HPMS Manual

HPMS Field Manual.pdf

Highway Performance Monitoring System (HPMS)

HPMS Manual

OMB: 2125-0028

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Highway Performance Monitoring System
Field Manual
For the Collection, Coding, and Reporting of HPMS Data

Federal Highway Administration
Office of Highway Policy Information
10/1/2024
Office of Management & Budget (OMB) Control No. 2125-0028

Contents
0BChapter 1: Introduction to HPMS ............................................................................................................... 1
1BChapter 2: Certified Public Road Mileage................................................................................................... 8
2BChapter 3: Roadway Attributes Data.......................................................................................................... 9
9B3.1 General Requirements ........................................................................................................................ 9
10B3.2 Road Designations Data .................................................................................................................... 18
1B3.3 Road Identifications Data .................................................................................................................. 24
12B3.4 Road Events Data .............................................................................................................................. 28
20BInventory Data Items .......................................................................................................................... 30
21BLanes Data Items ................................................................................................................................. 43
2BIntersections Data Items ..................................................................................................................... 68
23BTraffic Data Items ................................................................................................................................ 90
24BControl Data Items ............................................................................................................................ 103
25BPavement Data Items........................................................................................................................ 106
26BTerrain Data Items ............................................................................................................................ 144
27BTravel Time Code Data Item.............................................................................................................. 158
3BChapter 4: Summary Data ....................................................................................................................... 160
13B4.1 Vehicle Summaries .......................................................................................................................... 160
14B4.2 Non-Federal-Aid Summaries ........................................................................................................... 161
15B4.3 County Summaries .......................................................................................................................... 162
4BChapter 5: Estimates ............................................................................................................................... 163
5BChapter 6: Road Event Collection Methods ........................................................................................... 166
6BChapter 7: ARNOLD Routes & Urban Area Boundaries .......................................................................... 171
7BChapter 8: Travel Time Metrics ............................................................................................................... 173
8BChapter 9: Sampling Procedures ............................................................................................................. 184
16B9.1 Sample Limits .................................................................................................................................. 184
17B9.2 The Table of Potential Samples ...................................................................................................... 185
18B9.3 Sample Adequacy ............................................................................................................................ 187
19B9.4 Sample Maintenance ...................................................................................................................... 189

Data Item Quick Links
Data Item Name
Access Control
Annual Average Daily Traffic
Base Thickness
Base Type
Combination Truck AADT
Counter Peak Lanes
County ID
Cracking Percent
Curve Classification
Directional Factor
Directional Through Lanes
Facility Type
Faulting
Functional System
Future AADT
Grade Classification
International Roughness Index (IRI)
Is Restricted
K-Factor
Lane Width
Last Overlay Thickness
Left Shoulder Width
Left Turn Lanes
Maintenance and Operations
Managed Lane Operations Type
Managed Lanes
Median Type
Median Width
National Highway Freight Network (NHFN)
National Highway System (NHS)
National Truck Network (NN)
Number of Intersections, Type - Other
Number of Signalized Intersections
Number of Stop Sign-Controlled Intersections
Ownership
Peak Lanes
Peak Parking
Percent Green Time
Percent Passing Sight Distance
Percent Design Hour Combination Trucks
Percent Design Hour Single-Unit Trucks & Buses

Data Item #
5
21
60
59
24
11
63
52
43
27
70
3
51
1
28
45
47
73
26
34
56
39
13
68
8
9
35
36
72
64
66
33
31
32
6
10
40
30
46
25
23

Page #
103
91
143
142
96
48
39
123
148
101
66
31
119
19
102
153
106
42
99
50
139
63
74
40
45
46
52
54
23
20
22
87
82
84
38
47
64
81
155
98
95

Present Serviceability Rating
Right Shoulder Width
Right Turn Lanes
Route Number
Rutting
Shoulder Type
Signal Type
Single-Unit Truck & Bus AADT
Soil Type
Speed Limit
Strategic Highway Network (STRAHNET)
Structure Type
Surface Type
Terrain Type
Thickness Flexible
Thickness Rigid
Through Lanes
Toll ID
Travel Time Code
Urban ID
Widening Potential
Year of Last Construction
Year of Last Improvement

48
38
12
17
50
37
29
22
62
14
65
4
49
44
58
57
7
15
71
2
42
55
54

109
58
68
25
115
56
78
93
144
105
21
36
111
150
141
140
43
49
158
30
144
138
137

List of Tables
Table 1: Uses of HPMS Data ......................................................................................................................... 4
Table 2: Calculation Methods .................................................................................................................... 11
Table 3: Roadway Attributes Data Items .................................................................................................... 13
Table 4: Road Designations Table ............................................................................................................... 19
Table 5: Road Identifications Table............................................................................................................. 24
Table 6: Road Events Table ......................................................................................................................... 29
Table 7: Travel-Lane Reporting Requirements/Specifications.................................................................... 68
Table 8: Present Serviceability Rating ....................................................................................................... 111
Table 9: Data Item Requirements by Surface Type .................................................................................. 114
Table 10: Vehicle Summaries Table .......................................................................................................... 160
Table 11: Non-Federal-Aid Summaries Table ........................................................................................... 161
Table 12: County Summaries Table .......................................................................................................... 162
Table 13: Road Estimates Table ................................................................................................................ 163
Table 14: Estimate Types and Valid Values............................................................................................... 163
Table 15: Codes for Viscosity Graded Binders .......................................................................................... 164
Table 16: Codes for Super Pave Binders ................................................................................................... 165

Table 17: Road Event Collection Methods Table ...................................................................................... 166
Table 18: Collection Method Types and Valid Values ............................................................................... 167
Table 19: ARNOLD Routes Table ............................................................................................................... 172
Table 20: Urban Area Boundary Table ...................................................................................................... 172
Table 21: Travel Time Metrics Dataset ..................................................................................................... 173
Table 22: Sample Limits Table................................................................................................................... 184
Table 23: Volume Group / AADT Range .................................................................................................... 185
Table 24: Precision Levels ......................................................................................................................... 186
Table 25: Sample Panel Change Cause / Recommendation ..................................................................... 190

List of Figures
Figure 1: HPMS Timeline .............................................................................................................................. 3
Figure 2: Certified Mileage Process ............................................................................................................. 8
Figure 3: At-Grade Intersection Reference Points ..................................................................................... 17
Figure 4: Taper Points ................................................................................................................................ 18
Figure 5: Road Name .................................................................................................................................. 27
Figure 6: Business Route (Code 3) Example ............................................................................................... 28
Figure 7: Proposed Route (Code 7) Example ............................................................................................. 28
Figure 8: Temporary Route (Code 8) Example ........................................................................................... 28
Figure 9: One-Way Roadway (Code 1) Example ........................................................................................ 33
Figure 10: One-Way Pairs (Code 1) Example ............................................................................................. 33
Figure 11: Two-Way Roadway (Code 2) Example ...................................................................................... 34
Figure 12: Ramp (Code 4) Example ............................................................................................................ 34
Figure 13: Non-Mainline (Code 5) Example ............................................................................................... 35
Figure 14: Non-Inventory Direction (Code 6) Example .............................................................................. 35
Figure 15: Bridge (Code 1) Example ........................................................................................................... 37
Figure 16: Tunnel (Code 2) Example .......................................................................................................... 37
Figure 17: Causeway (Code 3) Example ..................................................................................................... 37
Figure 18: Is Restricted Examples .............................................................................................................. 43
Figure 19: A Roadway with Four Through-Lanes ....................................................................................... 44
Figure 20: HOV Signage .............................................................................................................................. 46
Figure 21: Peak Lanes (Code 3) Example ................................................................................................... 48
Figure 22: Reversible Lanes Example ......................................................................................................... 48
Figure 23: An Example for Measuring Lane Width .................................................................................... 52
Figure 24: An Example of Median Type (Code 2) Unprotected ................................................................. 54
Figure 25: An Example for Measuring Median Width................................................................................ 55
Figure 26: Median Width Measurement ................................................................................................... 55
Figure 27: Bituminous (Code 2).................................................................................................................. 57
Figure 28: Stabilized (Code 4) .................................................................................................................... 57
Figure 29: Combination (Code 5) ............................................................................................................... 58
Figure 30: Earth (Code 6) ........................................................................................................................... 58
Figure 31: Earth Shoulder Measurement................................................................................................... 60

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Bituminous Shoulder Measurement ......................................................................................... 60
Measuring Shoulders with Guardrails ....................................................................................... 61
Measuring Shoulders with Parking/Bike Lanes ......................................................................... 61
Measuring Shoulders with Parking and Bike Lanes .................................................................. 62
Measuring Shoulders with Combined Parking/Bike Lanes ....................................................... 62
Parking on One Side (Code 1) Example ..................................................................................... 65
Parking on Both Sides (Code 2) Example .................................................................................. 65
No Parking Allowed (Code 3) Example...................................................................................... 66
Roundabout Configuration Example ......................................................................................... 70
Painted Island Example ............................................................................................................. 71
Multiple Turn Lanes (Code 2) Example ..................................................................................... 71
Continuous Turn Lane (Code 3) Example .................................................................................. 72
Single Turn Lane (Code 4) Example ........................................................................................... 72
No Exclusive Turn Lane (Code 4) Example ................................................................................ 73
No Right Turn Permitted (Code 6) Example .............................................................................. 73
Jug Handle Configuration Example ........................................................................................... 75
Multiple Turn Lanes (Code 2) Example ..................................................................................... 76
Continuous Turn Lane (Code 3) Example .................................................................................. 76
Exclusive Turn Lane (Code 4) Example ...................................................................................... 77
No Exclusive Left Turn Lane (Code 5) Example ......................................................................... 77
No Left Turn Permitted (Code 6) Example ................................................................................ 78
Uncoordinated Fixed Time (Code 1) Example........................................................................... 79
Uncoordinated Traffic Actuated (Code 2) Example .................................................................. 80
Coordinated Progressive (Code 3) Example .............................................................................. 80
Intersection Count Example ...................................................................................................... 84
Stop Sign-Controlled Intersection ............................................................................................. 86
Intersection Count Example ...................................................................................................... 87
At-Grade Other Example ........................................................................................................... 89
Intersection Count Example ...................................................................................................... 90
Full Access Control (Code 1) Examples ................................................................................... 104
Partial Access Control (Code 2) Examples ............................................................................... 104
No Access Control (Code 3) Examples .................................................................................... 105
Rutting ..................................................................................................................................... 118
Rutting Example ...................................................................................................................... 118
Faulting.................................................................................................................................... 122
Faulting Example ..................................................................................................................... 122
AC Fatigue Type Cracking ........................................................................................................ 128
AC Longitudinal Cracking (Inside and Outside of Wheelpath) ................................................ 128
AC Moderate Severity Longitudinal Cracking ......................................................................... 129
AC Chicken Wire/Alligator Fatigue Type Cracking .................................................................. 129
Low Severity Fatigue Type Cracking ........................................................................................ 130
AC Moderate Severity Fatigue Type Cracking ......................................................................... 130
AC High Severity Fatigue Type Cracking.................................................................................. 131
CRCP Fatigue Type Cracking (Punchouts) ............................................................................... 131

Figure 76: Low Severity CRCP Punchout Cracking ................................................................................... 132
Figure 77: Moderate Severity CRCP Punchout Cracking .......................................................................... 132
Figure 78: High Severity CRCP Punchout Cracking ................................................................................... 133
Figure 79: JCP Longitudinal Cracking ....................................................................................................... 133
Figure 80: JCP Low Severity Longitudinal Cracking .................................................................................. 134
Figure 81: JCP Moderate Severity Longitudinal Cracking ........................................................................ 134
Figure 82: JCP High Severity Longitudinal Cracking ................................................................................. 135
Figure 83: JCP Transverse Cracking .......................................................................................................... 135
Figure 84: JCP Moderate Severity Transverse Cracking ........................................................................... 136
Figure 85: JCP High Severity Transverse Cracking.................................................................................... 136
Figure 86: Resurfaced Roadway ............................................................................................................... 138
Figure 87: No Widening Potential (Code 1) ............................................................................................. 147
Figure 88: Widening Potential 5+ Lanes (Code 4) .................................................................................... 147
Figure 89: Cemetery (Code E) Obstacle Example..................................................................................... 147
Figure 90: Major Rail Line (Code B) Obstacle Example ............................................................................ 148
Figure 91: Curve Classification Example .................................................................................................. 150
Figure 92: Level Terrain............................................................................................................................ 152
Figure 93: Rolling Terrain ......................................................................................................................... 152
Figure 94: Mountainous Terrain .............................................................................................................. 153
Figure 95: Grade Classification Example .................................................................................................. 154
Figure 96: Passing Permitted (Northbound) ............................................................................................ 156
Figure 97: Passing Permitted (Northbound) ............................................................................................ 156
Figure 98: Passing Permitted (Southbound) ............................................................................................ 157
Figure 99: Passing Prohibited (Both Directions) ...................................................................................... 157
Figure 100: Passing Permitted (Both Directions) ..................................................................................... 158
Figure 101: TOPS Development Process .................................................................................................. 185
Figure 102: TOPS Additional Influences ................................................................................................... 186
Figure 103: Expansion Factor .................................................................................................................... 188

Chapter 1: Introduction to HPMS
0B

What is HPMS?
The Federal Highway Administration (FHWA) created the Highway Performance Monitoring System
(HPMS) in 1978 to collect information from the State Transportation Departments (States) regarding the
extent, condition, performance, use, and operating characteristics of the nation’s roadways.
Information submitted to the HPMS supports the Federal Highway Administration’s (FHWA)
responsibilities to Congress, the Administration, and the American public, and is used for the
apportionment of Federal-aid highway funds. Data from HPMS are published annually by the FHWA and
are used as a key data source for a variety of FHWA business processes. A growing number of
stakeholders and interested parties use information from the HPMS for analytical and research
purposes. Over the decades, the HPMS has evolved to meet changing business needs within the federal
government. This publication, the HPMS Field Manual, 2024 (Field Manual), was developed to provide
definitive guidance to States regarding the collection, coding, and reporting of their surface
transportation data to the newest iteration of the HPMS, HPMS 9.0. This Field Manual supersedes all
other versions of this document, effective 10/1/2024.
What is the Legal Authority for HPMS?
The requirements outlined in the HPMS Field Manual are authorized under 23 U.S.C. 315, which places
the responsibility on the Secretary of Transportation for management decisions affecting transportation.
In addition, 23 CFR 1.5 provides the FHWA Administrator with authority to request such information
deemed necessary to administer the Federal-aid highway program, and 23 CFR 420.105(b) requires
States to provide data that support FHWA's responsibilities to the Congress and the public. These legal
authorities enable the FHWA to develop a biennial estimate of the future highway investment needs of
the Nation as is mandated by Congress (23 U.S.C 503(b)8). HPMS data are used for assessing highway
system performance under FHWA's strategic planning and performance reporting process in accordance
with requirements of the Government Performance and Results Act (GPRA, Sections 3 and 4), as well as
for apportioning Federal-aid highway funds under TEA-21, (23 U.S.C. 104). Furthermore, HPMS supports
the calculation of the National Performance Management Measures, as required under 23 CFR 490.
29B

What Data are Submitted to HPMS?
HPMS submissions are composed of a mixture of different types of data sets. Depending on the
functional classification, network status, or area type, the number of necessary data items submitted for
a roadway will vary. More detailed data is required on the Interstate and National Highway System than
on local roadways. In most instances, actual values are to be reported for the data items. However,
factored or estimated data is permissible whenever specified in this Field Manual. The data submitted is
categorized into 8 key components: Certified Public Road Mileage, Roadway Attributes Data, Summary
Data, Estimates, Road Event Collection Methods, All Roads Network Of Linear Data (ARNOLD), Travel
Time Metrics Data, and Sample Limits. Each of these data sets are briefly explained below.
• Certified Public Road Mileage: Each year, States must submit a certification of the total public
road mileage in their State, regardless of ownership. This mileage is used as a control total in
HPMS for total mileage in each State. Certifications must be signed by the Governor, or their
designee, and accepted by the FHWA Division office. See Chapter 2 for additional information.
30B

•

Roadway Attributes Data: This data set includes attributes concerning the function, geometric
characteristics, pavement, traffic, and use for all applicable public roadways on a given network
or functional classification, or for defined Samples associated with the Federal-aid roadway
system. See Chapter 3 for additional information
Summary: This data set includes aggregate information regarding travel, system length, paved
status, and vehicle classification for a variety of functional systems and area types. Area types
include urbanized and rural designations. See Chapter 4 for additional information.
Estimates: These are values associated with pavement-related data items, which represent the
State’s best estimate of current conditions or construction practices where measured data is not
available. See Chapter 5 for additional information.
Road Event Collection Methods: Describe data collection and post-processing procedures used
by the States for HPMS data items. The collection methods are at the dataset level, as opposed
to the record level. See Chapter 6 for additional information.
ARNOLD Routes: This data provide a spatial reference for the Roadway Attribute and Sample
Limits data. This enables roadway attributes/data items to be represented and analyzed in a
Geographic Information System (GIS) environment. The ARNOLD Routes represent all public
roadways. See Chapter 7 for additional information.
Travel Time Metrics Data (TTM): Travel time metric data on the National Highway System
(NHS), which includes the Interstate and non-Interstate NHS, to comply with the National
Performance Management Measures requirements. The TTM data set includes more than 50
discrete travel time metrics describing the travel time along specific road segments for various
vehicle classes and periods of the day. See Chapter 8 for additional information.
Sample Limits: Defines the begin and end points of the Sample sections. These are a randomly
selected, statistically valid number of roadway sections that are monitored from year to year,
and, when expanded, can be used to estimate or represent the entirety of their respective
functionally classified systems. See Chapter 9 for additional information.

The information contained in HPMS submissions must be up-to-date and accurately represent the
extent, conditions, and performance of the States’ roadway systems. The submission of false data is a
violation of the United States code, Title 18, Section 1020.
Who Submits Information To HPMS?
States are required to submit data per the requirements of this Field Manual. The District of Columbia
and the Commonwealth of Puerto Rico are considered as States for HPMS reporting purposes. Other
United States Territories (Guam, the Commonwealth of the Northern Marianas, American Samoa, and
the Virgin Islands of the United States) are required to annually report certified public road mileage and
limited summary data to HPMS.
31B

When is Information Submitted to HPMS?
States can submit information to HPMS incrementally, as data is collected and processed by the States.
The various data elements have varying collection and reporting requirements, as detailed in
subsequent Chapters. However, the following dates for HPMS data remain in effect.
• Certified Public Road Mileage: The FHWA Division Field Office determines an appropriate due
date for the certified public miles. However, the certified public mileage is used as a control
32B

•

total for the HPMS Calculated Miles and must be received prior to the HPMS Extraction on June
15th.
April 15th: An extraction of the Interstate pavement and related data items will be taken to
review the data for compliance with the National Performance Management Measures
requirements. This includes select Roadway Attribute data items (see Chapter 3), as well as the
Pave_Rep_Method Collection Method (see Chapter 6). States will receive feedback from FHWA
and will be provided an opportunity to revise their data based on this feedback. All revisions to
Interstate pavement and related data must be submitted by June 15th. Interstate pavement and
related data will be locked for editing after this date and extracted for National Performance
Management Measures calculations.
June 15th: An extraction of the complete HPMS will be taken for review. FHWA will provide
feedback based on the review focusing on specific topics. States will have the opportunity to
revise data based on this feedback. All revisions to this data must be submitted by August 15th.
HPMS will be locked for editing after this date, and extracted for National Performance
Management Measures calculations, Highway Statistics development, and all other purposes.
Figure 1: HPMS Timeline

April 15th
•Interstate Pavementrelated data is due for
FHWA reivew

June 15th
•Certified Public Road
Mileage due
•Interstate Pavement
revisions due, final
extraction
•Full HPMS data is due
for FHWA review

August 15th
•Full HPMS revisions
due, final extraction

How is Information Submitted To HPMS?
HPMS data submissions are to be done using the web-based HPMS 9.0 application. Certified public road
mileage will be entered by the State into the HPMS 9.0 and supporting documentation submitted as PDF
documents. The Roadway Attributes, Sample Limits, Summary, Estimates, Road Event Collection
Methods, and Travel Time Metrics data sets will be submitted as separate files in Pipe-delimited
Character Separated Value (CSV) format. The ARNOLD Routes and Urban Area Boundaries data must be
in a ESRI shapefile or ESRI file geodatabase. Some data items can be submitted incrementally. Data
items that have not changed and are not required to be reported annually or biennially (See Chapter 3)
do not need to be uploaded into HPMS each year. The HPMS 9.0 Software Guide is available to assist
users in navigating the software, and to provide information on the various validation procedures that
are used and the automated reports that are generated. Questions pertaining to HPMS submissions
should be directed to the FHWA, Office of Highway Policy Information at HPInfoMail@dot.gov or to the
State’s respective HPMS coach.
3B

What is HPMS Data Used For?
The HPMS is the only official Federal government source of national level data for the nation’s highways.
Given this, HPMS data are widely accepted and used throughout the transportation community. A
growing number of stakeholders and interested parties, including government agencies, industries,
academia, and the media, use information from the HPMS for analytical and research purposes. HPMS
information contributes to and is a key data source for a variety of FHWA publications, products,
programs, and business processes, some of which are listed below.
• Status of the Nation’s Highways, Bridges, and Transit: Conditions and Performance: a biennial
report to Congress on future highway investment and other transportation needs of the nation.
• Highway Statistics: an annual publication
• Highway Economic Requirements System (HERS) Model: for investment requirements modeling
to calculate capacity and estimate roadway deficiencies and improvement needs. This
information is used in the Conditions and Performance Report.
• National Performance Management Measures: also known as Transportation Performance
Management (TPM), for performance reporting and measure computation processes for
Pavement, Congestion, and Safety metrics as required by 23 CFR 490.
• Financial Management Information System (FMIS) project location identification
• Truck Size and Weight (TSW) Analysis
• Apportionment of Federal-aid highway funds
• Pavement Modeling and Cost Allocation Studies
• Congestion Analysis
• Freight Analysis Framework (FAF)
34B

A summary of the uses of the Roadway Attribute, Estimates, and Summary data is provided in the
following table:

Table 1: Uses of HPMS Data
Data Item

Access
Control
Annual
Average Daily
Traffic

General Highway HERS
Querying Statistics
and
Analysis
x

TPM

TSW

Apportionment

x
x

Pavement
Modeling
and Cost
Allocation
Studies

Congestion
Analysis

Freight
Analysis

Base
Thickness
Base Type

Combination
Truck AADT

Other

Data Item

General Highway HERS
Querying Statistics
and
Analysis

Counter Peak
Lanes
County ID
Cracking
Percent
Curve
Classification
Directional
Factor
Directional
Through
Lanes
Facility Type

Apportionment

Pavement
Modeling
and Cost
Allocation
Studies

Freight
Analysis

Other

x
x

x
x
x

x
x

Grade
Classification
International
Roughness
Index (IRI)

x
x

x
x
x
x

x
x

Last Overlay
Thickness

Left Shoulder
Width
Left Turn
Lanes
Maintenance
and
Operations
Managed
Lane
Operations
Type
Managed
Lanes
Median Type

Lane Width

K-Factor

Median
Width
National
Highway
Freight
Network

Congestion
Analysis

x
x

Future AADT

Is Restricted

TSW

Faulting
Functional
System

TPM

x
x
x

x
x

Data Item

General Highway HERS
Querying Statistics
and
Analysis

National
Highway
System (NHS)

National
Truck
Network (NN)
Number of
Intersections,
Type - Other

TSW

Apportionment

Pavement
Modeling
and Cost
Allocation
Studies

Congestion
Analysis

Freight
Analysis

Other

Number of
Signalized
Intersections

Number of
Stop SignControlled
Intersections
Ownership

Peak Lanes

Peak Parking

Percent
Green Time

Percent
Passing Sight
Distance
Percent DH
Combination
Trucks

Percent DH
Single-Unit
Trucks &
Buses
Present
Serviceability
Rating

x
x

Right
Shoulder
Width
Right Turn
Lanes
Route
Number
Rutting

TPM

x
x

Shoulder
Type
Signal Type

Single-Unit
Truck & Bus
AADT

Soil Type

x
x

Data Item

General Highway HERS
Querying Statistics
and
Analysis

Speed Limit

TPM

TSW

Apportionment

Strategic
Highway
Network
(STRAHNET)

Structure
Type
Surface Type

Terrain Type

Pavement
Modeling
and Cost
Allocation
Studies

Freight
Analysis

Other

x
x

Thickness
Flexible

Thickness
Rigid
Through
Lanes
Toll ID

x
x

Travel Time
Code
Urban ID

Congestion
Analysis

x
x

Widening
Potential

Year of Last
Construction

Year of Last
Improvement
Summary
Data
Estimates

x
x

Chapter 2: Certified Public Road Mileage
1B

23 CFR 460 requires the use of public road mileage in the apportionment of 23 U.S. Code Section 402
funds to the States. The public road mileage must be determined each calendar year, must be annually
certified by the Governor of the State (or designee), and is subject to the approval of the FHWA. This
certification is also used by the HPMS as a control total for mileage. States should ensure that there is
agreement between their certified public road mileage and the total public road system extent report in
the HPMS.
What is Included in the Certified Mileage?
In calculating certified public road mileage, all public roads should be considered. A public road means
any road under the jurisdiction of and maintained by a public authority and open to public travel. Open
to public travel means that the road section is available, except during scheduled periods, extreme
weather or emergency conditions, passable by four-wheel standard passenger cars, and open to the
general public for use without restrictive gates, prohibitive signs, or regulation other than restrictions
based on size, weight, or class of registration. Toll plazas of public toll roads are not considered
restrictive gates. The certification should include mileage as it was at the end of the preceding calendar
year. All public road mileage (regardless of ownership or paved status) is to be included in the State’s
certification.
35B

What is the Process?
The State shall submit its public road mileage certification to HPMS 9.0 no later than June 15th, prior to
the full extraction of HPMS data each year. FHWA Division offices may set an earlier date, and it has
been historically recommended that Divisions use June 1st as their due date. The State will enter its
certified mileage into HPMS and upload a copy of the signed certification letter. The State’s certification
of public road mileage letter must be signed annually by the current Governor of the State or territory,
or their designee. If the Governor has delegated this responsibility, then a copy of the delegation letter
should also be included with certification of mileage. These documents should be uploaded to HPMS
9.0 as a PDF document. After a State has entered its public mileage and submitted its certification, the
FHWA Division office must review and accept the certified mileage in HPMS 9.0. This should involve a
comparison with the previous year’s mileage, as well as a consideration of other circumstances that
could explain significant changes in the State’s mileage. The Division must also verify that the
certification letter from the State was signed by the authorized and responsible party.
36B

Figure 2: Certified Mileage Process

State
determines
Certified Public
Road Mileage

Governor (or
designee) signs
Certification

State enters
certified
mileage and
uploads
supporting
documentation
into HPMS

FHWA Division
reviews mileage
(and supporting
documents) in
HPMS, and
takes approval
action

Must be
completed by
June 15th

Chapter 3: Roadway Attributes Data
2B

This Chapter provides in-depth information on the collection, coding, and reporting requirements for
the Roadway Attributes datasets. These datasets store each State’s entire HPMS roadway attribute
data, as detailed in this Chapter. The Roadway Attributes datasets consist of three separate tables: the
Road Designations Table, the Road Identifications Table, and the Road Events Table. Each has its own
file structure, detailed in their respective subsection of this Chapter. These tables relate to each other
and to the Sample Panel Limits dataset (see Chapter 9) through the ARNOLD Routes dataset (as
described in Chapter 7).

3.1 General Requirements
9B

For each data item in the Roadway Attributes datasets, there are various attributes and specifications
for the collection, coding, and reporting of this data. These attributes are presented in the following
order for each data item: the database-specific name, the plain-language name, the data item number,
a plain-language description, the required extent, the coding values, the collection and reporting cycle,
the LRS requirement, the calculation method, as well as additional guidance to be used. The data items
are organized by dataset and item type, and not by data item numbers used in previous versions of
this Field Manual. However, the data item numbers have been retained for informational and
reference purposes. The data item attributes are explained in greater detail below. Some of these
attributes are also summarized in Table 3.
Database-Specific Name: This is the name that shall be used for the data items in the State’s database
submittals to the HPMS.
Plain Language Name: A simple name for the data item. Table 3 provides a list of all the database
names.
Data Item Number: The number used in previous iterations of this Field Manual, retained for
information and reference purposes. Table 3 provides a list of all data items’ associated numbers.
Plain Language Description: A simple description of the data item.
Extent: The required extent to be reported for data items varies. Certain data items need to be
collected for the entirety of the NHS (including Interstates and NHS Connectors) or for the entirety of
certain functional classes, and this may include ramps within grade separated interchanges, depending
on the data item specifications. These are referred to as Full Extent data. Other items may only need to
be collected on Samples on certain functional classifications. In some instances, a data item may need
to be collected for the entirety of the NHS, and on certain functional classes, as well as Samples for
other functional classes. Table 3 provides the extent information for each data item.
Coding: There are three types of coding that may be used for most HPMS data items: Numeric, Text,
and Date. For many data items, only one of the coding options will need to have an appropriate value
9

entered. However, there are some instances where multiple coding types are required. If a data type is
not listed under the entry to a particular data item, then that coding type is not required, and the
State may use this field for their own use.
Collection and Reporting: Some data items will have their associated data extracted from HPMS after
June 15th, and only need to be reported with new records when changes in conditions occur. Other data
items, particularly those related to the National Performance Management Measures for Interstate and
non-Interstate NHS pavement conditions (referred to as PM2 in Table 3) and certain Traffic (referred to
as Traffic in Table 3) data items, have specific collection and submission cycles:
• Interstate pavement-related data items must be collected annually and reported the following
year by April 15th. This data will be locked on June 15th for final extraction. See 23 CFR 490 for
additional details on the National Performance Management Measures requirements.
• Non-Interstate NHS pavement-related data items must be collected biennially and reported by
June 15th. This data will be locked on August 15th for final extraction. See 23 CFR 490 for
additional details on the National Performance Management Measures requirements.
• Pavement-related data items for Samples not on the NHS would have their records collected
and reported biennially by June 15th.
• Traffic data items must be collected on three-year (NHS) or six-year (non-NHS Federal-aid) cycle,
and reported with actual or estimated data annually by June 15th.
• All other Roadway Attribute data items are to be reported as needed to account for recent data
collection and changing conditions.
Table 3 identifies which data items must be collected and reported according particular requirements.
LRS Reporting: Certain data items are required to be reported for the Inventory direction, while others
are required to be submitted for both the Inventory and non-Inventory direction facilities. For reporting
purposes, one side of a facility shall be designated for inventory purposes, and the applicable data items
shall be coded for the designated side of the roadway. The inventory direction should be applied on a
statewide basis (e.g., South to North, East to West) and should never change once it has been
designated. For certain data items (e.g., AADT and Through Lanes), the values must reflect attributes
associated with both directions of travel, regardless of whether the roadways are a divided facility.
Certain pavement data items can be reported either in the inventory direction or in both the inventory
and non-inventory direction. The selected reporting method shall be specified in the Road Event
Collection Methods appropriately (see Chapter 6). Additionally, if a State opts to report pavement data
items (IRI, PSR, Surface Type, Rutting, Faulting, and Cracking Percent) for both directions of travel for
its divided Interstate roadways, then Urban ID, Structure Type, Route Number, and Directional
Through Lanes shall also be reported for both directions of travel for those roadways. Table 3
summarizes the LRS Reporting information for each data item.
Calculation Method: Only applicable to data collected for the Sample Panel. Certain Road

Events data items collected for the limits of a Sample may have varying values over the course
of it Sample Limits. States have the option of reporting the values for this data in two ways:

1) The State may choose to report the Road Event data item as it exists, in discrete, homogenous
sections, so long as the cumulative begin and end points for the populated Road Event data item
covers the full length of the Sample.
2) The State may choose to report the Road Event data item as a single, calculated value for the
entire length of the Sample. Should a State decide to aggregate the data into a single value for the
limits of the Sample, certain calculation methods be followed. These calculation methods are
described below in Table 2, and the description for each data item found in this Chapter reports
which calculation method is appropriate for each data item.
• No Calculation Permitted
• Combination – Reported value shall consist of a concatenation of multiple (text)
•
•
•

values within the limits of the Sample.
Minimum Value – Reported value shall be the lowest value in a range of values within
the limits of the Sample.
Predominance – Reported value shall be based on the most prevalent value within
the limits of the Sample.
Weighted Averaging – Reported value shall be based on an averaging of values within
the limits of the Sample, weighted by the length of the sub-section for each value.

Table 2: Calculation Methods

Data Item

Access Control
Annual Average Daily Traffic
Base Thickness
Base Type
Combination Truck AADT
Counter Peak Lanes
County ID
Cracking Percent
Curve Classification
Directional Factor
Directional Through Lanes
Facility Type
Faulting
Grade Classification
International Roughness Index (IRI)
Is Restricted
K-Factor
Lane Width
Last Overlay Thickness
Left Shoulder Width
Left Turn Lanes
Maintenance and Operations
Managed Lane Operations Type
Managed Lanes

Calculation Method
Predominance
Not Appliable
Predominance
Predominance
Weighted Averaging
Predominance
Not Applicable
No Calculation Permitted
No Calculation Permitted
Weighted Averaging
Not Applicable
Not Applicable
No Calculation Permitted
No Calculation Permitted
No Calculation Permitted
Not Applicable
Weighted Averaging
Predominance
Predominance
Predominance
Predominance
Not Applicable
Not Applicable
Not Applicable
11

Median Type
Median Width
Number of Intersections, Type - Other
Number of Signalized Intersections
Number of Stop Sign-Controlled Intersections
Ownership
Peak Lanes
Peak Parking
Percent Green Time
Percent Passing Sight Distance
Percent Design Hour Combination Trucks
Percent Design Hour Single-Unit Trucks & Buses
Present Serviceability Rating
Right Shoulder Width
Right Turn Lanes
Rutting
Shoulder Type
Signal Type
Single-Unit Truck & Bus AADT
Soil Type
Speed Limit
Structure Type
Surface Type
Terrain Type
Thickness Flexible
Thickness Rigid
Through Lanes
Toll ID
Travel Time Code
Urban ID
Widening Potential
Year of Last Construction
Year of Last Improvement

Predominance
Predominance
No Calculation Permitted
No Calculation Permitted
No Calculation Permitted
Not Applicable
Predominance
Predominance
Weighted Averaging
Minimum Value
Weighted Averaging
Weighted Averaging
No Calculation Permitted
Predominance
Predominance
No Calculation Permitted
Predominance
Predominance
Weighted Averaging
Predominance
Predominance
Not Applicable
No Calculation Permitted
Predominance
Predominance
Predominance
Not Applicable
Not Applicable
Not Applicable
Not Applicable
Predominance for Value Numeric, Combination for Value Text
Predominance
Predominance

Guidance: Attempts to address frequently asked questions or provide additional guidance regarding the
collection, coding, or reporting of the data items.

Table 3: Roadway Attributes Data Items
Data
Type

Data Item
Name

Data
Item
#

Required Extent

Full Extent

Inventory
Lan
es

Road Events

Identifications

Designations

NHS

Functional
Classes
Urban

Rural

Collection
and
Reporting
Cycle
Samples Only

Ramps

Inventory
(I)
NonInventory
(NI)

Functional
Classes
Urban

Rural

LRS
Reporting
for
divided
facilities

Functional
System

Yes

1-7

Yes

PM2

I & NI

National
Highway
System (NHS)

Yes

1-7

PM2

I & NI

Strategic
Highway
Network
(STRAHNET)

1-7

National Truck
Network (NN)

1-7

National
Highway
Freight
Network
(NHFN)

1-7

I & NI

Route Number

1-7

I, NI
optional

Urban ID

Yes

1-7

Yes

PM2

Facility Type

Yes

1-7

Yes

PM2

I, NI
optional
I & NI

Structure Type

Yes

1-6

1-5

PM2

Ownership

1-7

I, NI
optional
I & NI

County ID

1-7

Maintenance
and
Operations

1-7

Is Restricted

1-7

Yes

I & NI

Through Lanes

Yes

1-6

1-5

Yes

PM2

Data
Type

Data Item
Name

Data
Item
#

Required Extent

Full Extent

Intersections

NHS

Functional
Classes
Urban

Rural

Collection
and
Reporting
Cycle
Samples Only

Ramps

Inventory
(I)
NonInventory
(NI)

Functional
Classes
Urban

Rural

LRS
Reporting
for
divided
facilities

Managed Lane
Operations
Type

1-6

1-5

Managed
Lanes

1-6

1-5

Peak Lanes

1-6

1-5

Counter Peak
Lanes

1-6

1-5

Toll ID

1-7

Lane Width

1-6

1-5

Median Type

1-6

1-5

Median Width

1-6

1-5

Shoulder Type

1-6

1-5

Right Shoulder
Width

1-6

1-5

Left Shoulder
Width

1-6

1-5

Peak Parking

1-6

Directional
Through Lanes

PM2

I, NI
optional

Right Turn
Lanes

1-6

Left Turn
Lanes
Signal Type

1-6

Percent Green
Time

1-6

Number of
Signalized
Intersections

1-6

1-5

Number of
Stop SignControlled
Intersections

1-6

1-5

Data
Type

Data Item
Name

Data
Item
#

Required Extent

Full Extent

Pavement

Control

Traffic

NHS

Functional
Classes
Urban

Rural

Collection
and
Reporting
Cycle
Samples Only

Ramps

Inventory
(I)
NonInventory
(NI)

Functional
Classes
Urban

Rural

LRS
Reporting
for
divided
facilities

Number of
Intersections,
Type - Other

1-6

1-5

Annual
Average Daily
Traffic
Single-Unit
Truck & Bus
AADT

Yes

1-6

1-5

Yes

Traffic

Yes

2-6

2-5

Traffic

Percent Design
Hour SingleUnit Trucks &
Buses

1-6

1-5

Traffic

Combination
Truck AADT

Yes

2-6

2-5

Traffic

Percent Design
Hour
Combination
Trucks
K-Factor

1-6

1-5

Traffic

1-6

1-5

Traffic

Directional
Factor

1-6

1-5

Traffic

Future AADT

1-6

1-5

Access Control

Yes

1-3

4-6

4-5

Speed Limit

Yes

2-6

2-5

International
Roughness
Index (IRI)
Present
Serviceability
Rating

Yes

1-3

4-6

4-5

PM2

I, NI
optional

Yes

4-6

PM2

I, NI
optional

Surface Type

Yes

2-6

2-5

PM2

Rutting

Yes

2-6

2-5

PM2

Faulting

Yes

2-6

2-5

PM2

I, NI
optional
I, NI
optional
I, NI
optional

Data
Type

Data Item
Name

Data
Item
#

Required Extent

Full Extent

Terrain

NHS

Functional
Classes
Urban

Rural

Collection
and
Reporting
Cycle
Samples Only

Ramps

Inventory
(I)
NonInventory
(NI)

Functional
Classes
Urban

Rural

LRS
Reporting
for
divided
facilities

Cracking
Percent

Yes

2-6

2-5

PM2

I, NI
optional

Year of Last
Improvement

1-6

1-5

Year of Last
Construction

1-6

1-5

Last Overlay
Thickness

1-6

1-5

Thickness
Rigid

1-6

1-5

Thickness
Flexible

1-6

1-5

Base Type

1-6

1-5

Base Thickness

1-6

1-5

Soil Type

1-6

1-5

Widening
Potential

1-6

1-5

Curve
Classification

1-3

1-4

Terrain Type

1-5

Grade
Classification

1-3

1-4

Percent
Passing Sight
Distance

1-5

Travel Time
Code

Yes

Annually

I & NI

Section Length Measurement and Reporting
Section Length is a computed measurement, calculated by finding the difference between a section’s
Beginning and Ending milepoints. This computed measure shall be consistent with the length that is
reported in the State’s certified public road mileage. For undivided facilities, the inventoried length shall
be measured along the centerline in the designated inventory direction (i.e., cardinal direction). For
divided highways, the length shall be measured in accordance with the designated inventory direction,
for both the cardinal and non-cardinal sides of the roadway. For “one-way pairs” (i.e., divided nonInterstate roadway sections located along a given route), measure and report the length of each
roadway section independently; do not average the length of the two roadways. When measuring the
length between at-grade intersections, use the center point of the intersecting roadways as the points
of reference (i.e., origin, or terminus) for the section as shown in Figure 3. If the intersection is gradeseparated, measure to the theoretical center-most point of the intersecting roadways. For ramps, the
length should be measured from taper to taper, and should be noted as such in the Road Event
Collection Methods for ramp reporting. Figure 4 provides examples of begin and end taper points. The
begin taper point is the point at which the exit (deceleration) lane separates from the outermost lane of
the mainline roadway, becoming a separate lane. The end taper point is the point at which the entrance
(acceleration) lane joins the outermost lane of the mainline roadway to become one lane.
Figure 3: At-Grade Intersection Reference Points

Source: FHWA, OHPI

Figure 4: Taper Points

Source: FHWA, OHPI

3.2 Road Designations Data
10B

The Designations dataset is to be updated as needed, either as a single table or divided into multiple
tables (i.e. tables by District, Functional Classification, etc.), and imported into HPMS in a Pipe-delimited
Character Separated Value (CSV) format. Table 4 provides detailed information on the format for this
database. The specific requirements and guidance for the information to be reported in the Data Item
field are also further defined. Unique to these data items is an approval process. HPMS is FHWA’s
system of record for Functional Classification, National Highway System (NHS), National Truck Network
(NN), National Highway Freight Network (NHFN), and Strategic Highway Network (STRAHNET). With the
implementation of HPMS 9.0, States submit Designation change requests through the HPMS program.
The FHWA Division offices and headquarters take their approval actions on these requests through
HPMS 9.0.

Table 4: Road Designations Table
Field Name

Data Type
(characters)

BeginDate*

Description

Valid Values

Date

Date at which the data
becomes active.

MM/DD/YYYY

StateID*

Numeric (2)

State FIPS code

RouteID*

VarChar (120)

Location reference ID
for the linear feature

BeginPoint*

Decimal (9,4)

Beginning milepoint

EndPoint*

Decimal (9,4)

Ending milepoint

DataItem*

Text

HPMS Data Items

ValueNumeric

Numeric

ValueText

VarChar (50)

Comments
(Optional)
*Primary Key

VarChar (100)

Numeric value for
data item
Text value for data
item
Comment for State
use

Up to two digits for the FIPS
code**
Up to 120 alpha-numeric digits
that identify the route; this ID
must be consistent with the
Route ID in the State's LRS
Identifies the point of origin for
a given section, using a decimal
value in thousandths of a mile
Identifies the terminus point
for a given section, using a
decimal value in thousandths
of a mile
States must use the databasespecific data item names
Must be a numeric value
Must be a text value
Variable text up to 100
characters; this field is optional

**FIPS codes

F_SYSTEM (Functional Classification, Item 1)
37B

Description
The FHWA approved Functional Classification System.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Code the value that represents the FHWA approved functional system. Use the
following codes:

Code
1
2
3
4
5
6
7

Description
Interstate
Principal Arterial – Other Freeways and Expressways
Principal Arterial – Other
Minor Arterial
Major Collector
Minor Collector
Local

If a section is defined as a ramp, then it shall be coded the same as the highest order Functional System
roadway that traverses the interchange.
Collection and Reporting
Interstate must be collected and reported each year, no later than April 15th. Non-Interstate NHS must
be collected and reported every other year, due no later than June 15th. All other sections or Samples
are to be reported as needed.
LRS
Inventory direction for all roads, non-Inventory direction for divided facilities.
Calculation Method
Not Applicable
Guidance
Additional guidance on functional classification can be found in the Highway Functional Classification
Concepts, Criteria and Procedures.

NHS (National Highway System, Item 64)
38B

Description
A roadway that is a component of the National Highway System (NHS).
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps

Functional Classes
Urban
Rural

Only report where data item is applicable.
Coding
Value Numeric: Code the value that represents the type of NHS facility as follows:

Code
1
2
3
4
5
6
7
8
9

Description
Non Connector NHS
Major Airport
Major Port Facility
Major Amtrak Station
Major Rail/Truck Terminal
Major Inter City Bus Terminal
Major Public Transportation or Multi-Modal Passenger Terminal
Major Pipeline Terminal
Major Ferry Terminal

STRAHNET_TYPE (Strategic Highway Network, Item 65)
39B

Description
A roadway section that is a component of the Strategic Highway Network (STRAHNET).
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Only report where data item is applicable.
Coding
Value Numeric: Code the value that represents the type of STRAHNET facility as follows:
Code
Description
1
Regular STRAHNET
2
Connector
Value Text: Military Base Name (if one exists).
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
Code this data item for roadway sections that reside on an official STRAHNET route.

NN (National Truck Network, Item 66)
40B

Description
A roadway section that is a component of the National Truck Network (NN) as defined by 23 CFR 658.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps

Functional Classes
Urban
Rural

Only report where data item is applicable.
Coding
Value Numeric: Code the value that represents the type of truck facility as follows:
Code
Description
1
Section is on the National Network (NN)
2
Other State-designated truck route (optional)
Collection and Reporting
Reported as needed.
22

LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
Code this data item for roadway sections that reside on an official National Network route.
Additions or deletions to the National Network must follow the approval process detailed in 23 CFR 658.
Some approvals require a Notice of Proposed Rulemaking.

NHFN (National Highway Freight Network, Item 72)
41B

Description
A roadway section that is a component of the National Highway Freight Network (NHFN).
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps

Functional Classes
Urban
Rural

Only report where data item is applicable.
Coding
Value Numeric: Code the value that represents the type of NHFN facility as follows:
Code
Description
1
Primary Highway Freight System
2
Critical Urban Freight Corridor
3
Critical Rural Freight Corridor
Collection and Reporting
Reported as needed.
LRS
Inventory and non-Inventory direction reporting required.
Calculation Method
Not Applicable

Guidance
Code this data item for roadway sections that reside on an official National Highway Freight Network.
The NHFN shall include the Primary Highway Freight System as designated by the Federal Highway
Administration, all Interstates not on the Primary Highway Freight System, Critical Urban Freight
Corridors as designated by the State in consultation with the MPOs, and Critical Rural Freight Corridors
as designated by the State.
Interstates not on the Primary Highway Freight System are still considered to be part of the National
Highway Freight Network, and therefore do not need to be coded.
Critical Rural and Critical Urban Freight Corridors have no relationship to the National Highway System
or intermodal connector designations or urban codes.
Primary Highway Freight System redesignations will be initiated every 5 years by the FHWA. Critical
Rural and Urban Freight Corridor redesignations will be initiated by the States and approved by the
FHWA Division Office.
For more information, visit the FHWA’s NHFN website.

3.3 Road Identifications Data
1B

The Identifications dataset is to be updated as needed, either as a single table or divided into multiple
tables (i.e. tables by District, Functional Classification, etc.), and imported into HPMS in a Pipe-delimited
Character Separated Value (CSV) format. Table 5 provides detailed information on the format for the
database. The specific requirements and coding guidance for the information to be reported are also
further defined. The coding for this table is based on records for each Route Number, with descriptive
information provided via the Route Name, Route Qualifier, Route Signing, and Is Primary fields. Note
that instead of using Value Numeric, Value Text, or Value Date, this table item uses various Route fields
as described in Table 5.
Table 5: Road Identifications Table
Field Name

Data Type
(characters)

BeginDate*

Description

Valid Values

Date

Date at which the data
becomes active.

MM/DD/YYYY

StateID*

Numeric (2)

State FIPS code

RouteID*

VarChar (120)

Location reference ID
for the linear feature

BeginPoint*

Decimal (9,4)

Beginning milepoint

Data Type
(characters)

Description

EndPoint*

Decimal (9,4)

Ending milepoint

RouteNumber

Numeric

The appropriate route
number

RouteName

Text

A familiar, nonnumeric designation
for a route.
Synonymous with a
road name.

IsPrimary

Numeric

Is this the highest
order, lowest number
route designation

Field Name

Valid Values

RouteQualifier

Numeric

The route signing
descriptive qualifier.

RouteSigning

Numeric

The type of route
signing

VarChar (100)

Comment for State
use

Comments
(Optional)
*Primary Key

**FIPS codes

ROUTE_NUMBER (Route Number, Item 17)
42B

Description
The signed route number and related information.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Identifies the terminus point
for a given section, using a
decimal value in thousandths
of a mile
Code only the appropriate
route number (leading zeroes
shall not be used). For
example, Interstate 35W shall
be coded as 35.

Code 0 for no, or 1 for yes
See Look-Up Table below.
Code the value which best
represents the manner in
which the roadway section is
signed on the route markers.
See Look-Up Table below.
Code the value that best
represents the manner in
which the roadway section is
signed with route markers.
Variable text up to 100
characters; this field is optional

Coding
RouteNumber: Enter the appropriate numeric route number. If a Route Number is not entered, a
Route Name must be provided.
RouteName: Enter the non-numeric, familiar designation for the roadway. Route Name is synonymous
with Road Name. If a Route Name is not entered, a Route Number must be provided.
IsPrimary: Code 1 if this is the highest order (e.g. Route Signing) and lowest number (e.g. Route
Number) route. Otherwise, code 0. Route signing takes precedence over Route Number. For instance,
if a road is signed I-66 and I 81, I-66 would be the primary record. If a road is signed US-40 and State 10,
US-40 would be the primary record.
RouteQualifier: Use the appropriate code.
Code
Route Qualifier
1
No qualifier or Not Signed
2
Alternate
3
Business Route
4
Bypass Business
5
Spur
6
Loop
7
Proposed
8
Temporary
9
Truck
10
Other
RouteSigning: Use the appropriate code.
Code
Route Signing
1
Not Signed
2
Interstate
3
U.S.
4
State
5
Off-Interstate Business Marker
6
County
7
Township
8
Municipal
9
Parkway Marker or Forest Route Marker
10
Other
Collection and Reporting
Reported as needed.

LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
Not Applicable
Guidance
For Route Number, if the official route number contains an alphabetic character (e.g. 32A), then code
the numeric portion of this value in the Route Number field, and the entire value in Route Name field.
Where a route is designated with alphabetic characters only (e.g. W), then don’t code the Route
Number field for this item and use the Route Name field for the route name. If two or more routes of
the same route signing are signed along the same 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 route signing are
signed along the same roadway section (e.g., Interstate 83 and U.S. 32), code this Data Item in
accordance with the highest route signing on the route (in this example, Interstate).
For Route Name: examples for this data item would be the ‘Pacific Coast Highway’ (in California), or the
‘Garden State Parkway’ (in New Jersey). If Route Signing or Route Qualifier are coded 10, Other, enter
the text name in the Route Name field for this data item.
Figure 5: Road Name

Source: FHWA OHPI

For Route Qualifier: If more than one code is applicable, use the lowest value code.

Figure 6: Business Route (Code 3) Example

Source: FDOT RCI Field Handbook

Figure 7: Proposed Route (Code 7) Example

Source: FDOT RCI Field Handbook

Figure 8: Temporary Route (Code 8) Example

Source: FDOT RCI Field Handbook

For Route Signing: 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, code Interstate). Follow the hierarchy as
ordered above.

3.4 Road Events Data
12B

The Road Events dataset is to be updated annually (for select data items) or as needed (for other data
items), either as a single table or divided into multiple tables (i.e. tables by District, Functional
Classification, etc.), and imported into HPMS in a Pipe-delimited Character Separated Value (CSV)
format. Table 6 provides detailed information on the format for the database. The specific

requirements and guidance for the information to be reported in the Data Item field are also further
defined. The data items are presented by data type categories, which include: Inventory, Lanes,
Intersections, Traffic, Control, Pavement, Terrain, and Travel Time Code.
Table 6: Road Events Table
Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric (2)

RouteID*

VarChar (120)

Location reference ID
for the linear feature

BeginPoint*

Decimal (9,4)

Beginning milepoint

EndPoint*

Decimal (9,4)

Ending milepoint

DataItem*

Text

HPMS Data Items

ValueNumeric

Numeric

ValueText

VarChar (50)

ValueDate

Date

Comments
(Optional)
*Primary Key

VarChar (100)

Description
Date at which the data
becomes active.
State FIPS code

Numeric value for
data item
Text value for data
item
Date value for data
item
Comment for State
use

Valid Values
MM/DD/YYYY
Up to two digits for the FIPS code**
Up to 120 alpha-numeric digits that
identify the route; this ID must be
consistent with the Route ID in the
State's LRS
Identifies the point of origin for a
given section, using a decimal value
in thousandths of a mile
Identifies the terminus point for a
given section, using a decimal value
in thousandths of a mile
States must use the databasespecific data item names
Must be a numeric value
Must be a text value
Valid values are specified by data
item
Variable text up to 100 characters;
this field is optional

**FIPS codes

Example Record
The following example shows a potential arrangement of records for three data items (AADT, IRI, and
Through Lanes) for a State, based on the file structure described in Table 6. In most cases, the Value
Numeric field shall be used to report the primary information for each data item. However, the Value
Text and Value Date fields may also be required or may be used by the State when not required.
BeginDate|StateID|RouteID|BeginPoint|EndPoint|DataItem|ValueNumeric|ValueText|ValueDate|Comments
09/01/2020|43|000100200S00|0|0.75|AADT|14800|A|2006||
09/01/2020|43|000100200S00|0.75|5.32|AADT|14700|A|2009||
09/01/2020|43|000100200S00|0|0.75|IRI|118||03/2009|
09/01/2020|43|000100200S00|0.75|5.32|IRI||A|||
09/01/2020|43|000100200S00|5.32|5.69|IRI|66||04/2008|
09/01/2020|43|000100200S00|0|0.75|Through_Lanes |4||||
09/01/2020|43|000100200S00|0.75|5.32|Through_Lanes|4|||Widened in ‘08

Inventory Data Items
20B

URBAN_ID (Urban ID, Item 2)
43B

Description
The FHWA adjusted urban area designation.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Enter up to five digits for the applicable Census urban area code. Leading zeroes are
not required. Where there is no urban area code, code ‘99998’ for small urban roadway sections and
‘99999’ for rural area roadway sections.
Collection and Reporting
Interstate must be collected and reported each year, no later than April 15th. Non-Interstate NHS must
be collected and reported every other year, due no later than June 15th. All other sections or Samples
are to be reported as needed.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
Not Applicable
Guidance
A small urban area shall be derived from Census Urban Clusters that are not located within an urbanized
area, with a Census defined population of at least 5,000 people. Coding for this Data Item shall match
the Urban Area boundaries. A Census Urbanized Area can be expanded for transportation purposes.
This Adjusted Urbanized Area, once approved by FHWA, shall be identified using the most recent U.S.
Decennial Census for Code for the Urbanized Area upon which the adjusted area is based upon. For
more information and guidance on the FHWA Urban Boundary adjustment and approval process, see
Highway Functional Classification Concepts, Criteria and Procedures.

FACILITY_TYPE (Facility Type, Item 3)
4B

Description
The operational characteristic of the roadway.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Use one of the following codes as applicable regardless of whether the section is on a
structure. The definition for each code is as follows:
Code
Description
Roadway that operates with traffic moving in a
1
One Way Roadway
single direction during non-peak period hours.
Roadway that operates with traffic moving in
both directions during non-peak period hours.
2
Two Way Roadway
Code this for the inventory direction on dual
carriageway facilities.

Deprecated

Ramp

Non Mainline

Non Inventory Direction

Planned/Unbuilt

Non-mainline junction or connector facility
contained within a grade-separated interchange.
All non-mainline facilities excluding ramps.
Individual road/roads of a multi-road facility that
is/are not used for determining the primary
length for the facility. Code this for the noninventory direction on dual carriageway facilities.
Planned roadway that has yet to be constructed.

Guidance
General
Mainline is defined in 23 CFR 490 as the through travel lanes of any highway. Mainline highways
specifically exclude ramps, shoulders, turn lanes, crossovers, rest areas, and other pavement surfaces
that are not part of the roadway normally travelled by through traffic. Certified public road mileage is
based only on sections coded with Facility Type ‘1,’ or ‘2’ and only in the inventory direction. This
includes only those roads that are open to public travel, regardless of the ownership or maintenance
responsibilities. Ramps are not included in the certified public road mileage calculation.
Code ‘6’ for non-inventory directions of dual carriageway facilities.
Frontage roads and service roads that are public roads shall 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. The LRS may or may not exist when using this code.
One-way Pairs (See Figure 10)
Characteristics of one-way pairs include:
• Divided roadway sections 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 roadway sections which complement each other in providing access at both termini; and
• Not designated as an Interstate
Ramps
Ramps allow ingress and egress to grade separated highways. They may consist of directional
connectors from one road to another. Ramps may also consist of traditional ramps, acceleration and
deceleration lanes, as well as collector-distributor lanes. Ramps shall 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 shall 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 such as bus terminals, park and ride lots, and rest areas. These may include, but is not limited
to: special bus lanes, limited access truck roads, ramps to truck weigh stations, or a turn-around.
Exclusive turn lanes on a separate alignment from the mainline (and are not ramps) may be coded as
Non-Mainline.
Figure 9 shows an example of a street (E. Baltimore St.), for which traffic is only permitted to move in

the eastbound direction. In this case, this data item shall be assigned a Code ‘1’ for a given section
(Segment “X”) along this stretch of road.
Figure 9: One-Way Roadway (Code 1) Example

Source: Bing Maps

Figure 10 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., divided sections located along a given route). In this case,
this data item shall be assigned a Code ‘1’ for Segment “X”, and Segment “Y”.

Figure 10: One-Way Pairs (Code 1) Example

Source: Bing Maps

Figure 11 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 case, this data item shall be assigned a Code ‘2’ for a given
section (Segment “X”) along this stretch of road.
Figure 11: Two-Way Roadway (Code 2) Example

Source: Bing Maps

Figure 12 shows an example of ramps contained within a grade-separated interchange located on a
highway (Interstate 495). In this case, this data item shall be assigned a Code ‘4’ for all applicable ramp
sections (denoted as “Ramps” in the Figure).
Figure 12: Ramp (Code 4) Example

Source: Bing Maps

Figure 13 shows an example of a highway (Interstate 270), which consists of express and local lanes in
both the north and southbound directions. In this case, this data item shall be assigned a Code ‘5’ for
Segments “X” and “Y” to indicate that they are non-mainline facilities.

Figure 13: Non-Mainline (Code 5) Example

Source: Bing Maps

Figure 14 shows an example of a highway (Interstate 270), for which an inventory direction is defined
(northbound). In this case, this data item shall be assigned a Code ‘6’ for Segment “X”, as the
southbound side of the roadway would be defined as the non-inventory direction.
Figure 14: Non-Inventory Direction (Code 6) Example

Source: Bing Maps

STRUCTURE_TYPE (Structure Type, Item 4)
45B

Description
Roadway section that is a bridge, tunnel or causeway.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-6

Sample Panel
Ramps

1-5

Functional Classes
Urban
Rural

Only report where data item is applicable.
Coding
Value Numeric: Use the following codes only where a bridge, tunnel, or causeway exists:
Code
1
2
3

Description
Section is a Bridge
Section is a Tunnel
Section is a Causeway

Value Text: Report the National Bridge Inventory or National Tunnel Inventory Bridge/Tunnel Number
Value Date: Report the date in MM/YYYY format for when the data was collected.
Collection and Reporting
Interstate must be collected and reported each year, no later than April 15th. Non-Interstate NHS must
be collected and reported every other year, due no later than June 15th. All other sections or Samples
are to be reported as needed. See 23 CFR 490 for additional details on the National Performance
Management Measures requirements.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
Not Applicable
Guidance
A bridge is a structure including supports erected over a depression or an obstruction, such as
water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads,
and having an opening measured along the center of the roadway of more than 20 feet between
36

undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it
may also include multiple pipes, where the clear distance between openings is less than half of the
smaller contiguous opening (23 CFR 650). Culverts that meet the definition of a bridge shall be reported
for this data item; all other culverts are to be excluded.
A tunnel is a an enclosed roadway for motor vehicle traffic with vehicle access limited to portals,
regardless of type of structure or method of construction, that requires, based on the owner's
determination, special design considerations that may include lighting, ventilation, fire protection
systems, and emergency egress capacity. The term “tunnel” does not include bridges or culverts (23 CFR
650).
A causeway is a low-lying raised roadway, usually providing a passageway over some type of vehicular
travel impediment (e.g. a river, swamp, earth dam, wetlands, etc.).
The begin and end points for this data item shall be coded in accordance with the points of origin and
terminus for the associated bridge, tunnel or causeway. Furthermore, the points of origin and terminus
for structures shall exclude approach slabs.
Figure 15: Bridge (Code 1) Example

Source: PennDOT

Figure 16: Tunnel (Code 2) Example

Source: PennDOT

Figure 17: Causeway (Code 3) Example

Source: PennDOT Video-log

OWNERSHIP (Ownership, Item 6)
46B

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

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Use the code that best represents the highway owner, irrespective of maintenance or
other agreements. If more than one code applies, code the lowest numerical value.
Code
Description
1
State Highway Agency
2
County Highway Agency
3
Town or Township Highway Agency
4
City or Municipal Highway Agency
11
State Park, Forest, or Reservation Agency
12
Local Park Forest, or Reservation Agency
21
Other State Agency
25
Other Local Agency
26
Private (other than Railroad)
27
Railroad
31
State Toll Authority
32
Local Toll Authority
40
Other Public Instrumentality (i.e. Airport)
50
Indian Tribe Nation
60
Other Federal Agency
62
Bureau of Indian Affairs
63
Bureau of Fish and Wildlife
64
U.S. Forest Service
66
National Park Service
67
Tennessee Valley Authority
68
Bureau of Land Management
69
Bureau of Reclamation
70
U.S. Army Corps of Engineers
72
U.S. Air Force
38

Code
73
74
80

Description
U.S. Navy/Marines
U.S. Army
Other

Value Text: Optional. Code secondary ownership information, if applicable.
Collection and Reporting
Reported as needed.
LRS
Inventory direction for all roads, non-Inventory direction for divided facilities.
Calculation Method
Not Applicable
Guidance
“State” means owned by one of the 50 States, the District of Columbia, or the Commonwealth of Puerto
Rico highway agencies, 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 shall be coded
based on the primary owner (i.e., the entity that has the larger degree of ownership), if applicable.
Information on additional owners shall be entered in the Comments field for this item.

COUNTY_ID (County ID, Item 63)
47B

Description
The County Federal Information Processing Standard (FIPS) code.

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Enter the three-digit County FIPS code. An alternate source for FIPS codes can be found
here.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
N/A

MAINTENANCE_OPERATIONS (Maintenance and Operations, Item 68)
48B

Description
The legal entity that maintains and operates a roadway.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

This data item only needs to be reported if different from Ownership.
Coding
Value Numeric: Code the level of government that best represents who maintains and operates the
highway irrespective of ownership or agreements for other purposes. If more than one code applies,
use the lowest numerical value from the following:

Code
1
2
3
4
11
12
21
25
26
27
31
32
40
50
60
62
63
64
66
67
68
69
70
72
73
74
80

Description
State Highway Agency
County Highway Agency
Town or Township Highway Agency
City or Municipal Highway Agency
State Park, Forest, or Reservation Agency
Local Park, Forest, or Reservation Agency
Other State Agency
Other Local Agency
Private (other than Railroad)
Railroad
State Toll Authority
Local Toll Authority
Other Public Instrumentality (i.e. Airport)
Indian Tribe Nation
Other Federal Agency
Bureau of Indian Affairs
Bureau of Fish and Wildlife
U.S. Forest Service
National Park Service
Tennessee Valley Authority
Bureau of Land Management
Bureau of Reclamation
U.S. Army Corps of Engineers
U.S. Air Force
U.S. Navy/Marines
U.S. Army
Other

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
The term ‘maintenance and operations’ covers the preservation and performance of the highway,
including surface, shoulders, roadsides, structures, and such traffic-control devices as are necessary for
safe and efficient utilization of the highway.
41

‘State’ means maintained by one of the 50 States, the District of Columbia, or the Commonwealth of
Puerto Rico highway agencies, including quasi-official State commissions or organizations.
‘County’, ‘local’, ‘municipal’, ‘town’, or ‘township’ means maintained by one of the officially recognized
governments established under State authority.
‘Federal’ means maintained 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 organization that
maintains the highway.
In cases where maintenance and operations responsibilities are shared between multiple entities, this
item shall be coded based on the entity that has the larger degree of responsibility for maintenance and
operations. Information on additional entities shall be entered in the Value Text field for this data item.

IS_RESTRICTED (Is Restricted, Item 73)
49B

Description
An optional data item to identify publicly owned roadways where public travel is restricted, and the
mileage is not considered in the certification of public roadway mileage.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Code 1 for public roadways that are restricted.
Collection and Reporting
Reported as needed.
LRS
Inventory and non-Inventory direction reporting optional.
Calculation Method
Not Applicable

Guidance
This data item should include facilities such as public roadways on military bases that are restricted to
select personnel or family members.
The data item should not include privately owned roadways.
Do not include public roadways that are closed during specific hours or that have seasonal restrictions,
but are otherwise open to the traveling public.
Other data items are not expected to be collected and reported on restricted roadways.
Figure 18: Is Restricted Examples

Source: USDA Forest Service, Vehicle Barriers, 2006

Lanes Data Items
21B

THROUGH_LANES (Through Lanes, Item 7)
50B

Description
The number of lanes designated for through-traffic.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-6

1-5

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Enter the number of through lanes in both directions carrying through traffic in the offpeak period.
Value Date: Report the date in MM/YYYY format for when the data was collected.

Collection and Reporting
Interstate must be collected and reported each year, no later than April 15th. Non-Interstate NHS must
be collected and reported every other year, due no later than June 15th. All other sections or Samples
are to be reported as needed.
LRS
Inventory direction for all roads.
Calculation Method
Not Applicable
Guidance
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 or two-way roadways, 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, passing lanes, truck climbing lanes, or 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.
Managed lanes (e.g., High Occupancy Vehicle (HOV), High Occupancy Toll (HOT), Express Toll Lanes
(ETL)) operating during the off-peak period are to be included in the total count of through lanes.
Figure 19: A Roadway with Four Through-Lanes

Source: TxDOT,
Transportation Planning and
Programming Division

MANAGED_LANES_TYPE (Managed Lane Operations Type, Item 8)
51B

Description
The type of managed lane operations (e.g. HOV, HOT, ETL, etc.)
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-6

1-5

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Only report where data item is applicable. Section limits shall correspond with the information reported
for Data Item 9 (Managed Lanes).
Coding
Value Numeric: Use the following codes:
Code

Description

Full-time Managed Lanes

2
3

Part-time Managed Lanes: normal through
lanes
Part-time Managed Lanes: shoulder/parking
lanes

Section has 24-hour exclusive managed lanes
(e.g., HOV use only; no other use permitted)
Normal through lanes used for exclusive
managed lanes during specified time periods
Shoulder/Parking lanes used for exclusive
managed lanes during specified time periods

Value Text: If more than one type of managed lane operation exists, the secondary type may be
indicated here.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
Code this data item considering both directions to reflect existing managed lane operations, even
though it’s reported in the inventory direction. If more than one type of managed lane is present for the
section, code the lesser of the two applicable codes (e.g., if codes 2 and 3 are applicable for a section,
then the section should be coded as 2). This information may be indicated by either managed lane
signing or the presence of pavement markings (large diamond-shaped markings), or both.

Figure 20: HOV Signage

Source: FDOT RCI Field Handbook, Nov. 2021

MANAGED_LANES (Managed Lanes, Item 9)
52B

Description
Maximum number of lanes in both directions designated for managed lane operations.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-6

1-5

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Only report where data item is applicable. Section limits shall correspond with the information reported
for Data Item 8 (Managed Lane Operations Type).
Coding
Value Numeric: Enter the number of managed lanes in both directions.
Value Text: Use when more than one type of managed lane operations exists on this section. Indicate
how many lanes apply to the Managed Lane Operations Type reported in Data Item 8.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.

Calculation Method
Not Applicable
Guidance
N/A

PEAK_LANES (Peak Lanes, Item 10)
53B

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

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the number of through lanes used during the peak period in the peak direction.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
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. 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 21: Peak Lanes (Code 3) Example

Source: Mike Kahn/Green Stock Media

Figure 22: Reversible Lanes Example

Source: The Salt Lake Tribune, 2013

COUNTER_PEAK_LANES (Counter-Peak Lanes, Item 11)
54B

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

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the number of through lanes used during the peak period (per Data Item 10) in
the counter-peak direction of flow.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
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. For rural roads with 4 or
more lanes, code based on the counter-peak direction of travel.
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. The number of peak lanes 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.

TOLL_ID (Toll ID, Item 15)
5B

Description
Identifies sections that are toll facilities by their FHWA Toll ID number.

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1-7

1-7

Sample Panel
Ramps

Functional Classes
Urban
Rural

Only report where data item is applicable.
Coding
Value Numeric: Assign the appropriate FHWA Toll ID. Existing Toll IDs can be found in the FHWA
publication Toll Facilities in the United States. For new Toll ID designations, contact the FHWA Office of
Highway Policy Information at HPInfoMail@dot.gov.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Not Applicable
Guidance
N/A

LANE_WIDTH (Lane Width, Item 34)
56B

Description
The measure of existing lane width.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the predominant through-lane width to the nearest whole foot.

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Lane width should be coded according to where the pavement/shoulder surface changes, or to the
pavement lane striping (if the shoulder and pavement surface are the same).
Where there is no delineation between the through-traffic lane and the shoulder or parking lane, or
where there is no centerline, estimate a reasonable split between the actual width used by traffic and
the shoulder or parking lane based on State/local design guides.
When striping is placed inside the edge of the pavement (within approximately one foot) to keep traffic
from breaking the pavement edge, ignore the striping and measure from the pavement edge to the
center of a single centerline stripe. Or, if double centerline striping exists, measure to the center of the
two stripes.
If more than one lane exists, measure all lanes in the inventory direction and use the average value to
the nearest foot. If lane widths vary over the extent of the Sample section, use the predominant
width(s) for measuring and reporting purposes.
In Figure 23, the number of through lanes is 2; deducting 10 feet for parking on each side, which is either
striped or from design practices, would leave width for two 18 foot lanes.

Figure 23: An Example for Measuring Lane Width

Source: FHWA, OHPI

MEDIAN_TYPE (Median Type, Item 35)
57B

Description
The type of median.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the type of median using the following codes.

Code
1
2

Description
None
Unprotected

Curbed

4
5
6
7

Positive Barrier - unspecified
Positive Barrier - flexible
Positive Barrier - semi-rigid
Positive Barrier - rigid

No median or unprotected area less than 4 feet wide.
Median exists with a width of 4 feet or more.
Barrier or mountable curbs with a minimum height of 4
inches.
Prevents vehicles from crossing median.
Considerable deflection upon impact.
Some deflection upon impact.
No deflection upon impact.

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Median - The portion of a divided highway separating the traveled way for traffic in opposing directions.
The principal functions of a median are to:
• Minimize interference of opposing traffic;
• Provide a recovery area for out-of-control vehicles;
• Provide a stopping area in case of emergencies;
• Provide open or green space;
• Minimize headlight glare from opposing vehicles;
• Provide width for future lanes;
• Provide space for speed-change lanes and storage areas for left- and U-turn vehicles; and
• Restrict left turns except where median openings are provided.
A positive barrier normally consists of a guardrail or concrete barrier, but could consist of thick,
impenetrable vegetation. All positive barrier medians, regardless of their width, must be considered for
reporting purposes.
Turning lanes or bays are not considered medians unless the turning lanes/bays are cut into an existing
median at intersections, site entrances (e.g., a shopping center), etc.; a continuous turning lane is not a
median.

Figure 24: An Example of Median Type (Code 2) Unprotected

Source: TxDOT, Transportation Planning and Programming Division

MEDIAN_WIDTH (Median Width, Item 36)
58B

Description
The existing median width.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the predominant median width including left shoulders, if any, measured
between the inside edges of the left-most through lanes in both directions, to the nearest foot.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.

Calculation Method
Predominance
Guidance
Enter ‘99’ where the median width is 100 feet or greater.
The edge of through lane is determined by paint striping, difference in pavement/shoulder construction
material, or according to traffic use. If the median is raised or a ditch, do not add the contour as part of
the median width measure.
For measurement purposes, ignore turning bays cut into the median.
Figure 25: An Example for Measuring Median Width

Source: FHWA, OHPI

Figure 26: Median Width Measurement

Source: FDOR RCI Field Handbook, Nov. 2008

SHOULDER_TYPE (Shoulder Type, Item 37)
59B

Description
The type of shoulder.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the code for the type of shoulder on the Sample.
Code
Description
1
None
2
Surfaced shoulder exists - bituminous concrete (AC)
3
Surfaced shoulder exists - Portland Cement Concrete surface (PCC)
Stabilized shoulder exists (stabilized gravel or other granular material with or without
4
admixture)
Combination shoulder exists (shoulder width has two or more surface types; e.g. part of the
5
shoulder width is surfaced and part of the width is earth)
6
Earth shoulder exists
7
Deprecated
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
If the shoulder type varies over the extent of the section, code the predominant type.
If left and right shoulder types differ on a divided facility, code the right shoulder type as the
predominant type.
Disregard curbs for HPMS reporting purposes. If there is a shoulder in front of a curb, code this Data

Item and Data Item 38 (Shoulder Width).
If a bike lane abuts the through lane, there cannot be a shoulder unless it is used as a combined
shoulder/bike lane (sometimes indicated by signage or symbols on the pavement). If a bike lane or
parking is completely separated from the roadway, it should not be considered.
If the section has parking abutting the through lane, there cannot be a shoulder. If there is parking on
one side of a divided roadway and a shoulder on the other side, then both, Data Item 38 (Shoulder
Width) and Data Item 40 (Peak Parking) need to be coded appropriately. A shoulder cannot exist
between a traffic lane and a parking lane.
Figure 27: Bituminous (Code 2)

Source: FHWA, OHPI

Figure 28: Stabilized (Code 4)

Source: FHWA, OHPI

Figure 29: Combination (Code 5)

Source: FHWA, OHPI

Figure 30: Earth (Code 6)

Source: FHWA, OHPI

SHOULDER_WIDTH_R (Right Shoulder Width, Item 38)
60B

Description
The existing right shoulder width.

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the width of the right shoulder to the nearest whole foot. Zero (0) values shall
only be reported for sections where shoulders do not exist.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Do not include parking or bicycle lanes in the shoulder width as further illustrated in Figures below.
Code the predominant width where it changes back and forth along a roadway section.
Ensure that the total width of combination shoulders is reported.
Include rumble strips and gutter pans in shoulder width.
This width shall be measured from the outer edge of the right-most through lane to the outer edge of
the shoulder.

Figure 31: Earth Shoulder Measurement

Measure from the white stripe to the break point of the shoulder.

Figure 32: Bituminous Shoulder Measurement
Measure from the white stripe to the edge of the paved area.

Source: FHWA, OHPI

Figure 33: Measuring Shoulders with Guardrails

Measure from the edge of the through lane to the face of the guardrail.

Source: FHWA, OHPI

Figure 34: Measuring Shoulders with Parking/Bike Lanes

Source: FHWA, OHPI

Figure 35: Measuring Shoulders with Parking and Bike Lanes

Source: FHWA, OHPI

Figure 36: Measuring Shoulders with Combined Parking/Bike Lanes

Source: FHWA, OHPI

SHOULDER_WIDTH_L (Left Shoulder Width, Item 39)
Description
The existing left shoulder width.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the width of the left (median) shoulder to the nearest whole foot. Zero (0) values
shall only be report for sections where shoulders do not exist. Left shoulders shall only be coded for
divided highway sections.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Do not include parking or bicycle lanes in the shoulder width measurement.
Code the predominant width where it changes back and forth along a roadway section.
Ensure that the total width of combination shoulders is reported.
Include rumble strips and gutter pans in shoulder width.
This width shall be measured from the outer edge of the left-most through lanes to the left-most edge
of the inside shoulder.

PEAK_PARKING (Peak Parking, Item 40)
62B

Description
Specific information about the presence of parking during the peak period.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

Coding
Value Numeric: Enter the code that best reflects the type of peak parking that exists using the following
codes:
Code
Description
1
Parking allowed on one side.
2
Parking allowed on both sides.
3
No parking allowed or none available.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Code this Data Item to reflect the permitted use, even if the Sample is not formally signed or striped for
parking.
If parking is observed beyond the shoulder or the pavement-edge where there is no shoulder, use code
3.
If parking lanes are legally used for through-traffic or turning lanes during the peak period, code the
appropriate in-use condition.
Interstates and Freeways are usually assigned a code 3.
The codes are applicable regardless of whether the roadway is a one-way or two-way street, or a divided
or undivided facility.
64

Figure 37: Parking on One Side (Code 1) Example

Source: FDOR RCI Field Handbook, Nov. 2008

Figure 38: Parking on Both Sides (Code 2) Example

Source: FDOR RCI Field Handbook, Nov. 2008

Figure 39: No Parking Allowed (Code 3) Example

Source: FHWA, OHPI, 2021

DIR_THROUGH_LANES (Directional Through Lanes, Item 70)
63B

Description
The number of lanes designated for through-traffic, for a given direction of travel on an Interstate
highway section.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
1

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

This data item is only required to be reported when pavement distresses and other related data items
(e.g. IRI, Surface Type, Rutting, etc.) have been reported independently for the inventory and noninventory directions of travel associated with Interstate highway sections.

Coding
Value Numeric: Enter the number of through lanes designated for through-traffic in a given direction of
travel (e.g. westbound only) associated with an Interstate highway section.
Value Date: Report the date in MM/YYYY format for when the data was collected.
Collection and Reporting
Interstate sections must be collected and reported each year, no later than April 15th.
LRS
Inventory direction for all roads. Non-Inventory direction is optional except where pavement data items
(IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported for the non-Inventory
direction.
Calculation Method
Not Applicable
Guidance
The number of lanes reported for this Data Item shall be designated for through-traffic during the offpeak period. 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.
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, or shoulder.
Managed lanes (e.g., High Occupancy Vehicle (HOV), High Occupancy Toll (HOT), Express Toll Lanes
(ETL)) operating during the off-peak period are to be included in the total count of through lanes.
Please note that Data Items 7, 9, 10 and 11 (Through Lanes, Managed Lanes, Peak Lanes, and Counterpeak Lanes, respectively) contain similar, but unique travel lane information. The distinction between
the requirements for these data items and Directional Through Lanes is described in Table 7.

Table 7: Travel-Lane Reporting Requirements/Specifications

Data Item

Description

Reporting Extent

Directional
Through
Lanes

The number of lanes
designated for
through-traffic, for a
given direction of
travel.

All Interstate sections,
where pavement
distress items are
reported
independently for
both directions of
travel.

Through
Lanes

The number of lanes
designated for
through-traffic.

Peak Period
Directionality
Representation

Off-peak

Report the number
of lanes
independently for
each direction of
travel.

All Federal-aid system
roadway sections,
including ramps.

Off-peak

Report the total
number of lanes in
both directions of
travel.

Managed
Lanes

The maximum
number of lanes
designated for
managed lane
operations.

All Federal-aid system
roadway sections,
where applicable.

Peak and Offpeak

Report the total
number of lanes in
both directions of
travel.

Peak Lanes

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

Sample Panel Sections

Peak

Counter Peak
Lanes

Number of lanes in
the counter-peak
direction of flow
during the peak
period.

Sample Panel Sections

Peak

Intersections Data Items
2B

TURN_LANES_R (Right Turn Lanes, Item 12)
64B

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

Report the number
of lanes associated
with the peak
direction of flow
only.
Report the number
of lanes associated
with the counterpeak direction of
flow only.

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

Coding
Value Numeric: Enter the code from the following table that best describes the peak-period turning
lane operation in the inventory direction. This data item shall be coded based on the same intersection
that is used for identifying the percent green time for a given roadway section.
Description
Code
1
No intersection where a right turning movement is permitted exists on this section.
Turns permitted; multiple exclusive right turning lanes exist. Through movements are
2
prohibited in these lanes. Multiple turning lanes allow for simultaneous turns from all turning
lanes.
Turns permitted; a continuous exclusive right turning lane exists from intersection to
3
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.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
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 controlled 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 (3). Code a through
lane that becomes an exclusive turning lane at an intersection as a shared (through/right turn) lane (5);
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 40: Roundabout Configuration Example Figure 40) should be
considered as an intersection where turns are permitted with no exclusive lanes. Use 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 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.
Painted islands (Figure 41) 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 40: Roundabout Configuration Example

Source: SRA Consulting Group, Nov. 2008

Figure 41: Painted Island Example

Source: TxDOT, Transportation Planning and Programming Division

Figure 42: Multiple Turn Lanes (Code 2) Example

Source: FDOT RCI Field Handbook, Nov. 2008

Figure 43: Continuous Turn Lane (Code 3) Example

Source: MnDOT

Figure 44: Single Turn Lane (Code 4) Example

Source: MoveTransport.com

Figure 45: No Exclusive Turn Lane (Code 4) Example

Source: FDOT RCI Field Handbook, Nov. 2008

Figure 46: No Right Turn Permitted (Code 6) Example

Source: TxDOT, Transportation Planning and Programming Division

TURN_LANES_L (Left Turn Lanes, Item 13)
65B

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

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

Coding
Value Numeric: Enter the code from the following table that best describes the peak-period turning
lane operation in the inventory direction. This data item shall be coded based on the same intersection
that is used for identifying the percent green time for a given roadway section.
Code
Description
1
No intersection where a left turning movement is permitted exists on this section.
Turns permitted; multiple exclusive left turning lanes exist. Through movements
2
are prohibited in these lanes. Multiple turning lanes allow for simultaneous turns
from all turning lanes.
Turns permitted; a continuous exclusive left turning lane exists from intersection
3
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.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
See Guidance for Data Item 12: Turn_Lanes_R. In addition:
Jug handle configurations (as shown in Figure 47), or lanes on either side of the roadway, should be
considered 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.
74

Permitted U-turn movements are not to be considered for the purpose of determining turn 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 50: Exclusive Turn Lane (Code 4) Example), 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 47: Jug Handle Configuration Example

Source: SRA Consulting Group, Nov. 2008

Figure 48: Multiple Turn Lanes (Code 2) Example

Source: FDOT RCI Field Handbook, Nov. 2008

Figure 49: Continuous Turn Lane (Code 3) Example

Source: Kentucky Transportation Cabinet

Figure 50: Exclusive Turn Lane (Code 4) Example

Source: FHWA, OHPI

Figure 51: No Exclusive Left Turn Lane (Code 5) Example

Source: FHWA, OHPI

Figure 52: No Left Turn Permitted (Code 6) Example

Source: FHWA, OHPI

SIGNAL_TYPE (Signal Type, Item 29)
6B

Description
The predominant type of signal system on a Sample section.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

May optionally be reported for rural Samples.
Coding
Value Numeric: Enter the code that best describes the predominant type of signal system for the
inventoried direction of travel.
Code
Description
Uncoordinated Fixed Time (may include pre-programmed changes for peak
1
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.
78

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance.
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 53: Uncoordinated Fixed Time (Code 1) Example

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

Source: FDOT RCI Field Handbook, 2021

Figure 54: Uncoordinated Traffic Actuated (Code 2) Example

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

Source: FDOT RCI Field Handbook, 2021

Figure 55: Coordinated Progressive (Code 3) Example

These signals usually occur in hightraffic urban or urbanized areas, in
close proximity to other signals, and
are usually timed or coordinated with
adjoining signals. This type of signal
allows for a more constant free flow
of traffic.

Source: FDOT RCI Field Handbook, 2021

PCT_GREEN_TIME (Percent Green Time, Item 30)
67B

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

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

May optionally be reported for rural Samples.
Coding
Value Numeric: Enter the percent green time, rounded to the nearest whole percent, reported as a
number, in effect during the peak period (max peak period preferred) for through traffic at signalized
intersections, for the inventoried direction of travel. For example, 37.8% should be reported as 38.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Average.
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 shall be coded based on the weighted average percent green time at that location. If multiple
intersections exist, code this Data Item based on 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.
If this data is not available for the signalized intersections associated with a given Sample section,
percent green time data from other signalized intersections located on the same route, or on a similar
route with similar traffic characteristics in the immediate vicinity can be used for reporting purposes.

NUMBER_SIGNALS (Number of Signalized Intersections, Item 31)
68B

Description
A count of at-grade intersections where traffic signals are present.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the number of at-grade intersections where traffic signals are present, controlling
traffic in the inventory direction.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
No Calculation Permitted. Reported Values must be consistent with the limits of the sample.

Guidance
Only signals which cycle through a complete sequence of signalization (i.e., red, yellow, and green) for
all or a portion of the day shall be counted as a signal.
Access points to large traffic generators (e.g., shopping centers, malls, large work sites, office parks,
apartment complexes, etc.) shall be counted as intersections if the access point is controlled by a traffic
signal.
Special treatment is required when a Sample 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 56:
• 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 shall be counted as two
intersections.
Roundabouts (Figure 40) shall be coded under Data Item 33 (At-Grade/Other) intersections.
The sum of Data Items 31, 32, and 33 shall be equal to the total number of intersections on the section.
At-grade crossings where pedestrian-activated signals are present shall not be included in the count for
this data item, unless a cross-street is present.
Example of the Beginning or Ending Intersection Rule
In the upper portion of Figure 56, 2 signalized intersections would be coded for this data item, when
using either the beginning only or ending only rule.
In the lower portion of Figure 56, when using the beginning only rule, 2 signalized intersections would
be coded for this data item; when using the ending only rule, 1 signalized intersection would be coded
for this data item.

Figure 56: Intersection Count Example

Source: FHWA, OHPI

STOP_SIGNS (Number of Stop Sign-Controlled Intersections, Item 32)
69B

Description
A count of at-grade intersections where stop signs are present.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the number of at-grade intersections where stop signs are present, controlling
traffic in the inventory direction.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
No Calculation Permitted. Reported Values must be consistent with the limits of the sample.
Guidance
A continuously operating (i.e. all day), flashing red signal shall be counted as a stop sign.
Stop signs on intersecting roads shall 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.) shall be counted as intersections if the access point is controlled by a stop
sign.
Special treatment is required when a Sample 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 58:
•
•

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 shall be counted as two
intersections.
Roundabouts (Figure 40) shall be coded under Data Item 33 (At-Grade/Other) intersections.
The sum of Data Items 31, 32, and 33 shall be equal to the total number of intersections on the section.
At-grade crossings where pedestrian-activated signals are present shall not be included in the count for
this data item, unless a cross-street is present.

Figure 57: Stop Sign-Controlled Intersection

Source: MnDOT, Dec. 2012

Example of the Beginning or Ending Intersection Rule
In the upper portion of Figure 58, 2 stop sign-controlled intersections would be coded for this data item,
when using either the beginning only or ending only rule. In the lower portion of Figure 58, when using
the beginning only rule, 2 stop sign-controlled intersections would be coded for this data item; when
using the ending only rule, 1 stop sign-controlled intersection would be coded for this data item.

Figure 58: Intersection Count Example

Source: FHWA, OHPI

AT_GRADE_OTHER (Number of Intersections, Type-Other, Item 33)
70B

Description
Code the number of at-grade intersections where full sequence traffic signal or stop sign traffic control
devices are not present, in the inventory direction.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the number of at-grade intersections where full sequence traffic signal or stop
sign traffic control devices are not present, in the inventory direction.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
No Calculation Permitted. Reported Values must be consistent with the limits of the sample.
Guidance
Intersections with either no traffic control devices, or specialized traffic control devices existing in the
inventory direction, shall be included in the count for this data item.
Continuously operating (i.e. all day) flashing yellow signals and roundabouts (Figure 40) shall be included
in the count for this data item (i.e. they are considered to be Type-Other).
Access points to large traffic generators (e.g., shopping centers, malls, large work sites, office parks,
apartment complexes, schools, etc.) shall be included in the evaluation for this Data Item.
Special treatment is required when a Sample 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 60:
• 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 curb only or the ending curb 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 shall be counted as two
intersections.
The sum of Data Items 31, 32, and 33 shall be equal to the total number of intersections on the section.
At-grade crossings where pedestrian-activated signals are present shall not be included in the count for
this data item, unless a cross-street is present.

Figure 59: At-Grade Other Example

Source: Puckett Pages

Example of the Beginning or Ending Intersection Rule
In the upper portion of Figure 60, 2 at-grade other intersections would be coded for this data item,
when using either the beginning only or ending only rule. In the lower portion of Figure 60, when using
the beginning only rule, 2 at-grade other intersections would be coded for this data item; when using
the ending only rule, 1 at- grade other intersection would be coded for this data item.

Figure 60: Intersection Count Example

Source: FHWA, OHPI

Traffic Data Items
23B

Regarding Traffic Requirements
States should collect and report traffic and vehicle classification data in accordance with the Traffic
Monitoring Guide (TMG) and the AASHTO Traffic Data Guidelines. Traffic data on the NHS and all
Principal Arterials should be collected through field counting or other verifiable approaches, at a
minimum, on a 3-year cycle. Traffic data for all non-NHS lower functional system Federal-aid roadways
should be collected through field counting or other verifiable approaches, at a minimum, on a 6-year
cycle. Traffic data should be based on 48-hour continuous monitoring or approved alternative methods.
A sufficient number of continuous counts should be conducted for estimating and factoring. All
procedures should be applied consistently Statewide.

AADT (Annual Average Daily Traffic, Item 21)
71B

Description
Annual Average Daily Traffic
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1-6

1-5

Sample Panel
Ramps
Yes

Functional Classes
Urban
Rural
-

Coding
Value Numeric: Enter a value that represents the AADT for the current data year.
Value Text: Enter the code that best represents the source of the data.
Code
Source
Type
Method
(who conducted/
(Direct Input or
derived the count)
Mechanism)
State or local
government agency

Actual count

Consistent with short term
count factoring procedures
outlined in the TMG

State or local
government agency

Travel demand model
output, statistical trend
analysis, cellular data
modeling, or similar

Alternative methods not
identified in the TMG

Private business or
non-governmental
agency

Actual count

Consistent with short term
count factoring procedures
outlined in the TMG

Private business or
non-governmental
agency

Travel demand model
output, statistical trend
analysis, cellular data
modeling, or similar

Alternative methods not
identified in the TMG

Data is developed or acquired using a method not identified in A, B, C, or D

Value Date: Enter the most recent year the data was collected in the field in YYYY format.
Collection and Reporting
Must be updated and reported annually and represent reporting year condition.
91

LRS
Inventory direction reporting required.
Calculation Method
Not Applicable.
Guidance
General
For two-way facilities, provide the bidirectional AADT; for one-way roadways and ramps, provide the
directional AADT.
All AADTs shall reflect application of temporal and axle correction factors, as necessary; no other
adjustment factors shall be used. Change rate factors shall be applied if the AADT is not derived from
current year counts.
AADTs for the NHS, Interstate, and Principal Arterial (OFE, OPA) roadway sections shall be based on
traffic counts taken on a minimum three-year cycle. AADTs for the non-Principal Arterial System (i.e.,
Minor Arterials, Major Collectors, and Urban Minor Collectors) can be based on a minimum six-year
counting cycle.
Data for the years which are not based on actual traffic counts or other field verifiable methods shall be
estimated to reflect the actual travel conditions.
AADT is an annual average daily value that represents all days of the data/inventory year.
Regarding Value Text codes:
• Contractors collecting or generating counts on behalf of a State or local government should be
coded as a C or D, as appropriate. ‘Grown’ or ‘factored’ counts are considered actual counts and
should be coded as such.
Regarding Value Date codes:
• Enter the year of the last actual physical in field count; and not the last estimate, factored count,
or grown count year.
• If more than one count was used (e.g., extrapolation from the two adjacent counted sections),
enter the year of the most recently counted section.
• Always use the year the actual count was taken or obtained as the basis for reporting the date.
Ramps
To the extent possible, the same procedures used to develop AADTs on non-ramp sections should also
be used to develop ramp AADT data. At a minimum, 48-hour ramp traffic counts or other approved
alternative approaches shall 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 also be used to gather traffic data on ramps. States are
encouraged to use the conservation of flows to estimate entrance or exit travel patterns.

AADT_SINGLE_UNIT (Single-Unit Truck and Bus AADT, Item 22)
72B

Description
Annual Average Daily Traffic for single-unit trucks and buses (FHWA classes 4-7).
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
2-6

2-5

Coding
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: Enter the code that best represents the source of the data.
Code
Source
Type
(who conducted/
(Direct Input or Mechanism)
derived the count)

Method

State or local
government agency

Actual count

Consistent with short term
count factoring procedures
outlined in the TMG

State or local
government agency

Travel demand model output,
statistical trend analysis, cellular
data modeling, or similar

Alternative methods not
identified in the TMG

Private business or
non-governmental
agency

Actual count

Consistent with short term
count factoring procedures
outlined in the TMG

Private business or
non-governmental
agency

Travel demand model output,
statistical trend analysis, cellular
data modeling, or similar

Alternative methods not
identified in the TMG

Code

Source
(who conducted/
derived the count)

Type
(Direct Input or Mechanism)

Method

Data is developed or acquired using a method not identified in A, B, C, or D

Collection and Reporting
Must be updated and reported annually and represent reporting year condition.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Averaging.
Guidance
For two-way facilities, provide the bidirectional Single-unit Truck and Bus AADT; for one-way roadways,
provide the directional Single-unit Truck and Bus AADT.
This value shall 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 shall be adjusted to represent
average conditions as recommended in the TMG. Single-unit trucks and buses are defined as vehicle
classes 4 through 7 (buses through four-or-more axle, single-unit trucks).
Section specific measured values are requested based on traffic counts or other field verifiable methods
taken on a minimum three-year cycle for the NHS and all Principal Arterials, and a six-year cycle for the
non-NHS and lower functional class roadways. 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 may be used.
Data for the years which are not based on actual traffic counts or other field verifiable methods shall be
estimated to reflect the actual travel conditions.
Regarding Value Text codes:
• Contractors collecting or generating counts on behalf of a State or local government should be
coded as a C or D, as appropriate. ‘Grown’ or ‘factored’ counts are considered actual counts and
should be coded as such.

PCT_DH_SINGLE_UNIT (Percent Design Hour Single-Unit Trucks and Buses, Item 23)
73B

Description
Design Hour single-unit truck and bus volume as a percentage of the Design Hour volume.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the Design Hour single-unit truck and bus volume as a percentage of the
applicable roadway section’s Design Hour volume rounded to the nearest hundredths of a percent
(0.01%). This percent shall not be rounded to the nearest whole percent or to zero percent if minimal
vehicles exist. The Design Hour is considered to be the 30th largest hourly volume for a given calendar
year.
Collection and Reporting
Must be updated and reported annually.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Averaging.
Guidance
Percent Design Hour Single-Unit Trucks and Buses is the design hour number of single-unit trucks
and buses for a given calendar year as a percentage of the design hour volume. Section specific values
shall be provided. Statewide or functional system-wide values shall not be used. The design-hour is also
commonly known as the 30th highest hourly volume hour in a calendar year.
The best source of this data is from continuous class traffic monitoring sites. If the sample section has a
permanent CVC site, use the Percent Design Hour Single-Unit Trucks and Buses from the actual
permanent site.
The following steps are used to calculate this data item:
1. Identify the 30th highest hour of total volume at the site.
2. For the 30th highest hour, identify the volumes of vehicles by FHWA vehicle types. For this data
item, sum the volumes of Classes 4, 5, 6, and 7.

3. Calculate the data item as the sum of the volumes for classes 4-7 divided by the total design
hour volume.
If continuous class data is not available, use values derived from continuous class station data on the
same route or on a similar route with similar truck traffic characteristics in the same area. Urban-rural
and functional classification characteristics would be appropriate variables to use. Other sources of this
data may include the use of project level information for the section, turning movement and
classification class data, regression analysis of computed Percent Design Hour Single-Unit Trucks and
Buses at continuous vehicle class stations (CVC), continuous class site data grouped by urbanized areas
to estimate urbanized area Percent Design Hour, and continuous class site data grouped by number of
lanes for high truck volume routes.
The hour used to calculate K-factor should also be used to calculate Percent Design Hour.

AADT_COMBINATION (Combination Truck AADT, Item 24)
74B

Description
Annual Average Daily Traffic for Combination Trucks.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
2-6

2-5

Coding
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: Enter the code that best represents the source of the data.
Source
Type
Method
Code
(who conducted/
(Direct Input or
derived the count)
Mechanism)
A

State or local
government agency

Consistent with short
term count factoring
procedures outlined in
the TMG

Actual count

Source
(who conducted/
derived the count)

Type
(Direct Input or
Mechanism)

State or local
government agency

Travel demand model
output, statistical
trend analysis, cellular
data modeling, or
similar

Private business or
non-governmental
agency

Actual count

Private business or
non-governmental
agency

Travel demand model
output, statistical
trend analysis, cellular
data modeling, or
similar

Code

Method

Alternative methods not
identified in the TMG
Consistent with short
term count factoring
procedures outlined in
the TMG
Alternative methods not
identified in the TMG

Data is developed or acquired using a method not identified in A, B, C, or D

Sample-section-specific measured values shall be based on traffic counts taken on a three-year cycle, at
a minimum with a duration minimum of 48 hours. 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 TMG.
Regarding Value Text codes:
Contractors collecting or generating counts on behalf of a State or local government should be
coded as a C or D, as appropriate. ‘Grown’ or ‘factored’ counts are considered actual counts and
should be coded as such.

•

PCT_DH_COMBINATION (Percent Design Hour Combination Trucks, Item 25)
75B

Description
Design Hour combination truck volume as a percentage of the Design Hour volume.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the Design Hour combination truck volume as a percentage of the applicable
roadway section’s Design Hour volume rounded to the nearest hundredths of a percent (0.01%). This
percent shall not be rounded to the nearest whole percent or to zero percent if minimal vehicles exist.
The Design Hour is considered to be the 30th largest hourly volume for a given calendar year.
Collection and Reporting
Must be updated and reported annually.
LRS
Inventory direction reporting required.

Calculation Method
Weighted Averaging.
Guidance
Percent Design Hour Combination Trucks is the design hour number of combination trucks for a given
calendar year as a percentage of the design hour volume. Section specific values shall be provided.
Statewide or functional system-wide values shall not be used. The design-hour is also commonly known
as the 30th highest hourly volume hour in a calendar year.
The best source of this data is from continuous class traffic monitoring sites. If the sample section has a
permanent CVC site, use the Percent Design Hour Combination Trucks from the actual permanent site.
The following steps are used to calculate this data item:
1. Identify the 30th highest hour of total volume at the site.
2. For the 30th highest hour, identify the volumes of vehicles by FHWA vehicle types. For this data
item, sum the volumes of Classes 8, 9, 10, 11, 12, and 13.
3. Calculate the data item as the sum of the volumes for classes 8-13 divided by the total design
hour volume.
If continuous class data is not available, use values derived from continuous class station data on the
same route or on a similar route with similar truck traffic characteristics in the same area. Urban-rural
and functional classification characteristics would be appropriate variables to use. Other sources of this
data may include the use of project level information for the section, turning movement and
classification class data, regression analysis of computed Percent Design Hour Combination Trucks at
continuous vehicle class stations (CVC), continuous class site data grouped by urbanized areas to
estimate urbanized area Percent Design Hour, and continuous class site data grouped by number of
lanes for high truck volume routes.
The hour used to calculate K-factor should also be used to calculate Percent Design Hour.

K_FACTOR (K-factor, Item 26)
76B

Description
The design hour volume (often the 30th largest hourly volume for a given calendar year) as a percentage
of AADT.

Extent

All NHS
-

Full Extent
Functional
Ramps
Classes
Urban
Rural
-

Sample Panel
Functional Classes
Urban

Rural

1-6

1-5

Coding
Value Numeric: enter the K-factor to the nearest percent.
Collection and Reporting
Must be updated and reported annually.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Averaging.
Guidance
The K-factor is the design hour volume, commonly known as the 30th largest hourly volume, for a given
calendar year as a percentage of the annual average daily traffic. Section specific values shall be
provided. Statewide or functional system-wide values shall not be used.
The best source of this data is from continuous traffic monitoring sites. If continuous 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.
Other sources of this data may include the use of project level information for the section, turning
movement and classification count data, regression analysis of computed K-factors at continuous count
stations (CCSs), 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 D-factor.
Code this data item in accordance with the limits for which Data Item #21 (AADT) is reported.

100

DIR_FACTOR (Directional Factor, Item 27)
7B

Description
The percent of design hour volume (often the 30th largest hourly volume for a given calendar year)
flowing in the higher volume direction.
Extent

All NHS
-

Full Extent
Functional
Ramps
Classes
Urban
Rural
-

Sample Panel
Functional Classes
Urban

Rural

1-6

1-5

Coding
Value Numeric: Enter the percentage of the design hour volume flowing in the peak direction. Code
‘100’ for one-way facilities.
Collection and Reporting
Must be updated and reported annually.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Averaging.
Guidance
Section-specific values based on an actual count shall 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 shall 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.
The hour used to calculate D-factor should also be used to calculate K-factor.
Code this data item in accordance with the limits for which Data Item #21 (AADT) is reported.

101

FUTURE_AADT (Future AADT, Item 28)
78B

Description
Forecasted AADT
Extent

All NHS
-

Full Extent
Functional
Ramps
Classes
Urban
Rural
-

Sample Panel
Functional Classes
Urban

Rural

1-6

1-5

Coding
Value Numeric: Enter a value that represents the forecasted AADT.
Value Date: The year for which the Future AADT has been forecasted in YYYY format.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Weighted Averaging.
Guidance
For two-way facilities, provide the bidirectional Future AADT; for one-way roadways, provide the
directional Future AADT.
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,

102

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 (AADT) is reported.

Control Data Items
24B

ACCESS_CONTROL (Access Control, Item 5)
79B

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

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1-3

1-3

Sample Panel
Functional Classes

Urban

Rural

4-6

4-5

Coding
Value Numeric: Use the following codes:
Code Description
1

Full Access Control

Partial Access Control

No 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).
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.
No degree of access control exists (i.e., full access to the
facility is permitted).

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.

103

Calculation Method
Predominance
Guidance

Figure 61: Full Access Control (Code 1) Examples
All access via grade-separated interchanges

Sources:
Left: https://theconstructor.org/transportation/grade-separation-interchanges/29200/
Right: TxDOT, Transportation Planning and Programming Division

Figure 62: Partial Access Control (Code 2) Examples
Access via grade-separated interchanges and direct access roadways

Sources:
Left: https://upload.wikimedia.org/wikipedia/commons/a/a9/Ohio_13_and_Possum_Run_Road.JPG
Right: https://en.wikipedia.org/wiki/Limited-access_road

104

Figure 63: No Access Control (Code 3) Examples

Source: FDOT RCI Field Handbook, Nov. 2008

SPEED_LIMIT (Speed Limit, Item 14)
80B

Description
The posted speed limit.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

2-6

2-5

Coding
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.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
105

Guidance
If the speed limit changes within the limits of a section, the State shall determine and report the
predominant daytime speed limit.
For sections where minimum and maximum posted speed limits (PSLs) are present, this data item shall
be coded in accordance with the maximum PSLs.
For sections where dynamically or variably controlled speed limits are present, code the PSL. If the
speed limit for these sections during the peak period is lower than the PSL, code the lower value (i.e.
peak period speed limit).

Pavement Data Items
25B

IRI (International Roughness Index, Item 47)
81B

Description
IRI is the road roughness index most commonly used worldwide for evaluating and managing road
systems. Road roughness is the primary indicator of the utility of a highway network to road users. IRI
is defined as a statistic used to estimate the amount of roughness in a measured longitudinal profile.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1-3

1-3

Sample Panel
Functional Classes
Urban

Rural

4-6

4-5

Reporting for Samples on urban minor arterials, all major collectors, and urban minor collectors is
optional if PSR is provided. Either IRI or PSR must be reported for all NHS and Sample sections.
Coding
Value Numeric: Code IRI to the nearest inch per mile.
Value Text: This field should not be populated if the Value Numeric field has been populated with a
newly measured value (per the Collection and Reporting requirements) for a NHS section. If the Value
Numeric field has not been populated with a newly measured value, then one of the following codes
shall be provided, only when applicable, to indicate why a newly measured value could not be collected:
Code
Description
Construction - Roadway was under construction (i.e., not open to traffic due to
A
capital improvement activities)
Closure - Roadway was closed to traffic (i.e., not open to traffic, and not under
B
construction, impassable due to earthquake damage, etc.)
106

Code
C
D
E

Description
Disaster - Roadway was located in an area declared as a disaster zone (e.g., not
open to traffic due to being flooded)
Deterioration - Roadway was too deteriorated to measure
New NHS Designation – Roadway added to NHS post-data collection

Value Date: Report the date in MM/YYYY format for when the data was collected.
Collection and Reporting
IRI on the Interstate must be collected annually and must be reported to HPMS by April 15th each year
for the data collected during the previous calendar year. IRI on the non-Interstate NHS must be
collected biennially and must be reported to HPMS by June 15th each year for the data collected during
the previous calendar year. See 23 CFR 490 for additional details on the National Performance
Management Measures requirements. IRI on Samples not on the NHS must also be collected and
reported biennially.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional, except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
No Calculation Permitted. Values must be reported in tenth mile sections, consistent with the Guidance
below.
Guidance
Data collection for IRI shall follow the processes identified in their Data Quality Management Plan
approved by the FHWA Division Office as required under 23 CFR 490.319(c).
The following standards shall be followed for reported IRI values:
• The system to collect IRI data shall be in accordance with American Association of State Highway
Transportation Officials (AASHTO) Standard M328-14, Standard Specification for Transportation
Materials and Methods of Sampling and Testing, Standard Equipment Specification for Inertial
Profiler and AASHTO Standard R56-14, Standard Specification for Transportation Materials and
Methods of Sampling and Testing, Standard Practice for Certification of Inertial Profiling
Systems.
• The method to collect data shall be in accordance with the network-level data collection
procedures in AASHTO Standard R57-14, Standard Specification for Transportation Materials
and Methods of Sampling and Testing, Standard Practice for Operating Inertial Profiling Systems.
• The reported IRI values shall be computed from pavement profile data in accordance with
AASHTO Standard R43-13, Standard Specification for Transportation Materials and Methods of
Sampling and Testing, Standard Practice for Quantifying Roughness of Pavement, 2021,
41st/2021 Edition, AASHTO, 978-1-56051-771-9. This method requires the calculation of IRI for
each wheelpath in a section, then averaging the two IRI values to determine the Mean
Roughness Index (MRI) for the section which is reported.

107

•

•
•
•
•

For the sections on the Interstate System, measured IRI shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length; and
o on an annual frequency (note: data collection shall be performed during a given
calendar year, i.e., data collection activities conducted during a State’s fiscal year,
performance year, etc. must conclude by December 31st of that year for reporting in the
following year).
For the sections on the non-Interstate System NHS, measured IRI shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length; and
o on a biennial frequency (note: data collection shall be performed during a given 2- year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).
Shall be reported for all sections with Surface Type (Item 49) codes ‘2’, ‘3’, ‘4’, ‘5’, ‘6’, ‘7’, ‘8’, ‘9’,
and ‘10’.
Shall not be estimated from PSR (Item 48).
Estimating conditions from data Samples of the full extent of the mainline will not be permitted.
For all other sections (including samples), measured IRI values shall be:
o In the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length; and
o on a biennial frequency (note: data collection shall be performed during a given 2- year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).

Structures and railroad grade crossings are to be included in the measurement of surface roughness.
If a measured IRI value is reported for a non-Principal Arterial System (PAS) Sample, a PSR value for that

108

section is not required, as a paved Sample shall have either PSR or IRI reported.
For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highway sections, for which dual carriageway GIS network representation is required.
However, if this data item is being reported for both the inventory and non-inventory directional
approaches associated with all divided Interstate roadway sections, then the following data items shall
be reported in the same manner for these roadway sections: Data Item 2 (Urban ID), Data Item 4
(Structure Type), Data Item 17 (Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data
Item 50 (Rutting), Data Item 51 (Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional
Through Lanes).
Value Text: When a measured value has not been populated, and one of the text codes do not apply,
the State should provide an explanation for this missing data in their HPMS Submittal Comments. This
might include circumstances such as equipment malfunctions or staffing constraints.

PSR (Present Serviceability Rating, Item 48)
82B

Description
Present Serviceability Rating (PSR) for pavement condition.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

4-6

For highway on the NHS, the PSR may be used as an alternative to IRI wherever the speed limit is below
40 mph. For Samples on urban minor arterials, all major collectors, and urban minor collectors, PSR may
be used as an alternative to IRI.
Coding
Value Numeric: Code a PSR or equivalent to the nearest tenth.
Value Text: No entry required for non-NHS sections. Report Code A if the posted speed limit is less
than 40 mph.
Value Date: Report using the MM/YYYY format for when the data was collected. This field should not
be populated when the Value Numeric field has not been populated.
Collection and Reporting
Where the State is collecting PSR in lieu of IRI, the State must abide by the pavement collection cycle
expected for that road section. PSR on the Interstate must be collected annually and must be reported
to HPMS by April 15th each year for the data collected during the previous calendar year. PSR on the
109

non-Interstate NHS must be collected biennially and must be reported to HPMS by June 15th each year
for the data collected during the previous calendar year. See 23 CFR 490 for additional details on the
National Performance Management Measures requirements. PSR on Samples not on the NHS must also
be collected and reported biennially.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
No Calculation Permitted. Values must be reported in tenth mile sections, consistent with the Guidance
below.
Guidance
Data collection for PSR shall follow the processes identified in their Data Quality Management Plan
approved by the FHWA Division Office as required under 23 CFR 490.319(c).
For the sections on the NHS where posted speed limit is less than 40 mph, PSR may be reported in lieu
of IRI.
If reported, measured PSR values shall be:
• in the rightmost through lane or one consistent lane for all data if the rightmost through lane
carries traffic that is not representative of the remainder of the lanes or is not accessible due to
closure, excessive congestion, or other events impacting access;
• continuously collected in a manner that will allow for reporting in nominally uniform section
lengths of 0.1 mile (528 feet); shorter sections are permitted only at the beginning of a route,
end of a route, at bridges, or other locations where a section length of 0.1 mile is not
achievable; the maximum length of a section shall not exceed 0.11 mile in length;
• on an annual frequency for Interstate pavements (note: data collection shall be performed
during a given calendar year, i.e., data collection activities conducted during a State’s fiscal year,
performance year, etc. must conclude by December 31st of that year for reporting in the
following year).
• on a biennial frequency for all other sections (including samples) (note: data collection shall be
performed during a given 2- year duration and must conclude by December 31st of that 2-year
duration for reporting purposes).
If sufficiency ratings of pavement condition are available, they may be used after a correlation between
the sufficiency rating scale and the PSR scale or other rating factors has been developed in accordance
with Table 8 and approved by the FHWA Division Office. If there are no current PSR, PSI, or sufficiency
ratings that can be adapted, the section can be rated using values in the following Table 8. Estimates to
the nearest tenth within the applicable range shall be made (e.g., 2.3 as opposed to 2.323).

110

Table 8: Present Serviceability Rating

PSR
4.0 – 5.0

3.1 – 3.9

2.1 – 3.0

1.1 – 2.0

0.1 – 1.0

Description
Only new (or nearly new) superior pavements are likely to be smooth enough
and distress free (sufficiently free of cracks and patches) to qualify for this
category. Most pavements constructed or resurfaced during the data year
would normally be rated in this category.
Pavements in this category, although not quite as smooth as those described
above, give a first-class ride and exhibit few, if any, visible signs of surface
deterioration. Flexible pavements may be beginning to show evidence of rutting
and fine random cracks. Rigid pavements may be beginning to show evidence of
slight surface deterioration, such as minor cracks and spalling.
The riding qualities of pavements in this category are noticeably inferior to
those of new pavements, and may be barely tolerable for high-speed traffic.
Surface defects of flexible pavements may include rutting, map cracking, and
extensive patching. Rigid pavements in this group may have a few joint failures,
faulting and/or cracking, and some pumping.
Pavements in this category have deteriorated to such an Extent that they affect
the speed of free-flow traffic. Flexible pavement may have large potholes and
deep cracks. Distress includes raveling, cracking, rutting and occurs over 50
percent of the surface. Rigid pavement distress includes joint spalling, patching,
cracking, scaling, and may include pumping and faulting.
Pavements in this category are in an extremely deteriorated condition. The
facility is passable only at reduced speeds, and with considerable ride
discomfort. Large potholes and deep cracks exist. Distress occurs over 75
percent or more of the surface.

For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highway, for which dual carriageway GIS network representation is required. However, if
this data item is being reported for both the inventory and non-inventory directional approaches
associated with all divided Interstate roadways, then the following data items shall be reported in the
same manner for these roadways: Data Item 2 (Urban ID), Data Item 4 (Structure Type), Data Item 17
(Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data Item 50 (Rutting), Data Item 51
(Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional Through Lanes).
Additional guidance on Present Serviceability Ratings can be found here.

SURFACE_TYPE (Surface Type, Item 49)
83B

Description
Surface type on a given roadway section.

111

Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

2-6

2-5

Coding
Value Numeric: Enter the following code which best represents the type of surface:
Code
Description
Pavement Group
1
Unpaved
N/A
2
Bituminous.
Asphalt Pavement
JPCP - Jointed Plain Concrete Pavement
Jointed Concrete
3
(includes whitetopping).
Pavement
JRCP - Jointed Reinforced Concrete
Jointed Concrete
4
Pavement (includes whitetopping).
Pavement
CRCP - Continuously Reinforced Concrete
5
Pavement.
CRCP
Asphalt-Concrete (AC) Overlay over Existing
6
AC pavement.
Asphalt Pavement
AC Overlay over Existing Jointed Concrete
7
Pavement
Asphalt Pavement
8
AC (Bituminous Overlay over Existing CRCP)
Asphalt Pavement
Unbonded Jointed Concrete Overlay on
Jointed Concrete
9
Portland Cement Concrete (PCC) Pavement
Pavement
Jointed Concrete
10
Bonded PCC Overlay on PCC Pavement
Pavement
11
Other (e.g. plank, brick, cobblestone, etc.)
N/A
Value Date: Report the date in MM/YYYY format for when the data was collected.
Collection and Reporting
Surface Type on the Interstate must be collected annually and must be reported to HPMS by April 15th
each year for the data collected during the previous calendar year. Surface Type on the non-Interstate
NHS must be collected biennially and must be reported to HPMS by June 15th each year for the data
collected during the previous calendar year. See 23 CFR 490 for additional details on the National
Performance Management Measures requirements. All other sections or Samples are to be reported as
needed.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.

112

Calculation Method
No Calculation Permitted. Reported values must reflect homogenous sections. Multiple values/records
may be reported within the sample limits.
Guidance
In accordance with 23 CFR 490.309(c), this data shall be collected and reported on an annual cycle for
the Interstate roadways and on a 2-year maximum cycle for all other required sections.
Surface Type is a full extent item for the NHS and should be determined from visual inspection and
construction records to the extent possible. Sample data needs construction record verification.
Code 1, Unpaved, on the NHS should be verified since they are very rare. Roadway sections where
subgrade/subbase of a pavement is exposed and roadway sections that are currently being
rehabilitated/reconstructed shall not be coded as ‘Unpaved’.
Asphalt pavement is pavement constructed with asphalt materials (codes 2, 6, 7, and 8). Continuously
Reinforced Concrete Pavements (CRCP) means pavements constructed of reinforced Portland cement
concrete with no joints (code 5). Jointed Concrete Pavements means pavements constructed of
Portland cement concrete (PCC) with joints. It may be constructed of either reinforced or unreinforced
(plain) concrete (codes 3, 4, 9, and 10). For codes 7 through 9, if the existing PCC pavement is fractured
(rubblized or crack-and-seated) prior to overlaying, treat the broken PCC as a base and select the surface
type that best describes the new surface. For example, AC (Bituminous) surface placed over rubblized
PCC is code 2 with fractured PCC as the base type. For whitetopping do not treat the underlying HMA as
a base type, rather follow the coding described for Item 58.
Whitetopping should be classified as code 3 or 4 depending on whether reinforcement is present or not.
For HERS pavement modelling purposes, whitetopping will be analyzed as a PCC pavement. For
whitetopping do not treat the underlying HMA as a base type, rather follow the coding described for
Item 58. Modern whitetopping overlays are commonly classified by thickness and by bond with the
HMA. Three distinct categories are found in the literature:
• Conventional whitetopping—a concrete overlay of 200 mm (8 in.) or more, designed and
constructed without consideration of a bond between the concrete and underlying HMA.
• Thin whitetopping (TWT)—an overlay of greater than 100 mm (4 in.) and less than 200 mm (8
in.) in thickness. In most but not all cases, this overlay is designed and constructed with an
intentional bond to the HMA.
• Ultra-thin whitetopping (UTW)—with a thickness equal to or less than 100 mm (4 in.), this
overlay requires a bond to the underlying HMA to perform well.
For code 6, the coding for this data item shall not be based on materials utilized for preservation
treatments (e.g., thin overlays, micro-surfacing, chip seals, slurry seal, etc.) if they are less than 0.5 inch
in compacted thickness. If milling/filling operations are used, revise the thickness of the layer that was
milled. For example, a 7-inch bituminous pavement (code 2) is milled 2 inches and a 2-inch bituminous
overlay is applied. This section is then coded as a code 6 with 7-inch Thickness_Flexible (Item 58) and a
2-inch Last_Overlay_Thickness (Item 56).

113

Code 11 (Other) should be verified for the NHS since this surface type on the NHS would be rare.
For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highways, for which dual carriageway GIS network representation is required. However, if
this data item is being reported for both the inventory and non-inventory directional approaches
associated with all divided Interstate roadways, then the following data items shall be reported in the
same manner for these roadways: Data Item 2 (Urban ID), Data Item 4 (Structure Type), Data Item 17
(Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data Item 50 (Rutting), Data Item 51
(Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional Through Lanes).
Table 9 illustrates the expected pavement data items to be coded consistent with the surface type.
Table 9: Data Item Requirements by Surface Type
Code

IRI

PSR

in/mi

0.1-5.0

Rutting

Faulting

Cracking
Percent

Thickness
Rigid

Thickness
Flexible

1 - Unpaved
2 - Bituminous

0.01”

Fatigue %
area

3 - JPCP

in/mi

0.1-5.0

0.01”

% cracked
slabs

4 - JRCP

in/mi

0.1-5.0

0.01”

% cracked
slabs
Punchout/
long./patch
% area

5 - CRCP

in/mi

0.1-5.0

6 – Composite
(AC / AC)

in/mi

0.1-5.0

0.01”

Fatigue %
area

7 – Composite
(AC / JCP)

in/mi

0.1-5.0

0.01”

Fatigue %
area

8 – Composite
(Bituminous /
CRCP)

in/mi

0.1-5.0

0.01”

9 – Composite
(Unbonded JC /
PCC)

in/mi

0.1-5.0

10 – Composite
(Bonded JC /
PCC)
11 – Other (e.g.,
brick)

in/mi

0.1-5.0

Fatigue %
area
0.01”

0.01”

% cracked
slabs

0.5”

0.5” include
for whitetopping only

0.5”

0.5” include
for whitetopping only

0.5”
0.5”
0.5”

0.5”

% cracked
slabs
0.5”

in/mi

0.1-5.0

114

RUTTING (Rutting, Item 50)
84B

Description
Average depth of rutting. A rut is defined as longitudinal surface depressions in the asphalt pavement
derived from measurements of a profile transverse to the path of travel on a highway lane. It may have
associated transverse displacement. Asphalt pavement (Item 49 codes 2, 6, 7, and 8) is defined as
pavements where the top-most surface is constructed with asphalt materials.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

2-6

2-5

Coding
Value Numeric: Code the average rutting for the roadway to the nearest 0.01 inch. Reporting shall be
consistent with IRI inventory direction, lane, and section. Zero (0) values shall only be reported for
roadways where ruts are not present.
Value Text: This field should not be populated if the Value Numeric field has been populated with a
newly measured value for a NHS section. If the Value Numeric field has not been populated with a
newly measured value, then one of the following codes shall be provided, only when applicable, to
indicate why a newly measured value could not be collected:
Code
Description
Construction - Roadway was under construction (i.e., not open to traffic due to
A
capital improvement activities)
Closure - Roadway was closed to traffic (i.e., not open to traffic, and not under
B
construction, impassable due to earthquake damage, etc.)
Disaster - Roadway was located in an area declared as a disaster zone (e.g., not
C
open to traffic due to being flooded)
D
Deterioration - Roadway was too deteriorated to measure
E
New NHS Designation - Roadway added to NHS post-data collection
Value Date: Report the date in MM/YYYY format for when the data was collected. This field should not
be populated when the Value Numeric field has not been populated.
Collection and Reporting
Rutting on the Interstate must be collected annually and must be reported to HPMS by April 15th each
year for the data collected during the previous calendar year. Rutting on the non-Interstate NHS must
be collected biennially and must be reported to HPMS by June 15th each year for the data collected
115

during the previous calendar year. See 23 CFR 490 for additional details on the National Performance
Management Measures requirements. Rutting on Samples not on the NHS must also be collected and
reported biennially.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
No Calculation Permitted. Values must be reported in tenth mile sections, consistent with the Guidance
below.
Guidance
The practices in the following Standard Specifications shall be followed for reporting Rutting values, as
required in 23 CFR 490.309 and 490.311:
•

•

Data collection conforming to AASHTO Standard R 88-18, Practice for Collection the Transverse
Pavement Profile, and AASHTO Standard R 87-18, Practice for Determining Pavement
Deformation Parameters and Cross Slope from Collected Transverse Profiles, with the following
modifications:
o The maximum longitudinal spacing between transverse profiles (report interval) shall
not be more than 12 inches.
o Transverse profiles shall be measured in the inventory direction of the highway.
o The summary interval (or section) shall be the length of the section, nominally 0.1 mile
and aligned with other surface measurements.
o Calculation of rut depth shall follow the method described in section 6.7 of AASHTO
Standard R 87-18 and averaged over each wheelpath. The average of the two
wheelpaths in the summary interval is to be reported.
For the sections on the Interstate System, measured rutting values shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on an annual frequency (note: data collection shall be performed during a given
calendar year, i.e., data collection activities conducted during a State’s fiscal year,
performance year, etc. must conclude by December 31st of that year for reporting in the
following year).
For the sections on the non-Interstate System NHS, measured rutting values shall be:
116

•

•
•

For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highways, for which dual carriageway GIS network representation is required. However, if
this data item is being reported for both the inventory and non-inventory directional approaches
associated with all divided Interstate roadways, then the following data items shall be reported in the
same manner for these roadways: Data Item 2 (Urban ID), Data Item 4 (Structure Type), Data Item 17
(Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data Item 50 (Rutting), Data Item 51
(Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional Through Lanes).
Default values or values obtained by other means or conversions that are not directly obtained from
measured road profiles are not to be used.

117

Figure 64: Rutting

Source: LTPP Distress and Identification Manual, June 2003

Figure 65: Rutting Example

Source: TxDOT, Construction Division

118

Value Text: When a measured value has not been populated, and one of the text codes do not apply,
the State should provide an explanation for this missing data in their HPMS Submittal Comments. This
might include circumstances such as equipment malfunctions or staffing constraints.

FAULTING (Faulting, Item 51)
85B

Description
Faulting is defined as a vertical misalignment of pavement joints in Portland Cement Concrete
Pavements (Jointed Concrete Pavement). Jointed Concrete Pavements is defined as pavements where
the top-most surface is constructed of Portland Cement Concrete with joints (Item 49 codes 3, 4, 9, and
10). It may be constructed of either reinforced or unreinforced (plain) concrete.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

2-6

2-5

Coding
Value Numeric: Report the average/mean absolute faulting of all joints in a roadway to the nearest 0.01
inch. Reporting shall be consistent with IRI inventory direction, lane, and section. Zero (0) values shall
only be reported for roadway sections where faults are not present.
Value Text: This field should not be populated if the Value Numeric field has been populated with a
newly measured value for a NHS section. If the Value Numeric field has not been populated with a
newly measured value, then one of the following codes shall be provided, only when applicable, to
indicate why a newly measured value could not be collected:
Code
Description
Construction - Roadway was under construction (i.e., not open to traffic due to
A
capital improvement activities)
Closure - Roadway was closed to traffic (i.e., not open to traffic, and not under
B
construction, impassable due to earthquake damage, etc.)
Disaster - Roadway was located in an area declared as a disaster zone (e.g., not
C
open to traffic due to being flooded)
D
Deterioration - Roadway was too deteriorated to measure
E
New NHS Designation - Roadway added to NHS post-data collection
Value Date: Report the date in MM/YYYY format for when the data was collected. This field should not
be populated when the Value Numeric field has not been populated.

119

Collection and Reporting
Faulting on the Interstate must be collected annually and must be reported to HPMS by April 15th each
year for the data collected during the previous calendar year. Faulting on the non-Interstate NHS must
be collected biennially and must be reported to HPMS by June 15th each year for the data collected
during the previous calendar year. 23 CFR 490 for additional details on the National Performance
Management Measures requirements. Faulting on Samples not on the NHS must also be collected and
reported biennially.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
No Calculation Permitted. Values must be reported in tenth mile sections, consistent with the Guidance
below.
Guidance
The practices in the following Standard Specifications shall be followed for reporting Faulting values, as
required in 23 CFR 490.309 and 490.311:
• Data collection method for faulting data shall be in accordance with AASHTO Standard R36- 21,
Standard Specification for Transportation Materials and Methods of Sampling and Testing,
Standard Practice for Evaluating Faulting of Concrete Pavements with the following parameters.
o The length of each measured section shall be nominally 0.1-mile-long and aligned with
other measurements of the pavement surface.
o Use of Manual Fault Measurement is not recommended.
o Calculation of faulting may use Method A or Method B for automated measurements
based profile data collected for both wheel paths and Method C may be used for
measurement of faulting using 3D technology for both wheel paths.
o Faulting is to be reported as the average absolute faulting of both wheel paths for the
measured section.
o Care should be exercised to avoid measuring faulting at cracks.
• For the sections on the Interstate System, measured faulting values shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on an annual frequency (note: data collection shall be performed during a given
120

•

•
•

calendar year, i.e., data collection activities conducted during a State’s fiscal year,
performance year, etc. must conclude by December 31st of that year for reporting in the
following year).
For the sections on the non-Interstate System NHS, measured faulting values shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on a biennial frequency (note: data collection shall be performed during a given 2- year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).
For all the non-NHS sections (i.e. where Sample reporting is required), measured faulting values
shall be:
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on a biennial frequency (note: data collection shall be performed during a given 2- year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).
Shall be reported for all Jointed Concrete Pavement sections with Surface Type (Item 49) codes
3, 4, 9, and 10.
Estimating conditions from data Samples of the full extent of the mainline will not be permitted.

Faulting at cracks shall not be included in this measure, only at joints.
Every joint shall be measured in both wheel paths over a section and the average absolute faulting
reported.
For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highways, for which dual carriageway GIS network representation is required. However, if
this data item is being reported for both the inventory and non-inventory directional approaches
associated with all divided Interstate roadways, then the following data items shall be reported in the
same manner for these roadways: Data Item 2 (Urban ID), Data Item 4 (Structure Type), Data Item 17
(Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data Item 50 (Rutting), Data Item 51
121

(Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional Through Lanes).
Default values or values obtained by other means or conversions that are not directly obtained from
measured road profiles shall not to be used.
Figure 66: Faulting

Source: LTPP Distress and Identification Manual, June 2003

Figure 67: Faulting Example

Source: TxDOT, Construction Division

122

CRACKING_PERCENT (Cracking Percent, Item 52)
86B

Description
Cracking is defined as a fissure or discontinuity of the pavement surface not necessarily extending
through the entire thickness of the pavement. Cracking Percent is defined as the percentage of
pavement surface exhibiting cracking as follows:
• For Asphalt pavement (Item 49 codes 2, 6, 7, and 8), Cracking Percent is the percentage of the
total area exhibiting visible fatigue type cracking (both longitudinal and/or pattern) for all
severity levels in the wheelpath in each section. See Figure 75 for an illustration.
• For Jointed Concrete Pavements (Item 49 codes 3, 4, 9, and 10), Cracking Percent is the
percentage of slabs within the section that exhibit transverse cracking. Partial slabs shall
contribute to the section that contains the majority of the slab length.
• For CRCP (Item 49 code 5), the Cracking Percent is the percentage of the area of the section
exhibiting longitudinal cracking, punchouts, and/or patching. Transverse cracking shall not be
considered in the Cracking_Percent for CRCP.
Extent

All NHS
Yes

Full Extent
Functional
Ramps
Classes
Urban
Rural
1

Sample Panel
Functional Classes
Urban

Rural

2-6

2-5

Coding
Value Numeric: Report the percent of total section area for asphalt pavement and CRCP and percent of
slabs for Jointed Concrete Pavements to the nearest 1%. Zero (0) values shall only be reported either for
roadway sections where cracks are not present, or roadway sections where recorded values are less
than 0.5%.
Value Text: This field should not be populated if the Value Numeric field has been populated with a
newly measured value for a NHS section. If the Value Numeric field has not been populated with a
newly measured value, then one of the following codes shall be provided, only when applicable, to
indicate why a newly measured value could not be collected:

123

Code
A
B
C
D
E

Description
Construction - Roadway was under construction (i.e., not open to traffic due to
capital improvement activities)
Closure - Roadway was closed to traffic (i.e., not open to traffic, and not under
construction, impassable due to earthquake damage, etc.)
Disaster - Roadway was located in an area declared as a disaster zone (e.g., not
open to traffic due to being flooded)
Deterioration - Roadway was too deteriorated to measure
New NHS Designation - Roadway added to NHS post-data collection

Value Date: Report the date in MM/YYYY format for when the data was collected. This field should not
be populated when the Value Numeric field has not been populated.
Collection and Reporting
Cracking Percent on the Interstate must be collected annually and must be reported to HPMS by April
15th each year for the data collected during the previous calendar year. Cracking Percent on the nonInterstate NHS must be collected biennially and must be reported to HPMS by June 15th each year for
the data collected during the previous calendar year. 23 CFR 490 for additional details on the National
Performance Management Measures requirements. Cracking Percent on Samples not on the NHS must
also be collected and reported biennially.
LRS
Inventory direction for all roads. Non-Inventory direction for divided facilities is optional except where
pavement data items (IRI, PSR, Surface Type, Rutting, Faulting, or Cracking Percent) have been reported
for the non-Inventory direction.
Calculation Method
No Calculation Permitted. Values must be reported in tenth mile sections, consistent with the Guidance
below.
Guidance
For Asphalt pavements (Item 49 codes 2, 6, 7, and 8), the practices in one of the following Standard
Specifications shall be followed for reporting Cracking values, as required in 23 CFR 490.309 and
490.311:
• Cracking measurements may be done using manual or automated methods, however,
automated methods are preferred for roadways where IRI is measured.
• Cracking will be measured and reported for both wheelpaths. Measuring and reporting cracking
outside of the wheelpath areas is not required.
• Any and all severity levels (sealed and unsealed) will be reported.
• The section length for reporting is nominally 0.1 mile and shall be consistent with IRI inventory
direction and lane.

124

•

AASHTO Standard R 55-10, Quantifying Cracks in Asphalt Pavement Surfaces, AASHTO Standard
R 85-18, Quantifying Cracks in Asphalt Pavement Surfaces from Collected Images Utilizing
Automated Methods, and AASHTO Standard R 86-18, Collecting Images of Pavement Surfaces
for Distress Detection may be used with the following modifications:
o Collected images must be sufficient width and length to capture details of both
wheelpaths in each section.
o The lane for image collection must be in the same lanes as measured for IRI and Rutting.
o Images covering the entire length of the section are to be used. Sampling of images is
not to be used.
o For purposes of reporting cracking data to HPMS, the wheelpath width is to be 39 inches
(1.0 m) and located as described in the Standard.
Regardless of the method of data collection, the percentage of cracking to be reported is the
total area of the wheelpaths where cracks are detected divided by the total area of the 0.1 mile
section. See example calculation.

For Jointed Concrete Pavements (Item 49 codes 3, 4, 9, and 10), the following practices shall be followed
for reporting Cracking values for jointed Concrete Pavements, as required in 23 CFR 490.309 and
490.311:
• Cracks in the Concrete Slabs may be detected using manual observations, imaging, or other
methods that identify at least 85% of all cracks present in the slabs.
• A crack is defined as a fissure or discontinuity of the pavement surface not necessarily extending
through the entire thickness of the pavement.
• Reported cracking for jointed concrete pavements excludes longitudinal cracks, corner breaks,
D-cracking, and Alkali Silica Reactivity (ASR) cracking that may occur on a slab.
• The percentage of cracking reported is calculated as the number of slabs containing one or more
transverse cracks extending for at least one-half the lane width, divided by the total number of
slabs in the section.
For Continuously Reinforced Concrete Pavements (Item 49 code 5’, the following practices shall be
followed for reporting Cracking values for CRCP, as required in 23 CFR 490.309 and 490.311:
• Cracks and related distresses in the CRCP pavement surface may be detected using manual
observations, imaging, or other methods that identify at least 85% of all distress present in the
surface.
• Cracking and distresses may occur anywhere on the pavement. Transverse cracks that are at or
near right angles to the direction of travel in the lane should not be included in the calculation.
• Distresses to be included are longitudinal cracking (any severity), punchouts, and patched areas.
• Percentage of Cracking for CRCP pavements is determined as the area of pavements where
cracking or distresses are detected divided by the total area of the section.
o For longitudinal cracking, the cracked area is determined as the length of the crack
multiplied by 1 foot width.
o For punchouts, the area is determined by the two transverse cracks and the edge of the
pavement or longitudinal joint (see the three types on Figure 81). For case 2 in Figure
81, the transverse cracks must be distressed for this to be considered a punchout.
For all pavement sections:
• For the sections on the Interstate System, measured Cracking Percent values shall be:
125

collected for the full extent of the mainline highway;
in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on an annual frequency (note: data collection shall be performed during a given
calendar year, i.e., data collection activities conducted during a State’s fiscal year,
performance year, etc. must conclude by December 31st of that year for reporting in the
following year).
For the sections on the non-Interstate System NHS, measured Cracking Percent values shall be:
o collected for the full extent of the mainline highway;
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on a biennial frequency (note: data collection shall be performed during a given 2-year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).
For the non-NHS sections (i.e. where Sample reporting is required), measured Cracking Percent
values shall be:
o in the rightmost through lane or one consistent lane for all data if the rightmost through
lane carries traffic that is not representative of the remainder of the lanes or is not
accessible due to closure, excessive congestion, or other events impacting access;
o continuously collected in a manner that will allow for reporting in nominally uniform
section lengths of 0.1 mile (528 feet); shorter sections are permitted only at the
beginning of a route, end of a route, at bridges, or other locations where a section
length of 0.1 mile is not achievable (e.g., locations where a change in Surface Type
occurs); the maximum length of a section shall not exceed 0.11 mile in length;
o reported for milepoint limits (i.e., sections) that are consistent with those reported for
Data Item 47 (IRI); and
o on a biennial frequency (note: data collection shall be performed during a given 2-year
duration and must conclude by December 31st of that 2-year duration for reporting
purposes).
Shall be reported for all Asphalt pavements (Item 49 codes 2, 6, 7, and 8), Jointed Concrete
Pavements (Item 49 codes 3, 4, 9, and 10), and CRCP (Item 49 code 5).
Estimating conditions from data Samples of the full extent of the NHS mainline will not be
o
o

•

•
•

126

permitted.
Reporting shall be consistent with IRI inventory direction, lane and section.
For LRS purposes, this Data Item can be reported independently for both directions of travel associated
with divided highways, for which dual carriageway GIS network representation is required. However, if
this data item is being reported for both the inventory and non-inventory directional approaches
associated with all divided Interstate roadways, then the following data items shall be reported in the
same manner for these roadways: Data Item 2 (Urban ID), Data Item 4 (Structure Type), Data Item 17
(Route Number), Data Item 48 (PSR), Data Item 49 (Surface Type), Data Item 50 (Rutting), Data Item 51
(Faulting), Data Item 52 (Cracking Percent), and Data Item 70 (Directional Through Lanes).
Default values or values obtained by other means or conversions that are not directly obtained from
measured road profiles are not to be used.
All severity levels of associated cracking should be considered and reported, both sealed and unsealed.
Examples of Procedures to Estimate Cracking Percent
For AC pavements, an estimate of the total area of fatigue cracking for the section shall be reported. As
an example, if the section is a single lane, 12 foot in width, 0.1 mile in length; total area = 6336 sq. ft.
The fatigue cracking occupies 200 feet in length in the outside wheelpath and 125 feet in length in the
inside wheelpath. The wheelpath width is defined as a 39 inches width in each wheel path:
200 ft. + 125 ft. = 325 ft. total length of wheelpath with fatigue cracking
325 ft. * 39 inches / 12 inches per ft. = 1056.25 sq. ft.
1056.25 sq. ft. / 6336 sq. ft. = 16.67 percent area of fatigue cracking which can be reported as 17
percent
For Asphalt pavements, Cracking Percent should not generally exceed 54 percent for 12 foot lane width,
59 percent for 11 foot lanes, or 65 percent for 10 foot lanes.
For Jointed PCC pavements as an example, if a 0.1 mile section has 4 slabs of 33 having some transverse
cracking, you would report 12% slab cracking.
For a CRCP example, if a 0.1 mile section, 12 foot lane; has a punchout that occupies 20 square feet, 10
lineal feet of longitudinal cracking, and three 6 square foot patch.
Distress = 20 sf + (10 ft. *1 ft.) + (3*6 sf) = 48 sf
48 sf / 6336 sf = 0.8 percent cracking, may be reported as 1 percent.

127

Figure 68: AC Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 69: AC Longitudinal Cracking (Inside and Outside of Wheelpath)

Source: LTPP Distress and Identification Manual, May 2014

128

Figure 70: AC Moderate Severity Longitudinal Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 71: AC Chicken Wire/Alligator Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, May 2014

129

Figure 72: Low Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 73: AC Moderate Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, May 2014

130

Figure 74: AC High Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 75: CRCP Fatigue Type Cracking (Punchouts)

Source: LTPP Distress and Identification Manual, May 2014

131

Figure 76: Low Severity CRCP Punchout Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 77: Moderate Severity CRCP Punchout Cracking

Source: LTPP Distress and Identification Manual, May 2014

132

Figure 78: High Severity CRCP Punchout Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 79: JCP Longitudinal Cracking

Source: LTPP Distress and Identification Manual, May 2014

133

Figure 80: JCP Low Severity Longitudinal Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 81: JCP Moderate Severity Longitudinal Cracking

Source: LTPP Distress and Identification Manual, May 2014

134

Figure 82: JCP High Severity Longitudinal Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 83: JCP Transverse Cracking

Source: LTPP Distress and Identification Manual, May 2014

135

Figure 84: JCP Moderate Severity Transverse Cracking

Source: LTPP Distress and Identification Manual, May 2014

Figure 85: JCP High Severity Transverse Cracking

Source: LTPP Distress and Identification Manual, May 2014

136

YEAR_LAST_IMPROVEMENT (Year of Last Improvement, Item 54)
87B

Description
The year in which the roadway surface was last improved.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Date: Enter the year in YYYY format for when the last surface improvement was completed.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Reporting shall be consistent with IRI inventory direction and lane.
0.5 inch or more of compacted pavement material must be put in place for it to be considered a surface
improvement.
Completion date is the actual date the construction ended or the date when the project was opened to
traffic.
Retain the coded improvement year until another improvement affecting the surface is completed.
This data item shall be coded for resurfacing treatments of at least 0.5 inch that impact the
wheelpath/traveled way.
For scenarios where only certain lanes have been resurfaced (e.g. 2 out of 3 lanes), this data item should
be coded in cases where one of those lanes is the right-most outer lane (or lanes).

137

Figure 86: Resurfaced Roadway

Source: FDOT RCI Field Handbook, Nov. 2008

YEAR_LAST_CONSTRUCTION (Year of Last Construction, Item 55)
8B

Description
The year in which the roadway was constructed or reconstructed.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Date: Enter the year in YYYY format for when the last reconstruction was completed.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.

138

Calculation Method
Predominance
Guidance
Reporting shall be consistent with IRI inventory direction and lane.
Reconstruction is the replacement of the existing pavement structure with an equivalent or increased
structure. Although recycled materials may be used in the new pavement structure, reconstruction
usually requires the complete removal and replacement of at least the old pavement surface, and often
also the base.
If a new pavement surface were placed without first removing the old pavement surface, the resulting
pavement should be considered an overlay (surface improvement, not construction).

LAST_OVERLAY_THICKNESS (Last Overlay Thickness, Item 56)
89B

Description
Thickness of the most recent pavement overlay.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: code the actual measured value to the nearest 0.5 inch.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Reporting shall be consistent with IRI inventory direction and lane.

139

Values can also be obtained from construction plans. For HPMS purposes, an overlay must consist of at
least 0.5 inch of compacted material.
In cases in which the surface has been milled off an AC surface type and overlaid, the newly overlaid
thickness is to be coded for this data item. Note that if the overlaid layer is the same thickness that was
milled, there will be no change to the value coded for Data Item 58 (Thickness_Flexible) and; if
more/less material was overlaid than was milled, the Data Item 58 (Thickness_Flexible) should reflect
the resulting total overall thickness.

THICKNESS_RIGID (Thickness Rigid, Item 57)
90B

Description
Thickness of rigid pavement.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the actual measured value to the nearest 0.5 inch.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
The thickness shall reflect the last improvement on the roadway section. When an improvement is
made, consider all new or redesigned base and pavement materials when determining the appropriate
value.
Reporting shall be consistent with IRI inventory direction and lane. Values can also be obtained from
construction plans. Definitions: Refer to the table of codes in Data Item 49 (Surface Type)
o Codes ‘3,’ ‘4,’ ‘5,’ ‘9,’ and ‘10’ are rigid pavements.
140

Codes ‘2’ and ‘6’ are flexible pavements.
Codes ‘7’ and ‘8’ are composite pavements.

o
o

Report total thickness of all PCC pavement layer(s); if PCC has been overlaid on AC (“white topped”) (i.e.,
composite), report the PCC layer thickness on top; if AC has been overlaid on PCC (i.e., composite),
report the PCC layer thickness under the AC on top.
For code ‘9’ (Unbonded Jointed Concrete Overlay on PCC Pavement), only the unbonded overlay should
be considered and reported for this data item. For code ‘10’ (Bonded PCC Overlay on PCC Pavement),
both bonded overlay and underlying rigid pavement surface layer should be considered and reported for
this data item.

THICKNESS_FLEXIBLE (Thickness Flexible, Item 58)
91B

Description
Thickness of the flexible pavement.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the actual measured value to the nearest 0.5 inch.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
Reporting shall be consistent with IRI inventory direction and lane.
Values can also be obtained from construction plans. Definitions: Refer to the table of codes in Data
Item 49 (Surface Type).
o Codes ‘3’,’4’, ‘5’, ‘9’, and ‘10’ are rigid pavements.
o Codes ‘2’ and ‘6’ are flexible pavements.
141

o Codes ‘7’ and ‘8’ are composite pavements.
Report total thickness of all AC (asphalt) pavement layer(s); if PCC has been overlaid on AC (“white
topped”) (i.e., composite), report the AC layer thickness under it; if AC has been overlaid on PCC (i.e.,
composite), report the AC layer thickness on top.

BASE_TYPE (Base Type, Item 59)
92B

Description
The base pavement type.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Use the following codes:
Code
Description
No Base. Surface layer is placed directly on subgrade without a
1
base
Aggregate. Non-stabilized granular, consisting of either crushed
2
stone, gravel, recycled asphalt or concrete
Asphalt or Cement Stabilized. Aggregate base treated with either
3
asphalt or Portland cement
Hot Mix AC (Bituminous). Either a new hot-mix asphalt (HMA)
5
layer placed as the base layer or the HMA surface of an old flexible
pavement
Lean Concrete. A Portland cement concrete mixture made with
6
relatively low cement content (typically about 3 sacks/yd)
Stabilized Open-graded Permeable. Open-graded aggregate
7
treated with either asphalt or Portland cement for stability
8
Fractured PCC. Rubblized or crack-and-seated PCC pavement
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.

142

Calculation Method
Predominance
Guidance
For rigid pavements the base is all layers between subgrade and bottom of concrete surface. For flexible
pavements the base is all layers between subgrade and bottom of asphalt concrete layer. If you have
several types of base, use the code that best describes the layer immediately below the surface layer.
Reporting shall be consistent with IRI inventory direction and lane.

BASE_THICKNESS (Base Thickness, Item 60)
93B

Description
The thickness of the base pavement.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Code the actual measured value to the nearest inch.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
For rigid pavements the base is all layers between subgrade and bottom of concrete surface.
For flexible pavements the base is all layers between subgrade and bottom of asphalt concrete layer. If
there are several types of base, report the total thickness of all base layers.
Reporting shall be consistent with IRI inventory direction and lane.

143

Values can also be obtained from construction plans.

SOIL_TYPE (Soil Type, Item 62)
94B

Description
Soil type as defined by AASHTO soil classes.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Enter the applicable AASHTO soil class code:
Code
Description
Granular (35% or less passing the 0.075 mm sieve)
1
(AASHTO Soil Class A0 through A-3)
Fine (Silt-Clay) Materials (>35% passing the 0.075 sieve)
2
(AASHTO Soil Class A-4 through A-7)
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
This data item will be populated by FHWA if the States do not provide this information.

Terrain Data Items
26B

WIDENING_POTENTIAL (Widening Potential, Item 42)
95B

Description
The number of through lanes that could be potentially added to the existing roadway, and any obstacles
that would prevent the addition of through lanes.
144

Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-6

1-5

Coding
Value Numeric: Use the codes 1-4 as shown below to code for the total number of lanes for which it is
feasible to widen the existing road (the entire facility, in both directions).
Code
Description
1
No lanes
2
1 to 2 lanes
3
3 to 4 lanes
4
5 or more lanes
Value Text: Code all conditions that apply in either direction on either side of the Sample. Leave blank
for unreported data. Use the following codes:
Code
Description
X
No obstacles to widening.
Dense Development. Refers to the density and size of buildings to be acquired,
the number of people that would need to be relocated, and the number of
businesses that would need to be acquired. (Realizing dense development may
A
be higher in urban areas; this should not be used as an obstacle for all urban
areas and should be evaluated relative to the conditions in the area where the
roadway is located).
Major transportation facilities. Includes major rail lines, canals, airports, major
B
natural gas and oil pipe lines whose location relative to the roadway would limit
expansion of the existing roadway.
Other public facilities. Includes hospitals, museums, libraries, major public office
C
buildings, schools, and universities.
Terrain restrictions. Relates to geographic features that would make it very
D
difficult to add lanes, requiring significant excavation, fill, or tunneling. This
applies to both horizontal and vertical terrain restrictions.
Historic and archaeological sites. Includes such things as historic buildings,
E
historic land, large monuments, cemeteries, and known archaeological sites.
F
G

Environmentally sensitive areas. Includes such areas as scenic landmarks,
wetlands, bodies of water, areas inhabited or used by protected species. Scenic
routes and byways are included in the category and are those national and State
routes that have been identified and listed as official designations.
Parkland. Includes National, State, and local parks.

145

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominant for Value Numeric.
Combination for Value Text.
Guidance
Code this item based on how feasible it is to widen the existing road based on the presence of obstacles
and the proximity of the obstacle to the roadway. Consider medians, areas already within the existing
right-of-way, and areas outside existing right-of-way to be available for widening.
Do not consider restrictions due to current right-of-way width, or projected traffic.
Narrowing lanes via restriping, resulting in an additional lane on a multilane facility does not constitute
Widening Potential.
The cost of adding capacity to roadway sections or corridors with limited Widening Potential is assumed
to be significantly more costly than other more routine capacity improvements.
Regarding Value Text: This item provides for the coding of obstacles which may prevent or limit the
ability to widen the roadway surface within approximately 100 feet of the outer edge of the through
lanes that are present in either direction of the roadway section. Enter any combination of the codes
(e.g. if there are Historic and Dense development obstacles, code EA or AE for this Data Item). There is
no requirement for the ordering of the codes; a code shall not be used more than once in a sequence of
codes (e.g., AEA in invalid). However, code X cannot be used with other codes (e.g. XE would be invalid).
If codes 1, 2, or 3 is entered into the Value Numeric field, then the Value Text shall be coded at least one
value text code A through G.

146

Figure 87: No Widening Potential (Code 1)

Source: PennDOT

Figure 88: Widening Potential 5+ Lanes (Code 4)

Source: PennDOT

Figure 89: Cemetery (Code E) Obstacle Example

Source: PennDOT

147

Figure 90: Major Rail Line (Code B) Obstacle Example

Source: TxDOT, Transportation Planning and Programming Division

CURVES_A through CURVES_F (Curve Classification, Item 43)
96B

Description
Curve classification data.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-3

1-4

Coding
Value Numeric: Enter the total length of the sections that apply to each individual curve class, using the
degree of curvature ranges listed in the table below. Each Sample will need to be subdivided to report
the extent of each applicable curve class.
Curve Classification Degrees
A
Under 3.5 degrees (i.e., 0.061 radians)
B
3.5 - 5.4 degrees (i.e., 0.061 - 0.094 radians)
C
5.5 - 8.4 degrees (i.e., 0.096 - 0.147 radians)

148

Curve Classification Degrees
8.5 - 13.9 degrees (i.e., 0.148 - 0.243
D
radians)
14.0 - 27.9 degrees (i.e., 0.244 - 0.487
E
radians)
F
28 degrees (i.e. 0.489 radians) or more.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
No Calculation Permitted. Values shall be reported for the defined limits of the TOPS section.
Guidance
This information may be available from construction plans, GIS databases, and contracts for other data
collection activities such as International Roughness Index (IRI) or pavement data, and video log.
The primary goal is to populate curve data for each paved Sample on the applicable functional system.
There are 6 classes of curvature (i.e., Curve Class A through Curve Class F). The beginning and ending
points will remain constant for each of the data items; however, the values for these data items will
reflect the length of that particular curve class. Furthermore, the sum of the values for each of the 6
curve class Data Items must be equal to the total length of the entire Sample.
Each curve and tangent section is coded as a separate curve; sections are summed by curve class to
obtain the total length in each class. Report the sum of the class lengths for each of the six curve classes
(in units of miles); the sum of all curve lengths must equal the Sample Panel section length.
Example

Milepoint 0.00
Curve Class
Curve Length

1.75

A
1.75

3.00

B
1.25

3.75

C
0.75

4.57

E
0.82

5.69

C
1.12

This example depicts a Sample Panel section for which the HPMS software would expect 4 records
reported in the Road Events dataset as depicted below:
01/01/2022|45|SCXXX|0.0000|5.6900|CURVES_A|1.75|||
01/01/2022|45|SCXXX|0.0000|5.6900|CURVES_B|1.25|||
01/01/2022|45|SCXXX|0.0000| 5.6900|CURVES_C|1.87|||
01/01/2022|45|SCXXX|0.0000| 5.6900|CURVES_E|0.82|||

149

Since no data exists for curve classes D and F in this example, there would not be a record reported for
either class. Moreover, the value for Curve Class C is calculated by adding the values for both Curve Class
C parts together. The beginning and ending points are consistent throughout all records within the
Sample. The sum of all of the Curve Class lengths must equal the total length of the Sample Panel
section.
Figure 91: Curve Classification Example
Total Sample Length
3.715 mi

Sample End

0.750 mi
Sample Begin

1.140 mi

1.125 mi

0.700 mi

∆ 0.2

∆ 5.5

∆ 3.5

Class C

Class A

Class B

∆ 0.3
Class A

Source: TxDOT, Transportation Planning and Programming Division

TERRAIN_TYPE (Terrain Type, Item 44)
97B

Description
The type of terrain.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

1-5

150

Class A = 1.450 mi
Class B = 1.140 mi
Class C = 1.125 mi
Class D = 0.000 mi
Class E = 0.000 mi
Class F = 0.000 mi
Total = 3.715 mi

Coding
Value Numeric: Enter the code that best describes the terrain:
Code
Description
Level. Any combination of grades and horizontal or vertical alignment
1
that permits heavy vehicles to maintain the same speed as passenger
cars; this generally includes short grades of no more than 2 percent.
Rolling. Any combination of grades and horizontal or vertical
alignment that causes heavy vehicles to reduce their speeds
2
substantially below those of passenger cars but that does not cause
heavy vehicles to operate at crawl speeds for any significant length of
time.
Mountainous. Any combination of grades and horizontal or vertical
3
alignment that causes heavy vehicles to operate at extremely low
speeds for significant distances or at frequent intervals.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Predominance
Guidance
When coding this data item, consider the terrain of roadway sections that extend beyond the Sample
limits, rather than solely the grade characteristics associated with the Sample section. The extended
roadway sections may be several miles long and contain a number of upgrades, downgrades, and level
sections. For long Samples, such as rural freeway Samples extending between interchanges, the
extended roadway section and the Sample may be the same.

151

Figure 92: Level Terrain

Source: PennDOT

Figure 93: Rolling Terrain

Source: PennDOT

152

Figure 94: Mountainous Terrain

Source: PennDOT

GRADES_A through GRADES_F (Grade Classification, Item 45)
98B

Description
Grade classification data.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
1-3

1-4

Coding
Value Numeric: Enter the total length of the sections that apply to each individual grade class, using the
percent grade ranges listed below. Each Sample will need to be subdivided to report the extent of each
applicable grade class.
Grade Classification
Percent Grade
A
0.0 - 0.4 percent
B
0.5 - 2.4 percent
C
2.5 - 4.4 percent
D
4.5 - 6.4 percent
E
6.5 - 8.4 percent
F
8.5 percent or greater
153

Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
No Calculation Permitted. Values shall be reported for the defined limits of the TOPS sections.
Guidance
This information may be available from construction plans, GIS databases, and contracts for other data
collection activities.
Each grade and flat section is to be coded as a separate section; sections are typically measured
between vertical points of intersection (VPI) and summed by grade class to obtain the total length in
each class. The sum of all of the Grade Class lengths must equal the total length of the Sample Panel
section.

Figure 95: Grade Classification Example

Source: TxDOT, Transportation Planning and Programming

154

PCT_PASS_SIGHT (Percent Passing Sight Distance, Item 46)
9B

Description
The percent of a Sample meeting the sight distance requirements for passing.
Extent

All NHS
-

Full Extent
Functional
Classes
Urban Rural
-

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

1-5

This data item is only required to be reported on rural, paved, two-lane Sample Panel sections.
Coding
Value Numeric: Enter the percent of the section length that is striped for passing.
Collection and Reporting
Reported as needed.
LRS
Inventory direction reporting required.
Calculation Method
Minimum Value.
Guidance
This data item shall be coded based on the extent to which passing is permitted in the inventory
direction.

155

Figure 96: Passing Permitted (Northbound)

In this figure, passing is permitted in the
northbound (inventory) direction for 75%
of the sample’s extent. Thus, Percent
Passing Sight Distance for this sample shall
be coded 75%.

Source: FHWA, Office of Policy

Figure 97: Passing Permitted (Northbound)

In this figure, passing is permitted in the
northbound (inventory) direction for 100%
of the sample’s extent. Thus, Percent
Passing Sight Distance for this sample shall
be coded 100%.

Source: FHWA, Office of Policy

156

Figure 98: Passing Permitted (Southbound)

In this figure, passing is permitted in
the southbound (non-inventory)
direction of the sample’s extent. Thus,
Percent Passing Sight Distance for this
sample shall be coded 0%.

Source: FHWA, Office of Policy

Figure 99: Passing Prohibited (Both Directions)

In this figure, passing is prohibited in
both the southbound (non-inventory)
and northbound (inventory) directions
of the sample’s extent. Thus, Percent
Passing Sight Distance for this sample
shall be coded 0%.

Source: FHWA, Office of Policy

157

Figure 100: Passing Permitted (Both Directions)

In this figure, passing is permitted in both
the Southbound (non-inventory) and
northbound (inventory) directions of the
sample’s extent. Thus, Percent Passing
Sight Distance for this sample shall be
coded 100%.

Source: FHWA, Office of Policy

Travel Time Code Data Item
27B

TRAVEL_TIME_CODE (Travel Time Code, Item 71)
10B

Description
Unique identifier for a given reporting segment used for PM3 reporting.
Extent

All NHS
Yes

Full Extent
Functional
Classes
Urban Rural
1

Sample Panel
Ramps
-

Functional Classes
Urban
Rural
-

Coding
Value Text: Enter the alpha-numeric the code used to identify the reporting segment location on a given
route.
For reporting segments from the National Performance Management Research Data Set (NPMRDS),
code the 9-digit Traffic Message Channel (TMC) Code.

158

If a reporting segment consists of contiguous multiple travel time segments in NPMRDS, code
concatenated alpha-numeric TMC Codes for the travel time segments, separated by an underscore (_).
For reporting segments determined from equivalent data sets other than NPMRDS, code the State
generated alphanumeric unique identifier.
Collection and Reporting
Must be updated and reported annually.
LRS
Inventory direction for all roads, non-Inventory direction for divided facilities.
Calculation Method
Not Applicable.
Guidance
N/A

159

Chapter 4: Summary Data
3B

The summary datasets provide general information on the use, extent, condition, and performance of
the lower functionally classified roadways that are not part of the Federal-aid system (i.e. rural minor
collectors and local roads). This data includes travel, system length, and vehicle classification, sorted by
functional system, and area type. Area types includes rural, small urban, and individual urbanized areas.
The summaries described below are to be updated annually as three individual datasets, imported in a
Pipe-delimited Character Separated Value (CSV) format.
Regarding Traffic Requirements
States should collect and report traffic and vehicle classification data in accordance with the Traffic
Monitoring Guide (TMG) and the AASHTO Traffic Data Guidelines. Traffic data on the NHS and all
Principal Arterials should be collected through field counting or other verifiable approaches, at a
minimum, on a 3-year cycle. Traffic data for all non-NHS lower functional system Federal-aid roadways
should be collected through field counting or other verifiable approaches, at a minimum, on a 6-year
cycle. Traffic data should be based on 48-hour continuous monitoring or approved alternative methods.
A sufficient number of continuous counts should be conducted for estimating and factoring. All
procedures should be applied consistently Statewide.
Data for these years which are not based on actual counts or other field verifiable methods shall be
estimated to reflect the actual travel conditions.

4.1 Vehicle Summaries
13B

Vehicle summary data refers to percentages of vehicle miles traveled by vehicle group and roadway
functional classification. The 13 vehicle types defined in Traffic Monitoring Guide is aggregated into six
vehicle groups.
Table 10 provides detailed information on the data to be submitted.
Table 10: Vehicle Summaries Table
Field Name

Data Type
(characters)

Description

Valid Values

DataYear*

Date

Year the data represents

YYYY

Numeric (2)

State FIPS code

Up to two digits for the FIPS code**

StateID*

Code
100
FSGroup*

Numeric (3)

Highway System Group

200

300

160

Description
Rural Interstate
Rural Other Arterial (includes
Other Freeways &
Expressways, Other Principal
Arterials, and Minor Arterials
Rural Other (includes Major
Collectors, Minor Collectors,
and Locals)

Data Type
(characters)

Field Name

Description

Valid Values
110
210

310
Decimal
(5,2)

Percent of motorcycle
VMT (Vehicle Class 1)

Decimal
(5,2)
Decimal
(5,2)
Decimal
(5,2)

Percent of passenger car
VMT (Vehicle Class 2)
Percent of light truck VMT
(Vehicle Class 3)
Percent of bus VMT
(Vehicle Class 4)

PCTSingleUnitTrucks

Decimal
(5,2)

PCTCombinationTrucks

Decimal
(5,2)

Percent of single-unit truck
VMT (Vehicle Classes 5-7)
Percent of combination
unit truck VMT (Vehicle
Classes 8-13)

Comments

VarChar
(100)

PCTMotorcycles
PCTCars
PCTLightTrucks
PCTBuses

*Primary Key

Comment for State use

Urban Interstate
Urban Other Arterial (includes
Other Freeways &
Expressways, Other Principal
Arterials, and Minor Arterials
Urban Other (includes Major
Collectors, Minor Collectors,
and Locals)

Code percentage as 0.00 to 100.00
Code percentage as 0.00 to 100.00
Code percentage as 0.00 to 100.00
Code percentage as 0.00 to 100.00
Code percentage as 0.00 to 100.00
Code percentage as 0.00 to 100.00
Variable text up to 100 characters; this
field is optional

**FIPS codes

4.2 Non-Federal-Aid Summaries
14B

Contains information about travel on non-Federal-Aid roads (functionally classified as local or rural
minor collector) for each adjusted urbanized area and rural areas. Table 11 provides detailed
information on the data to be submitted.
Table 11: Non-Federal-Aid Summaries Table
Field Name

Data Type
(characters)

BeginDate*

Date

StateID*
FSystem*

Description
Date at which the data
becomes active

Valid Values

Numeric (2)

State FIPS code

Up to two digits for the FIPS code**

Numeric (1)

Functional System

Report only for roads functionally classified as
Local (7) and Minor Collector (rural only) (6)

161

MM/DD/YYYY

Field Name

Data Type
(characters)

Description

Valid Values

UrbanID*

Numeric (5)

Census urban code

Up to five digits for the Census urban code***;
code 99999 for rural roadway sections and
99998 for small urban roadway sections

VMT

Numeric (8)

Daily vehicle miles
traveled

Report total daily vehicle-miles of travel as a
whole number (round to the nearest 1,000 if
preferred)

Comments

VarChar (100)

Comment for State use

*Primary Key

**FIPS codes

Variable text up to 100 characters; this field is
optional
***Census urban codes

4.3 County Summaries
15B

Contains system length data by county for all functionally classified rural minor collectors and local
roads. NHS routes on these roads are also included for each county. Ownership and maintenance
responsibilities are also included. Roadways identified as Is Restricted in the Road Events table should
not be included in the system length in the County Summaries. Table 12 provides detailed information
on the data to be submitted.
Table 12: County Summaries Table
Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric (2)

State FIPS code

Up to two digits for the FIPS code**

CountyID*

Numeric (3)

County FIPS code

Up to three digits for the Census county
code**

FSystem*

Numeric (1)

Functional System

Report only for roads functionally classified as
Local (7) and Minor Collector (rural only) (6)

UrbanID*

Numeric (5)

Census urban code

Up to five digits for the Census urban code***;
code 99999 for rural roadway sections and
99998 for small urban roadway sections

Ownership*

Numeric (2)

Ownership code

See Data Item 6 in Chapter 3.4

SystemLength

Decimal (9,4)

Rural minor collector
and local roadways
length within county

Total length to the nearest thousandth of a
mile

Comments

VarChar (100)

Comment for State use

Variable text up to 100 characters; this field is
optional

*Primary Key

**FIPS codes

Description
Date at which the data
becomes active

Valid Values
MM/DD/YYYY

***Census urban codes

162

Chapter 5: Estimates
4B

The estimates datasets provide best estimates of current State and local pavement conditions and
construction practices where measured data are not available. These data are used for national-level
analysis in various FHWA models. The estimates are to be updated as needed as an individual dataset,
imported in a Pipe-delimited Character Separated Value (CSV) format. Table 13 provides detailed
information on the format for statewide estimates data to be submitted for all Federal-aid highways.
Table 14 provides information on the types and valid values of estimates data.
Table 13: Road Estimates Table
Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric (2)

Description
Date at which the data
becomes active
State FIPS code

EstimateType*

Text

Estimates Type

Must be text as described in Table 14, code
the predominate type when multiple types
apply

FSystem*

Numeric (1)

Functional System

See Data Item 1 in Chapter 3

IsUrban*

Text

Rural or Urban

Code N for Rural, or Y for Urban (population of
at least 5,000), as determined by the Census

IsStateOwned*

Text

On State / Off State
System

Code N for Off-State System, or Y for On-State
System, as determined by the State

ValueNumeric

Decimal (10,3)

Comments

VarChar (100)

Numeric Value
Comment for State
use

Must be numeric as described in Table 14
Variable text up to 100 characters; this field is
optional

*Primary Key

Valid Values
MM/DD/YYYY
Up to two digits for the FIPS code**

**FIPS codes

Table 14: Estimate Types and Valid Values
Type
Last_Overlay_Thickness

Descriptions
Typical design or construction
last overlay

Value Numeric
Last overlay thickness to the nearest 0.5 inch

Thickness_Rigid

Typical design or construction
thickness of rigid pavement

Rigid pavement thickness to the nearest 0.5 inch

Thickness_Flexible

Typical design or construction
thickness of all AC (asphalt
concrete) pavement layers

Flexible pavement thickness to the nearest 0.5
inch

Base Type

Code
1
2
3

Base_Type

163

Description
No base
Aggregate
Asphalt or cement stabilized

Type

Descriptions

Value Numeric
5
6
7
8

Hot mix AC (Bituminous)
Lean concrete
Stabilized open-grade
permeable
Fractured PCC

Base_Thickness

Typical design or construction
thickness

Binder_Type

Binder Type

Dowel_Bar

Presence of Dowel Bars

Joint_Spacing

Typical joint spacing

Paved_Length

Decimal (9,3)

Report total miles of paved roads; only report for
Local roads and Rural Minor Collectors

Unpaved_Length

Decimal (9,3)

Report total miles of unpaved roads; only report
for Local roads and Rural Minor Collectors

See Table 15 and Table 16
Code
Description
No - Dowel Bars not typically
1
used
Yes - Dowel Bars are typically
2
used
Joint spacing to the nearest whole foot

Table 15: Codes for Viscosity Graded Binders

Code
1
2
3
4
5
6
7
8

Base thickness to the nearest whole inch

Description
Less than AC-2.5
AC-2.5 to AC-4
AC-5 to AC-9
AC-10 to AC-19
AC-20 to AC-29
AC-30 to AC-39
AC-40 to AC-49
AC-50 or more

164

Table 16: Codes for Super Pave Binders

High
Temperature
Grade
Less than 40
40 to 45
46 to 51
52 to 57
58 to 63
63 to 69
70 to 75
76 to 81
82 to 87
88 or more

Low Temperature Grade
Less
than –
4
10
11
12
13
14
15
16
17
18
19

–4 to –
9

–10 to
–15

20
21
22
23
24
25
26
27
28
29

30
31
32
33
34
35
36
37
38
39

–16 to
–21
40
41
42
43
44
45
46
47
48
49

165

–22 to
–27
50
51
52
53
54
55
56
57
58
59

–28 to
–33
60
61
62
63
64
65
66
67
68
69

–34 to
–39
70
71
72
73
74
75
76
77
78
79

–40 to
–45
80
81
82
83
84
85
86
87
88
89

–46 or
more
90
91
92
93
94
95
96
97
98
99

Chapter 6: Road Event Collection Methods
5B

The road event collection methods (collection methods) dataset provides additional information for
understanding the variability in certain traffic and pavement-related data items reported to HPMS. It
describes data collection procedures and post-processing that may affect the consistency or quality of
the data, is used to ensure conformity with the National Performance Management Measures
requirements detailed in 23 CFR Part 490, and for other data quality needs. The collection methods
apply to an entire data item or group of data items, and not any single data item entry. The data may be
published in the Highway Statistics publication, or provided to data users upon request. However, the
collection methods will not be used by FHWA to alter a State’s submitted data. The collection methods
are to be updated as needed for all items they have reported to HPMS, imported in a Pipe-delimited
Character Separated Value (CSV) format. All collection methods will be extracted on June 15th, except
for Pavement Reporting Method for Interstates, which will be extracted on April 15th. The collection
methods must have been imported into HPMS by those dates. Table 17 provides detailed information
on format for the collection methods to be submitted for all Federal-aid highways. Table 18 provides
information on the types and valid values of collection methods.

Table 17: Road Event Collection Methods Table
Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric (2)

Description
Date at which the data
becomes active
State FIPS code

Valid Values
MM/DD/YYYY
Up to two digits for the FIPS code**
Must be text as described in Table 18,
multiple metadata types are permitted
per data item, code the predominate
value when multiple values apply

MetadataType*

Text

Road Event Collection
Method Type

FSystem*

Numeric (1)

Functional System

See Data Item 1 in Chapter 3

IsUrban*

Text

Rural or Urban

Code N for Rural, or Y for Urban
(population of at least 5,000), as
determined by the Census

IsStateOwned*

Text

On State / Off State
System

ValueNumeric

Numeric (6,1)

Numeric Value

Comments

VarChar (100)

Comment for State
use

*Primary Key

** FIPS codes

166

Code N for Off-State System, or Y for
On-State System, as determined by the
State
Must be numeric as described in Figure
17
Variable text up to 100 characters; this
field is optional

Table 18: Collection Method Types and Valid Values
Type

Description

Value Numeric

AADT_Pct_Actual

Percent total section-level AADTs
reported that are based on actual
counts for the reported data year.
For example, if using a 3-year
counting cycle, then the percentage
would be 33%.

Enter value to the nearest whole
percent

AADT_24

Number of portable counter
locations that were counted for a
duration of 24 hours to 47 hours

Integer

AADT_48

Number of portable counter
locations that were counted for a
duration of 48 hours or more

Integer
Code

Travel_Class_Type

Type of classification counts used
for reporting purposes

Short-term counts only (>=24
hrs in duration)

Continuous permanent class
counts only

Both short term and
continuous counts

Code
IRI_Equip_Type

Type of equipment used
predominately for measuring the
International Roughness Index (IRI)

Description

3-dimensional (3-D) imaging
system/scanning laser

Laser

Other

IRI_Report_Interval

Longitudinal distance between the
outputs of a profile index (IRI) value.
(Ref: AASHTO Designation: M32814; 3.1.15)

Report interval to the nearest foot

IRI_Sample_Interval

Longitudinal distance between data
capture points. These data points
are combined to create one profile
data point. These points, in turn,
may be combined to create a final
value in the reported profile.
(Ref:AASHTO Designation M328-14;
3.1.18)

Report interval to the nearest 0.1 inch

Rutting_Method

Method (Manual or Automated)
used to collect most of the rutting
data

Rutting_Equip_Type

Code
1

Manual

Automatic

Code

167

Description

Type

Description

Value Numeric

Type of equipment used
predominately for collection of
rutting data

3-dimensional (3-D) imaging
system/scanning laser

Laser

Other/Manual

Code

Rutting_Num_Sensors

Number of sensors for the
equipment used predominately for
collection of rutting data

Description

Three (3) sensors

Five (5) sensors

Greater than five (>5) sensors

3-dimensional (3-D) imaging
system/scanning laser

Other

Rutting_Interval

For automatic rutting method:
report interval—the travel distance
between the reported data (Ref:
AASHTO Designation R87-18 and/or
R88-18)

Report interval to the nearest foot

Rutt_Trans_Prof_Interval

Transverse profile data point
separation distance (Ref: AASHTO
Designation R88-18)

Report interval to the nearest 0.1 inch

Faulting_Interval

Sampling interval (Ref: AASHTO
Designation R36-21)

Report interval to the nearest 0.1 inch

Faulting_Method

Method (Manual or Automated)
used to collect most of the faulting
data

Code

Description

Manual

Automatic

Code
Faulting_Equipment_Type

Type of equipment used
predominately for measuring the
faulting data

Manual

Laser
3-dimensional (3-D) imaging
system/scanning laser
Other

3
4
Code

Cracking_Pct_Equip

Type of equipment used
predominately for measuring the
percent of cracking
(Cracking_Percent)

Description

Windshield survey

Visual distress survey (side of
road)

Manually identify cracking
from video

168

Description

Type

Description

Value Numeric
Automated crack
identification to detect
cracking from video
5

Combined manual and
automatic crack identification
from video

3-dimensional (3-D) imaging
system

Other

Code

Cracking_Method

Pave_Rep_Method

Protocol used to identify pavement
distresses

Reporting method for pavement
distresses and related data items
(e.g., IRI, PSR, Surface Type, etc.)
associated with Interstate roadway
sections

Description

Long-Term Pavement
Performance (LTPP)

American Association of State
Highway and Transportation
Officials (AASHTO)

Modified LTPP

Modified AASHTO

State developed protocol

Other

Code

Description

Inventory direction (only)

Inventory & Non-inventory
direction

Code
Ramp_Termini_Desc

Ramp Termini

Gore to Gore

Taper to Taper

Other

Code

Ramp_Traf_Est_Method

Ramp Traffic Estimation Method

Description

Manual counts

Portable counts

Permanent count equipment

ITS equipment

Ramp metering equipment

Ramp balancing
Turning or ramp movement
estimation software

7
8

169

Description

Estimation based on fixed
percent of mainline volumes

Type

Description

Value Numeric
9

170

Other estimation method not
described above

Chapter 7: ARNOLD Routes & Urban Area Boundaries
6B

The two geospatial files States are to submit to HPMS are All Roads Network of Linear Referenced Data
(ARNOLD) Routes and Urban Area Boundaries. These files must be submitted as zipped ESRI shapefiles
(.shp) or ESRI file geodatabases (.gdb).
The ARNOLD Routes is the primary geospatial component of HPMS, which links the geometry and the
attribute data (RoadDesignations, RoadEvents and SampleLimits). The Linear Referencing Fields used to
make the linkage for linear features are a unique Route ID, a beginning mile point, and an ending mile
point. For reference on the development of a Statewide Linear Referencing System (LRS), see the FHWA
publication, All Public Roads Geospatial Representation Study, as well as the FHWA website Certified
Public Road Mileage Data and ARNOLD. If a State uses more than one Linear Refencing Method LRM, it
is necessary for the State to designate one LRM to be used for HPMS reporting purposes. The required
format for the LRS data is an ESRI shapefile or ESRI file geodatabase. The ARNOLD Routes dataset shall
be submitted annually. The Interstate must be submitted before April 15th. The remainder of the
ARNOLD Routes dataset must be submitted in its entirety before the June 15th extraction, and include
all public roads, as well as ramps. Geometry for divided roadways should be Dual Carriageway, and
single Centerline for other roadways. Furthermore, the file must have a projection of WGS-84 EPSG
4326, and units must be in miles. Table 19 provides detailed information on the format for the ARNOLD
file.
The Urban Area Boundaries dataset shall be updated after each decennial census, and should include
all adjusted Urban Area Boundaries, as submitted by the States and approved by the FHWA. The
process for adjusting Urban Area Boundaries should follow FHWA’s guidance, Highway Functional
Classification Concepts, Criteria and Procedures 2023 Edition. The State’s FHWA Division Administrator
is responsible for the final approval of a State’s adjusted Urban Area Boundaries, as prescribed by FHWA
Order M1100.1A. Once approved by the FHWA, the State should upload their adjusted Urban Area
Boundaries with their next HPMS Submittal. Table 20 provides detailed information on the format for
the Urban Area Boundaries file.

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Table 19: ARNOLD Routes Table

Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric(2)

Description
Date at which the
data becomes active

Valid Values
MM/DD/YYYY

State FIPS code

Up to two digits for the FIPS code**
Up to 120 alpha-numeric digits that
identify the route; this ID must be
consistent with the Route ID in the
Road Events dataset

RouteID*

VarChar(120)

Location reference ID
for the linear feature

Comments
(optional)

VarChar(200)

Text descriptor for
the route

Up to 200 text characters.

Line feature

Coordinates for geometries have 3
dimensions – Longitude(x),
Latitude(y), and Measure/Station
(m), the LRS network is expected to
contain lines with valid X and Y points

Shape

*Primary Key

Geometry

** FIPS codes

Table 20: Urban Area Boundary Table

Field Name

Data Type
(characters)

BeginDate*

Date

StateID*

Numeric(2)

UrbanID*

Numeric(5)

UrbanName

CensusVintage*
Shape
*Primary Key

Description
Date at which the data
becomes active
State FIPS code
Up to five digits for the Census
Urban Code

Valid Values
MM/DD/YYYY
Up to two digits for the FIPS code**
Census Urban Codes can be found
at this link. Code 99999 for rural
roadways. Code 99998 for small
urban roadways.

Text

Name of the Census defined
Urban Area

Census Urban Area names can be
found at this link.

Integer

The four-digit year of the
Census on which this Urban
Area Boundary is based

YYYY

Geometry

Polygon feature

**FIPS codes

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Chapter 8: Travel Time Metrics
7B

States are required to submit travel time metric data for the Interstate System and non-Interstate
National Highway System by June 15th to the HPMS, annually, as required in 23 CFR 490. All data are to
be reported for both the Inventory and non-inventory directions of travel. Table 20 describes the
format for the dataset and provides the extent and valid values for each data item. More detailed
specifications for the data items can be found following Table 21.

Table 21: Travel Time Metrics Dataset
Field Name

Extent

Description

Valid Values

NHS

Data Type
(characters)
Date

DataYear*

The year the data
represents

YYYY

StateID*

NHS

Numeric (2)

State FIPS code

Up to two digits for the FIPS
code**

TravelTimeCode*

NHS

VarChar (50)

Unique identifier
for a given
reporting segment

The TMC code, concatenated
TMC Codes, or State
generated identifier

FSystem

NHS

Numeric (1)

Codes 1-7, see Chapter 3.4

UrbanID

NHS

Numeric (5)

FHWA-approved
functional
classification
system
Census urban code

FacilityType

NHS

Numeric (1)

Operational
characteristic of
the roadway.

Codes 1-6, see Chapter 3.4

NHS

Numeric (1)

Codes 1-9, see Chapter 3.4

SegmentLength

NHS

Decimal (8,3)

FHWA-approved
NHS.
Reporting segment
length from Travel
Time Dataset

Directionality

NHS

Numeric (1)

Code 1 for Northbound, 2 for
Southbound, 3 for
Eastbound, 4 for Westbound,
or 5 for Other

DIRAADT

NHS

Numeric (6)

Direction of travel
associated with the
reporting segment
from Travel Time
Dataset
AADT for a given
direction of travel

173

Up to five digits for the
Census urban code***

Decimal value rounded to
the nearest thousandth of a
mile.

A positive number (must be
> 0), the # of vehicles
rounded to the nearest
integer

Field Name

Extent

Description

Valid Values

NHS

Data Type
(characters)
Decimal (4,2)

LOTTRAMP

TTR for AM Peak

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTAMP50PCT

NHS

Numeric (4)

50th percentile
travel time for AM
Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTAMP80PCT

NHS

Numeric (4)

80th percentile
travel time for AM
Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

LOTTRMIDD

NHS

Decimal (4,2)

TTR for Midday

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTMIDD50PCT

NHS

Numeric (4)

50th percentile
travel time for
Midday

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTMIDD80PCT

NHS

Numeric (4)

80th percentile
travel time for
Midday

A positive number (must be
> = 0), seconds rounded to
the nearest integer

LOTTRPMP

NHS

Decimal (4,2)

TTR for PM Peak

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTPMP50PCT

NHS

Numeric (4)

50th percentile
travel time for PM
Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTPMP80PCT

NHS

Numeric (4)

80th percentile
travel time for PM
Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

LOTTRWE

NHS

(Decimal (4,2)

TTR for Weekend

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTWE50PCT

NHS

Numeric (4)

50th percentile
travel time for
Weekend

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTWE80PCT

NHS

Numeric (4)

80th percentile
travel time for
Weekend

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTRAMP

Interstate

Decimal (4,2)

Truck TTR for AM
Peak

A positive number (must be
> = 1), rounded to the
nearest hundredth

174

Field Name

Extent

Description

Valid Values

Interstate

Data Type
(characters)
Numeric (4)

TTTAMP50PCT

50th percentile
truck travel time
for AM Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTAMP95PCT

Interstate

Numeric (4)

95th percentile
truck travel time
for AM Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTRMIDD

Interstate

Decimal (4,2)

Truck TTR for
Midday

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTTMIDD50PCT

Interstate

Numeric (4)

50th percentile
truck travel time
for Midday

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTMIDD95PCT

Interstate

Numeric (4)

95th percentile
truck travel time
for Midday

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTRPMP

Interstate

Decimal (4,2)

Truck TTR for PM
Peak

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTTPMP50PCT

Interstate

Numeric (4)

50th percentile
truck travel time
for PM Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTPMP95PCT

Interstate

Numeric (4)

95th percentile
truck travel time
for PM Peak

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTROVN

Interstate

Decimal (4,2)

Truck TTR for
Overnight

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTTOVN50PCT

Interstate

Numeric (4)

50th percentile
truck travel time
for Overnight

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTOVN95PCT

Interstate

Numeric (4)

95th percentile
truck travel time
for Overnight

A positive number (must be
> = 0), seconds rounded to
the nearest integer

TTTRWE

Interstate

Decimal (4,2)

Truck TTR for
Weekend

A positive number (must be
> = 1), rounded to the
nearest hundredth

TTTWE50PCT

Interstate

Numeric (4)

50th percentile
truck travel time
for Weekend

A positive number (must be
> = 0), seconds rounded to
the nearest integer

175

Field Name

Extent

Data Type
(characters)
Numeric (4)

Description

Valid Values

TTTWE95PCT

Interstate

95th percentile
truck travel time
for Weekend

A positive number (must be
> = 0), seconds rounded to
the nearest integer

PHED

NHS (select
urbanized
areas)

Decimal (13,3)

Total peak hour
excessive delay

A positive number (must be
> 0), person-hours rounded
to the nearest thousandths

OCCFAC

NHS

Decimal (3,1)

Average vehicle
occupancy factor

A positive number (must be
> = 1), rounded to the
nearest tenth; optional

MetricSource

NHS

Numeric (1)

Travel time metric
data source

Code 1 for NPRMDS, 2 for
equivalent data set

*Primary Key

**FIPS codes

***Census urban codes

TravelTimeCode (Travel Time Code)
• Alpha-numeric code used to identify the reporting segment location on a given route.
• For reporting segments from the National Performance Management Research Data Set
(NPMRDS), code the 9-digit Traffic Message Channel (TMC) Code.
• If a reporting segment consists of contiguous multiple travel time segments in NPMRDS, code
concatenated alpha-numeric TMC Codes for the travel time segments, separated by an
underscore (_).
• For reporting segments determined from equivalent data sets other than NPMRDS, code the
State generated alphanumeric unique identifier.
FSystem (Functional System)
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has not been reported, report FSystem value from NPMRDS.
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has been reported, report FSystem value as reported for HPMS Data Item 1
for the same data year.
• For reporting segments determined from equivalent data set, code appropriate FSystem value.
• If multiple travel time segments with differing Functional System values are associated with a
single reporting segment, the highest functional order (i.e. the lowest code/value) must be
assigned.
UrbanID (Urban ID)
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has not been reported, report Urban ID value from NPMRDS.
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has been reported, report Urban ID value as reported for HPMS Data Item 2
for the same data year.
176

•
•

For reporting segments determined from “equivalent” data set, code appropriate Urban ID
value.
If multiple travel time segments with differing Urban ID values are associated with a single
reporting segment, the length-based predominant Urban ID value must be assigned.

FacilityType (Facility Type)
• For reporting segments from determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has not been reported, report FacilityType value from NPMRDS.
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has been reported, report FacilityType value as reported for HPMS Data Item
3 for the same data year.
• For reporting segments determined from “equivalent” data set, code appropriate FacilityType
value.
• If multiple travel time segments with differing Facility Type codes/values are associated with a
single reporting segment, the length-based predominant FacilityType code must be assigned.
NHS (National Highway System)
• For reporting segments from the travel time segments in NPMRDS without Item 71 (Travel Time
Code), report NHS value from NPMRDS.
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has been reported, report NHS value as reported for HPMS Data Item 64 for
the same data year.
• For reporting segments determined from “equivalent” data set, code appropriate value.
If multiple travel time segments with differing NHS codes/values are associated with a
single reporting segment, the length-based predominant NHS code must be assigned.
DIRAADT (Directional Annual Average Daily Traffic)
• The Annual Average Daily Traffic (AADT) for a given direction of travel, reported as a positive
number (greater than zero). To be reported in units of an average number of vehicles rounded
to the nearest integer.
• For reporting segments determined from NPMRDS and where HPMS Data Item 71
(TravelTimeCode) has not been reported, DIRAADT may be derived from AADT contained in the
NPMRDS.
• For reporting segments where HPMS Data Item 71 (TravelTimeCode) has been reported, report
DIRAADT value as reported for HPMS Data Item 21 for the same data year.
• If directional AADT changes within a reporting segment, a length-based weighted average of
directional AADT must be computed and reported.
LOTTRAMP (AM Peak Level of Travel Time Reliability)
• The level of travel time reliability (LOTTR) metric for a reporting segment for the AM Peak. The
AM Peak is between the hours of 6:00 a.m. and 10:00 a.m. for every weekday (Monday through
Friday) from January 1st through December 31st of the same calendar year. The reported value
for a reporting segment is the AM Peak 80th Percentile Travel Time (TTAMP80PCT) for that
reporting segment divided by the AM Peak 50th Percentile Travel Time (TTAMP50PCT) for that
177

reporting segment, rounded to the nearest hundredth. For computing the LOTTRAMP metric,
the travel time values for TTAMP50PCT and TTAMP80PCT should not be rounded. However, the
reported TTAMP50PCT and TTAMP80PCT values must be in units of seconds rounded to the
nearest integer.
TTAMP50PCT (AM Peak 50th Percentile Travel Time)
• The normal (50th percentile) travel time for a reporting segment, determined from the travel
time data set (NPMRDS or equivalent), representing the travel time in which 50 percent of the
times are shorter in duration and 50 percent are longer in duration during the AM Peak for the
entire calendar year. The AM Peak is between the hours of 6:00 a.m. and 10:00 a.m. each
weekday. TTAMP50PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTAMP80PCT (AM Peak 80th Percentile Travel Time)
• The 80th percentile travel time for a reporting segment, determined from the travel time data
set (NPMRDS or equivalent), representing the travel time in which 80 percent of the times are
shorter in duration and 20 percent are longer in duration during the AM peak for the entire
calendar year. The AM Peak is between the hours of 6:00 a.m. and 10:00 a.m. each weekday.
TTAMP80PCT values must be reported in units of seconds, rounded to the nearest integer.
LOTTRMIDD (Midday Level of Travel Time Reliability)
• The level of travel time reliability (LOTTR) metric for a reporting segment for the Midday.
Midday is between the hours of 10:00 a.m. and 4:00 p.m. for every weekday (Monday through
Friday) from January 1st through December 31st of the same calendar year. The reported value
for a reporting segment is the Midday 80th Percentile Travel Time (TTMIDD80PCT) for that
reporting segment divided by the Midday 50th Percentile Travel Time (TTMIDD50PCT) for that
reporting segment, rounded to the nearest hundredth. For computing the LOTTRMIDD metric,
the travel time values for TTMIDD50PCT and TTMIDD80PCT should not be rounded. However,
reported TTMIDD50PCT and TTMIDD80PCT values must be in units of seconds, rounded to the
nearest integer.
TTMIDD50PCT (Midday 50th Percentile Travel Time)
• The normal (50th percentile) travel time for a reporting segment, determined from the travel
time data set (NPMRDS or equivalent), representing the travel time in which 50 percent of the
times are shorter in duration and 50 percent are longer in duration during the Midday for the
entire calendar year. The Midday is between the hours of 10:00 a.m. and 4:00 p.m. each
weekday. TTMIDD50PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTMIDD80PCT (Midday 80th Percentile Travel Time)
• The 80th percentile travel time for a reporting segment, determined from the travel time data
set (NPMRDS or equivalent), representing the travel time in which 80 percent of the times are
shorter in duration and 20 percent are longer in duration during the Midday for the entire

178

calendar year. The Midday is between the hours of 10:00 a.m. and 4:00 p.m. each weekday.
TTMIDD80PCT values must be reported in units of seconds, rounded to the nearest integer.
LOTTRPMP (PM Peak Level of Travel Time Reliability)
• The level of travel time reliability (LOTTR) metric for a reporting segment for the PM Peak. PM
Peak is between the hours of 4:00 p.m. and 8:00 p.m. for every weekday (Monday through
Friday) from January 1st through December 31st of the same calendar year. The reported value
for a reporting segment is the PM Peak 80th Percentile Travel Time (TTPMP80PCT) for that
reporting segment divided by the PM Peak 50th Percentile Travel Time (TTPMP50PCT) for that
reporting segment, rounded to the nearest hundredth. For computing the LOTTRPMP metric,
the travel time values for TTPMP50PCT and TTPMP80PCT should not be rounded. However,
reported TTPMP50PCT and TTPMP80PCT values must be in units of seconds, rounded to the
nearest integer.
TTPMP50PCT (PM Peak 50th Percentile Travel Time)
• The normal (50th percentile) travel time for a reporting segment, determined from the travel
time data set (NPMRDS or equivalent), representing the travel time in which 50 percent of the
times are shorter in duration and 50 percent are longer in duration during the PM Peak for the
entire calendar year. The PM Peak is between the hours of 4:00 p.m. and 8:00 p.m. each
weekday. TTPMP50PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTPMP80PCT (PM Peak 80th Percentile Travel Time)
• The 80th percentile travel time for a reporting segment, determined from the travel time data
set (NPMRDS or equivalent), representing the travel time in which 80 percent of the times are
shorter in duration and 20 percent are longer in duration during the PM Peak for the entire
calendar year. The PM Peak is between the hours of 10:00 a.m. and 4:00 p.m. each weekday.
TTPMP80PCT values must be reported in units of seconds, rounded to the nearest integer.
LOTTRWE (Weekend Level of Travel Time Reliability)
• The level of travel time reliability (LOTTR) metric for a reporting segment for the Weekend.
Weekend is between the hours of 6:00 a.m. and 8:00 p.m. for every weekend day (Saturday and
Sunday) from January 1st through December 31st of the same calendar year. The reported value
for a reporting segment is the Weekend 80th Percentile Travel Time (TTWE80PCT) for that
reporting segment divided by the Weekend Peak 50th Percentile Travel Time (TTWE50PCT) for
that reporting segment, rounded to the nearest hundredth. For computing the LOTTRWE
metric, the travel time values for TTWE50PCT and TTWE80PCT should not be rounded.
However, reported TTWE50PCT and TTWE80PCT values must be in units of seconds, rounded to
the nearest integer.
TTWE50PCT (Weekend 50th Percentile Travel Time)
• The normal (50th percentile) travel time for a reporting segment, determined from the travel
time data set (NPMRDS or equivalent), representing the travel time in which 50 percent of the
times are shorter in duration and 50 percent are longer in duration during the Weekend for the
179

entire calendar year. The Weekend is between the hours of 6:00 a.m. and 8:00 p.m. each
weekend day. TTWE50PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTWE80PCT (Weekend 80th Percentile Travel Time)
• The 80th percentile travel time for a reporting segment, determined from the travel time data
set (NPMRDS or equivalent), representing the travel time in which 80 percent of the times are
shorter in duration and 20 percent are longer in duration during the Weekend for the entire
calendar year. The Weekend is between the hours of 6:00 a.m. and 8:00 p.m. each weekend
day. TTWE80PCT values must be reported in units of seconds, rounded to the nearest integer.
TTTRAMP (AM Peak Truck Travel Time Reliability)
• Truck travel time reliability (TTTR) metric for a reporting segment for the AM Peak. The AM
Peak is between the hours of 6:00 a.m. and 10:00 a.m. for every weekday (Monday through
Friday) from January 1st through December 31st of the same calendar year. The reported value
for a reporting segment is the AM Peak 95th Percentile Truck Travel Time (TTTAMP95PCT) for
that reporting segment divided by the AM Peak 50th Percentile Truck Travel Time
(TTTAMP50PCT) for that reporting segment, rounded to the nearest hundredth. For computing
the TTTRAMP, the travel time values for TTTAMP50PCT and TTTAMP95PCT should not be
rounded. However, the reported TTTAMP50PCT and TTTAMP95PCT values must be in units of
seconds rounded to the nearest integer.
TTTAMP50PCT (AM Peak 50th Percentile Truck Travel Time)
• The normal (50th percentile) truck travel time for a reporting segment, determined from the
travel time data set (NPMRDS or equivalent), representing the truck travel time in which 50
percent of the times are shorter in duration and 50 percent are longer in duration during the
AM Peak for the entire calendar year. The AM Peak is between the hours of 6:00 a.m. and 10:00
a.m. each weekday. TTTAMP50PCT values must be reported in units of seconds, rounded to the
nearest integer.
TTTAMP95PCT (AM Peak 95th Percentile Truck Travel Time)
• The 95th percentile truck travel time for a reporting segment, determined from the travel time
data set (NPMRDS or equivalent), representing the truck travel time in which 95 percent of the
times are shorter in duration and 5 percent are longer in duration during the AM Peak for the
entire calendar year. The AM Peak is between the hours of 6:00 a.m. and 10:00 a.m. each
weekday. TTTAMP95PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTTRMIDD (Midday Truck Travel Time Reliability)
• The truck travel time reliability metric for a reporting segment for the Midday. Midday is
between the hours of 10:00 a.m. and 4:00 p.m. for every weekday (Monday through Friday)
from January 1st through December 31st of the same calendar year. The reported value for a
reporting segment is the Midday 95th Percentile Truck Travel Time (TTTMIDD95PCT) for that
reporting segment divided by the Midday 50th Percentile Truck Travel Time (TTTMIDD50PCT) for
180

that reporting segment, rounded to the nearest hundredth. For computing the TTTRMIDD
metric, the travel time values for TTTMIDD50PCT and TTTMIDD95PCT should not be rounded.
However, reported TTTMIDD50PCT and TTTMIDD95PCT values must be in units of seconds,
rounded to the nearest integer.
TTTMIDD50PCT (Midday 50th Percentile Truck Travel Time)
• The normal (50th percentile) truck travel time for a reporting segment, determined from the
travel time data set (NPMRDS or equivalent), representing the truck travel time in which 50
percent of the times are shorter in duration and 50 percent are longer in duration during the
Midday for the entire calendar year. The Midday is between the hours of 10:00 a.m. and 4:00
p.m. each weekday. TTTMIDD50PCT values must be reported in units of seconds, rounded to
the nearest integer.
TTTMIDD95PCT (Midday 95th Percentile Truck Travel Time)
• The 95th percentile truck travel time for a reporting segment, determined from the travel time
data set (NPMRDS or equivalent), representing the truck travel time in which 95 percent of the
times are shorter in duration and 5 percent are longer in duration during the Midday for the
entire calendar year. The Midday is between the hours of 10:00 a.m. and 4:00 p.m. each
weekday. TTTMIDD95PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTTRPMP (PM Peak Truck Travel Time Reliability)
• The truck travel time reliability metric for a reporting segment for the PM Peak. PM Peak is
between the hours of 4:00 p.m. and 8:00 p.m. for every weekday (Monday through Friday) from
January 1st through December 31st of the same calendar year. The reported value for a
reporting segment is the PM Peak 95th Percentile Truck Travel Time (TTTPMP95PCT) for that
reporting segment divided by the PM Peak 50th Percentile Truck Travel Time (TTTPMP50PCT) for
that reporting segment, rounded to the nearest hundredth. For computing the TTTRPMP
metric, the travel time values for TTTPMP50PCT and TTTPMP95PCT should not be rounded.
However, reported TTTPMP50PCT and TTTPMP95PCT values must be in units of seconds,
rounded to the nearest integer.
TTTPMP50PCT (PM Peak 50th Percentile Truck Travel Time)
• The normal (50th percentile) truck travel time for a reporting segment, determined from the
travel time data set (NPMRDS or equivalent), representing the truck travel time in which 50
percent of the times are shorter in duration and 50 percent are longer in duration during the PM
Peak for the entire calendar year. The PM Peak is between the hours of 4:00 p.m. and 8:00 p.m.
each weekday. TTTPMP50PCT values must be reported in units of seconds, rounded to the
nearest integer.
TTTPMP95PCT (PM Peak 95th Percentile Truck Travel Time)
• The 95th percentile truck travel time for a reporting segment, determined from the travel time
data set (NPMRDS or equivalent), representing the truck travel time in which 95 percent of the
times are shorter in duration and 5 percent are longer in duration during the PM Peak for the
181

entire calendar year. The PM Peak is between the hours of 4:00 p.m. and 8:00 p.m. each
weekday. TTTPMP95PCT values must be reported in units of seconds, rounded to the nearest
integer.
TTTROVN (Overnight Truck Travel Time Reliability
• The truck travel time reliability metric for a reporting segment for Overnight. Overnight is
between the hours of 8:00 p.m. and 6:00 a.m. for every day (Sunday through Saturday) from
January 1st through December 31st of the same calendar year. The reported value for a
reporting segment is the Overnight 95th Percentile Truck Travel Time (TTTOVN95PCT) for that
reporting segment divided by the Overnight Peak 50th Percentile Truck Travel Time
(TTTOVN50PCT) for that reporting segment, rounded to the nearest hundredth. For computing
the TTTROVN metric, the travel time values for TTTOVN50PCT and TTTOVN95PCT should not be
rounded. However, reported TTTOVN50PCT and TTTOVN95PCT values must be in units of
seconds, rounded to the nearest integer.
TTTOVN50PCT (Overnight 50th Percentile Truck Travel Time)
• The normal (50th percentile) truck travel time for a reporting segment, determined from the
travel time data set (NPMRDS or equivalent), representing the truck travel time in which 50
percent of the times are shorter in duration and 50 percent are longer in duration during the
Overnight for the entire calendar year. The Overnight is between the hours of 8:00 p.m. and
6:00 a.m. each day. TTTOVN50PCT values must be reported in units of seconds, rounded to the
nearest integer.
TTTOVN95PCT (Overnight 95th Percentile Truck Travel Time)
• The 95th percentile truck travel time for a reporting segment, determined from the travel time
data set (NPMRDS or equivalent), representing the truck travel time in which 95 percent of the
times are shorter in duration and 5 percent are longer in duration during the Overnight for the
entire calendar year. The Overnight is between the hours of 8:00 p.m. and 6:00 a.m. each day.
TTTOVN95PCT values must be reported in units of seconds, rounded to the nearest integer.
TTTRWE (Weekend Truck Travel Time Reliability)
• The truck travel time reliability metric for a reporting segment for Weekend. Weekend is
between the hours of 6:00 a.m. and 8:00 p.m. for every weekend day (Saturday and Sunday)
from January 1st through December 31st of the same calendar year. The reported value for a
reporting segment is the Weekend 95th Percentile Truck Travel Time (TTTWE95PCT) for that
reporting segment divided by the Weekend Peak 50th Percentile Truck Travel Time
(TTTWE50PCT) for that reporting segment, rounded to the nearest hundredth. For computing
the TTTRWE metric, the travel time values for TTTWE50PCT and TTTWE95PCT should not be
rounded. However, reported TTTWE50PCT and TTTWE95PCT values must be in units of seconds,
rounded to the nearest integer.
TTTWE50PCT (Weekend 50th Percentile Truck Travel Time)
• The normal (50th percentile) truck travel time for a reporting segment, determined from the
travel time data set (NPMRDS or equivalent), representing the truck travel time in which 50
182

percent of the times are shorter in duration and 50 percent are longer in duration during the
Weekend for the entire calendar year. The Weekend is between the hours of 6:00 a.m. and 8:00
p.m. each weekend day. TTTWE50PCT values must be reported in units of seconds, rounded to
the nearest integer.
TTTWE95PCT (Weekend 95th Percentile Truck Travel Time)
• The 95th percentile truck travel time for a reporting segment, determined from the travel time
data set (NPMRDS or equivalent), representing the truck travel time in which 95 percent of the
times are shorter in duration and 5 percent are longer in duration during the Weekend for the
entire calendar year. The Weekend is between the hours of 6:00 a.m. and 8:00 p.m. each
weekend day. TTTWE95PCT values must be reported in units of seconds, rounded to the
nearest integer.
PHED (Peak Hour Excessive Delay)
• The Total Peak Hour Excessive Delay metric is calculated to the nearest one hundredth of a
person-hour. A State DOT is required to report PHED metric values if mainline highways on the
NHS cross any part of an urbanized area with a population of more than 200,000 within its State
geographic boundary and that urbanized area contains any part of nonattainment or
maintenance areas for any one of the criteria pollutants (O3, CO, PM10 or PM2.5) listed under the
National Ambient Air Quality Standards (NAAQS). PHED values must be reported in units of
person-hours to the nearest thousandths.
OCCFAC (Occupancy Factor)
• Average vehicle occupancy associated with a reporting segment, reported as a positive number
> 1, and rounded to the nearest tenth. This is an optional metric, and is required only if a State
DOT does not elect to use the most recently available data tables published by FHWA for Travel
Time Reliability measures.
METRICSOURCE (Travel Time Metric Data Source)
• The travel time data set used for reported metrics for the reporting segments is to be identified
as either NPMRDS dataset or equivalent dataset. Code 1 for NPRMDS, or 2 for an equivalent
date set.

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Chapter 9: Sampling Procedures
8B

The Sample Limits dataset stores the geographic limits for each State’s sampled sections. This dataset
and the Roadway Attribute datasets relate to each other through the ARNOLD Routes dataset, as
described in Chapter 7. The Sample Limits dataset shall be updated annually.

9.1 Sample Limits
16B

HPMS uses a sampling of all public roads not functionally classified as local roads or rural minor
collectors to provide an expandable base to represent condition, use, and operational information for
the nation’s roadways. FHWA will dynamically assign Roadway Attribute data item values to the
Samples, using the Sample Limits data provided by the States. The Sample Limits are to be updated
annually, imported in a Pipe-delimited Character Separated Value (CSV) format. Table 22 describes the
format for the dataset containing the geographic limits for each States’ Samples. This dataset will be
used to properly identify the sampled data contained within the Roadway Attributes datasets. Each
relevant data item must be reported for the entire extent of a Sample’s identified limits. Only Samples
resulting from the random selection process discussed in this Chapter should be used.

Table 22: Sample Limits Table
Field Name

Data Type
(characters)

Description

Valid Values

DataYear*

Date

Date at which the
data becomes active.

YYYY

StateID*

Numeric (2)

State FIPS code

Up to two digits for the FIPS code**

RouteID*

VarChar (120)

Location reference ID
for the linear feature

Up to 120 alpha-numeric digits that identify the
route; this ID must be consistent with the Route
ID in the State's LRS

BeginPoint*

Decimal (8,3)

Beginning milepoint

Identifies the point of origin for a given section,
using a decimal value in thousandths of a mile

EndPoint*

Decimal (8,3)

Ending milepoint

Identifies the terminus point for a given section,
using a decimal value in thousandths of a mile

SampleID

VarChar (12)

Sample Identifier

12-character unique ID

Comments

VarChar (100)

Comment for State
use

Variable text up to 100 characters; this field is
optional

*Primary Key

**FIPS codes

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9.2 The Table of Potential Samples
17B

The Table of Potential Samples (TOPS) provides the universe of all valid sample sections from which
States select Sample Limits for reporting to HPMS 9.0. The selection of roadway sections from the TOPS
is referred to as the Sample Panel, and is stratified by a defined set of 12 traffic volume groups for rural,
small urban, and urbanized areas (see Table 23). The TOPS is developed based on the geospatial
intersection of a select group of data items (AADT, Functional System, Urban ID, Through Lanes, and
Facility Type), where their respective values are homogenous for defined extents along a given route.
Figure 101 provides an example of this process. After a State’s Roadway Attribute data has been
uploaded to the HPMS software, States will generate TOPS via tools in the Sample Management process
screens. Once the TOPS has been established, Samples are selected at random from the TOPS (e.g.
sections A, B, and C in Figure 101). Once the Sample Panel is chosen, the State must provide data for
every Sample data item in the Sample Panel. A TOPS that is generated based on the data submitted in
one year may be used in the next year for sampling purposes, except where there is a change in the
limits for one or more of the required homogenous data items.
Table 23: Volume Group / AADT Range
Volume Group
1
2
3
4
5
6
7
8
9
10
11
12

AADT Ranges
Under 500
500 to 1,999
2,000 to 4,999
5,000 to 9,999
10,000 to 19,999
20,000 to 34,999
35,000 to 54,999
55,000 to 84,999
85,000 to 124,999
125,000 to 174,999
175,000 to 249,999
250,000 and more
Figure 101: TOPS Development Process

185

Other factors influencing TOPS beyond the 5 elements include ARNOLD Routes and Sample Limits, as
illustrated below.
Figure 102: TOPS Additional Influences

Generally, it is not necessary that a Roadway Attribute data item record have the same begin and end
points matching a section in the TOPS, provided that data for the required length of the Sample is
accounted for. However, there are a select group of data items (Number of Signalized Intersections,
Number of Stop Sign-Controlled Intersections, Number of At-Grade-Other Intersections, Curve
Classification, and Grade Classification) for which the data item records must have begin and end points
that align with the limits of a TOPS section.
Sample size requirements by functional system will vary by State according to the total number of TOPS
sections, the number of volume groups, the validity of the State’s AADT data, and a desired precision
level. Precision level is the degree of accuracy attained from a statistical Sample. Table 24 provides the
confidence interval and precision rates used for each functional class within each area type. As shown in
the Table, the HPMS Sample size requirements (i.e. precision level) are more stringent for the principal
arterial systems.

Table 24: Precision Levels
Interstate Other Freeways Other
and
Principal
Expressways Arterial
RURAL
SMALL URBAN
URBANIZED
< 200,000 population

90-5
90-5
80-10

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Minor
Arterial
90-10
90-10
80-10 or
70-15*

Major
Collector
80-10
80-10
80-10 or
70-15 *

Minor
Collector
–
80-10
80-10 or
70-15 *

Interstate Other Freeways Other
and
Principal
Expressways Arterial
URBANIZED
> 200,000 population

90-10

Minor
Arterial
90-10

Major
Collector
80-10

Minor
Collector
80-10

*These precision levels will be applied if a State has three or more urbanized areas with a population < 200,000.

The HPMS 9.0 software will calculate Sample size requirements for each volume group, using the
desired precision level, using the following formula:

Where:

n = Required Sample size
Z = Value of the standard normal statistic for an alpha confidence level (two-sided):
• If the confidence level is 90%, the value of Z is 1.645
• If the confidence level is 80%, the value of Z is 1.282
• If the confidence level is 70%, the value of Z is 1.040
C = AADT coefficient of variation from a State’s AADT data: this is generated by the HPMS
software using a State’s Roadway Attributes data as inputs to standard statistical
procedures.
d = Desired precision rate (from Table 24)
N = TOPS or population stratum size (number of TOPS sections available for sampling in a
volume group)

9.3 Sample Adequacy
18B

Each Sample section should be relatively homogeneous as to geometrics, traffic volume, cross-section,
and condition, and should be long enough to constitute a logical section for National-level analysis
purposes. FHWA recommends that:
• The length for a rural section should range from 0.3 to 10.0 miles.
• The length for a section that is an urban access-controlled facility typically should not
exceed 5.0 miles.
• The length for all other urban sections should range from 0.1 to 3.0 miles.
These suggested lengths are intended to normalize the Sample data at a national level. Shorter sections
187

may be warranted where there are breaks in homogenous roadway elements. Conversely, longer
sections reduce the number of TOPS sections and result in a somewhat smaller number of initial
Samples. However, longer sections may need to be split in later years in order to maintain Sample
homogeneity, which will increase the number of sampling units within the Sample Panel and may result
in an increase in the required number of Samples. It is important to precisely document the exact
location of each sampled section to ensure that yearly and cyclical updates, field reviews, and traffic
counts are performed on the appropriate roadway sections.
Sample adequacy and maintenance is a process that should be integrated as part of the routine data
management activities of the State throughout the year. The States will need to review their Sample
Panel in the TOPS to determine any necessary adjustments and add new Sample sections (if needed)
prior to the following HPMS submittal cycle. It is recommended that States do the following as part of
their routine Sample maintenance:
• Provide a 5-10 percent Sample surplus per volume group
• Add/delete Samples as needed using a random process.
• Provide their Sample deletion plan to FHWA for the review of any significant deletions.
• Check for un-sampled, under-sampled, and over-sampled volume groups.
• Ensure a minimum of 3 Samples per volume group; Sample all TOPS sections if there are
less than 3 Samples in a volume group.
• Maintain a maximum expansion factor of 100.000 (see explanation below).
An expansion factor is calculated for each of the 12 traffic volume groups within each functional system
(except for local and rural minor collector) for rural, small urban, and urbanized areas. The HPMS
software calculates this for each Sample section. This is accomplished by dividing the total length (in
miles) of a particular group by the total Sample Panel length of that group’s Samples. The more sampled
miles in a group, the lower the expansion factor will be. States are encouraged to not exceed a
maximum expansion factor of 100; otherwise, it is possible that the Sample Panel would be too sparse
for adequate representation. States must avoid having no Sample in a given traffic volume group if
mileage exists in the State, because then that volume group cannot be expanded and represented in
modeling analysis. Figure 103 illustrates the Expansion Factor calculation, using the Roadway Attributes
data and Sample Panel lengths, and the effect of excessively short Sample Panel length.
Figure 103: Expansion Factor

188

Both rural and small urban area data are to be sampled on a statewide basis and are stratified only by
functional system and volume group. Urbanized area data are also to be sampled for each individual
urbanized area. In multi-State urbanized areas, each State must sample its own portion of the urbanized
area. The volume group for each roadway section in the sampling frame will be identified in the HPMS
software. Sections should be selected randomly within each volume group for a given functional
system, until the required number of Samples is reached. The HPMS software can assist in identifying
the potential Sample sections using GIS-based spatial analysis procedures. A minimum of three Sample
sections are required for each volume group. If less than three TOPS sections exist in a volume group,
then it is recommended that they all be sampled.

9.4 Sample Maintenance
19B

Sample reviews should be performed annually as part of the State’s maintenance activities. This review
should be completed shortly after the final submittal/extraction of the HPMS datasets and before data
collection activities begin the following year, so that deficiencies can be addressed prior to the next
HPMS data submission cycle. When conducting a Sample review, State’s should ensure Sample
adequacy requirements by functional system, volume group, and area are being met. The State should
also check on the presence of Sample biases that may have been introduced. Common Sample bias
considerations include State versus non-State-owned roads or sub-area by highway district, county, or
non-random selection of adjacent roadway sections. A comparison of the number of miles sampled by
ownership or jurisdiction may reveal such biases. Reviewing Samples spatially may also help reveal
clustering along facilities or within subareas.
Besides eliminating Sample bias, there are a variety of other reasons why the Sample Panel may need to
be adjusted. Some common reasons include: the decennial census may have changed the number or
boundaries of small urban or urbanized areas; functional (re)classification of new or existing roadways
may have occurred; or, migration of sections among and between traffic volume groups may be taking
place. Conducting an annual Sample review provides the State a regular opportunity to stay on top of
these changing conditions. Table 25 provides an overview of common conditions which generally
require changes to the Sample Panel, as well as recommendations for how to address these conditions.
In making Sample Panel adjustments, the State should utilize the tools available in the HPMS software.
The HPMS software will generate the TOPS and calculate the number of Samples needed in each volume
group for the State. The State can easily compare the number of Samples needed against the number
of existing Samples. Outside of the HPMS software, States can conduct spatial evaluations of their
Sample Panel, such as a review of potential Sample sections in a given district or state subregion.
Significant deletions of Samples should be approved by FHWA prior to the actual deletion of the
Samples. The deleting of Samples may occur for a variety of reasons, such as the abandonment of a
roadway, or the reclassification of a roadway to a lower functional classification. Reducing oversampling
in a volume group is probably the most common reason for the deletion of Samples, and this is
considered a normal component of Sample maintenance. However, before proceeding with a sample
reduction exercise, States should prepare a Sample reduction plan and provide it to the FHWA for
review. The Sample reduction plan should include a list of the Sample ID numbers with reasons for
deletion. In addition, the plan should ensure that:
189

•
•
•
•
•
•
•

Sample size requirements are being met for each functional system and volume group and area
type;
AADT is updated annually for correct volume group assignment;
at least three Sample sections remain in any volume group;
potential deletions are being chosen randomly;
trends of Sample Panel migration among volume groups are examined (volume groups that
continually lose Samples may warrant retaining a surplus);
an expansion factor maximum of 100 should be observed; and,
if the HPMS database is being used by the State for other purposes, there may be a need to
retain the surplus Samples.

When reviewing Samples during the annual review, the sections should be analyzed to see if they are
excessively short or long in length. Short Samples not meeting minimum length recommendations
should be lengthened into longer Sample sections if possible while still meeting homogeneity
requirements. In cases where the TOPS still does not provide sufficient Sample lengths, AADT should be
examined at the source data to see if it can be re-calculated to produce extended Sample section
lengths still meeting homogeneity requirements. However, Samples do not need to be as long as the
associated TOPS section, provided they meet minimum length recommendations. For example, long
Samples can be reduced in length by subdividing a TOPS section, so long as minimum length
recommendations continue to be met. If no data item changes in value over an excessively long section,
there is no need to subdivide the section for HPMS purposes.
When updating the Sample Panel, any change in length of the Sample requires an update of the
expansion factors. Expansion factors should be recalculated before the next HPMS extraction to ensure
that all changes to AADT data have been properly accommodated. Expansion factor recalculation occurs
automatically in the HPMS software when changes are made to the Sample Panel.

Table 25: Sample Panel Change Cause / Recommendation
CAUSE

RECOMMENDATION

Census-Related

New Small Urban Areas (Rural Adjust all rural Sample Panel records within the new area to urban requirements. Verify
to Small Urban)
statewide rural and small urban area Sample and Full Extent bases and select additional
Samples as necessary.
New Urbanized Areas (Small
Urban and/or Rural to
Urbanized)

Adjust all rural and small urban area Sample Panel records within the new area to
urbanized area requirements. Procedures for drawing new standard Samples for
individual panels are discussed above. Verify all Sample Panel and Full Extent bases and
select additional samples as necessary.

Expansion of the Adjusted
Adjust all affected rural Sample Panel records to urban requirements. Verify all affected
Boundaries of Small Urban or Sample Panel and Full Extent bases and select additional Samples as necessary.
Urbanized Areas (Rural to
Small Urban and Rural and/or
Small Urban to Urbanized)
Functional System
Reassign reclassified sections (TOPS and Sample Panel) to appropriate areas and volume
groups. Sample new sections as necessary to maintain required volume group precision
Reclassification-Any Area
levels.

190

CAUSE
Losses in Urban Population

RECOMMENDATION
No action until Census area designation changes.

Non-Census-Related

Major Revision of Boundaries Redraw Sample Panel and include old Samples, if possible.
Based on New Census
Changes or Additions to
Maintenance Area(s).
New Length by Functional
System
Functional System
Reclassification in Any Area

Updates to the Samples are made based on the procedures outlined in this chapter.
Verify Sample Panel and Full Extent base; sample new sections, if necessary.
In addition to the movement of sections because of reclassification, there may be a need
for possible volume group changes for TOPS and/or Sample Panel sections, precision
level changes, and additional Samples.

AADT Changes

Reassign Sample sections but no further action is needed if changes are minor. If
changes are major, verify volume group Sample Panel and Full Extent bases for all
affected volume groups and add Samples, if necessary.

Sample Limits Modification

Recalculate expansion factor values for Sample Panel records in the affected group.

191

File Type	application/pdf
File Title	Highway Performance Monitoring System Field Manual
Author	FHWA
File Modified	2024-04-02
File Created	2024-04-02