Tighway Capacity Mancal 2010 CHAPTER 15 ‘TWO-LANE HIGHWAYS CONTENTS: ALINTRODUCTION ssn = la Characteristics of Two-Lane Highways 16 ‘capacty ana Los. io Require Input Data and Default Values 189 Demand Volumes and Flo Rates. - eames 0 2, METHODOLOGY wenn Scope of the Methodology. : Limitations of the Methodology Automobile Mode, Bicycle Mode. 7 os “Types of Analysis Service Flow Rates Service Volumes, and Daly Serve Volumen 150 Generalized Daily Service Volumes ve IS] Use of Altemative Tools one SD ALEXAMPLE PROBLEMS sts as4 Example Problem I: Class | Highway LOS... acacia "Example Prablem 2: Clas Highway LOS, 158 Example Prublem 3: Clssll Highway LOS, 1551 Example Problem 4: Class Highveay LOS with » Passing Lane 1553 Example Problem 5:Two-Lane Highway Bice LOS. 1555 5: REFERENCES cee APPENDIX A; DESIGN AND OPERATIONAL TREATMENTS csonons189 Tamoots 2 1559 ‘Shoulder Use 1500 Wide Cross Sections. : 1560 Intersection Tarn La nn — 1561 “Two-Way Loft-Turn Lanes : 1302 References 1864 slap om hae Page oneFighway Capactiy Mancal 2010 LIST OF EXHIBITS Exhibit 15.1 Two-Lane Highway Classification Must no 4 Exhibit 15.2 Speed-Hlow and PTSF Relationships for Ditectional Segments with Base Conitions 156 Exhibit 15-3 Automobile LOS for Two-Lane Highways lS shit 14 Bieyle LOS for Two Lane Highways 69 si 15 Regu inp Dan Def Vlas oT tane Mighonaye — 159 Exhbit 15-6 Flowchart ofthe Two-Lane Highway Methodology. 113 Exhibit 15-7 Adjustment Factor for Lane and Shoulder Width (nnn BAB Exhibit 1-8 Adjustment Factor for Aces Point Density (oon ISAS Exhibit 15.9 ATS Grade Adjustment Factor (1) for Level Terzain Rolling, “Terai, ant Spcife Downgrades, 1847 xhbit 1-10 ATS Grade Adjstinent Factor (3) for Specific Upgrades. 15-18 Exhibit 15-11 ATS Pasenger Car Equivalents for Trucks) ane RVS (Ea) {or Level Tecan, Rolling Terzain and Specific Downgrade. 15.18 Exhibit 1-12 ATS Passenger Car Equivalents fr Trucks (E) on Specific ‘Upgrades... 15.20 Exhibit 1-13 ATS Passenger Co Equivalents for RV (Ej) on Specific parades. . = 15.20 Exhibit 15-16 ATS Passenger Cat Equivalents (E,) for Trucks on Downgrades Traveling at Crave Speed 1521 Exhibit 15:15 ATS Adjustment Fator for No-Passing Zones J) i522 Exhibit 1516 PTSF Grade Adjustment Factor (jp) for Level Terrain Rolling Tecan and Specific Downgrades 1528 Exhibit 15-7 PTSF Gade Adjustment Factor (fs) For Specie Upgrades. 1524 Exhibit 15:18 PISE Passenger Car Equivalents fr Trucks (;) and RVs (Ey) for Level Terran Rlling Terai and Specie Downgrades, 1524 shit 519 PSF Psnge Cr Equal or Tuk) and RV) ‘on Spectc Upgrades 1525 [Nb 1820 PSE Coote for Use in unin 15-10 for Ein, PTS 1526 Exhibit 1521 No-asingZone Adjustment Factory Detennination of PIS, - 15.26 Exhibit 1:22 Operational fect of a Passing Lane on PTS 1529 Exhibit 15:23 Downstream Length of Roadway Affected by Passing Lanes ‘on Divecionl Segments in Level and Rolling Terrain 1529 Exhibit 15:24 Optimal Lengths of Posing Lanes on Two-Lane Highways. 1530 ait 15:25 fect of Passing Lane on PTS vee BBLTighway Capaclly Manoel 2070 Exhibit 1526 Adjustment Factor forthe Impact of Pasing Lane on PTS sor 1531 Exhibit 15-27 Impact of Passing Lane on ATS. Ba Exhibit 15-28 Adjustment Factor for Estimating the Impact of Passing Lane on ATS (us) 1533 Exhibit 15-29 Adjustment Factors (for Estimating ATS and PISE ‘Within Climbing Lane 7 sat hibit 15:30 Generalized Daily Service Volumes for Two-Lane Highvways. 1-42 xb 15-1 Lis of #xample Problems. svn IAM Exhibit 15-32 Interpolation for ATS Adjustment Factor: sv IAG Exhibit 15:3 Interpolation for Exponents and bfor Equation 15-10.nvens 1-47 Exhibit 15:34 Interpolation fr fp for Equation 159. 157 Exhibit 15-5 Region Lengths fr Use in Example Problem cnn ISH [Exhibit 15-41 Typical Turnout Mestated 1560 "ahi 1-427 To Lan Hghvay nesecon wih Lf Ta Lane. —— 1561 sib 1-A3 Ele of Tring Delos sao on PISE 1542 Exhibit 15:4 Typical Shoulder Bypass Lane ata Thrce-Leg Inter a TwoLave HighW8)nnrnasnnnnn se AD ExhDit15-AS Typical TWLTL on a Two-Lane Highvsny. Be Exhibit 15-A6 Estimated Delay Reduction witha TWLTL on a Two-Lane Highway Without Paved SBOULe# nn se 68 ok PaTighwoy Capacity Manoal 2070 1. INTRODUCTION Thvo-anehightways have one lane fr the use of traffic in each direction, The principal characteristic that separates motor vebiele wai on two-lane highways from other uninterrupted flow fetes is that passing mancavers take place in "he opposing lane of traffic. Passing maneuvers are Limited by the availablity of zaps nthe opposing traffic steam and bythe avalabiliy of scent sight Mistance fora cierto discern the approach ofan opposing, vehicle safely. As ‘demand flows and geometric retitons increase opportiies pss ‘decrease This creates platoons within the afi steam, with welling vehicles subject to adaltional delay because ofthe inability to pass the lad vehicles, Hecause pasing capacity decrease as passing demand increase, two highways exhibit unique characteristic operating quality often decreases precipitously as demand los increases, an operations can become “unacceptable at relatively low volumeto-apacity ratios, For his aso, few ‘neolane highways ever operateat low rates approaching capacity in most ‘ess, poor operating quality as led to improvements or reeanstection fang before capacity demand is each ‘The quality of service fo bicycles is prmarly affected by the speed an volume of adjacent trafic lows and by dhe degre of separation betwee Dicylist and motor vehicle trafic allovred by the radway geometry. Chapter 5, TwosLane Highways, presents methodologies foe te analysis, esign and planning of te lanehighsray facilities operating under ‘uninterrupted low, for both atomobies and bicycles. Unintreupted ow exis ‘when ther are no tafe control devices that interrupt tai ad where no platoons ae formed by upstcam signals In general any segment that s 2040 50m from the nearest signalized intersection would ft ito this calegory. ‘Where signalized intersections are less than 2.0 mi apart the Facility should be lastied asa urban see! and analyzes with the methodologies of Chapter 16, Urban Street Factitios, and Chapter 17, Urban Steet Segments, which are located in Volume3. 1 isassumedl that no passing inthe opposing lane accurson wiban streets ‘Chapter 15 also includes a methodology for predicting the fest of passing and truck climbing anes on two-lane highways CHARACTERISTICS OF TWO-LANE HIGHWAYS Functions of Two-Lane Highwrays In Higheray systems ‘Tworkne highways area key lemeat in the highveay systems of most states and counties. They are located in many diferent geographical arcasand servea Wide variety of trafic functions. Tworlane highways aso serveanamber of Dicyete tps, partcuaey recreational rips. Any consideration of operating, quality criteria most account for these disparate funcions Feng coleTighway Capacity Manoal 2010 ‘ainsi et eet cent moby tthe principal function of major two-lane bighveays that connect majo rp generators o that serve as peimary Hks in state andl national Fighwvay networks, These rotes tel to serve long clistance commercial and recreational travelers, and long sections may past through rural areas without {tai contol interruptions. Consistent high-speed operations and infrequent ‘passing delays ate desirable fr these types of facies. Other pave two ane rueal highways primarily provide nest 0 remote o sparsely populated arcs. Such highways provide rable all-weather access nl often serve low tlie demands Cost fective access isa primary Concer. Although high sped isbenelica, isnot the prinipa objeuve. Delay, ‘as indicated by the formation of platoons, isa more relevant measur of service ‘ality, “Tworlane roads also serve coc necro areas in which the vista and ‘environment are meant tbe experience! and enjoyed without trafic interruption or delay High-speed operations neither expected nor desired Passing delays, however, significantly citact fom the scene enjoyment of tips and sould be minimized whenever posible “Tworlane ace may also passthrough and serve smal wns ond omantes Sac areas have higher-densty development than would normally ‘be expected long 3 ral highway, andl spec Tits in these areas are often lower In thes cscs, drivers expoe tobe able to maintain speeds close to the posted init, Since two-lane highway segments serving such developed areas are ‘sualyof inte ler, passing delays are nota significant ssw, Two-lane highways serve a wide range of functions and serve a varity of, rural areas, as wells more developed aress. Therefore, his chapters methodology and level of service (LOS) criteria provide fleiily to encompass the resulting range of diver expectations Classification of Two-Lane Highways: Because of the wide range of functions served by tworlae highways the aulomobile methodology establishes three classes of highways. The first vo clases adress ra oan highs. The methoxology for them was developed ax part of National Cooperative Highway Research Pram (NCHRP) Projet 55() in 19 (1) and vised as part of NCHRP Pej 20-7160 in 2003 2) The thin class adresses two-lane highways in dele ares. The analysis approach for these highways a modification ofthe rural highway method noted previously andl was developed by the Fora Department of ‘Transportation (FDOT) 3) Thi modieaion has not been subjected ta national ") ‘ag "38 tao 302 Diseina p= 70/30 ‘0 6 ms 7 Me irr spn coya8 a wn a ae aa ‘= feel MS ky BS ao fo 3 M3 Rt BL ct th ts eA BL va 3 3 BS ea tes x0 33 "yo gs_ ot a_i Discos = 80/1 aa ‘at Re Ol aa ae ‘0 0 2 3s ‘to St ies as Ste tt Pa Ga tes 82s sa 3400, ee aR pa TT NN NT Gan Tine a,Vighwoy Capaclly Manoel 2010 Note that in Exhibit 15-2, the adjustnent factor depends on theft vo way demand low rate, even though the factors pple toa singe divectional analysis The factor reflects not an the pescent of no-passing anes in the analysis segment but aso the dizctional distaibation of ali, The diectional listebution measures the same rgaedless of the diretion being considered “Thus, for example, spits of 700 and 370 eesult in the same factor, al other varables being constant, Equation 159, however, adjust the factor toe the balance of lowes inthe analysis and opposing diretions. ‘Stop 7: Estinte the PES "This sep is inches ony inthe apalysis of Class I olan highways. PFS isnot used in the determination of LOS for Class or Clas I facilities. The computation i seaightforward, since both the FES an the ATS ave alieady been determined in previous steps, PFS is estimated from Equation 151} ATS, pres =< equation 154 where all tems areas previously defined Step 8: Determine LOS and Capacity 108 Determination Atthis point in the analysis, the values of any nose mease(s have been determined. The LOSis found by comparing the appropriate measures with the ‘itera of Exhibit 15-3. The measures) used must be appropriate to the class of the facility being sti + Chass ATS and PESE; + Chass IE PSH: and “+ Clogs PPS. For Class Ihighvvays wo service messes are applied. When Exhibit 15-35 centered, therefore wo LOS designations an be abtained, The worse of thet ‘isthe prevailing LOS. For example, fT sells ina LOS C designation and PTS results in. LOS D designation, LOS Dis assign Capacty Determination Capacity, which exists a the boundaey between LOS E and Fs not ‘determined by a measure of effectiveness. Under base conditions, the capacity of a tworane highway (in oe diretion is 1.700 poh, To determine the capacity “uer prevating conditions, relevant agjstanent factors must be apple! 1 Equation 15:3 an Equation 157. n this case, however, the demand flow rate of L700 peth wncler base conditions is known, andthe demand lor rate under prevaling conditions s sought First, capacty is defined as low rate so the PHI in Equation 15-3 anc Equation 15-7 stat 1.00, Then, Equation 15-12 oF Equation 15-13 (or both) are applied as described below ‘Sager estan geTlighway Capacily Manual 2070 Equation 1542 quntion 1545 Geo denture ‘oan ty Sincere itp ete aot sg rn a Soh Faneaoear Caars = 100 fos f,avs 1700 f, yr rs where curs © capacity in the analysis dretion under prvaing conditions based on ATS (pefh), ant eree = capacity inthe analysis rection under prevailing conditonsbasel on PISE (pc or Class Ihighvenyy both capactice must be computa The lowor vale represents capacity, For las I highways, only the PISE-based capacity fs computed, For Clas I highways, ony the ATS-based eapacty is compute. ‘One complicit shat the adjustment factors depend onthe demand flow rate in veils pot hou, Thus, adjustment factors fora base low rate of 1,700 pefh must be wd. Technically, this valve should be adjusted to reflect grade and heavy vehicle acjustnents This woul ereate an erative process in which a result guessed and then checked, {In practical terms this is unnecessary, since the highest flaw group inal adjustinent exhibits greter than 900 veh Is highly unlikely that any [adjustments would reduce 1.70 pe oles than 800 vehyh Therefore, in “ipacity determinations ll adjustment factors should be based on a lor rate ‘reat than 900 veh ‘Another characters ofthis mthology must be considered in evaluating capacity. When the directional distibution is ther than 50/50 (in level and rolling train), the two-wy eapacity implied by each dicctional capacity may bedferent, Moreovey, the imple two-way capacity fom either or both vectons may be more than the int of 3200 pf. In such eases, the directional ‘capacities etimatel ae nt achievable with the stated dretional distribution. If this is the case, then base capacity rested to 1,700 pe in he drecton with the heaviest lw, an capacity in the opposing direction is foun by using the ‘opposing proportion of lx, with an upper imi of 1500 pa Directional Segments with Passing Lanes Providing a passing lane on a vo-ane highway intevel or ling esa improves opeational performance and therefore may improve LOS. A proce lestinate thiseffet i described inthis section “This proceuve should be applied only in level and rolling terran. On peste prada, ade anos ae onside ta fining lan which age takes in the next section xhibit 15-22 hstrates the operational effect of passing lane on PTSE. It shoves thatthe pasing lane provides opecational benefits fr some distance ownstream before PISF reluims tots former level (without a passing lane) “Thus. a passing lanes ffctve length x greater than actual length Pass Ger ime aaighway Capacity Mancal 2010 L ‘Postion Along Minho) See en a 016 Exhibit 1523 gives the length ofthe downstecam segment affected bythe passing lane or both ATS and PTS. tn the case of ATS, the effec is limite to 1.7 rnlinal eases. Where PTSF concer however, the effect canbe fr longer than the passing lane iself—up to 13 mi for low demara fo rates, Festina Denard | Bavastisan tena otRanieax Aaa Fat ‘0 33 % oo So 0 Ey 3 i Ta ores oe TT ‘The procedure heres intended forthe analysis fclinsctonal segments in level or rolling terrain that encompass the entire passing ane Segoents of the Iighvvay upsteam and downstream ofthe passing lane may be inl nalyss Is recommended that the analysts segment inca the the passing lane's downstream effet Because ofthe downstream effect on PTSF, the LOS ona two-lane highway ‘segment thats determined by PISF (Cass Land Class I) may be significa Improved by the addition ofa passing lane, Cares be taken, however, in ‘considering the impact of a passing lane on service volumes or service flow 1a ‘Thoresult is highly dependent onthe relative lengths of the analysis segment and the passing lane Ifthe analysicsrgmen inches nly th amt af the passing lane an its downstream effective lengths (a FTF), the passing lane may appear to increase sevice ow rates dramatically at LOS AD (capacity, and tMerefore LOS E, would not be affected), However, if ational lengths ate included inthe analysis seganent, thisimpac seduce, soni considerably. Thus apparent inceases inservice volumes a service flaw rates must be carefally cansidered ia the context of how they were blaine The steps inthis special analysis procedure areas allows, as Tigo nea Fae Operates te Psi ei 25:23 ones gt of Rossy rete Soon land alg Toot eam sensi ce Ear Tip ‘ici a onng eros (tes they ety tao ne pag oe ‘hoe oa aaaTighway Capacity Manual 2000 “Step 1: Conduct an Analysts Without the Passing Lane “The first step in the operational analysis ofthe impact of passing lanes 40 ‘conduct the base analysis steps described previously. The remainder ofthe proceuce essentially prediet the improvement cause by the passing lane Compared ith smi segment without a passing lane. Step 2: Dive the Segment nto Regions The alysis segment can be divided nto four raglons as follows: 1 Length apse of the passing lane Ly 2. Length ofthe passing lane 3, Length downstream ofthe passing lane within is fective length Land 44 Length downstream ofthe passing lane beyond iis effective length Some ofthese reins may not be involved in @patiular analysis Region 2, the passing lane must be include in every analysis In adlition, itis strongly recommenced, but not absoltely necessary, that Region 3 be nce. Regjons ‘and dare optional, and inclusion isa theelseretion ofthe analyst “The four engl must ad up tothe total length ofthe analysis segment. The analysis regions and tel lengths will differ fr estimations of ATS and PTSE, as the downstream effects indicated in Exhibit 1523 eifer for each “Te lengths ofthe passing lane ls elther the length ofthe passing lane as constrsted or the planned length. Wt should include the length ofthe lane ‘xition as wellas the length of the entrance and exit tapers The procedure is ‘alibrated for possng lanes within the optimal lengths shown in Exhibit 15-24 Passing lanes tht are substan shorter or longer than the optimus shown may provide less operational benefit than predict by this proceare. eso 15-28 | ~ Dives! Banna Wow Rata w(Ge) ina Pang Lae ana a ot ee “00 “hs Hs Sito sno 305s Stan sto "The lent of the conventional two-lane highway segment upstream ofthe passing lane [is determined by the actual or planned placement of the passing Tae within the analysis seganent, The lrg ofthe dovenstream highway segment within the effective length of the passing lane Lis determined fem Exhibit 15-23, Any remaining length of the analysis segment downstream ofthe passing lane is nckade nL which is computed from Equation 15-1: L(t hat ba) where is the total length ofthe analysis segment in miles and al other tems areas previously defined, equation 15-14 Ty ‘Step 3: Determine the PISE PISE within lengths L, and 1 is assumed to be equal tothe PTSF, a5 predict by the noxmal analysis procedure (without a passing lane). Within the Segment with the posing lane Ly PTSF is geneally equal to 58% 162% of its aay Tee 0 Tia io aeTighway Capacity Manval 2010 "upstream value, Thiseffet ia function ofthe dlvectonal demand lo rte, Within the PISF i assumed to cree linearly from the passing lane valve to the normal upsieam value. This istibutin slustate i Exhibit 1525, sagan Raion? renee Percent Time-Spent-Fllwing et be iar lghway do (On the basis ofthis model, the PTSE forthe entire analysis segment a= affected by the passing lng is given by Equation 15-15: 1h PSE, ~ percent time-spent-followng for segment as afected bythe presence ‘ofa passing lane (decimal); and Jaen ~ adjustment factor forthe impact ofa passing lane on percent time spent-fllowing from Exhibit 15-26, Allosher variables are as previously define, PTSE, Dirsdions Demand Rew tates 200 on 500 ooo = oat a ast ‘eo oe ao oe Tae Se TE the analysis segment cannot encompass the endive lengths because iis twuncate by town or major intersection within then distance Lis not sed ‘Thesefore; the actual downstream length within the analysis segment is lese than the value of Ly tabulate in Exhibit 1523. tn this case, Equation 15-16 should be used instead of Equstion 15-15 on, ane amore Poa aT ‘ene 30 uation 1545 ‘tet Farr te mpc ca onarg tne on PS (ora) FataTighway Copoclly Manual 2010 rs], funely furs fee | prsr, = 7 = ‘wheal texas areas previously defined, In general the effective dowasteeam distance ofthe passing lane shoul not bo truncated, A downstcam boundary short ofthe effective davensteam listonce shoul! be considered at the point where any of the fllwing occur ‘+ The environmen ofthe highray racially changes 35 he case uf cnferng sul own oF develope aes roma rueal segment “+A mijorunsignlized intersection present, eading toa change in the ‘demand ow ate +A prostate signalized itersetion begins to affect the operation ofthe tworlane segment; “The tenn changes significantly; and + Lane orshoulder wths change sgnticanly Stop 4: Determine the ATS “The ATS within lengths and fs assumed tobe equal to ATS, the speed that woul exist without the passing lane. Within the passing lane the ATS generally between 8% and 11% higher than is upstream value, depending om the {litetonal demand lve rate, Within he effective doseasteear length, ly ATS is ‘assumed fo decrease linear with the distance from he passing lane, from the passing lane value tothe normal vale, Exhibit 15-27 Mustats the impact ofa Passing lone on ATS, acto asin ane on Region magn 2 gon asont 8 wes ‘average Travel Speed (mim) Position Along Highway (i) The ATS is computed with Equation 1547 tion 1547 ATS ATS,Ly ane fe ) . Sroars) AT faaes, Taeiae Pane Gia oeHighway Capacity Mancal 2070 ATS, ~ average tavel speed in the analysis segment as affect bya passing lane ih ana urs ~ odjstnent factor forthe effect ofa passing lane on ATS, fom Exhibit 1528 All other variables areas previously defined, TBiretona Demand oma tee nthe case where the analysis segment cannot inl al ofthe effective Alovonsteam distance, Le, becuse a town or major inersactons cause the ‘segment ti truncated, distance Ls es than the vale of Ln this case, Equation 15-18is uss instead of Equation 15-17 to compute ATS. ATS,L, 2 Foe he huon nan | ‘where al tums are as previously defined, ATS, ‘Step 5: Determine the LOS Determining the LOS for 9 segment with a passing lane sno different rom Aetermining the LOS fr a normal segment excep that ATSand PTS, ave used as the service measures with the extern of Exhibit 153. As witha normal segment, LOS for Clas highways is based on both PIS and ATS. LOS for Class I highways is based only on PTF. Class highway ‘woul not nonnally have passing lanes, but if suc situation arose, PFFS= ATSJEFS would be use to determine LOS. Directional Segments with Climbing Lanes on Upgrades ‘Aclimibing lanes in effect, a passing lane ade on an upgrade tallow tosficto pass heavy vehicles whose speeds are ectuced. Generally lanes axle tothe right and al slow-moving vehicles should move fo this ane, allowing faster vehicles to pas the normal lave The American Asscition of Sate Highvsay and Transpoctation Ofc () Indicates tha eimbing lanes on two-ane highways warranted when + The deetionsl foe rate on the upgrade exceeds 200 veh + The directional low ste fr tracks. on the upgrade exceeds 20 veh sid eae uo an ana Tope bi a5-28 set acer Estat tia ee tog tre is (ar equation 15-18 PatanTighway Capacily Manual 2010, astrent Factor (6) or ‘Stat Asan SE ‘ann cima ae union 1549 uation 15-20 Taratonay + Any ofthe following conditions apply: © Aspos reduction of 1D milk or mow exss for atypia ruck (2 LOSEor F exists om the upgrade without a climbing lane; or ‘© Without climbing lane, the LOS wo or more levels lowe onthe ‘upgrade than onthe approach segment tothe grade An peratonal analysis ofthe impact of climbing lane ona twolane highway is performed with the sme proces as passing lanes in level or rolling teen, with thre major differences 1. Adjustment factors for theexistene of the climbing lane are taken from Exhubit 1529, 2. The analysis without a climbing lane is condcted by using the specific rade procedures and 3. Distances Lal Late sett 220. The eetive downstream distance Ly also generally st to zero unless the climbing lane ends fore the grace does In ths case, a value les than the values typically use should be considered. LOS Assessment for Directional Two-Lane Facilities “Two-lane highway segments have uniform characteristics that provide basis for ther analysis. Several contigs ti-lane highway segments (nthe same diretions) may be combined to look at longer section (with varying ‘Characteristics aso facily. A separate operational analysis would have tobe tone foreach uniform segnent within the fact. ‘Weighted-average vues of PISF and ATS may be estimated for the fs “The weighting son the bass of otal teavel time within the 15min analysis period, The total travel time ofall vehicles within the 15min analysis period is ‘sioated with Equation 15-19 ae Equation 15.20: ye ozs YMTas ATs, MT. where ACT, = total vehicle miles taveled by all vehicles in dvectona segment luting the 15min analysis period (vehi), ternan volume in dectional segment (veh), % DHE ~ peok hour factor, 1 ~ total length of dzetinal segment (i