U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
202-366-4000


Skip to content U.S. Department of Transportation/Federal Highway AdministrationU.S. Department of Transportation/Federal Highway Administration

Policy Information

Home / Policy Information / Highway Performance Monitoring System (HPMS) / Chapter 4

Office of Highway Policy Information
March 2013

Field Manual
Chapter 4: DATA REQUIREMENTS AND SPECIFICATIONS

4.3 Data Items to be Collected

Table 4.2 lists the data items that are to be collected by the States, which must be reported in the Sections dataset. The five types of data items that are to be reported are as follows: Inventory, Route, Traffic, Geometric, and Pavement data. In addition to the Data Item Type(s), Table 4.2 lists the Item Numbers for each Data Item, the specific name for each Data Item, and the Extent for which the Data Item is to be reported. Detailed information on coding instructions, extent requirements, and additional guidance for each Data Item is contained in Section 4.4.

The Table of Potential Samples (TOPS) (discussed in Section 6.2) is developed based on the spatial intersection of the following five data items: Functional System, Urban Code, Facility Type, Through Lanes, and AADT. Accordingly, the length of these data items are used as control totals for system extent. Each of these data items must be reported for the entire extent of all Federal-aid highways in a given State in order for that State's annual data submittal to be accepted by FHWA.

The HPMS is an inventory system that requires reported data to represent the condition and operation in both directions for all roadways. As a result, directional conflicts in coding may arise for specific data items under certain reporting conditions. The following provides some guidance on how these conflicts can be addressed.

Data items that involve widths, types, condition, etc., may differ in shape or dimension on either side of a roadway. To resolve this, one side of the facility should be designated for inventory purposes, and the applicable data items should be coded for the designated side of the roadway. This should be done for all roadways, regardless of whether or not the facility is divided or undivided with common or independent alignments. The "inventory direction" should be applied on a statewide basis (i.e., always South to North, East to West, or vice versa) and should never change once it has been designated.

Information reported for some data items such as AADT, Through Lanes, Median Width, etc., must reflect the entire facility (i.e., bi-directional information). Caution should be exercised when reporting Through Lane totals and AADT because these data are used for apportionment purposes.

As indicated in Chapter 5 on Pavement Guidance, IRI must be reported for the same inventory direction and lane all of the time. The "inventory direction" of a facility should be used as the side where IRI is measured and reported. IRI should not be reported or averaged for both sides of a roadway.

Table 4.2: Data Items

Data Item Type Item Number Database-Specific Data Item Name Data Item Name Extent
Inventory 1 F_System Functional System FE + R  
2 Urban_Code Urban Code FE + R  
3 Facility_Type Facility Type FE + R  
4 Structure_Type Structure Type FE**  
5 Access_Control Access Control FE* SP*
6 Ownership Ownership FE  
7 Through_Lanes Through Lanes FE + R  
8 HOV_Type HOV Operations Type FE**  
9 HOV_Lanes HOV Lanes FE**  
10 Peak_Lanes Peak Lanes   SP
11 Counter_Peak_ Lanes Counter Peak Lanes   SP
12 Turn_Lanes_R Right Turn Lanes   SP
13 Turn_Lanes_L Left Turn Lanes   SP
14 Speed_Limit Speed Limit   SP
15 Toll_Charged Toll Charged FE**  
16 Toll_Type Toll Type FE**  
Route 17 Route_Number Route Number FE*  
18 Route_Signing Route Signing FE*  
19 Route_Qualifier Route Qualifier FE*  
20 Alternative_Route_Name Alternative Route Name FE  
Traffic 21 AADT Annual Average Daily Traffic FE + R  
22 AADT_Single_Unit Single Unit Truck and Bus AADT FE* SP*
23 Pct_Peak_Single Percent Peak Single-Unit Trucks and Buses   SP
24 AADT_Combination Combination Truck AADT FE* SP*
25 Pct_Peak_Combination Percent Peak Combination Trucks   SP
26 K_Factor K-factor   SP
27 Dir_Factor Directional Factor   SP
28 Future_AADT Future AADT   SP
29 Signal_Type Signal Type   SP
30 Pct_Green_Time Percent Green Time   SP
31 Number_Signals Number of Signalized Intersections   SP
32 Stop_Signs Number of Stop-Sign Controlled Intersections   SP
33 At_Grade_Other Number of Intersections, Type - Other   SP
Geometric 34 Lane_Width Lane Width   SP
35 Median_Type Median Type   SP
36 Median_Width Median Width   SP
37 Shoulder_Type Shoulder Type   SP
38 Shoulder_Width_R Right Shoulder Width   SP
39 Shoulder_Width_L Left Shoulder Width   SP
40 Peak_Parking Peak Parking   SP
41 Widening_Obstacle Widening Obstacle   SP
42 Widening_Potential Widening Potential   SP
43 Curves_A through Curves_F Curve Classification   SP*
44 Terrain_Type Terrain Type   SP
45 Grades_A through Grades_F Grade Classification   SP*
46 Pct_Pass_Sight Percent Passing Sight Distance   SP
Pavement 47 IRI International Roughness Index FE* SP*
48 PSR Present Serviceability Rating   SP*
49 Surface_Type Surface Type   SP
50 Rutting Rutting   SP
51 Faulting Faulting   SP
52 Cracking_Percent Cracking Percent   SP
53 Cracking_Length Cracking Length   SP
54 Year_Last_Improv Year of Last Improvement   SP
55 Year_Last_Construction Year of Last Construction   SP
56 Last_Overlay_Thickness Last Overlay Thickness   SP
57 Thickness_Rigid Thickness Rigid   SP
58 Thickness_Flexible Thickness Flexible   SP
59 Base_Type Base Type   SP
60 Base_Thickness Base Thickness   SP
61 Climate_Zone** Climate Zone**   SP
62 Soil_Type** Soil Type**   SP
Inventory 63 County_Code County Code FE  
Special Networks 64 NHS National Highway System FE**  
65 STRAHNET_Type Strategic Highway Network FE**  
66 Truck National Truck Network FE**  
67 Future_Facility Future National Highway System FE**  
Inventory 68 Maintenance_Operations Maintenance & Operations FE  
Traffic 69 Capacity Capacity   SP

FE = Full Extent for all functional systems (including State and non-State roadways)
FE* = Full Extent for some functional systems, see Sec. 4.4 for more details
FE** = Full Extent wherever data item is applicable, (Sec. 4.4 for more details)
SP = All Sample Panel Sections (as defined by HPMS)
SP* = Some Sample Panel Sections, see Sec. 4.4 for more details
FE + R = Full Extent including ramps located within grade-separated interchanges
** = States have the option to override initial codes assigned by FHWA

The States must submit their section-level data for certain data items (Data Items 1-3, 7, and 21) as homogenous sections. For most other data items, this submittal format is optional. By definition, a homogenous section is a section that has the same value for a given data item over its entire extent. A homogenous section has a natural beginning and ending point where the value for a given data item changes beyond the limits of that section. This type of section may be longer or shorter than the sections identified in the Table of Potential Samples or "TOPS" (discussed in Section 6.2). The requirements for the reporting of these sections are identified by data item in Table 4.3.

If preferred, the States may structure and submit their non-homogenous section-level data in accordance with the limits of the TOPS sections (i.e. section limits must be equivalent to TOPS section limits). However, the States must submit their section-level data for Data Items 31-33, 43, and 45 in accordance with the limits of TOPS sections. If a State submits section-level data that matches the limits of the TOPS sections, then, they must apply one of the following calculation methods to ensure that the values reported provide the required representation of those sections:

1)     No Calculation Required - Reported value must be consistent within the limits of the section.

2)     Combination - Reported value must consist of a concatenation of multiple (text) values within the limits of the section.

3)     Minimum Value - Reported value must be the lowest value in a range of values within the limits of the section.

4)     Predominance - Reported value must be based on the most prevalent value within the limits of the section.

5)     Weighted Averaging - Reported value must be based on an averaging of values within the limits of the section, weighted by the length of the sub-section for each value.

The calculation method to be applied depends on the particular data item being reported. Table 4.3 provides a summary of the data items and their applicable calculation method:

Table 4.3: Calculation Method by Data Item

Item Number Data Item Name Method
1 Functional System * No Calculation Required
2 Urban Code * No Calculation Required
3 Facility Type * No Calculation Required
4 Structure Type No Calculation Required
5 Access Control Predominance
6 Ownership Predominance
7 Through Lanes * No Calculation Required
8 HOV Operations Type Predominance
9 HOV Lanes *** Predominance
10 Peak Lanes Predominance
11 Counter-Peak Lanes Predominance
12 Right Turn Lanes Predominance
13 Left Turn Lanes Predominance
14 Speed Limit Predominance
15 Toll Charged Predominance
16 Toll Type Predominance
17 Route Number Predominance
18 Route Signing Predominance
19 Route Qualifier Predominance
20 Alternative Route Name Predominance
21 AADT * No Calculation Required#
22 Single-Unit Truck and Bus AADT Weighted Averaging
23 Percent Peak Single-Unit Trucks and Buses Weighted Averaging
24 Combination Truck AADT Weighted Averaging
25 Percent Peak Combination Trucks Weighted Averaging
26 K-factor Weighted Averaging
27 Directional Factor Weighted Averaging
28 Future AADT Weighted Averaging
29 Signal Type Predominance
30 Percent Green Time Weighted Averaging
31 Number of Signalized Intersections ** No Calculation Required
32 Number of Stop Sign-Controlled Intersections ** No Calculation Required
33 Number of Intersections, Type - Other ** No Calculation Required
34 Lane Width Predominance
35 Median Type Predominance
36 Median Width Predominance
37 Shoulder Type Predominance
38 Right S Predominance
39 Left Shoulder Width Predominance
40 Peak Parking Predominance
41 Widening Obstacle Combination
42 Widening Potential Minimum Value
43 Curve Classification ** No Calculation Required
44 Terrain Type Predominance
45 Grade Classification ** No Calculation Required
46 Percent Passing Sight Distance Minimum Value
47 International Roughness Index Weighted Averaging
48 Present Serviceability Rating Weighted Averaging
49 Surface Type Predominance
50 Rutting Weighted Averaging
51 Faulting Weighted Averaging
52 Cracking Percent Weighted Averaging
53 Cracking Length Weighted Averaging
54 Year of Last Improvement Predominance
55 Year of Last Construction Predominance
56 Last Overlay Thickness Weighted Averaging
57 Thickness Rigid Weighted Averaging
58 Thickness Flexible Weighted Averaging
59 Base Type Predominance
60 Base Thickness Weighted Averaging
61 Climate Zone Predominance
62 Soil Type Predominance
63 County Code Predominance
64 National Highway System No Calculation Required
65 Strategic Highway Network No Calculation Required
66 National Truck Network No Calculation Required
67 Future National Highway System No Calculation Required
68 Maintenance & Operations Predominance
69 Capacity Weighted Averaging

*Data items must be reported as homogenous sections (used to define the TOPS)
**Values for these data items must be reported for the defined limits of the TOPS
***Sections for this data item must be the same as for Data Item 8
#Weighted Averaging may be used if multiple traffic counts are combined to comprise a homogenous section

4.4 Data Item Requirements

NOTE: The following descriptions for each Data Item include an "English" name (in parenthesis) for clarification purposes. However, the States must use the database-specific data item names shown in bold gray to populate Field 6 in their Sections datasets.

Item 1: F_System (Functional System)

Description: The FHWA approved Functional Classification System.

Use: For analysis and mapping of information by functional system.

Extent: All Federal-aid highways including ramps located within grade-separated interchanges.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE+R FE+R FE+R FE+R FE+R FE+R    
Urban FE+R FE+R FE+R FE+R FE+R FE+R FE+R  
FE + R = Full Extent & Ramps  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the value that represents the FHWA approved functional system. These following codes are to be used for all rural and urban sections:

Code Description
1 Interstate
2 Principal Arterial - Other Freeways and Expressways
3 Principal Arterial - Other
4 Minor Arterial
5 Major Collector
6 Minor Collector
7 Local

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: This Data Item must also be reported for all ramp sections contained within grade separated interchanges. If a section is defined as a ramp (i.e., Data Item 3 = Code '4'), then it must be coded the same as the highest order Functional System roadway that traverses the interchange.

Codes '6' and '7' must be reported for all National Highway System (NHS) sections.

Additional guidance on functional systems and the coding of this item can be found in Chapter 5.

Item 2: Urban_Code (Urban Code)

Description: The U.S. Census Urban Area Code.

Use: For the querying and analysis of data by the unique identification of a State's urbanized areas, and generically by small urban or rural areas.

Extent: All Federal-aid highways including ramps located within grade-separated interchanges.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE+R FE+R FE+R FE+R FE+R FE+R    
Urban FE+R FE+R FE+R FE+R FE+R FE+R FE+R  
FE + R = Full Extent & Ramps  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter up to five digits for the Census urban area code. Leading zeros are not required.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Code '99998' for small urban sections and '99999' for rural area sections. A small urban area is derived from Census Urban Clusters or Places that are not located within an urbanized area, with a population of at least 5,000.

Appendix I lists the U.S. Census Urban Area Codes that are currently in use. FHWA may issue interim guidance when Urban Codes change.

This Data Item must also be reported for all ramp sections contained within grade separated interchanges.

A Census Urbanized Area can be expanded for transportation purposes. This Adjusted Urbanized Area, once approved by FHWA, must be identified using the Census Urban Area Code for the Urbanized Area that it was based upon. Contiguous Urbanized Areas can be merged into one FHWA approved Urbanized Area. The combined area must be identified by the Urbanized Area code that was assigned to the largest (population) of the original Urbanized Areas that it was derived from.

Item 3: Facility_Type (Facility Type)

Description: The operational characteristic of the roadway.

Use: For determining public road mileage, for investment requirements modeling to calculate capacity and estimate roadway deficiencies and improvement needs, in the cost allocation pavement model, and in the national highway database.

Extent: All Federal-aid highways including ramps located within grade-separated interchanges.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE+R FE+R FE+R FE+R FE+R FE+R    
Urban FE+R FE+R FE+R FE+R FE+R FE+R FE+R  
FE + R = Full Extent & Ramps  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use one of the following codes as applicable regardless of whether or not the section is on a structure. The definition for each code is as follows:

Code Description
1 One-Way Roadway Roadway that operates with traffic moving in a single direction during non-peak period hours.
2 Two-Way Roadway Roadway that operates with traffic moving in both directions during non-peak period hours.
3 Couplet Non-inventory direction side of a "couplet." See definitions and guidance for "couplets" below.
4 Ramp Non-mainline junction or connector facility contained within a grade-separated interchange.
5 Non Mainline All non-mainline facilities excluding ramps.
6 Non Inventory Direction Individual road/roads of a multi-road facility that is/are not used for determining the primary length for the facility.
7 Planned/Unbuilt Planned roadway that has yet to be constructed.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: General

Use Codes '1' through '4' for sections that are located entirely on a structure (i.e., where Data Item 4 = Code '1,' '2,' or '3').

Public road mileage is based only on sections coded '1,' '2,' or '3.' This includes only those roads that are open to public travel regardless of the ownership or maintenance responsibilities. Ramps are not included in the public road mileage calculation.

Frontage roads and service roads that are public roads should be coded either as one-way (Code '1') or two-way (Code '2') roadways.

Use Code '7' to identify a new roadway section that has been approved per the State Transportation Improvement Plan (STIP), but has yet to be built.

Couplets

Characteristics of a couplet:

Ramps

Ramps may consist of directional connectors from either an Interstate to another Interstate, or from an Interstate to a different functional system. Moreover, ramps allow ingress and egress to grade separated highways. Ramps may consist of traditional ramps (i.e., gore to gore), acceleration and deceleration lanes, as well as collector-distributor lanes.

Ramps must be coded with the highest order functional system within the interchange that it functions. A mainline facility that terminates at the junction with another mainline facility is not a ramp and should be coded '1.'

Non-Mainlines

Non-mainline facilities include roads or lanes that provide access to and from sites that are adjacent to a roadway section such as bus terminals, park and ride lots, and rest areas. These may include: special bus lanes, limited access truck roads, ramps to truck weigh stations, or a turn-around.

Figure 4.4 shows an example of a street (E. Baltimore St.), for which traffic is only permitted to move in the eastbound direction. In this particular case, this Data Item should be assigned a code '1' for a given section (Section "X") along this stretch of road.

Figure 4.4: One-Way Roadway (Code '1') Example

Figure 4.4 shows an example of a street (E. Baltimore St.), for which traffic is only permitted to move in the eastbound direction.  In this particular case, this data Iittem should be assigned a code “1” for a given section (Section “X”) along this stretch of road.

Source: Bing Maps

Figure 4.5 shows an example of a street (7th St. NW), for which traffic is permitted to move in both the north and southbound directions. In this particular case, this Data Item should be assigned a code '2' for a given section (Section "X") along this stretch of road.

Figure 4.5: Two-Way Roadway (Code '2') Example

Figure 4.5 shows an example of a street (7th St. NW), for which traffic is permitted to move in both the north and southbound directions.  In this particular case, this Data Item should be assigned a code “2” for a given section (Section “X”) along this stretch of road.

Source: Bing Maps

Figure 4.6 shows an example of a street (MD 198), for which traffic moves in the east and westbound directions along a set of one-way pairs (i.e. parallel roadways). In this particular case, this Data Item should be assigned a code '2' for section "X", and a code '3' for section "Y", or vice-versa. Code '2' must be used to identify the roadway's cardinal direction.

Figure 4.6: Couplet (Code '3') Example

Figure 4.6 shows an example of a street (MD 198), for which traffic moves in the east and westbound directions along a set of one-way pairs (i.e. parallel roadways).  In this particular case, this Data Item should be assigned a code “2” for section “X”, and a code “3” for section “Y”, or vice-versa.  Code “2” must be used to identify the roadway’s cardinal direction.

Source: Bing Maps

Figure 4.7 shows an example of ramps contained within a grade-separated interchange located on a highway (Interstate 495). In this particular case, this Data Item should be assigned a code '4' for all applicable ramp sections (denoted as "Ramps" in the figure).

Figure 4.7: Ramp (Code '4') Example

Figure 4.7 shows an example of ramps contained within a grade-separated interchange located on a highway (Interstate 495).  In this particular case, this Data Item should be assigned a code “4” for all applicable ramp sections (denoted as “Ramps” in the figure).

Source: Bing Maps

Figure 4.8 shows an example of a highway (Interstate 270), which consists of express and local lanes in both the north and southbound directions. In this particular case, this Data Item should be assigned a code '5' for Sections "X" and "Y" to indicate that they are non-mainline facilities.

Figure 4.8: Non-Mainline (Code '5') Example

Figure 4.8 shows an example of a highway (Interstate 270), which consists of express and local lanes in both the north and southbound directions.  In this particular case, this Data Item should be assigned a code "5" for Sections "X" and "Y" to indicate that they are non-mainline facilities.

Source: Bing Maps

Figure 4.9 shows an example of a highway (Interstate 270), for which an inventory direction is defined (northbound). In this particular case, this Data Item should be assigned a code '6' for Section "X", as the southbound side of the roadway would be defined as the non-inventory direction.

Figure 4.9: Non-Inventory Direction (Code '6') Example

Figure 4.9 shows an example of a highway (Interstate 270), for which an inventory direction is defined (northbound).  In this particular case, this Data Item should be assigned a code "6" for Section "X", as the southbound side of the roadway would be defined as the non-inventory direction.

Source: Bing Maps

Item 4: Structure_Type (Structure Type)

Description: Roadway section that is entirely on a bridge, tunnel or causeway.

Use: For analysis in the national highway database.

Extent: All Federal-aid highways.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE** FE** FE** FE** FE** FE**    
Urban FE** FE** FE** FE** FE** FE** FE**  
FE** = Full Extent wherever data item is applicable   SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use the following codes:

Code Description
1 Entire section is a Bridge
2 Entire section is a Tunnel
3 Entire section is a Causeway

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Code this data item only when a bridge, tunnel, or causeway is present.

Bridges must meet a minimum length requirement of 20 feet (per the National Bridge Inventory (NBI) guidelines) in order to be deemed a "structure."

A tunnel is a roadway below the surface connecting to at-grade adjacent sections.

A causeway is a narrow, low-lying raised roadway, usually providing a passageway over some type of vehicular travel impediment (e.g. a river, swamp, earth dam, wetlands, etc.).

Figure 4.10: Bridge (Code '1') Example

Figure 4.10 shows an example of a bridge, which would be identified as a Code “1” for this Data Item.

Source: PennDOT

Figure 4.11: Tunnel (Code '2') Example

Figure 4.11 shows an example of a tunnel, which would be identified as a Code “2” for this Data Item.

Source: PennDOT

Figure 4.12: Causeway (Code '3') Example

Figure 4.12 shows an example of a causeway, which would be identified as a Code “3” for this Data Item.

Source: PennDOT Video-log.

Item 5: Access_Control (Access Control)

Description: The degree of access control for a given section of road.

Use: For investment requirements modeling to calculate capacity and estimate type of design, in truck size and weight studies, and for national highway database purposes.

Extent: All principal arterials and Sample Panel sections; optional for other non-principal arterial sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE SP SP    
Urban FE FE FE FE SP SP SP  

FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use the following codes:

Code Description
1 Full Access Control Preference given to through traffic movements by providing interchanges with selected public roads, and by prohibiting crossing at-grade and direct driveway connections (i.e., limited access to the facility).
2 Partial Access Control Preference given to through traffic movement. In addition to interchanges, there may be some crossings at-grade with public roads, but, direct private driveway connections have been minimized through the use of frontage roads or other local access restrictions. Control of curb cuts is not access control.
3 No Access Control No degree of access control exists (i.e., full access to the facility is permitted).

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Figure 4.13: Full Control (Code '1'); all access via grade-separated interchanges

Figure 4.13 shows an example of a roadway that has full access control (i.e. all access via grade-separated interchanges), which would be identified as a Code “1” for this Data Item.

Source: TxDOT, Transportation Planning and Programming Division.

Figure 4.14: Partial Control (Code '2'); access via grade-separated interchanges and direct access roadways

Figure 4.14 shows an example of a roadway that has partial access control (i.e. access via grade-separated interchanges and direct access roadways), which would be identified as a Code “2” for this Data Item.

Source: TxDOT, Transportation

Figure 4.15 and 16: No Access Control (Code '3')

Figure 4.15 Figure 4.16
Figures 4.15 and 4.16 each show an example of a roadway that has no access control, which would be identified as a Code “3” for this Data Item. Figures 4.15 and 4.16 each show an example of a roadway that has no access control, which would be identified as a Code "3" for this Data Item.

Source for Figures 4.15 and 4.16: FDOT RCI Field Handbook, Nov. 2008.

Item 6: Ownership (Ownership)

Description: The entity that has legal ownership of a roadway.

Use: For apportionment, administrative, legislative, analytical, and national highway database purposes, and in cost allocation studies.

Extent: All Federal-aid highways.

Functional System

1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE FE FE    
Urban FE FE FE FE FE FE FE  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the level of government that best represents the highway owner irrespective of whether agreements exist for maintenance or other purposes. If more than one code applies, code the lowest numerical value using the following codes:

Code Description Code Description
1 State Highway Agency 60 Other Federal Agency
2 County Highway Agency 62 Bureau of Indian Affairs
3 Town or Township Highway Agency 63 Bureau of Fish and Wildlife
4 City or Municipal Highway Agency 64 U.S. Forest Service
11 State Park, Forest, or Reservation Agency 66 National Park Service
12 Local Park, Forest or Reservation Agency 67 Tennessee Valley Authority
21 Other State Agency 68 Bureau of Land Management
25 Other Local Agency 69 Bureau of Reclamation
26 Private (other than Railroad) 70 Corps of Engineers
27 Railroad 72 Air Force
31 State Toll Road 73 Navy/Marines
32 Local Toll Authority 74 Army
40 Other Public Instrumentality (i.e., Airport) 80 Other
50 Indian Tribe Nation    

 

Value_Text: Optional. Enter secondary ownership information, if applicable.

Value_Date: No entry required. Available for State Use.

Guidance: "State" means owned by one of the 50 States, the District of Columbia, or the Commonwealth of Puerto Rico including quasi-official State commissions or organizations;

"County, local, municipal, town, or township" means owned by one of the officially recognized governments established under State authority;

"Federal" means owned by one of the branches of the U.S. Government or independent establishments, government corporations, quasi-official agencies, organizations, or instrumentalities;

"Other" means any other group not already described above or nongovernmental organizations with the authority to build, operate, or maintain toll or free highway facilities.

Only private roads that are open to public travel (e.g., toll bridges) are to be reported in HPMS.

In cases where ownership responsibilities are shared between multiple entities, this item should be coded based on the primary owner (i.e., the entity that has the larger degree of ownership), if applicable. Information on additional owners should be entered in Data Field 9 for this item.

Item 7: Through_Lanes (Through Lanes)

Description The number of lanes designated for through-traffic.

Use: For apportionment, administrative, legislative, analytical, and national highway database purposes.

Extent: All Federal-aid highways including ramps located within grade-separated interchanges.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE+R FE+R FE+R FE+R FE+R FE+R    
Urban FE+R FE+R FE+R FE+R FE+R FE+R FE+R  
FE = Full Extent & Ramps  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the predominant number of through lanes in both directions carrying through traffic in the off-peak period.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: This Data Item must also be reported for all ramp sections contained within grade separated interchanges.

Code the number of through lanes according to the striping, if present, on multilane facilities, or according to traffic use or State/local design guidelines if no striping or only centerline striping is present.

For one-way roadways, two-way roadways, and couplets, exclude all ramps and sections defined as auxiliary lanes, such as:

When coding the number of through lanes for ramps (i.e., where Data Item 3 = Code '4'), include the predominant number of (through) lanes on the ramp. Do not include turn lanes (exclusive or combined) at the termini unless they are continuous (turn) lanes over the entire length of the ramp.

Figure 4.17: A Roadway with Four Through-Lanes

Figure 4.17 shows an example of a roadway with four through-lanes.

Source: TxDOT, Transportation Planning and Programming Division.

Item 8: HOV_Type  (High Occupancy Vehicle Operations Type)

Description: The type of HOV operations.

Use: For administrative, legislative, analytical, and national highway database purposes.

Extent: All sections where HOV operations exist. This should correspond with the information reported for Data Item 9 (HOV lanes).

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE** FE** FE** FE** FE** FE**    
Urban FE** FE** FE** FE** FE** FE** FE**  
FE** = Full Extent wherever data item is applicable   SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use the following codes:

Code Description
1 Full-time HOV Section has 24-hour exclusive HOV lanes (HOV use only; no other use permitted).
2 Part-time HOV Normal through lanes used for exclusive HOV during specified time periods.
3 Part-time HOV Shoulder/Parking lanes used for exclusive HOV during specified time periods.

Value_Text: No Entry Required. Available for State Use.

Value_Date: No Entry Required. Available for State Use.

Guidance: Code this data item only when HOV operations exist.

Code this Data Item for both directions to reflect existing HOV operations. If more than one type of HOV lane is present for the section, code the lesser of the two applicable HOV Type codes (e.g., if Codes '2' and '3' are applicable for a section, then the section should be coded as a Code '2').

Alternatively, if more than one type of HOV operation exists, the secondary HOV Type may be indicated in the Value_Text field.

This information may be indicated by either HOV signing or the presence of a large diamond-shaped marking (HOV symbol) on the pavement, or both.

Figure 4.18: HOV Signage

Figure 4.18 shows an example of HOV signage.

Source: FDOT RCI Field Handbook, Nov. 2008.

Item 9: HOV_Lanes (High Occupancy Vehicle Lanes)

Description:Maximum number of lanes in both directions designated for HOV operations.

Use: For administrative, legislative, analytical, and national highway database purposes.

Extent: All Sections where HOV lanes exist. This should correspond with the information reported for Data Item 8 (HOV Type).

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE** FE** FE** FE** FE** FE**    
Urban FE** FE** FE** FE** FE** FE** FE**  
FE** = Full Extent wherever data item is applicable   SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the number of HOV lanes in both directions.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Code this data item when Data Item 8 (HOV Type) is coded.

If more than one type of HOV operation exists on the section, code this data item with respect to all HOV lanes available, and indicate (in the Value_Text field) how many lanes apply to the HOV Type reported in Data Item 8.

Item 10: Peak_Lanes (Peak Lanes)

Description: The number of lanes in the peak direction of flow during the peak period.

Use: For investment requirements modeling to calculate capacity, and in congestion analyses, including estimates of delay. Also used in the Highway Capacity Manual (HCM)-based capacity calculation procedure.

Extent: All Sample Panel sections, optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the number of through lanes used during the peak period in the peak direction.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Include reversible lanes, parking lanes, or shoulders that are legally used for through-traffic for both non-HOV and HOV operation.

The peak period is represented by the period of the day when observed traffic volumes are the highest.

Figure 4.19: Peak Lanes Example (Peak Lanes = 3)

Figure 4.19 shows an example of a roadway with three peak-lanes.

Source: Mike Kahn/Green Stock Media

Item 11: Counter_Peak_Lanes (Counter-Peak Lanes)

Description: The number of lanes in the counter-peak direction of flow during the peak period.

Use: For investment requirements modeling to calculate capacity, and in congestion analyses, including estimates of delay. It is used in the Highway Capacity Manual (HCM)-based capacity calculation procedure.

Extent: All Sample Panel sections, optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the number of through lanes used during the peak period (per Data Item 10) in the counter-peak direction of flow.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Include reversible lanes, parking lanes, or shoulders that are legally used for through-traffic for both non-HOV and HOV operation.

Visual inspection should be used as the principle method used to determine the number of peak lanes and counter-peak lanes.

The number of peak and counter-peak lanes should be greater than or equal to the total number of through lanes (i.e., Peak Lanes + Counter-Peak Lanes >= Through Lanes). The number of peak and counter-peak lanes can be greater than the number of through lanes if shoulders, parking lanes, or other peak-period-only lanes are used during the peak period.

The peak period is represented by the period of the day when observed traffic volumes are the highest.

Item 12: Turn_Lanes_R (Right Turn Lanes)

Description: The presence of right turn lanes at a typical intersection.

Use: For investment requirements modeling to calculate capacity and in congestion analyses, including estimates of delay.

Extent: All Sample Panel sections located in urban areas, optional for all other urban sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural                
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the code from the following table that best describes the peak-period turning lane operation in the inventory direction.

Code Description
1 No intersection where a right turning movement is permitted exists on the section.
2 Turns permitted; multiple exclusive right turning lanes exist. Through movements are prohibited in these lanes. Multiple turning lanes allow for simultaneous turns from all turning lanes.
3 Turns permitted; a continuous exclusive right turning lane exists from intersection to intersection. Through movements are prohibited in this lane.
4 Turns permitted; a single exclusive right turning lane exists.
5 Turns permitted; no exclusive right turning lanes exist.
6 No right turns are permitted during the peak period.

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Include turning lanes that are located at entrances to shopping centers, industrial parks, and other large traffic generating enterprises as well as public cross streets.

Where peak capacity for a section is governed by a particular intersection that is on the section, code the turning lane operation at that location (referred to as most controlling intersection); otherwise code for a typical intersection.

Through movements are prohibited in exclusive turn lanes.

Use codes '2' through '6' for turn lanes at a signalized or stop sign intersection that is critical to the flow of traffic; otherwise enter the code that best describes the peak-hour turning lane situation for typical intersections on the sample.

Code a continuous turning lane with painted turn bays as a continuous turning lane. Code a through lane that becomes an exclusive turning lane at an intersection as a shared (through/right turn) lane; however, if through and turning movements can be made from a lane at an intersection, it is not an exclusive turning lane.

Roundabouts (as shown in Figure 4.20) should be considered as an intersection where turns are permitted with no exclusive lanes. Use a Code '5' for this item since traffic can either turn or go through the roundabout from the same lane. However, if an exclusive turning lane exists (as indicated by pavement markings), use a Code '4'. Code if the roundabout controls the capacity of the entire HPMS section. If there is not a controlling intersection, then code for a typical intersection.

Figure 4.20: Roundabout Configuration Example

Figure 4.20 shows an example of a roundabout configuration.

Source: SRA Consulting Group, Nov. 2008

This Data Item should be coded based on the same intersection that is used for identifying the percent green time for a given roadway section.

Painted islands (Figure 4.21) located in the center of a roadway should be considered a median, for the purpose of determining whether or not a turn lane exists.

Slip-ramp movements should not be considered for the purpose of determining turn lanes.

On-ramps and off-ramps which provide access to and from grade-separated, intersecting roadways are to be excluded from turn lane consideration.

Figure 4.21: Painted Island Example

Figure 4.21 shows an example of a painted island on a section of road.

Source: TxDOT, Transportation Planning and Programming Division.

Figure 4.22: Multiple Turn Lanes (Code '2') Example

Figure 4.22 shows an example of a roadway section that has dual exclusive right turn lanes, which would be identified as a Code “2” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.23: Continuous Turn Lane (Code '3') Example

Figure 4.23 shows an example of a roadway section that has a continuous exclusive right turn lane, which would be identified as a Code “3” for this Data Item.

Source: Minnesota Dept. of Transportation (MnDOT).

Figure 4.24: Single Turn Lane (Code '4') Example

Figure 4.24 shows an example of a roadway section that has a single exclusive right turn lane, which would be identified as a Code “4” for this Data Item.

Source: MoveTransport.com

Figure 4.25: No Exclusive Turn Lane (Code '5') Example

Figure 4.25 shows an example of a roadway section that does not have an exclusive right turn lane, which would be identified as a Code “5” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.26 No Right Turn Permitted (Code '6') Example

Figure 4.26 shows an intersection configuration for which right turning movements are prohibited from a particular street to the intersecting street (i.e. cross street), which would be identified as a Code “6” for this Data Item.

Source: TxDOT, Transportation Planning and Programming Division.

Item 13: Turn_Lanes_ L (Left Turn Lanes)

Description: The presence of left turn lanes at a typical intersection.

Use: For investment requirements modeling to calculate capacity and in congestion analyses, including estimates of delay.

Extent: All Sample Panel sections located in urban areas, optional for all other urban sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural                
Urban SP SP SP SP SP SP SP  
FE = All sections SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the code from the following table that best describes the peak-period turning lane operation in the inventory direction.

Code Description
1 No intersection where a left turning movement is permitted exists on the section.
2 Turns permitted; multiple exclusive left turning lanes exist. Through movements are prohibited in these lanes. Multiple turning lanes allow for simultaneous turns from all turning lanes.
3 Turns permitted; a continuous exclusive left turning lane exists from intersection to intersection. Through movements are prohibited in this lane.
4 Turns permitted; a single exclusive left turning lane exists.
5 Turns permitted; no exclusive left turning lanes exist.
6 No left turns are permitted during the peak period.

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Where peak capacity for a section is governed by a particular intersection that is on the section, code the turning lane operation at that location (referred to as most controlling intersection); otherwise code for a typical intersection.

Include turning lanes that are located at entrances to shopping centers, industrial parks, and other large traffic generating enterprises as well as public cross streets.

Through movements are prohibited in exclusive turn lanes.

Use codes '2' through '6' for turn lanes at a signalized or stop sign intersection that is critical to the flow of traffic; otherwise enter the code that best describes the peak-hour turning lane situation for typical intersections on the sample.

Code a continuous turning lane with painted turn bays as a continuous turning lane. Code a through lane that becomes an exclusive turning lane at an intersection as a shared (through/left turn) lane; however, if through and turning movements can be made from a lane at an intersection, it is not an exclusive turning lane.

Roundabouts (as shown in Figure 4.20) should be considered as an intersection where turns are permitted with no exclusive lanes. Use a Code '5' for this item since traffic can either turn or go through the roundabout from the same lane. Code if the roundabout controls the capacity of the entire HPMS section. If there is not a controlling intersection, then code for a typical intersection.

On-ramps and off-ramps which provide access to and from grade-separated, intersecting roadways are to be excluded from turn lane consideration.

Figure 4.27: Jug Handle Configuration Example

Figure 4.27 shows an example of a jug handle configuration.

Source: SRA Consulting Group, Nov. 2008

Jug handle configurations (as shown in Figure 4.27), or lanes on either side of the roadway should be considered as an intersection with protected (exclusive) left turn lanes. Although a jug handle may be viewed as a right turn lane, it is intended for left turn movements, therefore it should not be coded as a right turn lane; instead use Code '6.'

This Data Item should be coded based on the same intersection that is used for identifying the percent green time for a given roadway section.

Painted islands located in the center of a roadway should be considered a median, for the purposes of determining whether or not a turn lane exists.

Permitted U-turn movements are not to be considered for the purpose of determining turn lanes.

Left Turn Lanes Coding Examples:

Figure 4.28: Multiple Turn Lanes (Code '2') Example

Figure 4.28 shows an example of a roadway section that has dual exclusive left turn lanes, which would be identified as a Code “2” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.29: Multiple Turn Lanes (Code '2') Example

Figure 4.29 shows an example of a roadway section that has dual exclusive left turn lanes, which would be identified as a Code “2” for this Data Item.

Source: Unavailable

Figure 4.30: Continuous Turn Lane (Code '3') Example

Figure 4.30 shows an example of a roadway section that has a continuous exclusive left turn lane, which would be identified as a Code “3” for this Data Item.

Source: Kentucky Transportation Cabinet

Example for Coding Turn Lanes and Through Lanes:

For an intersection that has a single left turn lane and no right turn lane with turns permitted in the peak period (as shown in Figure 4.31), use a code '4' for this Data Item, and a code '5' (turns permitted; no exclusive right turning lane exists) for Data Item 12 (Right Turn Lanes). Additionally, this intersection has four through-lanes (Data Item 7), and two peak-lanes (Data Item 10).

Figure 4.31: Exclusive Turn Lane (Code '4') Example

Figure 4.31 shows an example of a roadway section that has a single exclusive left turn lane, which would be identified as a Code “4” for this Data Item.

Figure 4.32: No Exclusive Left Turn Lane (Code '5') Example

Figure 4.32 shows an example of a roadway section that does not have an exclusive left turn lane, which would be identified as a Code “5” for this Data Item.

Figure 4.33: No Left Turn Permitted (Code '6')

Figure 4.33 shows an intersection configuration for which left turning movements are prohibited from a particular street to the intersecting street (i.e. cross street), which would be identified as a Code “6” for this Data Item.

Item 14: Speed_Limit (Speed Limit)

Description: The posted speed limit.

Use: For investment requirements modeling to estimate running speed and for other analysis purposes, including delay estimation.

Extent: All Sample Panel sections, optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the daytime speed limit for automobiles posted or legally mandated on the greater part of the section. If there is no legally mandated maximum daytime speed limit for automobiles, code '999.'

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: If the speed limit changes within the limits of a section, the State must determine and report the predominant speed limit.

Item 15: Toll_Charged (Toll Charged)

Description: Identifies sections that are toll facilities regardless of whether or not a toll is charged.

Use: For administrative, legislative, analytical, and national highway database purposes.

Extent: All roadways that are toll facilities, whether public or privately-owned / operated.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE** FE** FE** FE** FE** FE** FE** FE**
Urban FE** FE** FE** FE** FE** FE** FE** FE**
FE** = Full Extent wherever data item is applicable   SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use the following codes:

Code Description
1 Toll charged in one direction only.
2 Toll charged in both directions.
3 No toll charged

Value_Text: Assign the appropriate Toll ID. See Appendix D for the list of IDs.

Value_Date: No entry required. Available for State Use.

Guidance: Code this data item only when a toll facility is present.

Code each toll and non-toll portion of contiguous toll facilities as separate sections.

If tolls are charged in both directions, but only one direction at a given time, then use Code '1'.

Include High Occupancy Toll (HOT) lanes and other special toll lanes. Use Code '3' for subsections of a toll facility that do not have tolls.

Figure 4.34: Toll-Road Signage

Figure 4.34 shows an example of toll road signage.

Source: FDOT RCI Field Handbook, Nov. 2008.

Item 16: Toll_Type (Toll Type)

Description: Indicates the presence of special tolls (i.e., High Occupancy Toll (HOT) lane(s) or other managed lanes).

Use: For administrative, legislative, analytical, and national highway database purposes.

Extent: All roadways where special tolls exist.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE** FE** FE** FE** FE** FE** FE** FE**
Urban FE** FE** FE** FE** FE** FE** FE** FE**
FE** = Full Extent wherever data item is applicable  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Use the following codes:

Code Description
1 This section has toll lanes but no special tolls (e.g., HOT lanes).
2 This section has HOT lanes.
3 This section has other special tolls.

Value_Text: Assign the appropriate Toll ID. See Appendix D for the list of IDs.

Value_Date: No entry required. Available for State Use.

Guidance: This may not be an HOV facility, but has special lanes identified where users would be subject to tolls.

High Occupancy Toll (HOT) lanes are HOV lanes where a fee is charged, sometimes based on occupancy of the vehicle or the type of vehicle. Vehicle types may include buses, vans, or other passenger vehicles.

Item 17: Route_Number (Route Number)

Description: The signed route number.

Use: Used along with route signing and route qualifier to track information by specific route.

Extent: All principal arterials, minor arterials, and the entire NHS.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE FE      
Urban FE FE FE FE FE      
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the appropriate route number (leading zeros should not be used), e.g., Interstate 81 should be coded as '81'; Interstate 35W should be coded as '35'.

Value_Text: Enter the full route number, e.g., "35W" or "291A."

Value_Date: No entry required. Available for State Use.

Guidance: This should be the same route number that is identified for the route in Data Items 18 and 19 (Route Signing and Route Qualifier).

If two or more routes of the same functional system are signed along a roadway section (e.g., Interstate 64 and Interstate 81), code the lowest route number (i.e., Interstate 64).

If two or more routes of differing functional systems are signed along a roadway section (e.g., Interstate 83 and U.S. 32), code this Data Item in accordance with the highest functional system on the route (in this example, Interstate).

For the official Interstate route number, enter an alphanumeric value for the route in Data Field 9.

If Data Items 18 or 19 (Route Signing or Route Qualifier) are coded '10,' code a text descriptor (in Field 9) for this Data Item.

If the official route number contains an alphabetic character (e.g. "32A"), then code the numeric portion of this value in Field 8, and the entire value in Field 9.

Item 18: Route_Signing (Route Signing)

Description: The type of route signing.

Use: For tracking information by specific route; used in conjunction with Data Item 19 (Route Qualifier).

Extent: All principal arterials, minor arterials, and the entire NHS.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE FE      
Urban FE FE FE FE FE      
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the value that best represents the manner in which the roadway section is signed with route markers, using the following codes:

Code Description Code Description
1 Not Signed 6 County
2 Interstate 7 Township
3 U.S. 8 Municipal
4 State 9 Parkway Marker or Forest Route Marker
5 Off-Interstate Business Marker 10 None of the Above

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: When a section is signed with two or more identifiers (e.g., Interstate 83 and U.S. 32), code the highest order identifier on the route (in this example, Interstate). Follow the hierarchy as ordered above.

Item 19: Route_Qualifier (Route Qualifier)

Description: The route signing descriptive qualifier.

Use: For tracking information by specific route; used in conjunction with Data Item 18 (Route Signing).

Extent: All principal arterials, minor arterials, and the entire NHS.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE FE      
Urban FE FE FE FE FE      
FE = Full Extent SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the value which best represents the manner in which the roadway section is signed on the route marker described in Data Item 18 (Route Signing).

Code Description Code Description
1 No qualifier or Not Signed 6 Loop
2 Alternate 7 Proposed
3 Business Route 8 Temporary
4 Bypass Business 9 Truck Route
5 Spur 10 None of the Above

 

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: If more than one code is applicable, use the lowest code.

Figure 4.35 Business Route (Code '3') Example

Figure 4.35 shows an example of signage for a business route, which would be identified as a Code “3” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.36 Proposed Route (Code '7') Example

Figure 4.36 shows an example of signage for a proposed route, which would be identified as a Code “7” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.37 Temporary Route (Code '8') Example

Figure 4.37 shows an example of signage for a temporary route, which would be identified as a Code “8” for this Data Item.

Source: FDOT RCI Field Handbook, Nov. 2008.

Item 20: Alternative_Route_Name (Alternative Route Name)

Description: A familiar, non-numeric designation for a route.

Use: For tracking information by specific route; used in conjunction with Data Items 18 and 19 (Route Signing and Route Qualifier).

Extent: Optional for principal arterial, minor arterial, and NHS sections where this situation exists.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE FE FE FE      
Urban FE FE FE FE FE      
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: No entry required. Available for State Use.

Value_Text: Optional. Enter the alternative route name.

Value_Date: No entry required. Available for State Use.

Guidance: Examples for this Data item would be the "Pacific Coast Highway" (in California), and the "Garden State Parkway" (in New Jersey).

Item 21: AADT (Annual Average Daily Traffic)

Description: Annual Average Daily Traffic.

Use: For apportionment, administrative, legislative, analytical, and national highway database purposes.

Extent: All Federal-aid highways including ramps located within grade-separated interchanges.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE+R FE+R FE+R FE+R FE+R FE+R    
Urban FE+R FE+R FE+R FE+R FE+R FE+R FE+R  
FE + R = Full Extent & Ramps  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter a value that represents the AADT for the current data year.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Metadata: See Chapter 3 for a description of the metadata reporting requirements for this Data Item.

Guidance: For two-way facilities, provide the bidirectional AADT; for one-way couplets, one-way roadways, and ramps, provide the directional AADT.

This Data Item must also be reported for all ramp sections contained within grade separated interchanges

All AADTs must reflect application of day of week, seasonal, and axle correction factors, as necessary; no other adjustment factors shall be used. Growth factors should be applied if the AADT is not derived from current year counts.

AADTs for the NHS, Interstate, Principal Arterials (OFE, OPA), and HPMS Sample Panel sections must be based on traffic counts taken on a minimum three-year cycle. AADTs for the non Principal Arterial System and non Sample Panel sections can be based on a minimum six-year counting cycle.

If average weekday, average weekly, or average monthly traffic is calculated or available, it must be adjusted to represent the annual average daily traffic (AADT). AADT is an average daily value that represents all days of the reporting year.

AADT guidance for ramps:

AADT values representing the current data year are required for ramps contained within grade separated interchanges on all Federal-aid highways. To the extent possible, the same procedures used to develop AADTs on HPMS sections should also be used to develop ramp AADT data. At a minimum, 48-hour ramp traffic counts should be taken on a six-year cycle, so at least one-sixth of the ramps should be counted every year.

Ramp AADT data may be available from freeway monitoring programs that continuously monitor travel on ramps and mainline facilities. Ramp balancing programs implemented by the States for ramp locations and on high volume roadways could be used to gather traffic data on ramps. States are encouraged to use adjustment factors that have been developed based either on entrance or exit travel patterns, or on the functional system of the ramp. The procedure should be applied consistently statewide.

Additional guidance on how this data is to be developed and reported is contained in Chapter 5.

Item 22: AADT_Single_Unit (Single-Unit Truck and Bus AADT)

Description: Annual Average Daily Traffic for single-unit trucks and buses.

Use: For investment requirements modeling to estimate pavement deterioration and operating speeds, in the cost allocation pavement model, the truck size and weight analysis process, freight analysis, and other scenario based analysis.

Extent: All NHS and Sample Panel sections; optional for all other non-NHS sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE SP SP SP SP    
Urban FE FE SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the volume for all single-unit truck and bus activity over all days of the week and seasons of the year in terms of the annual average daily traffic.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Metadata: See Chapter 3 for a description of the AADT metadata reporting requirements related to this Data Item.

Guidance: This value should be representative of all single-unit truck and bus activity based on vehicle classification count data from both the State's and other agency's traffic monitoring programs over all days of the week and all seasons of the year. Actual vehicle classification counts should be adjusted to represent average conditions as recommended in the Traffic Monitoring Guide (TMG). Single-unit trucks and buses are defined as vehicle classes 4 through 7 (buses through four-or-more axle, single-unit trucks).

AADT values shall be updated annually to represent current year data.

Section specific measured values are requested based on traffic counts taken on a minimum three-year cycle. If these data are not available, values derived from classification station data on the same route, or on a similar route with similar traffic characteristics in the same area can be used.

Specific guidance for the frequency and size of vehicle classification data collection programs, factor development, age of data, and other applications is contained in the Traffic Monitoring Guide.

Item 23: Pct_Peak_Single (Percent Peak Single-Unit Trucks and Buses)

Description: Peak hour single-unit truck and bus volume as a percentage of total AADT.

Use: For investment requirements modeling to calculate capacity and peak volumes.

Extent: All Sample Panel sections; optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the peak hour single-unit truck and bus volume as a percentage of the applicable roadway section's AADT rounded to the nearest tenth of a percent (0.001%). This percent should not be rounded to the nearest whole percent or to zero percent if minimal vehicles exist.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Code this item based on vehicle classification data from traffic monitoring programs for vehicle classes 4 through 7 (as defined in the Traffic Monitoring Guide), based on traffic counts taken on a three-year cycle, at a minimum.

The Percent Peak Single-Unit Trucks and Buses value is calculated by dividing the number of single-unit trucks and buses during the hour with the highest total volume (i.e. the peak hour) by the AADT (i.e. the total daily traffic). Note that this data item is based on the truck traffic during the peak traffic hour and not the hour with the most truck traffic.

If actual measured values are not available, then an estimate shall be made based on the most readily available information. The most credible method would be to use other site specific measured values from sites located on the same route. Other methods may include: assigning site specific measured values to other samples that are located on similar facilities with similar traffic characteristics in the same geographic area and in the same volume group; or assigning measured values from samples in the same functional system and in the same area type ( i.e., rural, small urban, urbanized).

Statewide or functional system-wide values should not be used. Peak hour values may be different than daily averages which must be taken into consideration.

Supplemental methods and sources may be particularly useful in urban areas. These include turning movement studies, origin and destination studies, license plate surveys, design estimates and projections, and MPO data obtained for other purposes. Short term visual observation of truck travel can also be helpful when developing an estimate.

The hour used for calculation purposes should be the same time period that is used to calculate K-factor and D-factor. This information can be determined from continuous traffic monitoring data or from the time period with the highest hourly volume based on a short term traffic count.

Note that this data represents the truck traffic during the peak traffic hour and not the hour which has the peak truck traffic (see Figure 4.38).

Figure 4.38 Peak Hour Truck Traffic vs. AADT

Figure 4.38 shows a line graph which is intended to communicate the relationship between Annual Average Daily Traffic (AADT) and peak-hour truck traffic, where the peak-hour has been identified as 4:00-5:00 pm. For Percent Peak Truck calculation purposes, the peak hour truck traffic serves as the equation's numerator, while the AADT serves as the denominator.

Code this data item in accordance with the limits for which Data Item #22 is reported.

The following examples illustrate the % Peak Single-Unit (SU) Trucks calculation:

Example #1

AADT = 150,000 vehicles

SU AADT = 12,100 SU trucks (classes 4-7)

Peak hour SU Trucks = 1,550 SU trucks (classes 4-7)

% Peak SU Trucks = (Peak hour SU trucks/AADT)*100 =

(1,550 SU trucks/150,000)*100 = 1.0333%

*When reported in HPMS, this % Peak SU value would be reported as 1.0%.

Example #2

AADT = 2,050 vehicles

SU AADT = 85 SU trucks (classes 4-7)

Peak hour SU Trucks = 8 SU trucks (classes 4-7)

% Peak SU Trucks = (Peak hour SU trucks/AADT)*100

(8 SU trucks/2,050)*100 = 0.39%

*When reported in HPMS, this % Peak SU value would be reported as 0.4%.

Item 24: AADT_Combination (Combination Truck AADT)

Description: Annual Average Daily Traffic for Combination Trucks.

Use: For investment requirements modeling to estimate pavement deterioration and operating speeds, in the cost allocation pavement model, the truck size and weight analysis process, and freight analysis.

Extent: All NHS and Sample Panel sections; optional for all other non-NHS sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural FE FE SP SP SP SP    
Urban FE FE SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the volume for combination-unit truck activity over all days of the week and seasons of the year in terms of the annual average daily traffic.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Metadata: See Chapter 3 for a description of the AADT metadata reporting requirements related to this Data Item.

Guidance: This value should be representative of all combination truck activity based on vehicle classification data from traffic monitoring programs over all days of the week and all seasons of the year. Actual vehicle classification counts should be adjusted to represent average conditions as recommended in the Traffic Monitoring Guide (TMG). Combination trucks are defined as vehicle classes 8 through 13 (four-or-less axle, single-trailer trucks through seven-or-more axle, multi-trailer trucks).

AADT values shall be updated annually to represent current year data.

Section specific measured values are requested based on traffic counts taken on a three-year cycle, at a minimum. If these data are not available, use values derived from classification station data on the same route or on a similar route with similar traffic characteristics in the same area.

Specific guidance for the frequency and size of vehicle classification data collection programs, factor development, age of data, and other applications is contained in the Traffic Monitoring Guide.

Item 25: Pct_Peak_Combination (Percent Peak Combination Trucks)

Description: Peak hour combination truck volume as a percentage of total AADT.

Use: For investment requirements modeling to calculate capacity and peak volumes.

Extent: All Sample Panel sections; optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the peak hour combination truck volume as a percentage of the applicable roadway section's AADT rounded to the nearest tenth of a percent (0.001%). This percent should not be rounded to the nearest whole percent or to zero percent if minimal vehicles exist.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Code this item based on vehicle classification data from traffic monitoring programs for vehicle classes 8 through 13 (as defined in the TMG) based on traffic counts taken on a three year cycle, as a minimum. Code this data item in accordance with the limits for which Data Item #24 is reported.

The Percent Peak Combination Truck value is calculated by dividing the number of combination trucks during the hour with the highest total volume (i.e. the peak hour) by the AADT (i.e. the total daily traffic). Note that this data item is based on the truck traffic during the peak traffic hour and not the hour with the most truck traffic.

If actual measured values are not available, then an estimate shall be made based on the most readily available information. The most credible method would be to use other site specific measured values from sites located on the same route. Other methods may include: assigning site specific measured values to other samples that are located on similar facilities with similar traffic characteristics in the same geographic area and in the same volume group; or assigning measured values from samples in the same functional system and in the same area type ( i.e., rural, small urban, urbanized).

Statewide or functional system-wide values should not be used. Peak hour values may be different than daily averages which must be taken into consideration.

Supplemental methods and sources may be particularly useful in urban areas. These include turning movement studies, origin and destination studies, license plate surveys, design estimates and projections, and MPO data obtained for other purposes. Short term visual observation of truck travel can also be helpful when developing an estimate.

The hour used for calculation purposes should be the same time period that is used to calculate K-factor and D-factor. This information can be determined from continuous traffic monitoring data or from the time period with the highest hourly volume based on a short term traffic count.

Note that this data represents the truck traffic during the peak traffic hour and not the hour which has the peak truck traffic (see Figure 4.38).

The following examples illustrate the % Peak Combination-Unit (CU) Trucks calculation:

Example #1

AADT = 15,000 vehicles

CU AADT = 2,800 CU trucks (classes 8-13)

Peak hour CU Trucks = 215 CU trucks (classes 8-13)

% Peak CU Trucks = (Peak hour CU Trucks/AADT)*100 =

(215 CU Trucks/15,000)*100 = 1.433%

*When reported in HPMS, this % Peak CU value would be reported as 1.4%.

Example #2

AADT = 70,240 vehicles

CU AADT = 22,750 CU Trucks (classes 8-13)

Peak hour CU Trucks = 1,528 CU Trucks (classes 8-13)

% Peak CU Trucks = (Peak hour CU Trucks/AADT)*100

(1,528 CU Trucks/70,240)*100 = 2.175%

*When reported in HPMS, this % Peak CU value would be reported as 2.2%.

Item 26: K_Factor (K-factor)

Description: The peak hour volume as a percentage of AADT.

Use: For investment requirements modeling to calculate capacity and estimate needed capacity improvements, in the cost allocation pavement model, and for other analysis purposes, including delay estimation.

Extent: All Sample Panel sections; optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the K-factor to the nearest percent.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: The K-factor is the peak hour volume as a percentage of the annual average daily traffic. Section specific values should be provided. Statewide or functional system-wide values should not be used. The K-Factor normally ranges from 7 to 18 percent. Values less than 7 percent indicate that there is no significant peak hour and that volumes are the same for every hour of the day which is an unusual condition.

The Highway Capacity Manual provides some guidance on how to collect and calculate this data in rural and urban locations if sufficient traffic data is not available. For rural areas, the four highest consecutive fifteen (15) minute traffic volume counts can be used to estimate the peak hour. For urban areas, either the a.m. or p.m. weekday peak period traffic volume counts can be used to estimate the peak hour.

The best source of this data is from continuous traffic monitoring sites. If continuous data is not available, then short term traffic count data can be used to determine the peak hour and the peak hour volume. If this data is not available, use values derived from continuous count station data on the same route or on a similar route with similar traffic characteristics in the same area.

When utilizing traffic count data gathered from continuous traffic monitoring sites, the 30th highest hourly volume for a given year (typically used) is to be used for the purposes of calculating K-factor. Conversely, the peak hour volume is used for this calculation when utilizing data gathered from short term traffic monitoring sites.

Other sources of this data may include the use of project level information for the section, turning movement and classification count data to estimate peak hour volume, regression analysis of computed K-factors at ATR stations, continuous site data grouped by urbanized areas to estimate urbanized area K-factors, and continuous site data grouped by number of lanes for high volume routes.

The hour used to calculate K-factor should also be used to calculate percent trucks and D-factor.

Code this data item in accordance with the limits for which Data Item #21 is reported.

Item 27: Dir_Factor (Directional Factor)

Description: The percent of peak hour volume flowing in the peak direction.

Use: For investment requirements modeling to calculate capacity and estimate needed capacity improvements, in congestion, delay, and other analyses, and in the cost allocation pavement model.

Extent: All Sample Panel sections; optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

 

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the percentage of the peak hour volume flowing in the peak direction. Code '100' for one-way facilities.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Section-specific values based on an actual count should be provided. If this information is unavailable, use values derived from continuous count station data on the same route or on a similar route with similar traffic characteristics in the same area. Statewide or functional system-wide values should not be used.

For two-way facilities, the directional factor normally ranges from 50 to 70 percent.

When utilizing traffic count data gathered from continuous traffic monitoring sites, the 30th highest hourly volume for a given year (typically used) is to be used for the purposes of calculating D-factor. Conversely, the peak hour volume is used for this calculation when utilizing data gathered from short term traffic monitoring sites.

The hour used to calculate D-factor should also be used to calculate percent trucks and K-factor.

Code this data item in accordance with the limits for which Data Item #21 is reported.

Item 28: Future_AADT (Future AADT)

Description: Forecasted AADT.

Use: For investment requirements modeling to estimate deficiencies and future improvement needs, in the cost allocation pavement model and in other analytical studies.

Extent: All Sample Panel sections; optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  

FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the forecasted two-way AADT (one-way where applicable).

Value_Text: No entry required. Available for State Use.

Value_Date: Four-digit year for which the Future AADT has been forecasted.

Guidance: This should be a 20-year forecast AADT, which may cover a period of 18 to 25 year periods from the data year of the submittal, and must be updated if less than 18 years.

Future AADT should come from a technically supportable State procedure, Metropolitan Planning Organizations (MPOs) or other local sources. HPMS forecasts for urbanized areas should be consistent with those developed by the MPO at the functional system and urbanized area level.

This data may be available from travel demand models, State and local planning activities, socioeconomic forecasts, trends in motor vehicle and motor fuel data, projections of existing travel trends, and other types of statistical analyses.

Code this data item in accordance with the limits for which Data Item #21 is reported.

Item 29: Signal_Type (Signal Type)

Description: The predominant type of signal system on a sample section.

Use: For the investment requirements modeling process to calculate capacity and estimate delay.

Extent: All Sample Panel sections located in urban areas; optional for all other urban sections beyond the limits of the Sample Panel and rural Sample Panel sections.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP* SP* SP* SP* SP* SP*    
Urban SP SP SP SP SP SP SP  
FE = Full Extent SP = Sample Panel Sections  SP* = Sample Panel Sections (optional)

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the code that best describes the predominant type of signal system for the direction of travel (in the inventory direction). Signal information may be coded for rural sections on an optional basis.

Code Description
1 Uncoordinated Fixed Time (may include pre-programmed changes for peak or other time periods).
2 Uncoordinated Traffic Actuated.
3 Coordinated Progressive (coordinated signals through several intersections).
4 Coordinated Real-time Adaptive
5 No signal systems exist.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: It is difficult to determine coordinated signals from field observations, therefore the best source of such data may be traffic engineering departments or traffic signal timing plans. However, if such information cannot be obtained, field inspection and/or observation may be necessary.

Code '4' - Coordinated Real-Time Traffic Adaptive is difficult to determine from field reviews and may require discussion with local traffic engineering personnel. It is good practice to always contact the agencies responsible for the signals in question to obtain information on the type of signal and green time when available.

Examples of Types of Signals:

Figure 4.39: Uncoordinated Fixed Time (Code '1') Example

Generally found in rural areas, and in some cases small urban areas; typically not in close proximity to other traffic signals.

Figure 4.39 shows an example of an intersection with an uncoordinated fixed time signal type, which would be identified as a Code “1” for this Data Item.

Figure 4.40: Uncoordinated Traffic Actuated (Code '2') Example

These signals are typically identified by the presence of in-pavement loops or other detectors (intrusive or non-intrusive) on the approach to the intersection in one or more lanes.

Figure 4.40 shows an example of an intersection approach leg with an uncoordinated traffic actuated signal type, which would be identified as a Code “2” for this Data Item.

Figure 4.41: Coordinated Progressive (Code '3') Example

These signals usually occur in high-traffic urban or urbanized areas, in close proximity to other signals (as shown in Figure 4.41), and are usually timed or coordinated with adjoining signals. This type of signal allows for a more constant free flow of traffic.

Figure 4.41 shows an example of an intersection with a coordinated progressive signal type, which would be identified as a Code “3” for this Data Item.

Item 30: Pct_Green_Time (Percent Green Time)

Description: The percent of green time allocated for through-traffic at intersections.

Use: For investment requirements modeling to calculate capacity and in congestion analyses.

Extent: All Sample Panel sections located in urban areas; optional for all other urban sections beyond the limits of the Sample Panel and rural Sample Panel sections.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP* SP* SP* SP* SP* SP*    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections  SP* = Sample Panel Sections (optional)

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the percent green time in effect during the peak period (max peak period preferred) for through traffic at signalized intersections, for the inventoried direction of travel.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: Example - Procedure for Calculating Percent Green Time:

The timing of signals should occur during either the AM or PM peak period (i.e., 7-9 AM or 4-6 PM). Using a stopwatch, the entire signal cycle (green, amber, red) should be timed (in seconds), followed by the timing of the green cycle (in seconds). Then, divide the green cycle time by the entire signal time to find the percent green time. If the signal has a green arrow for turning movements, do not include the green arrow time in the timing of the green cycle. Use the average of at least three field-timing checks to determine a "typical" green time for traffic-actuated or demand responsive traffic signals.

Additional Guidance:

Code this Data Item for all sections where right and left turn data (Data Items 12 and 13) are coded.

For uncoordinated traffic actuated signals only, data can be collected when monitoring green time. Consider the surrounding environment and determine if the inventory direction of the signal would actually carry the peak flow for the intersection. Based on this approach, the value received may be an estimate depending upon the operation of the traffic signal during the peak hour. Furthermore, if the traffic signal is fully actuated, or the approach of interest is actuated, estimate the percent of green time based on the maximum green time available for that phase of operation versus the maximum cycle length. This would provide the "worst case" scenario since the volume on the actuated approach typically varies cycle by cycle.

Where peak capacity for a section is governed by a particular intersection that is on the section, this Data Item should be coded based on the percent green time at that location; otherwise code this Data Item for the predominate intersection.

For traffic actuated traffic signals, use the results of a field check of several (three complete cycles) peak period light cycles to determine a "typical" green time. Ignore separate green-arrow time for turning movements.

Item 31: Number_Signals (Number of Signalized Intersections)

Description: A count of the signalized at-grade intersections.

Use: For investment requirements modeling to calculate capacity and estimate delay.

Extent: All Sample Panel sections, optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Code the number of signalized at-grade intersections, controlling traffic in the inventory direction.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: A signal which cycles through red, yellow (amber), and green for all or a portion of the day should be counted as a signal.

Access points to large traffic generators (e.g., shopping centers, malls, large work sites, office parks, apartment complexes, etc.) should be counted as intersections if the access point is controlled by a traffic signal.

Special treatment is required when a Sample Panel section begins and/or ends with a traffic control device (i.e., Data Items 31, 32, and 33). This is accomplished by doing the following as illustrated in Figure 4.45:

For divided roadways, continuous cross streets are to be counted as a single intersection. If the cross street is not continuous and is separated by at least 50 feet, then it should be counted as two intersections.

Roundabouts (see Figure 4.20) should be coded under Data Item 33 (At-Grade/Other) intersections.

The sum of Data Items 31, 32, and 33 should be equal to the total number of intersections on the section.

Figure 4.42 Signal Inventory

Count the signals controlling the route being inventoried. Each signal must cycle through red, yellow, and green.

Figure 4.42 identifies the northbound direction as being the inventory direction for a given intersection.Inventory direction

Source: FDOT RCI Field Handbook, Nov. 2008.

Item 32: Stop_Signs (Number of Stop-Sign Controlled Intersections)

Description: A count of the at-grade intersections with stop signs.

Use: For investment requirements modeling to calculate capacity and estimate delay.

Extent: All Sample Panel sections, optional for all other sections beyond the limits of the Sample Panel.

Functional System   1 2 3 4 5 6 7
NHS Int OFE OPA MiA MaC MiC Local
Rural SP SP SP SP SP SP    
Urban SP SP SP SP SP SP SP  
FE = Full Extent  SP = Sample Panel Sections

Coding Requirements for Fields 8, 9, and 10:

Value_Numeric: Enter the number of at-grade intersections, with a stop sign, controlling traffic in the inventory direction.

Value_Text: No entry required. Available for State Use.

Value_Date: No entry required. Available for State Use.

Guidance: A continuously operating (i.e. all day), flashing red signal should be counted as a stop sign.

Stop signs on intersecting roads should not be included in the total count.

Access points to large traffic generators (e.g., shopping centers, malls, large work sites, office parks, apartment complexes, etc.) should be counted as intersections if the access point is controlled by a stop sign.

Special treatment is required when a Sample Panel section begins and/or ends with a traffic control device (i.e., Data Items 31, 32, and 33). This is accomplished by doing the following as illustrated in Figure 4.45:

For divided roadways, continuous cross streets are to be counted as a single intersection. If the cross street is not continuous and is separated by at least 50 feet, then it should be counted as two intersections.

Roundabouts (see Figure 4.20) should be coded under Data Item 33 (At-Grade/Other) intersections.

The sum of Data Items 31, 32, and 33 should be equal to the total number of intersections on the section.

Figure 4.43 Stop Sign Controlled Intersection

Figure 4.43 shows an example of a stop-sign controlled intersection.

Source: MnDOT, Dec. 2012.

Previous | Table of Contents | Next

Page last modified on May 18, 2012.
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000