Alternative Regression Model Structure for the HCM-6 Equal-Capacity Passenger Car Equivalency Methodology

Abstract

In the current version of the Highway Capacity Manual (HCM-6), equal-capacity passenger car equivalencies (EC-PCEs) are used to account for the effect of trucks for capacity analyses. The EC-PCEs for freeway segments were estimated using a microsimulation-based methodology where the capacities of the mixed-traffic and car-only flow scenarios were modeled. A nonlinear regression (NLR) model was used to develop capacity adjustment factor (CAF) models using the microsimulation data as input. The NLR model has a complex model structure and includes 15 model parameters. It is argued in this paper that simpler regression models could provide comparable results. This would allow CAF and EC-PCE equations to be used directly in the HCM-6 rather than tables. It would also allow for the development of new regression models for exploring new technologies such as connected and automated vehicles (CAVs). The objective of this paper was to develop alternative and simpler regression models of CAFs needed to derive the EC-PCE values in the HCM-6 methodology for freeway and multilane highway segments. It was found that simpler regression models provided similar results as those obtained with the current NLR model. Additionally, it was found that the current NLR model may not be adequate for analyzing CAV traffic conditions. If the HCM-6 EC-PCE methodology is expected to be used to analyze traffic conditions beyond the scope of the HCM-6, it is important to perform a deeper assessment of the form and error of the regression models used in fitting the simulated and estimated data.

Calibration and Validation Methodology for Simulation Models of Intelligent Work Zones

“…The desired speed distributions are obtained from the field data when the traffic is under free-flow conditions. It should be noted that the speed distributions are disaggregated by vehicle type (e.g., cars and trucks) because it has been shown that in the western U.S. free-flow speeds can vary greatly according to vehicle type ( 19, 20 ). In addition, the desired speed distributions are disaggregated by locations (i.e., PDMS1 versus PDMS2) and by displayed messages (i.e., SLOW versus STOP).…”