HCS 2010

Users Guide
By McTrans

© 2012 University of Florida

Contents

Streets
Signals
TWSC
AWSC
Roundabouts
Warrants
Freeways
Weaving
Ramps
Multilane
TwoLane
 Urban Streets

Users Guide
By McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement ...................................................................................................... 1
Acknowledgements ..................................................................................................... 4
Trademarks and Copyrights......................................................................................... 5

HCM Chapter 17 6
Limitations of the Methodology .................................................................................. 6

HCM Chapter 18 6
Limitations of the Methodology .................................................................................. 6

Getting Started 7
Command Line Operation ........................................................................................... 7
Templates .................................................................................................................... 7

General Controls 8
File ............................................................................................................................... 8
View ............................................................................................................................ 8
Edit .............................................................................................................................. 8
Windows ...................................................................................................................... 9
Reports ........................................................................................................................ 9
Help ............................................................................................................................. 9
Toolbar Icons ............................................................................................................... 9
Shortcuts .................................................................................................................... 10

Operational Data 10
General ...................................................................................................................... 10
Traffic ........................................................................................................................ 11
Phasing and Timing ................................................................................................... 12
Detailed Input Data.................................................................................................... 12
Multimodal Input Data .............................................................................................. 12
Signals/Streets Reports .............................................................................................. 12

Visual Mode 13
Overview of Visual Mode ......................................................................................... 13
Toolbar Icons in Visual Mode ................................................................................... 15

Advanced Features 19
Quick Animation ....................................................................................................... 19

Urban Streets Users Guide Contents • iii

 Quick Optimization ................................................................................................... 20
Full Optimization ...................................................................................................... 22
Time-Space Diagram ................................................................................................. 23
Flow Profile Diagram ................................................................................................ 25

Glossary of Terms 29

Index 67

iv • Contents Urban Streets Users Guide

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Urban Streets Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
for research purposes unless covered by a separate license) and appropriate protection against students copying the
Software for transporting out of the lab is in place. The responsibility for ensuring this protection of the Software
rests with the End User. Multiple laboratories require multiple licenses. The Software may not be installed or used
on any computer outside of the licensed laboratory under the Laboratory License, including (but not limited to) any
office, home, networked or portable computer. If you have any questions as to the type or validity of your End User
License, contact McTrans.

A Distance License authorizes End User to install the permitted (purchased) number of copies of the Software on a
terminal server within your internal network only for use of the Software initiated by an individual through
commands, data or instructions (e.g., scripts) from a computer within the same internal network. The total number of
users (not the concurrent number of users) permitted to use the Software on such terminal server may not exceed the
permitted number.

Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
specifies the “License Type” as “Server”. Subject to the terms and conditions of this Agreement, McTrans grants to
End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
Software, in object-code form only, installed on a single computer server solely for End User’s internal teaching
purposes (but not for research purposes unless covered by a separate license). End User is authorized to install the
Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
Authorized Users for which Customer has paid the applicable License Fee as long as the specific number of
Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
internal network. No other network use is permitted, including but not limited to, using the Software either directly
or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
distribution or dissemination by any means, except as provided in paragraph 3, without the express, written consent
of McTrans. End User may reproduce the associated documentation as necessary to use within the geographic office
described herein. End User may not modify, adapt, translate, reverse engineer, decompile, disassemble, or create
derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Urban Streets Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
herein.

6. REGISTRATION AND SUPPORT. This license is automatically registered to the person or agency who
purchased it. If the End User wishes to change the registration, he or she must fill out and return the registration card
contained in this package. Failure to comply with this section shall result in a violation of copyright and prosecution
for the same. McTrans may from time to time revise or update the Software to correct bugs or add minor
improvements. McTrans will supply, at its discretion, such minor updates to End User without additional charge,
and will provide reasonable telephone support to End User during McTrans' normal business hours, (1) for one year
after End User first pays the license fee applicable to full support services, and (2) for such subsequent periods for
which End User shall have paid the fee established by McTrans for such full support services, if any. McTrans
reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
revisions and enhancements to the Software and to market such substantially revised versions as separate products.
End User shall not be entitled to receive such separate products without additional charge. Upon release of any such
revised version of the Software, McTrans' obligation to provide the above described technical support services to
End User shall cease, unless End User chooses to pay to license the enhanced version of the Software, whether or
not the End User has previously requested or received support on the prior version.

7. LIMITED WARRANTY AND LIMITATIONS OF REMEDIES. McTrans warrants the magnetic medium on
which the Software is furnished to be free from defects in material and workmanship under normal use for a period
of thirty (30) days from the date of delivery to End User as evidenced by a copy of invoice. McTrans' entire liability
and End User's exclusive remedy shall be the replacement of any diskette found to be defective. Defective diskettes
should be returned with a copy of End User's invoice, to the distributor from which the Software was obtained. End
User agrees that it is the responsibility of End User to understand fully the limitations of and assumptions underlying
the Software and not to make use of the Software without the assistance of personnel with appropriate expertise. End
User accepts all responsibility for review, application, and the use of the program output and accepts all
responsibility for certification that said output meets provisions of any applicable design code, standard or any
project specification.

EXCEPT AS PROVIDED ABOVE, THE PRODUCT IS PROVIDED "AS IS" WITHOUT WARRANTY OF ANY
KIND, EITHER EXPRESSED OR IMPLIED, INCLUDING, BUT NOT LIMITED TO, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. McTRANS
DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
USER'S REQUIREMENTS OR THAT THE OPERATION OF THE SOFTWARE WILL BE UNINTERRUPTED
OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
PARTY. THE ABOVE WARRANTY GIVES END USER SPECIFIC LEGAL RIGHTS AND END USER MAY
ALSO HAVE OTHER RIGHTS IN THE UNITED STATES WHICH VARY FROM STATE TO STATE. USE OF
THE SOFTWARE WHERE THE END USER BELIEVES OR HAS REASON TO BELIEVE THAT DAMAGE
MAY OCCUR IS A VIOLATION OF ANY AND ALL WARRANTIES. McTRANS HAS NO KNOWLEDGE OF
THE HARDWARE OR SOFTWARE CONFIGURATIONS OF THE END USER AND ASSUMES NO
LIABILITY FOR THEIR DAMAGE.

8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
End User may terminate it by returning or destroying all copies of the Software and associated documentation in
End User's possession or control. If any of the terms and conditions of this License are broken by End User, the
License shall terminate immediately.

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern

Urban Streets Users Guide Introduction • 3

District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all

4 • Introduction Urban Streets Users Guide

text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Urban Streets Users Guide Introduction • 5

HCM Chapter 17

The computational procedure in this chapter can be used to estimate the capacity and level of service (LOS) of urban
street segments. The analysis considers a wide variety of conditions including but not limited to, the amount and
distribution of traffic movements, traffic composition, geometric considerations, and details of movement phases
and timing. Urban street LOS is estimated as a function of arterial travel speed and arterial volume-to-capacity
ratio. Signalized intersection operations are modeled largely on the basis of the chapter 18 procedures, albeit with
key adjustments for signal coordination and platooned vehicle arrivals.

Limitations of the Methodology

The chapter 17 procedure does not directly account for mid-block parking activity, mid-block significant grade, mid-
block capacity constraints, queue spillback between intersections, and turn bay queue spillover. The chapter 17
procedure is also affected by the same limitations contained within the chapter 18 procedure.

HCM Chapter 18

The procedure in this chapter can be used to analyze the capacity and level of service (LOS) of signalized
intersections. The analysis considers a wide variety of conditions including, but not limited to, the amount and
distribution of traffic movements, traffic composition, geometric considerations, and details of movement phases
and timing. The primary focus is the determination of approach and intersection delay as well as the corresponding
LOS. Signalized intersections, as addressed by HCM 2010, are consistent with Urban Streets.

Limitations of the Methodology

This chapter does not account for turn-bay overflow and queue spillback. A queue storage ratio is calculated, but
does not provide any adjustments to the capacity of the adjacent through lane. Right turn on red (RTOR) volumes
are subtracted from the total right-turn flow since they are not processed during the green. HCS 2010 does not allow
for gap reduction or rest-in-walk for actuated signals.

6 • HCM Chapter 17 Urban Streets Users Guide

Getting Started

To begin, click on File then New (or the “New File” icon). You will be presented with a dialog box to input the
basic phase timing and base values for the intersection. (NOTE: It is important to set the Forward Direction as the
direction for your project. The software does not allow for the user to change this information once the program
starts.) Once these choices are made, click on “OK” to continue the input data process.
Normal Windows keyboard and mouse functions are available. Arrow keys now navigate through the data fields.
Tabbing, clicking to a new field, or pressing the Enter key will trigger a recalculation and update the Report pane.

Command Line Operation

This module can be executed from the command line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
Streets.exe /s <input file> [<output file>]
The “/s” syntax indicates that the program will run in silent mode. Output files must also contain an *.xus file type
extension, but the square brackets indicate that the output file is optional. If omitted, the input file will be replaced
(without warning). And, for any file(s) (including Streets.exe) not in the current folder, a full path must be
specified.

Templates
The Signals and Streets modules of HCS 2010 provide the ability to import and export input data “templates”, to
define intersections more efficiently. The Template feature allows important subsections of input data (lane
configurations, phasing sequences, signal timings) to be automatically imported, or transferred between
intersections, or transferred between datasets. If the desired data cannot be found within the existing templates,
users can create and customize their own templates. When creating a brand-new dataset it is also possible to select a
template on the Quick Start screen.

Importing a Template - Templates can be imported by selecting File > Import > Template and then choosing from
a list of available templates. A short description is provided for each template. If a user has already created and
exported a template, it can be found under the All Templates option and the specific category option within which it
was created. For example if a template was exported as a Detailed Input template, it can be found under the
Detailed Input option (as well as under the All Templates option) from the Import Template dialog.
Exporting a Template - Users can create and customize their own templates by selecting File > Export >
Template. The subsequent menu will allow the user to specify a template file name, provide a short description, and
then save the template into the appropriate folder. Once a template has been saved it can then be imported in the
future as needed.

Urban Streets Users Guide Getting Started • 7

General Controls

File
New - Creates a new Streets file (*.xus) and starts a new analysis project.
Open - Opens an existing HCS2010 Streets file (*.xus), HCS+ Signals file (*.xhs), or DAITA file (*.xhd).
Recent Files - Allows quick access to files that have recently been created or altered.
Close - Closes an existing Streets file (*.xus).
Save - Saves an opened Streets file (*.xus) using the current file name.
Save As - Saves an opened Streets file (*.xus) using a specified file name.
Print - Prints a Signals/Streets report to the printer or specified electronic file.
Print Setup - Selects a printer and print connection.
Import - Imports data from DAITA, or from an existing template file.
Export - Exports data in template form.
CORSIM - Sends data to the CORSIM program for simulation and/or animation purposes.
Exit - Exits Streets.

View
Toolbar - Toggles shortcuts from file menu near the top of the program.
Status Bar - Provides additional information about the active input data field.
Reports - Allows user to switch view of reports to either below or to the right of the input screen.
Classic / Visual Mode - Toggles between Classic Mode and Visual Mode.
Detailed Data - Expands the screen to include the detailed input data screen.
Multimodal Data - Expands the screen to include the multimodal input data screen.
Quick Lanes - Toggles enlarged lanes input screen.
Quick Phases - Toggles enlarged phases input screen.
Reports Panel - Toggles view of the report panel.
Information - Toggles view of information (error and warning messages) regarding the current file.
Auto-Calculate - Activates auto-calculate mode for whenever input values are changed. Auto-calculate mode can
sometimes slow down the program when there are multiple intersections and/or time periods.
Force Calculations - Forces a calculation whenever the user needs to refresh output data. Force Calculations is
only applicable when Auto-Calculate mode is turned off.
Quick Animation - Exports data to CORSIM and TRAFVU for animation purposes.
Quick Optimization - Exports data to TRANSYT-7F to provide optimization of the urban street.
Full Optimization - Internally performs HCM-based genetic algorithm optimization for the urban street.
Time-Space Diagram - Provides a time-space diagram of the urban street.
Flow Profile Diagram - Provides flow profile diagrams for the urban street.

Edit
Undo - Reverse previous editing operation.
Redo - Revert to previous editing operation.
Cut - Deletes data and moves it to clipboard.

8 • General Controls Urban Streets Users Guide

Paste - Places data from clipboard into the input panes.
Settings - Provides preferences for exporting data and appearance of data in the reports.

Windows
New Window - Opens a new window for a new intersection.
Cascade - Places the current files into smaller windows to allow a better view to multiple files.
Tile Vertical - Files appear in column form for side-by-side analysis.
Tile Horizontal - Files appear in row form for side-by-side analysis.
Close All - Closes all windows, but leaves the HCS program open.

Reports
Signals/Streets Text Report - The text report contains mostly unformatted text outputs, although zoom
magnification is available. The text report also contains a small number of outputs that are not available in the
formatted reports.
Input Report - The input report, which is formatted to display enhanced fonts and graphics, provides an echo of the
input data.
Results Report - The results report, which is formatted to display enhanced fonts and graphics, provides a summary
of the most important output measures of effectiveness from the chapter 18 procedure.
Intermediate Report - The intermediate report, which is formatted to display enhanced fonts and graphics, provides
additional outputs that are not available in the results report. Many of these outputs are called “intermediate”
because they are computed prior to the final results, and because they are used to influence the final results.
Messages Report - The messages report contains warning messages and/or error messages, which are automatically
generated by HCS upon analyzing the input/output data. These warning and error messages can also be viewed in a
dialog screen by clicking on the “Information” toolbar icon. The messages report may also contain any user
“comments” entered inside the Information screen.
Full Report - The full report is a combination of the input, results, intermediate, and messages reports.
Segment Report - The segment report, which is formatted to display enhanced fonts and graphics, provides a
summary of the most important output measures of effectiveness from the chapter 17 procedure.
Flow Profile Data - Provides a text printout of flow profile values for each intersection and each segment.
None - Blanks out the report pane, and sometimes allows for faster program operation.

Help
Contents - Provides access to a glossary, acknowledgements, copyrights, information on Visual Mode, and
information on the chapter 17/18 procedures.
Index/Search - Allows user to search for key terms or phrases within the contents.
Users Guide - Provides a comprehensive users guide in PDF format.
HCS Updates – Sends the HCS version number anonymously without any personally identifiable information to
McTrans to check for a newer version.
HCM/HCS Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
HCQS Web page - Opens the AHB40 Page in the default web browser to view the Highway Capacity and Quality
of Service Committee website.
Support - Provides user access to any FAQ’s, as well as McTrans contact information for any issues or concerns.
About HCS 2010 - Provides user access to the registration number (for technical support or software updates),
general acknowledgements, “e-mail McTrans” dialog, and links to McTrans web pages.

Toolbar Icons
New - Creates a new Streets file (*.xus) and starts a new analysis project.

Urban Streets Users Guide General Controls • 9

Open - Opens an existing HCS2010 Streets file (*.xus), HCS+ Signals file (*.xhs), or DAITA file (*.xhd).
Save - Saves an opened Streets file (*.xus) using the current file name.
Print - Prints a Signals/Streets report to the printer or specified electronic file.
Quick Animation - Exports data to CORSIM and TRAFVU for animation purposes.
Quick Optimization - Exports data to TRANSYT-7F to provide optimization of the urban street.
Full Optimization - Internally performs HCM-based genetic algorithm optimization for the urban street.
Time-Space Diagram - Provides a time-space diagram of the urban street.
Flow Profile Diagram - Provides flow profile diagrams for the urban street.
Auto-Calculate - Activates auto-calculate mode for whenever input values are changed. Auto-calculate mode can
sometimes slow down the program when there are multiple intersections and/or time periods.
Force Calculations - Forces a calculation whenever the user needs to refresh output data. Force Calculations is
only applicable when Auto-Calculate mode is turned off.
Information - Toggles view of information (error and warning messages) regarding the current file.

Shortcuts
Ctrl - N = create a new file
Ctrl - O = open an existing file
Ctrl - S = save data to file
Ctrl - P = print report
Ctrl - I = pop up the “information” dialog
Ctrl - F1 = view the “help contents”
F5 = toggle between Classic Mode and Visual Mode
F6 = collapse/expand the “detailed input data” section
F7 = collapse/expand the “multimodal input data” section
F8 = pop up the “quick lanes” dialog
F9 = pop up the “quick phases” dialog
F11 = toggle the “reports panel”
Ctrl - Shift - C = toggle the “auto-calculate” mode
Ctrl - Shift - R = force calculations (if auto-calculate is turned off)
Ctrl - Shift - A = launch “quick animation”
Ctrl - Shift - O = launch “quick optimization” via one-touch export to TRANSYT-7F
Ctrl - Shift - F = launch “full optimization” via HCM-based internal genetic algorithm
Ctrl - Shift - T = view the time-space diagram
Ctrl - Shift - P = view the flow profile diagrams

Operational Data

General
The user will first enter the General Information into the respective fields: Urban Street, Intersection and Project
Description. The user may change the forward direction of the major street as well as the area type. The forward

10 • Operational Data Urban Streets Users Guide

direction is important for relating the intersection to other intersections and upstream filtering when dealing with
arterials or urban streets. The Area Type is defined as being in a “CBD or Similar” environment or not. Choosing
this option will affect the Area Type Adjustment Factor for the saturation flow rate. The user may also enter the
duration of the study and the peak hour factor (PHF). The duration is coded as the analysis period, which is
normally 15 minutes (T=0.25 hours) to represent the length of time the peak flow is constant. The PHF is coded to
change the volumes into flow rates, generally for planning applications. For operational applications, demands are
coded in vehicles per period for a multiple-period analysis without use of the PHF.
The input data screen and report screen are placed concurrently in the window. The user has the ability to place the
report screen below or to the right of the input data screen.
Note: The Status Bar at the bottom of the screen will identify the current field, the possible range or choices to input
into the field, and default values that the software provides for a new file.
The Quick Lanes control can be used for graphical coding of lane configuration data. Text input fields for number
of lanes and shared lanes are also available under Detailed Input Data, if non-graphical coding of lane configuration
data is needed. On the Quick Lanes control, lane combinations can be selected by clicking on the appropriate
arrows to place them on the diagram for each approach. The geometry of each approach is described by coding the
number of lanes and the movements allowed in each lane, including whether movements are exclusive or shared.
This data is coordinated with the normal data entry screen, so changes in either view are reflected in the other. The
Clear button can be used to delete all existing lanes if needed.

Traffic
The user codes the Traffic Volume for each movement of the intersection. A volume in vehicles per hour or demand
in vehicles per period is required for any movement to be included in the analysis. Users may also input data
pertaining to the volumes including heavy vehicles, which is a basic percentage, and the saturation flow rate. Users
also have the capability to include parking. Right turn on red (RTOR) traffic helps to determine the delay of an
intersection and may be input into the software for each direction.
The Base Saturation Flow Rate is available by lane group, but is normally a jurisdiction-wide parameter. It is
adjusted to account for different factors and prevailing conditions.
The Lane Width is entered as an average width for all the lanes in the lane group.
The Percent Heavy Vehicles is coded to adjust the saturation flow rate for the effects of heavy vehicles in the traffic
stream. Heavy vehicles occupy more space and have different operating capabilities with respect to passenger cars.
The Heavy Vehicle Factor typically assumes 2.0 passenger cars per heavy vehicle, but this can be modified under
Detailed Input Data.
The Percent Grade is entered for each approach to determine the Grade Adjustment Factor for saturation flow
adjustment to account for the effects of grade on all vehicles.
The storage length can be coded into the software and will have a direct effect on the Queue Storage Ratio (QSR).
Users must take caution with the QSR. If the QSR exceeds 1.0, HCS will not identify that there will be spillovers
into other lanes and cause unforeseen delays. If possible, any QSR above 1.0 should be alleviated prior to finalizing
the analysis. If not possible, simulation is recommended.
Upstream Filtering (I) allows the user to select an upstream Signals data file for calculating the I-factor, for each
approach with a signalized intersection within 0.6 miles.
Arrival Type is used to describe the quality of traffic progression as it approaches the intersection in question. The
arrival type ranges between 1 and 6 with 1 being poor progression, 2 being unfavorable progression, 3 being random
arrivals, 4 being favorable progression, and 6 being exceptional progression. These values and descriptions can be
found in Chapter 18 of the HCM.
If there is an Initial Queue (unmet demand from the previous period), this value is coded by lane group in units of
total vehicles. This value will have a direct effect on the value of d3 in the intersection delay calculations.

Urban Streets Users Guide Operational Data • 11

Note: If a user wishes to analyze additional time periods, they may add periods at the top of the screen. Adding a
period will allow a user to change demand related data, but intersection geometry and phasing data will remain
constant through all periods.

Phasing and Timing

The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through 8), also
known as “Quick Phases”. Only the left-turn phasing needs to be specified, because thru movements and right-turn
movements are automatically added to the phasing sequence as a function of laneage. The dual-ring phasing
diagram contains logic to prevent invalid phasing sequences from being entered, given the available laneage. Left-
turn movements in odd-numbered phases are used to reflect protected left-turns (i.e., “green arrow”), whereas left-
turn movements in even-numbered phases are used to reflect permitted left-turns (i.e., “green ball”). When
exclusive right-turn lanes exist, shielded right-turns may be added by clicking twice on the corresponding odd-
numbered phase. Green, yellow, and all-red clearance times may be entered in the group box labeled “Timing”.
After the signal phasing and timing are entered a sequential phasing diagram (labeled “Phasing View”) will display
the overall timing plan in an equivalent “single-ring” format.
Each distinct phase time is defined by coding the Phase Split (if coordinated), Maximum Green (if uncoordinated),
Yellow Change, Red Clearance and Minimum Green times. Users may also code passage time and mark any
movement for having a lag phase, dual entry, simultaneous gap out, or Dallas Phasing. For coordinated intersections
the software will automatically update non-actuated phase splits, to reflect the cycle length and the actuated phase
splits.
The software also allows users to input field-measured phase times to be used directly if the actual values are
known, eliminating the phase duration estimation procedure. If an intersection is labeled as coordinated, the cycle
length and offset time become available options to coincide with the corresponding intersections. The timing lists
an overall Phase Split which will change to keep the cycle length consistent for all movements. Uncoordinated
intersections will not have the option of a cycle length or offset since the timing only affects the intersection in
question. The phase split now becomes a Maximum Green and each phase is independent, so the user has the ability
to change each movement.

Detailed Input Data

The user may input detailed information about the project including the Analyst, Agency or Company, Date, Time
Period, Year and Jurisdiction of the Project. Many values within the Detailed Input Data screen are set values from
the 2010 Highway Capacity Manual, but the user has the ability to change any of them for local calibration.
Global Optimization contains an array of inputs for signal timing design, if desired. These inputs may affect Quick
Optimization (via one-touch export to TRANSYT-7F) and/or Full Optimization (via HCM-based internal genetic
algorithm).

Multimodal Input Data

If an intersection contains data for pedestrians and/or bicycles, the user can enter Signals multimodal data to
determine a level of service score and corresponding LOS. Similar to vehicle data, the user may input multimodal
volumes and geometry for the intersection in question. By entering this data, the user can obtain multimodal outputs
and level of service in the reports section of the software. If an urban street contains segment-based data for
pedestrians, bicycles, or transit, the user may enter Streets multimodal data to determine a segment-based
multimodal LOS. For “operations only” analyses, checkboxes (“Hide Results”) are available to hide multimodal
outputs on the Results Report and the Intermediate Report.

Signals/Streets Reports
The lower pane (or right pane depending on user preference) displays the analysis outputs in a dynamic form,
reacting to changes in the upper (or left) Entry pane. The Report portion of the screen can be viewed simultaneously
with the Entry pane. All or a portion of the report can be copied to the Windows clipboard for insertion into other

12 • Operational Data Urban Streets Users Guide

files by right-clicking into the Report pane, selecting all, and copying. The Report pane can also be printed or saved
to an electronic file through File > Print.
For signalized intersection analysis the user will have the option of viewing reports for Input Data, Results
Summary, Intermediate Values, Messages and Comments, or a combination of all four reports. These formatted
reports contain enhanced fonts and graphics, but a text option is also available. The text report contains mostly
unformatted text outputs, although zoom magnification is available. The text report also contains a small number of
outputs that are not available in the formatted reports. If results (e.g., Delay and Level of Service) do not appear on
the Results Summary report, the user can review the Messages Report (or Information button) for possible errors
within the input data.
For urban street analysis, the user can choose between a segment-based formatted report, and a segment-based text
report. These reports also contain access point input and output data, if any access points exist. As with the
signalized intersection reports, the segment text report also contains a small number of outputs that are not available
in the formatted reports.
Users who wish to print any report should ensure that this report is displayed in the report pane of the software.
Accessing the print option under the File menu will present the traditional printing options. A preview of all pages
to be printed is recommended. Changing the margins of the report will allow more information to fit on fewer
pages, as opposed to having very little information appear on an extra page.
It is also possible to view the reports in XPS format. This format provides an image to be seen by using a XPS
Viewer or an Internet Browser such as Internet Explorer. Mozilla Firefox is not compatible with showing XPS files.
This procedure can be done by selecting File > Print and choosing “Microsoft XPS Document Writer.” This will
allow a user to save the file in (*.xps format) and can later be viewed by the recommended web browsers.

Visual Mode

Overview of Visual Mode

A map rendering screen (“Visual Mode”) is available for displaying urban street geometry, and editing urban street
input data. Visual Mode may allow the user to better understand the data entry process, and may assist in explaining
the model to unfamiliar parties. In addition, the ability to display input and output data on the map can be useful for
verification and validation of the model. User-supplied bitmap background images can be helpful for understanding
the real-world signal system represented by the link-node diagram, and can be helpful when dragging and dropping
intersections to their appropriate locations.

When an Urban Streets (*.XUS) input file is open, a tab for switching to Visual Mode is located next to the Classic
Mode tab, near the upper left-hand corner of the program screen. Pressing the F5 key will also toggle between
Visual Mode and Classic Mode. Visual Mode currently offers the following features:

• Adding curvature
• Adding a new access point
• Showing or hiding the grid

Urban Streets Users Guide Visual Mode • 13

 • Easy bitmap background scaling
• Map colors and layout properties
• Zoom in, zoom out, pan, show all
• Align intersections vertically or horizontally
• Graphical adding and deleting of intersections
• Select and move entire groups of intersections
• Ability to underlay user-supplied bitmap backgrounds and aerial photos
• Right-click or double-click on intersections to edit their properties (tabular view)
• View intersection delay and LOS by moving the mouse pointer over an intersection
• Copy-and-paste intersections, to avoid re-coding lane configuration, volumes, and timings
• View option for showing Intersection Name, Intersection LOS, Intersection Delay, Segment Length,
Segment Name, Speed Limit, Access points and Access Point Name

An example of Visual Mode is illustrated below.

The default segment length is typically 1000 feet for brand-new data files. The first time Visual Mode is selected,
intersections will be placed at 1000-foot increments, unless the user has already modified segment lengths within
Classic Mode. Intersections will be oriented according to the Urban Street Forward Direction.

There are two methods (manual and graphical) for entering segment lengths. If segment lengths are entered
manually, intersections will continue to be positioned in a straight line, consistent with the Urban Street Forward
Direction. In Classic Mode, segment lengths can be entered manually after clicking on the “All Segment Lengths”
button. The Segment Lengths dialog for manual specification of segment lengths is shown below.

14 • Visual Mode Urban Streets Users Guide

Segment lengths are adjusted graphically whenever the user 1) drags and drops intersections into different positions,
or 2) the user right-clicks on intersections to enter specific node coordinates, or 3) adds curvature to a segment. In
this case, segment lengths will be automatically re-calculated by Visual Mode as a function of node coordinates, and
any segment curvature that might exist. Segment lengths can be changed graphically at all times, but they can only
be entered manually when intersections are positioned in a straight line with no curvature. The Segment Lengths
dialog for manual specification of segment lengths will be disabled if curvature exists, or if intersections are not
positioned in a straight line.

Link connections (a.k.a. segments) between intersections automatically appear whenever intersections are added.
Intersection details can be specified by right-clicking and selecting the “Edit” option, or by switching back to
Classic Mode.

When Visual Mode is initially opened, the Pointer icon is activated on the toolbar toward the top of the screen.
When the Pointer icon is activated, the user can select individual intersections (or groups of intersections), drag-and-
drop intersections, and right-click on intersections to edit their properties. Other toolbar icons may be used to
superimpose input/output information on the map, add or delete intersections, add or delete curvature, or change the
view (zoom in, zoom out, show all). Certain toolbar icons will cause the mouse cursor to change shape, to indicate a
different mode of operation. For example, if the “Zoom In” icon is selected, the mouse cursor takes the shape of a
magnifying glass. To return to the default Pointer mode at any point during the session, the user can either right-
click on the general map area, or click back on the Pointer icon.

The Pointer icon can be used to draw a “rubber band” around groups of intersections. To do this, left-click on the
general map area, hold the mouse button down without releasing, drag the rubber band around a group of
intersections, and then release the mouse button. Any intersections within the rubber band area should become
highlighted. This group of intersections can then be dragged-and-dropped across the map, or lined up to have the
same X or Y coordinate. After modifying a particular group of intersections, you can “unselect” them by clicking
anywhere in the general map area.

Available “hotkeys” include F5 (toggle between Visual Mode and Classic Mode), F8 (Quick Lanes), F9 (Quick
Phases), and F11 (Reports). Scrolling up and down via scroll wheel results in zoom in and zoom out.

Toolbar Icons in Visual Mode

Show All
When Visual Mode is initially opened, the “Show All” function is automatically applied. Typically after zooming or
scrolling the map for some time, the user will want to return to that initial view where the link-node diagram was
centered within the screen. Clicking on the Show All icon accomplishes this. If the link-node diagram is too large
to fit within the screen, the Zoom Factor will be reduced to the largest possible value that makes the entire link-node
diagram visible.

Pointer

Urban Streets Users Guide Visual Mode • 15

The Pointer icon allows the user to select individual nodes (or groups of nodes), drag-and-drop nodes, and right-
click on nodes to edit their properties. Groups of intersections can also be selected by dragging a rubber band
around them.

Zoom In
After clicking on the Zoom In icon, the user can drag a rubber band around a section of the map to be magnified. If
the horizontal and vertical proportions of this rubber band area match the horizontal and vertical proportions of the
screen, the selected area can become the exact viewing area on the entire screen. Secondly, analog zooming can be
achieved by simply left-clicking once inside the general map area. When analog zoom is used, Visual Mode will
zoom in on the clicked spot by a fixed percentage.

Zoom Out
After clicking on the Zoom Out icon, the user can click on a map spot they wish to zoom out from. Visual Mode
will then zoom out from the clicked spot by a fixed percentage.

Pan
After clicking on the Pan icon, the user can then drag the entire map in any direction.

New Intersection
After clicking on the New Intersection icon, the user can then drop a new intersection anywhere on the map. If the
user wishes to add several new intersections in rapid succession, having the same default values, this can be
performed by copying and pasting any chosen intersection.

Delete Intersection
After the Delete Intersection icon is selected, the user can then click on the most recent intersection to be deleted.

Add Curvature
After the Add Curvature icon is selected, two control points are automatically placed in the middle of each link
(segment). Dragging and dropping either one of these control points will then create link curvature. When zooming
and scrolling the map, link curvature is preserved. However, when dragging and dropping one or more nodes across
the map, curvature control points are not automatically updated. Because of this, link curvature may need to be re-
drawn after moving nodes across the map. It may be preferable to code link curvature after all nodes are already in
their final positions. Curvature can also be added by left-clicking on any segment between two intersections.

New Access Point

After clicking on the New Access Point icon, access points can then be added on to any given segment. Access
point input data can then be entered by right-clicking on the access point and selecting Edit.

Align Nodes
Selecting a group of intersections causes the Align Nodes Horizontally and Align Nodes Vertically icons to appear
on the toolbar. The dialog shown below can then be used to align all intersections horizontally or vertically, if
desired.

16 • Visual Mode Urban Streets Users Guide

Map Colors and Properties
This icon opens the Layout Properties dialog. Values and settings within this dialog are stored into memory on the
computer every time the “OK” button is pressed.

Show Grid
If the Show Grid icon is activated, horizontal and vertical gridlines will be displayed across the map. This can be
helpful for understanding the amount of real-world distance represented by the map.

Show Background Image

Urban Streets Users Guide Visual Mode • 17

This icon can be used to show or hide the bitmap background. The icon is only enabled if a bitmap background
image has been loaded (using Background Image Properties).

Background Image Properties

The Background Image Properties dialog screen is shown below. The Browse button allows the user to search for
available bitmap background files on the computer. Image origin specifies the lower left-hand X, Y coordinates of
the bitmap background (the adjacent picture allows the user to change the origin via drag-and-drop). The Bitmap
Scaling icon is probably a more effective mechanism for bitmap background scaling, but the image scale coordinates
below allow for manual scaling of the bitmap background.

Background Image Scaling

The Background Image Scaling icon is only enabled if a bitmap background image has been loaded (using
Background Image Properties). After clicking on this icon, the user can draw a line between any two points on the
map, where the distance between these two points is known. After the line has been drawn, the dialog screen shown
below will pop up. After the actual distance (in units of feet) between these two points is entered, the bitmap
background image will automatically scale itself to the proper size.

18 • Visual Mode Urban Streets Users Guide

Advanced Features

Quick Animation
Clicking on the “Quick Animation” icon, or selecting View > Quick Animation, will display CORSIM Animation
(also known as TRAFVU) for the currently loaded HCS data file. HCS-Streets will automatically generate a
CORSIM input (*.trf) file, process the TRF file through CORSIM and then launch TRAFVU to provide animation
of the urban street (or signalized intersection, if only one intersection exists in the dataset).

This overall process may take a few seconds. Once TRAFVU is loaded, the user will need to:
• Click on the red “Vehicle” icon to display vehicles
• Zoom in on a certain part of the link-node diagram
• Adjust the “APC settings” to slow down animation
• Press “Play” to begin animation
CORSIM and HCS contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be consistent with HCM procedure results from HCS.
TRAFVU graphics are very informative for learning about actuated control. By turning on the map adornment for
Sensors, it is possible to show typical detector layouts for semi-actuated or fully-actuated control. Clicking on an
actuated signal will reveal the dual-ring phasing sequence. For semi-actuated signals, pie charts are available for
graphic display of permissive periods and force-offs.
The following HCS inputs are exported to CORSIM and displayed by TRAFVU: Peak adjusted traffic volumes,
signal timing, lane configuration, adjusted saturation flow rates, start-up lost times, percent heavy vehicles, right-
turns on red, duration of analysis, available queue storage, intersection names, and segment names. Link-specific

Urban Streets Users Guide Advanced Features • 19

mean discharge headways in CORSIM do not reflect any heavy vehicle or turn movement saturation flow rate
adjustments from HCS, because this would constitute “double-counting” their effect on results.
The following HCS inputs are not exported to CORSIM: Average queue spacing, initial unmet demand, arrival
type, I-factor, extension of effective green, pedestrian data
The following data ranges are enforced:
• Start-up lost time (0.0-9.9 seconds)
• Turn pocket or turn bay length (20-1000 feet)
• Link length (50-9999 feet)
• Saturation flow rate (1000-4000 vehicles per lane per hour)
• Number of turn pockets (maximum of 2 LT and 2 RT pockets)
• Volume (maximum of 9999 vehicles per hour)
• Green plus yellow time must be at least 8 seconds for non-overlap phases
• Green time must be at least 5 seconds for non-overlap phases
The following assumptions and limitations also exist: Vehicle arrivals to an isolated intersection in CORSIM are
always random, and cannot be forced to be platooned by coding an “Arrival Type” other than ‘3’ in HCS. Link
lengths and turn pocket lengths for CORSIM are taken from the “Available Queue Storage” fields in HCS. If no
queue storage lengths are coded in HCS, link lengths are automatically set to 2000 feet. When a left-turn in HCS is
opposed by a right-turn, but is not opposed by a thru movement, assumptions are made in CORSIM regarding left-
turn protection and signal phasing. For actuated coordination, if dual lagging left-turns are present on the major
street, it is assumed that any protected left-turns on the minor street will also lag their associated thru movements. If
a protected right-turn green arrow moves in the same phase as a conflicting thru movement in HCS, CORSIM may
not illustrate this. Green time in HCS should not be given to any turning movements whose “adjusted” volumes are
equal to zero. T-intersections in CORSIM will sometimes be illustrated with four approaches, where one approach
contains no moving traffic. If three or more exclusive left-turn lanes are coded in HCS-Signals, only two exclusive
left-turn lanes will be transferred to CORSIM. If three or more exclusive right-turn lanes are coded in HCS-Signals,
only two exclusive right-turn lanes will be transferred to CORSIM. If six or more thru lanes are coded in HCS-
Signals, only five thru lanes will be transferred to CORSIM.
These are not limitations of CORSIM, because CORSIM itself can simulate these conditions. These are only
limitations of the conversion process between HCS and CORSIM. If any of these assumptions or limitations do not
match conditions in the field, the user can select File > CORSIM > Generate TRF File, and customize the CORSIM
input data within TSIS.
If an error message says “This feature requires TSIS-CORSIM” even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says “ERROR:
Failed to find file”. This error message should not hinder animation, so the user should simply click “OK” and then
view animation normally.

Quick Optimization
There are two options for signal timing optimization: Quick Optimization (via one-touch export to TRANSYT-7F)
and Full Optimization (via HCM-based internal genetic algorithm). Generally speaking, Quick Optimization is
preferable for quickly finding a reasonable and effective timing plan, whereas Full Optimization is preferable for
locating the “global optimum solution”. The Minimum Cycle Length, Maximum Cycle Length, and Cycle Length
Increment input fields (under Detailed Input Data > Global Optimization) can be used to automatically request cycle
length optimization. When the user clicks on the Quick Optimization icon, volumes and timings from the HCS
dataset are automatically transferred to a corresponding TRANSYT-7F dataset, and the optimization process begins
immediately. Following optimization, outputs are automatically displayed in the dual-ring report shown below.

20 • Advanced Features Urban Streets Users Guide

Compared to Full Optimization, the Quick Optimization feature has specific strengths and weaknesses. Quick
Optimization employs the hill-climb optimization method, which is much faster than the genetic algorithm.
However, the hill-climb method is also a less effective search technique than the genetic algorithm. Thus Quick
Optimization is faster than Full Optimization, but may result in a less effective timing plan. Other miscellaneous
advantages of Quick Optimization include queue spillback analysis and lane-by-lane analysis, which are innate
features of TRANSYT-7F. Other disadvantages include model results that may differ from HCS (particularly in the

Urban Streets Users Guide Advanced Features • 21

case of permissive left-turns), and the inability to optimize multi-period datasets. To circumvent the disadvantages
related to hill-climb optimization and multi-period optimizations, the user may launch TRANSYT-7F in stand-alone
mode and import the *.XUS files (s) from HCS. When running in stand-alone mode, TRANSYT-7F has the ability
to perform genetic algorithm optimization and multi-period optimization; but such optimizations require more
extensive run times on the computer, and would no longer be considered “quick optimization”.

Full Optimization
Full optimizations may require extensive run times on the computer, but the user may terminate the optimization
process at any time. The genetic algorithm search technique is specifically designed to locate the global optimum
solution provided that 1) the original dataset already has a reasonable and effective timing plan, 2) the “number of
generations” is sufficiently high, and 3) the detailed settings (population size, mutation probability, etc.) are
reasonably tailored to the given urban street. Thus Full Optimization is slower than Quick Optimization, but it
should result in a more effective timing plan. The optimization “dashboard” is shown below.

When the user clicks on the Full Optimization icon, the optimization dashboard will be displayed. The Input
Parameters section of the dashboard will be displayed by default; the user will then have the opportunity to adjust
optimization settings before the optimization run. The Info button, which is linked to the Diagnostic Messages
section, will be enabled if the dashboard detects any inputs that might make the optimization process less efficient.

22 • Advanced Features Urban Streets Users Guide

Clicking on the Start button will begin the optimization process. The dashboard value of “Generation Optimum”
will increase each time a better signal timing plan is successfully located.
Currently there are three possible ways that the optimization process can terminate: 1) termination via convergence
threshold, 2) termination via max number of generations, and 3) termination via user request. Termination via
convergence threshold will occur whenever the optimization process detects that little additional improvement is
possible. Termination via max number of generations will occur whenever the optimization process reaches the
user-specified maximum number of generations. Termination via user request will occur whenever the user clicks
on the Stop button. Because of the “start-stop-resume” feature, the user can stop and re-start the optimization
process at any time.
Other miscellaneous advantages of Full Optimization include HCM-compliant modeling for each candidate timing
plan, and optimized timings presented in the HCS format. Other disadvantages include the need to specify
appropriate genetic algorithm settings for the given urban street, but the Info button (and Diagnostic Messages
section) is designed to prevent the use of inefficient settings.
Larger urban streets will typically benefit from lower mutation probabilities, higher population sizes, and a larger
number of generations. Apart from the number of generations, which must frequently be customized to match the
amount of optimization needed, the default genetic algorithm settings should work well for most medium-sized
urban streets. For a more detailed discussion of genetic algorithm theory, refer to Chapter 5 of the TRANSYT-7F
Users Guide.
Phasing sequence optimization is currently designed to optimize lead/lag phasing (and sometimes Dallas Phasing)
on the major street, and will not modify phasing sequences on the minor street. If Full Optimization generates dual
lagging left turns at one or more intersections, but the user’s original timing plan does not contain dual lagging left
turns at any intersections, values of lead/lag and Dallas Phasing will revert to the user’s original values at the dual
lagging intersections. If Full Optimization generates dual lagging left turns at one or more intersections, and the
user’s original timing plan contained dual lagging left turns at one or more intersections, the dual lagging values will
be allowed to stick, and Dallas Phasing will be turned off at these intersections.
When performing phasing sequence optimization, the “Dallas Phasing Optimization” checkbox can be activated to
prevent phasing sequences that would result in a “yellow trap” for the permissive left-turners. If the Phasing
Sequence Optimization checkbox is selected without Dallas Phasing Optimization, the dashboard will post a
warning message, but the optimization process will not modify the user’s original values of Dallas Phasing. If
Phasing Sequence Optimization is selected with Dallas Phasing Optimization, the optimization process will turn on
Dallas Phasing when a lagging left turn is opposed by a permissive left turn, and will turn off Dallas Phasing when
both left turns are leading.
Although the Info button (linked to the Diagnostic Messages section) will be enabled when detecting inputs that
might make the optimization process less efficient, there are some macroscopic strategies that the user should also
consider. One such strategy could involve turning off the “Allow Optimization” checkbox at intersections that are
already performing well (level of service A or B), so the optimization process can focus on re-timing the poorly-
performing intersections. Another strategy could involve turning off phasing sequence optimization for arterials that
already have an effective phasing sequence in place, so the optimization process can focus on fine-tuning the splits
and offsets. Another strategy could involve using a more narrow range of minimum and maximum cycle length
values, because examining a wide range of ineffective cycle length values could definitely make the optimization
process less efficient.
After a Full Optimization run has been completed, the amount of optimization improvement over time can be plotted
on the Flow Profile Diagram. Refer to the Flow Profile Diagram section of the documentation for more details.

Time-Space Diagram
The Time-Space Diagram screen provides a mechanism for visualizing the available progression between
intersections along the major street.

Urban Streets Users Guide Advanced Features • 23

Timing Plan Representation

Signal timing plans are painted vertically, with only the major street green times and yellow times colored green and
yellow. Green and yellow intervals for all minor movements are painted red, usually resulting in the appearance of
numerous discrete and consecutive red intervals. Node numbers are listed in the white circles at the bottom of the
Time-Space Diagram screen. If an uncoordinated intersection (based on the “Uncoordinated Intersection”
checkbox) is included within a progression route, the entire vertical distance will be painted red, which will
terminate any incoming progression bands.

Signal timing plans are fitted to the screen vertically, such that the vertical distances of each “bar diagram” represent
the background system cycle length of the urban street. Thus, the green time painted for each bar diagram
represents the proportion of the cycle length occupied by the major street through movements. The vertical location
of a green interval is a function of the offset and the reference phase. Scrollbars at the side of the screen can be used
to simultaneously change vertical locations of all intervals and green bands, but have no net effect on the offsets and
reference phases.

When progression bands are being drawn in one direction (forward or reverse) only, the Time-Space Diagram screen
is capable of painting multiple green intervals for major route movements. For example, if the forward direction is
Eastbound, and the eastbound through movement begins before the westbound through movement, the eastbound
movement will have multiple forward progression green intervals. When progression bands are being drawn in both
directions, only the coordinated phase (with both major street segments moving simultaneously) is painted green.

Interactive Coding of Offsets

24 • Advanced Features Urban Streets Users Guide

Moving the mouse cursor inside any of the vertical bar diagrams will allow the user to click and drag timing plans
vertically. This automatically modifies the corresponding offset within the XUS file. By adjusting the offsets
interactively, it might be possible to quickly achieve an excellent bandwidth. When adjusting the offsets
interactively, it is also helpful to take note of the efficiency and attainability values, as discussed later.

Forward Direction

The urban street forward direction (NB, SB, EB, or WB) is displayed in a disabled combo box, in the upper left-
hand corner of the screen. The progression band direction (Fwd, Rev, or Both) is displayed in a second combo box.
When the Time-Space Diagram screen is first loaded, progression bands are drawn in the “forward” direction of
travel only. The user can switch the progression band combo box to draw these lines in the reverse direction, or in
both directions, if desired. For one-way streets, this combo box is disabled and only displays the forward direction.

Efficiency and Attainability

When optimizing offsets interactively, the efficiency and attainability values at the top of the screen are updated
automatically. By paying attention to comments such as “fair progression” and “increase shortest green”, it can be
possible to determine whether further improvements are needed. If an uncoordinated intersection is present on the
urban street, the screen will state that “This artery contains uncoordinated nodes”. Efficiency and attainability will
always be zero for arteries that contain uncoordinated nodes, because it is not possible to achieve reliable
progression through an uncoordinated intersection.

Cumulative Bands

The initial progression bandwidth is based on the major street through movement's green time at the “first”
intersection only. As new intersections are encountered, it is possible to observe where the bandwidth is becoming
partitioned, and gradually reduced.

Progression bands typically do not begin and end exactly when the major street green time begins and ends. Instead,
the progression band begins a few seconds after the onset of green, and ends a few seconds after the onset of yellow.
This is a reflection of the effective green time, which is affected by user-entered start-up lost times and extension of
effective green times.

The progression bands are drawn as dashed lines across the screen; their slope is a function of segment length, and
segment travel speed.

Width

When the Time-Space Diagram screen is first loaded, the initial view is a “fit to screen” view. All intersections on
the urban street should be horizontally visible on the screen at one time. The horizontal distance from one end of the
urban street to the other is displayed in the Width field. Although the width of the software screen remains constant,
the displayed value (in units of feet) indicates the “represented” real-world distance of the urban street.

Number of Cycles

A drop-down combo box can be used to specify how many signal cycles will be displayed on the diagram. Note that
displaying multiple cycles can cause the screen to operate more slowly, which could affect speed of the vertical
scrollbars, or interactive offset adjustment.

Flow Profile Diagram

The Flow Profile Diagram screen can be used to view static graphics that describe Streets simulation results. To
operate this screen, the user can select their desired segment number within the urban street. The user can also
select their desired flow profile category. Available flow profile categories include Downstream Arrival Rate,
Downstream Projected Rate, Upstream Departure Rate, Access Point Arrival Rate, and Optimization Improvement.

Urban Streets Users Guide Advanced Features • 25

Optimization Improvement can only be plotted if a Full Optimization run has been performed recently.

After selecting the desired segment number and flow profile category, the user can select their desired direction of
travel, which is either forward (“Fwd”) or reverse (“Rev”). For example, if the user views the Downstream Arrival
Rate for segment #1 in the forward direction, the Flow Profile Diagram will display the arrival rate of vehicles at
downstream intersection #2. Finally, the user can select their desired intersection turn movements for plotting flow
profiles. Up to four turn movements can be selected if the user wishes to view aggregated results for left-turn, thru,
right-turn, and midblock traffic movements. The aggregated midblock traffic movements can only be plotted for the
Downstream Projected Rate and the Upstream Departure Rate.

For multiple period analyses, flow profiles are displayed for the “active” time period within the Streets user-
interface. On the X-axis, the system background cycle length is used to compute flow profile dimensions. The Y-
axis is automatically scaled to display the highest flow profile value. Flow profiles will not be displayed for any
intersections specified as uncoordinated intersections, based on the “Uncoordinated Intersection” checkbox.

The Average Value displayed at the top of the screen represents the average profile value across every step of
simulation. This can be useful for validating some of the simulation results. For example, the average input flow
rate value of 1177 vph shown in the screen image above suggests that the hourly flow rate for this segment was 1177
vph, despite platoon dispersion that temporarily caused flow rates as high as 2755 vph.

When plotting the Downstream Arrival Rate, the green shaded area is used to indicate when green time is occurring
at the downstream signalized intersection. When plotting the Downstream Projected Rate and the Upstream
Departure Rate, access point “zero” is used to indicate downstream intersection flows that originated at the nearest

26 • Advanced Features Urban Streets Users Guide

upstream access point. Moreover, access point #1 is used to indicate access point flows that originated at the
upstream signalized intersection. If more than one access point exists on the segment, access point #2 is used to
indicate downstream access point flows that originated at upstream access point #1, and so forth. When plotting the
Access Point Arrival Rate, access point “zero” is no longer applicable, and the access point number indicates which
location along the segment is being plotted.

Urban Streets Users Guide Advanced Features • 27

Glossary of Terms

Acceleration Rate
Description: This entry specifies the average constant acceleration rate.
Impact on model results: Accel-decel delays affect the computation of uniform stops and uniform
queue. This entry also affects access point operations.

Access Point Critical Gap Time

Description: This entry specifies the critical gap required for left-turners from the major street at an
access point.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Access Point Deceleration Rate

Description: This entry specifies the average constant deceleration rate in response to turning vehicles.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Access Point Dropdown

Description: The access point dropdown control allows the user to switch between active access points,
for editing input data.
Impact on model results: None

Access Point Follow Up Time

Description: This entry specifies the follow-up time required for left-turners from the major street at an
access point.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of

Urban Streets Users Guide Glossary of Terms • 29

arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Access Point Lanes

Description: This entry specifies lane geometry at the active (i.e., more than 10 vph) unsignalized
access point.
Impact on model results: Access point operations are used to modify the proportion of arrivals on green
for downstream major-street movements. The proportion of arrivals on green impacts many aspects of
the overall model; including queue service times, actuated phase times, and control delays.

Access Point Location

Description: This entry specifies the distance from the active (i.e., more than 10 vph) unsignalized
access point to the upstream signalized intersection.
Impact on model results: Access point operations are used to modify the proportion of arrivals on green
for downstream major-street movements. The proportion of arrivals on green impacts many aspects of
the overall model; including queue service times, actuated phase times, and control delays.

Access Point Maximum Bay Length

Description: This entry specifies the maximum length of a turn bay, at an access point.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Access Point Name

Description: This entry is used to document the name of the active (i.e., more than 10 vph) unsignalized
access point.
Impact on model results: None

Access Point Peak Hour Factor

Description: This entry specifies the proportion of access point volume occurring in the peak 15
minutes. Peak 15-minute volume is computed as the hourly volume divided by four times the PHF.
Impact on model results: The PHF (when lower than 1.0) simply factors up the associated movement
volume, to reflect increased flow rates during the peak 15-minute period. Access point volumes affect the
proportion of arrivals on green for downstream major-street movements.

Access Point Right Turn Equivalency

Description: This entry specifies the ratio of through to right-turn saturation flow rate, at an access point.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

30 • Glossary of Terms Urban Streets Users Guide

Access Point Right Turn Speed
Description: This entry specifies the average turn speed for a right-turn maneuver at an access point.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Access Point Volumes

Description: This entry specifies movement volumes at the active (i.e., more than 10 vph) unsignalized
access point. When the analysis contains more than one time period, access point volumes can be
entered in units of vehicles per period.
Impact on model results: Access point operations affect the proportion of arrivals on green for
downstream major-street movements. The proportion of arrivals on green impacts many aspects of the
overall model; including queue service times, actuated phase times, and control delays.

Additional Lost Time

Description: If this intersection has been flagged as an interchange intersection, this entry specifies any
additional lost time that is caused by queue spillback and/or demand starvation.
Impact on model results: Additional lost time affects various aspects of the model including the
proportion of vehicles arriving on green, queue service times, and effective green times.

Agency or Company
Description: This entry documents the agency or company associated with this analysis or project.
Impact on model results: None

All Segment Lengths

Description: This pop-up dialog allows the user to specify all segment lengths on one form. This dialog
is only available when intersections can be assumed to be located in a straight line, and when
intersection drag-and-drop has not been performed within Visual Mode. Segments are only relevant
when there is more than one intersection within the analysis.
Impact on model results: Segment lengths are used in the computation of travel speeds and vehicle
delays.

Allow Optimization
Description: This checkbox allows the user to suppress optimization at certain intersections, during an
optimization run. Turning off the Allow Optimization checkbox at intersections that are already performing
well (level of service A or B) can sometimes make the optimization process more efficient, by allowing it to
focus on re-timing the poorly-performing intersections.
Impact on model results: This entry is only applicable to optimization runs.

Analysis Time Period

Description: This entry documents the time period covered by the analysis.
Impact on model results: None

Urban Streets Users Guide Glossary of Terms • 31

Analysis Time Period Duration
Description: This entry specifies the length of time (T) during which flow is assumed to remain constant.
If T is equal to one hour, the PHF for each movement should be set to 1.00.
Impact on model results: If the degree of saturation (v/c) exceeds 0.90, control delay is significantly
affected by the value of T.

Analysis Year
Description: This entry documents the year for which the analysis is being performed.
Impact on model results: None

Analyst
Description: This entry documents the individual performing the analysis.
Impact on model results: None

Area Type
Description: This entry specifies whether or not the intersection is in a central business district (CBD)
type of environment. An intersection is considered to be in a CBD, or a similar type of area, when its
characteristics include narrow street rights-of-way, frequent parking maneuvers, vehicle blockages, taxi
and bus activity, small-radius turns, limited use of exclusive turn lanes, high pedestrian activity, dense
population, and mid-block curb cuts. The average saturation headway of vehicles at intersections in
areas with these characteristics will be significantly longer than those found at similar intersections but in
more suburban settings.
Impact on model results: The "CBD or similar" selection decreases the saturation flow rate for all
movements by 10%, resulting in higher delays, travel times, queues, etc. The "Other" selection has no
impact on model results, except to avoid saturation flow rate reductions that would have been caused by
"CBD or similar".

Arrival Type
Description: Arrival type is used to describe the quality of signal progression for the corresponding
movement group. Values of arrival type range from 1 to 6. An arrival type of 1 represents poor
progression, whereas an arrival type of 6 represents excellent progression. An arrival type of 3
represents random vehicle arrivals. Arrival type 1 is characterized by a dense platoon of more than 80
percent of the movement group volume arriving at the start of the red interval. This arrival type is often
associated with shorter segments. If the two signals are not coordinated, then poor progression will likely
exist for both travel directions. If coordination is provided for only one direction of travel, then poor
progression may exist for the other direction. Arrival type 2 is characterized by a moderately dense
platoon arriving in the middle of the red interval or a dispersed platoon containing 40 to 80 percent of the
movement group volume arriving throughout the red interval. Arrival type 3 describes one of two
conditions. If the signals bounding the segment are coordinated, then this arrival type is characterized by
a platoon containing less than 40 percent of the movement group volume arriving partially during the red
interval and partly during the green interval. If the signals are not coordinated, then this arrival type is
characterized by platoons that arrive at the subject intersection at different points in time over the course
of the analysis period such that arrivals are effectively random. Arrival type 4 is characterized by a
moderately dense platoon arriving in the middle of the green interval or a dispersed platoon containing 40
to 80 percent of the movement group volume arriving throughout the green interval. Arrival type 5 is
characterized by a dense platoon of more than 80 percent of the movement group volume arriving at the
start of the green interval. This arrival type may occur on shorter segments with a low-to-moderate

32 • Glossary of Terms Urban Streets Users Guide

number of side street entries and good signal coordination. Arrival type 6 is characterized by a dense
platoon of more than 80 percent of the movement group volume arriving during the green interval. This
arrival type occurs only on short segments with negligible side street entries and near-ideal signal
coordination. It is reserved for exceptional progression quality on routes with near-ideal characteristics.
Impact on model results: Within the computational procedure, arrival type (AT) is first converted to a
platoon ratio (Rp = AT / 3) for each movement. Next, platoon ratio is converted to a proportion of arrivals
on green (PortionOnGreen = Rp * g / C) for each movement. If upstream signal information has been
entered, PortionOnGreen is automatically recalculated to reflect the expected vehicle arrival pattern from
the upstream intersection. PortionOnGreen impacts many aspects of the overall model; including queue
service times, actuated phase times, and control delays.

Average Passenger Trip Length (multimodal)

Description: This entry specifies the average passenger trip length along a particular transit route.
Impact on model results: Average passenger trip length is used to determine the impact of late
departures on overall trip speed, and is used to compute the perceived travel time factor.

Base Saturation Flow Rate

Description: The base saturation flow rate represents the expected average flow rate for a through
traffic lane having geometric and traffic conditions that correspond to a value of 1.0 for each adjustment
factor. Typically, one base rate is selected to represent all signalized intersections in the jurisdiction (or
area) within which the subject intersection is located.
Impact on model results: Adjusted saturation flow rates affect capacities and queue service times,
which in turn affect many aspects of the overall model; including control delay, time until onset of queue
spillback, queue lengths, and travel time.

Base Travel Time Rate (multimodal)

Description: This entry should specify 6.0 min/mi for the central business district of a metropolitan area
with 5 million persons or more; otherwise use 4.0 min/mi.
Impact on model results: Base travel time rate is used to compute the transit wait-ride score.

Bicycle Lane Width (multimodal)

Description: This entry specifies the width of the bicycle lane (adjacent to the outside thru vehicle lane)
on the subject approach.
Impact on model results: The bicycle lane width affects the cross section width adjustment factor.

Bicycle Running Speed (multimodal)

Description: This entry specifies tan estimate of the average bicycle running speed. The best basis for
this estimate is a field measurement of mid-segment bicycle speed on representative streets in the vicinity
of the subject street. There are many factors that might affect bicycle speed including adjacent motor
vehicle traffic, adjacent on-street parking activity, commercial and residential driveways, lateral
obstructions, and significant grades.
Impact on model results: Bicycle running speed is used to compute bicycle travel speed. Bicycle travel
speed is an output measure of effectiveness, and is not used to determine bicycle level of service.

Urban Streets Users Guide Glossary of Terms • 33

Bicycles per Hour
Description: This entry specifies the number of bicycles whose travel path is crossed by vehicles turning
right from the subject approach during the analysis period. These bicycles may travel on the shoulder or
in a bike lane. Any bicycle traffic operating in the right lane with automobile traffic should not be included
in this count. Rather, they are ignored in the analysis because this interaction is not modeled by the
procedure. The count is divided by the analysis period duration to yield an hourly flow rate.
Impact on model results: Non-zero bicycles per hour decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc.

Buffer Object Spacing (multimodal)

Description: The buffer is the distance between the outside edge of the paved roadway (or face of curb,
if present) and the near edge of the sidewalk. This element of the cross section is not designed for use
by pedestrians or motorized vehicles. It may be unpaved or include various vertical objects that are
continuous (e.g., barrier) or discontinuous (e.g., trees, bollards) to prevent pedestrian use. If vertical
objects are in the buffer, then the average spacing of those objects that are 3 feet or more in height
should be recorded.
Impact on model results: The buffer width coefficient determination is based on the presence of a
continuous barrier in the buffer. When making this determination, repetitive vertical objects (e.g., trees,
bollards, etc.) are considered to represent a continuous barrier if they are at least 3 feet high and have an
average spacing of 20 feet or less.

Buffer Width (multimodal)

Description: This entry specifies the distance between the outside edge of the paved roadway (or face
of curb, if present) and the near edge of the sidewalk. This element of the cross section is not designed
for use by pedestrians or motorized vehicles. It may be unpaved or include various vertical objects that
are continuous (e.g., barrier) or discontinuous (e.g., trees, bollards) to prevent pedestrian use. If vertical
objects are in the buffer, then the average spacing of those objects that are 3 feet or more in height
should also be recorded.
Impact on model results: Buffer width is used to compute the available sidewalk width.

Bus Blockage Time

Description: The saturation flow rate adjustment factor for bus blockage accounts for the impact of local
transit buses that stop to discharge or pick up passengers at a near-side or far-side bus stop within 250
feet of the stop line (upstream or downstream). This factor should only be used when stopping buses
block traffic flow in the subject lane group. The bus blockage adjustment factor assumes an average bus
blockage time of 14.4 seconds during the green indication.
Impact on model results: Higher bus blockage times decrease saturation flow rates for their associated
movements; resulting in higher delays, travel times, queues, etc.

Bus Stops per Hour

Description: This entry specifies the number of local buses that block traffic flow in a movement group
within 250 feet of the stop line (upstream or downstream), as measured during the analysis period. A
local bus is a bus that stops to discharge or pick up passengers at a bus stop. The stop can be on the
near side or the far side of the intersection. If more than 250 buses per hour exist, a practical limit of 250
should be used.
Impact on model results: Non-zero bus stops per hour decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc.

34 • Glossary of Terms Urban Streets Users Guide

Circulating Pedestrian Volume (multimodal)
Description: This entry specifies the total number of pedestrians traversing the corner but never entering
the intersection. For example, on the eastbound approach, circulating pedestrians on the eastbound
sidewalk will turn southbound upon reaching the southwest intersection corner. Also on the eastbound
approach, circulating pedestrians on the northbound (western-most) sidewalk will turn westbound upon
reaching the southwest corner. Eastbound circulating volume is thus the summation of eastbound
sidewalk pedestrians who turn southbound (upon reaching the southwest corner) and northbound
sidewalk pedestrians who turn westbound (upon reaching the southwest corner).
Impact on model results: Circulating pedestrian volume affects the corner circulation area per
pedestrian.

Clear
Description: The Clear button automatically deletes all lanes from the active intersection. In some
cases this may allow for faster specification of certain lane configurations.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

Convergence Threshold
Description: This entry specifies the (genetic algorithm) convergence threshold in a signal timing
optimization run. During optimization, the optimal function value and average function value are
constantly recomputed. The optimal function value represents the best objective function value when
considering all candidate timing plans in that particular generation. The average function value is the
average performance index value from all candidate solutions in that particular generation. During
successive generations, the optimal function value and the average function value tend to improve due to
the genetic selection process. The average function value can occasionally become worse due to a "bad
mutation", but the optimal function value should always stay the same or improve. Convergence is
achieved when the average function value becomes sufficiently close to the optimal function value.
Increasing the maximum number of generations (or decreasing the convergence threshold) tends to
produce longer program running times, but better timing plans. Of course, once the global optimum
solution has been reached, additional generations and tighter convergence thresholds have no additional
benefit. Complex traffic networks tend to require substantially more generations of candidate solutions
before an optimal solution is obtained.

Impact on model results: This entry is only applicable to optimization runs.

Corner Radius (multimodal)

Description: The corner radius describes radius of curvature at the sidewalk corner.
Impact on model results: Corner radius affects the available corner time-space.

Critical Left Turn Gap Time

Description: This entry specifies the critical gap time required for permissive left-turners at a signalized
intersection.
Impact on model results: This entry affects saturation flow rates and actuated phase times for left-turns
operating under protected-permissive or permissive-only phasing.

Urban Streets Users Guide Glossary of Terms • 35

Critical Merge Gap
Description: This entry specifies the minimum gap required for merging into an adjacent lane.
Impact on model results: Critical merge gap affects the distribution of volumes and saturation flow rates
among shared lane groups, and also affects access point operations.

Crossover Probability
Description: This entry specifies the (genetic algorithm) crossover probability in a signal timing
optimization run. The genetic algorithm initially considers a trial population of signal timing plan
candidates. Within this population a competition takes place where the weak candidates are discarded,
and the strong candidates are allowed to breed and perform crossover. Following crossover, a new
generation of candidate solutions is born. Low crossover probabilities result in younger generations of
solutions that are more similar to the older generations, whereas high crossover probabilities result in
younger generations that are less similar to the older generations. This entry may affect the number of
generations needed to locate the global optimum solution.

Impact on model results: This entry is only applicable to optimization runs.

Crosswalk Closed (multimodal)

Description: If the subject crosswalk is closed in the signalized intersections procedure, then the
pedestrian delay is estimated as the value obtained for the subject crosswalk, plus two increments of the
delay for the perpendicular crosswalk. This adjustment reflects the additional delay pedestrians incur
when crossing the other three legs of the intersection so that they can continue walking in the desired
direction. The urban streets procedure must know the “distance to nearest signal-controlled crossing” if
there is an identifiable pedestrian path that (a) intersects the segment and continues on beyond the
segment and (b) on which most crossing pedestrians travel. This entry defines the distance pedestrians
must travel along the segment should they divert from the path to cross the segment at the nearest
signalized crossing. The crossing will typically be at a signalized intersection. However, it may also be at
a signalized crosswalk provided at a mid-segment location. If the crossing is at a signalized intersection,
it will likely occur in the crosswalk on the side of the intersection that is nearest to the segment.
Occasionally, it will be on the far side of the intersection because the near-side crosswalk is closed (or a
crossing at this location is otherwise prohibited). This distance is measured along one side of the subject
segment; the methodology accounts for the return distance once the pedestrian arrives at the other side
of the segment.
Impact on model results: Crosswalk Closed is used to compute the pedestrian diversion delay.

Crosswalk Length (multimodal)

Description: Crosswalk length is measured from outside edge to outside edge of road pavement (or
curb to curb, if present) along the marked pedestrian travel path.

Impact on model results: Crosswalk length affects the available crosswalk time- space, and the
pedestrian service time.

Crosswalk Width (multimodal)

Description: The crosswalk width represents an effective width. Unless there is a known width
constraint, the crosswalk’s effective width should be the same as its physical width. A width constraint
may be found when vehicles are observed to regularly encroach into the crosswalk area, or when an
obstruction in the median (e.g., a signal pole, or reduced-width cut in the median curb) narrows the
walking space.

36 • Glossary of Terms Urban Streets Users Guide

Impact on model results: Crosswalk width affects the available crosswalk time-space, the time-space
occupied by turning vehicles, and the pedestrian service time.

Curb-to-Curb Street Width (multimodal)

Description: This entry specifies the width of the cross street as measured along the outside through
vehicle lane on the subject approach, between the extended curb line limits of the cross street.
Impact on model results: The street width affects the cross section width adjustment factor.

Cycle Length Increment

Description: This entry specifies the cycle length increments to be considered in a signal timing
optimization run. For example, for cycle lengths in the range of 80-100 seconds with a 5-second
increment, the optimization process would consider cycle lengths of 80, 85, 90, 95, and 100 seconds.
Impact on model results: This entry is only applicable to optimization runs.

Cycle Length Optimization Flag

Description: This entry specifies whether or not cycle lengths are to be optimized in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Dallas Phasing
Description: This entry potentially allows left-turn movements to operate in the protected-permitted
mode without causing a “yellow trap” safety concern. It effectively ties the left-turn’s permitted period
signal indication to the opposing through signal indication.
Impact on model results: The Dallas phasing mode is considered when computing queue service times
and effective green times for permissive-only and protected-permissive left-turn movements. This in turn
potentially affects actuated phase times and control delays for all movements.

Dallas Phasing Optimization

Description: This checkbox allows the user to request “Dallas Phasing” optimization during a Full
Optimization run. When performing phasing sequence optimization, Dallas Phasing Optimization can be
activated to prevent phasing sequences that would result in a “yellow trap” for the permissive left-turners.
If the Phasing Sequence Optimization checkbox is selected without Dallas Phasing Optimization, the
dashboard will post a warning message, but the optimization process will not modify the user’s original
values of Dallas Phasing. If Phasing Sequence Optimization is selected with Dallas Phasing
Optimization, the optimization process will turn on Dallas Phasing when a lagging left turn is opposed by
a permissive left turn, and will turn off Dallas Phasing when both left turns are leading.
Impact on model results: This entry is only applicable to optimization runs.

Date
Description: This entry documents the date on which the analysis was performed.
Impact on model results: None

Urban Streets Users Guide Glossary of Terms • 37

Deceleration Rate
Description: This entry specifies the average constant deceleration rate in response to a red indication.
Impact on model results: Accel-decel delays affect the computation of uniform stops and uniform
queue.

Delete Access Point

Description: This button is used to delete access points from the analysis. Access points can also be
deleted graphically within Visual Mode.

Delete Intersection
Description: This button is used to delete intersections from the analysis. Intersections can also be
deleted graphically within Visual Mode.

Delete Time Period

Description: This button is used to delete existing time periods from the analysis. When the button is
clicked, the final time period will be deleted. When oversaturated conditions exist, a multiple-period
analysis can more accurately capture the effects of traffic congestion. The number of time periods should
be chosen such that the first and last time periods are undersaturated.

Demand
Description: This entry specifies vehicular demand for each movement. Demand flow rate represents
the flow rate of vehicles arriving at the intersection. When measured in the field, this flow rate is based on
a traffic count taken upstream of the queue associated with the subject intersection. This distinction is
important when counting during congested periods because the count of vehicles departing from a
congested approach will produce a demand flow rate that is lower than the true rate. (All uses of the
word “volume” or the phrase “volume-to-capacity ratio” refer to demand volume or demand volume-to-
capacity ratio.)
Impact on model results: The movement demands affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Demand Growth
Description: This entry automatically modifies the vehicular demand volume for each movement.
Impact on model results: The movement volumes affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Detected Vehicle Length

Description: This entry specifies the detected length of a vehicle.
Impact on model results: Detected vehicle length is used to compute maximum allowable headways
(MAH) for each actuated movement. MAH impacts many aspects of the overall model; including actuated
phase times, and control delays. Detected vehicle length is also used to compute queue storage ratio.

38 • Glossary of Terms Urban Streets Users Guide

Detector Length
Description: This entry typically specifies the length of a presence detector at the stop line. If the
detector length is set equal to 1 foot, pulse mode detection is assumed. The stop line detector length
represents the length of the detection zone used to extend the green indication for queue service. This
detection zone is typically located near the stop line and may have a length greater than 40 feet.
However, it can be located some distance upstream of the stop line and be as short as 6 feet in length.
This latter configuration typically requires a long minimum green or use of the controller’s variable initial
setting. If a video-image vehicle detection system is used to provide stop line detection, then the length
that is input should reflect the physical length of roadway that is monitored by the video detection zone
plus an additional length of 5 to 10 feet to account for the projection of the vehicle image into the plane of
the pavement (with larger values in this range used for wider intersections).
Impact on model results: Detector lengths affect the calculation of actuated phase times. The HCM
chapter 18/31 procedures do not recognize advance detection, detector setbacks, or volume-density
control. In cases such as this, where the HCM procedures may have trouble estimating phase times
accurately, the “Field Measured Phase Times” feature can be used.

Downstream Intersection Width (multimodal)

Description: This entry specifies the width of the downstream intersection.
Impact on model results: Downstream intersection width affects diversion distance in cases where
pedestrians choose to cross at the farthest downstream crosswalk.

Dual Entry
Description: This entry specifies whether or not a phase is to be activated (green) even though it has
not received a call for service. A phase operating in dual entry is available to be called by the controller,
even if no actuations have been received for this phase. A phase operating in single entry will only be
called if actuations have been received. When timing a cycle, a point is reached where the next phase
(or phases) to be timed is on the other side of a barrier. At this point, the controller will check the phases
in each ring and determine which phase to activate. If a call does not exist in a ring, a phase designated
as dual entry in that ring will be activated by the controller. If two phases are designated as dual entry in
this ring, then the first phase to occur in the phase sequence is activated.
Impact on model results: Dual entry affects the amount of vehicular and pedestrian calling flow for each
actuated phase, potentially affecting actuated phase times and control delays.

Dwell Time (multimodal)

Description: This entry specifies the time that the transit vehicle is stopped at the curb to serve
passenger movements, including the time required to open and close the doors. It does not include time
spent stopped after passenger movements have ceased (e.g., waiting for a traffic signal or waiting for a
gap in traffic to re-enter the travel lane). Dwell times are typically in the range of 10-60 seconds,
depending on boarding and alighting demand.
Impact on model results: Dwell time is used to compute the total delay due to the transit stop.

Excess Wait Time (multimodal)

Description: This entry specifies the average number of minutes passengers must wait at a stop past
the scheduled departure time. It is measured in the field as the sum of the differences between the
scheduled and actual departure times at the preceding timepoint, divided by the number of transit vehicle
arrivals.

Urban Streets Users Guide Glossary of Terms • 39

Impact on model results: Excess wait time is used to compute the perceived travel time factor, which in
turn affects the transit LOS score.

Exclusive Pedestrian Phase Time

Description: This entry specifies the amount of cycle time to be used by an exclusive pedestrian phase
at each intersection. Currently, this calculation is only supported for uncoordinated intersections and/or
datasets having only one coordinated intersection.
Impact on model results: For uncoordinated (chapter 18) operations, exclusive pedestrian phase times
affect the cycle length computed by the procedure. For coordinated (chapter 17) operations, exclusive
pedestrian phase times affect the amount of cycle time available to the vehicular phases. The cycle
length and vehicular phase times affect most aspects of the overall model; including control delay, queue
lengths, and travel time.

Extension of Effective Green Time

Description: This entry specifies the amount of the change and clearance interval at the end of the
phase for a lane group, usable by its vehicles.
Impact on model results: Extension of effective green times affect the calculation of actuated phase
times and queue service times.

Field-Measured Phase Times

Description: This entry specifies that user-entered phase splits and/or maximum greens will not be
modified, as they normally would be, by the computational procedure to estimate signal phase durations.
Impact on model results: This entry allows delays and other output values to reflect actuation, but also
allows average phase times to be directly user-entered as they were in the HCM 2000.

Follow Up Left Turn Time

Description: This entry specifies the follow-up time required for permissive left-turners at a signalized
intersection.
Impact on model results: This entry affects saturation flow rates and actuated phase times for left-turns
operating under protected-permissive or permissive-only phasing.

Force Mode
Description: For uncoordinated (chapter 18) operations, the force mode is not used. For coordinated
(chapter 17) operations, this entry specifies the force-off mode (fixed or floating), which governs
reallocation of green time within the cycle. The controller calculates the phase force-off point for each
actuated phase based on the force mode and the phase splits. When set to the fixed mode, each
actuated phase has its force-off point set at a fixed time in the cycle, relative to time zero on the system
master. This operation allows unused split time to revert to the following phase. When set to the floating
mode, each actuated phase has its force-off point set at the split time after the phase first becomes
active. This operation allows unused split time to revert to the coordinated phase via an early return to
green.
Impact on model results: Changing the force mode would potentially reallocation of green time within
the cycle, possibly changing the amount of green time available to each movement. The amount of
available green time impacts most aspects of the overall model; including queue lengths, stops, and
control delays.

40 • Glossary of Terms Urban Streets Users Guide

Forward Segment Length
Description: This entry specifies distance from the subject intersection to the next downstream
intersection, typically in the "phase 2" direction of travel.
Impact on model results: The forward segment length impacts many aspects of the overall model;
including the proportion of vehicles arriving on green, time until onset of queue spillback, and travel time.

Forward Weighting
Description: This entry specifies the forward arterial weighting in a signal timing optimization run. For
example, if “Travel Time” were chosen as the objective function, and if “Both Major Street Directions”
were chosen as the objective function direction, the optimization process would attempt to find a timing
plan that would minimize travel times that were multiplied by the forward and reverse weighting factors.
This entry has no effect on the approach-specific objective functions (approach stops, approach delay).

Impact on model results: This entry is only applicable to optimization runs.

Heaviest Lane Volume

Description: This entry specifies the single-lane volume with the highest volume of each lane group.
Impact on model results: Heaviest lane volume affects the lane utilization adjustment factor, which in
turn affects the adjusted saturation flow rates.

Heavy Vehicle Equivalency

Description: This entry specifies the ratio of passenger car to heavy vehicle saturation flow rate, at
signalized intersections. The equivalent number of passenger cars for each heavy vehicle is typically 2.0.
Impact on model results: This entry affects the heavy vehicle adjustment factor and the adjusted
saturation flow rate.

Hide Multimodal Results (multimodal)

Description: For “operations only” analyses, this checkbox can be used to hide multimodal outputs on
the Results Report and the Intermediate Report.
Impact on model results: None.

Incoming Pedestrian Volume (multimodal)

Description: This entry specifies the number of pedestrians walking in the reverse direction of travel.
For example, on the eastbound approach, incoming pedestrians will travel westbound on the southern-
most crosswalk.
Impact on model results: Incoming pedestrian volume affects the number of pedestrians arriving at
each intersection corner during each cycle, and the total number of circulating pedestrians at each corner.

Initial Queue Length

Description: This entry specifies the initial queue at the beginning of the first analysis period, either
observed in the field or carried over from the computations of a previous analysis period. The initial
queue for the subject period is the unmet demand from the previous period and represents the number of
vehicles present in the movement group at the start of the analysis period. The value entered represents
the total number of vehicles observed in the subject traffic lanes at the start of this time period. The initial

Urban Streets Users Guide Glossary of Terms • 41

queue value should not include vehicles in queue due to random, cycle-by-cycle fluctuations. Initial
queue is estimated as the queue count at the start of the red indication. Whether or not an initial queue
value is coded for the first time period, unmet demand will be computed for each period and will be
carried forward as the initial queue for the subsequent period.
Impact on model results: Initial queue analyses (in which one or more movements are coded with a
non-zero initial queue length) invoke a substantially more extensive computational procedure than
analyses with no initial queues. Model results (from initial queue analyses) are more likely to reflect the
increased congestion caused by period-to-period unmet demand.

Interchange Intersection
Description: This entry specifies whether or not this intersection can be classified as being part of an
interchange ramp terminal facility.
Impact on model results: Interchange intersections are potentially affected by the traffic pressure
adjustment factor, additional lost time from queue spillback, additional lost time from demand starvation,
and lane utilization adjustments based on the interchange type.

Interchange Type
Description: If this intersection has been flagged as an interchange intersection, this entry specifies the
type of an interchange ramp terminal facility (e.g., Parclo, Diamond, SPUI).
Impact on model results: Lane utilization adjustments are based on the interchange type.

Intersection Dropdown
Description: The intersection dropdown control allows the user to switch between active intersections
for editing input data, and for viewing reports.
Impact on model results: None

Intersection Name
Description: This entry documents the name of the intersection being analyzed. These names can then
be viewed within output reports, and within Quick Animation.
Impact on model results: None

Inside Object Effective Width (multimodal)

Description: This entry specifies the effective width of fixed objects on the inside of the sidewalk. These
objects include light poles, traffic signs, planter boxes, etc.
Impact on model results: Inside object effective width is used to compute the effective sidewalk width.

Jurisdiction
Description: This entry documents the jurisdiction for which the analysis is being performed.
Impact on model results: None

42 • Glossary of Terms Urban Streets Users Guide

Lag Phase
Description: This entry specifies whether or not the associated left-turn phase occurs immediately after
the opposing (through movement) phase terminates. If split phasing is in effect, this entry indicates which
through movement phase (4 or 8) occurs first.
Impact on model results: Changing the phasing sequence (via Lag Phase) would potentially shift the
window of major street green time to a different part of the cycle, possibly changing the proportion of
arrivals on green for one or more movements. The proportion of arrivals on green impacts many aspects
of the overall model; including queue service times, actuated phase times, and control delays. The minor
street phasing sequence could also affect the times during which cross street vehicles are released on to
the major street, again affecting the proportion of arrivals on green.

Lane Width
Description: This entry specifies the average width of lanes represented in a movement group. The
minimum average lane width is 8 feet. Standard lane widths are 12 feet. Lane widths greater than 16
feet can be included; however, the analyst should consider whether the wide lane actually operates as
two narrow lanes. The analysis should reflect the way in which the lane width is actually used or
expected to be used.
Impact on model results: Lane widths below 10 feet decrease the saturation flow rate for the
associated movement, resulting in higher delays, travel times, queues, etc. Lane widths above 12.9 feet
increase the saturation flow rate for the associated movement, resulting in lower delays, travel times,
queues, etc.

Left Turn Equivalency

Description: This entry specifies the ratio of through to left-turn saturation flow rate, at signalized
intersections.
Impact on model results: Left turn equivalency affects the distribution of saturation flow rates among
lanes, which in turn affects many aspects of the overall model. Left turn equivalency also affects the
computation of maximum allowable headways (MAH) for each actuated movement, which impacts
actuated phase times.

Left Turn Radius

Description: If this intersection has been flagged as an interchange intersection, this entry specifies the
physical turn radius (typical value = 112 feet) of a left-turning vehicle.
Impact on model results: Left-turn radius is used to adjust the left-turn equivalency factor, which in turn
adjusts saturation flow rates throughout the model.

Legal Mid-Segment Crossing (multimodal)

Description: This entry indicates whether a pedestrian can cross the segment at any point along its
length, regardless of location. If it is illegal to make this crossing at any point, then the pedestrian is
assumed to be required to divert to the nearest signalized intersection to cross the segment.
Impact on model results: If mid-segment crossing is not legal, pedestrian waiting delay should be zero.
If mid-segment crossing is legal, pedestrian waiting delay should be estimated by the analyst or
computed using chapter 19 procedures.

Map X/Y Curve Point 1 and Point 2

Description: These entries specify control point for drawing roadway curvature on the map.

Urban Streets Users Guide Glossary of Terms • 43

Impact on model results: None

Map X/Y Coordinate

Description: These entries specify node coordinate locations for drawing link-node geometry on the
map.
Impact on model results: None

Master Intersection Number

Description: This entry specifies the master intersection number for a signal timing optimization run.
Offsets for the master intersection will not be modified during an optimization run. If desired the master
intersection number can be set to zero, thus allowing offsets to be modified at all intersections during an
optimization run. This entry will be ignored if the master intersection number does not match any of the
intersection numbers within the dataset.

Impact on model results: This entry is only applicable to optimization runs.

Maximum Cycle Length

Description: This entry specifies the maximum candidate cycle length to be considered in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Maximum Number of Generations

Description: This entry specifies the (genetic algorithm) maximum number of generations in a signal
timing optimization run. During optimization, the optimal function value and average function value are
constantly recomputed. The optimal function value represents the best objective function value when
considering all candidate timing plans in that particular generation. The average function value is the
average performance index value from all candidate solutions in that particular generation. During
successive generations, the optimal function value and the average function value tend to improve due to
the genetic selection process. The average function value can occasionally become worse due to a "bad
mutation", but the optimal function value should always stay the same or improve. Convergence is
achieved when the average function value becomes sufficiently close to the optimal function value.
Increasing the maximum number of generations (or decreasing the convergence threshold) tends to
produce longer program running times, but better timing plans. Of course, once the global optimum
solution has been reached, additional generations and tighter convergence thresholds have no additional
benefit. Complex traffic networks tend to require substantially more generations of candidate solutions
before an optimal solution is obtained.

Impact on model results: This entry is only applicable to optimization runs.

Maximum Platoon Headway

Description: This entry specifies the maximum time headway that defines a platooned vehicle.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

44 • Glossary of Terms Urban Streets Users Guide

Median Type (multimodal)
Description: The median type is designated as undivided, non-restrictive (e.g., two-way left-turn lane),
or restrictive (e.g., raised curb).
Impact on model results: Median type affects the cross section width adjustment factor.

Mid-Segment 85th-Percentile Speed (multimodal)

Description: The 85th percentile speed represents the speed of the vehicle whose speed is exceeded
by only 15% of the population of vehicles. The speed of interest is that of vehicles traveling along the
street approaching the subject intersection. It is measured at a location that is sufficiently distant from the
intersection that speed is not influenced by intersection operation. This speed is likely to be influenced by
traffic conditions, so it should reflect the conditions present during the analysis period.
Impact on model results: The 85th percentile speed affects the motorized vehicle speed adjustment
factor.

Minimum Cycle Length

Description: This entry specifies the minimum candidate cycle length to be considered in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Minimum Green
Description: This entry specifies the shortest amount of time that a green signal indication will be
displayed for a movement. It is input for each non-coordinated signal phase. Its duration is based on
considerations of driver reaction time, queue length, and driver expectancy. Minimum green may be as
short as 3 seconds for a left-turn phase, and 5 to 10 seconds for a through movement. For intersections
without pedestrian push buttons, the minimum green interval may also need to be sufficiently long to
allow a pedestrian to cross during the concurrent vehicular phase.
Impact on model results: Minimum green time affects the amount of available green time, which
impacts most aspects of the overall model; including queue lengths, stops, and control delays. Minimum
green time may also affect the probability of traffic accidents under certain conditions.

Minimum Platoon Headway

Description: This entry specifies the minimum time headway between vehicles traveling in a platoon.
Impact on model results: This entry affects access point operations. Access point operations are used
to modify the proportion of arrivals on green for downstream major-street movements. The proportion of
arrivals on green impacts many aspects of the overall model; including queue service times, actuated
phase times, and control delays.

Mutation Probability
Description: This entry specifies the (genetic algorithm) mutation probability in a signal timing
optimization run. Mutation is an arbitrary modification of randomly selected genes. The proportion of
mutated genes is affected by the mutation probability. The mutation process prevents the gene pool from
becoming stale and failing to recognize new possibilities. In addition, the mutation process allows the
genetic algorithm to locate the global optimum solution instead of a local optimum solution. Beware that
excessively high mutation probabilities may significantly increase the amount of time required for
optimization, or may prevent optimization altogether. If the optimization process is converging too
quickly, or if the analyst wishes to examine a wider range of timing plan possibilities, then increasing the

Urban Streets Users Guide Glossary of Terms • 45

mutation probability may be helpful. If the optimization process is not converging quickly enough, or if the
analyst wishes to acquire a reasonable and effective local optimum solution, then decreasing the
mutation probability may be helpful.

Impact on model results: This entry is only applicable to optimization runs.

Nearest Signal Distance (multimodal)

Description: This input parameter is needed if there is an identifiable pedestrian path that (a) intersects
the segment and continues on beyond the segment and (b) on which most crossing pedestrians travel.
This entry defines the distance pedestrians must travel along the segment should they divert from the
path to cross the segment at the nearest signalized crossing. The crossing will typically be at a signalized
intersection. However, it may also be at a signalized crosswalk provided at a mid-segment location. If
the crossing is at a signalized intersection, it will likely occur in the crosswalk on the side of the
intersection that is nearest to the segment. Occasionally, it will be on the far side of the intersection
because the near-side crosswalk is closed (or a crossing at this location is otherwise prohibited). This
distance is measured along one side of the subject segment; the methodology accounts for the return
distance once the pedestrian arrives at the other side of the segment.
Impact on model results: Nearest signal distance is used to compute diversion delay.

New Access Point

Description: This button is used to add new access points to the analysis. New access points can also
be added graphically within Visual Mode.

New Intersection
Description: This button is used to add new intersections to the analysis. New intersections can also be
added graphically within Visual Mode.

New Time Period

Description: This button is used to add new time periods to the analysis. When the button is clicked a
new, final time period will be added at the end of all existing time periods. When oversaturated conditions
exist, a multiple-period analysis can more accurately capture the effects of traffic congestion. The
number of time periods should be chosen such that the first and last time periods are undersaturated.

Number of Active Access Points

Description: This entry specifies the number of active access points on the segment. Unlike the “non-
active” access points for which volumes, laneage, and locations are not coded, these access points
serving more than 10 vehicles per hour.
Impact on model results: Active access points affect the proportion of vehicles arriving on green at the
downstream intersection.

Number of Intersections
Description: This entry specifies the number of intersections in a brand-new dataset. After the new
dataset is created, intersections can be added or deleted at any time.

46 • Glossary of Terms Urban Streets Users Guide

Number of Iterations
Description: This entry specifies a number of model iterations for the computation of actuated phase
times. Queue service times are dependent on green interval durations. This dependency introduces a
circularity in the calculation process. Thus, the procedure is iterative, where an initial estimate of green
interval duration is provided and the green interval duration is re-computed. The computed duration is
compared with the initial estimate and, if they are different, then the computed value becomes the new
initial estimate and the procedure is repeated. Iterations are repeated until the initial estimate and
computed green interval duration are equal.
Impact on model results: If the number of model iterations is too small, this could compromise the
accuracy of the model. Higher numbers of model iterations may require longer computation times on the
computer. The number of model iterations may have no impact on the model results of intersections
under pre-timed operation (indicated by max recall on every phase).

Number of Lanes
Description: This entry specifies the number of intersection lanes available for use by each movement.
For through movements, this would include shared L+T, T+R, and L+T+R lanes. For left-turn and right-
turn movements, only the number of exclusive (non-shared) turn lanes should be entered. The procedure
does not explicitly allow specification of L+R approaches with zero through vehicles; such as a one-lane
approach with L+R, or a two-lane approach with LT-only and RT-only. Mechanics of the analysis for a
one lane approach with L+R should be the same as for a one-lane approach with L+T+R and a through
volume equal to 1 vph. Mechanics of the analysis for a two-lane approach with LT-only and RT-
only should be the same as when the approach is coded having one exclusive left-turn lane (LT-only),
one shared through-right lane T+R, and a through volume equal to 1 vph. Alternatively, mechanics of the
analysis for a two-lane approach with LT-only and RT-only should also be the same as when the
approach is coded as having two lanes with L+T+R and a through volume equal to 1 vph.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

Number of Periods
Description: This entry specifies the number of time periods in a brand-new dataset. After the new
dataset is created, periods can be added or deleted at any time.

Number of Receiving Lanes

Description: This entry specifies the count of lanes departing the intersection. This number should be
separately determined for each left-turn and right-turn movement. Experience indicates that proper
turning cannot be executed at some intersections because a receiving lane is frequently blocked by
double-parked vehicles. For this reason, the number of receiving lanes should be determined from field
observation whenever possible.
Impact on model results: The number of receiving lanes affects the ped-bike saturation flow rate
adjustment calculations.

Number of Right-Turn Islands (multimodal)

Description: This entry specifies the number of right-turn channelizing islands along the crosswalk.
Impact on model results: The number of right-turn islands affects the motorized vehicle volume
adjustment factor.

Urban Streets Users Guide Glossary of Terms • 47

Number of Transit Stops (multimodal)
Description: This entry specifies the number of transit stops on the segment for the subject route.
Impact on model results: The number of transit stops affects the transit vehicle segment running
speed.

O-D Seeds
Description: This entry specifies the average proportion of vehicle volumes that travel from each
upstream (origin) movement to each downstream (destination) movement.

Impact on model results: This entry is not used unless more than one intersection is being analyzed
by the (chapter 17) procedure. Changing the O-D seeds could affect the proportion of arrivals on green
throughout the urban street system. The proportion of arrivals on green impacts many aspects of the
overall model; including queue service times, actuated phase times, and control delays.

Offset
Description: This entry specifies the difference between the start of green time for the reference interval
at the subject intersection, and a specified time datum in a system of signalized intersections. The offset
is used to coordinate timing plans at adjacent intersections along an urban street, ideally allowing
vehicles to pass through multiple intersections without stopping.
Impact on model results: For uncoordinated (chapter 18) operations, the offset is not used. For
coordinated (chapter 17) operations, offsets affect many aspects of the overall model; including travel
speeds, travel times, stops, and control delays.

Offset Optimization Flag

Description: This entry specifies whether or not offsets are to be optimized in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Opposing Right-Turn Lane Influence

Description: This entry specifies whether or not permitted left turners are influenced by exclusive right-
turn lanes on the opposing approach. This determination should be based on knowledge of local driver
behavior, traffic conditions, and intersection geometry.
Impact on model results: When opposing right-turn lane influence exists, this decreases permitted left-
turn capacity. When opposing right-turn lane influence does not exist, this increases permitted left-turn
capacity.

Optimization Objective Function

Description: This entry specifies the objective function to be considered in a signal timing optimization
run. For example, if “travel time” were chosen as the objective function, the optimization process would
attempt to find a timing plan that would minimize travel time.
Impact on model results: This entry is only applicable to optimization runs.

48 • Glossary of Terms Urban Streets Users Guide

Optimization Objective Function Direction
Description: This entry specifies the objective function direction to be considered in a signal timing
optimization run. The available options are “Both Major Street Directions”, “Forward Major Street
Direction”, “Reverse Major Street Direction”, and “All Approaches”. For example, if “Travel Time” were
chosen as the objective function, and if “Reverse Major Street Direction” were chosen as the objective
function direction, the optimization process would attempt to find a timing plan that would minimize travel
times in the urban street reverse direction. The “Forward Major Street Direction” and “Reverse Major
Street Direction” selections are tantamount to applying 100% objective function weighting to the chosen
direction, and 0% objective function weighting to the opposite direction. If the “Both Major Street
Directions” selection or “All Approaches” selection is chosen in conjunction with arterial objective
functions (travel speed, travel time, spatial stops), the default arterial weighting is 50% in each direction.
The analyst can specify unequal arterial weightings using the “Forward Direction Weighting” and
“Reverse Direction Weighting” entries, if desired.
Impact on model results: This entry is only applicable to optimization runs.

Outgoing Pedestrian Volume (multimodal)

Description: This entry specifies the number of pedestrians walking in the forward direction of travel.
For example, on the eastbound approach, outgoing pedestrians will travel eastbound on the southern-
most crosswalk.
Impact on model results: Outgoing pedestrian volume affects the number of pedestrians arriving at
each intersection corner during each cycle, and the total number of circulating pedestrians at each corner.

Outside Object Effective Width (multimodal)

Description: This entry specifies the effective width of fixed objects on the outside of the sidewalk.
Impact on model results: Outside object effective width is used to compute the effective sidewalk width.

Outside Thru Lane Width (multimodal)

Description: This entry specifies the width of the outside thru vehicle lane on the subject approach.
Impact on model results: The outside thru lane width affects the cross section width adjustment factor.

Paved Shoulder Width (multimodal)

Description: This entry specifies the width of the paved outside shoulder on the subject approach.
Impact on model results: The paved shoulder width affects the cross section width adjustment factor.

Parking Exists
Description: This entry indicates that on-street parking spaces exist within 250 feet of the intersection
(regardless of whether or not parking maneuvers take place). This entry indicates whether on-street
parking is allowed along the curb line adjacent to a movement group and within 250 feet upstream of the
stop line during the analysis period. On a one-way street with no exclusive turn lanes, the presence of
on-street parking is separately noted for each side of the street.
Impact on model results: The existence of parking decreases the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc. Note that parking conditions with zero
maneuvers have a different impact than a no-parking situation.

Urban Streets Users Guide Glossary of Terms • 49

Parking Maneuver Time
Description: This entry specifies the amount of time (default: 18 seconds) needed by a driver to execute
a parking maneuver.
Impact on model results: The parking maneuver time affects the parking adjustment factor, which is
used to adjust the saturation flow rates.

Parking Maneuvers per Hour

Description: This entry specifies the number of parking maneuvers that occur directly adjacent to a
movement group and within 250 feet upstream of the stop line, as measured during the analysis period.
A maneuver occurs when a vehicle enters or exits a parking stall. If more than 180 maneuvers per hour
exist, a practical limit of 180 should be used. On a one-way street with no exclusive turn lanes,
maneuvers are separately counted for each side of the street. The count is divided by the analysis period
duration to yield an hourly flow rate.
Impact on model results: Non-zero parking maneuvers per hour decrease the saturation flow rate for
associated movements, resulting in higher delays, travel times, queues, etc. Note that parking conditions
with zero maneuvers have a different impact than a no-parking situation.

Passage Time
Description: This entry specifies the maximum amount of time one vehicle actuation can extend the
green interval when green is displayed. It is input for each non-coordinated signal phase. It is also
referred to as vehicle interval, extension interval, extension, or unit extension. The passage timer starts to
time from the instant the vehicle actuation is removed. A subsequent actuation will reset the passage
timer. When the passage timer reaches the passage time setting and there is an actuation on a
conflicting phase, the phase will terminate by gap out. Passage time values are typically chosen based
on consideration of detection zone length, detection zone location (relative to the stop line), number of
lanes served by the phase, and vehicle speed. Longer passage times are often used with shorter
detection zones, greater distance between the zone and stop line, fewer lanes, and slower speeds. The
objective when determining the passage time value is to make it large enough to ensure that all queued
vehicles are served but to not make it so large that it extends for randomly arriving traffic. On high-speed
approaches, this objective is broadened to include not making the passage time so large that the phase
frequently extends to its maximum setting (i.e., maxes-out) such that safe phase termination is
compromised.
Impact on model results: Passage time is used to compute maximum allowable headways (MAH) for
each actuated movement. MAH impacts many aspects of the overall model; including actuated phase
times, and control delays.

Passenger Load Factor (multimodal)

Description: This entry specifies the number of passengers occupying the transit vehicle divided by the
number of seats on the vehicle. If the number of passengers equals the number of seats, then the load
factor equals 1.0. This factor should be measured in the field or obtained from the agency serving the
transit route. It is an average value for all of the scheduled fixed route transit vehicles that travel along
the segment during the analysis period.
Impact on model results: Passenger load factor is used to compute the perceived travel time rate.

Pavement Condition Rating (multimodal)

Description: This entry, which ranges from 0.0 to 5.0, describes the road surface in terms of ride quality
and surface defects. PCR values of 4.0 or higher imply new or nearly new superior pavement; free of

50 • Glossary of Terms Urban Streets Users Guide

cracks and/or patches, and allowing a good ride. PCR values of 1.0 or lower imply distress over at least
75% of the surface; with large potholes and/or deep cracks, and an uncomfortable ride.
Impact on model results: Pavement condition rating affects the bicycle level of service score for the
“link”.

Peak-Hour Factor
Description: This entry specifies the proportion of peak-hour volume occurring in the peak 15 minutes.
Peak 15-minute volume is computed as the hourly volume divided by four times the PHF.
Impact on model results: The PHF (when lower than 1.0) simply factors up the associated movement
volume, to reflect increased flow rates during the peak 15-minute period.

Pedestrian Free-Flow Speed (multimodal)

Description: This entry specifies the average desired walking speed of all pedestrians on this particular
sidewalk.
Impact on model results: The (average) free-flow walk speed is used to compute the (average) actual
walk speed. Increasing two-way pedestrian volumes cause actual walk speeds to become increasingly
lower than free-flow walk speeds. Decreasing effective sidewalk widths cause actual walk speeds to
become increasingly lower than free-flow walk speeds.

Pedestrian Signal Head (multimodal)

Description: The presence of a pedestrian signal head influences pedestrian crossing behavior. If a
pedestrian signal head is provided, then pedestrians are assumed to use the crosswalk during the WALK
and flashing DON’T WALK indications. If no pedestrian signal heads are provided, then pedestrians will
cross during the green indication provided to vehicular traffic.
Impact on model results: The presence of a pedestrian signal head affects the effective walk time for
all phases.

Pedestrian Waiting Delay (multimodal)

Description: This entry specifies the delay incurred when pedestrians wait at an uncontrolled crossing
location, if this type of crossing is legal.
Impact on model results: Pedestrian waiting delay affects the roadway crossing difficulty factor.

Pedestrians per Hour

Description: This entry specifies the number of pedestrians traveling in the crosswalk that is crossed by
vehicles turning right from the subject approach during the analysis period. For example, the pedestrian
flow rate for the westbound approach would describe the pedestrian flow in the crosswalk on the north
leg. The count is divided by the analysis period duration to yield an hourly flow rate.
Impact on model results: Non-zero pedestrians per hour decrease the saturation flow rate for
associated movements, resulting in higher delays, travel times, queues, etc.

Percent Grade
Description: Approach grade defines the average grade along the approach, as measured along a line
parallel to the direction of travel and from the stop line to a point 100 feet upstream of the stop line. An
uphill condition has a positive grade, and a downhill condition has a negative grade.

Urban Streets Users Guide Glossary of Terms • 51

Impact on model results: Upgrades (above zero) decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc. Downgrades (below zero) increase the
saturation flow rate for associated movements, resulting in lower delays, travel times, queues, etc.

Percent Trucks
Description: This entry specifies the percentage of trucks (heavy vehicles) in the traffic stream for each
movement. A heavy vehicle is defined as any vehicle with more than four tires touching the pavement.
Local buses that stop near the intersection (as defined in a subsequent section) are not included in the
count of heavy vehicles. The percentage of heavy vehicles represents the number of heavy vehicles that
arrive during the analysis period divided by the total vehicle count for the same period. This percentage
is provided for each intersection traffic movement; however, one representative value for all movements
may be used for a planning analysis.
Impact on model results: Non-zero truck percentages decrease the saturation flow rate for the
associated movement, resulting in higher delays, travel times, queues, etc. For the multimodal (bicycles)
procedure, truck percentages are used to compute the motorized vehicle speed adjustment factor.

Percent Turns in Shared Lane

Description: These entries specify the percentage of left-turn or right-turn vehicles using the shared lane
instead of the exclusive lane. These entries are only applicable to shared-plus-exclusive lane
configurations.
Impact on model results: The vehicular demands affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Percent Unopposed Left Turns

Description: Because the HCM 2010 procedures do not explicitly support unopposed major-street left
turns on a one-way street, these conditions can be approximated by adding left-turn volume into the thru
volume. However, when doing this, saturation flow rates must also be adjusted to account for left turns in
the traffic stream. This entry allows the user to specify the percentage of major-street left turns within the
thru movement, which can then automatically adjust saturation flow rates for the thru movement. This
entry is not applicable for minor side streets, and is not applicable for two-way major streets. This entry is
also not applicable for one-way major streets on which left turns do not exist.
Impact on model results: The percentage of unopposed left turns is used as a multiplier for the left-turn
equivalency, which defaults to 1.05. For example, thru movement saturation flow rate would be reduced
by 2.5% if the percent unopposed left turns were coded as 50%. Similarly, thru movement saturation flow
rate would be reduced by 0.5% if the percent unopposed left turns were coded as 10%.

Period Dropdown
Description: The time period dropdown control allows the user to switch between active time periods for
editing input data, and for viewing reports.
Impact on model results: None

Permitted Left-Turn Flow (multimodal)

Description: This entry specifies the count of vehicles that turn left permissively. A permitted left-turn
movement can occur with either the permitted or the protected-permitted left-turn mode. For left-turn
movements served by the permitted mode, the permitted left-turn flow rate is equal to the left-turn
demand flow rate. For left-turn movements served by the protected-permitted mode, the permitted left-
turn flow rate should be measured in the field because its value is influenced by many factors.

52 • Glossary of Terms Urban Streets Users Guide

Impact on model results: Permitted left-turn flow affects the effective available crosswalk time-space,
and the motorized vehicle volume adjustment factor.

Phase 2 Direction
Description: This entry specifies the direction of "phase 2" in the timing plan. The phase 2 direction
does not need to be identical to the urban street forward direction. However, if the urban street forward
direction is eastbound or westbound, the phase 2 direction must either be eastbound or westbound. If the
urban street forward direction is northbound or southbound, the phase 2 direction must either be
northbound or southbound.
Impact on model results: Reversing the phase 2 direction would cause input controller settings for
phases 1, 2, 5, and 6 to apply to the opposite direction.

Phase 4 Direction
Description: This entry specifies the direction of "phase 4" in the timing plan. The phase 4 direction
must be perpendicular to the urban street forward direction.
Impact on model results: Reversing the phase 4 direction would cause input controller settings for
phases 3, 4, 7, and 8 to apply to the opposite direction.

Phase Movement
Description: This entry specifies which movements are active during the given signal phase.
Impact on model results: Left-turns are typically active during the odd-numbered signal phases. Right-
turns and through movements are typically active during even-numbered signal phases. The main
exception to this is protected-permissive or permissive-only left-turn phasing, in which left-turners are
activated (allowed to search for gaps in opposing traffic) during even-numbered phases. Protected-
permissive left-turn phasing is known to allow for lower delays experienced by left-turning vehicles
(assuming sufficiently low opposing traffic volumes), when compared to protected-only left-turn phasing.
However, timing plans allowing permissive left-turners are also known to increase the probability of traffic
accidents under certain conditions, when compared to protected-only left-turn phasing.

Phase Split
Description: This entry specifies a “split” time provided for each non-coordinated phase. A phase split
represents the sum of the green, yellow change, and red clearance intervals for the phase. The rationale
for determining the appropriate green interval duration varies among agencies; however, it is often
equated to the optimum fixed green duration that is obtained from a signal timing optimization software
program. The phase split for each phase in a concurrent pair (i.e., 1 and 5, 3 and 7, 4 and 8) is not
required to be equal in most modern controllers; however, it is typically set at the same value. It is
assumed in this procedure that each phase in the pair has the same split value (split values may vary
among pairs).
Impact on model results: The amount of available green time impacts most aspects of the overall
model; including queue lengths, stops, and control delays.

Phasing Sequence Optimization Flag

Description: This entry specifies whether or not (lead-lag) phasing sequences are to be optimized in a
signal timing optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Urban Streets Users Guide Glossary of Terms • 53

Phasing View
The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through
8), also known as “Quick Phases”. Green, yellow, and all-red clearance times may be entered in the
group box labeled “Timing”. After the signal phasing and timing are entered a sequential phasing
diagram (labeled “Phasing View”) will display the overall timing plan in an equivalent “single-ring” format.
The HCM2010 procedure to calculate the average duration of an actuated phase generates the green
times in the Phasing View. This procedure is used for estimating the average phase duration for an
intersection that is operating with actuated control. Where appropriate, the description is extended to
include techniques for estimating the duration of non coordinated and coordinated phases. A series of
calculations (Volume Computations; Queue Accumulation Polygon; Maximum Allowable Headway;
Equivalent Maximum Green; Average Phase Duration; and Probability of Max Out) is completed in
sequence as defined in HCM2010 Chapter 31 to obtain estimates of average phase duration and the
probability of phase termination by extension to its maximum green limit
Increasing the “Number of Calculation Iterations” (the default value is 15 iterations) may improve the
accuracy of phase time estimation under complex conditions, but may increase the amount of time
required for re-calculation. For pre-timed signals (“Recall Mode” set equal to “Max” for each phase),
phase durations will usually reflect user-specified maximum green times if the number of iterations is high
enough. Alternatively, phase durations may be taken directly from user-entered data, by turning on the
checkbox called “Field-Measured Phase Times”.

Platoon Dispersion Factor

Description: This entry specifies the calibration factor for platoon dispersion.
Impact on model results: Platoon dispersion affects the proportion of arrivals on green. This impacts
many aspects of the overall model; including queue service times, actuated phase times, and control
delays.

Population Size
Description: This entry specifies the (genetic algorithm) population size in a signal timing optimization
run. The population size is the number of individuals within each generation. For example, if 200
generations of optimization were performed with a population size of 10, this would result in a total of
2000 model runs. Lower population sizes sometimes allow for faster program running times on the
computer, but higher population sizes may facilitate genetic diversity and faster optimization of certain
networks. If the optimization process is converging too quickly, or if the user wishes to examine a wider
range of timing plan possibilities, then increasing the population size may be helpful. If the optimization
process is not converging quickly enough, or if the user wishes to acquire a reasonable and effective local
optimum solution, then decreasing the population size may be helpful.

Impact on model results: This entry is only applicable to optimization runs.

Presence of Continuous Barrier (multimodal)

Description: This entry specifies presence of any continuous barrier (at least 3 feet high) located
between the sidewalk and the outside edge of roadway.
Impact on model results: Continuous barrier presence affects the buffer area coefficient, which in turn
affects the cross section width adjustment factor.

Presence of Curb (multimodal)

Description: This entry specifies whether a curb is present next to the paved outside shoulder on the
subject approach.

54 • Glossary of Terms Urban Streets Users Guide

Impact on model results: Curb presence affects the adjusted width of paved outside shoulder, which in
turn affects the cross section width adjustment factor.

Presence of Sidewalk (multimodal)

Description: This entry specifies whether a sidewalk is present along the subject segment. A sidewalk
is a paved walkway that is provided at the side of the roadway. It is assumed that pedestrians will walk in
the street if a sidewalk is not present.
Impact on model results: Sidewalk presence affects the adjusted available sidewalk width, which in
turn affects the pedestrian LOS score.

Project Description
Description: This entry documents the analysis with information for identification purposes.
Impact on model results: None

Proportion of On-Street Parking Occupied (multimodal)

Description: This entry specifies the proportion of the intersection’s right-side curb line that has parked
vehicles present during the analysis period. It is based on a zone that extends from a point 250 feet
upstream of the intersection to the intersection, and a second zone that extends from the intersection to a
point 250 feet downstream of the intersection. If parking is not allowed in these two zones, then this
proportion equals 0.0.
Impact on model results: The proportion of on-street parking affects the cross section width adjustment
factor.

Proportion of Pedestrians who Push Button

Description: This entry specifies the proportion of pedestrians who will push the intersection crossing
button for service.
Impact on model results: The pedestrian calling rate is used to compute the probability of a phase call.
This in turn potentially affects actuated phase times and control delays for all movements.

Queue Length Percentile

Description: This entry specifies the probability that a computed queue length will not be exceeded
during any one signal cycle.
Impact on model results: Queue length percentile affects the back-of-queue adjustment factor; which in
turn affects queue storage ratio, uniform queue length, and incremental queue length.

Quick Jump
Description: The Quick Jump combo box allows the user to jump to certain sections of the Classic Mode
user-interface screen.
Impact on model results: None

Quick Lanes
Description: Quick Lanes provides a graphical data entry mechanism for specifying lane configuration.
Lane use combinations can be selected by clicking on the appropriate arrows to place them on the central

Urban Streets Users Guide Glossary of Terms • 55

diagram for each approach. To remove a selected arrow combination, simply click on the white arrow on
the approach itself.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

Quick Phases
The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through
8), also known as “Quick Phases”. Only the left-turn phasing needs to be specified, because thru
movements and right-turn movements are automatically added to the phasing sequence as a function of
laneage. The dual-ring phasing diagram contains logic to prevent invalid phasing sequences from being
entered, given the available laneage. Left-turn movements in odd-numbered phases are used to reflect
protected left-turns (i.e., “green arrow”), whereas left-turn movements in even-numbered phases are used
to reflect permitted left-turns (i.e., “green ball”). When exclusive right-turn lanes exist, shielded right-turns
may be added by clicking twice on the corresponding odd-numbered phase. Green, yellow, and all-red
clearance times may be entered in the group box labeled “Timing”. After the signal phasing and timing
are entered a sequential phasing diagram (labeled “Phasing View”) will display the overall timing plan in
an equivalent “single-ring” format.

Random Number Seed

Description: This entry specifies the (genetic algorithm) random number seed in a signal timing
optimization run. Crossover, mutation, and the competition between individuals involve a certain degree
of randomization. If the random number seed value is left unchanged by the analyst, multiple runs with
the same input data should always generate the same optimal design. If the random number seed is
changed by the analyst, this may change the amount of time required to locate the optimal solution.
Given the necessary G.A. parameter values (i.e., a high maximum number of iterations together with a
low convergence threshold), the algorithm is designed to converge on the (one and only) global optimum
solution. In order to obtain internal processes that are truly "mathematically random", it is recommended
that the random number seed value should end in a '1', '3', '7', or '9'.

Impact on model results: This entry is only applicable to optimization runs.

Ratio of Average Speed to Free Flow Speed

Description: This entry specifies the assumed ratio of the posted speed limit to the free-flow speed.
Impact on model results: Within the computational procedure, speed limits are first converted to free-
flow speeds (AverageSpeedtoFFSRatio = 0.90 by default) for each movement. Next, the free-flow
speeds are then used to compute maximum allowable headways (MAH) for each actuated movement.
MAH impacts many aspects of the overall model; including actuated phase times, and control delays.
Speed limits are also used to compute accel-decel delays, which affect the computation of uniform stops
and uniform queue.

Recall Mode
Description: This entry specifies whether or not the controller will automatically place a call for a
specified phase each time the controller is servicing a conflicting phase. When “no recall” is entered,
phases are eligible to be skipped in the absence of vehicular demand. Otherwise, there are three types
of recalls: minimum recall, maximum recall, and pedestrian recall. Invoking minimum recall causes the
controller to place a continuous call for vehicle service on the phase, and then service the phase until its
minimum green interval times out. The phase can be extended if actuations are received. Invoking
maximum recall causes the controller to place a continuous call for vehicle service on the phase. It
results in the presentation of the green indication for its maximum duration every cycle. Using maximum

56 • Glossary of Terms Urban Streets Users Guide

recall on all phases yields an equivalent pre-timed operation. Invoking pedestrian recall causes the
controller to place a continuous call for pedestrian service on the phase and then service the phase for at
least an amount of time equal to its walk and pedestrian clear intervals (more if vehicle detections are
received). Pedestrian recall is used for phases that have a high probability of pedestrian demand every
cycle and no pedestrian detection.
Impact on model results: Recall mode affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Minimum green time
may also affect the probability of traffic accidents under certain conditions.

Red Time
Description: This entry specifies the all-red clearance interval duration displayed by the signal for the
given phase.
Impact on model results: Red time affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Red time may also
affect the probability of traffic accidents under certain conditions.

Re-Entry Delay (multimodal)

Description: This entry specifies the time (in seconds) a transit vehicle spends waiting for a gap to re-
enter the adjacent traffic stream. Re-entry delay is zero at on-line stops.
Impact on model results: Re-entry delay is used to compute the overall delay due to a transit stop.

Reference Phase
Description: For uncoordinated (chapter 18) operations, the reference phase is not used. For
coordinated (chapter 17) operations, this entry specifies the coordinated phase number (must be either 2
or 6) to which the offset is referenced.
Impact on model results: Changing the reference phase number would potentially shift the window of
major street green time to a different part of the cycle, possibly changing the proportion of arrivals on
green for one or more movements. The proportion of arrivals on green impacts many aspects of the
overall model; including queue service times, actuated phase times, and control delays.

Reference Point
Description: For uncoordinated (chapter 18) operations, the reference point is not used. For
coordinated (chapter 17) operations, this entry specifies the location (beginning of green or end of green)
to which the offset is referenced.
Impact on model results: Changing the reference point would potentially shift the window of major
street green time to a different part of the cycle, possibly changing the proportion of arrivals on green for
one or more movements. The proportion of arrivals on green impacts many aspects of the overall model;
including queue service times, actuated phase times, and control delays.

Rest in Walk Enabled (multimodal)

Description: A phase with the rest-in-walk mode enabled will dwell in walk as long as there are no
conflicting calls. When a conflicting call is received, the pedestrian clear interval will time to its setting
value before ending the phase. This mode can be enabled for any actuated phase. Signals that operate
with coordinated-actuated operation may be set to use a coordination mode that enables the rest-in-walk
mode. Typically, the rest-in-walk mode is not enabled. In this case, the walk and pedestrian clear

Urban Streets Users Guide Glossary of Terms • 57

intervals each time to their respective setting values, and then the pedestrian signal indication dwells in a
steady DON’T WALK indication until a conflicting call is received.
Impact on model results: Rest-in-walk affects the effective walk time for actuated phases.

Reverse Segment Length

Description: This entry specifies distance from the subject intersection to the next downstream
intersection, typically in the "phase 6" direction of travel.
Impact on model results: The reverse segment length impacts many aspects of the overall model;
including the proportion of vehicles arriving on green, time until onset of queue spillback, and travel time.

Reverse Weighting
Description: This entry specifies the reverse arterial weighting in a signal timing optimization run. For
example, if “Travel Time” were chosen as the objective function, and if “Both Major Street Directions”
were chosen as the objective function direction, the optimization process would attempt to find a timing
plan that would minimize travel times that were multiplied by the forward and reverse weighting factors.
This entry has no effect on the approach-specific objective functions (approach stops, approach delay).

Impact on model results: This entry is only applicable to optimization runs.

Right Turn Equivalency

Description: This entry specifies the ratio of through to right-turn saturation flow rate, at signalized
intersections.
Impact on model results: Right turn equivalency affects the distribution of saturation flow rates among
lanes, which in turn affects many aspects of the overall model. Right turn equivalency also affects the
computation of maximum allowable headways (MAH) for each actuated movement, which impacts
actuated phase times.

Right Turn Radius

Description: If this intersection has been flagged as an interchange intersection, this entry specifies the
physical turn radius (typical value = 32 feet) of a right-turning vehicle.
Impact on model results: Right-turn radius is used to adjust the right-turn equivalency factor, which in
turn adjusts saturation flow rates throughout the model.

Right Turns on Red

Description: This entry specifies the count of vehicles that turn right at the intersection when the signal
indication is red, divided by the analysis period duration. It is expressed as an hourly flow rate, but may
represent a time period shorter than one hour. It is difficult to predict the right-turn-on-red (RTOR) flow
rate because it is based on many factors that vary widely from intersection to intersection. These factors
include approach lane allocation (shared or exclusive right-turn lane), right-turn flow rate, sight distance
available to right-turning drivers, volume-to-capacity ratio for conflicting movements, arrival patterns
during the signal cycle, left-turn signal phasing on the conflicting street, and conflicts with pedestrians.
Given the difficulty of estimating the RTOR flow rate, it is recommended that this flow rate be measured in
the field whenever possible. If the analysis is dealing with future conditions or if the RTOR flow rate is not
known from field data, then the RTOR flow rate for each right-turn movement can be assumed to equal 0
veh/h. This is a conservative assumption because it may indicate a slightly longer delay than may
actually be incurred.

58 • Glossary of Terms Urban Streets Users Guide

Impact on model results: The coded value is subtracted from the right-turn demand before the adjusted
flow rate is computed.

Saturation Flow Rate

Description: This value specifies the maximum steady flow rate at which previously stopped passenger
cars can cross the stop line of a signalized intersection under typical conditions, assuming that the green
signal is available and no lost times are experienced.

Segment Dropdown
Description: The segment dropdown control allows the user to switch between active segments for
editing input data, and for viewing reports.
Impact on model results: None

Segment Length
Description: This entry specifies length of the active segment, which is indicated by the segment
dropdown. Segments are only relevant when there is more than one intersection within the analysis.
Impact on model results: Segment lengths are used in the computation of travel speeds and vehicle
delays.

Segment Length with Non-Restrictive Median

Description: This entry specifies the amount of segment length that contains a non-restrictive median.
Impact on model results: Segment median lengths are used in the computation of segment free-flow
speeds, which in turn affect the proportion of vehicle arrivals on green.

Segment Length with Restrictive Median

Description: This entry specifies the amount of segment length that contains a restrictive median.
Impact on model results: Segment median lengths are used in the computation of segment free-flow
speeds; which in turn affect segment running times, and the proportion of vehicle arrivals on green.

Segment Name
Description: This entry documents the name of the segment being analyzed. These names can then be
viewed within output reports, and within Quick Animation.
Impact on model results: None

Segment Number of Access Points on Right

Description: This entry specifies the number of access points on the right-hand side of the segment.
Unlike the “active” access points for which volumes, laneage, and locations are coded, this total number
of access points may also include “non-active” access points (serving fewer than 10 vehicles per hour).
Impact on model results: The total number of access points is used in the computation of segment
free-flow speeds; which in turn affect segment running times, and the proportion of vehicle arrivals on
green.

Urban Streets Users Guide Glossary of Terms • 59

Segment “Other” Delays
Description: This entry specifies the average extra vehicle delay caused by “other” mid-segment
sources, such as parking.
Impact on model results: This entry is used to compute segment running times, and the proportion of
vehicle arrivals on green.

Segment Width of Intersection

Description: This entry specifies the width of the upstream intersection.
Impact on model results: Intersection width is used in the computation of segment free-flow speed;
which in turn affect segment running times, and the proportion of vehicle arrivals on green.

Shared Lanes
Description: This entry specifies the existence of shared left-turn lanes and shared right-turn lanes.
Impact on model results: Approach lane configuration affects the adjusted volumes and saturation flow
rates, thus having a fundamental impact on all aspects of the computational procedure. When analyzing
“shared-plus-exclusive” configurations, the “Percent Turns in Shared Lane” input parameter is used to
specify a percentage of left-turn or right-turn vehicles using the shared lane.

Sidewalk Length Adjacent to Building (multimodal)

Description: This entry specifies the proportion of sidewalk length adjacent to a building face.
Impact on model results: This proportion is used to calculate the effective sidewalk width.

Sidewalk Length Adjacent to Fence (multimodal)

Description: This entry specifies the proportion of sidewalk length adjacent to a fence or low wall.
Impact on model results: This proportion is used to calculate the effective sidewalk width.

Sidewalk Length Adjacent to Window (multimodal)

Description: This entry specifies the proportion of sidewalk length adjacent to a window display.
Impact on model results: This proportion is used to calculate the effective sidewalk width.

Simultaneous Gap Out

Description: This entry specifies the manner in which phases are terminated before the barrier can be
crossed to serve a conflicting call. Depending on the operating circumstances, this mode can be enabled
or disabled. It is a phase-specific setting; however, it is typically set the same for all phases that serve
the same street. Simultaneous gap-out dictates controller operation when a barrier must be crossed to
serve the next call and one phase is active in each ring. If simultaneous gap-out is enabled, it requires
that both phases reach a point of being committed to terminate (via gap out, max out, or force-off) at the
same time. If one phase is able to terminate because it has gapped out, but the other phase is not able
to terminate, then the gapped-out phase will reset its extension timer and restart the process of timing
down to gap-out. If the simultaneous gap-out feature is disabled, then each phase can reach a point of
termination independently. In this situation, the first phase to commit to termination maintains its active
status while waiting for the other phase to commit to termination. Regardless of which mode is in effect,
the barrier is not crossed until both phases are committed to terminate.

60 • Glossary of Terms Urban Streets Users Guide

Impact on model results: The simultaneous gap-out mode is considered when computing maximum
allowable headways (MAH) for each actuated movement. MAH impacts many aspects of the overall
model; including actuated phase times, and control delays.

Sneakers
Description: This entry specifies the number of left-turns completed at the end of a permissive period.
Impact on model results: Sneakers affect the capacity of left-turn movements operating under
protected-permissive or permissive-only phasing. Left-turn capacity then affects queue length and control
delay for the left-turn movement.

Speed Limit
Description: This entry specifies the posted speed limit applicable to each movement. Speed is used in
the methodology to estimate the maximum allowable headway of the arriving traffic stream. Speed limit is
highly correlated with the environmental and geometric factors that have a direct influence on driver
speed choice. As such, it represents a single input variable that is highly correlated with operating speed
and is used as a convenient way to limit the need for numerous environmental and geometric input data
to estimate operating speed. The convenience of using speed limit as an input variable comes with a
caution - the analyst must not infer a cause-and-effect relationship between the input speed limit and the
estimated performance measures. More specifically, the computed change in performance resulting from
a change in the input speed limit is not likely to be indicative of performance changes that will actually be
realized. Research indicates that a change in speed limit has a proportionally smaller effect on the actual
operating speed. The methodology is based on the assumption that the posted speed limit is: (1)
consistent with that found on other streets in the vicinity of the subject intersection and (2) consistent with
agency policy regarding specification of speed limits. If it is known that the posted speed limit does not
satisfy these assumptions, then the speed limit value that is input to the procedure should be adjusted
such that it is consistent with the assumptions.
Impact on model results: Within the computational procedure, speed limits are first converted to free-
flow speeds (AverageSpeedtoFFSRatio = 0.90 by default) for each movement. Next, the free-flow
speeds are then used to compute maximum allowable headways (MAH) for each actuated movement.
MAH impacts many aspects of the overall model; including actuated phase times, and control delays.
Speed limits are also used to compute accel-decel delays, which affect the computation of uniform stops
and uniform queue.

Split Optimization Flag

Description: This entry specifies whether or not phase splits are to be optimized in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Split Phase
Description: This entry specifies whether or not the split phasing is in effect for phases 4 and 8,
meaning that phases 4 and 8 occur sequentially instead of concurrently. Split phasing is generally not
used on the major street (phases 2 and 6). Split phasing is commonly used to reduce the probability of
accidents at intersections with sight distance problems.
Impact on model results: Changing the minor street phasing sequence (via Split Phase) could affect
the times during which cross street vehicles are released on to the major street, affecting the proportion of
arrivals on green. The proportion of arrivals on green impacts many aspects of the overall model;
including queue service times, actuated phase times, and control delays. To the extent that split phasing
is used in lieu of standard phasing, it will typically increase queue lengths and control delays at the

Urban Streets Users Guide Glossary of Terms • 61

subject intersection. However, this is sometimes seen as an acceptable price to pay for reducing the
probability of accidents (at intersections with sight distance problems).

Start Time
Description: This entry specifies the clock time (hh:mm) at the beginning of the analysis period. For
example, 17:00 could be used to indicate the beginning of the 5:00 PM peak hour. Start times are listed
at the top of the formatted reports.
Impact on model results: None

Start-Up Lost Time

Description: This entry specifies the additional time consumed by the first few vehicles in a queue at a
signalized intersection, above and beyond the saturation headway, because of the need to react to the
initiation of the green phase (and to accelerate).
Impact on model results: Start-up lost times affect the calculation of actuated phase times and queue
service times.

Stop Speed
Description: This entry specifies the speed below which a vehicle is said to be stopped.
Impact on model results: Stop speed affects the calculation of accel-decel delays, which in turn affect
the computation of uniform stops and uniform queue.

Stops with Benches (multimodal)

Description: This entry specifies the proportion of transit stops that provide benches to sit on. A shelter
with a bench is counted twice, once as a shelter and a second time as a bench.
Impact on model results: The proportion of transit stops with benches is used to compute the perceived
travel time rate.

Stops with Shelters (multimodal)

Description: This entry specifies the proportion of transit stops that provide a structure with a roof and
three enclosed sides that protect occupants from wind, rain, and sun. A shelter with a bench is counted
twice, once as a shelter and a second time as a bench.
Impact on model results: The proportion of sheltered transit stops is used to compute the perceived
travel time rate.

Stored Heavy Vehicle Length

Description: This entry specifies the lane length occupied by a queued heavy vehicle.
Impact on model results: Stored heavy vehicle length affects the computation of queue storage ratio.

Stored Vehicle Length

Description: This entry specifies the lane length occupied by a queued vehicle.
Impact on model results: Stored vehicle length is considered when estimating the amount of time until
onset of queue spillback. Stored vehicle length also affects access point operations.

62 • Glossary of Terms Urban Streets Users Guide

System Cycle Length
Description: This entry specifies the background cycle length applicable to the urban street system.
The cycle length represents the total time for a signal to complete one cycle.
Impact on model results: For uncoordinated (chapter 18) operations, the cycle length input data entry
is not used; instead, the cycle length is automatically recomputed by the procedure. For coordinated
(chapter 17) operations, the cycle length applies to all intersections, and will not be recomputed by the
procedure. The cycle length affects most aspects of the overall model; including control delay, queue
lengths, and travel time.

Total Number of Access Points (multimodal)

Description: This entry specifies the number of access point approaches on the right side in the subject
direction of travel.
Impact on model results: The total number of access points affects the bicycle LOS score for the
segment.

Total Walkway Width (multimodal)

Description: The total walkway width is measured from the outside edge of the road pavement (or face
of curb, if present) to the far edge of the sidewalk (as sometimes delineated by building face, fence, or
landscaping).
Impact on model results: Total walkway width is used to compute the effective sidewalk width.

Transit Frequency (multimodal)

Description: This entry specifies the count of scheduled fixed route transit vehicles that stop on or near
the segment during the analysis period. Scheduled transit vehicles can be considered “local” or
“nonlocal.” Local transit vehicles make regular stops along the street (typically every 0.25 miles or less);
although they do not necessarily stop within the analysis segment when segment lengths are short, or
when stops alternate between the near and far sides of boundary intersections. They are always
counted, regardless of whether they stop within the subject segment. Non-local transit vehicles operate
on routes with longer stop spacing than local routes (e.g., limited-stop, bus rapid transit, or express
routes). They are only counted when they stop within the subject segment.
Impact on model results: Transit frequency is used to compute the transit wait-ride score.

Transit Stop Near Side (multimodal)

Description: This entry specifies whether a transit stop is located on the near side of a boundary
intersection or elsewhere. A portion of the time required to serve a near-side transit stop at a boundary
intersection may overlap with the control delay incurred at the intersection.
Impact on model results: Transit stop location is used to compute the transit stop delay due to
acceleration and deceleration.

Transit Stop On-Line (multimodal)

Description: This entry specifies whether a transit stop is on-line, where the bus stops entirely or mostly
in the travel lane and does not have to yield to other vehicles upon exiting the stop, or off-line, where the
bus pulls out of the travel lane to serve the stop and may have to yield to other vehicles upon exiting.
Impact on model results: Transit stop position is used to compute the delay due to a transit stop.

Urban Streets Users Guide Glossary of Terms • 63

Turn Bay Length and Segment Length
Description: For left-turns and right-turns this entry specifies turn pocket lengths for each approach. For
through movements this entry specifies segment lengths for each approach. Turn bay length represents
the length of the bay for which the lanes have full width and in which queued vehicles can be stored. The
turn bay length does not include the bay taper. Bay length is measured parallel to the roadway
centerline. If a two-way left-turn lane is provided for left-turning vehicle storage and adjacent access
points exist, then the bay length entered should represent the “effective” storage length available to the
subject left-turn movement. The effective length must consider adjacent access points and their
associated left-turn vehicles, which may also store in the two-way left-turn lane.
Impact on model results: Turn bay lengths and segment lengths affect the "queue storage ratio" output,
and the time until onset of queue spillback.

Two-Way Pedestrian Volume (multimodal)

Description: This entry specifies total pedestrian volume traveling along the urban street segment,
between boundary intersections.
Impact on model results: Two-way pedestrian volume affects the pedestrian flow per unit width of
sidewalk.

Uncoordinated Flag
Description: If an intersection is flagged as uncoordinated, it will be analyzed in accordance with
chapter 18 (signalized intersections) procedures. If an intersection is flagged as coordinated, it will be
analyzed in accordance with chapter 17 (urban streets) procedures.
Impact on model results: For uncoordinated (chapter 18) operations, each intersection is analyzed
independently of all other intersections, and the cycle length is variable. For coordinated (chapter 17)
operations, each intersection is potentially affected by the operation of nearby intersections, and the cycle
length is constant.

Upstream Filtering Adjustment Factor

Description: This entry accounts for the effect of “filtered” arrivals from upstream signals on delay. In
other words, the upstream filtering adjustment factor (I) reflects the way that an upstream signal
decreases the variance in the number of arrivals per cycle at the subject intersection. The decrease in
variance can reduce cycle failure frequency and resulting delay. The filtering adjustment factor varies in
value from 0.09 to 1.0. A value of 1.0 is appropriate for an isolated intersection (i.e., one that is at least
one mile from the nearest upstream signalized intersection). A value of less than 1.0 is appropriate for
non-isolated intersections. The equation I = 1.0 - 0.91Xu^2.68 is used to compute I for non-isolated
intersections. The variable Xu is computed as the weighted volume-to-capacity ratio of all upstream
movements contributing to volume in the subject movement group. This ratio is computed as a weighted
average with the volume-to-capacity ratio of each contributing upstream movement weighted by its
discharge volume. The procedure automatically performs this calculation for internal movements with an
upstream signal. If desired the user may override the computed value with their own entered value, or
restore the computed value by blanking out the input field. For planning and preliminary design analyses,
Xu can be approximated as the weighted volume-to-capacity ratio of the movement groups serving
through movements at the upstream signalized intersection. Note: The adjacent button will open a file
dialog screen to identify the Signals file for the upstream signal. If a file is selected, the appropriate
volume-to-capacity ratios will be averaged as described above and the I-factor computed automatically.
Impact on model results: The upstream filtering adjustment factor (also known as the I-factor) is used
in the calculation of incremental delay, incremental queue, and incremental stops. Note: Since flow rates
and signal timing can affect the volume-to-capacity ratio of the upstream signal due to changes in the flow

64 • Glossary of Terms Urban Streets Users Guide

profile, changes to these values in the subject intersection can cause the I-factor to change in the subject
intersection.

Urban Street
Description: This entry is used to document the name of the urban street.
Impact on model results: None

Urban Street Forward Direction

Description: This entry typically specifies the direction of "phase 2" in the timing plan.
Impact on model results: Reversing the urban street forward direction could cause forward direction
segment-specific MOEs (e.g., running speed, travel time) to be reported for the reverse direction, and
vice-versa.

Walk plus Pedestrian Clear Setting

Description: The walk interval is intended to give pedestrians adequate time to perceive the WALK
indication and depart the curb before the pedestrian change interval begins. The walk setting is typically
7 seconds, or more, for an actuated or a non-actuated coordinated phase. Longer walk durations should
be considered in school zones and areas with large numbers of elderly pedestrians. It is assumed that
the rest-in-Walk mode is not enabled for actuated phases and non-coordinated phases. For a pre-timed
phase, the walk interval is often set at a value equal to the green interval duration less the pedestrian
clear setting (provided that it exceeds the minimum time need for pedestrian perception and reaction).
For a coordinated phase, the controller is sometimes set to use a coordination mode that extends the
walk interval for most of the green interval duration. This functionality is not explicitly modeled in the
automobile methodology but it can be approximated by setting the walk interval to a value equal to the
phase split less the pedestrian clear setting and less the change period (i.e., the yellow change interval
plus the red clearance interval). If the walk and pedestrian clear settings are provided for a phase, then it
is assumed that a pedestrian signal head is also provided. If these settings are not used, then it is
assumed that any pedestrian accommodation needed is provided in the minimum green setting. The
pedestrian clear interval (also referred to as the pedestrian change interval) is intended to provide time for
pedestrians that depart the curb during the WALK indication to reach the opposite curb (or the median).
Some agencies set the pedestrian clear equal to the “crossing time,” where crossing time equals the
curb-to-curb crossing distance divided by the pedestrian walking speed of 3.5 ft/s. Other agencies set the
pedestrian clear equal to the crossing time less the change period. This choice is dependent on agency
policy. A flashing DON’T WALK indication is displayed during this interval.
Impact on model results: The Walk + PC interval is used to compute the probability of a phase call.
This in turn potentially affects actuated phase times and control delays for all movements.

Walkway Width (multimodal)

Description: The total walkway width is measured from the outside edge of the road pavement (or face
of curb, if present) to the far edge of the sidewalk (as sometimes delineated by building face, fence, or
landscaping).
Impact on model results: Walkway width affects the available corner time-space.

Yellow Time
Description: This entry specifies the yellow (or amber) change interval duration displayed by the signal
for the given phase.

Urban Streets Users Guide Glossary of Terms • 65

Impact on model results: Yellow time affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Yellow time may also
affect the probability of traffic accidents under certain conditions.

66 • Glossary of Terms Urban Streets Users Guide

 C
Circulating Pedestrian Volume (multimodal) 35
Clear 35
Convergence Threshold 35

Index Corner Radius (multimodal) 35

Critical Left Turn Gap Time 35
Critical Merge Gap 36
Crossover Probability 36
Crosswalk Closed (multimodal) 36
Crosswalk Length (multimodal) 36
Crosswalk Width (multimodal) 36
Curb-to-Curb Street Width (multimodal) 37
Cycle Length Increment 37
Cycle Length Optimization Flag 37

A D
Acceleration Rate 29 Dallas Phasing 37
Access Point Critical Gap Time 29 Dallas Phasing Optimization 37
Access Point Deceleration Rate 29 Date 37
Access Point Dropdown 29 Deceleration Rate 38
Access Point Follow Up Time 29 Delete Access Point 38
Access Point Lanes 30 Delete Intersection 38
Access Point Location 30 Delete Time Period 38
Access Point Maximum Bay Length 30 Demand 38
Access Point Name 30 Demand Growth 38
Access Point Peak Hour Factor 30 Detected Vehicle Length 38
Access Point Right Turn Equivalency 30 Detector Length 39
Access Point Right Turn Speed 31 Downstream Intersection Width (multimodal) 39
Access Point Volumes 31 Dual Entry 39
Additional Lost Time 31 Dwell Time (multimodal) 39
Advanced Features 19
Agency or Company 31
All Segment Lengths 31
E
Allow Optimization 31 Excess Wait Time (multimodal) 39
Analysis Time Period 31 Exclusive Pedestrian Phase Time 40
Analysis Time Period Duration 32 Extension of Effective Green Time 40
Analysis Year 32
Analyst 32
F
Area Type 32
Arrival Type 32 Field-Measured Phase Times 40
Average Passenger Trip Length (multimodal) 33 Follow Up Left Turn Time 40
Force Mode 40
B Forward Segment Length 41
Forward Weighting 41
Base Saturation Flow Rate 33
Base Travel Time Rate (multimodal) 33
G
Bicycle Lane Width (multimodal) 33
Bicycle Running Speed (multimodal) 33 General Controls 8
Bicycles per Hour 34 Getting Started 7
Buffer Object Spacing (multimodal) 34 Glossary of Terms 29
Buffer Width (multimodal) 34
Bus Blockage Time 34 H
Bus Stops per Hour 34
HCM Chapter 17 6
HCM Chapter 18 6

Urban Streets Users Guide Index • 67

Heaviest Lane Volume 41 Number of Transit Stops (multimodal) 48
Heavy Vehicle Equivalency 41
Hide Multimodal Results (multimodal) 41 O
O-D Seeds 48
I
Offset 48
Incoming Pedestrian Volume (multimodal) 41 Offset Optimization Flag 48
Initial Queue Length 41 Operational Data 10
Inside Object Effective Width (multimodal) 42 Opposing Right-Turn Lane Influence 48
Interchange Intersection 42 Optimization Objective Function 48
Interchange Type 42 Optimization Objective Function Direction 49
Intersection Dropdown 42 Outgoing Pedestrian Volume (multimodal) 49
Intersection Name 42 Outside Object Effective Width (multimodal) 49
Introduction 1 Outside Thru Lane Width (multimodal) 49

J P
Jurisdiction 42 Parking Exists 49
Parking Maneuver Time 50
L Parking Maneuvers per Hour 50
Passage Time 50
Lag Phase 43 Passenger Load Factor (multimodal) 50
Lane Volume 52 Paved Shoulder Width (multimodal) 49
Lane Width 43 Pavement Condition Rating (multimodal) 50
Left Turn Equivalency 43 Peak-Hour Factor 51
Left Turn Radius 43 Pedestrian Free-Flow Speed (multimodal) 51
Legal Mid-Segment Crossing (multimodal) 43 Pedestrian Signal Head (multimodal) 51
Pedestrian Waiting Delay (multimodal) 51
M Pedestrians per Hour 51
Percent Grade 51
Map X/Y Coordinate 44 Percent Trucks 52
Map X/Y Curve Point 1 and Point 2 43 Percent Turns in Shared Lane 52
Master Intersection Number 44 Percent Unopposed Left Turns 52
Maximum Cycle Length 44 Period Dropdown 52
Maximum Number of Generations 44 Permitted Left-Turn Flow (multimodal) 52
Maximum Platoon Headway 44 Phase 2 Direction 53
Median Type (multimodal) 45 Phase 4 Direction 53
Mid-Segment 85th-Percentile Speed (multimodal) 45 Phase Movement 53
Minimum Cycle Length 45 Phase Split 53
Minimum Green 45 Phasing Sequence Optimization Flag 53
Minimum Platoon Headway 45 Phasing View 54
Mutation Probability 45 Platoon Dispersion Factor 54
Population Size 54
N Presence of Continuous Barrier (multimodal) 54
Presence of Curb (multimodal) 54
Nearest Signal Distance (multimodal) 46 Presence of Sidewalk (multimodal) 55
New Access Point 46 Project Description 55
New Intersection 46 Proportion of On-Street Parking Occupied
New Time Period 46 (multimodal) 55
Number of Active Access Points 46 Proportion of Pedestrians who Push Button 55
Number of Intersections 46
Number of Iterations 47
Number of Lanes 47 Q
Number of Periods 47 Queue Length Percentile 55
Number of Receiving Lanes 47 Quick Jump 55
Number of Right-Turn Islands (multimodal) 47 Quick Lanes 55

68 • Index Urban Streets Users Guide

Quick Phases 56 Turn Bay Length and Segment Length 64
Two-Way Pedestrian Volume (multimodal) 64
R
U
Random Number Seed 56
Ratio of Average Speed to Free Flow Speed 56 Uncoordinated Flag 64
Recall Mode 56 Upstream Filtering Adjustment Factor 64
Red Time 57 Urban Street 65
Re-Entry Delay (multimodal) 57 Urban Street Forward Direction 65
Reference Phase 57
Reference Point 57 V
Rest in Walk Enabled (multimodal) 57
Reverse Segment Length 58 Visual Mode 13
Reverse Weighting 58
Right Turn Equivalency 58 W
Right Turn Radius 58
Right Turns on Red 58 Walk plus Pedestrian Clear Setting 65
Walkway Width (multimodal) 65
S
Y
Saturation Flow Rate 59
Segment "Other" Delays 60 Yellow Time 65
Segment Dropdown 59
Segment Length 59
Segment Length with Non-Restrictive Median 59
Segment Length with Restrictive Median 59
Segment Name 59
Segment Number of Access Points on Right 59
Segment Width of Intersection 60
Shared Lanes 60
Sidewalk Length Adjacent to Building (multimodal)
60
Sidewalk Length Adjacent to Fence (multimodal) 60
Sidewalk Length Adjacent to Window (multimodal)
60
Simultaneous Gap Out 60
Sneakers 61
Speed Limit 61
Split Optimization Flag 61
Split Phase 61
Start Time 62
Start-Up Lost Time 62
Stop Speed 62
Stops with Benches (multimodal) 62
Stops with Shelters (multimodal) 62
Stored Heavy Vehicle Length 62
Stored Vehicle Length 62
System Cycle Length 63

T
Total Number of Access Points (multimodal) 63
Total Walkway Width (multimodal) 63
Transit Frequency (multimodal) 63
Transit Stop Near Side (multimodal) 63
Transit Stop On-Line (multimodal) 63

Urban Streets Users Guide Index • 69

 Signalized Intersections

Users Guide
By McTrans

© 2010 University of Florida

Contents
Introduction 1
License Agreement ...................................................................................................... 1
Acknowledgements ..................................................................................................... 4
Trademarks and Copyrights......................................................................................... 5

HCM Chapter 18 6
Limitations of the Methodology .................................................................................. 6

Getting Started 6
Command Line Operation ........................................................................................... 6
Templates .................................................................................................................... 7

General Controls 7
File ............................................................................................................................... 7
View ............................................................................................................................ 8
Edit .............................................................................................................................. 8
Windows ...................................................................................................................... 8
Reports ........................................................................................................................ 8
Help ............................................................................................................................. 8
Shortcuts ...................................................................................................................... 9

Operational Data 9
General ........................................................................................................................ 9
Traffic ........................................................................................................................ 10
Phasing and Timing ................................................................................................... 11
Detailed Input Data.................................................................................................... 11
Multimodal Input Data .............................................................................................. 11

Animation 12

Optimization 13

Signals Report 14

Glossary of Terms 15

Index 37

Signalized Intersections Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 1990-2010 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Signalized Intersections Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
for research purposes unless covered by a separate license) and appropriate protection against students copying the
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A Distance License authorizes End User to install the permitted (purchased) number of copies of the Software on a
terminal server within your internal network only for use of the Software initiated by an individual through
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users (not the concurrent number of users) permitted to use the Software on such terminal server may not exceed the
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Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
specifies the “License Type” as “Server”. Subject to the terms and conditions of this Agreement, McTrans grants to
End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
Software, in object-code form only, installed on a single computer server solely for End User’s internal teaching
purposes (but not for research purposes unless covered by a separate license). End User is authorized to install the
Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
Authorized Users for which Customer has paid the applicable License Fee as long as the specific number of
Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
internal network. No other network use is permitted, including but not limited to, using the Software either directly
or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
distribution or dissemination by any means, except as provided in paragraph 3, without the express, written consent
of McTrans. End User may reproduce the associated documentation as necessary to use within the geographic office
described herein. End User may not modify, adapt, translate, reverse engineer, decompile, disassemble, or create
derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Signalized Intersections Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
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6. REGISTRATION AND SUPPORT. This license is automatically registered to the person or agency who
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which End User shall have paid the fee established by McTrans for such full support services, if any. McTrans
reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
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End User shall not be entitled to receive such separate products without additional charge. Upon release of any such
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not the End User has previously requested or received support on the prior version.

7. LIMITED WARRANTY AND LIMITATIONS OF REMEDIES. McTrans warrants the magnetic medium on
which the Software is furnished to be free from defects in material and workmanship under normal use for a period
of thirty (30) days from the date of delivery to End User as evidenced by a copy of invoice. McTrans' entire liability
and End User's exclusive remedy shall be the replacement of any diskette found to be defective. Defective diskettes
should be returned with a copy of End User's invoice, to the distributor from which the Software was obtained. End
User agrees that it is the responsibility of End User to understand fully the limitations of and assumptions underlying
the Software and not to make use of the Software without the assistance of personnel with appropriate expertise. End
User accepts all responsibility for review, application, and the use of the program output and accepts all
responsibility for certification that said output meets provisions of any applicable design code, standard or any
project specification.

EXCEPT AS PROVIDED ABOVE, THE PRODUCT IS PROVIDED "AS IS" WITHOUT WARRANTY OF ANY
KIND, EITHER EXPRESSED OR IMPLIED, INCLUDING, BUT NOT LIMITED TO, THE IMPLIED
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DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
USER'S REQUIREMENTS OR THAT THE OPERATION OF THE SOFTWARE WILL BE UNINTERRUPTED
OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
PARTY. THE ABOVE WARRANTY GIVES END USER SPECIFIC LEGAL RIGHTS AND END USER MAY
ALSO HAVE OTHER RIGHTS IN THE UNITED STATES WHICH VARY FROM STATE TO STATE. USE OF
THE SOFTWARE WHERE THE END USER BELIEVES OR HAS REASON TO BELIEVE THAT DAMAGE
MAY OCCUR IS A VIOLATION OF ANY AND ALL WARRANTIES. McTRANS HAS NO KNOWLEDGE OF
THE HARDWARE OR SOFTWARE CONFIGURATIONS OF THE END USER AND ASSUMES NO
LIABILITY FOR THEIR DAMAGE.

8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
End User may terminate it by returning or destroying all copies of the Software and associated documentation in
End User's possession or control. If any of the terms and conditions of this License are broken by End User, the
License shall terminate immediately.

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern

Signalized Intersections Users Guide Introduction • 3

District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all

4 • Introduction Signalized Intersections Users Guide

text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.

McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Signalized Intersections Users Guide Introduction • 5

HCM Chapter 18

The procedure in this chapter can be used to analyze the capacity and level of service (LOS) of signalized
intersections. The analysis considers a wide variety of conditions including, but not limited to, the amount and
distribution of traffic movements, traffic composition, geometric considerations, and details of movement phases
and timing. The primary focus is the determination of approach and intersection delay as well as the corresponding
LOS. Signalized intersections, as addressed by HCM 2010, are consistent with Urban Streets.

Limitations of the Methodology

This chapter does not account for turn-bay overflow and queue spillback. A queue storage ratio is calculated, but
does not provide any adjustments to the capacity of the adjacent through lane. Right turn on red (RTOR) volumes
are subtracted from the total right-turn flow since they are not processed during the green. HCS 2010 does not allow
for gap reduction or rest-in-walk for actuated signals.

Getting Started

To begin, click on File then New (or the “New File” icon). You will be presented with a dialog box to input the
basic phase timing and base values for the intersection. (NOTE: It is important to set the Forward Direction as the
direction for your project. The software does not allow for the user to change this information once the program
starts.) Once these choices are made, click on “OK” to continue the input data process.
Normal Windows keyboard and mouse functions are available. Arrow keys now navigate through the data fields.
Tabbing, clicking to a new field, or pressing the Enter key will trigger a recalculation and update the Report pane.

Command Line Operation

This module can be executed from the command line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
Streets.exe /s <input file> [<output file>]
The “/s” syntax indicates that the program will run in silent mode. Output files must also contain an *.xus file type
extension, but the square brackets indicate that the output file is optional. If omitted, the input file will be replaced

6 • HCM Chapter 18 Signalized Intersections Users Guide

(without warning). And, for any file(s) (including Streets.exe) not in the current folder, a full path must be
specified.

Templates
The Signals and Streets modules of HCS 2010 provide the ability to import and export input data “templates”, to
define intersections more efficiently. The Template feature allows important subsections of input data (lane
configurations, phasing sequences, signal timings) to be automatically imported, or transferred between
intersections, or transferred between datasets. If the desired data cannot be found within the existing templates,
users can create and customize their own templates. When creating a brand-new dataset it is also possible to select a
template on the Quick Start screen.

Importing a Template - Templates can be imported by selecting File > Import > Template and then choosing from
a list of available templates. A short description is provided for each template. If a user has already created and
exported a template, it can be found under the All Templates option and the specific category option within which it
was created. For example if a template was exported as a Detailed Input template, it can be found under the
Detailed Input option (as well as under the All Templates option) from the Import Template dialog.
Exporting a Template - Users can create and customize their own templates by selecting File > Export >
Template. The subsequent menu will allow the user to specify a template file name, provide a short description, and
then save the template into the appropriate folder. Once a template has been saved it can then be imported in the
future as needed.

General Controls

File
New - Creates a new Signals file (*.xus) and starts a new analysis project.
Open - Opens an existing HCS2010 Signals file (*.xus), HCS+ Signals file (*.xhs), or DAITA file (*.xhd).
Recent Files - Allows quick access to files that have recently been created or altered.
Close - Closes an existing Signals file (*.xus).
Save - Saves an opened Signals file (*.xus) using the current file name.
Save As - Saves an opened Signals file (*.xus) using a specified file name.
Print - Prints a Signals report to the printer or specified electronic file.
Print Setup - Selects a printer and print connection.
Import - Imports data from DAITA, or from an existing template file.
Export - Exports data in template form.
CORSIM - Sends data to the CORSIM program for simulation and/or animation purposes.
Exit - Exits Signals.

Signalized Intersections Users Guide General Controls • 7

View
Toolbar - Toggles shortcuts from file menu near the top of the program.
Status Bar - Provides additional information about the active input data field.
Reports - Allows user to switch view of reports to either below or to the right of the input screen.
Detailed Data - Expands the screen to include the detailed input data screen.
Multimodal Data - Expands the screen to include the multimodal input data screen.
Quick Lanes - Toggles enlarged lanes input screen.
Quick Phases - Toggles enlarged phases input screen.
Reports Panel - Toggles view of the report panel.
Information - Toggles view of information regarding the current file.
Quick Animation - Exports data to CORSIM and TRAFVU for animation purposes.
Quick Optimization - Exports data to TRANSYT-7F to provide quick optimization of the signalized intersection.
Full Optimization - Performs genetic algorithm optimization for the signalized intersection.

Edit
Undo - Reverse previous editing operation.
Redo - Revert to previous editing operation.
Cut - Deletes data and moves it to clipboard.
Paste - Places data from clipboard into the input panes.
Settings - Provides preferences for exporting data and appearance of data in the reports.

Windows
New Window - Opens a new window for a new intersection.
Cascade - Places the current files into smaller windows to allow a better view to multiple files.
Tile Vertical - Files appear in column form for side-by-side analysis.
Tile Horizontal - Files appear in row form for side-by-side analysis.
Close All - Closes all windows, but leaves the HCS program open.

Reports
Text Report - The text report contains mostly unformatted text outputs, although zoom magnification is available.
The text report also contains a small number of outputs that are not available in the formatted reports.
Input Report - The input report, which is formatted to display enhanced fonts and graphics, provides an echo of the
input data.
Results Report - The results report, which is formatted to display enhanced fonts and graphics, provides a summary
of the most important output measures of effectiveness.
Intermediate Report - The intermediate report, which is formatted to display enhanced fonts and graphics, provides
additional outputs that are not available in the results report. Many of these outputs are called “intermediate”
because they are computed prior to the final results, and because they are used to influence the final results.
Messages Report - The messages report contains warning messages and/or error messages, which are automatically
generated by HCS upon analyzing the input/output data. These warning and error messages can also be viewed in a
dialog screen by clicking on the “Information” toolbar icon. The messages report may also contain any user
“comments” entered inside the Information screen.
Full Report - The full report is a combination of the input, results, intermediate, and messages reports.

Help

Contents - Provides access to a glossary, acknowledgements and copyrights.

8 • General Controls Signalized Intersections Users Guide

Index/Search - Allows user to search for key terms or phrases within the contents.
HCS Updates – Sends the HCS version number anonymously without any personally identifiable information to
McTrans to check for a newer version.
HCM/HCS Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
HCQS Web page - Opens the AHB40 Page in the default web browser to view the Highway Capacity and Quality
of Service Committee website.
Support - Provides user access to any FAQ’s, as well as McTrans contact information for any issues or concerns.
About HCS 2010 - Provides user access to the registration number (for technical support or software updates),
general acknowledgements, “e-mail McTrans” dialog, and links to McTrans web pages.

Shortcuts
Ctrl - N = create a new file
Ctrl - O = open an existing file
Ctrl - S = save data to file
Ctrl - P = print report
Ctrl - I = pop up the “information” dialog
Ctrl - F1 = view the “help contents”
F6 = collapse/expand the “detailed input data” section
F7 = collapse/expand the “multimodal input data” section
F8 = pop up the “quick lanes” dialog
F9 = pop up the “quick phases” dialog
F11 = toggle the “reports panel”
Ctrl - Shift - A = launch “quick animation”
Ctrl - Shift - O = launch “quick optimization” via one-touch export to TRANSYT-7F
Ctrl - Shift - F = launch “full optimization” via HCM-based internal genetic algorithm

Operational Data

General
The user will first enter the General Information into the respective fields: Urban Street, Intersection and Project
Description. The user may change the forward direction of the major street as well as the area type. The forward

Signalized Intersections Users Guide Operational Data • 9

direction is important for relating the intersection to other intersections and upstream filtering when dealing with
arterials or urban streets. The Area Type is defined as being in a “CBD or Similar” environment or not. Choosing
this option will affect the Area Type Adjustment Factor for the saturation flow rate. The user may also enter the
duration of the study and the peak hour factor (PHF). The duration is coded as the analysis period, which is
normally 15 minutes (T=0.25 hours) to represent the length of time the peak flow is constant. The PHF is coded to
change the volumes into flow rates, generally for planning applications. For operational applications, demands are
coded in vehicles per period for a multiple-period analysis without use of the PHF.
The input data screen and report screen are placed concurrently in the window. The user has the ability to place the
report screen below or to the right of the input data screen.
Note: The Status Bar at the bottom of the screen will identify the current field, the possible range or choices to input
into the field, and default values that the software provides for a new file.
The Quick Lanes control can be used for graphical coding of lane configuration data. Text input fields for number
of lanes and shared lanes are also available under Detailed Input Data, if non-graphical coding of lane configuration
data is needed. On the Quick Lanes control, lane combinations can be selected by clicking on the appropriate
arrows to place them on the diagram for each approach. The geometry of each approach is described by coding the
number of lanes and the movements allowed in each lane, including whether movements are exclusive or shared.
This data is coordinated with the normal data entry screen, so changes in either view are reflected in the other. The
Clear button can be used to delete all existing lanes if needed.

Traffic
The user codes the Traffic Volume for each movement of the intersection. A volume in vehicles per hour or demand
in vehicles per period is required for any movement to be included in the analysis. Users may also input data
pertaining to the volumes including heavy vehicles, which is a basic percentage, and the saturation flow rate. Users
also have the capability to include parking. Right turn on red (RTOR) traffic helps to determine the delay of an
intersection and may be input into the software for each direction.
The Base Saturation Flow Rate is available by lane group, but is normally a jurisdiction-wide parameter. It is
adjusted to account for different factors and prevailing conditions.
The Lane Width is entered as an average width for all the lanes in the lane group.
The Percent Heavy Vehicles is coded to adjust the saturation flow rate for the effects of heavy vehicles in the traffic
stream. Heavy vehicles occupy more space and have different operating capabilities with respect to passenger cars.
The Heavy Vehicle Factor typically assumes 2.0 passenger cars per heavy vehicle, but this can be modified under
Detailed Input Data.
The Percent Grade is entered for each approach to determine the Grade Adjustment Factor for saturation flow
adjustment to account for the effects of grade on all vehicles.
The storage length can be coded into the software and will have a direct effect on the Queue Storage Ratio (QSR).
Users must take caution with the QSR. If the QSR exceeds 1.0, HCS will not identify that there will be spillovers
into other lanes and cause unforeseen delays. If possible, any QSR above 1.0 should be alleviated prior to finalizing
the analysis. If not possible, simulation is recommended.
The software allows users to include Multimodal Input Data to determine level of service for pedestrians and
bicycles.
Upstream Filtering (I) allows the user to select an upstream Signals data file for calculating the I-factor, for each
approach with a signalized intersection within 0.6 miles.
Arrival Type is used to describe the quality of traffic progression as it approaches the intersection in question. The
arrival type ranges between 1 and 6 with 1 being poor progression, 2 being unfavorable progression, 3 being random
arrivals, 4 being favorable progression, and 6 being exceptional progression. These values and descriptions can be
found in Chapter 18 of the HCM.
If there is an Initial Queue (unmet demand from the previous period), this value is coded by lane group in units of
total vehicles. This value will have a direct effect on the value of d3 in the intersection delay calculations.

10 • Operational Data Signalized Intersections Users Guide

Note: If a user wishes to analyze additional time periods, they may add periods at the top of the screen. Adding a
period will allow a user to change demand related data, but intersection geometry and phasing data will remain
constant through all periods.

Phasing and Timing

The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through 8), also
known as “Quick Phases”. Only the left-turn phasing needs to be specified, because thru movements and right-turn
movements are automatically added to the phasing sequence as a function of laneage. The dual-ring phasing
diagram contains logic to prevent invalid phasing sequences from being entered, given the available laneage. Left-
turn movements in odd-numbered phases are used to reflect protected left-turns (i.e., “green arrow”), whereas left-
turn movements in even-numbered phases are used to reflect permitted left-turns (i.e., “green ball”). When
exclusive right-turn lanes exist, shielded right-turns may be added by clicking twice on the corresponding odd-
numbered phase. Green, yellow, and all-red clearance times may be entered in the group box labeled “Timing”.
After the signal phasing and timing are entered a sequential phasing diagram (labeled “Phasing View”) will display
the overall timing plan in an equivalent “single-ring” format.
Each distinct phase time is defined by coding the Phase Split (if coordinated), Maximum Green (if uncoordinated),
Yellow Change, Red Clearance and Minimum Green times. Users may also code passage time and mark any
movement for having a lag phase, dual entry, simultaneous gap out, or Dallas Phasing. For coordinated intersections
the software will automatically update non-actuated phase splits, to reflect the cycle length and the actuated phase
splits.
The software also allows users to input field-measured phase times to be used directly if the actual values are
known, eliminating the phase duration estimation procedure. If an intersection is labeled as coordinated, the cycle
length and offset time become available options to coincide with the corresponding intersections. The timing lists
an overall Phase Split which will change to keep the cycle length consistent for all movements. Uncoordinated
intersections will not have the option of a cycle length or offset since the timing only affects the intersection in
question. The phase split now becomes a Maximum Green and each phase is independent, so the user has the ability
to change each movement.

Detailed Input Data

The user may input detailed information about the project including the Analyst, Agency or Company, Date, Time
Period, Year and Jurisdiction of the Project. Many values within the Detailed Input Data screen are set values from
the 2010 Highway Capacity Manual, but the user has the ability to change any of them for local calibration.
Global Optimization contains an array of inputs for signal timing design, if desired. These inputs may affect Quick
Optimization (via one-touch export to TRANSYT-7F) and/or Full Optimization (via HCM-based internal genetic
algorithm).

Multimodal Input Data

If an intersection contains data for pedestrians and/or bicycles, a user may code the data to determine a level of
service score and corresponding LOS. Very similar to vehicle data, a user may input multimodal volumes and
geometry for the intersection in question. By inputting this data, the user can obtain multimodal outputs and level of
service in the reports section of the software.

Signalized Intersections Users Guide Operational Data • 11

Animation

This feature requires TSIS-CORSIM 6.0 (or higher) to be currently installed and run independently at least once on
the computer to be used. TSIS-CORSIM is sold separately. Clicking on the “Quick Animation” icon, or selecting
View > Quick Animation will display CORSIM Animation (also known as TRAFVU) for the currently loaded HCS
data file. HCS2010 will automatically generate a CORSIM input (*.trf) file, process the TRF file through CORSIM
and then launch TRAFVU to provide animation of the signalized intersection. This overall process may take a few
seconds. Once TRAFVU is loaded, the user will need to:
Click on the red “Vehicle” icon to display vehicles
Zoom in on a certain part of the link-node diagram
Adjust the “APC settings” to slow down animation
Press “Play” to begin animation
CORSIM and HCS contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be identical to those from HCS. Any metric unit data will be automatically
converted into English units for use in CORSIM.
TRAFVU graphics are very informative for learning about actuated control. By turning on the Sensors map, it is
possible to show typical detector layouts for semi-actuated or fully-actuated control. Clicking on an actuated signal
will reveal the dual-ring phasing sequence. For semi-actuated signals, pie charts are available for graphic display of
permissive periods and force-offs.
The following HCS-Signals inputs are exported to CORSIM and displayed by TRAFVU: Peak adjusted traffic
volumes, signal timing, lane configuration, adjusted saturation flow rates, start-up lost times, percent heavy vehicles,
right-turns on red, duration of analysis, available queue storage, East/West and North/South street names (Note:
Link-specific mean discharge headways in CORSIM do not reflect any heavy vehicle or turn movement saturation
flow rate adjustments from HCS, because this would constitute "double-counting" their effect on results)
The following HCS-Signals inputs are not exported to CORSIM: Average queue spacing, initial unmet demand,
arrival type, I-factor, extension of effective green, pedestrian data
The following data ranges are enforced:
Start-up lost time (0.0-9.9 seconds)
Turn pocket or turn bay length (20-1000 feet)
Link length (50-9999 feet)
Saturation flow rate (1000-4000 vehicles per lane per hour)
Number of turn pockets (maximum of 2 LT and 2 RT pockets)
Volume (maximum of 9999 vehicles per hour)
Green plus yellow time must be at least 8 seconds for non-overlap phases
Green time must be at least 5 seconds for non-overlap phases
The following assumptions and limitations also exist: Vehicle arrivals to an isolated intersection in CORSIM are
always random, and cannot be forced to be platooned by coding an "Arrival Type" other than '3' in HCS. Link
lengths and turn pocket lengths for CORSIM are taken from the "Available Queue Storage" fields in HCS. If no

12 • Animation Signalized Intersections Users Guide

queue storage lengths are coded in HCS, link lengths are automatically set to 2000 feet. When a left-turn in HCS is
opposed by a right-turn, but is not opposed by a thru movement, assumptions are made in CORSIM regarding left-
turn protection and signal phasing. For actuated coordination, if dual lagging left-turns are present on the major
street, it is assumed that any protected left-turns on the minor street will also lag their associated thru movements. If
a protected right-turn green arrow moves in the same phase as a conflicting thru movement in HCS, CORSIM may
not illustrate this. Green time in HCS should not be given to any turning movements whose "adjusted" volumes are
equal to zero. T-intersections in CORSIM will sometimes be illustrated with four approaches, where one approach
contains no moving traffic. If three or more exclusive left-turn lanes are coded in HCS-Signals, only two exclusive
left-turn lanes will be transferred to CORSIM. If three or more exclusive right-turn lanes are coded in HCS-Signals,
only two exclusive right-turn lanes will be transferred to CORSIM. If six or more thru lanes are coded in HCS-
Signals, only five thru lanes will be transferred to CORSIM.
These are not limitations of CORSIM, because CORSIM itself can simulate these conditions. These are only
limitations of the conversion process between HCS and CORSIM. If any of these assumptions or limitations do not
match conditions in the field, the user can select File > CORSIM > Generate TRF File, and customize the CORSIM
input data within TSIS.
If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

Optimization

There are two options for signal timing optimization Quick Optimization (via one-touch export to TRANSYT-7F)
and Full Optimization (via HCM-based internal genetic algorithm). Generally speaking, Quick Optimization is
preferable for quickly finding a reasonable and effective timing plan, whereas Full Optimization is preferable for
locating the “global optimum solution”. These two options for signal optimization both have specific strengths and
weaknesses, as described below.
When the user clicks on the Quick Optimization icon, volumes and timings from the HCS dataset are automatically
transferred to a corresponding TRANSYT-7F dataset, and the optimization process begins immediately. The Quick
Optimization feature employs the hill-climb optimization method, which is much faster than the genetic algorithm
method. However, the hill-climb method is also a less effective search technique than the genetic algorithm. Thus
Quick Optimization is faster than Full Optimization, but is may result in a less effective timing plan. Other
miscellaneous advantages of Quick Optimization include queue spillback analysis and lane-by-lane analysis, which
are innate features of TRANSYT-7F. Other miscellaneous disadvantages of Quick Optimization include model
results that may differ from HCS (particularly in the case of permissive left-turns), and the inability to optimize
multi-period datasets. To circumvent the disadvantages related to hill-climb optimization and multi-period
optimizations, the user may launch TRANSYT-7F in stand-alone mode and import the *.XUS files (s) from HCS.
When running in stand-alone mode, TRANSYT-7F has the ability to perform genetic algorithm optimization and
multi-period optimization; but such optimizations require more extensive run times on the computer, and would no
longer be considered “quick optimization”.

Signalized Intersections Users Guide Optimization • 13

Full optimizations may require extensive run times on the computer, so an option will be available to terminate the
optimization process at any time. The genetic algorithm search technique is specifically designed to locate the
global optimum solution provided that 1) the original dataset already has a reasonable and effective timing plan, 2)
the “number of generations” is sufficiently high, and 3) the detailed settings (population size, mutation probability,
etc.) are reasonably tailored to the given traffic network. Thus Full Optimization is slower than Quick Optimization,
but it should result in a more effective timing plan. Other miscellaneous advantages of Full Optimization include
HCM-compliant modeling for each candidate timing plan, and optimized timings presented in the HCS format.
Other miscellaneous disadvantages of Full Optimization primarily involve the inability to access some of
TRANSYT-7F’s advanced modeling features, but may also include the need to specify appropriate genetic
algorithm settings for the given traffic network. Typically larger networks will benefit from lower mutation
probabilities, higher population sizes, and a larger number of generations. Apart from the number of generations,
which must frequently be customized to match the amount of optimization needed, the default genetic algorithm
settings should work well for most medium-sized networks.

Signals Report

The lower pane (or right pane depending on user preference) displays the analysis outputs in a dynamic form,
reacting to changes in the upper (or left) Entry pane. The Report portion of the screen can be viewed simultaneously
with the Entry pane. All or a portion of the report can be copied to the Windows clipboard for insertion into other
files by right-clicking into the Report pane, selecting all, and copying. The Report pane can also be printed or saved
to an electronic file through File > Print.
The user will have the option of having the report show only the Input Data, Results Summary, Intermediate Values,
Messages and Comments, or a combination of all four reports. These formatted reports contain enhanced fonts and
graphics, but a text option is also available. The text report contains mostly unformatted text outputs, although
zoom magnification is available. The text report also contains a small number of outputs that are not available in the
formatted reports.
If results (e.g., Delay and Level of Service) do not appear on the Results Summary report, please review the
Messages Report (or Information button) for possible errors within the input data.
Users that wish to print any Report information should ensure that the report that they wish to print is displayed in
the report pane of the software. Accessing the print option under the File menu will provide the user with the
traditional printing options. It is recommended that each user preview all pages that will be printed. Changing the
margins of the file will allow more information to fit on fewer pages rather than have very little information appear
on an extra page.
It is also possible to view the reports in XPS format. This format provides an image to be seen by using a XPS
Viewer or an Internet Browser such as Internet Explorer. Mozilla Firefox is not compatible with showing XPS files.
This procedure can be done by selecting File > Print and choosing “Microsoft XPS Document Writer.” This will
allow a user to save the file in (*.xps format) and can later be viewed by the recommended web browsers.

14 • Signals Report Signalized Intersections Users Guide

Glossary of Terms

Acceleration Rate
Description: This entry specifies the average constant acceleration rate.
Impact on model results: Accel-decel delays affect the computation of uniform stops and uniform
queue. This entry also affects access point operations.

Agency or Company
Description: This entry documents the agency or company associated with this analysis or project.
Impact on model results: None

Analysis Time Period

Description: This entry documents the time period covered by the analysis.
Impact on model results: None

Analysis Time Period Duration

Description: This entry specifies the length of time (T) during which flow is assumed to remain constant.
If T is equal to one hour, the PHF for each movement should be set to 1.00.
Impact on model results: If the degree of saturation (v/c) exceeds 0.90, control delay is significantly
affected by the value of T.

Analysis Year
Description: This entry documents the year for which the analysis is being performed.
Impact on model results: None

Analyst
Description: This entry documents the individual performing the analysis.
Impact on model results: None

Signalized Intersections Users Guide Glossary of Terms • 15

Area Type
Description: This entry specifies whether or not the intersection is in a central business district (CBD)
type of environment. An intersection is considered to be in a CBD, or a similar type of area, when its
characteristics include narrow street rights-of-way, frequent parking maneuvers, vehicle blockages, taxi
and bus activity, small-radius turns, limited use of exclusive turn lanes, high pedestrian activity, dense
population, and mid-block curb cuts. The average saturation headway of vehicles at intersections in
areas with these characteristics will be significantly longer than those found at similar intersections but in
more suburban settings.
Impact on model results: The "CBD or similar" selection decreases the saturation flow rate for all
movements by 10%, resulting in higher delays, travel times, queues, etc. The "Other" selection has no
impact on model results, except to avoid saturation flow rate reductions that would have been caused by
"CBD or similar".

Arrival Type
Description: Arrival type is used to describe the quality of signal progression for the corresponding
movement group. Values of arrival type range from 1 to 6. An arrival type of 1 represents poor
progression, whereas an arrival type of 6 represents excellent progression. An arrival type of 3
represents random vehicle arrivals. Arrival type 1 is characterized by a dense platoon of more than 80
percent of the movement group volume arriving at the start of the red interval. This arrival type is often
associated with shorter segments. If the two signals are not coordinated, then poor progression will likely
exist for both travel directions. If coordination is provided for only one direction of travel, then poor
progression may exist for the other direction. Arrival type 2 is characterized by a moderately dense
platoon arriving in the middle of the red interval or a dispersed platoon containing 40 to 80 percent of the
movement group volume arriving throughout the red interval. Arrival type 3 describes one of two
conditions. If the signals bounding the segment are coordinated, then this arrival type is characterized by
a platoon containing less than 40 percent of the movement group volume arriving partially during the red
interval and partly during the green interval. If the signals are not coordinated, then this arrival type is
characterized by platoons that arrive at the subject intersection at different points in time over the course
of the analysis period such that arrivals are effectively random. Arrival type 4 is characterized by a
moderately dense platoon arriving in the middle of the green interval or a dispersed platoon containing 40
to 80 percent of the movement group volume arriving throughout the green interval. Arrival type 5 is
characterized by a dense platoon of more than 80 percent of the movement group volume arriving at the
start of the green interval. This arrival type may occur on shorter segments with a low-to-moderate
number of side street entries and good signal coordination. Arrival type 6 is characterized by a dense
platoon of more than 80 percent of the movement group volume arriving during the green interval. This
arrival type occurs only on short segments with negligible side street entries and near-ideal signal
coordination. It is reserved for exceptional progression quality on routes with near-ideal characteristics.
Impact on model results: Within the computational procedure, arrival type (AT) is first converted to a
platoon ratio (Rp = AT / 3) for each movement. Next, platoon ratio is converted to a proportion of arrivals
on green (PortionOnGreen = Rp * g / C) for each movement. If upstream signal information has been
entered, PortionOnGreen is automatically recalculated to reflect the expected vehicle arrival pattern from
the upstream intersection. PortionOnGreen impacts many aspects of the overall model; including queue
service times, actuated phase times, and control delays.

Base Saturation Flow Rate

Description: The base saturation flow rate represents the expected average flow rate for a through
traffic lane having geometric and traffic conditions that correspond to a value of 1.0 for each adjustment
factor. Typically, one base rate is selected to represent all signalized intersections in the jurisdiction (or
area) within which the subject intersection is located.

16 • Glossary of Terms Signalized Intersections Users Guide

Impact on model results: Adjusted saturation flow rates affect capacities and queue service times,
which in turn affect many aspects of the overall model; including control delay, time until onset of queue
spillback, queue lengths, and travel time.

Bicycle Lane Width (multimodal)

Description: This entry specifies the width of the bicycle lane (adjacent to the outside thru vehicle lane)
on the subject approach.
Impact on model results: The bicycle lane width affects the cross section width adjustment factor.

Bicycles per Hour

Description: This entry specifies the number of bicycles whose travel path is crossed by vehicles turning
right from the subject approach during the analysis period. These bicycles may travel on the shoulder or
in a bike lane. Any bicycle traffic operating in the right lane with automobile traffic should not be included
in this count. Rather, they are ignored in the analysis because this interaction is not modeled by the
procedure. The count is divided by the analysis period duration to yield an hourly flow rate.
Impact on model results: Non-zero bicycles per hour decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc.

Bus Blockage Time

Description: The saturation flow rate adjustment factor for bus blockage accounts for the impact of local
transit buses that stop to discharge or pick up passengers at a near-side or far-side bus stop within 250
feet of the stop line (upstream or downstream). This factor should only be used when stopping buses
block traffic flow in the subject lane group. The bus blockage adjustment factor assumes an average bus
blockage time of 14.4 seconds during the green indication.
Impact on model results: Higher bus blockage times decrease saturation flow rates for their associated
movements; resulting in higher delays, travel times, queues, etc.

Bus Stops per Hour

Description: This entry specifies the number of local buses that block traffic flow in a movement group
within 250 feet of the stop line (upstream or downstream), as measured during the analysis period. A
local bus is a bus that stops to discharge or pick up passengers at a bus stop. The stop can be on the
near side or the far side of the intersection. If more than 250 buses per hour exist, a practical limit of 250
should be used.
Impact on model results: Non-zero bus stops per hour decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc.

Circulating Pedestrian Volume (multimodal)

Description: This entry specifies the total number of pedestrians traversing the corner but never entering
the intersection. For example, on the eastbound approach, circulating pedestrians on the eastbound
sidewalk will turn southbound upon reaching the southwest intersection corner. Also on the eastbound
approach, circulating pedestrians on the northbound (western-most) sidewalk will turn westbound upon
reaching the southwest corner. Eastbound circulating volume is thus the summation of eastbound
sidewalk pedestrians who turn southbound (upon reaching the southwest corner) and northbound
sidewalk pedestrians who turn westbound (upon reaching the southwest corner).
Impact on model results: Circulating pedestrian volume affects the corner circulation area per
pedestrian.

Signalized Intersections Users Guide Glossary of Terms • 17

Clear
Description: The Clear button automatically deletes all lanes from the active intersection. In some
cases this may allow for faster specification of certain lane configurations.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

Corner Radius (multimodal)

Description: The corner radius describes radius of curvature at the sidewalk corner.
Impact on model results: Corner radius affects the available corner time-space.

Critical Left Turn Gap Time

Description: This entry specifies the critical gap time required for permissive left-turners at a signalized
intersection.
Impact on model results: This entry affects saturation flow rates and actuated phase times for left-turns
operating under protected-permissive or permissive-only phasing.

Critical Merge Gap

Description: This entry specifies the minimum gap required for merging into an adjacent lane.
Impact on model results: Critical merge gap affects the distribution of volumes and saturation flow rates
among shared lane groups, and also affects access point operations.

Crosswalk Closed (multimodal)

Description: If the subject crosswalk is closed, then the pedestrian delay is estimated as the value
obtained for the subject crosswalk, plus two increments of the delay for the perpendicular crosswalk. This
adjustment reflects the additional delay pedestrians incur when crossing the other three legs of the
intersection so that they can continue walking in the desired direction.
Impact on model results: Crosswalk Closed is used to compute the pedestrian diversion delay.

Crosswalk Length (multimodal)

Description: Crosswalk length is measured from outside edge to outside edge of road pavement (or
curb to curb, if present) along the marked pedestrian travel path.

Impact on model results: Crosswalk length affects the available crosswalk time- space, and the
pedestrian service time.

Crosswalk Width (multimodal)

Description: The crosswalk width represents an effective width. Unless there is a known width
constraint, the crosswalk’s effective width should be the same as its physical width. A width constraint
may be found when vehicles are observed to regularly encroach into the crosswalk area, or when an
obstruction in the median (e.g., a signal pole, or reduced-width cut in the median curb) narrows the
walking space.
Impact on model results: Crosswalk width affects the available crosswalk time-space, the time-space
occupied by turning vehicles, and the pedestrian service time.

18 • Glossary of Terms Signalized Intersections Users Guide

Curb-to-Curb Street Width (multimodal)
Description: This entry specifies the width of the cross street as measured along the outside through
vehicle lane on the subject approach, between the extended curb line limits of the cross street.
Impact on model results: The street width affects the cross section width adjustment factor.

Cycle Length Increment

Description: This entry specifies the cycle length increments to be considered in a signal timing
optimization run. For example, for cycle lengths in the range of 80-100 seconds with a 5-second
increment, the optimization process would consider cycle lengths of 80, 85, 90, 95, and 100 seconds.
Impact on model results: This entry is only applicable to optimization runs.

Dallas Phasing
Description: This entry potentially allows left-turn movements to operate in the protected-permitted
mode without causing a “yellow trap” safety concern. It effectively ties the left-turn’s permitted period
signal indication to the opposing through signal indication.
Impact on model results: The Dallas phasing mode is considered when computing queue service times
and effective green times for permissive-only and protected-permissive left-turn movements. This in turn
potentially affects actuated phase times and control delays for all movements.

Date
Description: This entry documents the date on which the analysis was performed.
Impact on model results: None

Deceleration Rate
Description: This entry specifies the average constant deceleration rate in response to a red indication.
Impact on model results: Accel-decel delays affect the computation of uniform stops and uniform
queue.

Delete Time Period

Description: This button is used to delete existing time periods from the analysis. When the button is
clicked, the final time period will be deleted. When oversaturated conditions exist, a multiple-period
analysis can more accurately capture the effects of traffic congestion. The number of time periods should
be chosen such that the first and last time periods are undersaturated.

Demand
Description: This entry specifies vehicular demand for each movement. Demand flow rate represents
the flow rate of vehicles arriving at the intersection. When measured in the field, this flow rate is based on
a traffic count taken upstream of the queue associated with the subject intersection. This distinction is
important when counting during congested periods because the count of vehicles departing from a
congested approach will produce a demand flow rate that is lower than the true rate. (All uses of the
word “volume” or the phrase “volume-to-capacity ratio” refer to demand volume or demand volume-to-
capacity ratio.)
Impact on model results: The movement demands affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Signalized Intersections Users Guide Glossary of Terms • 19

Demand Growth
Description: This entry automatically modifies the vehicular demand volume for each movement.
Impact on model results: The movement volumes affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Detected Vehicle Length

Description: This entry specifies the detected length of a vehicle.
Impact on model results: Detected vehicle length is used to compute maximum allowable headways
(MAH) for each actuated movement. MAH impacts many aspects of the overall model; including actuated
phase times, and control delays. Detected vehicle length is also used to compute queue storage ratio.

Detector Length
Description: This entry typically specifies the length of a presence detector at the stop line. If the
detector length is set equal to 1 foot, pulse mode detection is assumed. The stop line detector length
represents the length of the detection zone used to extend the green indication for queue service. This
detection zone is typically located near the stop line and may have a length greater than 40 feet.
However, it can be located some distance upstream of the stop line and be as short as 6 feet in length.
This latter configuration typically requires a long minimum green or use of the controller’s variable initial
setting. If a video-image vehicle detection system is used to provide stop line detection, then the length
that is input should reflect the physical length of roadway that is monitored by the video detection zone
plus an additional length of 5 to 10 feet to account for the projection of the vehicle image into the plane of
the pavement (with larger values in this range used for wider intersections).
Impact on model results: Detector lengths affect the calculation of actuated phase times. The HCM
chapter 18/31 procedures do not recognize advance detection, detector setbacks, or volume-density
control. In cases such as this, where the HCM procedures may have trouble estimating phase times
accurately, the “Field Measured Phase Times” feature can be used.

Dual Entry
Description: This entry specifies whether or not a phase is to be activated (green) even though it has
not received a call for service. A phase operating in dual entry is available to be called by the controller,
even if no actuations have been received for this phase. A phase operating in single entry will only be
called if actuations have been received. When timing a cycle, a point is reached where the next phase
(or phases) to be timed is on the other side of a barrier. At this point, the controller will check the phases
in each ring and determine which phase to activate. If a call does not exist in a ring, a phase designated
as dual entry in that ring will be activated by the controller. If two phases are designated as dual entry in
this ring, then the first phase to occur in the phase sequence is activated.
Impact on model results: Dual entry affects the amount of vehicular and pedestrian calling flow for each
actuated phase, potentially affecting actuated phase times and control delays.

Exclusive Pedestrian Phase Time

Description: This entry specifies the amount of cycle time to be used by an exclusive pedestrian phase
at each intersection. Currently, this calculation is only supported for uncoordinated intersections and/or
datasets having only one coordinated intersection.
Impact on model results: For uncoordinated (chapter 18) operations, exclusive pedestrian phase times
affect the cycle length computed by the procedure. For coordinated (chapter 17) operations, exclusive
pedestrian phase times affect the amount of cycle time available to the vehicular phases. The cycle

20 • Glossary of Terms Signalized Intersections Users Guide

length and vehicular phase times affect most aspects of the overall model; including control delay, queue
lengths, and travel time.

Extension of Effective Green Time

Description: This entry specifies the amount of the change and clearance interval at the end of the
phase for a lane group, usable by its vehicles.
Impact on model results: Extension of effective green times affect the calculation of actuated phase
times and queue service times.

Field-Measured Phase Times

Description: This entry specifies that user-entered phase splits and/or maximum greens will not be
modified, as they normally would be, by the computational procedure to estimate signal phase durations.
Impact on model results: This entry allows delays and other output values to reflect actuation, but also
allows average phase times to be directly user-entered as they were in the HCM 2000.

Follow Up Left Turn Time

Description: This entry specifies the follow-up time required for permissive left-turners at a signalized
intersection.
Impact on model results: This entry affects saturation flow rates and actuated phase times for left-turns
operating under protected-permissive or permissive-only phasing.

Force Mode
Description: For uncoordinated (chapter 18) operations, the force mode is not used. For coordinated
(chapter 17) operations, this entry specifies the force-off mode (fixed or floating), which governs
reallocation of green time within the cycle. The controller calculates the phase force-off point for each
actuated phase based on the force mode and the phase splits. When set to the fixed mode, each
actuated phase has its force-off point set at a fixed time in the cycle, relative to time zero on the system
master. This operation allows unused split time to revert to the following phase. When set to the floating
mode, each actuated phase has its force-off point set at the split time after the phase first becomes
active. This operation allows unused split time to revert to the coordinated phase via an early return to
green.
Impact on model results: Changing the force mode would potentially reallocation of green time within
the cycle, possibly changing the amount of green time available to each movement. The amount of
available green time impacts most aspects of the overall model; including queue lengths, stops, and
control delays.

Heaviest Lane Volume

Description: This entry specifies the single-lane volume with the highest volume of each lane group.
Impact on model results: Heaviest lane volume affects the lane utilization adjustment factor, which in
turn affects the adjusted saturation flow rates.

Heavy Vehicle Equivalency

Description: This entry specifies the ratio of passenger car to heavy vehicle saturation flow rate, at
signalized intersections. The equivalent number of passenger cars for each heavy vehicle is typically 2.0.

Signalized Intersections Users Guide Glossary of Terms • 21

Impact on model results: This entry affects the heavy vehicle adjustment factor and the adjusted
saturation flow rate.

Incoming Pedestrian Volume (multimodal)

Description: This entry specifies the number of pedestrians walking in the reverse direction of travel.
For example, on the eastbound approach, incoming pedestrians will travel westbound on the southern-
most crosswalk.
Impact on model results: Incoming pedestrian volume affects the number of pedestrians arriving at
each intersection corner during each cycle, and the total number of circulating pedestrians at each corner.

Initial Queue Length

Description: This entry specifies the initial queue at the beginning of the first analysis period, either
observed in the field or carried over from the computations of a previous analysis period. The initial
queue for the subject period is the unmet demand from the previous period and represents the number of
vehicles present in the movement group at the start of the analysis period. The value entered represents
the total number of vehicles observed in the subject traffic lanes at the start of this time period. The initial
queue value should not include vehicles in queue due to random, cycle-by-cycle fluctuations. Initial
queue is estimated as the queue count at the start of the red indication. Whether or not an initial queue
value is coded for the first time period, unmet demand will be computed for each period and will be
carried forward as the initial queue for the subsequent period.
Impact on model results: Initial queue analyses (in which one or more movements are coded with a
non-zero initial queue length) invoke a substantially more extensive computational procedure than
analyses with no initial queues. Model results (from initial queue analyses) are more likely to reflect the
increased congestion caused by period-to-period unmet demand.

Intersection Dropdown
Description: The intersection dropdown control allows the user to switch between active intersections
for editing input data, and for viewing reports.
Impact on model results: None

Intersection Name
Description: This entry documents the name of the intersection being analyzed.
Impact on model results: None

Jurisdiction
Description: This entry documents the jurisdiction for which the analysis is being performed.
Impact on model results: None

Lag Phase
Description: This entry specifies whether or not the associated left-turn phase occurs immediately after
the opposing (through movement) phase terminates. If split phasing is in effect, this entry indicates which
through movement phase (4 or 8) occurs first.
Impact on model results: Changing the phasing sequence (via Lag Phase) would potentially shift the
window of major street green time to a different part of the cycle, possibly changing the proportion of
arrivals on green for one or more movements. The proportion of arrivals on green impacts many aspects

22 • Glossary of Terms Signalized Intersections Users Guide

of the overall model; including queue service times, actuated phase times, and control delays. The minor
street phasing sequence could also affect the times during which cross street vehicles are released on to
the major street, again affecting the proportion of arrivals on green.

Lane Width
Description: This entry specifies the average width of lanes represented in a movement group. The
minimum average lane width is 8 feet. Standard lane widths are 12 feet. Lane widths greater than 16
feet can be included; however, the analyst should consider whether the wide lane actually operates as
two narrow lanes. The analysis should reflect the way in which the lane width is actually used or
expected to be used.
Impact on model results: Lane widths below 10 feet decrease the saturation flow rate for the
associated movement, resulting in higher delays, travel times, queues, etc. Lane widths above 12.9 feet
increase the saturation flow rate for the associated movement, resulting in lower delays, travel times,
queues, etc.

Left Turn Equivalency

Description: This entry specifies the ratio of through to left-turn saturation flow rate, at signalized
intersections.
Impact on model results: Left turn equivalency affects the distribution of saturation flow rates among
lanes, which in turn affects many aspects of the overall model. Left turn equivalency also affects the
computation of maximum allowable headways (MAH) for each actuated movement, which impacts
actuated phase times.

Maximum Cycle Length

Description: This entry specifies the maximum candidate cycle length to be considered in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Mid-Segment 85th-Percentile Speed (multimodal)

Description: The 85th percentile speed represents the speed of the vehicle whose speed is exceeded
by only 15% of the population of vehicles. The speed of interest is that of vehicles traveling along the
street approaching the subject intersection. It is measured at a location that is sufficiently distant from the
intersection that speed is not influenced by intersection operation. This speed is likely to be influenced by
traffic conditions, so it should reflect the conditions present during the analysis period.
Impact on model results: The 85th percentile speed affects the motorized vehicle speed adjustment
factor.

Minimum Cycle Length

Description: This entry specifies the minimum candidate cycle length to be considered in a signal timing
optimization run.
Impact on model results: This entry is only applicable to optimization runs.

Minimum Green
Description: This entry specifies the shortest amount of time that a green signal indication will be
displayed for a movement. It is input for each non-coordinated signal phase. Its duration is based on

Signalized Intersections Users Guide Glossary of Terms • 23

considerations of driver reaction time, queue length, and driver expectancy. Minimum green may be as
short as 3 seconds for a left-turn phase, and 5 to 10 seconds for a through movement. For intersections
without pedestrian push buttons, the minimum green interval may also need to be sufficiently long to
allow a pedestrian to cross during the concurrent vehicular phase.
Impact on model results: Minimum green time affects the amount of available green time, which
impacts most aspects of the overall model; including queue lengths, stops, and control delays. Minimum
green time may also affect the probability of traffic accidents under certain conditions.

New Time Period

Description: This button is used to add new time periods to the analysis. When the button is clicked a
new, final time period will be added at the end of all existing time periods. When oversaturated conditions
exist, a multiple-period analysis can more accurately capture the effects of traffic congestion. The
number of time periods should be chosen such that the first and last time periods are undersaturated.

Number of Intersections
Description: This entry specifies the number of intersections in a brand-new dataset. After the new
dataset is created, intersections can be added or deleted at any time.

Number of Iterations
Description: This entry specifies a number of model iterations for the computation of actuated phase
times. Queue service times are dependent on green interval durations. This dependency introduces a
circularity in the calculation process. Thus, the procedure is iterative, where an initial estimate of green
interval duration is provided and the green interval duration is re-computed. The computed duration is
compared with the initial estimate and, if they are different, then the computed value becomes the new
initial estimate and the procedure is repeated. Iterations are repeated until the initial estimate and
computed green interval duration are equal.
Impact on model results: If the number of model iterations is too small, this could compromise the
accuracy of the model. Higher numbers of model iterations may require longer computation times on the
computer. The number of model iterations may have no impact on the model results of intersections
under pre-timed operation (indicated by max recall on every phase).

Number of Lanes
Description: This entry specifies the number of intersection lanes available for use by each movement.
For through movements, this would include shared L+T, T+R, and L+T+R lanes. For left-turn and right-
turn movements, only the number of exclusive (non-shared) turn lanes should be entered. The procedure
does not explicitly allow specification of L+R approaches with zero through vehicles; such as a one-lane
approach with L+R, or a two-lane approach with LT-only and RT-only. Mechanics of the analysis for a
one lane approach with L+R should be the same as for a one-lane approach with L+T+R and a through
volume equal to 1 vph. Mechanics of the analysis for a two-lane approach with LT-only and RT-
only should be the same as when the approach is coded having one exclusive left-turn lane (LT-only),
one shared through-right lane T+R, and a through volume equal to 1 vph. Alternatively, mechanics of the
analysis for a two-lane approach with LT-only and RT-only should also be the same as when the
approach is coded as having two lanes with L+T+R and a through volume equal to 1 vph.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

24 • Glossary of Terms Signalized Intersections Users Guide

Number of Periods
Description: This entry specifies the number of time periods in a brand-new dataset. After the new
dataset is created, periods can be added or deleted at any time.

Number of Receiving Lanes

Description: This entry specifies the count of lanes departing the intersection. This number should be
separately determined for each left-turn and right-turn movement. Experience indicates that proper
turning cannot be executed at some intersections because a receiving lane is frequently blocked by
double-parked vehicles. For this reason, the number of receiving lanes should be determined from field
observation whenever possible.
Impact on model results: The number of receiving lanes affects the ped-bike saturation flow rate
adjustment calculations.

Number of Right-Turn Islands (multimodal)

Description: This entry specifies the number of right-turn channelizing islands along the crosswalk.
Impact on model results: The number of right-turn islands affects the motorized vehicle volume
adjustment factor.

Offset
Description: This entry specifies the difference between the start of green time for the reference interval
at the subject intersection, and a specified time datum in a system of signalized intersections. The offset
is used to coordinate timing plans at adjacent intersections along an urban street, ideally allowing
vehicles to pass through multiple intersections without stopping.
Impact on model results: For uncoordinated (chapter 18) operations, the offset is not used. For
coordinated (chapter 17) operations, offsets affect many aspects of the overall model; including travel
speeds, travel times, stops, and control delays.

Outgoing Pedestrian Volume (multimodal)

Description: This entry specifies the number of pedestrians walking in the forward direction of travel.
For example, on the eastbound approach, outgoing pedestrians will travel eastbound on the southern-
most crosswalk.
Impact on model results: Outgoing pedestrian volume affects the number of pedestrians arriving at
each intersection corner during each cycle, and the total number of circulating pedestrians at each corner.

Outside Thru Lane Width (multimodal)

Description: This entry specifies the width of the outside thru vehicle lane on the subject approach.
Impact on model results: The outside thru lane width affects the cross section width adjustment factor.

Paved Shoulder Width (multimodal)

Description: This entry specifies the width of the paved outside shoulder on the subject approach.
Impact on model results: The paved shoulder width affects the cross section width adjustment factor.

Signalized Intersections Users Guide Glossary of Terms • 25

Parking Exists
Description: This entry indicates that on-street parking spaces exist within 250 feet of the intersection
(regardless of whether or not parking maneuvers take place). This entry indicates whether on-street
parking is allowed along the curb line adjacent to a movement group and within 250 feet upstream of the
stop line during the analysis period. On a one-way street with no exclusive turn lanes, the presence of
on-street parking is separately noted for each side of the street.
Impact on model results: The existence of parking decreases the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc. Note that parking conditions with zero
maneuvers have a different impact than a no-parking situation.

Parking Maneuvers per Hour

Description: This entry specifies the number of parking maneuvers that occur directly adjacent to a
movement group and within 250 feet upstream of the stop line, as measured during the analysis period.
A maneuver occurs when a vehicle enters or exits a parking stall. If more than 180 maneuvers per hour
exist, a practical limit of 180 should be used. On a one-way street with no exclusive turn lanes,
maneuvers are separately counted for each side of the street. The count is divided by the analysis period
duration to yield an hourly flow rate.
Impact on model results: Non-zero parking maneuvers per hour decrease the saturation flow rate for
associated movements, resulting in higher delays, travel times, queues, etc. Note that parking conditions
with zero maneuvers have a different impact than a no-parking situation.

Passage Time
Description: This entry specifies the maximum amount of time one vehicle actuation can extend the
green interval when green is displayed. It is input for each non-coordinated signal phase. It is also
referred to as vehicle interval, extension interval, extension, or unit extension. The passage timer starts to
time from the instant the vehicle actuation is removed. A subsequent actuation will reset the passage
timer. When the passage timer reaches the passage time setting and there is an actuation on a
conflicting phase, the phase will terminate by gap out. Passage time values are typically chosen based
on consideration of detection zone length, detection zone location (relative to the stop line), number of
lanes served by the phase, and vehicle speed. Longer passage times are often used with shorter
detection zones, greater distance between the zone and stop line, fewer lanes, and slower speeds. The
objective when determining the passage time value is to make it large enough to ensure that all queued
vehicles are served but to not make it so large that it extends for randomly arriving traffic. On high-speed
approaches, this objective is broadened to include not making the passage time so large that the phase
frequently extends to its maximum setting (i.e., maxes-out) such that safe phase termination is
compromised.
Impact on model results: Passage time is used to compute maximum allowable headways (MAH) for
each actuated movement. MAH impacts many aspects of the overall model; including actuated phase
times, and control delays.

Peak-Hour Factor
Description: This entry specifies the proportion of peak-hour volume occurring in the peak 15 minutes.
Peak 15-minute volume is computed as the hourly volume divided by four times the PHF.
Impact on model results: The PHF (when lower than 1.0) simply factors up the associated movement
volume, to reflect increased flow rates during the peak 15-minute period.

26 • Glossary of Terms Signalized Intersections Users Guide

Pedestrian Signal Head (multimodal)
Description: The presence of a pedestrian signal head influences pedestrian crossing behavior. If a
pedestrian signal head is provided, then pedestrians are assumed to use the crosswalk during the WALK
and flashing DON’T WALK indications. If no pedestrian signal heads are provided, then pedestrians will
cross during the green indication provided to vehicular traffic.
Impact on model results: The presence of a pedestrian signal head affects the effective walk time for
all phases.

Pedestrians per Hour

Description: This entry specifies the number of pedestrians traveling in the crosswalk that is crossed by
vehicles turning right from the subject approach during the analysis period. For example, the pedestrian
flow rate for the westbound approach would describe the pedestrian flow in the crosswalk on the north
leg. The count is divided by the analysis period duration to yield an hourly flow rate.
Impact on model results: Non-zero pedestrians per hour decrease the saturation flow rate for
associated movements, resulting in higher delays, travel times, queues, etc.

Percent Grade
Description: Approach grade defines the average grade along the approach, as measured along a line
parallel to the direction of travel and from the stop line to a point 100 feet upstream of the stop line. An
uphill condition has a positive grade, and a downhill condition has a negative grade.
Impact on model results: Upgrades (above zero) decrease the saturation flow rate for associated
movements, resulting in higher delays, travel times, queues, etc. Downgrades (below zero) increase the
saturation flow rate for associated movements, resulting in lower delays, travel times, queues, etc.

Percent Trucks
Description: This entry specifies the percentage of trucks (heavy vehicles) in the traffic stream for each
movement. A heavy vehicle is defined as any vehicle with more than four tires touching the pavement.
Local buses that stop near the intersection (as defined in a subsequent section) are not included in the
count of heavy vehicles. The percentage of heavy vehicles represents the number of heavy vehicles that
arrive during the analysis period divided by the total vehicle count for the same period. This percentage
is provided for each intersection traffic movement; however, one representative value for all movements
may be used for a planning analysis.
Impact on model results: Non-zero truck percentages decrease the saturation flow rate for the
associated movement, resulting in higher delays, travel times, queues, etc.

Percent Turns in Shared Lane

Description: These entries specify the percentage of left-turn or right-turn vehicles using the shared lane
instead of the exclusive lane. These entries are only applicable to shared-plus-exclusive lane
configurations.
Impact on model results: The vehicular demands affect most aspects of the overall model; including
control delay, time until onset of queue spillback, queue lengths, and travel time.

Period Dropdown
Description: The time period dropdown control allows the user to switch between active time periods for
editing input data, and for viewing reports.

Signalized Intersections Users Guide Glossary of Terms • 27

Impact on model results: None

Permitted Left-Turn Flow (multimodal)

Description: This entry specifies the count of vehicles that turn left permissively. A permitted left-turn
movement can occur with either the permitted or the protected-permitted left-turn mode. For left-turn
movements served by the permitted mode, the permitted left-turn flow rate is equal to the left-turn
demand flow rate. For left-turn movements served by the protected-permitted mode, the permitted left-
turn flow rate should be measured in the field because its value is influenced by many factors.
Impact on model results: Permitted left-turn flow affects the effective available crosswalk time-space,
and the motorized vehicle volume adjustment factor.

Phase 2 Direction
Description: This entry specifies the direction of "phase 2" in the timing plan. The phase 2 direction
does not need to be identical to the urban street forward direction. However, if the urban street forward
direction is eastbound or westbound, the phase 2 direction must either be eastbound or westbound. If the
urban street forward direction is northbound or southbound, the phase 2 direction must either be
northbound or southbound.
Impact on model results: Reversing the phase 2 direction would cause input controller settings for
phases 1, 2, 5, and 6 to apply to the opposite direction.

Phase 4 Direction
Description: This entry specifies the direction of "phase 4" in the timing plan. The phase 4 direction
must be perpendicular to the urban street forward direction.
Impact on model results: Reversing the phase 4 direction would cause input controller settings for
phases 3, 4, 7, and 8 to apply to the opposite direction.

Phase Movement
Description: This entry specifies which movements are active during the given signal phase.
Impact on model results: Left-turns are typically active during the odd-numbered signal phases. Right-
turns and through movements are typically active during even-numbered signal phases. The main
exception to this is protected-permissive or permissive-only left-turn phasing, in which left-turners are
activated (allowed to search for gaps in opposing traffic) during even-numbered phases. Protected-
permissive left-turn phasing is known to allow for lower delays experienced by left-turning vehicles
(assuming sufficiently low opposing traffic volumes), when compared to protected-only left-turn phasing.
However, timing plans allowing permissive left-turners are also known to increase the probability of traffic
accidents under certain conditions, when compared to protected-only left-turn phasing.

Phase Split
Description: This entry specifies a “split” time provided for each non-coordinated phase. A phase split
represents the sum of the green, yellow change, and red clearance intervals for the phase. The rationale
for determining the appropriate green interval duration varies among agencies; however, it is often
equated to the optimum fixed green duration that is obtained from a signal timing optimization software
program. The phase split for each phase in a concurrent pair (i.e., 1 and 5, 3 and 7, 4 and 8) is not
required to be equal in most modern controllers; however, it is typically set at the same value. It is
assumed in this procedure that each phase in the pair has the same split value (split values may vary
among pairs).

28 • Glossary of Terms Signalized Intersections Users Guide

Impact on model results: The amount of available green time impacts most aspects of the overall
model; including queue lengths, stops, and control delays.

Phasing View
The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through
8), also known as “Quick Phases”. Green, yellow, and all-red clearance times may be entered in the
group box labeled “Timing”. After the signal phasing and timing are entered a sequential phasing
diagram (labeled “Phasing View”) will display the overall timing plan in an equivalent “single-ring” format.
The HCM2010 procedure to calculate the average duration of an actuated phase generates the green
times in the Phasing View. This procedure is used for estimating the average phase duration for an
intersection that is operating with actuated control. Where appropriate, the description is extended to
include techniques for estimating the duration of non coordinated and coordinated phases. A series of
calculations (Volume Computations; Queue Accumulation Polygon; Maximum Allowable Headway;
Equivalent Maximum Green; Average Phase Duration; and Probability of Max Out) is completed in
sequence as defined in HCM2010 Chapter 31 to obtain estimates of average phase duration and the
probability of phase termination by extension to its maximum green limit
Increasing the “Number of Calculation Iterations” (the default value is 15 iterations) may improve the
accuracy of phase time estimation under complex conditions, but may increase the amount of time
required for re-calculation. For pre-timed signals (“Recall Mode” set equal to “Max” for each phase),
phase durations will usually reflect user-specified maximum green times if the number of iterations is high
enough. Alternatively, phase durations may be taken directly from user-entered data, by turning on the
checkbox called “Field-Measured Phase Times”.

Presence of Curb (multimodal)

Description: This entry specifies whether a curb is present next to the paved outside shoulder on the
subject approach.
Impact on model results: Curb presence affects the adjusted width of paved outside shoulder, which in
turn affects the cross section width adjustment factor.

Project Description
Description: This entry documents the analysis with information for identification purposes.
Impact on model results: None

Proportion of On-Street Parking Occupied (multimodal)

Description: This entry specifies the proportion of the intersection’s right-side curb line that has parked
vehicles present during the analysis period. It is based on a zone that extends from a point 250 feet
upstream of the intersection to the intersection, and a second zone that extends from the intersection to a
point 250 feet downstream of the intersection. If parking is not allowed in these two zones, then this
proportion equals 0.0.
Impact on model results: The proportion of on-street parking affects the cross section width adjustment
factor.

Proportion of Pedestrians who Push Button

Description: This entry specifies the proportion of pedestrians who will push the intersection crossing
button for service.

Signalized Intersections Users Guide Glossary of Terms • 29

Impact on model results: The pedestrian calling rate is used to compute the probability of a phase call.
This in turn potentially affects actuated phase times and control delays for all movements.

Queue Length Percentile

Description: This entry specifies the probability that a computed queue length will not be exceeded
during any one signal cycle.
Impact on model results: Queue length percentile affects the back-of-queue adjustment factor; which in
turn affects queue storage ratio, uniform queue length, and incremental queue length.

Quick Jump
Description: The Quick Jump combo box allows the user to jump to certain sections of the Classic Mode
user-interface screen.
Impact on model results: None

Quick Lanes
Description: Quick Lanes provides a graphical data entry mechanism for specifying lane configuration.
Lane use combinations can be selected by clicking on the appropriate arrows to place them on the central
diagram for each approach. To remove a selected arrow combination, simply click on the white arrow on
the approach itself.
Impact on model results: Intersection laneage has a fundamental effect on all aspects of the model
results.

Quick Phases
The signal phasing sequence is specified by clicking on the dual-ring phasing diagram (phases 1 through
8), also known as “Quick Phases”. Only the left-turn phasing needs to be specified, because thru
movements and right-turn movements are automatically added to the phasing sequence as a function of
laneage. The dual-ring phasing diagram contains logic to prevent invalid phasing sequences from being
entered, given the available laneage. Left-turn movements in odd-numbered phases are used to reflect
protected left-turns (i.e., “green arrow”), whereas left-turn movements in even-numbered phases are used
to reflect permitted left-turns (i.e., “green ball”). When exclusive right-turn lanes exist, shielded right-turns
may be added by clicking twice on the corresponding odd-numbered phase. Green, yellow, and all-red
clearance times may be entered in the group box labeled “Timing”. After the signal phasing and timing
are entered a sequential phasing diagram (labeled “Phasing View”) will display the overall timing plan in
an equivalent “single-ring” format.

Recall Mode
Description: This entry specifies whether or not the controller will automatically place a call for a
specified phase each time the controller is servicing a conflicting phase. When “no recall” is entered,
phases are eligible to be skipped in the absence of vehicular demand. Otherwise, there are three types
of recalls: minimum recall, maximum recall, and pedestrian recall. Invoking minimum recall causes the
controller to place a continuous call for vehicle service on the phase, and then service the phase until its
minimum green interval times out. The phase can be extended if actuations are received. Invoking
maximum recall causes the controller to place a continuous call for vehicle service on the phase. It
results in the presentation of the green indication for its maximum duration every cycle. Using maximum
recall on all phases yields an equivalent pre-timed operation. Invoking pedestrian recall causes the
controller to place a continuous call for pedestrian service on the phase and then service the phase for at
least an amount of time equal to its walk and pedestrian clear intervals (more if vehicle detections are

30 • Glossary of Terms Signalized Intersections Users Guide

received). Pedestrian recall is used for phases that have a high probability of pedestrian demand every
cycle and no pedestrian detection.
Impact on model results: Recall mode affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Minimum green time
may also affect the probability of traffic accidents under certain conditions.

Red Time
Description: This entry specifies the all-red clearance interval duration displayed by the signal for the
given phase.
Impact on model results: Red time affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Red time may also
affect the probability of traffic accidents under certain conditions.

Reference Phase
Description: For uncoordinated (chapter 18) operations, the reference phase is not used. For
coordinated (chapter 17) operations, this entry specifies the coordinated phase number (must be either 2
or 6) to which the offset is referenced.
Impact on model results: Changing the reference phase number would potentially shift the window of
major street green time to a different part of the cycle, possibly changing the proportion of arrivals on
green for one or more movements. The proportion of arrivals on green impacts many aspects of the
overall model; including queue service times, actuated phase times, and control delays.

Reference Point
Description: For uncoordinated (chapter 18) operations, the reference point is not used. For
coordinated (chapter 17) operations, this entry specifies the location (beginning of green or end of green)
to which the offset is referenced.
Impact on model results: Changing the reference point would potentially shift the window of major
street green time to a different part of the cycle, possibly changing the proportion of arrivals on green for
one or more movements. The proportion of arrivals on green impacts many aspects of the overall model;
including queue service times, actuated phase times, and control delays.

Rest in Walk Enabled (multimodal)

Description: A phase with the rest-in-walk mode enabled will dwell in walk as long as there are no
conflicting calls. When a conflicting call is received, the pedestrian clear interval will time to its setting
value before ending the phase. This mode can be enabled for any actuated phase. Signals that operate
with coordinated-actuated operation may be set to use a coordination mode that enables the rest-in-walk
mode. Typically, the rest-in-walk mode is not enabled. In this case, the walk and pedestrian clear
intervals each time to their respective setting values, and then the pedestrian signal indication dwells in a
steady DON’T WALK indication until a conflicting call is received.
Impact on model results: Rest-in-walk affects the effective walk time for actuated phases.

Right Turn Equivalency

Description: This entry specifies the ratio of through to right-turn saturation flow rate, at signalized
intersections.
Impact on model results: Right turn equivalency affects the distribution of saturation flow rates among
lanes, which in turn affects many aspects of the overall model. Right turn equivalency also affects the

Signalized Intersections Users Guide Glossary of Terms • 31

computation of maximum allowable headways (MAH) for each actuated movement, which impacts
actuated phase times.

Right Turns on Red

Description: This entry specifies the count of vehicles that turn right at the intersection when the signal
indication is red, divided by the analysis period duration. It is expressed as an hourly flow rate, but may
represent a time period shorter than one hour. It is difficult to predict the right-turn-on-red (RTOR) flow
rate because it is based on many factors that vary widely from intersection to intersection. These factors
include approach lane allocation (shared or exclusive right-turn lane), right-turn flow rate, sight distance
available to right-turning drivers, volume-to-capacity ratio for conflicting movements, arrival patterns
during the signal cycle, left-turn signal phasing on the conflicting street, and conflicts with pedestrians.
Given the difficulty of estimating the RTOR flow rate, it is recommended that this flow rate be measured in
the field whenever possible. If the analysis is dealing with future conditions or if the RTOR flow rate is not
known from field data, then the RTOR flow rate for each right-turn movement can be assumed to equal 0
veh/h. This is a conservative assumption because it may indicate a slightly longer delay than may
actually be incurred.
Impact on model results: The coded value is subtracted from the right-turn demand before the adjusted
flow rate is computed.

Saturation Flow Rate

Description: This value specifies the maximum steady flow rate at which previously stopped passenger
cars can cross the stop line of a signalized intersection under typical conditions, assuming that the green
signal is available and no lost times are experienced.

Shared Lanes
Description: This entry specifies the existence of shared left-turn lanes and shared right-turn lanes.
Impact on model results: The computational procedure automatically assumes shared laneage in the
absence of exclusive turn lanes, when turn volumes are non-zero, so this entry is somewhat redundant.
The procedure does not support analysis of an exclusive left-turn lane adjacent to a shared left-turn lane
on the same approach, and does not support analysis of an exclusive right-turn lane adjacent to a shared
right-turn lane on the same approach.

Simultaneous Gap Out

Description: This entry specifies the manner in which phases are terminated before the barrier can be
crossed to serve a conflicting call. Depending on the operating circumstances, this mode can be enabled
or disabled. It is a phase-specific setting; however, it is typically set the same for all phases that serve
the same street. Simultaneous gap-out dictates controller operation when a barrier must be crossed to
serve the next call and one phase is active in each ring. If simultaneous gap-out is enabled, it requires
that both phases reach a point of being committed to terminate (via gap out, max out, or force-off) at the
same time. If one phase is able to terminate because it has gapped out, but the other phase is not able
to terminate, then the gapped-out phase will reset its extension timer and restart the process of timing
down to gap-out. If the simultaneous gap-out feature is disabled, then each phase can reach a point of
termination independently. In this situation, the first phase to commit to termination maintains its active
status while waiting for the other phase to commit to termination. Regardless of which mode is in effect,
the barrier is not crossed until both phases are committed to terminate.
Impact on model results: The simultaneous gap-out mode is considered when computing maximum
allowable headways (MAH) for each actuated movement. MAH impacts many aspects of the overall
model; including actuated phase times, and control delays.

32 • Glossary of Terms Signalized Intersections Users Guide

Sneakers
Description: This entry specifies the number of left-turns completed at the end of a permissive period.
Impact on model results: Sneakers affect the capacity of left-turn movements operating under
protected-permissive or permissive-only phasing. Left-turn capacity then affects queue length and control
delay for the left-turn movement.

Speed Limit
Description: This entry specifies the posted speed limit applicable to each movement. Speed is used in
the methodology to estimate the maximum allowable headway of the arriving traffic stream. Speed limit is
highly correlated with the environmental and geometric factors that have a direct influence on driver
speed choice. As such, it represents a single input variable that is highly correlated with operating speed
and is used as a convenient way to limit the need for numerous environmental and geometric input data
to estimate operating speed. The convenience of using speed limit as an input variable comes with a
caution - the analyst must not infer a cause-and-effect relationship between the input speed limit and the
estimated performance measures. More specifically, the computed change in performance resulting from
a change in the input speed limit is not likely to be indicative of performance changes that will actually be
realized. Research indicates that a change in speed limit has a proportionally smaller effect on the actual
operating speed. The methodology is based on the assumption that the posted speed limit is: (1)
consistent with that found on other streets in the vicinity of the subject intersection and (2) consistent with
agency policy regarding specification of speed limits. If it is known that the posted speed limit does not
satisfy these assumptions, then the speed limit value that is input to the procedure should be adjusted
such that it is consistent with the assumptions.
Impact on model results: Within the computational procedure, speed limits are first converted to free-
flow speeds (AverageSpeedtoFFSRatio = 0.90 by default) for each movement. Next, the free-flow
speeds are then used to compute maximum allowable headways (MAH) for each actuated movement.
MAH impacts many aspects of the overall model; including actuated phase times, and control delays.
Speed limits are also used to compute accel-decel delays, which affect the computation of uniform stops
and uniform queue.

Split Phase
Description: This entry specifies whether or not the split phasing is in effect for phases 4 and 8,
meaning that phases 4 and 8 occur sequentially instead of concurrently. Split phasing is generally not
used on the major street (phases 2 and 6). Split phasing is commonly used to reduce the probability of
accidents at intersections with sight distance problems.
Impact on model results: Changing the minor street phasing sequence (via Split Phase) could affect
the times during which cross street vehicles are released on to the major street, affecting the proportion of
arrivals on green. The proportion of arrivals on green impacts many aspects of the overall model;
including queue service times, actuated phase times, and control delays. To the extent that split phasing
is used in lieu of standard phasing, it will typically increase queue lengths and control delays at the
subject intersection. However, this is sometimes seen as an acceptable price to pay for reducing the
probability of accidents (at intersections with sight distance problems).

Start Time
Description: This entry specifies the clock time (hh:mm) at the beginning of the time period. For
example, 17:00 could be used to indicate the beginning of the 5:00 PM peak hour. Start times are listed
at the top of the formatted reports.
Impact on model results: None

Signalized Intersections Users Guide Glossary of Terms • 33

Start-Up Lost Time
Description: This entry specifies the additional time consumed by the first few vehicles in a queue at a
signalized intersection, above and beyond the saturation headway, because of the need to react to the
initiation of the green phase (and to accelerate).
Impact on model results: Start-up lost times affect the calculation of actuated phase times and queue
service times.

Stop Speed
Description: This entry specifies the speed below which a vehicle is said to be stopped.
Impact on model results: Stop speed affects the calculation of accel-decel delays, which in turn affect
the computation of uniform stops and uniform queue.

Stored Heavy Vehicle Length

Description: This entry specifies the lane length occupied by a queued heavy vehicle.
Impact on model results: Stored heavy vehicle length affects the computation of queue storage ratio.

Stored Vehicle Length

Description: This entry specifies the lane length occupied by a queued vehicle.
Impact on model results: Stored vehicle length is considered when estimating the amount of time until
onset of queue spillback. Stored vehicle length also affects access point operations.

System Cycle Length

Description: This entry specifies the background cycle length applicable to the urban street system.
The cycle length represents the total time for a signal to complete one cycle.
Impact on model results: For uncoordinated (chapter 18) operations, the cycle length input data entry
is not used; instead, the cycle length is automatically recomputed by the procedure. For coordinated
(chapter 17) operations, the cycle length applies to all intersections, and will not be recomputed by the
procedure. The cycle length affects most aspects of the overall model; including control delay, queue
lengths, and travel time.

Turn Bay Length and Segment Length

Description: For left-turns and right-turns this entry specifies turn pocket lengths for each approach. For
through movements this entry specifies segment lengths for each approach. Turn bay length represents
the length of the bay for which the lanes have full width and in which queued vehicles can be stored. The
turn bay length does not include the bay taper. Bay length is measured parallel to the roadway
centerline. If a two-way left-turn lane is provided for left-turning vehicle storage and adjacent access
points exist, then the bay length entered should represent the “effective” storage length available to the
subject left-turn movement. The effective length must consider adjacent access points and their
associated left-turn vehicles, which may also store in the two-way left-turn lane.
Impact on model results: Turn bay lengths and segment lengths affect the "queue storage ratio" output,
and the time until onset of queue spillback.

34 • Glossary of Terms Signalized Intersections Users Guide

Uncoordinated Flag
Description: If an intersection is flagged as uncoordinated, it will be analyzed in accordance with
chapter 18 (signalized intersections) procedures. If an intersection is flagged as coordinated, it will be
analyzed in accordance with chapter 17 (urban streets) procedures.
Impact on model results: For uncoordinated (chapter 18) operations, each intersection is analyzed
independently of all other intersections, and the cycle length is variable. For coordinated (chapter 17)
operations, each intersection is potentially affected by the operation of nearby intersections, and the cycle
length is constant.

Upstream Filtering Adjustment Factor

Description: This entry accounts for the effect of “filtered” arrivals from upstream signals on delay. In
other words, the upstream filtering adjustment factor (I) reflects the way that an upstream signal
decreases the variance in the number of arrivals per cycle at the subject intersection. The decrease in
variance can reduce cycle failure frequency and resulting delay. The filtering adjustment factor varies in
value from 0.09 to 1.0. A value of 1.0 is appropriate for an isolated intersection (i.e., one that is at least
one mile from the nearest upstream signalized intersection). A value of less than 1.0 is appropriate for
non-isolated intersections. The equation I = 1.0 - 0.91Xu^2.68 is used to compute I for non-isolated
intersections. The variable Xu is computed as the weighted volume-to-capacity ratio of all upstream
movements contributing to volume in the subject movement group. This ratio is computed as a weighted
average with the volume-to-capacity ratio of each contributing upstream movement weighted by its
discharge volume. For planning and preliminary design analyses, Xu can be approximated as the
weighted volume-to-capacity ratio of the movement groups serving through movements at the upstream
signalized intersection. Note: The adjacent button will open a file dialog screen to identify the Signals file
for the upstream signal. If a file is selected, the appropriate volume-to-capacity ratios will be averaged as
described above and the I-factor computed automatically.
Impact on model results: The upstream filtering adjustment factor (also known as the I-factor) is used
in the calculation of incremental delay and incremental queue.

Urban Street
Description: This entry is used to document the name of the urban street.
Impact on model results: None

Urban Street Forward Direction

Description: This entry typically specifies the direction of "phase 2" in the timing plan.
Impact on model results: Reversing the urban street forward direction could cause forward direction
segment-specific MOEs (e.g., running speed, travel time) to be reported for the reverse direction, and
vice-versa.

Walk plus Pedestrian Clear Setting

Description: The walk interval is intended to give pedestrians adequate time to perceive the WALK
indication and depart the curb before the pedestrian change interval begins. The walk setting is typically
7 seconds, or more, for an actuated or a non-actuated coordinated phase. Longer walk durations should
be considered in school zones and areas with large numbers of elderly pedestrians. It is assumed that
the rest-in-Walk mode is not enabled for actuated phases and non-coordinated phases. For a pre-timed
phase, the walk interval is often set at a value equal to the green interval duration less the pedestrian
clear setting (provided that it exceeds the minimum time need for pedestrian perception and reaction).
For a coordinated phase, the controller is sometimes set to use a coordination mode that extends the

Signalized Intersections Users Guide Glossary of Terms • 35

walk interval for most of the green interval duration. This functionality is not explicitly modeled in the
automobile methodology but it can be approximated by setting the walk interval to a value equal to the
phase split less the pedestrian clear setting and less the change period (i.e., the yellow change interval
plus the red clearance interval). If the walk and pedestrian clear settings are provided for a phase, then it
is assumed that a pedestrian signal head is also provided. If these settings are not used, then it is
assumed that any pedestrian accommodation needed is provided in the minimum green setting. The
pedestrian clear interval (also referred to as the pedestrian change interval) is intended to provide time for
pedestrians that depart the curb during the WALK indication to reach the opposite curb (or the median).
Some agencies set the pedestrian clear equal to the “crossing time,” where crossing time equals the
curb-to-curb crossing distance divided by the pedestrian walking speed of 3.5 ft/s. Other agencies set the
pedestrian clear equal to the crossing time less the change period. This choice is dependent on agency
policy. A flashing DON’T WALK indication is displayed during this interval.
Impact on model results: The Walk + PC interval is used to compute the probability of a phase call.
This in turn potentially affects actuated phase times and control delays for all movements.

Walkway Width (multimodal)

Description: The total walkway width is measured from the outside edge of the road pavement (or face
of curb, if present) to the far edge of the sidewalk (as sometimes delineated by building face, fence, or
landscaping).
Impact on model results: Walkway width affects the available corner time-space.

Yellow Time
Description: This entry specifies the yellow (or amber) change interval duration displayed by the signal
for the given phase.
Impact on model results: Yellow time affects the amount of available green time, which impacts most
aspects of the overall model; including queue lengths, stops, and control delays. Yellow time may also
affect the probability of traffic accidents under certain conditions.

36 • Glossary of Terms Signalized Intersections Users Guide

 Detected Vehicle Length 20
Detector Length 20
Dual Entry 20

E
Index Exclusive Pedestrian Phase Time 20
Extension of Effective Green Time 20, 21

F
Field-Measured Phase Times 21
Follow Up Left Turn Time 21
Force Mode 21

G
A
General Controls 7
Acceleration Rate 15 Getting Started 6
Agency or Company 15 Glossary of Terms 15
Analysis Time Period 15
Analysis Time Period Duration 15
Analysis Year 15 H
Analyst 15 HCM Chapter 18 6
Animation 12 Heaviest Lane Volume 21
Area Type 16 Heavy Vehicle Equivalency 21
Arrival Type 16

I
B
Incoming Pedestrian Volume (multimodal) 22
Base Saturation Flow Rate 16 Initial Queue Length 22
Bicycle Lane Width (multimodal) 17 Intersection Dropdown 22
Bicycles per Hour 17 Intersection Name 22
Bus Blockage Time 17 Introduction 1
Bus Stops per Hour 17

J
C
Jurisdiction 22
Circulating Pedestrian Volume (multimodal) 17
Clear 18
Corner Radius (multimodal) 18 L
Critical Left Turn Gap Time 18 Lag Phase 22
Critical Merge Gap 18 Lane Volume 27
Crosswalk Closed (multimodal) 18 Lane Width 23
Crosswalk Length (multimodal) 18 Left Turn Equivalency 23
Crosswalk Width (multimodal) 18
Curb-to-Curb Street Width (multimodal) 19
Cycle Length Increment 19 M
Maximum Cycle Length 23
D Mid-Segment 85th-Percentile Speed (multimodal) 23
Minimum Cycle Length 23
Dallas Phasing 19 Minimum Green 23
Date 19
Deceleration Rate 19
Delete Time Period 19 N
Demand 19 New Time Period 24
Demand Growth 20

Signalized Intersections Users Guide Index • 37

Number of Intersections 24 S
Number of Iterations 24
Number of Lanes 24 Saturation Flow Rate 32
Number of Periods 25 Shared Lanes 32
Number of Receiving Lanes 25 Signals Report 14
Number of Right-Turn Islands (multimodal) 25 Simultaneous Gap Out 32
Sneakers 33
Speed Limit 33
O Split Phase 33
Offset 25 Start Time 33
Operational Data 9 Start-Up Lost Time 34
Optimization 13 Stop Speed 34
Outgoing Pedestrian Volume (multimodal) 25 Stored Heavy Vehicle Length 34
Outside Thru Lane Width (multimodal) 25 Stored Vehicle Length 34
System Cycle Length 34
P
T
Parking Exists 26
Parking Maneuvers per Hour 26 Turn Bay Length and Segment Length 34
Passage Time 26
Paved Shoulder Width (multimodal) 25 U
Peak-Hour Factor 26
Pedestrian Signal Head (multimodal) 27 Uncoordinated Flag 35
Pedestrians per Hour 27 Upstream Filtering Adjustment Factor 35
Percent Grade 27 Urban Street 35
Percent Trucks 27 Urban Street Forward Direction 35
Percent Turns in Shared Lane 27
Period Dropdown 27 W
Permitted Left-Turn Flow (multimodal) 28
Phase 2 Direction 28 Walk plus Pedestrian Clear Setting 35
Phase 4 Direction 28 Walkway Width (multimodal) 36
Phase Movement 28
Phase Split 28 Y
Phasing View 29
Yellow Time 36
Presence of Curb (multimodal) 29
Project Description 29
Proportion of On-Street Parking Occupied
(multimodal) 29
Proportion of Pedestrians who Push Button 29

Q
Queue Length Percentile 30
Quick Jump 30
Quick Lanes 30
Quick Phases 30

R
Recall Mode 30
Red Time 31
Reference Phase 31
Reference Point 31
Rest in Walk Enabled (multimodal) 31
Right Turn Equivalency 31
Right Turns on Red 32

38 • Index Signalized Intersections Users Guide

 Two-Way Stop Controlled Intersections

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Unsignalized Intersections 6
HCM Chapter 19........................................................................................................................ 6

Getting Started 7
Getting Started ........................................................................................................................... 7

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 8
Help ........................................................................................................................................... 8

Two-Way Stop Control 9

Operational Data ........................................................................................................................ 9
Animation ................................................................................................................................ 11
TWSC Report .......................................................................................................................... 12

Glossary of Terms 13

Index 19

Two-Way Stop Controlled Intersections Users Guide Contents • iii

Introduction

License Agreement
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Two-Way Stop Controlled Intersections Users Guide Introduction • 1

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2 • Introduction Two-Way Stop Controlled Intersections Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
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Two-Way Stop Controlled Intersections Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
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Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Two-Way Stop Controlled Intersections Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Two-Way Stop Controlled Intersections Users Guide Introduction • 5

Unsignalized Intersections

HCM Chapter 19
Two‐way STOP‐controlled (TWSC) intersections are common in the United States. One typical configuration is a
four‐leg intersection, where one street—the major street—is uncontrolled, while the other street—the minor street—
is controlled by STOP signs. The other typical configuration is a three‐leg intersection, where the single minor‐street
approach (i.e., the stem of the T configuration) is controlled by a STOP sign. Minor street approaches can be public
streets or private driveways. Chapter 19, Two‐‐Way STOP‐Controlled Intersections, presents concepts and
procedures for analyzing these types of intersections..

LIMITATIONS OF THE METHODOLOGY

The methodologies in this chapter apply to TWSC intersections with up to three through lanes (either shared or
exclusive) on the major‐street approaches and up to three lanes on the minor‐street approaches (with no more than
one exclusive lane for each movement on the minor‐street approach). Effects from other intersections are accounted
for only in situations in which a TWSC intersection is located on an urban street segment between coordinated
signalized intersections. In this situation, the intersection can be analyzed by using the procedures in Chapter 17,
Urban Street Segments. The methodologies do not apply to TWSC intersections with more than four approaches.
With appropriate changes in the values of critical headway and follow-up headway, the analyst could apply the
TWSC method to YIELD-controlled intersections.

The methodologies do not include a detailed method for estimating delay at YIELD‐controlled intersections;
however, with appropriate changes in the values of key parameters (e.g., critical headway and follow‐up headway),
the analyst could apply the TWSC method to YIELD‐controlled intersections.

All the methods are for steady‐state conditions (i.e., the demand and capacity conditions are constant during the
analysis period); the methods are not designed to evaluate how fast or how often the facility transitions from one
demand or capacity state to another. Analysts interested in that kind of information should consider applying
alternative tools, as discussed later in this chapter.

6 • Unsignalized Intersections Two-Way Stop Controlled Intersections Users Guide

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform from Two-Way Stop-Controlled (TWSC) analysis and All-Way Stop-Controlled
(AWSC) analysis. There is also a pull-down list to select units from U.S. Customary and Metric Units. Once these
choices are made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse functions are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing, clicking to a new field, or pressing the Enter key will trigger a recalculation and
update the lower Report pane.
Two-Way Stop-Controlled (TWSC) Analysis
Two-Way Stop-Controlled (TWSC) intersection analyses will estimate Capacity and Level of Service (LOS) for a
given set of traffic and geometric conditions. This type of analysis is oriented toward the evaluation of an existing
or planned facility. The methodology and procedures of application use the HCM Chapter 19 procedures.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
unsignal.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new Unsignal (*.xtw) and starts a new analysis project.
Open - Opens an existing Unsignal file (*.hxu, *.xtw).

Two-Way Stop Controlled Intersections Users Guide Getting Started • 7

Close - Closes an existing Unsignal file (*.xtw).
Save - Saves an opened Unsignal file (*.xtw) using the current file name.
Save As - Saves an opened Unsignal file (*.xtw) using a specified file name.
Save Report - Saves the Unsignal report as a specified text file.
(Available when the cursor is in the Report pane.)
Print - Prints an Unsignal report to the printer or specified text file.
Print Setup - Selects a printer and print connection.
Send - Sends the active Freeways report through e-mail.
Exit - Exits Freeways.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility
HCS Updates - Sends the HCS version number anonymously without any personally identifiable information to
McTrans to check for a newer version
HCM/HCS Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities
HCQS Web Page - Opens the TRB Highway Capacity and Quality of Service (HCQS) committee web page for
more information and updates concerning the HCM 2010.
Support
FAQ - Opens the McTrans FAQ page for HCS in the default web browser
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

8 • General Controls Two-Way Stop Controlled Intersections Users Guide

Two-Way Stop Control

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed, and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Intersection, Jurisdiction, Analysis Yearand Project Description.
Input Quick Jump and Report Quick Jump are pull-down lists from which to select a specific place in the Input or
Report screens to be positioned. Simply click on either field and select the portion of the Input or Report screens to
move to and the appropriate screen will position itself there.
Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
Next, the user enters the Duration as the analysis period, normally 15 minutes (T=0.25 hr) to represent the length of
time the peak flow is constant.
Traffic
Quick Entry takes the user to a graphic data entry screen for coding lane configuration data. In the Quick Entry
screen, the user first chooses whether the North/South street is the major or minor street. Then, lane combinations
can be selected by clicking on the appropriate arrows to place them on the central diagram for each approach. These
data are coordinated with the normal data entry screen when the Save button is pressed, so that changes in either
view are reflected in the other. The Revert button will take the Quick Entry to the configuration when first opened.
The user can also select the Major Street Direction as either East/West or North/South by using the pull-down
options button.
The geometry of each approach is described by coding the number of lanes and the movements allowed in each lane,
including whether movements are exclusive or shared. The number of lanes available for a given movement is
coded (or adjusted with the spinner), then the shared button (between the affected movements) is activated for any
shared movements. In each lane, there are three possible movements. Select the movements that exist for each lane.
Defining the Number and Usage of Lanes is necessary to allow further analysis.
Note: As stipulated in the HCM methodology, each major-street approach can have up to three thru lanes and one
exclusive right- or left-turn lane (four lanes maximum). Each minor-street approach can have up to three lanes, a
maximum of one lane for each movement.
The Channelized button is activated only when the right-turning traffic from the major road is separated by a
triangular island and has to comply with a stop or yield sign. This is different from an exclusive right-turn lane,
which is coded as such in the above section.
At Flared minor street approaches, two vehicles may occupy or depart from the stop line simultaneously as a result
of a large curb radius, a tapered curb, or a parking prohibition. This geometry may result in a greater capacity than if
turning and through movement share only one lane. The magnitude of this effect depends in part on the turning-
movement flow rates and the resultant probability of there being two vehicles simultaneously at the stop line, and in
part on the storage length available to feed the second position at the stop line. The Flared Approach Storage is the
number of spaces for right turning passenger cars that can queue at the stop line without obstructing the access to the
stop line for other movements.

Two-Way Stop Controlled Intersections Users Guide Two-Way Stop Control • 9

The existence of a Median on the major street, either raised, striped or two-way left-turn lane (TWLTL), often
causes a special gap acceptance phenomenon known as two-stage gap acceptance where a significant proportion of
the minor-street drivers cross part of the major-street then pause in the median to wait for a gap on the other
approach. When a TWLTL exists on the major street, the minor-street left-turning vehicle usually merges into the
TWLTL first and then seeks a usable gap on the other approach while slowly moving for some distance along the
TWLTL. If the subject intersection does not have Median Storage, select None to disable the Median Storage field.
If a median type is selected, the Median Storage field will enable coding the number of vehicles able to be stored.
The Traffic Volume for each movement of the intersection is coded in vehicles per hour. An hourly volume is
required for any movement to be included in the analysis. There is an optional global spinner at the end of the
Traffic Volume row that will allow the coded volumes to be incremented by the percentage shown in the All
Volume field using the adjacent spinner. This is especially useful when doing sensitivity analyses for various
growth rates.
The Peak-Hour Factor (PHF) for the intersection is coded using the global spinner that will replace the coded values
with the value shown in the All PHF field using the adjacent spinner. The HCM no longer permits PHF by
movement.
Enter the Percent Heavy Vehicles for each movement. These values are used to compute adjustment factors used in
the computation of critical gap and follow-up time..
Enter the Percent Grade for each approach with positive values for upgrades and negative values for downgrades.
These values are used to compute adjustment factors used in the computation of critical gap and follow-up time.
If no exclusive left-turn lane is provided on the major street, it is possible for major street thru (and possibly right
turning) traffic to be delayed by left turning vehicles waiting for an acceptable gap. In this situation, the Saturation
Flow Rate and Percent Thrus Using Shared Lane for the appropriate major street thru and right turn movements are
required to compute the probability that there will be no queue in the respective major-street shared lanes.
Critical and Follow-Up Headway
The Critical Headway is defined as the minimum time interval in the major-street traffic stream that allows
intersection entry to one minor-street vehicle. The Base Critical Gap is obtained from HCM Exhibit 19-10 for each
movement for two-lane, four-lane or six-lane major roads. Adjustments are made to account for the presence of
heavy vehicles, approach grade, T-intersections and two-stage gap acceptance.
Follow-Up Headway is the time span between the departure of one vehicle from the minor street and the departure
of the next vehicle using the same major-street critical gap under a condition of continuous queuing on the minor
street. The Base Follow-Up Time is obtained from HCM Exhibit 19-11 for each movement for either two-lane or
four-lane major roads.
Calibration of these values for local condition is stronly advised. If smaller values are observed, capacity will be
increased. If larger values are used, capacity will be decreased.
Pedestrian Volumes and Adjustments
Minor-street traffic streams must yield to pedestrian streams. Pedestrian Flows are the pedestrians crossing each
approach (i.e., "Eastbound" pedestrians are those crossing the Eastbound vehicular approach) and are counted
somewhat differently than vehicle flows. If a pedestrian crosses the intersection individually, then each pedestrian
should be counted individually in the pedestrian flows. If pedestrians tend to cross in the groups, the number of
groups should be counted in the pedestrian flow. The pedestrian volume is the sum of pedestrians crossing
individually and groups of pedestrians crossing together during the time period of study.
The Lane Width is entered as the average width for all lanes in the approach.
The Pedestrian Speed is entered to calculate the pedestrian blockage factor, or proportion of time that one lane on an
approach is blocked during the analysis period.
The Percent Blockage factor is automatically computed on the basis of the pedestrian flow rate, pedestrian walking
speed, and the lane width using HCM Equation 17-11.
Upstream Signals

10 • Two-Way Stop Control Two-Way Stop Controlled Intersections Users Guide

The existence of a nearby upstream signalized intersection usually causes vehicles to arrive at the subject
intersection in platoons, which may cause an increase in the minor-street capacity compared with the case of random
arrivals. The greater the number of vehicles traveling in platoons, the higher the minor-street capacity for a given
opposing flow because there is a greater proportion of large gap sizes that can be used by more than one minor-street
vehicle.
To evaluate the impact of coordinated upstream signals, the urban street segments methodology (Chapter 17) is used
to estimate the proportion of time that each Rank 2 or lower movement will be effectively blocked by a platoon.
With these values, the proportion of the analysis period that is blocked for each minor movement can be computed
by using HCM Exhibit 19‐12. The conflicting flow for movement x during the unblocked period is given by HCM
Equation 19‐33. The potential capacity of the subject movement x, accounting for the effect of platooning, is given
by HCM Equations 19‐34 and 19‐35.
Results
Level of Service (LOS) Criteria for Unsignalized Intersections from HCM Exhibit 17-2 in Control Delay per
Vehicle (sec):
LOS A < 10
LOS B >10 and < 15
LOS C >15 and < 25
LOS D >25 and < 35
LOS E >35 and < 50
LOS F >50
Control Delay and LOS are computed for each movement and approach using HCM Equations 17-38, 17-39, 17-40
and 17-41 as appropriate. The LOS is not computed for the overall intersection in accordance with the discussion
under "Level-of-Service Criteria" on HCM Page 17-2.
Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Animation
This feature requires TSIS-CORSIM 6.0 (or later) to be currently installed on the computer. TSIS-CORSIM is sold
separately.
Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS data file. HCS+ will automatically generate a
CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide animation
of the unsignalized intersection. This overall process may take a few seconds. Once TRAFVU is loaded, the user
will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be identical to those from HCS. The volumes, sign control, laneage, percent
heavy vehicles, and duration of analysis from HCS will be simulated in CORSIM. For "T-intersections", the non-
existent approach will still be visible, but vehicles will not use it. Since turn pocket lengths are not utilized within
the HCM unsignalized intersection procedures, full-length turn lanes are assumed. CORSIM imposes de-facto lane
channelization, whenever conditions dictate, to reflect real-world responses. Specifically, if an unchannelized lane
services a high volume of turners, then the program will internally assert that the lane will service only turners for
the given time period. If East/West and North/South street names have been entered into HCS, they will be

Two-Way Stop Controlled Intersections Users Guide Two-Way Stop Control • 11

displayed as link names, directly below the surface street links in TRAFVU. CORSIM allows link names to have a
maximum of 12 characters.
If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

TWSC Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
Formatted Reports are also now available in an alternate screen to mirror the HCM2000 worksheet and can be
accessed by selecting Formatted Report from the View menu item (or the Formatted Report button on the tool bar).
In this form, the display and the printed report will react exactly like a web page (using the Internet Explorer) for
consistency and flexibility in viewing and printing, taking advantage of the graphical format in the HCM2000.
Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.
IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
This may be necessary for the individual printed reports to fit on one page. In this initial release, users must have
version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.
By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.
The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use
HCS2000 but will not have the added functionality of Formatted Reports.
Note: A "short" one-page report can be printed by selecting "Page 1 to 1" within the Print dialog screen.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.
Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.
The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

12 • Two-Way Stop Control Two-Way Stop Controlled Intersections Users Guide

Glossary of Terms

Agency or Company
This field is provided to document the agency or company associated with this analysis or project.

All Volume
This field defines the percentage used to increment all volumes using the adjacent spinner, which is especially useful
when doing sensitivity analyses for various growth rates.

Analysis Year
This field is provided to document the year for which the analysis is being performed.

Analyst
The field is provided to document the individual performing the analysis.

Approach Grades
The value of approach grade is a number between -0.1 and 0.1 in decimal. Its default value is 0.

Base Critical Headway

This value is obtained from HCM Exhibit 19-10 for each movement for either two-lane or four-lane major roads.

Base Follow-Up Headway

This value is obtained from HCM Exhibit 19-11 for each movement for either two-lane or four-lane major roads.

Capacity
Capacity is the maximum hourly rate at which persons or vehicles can be reasonably expected to traverse a point or
uniform segment of a lane or roadway during a given time period under prevailing roadway, traffic, and roadway
conditions.

Two-Way Stop Controlled Intersections Users Guide Glossary of Terms • 13

Channelized
This button is activated only when the right-turning traffic from the major road is separated by a triangular island
and has to comply with a stop or yield sign.

City/State
The city and state where the analysis intersection is located is entered for documenting its location in the report.

Control Delay
Control Delay is the portion of total delay attributed to traffic control measures, either traffic signals or stop signs.

Count Date
The date of the calculation. The format of date is determined by the users’ preferences.

Critical Headway
The minimum time interval in the major-street that allows intersection entry to one minor-stream vehicle. Default
Base Critical Headway values are found in HCM 2010 Exhibit 19-10. Note: Values for U-turns from a four-lane
major road depend on whether the median nose is narrow (less than 21 ft) or wide (21 ft or wider).

Cycle Length
The cycle length comes from the timing of the upstream signal.

Date Performed
The date will default to the computer's date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional setting icon on the Control Panel).

Delay
The difference between the travel time actually experienced and the reference travel time that would result during
conditions with ideal geometric and in the absence of incidents, control, and traffic.

Duration
The length of time (T) the peak flow remains constant (usually 0.25 hr) and is used in the delay equations. If v/c
exceeds 0.90, control delay may be significantly affected by the value of T.

East/West Street Name

The name of the east/west intersecting street is coded to document the intersection being analyzed.

Every Movement Volume

The value of every movement volume is a number between 0 and 2500 vph. Its default value is 0 vph.

14 • Glossary of Terms Two-Way Stop Controlled Intersections Users Guide

Flared
This box is checked to indicate a minor street approach where two vehicles may occupy or depart from the stop line
simultaneously as a result of a large curb radius, a tapered curb, or a parking prohibition.

Flared Approach Storage

The number of spaces for right-turning passenger cars that can queue at the stop line without obstructing the access
to the stop line for other movements.

Follow-Up Headway
The headway time between the departure of one vehicle from the minor street and the departure of the next vehicle
using the same major-street critical gap under a condition of continuous queuing on the minor street. Default Base
Follow-Up Headway values are found in HCM 2010 Exhibit 19-11. Note: Values for U-turns from a four-lane
major road depend on whether the median nose is narrow (less than 21 ft) or wide (21 ft or wider).

Quick Entry
This pop-up screen provides an alternative, graphical data entry mechanism for coding lane configuration
information. This screen works interactively with the normal data entry process in that values coded in either screen
will be reflected in the other. In the Quick Entry screen, the user first chooses whether the North/South street is the
major or minor street. Lane configurations are then defined by clicking on the appropriate arrow combination for
the selected approach to place them on the central diagram. (To remove a selected arrow combination, simply click
on the white arrow on the approach itself).

Note: The Enter key will close the screen (accepts the default "Save" button).

Intersection
The name of the intersection, usually defined by the two intersecting streets, is coded to document the intersection
being analyzed and will be printed on the report.

Jurisdiction
The field is provided to document any jurisdiction convention or project related information.

Lane Width
The average width for all lanes in the approach is coded..

Length of the Study Period

The value of length of study period is a number between 0.01 and 3 hours. Its default value is 0.25 hour.

Level of Service (LOS)

A level of service is a letter designation that describes a range of operating conditions on a particular type of facility.
Six levels of service are defined, using the letters A through F. Level of service A represents the best level of
service, and generally describes operation of free flow and very low delay. Level of service F represents the worst
operating conditions.

Two-Way Stop Controlled Intersections Users Guide Glossary of Terms • 15

Major Street Direction
Select the Major Street Direction between East-West and North-South in the pull-down combo box.

Median
A median on the major street often creates a two-stage gap acceptance situation where a significant proportion of the
minor-street drivers cross part of the major-street first, then pause in the median to wait for a gap on the other
approach. The existence and type of median (undivided, raised curb or TWLTL) also affect the platoon dispersion
computations included in modeling the impacts of an upstream signal as described in HCM Exhibit 17-13.

Median Storage
Code the coding the number of vehicles able to be stored in the median to be used in the two-stage gap acceptance
calculations.

North/South Street Name

The name of the north/south intersecting street is coded to document the intersection being analyzed.

Number of Lanes and Usage

The number of thru (including shared lanes) and exclusive turning lanes are coded in the appropriate columns for
"left," "thru" and "right" movements. Shared lanes are indicated by activating the "shared" box.

Peak 15-Minute Volume

The peak 15-minute volume may be entered in lieu of the PHF. If the peak 15-minute volume is entered, the PHF is
computed as the hourly volume divided by four times the peak 15-minute volume.

Peak-Hour Factor
The peak-hour factor (PHF) is entered for each movement to compute peak flow rates.

Pedestrian Flow
The pedestrian volume is the sum of pedestrians crossing each subject approach (i.e., "Eastbound" pedestrians are
those crossing the Eastbound vehicular approach) individually, and groups of pedestrians crossing together, during
the time period of study in pedestrians per hour.

Pedestrian Speed
The average pedestrian walking speed is entered to calculate the pedestrian blockage factor.

Percent Grade
The percent grade is entered for each approach to compute the adjustment factor used in the computation of critical
gap and follow-up time.

16 • Glossary of Terms Two-Way Stop Controlled Intersections Users Guide

Percent Heavy Vehicles
The percentage of heavy vehicles is entered for each movement. This value is used in the calculation of critical gap
and follow-up time in TWSC and headway adjustment in AWSC.

Percent Thrus Using Left Lane

When there are two thru lanes coded, the field is activated to provide for the traffic split for the two lanes.

Percent Thrus Using Shared Lane

When there is a left-thru shared lane coded on the major street, .the field is activated to provide for the turn
proportions.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Project Number
Any project numbering scheme may be used in this field to track analyses and their relation to different projects for
documentation in the report.

Proportion Time Blocked

This value is determined by the Urban Streets analysis to estimate the proportion of time that each Rank 2 or lower
movement will be effectively blocked by a platoon from an Upstream Signal (under Access Point results).

Queue Length
Queue Length is the number of vehicles in queue.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Saturation Flow Rate

Where there is no separate left-turn lane, the saturation flow rate for major street right-turning and thru traffic is
used to compute the probability that there will be no queue in the respective major-street shared lanes.

Analysis Time Period

The field is provided to document the time period covered by the analysis.

Saturation Flow per Lane

The saturation flow rate from the upstream signal in vehicles per hour of green time (vphg) per lane is coded.

Two-Way Stop Controlled Intersections Users Guide Glossary of Terms • 17

Traffic Volume
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

V/C Ratio
The V/C Ratio. is the volume capacity ratio, which is the volume of one movement (or shared-lane movements)
divided by the movement capacity of the movement (or shared-lane movements).

Traffic Volume
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

18 • Glossary of Terms Two-Way Stop Controlled Intersections Users Guide

 Flared 15
Flared Approach Storage 15
Follow-Up Headway 15

G
Index General Controls 7
Getting Started 7
Glossary of Terms 13

H
HCM Chapter 19 6
Help 8

I
A
Intersection 15
Acknowledgements 4 Introduction 1
Agency or Company 13
All Volume 13
Analysis Time Period 17 J
Analysis Year 13 Jurisdiction 15
Analyst 13
Animation 11
Approach Grades 13 L
Lane Width 15
B Length of the Study Period 15
Level of Service (LOS) 15
Base Critical Headway 13 License Agreement 1
Base Follow-Up Headway 13

M
C
Major Street Direction 16
Capacity 13 Median 16
Channelized 14 Median Storage 16
City/State 14
Control Delay 14
Count Date 14 N
Critical Headway 14 North/South Street Name 16
Cycle Length 14 Number of Lanes and Usage 16

D O
Date Performed 14 Operational Data 9
Delay 14
Duration 14
P
E Peak 15-Minute Volume 16
Peak-Hour Factor 16
East/West Street Name 14 Pedestrian Flow 16
Edit 8 Pedestrian Speed 16
Every Movement Volume 14 Percent Grade 16
Percent Heavy Vehicles 17
F Percent Thrus Using Left Lane 17
Percent Thrus Using Shared Lane 17
File 7

Two-Way Stop Controlled Intersections Users Guide Index • 19

Project Description 17
Project Number 17
Proportion Time Blocked 17

Q
Queue Length 17
Quick Entry 15

R
Restore Defaults 17

S
Saturation Flow per Lane 17
Saturation Flow Rate 17

T
Trademarks and Copyrights 5
Traffic Volume 18
Two-Way Stop Control 9
TWSC Report 12

U
Unsignalized Intersections 6

V
V/C Ratio 18

20 • Index Two-Way Stop Controlled Intersections Users Guide

 Unsignalized Intersections

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Unsignalized Intersections 6
HCM Chapter 17........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 8
Help ........................................................................................................................................... 8

Two-Way Stop Control 8

Operational Data ........................................................................................................................ 8
Animation ................................................................................................................................ 11
TWSC Report .......................................................................................................................... 12

All-Way Stop Control 13

Operational Data ...................................................................................................................... 13
Animation ................................................................................................................................ 14
AWSC Report .......................................................................................................................... 14

Glossary of Terms 17

Index 23

Unsignalized Intersections Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Unsignalized Intersections Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
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support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
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or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
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derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Unsignalized Intersections Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
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OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
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End User may terminate it by returning or destroying all copies of the Software and associated documentation in
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License shall terminate immediately.

Unsignalized Intersections Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Unsignalized Intersections Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Unsignalized Intersections Users Guide Introduction • 5

Unsignalized Intersections

HCM Chapter 17
The procedures in this chapter can be used to analyze the capacity and level of service, lane requirements, and
effects of traffic and design features of two-way stop-controlled (TWSC) and all-way stop-controlled (AWSC)
intersections.

Each type of unsignalized intersection (TWSC and AWSC) is addressed in a separate part of this chapter. TWSC
intersections are covered in Part A, and AWSC intersections are covered in Part B. References for all parts are found
in Part D. Example problems that demonstrate the calculations and results achieved by applying the procedures are
also found in Part D.

LIMITATIONS OF THE METHODOLOGY

This chapter does not include a detailed method for estimating delay for yield sign-controlled intersections.
However, with appropriate changes in the values of key parameters, the analyst could apply the TWSC method to
yield-controlled intersections.

All of the methods are for steady-state conditions (i.e., the demand and capacity conditions are constant during the
analysis period); the methods are not designed to evaluate how fast or how often the facility transitions from one
demand/capacity state to another. Analysts interested in that kind of information should consider applying
simulation models.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform from Two-Way Stop-Controlled (TWSC) analysis and All-Way Stop-Controlled
(AWSC) analysis. There is also a pull-down list to select units from U.S. Customary and Metric Units. Once these
choices are made, click on "OK" for the data entry screen.

6 • Unsignalized Intersections Unsignalized Intersections Users Guide

Normal Windows keyboard and mouse functions are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing, clicking to a new field, or pressing the Enter key will trigger a recalculation and
update the lower Report pane.
Two-Way Stop-Controlled (TWSC) Analysis
Two-Way Stop-Controlled (TWSC) intersection analyses will estimate Capacity and Level of Service (LOS) for a
given set of traffic and geometric conditions. This type of analysis is oriented toward the evaluation of an existing
or planned facility. The methodology and procedures of application use the HCM Chapter 17 procedures.
All-Way Stopped-Controlled (AWSC) Analysis
All-Way Stop-Controlled (AWSC) intersection analyses will estimate Capacity and Level of Service (LOS) for a
given set of traffic and geometric conditions. This type of analysis is oriented toward the evaluation of an existing
or planned facility. The methodology and procedures of application use the HCM Chapter 17 procedures.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
unsignal.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new Unsignal (*.hxu) and starts a new analysis project.
Open - Opens an existing Unsignal file (*.hxu, *.hcu).
Close - Closes an existing Unsignal file (*.hxu).
Save - Saves an opened Unsignal file (*.hxu) using the current file name.
Save As - Saves an opened Unsignal file (*.hxu) using a specified file name.
Save Report - Saves the Unsignal report as a specified text file.
(Available when the cursor is in the Report pane.)
Print - Prints an Unsignal report to the printer or specified text file.
Print Setup - Selects a printer and print connection.
Send - Sends the active Freeways report through e-mail.
Exit - Exits Freeways.

Unsignalized Intersections Users Guide General Controls • 7

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility
HCS Updates - Sends the HCS version number anonymously without any personally identifiable information to
McTrans to check for a newer version
HCM/HCS Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities
HCM2000 WebBoard - Opens the TRB HCM2000 WebBoard in the default web browser for notification of
modifications to pages, errata, and other information
HCM Applications Guidebook - Opens the TRB HCM Applications Guidebook in the default web browser, to
assist with appropriate use and interpretation of analysis methodologies contained in the HCM
FAQ - Opens the McTrans FAQ page for HCS in the default web browser
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Two-Way Stop Control

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed, and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Intersection, Jurisdiction, Analysis Yearand Project Description.
Input Quick Jump and Report Quick Jump are pull-down lists from which to select a specific place in the Input or
Report screens to be positioned. Simply click on either field and select the portion of the Input or Report screens to
move to and the appropriate screen will position itself there.

8 • Two-Way Stop Control Unsignalized Intersections Users Guide

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
Next, the user enters the Duration as the analysis period, normally 15 minutes (T=0.25 hr) to represent the length of
time the peak flow is constant.
Traffic
Quick Entry takes the user to a graphic data entry screen for coding lane configuration data. In the Quick Entry
screen, the user first chooses whether the North/South street is the major or minor street. Then, lane combinations
can be selected by clicking on the appropriate arrows to place them on the central diagram for each approach. These
data are coordinated with the normal data entry screen when the Save button is pressed, so that changes in either
view are reflected in the other. The Revert button will take the Quick Entry to the configuration when first opened.
The user can also select the Major Street Direction as either East/West or North/South by using the pull-down
options button.
The geometry of each approach is described by coding the number of lanes and the movements allowed in each lane,
including whether movements are exclusive or shared. The number of lanes available for a given movement is
coded (or adjusted with the spinner), then the shared button (between the affected movements) is activated for any
shared movements. In each lane, there are three possible movements. Select the movements that exist for each lane.
Defining the Number and Usage of Lanes is necessary to allow further analysis.
Note: As stipulated in the HCM methodology, each major-street approach can have up to two thru lanes and one
exclusive right and/or left turn lane. Each minor-street approach can have up to three lanes, a maximum of one lane
for each movement.
The Channelized button is activated only when the right-turning traffic from the major road is separated by a
triangular island and has to comply with a stop or yield sign. This is different from an exclusive right-turn lane,
which is coded as such in the above section.
At Flared minor street approaches, two vehicles may occupy or depart from the stop line simultaneously as a result
of a large curb radius, a tapered curb, or a parking prohibition. This geometry may result in a greater capacity than if
turning and through movement share only one lane. The magnitude of this effect depends in part on the turning-
movement flow rates and the resultant probability of there being two vehicles simultaneously at the stop line, and in
part on the storage length available to feed the second position at the stop line. The Flared Approach Storage is the
number of spaces for right turning passenger cars that can queue at the stop line without obstructing the access to the
stop line for other movements.
The existence of a Median on the major street, either raised, striped or two-way left-turn lane (TWLTL), often
causes a special gap acceptance phenomenon known as two-stage gap acceptance where a significant proportion of
the minor-street drivers cross part of the major-street then pause in the median to wait for a gap on the other
approach. When a TWLTL exists on the major street, the minor-street left-turning vehicle usually merges into the
TWLTL first and then seeks a usable gap on the other approach while slowly moving for some distance along the
TWLTL. If the subject intersection does not have Median Storage, select None to disable the Median Storage field.
If a median type is selected, the Median Storage field will enable coding the number of vehicles able to be stored.
The Traffic Volume for each movement of the intersection is coded in vehicles per hour. An hourly volume is
required for any movement to be included in the analysis. There is an optional global spinner at the end of the
Traffic Volume row that will allow the coded volumes to be incremented by the percentage shown in the All
Volume field using the adjacent spinner. This is especially useful when doing sensitivity analyses for various
growth rates.
Either the Peak-Hour Factor (PHF) or the Peak 15-Minute Volume is entered (or adjusted with the spinner) for each
movement. If the PHF is coded or adjusted using the spinner, the Peak 15-Minute Volume is computed as the hourly
volume divided by four times the PHF. If the peak 15-minute volume is entered, the PHF is computed as the hourly
volume divided by four times the peak 15-minute volume. Either value can be edited after entry, but will affect the
other based on the entered volume. There is an optional global spinner at the end of the Peak-Hour Factor row that
will replace the coded values with the value shown in the All PHF field using the adjacent spinner.
Enter the Percent Heavy Vehicles for each movement. These values are used to compute adjustment factors used in
the computation of critical gap and follow-up time..

Unsignalized Intersections Users Guide Two-Way Stop Control • 9

Enter the Percent Grade for each approach with positive values for upgrades and negative values for downgrades.
These values are used to compute adjustment factors used in the computation of critical gap and follow-up time.
If no exclusive left-turn lane is provided on the major street, it is possible for major street thru (and possibly right
turning) traffic to be delayed by left turning vehicles waiting for an acceptable gap. In this situation, the Saturation
Flow Rate and Percent Thrus Using Shared Lane for the appropriate major street thru and right turn movements are
required to compute the probability that there will be no queue in the respective major-street shared lanes.
Critical Gap and Follow-Up Time
The Critical Gap is defined as the minimum time interval in the major-street traffic stream that allows intersection
entry to one minor-street vehicle. The Base Critical Gap is obtained from HCM Exhibit 17-5 for each movement for
either two-lane or four-lane major roads. Adjustments are made to account for the presence of heavy vehicles,
approach grade, T-intersections and two-stage gap acceptance.
Follow-Up Time is the time span between the departure of one vehicle from the minor street and the departure of the
next vehicle using the same major-street critical gap under a condition of continuous queuing on the minor street.
The Base Follow-Up Time is obtained from HCM Exhibit 17-5 for each movement for either two-lane or four-lane
major roads.
Pedestrian Volumes and Adjustments
Minor-street traffic streams must yield to pedestrian streams. Pedestrian Flows are the pedestrians crossing each
approach (i.e., "Eastbound" pedestrians are those crossing the Eastbound vehicular approach) and are counted
somewhat differently than vehicle flows. If a pedestrian crosses the intersection individually, then each pedestrian
should be counted individually in the pedestrian flows. If pedestrians tend to cross in the groups, the number of
groups should be counted in the pedestrian flow. The pedestrian volume is the sum of pedestrians crossing
individually and groups of pedestrians crossing together during the time period of study.
The Lane Width is entered as the average width for all lanes in the approach.
The Pedestrian Speed is entered to calculate the pedestrian blockage factor, or proportion of time that one lane on an
approach is blocked during the analysis period.
The Percent Blockage factor is automatically computed on the basis of the pedestrian flow rate, pedestrian walking
speed, and the lane width using HCM Equation 17-11.
Upstream Signals
The existence of a nearby upstream signalized intersection usually causes vehicles to arrive at the subject
intersection in platoons, which may cause an increase in the minor-street capacity compared with the case of random
arrivals. The greater the number of vehicles traveling in platoons, the higher the minor-street capacity for a given
opposing flow because there is a greater proportion of large gap sizes that can be used by more than one minor-street
vehicle. The Median type can also affect how the platoon dispersion factor is computed as seen in HCM Exhibit 17-
13.
Boxes are available for indicating an Upstream Signal for the Major Street directions. The direction indicates the
movements approaching the subject intersection from the upstream signal. In other words, for an East/West major
street, the Eastbound Signal represents a signalized intersection west of the subject intersection creating eastbound
platoons.
The Distance to Signal is the distance measured from the location of upstream signal to the location of the subject
subject TWSC intersection.
Progression Speed is the speed of the platoon as it progresses from the signalized intersection to the TWSC
intersection.
The Cycle Length comes from the timing of the upstream signal.
Progressed Volume is the volume progressed from the signalized intersection to the TWSC intersection in vehicles
per hour. An hourly volume is required for any movement to be included in the analysis.
Saturation Flow Rate per Lane (vphg). The saturation flow rate in vehicles per hour of green time (vphg) per lane is
coded.

10 • Two-Way Stop Control Unsignalized Intersections Users Guide

The Arrival Type is coded to define the quality of progression as defined in HCM Chapter 16. The arrival type is
coded from 1 to 6, with 1 being poor progression, 2 being unfavorable progression, 3 being random arrivals, 4 being
favorable progression, 5 being highly favorable progression and 6 being exceptional progression.
Green Time is the effective green time in seconds for the major-street through movement and, if applicable, for
exclusive left-turn phase from the minor street.
Results
Level of Service (LOS) Criteria for Unsignalized Intersections from HCM Exhibit 17-2 in Control Delay per
Vehicle (sec):
LOS A < 10
LOS B >10 and < 15
LOS C >15 and < 25
LOS D >25 and < 35
LOS E >35 and < 50
LOS F >50
Control Delay and LOS are computed for each movement and approach using HCM Equations 17-38, 17-39, 17-40
and 17-41 as appropriate. The LOS is not computed for the overall intersection in accordance with the discussion
under "Level-of-Service Criteria" on HCM Page 17-2.
Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Animation
This feature requires TSIS-CORSIM 6.0 (or later) to be currently installed on the computer. TSIS-CORSIM is sold
separately.
Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS data file. HCS+ will automatically generate a
CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide animation
of the unsignalized intersection. This overall process may take a few seconds. Once TRAFVU is loaded, the user
will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be identical to those from HCS. The volumes, sign control, laneage, percent
heavy vehicles, and duration of analysis from HCS will be simulated in CORSIM. For "T-intersections", the non-
existent approach will still be visible, but vehicles will not use it. Since turn pocket lengths are not utilized within
the HCM unsignalized intersection procedures, full-length turn lanes are assumed. CORSIM imposes de-facto lane
channelization, whenever conditions dictate, to reflect real-world responses. Specifically, if an unchannelized lane
services a high volume of turners, then the program will internally assert that the lane will service only turners for
the given time period. If East/West and North/South street names have been entered into HCS, they will be
displayed as link names, directly below the surface street links in TRAFVU. CORSIM allows link names to have a
maximum of 12 characters.
If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

Unsignalized Intersections Users Guide Two-Way Stop Control • 11

TWSC Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
Formatted Reports are also now available in an alternate screen to mirror the HCM2000 worksheet and can be
accessed by selecting Formatted Report from the View menu item (or the Formatted Report button on the tool bar).
In this form, the display and the printed report will react exactly like a web page (using the Internet Explorer) for
consistency and flexibility in viewing and printing, taking advantage of the graphical format in the HCM2000.
Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.
IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
This may be necessary for the individual printed reports to fit on one page. In this initial release, users must have
version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.
By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.
The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use
HCS2000 but will not have the added functionality of Formatted Reports.
Note: A "short" one-page report can be printed by selecting "Page 1 to 1" within the Print dialog screen.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.
Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.
The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

12 • Two-Way Stop Control Unsignalized Intersections Users Guide

All-Way Stop Control

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed, and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Intersection, Jurisdiction, Analysis Year and Project Description.
Report Quick Jump is a pull-down list from which to select a specific place in the Report screen to be positioned.
Simply click on this and select the portion of the Report screen to move to and the screen will position itself there.
Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
Next, the user enters the Duration as the analysis period, normally 15 minutes (T=0.25 hr) to represent the length of
time the peak flow is constant.
Traffic
The geometry of each approach is described by coding the number of lanes and the movements allowed in each lane,
including whether movements are exclusive or shared. The number of lanes available for a given movement is
coded (or adjusted with the spinner), then the shared button (between the affected movements) is activated for any
shared movements. In each lane, there are three possible movements. Select the movements that exist for each lane.
Defining the Number and Usage of Lanes is necessary to allow further analysis.
Note: The total number of lanes is limited to two by the HCM methodology.
The Traffic Volume for each movement of the intersection is coded in vehicles per hour. An hourly volume is
required for any movement to be included in the analysis.
When there are two thru lanes coded, the Percent Thrus Using Left Lane field is activated. The user must enter this
value to provide for the traffic split for the two lanes.
The remaining data entry is done by lane. The Peak-Hour Factor (PHF) and Percent Heavy Vehicles are entered (or
adjusted with the spinner) for each lane.
Results
Level of Service Criteria for Unsignalized Intersections from HCM Exhbit 17-2 in Control Delay per Vehicle (sec):
LOS A < 10
LOS B >10 and < 15
LOS C >15 and < 25
LOS D >25 and < 35
LOS E >35 and < 50
LOS F >50
Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Unsignalized Intersections Users Guide All-Way Stop Control • 13

Animation
This feature requires TSIS-CORSIM 6.0 (or higher) to be currently installed on the computer. TSIS-CORSIM is
sold separately.

Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS data file. HCS+ will automatically generate a
CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide animation
of the unsignalized intersection. This overall process may take a few seconds. Once TRAFVU is loaded, the user
will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be identical to those from HCS. The volumes, sign control, laneage, percent
heavy vehicles, and duration of analysis from HCS will be simulated in CORSIM. For "T-intersections", the non-
existent approach will still be visible, but vehicles will not use it. Since turn pocket lengths are not utilized within
the HCM unsignalized intersection procedures, full-length turn lanes are assumed. CORSIM imposes de-facto lane
channelization, whenever conditions dictate, to reflect real-world responses. Specifically, if an unchannelized lane
services a high volume of turners, then the program will internally assert that the lane will service only turners for
the given time period. If East/West and North/South street names have been entered into HCS, they will be
displayed as link names, directly below the surface street links in TRAFVU. CORSIM allows link names to have a
maximum of 12 characters.

If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

AWSC Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
Formatted Reports are also now available in an alternate screen to mirror the HCM2000 worksheet and can be
accessed by selecting Formatted Report from the View menu item (or the Formatted Report button on the tool bar).
In this form, the display and the printed report will react exactly like a web page (using the Internet Explorer) for
consistency and flexibility in viewing and printing, taking advantage of the graphical format in the HCM2000.
Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.
IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.

14 • All-Way Stop Control Unsignalized Intersections Users Guide

This may be necessary for the individual printed reports to fit on one page. In this initial release, users must have
version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.
By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.
The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use
HCS2000 but will not have the added functionality of Formatted Reports.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.
Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.
The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Unsignalized Intersections Users Guide All-Way Stop Control • 15

Glossary of Terms

Agency or Company
This field is provided to document the agency or company associated with this analysis or project.

All PHF
This field defines the value used to replace all coded PHF values using the adjacent spinner.

All Volume
This field defines the percentage used to increment all volumes using the adjacent spinner, which is especially useful
when doing sensitivity analyses for various growth rates.

Analysis Year
This field is provided to document the year for which the analysis is being performed.

Analyst
The field is provided to document the individual performing the analysis.

Approach Grades
The value of approach grade is a number between -0.1 and 0.1 in decimal. Its default value is 0.

Arrival Type
This value is coded to define the quality of progression as defined in HCM Chapter 16 as an integer between 1 and
6.

Base Critical Gap

This value is obtained from HCM Exhibit 17-5 for each movement for either two-lane or four-lane major roads.

Base Follow-Up Time

This value is obtained from HCM Exhibit 17-5 for each movement for either two-lane or four-lane major roads.

Unsignalized Intersections Users Guide Glossary of Terms • 17

Capacity
Capacity is the maximum hourly rate at which persons or vehicles can be reasonably expected to traverse a point or
uniform segment of a lane or roadway during a given time period under prevailing roadway, traffic, and roadway
conditions.

Channelized
This button is activated only when the right-turning traffic from the major road is separated by a triangular island
and has to comply with a stop or yield sign.

City/State
The city and state where the analysis intersection is located is entered for documenting its location in the report.

Control Delay
Control Delay is the portion of total delay attributed to traffic control measures, either traffic signals or stop signs.

Count Date
The date of the calculation. The format of date is determined by the users’ preferences.

Critical Gap
The minimum time interval in the major-street that allows intersection entry to one minor-stream vehicle.

Cycle Length
The cycle length comes from the timing of the upstream signal.

Date Performed
The date will default to the computer's date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional setting icon on the Control Panel).

Delay
The difference between the travel time actually experienced and the reference travel time that would result during
conditions with ideal geometric and in the absence of incidents, control, and traffic.

Distance to Signal
The distance measured from the location of upstream signal to the location of the subject TWSC
intersection.

Duration
The length of time (T) the peak flow remains constant (usually 0.25 hr) and is used in the delay equations. If v/c
exceeds 0.90, control delay may be significantly affected by the value of T.

18 • Glossary of Terms Unsignalized Intersections Users Guide

East/West Street Name
The name of the east/west intersecting street is coded to document the intersection being analyzed.

Every Movement Volume

The value of every movement volume is a number between 0 and 2500 vph. Its default value is 0 vph.

Flared
This box is checked to indicate a minor street approach where two vehicles may occupy or depart from the stop line
simultaneously as a result of a large curb radius, a tapered curb, or a parking prohibition.

Flared Approach Storage

The number of spaces for right-turning passenger cars that can queue at the stop line without obstructing the access
to the stop line for other movements.

Follow-Up Time
The headway time between the departure of one vehicle from the minor street and the departure of the next vehicle
using the same major-street critical gap under a condition of continuous queuing on the minor street.

Quick Entry
This pop-up screen provides an alternative, graphical data entry mechanism for coding lane configuration
information. This screen works interactively with the normal data entry process in that values coded in either screen
will be reflected in the other. In the Quick Entry screen, the user first chooses whether the North/South street is the
major or minor street. Lane configurations are then defined by clicking on the appropriate arrow combination for
the selected approach to place them on the central diagram. (To remove a selected arrow combination, simply click
on the white arrow on the approach itself).

Note: The Enter key will close the screen (accepts the default "Save" button).

Intersection
The name of the intersection, usually defined by the two intersecting streets, is coded to document the intersection
being analyzed and will be printed on the report.

Jurisdiction
The field is provided to document any jurisdiction convention or project related information.

Lane Width
The average width for all lanes in the approach is coded..

Length of the Study Period

The value of length of study period is a number between 0.01 and 3 hours. Its default value is 0.25 hour.

Unsignalized Intersections Users Guide Glossary of Terms • 19

Level of Service (LOS)
A level of service is a letter designation that describes a range of operating conditions on a particular type of facility.
Six levels of service are defined, using the letters A through F. Level of service A represents the best level of
service, and generally describes operation of free flow and very low delay. Level of service F represents the worst
operating conditions.

Major Street Direction

Select the Major Street Direction between East-West and North-South in the pull-down combo box.

Median
A median on the major street often creates a two-stage gap acceptance situation where a significant proportion of the
minor-street drivers cross part of the major-street first, then pause in the median to wait for a gap on the other
approach. The existence and type of median (undivided, raised curb or TWLTL) also affect the platoon dispersion
computations included in modeling the impacts of an upstream signal as described in HCM Exhibit 17-13.

Median Storage
Code the coding the number of vehicles able to be stored in the median to be used in the two-stage gap acceptance
calculations.

North/South Street Name

The name of the north/south intersecting street is coded to document the intersection being analyzed.

Number of Lanes and Usage

The number of thru (including shared lanes) and exclusive turning lanes are coded in the appropriate columns for
"left," "thru" and "right" movements. Shared lanes are indicated by activating the "shared" box.

Peak 15-Minute Volume

The peak 15-minute volume may be entered in lieu of the PHF. If the peak 15-minute volume is entered, the PHF is
computed as the hourly volume divided by four times the peak 15-minute volume.

Peak-Hour Factor
The peak-hour factor (PHF) is entered for each movement to compute peak flow rates.

Pedestrian Flow
The pedestrian volume is the sum of pedestrians crossing each subject approach (i.e., "Eastbound" pedestrians are
those crossing the Eastbound vehicular approach) individually, and groups of pedestrians crossing together, during
the time period of study in pedestrians per hour.

Pedestrian Speed
The average pedestrian walking speed is entered to calculate the pedestrian blockage factor.

20 • Glossary of Terms Unsignalized Intersections Users Guide

Percent Grade
The percent grade is entered for each approach to compute the adjustment factor used in the computation of critical
gap and follow-up time.

Percent Heavy Vehicles

The percentage of heavy vehicles is entered for each movement. This value is used in the calculation of critical gap
and follow-up time in TWSC and headway adjustment in AWSC.

Percent Thrus Using Left Lane

When there are two thru lanes coded, the field is activated to provide for the traffic split for the two lanes.

Percent Thrus Using Shared Lane

Type definition here.

Progressed Volume
The volume progressed from through and exclusive left-turn phases at the signalized intersection to the TWSC
intersection in vehicles per hour.

Progression Speed
The speed of the platoon as it progresses from the signalized intersection to the TWSC intersection.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Project Number
Any project numbering scheme may be used in this field to track analyses and their relation to different projects for
documentation in the report.

Queue Length
Queue Length is the number of vehicles in queue.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Saturation Flow Rate

Where there is no separate left-turn lane, the saturation flow rate for major street right-turning and thru traffic is
used to compute the probability that there will be no queue in the respective major-street shared lanes.

Unsignalized Intersections Users Guide Glossary of Terms • 21

Analysis Time Period
The field is provided to document the time period covered by the analysis.

Saturation Flow per Lane

The saturation flow rate from the upstream signal in vehicles per hour of green time (vphg) per lane is coded.

Traffic Volume
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

Upstream Signal
This box is for indicating that an upstream signal exists on the major street. The direction indicates the movement
approaching the subject intersection from the upstream signal.

V/C Ratio
The V/C Ratio. is the volume capacity ratio, which is the volume of one movement (or shared-lane movements)
divided by the movement capacity of the movement (or shared-lane movements).

Traffic Volume
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

22 • Glossary of Terms Unsignalized Intersections Users Guide

 Every Movement Volume 19

F
File 7

Index Flared 19
Flared Approach Storage 19
Follow-Up Time 19

G
General Controls 7
Getting Started 6
Glossary of Terms 17

H
A
HCM Chapter 17 6
Acknowledgements 4 Help 8
Agency or Company 17
All PHF 17
All Volume 17 I
All-Way Stop Control 13 Intersection 19
Analysis Time Period 22 Introduction 1
Analysis Year 17
Analyst 17
Animation 11, 14 J
Approach Grades 17 Jurisdiction 19
Arrival Type 17
AWSC Report 14
L
B Lane Width 19
Length of the Study Period 19
Base Critical Gap 17 Level of Service (LOS) 20
Base Follow-Up Time 17 License Agreement 1

C M
Capacity 18 Major Street Direction 20
Channelized 18 Median 20
City/State 18 Median Storage 20
Control Delay 18
Count Date 18
Critical Gap 18 N
Cycle Length 18 North/South Street Name 20
Number of Lanes and Usage 20
D
Date Performed 18 O
Delay 18 Operational Data 8, 13
Distance to Signal 18
Duration 18
P
E Peak 15-Minute Volume 20
Peak-Hour Factor 20
East/West Street Name 19 Pedestrian Flow 20
Edit 8

Unsignalized Intersections Users Guide Index • 23

Pedestrian Speed 20
Percent Grade 21
Percent Heavy Vehicles 21
Percent Thrus Using Left Lane 21
Percent Thrus Using Shared Lane 21
Progressed Volume 21
Progression Speed 21
Project Description 21
Project Number 21

Q
Queue Length 21
Quick Entry 19

R
Restore Defaults 21

S
Saturation Flow per Lane 22
Saturation Flow Rate 21

T
Trademarks and Copyrights 5
Traffic Volume 22
Two-Way Stop Control 8
TWSC Report 12

U
Unsignalized Intersections 6
Upstream Signal 22

V
V/C Ratio 22

24 • Index Unsignalized Intersections Users Guide

 Roundabout Intersections

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Roundabouts 6
HCM Chapter 21........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 7

Roundabouts 8
Operational Data ........................................................................................................................ 8
Animation .................................................................................................................................. 9
Roundabout Report .................................................................................................................. 10

Glossary of Terms 11

Index 15

Roundabout Intersections Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
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it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
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3. USE: Office License. The Software may be used on any number of computers within End User's immediate
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Roundabout Intersections Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
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WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
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If this License is for use in training and/or educational applications, the Software may not be used for traffic and
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4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
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paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
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ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Roundabout Intersections Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
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INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
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End User may terminate it by returning or destroying all copies of the Software and associated documentation in
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License shall terminate immediately.

Roundabout Intersections Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
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12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Roundabout Intersections Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Roundabout Intersections Users Guide Introduction • 5

Roundabouts

HCM Chapter 21
This Highway Capacity Software (HCS2010) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Roundabouts.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon).
Normal Windows keyboard and mouse functions are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing, clicking to a new field, or pressing the Enter key will trigger a recalculation and
update the lower Report pane.
Roundabout Analysis
Roundabout intersection analyses will estimate Capacity and Level of Service (LOS) for a given set of traffic and
geometric conditions. This type of analysis is oriented toward the evaluation of an existing or planned facility. The
methodology and procedures of application use the HCM Chapter 21 procedures.

Command Line Operation

This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
unsignal.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

6 • Roundabouts Roundabout Intersections Users Guide

General Controls

File
New - Creates a new Roundabouts file (*.hxu) and starts a new analysis project.
Open - Opens an existing Roundabouts file (*.hxu, *.hcu).
Close - Closes an existing Roundabouts file (*.hxu).
Save - Saves an opened Roundabouts file (*.hxu) using the current file name.
Save As - Saves an opened Roundabouts file (*.hxu) using a specified file name.
Save Report - Saves the Roundabouts report as a specified text file. (Available when the cursor is in the Report
pane.)
Print - Prints a Roundabouts report to the printer or specified text file.
Print Setup - Selects a printer and print connection.
Send - Sends the active Roundabouts report through e-mail.
Exit - Exits the HCS2010 Roundabouts module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility.
HCS2010 Updates – Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS in the default web browser.
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Roundabout Intersections Users Guide General Controls • 7

Roundabouts

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed, and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Intersection, Jurisdiction, Analysis Year, East/West Street Name, North/South Street Name and Project Description.
Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
The user enters the Duration as the analysis period, normally 15 minutes (T=0.25 hr) to represent the length of time
the peak flow is constant.
Lane Designations
The geometry of each approach is described by coding the number of lanes and the movements allowed in each lane,
including whether movements are exclusive or shared. The number of lanes available for a given movement is
coded (or adjusted with the spinner), then the shared button (between the affected movements) is activated for any
shared movements. In each lane, there are three possible movements. Select the movements that exist for each lane.
Defining the Number of Lanes and Usage is necessary to allow further analysis.
For a one-lane roundabout entry, the user should enter one thru lane and select both the left "shared" button and the
right "shared" button. For a two-lane roundabout entry, the user should enter one of the following combinations
based on the entry lanes' pavement markings: two thru lanes and select both "shared" buttons, one left lane and one
thru lane and select the right "shared" button, or one thru lane and one left lane and select the left "shared" button.
For roundabout entries with right-turn bypass lanes, the user should enter one thru lane, select both the left "shared"
button and the right "shared button", and select the type of bypass lane in the "Right-Turn Bypass" field.
The Percent of Entry Vehicles Using Left Lane field is activated when there are two thru lanes coded to provide for
the traffic split for the two lanes.
The Conflicting Lanes on Entry is selected for each approach as the number of lanes that pass directly in front of the
subject entry.
The Right-Turn Bypass type is selected for each approach as either None, Yielding, or Non-Yielding.
The Conflicting Lanes on Bypass Entry field is activated when a Yielding Right-Turn Bypass lane is coded. It is
selected for each yielding bypass lane as either 1 or 2 lanes.

Pedestrian Volumes
The Number of Pedestrians Crossing Entry for each entry of the intersection is coded in pedestrians per hour.
Traffic Volumes
The Volume for each movement of the intersection is coded in vehicles per hour. An hourly volume is required for
any movement to be included in the analysis.
The Peak Hour Factor (PHF) is entered (or adjusted with the spinner) for each movement. The All field is used to
enter all of the Peak Hour Factors with the same value at once.

8 • Roundabouts Roundabout Intersections Users Guide

The Percent Heavy Vehicles (%HV) is entered (or adjusted with the spinner) for each movement. The All field is
used to enter all of the Percent Heavy Vehicles with the same value at once.
The U-Turn Volume for each approach of the intersection is coded in vehicles per hour. The U-Turn PHF and %HV
are coded for each approach.
Critical Headway and Follow-up Headway
The default values for Critical Headway and Follow-Up Headway are used in HCM Equations 21-21, 21-22, and 21-
23 resulting in similar equations for capacity as HCM Equations 21-1through 21-7, depending on the roundabout
geometry. To calibrate the capacity equations, these values can be adjusted from the default values.
Results
Level of Service (LOS) Criteria for Roundabouts from HCM Exhibit 21-1:

Control Delay (s/veh)

LOS A 0 - 10
LOS B >10 - 15
LOS C >15 - 25
LOS D >25 - 35
LOS E >35 - 50
LOS F >50 or v/c>1.0
Control Delay is computed for each critical lane, approach and the intersection as a whole using HCM Equations 21-
17, 21-18 and 21-19 as appropriate. Critical lanes where the volume-to-capacity ratio is more than 1.0, LOS F is
assigned regardless of control delay.

Animation
This feature requires TSIS-CORSIM 6.0 (or later) to be currently installed on the computer. TSIS-CORSIM is sold
separately.

Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS data file. HCS2010 will automatically generate a
CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide animation
of the unsignalized intersection. This overall process may take a few seconds. Once TRAFVU is loaded, the user
will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS2010 contain different modeling methodologies, so the visible results (e.g., queue lengths) from
CORSIM animation may not always be identical to those from HCS2010. The volumes, sign control, laneage,
percent heavy vehicles, and duration of analysis from HCS2010 will be simulated in CORSIM. For "T-
intersections", the non-existent approach will still be visible, but vehicles will not use it. Since turn pocket lengths
are not utilized within the HCM unsignalized intersection procedures, full-length turn lanes are assumed. CORSIM
imposes de-facto lane channelization, whenever conditions dictate, to reflect real-world responses. Specifically, if an
unchannelized lane services a high volume of turners, then the program will internally assert that the lane will
service only turners for the given time period. If East/West and North/South street names have been entered into
HCS2010, they will be displayed as link names, directly below the surface street links in TRAFVU. CORSIM
allows link names to have a maximum of 12 characters.
If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the

Roundabout Intersections Users Guide Roundabouts • 9

computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

Roundabout Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
Formatted Reports are also now available in an alternate screen and can be accessed by selecting Formatted Report
from the View menu item (or the Formatted Report button on the tool bar). In this form, the display and the printed
report will react exactly like a web page (using the Internet Explorer) for consistency and flexibility in viewing and
printing.
Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.
IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
This may be necessary for the individual printed reports to fit on one page. In this initial release, users must have
version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.
By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.
The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use
HCS2010 but will not have the added functionality of Formatted Reports.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

10 • Roundabouts Roundabout Intersections Users Guide

Glossary of Terms

Agency or Company
This field is provided to document the agency or company associated with this analysis or project.

All HV
This field defines the value used to replace all coded Percent Heavy Vehicles values using the adjacent spinner.

All PHF
This field defines the value used to replace all coded PHF values using the adjacent spinner.

Analysis Year
This field is provided to document the year for which the analysis is being performed.

Analyst
This field is provided to document the individual performing the analysis.

Capacity
Capacity is the maximum hourly rate at which persons or vehicles can be reasonably expected to traverse a point or
uniform segment of a lane or roadway during a given time period under prevailing roadway, traffic, and roadway
conditions.

Conflicting Lanes on Entry

The Conflicting Lanes of Entry are the lanes that pass directly in front of the subject entry. For this field, select the
number of conflicting lanes.

Conflicting Lanes on Bypass Entry

Conflicting Lanes on Bypass Entry are the lanes that pass directly in front of the subject yielding bypass lane. For
this field, select the number of conflicting lanes.

Roundabout Intersections Users Guide Glossary of Terms • 11

Control Delay
Control Delay is the portion of total delay attributed to traffic control measures.

Critical Headway
The Critical Headway is the minimum time interval in the traffic stream that allows roundabout entry.

Critical Lane
The Critical Lane for an approach is the lane with the highest flow ratio for the approach.

Date
The date will default to the computer's date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional setting icon on the Control Panel).

Delay
The difference between the travel time actually experienced and the reference travel time that would result during
conditions with ideal geometric and in the absence of incidents, control, and traffic.

Duration
The length of time (T) the peak flow remains constant (usually 0.25 hr) and is used in the delay equations. If v/c
exceeds 0.90, control delay may be significantly affected by the value of T.

East/West Street Name

The name of the east/west intersecting street is coded to document the intersection being analyzed.

Follow-Up Headway
The Follow-Up Headway is the time span in the stream between the departure of one vehicle from the minor street
and the departure of the next vehicle using the same major-street gap, under a condition of continuous queuing on
the minor street.

Intersection Delay
The Intersection Delay is the total additional travel time experienced by drivers, passengers, or pedestrians as a
result of control measures and interaction with other users of the facility, divided by the volume departing from the
corresponding cross section of the facility.

Intersection
The name of the intersection, usually defined by the two intersecting streets, is coded to document the intersection
being analyzed and will be printed on the report.

Jurisdiction
This field is provided to document the agency for which the analysis is being performed or has jurisdiction over the
freeway being analyzed.

12 • Glossary of Terms Roundabout Intersections Users Guide

Level of Service (LOS)
A level of service is a letter designation that describes a range of operating conditions on a particular type of facility.
Six levels of service are defined; using the letters A through F. Level of service A represents the best level of
service, and generally describes operation of free flow and very low delay. Level of service F represents the worst
operating conditions.

North/South Street Name

The name of the north/south intersecting street is coded to document the intersection being analyzed.

Number of Lanes and Usage

The number of thru (including shared lanes) and exclusive turning lanes are coded in the appropriate columns for
"left," "thru" and "right" movements. Shared lanes are indicated by activating the "shared" box. For a one-lane
roundabout entry, the user should enter one thru lane and select both the left "shared" button and the right "shared"
button. For a two-lane roundabout entry, the user should enter one of the following combinations based on the entry
lanes' pavement markings: two thru lanes and select both "shared" buttons, one left lane and one thru lane and select
the right "shared" button, or one thru lane and one left lane and select the left "shared" button. For roundabout
entries with right-turn bypass lanes, the user should enter one thru lane, select both the left "shared" button and the
right "shared button", and select the type of bypass lane in the "Right-Turn Bypass" field. For a roundabout T-
intersection that includes a thru bypass lane, the thru movement and volume must be coded as right turns to properly
include the effects of the bypass lane in the computations.

Number of Pedestrians Crossing Entry

The number of pedestrians per hour crossing the approach entry.

Peak-Hour Factor
The peak-hour factor (PHF) is entered for each movement to compute peak flow rates.

Percent Heavy Vehicles

The percentage of heavy vehicles is entered for each movement. This value is used in the calculation of critical gap
and follow-up time in TWSC and headway adjustment in AWSC.

Percent of Entry Vehicles Using Left Lane

When there are two thru lanes coded, the field is activated to provide for the traffic split for the two lanes.

Project ID
This field is provided for the user to document the analysis with any information for identification purposes.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Roundabout Intersections Users Guide Glossary of Terms • 13

Right-Turn Bypass
Right-turn bypass lanes can either be yielding or non-yielding. A yielding right-turn bypass lane terminates at a high
angle, with right-turning traffic yielding to exiting traffic. A non-yielding right-turn bypass lane merges at a low
angle with exiting traffic or forms a new lane adjacent to exiting traffic.

Roundabout
Roundabout is a type of intersection which has a central island, the circulating roadway, and splitter islands.

Time Period Analyzed

This field is provided to document the time period over which the analysis was conducted.

Traffic Volume
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

V/C Ratio
The v/c ratio is the volume-to-capacity ratio, which is the volume of one movement (or shared-lane movements)
divided by the movement capacity of the movement (or shared-lane movements).

14 • Glossary of Terms Roundabout Intersections Users Guide

 H
HCM Chapter 21 6
Help 7

Index I
Intersection 12
Intersection Delay 12
Introduction 1

J
Jurisdiction 12

L
A
Level of Service (LOS) 13
Acknowledgements 4 License Agreement 1
Agency or Company 11
All HV 11 N
All PHF 11
Analysis Year 11 North/South Street Name 13
Analyst 11 Number of Lanes and Usage 13
Animation 9 Number of Pedestrians Crossing Entry 13

C O
Capacity 11 Operational Data 8
Conflicting Lanes on Bypass Entry 11
Conflicting Lanes on Entry 11 P
Control Delay 12
Critical Headway 12 Peak-Hour Factor 13
Critical Lane 12 Percent Heavy Vehicles 13
Percent of Entry Vehicles Using Left Lane 13
Project ID 13
D
Date 12 R
Delay 12
Duration 12 Restore Defaults 13
Right-Turn Bypass 14
Roundabout 14
E
Roundabout Report 10
East/West Street Name 12 Roundabouts 6, 8
Edit 7
T
F
Time Period Analyzed 14
File 7 Trademarks and Copyrights 5
Follow-Up Headway 12 Traffic Volume 14

G V
General Controls 7 V/C Ratio 14
Getting Started 6
Glossary of Terms 11

Roundabout Intersections Users Guide Index • 15

16 • Index Roundabout Intersections Users Guide
 Signal Warrants

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Signal Warrants 6
MUTCD Part 4C ........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6
General Controls ........................................................................................................................ 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 7

Operations 8
Operational Analysis ................................................................................................................. 8
Operational Data ........................................................................................................................ 8
Operations Report ...................................................................................................................... 9

Glossary of Terms 11

Index 15

Signal Warrants Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Signal Warrants Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
for research purposes unless covered by a separate license) and appropriate protection against students copying the
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License, contact McTrans.

A Distance License authorizes End User to install the permitted (purchased) number of copies of the Software on a
terminal server within your internal network only for use of the Software initiated by an individual through
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users (not the concurrent number of users) permitted to use the Software on such terminal server may not exceed the
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Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
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End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
Software, in object-code form only, installed on a single computer server solely for End User’s internal teaching
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Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
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Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
internal network. No other network use is permitted, including but not limited to, using the Software either directly
or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
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derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Signal Warrants Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
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reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
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DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
USER'S REQUIREMENTS OR THAT THE OPERATION OF THE SOFTWARE WILL BE UNINTERRUPTED
OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
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ALSO HAVE OTHER RIGHTS IN THE UNITED STATES WHICH VARY FROM STATE TO STATE. USE OF
THE SOFTWARE WHERE THE END USER BELIEVES OR HAS REASON TO BELIEVE THAT DAMAGE
MAY OCCUR IS A VIOLATION OF ANY AND ALL WARRANTIES. McTRANS HAS NO KNOWLEDGE OF
THE HARDWARE OR SOFTWARE CONFIGURATIONS OF THE END USER AND ASSUMES NO
LIABILITY FOR THEIR DAMAGE.

8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
End User may terminate it by returning or destroying all copies of the Software and associated documentation in
End User's possession or control. If any of the terms and conditions of this License are broken by End User, the
License shall terminate immediately.

Signal Warrants Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Signal Warrants Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Signal Warrants Users Guide Introduction • 5

Signal Warrants

MUTCD Part 4C
According to the Manual on Uniform Traffic Control Devices (MUTCD), the investigation of the need for a traffic
control signal shall include an analysis of the applicable factors contained in the following traffic signal warrants
and other factors related to existing operation and safety at the study location:
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control
signal.

Warrant 1, Eight-Hour Vehicular Volume.

Warrant 2, Four-Hour Vehicular Volume.
Warrant 3, Peak Hour.
Warrant 4, Pedestrian Volume.
Warrant 5, School Crossing.
Warrant 6, Coordinated Signal System.
Warrant 7, Crash Experience.
Warrant 8, Roadway Network.
Warrant 9, Railroad Crossing.

The entire text of the warrant descriptions can be found at: MUTCD

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box with a pull-down
list to select units from U.S. Customary and Metric Units. Once this choice is made, click on "OK" for the data
entry screen.

6 • Signal Warrants Signal Warrants Users Guide

Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
warrants.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new Warrants file (*.hxy) and starts a new analysis project.
Open - Opens an existing Warrants file (*.hxy).
Close - Closes an existing Warrants file (*.hxy).
Save - Saves an opened Warrants file (*.hxy) using the current file name.
Save As - Saves an opened Warrants file (*.hxy) using a specified file name.
Save Report - Saves the Warrants report as a specified text file. Available when the cursor is in the Report pane).
Print - Prints a Warrants report to the printer or specified text file.
Print Setup - Selects a printer and printer connection.
Send - Sends the active Warrants report through e-mail.
Exit - Exits the HCS2010 Warrants module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility
HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version

Signal Warrants Users Guide Getting Started • 7

HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities
FAQ - Opens the McTrans FAQ page for HCS in the default web browser
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Operations

Operational Analysis
The HCS2010 Warrants module entry screen has been organized to consolidate data entry with the factors affected
in the analysis. In this arrangement, the results of changing input data are readily apparent. The Report Pane will
produce output consistent with the Manual on Uniform Traffic Control Devices (MUTCD).

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Time Period Analyzed. Then, the user enters the Site Information into the respective fields:
Intersection, Jurisdiction, Analysis Year, North/South Street Name, East/West Street Name, and Project Description.
Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
General
In this section, the user enters general information to satisfy the required information for the analysis, including the
Major Street Speed, the distance to the Nearest Signal, the number of Crashes/Year, the Population category, the
existence of a Coordinated Signal System, Adequate Trials of Alternatives, a School Crossing data entry box, and a
Roadway Network description box, as defined by the 2009 MUTCD.
Volume
In this section, the user enters the geometric configurations that are to be simulated. The user selects the Major
Street Direction, the Starting Time Interval, and he Median type. The user can indicate geometric design through the
Quick Entry box, or the manual fields that indicate Number and Usage of Lanes in the major and minor street
directions.
Traffic
Traffic Volumes (vehicles per hour) for up to twelve hours, beginning at the Start Time and Median are entered
along with the appropriate assignments of Minor and Major Street Direction.
Pedestrians (per hour) and Gaps (acceptable per hour) are coded for the Minor and Major Street directions.
Delay (sec/veh) data are entered for the Minor Street approaches.

8 • Operations Signal Warrants Users Guide

Grade Crossing
If a Grade Crossing exists, the user selects the Grade Crossing Approach direction and the Highest Volume Hour
with Trains. Then the user enters the Distance to the Stop Line, Rail Traffic (trains per day), Percent of High
Occupancy Buses, and Percent of Tractor-Trailer Trucks.
Results
The results are interpreted through two reports. The first (Warrants) summarizes each warrant and sub-warrant as
either met or not with appropriate boxes checked or not, respectively. A second (Volumes) report details Warrants
1, 2 and 3, hour-by-hour as met or not with MUTCD tables and graphs included. An optional text report shows all
input values and a summary of results.
Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.
(After a calculated value is changed be sure to refresh the field by tabbing to another field, this should be sufficient
to recalculate a modified document.)

Operations Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.
Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.
The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Signal Warrants Users Guide Operations • 9

Glossary of Terms

Adequate Trials of Alternatives

Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency.

Agency or Company
This field is provided to document the name of the Agency or the Company conducting the analysis.

Analysis Time Period

Enter the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
This field is provided to document the individual performing the analysis.

Coordinated Signal System

This is from engineering judgment from the description of Warrant 6, Coordinated Signal System.

Crashes/Year
This number is compared to the five required in the Crash Experience warrant, but only those crashed susceptible to
correction by signal installation should be included as describe in Warrant 7.

Date Performed
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional settings icon on the Control Panel).

Signal Warrants Users Guide Glossary of Terms • 11

Delay
The average stopped delay for each approach is coded in seconds per vehicle. The appropriate volumes will be used
to calculate the total stopped delay in vehicle hours. Alternatively, the total stopped delay in vehicle hours may be
coded directly.

Distance to Stop Line

The distance from the center of the track nearest the intersection and the stop line on the approach.

East/West Street Name

The name of the East/West Street is coded in this field.

Gaps
Gaps per hour in the traffic stream of adequate length to allow pedestrians to cross during the same period when the
pedestrian volume criterion is satisfied. Where there is a divided street having a median of sufficient width for
pedestrians to wait, the requirement applies separately to each direction of vehicular traffic.

Grade Crossing Approach

The user selects the approach direction where the grade railway crossing exists. If no grade crossing exists, the user
selects None.

High Occupancy Buses

The percentage of vehicles crossing the track that are high-occupancy buses. A high-occupancy bus is defined as a
bus occupied by a least 20 people.

Highest Volume Hour with Trains

The user selects the highest traffic volume hour during which rail traffic uses the crossing.

Intersection
Description or name of the intersection can be coded here.

Jurisdiction
Generally the agency for which the analysis is being performed or has jurisdiction over the freeway being analyzed.

Major Street Direction

This must be defined in order to use the appropriate data for the stop-controlled approaches.

Major Street Speed

This speed is used to determine which MUTCD tables and figures are to be used. Lower thresholds are required
when the major street speed is above 40 mph (70 km/h) in Warrant 1, Warrant 2, Warrant 3, and Warrant 7.

12 • Glossary of Terms Signal Warrants Users Guide

Median
Whether a median of sufficient width for pedestrians to wait exists is coded here.

Nearest Signal
This information is used to determine the applicability of the Pedestrian Volume, School Crossing, and Coordinated
Signal System, Warrant 4, Warrant 5 and Warrant 6.

North/South Street Name

The name of the North/South Street is coded in this field.

Number and Usage of Lanes

The number of thru (including shared lanes) and exclusive turning lanes are coded in the appropriate columns for
"left," "thru" and right" movements. Shared lanes are indicated by activating the "shared" box.

Pedestrians
The number of pedestrians per hour crossing the approach.

Population
If the population is less than 10,000 people, the user checks this field.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Quick Entry
This pop-up screen provides an alternative, graphical data entry mechanism for coding lane configuration
information. This screen works interactively with the normal data entry process in that values coded in either screen
will be reflected in the other. Lane configurations are then defined by clicking on the appropriate arrow
combination for the selected approach to place them on the central diagram. (To remove a selected arrow
combination, simply click on the white arrow with the appropriate approach active).

Note: The Enter key will close the screen (accepts the default "Save" button).

Rail Traffic
The number of trains per day that use the rail crossing.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Signal Warrants Users Guide Glossary of Terms • 13

Roadway Network
The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of
two or more major routes (A major route as used in this signal warrant shall have one or more of the following
characteristics: A) It is part of the street or highway system that serves as the principal roadway network for through
traffic flow; or B) It includes rural or suburban highways outside, entering, or traversing a City; or C) It appears as a
major route on an official plan, such as a major street plan in an urban area traffic and transportation study).meets
one or both of the following criteria:
A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour
during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an engineering
study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or
B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour
for each of any 5 hours of a weekend, nonnormal business day (Saturday or Sunday).

School Crossing
The need for a traffic control signal shall be considered when an engineering study of the frequency and adequacy of
gaps in the vehicular traffic stream as related to the number and size of groups of school children at an established
school crossing across the major street shows that the number of adequate gaps in the traffic stream during the
period when the children are using the crossing is less than the number of minutes in the same period (see Section
7A.03) and there are a minimum of 20 students during the highest crossing hour.

Start Time
The Start Time is coded to allow for subsequent periods to be automatically labeled.

Tractor-Trailer Trucks
The percentage of vehicle crossing the track that are tractor-trailer trucks.

Traffic Volumes
The hourly volumes (V) for each movement are coded in vehicles per hour (vph).

14 • Glossary of Terms Signal Warrants Users Guide

 Highest Volume Hour with Trains 12

I
Intersection 12

Index Introduction 1

J
Jurisdiction 12

L
License Agreement 1

M
A
Major Street Direction 12
Acknowledgements 4 Major Street Speed 12
Adequate Trials of Alternatives 11 Median 13
Agency or Company 11 MUTCD Part 4C 6
Analysis Time Period 11
Analysis Year 11
Analyst 11 N
Nearest Signal 13
C North/South Street Name 13
Number and Usage of Lanes 13
Coordinated Signal System 11
Crashes/Year 11
O
D Operational Analysis 8
Operational Data 8
Date Performed 11 Operations 8
Delay 12 Operations Report 9
Distance to Stop Line 12

P
E
Pedestrians 13
East/West Street Name 12 Population 13
Edit 7 Project Description 13

F Q
File 7 Quick Entry 13

G R
Gaps 12 Rail Traffic 13
General Controls 7 Restore Defaults 13
Getting Started 6 Roadway Network 14
Glossary of Terms 11
Grade Crossing Approach 12
S
H School Crossing 14
Signal Warrants 6
Help 7 Start Time 14
High Occupancy Buses 12

Signal Warrants Users Guide Index • 15

T
Tractor-Trailer Trucks 14
Trademarks and Copyrights 5
Traffic Volumes 14

16 • Index Signal Warrants Users Guide

 Basic Freeway Segments

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Basic Freeway Segments 6

HCM Chapter 11........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 8

Operations 8
Operational Analysis ................................................................................................................. 8
Operational Data ........................................................................................................................ 8
Animation ................................................................................................................................ 10
Operational Report................................................................................................................... 11

Design 12
Design Analysis ....................................................................................................................... 12
Design Data ............................................................................................................................. 12
Design Report .......................................................................................................................... 14

Planning 15
Planning Analysis .................................................................................................................... 15
Planning Data........................................................................................................................... 15
Planning Report ....................................................................................................................... 16

Glossary of Terms 17

Index 23

Basic Freeway Segments Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Basic Freeway Segments Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
for research purposes unless covered by a separate license) and appropriate protection against students copying the
Software for transporting out of the lab is in place. The responsibility for ensuring this protection of the Software
rests with the End User. Multiple laboratories require multiple licenses. The Software may not be installed or used
on any computer outside of the licensed laboratory under the Laboratory License, including (but not limited to) any
office, home, networked or portable computer. If you have any questions as to the type or validity of your End User
License, contact McTrans.

A Distance License authorizes End User to install the permitted (purchased) number of copies of the Software on a
terminal server within your internal network only for use of the Software initiated by an individual through
commands, data or instructions (e.g., scripts) from a computer within the same internal network. The total number of
users (not the concurrent number of users) permitted to use the Software on such terminal server may not exceed the
permitted number.

Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
specifies the “License Type” as “Server”. Subject to the terms and conditions of this Agreement, McTrans grants to
End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
Software, in object-code form only, installed on a single computer server solely for End User’s internal teaching
purposes (but not for research purposes unless covered by a separate license). End User is authorized to install the
Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
Authorized Users for which Customer has paid the applicable License Fee as long as the specific number of
Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
internal network. No other network use is permitted, including but not limited to, using the Software either directly
or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
distribution or dissemination by any means, except as provided in paragraph 3, without the express, written consent
of McTrans. End User may reproduce the associated documentation as necessary to use within the geographic office
described herein. End User may not modify, adapt, translate, reverse engineer, decompile, disassemble, or create
derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Basic Freeway Segments Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
herein.

6. REGISTRATION AND SUPPORT. This license is automatically registered to the person or agency who
purchased it. If the End User wishes to change the registration, he or she must fill out and return the registration card
contained in this package. Failure to comply with this section shall result in a violation of copyright and prosecution
for the same. McTrans may from time to time revise or update the Software to correct bugs or add minor
improvements. McTrans will supply, at its discretion, such minor updates to End User without additional charge,
and will provide reasonable telephone support to End User during McTrans' normal business hours, (1) for one year
after End User first pays the license fee applicable to full support services, and (2) for such subsequent periods for
which End User shall have paid the fee established by McTrans for such full support services, if any. McTrans
reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
revisions and enhancements to the Software and to market such substantially revised versions as separate products.
End User shall not be entitled to receive such separate products without additional charge. Upon release of any such
revised version of the Software, McTrans' obligation to provide the above described technical support services to
End User shall cease, unless End User chooses to pay to license the enhanced version of the Software, whether or
not the End User has previously requested or received support on the prior version.

7. LIMITED WARRANTY AND LIMITATIONS OF REMEDIES. McTrans warrants the magnetic medium on
which the Software is furnished to be free from defects in material and workmanship under normal use for a period
of thirty (30) days from the date of delivery to End User as evidenced by a copy of invoice. McTrans' entire liability
and End User's exclusive remedy shall be the replacement of any diskette found to be defective. Defective diskettes
should be returned with a copy of End User's invoice, to the distributor from which the Software was obtained. End
User agrees that it is the responsibility of End User to understand fully the limitations of and assumptions underlying
the Software and not to make use of the Software without the assistance of personnel with appropriate expertise. End
User accepts all responsibility for review, application, and the use of the program output and accepts all
responsibility for certification that said output meets provisions of any applicable design code, standard or any
project specification.

EXCEPT AS PROVIDED ABOVE, THE PRODUCT IS PROVIDED "AS IS" WITHOUT WARRANTY OF ANY
KIND, EITHER EXPRESSED OR IMPLIED, INCLUDING, BUT NOT LIMITED TO, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. McTRANS
DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
USER'S REQUIREMENTS OR THAT THE OPERATION OF THE SOFTWARE WILL BE UNINTERRUPTED
OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
PARTY. THE ABOVE WARRANTY GIVES END USER SPECIFIC LEGAL RIGHTS AND END USER MAY
ALSO HAVE OTHER RIGHTS IN THE UNITED STATES WHICH VARY FROM STATE TO STATE. USE OF
THE SOFTWARE WHERE THE END USER BELIEVES OR HAS REASON TO BELIEVE THAT DAMAGE
MAY OCCUR IS A VIOLATION OF ANY AND ALL WARRANTIES. McTRANS HAS NO KNOWLEDGE OF
THE HARDWARE OR SOFTWARE CONFIGURATIONS OF THE END USER AND ASSUMES NO
LIABILITY FOR THEIR DAMAGE.

8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
End User may terminate it by returning or destroying all copies of the Software and associated documentation in
End User's possession or control. If any of the terms and conditions of this License are broken by End User, the
License shall terminate immediately.

Basic Freeway Segments Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Basic Freeway Segments Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Basic Freeway Segments Users Guide Introduction • 5

Basic Freeway Segments

HCM Chapter 11
This Highway Capacity Software (HCS2010) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Basic Freeway Segments.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform from Operations, Design, and Planning. There is also a pull-down list to select units
from U.S. Customary and Metric Units. Once these choices are made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.
Operational Analysis
Operational Analysis will typically solve for Level of Service (LOS) for a given set of volume, speed and geometric
conditions. In this analysis type, the number of lanes is a data entry item and LOS is a result. Operational Analysis
is performed for one direction at a time.
Design Analysis
Design Analysis will typically solve for the necessary Number of Lanes for a desired LOS and a given set of
volume, speed and geometric conditions. In this analysis type, desired LOS is a data entry item and number of lanes
is a result. Design Analysis is performed for one direction at a time.
Planning Analysis

6 • Basic Freeway Segments Basic Freeway Segments Users Guide

Planning Analysis will typically solve for LOS for a given Number of Lanes, or Number of lanes for a given desired
LOS, from a given set of conditions, including assumed defaults and volume generated from AADT-level
information.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
freeways.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If the input file is omitted, the input file will be replaced
(without warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be
specified.

General Controls

File
New - Creates a new Freeways file (*.hxf) and starts a new analysis project.
Open - Opens an existing Freeways file (*.hxf, *.hcf).
Close - Closes an existing Freeways file (*.hxf).
Save - Saves an opened Freeways file (*.hxf) using the current file name.
Save As - Saves an opened Freeways file (*.hxf) using a specified file name.
Save Report - Saves the Freeways report as a specified text file. (Available when the cursor is in the Report pane.)
Print - Prints a Freeways report to the printer or specified text file.
Print Setup - Selects a printer and print connection.
Send - Sends the active Freeways report through e-mail.
Exit - Exits the HCS2010 Freeways module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.

Basic Freeway Segments Users Guide General Controls • 7

Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility.
HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS in the default web browser.
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Operations

Operational Analysis
The HCS2010 Basic Freeway Segments module entry screen has been organized to consolidate data entry with the
factors affected in the analysis. In this arrangement, the results of changing input data are readily apparent. The
Report Pane will produce output similar to previous versions of HCS. This analysis solves for Level of Service in
one direction at a time.

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Freeway/Direction of Travel, From/To, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Next, the user enters the appropriate Flow Rate data.

Flow Rate

The user must specify the Volume in vehicles per hour. Then, the Peak-Hour Factor (PHF) is entered to calculate the
Peak 15-Minute Volume (v15). The user may directly key in or use the spinner to enter a value for PHF.

8 • Operations Basic Freeway Segments Users Guide

The Number of Lanes (N), in the analysis direction is entered.

The user chooses the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected, then
the user must also specify the percent Grade and the corresponding Length of the grade for the analysis. If
Composite is selected, then the user is presented with a dialog to list several Segment Lengths and Grades from
which a composite grade will be computed for use in the analysis.

The percent Trucks and Buses is specified. The user may directly key in or use the spinner to enter a value for
percent Trucks and Buses. The Trucks and Buses passenger-car equivalent value (ET) will appear in the ET field,
which can be edited.

The percent Recreational Vehicles (RVs) is entered. The user may directly key in or use the spinner to enter the
percent RVs value. The RVs passenger-car equivalent value (ER) will appear in the ER field, which can be edited.

With all the above information entered, the Heavy Vehicle Adjustment Factor (fHV), will be computed and displayed
in the fHV field.

The Driver Population Adjustment Factor (fP) is entered.

After all the information in entered, the Adjusted Flow Rate (vp), is calculated and displayed in the adjusted flow
rate field.

Next, to complete the analysis, the user must enter the Free-Flow Speed data.

Free-Flow Speed

In the Free-Flow Speed area, the user selects a Free-Flow Speed type, either Field Measured or Base (radio buttons).
If Field Measured is selected, the user may then enter the actual Free-Flow Speed, in to the FFS field. The
adjustment fields in the Free-Flow Speed pane will remain gray, and the user may skip down to the Results pane to
complete the analysis. If Base FFS is selected, the following adjustment fields in Free-Flow Speed become active.

The user specifies the Lane Width. The user may directly key in the value or use the spinner. A Lane Width
Adjustment Factor (fLW) will automatically appear in the fLW field. The Lane Width Adjustment Factor can be
edited in the fLW field.

The user specifies values for Right-Side Lateral Clearance. The user may directly key in the value or use the
spinner. A Right-Side Lateral Clearance Adjustment Factor (fLC) will automatically appear in the fLC field. The
Right-Side Lateral Clearance Adjustment Factor can be edited in the fLC field.

The user specifies the Total Ramp Density in the next field. The user may directly key in the value or use the
spinner. The Total Ramp Density adjustment from the last term of HCM Equation 11-1 will appear in the TRD
Adjustment field, which can be edited.

After all the Free-Flow Speed data have been entered, the adjusted Free-Flow Speed, FFS, will be calculated and
appear in the Free-Flow Speed, FFS field. The five base Speed‐Flow Curves are shown in HCM Exhibit 11‐2. The
closest Speed-Flow Curve to the calculated FFS is selected for use in the analysis, as explained by the text following
HCM Exhibit 11-2.

Results

In this section the calculated results of the analysis are displayed.

The Flow Rate (vp) and the Free-Flow Speed (FFS) are from the Flow Rate and Free-Flow Speed sections,
respectfully. The Number of Lanes (N) is displayed as the entered value from the Flow Rate section.

Basic Freeway Segments Users Guide Operations • 9

Speed (S), Density (D) and the Level of Service (LOS), are determined using the Speed-Flow Curve and the Flow
Rate, and then displayed.

Level of Service Criteria for Basic Freeway Segments from HCM Exhibit 11-5:

Level of Service Density (pc/mi/ln)

LOS A ≤ 11
LOS B > 11 - 18
LOS C > 18 - 26
LOS D > 26 - 35
LOS E > 35 - 45
LOS F > 45, demand exceeds capacity

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Animation
This feature requires TSIS-CORSIM 6.0 (or later) to be currently installed on the computer. TSIS-CORSIM is sold
separately.

Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS2010 data file. HCS2010 will automatically
generate a CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide
animation of the basic freeway segment. This overall process may take a few seconds. Once TRAFVU is loaded, the
user will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS2010 contain different modeling methodologies, so the visible results (e.g., density of vehicles)
from CORSIM animation may not always be identical to those from HCS2010. The peak 15-minute volume from
HCS2010 will be simulated in CORSIM. If the HCS2010 file contains a planning analysis, the hourly volume from
HCS2010 will be simulated. The number of lanes from HCS2010 will be simulated unless it exceeds 5 lanes, in
which case only 5 lanes will be simulated. CORSIM 5.1 can simulate up to 8 freeway lanes in one direction, and
CORSIM 6.0 can simulate up to 11 freeway lanes in one direction, but the input coding is more detailed, and would
need to be done manually from within TSIS. The adjusted free-flow speed from HCS2010 will be simulated unless it
exceeds 70 mph, in which case 70 mph will be simulated. Metric unit free-flow speeds (in km/h) will be converted
automatically (into mph) for use in CORSIM. The combined percent trucks and percent RVs from HCS2010 will be
simulated as heavy vehicles in CORSIM. The basic freeway segment length in CORSIM will be assumed as 4000
feet, and the analysis period in CORSIM will be assumed as 15 minutes. If a facility name has been entered into the
Freeway/Direction field, this facility name will be displayed as a link name, directly below the basic freeway
segment in TRAFVU. CORSIM allows link names to have a maximum of 12 characters.

If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

10 • Operations Basic Freeway Segments Users Guide

Operational Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Formatted Reports are also now available in an alternate screen and can be accessed by selecting Formatted Report
from the View menu item (or the Formatted Report button on the tool bar). In this form, the display and the printed
report will react exactly like a web page (using the Internet Explorer) for consistency and flexibility in viewing and
printing.

IMPORTANT: It is strongly recommended that text view be selected while entering or modifying data.

Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print background colors and
images" for these reports to be properly displayed and printed. To suppress the automatic header and/or footer,
simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer. This may be necessary
for the individual printed reports to fit on to one page. In this initial implementation, users must have version 5.01
or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.

By selecting the Formatted Report button on the toolbar, the lower pane will display the report selected in the pull-
down "quick jump" list in this form. Windows should be set to small fonts (display properties) and the Internet
Explorer should be set to medium fonts (View...Text Size) for best results on most systems.

Note that Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to
be used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use the
program but will not have the added functionality of formatted reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Basic Freeway Segments Users Guide Operations • 11

Design

Design Analysis
The HCS2010 Basic Freeway Segments module entry screen has been organized to consolidate data entry with the
factors affected in the analysis. In this arrangement, the results of changing input data are readily apparent. The
Report Pane will produce output similar to previous versions of HCS. This analysis solves for Required Number of
Lanes in one direction at a time.

Design Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Freeway/Direction of Travel, From/To, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Next, the user enters the Flow Rate data.

Flow Rate

The user specifies the Volume in vehicles per hour.

Then, the Peak-Hour Factor (PHF) is entered to calculate the Peak 15-Minute Volume (v15). The user may directly
key in or use the spinner to enter a value for PHF.

The user chooses the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected, then
the user must also specify the percent Grade and the corresponding Length of the grade for the analysis. If
Composite is selected, then the user is presented with a dialog to list several Segment Lengths and Grades from
which a composite grade will be computed for use in the analysis.

The percent Trucks and Buses is specified. The user may directly key in or use the spinner to enter a value for
percent Trucks and Buses. The Trucks and Buses passenger-car equivalent value (ET) will appear in the ET field,
which can be edited.

The percent Recreational Vehicles (RVs) is entered. The user may directly key in or use the spinner to enter the
percent RVs value. The RVs passenger-car equivalent value (ER) will appear in the ER field, which can be edited.

With all the above information entered, the Heavy Vehicle Adjustment Factor (fHV), will be computed and displayed
in the fHV field.

The Driver Population Adjustment Factor (fP) is entered.

12 • Design Basic Freeway Segments Users Guide

After all the information in entered, the Adjusted Flow Rate (vp), is calculated and displayed in the adjusted flow
rate field.

Next, to complete the analysis, the user must enter the desired Level of Service.

Desired Level Of Service (LOS)

The user may input the Desired LOS directly, or use the spinner to enter the LOS information.

Next, the user enters the appropriate Free-Flow Speed data to complete the analysis

Free-Flow Speed

In the Free-Flow Speed area, the user selects a Free-Flow Speed type, either Field Measured or Base (radio buttons).
If Field Measured is selected, the user may then enter the actual Free-Flow Speed, in to the FFS field. The
adjustment fields in the Free-Flow Speed pane will remain gray, and the user may skip down to the Results pane to
complete the analysis. If Base FFS is selected, the following adjustment fields in Free-Flow Speed become active.

The user specifies the Lane Width. The user may directly key in the value or use the spinner. A Lane Width
Adjustment Factor (fLW) will automatically appear in the fLW field. The Lane Width Adjustment Factor can be
edited in the fLW field.

The user specifies values for Right-Side Lateral Clearance. The user may directly key in the value or use the
spinner. A Right-Side Lateral Clearance Adjustment Factor (fLC) will automatically appear in the fLC field. The
Right-Side Lateral Clearance Adjustment Factor can be edited in the fLC field.

The user specifies the Total Ramp Density in the next field. The user may directly key in the value or use the
spinner. The Total Ramp Density adjustment from the last term of HCM Equation 11-1 will appear in the TRD
Adjustment field, which can be edited.

After all the Free-Flow Speed data have been entered, the adjusted Free-Flow Speed, FFS, will be calculated and
appear in the Free-Flow Speed, FFS field. The five base Speed‐Flow Curves are shown in HCM Exhibit 11‐2. The
closest Speed-Flow Curve to the calculated FFS is selected for use in the analysis, as explained by the text following
HCM Exhibit 11-2.

Results

In this section the calculated results of the analysis are displayed.

The Flow Rate (vp) and the Free-Flow Speed (FFS) are from the Flow-Rate and Free-Flow Speed sections,
respectfully.

The Number of Lanes Required (N), Speed (S), Level of Service (LOS), and Density (D), are determined using the
Maximum Service Flow Rate from HCM Exhibit 11-17, Speed-Flow Curve, and Flow Rate, then displayed.

Level of Service Criteria for Basic Freeway Segments from HCM Exhibit 11-5:

Level of Service Density (pc/mi/ln)

LOS A ≤ 11
LOS B > 11 - 18
LOS C > 18 - 26
LOS D > 26 - 35
LOS E > 35 - 45
LOS F > 45, demand exceeds capacity

Basic Freeway Segments Users Guide Design • 13

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Design Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Note: It is strongly recommended that text view be selected while entering or modifying data.

IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
This may be necessary for the individual printed reports to fit on to one page. In this initial implementation, users
must have version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.

By selecting the Formatted Report button on the toolbar, the lower pane will display the report selected in the pull-
down "quick jump" list in this form. Windows should be set to small fonts (display properties) and the Internet
Explorer should be set to medium fonts (View...Text Size) for best results on most systems.

Note that Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to
be used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use the
program but will not have the added functionality of formatted reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

14 • Design Basic Freeway Segments Users Guide

Planning

Planning Analysis
The HCS2010 Basic Freeway Segments module entry screen has been organized to consolidate data entry with the
factors affected in the analysis. In this arrangement, the results of changing input data are readily apparent. The
Report Pane will produce output similar to previous versions of HCS. This analysis uses defaults and volume
generated from AADT-level information.

Planning Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Freeway/Direction of Travel, From/To, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Input Data

The user enters the Average Annual Daily Traffic (AADT) Volume in vehicles per day.

The Proportion AADT During Peak Hour (K), is entered. The user may enter the value directly into the field, or
may use the spinner.

The user enters the Peak-Hour Directional Distribution factor (D).

Note: When the user selects the planning check box (in conjunction with Operations or Design), the data for Flow-
Rate and Free-Flow Speed must still be entered. The fields in those areas will have a default value placed in them,
corresponding to those identified in HCM Exhibit 11-6 for Planning Analysis.

Level of Service Criteria for Basic Freeway Segments from HCM Exhibit 11-5:

Level of Service Density (pc/mi/ln)

LOS A ≤ 11
LOS B > 11 - 18
LOS C > 18 - 26
LOS D > 26 - 35
LOS E > 35 - 45
LOS F > 45, demand exceeds capacity

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the

Basic Freeway Segments Users Guide Planning • 15

field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Planning Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Note: It is strongly recommended that text view be selected while entering or modifying data.

IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
This may be necessary for the individual printed reports to fit on to one page. In this initial implementation, users
must have version 5.01 or higher (version 5.5SP1 or higher preferred) of the Internet Explorer.

By selecting the Formatted Report button on the toolbar, the lower pane will display the report selected in the pull-
down "quick jump" list in this form. Windows should be set to small fonts (display properties) and the Internet
Explorer should be set to medium fonts (View...Text Size) for best results on most systems.

Note that Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to
be used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use the
program but will not have the added functionality of formatted reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

16 • Planning Basic Freeway Segments Users Guide

Glossary of Terms

AADT
The average annual daily traffic (AADT) is entered in vehicles per day (vpd) for the forecast year.

Agency or Company
This field is provided to document the name of the Agency or the Company.

Analysis Time Period

This field is provided to document the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
This field is provided to document the individual performing the analysis.

Composite
Composite grade provides for several segment lengths and grades to be entered. These values are used to calculate a
composite grade using the technique described on HCM Page 11-17 under "Equivalents for Composite Grades," and
extended to HCM Chapter 11, Appendix A, where applicable.

Date Performed
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
“Short date style” preferences (regional settings icon on the Control Panel).

Density (D)
Density (D) is computed from the demand flow rate and the mean speed of the traffic stream using HCM Equation
11-4.

Basic Freeway Segments Users Guide Glossary of Terms • 17

Desired Level of Service (LOS)
Level of service (LOS) is based on density as determined from the flow rate and free-flow speed using HCM Exhibit
11-5. In Design, the Number of Lanes required is determined to attain the Desired LOS. In some cases, this
minimum may produce a better LOS than requested where fewer lanes would not have attained the Desired LOS

Directional Distribution (D)

The percent of the peak-hour traffic in the heaviest direction (D) is entered.

Driver Population Adjustment Factor (fP)

The driver population adjustment factor is used in HCM Equation 11-2 to account for the possible variation in traffic
flow for differing driver populations.

ER
The passenger-car equivalent value for recreational vehicles is found from HCM Exhibit 11-10 for general terrain
and HCM Exhibit 11-12 for upgrades. The ER for downgrades is treated as level terrain.

ET
The passenger-car equivalent value for trucks and buses is found from HCM Exhibit 11-10 for general terrain, HCM
Exhibit 11-11 for upgrades, and HCM Exhibit 11-13 for downgrades.

fLC
The free-flow speed adjustment for lateral clearance (fLC) is chosen from HCM Exhibit 11-9.

Flow Rate
The equivalent passenger-car flow rate (vp) in pcphpl is computed from HCM Equation 11-2.

fLW
The free-flow speed adjustment for lane width (fLW) is chosen from HCM Exhibit 11-8.

Free-Flow Speed
The adjusted free-flow speed (FFS) is determined by subtracting each speed adjustment from the base free-flow
speed according to HCM Equation 11-1. If a field-measured free-flow speed is entered, no subsequent adjustments
are made and the adjusted free-flow speed will simply be the field-measured free-flow speed.

Free-Flow Speed and Type

Field Measured (FFS) or Base (BFFS) is selected to show whether the user is entering the field measured speed or
using the ideal free-flow speed. If a field-measured free-flow speed is entered, no adjustments are made. If the base
free-flow speed is selected, additional data fields need to be coded to adjust for the effects of lane width, lateral
clearance and total ramp density.

18 • Glossary of Terms Basic Freeway Segments Users Guide

From/To
This field is provided to document the limits of the analysis section, representing the starting and stopping points of
the analysis.

Grade
The percent grade is entered to represent one grade, or a grade for each segment in a composite analysis.

Heavy Vehicle Adjustment Factor (fHV)

The heavy-vehicle adjustment factor is computed from HCM Equation 11-3.

Highway / Direction of Travel

This field is provided to document the highway being analyzed by name, route number, etc.

Jurisdiction
This field is provided to document the agency for which the analysis is being performed or has jurisdiction over the
freeway being analyzed.

K
The percent AADT occurring in the peak hour (K) is expressed as a proportion.

Lane Width
The average lane width is entered.

Lateral Clearance
The right-side lateral clearance distance to fixed obstructions is entered.

Length
The length of grade is entered to represent one grade, or a length for each segment in a composite analysis.

Level of Service (LOS)

Level of Service (LOS) is based on density as determined from flow rate and free-flow speed using HCM Exhibit
11-5.

Number of Lanes
The number of lanes (N) on which the traffic flows in the analysis direction. This value is used to express the
computed flow rate on a per-lane basis.

Number of Lanes Required (N)

In Design, the minimum Number of Lanes is determined to attain the Desired LOS. In some cases, this minimum
may produce a better LOS than requested where fewer lanes would not have attained the Desire LOS.

Basic Freeway Segments Users Guide Glossary of Terms • 19

Peak 15-Minute Volume
The peak 15-minute volume is computed as the hourly volume divided by four times the PHF. For Planning
analyses, volume is determined from an estimate of annual average daily traffic (AADT), converting to the
directional design hourly volume (DDHV) using the percent AADT occurring in the peak hour (K) and the percent
of the peak-hour traffic in the heaviest direction (D).

Peak Hour Factor

The peak hour factor (PHF) is used to adjust the traffic volume for peak conditions.

Percent Recreational Vehicles

The percentage of recreational vehicles in the traffic stream is entered.

Percent Trucks and Buses

The percentage of trucks and buses in the traffic stream is entered.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Speed
The speed (S) is the mean speed of the traffic stream under base conditions and is determined from the flow rate and
the free-flow speed using HCM Exhibit 11-3.

Terrain
The type of terrain is selected from a list including Level, Rolling, Mountainous, Grade or Composite. If Level,
Rolling or Mountainous is selected, no further grade information is needed. The adjustment factors for trucks and
buses, and recreational vehicles, are chosen from HCM Exhibit 11-10. Refer to HCM Page 11-14 for descriptions of
horizontal and vertical alignments which constitute each of these terrain categories. If Grade is selected, one field
combination will be coded for the percent and length of the grade being analyzed. If composite is selected, the user
is presented with a dialog to list several Segment Lengths and Grades from which a composite grade will be
computed for use in the analysis.

Total Ramp Density

Total ramp density is the number of on and off ramps per mile (kilometer) as explained on HCM Page 11-12.

TRD Adjustment
The free-flow speed adjustment for total ramp density is calculated using the last term of HCM Equation 11-1.

20 • Glossary of Terms Basic Freeway Segments Users Guide

Units
The analyst may conduct the analysis in U.S. Customary units or in Metric units. An analysis conducted in metric
units is a soft conversion from the HCM methodology (in U.S. Customary units) using the approximate conversion
factors provided in HCM Exhibit 1-1.

Use Speed Curve for

Once the free‐flow speed of the basic freeway segment is determined, one of the five base speed‐flow curves in
HCM Exhibit 11‐2 is selected for use in the analysis. The process for selecting the correct curve is explained in the
text following HCM Exhibit 11‐2.

Volume
The average hourly traffic volume (V) including trucks and buses, and recreational vehicles (RVs) is entered in
vehicles per hour (vph). This value will be adjusted to account for the number of lanes, the peak-hour factor and the
presence of heavy vehicles.

Basic Freeway Segments Users Guide Glossary of Terms • 21

 fLW 18
Free-Flow Speed 18
Free-Flow Speed and Type 18
From/To 19

Index G
General Controls 7
Getting Started 6
Glossary of Terms 17
Grade 19

H
HCM Chapter 11 6
Heavy Vehicle Adjustment Factor (fHV) 19
A Help 8
Highway / Direction of Travel 19
AADT 17
Acknowledgements 4
Agency or Company 17 I
Analysis Time Period 17 Introduction 1
Analysis Year 17
Analyst 17
Animation 10 J
Jurisdiction 19
B
Basic Freeway Segments 6 K
K 19
C
Composite 17 L
Lane Width 19
D Lateral Clearance 19
Length 19
Date Performed 17 Level of Service (LOS) 19
Density (D) 17 License Agreement 1
Design 12
Design Analysis 12
Design Data 12 N
Design Report 14 Number of Lanes 19
Desired Level of Service (LOS) 18 Number of Lanes Required (N) 19
Directional Distribution (D) 18
Driver Population Adjustment Factor (fP) 18
O
E Operational Analysis 8
Operational Data 8
Edit 7 Operational Report 11
ER 18 Operations 8
ET 18

P
F
Peak 15-Minute Volume 20
File 7 Peak Hour Factor 20
fLC 18 Percent Recreational Vehicles 20
Flow Rate 18

Basic Freeway Segments Users Guide Index • 23

Percent Trucks and Buses 20
Planning 15
Planning Analysis 15
Planning Data 15
Planning Report 16
Project Description 20

R
Restore Defaults 20

S
Speed 20

T
Terrain 20
Total Ramp Density 20
Trademarks and Copyrights 5
TRD Adjustment 20

U
Units 21
Use Speed Curve for 21

V
Volume 21

24 • Index Basic Freeway Segments Users Guide

 Freeway Weaving

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Freeway Weaving Segments 6

HCM Chapter 12........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 8

Operations 8
Operational Analysis ................................................................................................................. 8
Operational Data ........................................................................................................................ 8
Animation ................................................................................................................................ 10
Operational Report................................................................................................................... 11

Glossary of Terms 13

Index 19

Freeway Weaving Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
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AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
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3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Freeway Weaving Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
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Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
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End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
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Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
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Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
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or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
distribution or dissemination by any means, except as provided in paragraph 3, without the express, written consent
of McTrans. End User may reproduce the associated documentation as necessary to use within the geographic office
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derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Freeway Weaving Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
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reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
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7. LIMITED WARRANTY AND LIMITATIONS OF REMEDIES. McTrans warrants the magnetic medium on
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DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
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OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
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End User may terminate it by returning or destroying all copies of the Software and associated documentation in
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License shall terminate immediately.

Freeway Weaving Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Freeway Weaving Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Freeway Weaving Users Guide Introduction • 5

Freeway Weaving Segments

HCM Chapter 12
This Highway Capacity Software (HCS2010) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Freeway Weaving Segments.

Getting Started

Getting Started

To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the
units from U.S. Customary and Metric Units. Once the choice is made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.
Operational Analysis
Weaving analyses will typically solve for Level of Service (LOS) for a given set of operational and geometric
conditions using the procedures defined in HCM Chapter 12. This is oriented toward the evaluation of freeway
weaving analysis as well as the application to weaving on uninterrupted flow segments of multilane highways and
collector-distributor roadways.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
weaving.exe /b <input file> [<output file>]

6 • Freeway Weaving Segments Freeway Weaving Users Guide

The square brackets indicate that the output file is optional. If the input file is omitted, the input file will be replaced
(without warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be
specified.

General Controls

File
New - Creates a new Weaving file (*.xhw) and starts a new analysis project.
Open - Opens an existing Weaving file (*.xhw, *.hcw).
Close - Closes an existing Weaving file (*.xhw).
Save - Saves an opened Weaving file (*.xhw) using the current file name.
Save As - Saves an opened Weaving file (*.xhw) using a specified file name.
Save Report - Saves the Weaving report as a specified text file. (Available when the cursor is in the Report pane.)
Print - Prints a Weaving report to the printer or specified text file.
Print Setup - Selects a printer and printer connection.
Send - Sends the active Weaving report through e-mail.
Exit - Exits the HCS2010 Weaving module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Freeway Weaving Users Guide General Controls • 7

Help
Help Topics - Invokes the general Help facility.
HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS2010 in the default web browser
About - Opens the general acknowledgements, e-mail McTrans dialog and links to the McTrans Home and
HCS2010 pages.

Operations

Operational Analysis
The HCS2010 Freeway Weaving Segment module entry screen is preceded by a box to allow for a U.S. Customary
or Metric Unit analysis. HCS2010 will convert applicable entries and calculations according to the chosen analysis
type. Operational Analysis is performed for one direction only.

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then the user enters the Site Information into the respective fields: Freeway
or Direction, Weaving Segment, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Roadway Conditions

In the Roadway Conditions section, the user first enters the Weaving Configuration as either one-sided or two-sided.
The definitions for each can be found in the HCM Exhibits 12-3 and 12-4. The Segment Type is also entered as
either Freeway or C-D Roadway/Multilane Highway.

Next, the user enters the Number of Lanes in the weaving segment (N). The user may key in or use the spinner to
code this value. The user also enters the Weaving Segment Length (LS) in feet, the Free-Flow Speed (FFS) in miles
per hour and the expected Minimum Speed in the segment (SMIN) in miles per hour. The ideal Maximum Capacity

8 • Operations Freeway Weaving Users Guide

of the Freeway (cIFL), in passenger cars per hour per lane, will appear in the cIFL field, which can be edited. The
capacity values under base conditions for different free-flow speeds can also be found in HCM Exhibit 11-2.

The user then enters the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected,
then the user must also specify the percent Grade and the corresponding Length of grade, in miles, for the analysis.
If Composite is selected, then the user is presented with a dialog to list several Segment Lengths, in miles, and
Grades from which a composite grade will be computed for use in the analysis.

After these data are entered, information pertaining to Volume is coded for the weaving analysis segment.

Volume

Volume data, in vehicles per hour, is then entered for each movement, including defining the Non-Weaving and
Weaving volumes. For a one-sided configuration, the non-weaving movements are from freeway-to-freeway and
ramp-to-ramp, and the weaving movements are from ramp-to-freeway and freeway-to-ramp. For a two-sided
configuration, the non-weaving movements are from freeway-to-freeway, freeway-to-ramp and ramp-to-freeway
and the weaving movement is from ramp-to-ramp.

The Peak Hour Factor (PHF) is entered for each movement. The Peak 15-Minute Volume (V15), in vehicles, is
computed as the hourly volume divided by four times the PHF.

The percent Trucks and Buses is entered for each movement. The user may key in or use the spinner to code these
values. The Trucks and Buses passenger car equivalent value (ET) will appear in the ET field, which can be edited.

The percent Recreational Vehicles is then entered for each movement. The user may key in or use the spinner to
code these values. The Recreational Vehicles passenger car equivalent value (ER) will appear in the ER field, which
can be edited.

Using the above information, the Heavy Vehicle Adjustment Factor (fHV) will be computed and displayed for each
movement.

The Driver Population Adjustment Factor (fP) is then entered.

These values are used in computing the Flow Rate (v), in passenger cars per hour, for each movement. Then
information pertaining to the Configuration Characteristics is coded for the weaving analysis segment.

Configuration Characteristics

In the Configuration Characteristics section, the user enters the Interchange Density (ID) in interchanges per mile.
For a one-sided configuration, the user may enter the Number of Maneuver Lanes (NWL), Minimum Ramp-to-
Freeway Changes (LCRF) and Minimum Freeway-to-Ramp Changes (LCFR). For a two-sided configuration, the user
may enter the number of Minimum Ramp-to-Ramp Changes (LCRR). The user may key in or use the spinner to code
these values.

The Minimum Weaving Lane Changes (LCMIN), Weaving Lane Changes (LCW), Non-Weaving Lane Changes
(LCNW) and Total Lane Changes (LCALL) are calculated in lane changes per hour and displayed to the right of the
entry fields.

These values are used in determining the density and level of service (LOS) of the weaving segment.

Results

The Weaving Segment Flow Rate (v), in passenger cars per hour, is determined by summing the weaving segment’s
adjusted flow rates.

Freeway Weaving Users Guide Operations • 9

The Weaving Segment Capacity (cW) under prevailing conditions, in vehicles per hours, is then calculated based on
density from HCM Equation 12-5 and 12-6 and also based on weaving demand flows from HCM Equations 12-7
and 12-8. For one-sided configurations, the minimum value is taken as the final capacity. For two-sided
configurations, only the capacity based on density is computed. The v/c ratio is then calculated using HCM
Equation 12-9 and involves the Heavy Vehicle Adjustment Factor (fHV) and Driver Population Adjustment Factor
(fP).

The Maximum Weaving Segment Length (LMAX), in feet, is computed from HCM Equation 12-4 using the Weaving
Volume Ratio (VR) and Number of Maneuver Lanes (NWL).

The Weaving Intensity Factor (W) is calculated from HCM Equation 12-19 using the Total Lane-Changing Rate
(LCALL) and the Weaving Segment Length (LS).

The average speed, in miles per hour, of weaving vehicles (SW) is computed from HCM Equation 12-17 using the
Free-Flow Speed (FFS), Freeway Minimum Speed (SMIN), and Weaving Intensity Factor (W). The average speed of
non-weaving vehicles (SNW), in miles per hour, is computed from Equation 12-20 using the Free-Flow Speed (FFS),
Minimum Weaving Lane-Changing Rate (LCMIN) Weaving Segment Flow Rate (v) and Number of Lanes (N). The
Average Space Mean Speed (S), in miles per hour, is then computed from HCM Equation 12-21 using both weaving
and non-weaving values for flow rate (v) and speed (S).

The Density (D), in passenger cars per mile per lane, is calculated from HCM Equation 12-22 using the Weaving
Segment Flow Rate (v), Number of Lanes (N) and Weaving Segment Speed (S).

The Level of Service (LOS) is determined for the weaving segment from the density as compared to the thresholds
defined in HCM Exhibit 12-10 for either freeway or multilane highways/collector-distributor conditions.

Level of Service Criteria for Weaving Segments from HCM Exhibit 12-10:

Density (pc/mi/ln)
Freeways Multilane or C-D
LOS A 0 - 10 0 - 12
LOS B >10 - 20 >12 - 24
LOS C >20 - 28 >24 - 32
LOS D >28 - 35 >32 - 36
LOS E >35 >36
LOS F v/c > 1.00 v/c > 1.00

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu and click on OK to complete the process.

Animation
This feature requires TSIS-CORSIM 6.0 (or higher) to be currently installed on the computer. TSIS-CORSIM is
sold separately.

Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS2010 data file. HCS2010 will automatically
generate a CORSIM input (*.trf) file, process the TRF file through CORSIM and then launch TRAFVU to provide
animation of the basic freeway segment. This overall process may take a few seconds. Once TRAFVU is loaded,
the user will need to:

10 • Operations Freeway Weaving Users Guide

1. Click on the red "Vehicle" icon to display vehicles.
2. Zoom in on a certain part of the link-node diagram.
3. Adjust the "APC settings" to slow down animation.
4. Press "Play" to begin animation.

CORSIM and HCS2010 contain different modeling methodologies, so the visible results (e.g., density of vehicles)
from CORSIM animation may not always be identical to those from HCS2010. The peak 15-minute volume from
HCS2010 will be simulated in CORSIM. If the HCS2010 file contains a planning analysis, the hourly volume from
HCS2010 will be simulated. The number of lanes from HCS2010 will be simulated unless it exceeds 5 lanes, in
which case only 5 lanes will be simulated. CORSIM 5.1 can simulate up to 8 freeway lanes in one direction, and
CORSIM 6.0 can simulate up to 11 freeway lanes in one direction, but the input coding is more detailed, and would
need to be done manually from within TSIS. The adjusted free-flow speed from HCS2010 will be simulated unless
it exceeds 70 mph, in which case 70 mph will be simulated. Metric unit free-flow speeds (in kilometers per hour)
will be converted automatically (into miles per hour) for use in CORSIM. The combined percent trucks and percent
RVs from HCS2010 will be simulated as heavy vehicles in CORSIM. The basic freeway segment length in
CORSIM will be assumed as 4000 feet, and the analysis period in CORSIM will be assumed as 15 minutes. If a
facility name has been entered into the Freeway/Direction field, this facility name will be displayed as a link name,
directly below the basic freeway segment in TRAFVU. CORSIM allows link names to have a maximum of 12
characters.

If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

Operational Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Formatted Reports are also now available in an alternate screen and can be accessed by selecting Formatted Report
from the View menu item (or the Formatted Report button on the tool bar). In this form, the display and the printed
report will react exactly like a web page (using the Internet Explorer) for consistency and flexibility in viewing and
printing.

IMPORTANT: It is strongly recommended that text view be selected while entering or modifying data.

Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print background colors and
images" for these reports to be properly displayed and printed. To suppress the automatic header and/or footer,
simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer. This may be necessary
for the individual printed reports to fit on to one page. In this initial implementation, users must have version 5.01
or higher (version 5.5 SP1 or higher preferred) of the Internet Explorer.

By selecting the Formatted Report button on the toolbar, the lower pane will display the report selected in the pull-
down "Report Quick Jump" list in this form. Windows should be set to small fonts (display properties) and the
Internet Explorer should be set to medium fonts (View > Text Size) for best results on most systems.

Freeway Weaving Users Guide Operations • 11

Note that Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to
be used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use the
program but will not have the added functionality of formatted reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+) and minus (-) flags will appear in the report pane and in the printed reports.

12 • Operations Freeway Weaving Users Guide

Glossary of Terms

Agency or Company
This field is provided to document the name of the Agency or the Company.

Analysis Time Period

This field is provided to document the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
The field is provided to document the individual performing the analysis.

Capacity (cW)
The capacity of the weaving segment, under prevailing conditions, is calculated based on density from HCM
Equation 12-5 and 12-6 or based on weaving demand flows from HCM Equations 12-7 and 12-8. For one-sided
configurations, the minimum value is taken as the final capacity. For two-sided configurations, only the capacity
based on density can be applied.

Composite
Composite grade provides for several segment lengths and grades to be entered. These values are used to calculate a
composite grade using the technique described on HCM Page 11-17 under "Equivalents for Composite Grades," and
extended to HCM Chapter 11, Appendix A, where applicable.

Date Performed
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
“Short date style” preferences (regional settings icon on the Control Panel).

Freeway Weaving Users Guide Glossary of Terms • 13

Density (D)
The density of the weaving area is estimated as total flow (total flow rate divided by the number of lanes), divided
by the average (space mean) speed using HCM Equation 12-22.

Driver Population Adjustment Factor (fP)

The driver population adjustment factor is used in HCM Equation 12-1 to account for the possible variation in traffic
flow for differing driver populations.

ER
The passenger-car equivalent value for recreational vehicles is found from HCM Exhibit 11-10 for general terrain
and HCM Exhibit 11-12 for upgrades. The ER for downgrades is treated as level terrain.

ET
The passenger-car equivalent value for trucks and buses is found from HCM Exhibit 11-10 for general terrain, HCM
Exhibit 11-11 for upgrades, and HCM Exhibit 11-13 for downgrades.

Flow Rate (v)

The flow rates of the weaving segment, in passenger cars per hour, are adjusted for the peak hour factor, the
presence of heavy vehicles and the driver population using HCM Equation 12-1. The variables vFF and vRR
represent the freeway-to-freeway and ramp-to-ramp flow rates, respectively. The variables vFR and vRF represent the
freeway-to-ramp and ramp-to-freeway flow rates, respectively.

Freeway/Direction
This field is provided to document the highway and direction being analyzed by name, route number, etc.

Freeway Free-Flow Speed (FFS)

The average free-flow speed of the freeway segments entering and leaving the weaving segment. Also the
maximum average speed expected in the weaving segment.

Freeway Maximum Capacity (cIFL)

Maximum capacity of a freeway segment with the same free-flow speed as the weaving segment under ideal
conditions.

Freeway, Multilane and Collector-Distributor

While these procedures are primarily intended for use in analyzing freeway weaving areas, HCM Exhibit 12-10
provides an alternate set of density thresholds for Multilane and C-D weaving. Analysts are cautioned that lower
free-flow speeds on multilane highways and C-D roadways may produce unreasonably low levels of service, and are
advised that using the design speed or other criteria to establish a more appropriate free-flow speed.

Grade
The percent grade is entered to represent one grade, or a grade for each segment in a composite analysis.

14 • Glossary of Terms Freeway Weaving Users Guide

Heavy Vehicle Adjustment Factor (fHV)
The heavy vehicle adjustment factor is computed from HCM Equation 11-3.

Interchange Density (ID)

The interchange density of a segment expressed as the average number of interchanges per mile from a distance 3
miles upstream to 3 miles downstream of the midpoint of the weaving segment. The subject weaving segment
should be counted as one interchange.

Lane Changes
Driving maneuvers to access lanes appropriate to the driver’s desired exit point. Does not include merging
movements (two lanes joined into one) or diverging movements (one lane separating into two). Lane changes may
be required or optional. Weaving segments shorter than 300 feet are an aberration, but do occasionally occur; in
such cases, weaving vehicles are assumed to make only necessary lane changes.

Lane-Changing Rates (LC)

Equivalent hourly rates at which weaving or non-weaving vehicles make lane changes within the weaving segment.

Length
The length of grade is entered to represent one grade, or a length for each segment in a composite analysis.

Level of Service (LOS)

The weaving segment LOS is determined from the computed density as compared to the thresholds defined in HCM
Exhibit 12-10.

Maximum Weaving Length (LMAX)

The length at which weaving turbulence no longer has an impact on the capacity of the weaving segment.

Minimum Freeway-to-Ramp Lane Changes (LCFR)

Minimum number of lane changes that must be made by a single weaving vehicle to successfully execute a freeway-
to-ramp maneuver. Assume that every weaving vehicle enters in the lane closest to their desired exit leg and leaves
the segment in the lane closest to their entry leg. This is only applicable for one-sided weaving segments (see HCM
Exhibit 12-5).

Minimum Lane-Changing Rate (LCMIN)

Minimum hourly rate of successful lane changes required by weaving vehicles during the analysis period. Predicted
as a function of the minimum lane changes made by a single weaving vehicle and the weaving flow rates.

Minimum Ramp-to-Freeway Lane Changes (LCRF)

Minimum number of lane changes that must be made by a single weaving vehicle to successfully execute a ramp-to-
freeway maneuver. Assume that every weaving vehicle enters in the lane closest to their desired exit leg and leaves
the segment in the lane closest to their entry leg. This is only applicable for one-sided weaving segments (see HCM
Exhibit 12-5).

Freeway Weaving Users Guide Glossary of Terms • 15

Minimum Ramp-to-Ramp Lane Changes (LCRR)
Minimum number of lane changes that must be made by a single weaving vehicle to successfully execute a ramp-to-
ramp maneuver. Assume that every weaving vehicle enters in the lane closest to their desired exit leg and leaves the
segment in the lane closest to their entry leg. This is only applicable for two-sided weaving segments (see HCM
Exhibit 12-4).

Minimum Segment Speed (SMIN)

The minimum average speed expected in the weaving segment.

Non-Weaving Movements
Movements that do not cross the paths of other movements; that is, the freeway-to-freeway and ramp-to-ramp
movements for a one-sided weaving segment, and ramp-to-freeway, freeway-to-freeway and freeway-to-ramp
movements for a two-sided weaving segment.

Non-Weaving Speed (SNW)

The average speed for non-weaving vehicles is predicted as a function of the free-flow speed, minimum number of
lane changes, weaving segment flow rate and number of lanes using HCM Equation 12-20.

Non-Weaving Vehicle Index (INW)

A measure of the tendency of conditions to induce unusually large non-weaving-vehicle lane-change rates. Used to
predict the rate at which non-weaving vehicles change lanes in weaving segments. Predicted as a function of the
length of the weaving segment, interchange density, and non-weaving flow rate using HCM Equation 12-11.

Number of Lanes (N)

The total number of continuous lanes within the weaving segment (i.e. between the entry and exit gore areas). This
includes continuous auxiliary lanes within the weaving segment, but does not include acceleration or deceleration
lanes that extend partially into the weaving segment.

Number of Maneuver Lanes (NWL)

The number of lanes from which a weaving maneuver may be made with one or no lane changes (see Exhibit 12-5).
This value may be 2 or 3 for a one-sided configuration, and is 0 for a two-sided configuration.

One-Sided Weaving Configuration

A weaving segment in which no weaving maneuver requires more than two lane changes. In general, the on-ramp
and off- ramp are on the same side of the freeway.

Peak 15-Minute Volume

The peak 15-minute volume is computed as the hourly volume divided by four times the PHF.

Peak Hour Factor (PHF)

The peak hour factor (PHF) is entered for each movement to adjust the traffic volume for peak conditions.

16 • Glossary of Terms Freeway Weaving Users Guide

Percent Recreational Vehicles
The percentage of recreational vehicles in the traffic stream is entered.

Percent Trucks and Buses

The percentage of trucks and buses in the traffic stream is entered.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Segment Type
The weaving segment type is chosen as either “Freeway” or “Multilane Highway/ C-D Roadway.” Weaving
segments on multilane highways and collector-distributor roadways have different LOS definitions from those on
freeways, as seen in HCM Exhibit 12-10.

Terrain
The type of terrain is selected from a list including Level, Rolling, Mountainous, Grade or Composite. If Level,
Rolling or Mountainous is selected, no further grade information is needed. The adjustment factors for trucks and
buses, and recreational vehicles, are chosen from HCM Exhibit 11-10. Refer to HCM Page 11-14 for descriptions of
horizontal and vertical alignments which constitute each of these terrain categories. If Grade is selected, one field
combination will be coded for the percent and length of the grade being analyzed. If composite is selected, the user
is presented with a dialog to list several Segment Lengths and Grades from which a composite grade will be
computed for use in the analysis.

Total Lane-Changing Rate (LCALL)

The equivalent hourly rate at which all vehicles make lane changes within the weaving segment.

Two-Sided Weaving Configuration

A weaving segment formed by a single-lane on-ramp followed closely by a single-lane off-ramp where the ramps
are on opposite sides of the freeway; or any weaving segment in which one weaving movement requires three or
more lane changes.

Units
The analyst may conduct the analysis in U.S. Customary units or in Metric units. An analysis conducted in metric
units is a soft conversion from the HCM methodology (in U.S. Customary units) using the approximate conversion
factors provided in HCM Exhibit 1-1.

Volume (V)
The average hourly traffic volume, including trucks, buses and recreational vehicles (RV), is entered in vehicles per
hour. For this movement, this value will be adjusted to account for the peak hour factor, the presence of heavy

Freeway Weaving Users Guide Glossary of Terms • 17

vehicles and the driver population. The variables VFF and VRR represent the freeway-to-freeway and ramp-to-ramp
flow rates, respectively. The variables VFR and VRF represent the freeway-to-ramp and ramp-to-freeway flow rates,
respectively.

Volume Ratio (VR)

The volume ratio is the proportion of weaving vehicles in the total flow. It is computed as the weaving volume
divided by the total volume in the weaving segment.

Volume-to-Capacity (v/c) Ratio

The total demand flow to capacity ratio for the weaving segment under prevailing conditions. If the ratio is greater
than 1.00, demand exceeds capacity and the segment is expected to fail and is assigned a level of service (LOS) F.

Weaving Configuration
Depending on the number of lane changes required in a weaving movement, a weaving configuration can be one-
sided or two-sided (see HCM Exhibits 12-3 and 12-4).

Weaving Intensity Factor (W)

The weaving intensity factor is a measure of weaving activity and its intensity. The intensity factor is predicted
based on the total lane-changing rate per unit length of the weaving segment using HCM Equation 12-19.

Weaving Movements
Movements that must cross the paths of other movements; that is, the freeway-to-ramp and ramp-to-freeway
movements for a one-sided weaving segment, and ramp-to-ramp movement for a two-sided weaving segment.

Weaving Segment
This field is provided to document the limits of the analysis segment, representing the starting and stopping points of
the analysis.

Weaving Segment Length (LS)

The length of the weaving segment is the distance between the end points of any barrier markings (solid white lines)
that prohibit or discourage lane-changing.

Weaving Segment Speed (S)

The weaving segment speed is the average (space mean) speed of all vehicles in the weaving area and is computed
using HCM Equation 12-21 for use in estimating density.

Weaving Speed (SW)

The average speed for weaving vehicles is predicted as a function of the free-flow speed, minimum expected speed
and weaving intensity factor using HCM Equation 12-18.

18 • Glossary of Terms Freeway Weaving Users Guide

 Grade 14

H
HCM Chapter 12 6

Index Heavy Vehicle Adjustment Factor (fHV) 15

Help 8

I
Interchange Density (ID) 15
Introduction 1

L
Lane Changes 15
A Lane-Changing Rates (LC) 15
Length 15
Acknowledgements 4 Level of Service (LOS) 15
Agency or Company 13 License Agreement 1
Analysis Time Period 13
Analysis Year 13
Analyst 13 M
Animation 10 Maximum Weaving Length (LMAX) 15
Minimum Freeway-to-Ramp Lane Changes (LCFR)
C 15
Minimum Lane-Changing Rate (LCMIN) 15
Capacity (cW) 13 Minimum Ramp-to-Freeway Lane Changes (LCRF)
Composite 13 15
Minimum Ramp-to-Ramp Lane Changes (LCRR) 16
D Minimum Segment Speed (SMIN) 16
Date Performed 13
Density (D) 14 N
Driver Population Adjustment Factor (fP) 14 Non-Weaving Movements 16
Non-Weaving Speed (SNW) 16
E Non-Weaving Vehicle Index (INW) 16
Number of Lanes (N) 16
Edit 7
Number of Maneuver Lanes (NWL) 16
ER 14
ET 14
O
F One-Sided Weaving Configuration 16
Operational Analysis 8
File 7
Operational Data 8
Flow Rate (v) 14
Operational Report 11
Freeway Free-Flow Speed (FFS) 14
Operations 8
Freeway Maximum Capacity (cIFL) 14
Freeway Weaving Segments 6
Freeway, Multilane and Collector-Distributor 14 P
Freeway/Direction 14 Peak 15-Minute Volume 16
Peak Hour Factor (PHF) 16
G Percent Recreational Vehicles 17
Percent Trucks and Buses 17
General Controls 7
Project Description 17
Getting Started 6
Glossary of Terms 13

Freeway Weaving Users Guide Index • 19

R
Restore Defaults 17

S
Segment Type 17

T
Terrain 17
Total Lane-Changing Rate (LCALL) 17
Trademarks and Copyrights 5
Two-Sided Weaving Configuration 17

U
Units 17

V
Volume (V) 17
Volume Ratio (VR) 18
Volume-to-Capacity (v/c) Ratio 18

W
Weaving Configuration 18
Weaving Intensity Factor (W) 18
Weaving Movements 18
Weaving Segment 18
Weaving Segment Length (LS) 18
Weaving Segment Speed (S) 18
Weaving Speed (SW) 18

20 • Index Freeway Weaving Users Guide

 Ramps and Ramp Junctions

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Freeway Merge and Diverge Segments 6

HCM Chapter 13........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 7

Operations 8
Operational Analysis ................................................................................................................. 8
Operational Data ........................................................................................................................ 8
Animation ................................................................................................................................ 10

Glossary of Terms 11

Index 17

Ramps and Ramp Junctions Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
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Ramps and Ramp Junctions Users Guide Introduction • 1

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transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
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paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
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derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Ramps and Ramp Junctions Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
herein.

6. REGISTRATION AND SUPPORT. This license is automatically registered to the person or agency who
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INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
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8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
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License shall terminate immediately.

Ramps and Ramp Junctions Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Ramps and Ramp Junctions Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Ramps and Ramp Junctions Users Guide Introduction • 5

Freeway Merge and Diverge
Segments

HCM Chapter 13
This Highway Capacity Software (HCS2010) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Freeway Merge and Diverge Segments.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform from Merge or Diverge. There is also a pull-down list to select units from U.S.
Customary and Metric Units. Once these choices are made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.
Operational Analysis
Freeway Merge and Diverge Segments analyses will typically solve for Level of Service (LOS) for a given set of
operational and geometric conditions using the procedures defined in HCM Chapter 13. This is oriented toward the
evaluation of the ramp-freeway junction influence area with capacity checks for major merge and diverge situations.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
ramps.exe /b <input file> [<output file>]

6 • Freeway Merge and Diverge Segments Ramps and Ramp Junctions Users Guide
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new Merge or Diverge file (*.hxr) and starts a new analysis project.
Open - Opens an existing Merge or Diverge file (*.hxr, *.hcr).
Close - Closes an existing Merge or Diverge file (*.hxr).
Save - Saves an opened Merge or Diverge file (*.hxr) using the current file name.
Save As - Saves an opened Merge or Diverge file (*.hxr) using a specified file name.
Save Report - Saves the Merge or Diverge report as a specified text file. (Available when the cursor is in the Report
pane).
Print - Prints a Merge or Diverge report to the printer or specified text file.
Print Setup - Selects a printer and printer connection.
Send - Sends the active Merge or Diverge report through e-mail.
Exit - Exits the HCS2010 Merge and Diverge module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility.

Ramps and Ramp Junctions Users Guide General Controls • 7

HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS in the default web browser.
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Operations

Operational Analysis
The HCS2010 Freeway Merge and Diverge Segments module entry screen has been organized to consolidate data
entry with the factors affected in the analysis. In this arrangement, the results of changing input data are readily
apparent. The Report Pane will produce output similar to the HCM and previous versions of HCS. This analysis
solves for Level of Service in one direction at a time.

Operational Data
First, the user is prompted to select either a Merge or Diverge Junction.

The user enters the General Information into the respective fields: Analyst, Agency or Company, Date Performed
and Analysis Time Period. Then, the user enters the Site Information into the respective fields: Freeway Direction,
Junction, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Freeway-Ramp Components and Characteristics

In this section, the user enters data for the freeway in the analysis direction, including the Number of Lanes on
Freeway, the Freeway Free-Flow Speed, and the Freeway Volume.

Then, the ramp data are entered, including the Side of Freeway (left or right), Number of Lanes on Ramp, Length of
First Acceleration/Deceleration Lane, Length of Second Acceleration/Deceleration Lane (if two-lane ramp), the
Ramp Free-Flow Speed, and the Ramp Volume.

Next, data related to an adjacent ramp are coded in the following section, including Adjacent Ramp (yes or no),
Position (upstream or downstream), Type (on or off), the Distance to Adjacent Ramp, and the Volume on Adjacent
Ramp.

8 • Operations Ramps and Ramp Junctions Users Guide

Volume Adjustment

The Peak-Hour Factor (PHF) is entered for the freeway, the analysis ramp, and the adjacent ramp if present. The
Peak 15-Minute Volume is computed as the hourly volume divided by four times the PHF.

The user then enters the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected,
then the user must also specify the percent Grade and the corresponding Length of grade for the analysis. If
Composite is selected, then the user is presented with a dialog to list several Segment Lengths and Grades from
which a composite grade will be computed for use in the analysis.

The percent Trucks and Buses is entered for the freeway, the analysis ramp, and the adjacent ramp if present. The
user may key in or use the spinner to code these values. The Trucks and Buses passenger-car equivalent value (ET)
will appear in the ET field, which can be edited.

The percent Recreational Vehicles is then entered for the freeway, the analysis ramp, and the adjacent ramp if
present. The user may key in or use the spinner to code these values. The Recreational Vehicles passenger-car
equivalent value (ER) will appear in the ER field, which can be edited.

Using the above information, the Heavy Vehicle Adjustment Factor (fHV) will be computed and displayed for the
freeway, the analysis ramp, and the adjacent ramp if present.

The Driver Population Adjustment Factor (fP) is then entered for the freeway, the analysis ramp, and the adjacent
ramp if present.

These values are used in computing the Adjusted Flow Rate (vp) for the freeway, the analysis ramp, and the adjacent
ramp if present.

Results

The proportion of freeway vehicles in lanes 1 and 2 is predicted for merge segments (PFM) and diverge segments
(PFD) using the appropriate equation from HCM Exhibits 13-6 and 13-7, respectively.

Capacity checks are performed for the merge or diverge segments. For merge segments, the exiting freeway volume
(VFO) and the sum of the ramp flow and the freeway flow in lanes 1 and 2 (VR12) are compared to the merge values
in HCM Exhibit 13-8. For diverge segments, the sum of the exiting freeway volume (VFO) and the freeway flow in
lanes 1 and 2 (V12) are compared to the diverge values in HCM Exhibit 13-8.

Next, the Density (DR) is predicted for the ramp influence area from HCM Equation 13-21 for merge segments and
HCM Equation 13-22 for diverge segments. Especially when analyzing ramp junctions with long acceleration or
deceleration lanes, the computed density can actually be computed to be negative (below zero). In this case, the
value for density is suppressed (left blank).

Then, the Speed (SR) is predicted for the ramp influence area from the equations defined in HCM Exhibit 13-11 for
merge segments and HCM Exhibit 13-12 for diverge segments.

Finally, the Level of Service (LOS) is determined for the ramp influence area from the Density as compared to the
thresholds defined in HCM Exhibit 13-2.

Level of Service Criteria for Ramps and Ramp Junctions from HCM Exhibit 13-2 in Maximum Density:

LOS A ≤10 pc/mi/ ln

LOS B >10 - 20 pc/mi/ln
LOS C >20 - 28 pc/mi/ln
LOS D >28 - 35 pc/mi/ln
LOS E >35 pc/mi/ln

Ramps and Ramp Junctions Users Guide Operations • 9

LOS F Demand Exceeds Capacity

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Animation
This feature requires TSIS-CORSIM 6.0 (or later) to be currently installed on the computer. TSIS-CORSIM is sold
separately.

Clicking on the "CORSIM Animation" icon, or selecting File > CORSIM Animation, will display CORSIM
Animation (also known as TRAFVU) for the currently loaded HCS2010 data file. HCS2010 will automatically
generate a CORSIM input (*.trf) file, process the TRF file through CORSIM, and then launch TRAFVU to provide
animation of the basic freeway segment. This overall process may take a few seconds. Once TRAFVU is loaded, the
user will need to:

1. Click on the red "Vehicle" icon to display vehicles

2. Zoom in on a certain part of the link-node diagram
3. Adjust the "APC settings" to slow down animation
4. Press "Play" to begin animation

CORSIM and HCS2010 contain different modeling methodologies, so the visible results (e.g., density of vehicles)
from CORSIM animation may not always be identical to those from HCS2010. The peak 15-minute volume from
HCS2010 will be simulated in CORSIM. If the HCS2010 file contains a planning analysis, the hourly volume from
HCS2010 will be simulated. The number of lanes from HCS2010 will be simulated unless it exceeds 5 lanes, in
which case only 5 lanes will be simulated. CORSIM 5.1 can simulate up to 8 freeway lanes in one direction, and
CORSIM 6.0 can simulate up to 11 freeway lanes in one direction, but the input coding is more detailed, and would
need to be done manually from within TSIS. The adjusted free-flow speed from HCS2010 will be simulated unless it
exceeds 70 mph, in which case 70 mph will be simulated. Metric unit free-flow speeds (in kmph) will be converted
automatically (into mph) for use in CORSIM. The combined percent trucks and percent RVs from HCS2010 will be
simulated as heavy vehicles in CORSIM. The basic freeway segment length in CORSIM will be assumed as 4000
feet, and the analysis period in CORSIM will be assumed as 15 minutes. If a facility name has been entered into the
Freeway/Direction field, this facility name will be displayed as a link name, directly below the basic freeway
segment in TRAFVU. CORSIM allows link names to have a maximum of 12 characters.

If an error message says "This feature requires TSIS-CORSIM" even after TSIS has been installed, it may be
necessary to first run TSIS in the standalone mode, so that TSIS-CORSIM can be properly registered on the
computer. If the user does not have administrator rights, they may encounter an error message that says "ERROR:
Failed to find file". This error message should not hinder animation, so the user should simply click "OK" and then
view animation normally.

10 • Operations Ramps and Ramp Junctions Users Guide

Glossary of Terms

Adjacent Ramp
This is marked Yes if an adjacent ramp exists within 8,000 ft of the analysis ramp. Otherwise, mark No. If both
upstream and downstream adjacent ramps exist, the analysis must be run twice.

Adjusted Flow Rate (v)

The adjusted flow rate for peak 15-minutes in pcph under ideal conditions is computed from HCM Equation 13-1.

Agency or Company
This field is provided to document the name of the Agency or the Company.

Analysis Time Period

Enter the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
The field is provided to document the individual performing the analysis.

Composite
Composite grade provides for several segment lengths and grades to be entered. These values are used to calculate a
composite grade using the technique described on HCM Page 11-17 under "Equivalents for Composite Grades," and
extended to HCM Chapter 11, Appendix A, where applicable.

Date Performed
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional settings icon on the Control Panel).

Ramps and Ramp Junctions Users Guide Glossary of Terms • 11

Density (DR)
The density of the ramp influence area is estimated as a function of the ramp volume, the volume in lanes 1 and 2 of
the freeway and the length of the acceleration or deceleration lane, defined in HCM Equation 13-21 for merge areas
and HCM Equation 13-22 for diverge areas.

Distance to Adjacent Ramp

The distance from the analysis ramp to the adjacent ramp is entered.

Driver Population Adjustment Factor (fP)

The driver population adjustment factor for the freeway, the analysis ramp, and the adjacent ramp if present, is used
in HCM Equation 13-1 to account for the possible variation in traffic flow for differing driver populations.

ER
The passenger-car equivalent value for recreational vehicles is found from HCM Exhibit 11-10 for general terrain
and HCM Exhibit 11-12 for upgrades. The ER for downgrades is treated as level terrain.

ET
The passenger-car equivalent value for trucks and buses is found from HCM Exhibit 11-10 for general terrain, HCM
Exhibit 11-11 for upgrades, and HCM Exhibit 11-13 for downgrades.

Freeway Direction
This field is provided to document the highway and direction being analyzed by name, route number, etc.

Freeway Free-Flow Speed

The free-flow speed of the freeway in the analysis direction.

Grade
The percent grade is entered to represent one grade, or a grade for each segment in a composite analysis.

Heavy Vehicle Adjustment Factor (fHV)

The heavy-vehicle adjustment factor is computer for the freeway, the analysis ramp, and the adjacent ramp if present
from HCM Equation 11-3.

Junction
This field is provided to document the limits of the analysis section, representing the starting and stopping points of
the analysis, including the ramp.

Jurisdiction
This field is provided to document the agency for which the analysis is being performed or has jurisdiction over the
freeway being analyzed.

12 • Glossary of Terms Ramps and Ramp Junctions Users Guide

Length of First Acceleration/Deceleration Lane
In the case of one-lane ramps, this is simply the length in feet of the acceleration or deceleration lane from the point
at which the edges of the ramp and freeway lanes converge (gore) to the end of the taper segment connecting the
ramp to the freeway. For two-lane ramps, this entry defines the length in feet of the outside acceleration or
deceleration lane from the point at which the edges of the ramp and freeway lanes converge (gore) to the end of the
taper segment connecting the first ramp lane to the second. See HCM Exhibit 13-3 or 13-14.

Length
The length of grade is entered to represent one grade, or a length for each segment in a composite analysis.

Length of Second Acceleration/Deceleration Lane

For two-lane ramps, this entry defines the length in feet of the inside acceleration or deceleration lane from the end
of the taper connecting the first ramp to the second to the end of the taper segment connecting the second ramp to
the freeway. See HCM Exhibit 13-14.

Level of Service (LOS)

The ramp influence area LOS is determined from the computed density as compared to the thresholds defined in
HCM Exhibit 13-2.

Location
This field is provided to document the roadway being analyzed by name, route number, etc.

Number of Lanes on Freeway

The number of lanes on the freeway in the analysis direction, as shown in HCM Exhibit 13-5.

Number of Lanes on Ramp

The number of lanes on the analysis ramp is defined.

PFD
Proportion of freeway vehicles remaining in lanes 1 and 2 immediately upstream of an on-ramp, determined using
HCM Exhibit 13-6.

PFM
Proportion of freeway vehicles remaining in lanes 1 and 2 immediately upstream of an on-ramp, determined using
HCM Exhibit 13-7.

Peak 15-Minute Volume

The peak 15-minute volume may be entered in lieu of the PHF. If the peak 15-minute volume is entered, the PHF is
computed as the hourly volume divided by four times the peak 15-minute volume.

Ramps and Ramp Junctions Users Guide Glossary of Terms • 13

Peak-Hour Factor
The peak-hour factor (PHF) is entered for the freeway, the analysis ramp, and the adjacent ramp if present.

Percent Recreational Vehicles

The percent of recreational vehicles in the traffic stream is entered for the freeway, the analysis ramp, and the
adjacent ramp if present.

Percent Trucks and Buses

The percent of trucks and buses in the traffic stream is entered for the freeway, the analysis ramp, and the adjacent
ramp if present.

Position of Adjacent Ramp

If an adjacent ramp exists, it must be defined as either Upstream or Downstream of the analysis ramp. If both
upstream and downstream adjacent ramps exist, the analysis must be run twice.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Ramp Free-Flow Speed

The free-flow speed of the analysis ramp.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Side of Freeway
The side of the freeway being accessed by the analysis ramp is defined as either a left-hand or right-hand ramp.

Speed (SR)
The speed in the ramp influence area is estimated as a function of the freeway free-flow speed, the ramp free-flow
speed, the ramp volume plus the volume in lanes 1 and 2 of the freeway and the length of the acceleration or
deceleration lane, defined in the equations in HCM Exhibit 13-11 for merge segments and HCM Exhibit 13-12 for
diverge segments.

Terrain
The type of terrain is selected from a list including Level, Rolling, Mountainous, Grade or Composite. If Level,
Rolling or Mountainous is selected, no further grade information is needed. The adjustment factors for trucks and
buses, and recreational vehicles, are chosen from HCM Exhibit 11-10. Refer to HCM Page 11-14 for descriptions of
horizontal and vertical alignments which constitute each of these terrain categories. If Grade is selected, one field
combination will be coded for the percent and length of the grade being analyzed. If compositeComposite is
selected, the user is presented with a dialog to list several Segment Lengths and Grades from which a composite
grade will be computed for use in the analysis.

14 • Glossary of Terms Ramps and Ramp Junctions Users Guide

Type of Adjacent Ramp
If an adjacent ramp exists, it must be defined as either a Merge or a Diverge.

Volume
The volume is entered for the freeway, the analysis ramp, and the adjacent ramp if present, in vehicles per hour. The
freeway volume immediately upstream of the analysis ramp is used.

Ramps and Ramp Junctions Users Guide Glossary of Terms • 15

 H
HCM Chapter 13 6
Heavy Vehicle Adjustment Factor (fHV) 12
Help 7

Index I
Introduction 1

J
Junction 12
Jurisdiction 12

L
A
Length 13
Acknowledgements 4 Length of First Acceleration/Deceleration Lane 13
Adjacent Ramp 11 Length of Second Acceleration/Deceleration Lane 13
Adjusted Flow Rate (v) 11 Level of Service (LOS) 13
Agency or Company 11 License Agreement 1
Analysis Time Period 11 Location 13
Analysis Year 11
Analyst 11 N
Animation 10
Number of Lanes on Freeway 13
Number of Lanes on Ramp 13
C
Composite 11 O
Operational Analysis 8
D
Operational Data 8
Date Performed 11 Operations 8
Density (DR) 12
Distance to Adjacent Ramp 12
P
Driver Population Adjustment Factor (fP) 12
Peak 15-Minute Volume 13
Peak-Hour Factor 14
E
Percent Recreational Vehicles 14
Edit 7 Percent Trucks and Buses 14
ER 12 PFD 13
ET 12 PFM 13
Position of Adjacent Ramp 14
F Project Description 14

File 7
R
Freeway Direction 12
Freeway Free-Flow Speed 12 Ramp Free-Flow Speed 14
Freeway Merge and Diverge Segments 6 Restore Defaults 14

G S
General Controls 7 Side of Freeway 14
Getting Started 6 Speed (SR) 14
Glossary of Terms 11
Grade 12

Ramps and Ramp Junctions Users Guide Index • 17

T
Terrain 14
Trademarks and Copyrights 5
Type of Adjacent Ramp 15

V
Volume 15

18 • Index Ramps and Ramp Junctions Users Guide

 Multilane Highways

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Multilane Highways 6
HCM Chapter 15........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 8

Operations 8
Operational Analysis ................................................................................................................. 8
Operational Data ........................................................................................................................ 8
Operational Report................................................................................................................... 10

Design 11
Design Analysis ....................................................................................................................... 11
Design Data ............................................................................................................................. 11
Design Report .......................................................................................................................... 13

Glossary of Terms 15

Index 21

Multilane Highways Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
READING, UNDERSTANDING AND AGREEING TO THE TERMS AND CONDITIONS OF THIS
AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
License Agreement.

2. OWNERSHIP. As a Licensee, End User owns the magnetic or other physical media on which the Software is
originally or subsequently recorded. This License is not a sale of the Software or any copy thereof. The software is
protected by United States and International copyright law and any infringement of this copyright is subject to
prosecution, and will be prosecuted upon discovery. Violators are subject to both civil and CRIMINAL penalties.

3. USE: Office License. The Software may be used on any number of computers within End User's immediate
office, which is defined as a single organizational unit or entity, having a unique function, comprising one or more
contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
also authorized to use the Software on portable computers while on official travel and on home computers, so long
as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
stored on a portable computer. If you have any questions as to the validity of your End User License, contact
McTrans.

Multilane Highways Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
(purchased) number of copies, provided the use is supervised in a classroom setting for teaching purposes (but not
for research purposes unless covered by a separate license) and appropriate protection against students copying the
Software for transporting out of the lab is in place. The responsibility for ensuring this protection of the Software
rests with the End User. Multiple laboratories require multiple licenses. The Software may not be installed or used
on any computer outside of the licensed laboratory under the Laboratory License, including (but not limited to) any
office, home, networked or portable computer. If you have any questions as to the type or validity of your End User
License, contact McTrans.

A Distance License authorizes End User to install the permitted (purchased) number of copies of the Software on a
terminal server within your internal network only for use of the Software initiated by an individual through
commands, data or instructions (e.g., scripts) from a computer within the same internal network. The total number of
users (not the concurrent number of users) permitted to use the Software on such terminal server may not exceed the
permitted number.

Concurrent Academic Users Server License. This Section applies only to an Academic Customer whose License
specifies the “License Type” as “Server”. Subject to the terms and conditions of this Agreement, McTrans grants to
End User a non-assignable, non-transferable license, without the right to sublicense, to use and execute the Licensed
Software, in object-code form only, installed on a single computer server solely for End User’s internal teaching
purposes (but not for research purposes unless covered by a separate license). End User is authorized to install the
Licensed Software on only one computer server or one node of a cluster for the specific number of Concurrent
Authorized Users for which Customer has paid the applicable License Fee as long as the specific number of
Concurrent Authorized Users for which Customer has paid the applicable License Fee is not exceeded. It is End
User's responsibility to determine suitability of the Software for this use. McTrans is not able to provide technical
support for issues resulting from network incompatibilities.

GENERAL: The Software is not designed for network use and such use is not supported. However, one copy of the
Software may be installed on the computer file server for the purpose of downloading and installing the Software
onto other licensed End User's computers within the internal network or for the sole and exclusive purpose of using
the Software through commands, data or instructions (e.g. scripts) from another licensed End User's computer on the
internal network. No other network use is permitted, including but not limited to, using the Software either directly
or through commands, data or instructions from or to a computer not already licensed and part of the internal
network, for internet or web hosting services or by any user not licensed to use this copy of the Software through a
valid license from McTrans.

WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
McTrans. (Contact McTrans for an Educational License.)

If this License is for use in training and/or educational applications, the Software may not be used for traffic and
transportation applications or other similar purposes, without the express, written consent of McTrans. (Contact
McTrans for an Applications License.)

4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

forbidden. End User may be held legally responsible for any copyright infringement that is caused or encouraged by
failure to abide by the terms of this License. Subject to these restrictions, End User may make copies of the Software
for backup purposes, and for use of the Software on any computers located within its office complex, as described in
paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
distribution or dissemination by any means, except as provided in paragraph 3, without the express, written consent
of McTrans. End User may reproduce the associated documentation as necessary to use within the geographic office
described herein. End User may not modify, adapt, translate, reverse engineer, decompile, disassemble, or create
derivative work from the Software or any associated written materials without the prior written consent of McTrans.
ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Multilane Highways Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
be assigned or transferred to anyone without the prior written consent of McTrans. Any authorized transferee of this
Agreement shall be bound by the terms and conditions hereof. In no event may End User transfer, assign, rent,
lease, sell or otherwise dispose of the Software on a temporary or permanent basis except as expressly provided
herein.

6. REGISTRATION AND SUPPORT. This license is automatically registered to the person or agency who
purchased it. If the End User wishes to change the registration, he or she must fill out and return the registration card
contained in this package. Failure to comply with this section shall result in a violation of copyright and prosecution
for the same. McTrans may from time to time revise or update the Software to correct bugs or add minor
improvements. McTrans will supply, at its discretion, such minor updates to End User without additional charge,
and will provide reasonable telephone support to End User during McTrans' normal business hours, (1) for one year
after End User first pays the license fee applicable to full support services, and (2) for such subsequent periods for
which End User shall have paid the fee established by McTrans for such full support services, if any. McTrans
reserves the right to determine the reasonableness of the support. McTrans reserves the right to make substantial
revisions and enhancements to the Software and to market such substantially revised versions as separate products.
End User shall not be entitled to receive such separate products without additional charge. Upon release of any such
revised version of the Software, McTrans' obligation to provide the above described technical support services to
End User shall cease, unless End User chooses to pay to license the enhanced version of the Software, whether or
not the End User has previously requested or received support on the prior version.

7. LIMITED WARRANTY AND LIMITATIONS OF REMEDIES. McTrans warrants the magnetic medium on
which the Software is furnished to be free from defects in material and workmanship under normal use for a period
of thirty (30) days from the date of delivery to End User as evidenced by a copy of invoice. McTrans' entire liability
and End User's exclusive remedy shall be the replacement of any diskette found to be defective. Defective diskettes
should be returned with a copy of End User's invoice, to the distributor from which the Software was obtained. End
User agrees that it is the responsibility of End User to understand fully the limitations of and assumptions underlying
the Software and not to make use of the Software without the assistance of personnel with appropriate expertise. End
User accepts all responsibility for review, application, and the use of the program output and accepts all
responsibility for certification that said output meets provisions of any applicable design code, standard or any
project specification.

EXCEPT AS PROVIDED ABOVE, THE PRODUCT IS PROVIDED "AS IS" WITHOUT WARRANTY OF ANY
KIND, EITHER EXPRESSED OR IMPLIED, INCLUDING, BUT NOT LIMITED TO, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. McTRANS
DOES NOT WARRANT THAT THE FUNCTIONS CONTAINED IN THE SOFTWARE WILL MEET END
USER'S REQUIREMENTS OR THAT THE OPERATION OF THE SOFTWARE WILL BE UNINTERRUPTED
OR ERROR FREE. THE ENTIRE RISK AS TO THE QUALITY AND PERFORMANCE OF THE PRODUCT IS
WITH END USER. IN NO EVENT WILL McTRANS BE LIABLE TO END USER FOR ANY DAMAGES,
INCLUDING ANY LOST PROFITS, LOST SAVINGS, OR OTHER INCIDENTAL OR CONSEQUENTIAL
DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF McTRANS
HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY OTHER
PARTY. THE ABOVE WARRANTY GIVES END USER SPECIFIC LEGAL RIGHTS AND END USER MAY
ALSO HAVE OTHER RIGHTS IN THE UNITED STATES WHICH VARY FROM STATE TO STATE. USE OF
THE SOFTWARE WHERE THE END USER BELIEVES OR HAS REASON TO BELIEVE THAT DAMAGE
MAY OCCUR IS A VIOLATION OF ANY AND ALL WARRANTIES. McTRANS HAS NO KNOWLEDGE OF
THE HARDWARE OR SOFTWARE CONFIGURATIONS OF THE END USER AND ASSUMES NO
LIABILITY FOR THEIR DAMAGE.

8. TERMINATION. This License is effective from the date End User receives the Software and until terminated.
End User may terminate it by returning or destroying all copies of the Software and associated documentation in
End User's possession or control. If any of the terms and conditions of this License are broken by End User, the
License shall terminate immediately.

Multilane Highways Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
District of Florida, Gainesville Division or in the Circuit Court, of the Eighth Judicial Circuit, in and for Alachua
County Florida.

10. U.S. GOVERNMENT RESTRICTED RIGHTS. The Software and associated documentation are provided with
RESTRICTED RIGHTS. Use, duplication, or disclosure by the U.S. Government is subject to restrictions as set
forth in subdivision (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at 52.227-7013 or
subparagraphs (c)(1) and (2) of the Commercial Computer Software - Restricted Rights at 48CFR52.227-19. The
contractor is McTrans Center, University of Florida, PO Box 116585, Gainesville, FL 32611-6585.

11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
User and McTrans and supersedes any proposal or prior agreement, oral or written, and any other communications
between End User and McTrans relating to the subject matter of this License Agreement. This License Agreement
may only be modified by a written agreement made subsequent to the date hereof and signed by both parties.

12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
jurisdiction then the remainder hereof shall survive and remain in full force and effect. Should you have any
questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Multilane Highways Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Multilane Highways Users Guide Introduction • 5

Multilane Highways

HCM Chapter 15
This Highway Capacity Software (HCS2010 ) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Multilane Highways.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform from Operations and Design. There is also a pull-down list to select units. Once
these choices are made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.

Operational Analysis
Operational Analysis will typically solve for Level of Service (LOS) for a given set of volume, speed and geometric
conditions. In this analysis type, the number of lanes is a data entry item and LOS is a result.

Design Analysis
Design Analysis will typically solve for the necessary Number of Lanes for a desired LOS and a given set of
volume, speed and geometric conditions. In this analysis type, desired LOS is a data entry item and number of lanes
is a result.

Command Line Operation

6 • Multilane Highways Multilane Highways Users Guide

This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
multi.exe /b <input file> [<output file>]
The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new Multilane file (*.hxm) and starts a new analysis project.
Open - Opens an existing Multilane file (*.hxm, *.hcm).
Close - Closes an existing Multilane file (*.hxm).
Save - Saves an opened Multilane file (*.hxm) using the current file name.
Save As - Saves an opened Multilane file (*.hxm) using a specified file name.
Save Report - Saves the Multilane report as a specified text file. Available when the cursor is in the Report pane).
Print - Prints a Multilane report to the printer or specified text file.
Print Setup - Selects a printer and printer connection.
Send - Sends the active Multilane report through e-mail.
Exit - Exits the HCS2010 Multilane module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Multilane Highways Users Guide General Controls • 7

Help
Help Topics - Invokes the general Help facility.
HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS in the default web browser.
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Operations

Operational Analysis
The HCS2010 Multilane Highways module entry screen has been organized to consolidate data entry with the
factors affected in the analysis. In this arrangement, the results of changing input data are readily apparent. The
Report Pane will produce output similar to the HCM and previous versions of HCS.

Operational Analysis is performed for one direction at a time. Both directions are accommodated on the Entry
screens, but operate independently so that only one must be completed and they need not relate to each other.

Operational Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Highway/Direction of Travel, From/To, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Free-Flow Speed

In the Free-Flow Speed pane, the user selects a Free-Flow Speed type, either Field Measured or Base (radio
buttons). If Field Measured is selected, the user may then enter the actual Free-Flow Speed into the FFS field. The
adjustment fields in the Free-Flow Speed pane will remain gray, and the user may skip down to the Volume pane to
complete the analysis. If Ideal is selected, the following adjustment fields in Free-Flow Speed become active.

8 • Operations Multilane Highways Users Guide

The user selects a Median Type, either Divided or Undivided using radio buttons. The appropriate adjustment factor
will appear in the FM field. All values in the FM field can be edited.

The user specifies the Lane Width by directly keying in the value or using the spinner to apply a Lane Width
Adjustment Factor (fLW) in the fLW field.

The user specifies values for Lateral Clearance. Values must be specified for Right Edge and Left Edge clearances
by directly keying in the values or using the spinners. Total Lateral Clearance will automatically be calculated, and a
lateral clearance adjustment factor (fLC) will appear in the field which can be edited.

The user specifies the number of Access Points in the next field. An Access Points Adjustment Factor will appear in
the FA field, which can be edited.

After all the Free-Flow Speed data have been entered, the Free-Flow Speed (FFS) will be calculated and appear in
the Free-Flow Speed (FFS) field.

Next, to complete the analysis, the user must enter the Volume data.

Volume

The user specifies the Volume in vehicles per hour. Then, the Peak Hour Factor (PHF) is entered. The user may
directly key in or use the spinner to enter a value for PHF.

The Number of Lanes (N) in the analysis direction of the roadway is entered.

The user chooses the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected, then
the user must also specify the percent Grade by directly keying in or using the spinner, then coding the
corresponding Length of each grade for the analysis. If Composite is selected, then the user is presented with a
dialog to list several Segment Lengths and Grades from which a composite grade will be computed for use in the
analysis.

The Percentage of Trucks and Buses is specified. The user may directly key in or use the spinner to enter a value for
percent Trucks and Buses. The Trucks and Buses passenger-car equivalent (ET) will appear in the ET field which can
be edited.

The Percentage of Recreational Vehicles (RVs) is entered. The user may directly key in or use the spinner to enter
the percent RVs value. The RV passenger-car equivalent (ER) will appear in the ER field, which can be edited.

With all the above information entered, the Heavy Vehicle Adjustment Factor (fHV) will be computed and displayed
in the fHV field.

The Driver Population Adjustment Factor (fP) is entered directly to account for the appropriate driver composition.

After all the information in entered, the Flow Rate (vp) is calculated and displayed in the adjusted flow rate field.

Results

In this section the calculated results of the analysis are displayed.

The Free-Flow Speed (FFS) and the Flow Rate (vp) are from the Free-Flow Speed and Volume sections,
respectfully.

Average Passenger-Car Travel Speed (S), Level of Service (LOS), and Density (D) are determined using the Free-
Flow Speed and Service Flow Rate, then displayed.

Level of Service Criteria for Multilane Highways is found in HCM Exhibit 14-4.

Multilane Highways Users Guide Operations • 9

BICYCLE MODE
The procedures for determining the Bicycle LOS are detailed in HCM Chapter 15, Two-Lane Highways.
The user codes the Posted speed limit, Percent of segment with occupied on-highway parking, and Pavement rating
for the highway being analyzed. The Flow rate in the outside lane is then calculated using HCM Equation 15-24.
The Effective width of the outside lane is calculated using either HCM Equation 15-25, 15-26, or 15-27 depending
on the paved shoulder width. Then the Effective speed factor is calculated using HCM Equation 15-30.
With these three calculated variables, the Bicycle Level of Service Score is determined using HCM Equation 15-31.
Bicycle Level of Service criteria for Multilane Highways from HCM Exhibit 14-6:
BLOS Score
LOS A ≤1.5
LOS B >1.5-2.5
LOS C >2.5-3.5
LOS D >3.5-4.5
LOS E >4.5-5.5
LOS F >5.5

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Operational Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Formatted Reports are also now available in an alternate screen and can be accessed by selecting Formatted Reports
on the tool bar. In this form, the display and the printed report will react exactly like a web page (using the Internet
Explorer) for consistency and flexibility in viewing and printing.

Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.

IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
Setting margins to 0.25" on this screen is also advisable. This may be necessary for the individual printed reports to
fit on one page. In this initial release, users must have version 5.01 or higher (version 5.5SP1 or higher preferred) of
the Internet Explorer.

By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.

10 • Operations Multilane Highways Users Guide

The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use HCS+
but will not have the added functionality of Formatted Reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Design

Design Analysis
The HCS2010 Multilane Highways module entry screen has been organized to consolidate data entry with the
factors affected in the analysis. In this arrangement, the results of changing input data are readily apparent. The
Report Pane will produce output similar to the HCM and previous versions of HCS.

Design Analysis is performed for one direction at a time. Both directions are accommodated on the Entry screens,
but operate independently so that only one must be completed and they need not relate to each other.
The user codes the Desired LOS directly, or uses the spinner to enter the information. For this setting, the required
number of lanes is computed. All other entries are the same as for Operational Analysis.

Design Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date
Performed and Analysis Time Period. Then, the user enters the Site Information into the respective fields:
Highway/Direction of Travel, From/To, Jurisdiction, Analysis Year and Project Description.

Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.

Next, the user inputs a Desired Level of Service (LOS)

Level of Service (LOS)

The user may input the Desired LOS directly, or use the spinner to enter the information.

Multilane Highways Users Guide Design • 11

Free-Flow Speed

In the Free-Flow Speed pane, the user selects a Free-Flow Speed type, either Field Measured or Base (radio
buttons). If Field Measured is selected, the user may then enter the actual Free-Flow Speed, into the FFS field. The
adjustment fields in the Free-Flow Speed pane will remain gray, and the user may skip down to the Volume pane to
complete the analysis. If Ideal is selected, the following adjustment fields in Free-Flow Speed become active.

The user selects a Median Type, either Divided or Undivided using radio buttons. The appropriate adjustment factor
will appear in the FM field. All values in the FM field can be edited

The user specifies the Lane Width by directly keying in the value or using the spinner to apply a lane width
adjustment factor (fLW) in the fLW field.

The user specifies values for Lateral Clearance. Values must be specified for Right Edge and Left Edge clearances
by directly keying in the values or using the spinners. Total Lateral Clearance will automatically be calculated, and a
lateral clearance adjustment factor (fLC) will appear in the field which can be edited.

The user specifies the number of access points per mile (Access Points/Mile) in the next field. An Access
Points/Mile Adjustment Factor will appear in the FA field, which can be edited.

After all the Free-Flow Speed data have been entered, the Free-Flow Speed (FFS) will be calculated and appear in
the Free-Flow Speed (FFS) field.

Next, to complete the analysis, the user must enter the Volume data.

Volume

The user specifies the Volume in vehicles per hour.

Then the Peak Hour Factor (PHF) is entered. The user may directly key in or use the spinner to enter a value for
PHF.

The user chooses the type of Terrain (Level, Rolling, Mountainous, Grade or Composite). If Grade is selected, then
the user must also specify the percent Grade by directly keying in or using the spinner, then coding the
corresponding Length of each grade for the analysis. If Composite is selected, then the user is presented with a
dialog to list several Segment Lengths and Grades from which a composite grade will be computed for use in the
analysis.

The Percentage of Trucks and Buses is specified. The user may directly key in or use the spinner to enter a value for
percent Trucks and Buses. The Trucks and Buses passenger-car equivalent (ET) will appear in the ET field, which
can be edited.

The Percentage of Recreational Vehicles (RVs) is entered. The user may directly key in or use the spinner to enter
the percent RVs value. The RV passenger-car equivalent (ER) will appear in the ER field which can be edited.

With all the above information entered, the Heavy Vehicle Adjustment Factor (fHV) will be computed and displayed
in the fHV field.

The Driver Population Adjustment Factor (fP) is entered directly to account for the appropriate driver composition.

After all the information in entered, the Flow Rate (vp), is calculated and displayed in the adjusted flow rate field.

Results

In this section of your screen, HCS+ displays the calculated results of the analysis.

12 • Design Multilane Highways Users Guide

LOS, Flow Rate (vp) and the Free-Flow Speed (FFS) are displayed from the Level of Service, Free-Flow Speed and
Volume sections, respectfully.

The Maximum Service Flow Rate (MSF) allowed for Desired LOS is calculated and displayed along with the
Number of Lanes Required (N).

Level of Service Criteria for Multilane Highways is found in HCM Exhibit 14-4.

Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Design Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.

Formatted Reports are also now available in an alternate screen and can be accessed by selecting Formatted Reports
on the tool bar. In this form, the display and the printed report will react exactly like a web page (using the Internet
Explorer) for consistency and flexibility in viewing and printing.

Note: It is recommended that the Text View be selected while entering or modifying data for best report refreshing.
In the Formatted Report view, it may be slower and occasionally require switching to the Text Report view to
properly update.

IMPORTANT: Make sure the setting in "Tools > Internet Options > Advanced > Printing" is set to "Print
background colors and images" for these reports to be properly displayed and printed. To suppress the automatic
header and/or footer, simply blank the appropriate field(s) in the "File > Page Setup" screen of Internet Explorer.
Setting margins to 0.25" on this screen is also advisable. This may be necessary for the individual printed reports to
fit on one page. In this initial release, users must have version 5.01 or higher (version 5.5SP1 or higher preferred) of
the Internet Explorer.

By clicking on the Formatted Report button on the toolbar, the lower pane will display the report selected from the
pull-down "Quick Jump" list. Windows should be set to small fonts (display properties) and the Internet Explorer
should be set to medium fonts (View...Text Size) for best results on most systems.

The Internet Explorer need not be the default browser, and other browsers (such as Netscape) may continue to be
used. Internet Explorer need only be installed. Users that do not have Internet Explorer will be able to use HCS+
but will not have the added functionality of Formatted Reports.

If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.

Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.

The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Multilane Highways Users Guide Design • 13

Glossary of Terms

Access Points
Access points are entered to represent the total number of intersections and driveways on the right side of the
roadway in the direction of travel, divided by the length of the analysis section. Access points with significant
influence should be considered, including those on the left side of a one-way highway at the analyst’s discretion.
Where data on access points are not available, the values from HCM Exhibit 14-5 may be used with some judgment.

Agency or Company
This field is provided to document the name of the Agency or the Company.

Analysis Time Period

Enter the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
This field is provided to document the individual performing the analysis.

Average Passenger-Car Travel Speed

The average passenger-car travel speed (S) is determined from the service flow rate and the adjusted free-flow speed
using HCM Exhibit 14-5.

Bicycle Level of Service

The Bicycle LOS is determined from HCM Exhibit 14-6 based on the Bicycle Level of Service Score.

Bicycle Level of Service Score

The Bicycle LOS Score is based on the directional demand flow rate in the outside lane, effective speed factor,
percent heavy vehicles, pavement rating, and effective width of the outside lane using HCM Equation 15-31.

Multilane Highways Users Guide Glossary of Terms • 15

Composite
Composite grade provides for several segment lengths and grades to be entered. These values are used to calculate a
composite grade using the technique described in HCM Chapter 11, Appendix A, where applicable.

Date Performed
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional settings icon on the Control Panel).

Density
Density (D) is computed from the service flow rate and the average passenger-car travel speed using HCM Equation
14-5.

Desired Level of Service (LOS)

Level of service (LOS) is based on density as determined from service flow rate and free-flow speed using HCM
Exhibit 14-17. In Design, the minimum Number of Lanes is determined to attain the Desired LOS. In some cases,
this minimum may produce a better LOS than requested where fewer lanes would not have attained the Desired
LOS.

ER
The passenger-car equivalent value for recreational vehicles is found from HCM Exhibit 14-12 for general terrain
and HCM Exhibit 14-14 for upgrades. The value for ET is always 1.2 for downgrades.

ET
The passenger-car equivalent value for trucks and buses is found from HCM Exhibit 14-12 for general terrain, HCM
Exhibit 14-13 for upgrades and HCM Exhibit 21-14 for downgrades.

fA
The free-flow speed adjustment (FA) for access-point density is chosen from HCM Exhibit 14-11.

fHV
The heavy-vehicle adjustment factor is computed from HCM Equation 14-4. For Planning analyses, all heavy
vehicles are considered to be trucks.

fLC
The free-flow speed adjustment for lateral clearance is chosen from HCM Exhibit 14-9.

Flow Rate
The adjusted flow rate (vp) in passenger cars per hour per lane (pcphpl) is computed from HCM Equation 14-3.

fLW
The free-flow speed adjustment (FLW) for lane width is chosen from HCM Exhibit 14-8.

16 • Glossary of Terms Multilane Highways Users Guide

fM
The free-flow speed adjustment (FM) for median type is chosen from HCM Exhibit 14-10. HCS automatically enters
a default value corresponding to which median type was selected.

fP
The driver population adjustment factor is used in HCM Equation 14-3 to account for the possible variation in traffic
flow for differing driver populations.

Free-Flow Speed
The adjusted free-flow speed (FFS) is determined by subtracting each speed adjustment from the ideal free-flow
speed according to HCM Equation 14-1. If a field-measured free-flow Speed is entered, no subsequent adjustments
are made and the adjusted free-flow speed will simply be the field-measured free-flow speed.

Free-Flow Speed Type

Field Measured (FFS) or Base (BFFS) is selected to show whether the speed entered is field measured, or an
estimated ideal free-flow speed. If a field-measured free-flow speed is entered, no adjustments are made. If an ideal
free-flow speed estimate is entered, additional data fields need to be coded to adjust for the effects of median type,
lane width, lateral clearance and access points.

From/To
This field is provided to document the limits of the analysis section by mileposts, intersections, etc. It represents the
starting and stopping points of the analysis.

Grade
The percent grade is entered to represent one grade.

Highway / Direction of Travel

This field is provided to document the highway being analyzed by name, route number, etc.

Jurisdiction
This field is provided to document the agency for which the analysis is being performed or has jurisdiction over the
freeway being analyzed.

Lane Width
The average lane width for all lanes in the direction being analyzed is entered.

Lateral Clearance
The lateral clearance distance to fixed obstructions is entered. Fields are provided for both left-side and right-side
clearances. The total lateral clearance is displayed as the sum of the two sides. The left-side clearance will be
assumed to be the maximum for all undivided highways, since the effects of left-side friction are accounted for in
the median type adjustment. For Planning analyses, maximum lateral clearances for both sides are assumed. Note:
For the purposes of Bicycle LOS computations, the right-side lateral clearance is assumed to be the shoulder width.
A separate field will be added to be more specific in a future patch.

Multilane Highways Users Guide Glossary of Terms • 17

Length
The length of grade is entered to represent one grade.

Level of Service (LOS)

Level of Service (LOS) is based on density as determined from density and free-flow speed using HCM Exhibit 14-
4. For design analyses, HCM Exhibit 14-16 is used.

Maximum Service Flow Rate

Maximum Service Flow Rates are determined from density and Free-Flow Speed and are shown in HCM Exhibit
14-17.

Median Type
Divided or undivided is selected as the type of median for the analysis highway. Highways with two-way left-turn
lanes (TWLTL), barriers, curb or landscape designs are considered divided. For Planning analyses, a divided
highway is assumed.

Number of Lanes
The number of lanes (N) on which the traffic flows in the analysis direction. This value is used to express the
computed flow rate on a per-lane basis.

Pavement Rating
The pavement rating is determined using FHWA’s five‐point Present Serviceability Rating scale (9): 1 (very poor),
2 (poor), 3 (fair), 4 (good), and 5(very good).

Peak 15-Minute Volume

The peak 15-minute volume is calculated as the hourly volume divided by 4 times the PHF. For Planning analyses,
volume is determined from an estimate of annual average daily traffic (AADT), converting to the directional design
hourly volume (DDHV) using the percent AADT occurring in the peak hour (K) and the percent of the peak-hour
traffic in the heaviest direction (D).

Peak Hour Factor

The peak hour factor (PHF) is used to adjust the traffic volume for peak conditions. Multilane highways have been
observed to have peak-hour factors of 0.76 to 0.99. If local data are not available, 0.85 and 0.92 are reasonable
values for rural and suburban multilane highways, respectively.

Percent Segment with Occupied On-Highway Parking

The percent of the highway segment with occupied on-highway parking is entered as a decimal.

Posted Speed Limit

This speed limit posted on the highway segment in the analysis direction.

18 • Glossary of Terms Multilane Highways Users Guide

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Recreational Vehicles
The percentage of recreational vehicles in the traffic stream is entered.

Terrain
The type of terrain is selected from a list including Level, Rolling, Mountainous and Grade. If Level, Rolling or
Mountainous is selected, no further grade information is needed. Refer to HCM Page 14-15 for descriptions of
horizontal and vertical alignments which constitute each of these terrain categories. If Grade is selected, one field
combination will be coded for the percent and length of the grade being analyzed. For Planning analyses, terrain
type is limited to level, rolling or mountainous.

Trucks and Buses

The percentage of trucks and buses in the traffic stream is entered.

Volume
The average hourly traffic volume (V) including trucks and buses, and recreational vehicles is entered in vehicles
per hour (vph). This value will be adjusted to account for the number of lanes, the peak-hour factor and the presence
of heavy vehicles.

Multilane Highways Users Guide Glossary of Terms • 19

 Flow Rate 16
fLW 16
fM 17
fP 17
Free-Flow Speed 17

Index Free-Flow Speed Type 17

From/To 17

G
General Controls 7
Getting Started 6
Glossary of Terms 15
Grade 17

H
A
HCM Chapter 15 6
Access Points 15
Help 8
Acknowledgements 4
Highway / Direction of Travel 17
Agency or Company 15
Analysis Time Period 15
Analysis Year 15 I
Analyst 15 Introduction 1
Average Passenger-Car Travel Speed 15

J
B
Jurisdiction 17
Bicycle Level of Service 15
Bicycle Level of Service Score 15
L
C Lane Width 17
Lateral Clearance 17
Composite 16 Length 18
Level of Service (LOS) 18
D License Agreement 1
Date Performed 16
Density 16 M
Design 11 Maximum Service Flow Rate 18
Design Analysis 11 Median Type 18
Design Data 11 Multilane Highways 6
Design Report 13
Desired Level of Service (LOS) 16
N
E Number of Lanes 18
Edit 7
ER 16 O
ET 16 Operational Analysis 8
Operational Data 8
F Operational Report 10
Operations 8
fA 16
fHV 16
File 7
fLC 16

Multilane Highways Users Guide Index • 21

P
Pavement Rating 18
Peak 15-Minute Volume 18
Peak Hour Factor 18
Percent Segment with Occupied On-Highway
Parking 18
Posted Speed Limit 18
Project Description 19

R
Recreational Vehicles 19

T
Terrain 19
Trademarks and Copyrights 5
Trucks and Buses 19

V
Volume 19

22 • Index Multilane Highways Users Guide

 Two-Lane Highways

Users Guide
by McTrans

© 2012 University of Florida

Contents
Introduction 1
License Agreement .................................................................................................................... 1
Acknowledgements.................................................................................................................... 4
Trademarks and Copyrights ....................................................................................................... 5

Two-Lane Highways 6
HCM Chapter 15........................................................................................................................ 6

Getting Started 6
Getting Started ........................................................................................................................... 6

General Controls 7
File ............................................................................................................................................. 7
Edit ............................................................................................................................................ 7
Help ........................................................................................................................................... 7

Two-Way 8
Two-Way Analysis .................................................................................................................... 8

Directional 8
Directional Analysis .................................................................................................................. 8
Directional Data ......................................................................................................................... 9
Directional Report ................................................................................................................... 11

Glossary of Terms 13

Index 21

Two-Lane Highways Users Guide Contents • iii

Introduction

License Agreement
HIGHWAY CAPACITY SOFTWARE TM, TRANSYT-7F TM, AND CORSIM for HCS TM
HCS 2010 TM END USER LICENSE
Copyright 2012 University of Florida. All rights reserved.

This unilateral contract is an agreement between you, the End User, and the University of Florida, acting for and on
behalf of the Board of Trustees, for the benefit of McTrans.

YOU, THE END USER, BY THE ACT OF USING THE PROGRAMS CONTAINED ON THE DISK(S), AGREE
TO BE BOUND BY THE TERMS OF THIS AGREEMENT. DO NOT USE THE SOFTWARE WITHOUT FIRST
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AGREEMENT.

If you do not agree with the terms of this License, return the unused Software immediately to distributor from which
it was obtained for a full refund. WARNING!! IF THE SEAL ON THE SOFTWARE PACKAGE IS BROKEN NO
REFUND WILL BE GIVEN!

1. LICENSE. In Consideration of your payment of the required license fee, the McTrans Center, University of
Florida (hereinafter called "McTrans"), hereby agrees to grant you (hereinafter called "End User") a nonexclusive,
single office license to use the enclosed HIGHWAY CAPACITY SOFTWARE, TRANSYT-7F and CORSIM for
HCS in HCS 2010 (hereinafter called "Software") subject to the terms and conditions set forth in this End User
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3. USE: Office License. The Software may be used on any number of computers within End User's immediate
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contiguous rooms in a single location, and any and all persons using these copies are also End Users. End Users are
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as all such use is on behalf of the office for which the Software License was purchased. Branch offices and sub-
offices not located at the same geographic location are not licensed to use this software even if the software may be
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McTrans.

Two-Lane Highways Users Guide Introduction • 1

A Laboratory License authorizes End User to use the Software only within a laboratory, up to the permitted
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WARNING!

If this License is for use in traffic and transportation applications, the Software may not be used for classroom or
workshop instruction, demonstrations, conferences or other similar purposes, without the express, written consent of
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If this License is for use in training and/or educational applications, the Software may not be used for traffic and
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4. COPY RESTRICTIONS. Unauthorized copying, distribution or dissemination of the Software is expressly

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paragraph 3. Under no circumstances may the Software or associated printed documentation be copied for sale,
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ANY SUCH ACTIVITY OR PRODUCT BECOMES THE ABSOLUTE PROPERTY OF McTRANS.

2 • Introduction Two-Lane Highways Users Guide

5. TRANSFER RESTRICTIONS. The Software is licensed only to End User and this License Agreement may not
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License shall terminate immediately.

Two-Lane Highways Users Guide Introduction • 3

9. GOVERNING LAW. This License Agreement shall be governed by the laws of the State of Florida, U.S.A.
Jurisdiction shall be in the State of Florida and venue shall be in the United States District Court of the Northern
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11. GENERAL. This License Agreement is the complete and exclusive statement of the agreement between End
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12. SEVERABILITY. If any portion of this agreement shall be declared void or a nullity by a Court of competent
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questions concerning this License, you may contact the McTrans Center, University of Florida, PO Box 116585,
Gainesville, FL 32611-6585, U.S.A., [1] (352) 392-0378.

Acknowledgements
McTrans Center, University of Florida
Box 116585, Gainesville FL 32611-6585
Telephone: 1-800-226-1013 Fax: 352-392-6629
Web: mctrans.ce.ufl.edu Email: [email protected]

The Highway Capacity Software (HCS) is developed and maintained by McTrans as part of its user-supported
software maintenance as a faithful implementation of the Highway Capacity Manual (HCM) procedures. Since its
initial issue to McTrans, extensive additional revisions have been made to the computational code.

The HCS 2010 development project was directed by William M. Sampson and managed by Mr. Philip J. Hill, both
of the McTrans Center, as part of the University of Florida, Department of Civil and Coastal Engineering.

Software development and testing had major contributions from Dr. David K. Hale (Faculty) and Mr. Vishal
Khanapure (Engineer); primary programming was done by Mr. James C. Fliess, Mr. Charles D. Jacks and Mr.
Charles D. Porter (Staff); Ms. Divya Kamath, Mr. Akhilesh Mallik, Mr. Rohit Manokaran, Ms. Neha Sharma, and
Dr. Jian Sun (Students). Testing was provided by Andrew Avent, Nagendra Dhakar, Ali Hanes, Anna Lai, John
Pole, Alex Poling and Michael Riebe (Students).

Substantial contributions to HCS+ that have carried forward to HCS 2010 were made by Ms. Rohini Bobba, Mr.
Pinky Pakalapati, Mr. Jigar Shah, Mr. Jose Thota and Mr. Nan Zhang (Graduate Students); and Mr. Brian S. Eads,
Dr. Nagui M. Rouphail and Dr. Randall H. Showers.

Substantial contributions to HCS2000 that have carried forward to HCS+ were made by Dr. Ana Maria Elias and Dr.
Yue Irene Li (Faculty); Ms. Aarathi Balakrishnan, Ms. Aparna Kakarparti, Ms. Preeti Kyatham, Mr. Shriram
Lakshmi (Graduate Students); and Mr. Amanjot Khaira, Mr. John M. Kolstad, Mr. Lance Ortiz, Ms. Sangeetha
Shekar and Ms. Po Ying Wong.

Substantial contributions to HCS-3 that have carried forward to HCS2000 were made by Mr. Daniel A. Baudino,
Mr. Peter J. Bell, Mr. Liang-Ming Chen, Mr. Charles D. Jacks and Mr. Engelhard B. Sundoro.

4 • Introduction Two-Lane Highways Users Guide

The Highway Capacity Manual (© 2010 National Academy of Sciences) is the basis for all capacity and level of
service computations included in HCS. We gratefully acknowledge the Transportation Research Board (TRB) for all
text, exhibits and references included in HCS and express our sincere appreciation for permission to include this
information.

The Manual on Uniform Traffic Control Devices (MUTCD) is the basis for all signal warrant computations included
in HCS. We gratefully acknowledge the Federal Highway Administraion (FHWA), the American Traffic Safety
Services Association (ATSSA), the Institute of Transportation Engineers (ITE) and the American Association of
State Highway and Transportation Officials (AASHTO) for all text, figures and references included in HCS and
express our sincere appreciation for permission to include this information.

The DAITA program was developed by Dr. Scott S. Washburn, University of Florida, Department of Civil and
Coastal Engineering faculty and Mr. David Garber, and is included in HCS+ with permission.

The LOSPLAN package, including ARTPLAN, FREEPLAN and HIGHPLAN, was developed by Dr. Scott
Washburn and Prof. Ken Courage (University of Florida) and Dr. Elena Prassas (Polytechnic University) for the
Florida Department of Transportation Systems Planning Office and released for distribution with permission from
Mr. Douglas McLeod.

The Freeway Facilities module was developed by Dr. Scott S. Washburn (University of Florida).

A number of traffic engineers have reviewed the various HCS modules and offered useful suggestions in their
development and enhancement. These "beta-testers" are too numerous to mention individually here, but their
contributions to the HCS and the transportation profession are gratefully acknowledged.

The Federal Highway Administration (FHWA) has continued its enthusiastic support of the HCS and the Committee
on Highway Capacity and Quality of Service of the Transportation Research Board (TRB) has also given
considerable guidance to us in the development, testing and interpretation of the HCS with respect to the HCM.
Without the full support of this committee, the HCS could not enjoy the measure of success that it has.

Finally, we are also grateful to all of the users who support the "publicly-developed/user-supported" software
concept.

Trademarks and Copyrights

Microsoft(R), MS-DOS(R), and Windows(TM) are registered trademarks of Microsoft Corporation.
McTrans(TM), HCS(TM) and TRANSYT-7F(TM) are registered trademarks of the University of Florida.
HCS, HCS 2010, HCS+, TRANSYT-7F, and T7F are copyright University of Florida.
TSIS, CORSIM, NETSIM, FRESIM, TRAFED, TRAFVU, and TShell are copyright University of Florida,
with portions copyright ITT Industries, Inc., Systems Division.

Two-Lane Highways Users Guide Introduction • 5

Two-Lane Highways

HCM Chapter 15
This Highway Capacity Software (HCS2010) faithfully implements the methodology prescribed in the 2010
Highway Capacity Manual (HCM) for analyzing Two-Lane Highways.

Getting Started

Getting Started
To begin, click on File then New (or the "New File" icon). You will be presented with a dialog box to select the type
of analysis you wish to perform between Two Way and Directional. There is also a pull-down list to select units
from U.S. Customary and Metric Units. Once these choices are made, click on "OK" for the data entry screen.
Normal Windows keyboard and mouse function are available. The PgUp and PgDn keys will scroll the entry screen
up and down respectively. Tabbing or clicking to a new field, or pressing the Enter key, will trigger a recalculation
and update the lower Report pane.
Two Way Analysis
The Two Way Analysis is no longer performed for both directions at once in the 2010 HCM. Since a combined
analysis methodology for both directions in no longer provided, a Directional Analysis is performed to look at each
direction independently.
Directional Analysis
Directional Analysis will typically solve for the Level of Service (LOS) for a given set of volume, speed and
geometric conditions. In this analysis type, the analysis is performed for one direction at a time.
Command Line Operation
This module can be executed from the Command (DOS) line to accommodate batch processing if the user develops
accessible input data sets. The following syntax is used:
twolane.exe /b <input file> [<output file>]

6 • Two-Lane Highways Two-Lane Highways Users Guide

The square brackets indicate that the output file is optional. If omitted the input file will be replaced (without
warning). And, for any file(s) (including signals.exe) not in the current folder, a full path must be specified.

General Controls

File
New - Creates a new TwoLane file (*.hx2) and starts a new analysis project.
Open - Opens an existing TwoLane file (*.hx2, *.hc2).
Close - Closes an existing TwoLane file (*.hx2).
Save - Saves an opened TwoLane file (*.hx2) using the current file name.
Save As - Saves an opened TwoLane file (*.hx2) using a specified file name.
Save Report - Saves the TwoLane report as a specified text file.
(Available when the cursor is in the Report pane.)
Print - Prints a TwoLane report to the printer or specified text file.
Print Setup - Selects a printer and print connection.
Send - Sends the active TwoLane report through e-mail.
Exit - Exits the HCS2010 TwoLane module.

Edit
Undo - Reverse previous editing operation.
Cut - Deletes data and moves it to the clipboard.
Copy - Copies data to the clipboard.
Paste - Pastes data from the clipboard into the input or report panes.
Settings - Provides for saving agency information on printed reports.
Restore - Restores calculated values to all fields overridden by edited values.

Help
Help Topics - Invokes the general Help facility.

Two-Lane Highways Users Guide General Controls • 7

HCS2010 Updates - Sends the HCS version number anonymously without any personally identifiable information
to McTrans to check for a newer version.
HCM/HCS2010 Training - Opens the McTrans Training Page in the default web browser to view the latest training
opportunities.
FAQ - Opens the McTrans FAQ page for HCS in the default web browser.
About - General acknowledgements, email McTrans dialog and links to McTrans Home and HCS pages.

Two-Way

Two-Way Analysis
The Two-Way Analysis is no longer performed for both directions at once in the 2010 HCM. A Directional
Analysis is performed to look at each direction independently. Both directions may, of course, be analyzed
separately to obtain a full estimate of operating conditions.

Directional

Directional Analysis
The HCS2010 Two-Lane module entry screen has been organized to consolidate data entry with the factors affected
in the analysis. In this arrangement, the results of changing input data are readily apparent. The Report Pane will
produce output similar to the HCM and previous versions of HCS.
Directional Analysis is performed for one direction at a time.

8 • Two-Way Two-Lane Highways Users Guide

Directional Data
First, the user enters the General Information into the respective fields: Analyst, Agency or Company, Date and
Analysis Time Period. Then, the user enters the Site Information into the respective fields: Highway, From/To,
Jurisdiction, Analysis Year and Project Description.
Note: The Status Bar at the bottom of the screen will identify the current field, entry and allowable range on the left
side. The right side will notify you if errors exist in the data and refer you to the bottom of the report.
VOLUME AND GEOMETRY
The user first codes the Shoulder Width, Lane Width and Segment Length for the highway being analyzed. The
Highway Class is then selected between Class I, Class II and Class III using the definitions presented on HCM
Pages 15-2, 15-3 and 15-4. The classes of two-lane highways closely relate to their function.
Next, the Directional Terrain is chosen among Level, Rolling and Grade using the definitions presented on HCM
Pages 14-14 and 14-15.
The user specifies the Analysis Direction Volume and the Opposing Direction Volume in vehicles per hour. The
Peak Hour Factor (PHF) is entered by directly keying it in or using the spinner to enter a value for PHF. Then, the
Percent Trucks and Buses, Percent Recreational Vehicles (RVs) and Percent Trucks Crawling are specified. The
user may directly key in or use the spinner to enter a value. The passenger-car equivalents ET, ER and ETC are
determined from HCM Exhibits 15-11, 15-12, 15-13 and 15-14 for average travel speed and HCM Exhibits 15-18
and 15-19 for percent time-spent-following.
With all the above information entered, the Heavy Vehicle Adjustment Factor (fHV) for average travel speed (fHV,ATS)
estimation is computed from HCM Equation 15-4. The Heavy Vehicle Adjustment Factor (fHV) for percent time-
spent-following (fHV,PTSF) determination is computed from HCM Equation 15-8. The Grade Adjustment Factors
(fg,ATS and fg,PTSF) are from HCM Exhibits 15-9 and 15-16, respectively. The demand flow rate (vd,ATS) for ATS
estimation in passenger cars per hour in the analysis direction is computed from HCM Equation 15-3.The demand
flow rate (vd,PTSF) for determination of PTSF in vehicles per hour in the analysis direction is computed from HCM
Equation 15-7.
AVERAGE TRAVEL SPEED
In the Average Travel Speed pane, the user selects a Free-Flow Speed type, either Measured or Estimated using the
radio buttons.
If Measured is selected, the user then enters the Measured Speed and the Observed Total Demand and the estimated
Free-Flow Speed is calculated using HCM Equation 15-1. If Estimated is selected, the user then enters the Base
Free-Flow Speed and the Lane and Shoulder Width Adjustment (fLS) and the Access Point Adjustment (fA) are
applied to obtain the estimated Free-Flow Speed using HCM Equation 15-2.
In either case, the Free-Flow Speed is adjusted using the adjustment factor for ATS determination for the percentage
of no passing zones in the analysis direction (fnp,ATS) from HCM Exhibit 15-15 to obtain the Average Travel Speed
in the analysis direction (ATSd) from HCM Equation 15-6.
PERCENT TIME-SPENT-FOLLOWING
The Base Percent Time-Spent-Following (BPTSFd) is estimated from HCM Equation 15-10, where a and b are
constants drawn from HCM Exhibit 15-20. The Base Percent Time-Spent Following (BPTSFd) is then adjusted
using the No-Passing Zone Adjustment Factor (fnp,PTSF) from HCM Exhibit 15-21 to obtain the Percent Time-Spent-
Following (PTSFd) from HCM Equation 15-9.
PERCENT OF FREE-FLOW SPEED
The Percent of Free-Flow Speed (PFFS) is estimated from HCM Equation 15-11 and is included only in the analysis
of Class III two-lane highways.
AUTOMOBILE LEVEL OF SERVICE AND PERFORMANCE MEASURES
In this section the calculated results of the Automobile analysis are displayed.

Two-Lane Highways Users Guide Directional • 9

The Automobile Level of Service (LOS) is determined separately for Class I, Class II and Class III highways.
Automobile Level of Service criteria for Two-Lane Highways from HCM Exhibit 15-3 for Class I, Class II and
Class III highways respectively:
Class I:
PTSF (%) Average Travel Speed
LOS A ≤35 >55 mi/h
LOS B >35-50 >50-55 mi/h
LOS C >50-65 >45-50 mi/h
LOS D >65-80 >40-45 mi/h
LOS E >80 ≤40 mi/h
LOS F exists whenever the demand flow in one or both directions exceeds the capacity of the segment.
Class II:
PTSF (%)
LOS A ≤ 40
LOS B >40-55
LOS C >55-70
LOS D >70-85
LOS E >85
LOS F exists whenever the demand flow in one or both directions exceeds the capacity of the segment.
Class III:
PFFS (%)
LOS A > 91.7
LOS B >83.3-91.7
LOS C >75.0-83.3
LOS D >66.7-75.0
LOS E ≤66.7
LOS F exists whenever the demand flow in one or both directions exceeds the capacity of the segment.
Next, the capacity is determined under the prevailing conditions. HCM Equation 15-12 or HCM Equation 15-13 (or
both) are applied and capacity is computed.
BICYCLE MODE
The user codes the Posted speed limit, Percent of segment with occupied on-highway parking, and Pavement rating
for the highway being analyzed. The Flow rate in the outside lane is then calculated using HCM Equation 15-24.
The Effective width of the outside lane is calculated using either HCM Equation 15-25, 15-26, or 15-27 depending
on the paved shoulder width. Then the Effective speed factor is calculated using HCM Equation 15-30.
With these three calculated variables, the Bicycle Level of Service Score is determined using HCM Equation 15-31.
Bicycle Level of Service criteria for Two-Lane Highways from HCM Exhibit 15-4:
BLOS Score
LOS A ≤1.5
LOS B >1.5-2.5
LOS C >2.5-3.5
LOS D >3.5-4.5
LOS E >4.5-5.5
LOS F >5.5
PASSING LANES
The Passing Lane Analysis allows the effects of adding a passing lane on a two-lane highway in level or rolling
terrain to be analyzed. The Total Length of the analysis segment is computed from the Length of the Two-Lane
Highway Upstream of the Passing Lane, the Passing Lane Length Including Tapers, the Length Downstream Within

10 • Directional Two-Lane Highways Users Guide

the effective length of the passing lane and the Length Downstream beyond the effective length of the passing lane,
using HCM Equation 15-14. The Passing Lane Percent Time-Spent Following can be estimated using HCM
Equation 15-15 or 15-16 and the Passing Lane Average Travel Speed can be estimated using HCM Equation 15-17
or 15-18.
Note: If any calculated value is edited, the modified value will be retained in all calculations regardless of changes
to parameters that would normally affect it. To restore an individual field to its calculated value, simply blank the
field and hit Tab or Enter to trigger a recalculation. To restore all edited fields to their calculated values, select Edit,
then Restore from the menu, the click on OK to complete the process.

Directional Report
The lower pane shows a formatted version of the analysis in a dynamic form, reacting to changes in the upper Entry
pane. The Report portion of the screen can be viewed simultaneously with the Entry pane. All or a portion can be
copied to the Windows clipboard for insertion into other files by right-clicking into the Report pane and selecting
Copy. The Report pane can also be printed or saved to a text file by right-clicking into the Report pane and
selecting Print Report or Save Report respectively.
If a calculated number is edited, an asterisk (*) will be shown by that field and an asterisk will appear in all results to
indicate that an intermediate value was adjusted.
Result thresholds at decision points, such as density, will have a plus (+) or minus (-) appended if the calculated
value at full precision is greater (+) or less (-) than the rounded displayed value.
The asterisk (*), plus (+), and minus (-) flags will appear in the report pane and in the printed reports.

Two-Lane Highways Users Guide Directional • 11

Glossary of Terms

Access Point Adjustment (fA)

The reduction of free-flow speed due to access points is determined from HCM Exhibit 15-8.

Access Points
The access point density is computed by dividing the total number of unsignalized intersections and driveways on
both sides of the roadway segment by the length of the segment (in miles).

Adjustment Factor for the Effect of Passing Lane (fpl)

This adjustment is determined from HCM Exhibit 15-28 for use in HCM Equations 15-17 and 15-18 to obtain the
average travel speed as affected by a passing lane for the analysis direction of travel and HCM Exhibit 15-26 to
obtain percent time-spent-following as affected by a passing lane from HCM Equations 15-15 and 15-16.

Agency or Company
This field is provided to document the name of the Agency or the Company conducting the analysis.

Analysis Direction Volume (Vd)

The demand volume for the analysis direction (Vd) is entered in vehicle per hour (veh/h) and must be converted to
flow rates under equivalent base conditions, using HCM Equation 15-3.

Analysis Time Period

This field is provided to document the time period over which the analysis was conducted.

Analysis Year
This field is provided to document the year the analysis is modeling. For example, a current or past operational year
or a future design or planning year might be coded here.

Analyst
This field is provided to document the individual performing the analysis.

Two-Lane Highways Users Guide Glossary of Terms • 13

Average Travel Speed
The average travel speed in the analysis direction, mi/h, is estimated from the free-flow speed, demand flow rate in
the analysis direction, demand flow rate in the opposing flow direction and an adjustment factor for the percentage
of no-passing zones in the analysis direction using HCM Equation 15-6.

Average Travel Speed as Affected by Passing Lane

The average as affected by a passing lane is estimate by using either HCM Equation 15-17 or 15-18 depending on
the length of the downstream distance.

Base Free-Flow Speed

No specific guidance is provided in the HCM on estimating Base Free-Flow Speed, except to define this speed as
one that reflects the character of traffic and the alignment of the facility.

Base Percent Time-Spent-Following (BPTSFd)

This value is for the analysis direction of travel and applies to base conditions. It is estimated using HCM Equation
15-10 where a and b are constants drawn from HCM Exhibit 15-19.

Bicycle Level of Service

The Bicycle LOS is determined from HCM Exhibit 15-4 based on the Bicycle Level of Service Score.

Bicycle Level of Service Score

The Bicycle LOS Score is based on the directional demand flow rate in the outside lane, effective speed factor,
percent heavy vehicles, pavement rating, and effective width of the outside lane using HCM Equation 15-31.

Date
The date will default to the computer’s date, but may be edited. The format of the date is determined by the user's
'Short date style' preferences (regional settings icon on the Control Panel).

Demand Flow Rates in the Analysis Direction (vd,ATS and vd,PTSF)

The demand flow rate (vd,ATS) for ATS estimation in passenger cars per hour in the analysis direction is computed
from HCM Equation 15-3.The demand flow rate (vd,PTSF) for determination of PTSF in vehicles per hour in the
analysis direction is computed from HCM Equation 15-7.

Directional Flow Rate in the Outside Lane

The directional demand flow rate of motorized traffic in the outside lane, using HCM Equation 15-24.

ER
The passenger-car equivalent value for recreational vehicles (ER) is chosen from Exhibits 15-11 and 15-18 for use in
determining speeds and percent time-spent-following, respectively.

14 • Glossary of Terms Two-Lane Highways Users Guide

ET
The passenger-car equivalent value for trucks and buses (ET) is chosen from HCM Exhibits 15-11 and 15-18 for use
in determining speeds and percent time-spent-following, respectively.

ETC
The passenger-car equivalent for trucks on downgrades traveling at crawl speeds (ETC) is chosen from HCM Exhibit
15-14.

Effective Speed Factor

The effective speed factor is calculated from HCM Equation 15-30 using the posted speed limit. It accounts for
diminishing the effect of different speed differentials.

Effective Width of the Outside Lane

The effective width of the outside through lane is calculated using HCM Equations 15-25 through 15-29, based on
the widths of the outside lane and the paved shoulder and the hourly directional volume.

fA
The free-flow speed adjustment (fA) for access-point density is chosen from HCM Exhibit 15-7.

fHV,ATS
The Heavy-Vehicle Adjustment Factor for average travel speed (ATS) estimation is computed from HCM Equation
15-4.

fHV,PTSF
The Heavy-Vehicle Adjustment Factor for percent time-spent following (PTSF) determination is computed from
HCM equation 15-8.

Field Measured Speed

The mean speed of traffic measured in the field at a representative location within the highway segment being
evaluated.

Free-Flow Speed
Field Measured (FFS) or Base (BFFS) is selected to show whether the speed entered is field measured, or an
estimated base free-flow speed. If Measured is selected, the user then enters the Measured Speed and the Observed
Flow Rate and the estimated Free-Flow Speed is adjusted using HCM Equation 15-1. If Estimated is selected, the
user then enters the Base Free-Flow Speed and the Lane and Shoulder Width Adjustment and the Access Point
Adjustment are applied to obtain the estimated Free-Flow Speed using HCM Equation 15-2.

From/To
This field is provided to document the limits of the analysis section by mileposts, intersections, etc. It represents the
starting and stopping points of the analysis.

Two-Lane Highways Users Guide Glossary of Terms • 15

Grade
The percent grade is entered to represent one grade.

Grade Adjustment Factor (fg,ATS and fg,PTSF)

The Grade Adjustment Factor is from HCM Exhibits 15-8 and 15-15 for use in calculating flow rates for average
travel speed (fg,ATS) and percent time spent following (fg,PTSF), respectively.

Highway
This field is provided to document the highway being analyzed by name, route number, etc.

Highway Class
The highway is defined as Class I, Class II or Class III using the criteria prescribed on HCM Pages 15-2, 15-3 and
15-4. The classes of two-lane highways closely relate to their function.

Jurisdiction
This field is provided to document the agency for which the analysis is being performed or has jurisdiction over the
freeway being analyzed.

Lane and Shoulder Width Adjustment (fLS)

The free-flow speed adjustment (fLS) for lane and shoulder width is chosen from HCM Exhibit 15-7.

Lane Width
The lane width for the lane in the analysis direction is entered.

Length
The length of grade is entered to represent one grade.

Length Downstream
The length downstream of the passing lane within the total analysis segment but beyond the passing lane effective
length.

Length Downstream Within

The length downstream of the passing lane but within the effective length of the passing lane from HCM Exhibit 15-
22.

Length Upstream
The length upstream of the passing lane within the total length of the analysis segment.

16 • Glossary of Terms Two-Lane Highways Users Guide

Level of Service (LOS)
Level of Service for Class I highways is determined from HCM Exhibit 15-3 based on both the Percent Time-
Spent-Following and the Average Travel Speed. The LOS for Class II highways is determined from HCM Exhibit
15-3 based only on Percent Time-Spent-Following. The LOS for Class III highways is determined from HCM
Exhibit 15-3 based only on Percent of Free-Flow Speed

Level of Service (LOS) Including Passing Lane

Level of Service Including a Passing Lane for Class I highways is determined from HCM Exhibit 15-3 based on
both the Percent Time-Spent-Following as Affected by Passing Lane and the Average Travel Speed as Affected by
Passing Lane. The LOS for Class II highways is determined from HCM Exhibit 15-3 based only on Percent Time-
Spent-Following as Affect by Passing Lane. Class III highways would not normally have passing lanes, but if such a
situation arose, the LOS for Class III highways is determined from HCM Exhibit 15-3 based only on Percent of
Free-Flow Speed using Average Travel Speed as Affected by Passing Lane.

No-Passing Zone Adjustment Factor (fnp)

This adjustment is determined from HCM Exhibit 15-15 for use in HCM Equation 15-6 to obtain the average travel
speed for the analysis direction of travel and HCM Exhibit 15-21 to obtain percent time-spent-following from HCM
Equation 15-9.

Observed Flow Rate

The observed flow rate when the Measured Speed field data were obtained in veh/h.

Opposing Direction Flow Rates (vo,ATS and vo,PTSF)

The demand flow rate (vo,ATS) for ATS estimation in passenger cars per hour in the opposing direction is computed
from HCM Equation 15-3.The demand flow rate (vo,PTSF) for determination of PTSF in vehicles per hour in the
opposing direction is computed from HCM Equation 15-7.

Opposing Direction Volume (Vo)

The demand volume for the opposing direction (Vo) is entered in vehicle per hour (veh/h) and must be converted to
flow rates under equivalent base conditions, using HCM Equation 15-3.

Passing Lane Length

The length of the passing lane including tapers.

Passing Lane Type

The user selects “Passing Lane” to begin the passing lane analysis. If no passing lane is present, the user selects “No
Passing Lane”.

Pavement Rating
The pavement rating is determined using FHWA’s five‐point Present Serviceability Rating scale (9): 1 (very poor),
2 (poor), 3 (fair), 4 (good), and 5(very good).

Two-Lane Highways Users Guide Glossary of Terms • 17

Peak 15-Minute Total Travel Time
The total travel time consumed by all vehicles traversing the analysis segment during the 15‐minute analysis
period.

Peak 15-Minute Vehicle-Miles Traveled

The total vehicle-miles traveled by all vehicles in the analysis direction during the 15-min analysis period.

Peak 15-Minute Volume

The peak 15-minute volume is calculated as the hourly volume divided by 4 times the PHF. For Planning analyses,
volume is determined from an estimate of annual average daily traffic (AADT), converting to the directional design
hourly volume (DDHV) using the percent AADT occurring in the peak hour (K) and the percent of the peak-hour
traffic in the heaviest direction (D).

Peak Hour Factor

The peak hour factor (PHF) is used to adjust the traffic volume for peak conditions. Two-Lane highway analysis is
based on demand volumes for a peak 15-minute period within the hour of interest.

Peak Hour Vehicle-Miles Traveled

The total vehicle-miles traveled by all vehicles in the analysis direction during the hour of the analysis period.

Percent Free-Flow Speed (PFFS)

The Percent Free-Flow Speed represents the ability of vehicles to travel at or near the posted speed limit. It is
calculated using HCM Equation 15-11.

Percent No Passing Zones

The Percent No Passing Zones information is needed for average travel speed and percent-time spent following
calculations using HCM Exhibit 15-15 and HCM Exhibit 15-21, respectively.

Percent Segment with Occupied On-Highway Parking

The percent of the highway segment with occupied on-highway parking is entered as a decimal.

Percent Time-Spent-Following (PTSFd)

The Percent Time-Spent-Following in the analysis direction is estimated using the base percent time-spent following
in the analysis direction, the demand flow rate in the analysis and opposite direction, the directional distribution and
the adjustment to PTSF for the percentage of no-passing zones using HCM Equation 15-9.

Percent Time-Spent-Following as Affected by Passing Lane

The Percent Time-Spent-Following as affected by a passing lane in the analysis direction is estimated using either
HCM Equation 15-15 or 15-16 depending on the downstream length.

Percent Trucks Crawling

Percent trucks in the traffic stream using crawl speeds to avoid loss of control on a specific downgrade.

18 • Glossary of Terms Two-Lane Highways Users Guide

Posted Speed Limit
This speed limit posted on the highway segment in the analysis direction.

Project Description
This field is provided for the user to document the analysis with any information for identification purposes.

Recreational Vehicles
The percent of recreational vehicles in the traffic stream is entered.

Restore Defaults
Restores calculated values to all fields overridden by edited values and removes all asterisks from reports. To
restore an individual field, just blank the field and Tab or Enter to trigger a recalculation.

Segment Length
This field is provided to document the length of the section being analyzed.

Shoulder Width
The average shoulder width for both sides of the highway is entered.

TCS Difference
The difference between the free-flow speed and the truck crawl speed

Terrain
The type of terrain is selected between Level and Rolling. The adjustment factors for trucks and buses, and RVs, are
chosen from HCM Exhibits 15-9 and 15-16 for the Grade Adjustment Factor (fG) and from HCM Exhibits 15-11
and 15-18 for the Passenger-Car Equivalents. Refer to HCM Page 11-14 for descriptions of horizontal and vertical
alignments which constitute each of these terrain categories.

Total Length of Analysis Segment

The total length of the analysis segment which includes a passing lane

Trucks and Buses

The percent of trucks and buses in the traffic stream is entered.

Units
The analyst may conduct the analysis in U.S. Customary units or in Metric units. An analysis conducted in metric
units is a soft conversion from the HCM methodology (in U.S. Customary units) using the approximate conversion
factors provided in HCM Exhibit 1-1.

Two-Lane Highways Users Guide Glossary of Terms • 19

Volume
The average hourly traffic volume (V) including trucks, buses and recreational vehicles (RV) is displayed in
vehicles per hour (vph). When the volume is divided by the number of lanes on the roadway, the result is displayed
in vehicles per hour per lane (vphpl).

Volume-to-Capacity Ratio
The volume-to-capacity ratio compares the directional demand flow rate to the directional capacity of the highway
segment. It is a common performance measure of interest in level of service and capacity analysis.

20 • Glossary of Terms Two-Lane Highways Users Guide

 ETC 15

F
fA 15

Index fHV,ATS 15
fHV,PTSF 15
Field Measured Speed 15
File 7
Free-Flow Speed 15
From/To 15

G
General Controls 7
Getting Started 6
A Glossary of Terms 13
Grade 16
Access Point Adjustment (fA) 13
Grade Adjustment Factor (fg,ATS and fg,PTSF) 16
Access Points 13
Acknowledgements 4
Adjustment Factor for the Effect of Passing Lane H
(fpl) 13 HCM Chapter 15 6
Agency or Company 13 Help 7
Analysis Direction Volume (Vd) 13 Highway 16
Analysis Time Period 13 Highway Class 16
Analysis Year 13
Analyst 13
Average Travel Speed 14 I
Average Travel Speed as Affected by Passing Lane Introduction 1
14

J
B
Jurisdiction 16
Base Free-Flow Speed 14
Base Percent Time-Spent-Following (BPTSFd) 14
Bicycle Level of Service 14 L
Bicycle Level of Service Score 14 Lane and Shoulder Width Adjustment (fLS) 16
Lane Width 16
D Length 16
Length Downstream 16
Date 14 Length Downstream Within 16
Demand Flow Rates in the Analysis Direction Length Upstream 16
(vd,ATS and vd,PTSF) 14 Level of Service (LOS) 17
Directional 8 Level of Service (LOS) Including Passing Lane 17
Directional Analysis 8 License Agreement 1
Directional Data 9
Directional Flow Rate in the Outside Lane 14
Directional Report 11 N
No-Passing Zone Adjustment Factor (fnp) 17
E
Edit 7 O
Effective Speed Factor 15 Observed Flow Rate 17
Effective Width of the Outside Lane 15 Opposing Direction Flow Rates (vo,ATS and
ER 14 vo,PTSF) 17
ET 15

Two-Lane Highways Users Guide Index • 21

Opposing Direction Volume (Vo) 17

P
Passing Lane Length 17
Passing Lane Type 17
Pavement Rating 17
Peak 15-Minute Total Travel Time 18
Peak 15-Minute Vehicle-Miles Traveled 18
Peak 15-Minute Volume 18
Peak Hour Factor 18
Peak Hour Vehicle-Miles Traveled 18
Percent Free-Flow Speed (PFFS) 18
Percent No Passing Zones 18
Percent Segment with Occupied On-Highway
Parking 18
Percent Time-Spent-Following (PTSFd) 18
Percent Time-Spent-Following as Affected by
Passing Lane 18
Percent Trucks Crawling 18
Posted Speed Limit 19
Project Description 19

R
Recreational Vehicles 19
Restore Defaults 19

S
Segment Length 19
Shoulder Width 19

T
TCS Difference 19
Terrain 19
Total Length of Analysis Segment 19
Trademarks and Copyrights 5
Trucks and Buses 19
Two-Lane Highways 6
Two-Way 8
Two-Way Analysis 8

U
Units 19

V
Volume 20
Volume-to-Capacity Ratio 20

22 • Index Two-Lane Highways Users Guide