Motor-Vehicle Performance on Ascending Grades

R O B E R T E . DUNN, Assistant T r a f f i c Engineer

W a s h i n g t o n State H i g h w a y C o m m i s s i o n

T h e p u r p o s e of t h i s p a p e r i s t o p r e s e n t a g r a p h i c a l type of a n a l y s i s t h a t was
developed to p r o v i d e s u f f i c i e n t i n f o r m a t i o n w i t h i n reasonable t i m e and cost
l i m i t s f o r the d e t e r m i n a t i o n of the p r o p e r l o c a t i o n of c l i m b i n g - l a n e t e r m i n i .
T h e p r o c e d u r e e m p l o y s v a r i o u s t y p e s of t r a f f i c s t u d i e s t o develop a p r o -
f i l e of the a v e r a g e r u n n i n g speeds of c o m m e r c i a l v e h i c l e s and unimpeded
p a s s e n g e r c a r s and a m e a s u r e m e n t of t h e a d d i t i o n a l t r a v e l - t i m e r e q u i r e d b y
the o v e r t a k i n g a n d p a s s i n g m a n e u v e r s of d e l a y e d t r a f f i c . T h e g r a p h i c a l a n a l -
y s i s d e t e r m i n e s : (1) the l e n g t h of the i m p e d i n g zone w i t h i n w h i c h the g r a d e
e f f e c t s a r e d u c t i o n i n the n o r m a l speed of t r u c k s ; (2) the p r o p e r p o s i t i o n i n g
of a c l i m b i n g lane b a s e d upon s e l e c t e d a c c e p t a b l e speed d i f f e r e n t i a l s b e t w e e n
p a s s e n g e r c a r s and t r u c k s ; and (3) the r a t i n g of a s c e n d i n g g r a d e s t h r o u g h a n
e c o n o m i c c o m p a r i s o n of t i m e - d e l a y a n d a c c i d e n t c o s t s of m o t o r v e h i c l e o p e r a -
tion.
T h e c o n c l u s i o n of t h i s r e s e a r c h i s t h a t i t i s a n e c o n o m i c a l a n d dependable
m e t h o d of o b t a i n i n g s u c h s u p p l e m e n t a l i n f o r m a t i o n as m a y be r e q u i r e d f o r the
p l a n n i n g , p r o g r a m m i n g and c o n s t r u c t i o n of s a f e a n d e f f i c i e n t h i g h w a y f a c i l i -
ties.

# T H E R E a r e o v e r 5, 800 m i l e s of s t a t e r e l a t i o n t o the b e n e f i t s t o be d e r i v e d , (3)

h i g h w a y on the r u r a l s y s t e m i n the State of
Washington. The heaviest-traveled routes
of the n e t w o r k e i t h e r c r o s s the Cascade
M o u n t a i n r a n g e t h a t d i v i d e s the State g e o -
graphically, or, i n many places, traverse
rolling forested or agricultural terrain.
L e s s t h a n 200 m i l e s of the s y s t e m have
been c o n s t r u c t e d t o f o u r l a n e s . I n c r e a s i n g
v o l u m e s of t r a f f i c a r e c a u s i n g a c c i d e n t s
and c o n g e s t i o n o n c e r t a i n c r i t i c a l t w o - l a n e
f a c i l i t i e s due t o the capacity-reducing
e f f e c t s o f s l o w - m o v i n g v e h i c l e s on a s c e n d -
ing grades.
S u f f i c i e n t dependable i n f o r m a t i o n i s
a v a i l a b l e to d e t e r m i n e w h e r e c l i m b i n g
lanes f o r s l o w - m o v i n g vehicles are w a r -
r e n t e d on v a r i o u s g r a d i e n t s a n d l e n g t h s of
grades. Other published i n f o r m a t i o n can
be u s e d t o p o s i t i o n the c l i m b i n g lane on the
g r a d e so t h a t i t w i l l m e e t the o p e r a t i o n a l
r e q u i r e m e n t s of a v e r a g e r e p o r t e d t r a f f i c
characteristics. There are certam physi-
cal and operational c h a r a c t e r i s t i c s , how-
e v e r , f o u n d t o be p e c u l i a r t o s o m e a s c e n d -
ing grades, that involve a deviation f r o m
p u b l i s h e d c r i t e r i a f o r the p r o p e r l o c a t i o n
and d e s i g n of a c l i m b i n g - l a n e f a c i l i t y .
P h y s i c a l f a c t o r s o f t e n l i m i t the l e n g t h
t h a t c a n be p r o v i d e d f o r a c l i m b i n g l a n e .
T h e s e i n c l u d e such c o n s i d e r a t i o n s as: (1)
the l o c a t i o n of c r o s s r o a d s , p a r t i c u l a r l y
a t o r n e a r the c r e s t o f the g r a d e , (2) the
e c o n o m i c s of r i g h t - o f - w a y a c q u i s i t i o n i n
adverse topographical f e a t u r e s that a f f e c t
e x c a v a t i o n o r f i l l q u a n t i t i e s , and o t h e r s .
T w o p r i n c i p a l o p e r a t i o n a l f e a t u r e s have
been f o u n d i n W a s h i n g t o n t h a t t e n d to
l e n g t h e n the c l i m b i n g lane n o r m a l l y r e -
q u i r e d . F i r s t , Gypo l o g g e r s e m p l o y i n g o b -
solete equipment i n f o r e s t regions, and
f a r m e r s u t i l i z m g underpowered trucks in
agricultural areas, present performance
p r o b l e m s d i f f e r e n t f r o m the w e i g h t - p o w e r
r a t i o s of the b i g R i g s o p e r a t i n g on i n t e r -
s t a t e hauls t o and f r o m i n d u s t r i a l c e n t e r s
Second, s t a t e s t a t u t e s l i m i t the speed oi
c o m m e r c i a l v e h i c l e s exceeding 1 0 , 0 0 0 l b .
i n g r o s s w e i g h t t o a m a x i m u m of 40 m p h . ,
w h i l e p e r m i t t i n g day and n i g h t p a s s e n g e r
c a r speeds of 50 m p h . a n d , at s o m e s e l e c -
t e d l o c a t i o n s , 60 m p h .
The extent t o w h i c h the o p e r a t i o n a l c h a r -
a c t e r i s t i c s of the a v e r a g e r u n n i n g speeds
of p a s s e n g e r c a r s a n d t r u c k s was f o u n d t o
d e v i a t e f r o m n a t i o n a l l y - r e p o r t e d data i n
the i n s t a n c e of "Swauk C r e e k H i l l " and
v i c i n i t y , i s shown m T a b l e 1.
T h e o b s e r v e d speed of p a s s e n g e r c a r s
and t r u c k s o p e r a t i n g on l e v e l t e r r a i n was
9 m p h . a n d 10 m p h . f a s t e r , r e s p e c t i v e l y ,
than t h a t of the a v e r a g e r e p o r t e d d a t a .
H o w e v e r , the d i f f e r e n t i a l between the speed
of the t w o v e h i c l e c l a s s i f i c a t i o n s was e x -
s e n t i a l l y the s a m e f o r b o t h the o b s e r v e d
and r e p o r t e d data. A g r e a t e r d e v i a t i o n of
o b s e r v e d speeds f r o m r e p o r t e d speeds was

12

f o u n d i n p a s s e n g e r c a r s than t r u c k s on 5
percent grades. This created a 46-per-
cent h i g h e r d i f f e r e n t i a l i n g r a d e speed b e -
t w e e n the t w o v e h i c l e c l a s s i f i c a t i o n s t h a n
is p r o v i d e d f o r by published design c r i t e -
ria.
PURPOSE O F STUDY
The p r e p a r a t i o n and r e v i e w of contract
p l a n s f o r the p r o v i s i o n of a c l i m b i n g lane
on an a s c e n d i n g g r a d e i n v o l v e s t h r e e
principal considerations: F i r s t , there i s
the a p p l i c a t i o n of a v a i l a b l e r e s e a r c h data
and d e s i g n c r i t e r i a t o d e t e r m i n e the w a r -
r a n t s f o r a n d the r e q u i r e m e n t s of the f a c i l -
i t y . Second, c e r t a i n p h y s i c a l and e c o n o m i c
f a c t o r s have a tendency to e f f e c t a m o d i -
f i c a t i o n i n the p r e l i m i n a r y d e s i g n . T h i r d ,
d e v i a t i o n s of o b s e r v e d m o t o r - v e h i c l e p e r -
formance f r o m average reported opera-
tional characteristics may require further
a d j u s t m e n t s m the d e s i g n t o compensate
for local traffic peculiarities.
The r e s o l v i n g of these f a c t o r s t h a t i n -
f l u e n c e the d e s i g n of a c l i m b i n g lane c a n
s o m e t i m e s be a c h i e v e d t h r o u g h o p i n i o n s
b a s e d upon e n g i n e e r i n g j u d g m e n t and e x -
p e r i e n c e . I n o t h e r i n s t a n c e s , the d i v e r g e n t
n a t u r e of e x i s t i n g data m a y n e c e s s i t a t e
supplemental information before a d e c i -
s i o n can be r e a c h e d as t o the adequacy of
the d e s i g n . T h e s u r v e y p r o c e d u r e a n d
graphical analysis process, hereinafter
d i s c u s s e d , was s p e c i f i c a l l y e v o l v e d t o p r o -
v i d e a h a n d - t a i l o r e d m e t h o d of d e t e r m i n i n g
the p r o p e r p o s i t i o n a n d l e n g t h of a c l i m b i n g
lane on an a s c e n d i n g g r a d e at s u c h l o c a t i o n s
where published design c r i t e r i a a r e not a p -
plicable.
TABLE 1
R E P O R T E D AND O B S E R V E D F R E E V E H I C L E SPEEDS
(Swauk Creek HiU and Vicinity)
Data Grade Average Running Speed (mph) Speed
Source Percent Passenger C a r s Trucks Differential
Reported ^ Level 46 mph 37 mph 9 mph
Observed' Level 55 mph 47 mph 8 mph
Reported ' + 5% 40 mph 27 mph 13 mph
Observed' + 5% 49 mph 30 mph 19 mph
' Table III-17 AASHO Policy on Geometric Design of Rural
Highways
'Swauk Creek Study of Motor Vehicle Performance on
Ascendmg Grades
T h e s t u d y of m o t o r v e h i c l e p e r f o r m a n c e
on Swauk C r e e k H i l l w a s an o p e r a t i o n a l r e -
s e a r c h p r o j e c t c o n d u c t e d f o r the p u r p o s e
of i m p r o v i n g m e t h o d s o f i n s t r u m e n t a t i o n ,
and to o b t a i n data on the a s c e n d i n g g r a d e
13
p r i o r to the c o n s t r u c t i o n of the c l i m b i n g
l a n e . I n a s m u c h as the c l i m b i n g lane was
i n the p r o g r a m m i n g stage a t the t i m e of
the s u r v e y , the f i n d i n g s of the s t u d y had
no e f f e c t upon i t s d e s i g n .
SCOPE O F O P E R A T I O N A L R E S E A R C H
T h e study of v e h i c l e p e r f o r m a n c e on
the p a r t i c u l a r a s c e n d i n g g r a d e of Swauk
C r e e k H i l l i s one f o r w h i c h a c l i m b i n g l a n e
was p r o p o s e d i n 1953 and c o n s t r u c t e d i n
1954. T h i s i s an a s c e n d i n g g r a d e f o r w e s t -
bound t r a t f i c , a p p r o x i m a t e l y 0 . 6 m i l e i n
l e n g t h , o n u s 10 ( P r i m a r y State H i g h w a y s ) ,
12 m i l e s w e s t of t h e C i t y of E l l e n s b u r g .
US 10 i s an i m p o r t a n t and r e l a t i v e l y h e a v y -
t r a v e l e d ( 4 , 3 0 0 v p d . ) t w o - l a n e h i g h w a y on
the i n t e r s t a t e s y s t e m i n t h i s v i c i n i t y .
The Swauk C r e e k g r a d e i s on a g e n e r a l
e a s t - w e s t a l i g n m e n t t h a t p a r a l l e l s the
Y a k i m a R i v e r . The study section passes
f o r 6. 5 m i l e s t h r o u g h a n a r r o w and w i n d -
ing gorge. R a i l r o a d s r u n n m g along both
r i v e r banks have p r e v e n t e d h i g h w a y c o n -
s t r u c t i o n on a w a t e r - l e v e l g r a d e , a n d t h i s
c o n d i t i o n has n e c e s s i t a t e d s e v e r a l steep
g r a d e r i s e s and s h a r p h o r i z o n t a l c u r v e s
o v e r the r o l l i n g t e r r a i n . T h e p a v e m e n t i s
20 f e e t i n w i d t h , w i t h s u b s t a n d a r d g r a v e l
s h o u l d e r s and n u m e r o u s p a s s i n g - s i g h t -
d i s t a n c e r e s t r i c t i o n s . V a l l e y s l o c a t e d at
b o t h ends of the r i v e r g o r g e a l l o w f o r l o n g
tangents t h a t a r e c o n d u c i v e to h i g h v e h i c l e
speeds. T h e p o s t e d a b s o l u t e speed l i m i t s
on t h i s h i g h w a y at the t i m e of the s t u d y
w e r e 50 m p h . f o r p a s s e n g e r c a r s a n d 40
mph. f o r t r u c k s .
Swauk C r e e k H i l l i s one of f o u r a s c e n d -
ing g r a d e s e n c o u n t e r e d b y t r a f f i c t r a v e l i n g
i n e i t h e r d i r e c t i o n t h r o u g h the g o r g e . A l l
f o u r g r a d e s w e r e i n c l u d e d i n the f i e l d s u r -
vey, but Swauk C r e e k H i l l w a s the o n l y one
involved in a program f o r climbing-lane
c o n s t r u c t i o n . Due t o the m e c h a n i c s of p r e -
s e n t a t i o n i n v o l v e d i n the g r a p h i c a l a n a l y s i s
p r o c e s s , o n l y the o p e r a t i o n a l research
f i n d i n g s on Swauk C r e e k H i l l w i l l be d e -
s c r i b e d . A c o m p a r i s o n of the e f f e c t of the
s e v e r a l f a c t o r s of t i m e d e l a y a n d a c c i d e n t
c o s t s on t h i s a s c e n d i n g g r a d e , i n r e l a t i o n
to the o t h e r t h r e e , w i l l , h o w e v e r , be p r e -
sented i n the scope of t h i s p a p e r .
PROCEDURE O F STUDY
The s t u d y of v e h i c l e p e r f o r m a n c e on
a s c e n d i n g g r a d e s i n the Swauk C r e e k H i l l
14
vicinity employed v a r i o u s t r a f f i c engineer-
ing p r o c e d u r e s to m e a s u r e the following
b a s i c operational c h a r a c t e r i s t i c s : (1) v o l -
ume and c l a s s i f i c a t i o n of t r a f f i c ; (2) a v e r -
age running and spot speeds of passenger
c a r s and t r u c k s ; and (3) distance an o v e r -
taking vehicle followed an impeding t r u c k .
Figure 1. Swauk Creek H i l l before construction of climbing lane.
TRAFFIC V O L U M E AND V E H I C L E
CLASSIFICATION
T h r e e consecutive weekdays in J u l y
1953, having n o r m a l s e a s o n a l t r a f f i c c o n d i -
tions, were selected for the f i e l d i n s t r u -
mentations and observations; 24-hour d i -
rectional t r a f f i c volumes were s e c u r e d
by a m e c h a n i c a l hourly r e c o r d i n g t r a f f i c
counter. The c l a s s i f i c a t i o n of v e h i c l e s by
the l i c e n s e registration of passenger c a r s
and the axle arrangement of 10 c l a s s e s of
t r u c k s w e r e conducted simultaneously with
the operation of spot speed stations to
utilize available manpower.
OPERATING SPEEDS O F PASSENGER
C A R S AND T R U C K S
Instrumentation of vehicle p e r f o r m a n c e
was made between 9 a. m. and 6 p. m . , the
hours of m a x i m u m t r a f f i c volumes. O p e r a -
ting speeds w e r e calculated in the office
a n a l y s i s f r o m time and distance m e a s u r e -
ments made in the f i e l d .
T h e s e m e a s u r e m e n t s were p r o c u r e d by
a t h r e e - m a n c r e w operating in a c r u i s i n g
s u r v e y c a r equipped with a c a l i b r a t e d s u r -
vey odometer reading to 0.01 of a m i l e ,
and a sweep-second-hand stopwatch. The
odometer and watch were both started f r o m
a z e r o reading a s the c r u i s i n g c a r followed
a sample vehicle past the initial point of
the study section. A time recording to the
n e a r e s t second was taken f r o m the contin-
uously-running stopwatch at each 0. 05 or
0.10 distance readings of the odometer.
The f i r s t i n t e r v a l was used for s l o w - s p e e d
operation, and the latter for high-speed
recordings a s a matter of safety and c o n -
venience. T h e time and distance readings
24 HKjr AWO volumt < 4300 ( I I 3 % A D T )
9 Hour Volumt • 2300 (34% of AW D )
30th Hour V o l u m t ' 6 0 0 ( I 5 . 8 % of AOT)
I I I V\ 1 I
_
/
/|
\
\
I Total
Both Oi
ill
..>,^ol|Oul otlOutofL llPantiaj Dual
Cc»uniy|county|smt« j^^g" PichLip] Ti r«a
10 Noon 2
Fipure 2. T r a f f i c volume and c l a s s i f i c a t i c

f o r u n i m p e d e d p a s s e n g e r c a r s and f o r an
adequate s a m p l e of t r u c k s of v a r i o u s a x l e
c l a s s i f i c a t i o n s s e l e c t e d at r a n d o m f r o m
the t r a f f i c s t r e a m w e r e s e c u r e d i n t h i s
manner.
R a d a r speed m e t e r e q u i p m e n t was u s e d
to o b t a i n a l a r g e r s a m p l e of o p e r a t i n g
speeds than was p o s s i b l e b y the c r u i s i n g -
s u r v e y - c a r m e t h o d . The spot speeds w e r e
t a k e n j u s t b e l o w the c r e s t of the g r a d e so
as t o s e c u r e a c h e c k on the m i n i m u m c r a w l
speed o f s l o w - m o v i n g v e h i c l e s .
DISTANCE OVERTAKING VEHICLES
F O L L O W E D IMPEDING TRUCKS
A m e a s u r e m e n t of the d i s t a n c e t h a t an
o v e r t a k i n g v e h i c l e f o l l o w e d an i m p e d i n g o r
s l o w - m o v i n g t r u c k was r e c o r d e d s i m u l t a n -
e o u s l y w i t h the t i m e and d i s t a n c e data
s e c u r e d on the t r u c k . The c r u i s i n g c a r ,
i n a s s u m i n g the o p e r a t i o n a l p e r f o r m a n c e of
the t r u c k a t a s a f e p a s s m g d i s t a n c e b e h i n d
i t , w a s c o n s i d e r e d as h a v i n g a n i m p e d i n g
i n f l u e n c e s i m i l a r t o the t r u c k . A p a s s i n g
m a n e u v e r a r o u n d the c r u i s i n g c a r (but n o t
n e c e s s a r i l y the t r u c k ) by an o v e r t a k i n g
v e h i c l e w o u l d , t h e r e f o r e , have been t h e o -
r e t i c a l l y the e q u i v a l e n t of the p a s s i n g of
the t r u c k , h a d the s u r v e y c a r n o t been i n
i t s p o s i t i o n i n the t r a f f i c s t r e a m . The
d i s t a n c e t h a t an o v e r t a k i n g v e h i c l e f o l l o w e d
the t r u c k was s e c u r e d b y f i r s t r e c o r d i n g
the s u r v e y o d o m e t e r r e a d m g a t the l o c a -
t i o n w h e r e the speed of the o v e r t a k i n g
vehicle was influenced by the.cruising car.
A second f o r m e n t r y was made at the o d o -
meter station where a passing maneuver
was c o m p l e t e d a r o u n d the s u r v e y v e h i c l e .
SURVEY T I M E A N D MANPOWER
REQUIREMENTS
T h e s u r v e y t i m e r e q u i r e d to conduct a
s t u d y of v e h i c l e p e r f o r m a n c e on an a s c e n d -
ing g r a d e depends upon the l e n g t h of r o a d -
way to be o b s e r v e d a n d the f r e q u e n c y of
s a m p l e a r r i v a l f o r i n s t r u m e n t a t i o n . Swauk
Creek H i l l , with a grade 0.6 m i l e m length,
a zone of i n f l u e n c e of 1.2 m i l e s , and a
weekday v o l u m e of 4 , 0 0 0 v e h i c l e s , r e -
q u i r e d t w o days of f i e l d o b s e r v a t i o n s f o r
a c r e w of t h r e e . T h e o f f i c e c a l c u l a t i o n s
and g r a p h i c a l a n a l y s i s , e x c l u s i v e of r e p o r t
preparation, entailed approximately three
m a n - d a y s f o r each m a n - d a y spent m f i e l d
work.
15
GRAPHICAL ANALYSIS
T h e g r a p h i c a l a n a l y s i s of v e h i c l e p e r -
f o r m a n c e on a s c e n d i n g g r a d e s i s the p r i -
m a r y o b j e c t i v e of the m e t h o d of p r o c e d u r e
r e p o r t e d upon i n the scope of t h i s p a p e r .
T h e p u r p o s e of the a n a l y s i s i s t o p r o v i d e a
g r a p h i c a l d e t e r m i n a t i o n o f : (1) p a s s i n g -
s i g h t - d i s t a n c e r e s t r i c t i o n s on the a s c e n d -
i n g g r a d e ; (2) the l e n g t h of the i m p e d i n g
zone w i t h i n w h i c h the g r a d e e f f e c t s a r e -
d u c t i o n i n the n o r m a l o p e r a t i n g speed of
t r u c k s ; (3) p r o p e r t e r m m a l l o c a t i o n s of a
c l i m b i n g l a n e , based upon s e l e c t e d a c c e p t -
able speed d i f f e r e n t i a l s between p a s s e n g e r
c a r s and t r u c k s ; and (4) t i m e - d e l a y i n -
c u r r e d by overtaking passenger c a r s that
are impeded by s l o w - m o v i n g vehicles.
P L A N A N D PROFILE O F THE GRADE
T h e p l a n and p r o f i l e of the a s c e n d i n g
g r a d e u n d e r study ( F i g u r e 3) p r o v i d e s
i n f o r m a t i o n of v a l u e m s u p p l e m e n t i n g o t h e r
data i n the subsequent a n a l y s e s . Swauk
C r e e k H i l l c o n t a i n s a g r a d e r i s e of 130
f e e t i n a r u n of 3 , 0 0 0 f e e t . T h e r e i s a
4 0 0 - f o o t v e r t i c a l c u r v e on e i t h e r end of a
5-percent grade. The relationship b e -
t w e e n the l e n g t h of g r a d e , as m e a s u r e d i n
the f i e l d b y the use of s u r v e y o d o m e t e r
s t a t i o n s 3 . 2 0 t o 3 . 7 5 , and the e n g i n e e r i n g
stations of the c o n s t r u c t i o n p l a n s , i s
c o n v e n i e n t l y i n d i c a t e d on the p l a n a n d p r o -
f i l e . Scale m e a s u r e m e n t s show t h a t t h e r e
i s a p p r o x i m a t e l y 50 p e r c e n t s i g h t - d i s t a n c e
r e s t r i c t i o n s f o r a s c e n d i n g t r a f f i c because
of the c o m b i n e d e f f e c t of t w o 6 - d e g . h o r i -
z o n t a l c u r v e s and the v e r t i c a l c u r v e at the
c r e s t of the g r a d e .
PASSENGER C A R A N D T R U C K SPEED
DIFFERENTIAL
T h e d i f f e r e n c e b e t w e e n the a v e r a g e
r u n n i n g speeds of u n i m p e d e d p a s s e n g e r
c a r s and v a r i o u s t y p e s of t r u c k s ( F i g u r e 4)
p r o v i d e s t h e data e s s e n t i a l f o r the p r o p e r
s e l e c t i o n of the l e n g t h of a c l i m b i n g lane
to f i t t h e l o c a l t r a f f i c c h a r a c t e r i s t i c s a n d
physical grade conditions. A graphical
p r e s e n t a t i o n of the a v e r a g e r u n n i n g speeds
f o r the l e n g t h of the i m p e d i n g zone w i t h i n
w h i c h the g r a d e e f f e c t s a r e d u c t i o n i n the
n o r m a l i j p e e d of t r u c k s i s of v a l u e i n
checking several design c r i t e r i a .
T h e f u n d a m e n t a l p r i n c i p a l of c l i m b i n g
lanes i s t o r e d u c e the d i f f e r e n t i a l i n speed
16

PROPOSED
T R U C K LANE

PLAN- SWAUK C R E E K

TRUCK LANE LENGTH

Toper O t o i Z S t a 3 4 5 + 0 0 to 3 4 8 * 0 0 = 300'
Lone 12' S t a 3 4 8 + 0 0 to 3 8 3 + 5 0 =3^50'
T o p e r 12 t o o Sta 3 8 3 + 5 0 to 3 8 6 + 5 0 • 300'

ELEV.

1900 0 00% 7 -0
*
6 4 K ^
S P O T S P E E D STATION

^^^^ TRAFFIC COUNT STATION

1800
- o .^^ %

d-PROPOSED TRUCK L A N E - O
t700 it Grade R i t e oT 130ft in 3,000 ft R u n
- PROFILE - 0 >
- "o "o
•
1600 *
330 340 390 360 370 380 390 400 410 420

ENGINEERING STATIONS

F i g u r e 3.
between passenger c a r s and t r u c k s to a
s a f e m i n i m u m . T h e l e n g t h of a c l i m b i n g
lane i s , t h e r e f o r e , p r e d i c a t e d on a n a c -
ceptable s a f e - s p e e d d i f f e r e n t i a l f o r the
c o n d i t i o n s f o u n d a t the s p e c i f i c l o c a t i o n
under c o n s i d e r a t i o n . I t i s not the p u r p o s e
of t h i s p a p e r t o e n t e r i n t o a d i s c u s s i o n as
P l a n and p r o f i l e .
t o w h a t c o n s t i t u t e s s u c h a speed d i f f e r e n t i a l
b u t , r a t h e r , t o i l l u s t r a t e the m e t h o d by
w h i c h the t e r m i n i of a c l i m b i n g lane can be
l o c a t e d i n s p e c i a l s i t u a t i o n s , once s u c h
c r i t e r i a has been d e t e r m i n e d by the d e -
signing engineer.
Table 2 contains v a r i o u s g r a p h i c a l de-

TABLE 2
VARIOUS GRAPHICAL DETERMINATIONS OF CLIMBING-LANE LENGTH
(Swauk Creek Hill)

Climbing Equivalent Speed

Selected Graphical Criteria Lane In Grade Differential
Length Length Start EHcT

Length of Grade mcli. 3ing Vertical Curves 3,000 ft. 1.0

AASHO Design (Truck Speed less than 30 mph) 2,600 ft. 0.9 23 mph 19 mph
Proposed Truck Lane excluding Tapers 3,550 ft. 1.2 10 mph 19 mph
Permissible Speed Differential of 15 mph* 3,900 ft. 1.3 15 mph 15 mph
Normal Speed Differential of 10 mph 5,400 ft. 1.8 10 mph 10 mph
Truck Speed less than Legal 40 mph Limit 6,500 ft. 2.2 10 mph 8 mph

• H the average speed for trucks at the bottom of the grade were the same as for all vehicles, this
differential would be comparable to the permissible speed reduction of 15 mph. in AASHO policy.
 17

t e r m i n a t i o n s of c l i m b i n g lane l e n g t h , b a s e d c a r s and t r u c k s and w o u l d i n j e c t t h e m b a c k

upon the f i n d i n g s of v e h i c l e p e r f o r m a n c e on
Swauk C r e e k H i l l . T h e c l i m b i n g l a n e , as
o r i g i n a l l y proposed and constructed, starts
at a p o i n t on the g r a d e w h e r e t h e r e i s a n a p -
proximately normal 10-mph. differential
between the a v e r a g e speeds of p a s s e n g e r
c a r s and t r u c k s a n d , a l s o , w h e r e the l a t t e r
i s r e d u c e d by the e f f e c t s of the g r a d e t o
l e s s t h a n 40 m p h . T h e end of the c l i m b i n g
lane i s at a l o c a t i o n b e y o n d the c r e s t of the
g r a d e w h e r e the speed d i f f e r e n t i a l i s 19
m p h . a n d a t w h i c h p o i n t the t r u c k s have
a c c e l e r a t e d f r o m a n avesage m i n i m u m
c r a w l speed of 20 m p h . t o 30 m p h . T h e
c l i m b i n g l a n e , as constructed, is 1.2
t i m e s the l e n g t h of the g r a d e .
i n t o the t r a v e l lane a t a d i f f e r e n t i a l of 19
mph.
T h e s e l e c t i o n of a speed d i f f e r e n t i a l of
15 m p h . w o u l d c r e a t e a c l i m b i n g - l a n e
l e n g t h t h a t i s 0 . 1 m i l e l o n g e r t h a n the p r o -
p o s e d d e s i g n , b u t the b e g i n n i n g p o i n t w o u l d
be m o v e d a p p r o x i m a t e l y 550 f e e t up the
g r a d e . T h e i n v e s t i g a t i o n of o t h e r c l i m b -
i n g - l a n e d e s i g n c r i t e r i a , b a s e d upon a
l o c a l l e g a l speed d i f f e r e n t i a l of 10 m p h .
between passenger c a r s and t r u c k s , o r a
speed of t r u c k s t h a t f a l l s b e l o w the l e g a l
l i m i t of 40 m p h . , p r o d u c e s a b n o r m a l e q u i v -
a l e n t s of 1. 8 t o 2. 2 t i m e s the l e n g t h of
g r a d e . T h e a p p l i c a t i o n of these l a s t t w o
s t a n d a r d s w o u l d p r o b a b l y be u n f e a s i b l e o r

Averoge Running Speed^of Unimpeded Pqssenger^ C a r s | ^

(PTL) I I I I r

111
BMPH llOMPH SPEED DIFFERENTIAL I

\ I i I
DIRECTION Of T R A V E L < \

M I I I
Average Running Speed of Various T..^
Types of
- ( TT.r.u. c
. ik. s
. !^

Average P o s s Cor Speed

at Spo< Speed Station
Average Truck S p e e d
at Spot Speed S t a t i o n
(MiUs) 45 44 43 4Z 41 40 39 36 37 36 35 3 4 33 32 31 30 29 28 27

S U R V E Y ODOMETER STATIONS
ELEV |<Mim)45 44 43 43 41 40 39 36 37 36 38 34 3.3 32 31 30 29 28 2 7

1900 L i 0 00% ^ -0 6 2 % ^
* S P O T S P E E D STAnON

- I S M P H L. Is M P H

— 10 M P H , 10 M P H S P E E D D I F F E R E N T I A L
- 8 M P H DIFFERENTIAL (Average Truck Speed 4 0 M P H ) —
1800 Average Ttn ck S ^ t d 4 0 M PHJ
^ T7 1 ' '
i f * w * i 1 1
I P 3 5 % _|

1700 <h P R O P O S E D TRUCK L A N E — O l G r o d e F i>a of 1 3 0 f e e t

In 3 00 0 ft Run
— PROFILE — > >
8 g
•
1600 1
320 330 340 350 360 370 380 390 400 410
ENGINEERING STATIONS

Figure 4. Passenger-car and trucks speed d i f f e r e n t i a l .

T h e i n v e s t i g a t i o n of one A A S H O d e s i g n uneconomical i n most cases. Neverthe-

c r i t e r i o n t h a t l o c a t e s the t e r m i n i a t the l e s s , they show the t r u e l e n g t h of the zone
p o i n t s w h e r e the t r u c k speed f a l l s b e l o w , at Swauk C r e e k H i l l w i t h i n w h i c h t h e g r a d e
and r i s e s a b o v e , 30 m p h . p r o v i d e s a e f f e c t s a r e d u c t i o n i n the speed of t r u c k s
c l i m b i n g lane t h a t i s 0. 9 t i m e s the l e n g t h and c r e a t e s an e n s u i n g delay and h a z a r d to
of the g r a d e . T h e a p p l i c a t i o n of t h i s s t a n d - passenger-car operation.
a r d t o Swauk C r e e k H i l l , h o w e v e r , w o u l d O V E R T A K I N G A N D PASSING
not r e m o v e the s l o w - m o v i r ^ v e h i c l e s f r o m
PERFORMANCE
the t r a f f i c s t r e a m u n t i l t h e r e w a s a speed
d i f f e r e n t i a l of 23 m p h . b e t w e e n p a s s e n g e r P a s s i n g m a n e u v e r s on a t w o - l a n e as-
18

D I S T A N C E D E L A Y E D P A S S E N G E R CARS FOLLOWED IMPEDING T R U C K IMPEDING TRUCKS DELAYED RftSS CARS

SELECTED I Z MILE IMPEDING S P E E D ZONE AXLES,BODY AV.ZONE
T Y P E o n d LOAD SPEED TIMEREQ
43mph

ZSmph B2SMI

31 mph 60 Sea

38 mph 3 S«Ct

31 mph 0 39 l4Sac<

19 mph 64SMS

Z8 mph 96SKt

Z8 mph 100 S M I

(Miles) 44 43 42 41 4 0 39 38 37 36 35 34 33 SURVEY ODOMETER STATIONS

ELEV
1
1 1
" A n n i T O N A L T I M E REQU R E D " I S b o s I d u( o n _

1900 * on A (erog e P o s s e n g e r Zar S p e e d of _

1
0 00%
• tr 4 9 m ph t h r o u a h t h e 1 2 ml i e In• p e d i >0 -
S p e e d Z o ne
- u i u u B n i » e u i 1 3 0 ft -
•n nnn f o nt R u n
1800

- P R O F I L E — T M II TTT / .-0 35%

PROPOSED TRUCK LANE

1700 1 1 1 1 1 1 1 1
Figure 5. Overtaking and passing.

cending grade a r e p r i m a r i l y controlled by g r a p h i c a l p r e s e a t a t i o n ( F i g u r e 5) of the

the t w o f a c t o r s of s i g h t d i s t a n c e and the data p r o c u r e d on the o v e r t a k i n g and p a s s -
v o l u m e of t r a f f i c i n the o p p o s i n g l a n e . T h e i n g p e r f o r m a n c e of v e h i c l e s on Swauk
TABLE 3
ANNUAL COST O F MOTOR V E H I C L E IMPEDIMENT
on
ASCENDING GRADES IN THE SWAUK C R E E K HILL VICINITy
(Based upon the Hours of Maximum Traffic - - 9 a. m. to 6 p. m.)

Ascending Grade
Swauk C r . -2 3-
Item Westbound Westbound Eastbound Eastbound

July 1953 AWD (9 am - 6 pm) 1,107 1,107 1,185 1,185

ADT 1953 (9 am - 6 pm) 819 819 878 878
Number of Trucks (Dual-Tired) ' 117 117 125 125
Average Pass. Car Delay/Truck' 50 sees. 65 sees. 51 sees. 32 sees.
Vehicle-Hours Delay/Year 592 Veh-Hr 780 Veh-Hr 645 Veh-Hr 405 Veh-Hr
A. Time-Delay Cost to Pass. C a r s ' $592 ??80 $645 $405

Number 1953 Accidents Involving Trucks 1 6 2 1

B. Annual Accident Cost * $710 $4,260 $1,420 $710

C. TOTAL ANNUAL IMPEDIMENT COST $1,302 $5,040 $2,065 $1,115

' 14.3% of ADT (9 am - 6 pm)

' Based upon Figure 5 for Swauk Creek Hill and similar tabulations for other grades
' Time Costs are based upon $1.00 per vehicle-hour
* Based upon all reported property damage costs

C r e e k H i l l i s b a s e d upon the o b s e r v e d
o p e r a t i o n of p a s s e n g e r c a r s and t r u c k s
b e t w e e n 9 a . m . and 6 p . m . D u r i n g t h i s
p e r i o d , the d i r e c t i o n a l t r a f f i c v o l u m e e x -
ceeded 100 v e h i c l e s p e r lane p e r h o u r .
T h e a n a l y s i s p r e s e n t s : (1) the type of
t r u c k o b s e r v e d m each c r u i s i n g s u r v e y
c a r r u n , (2) the l o c a t i o n w h e r e the o v e r -
t a k i n g v e h i c l e s w e r e i m p e d e d , (3) the
d i s t a n c e the d e l a y e d c a r s f o l l o w e d the
t r u c k , a n d (4) the a d d i t i o n a l p a s s e n g e r
c a r t r a v e l t i m e r e q u i r e d due to the r e -
d u c t i o n i n the n o r m a l o p e r a t i n g speed.
The overtaking and passing p e r f o r m a n c e
was r e c o r d e d f o r v e h i c l e o p e r a t i o n t h r o u g h
the 1 . 2 - m i l e l e n g t h of the i m p e d i n g z o n e .
C r u i s i n g - s u r v e y - c a r R u n 1 was the o b -
s e r v a t i o n of a s i x - a x l e h i g h - h o r s e p o w e r
c o m b i n a t i o n gas t r u c k a n d t r a i l e r r u n n i n g
e m p t y up the Swauk C r e e k H i l l . T h e a v e r -
age speed of t h i s v e h i c l e t h r o u g h the i m -
p e d i n g zone w a s 4 3 m p h . I t was o v e r t a k e n ,
but n o t p a s s e d , b y t w o p a s s e n g e r c a r s t h a t
f o l l o w e d i t t h r o u g h m o s t of the zone f o r a
t o t a l of 1.65 v e h i c l e - m i l e s . T h e o v e r t a k -
ing v e h i c l e s r e q u i r e d 17 a d d i t i o n a l seconds
of o p e r a t i n g t i m e i n f o l l o w i n g the i m p e d i n g
t r u c k t h r o u g h the zone above t h a t w h i c h
w o u l d have been n e c e s s a r y c o u l d they
have t r a v e l e d a t t h e a v e r a g e unimpeded
p a s s e n g e r c a r speed of 49 m p h .
C r u i s i n g - s u r v e y - c a r R u n 6 was the o b -
servation of a two-axle underpowered f a r m
t r u c k l o a d e d w i t h hay t h a t r e p r e s e n t e d the
o t h e r e x t r e m e of o b s e r v e d o p e r a t i o n a l
p e r f o r m a n c e . T h e a v e r a g e speed o f t h i s
v e h i c l e t h r o u g h the 1 . 2 - m i l e i m p e d i n g
zone w a s 19 m p h . I t was o v e r t a k e n a n d
p a s s e d b y f o u r v e h i c l e s a f t e r each h a d
followed but a short distance. The t o t a l
v e h i c l e m i l e s of f o l l o w i n g was 0 . 5 5 , a n d
the t o t a l a d d i t i o n a l t r a v e l t i m e r e q u i r e d
a m o u n t e d to 64 seconds. T h e a v e r a g e
speed of a l l t r u c k s t h r o u g h the i m p e d i n g
zone, as o b s e r v e d b y the c r u i s i n g s u r v e y
c a r , w a s 30 m p h . T h e m i n i m u m c r a w l
speed r e c o r d e d at the spot speed s t a t i o n ,
l o c a t e d n e a r the c r e s t of the g r a d e , w a s
10 m p h .
A P P L I C A T I O N O F THE ANALYSIS
T h e p r i n c i p a l a p p l i c a t i o n of the data
s e c u r e d i n t h i s type of s u r v e y i s p e r h a p s
that p r e v i o u s l y d e s c r i b e d concerning the
s e l e c t i o n of p r o p e r c l i m b i n g - l a n e t e r m i n i ,
b a s e d upon a s e l e c t e d s a f e d i f f e r e n t i a l i n
the a v e r a g e r u n n i n g speeds of p a s s e n g e r
19
c a r s and t r u c k s . There are, however,
o t h e r u s e f u l a p p l i c a t i o n s t h a t can i n f l u e n c e
the c o n s i d e r a t i o n s i n v o l v e d i n the p r o p e r
use a n d d e s i g n of c l i m b i n g l a n e s : (1) e f f e c t
of c o m m e r c i a l v e h i c l e s i n l o w e r i n g h i g h -
way c a p a c i t y , (2) e f f e c t of s l o w t r u c k
speeds upon d e l a y e d v e h i c l e s , and (3)
e f f e c t of i m p e d i n g t r u c k s on t r a f f i c a c c i -
dents.
E F F E C T O F "SWAUK C R E E K H I L L "
ON HIGHWAY CAPACITY
T h e r e l a t i n g of the f i n d i n g s of the s u r -
vey a n a l y s i s w i t h r e s e a r c h data c o n t a i n e d
i n the " H i g h w a y C a p a c i t y M a n u a l , " p r e -
p a r e d b y the C o m m i t t e e on H i g h w a y C a p a -
c i t y of the H i g h w a y R e s e a r c h B o a r d , s e r v e s
to i l l u s t r a t e the e f f e c t t h a t c o m m e r c i a l
v e h i c l e s had on the t w o - l a n e h i g h w a y a s -
c e n d i n g Swauk C r e e k H i l l p r i o r t o the
c o n s t r u c t i o n of the c l i m b i n g l a n e .
T h e m a n u a l s t a t e s t h a t one c o m m e r c i a l
v e h i c l e has a p p r o x i m a t e l y the s a m e e f f e c t
as 2 . 5 p a s s e n g e r v e h i c l e s on t w o - l a n e
roadways i n level t e r r a i n . Applying this
to the c l a s s i f i c a t i o n of t r a f f i c on the l e v e l
tangent a p p r o a c h e s i n the Swauk C r e e k H i l l
v i c i n i t y , the t h i r t i e t h - h o u r v o l u m e of 300
v e h i c l e s p e r h o u r p e r lane w i t h 15 p e r c e n t
d u a l - t i r e d t r u c k s , has the e q u i v a l e n t v o l -
u m e of 368 p a s s e n g e r c a r s p e r h o u r p e r
lane.
T a b l e 14 of the " H i g h w a y C a p a c i t y M a n -
u a l " i n d i c a t e s t h a t one c o m m e r c i a l v e h i c l e
has the s a m e e f f e c t as 1 0 . 1 p a s s e n g e r
c a r s on Swauk C r e e k H i l l , w h e r e t h e r e i s
s i g h t d i s t a n c e r e s t r i c t i o n of 50 p e r c e n t a n d
a l e n g t h of g r a d e of 0 . 6 m i l e . T h e 15 p e r -
cent of t r u c k s d u r i n g the t h i r t i e t h - h i g h e s t
hour, under t h e s e c o n d i t i o n s , has the
e f f e c t of 455 p a s s e n g e r c a r s . T h i s , added
t c the a c t u a l n u m b e r of p a s s e n g e r c a r s ,
r a i s e s the e q u i v a l e n t v o l u m e on the g r a d e
to t h a t of 710 p a s s e n g e r c a r s p e r h o u r p e r
l a n e . I n t e r m s of p u r e p a s s e n g e r - c a r
e q u i v a l e n t s , t h e r e f o r e , the o p e r a t i o n a l
c h a r a c t e r i s t i c of t r a f f i c on the t w o l a n e s of
Swauk C r e e k H i l l had n e a r l y t w i c e the v o l -
u m e e f f e c t as that on the t w o - l a n e l e v e l
tangent s e c t i o n a p p r o a c h i n g the g r a d e .
T I M E - D E L A Y A N D A C C I D E N T COSTS
T h e a p p l i c a t i o n of the s u r v e y data t o the
e c o n o m i c s of o p e r a t i o n p r o v i d e s a m e t h o d
of c o m p a r i s o n that i s u s e f u l i n r e l a t i n g the
e f f e c t s of v e h i c l e p e r f o r m a n c e on s e v e r a l
a s c e n d i n g g r a d e s i n the s a m e v i c i n i t y h a v -
20
Figure 6. Swauk Creek H i l l a f t e r construction of climbing lane.
ing identical t r a f f i c c h a r a c t e r i s t i c s but
different p h y s i c a l f e a t u r e s . T h e annual
c o s t s of vehicle impediment on the a s c e n d -
ing grades in the v i c i n i t y is contained in
T a b l e 3. The c o m p a r i s o n of the annual
t i m e - d e l a y c o s t s to passenger c a r s (Item
A ) r e v e a l s that Swauk C r e e k H i l l ranked
third in the four ascending grades studied
in the scope of the s u r v e y . T h i s s a m e
ranking is a l s o maintained in the s u m m a r y
of annual accident c o s t s and total i m p e d i -
ment c o s t s (Items B and C ) f o r the four
ascending grades. T h e application of the
economics of operation can s e r v e a useful
purpose to establish the p r i o r i t y of need
when construction funds a r e l i m i t e d or a
stage development of an ultimate plan i s
contemplated.
CONCLUSIONS
T h e f i r s t objective of operational r e -
s e a r c h on m o t o r - v e h i c l e p e r f o r m a n c e i s
to obtain such information a s may be n e c -
e s s a r y for the planning^ p r o g r a m m i n g and
construction of safe and efficient highway
f a c i l i t i e s . The second objective i s to
develop a technique in the application of
v a r i o u s types of t r a f f i c - s t u d y methods that
w i l l provide sufficient dependable i n f o r m a -
tion within reasonable time and cost l i m i t s .
T h e procedure evolved and d i s c u s s e d in
this paper f o r the study of vehicle p e r -
f o r m a n c e on ascending grades has s a t i s -
f a c t o r i l y achieved these objectives with
r e s p e c t to the location and design of
climbing lanes.
Two general conclusions w e r e derived
f r o m the complete study of the 6. 5 - m i l e
length of highway in the vicinity of Swauk
C r e e k H i l l . F i r s t , the total section is
nearing its p r a c t i c a l capacity due to the
effect of the rolling t e r r a i n on sight d i s t -
ance and the operational p e r f o r m a n c e of
c o m m e r c i a l v e h i c l e s . Second, c l i m b i n g
lanes for slow-moving v e h i c l e s on a l l of
the four ascending grades a r e w a r r a n t e d
and should be considered a s part of a stage
development plan for ultimate f o u r - l a n e
construction to i n c r e a s e highway capacity
and reduce accidents and congestion.