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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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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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Zhou, Jianan, Laurence Rilett, Elizabeth Jones, and Yifeng Chen. "Estimating Passenger Car Equivalents on Level Freeway Segments Experiencing High Truck Percentages and Differential Average Speeds." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 15 (October 2, 2018): 44–54. http://dx.doi.org/10.1177/0361198118798237.
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In the Highway Capacity Manual (HCM), the passenger car equivalent (PCE) of a truck is used to account for the impacts of trucks on traffic flow. The 2010 HCM PCE values were estimated by the equal-density method using a FRESIM simulation. It was determined that the truck PCE for level freeway segments was 1.5 for all conditions. In the 2016 HCM, the PCE values were based on VISSIM simulation output at 1 min intervals along a three-lane, 13 mile (8 mile level and 5 mile graded) section of a roadway. It was determined that the truck PCE for level freeway segments was 2.0. It is hypothesized in this paper that the HCM PCE values are not appropriate for the western United States, which consistently experiences truck percentages higher than 25%, the maximum truck percentage published in the HCM PCE table. The HCM PCE procedure assumes that truck and passenger cars travel at the same average free-flow speed on level terrain. However, many heavy trucks in the western United States have speed limiters to improve fuel economy, and therefore travel slower than the speed limit. The interaction of high truck percentages and large speed differences may result in moving bottlenecks when trucks pass other trucks at low speed differentials. This may lead to an increased delay for the following passenger car vehicles. The 2016 HCM PCEs are based on three-lane simulations where the PCE is calculated based on near-capacity flows. This approach might not be appropriate for western states where these conditions rarely exist. This paper examines these effects using data from I-80 in western Nebraska. The paper develops new PCE values based on the 2010 HCM equal-density approach using calibrated CORSIM and VISSIM simulation models. It was found that the PCE values in the HCM 2010 and HCM 2016 underestimate the effect of heavy trucks on level terrain freeways that experience high truck percentages, and where different vehicle types have large differences in average free-flow speeds.
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Moreno, Ana Tsui, Carlos Llorca, Scott S. Washburn, Jose Elievam Jr Bessa, and Alfredo Garcia. "Operational Considerations of Passing Zones for Two-lane Highways: Spanish Case Study." PROMET - Traffic&Transportation 30, no. 5 (November 9, 2018): 601–12. http://dx.doi.org/10.7307/ptt.v30i5.2776.
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The U.S. Highway Capacity Manual (HCM 2010) methodology is used in Spain to evaluate traffic operation and quality of service. In two-lane undivided highways, the effect of limiting where drivers could pass slower vehicles, or passing restrictions, is considered through the percentage of no-passing zones. This measure does not account for how passing opportunities are distributed along the road. The objective of this research was to evaluate the effect percentage of no-passing zones and average passing zone length on a two-lane highway and, if significant, incorporate them in the analysis methodology,. The TWOPAS microsimulation program was calibrated and validated to the Spanish conditions. Passing restrictions had little effect on average traffic speed (ATS), with differences lower than 6 km/h between a road segment with no passing restrictions and a road segment with a passing restriction on 100% of its length. Conversely, passing restrictions can increase the percent time spent following (PTSF) up to 30%. Increasing the passing zone length beyond 2,000 m does not improve PTSF. The new models could be used to better estimate traffic operation on Spanish two-lane highways.
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Nassiri, Habibollah, Sara Tabatabaie, and Sina Sahebi. "Delay-based Passenger Car Equivalent at Signalized Intersections in Iran." PROMET - Traffic&Transportation 29, no. 2 (April 24, 2017): 135–42. http://dx.doi.org/10.7307/ptt.v29i2.2040.
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Due to their different sizes and operational characteristics, vehicles other than passenger cars have a different influence on traffic operations especially at intersections. The passenger car equivalent (PCE) is the parameter that shows how many passenger cars must be substituted for a specific heavy vehicle to represent its influence on traffic operation. PCE is commonly estimated using headway-based methods that consider the excess headway utilized by heavy vehicles. In this research, the PCE was estimated based on the delay parameter at three signalized intersections in Tehran, Iran. The data collected were traffic volume, travel time for each movement, signalization, and geometric design information. These data were analysed and three different models, one for each intersection, were constructed and calibrated using TRAF-NETSIM simulation software for unsaturated traffic conditions. PCE was estimated under different scenarios and the number of approach movements at each intersection. The results showed that for approaches with only one movement, PCE varies from 1.1 to 1.65. Similarly, for approaches with two and three movements, the PCE varies from 1.07 to 1.99 and from 0.76 to 3.6, respectively. In addition, a general model was developed for predicting PCE for intersections with all of the movements considered. The results obtained from this model showed that the average PCE of 1.5 is similar to the value recommended by the HCM (Highway Capacity Manual) 1985. However, the predicted PCE value of 1.9 for saturated threshold is closer to the PCE value of 2 which was recommended by the HCM 2000 and HCM 2010.
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Abhigna, Doddapaneni, Dipak P. Brahmankar, and Kodavanti Venkata Raghavendra Ravishankar. "Multi Vehicle-Type Right Turning Gap-Acceptance and Capacity Analysis at Uncontrolled Urban Intersections." Periodica Polytechnica Transportation Engineering 48, no. 2 (January 24, 2018): 99–108. http://dx.doi.org/10.3311/pptr.9744.
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Intersections are the critical zones where conflicting, merging and diverging movements influence the intersection capacity. Uncontrolled intersections in particular pose dangerous situations to vehicular traffic. During peak vehicular flow, the unpredictable crossing behavior of minor stream vehicles induces delay and reduces the capacity of the intersection. Capacity at uncontrolled intersections is typically measured either by gap acceptance method, empirical regression approaches and conflict technique. Gap acceptance is an important characteristic for analyzing uncontrolled intersections. The behavior of different vehicle types and gap of subject vehicle type from minor street taking right turn to merge with major traffic stream is analyzed using gap acceptance method. The objective of the current study is to analyze the effect of major stream vehicle type combinations on the minor stream vehicle gap-acceptance behavior and to determine the capacity of the minor stream taking into account the influence of the right turning vehicles. The capacity of minor stream calculated using Highway Capacity Manual (HCM) 2010, Luttenin’s model, and Tanner’s model are compared. It is observed that two wheelers are more aggressive than three wheelers for most of the major stream vehicular combinations observed in this study.
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Kang, Nan, and Hideki Nakamura. "Estimation of Roundabout Entry Capacity that Considers Conflict with Pedestrians." Transportation Research Record: Journal of the Transportation Research Board 2517, no. 1 (January 2015): 61–70. http://dx.doi.org/10.3141/2517-07.
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At roundabouts, the main streams that conflict with entry flow and have a significant effect on entry capacity are circulating flow and pedestrian flow. Pedestrian impact is estimated with an adjustment factor ( fped) in existing methods that were developed under standard roundabout designs, such as a physical splitter island at entry and exit. However, available space may limit these geometric designs in some locations (e.g., in Japan), and, as a result, the impact of driver and pedestrian behaviors on entry capacity probably changes. In a microscopic approach, entry vehicles cross pedestrian flow through available pedestrian gaps. Therefore, gap acceptance behavior is used to reproduce conflict with pedestrians. This analysis aimed to estimate roundabout entry capacity that considers conflict with pedestrians by gap acceptance behavior as well as several influencing factors, including presence or absence of a physical splitter island and the farside pedestrian yield rate (i.e., number of drivers yielding to the total farside pedestrian demand). Entry capacity was estimated two ways, with simulation analysis and a theoretical model. The estimated entry capacity results from the two approaches were compared, and the limitations of each approach were interpreted. Results from the two proposed approaches also were compared with those from the existing fped model that was applied in Highway Capacity Manual 2010 (referred to as HCM fped). Findings imply that HCM fped is not appropriate for Japanese situations. Both proposed approaches are expected to be used in the planning and design stages for roundabout implementation not only in Japan but also in other countries that must consider space limitations and pedestrians.
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Lan, Chang-Jen. "Modeling Back-of-Queue Uncertainty at Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (February 28, 2020): 199–210. http://dx.doi.org/10.1177/0361198120909381.
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The queue percentile formulation adopted in the 2010 Highway Capacity Manual (HCM) is empirically based. It contains an overly simplified functional form and parameters such that the accuracy of the back-of-queue percentile estimates is compromised. In view of this, the author applies the Delta method to derive the uncertainty formulation of back-of-queue through the first-order Taylor expansion approximation, assuming that the source of uncertainty comes from arrival flow, saturation flow and, for actuated controller, green time variability from vehicle actuation. As multiplication of the independent, positive random variables results in a lognormal distributed outcome, the back-of-queue percentile is quantified as a lognormal predictive interval function. The simulation study shows that the proposed back-of-queue predictive interval is much more accurate than the HCM counterpart in most of the cases evaluated based on the Kolmogorov–Smirnov goodness-of-fit test. The proposed formulations can be used to quantify the back-of-queue predictive interval for both pre-timed and actuated control, whereas HCM is indifferent to the type of control. As expected, the variability of back-of-queue from the actuated control is less than the pre-timed control in unsaturated condition. The predictive interval profiles become identical when the degree of saturation approaches to unity and maxes out the green time.
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Giuffrè, Orazio, Anna Granà, Sergio Marino, and Fabio Galatioto. "MICROSIMULATION-BASED PASSENGER CAR EQUIVALENTS FOR HEAVY VEHICLES DRIVING TURBO-ROUNDABOUTS." TRANSPORT 31, no. 2 (June 28, 2016): 295–303. http://dx.doi.org/10.3846/16484142.2016.1193053.
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Due to its geometric design, turbo-roundabouts impose greatest constraints to the vehicular trajectories; by consequence, one can expect a more unfavourable impact of heavy vehicles on the traffic conditions than on other types of roundabouts. The present paper addresses the question of how to estimate Passenger Car Equivalents (PCEs) for heavy vehicles driving turbo-roundabouts. The microsimulation approach used revealed as a useful tool for evaluating the variation of quality of traffic in presence of mixed fleets (different percentages of heavy vehicles). Based on the output of multiple runs of several scenarios simulation, capacity functions for each entry lane of the turbo-roundabout were developed and variability of the PCEs for heavy vehicles were calculated by comparing results for a fleet of passenger cars only with those of the mixed fleet scenarios. Results show a dependence of PCEs for heavy vehicles on operational conditions, which characterise the turbo-roundabout. Assuming the values of PCEs for roundabouts provided by the 2010 Highway Capacity Manual (HCM), depending on entering manoeuvring underestimation and overestimation of the effect of heavy vehicles on the quality of traffic conditions have been found.
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Terraza, Manel, Ji Zhang, and Zongzhi Li. "Intersection Signal Timing Optimisation for an Urban Street Network to Minimise Traffic Delays." Promet - Traffic&Transportation 33, no. 4 (August 5, 2021): 579–92. http://dx.doi.org/10.7307/ptt.v33i4.3694.
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The ever-increasing travel demand outpacing available transportation capacity especially in the U.S. urban areas has led to more severe traffic congestion and delays. This study proposes a methodology for intersection signal timing optimisation for an urban street network aimed to minimise intersection-related delays by dynamically adjusting green splits of signal timing plans designed for intersections in an urban street network in each hour of the day in response to varying traffic entering the intersections. Two options are considered in optimisation formulation, which are concerned with minimising vehicle delays per cycle, and minimising weighted vehicle and pedestrian delays per cycle calculated using the 2010 Highway Capacity Manual (HCM) method. The hourly vehicular traffic is derived by progressively executing a regional travel demand forecasting model that could handle interactions between signal timing plans and predicted vehicular traffic entering intersections, coupled with pedestrian crossing counts. A computational study is conducted for methodology application to the central business district (CBD) street network in Chicago, USA. Relative weights for calculating weighted vehicle and pedestrian delays, and intersection degrees of saturation are revealed to be significant factors affecting the effectiveness of network-wide signal timing optimisation. For the current study, delay reductions are maximised using a weighting split of 78/22 between vehicle and pedestrian delays.
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Prasetijo, Joewono, Ishak Baba, Elena A. Arifin Nurul, and John L. M. Siang Alvin. "Weaving length and lane-changing behavior at two-sided weaving section along federal road FT050: jalan kluang – ayer hitam." MATEC Web of Conferences 181 (2018): 06002. http://dx.doi.org/10.1051/matecconf/201818106002.
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Weaving is defined as a movement of vehicles that crossing over the direct traffic from on-ramp to off-ramp. Apparently, weaving maneuver lead to collision risk and weaving turbulence especially at twosided weaving section. The following study recognize the maximum weaving length and lane-changing rate on Federal Route 50 (FT050) segment. Visual recording technique was used at two different locations that are called as Site A (KM15) and Site B (KM16). Data of traffic volume was extracted by playback the video/personal computer. Analysis was made using spreadsheet and applied the methodology of the Highway Capacity Manual 2010. The study found that Site A has more tendencies to encounter longer weaving turbulence with maximum weaving length ranging from 1952 m to 2120 m, compared to site B that is 1866 m to 1882 m. Site A with a longer distance of weaving section 358 m has higher intense of total lane-changing rate that is 1142 lc/h compared to Site B with a distance of weaving section 316 m has total lane-changing rate of 812 lc/h. Shorter weaving distance may cause less lane-changing activity because drivers does not prefer to perform weaving at shorter weaving section as it is forced the drivers to perform weaving drastically in more crammed situation and risk to dealing with accident is huge. The findings shall help to understand more on causes of weaving turbulence at weaving section by referring HCM 2010 methodology.
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Bessa Junior, Jose Elievam, and Jose Reynaldo Setti. "Avaliação de medidas de desempenho para rodovias de pista simples obtidas a partir de relações fluxo-velocidade." TRANSPORTES 24, no. 3 (December 1, 2016): 72. http://dx.doi.org/10.14295/transportes.v24i3.1145.
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Para estimar o nível de serviço em rodovias de pista simples, o Highway Capacity Manual 2010 (HCM2010) adota como medidas de desempenho a porcentagem de tempo viajando em pelotões (PTSF) e a velocidade média de percurso (ATS). A PTSF, no entanto, é praticamente impossível de ser observada em campo. Na literatura, algumas pesquisas propõem medidas de desempenho alternativas à PTSF que podem ser coletadas diretamente da observação do tráfego. Além disso, as relações fluxo-velocidade têm um papel fundamental na determinação do nível de serviço no HCM2010 e no HBS2001. A meta deste trabalho foi avaliar medidas de desempenho provenientes de relações fluxo-velocidade que pudessem ser adequa-das para descrever a qualidade de serviço em rodovias de pista simples no Brasil. Usando dados de tráfego sintéticos produ-zidos com uma versão do CORSIM calibrada para rodovias no Brasil, foram obtidas relações fluxo-velocidade para diferentes condições (geometria, porcentagens de veículos pesados e velocidades de fluxo livre). Comparações dos valores provenientes desses modelos com dados de campo indicaram que a velocidade média de percurso dos automóveis e a densidade para automóveis poderiam substituir os critérios atuais do HCM para estimar o nível de serviço em rodovias de pista simples no Brasil.
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Sahani, Rima, and Prasanta Kumar Bhuyan. "PEDESTRIAN LEVEL OF SERVICE CRITERIA FOR URBAN OFF-STREET FACILITIES IN MID-SIZED CITIES." Transport 32, no. 2 (September 10, 2014): 221–32. http://dx.doi.org/10.3846/16484142.2014.944210.
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Levels Of Service (LOS) evaluation criteria for off-street pedestrian facilities are not well defined in urban Indian context; hence an in-depth research is carried out in this regard. Defining Pedestrian Level of Service (PLOS) criteria is basically a classification problem; therefore a comparative study is made using three methods of clustering i.e. Affinity Propagation (AP), Self-Organizing Map (SOM) in Artificial Neural Network (ANN) and Genetic AlgorithmFuzzy (GA-Fuzzy) clustering. Pedestrian data are used on validation measure of clustering method to obtain optimal number of cluster used in defining PLOS categories. To decide the most suitable algorithm applicable in defining PLOS criteria for urban off-street facilities in Indian context, Wilk’s Lambda is used on results of the three clustering methods. It is observed from the analysis that GA-Fuzzy is the most suitable clustering analysis among the three methods. With the help of GA-Fuzzy clustering analysis the ranges of the four measuring parameters (average pedestrian space, flow rate, speed of pedestrian and volume to capacity ratio) are defined by using the data collected from two mid-sized cities located in the state of Odisha, India. It is also observed that at >16.53 m2/ped average space, ≤0.061 ped/sec/m flow rate, >1.21 speed and ≤0.34 v/c ratio pedestrians can move in their desired path at LOS ‘A’ without changing movements and it is the best condition for off-street facilities. But in the pedestrian facility having ≤4.48 m2/ped average space, >0.146 ped/sec/m flow rate, ≤0.62 average speed and >1.00 v/c ratio, pedestrian movement is severely restricted and frequent collision among users occurs. The ranges of the parameters used for LOS categories found in this study for Indian cities are different from that mentioned in HCM (Highway Capacity Manual 2010) because of differences in population density, traffic flow condition, geometric structure and some other factors.
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Dixon, Michael P., Satya Sai Kumar Sarepali, and Kevin Allen Young. "Field Evaluation of Highway Capacity Manual 2000 Analysis Procedures for Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 125–32. http://dx.doi.org/10.3141/1802-15.
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Highway Capacity Manual (HCM) 2000 two-lane rural highway directional, two-way, and passing-lane analysis procedures based on field data and simulation were evaluated. Detailed field data were collected from two highway sections in northern Idaho, one with and one without passing lanes. The TWOPAS simulation model was used to provide additional insights. Particular attention was given to the differences in estimates for percent time spent following (PTSF) produced by the twoway and directional analysis procedures. It was found that the two-way analysis procedure was more accurate, although both procedures produced estimates that were too high. The passing-lane analysis procedure was also evaluated, and the HCM 2000 procedure was found to be conservative in its estimates of PTSF reductions due to a passing lane.
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Eads, Brian S., Nagui M. Rouphail, Adolf D. May, and Fred Hall. "Freeway Facility Methodology in Highway Capacity Manual 2000." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 171–80. http://dx.doi.org/10.3141/1710-20.
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The next edition of the Highway Capacity Manual (HCM 2000) will contain for the first time an operational analysis procedure for directional freeway facilities up to 20 to 25 km long. At the simplest level, this procedure integrates the proposed HCM 2000 methods for the analysis of basic, ramp, and weaving segments to enable the analysis of an entire facility. But the proposed facility methodology goes much further. It allows the user to analyze multiple, contiguous time intervals with timevarying demands and capacities. It can handle both undersaturated and oversaturated traffic conditions (with some limitations). In the latter case, both the spatial and time extent of congestion are estimated. Finally, the method permits the investigation of the effect of many traditional and intelligent transportation system–based freeway improvement strategies such as full or auxiliary lane additions, ramp metering, incident management, and a limited set of high-occupancy-vehicle designs on facility performance. Described here is the conceptual model for and computational steps of the methodology, with emphasis on the components for analysis of oversaturated conditions. The scope and limitations of the methods are also highlighted. Reference is given to a companion paper that describes how the results of the method were validated in the field and how they compared with those obtained from widely used freeway simulation models.
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Roess, Roger P., and Jose M. Ulerio. "Weaving Area Analysis in Year 2000 Highway Capacity Manual." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 145–53. http://dx.doi.org/10.3141/1710-17.
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The development of weaving area analysis procedures for the next edition of the Highway Capacity Manual, which is to be published in 2000, is described. Weaving has proved to be one of the most complex types of operation to analyze consistently. Although many studies and investigations have examined weaving areas, no single comprehensive research document exists that has resulted in an analysis procedure that has withstood the test of time and application, despite many attempts to do so. As the publication of the Highway Capacity Manual for the Year 2000 (HCM 2000) nears, weaving analysis procedures continue to be influenced by a variety of historic studies and documents and by several databases. None of these is statistically adequate given the number of variables involved. Thus, procedures continue to require the application of the professional judgment of the members of the Committee on Highway Capacity and Quality of Service of the Transportation Research Board. Documentation for the analyses and judgments that support the analysis procedure as it is recommended to appear in the HCM 2000 is given in this paper.
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Minderhoud, M. M., and L. Elefteriadou Elefteriadou. "Freeway Weaving: Comparison of Highway Capacity Manual 2000 and Dutch Guidelines." Transportation Research Record: Journal of the Transportation Research Board 1852, no. 1 (January 2003): 10–18. http://dx.doi.org/10.3141/1852-02.
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Weaving sections are a commonly adopted freeway facility both in the United States and in Europe. Knowledge about the capacity and level of service achievable on different types of weaving segments is necessary for the design and management of freeways. Guidelines such as those of the U.S. Highway Capacity Manual (HCM) provide capacity values for different weaving configuration types. The Dutch guidelines for the design of weaving segments are compared with those of the U.S. HCM. Differences between their respective approaches are identified, and a comparison of capacity values is conducted. It was found that there are large differences in capacity estimates for certain weaving configuration types. The results of a sensitivity analysis explain these differences in capacity values to a large extent. This analysis showed that it is important to consider the weaving proportions per leg. Currently, neither the HCM nor the Dutch approach considers different weaving flows per incoming leg. The introduction of an additional variable into the calculation procedure that takes into account the presence of asymmetrical weaving flows is recommended.
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Washburn, Scott S., Douglas S. McLeod, and Kenneth G. Courage. "Adaptation of Highway Capacity Manual 2000 for Planning-Level Analysis of Two-Lane and Multilane Highways in Florida." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 62–68. http://dx.doi.org/10.3141/1802-08.
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A planning-level adaptation was developed of the Highway Capacity Manual (HCM) 2000 procedure for estimating the level of service (LOS) on two-lane and multilane highways in Florida. The problems associated with planning-level adaptations in general and with uninterruptedflow highways in particular were identified. Although much of the adaptation was achieved though the use of default values for data items, some departures from the HCM procedures were required. The most significant deviation was the creation of a third class of two-lane highway to supplement the two classes currently defined in the HCM. A case was made for the existence of this class and its inclusion in a future edition of the HCM. The Florida Department of Transportation’s planning-level methodology, termed HIGHPLAN, is well suited to its intended application, which is planning-level analysis of two-lane and multilane highways in Florida. It maintains fidelity to the HCM procedures to the extent that Florida conditions will allow and Florida users will accept. As long as they are understood, the departures from the HCM should not pose significant problems for users outside of Florida. The planning-level methodology has also been implemented in a software program that produces LOS estimates and service volume tables covering sitespecific conditions.
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May, Adolf D., Alexander Skabardonis, and Lannon Leiman. "User Assessment of Intersection Chapter Procedures in Highway Capacity Manual 1997 Update." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 189–98. http://dx.doi.org/10.3141/1710-22.
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Participants from California cities and counties participated in a 1-year local technical assistance program for learning, applying, and evaluating the procedures in the 1997 update to the Highway Capacity Manual (HCM) for the analysis of signalized and unsignalized intersections. Training and technical assistance were provided to the participants on the practical application of the 1997 HCM procedures. Field studies and HCM applications were undertaken at 28 signalized and unsignalized intersections by 25 first-time HCM users in 22 cities and counties. The findings from the project evaluation indicate that the project was highly successful and that similar educational and application experiences should be undertaken for new users of the HCM 2000 in other states. The assessment of the analysis techniques and software will aid the Committee on Highway Capacity and Quality of Service in better understanding the needs and desires of users for future editions of the HCM as well as software developers in better meeting the needs of users.
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Roess, Roger P. "Speed–Flow Curves for Freeways in Highway Capacity Manual 2010." Transportation Research Record: Journal of the Transportation Research Board 2257, no. 1 (January 2011): 10–21. http://dx.doi.org/10.3141/2257-02.
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Luttinen, R. Tapio. "Uncertainty in Operational Analysis of Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 105–14. http://dx.doi.org/10.3141/1802-13.
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The Highway Capacity Manual (HCM) 2000 provides methods to estimate performance measures and the level of service for different types of traffic facilities. Because neither the input data nor the model parameters are totally accurate, there is an element of uncertainty in the results. An analytical method was used to estimate the uncertainty in the service measures of two-lane highways. The input data and the model parameters were considered as random variables. The propagation of error through the arithmetic operations in the HCM 2000 methodology was estimated. Finally, the uncertainty in the average travel speed and percent time spent following was analyzed, and four approaches were considered to deal with uncertainty in the level of service.
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Ersoy, Melike, and Hilmi Berk Çelikoğlu. "Capacity Analysis on Multi-Lane Roundabouts: An Evaluation With Highway Capacity Manual 2010 Capacity Model." Pamukkale University Journal of Engineering Sciences 20, no. 6 (2014): 225–31. http://dx.doi.org/10.5505/pajes.2014.58661.
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Wei, Ting, and Jeromy L. Grenard. "Calibration and Validation of Highway Capacity Manual 2010 Capacity Model for Single-Lane Roundabouts." Transportation Research Record: Journal of the Transportation Research Board 2286, no. 1 (January 2012): 105–10. http://dx.doi.org/10.3141/2286-12.
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Dowling, Richard G., Douglas McLeod, Martin Guttenplan, and John D. Zegeer. "Multimodal Corridor Level-of-Service Analysis." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 1–6. http://dx.doi.org/10.3141/1802-01.
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The 2000 release of the Highway Capacity Manual (HCM) provides for the first time a corridor analysis method that guides users in the application of various chapters of the HCM to the analysis of automobiles and transit in a corridor. Together with the recent publication of the Transit Capacity and Quality of Service Manual (TCQSM), the HCM 2000 represents a significant advance in the direction of multimodal level-of-service (LOS) analysis. However, relatively little guidance is given in either the HCM or the TCQSM on the compilation of automobile and transit segment levels of service into a measure of corridor level of service. In addition, bicycles and pedestrians are ignored in the corridor methodology. A methodology was developed and tested in Florida for measuring and reporting the user-perceived quality of service for highway corridors from a multimodal perspective. Automobile and transit LOS analyses are based on the HCM 2000 and TCQSM, respectively. Bicycle and pedestrian levels of service are based on the bicycle and pedestrian LOS models, respectively. Four classes of corridors are recommended, and the methodology was tested on two classes of urban corridors, with and without a freeway. The methodology is applied in three steps: ( a) corridor definition, ( b) computation of modal level of service, and ( c) reporting of results. The methodology was applied to six case studies throughout Florida at generalized and conceptual planning levels. Conclusions about the methodology were drawn from the case studies; the main conclusion is that the methodology provided a reliable overall indicator of corridor level of service by mode.
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Anusha, S. P., R. A. Anand, and L. Vanajakshi. "Data Fusion Based Hybrid Approach for the Estimation of Urban Arterial Travel Time." Journal of Applied Mathematics 2012 (2012): 1–17. http://dx.doi.org/10.1155/2012/587913.
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Travel time estimation in urban arterials is challenging compared to freeways and multilane highways. This becomes more complex under Indian conditions due to the additional issues related to heterogeneity, lack of lane discipline, and difficulties in data availability. The fact that most of the urban arterials in India do not employ automatic detectors demands the need for an effective, yet less data intensive way of estimating travel time. An attempt has been made in this direction to estimate total travel time in an urban road stretch using the location based flow data and sparse travel time data obtained using GPS equipped probe vehicles. Three approaches are presented and compared in this study: (1) a combination of input-output analysis for mid-blocks and Highway Capacity Manual (HCM) based delay calculation at signals named as base method, (2) data fusion approach which employs Kalman filtering technique (nonhybrid method), and (3) a hybrid data fusion HCM (hybrid DF-HCM) method. Data collected from a stretch of roadway in Chennai, India was used for the corroboration. Simulated data were also used for further validation. The results showed that when data quality is assured (simulated data) the base method performs better. However, in real field situations, hybrid DF-HCM method outperformed the other methods.
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Moses, Ren, Enock T. Mtoi, and Eren E. Ozguven. "Evaluation of the 2010 Highway Capacity Manual Urban Street Free-Flow Speed Prediction Model." Transportation Research Record: Journal of the Transportation Research Board 2461, no. 1 (January 2014): 1–8. http://dx.doi.org/10.3141/2461-01.
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Brilon, Werner, and Ning Wu. "Two-Stage Gap Acceptance: Some Clarifications." Transportation Research Record: Journal of the Transportation Research Board 1852, no. 1 (January 2003): 26–31. http://dx.doi.org/10.3141/1852-04.
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Chapter 17 of the Highway Capacity Manual (HCM) 2000 provides a method for analyzing a two-stage priority process at unsignalized intersections, which provide a wide median in the major street. In the HCM itself, the method is described rather briefly. This briefness could give rise to misunderstanding, and practitioners might avoid using the procedure altogether. Therefore, the analytical background of the procedure and the correct application of the parameters are explained in greater detail. Moreover, graphical representations have been developed to replace the difficult formulas, significantly simplifying application in the field. The method also has some limitations, which should be taken into account in practical application. Thus, this paper is something like a comment on the method described in the HCM 2000, besides providing some enhancements that allow easier application in practice.
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Wu, Ning. "Total Capacities at All-Way Stop-Controlled Intersections: Validation and Comparison of Highway Capacity Manual Procedure and Addition-Conflict-Flow Technique." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 54–61. http://dx.doi.org/10.3141/1802-07.
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An iterative model for computing capacities at all-way stop-controlled (AWSC) intersections has been included in the new Highway Capacity Manual (HCM) 2000. The model is based on five saturation headway values, each reflecting a different level of conflict faced by the subject-approach driver. From this model the capacity and service time at any approach can be computed using iterative calculations. The model in the HCM is a so-called approach-based model, which only takes into account the conflicting cases among the approaches. The effect of turning streams or movements is not modeled in sufficient detail. In contrast, a theoretical, stream-based model for determination of capacities at AWSC intersections has been developed. This model is based on the addition-conflict-flow (ACF) method developed from graph theory and takes into account all the traffic streams at the intersection. This allows a systematic and realistic analysis of the traffic process at AWSC intersections. The computational procedure included in the model can be conducted without iterative calculation steps. The ACF and the HCM models for intersections with single-lane approaches were comprehensively validated, as well as a modified version of the HCM model that significantly enhances its features. The results of the validation indicate that the total capacity of an AWSC intersection with single-lane approaches based on the HCM model ranges between 1,450 and 1,550 passenger cars per hour (pc/h), whereas the total capacity based on the ACF model ranges between 1,600 and 2,000 pc/h. The modified HCM model yields total capacities ranging between 1,700 and 2,000 pc/h. The ACF model and the modified HCM model yield similar capacity results under normal traffic flow conditions.
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Fang, F. Clara, Lily Elefteriadou, and Aaron Elias. "Field Data for Evaluating 2010 Highway Capacity Manual Operational Analysis Methodology for Interchange Ramp Terminals." Transportation Research Record: Journal of the Transportation Research Board 2286, no. 1 (January 2012): 1–11. http://dx.doi.org/10.3141/2286-01.
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Powell, James L. "Field Measurement of Signalized Intersection Delay for 1997 Update of the Highway Capacity Manual." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 79–86. http://dx.doi.org/10.3141/1646-10.
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The 1997 update of the Highway Capacity Manual changes the basis of delay for level-of-service determination at signalized intersections from stopped delay to conceptually more appealing total delay. Total delay is made up of components including volume, control, and geometric delay. Level of service is now defined in terms of control delay, which provides a more stable and tractable relation to total delay, but the issue of field measurement remains in any case. A combined theoretical and empirical approach to measuring field delay on the basis of typical vehicle deceleration and acceleration profiles is taken in this paper. The profiles are related to the relatively easily surveyed quantity of vehicles in queue, which is equivalent to estimating time in queue of all vehicles stopped by the traffic signal. The results indicate that after vehicles in queue are sampled, correction factors can account, in practical terms, for the unsurveyed deceleration and acceleration delay. The corrections are simple additive factors that are a function of free-flow speed and average number of vehicles stopped in queue. Another adjustment is included for the consistent tendency of human observers to overestimate vehicles in queue. All of these factors are included in the new 1997 HCM procedure for measuring signalized intersection delay in the field. Further identified work includes the need to fully develop the total delay concept to account for geometric delay consistently over a variety of interrupted- and uninterrupted-flow facilities. Such resolution should be included in HCM 2000 preparation currently in progress.
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Luca, Mario De, and Gianluca Dell’Acqua. "CALIBRATING THE PASSENGER CAR EQUIVALENT ON ITALIAN TWO LINE HIGHWAYS: A CASE STUDY." TRANSPORT 29, no. 4 (October 16, 2013): 449–56. http://dx.doi.org/10.3846/16484142.2013.845854.
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The Level Of Service (LOS) of a road infrastructure, a concept introduced for the first time in the Highway Capacity Manual (second edition), is defined as the ‘qualitative measure of traffic conditions and their perception by users’. The Highway Capacity Manual, developed in the U.S., is still the most highly internationally credited reference text in the study of vehicular traffic. The method proposed by the Highway Capacity Manual is based mainly on studies and research compiled in the U.S., so in order to apply this method to other realities (e.g. Italy), research needs to be carried out at a local level. In this study, a series of studies were carried out to verify the transferability of these procedures to two roads classified as ‘two-lane highways’. Two fixed RTMS (Remote Traffic Microwave Sensor) were used to record traffic data for two sections located at 3100 km on the SP30 and at 8900 km on the SP175 from 1 January to 31 December 2010. From the data, it was possible to determine not only the relationships between the basic parameters of the traffic flow, but also the (Passenger Car Equivalent) (PCE) values. The results showed that the PCEs analyzed vary significantly with vehicular flow, while they are scarcely affected by changes in speed. In particular, with respect to the vehicular flow, although they have the same range recorded in the Highway Capacity Manual (2010) (between 1 and 2), they tend to be higher than those given in the manual, and the difference tends to diminish beyond a flow rate of 400÷450 pcphpl; the PCE coefficients also tend towards 1 (i.e., the condition where a heavy vehicle is comparable to a car) with range values approaching 1000 pcphpl. In addition, for these values, the traffic-flow diagrams obtained, showed speeds (defined as the critical speed) close to 50÷55 km/h (with the exception of the study conducted on the SP175 in direction d2, which is considerably higher).
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Bhuyan, Prasanta Kumar, and Smruti Sourava Mohapatra. "AFFINITY PROPAGATION CLUSTERING IN DEFINING LEVEL OF SERVICE CRITERIA OF URBAN STREETS." TRANSPORT 29, no. 4 (December 16, 2014): 401–11. http://dx.doi.org/10.3846/16484142.2014.984242.
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Defining Level Of Service (LOS) criteria is very important as this is the first step of LOS analysis but this is not well defined in Indian context. The analysis followed in India is basically adaptation of Highway Capacity Manual (HCM 2000) methodology which is more suitable for developed countries having homogenous traffic pattern. An attempt has been made in this study to define LOS criteria of urban streets for developing countries having heterogeneous traffic flow condition. Defining LOS is basically a classification problem and to solve it Affinity Propagation (AP), a very recently developed cluster algorithm is used. Inventory details and the required speed data are collected from five major street corridors of Greater Mumbai Region in India through the application of Trimble GeoXT Global Positioning System (GPS) receiver. Six validation parameters are used on Free Flow Speed (FFS) data to find the optimal number of clusters, which is required for the classification of street segments into number of classes. After that speed data collected during both peak and off-peak hours are averaged over street segments and clustered into six groups to get the speed ranges of different LOS categories. Using validation parameters, considering the physical and surrounding environmental characteristics it is found that street segments can be classified into four classes in Indian context as mentioned in Highway Capacity Manual 2000. However, the FFS range for urban street class IV (urban design category) is significantly lower because of varying road geometric characteristics. The speed ranges of LOS categories under urban street classes are proportionately lower to that values mentioned in HCM 2000 because of highly heterogeneous traffic flow on urban Indian roads. The travel speed data collection procedure using GPS is simple and accurate. In addition, AP clustering is highly efficient in terms of time saving and provides a very accurate solution to classification problems. Hence, both GPS and AP techniques can be applied in other countries to define the speed ranges of LOS categories considering the local conditions.
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Sangsefidi, Ebrahim, Mohammadjafar Rashidbenam, Shahab Kabiri, Hossein Amid, and Maryam Sangsefidi. "Optimizing Traffic Operation in Designing Specific Upgrades." Journal of Construction Engineering 2015 (January 18, 2015): 1–9. http://dx.doi.org/10.1155/2015/254548.
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Transport forms one of the primary needs in all categories of the population in modern society; it is of paramount concern for traffic engineers, transport planners, and policy makers to understand and evaluate the quality of service being provided by the transport facilities designed by them. This paper presents an investigation in profile geometric design and traffic flow operation on two-lane two-way highways and provides analyses that will help in a better understanding of traffic operation on these facilities to select the optimum profile configuration. The effects of influencing parameters consisting of grade, length of grade, traffic composition, and traffic volume are evaluated and finally a systematic procedure to evaluate flow rate under the base condition is presented. Finally, based on these achievements an algorithm is introduced to select optimum Finished Ground of profile view. Results show that the percentage of heavy vehicles has a contributing effect on traffic operation so that the optimum profile configuration is incredibly affected by this factor. Source data have been obtained from Highway Capacity Manual (HCM) as a pioneer document in respect of quantifying the concept of capacity for a transport facility.
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Viloria, Fadhely, Kenneth Courage, and Donald Avery. "Comparison of Queue-Length Models at Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 222–30. http://dx.doi.org/10.3141/1710-26.
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Several measures of effectiveness (MOEs) are associated with the queuing process at traffic signals, including delay, number of stops, fuel consumption, emissions, and queue length. The focus in this study is on queue length in general and on the storage requirements for left turns in particular. Queue length is an important MOE because queues that overflow the available storage space have an adverse effect on the overall operation of the intersection. Many traffic models now provide queue-length estimates, but the procedures used by these models are based on different queue definitions and have different computational approaches that lead to different results. A classification framework is developed for the existing models, their behavior is compared with that of the proposed Highway Capacity Manual (HCM) 2000 queue model, and queue conversion factors are provided for translating the various model outputs to their HCM 2000 equivalent. The proposed HCM 2000 model and its parent model from the Signalized and Unsignalized Intersection Design and Research Aid (SIDRA) provide a comprehensive treatment of the queuing process, accounting for control parameters such as controller type and progression quality as well as for the random and overflow effects associated with traffic flow. As such, the queue-length estimates from these models are more analytically defensible than those of the simpler theoretical models. The SIDRA and HCM 2000 queue estimates are generally higher than those of most other models and are somewhat higher than what conventional wisdom would suggest. It is suggested as a result of the comparisons presented that the queue estimates from some models are unduly optimistic when demand approaches capacity and that a goal of 90 percent confidence in the adequacy of left-turn storage lanes may be difficult to achieve under these conditions.
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Gomes, Alcir Das Neves, Elson Araújo, Osmar Martins Souza, and Wagner Roberto Garo Júnior. "Urban mobility: service level and demand forecast study on a road in the city of São Paulo." Independent Journal of Management & Production 10, no. 4 (August 1, 2019): 1341. http://dx.doi.org/10.14807/ijmp.v10i4.1000.
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The theme urban mobility has been gaining prominence in recent times due to the impact it causes on the quality of life of people living in large centers, this article aims to study and evaluate the Capacity and Level of Service in a specific route in the city of São Paulo based on the concepts and methods established in Highway Capacity Manual 2000 (HCM 2000), in addition to using linear regression to estimate the forecast of short-term traffic demand in a biennial scenario, to propose alternatives to provide a satisfactory Service Level compatible with the forecast demand, to analyze the efficiency of the method as a tool in the decision-making process in the measures for the improvement of circulation and retardation in the municipal road system. In this exploratory, quantitative and descriptive study, the calculations were performed using concepts and methods contained in HCM 2000 evaluating the efficiency of the method as a means of obtaining information to support decision-making regarding the improvement of urban mobility. The results showed a tendency to reduce the volume of vehicle flow in the studied road. The results obtained demonstrate that the tools applied in the present work can be of great value for decision making or proposition measures for improvements in the attendance of demand in the capacity of the roads to provide a Service Level that allows to improve the satisfaction of the users of the road system of the municipality of São Paulo.
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Bogdanović, Vuk, Nemanja Garunović, Valentina Basarić, and Jelena Mitrović Simić. "Evaluation of the Quality of Service of Pedestrian Flows on a Signalized Intersections." Put i saobraćaj 65, no. 2 (July 9, 2019): 37–42. http://dx.doi.org/10.31075/pis.65.02.06.
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In 5th edition of Highway Capacity Manual (2010) the methodology for evaluating the quality of service provided to pedestrians traveling through a signalized intersection first time was shown. The same methodology has been retained in the latest edition of the aforementioned manual. Provided methodology include determination of the key parameters for evaluation the quality of service of pedestrian flows on signalized intersections. In this paper mentioned methodology was shown through the short procedural steps. In order to verify the possibility of applying this procedure in local conditions, an analysis of traffic conditions at an intersection in Novi Sad was performed as an example.
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Ozkul, Seckin, Scott S. Washburn, and Douglas S. McLeod. "Revised Version of the Automobile Level-of-Service Methodology for Urban Streets in the Highway Capacity Manual 2010." Transportation Research Record: Journal of the Transportation Research Board 2395, no. 1 (January 2013): 66–72. http://dx.doi.org/10.3141/2395-08.
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Albanese, Marina, Roberto Camus, and Giovanni Longo. "Capacity and Queue Modeling for On-Ramp–Freeway Junctions." Transportation Research Record: Journal of the Transportation Research Board 1852, no. 1 (January 2003): 256–64. http://dx.doi.org/10.3141/1852-31.
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With reference to the procedure in the Highway Capacity Manual (HCM) 2000 for estimation of measures of effectiveness, a model is proposed to estimate merge-area capacity and to predict traffic dynamics and queue evolution for on-ramp–freeway junctions. The aims of the study are to analyze the behavior of flows within the merge area and to propose a methodology to dynamically estimate the capacity of both ramp and main line according to inflow patterns and to develop a mesoscopic model of merge facilities that allows the prediction of merge-area traffic outflow according to inflow patterns and to estimate traffic queue dynamics. The most relevant finding of the study is a methodology for estimation of the capacity of the merge area referred separately to both the main line and the ramp. The proposed approach could be considered as a link between the HCM hypotheses and those of gap-acceptance theory; the capacity of the competitive streams within the merge area depends on the opposing traffic volumes. The model gives information about traffic flows and queue dynamics (including total delay and maximum queue length). The first results of the application to a case study are briefly discussed, and some further developments are suggested.
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Prassas, Elena Shenk, Douglas McLeod, and Gina Bonyani. "Freeway Planning Methodology." Transportation Research Record: Journal of the Transportation Research Board 1852, no. 1 (January 2003): 63–68. http://dx.doi.org/10.3141/1852-09.
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A major new chapter of the Highway Capacity Manual (HCM) 2000 is on freeway facilities. It is a detailed operational methodology that combines analyses of basic freeway segments, weaving areas, off-ramp areas, and on-ramp areas. However, the new chapter does not contain guidance or examples for planning or preliminary engineering applications. To meet its numerous needs, Florida Department of Transportation engineers wanted to develop a freeway facility application that extends the HCM for generalized planning and preliminary engineering purposes but is not inconsistent with HCM 2000. Such a methodology was developed, documented, made into an executable software program called FREEPLAN, and is now being implemented throughout the state. The methodology is firmly based on HCM detailed analysis procedures but has assumptions and defaults that allow planners and engineers to use it effectively. At a generalized planning level, the basic construct was to provide tables of design volumes, v, and annual average daily traffic that could be achieved for various levels of service and freeway configurations for the default parameter values. At a preliminary engineering level, specific freeway facility inputs are used to determine v/c ratio, average travel speed, average density, and level-of-service grades. The initial results of applying the Florida freeway planning methodology to actual Florida data were outstanding in both urbanized and rural areas.
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Li, Bing, Wei Cheng, Yiming Bie, and Bin Sun. "Capacity of Advance Right-Turn Motorized Vehicles at Signalized Intersections for Mixed Traffic Conditions." Mathematical Problems in Engineering 2019 (April 22, 2019): 1–13. http://dx.doi.org/10.1155/2019/3854604.
Full textAbstract:
Right-turn motorized vehicles turn right using channelized islands, which are used to improve the capacity of intersections. For ease of description, these kinds of right-turn motorized vehicles are called advance right-turn motorized vehicles (ARTMVs) in this paper. The authors analyzed four aspects of traffic conflict involving ARTMVs with other forms of traffic flow. A capacity model of ARTMVs is presented here using shockwave theory and gap acceptance theory. The proposed capacity model was validated by comparison to the results of the observations based on data collected at a single intersection with channelized islands in Kunming, the Highway Capacity Manual (HCM) model and the VISSIM simulation model. To facilitate engineering applications, the relationship describing the capacity of the ARTMVs with reference to the distance between the conflict zone and the stop line and the relationship describing the capacity of the ARTMVs with reference to the effective red time of the nonmotorized vehicles moving in the same direction were analyzed. The authors compared these results to the capacity of no advance right-turn motorized vehicles (NARTMVs). The results show that the capacity of the ARTMVs is more sensitive to the changes in the arrival rate of nonmotorized vehicles when the arrival rate of the nonmotorized vehicles is 500 (veh/h)~2000 (veh/h) than when the arrival rate is some other value. In addition, the capacity of NARTMVs is greater than the capacity of ARTMVs when the nonmotorized vehicles have a higher arrival rate.
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Dhaliwal, Sawanpreet Singh, Xinkai Wu, John Thai, and Xudong Jia. "Effects of Rain on Freeway Traffic in Southern California." Transportation Research Record: Journal of the Transportation Research Board 2616, no. 1 (January 2017): 69–80. http://dx.doi.org/10.3141/2616-08.
Full textAbstract:
A number of studies in the past quantified the effect of rain on traffic parameters but were limited to wet areas. This research expands the literature by studying the effect of rain in a dry area such as Southern California and considering regional differences in the impact. Traffic data (loop detectors) and precipitation data (rain gauges) from the Los Angeles, California, metropolitan area were analyzed to access the effect of rain on traffic stream parameters such as free-flow speed, speed at capacity, and capacity. Rainfall events were categorized as light, medium, and heavy as discussed in the 2010 Highway Capacity Manual. Density plots and fundamental diagrams for rain types proved that free-flow speed, speed at capacity, and capacity were reduced by 5.7%, 6.91%, and 8.65%, respectively, for light rain; 11.71%, 12.34%, and 17.4%, respectively, for medium rain; and 10.22%, 11.85%, and 15.34%, respectively, for heavy rain. The reductions for free-flow speed were lower, whereas for speed at capacity and for capacity, they were higher than those reported in the 2010 manual. Moreover, headway increased during rain; this finding shows cautious driving behavior. Multiplicative weather adjustment factors were computed to compensate for the loss of speed and capacity. Also demonstrated was the spatial and temporal effect of rain on traffic. Downstream traffic was not much affected by a rainfall event, whereas the upstream traffic was negatively affected. This study is expected to support weather-responsive traffic management strategies for dry areas.
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Qu, Zhaowei, Yuzhou Duan, Hongyu Hu, and Xianmin Song. "Capacity and Delay Estimation for Roundabouts Using Conflict Theory." Scientific World Journal 2014 (2014): 1–12. http://dx.doi.org/10.1155/2014/710938.
Full textAbstract:
To estimate the capacity of roundabouts more accurately, the priority rank of each stream is determined through the classification technique given in the Highway Capacity Manual 2010 (HCM2010), which is based on macroscopical analysis of the relationship between entry flow and circulating flow. Then a conflict matrix is established using the additive conflict flow method and by considering the impacts of traffic characteristics and limited priority with high volume. Correspondingly, the conflict relationships of streams are built using probability theory. Furthermore, the entry capacity model of roundabouts is built, and sensitivity analysis is conducted on the model parameters. Finally, the entrance delay model is derived using queuing theory, and the proposed capacity model is compared with the model proposed by Wu and that in the HCM2010. The results show that the capacity calculated by the proposed model is lower than the others for an A-type roundabout, while it is basically consistent with the estimated values from HCM2010 for a B-type roundabout.