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HCM 6 th Edition
Freeway Segments and Facility Chapters

Chapter 10, 12, 13, 14
March 2016
trong
Institute for Transportation
Research and Education oncepts Dr. Roger Roess
PRESENTATION OVERVIEW
 HCM 6th Edition: Chapter 10, 12, 13, and 14

 overview and changes
 FREEVAL-2015E Computational Engine: inputs,
outputs, and interpretation
 Illustrative examples
 Discussion and wrap-up
2
Acknowledgment
 NCHRP 3-115 project team and panel

 Members and friends of the TRB Committee on
Highway Capacity and Quality of Service and its
Freeway Subcommittee
 TRB staff
3
OVERVIEW OF CHANGES BY CHAPTER
4
HCM2010 Major Update Freeway Chapters
 Chapter 10: Freeway Facilities

 Chapter 11: Freeway Reliability Analysis
 Chapter 12: Basic Freeway and Multilane Highway Segments
 Chapter 13: Freeway Weaving Segments
 Chapter 14: Freeway Merge and Diverge Segments
 Chapter 25: Freeway Facilities Supplemental
 Chapter 26: Freeway and Highway Segments Supplemental
 Chapter 27: Freeway Weaving Supplemental
 Chapter 28: Freeway Merges and Diverges Supplemental
5
Why Analyze Freeways as Facilities?
Photo: Bastian Schroeder

6
Chapter 10: Freeway Facilities
 Method combines the analysis of multiple segments along

an extended length of a freeway (up to 10-15mi)
 Incorporates segment methodologies for basic,
merges/diverges, and weaving segments
 Considers oversaturated conditions with queue spillback
 Consider operations over multiple (15 min) analysis periods
7
Freeway Facility is Divided into Different Segment Types
 Basic B segment (Ch. 11)
 On-Ramp ONR segment (Ch. 13)

(1,500 ft, ~ 455 meters)
 Off-Ramp OFR segment (Ch. 13)

(1,500 ft, ~ 455 meters)
 Weaving W segment (Ch. 12)
8
Chapter 10 - Freeway Facility Methodology
 Revised presentation of method and computational steps (NCHRP 03-115)
 Improved segmentation guidance for freeway facilities (NCHRP 03-115)
 New generic speed-flow models (NCHRP 03-115)
 New heavy vehicle impact estimation methods (NCFRP 41)
 Integration of materials on manages lanes (NCHRP 3-96)
 Integration of materials on work zones (NCHRP 03-107)
 Planning methodology for freeway facilities (NCHRP 07-22)
 New guidance for method calibration and validation (NCHRP 03-115)
 Guidance for evaluating single-day ATDM strategy effects (FHWA Research)
9
Chapter 11 – Freeway Reliability Analysis
 Standalone, new chapter in HCM2010 update

 Updates the freeway travel time reliability materials from former
Chap 36 & 37 in HCM2010 (SHRP-2, L08)
 Description of the computational steps has been revised to more
clearly present individual steps
 Scenario generation process for freeway reliability analysis has
been revised
• Reduce number of scenarios and runtime
• Improve modeling and using a Java Platform for computational engine
 A standalone webinar will be offered to detail these changes!
10
Chapter 12: Basic Freeway and Multilane Highway Segments
 Basic freeway segments and multilane highways merged

into a single Chapter 12
 One unified speed–flow equation for all basic and
multilane highway segments (same equation form used
also for managed lanes and truck adjustments)
 New research is incorporated on truck effects on freeway
operations, which has resulted in revised truck passenger
car equivalent (PCE) tables and service volume tables.
 Methods for evaluating basic managed lane segments is
integrated into the chapter.
 Added emphasis on calibration through capacity and
speed adjustment factors (CAFs and SAFs).
11
Chapter 12: Basic Freeway and Multilane Highway Segments
 Driver population factor (fp) removed; effects of non-familiar drivers

on flow is handled by CAFs and SAFs.
 Density at capacity of multilane highway segments is revised to a

constant density of 45 (pc/mi/ln).
 The LOS E–F range for multilane highway segments is revised to

reflect the revised density at capacity.
 New speed–flow curves and capacities are provided for multilane

highways for 65 and 70 mi/h free-flow speeds.
12
Chapter 13 – Freeway Weaving Segments
 Incorporates the methods for evaluating managed lane weaving

segments, managed lane access segments, and cross-weave effects
 Emphasis on calibration through the application of CAFs and SAFs

 Chapter 27, Freeway Weaving: Supplemental, includes new example
problems that illustrate the new methods
13
Chapter 14: Merge and Diverge Segments
 Integrates method for evaluating managed lane merge

and diverge segments
 Provides new formalized guidance for aggregating merge

and diverge segment densities for segments with three or
more lanes
 Chapter 28, Freeway Merges and Diverges:
Supplemental, includes new example problems that
illustrate the new methods
14
DETAILS ON FREEWAY UPDATES
15
16
Improved—Detailed Methodology Presentation
HCM 2010 HCM 6th
Methodology Edition
Methodology
Gray=Method
Computation
17
18
New Generic Speed-Flow Model
𝑆 = 𝐹𝐹𝑆𝑎𝑑𝑗 𝑣𝑝 ≤ 𝐵𝑃
𝑐𝑎𝑑𝑗 𝑎
𝐹𝐹𝑆𝑎𝑑𝑗 − 𝐷 𝑣𝑝 −𝐵𝑃
𝑐
𝑆 = 𝐹𝐹𝑆𝑎𝑑𝑗 − 𝑎 𝐵𝑃 < 𝑣𝑝 ≤ 𝑐
𝑐𝑎𝑑𝑗 −𝐵𝑃
Free Flow Speed • Eliminates the need to restrict

FFS to 5 mph increments
• Exact equation form applied
to multilane segments
• Form adjusted for managed
lanes and truck effects
Exhibit 12-7
Speed–Flow
Curves for Basic
Freeway
Segments
19
20
New Heavy Vehicle (HV) estimation method
 Categorized into : Single-Unit Trucks (SUTs) Tractor-Trailers (TTs)

 Two methodologies to assess the effect of HV
1. Traditional passenger-car-equivalent (PCE) factors to convert a mixed
stream of cars and trucks to a single uniform PCE stream for purpose of
analysis; when grades are light and truck % is low, and
Exhibit 12-25
Passenger Car
Equivalents
for General
Terrain
Segments
2. A new mixed-flow model (MFM)that directly assesses the capacity, speed,

and density of traffic streams that include a significant percentage of heavy
vehicles operating on a single or composite grade.
 MFM also must be used for mountainous terrain analysis
21
Heavy Vehicle PCE’s
 Specific Segment PCE

values for a 30%/70%
SUT/TT mix
 Tables are available for
a 50%/50% , 70%/30%
mix
 Interpolate for other
mixtures
 Extended tables to high
% trucks
 Equation also
available
Exhibit 12-26
PCEs for a
Mix of 30%
22 SUTs and
70% TTs
Heavy Vehicle Treatment in MFM
 For combinations that include steep grades and/or high truck percentages the
mixed flow model (MFM) described in Volume 4 is recommended for computing
mix flow speeds and densities and auto and truck speeds in a mixed traffic stream
MFM uses
Adjustments to
Generic Speed-
Flow Equation
23
Heavy Vehicle Treatment-MFM
 Treat the traffic stream as combined

 Under certain conditions, truck speeds affect the auto
speeds
 Estimate auto, truck speeds and densities separately
 Uses a numerical simulation-based technique to estimate
truck performance based on
• Truck characteristics (Wt/HP ratio)
• Grade %
• Length of grade
 Computational engine available to carry out the process
24
25
Integration of materials on managed lanes
 Incorporated five basic managed lane segment types:
Continuous Access Buffer 1 Buffer 2 Barrier 1 Barrier 2
26
Managed Lane Capacities
 Managed lane capacities (or maximum observed flows)

for different separation types
Exhibit 12-11
Estimated
Lane
Capacities for
Basic Managed
Lane
Segments
27
Managed Lanes – Speed Flow Curves Including the Effect
of Adjacent GP Lanes Friction Effect
• Adjusts the Generic

Speed Flow Equation
• Relationship depends of
the type of separation
between GP and
Managed Lanes
Exhibit 12-29
General Form
for Speed–
Flow Curves
for Basic
Managed Lane
Segments on
Freeways
28
29
Integration of materials on work zones
 Model for (indirectly) estimating work zone capacity:

• Observed QDR Capacity Adjustment  Work Zone Capacity
 Model for estimating free flow speed in a work zones
30
Work Zone Capacity
 Observed Queue Discharge Rate model depends on:

• LCSI = Lane closure severity index (next slide)
• fBr = Indicator variable for barrier type (concrete vs. cone, drum)
• fAT = Indicator factor for area type (urban vs. rural)
• fLAT = Lateral distance from the edge of travel lane adjacent to the
work zone to the barrier, barricades, or cones (0–12 ft);
• fDN = Indicator variable for daylight or night ( 0 for daylight)
31
The Lane Closure Severity Index (LCSI)
1
 𝐿𝐶𝑆𝐼 =
𝑂𝑅×𝑁𝑜
• OR = Open Ratio, the ratio of the number of open lanes
during work zone to the total (or normal) number of lanes.
• No = Number of open lanes in the work zone.
Exhibit 10-15
Lane Closure
Severity Index
Values for
Different Lane
Closure
Configurations
32
Work Zone QDR and FFS Models
 Queue Discharge Rate Model (pc/hr/lane):

• 𝑄𝐷𝑅𝑤𝑧 = 2,093 − 154 × 𝐿𝐶𝑆𝐼 − 194 × 𝑓𝐵𝑟 − 179 × 𝑓𝐴𝑇 +
9 × 𝑓𝐿𝐴𝑇 − 59 × 𝑓𝐷𝑁
 Capacity is found by converting QDR to capacity (12%)
Ratio of non-WZ
To WZ Speed Limit WZ Speed limit
 Free Flow Speed Model
• 𝐹𝐹𝑆𝑤𝑧 = 9.95 + 33.49 × 𝑓𝑆𝑟 + 0.53 × 𝑆𝐿𝑤𝑧 − 5.60 ×
𝐿𝐶𝑆𝐼 − 3.84 × 𝑓𝐵𝑟 − 1.71 × 𝑓𝐷𝑁 − 8.7 × 𝑇𝑅𝐷
Total Ramp
Density
33
34
Planning Level Methodology for Freeway Facilities
 Reduce the analysis to Sections vs. HCM Segments

• Sections are defined to occur between points where either
demand or capacity changes
• Example shows 7 sections, compared to up to 11 segments
35
Planning Level Approach
 Minimal inputs – info about the facility applicable to all

analysis periods and sections
1. Free flow speed (𝑆𝐹𝐹𝑆 )

2. Peak hour factor (𝑃𝐻𝐹)
3. Percent heavy vehicles (%𝐻𝑉)
4. General terrain type for truck PCE conversion
5. K-factor (converts directional AADT to peak hour flows)
6. Traffic growth factor (fg)
36
Planning Level Approach
 Five Computational steps
1. Step 1: Section Demand Calculations;
2. Step 2: Section Capacity Calculations and Adjustments;
3. Step 3: Delay Rate Estimation;
4. Step 4: Travel Time, Speed, and Density estimation ; and
5. Step 5: LOS (varies whether urban or rural)
 Method will flag cases when analyst advised to use the more detailed
operational analysis
 Computational engine in Excel Platform available
37
38
New guidance on calibration and validation
 Calibration is performed sequentially at three levels

1. At the core freeway facility level (Chapter 10)
2. At the reliability analysis level, (Chapter 11) and
3. At the Active Traffic and Demand Management (ATDM)

strategy assessment level (Chapter 11)
39
New Guidance on Calibration and Validation:
 Calibration at the core freeway facility level
Exhibit 25-43
Calibration Steps for
the Core Freeway
Facility Level
40
Calibration at the Reliability Level
 Perform only after core facility calibration is done !

100%
90%
80%
Predicted
70%
60%
Percentile
50%
40%
30%
20%
Exhibit 25-49 10%
Comprehensive 0%
Reliability 0 1 2 3 4 5 6 7 8 9 10
TTI
Calibration Observed TTI Estimated TTI
Steps
100%
90%
80%
70%
Observed
60%
Percentile
50%
40%
30%
20%
10%
0%
0 1 2 3 4 5 6 7 8 9 10
TTI
Observed TTI Estimated
41
Calibration at the Reliability Strategy Assessment Level
 Perform only after the Reliability calibration is done

 Scenario-Specific calibration parameters are:
1. Speed adjustment factor,
2. Capacity adjustment factor,
3. Metering rate,
4. Demand adjustment factor,
5. Incident probability, and
6. Average incident duration.
42
FREEVAL COMPUTATIONAL ENGINE DEMO
43
Chapters 25 and 26 Illustration of Example Problems:
 Six-lane Basic freeway LOS and capacity – The Facts:
• Urban freeway segment

• Volume = 5,000 veh/h (one direction, existing);
• Traffic composition: 4% trucks
• Rolling terrain;
• Three lanes in each direction;
• FFS = 70 mi/h (measured);
• PHF = 0.96;
• Commuter traffic (regular users);
• Traffic growth = 5% per year; and
• Facility operates under ideal conditions (no incidents, work zones, or weather
special events).
44
Six-Lane Freeway LOS and Capacity
 Step 1: Gather input data – Done!

 Step 2: Estimate and adjust FFS – FFS is given!
 Step 3: Estimate and adjust capacity (generic model !)
• 𝑐 = 2,200 + 10 × (𝐹𝐹𝑆𝑎𝑑𝑗 − 50)
• 𝑐 = 2,200 + 10 × 70 − 50 = 2,400 pc/h/ln
 Step 4: Adjust demand volume
𝑉
• 𝑣𝑝 =
𝑃𝐻𝐹×𝑁×𝑓𝐻𝑉
1 1
• 𝑓𝐻𝑉 = = = 0.926
1+𝑃𝑇 𝐸𝑇 −1 1+0.04 3.0−1
5,000
• 𝑣𝑝 = = 1,875 pc/h/l
0.96×3×0.926
45
Six-Lane Freeway LOS and Capacity
 Step 5: Estimate speed (generic speed/flow model) and density
• 𝐵𝑃𝑎𝑑𝑗 = 1,000 + 40 × 75 − 𝐹𝐹𝑆𝑎𝑑𝑗 × 𝐶𝐴𝐹 2 = 1,200 pc/h/ln
𝑐𝑎𝑑𝑗 𝑎
𝐹𝐹𝑆𝑎𝑑𝑗 − 𝐷 𝑣𝑝 −𝐵𝑃
• 𝑆 = 𝐹𝐹𝑆𝑎𝑑𝑗 − 𝑐
𝑎
𝑐𝑎𝑑𝑗 −𝐵𝑃
2400
70− 1875−1200 2
• 𝑆 = 70 − 45
= 64.7 mi/h
2400−1200 2
𝑣𝑃
• 𝐷=
𝑆
1,875
• 𝐷= = 29.0 pc/mi/ln
64.7
 Step 6: Determine LOS

• From Exhibit 12-15, LOS is D
46
Evaluation of an Oversaturated Facility
47
Evaluation of an Oversaturated Urban Freeway Facility
 The Facts:
• Single Unit Trucks and Buses = 1.25% (all movements);

• Mainline Tractor Trailers = 1.00% (all movements);
• Driver population  regular commuters;
• FFS = 60 mi/h (all mainline segments);
• Ramp FFS = 40 mi/h (all ramps);
• Acceleration lane length = 500 ft (all ramps);
• Deceleration lane length = 500 ft (all ramps);
• Djam = 190 pc/mi/ln;
• Ls = 1,640 ft (for Weaving Segment 6);
• TRD = 1.0 ramp/mi;
• Terrain = level;
• Analysis duration = 75 min (divided into five 15-min time steps); and
• Demand adjustment = +11% increase in demand volumes across all segments
and time steps compared with Example Problem 1.
• A queue discharge capacity drop of 7% is assumed.
48
 Step A3: Input Data

• Traffic demand
 Step A7: Compute segment capacities
49
 Step A10: Compute demand-to-capacity ratio
Demand-to-Capacity Ratios by Segment
Time Step
1 2 3 4 5 6 7 8 9 10 11
1 0.74 0.82 0.82 0.82 0.77 0.7 0.8 0.87 0.87 0.87 0.83
2 0.82 0.9 0.9 0.9 0.84 0.78 0.9 0.99 0.99 0.99 0.95
3 0.86 0.96 0.96 0.96 0.92 0.85 0.99 1.1 1.1 1.1 1.02
4 0.77 0.83 0.83 0.83 0.79 0.68 0.79 0.86 0.86 0.86 0.82
5 0.62 0.65 0.65 0.65 0.61 0.52 0.62 0.67 0.67 0.67 0.64
 Step A12: Compute Segment Volume served and Speeds

Volumes Served (veh/h) by Segment
Time Step
1 2 3 4 5 6 7 8 9 10 11
1 5,001 5,500 5,500 5,500 5,200 5,800 5,400 5,900 5,900 5,900 5,600
2 5,500 6,099 6,099 6,099 5,700 6,499 6,099 6,699 6,699 6,699 6,399
3 5,800 6,499 6,499 6,499 5,831 6,281 5,584 6,284 6,284 6,284 5,859
4 5,200 5,600 5,600 5,600 5,668 6,311 5,776 6,276 6,276 6,276 5,934
5 4,201 4,401 4,401 4,401 4,102 4,608 4,840 5,140 5,140 5,140 4,912
Speed (mi/h) by Segment
Time Step
1 2 3 4 5 6 7 8 9 10 11
1 59.8 53.2 58.6 55.9 59.5 46.8 59 52.5 52.5 55.7 58.3
2 58.6 52.1 55.8 55.5 57.9 45.4 55.8 50.6 50.6 51.5 53.9
3 57.4 51.1 53.1 53.1 45.3 24.2 28.1 51.6 51.6 54.7 57.1
4 47.2 47.5 51.5 48.3 56.5 24.7 29.6 51.7 51.7 54.7 56.8
5 60 54.5 59.7 56.2 60 51.4 50.9 53.7 53.7 56.1 59.9
50
 Step A12: Compute Density and d/C Based Segment LOS
51
 Step A15: Compute facility LOS by analysis period
52
CLOSING THOUGHTS
53
Capabilities of Freeway Facility Methodology
 Enables the modeling of oversaturated & under-saturated

conditions in an extended time-space domain ( 24 hrs. / 15 mi)
 Models all active and highlights hidden mainline bottlenecks
 Tracks queues as they form and dissipate across segments and
time intervals
 Allows time-variant demands and capacities
 Models incidents and short term work zones
 Validated against field data and compared to microsimulation
very favorably
53
54
What the methodology ’s limitations are…
Limitations
 Does not account for off-ramp congestion due to surface street

control and spillback onto mainline
 Requires extensive demand inputs in each time period – cannot
map sensor data to demand
 Not reliable in reporting the effect of multiple overlapping queues
(NCHRP 3-96a !)
 Less reliable for the analysis extended length facilities (free-flow
travel time greater than 15 minutes)
 Time consuming in manually segmenting the facility into HCM
analysis segments
54
55 55
Applications for Chapter 10
 Chapter 10 method for freeway facilities can be a very

powerful tool to evaluate freeway operations
 Ability to run sensitivity analyses and various scenarios

very quickly.
 Computations are performed in a computational engine

(FREEVAL) that is made available to HCM Users in
Volume 4, including a Users Guide!
 Limitations exist and need to be recognized
55
56
Discussion and Questions
 Bastian Schroeder, Ph.D., P.E.

• Principal Engineer
• Kittelson and Associates, Inc.
• (c) 919.345.4412
• (o) 910.399.5570
• BSchroeder@Kittelson.com
 http://www.kittelson.com/
57

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HCM 6 th Edition

Freeway Segments and Facility Chapters

 HCM 6th Edition: Chapter 10, 12, 13, and 14

 NCHRP 3-115 project team and panel

 Chapter 10: Freeway Facilities

Photo: Bastian Schroeder

 Method combines the analysis of multiple segments along

 On-Ramp ONR segment (Ch. 13)

 Off-Ramp OFR segment (Ch. 13)

 Weaving W segment (Ch. 12)

 Revised presentation of method and computational steps (NCHRP 03-115)

 Improved segmentation guidance for freeway facilities (NCHRP 03-115)

 New generic speed-flow models (NCHRP 03-115)

 New heavy vehicle impact estimation methods (NCFRP 41)

 Integration of materials on manages lanes (NCHRP 3-96)

 Integration of materials on work zones (NCHRP 03-107)

 Planning methodology for freeway facilities (NCHRP 07-22)

 New guidance for method calibration and validation (NCHRP 03-115)

 Guidance for evaluating single-day ATDM strategy effects (FHWA Research)

 Standalone, new chapter in HCM2010 update

 A standalone webinar will be offered to detail these changes!

 Basic freeway segments and multilane highways merged

 Driver population factor (fp) removed; effects of non-familiar drivers

 Density at capacity of multilane highway segments is revised to a

 The LOS E–F range for multilane highway segments is revised to

 New speed–flow curves and capacities are provided for multilane

 Incorporates the methods for evaluating managed lane weaving

 Emphasis on calibration through the application of CAFs and SAFs

 Integrates method for evaluating managed lane merge

 Provides new formalized guidance for aggregating merge

 Revised presentation of method and computational steps (NCHRP 03-115)

 Improved segmentation guidance for freeway facilities (NCHRP 03-115)

 New generic speed-flow models (NCHRP 03-115)

 New heavy vehicle impact estimation methods (NCFRP 41)

 Integration of materials on manages lanes (NCHRP 3-96)

 Integration of materials on work zones (NCHRP 03-107)

 Planning methodology for freeway facilities (NCHRP 07-22)

 New guidance for method calibration and validation (NCHRP 03-115)

 Guidance for evaluating single-day ATDM strategy effects (FHWA Research)

 Revised presentation of method and computational steps (NCHRP 03-115)

 Improved segmentation guidance for freeway facilities (NCHRP 03-115)

 New generic speed-flow models (NCHRP 03-115)

 New heavy vehicle impact estimation methods (NCFRP 41)

 Integration of materials on manages lanes (NCHRP 3-96)

 Integration of materials on work zones (NCHRP 03-107)

 Planning methodology for freeway facilities (NCHRP 07-22)

 New guidance for method calibration and validation (NCHRP 03-115)

 Guidance for evaluating single-day ATDM strategy effects (FHWA Research)

Free Flow Speed • Eliminates the need to restrict

 Revised presentation of method and computational steps (NCHRP 03-115)

 Improved segmentation guidance for freeway facilities (NCHRP 03-115)

 New generic speed-flow models (NCHRP 03-115)

 New heavy vehicle impact estimation methods (NCFRP 41)

 Integration of materials on manages lanes (NCHRP 3-96)

 Integration of materials on work zones (NCHRP 03-107)

 Planning methodology for freeway facilities (NCHRP 07-22)

 New guidance for method calibration and validation (NCHRP 03-115)

 Guidance for evaluating single-day ATDM strategy effects (FHWA Research)

 Categorized into : Single-Unit Trucks (SUTs) Tractor-Trailers (TTs)

2. A new mixed-flow model (MFM)that directly assesses the capacity, speed,

 Specific Segment PCE

 Treat the traffic stream as combined

 Revised presentation of method and computational steps (NCHRP 03-115)