Contact Us
If you need assistance, please reach out to us. The McTrans HCM Subject Matter Expert (SME) team will provide you with help and support.
Phone: (800) 226 – 1013
Email: mctrans@ce.ufl.edu
To assist you better, please have your HCS registration/serial number available. It can be found by selecting Help, then clicking ‘About HCS’. Your version and registration/serial number are below the header information. If possible, please share any input or project files, as this will help us address any issues you may have.
Frequently Asked Questions
The section below contains our most frequently asked questions.
General FAQ
HCS 2024 is distributed as a subscription-based office license that includes all HCS suite desktop applications and technical support (automatic updates, downloadable updates, toll-free telephone assistance, data file review, etc.) for one year. The annual subscription may be renewed yearly to retain access to these services; no other fees or costs are required.
No issues have been discovered in testing or reported by users.
Users must be sure to hit Tab, Enter or click into another field before viewing or printing results to ensure the last entry has been recognized. When a data file is saved, the previous entry is automatically stored.
This software will be installed as a new standalone version, ensuring no conflicts with previous installations. During the installation process, you’ll encounter a license agreement which must be accepted to proceed further. Once installed, the software files will be copied to your chosen folder and shortcuts will be added to the Start/Programs menu. If default settings are accepted, launch the software by navigating to Start > Programs > HCS2024.
Since these reports use your pdf reader of choice for display and printing PDF files, adjustments may need to be made therefore, these reports to print on one page. Printing configurations can be adjusted on “File > Page Setup” screen. HCS also provides an option to print in the Microsoft XPS format.
Yes, the View Animation (Quick Animation option converts and run the HCS file on TSIS-CORSIM, which needs to be installed to generate and view the animation through CORSIM. TSIS-CORSIM is sold separately in the McTrans store. We offer a 30% discount on both HCS and TSIS on combined software purchases.
HCS 2024 is a separate installation and does not automatically uninstall HCS 7, 2010, or any other HCS versions. However, previous versions of HCS can cause system conflicts, and the HCS 2024 installer will remind users to uninstall other versions (s) of HCS from their computers before proceeding. Previous HCS versions may be uninstalled with the original uninstall feature from HCS or Windows “Remove Programs” utility.
Most updates included in the 6th Edition of HCM (2016) are implemented in HCS 2024.
Streets Spillback and Blockage procedures have not yet been implemented.
The following features introduced with the 7th Edition of are already implemented in HCS 2024:
- New Two-Lane Highways method
- CAV analysis for freeways and Roundabouts
- New pedestrian method for two-way STOP-Controlled intersections and crossings
Streets FAQ
Auto-Calculate is the default behavior for all HCS modules, including Streets. When Auto-Calculate is enabled, output values in the report are updated dynamically with each change to the input data. Streets is the only HCS module that allows Auto-Calculate to be turned off by the user because the Streets calculations are complex and sometimes time-consuming on the computer. When the dataset has many intersections and/or periods, or when a slow computer is being used, the program sometimes needs several seconds to re-calculate. Turning off the Auto-Calculate feature allows the user to perform data entry more quickly because the program will never pause to perform calculations. Once the data entry process is complete, the user can select either Auto-Calculate or Force Calculations. These options will refresh output data in the reports, but only Force Calculations will allow the dynamic calculations to remain disabled. The analyst can use Auto-Calculate and Force Calculations in whatever way is most efficient for the size of their dataset and/or speed of their computer.
After the signal phasing and timing are entered, the Phasing View diagram displays the overall timing plan in an equivalent “single-ring” format. The HCM2010 procedure to calculate the average duration of an actuated phase generates the green times in the Phasing View. This procedure is used for estimating the average phase duration for an intersection that is operating with actuated control. Where appropriate, the description is extended to include techniques for estimating the duration of non-coordinated and coordinated phases. For pre-timed signals (Recall Mode set to Max for each phase), phase durations will usually reflect user-specified maximum green times. Alternatively, phase durations may be taken directly from user-entered data by turning on the Field-Measured Phase Times checkbox.
The HCM2010 states that for operational analyses, demand flow rates for each analysis period be provided. This is usually multiple periods to span the time generally needed to analyze the peak hour(s). A multiple-period analysis can model the unmet demand that may exist from one 15-minute period to the next in oversaturated conditions. This analysis will estimate the residual queues for each period and use them as the initial queues for the subsequent period for each lane group. All this will allow for more accurate computation of additional delays (d3) attributable to these queues for the overall analysis period. This type of analysis should include under-saturated conditions for at least the first and last periods. Running a multiple-period analysis for any situation (including under-saturated conditions) overcomes the dilemma of using the appropriate 15-minute period versus a peak-hour factor (PHF) that could vary among movements and periods.
The arrival type is used to describe the quality of signal progression for the corresponding movement group. Values of arrival type range from 1 to 6, with 1 representing poor progression, 6 representing exceptional progression, and 3 representing random vehicle arrivals. Typically, arrival type 3 is used for all uncoordinated, including actuated, movements and arrival type 4 is used for most coordinated movements
The Peak Hour Factor (PHF) specifies the proportion of peak-hour volume occurring in the peak 15 minutes for the entire intersection as prescribed by the HCM2010 for planning purposes. Peak 15-minute volume is computed as the hourly volume divided by four times the PHF. For operational applications, a multiple-period analysis using 15-minute Demands directly should be used, which precludes the need for the PHF entirely.
The Upstream Filtering Adjustment Factor (I) accounts for the filtering effects of upstream signals within a mile of the analysis signal on each approach. It is based on the weighted average of the v/c ratios of the contributing movements from the upstream signal (automated in Signals). It can make a significant difference in the d approaching delay, especially where the subject approach has v/c ratios approaching or exceeding 1.0.
The Queue Storage Ratio (QSR) is the Maximum Back of Queue (HCM Chapter 16 Appendix G) divided by the Available Queue Storage Length. If the QSR is equal to or greater than 1.0, the blockage will occur. The HCM procedures do not account for this blockage in the computation of delay, and these situations must be simulated (with CORSIM) to get reasonable results.
The signal phasing sequence is specified by clicking on the Quick Phases dual-ring (NEMA) phasing diagram (phases 1 through 8). Only left-turn phasing needs to be set, because thru movements and right-turn movements are automatically added to the phasing sequence as a function of laneage. Left-turn movements in odd-numbered phases are used to reflect protected left-turns (i.e., ‘green arrow’), whereas left-turn movements in even-numbered phases are used to reflect permitted left-turns (i.e., ‘green ball’). When exclusive right-turn lanes exist, shielded right-turns may be added by clicking twice on the corresponding odd-numbered phase. After the signal phasing and timing are entered, a sequential phasing diagram (labeled ‘Phasing View’) will display the overall timing plan in an equivalent ‘single-ring format equivalent to how phasing was coded in previous versions.
Why do the reports look disabled or grayed out? Why does ‘Phasing View’ look disabled or grayed out?
When the Auto-Calculate feature is turned off, output data are no longer updated in response to input data changes. This action leads to situations in which output data will no longer be consistent with input data. The ‘stale feature’ (disabling or graying out) is used to notify the analyst that the output data are no longer up-to-date. This output data may include any of the formatted reports and text reports and may consist of signal timings displayed by Phasing View. As soon as the user clicks on Auto-Calculate or Force Calculations, all outputs will be refreshed, and the stale appearance will disappear.
Demand is the arrival rate, and Volume is usually taken to mean stop bar counts. Stop bar counts do not represent the demand for congested conditions. In Signals, this plays a significant role in determining residual queues that are used to compute delays. Counting the remaining queue at the end of each period is essential for determining the total demand for every movement and period. For oversaturated situations, this can make a significant difference in the computation of overall delays and level of service.
There are several types of information required for a Signal analysis that can be obtained while performing turning movement counts: Residual queues (see above) for each period for all approaches; parking maneuvers per hour within 250 ft. of the stop bar; heavy vehicle percentages by movement; buses stopping per hour within 250 ft. (near side or far side); unequal lane distribution for a multiple lane movement; and right turns on red, pedestrians, and bicycles per hour on each approach.
TWSC FAQ
The computation of two-stage gap acceptance differs for the minor-street thru movements depending on the type of median. A “Raised Curb” median assumes the minor street thru can utilize this storage to perform the movement in two steps. A “TWLTL” median will assume the minor-street thru movement will be accomplished in one stage
Resources
Accessibility Report
Learn how our software conforms to the Revised 508 Standards for IT accessibility.
Data Security
See the Higher Education Community Vendor Assessment Toolkit report.
Demo
See a live demonstration of HCS
Installation Help
Find information on how to download, install, or remove the latest version of HCS.
