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GENERAL FRAMEWORK
Conceptual guide of HCM 2010
The Highway Capacity Manual (HCM) can be
applied to transportation applications that
range from the highly detailed to the highly
generalized, to roadway system elements that
range from individual points to an entire
transportation system, to four travel modes
that can be considered separately or in
combination, and to several types of roadway
and facility operating conditions

The HCM can be applied for:

1. Operational,
2. Design,
3. Preliminary engineering planning and
analysis

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Visualize the future.

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Overall Schematic framework

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HOW TO EVALUATE THE

PERFORMANCE.?

OPERATING CONDITION -TWO PARTS

1. UNINTERRUPTED FLOW
2. INTERRUPTED FLOW

REGIME FLOW -THREE PARTS

1. UNDERSATURATED FLOW
2. OVERSATURATED FLOW
3. QUEUE DISCHARGE FLOW

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UNINTERRUPTED FLOW
Uninterruptedflow facilities have no fixed causes of delay or
interruption external to the traffic stream.
Volume 2of the HCM provides analysis methodologies for
interruptedflow facilities
Freeways and their components operate under the purest
form of uninterrupted flow. Not only there are no fixed
interruptions to traffic flow, but access is controlled and
limited to ramp locations.
Multilane highways and two-lane highways can also operate
under uninterrupted flow in long segments between points of
fixed interruption. On multilane and twolane highways, it is
often necessary to examine points of fixed interruption (e.g.,
traffic signals) as well as uninterruptedflow segments.
The traffic stream on uninterruptedflow facilities is the result
of individual vehicles interacting with each other and the
facilitys geometric characteristics.

InterruptedFlow Facilities

Interruptedflow facilities have fixed causes of periodic delay or interruption to

the traffic stream, such as traffic signals and STOP signs.

Urban streets are the most common form of this kind of facility. Exclusive
pedestrian and bicycle facilities are also treated as interrupted flow, since they
may occasionally intersect other streets at locations where pedestrians and
bicyclists do not automatically receive the rightofway.

Volume 3 of the HCM provides analysis methodologies for interruptedflow

facilities.

The traffic flow patterns on an interruptedflow facility are the result not only of
vehicle interactions and the facilitys geometric characteristics but also of the
traffic control used at intersections and the frequency of access points to the
facility. Traffic signals, for example, allow designated movements to occur ony
during certain portions of the signal cycle (and, therefore, only during certain
portions of an hour).

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UNDERSATURATED FLOW
Traffic flow during the analysis period is
specified as undersaturated when the
following conditions are satisfied
(a) the arrival flow rate is lower than the
capacity of a point or segment,
(b) no residual queue remains from a prior
breakdown of the facility,
(c) traffic flow is unaffected by downstream
conditions.

Uninterruptedflow facilities operating in a state of

undersaturated flow will typically have travel speeds
within 10% to 20% of the facilitys freeflow speed,
even at high flow rates, assuming base conditions (e.g.,
level grades, standard lane widths).
On interruptedflow facilities, queues form as a natural
consequence of the interruptions to traffic flow
created by traffic signals and STOP and YIELD signs.
Therefore, travel speeds are typically 30% to 65%
below the facilitys freeflow speed in undersaturated
conditions

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OVERSATURATED FLOW
Traffic flow during an analysis period is
characterized as oversaturatedwhen any of
the following conditions is satisfied:
(a) the arrival flow rate exceeds the capacity of a
point or segment,
(b) a queue created from a prior breakdown of
a facility has not yet dissipated,
(c) traffic flow is affected by downstream
conditions.

On uninterruptedflow facilities, oversaturated

conditions result from a bottleneck on the facility.
During periods of oversaturation, queues form and
extend backward from the bottleneck point. Traffic
speeds and flows drop. Significantly as a result of
turbulence, and they can vary considerably, depending
on the severity of the bottleneck.
Freeway queues differ from queues at undersaturated
signalized intersections in that they are not static or
standing. On freeways, vehicles move slowly through
a queue, with periods of stopping and movement. Even
after the demand at the back of the queue drops, it
takes some time for the queue to dissipate because
vehicles discharge from the queue at a slower rate than
they do under freeflow conditions

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QUEUE DISCHARGE FLOW

A third type of flow, queue discharge flow, is
particularly relevant for uninterruptedflow
facilities.
Queue discharge flow represents traffic flow that
has just passed through a bottleneck and, in the
absence of another bottleneck downstream, is
accelerating back to the facilitys freeflow speed.
Queue discharge flow is characterized by
relatively stable flow as long as the effects of
another bottleneck downstream are not present.

Expressway/Freeway
ref: chapter 10 hcm 2010
chapter 11 hcm 2010

Note: Conversion units ; HCM 2010 using US metric only

1 Foot = 0.0003048 kilometers
1 miles per hour = 1.609 kilometers per hour

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Some of the differences

HCM 2000 Vs HCM 2010

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FREEWAY FACILITIES

IN GENERAL AS INTRO..

A freeway facility is composed of three types of segments.

Weaving segments are segments of the freeway where two or more vehicle flows
must cross each others path. They are usually formed when merge areas are
followed by diverge areas. They are also formed when an on-ramp is followed by
an off-ramp and the two are connected by an auxiliary lane.

Ramp segments are points at which on- and off-ramps join the freeway. The
junction formed at this point is an area of turbulence due to concentrations of
merging or diverging vehicles.

Basic freeway segments are outside the influence area of ramps or

weaving segments of the freeway.

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BASIC FREEWAY SEGMENTS

Basic freeway segments are defined as those
freeway segments that are outside the influence
of merging, diverging, or weaving maneuvers. In
general, this means that lanechanging activity is
not significantly influenced by the presence of
ramps and weaving segments. Lanechanging
activity primarily reflects the normal desire of
drivers to optimize their efficiency through lane
changing and passing maneuvers.

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BASE CONDITIONS
The base conditions under which the full capacity
of a basic freeway segment is achieved include
good weather, good visibility, no incidents or
accidents, no work zone activity, and no
pavement deterioration serious enough to affect
operations.
This methodology assumes that these conditions
exist. If any of these conditions do not exist, the
speed, LOS, and capacity of the freeway segment
can be expected to be worse than those
predicted by this methodology.

Base conditions also include the following

conditions, which can be adjusted as the
methodology is applied to address situations in
which these conditions do not exist:
No heavy vehicles [trucks, buses, recreational
vehicles (RVs)] in the traffic stream;
A driver population composed primarily of
regular users who are familiar with the facility;
and
Minimum 12ft (3.6 meter) lane widths and 6ft
rightside clearances.

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Types of Flow

Refer to last week asignmnet.?

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SpeedFlow Curves for Base

Conditions

Refer details not do and dont

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The research leading to these curves (1, 2) found that several factors affect
the FFS of a basic freeway segment, including the lane width, rightshoulder
clearance, and ramp density. Ramp density is the average number of
onramps plus offramps in a 6mi range, 3 mi upstream and 3 mi
downstream of the midpoint of the study segment. Many other factors are
likely to influence FFS: horizontal and vertical alignment, posted speed limits,
level of speed enforcement, lighting conditions, and weather. Although these
factors may affect FFS, little information is available that would allow their
quantification

CAPACITY UNDER BASE CONDITIONS

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LOS FOR BASIC FREEWAY SEGMENTS

LOS on a basic freeway segment is defined by
density. Although speed is a major concern of
drivers as related to service quality, it would be
difficult to describe LOS by using speed, since it
remains constant up to flow rates of 1,000 to 1,800
pc/h/ln, depending on the FFS. Density describes
the proximity to other vehicles and is related to the
freedom to maneuver within the traffic stream.
Unlike speed, however, density is sensitive to flow
rates throughout the range of flows.

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LOS criteria
A basic freeway segment can be characterized by three
performance measures: density in passenger cars per
mile per lane (pc/mi/ln), space mean speed in miles
per hour (mi/h), and the ratio of demand flow rate to
capacity (v/c). Each of these measures is an indication
of how well traffic is being accommodated by the basic
freeway segment.
Because speed is constant through a broad range of
flows and the v/c ratio is not directly discernible to
road users (except at capacity), the service measure for
basic freeway segments is density. Exhibit 115 shows
the criteria.

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REQUIRED INPUT DATA

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APPLICATIONS
The methodology in this chapter is relatively straightforward, so it can be directly used
in any one of four applications:
1. Operational analysis: All traffic and roadway conditions are specified for an existing
facility or a future facility with forecast conditions. The existing or expected LOS is
determined.
2. Design analysis: A forecast demand volume is used, and key design parameters are
specified (e.g., lane width and lateral clearance). The number of lanes required to
deliver a target LOS is determined.
3. Planning and preliminary engineering: The basic scenario is the same as that for
design analysis, except that the analysis is conducted at a much earlier stage of the
development process. Inputs include default values, and the demand volume is
usually stated as an annual average daily traffic (AADT) value.
4. Service flow rates and service volumes: The service flow rate, service volume, or
daily service volume, or all three, are estimated for each LOS for an existing or future
facility. All traffic and roadway conditions must be specified for this type of analysis.

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