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  • Highway Capacity Manual

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    Highway capacity manual

    Drepturi de autor:

    © All Rights Reserved
    Descărcați ca PDF sau citiți online pe Scribd
    Indicator pentru conținut neadecvat
    807 vizualizări17 pagini

    Highway Capacity Manual

    Încărcat de

    PracheeGupta
    Highway capacity manual

    Drepturi de autor:

    © All Rights Reserved
    Descărcați ca PDF sau citiți online pe Scribd
    Indicator pentru conținut neadecvat
    din 17
    Highway Capacity Manual 2010 nowt Data Exhibit 25-6 Sconce tas Flowchart ofthe Two-Lane Demand tare Highway Methodology laws 1, o 1) Feidmeasired speed (Sy) oF | Base row ped (AS) cst] om ‘Step 2 Estimate Free-Flow Speed Feld measures speed adjustments: Now ae, hay vohices (Equations 15-1 ond 154), oF BFS aajstment ane ond shoulder wich, ccesepoint deny (Equation 15:2, xs 15-7 and 15-8) ‘Step 3: Demand Adjustment for ‘Step 3: Demand Adjustment for Average Travel Speed (ATS) ‘Average Travel Speed (ATS) (Gauaers 15310155) (Cauators 15310155) Peak hour factor Peak hour actor Heavy veheleacusment eayy eile ajusenent (ener team (nib 15-11) ‘Garr toran (©xNbt 15-3) Specie rade (EBS 15.129 15-14) Specie rade (Ets 15-120 15-18) cade ejustment cade austere ‘Geral train (Eth 159) ‘General taraln (Eb 15:5) ‘Spec grade (xb 15-10) Speci rade (EMD 15-10) ‘Step 4 Estimate ATS ‘Step 4: Estimate ATS (asseon 15:5) (Easton 15) Novpasing ane acustment (Gib 15-15) Norpassing-zone adjustment (Eh 5-15) ‘Stop 5: Demand Adjustment for ‘Step 5: Demand Adjustment for Percent Time-Spant-Foliowing (PTsF) | | Percant Time-Spent-Following (PTSF) (Casatons 157 and 158). (Eauatons 157 ond 158). Pek hou ator Peak hour ocr Heavy ice adutment Heavy vehicle sausent ‘Gear tea (Ei 15-18) ‘General taran (Exit 1518) Speatc grade (Exnbt 1519) Specie rade (Ex 15-19) rede adsimant ade austnent ‘General tera (sit 15-16) ‘Geral tain (Ehibt 1516) Shea rade (Exhtt 1517) ‘peste grace exnte15-17) ‘Stop 6 Estimate PTSF ‘Step 6: Estimate PTS (Euaton 15-9 and 15:10, nei 15:20) || (Equations 15-9 and 15-10, Eh 15-20) Norpassng-zone adjustment (Eb 1521) | | Norpassng tne austen (Ex 1-21) ‘Step 7: Estimate Percent of Free-Flow Spood (PFFS) (Equator 15-11) ‘Step &: Determine Level of Service and Capacity (an 153) ‘Computational Steps ‘Step 1: Input Data Exhibit 15-5 lists the information that must be available before a two-lane highway segment can be analyzed. The exhibit also lists default values suggested for use when site-specific data are not available. ‘Chapter 15/Two-Lane Highways Page 113 Methodology December 2010 Highway Capacity Manual 2010 Equation 15-1 FS on tare highays ‘anges irom 43 nih to 35 High 18570 nh. BEPS reflects ‘slgnment of te facty and the nature of trae Step 2: Estimate the FES A key step in the analysis of a two-lane highway is the determination of the FFS for the segment. There are three ways to estimate FES. Direct Field Measurement Direct field measurement on the subject highway segment is preferred. ‘Measurements should be taken only in the direction under analysis; if both directions are to be analyzed, then separate measurements in each direction are made. Fach directional measuurement should be based on a random sample of at Teast 100 vehicle speeds. The FFS can be directly measured as the mean speed under low-demand conditions (i.e, the two-way flow rate is less than or equal to 200 velv/h. If the analysis segment cannot be directly observed, then measurements from a similar facility (same highway class, same speed limit, similar environment, etc.) may be used. Field Measurements at Higher Flow Rates For some highways, it may be difficult or impossible to observe total flow rates less than 200 veh/h. In such cases, a speed sample may be taken at higher flow rates and adjusted accordingly. The same sampling approach is taken: each direction is separately observed, with each directional sample including at least 100 observed speeds. The measured mean speed is then adjusted with Equation 1S: FFS=Spy,+ ouorr. = where FES = free-flow speed (mi/h); Sz = ‘mean speed of sample (o> 200 veh/h) (mi/h); v = total demand flow rate, both directions, during period of speed measurements (veb/h); and finzars ~ heavy vehicle adjustment factor for ATS, from Equation 15-4 or Equation 15-5. Estimating FFS The FFS can be estimated indirectly if field data are not available. This is a greater challenge on two-lane highways than on other types of uninterrupted- flow facilities. FES on two-lane highways covers a significant range, from as low a8 45 mifh to as high as 70 mifh. To estimate the FS, the analyst must characterize the operating conditions of the facility in terms of a BFFS that reflects the nature of the traffic and the alignment of the facility. Unfortunately, because of the broad range of speeds that occur and the importance of local and regional factors that influence deiver-desired speeds, little guidance on estimating the BFFS can be given. Methodology, Page 15:14 Chapter 15/Two-Lane Highways December 2030 Highway Capacity Manual 2010 Estimates of BFFS can be developed on the basis of speed data and local knowledge of operating conditions on similar facilities. As will be seen, once the BFES is determined, adjustments for lane and shoulder widths and for the density of unsignalized access points are applied to estimate the FFS. In concept, the BFFS is the speed that would be expected on the basis of the facility's horizontal and vertical alignment, if standard lane and shoulder widths were present and there were no roadside access points. Thus, the design speed of the facility might be an acceptable estimator of BEFS, since it is based primarily on horizontal and vertical alignment. Posted speed! limits may not reflect current conditions or driver desires. A rough estimate of BFFS might be taken as the posted speed limit plus 10 mifh. ‘Once a BFFS is determined, the actual FFS may be estimated as follows: FFS = BFFS ~ f,s~ where FFS = free-flow speed (mish), BEFS = base free-flow speed (mi/h), fis ~ adjustment for lane and shoulder width (ii/h), and fi, = adjustment for access-point density (mifh) When field measurements are used to estimate FFS, standard approaches and sampling techniques should be applied. Guidance on field speed studies is provided in standard traffic engineering texts and elsewhere (3). Adjustment factors for use in Equation 15-2 are found in Exhibit 15-7 (lane and shoulder width) and Exhibit 15-8 (access-point density) 2i0900 Upgrades 025 | 078 0.84 911.00 1.001.001.00 1.00 50 | 075 08s 090 L000 1100.00 1.00 75 | 072 81 039 100 100 1001.00 1.00 100 | 073 079 150 | 073 079 200 | 073 079 300 | 073 078 s4oo | 073 078 ‘025 | 075 083 050 | 072 080 075 | 067 077 sas900 ‘0 Specific Upgrades 0a [2624232218 18 17 13 ia oso | 37 34 33 32 27 26 «26 «2320 om | 48 44 43 42 37 36 34 24 is wes] 10 | 52 50 49 49 46 42 ak Soe 10 | 62 60 59 58 53 50 48 36 29 20 | 73 69 67 65 57 35 53 41 35 30 | 84 80 77 75 65 62 60 46 39 0 | os 88 86 83 7269s as asy [a8 | 84 ae pad es, aaa Eras os | 55 53 51 50 44 42 40 28 22 om | 65 64 65 65 63 59 56 36 36 3s | 10 | 79 76 74 73 67 66 64 53 47 <5 | 150 | 96 $2 90 a9 81 79 77 65 59 20 | 103 101 100 99 94 91 99 74 67 300 | u4 3 2 m2 17 103 100 80 70 400 | 24 2222 tS 2108875 02s | 4440 37 3527 27 27 26 25 050 | 60 60 60 60 sa 57 56 46 42 0 | 75 75 75 75 75 75 75 75 75 s45 | 100 | 92 92 91 91 90 909 99 89 88 <5 | 150 | 108 106 106 106 105 104 104 102 104 20 | 18 18 Us 1s us 16 us ii 109 300 | 37 7 6 36 B3 BI 10 19 3 $00 | 153 1531521526 283100, 025 | 4846 45 44 4039 38 3229 oso | 72 72 72 72 72 72 72 72 72 o7 | 91 91 $1 91 81 91 91 92 94 235 | 10 | 103 103 103 103 103 103 103 12 01 ozs«075] 12 12 Ll 41 10 19 10 10 10 3as|ooma2| 13° 12 12 11 1p 19 10 10 10 >139235| 14 13° «12 «44k po | rsa 32 to to sos | 1312 1241401010140 10 35<45]>075<350] 14 13 12 11 10 19 10 10 10 Ce ee er ee) mses) 20 | is i413 12 10 10 10 10 10 : 3250 | 1g 1s 1s 12 oto 7s] 1s 14 1341 4019 1040 10 w55<65]2075-250] 16 15 14 12 10 19 10 10 10 pasoaso] 16 18 18 13 12 Id 10 10 10 o3s0 | ug 16 te tS tts aso | 16 15 14 1210 10 10 40 10 445 |>2soas0| 16 15 14 12 13 43 1s 43 13 z3s0 | ig ue te ts 5 fe Tnterpotsion nts Sabi st recorenendad Methodsiogy Page 1520 (Chapker 15/Two-Lane Highways ‘December 2010 Highway Capacity Manual 2010 ‘When this situation exists, the heavy vehicle adjustment factor fn-ars is found ‘with Equation 15-5 instead of Equation I set 1 eee fav ars = 14 Pre x Pr(Ene — 1) + (I= Py) P, x (Ey ~ 1)+ Py(Eq —1) where Pre = proportion of trucks operating at crawl speed (decimal); and Eye = passenger car equivalent for trucks operating at crawl speed, from Exhibit 15-14 All other variables are as previously defined. Note that P,. is the flow rate of trucks traveling at crawl speed divided by the flow rate of all trucks Difference Batwean FES and Truck Crow! ‘speed (m/f) Tote Tmerwoaton agaist both spond affrence ard Gana Tow ate Yo Be names. CONDE Step 4: Estimate the ATS AS was the case with Step 3, this step applies only to Class J and Class Ill ‘two-lane highways. Class IT highways do not use ATS as a LOS measure. ‘The ATS is estimated from the FFS, the demand flow rate, the opposing flow rate, and the percentage of no-passing zones in the analysis direction, The ATS is computed from Equation 15-6: Equation 15-5 Exhibit 15-14 ATS Passengor Car Equivalents (Ee) for Tracks on Downgrades ‘Traveling at Crawi Speed ATS, = FFS ~0.00776(0, ars +, a18)— fiy. ars Equation 15-6 where ATS, = average travel speed in the analysis direction (mi/h); EFS. = free-flow speed (mi/h); ears = demand flow rate for ATS determination in the analysis dinection (pth); Mars = demand flow rate for ATS determination in the opposing direction (pe/h); and Jmnars = adjustment factor for ATS determination for the percentage of no- passing zones in the analysis direction, from Exhibit 15-15. Ghopter TefTwo-Lane Waghways Page 15 Tatoccogy December 2010 Highway Capacity Manual 2010 The demand volume adjustment process for estimating PTSF is structurally similar to that for ATS. The general approach is the same, but different adjustment factors are used, and the resulting adjusted flow rates will be different from those used in estimating ATS, Therefore, a detailed discussion of the process is not included here, since itis the same as that described for ATS estimates. Equation 15-7 and Equation 15-8 are used to determine demand flow rates for the estimation of PTSF: Vv, Perse =—————!$_—_ OS!” PHE * fa,rrse * fav rose 1 Fav res TRE DPE, ae Dyers = demand flow rate i for determination of PISF (pc/h); i= “d" (analy is direction) or “o” (apposing direction); forse = grade adjustment factor for PTSF determination, from Exhibit 15-16 or Exhibit 15-17; and Suwsrse = heavy vehicle adjustment factor for PTSF determination, from Exhibit 15-18 or Exhibit 15-19. All other variables are as previously defined. PISF Grade Adjustment Factor As was the case for the ATS adjustment process, grade adjustment factors are defined for general terrain segments (level or rolling), specific upgrades, and specific downgrades. Exhibit 15-16 gives the adjustment factors for general terrain segments and specific downgrades (which are treated as level terrain). Exhibit 15-17 shows adjustment factors for specific upgrades. These adjustments 's are again entered with are used to compute demand flow rates, and the exhi ypu VIPHE. Terrain 41.00 073 4100 O80 1.00 oss 4.00 os0 00 0.96 00 os7 4.00 0.9 3.00 1.00, 4.00 3.00 Tete Tne poation tothe neares 01s race Equation 15-7 Equation 15-8 Exhibit 15-16 PSF Grade Adjustment Factor (fone) for Level Terrain, Rling Terrain, and Specific Downgrades Chapter 15/Two-Lane Highways Page 1523, December 2010 Tathadooay Highway Capacity Manual 2010 exhbie35.17 ae PTSF Grade Adjustment | Grade | Length Directional Demand Flow Rate, Yna{voh/A) radar (ine) forsooone | te) | “tay” | coo 200 S00" soo" 00" s00"7o0.” 500 2900 oreces Gt fe0 aes as) oe —t3 ooo tas 0 ta [if Gs cs Ge ca be aoe Gos oss ods | too ss oss oar Oss ss Os Gas oss ee i | 10 033 0 og tay Gee Ost oat ose ro | to ts Gg og Ge OOS toe cae 30 | tte too G3. 099 O37 sr ar O86 ose sam | 10 to 0 Ute O8 tee aay se ass] tao uss ass 097 090 953 bss —O50 0 Sg | is Seo os 099 us as oer ome 99s ais | tte ito 033 093 Oar Oar Oar ose tae as | too | ts to 099 099 tor Oa ar Ger aor S| im | it th og og os te ter oar ar bo | 10 18 09 bm tae Gs se oe bse sto | tm to fe fae to; too ee tao oo Soo | too 100180 ify tan tp ep Epo 100 57a] to — 100 — 100 100 190 — 058 — 058 stor Ss [ge [it 10 to tw tw too Seo too t90 a a CC Fe THOSE ra Go aa Te re Te aR OT PSF Heavy Vehicle Adjustment Factor ‘The process for determining the heavy vehicle adjustment factor used in estimating PTSF (Equation 15-8) i similar to that used in estimating ATS, Passenger car equivalents must be found for trucks (E;) and recreational vehicles (€4)- Fauivatents for both trucks and RVs in general terrain segments (evel, rolling) and on specific downgrades (which ae treated as level terrain) are found in Exhibit 15-18, In estimating PTSE, there is no special procedure for trucks traveling at crawl speed on specific downgrades, Equivalents for trucks and RVs on specific upgrades are found in Exhibit 15-49. yen Directional Demand Level and Specific bined npn 09 7 Vehicle Flow. Vigo (veh/h) Equivalents for Trucks (E) ar Sr RVs (2 for Love

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