Copyrighted Materials Highway Capacity Manual 2010 CHAPTER 2 APPLICATIONS CONTENTS 1.INTRODUCTION. 2-1 2.LEVELS OF ANALYSIS 2-2 ○verview .2-2 Operational Analysis. 2-2 Design Analysis2-2 Planning and Preliminary Engineering Analysis.3 Relationship Between Analysis Levels and Objectives. 2-3 3.ROADWAY SYSTEM ELEMENTS. 2-4 Types of Roadway System Elements 2-4 Analysis of Individual System Elements .2-6 Assessment of multiple Facilities. 2-7 System Performance Measurement. .2-7 4.TRAVEL MODES2-9 .2-9 2-9 Bicycle 2-9 .2-9 5.OPERATING CONDITIONS. .2-10 Uninterrupted Flow .2-10 Interrupted Flow. .2-10 Undersaturated Flow. .2-11 Oversaturated Flow. .2-11 Queue Discharge Flow. 2-12 6.HCM ANALYSIS AS PART OF A BROADER PROCESS-13 NOise Analysis2-13 Air Quality Analysis 2-13 Economic Analysis .2-13 Multimodal Planning Analysis. 2-14 System Performance Measurement. .2.14 Summary. 2-14 7.REFERENCES. 2-16 agte ons Page 2-i Contents
Highway Capacity Manual 2010 CHAPTER 2 APPLICATIONS CONTENTS 1.INTRODUCTION.2‐1 2. LEVELS OF ANALYSIS.2‐2 Overview . 2‐2 Operational Analysis. 2‐2 Design Analysis . 2‐2 Planning and Preliminary Engineering Analysis. 2‐3 Relationship Between Analysis Levels and Objectives . 2‐3 3. ROADWAY SYSTEM ELEMENTS.2‐4 Types of Roadway System Elements . 2‐4 Analysis of Individual System Elements. 2‐6 Assessment of Multiple Facilities . 2‐7 System Performance Measurement. 2‐7 4. TRAVEL MODES .2‐9 Automobile. 2‐9 Pedestrian . 2‐9 Bicycle . 2‐9 Transit . 2‐9 5. OPERATING CONDITIONS.2‐10 Uninterrupted Flow . 2‐10 Interrupted Flow. 2‐10 Undersaturated Flow . 2‐11 Oversaturated Flow. 2‐11 Queue Discharge Flow. 2‐12 6. HCM ANALYSIS AS PART OF A BROADER PROCESS.2‐13 Noise Analysis . 2‐13 Air Quality Analysis . 2‐13 Economic Analysis . 2‐13 Multimodal Planning Analysis. 2‐14 System Performance Measurement. 2‐14 Summary. 2‐14 7. REFERENCES .2‐16 Chapter 2/Applications Page 2-i Contents December 2010
Highway Capacity Manual 2010 LIST OF EXHIBITS Exhibit 2-1 llustrative Roadway System Elements. 2-4 Exhibit 2-2 HCM Service Measures by System Element and Mode.2-6 Exhibit 2-3 Components of Traveler-Perception Models Used in the HCM.-6 Exhibit 2-4 HCM Automobile Performance Measures for Environmental and Economic Analyses. .2-15 Contents Page 2-l
Highway Capacity Manual 2010 LIST OF EXHIBITS Exhibit 2‐1 Illustrative Roadway System Elements. 2‐4 Exhibit 2‐2 HCM Service Measures by System Element and Mode . 2‐6 Exhibit 2‐3 Components of Traveler‐Perception Models Used in the HCM . 2‐6 Exhibit 2‐4 HCM Automobile Performance Measures for Environmental and Economic Analyses . 2‐15 Contents Page 2-ii Chapter 2/Applications December 2010
Highway Capacity Manual 2010 1.INTRODUCTION The hielttoay 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 evalof-Se in combination,and to several types of roadway and facility operating e preting HCM and Altemative Tool conditions.Chapter 2,Applications,introduces the wide range of potential HCM applications,all of which can be applied as stand-alone analyses or in ary and Symbols support of a broader process. The HCM can be applied at the operational,design,preliminary engineering,and Types of HCM analysis levels. planming analysis levels.The required input data typically remain the same at each analysis level,but the degree to which analysis inputs use default values instead of actual measured or forecast values differs.In addition,operational analyses and planning and preliminary engineering analyses frequently evaluate the level of service(LOS)that will result from a given set of inputs,whereas The travel modes covered by the HCM are the automobile [including other motorized vehicles such as trucks,recreational vehicles(RVs),intercity buses and motorcycles],pedestrian,and bicycle modes,as well as public transit vehicles that operate on urban streets.All of these modes operate on a variety of roadway system elements,including points (e.gintersections),segments (e.g lengths of HCM methodologies are provided both for uninterrupted-flon facilities, which have no fixed causes of delay or interruption external to the traffic stream, and for interrupted-flow facilities,on which traffic control devices such as traffic signals and sTop signs periodically interrupt the traffic stream.HCM analyses are applicable to udersaturated conditions (where demand is less than a roadway Finally,measures generated by HCM methodologies can be used for more than just stand-alone traffic analyses.This chapter describes potential applications of HCM methodologies to noise,air quality,economic,and multimodal planning analyses. gtons Page 2-1 Introduction
Highway Capacity Manual 2010 1. INTRODUCTION VOLUME 1: CONCEPTS 1. HCM User’s Guide 2. Applications 3. Modal Characteristics 4. Traffic Flow and Capacity Concepts 5. Quality and Level-of-Service Concepts 6. HCM and Alternative Analysis Tools 7. Interpreting HCM and Alternative Tool Results 8. HCM Primer 9. Glossary and Symbols 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. Chapter 2, Applications, introduces the wide range of potential HCM applications, all of which can be applied as stand‐alone analyses or in support of a broader process. Types of HCM analysis levels. The HCM can be applied at the operational, design, preliminary engineering, and planning analysis levels. The required input data typically remain the same at each analysis level, but the degree to which analysis inputs use default values instead of actual measured or forecast values differs. In addition, operational analyses and planning and preliminary engineering analyses frequently evaluate the level of service (LOS) that will result from a given set of inputs, whereas design analyses typically determine which facility characteristics will be needed to achieve a desired LOS. Travel modes and roadway system elements addressed by the HCM. The travel modes covered by the HCM are the automobile [including other motorized vehicles such as trucks, recreational vehicles (RVs), intercity buses, and motorcycles], pedestrian, and bicycle modes, as well as public transit vehicles that operate on urban streets. All of these modes operate on a variety of roadway system elements, including points (e.g., intersections), segments (e.g., lengths of roadways between intersections), facilities (an aggregation of points and segments into longer lengths), corridors (parallel freeway and arterial facilities), and at the largest geographic scales, areas and systems. HCM methodologies are provided both for uninterrupted‐flow facilities, which have no fixed causes of delay or interruption external to the traffic stream, and for interrupted‐flow facilities, on which traffic control devices such as traffic signals and STOP signs periodically interrupt the traffic stream. HCM analyses are applicable to undersaturated conditions (where demand is less than a roadway system element’s capacity) and, in certain situations, to oversaturated conditions (where demand exceeds capacity). Individual methodological chapters describe the extent to which the HCM can be used for oversaturated analyses. Chapter 6 describes alternative analysis tools that may be applied in situations in which the HCM cannot be used. Finally, measures generated by HCM methodologies can be used for more than just stand‐alone traffic analyses. This chapter describes potential applications of HCM methodologies to noise, air quality, economic, and multimodal planning analyses. Chapter 2/Applications Page 2-1 Introduction December 2010
Highway Capacity Manual 2010 2.LEVELS OF ANALYSIS OVERVIEW Any given HCM application can be analyzed at different levels of detail, Operational analysis,typically focusing on current or near-term conditions involving detailed inputs to HCM procedures,with no or minimal use of default values; Design analysis typically using Hcm procedures to identify the 一中aoronacitty that willall desired LOS,with some use of default values;and ering,typically focusing on future con sired to evaluate a series exte】 The following sections describe these analysis levels further OPERATIONAL ANALYSIS Operational analyses are applications of the HCM that are generally oriented toward current or near-term conditions.They aim at providing information for decisions on wh her there is a need for improvements to an exis ting point segment,r facility.Oc ly,an a whether ning stu ded s th we】 rt of on LOS:Whe is th to fail (o fail r an un shold)?To er this imate of the service flow rate allowable under a specified LOS is required. HCM analyses also help practitioners make decisions about operating often inv he ana f appropria ate lane o sign d (e.g.high r a bic le lane.The analysis ased on n Generally,it is inappropriate touse DESIGN ANALYSIS ign analyses primarily pply eeea operate at a all the physical feat ted for mid-to lo ntation Not must dete eflected in the HCM models.Typically,analysts using the HCM seek to determine such elements as Levels of Analysis Page 2-2
Highway Capacity Manual 2010 2. LEVELS OF ANALYSIS OVERVIEW Any given HCM application can be analyzed at different levels of detail, depending on the purpose of the analysis and the amount of information available. The HCM defines three primary levels of analysis: • Operational analysis, typically focusing on current or near‐term conditions, involving detailed inputs to HCM procedures, with no or minimal use of default values; • Design analysis, typically using HCM procedures to identify the required characteristics of a transportation facility that will allow it to operate at a desired LOS, with some use of default values; and • Planning and preliminary engineering analysis, typically focusing on future conditions, where it is desired to evaluate a series of alternatives quickly or when specific input values to procedures are not known, requiring the extensive use of default values. The following sections describe these analysis levels further. OPERATIONAL ANALYSIS Operational analyses are applications of the HCM that are generally oriented toward current or near‐term conditions. They aim at providing information for decisions on whether there is a need for improvements to an existing point, segment, or facility. Occasionally, an analysis is made to determine whether a more extensive planning study is needed. Sometimes the focus is on a network, or part of one, that is approaching oversaturation or an undesirable LOS: When, in the near term, is the facility likely to fail (or fail to meet a desired LOS threshold)? To answer this question, an estimate of the service flow rate allowable under a specified LOS is required. The concept of LOS is described in Chapter 5, Quality and Level-of-Service Concepts. HCM analyses also help practitioners make decisions about operating conditions. Typical alternatives often involve the analysis of appropriate lane configurations, alternative traffic control devices, signal timing and phasing, spacing and location of bus stops, frequency of bus service, and addition of a managed (e.g., high‐occupancy vehicle) lane or a bicycle lane. The analysis produces operational measures for a comparison of the alternatives. Because of the immediate, short‐term focus of operational analyses, it is possible to provide detailed inputs to the models. Many of the inputs may be based on field measurements of traffic, physical features, and control parameters. Generally, it is inappropriate to use default values at this level of analysis. DESIGN ANALYSIS Design analyses primarily apply the HCM to establish the detailed physical features that will allow a new or modified facility to operate at a desired LOS. Design projects are usually targeted for mid‐ to long‐term implementation. Not all the physical features that a designer must determine are reflected in the HCM models. Typically, analysts using the HCM seek to determine such elements as Levels of Analysis Page 2-2 Chapter 2/Applications December 2010
Highway Capacity Manual 2010 the basic number of lanes required and the need for auxiliary or turning lanes. The data required for design analyses are fairly detailed and are based substantially on proposed design attributes.However,the intermediate to long- term focus of the work will require use of some default values.This simplification is justified in part by the limits on the accuracy and precision of the traffic predictions with which the analyst is working. PLANNING AND PRELIMINARY ENGINEERING ANALYSIS pr e. cies) ong-ang and co s will fall below a desired LOS Preliminary enginee conducted to support planning decisions related to roadway design concept and scope,and when alternatives analyses are performed.These studies can also assess proposed systemic policies,such as lane-use control for heavy vehicles, systemwide freeway ramp metering and other intelligent transportation system applications,and the use of demand-management techniques(e.g congestion pricing)(1). Planning and preliminary engineering analyses typically involve situations in which not all of the data needed for the analysis are available.Therefore,both types of analyses frequently rely on default values for many analysis inputs. Planning analyses may default nearly all inputs-for example,through the use of generalized service volume tables.Preliminary engineering analyses will typically fall between planning and design analyses in the use of default values. RELATIONSHIP BETWEEN ANALYSIS LEVELS AND OBJECTIVES Each methodological chapter in Volumes 2 and3 has one basic method idet future Probe lnude ang an app The HCM pro the po articula evalu ess of en a curr ation is bein ntext of futu conditi sidered for in ples or w direct measurements can then be applied in the same manner as predicted values to determine performance measures of interest. gte ons Page 2-3 Levels of Analysis
Highway Capacity Manual 2010 the basic number of lanes required and the need for auxiliary or turning lanes. However, an analyst can also use the HCM to establish values for elements such as lane width, steepness of grade, length of added lanes, size of pedestrian queuing areas, widths of sidewalks and walkways, and presence of bus turnouts. The data required for design analyses are fairly detailed and are based substantially on proposed design attributes. However, the intermediate to long‐ term focus of the work will require use of some default values. This simplification is justified in part by the limits on the accuracy and precision of the traffic predictions with which the analyst is working. PLANNING AND PRELIMINARY ENGINEERING ANALYSIS Planning analyses are applications of the HCM generally directed toward broad issues such as initial problem identification (e.g., screening a large number of locations for potential operations deficiencies), long‐range analyses, and statewide performance monitoring. An analyst often must estimate the future times at which the operation of the current and committed systems will fall below a desired LOS. Preliminary engineering analyses are often conducted to support planning decisions related to roadway design concept and scope, and when alternatives analyses are performed. These studies can also assess proposed systemic policies, such as lane‐use control for heavy vehicles, systemwide freeway ramp metering and other intelligent transportation system applications, and the use of demand‐management techniques (e.g., congestion pricing) (1). Planning and preliminary engineering analyses typically involve situations in which not all of the data needed for the analysis are available. Therefore, both types of analyses frequently rely on default values for many analysis inputs. Planning analyses may default nearly all inputs—for example, through the use of generalized service volume tables. Preliminary engineering analyses will typically fall between planning and design analyses in the use of default values. RELATIONSHIP BETWEEN ANALYSIS LEVELS AND OBJECTIVES Each methodological chapter in Volumes 2 and 3 has one basic method adapted to facilitate each of the levels of analysis. Analysis objectives include identifying a future problem, selecting an appropriate countermeasure to an identified problem, or evaluating the postimplementation success of an action. The HCM is particularly useful when a current situation is being studied in the context of future conditions or when an entirely new element of the system is being considered for implementation. Analysts studying current conditions should make direct field measurements of the performance attributes; these direct measurements can then be applied in the same manner as predicted values to determine performance measures of interest. Chapter 2/Applications Page 2-3 Levels of Analysis December 2010