1+
R
where:
fR is the adjustment factor for the radius of the travel path;

R is the radius of curvature of the left- or right-turning path (at center of path, ft).
Exhibit 26-19 tabulates the adjustment factor for turn radius for several radii.
26-26
EXHIBIT 26-19. ADJUSTMENT FACTOR FOR TURN RADIUS (fR)
Radius of the Travel Path (ft) Movement Type

Left & Right -Turn Through
25 0.817 1.00
50 0.899 1.00
100 0.947 1.00
150 0.964 1.00
200 0.973 1.00
250 0.978 1.00
300 0.982 1.00
350 0.984 1.00
When the lane group is shared by several movements, the adjustment factor for turn radii
is estimated as the weighted (based on the respective flows) average of the respective turning
movements.
Adjustment for Traffic Pressure
Saturation flow rates have generally been found to be higher during peak traffic demand
periods than during off-peak periods (2). Traffic pressure reflects the display of aggressive
driving behavior for a large number of drivers during high-demand traffic conditions. Under such
conditions, a large number of drivers accept shorter headways during queue discharge than they
would under different circumstances.
The effect of traffic pressure was found to vary by traffic movement. The left-turn
movements tend to be more affected by traffic pressure than those of through or right movements.
To account for this phenomenon, the saturation flow rates at interchange approaches are adjusted
using the traffic pressure factor. This factor is computed using the following equation:
⎡
⎢ 1
⎢ : left − turn
⎢1.07 − 0.00672vl
'
fv = ⎢ (26-4)
⎢ 1
⎢ : through or right − turn
⎢ 1 . 07 − 0 . 00486 vl
'
⎢⎣
where:
fv: adjustment factor for traffic pressure
vl’: demand flow rate per cycle per lane, (vpcpl)
Exhibit 26-20 tabulates the results of Equation 26-4 for various demands and for each movement
type.
26-27
EXHIBIT 26-20. ADJUSTMENT FACTOR FOR TRAFFIC PRESSURE (fV)
Traffic volume, Movement Type

Vpcpl Left-Turn Through & Right-Turn
3.0 0.953 0.947
6.0 0.971 0.961
9.0 0.991 0.974
12.0 1.011 0.988
15.0 1.032 1.003
18.0 1.054 1.018
21.0 1.077 1.033
24.0 1.100 1.049
When the lane group is shared by several movements, the adjustment factor for traffic
pressure is estimated as the weighted (based on the respective flows) average of the respective
turning movements.
Additional Lost Time for the Upstream Approaches Due to the Presence of
a Downstream (Internal) Link Queue
The presence of a downstream queue may reduce or block the discharge of the upstream
movements, increasing the amount of lost time for the upstream phases. In the analysis of
interchange ramp terminals, the effects of the presence of a queue at the downstream link are
considered by estimating the amount of additional lost time experienced at the upstream
intersection. The methodology takes into consideration the duration of overlaps between various
phases at the two intersections. An overlap between phase A in Intersection 1 and phase B in
Intersection 2 is defined as the amount of time where both phases have a green indication. The
additional lost time due to the presence of the downstream queue is calculated for each of the
upstream approaches using the following equations:
Additional Lost Time on the External Arterial Approach:
OLUD
LD − A = G A − 0.106 * DQ A − 5.39 * (26-5)
C
Additional Lost Time on the Ramp Approach:
OLRD
LD − R = G R − 0.106 * DQR − 5.39 * (26-6)
C
where:
LD-A is the lost time on the external arterial approach due to the presence of a
downstream queue (s)
26-28
LD-R is the lost time on the external ramp approach due to the presence of a
GA is the green interval for the external arterial approach (s)
GR is the green interval for the left-turning ramp movement (s)
DQA is the distance to the downstream queue at the beginning of the upstream
arterial green (ft)
DQR is the distance to the downstream queue at the beginning of the upstream
ramp green (ft)
OLUD is the overlap between the upstream and downstream arterial through green (s)
OLRD is the overlap between the upstream ramp green and the downstream arterial
through green (s)
If equations (26-5) and (26-6) result in negative values, then the lost times, LD-A or LD-R,
are zero.
DQA and DQR are calculated as follows:
DQA = D – QA (26-7)
DQR = D – QR (26-8)
where:
D distance between the two intersections of the interchange (ft)

QA is the estimated average per lane queue length (in feet) for the through movement in the
downstream (internal) link at the beginning of upstream arterial phase A, and
QR is the estimated average per lane queue length (in feet) for the through movement in the
downstream (internal) link at the beginning of upstream ramp phase R
The downstream queue length at the beginning of each upstream phase is calculated
using the following equations:
Queue at the beginning of the upstream arterial phase A:

⎡ v G ⎤
Q A = ⎢0.017 R − 7.93 × D − 0.082OLUD + 0.194GR ⎥ × Lh (26-9)
⎣ NR C ⎦
Queue at the beginning of the upstream ramp phase R:
⎡ v G ⎤
QR = ⎢0.017 A − 7.93 × D − 0.082OLRD + 0.194G A ⎥ × Lh (26-10)
⎣ NA C ⎦
where:
vR/NR is the ramp flow which feeds the subject queue, divided by the respective number of lanes
26-29
vA/NA is the arterial flow which feeds the subject queue, divided by the respective number of
lanes
GR is the green interval for the upstream left ramp movement (s)
GA is the green interval for the upstream arterial through movement (s)
GD is the green interval for the downstream arterial through movement (s)
OLUD is the overlap between the upstream arterial green and the downstream through green (s)
OLRD is the overlap between the upstream ramp green and the downstream through green (s)
Lh is the average queue spacing in a stationary queue (ft)
The variables vR, NR, vA, NA refer to the movement flows that feed the subject queue. For
example, for the diamond, vR is the left turning flow from the ramp, and the variable becomes
vRamp-L.
If QA or QR is calculated to be less than zero, then the expected queue is zero, and there
will be no additional lost time experienced due to the presence of a downstream queue. Similarly,
if the lost times LD-A or LD-R, are estimated to be negative, then the expected lost time will be
zero for the respective approach. Conversely, if QA or QR exceeds the available storage, its value
should be set equal to that storage, and the respective distance to the downstream queue, DQA or
DQR, should be set to zero.
Additional Lost Time for the Downstream (Internal) Approaches due to

Demand Starvation
The methodology in this chapter accounts for the effects of demand starvation in
interchange operations by computing the lost time experienced at the downstream intersection
that results from demand starvation. Lost time due to demand starvation (LDS) is defined as the
amount of green time during which there is no queue present to be discharged from the internal
link AND there are no arrivals from either of the upstream approaches due to signalization. The
overlap between two phases that may lead to demand starvation is called Overlap with Demand
Starvation Potential (OLDS). The following equation is used to estimate lost time due to demand
starvation:
LDS = OLDS − QINITIAL * hI (26-11)

where:
LDS Additional lost time due to demand starvation

OLDS Overlap with demand starvation potential
hI Saturation headway for the internal through approach ( = 3600 / saturation flow
per lane)
QINITIAL Initial queue length at the beginning of the interval with demand starvation
potential. It is calculated as follows:
26-30
⎛ v
Q INITIAL = ⎜ Ramp − L
×C
−
(OLRD − t L ) ⎞⎟ + ⎛⎜ v Arterial × C − (OLUD − t L ) ⎞⎟
(2
⎜N ⎟ ⎜N ⎟
⎝ Ramp − L × 3600 hI ⎠ ⎝ Arterial × 3600 hI ⎠ 6-12)
where:
vRamp-L upstream ramp left turning flow (v/h)
vArterial upstream arterial through flow (v/h)
C Cycle length (s)
NRamp-L number of lanes for the upstream ramp left-turning movement
NArterial number of lanes for the upstream arterial-through movement
OLRD Overlap between the upstream ramp and downstream through green phase
OLUD Overlap between the upstream through and downstream through green phase
hI Saturation headway for the internal through approach ( = 3600 / saturation flow
per lane)
tL lost time per phase (s)
Equation (26-11) calculates the amount of time that would not be used, because the
internal link queue has completely discharged, and the upstream demand is blocked and
cannot arrive to the internal link stop line. The initial queue at the beginning of the
demand starvation interval is estimated as a function of the demands of the upstream
approaches and of the respective overlapping intervals between the upstream and
downstream green.
Equation (26-12) is valid for values of OLRD, OLUD ≥ tL. If OLRD, OLUD <tL, the
analyst should assume that OLRD, OLUD = tL. Also, in applying Equation (26-12) it is
assumed that no vehicles will have to wait for more than one cycle, i.e., none of the
approaches is oversaturated. If the time required to discharge the queue is equal to or
larger than the OLDS, the lost time due to demand starvation will be zero.
Exhibit 26-21 provides a series of signalization examples to illustrate cases with

demand starvation potential where the internal left and through phase leads, while Exhibit
26-22 provides examples of cases with demand starvation where the external through
phase leads. These exhibits illustrate the phasing at each intersection, and identify
intervals with demand starvation potential for the internal link of the westbound direction
of the arterial.
26-31
QINITIAL
Intersection
I
1 OLUD OLRD OLDS
Intersection
II
Intersection
2 I OLUD
OLRD OLDS
Intersection
II
Intersection
3 I
OLUD OLRD=0 OLDS
Intersection
II
EXHIBIT 26-21. ILLUSTRATION OF DEMAND STARVATION: INTERNAL LEFT AND THROUGH PHASE LEADS
26-32
QINITIAL
Intersection
I
OLUD OLRD OLDS
1
Intersection
II
QINITIAL
Intersection
I OLRD OLUD OLDS
2
Intersection
II
EXHIBIT 26-22. ILLUSTRATION OF DEMAND STARVATION: EXTERNAL THROUGH PHASE LEADS
26-33
The model for estimating lost time due to demand starvation assumes uniform
arrivals and departures, and also assumes that operations at the interchange are not
oversaturated.
Effective Green Adjustments
The effective green adjustment involves two components: a) adjustment in the

effective green of the upstream approaches due to the presence of a downstream queue,
and b) adjustment in the effective green of the downstream (internal) approaches due to
demand starvation.
The adjusted lost time (tL’) for the arterial approaches and for the ramp
approaches is estimated as follows:
Arterial approaches: tL’= l1 + LD-A + Y – e (26-13)
Ramp approaches: tL’= l1 + LD-R + Y – e (26-14)
where
t L’ is the adjusted lost time, i.e., the time during which the signalized
intersection is not used effectively by any movement (s)
l1 is the start-up lost time (s)
LD-A is the lost time on the external arterial approach due to the presence of a
LD-R is the lost time on the external ramp approach due to the presence of a
Y is the yellow-plus-all-red change-and-clearance interval (s)
e is the extension of effective green time into the clearance interval (s)
The adjusted lost time time (tL’’) for the internal approaches is estimated as
follows:
Internal Approaches: tL’’= l1 + LDS + Y – e (26-15)
where
LDS is the additional lost time due to demand starvation (s)
The effective green time adjusted due to the presence of a downstream queue is
then calculated for the external approaches using the following equation:
g' = G+Y-tL’ (26-16)
where
g’ is the effective green time adjusted due to the presence of a downstream queue (s)
G is the green time (s)
t L’ is the adjusted lost time for the external approaches (s)
26-34
Similarly, the effective green time adjusted due to demand starvation is calculated
for the internal approaches using the equation:
g’’= G+Y-tL’’ (26-17)
where
g’’ is the effective green time adjusted due to demand starvation (s)
G is the green time (s)
tL’’ is the adjusted lost time for the internal approaches (s)
Level of Service Determination
The determination of LOS for each OD in the interchange involves the calculation
of three performance measures: the queue storage ratios (RQ), the v/c ratios, and the
average control delays. First, the queue storage ratios and v/c ratios for each lane-group
are estimated. If for any given lane group one or both of these variables exceed 1.0, then
the LOS for every O-D which travels through this particular lane group will be F. Next,
the average control delay for each lane group is estimated. Finally, the average control
delay for each OD is estimated as a weighted average of the control delay for each lane
group through which the OD travels.
Queue Storage Ratio Estimation
The procedure to estimate the queue storage ratio (RQ) is described in detail in
Appendix G of Chapter 16, therefore this section includes only the equations that apply
directly to the analysis of interchange ramp terminals. The following equation provides
the average queue storage ratio for a lane group, on a per-lane basis:
Lh Q
RQ = (26-18)
La
Where
RQ = average queue storage ratio
Lh = average queue spacing in a stationary queue (ft)
La = available queue storage distance (ft)
Q = average back of queue (veh)
Q is the maximum distance in vehicles over which the queue extends from the stop line
on the average signal cycle, and is estimated as follows:
Q = Q1 + Q2 (26-19)
26-35
Q1 = first-term queued vehicles (veh)
Q2 = second-term queued vehicles (veh)
Q1 = PF 2
vLC
3600
(1 − )
g
[ ]
C
(26-20)
1 − min( 1 .0 , X L ) Cg
where
PF2 = adjustment factor for effects of progression, calculated as follows:
g ⎛ v ⎞
) ⎜⎜ 1 − L ⎟⎟
(1 − R P
C ⎝ sL ⎠
PF 2 = (26-21)
g v
(1 − )[1 − R P ( L )]
C sL
vl = lane group flow rate per lane (veh/h)

sl = lane group saturation flow rate per lane (veh/h)
C = cycle length (s)
g = effective green time (s)
RP = platoon ratio [P(C/g)]
Xl = ratio of flow to capacity (v l /c l ratio)
Note that for the external approaches the effective green time adjusted due to downstream
queue, g’, should be used in Equation 26-20.
⎡ 8k X 16k B QbL ⎤
Q2 = 0.25c LT ⎢( X L − 1) + ( X L − 1) 2 + B L + ⎥ (26-22)
⎢⎣ c LT (c LT ) 2 ⎥⎦
where
Q2 = second term of queued vehicles, estimate for average overflow queue (veh)
c l = lane group capacity per lane (veh/h)
T = length of analysis period (h)
X l = v l /c l ratio
KB = second-term adjustment factor related to early arrivals
QbL = initial queue at start of analysis period (veh)
v/c Ratio Estimation
For a given lane group i, Xi is computed using the following equation:
26-36
⎛v⎞ vi vC
Xi = ⎜ ⎟ = = i (26-23)
⎝ c ⎠i ⎛ g ⎞ si g i
si ⎜ i ⎟
⎝C⎠
where
Xi = (v/c)i ratio for lane group i
vi = actual or projected demand flow rate for lane group i (veh/h)
si = saturation flow rate for lane group i (veh/h)
gi = effective green time for lane group i (s)
Note that for the effective green time g, the adjusted green time g’ due to downstream
queue and g’’ due to demand starvation should be used where applicable.
Average Control Delay Estimation for each OD
The average control delay for each lane group is estimated using the following equation
(also provided in Chapter 16):
d = d1 PF + d 2 + d 3 (26-24)
where d1 = uniform control delay component assuming uniform arrivals, sec/veh
0.5C (1 − g / C ) 2
d1 = (26-25)
1 − Min(1, X ) g / C
where
g = effective green time for lane group (s)
X = lane group v/c ratio, or degree of saturation
PF = uniform delay progression adjustment factor that accounts for the effects of
signal progression on delay, estimated as:
(1 − P ) f p
PF = (26-26)
1 − (g / C)
where
P = proportion of vehicles arriving on the green
g/C = proportion of green time available
fp = supplemental adjustment factor for platoon arriving
during green
26-37
The value of P may be measured in the field or estimated from the arrival type. If field
measurements are carried out, P should be determined as the proportion of vehicles in the
cycle that arrive at the stop line or join the queue (stationary or moving) while the green
phase is displayed. PF may be also be estimated using Exhibit 16-12. If no specific
information is available, Arrival Type 4 should be assumed for all coordinated lane
groups, while Arrival Type 3 should be assumed for all uncoordinated groups.
d2 = incremental delay component to account for the effect of random and

oversaturation queues, adjusted for the duration of the analysis period and the
type of signal control; this delay component assumes that there is no residual
demand for the lane group at start of the analysis period, sec/veh
⎡ 8 KIX ⎤
d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥ (26-27)
⎣ cT ⎦
where
T = duration of analysis period (hours)
k = incremental delay factor that is dependent on controller settings
I = upstream filtering/metering adjustment factor
c = lane group capacity (vph)
X = lane group v/c ratio, or degree of saturation
Note that for the control delay calculation of the internal approaches that experience
demand starvation, the effective green time g should be used instead of the adjusted
effective green time g’’ of Equation 26-17.
d3 = residual demand delay to account for oversaturation queues that may have
existed before the analysis period (sec/veh). The generalized form of d3 is:
1800Qb (1 + u )t
d3 = (26-28)
cT
where Qb = initial queue at the start of period T (veh)

c = adjusted lane group capacity (veh/h)
T = duration of analysis period (h)
t = duration of unmet demand in T (h), and
U = delay parameter.
Additional information on the estimation of d3 is provided in Appendix F of

Chapter 16 of the HCM.
The average control delay for each OD is estimated as follows: a) If the OD

travels only through one intersection, then its average control delay is equal to the
average control delay of the respective lane group. b) If the OD travels through both
intersections, then its average control delay is the weighted average control delay for the
26-38
lane groups along its path. Generally, the delay for OD movement x, dx, when it travels
through lane groups i and j, is estimated as follows:
vi d i + v j d j
dx = (26-29)
vi + v j
where vi, vj are the flows for lane groups i and j respectively,
di, dj, are the average control delays for lane groups i and j respectively
26-39
INTERCHANGE TYPE SELECTION ANALYSIS
The interchange type selection analysis methodology allows the user to compare
eight fundamental types of interchanges for a given set of demand flows. The eight
signalized interchange types covered by the interchange type selection analysis
methodology are:
1. Single-Point Urban Interchange (SPUI)

2. Tight Urban Diamond Interchange (TUDI)
3. Compressed Urban Diamond Interchange (CUDI)
4. Conventional Diamond Interchange (CDI)
5. Partial Cloverleaf A – 4 Quadrants (PARCLO A – 4 QUAD)
7. Partial Cloverleaf B – 4 Quadrants (PARCLO B – 4 QUAD)
Note that other types of signalized interchanges cannot be investigated using this
interchange type selection analysis methodology. Also, the operational analysis
methodology does not distinguish between the TUDI, CUDI, and CDI interchange types.
In general, the interchange type selection analysis methodology categorizes diamond
interchanges by the distance between the centerlines of the ramp roadways that form the
signalized intersections. This distance is generally between 200 and 400 ft for the tight
urban diamond interchange, between 600 and 800 ft for the compressed urban diamond
interchange, and between 1,000 and 1,200 ft for the conventional diamond interchange.
The method is based upon the work of Bonneson, et al (3). Their research also
provides a methodology for selecting unsignalized interchanges. As these are not covered
by this chapter, users are encouraged to consult the original source for this information.
The methodology is based on the estimation of the sums of critical flow ratios
through the interchange, and the use of these to estimate interchange delay. A
combination of simulation and field data was used to develop critical relationships for
this methodology.
The sum of critical flow ratios is based upon an identification of all flows served
during a particular signal phase, and the determination of maximum flow ratios amongst
the movements served by that phase. The models are similar to those used in Chapter 16
for signalized intersections, modified to take into account the fact that each signal phase
involves two signalized intersections. Interchange delay is defined as the total of all
control delays experienced by all interchange movements involved in signalized ramp
terminal movements divided by the sum of all external movement flows. For additional
information consult Ref. 1 directly.
As signalization is not specified for an interchange type selection analysis, it is
assumed that the following interchange types are operated using a single signal
controller: SPUI, TUDI, CUDI. All other types are assumed to be operated by separate
26-40
controllers at each signalized ramp terminal. In all cases, optimal signal timing and
phasing is assumed.
Inputs and Applications
There are several ways in which this interchange type selection analysis
methodology can be employed:
1. For a given set of O-D interchange movements, eight basic types of

signalized interchanges may be compared on the basis of interchange
delay.
2. For a given type of interchange, the impact of intersection spacing on

interchange delay can be examined (within the range of applicability for
each interchange type).
3. For a given type of interchange, the impact of the number of lanes on

ramp and surface arterial approaches, and the movements assigned to
these lanes, can be examined, again, using interchange delay as the
measure of effectiveness.
For any of these applications, all interchange O – D movements must be specified,

generally using full peak-hour volumes. The interchange type selection methodology is
not detailed enough to use flow rates, or to consider such details as heavy vehicle
presence.
In addition, for any given computation, it is necessary to specify the number of

lanes assigned to each phase-movement, and to specify the distance between the
centerlines of the two ramps, measured along the surface arterial.
Implementation of the interchange type selection methodology requires the

adoption of default values for saturation flow rate. Ref 1 suggests the use of a 1,900
veh/hg/ln for some basic cases. This is, however, based upon a suggested ideal saturation
flow rate of 2,000 pc/hg/ln, which is not the value used in the HCM. For consistency
with the ideal saturation flow rate of 1,900 pc/hg/ln specified in Chapter 16, and to
recognize the impact of various movements on saturation flow rate, it is recommended
that the default values shown in Exhibit 26-23 be used in conjunction with the
interchange type selection methodology.
26-41
EXHIBIT 26-23 DEFAULT VALUES OF SATURATION FLOW RATE FOR USE WITH
THE INTERCHANGE TYPE SELECTION PROCEDURE
Type of Default Saturation Flow Rate (veh/hg/ln)

Interchange Left Turns Through Right Turns
Single Point Urban (SPUI) 1800 1800 1800
Tight Urban Diamond (TUDI) 1700 1800 1800
Compressed Urban Diamond 1700 1800 1800
(CUDI)
Conventional Diamond (CDI) 1700 1800 1800
Parclo A (4 Quad) 1700 1800 1800
Parclo A (2 Quad) 1700 1800 1800
Parclo B (4 Quad) 1700 1800 1800
Parclo B (2 Quad) 1700 1800 1800
Where turning movements are in shared lanes, use the “through” saturation flow
rates for analysis.
Step 1 – Mapping Origin-Destination Flows into Interchange

Movements
Since the primary objective of a interchange type selection analysis is to compare

up to eight interchange types against a given set of design volumes, it is necessary to first
convert a given set of design origin and destination volumes to movement flows through
the signalized interchange. The methodology identifies volumes by signal phase, using
the standard NEMA numbering sequence for interchange phasing. Thus, movements are
numbered 1 – 8 based upon the signal phase that accommodates the movement. The
user should note that not all configurations and signalizations include all 8 NEMA phases,
and that for some interchange forms, some movements are not signalized, and do not,
therefore, contribute to interchange delay.
As for the operational analysis methodology, to simplify the mapping process, it

is assumed that the freeway is oriented N-S, and the surface arterial E-W. If the freeway
is oriented in the E-W direction, rotate the interchange drawing or diagram clockwise
until the freeway is in the N-S direction. In rotating clockwise, the WB freeway
direction becomes NB and the EB freeway direction becomes SB; the NB arterial
direction becomes EB and the SB arterial direction becomes WB. The methodology
allows for separate consideration of freeway U-turn movements through the interchange.
Thus, there are 14 basic movements that must be mapped for each interchange type.
For interchange types using two controllers, phase movements through the left
(Intersection I) and right (Intersection II) intersections of the interchange are separately
mapped and used in the procedure.
Exhibit 26-24 indicates the appropriate mapping of OD demand volumes into

phase movement volumes for the eight covered interchange types. The designation of the
OD demands is shown in Exhibit 26-4. A worksheet for this conversion matrix is
26-42
provided in Appendix C of this chapter. The mapped phase movement volumes are then
used in Step 2 to compute critical flow ratios.
EXHIBIT 26-24 MAPPING OF INTERCHANGE ORIGINS AND DESTINATIONS INTO

PHASE MOVEMENTS FOR INTERCHANGE TYPE SELECTION ANALYSIS
Type of NEMA Phase Movement Number

Interchange 1 2 3 4 5 6 7 8
SPUI H I +F A +M C E J +G D +N B
TUDI /CUDI H +M E +I +F *** D +C +N E +N H +J +G *** A +B +M
CDI (I) H +M E +I +F *** D +C +N *** J +A *** ***
CDI (II) *** I +D *** *** E +N H +J +G *** A +M +B
Parclo A-4Q
*** E +I *** D +N +C *** J +A +M +H *** ***
(I)
Parclo A-4Q
*** I +D +N +E *** *** *** J +H *** A +M +B
(II)
Parclo A-2Q
*** E +I *** D +N +C F J +A +H +M *** ***
(I)
Parclo A-2Q
G I +D +E +N *** *** *** H +J *** A +M +B
(II)
Parclo B-4Q
H +M I +E +F *** *** *** J +A *** ***
(I)
Parclo B-4Q
*** I +D *** *** E +N H +J +G *** ***
(II)
Parclo B-2Q
H +M E +I +F *** *** *** J +A *** C
(I)
Parclo B-2Q
*** I+D *** B E +N H +J +G *** ***
(II)
*** Phase movement does not exist for this configuration.
Italics This movement is not included if it operates from a separate lane with YIELD or
STOP control.
Step 2 – Computation of Critical Flow Ratios
The subsections that follow detail the computation of the critical flow ratio, Yc,
for the interchange for the eight basic configurations covered by this methodology.
26-43
Single-Point Urban Interchange (SPUI)
EXHIBIT 26-25 PHASE MOVEMENTS IN A SPUI

(SOURCE: REF. 1)
The phase movements in a single-point urban interchange are illustrated in

Exhibit 26-25. The sum of critical flow ratios is estimated as:
Yc = A + R
⎡⎛ v v ⎞ ⎛ v5 v ⎞⎤
A = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ + 6 ⎟⎟⎥ (26-30)
⎣⎝ s1 n1 s 2 n2 ⎠ ⎝ s 5 n5 s 6 n 6⎠⎦
⎡⎛ v v ⎞ ⎛ v7 v ⎞⎤
R = max ⎢⎜⎜ 3 + 4 ⎟⎟ ; ⎜⎜ + 8 ⎟⎟⎥
⎣⎝ s3 n3 s 4 n4 ⎠ ⎝ s 7 n7 s8 n8 ⎠⎦
where: Yc = sum of the critical flow ratios

vi = phase movement volume, phase i, veh/h
ni = the number of lanes serving phase movement i
si = saturation flow rate for phase movement i, veh/hg/ln
A = critical flow ratio for the arterial movements, and
R = critical low ratio for the exit-ramp movements.
26-44
Tight Urban Diamond Interchange (TUDI)
EXHIBIT 26-26 PHASE MOVEMENTS IN A TIGHT URBAN OR COMPRESSED

URBAN DIAMOND INTERCHANGE (SOURCE: REF. 1)
Intersection II
Intersection I
Phase movements in a tight urban diamond interchange are illustrated in Exhibit

26-26. The sum of critical flow ratios is computed as:
Yc = A + R
⎡⎛ v v ⎞ ⎛ v5 ⎞⎤
A = max ⎢⎜⎜ 2 + 4 − y 3 ⎟⎟ ; ⎜⎜ + y 7 ⎟⎟⎥
⎣⎝ s 2 n2 s 4 n4 ⎠ ⎝ s 5 n5 ⎠⎦
⎡⎛ v ⎞ ⎛ v v ⎞⎤ (26-31)
R = max ⎢⎜⎜ 1 + y 3 ⎟⎟ ; ⎜⎜ 6 + 8 − y 7 ⎟⎟⎥
⎣⎝ s1 n1 ⎠ ⎝ s6 n6 s8 n8 ⎠⎦
⎡ v ⎤ ⎡ v ⎤
y 3 = min ⎢ 4 ; yt ⎥ y 7 = min ⎢ 8 ; y t ⎥
⎣ s 4 n4 ⎦ ⎣ s8 n8 ⎦
where: Yc, A, R, vi, si, ni are as previously defined.

y3,7 = effective flow ratio for concurrent (or transition) Phase 3,7
yt = effective flow ratio for the concurrent phase when dictated by
travel time.
For preliminary design applications, the following default values are

recommended for yt:
26-45
Distance between the two intersections, D Default Value, yt
200 ft 0.050
300 ft 0.070
400 ft 0.085
where the distance between the two intersections is measured from the centerline of the
left ramp roadway to the centerline of the right ramp roadway.
For phase movement 2 and 6, the number of assigned lanes (n2 and n6) is related
to the arterial left-turn bay design. If the left-turn bay extends back to the external
approach to the interchange, then the number of lanes on these external approaches is the
total number of approaching lanes, including the left-turn bay. If the left-turn bay is
provided only on the internal arterial link, n2 and/or n6 would not include this lane.
Compressed Urban Diamond Interchange (CUDI)
Exhibit 26-26 illustrates the phase movement volumes for a compressed urban
diamond interchange. These are the same as for a tight urban diamond interchange. The
sum of critical flow ratios is computed as:
Yc = A + R
⎡⎛ v ⎞ ⎛ v5 ⎞⎤
A = max ⎢⎜⎜ 1 + y 2 ⎟⎟ ; ⎜⎜ + y 6 ⎟⎟⎥
⎣⎝ s1 n1 ⎠ ⎝ s 5 n5 ⎠⎦
⎡⎛ v ⎞ ⎛ v8 ⎞ ⎤ (26-32)
R = max ⎢⎜⎜ 4 ⎟⎟ ; ⎜⎜ ⎟⎟⎥
⎣⎝ s 4 n4 ⎠ ⎝ s 8 n8 ⎠ ⎦
⎡⎛ v ⎞ ⎛ v5 ⎞⎤ ⎡⎛ v ⎞ ⎛ v ⎞⎤
y 2 = max ⎢⎜⎜ 2 ⎟⎟ ; ⎜⎜ ⎟⎟⎥ y 6 = max ⎢⎜⎜ 8 ⎟⎟ ; ⎜⎜ 1 ⎟⎟⎥
⎣⎝ s 2 n 2 ⎠ ⎝ s2 ⎠⎦ ⎣⎝ s8 n8 ⎠ ⎝ s 6 ⎠⎦
where: Yc, A, R, vi, si, ni are as previously defined.

y2,6 = flow ratio for phase 2,6 with consideration of prepositioning.
All Interchanges with Two Signalized Intersections and Separate Controllers:

Conventional Diamond Interchange (CDI)
Partial Cloverleaf A – 4 Quadrants (PARCLO A 4Q)
Partial Cloverleaf A – 2 Quadrants (PARCLO A 2Q)
Partial Cloverleaf B – 4 Quadrants (PARCLO B 4Q)
Partial Cloverleaf B – 2 Quadrants (PARCLO B 2Q)
The computation of the maximum sum of critical volumes is the same for the five
types of interchanges noted. Each has two signalized intersections, and each is generally
operated using two controllers.
26-46
While the equations for estimating maximum sum of critical volumes is the same,
the phase movement volumes, as indicated in Exhibit 26-24, differ for each type of
interchange. Exhibits 26-27 to 26-29 illustrate the phase movements in each of these
interchange types.
EXHIBIT 26-27 PHASE MOVEMENTS IN A CONVENTIONAL DIAMOND

INTERCHANGE (SOURCE: REF. 1)
Intersection II
Intersection I
EXHIBIT 26-28 PHASE MOVEMENTS IN A PARCLO A2Q AND A4Q INTERCHANGE

(SOURCE: REF. 1)
Intersection II
Intersection I
26-47
EXHIBIT 26-29 PHASE MOVEMENTS IN A PARCLO B2Q AND B4Q INTERCHANGE
(SOURCE: REF. 1)
Intersection II
Intersection I
For all conventional diamond, Parclo A, and Parclo B interchanges, the sum of
critical flow ratios is computed as:
Yc ,max = max[Yc , I ; Yc , II ]
Yc , I = AI + RI
Yc , II = AII + RII (26-33)
⎡⎛ v v ⎞ ⎛ v5 v ⎞⎤
AI , II = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ + 6 ⎟⎟⎥
⎣⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n5 s 6 n 6 ⎠⎦
⎡⎛ v ⎞ ⎛ v8 ⎞ ⎤
R I , II = max ⎢⎜⎜ 4 ⎟⎟ ; ⎜⎜ ⎟⎟⎥
⎣⎝ s 4 n4 ⎠ ⎝ s8 n8 ⎠⎦
where all variables are as previously defined. Note that when computing values of AI,
AII, RI, and RII, that the movement volumes vary for the intersections I and II, even
though the phase movement designations are the same (Exhibit 26-24).
Some of the phase movement volumes do not exist in either intersection II or I.

A value of “0” would be used for the volume in each case where this occurs.
Step 3: Estimation of Interchange Delay
Interchange delay for each interchange type and/or design is estimated using
regression models based primarily on simulation output, but validated with a limited
26-48
amount of field data (3). In each case, two delay estimators are provided, based upon the
control of the off-ramp right turn movements:
• Case A: Used where the right-turn movements from freeway off-ramps is

controlled by the signal.
• Case B: Used where the right-turn movements from freeway off-ramps

have a separate lane or lanes that are either free (uncontrolled) or
controlled by a YIELD sign.
For single point urban interchanges (SPUI’s), a third condition is added. Where
the right-turns from the freeway ramps are controlled by a signal with RTOR, both cases
are used, and the results weighted by the proportions of right turns made during RED and
GREEN signals. Since the signal timing is unknown for a interchange type selection
application, it is recommended that a 50%-50% split be assumed.
This modification, applied only to SPUI’s, is necessary due to difficulties

experienced in attempting to simulate RTOR at these interchanges.
Exhibit 26- 30 gives the delay equations used to estimate interchange delay for
the eight interchange types covered by the interchange type selection procedure. In each
case, the variables used are defined as follows:
dI = interchange delay, s/veh

Yc = critical or controlling flow ratio from Step I,
D = distance between the two intersections, measured between the
centerlines of the two ramp roadways along the surface arterial, ft
Exhibit 26-30 also shows the ranges of D over which these equations are valid. They
generally represent the normal design range for these interchange types. These equations
should be used with great caution beyond the ranges shown.
26-49
EXHIBIT 26-30 ESTIMATION OF INTERCHANGE DELAY FOR EIGHT BASIC
INTERCHANGE TYPES
Int. Valid Interchange Delay (dI) Interchange Delay (dI)

Type Range Right Turns Signalized Right Turns Free or YIELD-
of D (ft) CASE A Controlled CASE B
⎛ Y ⎞ ⎛ Y ⎞
SPUI 150 - 400 15.1 + (0.01 D + 16.0 )⎜⎜ c ⎟⎟ 15.1 + (0.008 D + 5.9)⎜⎜ c ⎟⎟
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
TUDI 200 - 400 13.4 + 14.2 ⎜⎜ c ⎟⎟ 13.4 + 12.8 ⎜⎜ c ⎟⎟
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎡ Y ⎤ ⎡ Y ⎤
CUDI 600 - 800 19.2 + [9.4 − 0.011(D − 700 )] ⎢ c ⎥ 19.2 + [8.6 − 0.009(D − 700)] ⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
⎡ Y ⎤ ⎡ Y ⎤
CDI 900-1300 17.1 + [5.0 − 0.011(D − 1100 )] ⎢ c ⎥ 17.1 + [4.6 − 0.009(D − 1100)]⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
Parclo A ⎡ Y ⎤ ⎡ Y ⎤
4Q 700-1000 11.7 + [7.8 − 0.011(D − 800 )] ⎢ c ⎥ 11.7 + [6.6 − 0.009(D − 800 )] ⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
Parclo A ⎡ Y ⎤ ⎡ Y ⎤
2Q 700-1000 19.1 + [8.3 − 0.011(D − 800 )] ⎢ ⎥ 19.1 + [8.3 − 0.009(D − 800 )] ⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
Parclo B 1000- ⎡ Y ⎤ ⎡ Y ⎤
4Q 1400 9.3 + [3.5 − 0.011(D − 1200 )] ⎢ c ⎥ 9.3 + [3.4 − 0.009(D − 1200 )] ⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
Parclo B 1000- ⎡ Y ⎤ ⎡ Y ⎤
2Q 1400 26.2 + [3.9 − 0.011(D − 1200)] ⎢ c ⎥ 26.2 + [3.2 − 0.009(D − 1200)] ⎢ c ⎥
⎣1 − Yc ⎦ ⎣1 − Yc ⎦
Delay estimates can be related to levels of service. For consistency, the same
criteria as used for the Operational Analysis methodology (Exhibit 26-10) are applied.
Note that because level of service F is based upon a v/c ratio greater than 1.00 or a
queue/storage length ratio of greater than 1.00, this interchange type selection
methodology will never predict level of service F, because these ratios are not predicted.
Users, however, should be exceedingly cautious of results when interchange delay
exceeds 85-90 s/veh.
In evaluating alternative interchange types, the exact distance, D, may not be

known for each of the alternatives. It is recommended that all lengths be selected at the
midpoint of the range shown in Exhibit 26-30 for this level of analysis.
26-50
Interpretation of Results
The output of the interchange type selection procedure for signalized interchanges
is a set of delay predictions for a) various interchange types, b) various distances between
the two intersections (D), and/or c) various numbers and assignments of lanes on ramps
and the surface arterials.
While, in general, the lower the interchange delay, the better, a final choice must
consider a number of other criteria that are not part of this methodology, including:
• Available of right-of-way,
• Environmental impacts,
• Social impacts,
• Construction cost,
and others. This methodology provides a valuable set of information that can be used, in
conjunction with other analyses, to make an appropriate choice of an interchange type,
and some of the primary design parameters. The final design, however, will be based
upon many other criteria in addition to the output of this methodology.
Users are also cautioned that while the definition of interchange delay is similar
for both the interchange type selection methodology and the operational analysis
methodology, different modeling approaches to delay prediction were taken, and there is
no guarantee that the results of the two methodologies will be compatible.
26-51
III. APPLICATIONS
This section presents the application of the two methodologies (final design and
operational analysis, and interchange type selection analysis) described in Section II of
this Chapter.
The final design and traffic operational analysis methodology is followed when a
specific interchange type is considered. Within this methodology, there are three sub-
categories of analysis: traffic operational analysis , signal control design and highway
design. The basic methodology for all three types of analysis is the same, and the only
difference between the three is the input available and the output sought. In the cases of
signal control design, or highway design, the analyst must apply the methodology and
determine the best solution by trial-and-error.
Exhibit 26-31 provides the worksheet flow chart for applying the final design and
operational analysis methodology. Each step in the flowchart represents one worksheet,
while the text to the right indicates the types of interchanges for which the worksheet is
applicable. Note that for most of the worksheets, there is a different one for each
interchange type. Appendix C contains the full series of worksheets for each interchange
type.
Input Requirements (Worksheets 1, 2, and 3)
The following input is required to conduct a final design and operational analysis
for interchange ramp terminals: geometry of the interchange, origin-destination demands
OR turning movement demands, and signalization information. Three worksheets are
used to enter input information for the analysis of signalized interchanges.
Input Worksheet (1)
Input Worksheet 1 (which is different for each type of interchange) contains a

schematic of the interchange, on which the analyst enters detailed information regarding
the geometry of the site. Exhibit 26-32 contains Input Worksheet (1) for diamond
interchanges, while Appendix C contains the respective worksheets for other types of
interchanges. Information entered should include:
• Number of lanes on each approach, including the internal link (if any),
• Lane widths,
• Grade of each approach (plus sign is upgrade),
• Traffic movements using each lane (shown by arrows),
• Existence and location of curb parking lanes,
• Existence and location of bus stops,
• Existence and length of storage bays,
• Distance between the two intersections, and
26-52
• Other features such as channelization.
When geometric conditions are not known, a design should be proposed based on
state or local practice. Chapter 10 may be consulted for assistance in establishing a
design for analysis.
The lower portion of the worksheet contains the OD and turning movement
designations for the specific interchange type analyzed.
26-53
EXHIBIT 26-31. WORKSHEET FLOW CHART FOR FINAL DESIGN AND
OPERATIONAL ANALYSIS
1. Interchange Geometry [ All Types ]
Option A Option B
2-A: Obtain OD from Turning 2-B: Obtain Turning

[ All Types ]
Movements Movements from OD
3. Signal Plan [ All Types ]
4. Volume Adjustment [ All Types ]
[ All Types Except

5. Lane Utilization
SPUI]
5. Saturation Flow Rate [ All Types ]
[ All Types Except

6. Overlaps Calculation
SPUI ]
7. Effective Green Adjustment for External Approaches [ All Types Except

(Lost Time due to Downstream Internal Queue) SPUI]
7A. Effective Green Adjustment for Internal Approaches [ Optional, Only for
(Lost Time due to Demand Starvation) Diamond Interchange]
8. Capacity and LOS Determination

[ All Types ]
- Queue Storage Ratio
- V/C Ratio
- Control Delay
26-54
EXHIBIT 26-32. INPUT WORKSHEET (1) FOR DIAMOND INTERCHANGES
26-55
Origin Destination and Turning Movements Worksheet (2-A and 2-B)
Both the origin destination demands and the movement flow rates are required for
the analysis of interchange ramp terminals. If the turning movements are available, the
analyst should use Worksheet 2-A to enter these, and to estimate the respective origin
destination demands for the interchange. If the origin-destination demands are available,
the analyst should use Worksheet 2-B to obtain the turning movements for each
intersection. As an example, Exhibits 26-33 and 26-34 include Worksheets 2-A and 2-B
for diamond interchanges, while Appendix C contains the full set of worksheets for all
types of interchanges.
Signal Plan Worksheet (3)
The third worksheet (shown in Exhibit 26-35) is used to enter signalization

information for the interchange. The sequence of signal phases is entered for each
intersection, and each box is used to show a single phase or sub-phase, along with the
corresponding actual green time (G), and the actual yellow-plus-all red time(Y).
Additional information on this worksheet includes the cycle length and offset between the
two intersections, the start-up lost time for each turning movement, the extension of
effective green time, the actual green time (G) and the effective green time (g) of the
approaches and the minimum time required for pedestrian crossings.
The phasing and timing of the signal will not be known if the desired outcome of
the analysis is to design the signalization. The establishment of a signal timing plan
using this methodology involves trial-and-error computations. In addition to the HCM,
there is a variety of commercially available computer packages for conducting signal
optimization for interchanges.
Volume Adjustment Worksheet (4)
This worksheet focuses on the establishment of lane groups and on the adjustment
of hourly movement and OD volumes to flow rates. Exhibit 26-36 includes Worksheet
(4) for diamond interchanges. The hourly volume is entered from worksheets 2-A or 2-B.
The arrival type, as well as information on pedestrians, bicycles and parking maneuvers
are input requirements in the analysis.
Lane Utilization and Saturation Flow Rate Worksheet (5)
The top half of the worksheet (shown in Exhibit 26-37, for diamond interchanges)
determines the lane utilization factor for each of the external through approaches to the
interchange. Exhibit 26-13 through 26-17 provide the models to be used for each type of
interchange and for 2-, 3-, and 4-lane arterials. The bottom half of the worksheet
estimates the saturation flow rate for each lane group, using a series of adjustment factors,
as well as the lane utilization factors estimated above.
26-56
EXHIBIT 26-33. ORIGIN DESTINATION AND TURNING MOVEMENTS WORKSHEET
(2-A) FOR DIAMOND INTERCHANGES
EXHIBIT 26-34. ORIGIN DESTINATION AND TURNING MOVEMENTS WORKSHEET

(2-B) FOR DIAMOND INTERCHANGES
26-57
EXHIBIT 26-35. SIGNAL PLAN WORKSHEET (3) FOR DIAMOND INTERCHANGES
26-58
EXHIBIT 26-36. VOLUME ADJUSTMENT WORKSHEET (4) FOR DIAMOND
INTERCHANGES
26-59
EXHIBIT 26-37. LANE UTILIZATION AND SATURATION FLOW RATE WORKSHEET
(5) FOR DIAMOND INTERCHANGES
26-60
Overlaps Calculation Worksheet (6)
The objective of this worksheet is to calculate the duration (in seconds) of

overlapping intervals between the two intersections. Exhibit 26-38 includes the Overlaps
Calculation Worksheet (6) for diamond interchanges. The top of the graph indicates the
signal phasing notation (following the NEMA convention), which is used in the
calculation of overlaps. The user first enters graphically the phasing for each intersection,
along with their corresponding duration, such that the graph identifies the signal
indications shown at each of the two intersections at every point in the cycle. The
overlaps are estimated using the graphical information entered, using the notation at the
top of the page.
Effective Green Adjustment for External Approaches Worksheet (7)
This worksheet focuses on the adjustment of the effective green for the external
approaches, to account for the effects of the presence of a downstream queue (Exhibit 26-
39). As shown, the first part of the worksheet estimates the length of the downstream
queue (internal queue length) at the beginning of the upstream phases A, and R. First, the
user enters the arterial and ramp per lane flow for each of the external approaches
(Worksheet 4). Next, information on actual green times and duration of overlaps is
entered (Worksheet 6). The internal queue length at the beginning of each upstream phase
is then estimated using Equations 26-9 and 26-10. The second part of the worksheet
estimates the lost time due to the downstream internal queue, using Equations 26-5 and
26-6.
Effective Green Adjustment for Internal Approaches Worksheet (7-A)
This optional worksheet, shown in Exhibit 26-40, is used to account for the
effects of demand starvation on the internal approaches of a diamond interchange. The
user first identifies whether there is a signalization interval which causes demand
starvation in each direction of the arterial. If there is no interval with demand starvation
potential on either direction of the arterial, there is no adjustment needed for the effective
green of the internal approaches, and this worksheet should not be used. If there is such
an interval, then the user should proceed to estimate the corresponding lost time due to
demand starvation, using Equation 26-11. The effective green of the internal approaches
is then adjusted accordingly, to account for the additional time during which the approach
is not effectively utilized.
Capacity and Level of Service (Worksheets 8, 9 and 10)
The last three worksheets estimate the queue storage ratio, the capacity, v/c ratio,
and average control delay for each lane group and each OD.
26-61
EXHIBIT 26-38. OVERLAPS CALCULATION WORKSHEET (6) FOR DIAMOND
INTERCHANGES
26-62
EXHIBIT 26-39. EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL APPROACHES
WORKSHEET (7) FOR DIAMOND INTERCHANGES
26-63
EXHIBIT 26-40. EFFECTIVE GREEN ADJUSTMENT FOR INTERNAL APPROACHES
WORKSHEET (7-A) FOR DIAMOND INTERCHANGES
26-64
Queue Storage Ratio Worksheet (8)
This worksheet (shown in Exhibit 26-41) estimates the average queue storage
ratio for each lane group on an average per-lane basis. The procedure is based on
Appendix G of Chapter 16. If the average queue storage ratio for a given lane group
exceeds 1, then the LOS for each OD traveling through this lane group is F.
Capacity and Delay Worksheet (9)
In this worksheet (Exhibit 26-42) the user estimates the v/c and the average
control delay for each lane group. First the v/c is estimated using the adjusted effective
green for each approach (Worksheets 7 and 7-A). If the v/c for a given lane group
exceeds 1, then the LOS for each OD traveling through this lane group is F. Next, the
user estimates average control delay for each lane group.
LOS Worksheet (10)

This worksheet (shown in Exhibit 26-43) estimates the average control delay and
the LOS for each OD. The delay for each OD is estimated as the sum of the
corresponding lane group delays (Worksheet 9). Finally, the LOS for each OD is
determined using Exhibit 26-10.
26-65
EXHIBIT 26-41. CAPACITY AND LOS WORKSHEET (8)
26-66
26-67
26-68
INTERCHANGE TYPE SELECTION ANALYSIS
The interchange type selection analysis is used to compare the operational performance
of eight fundamental types of interchanges for a given set of demand flows. The eight
signalized interchange types covered by the interchange type selection analysis
methodology are:
1. Single-Point Urban Interchange (SPUI)

2. Tight Urban Diamond Interchange (TUDI)
3. Compressed Urban Diamond Interchange (CUDI)
4. Conventional Diamond Interchange (CDI)
Other types of signalized interchanges cannot be investigated using this

interchange type selection analysis. The methodology categorizes diamond interchanges
by the distance between the ramp roadways. This distance is generally between 200 and
400 ft for the tight urban diamond interchange (TUDI), between 600 and 800 ft for the
compressed urban diamond interchange (CUDI), and between 1,000 and 1,200 ft for the
conventional diamond interchange (CDI).
Exhibit 26-44 provides the worksheet flow chart for applying the interchange type
selection analysis. Each step in the flowchart represents one worksheet, while the full
worksheet set is applicable to all eight basic interchange types. The worksheets for the
interchange type selection analysis are provided in Appendix C.
Input Worksheet (1)
Input Worksheet 1 (shown in Exhibit 26-45) contains a schematic of the origin-

destination demands at an interchange (as described in Exhibit 26-4) and the respective
notation. The user enters here the anticipated design hour volumes of the interchange that
correspond to the O-D movements.
26-69
EXHIBIT 26-44. WORKSHEET FLOW CHART FOR INTERCHANGE TYPE
SELECTION ANALYSIS
1. O-D demands
2. O-D mapping into phase movenents
3. Critical flow ratio for SPUI
4. Critical flow ratio for TUDI
5. Critical flow ratio for CUDI
6. Critical flow ratio for CDI
7. Critical flow ratio for Parclo A-4Q
8. Critical flow ratio for Parclo A-2Q
9. Critical flow ratio for Parclo B-4Q
10. Critical flow ratio for Parclo B-2Q
11. Interchange delay determination
26-70
EXHIBIT 26-45. INPUT WORKSHEET (1)
26-71
O-D and Phase Movement Worksheet (2)
This worksheet (shown in Exhibit 26-46) converts the O-D demands into phase
movement volumes, according to NEMA phase numbering, for the eight types of
interchanges. The worksheet contains O-D demands for both cases of signalized right
turns and channelized right turns controlled by YIELD or STOP signs.
Critical Flow Ratio Worksheets (3 – 10)
This set of worksheets calculates the critical flow ratio for each type of
interchange evaluated. The user may select all, or a subset of interchange types for
analysis. Each worksheet requires the input of the relevant number of lanes by phase
number, saturation flow rate and distance between the intersections. Additionally, the
calculation of the critical flow ratio requires the phase movement volume from worksheet
(2) for both cases of signalized right turns and channelized right turns controlled by
YIELD or STOP signs. The calculation of the critical flow ratios is different for each
interchange type.
SPUI Critical Flow Ratio Worksheet (3)
The first part of this worksheet (Exhibit 26-47) provides a sketch of the SPUI
interchange and input tables for the number of lanes and saturation flow rate per lane by
NEMA phase movement, as well as the distance between the two interchange ramps. The
last part of the worksheet is used for the calculation of the sum of the critical flow ratios
for the arterial and ramp movements, for both signalized and channelized right turns.
TUDI Critical Flow Ratio Worksheet (4)
Similar to worksheet (3), this worksheet (see Exhibit 26-48) provides a sketch of
the tight urban diamond interchange (TUDI) and input tables for the number of lanes and
saturation flow rate per lane by NEMA phase movement, as well as the distance between
the two signalized intersections. The last part of the worksheet is used for the calculation
of the sum of the critical flow ratios for the arterial and ramp movements, for both
signalized and channelized right turns. For this calculation, the effective flow ratio for the
concurrent phases is required. Default values for yt can be used based on the distance
between the two intersections. The sum of the critical flow ratios is calculated next.
CUDI Critical Flow Ratio Worksheet (5)
The worksheet used for the case of the compressed urban diamond interchange
(CUDI) is presented in Exhibit 26-49. The geometry of the CUDI is similar to the TUDI.
The determination of the sum of critical flow ratio requires the calculation of the critical
flow ratios for the arterial and the ramp movements. Both cases of signalized and
channelized right turns are considered.
26-72
EXHIBIT 26-46. O-D AND PHASE MOVEMENTS WORKSHEET (2)
26-73
EXHIBIT 26-47. SPUI - CRITICAL FLOW RATIO WORKSHEET (3)
26-74
EXHIBIT 26-48. TUDI - CRITICAL FLOW RATIO WORKSHEET (4)
26-75
EXHIBIT 26-49. CUDI - CRITICAL FLOW RATIO WORKSHEET (5)
26-76
CDI and Parclo Critical Flow Ratio Worksheets (6-10)
The computation of the sum of the critical flow ratios for the remaining five types of
interchanges is similar (Exhibits 26-50 through 26-54). The worksheets contain input
information concerning the number of lanes by phase movement, the saturation flow rate
per lane and the distance between the two intersections. The second part of each
worksheet contains the calculations of the critical flow ratios and the sum of the
maximum flow ratio.
Delay Determination Worksheet (11)
This worksheet (Exhibit 26-55) is used for the calculation of the interchange delay
for each type of interchange and for both signalized and channelized right turns. The
equations to be used for estimating the delay for each interchange type are shown in the
worksheet.
26-77
EXHIBIT 26-50. CDI - CRITICAL FLOW RATIO WORKSHEET (6)
26-78
EXHIBIT 26-51. PARCLO A-4Q - CRITICAL FLOW RATIO WORKSHEET (7)
26-79
EXHIBIT 26-52. PARCLO A-2Q - CRITICAL FLOW RATIO WORKSHEET (8)
26-80
EXHIBIT 26-53. PARCLO B-4Q - CRITICAL FLOW RATIO WORKSHEET (9)
26-81
EXHIBIT 26-54. PARCLO B-2Q - CRITICAL FLOW RATIO WORKSHEET (10)
26-82
EXHIBIT 26-55. DELAY DETERMINATION WORKSHEET (11)
26-83
IV. EXAMPLE PROBLEMS
Problem No Description Application

Find the control delay, queue storage ratio and LOS of a
1 Operational
diamond interchange
2 Operational
diamond interchange that features queue spillback
3 Operational
diamond interchange that features demand starvation
4 Operational
PARCLO A-2Q interchange

5 Operational
single point urban interchange
Interchange
6 Compare eight types of signalized interchanges
Type Selection
26-84
EXAMPLE PROBLEM 1
The Interchange
The diamond interchange located at the junction of freeway I-99 (SB/NB) and University
Dr. (EB/WB) is at an urban area. The Diamond Interchange Worksheets are used. Each
signalized intersection’s geometry is shown on the Input Worksheet (1). In this example
the O-D information is given in Worksheet (2-B) while the turning movements are
calculated from the relevant O-D movements at the same Worksheet. The signal
information is added in Worksheet (3).
The Question
What are the control delay, queue-storage ratio and LOS for each O-D movement?
The Facts
√ All lane widths are 12 ft
√ Percent of heavy vehicles is 5 % for all external and internal through movements. All
other movements have 0% heavy vehicles
√ Both freeway ramps (I-99) have two-lane approaches
√ NB and SB grade = - 2 %, EB and WB grade = 0%
√ The distance between the two intersections is D=400ft
√ Left turning radius from the arterial is 75 ft, from the ramp is 50 ft
√ Right turning radius is 50 ft for all approaches
√ PHF = 0.97 for all approaches
√ Arrival Type 4 for coordinated lane groups (EB/WB internal through approaches)
√ Arrival Type 3 for all other approaches
√ Platoon Ratio RP = 1.333 for the coordinated lane groups
√ Lost time is 2 sec for each phase
√ Cycle length is 80 sec
√ Offset is 0 sec
√ Pre-timed control at both intersections
√ No pedestrians or bicycles at the interchange
Comments
√ Assume base saturation flow rate = 1,900 pc/h/ln
√ Analysis time is pm peak hour.
26-85
Steps
1. Convert O-D OD demands are given, therefore worksheet 2-B is used.
movements to turning The O-D movement H is 350 veh/h
movements The O-D movement M is 0 veh/h
Thus the WB left turning volume for Intersection I is:
WB INT – L = H+M = 350+0=350 veh/h
2. Adjust volume for Right turns on red are not allowed, therefore the right turning
right turn on red volumes were not adjusted
3. Add turning Turning movements are added onto the Input Worksheet (1),
movements in along with the interchange geometry
Worksheet (1)
4. Define lane groups The arterial external approaches have 2 lanes for the through and
(use Exhibit 16-5) shared right-turn movements. Therefore, the EB external through
and right-turn movements are designated as one lane group.
Similarly, the WB through and right-turn movements are
designated as one lane group.
The arterial left turns (EB and WB) have exclusive lanes therefore
they are separate lane groups.
The NB/SB right turns and left turns have exclusive lanes
therefore they are designated as separate lane groups.
5. Proportion of left For EB – R: PRT = 82/(82+1379) = 0.07
and right turns For EB – L exclusive protected: PLT =1.0
6. OD Adjustment The O-D movement J is estimated as:
J = (WB INT –TH) – (NB – L) + (NB – U turn)
Where
WB INT – TH = 1088 veh/h
NB- L = 225 veh/h
NB – U turn = 0 veh/h
are the adjusted flow rates at Worksheet (4).
Therefore, the O-D movement J = 1088 – 225 + 0 = 863 veh/h
7. Lane utilization For EB EXT – TH:
adjustment factor 1 vF vE
%V L1 = − 0.154 × ( ) + 0.187 × ( )
(use Exhibit 26-13) 2 vE + vF + vI vE + vF + vI
D × vE
− 0.0181 × ( ) = 0.515
10 6
%VL2 = 1- V1 = 0.485
Using the maximum single lane percentage (0.515)
fLu = 0.5/0.515 = 0.971
8. Lane width fw =1+(W-12)/30 = 1+(12-12)/30=1
adjustment factor
(use Exhibit 16-7)
9. Heavy-vehicle For external and internal through:
adjustment factor fHV =100/ [100+%HV*(ET -1)]
(use Exhibit 16-7) fHV =100/[100 + 5*(2.0-1)] = 0.952
10. Percent grade NB and SB have 2% grade, therefore their grade adjustment factor
adjustment factor is:
26-86
(use Exhibit 16-7) fg = 1-Grade/200 = 1-(-2/200)=1.01
11. Left-turn For protected exclusive lane:
adjustment factor EB/WB INT – L: fLT = 0.95
(use Exhibit 16-7)
12. Right-turn For all shared-lane approaches:
adjustment factor EB: fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.06 = 0.992
(use Exhibit 16-7) WB: fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.15 = 0.977
13. Turn radius For EB INT – L:
adjustment factor fR =
1
=
1
= 0.930
1.71 5.61
(use Equation 26-3) 1+ 1+
R 75
14. Traffic Pressure For EB INT – TH:
adjustment factor fv =
1
=
1
= 1.030
(use Equation 26-4) 1.07 − 0.00486 vl 1.07 − 0.00486 * (1835 / 2) * (80 / 3600 )
'
15. Saturation flow For EB INT – L:

(use Equation 26-2) s = so N fw fHV fg fLU fRT fR fv = 1900 * 1 * 1 * 0.95*0.930*0.961 =
1613 veh/h
16. Overlaps OLUD for EB: The overlap between the EB upstream green
Calculation through (G2) and downstream green through (G7) interval is
calculated as follows:
The EB upstream phase is green (G2) between 0s to 30s
The EB downstream phase is green (G7) between 0s to 31s and
59s to 76s
Therefore, OLUD for EB is:
30-0 = 30s
17. Identify the Use adjusted flow rates from Worksheet (4):
movements that are The ramp left turning flow divided by the respective number of
feeding the respective lanes that is feeding the EB Internal Queue Length at the
internal queues beginning of the EB EXT – TH Phase is:
(vRamp-L/NRamp-L) = (SB – L)/1 = 649 veh/h.
18. Internal queue The EB Internal Queue Length at the beginning of EB EXT –TH
length (use Equation Phase:
26-9) ⎛ v G ⎞
QA = ⎜ a × Ramp − L − b × D − c × OLUD + d × GR ⎟ × Lh
⎜ N Ramp − L C ⎟
⎝ ⎠
⎛ 649 48 ⎞
= ⎜ 0.017 × − 7.93 × − 0.0819 × 30 + 0.194 × 18 ⎟ × 25 = 182.88 ft
⎝ 1 80 ⎠
19. Lost time due to For NB – L, DQ=400-247.53 =152 ft. Thus
downstream queue OL RD
L D − R = G R − 0.106 × DQ R − 5.39 × =
20. (use Equations 26- C
5, 26-6) 19
20 − 0.106 × 152 − 5.39 × = 2.56 s
80
21. Effective green For NB – L:
adjusted for external g’ = G +Y- tL’ = G +Y-(l1+ L D-A + Y- e) = 20 + 4 – (2+2.56+4-2)
approaches (use = 17.44 sec
Equation 26-16)
22. Lost time due to For EB and WB INT – TH movements there is no overlap with
demand starvation demand starvation potential (OLDS = 0).
26-87
(use Equation 26-12) Thus, do not use Worksheet 7A-Optional.
23. Capacity per lane For EB INT – TH:
c l = s l × (g C ) = 1864 × (0.60) = 1118veh / h / ln
24. Degree of For EB EXT – TH and EB EXT – R lane group:
saturation Xl = vl / cl = 731/495 = 1.48
25. Upstream filtering For EB INT – TH:
metering factor (use Degree of saturation of upstream movement (EB external through)
Exhibit 15-7) is:
Xl = 1.48 >1.0
Therefore, I = 0.09
26. Adjustment factor For EB INT – TH:
for effects of ⎛ g⎞ ⎛ vl ⎞ ⎛ 48 ⎞ ⎛ 918 ⎞
⎜ 1 − R P ⎟ × ⎜⎜ 1 − ⎟ ⎜ 1 − 1 .333 × ⎟ × ⎜1 − ⎟
progression PF2 (use ⎝ C⎠ ⎝ s l ⎟⎠ ⎝ 80 ⎠ ⎝ 1864 ⎠
PF 2 = = = 0 . 739
Equation 26-21) ⎛ g⎞ ⎛ vl ⎞ ⎛ 48 ⎞ ⎛ 918 ⎞
⎜ 1 − ⎟ × ⎜⎜ 1 − R P ( ) ⎟⎟ ⎜ 1 − ⎟ × ⎜ 1 − 1 . 333 × ⎟
⎝ C ⎠ ⎝ s l ⎠ ⎝ 80 ⎠ ⎝ 1864 ⎠
27. Check Queue For EB EXT – TH and EB EXT – R lane group:
Storage Ratio (RQ) for Q1 = PF2 * √…= 16.24
lane groups (use
Equations 26-18 Q2 = 0.25 cl * T√… = 31.38
through 26-22) Q = Q1 + Q2 = 16.24+20.50 = 47.62
L × Q 25 × 47.62
RQ = h = = 1.98 >1
La 600
Therefore, EB EXT – TH and EB EXT – R lane group: LOS F
WB EXT – TH and WB EXT – R lane group: LOS F
WB INT – L: LOS F
NB – R: LOS F
SB – L: LOS F
28. Capacity per lane Consider adjusted effective green time g’ for external approaches
group (for v/c ratio and effective green time g for internal approaches.
check) For EB EXT – TH and EB EXT – R lane group:
c = s × (g ' C ) = 3163 × (0.31) = 990veh / h
For WB INT – TH:
c = s × (g C ) = 3579 × (0.63) = 2237veh / h
29. Check v/c ratio for For EB EXT – TH and EB EXT – R lane group:
lane groups v/c = 1462/990 = 1.48 > 1, therefore, EB EXT – TH and EB EXT
– R lane group: LOS F
NB – R: LOS F
SB – L: LOS F
group (for delay and effective green time g for internal approaches.
calculation) For EB EXT – TH and EB EXT – R lane group:
c = s × (g ' C ) = 3163 × (0.31) = 990veh / h
For WB INT – TH:
c = s × (g C ) = 3579 × (0.63) = 2237veh / h
26-88
31. Uniform delay (use For EB INT – TH:
2
Equation 16–11) ⎛ g⎞
0.5 × C × ⎜1 − ⎟
⎝ C ⎠ = 0.5 × 80 × (1 − 0.60) = 12.61 sec/ veh
2
d1 =
⎡ g ⎤ 1 − [min(1,0.82) × 0.60]
1 − ⎢min(1, X ) ⎥
⎣ C⎦
32. Incremental delay For EB INT – TH:
(use Equation 16 – 12) ⎡ 8 KIX ⎤
d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥
⎣ cT ⎦
⎡ 8 × 0.5 × 0.09 × 0.82 ⎤
= 900 × 0.25 × ⎢(0.82 − 1) + (0.82 − 1) 2 + ⎥
⎣ 2236 × 0.25 ⎦
= 0.33 sec/ veh
33. Proportion of For EB INT – TH:
vehicles arriving on g
P = RP × = 1.333 × 0.60 ⇒ P = 0.80
green P (use Exhibit C
16-12)
34. Progression For EB INT – TH:
adjustment factor (1 − P ) f P (1 − 0.80) × 1.15
PF = = ⇒ PF = 0.576
(use Exhibit 16-12) 1 − (g / C ) 1 − 0.60
PF = 1.000 for uncoordinated lane groups
35. Movement delay For EB INT – TH:
d = d 1 ( PF ) + d 2 + d 3 = 12.61× 0.576 + 0.33 + 0 = 7.59 sec/ veh
36. O-D delay For movement A, which includes NB – L and WB INT –TH:
D = d NB − L + dWBINT −TH = 37.74 + 4.20 = 41.94 sec/ veh
37. LOS WB EXT – TH movement has v/c ratio 1.21>1.0 therefore all O-D
movements that include WB EXT – TH movement have LOS F.
Thus, LOS for O-D movements H and J is F.
26-89
DIAMOND INTERCHANGE INPUT WORKSHEET (1)
General Information Site Information
Analyst Clara Fang Interchange University Drive / I-99
Agency or Company Pennsylvania State University Area Type CBD Other
Date Performed 12/06/2004 Jurisdiction State College
Analysis Time Period pm peak hour Analysis Year 2004
Interchange Geometry
-2%
grade = _________ = Pedestrian Button
= Lane Width
400 ft
= Through
= Right
0%
grade = _________
120 630 210 = Left
1055 1187
200 ft
350 200 ft 188 = Through + Right
1338 1780
80 218 403 = Left + Through
0%
grade = _________ University Drive
______________
Street
= Left + Right
I-99
_____________
Freeway
400 ft
= Left + Through + Right

-2%
grade = _________
D= 400 ft
OD and Turning Movement Figure
Diamond Interchange
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
26-90
DIAMOND INTERCHANGE OD AND TURNING MOVEMENTS WORKSHEET (2- B)
OPTION B – OBTAIN TURNING MOVEMENTS FROM OD
Input Output
Intersection I Intersection II
OD Volume
OD Volume OD Volume
Movement (veh/h) Turning Movement Turning Movement
Movement (veh/h) Movement (veh/h)
A 218 L - - L E+N 188
B 403 EB EXT - R F 80 EB R - -
C 120 EXT - TH I+E 1338 TH I+D 1780
D 630 INT - L H+M 350 L - -
E 188 WB R - WB R G 210
F 80 INT - TH J+A 1055 TH J+H 1187
G 210 L - - L A+M 218
H 350 R - - R B 403
NB NB
I 1150 TH - - TH K 0
J 837 U Turn - - U Turn M 0
K 0 L D+N 630 L - -
L 0 R C 120 R - -
SB SB
M 0 TH L 0 TH - -
N 0 U Turn N 0 U Turn - -
26-91
DIAMOND INTERCHANGE SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
Phase Sequence Intersection I Timing Intersection II Timing
G = 30 s G = 31 s
Φ1 Y=4s Y=4s
G = 20 s G = 20 s
Φ2 Y=4s Y=4s
G = 18 s G = 17 s
Φ3 Y=4s Y=4s
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=
Cycle Length = 80 s Offset = 0s

Signal Information
EB WB NB SB
EXT- EXT INT INT EXT- EXT INT INT
L TH R L TH R
TH -R -L -TH TH -R -L -TH
Pretimed (P) or
P P P P P P P P P P P P
actuated (A)
Start-up lost time, l1
2 2 2 2 2 2 2 2 2 2 2 2
(s)
Extension of
effective green time, 2 2 2 2 2 2 2 2 2 2 2 2
e (s)
Green time G(s) 30 30 17 48 31 31 20 50 20 20 18 18
Effective green time
g(s), g=G-l1+e
30 30 17 48 31 31 20 50 20 20 18 18
Min. timing for
- - - -
pedestrians Gp (s)
26-92
DIAMOND INTERCHANGE VOLUME ADJUSTMENT WORKSHEET (4)
Turning Movement Adjustment
EB WB NB SB
L TH R L TH R
Volume, V (veh/h) 1338 80 188 1780 1187 210 350 1055 218 403 630 120
Peak-hour factor,
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
PHF
Adjusted flow rate, 216
1379 82 194 1835 1224 361 1088 225 415 649 124
vP =V/PHF (veh/h)
Lane group
Adjusted flow rate in

1462 194 1835 1440 361 1088 225 415 649 124
lane group, v (veh/h)
Proportion of LT or
0.94 0.06 1.0 - 0.85 0.15 1.0 - 1.0 - 1.0 1.0 - 1.0
RT (PLT or PRT)
% heavy vehicles, %
5 0 0 5 5 0 0 5 0 0 0 0
HV
Arrival type, AT 3 3 3 4 3 3 3 4 3 3 3 3
Lane width, (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade, (%) 0 0 0 0 0 0 0 0 -2 -2 -2 -2
Approach pedestrian
0 0 0 0
volume, vped (p/h)
Approach bicycle
volume, vbic 0 0 0 0
(bicycles/h)
Parking (Y or N) N N N N
Parking maneuvers,
0 0 0 0
Nm (maneuvers/h)
Bus stopping, NB
0 0 0 0
(buses/h)
NB – U turn SB – U turn
Adjusted flow rate
for U turns,
v =V/PHF (veh/h)
0 0
OD Adjustment
O-D Adjustment Flow Rate
OD Movement Turning Movement
vO-D (veh/h)
A (NB – L) – (NB – U turn) 225
B NB – R 415
C SB – R 124
D (SB – L) – (SB – U turn) 649
E (EB – INT – L) – (SB – U turn) 194
F EB EXT – R 82
G WB EXT – R 216
H (WB INT – L) – (NB – U turn) 361
I (EB INT – TH) – (SB – L) + (SB – U turn) 1186
J (WB INT –TH) – (NB – L) + (NB – U turn) 863
K NB – TH 0
L SB – TH 0
M NB – U turn 0
N SB – U turn 0
26-93
DIAMOND INTERCHANGE LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
Lane Utilization Adjustment * (use Exhibit 26-13)
EB EXT - TH WB EXT –TH
For 2-Lane Arterial For 2-Lane Arterial
For 3-lane Arterial For 3-lane Arterial
vE (veh/h) 194 -
vF (veh/h) 82 -
vI (veh/h) 1186 -
vG (veh/h) - 216
vH (veh/h) - 361
vJ (veh/h) - 863
Distance between two
400 400
intersections, D (ft)
% VL1 (left most) 0.515 0.521
% VL2 (2nd from left) 0.485 0.479
% VL3 (3rd from left) - -
% VL4 (4th from left) - -
Maximum single lane % 0.515 0.521
Lane Utilization adjustment, fLU 0.971 0.960
* For 1-lane Arterial: fLU =1
Note: vE: is the flow for OD movement E, etc.
Saturation Flow Rate
EB WB NB SB
L TH R L TH R
Lane group
Base saturation flow, so

1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
(pc/h/ln)
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
Lane width adjustment,
1 1 1 1 1 1 1 1 1 1
fw
Heavy-vehicle
0.952 1 0.952 0.952 1 0.952 1 1 1 1
adjustment, fhv
Grade adjustment, fg 1 1 1 1 1 1 1.01 1.01 1.01 1.01
Parking adjustment, fp 1 1 1 1 1 1 1 1 1 1
Bus Blockage
1 1 1 1 1 1 1 1 1 1
adjustment, fbb
Area type adjustment, fa 1 1 1 1 1 1 1 1 1 1
Lane Utilization
0.971 1 1 0.960 1 1 1 1 1 1
adjustment, fLU
Left-turn adjustment, fLT 1 0.950 1 1 0.950 1 0.95 1 0.95 1
Right-turn adjustment,
0.992 1 1 0.977 1 1 1 0.85 1 0.85
fRT
Left-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fLpb
Right-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fRpb
Turn radius adjustment, 0.89 0.89 0.89 0.89
0.899 0.930 1 0.899 0.930 1
fR 9 9 9 9
Traffic pressure 0.96 0.97 1.02 0.94
1.009 0.961 1.030 1.008 0.984 0.989
adjustment, fv 5 5 8 6
Adjusted saturation flow,
3163 1613 3727 3076 1653 3579 1582 1431 1685 1388
s (veh/h)
Note: For permitted left turns, the left-turn adjustment factor fLT is calculated according to the respective supplemental worksheets (Chapter
16).
26-94
DIAMOND INTERCHANGE OVERLAPS CALCULATION WORKSHEET (6)
Plot of Signal Phasing Plan
Movement Numbering
Intersection I
Φ1 Φ2 Φ3
0 30 34 54 58 76 80
G= 30s G= 20s G= 18s t, sec
Y= 4s Y= 4s Y= 4s
Intersection II
Φ1 Φ2 Φ3
0 31 35 55 59 76 80
G= 31s G= 20s G= 17s t, sec

Y= 4s Y= 4s Y= 4s
Calculation Of Overlaps
G2: 0 to 30s Overlap between G2 and
Overlap between the OLUD at EB G7: 0 to 31s & 59 to 76s G7 = 30 - 0 = 30s
upstream through and OLUD
downstream through
OLUD at WB G3:0 to 54s G3 = 31 – 0 = 31 s
green interval
Overlap between the OLRD at EB/SB G7:0 to 31s & 59 to 76s G7 = 76 – 59 = 17 s
upstream ramp and OLRD
downstream through G8: 35 to 55s Overlap between G8 and
green interval OLRD at WB/NB G3:0 to 54s G3 = 54 – 35 = 19 s
Green time overlap OLDS on EB G7: 0 to 31s & 59 to 76s G7 = 0 s
with demand OLDS
starvation potential G5: 59 to 76s Overlap between G5 and
OLDS on WB G3: 0 to 54s G3 = 0 s
Note:
Gi: green phase for movement i (sec)
If OLDS is not equal to zero, then use the worksheet (7A -Optional).
26-95
DIAMOND INTERCHANGE EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL
APPROACHES WORKSHEET (7)
Internal Queue Length at the Beginning of Each Upstream Phase
EB - Internal Queue Length WB - Internal Queue Length
EB EXT – TH SB – L WB EXT – TH NB – L
Phase Phase Phase Phase
Arterial through flow divided by the respective number
of lanes, vArterial/NArterial
- 690 - 612
Ramp left turning flow divided by the respective
number of lanes, vRamp-L/NRamp-L
649 - 225 -
Green for the downstream arterial through movement,
GD
48 48 50 50
Green for the upstream arterial (EB EXT –TH) or (WB
EXT –TH) movement, GA
- 30 - 31
Green for the upstream left ramp (SB- L) or (NB-L)
movement, GR
18 - 20 -
Overlap between the upstream through and
downstream through green interval, OLUD
30 - 31 -
Overlap between the upstream ramp and downstream
through green interval, OLRD
- 17 - 19
Cycle Length, C 80 80 80 80
Internal queue length at the beginning of upstream
arterial phase A, QA
⎡ v Ramp− L G ⎤ 182.88 - 5.06 -
Q A = ⎢0.017 − 7.93 × D − 0.082OLUD + 0.194GR ⎥ × Lh
⎣⎢ N Ramp− L C ⎦⎥
ramp phase R, QR
⎡ v G ⎤ - 284.82 - 9.90
QR = ⎢0.017 Arterial − 7.93 × D − 0.082OLRD + 0.194G A ⎥ × Lh
⎣ N Arterial C ⎦
Lost Time due to Downstream Internal Queue
30 - 31 -
movement, GR
- 18 - 20
Distance of the two intersections, D 400 400 400 400
Distance to the downstream queue at the beginning of
upstream arterial green A, DQA = D – QA
217 - 395 -
upstream ramp green R, DQR = D – QR
- 115 - 152
30 - 31 -
- 17 - 19
Cycle length, C 80 80 80 80
Lost time for the external arterial approach, LD-A
LD − A = G A − 0.106 * DQ A − 5.39 *
OLUD 4.96 - -12.95~0 -
C
Lost time for the external ramp approach due to the
presence of a downstream queue, LD-R
OL - 4.65 - 2.56
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Notes: If LD-A, LD-R < 0 then use zero. If DQA, DQR < 0 then use zero.
Effective Green
Lost time, tL’ (s), tL’= l1 + LD-A + Y - e 8.96 - 4 -
Lost time, tL’ (s), tL’= l1 + LD-R + Y - e - 8.65 - 6.56
Effective green time adjusted due to downstream
queue, g’(s), g’ = G+Y-tL’
25.04 13.35 31 17.44
26-96
DIAMOND INTERCHANGE CAPACITY AND LOS DETERMINATION WORKSHEET (8)
Queue Storage Ratio (RQ) for Lane Groups
EB WB NB SB
L TH R L TH R
Lane Group
Initial queue per lane

at the start of 0 0 0 0 0 0 0 0 0 0
analysis, QbL
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
Adjusted flow rate,
1462 194 1835 1440 361 1088 225 415 649 124
v (veh/h)
Flow rate per lane,
731 194 918 720 361 544 225 415 649 124
vl (veh/h/ln)
Saturation flow rate,
3163 1613 3727 3076 1653 3579 1582 1431 1685 1388
s (veh/h)
Saturation flow rate
1581 1613 1864 1538 1653 1789 1582 1431 1685 1388
per lane, sl (veh/h/ln)
Flow ratio, vl / sl 0.46 0.12 0.49 0.47 0.22 0.30 0.14 0.29 0.39 0.09
Effective green time,
25.04 17 48 31 20 50 17.44 20 13.35 18
g(s) or g’(s)
Green ratio, g/C or
0.31 0.21 0.60 0.39 0.25 0.63 0.22 0.25 0.17 0.23
g’/C
Capacity per lane, cl
(veh/h/ln)
495 343 1118 596 413 1118 345 358 281 312
cl = sl (g/C) or
cl = sl (g’/C)
v/c ratio, Xl = vl / cl 1.48 0.57 0.82 1.21 0.87 0.49 0.65 1.16 2.31 0.40
Upstream filtering
1 0.09 0.09 1 0.09 0.09 1 1 1 1
factor, I
Platoon ratio, Rp 1 1 1.333 1 1 1.333 1 1 1 1
Effects of
progression
1 1 0.739 1 1 0.521 1 1 1 1
adjustment factor,
PF2
First-term queued
16.24 3.85 11.87 16.00 7.69 3.39 4.55 9.23 14.43 2.34
vehicles, Q1
Second-term
0.64 0.04 0.10 0.73 0.05 0.10 0.50 0.51 0.43 0.47
adjustment factor, kB
Second-term
adjustment vehicles, 31.38 0.06 0.46 18.99 0.33 0.10 0.88 9.91 46.78 0.30
Q2
Average number of
queued vehicles, 47.62 3.91 12.33 34.99 8.03 3.49 5.43 19.14 61.22 2.64
Q = Q1+Q2
Average queue
25 25 25 25 25 25 25 25 25 25
spacing, Lh (ft)
Available queue
600 200 400 600 200 400 400 400 400 400
storage, La (ft)
Average queue
storage ratio, 1.98 0.49 0.77 1.46 1.00 0.22 0.34 1.20 3.83 0.17
RQ = (LhQ) / La
Check storage ratio
RQ:
F F F F F
If RQ >1, LOS of
entire OD is F
Note: For protected-plus-permitted left turns, the average queue storage ratio is calculated as the volume-weighted average of each phase:
RQ− prot × vl− prot + RQ− perm × vl− perm
RQ =
vl
26-97
V/C for Lane Group
EB WB NB SB
L TH R L TH R
Lane Group
Adjusted flow rate,

1462 194 1835 1440 361 1088 225 415 649 124
v (veh/h)
Saturation flow
3163 1613 3727 3076 1653 3579 1582 1431 1685 1388
rate, s (veh/h)
Adjusted effective 17.4 13.3
25.04 - - 31 - - - -
green time g’(s) 4 5
Effective green
time g(s) or - - 17 48 - - 20 50 - 20 - 18
adjusted g’’(s)
Green ratio, g’/C
0.31 0.21 0.60 0.39 0.25 0.63 0.22 0.25 0.17 0.23
or g/C or g’’/C
Capacity, c(veh/h),
c= s (g’/C) or
990 343 2236 1192 413 2237 345 358 281 312
c= s (g/C) or
c= s (g’’/C)
v/c ratio, X = v/c 1.48 0.57 0.82 1.21 0.87 0.49 0.65 1.16 2.31 0.40
Check V/C:
If V/C >1, LOS of F F F F
entire OD is F
Control Delay for Lane Group
Adjusted effective 17.4 13.3
25.04 - - 31 - -
green time g’(s) 4 5
Effective green
- - 17 48 - - 20 50 - 20 - 18
time g(s)
Green ratio, g’/C
0.31 0.21 0.60 0.39 0.25 0.63 0.22 0.25 0.17 0.23
or g/C
Capacity, c(veh/h),
c= s (g/C) or 990 343 2236 1192 413 2237 345 358 281 312
c= s (g’/C)
v/c ratio, X = v/c 1.48 0.57 0.82 1.21 0.87 0.49 0.65 1.16 2.31 0.40
Uniform Delay, d1 28.5 30.0 33.3 26.3
27.48 28.19 12.61 24.50 28.78 8.08
(sec/veh) 1 0 2 8
Incremental delay
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
calibration, k
Incremental delay, 220.1 99.2 600.
0.61 0.33 101.83 2.58 0.07 9.23 3.73
d2 (sec/veh) 6 4 38
Initial queue delay,
0 0 0 0 0 0 0 0 0 0
d3 (sec/veh)
Proportion of
vehicles arriving 0.31 0.21 0.80 0.39 0.25 0.83 0.22 0.25 0.17 0.23
on green, P
Progression
adjustment factor, 1 1 0.576 1 1 0.512 1 1 1 1
PF
Control delay, d
247.6 37.7 129. 633. 30.1
(sec/veh) 28.81 7.59 126.33 31.37 4.20
5 4 24 71 1
d=d1(PF)+d2+d3
26-98
Control Delay for OD Movements and LOS Determination
Corresponding turning movements for
OD Movement Delay Calculation LOS
delay calculation
A (NB – L) and (WB INT – TH) 41.94 C
B (NB – R) 129.24 F
C (SB – R) 30.11 C
D (SB – L) and (EB INT – TH) 641.29 F
E (EB EXT – TH) and (EB INT – L) 276.45 F
F (EB EXT – R) 247.65 F
G (WB EXT – R) 126.33 F
H (WB EXT – TH) and (WB INT – L) 157.70 F
I (EB EXT – TH) and (EB INT – TH) 255.23 F
J (WB EXT – TH) and (WB INT – TH) 130.53 F
K (NB – TH) - -
L (SB – TH) - -
M (NB – L) and (WB INT – L) - -
N (SB – L) and (EB INT – L) - -
26-99
EXAMPLE PROBLEM 2
The Interchange
The Question
The Facts
√ NB and SB grade = 2 %, EB and WB grade = 0%
√ Offset is 0 sec
Comments
26-100
Steps
WB INT – L = H+M = 500+0=500 veh/h
Worksheet (1)
6. OD Adjustment The O-D movement J is estimated as:
J = (WB INT –TH) – (NB – L) + (NB – U turn)
Where
WB INT – TH = 1289 veh/h
NB- L = 155 veh/h
NB – U turn = 0 veh/h
Therefore, the O-D movement J = 1289 – 155 + 0 = 1134 veh/h
%V L1 = − 0.154 × ( ) + 0.187 × ( )
D × vE
− 0.0181 × ( ) = 0.512
10 6
%VL2 = 1- V1 = 0.488
fLu = 0.5/0.512 = 0.976
8. Lane width fw =1+(W-12)/30 = 1+(12-12)/30=1
adjustment factor
(use Exhibit 16-7)
(use Exhibit 16-7) fHV =100/[100 + 5*(2.0-1)] = 0.952
26-101
(use Exhibit 16-7) fg = 1-Grade/200 = 1-2/200=0.99
(use Exhibit 16-7)
1
=
1
= 0.930
1.71 5.61
R 75
1
=
1
= 1.028
(use Equation 26-4) 1.07 − 0.00486 vl 1.07 − 0.00486 * (1598 / 2) * (90 / 3600 )
'

1622 veh/h
56s to 86s
52-32 = 20s
26-9) ⎛ v G ⎞
⎜ N Ramp − L C ⎟
⎝ ⎠
⎛ 361 50 ⎞
= ⎜ 0.017 × − 7.93 × − 0.0819 × 20 + 0.194 × 30 ⎟ × 25 = 147.71 ft
⎝ 1 90 ⎠
19. Lost time due to For NB-L, DQ=400-332.88=67 ft. Thus
downstream queue OL RD
L D − R = G R − 0.106 × DQ R − 5.39 × =
(use Equations 26-5, C
26-6) 28
28 − 0.106 × 67 − 5.39 × = 19.21s
90
20. Effective green For EB EXT – TH:
adjusted for external g’ = G +Y- tL’ = G +Y-(l1+ L D-A + Y- e) = 20 + 4 – (2+0+4-2) =
approaches (use 20 sec
Equation 26-16)
21. Saturation For WB INT – TH:
headway for internal
26-102
through approach, hI hI =
3600
=
3600
⇒ h I = 1 .97 s
s 3649
N 2
Where the saturation flow s (veh/h) is obtained from Worksheet
(5)
22. Lost time due to For WB INT – TH:
demand starvation ⎛ v Ramp − L × C ( OL RD − t L ) ⎞⎟ ⎛ v Arterial × C ( OL UD − t L ) ⎞
Q INITIAL = ⎜ − +⎜ − ⎟⎟
(use Equation 26-12) ⎜N × 3600 ⎟ ⎜N × 3600
⎝ Ramp − L h I ⎠ ⎝ Arterial hI ⎠
⎛ 155 × 90 ( 28 − 2 ) ⎞ ⎛ 1649 × 90 ( 0 − 2 ) ⎞
=⎜ − ⎟+⎜ − ⎟
⎝ 1 × 3600 1 .97 ⎠ ⎝ 2 × 3600 1 .97 ⎠
= 12 .32 vehicles
LDS = OLDS - QINITIAL* hI = 20-12.32*1.97 = - 4.31 sec ~ 0 sec
23. Adjusted effective For EB INT – TH:
green for internal g’’ = G+Y- tL’’ = G +Y- (l1+ L DS +Y- e) = 48 + 4 – (2 – 0+4-2) =
Equation 26-17)
cl = s l × (g C ) = 1860 × (0.56) = 1033veh / h / ln
25. Degree of For EB EXT – TH:
metering factor (use Degree of saturation of upstream movement (EB external through)
Exhibit 15-7) is:
Xl = 2.17 >1.0
Therefore, I = 0.09
⎜ 1 − R P ⎟ × ⎜⎜ 1 − ⎟ ⎜ 1 − 1 .333 × ⎟ × ⎜1 − ⎟
PF 2 = = = 0 .779
Equation 26-21) ⎛ g⎞ ⎛ vl ⎞ ⎛ 50 ⎞ ⎛ 799 ⎞
⎜ 1 − ⎟ × ⎜⎜ 1 − R P ( ) ⎟⎟ ⎜ 1 − ⎟ × ⎜ 1 − 1 .333 × ⎟
⎝ C⎠ ⎝ sl ⎠ ⎝ 90 ⎠ ⎝ 1860 ⎠
28. Check Queue For EB EXT – TH and EB EXT – R lane group:
lane groups (use
Equations 26-18 Q2 = 0.25 cl * T√… = 53.56
through 26-22) Q = Q1 + Q2 = 19.46+53.53 = 73.02
L × Q 25 × 73.02
RQ = h = = 3.04 >1
La 600
WB INT – L: LOS F
group (for v/c ratio and effective green time g or adjusted g’’ for internal approaches.
check) For EB EXT – TH and EB EXT – R lane group:
c = s × (g ' C ) = 3222 × (0.22) = 716veh / h
For WB INT – TH:
26-103
c = s × (g ' ' C ) = 3649 × (0.53) = 1946veh / h
lane groups v/c = 1557/716 = 2.17 > 1, therefore, EB EXT – TH: LOS F
NB – L: LOS F
SB – L: LOS F
c = s × (g ' C ) = 3222 × (0.22) = 716veh / h
For WB INT – TH:
c = s × (g C ) = 3649 × (0.53) = 1946veh / h
2
0.5 × C × ⎜1 − ⎟
⎠ = 0.5 × 90 × (1 − 0.56) = 15.58 sec/ veh
2
d1 = ⎝ C
⎡ g ⎤ 1 − [min(1,0.77) × 0.56]
1 − ⎢min(1, X ) ⎥
⎣ C⎦
d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥
⎣ cT ⎦
⎡ 8 × 0.5 × 0.09 × 0.77 ⎤
= 900 × 0.25 × ⎢(0.77 − 1) + (0.77 − 1) 2 + ⎥
⎣ 2067 × 0.25 ⎦
= 0.27 sec/ veh
P = RP × = 1.333 × 0.56 ⇒ P = 0.74
16-12)
PF = = ⇒ PF = 0.671
(use Exhibit 16-12) 1 − (g / C ) 1 − 0.56
d = d 1 ( PF ) + d 2 + d 3 = 15.58 × 0.671 + 0.27 + 0 = 10.73 sec
37. O-D delay For movement D, which includes SB-L and EB INT –TH:
D = d SB − L + d EBINT −TH = 10.73 + 94.60 = 105.33 sec/ veh
38. LOS EB EXT – TH movement has v/c ratio 2.17>1.0 therefore all O-D
movements that include EB EXT – TH movement have LOS F.
Thus, LOS for O-D movements E and I is F.
26-104
Analyst Jiyoun Yeon Interchange University Drive / I-99
2%
= Lane Width
400 ft
= Through
= Right
0%
grade = _________
120 350 180 = Left
1250 1600
200 ft
500 200 = Through + Right
200 ft
1400
1550
110 150 210 = Left + Through
0%
______________
Street
= Left + Right
I-99
_____________
Freeway
400 ft

2%
grade = _________
D= 400 ft
Diamond Interchange
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
26-105
DIAMOND INTERCHANGE OD AND TURNING MOVEMENTS WORKSHEET (2 - B)
Input Output
OD Volume
OD Volume OD Volume
A 150 L - - INT - L E+N 200
B 210 EB EXT - R F 110 EB R - -
C 120 EXT - TH I+E 1400 INT - TH I+D 1550
D 350 INT - L H+M 500 L - -
E 200 WB R - - WB EXT - R G 180
F 110 INT - TH J+A 1250 EXT - TH J+H 1600
G 180 L - - L A+M 150
H 500 R - - R B 210
NB NB
I 1200 TH - - TH K 0
K 0 L D+N 350 L - -
L 0 R C 120 R - -
SB SB
M 0 TH L 0 TH - -
26-106
Signal Timing Plan
G = 28 s G = 28 s
Φ1 Y=4s Y =4 s
G = 20 s G = 20 s
Φ2 Y=4s Y=4s
G = 30 s G = 30 s
Φ3 Y=4s Y=4s
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=
Cycle Length = 90 s Offset = 0 s

Signal Information
EB WB NB SB
L TH R L TH R
Pretimed (P) or
actuated (A)
2 2 2 2 2 2 2 2 2 2 2 2
(s)
Extension of effective
2 2 2 2 2 2 2 2 2 2 2 2
green time, e (s)
Green time G(s) 20 20 20 50 30 30 28 48 28 28 30 30
g(s), g=G-l1+e
20 20 20 50 30 30 28 48 28 28 30 30
Min. timing for
- - - -
pedestrians Gp (s)
26-107
EB WB NB SB
L TH R L TH R
Volume, V (veh/h) 1400 110 200 1550 1600 180 500 1250 150 0 210 350 0 120
Peak-hour factor,
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 - 0.97 0.97 - 0.97
PHF
Adjusted flow rate,
1443 113 206 1598 1649 186 515 1289 155 - 216 361 - 124
vP =V/PHF (veh/h)
Lane group

1557 206 1598 1835 515 1289 155 - 216 361 - 124
Proportion of LT or
0.93 0.07 1 - 0.90 0.10 1 - 1.0 1.0 1.0 1.0
RT (PLT or PRT)
% heavy vehicles, %
5 5 5 5 5 5 5 5 0 0 0 0
HV
Arrival type, AT 3 3 3 4 3 3 3 4 3 3 3 3
Lane width, (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade, (%) 0 0 0 0 0 0 0 0 2 2 2 2
Approach pedestrian
0 0 0 0
volume, vped (p/h)
Approach bicycle
(bicycles/h)
Parking maneuvers,
0 0 0 0
Nm (maneuvers/h)
Bus stopping, NB
0 0 0 0
(buses/h)
Adjusted flow rate
for U turns, 0 0
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L) – (NB – U turn) 155
B NB – R 216
C SB – R 124
D (SB – L) – (SB – U turn) 361
E (EB INT – L) – (SB – U turn) 206
F EB EXT – R 113
G WB EXT – R 186
J (WB INT – TH) – (NB – L) + (NB – U turn) 1134
K NB – TH 0
L SB – TH 0
M NB – U turn 0
N SB – U turn 0
26-108
WORKSHEET (5)
*
Lane Utilization Adjustment (use Exhibit 26-13)
EB EXT - TH WB EXT – TH
vE (veh/h) 206 -
vF (veh/h) 113 -
vI (veh/h) 1237 -
vG (veh/h) - 186
vH (veh/h) - 515
vJ (veh/h) - 1134
400 400
% VL1 (left most) 0.512 0.533
% VL2 (2nd from left) 0.488 0.467
EB WB NB SB
L TH R L TH R
Lane group

1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
(pc/h/ln)
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
1 1 1 1 1 1 1 1 1 1
fw
Heavy-vehicle
0.952 1 0.952 0.952 1 0.952 1 1 1 1
adjustment, fhv
Bus Blockage
1 1 1 1 1 1 1 1 1 1
adjustment, fbb
Lane Utilization
0.976 1 1 0.938 1 1 1 1 1 1
adjustment, fLU
0.989 1 1 0.985 1 1 1 0.85 1 0.85
fRT
Left-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fLpb
Right-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fRpb
0.899 0.93 1 0.899 0.93 1
fR 9 9 9 9
1.025 0.966 1.028 1.043 1.017 1.008
3222 1622 3720 3135 1708 3649 1539 1377 1592 1363
s (veh/h)
Note: For permitted left turns, the left-turn adjustment factor fLT is calculated according to the respective supplemental worksheets
(Chapter 16).
26-109
Movement Numbering
Intersection I
Φ1 Φ2 Φ3
0 28 32 52 56 86 90 t, sec
G= 28s 20s 30s
Y= 4s 4s 4s
Intersection II
Φ1 Φ2 Φ3
0 28 32 52 56 86 90 t, sec
G= 28s 20s 30s
Y= 4s 4s 4s
Overlap between the OLUD at EB G7: 32 to 52s & 56 to 86s G7 = 52-32=20s
upstream through and
OLUD
green interval OLUD at WB G3: 0 to 28s & 32 to 52s G3 = 0s
Overlap between the OLRD at EB/SB G7: 32 to 52s & 56 to 86s G7 = 30s
upstream ramp and
OLRD
green interval OLRD at WB/NB G3: 0 to 28s & 32 to 52s G3 = 28-0=28s
Green time overlap OLDS on EB G7: 32 to 52s & 56 to 86s G7= 0s
with demand OLDS
LDS on WB G3: 0 to 28s & 32 to 52s G3 = 52-32=20s
Note:
26-110
EB EXT – TH SB-L WB EXT – TH NB – L
Arterial through flow divided by the respective
number of lanes, vArterial/NArterial
- 722 - 825
361 - 155 -
Green for the downstream arterial through
movement, GD
50 50 48 48
- 20 - 30
movement, GR
30 - 28 -
20 - 0 -
Overlap between the upstream ramp and
downstream through green interval, OLRD
- 30 - 28
⎡ v Ramp− L G ⎤ 147.71 - 95.79 -
Q A = ⎢0.017 − 7.93 × D − 0.082OLUD + 0.194GR ⎥ × Lh
⎣⎢ N Ramp− L C ⎦⎥
ramp phase R, QR
⎡ v G ⎤ - 232.06 - 332.88
20 - 30 -
movement, GR
- 30 - 28
Distance to the downstream queue at the beginning
of upstream arterial green A, DQA = D – QA
252 - 304 -
of upstream ramp green R, DQR = D – QR
- 168 - 67
20 - 0 -
- 30 - 28
Lost time for the external arterial approach due to the
presence of a downstream queue, LD-A
OLUD -7.94~0 - -2.25~0 -
LD − A = G A − 0.106 * DQ A − 5.39 *
C
OL - 10.40 - 19.21
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’= l1 + LD-A + Y - e 4 - 4 -
Lost time, tL’ (s), tL’= l1 + LD-R + Y - e - 14.40 - 23.21
20 19.60 30 8.79
26-111
DIAMOND INTERCHANGE EFFECTIVE GREEN ADJUSTMENT FOR INTERNAL
APPROACHES WORKSHEET (7A-OPTIONAL)
Lost Time due to Demand Starvation
EB INT – TH
Upstream ramp left turning flow, VRamp-L
Upstream arterial through flow, VArterial
Cycle Length, C
Number of lanes for the upstream ramp left-turning movement, NRamp-L
Number of lanes for the upstream arterial-through movement, NArterial
Overlap between the upstream ramp and downstream through green interval, OLRD
Overlap between the upstream through and downstream through green interval, OLUD
Lost time per phase, tL
Arterial internal link saturation headway, hI
Initial queue length at the beginning of the internal through movement, QINITIAL
⎛ vRamp − L × C
QINITIAL = ⎜ −
(OLRD − tL ) ⎞⎟ + ⎛⎜ vArterial × C − (OLUD − tL ) ⎞⎟
⎜N ⎟ ⎜N ⎟
⎝ Ramp − L × 3600 hI ⎠ ⎝ Arterial × 3600 hI ⎠
Green time overlap with demand starvation potential, OLDS
Lost time due to demand starvation, LDS = OLDS − Q INITIAL * hI
Effective Green
Lost time, tL’’ (s), tL’’ = l1+ LDS+Y-e
Effective green time adjusted due to demand starvation, g’’(s),
g’’ = G- l1+ e- LDS
WB INT – TH
Upstream ramp left turning flow, VRamp-L 155
Upstream arterial through flow, VArterial 1649
Cycle Length, C 90
Number of lanes for the upstream ramp left-turning movement, NRamp-L 1
Number of lanes for the upstream arterial-through movement, NArterial 2
Overlap between the upstream ramp and downstream through green interval, OLRD 28
Overlap between the upstream through and downstream through green interval, OLUD 0
Lost time per phase, tL 2
Arterial internal link saturation headway, hI 1.97
QINITIAL = ⎜ −
(OLRD − tL ) ⎞⎟ + ⎛⎜ vArterial × C − (OLUD − tL ) ⎞⎟ 12.32
⎜N ⎟ ⎜N ⎟
Green time overlap with demand starvation potential, OLDS 20
Lost time due to demand starvation, LDS = OLDS − Q INITIAL * hI 0
Effective Green
Lost time, tL’’ (s), tL’’ = l1+ LDS+Y-e 4
48
g’’ = G- l1+ e- LDS
26-112
Queue Storage Ratio (RQ) for Lane Group
EB WB NB SB
L TH R L TH R
Lane Group

at the start of 0 0 0 0 0 0 0 0 0 0
analysis, QbL
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
Adjusted flow rate,
1557 206 1598 1835 515 1289 155 216 361 124
v (veh/h)
Flow rate per lane,
778 206 799 918 515 644 155 216 361 124
vl (veh/h/ln)
3222 1622 3720 3135 1708 3649 1539 1377 1592 1363
s (veh/h)

1611 1622 1860 1567 1708 1825 1539 1377 1592 1363
Flow ratio, vl / sl 0.48 0.13 0.43 0.59 0.30 0.35 0.10 0.16 0.23 0.09
20 20 50 30 28 48 8.79 28 19.60 30
g(s) or g’(s)
Green ratio, g/C or
0.22 0.22 0.56 0.33 0.31 0.53 0.10 0.31 0.22 0.33
g’/C
(veh/h/ln)
358 360 1033 522 531 973 150 429 347 454
cl = sl (g/C) or
cl = sl (g’/C)
v/c ratio, Xl = vl / cl 2.17 0.57 0.77 1.76 0.97 0.66 1.03 0.51 1.04 0.27
Upstream filtering
1.00 0.09 0.09 1.00 0.09 0.09 1 1 1 1
factor, I
Platoon ratio, Rp 1.00 1.00 1.333 1.00 1.00 1.333 1.00 1.00 1.00 1.00
Effects of
progression
1.00 1.00 0.779 1.00 1.00 0.757 1.00 1.00 1.00 1.00
adjustment factor,
PF2
First-term queued
19.46 4.59 12.13 22.94 12.72 8.80 3.87 4.42 9.02 2.27
vehicles, Q1
Second-term
0.56 0.05 0.11 0.73 0.07 0.10 0.30 0.63 0.54 0.66
Second-term
Q2
Average number of
queued vehicles, 73.02 4.66 12.48 73.95 14.01 8.99 6.29 4.95 14.60 2.47
Q = Q1+Q2
Average queue
25 25 25 25 25 25 25 25 25 25
spacing, Lh (ft)
Available queue
600 200 400 600 200 400 400 400 400 400
storage, La (ft)
Average queue
storage ratio, 3.04 0.58 0.78 3.08 1.75 0.56 0.41 0.32 0.93 0.16
RQ = (LhQ) / La
Check storage ratio
RQ:
F F F
If RQ >1, LOS of
entire OD is F
RQ =
vl
26-113
V/C for Lane Group
EB WB NB SB
L TH R L TH R
Lane Group
Adjusted flow rate,

1557 206 1598 1835 515 1289 155 216 361 124
v (veh/h)
Saturation flow
3222 1622 3720 3135 1708 3649 1539 1377 1592 1363
rate, s (veh/h)
Adjusted effective
20 - - 30 - - 8.79 - 19.6 -
green time g’(s)
Effective green
time g(s) or - - 20 50 - - 28 48 - 28 - 30
adjusted g’’(s)
Green ratio, g’/C
0.22 0.22 0.56 0.33 0.31 0.53 0.10 0.31 0.22 0.33
or g/C or g’’/C
Capacity, c(veh/h),
c= s (g’/C) or
716 360 2067 1045 531 1946 150 429 347 454
c= s (g/C) or
c= s (g’’/C)
v/c ratio, X = v/c 2.17 0.57 0.77 1.76 0.97 0.66 1.03 0.51 1.04 0.27
Check V/C:
If V/C >1, LOS of F F F F
entire OD is F

Adjusted effective
20 - - 30 - - 8.79 - 19.6 -
green time g’(s)
Effective green
- - 20 50 - - 28 48 - 28 - 30
time g(s)
Green ratio, g’/C
0.22 0.22 0.56 0.33 0.31 0.53 0.10 0.31 0.22 0.33
or g/C
Capacity, c(veh/h),
c= s (g/C) or 716 360 2067 1045 531 1946 1.03 0.51 1.04 0.27
c= s (g’/C)
v/c ratio, X = v/c 2.17 0.57 0.77 1.76 0.97 0.66 1.00 0.47 1.03 0.24
Uniform Delay, d1 40.6 25.3
35.00 31.19 15.58 30.00 30.59 15.15 35.2 22.0
(sec/veh) 0 4
Incremental delay
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
calibration, k
Incremental delay, 81.1
533.06 0.60 0.27 344.18 6.64 0.16 4.21 59.4 1.48
d2 (sec/veh) 8
0 0 0 0 0 0 0 0 0 0
d3 (sec/veh)
Proportion of
on green, P
Progression
PF
Control delay, d
121. 29.5
(sec/veh) 568.06 31.79 10.73 374.18 37.23 10.95 94.6 23.47
79 5
d=d1(PF)+d2+d3
26-114
Corresponding turning movements for delay
calculation
A (NB – L) and (WB INT – TH) 132.74 F
B (NB – R) 29.55 B
C (SB – R) 23.47 B
F (EB EXT – R) 568.06 F
G (WB EXT – R) 374.18 F
K (NB – TH) - -
L (SB – TH) - -
26-115
EXAMPLE PROBLEM 3
The Interchange
The Question
The Facts
√ Offset is 0 sec
Comments
26-116
Steps
WB INT – L = H+M = 500+0=500 veh/h
Worksheet (1)
Similarly, the WB external through and right-turn movements are
6. OD Adjustment The O-D movement I is estimated as:
I = (EB INT – TH) – (SB – L) + (SB – U turn)
Where
EB INT – TH = 1598 veh/h
SB – L = 361 veh/h
SB – U turn = 0 veh/h
Therefore, the O-D movement I = 1598 – 361 + 0 = 1237veh/h
%V L1 = − 0.154 × ( ) + 0.187 × ( )
D × vE
− 0.0181 × ( ) = 0.512
10 6
%VL2 = 1- V1 = 0.488
fLu = 0.5/0.512 = 0.977
8. Lane width fw =1+(W-12)/30 = 1+(12-12)/30=1
adjustment factor
(use Exhibit 16-7)
(use Exhibit 16-7) fHV =100/[100 + 5*(2.0-1)] = 0.952
(use Exhibit 16-7)
26-117
1
=
1
= 0.930
1.71 5.61
R 75
1
=
1
= 1.028
(use Equation 26-4) 1.07 − 0.00486 vl' 1.07 − 0.00486 * (1598 / 2) * (90 / 3600 )
1622 veh/h
42s to 62s
62-42 = 20s
26-9) ⎛ v G ⎞
⎜ N C ⎟
⎝ Ramp − L ⎠
⎛ 361 58 ⎞
= ⎜ 0.017 × − 7.93 × − 0.0819 × 20 + 0.194 × 20 ⎟ × 25 = 81.59 ft
⎝ 1 90 ⎠
19. Lost time due to For NB – L, DQ=500-319.75=180 ft. Thus
downstream queue OLRD
LD − R = G R − 0.106 × DQR − 5.39 × =
(use Equations 26-5, C
26-6) 0
20 − 0.106 × 180 − 5.39 × = 0.89 s
90
20. Effective green For EB EXT – L:
adjusted for external g’ = G +Y- tL’ = G +Y-(l1+ L D-A + Y- e) = 20 + 4 – (2+0+4-2) =
Equation 26-16)
21. Saturation For EB INT – TH:
headway for internal hI =
3600
=
3600
⇒ h I = 1 .94 s
through approach, hI s 3720
N 2
Where the saturation flow s (veh/h) is obtained from Worksheet
(5)
22. Lost time due to For EB INT – TH:
demand starvation
(use Equation 26-12)
26-118
⎛ v Ramp − L × C (OL RD − t L ) ⎞⎟ ⎛ v Arterial × C ( OL UD − t L ) ⎞
Q INITIAL = ⎜ − +⎜ − ⎟⎟
⎜N × 3600 ⎟ ⎜N × 3600
⎝ Ramp − L h I ⎠ ⎝ Arterial hI ⎠
⎛ 361 × 90 ( 0 − 2 ) ⎞ ⎛ 1443 × 90 ( 20 − 2 ) ⎞
=⎜ − ⎟+⎜ − ⎟
⎝ 1 × 3600 1 .94 ⎠ ⎝ 2 × 3600 1 .94 ⎠
= 18 .80 vehicles
LDS = OLDS - QINITIAL* hI = 38-18.80*1.94 =1.6s
23. Adjusted effective For EB INT – TH:
green for internal g’’ = G+Y- tL’’ = G +Y- (l1+ L DS +Y- e) = 58 + 4 – (2 – 1.6+4-2)
approaches (use = 56.4 sec
Equation 26-17)
c l = s l × (g C ) = 1860 × (0.64) = 1199veh / h / ln
metering factor (use Degree of saturation of upstream movement (EB EXT – TH) is:
Exhibit 15-7) Xl = 2.17 >1.0
Therefore, I = 0.09
for effects of ⎛ g⎞ ⎛ v ⎞ ⎛ 58 ⎞ ⎛ 799 ⎞
⎜ 1 − R P ⎟ × ⎜⎜ 1 − l ⎟⎟ ⎜ 1 − 1 .333 × ⎟ × ⎜1 − ⎟
progression PF2 (use ⎝ C⎠ ⎝ sl ⎠ ⎝ 90 ⎠ ⎝ 1860 ⎠ = 0 .529
PF 2 = =
Equation 26-21) ⎛ g⎞ ⎛ v l ⎞ ⎛ 1 − 58 ⎞ × ⎛ 1 − 1 . 333 × 799 ⎞
⎜ 1 − ⎟ × ⎜⎜ 1 − R P ( ) ⎟⎟ ⎜ ⎟ ⎜ ⎟
⎝ C⎠ ⎝ sl ⎠ ⎝ 90 ⎠ ⎝ 1860 ⎠
28. Check Queue For EB EXT – TH:
lane groups (use
Equations 26-18 Q2 = 0.25 cl * T√… = 53.53
through 26-22) Q = Q1 + Q2 = 19.46+53.53 = 72.99
L × Q 25 × 72.99
RQ = h = = 3.04 >1
La 600
WB INT – L: LOS F
group (for v/c ratio and effective green time g or adjusted g’’ for internal approaches.
check) For EB EXT – TH:
c = s × (g ' C ) = 3224 × (0.22) = 716veh / h
For WB INT – TH:
c = s × (g ' ' C ) = 3649 × (0.58) = 2121veh / h
lane groups v/c = 1557/716 = 2.17 > 1, therefore, EB EXT – TH and
EB EXT – R lane group: LOS F
WB EXT – TH: LOS F
SB – L: LOS F
c = s × (g ' C ) = 3140 × (0.22) = 698veh / h
26-119
For WB INT – TH:
c = s × (g C ) = 3649 × (0.64) = 2352veh / h
2
0.5 × C × ⎜1 − ⎟
⎝ C ⎠ = 0.5 × 90 × (1 − 0.64) = 9.97 sec/ veh
2
d1 =
⎡ g ⎤ 1 − [min(1,0.67) × 0.64]
1 − ⎢min(1, X ) ⎥
⎣ C⎦
d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥
⎣ cT ⎦
⎡ 8 × 0.5 × 0.09 × 0.67 ⎤
= 900 × 0.25 × ⎢(0.67 − 1) + (0.67 − 1) 2 + ⎥
⎣ 2397 × 0.25 ⎦
= 0.13 sec/ veh
P = RP × = 1.333 × 0.64 ⇒ P = 0.86
16-12)
PF = = ⇒ PF = 0.456
(use Exhibit 16-12) 1 − (g / C ) 1 − 0.64
d = d 1 ( PF ) + d 2 + d 3 = 9.97 × 0.456 + 0.13 + 0 = 4.68 sec/ veh
37. O-D delay For movement D, which includes SB-L and EB INT –TH:
D = d SB − L + d EBINT −TH = 88.06 + 4.68 = 92.74 sec/ veh
38. LOS SB – L movement has v/c ratio 1.02>1.0 therefore all O-D
movements that include SB – L movement have LOS F.
Thus, LOS for O-D movement D is F.
26-120
Analyst Alexandra Kondyli Interchange University Drive / I-99
2%
= Lane Width
400 ft
= Through
= Right
0%
grade = _________
120 350 180 = Left
1250 1600
200 ft
200 ft
1400
1550
110 150 210 = Left + Through
0%
______________
Street
= Left + Right
I-99
_____________
Freeway
400 ft

2%
grade = _________
D= 500 ft
Diamond Interchange
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
26-121
Input Output
OD Volume
OD Volume OD Volume
A 150 L - - INT - L E+N 200
B 210 EB EXT - R F 110 EB R - -
C 120 EXT - TH I+E 1400 INT - TH I+D 1550
D 350 INT - L H+M 500 L - -
E 200 WB R - - WB EXT - R G 180
F 110 INT - TH J+A 1250 EXT - TH J+H 1600
G 180 L - - L A+M 150
H 500 R - - R B 210
NB NB
I 1200 TH - - TH K 0
K 0 L D+N 350 L - -
L 0 R C 120 R - -
SB SB
M 0 TH L 0 TH - -
26-122
Signal Timing Plan
G = 38 s G = 38 s
Φ1 Y=4s Y=4s
G = 20 s G = 20 s
Φ2 Y=4s Y=4s
G = 20 s G = 20 s
Φ3 Y=4s Y=4s
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB SB
L TH R L TH R
Pretimed (P) or
actuated (A)
2 2 2 2 2 2 2 2 2 2 2 2
(s)
2 2 2 2 2 2 2 2 2 2 2 2
green time, e (s)
Green time G(s) 20 20 38 58 20 20 38 58 20 20 20 20
g(s), g=G-l1+e
20 20 38 58 20 20 38 58 20 20 20 20
Min. timing for
- - - -
pedestrians Gp (s)
26-123
EB WB NB SB
L TH R L TH R
Volume, V (veh/h) 1400 110 200 1550 1600 180 500 1250 150 0 210 350 0 120
Peak-hour factor,
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 - 0.97 0.97 - 0.97
PHF
Adjusted flow rate,
1443 113 206 1598 1649 186 515 1289 155 - 216 361 - 124
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
0.93 0.07 1.0 - 0.90 0.10 1.0 - 1.0 1.0 1.0 1.0
RT (PLT or PRT)
% heavy vehicles, %
5 0 0 5 5 0 0 5 0 0 0 0
HV
Arrival type, AT 3 3 3 4 3 3 3 4 3 3 3 3
Lane width, (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade, (%) 0 0 0 0 0 0 0 0 2 2 2 2
Approach pedestrian
0 0 0 0
volume, vped (p/h)
Approach bicycle
(bicycles/h)
Parking maneuvers,
0 0 0 0
Nm (maneuvers/h)
Bus stopping, NB
0 0 0 0
(buses/h)
Adjusted flow rate
for U turns, 0 0
v =V/PHF (veh/h)
OD Adjustment
O-D Adjustment Flow Rate,
vO-D (veh/h)
A (NB – L) – (NB – U turn) 155
B NB – R 216
C SB – R 124
D (SB – L) – (SB – U turn) 361
E (EB INT – L) – (SB – U turn) 206
F EB EXT – R 113
G WB EXT – R 186
K NB – TH 0
L SB – TH 0
M NB – U turn 0
N SB – U turn 0
26-124
WORKSHEET (5)
EB EXT – TH WB EXT –TH
vE (veh/h) 206 -
vF (veh/h) 113 -
vI (veh/h) 1237 -
vG (veh/h) - 186
vH (veh/h) - 515
vJ (veh/h) - 1134
500 500
% VL1 (left most) 0.512 0.532
% VL2 (2nd from left) 0.488 0.468
EB WB NB SB
L TH R L TH R
Lane group

1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
(pc/h/ln)
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
1 1 1 1 1 1 1 1 1 1
fw
Heavy-vehicle
0.952 1 0.952 0.952 1 0.952 1 1 1 1
adjustment, fhv
Bus Blockage
1 1 1 1 1 1 1 1 1 1
adjustment, fbb
Lane Utilization
0.977 1 1 0.939 1 1 1 1 1 1
adjustment, fLU
0.989 1 1 0.985 1 1 1 0.85 1 0.85
fRT
Left-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fLpb
Right-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fRpb
0.899 0.930 1 0.899 0.930 1
fR 9 9 9 9
1.025 0.966 1.028 1.043 1.017 1.008
3224 1622 3720 3140 1708 3649 1539 1377 1592 1363
s (veh/h)
(Chapter 16).
26-125
Movement Numbering
Intersection I
Φ1 Φ2 Φ3
0 38 42 62 66 86 90
G= 38s 20s 20s t, sec
Y= 4s 4s 4s
Intersection II
Φ1 Φ2 Φ3
0 38 42 62 66 86 90
t, sec
G= 38s 20s 20s
Y= 4s 4s 4s
Overlap between the OLUD at EB G7: 0 to 38s & 42 to 62s G7 = 62-42 = 20s
upstream through and
OLUD
green interval OLUD at WB G3: 0 to 38s & 42 to 62s G3 = 62-42 = 20s
OLRD at EB/SB G4: 66 to 86s Overlap between G4 and

Overlap between the
G7: 0 to 38s & 42 to 62s G7 = 0s
upstream ramp and
OLRD
green interval OLRD at WB/NB G3: 0 to 38s & 42 to 62s G3 = 0s
Green time overlap OLDS on EB G7: 0 to 38s & 42 to 62s G7 = 38-0 =38s
OLDS
with demand
OLDS on WB G3: 0 to 28s & 32 to 62s G3 = 38-0=38s
Note:
26-126
DIAMOND INTERCHANGE Effective Green Adjustment FOR EXTERNAL APPROACHES
Worksheet (7)
Arterial through flow divided by the respective
number of lanes, vArterial/NArterial
- 722 - 825
361 - 155 -
Green for the downstream arterial through
movement, GD
58 58 58 58
- 20 - 20
movement, GR
20 - 20 -
20 - 20 -
- 0 - 0
⎡ v Ramp− L G ⎤ 81.59 - 0 -
Q A = ⎢0.017 − 7.93 × D − 0.082OLUD + 0.194GR ⎥ × Lh
⎢⎣ N Ramp− L C ⎥⎦
ramp phase R, QR
⎡ v G ⎤ - 275.94 - 319.75
20 - 20 -
movement, GR
- 20 - 20
of upstream arterial green A, DQA = D – QA
418 - 500 -
of upstream ramp green R, DQR = D – QR
- 224 - 180
20 - 20 -
- 0 - 0
Lost time for the external arterial approach, LD-A
LD − A = G A − 0.106 * DQ A − 5.39 *
OLUD 0 - 0 -
C
OL - 0 - 0.89
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’= l1 + LD-A + Y - e 4 - 4 -
Lost time, tL’ (s), tL’= l1 + LD-R + Y - e - 4 - 4.89
20 20 30 19.11
26-127
EB INT – TH
Cycle Length, C 90
QINITIAL = ⎜ −
(OLRD − tL ) ⎞⎟ + ⎛⎜ vArterial × C − (OLUD − tL ) ⎞⎟ 18.80
⎜N ⎟ ⎜N ⎟
Lost time due to demand starvation, LDS = OLDS − Q INITIAL * hI 1.6
Effective Green
Lost time, tL’’ (s), tL’’ = l1+ LDS+Y-e 5.6
56.4
g’’ = G- l1+ e- LDS
WB INT – TH
Cycle Length, C 90
⎛ v Ramp− L × C
QINITIAL = ⎜ −
(OLRD − t L ) ⎞⎟ + ⎛⎜ v Arterial × C − (OLUD − t L ) ⎞⎟ 16.38
⎜N ⎟ ⎜N ⎟
⎝ Ramp− L × 3600 hI ⎠ ⎝ Arterial × 3600 hI ⎠
Lost time due to demand starvation, LDS = OLDS − Q INITIAL * hI 5.7
Effective Green
Lost time, tL’’ (s), tL’’ = l1+ LDS+Y-e 9.7
52.3
g’’ = G- l1+ e- LDS
26-128
Queue Storage Ratio (RQ) for Lane Group
EB WB NB SB
L TH R L TH R
Lane Group

at the start of 0 0 0 0 0 0 0 0 0 0
analysis, QbL
Number of lanes, N 2 1 2 2 1 2 1 1 1 1
Adjusted flow rate,
1557 206 1598 1835 515 1289 155 216 361 124
v(veh/h)
Flow rate per lane, vl
778 206 799 918 515 644 155 216 361 124
(veh/h/ln)
3224 1622 3720 3140 1708 3649 1539 1377 1592 1363
s (veh/h)

1612 1622 1860 1570 1708 1825 1539 1377 1592 1363
Flow ratio, vl / sl 0.48 0.13 0.43 0.58 0.30 0.35 0.10 0.16 0.23 0.09
20 38 58 20 38 58 19.11 20 20 20
g(s) or g’(s)
Green ratio, g/C or
0.22 0.42 0.64 0.22 0.42 0.64 0.21 0.22 0.22 0.22
g’/C
(veh/h/ln)
358 685 1199 349 721 1176 327 306 354 303
cl = sl (g/C) or
cl = sl (g’/C)
v/c ratio, Xl = vl / cl 2.17 0.30 0.67 2.63 0.71 0.55 0.47 0.71 1.02 0.41
Upstream filtering
1.00 0.09 0.09 1.00 0.09 0.09 1.00 1.00 1.00 1.00
factor, I
Platoon ratio, Rp 1 1 1.333 1 1 1.333 1 1 1 1
Effects of
progression
1 1 0.529 1 1 0.485 1 1 1 1
adjustment factor,
PF2
First-term queued
19.46 3.41 6.59 22.94 10.66 4.29 3.39 4.99 9.02 2.65
vehicles, Q1
Second-term
0.56 0.08 0.12 0.55 0.08 0.12 0.52 0.50 0.55 0.49
Second-term
Q2
Average number of
queued vehicles, 72.99 3.45 6.82 94.88 10.87 4.43 3.84 6.09 14.47 2.98
Q = Q1+Q2
Average queue
25 25 25 25 25 25 25 25 25 25
spacing, Lh (ft)
Available queue
600 200 500 600 200 500 500 500 500 500
storage, La (ft)
Average queue
storage ratio, 3.04 0.43 0.34 3.95 1.36 0.22 0.19 0.30 0.72 0.15
RQ = (LhQ) / La
Check storage ratio
RQ:
F F F
If RQ >1, LOS of
entire OD is F
RQ =
vl
26-129
V/C for Lane Group
EB WB NB SB
L TH R L TH R
Lane Group
Adjusted flow rate,

1557 206 1598 1835 515 1289 155 216 361 124
v (veh/h)
Saturation flow
3224 1622 3720 3140 1708 3649 1539 1377 1592 1363
rate, s (veh/h)
Adjusted effective
20 - - 20 - - 19.11 - 20 -
green time g’(s)
Effective green
time g(s) or - - 38 56.4 - - 38 52.3 - 20 - 20
adjusted g’’(s)
Green ratio, g’/C or
0.22 0.42 0.63 0.22 0.42 0.58 0.21 0.22 0.22 0.22
g/C or g’’/C
Capacity, c(veh/h),
c= s (g’/C) or
716 685 2330 698 721 2121 327 306 354 303
c= s (g/C) or
c= s (g’’/C)
v/c ratio, X = v/c 2.17 0.30 0.69 2.63 0.71 0.61 0.47 0.71 1.02 0.41
Check V/C:
If V/C >1, LOS of F F F
entire OD is F
Adjusted effective
20 - - 20 - - 19.11 - 20 -
green time g’(s)
Effective green
- - 38 58 - - 38 58 - 20 - 20
time g(s)
0.22 0.42 0.64 0.22 0.42 0.64 0.21 0.22 0.22 0.22
g/C
Capacity, c(veh/h),
c= s (g/C) or 716 685 2397 698 721 2352 327 306 354 303
c= s (g’/C)
v/c ratio, X = v/c 2.17 0.30 0.67 2.63 0.71 0.55 0.47 0.71 1.02 0.41
Uniform Delay, d1
35.00 17.21 9.97 35.00 21.52 8.79 31.04 32.30 35.00 29.94
(sec/veh)
Incremental delay
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
calibration, k
Incremental delay, 532.3 737.4
0.10 0.13 0.56 0.08 4.85 12.94 53.06 4.04
d2 (sec/veh) 4 0
0 0 0 0 0 0 0 0 0 0
d3 (sec/veh)
Proportion of
on green, P
Progression
PF
Control delay, d
567.3 772.4
(sec/veh) 17.31 4.68 22.08 4.09 35.89 45.24 88.06 33.98
4 0
d=d1(PF)+d2+d3
26-130
calculation
A (NB – L) and (WB INT – TH) 39.99 C
B (NB – R) 45.24 C
C (SB – R) 33.98 C
F (EB EXT – R) 567.34 F
G (WB EXT – R) 772.40 F
K (NB – TH) - -
L (SB – TH) - -
26-131
EXAMPLE PROBLEM 4
The Interchange
The Parclo A-2Q interchange of Freeway I-99 (SB/NB) and University Dr. (EB/WB) is
located in an urban area. The Parclo A-2Q Worksheets are used. Each signalized
intersection’s geometry is shown on the Input Worksheet (1). In this example the O-D
information is given in Worksheet (2-B) while the turning movements are calculated
from the relevant O-D movements at the same Worksheet. The signal information is
added in Worksheet (3).
The Question
What are the delay, queue storage ratio and LOS for each O-D movement?
The Facts
√ The distance between two intersections is D=400ft
√ Right turning radius is 50 ft
√ Cycle Length is 100 sec
√ Offset is 0 sec
Comments
√ Assume base saturation flow rate = 1,900 pc/h/ln,
26-132
Steps
1. Convert O-D OD demands are given, therefore, worksheet 2-B is used.
Thus the WB right turning volume from Intersection I is:
WB INT – R = H+M = 350+0=350 veh/h
Worksheet (1)
4. Define lane The arterial internal approaches have 2 lanes for the through and
groups (use Exhibit shared right-turn movements. Therefore, the EB internal through
16-5) and right-turn movements are designated as one lane group.
5. Proportion of left For EB INT – R:
and right turns PRT = 198/(198+1874) = 0.10
6. OD Adjustment The O-D movement I is estimated as:
I = (EB INT – TH) – (SB- L) + (SB – U turn)
Where
EB INT – TH = 1874 veh/h
SB – L = 663 veh/h
SB – U turn = 0 veh/h
Therefore, the O-D movement I = 1874 – 663 + 0 = 1211 veh/h
adjustment factor %V1 = 0.5 – 0.306*(VG/VG+H+J)-0.484*(VH/VG+H+J) = 0.426
(use Exhibit 26-14) %V2 = 1- V1 = 0.574
fLu = 0.5/0.574 = 0.871
8. Lane width fw =1+(W-12)/30 = 1+(12-12)/30=1
adjustment factor
(use Exhibit 16-7)
(use Exhibit 16-7) fHV =100/[100 + 5*(2.0-1)] = 0.952
(use Exhibit 16-7)
26-133
adjustment factor EB fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.10 = 0.986
(use Exhibit 16-7) WB fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.25 = 0.963
1
=
1
= 0.930
5.61 5.61
R 75
14. Traffic Pressure For EB INT – TH and EB INT – R lane group:
1
=
1
= 1.075
(use Equation 26-4) 1.07 − 0.00486vl 1.07 − 0.00486 * (1874 + 198) / 2 * (100 / 3600)
'
15. Saturation flow For EB EXT – TH:

(use Equation 26-2) s = so N fw fHV fg fLU fRT fR fv =1900 * 2 * 1 * 0.952 * 0.871*1.026
= 3233 veh/h
The EB upstream phase is green (G2) between 0 to 15s & 19 to
68s
The EB downstream phase is green (G7) between G7 is 47 to 96s
68-47 = 21s
18. Internal queue EB EXT – TH:
length (use Equation ⎛ V G ⎞
26-9) ⎜ N Ramp − L c ⎟
⎝ ⎠
⎛ 663 49 ⎞
= ⎜ 0.017 × − 7.93 × − 0.0820 * 21 + 0.194 × 24 ⎟ × 25 = 258.05 ft
⎝ 1 100 ⎠
19. Lost time due to LD-A for EB EXT – TH is:
downstream queue OLUD
(use Equations 26-5, LD − A = G A − 0.106 × DQ A − 5.39 ×
C
26-6) = 64 − 0.106 × 142 − 5.39 × 21 100 = 47.82 sec
For SB – L, DQR = - 63 ft<0, therefore consider that DQR=0.
Thus, LD-R for SB – L is:
OLRD
LD − R = G R − 0.106 × DQR − 5.39 ×
C
= 24 − 0.106 × 0 − 5.39 × 24 100 = 22.71sec
20. Effective green For EB EXT – TH:
for external g’ = G +Y- tL’ = G+Y- (l1+ L D-A + Y- e) = 64 + 4 – (2+47.82+4-
approaches (use 2) = 16.18 sec
Equation 26-16)
21. Capacity per lane For EB INT – TH and EB INT – R lane group:
cl = s l × (g C ) = 1036 × (0.49) = 845veh / h / ln
26-134
23. Upstream For EB INT – TH and EB INT – R lane group:
filtering metering Degree of saturation of upstream movement (EB external through)
factor (use Exhibit is:
15-7) Xl = 2.69 >1
Therefore, I = 0.09
24. Adjustment factor For WB INT – TH and WB INT – R lane group:
for effects of ⎛ g⎞ ⎛ v ⎞ ⎛ 49 ⎞ ⎛ 739 ⎞
⎜ 1 − R P ⎟ × ⎜⎜ 1 − L ⎟⎟ ⎜ 1 − 1 . 333 × ⎟ × ⎜1 − ⎟
progression PF2 (use ⎝ C⎠ ⎝ sL ⎠ ⎝ 100 ⎠ ⎝ 1614 ⎠
PF 2 = = = 0 .946
Equation 26-21) ⎛ g⎞ ⎛ vL ⎞ ⎛ 49 ⎞ ⎛ 739 ⎞
⎜ 1 − ⎟ × ⎜⎜ 1 − R P ( ) ⎟⎟ ⎜1 − ⎟ × ⎜ 1 − 1 .333 × ⎟
⎝ C⎠ ⎝ sL ⎠ ⎝ 100 ⎠ ⎝ 1614 ⎠
For EB INT – TH and EB INT – R lane group:
vL/sL > g/C therefore PF2=1
25. Check Queue For WB INT – TH and WB INT – R lane group:
Storage Ratio (RQ) Q1 = PF2 * √…= 18.30
for lane groups (use
Equations 26-18 Q2 = 0.25CL*T√… = 5.35
through 26-22) Q = Q1 + Q2 = 18.30+5.35 = 23.65
L * Q 25 * 23.65
RQ = h = = 1.48 > 1
La 600
Therefore, WB INT – TH and WB INT – R group: LOS F
WB EXT – TH: LOS F
WB EXT – L: LOS F
EB INT – TH and EB INT – R lane group: LOS F
EB EXT – TH: LOS F
NB – L and NB – R: LOS F
SB – L: LOS F
group For EB EXT – TH:
c = s (g’/C) = 3233*(0.16) = 523 veh/h
27. Check v/c ratio For EB INT – TH and EB INT – R lane group:
for lane groups v/c = 2072/1690 = 1.23 > 1 therefore, EB INT – TH and EB INT –
R lane group: LOS F
EB EXT – TH: LOS F
NB – L and NB – R: LOS F
SB – L: LOS F
28. Uniform delay For EB INT – TH and EB INT – R lane group:
2 2
(use Equation 16–11) ⎛ g⎞ ⎛ 49 ⎞
0.5 × C × ⎜1 − ⎟ 0.5 × 100 × ⎜1 − ⎟
d1 = ⎝ C⎠ = ⎝ 100 ⎠ = 25.50 sec/ veh
⎡ g⎤ ⎡ 49 ⎤
1 − ⎢min(1, X ) ⎥ 1 − ⎢min(1,1.23) ×
⎣ C⎦ ⎣ 100 ⎥⎦
29. Incremental delay For EB INT – TH and EB INT – R lane group:
(use Equation 16 –
12)
26-135
⎡ 8KIX ⎤
d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥
⎣ cT ⎦
⎡ 8 × 0.5 × 0.09 × 1.23 ⎤
= 900 × 0.25 × ⎢(1.23 − 1) + (1.23 − 1) 2 + ⎥
⎣ 1690 × 0.25 ⎦
d 2 = 102.26 sec/ veh
30. Proportion of For WB INT – TH and WB INT – R lane group:
vehicles arriving on g 49
P = R P × = 1.333 × ⇒ P = 0.65
green P (use Exhibit C 100
16-12)
31. Progression For WB INT – TH and WB INT – R lane group:
PF = = ⇒ PF = 0.782
(use Exhibit 16-12) 1 − (g / C ) 1 − (49 / 100)
32. Movement delay For WB INT – TH and WB INT – R lane group:
d=d1(PF)+d2+d3 = 24.00*(0.782)+ 8.32+0 = 27.09 sec
33. O-D delay For movement E, which includes EB EXT-TH and EB INT –R
D = d EBEXT −TH + d EBINT −TH = 808.95 + 127.76 = 936.71 sec/ veh
34. LOS SB – L movement has v/c ratio 30.19>1.0 therefore all O-D
movements that include SB – L movement have LOS F.
Thus, LOS for O-D movement D is F.
26-136
PARCLO A-2Q INPUT WORKSHEET (1)
Analyst Xiao Cui Interchange University Drive / I-99
2%
grade = _________
= Pedestrian Button
= Lane Width
400 ft
= Through
= Right
0%
grade = _________
120 630 350 = Left
1187
200 ft 1055
200 ft
1780
1338 188
218 403 = Left + Through
0%
______________
Street
I-99 = Left + Right
_____________
Freeway
400 ft

2%
grade = _________
D= 400 ft
Parclo A-2Q
Freeway
N H
C
J G
A
I II
D
I
F
B
E
M Arterial
26-137
PARCLO A-2Q OD AND TURNING MOVEMENTS WORKSHEET (2 - B)
Input Output
OD Volume
OD Volume OD Volume
A 218 EXT – L F 80 L - -
B 403 EB R - - EB INT – R E+N 188
C 120 EXT – TH I+E 1338 INT – TH I+D 1780
D 630 L - - EXT – L G 210
E 188 WB INT – R H+M 350 WB R - -
F 80 INT – TH J+A 1055 EXT – TH J+H 1187
G 210 L - - L A+M 218
H 350 R - - R B 403
NB NB
I 1150 TH - - TH - -
K - L D+N 630 L - -
L - R C 120 R - -
SB SB
M 0 TH - - TH - -
26-138
PARCLO A-2Q SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
G =15 s G =15 s
Φ1 Y =4 s Y =4 s
G =49 s G =24 s
Φ2 Y =4 s Y =4 s
G =24 s G =49 s
Φ3 Y =4 s Y =4 s
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB SB
EXT EXT INT INT EXT EXT INT INT
L R L R
-L -TH -TH -R -L -TH -TH -R
Pretimed (P) or
actuated (A)
Start-up lost time,
l1 (s)
2 2 2 2 2 2 2 2 2 2 2 2
Extension of
effective green 2 2 2 2 2 2 2 2 2 2 2 2
time, e (s)
Green time G(s) 15 64 49 49 15 64 49 49 24 24 24 24
Effective green
time g(s), g=G-l1+e
15 64 49 49 15 64 49 49 24 24 24 24
Min. timing for
pedestrians Gp (s)
- - - -
26-139
PARCLO A-2Q VOLUME ADJUSTMENT WORKSHEET (4)
EB WB NB SB
L R L R
Volume, V (veh/h) 80 1338 1780 188 210 1187 1055 350 218 403 630 120
Peak-hour factor,
0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
PHF
Adjusted flow rate,
84 1408 1874 198 221 1249 1111 368 229 424 663 126
vP =V/PHF (veh/h)
Lane group

84 1408 2072 221 1249 1479 229 424 663 126
lane group, v(veh/h)
Proportion of LT or
1.0 - - 0.10 1.0 - - 0.25 1.0 1.0 1.0 1.0
RT (PLT or PRT)
% heavy vehicle, %
0 5 5 0 0 5 5 0 0 0 0 0
HV
Arrival type, AT 3 3 4 4 3 3 4 4 3 3 3 3
Lane width, (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade, (%) 0 0 0 0 0 0 0 0 2 2 2 2
Approach
pedestrian volume, 0 0 0 0
vped (p/h)
Approach bicycle
(bicycles/h)
Parking maneuvers,
0 0 0 0
Nm (maneuvers/h)
Bus stopping, NB
0 0 0 0
(buses/h)
Adjusted flow rate
for U turns, 0 0
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L) – (NB – U turn) 229
B NB – R 424
C SB – R 126
D (SB – L) – (SB – U turn) 663
E (EB INT – R) – (SB – U turn) 198
F EB EXT – L 84
G WB EXT – L 221
H (WB INT – R) – (NB – U turn) 368
K - -
L - -
M NB – U turn 0
N SB – U turn 0
26-140
PARCLO A-2Q LANE UTILIZATION AND SATURATION FLOW RATE WORKSHEET (5)
vE (veh/h) 198 198
vF (veh/h) 84 84
vI (veh/h) 1211 1211
vG (veh/h) 221 221
vH (veh/h) 368 368
vJ (veh/h) 881 881
400 400
% VL1 (left most) 0.426 0.345
% VL2 (2nd from left) 0.574 0.655
% VL3 (3rd from left)
% VL4 (4th from left)
EB WB NB SB
L R L R
Lane group
Base saturation flow,

1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
so (pc/h/ln)
Number of lanes, N 1 2 2 1 2 2 1 1 1 1
Lane width
1 1 1 1 1 1 1 1 1 1
adjustment, fw
Heavy-vehicle
1 0.952 0.952 1 0.952 0.952 1 1 1 1
adjustment, fhv
Bus Blockage
1 1 1 1 1 1 1 1 1 1
adjustment, fbb
Area type adjustment,
1 1 1 1 1 1 1 1 1 1
fa
Lane Utilization
1 0.871 1 1 0.763 1 1 1 1 1
adjustment, fLU
Left-turn adjustment,
0.95 1 1 0.95 1 1 0.95 1 0.95 1
fLT
1 1 0.986 1 1 0.963 1 0.85 1 0.85
fRT
Left-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fLpb
Right-turn ped/bike
1 1 1 1 1 1 1 1 1 1
adjustment, fRpb
Turn radius
0.930 1 0.843 0.930 1 0.899 0.899 0.899 0.899 0.899
adjustment, fR
Traffic pressure
0.949 1.026 1.075 0.972 1.015 1.031 0.974 0.987 1.057 0.950
adjustment, fv
Adjusted saturation
1593 3233 3448 1632 2801 3229 1564 1419 1698 1365
flow, s (veh/h)
(Chapter 16).
26-141
PARCLO A-2Q OVERLAPS CALCULATION WORKSHEET (6)
Movement Numbering
Intersection I
Φ1 Φ2 Φ3
0 15 19 68 72 96 100
G= 15 G=49 G= 24 t, sec
Y=4 Y= 4 Y= 4
Intersection II
Φ1 Φ2 Φ3
0 15 19 43 47 96 100
G= 15 G=24 G= 49 t, sec
Y=4 Y =4 Y =4
G2:0 to 15s & 19 Overlap between G2 and G7
Overlap between the OLUD for EB to 68s = 68 – 47 = 21s
upstream through and G7: 47 to 96s
OLUD
downstream through G6:0 to 15s & Overlap between G6 and G3
green interval OLUD for WB 47to 96s =68 – 47 =21s
G3: 19 to 68s
Overlap between the G4: 72 to 96s Overlap between G4 and G7
OLRD for EB/SB G7: 47 to 96s = 97- 72= 24s
upstream ramp and
OLRD
downstream through G8: 19 to 43s Overlap between G8 and G3
green interval OLRD for WB/NB G3: 19 to 68s = 43- 19= 24s
Note:
26-142
PARCLO A-2Q EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL APPROACHES
WORKSHEET (7)
- 704 - 625
663 - 229 -
49 49 49 49
GD
- 64 - 64
24 - 24 -
movement, GR
21 21
downstream through green interval, OLUD - -
- 24 - 24
Cycle Length, C 100 100 100 100
Downstream queue length at the beginning of
upstream arterial green phase A, QA
⎡ v Ramp− L G ⎤ 258.05 - 73.73 -
Q A = ⎢0.017 − 7.93 × D − 0.082OLUD + 0.194GR ⎥ × Lh
⎢⎣ N Ramp− L C ⎥⎦
upstream ramp green phase R, QR
⎡ v G ⎤ - 463.35 - 429.57
64 - 64 -
- 24 - 24
movement, GR
142 326
upstream arterial green A, DQ = D – QA - -
-63~0 -30~0
upstream ramp green R, DQ = D – QR - -
21 - 21 -
downstream through green phase, OLUD
- 24 - 24
through green phase, OLRD
Cycle length, C 100 100 100 100
Lost time on the external arterial approach due to the
OLUD
47.82 - 0 -
LD− A = G A − 0.106 * DQ A − 5.39 *
C
Lost time on the external ramp approach due to the
OL - 22.71 - 22.71
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’ = l1 + LD-A + Y - e 51.82 - 4 -
Lost time, tL’ (s), tL’ = l1 + LD-R + Y - e - 26.71 - 26.71
16.18 1.29 64.00 1.29
26-143
PARCLO A-2Q CAPACITY AND LOS DETERMINATION WORKSHEET (8)
EB WB NB SB
L R L R
Lane group
Initial queue per

lane at the start of 0 0 0 0 0 0 0 0 0 0
analysis, QbL
Number of lanes, N 1 2 2 1 2 2 1 1 1 1
Adjusted flow rate,
84 1408 2072 221 1249 1479 229 424 663 126
v(veh/h)
Flow rate per lane,
84 704 1036 221 625 739 229 424 663 126
vl (veh/h/ln)
1593 3233 3448 1632 2801 3229 1564 1419 1698 1365
s (veh/h)
per lane, sl 1593 1617 1724 1632 1401 1614 1564 1419 1698 1365
(veh/h/ln)
Flow ratio, vl / sl 0.05 0.44 0.60 0.14 0.45 0.46 0.15 0.30 0.39 0.09
Effective green
15 16.18 49 15 64 49 1.29 24 1.29 24
time, g(s) or g’(s)
Green ratio, g/C or
0.15 0.16 0.49 0.15 0.64 0.49 0.013 0.24 0.013 0.24
g’/C
Capacity per lane,
cl (veh/h/ln)
239 262 845 245 896 791 20 341 22 328
cl = sl (g/C) or
cl = sl (g’/C)
v/c ratio, Xl = vl / cl 0.35 2.69 1.23 0.90 0.70 0.93 11.34 1.25 30.19 0.39
Upstream filtering
1 1 0.09 1 1 0.65 1 1 1 1
factor, I
Platoon ratio, Rp 1 1 1 1 1 1.333 1 1 1 1
Effects of
progression
1 1 1 1 1 0.946 1 1 1 1
adjustment factor,
PF2
First-term queued
2.10 19.56 28.77 6.04 11.28 18.30 6.37 11.78 18.42 2.94
vehicles, Q1
Second-term
adjustment factor, 0.45 0.48 0.10 0.46 1.14 0.68 0.08 0.58 0.08 0.56
kB
Second-term
adjustment 0.24 56.09 24.40 2.37 2.44 5.35 26.24 12.83 80.24 0.35
vehicles, Q2
Average number of
queued vehicles, 2.34 75.65 53.17 8.41 13.72 23.65 32.62 24.62 98.66 3.29
Q = Q1+Q2
Average queue
25 25 25 25 25 25 25 25 25 25
spacing, Lh (ft)
Available queue
200 600 400 200 600 400 200 400 200 400
storage, La (ft)
Average queue
storage ratio, 0.29 3.15 3.32 1.05 0.57 1.48 2.04 1.54 6.17 0.21
RQ = (LhQ) / La
Check storage
ratio RQ:
F F F F F F F
If RQ >1, LOS of
entire OD is F
Note: For protected-plus-permitted left turns, the average queue storage ratio is calculated as the volume-weighted average of each
phase: RQ =
vl
26-144
V/C for Lane Groups
EB WB NB SB
L R L R
Lane group
Adjusted flow rate,

84 1408 2072 221 1249 1479 229 424 663 126
v (veh/h)
1593 3233 3448 1632 2801 3229 1564 1419 1698 1365
s (veh/h)
Green ratio, g/C or
0.15 0.16 0.49 0.15 0.64 0.49 0.013 0.24 0.013 0.24
g’/C
Capacity, c (veh/h),
c= s (g/C) or 239 523 1690 245 1793 1582 20 341 22 328
c= s (g’/C)
v/c ratio, X = v/c 0.35 2.69 1.23 0.90 0.70 0.93 11.34 1.25 30.19 0.39
Check V/C:
If V/C >1, LOS of F F F F F
entire OD is F
Control Delay for Lane Groups
Uniform Delay, d1
38.14 41.91 25.50 41.78 11.70 24.00 49.35 38.00 49.35 31.82
(sec/veh)
Incremental delay
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
calibration, k
Incremental delay, 767.0 13220.0
4.04 102.26 36.98 2.27 8.32 4748.95 132.66 3.40
d2 (sec/veh) 4 9
0 0 0 0 0 0 0 0 0 0
d3 (sec/veh)
Proportion of
vehicles arriving on 0.15 0.16 0.49 0.15 0.64 0.65 0.013 0.24 0.013 0.24
green, P
Progression
adjustment factor, 1 1 1 1 1 0.782 1 1 1 1
PF
Control delay, d
808.9 13269.4
(sec/veh) 42.19 127.76 78.76 13.97 27.09 4798.31 170.66 35.23
5 5
d=d1(PF)+d2+d3
calculation
A (NB – L) and (WB INT – TH) 4825.39 F
B (NB – R) 170.66 F
C (SB – R) 35.23 C
E (EB EXT – TH) and (EB INT – R) 936.71 F
F (EB EXT – L) 42.19 C
G (WB EXT – L) 78.76 F
H (WB EXT – TH) and (WB INT – R) 41.05 F
K - - -
L - - -
M (NB – L) and (WB INT – R) - -
N (SB – L) and (WB INT – R) - -
26-145
EXAMPLE PROBLEM 5
The Interchange
The Single Point Urban Interchange of freeway I-99 (SB/NB) and University Dr.
(EB/WB) is located in an urban area. The SPUI Worksheets are used. The signalized
intersection’s geometry is shown on the Input Worksheet (1). In this example the O-D
information is given in Worksheet (2-B) while the turning movements are calculated
from the relevant O-D movements at the same Worksheet. The signal information is
added in Worksheet (3).
The Question
What are the control delay, queue storage ratio and LOS for each O-D movement?
The Facts
√ Percent of heavy vehicles is 3% for the arterial EB and WB movements. All other
movements have 0% heavy vehicles
√ EB and WB grade = 2 %, NB and SB grade = 0 %
√ Arrival Type 3 for all approaches
√ Cycle Length is 100 sec.
√ Offset is 0 sec.
√ Pre-timed control at the intersection
Comments
√ Assume base saturation flow rate = 1,900 pc/h/ln,
26-146
Steps
movements Therefore, the WB left turn is:
WB – L = H = 350 veh/h
2. Adjust volume for Right turn on red is permitted for the EB/WB arterial approach
right turn on red during Φ1 and Φ2, and for the NB/SB ramp approach during Φ2
and Φ3. Since field data concerning RTOR are not available the
right turn volume for the arterial and the ramp approaches are not
adjusted for RTOR.
3. Add turning Turning movements are added onto the Input Worksheet (1), along
movements in with the interchange geometry
Worksheet (1)
4. Define lane groups The left turns from the arterial (EB/WB) and from the ramps
(use Exhibit 16-5) (NB/SB) have exclusive lanes therefore they are designated as
separate lane groups.
The arterial through movements (EB/WB) and the arterial right
turns have different signal timing therefore they are separate lane
groups.
5. Proportion of left For exclusive protected left turn: PLT =1.0
and right turns For W – R: PRT = 221/(881+221) = 0.15
6. OD Adjustment WB – L = 368 veh/h
Therefore, the O-D movement H = (WB – L) = 368veh/h
7. Lane utilization Assume fLU= 1
adjustment factor
(use Exhibit 16-7)
8. Lane width For all approaches:
adjustment factor fw =1+(W-12)/30=1+(12-11)/30 =0.967
(use Exhibit 16-7)
9. Heavy-vehicle For EB and WB lane groups:
adjustment factor fHV =100/ [100 + %HV*(ET -1)]
(use Exhibit 16-7) fHV =100/[100 + 3*(2.0-1)] = 0.971
10. Percent grade EB has 2% grade, therefore its grade adjustment factor is:
adjustment factor fg = 1-Grade/200 = 1 - 2/200= 0.99
(use Exhibit 16-7)
11. Left-turn For EB – L:
adjustment factor Protected phase: fLT = 0.95 (exclusive lane)
(use Exhibit 16-7) Permitted phase: Use supplemental worksheet for permitted left
turns opposed by multilane approach
⎡gf ⎤ ⎡g ⎤ ⎡ 1 ⎤ ⎡ 0 ⎤ ⎡13.97 ⎤ ⎡ 1 ⎤
f LT = f m = ⎢ ⎥ + ⎢ u ⎥ × ⎢ ⎥ =⎢ ⎥+⎢ ⎥ ×⎢ ⎥⇒
⎣ g ⎦ ⎣ g ⎦ ⎣1 + PL ( EL − 1) ⎦ ⎣ 32 ⎦ ⎣ 32 ⎦ ⎣1 + 1(3 − 1) ⎦
f LT = 0.145
12. Right-turn For shared-lane approaches:
adjustment factor EB – R: fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.06 = 0.992
(use Exhibit 16-7) WB – R: fRT = 1.0 – 0.150PRT = 1.0 – 0.150*0.15= 0.980
13. Turn radius For EB – R:
adjustment factor
(use Equation 26-3)
26-147
1 1
fR = = = 0.899
1.71 5.61
1+ 1+
R 50
14. Traffic Pressure For EB – TH:

1
=
1
= 1.012
(use Equation 26-4) 1.07 − 0.00486 vl' 1.07 − 0.00486 * (1211 / 2) * (100 / 3600 )
15. Saturation flow For EB – L permitted:
s = s = so N fw fHV fg fLU fLT fR fv =1900 * 1 * 1 *
0.967*0.971*0.99*0.145*0.930*0.959 = 229 veh/h
16. Flow rate per lane For EB – L:
for protected/ For the protected phase:
permitted left turns Apportion the total flow rate between the primary and secondary
phases. The primary phase (protected) is fully saturated, therefore
v l (protected) = c l (protected) = s l × (g C ) =
1496 × (0.06) = 90veh / h / ln
The residual flow is applied to the permitted phase:
vl (permitted) = vl - vl (protected) = 198-90 = 108 veh/h/ln
17. Effective green For EB – TH:
g = G+Y- (l1+ Y- e) = 32 + 4 – (2+4-2) = 32 sec
18. Capacity per lane For EB – TH:
cl = s l × (g C ) = 1786 × (0.32) = 572veh / h / ln
For EB – L permitted phase:
c l = s l × (g C ) = 229 × (0.32) = 73veh / h / ln
19. Degree of For WB – TH:
20. Upstream For isolated intersections I = 1.0
filtering metering
factor (use Exhibit
15-7)
21. Adjustment factor For EB – TH:
⎜ 1 − R P ⎟ × ⎜⎜ 1 − ⎟ ⎜ 1 − 1 .0 × ⎟ × ⎜1 − ⎟
PF 2 = = =1
Equation 26-21) ⎛ g⎞ ⎛ vl ⎞ ⎛ 32 ⎞ ⎛ 605 ⎞
⎜ 1 − ⎟ × ⎜⎜ 1 − R P ( ) ⎟⎟ ⎜1 − ⎟ × ⎜ 1 − 1 .0 × ⎟
⎝ C⎠ ⎝ sl ⎠ ⎝ 100 ⎠ ⎝ 1786 ⎠
22. Check Queue For EB – TH:
Storage Ratio (RQ) Q1 = PF2 * √…= 16.27
for lane groups (use Q2 = 0.25CL*T√… = 4.58
Equations 26-18 Q = Q1 + Q2 = 16.27 + 4.58 = 20.86
through 26-22) Lh × Q 25 × 20.86
= = 1.07 >1 LOS is F
La 600
23. Capacity per lane For EB – TH:
group (for v/c ratio c = s (g/C) = 3573*(0.32) = 1143 veh/h
check) For EB – L:
Capacities of protected and permitted phase are summed to obtain
lane group capacity:
26-148
c= 90 + 73= 163 veh/h
24. Saturation flow The saturation flow rate for protected-plus-permitted left turn is
rate for protected and calculated from the left-turn lane group capacity and green ratio.
permitted left-turn For EB – L:
lane groups c = 163 veh/h
g/C = 0.06+ 0.32 = 0.38
Therefore,
c 163
s= = ⇒ s = 429veh / h
g / C 0.38
25. Check v/c ratio For SB – L:
for lane groups v/c = 663/630=1.05 > 1 therefore, SB left: LOS F
26. Uniform delay For EB – TH:
2
(use Equation 16–11) ⎛ g⎞
0 .5 × C × ⎜ 1 − ⎟
⎝ C ⎠ = 0.5 × 100 × (1 − 0.32) = 34.00 sec/ veh
2
d1 =
⎡ g ⎤ 1 − [min(1, 1.06) × 0.32]
1 − ⎢min(1, X ) ⎥
⎣ C⎦
For EB – L:
Use supplemental uniform delay worksheet for left turns from
exclusive lanes with protected and permitted phases.
d1 = 27.60 sec/veh
27. Incremental delay For EB – TH:
(use Equation 16 – ⎡ 8KIX ⎤
12) d 2 = 900T ⎢( X − 1) + ( X − 1) 2 + ⎥
⎣ cT ⎦
⎡ 8 × 0.5 × 1 × 1.06 ⎤
= 900 × 0.25 × ⎢(1.06 − 1) + (1.06 − 1) 2 + ⎥
⎣ 1143 × 0.25 ⎦
= 28.16 sec/ veh
28. Proportion of For EB – TH:
P = RP × = 1.0 × 0.32 ⇒ P = 0.32
16-12)
29. Progression For Arrival Type 3: PF = 1.000
adjustment factor
(use Exhibit 16-12)
30. Movement delay For EB – TH:
d=d1(PF)+d2+d3 = 34.00*(1.00)+28.16 = 62.16 sec/veh
31. O-D delay For movement E which is the EB – L:
D = 127.62 sec/veh
32. LOS EB – L movement has v/c ratio 1.21>1.0 therefore O-D movement
that corresponds to EB-L movement has LOS F.
Thus, LOS for O-D movement E is F.
26-149
SPUI INPUT WORKSHEET (1)
Analyst Alexandra Kondyli Interchange University Drive / I-99
0%
grade = _________ 0%
grade = _________
= Pedestrian Button
= Lane Width
= Through
630
2%
grade = _________ = Right
210
= Left
120
200 ft 837
350 = Through + Right
188
200 ft
1150 = Left + Through
403
2% 80 218 = Left + Right
grade = _________
University Drive
_____________
Street
I-99
_____________
Freeway
0%
grade = _________ 0%
grade = _________
SPUI
Freeway
C G
E D
I
F B
H A Arterial
26-150
SPUI OD AND TURNING MOVEMENTS WORKSHEET (2 - B)
Input Output
Volume Volume
OD Movement Turning Movement OD Movement
(veh/h) (veh/h)
A 218 L E 188
B 403 EB R F 80
C 120 TH I 1150
D 630 L H 350
E 188 WB R G 210
F 80 TH J 837
G 210 L A 218
H 350 R B 403
NB
I 1150 TH K 0
J 837 U Turn - -
K 0 L D 630
L 0 R C 120
SB
M - TH L 0
N - U Turn - -
26-151
SPUI SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
Phase Sequence Timing
G =6 s
Y =4 s
Φ1
AR = 4 s
G =32 s
Φ2 Y =4 s
AR = 4 s
G =38 s
Y =4 s
Φ3
AR = 4 s
G=
Y=
Φ4
AR =
G=
Y=
Φ5
AR =
G=
Y=
Φ6
AR =
Cycle Length = 100 s

Signal Information
EB WB NB SB
L TH R L TH R L TH R L TH R
Pretimed (P) or
actuated (A)
P P P P P P P P P P
(s)
2 2 2 2 2 2 2 2 2 2
green time, e (s)
2 2 2 2 2 2 2 2 2 2
Green time G(s) 6 32 32 38 6 32 32 38 38 6 38 6
g(s), g=G-l1+e
6 32 32 38 6 32 32 38 38 6 38 6
Min. timing for
pedestrians Gp (s)
- - - -
26-152
SPUI VOLUME ADJUSTMENT WORKSHEET (4)
EB WB NB SB
L TH R L TH R LT TH R LT TH R
Volume, V (veh/h) 188 1150 80 350 837 210 218 403 630 120
Peak-hour factor,
0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
PHF
Adjusted flow rate,
198 1211 84 368 881 221 229 424 663 126
vP =V/PHF (veh/h)
Lane group

198 1211 84 368 881 221 229 424 663 126
Proportion of LT or
1.00 - 0.06 1.00 - 0.15 1.00 - 1.00 1.00 - 1.00
RT (PLT or PRT)
% heavy vehicle, %
3 3 3 3 3 3 0 0 0 0
HV
Arrival type, AT 3 3 3 3 3 3 3 3 3 3
Lane width, (ft) 11 11 11 11 11 11 11 11 11 11
Grade, (%) 2 2 2 2 2 2 0 0 0 0
Approach pedestrian
0 0 0 0 0 0 0 0 0 0
volume, vped (p/h)
Approach bicycle
(bicycles/h)
Parking maneuvers,
0 0 0 0
Nm (maneuvers/h)
Bus stopping, NB
0 0 0 0
(buses/h)
OD Adjustment
vO-D (veh/h)
A NB - L 299
B NB - R 424
C SB - R 126
D SB - L 663
E EB - L 198
F EB - R 84
G WB - R 221
H WB - L 368
I EB - TH 1211
J WB - TH 881
K NB - TH 0
L SB - TH 0
M - -
N - -
26-153
SPUI SATURATION FLOW RATE WORKSHEET (5)
EB WB NB SB
Lane group

1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
so (pc/h/ln)
Number of lanes, N 1 1 2 1 1 1 2 1 1 1 1 1
Land width 0.96 0.96 0.96 0.96
7 7
0.967 0.967 7 7
0.967 0.967 0.967 0.967 0.967 0.967
adjustment, fw
Heavy-vehicle 0.97 0.97 0.97 0.97
1 1
0.971 0.971 1 1
0.971 0.971 1 1 1 1
adjustment, fhv
Grade adjustment, fg 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 1 1 1 1
Parking adjustment,
1 1 1 1 1 1 1 1 1 1 1 1
fp
Bus Blockage
1 1 1 1 1 1 1 1 1 1 1 1
adjustment, fbb
Area type
1 1 1 1 1 1 1 1 1 1 1 1
adjustment, fa
Lane Utilization
1 1 1 1 1 1 1 1 1 1 1 1
adjustment, fLU
Left-turn adjustment, 0.14 0.12
0.95
5
1 1 0.95
5
1 1 0.95 1 0.95 1
fLT
Right-turn
1 1 1 0.992 1 1 1 0.980 1 0.85 1 0.85
adjustment, fRT
Left-turn ped/bike
1 1 1 1 1 1 1 1 1 1 1 1
adjustment, fLpb
Right-turn ped/bike
1 1 1 1 1 1 1 1 1 1 1 1
adjustment, fRpb
Turn radius 0.93 0.93 0.93 0.93
0 0
1 0.899 0 0
1 0.899 0.899 0.899 0.899 0.899
adjustment, fR
9 9
1.012 0.941 0 0
0.990 0.953 0.974 0.987 1.057 0.950
adjustment, fv
Adjusted saturation
1496 229 3573 1494 1529 201 3494 1512 1527 1386 1658 1333
flow, s (veh/h)
Note: For permitted left turns, the left-turn adjustment factor fLT is calculated according to the respective supplemental worksheets (Chapter
16).
26-154
SPUI CAPACITY AND LOS DETERMINATION WORKSHEET (6)
EB WB NB SB
Lane group
Initial queue per

lane at the start of 0 0 0 0 0 0 0 0 0 0 0 0
analysis, QbL
Number of lanes, N 1 1 2 1 1 1 2 1 1 1 1 1
Adjusted flow rate, v
90 108 1211 84 92 277 881 221 229 424 663 126
(veh/h)
Flow rate per lane,
90 108 605 84 92 277 441 221 229 424 663 126
vl (veh/h/ln)
Saturation flow rate, 152
1496 229 3573 1494 201 3494 1512 1527 1386 1658 1333
s (veh/h) 9

152
per lane, sl 1496 229 1786 1494 9
201 1747 1512 1527 1386 1658 1333
(veh/h/ln)
Flow ratio, vl / sl 0.06 0.47 0.34 0.06 0.90 1.37 0.25 0.15 0.15 0.31 0.40 0.09
6 32 32 38 6 32 32 38 38 6 38 6
g(s)
Green ratio, g/C 0.06 0.32 0.32 0.38 0.06 0.32 0.32 0.38 0.38 0.06 0.38 0.06
(veh/h/ln), 90 73 572 568 92 64 559 574 580 83 630 80
cl = sl (g/C)
v/c ratio, Xl = vl / cl 1.00 1.48 1.06 0.15 1.00 4.30 0.79 0.38 0.40 5.10 1.05 1.58
Upstream filtering
1 1 1 1 1 1 1 1 1 1 1 1
factor, I
Platoon ratio, Rp 1 1 1 1 1 1 1 1 1 1 1 1
Effects of
progression
1 1 1 1 1 1 1 1 1 1 1 1
adjustment factor,
PF2
First-term queued 2.49 3.00 16.81 1.54 2.55 7.68 11.13 4.46 4.65 11.78 18.42 3.51
vehicles, Q1
Second-term 0.23 0.20 0.83 0.83 0.23 0.18 0.82 0.83 0.84 0.22 0.89 0.21
Second-term
26.7
adjustment vehicles, 1.60 4.90 10.31 0.14 1.63
7 2.59 0.52 0.54 42.90 10.90 6.32
Q2
Average number of
34.4
queued vehicles, 4.09 7.91 27.12 1.68 4.18
5 13.72 4.97 5.19 54.68 29.33 9.82
Q = Q1+Q2
Average queue
25 25 25 25 25 25 25 25 25 25
spacing, Lh (ft)
Available queue
200 600 600 200 600 600 600 600 600 600
storage, La (ft)
Average queue
storage ratio, 0.79 1.13 0.07 3.49 0.57 0.21 0.22 2.28 1.22 0.41
RQ = (LhQ) / La
Check storage
ratio RQ:
F F F F
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-155
V/C for Lane Groups
EB WB NB SB
Lane group
Adjusted flow rate,

198 1211 84 368 881 221 229 424 663 126
v (veh/h)
Saturation flow
429 3573 1494 411 3494 1512 1527 1386 1658 1333
rate, s (veh/h)
Green ratio, g/C 0.38 0.32 0.38 0.38 0.32 0.38 0.38 0.06 0.38 0.06
Capacity, c
163 1143 568 156 1118 574 580 83 630 80
(veh/h), c=s (g/C)
v/c ratio, X = v/c 1.21 1.06 0.15 2.36 0.79 0.38 0.40 5.10 1.05 1.58
Check V/C:
If V/C >1, LOS of F F F F F F
entire OD is F
Uniform Delay, d1
27.60 34.00 20.37 29.11 30.92 22.51 22.62 47.00 31.00 47.00
(sec/veh)
Incremental delay
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
calibration, k
Incremental delay, 1847. 264.4
100.02 28.16 0.03 612.94 0.37 0.12 0.13 26.81
d2 (sec/veh) 15 4
Initial queue
delay, d3 0 0 0 0 0 0 0 0 0 0
(sec/veh)
Proportion of
on green, P
Progression
adjustment factor, 1 1 1 1 1 1 1 1 1 1
PF
Control delay, d
1894. 311.4
(sec/veh) 127.62 62.16 20.40 642.05 31.29 22.63 22.75 57.81
15 4
d=d1(PF)+d2+d3
Corresponding turning movements
for delay calculation
A (NB – L) 22.75 B
B (NB – R) 1894.15 F
C (SB – R) 311.44 F
D (SB – L) 57.81 F
E (EB – L) 127.62 F
F (EB – R) 20.40 B
G (WB – R) 22.63 B
H (WB – L) 642.05 F
I (EB – TH) 62.16 F
J (WB – TH) 31.29 B
K (NB – TH) - -
L (SB – TH) - -
M - - -
N - - -
26-156
SUPPLEMENTAL WORKSHEET FOR PERMITTED LEFT TURNS
OPPOSED BY MULTILANE APPROACH
General Information
Project Description SPUI Interchange: University Drive / I-99
Input
EB WB NB SB
Cycle length, C (s) 100
Total actual green time for LT lane group,1 G (s) 32 32
Effective permitted green time for LT lane group,1 g (s) 32 32
Opposing green interval, go (s) 32 32
Number of lanes in LT lane group,2 N 1 1
Number of lanes in opposing approach, No 2 2
Adjusted LT flow rate, vLT (veh/h) 198 368
Proportion of LT volume in LT lane group, 3 PLT 1.0 1.0
Adjusted flow rate for opposing approach, vo (veh/h) 881 1211
Lost time for LT group, tL 2 2
Computation
LT volume per cycle, LTC = vLTC/3600 5.50 10.23
Opposing lane utilization factor, fLuo (refer to Volume
Adjustment and Saturation Flow Rate Worksheet) 1 1
Opposing flow per lane, per cycle
voC 12.24 16.81
vok = (veh/C/ln)
3600N o f LUo
–0.882(LTC0.629)
gf = G[e ] – tL gf ≤ g (except exclusive
left-turn lanes)1, 4 0 0
Opposing platoon ratio, Rpo (refer to Exhibit 16-11) 1 1
Opposing queue ratio, qro = max[1 – Rpo(go/C), 0] 0.68 0.68
v olc qro
gq = - t L , v olc (1 − qro ) / g o ≤ 0.49
0.5 − [v olc (1 − qro ) / g o ] 18.03 30.45
(not case specific parameters)1
gu = g – gq if gq ≥ gf, or
gu = g – gf if gq < gf 13.97 1.55
EL1 (refer to Exhibit C16-3) 3 4.05
⎡ ( N − 1) g ⎤
PL = PLT ⎢1 + ⎥
⎣⎢ ( g f + g u / E L1 + 4.24) ⎦⎥ 1 1
(except with multilane subject approach)5
fmin= 2(1 + PL)/g 0.125 0.125
⎡ 1 ⎤
fm = [gf/g] + [gu/g]⎢ ⎥ , (f min = f m = 1.00) 0.145 0.125
⎣1 + PL ( E L − 1) ⎦
fLT = [fm + 0.91(N – 1)]/N (except for permitted
left turns)6
0.145 0.125
Notes
1. Refer to Exhibits C16-4, C16-5, C16-6, C16-7, and C16-8 for case-specific parameters and adjustment factors.
2. For exclusive left-turn lanes, N is equal to the number of exclusive left-turn lanes. For shared left-turn lanes, N is equal to the
sum of the shared left-turn, through, and shared right-turn (if one exists) lanes in that approach.
3. For exclusive left-turn lanes, PLT = 1.
4. For exclusive left-turn lanes, gf = 0, and skip the next step. Lost time, tL, may not be applicable for protected-permitted case.
5. For a multilane subject approach, if PL ≥ 1 for a left-turn shared lane, then assume it to be a de facto exclusive left-turn lane and
redo the calculation.
6. For permitted left turns with multiple exclusive left-turn lanes fLT = fm.
26-157
SUPPLEMENTAL UNIFORM DELAY WORKSHEET FOR LEFT TURNS FROM EXCLUSIVE
LANES WITH PROTECTED AND PERMITTED PHASES
General Information
Project Description SPUI Interchange : University Drive / I-99
v/c Ratio Computation

EB WB NB SB
Cycle length, C (s) 100
Protected phase eff. green interval, g (s) 6 6
Opposing queue effective green interval, gq (s) 18.03 30.45
Unopposed green interval, gu (s) 13.97 1.55
Red time, r (s)
r = C – g – gq – gu 62 62
Arrival rate, qa (veh/s)
v 0.045 0.043
qa = 3600 * max(X, 1.0)
Protected phase departure rate, sp (veh/s)
s 0.415 0.425
sp = 3600
Permitted phase departure rate, ss (veh/s)
s(gq + gu) 0.146 1.154
ss = (g * 3600)
u
If leading left (protected + permitted)
qa(gq + gu)
v/c ratio, Xperm = ss gu
If lagging left (permitted + protected) 0.712 0.776
qa(r + gq + gu)
v/c ratio, Xperm = ss gu
If leading left (protected + permitted)
qa(r + g)
v/c ratio, Xprot = s g
p 1.235 1.157
If lagging left (permitted + protected)
v/c ratio, Xprot is N/A
Uniform Queue Size and Delay Computations
Queue at beginning of green arrow, Qa 2.808 2.689
Queue at beginning of unsaturated green, Qu 1.403 1.721
Residual queue, Qr 0.587 0.401
Uniform delay, d1 27.60 29.11
Uniform Queue Size and Delay Equations
Case Qa Qu Qr d1
If Xperm ≤ 1.0 & Xprot ≤ 1.0 1 qar qagq 0 [0.50/(qaC)][rQa + Qa2/(sp– qa) + gqQu + Qu2/(ss – qa)]
If Xperm ≤ 1.0 & Xprot > 1.0 2 qar Qr + qagq Qa – g(sp – qa) [0.50/(qaC)][rQa + g(Qa + Qr) + gq(Qr + Qu) + Qu2/(ss – qa)]
If Xperm > 1.0 & Xprot ≤ 1.0 3 Qr + qar qagq Qu – gu(ss – qa) [0.50/(qaC)][gqQu + gu(Qu + Qr) + r(Qr + Qa) + Qa2/(sp– qa)]
If Xperm ≤ 1.0 (lagging lefts) 4 0 qa (r + gq) 0 [0.50/(qaC)][(r + gq)Qu + Qu2/(ss – qa)]
If Xperm > 1.0 (lagging lefts) 5 Qu – gu (ss – qa) qa (r + gq) 0 [0.50/(qaC)][(r + gq)Qu + gu(Qu + Qa) + Qa2/(sp – qa)]
26-158
EXAMPLE PROBLEM 6
The Interchange
The interchange to be built will be located at the junction of freeway I-99 (SB/NB) and
University Dr. (EB/WB), in an urban area. The Interchange Type Selection Methodology
is used. In this example the O-D demand information is shown on the Input Worksheet
(1)
The Question
Which interchange type is likely to operate better under the given demands?
The Facts
√Arterials have two-lane approaches with a single left-turn lane
√ Freeway ramps have two-lane approaches
√ Channelized right turns are in addition to the main ramp lanes
Comments
√ Assume base saturation flow rate = 1,800 pc/h/ln for the SPUI. For all other types
assume base saturation flow rate = 1,700 pc/h/ln for left turns and 1,800 pc/h/ln for
through and right turns.
26-159
Steps
1. Map O-D movements OD demands are given in Worksheet 1.
into phase movements The O-D movement D is 550 veh/h
(use Exhibit 26-24) The O-D movement C is 400 veh/h
The O-D movement N is 10 veh/h
Thus the O-D demand for NEMA phase 4 for the TUDI or CUDI is:
Signalized right turns: V4= D+ C+ N = 550 + 400 + 10 = 960 veh/h
Channelized right turns: V4= D+ N = 550 + 10 = 560 veh/h
2. Input saturation flow The saturation flow rate per lane is added onto the respective worksheet
rate and distance of each intersection type (Worksheets 3 – 10), along with the distance
between signalized between the intersections. For default values of saturation flow rate per
intersections for each lane use Exhibit 26-23. Valid ranges of distance between intersections
interchange type (use are shown on Exhibit 26-30.
Worksheets 3 – 10)
3. Compute critical flow The critical flow ratio equations differ by interchange type. The critical
ratios for each flow ratio of each interchange type is calculated based on the respective
interchange type (use O-D movement volumes calculated in step 1.
Worksheets 3 – 10)
3.1 Compute critical flow For channelized right turns:
ratios for SPUI (use The critical flow ratio for the arterial movements, A is
equation 26-30) ⎡⎛ v1 v 2 ⎞ ⎛ v5 v 6 ⎞⎤
A = max⎢⎜⎜ + ⎟⎟ ; ⎜⎜ + ⎟⎟⎥ = max[0.269,0.306] = 0.306
⎣⎢⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n5 s 6 n 6 ⎠⎥⎦
The critical flow ratio for the ramp movements, R is
⎡⎛ v ⎞ ⎛ v7 ⎞⎤
⎟⎟⎥ = max[0.111,0.156 ] = 0.156
v v
R = max ⎢⎜⎜ 3 + 4 ⎟⎟ ; ⎜⎜ + 8
⎢⎣⎝ s 3 n3 s 4 n 4 ⎠ ⎝ s 7 n 7 s 8 n8 ⎠⎥⎦
The sum of critical flow ratios Yc is:
Yc = 0.306 + 0.156 = 0.461
For signalized right turns:
Yc = 0.368 + 0.350 = 0.718
ratios for TUDI The distance between the two intersections is 300 ft, therefore, the
default value of the effective flow ratio for the concurrent phase when
dictated by travel time is yt = 0.070.
The effective flow ratios for concurrent phases 3 and 7 are:
⎡ v ⎤ ⎡ v ⎤
y3 = min ⎢ 4 ; yt ⎥ = 0.070 , y 7 = min ⎢ 8 ; yt ⎥ = 0.070
⎣ s 4 n4 ⎦ ⎣ s8 n8 ⎦
The critical flow ratio for the arterial movements, A is
⎡⎛ v v ⎞ ⎛ v ⎞⎤
A = max ⎢⎜⎜ 2 + 4 − y 3 ⎟⎟ ; ⎜⎜ 5 + y 7 ⎟⎟⎥ = 0.294
⎣⎢⎝ s 2 n 2 s 4 n 4 ⎠ ⎝ s 5 n5 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v v ⎞⎤
R = max ⎢⎜⎜ 1 + y3 ⎟⎟ ; ⎜⎜ 6 + 8 − y 7 ⎟⎟⎥ = 0.315
⎣⎝ s1 n1 ⎠ ⎝ s6 n6 s8 n8 ⎠⎦
Yc = 0.294 + 0.315 = 0.609
26-160
Yc = 0.461 + 0.474 = 0.935
ratios for CUDI The flow ratios for phases 2 and 6 with consideration of prepositioning
are:
⎡⎛ v ⎞ ⎛ v5 ⎞⎤ ⎡⎛ v ⎞ ⎛ v1 ⎞⎤
y 2 = max ⎢⎜ 2 ⎟;⎜ ⎟⎟⎥ = 0.208 , y 6 = max ⎢⎜ 8 ⎟;⎜ ⎟⎟⎥ = 0.208
⎢⎣⎜⎝ s 2 n 2 ⎟ ⎜ s2 ⎢⎣⎜⎝ s 8 n8 ⎟ ⎜ s6
⎠ ⎝ ⎠⎥⎦ ⎠ ⎝ ⎠⎥⎦
The critical flow ratio for the arterial movements, A is
⎡⎛ v ⎞ ⎛ v ⎞⎤
A = max⎢⎜⎜ 1 + y 2 ⎟⎟ ; ⎜⎜ 5 + y 6 ⎟⎟⎥ = 0.332
⎣⎢⎝ s1 n1 ⎠ ⎝ s 5 n5 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v8 ⎞⎤
R = max ⎢⎜⎜ 4 ⎟⎟ ; ⎜⎜ ⎟⎟ ⎥ = 1.556
⎣⎢⎝ s 4 n 4 ⎠ ⎝ s 8 n8 ⎠ ⎦⎥
Yc = 0.332 + 1.556 = 0.487
Yc = 0.373 + 0.267 = 0.639
ratios for CDI The critical flow ratio for the arterial movements at intersection I, AI is:
⎡⎛ v v ⎞ ⎛ v5 v ⎞⎤
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ + 6 ⎟⎟⎥ = 0.333
⎣⎢⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n5 s 6 n6 ⎠⎦⎥
The critical flow ratio for the ramp movements at intersection I, RI is:
⎡⎛ v ⎞ ⎛ v8 ⎞⎤
R I = max ⎢⎜ 4 ⎟;⎜ ⎟⎟⎥ = 0.165
⎜ ⎟ ⎜s n
⎣⎢⎝ s 4 n4 ⎠ ⎝ 8 8 ⎠⎦⎥
The sum of critical flow ratios at intersection I, Yc,I is:
Yc,I = 0.333 + 0.165 = 0.498
The sum of critical flow ratios at intersection II, Yc,II is:
Yc,II = 0.368 + 0.118 = 0.485
The maximum sum of critical flow ratios Yc is Yc = max[Yc , I ; Yc , II ] = 0.498
Yc,I = 0.373 + 0.282 = 0.655 and Yc,II = 0.430 + 0.221 = 0.651
ratios for Parclo A- The critical flow ratio for the arterial movements at intersection I, AI is:
4Q ⎡⎛ v1 v 2 ⎞ ⎛ v5 v 6 ⎞⎤
AI = max ⎢⎜⎜ + ⎟⎟ ; ⎜⎜ + ⎟⎟⎥ = 0.333
⎢⎣⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n5 s 6 n 6 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v8 ⎞⎤
R I = max ⎢⎜ 4 ⎟;⎜ ⎟⎟⎥ = 0.282
⎜ ⎟ ⎜s n
⎣⎢⎝ s 4 n4 ⎠ ⎝ 8 8 ⎠⎦⎥
Yc,I = 0.333 + 0.282 = 0.616
Yc,II = 0.333 + 0.111 = 0.444
26-161
Yc,I = 0.385 + 0.282 = 0.667 and Yc,II = 0.364 + 0.208 = 0.572
ratios for Parclo A- The critical flow ratio for the arterial movements at intersection I, AI is:
2Q ⎡⎛ v1 v 2 ⎞ ⎛ v5 v 6 ⎞⎤
AI = max ⎢⎜⎜ + ⎟⎟ ; ⎜⎜ + ⎟⎟⎥ = 0.451
⎣⎢⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n5 s 6 n 6 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v8 ⎞ ⎤
RI = max ⎢⎜ 4 ⎟;⎜ ⎟ = 0.165
⎢⎣⎜⎝ s 4 n4 ⎟ ⎜ s n ⎟⎥⎥
⎠ ⎝ 8 8 ⎠⎦
Yc,I = 0.451 + 0.165 = 0.616
Yc,II = 0.452 + 0.111 = 0.563
Yc,I = 0.502 + 0.282 = 0.785 and Yc,II = 0.430 + 0.221 = 0.651
ratios for Parclo B- The critical flow ratio for the arterial movements at intersection I, AI is:
4Q ⎡⎛ v1 v2 ⎞ ⎛ v5 v6 ⎞⎤
AI = max ⎢⎜⎜ + ⎟⎟ ; ⎜⎜ + ⎟⎟⎥ = 0.333
⎢⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v8 ⎞⎤
R I = max ⎢⎜ 4 ⎟;⎜ ⎟⎟⎥ = 0.000
⎢⎣⎜⎝ s 4 n 4 ⎟ ⎜ s 8 n8
⎠ ⎝ ⎠⎥⎦
Yc,I = 0.333 + 0.000 = 0.333
Yc,II = 0.368 + 0.000 = 0.368
Yc,I = 0.373 + 0.000 = 0.373 and Yc,II = 0.430 + 0.000 = 0.430
ratios for Parclo B- The critical flow ratio for the arterial movements at intersection I, AI is:
2Q ⎡⎛ v1 v 2 ⎞ ⎛ v5 v 6 ⎞⎤
AI = max ⎢⎜⎜ + ⎟⎟ ; ⎜⎜ + ⎟⎟⎥ = 0.333
⎣⎢⎝ s1 n1 s 2 n 2 ⎠ ⎝ s 5 n 5 s 6 n 6 ⎠⎦⎥
⎡⎛ v ⎞ ⎛ v8 ⎞⎤
R I = max ⎢⎜ 4 ⎟;⎜ ⎟⎟⎥ = 0.111
⎢⎣⎜⎝ s 4 n 4 ⎟ ⎜s n
⎠ ⎝ 8 8 ⎠⎥⎦
Yc,I = 0.333 + 0.111 = 0.444
26-162
Yc,II = 0.368 + 0.103 = 0.471
Yc,I = 0.373 + 0.111 = 0.484 and Yc,II = 0.430 + 0.103 = 0.533
4 Compute interchange The interchange control delay for Parclo A-2Q is:
delay for all With signalized right turns:
interchange types ⎛ Y ⎞
(use Exhibit 26-30) d I = 19.1 + [8.3 − 0.011(D − 800 )] × ⎜⎜ c ⎟⎟ =
⎝ 1 − Yc ⎠
⎛ 0.785 ⎞
19.1 + [8.3 − 0.011(850 − 800 )] × ⎜ ⎟ = 47.350 s / veh
⎝ 1 − 0.785 ⎠
With channelized right turns:
⎛ Y ⎞
d I = 19.1 + [8.3 − 0.009(S − 800 )] × ⎜⎜ c ⎟⎟ =
⎝ 1 − Yc ⎠
⎛ 0.616 ⎞
19.1 + [8.3 − 0.009(850 − 800 )] × ⎜ ⎟ = 28.953s / veh
⎝ 1 − 0.616 ⎠
5 Compare the - All right-turn alternatives which are channelized produce lower
interchange delay delays than the signalized right-turn alternatives.
results for all types of - Comparing the types of interchanges, the Parclo B-4Q
interchanges configuration results in lower interchange delay than all other
options.
- The worst alternative seems to be the TUDI, which produces
highest delays. The short distance between intersections, and the
heavy left-turn movements are responsible for the high delays in
this interchange.
6 Fine-Tuning Assuming no restrictions on the interchange spacing, the Parclo B-4Q

can be considered as the most efficient configuration.
Therefore, assuming channelized right turns, delay computations could
be re-run for different distances between the intersections within the
range values (1000 ft-1400 ft).
26-163
INTERCHANGE TYPE SELECTION METHODOLOGY INPUT WORKSHEET (1)
Analyst Alexandra Kondyli Interchange University Driver / I-99
Agency or Company Area Type CBD Other
Analysis Time Period PM peak hour Analysis Year 2005
Origin Destination Demands
Freeway
C D
N
L
G
E J
I
H
F
Arterial
K
M
A B
Directional Design Hourly Volumes

OD Movement Volume, V (veh/h)
A 400
B 350
C 400
D 550
E 150
F 200
G 225
H 185
I 600
J 800
K 2500
L 3200
M 0
N 10
26-164
INTERCHANGE TYPE SELECTION METHODOLOGY
OD AND PHASE MOVEMENTS WORKSHEET (2)
OD Mapping into Phase Movements (use Exhibit 26-24)
Signalized Right Turns
Type of NEMA Phase Movement Volume, V (veh/h)
SPUI 185 800 400 400 150 1025 560 350
TUDI /CUDI 185 950 - 960 210 1210 - 750
CDI (I) 185 950 - 960 - 1200 - -
CDI (II) - 1150 - - 160 1210 - 750
Parclo
A-4Q (I)
- 750 - 960 - 1385 - -
Parclo
A-4Q (II)
- 1310 - - - 985 - 750
Parclo
A-2Q (I)
- 750 - 960 200 1385 - -
Parclo
A-2Q (II)
225 1310 - - - 985 - 750
Parclo
B-4Q (I)
185 950 - - - 1200 - -
Parclo
B-4Q (II)
- 1150 - - 160 1210 - -
Parclo
B-2Q (I)
185 950 - - - 1200 - 400
Parclo
B-2Q (II)
- 1150 - 350 160 1210 - -
Channelized Right Turns
SPUI 185 600 400 0 150 800 560 0
TUDI /CUDI 185 750 - 560 210 985 - 400
CDI (I) 185 750 - 560 - 1200 - -
CDI (II) - 1150 - - 160 985 - 400
Parclo
A-4Q (I)
- 750 - 560 - 1200 - -
Parclo
A-4Q (II)
- 1150 - - - 985 - 400
Parclo
A-2Q (I)
- 750 - 560 200 1200 - -
Parclo
A-2Q (II)
225 1150 - - - 985 - 400
Parclo
B-4Q (I)
185 750 - - - 1200 - -
Parclo
B-4Q (II)
- 1150 - - 160 985 - -
Parclo
B-2Q (I)
185 750 - - - 1200 - 400
Parclo
B-2Q (II)
- 1150 - 350 160 985 - -
26-165
SPUI – CRITICAL FLOW RATIO WORKSHEET (3)
NEMA Movement Numbering
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N 1 2 2 1 1 2 2 1
Saturation flow rate per
lane, sl (veh/h/ln)
1800 1800 1800 1800 1800 1800 1800 1800
Distance between the
two ramps D (ft)
275
Critical Flow Ratio
Signalized Right Turns Channelized Right Turns
Critical flow ratio for the arterial movements, A
⎡⎛ v v ⎞⎛ v v ⎞⎤ 0.368 0.306
A = max⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎢⎝ 1 1
s n s 2 2 ⎠ ⎝ 5 5
n s n s ⎥
6 n6 ⎠ ⎦
Critical flow ratio for the ramp movements, R

⎡⎛ v v ⎞ ⎛ v7 v ⎞⎤ 0.350 0.156
R = max ⎢⎜⎜ 3 + 4 ⎟⎟ ; ⎜⎜ + 8 ⎟⎟⎥
⎣⎢⎝ 3 3
s n s 4 n4 ⎠ ⎝ 7 7s n s 8 n8 ⎠⎦⎥
Sum of critical flow ratios, Yc, Yc = A + R 0.718 0.461
Note: Use Exhibit 26-23 for saturation flow rate default values
26-166
TUDI – CRITICAL FLOW RATIO WORKSHEET (4)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N 1 2 - 2 1 2 - 2
lane, sl (veh/h/ln)
1700 1800 - 1800 1700 1800 - 1800
two intersections D (ft)
300
Critical Flow Ratio
Effective flow ratio for the concurrent phase
when dictated by travel time, yt
0.070 0.070
Effective flow ratio for concurrent phase 3, y3,
⎡ v ⎤ 0.070 0.070
y 3 = min ⎢ 4 ; y t ⎥
⎣ s 4 n4 ⎦
⎡ v ⎤ 0.070 0.070
y 7 = min ⎢ 8 ; y t ⎥
⎣ s 8 n8 ⎦
⎡⎛ v v ⎞ ⎛ v ⎞⎤ 0.461 0.294
A = max ⎢⎜⎜ 2 + 4 − y 3 ⎟⎟ ; ⎜⎜ 5 + y 7 ⎟⎟⎥
⎣⎢⎝ s 2 n 2 s 4 n 4 ⎠ ⎝ s 5 n5 ⎠⎦⎥
⎡⎛ v ⎞ ⎛ v v ⎞⎤ 0.474 0.315
R = max⎢⎜⎜ 1 + y3 ⎟⎟ ; ⎜⎜ 6 + 8 − y7 ⎟⎟⎥
⎣⎝ s1 n1 ⎠ ⎝ s6 n6 s8 n8 ⎠⎦
Note:
Distance between the two
Recommended values for yt: Default value yt
intersections D (ft)
200 0.050
300 0.070
400 0.085
26-167
CUDI – CRITICAL FLOW RATIO WORKSHEET (5)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
1700 1800 - 1800 1700 1800 - 1800
700
Critical Flow Ratio
Flow ratio for phase 2 with consideration of
prepositioning, y2,
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.264 0.208
y2 = max ⎢⎜ 2 ⎟ ; ⎜⎜ 5 ⎟⎟⎥
⎜ ⎟
⎣⎢⎝ s2 n2 ⎠ ⎝ s2 ⎠⎦⎥
prepositioning, y6,
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.208 0.208
y6 = max ⎢⎜ 8 ⎟ ; ⎜⎜ 1 ⎟⎟⎥
⎢⎣⎜⎝ s8 n8 ⎟⎠ ⎝ s6 ⎠⎥⎦
⎡⎛ v ⎞⎛ v ⎞⎤ 0.373 0.332
A = max⎢⎜⎜ 1 + y2 ⎟⎟ ; ⎜⎜ 5 + y6 ⎟⎟⎥
⎢⎣⎝ s1 n1 ⎠ ⎝ s5 n5 ⎠⎥⎦
⎡⎛ v ⎞ ⎛ v8 ⎞⎤ 0.267 0.156
R = max ⎢⎜⎜ 4 ⎟⎟ ; ⎜⎜ ⎟⎟⎥
⎢⎣⎝ s 4 n 4 ⎠ ⎝ s 8 n8 ⎠⎥⎦
26-168
CDI – CRITICAL FLOW RATIO WORKSHEET (6)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
1700 1800 - 1700 1700 1800 - 1700
1100
Critical Flow Ratio
Critical flow ratio for the arterial movements at
intersection I, AI
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.373 0.333
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
Critical flow ratio for the ramp movements at
intersection I, RI
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.282 0.165
RI = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Sum of critical flow ratios at intersection I, Yc, I
Yc, I = AI + RI
0.655 0.498
intersection II, AII
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.430 0.368
AII = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
intersection II, RII
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.221 0.118
RII = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Sum of critical flow ratios at intersection II, Yc, II
Yc, II = AII + RII
0.651 0.485
Maximum sum of critical flow ratios, Yc,
Yc = max[Yc ,I ; Yc ,II ] 0.655 0.498
26-169
PARCLO A-4Q – CRITICAL FLOW RATIO WORKSHEET (7)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N - 2 - 2 - 2 - 2
lane, sl (veh/h/ln)
- 1800 - 1700 - 1800 - 1800
850
Critical Flow Ratio
intersection I, AI
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.385 0.333
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
intersection I, RI
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.282 0.282
RI = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, I = AI + BI
0.667 0.616
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.364 0.333
AII = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.208 0.111
RII = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, II = AII + RII
0.572 0.444
Yc = max[Yc ,I ; Yc ,II ] 0.667 0.616
26-170
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
1700 1800 - 1700 1700 1800 - 1800
850
Critical Flow Ratio
intersection I, AI
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.502 0.451
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
intersection I, RI
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.282 0.165
RI = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, I = AI + RI
0.785 0.616
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.430 0.452
AII = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.221 0.111
RII = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, II = AII + RII
0.651 0.563
Yc = max[Yc ,I ; Yc ,II ] 0.785 0.616
26-171
PARCLO B-4Q – CRITICAL FLOW RATIO WORKSHEET (9)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N 1 2 - 2 1 2 - -
lane, sl (veh/h/ln)
1700 1800 - 1700 1700 1800 - -
1200
Critical Flow Ratio
intersection I, AI
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.373 0.333
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
intersection I, RI
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.000 0.000
RI = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, I = AI + RI
0.373 0.333
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.430 0.368
AII = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.000 0.000
RII = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎢⎣⎜⎝ s 4 n4 ⎟⎠ ⎝ s8 n8 ⎠⎥⎦
Yc, II = AII + RII
0.430 0.368
Yc = max[Yc ,I ; Yc ,II ] 0.430 0.368
26-172
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
1700 1800 - 1700 1700 1800 - 1800
1200
Critical Flow Ratio
intersection I, AI
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.373 0.333
AI = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
intersection I, RI
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.111 0.111
RI = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎜ ⎟
⎣⎢⎝ s 4 n4 ⎠ ⎝ s8 n8 ⎠⎦⎥
Sum of critical flow ratios at intersection I, Yc,I
Yc,I = AI + RI
0.484 0.444
⎡⎛ v v ⎞ ⎛ v v ⎞⎤ 0.430 0.368
AII = max ⎢⎜⎜ 1 + 2 ⎟⎟ ; ⎜⎜ 5 + 6 ⎟⎟⎥
⎣⎝ s1 n1 s2 n2 ⎠ ⎝ s5 n5 s6 n6 ⎠⎦
⎡⎛ v ⎞ ⎛ v ⎞⎤ 0.103 0.103
RII = max ⎢⎜ 4 ⎟ ; ⎜⎜ 8 ⎟⎟⎥
⎜ ⎟
⎣⎢⎝ s 4 n4 ⎠ ⎝ s8 n8 ⎠⎦⎥
Sum of critical flow ratios at intersection II, Yc,II
Yc,II = AII + RII
0.533 0.471
Yc = max[Yc ,I ; Yc ,II ] 0.533 0.471
26-173
INTERCHANGE TYPE SELECTION METHODOLOGY DELAY DETERMINATION WORKSHEET (11)
Interchange Delay Determination
Interchange delay, dI (sec/veh)
Type of
Interchange
⎛ Y ⎞ ⎛ Y ⎞
SPUI d I = 15.1 + (0.01D + 16.0) × ⎜⎜ c ⎟⎟ 62.852 d I = 15.1 + (0.008 D + 5.9) × ⎜⎜ c ⎟⎟ 22.031
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
TUDI d I = 13.4 + 14.2 × ⎜⎜ c ⎟⎟ 217.662 d I = 13.4 + 12.8 × ⎜⎜ c ⎟⎟ 33.304
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
CUDI d I = 19.2 + [9.4 − 0.011(D − 700 )]× ⎜⎜ c ⎟⎟ 35.866 d I = 19.2 + [8.6 − 0.009(D − 700 )]× ⎜⎜ c ⎟⎟ 27.378
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
CDI d I = 17.1 + [5.0 − 0.011(D − 1100 )]× ⎜⎜ c ⎟⎟ 26.595 d I = 17.1 + [4.6 − 0.009(D − 1100 )]× ⎜⎜ c ⎟⎟ 21.664
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
Parclo A-4Q d I = 11.7 + [7.8 − 0.011(D − 800 )]× ⎜⎜ c ⎟⎟ 26.227 d I = 11.7 + [6.6 − 0.009(D − 800 )]× ⎜⎜ c ⎟⎟ 21.553
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
Parclo A-2Q d I = 19.1 + [8.3 − 0.011(D − 800 )]× ⎜⎜ c ⎟⎟ 47.350 d I = 19.1 + [8.3 − 0.009(D − 800 )]× ⎜⎜ c ⎟⎟ 28.953
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
Parclo B-4Q d I = 9.3 + [3.5 − 0.011(D − 1200 )]× ⎜⎜ c ⎟⎟ 11.943 d I = 9.3 + [3.4 − 0.009(D − 1200 )]× ⎜⎜ c ⎟⎟ 11.277
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
⎛ Y ⎞ ⎛ Y ⎞
Parclo B-2Q d I = 26.2 + [3.9 − 0.011(D − 1200 )]× ⎜⎜ c ⎟⎟ 30.654 d I = 26.2 + [3.2 − 0.009(D − 1200 )]× ⎜⎜ c ⎟⎟ 29.045
⎝ 1 − Yc ⎠ ⎝ 1 − Yc ⎠
26-174
V. REFERENCES
1. Elefteriadou, L., C. Fang, R. Roess, E. Prassas, J. Yeon, X. Cui, A. Kondyli, H.

Wang, and J. Mason Capacity and Quality of Service of Interchange Ramp
Terminals. Final Report, NCHRP Project 3-60, Pennsylvania State University,
University Park, PA, March 31, 2005.
2. Messer, Carroll J. and Bonneson, James A. Capacity of Interchange Ramp

Terminals. Final Report, NCHRP Project 3-47, Texas A & M Research
Foundation, College Station, TX, April 1997.
3. Bonneson, J., K. Zimmerman, and M. Jacobson, Review and Evaluation of

Interchange Ramp Design Considerations for Facilities Without Frontage Roads,
Research Report 0-4538-1, Cooperative Research Program, Texas Transportation
Insitute, The Texas A&M University System, College Station TX, 2004.
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APPENDIX A. TIMING CONSIDERATIONS FOR SIGNALIZED
TWO-INTERSECTION INTERCHANGES
The signalization of two closely spaced intersections with heavy turning movements
presents several major challenges. Most of these involve the queuing of vehicles
between the two intersections on the inside link, affecting operations as described earlier
in the chapter. In addition, for signalized diamond interchanges which involve heavy left-
turning movements, it is often necessary to provide multiphase signalization at both
intersections, which makes progression and platoon cohesion along the surface street
difficult to maintain.
Phasing Options
Signalized diamond interchanges usually employ integrated phasing – that is they use
a single, often semi-actuated controller for both intersections. Although there are several
sub-alternatives, the basic decision is whether to use a three-phase or a four-phase
system. The three-phase system provides a more efficient use of time, but can lead to
queuing problems on the inside link. The four-phase system is less efficient in use of time
but avoids most queuing problems. Both schemes are illustrated in Exhibit A26-1.
The basic three-phase scheme features a phase of through movements on the surface
street, a phase for movements from all inside links, and a phase for ramp movements. As
an alternative, Phases 2 and 3 shown in Exhibit A26-1 (a) can be switched. With the
three-phase scheme, problems may develop during Phase 3. Left-turning vehicles from
both ramps are entering the inside link and begin to queue at the downstream signal
during the phase, which is now red. If queuing can cause a problem, this scheme should
be avoided. The number of vehicles that will accumulate on the inside link can be
estimated by taking the effective green time for Phase 3 and applying an estimated
discharge rate for left-turning vehicles for each ramp. Given the number of lanes and the
length of the inside link, the general impact of queued vehicles (in each direction) can be
assessed. In the three-phase sequence of Exhibit A26-1, Phase 1 follows Phase 3 and
introduces another set of vehicles into the inside link. If Phases 2 and 3 are switched, a
phase discharging the inside link would follow and should help to reduce the impact of
the queues.
If it is clear that queuing on the inside link will be a regularly occurring problem in
the three-phase configuration, the four-phase option is a better choice. Each of the four
approaches from which interchange traffic originates is given a phase to clear the
interchange through both intersections with out stopping. Queuing is minimized because
vehicles do not enter the inside link while downstream vehicles are stopped from leaving
it. Although it constrains the negative impacts of queuing, a four-phase plan generally
decreases the effective green time per cycle (g/C) ratio for major movements, so that
expected delays are higher than for a three-phase plan – assuming in both cases that there
are no flow breakdowns due to queuing.
26-176
EXHIBIT A26-1. COMMON SIGNALIZATION SCHEMES FOR DIAMOND
INTERCHANGES
Three Phase Four Phase
Phase 1 Phase 1
Phase 2 Phase 2
Phase 3 Phase 3
Phase 4
(a) (b)
Exhibit A26-2 shows a four-phase plan with overlaps that is more efficient than the
simple four-phase plan. In Overlap Phases 1 and 4 of this plan, an opposing through
vehicle is allowed to enter the inside link during a phase in which it cannot exit the link.
The timing of these overlap phases is critical to proper operation and is related to the
ideal offset between the two diamond intersections. The initiation of Phase 2 with respect
to Phase 1 should be the ideal offset on the inside link in the eastbound direction, while
the initiation of Phase 5 with respect to Phase 4 should be the ideal offset on the inside
link in the westbound direction.
26-177
EXHIBIT A26-2. FOUR-PHASE PLAN WITH OVERLAPS FOR DIAMOND
INTERCHANGES
O v e rla p
P h a se 1 P h a se 2
P h a se 3 O v e rla p
P h a se 4
P h a se 5 P h a se 6
Exhibit A26-3 demonstrates six phasing schemes related to Parclos in 2 and 4

quadrants. The 4-quadrant partial cloverleaf interchanges allow all right-turning
movements to enter and exit the freeway directly, such that these movements need not be
signalized. The 2-quadrant options essentially turn two of these movements into left
turns from the arterial to the appropriate ramp, necessitating their control by the
signalization. In all of the 2-quadrant partial cloverleaves, a through/right-turn phase for
the arterial (a) is followed by a phase handling off-ramp traffic from the ramps involving
left-turns, and the non-conflicting right-turn movements from the arterial (b). The final
phase allows for protected left turns onto the appropriate ramps, while also allowing non-
conflicting right turns and the through movement from the inside arterial approaches to
proceed. Again, overlaps provide for efficiency as right turns from the arterial and
through movements from the inside arterial approach are handled in two of the three
phases.
Signalization of 4-quadrant partial cloverleaves is simplified. As only one left-
turn exists at each intersection, a two-phase signalization scheme can be implemented at
both of the intersections, as shown. With the 4-quadrant Parclo B interchange, once
through traffic at the downstream intersection has cleared the upstream intersection, it
never has to stop at the downstream intersection.
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EXHIBIT A26-3. COMMON SIGNALIZATION SCHEMES FOR PARCLO
INTERCHANGES
1 1 1 1
2 2
2 2
3 P arclo A -2Q 3 P arclo A -4Q
1 1 1
1
2 2 2 2
3 P arclo B -2Q 3 P arclo B -4Q
1 1 1 1
2 2 2 2
3 P arclo A B -2Q 3 P arclo A B -4Q
Establishing Offsets
An offset is the difference, in seconds, between the start of green time at the two
signalized intersections; it is used to coordinate the through traffic passing through the
internal link. Both intersections are commonly timed from a signal controller. The signal
phases and overlaps installed n the timing pattern can be established to allow traffic to
move through the interchange, reducing the probability of stopping. When the two
intersections are timed by separate controllers the offsets should be established to
minimize unnecessary stopping.
When the through traffic on the surface street dominates and the ramp flows are small
in comparison to through traffic, the standard ideal offset may be used; this offset is equal
to the travel time from the upstream to the downstream stop line at the average running
speed of arterial traffic:
26-179
L
θ ij = (A26-1)
S
where
θ = offset between through movements at intersections i and j, between the
ij
start of the downstream through green and the upstream green (s);
L = length of the link (i-j) from the upstream stop line to the downstream stop
line (ft); and
S = average running speed on the surface street (ft/s).
Normally, however, ramp movements are significant enough to create queuing on the
inside link. In such cases, the ideal offset should be based on clearing the queue at the
downstream intersection:
L ( 1 − P )vC (A26-2)
θ ij = −
S s
where
P = proportion of vehicles arriving on green;
v = arrival flow rate at the downstream intersection, (veh/h);
C = cycle length (s); and
s = saturation flow rate at the downstream intersection (veh/hg).
A third guideline for optimizing offsets is also available (2). This criterion is based
on minimizing demand starvation and is related to the maximum storage of the inside
link. To minimize demand starvation, the offset should be greater than or equal to the
value produced by Equation A26-3.
L 3600 NL
θ ij = − (A26-3)
S sl
where
N = number of lanes on link i-j; and
l = queue storage length per vehicle (ft).
In general, the selection of an offset must consider many factors, including the flow
level, the traffic pattern, and the degree of saturation at the downstream signal. However,
to enhance the throughput efficiency during high-volume conditions, the offset should be
greater than or equal to the larger value produced by Equations A26-2 and A26-3.
Ideal offsets often can be provided only in a single direction. Once an ideal offset is
established in one direction, the offset in the other is often already determined. Although
multiphase operation at most interchange signals can provide some flexibility, other
signal timing requirements can dictate the opposing offset. In such cases, it is necessary
26-180
to consider both offsets and to determine a plan that is most effective for the overall
operation of the interchange, even though neither offset may be ideal.
26-181
APPENDIX B. TRAFFIC SIMULATION FOR THE ANALYSIS OF
INTERCHANGE RAMP TERMINALS
Traffic simulation models can be applied to study complex situations when analytic
approaches may not be appropriate. They are particularly useful in studying traffic
systems which evolve in time and space. For example, they are useful in studying the
development of spillback from one intersection to another over a period of time, the
impacts of that spillback upstream and downstream, and generally the impacts in the
highway network. Chapter 31 provides an overview of models relating to highway
capacity and gives guidance on the selection of simulation models. It also discusses the
calibration and validation process of simulation models.
In the case of interchange ramp terminals it is recommended that simulation is used
when the analyst is interested in studying any of the following:
• Oversaturated conditions with interacting queues between two intersections;
• Spillback and blockage to adjacent lanes when there is inadequate turning pocket
length;
• Impacts on freeway operations from interchange ramp spillback;
• Impacts of the interchange operations on the surrounding surface street network;
• The effect of incidents, and traffic operations during and after an incident; and
• The effects of actuated control and particularly the existence and placement of
detectors in the network.
There are a variety of simulation tools available for studying interchange ramp
terminals. The function and capabilities of these models differ widely, and selection of
the most appropriate model for a given case would depend on a variety of factors,
including the characteristics and requirements of the site and the interchange, the
objectives of the study, as well as the ease of use and familiarity of the user with a given
model. Commercially available simulation models differ widely in input requirements, in
the types and definitions of output performance measures, and in their capabilities in
replicating traffic operations at interchanges ramp terminals. There are several key issues
that the analyst should consider when selecting a simulation model to analyze signalized
interchanges and the surrounding highway network. These are briefly discussed in the
remainder of this appendix, however the user is advised to consult the User’s Guide of
the simulator, or simulator(s) under consideration, for specific information on how these
are handled in a specific model.
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Representing the Geometry of the Interchange
Existing simulation packages incorporate very few highway design elements in their
algorithms, and the most commonly considered element is grade. Generally, factors such
as turning radius and lane width, and their impact on discharge flows are not considered
explicitly. For some models, the saturation flow rate is an input required in the analysis.
In this case, the analyst can use the HCM to estimate the expected saturation flow rates
based on the prevailing geometry and traffic stream characteristics.
In some cases, and when saturation flow rate is not an input, simulators do not
explicitly account for differences between left-turning, through, and right turning
movements, and all three have very similar saturation headway values. Thus, the left- and
right-turn lane capacity would likely be overestimated in those types of simulators.
Simulating the Signal Control Scheme

Generally, simulation packages provide great flexibility in simulating actuated
control, and particularly in the type and location of detectors. In most cases, simulation
packages attach a controller to each intersection (or node) in the network. Thus, the
operation of a two-intersection interchange with one controller cannot be simulated using
those packages. In those cases, a controller at one node cannot be connected to an
approach of another node. For example, in Exhibit B26-1, which depicts a SPUI
configuration with frontage roads, the controller at node 2 cannot be actuated by a
detector on the link 4→1. If such a configuration is of interest, and the objective is to
simulate operations with actuated control, the user should select a package that assigns a
controller to a set of movements in two or more nodes.
EXHIBIT B26-1. REPRESENTATION OF A SPUI CONFIGURATION WITH FRONTAGE
ROADS IN A SIMULATOR
4 5
1 2 3
6 7
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Calibrating a Simulation Package
Each simulator includes a set of parameters which are either not immediately
available from the field data (such as car-following and lane-changing characteristics), or
parameters used to run the model (such as simulation step and reaction time). In the
calibration process these parameters may be modified to ensure that the simulator
replicates real-world conditions as closely as possible.
Practitioners interested in calibrating a specific model to field data however
should compare performance measures defined in the field and in the simulator in the
exact same manner. Additional information regarding calibration of simulation packages
is provided in Chapter 31 of the HCM.
Obtaining Performance Measures and Determining Level of Service

Simulation packages provide a wealth of information regarding performance
measures, including queue length, travel time, emissions, etc. Simulators however often
have different definitions for each of these performance measures. For example, some
simulators provide control delay, while others provide travel time delay. Travel time
delay is usually defined as the difference between the desired travel time and the actual
travel time. The desired travel time is typically provided by the user, and thus this input
may directly affect the travel time delay provided by the model.
To obtain Level of Service from a package other than the HCM, the model should
provide directly or indirectly the control delay for each Origin-Destination through the
interchange, as well as the Queue-to-Storage ratio, and the v/c ratio for each lane group.
If a particular simulator does not provide control delay, but can provide “time-in-
queue”, one alternative procedure is to use the technique provided in Appendix A of
Chapter 16 (HCM 2000). This technique allows for measurement of “time-in-queue” and
provides correction factors for consideration of acceleration and deceleration – related
delay. A second alternative for obtaining control delay as defined in the HCM 2000 from
a simulator is to perform several runs with and without the traffic signal, to obtain the
differences in delay due to the signalization (which is the definition of control delay).
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APPENDIX C. WORKSHEETS
PARCLO A-2Q WORKSHEETS
PARCLO A-4Q WORKSHEETS
PARCLO AB-2Q WORKSHEETS
PARCLO AB-4Q WORKSHEETS
PARCLO B-2Q WORKSHEETS
PARCLO B-4Q WORKSHEETS
DIAMOND INTERCHANGE WORKSHEETS
SPUI WORKSHEETS
INTERCHANGE TYPE SELECTION WORKSHEETS
26-185
Analyst Interchange
Date Performed Jurisdiction
Analysis Time Period Analysis Year
grade = _________
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________
= Left
= Through + Right
= Left + Through
grade = _________ _____________
Street
_____________ = Left + Right
Freeway
grade = _________
D= ft
Parclo A-2Q
Freeway
C M
J G
A
I II
D
I
F
B
N Arterial
E
26-186
PARCLO A-2Q OD AND TURNING MOVEMENTS WORKSHEET (2 - A)
OPTION A – OBTAIN OD FROM TURNING MOVEMENTS
Input Output
OD Volume
Volume Volume Turning Movement
Turning Movement Turning Movement Movement (veh/h)
(veh/h) (veh/h)
EXT – L L - A (NB – L) – (NB – U turn)
R - INT – R B NB – R
EB EB
EXT –TH INT – TH C SB – R
L - EXT – L D (SB – L) – (SB – U turn)
INT – R R - E (EB INT – R) – (SB – U turn)
WB WB
INT – TH EXT – TH F EB EXT – L
L - L G WB EXT – L
R - R H (WB INT – R) – (NB – U turn)
NB TH - NB TH - I (EB INT – TH) – (SB – L) + (SB – U turn)
U Turn - U Turn J (WB INT –TH) – (NB – L) + (NB – U turn)
L L - K - -
R R - L - -
SB TH - SB TH - M NB – U turn
U Turn U Turn - N SB – U turn
Note: The flow of the two U-turn movements from the freeway ((SB – U turn) and (NB – U turn)) must be specified by the user.
26-187
Input Output
OD Volume
OD Volume OD Volume
A EXT – L F L - -
B EB R - - EB INT – R E+N
C EXT –TH I+E INT – TH I+D
D L - - EXT – L G
E WB INT – R H+M WB R - -
F INT – TH J+A EXT – TH J+H
G L - - L A+M
H R - - R B
NB NB
I TH - - TH - -
J U Turn - - U Turn M
K - L D+N L - -
L - R C R - -
SB SB
M TH - - TH - -
N U Turn N U Turn - -
26-188
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=
Cycle Length = s Offset = s

Signal Information
EB WB NB SB
L R L R
Pretimed (P) or
actuated (A)
(s)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-189
EB WB NB SB
L R L R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
RT (PLT or PRT) - - - -
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
Adjusted flow rate for
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L) – (NB – U turn)
B NB – R
C SB – R
D (SB – L) – (SB – U turn)
E (EB INT – R) – (SB – U turn)
F EB EXT – L
G WB EXT – L
H (WB INT – R) – (NB – U turn)
I (EB INT – TH) – (SB – L) + (SB – U turn)
J (WB INT –TH) – (NB – L) + (NB – U turn)
K - -
L - -
M NB – U turn
N SB – U turn
26-190
PARCLO A-2Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
% VL2 (2nd from left)
Maximum single lane %
Lane Utilization adjustment, fLU
EB WB NB SB
L R L R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Grade adjustment, fg
Parking adjustment, fp
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow,s (veh/h)
(Chapter 16).
26-191
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
Overlap between the G2: Overlap between G2 and G7
upstream through and OLUD for EB G7: =
downstream through OLUD
G6: Overlap between G6 and G3
green interval
OLUD for WB G3: =
upstream ramp and OLRD for EB/SB G7: =
downstream through OLRD
green interval
OLRD for WB/NB G3: =
Note:
26-192
WORKSHEET (7)
- -
- -
number of lanes, vRamp-L//NRamp-L
GD
- -
- -
movement, GR
- -
- -
Cycle Length, C
 vRamp − L G  - -
QA = 0.017 − 7.93 × D − 0.082OLUD + 0.194GR  × Lh
 N Ramp − L C 
 v G  - -
QR = 0.017 Arterial − 7.93 × D − 0.082OLRD + 0.194G A  × Lh
 N Arterial C 
- -
- -
movement, GR
Distance of the two intersections, D
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQ A − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’ = l1 + LD-A + Y - e - -
Lost time, tL’ (s), tL’ = l1 + LD-R + Y - e - -
26-193
EB WB NB SB
L R L R
Lane group
Initial queue per

lane at the start of
analysis, QbL
Number of lanes, N
Adjusted flow rate,
v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
per lane, sl
(veh/h/ln)
Flow ratio, vl / sl
Effective green
Green ratio, g/C or
g’/C
Capacity per lane,
cl (veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
v/c ratio, Xl = vl / cl
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
adjustment factor,
kB
Second-term
adjustment
vehicles, Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage
ratio RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-194
V/C for Lane Groups
EB WB NB SB
L R L R
Lane group
Adjusted flow rate,

v (veh/h)
s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay, d2
(sec/veh)
d3 (sec/veh)
Proportion of
vehicles arriving on
green, P
Progression
adjustment factor, PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
A (NB – L) and (WB INT – TH)
B (NB – R)
C (SB – R)
D (SB – L) and (EB INT – TH)
E (EB EXT – TH) and (EB INT – R)
F (EB EXT – L)
G (WB EXT – L)
H (WB EXT – TH) and (WB INT – R)
I (EB EXT – TH) and (EB INT – TH)
J (WB EXT – TH) and (WB INT – TH)
K - - -
L - - -
M (NB – L) and (WB INT – R)
N (SB – L) and (WB INT – R)
26-195
Analyst Interchange
grade = _________
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________
= Left
= Through + Right
= Left + Through
grade = _________ _____________
Street
_____________ = Left + Right
Freeway
grade = _________
D= ft
Parclo A-4Q
Freeway
G
C M
J
A
I II
D
I
B
N Arterial
F
E
26-196
PARCLO A-4Q OD AND TURNING MOVEMENTS WORKSHEET (2 -A)
Input Output
OD Volume
(veh/h) (veh/h)
L - L - A (NB – L) – (NB –U turn)
EXT – R INT – R B (NB – R)
EB EB
EXT – TH INT – TH C (SB – R)
L L - D (SB – L) – (SB – U turn)
INT – R EXT – R E (EB INT – R) – (SB – U turn)
WB WB
INT – TH EXT – TH F (EB EXT –R)
L - L G (WB EXT – R)
R - R H (WB INT– R) – (NB – U turn)
NB TH - NB TH - I (EB INT – TH) – (SB- L) + (SB – U turn)
U Turn - U Turn J (WB INT – TH) – (NB – L) + (NB – U turn)
L L - K - -
R R - L - -
SB TH - SB TH - M (NB – U turn)
U Turn U Turn - N (SB – U turn)
Note: The flow of the two U-turn movements from the freeway ((SB – U turn) and (NB – U turn)) must be specified by the user
26-197
Input Output
OD Volume
OD Volume OD Volume
A L - - L - -
B EB EXT – R F EB INT – R E +N
C EXT – TH I+E INT – TH I +D
D L - - L - -
E WB INT – R H+M WB EXT – R G
F INT – TH J+A EXT – TH J +H
G L - - L A+M
H R - - R B
NB NB
I TH - - TH - -
K - L D+N L - -
L - R C R - -
SB SB
M TH - - TH - -
26-198
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB SB
L R L R
Pretimed (P) or
actuated (A)
(s)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-199
EB WB NB SB
L R L R
-TH -R -TH -R -TH -R -TH -R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L) – (NB –U turn)
B (NB – R)
C (SB – R)
E (EB INT –R) – (SB – U turn)
F (EB EXT –R)
G (WB EXT – R)
H (WB INT– R) – (NB – U turn)
I (EB INT – TH) – (SB- L) + (SB – U turn)
J (WB INT – TH) – (NB – L) + (NB – U turn)
K - -
L - -
M (NB – U turn)
N (SB – U turn)
26-200
PARCLO A-4Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
EB WB NB SB
L R L R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-201
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
Calculation of Overlaps
downstream through green OLUD G6: Overlap between G6 and G3
interval OLUD for WB G3: =
upstream ramp and OLRD for EB/SB G7: =
downstream through green OLRD
interval
OLRD for WB/NB G3: =
Note:
26-202
WORKSHEET (7)
EB EXT – TH SB-L WB EXT – TH NB-L
- -
- -
GD
- -
- -
movement, GR
- -
- -
Cycle Length, C
 vRamp − L G  - -
QA = 0.017 − 7.93 × D − 0.082OLUD + 0.194GR  × Lh
 N Ramp − L C 
 v G  - -
- -
- -
movement, GR
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQ A − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
26-203
EB WB NB SB
L R L R
Lane group
Initial queue per

analysis, QbL
Number of lanes, N
Adjusted flow rate,

v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
per lane, sl
(veh/h/ln)
Flow ratio, vl / sl
Effective green
Green ratio, g/C or
g’/C
(veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
adjustment factor,
kB
Second-term
adjustment vehicles,
Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage
ratio RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-204
V/C for Lane Groups
EB WB NB SB
L R L R
Lane group
Adjusted flow rate,

v (veh/h)
s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay,
d2 (sec/veh)
d3 (sec/veh)
Proportion of
green, P
Progression
adjustment factor,
PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
B (NB – R)
C (SB – R)
F (EB EXT – R)
G (WB EXT – R)
H (WB EXT – TH) and (WB INT – R)
K - - -
L - - -
M (NB – L) and (WB INT – R)
N (SB – L) and (EB INT – R)
26-205
PARCLO AB-2Q INPUT WORKSHEET (1)
Analyst Interchange
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________ grade = _________
= Left
= Through + Right
= Left + Through
_____________
Street
_____________ = Left + Right
Freeway
grade = _________ grade = _________
D= ft
Parclo AB-2Q
Freeway
N M
J
I C A II
H G
I
B
F
D E
Arterial
26-206
PARCLO AB-2Q OD AND TURNING MOVEMENTS WORKSHEET (2 - A)
Input Output
OD Volume
(veh/h) (veh/h)
L - L - A (NB – L (II)) – (NB –U turn (II))
EB EXT – R EB INT – R B NB – R (II)
EXT – TH INT – TH C NB – L (I)
INT – L EXT – L D (NB – R (I)) – (NB – U turn (I))
WB R - WB R - E (EB INT – R) – (NB – U turn (I))
INT – TH EXT – TH F EB EXT – R
L (I) L (II) G WB EXT – L
R (I) R (II) H (WB INT – L) – (NB – U turn (II))
NB NB
TH - TH - I (EB INT – TH) – (NB –R (I)) + (NB – U turn (I))
U Turn (I) U Turn (II) J (WB INT–TH) – (NB –L (II)) + (NB – U turn (II))
L - L - K - -
R - R - L - -
SB SB
TH - TH - M NB – U turn (II)
U Turn - U Turn - N NB – U turn (I)
Note: The flow of the two U-turn movements from the freeway ((NB – U turn (I) and (NB – U turn (II)) must be specified by the user.
26-207
PARCLO AB-2Q OD AND TURNING MOVEMENTS WORKSHEET (2 - B)
Input Output
OD Volume
OD Volume OD Volume
A L - - L - -
B EB EXT – R F EB INT – R E+N
D INT – L H+M EXT – L G
E WB R - - WB R - -
F INT – TH J +A EXT – TH J +H
G L (I) C L (II) A+M
H R (I) D+N R (II) B
NB NB
I TH - - TH - -
J U Turn (I) N U Turn (II) M
K - L - - L - -
L - R - - R - -
SB SB
M TH - - TH - -
N U Turn - - U Turn - -
26-208
PARCLO AB-2Q SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB (I) NB (II)
EXT EXT INT INT EXT EXT
L TH L R L R
-TH -R -TH -R -L -TH
Pretimed (P) or actuated
(A)
Start-up lost time, l1 (s)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-209
PARCLO AB-2Q VOLUME ADJUSTMENT WORKSHEET (4)
L R L R
-TH -R -TH -R -L -TH -L -TH
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
NB – U turn (I) NB – U turn (II)
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L (II)) – (NB –U turn (II))
B NB – R (II)
C NB – L (I)
D (NB – R (I)) – (NB – U turn (I))
E (EB INT – R) – (NB – U turn (I))
F EB EXT – R
G WB EXT – L
H (WB INT – L) – (NB – U turn (II))
I (EB INT – TH) – (NB –R (I)) + (NB – U turn (I))
J (WB INT–TH) – (NB –L (II)) + (NB – U turn (II))
K - -
L - -
M NB – U turn (II)
N NB – U turn (I)
26-210
PARCLO AB-2Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
*
Lane Utilization Adjustment (use Exhibits 26-16 and 26-17)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
L R L R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-211
PARCLO AB-2Q OVERLAPS CALCULATION WORKSHEET (6)
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
downstream through OLUD
green interval
OLUD for WB G3: =
Overlap between the OLRD for EB/NB G7: =
downstream through G8: Overlap between G8 and G3
green interval OLRD for WB/NB G3: =
Note:
26-212
PARCLO AB-2Q EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL APPROACHES
WORKSHEET (7)
EB EXT – TH NB-R (I) WB EXT – TH NB-L (II)
- -
Ramp turning flow divided by the respective number of
- -
lanes, vRamp/NRamp
GD
- -
Green for the upstream ramp (NB-R (I)) or (NB-L (II))
- -
movement, GR
- -
- -
Cycle Length, C
 v Ramp G  - -
Q A = 0.017 − 7.93 × D − 0.082OLUD + 0.194G R  × Lh
 N Ramp C 
 v G  - -
- -
Green for the upstream ramp (NB-R (I)) or (NB-L (II))
- -
movement, GR
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQA − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
26-213
PARCLO AB-2Q CAPACITY AND LOS DETERMINATION WORKSHEET (8)
L R L R
Lane group

at the start of
analysis, QbL
Number of lanes, N
Adjusted flow rate,
v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
Flow ratio, vl / sl
g(s) or g’(s)
Green ratio, g/C or
g’/C
(veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
Second-term
Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage ratio
RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-214
V/C for Lane Groups
L R L R
Lane group
Adjusted flow rate,

v (veh/h)
Saturation flow
rate, s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay,
d2 (sec/veh)
d3 (sec/veh)
Proportion of
vehicles arriving
on green, P
Progression
adjustment factor,
PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
A (NB – L (II)) and (WB INT – TH)
B (NB – R (II))
C (NB – L (I))
D (NB – R (I)) and (EB INT – TH)
F (EB EXT – R)
G (WB EXT – L)
H (WB EXT – TH) and (WB INT – L)
K - - -
L - - -
M (NB – L (II)) and (WB INT – L)
N (NB – R (II)) and (EB INT – R)
26-215
PARCLO AB-4Q INPUT WORKSHEET (1)
Analyst Interchange
grade = _________
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________ grade = _________
= Left
= Through + Right
= Left + Through
_____________
Street
_____________ = Left + Right
Freeway
grade = _________ grade = _________
D= ft

Freeway
Parclo AB-4Q
C
G
I A II
H N
I
B
F
D E
M Arterial
26-216
PARCLO AB-4Q OD AND TURNING MOVEMENTS WORKSHEET (2-A)
Input Output
OD Volume
(veh/h) (veh/h)
L - L - A (NB – L (II)) – (NB – U turn (II))
EB EXT – R EB INT – R B NB – R (II)
EXT – TH INT – TH C SB – R (I)
INT – L EXT – L D (NB – R (I)) – (NB – U turn (I))
WB R - WB R - E (EB INT – R) – (NB – U turn (I))
L - L (II) G WB EXT – R
R (I) R (II) H (WB INT – L) – (NB – U turn (II))
NB NB
TH - TH - I (EB INT – TH) – (NB – R (I)) + (NB – U turn (I))
U Turn (I) U Turn (II) J (WB INT–TH) – (NB – L(II)) + (NB – U turn (II))
L - L - K - -
R (I) R - L - -
SB SB
TH - TH - M NB – U turn (II)
U Turn - U Turn - N NB – U turn (I)
Note: The flow of the two U-turn movements from the freeway ((NB – U turn (I)) and (NB – U turn (II)) must be specified by the user.
26-217
PARCLO AB-4Q OD AND TURNING MOVEMENTS WORKSHEET (2-B)
Input Output
OD Volume
OD Volume OD Volume
A L - - L - -
B EB EXT – R F EB INT – R E+N
D INT – L H+M EXT – L G
E WB R - - WB R - -
F INT – TH J +A EXT – TH J+H
G L - - L (II) A+M
NB NB
I TH - - TH - -
J U Turn (I) N U Turn (II) M
K - L - - L - -
L - R (I) C R - -
SB SB
M TH - - TH - -
N U Turn - - U Turn - -
26-218
PARCLO AB-4Q SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB (I) SB (I) NB (II)
R R L R
-TH -R -TH -R -TH -R -L -TH
(A)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-219
PARCLO AB-4Q VOLUME ADJUSTMENT WORKSHEET (4)
R R L R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
NB – U turn (I) NB – U turn (II)
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (NB – L (II)) – (NB – U turn (II))
B NB – R (II)
C SB – R (I)
D (NB – R (I)) – (NB – U turn (I))
E (EB INT – R) – (NB – U turn (I))
F EB EXT – R
G WB EXT – R
H (WB INT – L) – (NB – U turn (II))
I (EB INT – TH) – (NB – R (I)) + (NB – U turn (I))
J (WB INT–TH) – (NB – L(II)) + (NB – U turn (II))
K - -
L - -
M NB – U turn (II)
N NB – U turn (I)
26-220
PARCLO AB-4Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
Lane Utilization Adjustment * (use Exhibits 26-15 and 26-16)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
R R L R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-221
PARCLO AB-4Q OVERLAPS CALCULATION WORKSHEET (6)
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
downstream through green OLUD
interval
OLUD for WB G3: =
upstream ramp and OLRD for EB/NB G7: =
downstream through green OLRD G8: Overlap between G8 and G3
interval OLRD for WB/NB G3: =
Note:
26-222
PARCLO AB-4Q EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL APPROACHES
WORKSHEET (7)
- -
Ramp turning flow divided by the respective number of
- -
lanes, vRamp/NRamp
GD
- -
Green for the upstream ramp NB-R (I) or NB-L (II)
- -
movement, GR
- -
- -
Cycle Length, C
 v Ramp G  - -
Q A = 0.017 − 7.93 × D − 0.082OLUD + 0.194G R  × Lh
 N Ramp C 
 v G  - -
- -
Green for the upstream ramp NB-R (I) or NB-L (II)
- -
movement, GR
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQA − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
26-223
L R L R
Lane group
Initial queue per

analysis, QbL
Number of lanes, N
Adjusted flow rate,
v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
per lane, sl
(veh/h/ln)
Flow ratio, vl / sl
Effective green
Green ratio, g/C or
g’/C
Capacity per lane,
cl (veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
adjustment factor,
kB
Second-term
adjustment
vehicles, Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage
ratio RQ:
If RQ >1, LOS of
entire OD is F
RQ =
vl
26-224
V/C for Lane Groups
L R L R
Lane group
Adjusted flow rate,

v (veh/h)
s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
(sec/veh)
d3 (sec/veh)
Proportion of
green, P
Progression
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
A (NB – L (II)) and (WB INT – TH)
B NB – R (II)
C SB – R (I)
D (NB – R(I)) and (EB INT – TH)
F (EB EXT – R)
G (WB EXT – R)
K - - -
L - - -
M (NB – L (II)) and (WB INT – L)
N (NB – R (I)) and (EB INT – R)
26-225
PARCLO B-2Q INPUT WORKSHEET (1)
Analyst Interchange
= Lane Width
= Through
= Right
grade = _________
= Left
= Through + Right
= Left + Through
grade = _________ _____________
Street
_____________ = Left + Right
Freeway
grade = _________
D= ft

Freeway
Parclo B-2Q
M G
J
B E
I II
H C
I
F N Arterial
D
26-226
PARCLO B-2Q OD AND TURNING MOVEMENTS WORKSHEET (2-A)
Input Output
OD Volume
(veh/h) (veh/h)
L - INT – L A (SB – R) – (SB –U turn)
EB EXT – R EB R - B (SB – L)
EXT – TH INT – TH C (NB – L)
INT – L L - D (NB – R) – (NB – U turn)
WB R - WB EXT – R E (EB INT – L) – (NB – U turn)
INT – TH EXT – TH F (EB EXT –R)
L L - G (WB EXT – R)
R R - H (WB INT – L) – (SB – U turn)
NB NB
TH - TH - I (EB INT – TH) – (NB- R) + (NB – U turn)
U Turn U Turn - J (WB INT –TH) – (SB – R) + (SB – U turn)
L - L K - -
R - R L - -
SB SB
TH - TH - M (SB – U turn)
U Turn - U Turn N (NB – U turn)
Note: The flow of the two U-turn movements from the freeway ((NB – U turn) and (SB – U turn)) must be specified by the user.
26-227
PARCLO B-2Q OD AND TURNING MOVEMENTS WORKSHEET (2-B)
Input Output
OD Volume
OD Volume OD Volume
A L - - INT – L E+N
B EB EXT – R F EB R - -
C EXT – TH I+E INT – TH I+D
D INT – L H+M L - -
E WB R - - WB EXT – R G
F INT – TH J+A EXT – TH J+H
G L C L - -
H R D+N R - -
NB NB
I TH - - TH - -
J U Turn N U Turn - -
K - L - - L B
L - R - - R A+M
SB SB
M TH - - TH - -
N U Turn - - U Turn M
26-228
PARCLO B-2Q SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB SB
L R L R
-TH -R -L -TH -TH -R -L -TH
(A)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-229
PARCLO B-2Q VOLUME ADJUSTMENT WORKSHEET (4)
EB WB NB SB
L R L R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (SB – R) – (SB – U turn)
B (SB – L)
C (NB – L)
D (NB – R) – (NB – U turn)
E (EB INT – L) – (NB – U turn)
F (EB EXT – R)
G (WB EXT – R)
H (WB INT – L) – (SB – U turn)
I (EB INT – TH) – (NB – R) + (NB – U turn)
J (WB INT –TH) – (SB – R) + (SB – U turn)
K - -
L - -
M (SB – U turn)
N (NB – U turn)
26-230
PARCLO B-2Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
EB WB NB SB
L R L R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-231
PARCLO B-2Q OVERLAPS CALCULATION WORKSHEET (6)
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
Overlap between the G2: Overlap between G2 and
upstream through OLUD for EB G7: G7=
and downstream OLUD G6: Overlap between G6 and
through green OLUD for WB G3: G3=
interval
Overlap between the G9 Overlap between G9 and
upstream ramp and OLRD for EB/NB G7: G7=
downstream through OLRD G10 Overlap between G10 and
green interval OLRD for WB/SB G3: G3=
Note:
26-232
WORKSHEET (7)
- -
- -
GD
- -
- -
movement, GR
- -
- -
Cycle Length, C
 vRamp − L G  - -
QA = 0.017 − 7.93 × D − 0.082OLUD + 0.194GR  × Lh
 N Ramp − L C 
 v G  - -
- -
- -
movement, GR
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQA − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
26-233
PARCLO B-2Q CAPACITY AND LOS DETERMINATION (8)
EB WB NB SB
L R L R
Lane group

at the start of
analysis, QbL
Number of lanes, N
Adjusted flow rate,

v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
Flow ratio, vl / sl
g(s) or g’(s)
Green ratio, g/C or
g’/C
(veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
Second-term
Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage ratio
RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-234
PARCLO B-2Q CAPACITY AND LOS DETERMINATION (9)
V/C for Lane Groups
EB WB NB SB
L R L R
Lane group
Adjusted flow rate, v

(veh/h)
s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
(sec/veh)
d3 (sec/veh)
Proportion of
green, P
Progression
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
A (SB – R) and (WB INT – TH)
B (SB – L)
C (NB – L)
D (NB – R) and (EB INT – TH)
E (EB EXT – TH) and (EB INT – L)
F (EB EXT – R)
G (WB EXT – R)
K - - -
L - - -
M (SB – R) and (WB INT – L)
N (NB – R) and (EB INT – L)
26-235
PARCLO B-4Q INPUT WORKSHEET (1)
Analyst Interchange
grade = _________
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________ grade = _________
= Left
= Through + Right
= Left + Through
_____________
Street
_____________ = Left + Right
Freeway
grade = _________ grade = _________
D= ft

Freeway
Parclo B-4Q
C
M G
J
A E
I II
H D
I
F N B Arterial
26-236
PARCLO B-4Q OD AND TURNING MOVEMENTS WORKSHEET (2 - A)
Input Output
OD Volume
(veh/h) (veh/h)
L - INT – L A (SB – R (II)) – (SB – U turn)
EB EXT – R EB R - B NB –R (II)
EXT – TH INT – TH C SB – R (I)
INT – L L - D (NB – R (I)) – (NB – U turn)
WB R - WB EXT – R E (EB INT – L) – (NB – U turn)
L - L - G WB EXT – R
R (I) R (II) H (WB INT – L) – (SB – U turn)
NB NB
TH - TH - I (EB INT – TH) – (NB– R (I)) + (NB – U turn)
U Turn U Turn - J (WB INT –TH) – (SB – R (II)) + (SB – U turn)
L - L - K - -
R (I) R (II) L - -
SB SB
TH - TH - M SB – U turn
U Turn - U Turn N NB – U turn
Note: The flow of the two U-turn movements from the freeway ((NB – U turn) and (SB – U turn)) must be specified by the user.
26-237
PARCLO B-4Q OD AND TURNING MOVEMENTS WORKSHEET (2 - B)
Input Output
OD Volume
OD Volume OD Volume
A L - - INT – L E+N
B EB EXT – R F EB R - -
D INT – L H+M L - -
E WB R - - WB EXT – R G
F INT – TH J +A EXT – TH J+H
G L - - L - -
NB NB
I TH - - TH - -
J U Turn N U Turn - -
K - L - - L - -
L - R (I) C R (II) A+M
SB SB
M TH - - TH - -
N U Turn - - U Turn M
26-238
PARCLO B-4Q SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB (I) NB (II) SB (I) SB (II)
R R R R
Pretimed (P) or
actuated (A)
(s)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-239
PARCLO B-4Q VOLUME ADJUSTMENT WORKSHEET (4)
R R R R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
U turns,
v =V/PHF (veh/h)
OD Adjustment
vO-D (veh/h)
A (SB – R (II)) – (SB – U turn)
B NB – R (II)
C SB – R (I)
D (NB – R (I)) – (NB – U turn)
E (EB INT – L) – (NB – U turn)
F EB EXT – R
G WB EXT – R
H (WB INT – L) – (SB – U turn)
I (EB INT – TH) – (NB – R (I)) + (NB – U turn)
J (WB INT – TH) – (SB – R (II)) + (SB – U turn)
K - -
L - -
M SB – U turn
N NB – U turn
26-240
PARCLO B-4Q LANE UTILIZATION AND SATURATION FLOW RATE
WORKSHEET (5)
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
R R R R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Bus Blockage
adjustment, fbb
fa
Lane Utilization
adjustment, fLU
fLT
fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-241
PARCLO B-4Q OVERLAPS CALCULATION WORKSHEET (6)
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
downstream through green OLUD
interval
OLUD for WB G3: =
Overlap between the Overlap between G9 and G7
G9:
upstream ramp and OLRD for EB/NB =
G7:
downstream through green OLRD
interval G10: Overlap between G10 and G3
OLRD for WB/SB G3: =
Note:
26-242
PARCLO B-4Q EFFECTIVE GREEN ADJUSTMENT FOR EXTERNAL APPROACHES
WORKSHEET (7)
EB EXT – TH NB – R (I) WB EXT – TH SB – R (II)
- -
Ramp right turning flow divided by the respective
- -
number of lanes, vRamp-R/NRamp-R
GD
- -
Green for the upstream ramp NB – R (I) or SB – R (II)
- -
movement, GR
- -
- -
Cycle Length, C
 vRamp − R G  - -
QA = 0.017 − 7.93 × D − 0.082OLUD + 0.194GR  × Lh
 N Ramp − R C 
 v G  - -
EB EXT – TH NB – R (I) WB EXT – TH SB – R (II)
- -
Green for the upstream ramp NB – R (I) or SB – R (II)
- -
movement, GR
- -
upstream arterial green A, DQ = D – QA
- -
upstream ramp green R, DQ = D – QR
- -
- -
Cycle length, C
OLUD
- -
LD − A = G A − 0.106 * DQA − 5.39 *
C
lost time on the external ramp approach due to the
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’= l1 + LD-A + Y – e - -
Lost time, tL’ (s), tL’= l1 + LD-R + Y – e - -
26-243
PARCLO B-4Q CAPACITY AND LOS DETERMINATION WORKSHEET (8)
R R R R
Lane group
Initial queue per

analysis, QbL
Number of lanes, N
Adjusted flow rate,
v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
per lane, sl
(veh/h/ln)
Flow ratio, vl / sl
Effective green
Green ratio, g/C or
g’/C
Capacity per lane,
cl (veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
adjustment factor,
kB
Second-term
adjustment
vehicles, Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage
ratio RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-244
PARCLO B-4Q CAPACITY AND LOS DETERMINATION WORKSHEET (9)
V/C for Lane Groups
R R R R
Lane group
Adjusted flow rate,

v (veh/h)
s (veh/h)
Green ratio, g/C or
g’/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay,
d2 (sec/veh)
d3 (sec/veh)
Proportion of
green, P
Progression
adjustment factor,
PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
calculation
A SB – R (I) and (WB INT – TH)
B NB – R (II)
C SB – R (I)
D (NB – R (I)) and (EB INT – TH)
E (EB EXT – TH ) and (EB INT – L)
F (EB EXT – R)
G (WB EXT – R)
K - - -
L - - -
M (SB – R (II)) and (WB INT – L)
N (NB – R (I)) and (WB INT – R)
26-245
Analyst Interchange
grade = _________
= Pedestrian Button
= Lane Width
= Through
= Right
grade = _________
= Left
= Through + Right
= Left + Through
grade = _________ _____________
Street
_____________ = Left + Right
Freeway
grade = _________
D= ft
Diamond Interchange
Freeway
N
G
C
E
J
D H A
I L K
II
I
F B
M
Arterial
26-246
DIAMOND INTERCHANGE OD AND TURNING MOVEMENTS WORKSHEET (2 - A)
Input Output
OD Volume
(veh/h) (veh/h)
L INT - L A (NB – L) – (NB – U turn)
EB EXT - R EB R B NB – R
EXT - TH INT - TH C SB – R
INT - L L D (SB – L) – (SB – U turn)
WB R WB EXT - R E (EB INT – L) – (SB – U turn)
INT - TH EXT - TH F EB EXT – R
L - L G WB EXT – R
R - R H (WB INT – L) – (NB – U turn)
NB NB
TH - TH I (EB INT – TH) – (SB- L) + (SB – U turn)
U Turn - U Turn J (WB INT –TH) – (NB – L) + (NB – U turn)
L L - K NB – TH
R R - L SB – TH
SB SB
TH TH - M NB – U turn
U Turn U Turn - N SB – U turn
Note: The flow of the two U-turn movements from the freeway ((SB – U turn) and (NB – U turn)) must be specified by the user.
26-247
Input Output
OD Volume
OD Volume OD Volume
A L - - INT - L E+N
B EB EXT - R F EB R - -
C EXT - TH I+E INT - TH I+D
D INT - L H+M L - -
E WB R - - WB EXT - R G
F INT - TH J+A EXT - TH J+H
G L - - L A+M
H R - - R B
NB NB
I TH - - TH K
K L D+N L - -
L R C R - -
SB SB
M TH L TH - -
26-248
Signal Timing Plan
G= G=
Φ1 Y= Y=
G= G=
Φ2 Y= Y=
G= G=
Φ3 Y= Y=
G= G=
Φ4 Y= Y=
G= G=
Φ5 Y= Y=
G= G=
Φ6 Y= Y=

Signal Information
EB WB NB SB
L TH R L TH R
Pretimed (P) or
actuated (A)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-249
EB WB NB SB
L TH R L TH R
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
RT (PLT or PRT) - - - - - -
% heavy vehicles, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
Adjusted flow rate
for U turns,
v =V/PHF (veh/h)
OD Adjustment
O-D Adjustment Flow Rate,
vO-D (veh/h)
A (NB – L) – (NB – U turn)
B NB – R
C SB – R
E (EB INT – L) – (SB – U turn)
F EB EXT – R
G WB EXT – R
H (WB INT – L) – (NB – U turn)
I (EB INT – TH) – (SB- L) + (SB – U turn)
J (WB INT –TH) – (NB – L) + (NB – U turn)
K NB – TH
L SB – TH
M NB – U turn
N SB – U turn
26-250
WORKSHEET (5)
EB EXT – TH WB EXT –TH
vE (veh/h)
vF (veh/h)
vI (veh/h)
vG (veh/h)
vH (veh/h)
vJ (veh/h)
% VL1 (left most)
EB WB NB SB
L TH R L TH R
Lane group

so (pc/h/ln)
Number of lanes, N
Lane width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Parking adjustment,
fp
Bus Blockage
adjustment, fbb
Area type
adjustment, fa
Lane Utilization
adjustment, fLU
fLT
Right-turn
adjustment, fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-251
Movement Numbering
Intersection I
G= t, sec
Y=
Intersection II
G= t, sec
Y=
Overlap between the OLUD for EB G7: =
upstream through and OLUD
downstream through
OLUD for WB G3: =
green interval
Overlap between the OLRD for EB/SB G7: =
downstream through G8: Overlap between G8 and G3
green interval OLRD for WB/NB G3: =

Green time overlap OLDS for EB G7: =
with demand OLDS
starvation potential G5: Overlap between G5 and G3
OLDS for WB G3: =
Note:
26-252
- -
- -
GD
- -
- -
movement, GR
- -
- -
Cycle Length, C
 v Ramp− L G  - -
Q A = 0.017 − 7.93 × D − 0.082OLUD + 0.194GR  × Lh
 N Ramp− L C 
ramp phase B, QR
 v G  - -
- -
- -
movement, GR
- -
upstream arterial green A, DQA = D – QA
- -
upstream ramp green R, DQ = D – QR
- -
- -
Cycle length, C
Lost time for the external arterial approach due to the
OLUD
- -
LD − A = G A − 0.106 * DQA − 5.39 *
C
OL - -
LD − R = G R − 0.106 * DQR − 5.39 * RD
C
Effective Green
Lost time, tL’ (s), tL’= l1 + LD-A + Y - e - -
Lost time, tL’ (s), tL’= l1 + LD-R + Y - e - -
26-253
EB INT – TH
Cycle Length, C
 v Ramp− L × C
QINITIAL =  −
(OLRD − t L )  +  v Arterial × C − (OLUD − t L ) 
N ×  N 
 Ramp− L 3600 hI   Arterial × 3600 hI 
Effective Green
g’’ = G- l1+ e- LDS
WB INT – TH
Cycle Length, C
 v Ramp− L × C
QINITIAL =  −
(OLRD − t L )  +  v Arterial × C − (OLUD − t L ) 
N  N 
 Ramp− L × 3600 hI   Arterial × 3600 hI 
Effective Green
g’’ = G- l1+ e- LDS
26-254
EB WB NB SB
L TH R L TH R
Lane Group
Initial queue per

analysis, QbL
Number of lanes, N
Adjusted flow rate,
v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
per lane, sl
(veh/h/ln)
Flow ratio, vl / sl
Effective green
Green ratio, g/C or
g’/C
Capacity per lane,
cl (veh/h/ln)
cl = sl (g/C) or
cl = sl (g’/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of
progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
adjustment factor,
kB
Second-term
adjustment
vehicles, Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage
ratio RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-255
V/C for Lane Groups
EB WB NB SB
L TH R L TH R
Lane Group
Adjusted flow rate,

v (veh/h)
Saturation flow
rate, s (veh/h)
Adjusted effective
- - - - - - - -
green time g’(s)
Effective green
time g(s) or - - - - - -
adjusted g’’(s)
g/C or g’’/C
Capacity, c(veh/h),
c= s (g’/C) or
c= s (g/C) or
c= s (g’’/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Adjusted effective
- - - - - - - -
green time g’(s)
Effective green
- - - - - -
time g(s)
g/C
Capacity, c(veh/h),
c= s (g/C) or
c= s (g’/C)
v/c ratio, X = v/c
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay,
d2 (sec/veh)
d3 (sec/veh)
Proportion of
vehicles arriving
on green, P
Progression
adjustment factor,
PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
26-256
calculation
B (NB – R)
C (SB – R)
E (EB EXT – TH) and (EB INT – L)
F (EB EXT – R)
G (WB EXT – R)
K (NB – TH)
L (SB – TH)
M (NB – L) and (WB INT – L)
N (SB – L) and (EB INT – L)
26-257
SPUI INPUT WORKSHEET (1)
Analyst Interchange
grade = _________ grade = _________
= Pedestrian Button
= Lane Width
= Through
grade = _________ = Right
= Left
= Through + Right
= Left + Through
grade = _________ = Left + Right

_____________
Street = Left + Through + Right
_____________
Freeway
grade = _________ grade = _________
SPUI
Freeway
C G
E D
I
F B
H A Arterial
26-258
SPUI OD AND TURNING MOVEMENTS WORKSHEET (2 - A)
Input Output
Volume Volume
Turning Movement (veh/h) (veh/h)
L A NB – L
EB R B NB – R
TH C SB – R
L D SB – L
WB R E EB – L
TH F EB – R
L G WB – R
R H WB – L
NB
TH I EB – TH
U Turn J WB – TH
L K NB – TH
R L SB – TH
SB
TH M – –
U Turn N – –
26-259
SPUI OD AND TURNING MOVEMENTS WORKSHEET (2 -B)
OPTION B – OBTAIN TURNING MOVEMENTS
Input Output
Volume Volume
OD Movement Turning Movement OD Movement
(veh/h) (veh/h)
A L E
B R F
EB
C TH I
D L H
E R G
WB
F TH J
G L A
H R B
I NB TH K
J U Turn – –
K L D
L R C
M – SB TH L
N – U Turn – –
26-260
SPUI SIGNAL PLAN WORKSHEET (3)
Signal Timing Plan
Phase Sequence Timing
G=
Φ1 Y=
G=
Φ2 Y=
G=
Φ3 Y=
G=
Φ4 Y=
G=
Φ5 Y=
G=
Φ6 Y=
Cycle Length = s
Signal Information
EB WB NB SB
L TH R L TH R LT TH R LT TH R
(A)
green time, e (s)
Green time G(s)
g(s), g=G-l1+e
Min. timing for
pedestrians Gp (s)
26-261
SPUI VOLUME ADJUSTMENT WORKSHEET (4)
EB WB NB SB
Volume, V (veh/h)
Peak-hour factor,
PHF
Adjusted flow rate,
vP =V/PHF (veh/h)
Lane group

Proportion of LT or
RT (PLT or PRT)
% heavy vehicle, %
HV
Arrival type, AT
Lane width, (ft)
Grade, (%)
Approach pedestrian
volume, vped (p/h)
Approach bicycle
volume, vbic
(bicycles/h)
Parking (Y or N)
Parking maneuvers,
Nm (maneuvers/h)
Bus stopping, NB
(buses/h)
OD Adjustment
(veh/h)
A NB - L
B NB -R
C SB -R
D SB - L
E EB - L
F EB - R
G WB - R
H WB - L
I EB - TH
J WB - TH
K NB – TH
L SB - TH
M - -
N - -
26-262
SPUI SATURATION FLOW RATE WORKSHEET (5)
EB WB NB SB
Lane group

so (pc/h/ln)
Number of lanes, N
Land width
adjustment, fw
Heavy-vehicle
adjustment, fhv
Parking adjustment,
fp
Bus Blockage
adjustment, fbb
Area type
adjustment, fa
Lane Utilization
adjustment, fLU
fLT
Right-turn
adjustment, fRT
Left-turn ped/bike
adjustment, fLpb
Right-turn ped/bike
adjustment, fRpb
Turn radius
adjustment, fR
Traffic pressure
adjustment, fv
Adjusted saturation
flow, s (veh/h)
(Chapter 16).
26-263
EB WB NB SB
Lane Group

at the start of
analysis, QbL
Number of lanes, N
Adjusted flow rate,

v (veh/h)
Flow rate per lane,
vl (veh/h/ln)
s (veh/h)
Flow ratio, vl / sl
g(s)
Green ratio, g/C

(veh/h/ln), cl = sl (g/C)
Upstream filtering
factor, I
Platoon ratio, Rp
Effects of progression
adjustment factor,
PF2
First-term queued
vehicles, Q1
Second-term
Second-term
Q2
Average number of
queued vehicles,
Q = Q1+Q2
Average queue
spacing, Lh (ft)
Available queue
storage, La (ft)
Average queue
storage ratio,
RQ = (LhQ) / La
Check storage ratio
RQ:
If RQ >1, LOS of
entire OD is F
phase: RQ =
vl
26-264
V/C for Lane Groups
EB WB NB SB
Lane Group
Adjusted flow rate,

v (veh/h)
s (veh/h)
Green ratio, g/C
Capacity, c (veh/h),
c=s (g/C)
v/c ratio, X = v/c
Check V/C:
If V/C >1, LOS of
entire OD is F
Uniform Delay, d1
(sec/veh)
Incremental delay
calibration, k
Incremental delay,
d2 (sec/veh)
d3 (sec/veh)
Progression
adjustment factor,
PF
Control delay, d
(sec/veh)
d=d1(PF)+d2+d3
Corresponding turning movements
for delay calculation
A (NB – L)
B (NB – R)
C (SB – R)
D (SB – L)
E (EB – L)
F (EB – R)
G (WB – R)
H (WB – L)
I (EB – TH)
J (WB – TH)
K (NB – TH)
L (SB – TH)
M –
N –
26-265
INTERCHANGE TYPE SELECTION METHODOLOGY INPUT WORKSHEET (1)
Analyst Interchange
Origin Destination Demands
Freeway
C D
N
L
G
E J
I
H
F
Arterial
K
M
A B
Directional Design Hourly Volumes

OD Movement Volume, V (veh/h)
A
B
C
D
E
F
G
H
I
J
K
L
M
N
26-266
OD AND PHASE MOVEMENTS WORKSHEET (2)
OD Mapping into Phase Movements (use Exhibit 26-24)
Signalized Right Turns
SPUI
TUDI /CUDI - -
CDI (I) - - - -
CDI (II) - - - -
Parclo
A-4Q (I)
- - - - -
Parclo
A-4Q (II)
- - - - -
Parclo
A-2Q (I)
- - - -
Parclo
A-2Q (II)
- - - -
Parclo
B-4Q (I)
- - - - -
Parclo
B-4Q (II)
- - - - -
Parclo
B-2Q (I)
- - - -
Parclo
B-2Q (II)
- - - -
Channelized Right Turns
SPUI
TUDI /CUDI - -
CDI (I) - - - -
CDI (II) - - - -
Parclo
A-4Q (I)
- - - - -
Parclo
A-4Q (II)
- - - - -
Parclo
A-2Q (I)
- - - -
Parclo
A-2Q (II)
- - - -
Parclo
B-4Q (I)
- - - - -
Parclo
B-4Q (II)
- - - - -
Parclo
B-2Q (I)
- - - -
Parclo
B-2Q (II)
- - - -
26-267
SPUI – CRITICAL FLOW RATIO WORKSHEET (3)
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N
lane, sl (veh/h/ln)
two ramps D (ft)
Critical Flow Ratio
 v v  v v 
A = max 1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
 v v   v7 v 
R = max  3 + 4  ;  + 8 
 s 3 n3 s 4 n 4   s 7 n 7 s 8 n8 
Sum of critical flow ratios, Yc, Yc = A + R
26-268
TUDI – CRITICAL FLOW RATIO WORKSHEET (4)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N - -
lane, sl (veh/h/ln)
- -
Critical Flow Ratio
Effective flow ratio for the concurrent phase
when dictated by travel time, yt
 v 
y 3 = min  4 ; y t 
 s 4 n4 
 v 
y 7 = min  8 ; y t 
 s 8 n8 
 v v   v 
A = max  2 + 4 − y 3  ;  5 + y 7 
 s 2 n 2 s 4 n 4   s 5 n5 
 v   v v 
R = max 1 + y3  ;  6 + 8 − y7 
 s1 n1   s6 n6 s8 n8 
Note:
Recommended values for yt: Distance between the two
Default value yt
intersections D (ft)
200 0.050
300 0.070
400 0.085
26-269
CUDI – CRITICAL FLOW RATIO WORKSHEET (5)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
- -
Critical Flow Ratio
prepositioning, y2,
 v   v 
y2 = max  2  ;  5 
 
 s2 n2   s2 
prepositioning, y6,
 v   v 
y6 = max  8  ;  1 
 s8 n8   s6 
 v  v 
A = max 1 + y2  ;  5 + y6 
 s1 n1   s5 n5 
 v   v8 
R = max  4  ;  
 s 4 n 4   s 8 n8 
26-270
CDI – CRITICAL FLOW RATIO WORKSHEET (6)
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
- -
Critical Flow Ratio
intersection I, AI
 v v   v v 
AI = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
intersection I, RI
 v   v 
RI = max  4  ;  8 
 
 s 4 n4   s8 n8 
Sum of critical flow ratios at intersection I, Yc,I
Yc,I = AI + RI
intersection II, A II
 v v   v v 
AII = max  1 + 2  ;  5 + 6 
s
 1 1 n s n s
2 2   5 5 n s 6 n6  

intersection II, R II
 v   v 
RII = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, II = A II + R II
Yc = max[Yc ,I ; Yc ,II ]
26-271
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N - - - -
lane, sl (veh/h/ln)
- - - -
Critical Flow Ratio
intersection I, AI
 v v   v v 
AI = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
intersection I, RI
 v   v 
RI = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, I = AI + BI
intersection II, A II
 v v   v v 
AII = max  1 + 2  ;  5 + 6 
s
 1 1 n s n s
2 2   5 5 n s 6 n6  

intersection II, R II
 v   v 
RII = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, II = A II + R II
26-272
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
- -
Critical Flow Ratio
intersection I, AI
 v v   v v 
AI = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
intersection I, RI
 v   v 
RI = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, I = AI + RI
 v v   v v 
AII = max  1 + 2  ;  5 + 6 
s
 1 1 n s n s
2 2   5 5 n s 6 n6  

 v   v 
RII = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, II = AII + RII
26-273
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
Number of lanes, N - - -
lane, sl (veh/h/ln)
- - -
Critical Flow Ratio
intersection I, AI
 v v   v v 
AI = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
intersection I, RI
 v   v 
RI = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, I = AI + RI
 v v   v v 
AII = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
 v   v 
RII = max  4  ;  8 
 
 s 4 n4   s8 n8 
Yc, II = AII + RII
26-274
Intersection II
Intersection I
Movement Number
1 2 3 4 5 6 7 8
lane, sl (veh/h/ln)
- -
Critical Flow Ratio
intersection I, AI
 v v   v v 
AI = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
intersection I, RI
 v   v 
RI = max  4  ;  8 
 s 4 n4   s8 n8 
Yc, I = AI + RI
 v v   v v 
AII = max  1 + 2  ;  5 + 6 
 s1 n1 s2 n2   s5 n5 s6 n6 
 v   v 
RII = max  4  ;  8 
 s 4 n4   s8 n8 
Yc, II = AII + RII
26-275
INTERCHANGE TYPE SELECTION METHODOLOGY DELAY DETERMINATION WORKSHEET (11)
Interchange Delay Determination
Interchange delay, dI (sec/veh)
Type of
Interchange
 Y   Y 
SPUI d I = 15.1 + (0.01D + 16.0) ×  c  d I = 15.1 + (0.008 D + 5.9) ×  c 
 1 − Yc   1 − Yc 
 Y   Y 
TUDI d I = 13.4 + 14.2 ×  c  d I = 13.4 + 12.8 ×  c 
 1 − Yc   1 − Yc 
 Y   Y 
CUDI d I = 19.2 + [9.4 − 0.011(D − 700 )]×  c  d I = 19.2 + [8.6 − 0.009(D − 700 )]×  c 
 1 − Yc   1 − Yc 
 Y   Y 
CDI d I = 17.1 + [5.0 − 0.011(D − 1100 )]×  c  d I = 17.1 + [4.6 − 0.009(D − 1100 )]×  c 
 1 − Yc   1 − Yc 
 Y   Y 
Parclo A-4Q d I = 11.7 + [7.8 − 0.011(D − 800 )]×  c  d I = 11.7 + [6.6 − 0.009(D − 800 )]×  c 
 1 − Yc   1 − Yc 
 Y   Y 
Parclo A-2Q d I = 19.1 + [8.3 − 0.011(D − 800 )]×  c  d I = 19.1 + [8.3 − 0.009(D − 800 )]×  c 
 1 − Yc   1 − Yc 
 Y   Y 
Parclo B-4Q d I = 9.3 + [3.5 − 0.011(D − 1200 )]×  c  d I = 9.3 + [3.4 − 0.009(D − 1200 )]×  c 
 1 − Yc   1 − Yc 
 Y   Y 
Parclo B-2Q d I = 26.2 + [3.9 − 0.011(D − 1200 )]×  c  d I = 26.2 + [3.2 − 0.009(D − 1200 )]×  c 
 1 − Yc   1 − Yc 
26-276
276

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Capacity and Quality of Service of Interchange Ramp Terminals: Revised Chapter 26 of The HCM

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CAPACITY AND QUALITY OF SERVICE OF

INTERCHANGE RAMP TERMINALS:

Draft Submitted to the Highway Capacity and

Transportation Research Board - Privileged Document

Interchange Type Selection Analysis .............................................................26-69

IV. EXAMPLE PROBLEMS .........................................................................................26-84

APPENDIX A. TIMING CONSIDERATIONS FOR SIGNALIZED

APPENDIX B. TRAFFIC SIMULATION FOR THE ANALYSIS OF INTERCHANGE

APPENDIX C. WORKSHEETS ..................................................................................26-185

Exhibit 26-1. Types of Diamond Interchanges..........................................................26-3

Exhibit 26-20. Adjustment Factor for Traffic Pressure (fV) ........................................26-28

Interchange ramp terminals are critical components of the highway network.

There are a number of different types of interchanges that are generally

Most forms of diamond interchanges result in two or more closely-spaced surface

Partial Cloverleaf Interchanges

Partial cloverleaf interchanges – or parclos- are depicted in Exhibit 26-2. A

Diamond with continuous frontage Split diamond interchange

Partial (half) diamond Three-level diamond

Possible configuration of signal bypasses operating as unsignalized movements

Parclo A, 2 Quadrants Parclo A, 4 Quadrants

Parclo B, 2 Quadrants Parclo B, 4 Quadrants

Parclo AB, 2 Quadrants Parclo AB, 4 Quadrants

Possible configuration of signal bypasses operating as unsignalized movements

Single-Point Urban Interchanges (SPUI)

A single-point urban interchange – or SPUI - combines all the ramp movements

EXHIBIT 26- 3. THE SINGLE POINT URBAN INTERCHANGE

UNIQUE OPERATIONAL CHARACTERISTICS OF INTERCHANGES

Influence of Interchange Type on Turning Movements

The type of interchange has a major influence on turning movements. Movements

EXHIBIT 26-4. ILLUSTRATION AND NOTATION OF ORIGIN-DESTINATION

EXHIBIT 26-6. ILLUSTRATION OF ORIGIN-DESTINATION DEMANDS THROUGH A

Those configurations with two closely-spaced signalized intersections present

Lane Utilization for the External Through Movements

EXHIBIT 26- 7. LANE UTILIZATION FOR THE EXTERNAL THROUGH MOVEMENT

Parclo AB-2Q Interchange

Demand Starvation for the Internal Link

Final Design and Operational Analysis

Final design and operational analysis for signalized interchanges is to be

Interchange Type Selection Analysis

LEVEL OF SERVICE FRAMEWORK

The LOS designation is based on the operational performance of OD demands

delay for OD H is:

Delay for OD H = dWBTH + dWBL

VWB TH, d(WB TH)

EXHIBIT 26-10. LOS CRITERIA FOR EACH OD OF AN INTERCHANGE

Level of Service Delay (s/veh)

FINAL DESIGN AND OPERATIONAL ANALYSIS

EXHIBIT 26-11. INTERCHANGE RAMP TERMINALS METHODOLOGY:

One Intersection? Two Intersections?

OD Flow Rates and OD Flow Rates and

OD Flow Rates Movement Flow Rates

Volume Adjustment Volume Adjustment

Lane Utilization Lane Utilization

Saturation Flow Rates

Queue Length for Internal Links

Effective Green Adjustment

Capacity and V/C