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

 

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

 

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

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

 

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.

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:

• Parallel roadways that have the same route designation (e.g., Route 1), but different street names (e.g., West Avenue, and East Avenue);
• Typically located in an urban area or a city/town;
• Usually connects to roadways with two-way traffic;
• Are typically separated by some physical or visual element other than a curb or barrier, such as buildings, landscaping, or terrain;
• Parallel roadways which complement each other in providing access at both termini; and
• Not designated as an Interstate

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

Source: Bing Maps

Figure 4.5 shows an example of a street (7^th 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

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

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

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

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

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

 

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

 

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

Source: PennDOT

Figure 4.11: Tunnel (Code '2') Example

Source: PennDOT

Figure 4.12: Causeway (Code '3') Example

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

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).

 

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

Source: TxDOT, Transportation Planning and Programming Division.

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

Source: TxDOT, Transportation

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

Figure 4.15	Figure 4.16

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

 

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

 

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

 

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:

• Collector-distributor lanes;
• Weaving lanes;
• Frontage road lanes;
• Parking and turning lanes;
• Acceleration/deceleration lanes;
• Toll collection lanes;
• Truck climbing lanes; and
• Shoulders.

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

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

 

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.

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

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

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

 

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

• For urban roads, code based on the peak direction of travel;
• For rural 2 or 3-lane roads, code both directions; and
• For rural roads with 4 or more lanes, code based on the peak direction of travel.

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)

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

 

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

• For urban roads, code based on the counter-peak (i.e. opposite-peak) direction of travel;
• For rural 2 or 3-lane roads, do not code this data item

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

 

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.

 

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

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

Source: TxDOT, Transportation Planning and Programming Division.

Right Turn Lanes Coding Examples:

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

Source: FDOT RCI Field Handbook, Nov. 2008.

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

Source: Minnesota Dept. of Transportation (MnDOT).

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

Source: MoveTransport.com

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

Source: FDOT RCI Field Handbook, Nov. 2008.

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

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

 

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.

 

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

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

Source: FDOT RCI Field Handbook, Nov. 2008.

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

Source: Unavailable

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

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

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

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

 

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

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

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

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

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.

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

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

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

 

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

 

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

 

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

Figure 4.35 Business Route (Code '3') Example

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.36 Proposed Route (Code '7') Example

Source: FDOT RCI Field Handbook, Nov. 2008.

Figure 4.37 Temporary Route (Code '8') Example

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

 

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

 

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

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

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

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

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

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

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 30^th 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

 

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 30^th 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

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)

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.

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 4.40: 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 4.41: 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.

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)

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

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:

• Choose a statewide direction for inventory purposes (e.g., South to North, West to East, etc.);
• Choose a statewide rule to either always count the beginning at-grade intersection only or the ending at-grade intersection only, but never both.

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.

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

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:

• Choose a statewide direction for inventory purposes (e.g., South to North, West to East, etc).
• Choose a statewide rule to either always count the beginning at-grade intersection only or the ending at-grade intersection only, but never both.

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

Source: MnDOT, Dec. 2012.

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