Relevant bibliographies by topics / Highway Capacity Manual 2010 - Hcm 2010

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Academic literature on the topic 'Highway Capacity Manual 2010 - Hcm 2010'

Author: Grafiati
Published: 11 September 2021
Last updated: 11 February 2022

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Journal articles on the topic "Highway Capacity Manual 2010 - Hcm 2010"

1

Rodríguez Urrego, Daniella. "Revisión del HCM 2010 y 2000 intersecciones semaforizadas." Ingenium Revista de la facultad de ingeniería 16, no. 32 (August 13, 2015): 19. http://dx.doi.org/10.21500/01247492.1667.

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<p> El presente artículo presenta una evaluación del Capítulo 18 del Manual de carreteras “Highway Capacity Manual 2010” (HCM 2010), indicando las variaciones que se han tenido en la última versión en intersecciones controladas por semáforos en comparación con la penúltima versión HCM 2000, a partir de un estudio realizado en la ciudad de Valencia, España, en el cual se observa como los giros tanto a izquierda como a la derecha han disminuido su capacidad con la versión actual del manual, y los movimientos directos al contrario aumentan. Con la actualización de esta metodología, se identifica las variaciones que se han dado y como posiblemente afectan los análisis en las intersecciones semaforizadas, dando niveles de servicio diferentes y afectando el estado actual de las intersecciones diseñadas con la versión antigua.</p>
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Zheng, Yinan, Michael Armstrong, Gustavo de Andrade, and Lily Elefteriadou. "Proposed Framework for Evaluating Spillback in the Highway Capacity Manual." Transportation Research Record: Journal of the Transportation Research Board 2615, no. 1 (January 2017): 148–58. http://dx.doi.org/10.3141/2615-17.

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Procedures detailed in the Highway Capacity Manual 2010 (HCM 2010) estimate capacity and several operational measures dictating level of service for freeway facilities and surface streets. However, these methods do not consider cases in which spillback occurs from one facility type to another. The queuing effects in oversaturated conditions as they propagate upstream onto a freeway main line or a surface street intersection are not accounted for. The objective of this paper is to propose a series of modifications to enhance the HCM 2010 methods to address spillback conditions. These modifications consider lane utilization and lane blockage under spillback conditions and consist of restructuring existing equations and reference tables as well as developing new procedures. A four-regime method is proposed for evaluating spillback effects from urban streets to diverge and weaving segments. In addition, a method is proposed to account for the spillback effects from freeway on-ramps by reducing the effective green time as a proportion of the percent of time that the queue is expected to block the upstream signalized intersection. The framework developed uses assumptions that should be further explored through an extensive, nationwide data collection effort.
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Liu, Xueying, Rahim (Ray) F. Benekohal, and Mohammed Abdul Rawoof Shaik. "Queue Length at Signalized Intersections from Red-Time Formula and the Highway Capacity Manual Compared with Field Data." Transportation Research Record: Journal of the Transportation Research Board 2615, no. 1 (January 2017): 159–68. http://dx.doi.org/10.3141/2615-18.

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This study compared the Highway Capacity Manual 2010 (HCM 2010) procedure (the procedure in HCM 2016 is the same) and the red-time formula (RTF) estimations of the back-of-queue with field data results. The comparisons were made for the 50th and 95th percentile field queue lengths at four signalized intersections along a corridor in one off-peak period and a.m., noon, and p.m. peak periods. For the 50th percentile queue length, the HCM estimates had significant differences from the field data in 52% of the cases (major and minor street cases combined); in 93% of which the HCM overestimated the queue length and in 7% it underestimated the queue length. For the major street, in 28% of the cases the HCM significantly overestimated the queue length on average by 66%, and in 4% of the cases the HCM significantly underestimated on average by 42%. For minor streets, in 70% of the cases the HCM significantly overestimated the queue length on average by 44%, and in 5% of the cases it significantly underestimated on average by 20%. To lower the number of cases with significant discrepancy and to balance the frequency of overestimation and underestimation, a multiplicative correction factor of 0.93 for the major street and 0.78 for the minor streets could be applied to the HCM estimates. For the 95th percentile queue length comparison, in general the HCM presented a better estimation than the RTF. And for minor streets, the RTF tends to overestimate the queue length at higher-volume approaches, while it underestimates at lower-volume approaches. But on a major street with heavier traffic than the minor, such a trend is not clear.
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Johnson, Mark T., and Ting-Li Lin. "Impact of Geometric Factors on the Capacity of Single-Lane Roundabouts." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 34 (May 22, 2018): 10–19. http://dx.doi.org/10.1177/0361198118758309.

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Roundabout capacity is primarily estimated by gap-acceptance or by geometric models. The 2010 Highway Capacity Manual (HCM 10) uses a gap-acceptance model developed by Siegloch with empirically derived values of critical gap and headway for single-lane and two-lane entries. A geometric capacity model was developed by Kimber and Hollis that diverged from gap-based models. The capacity of up to four lane entries was empirically derived from six geometric parameters. In 2012 capacity data were collected as part of the FHWA project, Assessment of Roundabout Capacity Models for the Highway Capacity Manual. These data were used to produce HCM6, an update of the HCM 2010. In HCM6, a capacity curve was fitted through all the capacity data for single-lane roundabouts. The large scatter of data about the mean capacity line suggests that the single-lane roundabouts may be separated into different geometric types to improve accuracy. To investigate this hypothesis, the capacity data were separated into two geometrically distinct types of single-lane roundabouts: smaller, compact and larger, curvilinear. The range of data for the disaggregated and aggregated data was compared. Also, a capacity line was derived for each type using the geometric capacity model and compared with the disaggregated data with the HCM6 method. The results demonstrate that differences in geometry, absent in HCM6, explain the wide data range. This was further confirmed by the geometric model that gave a good fit to both sets of data. These results indicate that the accuracy of capacity prediction is improved by including geometric variation.
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Chen, Rongsheng, and John Hourdos. "Evaluation of the Roundabout Capacity Model in HCM6 Edition and HCM 2010 on a Multilane Roundabout." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 15 (September 9, 2018): 23–34. http://dx.doi.org/10.1177/0361198118794287.

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This study evaluated the performance of the new Highway Capacity Manual 6th Edition (HCM6) roundabout capacity model at a multilane roundabout in Richfield, Minnesota. Traffic flow rates and gap acceptance data were collected during 20 hours of afternoon peak period traffic over four days. The observed critical headways for the left and right lanes was equal to 4.43 and 3.99 s while the observed follow-up headways were 3.05 and 2.96 s, respectively. Roundabout capacity curves for both lanes were built through the collected flow information, as well as through the observed headways and the HCM formula. As compared with the field observed results, the default model in HCM6 overestimated the capacity of the study roundabout. The default model in HCM 2010 closely estimated the capacity for the right lane, but overestimated the capacity of the left lane when the circulating flow rate was high. The HCM6 model was calibrated with the observed critical and follow-up headways, as well as by calibrating the intercept of the model using only the follow-up headway. The fully calibrated model overestimated the capacity of the right lane by 7–10% as the circulating flow decreases and overestimated the capacity of the left lane by 7% and 31%. The partially calibrated model overestimated the capacity of the left lane by 6% and overestimated the capacity of the right lane by at most 10% under low circulating flow rate, but it underestimated the capacity by at most 21% under high circulating flow rate.
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Yeom, Chunho, Bastian J. Schroeder, Christopher Cunningham, Katy Salamati, and Nagui M. Rouphail. "Lane Utilization Model Development for Diverging Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2618, no. 1 (January 2017): 27–37. http://dx.doi.org/10.3141/2618-03.

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The diverging diamond interchange (DDI), also known as the double crossover diamond interchange, has been a successful, if unconventional, solution used in many parts of the United States ever since its first installation in Springfield, Missouri, in June 2009. One of the challenges to agencies in planning and operating DDIs is to apply to them methodologies developed for a conventional diamond interchange. The Highway Capacity Manual 2010 (HCM 2010) provides lane use analysis models for various lane configurations. However, there is no guarantee that these models will work for DDIs. For this reason, 11 DDIs were studied nationwide ( a) to examine whether the current HCM lane use models provided accurate results for DDIs and ( b) to develop new lane use models for them if the HCM models did not work. As a result of the study, unique multiregime lane utilization models were proposed, separated by the number of approach lanes and validated by field data not used in the model development.
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Das, Amit Kumar, and Prasanta Kumar Bhuyan. "Self-Organizing Tree Algorithm (SOTA) Clustering for Defining Level of Service (LOS) Criteria of Urban Streets." Periodica Polytechnica Transportation Engineering 47, no. 4 (January 24, 2018): 309–17. http://dx.doi.org/10.3311/pptr.9911.

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This study is intended to define the Free Flow Speed (FFS) ranges of urban street classes and speed ranges of Level of Service (LOS) categories. In order to accomplish the study FFS data and average travel speed data were collected on five urban road corridors in the city of Mumbai, India. Mid-sized vehicle (car) mounted with Global Positioning System (GPS) device was used for the collection of large number of speed data. Self-Organizing Tree Algorithm (SOTA) clustering method and five cluster validation measures were used to classify the urban streets and LOS categories. The above study divulges that the speed ranges for different LOS categories are lower than that suggested by Highway Capacity Manual (HCM) 2000. Also it has been observed that average travel speed of LOS categories expressed in percentage of free flow speeds closely resembles the percentages mentioned in HCM 2010.
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Lu, Pan, Zijian Zheng, Denver Tolliver, and Danguang Pan. "Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions." Journal of Advanced Transportation 2020 (January 17, 2020): 1–9. http://dx.doi.org/10.1155/2020/6972958.

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Passenger Car Equivalent (PCE) is essential for transportation engineering to assess heavy vehicles’ (HV) impact on highway operations and capacity planning. Highway Capacity Manual 2010 (HCM 2010) used PCE values and percent of heavy vehicles to account the impacts on both highway planning and operation, however, PCE values in the latest version of HCM derived based on the steady and balanced two-lane-two-way (TLTW) traffic flows. The objective of the study is to identify PCE values for TLTW highway at various traffic volume with an emphasis on congestion conditions. This study introduces an analytical model, combining a headway-based and a delay-based algorithms, for estimating PCEs of HV on a TLTW highway. This study contributes to the literature by providing relationships among PCE, the traffic volume level (TVL) of both lanes, and the TVL duration on a TLTW highway. Traffic volume was categorized into five levels: TVL A (<250 pc/h), TVL B (250–375 pc/h), TVL C (375–600 pc/h), TVL D (600–850 pc/h), and TVL E (>850 pc/h). The results indicate that on a TLTW highway, the TVLs of both lanes and their durations have significant impact on PCE values. In general, PCE values increase as TVL duration increases. Trucks have much higher impacts on operation under unbalanced conditions of TVL A with D, TVL B with C, and TVL D with B, when duration time is greater than one hour. When both lanes are saturated, trucks’ effect on capacity diminishes over time, and PCE values are approaching to 1.0.
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Saha, Pritam, Ashoke Kumar Sarkar, and Manish Pal. "EVALUATION OF SPEED–FLOW CHARACTERISTICS ON TWO-LANE HIGHWAYS WITH MIXED TRAFFIC." TRANSPORT 32, no. 4 (January 28, 2015): 331–39. http://dx.doi.org/10.3846/16484142.2015.1004369.

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The HCM (Highway Capacity Manual 2010) classifies two-lane rural highway that passes through developed areas as ‘Class III’ and suggests using Percent Free-Flow Speed (PFFS) as performance measure to define Level Of Service (LOS). Apparently, this performance measure addresses the main limitation associated with using Average Travel Speed (ATS) as a measure of performance. However, larger speed differential under heterogeneous traffic causes error in estimating Free-Flow Speed (FFS) and thus affects PFFS. This implication was examined in the present study using field data collected on a national highway approaching a city. Speed–flow equations were developed and intercept values were compared to the FFS obtained according to HCM guidelines. Comparison confirms a very close agreement between average FFS value and those obtained for different types of vehicle separately except for car. This consequently causes an error in estimating PFFS since the traffic composition consists of significant proportion of car. The possible capacity of the highway section was observed to be around 2300 pc/h for mixed traffic situation.
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10

Massahi, Aidin, Mohammed Hadi, Maria Adriana Cutillo, and Yan Xiao. "Estimating the Effects of Urban Street Incidents on Capacity." Transportation Research Record: Journal of the Transportation Research Board 2615, no. 1 (January 2017): 55–61. http://dx.doi.org/10.3141/2615-07.

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The effect of incidents on capacity is the most critical parameter in estimating the influence of incidents on network performance. The Highway Capacity Manual 2010 (HCM 2010) provides estimates of the drop in capacity resulting from incidents as a function of the number of blocked lanes and the total number of lanes in the freeway section. However, there is limited information on the effects of incidents on the capacity of urban streets. This study investigated the effects on capacity of the interaction between the drop in capacity below demand at a midblock urban street segment location and upstream and downstream of signalized intersection operations. A model was developed to estimate the drop in capacity at the incident location as a function of the number of blocked lanes, the distance from the downstream intersection, and the green time–to–cycle length (g:C) ratio of the downstream signal. A second model was developed to estimate the reduction in the upstream intersection capacity resulting from the drop in capacity at the midblock incident location as estimated by the first model. The second model estimated the drop in capacity of the upstream links feeding the incident locations as a function of incident duration time, the volume-to-capacity (V/C) ratio at the incident location, and distance from an upstream signalized intersection. The models were developed on the basis of data generated with the use of a microscopic simulation model calibrated by comparison with parameters suggested in HCM 2010 for incident and no-incident conditions and by comparison with field measurements.
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Dissertations / Theses on the topic "Highway Capacity Manual 2010 - Hcm 2010"

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Azeredo, Válter Iúri Valente de. "Avaliação do nível de serviço em estradas de faixa de rodagem única segundo o HCM 2010." Dissertação, 2012. http://hdl.handle.net/10216/68295.

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Azeredo, Válter Iúri Valente de. "Avaliação do nível de serviço em estradas de faixa de rodagem única segundo o HCM 2010." Master's thesis, 2012. http://hdl.handle.net/10216/68295.

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Fernandes, João Miguel Machado. "Análise do nível de serviço em estradas multivias: uma avaliação com recurso à metodologia HCM 2010." Master's thesis, 2014. http://hdl.handle.net/10400.6/4925.

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As redes de autoestradas dos diversos países devem garantir um nível de serviço compatível com a rápida deslocação de veículos, pessoas e bens. Para avaliar a qualidade do serviço prestado por este tipo de infraestruturas rodoviárias é usual recorrer ao método do Transportation Research Board. A versão mais recente desta metodologia de referência mundial, que avalia a qualidade do serviço através da análise das condições de circulação que são oferecidas aos usuários de uma estrada (segurança, facilidade de manobra e velocidades de circulação), é o “Highway Capacity Manual 2010” (HCM 2010). Esta metodologia foi concebida atendendo ao sistema rodoviário americano, no entanto, tem sido adotada por diversos países de todo o mundo, inclusive da União Europeia, como Portugal. A aplicação da metodologia às especificidades próprias da rede de estradas e das características do tráfego português constitui um desafio que deverá ser estudado adequadamente. Assim, o presente estudo tem como objetivo, para além de uma descrição pormenorizada da metodologia para as estradas multivias e a sua adaptação ao sistema internacional de unidades, a aplicação da mesma a um caso de estudo nacional, de forma a avaliar a sua aplicabilidade. Do trabalho desenvolvido foi possível concluir que embora existam algumas diferenças operacionais entre os dois sistemas rodoviários, a metodologia HCM 2010 pode ser aplicada em Portugal. Salienta-se contudo, que várias formulações adotadas por esta metodologia resultam de extensas bases de dados americanas, cuja realidade rodoviária é distinta da europeia, pelo que os resultados obtidos na aplicação da mesma a outras realidades, apesar de representativos, devem ser alvo de uma leitura cuidada.
The highway network in several different countries should guarantee a service quality consistent with the fast movement of vehicles, people and goods. To evaluate the service quality provided by this type of road infrastructure it is customary to use the Transportation Research Board methodology. The latest version of this worldwide reference methodology, which evaluates the road service quality analyzing the traffic conditions provided to road users (considering safety, maneuverability and the traffic speed), is the "Highway Capacity Manual 2010 "(HCM 2010). This methodology was designed having in mind the American road system, however, it has been adopted worldwide, including European Union countries as well as Portugal. The application of this methodology to the specific characteristics of a road network and to the Portuguese traffic conditions is a challenge which must be properly studied. Therefore, the purpose of this study is, besides providing a very detailed description of the methodology for multilane highways and its adjustment to the international system of units, to apply such a methodology to a national case study to assess its applicability. It was concluded that, although there are some operational differences between the road systems, the methodology HCM 2010 can be applied in Portugal. It must be pointed out that several formulations adopted by this methodology are only possible because of the enormous American databases, whose road reality is different from the European one. Hence, the results obtained by its application to different realities, although significant, must be interpreted very carefully.
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Books on the topic "Highway Capacity Manual 2010 - Hcm 2010"

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Innovative Applications of the Highway Capacity Manual 2010. Washington, D.C.: Transportation Research Board, 2014. http://dx.doi.org/10.17226/22236.

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Book chapters on the topic "Highway Capacity Manual 2010 - Hcm 2010"

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Prassas, Elena S., and Roger P. Roess. "The 2010 and 2016 Highway Capacity Manual Signalized Intersection Methodology." In Springer Tracts on Transportation and Traffic, 227–62. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-34480-1_9.

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Conference papers on the topic "Highway Capacity Manual 2010 - Hcm 2010"

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Savitha, B. G., R. Satyamurthy, H. S. Jagadeesh, H. S. Sathish, and T. Sundararajan. "Evaluation of level of service at few signalized intersections using Indian Highway Capacity Manual (Indo-HCM, 2018)." In PROCEEDINGS OF THE 35TH INTERNATIONAL CONFERENCE OF THE POLYMER PROCESSING SOCIETY (PPS-35). AIP Publishing, 2020. http://dx.doi.org/10.1063/1.5141555.

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