16.4.

2015

Trafficengineering
HighwayCapacityManual
2010
Interruptedtrafficflow

Dr.DragoSever

Content

Interruptedtrafficflow
Intersections
TwowaySTOPcontrolledintersections(TWSC)
Roundabouts
Signalizedintersection
Examples urbanstreets (HCS2010)

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HCM2010

OrganizationofHCM
NEW
Volume1 Concepts
Volume2 UninterruptedFlowFacilities
Freeways,ruralhighways,ruralroads
Volume3 InterruptedFlowFacilities
Urbanarterials,intersections,roundabouts
Signalsatfreewayinterchanges,
BicycleandPedestrianpaths
Volume4 SupplementalMaterials(Website)
http://www.hcm.trb.org

HCM2010

Volume3:Interruptedflow
Urbanstreetsegmentsandfacilities
Chapter16:Urbanstreetfacilities
Chapter17:Urbanstreetsegments
Intersections
Chapter18:Signalizedintersection
Chapter19:TWSCintersection
Chapter20:AWSCintersection
Chapter21:Roundabouts
Chapter22:Interchangerampterminal
Offstreetpedestriananbicyclefacilities
Chapter23:OffstreetP&Bfacilities 4

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HCM2010 TWSCintersections

TWSCintersections(Ch.19)

Limitations:isolatednotrafficlightsintersection
withoutaffectingadjacentintersectionsatadistance
ofatleast400m
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HCM2010 TWSCintersections Theory

Gapacceptance
Availabilityandusefulnessofgaps
Relativepriorityofvariousmovementsattheintersection
Measuresare:
CriticalHeadway theminimumtimeintervalinthemajorstreettraffic
streamthatallowsintersectionentryforoneminorstreetvehicle

NEW

FollowupHeadway timebetweenthedepartureofonevehiclefrom
theminorstreetandthedepartureofthenextvehicleusingthesamemajor
streetheadway
Movementsofdifferenttrafficflowsattheintersection
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HCM2010 TWSCintersections

Priorityofway
Rank1: throughandrightturnonMAS
andpedestrianthroughMIS
Rank2: leftandUon MASandrightfrom
MISonMAS,pedestriansMAS
MAS Major street Rank3: throughonMIS(+)andlefton
MIS Minor street MIS(T)
Rank4: leftonMIS(+)

MIS NEW

MAS

HCM2010 TWSCintersections

LOScriteria
Automobiles

Pedestrians

BicyclemodeiscurrentlybeingpreparedbyHCM.
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HCM2010 TWSCintersections Methodology(automobile)

1. Determine and label movement priorities

2. Convert movement demand volumes to flow rates

3. Determine conflicting flow rates

4. Determine critical headways and follow-up headways

NO Coordinated upstream signal present

5a.
Compute NEW
potential YES
capacities Chapter 17
5b. Compute potential capacities
adj. for effects of upstream signals

Next steps
9

HCM2010 TWSCintersections Methodology(automobile)

6. Compute Rank 1 movement capacities

7. Compute Rank 2 movement capacities

8. Compute Rank 3 movement capacities

9. Compute Rank 4 movement capacities

10. Final capacity adjustments

11. Compute movement control delay

12. Compute approach and intersection control delay (LOS)

13. Compute 95th percentile queue lengths

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HCM2010 TWSCintersections

3.Det.theconflictionflowrates
Rank4 movements7and10 leftfromMIS
Phase I:

(veh/h)

Phase II:

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HCM2010 TWSCintersections

4.Criticalheadway t c ,x

(s)

Adjustmentfactors:
forheavyvehicles
1 1onelaneineachdirectionMAS
2 2ormoreineachdirectionMAS
forgrade
0,1 movements9,12
0,2 movements7,8,10,11
forgeometry
0,7 leftturninthreelegintersection
0,0 other

NEW

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HCM2010 TWSCintersections

4.FollowupHeadway

(s)

t f ,x

Adjustmentfactor:
forheavyvehicles(s):
0,9 1onelaneineachdirectionMAS
1,0 2twoorthreelanesineachdirectionMAS

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HCM2010 TWSCintersections

5.Computepotentialcap.
ifnoupstreamsignaleffectsarepresent

(veh/h)

for each movement

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HCM2010 TWSCintersections

6. 9.Computemovementcap.
Rank2:
LeftonMAS,rightonMIS: (veh/h)

Other: (veh/h)

Specialcase:

(veh/h)

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HCM2010 TWSCintersections

10.Finalcap.adjustment
Shared capacity on MIS approaches

(veh/h)

Compute flared MIS lanes effects

(veh/h)

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HCM2010 TWSCintersections

11.Computemov.controldelay
Rank 1: (s/veh)

Rank 2 4:

(T=0,25 for 15 min)

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HCM2010 TWSCintersections

13.ComputeQueueLengths

(veh)

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HCM2010 TWSCintersections Pedestrian Methology

1. Identify two stage crossing

(raised pedestrian median island)

2. Determine Critical Headway

3. Estimate probability of a delayed crossing

4. Calculate average delay to wait for adequate gap

5. Estimate delay reduction due to yielding vehicles

6. Calculate average pedestrian delay and

determine LOS

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HCM2010 TWSCintersections Pedestrian

2.Determinecriticalheadway
- Single pedestrian 1 ft = 0,304 m
(s)

- Group of pedestrians
(s)

spatial distribution of pedestrians (pedestrian)

field observation: platoon size (pedestrian)

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HCM2010 TWSCintersections Pedestrian

3.Estimateprob.ofdelayedcrossing
Probability of a blocked lane

Probability of a delayed crossing

4.Calculate averagedelay
Average pedestrian gap delay Average gap delay for pedestrian
who incur nonzero delay

(s)
(s)

No vehicle STOP

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HCM2010 TWSCintersections Bicycles

Nomethodologyspecifictobicyclisthasbeen
developed
Bicyclistmaytraveleitherasamotorvehicleora
pedestrian
Criticalheadwaydistributionshavebeen
identifiedintheresearchforthebicyclecrossing
twolaneMS
Multiplebicyclistoftenusethesamegapinthe
vehiculartrafficstream.

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UsingHCS2010

HCM2010 Roundabouts

Roundabouts(Ch.21)

Intersection withgeneral
circularshape,characterized
byyieldonentryandcounter
clockwisecirculationarounda
centralisland.

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HCM2010 Roundabout Theoreticalbasis

Flowsrequiredforanalysis:
Entryflowrates,
Conflictingflowrate
NEW
Exitflowrate

(pc/h)

tfcriticalheadway
tcfollowupheadway

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HCM2010 Roundabout Methodology Automobile

1. Convert movement demand volumes to flow rates

2. Adjust flow rates for heavy vehicles

3. Determine circulating and exiting flow rates

4. Determine entry flow rates by lane

5. Determine the capacity of each entry lane and

bypass lane (pc/ln)

6. Determine pedestrian impedance to vehicles

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HCM2010 Roundabout Methodology Automobile

7. Convert lane flow rates and capacities into veh/h

8. Compute v/C ratio for each lane

9. Compute the average control delay for each lane

10. Determine LOS for each lane on each approach

11. Compute control delay and determine LOS for

each approach and the roundabout

12. Compute 95th percentile queues for each lane

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HCM2010 Roundabout

3.Determinecirculationflowrate

(pc/h)

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HCM2010 Roundabout

3.Determineexitflowrate

(pc/h)

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HCM2010 Roundabout

4.Determineentryflowsforlanes

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HCM2010 Roundabout Theoreticalbasis

5.Determinethecapacity

(pc/h)

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HCM2010 Roundabout

2entrylanes 1circ.lane

(pc/h)

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HCM2010 Roundabout

1 entrylanes 2 circ.lane

(pc/h)

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HCM2010 Roundabout

2 entrylanes 2 circ.lane

(pc/h)

(pc/h)

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HCM2010 Roundabout

Yieldingbypasslane
Terminatesatahighangle
yieldingtoexitingtraffic

Capacityapproximated
usingtheappropriatesingle lane
(1x1)ormultilane(1x2)
capacityformula
(pc/h)

Treattheexitingflowfrom
theroundaboutasthe
conflictingflow
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HCM2010 Roundabout

Nonyieldingbypasslane
Mergesatalowanglewithexitingtrafficorformsanewlane
adjacenttoexitingtraffic

Capacity isexpected
toberelativelyhigh
duetoamerging
operationbetween
twotrafficstreams
atsimilarspeeds.

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HCM2010 Roundabout

6.Pedestrianimpedancetovehicles

For 1 lane entry:

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HCM2010 Roundabout

6.Pedestrianimpedancetovehicles

Estimation for 2 lane entry:

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HCM2010 Roundabout

7.Convertlaneflowratesintoveh/h
(veh/h) (veh/h)

heavy vehicleadjustmentfactor

39

HCM2010 Roundabout

8.,9.v/Candcomputeaveragedelay

(s/veh)

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HCM2010 Roundabout

11.DelayandLOS approach,int.

(s/veh)

(s/veh)

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HCM2010 Roundabout

12.Queueslengthforeachlane

(voz)

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HCM2010 Roundabout

UsingHCS2010

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HCM2010 Signalizedintersections

Signalizedintersections(Ch.18)

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HCM2010 Signalizedintersection Theoreticalbasis

Analysisboundaries
Methodologyisvalidforisolatedsignalizedintersections.
1500 m

1000 m

300 m

40 60 90 km/h
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HCM2010 Signalizedintersection Theoreticalbasis

Drivingthroughsem.intersection

Operational state
oftrafficisdefined
by:
Volumesand flowrates;
Sat.flowsanddeparture
headways;
Controlvariables;
Gapsavailableand
conflicttrafficstreams;
Controldelay

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HCM2010 Signalizedintersection Theoreticalbasis

Impactsofsignalization

Saturationflowrate(s)isamax.
numberofvehiclesperhourperlane,
whichcanpassthroughintersection.

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HCM2010 Signalizedintersection Theoreticalbasis

Delays
Control delays: by the presence of
traffic controls (MOE for LOS)
Geometric delays: caused by
geometric features causing vehicles for
reduce speed
Incident delays: additional travel time
experienced as a result of an incident
Traffic delays: resulting from
interaction of vehicle, causing driver reduce
speed
Total delays: sum of all mentioned
delays

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HCM2010 Signalizedintersection Theoreticalbasis

WhatisnewinHCM2010
1. Themodelhasbeensetuptohandleactuatedsignal
analysisdirectly.
2. Theestimationofdelayispartiallymodeledusing
IncrementalQueueAnalysis(IQA) which allowsamore
detailedanalysisofarrivinganddepartingvehicle
distributions.
3. Thedefinitionoflanegroupshasbeenaltered.Lane
groupsareidentifiedandseparatelyanalyzed.

This presentation focuses on the analysis of pretimed signals

because it is more straight forward to present basic modeling theory
for fixed time signals.
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HCM2010 Signalizedintersection Theoreticalbasis

Conceptualframework
Five fundamental concepts:

Thecriticallanegroup concept
Thev/s ratioasameasureofdemand
Capacityandsaturationflowrateconcepts
Levelofservice(LOS)criteriaandconcepts
Effectivegreentimeandlosttimeconcepts

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HCM2010 Signalizedintersection Theoreticalbasis

a.TheCriticalLaneGroupConcept

Criticallane analysiscomparesactualflow(v)withthe Exclusiveright orleft

saturationflowrate(s)andcapacity(c)inasingle turnlanesmustbe
lane. separatelyanalyzed
Criticallanegroupanalysiscomparesactualflow(v) becausetheyare
withthesaturationflowrate(s)andcapacity(c)ina separatelanegroups.
groupoflanesoperatinginequilibrium. Lane utilization is
considered in computing
Ineithercase,theratioofv toc isthesame. This saturation flow rate.
appliestosharedlanes,also. Chapter 24
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HCM2010 Signalizedintersection Theoreticalbasis

b.Thev/s ratioasameasureofdemand
c.Capacityandsat. flowrateconcepts
AkeypartoftheHCM2010modelisamethodologyforestimatingthe
saturationflowrateofanylanegroupbasedonknownprevailingtraffic
parameters:
si s0 N f i
i

Wemaynotbeabletocomparedirectlylanegroupsbecausetheir
conditionsaredifferent.SoHCMusetheflowratio,v/s,adimensionless
valueforcomparisonpurposes normalization.

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HCM2010 Signalizedintersection Theoreticalbasis

Thecapacityofeachlanegroup:
gi
Demanddoesnotnecessarilypeakatall ci si
approachesatthesametime.
C

Capacitymaychangeforeachapproach
duringtheday liketheeffectofcurbside
parking,busblocking,etc.
Capacityisprovidedtomovementsto
satisfymovementdemands.

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HCM2010 Signalizedintersection Theoreticalbasis

The v/cratio degreeofsaturation

Computationofav/cratio(degreeofsaturation)foragivenlane
group:
vi v v s
Xi i i i Flowratio/Greenratio
g
ci s i g i C
i
C
Thecriticalv/cratiofortheintersection definedasthesum
ofthecriticallanegroupflowsdividedbythesumofthelane
groupcapacitiesavailabletoservethem:
Slik e trenutno ni mogoe prik azati.

X c v s ci
C
CL

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HCM2010 Signalizedintersection Theoreticalbasis

Computationofav/cratioforanintersectionasawhole:

Ifthecriticalv/cratioislessthan1.00,thecyclelength,phaseplan,and
physicaldesignprovidedaresufficienttohandlethedemandandflows
specified.
But,havingacriticalv/cratiounder1.00doesnotassurethatevery
criticallanegrouphasv/cratiosunder1.00.Whenthecriticalv/cratiois
lessthan1.00,butoneormorelanegroupshavev/crationsgreaterthan
1.00,thegreentimehasbeenmisallocated.
IftheXc >1.0,thenthephysicaldesign,phaseplan,andcyclelength
specifieddonotprovidesufficientcapacityfortheanticipatedorexisting
criticallanegroupflows. Dosomethingtoincreasecapacity:
(1)longercyclelengths(lessnumberofcycles,lesslosttime),
(2)betterphaseplans(improvedLTtreatment),and
(3)addcriticallanegrouporgroups(meaningchangeapproach
layouts increasecapacity)
55

HCM2010 Signalizedintersection Theoreticalbasis

d.LOScriteriaandconcepts
AlltheHCMdelaymodelsassumerandomarrivals.Hence,the
delaymodelproducedelaysforapproacheswithrandom
arrivals.Urbansignalsarecoordinated manydonothave
randomarrivals.Thisiscorrectedbythequalityofprogression
factorcalledArrivalTypefactor.Thereare6arrivaltypes:1=
poorcoordination,6=exceptionallygoodcoordination.
Forsignalizedintersections,v/chasnoadirectconnectionwith
theperformanceofthefacility especiallywhendelayisusedas
theMOE.

You may get LOS=F even if v/c is well below 1.0. For instance LT
vehicles may have a long stopped delay even if its v/c is low..

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HCM2010 Signalizedintersection Theoreticalbasis

The2010HCMusestotalcontroldelayconsistingoftime
inqueuedelay +acceleration decelerationdelay

Becausedelayisdifficulttomeasureinthefieldandbecauseitcannotbe
measuredforfuturesituations,delayisestimatedusinganalyticmodels.

57

HCM2010 Signalizedintersection Theoreticalbasis

e.Effectivegreentimesandlosttimes
A
G y ar R
B l1 e l2 R

C tL g R

r g r
D
A. Actualsignalindications
B. Actualuseofgreenandyellow; l2 Y e
eisextendedgreen,i.e.partoftheyellowusedasgreen Y y ar
C. Losttimesl1 andl2 areaddedandplacedatthebeginning t L l1 l2
ofthegreenformodelingpurposes
n
D. Effectivegreenandeffectivered L t Li
i 1
l1 =2sec/phase
DefaultbyHCM2010
e =2sec/phase
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HCM2010 Signalizedintersection Theoreticalbasis

Effectivegreentimesandtheapplicationofthelosttimes:
HCMdelaymodelsuseeffectivegreentimeandeffectiveredtime.
HCM2010modelsassumethatalllosttimeshappenatthebeginning
ofthephase.

g i Gi yi ari l1 l2
g i Gi l1 e
ri C g i

Watch out where tL takes place, especially when an

overlap phase exists. Thats where you must add y
and ar in the phase section of the HCS input module.

59

HCM2010 Signalizedintersection Theoreticalbasis

Pretimedphaseduration
Several aspects:

to equalize the volumetocapacity ratios for critical lane

groups. the green time is allocated among the various
signal phases in proportion to the flow ratio of the critical
lane group for each phase;

to minimize the total delay to all vehicles;

to equalize the level of service for all critical lane groups.

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HCM2010 Signalizedintersection Theoreticalbasis

Pretimedphaseduration cyclelength
1. Compute theflowratio[=vi/(Nsi)]foreachlanegroupandidentify
the criticalflowratioforeachphase.Whenthereareseverallane
groupson theapproachservedduringacommonphase,thelane
group withthelargestflowratiorepresentsthecriticalflowratiofor
thephase.

2. Ifsignalsystemconstraintsdonotdictatethecyclelength,then
estimate theminimumcyclelengthbysettingXc equalto1.0.

L cyclelosttime(s),
(s) Xc criticalintersectionvolumetocapacityratio
y criticalflowratioforphase

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HCM2010 Signalizedintersection Theoreticalbasis

Pretimedphaseduration cyclelength
3. CalculatethetargetcyclelengthC2>Xc =0,8 0,9

4. Select anappropriateC forthesignalfromStep2and3.

5. Estimate theeffectivegreentimeforeachphasewithand
thetargetvolumetocapacityratio.

(s)

6.Check thetiming toensurethattheeffectivegreentimeandthelost

timeforeachphaseinacommonringsumtotheC.

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HCM2010 Signalizedintersection Methodology(automobile)

1. Determine movement group and lane group

2. Determine movement group flow rate

3. Determine lane group flow rate

4. Determine adjusted saturation flow rate

5. Determine proportion arriving during green

Foractuatedonly

6. Determine signal phase duration

7. Determine capacity and v/C ratio Converge?

yes

8. Determine delay

9. Determine LOS

10. Determine queue storage rate

63

HCM2010 Signalizedintersection

1.DetermineMGandLG
Rulestodeterminemovementgrouponapproach(1 3MGonapproach):
Turnmovementthatisservedbyoneormoreexclusivelanesandnoshared
lanesshouldbedesignatedasMG,
Anylanesnotassignedbythepreviousruleshouldbecombinedinto1MG.

Rulestodeterminelane grouponapproach(1 more LGonapproach):

Exclusiveleft(orright)turn
lane isseparateLG
Anysharedlaneshouldbe
designatedasseparateLG
Anylanesthatarenoexclusive
turnorsharedshouldbe
combinedintooneLG

NEW
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HCM2010 Signalizedintersection

4.Determineadj.sat.flowrate
(veh/h/ln)

s0 =basesat.flowrate 1750 1900veh/h/ln

fw =forlanewidth(1012.9ft=1;3 4m)
fHV =forHVintrafficstream
fg =forapproachgrade

fp =forexistenceofparkinglaneandactivities
fbb =forclockingeffectoflocalbuses
fa =forareatype(CBD=0.9)
fLU =forlaneutilization(1sharedorexclusivelane=1)
fLT =forleftturnvehiclepresenceinLG(geometry)
fRT =forrightturnvehiclepresenceinLG(geometry)
fLpb =forpedestrianimpactintoLTgroups
fRpb =forpedestrianandbikesimpactintoRTgroups

65

HCM2010 Signalizedintersection

8.Determinedelay
d controldelay(s/veh)
(s/veh) d1 uniformdelay(s/veh)
d2 incrementaldelay(s/veh)
d3 initialqueuedelay(s/veh)

(s/veh)

(s/veh)

(s/veh)

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HCM2010 Signalizedintersection Pedestrian

Pedestrianareasinintersection
>5,6
>3,7-5,6
>2,3-3,7
>1,4-2,3
>0,8-1,4
<0,8

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HCM2010 Signalizedintersection Methodology Pedestrian

1. Determine street corner circulation area NEW

2. Determine crosswalk circulation area

3. Determine pedestrian delay

4. Determine pedestrian LOS score for intersection

5. Determine LOS

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HCM2010 Signalizedintersection Pedestrian

4.DetermineLOSscore

Fw =crosssectionadj.factor

Fv =motorizedvehicleadj.factor

FS =motorizedvehiclespeedadj.factor

Fdelay =pedestriandelayadj.factor

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HCM2010 Signalizedintersection Methodology Bicycles

NEW

1. Determine bicycles delay

2. Determine LOS score for bicycles

5. Determine LOS

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HCM2010 Signalizedintersection Bicycles

2.DeterminebicyclesLOSscore

Fw =crosssectionadj.factor
Wcd curbtocurbwidthofthecrossstreet(ft)
Wt widthofbikeslaneorshoulderoutsidethroughlane
Ipk indicatorforonstreetparkingoccupancy(0or1)

Fv =motorizedvehicleadj.factor
v volumeflowrate(veh/h)
Nth numberofthroughlanes

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HCS 2010- Street: Operational (LOS), Design (LOS, N)

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Conclusion

Questions?

THANKSFORYOURATTENTION!

Drago.Sever@UM.SI
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