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    7.segmentos Básicos de Vías Rápidas

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    Eloy Sanchez
    The document discusses concepts and metrics for analyzing basic freeway segments including: - Level of service is determined by density which is measured in passenger cars per kilometer per lane - Density thresholds that define each level of service letter grade from A to F - Free-flow speed can be estimated based on adjustments for lane width, lateral clearance, number of lanes, and interchange density from provided exhibits - Traffic volumes must be adjusted to equivalent passenger car flows accounting for heavy vehicles and peak hour factors

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    7.segmentos Básicos de Vías Rápidas

    Uploaded by

    Eloy Sanchez
    101 views35 pages
    The document discusses concepts and metrics for analyzing basic freeway segments including: - Level of service is determined by density which is measured in passenger cars per kilometer per lane - Density thresholds that define each level of service letter grade from A to F - Free-flow speed can be estimated based on adjustments for lane width, lateral clearance, number of lanes, and interchange density from provided exhibits - Traffic volumes must be adjusted to equivalent passenger car flows accounting for heavy vehicles and peak hour factors

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    7.Segmentos Básicos de Vías Rápidas

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    The document discusses concepts and metrics for analyzing basic freeway segments including: - Level of service is determined by density which is measured in passenger cars per kilometer per lane - Density thresholds that define each level of service letter grade from A to F - Free-flow speed can be estimated based on adjustments for lane width, lateral clearance, number of lanes, and interchange density from provided exhibits - Traffic volumes must be adjusted to equivalent passenger car flows accounting for heavy vehicles and peak hour factors

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    101 views35 pages

    7.segmentos Básicos de Vías Rápidas

    Uploaded by

    Eloy Sanchez
    The document discusses concepts and metrics for analyzing basic freeway segments including: - Level of service is determined by density which is measured in passenger cars per kilometer per lane - Density thresholds that define each level of service letter grade from A to F - Free-flow speed can be estimated based on adjustments for lane width, lateral clearance, number of lanes, and interchange density from provided exhibits - Traffic volumes must be adjusted to equivalent passenger car flows accounting for heavy vehicles and peak hour factors

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    of 35

    Segmentos Bsicos de Vas Rpidas HCM 2000 Cap 23

    A basic freeway segment can be characterized by three performance measures: - density in terms of passenger cars per kilometer per lane - speed in terms of mean passenger-car speed - volume-to-capacity (v/c) ratio

    The measure used to provide an estimate of level of service is density.

    Level-of-service thresholds for a basic freeway segment are summarized below. LOS Density Range (pc/km/ln) A 07 B > 711 C > 1116 D > 1622 E > 2228 F > 28

    If field measurement of FFS is not possible, FFS can be estimated indirectly on the measurement is not possible basis of the physical characteristics of the freeway segment being studied.

    FFS = BFFS fLW fLC fN fID


    Where: FFS = free-flow speed (km/h); BFFS = base free-flow speed, 110 km/h (urban) or 120 km/h (rural); fLW = adjustment for lane width from Exhibit 23-4 (km/h); fLC = adjustment for right-shoulder lateral clearance from Exhibit 23-5 (km/h); fN = adjustment for number of lanes from Exhibit 23-6 (km/h); and fID = adjustment for interchange density from Exhibit 23-7 (km/h).

    Estimation of FFS for an existing or future freeway segment is accomplished by adjusting a base free-flow speed downward to reflect the influence of four factors: - lane width, - lateral clearance, - number of lanes, and - interchange density.

    Base lateral clearance is 1.8 m or greater on the right side and 0.6 m or greater on the median or left side, measured from the edge of the paved shoulder to the nearest edge of the traveled lane.

    Freeway segments with five or more lanes (in one direction) are considered as having base conditions with respect to number of lanes. When fewer lanes are present, the BFFS is reduced. HOV lanes should not be included.

    The base interchange density is 0.3 interchanges per kilometer, or 3.3-km interchange spacing. Base freeflow speed is reduced when interchange density becomes greater.

    The hourly flow rate must reflect the influence of heavy vehicles, the temporal variation of traffic flow over an hour, and the characteristics of the driver population. These effects are reflected by adjusting hourly volumes or estimates, typically reported in vehicles per hour (veh/h), to arrive at an equivalent passenger-car flow rate in passenger cars per hour (pc/h).

    The peak-hour factor (PHF) represents the variation in traffic flow within an hour. Observations of traffic flow consistently indicate that the flow rates found in the peak 15-min period within an hour are not sustained throughout the entire hour. The application of the peak-hour factor in Equation 23-2 accounts for this phenomenon. On freeways, typical PHFs range from 0.80 to 0.95. Lower PHFs are characteristic of rural freeways or off-peak conditions.

    Freeway traffic volumes that include a mix of vehicle types must be adjusted to an equivalent flow rate expressed in passenger cars per hour per lane. This adjustment is made using the factor fHV.

    Adjustments for heavy vehicles in the traffic stream apply for three vehicle types: trucks, buses, and RVs.

    Any freeway grade of more than 1.0 km for grades less than 3 percent or 0.5 km for grades of 3 percent or more should be considered as a separate segment. Analysis of such segments must consider the upgrade and downgrade conditions and whether the grade is a single and isolated grade of constant percentage or part of a series forming a composite grade.

    The traffic stream characteristics that are the basis of this methodology are representative of regular drivers in a substantially commuter traffic stream or in a stream in which most drivers are familiar with the facility. It is generally accepted that traffic streams with different characteristics (i.e., recreational drivers) use freeways less efficiently. The adjustment factor fp is used to reflect this effect. The values of fp range from 0.85 to 1.00. In general, the analyst should select 1.00, which reflects commuter traffic (i.e., familiar users), unless there is sufficient evidence that a lower value should be applied.

    The first step in determining LOS of a basic freeway segment is to define and segment the freeway facility as appropriate. Second, on the basis of estimated or fieldmeasured FFS, an appropriate speed-flow curve of the same shape as the typical curves (Exhibit 23-3) is constructed. On the basis of the flow rate, vp, and the constructed speed-flow curve, an average passenger-car speed is read on the y-axis of Exhibit 23-3. The next step is to calculate density using Equation 23-4.

    The Freeway Existing four-lane freeway, rural area, very restricted geometry, rolling terrain, 110km/h speed limit. The Question: What is the LOS during the peak hour? Comments

    Assume 0 percent buses and RVs since none are indicated. Assume BFFS of 120 km/h for rural areas. Assume that the number of lanes does not affect free-flow speed, since the freeway is in a rural area. Assume fp = 1.00 for commuter traffic.

    Outline of Solution All input parameters are known. Demand is computed in terms of passenger cars per hour per lane, an FFS is estimated, and the LOS is determined from the speed-flow graph. An estimate of passengercar speed is determined from the graph, and a value of density is calculated using speed and flow rate. The calculation of speed is based on the equation found in Exhibit 23-3.

    The Freeway
    New suburban freeway is being designed.

    The Question:
    How many lanes are needed to provide LOS D during the peak hour?

    The Facts

    4,000 veh/h (one direction), Level terrain, 15 percent trucks, 3.6-m lane width,

    0.85 PHF, 0.9 interchanges per kilometer, 3 percent RVs, and 1.8-m lateral clearance.

    Comments
    Assume commuter traffic. Thus, fp = 1.00. Assume BFFS of 120 km/h. Assume that the number of lanes affects free-flow speed, since the freeway is being designed in a suburban area.

    All input parameters are known. Flow rate, speed, density, and LOS are calculated starting with a four-lane freeway and then increasing the number of lanes to six, eight, and so forth until LOS D is achieved. The calculation of speed is based on the equation found in Exhibit 23-3.

    The Results:

    Six lanes are needed, LOS = C, Speed = 107 km/h, and Density = 16 pc/km/ln.

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