Bi County

DRAFT
REEVALUATION OF
DRAFT ENVIRONMENTAL IMPACT STATEMENT
for
TRI-COUNTY (NOW BI-COUNTY) PARKWAY LOCATION STUDY
State Project Number: R000-96A-102, PE-101, UPC 52405
Federal Project Number: STP-5401 (385)
Prepared for
Federal Highway Administration
by
Virginia Department of Transportation
Environmental Division
1401 East Broad Street
Richmond, Virginia 23219
DRAFT
September 24, 2013
DRAFT
DRAFT
DRAFT
September 24, 2013 Reevaluation of DEIS for

Tri-County (now Bi-County) Parkway Location Study
State Project Number: R000-96A-102, PE-101, UPC 52405
Federal Project Number: STP-5401 (385)
DEIS Date: March 16, 2005
The Federal Highway Administration (FHWA), in accordance with provisions of the National
Environmental Policy Act (NEPA) and 23 CFR 771, approved a Draft Environmental Impact
Statement (DEIS) for the subject project on March 16, 2005. The DEIS addressed the No-Build
Alternative and three Candidate Build Alternatives (West Two, West Four, and Comprehensive
Plan) as shown on Figure 1 (Figure 2.4-1 from DEIS). The environmental consequences of the
build alternatives generally were evaluated based on a 600-foot-wide assessment corridor width
to give the Virginia Department of Transportation (VDOT) the flexibility to shift the alignment
during the design process to avoid and minimize impacts to resources without triggering the need
to reopen the NEPA process. In addition, impacts to waters of the US, uses of land from Section
4(f) properties, and relocations of homes and businesses were evaluated based on a 200-footwide corridor to be more representative of a realistic construction footprint. Location public
hearings were held in Prince William County, Fairfax County, and Loudoun County on May 9th,
10th, and 11th of 2005, respectively. On November 17, 2005, the Commonwealth
Transportation Board (CTB) approved Candidate Build Alternative (CBA) West Two as the
preferred alternative. The study area for the DEIS and many of the alternatives developed for the
proposed roadway spanned three counties (Fairfax, Loudoun, and Prince William Counties, as
shown in Figure 1), thus the derivation of the name Tri-County Parkway. The approved CBA
West Two spans only two counties (Prince William and Loudoun). As such, the facility has been
renamed the Bi-County Parkway (BCP) and will be referred to as such hereafter.
The 10.46-mile-long CBA West Two would extend the existing VA 234 Bypass northward from
its interchange at I-66 to US 50 (John Mosby Highway) in the vicinity of Route 877 (Racefield
Lane). The corridor generally follows or parallels existing Route 705 (Pageland Lane and
Sanders Lane) and lies west of Route 659 (Gum Spring Road). The proposed typical cross
section of the limited access highway as presented in the DEIS would consist of four 12-footwide lanes with outside shoulders 10-13 feet wide (8 feet paved), inside shoulders 8 feet wide (4
feet paved), a grass median 42 feet wide, and a multi-use trail 14 feet wide (10 feet paved), all
within a right-of-way of approximately 200 feet.
Although the project has continued to be developed since 2005 when the DEIS was issued, more
than three years have elapsed without any major approvals to advance the project. Accordingly,
this Reevaluation and additional environmental studies were conducted in accordance with 23
CFR 771.129(a) and 23 CFR 771.130 to assess the environmental consequences resulting from
changes to the proposed project, changes in the affected environment, and changes in regulatory
requirements and guidance since the DEIS was issued to determine if those environmental
consequences result in new significant environmental impacts not already considered in the
DEIS, thereby requiring that the DEIS be supplemented.
Figure 1. DEIS Study Area and Candidate Build Alternatives

(Source: Tri-County Parkway Location Study DEIS, March 16, 2005)
DRAFT September 24, 2013
CHANGES TO THE REGIONAL FINANCIALLY CONSTRAINED LONG-RANGE

TRANSPORTATION PLAN
In the March 2005 Tri-County Parkway Location Study DEIS, the No-Build Alternative was
defined assuming that all projects funded for construction in the 2003 Update to the Financially
Constrained Long-Range Transportation Plan for the National Capital Region (2003 CLRP)
would be implemented. The CLRP is required by federal law under 23 USC. The CLRP is
developed by the local governments in the region in cooperation with VDOT and it identifies the
projects on which the state and local governments plan to spend available construction funds
over the life of the plan. While a handful of projects are added and removed from the CLRP
each time it is updated, the CLRP does represent the most up-to-date intentions of the localities
and state. The most recent version of the CLRP was approved by the National Capital Region
Transportation Planning Board (TPB) in July 2013. Three differences of note between the 2003
and current CLRPs are as follows:
The 2003 CLRP included both the Route 234 Bypass Extension from I-66 to the Loudoun
County line (the portion of CBA West Two for Bi-County Parkway in Prince William County
follows the same general corridor) and the original Tri-County Parkway (the Comprehensive
Plan CBA). The current CLRP includes the Bi-County Parkway (CBA West Two from I-66
to US 50) and does not include the Comprehensive Plan CBA alignment.
The current CLRP now lists the Manassas National Battlefield Park (MNBP) Bypass. Studies
for this facility were ongoing at the same time the Bi-County Parkway studies were being
conducted. The National Park Service (NPS) and the Eastern Federal Lands Highway
Division of FHWA approved a DEIS for the project on January 28, 2005. A location public
hearing was held in Prince William County on May 5, 2005. On June 15, 2006, the CTB
approved CBA D as the preferred alternative, including design mitigation measures in Fairfax
County (which the NPS and FHWA developed in collaboration with Fairfax County and the
Fairfax County Park Authority in order to minimize environmental impacts of the
recommended Preferred Alternative, Candidate Build Alternative D) (see Figure 2 [Figure 216 in the MNBP Bypass DEIS, modified to incorporate shift to avoid use of land from MNBP
and to avoid multiple crossings of Bull Run]). A Final EIS and ROD were not completed for
the MNBP Bypass at the time because it had not been included in the regions CLRP for
construction and transportation air quality conformity requirements. However, on July 18,
2012, the TPB approved the 2012 Constrained Long Range Transportation Plan for the
National Capital Region, which programmed the project for construction by 2035 (the MNBP
Bypass also is included in the 2013 CLRP for the region, which was adopted by the TPB on
July 17, 2013 and is being reviewed by the US Environmental Protection Agency (EPA),
FHWA, and the Federal Transit Administration (FTA) as part of the air quality transportation
conformity process). The alignment of the western portion of the CTB-approved MNBP
Bypass alternative generally follows or parallels existing Route 705 (Pageland Lane) from I66 to VA 234 (Sudley Road) near Catharpin. The proposed typical cross section of the
limited access highway as presented in the MNBP Bypass DEIS consists of four 12-foot-wide
lanes with outside and inside shoulders 8 feet wide and a variable-width grass median.
Specific corridor or right-of-way widths were not identified in the study documents. Rather,
impacts were calculated based on estimated construction limits for each alternative. Because
the corridors for the preferred alternatives for both the MNBP Bypass project and the BiCounty Parkway project overlap, the decision has been made to co-locate the two projects
(i.e., follow the same alignment) within the overlap portion.
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Figure 2. CTB-Approved Candidate Build Alternative for MNBP Bypass

(Source: Manassas National Battlefield Park Bypass DEIS, January 28, 2005, modified to show shift at northeast corner of MNBP)
When TPB adopted the 2013 CLRP for the region on July 17, 2013, it included a project to
improve access to the western side of the Dulles Airport area by constructing connections
from US 50 to VA 606 via one of two alternative routes: 1) extending from the intersection of
the planned Bi-County Parkway at US 50 to the Loudoun County Parkway at the western end
of the Dulles Airport grounds, first heading north, then east, parallel to US 50, just south of
Broad Run, or 2) constructing a grade-separated, four-lane limited access facility along US 50
(within existing right-of-way) between the planned Bi-County Parkway and the Loudoun
County Parkway (VA 606), as well as a new, at-grade, 4-lane limited access Loudoun County
Parkway from the new grade-separated US 50 to 1.5 miles north of that.1 Each alternative
was analyzed as part of the TPBs conformity analysis, and it was anticipated that the NEPA
document for the project would have been sufficiently advanced to allow the CTB to select a
location before the TPB approved the CLRP in July 2013. However, this was not the case, so
VDOT requested that the No Action scenario be included in the CLRP at this time.2
Because the inclusion of the project in the CLRP is deemed likely, it was included as an
assumed project for purposes of the updated travel demand forecasting that was conducted for
the BCP in 2013 because it would connect directly to the proposed BCP and thereby affect
traffic on the facility. The alternative to improve access to the western side of Dulles Airport
that was included in the travel demand model for the region was the alternative anticipated to
have the greatest traffic impact on the BCP project.
CHANGES TO THE PREFERRED CBA WEST TWO
In consultation with the Virginia Department of Historic Resources (VDHR), VDOT has
committed to an alignment shift slightly to the west between I-66 and US 29 (Lee Highway)
to avoid the Dunklin Monument (VDHR # 44PW0579), a contributing resource to the
Manassas Battlefield Historic District (VDHR # 076-0271). This alignment shift still falls
within the 600-foot-wide study corridor previously evaluated in the DEIS.
In the DEIS, the 200-foot-wide design corridor of the Bi-County Parkway was depicted as
being located adjacent to the western boundary of the MNBP and therefore not having any
direct impact on the Park. As a result of the development of the draft Section 106
Programmatic Agreement and consultation with the National Park Service, it is now being
proposed to locate a portion of the Bi-County Parkway alignment on MNBP property in an
area that has been adversely impacted by previous relocation of power lines. This change
would create a use of MNBP property under Section 4(f) where one did not exist at the time
the DEIS was released; however, this change also would reduce the overall harm to the
Manassas Battlefield Historic District. A least harm analysis is being developed to comply
with the new Section 4(f) regulations at 23 CFR 774. The least harm analysis will take into
account the fact that the NPS is supportive of locating the Bi-County Parkway partially on
MNBP land consistent with the location of the alignment for the MNPB Bypass and
refinements to the project footprint that are being negotiated as part of the Section 106
process. A stipulation in the Programmatic Agreement will now commit VDOT to confining
the roadway within a right of way corridor 150 feet wide, except under circumstances
specified in the Programmatic Agreement (e.g., to accommodate certain stormwater
http://www.mwcog.org/clrp/projects/new/proposed_2013.asp
http://www.mwcog.org/transportation/activities/quality/Conformity/2013/2013_Conformity_Report.pdf (see page
B-11)
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management features, the design of which wont be known until the detailed design plans are
developed).
An alignment shift of approximately 6,700 linear feet up to 800 feet west in the vicinity of the
Putnam-Patton House (VDHR # 076-0179) would avoid direct use of the historic property, as
discussed in Section 4.15.8.3 of the DEIS and as depicted in Figure 3 (Figure 4.14-8 in the
DEIS). On February 20, 2013, the CTB approved a modification to CBA West Two in order
to avoid encroachment on the Putnam-Patton House historic property.
The CTB resolved to take whatever action is required for the abandonment of portions of
existing Route 234 transecting the MNBP as part of the subject project and that such
abandonment will occur upon the completion and opening to traffic that portion of the BiCounty Parkway between I-66 and the proposed intersection with existing Route 234 near
Catharpin. The abandonment of Route 234 and transfer of ownership of its right-of-way to
the National Park Service is part of an extensive package of measures being developed
through coordination with Section 106 consulting parties to mitigate adverse effects of the BiCounty Parkway on the Manassas Battlefield Historic District. The rationale behind the
abandonment of Route 234 is found in the purpose and need of the MNBP Bypass project.
The purpose and need of the MNBP Bypass is to remove traffic on Routes 234 and 29 through
MNBP. Route 234 was initially being proposed to be abandoned as part of the MNBP Bypass
because the western leg of the bypass between I-66 and Catharpin would serve as a
replacement for Route 234 through MNBP. Since the BCP and the western leg of the MNBP
Bypass are being co-located and the western leg of the MNBP Bypass is being constructed as
part of the BCP, the commitment has been made to close Route 234 through the MNBP as
part of the BCP. The closure of Route 234 through the MNBP is not a purpose and need of
the BCP; instead it would be an outcome of the Section 106 process to take into account the
effects of the project on the MNBP.
ADDITIONAL STUDIES CONDUCTED AND ACTIONS TAKEN
Additional measures are being developed to minimize harm to the Manassas Battlefield
Historic District and MNBP. These are in the form of stipulations within a Section 106
Programmatic Agreement regarding how effects on historic properties are to be taken into
account during further project development. The Programmatic Agreement and the
stipulations within it are being developed in consultation with the Section 106 consulting
parties including the Advisory Council on Historic Preservation, National Park Service, and
Virginia State Historic Preservation Officer (SHPO). Six consulting parties meetings have
been held since the selection of CBA West Two: May 2006, October 2007, November 2010,
November 2012, January 2013, and September 2013. A list of the parties in attendance at
these meetings is included as Attachment 1. Additional meetings have also been held
individually with the National Park Service and MNBP representatives. Figure 4 shows the
BCP study corridor in the vicinity of the MNBP and Manassas Battlefield Historic District.
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Several drafts of the Section 106 Programmatic Agreement have been circulated to the
consulting parties for review. Once finalized, the Programmatic Agreement will be
executed and the stipulations contained therein to address adverse effects from the project
will become binding commitments when the project is developed.
Figure 3. Alignment Shift to Avoid Putnam-Patton House Historic Property

(Source: Tri-County Parkway Location Study DEIS, March 16, 2005)
Figure 4. CBA West Two Corridor through Manassas Battlefield Historic District
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The Section 106 Programmatic Agreement will be included in an appendix of the FEIS
along with the letter conveying the assessment of the BCPs effects on historic properties
to VDHR.
Additional archaeological studies have been conducted since the DEIS:

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Tri-County Parkway Location Study, Archaeological Survey. This survey identified the
following four sites, which VDHR determined on January 22, 2007 are not eligible for the
National Register of Historic Places (NRHP): 44LD1027 (field scatter), 44LD1186
(farmstead), 44LD1187 (domestic site), and 44LD1363 (mill race).
Private consultants conducted archaeological evaluations for the landowners of sites

44LD0853 and 44LD0854 (both domestic sites) and VDHR determined on December 19,
2007 that these sites are not eligible for the NRHP.
Evaluation of Sites 44PW0579 (VDHR # 076-0271-0062) and 44PW0623 and Dunklin

Monument Avoidance Metal Detection Survey. Site 44PW0579 is the Dunklin Monument
and based on its association with the Second Battle of Manassas, it is considered eligible
for the NRHP under Criterion A as a contributing element of the Manassas Battlefield
Historic District. The actual boundary should be the 35-square-foot area originally
purchased by the Dunklin family in 1873 and the Bi-County Parkway alignment has been
located to avoid the monument. The archaeological evidence examined at 44PW0623
(identified originally as a suspected cemetery) suggested that both the surface depressions
and associated fieldstones are not actually indicators of burial locations; rather, they are
either naturally occurring or the result of past logging activity within the Area of Potential
Effects (APE) and surrounding wooded parcel. Based on these negative findings, it was
concluded that 44PW0623 is not an NRHP-eligible site. VDHR concurred on July 27,
2010 with the findings for both sites.
Supplemental Archaeological Survey and Metal Detecting. These archaeological

investigations included an archaeological identification survey of three unconnected areas
within a 600-foot-wide corridor along Route 705 (Pageland Lane) for which access was
denied during a 2006 survey. The APE for these areas involved a total of 18.3 acres.
Additionally, a supplemental metal detector survey was conducted within a portion of the
previously surveyed APE along Pageland Lane adjacent to the Manassas National
Battlefield Park. The metal detection survey, which extended one mile north from the
northern end of the Dunklin shift segment of the APE, involved a total of approximately
68 acres within a 600-foot-wide corridor. No new NRHP-eligible sites were found. Four
previously identified archaeological resources also were investigated (VDHR concurred
with the findings on November 2, 2010):
o 44PW0580 is a section of the Unfinished Railroad located west of Pageland Lane
that has been disturbed by continual plowing and erosion over the past 150 years.
Shovel testing and metal detector survey yielded no artifacts. The research potential
of this site has been exhausted and it is not eligible for the NRHP as it is no longer
able to convey its significance.
o 44PW0593 was originally identified as a potential mass burial for Civil War soldiers
after the Second Battle of Manassas based on information from a local informant. A
metal detector survey and shovel tests excavated across the site resulted in recovery
of one artifact (a corroded rebar fragment). No cultural materials were recovered
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within the boundaries of Site 44PW0593 and no direct evidence was found
confirming the presence of the mass burial within the APE of the proposed project.
Based on these results, Site 44PW0593 does not extend into the APE of the BiCounty Parkway.
o 44PW0594 was originally identified as a pit latrine used during US Army training
maneuvers in 1916 based upon information from a local informant. However,
documentary evidence did not identify any large-scale maneuvers during this time
period. The historic research identified a joint exercise conducted by the US Army
and National Guard in 1904 on the Manassas Battlefield, where troop movements by
soldiers from Maine were in the vicinity of the site in September 1904. Metal
detector survey and shovel tests excavated across the known site boundaries resulted
in recovery of a total of 11 artifacts (cut and wrought nails, a hinge, barbed wire, and
an unidentifiable metal fragment). The artifacts appear to be potentially associated
with a structure in the vicinity rather than the 1904 maneuvers. Site 44PW0594 lacks
above-ground and subsurface integrity and is not eligible for the NRHP.
o 44PW0595 was originally identified as a remnant section of the nineteenth-century
Centreville Road. The current investigations included shovel testing along the sides
of the road and yielded no cultural material. The road segment has been graded and
incorporated into a driveway. Site 44PW0595 has been modified over time and any
research potential of the portion of the road within the APE has been exhausted;
therefore, the site is not eligible for the NRHP.
For purposes of the application of Section 106 of the National Historic Preservation Act
(NHPA) to the undertaking, FHWA and VDOT, in consultation with the SHPO and
consulting parties, has determined to assume that additional lands associated with the Battle
of Second Manassas are eligible for the NRHP and to treat them as historic property as
defined at 36 CFR 800.16(l). This determination also has taken into consideration
documentation produced by the NPSs American Battlefield Protection Program (ABPP) in its
July 2009 update for the Commonwealth of Virginia of the Civil War Sites Advisory
Commission Report on the Nation's Civil War Battlefields. Accordingly, the assumed
National-Register-eligible boundaries of the Manassas Battlefield Historic District have
been expanded to encompass approximately 8,006 acres as shown on Figure 5. The
boundaries previously considered, which encompassed approximately 6,470 acres, were from
the 2004 National Register Nomination. In the vicinity of the project corridor, the boundary
is extended westward along US 29, southward between US 29 and I-66, and northward along
the east side of Pageland Lane (Route 705). Additional expansions are located primarily to
the north and east of the previous boundaries.
Update of traffic modeling and forecasts:
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Traffic forecasts were updated from 2030 (DEIS design year) to 2040 using the
Metropolitan Washington Council of Governments (MWCOG) regional travel demand
model. Forecasts also were prepared for an interim year of 2020 for purposes of updating
the air quality analysis. Forecasts were developed using MWCOGs model Version 2.3
Build 39 (obtained from MWCOG on November 1, 2012), MWCOGs Round 8.1
Cooperative Forecasts (for population and employment), and transportation network
updates to reflect the regions 2012 CLRP as well as the inclusion of the Dulles Connector
project (see discussion of that project under Changes to the Regional Financially
Constrained Long-Range Transportation Plan).
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Figure 5. Boundary Changes to Manassas Battlefield Historic District

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New traffic count data (collected in February 2013) were used to refine the model
forecasts and to reflect peak period traffic characteristics on individual roadway links in
the study area (Attachment 2 includes the May 8, 2013 memorandum documenting the
updated traffic modeling methodology and forecast results, which were then used to
reassess air quality and noise impacts).
The new modeling analyses indicate that the Bi-County Parkway is projected to carry up
to 40,200 vehicles per day between Tall Cedars Parkway and US 50, and up to 61,000
vehicles per day between US 29 and VA 234 (i.e., the segment that overlaps with the
proposed MNBP Bypass). In comparison, the traffic analyses conducted for the DEIS
indicated that the CBA West Two would carry up to 41,200 vehicles per day in 2030
between US 29 and VA 234. The increase in volumes reflects the extension of the design
year by 10 years (from 2030 to 2040), changes in regional growth assumptions based on
the regions Round 8.1 Cooperative Forecasts, the inclusion of the MNBP Bypass and the
Dulles Airport access project in the CLRP, and the inclusion of these projects in the travel
demand model.
Because the MNBP Bypass and closures of existing Route 234 and existing US 29
through MNBP to through traffic are included in the CLRP, the updated modeling and
analysis for both Build and No-Build conditions for the Bi-County Parkway assumed
these closures and completion of the MNBP Bypass.
Additional traffic analysis was conducted on a composite of over 40 transportation

improvements and policies (Substitute Vision) suggested by the Southern
Environmental Law Center (SELC), the Coalition for Smarter Growth, the Piedmont
Environmental Council, the National Parks Conservation Association, the National Trust
for Historic Preservation, the Chesapeake Bay Foundation, and the Virginia Chapter of the
Sierra Club (collectively, SELC et al.) as an alternative to the Bi-County Parkway.
Attachment 3 contains the May 8, 2013 memorandum documenting and analyzing the
Substitute Vision, which assumes the closure of Route 29 and Route 234 within the
boundaries of the Manassas National Battlefield Park while also assuming that neither the
Bi-County Parkway nor the MNBP Bypass would be built. As documented in the
memorandum, the wide range of transportation projects and policies included in the SELC
et al.s Substitute Vision is not considered a reasonable alternative to the Bi-County
Parkway in the context of NEPA. The elements of the purpose and need of the Bi-County
Parkway are mainly related to north-south transportation demand; the majority of
components of the Substitute Vision seek to address east-west travel demand on the study
areas transportation network based on the assumption that addressing east-west travel
demand would reduce spillover onto north-south corridor and reduce the need for northsouth improvements. However, the transportation analysis using the MWCOG regional
travel demand model shows that there is a need to address north-south travel demand even
with the implementation of the Substitute Vision. The planning-level cost estimate of the
Substitute Vision is approximately $6.5 billion compared to the planning level cost
estimate of $440 million for the Bi-County Parkway.
On July 17, 2013, SELC et al. provided a response to the Substitute Vision analysis
contending that the Bi-County Parkway would worsen congestion in the study area while
the Substitute Vision would better address congestion in the study area and better serve
the dominant need for east-west traffic capacity. The response further claimed that the
Substitute Vision would move traffic around the MNBP with fewer impacts. SELC et al.
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also acknowledged that their Substitute Vision was developed to accomplish a much
broader set of regional goals and priorities than the Bi-County Parkway and to address
what the group has determined is the highest priority transportation needs in the study
area.
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While VDOT is responding to the specific points raised by the SELC et al. in their
response, it should come as no surprise that a $6.5 billion investment in infrastructure
improvements in the study area would outperform a $440 million investment in some
areas. However, as an alternative to address the purpose and need that has been identified
in the EIS, the Substitute Vision is not an economically feasible alternative to the BiCounty Parkway. The entire VDOT statewide budget for construction for FY 2013 is $1.6
billion. Further, as indicated above, the analysis demonstrated that even if the Substitute
Vision were implemented, the Bi-County Parkway would still address a substantial
amount of north-south travel demand. Finally, the project-level NEPA process is not the
appropriate mechanism for addressing the broader set of regional goals and priorities that
SELC et al. envision addressing with their plan. Their plan is more appropriately
addressed at a higher level by transportation policy makers responsible for making those
decisions. Addressing north-south travel demand with this project does not represent a
decision that east-west travel demand is less of a priority. The number of projects being
studied as well as projects funded for construction on east-west routes in the study area
($1.2 billion worth) attests to the priority given to east-west travel demand. Neither
NEPA nor federal-aid highway law requires an applicant to identify the most pressing
needs in a region as a prerequisite for federal-aid funding of a particular project.
Transportation needs are identified, projects prioritized, and funding programmed as part
of the federally required statewide and metropolitan transportation planning processes
based on a number of factors and involving a number of decision makers. FHWAs role is
to ensure that a project applicant satisfies all federal requirements when they decide to use
federal-aid funds on a single proposed improvement. FHWAs role is not to make the
transportation decisions in a state or decide for them what their highest priorities are or
how they will fund them.
Update of air quality information and analyses. New air quality information and analyses
were developed to reflect changes in air quality standards and regulations and updated traffic
forecasts. The conclusions are summarized below; details are included in the Air Quality
Technical Report (August 2013):
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A carbon monoxide (CO) hotspot analysis was conducted using emission factors from
the EPAs Motor Vehicle Emissions Simulator (MOVES) model and the CAL3QHC
dispersion model to estimate atmospheric CO concentrations at air-quality-sensitive
receptors. The results show that peak CO concentrations for the Build Alternative would
be below the National Ambient Air Quality Standards (NAAQS) in both the Interim /
Opening Year Build (2020) and Design Year Build (2040) scenarios for each of the worstcase locations analyzed along the proposed project corridor, as well as for the worst-case
signalized intersections evaluated in the air study. The CO NAAQS are 35 parts per
million (ppm) for one hour and nine ppm for eight hours. The study results show a
maximum Design Year Build (2040) concentration of 3.8 ppm for one hour and 2.9 ppm
for eight hours. Because the sites analyzed are believed to experience the worst case
concentrations of CO under the Build Alternative, it is reasonable to conclude that CO
concentrations at all other locations within the project corridor would likewise be well
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below the CO NAAQS and no CO mitigation measures are required. In comparison, the
CO hotspot analysis conducted for the DEIS concluded that worst case concentrations
would be 6.9 ppm for one hour and 3.6 ppm for eight hours. Accordingly, the expected
air quality impacts would be lower than originally predicted in the DEIS.
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Prince William and Loudoun Counties are in the Washington, DC-MD-VA area that was
designated by EPA as nonattainment with respect to the 1997 fine particulate matter
(PM2.5) standard in a Final Rule published in the Federal Register on January 5, 2005. In
a Final Rule promulgated January 12, 2009, EPA determined that the region had attained
the 1997 standard based on ambient air monitoring data but has not officially redesignated
the area to attainment because they had not received a redesignation request until recently.
Further, EPA issued a Final Rule on January 15, 2013 that lowered the annual PM2.5
standard and initiated the attainment/nonattainment designation process for the new
standard. Given the schedule established by EPA, they will not complete the process for
making nonattainment designations under the new standard until late 2014. Regardless,
air monitoring data shows the region currently below the design value for the new
standard. Notwithstanding the attainment status of the area, a quantitative PM2.5 analysis
is not required. The Federal Conformity Rule requires a PM2.5 hot-spot analysis only for
projects of local air quality concern, as defined in 40 CFR 93.123(b)(1). Based on the
regulation, the proposed Bi-County Parkway is not a project of air quality concern (see Air
Quality Technical Report for additional information). Although the DEIS acknowledged
that the region was designated at the time as nonattainment for PM2.5, it did not address
the issue, given the effective date of the PM2.5 nonattainment designation and the lack of
guidance on how PM2.5 nonattainment areas would address the standard.
Over the last several years, EPA and FHWA have developed research and guidance with
respect to mobile source air toxics (MSAT). There are no NAAQS for MSAT; however,
EPA has identified seven compounds with substantial contributions from mobile sources
that are among the national and regional-scale cancer risk drivers from the agencys 1999
National Air Toxics Assessment (NATA). These are acrolein, benzene, 1,3-butidiene,
diesel particulate matter plus diesel exhaust organic gases (diesel PM), formaldehyde,
naphthalene, and polycyclic organic matter. Based on FHWAs most recent guidance,
issued December 6, 2012, the Bi-County Parkway is a project with low potential MSAT
effects because design year traffic is projected to be less than the 140,000 to 150,000
annual average daily traffic (AADT) threshold identified in FHWAs guidance. A
qualitative MSAT analysis (see Air Quality Technical Report for additional information)
concluded that, for the design year Build scenario on the roadway network in the project
area, regional MSAT emissions are expected to be significantly lower than those emitted
today, even when taking into account the projected increase in vehicle miles traveled.
Additionally, the implementation of EPAs vehicle and fuel regulations will result in
significantly lower MSAT levels for the area in the future than exist today. The DEIS did
not include a MSAT analysis because it had not been identified as an issue at the time.
The DEIS reported that the localities comprising the study area were part of the
Washington, DC-MD-VA area designated by EPA as a severe nonattainment area under
the 1-hour ozone standard in effect at that time (0.12 ppm). At the time the DEIS was
approved for public availability, an 8-hour ozone standard (0.08 ppm) had been adopted
by EPA (June 2004) but it had not gone into effect. A year after the 8-hour standard went
into effect, the 1-hour standard was revoked by EPA. In 2008, EPA revised the 8-hour
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ozone standard by lowering it to 0.075 ppm. Under the 2008 ozone standard, the region
was designated a marginal nonattainment area. Because ozone is created from
precursor compounds in the presence of sunlight and it cannot be accurately modeled on a
project-by-project basis, ozone is addressed on a regional basis through the air quality
transportation conformity process. When the DEIS was issued, the Tri-County Parkway
(now Bi-County Parkway) was included for construction in the CLRP and Transportation
Improvement Program (TIP) for the region, which were found to conform by FHWA and
FTA. At this time, the BCP continues to be included in a CLRP (2012) and TIP (FY
2013-2018) for the region, which were found to conform by FHWA and FTA on May 24,
2013. The TPB recently adopted a new CLRP (2013), and the project continues to be
included for construction. The 2013 CLRP and associated conformity analysis is being
reviewed by EPA, FHWA, and FTA.
The temporary air quality impacts from construction are not expected to be significant.
Construction activities are to be performed in accordance with VDOTs current Road and
Bridge Specifications, which contain a number of requirements regarding air quality.
The project is not expected to cause or contribute to any violations of the NAAQS, worsen
any existing violations, or interfere with the attainment of any applicable NAAQS.
Update of noise information and analyses. New noise information and analyses were
developed to reflect changes in noise standards and regulations and updated traffic forecasts.
The conclusions are summarized below; details are included in the Noise Analysis Technical
Report ( August 2013):
Noise monitoring was conducted at ten short-term (30 minutes in duration) sites on April
3rd and 4th, 2013. The short-term measurements characterized existing noise levels in the
study area and included contributions from sources other than traffic, such as aircraft.
These noise measurements formed the basis for characterizing the existing background
sound levels away from major roadways and forms the basis determining whether the noise
model can be used to predict noise levels associated with the project.
For purposes of the noise analysis, areas along CBA West Two were divided into 18
Common Noise Environments (CNE). CNEs are groupings of receptor sites that, by
location, form distinct communities within or adjacent to the project area and contain
receptors with similar exposures to noise. These areas are used to evaluate traffic noise
impacts and potential noise abatement options for communities as a whole, and to assess
the feasibility and reasonableness of possible noise abatement measures for those areas.
Areas without noise-sensitive land uses are not identified within CNE boundaries.
The noise impacts of the No-Build and Build Alternatives were evaluated in accordance
with FHWAs Procedures for Abatement of Highway Traffic Noise and Construction
Noise (23 CFR 772) and VDOTs Highway Traffic Noise Impact Analysis Guidance
Manual (revised 2013). All traffic noise modeling for this study was conducted using the
latest version of the FHWA Traffic Noise Model (TNM).
Residential noise impacts are predicted to occur under all alternatives. Total noise
impacts under existing conditions and the 2040 No-Build Alternative are one and four
residences, respectively, primarily resulting from the major existing roadways in the
region. The Build Alternative would impact 113 residential units. The NAC would be
exceeded at 47 of the residential receptors, and 42 of those would also experience a
15
substantial increase over existing noise levels. Sixty-six additional residences would
experience noise impacts due only to substantial increases over existing levels (i.e., would
not approach or exceed the NAC).
There are no impacts to recreational receptors under existing conditions and the 2040
No-Build Alternative. Implementation of CBA West Two would impact portions of a trail
in Manassas National Battlefield Park located north of Route 29 and east of Pageland
Lane. Portions of sports fields in Catharpin Park and the playing fields at Arcola
Elementary School and John Champe High School also are forecasted to be impacted.
FHWA has identified certain noise abatement measures that may be incorporated into
projects to reduce traffic noise impact.
o
In general, mitigation measures can include traffic management strategies, the

alteration of horizontal and vertical alignment, and low-noise pavement, in addition to
the construction of noise barriers. Traffic management measures typically considered
for noise abatement include reduced speeds and truck restrictions. Reduced speeds
would not be an effective noise mitigation measure since a substantial decrease in
speed is necessary to provide a meaningful noise reduction. A 10 mph reduction in
speed would result in only a two decibel decrease in noise level. Restricting truck
usage on the Bi-County Parkway is not practical since the BCP would be a principle
arterial, and it would be developed to accommodate trucks. The alteration of the
horizontal or vertical alignment within the 600 foot impact assessment corridor north
of the MNBP for the purpose of noise abatement could be considered for the Build
Alternative during the design process; however, substantial shifts in the alignment
would be needed to realize discernible noise reductions, and those shifts would likely
raise new environmental issues and create noise impacts for other receptors.
Per the Section 106 Programmatic Agreement under development, potential noise
reduction measures which VDOT will consider within the Manassas Battlefield
Historic District, in order of priority, include the depression of the roadway below
existing grade; quiet pavement; the use of a 60 mph design speed; the use of a posted
speed limit of 55 mph and, depending on ultimate adjacent speed limits south of
Route 29, a speed limit of 50 mph in the section of the BCP near Route 29; and
berms. As proposed in the Section 106 Programmatic Agreement, the specific
measure or collection of measures for minimizing or mitigating noise impacts in the
historic district will be identified during the design process when the information that
will allow those decisions to be made will be developed.
The feasibility and reasonableness of noise barriers as an abatement measure were

evaluated in locations where noise impact is predicted to occur under the Build
Alternative. Approximately 1,473 feet of warranted barrier length was found to be
potentially feasible and reasonable for the Bi-County Parkway project. A barrier for
one permitted but un-built residential development would benefit up to 17 impacted
receptors and 24 receptors in total. The development is located east of the Build
alignment and south of Arcola Elementary School between Northstar Boulevard and
Tall Cedars Parkway. Total construction cost for this barrier would be approximately
$1.4 million. An additional 10.2 miles of potentially feasible barriers could benefit
88 impacted receptors at an estimated cost of $62 million; however, they were found
to be not reasonable for reasons documented in the updated noise analysis.
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This noise evaluation is preliminary since the project has not been designed yet; a more
detailed review will be completed during the final design stage. As such, noise barriers
that are found to be feasible and reasonable during the preliminary noise analysis may not
be found to be feasible and reasonable during the final design noise analysis after
additional information has been developed. Similarly, noise barriers that were not
considered feasible and reasonable may be found to meet established criteria and be
recommended for construction. If a noise barrier is determined to be feasible and
reasonable in final design, the affected public will be given an opportunity to decide
whether they are in favor of having the noise barrier constructed.
Construction activity may cause intermittent short-term fluctuations in noise levels in the
vicinity of the project area. During the construction phase of the project, all reasonable
measures would be taken to minimize noise impact from these activities. Additionally,
Section 107.16(b) 3 of VDOTs Road and Bridge Specifications prescribes contractor
requirements for noise control during construction.
The Commonwealth of Virginia Office of Intermodal Planning and Investment conducted a

planning study for the Northern Virginia North-South Corridor of Statewide Significance
(CoSS).
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A CoSS was defined in VTRANS 2035 as an integrated, multimodal network of

transportation facilities that connect major centers of activity within and through the
Commonwealth and promote the movement of people and goods essential to the economic
prosperity of the State. There are 12 such corridors designated in Virginia, generally
following Interstate and major arterial routes. The CoSS designation is used to guide
future transportation decisions in the corridor. When originally conceived, it was
envisioned that CoSS would be a focus of statewide investment and that high priority
multimodal projects within these corridors would be given increased consideration over
single-mode solutions. Projects advanced in a CoSS are still required to follow all
applicable federal planning and environmental requirements before they can be
implemented. This would include the programming of projects in a TIP and CLRP where
required.
Legislation by the Virginia General Assembly in 2009 identified criteria for designation of
a CoSS: 1) Involves multiple modes or is a freight corridor extending beyond an
individual region; 2) Connects regions, states, or major activity centers; 3) Provides a
high level or volume of transport; and, 4) Has a unique statewide function or fulfills a
statewide goal.
The North-South Corridor study area was approximately 45 miles long within Loudoun
and Prince William Counties, stretching from I-95 at Dumfries to VA 7 near Leesburg and
generally encompassing an area east and west of the VA 234 corridor, the future location
of the Bi-County Parkway, and north-south connections to the Dulles Greenway and VA
7.
Based on the CoSS framework defined by the CTB, an overall vision for the North-South
Corridor was defined: The Northern Virginia North-South CoSS will be an integrated,
multimodal network of transportation facilities that connect major centers of activity
within and through the Commonwealth and promote the movement of people and goods
essential to the economic prosperity of the State.
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The study findings and recommendations were published in the April 8, 2013 final report,
Northern Virginia North-South Corridor of Statewide Significance Corridor Master
Plan. The recommendations included: 1) construction of a continuous high-occupancy
vehicle (HOV) facility between I-95 and the area west of Washington Dulles International
Airport; 2) establishment of a high-occupancy toll (HOT) system for the corridor between
the intersection of VA 234 and Country Club Drive (between Manassas and I-95) and the
Washington Dulles International Airport area; 3) construction of a new roadway
connection (i.e., the Dulles Air Cargo, Passenger, and Metro Access Highway) between
the North-South Corridor and the Washington Dulles International Airport area, providing
connections to VA 606 (Loudoun County Parkway); 4) provision of new and expanded
transit services operating throughout the corridor; 5) construction of a continuous multiuse
trail along the corridor for the use of bicyclists and pedestrians; and, 6) improvements to
transportation demand management programs (TDM) within the corridor.
Another Public Information Meeting for the North-South CoSS was held June 3, 2013 in
Manassas (the BCP; the Dulles Air Cargo, Passenger, and Metro Access Highway; and the
MNBP Bypass were also a basis for that meeting). The purpose of the meeting was to
inform the public regarding the status of the studies and to provide an opportunity to
discuss the studies with representatives of VDOT. Additional information about the
North-South CoSS study, along with links to the other studies, can be found on the
website: http://www.vtrans.org/northern_virginia_north-south_corridor.asp.
On June 19, 2013, the CTB passed a resolution that recognized completion of the NorthSouth Corridor Master Plan study and stated that acceptance of the CMP study and its
recommendations does not signify CTB endorsement of the recommended and/or
identified projects. The Resolution went on to say that Any transportation
improvements in the corridor will be pursued in close consultation and coordination with
the affected local jurisdictions, and the Board intends that no such improvements shall
include the tolling of Route 234 or the installation of HOV lanes on Route 234 (Dumfries
Road/Prince William Parkway) from I-95 to I-66 and the proposed Route 234 extension
(Bi-County Parkway) from I-66 to US 50.
VDOT, in cooperation with FHWA, is evaluating options to address transportation needs west
of Washington Dulles International Airport (IAD) in Loudoun County; the Draft EA was
completed in May 2013. The project study area encompasses an approximate 3.5-mile
diameter bubble and is generally bounded by Creighton Road to the north, Providence Ridge
Drive to the south, IAD property to the east, and Lenah Run to west. Three potential build
alternatives within this study area were examined as potential alignments for the proposed
Dulles Air Cargo, Passenger, and Metro Access Highway (DACPMAH): one on new
alignment and two options that improve parts of existing roadways. All three alternatives
have a terminus with the BCP at Route 50. The Draft EA developed approximate 1,000-footwide location study corridors to evaluate environmental consequences. The analyses included
all projects contained in the current CLRP, which includes the Bi-County Parkway.
The National Park Service developed a General Plan / Environmental Impact Statement for
the Manassas National Battlefield Park in April 2008. The purpose of the plan was to
provide a framework for making decisions about managing the natural and cultural resources,
visitor use, development, and operations of the park for the next 15 to 20 years. The NPS
Preferred Alternative Alternative B The Two Battles of Manassas A Comprehensive
Understanding of Each Battle focuses on interpreting the two battles of Manassas as distinct
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military events, and includes: two separate visitor areas; removal of commuter and
commercial traffic through the park; addition of controlled access points into the park;
rehabilitation of historic vegetation; removal of existing modern US Route 29 bridge over
Bull Run; and construction of a new bridge and access road over Bull Run. The
transportation / traffic portion of this programmatic plan relied on the analyses conducted as
part of the Manassas National Battlefield Park Bypass Draft Environmental Impact Study,
which was developed separately. The study included the Bi-County Parkway as part of the
Cumulative Impacts assessment; it determined that The transportation improvements
identified in the Battlefield Bypass study, Tri-County Parkway study, I-66 study, and VA
Route 234 Bypass North study would have beneficial impacts on transportation because of
increased capacity of the regional roadway network surrounding the park. Collectively, the
cumulative impact would be major long term and beneficial.
Prince William Countys Planning Office, with staff support from MNBP and the American
Battlefield Protection Program, conducted a study of the historically significant viewsheds
associated with the First and Second Battles of Manassas, called the Manassas Battlefields
Viewsheds Plan (May 28, 2009, with revisions through November 5, 2009). The study area
for the plan extended geographically far beyond the park boundaries as continued residential,
commercial, and industrial development in the vicinity of the park create a potential for visual
intrusions into the battlefields historic vistas. The plan itself does not mention the Bi-County
Parkway by name; however, the Background Study (December 7, 2008, with revisions
through November 5, 2009) conducted in support of the plan indicates the three threats to the
Parks viewsheds are development, utilities lines and towers, and road expansions in the
vicinity of the park, and it concludes with the following in regard to the Bi-County Parkways
potential impact on the viewsheds: Not only would [the Bi-County Parkway] result in the
alteration of the alignment and profile of a historic road, but it would negatively impact
multiple viewsheds. In particular, the Stuarts Hill and S. D. Lee Artillery Position PVP
viewsheds and the Pageland HBV would be substantially impacted because of their close
proximity to the proposed parkway. On the other hand, this roads improvement might
serve as a pressure release valve for traffic on Route 29, potentially lessening the odds of
that critical road ever being widened. The plan recommends battlefield viewshed protection
areas, landscape screening, and the use of federal regulatory tools to address road expansions.
The Prince William County Board of Supervisors adopted the 2008 Comprehensive Plan on
March 18, 2008, with the most recent amendments to the Long Range Land Use chapter on
July 17, 2012 and the Transportation chapter on February 2, 2010. The Transportation Plan
continues to include the BCP project. The Long Range Land Use Map (published January 1,
2013) continues to designate much of the study area as agricultural or estate (one dwelling
unit per 10 acres), with areas closer to I-66 designated for various residential, commercial,
and industrial uses.
Prince William Countys Planning Office currently is conducting a study of appropriate

planning tools to help in the preservation of open space in rural areas. The study will provide
an overview of the County's rural preservation policies and an evaluation of their
effectiveness, identify additional rural preservation tools that may be appropriate and
effective, and make recommendations regarding possible amendments to the County's land
use planning policies.
In a letter dated June 18, 2013, the County Board of Supervisors reiterated its support for the
Bi-County Parkway and the Manassas National Battlefield Park Bypass.
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On September 17, 2013, the Prince William County Board of Supervisors passed a resolution
to reaffirm, and unequivocally state, that its intent in approving Resolution 05-981,
Resolution 13-439, and Resolution 13-475, (all relating to the same issue) was that there
should be no closure of either Route 29 or Route 234 through the Manassas National
Battlefield Park until the MNBP Bypass alternative route running along the northern border of
the Manassas National Battlefield Park adjacent to Fairfax County from Route 29 north to
Gum Spring Road is in place and opened to the public.
On October 4, 2005, the Loudoun County Board of Supervisors passed a resolution endorsing
CBA West Two as the preferred alternative.
The Loudoun County Board of Supervisors adopted the 2010 Revised Countywide
Transportation Plan on June 15, 2010 and amended it on May 2, 2012. Within the Dulles
Community, the plan includes proposed North Star Boulevard (Route 659 Relocated), a
portion of which generally follows the Bi-County Parkway CBA West Two alignment at its
northern end. The Loudoun County Comprehensive Plan continues to provide for substantial
residential and commercial development in the US 50/Braddock Road corridors.
CHANGES IN AFFECTED ENVIRONMENT
Development has been ongoing within the study area in Loudoun and Prince William
Counties consistent with future land use plans of the local jurisdictions, as reflected in Figure
3.2-2 in the DEIS. Both counties have updated their future land use plans since the
preparation of the DEIS; however, the overall intent of the plans remain generally the same.
In Loudoun County, multiple new residential subdivisions have been built and more are
planned, including one with a proposed 802 units on 737 acres just north of the Prince
William County line. New schools have been constructed in the area near the north end of
CBA West Two, including Arcola Elementary School and John Champe High School. New
water storage and distribution infrastructure has been built. Nearby commercial
developments have sprung up to serve the new residential development. New roads, such as
Northstar Boulevard and Tall Cedars Parkway, have been built to serve the new development.
In Prince William County, several new residential subdivisions have been built or are under
construction. Extensive commercial and residential development has occurred in the
Gainesville area, where major highway construction also has been underway to improve the
US 29/I-66 interchange.
Catharpin Recreational Park has been constructed by Prince William County at the site
identified in the DEIS as Sudley Park. The site lies adjacent to CBA West Two on the north
side of existing Route 234. The Prince William County Park Authority acquired the land in
1999. At the same time, the Prince William County Board of Supervisors acquired another
parcel between the park site and the Richland Estates residential subdivision to the east to be
preserved as the site for the extension of Route 234. The Park officially opened on October
11, 2008 and contains five lighted softball/little league fields, four lighted soccer fields, two
lighted football fields, a playground, a pavilion, restroom/concessions buildings, and 500
parking spaces (Phase I). Phase II construction of the remaining sports fields (four soccer and
two football fields) will help meet sports field demand in the Gainesville District. The
playground and pavilion will address unmet passive recreation needs in the area. Phase II is
scheduled to begin in 2016 (debt financing approved by voters during the 2006 bond
referendum provides $3.5 million for this project), and fields will be ready for play in 2017.
The DEIS indicated that no land from the Park would be used for project right of way.
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Although the 600-foot corridor encroaches slightly onto the Park land, VDOT remains
committed to avoiding the use of any land from the Park for the project. The noise analysis
for the DEIS included an assessment of Sudley Park and its future ball fields and concluded
that it would be impacted by noise from the new roadway. Noise barriers were recommended
along the Bi-County Parkway at this location to protect the park. The revised noise study also
addresses noise impacts and potential abatement at the Park.
On February 12, 1993, Pageland Farm Associates gifted an easement for a hiking trail to the
Potomac Appalachian Trail Club, a charitable corporation. The Snyder-Jones Memorial
Trail, opened in 2009, runs within the Manassas Battlefield Historic District in the vicinity of
the Unfinished Railroad between Conway Robinson Memorial State Forest and Route 705
(Pageland Lane). The trail connects with other trails in Conway Robinson Memorial State
Forest and terminates at a gated entrance at Pageland Lane. There is no trailhead at Pageland
Lane, no parking or other amenities, no delineated crossing of Pageland Lane, and no
connection to any trail or other facilities in Manassas National Battlefield Park. Although the
trail is privately owned, it is open to the public for public recreational use and, as it also lies
within the Manassas Battlefield Historic District, is being treated as a Section 4(f) property
under the Department of Transportation Act. Impacts to the trail where it terminates at
Pageland Lane would amount to approximately 0.09 acres, or about 11%, of the 0.8134-acre
trail easement.
Indirect and Cumulative Effects. In the DEIS, primary factors affecting growth and land
management practices specific to the proposed action were identified in order to guide the
analysis of reasonably foreseeable indirect effects. While improved transportation
accessibility in a corridor may indeed make land more attractive for development, other
factors such as the presence of water and sewer lines, quality of schools and other public
services, presence of undevelopable land (e.g. wetlands, floodplains, parks, slope conditions,
etc.), land acquisition and development costs, impact fees and zoning ordinances, access to a
skilled work force, overall health of the economy, etc. play a role in shaping where and when
development will occur, its nature and its intensity. Accordingly, development could occur
wherever these factors come together and those with jurisdiction over undeveloped lands
provide the infrastructure and grant the necessary approvals. Notwithstanding these factors
and the decisions made by others, the DEIS focused on the projects proposed interchange/
intersection locations within the study area as areas where the greatest potential for
development existed and was most predictable. The DEIS identified a zone of potential
influence of one-half mile around each interchange/intersection for each alternative. After
subtracting out the direct effects of constructing the project from each zone of influence, the
remaining area was analyzed to determine the amount of undeveloped land that could be
developed for non-highway use in accordance with local comprehensive plans. The indirect
effects were then calculated by counting the acres of existing agriculture, forest, and
transitional land available and assuming that all of these acres would be converted to nonhighway use. This approach does not deny the potential for development to come into the
study area at other locations but instead focuses on those areas where the presence of the road
will likely have the greatest influence on development patterns. The influence of the road on
development will decrease as the distance from the road increases and as existing roads and
access exert greater influence over development location, intensity, and nature. In addition,
the approach to focus on interchange/intersection locations does not automatically mean that
development will occur at these locations. As mentioned above, there are a number of factors
that must come together that will affect when and where development will occur. Likewise, if
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the proposed project is not implemented, development will still occur in the study area
because access to developable lands already is provided from existing roads and development
already has been planned and constructed and will continue to come in as evidenced by the
amount of development that has occurred in the study area and described in the Changes to
Affected Environment section. This is dramatically illustrated by the intense development
that has occurred between Braddock Road and US 50, two of the roads where intersections or
interchanges with BCP were assumed. While some of this development may have anticipated
the future implementation of BCP, clearly the presence of the BCP was not a necessary
condition to spark the development that has occurred. While development in the Rural Area
within Prince William County since completion of the DEIS has been far less intense, that
fact likely can be attributed more to the different land use approach taken by County
government for that area as compared to Loudoun Countys approach. Specifically, Prince
William County limits the density of residential development in the Rural Area to one unit per
10 acres. There are a number of residential subdivisions in the study area that were built
within that framework, and several more have been built or approved since completion of the
DEIS. Accordingly, the development that has occurred or that could occur is far less dense
than that of adjoining Loudoun County, and development along Route 234 in the vicinity of
the proposed BCP crossing has been correspondingly limited. In the vicinity of the US 29
crossing by BCP, most of the land is publicly owned as part of MNBP and Conway Robinson
Memorial State Forest. Accordingly, the availability of developable land at that location is
very limited, with or without the BCP. Note that the counties control land use within their
jurisdictions and approve zoning and development applications; therefore, these developments
are emerging in accordance with local government policies. There is little development that is
anticipated to occur solely as a result of the project. Although the proposed project may
accelerate planned development within the study area, should it be implemented, it is assumed
that this development would still occur within the analysis years of this Reevaluation and
within the framework of county development policies.
The evaluation of the cumulative impacts associated with the proposed action in the DEIS
considered the impacts to resources that have occurred from past and present actions in the
study area and that are either now occurring or are likely to occur as a result of the proposed
project. A number of transportation projects and land developments were listed as
reasonably foreseeable. Some of these have been completed, some are currently under
construction, and some have yet to be implemented. As described above, substantial
development has occurred in the northern part of the study area. An additional highway
project, the Dulles Air Cargo, Passenger, and Metro Access Highway (DACPMAH) is
presently under study. Given the history of the area, it is clear that much of the natural
environment in the study area has been and continues to be degraded as a result of past and
present actions. Those past and present actions include: agricultural activities; the
construction of roadways, airports, and other transportation facilities; residential, commercial
and industrial development; and public facilities. With the projected increases in
employment, resource use, and population within the Bi-County Parkway study area, there is
pressure to continue the existing trends to add commercial, industrial, and residential
development. In order to meet the increasing need for services such as transportation, water,
sewer, utilities, housing, etc., a large number of public and private projects are currently
planned or underway within the study area. Note that the co-location of the BCP and the
MNBP Bypass in Prince William County could be beneficial for reducing overall regional
cumulative effects. Taken as a whole, the overall general socioeconomic benefit of improving
22
the regional transportation system is important for satisfying the purpose and need of the
proposed action, while also meeting the projected travel demands resulting from continued
growth in development and infrastructure.
CHANGES IN REGULATIONS AND GUIDANCE
FHWA announced on March 24, 2009 changes in its NEPA regulations in 23 CFR 771. The
changes, which went into effect April 23, 2009, reflect new requirements from the Safe,
Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA
LU), including additional requirements found in Section 6002 for agency and public
involvement on EIS-level projects. According to guidance issued by FHWA, these additional
requirements need not be followed if Notice of Intent was published in the Federal Register
prior to enactment of SAFETEA-LU (8/11/05) and a reevaluation of the DEIS results in a
determination that a Supplemental EIS is not required. Additional but limited changes were
made to 23 CFR 771 in 2013 in response to final rulemaking undertaken as a result of Moving
Ahead for Progress in the 21st Century (MAP-21). A handful of additional rulemakings are
being completed which could lead to additional changes, but none of the changes brought
about by MAP-21 have any effect here; they relate primarily to FHWAs Categorical
Exclusion list.
Section 4(f) provisions originally found in 23 CFR 771 were removed and placed into a new
section at 23 CFR 774. The Section 4(f) provisions have been expanded to provide additional
guidance on analyses for minimization of harm and other aspects of the 4(f) statute. The
minimization of harm analysis and documentation will be included in the Final Section 4(f)
Evaluation and the FEIS. In addition, FHWA finalized an update to its Section 4(f) Policy
Paper, which was published in the Federal Register on July 20, 2012 (Volume 77, Number
140, pages 42802-42829).
On July 13, 2010, FHWA announced a final rule amending the federal regulations on the
Procedures for Abatement of Highway Traffic Noise and Construction Noise in 23 CFR 772;
the updated noise analysis complies with the revised noise regulations. The revised
regulations modify certain definitions, noise abatement criteria, and analysis requirements
which apply to this project. The new regulations do not change how impacts are identified.
They do have the potential to increase the number of areas that will receive noise abatement,
but final decisions on these issues will be made during future design efforts when detailed
design-stage noise studies are undertaken.
FHWA issued an updated guidance memorandum on December 6, 2012 titled Interim

Guidance Update on Mobile Source Air Toxic Analysis in NEPA Documents. The updated air
quality analysis addresses the updated guidance. The updated guidance reflects recent
regulatory changes, projects national MSAT emission trends out to the year 2050, and
summarizes recent research efforts. Under the guidance, any project that creates new capacity
or adds significant capacity to urban highways such as interstates, urban arterials, or urban
collector-distributor routes with forecasted design year average annual daily traffic (ADT)
volumes in the range of 140,000 to 150,000 or greater, and which is also in proximity to
populated areas, requires a quantitative MSAT analysis. Because the forecasted traffic
volumes do not reach this threshold, only a qualitative MSAT analysis has been prepared.
Based on recent qualitative analyses for projects with similar ADT, no significant MSAT
impacts are anticipated.
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The Washington, DC metropolitan region was designated by the EPA as nonattainment

under the 1997 annual standard for fine particulate matter (PM2.5), which became effective
April 5, 2005, after the DEIS was issued. Nonattainment areas had twelve months from the
effective date to demonstrate conformity to the new standard. As early as December 2005,
the project had been included in the CLRP for the region, subjected to a conformity analysis
by the MPO, and jointly found to conform by FHWA and FTA. Most recently, the project
was included in the 2012 CLRP and FY 2013-2018 TIP and corresponding conformity
analysis found to conform by FHWA and FTA on May 24, 2013.
The region has been classified as a marginal nonattainment for ozone for the past several
years and complied with the conformity requirements that the designation brings. In 2008,
EPA issued a new ozone standard and in 2012, they finalized their nonattainment
designations. The Washington, DC Metropolitan Area, which includes northern Virginia, has
been designated as a marginal nonattainment area under the new standard. Under the old
standard, the region was classified as a severe nonattainment area which carried more
restrictive requirements with it.
UPDATE OF PUBLIC INVOLVEMENT, MEETINGS, AND OUTREACH:
The DEIS was approved by FHWA on March 16, 2005 and was made available for public
review and comment by a variety of methods. It was posted on the project website. Printed
copies were distributed to local VDOT offices, local libraries, local governments, technical
advisory committee members, state and federal agencies, and interest groups.
Three location public hearings were held:

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May 9, 2005 at Stonewall Jackson High School in Prince William County.
May 10, 2005 at Bull Run Elementary School in Fairfax County.
May 11, 2005 at Arcola Elementary School in Loudoun County.
A community meeting was held in January 2013 to discuss access issues on Pageland Lane.
Subsequent to the meeting, VDOT made a commitment to maintain access to Pageland Lane
from US 29, details of which would be determined during the design phase of the project.
A public information meeting for the North-South CoSS was held June 3, 2013 in Manassas
(the BCP; the Dulles Air Cargo, Passenger, and Metro Access Highway; and the MNBP
Bypass were also a basis for that meeting). The purpose of the meeting was to inform the
public regarding the status of the studies and to provide an opportunity to discuss the studies
with representatives of VDOT.
A community meeting was held on June 10, 2013 with members of Sudley United Methodist
Church to discuss concerns related to the closure of Route 234 (Sudley Road). The church is
located along Sudley Road at the north tip of the Manassas Battlefield Historic District.
During the meeting, the status of ongoing environmental studies was discussed, and members
of the church expressed concern about the circuitous route that would be required to reach the
church following closure of Route 234 through Manassas National Battlefield Park and the
diminished exposure of the church to potential new members. It was resolved that these
access issues will be addressed as the project progresses. [Note that the BCP project would
not impact the historic church physically; the two preceding concerns relate to access only.]
24
Throughout the summer of 2013, meetings with seven homeowner associations have been
held or scheduled and meetings with three more are pending scheduling. Seven meetings or
telephone calls have been held with stakeholder groups. Briefings have been given to the
Prince William and Loudoun County Boards of Supervisors and to state and federal elected
officials.
Six Section 106 consulting parties meetings have been held to discuss effects on historic
properties. The consulting parties include federal, state, and local agencies; interest groups;
and individual landowners.
Public information meetings are scheduled for October 1 and 3, 2013 to further share
information about the project and to receive public input.
CHANGES IN ENVIRONMENTAL CONSEQUENCES

The following is a summary of the expected changes in environmental consequences from those
presented in the DEIS, and Table 1 provides a quantitative comparison by resource.
The slight alignment shift within the 600-foot corridor between I-66 and US 29 would avoid
impacting the Dunklin Monument, a contributing resource to the Manassas Battlefield
Historic District.
The Putnam-Patton avoidance alternative as depicted in the DEIS has been selected to avoid
direct use of that historic property.
The assumed expansion of the Manassas Battlefield Historic District will result in increased
effects to historic property and increased use of Section 4(f) property. The DEIS reported a
use of 26 acres of Historic District Land based on a 200-foot-wide corridor. With the
expanded boundary, and also assuming a reduced corridor width of 150 feet, the revised
estimate is approximately 36 acres.
VDOT has committed to continue to work with the Section 106 consulting parties through the
design process to implement appropriate design and mitigation measures identified in the
Section 106 Programmatic Agreement, once the Programmatic Agreement is executed and the
project is developed. Changes in the affected environment, namely, new development that
has occurred near the corridor, have increased the number of noise impacts associated with
the project.
The increase in expected traffic volumes from 2030 to 2040 does not materially change the
conclusions of the air quality impacts analysis reported in the DEIS. The project would not
cause or contribute to any violations of the National Ambient Air Quality Standards.
The DEIS reported that noise impacts were expected at 66 residential units and at Catharpin
Park (then referred to as Sudley Park). In comparison, the updated analysis indicates that 113
residential units, portions of Catharpin Park, portions of a trail in Manassas National
Battlefield Park, and playing fields at Arcola Elementary School would experience noise
impacts. Many of these additional impacts are the result of construction of new homes and
other development (including the school) in the vicinity of the project corridor since
completion of the DEIS, particularly in Loudoun County. Others are a result of the increased
traffic volumes for the extended design year 10 years later in the future than the forecasts used
in the DEIS.
25
No new information has been identified that would change the findings of the streams,
wetlands, or floodplains impacts analyses.
Changes in regulations and guidance have not substantially changed the applicable procedures
or methods used for the DEIS or the results that have been reported.
The table below summarizes changes to environmental consequences from those reported for the
West Two Alternative in the DEIS.
TABLE 1: SUMMARY OF ENVIRONMENTAL IMPACTS
Category
Land Use
Farmlands
Section 4(f)/Section 106
Recreational Resources
and Open Space
Socioeconomics /
Relocations
Surface Water Resources12
Groundwater Resources
Waters of the U.S.,
Including Wetlands12
Floodplains / Floodways14
Issue I Resource
Agriculturally Zoned (acres)
Residentially Zoned (acres)
Commercially / Industrially Zoned (acres)
Public Facilities (acres)
Public Parks (acres)
Forest (acres)
Transitional (acres)
Transportation (acres)
Prime Farmlands (acres)
Agricultural and Forestal Districts (acres)
Manassas Battlefield Historic District (acres)
Manassas National Battlefield Park (acres)
Putnam-Patton House (acres)
Catharpin Park (acres)
Snyder-Jones Memorial Hiking Trail (acres)
Private Parks or Recreational Resources Affected (acres)
Designated Open Space Affected (acres)
Number of Residences Relocated
Number Non-Profit/Community Facilities Relocated
Number of Commercial Businesses Relocated
West Two
2005 DEIS
353
3
42
02
04
58
268
N/A
132.1
0
26 (200-ft)
0
2.5 (200-ft)
N/A
N/A
010
0
18 (200-ft)11
0
0
West Two Current 600foot Corridor (unless

otherwise noted) and 150foot Corridor Through
MBHD
263
3041
13
303
3.95
06
01
497
858
0
36.0 (150-ft)9
3.8 (150-ft)
0
0.1
0.1
0
0
28 (200-ft)
0
0
1,654 (200-ft)
Perennial Streams Affected (linear feet)
2,753 (200-ft)
Intermittent Streams Affected (linear feet)

Ephemeral Streams Affected (linear feet)
Open Water Bodies Affected (acres)
Number of Wellhead Protection Areas Affected
6,832 (200-ft)
184 (200-ft)
5.713
3
6,990 (200-ft)
0
4.3 (200-ft)
1
Acreage of Wetlands Affected
9.8 (200-ft)
6.0 (200-ft)
100-Year Floodplain Encroachment (acres)

Number of Regulated Floodways Crossed
8.29 (200-ft)
515
7.91 (200-ft)
5
Most of the land use that was designated as transitional in the 2005 DEIS is designated as residential land use at the
parcel-based level. Loudoun Countys Planned Land Use Map (revised July 23, 2001, amended through July 1,
2013) continues to designate the area as transition; however, it is noted that the map represents generalized planned
land use and does not reflect existing zoning or land use.
While the acreage reported in Table S-1 of the DEIS indicates 1 acre for Public Facility, page 4-2 of the Land
Use, Farmlands, and Parklands Technical Report (21 October 2004) states No public facility impacts will result
from any of the three Candidate Build Alternatives. The 600-foot-wide corridors do not intercept any facility, and
thus none will be subject to displacement and/or relocation.
26
The 30 acres within the 600-foot corridor consists of a parcel of land belonging to Prince William County just east
of Catharpin Park and two parcels identified as Government Educational belonging to the Prince William County
School Board.
While the acreage reported in Table S-1 of the DEIS indicates 42.1 acres for Public Parks, page 214 of the DEIS,
in the Section 4(f) Evaluation, states that: The West Two and West Four CBAs would also avoid a direct use of the
Battlefield property by utilizing a 200-foot corridor along the west side of Pageland Lane.
Based on parcel data, public park impacts include a sliver of Catharpin Park (0.1 acres) within the 600-foot corridor
and 3.8 acres of Manassas National Battlefield Park at the northwest corner of the park (assuming a 150-foot
corridor through the Manassas Battlefield Historic District). Use of the sliver of Catharpin Park can easily be
avoided through placement of the actual design within the 600-foot corridor.
At the parcel level, no parcel is designated as forest. Forest is a land cover attribute and the 2005 DEIS marked
areas designated as "Vacant Land" with a description of "Deciduous Forest Land". There is no longer a vacant land
use category within the alignment.
Transportation represents right-of-way for roadways; the DEIS did not include this category but instead designated
right-of-way to be the same as the adjacent land use.
The locations of soils determined to be prime farmland were taken from the Natural Resources Conservation
Service (NRCS) Soil Surveys for Loudoun and Prince William Counties. Per the Land Use, Farmlands, and
Parklands Technical Report (21 October 2004), for portions of the study area where land conversion (development)
has occurred, the amount of non-converted prime farmland was determined by subtracting areas of land
development from the total area of prime farmland soil types. Development included the following existing land use
categories: commercial, residential (including named subdivisions/neighborhoods), industrial, parklands, and public
facilities. The primary reason for the variance in prime farmland acreage between the DEIS and this Reevaluation
comes from the definition of prime farmland, i.e., which soil types constitute prime farmland. The current definition
of Prime Farmland Soils used by the Natural Resource Conservation Service has changed since 2003-2004. For
example, Soil 74B in Loudoun County was not considered a prime farmland in the 2003-2004 classification;
however, the current classification of prime farmland does include 74B.
9
The increase in impacts to the Manassas Battlefield Historic District result from the NPSs American Battlefield
Protection Program (ABPP): in its July 2009 update for the Commonwealth of Virginia of the 1993 Civil War Sites
Advisory Commission Report on the Nation's Civil War Battlefields, the program identified 8,006 acres associated
with the ABPPs Manassas II battlefield (VA026) (otherwise known as Battle of Second Manassas) as potentially
eligible for the NRHP, and these acres encompass the boundary of MNBP, the majority of the land included in the
boundary of Manassas Battlefield Historic District, as the latter is defined in the 2006 NRHP-listed Manassas
Battlefield Historic District boundary expansion, and 1,692 additional acres not included in either the MNBP or
Manassas Battlefield Historic District.
10
While the acreage reported in Table S-1 of the DEIS indicates 6.1 acres of impacts, Tables 4.1-1 through 4.4-3 of
the Land Use, Farmlands, and Parklands Technical Report (21 October 2004) indicate that the DEIS number is
incorrectly reported. The 6.1 acres is the total existing land use in this category that was calculated as part of the
intersection/interchange area assessment; the direct effects identified as part of the assessment for CBA West Two is
0 acres, as indicated in Table 4.4-2.
11
The displacements in the DEIS were calculated based on a 200-foot-wide corridor; the total represented existing
residential units and did not include those close to, or land-locked by, the alternative. Note, 21displacements were
identified in Table S-1 of the DEIS; however, the Socioeconomic Technical Report (21 October 2004) reported 18
displacements.
12
All surface water resource and waters of the US calculations for CBA West Two are based on National
Hydrography Dataset, 2013.
13
While the acreage reported in Table S-1 of the DEIS indicates 9.11 acres for open water bodies affected, page 441 of the Natural Resources Technical Report (15 July 2004) states that The West Two CBA would affect
approximately 5.7 acres of deepwater habitats.
14
All floodplains/floodways calculations for CBA West Two are based on the latest Federal Emergency
Management Agency dataset.
27
15
While Table S-1 of the DEIS indicates 4 floodways crossed, page 4-7 of the Natural Resources Technical Report
(15 July 2004) states There are five proposed floodplain spans associated with the West Two CBA and Table 4.23 of that same report lists the five by name: Little Bull Run; Lick Branch; unnamed Bull Run tributary; Bull Run;
and South Fork.
28
ATTACHMENT 1
ATTENDANCE AT SECTION 106 CONSULTING PARTIES MEETINGS
IN ATTENDANCE
Organization
Name
May
2006
Oct
2007
Nick Nies, Location Studies

Project Manager, Central
Office Environmental
Division
Virginia
Department of
Transportation
(VDOT)
Loretta Markham, former

Project Manager, Central
Division?
Mary Ellen N. Hodges

(VDOT), District
Preservation Program
Coordinator, Central Office
Helen Ross, District

Preservation Manager
John Cooke, Cultural

Resources Program,
Fredericksburg District
Sarah Clarke, Architectural

Historian
Maria Sinner, Prince William

County Office
Jim Zeller, Leesburg
Residency
Nov
2010
Federal
Highway
2013
2013
X
(representing
WRA, under
contract to
VDOT)
X
X
Helen Cuervo, Northern

Virginia District Office
Coastal Carolina
Research
Sept
Patrick Hughes, Central

Parsons
Transportation
Group (Parsons)
Jan
Garrett Moore, Northern

Virginia District
Administrator
Maria Sinner, Northern
Virginia District Office
Nov
2012
Tom Fahrney
Richard Walton
Stuart Tyler
Joe Springer
Loretta Lautzenheiser
Ed Sundra, Virginia Division

Office
X
X
IN ATTENDANCE
Organization
Administration
(FHWA)
Virginia
Department of
Historic
Resources
(DHR)
Name
May
2006
Oct
2007
MaryAnn Naber, Federal

Preservation Officer
Jack Van Dop, Eastern

Federal Lands Highway
Division
Marc Holma, Office of

Review and Compliance
Ethel Eaton
Ray Brown, Historian
Patricia Jones, Acting

Superintendent
Bob Sutton
Jan
Sept
2013
2013
X
X
X
Scott Chambers, Senior Aid

to Supervisor John Stirrup,
Gainesville District
Martha Hendley, Member,

Planning Commission,
Gainesville District
Justin Patton, County

Archaeologist
Rich Canizales, Dept of

Transportation
Diana Meiser, Aid to

Supervisor Pete Candland
Carol Lew, Transportation
Study
Loudoun County
X
X
Mike Clem
Bob Brown, Transp Planner

Office of the
Attorney
General (OAG)
Advisory
Council on
Historic
Preservation
(ACHP)
National Parks
Conservation
Association
(NPCA)
Tammy Stidham, National

Capital Regional Office
Prince William
County (PWC)
Nov
2012
Kathleen Kilpatrick, Director

and SHPO
Ed Clark, Superintendent
National Park
Service,
Manassas
National
Battlefield Park
Nov
2010
Ellen Porter
Charlene Vaughn assistant

director for Federal
Permitting, Licensing, and
Assistance Section
Carol Legard, FHWA liaison
Joy Oakes
Pam Goddard
Nick Lund
X (called
in briefly)
X
IN ATTENDANCE
Organization
Name
May
2006
Oct
2007
Nov
2010
Nov
2012
X
Bull Run Civil

War Round
Table
(BRCWRT)
John Pearson
John McAnaw
R. Keith Young
Friends of
Manassas
Battlefield
Harvey Simon
David Myers
Civil War
Preservation
Trust (CWPT)
Jan
Sept
2013
2013
X
X
Nicholas Redding
Paul Coussan
Jim Campi
National Trust
for Historic
Preservation
(NTHP)
Elizabeth Merritt
X
X
Southern
Environmental
Law Center
(SELC)
Coalition for
Smarter Growth
Frances Wade, Legal Intern
X
X
Todd Benson
Piedmont
Environmental
Council (PEC)
Christopher Miller
Dan Holmes
Ed Gorgki
X?
Morgan Butler
Stewart Schwartz
Washington
Airports Task
Force (WATF)
Leo Schafer
PB
David Gehr
X
X
Reverend Bass Mitchell,

Pastor
Tom Thompson
Zouave Hills
Roadusers
Association
Charles Grymes
General
Trimbles
Community
Association
Barry Cline, President
Sudley United
Methodist
Church
Greg Gorham
Denise Costley
Martha Hendley
Citizen
Shawn Moler
Property
Philomena Hefter
IN ATTENDANCE
Organization
Owners
Name
May
2006
Oct
2007
Nov
2010
Page Snyder
Nov
2012
Jan
Sept
2013
2013
John Bradshaw
Mary Ann Ghadban

Clifford Hampshire, Attorney
for Ms. Ghadban
Vickie Hull, On behalf of

Delegate Tim Hugo
ATTACHMENT 2
TRAFFIC MODELING AND ANALYSIS TECHNICAL MEMORANDUM
(MAY 8, 2013)
TRAFFIC MODELING AND ANALYSIS

TECHNICAL MEMORANDUM
for
Tri-County Parkway Location Study

Reevaluation and Final Environmental Impact Statement
State Project No.: R000-95A-102, PE-101
Federal Project No.: STP-5401 (385)
Prince William, Fairfax, and Loudoun Counties

May 8, 2013
CONTENTS
SECTION 1: INTRODUCTION
1.1 Project Background ...................................................................................................................1
1.2 Traffic Analysis Area ................................................................................................................1
SECTION 2: METHODOLOGY
2.1 Reference Documents ...............................................................................................................4
2.2 Data Sources .............................................................................................................................4
2.3 No-Build and Build Conditions ................................................................................................5
2.4 Travel Demand Modeling .........................................................................................................7
2.5 Analysis Volumes .....................................................................................................................8
2.6 Operations Analysis ..................................................................................................................9
2.6.1 Freeway Analysis..........................................................................................................10
2.6.2 Intersection Analysis .....................................................................................................10
2.6.3 Traffic Analysis Input Parameters .................................................................................11
2.7 Environmental Traffic Data ....................................................................................................13
SECTION 3: FINDINGS AND ANALYSIS OF RESULTS
3.1 Existing and Forecast Traffic Volumes ..................................................................................15
3.2 Traffic Operations ....................................................................................................................23
3.2.1 Freeway Operations ......................................................................................................23
3.2.2 Intersection Operations .................................................................................................25
3.2.3 Summary Figure of Overall Operations .......................................................................26
3.3 Environmental Traffic Data ....................................................................................................26
Appendix A:
Appendix B:
Appendix C:
Appendix D:
Appendix E:
Turning Movement Count Data ...................................................................... A-1

Synchro Traffic Data .........................................................................................B-1
HCM Traffic Data ............................................................................................. C-1
Environmental Traffic Data (2040) ................................................................. D-1
Interim Year (2020) Data ..................................................................................E-1
LIST OF FIGURES
Figure 1. DEIS Study Area and Alternative West Two Location.................................................2

Figure 2. Traffic Analysis Area ....................................................................................................3
Figure 3A. Existing (2013) Volumes: Traffic Analysis Area Daily Bi-Directional Counts .........17
Figure 3B. Existing (2013) Volumes: AM / PM Peak Hour Intersection Turning Movement
Counts .....................................................................................................................................18
Figure 4A. No-Build (2040) Volumes: Traffic Analysis Area Daily Bi-Directional Counts .......19
Figure 4B. No-Build (2040) Volumes: AM / PM Peak Hour Intersection Turning Movement
Counts .....................................................................................................................................20
Figure 5A. Build (2040) Volumes: Traffic Analysis Area Daily Bi-Directional Counts .............21
Figure 5B. Build (2040) Volumes: AM / PM Peak Hour Intersection Turning
Movement Counts ...................................................................................................................22
Figure 6. Summary LOS of Traffic Analysis Area Existing (2013), No-Build (2040), and
Build (2040) ............................................................................................................................27
LIST OF TABLES
Table 1. Projects in the CLRP Located Near Tri-County Parkway ................................................6
Table 2. LOS Criteria Freeway and Ramp Segments ................................................................10
Table 3. LOS Criteria Intersections ...........................................................................................11
Table 4. Freeway Parameters .......................................................................................................11
Table 5. Intersection Parameters ...................................................................................................12
Table 6. Existing, No-Build, and Build Daily Traffic Volumes ...................................................15
Table 7. Freeway MOEs AM Peak Hour ...................................................................................23
Table 8. Freeway MOEs PM Peak Hour ...................................................................................24
Table 9. Intersection MOEs AM Peak Hour..............................................................................25
Table 10. Intersection MOEs PM Peak Hour ............................................................................25
SECTION 1
INTRODUCTION
1.1 PROJECT BACKGROUND
The Virginia Department of Transportation (VDOT), in cooperation with the Federal Highway
Administration (FHWA), is conducting an environmental Reevaluation and Final Environmental
Impact Statement (FEIS) for the Tri-County Parkway Location Study to update findings of the
Draft Environmental Impact Statement (DEIS) that was completed and approved in 2005.
The Tri-County Parkway (TCP) is a proposed four-lane limited access highway that connects
Interstate 66 (I-66) and US 50 in Prince William and Loudoun Counties in Virginia. This
technical memorandum summarizes the travel demand forecasting and traffic operations analyses
that were performed in support of the Reevaluation and Final Environmental Impact Statement,
and it documents existing (2013) conditions and design year (2040) No-Build and Build
conditions.
1.2 TRAFFIC ANALYSIS AREA
Figure 1 depicts the study area defined in the DEIS and the location of the proposed project,
identified as Alternative West Two, which was approved by the Commonwealth Transportation
Board on November 17, 2005. Figure 2 shows the Traffic Analysis Area that was used for the
purposes of the analyses in this memorandum. The Traffic Analysis Area includes the following
facilities:
Balls Ford Road

Braddock Road (VA 620)
Catharpin Road
Gum Spring Road (VA 659)
Heathcote Boulevard
I-66
Loudoun County Parkway (VA 606)
Pleasant Valley Road (VA 609)
Prince William Parkway (VA 234 Bypass)
Sudley Road (VA 234)
US 15 (James Madison Highway)
US 28 (Sully Road)
US 29 (Lee Highway)
US 50 (Lee Jackson Memorial Highway)
Traffic Modeling and Analysis Technical Memorandum
Figure 1. DEIS Study Area and Alternative West Two Location
Figure 2. Traffic Analysis Area
SECTION 2
METHODOLOGY
2.1 REFERENCE DOCUMENTS
The following documents were utilized in the transportation analysis to provide data on existing
conditions and to allow for comparisons of current traffic forecasts with those developed for
previous studies of the corridor.
Tri-County Parkway Location Study Draft Environmental Impact Statement (TriCounty Parkway DEIS), prepared by FHWA and VDOT, approved on March 6, 2005.
This study included 2005 as the existing year and 2030 as the design year for traffic
analyses.
Tier 1 Draft Environmental Impact Statement for Interstate 66 (I-66 Tier 1 DEIS),
prepared by FHWA, VDOT, and the Virginia Department of Rail and Public
Transportation (VDRPT), approved on February 12, 2013. This document included
2011 as the existing year and 2040 as the design year for traffic analyses.
2.2 DATA SOURCES

The following sources were used to provide data on existing conditions, such as intersection
turning movement data, daily counts, and vehicle classification data, and on future forecasts,
such as population and employment estimates:
VDOTs Average Daily Traffic Volumes and Vehicle Classification Data on Interstate,
Arterial, and Primary Routes1 for daily traffic volume estimates.
I-66 Tier 1 DEIS, as referenced in Section 2.1 above, for count data. Daily volume
counts were conducted in 15-minute increments with classification data on each direction
of I-66 at two locations:
Between US 15 (milepost 40) and US 29 (milepost 43)
Between VA 234 Business (milepost 47) and US 29 (milepost 52)
Daily volume counts without classification data were taken on the ramps at the following
interchanges:
US 29 (milepost 43)
VA 234 Bypass (milepost 44)
VA 234 Business (milepost 47)
US 29 (milepost 52)
Additionally, turning movement counts were conducted in 15-minute increments during

both peak periods, without classification data, at the following locations:
US 29 at Heathcote Boulevard and the WB I-66 exit ramp

Balls Ford Road at VA 234 Bypass
Balls Ford Road at VA 234 Business
Intersection turning movement counts performed in February 2013 as part of this study
(data is provided in Appendix A). Three-hour intersection turning movement counts
Daily Traffic Volume Estimates Including Vehicle Classification Estimates (Special Locality Reports), prepared by
the Virginia Department of Transportation, Traffic Engineering Division, in cooperation with the U.S. Department
of Transportation, Federal Highway Administration. http://www.virginiadot.org/info/ct-trafficcounts.asp.
were conducted in 15-minute increments during both peak periods on a typical weekday
(Tuesday through Thursday) at the following locations:
Braddock Road at Gum Spring Road
Braddock Road at Loudoun County Parkway
Heathcote Boulevard at Catharpin Road
Sudley Road at Gum Spring Road
US 15 at Sudley Road
US 29 at Pleasant Valley Road
US 50 at Gum Spring Road
US 50 at Loudoun County Parkway
Metropolitan Washington Council of Governments (MWCOG) regional travel demand
forecasting model, used to perform travel demand forecasting for the study year of 2040.
This study used the TPB Travel Forecasting Model, Version 2.3 Build 39 (obtained from
MWCOG on November 1, 2012). The Round 8.1 Cooperative Forecasts were used for
population and employment estimates.
2.3 NO-BUILD AND BUILD CONDITIONS

The travel demand modeling effort entailed developing forecasts for the No-Build Alternative
reflecting only projects that are included in the regions 2012 Financially Constrained Long
Range Plan (CLRP), as well as a single Build Alternative that assumes the Tri-County Parkway
is in place with an interchange at US 29 providing access to and from the west. Projects near the
Tri-County Parkway that are included in the CLRP are listed in Table 1.
On January 17, 2013, a draft version of additions to the CLRP was made available. Of the
projects proposed to be added in the 2013 CLRP, only the construction of the Dulles Air Cargo,
Passenger and Metro Access Highway (DACPMAH) was considered to be within an area of
influence so that it was included in the modeling efforts. The CLRP contains an option for a
four-lane facility which extends from US 50 at TCP north, then turns to the east, terminating at
Loudoun County Parkway; a second option includes a new grade-separated four-lane facility
along the existing US 50 alignment from TCP to Loudoun County Parkway and a new, at-grade
four-lane limited access Loudoun County Parkway north of US 50. Per the draft changes to the
2013 CLRP, the expected cost of the first DACPMAH option is $153 million, and $813 million
for the second option. Due to the difference in cost, as well as the more significant change to the
network, only the first option was considered for modeling purposes. Based on the project
description, the DACPMAH was assumed to terminate at Loudoun County Parkway. This
project was included in both the No-Build and Build scenarios.
It is important to note that the No-Build Alternative, which includes all projects in the 2012
CLRP with the exception of the Tri-County Parkway, incorporates the Manassas National
Battlefield Park Bypass, as well as the associated closure of VA 234 and US 29 through
Manassas National Battlefield Park. A portion of the Manassas National Battlefield Park Bypass
shares the same alignment with a portion of the proposed Tri-County Parkway. Consequently,
even in the No-Build scenario, a north-south four-lane parkway is included between VA 234
(Sudley Rd) and US 29 in the vicinity of Pageland Lane.
Table 1. Projects in CLRP Located Near Tri-County Parkway

CLRP Project ID Year
Project
VI1W
2020
VP12O
2035
FED3A
2035
FED3B
2035
FED 3C
2035
NA
VP7R
2020
2014
VP7S
2014
VSP57A
2040
2014,
2025
2040
VP8C, VP8R, VP8Q

VP4E
VSF25AA, VSF25EA,
VSF25E, VSF25Y,
VSF25Z
2035
VSP23D
2040
VP6E
VP6EC
2025
2011
VP6KB, VP6KA,
VP6H
2013 2030
VP6MA
2017
NA
2020
VU45
2011
VSL1B
2020
VSL10C
2015
VSF8J
2025
VSP3A, VSP3B
2040
VSF16G, FFX11A
2013,
2020
VSF18C
2040
VSL4E, VSL4F
2015,
2035
VSP17B
2035
VSP18
2040
VSL53
2015
VSP47D, VSP47E
2014,
Widen I-66 to eight lanes and convert between US 15 and US 29 (Gainesville) to

allow HOV lanes during peak periods
Construct Tri-County Parkway as four-lane parkway. Note: The No-Build
scenario for this study does not include this project
Construct Manassas National Battlefield Park Bypass (four-lane parkway) from
US 29 west of Centreville to I-66 east of Gainesville (with co-location along VA
234)
Close US 29 through Manassas National Battlefield Park, from Pageland Lane to
bridge over Bull Run
Close VA 234 (Sudley Park) through Manassas National Battlefield Park, from
Pageland Lane to bridge over Bull Run
Convert HOV lanes on I-66 from HOV2+ to HOV3+ along their entire length
Widen US 29 to six lanes between Virginia Oaks Drive and I-66
Add NB lane on US 29 between I-66 and entrance to Conway Robinson
Memorial State Forest
Construct parallel route to US 29 near Somerset Crossing Drive
Widen US 50 to six lanes between Rte 28 and VA 742 (Poland Rd) (2014) and
then to VA 659 Relocated (2025)
Widen US 15 (James Madison Highway) to four lanes between US 29 and I-66
Widen/convert VA 7100 (Fairfax County Parkway) to accommodate peak period
HOV lanes between I-66 and Dulles Toll Road
Widen VA 3000 (Prince William Parkway) to six lanes between VA 776 (Liberia
Avenue) and Hoadly Road
Widen VA 28 to eight lanes from I-66 to VA 7
Construct/upgrade intersection on VA 28 at Warp Drive
Widen VA 28 to six lanes between VA 619 (Linton Hall Road) and VA 215
(Vint Hill Road) (2013) and to four lanes between VA 215 and VA 652
(Fitzwater Drive) (2020) and then to Fauquier County Line (2030)
Widen VA 28 (Nokesville Road) to six lanes between Godwin Drive and
Manassas western city limits
Widen/upgrade VA 215 (Vint Hill Road) to four lanes between VA 28
(Nokesville Road) and Schaeffer Lane
Widen VA 234 (Dumfries Road) to four lanes between Manassas southern
corporate limits to Hastings Drive
Widen/upgrade VA 606 (Loudoun County Parkway/Old Ox Road) to four-lane
minor arterial between VA 634 and VA 621
Construct VA 607 (Loudoun County Parkway) as four-lane minor arterial
between VA 606 / VA 842 (at Old Ox Road) and VA 772 / VA 607
Construct/widen VA 620 (New Braddock Road) as four-lane minor arterial from
VA 28 to US 29
Widen/upgrade VA 621 (Balls Ford Road) to four-lane minor arterial between
VA 234 Bypass to VA 234 (Sudley Road)
Widen VA 645 (Stringfellow Road) to four lanes from VA 7735 (Fair Lakes
Boulevard) to US 50 (2013), then to VA 7100 (Fairfax County Parkway) (2020)
Widen VA 657 (Centreville Road) to six lanes between VA 8390 (Metrotech
Drive) and VA 668 (McLearen Road)
Widen/upgrade VA 659 (Gum Spring Road) four-lane minor arterial between US
50 and VA 620 (Braddock Road) and then to Prince William County Line (2035)
Widen VA 674 (Wellington Road) to four lanes between VA 621 (Devlin Road)
and VA 668 (Rixlew Lane)
Widen VA 676 (Catharpin Road) to four lanes between VA 55 and Heathcote
Boulevard
Construct Tall Cedars Parkway as four-lane collector between Pinebrook Road
and Gum Springs Road
Construct University Boulevard as four-lane minor arterial between Wellington
Table 1. Projects in CLRP Located Near Tri-County Parkway

CLRP Project ID Year
Project
2016
VSP62
2013
VU14A
2017
Road and VA 619 (at Rollins Ford Road)

Construct Rollins Ford Road as four-lane minor arterial between Songsparrow
Drive and VA 215 (Vint Hill Road)
Widen Liberia Avenue to six lanes between Rte 28 and Quarry Road
2.4 TRAVEL DEMAND MODELING

The MWCOG travel demand model (as described in Section 2.2) was used for forecasting traffic
for this study. This model was developed and validated by MWCOG; for purposes of this study,
this model was used as is, with no adjustments made to the underlying assumptions for land
use, trip generation, trip distribution, or mode split. Changes were made to the modeled network
to accurately reflect both existing conditions as well as future conditions with the CLRP, as well
as changes to include the proposed Tri-County Parkway to the Build Alternative network. The
Tri-County Parkway was coded as a four-lane, limited access expressway which, per the
MWCOG TDM configuration, assumes more capacity and higher free-flow speeds than a major
arterial but less than a freeway. In addition to coding Tri-County Parkway into the model for the
Build Alternative, additional detail was added to the coded roadway network near the proposed
project.
The standard MWCOG modeling structure was used in the analysis. For the forecast year, this
included a transit constraint (i.e., transit trips to the Washington, D.C. core area are restricted to
the volume of trips estimated for the year 2020 based on Metrorail system constraints) and twostep highway assignment (the first step assumes HOT3+ facilities are only available to HOV3+
vehicles and the second step opens the facilities to paying lower occupancy vehicles).
The travel demand model was executed using Cube Voyager, version 5.1.3. The model utilizes
distributed processing (splitting a particular process step into groups and assigning them to
multiple computer processers in parallel) for the more time-consuming steps in the process, such
as traffic assignment. For the purposes of this modeling effort, four cores were used for each
modeling run.
Travel demand model runs were performed for a base year of 2010 (volumes were then
extrapolated to the existing year of 2013, as described in Section 2.5) and design year of 2040
(No-Build and Build conditions). The final output of the travel demand model included traffic
assignments for all links coded within the network. The traffic assignment provided peak period
as well as daily totals, with the daily traffic being the primary data utilized for this study.
Refinements of the model data are discussed in the next section.
The development of interim year traffic forecasts was necessary to support environmental air and
noise impact analyses. In addition, a scenario in the interim year assuming that the Manassas
National Battlefield Park Bypass is not constructed prior to the Tri-County Parkway was
developed given the indefinite schedule of the Manassas National Battlefield Park Bypass and
the associated closure of VA 234 and US 29 through the Manassas National Battlefield Park.
This scenario assumes that the Tri-County Parkway does not have direct access to US 29; the
proposed roadway would consequently have no access points between I-66 and VA 234. The
interim year data for the standard Build Alternative and a Build scenario without access to US 29
are included in Appendix E. Details on the methodology used to develop the interim year traffic
are included in Section 2.7.
2.5 ANALYSIS VOLUMES

Due to the size of the Traffic Analysis Area and the presence of many local roadways and access
points, traffic volumes were not forecasted for every section of roadway, nor balanced
throughout the analysis area. Rather, the focus was placed on forecasting traffic for the TriCounty Parkway, I-66 and its associated ramps, and roadways in proximity to the project that
were most likely to be affected.
Traffic volumes were produced for the base year (2013), 2040 No-Build, and 2040 Build
conditions. Base year traffic reflects a common year of 2013. As noted in Section 2.2, traffic
counts for this study were performed in February 2013. Data from other sources, including the
VDOT count tables available on the VDOT website, was adjusted by either one or two years (to
reflect the common year of 2013) based on comparisons of year-on-year growth from the VDOT
count information.
The 2040 No-Build and Build daily volumes were developed on a link-by-link basis within the
model using standard post-processing methods that correct for localized assignment errors. As
such, the model output was processed using the methodology described in National Cooperative
Highway Research Program (NCHRP) Report 2552. This methodology involves comparing
existing count data and a corresponding existing year model run to develop corrections to the
travel demand model results to more closely match the actual count information; these
corrections are then applied to the future year traffic assignments. The forecasts result from the
average of two calculations, per NCHRP 255: a ratio adjustment and a difference
adjustment. The ratio adjustment factors future year travel demand model results by the ratio
of existing year model results to existing year traffic counts. The difference adjustment
modifies the future year model results according to the difference in existing year model results
and existing year traffic counts.
The addition of the Tri-County Parkway in the Build scenario necessitates further processing
since no existing data for this facility is available to compare to the model results, as outlined in
the NCHRP 255 methodology. The methodology does outline a screenline3 procedure for
adjusting forecasts based on count data for existing roadway and model output for volume and
relative link capacities. This procedure was conducted by treating the group of roadways in the
screenline as a single corridor and following similar NCHRP 255 ratio and difference
adjustments for the sum of traffic on all roadways that cross the screenline. This factored
corridor volume was used to proportion the volume on all links, including the new Tri-County
Parkway, based on the relative volume estimated by the travel demand model.
Since some links were adjusted manually as described above, additional adjustments were made
to traffic volumes to ensure reasonableness and to balance or smooth volumes at intersections
or interchanges, i.e., correct for unrealistic growth in the travel demand model or unbalanced
volumes at intersections.
Following the production of daily volumes, peak hour volumes were developed to conduct the
traffic operations analysis. K-factors (ratio of peak hour traffic to daily traffic) and directional
factors (percent of traffic traveling in the peak direction during the peak hour) derived from
VDOT count data, travel demand model data, and engineering judgment were applied to the
2
Highway Traffic Data for Urbanized Area Project Planning and Design, National Cooperative Highway
Research Program (NCHRP) Report 255, Pedersen, N.J. and Samdahl, D.R., 1982.
3
A line drawn on a map of the highway network, which typically bisects a study area or region. The existing and
forecasted traffic volume is summed across all links that intersect the screenline and compared, in order to assess
reasonableness of assignments from one part of the study area or region to another.
8
processed daily forecasts to estimate peak hour traffic. As with the daily volumes, the peak hour
volumes required manual adjustments to ensure reasonableness.
Traffic operations analysis, as well as environmental (air and noise) impact analysis, requires
hourly traffic volumes by direction and by movement (i.e., turn movements at intersections).
Existing traffic count data provides information such as the percentage of traffic occurring by
hour of the day; directional distribution of traffic during peak periods; the pattern of vehicles
turning left, through, and right for each leg of an intersection; and vehicle composition. This
data was used, in conjunction with the 2040 forecasts of daily traffic, to develop the following
data sets:
Diurnal (hour-by-hour) traffic volumes by segment by direction.

Peak hour traffic volume by direction for the morning and evening peak hours.
Peak hour intersection turning movements. Turn movements were estimated using an
iterative matrix factoring and balancing process based on a standard transportation
engineering technique known as Fratar. The Fratar technique was implemented using a
spreadsheet-based process.
Composition of traffic (truck percentages).
2.6 OPERATIONS ANALYSIS

Findings from the traffic operations analysis are reported in terms of level of service (LOS).
LOS is a grading of the operations of roadway segments and junctions (intersection and
interchanges) using a scale from A to F, with A representing excellent traffic flow with minimal
delays and F representing high levels of delay. Two distinct forms of operational analyses were
conducted for this study: freeway and intersection. Additional details on each of the
methodologies for the operational analysis of freeway segments and intersections, as well as
specific inputs to the LOS analysis, are provided below.
Freeway LOS analyses were performed for both the AM and PM peak periods at the following
five locations:
US 15 to US 29 Gainesville
US 29 Gainesville to VA 234 Bypass
VA 234 Bypass to VA 234 Business
VA 234 Business to US 29 Centreville
US 29 Centreville to VA 28
In addition, ramp LOS was performed during the same time periods at the following locations:
US 29 Gainesville: 5 ramps (2 eastbound, 3 westbound)

VA 234 Bypass: No-Build Alternative - 4 ramps; West Two Alternative - 5 ramps, 1
weave
VA 234 Business: 5 ramps
US 29 Centreville: 5 ramps
Intersection LOS analyses were performed for both the AM and PM peak periods at the
following twelve locations:
VA 620 (Braddock Road) at VA 659 (Gum Spring Road)

VA 620 (Braddock Road) at VA 606 (Loudoun County Parkway)
Heathcote Boulevard at Catharpin Road
VA 234 (Sudley Road) at VA 659 (Gum Spring Road)
US 15 at VA 234 (Sudley Road)
2.6.1
US 29 at VA 609 (Pleasant Valley Road)

US 50 at VA 659 (Gum Spring Road)
US 50 at VA 606 (Loudoun County Parkway)
Rte 234 Bypass at Balls Ford Road
Rte 234 Sudley Road at Balls Ford Road
Rte 15 at Heathcote Boulevard
Westbound I-66 exit at US 29 and Heathcote Boulevard
Freeway Analysis
LOS analysis was performed using the methods outlined in the Highway Capacity Manual 2010
(HCM). Freeway analysis within the Tri-County Parkway Traffic Analysis Area was separated
into the following distinct categories:
Basic freeway segment

Freeway ramp (diverge and merge sections)
Freeway weave
The LOS criteria for the different facility segments are shown in Table 2.
Table 2. LOS Criteria Freeway and Ramp Segments
Level of Service
Basic Freeway Segments1
Merge and Diverge

Segments2
Freeway Weaving
Segments3
Density (pc/mi/ln)
Density (pc/mi/ln)
Density (pc/mi/ln)
<= 10
> 10 - 20
> 20 - 28
> 28 - 35
> 35
Demand Exceeds Capacity
<= 10
> 10 - 20
> 20 - 28
> 28 - 35
> 35
Demand Exceeds Capacity
0 - 11
A
> 11 - 18
B
> 18 - 26
C
> 26 - 35
D
> 35 - 45
E
> 45
F
Sources from HCM 2010:
1: Exhibit 11-5; 2: Exhibit 13-2; 3: Exhibit 12-10
The LOS for freeway and ramp segments is dependent on the passenger car density of the facility
in all cases. For freeway segments on I-66 that contain managed lanes (i.e., HOV lanes), it was
assumed that vehicles are distributed across the lanes equally. A more in-depth analysis would
require separate forecasts for HOV and non-HOV vehicles, as well as microsimulation to
accurately study the effects of the managed lanes. For multi-lane and two-lane highways, the
HCM analysis is typically applied to segments that are removed from intersections or control
points. While this condition does not necessarily apply in all cases for this analysis, the HCM
methodology was used nonetheless as it provides a metric of operations based on the general
volume to capacity ratio of the facility.
2.6.2
Intersection Analysis
The traffic analysis software Synchro (Synchro 8, Build 804, Revision 77) was used for the
intersection analysis. Intersection geometrics and traffic control device configurations were
identified based on field visits by project staff and count crews. Intersection configuration data
includes the number of lanes, lane channelization, and signal phasing/operations.
Cycle lengths were determined by using the optimization features of the Synchro software, with
a maximum allowable cycle length of 120 seconds. Signal phasing (allocation of green time to
the various movements) was optimized using the Synchro optimization modules as well as
engineering judgment. To remain consistent with the methodology for future year intersection
10
analysis, the existing analysis also assumed optimized cycle lengths and phase splits. Intersection
LOS results were extracted from Synchro using the HCM Signalized Intersection report, which
follows the procedures outlined in the Highway Capacity Manual (HCM) 2010. LOS criteria for
signalized intersections are shown in Table 3.
Table 3. LOS Criteria - Intersections
Signalized Intersections
Control Delay Per Vehicle (sec/veh)
<= 10
> 10 - 20
> 20 - 35
> 35 - 55
> 55 - 80
> 80
Level of Service
A
B
C
D
E
F
2.6.3
Traffic Analysis Input Parameters
The traffic input parameters that were used for the HCM and Synchro analyses are presented in
Table 4 and Table 5, respectively. Truck percentages were developed from traffic counts (with
the exception of some intersections, where an average of nearby intersections 5% for the AM
peak and 2% for the PM peak was used). The higher westbound truck percentages during the
AM peak on the freeway reflect that the westbound is the off-peak direction during this time.
Table 4. Freeway Parameters
US 29 [Centreville]
(Milepost 52)
VA 28
(Milepost 53)
PM
Ramp density
(ramps/mile)
Freeway
Segment
US 29 [Gainesville]
(Milepost 43)
US 29 [Gainesville]
EB I-66
VA 234 Byp./TCP
(Milepost 44)
SB VA 234 Byp.
Exit to NB TCP
EB I-66
VA 234 Business
(Milepost 47)
VA 234 Bus.
EB I-66
US 29 [Centreville]
(Milepost 52)
US 29 [Centreville]
EB I-66
Ramp
speed
(mph)
AM
Right-side
clearance (ft)
Eastbound
Freeway
US 15
Segment
(Milepost 40)
Diverge
EB I-66
Merge
US 29 [Gainesville]
Freeway
US 29 [Gainesville]
Segment
(Milepost 43)
Diverge
EB I-66
Weave
Entrance from SB TCP
Merge
NB VA 234 Byp.
Freeway
VA 234 Byp./TCP
Segment
(Milepost 44)
Diverge
EB I-66
Merge
VA 234 Bus.
Freeway
VA 234 Business
Segment
(Milepost 47)
Diverge
EB I-66
Merge
US 29 [Centreville]
To
Lane width (ft)
From
Ramp Lanes
Type
Freeway Lanes
Location
Freeway speed
inputs
9%
11%
12
0.83
2 2
4 2
9%
6%
11%
6%
50
50
6%
6%
12
0.67
5 1
5 4 1
6%
6%
6%
6%
6%
6%
45
45
6%
6%
12
1.17
4 1
4 2
6%
4%
6%
4%
45
45
4%
4%
12
1.00
4 1
4 1
4%
4%
4%
4%
45
45
4%
4%
12
0.83
% Trucks
11
Westbound
Freeway
VA 28
US 29 [Centreville]
4 Segment
(Milepost 53)
(Milepost 52)
Diverge
WB I-66
US 29 [Centreville]
4 1
Merge
WB US 29 [Centreville]
WB I-66
4 1
Merge
EB US 29 [Centreville]
WB I-66
4 1
Freeway
US 29 [Centreville]
VA 234 Business
4 Segment
(Milepost 52)
(Milepost 47)
Diverge
WB I-66
NB VA 234 Bus.
4 1
Diverge
WB I-66
SB VA 234 Bus.
4 2
Merge
VA 234 Bus.
WB I-66
4 2
Freeway
VA 234 Business
VA 234 Byp./TCP
4 Segment
(Milepost 47)
(Milepost 44)
Diverge
WB I-66
NB TCP
4 1
Diverge
WB I-66
SB VA 234 Byp.
4 1
Merge
VA 234 Byp./TCP
WB I-66
4 1
Freeway
VA 234 Byp./TCP
US 29 [Gainesville]
5 Segment
(Milepost 44)
(Milepost 43)
Diverge
WB I-66
NB US 29, Heathcote
4 1
Diverge
WB I-66
US 29 [Gainesville]
5 2
Merge
US 29 [Gainesville]
WB I-66
2 1
Freeway
US 29 [Gainesville]
US 15
2 Segment
(Milepost 43)
(Milepost 40)
Note: All locations assume a Peak Hour Factor of 0.92 and level terrain.
Ramp
speed
(mph)
AM
PM
Ramp density
(ramps/mile)
To
% Trucks
Right-side
clearance (ft)
From
Freeway speed
inputs
Lane width (ft)
Type
Ramp Lanes
Location
Freeway Lanes
Table 4. Freeway Parameters
14%
6%
12
1.17
14%
14%
14%
6%
6%
6%
30
30
45
14%
6%
12
1.33
14%
14%
15%
6%
6%
5%
45
30
35
15%
5%
12
1.50
15%
15%
15%
5%
5%
5%
0
35
35
15%
5%
12
1.00
15%
15%
18%
5%
5%
4%
35
45
45
18%
4%
12
1.17
Table 5. Intersection Parameters

Intersection
US 50 at VA 659 (Gum Spring Rd)

US 50 at VA 606 (Loudoun County
Pkwy)
VA 620 (Braddock Rd) at VA 659
(Gum Spring Rd)
(Loudoun County Pkwy)
US 15 at VA 234 (Sudley Rd)
VA 234 (Sudley Rd) at VA 659
(Gum Spring Rd)
US 29 at VA 609 (Pleasant Valley
Rd)
VA 15 at Heathcote Blvd
Intersection
Type
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Cycle Length (sec) (AM/PM)
% Trucks
(AM/PM)
Peak
Hour
Factor
Existing
2013
No-Build
2040
Build
2040
7%/3%
0.92
55/80
60/80
60/70
4%/1%
0.92
65/60
120/50
120/120
8%/2%
0.92
45/55
40-60
80/70
1%/1%
0.92
45/45
70/120
70/110
8%/4%
0.92
70/60
40/90
75/75
6%/4%
0.92
60/55
120/120
75/60
2%/1%
0.92
120/55
120/65
120/120
5%/2%
0.92
75/100
40/90
90/120
12
Table 5. Intersection Parameters

Intersection
Heathcote Blvd at Catharpin Rd

Heathcote Blvd/I-66 WB Exit at US
29
VA 234 Bypass at Balls Ford Rd
VA 234 (Sudley Rd) at Balls Ford Rd
Intersection
Type
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Semi-Actuated
& Uncoordinated
Cycle Length (sec) (AM/PM)
% Trucks
(AM/PM)
Peak
Hour
Factor
Existing
2013
No-Build
2040
Build
2040
5%/2%
0.92
40/50
40/60
60/80
5%/2%
0.92
48/48
120/63
120/120
5%/2%
0.92
50/50
50/60
120/120
5%/2%
0.92
45/50
75/50
120/120
2.7 ENVIRONMENTAL TRAFFIC DATA

Preparation of environmental traffic data requires the following inputs:
Diurnal hour-by-hour data (discussed in Section 2.5), with each hourly volume expressed
as a percentage of the daily volume.
Daily truck percentages by link type.
Length of each link.
Daily volumes for all Traffic Analysis Area links for Existing, No-Build 2040, and Build
2040. Traffic volumes are expressed by direction for each analysis segment.
Number of lanes on each link, roadway capacity (as defined by the regional model), and
free-flow speed (typically 5 mph over posted speed limit or assumed model link speed).
Factors to compute speeds by hour based on standard traffic engineering formulas that
calculate planning-level speeds based on free-flow speeds and the effects of congestion
based on volume to capacity (V/C) ratios for each hour.
Typical 24-hour diurnal curves were developed for each segment where recent counts were
available from the I-66 Tier 1 study. These counts were performed on I-66 ramps and
intersecting roadways. For other surface roads, an average of these curves were used along with
an adjustment to reflect the k-factors during the peak hours estimated for existing conditions.
Air and noise impact analyses are performed for both a design year (2040) as well as an interim
year. For this study, an interim year of 2020 was chosen and the traffic data items listed above
were developed. Interim year 2020 forecasts were calculated using the linear interpolation
method between the existing 2013 counts and the horizon year 2040 forecasts for the interim
year No-Build scenario, the 2040 No-Build scenario was used in the interpolation, while the
2040 Build scenario was used for the interpolation for the 2020 Build scenario. In the event that
TCP is constructed before the MNBPB, a second build scenario was forecasted without MNBPB
and with no connection between US 29 and TCP, and this was used to estimate interim year
traffic for that situation. The linear extrapolation was applied to each link within the study area.
Because growth rates varied between links, turning movement counts were forecasted using
iterative Fratar methodology.
The focus of the analysis for this study is the design year, with interim year data needed for the
air and nose analyses. The methodology of interpolating between the existing and design year of
2040 in order to develop the interim year forecasts was used, rather than separate interim year
model runs, because of the difficulty of identifying particular opening years of various CLRP
projects. It was determined that making assumptions about timing of projects would have the
13
potential for introducing more error rather than less to the forecasting process; the interpolation
for interim year forecasts was, therefore, considered appropriate for this study.
14
SECTION 3
FINDINGS AND ANALYSIS OF RESULTS
3.1 EXISTING AND FORECAST TRAFFIC VOLUMES
Existing and design year traffic volumes were developed using the data sources and
methodology as presented in Section 2. Table 6 shows the daily volumes for the existing and
design year No-Build and Build conditions for the roadway links within the Traffic Analysis
Area, and Figure 3, Figure 4, and Figure 5 present the daily and peak hour intersection turning
movement volumes for existing, No-Build, and Build conditions, respectively.
Table 6, Figure 4, and Figure 5 indicate that the proposed Tri-County Parkway would serve
44,000 and 61,000 vehicles per day; serving travel demands as part of the network grid that
encompasses both north-south and east-west facilities. By providing an alternative roadway to
accommodate north-south demand, it would provide relief to both US 15 and VA 659 (Gum
Spring Road) which would be overburdened by the year 2040. The proposed roadway would
have lesser effects on east-west traffic volumes, indicating, for the most part, that these east-west
routes do not provide attractive connections to alternative north-south routes (based on distance
to other routes and/or heavy congestion on east-west routes by 2040).
Table 6. Existing, No-Build, and Build Daily Traffic Volumes
Existing
2013
No-Build
2040
Build
2040
Volume
Volume
Growth
(vs 2013)
Volume
Growth
(vs 2013)
Difference
(vs No-Build)
Tri-County Parkway (TCP)

Between US 50 and VA 620
44,600
Between VA 620 and VA 234
Facility / Location
Between VA 234 and US 29*

Between US 29 and I-66
VA 234 Bypass (Prince William Parkway)
South of Balls Ford Rd
38,000
US 15
North of US 50
12,000
South of US 50
14,000
South of Braddock Rd
12,400
North of VA 234
18,400
North of Heathcote Blvd
42,400
VA 659 (Gum Spring Road)
South of US 50
17,200
North of Braddock Rd
10,400
South of Braddock Rd
11,600
North of VA 234
13,800
Loudoun County Parkway
North of US 50
30,000
South of US 50
13,000
North of Braddock Rd
6,200
VA 28
North of US 50
110,000
North of I-66
103,000
US 50
East of US 15
16,600
West of VA 659
25,400
48,800
32,600
-
61,000
55,600
87%
-
55,000
45%
63,800
68%
16%
16,600
23,000
16,000
22,000
51,200
38%
64%
29%
20%
21%
16,800
20,600
13,600
18,400
46,000
40%
47%
10%
0%
8%
1%
-10%
-15%
-16%
-10%
30,200
22,400
25,000
25,200
76%
115%
116%
83%
17,800
7,400
12,000
12,400
3%
-29%
3%
-10%
-41%
-67%
-52%
-51%
55,800
25,000
14,400
86%
92%
132%
53,200
21,400
10,800
77%
65%
74%
-5%
-14%
-25%
172,800
185,400
57%
80%
171,000
181,000
55%
76%
-1%
-2%
27,400
45,600
65%
80%
27,600
41,800
66%
65%
1%
-8%
15
Table 6. Existing, No-Build, and Build Daily Traffic Volumes

Existing
2013
Facility / Location
Between VA 659 and Loudoun
County Pkwy
East of Loudoun County Pkwy
VA 620 (Braddock Rd)
East of US 15
West of VA 659
East of VA 659
VA 234 (Sudley Rd)
East of US 15
West of VA 705 (Sanders Ln)
Between Pageland Ln and VA
659
Between VA 659 and US 29
US 29
West of I-66
Between I-66 and Pageland Ln
Between Pageland Ln and VA
234
Between VA 234 and VA 609
No-Build
2040
Build
2040
Volume
Volume
Growth
(vs 2013)
Volume
Growth
(vs 2013)
Difference
(vs No-Build)
31,000
51,800
67%
49,200
59%
-5%
37,400
66,200
77%
65,400
75%
-1%
1,400
4,600
9,600
7,800
12,600
14,000
457%
174%
46%
9,200
8,000
12,800
557%
74%
33%
18%
-37%
-9%
8,000
7,600
17,800
18,200
123%
139%
17,400
20,400
118%
168%
-2%
12%
8,800
21,800
148%
22,800
159%
5%
11,000
26,400
61,600
17,600
33,200
60,200
60%
26%
-2%
16,200
33,200
63,200
47%
26%
3%
-8%
0%
5%
60,000
11,200
68,400
34,800
14%
211%
73,600
37,800
23%
238%
8%
9%
11,000
-100%
-100%
16,400
19,200
17%
18,400
12%
-4%
Between VA 609 and I-66

27,600
26,200
-5%
25,000
-9%
-5%
I-66
Between US 15 and US 29
62,000
118,600
91%
114,200
84%
-4%
(Gainesville)
Between US 29 (Gainesville) and
108,000
157,800
46%
142,400
32%
-10%
VA 234 Bypass/Future TCP
Between VA 234 Bypass/Future
113,800
165,000
45%
162,600
43%
-1%
TCP and VA 234 Business
Between VA 234 Business and
133,800
192,800
44%
189,600
42%
-2%
US 29 (Centreville)
Between US 29 (Centreville) and
133,800
183,800
37%
182,000
36%
-1%
VA 28
* Co-located with the Manassas National Battlefield Park Bypass in the No-Build condition.
Note: The Manassas National Battlefield Park Bypass is included in both the No-Build and Build conditions.
16
Figure 3A. Existing (2013) Volumes: Traffic Analysis Area Daily Bi-Directional Counts
17
Figure 3B. Existing (2013) Volumes: AM / PM Peak Hour Intersection Turning

Movement Counts
Note: Location and orientation of intersections as shown in Figure 3A.
18
Figure 4A. No-Build (2040) Volumes: Traffic Analysis Area Daily Bi-Directional Counts
19
Figure 4B. No-Build (2040) Volumes: AM / PM Peak Hour Intersection Turning

Movement Counts
20
Figure 5A. Build (2040) Volumes: Traffic Analysis Area Daily Bi-Directional Counts
21
Figure 5B. Build (2040) Volumes: AM / PM Peak Hour Intersection Turning Movement
Counts
22
3.2 TRAFFIC OPERATIONS

Traffic operations analysis was completed according to the methodology described in Section
2.6. The following sections present the results of the analysis for freeway segments and
intersections, respectively. Figures presenting the overall operations of all intersections and
freeway sections are included at the end of this section. The full analysis reports for both freeway
and intersections are included in Appendix B and Appendix C, respectively. For ease in
identification of operations, LOS F has been highlighted in red, LOS E in orange, and LOS D in
yellow within all tables in this section.
3.2.1
Freeway Operations
The measures of effectiveness (MOE) results of the freeway analysis for the AM and PM peak
hours are presented in Table 7 and Table 8, respectively.
Table 7. I-66 Freeway MOEs AM Peak Hour
From
To
Eastbound
US 15
US 29 [Gainesville]
Exit 43 Off Ramp
Exit 43 On Ramp
US 29 [Gainesville]
VA 234 Byp./TCP
Exit 44 Off Ramp
Exit 44 Weave (2040 Build)
Exit 44 On Ramp
VA 234 Byp./TCP
VA 234 Bus.
Exit 47 Off Ramp
Exit 47 On Ramp
VA 234 Bus.
US 29 [Centreville]
Exit 52 Off Ramp
Exit 52 On Ramp
US 29 [Centreville]
VA 28
Westbound
VA 28
US 29 [Centreville]
Exit 52 Off Ramp
Exit 52 On Ramp (from US 29 Westbound)
Exit 52 On Ramp (from US 29 Eastbound)
US 29 [Centreville]
VA 234 Bus.
Exit 47 Off Ramp (VA 234 Northbound)
Exit 47 Off Ramp (VA 234 Southbound)
Exit 47 On Ramp
VA 234 Bus.
VA 234 Byp./TCP
Exit 44 Off Ramp (2040 Build to TCP)
Exit 44 Off Ramp (Existing to VA 234 Bypass)
Exit 44 On Ramp
VA 234 Byp./TCP
US 29 [Gainesville]
Exit 43 Off Ramp (Heathcote Blvd)
Exit 43 Off Ramp (US 29)
Exit 43 On Ramp
US 29 [Gainesville]
US 15
Segment
Type
Existing
Density LOS
2040 No Build
Density LOS
2040 Build
Density LOS
Freeway
Diverge
Merge
Freeway
Diverge
Weave
Merge
Freeway
Diverge
Merge
Freeway
Diverge
Merge
Freeway
26.6
19.1
10.0
16.1
17.8
24.4
22.1
13.0
17.8
28.0
29.4
24.2
26.7
D
B
A
B
B
C
C
B
B
D
D
C
D
24.9
11.8
17.9
25.4
31.2
38.3
37.9
22.4
31.2
57.2
44.2
33.0
49.2
C
B
B
C
F
E
E
C
D
F
F
D
F
24.6
10.9
12.9
23.1
23.5
22.3
33.5
36.8
21.9
30.6
54.7
43.3
32.6
47.9
C
B
B
C
C
C
D
E
C
D
F
F
D
F
Freeway
Diverge
Merge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
11.0
3.8
10.1
11.0
11.5
10.0
3.2
0.0
8.5
9.5
9.6
7.0
8.5
0.0
7.2
10.1
A
A
B
B
B
B
A
A
A
A
A
A
A
A
A
A
15.0
8.0
15.6
14.6
16.6
15.7
9.2
0.0
12.3
16.5
15.3
10.2
12.7
0.0
8.7
9.7
B
A
B
B
B
B
A
A
B
B
B
A
B
A
A
A
14.9
8.0
15.4
14.3
16.3
15.4
9.1
0.0
12.1
11.6
12.2
13.4
9.2
10.5
0.0
8.3
9.3
B
A
B
B
B
B
A
A
B
B
B
B
A
B
A
A
A
23
Table 8. I-66 Freeway MOEs PM Peak Hour

From
To
Eastbound
US 15
US 29 [Gainesville]
Exit 43 Off Ramp
Exit 43 On Ramp
US 29 [Gainesville]
VA 234 Byp./TCP
Exit 44 Off Ramp
Exit 44 Weave (2040 Build)
Exit 44 On Ramp
VA 234 Byp./TCP
VA 234 Bus.
Exit 47 Off Ramp
Exit 47 On Ramp
VA 234 Bus.
US 29 [Centreville]
Exit 52 Off Ramp
Exit 52 On Ramp
US 29 [Centreville]
VA 28
Westbound
VA 28
US 29 [Centreville]
Exit 52 Off Ramp
Exit 52 On Ramp (US 29 Westbound)
Exit 52 On Ramp (US 29 Eastbound)
US 29 [Centreville]
VA 234 Bus.
Exit 47 Off Ramp (VA 234 Northbound)
Exit 47 Off Ramp (VA 234 Southbound)
Exit 47 On Ramp
VA 234 Bus.
VA 234 Byp./TCP
Exit 44 Off Ramp (2040 Build to TCP)
Exit 44 Off Ramp (Existing to VA 234 Bypass)
Exit 44 On Ramp
VA 234 Byp./TCP
US 29 [Gainesville]
Exit 43 Off Ramp (Heathcote Blvd)
Exit 43 Off Ramp (US 29)
Exit 43 On Ramp
US 29 [Gainesville]
US 15
Segment
Type
Existing
Density LOS
2040 No-Build
Density LOS
2040 Build
Density LOS
Freeway
Diverge
Merge
Freeway
Diverge
Weave
Merge
Freeway
Diverge
Merge
Freeway
Diverge
Merge
Freeway
10.6
1.8
0.0
7.6
6.1
12.2
10.8
2.8
2.6
12.5
13.6
11.6
11.1
A
A
A
A
A
B
A
A
A
B
B
B
B
10.2
0.0
0.0
11.1
12.6
19.3
15.6
7.6
9.5
18.1
21.1
14.4
15.3
A
A
A
B
B
B
B
A
A
C
C
B
B
10.5
0.0
0.0
10.7
10.0
9.6
16.6
15.4
7.6
9.2
17.8
20.7
14.3
15.1
A
A
A
A
A
A
B
B
A
A
B
C
B
B
Freeway
Diverge
Merge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
Diverge
Diverge
Merge
Freeway
28.1
22.6
22.3
22.7
26.9
24.9
16.1
6.1
21.0
25.3
19.4
16.4
24.4
0.0
24.6
27.7
D
C
C
C
D
C
B
A
C
C
B
B
C
A
C
D
50.6
32.9
34.4
36.8
52.7
38.6
28.1
15.8
34.8
40.7
32.8
25.0
34.1
0.5
22.1
26.1
F
F
D
E
F
F
F
B
D
F
D
C
D
A
C
D
49.3
32.6
33.5
35.5
50.4
37.2
27.6
15.5
33.9
31.6
33.0
26.4
22.1
28.2
0.0
20.9
24.8
F
F
D
E
F
F
F
B
D
D
D
C
C
D
A
C
C
As could be expected from the summary of traffic volumes shown in Table 6, Figure 4, and
Figure 5, the effects of the proposed Tri-County Parkway on operations on east-west I-66 are
limited because the proposed roadway is expected to affect east-west travel only to a limited
degree. For the AM peak hour on eastbound I-66, six roadway sections (three freeway and three
ramps) would operate at LOS E or F in the No-Build, while four roadway sections (three freeway
and one ramp) would operate at LOS E or F in the Build. In the PM peak on westbound I-66,
seven roadway sections (two freeway and five ramps) would operate at LOS E or F in the NoBuild, while six roadway sections (two freeway and four ramps) would operate at LOS E or F in
the Build.
24
3.2.2
Intersection Operations
Table 9 and Table 10 present the MOEs for the twelve Traffic Analysis Area intersections
during the AM and PM peak hours, respectively. Full details of the analysis, including expanded
tables showing approach-level LOS for each intersection, are included in Appendix C.
Table 9. Intersection MOEs AM Peak Hour
Existing 2013
Intersection Name
Delay
LOS
No-Build 2040
Delay
LOS
Build 2040
Delay
LOS
15.6
44.9
30.7
21.4
248.0
199.1
67.6
637.5
497.8
11.1
92.3
24.4
22.6
41.5
30.5
76.7
182.4
23.8
US 50 at VA 606 (Loudoun County Pkwy)

VA 620 (Braddock Rd) at VA 659 (Gum Spring
Rd)
VA 620 (Braddock Rd) at VA 606 (Loudoun
County Pkwy)
VA 234 (Sudley Rd) at VA 659 (Gum Spring
Rd)
US 29 at VA 609 (Pleasant Valley Rd)
152.3
239.0
236.9
US 15 at Heathcote Blvd
10.2
37.5
41.1

Heathcote Blvd at US 29/ WB I-66 Exit
8.4
9.9
20.1
44.7
43.9
102.0
15.8
151.2
387.9
17.8
55.7
97.7
C
D
E
F
J
K
L
US 234 Byp at Balls Ford Rd

US 234 (Sudley Rd) at Balls Ford Rd
Table 10. Intersection MOEs PM Peak Hour

Intersection Name
Existing 2013
No-Build 2040
Build 2040
Delay
LOS
Delay
LOS
Delay
LOS
19.7
69.4
26.7
20.5
163.8
151.2
529.6
932.3
1484.5
69.2
110.5
112.3
14.8
44
23.2
56.9
181.6
32.8

VA 620 (Braddock Rd) at VA 659 (Gum
Spring Rd)
(Loudoun County Pkwy)
VA 234 (Sudley Rd) at VA 659 (Gum
Spring Rd)
37.2
70.2
86.5
14.0
96.9
63.4

9.4
17.5
27.3
81.4
509.9
325.3
14.2
119.9
403.6
25.1
91.1
150.8
C
D
E
F
J
K
L

As shown in the tables, the proposed Tri-County Parkway would improve LOS at intersections
along those north-south routes that are expected to have decreased traffic with the Build
Alternative (as compared to the No-Build). These include the two analyzed intersections on
Gum Springs Road (at both US 50 and VA 620) and on US 15 at VA 234 and at Heathcote
25
Boulevard (decreased or increased delay under the Build Alternative depends on the peak period
at these two locations).
3.2.3
Summary Figures of Overall Operations
The LOS results included in Tables 7 through 10 are shown graphically in Figure 6 for the
existing (2013) and design year (2040) No-Build and Build conditions. These figures include the
results of the analysis of operations for intersections, ramp junctions, weave segments, and
freeway sections.
3.3 ENVIRONMENTAL TRAFFIC DATA
The environmental traffic data was prepared following the process described in Section 2.7. The
data was prepared for all Traffic Analysis Area roadways for existing, No-Build, and Build
conditions (both 2020 and 2040). Outputs include hourly volumes, truck hourly volumes, and
speeds for each hour. The data is included in Appendix D.
26
Figure 6. Summary LOS of Traffic Analysis Area Existing (2013), No-Build (2040), and
Build (2040)
27
APPENDIX A
TURNING MOVEMENT COUNT DATA
MCV Associates, Inc.

4605-C Pinecrest Office Park Dr
Alexandria, VA 22312
703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Gum Spring Road (659)

From North
Left
Thru
Right
18
19
3
26
48
4
30
28
7
40
42
6
114
137
20
: Braddock Rd at Gum Spring Rd

: 00000033
: 2/26/2013
:1
Groups Printed- Unshifted - Bank 1 - Bank 2

Braddock Road (620)
From East
From South
Left
Thru
Right
Left
Thru
Right
9
5
16
9
71
23
6
3
10
11
91
52
16
9
10
10
123
59
18
10
10
11
130
58
49
27
46
41
415
192
Braddock Road (620)

From West
Left
Thru
Right
13
26
1
12
33
7
16
38
7
21
51
7
62
148
22
Int. Total
213
303
353
404
1273
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
46
67
60
73
246
54
77
108
67
306
9
23
23
16
71
18
35
44
50
147
39
37
26
28
130
21
34
42
38
135
10
16
20
16
62
116
119
127
125
487
79
89
85
68
321
16
9
22
19
66
50
79
65
70
264
8
13
9
6
36
466
598
631
576
2271
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
51
79
72
70
272
48
51
54
50
203
9
14
16
10
49
29
24
25
22
100
30
28
30
30
118
19
26
31
22
98
4
3
9
8
24
78
87
85
78
328
59
53
51
56
219
14
24
18
10
66
64
63
48
68
243
4
12
7
7
30
409
464
446
431
1750
03:30 PM
03:45 PM
Total
44
46
90
81
109
190
13
29
42
46
67
113
36
41
77
34
75
109
7
13
20
38
48
86
20
8
28
2
10
12
45
26
71
5
8
13
371
480
851
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
24
26
40
41
131
101
125
88
101
415
13
22
17
11
63
74
71
76
86
307
41
32
39
45
157
59
62
65
62
248
4
6
10
13
33
33
35
40
56
164
10
11
27
24
72
6
14
5
7
32
31
28
22
22
103
10
5
5
6
26
406
437
434
474
1751
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
49
42
41
39
171
113
88
120
63
384
13
22
21
14
70
62
73
62
71
268
68
70
47
44
229
77
75
67
64
283
12
14
17
12
55
44
56
49
62
211
30
18
29
29
106
6
8
10
8
32
29
43
34
29
135
5
3
7
2
17
508
512
504
437
1961
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
45
29
1098
34
10.2
1062
96.7
32
2.9
4
0.4
85
68
1788
55.4
16.7
1680
94
60
3.4
48
2.7
14
11
340
10.5
3.2
315
92.6
20
5.9
5
1.5
66
61
1111
36.9
10.3
1083
97.5
21
1.9
7
0.6
86
49
873
29
8.1
825
94.5
37
4.2
11
1.3
49
59
1027
34.1
9.6
992
96.6
33
3.2
2
0.2
13
12
260
8.6
2.4
247
95
8
3.1
5
1.9
44
28
1763
58.3
16.4
1609
91.3
118
6.7
36
2
41
21
1000
33.1
9.3
970
97
26
2.6
4
0.4
10
8
288
19.5
2.7
267
92.7
16
5.6
5
1.7
27
28
1019
68.9
9.5
977
95.9
34
3.3
8
0.8
12
15
171
11.6
1.6
159
93
4
2.3
8
4.7
492
389
10738
10186
94.9
409
3.8
143
1.3

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000033
: 2/26/2013
:2

Out
In
Total
2868
3057
5925
167
112
279
43
57
100
3078
6304
3226
Unshifted
Bank 1
Bank 2
Left Thru Right

247 1609
970
8
118
26
5
36
4
260 1763 1000
2922
2826
5748
85
152
237
63
45
108
3070
3023
6093
Out
In
Total
267
16
5
288
Left
Braddock Road (620)

Out
In
Total
3009
2900
5909
92
91
183
16
20
36
3117
3011
6128
North
2/26/2013 06:00 AM
2/26/2013 06:15 PM
1083
21
7
1111
Left
159
977
4
34
8
8
171 1019
Right Thru
1062
32
4
1098
Left
992
825
33
37
2
11
1027
873
Right Thru
Braddock Road (620)

Out
In
Total
1387
1403
2790
65
54
119
21
21
42
1473
1478
2951
315 1680
20
60
5
48
340 1788
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
Braddock Road (620)
From North
From East
Left Thru Right App. Total
Start Time
Peak Hour Analysis From 06:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
39
07:00 AM
46
54
9
109
18
21
78
23
67
77
167
35
37
34
106
07:15 AM
108
191
42
07:30 AM
60
23
44
26
112
73
50
116
07:45 AM
67
16
156
28
38
Total Volume
246
306
71
623
147
130
135
412
% App. Total
39.5
49.1
11.4
35.7
31.6
32.8
PHF
.842
.708
.772
.815
.735
.833
.804
.888

: 00000033
: 2/26/2013
:3

From South
10
16
116
119
79
20
127
16
62
7.1
.775
125
487
56
.959
85
68
321
36.9
.902
89
205
224
Braddock Road (620)

From West
16
9
50
74
79
13
101
466
598
232
22
209
870
19
66
18
.750
65
70
264
72.1
.835
9
6
36
9.8
.692
96
95
366
576
2271
.906
.900
.938

Out
In
Total
688
623
1311
71
306
Right Thru
246
Left
36
264
Right Thru
66
Left
Left Thru Right

62
487
321
489
870
1359
Out
In
Total
147
Left
Unshifted
Bank 1
Bank 2
Braddock Road (620)

Out
In
Total
831
412
1243
Peak Hour Begins at 07:00 AM
135
130
Right Thru
Braddock Road (620)

Out
In
Total
263
366
629
Peak Hour Data

North
Int. Total
631

703-914-4850
File Name
Site Code
Start Date
Page No
Braddock Road (620)
From North
From East
Start Time
Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
86
04:45 PM
41
101
11
153
45
62
193
49
77
05:00 PM
113
13
175
62
68
207
22
70
218
05:15 PM
42
88
152
73
75
120
182
41
21
62
47
67
176
05:30 PM
Total Volume
173
422
67
662
283
230
281
794
% App. Total
26.1
63.7
10.1
35.6
29
35.4
PHF
.883
.879
.761
.909
.823
.821
.912
.911

: 00000033
: 2/26/2013
:4

From South
13
12
14
17
56
15.5
.824
56
24
44
56
49
205
56.6
.915
30
18
29
101
27.9
.842
Braddock Road (620)

From West
93
86
88
7
6
8
22
29
95
10
362
31
17.2
.775
34
128
71.1
.744
.953
43

Out
In
Total
517
662
1179
67
422
Right Thru
173
Left
31
Left
Unshifted
Bank 1
Bank 2
Left
Thru Right
56
205
101
726
362
1088
Out
In
Total
283
Left
21
128
Right Thru
Peak Hour Begins at 04:45 PM
Braddock Road (620)

Out
In
Total
402
794
1196
North
281
230
Right Thru
Braddock Road (620)

Out
In
Total
353
180
533
Peak Hour Data
Int. Total
6
5
3
35
40
54
512
51
180
504
1998
.833
.976
21
11.7
.750
474
508

703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Loudoun County Pkwy (606)

From North
Left
Thru
Right
4
0
6
14
3
6
29
4
7
27
10
27
74
17
46
: braddock rd at loudoun county pkwy

: 00000011
: 2/27/2013
:1

Braddock Rd (620)
Ticonderoga Rd
From East
From South
Left
Thru
Right
Left
Thru
3
13
18
0
1
0
13
19
0
5
1
11
25
1
3
1
18
24
0
4
5
55
86
1
13
Right
0
1
2
2
5
Braddock Rd (620)
From West
Left
Thru
Right
20
56
1
37
55
0
55
91
1
58
77
3
170
279
5
Int. Total
122
153
230
251
756
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
21
19
13
20
73
2
7
13
27
49
32
32
66
65
195
3
1
9
8
21
31
49
69
30
179
24
26
30
25
105
8
1
2
2
13
12
8
7
15
42
3
1
6
7
17
65
96
100
115
376
86
99
94
90
369
0
4
8
4
16
287
343
417
408
1455
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
22
28
30
20
100
63
110
40
8
221
41
50
65
75
231
13
41
9
5
68
43
35
82
73
233
22
21
30
19
92
5
28
19
3
55
21
72
40
10
143
9
5
3
3
20
81
78
71
62
292
88
74
58
82
302
18
17
8
6
49
426
559
455
366
1806
03:30 PM
03:45 PM
Total
37
21
58
17
15
32
57
51
108
5
8
13
61
56
117
42
42
84
18
7
25
25
4
29
6
3
9
38
38
76
55
36
91
8
1
9
369
282
651
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
25
55
34
51
165
16
29
14
10
69
71
73
71
66
281
2
24
9
4
39
74
77
93
98
342
25
28
45
43
141
2
11
14
2
29
6
9
41
8
64
2
3
5
4
14
49
54
32
45
180
45
34
35
38
152
6
5
2
3
16
323
402
395
372
1492
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
48
58
34
48
188
7
19
10
11
47
78
70
63
78
289
2
2
1
0
5
98
72
90
78
338
43
44
43
42
172
2
2
0
1
5
4
10
8
5
27
2
5
0
1
8
45
35
46
52
178
55
44
49
31
179
0
0
3
0
3
384
361
347
347
1439
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
40
35
733
29.6
8.8
728
99.3
3
0.4
2
0.3
4
2
441
17.8
5.3
432
98
9
2
0
0
79
73
1302
52.6
15.7
1276
98
21
1.6
5
0.4
3
2
156
6.6
1.9
153
98.1
3
1.9
0
0
104
98
1466
61.8
17.6
1459
99.5
7
0.5
0
0
36
34
750
31.6
9
743
99.1
6
0.8
1
0.1
0
0
128
24.4
1.5
128
100
0
0
0
0
3
2
323
61.6
3.9
323
100
0
0
0
0
0
0
73
13.9
0.9
73
100
0
0
0
0
49
51
1372
46.7
16.5
1365
99.5
5
0.4
2
0.1
47
48
1467
49.9
17.7
1465
99.9
1
0.1
1
0.1
1
0
99
3.4
1.2
99
100
0
0
0
0
366
345
8310
8244
99.2
55
0.7
11
0.1

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000011
: 2/27/2013
:2

Out
In
Total
2431
2436
4867
11
33
44
3
7
10
2445
4921
2476
Unshifted
Bank 1
Bank 2
Left Thru Right

128
323
73
0
0
0
0
0
0
128
323
73
684
524
1208
12
0
12
0
0
0
696
524
1220
Out
In
Total
Ticonderoga Rd
1365
5
2
1372
Left
Braddock Rd (620)
Out
In
Total
2266
2355
4621
4
16
20
3
1
4
2273
2372
4645
North
2/27/2013 06:00 AM
2/27/2013 06:15 PM
153
3
0
156
Left
99 1465
0
1
0
1
99 1467
Right Thru
728
3
2
733
Left
743 1459
6
7
1
0
750 1466
Right Thru
Braddock Rd (620)
Out
In
Total
2863
2929
5792
28
6
34
5
3
8
2896
2938
5834
1276
432
21
9
5
0
1302
441
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
Braddock Rd (620)
From North
From East
Start Time
65
07:45 AM
20
27
112
8
30
25
63
22
63
41
126
13
43
22
78
08:00 AM
41
110
188
08:15 AM
35
21
97
28
50
30
82
30
121
08:30 AM
40
65
135
9
Total Volume
100
240
221
561
71
190
98
359
% App. Total
17.8
42.8
39.4
19.8
52.9
27.3
PHF
.833
.545
.850
.746
.433
.579
.817
.742

: 00000011
: 2/27/2013
:3
Ticonderoga Rd
From South
Left Thru Right
2
5
15
21
28
72
19
54
23.9
.482
40
148
65.5
.514
5
3
24
10.6
.667
App. Total
24
35
105
62
226
.538
Braddock Rd (620)
From West
115
90
209
81
78
71
345
49.1
.750
88
74
58
310
44.2
.861
18
187
169
137
702
455
1848
.840
.826

Out
In
Total
591
561
1152
221
240
Right Thru
100
Left
47
310
Right Thru
345
Left
Left Thru Right

54
148
24
358
226
584
Out
In
Total
Ticonderoga Rd
71
Left
Unshifted
Bank 1
Bank 2
Braddock Rd (620)
Out
In
Total
434
359
793
98
190
Right Thru
Braddock Rd (620)
Out
In
Total
465
702
1167
Peak Hour Data

North
Int. Total
17
8
47
6.7
.653
408
426
559

703-914-4850
File Name
Site Code
Start Date
Page No
Braddock Rd (620)
From North
From East
Start Time
55
29
157
24
04:15 PM
73
77
28
129
45
147
04:30 PM
34
14
71
119
9
93
98
04:45 PM
51
10
66
127
4
43
145
78
48
7
133
2
98
43
143
05:00 PM
Total Volume
188
60
288
536
39
366
159
564
% App. Total
35.1
11.2
53.7
6.9
64.9
28.2
PHF
.855
.517
.923
.854
.406
.934
.883
.959

: 00000011
: 2/27/2013
:4
Ticonderoga Rd
From South
Left Thru Right
App. Total
Braddock Rd (620)
From West
11
23
54
14
41
60
2
2
29
27.6
.518
8
4
62
59
.378
4
2
14
13.3
.700
14
8
105
32
45
45
176
50.6
.815
.438
34
35
38
55
162
46.6
.736

Out
In
Total
397
536
933
288
60
Right Thru
188
Left
176
Left
Unshifted
Bank 1
Bank 2
Left
Thru Right
29
62
14
109
105
214
Out
In
Total
Ticonderoga Rd
39
Left
10
162
Right Thru
Braddock Rd (620)
Out
In
Total
364
564
928
North
159
366
Right Thru
Braddock Rd (620)
Out
In
Total
683
348
1031
Peak Hour Data
2
3
0
10
2.9
.500
93
69
86
Int. Total
402
348
395
372
384
1553
.870
.966
100

703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Catharpin Road
From North
Left
Thru
Right
25
3
4
30
5
4
38
3
20
47
9
21
140
20
49
: Heathcote Blvd at Catharpin Rd

: 00000033
: 2/26/2013
:1

Heathcote Blvd
Catharpin Road
From East
From South
Left
Thru
Right
Left
Thru
Right
3
10
5
4
4
12
6
38
10
9
7
14
2
50
12
15
5
21
6
50
9
24
6
18
17
148
36
52
22
65
Heathcote Blvd
From West
Left
Thru
Right
10
70
7
20
85
9
15
86
8
20
83
11
65
324
35
Int. Total
157
237
275
304
973
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
53
62
58
58
231
11
20
15
22
68
19
12
10
11
52
5
14
5
4
28
35
36
43
51
165
21
10
21
38
90
14
5
5
7
31
12
13
12
18
55
14
18
23
23
78
25
22
18
29
94
111
128
124
95
458
16
15
23
20
74
336
355
357
376
1424
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
55
57
58
56
226
32
17
28
30
107
48
29
18
23
118
9
9
10
10
38
61
63
53
48
225
23
21
14
17
75
13
6
8
17
44
17
12
5
12
46
15
17
20
21
73
38
17
12
9
76
89
121
104
81
395
16
24
33
51
124
416
393
363
375
1547
03:30 PM
03:45 PM
Total
26
29
55
20
16
36
16
11
27
36
41
77
123
170
293
64
46
110
24
27
51
17
15
32
14
11
25
15
24
39
53
70
123
23
28
51
431
488
919
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
30
36
27
32
125
21
21
29
28
99
19
18
31
21
89
36
63
50
42
191
185
161
187
199
732
46
61
63
47
217
21
23
21
31
96
16
9
12
27
64
15
10
21
17
63
22
23
13
20
78
77
93
92
80
342
15
26
29
27
97
503
544
575
571
2193
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
40
33
36
30
139
26
31
24
21
102
28
16
21
19
84
55
74
66
79
274
187
222
238
215
862
45
62
68
77
252
24
26
19
19
88
15
20
15
16
66
20
16
22
10
68
14
15
9
9
47
91
99
90
84
364
18
32
22
28
100
563
646
630
607
2446
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
29
32
977
51.2
9.2
958
98.1
17
1.7
2
0.2
23
28
483
25.3
4.5
468
96.9
15
3.1
0
0
11
20
450
23.6
4.2
427
94.9
23
5.1
0
0
60
45
730
16.4
6.9
713
97.7
16
2.2
1
0.1
186
185
2796
62.7
26.3
2726
97.5
46
1.6
24
0.9
74
78
932
20.9
8.8
914
98.1
15
1.6
3
0.3
15
13
390
35.4
3.7
373
95.6
17
4.4
0
0
18
17
320
29
3
308
96.2
12
3.8
0
0
11
9
392
35.6
3.7
377
96.2
14
3.6
1
0.3
17
19
435
13.8
4.1
408
93.8
26
6
1
0.2
94
86
2186
69.4
20.6
2145
98.1
34
1.6
7
0.3
28
19
528
16.8
5
511
96.8
16
3
1
0.2
566
551
10619
10328
97.3
251
2.4
40
0.4

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000033
: 2/26/2013
:2
Catharpin Road
Out
In
Total
1630
1853
3483
53
55
108
4
2
6
1687
3597
1910
Unshifted
Bank 1
Bank 2
Left Thru Right

373
308
377
17
12
14
0
0
1
390
320
392
1692
1058
2750
47
43
90
2
1
3
1741
1102
2843
Out
In
Total
Catharpin Road
408
26
1
435
Left
Heathcote Blvd
Out
In
Total
3480
4353
7833
65
77
142
10
28
38
3555
4458
8013
North
2/26/2013 06:00 AM
2/26/2013 06:15 PM
713
16
1
730
Left
511 2145
16
34
1
7
528 2186
Right Thru
958
17
2
977
Left
914 2726
15
46
3
24
932 2796
Right Thru
Heathcote Blvd
Out
In
Total
3526
3064
6590
86
76
162
24
9
33
3636
3149
6785
427
468
23
15
0
0
450
483
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
Catharpin Road
Heathcote Blvd
From North
From East
Start Time Left Thru Right App. Total Left Thru Right App. Total
58
38
93
07:45 AM
22
11
91
4
51
32
48
135
55
9
61
23
93
08:00 AM
63
08:15 AM
57
17
29
103
9
21
93
10
08:30 AM
58
28
18
104
53
14
77
Total Volume
228
99
106
433
32
228
96
356
% App. Total
52.7
22.9
24.5
9
64
27
PHF
.983
.773
.552
.802
.800
.905
.632
.957

: 00000033
: 2/26/2013
:3
Catharpin Road
From South
Heathcote Blvd
From West
18
23
48
29
13
17
12
5
52
32.3
.722
15
17
20
75
46.6
.815
45
35
33
161
38
6
8
34
21.1
.654
.839
17
12
96
16.1
.632
95
89
144
143
376
121
20
16
24
162
104
409
68.4
.845
33
93
15.6
.705
149
598
393
363
1548
.923
.930
Catharpin Road
Out
In
Total
244
433
677
106
99
Right Thru
228
Left
93
409
Right Thru
96
Left
Left Thru Right

34
52
75
224
161
385
Out
In
Total
Catharpin Road
32
Left
Unshifted
Bank 1
Bank 2
Heathcote Blvd
Out
In
Total
712
356
1068
96
228
Right Thru
Heathcote Blvd
Out
In
Total
368
598
966
Peak Hour Data

North
Int. Total
416

703-914-4850
File Name
Site Code
Start Date
Page No
Catharpin Road
Heathcote Blvd
From North
From East
Start Time
31
05:15 PM
33
16
80
74
222
62
358
36
21
81
238
372
05:30 PM
24
66
68
79
77
05:45 PM
30
21
19
70
215
371
29
23
11
63
60
186
74
320
06:00 PM
Total Volume
128
99
67
294
279
861
281
1421
% App. Total
43.5
33.7
22.8
19.6
60.6
19.8
PHF
.889
.798
.798
.907
.883
.904
.912
.955

: 00000033
: 2/26/2013
:4
Catharpin Road
From South
26
20
16
62
19
19
15
79
38.2
.760
15
16
18
69
33.3
.863
22
56
45
44
207
10
11
59
28.5
.670
.835
Heathcote Blvd
From West
15
9
9
17
50
9.5
.735
99
32
146
646
90
84
94
367
69.6
.927
22
28
28
110
20.9
.859
121
121
139
527
630
607
566
2449
.902
.948
Catharpin Road
Out
In
Total
400
294
694
67
99
Right Thru
128
Left
110
367
Right Thru
50
Left
Left
Thru Right
79
69
59
488
207
695
Out
In
Total
Catharpin Road
279
Left
Unshifted
Bank 1
Bank 2
Heathcote Blvd
Out
In
Total
554
1421
1975
281
861
Right Thru
Heathcote Blvd
Out
In
Total
1007
527
1534
Peak Hour Data

North
Int. Total

703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Gum Springs Road (659)

From North
Left
Thru
Right
21
0
6
24
0
9
32
0
14
22
0
4
99
0
33

Sudley road (234)
From East
From South
Left
Thru
Right
Left
Thru
0
23
83
0
0
0
17
83
0
0
0
21
101
0
0
0
30
104
0
0
0
91
371
0
0
Right
0
0
0
0
0
: Sudley Rd at Gum Spring Rd

: 00000011
: 2/27/2013
:1
Sudley road (234)
From West
Left
Thru
Right
80
55
0
92
87
0
133
68
0
113
75
0
418
285
0
Int. Total
268
312
369
348
1297
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
37
32
46
45
160
0
0
0
0
0
22
18
13
27
80
0
0
0
0
0
28
18
10
23
79
103
100
80
84
367
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
114
129
121
113
477
65
68
52
58
243
0
0
0
0
0
369
365
322
350
1406
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
55
51
47
61
214
0
0
0
0
0
21
17
20
32
90
0
0
0
0
0
21
18
20
29
88
72
62
49
59
242
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
72
96
61
44
273
29
59
60
49
197
0
0
0
0
0
270
303
257
274
1104
03:30 PM
03:45 PM
Total
74
79
153
0
0
0
56
84
140
0
0
0
62
80
142
44
53
97
0
0
0
0
0
0
0
0
0
16
9
25
32
22
54
0
0
0
284
327
611
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
90
76
73
93
332
0
0
0
0
0
103
113
107
117
440
0
0
0
0
0
67
66
66
86
285
59
43
83
60
245
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
13
23
18
14
68
30
18
25
28
101
0
0
0
0
0
362
339
372
398
1471
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
66
102
82
91
341
0
0
0
0
0
120
175
115
117
527
0
0
0
0
0
79
76
59
74
288
57
87
52
64
260
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
21
13
20
25
79
33
23
40
27
123
0
0
0
0
0
376
476
368
398
1618
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
72
100
1471
49.1
17.8
1314
89.3
65
4.4
92
6.3
0
0
0
0
0
0
0
0
0
0
0
126
91
1527
50.9
18.5
1504
98.5
15
1
8
0.5
0
0
0
0
0
0
0
0
0
0
0
73
74
1120
39.7
13.6
1099
98.1
8
0.7
13
1.2
66
53
1701
60.3
20.6
1527
89.8
79
4.6
95
5.6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14
21
1375
56.4
16.7
1355
98.5
11
0.8
9
0.7
26
35
1064
43.6
12.9
1035
97.3
23
2.2
6
0.6
0
0
0
0
0
0
0
0
0
0
0
377
374
8258
7834
94.9
201
2.4
223
2.7

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000011
: 2/27/2013
:2

Out
In
Total
2882
2818
5700
90
80
170
104
100
204
3076
6074
2998
Unshifted
Bank 1
Bank 2
Left Thru Right

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Out
0
0
0
0
In
0
0
0
0
Total
1355
11
9
1375
Left
Sudley road (234)

Out
In
Total
2349
2626
4975
88
87
175
98
108
206
2535
2821
5356
North
2/27/2013 06:00 AM
2/27/2013 06:15 PM
0
0
0
0
Left
0 1035
0
23
0
6
0 1064
Right Thru
1314
65
92
1471
Left
1527 1099
79
8
95
13
1701 1120
Right Thru
Sudley road (234)

Out
In
Total
2603
2390
4993
23
34
57
21
15
36
2647
2439
5086
1504
0
15
0
8
0
1527
0
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
Sudley road (234)
From North
From East
Start Time Left Thru Right App. Total Left Thru Right App. Total
06:30 AM
32
0
14
46
0
21
101
122
30
104
134
06:45 AM
22
0
4
26
0
37
22
59
07:00 AM
0
0
28
103
131
07:15 AM
32
0
18
50
0
18
100
118
Total Volume
123
0
58
181
0
97
408
505
% App. Total
68
0
32
0
19.2
80.8
PHF
.831
.000
.659
.767
.000
.808
.981
.942
Left
From South
Thru Right
0
0
0
0
0
0
.000
0
0
0
0
0
0
.000
0
0
0
0
0
0
.000

: 00000011
: 2/27/2013
:3
App. Total
0
0
0
0
0
.000
Sudley road (234)

From West
133
68
113
114
129
489
63.9
.919
75
65
68
276
36.1
.920

Out
In
Total
897
181
1078
58
0
Right Thru
123
Left
489
Left
Unshifted
Bank 1
Bank 2
0
Left
0
276
Right Thru
Left Thru Right

0
0
0
0
Out
0
In
0
Total
Sudley road (234)

Out
In
Total
399
505
904
North
408
97
Right Thru
Sudley road (234)

Out
In
Total
155
765
920
Peak Hour Data
0
0
0
0
0
0
.000
Int. Total
201
369
188
179
197
765
348
369
365
1451
.951
.983

703-914-4850
File Name
Site Code
Start Date
Page No
Sudley road (234)
From North
From East
Start Time
04:30 PM
73
0
107
180
0
66
83
149
86
04:45 PM
93
0
117
210
0
60
146
05:00 PM
66
0
120
186
0
79
57
136
87
163
102
175
277
0
76
05:15 PM
0
Total Volume
334
0
519
853
0
307
287
594
% App. Total
39.2
0
60.8
0
51.7
48.3
PHF
.819
.000
.741
.770
.000
.892
.825
.911
Left
From South
Thru Right
0
0
0
0
0
0
.000
0
0
0
0
0
0
.000
0
0
0
0
0
0
.000

: 00000011
: 2/27/2013
:4
Sudley road (234)
From West
App. Total
0
0
0
0
0
.000
18
14
25
28
21
33
13
66
37.7
.786
23
109
62.3
.826

Out
In
Total
353
853
1206
519
0
Right Thru
334
Left
66
Left
Unshifted
Bank 1
Bank 2
Left
Left
0
109
Right Thru
Thru Right
0
0
0
Out
0
In
0
Total
Sudley road (234)

Out
In
Total
443
594
1037
North
287
307
Right Thru
Sudley road (234)

Out
In
Total
826
175
1001
Peak Hour Data
0
0
0
0
0
0
.000
43
42
Int. Total
54
372
398
376
36
175
1622
.810
.852
476

703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
James Madison Hwy (US15)

From North
Left
Thru
Right
23
52
0
24
55
1
29
74
1
17
113
1
93
294
3

Sudley Road (234)
From East
From South
Left
Thru
Right
Left
Thru
Right
6
2
11
2
114
46
29
1
10
2
141
44
34
1
13
2
180
45
78
2
12
5
132
68
147
6
46
11
567
203
: US15 at Sudley Road

: 00000033
: 2/28/2013
:1
Waterfall Road
From West
Left
Thru
8
11
5
9
11
16
10
11
34
47
Right
7
3
14
28
52
Int. Total
282
324
420
477
1503
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
45
31
30
35
141
91
86
95
113
385
0
5
1
2
8
55
42
41
53
191
1
1
2
2
6
7
15
7
15
44
8
10
1
8
27
185
144
148
163
640
55
72
51
45
223
15
8
15
14
52
17
12
20
20
69
29
16
8
27
80
508
442
419
497
1866
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
18
22
20
21
81
84
85
121
76
366
1
0
2
0
3
55
43
58
58
214
4
4
7
5
20
10
29
14
12
65
11
11
9
7
38
165
153
171
119
608
58
52
35
42
187
6
5
12
8
31
9
8
14
12
43
20
10
7
29
66
441
422
470
389
1722
03:30 PM
03:45 PM
Total
20
32
52
147
183
330
16
8
24
67
39
106
15
17
32
25
19
44
21
30
51
98
101
199
58
45
103
6
1
7
5
2
7
16
17
33
494
494
988
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
35
30
37
44
146
169
152
177
190
688
15
37
20
21
93
54
47
66
80
247
16
30
26
24
96
14
16
25
20
75
22
24
15
22
83
104
108
108
112
432
63
44
43
43
193
4
5
2
6
17
4
9
1
4
18
10
8
16
15
49
510
510
536
581
2137
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
25
33
33
28
119
154
181
177
159
671
25
19
58
20
122
49
42
43
64
198
25
20
16
25
86
20
25
26
20
91
25
25
16
21
87
107
126
85
98
416
51
46
39
37
173
3
3
5
3
14
3
9
12
10
34
8
20
11
15
54
495
549
521
500
2065
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
28
36
696
17.3
6.2
667
95.8
20
2.9
9
1.3
159
153
3046
75.5
27.1
2872
94.3
108
3.5
66
2.2
24
14
291
7.2
2.6
284
97.6
7
2.4
0
0
57
59
1219
63.8
10.8
1155
94.7
56
4.6
8
0.7
16
21
283
14.8
2.5
280
98.9
2
0.7
1
0.4
22
22
409
21.4
3.6
382
93.4
18
4.4
9
2.2
20
23
340
7.5
3
318
93.5
22
6.5
0
0
102
96
3060
67.2
27.2
2831
92.5
148
4.8
81
2.6
35
36
1153
25.3
10.3
1076
93.3
60
5.2
17
1.5
4
1
160
21.6
1.4
157
98.1
3
1.9
0
0
4
5
227
30.6
2
222
97.8
5
2.2
0
0
10
11
355
47.8
3.2
342
96.3
12
3.4
1
0.3
481
477
11239
10586
94.2
461
4.1
192
1.7

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000033
: 2/28/2013
:2

Out
In
Total
3370
3823
7193
169
135
304
90
75
165
3629
7662
4033
Unshifted
Bank 1
Bank 2
Left Thru Right

318 2831 1076
22
148
60
0
81
17
340 3060 1153
4369
4225
8594
176
230
406
75
98
173
4620
4553
9173
Out
In
Total
157
3
0
160
Left
Sudley Road (234)

Out
In
Total
1965
1817
3782
85
76
161
26
18
44
2076
1911
3987
North
2/28/2013 06:00 AM
2/28/2013 06:15 PM
1155
56
8
1219
Left
342
222
12
5
1
0
355
227
Right Thru
667
20
9
696
Left
382
280
18
2
9
1
409
283
Right Thru
Waterfall Road
Out
In
Total
882
721
1603
31
20
51
1
1
2
914
742
1656
284 2872
7
108
0
66
291 3046
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
Sudley Road (234)
From North
From East
Start Time
45
55
07:00 AM
91
0
136
1
7
63
5
15
07:15 AM
31
86
122
42
1
58
2
07:30 AM
30
95
1
126
41
7
50
113
150
70
07:45 AM
35
2
53
2
15
Total Volume
141
385
8
534
191
6
44
241
% App. Total
26.4
72.1
1.5
79.3
2.5
18.3
PHF
.783
.852
.400
.890
.868
.750
.733
.861

From South
Waterfall Road
From West
Left Thru Right
185
55
248
15
10
144
148
163
640
71.9
.865
72
226
200
216
890
8
15
14
52
25.9
.867
1
8
27
3
.675
51
45
223
25.1
.774
.897

: 00000033
: 2/28/2013
:3
17
12
20
20
69
34.3
.863

Out
In
Total
736
534
1270
8
385
Right Thru
141
Left
52
Left
Unshifted
Bank 1
Bank 2
Left Thru Right

27
640
223
656
890
1546
Out
In
Total
191
Left
80
69
Right Thru
Sudley Road (234)

Out
In
Total
433
241
674
North
44
6
Right Thru
Waterfall Road
Out
In
Total
41
201
242
Peak Hour Data
App. Total
Int. Total
29
61
508
16
8
27
80
39.8
.690
36
43
61
201
442
419
497
1866
.824
.918

703-914-4850
File Name
Site Code
Start Date
Page No
Sudley Road (234)
From North
From East
Start Time
26
25
04:30 PM
37
177
20
234
66
117
44
190
255
80
124
04:45 PM
21
24
20
25
05:00 PM
25
154
204
49
25
20
94
33
181
19
233
42
20
25
87
05:15 PM
Total Volume
139
702
85
926
237
95
90
422
% App. Total
15
75.8
9.2
56.2
22.5
21.3
PHF
.790
.924
.850
.908
.741
.913
.900
.851

From South
15
22
43
43
25
108
112
107
25
87
12
.870
126
453
62.7
.899
46
183
25.3
.897
51
166
177
183
197
723
.918

: 00000033
: 2/28/2013
:4
Waterfall Road
From West
Left Thru Right
2
6
3
3
14
15.6
.583
1
4
3
14
Left
59
17
Right Thru
Waterfall Road
Out
In
Total
267
90
357
581
20
32
59
65.6
.738
90
.703
.930
Sudley Road (234)

Out
In
Total
339
422
761
998
723
1721
Out
In
Total
237
Left
Left
Thru Right
87
453
183
90
95
Right Thru
Unshifted
Bank 1
Bank 2
536
Peak Hour Data
19
25
14
17
18.9
.472
139
Left
North
Int. Total
495
549
2161

Out
In
Total
557
926
1483
85
702
Right Thru
16
15
8
App. Total

703-914-4850
File Name
Site Code
Start Date
Page No
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Lee Hwy (29)

From North
Left
Thru
0
14
0
27
0
20
2
28
2
89
Right
3
8
23
17
51

School Driveway
Lee Hwy (29)
From East
From South
Left
Thru
Right
Left
Thru
0
0
3
29
264
0
0
1
38
289
0
0
2
50
279
0
2
2
56
283
0
2
8
173
1115
Right
2
4
0
2
8
: US29 at Pleasant Valley Rd

: 00000011
: 2/28/2013
:1
Pleasant Valley Rd (609)
From West
Left
Thru
Right
67
0
3
75
0
14
117
0
9
175
3
19
434
3
45
Int. Total
385
456
500
589
1930
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
4
8
8
14
34
21
42
59
62
184
27
25
34
36
122
0
0
1
0
1
2
2
1
1
6
5
7
2
6
20
57
52
88
89
286
273
312
406
385
1376
3
7
5
8
23
168
146
153
164
631
2
0
0
4
6
20
32
34
19
105
582
633
791
788
2794
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
26
13
13
40
92
45
37
59
66
207
59
36
48
46
189
1
1
0
0
2
1
1
0
2
4
7
9
5
2
23
65
70
58
94
287
353
323
313
271
1260
7
7
17
27
58
135
117
150
140
542
0
1
18
19
38
22
16
21
19
78
721
631
702
726
2780
03:30 PM
03:45 PM
Total
17
25
42
222
231
453
119
123
242
6
9
15
5
6
11
19
22
41
22
18
40
47
58
105
1
2
3
74
90
164
0
2
2
46
52
98
578
638
1216
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
8
5
6
7
26
213
211
252
269
945
152
157
160
163
632
14
7
3
1
25
3
2
1
0
6
58
10
7
8
83
33
25
20
26
104
64
62
53
46
225
1
0
4
1
6
83
125
82
64
354
0
2
1
0
3
52
87
48
41
228
681
693
637
626
2637
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
20
20
5
2
47
285
243
224
233
985
156
163
161
174
654
0
12
8
2
22
0
1
1
0
2
5
38
9
1
53
18
18
43
29
108
46
61
49
52
208
7
8
3
2
20
102
102
104
88
396
2
3
0
1
6
55
59
60
48
222
696
728
667
632
2723
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
3
1
247
4.2
1.6
245
99.2
2
0.8
0
0
270
261
3394
57.2
21.8
3293
97
21
0.6
80
2.4
207
197
2294
38.7
14.7
2286
99.7
7
0.3
1
0
2
2
69
20.2
0.4
69
100
0
0
0
0
3
1
35
10.3
0.2
34
97.1
1
2.9
0
0
6
3
237
69.5
1.5
236
99.6
1
0.4
0
0
38
40
1076
19.3
6.9
1073
99.7
3
0.3
0
0
43
46
4378
78.5
28.1
4280
97.8
30
0.7
68
1.6
1
2
121
2.2
0.8
121
100
0
0
0
0
120
129
2770
74.5
17.8
2768
99.9
2
0.1
0
0
3
3
64
1.7
0.4
64
100
0
0
0
0
53
54
883
23.8
5.7
878
99.4
5
0.6
0
0
749
739
15568
15347
98.6
72
0.5
149
1

703-914-4850
File Name
Site Code
Start Date
Page No
Out
7284
33
68
7385
Lee Hwy (29)

In
Total
5824
13108
30
63
81
149
13320
5935
Unshifted
Bank 1
Bank 2
Left Thru Right

1073 4280
121
3
30
0
0
68
0
1076 4378
121
5474
9714
33
59
68
148
5575
9921
In
Total
Lee Hwy (29)
2768
2
0
2770
Left
School Driveway
Out
In
Total
430
339
769
2
2
4
0
0
0
432
341
773
North
2/28/2013 06:00 AM
2/28/2013 06:15 PM
69
0
0
69
Left
878
64
5
0
0
0
883
64
Right Thru
245
2
0
247
Left
236
34
1
1
0
0
237
35
Right Thru

Out
In
Total
3393
3710
7103
11
7
18
1
0
1
3405
3717
7122
2286 3293
7
21
1
80
2294 3394
Right Thru
4240
26
80
4346
Out

: 00000011
: 2/28/2013
:2

703-914-4850
File Name
Site Code
Start Date
Page No
Lee Hwy (29)
School Driveway
From North
From East
Start Time
2
7
9
07:15 AM
8
42
25
75
0
1
8
59
34
101
07:30 AM
1
2
4
62
07:45 AM
14
36
112
0
1
6
7
26
59
130
08:00 AM
45
1
1
7
9
Total Volume
56
208
154
418
2
5
22
29
% App. Total
13.4
49.8
36.8
6.9
17.2
75.9
PHF
.538
.839
.653
.804
.500
.625
.786
.806
Out
2076
Left
Lee Hwy (29)

From South
Thru Right
52
88
312
89
385
353
1456
81.9
.897
65
294
16.5
.826
406
App. Total
7
5
371
482
425
1777
7
27
1.5
.844
499
.890

: 00000011
: 2/28/2013
:3
From West
146
153
0
0
32
178
34
187
791
164
135
598
84.3
.912
0
4
0.6
.250
19
22
107
15.1
.787
187
157
709
788
721
2933
.948
.927
Lee Hwy (29)

In
Total
418
2494
154
208
Right Thru
56
Left
107
4
Right Thru
598
Left
Left Thru Right

294 1456
27
317
Out
1777
2094
In
Total
Lee Hwy (29)
2
Left
Unshifted
Bank 1
Bank 2
School Driveway
Out
In
Total
87
29
116
22
5
Right Thru

Out
In
Total
453
709
1162
Peak Hour Data

North
Int. Total
633

703-914-4850
File Name
Site Code
Start Date
Page No
Lee Hwy (29)
School Driveway
From North
From East
Start Time
5
8
9
18
05:30 PM
224
161
390
1
05:45 PM
2
233
174
409
2
0
1
3
270
207
480
3
06:00 PM
3
2
6
11
1
261
197
459
2
1
3
6
06:15 PM
Total Volume
11
988
739
1738
14
5
19
38
% App. Total
0.6
56.8
42.5
36.8
13.2
50
PHF
.550
.915
.893
.905
.438
.417
.528
.528
Out
650
Left
Lee Hwy (29)

From South
Thru Right
App. Total
43
49
95
29
38
40
150
43.1
.872
52
2
1
2
8
2.3
.667
83
82
88
348
43
46
190
54.6
.913
.916

: 00000011
: 2/28/2013
:4
From West
104
88
120
0
1
129
3
7
1.1
.583
441
66.5
.855
Lee Hwy (29)

In
Total
1738
2388
739
988
Right Thru
11
Left
441
Left
Unshifted
Bank 1
Bank 2
Left
Thru Right
150
190
8
1217
Out
348
1565
In
Total
Lee Hwy (29)
14
Left
215
7
Right Thru
School Driveway
Out
In
Total
26
38
64
North
19
5
Right Thru

Out
In
Total
894
663
1557
Peak Hour Data
60
48
53
54
215
32.4
.896
Int. Total
164
137
176
667
632
186
663
739
2787
.891
.930
749

703-914-4850
File Name
Site Code
Start Date
Page No
From North

Lee Jackson Memorial Hwy
(US50)
From South
From East
Left
Thru
Right
Left
Thru
Right
12
40
9
5
27
6
24
38
17
3
47
8
29
63
36
9
85
8
20
76
17
2
73
1
85
217
79
19
232
23
: us50 at gum spring road

: 00000033
: 2/27/2013
:1

(US50)
From West
Left
Thru
Right
12
189
4
19
277
8
20
303
1
26
319
7
77
1088
20
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Left
7
12
8
11
38
Thru
13
18
18
29
78
Right
6
7
7
10
30
Int. Total
330
478
587
591
1986
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
16
10
5
7
38
41
44
43
30
158
12
10
11
21
54
28
38
34
33
133
55
90
102
101
348
12
18
17
21
68
4
6
2
8
20
70
71
73
63
277
7
8
6
7
28
30
30
32
42
134
313
310
256
298
1177
10
16
12
15
53
598
651
593
646
2488
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
7
12
17
12
48
44
31
38
37
150
15
22
14
8
59
42
45
37
34
158
95
83
101
85
364
26
24
6
11
67
3
5
8
16
32
82
76
68
43
269
3
8
6
9
26
36
37
35
24
132
240
234
240
173
887
13
9
14
11
47
606
586
584
463
2239
03:30 PM
03:45 PM
Total
10
5
15
40
63
103
20
30
50
152
152
304
267
305
572
19
10
29
13
13
26
34
31
65
2
4
6
24
16
40
102
101
203
15
15
30
698
745
1443
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
9
10
4
1
24
53
64
72
62
251
22
23
24
23
92
128
133
148
155
564
327
326
340
367
1360
17
14
11
15
57
13
17
17
7
54
34
36
39
39
148
5
6
5
5
21
20
25
18
24
87
99
112
105
124
440
12
9
7
8
36
739
775
790
830
3134
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
2
5
0
2
9
70
67
71
65
273
24
27
33
37
121
140
157
165
159
621
339
274
303
286
1202
17
20
13
8
58
15
22
7
13
57
34
34
49
42
159
5
5
3
4
17
27
20
26
26
99
127
106
121
100
454
11
11
10
13
45
811
748
801
755
3115
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
2
1
175
9.8
1.1
152
86.9
15
8.6
8
4.6
60
79
1152
64.2
7.2
1074
93.2
58
5
20
1.7
28
33
467
26
2.9
441
94.4
21
4.5
5
1.1
145
130
2140
29.5
13.4
2053
95.9
44
2.1
43
2
297
359
4719
65.1
29.6
4578
97
87
1.8
54
1.1
15
15
388
5.4
2.4
349
89.9
26
6.7
13
3.4
7
7
222
14.1
1.4
209
94.1
9
4.1
4
1.8
43
25
1218
77.5
7.6
1101
90.4
92
7.6
25
2.1
6
5
132
8.4
0.8
119
90.2
11
8.3
2
1.5
31
26
626
11.7
3.9
582
93
31
5
13
2.1
93
114
4456
83.4
27.9
4297
96.4
110
2.5
49
1.1
20
13
264
4.9
1.7
246
93.2
8
3
10
3.8
747
807
15959
15201
95.3
512
3.2
246
1.5

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000033
: 2/27/2013
:2

Out
In
Total
2032
1667
3699
149
94
243
51
33
84
2232
4026
1794
Unshifted
Bank 1
Bank 2
Left Thru Right

209 1101
119
9
92
11
4
25
2
222 1218
132
3373
1429
4802
110
112
222
73
31
104
3556
1572
5128
Out
In
Total
582
31
13
626
Left
Lee Jackson Memorial Hwy (US50)

Out
In
Total
4568
6980
11548
136
157
293
59
110
169
4763
7247
12010
North
2/27/2013 06:00 AM
2/27/2013 06:15 PM
2053
44
43
2140
Left
246 4297
8
110
10
49
264 4456
Right Thru
152
15
8
175
Left
349 4578
26
87
13
54
388 4719
Right Thru

Out
In
Total
5228
5125
10353
117
149
266
63
72
135
5408
5346
10754
441 1074
21
58
5
20
467 1152
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
(US50)
From East
Start Time
10
44
07:15 AM
10
64
38
90
18
146
102
07:30 AM
5
43
11
59
34
17
153
21
07:45 AM
7
30
58
33
101
21
155
66
42
26
163
7
44
15
08:00 AM
95
Total Volume
29
161
57
247
147
388
82
617
% App. Total
11.7
65.2
23.1
23.8
62.9
13.3
PHF
.725
.915
.679
.936
.875
.951
.788
.946
From North

From South
Left
Thru
6
2
71
73
63
3
19
5.7
.594
82
289
87
.881

: 00000033
: 2/27/2013
:3

(US50)
From West
Right
App. Total
85
81
78
30
32
88
36
140
10.8
.833
6
7
3
24
7.2
.750
332
.943
42
310
16
356
651
256
298
240
1104
84.9
.890
12
15
13
56
4.3
.875
300
355
289
1300
593
646
606
2496
.913
.959

Out
In
Total
511
247
758
29
Left
140
Left

Unshifted
Bank 1
Bank 2
Left Thru Right

19
289
24
364
332
696
Out
In
Total
147
Left
56 1104
Right Thru
North

Out
In
Total
1157
617
1774
Peak Hour Data

82
388
Right Thru

Out
In
Total
464
1300
1764
57
161
Right Thru
Int. Total

703-914-4850
File Name
Site Code
Start Date
Page No
(US50)
From East
Start Time
10
04:15 PM
133
326
14
473
64
23
97
72
24
100
04:30 PM
4
148
340
11
499
155
367
537
04:45 PM
1
62
23
86
15
17
05:00 PM
2
70
24
96
140
339
496
Total Volume
17
268
94
379
576 1372
57
2005
% App. Total
4.5
70.7
24.8
28.7
68.4
2.8
PHF
.425
.931
.979
.948
.929
.935
.838
.933
From North

From South
Left
Thru
Right
App. Total
17
17
7
15
56
24.9
.824
36
59
39
5
5
5
21
9.3
.875
61
39
34
148
65.8
.949
51
54
225
.922

: 00000033
: 2/27/2013
:4

(US50)
From West
25
18
24
112
105
124
9
7
8
146
130
156
775
790
27
127
11
165
94
15.7
.870
468
78.4
.921
35
5.9
.795
597
811
3206
.905
.966

Out
In
Total
299
379
678
17
Left
94
Left

Unshifted
Bank 1
Bank 2
Left Thru Right

56
148
21
879
225
1104
Out
In
Total
576
Left
35
468
Right Thru
North

Out
In
Total
506
2005
2511
Peak Hour Data

57 1372
Right Thru

Out
In
Total
1522
597
2119
94
268
Right Thru
Int. Total
830

703-914-4850
File Name
Site Code
Start Date
Page No
From North

(US50)
From South
From East
Left
Thru
Right
Left
Thru
Right
9
58
36
11
68
62
10
70
55
9
92
67
4
81
73
12
128
97
13
83
85
15
173
86
36
292
249
47
461
312
: us50 at loudoun county pkwy

: 00000000
: 2/26/2013
:1
(US50)
From West
Left
Thru
Right
102
244
3
152
380
6
176
339
6
178
460
7
608
1423
22
Start Time
06:00 AM
06:15 AM
06:30 AM
06:45 AM
Total
Left
95
91
93
135
414
Thru
11
20
34
31
96
Right
34
44
50
43
171
Int. Total
733
996
1093
1309
4131
07:00 AM
07:15 AM
07:30 AM
07:45 AM
Total
100
103
102
92
397
52
43
58
42
195
34
37
52
50
173
17
9
7
12
45
95
97
91
94
377
78
79
72
96
325
2
15
22
14
53
101
123
180
199
603
75
74
49
41
239
188
173
149
236
746
300
368
315
328
1311
10
11
12
18
51
1052
1132
1109
1222
4515
08:00 AM
08:15 AM
08:30 AM
08:45 AM
Total
84
102
73
85
344
53
63
43
42
201
42
34
33
26
135
35
16
20
25
96
53
58
55
86
252
79
64
72
74
289
30
17
21
18
86
170
128
107
126
531
31
38
43
41
153
182
154
157
155
648
378
271
267
341
1257
7
14
13
18
52
1144
959
904
1037
4044
03:30 PM
03:45 PM
Total
54
66
120
91
112
203
107
135
242
61
80
141
172
197
369
55
100
155
30
36
66
63
86
149
17
8
25
65
30
95
121
195
316
22
15
37
858
1060
1918
04:00 PM
04:15 PM
04:30 PM
04:45 PM
Total
66
55
70
71
262
104
151
142
153
550
136
163
161
193
653
71
75
112
124
382
200
241
145
181
767
123
126
140
97
486
50
44
43
21
158
75
76
65
99
315
0
0
8
12
20
41
43
44
30
158
146
155
131
176
608
16
15
12
49
92
1028
1144
1073
1206
4451
05:00 PM
05:15 PM
05:30 PM
05:45 PM
Total
77
61
64
44
246
166
138
180
133
617
124
167
134
148
573
107
116
88
73
384
205
180
205
203
793
135
178
142
115
570
31
29
40
17
117
70
119
110
117
416
7
18
13
39
77
40
29
44
42
155
238
165
162
180
745
24
15
11
17
67
1224
1215
1193
1128
4760
06:00 PM
06:15 PM
Grand Total
Apprch %
Total %
Unshifted
% Unshifted
Bank 1
% Bank 1
Bank 2
% Bank 2
61
54
1898
30.3
7.3
1848
97.4
22
1.2
28
1.5
118
142
2122
33.8
8.2
2109
99.4
11
0.5
2
0.1
132
171
2250
35.9
8.7
2202
97.9
24
1.1
24
1.1
82
71
1237
18.6
4.8
1228
99.3
8
0.6
1
0.1
151
204
3205
48.1
12.3
3079
96.1
114
3.6
12
0.4
96
48
2218
33.3
8.5
2115
95.4
81
3.7
22
1
27
17
571
13.8
2.2
555
97.2
6
1.1
10
1.8
101
119
2695
65.2
10.4
2675
99.3
15
0.6
5
0.2
19
21
866
21
3.3
857
99
8
0.9
1
0.1
14
39
2463
27.5
9.5
2430
98.7
14
0.6
19
0.8
218
259
6137
68.6
23.6
5928
96.6
98
1.6
111
1.8
15
8
344
3.8
1.3
325
94.5
12
3.5
7
2
1034
1153
26006
25351
97.5
413
1.6
242
0.9

703-914-4850
File Name
Site Code
Start Date
Page No

: 00000000
: 2/26/2013
:2

Out
In
Total
7220
6159
13379
110
57
167
46
54
100
7376
13646
6270
Unshifted
Bank 1
Bank 2
Left Thru Right

555 2675
857
6
15
8
10
5
1
571 2695
866
3662
4087
7749
31
29
60
10
16
26
3703
4132
7835
Out
In
Total
2430
14
19
2463
Left

Out
In
Total
8633
6422
15055
128
203
331
140
35
175
8901
6660
15561
North
2/26/2013 06:00 AM
2/26/2013 06:15 PM
1228
8
1
1237
Left
325 5928
12
98
7
111
344 6137
Right Thru
1848
22
28
1898
Left
2115 3079
81
114
22
12
2218 3205
Right Thru

Out
In
Total
5836
8683
14519
144
124
268
46
137
183
6026
8944
14970
2202 2109
24
11
24
2
2250 2122
Right Thru

703-914-4850
File Name
Site Code
Start Date
Page No
(US50)
From East
Start Time
103
97
07:15 AM
43
37
183
9
79
185
58
52
212
102
7
91
72
170
07:30 AM
96
202
07:45 AM
92
42
50
184
12
94
35
08:00 AM
84
53
42
179
53
79
167
Total Volume
381
196
181
758
63
335
326
724
% App. Total
50.3
25.9
23.9
8.7
46.3
45
PHF
.925
.845
.870
.894
.450
.863
.849
.896
From North

From South
Left
Thru
15
22
14
123
180
30
170
672
70.9
.844
81
8.5
.675
199
Right
App. Total
74
212
251
49
41
31
195
20.6
.659

: 00000000
: 2/26/2013
:3
(US50)
From West
173
149
254
236
231
948
182
740
34
.784
.933
368
315
328
11
12
18
582
1222
378
7
48
2.2
.667
567
2177
1144
4607
.935
.943
1389
63.8
.919

Out
In
Total
1738
758
2496
381
Left
740
Left

Unshifted
Bank 1
Bank 2
Left Thru Right

81
672
195
307
948
1255
Out
In
Total
63
Left
48 1389
Right Thru
North

Out
In
Total
1965
724
2689
Peak Hour Data

326
335
Right Thru

Out
In
Total
597
2177
2774
181
196
Right Thru
552
476
Int. Total
1132
1109

703-914-4850
File Name
Site Code
Start Date
Page No
(US50)
From East
Start Time
193
417
124
04:45 PM
71
153
181
97
402
77
205
166
124
367
05:00 PM
107
135
447
178
474
05:15 PM
61
138
167
366
116
180
180
05:30 PM
64
134
378
88
205
142
435
Total Volume
273
637
618
1528
435
771
552
1758
% App. Total
17.9
41.7
40.4
24.7
43.9
31.4
PHF
.886
.885
.801
.916
.877
.940
.775
.927
From North

From South
Left
Thru
Right
App. Total
21
31
29
99
70
12
7
132
108
119
18
166
110
398
69.9
.836
13
50
8.8
.694
163
569
40
121
21.3
.756
.857

: 00000000
: 2/26/2013
:4
(US50)
From West
30
40
29
44
143
14.5
.813
176
49
255
238
24
15
11
99
10.1
.505
302
1224
209
217
983
1215
1193
4838
.814
.988
165
162
741
75.4
.778

Out
In
Total
1093
1528
2621
273
Left
143
Left

Unshifted
Bank 1
Bank 2
Left Thru Right

121
398
50
1171
569
1740
Out
In
Total
435
Left
99
741
Right Thru
North

Out
In
Total
1064
1758
2822
Peak Hour Data

552
771
Right Thru

Out
In
Total
1510
983
2493
618
637
Right Thru
Int. Total
1206
APPENDIX B
SYNCHRO TRAFFIC DATA
Summary Table: Measures of Effectiveness (Delay, V/C and LOS)

Intersection
No
A
B
C
D
E
F
G
H
I
J
K
L
Intersection Name
VA 620 (Braddock Rd) at VA 659 (Gum Spring Rd)
VA 620 (Braddock Rd) at VA 606 (Loudoun County Pkwy)
VA 234 (Sudley Rd) at VA 659 (Gum Spring Rd)
Existing Conditions 2013

AM Peak Hour
PM Peak Hour
Delay
LOS
Delay
LOS
15.6
B
19.7
B
21.4
C
20.5
C
67.6
E
529.6
F
11.1
B
69.2
E
22.6
B
14.8
B
76.7
E
56.9
E
152.3
F
37.2
D
10.2
B
14.0
B
8.4
A
9.4
A
44.7
D
81.4
F
15.8
B
14.2
B
17.8
B
25.1
C
No-Build Conditions 2040

AM Peak Hour
PM Peak Hour
Delay
LOS
Delay
LOS
44.9
D
69.4
E
248.0
F
163.8
F
637.5
F
932.3
F
92.3
F
110.5
F
41.5
D
44.0
D
182.4
F
181.3
F
239.0
F
70.2
E
37.5
B
96.9
F
9.9
A
17.5
B
43.9
D
509.9
F
151.2
F
119.9
F
55.7
E
91.1
F
Build Conditions 2040

AM Peak Hour
PM Peak Hour
Delay
LOS
Delay
LOS
30.7
C
26.7
C
199.1
F
151.2
F
497.8
F
1484.5
F
24.4
C
112.3
F
30.5
C
23.2
C
23.8
C
32.8
C
236.9
F
86.5
F
41.1
D
63.4
E
20.1
C
27.3
C
102.0
F
325.3
F
387.9
F
403.6
F
97.7
F
150.8
F
Full Table: Measures of Effectiveness (Delay, V/C and LOS)
Existing Conditions 2013

Synchro No.
Intersection
No
Intersection Name
US 40 at VA 659 (Gum
Spring Rd)
US 50 at VA 606 (Loudoun
County Pkwy)
VA 620 (Braddock Rd) at

VA 659 (Gum Spring Rd)
10
VA 620 (Braddock Rd) at

VA 606 (Loudoun County
Pkwy)
19
US 15 at VA 234 (Sudley
Rd)
VA 234 (Sudley Rd) at VA

659 (Gum Spring Rd)
32
US 29 at VA 609 (Pleasant
Valley Rd)
22
25
Heathcote Blvd at
Catharpin Rd
28
Heathcote Blvd at US 29/

WB I-66 Exit
38
US 234 Byp at Balls Ford

Rd
41
US 234 (Sudley Rd) at

Balls Ford Rd
XX/YY
Approach
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
EB
WB
NB
SB
AM Peak Hour
By Approach
Delay
LOS
17.0
B
7.7
A
22.0
C
18.9
B
23.4
C
11.5
B
26.6
C
18.4
B
126.9
F
204.7
F
11.6
B
20.2
C
11.4
B
7.9
A
11.3
B
12.6
B
22.6
C
29.7
C
17.1
B
16.0
B
24.8
C
176.2
F
18.6
171.0
32.0
172.0
44.8
29.9
28.9
5.7
8.6
9.8
9.3
5.6
6.9
153.2
16.3
9.2
7.9
20.6
17.4
12.8
16.0
17.7
13.2
15.7
21.6
No approach
Synchro node numbers, if only one #, same in both periods
B
F
C
F
D
C
C
A
A
B
B
A
A
F
B
A
A
C
B
B
B
B
B
B
C
No-Build Conditions 2040

PM Peak Hour
By Intersection
Delay
LOS
15.6
21.4
67.6
11.1
19.0
76.7
152.3
10.2
8.4
44.7
15.8
17.8
By Approach
Delay
LOS
19.3
B
14.3
B
34.0
C
40.4
D
11.4
B
17.8
B
18.7
B
30.0
C
11.1
B
1308.5
F
16.5
B
18.0
B
16.5
B
12.5
B
8.0
A
101.4
F
18.1
B
21.6
C
11.3
B
14.0
B
8.2
A
30.3
C
85.4
31.2
14.0
79.7
31.4
40.7
43.0
9.2
9.1
7.2
8.9
12.6
13.2
206.4
94.2
83.8
19.3
19.0
17.7
12.4
12.6
15.7
15.1
14.9
35.1
F
C
B
E
C
D
D
A
A
A
A
B
B
F
F
F
B
B
B
B
B
B
B
B
D
AM Peak Hour
By Intersection
Delay
LOS
19.7
20.5
529.6
69.2
14.8
56.9
37.2
14.0
9.4
81.4
14.2
25.1
By Approach
Delay
LOS
20.3
C
32.0
C
132.6
F
23.5
C
302.3
F
26.4
C
228.2
F
326.1
F
2335.1
F
525.4
F
125.2
F
102.9
F
156.4
F
7.5
A
22.2
C
77.9
E
8.3
A
19.3
B
38.9
D
79.9
E
134.7
F
360.2
F
97.2
199.1
29.8
302.7
44.0
17.3
8.5
93.1
15.0
10.5
8.7
9.1
10.1
56.7
54.7
41.2
29.5
121.2
48.4
93.5
232.8
109.9
22.2
31.2
38.1
F
F
C
F
D
B
A
F
B
B
A
A
B
E
D
D
C
F
D
F
F
F
C
C
D
Build Conditions 2040

PM Peak Hour
By Intersection
Delay
LOS
44.9
248.0
637.5
92.3
41.5
182.4
239.0
37.5
9.9
43.9
151.2
55.7
By Approach
Delay
LOS
34.3
C
83.9
F
66.1
E
35.0
C
19.9
B
311.7
F
19.1
B
143.2
F
694.5
F
2756.9
F
45.5
D
22.6
C
212.7
F
28.9
C
17.4
B
121.0
B
21.7
C
95.5
F
14.5
B
28.3
C
117.7
F
113.5
F
261.4
53.5
17.3
107.2
68.6
155.6
34.3
154.0
10.0
10.0
11.8
49.1
22.1
1485.4
100.7
204.8
442.2
175.8
157.9
73.7
117.5
127.8
16.8
24.7
127.9
F
D
B
F
E
F
C
F
B
B
B
D
C
F
F
F
F
F
F
E
F
F
B
C
F
AM Peak Hour
By Intersection
Delay
LOS
69.4
163.8
932.3
110.5
44.0
181.3
70.2
96.9
17.5
509.9
119.9
91.1
By Approach
Delay
LOS
19.4
B
12.4
B
85.1
F
26.6
C
171.3
F
346.3
F
168.6
F
170.8
F
568.1
F
1573.8
F
139.0
F
88.5
F
17.7
B
26.7
C
19.7
B
31.7
C
29.5
C
48.8
D
31.6
C
12.6
B
15.2
B
40.4
C
24.5
402.6
54.6
240.5
12.4
87.8
35.9
16.9
25.6
23.7
18.7
15.1
17.4
175.0
54.0
100.4
27.7
433.9
589.3
399.3
311.5
123.6
154.7
78.9
70.4
C
F
D
F
B
F
D
B
C
C
B
B
B
F
D
F
C
F
F
F
F
F
F
E
E
PM Peak Hour
By Intersection
Delay
LOS
30.7
199.1
497.8
24.4
30.5
23.8
236.9
41.1
20.1
102.0
387.9
97.7
By Approach
Delay
LOS
27.3
C
26.5
C
27.1
C
26.6
C
78.7
E
211.4
F
89.2
F
148.6
F
25.4
C
3351.0
F
27.9
C
32.2
C
139.2
F
112.3
F
9.9
A
61.7
E
28.0
C
28.4
C
28.3
C
13.8
B
14.9
B
26.2
C
49.6
160.7
49.4
82.6
63.2
122.0
73.9
40.4
29.3
24.9
26.3
31.2
31.0
499.0
385.3
293.2
252.5
421.8
437.9
425.4
366.9
153.4
107.9
82.9
192.9
D
F
D
F
E
F
E
D
C
C
C
C
C
F
F
F
F
F
F
F
F
F
F
F
F
By Intersection
Delay
LOS
26.7
151.2
1484.5
81.2
23.2
32.8
86.5
63.4
27.3
325.3
403.6
150.8
HCM 2010 Signalized Intersection Summary

3: VA 659 (Gum Spring Rd) & US 50
Movement
EBL
Lane Configurations
Volume (veh/h)
140
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
Adj Sat Flow veh/h/ln
177.6
Lanes
1
Cap, veh/h
479
Arrive On Green
0.41
Sat Flow, veh/h
844
Grp Volume(v), veh/h
152
Grp Sat Flow(s),veh/h/ln
844
Q Serve(g_s), s
7.0
Cycle Q Clear(g_c), s
7.0
Prop In Lane
1.00
Lane Grp Cap(c), veh/h
479
V/C Ratio(X)
0.32
Avail Cap(c_a), veh/h
491
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
Uniform Delay (d), s/veh
11.5
Incr Delay (d2), s/veh
0.4
Initial Q Delay(d3),s/veh
0.0
%ile Back of Q (50%), veh/ln
1.3
Lane Grp Delay (d), s/veh
11.9
Lane Grp LOS
B
Approach Vol, veh/h
Approach Delay, s/veh
Approach LOS
Timer
Assigned Phs
Phs Duration (G+Y+Rc), s
Change Period (Y+Rc), s
Max Green Setting (Gmax), s
Max Q Clear Time (g_c+I1), s
Green Ext Time (p_c), s
Intersection Summary
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1104
4
0
56
14
0
1.00
1.00
177.6
1
618
0.41
1509
61
1509
1.3
1.3
1.00
618
0.10
640
1.00
1.00
9.8
0.1
0.0
0.5
9.9
A
147
3
0
1.00
1.00
177.6
1
303
0.07
1691
160
1691
2.7
2.7
1.00
303
0.53
303
1.00
1.00
11.5
1.7
0.0
2.2
13.2
B
388
8
0
82
18
0
1.00
1.00
177.6
1
841
0.56
1509
89
1509
1.5
1.5
1.00
841
0.11
863
1.00
1.00
5.6
0.1
0.0
0.5
5.7
A
19
5
0
1.00
1.00
190.0
0
84
0.30
46
361
1725
1.4
10.0
0.06
579
0.62
579
1.00
1.00
17.0
5.0
0.0
4.8
22.0
C
289
2
0
24
12
0
1.00
1.00
190.0
0
37
0.30
124
0
0
0.0
0.0
0.07
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
29
1
0
1.00
1.00
190.0
0
105
0.30
104
269
1653
0.0
7.2
0.12
562
0.48
562
1.00
1.00
16.0
2.9
0.0
3.2
18.9
B
161
6
0
57
16
0
1.00
1.00
190.0
0
112
0.30
381
0
0
0.0
0.0
0.23
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
177.6
2
1455
0.41
3551
1200
1776
16.3
16.3
1455
0.82
1507
1.00
1.00
14.3
3.8
0.0
6.9
18.0
B
1413
17.0
B
4
26.2
4.0
23.0
18.3
3.9
3
8.0
4.0
4.0
4.7
0.0
1.00
177.6
2
1979
0.56
3551
422
1776
3.2
3.2
1979
0.21
2031
1.00
1.00
6.0
0.1
0.0
1.1
6.1
A
671
7.7
A
8
34.2
4.0
31.0
5.2
15.1
1.00
177.6
1
459
0.30
1555
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
177.6
1
345
0.30
1168
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
361
22.0
C
269
18.9
B
2
20.0
4.0
16.0
12.0
1.5
6
20.0
4.0
16.0
9.2
2.2
15.6
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

5: VA 234 (Sudley Rd) & VA 659 (Gum Spring Rd)
Movement
EBL
Lane Configurations
Volume (veh/h)
489
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
179.2
Lanes
1
Cap, veh/h
572
Arrive On Green
0.26
Sat Flow, veh/h
1707
532
1707
Q Serve(g_s), s
13.8
13.8
Prop In Lane
1.00
572
V/C Ratio(X)
0.93
577
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.8
21.7
0.0
7.3
35.5
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
19.8
4.0
Max Green Setting (Gmax), s 16.0
Max Q Clear Time (g_c+I1), s 15.8
0.1
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
WBT
WBR
SBL
SBR
276
4
0
97
8
0
1.00
179.2
1
1074
0.60
1792
300
1792
4.8
4.8
1.00
179.2
1
80
0.27
301
0
0
0.0
0.0
1074
0.28
1078
1.00
1.00
5.8
0.1
0.0
1.7
5.9
A
832
24.8
C
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
408
18
0
1.00
1.00
190.0
0
339
0.27
1268
548
1569
16.0
16.0
0.81
419
1.31
419
1.00
1.00
21.9
154.3
0.0
23.8
176.2
F
58
12
0
1.00
1.00
179.2
1
407
0.27
1524
63
1524
1.9
1.9
1.00
407
0.15
407
1.00
1.00
16.8
0.8
0.0
0.8
17.6
B
548
176.2
F
123
5
0
1.00
1.00
179.2
1
456
0.27
1707
134
1707
3.7
3.7
1.00
456
0.29
456
1.00
1.00
17.4
1.6
0.0
1.7
19.1
B
197
18.6
B
4
39.8
4.0
36.0
6.8
6.7
8
20.0
4.0
16.0
18.0
0.0
76.7
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

6: VA 606 (Loudouncounty Pkwy) & US 50
Movement
EBL
Lane Configurations
Volume (veh/h)
740
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
2
Cap, veh/h
833
Arrive On Green
0.48
Sat Flow, veh/h
1390
804
695
Q Serve(g_s), s
28.6
31.0
Prop In Lane
1.00
833
V/C Ratio(X)
0.97
833
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.6
23.0
0.0
9.0
44.6
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1389
4
0
48
14
0
1.00
1.00
182.7
1
741
0.48
1553
52
1553
1.2
1.2
1.00
741
0.07
741
1.00
1.00
9.2
0.0
0.0
0.4
9.2
A
63
3
0
1.00
1.00
182.7
2
395
0.48
625
68
312
5.7
18.7
1.00
395
0.17
395
1.00
1.00
19.0
0.2
0.0
0.4
19.2
B
335
8
0
326
18
0
1.00
1.00
182.7
1
741
0.48
1553
354
1553
10.0
10.0
1.00
741
0.48
741
1.00
1.00
11.5
0.5
0.0
3.4
12.0
B
81
5
0
1.00
1.00
182.7
2
705
0.26
1849
88
924
2.4
2.4
1.00
705
0.12
705
1.00
1.00
18.6
0.4
0.0
0.6
19.0
B
672
2
0
195
12
0
1.00
1.00
182.7
1
406
0.26
1553
212
1553
7.6
7.6
1.00
406
0.52
406
1.00
1.00
20.5
4.7
0.0
3.3
25.3
C
381
1
0
1.00
1.00
182.7
2
568
0.08
3375
414
1688
5.0
5.0
1.00
568
0.73
568
1.00
1.00
18.5
4.7
0.0
2.5
23.2
C
196
6
0
181
16
0
1.00
1.00
182.7
1
621
0.40
1553
197
1553
5.7
5.7
1.00
621
0.32
621
1.00
1.00
13.4
1.3
0.0
2.2
14.7
B
1.00
182.7
3
2614
0.48
5481
1510
1827
12.9
12.9
2614
0.58
2614
1.00
1.00
12.3
0.3
0.0
5.3
12.6
B
2366
23.4
C
4
35.0
4.0
31.0
33.0
0.0
1.00
182.7
3
2614
0.48
5481
364
1827
2.4
2.4
2614
0.14
2614
1.00
1.00
9.5
0.0
0.0
0.9
9.5
A
786
11.5
B
8
35.0
4.0
31.0
20.7
9.4
1.00
182.7
2
956
0.26
3654
730
1827
12.0
12.0
956
0.76
956
1.00
1.00
22.1
5.8
0.0
5.9
27.9
C
1030
26.6
C
2
21.0
4.0
17.0
14.0
2.1
1
9.0
4.0
5.0
7.0
0.0
1.00
182.7
2
1462
0.40
3654
213
1827
2.4
2.4
1462
0.15
1462
1.00
1.00
12.4
0.2
0.0
1.0
12.6
B
824
18.4
B
6
30.0
4.0
26.0
7.7
8.1
21.4
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

9: VA 659 (Gum Spring Rd) & VA 620 (Braddock Rd)
Movement
EBL
Lane Configurations
Volume (veh/h)
66
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
190.0
Lanes
0
Cap, veh/h
96
Arrive On Green
0.36
Sat Flow, veh/h
0
359
557
Q Serve(g_s), s
0.0
16.0
Prop In Lane
0.20
294
V/C Ratio(X)
1.22
294
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.4
126.2
0.0
%ile Back of Q (50%), veh/ln 12.4
139.7
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
264
4
0
36
14
0
1.00
1.00
175.9
1
532
0.36
1495
39
1495
0.8
0.8
1.00
532
0.07
532
1.00
1.00
9.6
0.1
0.0
0.2
9.7
A
147
3
0
1.00
1.00
190.0
0
123
0.36
0
301
193
0.0
16.0
0.53
191
1.58
191
1.00
1.00
17.1
282.5
0.0
17.0
299.5
F
130
8
0
135
18
0
1.00
1.00
175.9
1
532
0.36
1495
147
1495
3.2
3.2
1.00
532
0.28
532
1.00
1.00
10.4
0.3
0.0
1.0
10.6
B
62
5
0
1.00
1.00
175.9
1
537
0.47
918
67
918
2.1
4.6
1.00
537
0.12
537
1.00
1.00
8.4
0.5
0.0
0.5
8.9
A
487
2
0
321
12
0
1.00
1.00
190.0
0
610
0.47
1306
408
1529
8.8
8.8
0.85
713
0.57
713
1.00
1.00
8.7
3.3
0.0
3.3
12.1
B
246
1
0
1.00
1.00
175.9
1
322
0.47
594
267
594
12.2
21.0
1.00
322
0.83
322
1.00
1.00
18.8
21.3
0.0
4.7
40.1
D
306
6
0
71
16
0
1.00
1.00
175.9
1
698
0.47
1495
77
1495
1.3
1.3
1.00
698
0.11
698
1.00
1.00
6.7
0.3
0.0
0.4
7.1
A
1.00
175.9
1
198
0.36
557
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
1
69
0.36
193
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
2
925
0.47
1982
470
1759
8.7
8.7
398
126.9
F
448
204.7
F
821
0.57
821
1.00
1.00
8.7
2.9
0.0
3.7
11.6
B
945
11.6
B
4
20.0
4.0
16.0
18.0
0.0
8
20.0
4.0
16.0
18.0
0.0
2
25.0
4.0
21.0
10.8
6.4
1.00
175.9
2
1642
0.47
3519
333
1759
2.5
2.5
1642
0.20
1642
1.00
1.00
7.1
0.3
0.0
0.9
7.3
A
677
20.2
C
6
25.0
4.0
21.0
23.0
0.0
67.6
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

10: VA 606 (Loudouncounty Pkwy) & VA 620 (Braddock Rd)
Movement
EBL
Lane Configurations
Volume (veh/h)
345
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
582
Arrive On Green
0.46
Sat Flow, veh/h
1072
375
1072
Q Serve(g_s), s
14.5
17.5
Prop In Lane
1.00
582
V/C Ratio(X)
0.64
598
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
12.6
2.3
0.0
3.5
14.9
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
310
4
0
47
14
0
1.00
1.00
188.1
1
734
0.46
1599
51
1599
0.8
0.8
1.00
734
0.07
757
1.00
1.00
6.7
0.0
0.0
0.2
6.7
A
71
3
0
1.00
1.00
188.1
1
504
0.46
1001
77
1001
2.4
7.7
1.00
504
0.15
518
1.00
1.00
10.4
0.1
0.0
0.5
10.6
B
190
8
0
98
18
0
1.00
1.00
188.1
1
734
0.46
1599
107
1599
1.7
1.7
1.00
734
0.15
757
1.00
1.00
7.0
0.1
0.0
0.6
7.0
A
54
5
0
1.00
1.00
188.1
1
395
0.36
902
59
902
2.3
6.9
1.00
395
0.15
395
1.00
1.00
13.1
0.8
0.0
0.5
13.9
B
148
2
0
24
12
0
1.00
1.00
188.1
1
577
0.36
1599
26
1599
0.5
0.5
1.00
577
0.05
577
1.00
1.00
9.2
0.1
0.0
0.2
9.4
A
100
1
0
1.00
1.00
188.1
1
524
0.36
1203
109
1203
3.1
5.7
1.00
524
0.21
524
1.00
1.00
11.9
0.9
0.0
0.9
12.8
B
240
6
0
221
16
0
1.00
1.00
188.1
1
577
0.36
1599
240
1599
5.0
5.0
1.00
577
0.42
577
1.00
1.00
10.7
2.2
0.0
2.0
12.9
B
1.00
188.1
1
863
0.46
1881
337
1881
5.2
5.2
863
0.39
891
1.00
1.00
7.9
0.3
0.0
1.9
8.2
A
763
11.4
B
4
24.4
4.0
21.0
19.5
0.9
1.00
188.1
1
863
0.46
1881
207
1881
3.0
3.0
863
0.24
891
1.00
1.00
7.3
0.1
0.0
1.1
7.4
A
391
7.9
A
8
24.4
4.0
21.0
9.7
4.2
1.00
188.1
1
679
0.36
1881
161
1881
2.7
2.7
679
0.24
679
1.00
1.00
9.9
0.8
0.0
1.2
10.7
B
246
11.3
B
2
20.0
4.0
16.0
8.9
2.4
1.00
188.1
1
679
0.36
1881
261
1881
4.6
4.6
679
0.38
679
1.00
1.00
10.5
1.6
0.0
2.1
12.2
B
610
12.6
B
6
20.0
4.0
16.0
7.7
2.6
11.1
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

19: US 15 & VA 234 (Sudley Rd)
Movement
EBL
Lane Configurations
Volume (veh/h)
52
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
175.9
Lanes
1
Cap, veh/h
356
Arrive On Green
0.23
Sat Flow, veh/h
1269
57
1269
Q Serve(g_s), s
2.6
4.7
Prop In Lane
1.00
356
V/C Ratio(X)
0.16
356
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
23.5
0.2
0.0
0.8
23.7
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
69
4
0
80
14
0
1.00
1.00
175.9
1
342
0.23
1495
87
1495
3.3
3.3
1.00
342
0.25
342
1.00
1.00
22.1
0.4
0.0
1.2
22.5
C
191
3
0
1.00
1.00
175.9
1
326
0.23
1151
208
1151
12.4
14.8
1.00
326
0.64
326
1.00
1.00
27.7
4.1
0.0
3.9
31.8
C
6
8
0
44
18
0
1.00
1.00
190.0
0
304
0.23
1330
55
1524
2.0
2.0
0.87
348
0.16
348
1.00
1.00
21.6
0.2
0.0
0.8
21.8
C
27
5
0
1.00
1.00
175.9
1
597
0.66
904
29
904
1.1
8.8
1.00
597
0.05
597
1.00
1.00
7.4
0.2
0.0
0.2
7.6
A
640
2
0
223
12
0
1.00
1.00
190.0
0
285
0.66
434
938
1683
30.2
30.2
0.26
1106
0.85
1106
1.00
1.00
9.3
8.1
0.0
12.4
17.4
B
141
1
0
1.00
1.00
175.9
1
229
0.66
562
153
562
15.8
46.0
1.00
229
0.67
229
1.00
1.00
28.5
14.3
0.0
3.5
42.8
D
385
6
0
8
16
0
1.00
1.00
190.0
0
24
0.66
37
427
1753
7.7
7.7
0.02
1152
0.37
1152
1.00
1.00
5.4
0.9
0.0
2.9
6.4
A
1.00
175.9
1
402
0.23
1759
75
1759
2.4
2.4
402
0.19
402
1.00
1.00
21.8
0.2
0.0
1.0
22.0
C
219
22.6
C
4
20.0
4.0
16.0
6.7
1.3
1.00
175.9
1
44
0.23
194
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
1
820
0.66
1249
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
1
1128
0.66
1716
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
263
29.7
C
967
17.1
B
580
16.0
B
8
20.0
4.0
16.0
16.8
0.0
2
50.0
4.0
46.0
32.2
8.7
6
50.0
4.0
46.0
48.0
0.0
19.0
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

22: US 15 & Heathcote Blvd
Movement
EBL
Lane Configurations
Volume (veh/h)
35
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
221
Arrive On Green
0.10
Sat Flow, veh/h
1243
38
1243
Q Serve(g_s), s
1.9
2.5
Prop In Lane
1.00
221
V/C Ratio(X)
0.17
402
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
28.0
0.4
0.0
0.6
28.4
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
35
4
0
80
14
0
1.00
1.00
181.0
1
152
0.10
1538
87
1538
3.5
3.5
1.00
152
0.57
376
1.00
1.00
28.2
3.4
0.0
1.5
31.6
C
60
3
0
1.00
1.00
181.0
2
409
0.10
2376
65
1188
1.7
3.0
1.00
409
0.16
755
1.00
1.00
28.5
0.2
0.0
0.5
28.7
C
35
8
0
65
18
0
1.00
1.00
181.0
1
152
0.10
1538
71
1538
2.9
2.9
1.00
152
0.47
376
1.00
1.00
27.9
2.2
0.0
1.2
30.1
C
60
5
0
1.00
1.00
181.0
1
307
0.78
469
65
469
6.1
29.6
1.00
307
0.21
307
1.00
1.00
12.8
1.6
0.0
0.8
14.3
B
820
2
0
50
12
0
1.00
1.00
181.0
1
1198
0.78
1538
54
1538
0.5
0.5
1.00
1198
0.05
1198
1.00
1.00
1.7
0.1
0.0
0.1
1.7
A
75
1
0
1.00
1.00
181.0
1
434
0.78
574
82
574
4.7
18.8
1.00
434
0.19
434
1.00
1.00
7.2
1.0
0.0
0.7
8.2
A
1030
6
0
35
16
0
1.00
1.00
181.0
1
1198
0.78
1538
38
1538
0.4
0.4
1.00
1198
0.03
1198
1.00
1.00
1.6
0.0
0.0
0.1
1.7
A
1.00
181.0
1
179
0.10
1810
38
1810
1.3
1.3
179
0.21
442
1.00
1.00
27.2
0.6
0.0
0.6
27.7
C
163
29.9
C
4
10.5
4.0
16.0
5.5
0.9
1.00
181.0
2
357
0.10
3619
38
1810
0.6
0.6
357
0.11
885
1.00
1.00
26.9
0.1
0.0
0.3
27.0
C
174
28.9
C
8
10.5
4.0
16.0
5.0
1.0
1.00
181.0
1
1410
0.78
1810
891
1810
14.0
14.0
1410
0.63
1410
1.00
1.00
3.1
2.2
0.0
4.6
5.3
A
1010
5.7
A
2
55.0
4.0
51.0
31.6
15.7
1.00
181.0
1
1410
0.78
1810
1120
1810
23.5
23.5
1410
0.79
1410
1.00
1.00
4.2
4.7
0.0
8.1
8.9
A
1240
8.6
A
6
55.0
4.0
51.0
25.5
19.6
10.2
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

25: Catharpin Rd & Heathcote Blvd
Movement
EBL
Lane Configurations
Volume (veh/h)
96
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
463
Arrive On Green
0.31
Sat Flow, veh/h
996
104
996
Q Serve(g_s), s
3.0
4.8
Prop In Lane
1.00
463
V/C Ratio(X)
0.22
616
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
10.7
0.2
0.0
0.6
10.9
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
409
4
0
93
14
0
1.00
1.00
181.0
1
473
0.31
1538
101
1538
1.7
1.7
1.00
473
0.21
710
1.00
1.00
8.9
0.2
0.0
0.5
9.1
A
32
3
0
1.00
1.00
181.0
1
383
0.31
833
35
833
1.2
4.6
1.00
383
0.09
511
1.00
1.00
11.3
0.1
0.0
0.2
11.4
B
228
8
0
96
18
0
1.00
1.00
181.0
1
473
0.31
1538
104
1538
1.7
1.7
1.00
473
0.22
710
1.00
1.00
8.9
0.2
0.0
0.6
9.1
A
34
5
0
1.00
1.00
181.0
1
686
0.46
1120
37
1120
0.7
1.9
1.00
686
0.05
686
1.00
1.00
5.9
0.1
0.0
0.2
6.0
A
52
2
0
75
12
0
1.00
1.00
181.0
1
710
0.46
1538
82
1538
1.1
1.1
1.00
710
0.12
710
1.00
1.00
5.3
0.3
0.0
0.3
5.6
A
228
1
0
1.00
1.00
181.0
1
745
0.46
1209
248
1209
5.0
5.6
1.00
745
0.33
745
1.00
1.00
6.7
1.2
0.0
1.4
7.9
A
99
6
0
106
16
0
1.00
1.00
181.0
1
710
0.46
1538
115
1538
1.5
1.5
1.00
710
0.16
710
1.00
1.00
5.4
0.5
0.0
0.5
5.9
A
1.00
181.0
2
1114
0.31
3619
445
1810
3.4
3.4
1114
0.40
1670
1.00
1.00
9.5
0.2
0.0
1.2
9.7
A
650
9.8
A
4
14.7
4.0
16.0
6.8
3.9
1.00
181.0
2
1114
0.31
3619
248
1810
1.8
1.8
1114
0.22
1670
1.00
1.00
8.9
0.1
0.0
0.6
9.0
A
387
9.3
A
8
14.7
4.0
16.0
6.6
4.0
1.00
181.0
1
835
0.46
1810
57
1810
0.6
0.6
835
0.07
835
1.00
1.00
5.2
0.2
0.0
0.2
5.3
A
176
5.6
A
2
20.0
4.0
16.0
3.9
2.1
1.00
181.0
1
835
0.46
1810
108
1810
1.2
1.2
835
0.13
835
1.00
1.00
5.3
0.3
0.0
0.4
5.7
A
471
6.9
A
6
20.0
4.0
16.0
7.6
1.7
8.4
A
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

28: US 29 & Heathcote Blvd/WB I-66 Exit
Movement
EBL
Lane Configurations
Volume (veh/h)
390
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
339
Arrive On Green
0.10
Sat Flow, veh/h
3343
424
1672
Q Serve(g_s), s
4.0
4.0
Prop In Lane
1.00
339
V/C Ratio(X)
1.25
339
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
17.7
135.4
0.0
7.8
153.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
4
0
500
14
0
1.00
1.00
181.0
1
0
0.00
20
3
0
1.00
1.00
181.0
1
182
0.19
835
22
835
0.0
0.1
1.00
182
0.12
362
1.00
1.00
16.1
0.3
0.0
0.2
16.3
B
210
8
0
70
18
0
1.00
1.00
181.0
1
292
0.19
1538
76
1538
1.7
1.7
1.00
292
0.26
623
1.00
1.00
13.6
0.5
0.0
0.6
14.1
B
100
5
0
1.00
1.00
181.0
1
567
0.41
1030
109
1030
2.9
4.2
1.00
567
0.19
567
1.00
1.00
8.7
0.8
0.0
0.7
9.4
A
550
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
170
6
0
120
16
0
1.00
1.00
181.0
1
623
0.41
1538
130
1538
2.2
2.2
1.00
623
0.21
623
1.00
1.00
7.6
0.8
0.0
0.7
8.4
A
1.00
0.0
0
0
0.00
424
153.2
F
7
8.0
4.0
4.0
6.0
0.0
1.00
181.0
1
343
0.19
1810
228
1810
4.6
4.6
343
0.66
733
1.00
1.00
14.8
2.2
0.0
2.0
17.1
B
326
16.3
B
8
11.5
4.0
16.0
6.6
1.1
1.00
181.0
2
1467
0.41
3619
598
1810
4.6
4.6
1467
0.41
1467
1.00
1.00
8.4
0.8
0.0
1.8
9.2
A
707
9.2
A
2
20.0
4.0
16.0
6.6
4.1
1.00
181.0
2
1467
0.41
3619
185
1810
1.3
1.3
1467
0.13
1467
1.00
1.00
7.4
0.2
0.0
0.5
7.5
A
315
7.9
A
6
20.0
4.0
16.0
4.2
4.8
44.7
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

32: VA 609 (Pleasant Valley Rd) & US 29
Movement
EBL
Lane Configurations
Volume (veh/h)
598
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
502
Arrive On Green
0.33
Sat Flow, veh/h
1375
650
1375
Q Serve(g_s), s
45.9
46.0
Prop In Lane
1.00
502
V/C Ratio(X)
1.29
502
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
49.4
146.8
0.0
196.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
4
4
0
107
14
0
1.00
1.00
186.3
1
520
0.33
1583
116
1583
7.4
7.4
1.00
520
0.22
520
1.00
1.00
34.1
0.2
0.0
3.0
34.3
C
2
3
0
1.00
1.00
186.3
1
467
0.33
1266
2
1266
0.1
0.2
1.00
467
0.00
467
1.00
1.00
31.7
0.0
0.0
0.0
31.7
C
5
8
0
22
18
0
1.00
1.00
186.3
1
520
0.33
1583
24
1583
1.4
1.4
1.00
520
0.05
520
1.00
1.00
32.0
0.0
0.0
0.6
32.1
C
294
5
0
1.00
1.00
186.3
1
605
0.61
987
320
987
29.5
36.9
1.00
605
0.53
605
1.00
1.00
20.0
3.3
0.0
7.8
23.2
C
1456
2
0
27
12
0
1.00
1.00
186.3
1
973
0.61
1583
29
1583
1.0
1.0
1.00
973
0.03
973
1.00
1.00
10.6
0.1
0.0
0.4
10.7
B
56
1
0
1.00
1.00
186.3
1
51
0.61
313
61
313
0.0
86.0
1.00
51
1.19
51
1.00
1.00
70.0
184.8
0.0
4.5
254.8
F
208
6
0
154
16
0
1.00
1.00
186.3
1
973
0.61
1583
167
1583
6.4
6.4
1.00
973
0.17
973
1.00
1.00
11.6
0.4
0.0
2.5
12.0
B
1.00
186.3
2
1224
0.33
3725
4
1863
0.1
0.1
1224
0.00
1224
1.00
1.00
31.6
0.0
0.0
0.0
31.6
C
770
171.0
F
4
50.0
4.0
46.0
48.0
0.0
1.00
186.3
2
1224
0.33
3725
5
1863
0.1
0.1
1224
0.00
1224
1.00
1.00
31.6
0.0
0.0
0.1
31.6
C
31
32.0
C
8
50.0
4.0
46.0
3.4
3.0
1.00
186.3
1
1144
0.61
1863
1583
1863
86.0
86.0
1144
1.38
1144
1.00
1.00
27.0
178.0
0.0
95.1
205.0
F
1932
172.0
F
2
90.0
4.0
86.0
88.0
0.0
1.00
186.3
1
1144
0.61
1863
226
1863
7.5
7.5
1144
0.20
1144
1.00
1.00
11.9
0.4
0.0
3.5
12.2
B
454
44.8
D
6
90.0
4.0
86.0
88.0
0.0
152.3
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

38: VA 234 Bypass & Balls Fork Rd
Movement
EBL
Lane Configurations
Volume (veh/h)
430
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
782
Arrive On Green
0.32
Sat Flow, veh/h
1919
467
960
Q Serve(g_s), s
11.9
15.1
Prop In Lane
1.00
782
V/C Ratio(X)
0.60
782
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
18.2
1.2
0.0
2.7
19.5
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
420
4
0
20
14
0
1.00
1.00
181.0
1
492
0.32
1538
22
1538
0.5
0.5
1.00
492
0.04
492
1.00
1.00
11.7
0.0
0.0
0.2
11.8
B
190
3
0
1.00
1.00
181.0
2
443
0.32
1719
207
859
4.5
16.0
1.00
443
0.47
443
1.00
1.00
23.3
0.8
0.0
1.3
24.1
C
140
8
0
190
18
0
1.00
1.00
181.0
1
492
0.32
1538
207
1538
5.3
5.3
1.00
492
0.42
492
1.00
1.00
13.4
0.6
0.0
1.9
13.9
B
40
5
0
1.00
1.00
181.0
1
190
0.52
237
43
237
9.0
25.3
1.00
190
0.23
190
1.00
1.00
19.9
2.8
0.0
0.6
22.7
C
1370
2
0
360
12
0
1.00
1.00
181.0
1
800
0.52
1538
391
1538
8.2
8.2
1.00
800
0.49
800
1.00
1.00
7.7
2.1
0.0
2.9
9.9
A
270
1
0
1.00
1.00
181.0
2
372
0.52
454
293
227
9.2
26.0
1.00
372
0.79
372
1.00
1.00
23.7
15.5
0.0
2.5
39.2
D
1350
6
0
370
16
0
1.00
1.00
181.0
1
800
0.52
1538
402
1538
8.5
8.5
1.00
800
0.50
800
1.00
1.00
7.8
2.3
0.0
3.1
10.0
B
1.00
181.0
1
579
0.32
1810
457
1810
11.5
11.5
579
0.79
579
1.00
1.00
15.5
7.2
0.0
5.7
22.7
C
946
20.8
C
4
20.0
4.0
16.0
17.1
0.0
1.00
181.0
1
579
0.32
1810
152
1810
3.1
3.1
579
0.26
579
1.00
1.00
12.6
0.2
0.0
1.3
12.9
B
566
17.4
B
8
20.0
4.0
16.0
18.0
0.0
1.00
181.0
2
1882
0.52
3619
1489
1810
16.8
16.8
1882
0.79
1882
1.00
1.00
9.8
3.5
0.0
6.7
13.3
B
1923
12.8
B
2
30.0
4.0
26.0
27.3
0.0
1.00
181.0
2
1882
0.52
3619
1467
1810
16.4
16.4
1882
0.78
1882
1.00
1.00
9.7
3.3
0.0
6.6
13.0
B
2162
16.0
B
6
30.0
4.0
26.0
28.0
0.0
15.8
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

41: VA 234 (Sudley Rd) & Balls Fork Rd
Movement
EBL
Lane Configurations
Volume (veh/h)
690
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
955
Arrive On Green
0.36
Sat Flow, veh/h
1902
750
951
Q Serve(g_s), s
15.0
16.0
Prop In Lane
1.00
955
V/C Ratio(X)
0.79
955
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
16.1
4.4
0.0
4.4
20.5
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 AM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
310
4
0
40
14
0
1.00
1.00
181.0
1
547
0.36
1538
43
1538
0.8
0.8
1.00
547
0.08
547
1.00
1.00
9.6
0.1
0.0
0.3
9.7
A
70
3
0
1.00
1.00
190.0
0
362
0.36
568
76
568
3.0
9.7
1.00
362
0.21
362
1.00
1.00
15.3
0.3
0.0
0.7
15.6
B
50
8
0
290
18
0
1.00
1.00
181.0
1
547
0.36
1538
315
1538
7.5
7.5
1.00
547
0.58
547
1.00
1.00
11.8
1.5
0.0
2.6
13.2
B
40
5
0
1.00
1.00
181.0
2
511
0.47
623
43
312
2.3
9.5
1.00
511
0.08
511
1.00
1.00
11.6
0.3
0.0
0.2
11.9
B
1830
2
0
40
12
0
1.00
1.00
190.0
0
53
0.47
114
673
1789
14.5
14.5
0.06
835
0.81
835
1.00
1.00
10.3
8.2
0.0
6.9
18.4
B
190
1
0
1.00
1.00
181.0
1
189
0.47
202
207
202
6.5
21.0
1.00
189
1.09
189
1.00
1.00
22.0
92.6
0.0
6.8
114.6
F
1150
6
0
280
16
0
1.00
1.00
181.0
1
718
0.47
1538
304
1538
5.9
5.9
1.00
718
0.42
718
1.00
1.00
8.0
1.8
0.0
2.1
9.8
A
1.00
181.0
1
643
0.36
1810
337
1810
6.6
6.6
643
0.52
643
1.00
1.00
11.5
0.8
0.0
2.7
12.3
B
1130
17.7
B
4
20.0
4.0
16.0
18.0
0.0
1.00
181.0
2
585
0.36
1647
54
1647
1.0
1.0
585
0.09
585
1.00
1.00
9.7
0.1
0.0
0.3
9.7
A
445
13.2
B
8
20.0
4.0
16.0
11.7
2.8
1.00
181.0
3
2471
0.47
5294
1359
1810
14.4
14.4
1689
0.80
1689
1.00
1.00
10.2
4.2
0.0
6.1
14.4
B
2075
15.7
B
2
25.0
4.0
21.0
16.5
4.5
1.00
181.0
3
2533
0.47
5429
1250
1810
7.2
7.2
2533
0.49
2533
1.00
1.00
8.3
0.7
0.0
2.7
9.0
A
1761
21.6
C
6
25.0
4.0
21.0
23.0
0.0
17.8
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12

Movement
EBL
Lane Configurations
Volume (veh/h)
94
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
184.5
Lanes
1
Cap, veh/h
212
Arrive On Green
0.37
Sat Flow, veh/h
328
102
328
Q Serve(g_s), s
22.6
22.6
Prop In Lane
1.00
212
V/C Ratio(X)
0.48
215
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
22.9
1.7
0.0
1.9
24.5
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
468
4
0
35
14
0
1.00
1.00
184.5
1
580
0.37
1568
38
1568
1.2
1.2
1.00
580
0.07
593
1.00
1.00
16.1
0.0
0.0
0.5
16.2
B
576
3
0
1.00
1.00
184.5
1
695
0.21
1757
626
1757
17.0
17.0
1.00
695
0.90
695
1.00
1.00
11.8
14.8
0.0
10.2
26.6
C
1372
8
0
57
18
0
1.00
1.00
184.5
1
995
0.63
1568
62
1568
1.2
1.2
1.00
995
0.06
1007
1.00
1.00
5.5
0.0
0.0
0.4
5.5
A
56
5
0
1.00
1.00
190.0
0
106
0.26
185
245
1214
0.0
14.6
0.25
378
0.65
378
1.00
1.00
25.6
8.4
0.0
5.2
34.0
C
148
2
0
21
12
0
1.00
1.00
190.0
0
30
0.26
114
0
0
0.0
0.0
0.09
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
17
1
0
1.00
1.00
190.0
0
57
0.26
37
411
1760
3.1
17.7
0.04
513
0.80
513
1.00
1.00
28.0
12.4
0.0
9.4
40.4
D
268
6
0
94
16
0
1.00
1.00
190.0
0
116
0.26
437
0
0
0.0
0.0
0.25
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
184.5
2
1365
0.37
3689
509
1845
8.0
8.0
1365
0.37
1394
1.00
1.00
18.3
0.2
0.0
3.5
18.4
B
649
19.3
B
4
33.4
4.0
30.0
24.6
4.8
3
21.0
4.0
17.0
19.0
0.0
1.00
184.5
2
2341
0.63
3689
1491
1845
19.7
19.7
2341
0.64
2371
1.00
1.00
8.9
0.6
0.0
7.6
9.5
A
2179
14.3
B
8
54.4
4.0
51.0
21.7
19.9
1.00
184.5
1
242
0.26
915
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
184.5
1
340
0.26
1286
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
245
34.0
C
411
40.4
D
2
25.0
4.0
21.0
16.6
1.6
6
25.0
4.0
21.0
19.7
0.6
19.7
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
66
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
266
Arrive On Green
0.05
Sat Flow, veh/h
1740
72
1740
Q Serve(g_s), s
1.1
1.1
Prop In Lane
1.00
266
V/C Ratio(X)
0.27
312
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
11.3
0.5
0.0
0.4
11.9
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
7
6.6
4.0
4.0
3.1
0.0
2013 PM
5/7/2013
EBT
WBT
WBR
SBL
SBR
109
4
0
307
8
0
1.00
182.7
1
994
0.54
1827
118
1827
1.7
1.7
1.00
182.7
1
365
0.42
870
0
0
0.0
0.0
994
0.12
1076
1.00
1.00
5.8
0.1
0.0
0.6
5.9
A
190
8.2
A
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
287
18
0
1.00
1.00
190.0
0
341
0.42
813
646
1683
19.1
19.1
0.48
705
0.92
735
1.00
1.00
14.4
15.9
0.0
9.9
30.3
C
519
16
0
1.00
1.00
182.7
1
472
0.30
1553
564
1553
16.0
16.0
1.00
472
1.20
472
1.00
1.00
18.3
107.1
0.0
14.0
125.4
F
646
30.3
C
334
1
0
1.00
1.00
182.7
1
529
0.30
1740
363
1740
9.7
9.7
1.00
529
0.69
529
1.00
1.00
16.1
7.1
0.0
4.8
23.2
C
927
85.4
F
4
32.7
4.0
31.0
3.7
6.0
8
26.1
4.0
23.0
21.1
1.0
56.9
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
143
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
2
Cap, veh/h
497
Arrive On Green
0.45
Sat Flow, veh/h
725
155
362
Q Serve(g_s), s
10.5
16.3
Prop In Lane
1.00
497
V/C Ratio(X)
0.31
497
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
15.9
0.4
0.0
0.9
16.3
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
741
4
0
99
14
0
1.00
1.00
188.1
1
720
0.45
1599
108
1599
2.4
2.4
1.00
720
0.15
720
1.00
1.00
9.7
0.1
0.0
0.8
9.8
A
435
3
0
1.00
1.00
188.1
2
668
0.45
1193
473
596
21.5
27.0
1.00
668
0.71
668
1.00
1.00
20.3
3.5
0.0
3.7
23.7
C
771
8
0
552
18
0
1.00
1.00
188.1
1
720
0.45
1599
600
1599
19.8
19.8
1.00
720
0.83
720
1.00
1.00
14.5
8.4
0.0
8.5
22.9
C
121
5
0
1.00
1.00
188.1
2
460
0.28
778
132
389
8.8
8.8
1.00
460
0.29
460
1.00
1.00
18.6
1.6
0.0
0.9
20.1
C
398
2
0
50
12
0
1.00
1.00
188.1
1
453
0.28
1599
54
1599
1.5
1.5
1.00
453
0.12
453
1.00
1.00
15.9
0.5
0.0
0.6
16.5
B
273
1
0
1.00
1.00
188.1
2
809
0.07
3476
297
1738
3.5
3.5
1.00
809
0.37
809
1.00
1.00
13.1
0.3
0.0
1.3
13.3
B
637
6
0
618
16
0
1.00
1.00
188.1
1
666
0.42
1599
672
1599
25.0
25.0
1.00
666
1.01
666
1.00
1.00
17.5
37.0
0.0
15.7
54.5
F
1.00
188.1
3
2540
0.45
5644
805
1881
5.5
5.5
2540
0.32
2540
1.00
1.00
10.6
0.1
0.0
2.3
10.7
B
1068
11.4
B
4
31.0
4.0
27.0
18.3
7.8
1.00
188.1
3
2540
0.45
5644
838
1881
5.8
5.8
2540
0.33
2540
1.00
1.00
10.7
0.1
0.0
2.3
10.7
B
1911
17.8
B
8
31.0
4.0
27.0
29.0
0.0
1.00
188.1
2
1066
0.28
3762
433
1881
5.6
5.6
1066
0.41
1066
1.00
1.00
17.4
1.2
0.0
2.6
18.6
B
619
18.7
B
2
21.0
4.0
17.0
10.8
4.8
1
8.0
4.0
4.0
5.5
0.0
1.00
188.1
2
1568
0.42
3762
692
1881
7.9
7.9
1568
0.44
1568
1.00
1.00
12.5
0.9
0.0
3.5
13.4
B
1661
30.0
C
6
29.0
4.0
25.0
27.0
0.0
20.5
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

Movement
EBL
Lane Configurations
Volume (veh/h)
31
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
190.0
Lanes
0
Cap, veh/h
78
Arrive On Green
0.55
Sat Flow, veh/h
0
173
489
Q Serve(g_s), s
0.0
30.0
Prop In Lane
0.20
345
V/C Ratio(X)
0.50
345
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
10.7
1.1
0.0
1.0
11.9
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
EBT
128
4
0
1.00
186.3
1
267
0.55
489
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
EBR
2013 PM
5/7/2013
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
21
283
14
3
0
0
1.00
1.00
1.00
1.00
186.3 190.0
1
0
864
102
0.55
0.55
1583
0
23
558
1583
4
0.4
0.0
0.4
30.0
1.00
0.55
864
104
0.03
5.38
864
104
1.00
1.00
1.00
1.00
5.8
26.9
0.0 1992.9
0.0
0.0
0.1
58.8
5.8 2019.8
F
A
230
8
0
281
18
0
1.00
1.00
186.3
1
864
0.55
1583
305
1583
6.0
6.0
1.00
864
0.35
864
1.00
1.00
7.0
0.2
0.0
1.9
7.3
A
56
5
0
1.00
1.00
186.3
1
315
0.31
868
61
868
3.3
8.6
1.00
315
0.19
315
1.00
1.00
18.4
1.4
0.0
0.8
19.7
B
205
2
0
101
12
0
1.00
1.00
190.0
0
351
0.31
1136
161
1662
4.1
4.1
0.68
514
0.31
514
1.00
1.00
14.5
1.6
0.0
1.7
16.1
B
173
1
0
1.00
1.00
186.3
1
376
0.31
1043
188
1043
9.3
13.3
1.00
376
0.50
376
1.00
1.00
19.6
4.7
0.0
2.7
24.3
C
422
6
0
67
16
0
1.00
1.00
186.3
1
489
0.31
1583
73
1583
1.8
1.8
1.00
489
0.15
489
1.00
1.00
13.8
0.6
0.0
0.7
14.4
B
1.00
186.3
1
2
0.55
4
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
186.3
2
739
0.31
2389
172
1863
3.9
3.9
196
11.1
B
863
1308.5
F
576
0.30
576
1.00
1.00
14.5
1.3
0.0
1.8
15.8
B
394
16.5
B
4
34.0
4.0
30.0
32.0
0.0
8
34.0
4.0
30.0
32.0
0.0
2
21.0
4.0
17.0
10.6
3.2
1.00
186.3
2
1152
0.31
3725
459
1863
5.3
5.3
1152
0.40
1152
1.00
1.00
15.0
1.0
0.0
2.4
16.0
B
720
18.0
B
6
21.0
4.0
17.0
15.3
1.0
529.6
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

Movement
EBL
Lane Configurations
Volume (veh/h)
176
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
314
Arrive On Green
0.36
Sat Flow, veh/h
846
191
846
Q Serve(g_s), s
8.2
16.0
Prop In Lane
1.00
314
V/C Ratio(X)
0.61
314
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
19.2
3.3
0.0
2.3
22.5
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
162
4
0
10
14
0
1.00
1.00
188.1
1
569
0.36
1599
11
1599
0.2
0.2
1.00
569
0.02
569
1.00
1.00
9.4
0.0
0.0
0.1
9.4
A
39
3
0
1.00
1.00
188.1
1
508
0.36
1203
42
1203
1.2
4.2
1.00
508
0.08
508
1.00
1.00
11.8
0.1
0.0
0.3
11.9
B
366
8
0
159
18
0
1.00
1.00
188.1
1
569
0.36
1599
173
1599
3.5
3.5
1.00
569
0.30
569
1.00
1.00
10.5
0.3
0.0
1.2
10.8
B
29
5
0
1.00
1.00
188.1
1
302
0.47
625
32
625
1.9
12.7
1.00
302
0.11
302
1.00
1.00
14.2
0.7
0.0
0.3
14.9
B
62
2
0
14
12
0
1.00
1.00
188.1
1
746
0.47
1599
15
1599
0.2
0.2
1.00
746
0.02
746
1.00
1.00
6.5
0.0
0.0
0.1
6.5
A
933
1
0
1.00
1.00
188.1
1
752
0.47
1324
1014
1324
20.1
21.0
1.00
752
1.35
752
1.00
1.00
14.6
165.8
0.0
42.3
180.4
F
536
6
0
288
16
0
1.00
1.00
188.1
1
746
0.47
1599
313
1599
5.8
5.8
1.00
746
0.42
746
1.00
1.00
8.0
1.7
0.0
2.2
9.7
A
1.00
188.1
1
669
0.36
1881
176
1881
3.0
3.0
669
0.26
669
1.00
1.00
10.3
0.2
0.0
1.2
10.5
B
378
16.5
B
4
20.0
4.0
16.0
18.0
0.0
1.00
188.1
1
669
0.36
1881
398
1881
7.8
7.8
669
0.60
669
1.00
1.00
11.9
1.4
0.0
3.3
13.3
B
613
12.5
B
8
20.0
4.0
16.0
9.8
2.6
1.00
188.1
1
878
0.47
1881
67
1881
0.9
0.9
878
0.08
878
1.00
1.00
6.6
0.2
0.0
0.4
6.8
A
114
9.0
A
2
25.0
4.0
21.0
14.7
4.7
1.00
188.1
1
878
0.47
1881
583
1881
10.8
10.8
878
0.66
878
1.00
1.00
9.3
4.0
0.0
4.8
13.2
B
1910
101.4
F
6
25.0
4.0
21.0
23.0
0.0
69.2
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

Movement
EBL
Lane Configurations
Volume (veh/h)
14
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
287
Arrive On Green
0.24
Sat Flow, veh/h
1154
15
1154
Q Serve(g_s), s
0.7
6.6
Prop In Lane
1.00
287
V/C Ratio(X)
0.05
322
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.7
0.1
0.0
0.2
21.8
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
17
4
0
59
14
0
1.00
1.00
182.7
1
379
0.24
1553
64
1553
1.9
1.9
1.00
379
0.17
427
1.00
1.00
17.3
0.2
0.0
0.7
17.5
B
237
3
0
1.00
1.00
182.7
1
428
0.24
1286
258
1286
11.2
11.6
1.00
428
0.60
467
1.00
1.00
21.2
1.9
0.0
3.6
23.1
C
95
8
0
90
18
0
1.00
1.00
190.0
0
200
0.24
820
201
1682
6.0
6.0
0.49
411
0.49
462
1.00
1.00
18.9
0.9
0.0
2.4
19.8
B
87
5
0
1.00
1.00
182.7
1
294
0.62
631
95
631
7.5
27.8
1.00
294
0.32
294
1.00
1.00
18.3
2.9
0.0
1.3
21.1
C
453
2
0
183
12
0
1.00
1.00
190.0
0
310
0.62
501
691
1739
14.7
14.7
0.29
1075
0.64
1075
1.00
1.00
7.0
3.0
0.0
5.9
10.0
A
139
1
0
1.00
1.00
182.7
1
393
0.62
735
151
735
9.5
24.2
1.00
393
0.38
393
1.00
1.00
14.7
2.8
0.0
1.9
17.5
B
702
6
0
85
16
0
1.00
1.00
190.0
0
119
0.62
193
855
1793
20.3
20.3
0.11
1108
0.77
1108
1.00
1.00
8.1
5.2
0.0
8.7
13.3
B
1.00
182.7
1
446
0.24
1827
18
1827
0.4
0.4
446
0.04
502
1.00
1.00
16.8
0.0
0.0
0.2
16.8
B
97
18.1
B
4
18.2
4.0
16.0
8.6
1.5
1.00
182.7
1
211
0.24
862
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
182.7
1
765
0.62
1238
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
182.7
1
989
0.62
1600
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
459
21.6
C
786
11.3
B
1006
14.0
B
8
18.2
4.0
16.0
13.6
0.6
2
40.0
4.0
36.0
29.8
4.9
6
40.0
4.0
36.0
26.2
7.3
14.8
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

Movement
EBL
Lane Configurations
Volume (veh/h)
40
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
184
Arrive On Green
0.11
Sat Flow, veh/h
1194
43
1194
Q Serve(g_s), s
3.2
4.7
Prop In Lane
1.00
184
V/C Ratio(X)
0.23
261
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
40.3
0.6
0.0
1.0
41.0
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
4
0
70
14
0
1.00
1.00
186.3
1
168
0.11
1583
76
1583
4.2
4.2
1.00
168
0.45
270
1.00
1.00
39.4
1.9
0.0
1.8
41.3
D
70
3
0
1.00
1.00
186.3
2
331
0.11
2411
76
1205
2.8
5.9
1.00
331
0.23
486
1.00
1.00
41.6
0.3
0.0
0.9
42.0
D
60
8
0
110
18
0
1.00
1.00
186.3
1
168
0.11
1583
120
1583
6.9
6.9
1.00
168
0.71
270
1.00
1.00
40.6
5.5
0.0
3.0
46.2
D
80
5
0
1.00
1.00
186.3
1
375
0.81
522
87
522
8.1
30.4
1.00
375
0.23
375
1.00
1.00
10.4
1.4
0.0
1.1
11.8
B
1110
2
0
70
12
0
1.00
1.00
186.3
1
1281
0.81
1583
76
1583
0.9
0.9
1.00
1281
0.06
1281
1.00
1.00
1.8
0.1
0.0
0.3
1.9
A
140
1
0
1.00
1.00
186.3
1
273
0.81
429
152
429
28.0
61.1
1.00
273
0.56
273
1.00
1.00
21.5
8.0
0.0
3.5
29.5
C
950
6
0
40
16
0
1.00
1.00
186.3
1
1281
0.81
1583
43
1583
0.5
0.5
1.00
1281
0.03
1281
1.00
1.00
1.8
0.0
0.0
0.1
1.8
A
1.00
186.3
1
198
0.11
1863
65
1863
3.0
3.0
198
0.33
317
1.00
1.00
38.9
1.0
0.0
1.5
39.9
D
184
40.7
D
4
14.0
4.0
16.0
6.7
1.3
1.00
186.3
2
395
0.11
3725
65
1863
1.5
1.5
395
0.16
634
1.00
1.00
38.2
0.2
0.0
0.7
38.4
D
261
43.0
D
8
14.0
4.0
16.0
8.9
1.1
1.00
186.3
1
1506
0.81
1863
1207
1863
33.1
33.1
1506
0.80
1506
1.00
1.00
4.9
4.6
0.0
12.3
9.5
A
1370
9.2
A
2
80.0
4.0
76.0
35.1
32.4
1.00
186.3
1
1506
0.81
1863
1033
1863
22.4
22.4
1506
0.69
1506
1.00
1.00
3.9
2.6
0.0
8.0
6.4
A
1228
9.1
A
6
80.0
4.0
76.0
63.1
11.8
14.0
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

Movement
EBL
Lane Configurations
Volume (veh/h)
50
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
300
Arrive On Green
0.51
Sat Flow, veh/h
447
54
447
Q Serve(g_s), s
4.4
12.5
Prop In Lane
1.00
300
V/C Ratio(X)
0.18
314
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
12.0
0.3
0.0
0.5
12.3
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
367
4
0
110
14
0
1.00
1.00
186.3
1
800
0.51
1583
120
1583
2.0
2.0
1.00
800
0.15
849
1.00
1.00
6.4
0.1
0.0
0.6
6.5
A
279
3
0
1.00
1.00
186.3
1
540
0.51
879
303
879
14.1
17.0
1.00
540
0.56
567
1.00
1.00
11.4
1.1
0.0
2.7
12.5
B
861
8
0
281
18
0
1.00
1.00
186.3
1
800
0.51
1583
305
1583
5.7
5.7
1.00
800
0.38
849
1.00
1.00
7.4
0.3
0.0
1.8
7.7
A
79
5
0
1.00
1.00
186.3
1
494
0.33
1198
86
1198
2.7
4.7
1.00
494
0.17
494
1.00
1.00
13.2
0.8
0.0
0.8
14.0
B
69
2
0
59
12
0
1.00
1.00
186.3
1
522
0.33
1583
64
1583
1.4
1.4
1.00
522
0.12
522
1.00
1.00
11.4
0.5
0.0
0.5
11.8
B
128
1
0
1.00
1.00
186.3
1
524
0.33
1245
139
1245
4.3
5.6
1.00
524
0.27
524
1.00
1.00
13.3
1.2
0.0
1.3
14.5
B
99
6
0
67
16
0
1.00
1.00
186.3
1
522
0.33
1583
73
1583
1.6
1.6
1.00
522
0.14
522
1.00
1.00
11.4
0.6
0.0
0.6
12.0
B
1.00
186.3
2
1882
0.51
3725
399
1863
2.9
2.9
1882
0.21
1997
1.00
1.00
6.6
0.1
0.0
1.1
6.7
A
573
7.2
A
4
28.5
4.0
26.0
14.5
8.3
1.00
186.3
2
1882
0.51
3725
936
1863
8.1
8.1
1882
0.50
1997
1.00
1.00
7.9
0.2
0.0
2.9
8.1
A
1544
8.9
A
8
28.5
4.0
26.0
19.0
5.5
1.00
186.3
1
614
0.33
1863
75
1863
1.4
1.4
614
0.12
614
1.00
1.00
11.3
0.4
0.0
0.6
11.8
B
225
12.6
B
2
20.0
4.0
16.0
6.7
1.5
1.00
186.3
1
614
0.33
1863
108
1863
2.0
2.0
614
0.18
614
1.00
1.00
11.6
0.6
0.0
0.9
12.2
B
320
13.2
B
6
20.0
4.0
16.0
7.6
1.5
9.4
A
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

Movement
EBL
Lane Configurations
Volume (veh/h)
360
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
287
Arrive On Green
0.08
Sat Flow, veh/h
3442
391
1721
Q Serve(g_s), s
4.0
4.0
Prop In Lane
1.00
287
V/C Ratio(X)
1.36
287
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
22.0
184.4
0.0
8.9
206.4
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
4
0
340
14
0
1.00
1.00
186.3
1
0
0.00
210
3
0
1.00
1.00
186.3
1
150
0.33
1008
228
1008
0.0
0.1
1.00
150
1.52
150
1.00
1.00
16.1
265.0
0.0
12.2
281.0
F
590
8
0
240
18
0
1.00
1.00
186.3
1
528
0.33
1583
261
1583
6.3
6.3
1.00
528
0.49
528
1.00
1.00
12.8
0.7
0.0
2.2
13.5
B
280
5
0
1.00
1.00
186.3
1
258
0.33
538
304
538
9.6
16.0
1.00
258
1.18
258
1.00
1.00
22.0
113.4
0.0
11.0
135.4
F
200
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
570
6
0
390
16
0
1.00
1.00
186.3
1
528
0.33
1583
424
1583
11.7
11.7
1.00
528
0.80
528
1.00
1.00
14.6
12.2
0.0
5.8
26.8
C
1.00
0.0
0
0
0.00
391
206.4
F
7
8.0
4.0
4.0
6.0
0.0
1.00
186.3
1
621
0.33
1863
641
1863
16.0
16.0
621
1.03
621
1.00
1.00
16.0
44.7
0.0
14.1
60.7
F
1130
94.2
F
8
20.0
4.0
16.0
18.0
0.0
1.00
186.3
2
1242
0.33
3725
217
1863
2.0
2.0
1242
0.17
1242
1.00
1.00
11.3
0.3
0.0
0.8
11.6
B
521
83.8
F
2
20.0
4.0
16.0
18.0
0.0
1.00
186.3
2
1242
0.33
3725
620
1863
6.4
6.4
1242
0.50
1242
1.00
1.00
12.8
1.4
0.0
2.7
14.2
B
1044
19.3
B
6
20.0
4.0
16.0
13.7
1.7
81.4
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

Movement
EBL
Lane Configurations
Volume (veh/h)
441
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
535
Arrive On Green
0.29
Sat Flow, veh/h
1393
479
1393
Q Serve(g_s), s
15.9
16.0
Prop In Lane
1.00
535
V/C Ratio(X)
0.90
535
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
20.8
17.6
0.0
8.9
38.4
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
7
4
0
215
14
0
1.00
1.00
188.1
1
465
0.29
1599
234
1599
6.7
6.7
1.00
465
0.50
465
1.00
1.00
16.2
0.9
0.0
2.5
17.1
B
14
3
0
1.00
1.00
188.1
1
462
0.29
1145
15
1145
0.5
0.6
1.00
462
0.03
462
1.00
1.00
14.1
0.0
0.0
0.1
14.1
B
5
8
0
19
18
0
1.00
1.00
188.1
1
465
0.29
1599
21
1599
0.5
0.5
1.00
465
0.05
465
1.00
1.00
14.0
0.0
0.0
0.2
14.1
B
150
5
0
1.00
1.00
188.1
1
133
0.56
250
163
250
0.6
31.0
1.00
133
1.22
133
1.00
1.00
27.5
149.5
0.0
7.3
176.9
F
190
2
0
8
12
0
1.00
1.00
188.1
1
901
0.56
1599
9
1599
0.1
0.1
1.00
901
0.01
901
1.00
1.00
5.3
0.0
0.0
0.0
5.3
A
11
1
0
1.00
1.00
188.1
1
728
0.56
1172
12
1172
0.3
3.2
1.00
728
0.02
728
1.00
1.00
6.7
0.0
0.0
0.1
6.7
A
968
6
0
739
16
0
1.00
1.00
188.1
1
901
0.56
1599
803
1599
24.2
24.2
1.00
901
0.89
901
1.00
1.00
10.5
12.9
0.0
10.8
23.4
C
1.00
188.1
2
1095
0.29
3762
8
1881
0.1
0.1
1095
0.01
1095
1.00
1.00
13.9
0.0
0.0
0.0
13.9
B
721
31.2
C
4
20.0
4.0
16.0
18.0
0.0
1.00
188.1
2
1095
0.29
3762
5
1881
0.1
0.1
1095
0.00
1095
1.00
1.00
13.8
0.0
0.0
0.0
13.8
B
41
14.0
B
8
20.0
4.0
16.0
2.6
2.3
1.00
188.1
1
1060
0.56
1881
207
1881
3.0
3.0
1060
0.20
1060
1.00
1.00
5.9
0.4
0.0
1.2
6.3
A
379
79.7
E
2
35.0
4.0
31.0
33.0
0.0
1.00
188.1
1
1060
0.56
1881
1052
1881
30.4
30.4
1060
0.99
1060
1.00
1.00
11.9
25.8
0.0
18.7
37.7
D
1867
31.4
C
6
35.0
4.0
31.0
32.4
0.0
37.2
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

Movement
EBL
Lane Configurations
Volume (veh/h)
270
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
503
Arrive On Green
0.32
Sat Flow, veh/h
1418
293
709
Q Serve(g_s), s
7.6
16.0
Prop In Lane
1.00
503
V/C Ratio(X)
0.58
503
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
22.2
1.7
0.0
1.8
23.9
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
180
4
0
40
14
0
1.00
1.00
186.3
1
507
0.32
1583
43
1583
0.9
0.9
1.00
507
0.08
507
1.00
1.00
11.9
0.1
0.0
0.3
12.0
B
360
3
0
1.00
1.00
186.3
2
817
0.32
2205
391
1102
8.2
12.2
1.00
817
0.48
817
1.00
1.00
17.6
0.4
0.0
2.1
18.0
B
340
8
0
320
18
0
1.00
1.00
186.3
1
507
0.32
1583
348
1583
9.6
9.6
1.00
507
0.69
507
1.00
1.00
14.8
3.9
0.0
3.8
18.7
B
40
5
0
1.00
1.00
186.3
1
205
0.52
251
43
251
7.8
21.6
1.00
205
0.21
205
1.00
1.00
17.2
2.3
0.0
0.6
19.5
B
1380
2
0
150
12
0
1.00
1.00
186.3
1
823
0.52
1583
163
1583
2.8
2.8
1.00
823
0.20
823
1.00
1.00
6.4
0.5
0.0
0.9
7.0
A
170
1
0
1.00
1.00
186.3
2
401
0.52
578
185
289
9.8
26.0
1.00
401
0.46
401
1.00
1.00
22.0
3.8
0.0
1.3
25.8
C
1250
6
0
440
16
0
1.00
1.00
186.3
1
823
0.52
1583
478
1583
10.4
10.4
1.00
823
0.58
823
1.00
1.00
8.3
3.0
0.0
3.9
11.2
B
1.00
186.3
1
596
0.32
1863
196
1863
4.0
4.0
596
0.33
596
1.00
1.00
12.9
0.3
0.0
1.7
13.2
B
532
19.0
B
4
20.0
4.0
16.0
18.0
0.0
1.00
186.3
1
596
0.32
1863
370
1863
8.4
8.4
596
0.62
596
1.00
1.00
14.4
2.0
0.0
3.7
16.4
B
1109
17.7
B
8
20.0
4.0
16.0
14.2
1.3
1.00
186.3
2
1937
0.52
3725
1500
1863
16.2
16.2
1937
0.77
1937
1.00
1.00
9.6
3.1
0.0
6.7
12.7
B
1706
12.4
B
2
30.0
4.0
26.0
23.6
2.4
1.00
186.3
2
1937
0.52
3725
1359
1863
13.8
13.8
1937
0.70
1937
1.00
1.00
9.1
2.1
0.0
5.5
11.2
B
2022
12.6
B
6
30.0
4.0
26.0
28.0
0.0
14.2
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

Movement
EBL
Lane Configurations
Volume (veh/h)
390
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
828
Arrive On Green
0.31
Sat Flow, veh/h
2097
424
1048
Q Serve(g_s), s
9.3
11.9
Prop In Lane
1.00
828
V/C Ratio(X)
0.51
866
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
17.1
0.5
0.0
2.2
17.6
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2013 PM
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
180
4
0
150
14
0
1.00
1.00
186.3
1
487
0.31
1583
163
1583
3.9
3.9
1.00
487
0.33
516
1.00
1.00
13.1
0.4
0.0
1.4
13.5
B
150
3
0
1.00
1.00
190.0
0
377
0.31
749
163
749
7.2
11.2
1.00
377
0.43
395
1.00
1.00
17.5
0.8
0.0
1.7
18.3
B
110
8
0
160
18
0
1.00
1.00
186.3
1
487
0.31
1583
174
1583
4.2
4.2
1.00
487
0.36
516
1.00
1.00
13.2
0.4
0.0
1.5
13.7
B
220
5
0
1.00
1.00
186.3
2
309
0.53
115
239
57
6.7
26.0
1.00
309
0.77
309
1.00
1.00
24.3
17.1
0.0
2.1
41.4
D
1840
2
0
100
12
0
1.00
1.00
190.0
0
151
0.53
285
693
1812
14.3
14.3
0.16
959
0.72
959
1.00
1.00
8.8
4.7
0.0
6.4
13.5
B
260
1
0
1.00
1.00
186.3
1
192
0.53
193
283
193
11.7
26.0
1.00
192
1.47
192
1.00
1.00
23.2
237.8
0.0
14.9
260.9
F
2340
6
0
680
16
0
1.00
1.00
186.3
1
838
0.53
1583
739
1583
20.2
20.2
1.00
838
0.88
838
1.00
1.00
10.2
12.9
0.0
9.4
23.1
C
1.00
186.3
1
573
0.31
1863
196
1863
4.0
4.0
573
0.34
607
1.00
1.00
13.2
0.4
0.0
1.7
13.5
B
783
15.7
B
4
19.1
4.0
16.0
13.9
1.3
1.00
186.3
2
522
0.31
1695
120
1695
2.6
2.6
522
0.23
552
1.00
1.00
12.7
0.2
0.0
1.0
12.9
B
457
15.1
B
8
19.1
4.0
16.0
13.2
1.6
1.00
186.3
3
2780
0.53
5253
1416
1863
14.2
14.2
1972
0.72
1972
1.00
1.00
8.8
2.3
0.0
5.9
11.1
B
2348
14.9
B
2
30.0
4.0
26.0
28.0
0.0
1.00
186.3
3
2958
0.53
5588
2543
1863
19.3
19.3
2958
0.86
2958
1.00
1.00
10.0
3.5
0.0
8.3
13.5
B
3565
35.1
D
6
30.0
4.0
26.0
28.0
0.0
25.1
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12

Movement
EBL
Lane Configurations
Volume (veh/h)
140
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
177.6
Lanes
1
Cap, veh/h
418
Arrive On Green
0.42
Sat Flow, veh/h
715
152
715
Q Serve(g_s), s
9.4
9.4
Prop In Lane
1.00
418
V/C Ratio(X)
0.36
418
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.0
0.5
0.0
1.5
13.5
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1820
4
0
100
14
0
1.00
1.00
177.6
1
628
0.42
1509
109
1509
2.7
2.7
1.00
628
0.17
630
1.00
1.00
11.0
0.1
0.0
0.9
11.1
B
300
3
0
1.00
1.00
177.6
1
303
0.10
1691
326
1691
6.0
6.0
1.00
303
1.08
303
1.00
1.00
13.6
73.6
0.0
8.1
87.3
F
550
8
0
85
18
0
1.00
1.00
177.6
1
880
0.58
1509
92
1509
1.6
1.6
1.00
880
0.10
882
1.00
1.00
5.6
0.1
0.0
0.5
5.6
A
200
5
0
1.00
1.00
190.0
0
231
0.28
462
328
699
9.6
17.0
0.66
298
1.10
298
1.00
1.00
26.8
81.8
0.0
11.1
108.6
F
330
2
0
250
12
0
1.00
1.00
190.0
0
220
0.28
774
520
1479
17.0
17.0
0.52
420
1.24
420
1.00
1.00
21.5
126.3
0.0
20.5
147.7
F
30
1
0
1.00
1.00
190.0
0
100
0.28
0
50
106
0.0
17.0
0.66
130
0.38
130
1.00
1.00
20.0
8.3
0.0
1.0
28.3
C
165
6
0
60
16
0
1.00
1.00
190.0
0
125
0.28
440
227
1538
7.4
7.4
0.29
436
0.52
436
1.00
1.00
18.0
4.4
0.0
3.2
22.4
C
1.00
177.6
3
2216
0.42
5327
1978
1776
20.7
20.7
2216
0.89
2222
1.00
1.00
16.3
5.1
0.0
9.1
21.3
C
2239
20.3
C
4
28.9
4.0
25.0
22.7
2.3
3
10.0
4.0
6.0
8.0
0.0
1.00
177.6
3
3105
0.58
5327
598
1776
3.2
3.2
3105
0.19
3111
1.00
1.00
5.9
0.0
0.0
1.1
5.9
A
1016
32.0
C
8
38.9
4.0
35.0
5.2
25.0
1.00
177.6
2
267
0.28
942
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
177.6
2
342
0.28
1204
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
848
132.6
F
277
23.5
C
2
21.0
4.0
17.0
19.0
0.0
6
21.0
4.0
17.0
19.0
0.0
44.9
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
1480
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
179.2
Lanes
1
Cap, veh/h
1145
Arrive On Green
0.63
Sat Flow, veh/h
1707
1609
1707
Q Serve(g_s), s
75.0
75.0
Prop In Lane
1.00
1145
V/C Ratio(X)
1.41
1145
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
18.1
187.6
0.0
205.7
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
79.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
WBT
WBR
SBL
SBR
800
4
0
355
8
0
1.00
179.2
2
2838
0.79
3585
870
1792
8.0
8.0
1.00
179.2
2
478
0.13
3585
386
1792
12.5
12.5
2838
0.31
2838
1.00
1.00
3.4
0.1
0.0
2.8
3.5
A
2479
134.7
F
478
0.81
478
1.00
1.00
50.5
9.9
0.0
6.4
60.4
E
837
360.2
F
415
18
0
1.00
1.00
179.2
1
203
0.13
1524
451
1524
16.0
16.0
1.00
203
2.22
203
1.00
1.00
52.0
564.7
0.0
38.1
616.7
F
125
1
0
1.00
1.00
179.2
1
242
0.14
1707
136
1707
8.9
8.9
1.00
242
0.56
242
1.00
1.00
48.0
9.1
0.0
4.5
57.2
E
359
97.2
F
205
16
0
1.00
1.00
179.2
1
216
0.14
1524
223
1524
17.0
17.0
1.00
216
1.03
216
1.00
1.00
51.5
70.2
0.0
17.5
121.7
F
4
99.0
4.0
95.0
10.0
17.0
8
20.0
4.0
16.0
18.0
0.0
182.4
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
1250
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
2
Cap, veh/h
491
Arrive On Green
0.52
Sat Flow, veh/h
817
1359
409
Q Serve(g_s), s
54.5
62.0
Prop In Lane
1.00
491
V/C Ratio(X)
2.77
491
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
39.4
801.6
0.0
841.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2450
4
0
60
14
0
1.00
1.00
182.7
1
802
0.52
1553
65
1553
2.5
2.5
1.00
802
0.08
802
1.00
1.00
14.6
0.0
0.0
1.0
14.7
B
80
3
0
1.00
1.00
182.7
2
132
0.52
198
87
99
7.2
62.0
1.00
132
0.66
132
1.00
1.00
59.5
11.5
0.0
1.6
71.0
E
580
8
0
600
18
0
1.00
1.00
182.7
1
802
0.52
1553
652
1553
42.0
42.0
1.00
802
0.81
802
1.00
1.00
24.2
6.4
0.0
17.2
30.5
C
85
5
0
1.00
1.00
182.7
2
502
0.26
1478
92
739
5.9
5.9
1.00
502
0.18
502
1.00
1.00
35.2
0.8
0.0
1.2
36.0
D
1060
2
0
635
12
0
1.00
1.00
182.7
1
401
0.26
1553
690
1553
31.0
31.0
1.00
401
1.72
401
1.00
1.00
44.5
334.4
0.0
49.5
378.9
F
810
1
0
1.00
1.00
182.7
2
422
0.13
3375
880
1688
15.0
15.0
1.00
422
2.09
422
1.00
1.00
52.5
496.6
0.0
35.7
549.1
F
320
6
0
280
16
0
1.00
1.00
182.7
1
647
0.42
1553
304
1553
17.0
17.0
1.00
647
0.47
647
1.00
1.00
25.4
2.4
0.0
7.0
27.8
C
1.00
182.7
3
2832
0.52
5481
2663
1827
54.8
54.8
2832
0.94
2832
1.00
1.00
27.3
7.2
0.0
26.3
34.4
C
4087
302.3
F
4
66.0
4.0
62.0
64.0
0.0
1.00
182.7
3
2832
0.52
5481
630
1827
7.5
7.5
2832
0.22
2832
1.00
1.00
15.8
0.0
0.0
3.3
15.9
B
1369
26.4
C
8
66.0
4.0
62.0
64.0
0.0
1.00
182.7
2
944
0.26
3654
1152
1827
31.0
31.0
944
1.22
944
1.00
1.00
44.5
108.8
0.0
28.7
153.3
F
1934
228.2
F
2
35.0
4.0
31.0
33.0
0.0
1
19.0
4.0
15.0
17.0
0.0
1.00
182.7
2
1522
0.42
3654
348
1827
7.4
7.4
1522
0.23
1522
1.00
1.00
22.6
0.3
0.0
3.4
22.9
C
1532
326.1
F
6
54.0
4.0
50.0
19.0
20.6
248.0
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

Movement
EBL
EBT
Lane Configurations
560
Volume (veh/h)
260
Number
7
4
0
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
1.00
Parking Bus Adj
1.00
190.0 175.9
1
Lanes
0
Cap, veh/h
119
7
Arrive On Green
0.40
0.40
Sat Flow, veh/h
0
17
892
0
0
17
Q Serve(g_s), s
0.0
0.0
16.0
0.0
Prop In Lane
0.32
125
0
V/C Ratio(X)
7.12
0.00
125
0
HCM Platoon Ratio
1.00
1.00
0.00
Upstream Filter(I)
1.00
19.1
0.0
0.0
2769.8
0.0
0.0
0.0
Lane Grp Delay (d), s/veh 2789.0
0.0
Lane Grp LOS
F
Approach Vol, veh/h
1066
2335.1
Approach LOS
F
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
160
14
0
1.00
1.00
175.9
1
598
0.40
1495
174
1495
3.2
3.2
1.00
598
0.29
598
1.00
1.00
8.1
0.3
0.0
1.0
8.4
A
190
3
0
1.00
1.00
190.0
0
131
0.40
0
457
134
0.0
16.0
0.45
185
2.48
185
1.00
1.00
15.5
680.6
0.0
35.8
696.1
F
230
8
0
140
18
0
1.00
1.00
175.9
1
598
0.40
1495
152
1495
2.7
2.7
1.00
598
0.25
598
1.00
1.00
8.0
0.2
0.0
0.8
8.2
A
230
5
0
1.00
1.00
175.9
1
290
0.40
493
250
493
8.9
16.0
1.00
290
0.86
290
1.00
1.00
18.1
27.2
0.0
4.4
45.2
D
1150
2
0
400
12
0
1.00
1.00
190.0
0
340
0.40
849
825
1609
16.0
16.0
0.53
644
1.28
644
1.00
1.00
12.0
138.1
0.0
29.7
150.1
F
300
1
0
1.00
1.00
175.9
1
180
0.40
275
326
275
0.0
16.0
1.00
180
1.81
180
1.00
1.00
20.0
386.1
0.0
20.9
406.1
F
740
6
0
250
16
0
1.00
1.00
175.9
1
598
0.40
1495
272
1495
5.3
5.3
1.00
598
0.45
598
1.00
1.00
8.8
2.5
0.0
1.9
11.3
B
4
20.0
4.0
16.0
18.0
0.0
1.00
175.9
1
54
0.40
134
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
2
1008
0.40
2520
860
1759
16.0
16.0
609
524.4
F
704
1.22
704
1.00
1.00
12.0
112.6
0.0
27.5
124.6
F
1935
125.2
F
8
20.0
4.0
16.0
18.0
0.0
2
20.0
4.0
16.0
18.0
0.0
1.00
175.9
2
1407
0.40
3519
804
1759
7.1
7.1
1407
0.57
1407
1.00
1.00
9.3
1.7
0.0
2.8
11.0
B
1402
102.9
F
6
20.0
4.0
16.0
18.0
0.0
637.5
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

Movement
EBL
Lane Configurations
Volume (veh/h)
800
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
607
Arrive On Green
0.59
Sat Flow, veh/h
945
870
945
Q Serve(g_s), s
37.3
41.0
Prop In Lane
1.00
607
V/C Ratio(X)
1.43
607
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
19.5
204.7
0.0
224.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
315
4
0
50
14
0
1.00
1.00
188.1
1
937
0.59
1599
54
1599
1.0
1.0
1.00
937
0.06
937
1.00
1.00
6.2
0.0
0.0
0.3
6.2
A
75
3
0
1.00
1.00
188.1
1
594
0.59
994
82
994
3.2
9.6
1.00
594
0.14
594
1.00
1.00
9.8
0.1
0.0
0.7
9.9
A
195
8
0
220
18
0
1.00
1.00
188.1
1
937
0.59
1599
239
1599
5.1
5.1
1.00
937
0.26
937
1.00
1.00
7.1
0.1
0.0
1.7
7.2
A
55
5
0
1.00
1.00
188.1
1
216
0.30
664
60
664
5.8
14.8
1.00
216
0.28
216
1.00
1.00
26.5
3.2
0.0
1.1
29.6
C
160
2
0
25
12
0
1.00
1.00
188.1
1
480
0.30
1599
27
1599
0.8
0.8
1.00
480
0.06
480
1.00
1.00
17.4
0.2
0.0
0.3
17.7
B
355
1
0
1.00
1.00
188.1
1
375
0.30
1188
386
1188
16.0
21.0
1.00
375
1.03
375
1.00
1.00
29.2
54.6
0.0
12.1
83.8
F
270
6
0
495
16
0
1.00
1.00
188.1
1
480
0.30
1599
538
1599
21.0
21.0
1.00
480
1.12
480
1.00
1.00
24.5
78.7
0.0
18.5
103.2
F
1.00
188.1
1
1102
0.59
1881
342
1881
6.4
6.4
1102
0.31
1102
1.00
1.00
7.3
0.2
0.0
2.5
7.5
A
1266
156.4
F
4
45.0
4.0
41.0
43.0
0.0
1.00
188.1
1
1102
0.59
1881
212
1881
3.7
3.7
1102
0.19
1102
1.00
1.00
6.8
0.1
0.0
1.4
6.9
A
533
7.5
A
8
45.0
4.0
41.0
11.6
10.0
1.00
188.1
1
564
0.30
1881
174
1881
5.0
5.0
564
0.31
564
1.00
1.00
18.9
1.4
0.0
2.4
20.3
C
261
22.2
C
2
25.0
4.0
21.0
16.8
2.5
1.00
188.1
1
564
0.30
1881
293
1881
9.0
9.0
564
0.52
564
1.00
1.00
20.3
3.4
0.0
4.5
23.7
C
1217
77.9
E
6
25.0
4.0
21.0
23.0
0.0
92.3
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

Movement
EBL
Lane Configurations
Volume (veh/h)
60
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
175.9
Lanes
1
Cap, veh/h
568
Arrive On Green
0.40
Sat Flow, veh/h
1161
65
1161
Q Serve(g_s), s
1.6
4.2
Prop In Lane
1.00
568
V/C Ratio(X)
0.11
568
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
9.4
0.1
0.0
0.4
9.5
Lane Grp LOS
A
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
135
4
0
85
14
0
1.00
1.00
175.9
1
598
0.40
1495
92
1495
1.6
1.6
1.00
598
0.15
598
1.00
1.00
7.7
0.1
0.0
0.5
7.8
A
410
3
0
1.00
1.00
175.9
1
551
0.40
1073
446
1073
13.8
16.0
1.00
551
0.81
551
1.00
1.00
14.3
8.9
0.0
5.3
23.1
C
30
8
0
110
18
0
1.00
1.00
190.0
0
485
0.40
1212
153
1545
2.6
2.6
0.78
618
0.25
618
1.00
1.00
8.0
0.2
0.0
0.8
8.2
A
60
5
0
1.00
1.00
175.9
1
457
0.40
888
65
888
2.2
5.7
1.00
457
0.14
457
1.00
1.00
10.2
0.7
0.0
0.5
10.9
B
680
2
0
490
12
0
1.00
1.00
190.0
0
546
0.40
1364
593
1519
15.4
15.4
0.90
607
0.98
607
1.00
1.00
11.8
31.3
0.0
9.7
43.1
D
230
1
0
1.00
1.00
175.9
1
186
0.40
409
250
409
0.6
16.0
1.00
186
1.34
186
1.00
1.00
20.0
185.6
0.0
11.3
205.6
F
390
6
0
20
16
0
1.00
1.00
190.0
0
69
0.40
172
222
1729
3.5
3.5
0.10
692
0.32
692
1.00
1.00
8.3
1.2
0.0
1.4
9.5
A
1.00
175.9
1
704
0.40
1759
147
1759
2.2
2.2
704
0.21
704
1.00
1.00
7.9
0.1
0.0
0.8
8.0
A
304
8.3
A
4
20.0
4.0
16.0
6.2
2.9
1.00
175.9
1
133
0.40
333
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
2
766
0.40
1914
679
1759
15.1
15.1
599
19.3
B
704
0.96
704
1.00
1.00
11.7
26.2
0.0
10.2
38.0
D
1337
38.9
D
8
20.0
4.0
16.0
18.0
0.0
2
20.0
4.0
16.0
17.4
0.0
1.00
175.9
2
1327
0.40
3317
224
1759
3.5
3.5
704
0.32
704
1.00
1.00
8.3
1.2
0.0
1.4
9.4
A
696
79.9
E
6
20.0
4.0
16.0
18.0
0.0
41.5
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

Movement
EBL
Lane Configurations
Volume (veh/h)
270
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
487
Arrive On Green
0.40
Sat Flow, veh/h
909
293
909
Q Serve(g_s), s
12.6
15.1
Prop In Lane
1.00
487
V/C Ratio(X)
0.60
487
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.0
2.1
0.0
2.6
15.0
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
300
4
0
490
14
0
1.00
1.00
181.0
1
615
0.40
1538
533
1538
12.7
12.7
1.00
615
0.87
615
1.00
1.00
11.0
12.4
0.0
6.0
23.4
C
65
3
0
1.00
1.00
181.0
2
684
0.40
1207
71
604
1.8
7.1
1.00
684
0.10
684
1.00
1.00
11.4
0.1
0.0
0.2
11.4
B
315
8
0
100
18
0
1.00
1.00
181.0
1
615
0.40
1538
109
1538
1.8
1.8
1.00
615
0.18
615
1.00
1.00
7.7
0.1
0.0
0.6
7.9
A
330
5
0
1.00
1.00
181.0
1
223
0.40
360
359
360
4.8
16.0
1.00
223
1.61
223
1.00
1.00
19.5
293.7
0.0
20.2
313.3
F
830
2
0
60
12
0
1.00
1.00
181.0
1
615
0.40
1538
65
1538
1.1
1.1
1.00
615
0.11
615
1.00
1.00
7.5
0.3
0.0
0.4
7.9
A
120
1
0
1.00
1.00
181.0
1
293
0.40
562
130
562
8.0
16.0
1.00
293
0.44
293
1.00
1.00
16.5
4.8
0.0
1.5
21.3
C
1060
6
0
260
16
0
1.00
1.00
181.0
1
615
0.40
1538
283
1538
5.4
5.4
1.00
615
0.46
615
1.00
1.00
8.8
2.5
0.0
2.0
11.3
B
1.00
181.0
1
724
0.40
1810
326
1810
5.3
5.3
724
0.45
724
1.00
1.00
8.8
0.4
0.0
1.9
9.2
A
1152
17.3
B
4
20.0
4.0
16.0
17.1
0.0
1.00
181.0
2
1448
0.40
3619
342
1810
2.5
2.5
1448
0.24
1448
1.00
1.00
8.0
0.1
0.0
0.9
8.0
A
522
8.5
A
8
20.0
4.0
16.0
9.1
4.3
1.00
181.0
2
1448
0.40
3619
902
1810
8.0
8.0
1448
0.62
1448
1.00
1.00
9.6
2.0
0.0
3.2
11.6
B
1326
93.1
F
2
20.0
4.0
16.0
18.0
0.0
1.00
181.0
2
1448
0.40
3619
1152
1810
11.2
11.2
1448
0.80
1448
1.00
1.00
10.6
4.6
0.0
4.8
15.2
B
1565
15.0
B
6
20.0
4.0
16.0
18.0
0.0
37.5
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

Movement
EBL
Lane Configurations
Volume (veh/h)
180
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
472
Arrive On Green
0.38
Sat Flow, veh/h
904
196
904
Q Serve(g_s), s
7.4
9.9
Prop In Lane
1.00
472
V/C Ratio(X)
0.42
497
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
11.6
0.6
0.0
1.4
12.2
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
580
4
0
350
14
0
1.00
1.00
181.0
1
589
0.38
1538
380
1538
7.9
7.9
1.00
589
0.64
633
1.00
1.00
9.8
2.0
0.0
2.7
11.9
B
50
3
0
1.00
1.00
181.0
1
322
0.38
540
54
540
3.2
8.3
1.00
322
0.17
337
1.00
1.00
12.1
0.2
0.0
0.4
12.3
B
320
8
0
100
18
0
1.00
1.00
181.0
1
589
0.38
1538
109
1538
1.8
1.8
1.00
589
0.18
633
1.00
1.00
8.0
0.1
0.0
0.6
8.1
A
150
5
0
1.00
1.00
181.0
1
491
0.41
827
163
827
6.0
7.6
1.00
491
0.33
491
1.00
1.00
9.6
1.8
0.0
1.2
11.4
B
110
2
0
100
12
0
1.00
1.00
181.0
1
633
0.41
1538
109
1538
1.7
1.7
1.00
633
0.17
633
1.00
1.00
7.3
0.6
0.0
0.6
7.8
A
230
1
0
1.00
1.00
181.0
1
621
0.41
1114
250
1114
6.9
7.6
1.00
621
0.40
621
1.00
1.00
9.3
1.9
0.0
1.8
11.2
B
220
6
0
290
16
0
1.00
1.00
181.0
1
633
0.41
1538
315
1538
5.9
5.9
1.00
633
0.50
633
1.00
1.00
8.5
2.8
0.0
2.2
11.3
B
1.00
181.0
2
1387
0.38
3619
630
1810
5.1
5.1
1387
0.45
1488
1.00
1.00
9.0
0.2
0.0
1.8
9.2
A
1206
10.5
B
4
18.9
4.0
16.0
11.9
3.0
1.00
181.0
2
1387
0.38
3619
348
1810
2.6
2.6
1387
0.25
1488
1.00
1.00
8.2
0.1
0.0
0.9
8.3
A
511
8.7
A
8
18.9
4.0
16.0
10.3
4.0
1.00
181.0
2
1488
0.41
3619
120
1810
0.8
0.8
1488
0.08
1488
1.00
1.00
7.0
0.1
0.0
0.3
7.1
A
392
9.1
A
2
20.0
4.0
16.0
9.6
2.9
1.00
181.0
2
1488
0.41
3619
239
1810
1.6
1.6
1488
0.16
1488
1.00
1.00
7.2
0.2
0.0
0.6
7.5
A
804
10.1
B
6
20.0
4.0
16.0
9.6
2.9
9.9
A
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

Movement
EBL
Lane Configurations
Volume (veh/h)
1100
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
1222
Arrive On Green
0.37
Sat Flow, veh/h
3343
1196
1672
Q Serve(g_s), s
40.6
40.6
Prop In Lane
1.00
1222
V/C Ratio(X)
0.98
1222
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
36.0
20.7
0.0
56.7
Lane Grp LOS
E
Approach Vol, veh/h
Approach LOS
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
4
0
530
14
0
1.00
1.00
181.0
1
0
0.00
25
3
0
1.00
1.00
181.0
1
63
0.09
810
27
810
0.0
0.1
1.00
63
0.43
99
1.00
1.00
52.1
4.6
0.0
0.8
56.7
E
215
8
0
100
18
0
1.00
1.00
181.0
1
146
0.09
1538
109
1538
7.9
7.9
1.00
146
0.75
214
1.00
1.00
50.7
7.8
0.0
3.5
58.5
E
105
5
0
1.00
1.00
181.0
1
240
0.44
520
114
520
21.3
32.2
1.00
240
0.48
240
1.00
1.00
32.1
6.6
0.0
3.2
38.7
D
1340
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
480
6
0
485
16
0
1.00
1.00
181.0
1
669
0.44
1538
527
1538
33.8
33.8
1.00
669
0.79
669
1.00
1.00
27.9
9.1
0.0
14.6
37.0
D
1.00
0.0
0
0
0.00
1196
56.7
E
Timer
Assigned Phs
7
46.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
1.00
181.0
2
343
0.09
3619
234
1810
7.2
7.2
343
0.68
504
1.00
1.00
50.3
2.4
0.0
3.5
52.7
D
370
54.7
D
8
14.9
4.0
16.0
9.9
1.0
1.00
181.0
2
1575
0.44
3619
1457
1810
43.7
43.7
1575
0.93
1575
1.00
1.00
30.7
10.7
0.0
22.0
41.4
D
1571
41.2
D
2
54.0
4.0
50.0
45.7
3.9
1.00
181.0
2
1575
0.44
3619
522
1810
10.9
10.9
1575
0.33
1575
1.00
1.00
21.4
0.6
0.0
5.0
22.0
C
1049
29.5
C
6
54.0
4.0
50.0
35.8
12.0
43.9
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

Movement
EBL
Lane Configurations
Volume (veh/h)
600
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
470
Arrive On Green
0.30
Sat Flow, veh/h
1372
652
1372
Q Serve(g_s), s
35.9
36.0
Prop In Lane
1.00
470
V/C Ratio(X)
1.39
470
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
44.3
186.8
0.0
231.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
4
0
110
14
0
1.00
1.00
186.3
1
475
0.30
1583
120
1583
6.9
6.9
1.00
475
0.25
475
1.00
1.00
31.8
0.3
0.0
2.8
32.1
C
5
3
0
1.00
1.00
186.3
1
437
0.30
1261
5
1261
0.3
0.4
1.00
437
0.01
437
1.00
1.00
29.6
0.0
0.0
0.1
29.6
C
5
8
0
25
18
0
1.00
1.00
186.3
1
475
0.30
1583
27
1583
1.5
1.5
1.00
475
0.06
475
1.00
1.00
29.9
0.0
0.0
0.6
30.0
C
270
5
0
1.00
1.00
186.3
1
576
0.63
904
293
904
24.7
32.2
1.00
576
0.51
576
1.00
1.00
16.4
3.2
0.0
5.9
19.6
B
1860
2
0
20
12
0
1.00
1.00
186.3
1
1003
0.63
1583
22
1583
0.6
0.6
1.00
1003
0.02
1003
1.00
1.00
8.2
0.0
0.0
0.2
8.2
A
70
1
0
1.00
1.00
186.3
1
60
0.63
205
76
205
0.0
76.0
1.00
60
1.27
60
1.00
1.00
60.0
203.9
0.0
5.3
263.9
F
250
6
0
200
16
0
1.00
1.00
186.3
1
1003
0.63
1583
217
1583
7.0
7.0
1.00
1003
0.22
1003
1.00
1.00
9.3
0.5
0.0
2.7
9.8
A
1.00
186.3
2
1118
0.30
3725
5
1863
0.1
0.1
1118
0.00
1118
1.00
1.00
29.4
0.0
0.0
0.1
29.4
C
777
199.1
F
4
40.0
4.0
36.0
38.0
0.0
1.00
186.3
2
1118
0.30
3725
5
1863
0.1
0.1
1118
0.00
1118
1.00
1.00
29.4
0.0
0.0
0.1
29.4
C
37
29.8
C
8
40.0
4.0
36.0
3.5
3.0
1.00
186.3
1
1180
0.63
1863
2022
1863
76.0
76.0
1180
1.71
1180
1.00
1.00
22.0
324.9
0.0
139.2
346.9
F
2337
302.7
F
2
80.0
4.0
76.0
78.0
0.0
1.00
186.3
1
1180
0.63
1863
272
1863
7.5
7.5
1180
0.23
1180
1.00
1.00
9.4
0.5
0.0
3.4
9.9
A
565
44.0
D
6
80.0
4.0
76.0
78.0
0.0
239.0
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

Movement
EBL
Lane Configurations
Volume (veh/h)
845
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
662
Arrive On Green
0.32
Sat Flow, veh/h
1350
918
675
Q Serve(g_s), s
13.8
16.0
Prop In Lane
1.00
662
V/C Ratio(X)
1.39
662
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.1
183.7
0.0
204.8
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
640
4
0
25
14
0
1.00
1.00
181.0
1
492
0.32
1538
27
1538
0.6
0.6
1.00
492
0.05
492
1.00
1.00
11.8
0.0
0.0
0.2
11.8
B
200
3
0
1.00
1.00
181.0
2
505
0.32
1371
217
685
7.9
16.0
1.00
505
0.43
505
1.00
1.00
21.1
0.6
0.0
1.3
21.6
C
200
8
0
480
18
0
1.00
1.00
181.0
1
492
0.32
1538
522
1538
16.0
16.0
1.00
492
1.06
492
1.00
1.00
17.0
57.6
0.0
13.2
74.6
F
45
5
0
1.00
1.00
181.0
1
144
0.52
77
49
77
0.0
26.0
1.00
144
0.34
144
1.00
1.00
25.0
6.3
0.0
0.8
31.3
C
2095
2
0
430
12
0
1.00
1.00
181.0
1
800
0.52
1538
467
1538
10.5
10.5
1.00
800
0.58
800
1.00
1.00
8.3
3.1
0.0
3.8
11.4
B
720
1
0
1.00
1.00
181.0
2
288
0.52
193
783
96
0.0
26.0
1.00
288
2.72
288
1.00
1.00
25.0
783.2
0.0
33.0
808.2
F
2040
6
0
720
16
0
1.00
1.00
181.0
1
800
0.52
1538
783
1538
24.9
24.9
1.00
800
0.98
800
1.00
1.00
11.7
27.1
0.0
13.4
38.8
D
1.00
181.0
2
1158
0.32
3619
696
1810
8.1
8.1
1158
0.60
1158
1.00
1.00
14.3
0.9
0.0
3.3
15.2
B
1641
121.2
F
4
20.0
4.0
16.0
18.0
0.0
1.00
181.0
2
1158
0.32
3619
217
1810
2.2
2.2
1158
0.19
1158
1.00
1.00
12.3
0.1
0.0
0.9
12.4
B
956
48.4
D
8
20.0
4.0
16.0
18.0
0.0
1.00
181.0
2
1882
0.52
3619
2277
1810
26.0
26.0
1882
1.21
1882
1.00
1.00
12.0
99.7
0.0
35.2
111.7
F
2793
93.5
F
2
30.0
4.0
26.0
28.0
0.0
1.00
181.0
2
1882
0.52
3619
2217
1810
26.0
26.0
1882
1.18
1882
1.00
1.00
12.0
86.0
0.0
31.6
98.0
F
3783
232.8
F
6
30.0
4.0
26.0
28.0
0.0
151.2
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

Movement
EBL
Lane Configurations
Volume (veh/h)
1060
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
872
Arrive On Green
0.47
Sat Flow, veh/h
1686
1152
843
Q Serve(g_s), s
30.3
35.0
Prop In Lane
1.00
872
V/C Ratio(X)
1.32
872
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
25.7
152.3
0.0
178.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
660
4
0
170
14
0
1.00
1.00
181.0
1
718
0.47
1538
185
1538
5.5
5.5
1.00
718
0.26
718
1.00
1.00
12.1
0.2
0.0
1.9
12.3
B
120
3
0
1.00
1.00
190.0
0
166
0.47
149
130
149
8.7
35.0
1.00
166
0.78
166
1.00
1.00
35.2
21.4
0.0
3.4
56.6
E
160
8
0
300
18
0
1.00
1.00
181.0
1
718
0.47
1538
326
1538
10.8
10.8
1.00
718
0.45
718
1.00
1.00
13.5
0.5
0.0
3.8
14.0
B
150
5
0
1.00
1.00
181.0
2
305
0.43
440
163
220
19.3
32.0
1.00
305
0.53
305
1.00
1.00
30.8
6.6
0.0
1.8
37.4
D
1850
2
0
50
12
0
1.00
1.00
190.0
0
60
0.43
141
683
1785
26.7
26.7
0.08
761
0.90
761
1.00
1.00
20.0
15.5
0.0
14.3
35.4
D
100
1
0
1.00
1.00
181.0
1
110
0.43
195
109
195
5.3
32.0
1.00
110
0.99
110
1.00
1.00
37.2
83.7
0.0
4.6
120.8
F
1140
6
0
620
16
0
1.00
1.00
181.0
1
656
0.43
1538
674
1538
32.0
32.0
1.00
656
1.03
656
1.00
1.00
21.5
42.2
0.0
19.0
63.7
F
1.00
181.0
1
844
0.47
1810
717
1810
26.3
26.3
844
0.85
844
1.00
1.00
17.7
8.2
0.0
12.7
25.8
C
2054
109.9
F
4
39.0
4.0
35.0
37.0
0.0
1.00
181.0
2
768
0.47
1647
174
1647
4.7
4.7
768
0.23
768
1.00
1.00
11.9
0.1
0.0
1.8
12.1
B
630
22.2
C
8
39.0
4.0
35.0
37.0
0.0
1.00
181.0
3
2245
0.43
5263
1382
1810
26.6
26.6
1544
0.89
1544
1.00
1.00
19.9
8.4
0.0
12.9
28.4
C
2228
31.2
C
2
36.0
4.0
32.0
34.0
0.0
1.00
181.0
3
2316
0.43
5429
1239
1810
12.7
12.7
2316
0.53
2316
1.00
1.00
16.0
0.9
0.0
5.5
16.9
B
2022
38.1
D
6
36.0
4.0
32.0
34.0
0.0
55.7
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12

Movement
EBL
Lane Configurations
Volume (veh/h)
95
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
184.5
Lanes
1
Cap, veh/h
117
Arrive On Green
0.24
Sat Flow, veh/h
112
103
112
Q Serve(g_s), s
19.0
19.0
Prop In Lane
1.00
117
V/C Ratio(X)
0.88
117
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
37.5
49.1
0.0
3.7
86.6
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
850
4
0
115
14
0
1.00
1.00
184.5
1
372
0.24
1568
125
1568
5.3
5.3
1.00
372
0.34
372
1.00
1.00
25.3
0.5
0.0
2.1
25.8
C
1150
3
0
1.00
1.00
184.5
1
838
0.40
1757
1250
1757
32.0
32.0
1.00
838
1.49
838
1.00
1.00
16.9
227.9
0.0
61.4
244.8
F
2370
8
0
60
18
0
1.00
1.00
184.5
1
1078
0.69
1568
65
1568
1.1
1.1
1.00
1078
0.06
1078
1.00
1.00
4.1
0.0
0.0
0.3
4.1
A
165
5
0
1.00
1.00
190.0
0
182
0.21
433
179
433
7.5
17.0
1.00
182
0.98
182
1.00
1.00
38.1
62.7
0.0
6.7
100.7
F
150
2
0
40
12
0
1.00
1.00
190.0
0
72
0.21
338
206
1619
9.2
9.2
0.21
344
0.60
344
1.00
1.00
28.4
7.5
0.0
4.4
35.9
D
20
1
0
1.00
1.00
190.0
0
67
0.21
81
217
1671
0.6
9.8
0.10
405
0.54
405
1.00
1.00
28.2
5.0
0.0
4.4
33.2
C
270
6
0
95
16
0
1.00
1.00
190.0
0
168
0.21
789
201
1539
9.5
9.5
0.51
327
0.61
327
1.00
1.00
28.5
8.4
0.0
4.3
36.9
D
1.00
184.5
3
1314
0.24
5534
924
1845
12.2
12.2
1314
0.70
1314
1.00
1.00
27.9
1.7
0.0
5.7
29.6
C
1152
34.3
C
4
23.0
4.0
19.0
21.0
0.0
3
36.0
4.0
32.0
34.0
0.0
1.00
184.5
3
3805
0.69
5534
2576
1845
21.8
21.8
3805
0.68
3805
1.00
1.00
7.3
0.5
0.0
8.0
7.8
A
3891
83.9
F
8
59.0
4.0
55.0
23.8
29.7
1.00
184.5
2
272
0.21
1281
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
184.5
2
497
0.21
2340
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
385
66.1
E
418
35.0
C
2
21.0
4.0
17.0
19.0
0.0
6
21.0
4.0
17.0
11.8
2.2
69.4
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
450
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
364
Arrive On Green
0.17
Sat Flow, veh/h
1740
489
1740
Q Serve(g_s), s
21.0
21.0
Prop In Lane
1.00
364
V/C Ratio(X)
1.34
364
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
35.8
171.1
0.0
206.9
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
25.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
WBT
WBR
SBL
SBR
430
4
0
750
8
0
1.00
182.7
2
1492
0.41
3654
467
1827
10.4
10.4
1.00
182.7
2
731
0.20
3654
815
1827
24.0
24.0
1492
0.31
1492
1.00
1.00
24.1
0.1
0.0
4.8
24.2
C
956
117.7
F
731
1.12
731
1.00
1.00
48.0
69.6
0.0
18.3
117.6
F
1130
113.5
F
290
18
0
1.00
1.00
182.7
1
311
0.20
1553
315
1553
24.0
24.0
1.00
311
1.01
311
1.00
1.00
48.0
54.7
0.0
14.3
102.7
F
340
1
0
1.00
1.00
182.7
1
913
0.52
1740
370
1740
15.4
15.4
1.00
913
0.41
913
1.00
1.00
17.2
1.3
0.0
6.8
18.5
B
1718
261.4
F
1240
16
0
1.00
1.00
182.7
1
815
0.52
1553
1348
1553
63.0
63.0
1.00
815
1.65
815
1.00
1.00
28.5
299.5
0.0
107.7
328.0
F
4
53.0
4.0
49.0
12.4
13.6
8
28.0
4.0
24.0
26.0
0.0
181.3
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
250
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
2
Cap, veh/h
317
Arrive On Green
0.34
Sat Flow, veh/h
240
272
120
Q Serve(g_s), s
6.0
17.0
Prop In Lane
1.00
317
V/C Ratio(X)
0.86
317
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
24.7
20.4
0.0
2.5
45.1
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1250
4
0
120
14
0
1.00
1.00
188.1
1
544
0.34
1599
130
1599
2.9
2.9
1.00
544
0.24
544
1.00
1.00
11.9
0.2
0.0
1.0
12.1
B
730
3
0
1.00
1.00
188.1
2
378
0.34
690
793
345
6.5
17.0
1.00
378
2.10
378
1.00
1.00
24.2
502.6
0.0
28.6
526.8
F
1300
8
0
1060
18
0
1.00
1.00
188.1
1
544
0.34
1599
1152
1599
17.0
17.0
1.00
544
2.12
544
1.00
1.00
16.5
509.7
0.0
82.9
526.2
F
200
5
0
1.00
1.00
188.1
2
356
0.34
292
217
146
11.6
17.0
1.00
356
0.61
356
1.00
1.00
23.2
7.6
0.0
1.6
30.8
C
810
2
0
160
12
0
1.00
1.00
188.1
1
544
0.34
1599
174
1599
4.0
4.0
1.00
544
0.32
544
1.00
1.00
12.2
1.6
0.0
1.6
13.8
B
480
1
0
1.00
1.00
188.1
2
278
0.08
3476
522
1738
4.0
4.0
1.00
278
1.88
278
1.00
1.00
23.0
408.2
0.0
17.4
431.2
F
1210
6
0
970
16
0
1.00
1.00
188.1
1
800
0.50
1599
1054
1599
25.0
25.0
1.00
800
1.32
800
1.00
1.00
12.5
152.0
0.0
41.8
164.5
F
1.00
188.1
3
1919
0.34
5644
1359
1881
10.5
10.5
1919
0.71
1919
1.00
1.00
14.3
1.2
0.0
4.5
15.6
B
1761
19.9
B
4
21.0
4.0
17.0
19.0
0.0
1.00
188.1
3
1919
0.34
5644
1413
1881
11.0
11.0
1919
0.74
1919
1.00
1.00
14.5
1.5
0.0
4.7
16.0
B
3358
311.7
F
8
21.0
4.0
17.0
19.0
0.0
1.00
188.1
2
1279
0.34
3762
880
1881
10.1
10.1
1279
0.69
1279
1.00
1.00
14.2
3.0
0.0
4.6
17.3
B
1271
19.1
B
2
21.0
4.0
17.0
19.0
0.0
1
8.0
4.0
4.0
6.0
0.0
1.00
188.1
2
1881
0.50
3762
1315
1881
13.4
13.4
1881
0.70
1881
1.00
1.00
9.6
2.2
0.0
5.5
11.8
B
2891
143.2
F
6
29.0
4.0
25.0
27.0
0.0
163.8
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

Movement
EBL
Lane Configurations
Volume (veh/h)
150
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
190.0
Lanes
0
Cap, veh/h
81
Arrive On Green
0.48
Sat Flow, veh/h
0
456
178
Q Serve(g_s), s
0.0
29.0
Prop In Lane
0.36
167
V/C Ratio(X)
2.73
167
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
15.8
793.1
0.0
808.9
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
EBT
270
4
0
1.00
186.3
1
86
0.48
178
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
EBR
2040 PM - No-Build
5/7/2013
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
70
330
14
3
0
0
1.00
1.00
1.00
1.00
186.3 190.0
1
0
765
85
0.48
0.48
1583
0
76
859
1583
0
1.6
0.0
1.6
29.0
1.00
0.42
765
85
0.10 10.10
765
85
1.00
1.00
1.00
1.00
8.4
30.0
0.1 4116.9
0.0
0.0
0.5
98.5
8.5 4146.9
F
A
460
8
0
400
18
0
1.00
1.00
186.3
1
765
0.48
1583
435
1583
11.7
11.7
1.00
765
0.57
765
1.00
1.00
11.0
1.0
0.0
4.2
12.0
B
190
5
0
1.00
1.00
186.3
1
180
0.38
407
207
407
8.8
23.0
1.00
180
1.15
180
1.00
1.00
28.5
113.7
0.0
8.3
142.3
F
530
2
0
110
12
0
1.00
1.00
190.0
0
238
0.38
622
338
1753
8.8
8.8
0.35
672
0.50
672
1.00
1.00
14.1
2.7
0.0
4.0
16.8
B
220
1
0
1.00
1.00
186.3
1
296
0.38
746
239
746
14.2
23.0
1.00
296
0.81
296
1.00
1.00
24.8
20.6
0.0
5.1
45.4
D
950
6
0
280
16
0
1.00
1.00
186.3
1
607
0.38
1583
304
1583
8.8
8.8
1.00
607
0.50
607
1.00
1.00
14.1
2.9
0.0
3.6
17.1
B
1.00
186.3
1
0
0.48
0
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
186.3
2
1148
0.38
2994
358
1863
8.8
8.8
532
694.5
F
1294
2756.9
F
714
0.50
714
1.00
1.00
14.1
2.5
0.0
4.2
16.6
B
903
45.5
D
4
33.0
4.0
29.0
31.0
0.0
8
33.0
4.0
29.0
31.0
0.0
2
27.0
4.0
23.0
25.0
0.0
1.00
186.3
2
1428
0.38
3725
1033
1863
14.2
14.2
1428
0.72
1428
1.00
1.00
15.8
3.2
0.0
6.5
19.0
B
1576
22.6
C
6
27.0
4.0
23.0
25.0
0.0
932.3
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

Movement
EBL
Lane Configurations
Volume (veh/h)
320
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
225
Arrive On Green
0.39
Sat Flow, veh/h
731
348
731
Q Serve(g_s), s
27.2
47.0
Prop In Lane
1.00
225
V/C Ratio(X)
1.54
225
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
50.0
265.4
0.0
315.4
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
165
4
0
10
14
0
1.00
1.00
188.1
1
626
0.39
1599
11
1599
0.5
0.5
1.00
626
0.02
626
1.00
1.00
22.4
0.0
0.0
0.2
22.4
C
40
3
0
1.00
1.00
188.1
1
453
0.39
1200
43
1200
3.0
10.7
1.00
453
0.09
453
1.00
1.00
28.1
0.1
0.0
0.9
28.2
C
370
8
0
300
18
0
1.00
1.00
188.1
1
626
0.39
1599
326
1599
18.7
18.7
1.00
626
0.52
626
1.00
1.00
27.9
0.8
0.0
7.6
28.7
C
30
5
0
1.00
1.00
188.1
1
250
0.54
590
33
590
4.8
31.1
1.00
250
0.13
250
1.00
1.00
29.2
1.1
0.0
0.8
30.3
C
80
2
0
15
12
0
1.00
1.00
188.1
1
866
0.54
1599
16
1599
0.6
0.6
1.00
866
0.02
866
1.00
1.00
12.7
0.0
0.0
0.2
12.8
B
940
1
0
1.00
1.00
188.1
1
735
0.54
1299
1022
1299
62.3
65.0
1.00
735
1.39
735
1.00
1.00
31.4
184.3
0.0
60.5
215.7
F
560
6
0
320
16
0
1.00
1.00
188.1
1
866
0.54
1599
348
1599
15.3
15.3
1.00
866
0.40
866
1.00
1.00
16.1
1.4
0.0
6.2
17.5
B
1.00
188.1
1
737
0.39
1881
179
1881
7.7
7.7
737
0.24
737
1.00
1.00
24.5
0.2
0.0
3.6
24.7
C
538
212.7
F
4
51.0
4.0
47.0
49.0
0.0
1.00
188.1
1
737
0.39
1881
402
1881
19.8
19.8
737
0.55
737
1.00
1.00
28.2
0.8
0.0
9.4
29.1
C
771
28.9
C
8
51.0
4.0
47.0
21.8
6.6
1.00
188.1
1
1019
0.54
1881
87
1881
2.7
2.7
1019
0.09
1019
1.00
1.00
13.2
0.2
0.0
1.3
13.4
B
136
17.4
B
2
69.0
4.0
65.0
33.1
14.2
1.00
188.1
1
1019
0.54
1881
609
1881
26.3
26.3
1019
0.60
1019
1.00
1.00
18.6
2.6
0.0
12.6
21.2
C
1979
121.0
F
6
69.0
4.0
65.0
67.0
0.0
110.5
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

Movement
EBL
Lane Configurations
Volume (veh/h)
20
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
200
Arrive On Green
0.36
Sat Flow, veh/h
931
22
931
Q Serve(g_s), s
1.9
22.3
Prop In Lane
1.00
200
V/C Ratio(X)
0.11
200
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
35.0
0.2
0.0
0.5
35.2
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
4
0
90
14
0
1.00
1.00
182.7
1
552
0.36
1553
98
1553
3.9
3.9
1.00
552
0.18
552
1.00
1.00
19.9
0.2
0.0
1.5
20.1
C
530
3
0
1.00
1.00
182.7
1
476
0.36
1195
576
1195
29.9
32.0
1.00
476
1.21
476
1.00
1.00
32.6
112.5
0.0
25.7
145.0
F
190
8
0
210
18
0
1.00
1.00
190.0
0
312
0.36
876
435
1672
20.4
20.4
0.52
595
0.73
595
1.00
1.00
25.3
4.6
0.0
9.0
29.9
C
90
5
0
1.00
1.00
182.7
1
337
0.56
622
98
622
9.9
22.7
1.00
337
0.29
337
1.00
1.00
18.4
2.2
0.0
1.7
20.6
C
460
2
0
370
12
0
1.00
1.00
190.0
0
838
0.56
1509
416
1561
14.5
14.5
0.97
867
0.48
867
1.00
1.00
12.1
1.9
0.0
5.5
14.0
B
280
1
0
1.00
1.00
182.7
1
318
0.56
603
304
603
35.5
50.0
1.00
318
0.96
318
1.00
1.00
31.1
40.5
0.0
10.5
71.7
E
710
6
0
90
16
0
1.00
1.00
190.0
0
224
0.56
403
426
1756
12.8
12.8
0.23
975
0.44
975
1.00
1.00
11.7
1.4
0.0
5.5
13.2
B
1.00
182.7
1
650
0.36
1827
65
1827
2.1
2.1
650
0.10
650
1.00
1.00
19.4
0.1
0.0
1.0
19.4
B
185
21.7
C
4
36.0
4.0
32.0
24.3
3.6
1.00
182.7
1
283
0.36
796
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
182.7
2
1044
0.56
1878
486
1827
14.5
14.5
1011
95.5
F
1015
0.48
1015
1.00
1.00
12.1
1.6
0.0
6.4
13.7
B
1000
14.5
B
8
36.0
4.0
32.0
34.0
0.0
2
54.0
4.0
50.0
24.7
15.5
1.00
182.7
2
1766
0.56
3179
444
1827
12.8
12.8
1015
0.44
1015
1.00
1.00
11.7
1.4
0.0
5.7
13.1
B
1174
28.3
C
6
54.0
4.0
50.0
52.0
0.0
44.0
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

Movement
EBL
Lane Configurations
Volume (veh/h)
340
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
335
Arrive On Green
0.23
Sat Flow, veh/h
1153
370
1153
Q Serve(g_s), s
19.9
21.0
Prop In Lane
1.00
335
V/C Ratio(X)
1.11
335
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
37.4
80.8
0.0
118.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
510
4
0
420
14
0
1.00
1.00
186.3
1
369
0.23
1583
457
1583
21.0
21.0
1.00
369
1.24
369
1.00
1.00
34.5
127.9
0.0
21.3
162.4
F
75
3
0
1.00
1.00
186.3
2
160
0.23
1077
82
539
0.0
21.0
1.00
160
0.51
160
1.00
1.00
45.0
2.8
0.0
1.0
47.8
D
55
8
0
150
18
0
1.00
1.00
186.3
1
369
0.23
1583
163
1583
7.9
7.9
1.00
369
0.44
369
1.00
1.00
29.5
0.8
0.0
3.2
30.3
C
455
5
0
1.00
1.00
186.3
1
236
0.68
285
495
285
49.1
61.0
1.00
236
2.10
236
1.00
1.00
28.8
510.0
0.0
38.7
538.8
F
1120
2
0
75
12
0
1.00
1.00
186.3
1
1073
0.68
1583
82
1583
1.6
1.6
1.00
1073
0.08
1073
1.00
1.00
4.9
0.1
0.0
0.6
5.1
A
170
1
0
1.00
1.00
186.3
1
300
0.68
423
185
423
33.5
47.6
1.00
300
0.62
300
1.00
1.00
18.3
9.1
0.0
4.1
27.5
C
1000
6
0
570
16
0
1.00
1.00
186.3
1
1073
0.68
1583
620
1583
18.7
18.7
1.00
1073
0.58
1073
1.00
1.00
7.7
2.3
0.0
6.9
9.9
A
1.00
186.3
1
435
0.23
1863
554
1863
21.0
21.0
435
1.27
435
1.00
1.00
34.5
140.5
0.0
26.6
175.0
F
1381
155.6
F
4
25.0
4.0
21.0
23.0
0.0
1.00
186.3
2
869
0.23
3725
60
1863
1.1
1.1
869
0.07
869
1.00
1.00
26.9
0.0
0.0
0.5
26.9
C
305
34.3
C
8
25.0
4.0
21.0
23.0
0.0
1.00
186.3
2
2525
0.68
3725
1217
1863
14.1
14.1
2525
0.48
2525
1.00
1.00
6.9
0.7
0.0
5.6
7.6
A
1794
154.0
F
2
65.0
4.0
61.0
63.0
0.0
1.00
186.3
2
2525
0.68
3725
1087
1863
11.9
11.9
2525
0.43
2525
1.00
1.00
6.6
0.5
0.0
4.9
7.1
A
1892
10.0
B
6
65.0
4.0
61.0
49.6
10.8
96.9
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

Movement
EBL
Lane Configurations
Volume (veh/h)
160
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
243
Arrive On Green
0.60
Sat Flow, veh/h
317
174
317
Q Serve(g_s), s
23.3
36.0
Prop In Lane
1.00
243
V/C Ratio(X)
0.72
243
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.7
9.6
0.0
3.2
31.3
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
510
4
0
390
14
0
1.00
1.00
186.3
1
950
0.60
1583
424
1583
8.8
8.8
1.00
950
0.45
950
1.00
1.00
6.6
0.3
0.0
2.8
6.9
A
330
3
0
1.00
1.00
186.3
1
424
0.60
573
359
573
31.8
36.0
1.00
424
0.85
424
1.00
1.00
16.5
14.8
0.0
6.9
31.3
C
1185
8
0
285
18
0
1.00
1.00
186.3
1
950
0.60
1583
310
1583
5.8
5.8
1.00
950
0.33
950
1.00
1.00
6.0
0.2
0.0
1.9
6.2
A
270
5
0
1.00
1.00
186.3
1
297
0.27
859
293
859
12.4
16.0
1.00
297
0.99
297
1.00
1.00
26.3
48.7
0.0
8.3
75.0
E
150
2
0
70
12
0
1.00
1.00
186.3
1
422
0.27
1583
76
1583
2.2
2.2
1.00
422
0.18
422
1.00
1.00
16.9
0.9
0.0
0.9
17.9
B
130
1
0
1.00
1.00
186.3
1
385
0.27
1136
141
1136
6.5
8.5
1.00
385
0.37
385
1.00
1.00
20.1
2.7
0.0
2.0
22.8
C
260
6
0
240
16
0
1.00
1.00
186.3
1
422
0.27
1583
261
1583
8.7
8.7
1.00
422
0.62
422
1.00
1.00
19.3
6.6
0.0
4.0
26.0
C
1.00
186.3
2
2235
0.60
3725
554
1863
4.2
4.2
2235
0.25
2235
1.00
1.00
5.6
0.1
0.0
1.5
5.7
A
1152
10.0
B
4
40.0
4.0
36.0
38.0
0.0
1.00
186.3
2
2235
0.60
3725
1288
1863
12.7
12.7
2235
0.58
2235
1.00
1.00
7.3
0.4
0.0
4.6
7.7
A
1957
11.8
B
8
40.0
4.0
36.0
38.0
0.0
1.00
186.3
2
993
0.27
3725
163
1863
2.0
2.0
993
0.16
993
1.00
1.00
16.9
0.4
0.0
0.9
17.2
B
532
49.1
D
2
20.0
4.0
16.0
18.0
0.0
1.00
186.3
2
993
0.27
3725
283
1863
3.6
3.6
993
0.28
993
1.00
1.00
17.5
0.7
0.0
1.7
18.2
B
685
22.1
C
6
20.0
4.0
16.0
10.7
2.6
17.5
B
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

Movement
EBL
EBT
Lane Configurations
0
Volume (veh/h)
950
Number
7
4
0
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
1.00
Parking Bus Adj
1.00
186.3
0.0
0
Lanes
2
Cap, veh/h
245
0
Arrive On Green
0.07
0.00
Sat Flow, veh/h
3442
1033
1033 1485.4
1721
F
Q Serve(g_s), s
4.0
4.0
Prop In Lane
1.00
245
V/C Ratio(X)
4.22
245
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
26.1
1459.2
0.0
Lane Grp Delay (d), s/veh 1485.4
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
350
14
0
1.00
1.00
186.3
1
0
0.00
215
3
0
1.00
1.00
186.3
1
128
0.27
999
234
999
0.0
0.1
1.00
128
1.83
248
1.00
1.00
20.6
399.3
0.0
15.4
419.8
F
590
8
0
250
18
0
1.00
1.00
186.3
1
429
0.27
1583
272
1583
8.5
8.5
1.00
429
0.63
619
1.00
1.00
18.0
1.6
0.0
3.3
19.6
B
290
5
0
1.00
1.00
186.3
1
135
0.44
61
315
61
6.4
25.0
1.00
135
2.33
135
1.00
1.00
28.0
623.1
0.0
25.2
651.1
F
670
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1280
6
0
1710
16
0
1.00
1.00
186.3
1
704
0.44
1583
1859
1583
25.0
25.0
1.00
704
2.64
704
1.00
1.00
15.6
743.0
0.0
153.7
758.7
F
7
8.0
4.0
4.0
6.0
0.0
1.00
186.3
2
1010
0.27
3725
641
1863
8.5
8.5
1010
0.63
1457
1.00
1.00
18.0
0.7
0.0
3.7
18.7
B
1147
100.7
F
8
19.3
4.0
22.0
10.5
4.7
1.00
186.3
2
1656
0.44
3725
728
1863
7.6
7.6
1656
0.44
1656
1.00
1.00
10.8
0.9
0.0
3.3
11.6
B
1043
204.8
F
2
29.0
4.0
25.0
27.0
0.0
1.00
186.3
2
1656
0.44
3725
1391
1863
18.6
18.6
1656
0.84
1656
1.00
1.00
13.9
5.3
0.0
8.8
19.2
B
3250
442.2
F
6
29.0
4.0
25.0
27.0
0.0
509.9
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

Movement
EBL
Lane Configurations
Volume (veh/h)
460
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
493
Arrive On Green
0.28
Sat Flow, veh/h
1385
500
1385
Q Serve(g_s), s
17.9
18.0
Prop In Lane
1.00
493
V/C Ratio(X)
1.01
493
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
25.5
44.1
0.0
69.7
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
10
4
0
220
14
0
1.00
1.00
188.1
1
443
0.28
1599
239
1599
8.3
8.3
1.00
443
0.54
443
1.00
1.00
20.0
1.3
0.0
3.3
21.3
C
15
3
0
1.00
1.00
188.1
1
423
0.28
1136
16
1136
0.7
0.8
1.00
423
0.04
423
1.00
1.00
17.3
0.0
0.0
0.2
17.4
B
5
8
0
25
18
0
1.00
1.00
188.1
1
443
0.28
1599
27
1599
0.8
0.8
1.00
443
0.06
443
1.00
1.00
17.3
0.1
0.0
0.3
17.3
B
155
5
0
1.00
1.00
188.1
1
111
0.60
189
168
189
0.0
39.0
1.00
111
1.52
111
1.00
1.00
32.5
273.1
0.0
10.2
305.6
F
295
2
0
10
12
0
1.00
1.00
188.1
1
959
0.60
1599
11
1599
0.2
0.2
1.00
959
0.01
959
1.00
1.00
5.2
0.0
0.0
0.1
5.3
A
15
1
0
1.00
1.00
188.1
1
657
0.60
1054
16
1054
0.5
5.8
1.00
657
0.02
657
1.00
1.00
7.7
0.1
0.0
0.1
7.7
A
1215
6
0
750
16
0
1.00
1.00
188.1
1
959
0.60
1599
815
1599
27.0
27.0
1.00
959
0.85
959
1.00
1.00
10.6
9.3
0.0
11.1
19.9
B
1.00
188.1
2
1042
0.28
3762
11
1881
0.1
0.1
1042
0.01
1042
1.00
1.00
17.0
0.0
0.0
0.1
17.0
B
750
53.5
D
4
22.0
4.0
18.0
20.0
0.0
1.00
188.1
2
1042
0.28
3762
5
1881
0.1
0.1
1042
0.00
1042
1.00
1.00
17.0
0.0
0.0
0.0
17.0
B
48
17.3
B
8
22.0
4.0
18.0
2.8
2.5
1.00
188.1
1
1129
0.60
1881
321
1881
5.3
5.3
1129
0.28
1129
1.00
1.00
6.3
0.6
0.0
2.2
6.9
A
500
107.2
F
2
43.0
4.0
39.0
41.0
0.0
1.00
188.1
1
1129
0.60
1881
1321
1881
39.0
39.0
1129
1.17
1129
1.00
1.00
13.0
86.4
0.0
41.8
99.4
F
2152
68.6
E
6
43.0
4.0
39.0
41.0
0.0
70.2
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

Movement
EBL
Lane Configurations
Volume (veh/h)
545
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
394
Arrive On Green
0.33
Sat Flow, veh/h
720
592
360
Q Serve(g_s), s
12.8
20.0
Prop In Lane
1.00
394
V/C Ratio(X)
1.50
394
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
27.5
238.9
0.0
266.4
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
260
4
0
45
14
0
1.00
1.00
186.3
1
528
0.33
1583
49
1583
1.3
1.3
1.00
528
0.09
528
1.00
1.00
13.8
0.1
0.0
0.5
13.8
B
410
3
0
1.00
1.00
186.3
2
804
0.33
2025
446
1013
12.2
15.5
1.00
804
0.55
804
1.00
1.00
20.0
0.8
0.0
3.0
20.9
C
520
8
0
800
18
0
1.00
1.00
186.3
1
528
0.33
1583
870
1583
20.0
20.0
1.00
528
1.65
528
1.00
1.00
20.0
300.2
0.0
51.2
320.2
F
45
5
0
1.00
1.00
186.3
1
120
0.53
74
49
74
0.0
32.0
1.00
120
0.41
120
1.00
1.00
30.0
10.0
0.0
1.0
40.0
D
2065
2
0
160
12
0
1.00
1.00
186.3
1
844
0.53
1583
174
1583
3.5
3.5
1.00
844
0.21
844
1.00
1.00
7.3
0.6
0.0
1.2
7.9
A
430
1
0
1.00
1.00
186.3
2
240
0.53
275
467
137
0.0
32.0
1.00
240
1.95
240
1.00
1.00
30.0
440.5
0.0
16.4
470.5
F
1950
6
0
870
16
0
1.00
1.00
186.3
1
844
0.53
1583
946
1583
32.0
32.0
1.00
844
1.12
844
1.00
1.00
14.0
69.6
0.0
26.9
83.6
F
1.00
186.3
2
1242
0.33
3725
283
1863
3.3
3.3
1242
0.23
1242
1.00
1.00
14.4
0.1
0.0
1.4
14.5
B
924
175.8
F
4
24.0
4.0
20.0
22.0
0.0
1.00
186.3
2
1242
0.33
3725
565
1863
7.2
7.2
1242
0.45
1242
1.00
1.00
15.7
0.3
0.0
3.0
16.0
B
1881
157.9
F
8
24.0
4.0
20.0
22.0
0.0
1.00
186.3
2
1987
0.53
3725
2245
1863
32.0
32.0
1987
1.13
1987
1.00
1.00
14.0
65.5
0.0
30.5
79.5
F
2468
73.7
E
2
36.0
4.0
32.0
34.0
0.0
1.00
186.3
2
1987
0.53
3725
2120
1863
32.0
32.0
1987
1.07
1987
1.00
1.00
14.0
40.8
0.0
23.7
54.8
F
3533
117.5
F
6
36.0
4.0
32.0
34.0
0.0
119.9
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

Movement
EBL
Lane Configurations
Volume (veh/h)
870
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
666
Arrive On Green
0.36
Sat Flow, veh/h
1718
946
859
Q Serve(g_s), s
11.0
18.0
Prop In Lane
1.00
666
V/C Ratio(X)
1.42
666
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.9
197.8
0.0
219.7
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - No-Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
400
4
0
310
14
0
1.00
1.00
186.3
1
570
0.36
1583
337
1583
8.7
8.7
1.00
570
0.59
570
1.00
1.00
13.0
1.6
0.0
3.2
14.6
B
160
3
0
1.00
1.00
190.0
0
259
0.36
318
174
318
8.3
18.0
1.00
259
0.67
259
1.00
1.00
22.3
6.7
0.0
2.5
28.9
C
280
8
0
190
18
0
1.00
1.00
186.3
1
570
0.36
1583
207
1583
4.8
4.8
1.00
570
0.36
570
1.00
1.00
11.8
0.4
0.0
1.7
12.2
B
275
5
0
1.00
1.00
186.3
2
291
0.48
70
299
35
2.3
24.0
1.00
291
1.03
291
1.00
1.00
25.0
59.8
0.0
4.1
84.8
F
1860
2
0
105
12
0
1.00
1.00
190.0
0
141
0.48
294
701
1811
16.4
16.4
0.16
869
0.81
869
1.00
1.00
11.0
7.9
0.0
8.0
19.0
B
270
1
0
1.00
1.00
186.3
1
172
0.48
188
293
188
7.6
24.0
1.00
172
1.70
172
1.00
1.00
24.4
338.6
0.0
18.2
362.9
F
2340
6
0
1125
16
0
1.00
1.00
186.3
1
760
0.48
1583
1223
1583
24.0
24.0
1.00
760
1.61
760
1.00
1.00
13.0
280.3
0.0
66.8
293.3
F
1.00
186.3
1
671
0.36
1863
435
1863
9.7
9.7
671
0.65
671
1.00
1.00
13.4
2.2
0.0
4.3
15.6
B
1718
127.8
F
4
22.0
4.0
18.0
20.0
0.0
1.00
186.3
2
610
0.36
1695
304
1695
7.0
7.0
610
0.50
610
1.00
1.00
12.5
0.6
0.0
2.6
13.1
B
685
16.8
B
8
22.0
4.0
18.0
20.0
0.0
1.00
186.3
3
2516
0.48
5242
1435
1863
16.3
16.3
1788
0.80
1788
1.00
1.00
11.0
3.9
0.0
6.9
14.9
B
2435
24.7
C
2
28.0
4.0
24.0
26.0
0.0
1.00
186.3
3
2682
0.48
5588
2543
1863
21.7
21.7
2682
0.95
2682
1.00
1.00
12.4
8.9
0.0
10.2
21.3
C
4059
127.9
F
6
28.0
4.0
24.0
26.0
0.0
91.1
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12

Movement
EBL
Lane Configurations
Volume (veh/h)
140
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
177.6
Lanes
1
Cap, veh/h
409
Arrive On Green
0.42
Sat Flow, veh/h
694
152
694
Q Serve(g_s), s
9.8
9.8
Prop In Lane
1.00
409
V/C Ratio(X)
0.37
410
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.1
0.6
0.0
1.5
13.7
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1780
4
0
95
14
0
1.00
1.00
177.6
1
627
0.42
1509
103
1509
2.6
2.6
1.00
627
0.16
630
1.00
1.00
11.0
0.1
0.0
0.9
11.1
B
235
3
0
1.00
1.00
177.6
1
306
0.10
1691
255
1691
4.8
4.8
1.00
306
0.83
306
1.00
1.00
13.0
17.7
0.0
5.2
30.7
C
580
8
0
85
18
0
1.00
1.00
177.6
1
879
0.58
1509
92
1509
1.6
1.6
1.00
879
0.10
882
1.00
1.00
5.6
0.1
0.0
0.5
5.6
A
100
5
0
1.00
1.00
190.0
0
146
0.28
239
355
1031
8.9
17.0
0.31
371
0.96
371
1.00
1.00
24.0
37.2
0.0
9.0
61.1
E
300
2
0
340
12
0
1.00
1.00
190.0
0
330
0.28
1161
450
1411
17.0
17.0
0.82
401
1.12
401
1.00
1.00
21.4
82.7
0.0
14.8
104.1
F
50
1
0
1.00
1.00
190.0
0
120
0.28
0
54
0
0.0
17.0
1.00
120
0.45
120
1.00
1.00
29.9
11.7
0.0
1.2
41.6
D
165
6
0
60
16
0
1.00
1.00
190.0
0
117
0.28
411
244
1543
8.1
8.1
0.27
438
0.56
438
1.00
1.00
18.2
5.0
0.0
3.5
23.3
C
1.00
177.6
3
2214
0.42
5327
1935
1776
20.0
20.0
2214
0.87
2224
1.00
1.00
16.1
4.2
0.0
8.6
20.2
C
2190
19.4
B
4
28.9
4.0
25.0
22.0
2.9
3
10.0
4.0
6.0
6.8
0.0
1.00
177.6
3
3103
0.58
5327
630
1776
3.4
3.4
3103
0.20
3113
1.00
1.00
5.9
0.0
0.0
1.2
5.9
A
977
12.4
B
8
38.9
4.0
35.0
5.4
24.7
1.00
177.6
2
296
0.28
1041
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
177.6
2
321
0.28
1132
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
805
85.1
F
298
26.6
C
2
21.0
4.0
17.0
19.0
0.0
6
21.0
4.0
17.0
19.0
0.0
30.7
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
690
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
179.2
Lanes
1
Cap, veh/h
804
Arrive On Green
0.36
Sat Flow, veh/h
1707
750
1707
Q Serve(g_s), s
21.1
21.1
Prop In Lane
1.00
804
V/C Ratio(X)
0.93
952
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
11.3
14.1
0.0
25.3
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
29.0
4.0
1.9
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
WBT
WBR
SBL
SBR
710
4
0
410
8
0
1.00
179.2
2
2338
0.65
3585
772
1792
6.6
6.6
1.00
179.2
2
831
0.23
3585
446
1792
7.5
7.5
2338
0.33
2649
1.00
1.00
5.3
0.1
0.0
2.4
5.4
A
1522
15.2
B
831
0.54
831
1.00
1.00
23.3
0.7
0.0
3.4
23.9
C
783
40.4
D
310
18
0
1.00
1.00
179.2
1
353
0.23
1524
337
1524
15.1
15.1
1.00
353
0.95
353
1.00
1.00
26.1
35.9
0.0
9.1
62.1
E
125
1
0
1.00
1.00
179.2
1
396
0.23
1707
136
1707
4.6
4.6
1.00
396
0.34
396
1.00
1.00
22.1
2.4
0.0
2.2
24.5
C
250
24.5
C
105
16
0
1.00
1.00
179.2
1
353
0.23
1524
114
1524
4.3
4.3
1.00
353
0.32
353
1.00
1.00
22.0
2.4
0.0
0.2
24.4
C
4
49.0
4.0
51.0
8.6
13.5
8
20.0
4.0
16.0
17.1
0.0
23.8
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
1190
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
2
Cap, veh/h
844
Arrive On Green
0.25
Sat Flow, veh/h
3375
1293
1688
Q Serve(g_s), s
30.0
30.0
Prop In Lane
1.00
844
V/C Ratio(X)
1.53
844
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
45.0
245.5
0.0
290.5
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
34.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2400
4
0
50
14
0
1.00
1.00
182.7
1
634
0.41
1553
54
1553
2.6
2.6
1.00
634
0.09
634
1.00
1.00
21.8
0.1
0.0
1.0
21.8
C
70
3
0
1.00
1.00
182.7
2
113
0.03
3375
76
1688
2.7
2.7
1.00
113
0.68
113
1.00
1.00
57.4
14.8
0.0
1.4
72.2
E
560
8
0
630
18
0
1.00
1.00
182.7
1
298
0.19
1553
685
1553
23.0
23.0
1.00
298
2.30
298
1.00
1.00
48.5
596.2
0.0
58.5
644.7
F
85
5
0
1.00
1.00
182.7
2
141
0.04
3375
92
1688
3.2
3.2
1.00
141
0.65
197
1.00
1.00
56.6
5.0
0.0
1.5
61.7
E
890
2
0
525
12
0
1.00
1.00
182.7
1
375
0.24
1553
571
1553
29.0
29.0
1.00
375
1.52
375
1.00
1.00
45.5
247.9
0.0
37.3
293.4
F
830
1
0
1.00
1.00
182.7
2
619
0.18
3375
902
1688
22.0
22.0
1.00
619
1.46
619
1.00
1.00
49.0
214.8
0.0
28.0
263.8
F
280
6
0
260
16
0
1.00
1.00
182.7
1
595
0.38
1553
283
1553
16.5
16.5
1.00
595
0.48
595
1.00
1.00
27.9
2.7
0.0
6.8
30.6
C
1.00
182.7
3
2238
0.41
5481
2609
1827
49.0
49.0
2238
1.17
2238
1.00
1.00
35.5
79.9
0.0
38.9
115.4
F
3956
171.3
F
4
53.0
4.0
49.0
51.0
0.0
3
8.0
4.0
4.0
4.7
0.0
1.00
182.7
3
1050
0.19
5481
609
1827
12.1
12.1
1050
0.58
1050
1.00
1.00
44.1
0.8
0.0
5.8
44.9
D
1370
346.3
F
8
27.0
4.0
23.0
25.0
0.0
5
9.0
4.0
7.0
5.2
0.0
1.00
182.7
2
883
0.24
3654
967
1827
29.0
29.0
883
1.10
883
1.00
1.00
45.5
59.6
0.0
20.8
105.1
F
1630
168.6
F
2
33.0
4.0
29.0
31.0
0.0
1
26.0
4.0
22.0
24.0
0.0
1.00
182.7
2
1400
0.38
3654
304
1827
6.7
6.7
1400
0.22
1400
1.00
1.00
24.9
0.4
0.0
3.2
25.3
C
1489
170.8
F
6
50.0
4.0
44.0
18.5
14.7
199.1
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

Movement
EBL
Lane Configurations
Volume (veh/h)
70
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
190.0
Lanes
0
Cap, veh/h
51
Arrive On Green
0.54
Sat Flow, veh/h
0
619
405
Q Serve(g_s), s
0.0
43.0
Prop In Lane
0.12
268
V/C Ratio(X)
2.31
268
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
27.1
599.7
0.0
626.8
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
EBT
500
4
0
1.00
175.9
1
218
0.54
405
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
EBR
2040 AM - Build
5/7/2013
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
205
14
3
0
0
1.00
1.00
1.00
1.00
175.9 190.0
1
0
804
67
0.54
0.54
1495
0
65
451
1495
27
1.7
0.0
1.7
43.0
1.00
0.49
804
82
0.08
5.50
804
82
1.00
1.00
1.00
1.00
8.9
32.3
0.0 2051.3
0.0
0.0
0.6
48.4
9.0 2083.6
F
A
210
8
0
135
18
0
1.00
1.00
175.9
1
804
0.54
1495
147
1495
4.0
4.0
1.00
804
0.18
804
1.00
1.00
9.5
0.1
0.0
1.4
9.6
A
135
5
0
1.00
1.00
175.9
1
352
0.06
1675
147
1675
5.0
5.0
1.00
352
0.42
352
1.00
1.00
21.3
0.8
0.0
2.2
22.1
C
485
2
0
440
12
0
1.00
1.00
190.0
0
374
0.25
1495
478
1495
20.0
20.0
1.00
374
1.28
374
1.00
1.00
30.0
144.5
0.0
22.3
174.5
F
245
1
0
1.00
1.00
175.9
1
208
0.06
1675
266
1675
5.0
5.0
1.00
208
1.28
208
1.00
1.00
28.6
157.4
0.0
11.0
186.0
F
305
6
0
75
16
0
1.00
1.00
175.9
1
374
0.25
1495
82
1495
3.5
3.5
1.00
374
0.22
374
1.00
1.00
23.8
1.3
0.0
1.4
25.2
C
1.00
175.9
1
15
0.54
27
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
684
568.1
F
598
1573.8
F
4
47.0
4.0
43.0
45.0
0.0
8
47.0
4.0
43.0
45.0
0.0
5
9.0
4.0
5.0
7.0
0.0
1.00
175.9
2
440
0.25
1759
527
1759
20.0
20.0
440
1.20
440
1.00
1.00
30.0
109.4
0.0
21.9
139.4
F
1152
139.0
F
2
24.0
4.0
20.0
22.0
0.0
1
9.0
4.0
5.0
7.0
0.0
1.00
175.9
2
880
0.25
3519
332
1759
6.3
6.3
880
0.38
880
1.00
1.00
24.8
1.2
0.0
2.8
26.1
C
680
88.5
F
6
24.0
4.0
20.0
8.3
7.0
497.8
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

Movement
EBL
Lane Configurations
Volume (veh/h)
600
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
744
Arrive On Green
0.31
Sat Flow, veh/h
1792
652
1792
Q Serve(g_s), s
17.7
17.7
Prop In Lane
1.00
744
V/C Ratio(X)
0.88
768
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
12.7
11.0
0.0
23.7
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
24.1
4.0
0.4
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
310
4
0
50
14
0
1.00
1.00
188.1
1
892
0.56
1599
54
1599
1.0
1.0
1.00
892
0.06
1000
1.00
1.00
6.6
0.0
0.0
0.3
6.7
A
75
3
0
1.00
1.00
188.1
1
299
0.19
999
82
999
4.8
4.8
1.00
299
0.27
354
1.00
1.00
23.4
0.5
0.0
1.2
23.9
C
195
8
0
195
18
0
1.00
1.00
188.1
1
304
0.19
1599
212
1599
8.1
8.1
1.00
304
0.70
390
1.00
1.00
24.8
3.8
0.0
3.5
28.6
C
55
5
0
1.00
1.00
188.1
1
261
0.32
738
60
738
4.6
12.1
1.00
261
0.23
261
1.00
1.00
22.5
2.0
0.0
1.0
24.6
C
150
2
0
25
12
0
1.00
1.00
188.1
1
512
0.32
1599
27
1599
0.8
0.8
1.00
512
0.05
512
1.00
1.00
15.4
0.2
0.0
0.3
15.6
B
250
1
0
1.00
1.00
188.1
1
417
0.32
1200
272
1200
14.3
18.5
1.00
417
0.65
417
1.00
1.00
23.5
7.7
0.0
5.0
31.2
C
250
6
0
410
16
0
1.00
1.00
188.1
1
512
0.32
1599
446
1599
17.2
17.2
1.00
512
0.87
512
1.00
1.00
21.0
18.1
0.0
9.0
39.1
D
1.00
188.1
1
1049
0.56
1881
337
1881
6.3
6.3
1049
0.32
1176
1.00
1.00
7.8
0.2
0.0
2.5
8.0
A
1043
17.7
B
4
40.6
4.0
41.0
8.3
4.9
1.00
188.1
1
357
0.19
1881
212
1881
6.7
6.7
357
0.59
459
1.00
1.00
24.2
1.6
0.0
3.2
25.8
C
506
26.7
C
8
16.5
4.0
16.0
10.1
2.3
1.00
188.1
1
603
0.32
1881
163
1881
4.2
4.2
603
0.27
603
1.00
1.00
16.6
1.1
0.0
2.0
17.7
B
250
19.1
B
2
25.0
4.0
21.0
14.1
3.2
1.00
188.1
1
603
0.32
1881
272
1881
7.5
7.5
603
0.45
603
1.00
1.00
17.7
2.4
0.0
3.7
20.1
C
990
31.7
C
6
25.0
4.0
21.0
20.5
0.3
24.4
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

Movement
EBL
Lane Configurations
Volume (veh/h)
55
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
175.9
Lanes
1
Cap, veh/h
255
Arrive On Green
0.13
Sat Flow, veh/h
1129
60
1129
Q Serve(g_s), s
3.3
3.3
Prop In Lane
1.00
255
V/C Ratio(X)
0.23
371
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
27.0
0.5
0.0
0.9
27.5
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
135
4
0
80
14
0
1.00
1.00
175.9
1
198
0.13
1495
87
1495
3.6
3.6
1.00
198
0.44
352
1.00
1.00
27.2
1.5
0.0
1.4
28.7
C
370
3
0
1.00
1.00
175.9
1
410
0.15
1675
402
1675
10.0
10.0
1.00
410
0.98
410
1.00
1.00
23.9
39.3
0.0
4.5
63.2
E
40
8
0
130
18
0
1.00
1.00
190.0
0
402
0.34
1188
184
1550
6.1
6.1
0.77
524
0.35
684
1.00
1.00
16.9
0.4
0.0
2.3
17.3
B
45
5
0
1.00
1.00
175.9
1
453
0.39
902
49
902
2.4
2.4
1.00
453
0.11
453
1.00
1.00
13.6
0.5
0.0
0.6
14.1
B
640
2
0
355
12
0
1.00
1.00
190.0
0
454
0.39
1180
507
1551
20.3
20.3
0.76
597
0.85
597
1.00
1.00
19.1
14.1
0.0
9.7
33.2
C
200
1
0
1.00
1.00
175.9
1
316
0.10
1675
217
1675
4.9
4.9
1.00
316
0.69
321
1.00
1.00
14.5
5.9
0.0
4.1
20.4
C
385
6
0
10
16
0
1.00
1.00
190.0
0
49
0.54
90
214
1743
4.3
4.3
0.05
948
0.23
948
1.00
1.00
8.1
0.6
0.0
1.8
8.6
A
1.00
175.9
1
233
0.13
1759
147
1759
5.4
5.4
233
0.63
414
1.00
1.00
27.9
2.8
0.0
2.5
30.7
C
294
29.5
C
4
13.0
4.0
16.0
7.4
1.6
3
14.0
4.0
10.0
12.0
0.0
1.00
175.9
1
123
0.34
362
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
175.9
2
820
0.39
2130
575
1759
20.3
20.3
586
48.8
D
678
0.85
678
1.00
1.00
19.1
12.5
0.0
10.5
31.6
C
1131
31.6
C
8
27.0
4.0
30.0
8.1
2.5
2
30.2
4.0
26.0
22.3
2.8
1
10.8
4.0
7.0
6.9
0.0
1.00
175.9
2
1857
0.54
3413
215
1759
4.3
4.3
957
0.22
957
1.00
1.00
8.1
0.5
0.0
1.8
8.6
A
646
12.6
B
6
41.0
4.0
37.0
6.3
13.1
30.5
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

Movement
EBL
Lane Configurations
Volume (veh/h)
300
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
394
Arrive On Green
0.13
Sat Flow, veh/h
1723
326
1723
Q Serve(g_s), s
11.9
11.9
Prop In Lane
1.00
394
V/C Ratio(X)
0.83
394
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
20.9
13.6
0.0
6.4
34.5
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
16.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
310
4
0
470
14
0
1.00
1.00
181.0
1
414
0.27
1538
511
1538
24.0
24.0
1.00
414
1.23
414
1.00
1.00
32.6
125.0
0.0
23.5
157.6
F
60
3
0
1.00
1.00
181.0
2
120
0.04
3343
65
1672
1.7
1.7
1.00
120
0.54
150
1.00
1.00
42.3
3.8
0.0
0.8
46.0
D
300
8
0
100
18
0
1.00
1.00
181.0
1
262
0.17
1538
109
1538
5.6
5.6
1.00
262
0.42
276
1.00
1.00
33.0
1.1
0.0
2.3
34.1
C
250
5
0
1.00
1.00
181.0
1
324
0.11
1723
272
1723
7.7
7.7
1.00
324
0.84
346
1.00
1.00
18.3
15.9
0.0
7.5
34.2
C
825
2
0
50
12
0
1.00
1.00
181.0
1
862
0.56
1538
54
1538
1.4
1.4
1.00
862
0.06
862
1.00
1.00
8.9
0.1
0.0
0.5
9.1
A
110
1
0
1.00
1.00
181.0
1
312
0.41
571
120
571
14.1
14.1
1.00
312
0.38
312
1.00
1.00
20.0
3.6
0.0
2.3
23.5
C
1040
6
0
200
16
0
1.00
1.00
181.0
1
624
0.41
1538
217
1538
8.7
8.7
1.00
624
0.35
624
1.00
1.00
18.3
1.5
0.0
3.5
19.9
B
1.00
181.0
1
487
0.27
1810
337
1810
14.9
14.9
487
0.69
487
1.00
1.00
29.3
4.2
0.0
7.3
33.5
C
1174
87.8
F
4
28.0
4.0
24.0
26.0
0.0
3
7.2
4.0
4.0
3.7
0.0
1.00
181.0
2
617
0.17
3619
326
1810
7.3
7.3
617
0.53
649
1.00
1.00
33.7
0.7
0.0
3.4
34.4
C
500
35.9
D
8
19.2
4.0
16.0
9.3
3.6
5
13.8
4.0
11.0
9.7
0.1
1.00
181.0
2
2029
0.56
3619
897
1810
12.9
12.9
2029
0.44
2029
1.00
1.00
11.5
0.7
0.0
5.6
12.2
B
1223
16.9
B
2
54.0
4.0
50.0
14.9
23.2
1.00
181.0
2
1468
0.41
3619
1130
1810
24.1
24.1
1468
0.77
1468
1.00
1.00
22.9
4.0
0.0
11.5
26.9
C
1467
25.6
C
6
40.2
4.0
35.0
26.1
7.7
41.1
D
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

Movement
EBL
Lane Configurations
Volume (veh/h)
200
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
1
Cap, veh/h
399
Arrive On Green
0.09
Sat Flow, veh/h
1723
217
1723
Q Serve(g_s), s
5.0
5.0
Prop In Lane
1.00
399
V/C Ratio(X)
0.54
399
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
13.6
1.5
0.0
2.1
15.1
Lane Grp LOS
B
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
7
9.0
4.0
5.0
7.0
0.0
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
680
4
0
350
14
0
1.00
1.00
181.0
1
443
0.29
1538
380
1538
13.6
13.6
1.00
443
0.86
451
1.00
1.00
19.5
15.0
0.0
6.6
34.6
C
50
3
0
1.00
1.00
181.0
1
244
0.04
1723
54
1723
1.3
1.3
1.00
244
0.22
294
1.00
1.00
16.1
0.5
0.0
0.6
16.5
B
370
8
0
100
18
0
1.00
1.00
181.0
1
372
0.24
1538
109
1538
3.4
3.4
1.00
372
0.29
424
1.00
1.00
18.0
0.4
0.0
1.2
18.4
B
140
5
0
1.00
1.00
181.0
1
478
0.07
1723
152
1723
3.6
3.6
1.00
478
0.32
478
1.00
1.00
13.0
0.4
0.0
1.4
13.3
B
100
2
0
110
12
0
1.00
1.00
181.0
1
451
0.29
1538
120
1538
3.5
3.5
1.00
451
0.27
451
1.00
1.00
15.7
1.4
0.0
1.4
17.2
B
270
1
0
1.00
1.00
181.0
1
604
0.10
1723
293
1723
6.0
6.0
1.00
604
0.48
604
1.00
1.00
11.8
0.6
0.0
2.5
12.4
B
200
6
0
310
16
0
1.00
1.00
181.0
1
504
0.33
1538
337
1538
11.0
11.0
1.00
504
0.67
504
1.00
1.00
16.8
6.9
0.0
4.7
23.7
C
1.00
181.0
2
1042
0.29
3619
739
1810
10.6
10.6
1042
0.71
1060
1.00
1.00
18.5
2.2
0.0
4.7
20.7
C
1336
23.7
C
4
20.7
4.0
17.0
15.6
1.1
3
6.3
4.0
4.0
3.3
0.0
1.00
181.0
2
875
0.24
3619
402
1810
5.5
5.5
875
0.46
998
1.00
1.00
18.8
0.4
0.0
2.4
19.1
B
565
18.7
B
8
18.0
4.0
16.0
7.5
5.6
5
8.0
4.0
4.0
5.6
0.0
1.00
181.0
2
1060
0.29
3619
109
1810
1.3
1.3
1060
0.10
1060
1.00
1.00
15.0
0.2
0.0
0.6
15.2
B
381
15.1
B
2
21.0
4.0
17.0
5.5
3.0
1
10.0
4.0
6.0
8.0
0.0
1.00
181.0
2
1185
0.33
3619
217
1810
2.5
2.5
1185
0.18
1185
1.00
1.00
14.0
0.3
0.0
1.1
14.3
B
847
17.4
B
6
23.0
4.0
19.0
13.0
2.0
20.1
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

Movement
EBL
Lane Configurations
Volume (veh/h)
1250
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
1057
Arrive On Green
0.32
Sat Flow, veh/h
3343
1359
1672
Q Serve(g_s), s
36.0
36.0
Prop In Lane
1.00
1057
V/C Ratio(X)
1.29
1057
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
39.0
136.1
0.0
175.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
4
0
500
14
0
1.00
1.00
181.0
1
0
0.00
0
3
0
1.00
1.00
181.0
1
63
0.00
835
0
835
0.0
0.0
1.00
63
0.00
108
1.00
0.00
0.0
0.0
0.0
0.0
0.0
210
8
0
75
18
0
1.00
1.00
181.0
1
134
0.09
1538
82
1538
5.9
5.9
1.00
134
0.61
216
1.00
1.00
50.1
4.5
0.0
2.5
54.6
D
150
5
0
1.00
1.00
181.0
1
273
0.49
502
163
502
31.9
40.2
1.00
273
0.60
273
1.00
1.00
28.6
9.3
0.0
4.7
37.8
D
1890
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
420
6
0
580
16
0
1.00
1.00
181.0
1
756
0.49
1538
630
1538
40.2
40.2
1.00
756
0.83
756
1.00
1.00
24.9
10.4
0.0
17.2
35.4
D
1.00
0.0
0
0
0.00
1359
175.0
F
Timer
Assigned Phs
7
40.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
1.00
181.0
2
315
0.09
3619
228
1810
7.0
7.0
315
0.72
508
1.00
1.00
50.7
3.2
0.0
3.4
53.8
D
310
54.0
D
8
13.9
4.0
16.0
9.0
0.9
1.00
181.0
2
1779
0.49
3619
2054
1810
56.0
56.0
1779
1.15
1779
1.00
1.00
29.0
76.4
0.0
43.6
105.4
F
2217
100.4
F
2
60.0
4.0
56.0
58.0
0.0
1.00
181.0
2
1779
0.49
3619
457
1810
8.4
8.4
1779
0.26
1779
1.00
1.00
16.9
0.3
0.0
3.8
17.2
B
1087
27.7
C
6
60.0
4.0
56.0
42.2
13.0
102.0
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

Movement
EBL
Lane Configurations
Volume (veh/h)
600
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
336
Arrive On Green
0.12
Sat Flow, veh/h
1774
652
1774
Q Serve(g_s), s
13.0
13.0
Prop In Lane
1.00
336
V/C Ratio(X)
1.94
336
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
37.4
434.2
0.0
471.6
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
17.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
4
0
110
14
0
1.00
1.00
186.3
1
249
0.16
1583
120
1583
7.5
7.5
1.00
249
0.48
367
1.00
1.00
41.5
1.4
0.0
3.1
42.9
D
5
3
0
1.00
1.00
186.3
1
129
0.01
1774
5
1774
0.3
0.3
1.00
129
0.04
185
1.00
1.00
49.1
0.1
0.0
0.1
49.3
D
5
8
0
30
18
0
1.00
1.00
186.3
1
67
0.04
1583
33
1583
2.2
2.2
1.00
67
0.50
235
1.00
1.00
50.6
5.6
0.0
1.0
56.2
E
295
5
0
1.00
1.00
186.3
1
682
0.08
1774
321
1774
5.9
5.9
1.00
682
0.47
774
1.00
1.00
5.6
0.5
0.0
2.1
6.1
A
1780
2
0
30
12
0
1.00
1.00
186.3
1
1041
0.66
1583
33
1583
0.8
0.8
1.00
1041
0.03
1041
1.00
1.00
6.5
0.1
0.0
0.3
6.5
A
60
1
0
1.00
1.00
186.3
1
127
0.03
1774
65
1774
1.5
1.5
1.00
127
0.51
137
1.00
1.00
27.3
3.2
0.0
1.9
30.4
C
270
6
0
200
16
0
1.00
1.00
186.3
1
968
0.61
1583
217
1583
6.7
6.7
1.00
968
0.22
968
1.00
1.00
9.4
0.5
0.0
2.6
10.0
A
1.00
186.3
2
586
0.16
3725
5
1863
0.1
0.1
586
0.01
863
1.00
1.00
38.4
0.0
0.0
0.1
38.4
D
777
402.6
F
4
21.0
4.0
25.0
9.5
0.4
3
4.6
4.0
4.0
2.3
0.0
1.00
186.3
2
157
0.04
3725
5
1863
0.1
0.1
157
0.03
552
1.00
1.00
49.6
0.1
0.0
0.1
49.7
D
43
54.6
D
8
8.5
4.0
16.0
4.2
0.4
5
12.4
4.0
14.0
7.9
0.5
1.00
186.3
1
1225
0.66
1863
1935
1863
71.0
71.0
1225
1.58
1225
1.00
1.00
18.5
264.8
0.0
119.7
283.3
F
2289
240.5
F
2
75.0
4.0
71.0
73.0
0.0
1
7.4
4.0
4.0
3.5
0.0
1.00
186.3
1
1139
0.61
1863
293
1863
7.8
7.8
1139
0.26
1139
1.00
1.00
9.7
0.5
0.0
3.5
10.2
B
575
12.4
B
6
70.0
4.0
61.0
9.8
50.6
236.9
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

Movement
EBL
Lane Configurations
Volume (veh/h)
980
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
446
Arrive On Green
0.13
Sat Flow, veh/h
3343
1065
1672
Q Serve(g_s), s
16.0
16.0
Prop In Lane
1.00
446
V/C Ratio(X)
2.39
446
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
52.0
632.0
0.0
684.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
20.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
610
4
0
20
14
0
1.00
1.00
181.0
1
376
0.24
1538
22
1538
1.3
1.3
1.00
376
0.06
376
1.00
1.00
34.8
0.1
0.0
0.5
34.8
C
200
3
0
1.00
1.00
181.0
2
270
0.08
3343
217
1672
7.7
7.7
1.00
270
0.80
279
1.00
1.00
54.2
15.3
0.0
3.9
69.6
E
170
8
0
750
18
0
1.00
1.00
181.0
1
295
0.19
1538
815
1538
23.0
23.0
1.00
295
2.76
295
1.00
1.00
48.5
803.5
0.0
74.9
852.0
F
40
5
0
1.00
1.00
181.0
1
105
0.03
1723
43
1723
1.8
1.8
1.00
105
0.41
118
1.00
1.00
30.3
2.6
0.0
0.8
32.9
C
2490
2
0
440
12
0
1.00
1.00
181.0
1
590
0.38
1538
478
1538
33.4
33.4
1.00
590
0.81
590
1.00
1.00
33.1
11.5
0.0
14.8
44.6
D
1160
1
0
1.00
1.00
181.0
2
529
0.16
3343
1261
1672
19.0
19.0
1.00
529
2.38
529
1.00
1.00
50.5
627.8
0.0
54.3
678.3
F
2380
6
0
820
16
0
1.00
1.00
181.0
1
794
0.52
1538
891
1538
62.0
62.0
1.00
794
1.12
794
1.00
1.00
29.0
71.0
0.0
38.8
100.1
F
1.00
181.0
2
884
0.24
3619
663
1810
20.3
20.3
884
0.75
884
1.00
1.00
41.9
3.6
0.0
9.8
45.5
D
1750
433.9
F
4
33.3
4.0
29.0
22.3
4.6
3
13.7
4.0
10.0
9.7
0.0
1.00
181.0
2
694
0.19
3619
185
1810
5.2
5.2
694
0.27
694
1.00
1.00
41.3
0.2
0.0
2.4
41.5
D
1217
589.3
F
8
27.0
4.0
23.0
25.0
0.0
5
7.0
4.0
4.0
3.8
0.0
1.00
181.0
2
1387
0.38
3619
2707
1810
46.0
46.0
1387
1.95
1387
1.00
1.00
37.0
430.7
0.0
103.8
467.7
F
3228
399.3
F
2
50.0
4.0
46.0
48.0
0.0
1
23.0
4.0
19.0
21.0
0.0
1.00
181.0
2
1868
0.52
3619
2587
1810
62.0
62.0
1868
1.38
1868
1.00
1.00
29.0
176.5
0.0
73.6
205.5
F
4739
311.5
F
6
66.0
4.0
61.0
64.0
0.0
387.9
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

Movement
EBL
Lane Configurations
Volume (veh/h)
1250
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
181.0
Lanes
2
Cap, veh/h
1031
Arrive On Green
0.31
Sat Flow, veh/h
3343
1359
1672
Q Serve(g_s), s
37.0
37.0
Prop In Lane
1.00
1031
V/C Ratio(X)
1.32
1031
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
41.5
150.1
0.0
191.6
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
41.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 AM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
660
4
0
230
14
0
1.00
1.00
181.0
1
756
0.49
1538
250
1538
11.8
11.8
1.00
756
0.33
756
1.00
1.00
18.5
0.3
0.0
4.5
18.8
B
90
3
0
1.00
1.00
190.0
0
134
0.15
522
117
651
17.7
18.0
0.84
153
0.76
153
1.00
1.00
52.2
20.0
0.0
4.5
72.3
E
190
8
0
290
18
0
1.00
1.00
181.0
1
231
0.15
1538
315
1538
18.0
18.0
1.00
231
1.37
231
1.00
1.00
51.0
189.7
0.0
19.3
240.7
F
100
5
0
1.00
1.00
181.0
2
160
0.05
3343
109
1672
3.9
3.9
1.00
160
0.68
195
1.00
1.00
56.2
7.1
0.0
1.8
63.4
E
1825
2
0
40
12
0
1.00
1.00
190.0
0
41
0.36
115
671
1789
43.0
43.0
0.06
641
1.05
641
1.00
1.00
38.5
48.5
0.0
28.0
87.0
F
200
1
0
1.00
1.00
181.0
1
146
0.05
1723
217
1723
6.0
6.0
1.00
146
1.48
146
1.00
1.00
32.7
250.9
0.0
15.0
283.6
F
1170
6
0
500
16
0
1.00
1.00
181.0
1
555
0.36
1538
543
1538
41.9
41.9
1.00
555
0.98
555
1.00
1.00
37.9
33.4
0.0
21.4
71.3
E
1.00
181.0
1
890
0.49
1810
717
1810
40.0
40.0
890
0.81
890
1.00
1.00
25.7
5.5
0.0
19.1
31.2
C
2326
123.6
F
4
63.0
4.0
59.0
42.0
8.6
1.00
181.0
2
266
0.15
1775
188
1647
13.2
13.2
247
0.76
247
1.00
1.00
49.0
13.1
0.0
6.5
62.1
E
620
154.7
F
8
22.0
4.0
18.0
20.0
0.0
5
9.7
4.0
7.0
5.9
0.0
1.00
181.0
3
1897
0.36
5294
1356
1810
43.0
43.0
1297
1.05
1297
1.00
1.00
38.5
37.7
0.0
26.4
76.2
F
2136
78.9
E
2
47.0
4.0
43.0
45.0
0.0
1
10.0
4.0
6.0
8.0
0.0
1.00
181.0
3
1958
0.36
5429
1272
1810
23.5
23.5
1958
0.65
1958
1.00
1.00
32.0
1.7
0.0
11.0
33.7
C
2032
70.4
E
6
47.3
4.0
42.0
43.9
0.0
97.7
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12

Movement
EBL
Lane Configurations
Volume (veh/h)
95
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
184.5
Lanes
1
Cap, veh/h
128
Arrive On Green
0.26
Sat Flow, veh/h
100
103
100
Q Serve(g_s), s
18.0
18.0
Prop In Lane
1.00
128
V/C Ratio(X)
0.80
128
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
32.8
29.4
0.0
2.8
62.1
Lane Grp LOS
E
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
750
4
0
35
14
0
1.00
1.00
184.5
1
403
0.26
1568
38
1568
1.3
1.3
1.00
403
0.09
403
1.00
1.00
19.8
0.1
0.0
0.5
19.9
B
810
3
0
1.00
1.00
184.5
1
787
0.34
1757
880
1757
24.0
24.0
1.00
787
1.12
787
1.00
1.00
13.6
69.5
0.0
22.2
83.1
F
2430
8
0
110
18
0
1.00
1.00
184.5
1
1030
0.66
1568
120
1568
2.0
2.0
1.00
1030
0.12
1030
1.00
1.00
4.5
0.0
0.0
0.6
4.5
A
60
5
0
1.00
1.00
190.0
0
179
0.23
443
127
1091
3.3
9.2
0.51
327
0.39
327
1.00
1.00
24.4
3.5
0.0
2.3
27.9
C
150
2
0
45
12
0
1.00
1.00
190.0
0
119
0.23
520
150
1587
5.6
5.6
0.33
363
0.41
363
1.00
1.00
23.0
3.4
0.0
2.5
26.4
C
50
1
0
1.00
1.00
190.0
0
150
0.23
352
151
1389
1.9
7.5
0.36
387
0.39
387
1.00
1.00
23.3
2.9
0.0
2.5
26.2
C
160
6
0
70
16
0
1.00
1.00
190.0
0
175
0.23
768
153
1543
5.9
5.9
0.50
353
0.43
353
1.00
1.00
23.1
3.8
0.0
2.6
27.0
C
1.00
184.5
3
1423
0.26
5534
815
1845
9.0
9.0
1423
0.57
1423
1.00
1.00
22.6
0.6
0.0
4.0
23.2
C
956
27.3
C
4
22.0
4.0
18.0
20.0
0.0
3
28.0
4.0
24.0
26.0
0.0
1.00
184.5
3
3637
0.66
5534
2641
1845
21.9
21.9
3637
0.73
3637
1.00
1.00
7.9
0.7
0.0
8.1
8.6
A
3641
26.5
C
8
50.0
4.0
46.0
23.9
21.3
1.00
184.5
2
392
0.23
1714
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
184.5
2
414
0.23
1812
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
277
27.1
C
304
26.6
C
2
20.0
4.0
16.0
11.2
1.5
6
20.0
4.0
16.0
9.5
1.9
26.7
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
190
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
304
Arrive On Green
0.08
Sat Flow, veh/h
1740
207
1740
Q Serve(g_s), s
5.0
5.0
Prop In Lane
1.00
304
V/C Ratio(X)
0.68
304
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
15.3
6.1
0.0
3.4
21.4
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
7
9.0
4.0
5.0
7.0
0.0
2040 PM - Build
5/7/2013
EBT
WBT
WBR
SBL
SBR
410
4
0
685
8
0
1.00
182.7
2
1498
0.41
3654
446
1827
4.9
4.9
1.00
182.7
2
944
0.26
3654
745
1827
11.3
11.3
1498
0.30
1540
1.00
1.00
11.8
0.1
0.0
1.9
11.9
B
653
14.9
B
944
0.79
986
1.00
1.00
20.5
4.2
0.0
5.3
24.7
C
1060
26.2
C
290
18
0
1.00
1.00
182.7
1
401
0.26
1553
315
1553
11.2
11.2
1.00
401
0.79
419
1.00
1.00
20.5
9.2
0.0
5.0
29.6
C
335
1
0
1.00
1.00
182.7
1
792
0.46
1740
364
1740
8.6
8.6
1.00
792
0.46
792
1.00
1.00
11.1
1.9
0.0
3.7
13.1
B
1114
49.6
D
690
16
0
1.00
1.00
182.7
1
707
0.46
1553
750
1553
27.0
27.0
1.00
707
1.06
707
1.00
1.00
16.2
51.2
0.0
10.1
67.4
F
4
28.3
4.0
25.0
6.9
9.1
8
19.3
4.0
16.0
13.3
2.1
32.8
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 1

Movement
EBL
Lane Configurations
Volume (veh/h)
240
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
2
Cap, veh/h
203
Arrive On Green
0.06
Sat Flow, veh/h
3476
261
1738
Q Serve(g_s), s
7.0
7.0
Prop In Lane
1.00
203
V/C Ratio(X)
1.29
203
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
56.5
161.2
0.0
7.7
217.7
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
11.0
4.0
7.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
1200
4
0
100
14
0
1.00
1.00
188.1
1
400
0.25
1599
109
1599
6.6
6.6
1.00
400
0.27
400
1.00
1.00
36.2
0.4
0.0
2.7
36.6
D
630
3
0
1.00
1.00
188.1
2
637
0.18
3476
685
1738
22.0
22.0
1.00
637
1.07
637
1.00
1.00
49.0
57.5
0.0
14.9
106.5
F
1280
8
0
1090
18
0
1.00
1.00
188.1
1
600
0.38
1599
1185
1599
45.0
45.0
1.00
600
1.98
600
1.00
1.00
37.5
445.3
0.0
92.2
482.8
F
160
5
0
1.00
1.00
188.1
2
116
0.03
3476
174
1738
4.0
4.0
1.00
116
1.50
116
1.00
1.00
58.0
265.4
0.0
6.1
323.4
F
700
2
0
140
12
0
1.00
1.00
188.1
1
426
0.27
1599
152
1599
9.2
9.2
1.00
426
0.36
426
1.00
1.00
35.7
2.3
0.0
4.0
38.0
D
520
1
0
1.00
1.00
188.1
2
579
0.17
3476
565
1738
19.4
19.4
1.00
579
0.98
579
1.00
1.00
49.8
31.1
0.0
11.2
80.8
F
1040
6
0
940
16
0
1.00
1.00
188.1
1
640
0.40
1599
1022
1599
48.0
48.0
1.00
640
1.60
640
1.00
1.00
36.0
276.4
0.0
68.3
312.4
F
1.00
188.1
3
1411
0.25
5644
1304
1881
27.0
27.0
1411
0.92
1411
1.00
1.00
43.9
10.5
0.0
14.3
54.4
D
1674
78.7
E
4
34.0
4.0
30.0
29.0
0.9
3
26.0
4.0
22.0
24.0
0.0
1.00
188.1
3
2116
0.38
5644
1391
1881
24.5
24.5
2116
0.66
2116
1.00
1.00
31.1
0.8
0.0
11.7
31.9
C
3261
211.4
F
8
49.0
4.0
45.0
47.0
0.0
5
8.0
4.0
4.0
6.0
0.0
1.00
188.1
2
1003
0.27
3762
761
1881
22.3
22.3
1003
0.76
1003
1.00
1.00
40.4
5.4
0.0
11.4
45.8
D
1087
89.2
F
2
36.0
4.0
32.0
24.3
7.2
1
24.0
4.0
20.0
21.4
0.0
1.00
188.1
2
1505
0.40
3762
1130
1881
30.9
30.9
1505
0.75
1505
1.00
1.00
30.9
3.5
0.0
15.2
34.4
C
2717
148.6
F
6
52.0
4.0
48.0
50.0
0.0
151.2
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 3

Movement
EBL
Lane Configurations
Volume (veh/h)
35
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
190.0
Lanes
0
Cap, veh/h
58
Arrive On Green
0.66
Sat Flow, veh/h
0
304
541
Q Serve(g_s), s
0.0
46.0
Prop In Lane
0.12
413
V/C Ratio(X)
0.74
413
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
21.0
6.7
0.0
4.4
27.7
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
EBT
245
4
0
1.00
186.3
1
355
0.66
541
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
EBR
2040 PM - Build
5/7/2013
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
375
14
3
0
0
1.00
1.00
1.00
1.00
186.3 190.0
1
0
1040
76
0.66
0.66
1583
0
33
843
1583
0
0.5
0.0
0.5
46.0
1.00
0.48
1040
76
0.03 11.05
1040
76
1.00
1.00
1.00
1.00
4.2
35.0
0.0 4546.3
0.0
0.0
0.2
97.7
4.2 4581.3
F
A
400
8
0
285
18
0
1.00
1.00
186.3
1
1040
0.66
1583
310
1583
5.8
5.8
1.00
1040
0.30
1040
1.00
1.00
5.1
0.2
0.0
1.9
5.3
A
70
5
0
1.00
1.00
186.3
1
208
0.23
868
76
868
5.9
13.5
1.00
208
0.37
208
1.00
1.00
29.7
4.9
0.0
1.6
34.6
C
205
2
0
110
12
0
1.00
1.00
190.0
0
274
0.23
1198
165
1651
6.0
6.0
0.73
377
0.44
377
1.00
1.00
23.1
3.7
0.0
2.8
26.8
C
175
1
0
1.00
1.00
186.3
1
250
0.23
1033
190
1033
10.0
16.0
1.00
250
0.76
250
1.00
1.00
31.1
19.2
0.0
4.6
50.4
D
420
6
0
70
16
0
1.00
1.00
186.3
1
362
0.23
1583
76
1583
2.7
2.7
1.00
362
0.21
362
1.00
1.00
21.9
1.3
0.0
1.2
23.2
C
1.00
186.3
1
0
0.66
0
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
186.3
2
529
0.23
2316
178
1863
5.7
5.7
337
25.4
C
1153
3351.0
F
426
0.42
426
1.00
1.00
23.0
3.0
0.0
2.9
26.0
C
419
27.9
C
4
50.0
4.0
46.0
48.0
0.0
8
50.0
4.0
46.0
48.0
0.0
2
20.0
4.0
16.0
15.5
0.3
1.00
186.3
2
852
0.23
3725
457
1863
7.6
7.6
852
0.54
852
1.00
1.00
23.7
2.4
0.0
3.7
26.2
C
723
32.2
C
6
20.0
4.0
16.0
18.0
0.0
1484.5
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 4

Movement
EBL
Lane Configurations
Volume (veh/h)
240
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
196
Arrive On Green
0.07
Sat Flow, veh/h
1792
261
1792
Q Serve(g_s), s
8.0
8.0
Prop In Lane
1.00
196
V/C Ratio(X)
1.33
196
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
37.7
180.5
0.0
218.2
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
547
0.33
547
1.00
1.00
30.6
0.3
0.0
3.9
30.9
C
451
139.2
F
Timer
Assigned Phs
7
12.0
4.0
8.0
0.0
4
36.0
4.0
32.0
10.2
4.7
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
165
4
0
10
14
0
1.00
1.00
188.1
1
465
0.29
1599
11
1599
0.5
0.5
1.00
465
0.02
465
1.00
1.00
27.8
0.0
0.0
0.2
27.9
C
40
3
0
1.00
1.00
188.1
1
284
0.18
1200
43
1200
3.3
3.3
1.00
284
0.15
284
1.00
1.00
38.2
0.2
0.0
1.0
38.4
D
365
8
0
245
18
0
1.00
1.00
188.1
1
291
0.18
1599
266
1599
18.0
18.0
1.00
291
0.91
291
1.00
1.00
44.2
31.6
0.0
9.9
75.8
E
30
5
0
1.00
1.00
188.1
1
343
0.64
587
33
587
3.4
21.4
1.00
343
0.10
343
1.00
1.00
16.2
0.6
0.0
0.5
16.7
B
80
2
0
15
12
0
1.00
1.00
188.1
1
1018
0.64
1599
16
1599
0.4
0.4
1.00
1018
0.02
1018
1.00
1.00
7.3
0.0
0.0
0.2
7.4
A
930
1
0
1.00
1.00
188.1
1
869
0.64
1299
1011
1299
68.1
70.0
1.00
869
1.16
869
1.00
1.00
23.5
86.1
0.0
45.4
109.6
F
535
6
0
350
16
0
1.00
1.00
188.1
1
1018
0.64
1599
380
1599
12.5
12.5
1.00
1018
0.37
1018
1.00
1.00
9.5
1.1
0.0
4.8
10.6
B
1.00
188.1
1
547
0.29
1881
179
1881
8.2
8.2
1.00
188.1
1
342
0.18
1881
397
1881
20.0
20.0
342
1.16
342
1.00
1.00
45.0
99.8
0.0
19.1
144.8
F
706
112.3
F
8
24.0
4.0
20.0
22.0
0.0
1.00
188.1
1
1197
0.64
1881
87
1881
1.9
1.9
1197
0.07
1197
1.00
1.00
7.6
0.1
0.0
0.9
7.7
A
136
9.9
A
2
74.0
4.0
70.0
23.4
15.8
1.00
188.1
1
1197
0.64
1881
582
1881
17.9
17.9
1197
0.49
1197
1.00
1.00
10.5
1.4
0.0
8.1
11.9
B
1973
61.7
E
6
74.0
4.0
70.0
72.0
0.0
81.2
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 5

Movement
EBL
Lane Configurations
Volume (veh/h)
20
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
182.7
Lanes
1
Cap, veh/h
209
Arrive On Green
0.11
Sat Flow, veh/h
904
22
904
Q Serve(g_s), s
1.5
1.5
Prop In Lane
1.00
209
V/C Ratio(X)
0.11
326
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
26.9
0.2
0.0
0.3
27.1
Lane Grp LOS
C
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
4
0
60
14
0
1.00
1.00
182.7
1
173
0.11
1553
65
1553
2.6
2.6
1.00
173
0.37
374
1.00
1.00
27.4
1.3
0.0
1.0
28.7
C
480
3
0
1.00
1.00
182.7
1
588
0.21
1740
522
1740
14.0
14.0
1.00
588
0.89
588
1.00
1.00
21.0
15.2
0.0
4.3
36.2
D
220
8
0
210
18
0
1.00
1.00
190.0
0
314
0.38
821
467
1682
15.8
15.8
0.49
644
0.73
861
1.00
1.00
17.5
2.1
0.0
6.5
19.6
B
90
5
0
1.00
1.00
182.7
1
309
0.32
632
98
632
8.3
8.3
1.00
309
0.32
309
1.00
1.00
18.3
2.7
0.0
1.5
21.0
C
455
2
0
285
12
0
1.00
1.00
190.0
0
417
0.32
1315
376
1595
14.0
14.0
0.82
506
0.74
506
1.00
1.00
20.3
9.5
0.0
6.7
29.8
C
230
1
0
1.00
1.00
182.7
1
387
0.12
1740
250
1740
5.9
5.9
1.00
387
0.65
414
1.00
1.00
14.0
3.1
0.0
2.8
17.2
B
700
6
0
85
16
0
1.00
1.00
190.0
0
192
0.50
387
419
1759
10.4
10.4
0.22
874
0.48
874
1.00
1.00
11.0
1.9
0.0
4.5
12.9
B
1.00
182.7
1
204
0.11
1827
43
1827
1.4
1.4
204
0.21
440
1.00
1.00
26.8
0.5
0.0
0.7
27.3
C
130
28.0
C
4
11.4
4.0
16.0
4.6
2.8
3
18.0
4.0
14.0
16.0
0.0
1.00
182.7
1
329
0.38
861
0
0
0.0
0.0
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1.00
182.7
2
668
0.32
2107
429
1827
13.9
13.9
989
28.4
C
579
0.74
579
1.00
1.00
20.2
8.3
0.0
7.3
28.5
C
903
28.3
C
8
29.4
4.0
34.0
17.8
3.4
2
25.1
4.0
20.0
16.0
3.2
1
11.9
4.0
9.0
7.9
0.1
1.00
182.7
2
1590
0.50
3199
434
1827
10.4
10.4
908
0.48
908
1.00
1.00
11.0
1.8
0.0
4.7
12.8
B
1103
13.8
B
6
37.0
4.0
33.0
12.4
11.7
23.2
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 6

Movement
EBL
Lane Configurations
Volume (veh/h)
330
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
333
Arrive On Green
0.15
Sat Flow, veh/h
1774
359
1774
Q Serve(g_s), s
18.0
18.0
Prop In Lane
1.00
333
V/C Ratio(X)
1.08
333
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
35.4
71.9
0.0
107.3
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
22.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
520
4
0
400
14
0
1.00
1.00
186.3
1
409
0.26
1583
435
1583
31.0
31.0
1.00
409
1.06
409
1.00
1.00
44.5
62.4
0.0
19.6
106.9
F
80
3
0
1.00
1.00
186.3
2
115
0.03
3442
87
1721
3.0
3.0
1.00
115
0.76
115
1.00
1.00
57.5
24.9
0.0
1.7
82.4
F
460
8
0
140
18
0
1.00
1.00
186.3
1
224
0.14
1583
152
1583
10.9
10.9
1.00
224
0.68
224
1.00
1.00
48.9
7.9
0.0
5.0
56.8
E
385
5
0
1.00
1.00
186.3
1
360
0.10
1774
418
1774
12.0
12.0
1.00
360
1.16
360
1.00
1.00
22.5
99.2
0.0
15.2
121.7
F
1110
2
0
80
12
0
1.00
1.00
186.3
1
963
0.61
1583
87
1583
2.7
2.7
1.00
963
0.09
963
1.00
1.00
9.7
0.2
0.0
1.1
9.9
A
180
1
0
1.00
1.00
186.3
1
239
0.47
425
196
425
50.5
57.0
1.00
239
0.82
239
1.00
1.00
37.0
26.2
0.0
7.8
63.2
E
970
6
0
150
16
0
1.00
1.00
186.3
1
752
0.47
1583
163
1583
7.2
7.2
1.00
752
0.22
752
1.00
1.00
18.4
0.7
0.0
2.9
19.1
B
1.00
186.3
1
481
0.26
1863
565
1863
31.0
31.0
481
1.17
481
1.00
1.00
44.5
98.4
0.0
27.9
142.9
F
1359
122.0
F
4
35.0
4.0
31.0
33.0
0.0
3
8.0
4.0
4.0
5.0
0.0
1.00
186.3
2
528
0.14
3725
500
1863
16.0
16.0
528
0.95
528
1.00
1.00
51.1
26.6
0.0
9.6
77.6
E
739
73.9
E
8
21.0
4.0
17.0
18.0
0.0
5
16.0
4.0
12.0
14.0
0.0
1.00
186.3
2
2266
0.61
3725
1207
1863
22.5
22.5
2266
0.53
2266
1.00
1.00
13.6
0.9
0.0
10.2
14.5
B
1712
40.4
D
2
77.0
4.0
73.0
24.5
32.5
1.00
186.3
2
1770
0.47
3725
1054
1863
24.9
24.9
1770
0.60
1770
1.00
1.00
23.1
1.5
0.0
11.8
24.5
C
1413
29.3
C
6
61.0
4.0
57.0
59.0
0.0
63.4
E
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 7

Movement
EBL
Lane Configurations
Volume (veh/h)
160
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
1
Cap, veh/h
220
Arrive On Green
0.06
Sat Flow, veh/h
1774
174
1774
Q Serve(g_s), s
5.0
5.0
Prop In Lane
1.00
220
V/C Ratio(X)
0.79
220
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
19.9
17.7
0.0
3.1
37.6
Lane Grp LOS
D
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
HCM 2010 Ctrl Delay
HCM 2010 LOS
7
9.0
4.0
5.0
7.0
0.0
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
580
4
0
350
14
0
1.00
1.00
186.3
1
543
0.34
1583
380
1583
16.3
16.3
1.00
543
0.70
543
1.00
1.00
22.3
4.0
0.0
6.8
26.2
C
360
3
0
1.00
1.00
186.3
1
469
0.15
1774
391
1774
8.9
8.9
1.00
469
0.83
570
1.00
1.00
13.7
8.8
0.0
8.7
22.4
C
1340
8
0
330
18
0
1.00
1.00
186.3
1
675
0.43
1583
359
1583
13.2
13.2
1.00
675
0.53
707
1.00
1.00
16.7
0.7
0.0
5.0
17.4
B
270
5
0
1.00
1.00
186.3
1
369
0.08
1774
293
1774
6.0
6.0
1.00
369
0.79
369
1.00
1.00
25.9
11.4
0.0
3.9
37.3
D
160
2
0
80
12
0
1.00
1.00
186.3
1
384
0.24
1583
87
1583
3.5
3.5
1.00
384
0.23
384
1.00
1.00
23.8
1.4
0.0
1.5
25.2
C
160
1
0
1.00
1.00
186.3
1
433
0.06
1774
174
1774
5.0
5.0
1.00
433
0.40
433
1.00
1.00
22.1
0.6
0.0
2.7
22.7
C
260
6
0
250
16
0
1.00
1.00
186.3
1
363
0.23
1583
272
1583
12.5
12.5
1.00
363
0.75
363
1.00
1.00
28.1
13.2
0.0
6.2
41.3
D
1.00
186.3
2
1279
0.34
3725
630
1863
10.5
10.5
1279
0.49
1279
1.00
1.00
20.4
0.3
0.0
4.8
20.7
C
1184
24.9
C
4
30.9
4.0
24.0
18.3
5.3
3
15.5
4.0
16.0
10.9
0.6
1.00
186.3
2
1588
0.43
3725
1457
1863
28.9
28.9
1588
0.92
1663
1.00
1.00
21.2
8.3
0.0
14.4
29.5
C
2207
26.3
C
8
37.4
4.0
35.0
30.9
2.5
5
10.0
4.0
6.0
8.0
0.0
1.00
186.3
2
903
0.24
3725
174
1863
2.9
2.9
903
0.19
903
1.00
1.00
23.6
0.5
0.0
1.4
24.1
C
554
31.2
C
2
23.0
4.0
19.0
5.5
3.6
1
9.0
4.0
5.0
7.0
0.0
1.00
186.3
2
855
0.23
3725
283
1863
5.0
5.0
855
0.33
855
1.00
1.00
25.2
1.0
0.0
2.4
26.2
C
729
31.0
C
6
22.0
4.0
18.0
14.5
1.4
27.3
C
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 8

Movement
EBL
Lane Configurations
Volume (veh/h)
1100
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
602
Arrive On Green
0.17
Sat Flow, veh/h
3442
1196
1721
Q Serve(g_s), s
21.0
21.0
Prop In Lane
1.00
602
V/C Ratio(X)
1.99
602
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
49.5
449.5
0.0
499.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
5/7/2013
EBT
EBR
WBL
WBT
0
4
0
350
14
0
1.00
1.00
186.3
1
0
0.00
210
3
0
1.00
1.00
186.3
1
60
0.15
999
228
999
0.0
0.1
1.00
60
3.80
60
1.00
1.00
51.0
1299.5
0.0
23.2
1350.5
F
590
8
0
1.00
0.0
0
0
0.00
1196
499.0
F
Timer
Assigned Phs
7
25.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
1.00
186.3
2
559
0.15
3725
641
1863
18.0
18.0
559
1.15
559
1.00
1.00
51.0
85.6
0.0
15.3
136.6
F
1152
385.3
F
8
22.0
4.0
18.0
20.0
0.0
WBR
NBL
NBT
NBR
SBL
SBT
SBR
260
300
18
5
0
0
1.00
1.00
1.00
1.00
186.3 186.3
1
1
237
85
0.15
0.57
1583
74
283
326
1583
74
18.0
40.5
18.0
69.0
1.00
1.00
237
85
1.19
3.84
237
85
1.00
1.00
1.00
1.00
51.0
54.1
120.1 1305.3
0.0
0.0
15.2
33.4
171.1 1359.4
F
F
1160
2
0
0
12
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
0
1
0
1.00
1.00
0.0
0
0
0.00
0
0
0
0.0
0.0
0.00
0
0.00
0
1.00
0.00
0.0
0.0
0.0
0.0
0.0
1230
6
0
1590
16
0
1.00
1.00
186.3
1
910
0.57
1583
1728
1583
69.0
69.0
1.00
910
1.90
910
1.00
1.00
25.5
408.3
0.0
129.3
433.8
F
1.00
186.3
2
2142
0.57
3725
1261
1863
26.1
26.1
2142
0.59
2142
1.00
1.00
16.4
1.2
0.0
11.9
17.6
B
1587
293.2
F
2
73.0
4.0
69.0
71.0
0.0
1.00
186.3
2
2142
0.57
3725
1337
1863
28.5
28.5
2142
0.62
2142
1.00
1.00
16.9
1.4
0.0
13.0
18.3
B
3065
252.5
F
6
73.0
4.0
69.0
71.0
0.0
325.7
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 9

Movement
EBL
Lane Configurations
Volume (veh/h)
445
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
188.1
Lanes
1
Cap, veh/h
360
Arrive On Green
0.12
Sat Flow, veh/h
1792
484
1792
Q Serve(g_s), s
13.0
13.0
Prop In Lane
1.00
360
V/C Ratio(X)
1.34
360
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
39.0
172.0
0.0
211.0
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
17.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
10
4
0
215
14
0
1.00
1.00
188.1
1
265
0.17
1599
234
1599
15.9
15.9
1.00
265
0.88
360
1.00
1.00
45.2
17.3
0.0
7.7
62.5
E
15
3
0
1.00
1.00
188.1
1
162
0.01
1792
16
1792
0.9
0.9
1.00
162
0.10
201
1.00
1.00
47.7
0.3
0.0
0.4
48.0
D
5
8
0
20
18
0
1.00
1.00
188.1
1
100
0.06
1599
22
1599
1.5
1.5
1.00
100
0.22
231
1.00
1.00
49.4
1.1
0.0
0.6
50.5
D
150
5
0
1.00
1.00
188.1
1
129
0.04
1792
163
1792
4.0
4.0
1.00
129
1.26
129
1.00
1.00
35.9
164.4
0.0
9.6
200.3
F
225
2
0
10
12
0
1.00
1.00
188.1
1
1058
0.66
1599
11
1599
0.3
0.3
1.00
1058
0.01
1058
1.00
1.00
6.4
0.0
0.0
0.1
6.4
A
15
1
0
1.00
1.00
188.1
1
781
0.01
1792
16
1792
0.3
0.3
1.00
781
0.02
820
1.00
1.00
6.8
0.0
0.0
0.1
6.8
A
1250
6
0
745
16
0
1.00
1.00
188.1
1
1023
0.64
1599
810
1599
41.0
41.0
1.00
1023
0.79
1023
1.00
1.00
14.6
6.3
0.0
16.6
20.9
C
1.00
188.1
2
624
0.17
3762
11
1881
0.3
0.3
624
0.02
848
1.00
1.00
38.7
0.0
0.0
0.1
38.7
D
729
160.7
F
4
22.4
4.0
25.0
17.9
0.5
3
5.6
4.0
4.0
2.9
0.0
1.00
188.1
2
236
0.06
3762
5
1881
0.1
0.1
236
0.02
543
1.00
1.00
48.8
0.0
0.0
0.1
48.8
D
43
49.4
D
8
11.0
4.0
16.0
3.5
0.7
5
8.0
4.0
4.0
6.0
0.0
1.00
188.1
1
1245
0.66
1881
245
1881
5.6
5.6
1245
0.20
1245
1.00
1.00
7.3
0.4
0.0
2.5
7.6
A
419
82.6
F
2
77.4
4.0
71.0
7.6
41.0
1
5.6
4.0
4.0
2.3
0.0
1.00
188.1
1
1204
0.64
1881
1359
1881
71.0
71.0
1204
1.13
1204
1.00
1.00
20.0
69.1
0.0
53.5
89.0
F
2185
63.2
E
6
75.0
4.0
71.0
73.0
0.0
86.5
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 10

Movement
EBL
Lane Configurations
Volume (veh/h)
590
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
287
Arrive On Green
0.08
Sat Flow, veh/h
3442
641
1721
Q Serve(g_s), s
10.0
10.0
Prop In Lane
1.00
287
V/C Ratio(X)
2.23
287
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
55.0
566.9
0.0
621.9
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
14.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
260
4
0
45
14
0
1.00
1.00
186.3
1
411
0.26
1583
49
1583
2.8
2.8
1.00
411
0.12
411
1.00
1.00
33.9
0.1
0.0
1.1
34.1
C
430
3
0
1.00
1.00
186.3
2
540
0.16
3442
467
1721
15.9
15.9
1.00
540
0.86
688
1.00
1.00
49.3
9.1
0.0
7.8
58.5
E
500
8
0
1230
18
0
1.00
1.00
186.3
1
528
0.33
1583
1337
1583
40.0
40.0
1.00
528
2.53
528
1.00
1.00
40.0
695.6
0.0
118.0
735.6
F
45
5
0
1.00
1.00
186.3
1
109
0.03
1774
49
1774
2.1
2.1
1.00
109
0.45
120
1.00
1.00
31.0
2.9
0.0
1.0
33.8
C
2370
2
0
160
12
0
1.00
1.00
186.3
1
567
0.36
1583
174
1583
9.5
9.5
1.00
567
0.31
567
1.00
1.00
27.8
1.4
0.0
4.0
29.2
C
650
1
0
1.00
1.00
186.3
2
315
0.09
3442
707
1721
11.0
11.0
1.00
315
2.24
315
1.00
1.00
54.5
568.6
0.0
29.8
623.1
F
2350
6
0
990
16
0
1.00
1.00
186.3
1
669
0.42
1583
1076
1583
50.7
50.7
1.00
669
1.61
669
1.00
1.00
34.6
280.7
0.0
72.1
315.3
F
1.00
186.3
2
967
0.26
3725
283
1863
7.3
7.3
967
0.29
967
1.00
1.00
35.6
0.2
0.0
3.5
35.8
D
973
421.8
F
4
35.2
4.0
26.0
9.3
12.4
3
22.8
4.0
24.0
17.9
1.0
1.00
186.3
2
1242
0.33
3725
543
1863
13.6
13.6
1242
0.44
1242
1.00
1.00
31.2
0.2
0.0
6.5
31.5
C
2347
437.9
F
8
44.0
4.0
40.0
42.0
0.0
5
7.3
4.0
4.0
4.1
0.0
1.00
186.3
2
1335
0.36
3725
2576
1863
43.0
43.0
1335
1.93
1335
1.00
1.00
38.5
421.1
0.0
98.3
459.6
F
2799
425.4
F
2
47.0
4.0
43.0
45.0
0.0
1
15.0
4.0
11.0
13.0
0.0
1.00
186.3
2
1574
0.42
3725
2554
1863
50.7
50.7
1574
1.62
1574
1.00
1.00
34.6
283.0
0.0
85.7
317.7
F
4337
366.9
F
6
54.7
4.0
50.0
52.7
0.0
403.6
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 11

Movement
EBL
Lane Configurations
Volume (veh/h)
850
Number
7
Initial Q (Qb), veh
0
Ped-Bike Adj(A_pbT)
1.00
Parking Bus Adj
1.00
186.3
Lanes
2
Cap, veh/h
631
Arrive On Green
0.18
Sat Flow, veh/h
3442
924
1721
Q Serve(g_s), s
22.0
22.0
Prop In Lane
1.00
631
V/C Ratio(X)
1.46
631
HCM Platoon Ratio
1.00
Upstream Filter(I)
1.00
49.0
217.6
0.0
266.6
Lane Grp LOS
F
Approach Vol, veh/h
Approach LOS
Timer
Assigned Phs
7
26.0
4.0
0.0
HCM 2010 Ctrl Delay
HCM 2010 LOS
2040 PM - Build
5/7/2013
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
420
4
0
370
14
0
1.00
1.00
186.3
1
620
0.39
1583
402
1583
24.8
24.8
1.00
620
0.65
620
1.00
1.00
29.8
2.4
0.0
10.2
32.1
C
170
3
0
1.00
1.00
190.0
0
172
0.17
641
185
641
21.0
21.0
1.00
172
1.07
172
1.00
1.00
53.2
90.0
0.0
9.7
143.1
F
290
8
0
160
18
0
1.00
1.00
186.3
1
277
0.17
1583
174
1583
12.2
12.2
1.00
277
0.63
277
1.00
1.00
45.9
4.5
0.0
5.3
50.3
D
400
5
0
1.00
1.00
186.3
2
287
0.08
3442
435
1721
10.0
10.0
1.00
287
1.52
287
1.00
1.00
55.0
249.7
0.0
14.4
304.7
F
1835
2
0
105
12
0
1.00
1.00
190.0
0
122
0.41
298
692
1810
44.0
44.0
0.16
739
0.94
739
1.00
1.00
34.0
20.8
0.0
24.1
54.8
D
265
1
0
1.00
1.00
186.3
1
245
0.10
1774
288
1774
12.0
12.0
1.00
245
1.17
245
1.00
1.00
36.4
112.4
0.0
11.5
148.8
F
2350
6
0
1165
16
0
1.00
1.00
186.3
1
673
0.43
1583
1266
1583
51.0
51.0
1.00
673
1.88
673
1.00
1.00
34.5
402.2
0.0
95.2
436.7
F
1.00
186.3
1
730
0.39
1863
457
1863
23.7
23.7
730
0.63
730
1.00
1.00
29.4
1.7
0.0
11.4
31.1
C
1783
153.4
F
4
51.0
4.0
47.0
26.8
8.5
1.00
186.3
2
297
0.17
1695
315
1695
21.0
21.0
297
1.06
297
1.00
1.00
49.5
69.5
0.0
14.9
119.0
F
674
107.9
F
8
25.0
4.0
21.0
23.0
0.0
5
14.0
4.0
10.0
12.0
0.0
1.00
186.3
3
2139
0.41
5238
1417
1863
43.6
43.6
1521
0.93
1521
1.00
1.00
33.9
11.7
0.0
22.7
45.5
D
2544
92.4
F
2
53.0
4.0
49.0
46.0
3.0
1
16.0
4.0
12.0
14.0
0.0
1.00
186.3
3
2375
0.43
5588
2554
1863
51.0
51.0
2375
1.08
2375
1.00
1.00
34.5
42.5
0.0
32.9
77.0
F
4108
192.9
F
6
55.0
4.0
51.0
53.0
0.0
150.8
F
Notes
Tri-County Pkwy
Synchro 7 - Report
Page 12
APPENDIX C
HIGHWAY CAPACITY MANUAL TRAFFIC DATA
Duetothelargesizeofthecalculationspreadsheet,itwassplitintoseparatesheets(withrepeatingheadercolumnsandrows)forprinting
purposes.Thefollowingtablesillustratethepageorderoftheseparatedsheetsforthefreewayandrampcalculationsheets,respectively,that
arepresentedinthisappendix.
TheresultsoftheHCManalysisforbothfreewayandrampsectionsarepresentedattheendofthisappendixinaconcise2pageformat.
FREEWAYANALYSISCALCULATION:
Byrampsegment:
ExistingAMandPM
2040NoBuildAMandPM
2040BuildAMandPM
FreewayData
Page2
Page3
Page4
Page1
RAMPANALYSISCALCULATION:
Byrampsegment:
ExistingAM
ExistingPM
2040NoBuildAM
2040NoBuildPM
2040BuildAM
2040BuildPM
Freeway/Ramp/
RampJunctionData
Page1
Page2
Page3
Page4
Page5
Page6
Page7
Steps12
Page9
Page10
Page11
Page12
Page13
Page14
Page8
Steps35
Page15
Page16
Page17
Page18
Page19
Page20
Page21
FreewayAnalysisCalculations
Traffic
Freeway
Variable
Lookupvaluesconstantforallscenarios
Assumedvalues
scenariospecificlookupvalues
scenariospecificlookupvalues
Units
Description
Typicalvalues
V
PHF
PT
veh/h
demandvolumeunderprevailingconditions
proportionoftrucksandbusesintrafficstream
0.850.98
00.25
PR
proportionofRVsintrafficstream
00.25
fP
adjustmentfactorforunfamiliardriverpopulations
0.851.00
FFS
mi/h
MeasuredFFS
N
Lanewidth ft
Rightsidel ft
Totalramp ramps/mi
Terrain
Demand
Equation
Formula
5575
2+
1012+
06+
Numberofmainlinefreewaylanes(perdirection)
Thenumberoframps(onandoff,onedirection)locatedbetween3miupstreamand3midownstreamofthemidpointofthebasic
freewaysegmentunderstudy,dividedby6mi.(pg1112)
06
level,rolling,
mountainous,or
specificlengthand
percentgrade
Demandduringanalysishour
Dailydemand
Kfactor
Dfactor
fLW
mi/h
adjustmentforlanewidth
Exhibit118
fLC
mi/h
adjustmentforrightsidelateralclearance
fTRD
ramps/mi
adjustmentfortotalrampdensity
Exhibit119
0.84
=3.22*TRD
FFS
mi/h
FFScurve
FFSofbasicfreewaysegment
FFScurvetouseforcalculations
Eqn111
=75.4fLWfLC3.22TRD0.84
ET
passengercarequivalent(PCE)ofonetruckorbusintrafficstream
Exhibit1110
ER
PCEofoneRVintrafficstream
Exhibit1110
fHV
adjustmentfactorforpresenceofheavyvehiclesintrafficstream
Eqn113
=1/(1+PT(ET1)+PR(ER1))
demandflowrateunderequivalentbaseconditions
Eqn112
=V/(PHFxNxfHVxfP)
[breakpoin pc/h/ln
[decay]
[capacity[ pc/h/ln
Volumeatwhichspeedflowcurvestopsbeingconstant(i.e.whereitstartstodecay)
coefficientofspeeddegredationterminspeedequations
basecapacityofthebasicfreewaysegment
Exhibit113
Exhibit113
Exhibit112
S
v/c
D
LOS
meanspeedoftrafficstreamunderbaseconditions
volumetocapacityratio
density
Levelofservice
v15
pc
peak15minutevolume
vp
pc/h/ln
mi/h
pc/mi/ln
Page1of4
Exhibit113
Eqn114 =vp/S
Exhibit115
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
Existing
AM
I66EB_4
I66WB_4
I66EB_5
3,170
0.92
0.093
1,200
0.92
0.177
5,350
0.92
0.059
2,100
0.92
0.149
5,440
0.92
0.059
2,040
0.92
0.149
6,590
0.92
0.045
2,770
0.92
0.138
6,510
0.92
0.045
PR
fP
FFS
MeasuredF
N
Lanewidth
Rightsidel
2
12
6
2
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
Totalramp
0.83
1.17
0.67
1.00
1.17
1.50
Terrain
Level
Level
Level
Level
Level
fLW
fLC
fTRD
2.8
3.7
2.3
FFS
FFScurve
72.6
75
71.7
70
ET
1.5
ER
1.2
fHV
v15
vp
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
Existing
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
2,640
0.92
0.138
1,390
0.92
0.112
3,270
0.92
0.045
2,540
0.92
0.064
5,160
0.92
0.052
2,690
0.92
0.064
5,210
0.92
0.052
3,160
0.92
0.045
6,360
0.92
0.056
2,990
0.92
0.045
6,570
0.92
0.056
4
12
6
4
12
6
4
12
6
2
12
6
2
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
1.00
1.33
0.83
1.17
0.83
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3.2
3.7
4.5
3.2
4.1
2.8
3.7
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
861
326
1,454
571
1,478
554
1,791
753
1,769
717
378
889
690
1,402
731
1,416
859
1,728
813
1,785
1,803
710
1,197
491
1,522
596
1,831
805
1,809
767
798
1,817
570
1,151
754
1,453
878
1,776
831
1,835
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.15
10.1
A
74.6
0.1
16.1
B
70.0
0.04
7.0
A
68.8
0.16
22.1
C
70.0
0.06
8.5
A
65.4
0.19
28.0
D
70.0
0.08
11.5
B
67.8
0.19
26.7
D
70.0
0.08
11.0
A
75.0
0.17
10.6
A
65.6
0.38
27.7
D
75.0
0.05
7.6
A
70.0
0.1
16.4
B
70.0
0.08
10.8
A
69.3
0.15
21.0
C
70.0
0.09
12.5
B
66.1
0.19
26.9
D
75.0
0.09
11.1
B
65.3
0.19
28.1
D
Variable
Traffic
Freeway
Demand
V
PHF
PT
Demanddu
Dailydema
Kfactor
Dfactor
1,000
[breakpoin
0.00001107
[decay]
2,400
[capacity[
S
v/c
D
LOS
67.9
0.38
26.6
D
Page2of4
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
2040NoBuild
AM
I66EB_4
I66WB_4
I66EB_5
6,060
0.92
0.093
2,290
0.92
0.177
7,820
0.92
0.059
3,070
0.92
0.149
7,890
0.92
0.059
2,960
0.92
0.149
9,490
0.92
0.045
3,990
0.92
0.138
8,950
0.92
0.045
PR
fP
FFS
MeasuredF
N
Lanewidth
Rightsidel
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
Totalramp
0.83
1.17
0.67
1.00
1.17
1.50
Terrain
Level
Level
Level
Level
Level
fLW
fLC
fTRD
2.8
3.7
2.3
FFS
FFScurve
72.6
75
71.7
70
ET
1.5
ER
1.2
fHV
v15
vp
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
2040NoBuild
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
3,620
0.92
0.138
2,660
0.92
0.112
6,260
0.92
0.045
3,710
0.92
0.064
7,540
0.92
0.052
3,900
0.92
0.064
7,550
0.92
0.052
4,560
0.92
0.045
9,160
0.92
0.056
4,110
0.92
0.045
9,020
0.92
0.056
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
1.00
1.33
0.83
1.17
0.83
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3.2
3.7
4.5
3.2
4.1
2.8
3.7
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
1,647
622
2,125
834
2,144
804
2,579
1,084
2,432
984
723
1,701
1,008
2,049
1,060
2,052
1,239
2,489
1,117
2,451
1,723
677
1,750
717
2,207
864
2,636
1,159
2,486
1,051
763
1,739
832
1,682
1,093
2,105
1,267
2,559
1,142
2,519
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.07
9.7
A
68.8
0.15
25.4
C
70.0
0.06
10.2
A
58.2
0.23
37.9
E
70.0
0.09
12.3
B
46.1
0.27
57.2
F
70.0
0.12
16.6
B
50.5
0.26
49.2
F
70.0
0.11
15.0
B
75.0
0.08
10.2
A
66.6
0.18
26.1
D
75.0
0.07
11.1
B
67.3
0.14
25.0
C
70.0
0.11
15.6
B
60.5
0.22
34.8
D
69.9
0.13
18.1
C
48.6
0.27
52.7
F
74.8
0.12
15.3
B
49.8
0.26
50.6
F
Variable
Traffic
Freeway
Demand
V
PHF
PT
Demanddu
Dailydema
Kfactor
Dfactor
1,000
[breakpoin
0.00001107
[decay]
2,400
[capacity[
S
v/c
D
LOS
69.2
0.18
24.9
C
Page3of4
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
2040Build
AM
I66EB_4
I66WB_4
I66EB_5
5,840
0.92
0.093
2,200
0.92
0.177
7,050
0.92
0.059
2,770
0.92
0.149
7,770
0.92
0.059
2,910
0.92
0.149
9,340
0.92
0.045
3,920
0.92
0.138
8,860
0.92
0.045
PR
fP
FFS
MeasuredF
N
Lanewidth
Rightsidel
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
Totalramp
1.17
1.17
1.00
1.17
1.50
1.67
Terrain
Level
Level
Level
Level
Level
fLW
fLC
fTRD
3.7
3.7
3.2
FFS
FFScurve
71.7
70
71.7
70
ET
1.5
ER
1.2
fHV
v15
vp
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
2040Build
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
3,590
0.92
0.138
2,560
0.92
0.112
6,020
0.92
0.045
3,350
0.92
0.064
6,810
0.92
0.052
3,840
0.92
0.064
7,440
0.92
0.052
4,480
0.92
0.045
9,010
0.92
0.056
4,070
0.92
0.045
8,930
0.92
0.056
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
1.00
1.33
0.83
1.17
1.17
1.17
1.00
1.17
1.50
1.67
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3.7
4.5
4.9
3.2
4.1
2.8
3.7
3.7
3.7
3.2
3.7
4.5
4.9
3.2
4.1
2.8
3.7
72.2
70
71.7
70
70.9
70
70.5
70
72.2
70
71.3
70
72.6
75
71.7
70
71.7
70
71.7
70
72.2
70
71.7
70
70.9
70
70.5
70
72.2
70
71.3
70
72.6
75
71.7
70
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
1,587
598
1,916
753
2,111
791
2,538
1,065
2,408
976
696
1,636
910
1,851
1,043
2,022
1,217
2,448
1,106
2,427
1,660
651
1,578
647
2,174
850
2,595
1,139
2,461
1,043
735
1,672
751
1,519
1,077
2,075
1,245
2,517
1,131
2,494
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.07
9.3
A
68.3
0.13
23.1
C
70.0
0.05
9.2
A
59.0
0.23
36.8
E
70.0
0.09
12.1
B
47.4
0.27
54.7
F
70.0
0.12
16.3
B
51.4
0.26
47.9
F
70.0
0.11
14.9
B
70.0
0.08
10.5
A
67.4
0.17
24.8
C
70.0
0.06
10.7
A
68.8
0.13
22.1
C
70.0
0.11
15.4
B
61.1
0.22
33.9
D
70.0
0.13
17.8
B
49.9
0.26
50.4
F
74.8
0.12
15.1
B
50.6
0.26
49.3
F
Variable
Traffic
Freeway
Demand
V
PHF
PT
Demanddu
Dailydema
Kfactor
Dfactor
1,200
[breakpoin
0.00001160
[decay]
2,400
[capacity[
S
v/c
D
LOS
67.5
0.17
24.6
C
Page4of4
RampAnalysisCalculations
Valuesthatwereassumed/keptconstantforalllocations
Variable
FreewayDaSFF
N
Ndown
Units
mi/h
lanes
lanes
TerrainFWY
RampFreewayJunctionData
Ramptype
Side
NRAMP
Typicalvalues
Description
Equation
Freewayfreeflowspeed
5575
Numberofmainlinefreewaylanes
25
Numberofmainlinefreewaylanesdown 25
Typeoffacilityrampconnectingwithramp
level,rolling,mountainous,orspecific
lengthandpercentgrade
Terrainofthefreeway
Sideoffreewaythatrampison
Numberoflanesonramproadway
onramp,offramp,majormerge,majordiverge
righthand,lefthand
NJNCT
Numberoframplanesatrampfreewayjunction
LA1,LD1
Lengthofaccelerationordecelerationlan099,999
LA2,LD2
Lengthofsecondaccelerationordeceler 099,999
LA,LD
ft
Lengthofaccelerationordecelerationlan099,999
SFR
mi/h
TerrainRAMP
mi/h
vF
pc/h
freeflowspeedoftheramproadway
2050
lengthandpercentgrade
Terrainoftheramp
FFSoftherampatthejunctionpoint
flowrateonfreewayimmediatelyupstreamoftherampinfluenceareaunderstudy
PHFF
...peakhourfactor
PTF
PRF
proportionoftrucksandbusesintraffi 00.25
00.25
fPF
adjustmentfactorforunfamiliardriver 0.851.00
vR
pc/h
flowrateontheonramporofframp
PHFR
...peakhourfactor
PRR
00.25
fPR
PTR
AdjacentRampData
TypeUP
Typeoframpupstreamofsubjectramp none,on,off
Singlelane,rightside?Istheadjacentrampasinglelaneramplocatedontherightsideofthefreeway?
DistUP
ft
Distancetoupstreamramp
vUP
Volumeofupstreamramp
PHFUP
...peakhourfactor
PTUP
00.25
PRUP
fPUP
TerrainUP
55
onramp
Terrainoftheupstreamadjacentramp lengthandpercentgrade
TypeDOWN
Typeoframpdownstreamofsubjectramp
Singlelane,rightside?Istheadjacentrampasinglelaneramplocatedontherightsideofthefreeway?
DistDOWN ft
Distancetodownstreamramp
vDOWN
Volumeofdownstreamramp
PHFDOWN
...peakhourfactor
PTDOWN
proportionoftrucksandbusesintrafficstream
PRDOWN
fPDOWN
adjustmentfactorforunfamiliardriverpopulations
Terrainofthedownstreamadjacentram lengthandpercentgrade
TerrainDOWN
vFO
pc/h
flowrateonthefreewayimmediatelydownstreamofthemergeordivergearea
PHFFO
...peakhourfactor
PRFO
00.25
fPFO
PTFO
Page1of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Existing
AM
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
70
2
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
2
2
Freeway
70
5
3
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
0
righthand
0
onramp
righthand
1
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
1,500
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
1,500
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
NA
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
50
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,170
2,880
#N/A
5,350
1,420
4,130
#N/A
5,440
4,850
2,600
6,590
5,720
2,100
1,000
1,810
2,040
2,040
1,650
2,610
2,770
#N/A
2,640
2,370
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
290
2,470
290
200
810
#N/A
1,220
620
680
1,310
#N/A
590
1,740
390
960
160
#N/A
270
230
170
870
790
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
9.3%
5.9%
14.9%
17.7%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
4.5%
14.9%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
onramp
No
9,999
0
0
9,999
offramp
Yes
1,230
offramp
Yes
3,600
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
1,510
290
680
810
290
#N/A
2,470
390
620
1,220
#N/A
1,310
590
960
160
100
#N/A
780
270
230
150
870
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
0.0%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
20.0%
#N/A
13.8%
13.8%
13.8%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
3,600
onramp
Yes
1,230
0
0
9,999
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
vDOWN
2,470
1,220
810
650
200
#N/A
1,310
680
290
590
#N/A
1,740
150
620
390
960
#N/A
230
170
100
790
1,160
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
5.9%
5.9%
14.9%
17.7%
17.7%
#N/A
5.9%
14.9%
0.0%
14.9%
5.9%
#N/A
4.5%
20.0%
14.9%
14.9%
13.8%
#N/A
13.8%
13.8%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
2,880
5,350
1,810
1,200
1,000
#N/A
4,130
1,420
2,040
2,100
5,440
#N/A
4,850
6,590
2,040
1,650
2,610
#N/A
2,370
2,600
2,770
5,720
6,510
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
9.3%
7.7%
14.9%
15.4%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.5%
14.0%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
TerrainDOWN
Page2of21
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
Existing
PM
70
2
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
2
2
Freeway
70
5
3
Freeway
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
Level
Level
Level
Level
Level
Level
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
0
righthand
0
onramp
righthand
1
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
1,500
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
1,500
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
NA
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
50
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
1,230
5,160
2,870
4,210
#N/A
2,540
5,210
5,210
4,010
1,930
#N/A
2,690
2,120
4,530
6,140
6,360
#N/A
6,570
5,770
6,100
3,160
2,570
1,390
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
160
1,310
950
400
1,340
#N/A
610
1,200
1,150
760
#N/A
570
1,040
680
1,610
220
#N/A
800
330
260
590
420
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
11.2%
6.4%
5.2%
4.5%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
4.5%
5.2%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
onramp
No
9,999
0
0
9,999
offramp
Yes
1,230
offramp
Yes
3,600
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
890
160
1,150
1,340
950
#N/A
1,310
680
1,200
610
#N/A
760
570
1,610
220
150
#N/A
1,580
800
330
100
590
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
0.0%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
20.0%
#N/A
5.6%
5.6%
5.6%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
3,600
onramp
Yes
1,230
0
0
9,999
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
vDOWN
1,310
610
1,340
1,450
400
#N/A
760
1,150
950
570
#N/A
1,040
100
1,200
680
1,610
#N/A
330
260
150
420
540
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
6.4%
6.4%
5.2%
4.5%
4.5%
#N/A
6.4%
5.2%
0.0%
5.2%
6.4%
#N/A
4.5%
20.0%
5.2%
5.2%
5.6%
#N/A
5.6%
5.6%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
1,230
2,540
4,210
3,270
2,870
#N/A
1,930
4,010
5,210
5,160
2,690
#N/A
2,120
3,160
5,210
4,530
6,140
#N/A
5,770
6,100
6,360
2,570
2,990
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
11.2%
8.7%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
5.7%
5.5%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainDOWN
Page3of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040NoBuild
AM
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
0
righthand
0
onramp
righthand
1
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
1,500
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
1,500
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
NA
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
50
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
6,060
5,520
#N/A
7,820
1,820
5,450
#N/A
7,890
7,040
3,810
9,490
8,120
3,070
1,980
2,780
2,960
2,960
2,390
3,760
3,990
#N/A
3,620
3,350
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
540
2,300
290
310
800
#N/A
2,370
1,140
1,250
2,440
#N/A
850
2,450
570
1,370
230
#N/A
270
460
180
1,370
830
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
9.3%
5.9%
14.9%
17.7%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
4.5%
14.9%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
onramp
No
9,999
0
0
9,999
offramp
Yes
1,230
offramp
Yes
3,600
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
1,370
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
2,870
540
1,250
800
290
#N/A
2,300
570
1,140
2,370
#N/A
2,440
850
1,370
230
100
#N/A
790
270
460
150
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
0.0%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
20.0%
#N/A
13.8%
13.8%
13.8%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
3,600
onramp
Yes
1,230
0
0
9,999
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
vDOWN
2,300
2,370
800
1,230
310
#N/A
2,440
1,250
290
850
#N/A
2,450
150
1,140
570
1,370
#N/A
460
180
100
830
2,350
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
5.9%
5.9%
14.9%
17.7%
17.7%
#N/A
5.9%
14.9%
0.0%
14.9%
5.9%
#N/A
4.5%
20.0%
14.9%
14.9%
13.8%
#N/A
13.8%
13.8%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
5,520
7,820
2,780
2,290
1,980
#N/A
5,450
1,820
2,960
3,070
7,890
#N/A
7,040
9,490
2,960
2,390
3,760
#N/A
3,350
3,810
3,990
8,120
8,950
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
9.3%
8.3%
14.9%
15.3%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.5%
14.0%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
TerrainDOWN
Page4of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040NoBuild
PM
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
0
righthand
0
onramp
righthand
1
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
1,500
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
1,500
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
NA
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
50
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
2,370
7,540
5,430
6,650
#N/A
3,710
7,550
7,550
5,310
2,530
#N/A
3,900
3,080
6,550
8,870
9,160
#N/A
9,020
8,220
8,880
4,560
3,650
2,660
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
290
1,340
890
830
1,220
#N/A
1,180
2,240
2,230
1,370
#N/A
820
1,480
1,000
2,320
290
#N/A
800
660
280
910
460
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
11.2%
6.4%
5.2%
4.5%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
4.5%
5.2%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
onramp
No
9,999
0
0
9,999
offramp
Yes
1,230
offramp
Yes
3,600
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
1,700
290
2,230
1,220
890
#N/A
1,340
1,000
2,240
1,180
#N/A
1,370
820
2,320
290
150
#N/A
1,590
800
660
100
910
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
0.0%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
20.0%
#N/A
5.6%
5.6%
5.6%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
3,600
onramp
Yes
1,230
0
0
9,999
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
vDOWN
1,340
1,180
1,220
2,750
830
#N/A
1,370
2,230
890
820
#N/A
1,480
100
2,240
1,000
2,320
#N/A
660
280
150
460
1,080
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
6.4%
6.4%
5.2%
4.5%
4.5%
#N/A
6.4%
5.2%
0.0%
5.2%
6.4%
#N/A
4.5%
20.0%
5.2%
5.2%
5.6%
#N/A
5.6%
5.6%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
2,370
3,710
6,650
6,260
5,430
#N/A
2,530
5,310
7,550
7,540
3,900
#N/A
3,080
4,560
7,550
6,550
8,870
#N/A
8,220
8,880
9,160
3,650
4,110
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
11.2%
9.5%
5.2%
5.1%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
5.7%
5.5%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
TerrainDOWN
Page5of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040Build
AM
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
800
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
800
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
35
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
5,840
5,240
#N/A
7,050
1,910
6,250
#N/A
7,770
6,910
3,760
9,340
8,020
2,770
1,850
2,640
2,590
2,910
2,310
3,690
3,920
#N/A
3,590
3,310
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
600
1,810
130
350
790
#N/A
1,430
680
320
860
1,520
#N/A
860
2,430
600
1,380
230
#N/A
280
450
160
1,320
840
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
9.3%
5.9%
14.9%
17.7%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
4.5%
14.9%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
offramp
yes
1,000
onramp
no
9,999
offramp
Yes
1,230
offramp
Yes
1,200
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
1,320
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
2,590
600
860
790
130
#N/A
1,810
320
600
680
80
#N/A
1,520
860
1,380
230
100
#N/A
760
280
450
150
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
9.3%
9.3%
14.9%
14.9%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.9%
13.8%
13.8%
20.0%
#N/A
13.8%
13.8%
13.8%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
1,200
onramp
Yes
1,230
offramp
Yes
1,000
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
vDOWN
1,810
1,430
790
1,110
350
#N/A
710
860
680
130
860
#N/A
2,430
150
680
600
1,380
#N/A
450
160
100
840
2,280
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
5.9%
5.9%
14.9%
17.7%
17.7%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
4.5%
20.0%
14.9%
14.9%
13.8%
#N/A
13.8%
13.8%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
5,240
7,050
2,640
2,200
1,850
#N/A
5,620
1,910
2,590
2,770
7,770
#N/A
6,910
9,340
2,910
2,310
3,690
#N/A
3,310
3,760
3,920
8,020
8,860
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
9.3%
8.4%
14.9%
15.4%
14.9%
#N/A
5.9%
14.9%
14.9%
14.9%
5.9%
#N/A
5.9%
5.5%
14.0%
13.8%
13.8%
#N/A
13.8%
13.8%
13.8%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
TerrainDOWN
Page6of21
Variable
FreewayDaSFF
N
Ndown
TerrainFWY
RampFreewayJunctio
Ramptype
Side
NRAMP
NJNCT
LA1,LD1
LA2,LD2
LA,LD
SFR
TerrainRAMP
vF
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
Level
Level
Level
Level
offramp
righthand
2
onramp
righthand
2
offramp
righthand
1
onramp
righthand
1
EBExit_47_NBSB
2040Build
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
Level
Level
Level
Level
Level
Level
offramp
righthand
2
#N/A
righthand
#N/A
offramp
righthand
1
offramp
righthand
1
offramp
righthand
1
onramp
righthand
1
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
2
onramp
righthand
2
onramp
righthand
2
offramp
righthand
2
offramp
righthand
1
#N/A
righthand
#N/A
offramp
righthand
1
onramp
righthand
1
onramp
righthand
1
offramp
righthand
1
onramp
righthand
1
#N/A
#N/A
#N/A
900
1,500
730
1,450
950
#N/A
1,350
800
800
1,500
1,000
#N/A
680
750
900
830
800
#N/A
1,500
950
990
780
1,200
1,150
950
#N/A
#N/A
1,500
1,500
#N/A
1,800
4,150
730
1,450
2,850
#N/A
1,350
800
800
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
50
35
45
45
#N/A
45
35
35
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
2,260
6,810
5,260
6,430
#N/A
3,350
6,800
7,440
5,410
3,010
#N/A
3,840
3,000
6,420
8,740
9,010
#N/A
8,930
8,120
8,770
4,480
3,590
2,560
PHFF
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTF
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRF
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPF
vR
300
1,090
380
760
1,170
#N/A
700
1,390
640
1,400
830
#N/A
840
1,480
1,020
2,320
270
#N/A
810
650
240
890
480
PHFR
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTR
11.2%
6.4%
5.2%
4.5%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
4.5%
5.2%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRR
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPR
onramp
Yes
9,640
offramp
No
6,500
onramp
Yes
2,800
offramp
No
3,060
offramp
Yes
950
#N/A
#N/A
#N/A
onramp
No
2,950
offramp
yes
1,000
onramp
no
9,999
offramp
Yes
1,230
offramp
Yes
1,200
#N/A
#N/A
#N/A
onramp
Yes
9,999
offramp
Yes
1,750
offramp
No
900
offramp
Yes
1,480
onramp
Yes
6,350
#N/A
#N/A
#N/A
onramp
Yes
3,650
offramp
Yes
780
onramp
Yes
1,450
onramp
Yes
9,999
offramp
Yes
1,900
AdjacentRampData
TypeUP
Singlelane,
DistUP
vUP
1,530
300
1,400
1,170
380
#N/A
1,090
640
1,020
1,390
40
#N/A
830
840
2,320
270
150
#N/A
1,540
810
650
100
890
PHFUP
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTUP
11.2%
11.2%
5.2%
5.2%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
6.4%
5.6%
5.6%
20.0%
#N/A
5.6%
5.6%
5.6%
20.0%
4.5%
PRUP
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPUP
TerrainUP
TypeDOWN
Singlelane,
DistDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
onramp
No
6,500
offramp
Yes
2,950
offramp
No
950
offramp
Yes
9,999
onramp
Yes
3,060
#N/A
#N/A
#N/A
onramp
Yes
1,200
onramp
Yes
1,230
offramp
Yes
1,000
offramp
Yes
2,800
offramp
Yes
9,999
#N/A
#N/A
#N/A
onramp
No
1,750
offramp
Yes
6,250
offramp
Yes
9,999
onramp
No
900
offramp
No
1,480
#N/A
#N/A
#N/A
onramp
Yes
780
onramp
Yes
1,450
offramp
Yes
9,999
onramp
Yes
1,900
offramp
Yes
4,550
1,050
vDOWN
1,090
700
1,170
2,480
760
#N/A
400
1,400
1,390
380
840
#N/A
1,480
100
1,390
1,020
2,320
#N/A
650
240
150
480
PHFDOWN
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTDOWN
6.4%
6.4%
5.2%
4.5%
4.5%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
4.5%
20.0%
5.2%
5.2%
5.6%
#N/A
5.6%
5.6%
20.0%
4.5%
4.5%
PRDOWN
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
fPDOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vFO
2,260
3,350
6,430
6,020
5,260
#N/A
2,650
5,410
6,800
6,810
3,840
#N/A
3,000
4,480
7,440
6,420
8,740
#N/A
8,120
8,770
9,010
3,590
4,070
PHFFO
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PTFO
11.2%
9.6%
5.2%
5.1%
5.2%
#N/A
6.4%
5.2%
5.2%
5.2%
6.4%
#N/A
6.4%
5.7%
5.5%
5.6%
5.6%
#N/A
5.6%
5.6%
5.6%
4.5%
4.5%
PRFO
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
#N/A
0.0%
0.0%
0.0%
0.0%
0.0%
fPFO
TerrainDOWN
Page7of21
Typicalvalues
Variable Units
Description
Step1:SpecifyInputsandConvertDemandVolumestoDemandFlowRates
ETFF
passengercarequivalent(PCE)ofonetru
ERFF
Equation
Exhibit1110
Exhibit1110
Exhibit1110
Exhibit1110
Exhibit1110
pc/h
demandflowrateformovementi
Eqn131
=Vi/(PHFxfHVxfp)
Eqn113
=1/(1+PT(ET1)+PR(ER1))
Eqn131
=Vi/(PHFxfHVxfp)
ETR
ERR
ETUP
ERUP
ETDOWN
ERDOWN
vi
fHVF
Exhibit1110
Exhibit1110
Exhibit1110
vF(temp)
pc/h/ln
Factorforestimatev5
Exhibit1317
v5
pc/h
estimatedappraochignfreewayflowinLane5
Exhibit1317
vF4eff
pc/h
efefctiveapproachingfreewayflowinfourlanes
Equation1325
=vFv5
vF
pc/h/ln
Eqn131
=Vi/(PHFxfHVxfp)
fHVFO
vFO
fHVR
Eqn131
vR
fHVUP
Eqn113
Eqn131
vUP
fHVDOWN
Eqn113
Eqn113
Eqn131
vDOWN
Eqn113
Eqn131
Step2:EstimatetheApproachingFlowRateinLanes1and2aoftheFreewayImmediatelyUpstreamoftheRampInfluenceArea
EstimatingFlowinLanes1and2forOnRamps(MergeAreas)
PFM
proportionoffreewayvehiclesremaininginLanes1and2immediatelyupstreamoftheonrampinfluencearea
PFM2
PFMfortwolanefreeways
PFM3a
PFMforthreelanefreeways
Eqn133
=0.5775+0.000028*LA
PFM3b
Eqn134
=0.72890.0000135(vF+vR)0.00
PFM3c
Eqn135
PFM4a
PFMforfourlanefreeways;ForvF/SFR72
PFM4b
PFMforfourlanefreeways;ForvF/SFR>72
LEQ1
ft
LEQ2
ft
=0.5487+0.2628(vD/LDOWN)
=0.21780.000125vR+0.01115(L
=0.21780.000125vR
Eqn136
=0.214(vF+vR)+0.444LA+52.32S
Eqn137
=vD/(0.1096+0.000107LA)
Equation 3Lane
ChoosewhichequationtouseforP FMwhenconsideringadjacentupstreamofframps
Equation3Lane
ChoosewhichequationtouseforP FMwhenconsideringadjacentdownstreamofframps
v12MERGE
ChoosevalueofPFMtousebasedonalladjacentrampconfigurationsandnumberoffreewaylanes.Defaultvaluesusedforspecialcaseoftwolaneonramp.
=vFxPFM
flowrateinLanes1and2
Equation132
pc/h
EstimatingFlowinLanes1and2forOffRamps(DivergeAreas)
PFD
proportionofdivergingtrafficremaininginLanes1and2immediatelyupstreamofthedecelerationlane
PFD2
PFDfortwolanefreeways
PFD3a
PFDforthreelanefreeways
Eqn139
=0.7600.000025*vF0.000046v
PFD3b
Eqn1310
=0.7170.000039vF+0.604(vU/L
PFD3c
Eqn1311
PFD4
PFDforfourlanefreeways
=0.6160.000021vF+0.124(vD/LD
=0.436
LEQ1
ft
Eqn1312
=vU/(0.071+0.000023vF0.000
LEQ2
ft
Eqn1313
=vD/(1.150.000032vF0.00036
Equation3Lane
ChoosewhichequationtouseforP FDwhenconsideringadjacentupstreamonramps
Equation 3Lane
ChoosewhichequationtouseforP FDwhenconsideringadjacentdownstreamofframps
v12DIVERGE pc/h
ChoosevalueofPFDtousebasedonalladjacentrampconfigurationsandnumberoffreewaylanes.Defaultvaluesusedforspecialcaseoftwolaneofframp
=vR+(vFvR)PFM
flowrateinLanes1and2
Equation138
CheckingtheReasonablenessoftheLaneDistributionPrediction
v12temp
ApplicationtoSixLaneFreeways
v3
pc/h/ln
flowrateinLane3ofthefreeway
Equation1314
=vFv12
v12a1
adjustflowrateinLanes1and2immediatelyupstreamoftherampinfluenceare Equation1315
=vF2,700
v12a2
=vF/1.75
v123lane
Adjustedvolumeinlanes1and2
ApplicationstoEightLaneFreeways
vav34
pc/h/ln
averageflowrateinlanes3and4
Equation1317
=(vFv12)/2
v12a1
=vF5,400
v12a2
=vF/2.50
v124lane
Adjustedvolumeinlanes1and2
v12(temp)
Finalvolumeinlanes1and2(ortworightmostlanesiflefthandedramp)
Adjustmentfactorforlefthandramps
v12
Finalvolumeinlanes1and2(ortworightmostlanesiflefthandedramp)
Page8of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Existing
AM
Variable
Step1:SpecifyInputsa
ETFF
ERFF
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.978
vi
fHVF
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
vF(temp)
3,605
3,275
2,453
1,168
2,114
#N/A
5,986
2,383
2,383
1,659
4,621
#N/A
6,087
5,427
1,917
3,032
3,218
#N/A
3,067
2,753
3,021
7,323
6,356
0.000
0.220
0.000
0.220
0.000
#N/A
0.150
0.000
NA
0.220
0.220
#N/A
0.150
0.220
0.220
0.000
0.000
#N/A
0.000
0.220
0.220
0.200
0.240
v5
#N/A
898
#N/A
#N/A
vF4eff
2,114
#N/A
5,088
#N/A
#N/A
3,605
3,275
2,453
1,168
2,114
#N/A
5,088
2,383
2,383
1,659
4,621
#N/A
6,087
5,427
1,917
3,032
3,218
#N/A
3,067
2,753
3,021
7,323
6,356
vF
fHVFO
0.956
0.963
0.930
0.928
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.973
0.935
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
vFO
3,275
6,039
2,114
1,405
1,168
#N/A
4,621
1,659
2,383
2,453
6,087
#N/A
5,427
7,360
2,372
1,917
3,032
#N/A
2,753
3,021
3,218
6,356
7,234
fHVR
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
330
2,764
339
237
946
#N/A
1,365
724
794
1,466
#N/A
660
1,934
456
1,115
186
#N/A
314
267
197
967
878
fHVUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
vUP
1,717
330
794
946
339
#N/A
2,764
456
724
1,365
#N/A
1,466
660
1,115
186
120
#N/A
906
314
267
179
967
vR
fHVDOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,764
1,365
946
769
237
#N/A
1,466
794
339
660
#N/A
1,934
179
724
456
1,115
#N/A
267
197
120
878
1,289
1.0000
Step2:EstimatetheAp
EstimatingFlowinLane
PFM
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
#VALUE!
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5991
#N/A
0.6579
0.7252
#N/A
0.5915
0.6673
#N/A
0.6384
0.6026
PFM3c
0.6703
0.5689
#N/A
0.5805
0.5661
#N/A
0.5562
0.5677
#N/A
0.5518
0.6232
PFM4a
0.5780
0.7978
0.4080
0.5475
0.8057
#N/A
0.3817
0.3821
#VALUE!
0.5964
0.2824
#N/A
0.4723
0.7194
1.2121
0.6954
0.3928
#N/A
0.7361
0.5375
0.4384
0.2902
0.4054
PFM4b
0.1766
0.1277
0.1755
0.1882
0.0995
#N/A
0.0472
0.1273
0.2178
0.1185
0.0346
#N/A
0.1353
0.0239
0.1609
0.0784
0.1946
#N/A
0.1786
0.1844
0.1931
0.0970
0.1081
LEQ1
1,854.3
3,348.0
349.8
895.8
1,871.8
#N/A
1,931.8
448.4
#VALUE!
619.2
1,698.0
#N/A
1,999.1
2,858.5
1,401.1
791.2
1,035.0
#N/A
556.1
234.8
1,079.6
2,071.7
2,032.3
LEQ2
9,145.4
2,465.6
5,040.9
2,905.0
570.9
#N/A
5,769.7
4,069.5
#VALUE!
1,254.2
3,047.9
#N/A
7,578.9
416.5
1,565.3
1,586.2
5,713.5
#N/A
989.3
934.9
554.7
4,547.1
5,416.0
Equation3La
133
0.6279
133
0.6279
1.0000
NA
133
0.6937
133
0.6937
0.2090
684.6
133
0.5979
133
0.5979
0.4080
NA
133
0.6181
133
0.6181
1.0000
1,168.2
134
0.5991
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.0472
NA
133
0.5999
133
0.5999
0.3821
NA
133
#VALUE!
133
#VALUE!
NA
NA
133
0.6195
133
0.6195
0.5964
989.3
133
0.6055
133
0.6055
0.0346
159.8
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.5915
133
0.6615
0.2090
1,134.2
133
0.6699
133
0.6699
0.2090
400.6
133
0.6240
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.3928
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1786
NA
133
0.6041
133
0.6041
0.1844
507.7
133
0.6052
133
0.6052
0.4384
1,324.2
133
0.5993
133
0.5993
0.0970
NA
134
0.6026
135
0.6232
0.1081
686.9
1.0000
1.0000
1.0000
1.0000
1.0000
Equation3La
v12MERGE
PFD
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.6547
0.5510
0.6831
0.7199
0.6636
#N/A
0.5700
0.6671
0.7004
0.6820
0.5770
#N/A
0.5775
0.5354
0.6911
0.6329
0.6710
#N/A
0.6689
0.6789
0.6754
0.5325
PFD3b
0.6840
0.7927
#N/A
#N/A
0.5682
0.6029
#N/A
0.7473
0.7105
1.0000
0.4422
PFD3c
0.6046
0.6010
#N/A
0.5962
0.5271
#N/A
0.5056
0.5847
#N/A
0.5541
0.5176
0.5607
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
13,327.7
5,177.0
7,812.6
11,845.1
7,099.4
#N/A
32,790.7
6,437.9
0.0
14,847.3
20,718.8
#N/A
9,114.1
13,509.2
13,860.6
3,320.5
913.5
#N/A
7,698.8
2,751.0
2,129.7
1,080.7
6,424.8
LEQ2
3,027.3
53,823.3
999.7
750.1
322.8
#N/A
3,031.9
985.0
0.0
421.5
1,431.3
#N/A
2,717.1
682.3
786.8
710.3
1,139.9
#N/A
285.4
205.0
121.9
1,570.6
2,070.2
Equation3La
1310
0.6840
139
0.6547
1.0000
3,605.3
139
0.5510
1311
0.6046
0.2600
NA
1310
0.7927
139
0.6831
0.4360
1,260.6
139
0.7199
139
0.7199
1.0000
NA
139
0.6636
139
0.6636
0.2600
1,249.9
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.5700
139
0.5700
0.4360
2,988.4
139
0.6671
139
0.6671
0.4360
1,447.5
139
0.7004
139
0.7004
NA
NA
139
0.6820
139
0.6820
0.4360
NA
139
0.5770
139
0.5770
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.5775
139
0.5775
0.2600
2,071.1
139
0.5354
139
0.5354
0.2600
NA
139
0.6911
139
0.6911
0.2600
NA
139
0.6329
139
0.6329
0.2600
1,613.7
139
0.6710
139
0.6710
0.4360
1,507.9
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.7473
139
0.6689
0.4360
1,514.1
139
0.6789
139
0.6789
0.4360
NA
1310
0.7105
139
0.6754
0.4360
NA
139
0.5325
139
0.5325
0.4360
3,738.1
139
0.5607
139
0.5607
0.4360
NA
3,605.3
684.6
1,260.6
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
dsheetnotcompatiblewiththisan
989.3
159.8
#N/A
2,071.1
1,134.2
400.6
1,613.7
1,507.9
#N/A
1,514.1
507.7
1,324.2
3,738.1
686.9
0.0
2,590.9
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
ApplicationtoSixLane
v3
1,192.5
0.0
864.4
#N/A
2,099.9
935.6
#VALUE!
669.6
4,461.4
#N/A
4,015.8
4,292.6
1,710.1
#N/A
1,696.3
3,584.9
5,669.3
v12a1
#N/A
#VALUE!
1,921.2
#N/A
3,387.0
2,726.8
#N/A
4,623.0
3,656.2
v12a2
1,871.7
1,401.8
#N/A
#VALUE!
2,640.7
#N/A
3,478.3
3,101.0
1,095.4
1,732.7
1,838.9
#N/A
1,752.6
1,573.3
1,726.0
4,184.6
3,632.1
3,605.3
1,871.7
1,401.8
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
#VALUE!
989.3
2,640.7
#N/A
3,478.3
3,101.0
1,095.4
1,732.7
1,838.9
#N/A
1,752.6
1,573.3
1,726.0
4,623.0
3,656.2
0.0
1,295.4
596.3
0.0
432.2
#N/A
1,049.9
467.8
#VALUE!
334.8
v123lane
ApplicationstoEightL
vav34
2,146.3
1,418.5
1,552.9
2,245.6
2,230.7
#N/A
758.1
709.2
855.1
#N/A
776.4
1,122.8
848.1
1,792.4
v12a1
#N/A
#VALUE!
#N/A
#N/A
956.2
v12a2
1,310.2
#N/A
#VALUE!
1,848.5
#N/A
2,434.8
2,170.7
766.8
#N/A
1,101.3
2,542.5
v124lane
3,605.3
1,310.2
1,260.6
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
#VALUE!
989.3
1,848.5
#N/A
2,434.8
2,170.7
766.8
1,613.7
1,507.9
#N/A
1,514.1
1,101.3
1,324.2
3,738.1
2,542.5
v12(temp)
3,605.3
1,310.2
1,260.6
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
NA
989.3
1,848.5
#N/A
2,434.8
2,170.7
766.8
1,613.7
1,507.9
#N/A
1,514.1
1,101.3
1,324.2
3,738.1
2,542.5
v12
3,605.3
1,310.2
1,260.6
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
NA
989.3
1,848.5
#N/A
2,434.8
2,170.7
766.8
1,613.7
1,507.9
#N/A
1,514.1
1,101.3
1,324.2
3,738.1
2,542.5
Page9of21
2,007.9
1,516.3
2,834.7
EBExit_43_NBSB
Variable
ETFF
ERFF
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
Existing
PM
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.978
vi
fHVF
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
vF(temp)
1,596
1,412
5,756
3,201
4,696
#N/A
2,849
5,812
5,812
4,473
2,164
#N/A
3,017
2,378
5,061
6,860
7,106
#N/A
7,341
6,447
6,815
3,512
2,856
0.000
0.220
0.150
0.220
0.100
#N/A
0.000
0.150
NA
0.220
0.220
#N/A
0.000
0.220
0.220
0.150
0.200
#N/A
0.200
0.240
0.270
0.000
0.220
v5
470
#N/A
#N/A
#N/A
vF4eff
4,227
#N/A
2,849
#N/A
#N/A
1,596
1,412
5,756
3,201
4,227
#N/A
2,849
5,812
5,812
4,473
2,164
#N/A
3,017
2,378
5,061
6,860
7,106
#N/A
7,341
6,447
6,815
3,512
2,856
vF
fHVFO
0.947
0.958
0.974
0.975
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.972
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
vFO
1,412
2,881
4,696
3,646
3,201
#N/A
2,164
4,473
5,812
5,756
3,017
#N/A
2,378
3,533
5,820
5,061
6,860
#N/A
6,447
6,815
7,106
2,856
3,323
fHVR
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
184
1,469
1,060
444
1,495
#N/A
684
1,339
1,283
852
#N/A
639
1,156
759
1,799
246
#N/A
894
369
290
656
467
fHVUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
vUP
1,022
184
1,283
1,495
1,060
#N/A
1,469
759
1,339
684
#N/A
852
639
1,799
246
179
#N/A
1,765
894
369
120
656
fHVDOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,469
684
1,495
1,611
444
#N/A
852
1,283
1,060
639
#N/A
1,156
120
1,339
759
1,799
#N/A
369
290
179
467
600
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
#VALUE!
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5632
#N/A
0.6133
0.7667
#N/A
0.6431
0.6064
#N/A
0.5872
0.6554
PFM3c
0.6096
0.5910
#N/A
0.6482
0.5655
#N/A
0.5537
0.5839
#N/A
0.5534
0.5834
PFM4a
0.5962
0.9596
0.3179
0.5215
0.7371
#N/A
0.4668
0.3053
#VALUE!
0.5353
0.3590
#N/A
0.4749
0.8167
1.1743
0.6099
0.3853
#N/A
0.6636
0.5248
0.4268
0.3291
0.4568
PFM4b
0.1948
0.0342
0.0853
0.1622
0.0310
#N/A
0.1323
0.0505
0.2178
0.0575
0.1113
#N/A
0.1379
0.0733
0.1230
0.0071
0.1871
#N/A
0.1061
0.1717
0.1815
0.1358
0.1595
LEQ1
1,392.9
2,672.1
1,210.8
1,375.4
2,441.1
#N/A
1,306.8
1,313.5
#VALUE!
1,325.9
1,041.0
#N/A
1,337.6
2,039.5
2,138.8
1,756.6
1,879.9
#N/A
1,594.7
1,046.9
1,911.6
1,189.6
1,195.3
LEQ2
4,861.4
1,235.6
7,963.0
6,086.0
1,072.2
#N/A
3,354.9
6,571.7
#VALUE!
3,923.4
2,951.2
#N/A
4,530.5
277.7
2,892.9
2,640.9
9,215.2
#N/A
1,365.1
1,375.1
832.1
2,417.8
2,521.6
Equation3La
133
0.6279
133
0.6279
1.0000
NA
133
0.6937
133
0.6937
0.2090
295.1
133
0.5979
133
0.5979
0.0853
NA
133
0.6181
133
0.6181
1.0000
3,201.4
134
0.5632
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.4668
NA
133
0.5999
133
0.5999
0.0505
NA
133
#VALUE!
133
#VALUE!
NA
NA
134
0.6133
135
0.6482
0.0575
257.0
133
0.6055
133
0.6055
0.3590
777.1
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.6431
133
0.6615
0.2090
496.9
133
0.6699
133
0.6699
0.2090
1,057.8
134
0.6064
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.1871
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1061
NA
134
0.5872
133
0.6041
0.1717
1,107.0
133
0.6052
133
0.6052
0.1815
1,236.9
133
0.5993
133
0.5993
0.1358
NA
133
0.6111
133
0.6111
0.4568
1,304.7
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.7117
0.6571
0.5674
0.6595
0.5856
#N/A
0.6573
0.5531
0.6147
0.5892
0.6667
#N/A
0.6552
0.6474
0.5986
0.5058
0.5710
#N/A
0.5354
0.5819
0.5763
0.6420
PFD3b
0.7188
0.7692
#N/A
#N/A
0.6508
0.4569
#N/A
0.7228
0.6048
0.5873
PFD3c
0.6151
0.5688
#N/A
0.5690
0.5785
#N/A
0.5684
0.5263
#N/A
0.4751
0.5724
vR
Step2:EstimatetheAp
PFM
Equation3La
v12MERGE
PFD
1.0000
0.6671
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
10,898.2
22,448.4
10,442.2
13,484.1
19,404.7
#N/A
17,381.0
7,368.9
0.0
17,523.3
12,214.7
#N/A
9,284.2
16,893.2
13,862.5
2,669.7
831.3
#N/A
10,269.3
4,673.5
1,792.6
1,172.9
6,478.2
LEQ2
1,424.7
1,215.7
2,600.5
1,823.7
959.6
#N/A
1,056.9
2,728.8
0.0
1,986.3
834.3
#N/A
1,413.7
184.7
1,890.2
2,843.9
2,162.3
#N/A
630.0
359.7
217.5
586.7
677.1
Equation3La
1310
0.7188
139
0.7117
1.0000
1,595.5
139
0.6571
139
0.6571
0.2600
NA
1310
0.7692
139
0.5674
0.4360
3,107.2
139
0.6595
139
0.6595
1.0000
NA
139
0.5856
139
0.5856
0.2600
2,205.0
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.6573
139
0.6573
0.4360
1,627.8
139
0.5531
139
0.5531
0.4360
3,288.8
139
0.6147
139
0.6147
NA
NA
139
0.5892
139
0.5892
0.4360
NA
139
0.6667
139
0.6667
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.6552
139
0.6552
0.2600
1,257.4
139
0.6474
139
0.6474
0.2600
NA
139
0.5986
139
0.5986
0.2600
NA
139
0.5058
139
0.5058
0.2600
3,114.7
139
0.5710
139
0.5710
0.4360
3,236.8
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.7228
139
0.5354
0.4360
3,704.6
139
0.5819
139
0.5819
0.4360
NA
1310
0.6048
139
0.5763
0.4360
NA
139
0.6420
139
0.6420
0.4360
1,901.0
139
0.6671
139
0.6671
0.4360
NA
1,595.5
295.1
3,107.2
3,201.4
2,205.0
#N/A
1,627.8
3,288.8
Spreadsheetnotcompatiblewiththisanalysis
257.0
777.1
#N/A
1,257.4
496.9
1,057.8
3,114.7
3,236.8
#N/A
3,704.6
1,107.0
1,236.9
1,901.0
1,304.7
0.0
1,116.8
1,610.9
1,551.5
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
v3
2,648.6
0.0
2,021.5
#N/A
1,220.7
2,522.8
#VALUE!
4,216.1
1,387.3
#N/A
1,880.6
4,003.5
3,745.3
3,869.1
#N/A
3,635.9
5,339.7
5,578.5
v12a1
#N/A
#VALUE!
1,773.0
#N/A
2,361.3
4,160.1
4,405.9
#N/A
4,640.5
3,746.7
4,115.4
v12a2
806.8
3,289.0
2,415.2
#N/A
3,320.9
#VALUE!
2,556.0
1,236.8
#N/A
1,723.9
1,358.6
2,892.2
3,920.0
4,060.5
#N/A
4,194.6
3,683.8
3,894.5
2,006.8
1,632.1
1,595.5
806.8
3,289.0
3,201.4
2,415.2
#N/A
1,627.8
3,320.9
#VALUE!
2,556.0
1,236.8
#N/A
1,723.9
1,358.6
2,892.2
4,160.1
4,405.9
#N/A
4,640.5
3,746.7
4,115.4
2,006.8
1,632.1
879.7
775.8
v123lane
vav34
0.0
2,108.0
1,759.4
558.4
1,324.3
0.0
1,010.8
#N/A
610.4
1,261.4
#VALUE!
693.7
#N/A
2,001.7
1,872.7
1,934.5
#N/A
1,818.0
2,669.9
2,789.2
805.5
v12a1
#N/A
#VALUE!
#N/A
#N/A
1,415.4
v12a2
564.7
#N/A
#VALUE!
1,789.2
865.8
#N/A
951.0
2,024.5
#N/A
2,578.7
2,726.2
v124lane
1,595.5
564.7
3,107.2
3,201.4
2,205.0
#N/A
1,627.8
3,288.8
#VALUE!
1,789.2
865.8
#N/A
1,257.4
951.0
2,024.5
3,114.7
3,236.8
#N/A
3,704.6
2,578.7
2,726.2
1,901.0
1,304.7
v12(temp)
1,595.5
564.7
3,107.2
3,201.4
2,205.0
#N/A
1,627.8
3,288.8
NA
1,789.2
865.8
#N/A
1,257.4
951.0
2,024.5
3,114.7
3,236.8
#N/A
3,704.6
2,578.7
2,726.2
1,901.0
1,304.7
v12
1,595.5
564.7
3,107.2
3,201.4
2,205.0
#N/A
1,627.8
3,288.8
NA
1,789.2
865.8
#N/A
1,257.4
951.0
2,024.5
3,114.7
3,236.8
#N/A
3,704.6
2,578.7
2,726.2
1,901.0
1,304.7
Page10of21
940.3
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040NoBuild
AM
Variable
ETFF
ERFF
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHVF
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
vF(temp)
6,892
6,278
3,586
2,313
3,248
#N/A
8,750
3,458
3,458
2,126
6,098
#N/A
8,828
7,877
2,777
4,368
4,635
#N/A
4,206
3,892
4,426
10,546
9,023
vi
0.150
0.240
0.000
0.220
0.000
#N/A
0.200
0.000
NA
0.220
0.240
#N/A
0.200
0.285
0.220
0.100
0.100
#N/A
0.100
0.220
0.220
0.200
vF>8,500
v5
#N/A
1,750
#N/A
#N/A
vF4eff
3,248
#N/A
7,000
#N/A
#N/A
7,877
2,777
4,368
4,635
#N/A
4,206
3,892
4,426
10,546
9,023
vF
6,892
6,278
3,586
2,313
3,248
#N/A
7,000
3,458
3,458
2,126
6,098
#N/A
8,828
fHVFO
0.956
0.960
0.930
0.929
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.973
0.935
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
vFO
6,278
8,852
3,248
2,680
2,313
#N/A
6,098
2,126
3,458
3,586
8,828
#N/A
7,877
10,600
3,442
2,777
4,368
#N/A
3,892
4,426
4,635
9,023
9,945
fHVR
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
614
2,574
339
367
935
#N/A
2,652
1,332
1,460
2,730
#N/A
951
2,722
666
1,592
267
#N/A
314
534
209
1,522
922
fHVUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
vUP
3,264
614
1,460
935
339
#N/A
2,574
666
1,332
2,652
#N/A
2,730
951
1,592
267
120
#N/A
918
314
534
179
1,522
fHVDOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,574
2,652
935
1,455
367
#N/A
2,730
1,460
339
951
#N/A
2,722
179
1,332
666
1,592
#N/A
534
209
120
922
2,611
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
#VALUE!
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5840
#N/A
0.6426
0.6882
#N/A
0.5477
0.6428
#N/A
0.6194
0.5660
PFM3c
0.7849
0.5870
#N/A
0.5805
0.5737
#N/A
0.5562
0.5837
#N/A
0.5518
0.6995
PFM4a
0.5424
0.8216
0.4080
0.5312
0.8071
#N/A
0.2208
0.3062
#VALUE!
0.5131
0.1243
#N/A
0.4359
0.6208
1.1859
0.6358
0.3826
#N/A
0.7361
0.5041
0.4370
0.2208
0.3998
PFM4b
0.1410
0.1039
0.1755
0.1719
0.1010
#N/A
0.1137
0.0513
0.2178
0.0353
0.1235
#N/A
0.0989
0.1225
0.1346
0.0189
0.1844
#N/A
0.1786
0.1510
0.1917
0.0275
0.1025
LEQ1
2,618.5
3,949.8
592.3
1,168.7
2,111.8
#N/A
2,616.3
808.4
#VALUE!
861.7
2,284.7
#N/A
2,648.0
3,551.7
1,630.1
1,179.0
1,355.7
#N/A
799.7
535.6
1,382.9
2,880.2
2,612.5
LEQ2
8,516.0
4,789.8
4,978.6
5,497.2
884.8
#N/A
10,746.6
7,480.6
#VALUE!
1,254.2
4,391.0
#N/A
10,671.4
416.5
2,878.2
2,318.3
8,153.6
#N/A
1,978.5
989.9
554.7
4,777.4
10,972.2
Equation3La
133
0.6279
133
0.6279
0.2090
NA
133
0.6937
135
0.7849
0.2090
1,312.1
133
0.5979
133
0.5979
0.1755
NA
133
0.6181
133
0.6181
0.5312
1,228.7
134
0.5840
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.1137
NA
133
0.5999
133
0.5999
0.0513
NA
133
#VALUE!
133
#VALUE!
NA
NA
133
0.6195
133
0.6195
0.5131
1,091.0
133
0.6055
133
0.6055
0.1235
753.0
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.5477
133
0.6615
0.2090
1,646.3
133
0.6699
133
0.6699
0.2090
580.3
133
0.6240
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.1844
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1786
NA
133
0.6041
133
0.6041
0.1510
587.7
133
0.6052
133
0.6052
0.1917
848.3
133
0.5993
133
0.5993
0.0275
NA
134
0.5660
135
0.6995
0.1025
925.0
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.5594
0.4847
0.6548
0.6853
0.6358
#N/A
0.4630
0.6123
0.6736
0.6397
0.4820
#N/A
0.4955
0.4378
0.6600
0.5776
0.6318
#N/A
0.6404
0.6381
0.6397
0.4263
PFD3b
0.6527
0.8921
#N/A
#N/A
0.5376
0.5476
#N/A
0.7049
0.7670
0.3166
PFD3c
0.5956
0.5855
#N/A
0.5864
0.4997
#N/A
0.4541
0.5742
#N/A
0.5245
0.4977
vR
Step2:EstimatetheAp
PFM
Equation3La
v12MERGE
PFD
1.0000
0.4920
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
17,851.8
31,009.4
11,431.3
9,702.3
4,537.0
#N/A
84,491.4
13,501.2
0.0
149,243.2
704,578.3
#N/A
13,531.2
21,010.8
18,890.0
5,290.4
760.1
#N/A
6,378.4
2,616.2
3,405.8
906.5
7,303.8
LEQ2
3,661.7
5,024,958.6
1,026.7
1,547.2
523.1
#N/A
51,969.5
2,664.9
0.0
623.7
18,089.5
#N/A
5,270.6
1,681.3
1,633.1
1,574.4
1,762.4
#N/A
594.0
252.5
128.4
3,677.7
5,013.0
Equation3La
1310
0.6527
139
0.5594
0.2600
2,246.4
139
0.4847
139
0.4847
0.2600
NA
1310
0.8921
139
0.6548
0.4360
1,754.7
139
0.6853
139
0.6853
0.4360
NA
139
0.6358
139
0.6358
0.2600
1,535.9
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.4630
139
0.4630
0.4360
4,547.6
139
0.6123
139
0.6123
0.4360
2,258.7
139
0.6736
139
0.6736
NA
NA
139
0.6397
139
0.6397
0.4360
NA
139
0.4820
139
0.4820
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.5376
139
0.4955
0.2600
2,999.2
139
0.4378
139
0.4378
0.2600
NA
139
0.6600
139
0.6600
0.2600
NA
139
0.5776
139
0.5776
0.2600
2,313.5
139
0.6318
139
0.6318
0.4360
2,171.7
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.7049
139
0.6404
0.4360
2,010.5
139
0.6381
139
0.6381
0.4360
NA
1310
0.7670
139
0.6397
0.4360
NA
139
0.4263
139
0.4263
0.4360
5,456.5
139
0.4920
1311
0.4977
0.4360
NA
2,246.4
1,312.1
1,754.7
1,228.7
1,535.9
#N/A
4,547.6
2,258.7
etnotcompatiblewitht
1,091.0
753.0
#N/A
2,999.2
1,646.3
580.3
2,313.5
2,171.7
#N/A
2,010.5
587.7
848.3
5,456.5
925.0
8,098.2
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
v3
4,645.7
4,965.9
1,711.6
#N/A
2,452.4
1,199.1
#VALUE!
1,035.1
6,851.1
#N/A
5,829.2
6,230.9
2,463.6
#N/A
2,195.0
3,304.2
3,577.9
5,089.0
v12a1
4,192.1
3,578.0
#N/A
#VALUE!
3,398.1
#N/A
6,128.3
5,177.2
#N/A
1,191.8
1,726.2
7,845.5
v12a2
3,938.4
3,587.4
2,049.3
1,321.7
1,855.7
#N/A
#VALUE!
1,214.9
3,484.7
#N/A
5,044.8
4,501.3
1,586.6
2,496.1
2,648.8
#N/A
2,403.2
2,223.9
2,529.3
6,026.0
5,156.1
v123lane
4,192.1
3,587.4
2,049.3
1,321.7
1,855.7
#N/A
4,547.6
2,258.7
#VALUE!
1,214.9
3,484.7
#N/A
6,128.3
5,177.2
1,586.6
2,496.1
2,648.8
#N/A
2,403.2
2,223.9
2,529.3
7,845.5
6,323.1
2,322.9
#N/A
1,226.2
599.6
#VALUE!
517.6
vav34
1,831.6
1,084.3
2,196.3
2,054.7
2,482.9
915.8
542.1
855.8
3,425.5
#N/A
2,914.6
3,115.4
1,098.1
1,027.3
1,231.8
#N/A
1,097.5
1,789.0
2,544.5
4,049.1
v12a1
#N/A
#VALUE!
698.1
#N/A
3,428.3
2,477.2
#N/A
3,623.1
v12a2
2,756.9
2,511.2
#N/A
#VALUE!
2,439.3
#N/A
3,531.3
3,150.9
1,110.6
#N/A
1,556.7
1,770.5
3,609.3
v124lane
2,756.9
2,511.2
1,754.7
1,228.7
1,535.9
#N/A
4,547.6
2,258.7
#VALUE!
1,091.0
2,439.3
#N/A
3,531.3
3,150.9
1,110.6
2,313.5
2,171.7
#N/A
2,010.5
1,556.7
1,770.5
5,456.5
3,623.1
v12(temp)
2,756.9
2,511.2
1,754.7
1,228.7
1,535.9
#N/A
4,547.6
2,258.7
NA
1,091.0
2,439.3
#N/A
3,531.3
3,150.9
1,110.6
2,313.5
2,171.7
#N/A
2,010.5
1,556.7
1,770.5
5,456.5
3,623.1
v12
2,756.9
2,511.2
1,754.7
1,228.7
1,535.9
#N/A
4,547.6
2,258.7
NA
1,091.0
2,439.3
#N/A
3,531.3
3,150.9
1,110.6
2,313.5
2,171.7
#N/A
2,010.5
1,556.7
1,770.5
5,456.5
3,623.1
Page11of21
1,652.1
6,323.1
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040NoBuild
PM
Variable
ETFF
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERFF
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.978
vi
fHVF
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
vF(temp)
3,053
2,720
8,411
6,057
7,418
#N/A
4,161
8,422
8,422
5,923
2,837
#N/A
4,374
3,454
7,318
9,910
10,234
#N/A
10,078
9,184
9,921
5,068
4,057
0.000
0.220
0.200
0.240
0.200
#N/A
0.100
0.200
NA
0.240
0.220
#N/A
0.100
0.220
0.270
0.200
0.200
#N/A
0.200
vF>8,500
vF>8,500
0.100
0.220
v5
1,484
#N/A
416
#N/A
#N/A
vF4eff
5,934
#N/A
3,745
#N/A
#N/A
3,053
2,720
8,411
6,057
5,934
#N/A
3,745
8,422
8,422
5,923
2,837
#N/A
4,374
3,454
7,318
9,910
10,234
#N/A
10,078
9,184
9,921
5,068
4,057
vF
fHVFO
0.947
0.955
0.974
0.975
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.972
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
vFO
2,720
4,223
7,418
6,979
6,057
#N/A
2,837
5,923
8,422
8,411
4,374
#N/A
3,454
5,099
8,434
7,318
9,910
#N/A
9,184
9,921
10,234
4,057
4,568
fHVR
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
333
1,503
993
922
1,361
#N/A
1,323
2,499
2,487
1,536
#N/A
920
1,645
1,115
2,592
324
#N/A
894
737
313
1,011
511
fHVUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
vUP
1,951
333
2,487
1,361
993
#N/A
1,503
1,115
2,499
1,323
#N/A
1,536
920
2,592
324
179
#N/A
1,776
894
737
120
1,011
vR
fHVDOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,503
1,323
1,361
3,056
922
#N/A
1,536
2,487
993
920
#N/A
1,645
120
2,499
1,115
2,592
#N/A
737
313
179
511
1,200
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
#VALUE!
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5419
#N/A
0.5775
0.7483
#N/A
0.6220
0.5545
#N/A
0.5452
0.6386
PFM3c
0.6666
0.6290
#N/A
0.6419
0.5729
#N/A
0.5537
0.6144
#N/A
0.5534
0.6180
PFM4a
0.5776
0.9554
0.3263
0.4618
0.7539
#N/A
0.3869
0.1603
#VALUE!
0.3847
0.2735
#N/A
0.4398
0.7555
1.1297
0.5108
0.3755
#N/A
0.6636
0.4787
0.4240
0.2846
0.4512
PFM4b
0.1762
0.0300
0.0937
0.1025
0.0477
#N/A
0.0524
0.0945
0.2178
0.0931
0.0257
#N/A
0.1028
0.0122
0.0784
0.1062
0.1773
#N/A
0.1061
0.1256
0.1787
0.0914
0.1539
LEQ1
1,736.8
2,959.4
1,764.7
2,088.8
2,778.0
#N/A
1,635.3
2,120.4
#VALUE!
1,894.1
1,331.4
#N/A
1,688.0
2,374.6
2,698.2
2,579.1
2,566.1
#N/A
2,180.5
1,711.6
2,581.1
1,598.7
1,461.7
LEQ2
4,972.8
2,390.2
7,249.9
11,542.4
2,224.9
#N/A
6,047.7
12,743.3
#VALUE!
3,675.6
4,245.6
#N/A
6,447.3
277.7
5,400.2
3,883.7
13,279.1
#N/A
2,730.1
1,480.9
832.1
2,648.0
5,043.2
Equation3La
133
0.6279
133
0.6279
0.2090
NA
133
0.6937
133
0.6937
0.2090
568.6
133
0.5979
133
0.5979
0.0937
NA
133
0.6181
135
0.6290
0.1025
620.9
134
0.5419
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.0524
NA
133
0.5999
133
0.5999
0.0945
NA
133
#VALUE!
133
#VALUE!
NA
NA
134
0.5775
135
0.6419
0.0931
551.7
133
0.6055
133
0.6055
0.2735
776.1
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.6220
133
0.6615
0.2090
721.9
133
0.6699
133
0.6699
0.2090
1,529.5
134
0.5545
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.1773
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1061
NA
134
0.5452
133
0.6041
0.1256
1,153.7
133
0.6052
133
0.6052
0.1787
1,772.9
133
0.5993
133
0.5993
0.0914
NA
133
0.6111
135
0.6180
0.1539
624.3
1.0000
1.0000
1.0000
1.0000
1.0000
Step2:EstimatetheAp
PFM
Equation3La
v12MERGE
PFD
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.6684
0.6229
0.5041
0.5661
0.5490
#N/A
0.6055
0.4345
0.5495
0.4975
0.6184
#N/A
0.6084
0.5980
0.5257
0.3930
0.4892
#N/A
0.4669
0.4965
0.4976
0.5868
PFD3b
0.7202
0.9256
#N/A
#N/A
0.6392
0.3349
#N/A
0.6179
0.6372
1.0000
0.5266
PFD3c
0.6145
0.5267
#N/A
0.5356
0.5678
#N/A
0.5458
0.4933
#N/A
0.4099
0.5635
0.6351
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
16,832.5
17,195.4
13,161.8
9,705.6
9,540.1
#N/A
26,573.3
14,912.0
0.0
137,421.0
67,895.5
#N/A
15,106.5
36,151.2
16,772.7
3,178.5
636.5
#N/A
7,564.0
3,951.6
2,677.4
1,080.1
8,062.0
LEQ2
1,616.8
2,602.8
2,644.9
4,962.1
2,014.1
#N/A
2,835.4
59,938.4
0.0
23,319.7
1,868.1
#N/A
2,452.4
276.4
4,955.6
9,024.4
3,687.5
#N/A
1,481.7
535.7
250.1
831.8
1,443.4
Equation3La
1310
0.7202
139
0.6684
0.2600
1,040.2
139
0.6229
139
0.6229
0.2600
NA
1310
0.9256
139
0.5041
0.4360
4,227.0
139
0.5661
139
0.5661
0.4360
NA
139
0.5490
139
0.5490
0.2600
2,550.0
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.6055
139
0.6055
0.4360
2,379.0
139
0.4345
139
0.4345
0.4360
5,081.1
139
0.5495
139
0.5495
NA
NA
139
0.4975
1311
0.5356
0.4360
NA
139
0.6184
139
0.6184
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.6392
139
0.6084
0.2600
1,817.7
139
0.5980
139
0.5980
0.2600
NA
139
0.5257
139
0.5257
0.2600
NA
139
0.3930
139
0.3930
0.2600
4,494.8
139
0.4892
139
0.4892
0.4360
4,644.9
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.6179
139
0.4669
0.4360
4,898.1
139
0.4965
139
0.4965
0.4360
NA
1310
0.6372
139
0.4976
0.4360
NA
139
0.5868
139
0.5868
0.4360
2,780.0
139
0.6351
139
0.6351
0.4360
NA
1,040.2
568.6
4,227.0
620.9
2,550.0
#N/A
2,379.0
5,081.1
eetnotcompatiblewithth
551.7
776.1
#N/A
1,817.7
721.9
1,529.5
4,494.8
4,644.9
#N/A
4,898.1
1,153.7
1,772.9
2,780.0
624.3
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
v3
2,151.8
4,183.7
5,436.1
3,384.3
#N/A
1,365.6
3,340.7
2,061.2
#N/A
2,732.2
5,788.7
5,415.4
5,589.4
#N/A
5,179.8
8,030.3
8,148.5
2,287.9
3,432.2
v12a1
5,710.6
3,357.0
3,234.3
#N/A
5,721.8
#VALUE!
3,223.1
#N/A
754.1
4,618.2
7,210.2
7,534.3
#N/A
7,377.8
6,484.0
7,221.4
1,356.5
v12a2
1,744.7
1,554.5
4,806.1
3,461.1
3,391.0
#N/A
#VALUE!
3,384.7
1,621.3
#N/A
2,499.3
1,973.8
4,181.8
5,663.0
5,848.1
#N/A
5,758.8
5,248.0
5,669.4
2,895.9
2,318.0
v123lane
1,744.7
1,554.5
5,710.6
3,461.1
3,391.0
#N/A
2,379.0
5,721.8
#VALUE!
3,384.7
1,621.3
#N/A
2,499.3
1,973.8
4,618.2
7,210.2
7,534.3
#N/A
7,377.8
6,484.0
7,221.4
2,895.9
2,318.0
1,075.9
2,091.8
2,718.0
1,692.2
#N/A
682.8
1,670.3
1,278.0
vav34
2,013.1
1,006.5
#VALUE!
#VALUE!
6,474.8
3,237.4
2,556.1
1,030.6
#N/A
1,366.1
2,894.3
2,707.7
2,794.7
#N/A
2,589.9
4,015.1
4,074.3
1,143.9
v12a1
657.0
#N/A
#VALUE!
523.1
#N/A
1,918.2
4,510.2
4,834.3
#N/A
3,784.0
4,521.4
v12a2
1,221.3
1,088.2
2,422.8
#N/A
#VALUE!
2,369.3
1,134.9
#N/A
1,381.7
2,927.3
#N/A
3,673.6
3,968.6
1,622.6
v124lane
1,221.3
1,088.2
4,227.0
2,422.8
2,550.0
#N/A
2,379.0
5,081.1
#VALUE!
2,369.3
1,134.9
#N/A
1,817.7
1,381.7
2,927.3
4,510.2
4,834.3
#N/A
4,898.1
3,784.0
4,521.4
2,780.0
1,622.6
v12(temp)
1,221.3
1,088.2
4,227.0
2,422.8
2,550.0
#N/A
2,379.0
5,081.1
NA
2,369.3
1,134.9
#N/A
1,817.7
1,381.7
2,927.3
4,510.2
4,834.3
#N/A
4,898.1
3,784.0
4,521.4
2,780.0
1,622.6
v12
1,221.3
1,088.2
4,227.0
2,422.8
2,550.0
#N/A
2,379.0
5,081.1
NA
2,369.3
1,134.9
#N/A
1,817.7
1,381.7
2,927.3
4,510.2
4,834.3
#N/A
4,898.1
3,784.0
4,521.4
2,780.0
1,622.6
Page12of21
1,716.1
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040Build
AM
Variable
ETFF
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERFF
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.978
vi
fHVF
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
vF(temp)
6,642
5,960
3,236
2,161
3,084
#N/A
7,888
3,026
3,399
2,231
6,993
#N/A
8,694
7,732
2,684
4,287
4,554
#N/A
4,171
3,845
4,368
10,379
8,912
0.150
0.240
0.000
0.220
0.000
#N/A
0.200
0.000
0.000
0.220
0.270
#N/A
0.200
0.285
0.220
0.100
0.100
#N/A
0.100
0.220
0.220
0.200
vF>8,500
v5
#N/A
1,578
#N/A
#N/A
vF4eff
3,084
#N/A
6,311
#N/A
#N/A
6,642
5,960
3,236
2,161
3,084
#N/A
6,311
3,026
3,399
2,231
6,993
#N/A
8,694
7,732
2,684
4,287
4,554
#N/A
4,171
3,845
4,368
10,379
8,912
vF
fHVFO
0.956
0.960
0.930
0.929
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.973
0.935
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
vFO
5,960
7,985
3,084
2,575
2,161
#N/A
6,288
2,231
3,026
3,236
8,694
#N/A
7,732
10,432
3,385
2,684
4,287
#N/A
3,845
4,368
4,554
8,912
9,845
fHVR
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
682
2,025
152
414
923
#N/A
1,600
794
374
1,005
1,701
#N/A
962
2,700
701
1,603
267
#N/A
325
523
186
1,467
933
fHVUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
vUP
2,946
682
1,005
923
152
#N/A
2,025
374
701
794
90
#N/A
1,701
962
1,603
267
120
#N/A
883
325
523
179
1,467
vR
fHVDOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,025
1,600
923
1,313
414
#N/A
794
1,005
794
152
962
#N/A
2,700
179
794
701
1,603
#N/A
523
186
120
933
2,534
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
0.5999
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5863
#N/A
0.6250
0.6473
0.5388
#N/A
0.5500
0.6437
#N/A
0.6202
0.5674
0.6950
Step2:EstimatetheAp
PFM
PFM3c
0.6912
0.5832
#N/A
0.7575
0.5630
0.5740
#N/A
0.5562
0.5696
#N/A
0.5518
PFM4a
0.5339
0.8901
0.4314
0.5253
0.8086
#N/A
0.3523
0.3734
0.4259
0.5701
0.2530
#N/A
0.4345
0.6236
1.1815
0.6344
0.3826
#N/A
0.7346
0.5055
0.4399
0.2277
0.3985
PFM4b
0.1325
0.0354
0.1988
0.1660
0.1024
#N/A
0.0178
0.1185
0.1711
0.0922
0.0052
#N/A
0.0975
0.1197
0.1302
0.0174
0.1844
#N/A
0.1771
0.1525
0.1946
0.0344
0.1011
LEQ1
2,579.6
3,764.3
477.3
1,146.3
2,074.3
#N/A
2,243.7
600.9
590.9
786.7
2,255.9
#N/A
2,621.7
3,515.9
1,617.7
1,164.1
1,338.3
#N/A
794.7
523.2
1,365.5
2,832.7
2,591.1
LEQ2
6,701.7
2,890.0
4,916.4
4,960.9
999.0
#N/A
3,127.1
5,146.7
4,069.5
562.2
4,442.6
#N/A
10,584.3
416.5
1,716.8
2,440.3
8,213.2
#N/A
1,935.5
879.9
554.7
4,834.9
10,645.3
Equation3La
133
0.6279
133
0.6279
0.2090
NA
133
0.6937
133
0.6937
0.2090
1,245.5
133
0.5979
133
0.5979
0.1988
NA
133
0.6181
133
0.6181
0.5253
1,135.3
134
0.5863
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.0178
NA
133
0.5999
133
0.5999
0.1185
NA
133
0.5999
135
0.7575
0.1711
NA
133
0.6195
133
0.6195
0.5701
1,272.0
134
0.5388
133
0.6055
0.0052
36.4
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.5500
133
0.6615
0.2090
1,615.9
133
0.6699
133
0.6699
0.2090
560.9
133
0.6240
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.1844
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1771
NA
133
0.6041
133
0.6041
0.1525
586.2
133
0.6052
133
0.6052
0.1946
849.9
133
0.5993
133
0.5993
0.0344
NA
134
0.5674
135
0.6950
0.1011
901.2
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.5626
0.5178
0.6721
0.6869
0.6404
#N/A
0.5286
0.6478
0.6578
0.6580
0.5069
#N/A
0.4984
0.4425
0.6607
0.5791
0.6339
#N/A
0.6408
0.6398
0.6422
0.4331
PFD3b
0.6425
0.8075
#N/A
#N/A
0.4807
0.5508
#N/A
0.7005
0.7644
0.3231
PFD3c
0.5581
0.5869
#N/A
0.6431
0.5759
0.4811
#N/A
0.4572
0.5695
#N/A
0.5258
0.4979
Equation3La
v12MERGE
PFD
1.0000
0.4943
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
17,135.6
12,601.9
7,503.8
10,342.3
2,115.2
#N/A
21,421.7
4,660.1
5,803.4
17,281.5
872.6
#N/A
8,597.1
22,065.4
20,177.6
5,595.4
769.2
#N/A
6,208.9
2,717.3
3,322.6
904.7
7,153.9
LEQ2
2,953.7
7,548.3
931.8
1,415.2
582.6
#N/A
2,221.4
1,321.8
879.4
214.5
3,222.3
#N/A
5,225.9
1,911.7
986.2
1,663.9
1,770.2
#N/A
583.1
222.9
127.0
3,374.4
4,868.7
Equation3La
1310
0.6425
139
0.5626
0.2600
2,231.9
139
0.5178
1311
0.5581
0.2600
NA
1310
0.8075
139
0.6721
0.4360
1,496.5
139
0.6869
139
0.6869
0.4360
NA
139
0.6404
139
0.6404
0.2600
1,484.8
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.5286
139
0.5286
0.4360
3,653.9
139
0.6478
139
0.6478
0.4360
1,767.2
139
0.6578
139
0.6578
0.4360
1,693.0
139
0.6580
139
0.6580
0.4360
NA
139
0.5069
139
0.5069
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.4984
139
0.4984
0.2600
2,972.5
139
0.4425
139
0.4425
0.2600
NA
139
0.6607
139
0.6607
0.2600
NA
139
0.5791
139
0.5791
0.2600
2,301.0
139
0.6339
139
0.6339
0.4360
2,136.3
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.7005
139
0.6408
0.4360
2,001.9
139
0.6398
139
0.6398
0.4360
NA
1310
0.7644
139
0.6422
0.4360
NA
139
0.4331
139
0.4331
0.4360
5,352.5
139
0.4943
1311
0.4979
0.4360
NA
2,231.9
1,245.5
1,496.5
1,135.3
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
1,272.0
36.4
#N/A
2,972.5
1,615.9
560.9
2,301.0
2,136.3
#N/A
2,001.9
586.2
849.9
5,352.5
901.2
1,739.4
1,025.9
8,010.8
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
v3
4,410.1
4,714.0
1,599.2
#N/A
2,656.8
1,258.4
959.2
6,956.9
#N/A
5,721.5
6,115.8
2,417.8
#N/A
2,168.8
3,259.1
3,518.3
5,026.4
v12a1
3,941.9
3,259.5
#N/A
4,293.3
#N/A
5,994.1
5,031.8
#N/A
1,145.4
1,668.2
7,678.8
v12a2
3,795.4
3,405.4
1,849.1
1,234.9
1,762.3
#N/A
1,942.5
1,275.0
3,996.2
#N/A
4,968.0
4,418.2
1,533.5
2,449.6
2,602.3
#N/A
2,383.2
2,197.4
2,496.1
5,930.8
5,092.6
v123lane
3,941.9
3,405.4
1,849.1
1,234.9
1,762.3
#N/A
3,653.9
1,767.2
1,942.5
1,275.0
4,293.3
#N/A
5,994.1
5,031.8
1,533.5
2,449.6
2,602.3
#N/A
2,383.2
2,197.4
2,496.1
7,678.8
6,212.0
2,357.0
869.7
512.9
799.6
#N/A
1,328.4
629.2
853.2
479.6
1,061.4
992.9
1,208.9
#N/A
1,084.4
vav34
2,205.0
1,706.4
3,478.4
#N/A
3,057.9
1,985.9
1,629.6
6,212.0
1,759.1
2,513.2
4,005.4
v12a1
#N/A
1,593.3
#N/A
3,294.1
2,331.8
#N/A
3,512.0
v12a2
2,656.8
2,383.8
#N/A
2,797.3
#N/A
3,477.6
3,092.7
1,073.5
#N/A
1,538.1
1,747.3
3,564.8
v124lane
2,656.8
2,383.8
1,496.5
1,135.3
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
1,272.0
2,797.3
#N/A
3,477.6
3,092.7
1,073.5
2,301.0
2,136.3
#N/A
2,001.9
1,538.1
1,747.3
5,352.5
3,564.8
v12(temp)
2,656.8
2,383.8
1,496.5
1,135.3
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
1,272.0
2,797.3
#N/A
3,477.6
3,092.7
1,073.5
2,301.0
2,136.3
#N/A
2,001.9
1,538.1
1,747.3
5,352.5
3,564.8
v12
2,656.8
2,383.8
1,496.5
1,135.3
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
1,272.0
2,797.3
#N/A
3,477.6
3,092.7
1,073.5
2,301.0
2,136.3
#N/A
2,001.9
1,538.1
1,747.3
5,352.5
3,564.8
Page13of21
2,860.8
2,122.8
Variable
ETFF
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
2040Build
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERFF
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETR
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERR
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETUP
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERUP
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
ETDOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ERDOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
0.978
vi
fHVF
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
vF(temp)
2,938
2,594
7,596
5,867
7,172
#N/A
3,757
7,585
8,299
6,035
3,376
#N/A
4,306
3,364
7,173
9,765
10,067
#N/A
9,977
9,072
9,799
4,979
3,990
0.000
0.220
0.200
0.240
0.200
#N/A
0.000
0.200
0.200
0.240
0.220
#N/A
0.100
0.220
0.270
0.200
0.200
#N/A
0.200
vF>8,500
vF>8,500
0.100
0.220
v5
1,434
#N/A
#N/A
#N/A
vF4eff
5,738
#N/A
3,757
#N/A
#N/A
2,938
2,594
7,596
5,867
5,738
#N/A
3,757
7,585
8,299
6,035
3,376
#N/A
4,306
3,364
7,173
9,765
10,067
#N/A
9,977
9,072
9,799
4,979
3,990
vF
fHVFO
0.947
0.954
0.974
0.975
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.972
0.973
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
vFO
2,594
3,817
7,172
6,712
5,867
#N/A
2,972
6,035
7,585
7,596
4,306
#N/A
3,364
5,009
8,311
7,173
9,765
#N/A
9,072
9,799
10,067
3,990
4,523
fHVR
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
344
1,222
424
845
1,305
#N/A
785
1,551
714
1,562
931
#N/A
942
1,645
1,138
2,592
302
#N/A
905
726
268
989
533
fHVUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
vUP
1,756
344
1,562
1,305
424
#N/A
1,222
714
1,138
1,551
45
#N/A
931
942
2,592
302
179
#N/A
1,721
905
726
120
989
fHVDOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,222
785
1,305
2,756
845
#N/A
449
1,562
1,551
424
942
#N/A
1,645
120
1,551
1,138
2,592
#N/A
726
268
179
533
1,167
PFM2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM3a
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.6153
0.5999
0.5999
0.6195
0.6055
#N/A
0.6156
0.6615
0.6699
0.6240
0.5999
#N/A
0.6195
0.6041
0.6052
0.5993
0.6111
PFM3b
0.5453
#N/A
0.5532
0.5885
0.5980
#N/A
0.6232
0.5564
#N/A
0.5469
0.6392
PFM3c
0.6186
0.6211
#N/A
0.9562
0.5885
0.5735
#N/A
0.5537
0.5895
#N/A
0.5534
0.6161
PFM4a
0.5762
0.9904
0.3974
0.4715
0.7608
#N/A
0.4542
0.2788
0.3834
0.5004
0.3492
#N/A
0.4370
0.7555
1.1269
0.5108
0.3783
#N/A
0.6622
0.4801
0.4296
0.2874
0.4485
PFM4b
0.1748
0.0650
0.1648
0.1122
0.0547
#N/A
0.1197
0.0240
0.1286
0.0226
0.1014
#N/A
0.1000
0.0122
0.0756
0.1062
0.1801
#N/A
0.1047
0.1270
0.1843
0.0942
0.1511
LEQ1
1,714.7
2,872.3
1,468.6
2,031.5
2,724.0
#N/A
1,522.8
1,738.4
1,712.2
1,719.8
1,317.0
#N/A
1,678.4
2,355.4
2,671.9
2,548.1
2,525.4
#N/A
2,161.4
1,685.3
2,545.2
1,574.9
1,452.2
LEQ2
4,045.0
1,417.9
6,952.7
10,409.2
2,037.2
#N/A
1,765.8
8,000.3
7,943.2
1,569.3
4,349.2
#N/A
6,447.3
277.7
3,351.0
3,961.4
13,279.1
#N/A
2,688.7
1,269.3
832.1
2,763.2
4,903.1
Equation3La
133
0.6279
133
0.6279
0.2090
NA
133
0.6937
133
0.6937
0.2090
542.2
133
0.5979
133
0.5979
0.1648
NA
133
0.6181
135
0.6211
0.1122
658.5
134
0.5453
133
0.6573
0.2090
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6153
133
0.6153
0.1197
NA
134
0.5532
133
0.5999
0.0240
NA
133
0.5999
135
0.9562
0.1286
NA
134
0.5885
133
0.6195
0.0226
136.3
134
0.5980
133
0.6055
0.1014
342.4
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6156
133
0.6156
0.2090
NA
134
0.6232
133
0.6615
0.2090
703.2
133
0.6699
133
0.6699
0.2090
1,499.1
134
0.5564
133
0.6240
0.2090
NA
133
0.5999
133
0.5999
0.1801
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
133
0.6195
133
0.6195
0.1047
NA
134
0.5469
133
0.6041
0.1270
1,152.4
133
0.6052
133
0.6052
0.1843
1,805.7
133
0.5993
133
0.5993
0.0942
NA
133
0.6111
135
0.6161
0.1511
602.9
PFD2
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFD3a
0.6707
0.6389
0.5506
0.5745
0.5565
#N/A
0.6300
0.4990
0.5197
0.5373
0.6328
#N/A
0.6090
0.6002
0.5283
0.3966
0.4945
#N/A
0.4689
0.4998
0.5027
0.5900
PFD3b
0.7124
0.7576
#N/A
#N/A
0.6053
0.3415
#N/A
0.6126
0.6374
0.5300
PFD3c
0.5945
0.5270
#N/A
0.6340
0.5080
0.5568
#N/A
0.5477
0.4846
#N/A
0.4125
0.5640
vR
Step2:EstimatetheAp
PFM
Equation3La
v12MERGE
PFD
1.0000
0.6357
PFD4
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
0.4360
LEQ1
15,622.6
9,119.0
7,314.5
9,206.1
4,084.2
#N/A
12,505.8
5,593.9
5,480.0
17,017.6
575.9
#N/A
9,454.4
40,302.3
17,337.7
3,059.6
641.4
#N/A
7,426.1
4,031.7
2,631.4
1,083.6
8,092.8
LEQ2
1,316.0
1,274.6
1,739.0
4,235.7
1,742.0
#N/A
606.1
4,659.8
2,496.8
1,113.6
1,348.6
#N/A
2,475.0
274.6
3,097.1
9,564.5
3,617.4
#N/A
1,461.9
453.2
243.2
852.6
1,413.7
Equation3La
1310
0.7124
139
0.6707
0.2600
1,018.8
139
0.6389
139
0.6389
0.2600
NA
1310
0.7576
139
0.5506
0.4360
3,551.1
139
0.5745
139
0.5745
0.4360
NA
139
0.5565
139
0.5565
0.2600
2,457.6
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.6300
139
0.6300
0.4360
2,080.8
139
0.4990
139
0.4990
0.4360
4,181.6
139
0.5197
1311
0.6340
0.4360
4,021.0
139
0.5373
139
0.5373
0.4360
NA
139
0.6328
139
0.6328
0.4360
NA
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
139
0.6090
139
0.6090
0.2600
1,816.8
139
0.6002
139
0.6002
0.2600
NA
139
0.5283
139
0.5283
0.2600
NA
139
0.3966
139
0.3966
0.2600
4,457.0
139
0.4945
139
0.4945
0.4360
4,559.2
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1310
0.6126
139
0.4689
0.4360
4,860.5
139
0.4998
139
0.4998
0.4360
NA
1310
0.6374
139
0.5027
0.4360
NA
139
0.5900
139
0.5900
0.4360
2,728.7
139
0.6357
139
0.6357
0.4360
NA
1,018.8
542.2
3,551.1
658.5
2,457.6
#N/A
2,080.8
4,181.6
4,021.0
136.3
342.4
#N/A
1,816.8
703.2
1,499.1
4,457.0
4,559.2
#N/A
4,860.5
1,152.4
1,805.7
2,728.7
602.9
2,489.7
7,992.8
Equation3La
v12DIVERGE
CheckingtheReasonab
v12temp
v3
2,052.0
4,045.3
5,208.9
3,280.3
#N/A
1,676.2
3,403.6
4,278.1
5,898.4
3,033.2
#N/A
2,661.3
5,673.8
5,308.0
5,507.5
#N/A
5,116.8
7,919.9
2,250.3
3,386.9
v12a1
4,896.4
3,167.4
3,038.0
#N/A
4,885.2
5,599.1
3,334.7
675.6
#N/A
4,472.9
7,065.0
7,366.7
#N/A
7,277.3
6,372.3
7,098.5
1,289.8
v12a2
1,679.1
1,482.4
4,340.8
3,352.8
3,278.8
#N/A
2,146.8
4,334.4
4,742.3
3,448.4
1,928.9
#N/A
2,460.8
1,922.5
4,098.8
5,580.0
5,752.4
#N/A
5,701.3
5,184.2
5,599.2
2,845.1
2,279.9
v123lane
1,679.1
1,482.4
4,896.4
3,352.8
3,278.8
#N/A
2,146.8
4,885.2
5,599.1
3,448.4
1,928.9
#N/A
2,460.8
1,922.5
4,472.9
7,065.0
7,366.7
#N/A
7,277.3
6,372.3
7,098.5
2,845.1
2,279.9
959.8
1,693.4
vav34
1,919.7
1,026.0
2,022.6
2,604.4
1,640.2
#N/A
838.1
1,701.8
2,139.0
1,516.6
#N/A
1,244.8
1,330.6
2,836.9
2,654.0
2,753.7
#N/A
2,558.4
3,960.0
3,996.4
1,125.1
v12a1
#N/A
634.7
#N/A
1,772.9
4,666.7
#N/A
3,672.3
4,398.5
v12a2
1,175.4
1,037.7
2,346.9
#N/A
2,413.9
2,949.2
1,350.3
#N/A
1,345.8
2,869.2
#N/A
3,628.9
3,919.4
1,595.9
v124lane
1,175.4
1,037.7
3,551.1
2,346.9
2,457.6
#N/A
2,080.8
4,181.6
4,021.0
2,413.9
1,350.3
#N/A
1,816.8
1,345.8
2,869.2
4,457.0
4,666.7
#N/A
4,860.5
3,672.3
4,398.5
2,728.7
1,595.9
v12(temp)
1,175.4
1,037.7
3,551.1
2,346.9
2,457.6
#N/A
2,080.8
4,181.6
4,021.0
2,413.9
1,350.3
#N/A
1,816.8
1,345.8
2,869.2
4,457.0
4,666.7
#N/A
4,860.5
3,672.3
4,398.5
2,728.7
1,595.9
v12
1,175.4
1,037.7
3,551.1
2,346.9
2,457.6
#N/A
2,080.8
4,181.6
4,021.0
2,413.9
1,350.3
#N/A
1,816.8
1,345.8
2,869.2
4,457.0
4,666.7
#N/A
4,860.5
3,672.3
4,398.5
2,728.7
1,595.9
Page14of21
Typicalvalues
Variable Units
Description
Step3:EstimatetheCapacityoftheRampFreewayJunctionandComparewithDemandFlowRates
Equation
vR12offramp pc/h
vR12onramp pc/h
vR12
pc/h
Equation1320
=v12+vR
totalflowrateenteringtherampinfluencearea
RampFreewayJunctionCapacityCheckpoint
Mainlinelanecapacity
Mainlinecapacity
Rampfreeway/highwayjunctioncapacitycheck
RampRoadwayCapacityCheckpoint
Ramproadwaycapacityperlane
Rampcapacity
Ramproadwaycapacitycheck
MaximumDesirableFlowEnteringtheRampInfluenceArea
Max.desirableflowrate(vR12)enteringmergeinfluencearea
Mergeinfluenceareacapacitycheck
Max.desirableflowrate(v12)enteringdivergeinfluencearea
Divergeinfluenceareacapacitycheck
Exhibit138,139
Exhibit1310
Exhibit138,139
Exhibit138,139
Step4:EstimateDensityintheRampInfluenceAreaandDeterminethePrevailingLOS
DensityintheOnRamp(Merge)InfluenceAreas
DR
pc/mi/ln Densityintheonrampinfluencearea
Equation1321
=5.475+0.00734vR+0.0078v120
DensityintheOffRamp(Diverge)InfluenceAreas
DR
pc/mi/ln Densityintheofframpinfluencearea
Equation1322
=4.252+0.00864v120.0097LD
DeterminingLOS
LOS
Exhibit132
Step5:EstimateSpeedsintheVicinityofRampFreewayJunctions
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Page15of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Existing
AM
Variable
Step3:EstimatetheCa
vR12offramp
3,605.3
1,310.2
1,260.6
1,168.2
1,249.9
#N/A
2,988.4
1,447.5
NA
989.3
1,848.5
#N/A
2,434.8
2,170.7
766.8
1,613.7
1,507.9
#N/A
1,514.1
1,101.3
1,324.2
3,738.1
2,542.5
vR12onramp
3,935.1
4,073.9
1,599.4
1,404.8
2,196.2
#N/A
4,353.5
2,171.8
#VALUE!
1,783.6
3,314.3
#N/A
3,094.9
4,104.2
1,222.3
2,728.9
1,693.8
#N/A
1,827.8
1,368.5
1,521.7
4,704.8
3,420.3
vR12
3,605.3
4,073.9
1,260.6
1,404.8
1,249.9
#N/A
2,988.4
1,447.5
NA
1,783.6
3,314.3
#N/A
2,434.8
4,104.2
1,222.3
1,613.7
1,507.9
#N/A
1,514.1
1,368.5
1,521.7
3,738.1
3,420.3
2,400
4,800
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
4,800
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK
2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,100
0
NA
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
4,600
OK
4,400
4,600
OK
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
DensityintheOnRam
DR
10.0
7.2
#N/A
9.6
24.4
#N/A
17.8
0.0
#N/A
10.1
11.0
24.2
DensityintheOffRam
DR
19.1
8.5
0.0
#N/A
17.8
9.5
#N/A
13.0
3.2
10.0
#N/A
3.8
29.4
#N/A
NA
#N/A
#N/A
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
19.1
10.0
8.5
7.2
0.0
B
A
A
A
A
EBExit_44_SB
17.8
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
9.5
0.0
9.6
24.4
A
NA
A
C
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
13.0
17.8
0.0
3.2
10.0
B
B
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
3.8
10.1
11.0
29.4
24.2
A
B
B
D
C
RampFreewayJunctio
RampRoadwayCapaci
MaximumDesirableFlo
Step4:EstimateDensit
DeterminingLOS
LOS
Step5:EstimateSpeed
Page16of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
Existing
PM
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Variable
Step3:EstimatetheCa
vR12offramp
1,595.5
564.7
3,107.2
3,201.4
2,205.0
#N/A
1,627.8
3,288.8
NA
1,789.2
865.8
#N/A
1,257.4
951.0
2,024.5
3,114.7
3,236.8
#N/A
3,704.6
2,578.7
2,726.2
1,901.0
1,304.7
vR12onramp
1,779.2
2,033.9
4,166.9
3,645.9
3,699.7
#N/A
2,311.9
4,627.4
#VALUE!
3,072.0
1,718.1
#N/A
1,896.6
2,106.8
2,783.0
4,913.6
3,482.6
#N/A
4,598.4
2,947.4
3,016.6
2,556.7
1,771.5
vR12
1,595.5
2,033.9
3,107.2
3,645.9
2,205.0
#N/A
1,627.8
3,288.8
NA
3,072.0
1,718.1
#N/A
1,257.4
2,106.8
2,783.0
3,114.7
3,236.8
#N/A
3,704.6
2,947.4
3,016.6
1,901.0
1,771.5
2,400
4,800
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
4,800
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK
2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,100
0
NA
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
4,600
OK
4,400
4,600
OK
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
DensityintheOnRam
DR
0.0
24.6
#N/A
19.4
12.2
#N/A
2.6
6.1
#N/A
22.3
22.7
11.6
DensityintheOffRam
DR
1.8
24.4
0.0
#N/A
6.1
25.3
#N/A
2.8
16.1
24.9
#N/A
22.6
13.6
#N/A
NA
#N/A
#N/A
1.8
0.0
24.4
24.6
0.0
A
A
C
C
A
EBExit_44_SB
6.1
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
25.3
0.0
19.4
12.2
C
NA
B
B
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
2.8
2.6
6.1
16.1
24.9
A
A
A
B
C
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
22.6
22.3
22.7
13.6
11.6
C
C
C
B
B
RampFreewayJunctio
RampRoadwayCapaci
MaximumDesirableFlo
DeterminingLOS
LOS
Step5:EstimateSpeed
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
Page17of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040NoBuild
AM
Variable
Step3:EstimatetheCa
vR12offramp
2,756.9
2,511.2
1,754.7
1,228.7
1,535.9
#N/A
4,547.6
2,258.7
NA
1,091.0
2,439.3
#N/A
3,531.3
3,150.9
1,110.6
2,313.5
2,171.7
#N/A
2,010.5
1,556.7
1,770.5
5,456.5
3,623.1
vR12onramp
3,371.0
5,084.7
2,093.5
1,595.5
2,470.5
#N/A
7,199.5
3,590.4
#VALUE!
2,551.2
5,169.4
#N/A
4,482.4
5,873.4
1,776.5
3,905.1
2,438.9
#N/A
2,324.2
2,091.1
1,979.6
6,978.8
4,545.5
vR12
2,756.9
5,084.7
1,754.7
1,595.5
1,535.9
#N/A
4,547.6
2,258.7
NA
2,551.2
5,169.4
#N/A
3,531.3
5,873.4
1,776.5
2,313.5
2,171.7
#N/A
2,010.5
2,091.1
1,979.6
5,456.5
4,545.5
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
FDemandexceedscapa
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
FDemandexceedscap
2,000
2,000
OK
2,100
0
NA
2,000
2,000
OK
2,100
2,100
FDemandexceedscapa
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
ionInfluenceareaovercap
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
nInfluenceareaoverc
4,600
4,400
OK
4,600
4,400
4,600
OK
4,400
4,600
nInfluenceareaoverca
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
nInfluenceareaoverca
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
onInfluenceareaovercap
4,600
OK
4,400
DensityintheOnRam
DR
17.9
8.7
#N/A
15.3
38.3
#N/A
31.2
0.0
#N/A
15.6
14.6
33.0
DensityintheOffRam
DR
11.8
12.8
0.0
#N/A
31.2
16.5
#N/A
22.4
9.2
15.7
#N/A
8.0
44.2
#N/A
FRampovercapacity
NA
#N/A
#N/A
FFreewayovercapacity
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
11.8
17.9
12.8
8.7
0.0
B
B
B
A
A
EBExit_44_SB
31.2
FRampovercapacity
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
16.5
0.0
15.3
38.3
B
NA
B
E
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
22.4
31.2
0.0
9.2
15.7
C
D
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
8.0
15.6
14.6
44.2
33.0
A
B
B
D
RampFreewayJunctio
2,350
2,350
9,400
9,400
SFDemandexceedscapac
FDemandexceedscap
RampRoadwayCapaci
MaximumDesirableFlo
DeterminingLOS
LOS
Step5:EstimateSpeed
Page18of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1,622.6
2040NoBuild
PM
Variable
Step3:EstimatetheCa
vR12offramp
1,221.3
1,088.2
4,227.0
2,422.8
2,550.0
#N/A
2,379.0
5,081.1
NA
2,369.3
1,134.9
#N/A
1,817.7
1,381.7
2,927.3
4,510.2
4,834.3
#N/A
4,898.1
3,784.0
4,521.4
2,780.0
vR12onramp
1,554.2
2,590.9
5,219.7
3,345.1
3,910.8
#N/A
3,702.3
7,579.8
#VALUE!
4,856.8
2,671.3
#N/A
2,737.3
3,026.5
4,042.7
7,102.3
5,158.3
#N/A
5,791.9
4,521.4
4,834.3
3,791.3
2,133.8
vR12
1,221.3
2,590.9
4,227.0
3,345.1
2,550.0
#N/A
2,379.0
5,081.1
NA
4,856.8
2,671.3
#N/A
1,817.7
3,026.5
4,042.7
4,510.2
4,834.3
#N/A
4,898.1
4,521.4
4,834.3
2,780.0
2,133.8
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
2,100
0
NA
2,000
2,000
FDemandexceedscapa
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
4,600
4,400
4,600
onInfluenceareaoverca
4,400
4,600
OK
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
DensityintheOnRam
DR
0.0
22.1
#N/A
32.8
19.3
#N/A
9.5
15.8
DensityintheOffRam
DR
0.0
34.0
0.5
#N/A
12.6
40.7
#N/A
7.6
28.1
#N/A
FRampovercapacity
NA
#N/A
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
0.0
0.0
34.0
22.1
0.5
A
A
D
C
A
EBExit_44_SB
12.6
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
40.7
0.0
32.8
19.3
FRampovercapacity
NA
D
B
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
7.6
9.5
15.8
28.1
38.6
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
32.9
34.4
36.8
21.1
14.4
D
E
C
B
RampFreewayJunctio
2,350
2,350
#N/A
2,300
2,300
2,300
9,400
9,400
#N/A
9,200
9,200
9,200
FDemandexceedscapaFDemandexceedscapa #N/A FDemandexceedscapa
FDemandexceedscap
FDemandexceedscap
RampRoadwayCapaci
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
#N/A
4,600
#N/A
#N/A
4,400
#N/A nInfluenceareaoverca
4,600
OK
4,400
4,600
nInfluenceareaoverc
4,400
4,600
4,400
OK
4,600
OK
4,400
#N/A
34.4
36.8
14.4
38.6
#N/A
32.9
21.1
MaximumDesirableFlo
4,600
4,600
4,400
4,400
onInfluenceareaovercanInfluenceareaoverca
DeterminingLOS
LOS
Step5:EstimateSpeed
Page19of21
FFreewayovercapacityFFreewayovercapacity #N/A FFreewayovercapacity
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2040Build
AM
Variable
Step3:EstimatetheCa
vR12offramp
2,656.8
2,383.8
1,496.5
1,135.3
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
1,272.0
2,797.3
#N/A
3,477.6
3,092.7
1,073.5
2,301.0
2,136.3
#N/A
2,001.9
1,538.1
1,747.3
5,352.5
3,564.8
vR12onramp
3,339.2
4,409.1
1,648.3
1,549.4
2,407.6
#N/A
5,254.0
2,561.5
2,066.8
2,276.6
4,498.1
#N/A
4,439.9
5,793.0
1,774.4
3,904.2
2,403.5
#N/A
2,327.2
2,060.9
1,933.1
6,819.3
4,498.2
vR12
2,656.8
4,409.1
1,496.5
1,549.4
1,484.8
#N/A
3,653.9
1,767.2
1,693.0
2,276.6
4,498.1
#N/A
3,477.6
5,793.0
1,774.4
2,301.0
2,136.3
#N/A
2,001.9
2,060.9
1,933.1
5,352.5
4,498.2
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
SFDemandexceedscapa
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
4,600
OK
4,400
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
4,600
4,400
ionInfluenceareaovercap
4,600
OK
4,400
DensityintheOnRam
DR
12.9
8.3
#N/A
13.4
33.5
#N/A
30.6
0.0
#N/A
15.4
14.3
32.6
DensityintheOffRam
DR
10.9
10.6
0.0
#N/A
23.5
12.2
11.6
#N/A
21.9
9.1
15.4
#N/A
8.0
43.3
#N/A
#N/A
#N/A
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
10.9
12.9
10.6
8.3
0.0
B
B
B
A
A
EBExit_44_SB
23.5
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
12.2
11.6
13.4
33.5
B
B
B
D
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
21.9
30.6
0.0
9.1
15.4
C
D
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
8.0
15.4
14.3
43.3
32.6
A
B
B
D
RampFreewayJunctio
2,350
2,350
9,400
9,400
OSFDemandexceedscapac
RampRoadwayCapaci
MaximumDesirableFlo
DeterminingLOS
LOS
Step5:EstimateSpeed
Page20of21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
vR12offramp
1,175.4
1,037.7
3,551.1
2,346.9
2,457.6
vR12onramp
1,519.7
2,260.1
3,975.0
3,191.5
3,762.7
vR12
1,175.4
2,260.1
3,551.1
3,191.5
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,100
4,200
OK
2,100
4,200
OK
4,600
4,400
OK
DensityintheOnRam
DR
DensityintheOffRam
DR
EBExit_47_NBSB
2040Build
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
#N/A
2,080.8
4,181.6
4,021.0
2,413.9
1,350.3
#N/A
2,865.8
5,732.1
4,734.9
3,975.5
2,281.1
#N/A
1,816.8
1,345.8
2,869.2
4,457.0
4,666.7
#N/A
2,758.8
2,990.6
4,006.9
7,049.1
4,968.3
2,457.6
#N/A
2,080.8
4,181.6
4,021.0
3,975.5
2,281.1
#N/A
1,816.8
2,990.6
4,006.9
4,457.0
4,666.7
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
4,600
OK
4,400
4,600
4,400
OK
4,600
OK
4,400
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
4,600
OK
4,400
0.0
20.9
#N/A
26.4
16.6
#N/A
9.2
15.5
0.0
28.2
0.0
#N/A
10.0
33.0
31.6
#N/A
7.6
27.6
#N/A
#N/A
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
4,860.5
3,672.3
4,398.5
2,728.7
1,595.9
#N/A
5,765.5
4,398.5
4,666.7
3,717.8
2,129.4
#N/A
4,860.5
4,398.5
4,666.7
2,728.7
2,129.4
2,350
9,400
OK
2,350
9,400
OK
Variable
Step3:EstimatetheCa
RampFreewayJunctio
2,350
2,350
9,400
9,400
FDemandexceedscap SFDemandexceedscapac
#N/A
#N/A
#N/A
2,300
2,300
2,300
9,200
9,200
9,200
SFDemandexceedscapaSFDemandexceedscapac
OSFDemandexceedscapaci
RampRoadwayCapaci
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
onInfluenceareaoverca
4,600
OK
4,400
4,600
tionInfluenceareaovercapa
4,400
4,600
4,400
OK
4,600
OK
4,400
#N/A
33.5
35.5
14.3
37.2
#N/A
32.6
20.7
#N/A
MaximumDesirableFlo
4,600
4,600
4,400
4,400
nInfluenceareaovercaionInfluenceareaovercap
DeterminingLOS
LOS
Step5:EstimateSpeed
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Page21of21
FFreewayovercapacity FFreewayovercapacity
HCMResults
Location
Code
Facility
Direction
Limits
From
To
US15
US29[Gainesville]
US29[Gainesville]
VA234Byp./TCP
VA234Byp./TCP
VA234Bus.
VA234Bus.
US29[Centreville]
US29[Centreville]
VA28
US29[Gainesville]
US15
VA234Byp./TCP
US29[Gainesville]
VA234Bus.
VA234Byp./TCP
US29[Centreville]
VA234Bus.
VA28
US29[Centreville]
EBI66
US29
WBI66
US29
WBI66
US29
EBI66
NBUS29,Heathcote
WBI66
SBUS29
Freewaysegments
I66
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66
I66
I66
I66
I66
I66
I66
I66
I66
I66
EB
WB
EB
WB
EB
WB
EB
WB
EB
WB
BetweenUS15andUS29[Gainesville]
BetweenUS29[Gainesville]andVA234Byp./TCP
BetweenVA234Byp./TCPandVA234Bus.
BetweenVA234Bus.andUS29[Centreville]
BetweenUS29[Centreville]andVA28
I66atUS29
[Gainesville],Exit43
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
I66InterchangeatUS29[Gainesville]
EBExit
EBEntrance
WBExit
WBEntrance
WBExit
EBI66toUS29
US29toEBI66
WBI66toNBUS29,Heathcote
US29toWBI66
WBI66toSBUS29
I66atVA234Bypass
(PWPkwy,TCP),Exit44
EBExit_44_SB
EBExit_44_NB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBEntr_44_SB
I66interchangeatVA234Bypass
EBExit
EBExit
WBExit
WBExit
WBEntrance
EBEntrance
EBEntrance
EBI66toSBVA234Byp.
EBI66toNBTCP
WBI66toSBVA234Byp.
WBI66toNBTCP
VA234Byp./TCPtoWBI66
NBVA234Byp.toEBI66
SBTCPtoEBI66
EBI66
EBI66
WBI66
WBI66
VA234Byp./TCP
NBVA234Byp.
SBTCP
SBVA234Byp.
NBTCP
SBVA234Byp.
NBTCP
WBI66
EBI66
EBI66
I66atVA234Business
(SudleyRd),Exit47
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
I66interchangeatVA234Business
EBExit
EBEntrance
WBEntrance
WBExit
WBExit
EBI66toVA234Bus.
VA234Bus.toEBI66
VA234Bus.toWBI66
WBI66toSBVA234Bus.
WBI66toNBVA234Bus.
EBI66
VA234Bus.
VA234Bus.
WBI66
WBI66
VA234Bus.
EBI66
WBI66
SBVA234Bus.
NBVA234Bus.
I66atUS29
[Centreville],Exit52
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
I66interchangeatUS29[Centreville]
WBExit
WBEntrance
WBEntrance
EBExit
EBEntrance
WBI66toUS29[Centreville]
"NB"US29[Centreville](WBtravel)toWBI66
"SB"US29[Centreville](EBtravel)toWBI66
EBI66toUS29[Centreville]
US29[Centreville]toEBI66
WBI66
"NB"US29[Centreville](WBtravel)
"SB"US29[Centreville](EBtravel)
EBI66
US29[Centreville]
US29[Centreville]
WBI66
WBI66
US29[Centreville]
EBI66
SBTCPonramp
NBTCPofframp
Ramps
Weaves
I66atVA234Bypass
(PWPkwy,TCP),Exit44
EBExit_44_NB
EBweave
SBTCPonramptoNBTCPofframp
1of2
HCMResults
Existing
AM
AnalysisType
2040NoBuild
PM
AM
2040Build
PM
AM
PM
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
26.6
10.1
16.1
7.0
22.1
8.5
28.0
11.5
26.7
11.0
D
A
B
A
C
A
D
B
D
A
10.6
27.7
7.6
16.4
10.8
21.0
12.5
26.9
11.1
28.1
A
D
A
B
A
C
B
D
B
D
24.9
9.7
25.4
10.2
37.9
12.3
57.2
16.6
49.2
15.0
C
A
C
A
E
B
F
B
F
B
10.2
26.1
11.1
25.0
15.6
34.8
18.1
52.7
15.3
50.6
A
D
B
C
B
D
C
F
B
F
24.6
9.3
23.1
9.2
36.8
12.1
54.7
16.3
47.9
14.9
C
A
C
A
E
B
F
B
F
B
10.5
24.8
10.7
22.1
15.4
33.9
17.8
50.4
15.1
49.3
A
C
A
C
B
D
B
F
B
F
Code
Freewaysegments
I66
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66atUS29
[Gainesville],Exit43
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
Ramp
Ramp
Ramp
Ramp
Ramp
19.1
10.0
8.5
7.2
0.0
B
A
A
A
A
1.8
0.0
24.4
24.6
0.0
A
A
C
C
A
11.8
17.9
12.7
8.7
0.0
B
B
B
A
A
0.0
0.0
34.1
22.1
0.5
A
A
D
C
A
10.9
12.9
10.5
8.3
0.0
B
B
B
A
A
0.0
0.0
28.2
20.9
0.0
A
A
D
C
A
Ramp
Weave
Ramp
Ramp
Ramp
Ramp
Weave
17.8
NA
9.5
NA
9.6
24.4
NA
B
NA
A
NA
A
C
NA
6.1
NA
25.3
NA
19.4
12.2
NA
A
NA
C
NA
B
B
NA
31.2
NA
16.5
NA
15.3
38.3
NA
FRampovercapacity
NA
B
NA
B
E
NA
12.6
NA
40.7
NA
32.8
19.3
NA
B
NA
FRampovercapacity
NA
D
B
NA
23.5
12.2
11.6
13.4
33.5
B
B
B
D
10.0
NA(weave)
33.0
31.6
26.4
16.6
NA(weave)
I66atVA234Bypass
(PWPkwy,TCP),Exit44
EBExit_44_SB
EBExit_44_NB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBEntr_44_SB
I66atVA234Business
(SudleyRd),Exit47
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
Ramp
Ramp
Ramp
Ramp
Ramp
13.0
17.8
0.0
3.2
10.0
B
B
A
A
B
2.8
2.6
6.1
16.1
24.9
A
A
A
B
C
22.4
31.2
0.0
9.2
15.7
C
D
A
A
B
7.6
9.5
15.8
28.1
38.6
A
A
B
21.9
30.6
0.0
9.1
15.4
C
D
A
A
B
7.6
9.2
15.5
27.6
37.2
A
A
B
I66atUS29
[Centreville],Exit52
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Ramp
Ramp
Ramp
Ramp
Ramp
3.8
10.1
11.0
29.4
24.2
A
B
B
D
C
22.6
22.3
22.7
13.6
11.6
C
C
C
B
B
8.0
15.6
14.6
44.2
33.0
A
B
B
D
32.9
34.4
36.8
21.1
14.4
D
E
C
B
8.0
15.4
14.3
43.3
32.6
A
B
B
D
32.6
33.5
35.5
20.7
14.3
D
E
C
B
EBExit_44_NB
Weave
NA
NA
NA
NA
NA
NA
NA
NA
22.3
9.6
Ramps
D
D
C
B
Weaves
I66atVA234Bypass
(PWPkwy,TCP),Exit44
2of2
APPENDIX D
ENVIRONMENTAL TRAFFIC DATA
DullesConnector
US15
US29[Gainesville]
I66WB_1
I66EB_1
US50WB_10
US50EB_10
TCP
I66WB_2
I66EB_2
I66WB_3
I66EB_3
I66WB_4
I66EB_4
I66WB_5
I66EB_5
US50WB_11
US50EB_11
TCPSB_1TCPNB_1
TallCedarsWB_1
TallCedarsEB_1
US15
US29[Gainesville]
VA234Byp.
VA234Bus.
US29[Centreville]
US50
TallCedarsPkwy
VA28
TCPSB_2TCPNB_2
I66atUS29[Gainesville]Milepost43
BraddockWB_10
BraddockEB_10
Heathcote
BraddockWB_11
BraddockEB_11
VA620(BraddockRd)
US29
TriCountyParkway
SandersLn
WBENTR_43_SB
TCPSB_3TCPNB_3
WBEntr_43_NB
SandersSB_ndersNB_1
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
SudleyWB_10
SudleyEB_10
I66WB_1
I66WB_2
I66EB_1
I66EB_2
SudleyWB_11
SudleyEB_11
SudleyWB_12
SudleyEB_12
SudleyWB_13
SudleyEB_13
PagelandSBgelandNB_1
TCPSB_4TCPNB_4
EBExit_43_NBSB
PagelandLn
EBEntr_43_NBSB
US29
EBEntr_43_SB
EBExit_43_NB
EBEntr_43_NB
EBExit_43_SB
TCPSB_5TCPNB_5
I66WB_2
I66EB_2
US29
I66atVA234Byp.(PWPkwy/TCP)Milepost44
TCPSB_5TCPNB_5
PWPSB_1
PWPNB_1
I66atVA234Bus.(SudleyRd)Milepost47
WBEntr_44_SB
I66atUS29[Centreville]Milepost52
I66WB_5
I66EB_5
WBEntr_47_NBSB
WBExit_52_NBSB
WBExit_44_NB
WBExit_47_NB
WBEntr_44_NB
WBEntr_44_NBSB
I66WB_2
EBEntr_52_NBSB
WBExit_47_SB
I66WB_3
I66WB_4
I66EB_3
I66EB_4
WBExit_44_SB
WBEntr_52_NB
I66WB_3
I66EB_2
I66EB_3
EBEntr_44_SB
EBExit_47_NBSB EBExit_47_NB
EBEntr_52_SB
EBEntr_52_NB
EBExit_52_NB
EBExit_52_SB
US29
EBEntr_47_SB EBEntr_47_NBSB
EBExit_44_NB
WBEntr_52_SB
EBExit_44_SB
EBExit_47_SB
EBEntr_47_NB
EBEntr_44_NB
EBExit_52_NBSB
VA234Bus.(SudleyRd)
PWPNB_1
PWPSB_1
I66WB_3
I66EB_3
Notindividualramps
WBEntr_47_NB
WBEntr_47_SB
I66WB_4
I66EB_4
Notindividualramps
WBExit_52_NB
WBExit_52_SB
VA234Bus.(SudleyRd)
Environmentaltraffic
Speed(mph)
Distance(mi):
I66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
DailyVolume
DailyTruck%
31,000
14%
38,400
14%
37,800
14%
59,300
14%
57,100
14%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
186
155
155
217
806
2,727
3,170
3,099
2,573
2,139
1,767
1,488
1,333
1,302
1,333
1,271
1,394
1,390
1,364
992
806
589
434
310
230
192
192
269
999
3,380
3,920
3,841
3,188
2,650
2,189
1,843
1,651
1,613
1,651
1,575
1,728
1,720
1,689
1,229
999
730
538
384
227
189
189
265
983
3,328
3,860
3,782
3,139
2,610
2,156
1,815
1,626
1,588
1,626
1,551
1,702
1,680
1,665
1,210
983
719
529
378
356
296
296
415
1,542
5,218
6,060
5,930
4,922
4,091
3,380
2,846
2,550
2,490
2,550
2,431
2,668
2,660
2,610
1,897
1,542
1,127
830
593
343
285
285
400
1,484
5,025
5,840
5,710
4,739
3,939
3,254
2,740
2,455
2,398
2,455
2,341
2,570
2,560
2,511
1,827
1,484
1,085
799
571
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
69.3
15.4
8.1
9.0
18.1
31.8
47.2
57.8
62.5
63.3
62.6
64.2
61.6
61.9
62.6
68.2
69.4
69.8
70.0
70.0
70.0
70.0
70.0
70.0
69.4
17.7
9.5
10.6
20.7
35.1
50.0
59.6
63.7
64.4
63.8
65.1
62.9
63.2
63.8
68.5
69.5
69.9
70.0
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
61.5
53.9
55.4
62.9
66.9
68.7
69.4
69.7
69.7
69.7
69.8
69.6
69.6
69.7
69.9
70.0
70.0
70.0
70.0
83
51
63
119
659
2,492
2,876
2,828
2,269
1,837
1,485
1,227
1,108
1,089
1,122
1,087
1,223
1,234
1,211
845
686
470
319
196
70.0
70.0
70.0
70.0
69.9
49.8
37.5
39.5
52.8
61.6
66.3
68.3
69.1
69.2
69.1
69.3
68.9
69.0
69.1
69.8
69.9
70.0
70.0
70.0
103
63
77
148
817
3,089
3,556
3,504
2,811
2,276
1,839
1,520
1,373
1,350
1,390
1,347
1,516
1,528
1,501
1,047
850
584
396
243
70.0
70.0
70.0
70.0
69.9
50.9
38.9
40.8
53.7
62.1
66.6
68.5
69.1
69.2
69.1
69.3
69.0
69.1
69.1
69.8
69.9
70.0
70.0
70.0
101
63
77
145
804
3,041
3,503
3,451
2,767
2,241
1,811
1,497
1,352
1,329
1,368
1,326
1,493
1,492
1,479
1,030
836
575
389
239
159
98
119
229
1,260
4,769
5,498
5,411
4,339
3,514
2,839
2,348
2,120
2,083
2,147
2,078
2,340
2,362
2,318
1,616
1,312
900
610
376
153
95
115
221
1,214
4,593
5,299
5,210
4,178
3,383
2,733
2,260
2,041
2,006
2,067
2,001
2,255
2,274
2,231
1,556
1,262
867
587
362
Scenario
To:
US29[Gainesville]
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
PassengerVehicleVolume
I66EB_1
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
TotalVolume(Passengervehicles+mediumtruck+heavytruck)
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Loudoun,PrinceWilliamandFairfaxCounties,VA
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
43
38
36
40
73
165
222
199
208
187
170
155
129
126
142
116
117
96
91
81
59
50
51
45
53
47
45
49
90
204
275
247
258
232
211
192
159
156
176
144
145
118
112
100
73
61
63
56
53
46
44
49
89
201
270
243
254
229
208
189
157
153
174
142
143
116
111
99
72
60
62
55
82
72
70
76
140
315
425
381
399
358
326
296
246
241
272
223
225
183
174
155
113
95
98
86
79
69
67
73
134
303
409
367
384
345
314
285
237
232
262
214
216
176
167
149
109
91
94
83
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
US15
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60
66
56
58
74
70
72
72
96
115
112
106
96
87
69
68
54
60
62
66
61
69
64
69
74
82
70
72
92
87
89
90
119
142
139
131
119
107
85
84
67
74
76
82
76
85
79
85
73
80
68
71
90
86
87
88
118
140
137
129
117
106
84
83
66
72
75
81
75
84
78
84
115
126
107
110
142
134
137
138
184
219
215
202
184
166
131
130
103
115
118
126
117
132
122
131
111
121
103
106
136
129
132
133
177
211
207
195
177
160
126
126
99
110
113
122
113
127
118
126
Linkspeedbytimeofday
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Hourlyvolumebytimeofday
7,000
6,000
2013Existing
5,000
4,000
2020NoBuild
3,000
2020Build
2,000
2040NoBuild
1,000
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
Freeway
2
1,600
70
DailyVolume
DailyTruck%
31,000
12%
38,400
12%
37,800
12%
59,300
12%
57,100
12%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
305
153
153
92
153
365
1,200
1,037
1,191
1,069
1,069
1,221
1,282
1,557
2,137
2,900
3,235
3,270
2,565
2,107
1,557
1,130
794
458
378
189
189
114
189
454
1,460
1,287
1,476
1,325
1,325
1,514
1,590
1,930
2,649
3,596
4,012
4,050
3,179
2,612
1,930
1,400
984
568
372
186
186
112
186
447
1,460
1,266
1,452
1,303
1,303
1,490
1,564
1,899
2,607
3,538
3,947
3,980
3,129
2,569
1,899
1,378
968
559
584
292
292
175
292
701
2,290
1,986
2,278
2,044
2,044
2,336
2,453
2,978
4,088
5,548
6,190
6,260
4,906
4,030
2,978
2,161
1,518
876
562
281
281
169
281
675
2,200
1,912
2,194
1,969
1,969
2,250
2,362
2,869
3,937
5,344
5,962
6,020
4,726
3,881
2,869
2,081
1,462
844
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
70.0
70.0
65.3
67.7
65.7
67.3
67.2
64.4
63.1
55.1
32.4
12.2
8.0
7.8
20.6
36.0
57.7
67.1
69.5
70.0
70.0
70.0
70.0
70.0
70.0
70.0
66.1
68.1
66.4
67.7
67.6
65.3
64.2
57.2
35.8
14.2
9.4
9.2
23.4
39.3
59.5
67.6
69.6
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
70.0
69.8
69.9
69.8
69.9
69.9
69.8
69.7
69.3
67.0
59.1
53.7
53.4
64.0
67.5
69.4
69.9
70.0
70.0
237
108
80
39
80
241
987
879
1,013
888
865
952
1,015
1,274
1,866
2,673
3,052
3,124
2,436
1,956
1,433
1,038
720
393
70.0
70.0
70.0
70.0
70.0
70.0
69.5
69.7
69.5
69.7
69.7
69.3
69.1
67.9
61.8
45.4
37.0
36.7
55.0
63.2
68.3
69.7
69.9
70.0
294
133
98
48
99
299
1,202
1,092
1,257
1,100
1,072
1,180
1,258
1,578
2,312
3,315
3,786
3,869
3,019
2,425
1,777
1,286
892
487
70.0
70.0
70.0
70.0
70.0
70.0
69.5
69.8
69.5
69.7
69.7
69.4
69.2
68.1
62.4
46.6
38.5
38.2
55.8
63.7
68.5
69.7
69.9
70.0
290
130
96
48
98
294
1,202
1,073
1,236
1,081
1,054
1,162
1,239
1,553
2,276
3,261
3,725
3,803
2,971
2,385
1,748
1,266
878
479
455
206
152
74
153
461
1,885
1,684
1,939
1,697
1,654
1,821
1,942
2,436
3,569
5,113
5,842
5,981
4,659
3,742
2,741
1,985
1,377
751
438
198
146
72
147
445
1,811
1,621
1,867
1,635
1,593
1,754
1,870
2,346
3,437
4,926
5,626
5,751
4,488
3,603
2,641
1,911
1,326
724
Scenario
To:
US15
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
27
17
30
24
31
63
119
97
107
102
113
138
149
153
143
123
103
79
69
76
56
37
32
26
33
21
37
30
38
79
144
120
132
127
141
171
185
190
178
152
127
98
86
94
69
46
39
32
32
21
37
29
37
78
144
119
130
125
138
168
181
187
175
150
125
96
85
93
68
45
38
32
51
32
57
46
59
122
226
186
204
196
217
264
285
293
274
235
196
151
133
145
107
71
60
50
49
31
55
44
57
117
217
179
197
188
209
254
274
283
264
226
189
146
128
140
103
69
58
48
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: I66WB_1
Facility:
WB
I66
From:
US29[Gainesville]
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
41
28
43
29
42
61
94
61
71
79
91
131
118
130
128
104
80
67
60
75
68
55
42
39
51
35
54
36
52
76
114
75
87
98
112
163
147
162
159
129
99
83
74
93
84
68
53
49
50
35
53
35
51
75
114
74
86
97
111
160
144
159
156
127
97
81
73
91
83
67
52
48
78
54
83
55
80
118
179
116
135
151
173
251
226
249
245
200
152
128
114
143
130
105
81
75
75
52
80
53
77
113
172
112
130
146
167
242
218
240
236
192
147
123
110
138
125
101
78
72
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
7,000
6,000
2013Existing
5,000
4,000
2020NoBuild
3,000
2020Build
2,000
2040NoBuild
1,000
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
DailyVolume
DailyTruck%
54,000
10%
60,500
10%
58,500
10%
78,900
10%
71,200
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
277
216
228
366
1,250
4,340
5,350
5,186
4,395
4,141
3,048
2,604
2,394
2,337
2,329
2,301
2,413
2,540
2,425
1,823
1,452
1,194
871
520
310
242
255
411
1,400
4,863
5,990
5,812
4,925
4,640
3,416
2,918
2,682
2,619
2,610
2,579
2,704
2,840
2,718
2,043
1,627
1,338
976
582
300
234
247
397
1,354
4,704
5,790
5,622
4,762
4,487
3,303
2,822
2,594
2,532
2,524
2,494
2,616
2,740
2,628
1,975
1,574
1,294
944
563
404
315
332
535
1,826
6,342
7,820
7,579
6,421
6,050
4,453
3,805
3,497
3,414
3,403
3,362
3,527
3,710
3,544
2,663
2,122
1,744
1,273
759
365
285
300
483
1,648
5,723
7,050
6,839
5,795
5,460
4,019
3,434
3,156
3,081
3,071
3,034
3,182
3,350
3,198
2,404
1,915
1,574
1,149
685
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
70.0
64.0
55.7
57.2
63.5
64.9
68.8
69.4
69.6
69.7
69.7
69.7
69.6
69.6
69.6
69.9
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
66.3
60.7
61.7
65.9
66.8
69.3
69.7
69.8
69.8
69.8
69.8
69.8
69.7
69.8
69.9
70.0
70.0
70.0
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
69.0
67.4
67.7
68.9
69.2
69.8
69.9
69.9
70.0
70.0
70.0
69.9
69.9
69.9
70.0
70.0
70.0
70.0
70.0
158
95
107
210
1,035
4,026
5,035
4,837
4,018
3,718
2,706
2,276
2,083
2,058
2,074
2,086
2,230
2,378
2,258
1,662
1,297
1,042
722
381
70.0
70.0
70.0
70.0
70.0
68.3
65.5
66.1
68.1
68.6
69.7
69.8
69.9
69.9
69.9
69.9
69.9
69.9
69.9
70.0
70.0
70.0
70.0
70.0
176
105
120
236
1,159
4,511
5,638
5,421
4,502
4,166
3,032
2,551
2,333
2,307
2,324
2,338
2,499
2,659
2,531
1,863
1,453
1,168
809
426
70.0
70.0
70.0
70.0
70.0
68.6
66.2
66.6
68.4
68.8
69.7
69.9
69.9
69.9
69.9
69.9
69.9
69.9
69.9
70.0
70.0
70.0
70.0
70.0
171
102
117
228
1,120
4,363
5,449
5,245
4,352
4,029
2,931
2,467
2,257
2,231
2,248
2,261
2,418
2,566
2,446
1,801
1,406
1,129
783
412
230
138
157
308
1,512
5,884
7,359
7,070
5,869
5,432
3,952
3,326
3,042
3,008
3,030
3,048
3,259
3,474
3,299
2,428
1,895
1,522
1,056
556
208
125
142
278
1,364
5,309
6,635
6,380
5,297
4,903
3,567
3,001
2,746
2,714
2,735
2,751
2,941
3,137
2,977
2,192
1,710
1,374
953
501
Scenario
To:
VA234Byp./TCP
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
56
54
56
79
121
211
228
257
266
273
217
204
191
176
169
135
124
101
101
88
83
75
74
65
63
61
62
89
136
237
255
288
298
306
244
228
215
197
190
152
138
113
113
99
93
84
83
73
61
59
60
86
132
229
247
278
289
296
236
221
207
190
183
147
134
109
110
95
90
82
80
71
82
79
81
115
177
308
334
375
389
399
318
298
280
256
247
198
181
147
148
129
122
110
108
95
74
71
73
104
160
278
301
338
351
360
287
269
252
231
223
178
163
133
134
116
110
99
97
86
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: I66EB_2
Facility:
EB
I66
From:
US29[Gainesville]
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
63
67
65
77
94
103
87
92
111
150
125
124
120
103
86
80
59
61
66
73
72
77
75
74
71
76
73
86
105
115
97
103
125
168
140
139
134
115
96
89
67
68
74
81
81
86
84
83
68
73
70
83
102
112
94
99
121
162
136
134
130
111
93
86
64
65
72
79
78
83
81
80
92
98
94
112
137
150
127
134
163
219
183
181
175
150
126
116
87
89
97
106
105
112
109
108
83
89
85
101
124
136
114
121
147
197
165
164
158
136
113
105
78
80
87
96
95
101
99
98
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
Freeway
5
1,600
70
DailyVolume
DailyTruck%
54,000
10%
60,500
10%
58,500
10%
78,900
10%
71,200
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
599
303
217
182
264
664
2,100
1,959
2,149
1,937
1,892
2,032
2,282
2,688
3,658
4,749
5,189
5,160
4,576
3,987
2,921
2,008
1,487
997
672
339
244
204
296
743
2,330
2,195
2,408
2,171
2,121
2,278
2,558
3,013
4,101
5,323
5,815
5,780
5,131
4,469
3,274
2,251
1,667
1,117
649
328
235
197
286
718
2,270
2,121
2,328
2,099
2,050
2,202
2,473
2,913
3,964
5,146
5,620
5,590
4,960
4,319
3,165
2,176
1,611
1,080
876
443
317
266
386
968
3,070
2,861
3,139
2,830
2,765
2,969
3,335
3,928
5,345
6,939
7,579
7,540
6,688
5,825
4,268
2,934
2,172
1,457
790
399
286
240
348
875
2,770
2,582
2,833
2,554
2,495
2,679
3,009
3,544
4,823
6,261
6,840
6,810
6,034
5,256
3,851
2,647
1,960
1,314
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
70.0
70.0
69.8
69.9
69.8
69.9
69.9
69.8
69.7
69.3
67.1
61.0
57.3
57.8
62.6
66.1
69.1
69.9
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.9
69.9
69.9
69.9
69.9
69.8
69.6
68.2
64.3
61.8
62.1
65.4
67.6
69.5
69.9
70.0
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.6
68.5
67.7
67.8
68.8
69.4
69.9
70.0
70.0
70.0
502
221
132
97
142
505
1,786
1,751
1,930
1,669
1,565
1,650
1,893
2,306
3,273
4,390
4,869
4,889
4,317
3,753
2,752
1,876
1,384
913
70.0
70.0
70.0
70.0
70.0
70.0
69.9
70.0
69.9
70.0
70.0
69.9
69.9
69.8
69.2
67.3
66.1
66.3
67.9
68.9
69.8
70.0
70.0
70.0
564
247
148
109
159
566
1,982
1,963
2,163
1,871
1,754
1,850
2,122
2,585
3,669
4,920
5,456
5,477
4,841
4,207
3,085
2,103
1,551
1,022
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.8
69.3
67.7
66.7
66.8
68.2
69.1
69.8
70.0
70.0
70.0
544
239
142
104
154
547
1,931
1,896
2,092
1,809
1,696
1,788
2,052
2,499
3,547
4,757
5,273
5,297
4,680
4,067
2,982
2,032
1,499
988
735
323
192
141
207
738
2,611
2,557
2,820
2,439
2,287
2,412
2,766
3,370
4,782
6,414
7,112
7,144
6,310
5,485
4,022
2,740
2,021
1,333
662
291
174
128
187
666
2,356
2,308
2,545
2,201
2,064
2,176
2,496
3,040
4,315
5,788
6,419
6,452
5,693
4,949
3,628
2,473
1,824
1,202
Scenario
To:
US29[Gainesville]
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
44
38
37
40
59
83
184
137
142
171
203
218
237
234
242
235
216
187
170
141
95
66
53
40
49
43
42
45
66
92
204
153
159
191
228
244
266
262
271
264
242
209
190
158
106
74
60
45
48
41
41
44
63
89
199
148
153
185
220
236
257
254
262
255
234
202
184
152
103
72
58
44
64
56
55
59
86
120
269
200
207
249
297
318
347
342
354
344
315
273
248
205
138
97
78
59
58
50
49
53
77
109
243
181
187
225
268
287
313
309
319
310
284
247
224
185
125
87
70
53
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Facility:
WB
I66
From:
VA234Byp./TCP
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
53
44
48
45
63
76
130
71
77
97
124
164
152
148
143
124
104
84
89
93
74
66
50
44
59
49
54
50
71
85
144
79
86
109
139
184
170
166
161
139
117
94
100
104
83
74
56
50
57
48
52
49
69
82
140
77
83
105
134
178
164
160
155
134
113
91
96
100
80
72
54
48
77
64
70
66
93
110
190
104
112
142
181
239
222
216
209
181
152
123
130
135
108
97
73
65
70
58
63
59
84
100
171
93
101
128
163
216
200
195
189
163
137
111
117
122
98
87
66
59
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
DailyVolume
DailyTruck%
56,900
10%
63,500
10%
63,200
10%
82,500
10%
81,300
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
293
228
241
388
1,322
4,589
5,440
5,485
4,648
4,379
3,224
2,754
2,532
2,472
2,464
2,434
2,551
2,690
2,567
1,928
1,536
1,263
922
550
327
255
269
433
1,475
5,122
6,070
6,121
5,187
4,887
3,597
3,073
2,825
2,758
2,749
2,716
2,848
3,010
2,863
2,151
1,714
1,409
1,028
613
325
254
267
431
1,468
5,100
6,040
6,094
5,164
4,865
3,581
3,060
2,812
2,746
2,737
2,704
2,836
2,980
2,850
2,142
1,706
1,403
1,024
611
425
331
349
562
1,916
6,655
7,890
7,953
6,739
6,350
4,674
3,993
3,671
3,583
3,572
3,529
3,701
3,900
3,721
2,795
2,227
1,831
1,336
797
418
326
344
554
1,889
6,559
7,770
7,839
6,642
6,258
4,607
3,936
3,618
3,532
3,521
3,478
3,647
3,840
3,665
2,755
2,195
1,804
1,317
786
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
69.9
51.3
38.4
37.3
50.0
53.5
65.5
67.8
68.5
68.7
68.8
68.9
68.7
68.3
68.6
69.7
69.9
70.0
70.0
70.0
70.0
70.0
70.0
70.0
69.9
52.3
39.7
38.6
51.1
54.4
65.8
68.0
68.6
68.8
68.9
69.0
68.8
68.4
68.7
69.7
69.9
70.0
70.0
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
66.3
62.0
61.6
65.9
66.8
69.3
69.7
69.8
69.8
69.8
69.8
69.8
69.7
69.8
69.9
70.0
70.0
70.0
70.0
167
100
113
223
1,095
4,257
5,120
5,117
4,248
3,932
2,862
2,408
2,202
2,177
2,194
2,207
2,357
2,519
2,390
1,758
1,372
1,102
765
402
70.0
70.0
70.0
70.0
70.0
63.8
57.3
56.6
63.2
64.6
68.7
69.4
69.6
69.7
69.7
69.7
69.6
69.5
69.6
69.9
70.0
70.0
70.0
70.0
186
111
127
249
1,221
4,752
5,713
5,710
4,742
4,388
3,192
2,687
2,458
2,430
2,448
2,462
2,632
2,819
2,665
1,961
1,531
1,229
853
448
70.0
70.0
70.0
70.0
70.0
63.9
57.5
56.9
63.3
64.7
68.8
69.4
69.6
69.7
69.7
69.7
69.6
69.6
69.6
69.9
70.0
70.0
70.0
70.0
185
111
126
248
1,215
4,731
5,684
5,684
4,720
4,368
3,179
2,675
2,446
2,419
2,437
2,452
2,621
2,791
2,653
1,954
1,523
1,224
849
447
242
145
165
323
1,586
6,173
7,426
7,418
6,160
5,702
4,149
3,491
3,193
3,156
3,181
3,200
3,420
3,653
3,464
2,549
1,988
1,597
1,108
583
238
142
162
319
1,563
6,085
7,313
7,312
6,072
5,619
4,089
3,440
3,148
3,111
3,135
3,154
3,370
3,596
3,412
2,512
1,960
1,574
1,093
575
Scenario
To:
VA234Bus.
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
59
57
59
84
128
223
232
271
282
289
230
215
203
186
179
143
131
107
107
93
88
80
78
69
66
64
66
93
143
249
259
303
314
322
257
240
226
207
200
160
146
119
120
104
98
89
87
77
66
64
65
93
143
248
258
302
313
321
255
239
225
206
199
159
145
118
119
103
98
89
87
77
86
83
85
121
186
324
336
394
408
419
333
312
294
269
259
207
190
154
155
135
128
116
113
100
85
82
84
119
184
319
331
388
402
413
329
308
289
265
256
204
187
152
153
133
126
114
111
99
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Facility:
EB
I66
From:
VA234Byp./TCP
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
67
71
69
81
99
109
88
97
118
158
132
131
127
109
91
84
63
64
70
77
76
81
79
79
75
80
76
91
111
121
98
108
131
177
148
146
141
121
101
94
70
72
78
86
85
91
88
88
74
79
76
90
110
121
98
108
131
176
147
146
141
121
101
93
70
71
78
85
85
90
88
87
97
103
99
118
144
158
128
141
171
229
192
190
184
158
132
122
91
93
102
111
111
118
115
114
95
102
98
116
142
155
126
139
168
226
189
188
181
156
130
120
90
92
100
110
109
116
113
112
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
I66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
Freeway
4
1,600
70
DailyVolume
DailyTruck%
56,900
10%
63,500
10%
63,200
10%
82,500
10%
81,300
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
637
322
231
193
281
704
2,040
2,080
2,282
2,058
2,010
2,159
2,425
2,856
3,886
5,045
5,511
5,210
4,861
4,235
3,103
2,133
1,579
1,059
711
359
258
216
313
786
2,270
2,321
2,547
2,297
2,243
2,409
2,706
3,187
4,337
5,630
6,150
5,820
5,425
4,726
3,463
2,381
1,763
1,182
707
357
256
215
312
782
2,270
2,310
2,535
2,285
2,232
2,398
2,693
3,172
4,316
5,603
6,120
5,790
5,399
4,703
3,446
2,369
1,754
1,176
923
467
335
280
407
1,021
2,960
3,016
3,310
2,984
2,915
3,130
3,515
4,141
5,635
7,315
7,990
7,550
7,049
6,140
4,499
3,093
2,290
1,535
910
460
330
276
401
1,006
2,910
2,972
3,262
2,941
2,873
3,085
3,465
4,081
5,553
7,209
7,875
7,440
6,947
6,052
4,434
3,048
2,257
1,513
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
70.0
70.0
70.0
70.0
70.0
70.0
69.5
69.5
69.2
69.5
69.5
69.2
68.7
67.3
59.8
44.1
37.2
42.4
47.7
56.7
66.7
69.5
69.9
70.0
70.0
70.0
70.0
70.0
70.0
70.0
69.5
69.5
69.2
69.5
69.5
69.3
68.8
67.5
60.4
45.3
38.5
43.6
48.9
57.5
66.9
69.5
69.9
70.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.9
69.9
69.9
69.9
69.9
69.8
69.6
68.2
64.1
61.5
63.6
65.3
67.5
69.5
69.9
70.0
70.0
534
235
140
102
152
536
1,735
1,860
2,051
1,774
1,663
1,754
2,012
2,450
3,477
4,664
5,171
4,936
4,587
3,988
2,923
1,993
1,469
969
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.9
69.8
69.9
69.9
69.8
69.6
69.3
66.9
60.4
56.5
59.5
62.2
65.8
69.1
69.9
70.0
70.0
596
262
156
115
169
598
1,931
2,075
2,288
1,980
1,855
1,957
2,245
2,734
3,880
5,204
5,771
5,514
5,119
4,449
3,263
2,225
1,640
1,081
70.0
70.0
70.0
70.0
70.0
70.0
69.9
69.9
69.8
69.9
69.9
69.8
69.7
69.3
67.0
60.6
56.8
59.7
62.3
65.9
69.1
69.9
70.0
70.0
593
260
155
114
168
596
1,931
2,064
2,278
1,969
1,847
1,948
2,234
2,721
3,861
5,180
5,743
5,486
5,094
4,428
3,247
2,213
1,632
1,077
774
340
203
149
219
778
2,518
2,696
2,974
2,571
2,411
2,543
2,915
3,552
5,041
6,762
7,498
7,154
6,651
5,781
4,239
2,889
2,131
1,405
763
335
200
147
216
766
2,475
2,656
2,931
2,534
2,377
2,505
2,875
3,501
4,969
6,664
7,390
7,050
6,554
5,699
4,178
2,848
2,100
1,385
Scenario
To:
VA234Byp./TCP
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
I66WB_3
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
47
40
40
43
62
88
179
145
150
181
216
231
252
249
257
250
229
189
180
149
101
70
57
43
52
45
45
48
69
98
199
162
168
202
241
258
281
278
287
279
256
211
201
167
112
78
63
48
52
45
44
48
69
97
199
162
167
201
239
257
280
276
286
277
254
210
200
166
112
78
63
47
68
59
58
62
90
127
259
211
218
263
313
335
366
361
373
362
332
273
261
217
146
102
82
62
67
58
57
61
89
125
255
208
215
259
308
331
360
355
367
357
327
269
258
213
144
100
81
61
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
VA234Bus.
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
56
47
51
48
67
80
126
75
81
103
131
174
161
157
152
131
111
85
94
98
79
70
53
47
63
52
57
53
75
90
140
84
91
115
147
194
180
175
170
147
123
95
105
110
88
78
60
53
62
52
57
53
75
89
140
84
90
115
146
193
179
175
169
146
123
94
105
109
87
78
59
52
81
68
74
69
98
116
183
109
118
150
191
252
234
228
221
191
160
123
137
142
114
102
77
68
80
67
73
68
96
115
180
108
116
148
188
249
230
225
217
188
158
121
135
140
112
100
76
67
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
I66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
DailyVolume
DailyTruck%
66,900
9%
74,500
9%
74,100
9%
96,400
9%
94,800
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
334
267
267
468
1,471
5,148
6,590
6,284
5,347
5,347
3,743
3,208
3,008
2,941
2,874
2,874
3,009
3,160
3,008
2,339
1,805
1,604
1,136
668
372
298
298
521
1,637
5,730
7,340
6,996
5,954
5,954
4,168
3,572
3,349
3,275
3,200
3,200
3,349
3,530
3,348
2,605
2,009
1,786
1,265
744
370
296
296
518
1,629
5,700
7,300
6,958
5,923
5,923
4,146
3,554
3,332
3,258
3,184
3,184
3,331
3,500
3,332
2,591
1,999
1,777
1,259
740
482
385
385
674
2,119
7,416
9,490
9,054
7,705
7,705
5,394
4,623
4,334
4,238
4,142
4,142
4,334
4,560
4,334
3,371
2,601
2,312
1,637
963
474
379
379
663
2,084
7,293
9,340
8,903
7,577
7,577
5,304
4,546
4,262
4,167
4,073
4,073
4,262
4,480
4,262
3,315
2,557
2,273
1,610
947
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
65.0
65.0
65.0
65.0
64.9
40.3
21.7
24.7
37.0
36.4
57.3
61.1
62.1
62.5
62.8
62.9
62.5
61.8
62.5
64.2
64.8
64.9
65.0
65.0
65.0
65.0
65.0
65.0
64.9
41.5
22.8
25.9
38.3
37.8
57.9
61.4
62.3
62.7
63.0
63.0
62.6
62.1
62.7
64.3
64.8
64.9
65.0
65.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
65.0
65.0
65.0
65.0
65.0
59.1
49.1
51.4
57.9
57.7
63.6
64.3
64.5
64.6
64.6
64.6
64.6
64.5
64.6
64.9
65.0
65.0
65.0
65.0
209
133
135
274
1,224
4,809
6,296
5,917
4,961
4,875
3,395
2,869
2,662
2,641
2,616
2,664
2,838
3,018
2,851
2,185
1,642
1,438
977
517
65.0
65.0
65.0
65.0
65.0
55.6
41.8
44.8
53.8
53.5
62.7
63.9
64.2
64.3
64.4
64.4
64.3
64.1
64.3
64.8
64.9
65.0
65.0
65.0
232
148
151
305
1,363
5,353
7,012
6,588
5,524
5,428
3,781
3,194
2,964
2,940
2,913
2,966
3,160
3,372
3,173
2,433
1,827
1,600
1,088
575
65.0
65.0
65.0
65.0
65.0
55.8
42.2
45.2
54.0
53.7
62.8
63.9
64.2
64.3
64.4
64.4
64.3
64.1
64.3
64.8
64.9
65.0
65.0
65.0
232
148
150
304
1,356
5,324
6,975
6,552
5,495
5,400
3,761
3,178
2,949
2,925
2,898
2,950
3,142
3,343
3,159
2,420
1,818
1,593
1,083
572
301
192
195
395
1,764
6,927
9,066
8,526
7,148
7,024
4,893
4,134
3,835
3,805
3,770
3,838
4,088
4,355
4,108
3,149
2,365
2,072
1,408
744
297
188
192
388
1,735
6,812
8,923
8,383
7,030
6,908
4,811
4,065
3,772
3,742
3,707
3,774
4,021
4,279
4,040
3,097
2,325
2,037
1,385
732
Scenario
To:
US29[Centreville]
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
I66EB_4
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
63
68
67
108
148
222
205
271
278
312
229
217
221
196
169
132
114
90
96
84
92
90
84
78
71
76
75
120
164
247
229
301
309
348
254
242
246
219
188
147
126
100
107
94
103
101
94
87
70
75
74
119
164
246
227
300
308
346
253
240
245
218
187
147
126
99
106
93
102
100
93
87
92
98
96
155
213
320
296
390
401
450
329
313
319
283
244
191
164
130
138
121
133
130
121
113
90
97
95
153
209
315
291
384
394
442
324
308
313
278
240
188
161
127
136
119
131
128
119
111
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
VA234Bus.
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
62
66
65
86
99
117
89
96
108
160
119
122
125
104
89
78
57
52
61
70
71
76
75
73
69
74
72
96
110
130
99
107
121
178
133
136
139
116
99
87
63
58
68
78
79
85
83
82
68
73
72
95
109
130
98
106
120
177
132
136
138
115
99
87
63
58
67
78
79
84
83
81
89
95
94
124
142
169
128
138
156
231
172
176
180
150
128
113
82
75
88
101
103
110
108
106
87
94
92
122
140
166
126
136
153
227
169
173
177
147
126
111
80
74
86
99
101
108
106
104
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
Freeway
4
1,600
65
DailyVolume
DailyTruck%
66,900
9%
74,500
9%
74,100
9%
96,400
9%
94,800
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
788
394
263
197
328
853
2,770
2,495
2,692
2,429
2,363
2,429
2,823
3,282
4,464
5,711
6,171
6,360
5,645
5,055
3,676
2,495
1,904
1,313
877
439
292
219
366
950
3,080
2,778
2,997
2,705
2,632
2,705
3,143
3,655
4,971
6,360
6,872
7,090
6,286
5,629
4,094
2,778
2,120
1,462
872
436
291
218
364
946
3,070
2,764
2,981
2,690
2,617
2,690
3,126
3,635
4,944
6,325
6,835
7,050
6,252
5,598
4,071
2,763
2,108
1,454
1,135
568
378
284
473
1,230
3,990
3,595
3,879
3,500
3,406
3,500
4,068
4,730
6,433
8,230
8,893
9,160
8,136
7,284
5,298
3,595
2,743
1,892
1,116
558
372
279
465
1,210
3,920
3,536
3,814
3,442
3,349
3,442
4,000
4,652
6,326
8,094
8,746
9,010
8,001
7,164
5,210
3,535
2,698
1,861
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
65.0
65.0
65.0
65.0
65.0
65.0
62.9
63.9
63.4
63.9
64.0
63.8
62.6
60.5
49.0
31.6
25.8
23.9
33.2
42.1
58.5
64.0
64.7
65.0
65.0
65.0
65.0
65.0
65.0
65.0
63.1
64.0
63.5
64.0
64.1
63.9
62.8
60.8
50.1
33.0
27.2
25.1
34.5
43.3
59.0
64.0
64.7
65.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
65.0
65.0
65.0
65.0
65.0
65.0
64.7
64.8
64.7
64.8
64.8
64.8
64.6
64.2
61.8
55.5
52.3
50.8
56.3
59.8
63.9
64.8
65.0
65.0
676
290
169
112
178
681
2,389
2,270
2,465
2,121
1,971
2,005
2,381
2,867
4,032
5,286
5,776
6,005
5,314
4,782
3,491
2,345
1,787
1,223
65.0
65.0
65.0
65.0
65.0
65.0
64.4
64.7
64.6
64.7
64.7
64.7
64.3
63.7
59.7
50.3
45.9
43.9
51.4
56.5
63.1
64.7
64.9
65.0
753
325
188
125
200
758
2,656
2,527
2,744
2,362
2,196
2,233
2,651
3,192
4,490
5,887
6,433
6,694
5,916
5,325
3,888
2,612
1,990
1,362
65.0
65.0
65.0
65.0
65.0
65.0
64.4
64.7
64.6
64.7
64.7
64.7
64.3
63.7
59.8
50.7
46.2
44.4
51.7
56.7
63.1
64.7
64.9
65.0
748
322
188
125
198
755
2,648
2,514
2,729
2,348
2,183
2,221
2,637
3,174
4,466
5,855
6,398
6,657
5,885
5,296
3,867
2,597
1,978
1,354
974
420
244
163
258
981
3,441
3,270
3,552
3,055
2,842
2,889
3,432
4,131
5,810
7,617
8,324
8,649
7,658
6,891
5,032
3,380
2,574
1,763
957
412
240
160
253
966
3,380
3,216
3,491
3,005
2,794
2,841
3,374
4,063
5,714
7,492
8,187
8,507
7,530
6,777
4,949
3,323
2,532
1,734
Scenario
To:
VA234Bus.
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
54
52
43
41
76
91
229
154
154
207
255
255
281
271
294
300
283
263
230
177
115
82
66
47
60
57
47
45
84
102
255
172
172
231
284
284
313
302
327
334
315
293
257
197
128
91
73
52
60
57
47
45
84
101
254
171
171
230
282
282
311
301
325
332
313
291
255
196
127
91
73
52
78
74
61
58
109
132
330
222
222
299
367
367
405
391
424
433
408
378
332
255
165
118
95
67
77
73
60
57
107
129
325
219
219
294
361
361
398
385
416
425
401
372
327
251
162
116
93
66
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Facility:
WB
I66
From:
US29[Centreville]
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
58
52
51
44
74
81
152
71
73
101
137
169
161
144
138
125
112
92
101
96
70
68
51
43
64
57
57
49
82
90
169
79
81
112
152
188
179
161
154
139
124
103
113
107
78
75
57
48
64
57
56
48
82
90
168
79
81
112
152
187
178
160
153
138
124
102
112
106
77
75
57
48
83
74
73
63
106
117
219
103
105
146
197
244
231
208
199
180
161
133
146
138
101
97
74
62
82
73
72
62
105
115
215
101
104
143
194
240
228
204
196
177
158
131
144
136
99
96
73
61
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
DailyVolume
DailyTruck%
66,900
9%
73,400
9%
73,100
9%
91,900
9%
91,000
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
336
269
269
470
1,477
5,168
6,510
6,310
5,371
5,371
3,760
3,222
3,021
2,954
2,887
2,887
3,020
2,990
3,022
2,350
1,813
1,611
1,141
671
368
295
295
516
1,620
5,671
7,140
6,923
5,892
5,892
4,124
3,535
3,314
3,241
3,167
3,167
3,314
3,290
3,313
2,578
1,989
1,768
1,252
736
367
293
293
513
1,613
5,647
7,130
6,893
5,866
5,866
4,106
3,519
3,299
3,226
3,153
3,153
3,300
3,280
3,298
2,566
1,980
1,760
1,246
733
461
369
369
645
2,029
7,100
8,950
8,668
7,377
7,377
5,164
4,426
4,149
4,057
3,965
3,965
4,149
4,110
4,150
3,227
2,490
2,213
1,568
922
457
365
365
639
2,009
7,031
8,860
8,583
7,305
7,305
5,113
4,383
4,109
4,018
3,926
3,926
4,109
4,070
4,110
3,196
2,465
2,191
1,552
913
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
60.0
60.0
60.0
60.0
59.9
40.2
24.0
25.9
37.3
36.8
54.2
57.1
57.8
58.1
58.3
58.4
58.1
58.2
58.1
59.4
59.8
59.9
60.0
60.0
60.0
60.0
60.0
60.0
59.9
40.8
24.8
26.7
38.0
37.5
54.4
57.2
57.9
58.2
58.4
58.5
58.2
58.3
58.2
59.5
59.8
59.9
60.0
60.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
54.5
46.0
47.3
53.4
53.1
58.7
59.4
59.5
59.6
59.7
59.7
59.6
59.6
59.6
59.9
60.0
60.0
60.0
60.0
210
134
137
276
1,230
4,827
6,219
5,942
4,983
4,897
3,410
2,881
2,674
2,653
2,627
2,676
2,849
2,856
2,865
2,196
1,648
1,443
982
518
60.0
60.0
60.0
60.0
60.0
51.7
40.5
42.0
50.1
49.8
58.0
59.0
59.3
59.4
59.5
59.5
59.4
59.4
59.4
59.8
59.9
60.0
60.0
60.0
230
147
149
302
1,348
5,297
6,822
6,519
5,467
5,371
3,741
3,161
2,932
2,911
2,883
2,935
3,126
3,143
3,141
2,408
1,808
1,584
1,076
569
60.0
60.0
60.0
60.0
60.0
51.9
40.6
42.3
50.3
50.0
58.0
59.0
59.3
59.4
59.5
59.5
59.4
59.4
59.4
59.8
59.9
60.0
60.0
60.0
229
146
149
301
1,343
5,275
6,812
6,491
5,442
5,348
3,724
3,147
2,919
2,897
2,870
2,922
3,113
3,133
3,126
2,397
1,801
1,577
1,072
566
288
184
187
377
1,689
6,632
8,550
8,162
6,845
6,725
4,684
3,958
3,672
3,643
3,609
3,674
3,914
3,925
3,934
3,014
2,265
1,983
1,349
713
286
182
185
374
1,672
6,567
8,464
8,082
6,777
6,660
4,638
3,919
3,636
3,608
3,573
3,638
3,876
3,887
3,896
2,985
2,242
1,964
1,335
706
Scenario
To:
VA28
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
64
69
67
108
148
223
203
272
279
313
230
218
222
197
170
133
114
85
96
84
93
91
84
79
70
75
74
119
163
245
222
298
306
344
252
239
244
216
186
146
125
93
105
93
102
100
93
86
70
75
73
118
162
244
222
297
305
342
251
238
243
215
185
145
125
93
105
92
101
99
92
86
88
94
92
149
204
306
279
374
383
431
315
299
305
271
233
183
157
117
132
116
127
125
116
108
87
93
91
147
202
304
276
370
380
426
312
297
302
268
231
181
155
116
131
115
126
123
115
107
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Facility:
EB
I66
From:
US29[Centreville]
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
62
66
65
86
99
118
88
96
109
161
120
123
125
104
90
78
57
49
61
70
72
77
75
74
68
73
72
95
109
129
96
106
119
177
131
135
138
114
98
86
63
54
67
77
79
84
83
81
68
72
71
94
108
128
96
105
119
176
131
134
137
114
98
86
62
54
67
77
78
84
82
81
85
91
90
119
136
162
121
132
149
221
165
169
172
143
123
108
78
68
84
97
98
105
103
101
84
90
89
118
135
160
120
131
148
219
163
167
171
142
122
107
78
67
83
96
97
104
102
100
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
I66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
Freeway
4
1,600
60
DailyVolume
DailyTruck%
66,900
9%
73,400
9%
73,100
9%
91,900
9%
91,000
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
787
393
262
197
328
852
2,640
2,491
2,688
2,426
2,360
2,426
2,819
3,278
4,458
5,703
6,162
6,570
5,638
5,048
3,671
2,491
1,901
1,311
863
432
288
216
360
934
2,880
2,733
2,950
2,662
2,590
2,662
3,094
3,597
4,892
6,259
6,762
7,210
6,188
5,540
4,029
2,734
2,086
1,439
860
430
287
215
358
931
2,880
2,722
2,937
2,651
2,579
2,651
3,080
3,582
4,871
6,232
6,734
7,180
6,160
5,516
4,012
2,722
2,077
1,433
1,081
540
360
270
450
1,171
3,620
3,423
3,693
3,333
3,242
3,333
3,873
4,503
6,125
7,836
8,466
9,020
7,746
6,935
5,044
3,423
2,612
1,801
1,070
535
357
268
446
1,159
3,590
3,389
3,656
3,300
3,211
3,300
3,835
4,459
6,064
7,759
8,383
8,930
7,669
6,867
4,994
3,389
2,586
1,784
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
60.0
60.0
60.0
60.0
60.0
60.0
58.8
59.2
58.8
59.2
59.3
59.1
58.3
56.7
47.9
32.9
27.5
23.1
34.3
42.0
55.2
59.2
59.8
60.0
60.0
60.0
60.0
60.0
60.0
60.0
58.9
59.2
58.9
59.3
59.3
59.2
58.4
56.8
48.3
33.6
28.2
23.8
35.0
42.7
55.5
59.3
59.8
60.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
60.0
59.8
59.8
59.8
59.8
59.8
59.8
59.6
59.3
57.0
51.4
48.3
45.2
52.0
55.2
59.0
59.8
60.0
60.0
675
291
169
112
178
680
2,276
2,266
2,461
2,118
1,969
2,003
2,379
2,863
4,027
5,278
5,768
6,204
5,307
4,775
3,487
2,341
1,784
1,221
60.0
60.0
60.0
60.0
60.0
60.0
59.6
59.7
59.6
59.7
59.8
59.7
59.4
58.9
55.4
47.3
43.3
39.5
48.2
52.7
58.4
59.8
59.9
60.0
741
318
185
124
196
745
2,484
2,486
2,701
2,324
2,161
2,198
2,610
3,142
4,418
5,793
6,330
6,808
5,824
5,241
3,826
2,570
1,958
1,341
60.0
60.0
60.0
60.0
60.0
60.0
59.6
59.7
59.6
59.8
59.8
59.7
59.4
58.9
55.5
47.5
43.6
39.8
48.4
52.8
58.4
59.8
59.9
60.0
738
318
185
123
194
743
2,484
2,476
2,689
2,315
2,152
2,188
2,599
3,129
4,399
5,768
6,303
6,779
5,798
5,219
3,811
2,558
1,949
1,335
928
398
232
154
245
935
3,122
3,113
3,381
2,909
2,705
2,752
3,268
3,933
5,532
7,253
7,925
8,516
7,291
6,561
4,791
3,217
2,452
1,678
917
395
230
154
243
925
3,096
3,082
3,347
2,881
2,679
2,724
3,235
3,894
5,477
7,181
7,847
8,432
7,218
6,497
4,743
3,186
2,427
1,663
Scenario
To:
US29[Centreville]
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
I66WB_5
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
54
51
42
41
76
91
219
154
154
207
254
254
280
271
293
300
282
271
230
177
114
82
66
47
59
57
47
44
83
100
238
169
169
227
279
279
308
297
322
329
310
298
253
194
126
90
72
51
59
56
46
44
83
100
238
168
168
226
278
278
306
296
321
328
309
297
251
193
125
90
72
51
74
71
58
56
104
125
300
212
212
285
349
349
385
372
403
412
388
373
316
243
157
113
90
64
74
70
58
55
103
124
297
210
210
282
346
346
382
369
399
408
384
369
313
240
156
111
89
63
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
VA28
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
58
51
51
44
74
81
145
71
73
101
137
169
160
144
138
125
112
95
101
96
70
68
51
43
63
57
56
48
81
89
158
78
80
111
150
185
176
158
152
137
122
104
111
105
77
74
56
47
63
56
56
48
81
88
158
78
80
110
149
185
175
157
151
136
122
104
111
104
76
74
56
47
79
71
70
60
101
111
198
98
100
139
188
232
220
198
190
171
153
131
139
131
96
93
70
59
79
70
69
59
100
110
197
97
99
137
186
230
218
196
188
170
152
129
138
130
95
92
70
58
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
US29
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2,800
14%
3,400
14%
3,700
14%
5,300
14%
6,300
14%
20
6
4
10
21
117
290
236
228
154
120
129
130
139
157
176
165
160
165
133
116
69
29
26
25
7
5
12
25
117
350
271
276
186
145
158
159
169
198
227
206
200
210
162
141
84
35
32
28
8
6
13
27
120
370
288
298
203
159
174
176
188
220
253
230
190
236
182
159
96
40
36
39
12
9
19
39
174
540
415
427
290
227
247
250
267
312
359
326
290
333
257
226
135
56
51
49
15
11
23
44
190
600
476
501
347
272
300
305
327
380
443
401
300
413
319
281
168
71
64
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
9
3
2
6
17
107
263
215
200
132
100
106
108
115
132
150
145
142
146
113
100
55
22
16
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
11
3
3
6
19
107
317
248
243
159
122
130
132
141
167
194
181
177
187
137
119
67
25
20
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
12
3
3
7
21
110
335
263
263
174
133
142
147
157
185
216
202
168
211
155
135
76
30
22
17
5
3
10
33
159
490
378
377
250
191
203
208
223
262
307
286
257
296
219
192
108
40
32
22
5
5
13
36
173
544
434
441
297
229
248
255
274
320
378
352
266
367
272
238
135
51
41
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
Facilitytype Ramp(DirectionaRamp(DirectionaRamp(DirectionaRamp(DirectionaRamp(Directional)
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
55
55
55
55
55
FFSpeed
a:
b:
EBExit_43_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
1
1
2
2
7
21
15
19
14
12
14
13
14
17
16
14
11
11
11
8
6
3
4
6
1
1
2
3
7
25
17
23
17
13
17
16
17
21
21
17
14
14
14
11
7
4
5
7
2
1
2
3
7
26
18
24
18
16
19
17
19
24
23
19
13
15
15
12
8
4
6
9
2
2
4
3
10
38
27
34
25
22
26
24
26
34
33
27
20
22
21
16
12
7
7
11
3
2
4
4
12
42
31
41
31
26
31
29
31
40
41
33
21
27
26
21
14
9
9
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
2
1
2
2
3
6
6
9
8
8
9
9
10
8
10
6
7
8
9
8
8
4
6
8
3
1
4
3
3
8
6
10
10
10
11
11
11
10
12
8
9
9
11
11
10
6
7
9
3
2
4
3
3
9
7
11
11
10
13
12
12
11
14
9
9
10
12
12
12
6
8
13
5
4
5
3
5
12
10
16
15
14
18
18
18
16
19
13
13
15
17
18
15
9
12
16
7
4
6
4
5
14
11
19
19
17
21
21
22
20
24
16
13
19
21
22
19
11
14
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
700
600
2013Existing
500
400
2020NoBuild
300
2020Build
200
2040NoBuild
100
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
To:
EBI66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
25,800
10%
25,500
10%
24,400
10%
24,900
10%
20,400
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
134
89
108
215
745
2,052
2,470
2,397
1,823
1,663
1,551
1,282
1,219
1,207
1,216
1,188
1,228
1,310
1,224
791
665
561
407
255
132
88
106
213
736
2,028
2,420
2,368
1,802
1,643
1,533
1,267
1,205
1,193
1,201
1,174
1,213
1,320
1,209
781
657
556
403
252
128
86
105
209
716
1,958
2,300
2,254
1,715
1,564
1,462
1,217
1,156
1,143
1,148
1,125
1,159
1,250
1,150
747
635
537
392
244
129
86
104
208
719
1,979
2,300
2,314
1,761
1,606
1,498
1,238
1,177
1,165
1,174
1,147
1,184
1,340
1,185
763
641
542
393
247
113
76
94
187
631
1,688
1,810
1,850
1,409
1,284
1,208
1,029
973
959
952
941
966
1,090
947
620
549
467
344
213
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
55.0
55.0
55.0
55.0
55.0
53.0
51.1
50.9
53.8
54.2
54.4
54.8
54.8
54.8
54.8
54.9
54.8
54.7
54.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.1
53.8
53.6
54.6
54.7
54.8
54.9
54.9
54.9
54.9
54.9
54.9
54.9
54.9
55.0
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
52.6
49.6
50.2
53.6
54.1
54.3
54.7
54.8
54.8
54.8
54.8
54.8
54.7
54.8
55.0
55.0
55.0
55.0
55.0
76
39
51
123
617
1,904
2,324
2,236
1,666
1,492
1,376
1,121
1,061
1,063
1,083
1,077
1,135
1,227
1,140
721
594
489
337
186
55.0
55.0
55.0
55.0
55.0
52.8
50.1
50.4
53.7
54.1
54.4
54.8
54.8
54.8
54.8
54.8
54.8
54.7
54.8
55.0
55.0
55.0
55.0
55.0
74
39
50
122
609
1,881
2,278
2,209
1,647
1,476
1,361
1,108
1,047
1,050
1,069
1,064
1,121
1,237
1,126
712
586
485
334
184
55.0
55.0
55.0
55.0
55.0
53.1
51.1
51.4
54.0
54.3
54.5
54.8
54.8
54.9
54.9
54.9
54.9
54.8
54.9
55.0
55.0
55.0
55.0
55.0
73
37
50
120
593
1,815
2,165
2,102
1,567
1,404
1,297
1,064
1,006
1,007
1,022
1,020
1,071
1,170
1,070
681
566
468
325
178
73
38
49
119
595
1,836
2,165
2,158
1,609
1,442
1,330
1,083
1,024
1,026
1,044
1,040
1,094
1,254
1,104
695
572
472
325
180
64
32
44
108
522
1,566
1,703
1,727
1,288
1,152
1,072
900
847
845
848
853
894
1,021
882
566
491
407
286
155
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
55
55
55
55
55
FFSpeed
a:
b:
EBEntr_43_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
27
23
26
47
72
100
106
119
111
110
111
100
97
91
88
70
63
52
51
38
38
36
35
32
27
22
26
46
72
99
103
117
109
108
109
99
97
90
87
69
62
52
50
38
38
35
34
32
26
22
26
45
69
96
98
112
104
103
105
95
92
86
83
66
60
50
48
36
37
34
33
31
26
21
25
45
70
96
98
115
107
106
107
96
94
87
86
67
61
53
49
37
37
35
34
31
23
20
23
40
61
82
77
91
85
85
86
80
77
72
69
55
49
43
39
29
31
30
29
27
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBEntrance
From:
US29
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
31
27
31
45
56
48
40
42
46
61
64
61
61
53
45
41
30
31
33
32
33
36
35
37
31
27
30
45
55
48
39
42
46
59
63
60
61
53
45
41
30
31
33
31
33
36
35
36
29
27
29
44
54
47
37
40
44
57
60
58
58
50
43
39
28
30
32
30
32
35
34
35
30
27
30
44
54
47
37
41
45
58
61
59
59
52
44
40
29
33
32
31
32
35
34
36
26
24
27
39
48
40
30
32
36
47
50
49
49
42
35
33
23
26
26
25
27
30
29
31
56.0
55.0
54.0
53.0
52.0
51.0
50.0
49.0
48.0
47.0
46.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
To:
SBUS29
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1,700
15%
2,100
15%
2,400
15%
3,400
15%
4,300
15%
17
5
3
5
7
12
110
78
107
89
72
85
90
99
112
141
128
100
131
106
97
58
26
22
21
6
4
6
8
15
140
96
132
109
88
105
111
121
138
174
157
130
161
130
119
71
31
27
24
7
5
7
10
17
160
111
152
125
101
121
128
140
159
200
181
130
186
150
137
82
36
31
34
10
7
10
14
24
240
156
213
176
142
169
179
196
223
281
254
200
259
210
193
115
51
44
43
13
9
13
17
30
290
199
272
225
181
216
229
251
285
359
324
230
332
268
246
147
65
56
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
8
2
1
3
5
11
100
71
94
76
60
70
75
82
94
120
112
89
116
90
83
46
19
14
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
9
2
2
3
6
14
127
88
116
93
74
87
92
101
116
149
138
115
143
110
101
57
22
17
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
10
2
2
4
8
16
145
101
134
107
85
99
107
117
134
171
159
115
166
128
117
65
27
19
15
4
2
5
12
22
218
142
188
152
119
139
149
164
188
240
223
177
230
179
164
92
37
28
19
4
4
8
13
27
263
181
240
193
153
179
191
210
240
307
284
204
295
228
209
118
47
36
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
30
30
30
30
30
FFSpeed
a:
b:
EBExit_43_SB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
1
1
1
1
1
8
5
9
8
7
9
9
10
12
13
11
7
9
9
7
5
3
3
5
1
1
1
1
1
10
6
11
10
8
11
11
12
15
16
13
9
11
11
9
6
4
4
6
2
1
1
1
1
11
7
12
11
10
13
12
14
17
18
15
9
12
12
10
7
4
5
8
2
2
2
1
1
17
10
17
15
14
18
17
19
24
26
21
14
17
17
14
10
6
6
10
3
2
2
2
2
20
13
22
20
17
22
22
24
30
33
27
16
22
22
18
12
8
8
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
2
1
1
1
0
2
2
4
5
5
6
6
7
6
8
5
4
6
7
7
7
4
5
7
3
1
2
1
0
3
2
5
6
6
7
8
8
7
9
6
6
7
9
9
8
5
6
8
3
2
2
1
0
4
3
6
7
6
9
9
9
8
11
7
6
8
10
10
10
5
7
11
4
3
3
1
1
5
4
8
9
9
12
13
13
11
15
10
9
12
14
15
13
8
10
14
6
3
3
2
1
7
5
10
12
11
15
16
17
15
19
13
10
15
18
19
17
10
12
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
DailyVolume
DailyTruck%
7,000
10%
6,900
10%
5,900
10%
6,800
10%
2,900
10%
21
14
14
27
123
431
740
738
560
513
458
321
314
321
349
321
342
430
375
226
137
109
68
48
20
13
13
27
121
424
730
727
552
505
451
316
310
316
343
316
336
430
371
222
135
108
67
47
17
12
12
23
104
362
620
621
472
432
386
271
265
271
294
271
287
370
315
190
115
92
58
40
20
13
13
27
120
419
690
718
545
499
445
312
306
312
339
312
332
440
367
219
133
106
66
47
8
6
6
11
51
178
280
305
232
212
189
133
130
133
144
133
141
210
155
93
57
45
28
20
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
29.8
29.7
29.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
29.6
29.6
29.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
12
6
7
15
102
400
696
688
512
460
406
281
273
283
311
291
316
403
349
206
122
95
56
35
30.0
30.0
30.0
30.0
30.0
30.0
29.7
29.7
29.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
11
6
6
15
100
393
687
678
505
454
400
276
269
278
305
286
311
403
346
202
120
94
55
34
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
10
5
6
13
86
335
584
579
431
388
342
237
231
239
262
246
265
346
293
173
102
80
48
29
11
6
6
15
99
389
650
669
498
448
395
273
267
275
301
283
307
412
342
199
118
92
54
34
4
2
3
7
42
165
263
285
212
190
168
117
113
117
129
120
131
197
145
85
51
39
24
14
Scenario
To:
EBI66
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
EBEntr_43_SB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
4
3
6
12
21
32
37
34
34
33
25
25
24
25
19
18
17
16
11
8
7
6
6
4
3
3
6
12
21
31
36
33
33
32
25
25
24
25
19
17
17
15
11
8
7
6
6
3
3
3
5
10
18
26
31
29
28
28
21
21
20
21
16
15
15
13
9
7
6
5
5
4
3
3
6
12
20
29
36
33
33
32
24
24
23
25
18
17
17
15
11
8
7
6
6
2
2
1
2
5
9
12
15
14
14
13
10
10
10
10
8
7
8
6
4
3
3
2
3
HeavyTruckVolume
DisplayCode:
Facility:
EBEntrance
From:
SBUS29
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
4
6
9
10
12
13
14
19
19
15
16
14
13
11
8
10
10
9
7
7
6
7
5
4
4
6
9
10
12
13
14
18
19
15
16
14
13
11
8
10
10
9
7
7
6
7
4
4
3
5
8
9
10
11
12
16
16
13
13
12
11
9
7
9
9
8
6
6
5
6
5
4
4
6
9
10
11
13
14
18
18
15
15
14
13
11
8
11
10
9
7
7
6
7
2
2
2
2
4
4
5
5
6
8
8
6
7
6
5
5
3
5
4
4
3
3
2
3
30.1
30.0
29.9
29.8
29.7
29.6
29.5
29.4
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
25
Ramp(Loop)
1
1,400
25
Ramp(Loop)
1
1,400
25
Ramp(Loop)
1
1,400
25
Ramp(Loop)
1
1,400
25
DailyVolume
DailyTruck%
1,100
12%
1,300
13%
1,300
13%
1,900
13%
2,000
13%
3
1
1
5
14
105
180
158
121
65
48
44
40
40
45
35
37
60
34
27
19
11
3
4
4
1
1
6
17
102
210
175
144
77
57
53
48
48
60
53
49
70
49
32
22
13
4
5
4
1
1
6
17
103
210
177
146
78
58
53
48
48
61
53
49
60
50
32
22
14
4
5
5
2
2
9
25
150
300
259
214
114
85
78
71
71
89
78
72
90
74
47
33
20
5
7
6
2
2
10
27
160
310
277
229
122
91
84
76
76
95
84
77
70
81
51
35
21
6
8
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
1
1
1
3
12
96
163
144
106
56
40
36
33
33
38
30
33
53
30
23
17
9
3
2
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
2
1
1
3
13
93
190
160
127
66
48
43
40
40
51
45
43
62
44
27
18
10
3
3
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
2
1
1
3
13
94
190
162
129
67
48
43
40
40
51
45
43
53
45
27
18
11
3
3
2
1
1
5
21
137
272
236
189
98
72
64
59
59
74
67
63
80
66
40
28
16
3
4
3
1
1
5
23
146
281
253
201
104
76
69
64
64
80
71
68
62
72
44
29
17
4
5
Scenario
To:
NBUS29
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
EBExit_43_NB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
1
6
13
10
10
6
5
5
4
4
5
3
3
4
2
2
1
1
0
1
1
0
0
1
2
6
15
11
12
7
5
6
5
5
6
5
4
5
3
3
2
1
0
1
1
0
0
1
2
6
15
11
12
7
6
6
5
5
7
5
4
4
3
3
2
1
0
1
1
0
0
2
2
9
21
17
17
10
8
8
7
7
10
7
6
6
5
4
2
2
1
1
1
0
0
2
2
10
22
18
19
11
9
9
7
7
10
8
6
5
5
4
3
2
1
1
HeavyTruckVolume
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
1
3
4
4
5
3
3
3
3
3
2
2
1
3
2
2
1
1
0
1
1
0
0
2
2
3
5
4
5
4
4
4
3
3
3
3
2
3
2
2
2
2
1
1
1
0
0
2
2
3
5
4
5
4
4
4
3
3
3
3
2
3
2
2
2
2
1
1
2
1
1
2
2
4
7
6
8
6
5
6
5
5
5
4
3
4
3
3
3
2
1
2
2
1
1
3
2
4
7
6
9
7
6
6
5
5
5
5
3
3
4
3
3
2
1
2
25.0
25.0
25.0
25.0
25.0
25.0
25.0
25.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
350
300
2013Existing
250
200
2020NoBuild
150
2020Build
100
2040NoBuild
50
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
To:
EBI66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
18,800
11%
18,600
11%
18,500
11%
18,100
11%
17,500
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
113
75
94
188
622
1,621
1,730
1,659
1,263
1,150
1,093
961
905
886
867
867
886
880
849
565
528
452
339
207
112
75
93
186
615
1,604
1,690
1,641
1,250
1,138
1,082
951
895
877
858
858
877
890
838
559
522
448
336
205
111
74
93
186
612
1,596
1,680
1,633
1,243
1,132
1,076
946
891
872
854
854
872
880
835
557
520
445
334
204
109
73
91
181
599
1,560
1,610
1,596
1,216
1,107
1,053
926
871
853
835
835
852
900
818
544
508
436
327
200
105
70
88
176
580
1,510
1,530
1,545
1,177
1,072
1,019
896
843
826
808
808
825
880
792
527
492
422
316
193
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
44.5
44.4
44.4
44.8
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.6
44.6
44.5
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
44.4
44.2
44.3
44.8
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
64
33
44
108
515
1,504
1,628
1,548
1,154
1,032
970
840
788
780
772
786
819
824
791
515
472
394
281
151
45.0
45.0
45.0
45.0
45.0
44.4
44.3
44.4
44.8
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
63
33
44
107
509
1,488
1,591
1,531
1,142
1,022
961
832
778
772
764
778
810
834
780
510
466
391
279
150
45.0
45.0
45.0
45.0
45.0
44.4
44.3
44.4
44.8
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
63
32
44
107
507
1,480
1,581
1,523
1,136
1,016
955
827
775
768
760
774
806
824
777
508
464
388
277
149
62
32
43
104
496
1,447
1,515
1,489
1,111
994
935
810
757
751
743
757
787
842
762
496
454
380
271
146
60
30
41
101
480
1,401
1,440
1,442
1,076
962
904
783
734
728
719
733
763
824
737
481
440
368
262
141
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBEntr_43_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
23
19
23
41
60
79
74
82
77
76
78
75
72
67
63
51
45
35
35
27
30
29
29
26
23
19
23
40
60
78
72
81
76
75
77
74
72
66
62
50
45
35
35
27
30
28
28
26
23
19
23
40
59
78
72
81
75
75
77
74
71
66
62
50
45
35
35
27
30
28
28
26
22
18
22
39
58
76
69
79
74
73
75
72
70
64
61
49
44
36
34
26
29
28
28
25
21
18
22
38
56
73
65
76
71
71
73
70
67
62
59
47
42
35
33
25
28
27
27
24
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBEntrance
From:
NBUS29
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
26
23
27
39
47
38
28
29
32
42
45
46
45
39
32
30
22
21
23
23
26
29
29
30
26
23
26
39
46
38
27
29
32
41
44
45
45
39
32
30
22
21
23
22
26
29
29
29
25
23
26
39
46
38
27
29
32
41
44
45
45
38
32
30
21
21
23
22
26
29
29
29
25
23
26
38
45
37
26
28
31
40
43
44
44
38
31
29
21
22
22
22
25
28
28
29
24
22
25
37
44
36
25
27
30
39
42
43
42
36
30
28
20
21
22
21
24
27
27
28
45.2
45.0
44.8
44.6
44.4
44.2
44.0
43.8
43.6
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,000
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
NBUS29,Heathcote
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7,000
9%
6,900
9%
5,900
9%
6,800
9%
2,900
9%
54
27
20
13
13
54
290
221
235
201
194
221
255
288
429
603
731
950
732
510
396
288
181
94
53
26
20
13
13
53
290
218
231
198
192
218
251
284
423
595
721
930
722
503
390
284
179
93
45
23
17
11
11
46
250
187
198
169
164
186
215
243
361
508
616
800
614
429
333
243
152
79
52
26
20
13
13
52
290
216
229
196
190
216
249
281
419
589
713
890
713
497
386
281
177
92
22
11
8
6
6
22
130
92
97
83
81
92
106
120
178
250
303
380
304
211
164
120
75
39
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.8
34.3
34.8
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.7
34.0
34.7
35.0
35.0
35.0
35.0
35.0
45
20
13
7
7
41
247
198
212
173
160
179
211
247
384
557
686
901
691
480
373
270
169
86
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.7
34.1
34.7
35.0
35.0
35.0
35.0
35.0
44
19
13
7
7
40
247
195
208
171
158
177
208
243
378
551
677
881
681
473
367
266
167
85
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.6
34.9
35.0
35.0
35.0
35.0
35.0
38
17
10
6
6
35
213
167
178
146
135
151
179
209
323
470
578
758
579
404
314
227
142
72
43
19
13
7
7
40
247
193
206
169
158
176
206
242
375
545
669
844
673
467
363
263
165
84
18
8
5
4
4
16
111
83
88
72
67
75
88
103
159
231
284
360
287
199
155
112
69
35
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
a:
b:
WBExit_43_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
3
3
3
3
7
25
15
15
18
21
24
27
25
28
30
30
34
27
18
13
9
6
4
4
3
3
3
3
7
25
15
15
17
21
23
26
25
28
29
30
34
27
18
13
9
6
4
3
3
3
2
2
6
22
13
13
15
18
20
22
21
24
25
26
29
23
15
11
8
5
3
4
3
3
3
3
6
25
15
15
17
20
23
26
24
28
29
30
32
26
18
13
9
6
4
2
1
1
1
1
3
11
6
6
7
9
10
11
10
12
12
13
14
11
7
5
4
3
2
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
4
3
3
6
18
8
8
10
13
18
17
16
17
16
15
15
14
12
10
9
6
4
5
4
4
3
3
6
18
8
8
10
13
18
17
16
17
15
14
15
14
12
10
9
6
4
4
3
4
3
3
5
15
7
7
8
11
15
14
13
14
13
12
13
12
10
8
8
5
4
5
4
4
3
3
6
18
8
8
10
12
17
17
15
16
15
14
14
14
12
10
9
6
4
2
2
2
1
1
3
8
3
3
4
5
7
7
7
7
7
6
6
6
5
4
4
3
2
35.2
35.0
34.8
34.6
34.4
34.2
34.0
33.8
33.6
33.4
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,000
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2,800
12%
3,400
12%
3,700
12%
5,300
12%
6,300
12%
12
10
6
11
11
28
200
128
132
106
102
109
125
141
188
236
286
400
203
139
105
68
31
23
14
12
7
13
14
32
230
152
160
129
124
133
153
171
227
285
340
510
248
169
129
83
37
28
16
13
8
14
15
37
240
170
182
145
139
149
172
190
253
315
369
490
276
191
147
95
41
33
22
18
11
19
21
52
310
240
254
203
195
208
240
266
353
442
523
830
387
267
204
132
58
45
29
22
13
23
26
67
350
298
322
255
246
261
303
332
439
547
630
760
477
339
261
168
74
58
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.4
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.8
44.6
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
10
6
2
4
6
20
165
108
112
88
82
85
100
115
164
217
270
383
193
129
96
62
29
20
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
11
8
3
6
7
20
189
129
136
106
100
103
121
140
199
263
320
486
235
156
118
76
35
25
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
13
9
4
6
8
23
197
145
155
120
112
116
136
155
221
291
348
468
262
177
136
86
38
29
17
13
6
8
10
34
254
203
217
168
159
161
190
217
308
407
493
793
367
249
189
122
52
39
23
16
7
9
14
43
287
252
274
212
199
203
240
272
384
504
594
726
453
315
240
154
67
50
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
2
2
3
2
4
20
12
12
10
11
12
14
14
13
10
9
9
5
5
4
2
1
1
1
2
2
3
3
6
23
14
15
13
13
15
18
17
15
12
11
13
7
7
5
3
1
1
1
2
2
3
3
7
24
16
17
14
15
17
20
19
17
13
12
12
8
7
5
4
1
2
2
2
2
5
5
9
31
23
22
20
20
24
28
27
23
19
17
20
11
9
7
4
3
2
2
2
3
6
5
12
35
28
29
24
26
30
35
32
29
23
20
18
13
12
9
6
3
3
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: WBEntr_43_NBSB
Facility:
WBEntrance I66InterchangeatUS29[Gainesville]
From:
To:
US29
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
2
2
4
3
4
15
8
8
8
9
12
11
12
11
9
7
8
5
5
5
4
1
2
2
2
2
4
4
6
18
9
9
10
11
15
14
14
13
10
9
11
6
6
6
4
1
2
2
2
2
5
4
7
19
9
10
11
12
16
16
16
15
11
9
10
6
7
6
5
2
2
3
3
3
6
6
9
25
14
15
15
16
23
22
22
22
16
13
17
9
9
8
6
3
4
4
4
3
8
7
12
28
18
19
19
21
28
28
28
26
20
16
16
11
12
12
8
4
5
45.2
45.0
2013Existing
44.8
2020NoBuild
44.6
2020Build
44.4
2040NoBuild
44.2
2040Build
44.0
12AM
4AM
8AM
12PM
4PM
8PM
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
DailyVolume
DailyTruck%
1,700
13%
2,100
12%
2,400
12%
3,400
12%
4,300
13%
10
5
3
3
6
20
120
78
98
72
72
74
90
90
114
138
123
180
121
103
85
53
23
19
12
6
4
4
8
23
140
94
120
89
89
91
111
111
140
170
149
240
151
126
105
65
28
24
14
7
5
5
9
28
150
111
141
104
104
107
130
130
165
199
176
230
177
148
123
77
32
28
19
10
6
6
13
39
200
155
195
144
144
147
179
179
227
275
244
410
244
205
170
106
45
38
25
13
8
8
17
51
250
202
257
190
190
194
236
236
299
362
320
380
320
270
223
139
59
51
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
Scenario
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
8
3
1
1
3
14
99
66
83
60
58
58
72
73
99
127
116
172
115
95
78
48
21
16
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
9
4
2
2
4
15
115
79
102
73
72
71
88
91
123
157
140
229
143
117
96
60
26
21
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
11
5
3
2
5
18
123
95
120
86
84
84
103
106
144
184
166
219
168
138
114
70
29
24
14
7
3
2
6
25
164
131
166
119
117
114
142
146
198
253
230
392
231
191
157
98
41
33
20
10
4
3
9
33
205
171
219
158
154
151
187
193
261
334
302
363
304
250
205
127
54
44
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
DisplayCode: WBEntr_43_NB
Facility:
From:
To:
NBUS29
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
1
3
12
7
9
7
8
8
10
9
8
6
4
4
3
4
3
2
1
1
1
1
1
1
2
4
14
9
11
9
9
10
13
11
9
7
5
6
4
5
4
2
1
1
1
1
1
1
2
5
15
10
13
10
11
12
15
13
11
8
6
6
5
5
4
3
1
2
2
1
1
2
3
7
20
15
17
14
15
17
21
18
15
12
8
10
7
7
6
3
2
2
2
1
2
2
3
9
25
19
23
18
20
22
27
23
20
15
10
9
9
10
8
5
2
3
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
2
3
9
5
6
5
6
8
8
8
7
5
3
4
3
4
4
3
1
2
2
1
1
1
2
4
11
6
7
7
8
10
10
9
8
6
4
5
4
4
5
3
1
2
2
1
1
2
2
5
12
6
8
8
9
11
12
11
10
7
4
5
4
5
5
4
2
2
3
2
2
2
4
7
16
9
12
11
12
16
16
15
14
10
6
8
6
7
7
5
2
3
3
2
2
3
5
9
20
12
15
14
16
21
22
20
18
13
8
8
7
10
10
7
3
4
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1,100
11%
1,300
11%
1,300
11%
1,900
11%
2,000
11%
2
5
3
8
5
8
80
50
34
34
30
35
35
51
74
98
163
220
82
36
20
15
8
4
2
6
3
9
6
9
90
58
40
40
35
42
42
60
87
115
191
270
97
43
24
18
9
4
2
6
3
9
6
9
90
59
41
41
35
42
42
60
88
116
193
260
99
43
24
18
9
5
3
8
5
13
8
13
110
85
59
59
51
61
61
87
126
167
279
420
143
62
34
26
13
7
4
9
5
15
9
16
100
96
65
65
56
67
67
96
140
185
310
380
157
69
38
29
15
7
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
3
1
3
3
6
66
42
29
28
24
27
28
42
65
90
154
211
78
34
18
14
8
4
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
4
1
4
3
5
74
50
34
33
28
32
33
49
76
106
180
257
92
39
22
16
9
4
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
4
1
4
3
5
74
50
35
34
28
32
33
49
77
107
182
249
94
39
22
16
9
5
3
6
3
6
4
9
90
72
51
49
42
47
48
71
110
154
263
401
136
58
32
24
11
6
3
6
3
6
5
10
82
81
55
54
45
52
53
79
123
170
292
363
149
65
35
27
13
6
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
1
1
2
1
1
8
5
3
3
3
4
4
5
5
4
5
5
2
1
1
0
0
0
0
1
1
2
1
2
9
5
4
4
4
5
5
6
6
5
6
7
3
2
1
1
0
0
0
1
1
2
1
2
9
6
4
4
4
5
5
6
6
5
6
6
3
2
1
1
0
0
0
1
1
3
2
2
11
8
5
6
5
7
7
9
8
7
9
10
4
2
1
1
1
0
0
1
1
4
2
3
10
9
6
6
6
8
8
9
9
8
10
9
4
2
1
1
1
0
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: WBENTR_43_SB
Facility:
From:
To:
SBUS29
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
1
1
3
1
1
6
3
2
3
3
4
3
4
4
4
4
4
2
1
1
1
0
0
0
1
1
3
2
2
7
3
2
3
3
5
4
5
5
4
5
6
2
2
1
1
0
0
0
1
1
3
2
2
7
3
2
3
3
5
4
5
5
4
5
5
2
2
1
1
0
0
0
1
1
4
2
2
9
5
3
4
4
7
6
7
8
6
7
9
3
2
1
1
1
1
1
2
1
5
2
3
8
6
4
5
5
7
6
8
8
7
8
8
4
2
2
1
1
1
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
SBUS29
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
18,800
11%
18,600
11%
18,500
11%
18,100
11%
17,500
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
238
147
92
92
128
275
810
752
807
715
770
825
972
1,027
1,339
1,412
1,320
1,340
1,246
1,339
1,155
917
642
440
236
145
91
91
127
272
810
744
799
708
762
817
962
1,016
1,325
1,398
1,307
1,310
1,234
1,325
1,143
907
635
436
235
144
90
90
126
271
800
741
795
704
759
813
957
1,011
1,319
1,391
1,300
1,300
1,229
1,319
1,138
903
632
433
230
142
89
89
124
265
800
725
779
691
744
797
939
992
1,293
1,364
1,274
1,220
1,204
1,293
1,116
885
620
425
222
137
86
86
120
257
790
702
753
667
719
770
907
958
1,249
1,318
1,232
1,170
1,164
1,249
1,078
856
599
411
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.8
44.7
44.8
44.9
44.9
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.8
44.8
44.8
44.9
44.9
44.8
44.9
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.7
44.7
44.8
44.8
44.8
44.8
44.9
45.0
45.0
45.0
200
108
56
49
69
210
689
672
725
616
637
670
806
881
1,198
1,305
1,239
1,269
1,176
1,261
1,089
857
597
402
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.8
44.7
44.8
44.8
44.8
44.8
44.9
45.0
45.0
45.0
198
106
55
49
69
207
689
665
717
610
630
663
798
872
1,185
1,293
1,227
1,242
1,164
1,247
1,077
847
591
399
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.8
44.7
44.8
44.8
44.9
44.8
44.9
45.0
45.0
45.0
197
105
54
48
68
206
681
662
715
607
628
660
793
867
1,180
1,286
1,220
1,232
1,159
1,241
1,072
843
588
397
193
103
54
47
66
202
681
648
700
595
615
648
779
851
1,156
1,260
1,195
1,156
1,136
1,217
1,052
827
577
389
186
100
52
46
64
196
672
628
676
575
595
625
753
822
1,117
1,219
1,156
1,109
1,098
1,176
1,016
800
557
376
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
WBExit_43_SB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
17
18
16
20
28
34
71
53
53
63
83
88
101
89
89
70
55
49
46
47
37
30
23
18
17
18
16
20
28
34
71
52
53
62
82
88
100
88
88
69
54
47
46
47
37
30
23
18
17
18
16
20
28
34
70
52
52
62
81
87
100
88
87
69
54
47
46
47
37
30
23
17
17
18
15
20
28
33
70
51
51
61
80
85
98
86
86
68
53
44
45
46
36
29
22
17
16
17
15
19
27
32
69
49
50
59
77
83
94
83
83
65
51
42
43
44
35
28
22
17
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
21
21
20
23
31
31
50
27
29
36
50
67
65
57
52
37
26
22
24
31
29
30
22
20
21
21
20
22
30
31
50
27
29
36
50
66
64
56
52
36
26
21
24
31
29
30
21
19
21
21
20
22
30
31
49
27
28
35
50
66
64
56
52
36
26
21
24
31
29
30
21
19
20
21
20
22
30
30
49
26
28
35
49
64
62
55
51
36
26
20
23
30
28
29
21
19
20
20
19
21
29
29
49
25
27
33
47
62
60
53
49
34
25
19
23
29
27
28
20
18
45.1
45.0
45.0
44.9
44.9
44.8
44.8
44.7
44.7
44.6
44.6
44.5
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
SBVA234Byp.
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
10,800
10%
15,700
10%
10,600
10%
21,300
10%
12,400
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
63
52
52
63
210
556
1,220
1,186
1,018
650
535
472
441
451
514
556
556
610
535
336
262
210
147
105
92
77
77
92
307
813
1,660
1,734
1,488
951
783
691
644
660
752
813
813
920
783
491
384
307
215
153
62
51
51
62
206
546
1,210
1,164
998
638
525
463
432
443
504
545
546
590
525
329
257
206
144
103
125
104
104
125
415
1,100
2,370
2,346
2,014
1,287
1,059
934
872
893
1,017
1,100
1,100
1,180
1,058
664
519
415
291
208
72
60
60
72
240
637
1,430
1,357
1,165
745
613
541
504
517
589
637
637
700
612
384
300
240
168
120
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
42.3
11.7
12.0
19.2
39.2
42.5
43.6
44.0
43.9
43.0
42.2
42.3
41.4
42.8
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.8
36.7
38.2
41.4
44.6
44.8
44.9
44.9
44.9
44.9
44.8
44.8
44.7
44.8
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
44.9
40.8
41.2
43.1
44.8
44.9
45.0
45.0
45.0
44.9
44.9
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
36
23
24
36
174
516
1,148
1,106
930
584
475
413
384
397
458
504
514
571
498
307
234
183
122
77
45.0
45.0
45.0
45.0
45.0
44.4
30.4
28.0
34.7
43.6
44.4
44.7
44.8
44.8
44.5
44.4
44.4
43.9
44.5
44.9
45.0
45.0
45.0
45.0
52
34
36
53
254
754
1,562
1,617
1,360
854
695
604
560
581
669
737
751
862
729
447
343
268
179
112
45.0
45.0
45.0
45.0
45.0
44.9
40.9
41.5
43.3
44.8
44.9
45.0
45.0
45.0
44.9
44.9
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
35
22
24
36
171
506
1,138
1,085
913
573
466
405
375
390
448
494
505
553
489
300
229
180
120
75
72
46
49
72
344
1,020
2,231
2,188
1,841
1,156
940
816
758
787
905
997
1,017
1,105
985
606
463
362
241
152
41
26
28
41
199
591
1,346
1,266
1,064
669
544
473
439
455
524
578
588
655
569
350
268
210
140
88
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBExit_44_SB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
13
13
13
14
20
27
52
59
62
43
38
37
35
34
37
33
28
24
22
16
15
13
12
13
19
19
19
20
30
40
71
86
90
63
56
54
52
50
55
48
42
36
33
24
22
19
18
19
13
13
12
13
20
27
52
58
60
42
37
36
35
33
37
32
28
23
22
16
15
13
12
13
25
26
25
27
40
54
101
116
122
85
76
73
70
67
74
65
56
47
44
32
30
26
25
26
15
15
15
16
23
31
61
67
71
49
44
42
40
39
43
37
33
28
26
19
17
15
14
15
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
14
16
15
13
16
13
20
21
26
23
22
22
22
20
19
19
14
15
15
13
13
14
13
15
21
24
22
19
23
19
27
31
38
34
32
33
32
29
28
28
20
22
21
20
19
20
18
22
14
16
15
13
15
13
20
21
25
23
22
22
22
20
19
19
13
14
14
13
13
13
12
15
28
32
30
26
31
26
38
42
51
46
43
45
44
39
38
38
27
28
29
26
26
27
25
30
16
19
17
15
18
15
23
24
30
27
25
26
25
23
22
22
16
17
17
15
15
15
14
17
50.0
45.0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
DailyVolume
DailyTruck%
700
10%
700
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
3
4
14
37
70
78
67
43
35
31
29
30
34
37
37
40
34
22
17
14
10
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
3
4
14
36
80
77
66
42
35
31
28
29
33
36
36
40
34
22
17
14
9
7
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
1
1
2
12
34
66
73
61
38
32
28
26
27
31
34
34
37
32
20
15
12
8
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
1
2
12
33
76
72
60
37
32
28
25
26
30
33
33
37
32
20
15
12
7
5
Scenario
To:
NBTCP
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
EBExit_44_NB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
2
3
4
4
3
2
2
2
2
2
2
2
2
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
2
3
4
4
3
2
2
2
2
2
2
2
2
1
1
1
1
1
1
HeavyTruckVolume
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
90
80
70
60
50
40
30
20
10
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
DailyVolume
DailyTruck%
13,700
11%
18,700
11%
10,700
11%
24,900
11%
15,800
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
134
81
67
54
121
282
620
524
605
511
551
605
632
712
927
1,250
1,263
1,200
1,062
887
605
443
336
228
182
109
91
73
164
383
950
711
821
693
748
821
857
966
1,258
1,696
1,714
1,630
1,440
1,204
821
602
456
310
105
63
53
42
95
222
470
411
473
400
431
473
494
558
726
978
990
930
830
694
473
347
263
179
243
146
122
97
219
512
1,140
950
1,095
925
998
1,095
1,144
1,290
1,680
2,264
2,289
2,240
1,923
1,607
1,095
803
609
414
155
93
78
62
140
326
680
606
699
590
637
699
730
823
1,072
1,444
1,460
1,390
1,227
1,025
699
513
388
264
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
34.9
31.0
33.4
32.0
33.5
32.7
31.4
30.8
28.4
19.4
8.1
7.9
8.8
14.6
22.2
32.3
34.4
34.8
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.7
34.8
34.7
34.8
34.7
34.6
34.5
34.2
32.3
25.9
25.8
27.5
30.5
33.0
34.7
34.9
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
34.8
34.9
34.8
34.9
34.9
34.8
34.8
34.6
33.6
29.9
29.8
30.9
32.6
34.0
34.8
35.0
35.0
35.0
112
59
40
29
65
215
528
468
543
440
456
491
524
611
830
1,155
1,185
1,137
1,002
835
570
413
313
209
35.0
35.0
35.0
35.0
35.0
35.0
33.3
34.6
34.2
34.6
34.4
34.1
33.9
33.2
29.4
19.6
19.4
21.8
26.3
30.8
34.3
34.9
35.0
35.0
153
79
55
39
89
291
808
635
738
597
619
667
711
829
1,126
1,568
1,609
1,544
1,359
1,134
773
562
425
284
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
34.9
34.9
34.9
34.6
33.3
33.3
33.8
34.3
34.7
35.0
35.0
35.0
35.0
88
46
32
23
51
169
400
367
425
345
357
384
410
478
650
905
929
881
783
654
446
325
245
164
204
107
74
52
117
390
969
850
984
797
826
890
949
1,107
1,503
2,093
2,148
2,123
1,815
1,513
1,032
751
566
379
130
68
48
33
75
248
578
542
628
508
527
568
605
706
959
1,334
1,370
1,317
1,158
965
658
479
361
241
Scenario
To:
SBVA234Byp.
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
WBExit_44_SB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
10
10
12
12
27
35
54
37
40
45
59
65
66
62
61
62
53
43
39
31
20
15
12
9
13
14
16
16
36
48
83
50
54
61
80
88
89
84
83
84
71
59
53
42
27
20
16
12
8
8
9
9
21
28
41
29
31
35
46
51
51
49
48
48
41
34
31
24
15
11
9
7
18
18
21
21
49
64
100
66
72
82
107
117
119
112
111
112
95
81
71
57
35
26
22
17
11
12
13
14
31
41
60
42
46
52
68
75
76
72
71
72
61
50
45
36
23
17
14
11
HeavyTruckVolume
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12
12
15
13
29
32
38
19
22
26
36
49
42
39
36
33
25
20
21
21
15
15
11
10
16
16
20
18
39
44
59
26
29
35
49
66
57
53
49
44
34
27
28
28
21
20
15
14
9
9
12
10
23
25
29
15
17
20
28
38
33
31
28
25
20
15
16
16
12
11
9
8
21
21
27
24
53
58
71
34
39
46
65
88
76
71
66
59
46
36
37
37
28
26
21
18
14
13
17
15
34
37
42
22
25
30
42
56
49
45
42
38
29
23
24
24
18
17
13
12
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
To:
NBTCP
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
5,300
11%
7,400
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
52
31
26
21
47
109
240
203
234
197
213
234
244
275
358
483
488
470
409
343
234
171
130
88
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
73
44
36
29
66
152
320
283
328
277
299
328
342
386
503
678
684
640
577
481
328
240
182
124
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.7
44.7
44.8
44.9
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
43
23
16
11
26
83
204
182
211
170
176
190
203
236
320
446
458
445
386
323
220
159
121
80
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
62
32
22
16
35
116
272
253
294
239
247
267
283
331
450
626
642
607
545
453
309
224
169
113
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
WBExit_44_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
4
5
10
14
21
14
15
17
23
25
25
24
24
24
20
17
15
12
8
6
5
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
6
6
6
15
19
28
20
22
24
32
35
36
34
33
34
28
23
21
17
11
8
7
5
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
4
6
5
11
12
15
7
8
10
14
19
16
15
14
13
10
8
8
8
6
6
4
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
6
8
7
16
17
20
10
12
14
20
26
23
21
20
18
14
10
11
11
8
8
6
6
50.0
45.0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
DailyVolume
DailyTruck%
10,800
11%
15,700
11%
11,300
11%
21,300
11%
13,100
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
62
42
52
42
73
166
680
583
635
520
458
447
468
520
614
791
926
1,150
864
562
437
395
219
94
91
61
76
61
106
243
1,010
851
927
760
669
653
684
760
897
1,155
1,353
1,590
1,261
821
638
577
319
137
65
44
54
44
77
174
710
609
664
545
479
468
490
545
643
828
969
1,200
904
589
458
414
229
98
124
83
103
83
145
330
1,250
1,157
1,261
1,034
910
889
930
1,034
1,220
1,571
1,839
2,230
1,717
1,116
868
786
434
186
76
51
63
51
88
201
860
704
767
629
553
540
566
629
742
955
1,119
1,400
1,044
679
528
478
264
113
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
30.6
32.1
30.9
33.2
33.9
34.0
33.8
33.2
31.4
25.4
19.4
11.4
22.4
32.8
34.4
34.6
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.2
34.7
34.6
34.8
34.9
34.9
34.9
34.8
34.7
33.9
32.8
29.1
33.4
34.8
34.9
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
34.8
34.9
34.8
34.9
35.0
35.0
35.0
34.9
34.9
34.6
34.1
32.5
34.4
34.9
35.0
35.0
35.0
35.0
52
31
31
23
39
126
578
521
570
448
379
363
388
446
549
731
869
1,089
815
529
412
369
204
86
35.0
35.0
35.0
35.0
35.0
35.0
33.4
34.3
34.0
34.6
34.8
34.8
34.7
34.6
34.2
32.4
29.8
25.3
31.2
34.5
34.9
34.9
35.0
35.0
76
44
46
33
57
185
860
760
833
655
553
530
568
652
803
1,068
1,270
1,506
1,190
773
601
539
297
125
35.0
35.0
35.0
35.0
35.0
35.0
34.7
34.9
34.8
34.9
35.0
35.0
35.0
34.9
34.8
34.5
33.9
32.0
34.2
34.9
35.0
35.0
35.0
35.0
56
33
32
23
42
133
604
544
597
469
397
381
406
467
574
766
910
1,137
853
554
431
386
213
90
104
61
62
44
78
251
1,064
1,034
1,133
891
753
722
771
887
1,091
1,452
1,726
2,113
1,620
1,051
818
734
403
171
65
38
38
26
47
153
732
629
689
541
458
439
469
539
663
883
1,051
1,327
985
639
497
446
247
104
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
5
9
9
16
21
60
41
42
46
49
48
49
45
41
39
38
42
32
20
14
13
8
4
7
8
13
13
24
30
88
60
61
67
72
70
71
66
59
57
56
58
47
29
21
19
11
6
4
5
10
10
17
21
62
43
44
48
51
50
51
48
43
41
40
44
34
21
15
14
9
4
9
10
18
18
32
41
109
81
83
91
98
95
97
90
81
78
76
81
64
39
28
26
16
7
5
6
11
12
20
25
75
50
51
56
59
58
59
55
50
47
46
51
39
24
17
16
9
4
HeavyTruckVolume
Location
BasicProperties
Scenario
Facility:
WBEntrance I66interchangeatVA234Bypass
From:
To:
VA234Byp./TCP
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
6
12
10
18
19
42
21
23
26
30
36
31
29
24
21
19
19
17
13
11
13
7
4
8
9
17
15
25
28
62
31
33
38
44
53
45
42
35
30
27
26
24
19
16
19
11
6
5
6
12
11
18
20
44
22
23
28
31
37
33
30
26
21
19
19
17
14
12
14
7
4
11
12
23
21
35
38
77
42
45
52
59
72
62
57
48
41
37
36
33
26
22
26
15
8
6
7
14
13
21
23
53
25
27
32
36
43
38
35
29
25
22
22
20
16
14
16
8
5
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
DailyVolume
DailyTruck%
10,800
11%
15,700
11%
10,600
11%
21,300
11%
12,400
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
62
42
52
42
73
166
680
583
635
520
458
447
468
520
614
791
926
1,150
864
562
437
395
219
94
91
61
76
61
106
243
1,010
851
927
760
669
653
684
760
897
1,155
1,353
1,590
1,261
821
638
577
319
137
61
41
51
41
72
163
650
572
624
512
450
440
460
512
604
778
910
1,130
850
553
430
389
215
92
124
83
103
83
145
330
1,250
1,157
1,261
1,034
910
889
930
1,034
1,220
1,571
1,839
2,230
1,717
1,116
868
786
434
186
72
48
60
48
84
191
790
668
728
597
525
513
537
597
704
907
1,062
1,320
991
645
501
454
251
107
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
30.6
32.1
30.9
33.2
33.9
34.0
33.8
33.2
31.4
25.4
19.4
11.4
22.4
32.8
34.4
34.6
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.5
34.8
34.7
34.9
34.9
34.9
34.9
34.9
34.7
34.2
33.3
30.4
33.8
34.9
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
34.8
34.9
34.8
34.9
35.0
35.0
35.0
34.9
34.9
34.6
34.1
32.5
34.4
34.9
35.0
35.0
35.0
35.0
52
31
31
23
39
126
578
521
570
448
379
363
388
446
549
731
869
1,089
815
529
412
369
204
86
35.0
35.0
35.0
35.0
35.0
35.0
33.4
34.3
34.0
34.6
34.8
34.8
34.7
34.6
34.2
32.4
29.8
25.3
31.2
34.5
34.9
34.9
35.0
35.0
76
44
46
33
57
185
860
760
833
655
553
530
568
652
803
1,068
1,270
1,506
1,190
773
601
539
297
125
35.0
35.0
35.0
35.0
35.0
35.0
34.8
34.9
34.9
34.9
35.0
35.0
35.0
34.9
34.9
34.6
34.2
32.7
34.4
34.9
35.0
35.0
35.0
35.0
52
30
31
22
39
124
553
511
561
441
373
358
381
439
540
719
854
1,071
802
520
405
363
200
84
104
61
62
44
78
251
1,064
1,034
1,133
891
753
722
771
887
1,091
1,452
1,726
2,113
1,620
1,051
818
734
403
171
61
35
37
25
45
145
672
597
654
514
435
417
445
512
629
838
997
1,251
935
607
472
424
234
98
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
5
9
9
16
21
60
41
42
46
49
48
49
45
41
39
38
42
32
20
14
13
8
4
7
8
13
13
24
30
88
60
61
67
72
70
71
66
59
57
56
58
47
29
21
19
11
6
4
5
9
9
16
20
57
40
41
45
48
47
48
45
40
39
38
41
32
20
14
13
8
4
9
10
18
18
32
41
109
81
83
91
98
95
97
90
81
78
76
81
64
39
28
26
16
7
5
6
10
11
19
24
69
47
48
53
56
55
56
52
47
45
44
48
37
23
16
15
9
4
HeavyTruckVolume
Location
BasicProperties
Scenario
Facility:
From:
To:
NBVA234Byp.
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
6
12
10
18
19
42
21
23
26
30
36
31
29
24
21
19
19
17
13
11
13
7
4
8
9
17
15
25
28
62
31
33
38
44
53
45
42
35
30
27
26
24
19
16
19
11
6
5
6
11
10
17
19
40
21
22
26
29
35
31
28
24
20
18
18
16
13
11
13
7
4
11
12
23
21
35
38
77
42
45
52
59
72
62
57
48
41
37
36
33
26
22
26
15
8
6
7
13
12
20
22
49
24
26
30
34
41
36
33
28
24
21
21
19
15
13
15
8
5
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
DailyVolume
DailyTruck%
700
11%
700
11%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
3
3
5
11
60
37
40
33
29
28
30
33
39
50
59
70
54
36
28
25
14
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
3
3
4
10
70
36
39
32
28
27
29
32
38
48
57
80
53
34
27
24
13
6
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
4
3
1
1
3
9
51
33
36
28
24
23
25
28
34
47
56
66
51
34
26
23
13
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
1
1
2
8
60
32
35
27
23
22
24
27
34
45
54
76
50
32
25
22
13
6
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
5
3
3
3
3
3
3
3
3
2
2
3
2
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
6
3
3
3
3
3
3
3
3
2
2
3
2
1
1
1
0
0
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: WBEntr_44_SB
Facility:
From:
To:
SBTCP
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
4
1
1
2
2
2
2
2
2
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
4
1
1
2
2
2
2
2
1
1
1
1
1
1
1
1
0
0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
90
80
70
60
50
40
30
20
10
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
13,700
10%
18,700
10%
10,700
10%
24,900
10%
15,800
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55
41
69
138
399
1,225
1,310
950
840
922
867
798
661
674
674
661
716
760
674
440
275
303
165
83
75
56
94
188
545
1,672
1,740
1,296
1,146
1,258
1,183
1,089
901
920
920
901
977
1,090
921
601
376
413
225
113
43
32
54
108
313
961
1,010
745
658
723
680
626
518
529
529
518
561
570
529
345
216
237
130
65
100
75
125
250
724
2,221
2,440
1,722
1,522
1,672
1,572
1,448
1,198
1,223
1,223
1,198
1,298
1,370
1,222
799
499
549
300
150
64
48
80
159
462
1,417
1,520
1,098
971
1,066
1,003
923
764
780
780
764
828
830
779
509
318
350
191
96
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
44.6
14.4
10.5
28.3
33.8
29.0
31.8
35.0
40.5
40.2
40.3
40.8
39.3
37.9
40.7
44.4
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
36.7
34.4
42.4
43.5
42.5
43.1
43.7
44.5
44.4
44.4
44.5
44.3
44.3
44.5
44.9
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
40.6
39.2
43.7
44.2
43.8
44.1
44.4
44.7
44.7
44.7
44.8
44.7
44.6
44.8
45.0
45.0
45.0
45.0
45.0
31
18
32
79
330
1,136
1,233
886
768
828
769
698
575
593
600
599
661
712
628
401
245
264
137
61
45.0
45.0
45.0
45.0
44.9
29.7
28.0
39.4
41.7
39.7
40.9
42.1
43.8
43.7
43.8
43.9
43.5
42.5
43.9
44.9
45.0
45.0
45.0
45.0
43
25
44
108
451
1,551
1,638
1,209
1,048
1,130
1,050
952
784
810
819
817
903
1,021
858
548
335
360
187
83
45.0
45.0
45.0
45.0
45.0
43.6
43.3
44.6
44.8
44.6
44.7
44.8
44.9
44.9
44.9
44.9
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
24
14
26
62
259
891
951
695
601
649
603
547
451
466
471
470
518
533
493
314
193
207
108
48
57
33
58
144
600
2,060
2,297
1,607
1,391
1,502
1,395
1,266
1,042
1,077
1,089
1,087
1,200
1,283
1,138
728
445
479
249
110
36
21
37
92
382
1,314
1,430
1,025
887
957
890
807
665
687
694
693
766
777
725
464
284
305
159
70
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
11
10
17
30
39
60
56
47
51
61
62
62
53
51
49
39
37
30
28
21
16
19
14
10
15
14
23
41
53
81
74
64
69
83
84
85
72
69
67
53
50
43
38
29
22
26
19
14
9
8
13
23
30
47
43
37
40
48
49
49
41
40
38
30
29
23
22
17
12
15
11
8
20
19
31
54
70
108
104
85
92
110
112
113
96
92
89
70
66
54
51
39
29
35
25
19
13
12
20
34
45
69
65
54
59
70
72
72
61
59
57
45
42
33
33
25
18
22
16
12
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: EBEntr_44_NB
Facility:
EBEntrance I66interchangeatVA234Bypass
From:
To:
NBVA234Byp.
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
13
13
20
29
30
29
21
17
21
33
36
38
33
30
25
23
18
18
18
18
14
20
14
12
17
17
27
39
41
40
28
23
29
45
49
52
45
41
34
31
24
26
25
24
19
27
19
16
10
10
15
23
24
23
16
13
17
26
28
30
26
23
20
18
14
14
14
14
11
15
11
9
23
23
36
52
54
53
39
30
39
60
65
69
60
54
45
41
32
33
33
32
25
35
26
21
15
15
23
33
35
34
25
19
25
39
41
44
38
34
29
26
20
20
21
20
16
23
16
14
50.0
45.0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
Ramp(Loop)
1
1,400
35
DailyVolume
DailyTruck%
5,300
10%
7,400
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
21
16
27
53
154
471
520
365
323
355
334
308
254
260
260
254
275
300
261
170
106
117
64
32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
22
37
74
216
662
710
514
454
499
469
432
357
365
365
357
387
400
365
238
149
164
89
45
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
34.8
34.7
34.9
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
12
7
12
31
127
437
490
341
295
319
296
269
221
229
231
230
254
281
243
155
95
102
54
23
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
17
9
17
42
179
614
669
480
414
448
417
377
310
322
325
324
357
374
340
218
133
143
73
33
Scenario
To:
EBI66
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
EBEntr_44_SB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
7
11
15
23
22
18
20
23
24
24
20
20
19
15
14
12
11
8
6
7
5
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
6
9
16
21
32
30
25
28
33
33
34
29
27
27
21
20
16
15
11
9
10
8
6
HeavyTruckVolume
DisplayCode:
Facility:
EBEntrance
From:
SBTCP
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
5
8
11
12
11
8
6
8
13
14
15
13
11
10
9
7
7
7
7
5
8
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
7
11
16
16
16
11
9
12
18
19
21
18
16
13
12
10
10
10
9
7
11
8
6
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
VA234Bus.
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
10,100
11%
11,300
11%
11,400
11%
14,800
11%
15,100
11%
40
40
40
60
148
296
590
473
671
858
838
789
701
612
543
583
670
570
571
355
257
188
138
69
44
44
44
66
166
332
660
531
751
961
939
884
785
686
608
652
752
630
640
397
287
209
154
78
45
45
45
66
168
334
660
535
758
970
948
892
792
692
613
658
758
640
645
401
290
211
156
78
58
58
58
87
217
434
850
695
986
1,261
1,232
1,160
1,029
899
797
855
985
820
841
522
377
275
203
101
60
60
60
88
222
444
860
710
1,005
1,287
1,257
1,183
1,050
917
813
873
1,005
840
856
533
385
281
207
104
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
44.2
44.7
43.4
39.6
40.1
41.1
42.8
43.9
44.4
44.2
43.4
44.4
44.3
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.2
44.7
43.2
39.2
39.6
40.8
42.5
43.8
44.3
44.1
43.2
44.3
44.2
44.9
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
44.8
44.1
44.2
44.4
44.7
44.8
44.9
44.9
44.8
44.9
44.9
45.0
45.0
45.0
45.0
45.0
23
17
19
35
123
274
555
441
613
770
744
690
610
539
483
529
620
534
531
324
229
164
114
51
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.9
44.6
43.5
43.6
43.9
44.4
44.7
44.8
44.8
44.6
44.8
44.8
45.0
45.0
45.0
45.0
45.0
24
20
21
37
138
308
621
495
686
863
833
772
683
605
541
590
694
590
596
362
256
183
128
57
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.9
44.5
43.4
43.6
43.9
44.4
44.7
44.8
44.8
44.6
44.8
44.8
45.0
45.0
45.0
45.0
45.0
25
20
22
37
140
310
621
499
693
871
841
780
689
610
545
596
700
599
600
366
259
184
129
57
32
25
27
50
179
403
799
649
902
1,132
1,093
1,014
895
791
710
776
909
769
783
476
336
239
168
74
33
25
29
51
184
413
809
662
918
1,155
1,116
1,033
913
808
724
792
930
787
797
486
344
246
173
77
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBExit_47_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
8
11
9
13
14
15
25
24
41
57
60
62
56
46
40
34
34
23
24
17
15
12
12
9
9
11
11
15
16
16
28
27
46
63
67
70
63
51
44
39
39
25
27
19
16
13
13
10
9
11
11
15
16
16
28
27
46
64
68
70
64
52
45
39
39
26
27
19
16
13
13
10
12
15
14
19
21
21
37
34
59
83
88
91
83
68
58
50
51
32
35
25
22
18
17
13
13
16
14
19
21
21
37
35
61
85
90
93
84
69
59
51
51
33
36
26
22
17
17
13
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
9
12
12
12
11
7
10
8
17
31
34
37
35
27
20
20
16
13
16
14
13
12
12
9
11
13
12
14
12
8
11
9
19
35
39
42
39
30
23
23
19
15
17
16
15
13
13
11
11
14
12
14
12
8
11
9
19
35
39
42
39
30
23
23
19
15
18
16
15
14
14
11
14
18
17
18
17
10
14
12
25
46
51
55
51
40
29
29
25
19
23
21
19
18
18
14
14
19
17
18
17
10
14
13
26
47
51
57
53
40
30
30
24
20
23
21
19
18
17
14
46.0
45.0
44.0
43.0
42.0
41.0
40.0
39.0
38.0
37.0
36.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,400
1,200
2013Existing
1,000
800
2020NoBuild
600
2020Build
400
2040NoBuild
200
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
To:
NBVA234Bus.
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2,500
11%
2,900
11%
3,000
11%
4,100
11%
4,500
11%
10
10
10
15
36
73
170
116
164
210
205
193
172
150
133
143
164
140
139
87
63
46
34
17
11
11
11
17
42
85
190
136
191
245
239
225
200
175
155
166
192
160
163
101
73
53
39
20
12
12
12
17
44
87
190
140
198
254
248
233
207
181
160
172
198
170
168
105
76
55
41
20
16
16
16
24
60
119
250
191
272
348
340
320
284
248
220
236
271
230
231
144
104
76
56
28
18
18
18
26
66
132
260
211
299
383
374
352
313
273
242
260
299
250
255
159
115
84
62
31
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
6
4
5
9
30
67
160
108
150
188
182
169
149
132
118
130
152
131
129
80
56
40
28
13
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
6
5
5
9
35
79
179
127
174
220
212
196
174
154
138
150
177
150
152
92
65
47
33
14
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
7
5
6
9
37
81
179
131
181
228
220
204
180
159
142
156
183
159
156
96
68
48
34
14
9
7
7
14
49
110
235
179
249
312
302
280
247
218
196
214
250
216
215
131
93
66
46
20
10
7
9
15
55
123
245
197
273
344
332
307
272
240
215
236
277
234
237
145
102
74
52
23
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBExit_47_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
3
2
3
3
4
7
6
10
14
15
15
14
11
10
8
8
6
6
4
4
3
3
2
2
3
3
4
4
4
8
7
12
16
17
18
16
13
11
10
10
6
7
5
4
3
3
3
2
3
3
4
4
4
8
7
12
17
18
18
17
14
12
10
10
7
7
5
4
3
3
3
3
4
4
5
6
6
11
9
16
23
24
25
23
19
16
14
14
9
10
7
6
5
5
4
4
5
4
6
6
6
11
10
18
25
27
28
25
21
18
15
15
10
11
8
7
5
5
4
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
3
3
3
3
2
3
2
4
8
8
9
9
7
5
5
4
3
4
3
3
3
3
2
3
3
3
4
3
2
3
2
5
9
10
11
10
8
6
6
5
4
4
4
4
3
3
3
3
4
3
4
3
2
3
2
5
9
10
11
10
8
6
6
5
4
5
4
4
4
4
3
4
5
5
5
5
3
4
3
7
13
14
15
14
11
8
8
7
5
6
6
5
5
5
4
4
6
5
5
5
3
4
4
8
14
15
17
16
12
9
9
7
6
7
6
6
5
5
4
50.0
45.0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
SBVA234Bus.
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7,600
11%
8,400
11%
8,400
11%
10,700
11%
10,600
11%
30
30
30
45
112
223
420
357
507
648
633
596
529
462
410
440
506
430
432
268
194
142
104
52
33
33
33
49
124
247
470
395
560
716
700
659
585
511
453
486
560
470
477
296
214
156
115
58
33
33
33
49
124
247
470
395
560
716
700
659
585
511
453
486
560
470
477
296
214
156
115
58
42
42
42
63
157
315
600
504
714
913
892
840
745
651
577
619
714
590
610
378
273
199
147
73
42
42
42
62
156
312
600
499
706
904
883
831
737
644
571
613
706
590
601
374
270
197
145
73
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.7
43.8
43.9
44.2
44.5
44.8
44.9
44.8
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.7
43.9
44.0
44.2
44.6
44.8
44.9
44.8
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.8
44.8
44.8
44.9
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
17
13
14
26
93
207
395
333
463
582
562
521
461
407
365
399
468
403
402
244
173
124
86
38
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.6
44.7
44.8
44.9
44.9
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
18
15
16
28
103
229
442
368
512
643
621
576
509
451
403
440
517
440
444
270
191
136
95
43
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.6
44.7
44.8
44.9
44.9
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
18
15
16
28
103
229
442
368
512
643
621
576
509
451
403
440
517
440
444
270
191
136
95
43
23
18
20
36
130
293
564
470
653
820
791
734
648
573
514
562
659
553
568
345
243
173
122
54
23
18
20
36
129
290
564
465
645
811
784
726
641
568
509
556
653
553
560
341
242
172
121
54
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBExit_47_SB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
8
7
10
11
11
18
18
31
43
45
47
42
35
30
26
26
17
18
13
11
9
9
7
7
8
8
11
12
12
20
20
34
47
50
52
47
38
33
29
29
19
20
14
12
10
10
7
7
8
8
11
12
12
20
20
34
47
50
52
47
38
33
29
29
19
20
14
12
10
10
7
9
11
10
14
15
15
26
25
43
60
64
66
60
49
42
36
37
23
25
18
16
13
12
9
9
11
10
13
15
15
26
25
43
60
63
65
59
48
41
36
36
23
25
18
15
12
12
9
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7
9
9
9
8
5
7
6
13
23
26
28
26
20
15
15
12
10
12
11
10
9
9
7
8
10
9
10
9
6
8
7
14
26
29
31
29
22
17
17
14
11
13
12
11
10
10
8
8
10
9
10
9
6
8
7
14
26
29
31
29
22
17
17
14
11
13
12
11
10
10
8
10
13
12
13
12
7
10
9
18
33
37
40
37
29
21
21
18
14
17
15
14
13
13
10
10
13
12
13
12
7
10
9
18
33
36
40
37
28
21
21
17
14
16
15
13
13
12
10
45.2
45.0
44.8
44.6
44.4
44.2
44.0
43.8
43.6
43.4
43.2
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,000
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
EBI66
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
20,100
9%
22,300
9%
22,300
9%
28,700
9%
28,600
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
124
83
83
144
391
1,233
1,740
2,406
2,016
1,296
905
864
905
926
987
885
904
1,040
905
700
556
493
329
185
137
92
92
159
434
1,369
1,930
2,670
2,237
1,438
1,004
959
1,004
1,028
1,096
981
1,004
1,150
1,005
776
616
548
365
206
137
92
92
160
433
1,369
1,920
2,670
2,237
1,438
1,005
958
1,005
1,027
1,096
982
1,004
1,160
1,003
776
617
548
365
206
177
118
118
206
559
1,765
2,450
3,442
2,883
1,853
1,294
1,236
1,294
1,323
1,412
1,265
1,294
1,480
1,295
1,001
794
706
471
264
176
117
117
205
557
1,761
2,430
3,432
2,873
1,847
1,290
1,232
1,290
1,320
1,407
1,261
1,291
1,480
1,288
997
792
704
469
264
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
44.1
40.9
28.6
36.1
43.8
44.8
44.8
44.8
44.8
44.7
44.8
44.8
44.6
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.1
41.0
28.8
36.3
43.8
44.8
44.8
44.8
44.8
44.7
44.8
44.8
44.6
44.8
44.9
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
44.8
44.2
41.1
43.2
44.8
45.0
45.0
45.0
45.0
44.9
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
77
41
42
85
325
1,152
1,661
2,267
1,871
1,181
821
772
801
831
898
820
853
993
859
655
506
441
283
143
45.0
45.0
45.0
45.0
45.0
44.7
43.7
38.8
42.1
44.6
44.9
45.0
44.9
44.9
44.9
45.0
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
86
45
46
94
361
1,278
1,844
2,514
2,076
1,311
911
858
888
923
998
909
947
1,099
953
724
559
491
314
159
45.0
45.0
45.0
45.0
45.0
44.7
43.7
38.8
42.1
44.6
44.9
45.0
44.9
44.9
44.9
45.0
44.9
44.9
44.9
45.0
45.0
45.0
45.0
45.0
86
45
46
95
361
1,278
1,834
2,514
2,075
1,311
912
857
889
922
998
910
947
1,108
951
724
560
491
314
159
110
59
60
121
466
1,649
2,340
3,241
2,675
1,690
1,173
1,106
1,144
1,187
1,285
1,172
1,221
1,414
1,227
935
722
633
405
204
111
58
59
120
464
1,645
2,322
3,233
2,665
1,683
1,170
1,101
1,141
1,185
1,280
1,168
1,217
1,413
1,221
931
721
631
403
204
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBEntr_47_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
24
22
21
33
40
53
55
103
104
76
56
59
67
62
58
41
34
30
28
25
28
28
24
22
26
24
23
36
44
59
60
115
116
84
61
65
74
69
64
45
38
32
32
28
32
31
27
24
26
24
23
36
43
59
60
115
117
84
61
65
74
69
64
45
38
33
32
28
32
31
27
24
34
30
29
47
56
76
77
148
150
108
79
83
96
89
83
58
48
42
42
36
41
39
35
31
33
30
29
47
56
76
76
147
150
108
79
84
95
88
83
58
49
42
41
36
40
39
35
31
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBEntrance
From:
VA234Bus.
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
23
20
20
26
26
28
24
36
41
39
28
33
37
33
31
24
17
17
18
20
22
24
22
20
25
23
23
29
29
32
26
41
45
43
32
36
42
36
34
27
19
19
20
24
25
26
24
23
25
23
23
29
29
32
26
41
45
43
32
36
42
36
34
27
19
19
20
24
25
26
24
23
33
29
29
38
37
40
33
53
58
55
42
47
54
47
44
35
25
24
26
30
31
34
31
29
32
29
29
38
37
40
32
52
58
56
41
47
54
47
44
35
25
25
26
30
31
34
31
29
50.0
45.0
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
30
30
30
30
30
FFSpeed
DailyVolume
DailyTruck%
17,700
9%
19,700
9%
19,700
9%
25,500
9%
25,600
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
109
73
73
127
345
1,087
1,530
2,121
1,777
1,143
798
762
798
816
870
780
797
900
799
617
490
435
290
163
121
81
81
141
384
1,211
1,700
2,362
1,979
1,272
888
848
888
909
969
868
888
1,000
889
686
545
485
323
182
121
81
81
141
383
1,211
1,700
2,361
1,977
1,271
888
847
888
908
969
868
888
1,010
887
686
545
484
323
182
157
105
105
183
497
1,570
2,170
3,061
2,564
1,648
1,151
1,099
1,151
1,177
1,256
1,125
1,151
1,300
1,152
890
706
628
419
235
158
105
105
184
499
1,577
2,180
3,073
2,573
1,654
1,155
1,103
1,155
1,182
1,260
1,129
1,156
1,310
1,154
893
709
630
420
236
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
29.7
28.4
22.7
26.4
29.5
29.9
29.9
29.9
29.9
29.9
29.9
29.9
29.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.7
28.4
22.6
26.3
29.5
29.9
29.9
29.9
29.9
29.9
29.9
29.9
29.9
29.9
30.0
30.0
30.0
30.0
30.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
29.9
29.7
28.5
29.4
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
68
36
37
75
287
1,015
1,461
1,998
1,649
1,042
724
681
706
732
792
723
752
859
758
577
446
389
250
126
30.0
30.0
30.0
30.0
30.0
29.9
29.5
27.6
28.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
76
40
41
83
319
1,131
1,624
2,224
1,836
1,160
806
759
786
816
882
804
837
955
843
640
495
435
278
141
30.0
30.0
30.0
30.0
30.0
29.9
29.5
27.6
28.9
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
76
40
41
83
319
1,131
1,624
2,223
1,834
1,159
806
758
786
815
882
804
837
964
841
640
495
434
278
141
98
52
53
107
414
1,466
2,073
2,882
2,379
1,503
1,044
983
1,018
1,056
1,143
1,042
1,086
1,242
1,092
831
642
563
360
181
99
52
53
108
416
1,473
2,083
2,894
2,387
1,507
1,047
986
1,022
1,061
1,147
1,046
1,090
1,251
1,094
834
645
565
361
182
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
21
19
18
29
35
47
48
91
92
67
49
52
59
55
51
36
30
26
25
22
25
25
21
19
23
21
20
32
39
52
53
102
103
74
54
57
65
61
57
40
34
28
28
25
28
27
24
21
23
21
20
32
38
52
53
102
103
74
54
57
65
61
57
40
34
29
28
25
28
27
24
21
30
27
26
42
50
68
68
132
133
96
70
74
85
79
74
52
43
37
37
32
36
35
31
28
30
27
26
42
50
68
68
132
134
97
71
75
85
79
74
52
44
37
37
32
36
35
31
28
HeavyTruckVolume
Location
BasicProperties
Scenario
Facility:
EBEntrance I66interchangeatVA234Business
From:
To:
NBVA234Bus.
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
20
18
18
23
23
25
21
32
36
34
25
29
33
29
27
21
15
15
16
18
19
21
19
18
22
20
20
26
26
28
23
36
40
38
28
32
37
32
30
24
17
17
18
21
22
23
21
20
22
20
20
26
26
28
23
36
40
38
28
32
37
32
30
24
17
17
18
21
22
23
21
20
29
26
26
34
33
36
29
47
52
49
37
42
48
42
39
31
22
21
23
27
28
30
28
26
29
26
26
34
33
36
29
47
52
50
37
42
48
42
39
31
22
22
23
27
28
30
28
26
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,500
3,000
2013Existing
2,500
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2,400
9%
2,600
9%
2,600
9%
3,200
8%
3,000
9%
15
10
10
17
46
146
210
285
239
153
107
102
107
110
117
105
107
140
106
83
66
58
39
22
16
11
11
18
50
158
230
308
258
166
116
111
116
119
127
113
116
150
116
90
71
63
42
24
16
11
11
19
50
158
220
309
260
167
117
111
117
119
127
114
116
150
116
90
72
64
42
24
20
13
13
23
62
195
280
381
319
205
143
137
143
146
156
140
143
180
143
111
88
78
52
29
18
12
12
21
58
184
250
359
300
193
135
129
135
138
147
132
135
170
134
104
83
74
49
28
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
9
5
5
10
38
137
200
269
222
139
97
91
95
99
106
97
101
134
101
78
60
52
33
17
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
10
5
5
11
42
147
220
290
240
151
105
99
102
107
116
105
110
144
110
84
64
56
36
18
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
10
5
5
12
42
147
210
291
241
152
106
99
103
107
116
106
110
144
110
84
65
57
36
18
12
7
7
14
52
183
267
359
296
187
129
123
126
131
142
130
135
172
135
104
80
70
45
23
12
6
6
12
48
172
239
339
278
176
123
115
119
124
133
122
127
162
127
97
76
66
42
22
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
3
3
4
5
6
7
12
12
9
7
7
8
7
7
5
4
4
3
3
3
3
3
3
3
3
3
4
5
7
7
13
13
10
7
8
9
8
7
5
4
4
4
3
4
4
3
3
3
3
3
4
5
7
7
13
14
10
7
8
9
8
7
5
4
4
4
3
4
4
3
3
4
3
3
5
6
8
9
16
17
12
9
9
11
10
9
6
5
5
5
4
5
4
4
3
3
3
3
5
6
8
8
15
16
11
8
9
10
9
9
6
5
5
4
4
4
4
4
3
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: EBEntr_47_SB
Facility:
EBEntrance I66interchangeatVA234Business
From:
To:
SBVA234Bus.
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
2
2
3
3
3
3
4
5
5
3
4
4
4
4
3
2
2
2
2
3
3
3
2
3
3
3
3
3
4
3
5
5
5
4
4
5
4
4
3
2
2
2
3
3
3
3
3
3
3
3
3
3
4
3
5
5
5
4
4
5
4
4
3
2
2
2
3
3
3
3
3
4
3
3
4
4
4
4
6
6
6
5
5
6
5
5
4
3
3
3
3
3
4
3
3
3
3
3
4
4
4
3
5
6
6
4
5
6
5
5
4
3
3
3
3
3
4
3
3
45.0
45.0
2013Existing
45.0
2020NoBuild
45.0
2020Build
45.0
2040NoBuild
45.0
2040Build
45.0
12AM
4AM
8AM
12PM
4PM
8PM
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
2
2
2
2
2
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
35
35
35
35
35
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
10,100
12%
11,300
12%
11,400
12%
14,800
12%
15,100
12%
40
40
30
40
130
292
390
352
433
412
503
623
714
805
785
785
814
680
632
594
513
282
130
81
44
44
34
44
146
326
440
394
484
461
562
697
798
899
876
876
910
770
708
663
574
314
146
90
45
45
34
45
148
330
450
398
488
465
568
703
806
908
885
885
920
760
713
669
579
317
148
91
59
59
44
59
191
429
570
517
634
604
736
913
1,046
1,179
1,149
1,149
1,194
1,000
927
869
751
412
191
118
60
60
45
60
195
435
600
525
645
616
751
931
1,066
1,201
1,171
1,171
1,215
1,020
947
886
765
420
195
120
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.9
34.9
34.9
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
34.9
34.9
34.9
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
33
30
18
22
69
223
332
314
389
355
416
506
592
691
702
726
765
645
596
560
483
264
121
74
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
37
32
20
24
79
249
374
352
435
398
466
566
662
771
783
810
853
730
667
625
540
292
136
82
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
38
32
20
24
80
251
383
355
438
401
470
570
668
779
792
819
863
721
672
631
545
295
138
83
50
44
26
30
102
327
485
463
570
521
609
742
868
1,012
1,029
1,062
1,120
948
875
818
707
384
177
109
50
44
27
33
105
331
510
469
579
531
621
756
884
1,031
1,048
1,083
1,141
966
894
835
721
392
181
110
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
5
5
9
29
36
34
25
28
36
54
67
74
70
52
39
33
24
24
21
17
9
5
3
3
5
6
9
32
40
39
27
32
40
60
75
83
78
58
43
38
28
27
23
19
11
5
4
3
6
6
10
33
41
39
28
32
41
61
76
84
79
58
43
38
27
27
23
19
11
5
4
4
7
8
14
43
53
50
36
42
53
79
98
109
102
76
57
50
36
34
30
25
14
7
4
4
7
8
13
43
54
53
37
43
54
81
100
111
104
77
58
50
37
35
31
24
14
7
4
HeavyTruckVolume
Location
BasicProperties
Scenario
Facility:
WBEntrance I66interchangeatVA234Business
From:
To:
VA234Bus.
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
5
7
9
32
33
24
13
16
21
33
50
48
44
31
20
16
11
12
13
13
9
4
4
4
7
8
11
35
37
27
15
17
23
36
56
53
50
35
23
19
12
14
15
15
11
5
4
4
7
8
11
35
38
28
15
18
23
37
57
54
50
35
23
19
12
14
15
15
11
5
4
5
8
10
15
46
49
35
18
22
30
48
73
69
65
44
30
24
16
18
21
19
14
7
5
6
9
10
14
47
50
37
19
23
31
49
75
71
66
46
30
24
17
18
20
20
14
7
6
35.1
35.0
2013Existing
35.0
2020NoBuild
2020Build
34.9
2040NoBuild
34.9
2040Build
34.8
12AM
4AM
8AM
12PM
4PM
8PM
1,400
1,200
2013Existing
1,000
800
2020NoBuild
600
2020Build
400
2040NoBuild
200
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
0
0
5
0
0
5
0
0
5
0
0
5
0
0
5
DailyVolume
DailyTruck%
7,600
12%
8,400
12%
8,400
12%
10,700
12%
10,600
12%
30
30
23
30
98
220
290
265
326
310
379
469
538
606
591
591
613
510
477
447
386
212
98
61
33
33
25
33
109
243
320
293
360
343
418
519
594
669
652
652
677
570
527
493
427
234
109
67
33
33
25
33
109
244
320
294
360
343
419
519
595
670
653
653
679
560
527
494
427
234
109
67
43
43
32
43
138
309
410
373
458
436
532
660
756
852
830
830
862
730
671
628
543
298
138
85
42
42
32
42
137
305
420
368
453
432
527
653
748
843
822
822
852
720
665
622
537
295
137
84
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
25
22
14
16
52
168
247
236
293
267
313
381
446
520
529
547
576
484
450
421
363
198
91
56
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
28
24
15
18
59
185
272
262
323
296
346
421
493
574
583
603
635
540
497
465
402
218
101
61
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
28
24
15
18
59
186
272
262
323
296
347
421
493
575
584
604
637
531
497
466
402
218
101
61
36
32
19
22
74
236
349
334
412
376
440
536
627
731
743
767
809
692
633
591
511
278
128
78
35
31
19
23
74
232
357
329
407
372
436
530
620
724
736
760
800
682
627
586
506
275
127
77
Scenario
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
Facility:
From:
To:
NBVA234Bus.
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
4
4
7
22
27
25
19
21
27
41
50
56
53
39
29
25
18
18
16
13
7
4
2
2
4
4
7
24
30
28
20
24
30
45
56
62
58
43
32
28
21
20
17
14
8
4
3
2
4
4
7
24
30
28
21
24
30
45
56
62
58
43
32
28
20
20
17
14
8
4
3
3
5
6
10
31
38
36
26
30
38
57
71
79
74
55
41
36
26
25
22
18
10
5
3
3
5
6
9
30
38
37
26
30
38
57
70
78
73
54
41
35
26
25
22
17
10
5
3
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
4
5
7
24
25
18
10
12
16
25
38
36
33
23
15
12
8
9
10
10
7
3
3
3
5
6
8
26
28
20
11
13
17
27
42
39
37
26
17
14
9
10
11
11
8
4
3
3
5
6
8
26
28
20
11
13
17
27
42
40
37
26
17
14
9
10
11
11
8
4
3
4
6
7
11
33
35
25
13
16
22
35
53
50
47
32
22
17
12
13
15
14
10
5
4
4
6
7
10
33
35
26
13
16
22
34
53
50
46
32
21
17
12
13
14
14
10
5
4
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,000
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
0
0
5
0
0
5
0
0
5
0
0
5
0
0
5
DailyVolume
DailyTruck%
2,500
12%
2,900
12%
3,000
12%
4,100
12%
4,500
12%
10
10
7
10
32
72
100
87
107
102
124
154
176
199
194
194
201
170
155
147
127
70
32
20
11
11
9
11
37
83
120
101
124
118
144
178
204
230
224
224
233
200
181
170
147
80
37
23
12
12
9
12
39
86
130
104
128
122
149
184
211
238
232
232
241
200
186
175
152
83
39
24
16
16
12
16
53
120
160
144
176
168
204
253
290
327
319
319
332
270
256
241
208
114
53
33
18
18
13
18
58
130
180
157
192
184
224
278
318
358
349
349
363
300
282
264
228
125
58
36
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
8
8
4
6
17
55
85
78
96
88
103
125
146
171
173
179
189
161
146
139
120
66
30
18
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
9
8
5
6
20
64
102
90
112
102
120
145
169
197
200
207
218
190
170
160
138
74
35
21
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
10
8
5
6
21
65
111
93
115
105
123
149
175
204
208
215
226
190
175
165
143
77
37
22
14
12
7
8
28
91
136
129
158
145
169
206
241
281
286
295
311
256
242
227
196
106
49
31
15
13
8
10
31
99
153
140
172
159
185
226
264
307
312
323
341
284
267
249
215
117
54
33
Scenario
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
Facility:
From:
To:
SBVA234Bus.
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
2
7
9
9
6
7
9
13
17
18
17
13
10
8
6
6
5
4
2
1
1
1
1
2
2
8
10
11
7
8
10
15
19
21
20
15
11
10
7
7
6
5
3
1
1
1
2
2
3
9
11
11
7
8
11
16
20
22
21
15
11
10
7
7
6
5
3
1
1
1
2
2
4
12
15
14
10
12
15
22
27
30
28
21
16
14
10
9
8
7
4
2
1
1
2
2
4
13
16
16
11
13
16
24
30
33
31
23
17
15
11
10
9
7
4
2
1
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
2
2
8
8
6
3
4
5
8
12
12
11
8
5
4
3
3
3
3
2
1
1
1
2
2
3
9
9
7
4
4
6
9
14
14
13
9
6
5
3
4
4
4
3
1
1
1
2
2
3
9
10
8
4
5
6
10
15
14
13
9
6
5
3
4
4
4
3
1
1
1
2
3
4
13
14
10
5
6
8
13
20
19
18
12
8
7
4
5
6
5
4
2
1
2
3
3
4
14
15
11
6
7
9
15
22
21
20
14
9
7
5
5
6
6
4
2
2
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
2
1,400
30
Ramp(Loop)
2
1,400
30
Ramp(Loop)
2
1,400
30
Ramp(Loop)
2
1,400
30
Ramp(Loop)
2
1,400
30
DailyVolume
DailyTruck%
17,700
10%
19,700
10%
19,700
10%
25,500
10%
25,600
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
238
119
85
68
102
238
960
748
867
731
629
714
833
884
1,156
1,326
1,394
1,610
1,411
1,258
799
629
527
374
265
132
95
76
114
264
1,070
832
965
814
700
795
927
984
1,287
1,476
1,551
1,790
1,571
1,400
889
700
587
416
265
132
95
76
114
264
1,070
832
965
814
700
795
927
984
1,287
1,476
1,551
1,790
1,571
1,400
889
700
587
416
343
172
123
98
147
343
1,370
1,078
1,250
1,054
907
1,029
1,201
1,274
1,666
1,911
2,009
2,320
2,034
1,813
1,152
907
760
539
344
172
123
98
148
345
1,380
1,084
1,255
1,058
910
1,033
1,206
1,280
1,673
1,919
2,019
2,320
2,041
1,821
1,157
910
763
541
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
29.7
29.9
29.8
29.9
30.0
29.9
29.8
29.8
29.3
28.7
28.4
27.0
28.3
29.1
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.7
29.9
29.8
29.9
30.0
29.9
29.8
29.8
29.3
28.7
28.4
27.0
28.3
29.0
29.9
30.0
30.0
30.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.7
29.5
29.7
29.8
30.0
30.0
30.0
30.0
205
87
55
39
55
190
828
681
793
639
525
589
703
772
1,044
1,227
1,305
1,521
1,328
1,190
759
591
495
349
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.6
29.5
29.1
29.5
29.7
30.0
30.0
30.0
30.0
228
98
62
43
62
211
922
757
884
710
584
657
782
860
1,162
1,366
1,452
1,690
1,479
1,324
844
658
551
387
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.6
29.5
29.1
29.5
29.7
30.0
30.0
30.0
30.0
228
98
62
43
62
211
922
757
884
710
584
657
782
860
1,162
1,366
1,452
1,690
1,479
1,324
844
658
551
387
294
126
79
56
80
273
1,182
980
1,144
920
756
849
1,014
1,113
1,504
1,769
1,881
2,190
1,914
1,716
1,094
852
714
502
295
126
79
56
81
275
1,190
986
1,149
924
759
853
1,017
1,118
1,511
1,776
1,889
2,190
1,921
1,723
1,099
855
716
504
Scenario
To:
SBVA234Bus.
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
WBExit_47_SB
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
16
16
14
14
24
25
79
46
50
62
68
75
83
73
76
70
64
66
58
44
25
21
18
13
18
17
15
16
26
28
89
51
55
70
75
83
92
81
85
78
71
74
64
49
28
23
20
15
18
17
15
16
26
28
89
51
55
70
75
83
92
81
85
78
71
74
64
49
28
23
20
15
24
23
20
20
34
37
113
67
72
90
98
108
119
105
110
100
92
96
83
63
36
30
26
19
24
23
20
20
34
37
114
67
72
90
98
108
120
106
110
101
93
96
83
64
36
30
26
19
HeavyTruckVolume
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
17
16
16
15
23
23
53
21
24
30
36
50
47
39
36
29
25
23
25
24
15
17
14
12
19
17
18
17
26
25
59
24
26
34
41
55
53
43
40
32
28
26
28
27
17
19
16
14
19
17
18
17
26
25
59
24
26
34
41
55
53
43
40
32
28
26
28
27
17
19
16
14
25
23
24
22
33
33
75
31
34
44
53
72
68
56
52
42
36
34
37
34
22
25
20
18
25
23
24
22
33
33
76
31
34
44
53
72
69
56
52
42
37
34
37
34
22
25
21
18
30.5
30.0
29.5
29.0
28.5
28.0
27.5
27.0
26.5
26.0
25.5
25.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
To:
NBVA234Bus.
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2,400
10%
2,600
10%
2,600
10%
3,200
10%
3,000
10%
18
9
4
4
4
24
160
121
136
147
125
123
152
167
160
171
158
220
156
145
79
55
40
22
19
9
5
5
5
26
180
130
146
158
134
132
163
179
172
184
170
250
167
156
85
59
42
24
19
10
5
5
5
25
180
130
148
159
136
133
164
181
174
186
170
230
170
157
86
60
43
24
23
12
6
6
6
32
230
160
181
195
166
163
201
221
213
227
210
290
207
192
105
73
52
29
22
11
5
5
5
30
230
149
168
182
155
152
188
207
198
212
196
270
194
179
98
68
49
27
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
16
7
2
2
2
19
138
111
124
128
105
101
128
146
144
158
148
208
147
137
75
52
38
20
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
17
7
3
3
3
21
155
118
134
138
112
109
138
156
156
170
159
236
157
148
80
55
40
22
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
17
8
3
3
3
20
155
118
136
138
113
110
139
158
158
172
159
218
160
149
81
56
41
22
19
8
4
4
4
26
198
145
166
170
138
135
170
193
192
210
196
274
195
181
100
69
49
27
18
9
3
3
3
24
198
136
153
158
129
125
158
181
179
196
183
255
183
170
93
64
46
25
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
WBExit_47_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
1
3
13
7
8
13
13
13
15
14
11
9
7
9
6
5
2
2
1
1
1
1
1
1
1
3
15
8
8
13
14
14
16
15
11
10
8
10
7
5
3
2
1
1
1
1
1
1
1
3
15
8
8
14
15
14
16
15
11
10
8
9
7
5
3
2
1
1
2
2
1
1
1
3
19
10
10
17
18
17
20
18
14
12
10
12
8
7
3
2
2
1
2
1
1
1
1
3
19
9
10
16
17
16
19
17
13
11
9
11
8
6
3
2
2
1
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
1
2
9
3
4
6
7
9
9
7
5
4
3
3
3
3
2
1
1
1
1
1
1
1
1
2
10
4
4
7
8
9
9
8
5
4
3
4
3
3
2
2
1
1
1
1
1
1
1
2
10
4
4
7
8
9
9
8
5
4
3
3
3
3
2
2
1
1
2
2
1
1
1
3
13
5
5
8
10
11
11
10
7
5
4
4
4
4
2
2
1
1
2
1
1
1
1
3
13
4
5
8
9
11
11
9
6
5
4
4
3
3
2
2
1
1
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
350
300
2013Existing
250
200
2020NoBuild
150
2020Build
100
2040NoBuild
50
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
To:
US29[Centreville]
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
8,400
9%
8,500
9%
8,500
9%
8,800
9%
8,900
9%
132
50
33
24
24
58
270
223
280
362
314
288
346
355
494
561
659
800
875
709
561
445
355
182
134
50
33
25
25
60
270
226
284
367
318
292
350
359
501
567
669
810
883
717
567
450
359
184
134
50
33
25
25
60
270
227
284
368
318
293
351
360
502
569
671
790
887
719
569
451
360
184
139
52
34
27
27
62
270
236
296
383
330
304
365
374
521
591
696
800
920
748
591
469
374
191
141
53
35
27
27
62
280
238
298
386
334
307
369
378
527
597
704
810
929
755
597
475
378
193
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.6
29.3
29.7
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.9
29.8
29.6
29.2
29.7
29.9
30.0
30.0
30.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.9
29.6
29.4
29.8
29.9
30.0
30.0
30.0
113
38
22
14
12
46
233
204
257
316
262
238
293
310
445
520
617
756
824
672
533
418
333
170
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.6
29.4
29.8
29.9
30.0
30.0
30.0
116
36
21
14
13
48
233
205
260
320
265
241
295
315
453
525
627
765
831
678
538
423
337
171
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
29.8
29.7
29.4
29.8
29.9
30.0
30.0
30.0
116
36
21
14
13
48
233
206
260
321
265
242
296
316
454
527
628
746
835
680
540
424
338
171
119
38
22
15
14
49
233
215
271
335
276
251
307
326
470
547
652
755
865
707
561
441
351
177
121
39
23
15
14
49
241
217
273
337
279
254
311
330
476
553
660
766
874
714
567
446
355
179
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
30
30
30
30
30
FFSpeed
a:
b:
WBExit_52_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
9
6
5
5
6
6
22
13
16
31
34
30
34
29
33
29
30
33
35
24
17
15
12
6
9
7
6
5
6
6
22
14
16
32
34
31
35
29
33
29
30
34
36
25
18
15
13
7
9
7
6
5
6
6
22
14
16
32
34
31
35
29
33
29
31
33
36
25
18
15
13
7
10
7
5
6
7
7
22
14
17
32
35
32
37
31
34
31
32
33
38
27
19
16
13
7
10
7
5
6
7
7
23
14
17
33
36
32
37
31
34
31
32
33
38
27
19
16
13
7
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
10
6
6
5
6
6
15
6
7
15
18
20
19
16
16
12
12
11
16
13
11
12
10
6
9
7
6
6
6
6
15
7
8
15
19
20
20
15
15
13
12
11
16
14
11
12
9
6
9
7
6
6
6
6
15
7
8
15
19
20
20
15
15
13
12
11
16
14
11
12
9
6
10
7
7
6
6
6
15
7
8
16
19
21
21
17
17
13
12
12
17
14
11
12
10
7
10
7
7
6
6
6
16
7
8
16
19
21
21
17
17
13
12
11
17
14
11
13
10
7
30.2
30.0
29.8
29.6
29.4
29.2
29.0
28.8
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,000
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
0
0
5
0
0
5
0
0
5
0
0
5
0
0
5
DailyVolume
DailyTruck%
6,900
9%
7,200
9%
7,200
9%
7,900
9%
8,000
9%
109
41
27
20
20
48
210
184
231
299
259
238
286
293
408
463
544
640
722
585
463
367
293
150
114
43
28
21
21
51
220
193
242
313
271
249
299
306
427
484
571
650
754
612
484
384
306
157
114
43
28
21
21
51
220
193
242
313
271
249
299
306
427
484
571
650
754
612
484
384
306
157
125
47
31
24
24
56
240
213
267
345
298
274
329
337
470
533
628
690
830
674
533
423
337
172
127
48
32
24
24
55
250
214
269
348
301
277
333
341
475
538
634
710
838
681
538
428
341
174
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
94
31
18
12
10
38
181
168
212
261
216
196
242
256
368
429
509
605
680
554
440
345
275
140
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
98
31
18
12
11
41
190
175
221
273
226
206
252
268
386
448
535
614
709
579
460
361
287
146
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
98
31
18
12
11
41
190
175
221
273
226
206
252
268
386
448
535
614
709
579
460
361
287
146
107
35
20
14
13
45
207
194
245
302
249
226
277
294
424
493
588
652
781
637
506
398
316
160
109
36
21
14
13
44
215
195
247
304
252
229
281
298
429
498
594
671
789
644
511
402
320
162
Scenario
To:
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
WBExit_52_NB
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7
5
4
4
5
5
17
11
13
26
28
25
28
24
27
24
25
26
29
20
14
12
10
5
8
6
5
4
5
5
18
12
14
27
29
26
30
25
28
25
26
27
31
21
15
13
11
6
8
6
5
4
5
5
18
12
14
27
29
26
30
25
28
25
26
27
31
21
15
13
11
6
9
6
5
5
6
6
20
13
15
29
32
29
33
28
31
28
29
28
34
24
17
14
12
6
9
6
5
5
6
6
21
13
15
30
32
29
33
28
31
28
29
29
34
24
17
14
12
6
HeavyTruckVolume
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
8
5
5
4
5
5
12
5
6
12
15
17
16
13
13
10
10
9
13
11
9
10
8
5
8
6
5
5
5
5
12
6
7
13
16
17
17
13
13
11
10
9
14
12
9
10
8
5
8
6
5
5
5
5
12
6
7
13
16
17
17
13
13
11
10
9
14
12
9
10
8
5
9
6
6
5
5
5
13
6
7
14
17
19
19
15
15
12
11
10
15
13
10
11
9
6
9
6
6
5
5
5
14
6
7
14
17
19
19
15
15
12
11
10
15
13
10
12
9
6
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
0
0
5
0
0
5
0
0
5
0
0
5
0
0
5
DailyVolume
DailyTruck%
1,500
9%
1,300
9%
1,300
9%
900
10%
900
9%
23
9
6
4
4
10
60
39
49
63
55
50
60
62
86
98
115
160
153
124
98
78
62
32
20
7
5
4
4
9
50
33
42
54
47
43
51
53
74
83
98
160
129
105
83
66
53
27
20
7
5
4
4
9
50
34
42
55
47
44
52
54
75
85
100
140
133
107
85
67
54
27
14
5
3
3
3
6
30
23
29
38
32
30
36
37
51
58
68
110
90
74
58
46
37
19
14
5
3
3
3
7
30
24
29
38
33
30
36
37
52
59
70
100
91
74
59
47
37
19
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
19
7
4
2
2
8
52
36
45
55
46
42
51
54
77
91
108
151
144
118
93
73
58
30
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
18
5
3
2
2
7
43
30
39
47
39
35
43
47
67
77
92
151
122
99
78
62
50
25
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
18
5
3
2
2
7
43
31
39
48
39
36
44
48
68
79
93
132
126
101
80
63
51
25
12
3
2
1
1
4
26
21
26
33
27
25
30
32
46
54
64
103
84
70
55
43
35
17
12
3
2
1
1
5
26
22
26
33
27
25
30
32
47
55
66
95
85
70
56
44
35
17
Scenario
To:
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
WBExit_52_SB
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
1
1
5
2
3
5
6
5
6
5
6
5
5
7
6
4
3
3
2
1
1
1
1
1
1
1
4
2
2
5
5
5
5
4
5
4
4
7
5
4
3
2
2
1
1
1
1
1
1
1
4
2
2
5
5
5
5
4
5
4
5
6
5
4
3
2
2
1
1
1
0
1
1
1
2
1
2
3
3
3
4
3
3
3
3
5
4
3
2
2
1
1
1
1
0
1
1
1
2
1
2
3
4
3
4
3
3
3
3
4
4
3
2
2
1
1
HeavyTruckVolume
DisplayCode:
Facility:
WBExit
From:
WBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
1
1
3
1
1
3
3
3
3
3
3
2
2
2
3
2
2
2
2
1
1
1
1
1
1
1
3
1
1
2
3
3
3
2
2
2
2
2
2
2
2
2
1
1
1
1
1
1
1
1
3
1
1
2
3
3
3
2
2
2
2
2
2
2
2
2
1
1
1
1
1
1
1
1
2
1
1
2
2
2
2
2
2
1
1
2
2
1
1
1
1
1
1
1
1
1
1
1
2
1
1
2
2
2
2
2
2
1
1
1
2
1
1
1
1
1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
180
160
140
120
100
80
60
40
20
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
DailyVolume
DailyTruck%
4,700
10%
5,900
10%
5,900
10%
9,500
10%
9,300
10%
47
23
9
9
14
37
230
201
257
224
192
201
224
248
304
355
439
330
384
285
234
196
168
89
59
29
12
12
18
47
290
252
322
281
240
252
281
310
381
445
551
420
480
357
293
246
211
111
59
29
12
12
18
47
290
252
323
282
241
252
282
311
381
446
552
410
480
358
293
247
211
112
95
47
19
19
28
76
460
407
520
454
388
407
454
501
615
719
889
660
775
577
473
397
340
180
93
46
19
19
28
73
450
397
509
444
379
398
444
491
602
703
869
650
760
565
463
389
333
176
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
29.9
29.8
29.7
29.1
29.8
29.6
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
29.9
29.9
29.7
29.2
29.8
29.6
29.9
30.0
30.0
30.0
30.0
Scenario
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
41
17
6
5
8
29
198
183
235
196
160
166
189
216
275
328
411
311
361
270
223
185
157
83
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
51
21
8
7
10
38
250
229
295
245
200
208
237
270
344
412
516
397
451
338
278
231
198
103
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
29.9
30.0
30.0
30.0
30.0
30.0
30.0
30.0
51
21
8
7
10
38
250
229
295
246
201
208
238
271
344
413
517
387
451
338
278
232
198
104
81
35
12
11
16
61
397
370
476
396
324
336
383
438
556
665
832
623
729
546
449
373
319
168
80
34
12
11
16
58
388
361
466
388
316
328
375
428
543
651
813
614
715
534
440
365
312
164
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
Facility:
WBEntrance I66interchangeatUS29[Centreville]
From:
To:
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
3
1
2
3
4
19
12
15
19
21
21
22
21
20
19
20
14
16
10
7
6
6
3
4
4
2
2
4
5
24
16
18
24
26
26
28
26
25
23
25
17
20
12
9
8
7
4
4
4
2
2
4
5
24
16
19
24
26
26
28
26
25
23
25
17
20
13
9
8
7
4
7
6
3
4
6
8
38
25
30
39
42
43
45
41
40
38
41
27
32
20
15
13
12
6
6
6
3
4
6
8
37
25
29
38
41
42
44
41
40
37
40
27
31
20
14
13
12
6
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
3
2
2
3
4
13
6
7
9
11
14
13
11
9
8
8
5
7
5
4
5
5
3
4
4
2
3
4
4
16
7
9
12
14
18
16
14
12
10
10
6
9
7
6
7
6
4
4
4
2
3
4
4
16
7
9
12
14
18
16
14
12
10
10
6
9
7
6
7
6
4
7
6
4
4
6
7
25
12
14
19
22
28
26
22
19
16
16
10
14
11
9
11
9
6
7
6
4
4
6
7
25
11
14
18
22
28
25
22
19
15
16
9
14
11
9
11
9
6
30.2
30.0
29.8
29.6
29.4
29.2
29.0
28.8
28.6
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,000
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3,700
9%
3,700
9%
3,600
9%
3,800
9%
3,400
9%
12
8
4
8
20
29
170
192
215
147
119
107
111
123
163
294
614
260
520
290
95
123
48
28
12
8
4
8
20
27
180
189
214
146
119
107
111
123
162
293
608
270
517
289
95
123
47
28
12
8
4
8
19
27
170
186
209
143
116
104
108
120
159
286
596
250
507
282
93
120
46
27
12
8
4
8
20
28
180
195
219
150
122
110
114
126
167
301
626
280
532
297
98
126
49
28
11
7
4
7
18
26
160
175
197
135
109
99
102
113
150
270
562
240
478
266
88
113
44
26
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.8
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.8
45.0
44.9
45.0
45.0
45.0
45.0
45.0
10
6
2
4
10
23
147
175
197
128
99
89
94
108
147
273
575
245
490
275
90
116
45
26
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
44.9
45.0
45.0
45.0
45.0
45.0
10
6
2
4
10
21
155
172
196
128
99
89
94
108
146
272
569
255
487
274
90
116
44
26
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
44.9
45.0
45.0
45.0
45.0
45.0
10
6
2
4
11
21
147
169
191
125
97
86
91
105
144
265
558
236
477
267
88
113
43
25
10
6
2
4
10
22
155
177
200
131
102
90
97
110
151
278
586
264
500
281
93
119
46
26
9
5
2
4
10
21
138
159
181
117
91
82
86
99
135
250
526
227
449
252
83
106
41
24
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
2
5
3
14
12
12
13
13
11
11
10
11
15
28
11
21
10
3
4
2
1
1
1
1
2
5
3
15
12
12
12
13
11
11
10
11
15
28
11
21
10
3
4
2
1
1
1
1
2
4
3
14
12
12
12
12
11
11
10
10
15
27
10
21
10
3
4
2
1
1
1
1
2
5
3
15
12
13
13
13
12
11
10
11
16
29
12
22
10
3
4
2
1
1
1
1
1
4
3
13
11
11
12
12
10
10
9
10
14
26
10
20
9
3
4
2
1
HeavyTruckVolume
Location
BasicProperties
Scenario
Facility:
WBEntrance I66interchangeatUS29[Centreville]
From:
To:
WBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
2
5
3
9
5
6
6
7
7
6
5
5
6
11
4
9
5
2
3
1
1
1
1
1
2
5
3
10
5
6
6
7
7
6
5
5
6
11
4
9
5
2
3
1
1
1
1
1
2
4
3
9
5
6
6
7
7
6
5
5
6
11
4
9
5
2
3
1
1
1
1
1
2
5
3
10
6
6
6
7
8
6
6
5
7
11
4
10
6
2
3
1
1
1
1
1
2
4
2
9
5
5
6
6
7
6
5
5
6
10
3
9
5
2
3
1
1
45.1
45.0
45.0
44.9
44.9
44.8
44.8
44.7
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
700
600
2013Existing
500
400
2020NoBuild
300
2020Build
200
2040NoBuild
100
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
To:
US29[Centreville]
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
8,400
8%
9,600
8%
9,500
8%
13,300
8%
12,700
8%
56
32
16
16
48
192
870
832
808
648
456
328
360
352
352
360
400
590
466
417
281
248
192
80
64
36
18
18
55
220
1,000
951
923
741
521
375
412
402
402
412
457
670
532
476
321
283
220
91
63
37
18
18
55
218
980
943
915
734
517
372
408
399
399
408
454
660
525
472
317
281
217
90
89
51
25
25
76
306
1,370
1,323
1,284
1,029
724
521
571
559
559
571
637
910
738
661
445
394
305
127
85
48
24
24
72
293
1,320
1,260
1,222
980
690
496
544
532
532
544
606
890
699
629
423
375
291
121
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
38.2
39.0
39.6
43.0
44.6
44.9
44.9
44.9
44.9
44.9
44.8
44.0
44.6
44.8
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
39.2
40.1
40.6
43.4
44.7
44.9
44.9
44.9
44.9
44.9
44.9
44.1
44.7
44.8
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
44.2
44.3
44.4
44.8
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
34
16
8
9
40
179
831
783
750
590
414
293
318
317
320
335
378
565
442
389
256
222
165
62
45.0
45.0
45.0
45.0
45.0
45.0
43.4
43.7
43.9
44.6
44.9
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.9
45.0
45.0
45.0
45.0
45.0
40
18
8
10
47
205
956
895
857
674
473
334
363
362
365
382
431
640
504
444
292
254
189
70
45.0
45.0
45.0
45.0
45.0
45.0
43.6
43.8
43.9
44.6
44.9
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.9
45.0
45.0
45.0
45.0
45.0
40
18
8
10
47
203
936
889
849
669
469
332
361
358
362
378
429
630
498
441
288
252
187
69
55
25
12
15
64
286
1,309
1,246
1,191
938
656
466
505
501
510
529
601
870
699
617
405
354
263
98
54
24
12
15
60
274
1,261
1,186
1,133
893
626
443
481
478
485
504
572
850
663
587
385
336
250
93
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
a:
b:
EBExit_52_NBSB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
11
9
4
4
5
9
27
36
42
38
28
22
27
23
21
16
15
16
15
15
14
14
14
9
12
10
5
5
5
10
31
41
48
44
32
26
31
26
24
19
18
19
17
17
16
16
16
11
12
10
5
5
5
10
31
40
48
43
32
26
30
27
24
19
17
19
16
17
16
16
16
11
17
13
7
6
7
13
43
57
67
60
45
35
42
38
32
27
24
25
24
24
22
22
22
15
16
12
7
5
7
12
41
55
64
57
42
34
40
35
31
25
23
25
22
23
22
21
22
14
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
11
7
4
3
3
4
12
13
16
20
14
13
15
12
11
9
7
9
9
13
11
12
13
9
12
8
5
3
3
5
13
15
18
23
16
15
18
14
13
11
8
11
11
15
13
13
15
10
11
9
5
3
3
5
13
14
18
22
16
14
17
14
13
11
8
11
11
14
13
13
14
10
17
13
6
4
5
7
18
20
26
31
23
20
24
20
17
15
12
15
15
20
18
18
20
14
15
12
5
4
5
7
18
19
25
30
22
19
23
19
16
15
11
15
14
19
16
18
19
14
46.0
44.0
2013Existing
42.0
2020NoBuild
40.0
2020Build
38.0
2040NoBuild
36.0
2040Build
34.0
12AM
4AM
8AM
12PM
4PM
8PM
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3,700
8%
3,700
8%
3,600
8%
3,800
8%
3,400
8%
25
14
7
7
21
85
380
367
356
286
201
145
159
155
155
159
176
260
205
184
124
109
85
35
25
14
7
7
21
85
380
367
356
286
201
145
159
155
155
159
176
260
205
184
124
109
85
35
24
14
7
7
21
82
370
357
347
278
196
141
155
151
151
155
172
250
200
179
120
107
82
34
25
15
7
7
22
87
390
378
367
294
207
149
163
160
160
163
182
260
212
189
127
113
87
36
23
13
6
6
19
79
360
337
326
262
184
132
145
142
142
145
162
240
186
168
113
100
78
32
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
15
7
3
4
18
79
363
345
330
260
183
129
140
140
141
148
166
249
194
171
113
98
73
27
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
15
7
3
4
18
79
363
345
330
260
183
129
140
140
141
148
166
249
194
171
113
98
73
27
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
15
7
3
4
18
76
353
337
322
254
178
126
138
136
137
144
163
239
190
168
109
96
71
26
15
7
3
4
19
81
373
356
341
268
187
133
144
143
146
151
172
249
201
176
116
102
75
28
15
7
3
4
16
74
344
317
302
239
167
118
128
128
130
134
153
229
176
157
103
89
67
24
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
0
0
0
0
0
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
5
5
5
5
5
FFSpeed
a:
b:
EBExit_52_NB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
2
2
2
4
12
16
19
17
12
10
12
10
9
7
7
7
7
7
6
6
6
4
5
4
2
2
2
4
12
16
19
17
12
10
12
10
9
7
7
7
7
7
6
6
6
4
5
4
2
2
2
4
12
15
18
16
12
10
11
10
9
7
6
7
6
6
6
6
6
4
5
4
2
2
2
4
12
16
19
17
13
10
12
11
9
8
7
7
7
7
6
6
6
4
4
3
2
1
2
3
11
15
17
15
11
9
11
9
8
7
6
7
6
6
6
6
6
4
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
3
2
1
1
2
5
6
7
9
6
6
7
5
5
4
3
4
4
6
5
5
6
4
5
3
2
1
1
2
5
6
7
9
6
6
7
5
5
4
3
4
4
6
5
5
6
4
4
3
2
1
1
2
5
5
7
8
6
5
6
5
5
4
3
4
4
5
5
5
5
4
5
4
2
1
1
2
5
6
7
9
7
6
7
6
5
4
3
4
4
6
5
5
6
4
4
3
1
1
1
2
5
5
7
8
6
5
6
5
4
4
3
4
4
5
4
5
5
4
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
To:
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4,700
8%
5,900
8%
5,900
8%
9,500
8%
9,300
8%
31
18
9
9
27
107
490
465
452
362
255
183
201
197
197
201
224
330
261
233
157
139
107
45
39
22
11
11
34
135
620
584
567
455
320
230
253
247
247
253
281
410
327
292
197
174
135
56
39
23
11
11
34
136
610
586
568
456
321
231
253
248
248
253
282
410
325
293
197
174
135
56
64
36
18
18
54
219
980
945
917
735
517
372
408
399
399
408
455
650
526
472
318
281
218
91
62
35
18
18
53
214
960
923
896
718
506
364
399
390
390
399
444
650
513
461
310
275
213
89
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
19
9
5
5
22
100
468
438
420
330
231
164
178
177
179
187
212
316
248
218
143
124
92
35
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
25
11
5
6
29
126
593
550
527
414
290
205
223
222
224
234
265
391
310
273
179
156
116
43
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
25
11
5
6
29
127
583
552
527
415
291
206
223
222
225
234
266
391
308
273
179
156
116
43
40
18
9
11
45
205
936
890
850
670
469
333
361
358
364
378
429
621
498
441
289
252
188
70
39
17
9
11
44
200
917
869
831
654
459
325
353
350
355
370
419
621
487
430
282
247
183
69
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
Distance(mi):
0
0
0
0
0
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
5
5
5
5
5
FFSpeed
a:
b:
EBExit_52_SB
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
5
2
2
3
5
15
20
23
21
16
12
15
13
12
9
8
9
8
8
8
8
8
5
7
6
3
3
3
6
19
25
29
27
20
16
19
16
15
12
11
12
10
10
10
10
10
7
7
6
3
3
3
6
19
25
30
27
20
16
19
17
15
12
11
12
10
11
10
10
10
7
12
9
5
4
5
9
31
41
48
43
32
25
30
27
23
19
17
18
17
17
16
16
16
11
12
9
5
4
5
9
30
40
47
42
31
25
29
26
23
18
17
18
16
17
16
15
16
10
HeavyTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
DisplayCode:
Facility:
EBExit
From:
EBI66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
4
2
2
2
2
7
7
9
11
8
7
8
7
6
5
4
5
5
7
6
7
7
5
7
5
3
2
2
3
8
9
11
14
10
9
11
9
8
7
5
7
7
9
8
8
9
6
7
6
3
2
2
3
8
9
11
14
10
9
11
9
8
7
5
7
7
9
8
8
9
6
12
9
4
3
4
5
13
14
19
22
16
14
17
14
12
11
9
11
11
14
13
13
14
10
11
9
4
3
4
5
13
14
18
22
16
14
17
14
12
11
8
11
10
14
12
13
14
10
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
1,200
1,000
2013Existing
800
2020NoBuild
600
2020Build
400
2040NoBuild
200
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
8,400
8%
8,500
8%
8,500
8%
8,800
8%
8,900
8%
33
17
17
25
84
392
790
759
751
675
543
509
409
426
383
376
350
420
432
325
251
192
150
91
34
17
17
25
85
396
800
767
759
683
548
515
414
430
388
379
355
430
437
329
253
194
152
93
34
17
17
25
84
395
810
765
757
681
547
513
412
428
387
379
353
440
438
328
252
193
152
93
34
18
18
27
87
410
830
793
784
705
567
531
427
444
401
392
366
460
452
340
261
200
157
96
35
18
18
27
88
413
840
800
791
713
572
536
431
449
404
396
369
480
457
342
264
203
158
96
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
44.4
44.5
44.5
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.3
44.4
44.5
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
44.5
44.6
44.6
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
21
8
8
14
69
366
755
714
697
615
493
456
362
383
348
349
331
401
410
303
228
171
129
70
45.0
45.0
45.0
45.0
45.0
45.0
44.5
44.5
44.6
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
21
8
8
14
71
369
764
722
705
623
497
460
365
387
354
350
335
411
414
308
230
174
129
71
45.0
45.0
45.0
45.0
45.0
45.0
44.4
44.6
44.6
44.7
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
21
8
8
14
70
368
774
720
703
621
496
458
363
385
353
350
333
421
415
307
229
173
129
71
20
9
9
15
72
383
793
747
727
643
515
475
378
398
366
363
346
439
429
318
238
179
136
75
21
9
9
15
73
386
803
754
734
650
519
479
381
403
369
367
348
458
434
320
241
182
136
74
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
5
5
6
9
17
24
33
39
39
33
34
30
28
23
17
13
12
13
12
13
11
11
11
7
5
5
6
8
18
25
33
39
40
33
35
31
28
22
18
13
12
14
12
13
11
12
11
7
5
5
6
8
18
25
33
39
40
33
35
31
28
22
18
13
12
14
12
13
11
12
11
7
5
5
7
9
18
26
34
41
41
34
36
31
30
23
18
13
13
14
12
13
11
11
11
7
5
5
7
9
18
26
34
41
42
35
37
32
30
23
18
14
14
14
12
13
11
12
11
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: EBEntr_52_NBSB
Facility:
EBEntrance I66interchangeatUS29[Centreville]
From:
To:
US29[Centreville]
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6
4
4
5
6
9
11
12
15
21
17
19
17
15
12
10
6
7
9
10
10
10
10
10
6
4
4
5
6
9
11
12
15
20
18
20
18
15
12
11
7
7
9
9
10
9
11
11
6
4
4
5
6
9
11
12
15
20
18
20
18
15
12
11
7
7
9
9
10
9
11
11
7
4
4
5
6
9
11
12
16
21
18
20
18
16
12
11
7
8
9
10
10
10
10
10
7
4
4
5
6
9
11
12
16
21
18
20
18
16
12
11
7
8
9
10
10
10
10
11
45.2
45.0
44.8
44.6
44.4
44.2
44.0
43.8
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
900
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
Ramp(Loop)
1
1,400
30
DailyVolume
DailyTruck%
1,500
8%
1,300
9%
1,300
9%
900
8%
900
8%
6
3
3
4
15
70
140
135
134
120
97
91
73
76
68
67
62
80
76
58
45
34
27
16
5
3
3
4
13
60
130
116
115
103
83
78
63
65
59
57
54
70
65
50
38
29
23
14
5
3
3
4
13
59
130
115
114
102
82
77
62
64
58
57
53
80
66
49
38
29
23
14
3
2
2
3
9
41
90
79
78
70
57
53
43
44
40
39
37
60
44
34
26
20
16
10
3
2
2
3
9
40
90
78
77
70
56
52
42
44
39
39
36
70
45
33
26
20
15
9
0.25
5
0.25
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
Scenario
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
4
1
1
2
12
65
134
127
124
109
88
82
65
68
62
62
59
77
72
54
41
30
23
12
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
3
1
1
2
11
56
124
109
107
94
75
70
55
59
54
52
51
67
62
47
34
26
19
10
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
30.0
3
1
1
2
11
55
124
108
106
93
74
69
54
58
53
52
50
77
63
46
34
26
19
10
1
1
1
1
7
38
86
75
72
64
52
47
38
39
37
36
35
57
42
32
24
18
14
8
1
1
1
1
7
37
86
74
71
64
51
46
37
39
36
36
34
67
43
31
24
18
13
7
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
Facility:
From:
To:
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
2
3
4
6
7
7
6
6
5
5
4
3
2
2
2
2
2
2
2
2
1
1
1
1
1
3
4
5
6
6
5
5
5
4
3
3
2
2
2
2
2
2
2
2
1
1
1
1
1
3
4
5
6
6
5
5
5
4
3
3
2
2
2
2
2
2
2
2
1
1
1
1
1
2
3
3
4
4
3
4
3
3
2
2
1
2
1
1
1
1
1
1
1
1
1
1
1
2
3
3
4
4
3
4
3
3
2
2
1
2
1
1
1
1
1
1
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
1
2
2
2
3
4
3
3
3
3
2
2
1
1
2
2
2
2
2
2
1
1
1
1
1
1
2
2
2
3
3
3
3
2
2
2
1
1
1
1
2
1
2
2
1
1
1
1
1
1
2
2
2
3
3
3
3
2
2
2
1
1
1
1
2
1
2
2
1
0
0
1
1
1
1
1
2
2
2
2
2
2
1
1
1
1
1
1
1
1
1
1
1
0
0
1
1
1
1
1
2
2
2
2
2
2
1
1
1
1
1
1
1
1
1
1
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
160
140
120
100
80
60
40
20
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Scenario
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
1
1
1
1
1
Lanes
1,500
1,500
1,500
1,500
1,500
Lanecapacity
45
45
45
45
45
FFSpeed
DailyVolume
DailyTruck%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
6,900
8%
7,200
8%
7,200
8%
7,900
8%
8,000
8%
27
14
14
21
69
322
650
624
617
555
446
418
336
350
315
309
288
340
356
267
206
158
123
75
29
14
14
21
72
336
670
651
644
580
465
437
351
365
329
322
301
360
372
279
215
165
129
79
29
14
14
21
71
336
680
650
643
579
465
436
350
364
329
322
300
360
372
279
214
164
129
79
31
16
16
24
78
369
740
714
706
635
510
478
384
400
361
353
329
400
408
306
235
180
141
86
32
16
16
24
79
373
750
722
714
643
516
484
389
405
365
357
333
410
412
309
238
183
143
87
FFS/(1+a*((v/c)^b))
0.25
0.25
5
5
0.25
5
0.25
5
45.0
45.0
45.0
45.0
45.0
45.0
44.6
44.7
44.7
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.6
44.7
44.7
44.8
44.9
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.25
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.8
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
17
7
7
12
57
301
621
587
573
506
405
374
297
315
286
287
272
324
338
249
187
141
106
58
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.8
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
18
7
7
12
60
313
640
613
598
529
422
390
310
328
300
298
284
344
352
261
196
148
110
61
45.0
45.0
45.0
45.0
45.0
45.0
44.8
44.8
44.8
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
18
7
7
12
59
313
650
612
597
528
422
389
309
327
300
298
283
344
352
261
195
147
110
61
19
8
8
14
65
345
707
672
655
579
463
428
340
359
329
327
311
382
387
286
214
161
122
67
20
8
8
14
66
349
717
680
663
586
468
433
344
364
333
331
314
391
391
289
217
164
123
67
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
4
5
7
14
20
27
32
32
27
28
25
23
19
14
11
10
11
10
11
9
9
9
6
4
4
5
7
15
21
28
33
34
28
30
26
24
19
15
11
10
12
10
11
9
10
9
6
4
4
5
7
15
21
28
33
34
28
30
26
24
19
15
11
10
12
10
11
9
10
9
6
4
4
6
8
16
23
31
37
37
31
32
28
27
21
16
12
11
13
11
12
10
10
10
6
4
4
6
8
16
23
31
37
38
32
33
29
27
21
16
13
12
13
11
12
10
11
10
HeavyTruckVolume
Location
BasicProperties
Scenario
DisplayCode: EBEntr_52_SB
Facility:
From:
To:
EBI66
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
Scenario
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
3
3
4
5
7
9
10
12
17
14
16
14
12
10
8
5
6
7
8
8
8
8
8
5
3
3
4
5
8
9
10
13
17
15
17
15
13
10
9
6
6
8
8
8
8
9
9
5
3
3
4
5
8
9
10
13
17
15
17
15
13
10
9
6
6
8
8
8
8
9
9
6
4
4
4
5
8
10
11
14
19
16
18
16
14
11
10
6
7
8
9
9
9
9
9
6
4
4
4
5
8
10
11
14
19
16
18
16
14
11
10
6
7
8
9
9
9
9
10
45.1
45.0
44.9
44.8
44.7
44.6
44.5
44.4
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
TriCountyParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
12,200
9%
20,100
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
34
23
23
34
152
512
880
1,010
1,052
713
577
555
577
555
713
833
844
910
809
613
340
226
136
79
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
56
37
37
56
254
855
1,470
1,688
1,757
1,175
951
914
951
914
1,175
1,355
1,373
1,480
1,317
997
560
373
224
131
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
54.9
52.8
50.6
49.6
54.3
54.8
54.8
54.8
54.8
54.4
53.7
53.7
53.0
53.9
54.8
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.7
54.6
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.9
54.9
55.0
55.0
55.0
55.0
55.0
26
16
14
21
110
434
805
924
962
630
503
479
505
497
654
782
808
871
775
579
319
208
122
68
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
43
24
23
35
185
725
1,344
1,543
1,607
1,040
829
790
832
818
1,078
1,272
1,315
1,417
1,261
942
525
344
202
112
Scenario
To:
TallCedarsPkwy
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPSB_1
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
4
6
21
44
51
59
62
52
46
45
44
36
39
34
24
26
23
20
12
9
7
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
6
6
10
34
73
86
99
103
85
76
73
73
60
64
55
39
42
37
33
19
14
11
9
HeavyTruckVolume
DisplayCode:
Facility:
SB
From:
US50
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
5
7
21
34
24
27
28
31
28
31
28
22
20
17
12
13
11
14
9
9
7
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
7
8
11
35
57
40
46
47
50
46
51
46
36
33
28
19
21
19
22
16
15
11
10
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,000
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
12,200
9%
20,100
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
82
47
35
35
69
291
820
874
874
565
529
518
588
635
694
764
833
960
869
729
600
400
271
118
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
136
78
58
58
112
470
1,320
1,409
1,409
932
874
854
971
1,049
1,146
1,275
1,391
1,600
1,450
1,217
990
660
447
194
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
53.8
53.3
53.3
54.8
54.9
54.9
54.7
54.6
54.4
54.1
53.5
52.0
53.2
54.3
54.8
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.9
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.8
54.9
55.0
55.0
55.0
55.0
55.0
62
31
22
21
51
247
750
799
799
500
461
447
515
568
637
717
797
919
832
689
562
369
244
101
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
102
51
36
35
82
399
1,207
1,289
1,289
824
762
738
851
939
1,052
1,198
1,332
1,532
1,389
1,150
929
609
403
166
Scenario
To:
US50
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
7
6
7
9
25
48
51
51
41
42
42
45
42
38
31
24
27
25
24
21
15
14
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
16
12
10
11
15
40
77
82
82
68
70
69
74
69
62
51
39
45
41
40
34
25
22
13
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: TCPNB_1
Facility:
NB
TriCountyParkway
From:
TallCedarsPkwy
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11
9
7
7
9
19
22
24
24
24
26
29
28
25
19
16
12
14
12
16
17
16
13
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
18
15
12
12
15
31
36
38
38
40
42
47
46
41
32
26
20
23
20
27
27
26
22
15
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
700
8%
1,000
8%
13,000
9%
2,000
9%
22,300
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
13
45
110
88
92
29
23
22
23
22
29
32
32
50
32
23
14
9
5
3
2
1
1
2
18
63
160
123
127
39
31
30
31
30
39
49
50
80
47
36
18
12
7
4
37
24
24
37
168
565
960
1,115
1,161
769
622
598
622
598
769
852
863
920
828
627
366
244
146
85
4
2
2
4
37
123
320
243
254
78
63
60
63
60
78
97
98
160
96
72
37
25
15
9
62
42
42
62
290
976
1,670
1,925
2,003
1,308
1,059
1,018
1,059
1,018
1,308
1,460
1,482
1,590
1,419
1,075
623
415
249
145
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.7
50.8
46.5
44.9
53.7
54.6
54.7
54.6
54.7
53.8
53.0
53.0
52.1
53.4
54.6
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
1
1
1
1
9
38
101
81
85
26
20
19
20
20
26
30
31
48
31
21
14
9
5
3
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
2
1
1
2
14
54
147
113
117
34
27
26
28
27
36
46
48
77
45
34
17
12
7
4
55.0
55.0
55.0
55.0
55.0
55.0
54.8
54.5
54.4
54.9
55.0
55.0
55.0
55.0
54.9
54.9
54.9
54.8
54.9
55.0
55.0
55.0
55.0
55.0
28
16
15
23
122
479
878
1,020
1,062
680
543
517
545
535
706
800
827
881
793
592
343
225
132
72
3
2
2
2
27
104
292
222
232
69
55
52
55
54
72
91
94
153
92
68
35
23
13
7
47
28
26
38
211
828
1,527
1,760
1,832
1,157
924
880
927
911
1,201
1,371
1,419
1,523
1,359
1,016
585
383
225
124
Scenario
Scenario
Distance(mi):
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Location
BasicProperties
Scenario
DisplayCode: TCPSB_2
Facility:
SB
TriCountyParkway/NorthstarBlvd
From:
To:
TallCedarsPkwy
BraddockRd
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
2
4
6
5
5
2
2
2
2
1
2
1
1
1
1
1
0
0
0
0
0
0
0
0
2
5
9
7
7
3
2
2
2
2
2
2
1
2
1
1
1
0
0
0
4
4
4
7
23
48
56
65
68
56
49
48
47
39
42
34
24
26
23
21
13
9
7
6
0
0
0
1
5
11
19
14
15
6
5
5
5
4
4
4
3
5
3
2
1
1
1
1
7
6
7
12
39
83
98
113
117
95
84
82
81
67
71
59
42
45
40
35
21
16
12
10
HeavyTruckVolume
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
2
3
3
2
2
1
1
1
1
1
1
1
0
1
0
1
0
0
0
0
0
0
0
0
2
4
4
3
3
2
2
2
1
1
1
1
1
1
1
1
0
0
0
0
5
4
5
7
23
38
26
30
31
33
30
33
30
24
21
18
12
13
12
14
10
10
7
7
1
0
0
1
5
8
9
7
7
3
3
3
3
2
2
2
1
2
1
2
1
1
1
1
8
8
9
12
40
65
45
52
54
56
51
56
51
40
36
30
21
22
20
24
17
16
12
11
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
700
8%
1,000
8%
13,000
9%
2,000
8%
22,300
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
2
1
1
4
17
80
50
50
19
18
18
20
21
23
52
56
110
59
49
20
14
9
4
4
2
2
2
6
23
120
72
73
26
25
24
28
30
33
73
78
160
84
69
28
19
13
6
88
50
38
38
69
291
820
873
873
601
564
551
626
676
739
850
928
1,070
965
812
639
426
288
125
8
5
4
4
12
49
230
148
148
56
53
51
58
63
69
144
158
300
163
138
60
40
27
12
150
86
64
64
120
506
1,430
1,518
1,518
1,028
964
942
1,071
1,156
1,263
1,450
1,582
1,830
1,647
1,384
1,092
728
493
214
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
53.1
52.4
52.4
54.7
54.8
54.8
54.6
54.4
54.0
53.1
52.1
49.0
51.5
53.5
54.6
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
3
2
1
1
2
15
73
46
46
17
16
16
17
19
21
49
53
105
56
46
18
12
9
4
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
3
2
2
2
4
19
110
66
67
23
22
21
25
27
30
68
75
153
81
65
26
17
11
6
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.9
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.8
54.7
54.8
54.9
55.0
55.0
55.0
55.0
67
34
23
23
51
247
750
798
798
531
492
477
548
605
678
798
889
1,025
924
767
599
393
260
106
6
3
2
2
8
42
211
135
135
50
46
44
51
57
63
135
152
288
156
130
56
36
25
10
113
57
39
39
88
429
1,307
1,388
1,388
909
840
814
938
1,035
1,160
1,361
1,515
1,752
1,577
1,308
1,025
672
444
182
Scenario
TriCountyParkway/NorthstarBlvd
To:
TallCedarsPkwy
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPNB_2
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
1
5
3
3
1
1
1
2
1
1
2
2
3
2
2
1
1
0
0
0
0
0
0
1
2
7
4
4
2
2
2
2
2
2
3
2
5
2
2
1
1
1
0
10
7
7
7
9
25
48
51
51
44
45
44
48
44
40
34
26
30
27
27
22
16
14
9
1
1
1
1
2
4
13
9
9
4
4
4
4
4
4
6
4
8
5
5
2
2
1
1
17
13
11
12
16
43
84
89
89
75
77
76
82
76
68
59
45
52
47
45
37
28
25
15
HeavyTruckVolume
DisplayCode:
Facility:
NB
From:
BraddockRd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
1
2
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
0
0
1
0
0
0
1
2
3
2
2
1
1
1
1
1
1
2
1
2
1
2
1
1
1
0
11
9
8
8
9
19
22
24
24
26
27
30
30
27
21
18
13
15
14
18
18
17
14
10
1
1
1
1
2
3
6
4
4
2
3
3
3
2
2
3
2
4
2
3
2
2
1
1
20
16
14
13
16
34
39
41
41
44
47
52
51
45
35
30
22
26
23
31
30
28
24
17
56.0
55.0
54.0
53.0
52.0
51.0
50.0
49.0
48.0
47.0
46.0
45.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2,000
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
TriCountyParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
11,300
9%
24,400
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
31
21
21
31
148
498
860
983
1,024
658
533
512
533
512
658
738
748
810
718
543
313
209
125
73
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
68
45
45
68
317
1,067
1,840
2,106
2,192
1,422
1,151
1,106
1,151
1,106
1,422
1,606
1,628
1,760
1,561
1,182
677
451
271
158
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
54.5
48.2
42.4
40.1
53.0
54.3
54.5
54.4
54.5
53.2
51.8
51.7
50.1
52.3
54.4
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.8
54.7
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
23
14
13
19
108
422
787
899
936
582
465
443
466
459
604
693
716
776
688
513
293
193
113
62
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
30
27
41
230
905
1,682
1,926
2,005
1,258
1,003
956
1,008
991
1,306
1,508
1,559
1,685
1,495
1,116
635
416
244
135
Scenario
To:
VA234(SudleyRd)
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPSB_3
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
4
6
20
43
50
57
60
48
42
41
41
33
36
30
21
23
20
18
11
8
6
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
7
8
13
43
91
108
123
128
103
92
89
88
72
77
65
46
50
44
39
23
17
14
11
HeavyTruckVolume
DisplayCode:
Facility:
SB
From:
BraddockRd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
4
4
6
20
33
23
27
28
28
26
28
26
20
18
15
11
11
10
12
9
8
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
8
10
14
44
71
50
57
59
61
56
61
55
43
39
33
23
25
22
27
19
18
13
12
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
11,300
9%
24,400
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
76
44
33
33
62
260
730
779
779
524
491
480
546
589
644
725
791
910
824
692
557
371
251
109
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
166
95
71
71
132
553
1,550
1,660
1,660
1,135
1,064
1,041
1,182
1,277
1,395
1,575
1,718
1,970
1,791
1,504
1,206
804
544
236
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
52.1
50.9
50.9
54.4
54.6
54.6
54.3
53.9
53.4
52.1
50.6
46.5
49.6
52.7
54.3
54.9
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.9
55.0
55.0
55.0
55.0
55.0
57
29
20
20
45
221
667
712
712
464
428
414
478
527
591
681
758
871
789
653
523
343
226
93
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
125
63
44
44
96
469
1,417
1,518
1,518
1,003
927
899
1,035
1,143
1,280
1,478
1,645
1,886
1,715
1,421
1,132
743
490
201
Scenario
To:
BraddockRd
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
7
6
6
8
22
43
46
46
38
39
39
42
39
35
29
22
26
23
23
19
14
13
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
19
14
12
13
18
47
91
97
97
83
85
84
90
84
76
64
49
56
51
49
41
30
27
16
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: TCPNB_3
Facility:
NB
TriCountyParkway
From:
VA234(SudleyRd)
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
8
7
7
9
17
20
21
21
22
24
27
26
23
18
15
11
13
12
16
15
14
12
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
22
18
15
14
18
37
42
45
45
49
52
58
57
50
39
33
24
28
25
34
33
31
27
19
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
7,800
8%
14,800
9%
16,300
8%
30,500
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14
9
9
14
69
232
630
458
477
289
234
225
234
225
289
748
759
1,290
727
551
138
92
55
32
43
28
28
43
170
574
950
1,132
1,177
897
726
698
726
698
897
1,053
1,069
1,110
1,023
775
427
285
171
100
30
20
20
30
134
452
1,180
891
928
627
507
488
507
488
627
1,613
1,636
2,680
1,568
1,188
298
199
119
70
89
60
60
89
341
1,146
1,870
2,261
2,354
1,878
1,520
1,460
1,520
1,460
1,878
2,197
2,228
2,280
2,135
1,617
894
596
358
209
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
54.3
54.9
54.8
55.0
55.0
55.0
55.0
55.0
55.0
51.7
51.6
27.5
52.3
54.4
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.3
47.7
38.2
35.5
47.0
52.1
52.6
52.1
52.8
47.5
40.7
40.4
39.0
42.8
51.7
54.9
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.0
55.0
55.0
55.0
55.0
55.0
55.0
10
6
5
8
51
196
576
419
436
256
204
195
205
201
265
703
727
1,236
696
521
129
85
49
27
55.0
55.0
55.0
55.0
55.0
55.0
54.8
54.5
54.3
54.8
54.9
55.0
54.9
55.0
54.9
54.7
54.7
54.6
54.7
54.9
55.0
55.0
55.0
55.0
32
19
17
26
124
487
868
1,035
1,076
794
633
603
636
625
823
989
1,024
1,063
980
733
400
263
154
85
23
13
12
18
98
383
1,079
815
849
554
442
422
444
437
576
1,515
1,567
2,566
1,502
1,122
280
183
107
59
67
40
36
54
248
971
1,710
2,068
2,152
1,661
1,325
1,262
1,331
1,307
1,724
2,063
2,134
2,184
2,045
1,528
838
550
322
178
Scenario
To:
US29
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
2
3
9
20
37
27
28
21
19
18
18
15
16
30
21
36
21
18
5
3
3
2
5
4
5
8
23
49
56
66
69
65
58
56
55
46
49
42
30
31
29
25
15
11
9
7
3
3
4
6
18
39
69
52
54
46
40
39
39
32
34
65
46
76
44
39
10
8
6
5
10
9
11
17
46
98
109
132
138
137
121
117
116
96
102
89
63
64
60
53
31
23
18
14
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: TCPSB_4
Facility:
SB
TriCountyParkway/MNBPB
From:
VA234(SudleyRd)
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
2
3
9
16
17
12
13
12
11
12
11
9
8
15
11
18
10
12
4
4
3
3
6
5
6
9
23
38
26
31
32
38
35
39
35
27
25
22
15
16
14
17
12
11
8
8
4
4
4
6
18
30
32
24
25
27
25
27
24
19
17
33
23
38
22
27
8
8
6
6
12
11
13
18
47
77
51
61
64
80
74
81
73
57
52
45
31
32
30
36
25
23
18
17
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
TriCountyParkway/MNBPB
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
7,800
8%
14,800
9%
16,300
8%
30,500
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
28
16
12
12
53
222
1,180
665
665
191
179
175
199
215
235
501
546
1,190
568
478
203
135
92
40
97
55
41
41
91
381
1,110
1,143
1,143
662
621
607
690
745
814
900
981
1,170
1,022
859
703
469
317
138
57
33
25
25
113
476
2,570
1,427
1,427
393
369
360
409
442
483
1,020
1,112
2,460
1,160
973
418
278
188
82
197
113
85
85
192
808
2,370
2,423
2,422
1,354
1,269
1,241
1,410
1,523
1,664
1,823
1,990
2,390
2,071
1,741
1,439
959
649
282
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
29.1
53.1
53.1
55.0
55.0
55.0
55.0
55.0
55.0
54.7
54.6
33.9
54.5
54.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
35.0
33.5
33.5
53.5
53.9
54.0
53.1
52.2
50.9
48.8
46.1
35.9
44.3
50.2
53.2
54.8
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
54.3
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.4
55.0
55.0
55.0
55.0
55.0
55.0
21
11
7
8
39
188
1,079
608
608
169
156
151
174
193
215
471
523
1,139
544
451
190
125
82
34
55.0
55.0
55.0
55.0
55.0
55.0
54.5
54.4
54.4
55.0
55.0
55.0
55.0
54.9
54.9
54.9
54.8
54.4
54.7
54.9
55.0
55.0
55.0
55.0
73
37
25
25
66
322
1,015
1,045
1,045
586
542
524
604
667
747
845
939
1,120
979
812
659
433
285
118
43
22
16
15
82
403
2,351
1,305
1,305
347
322
311
358
396
444
958
1,065
2,356
1,111
919
392
256
170
70
148
75
52
52
140
685
2,167
2,215
2,215
1,197
1,106
1,072
1,235
1,363
1,528
1,711
1,906
2,288
1,983
1,645
1,350
886
585
241
Scenario
To:
VA234(SudleyRd)
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPNB_4
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
2
2
2
7
19
69
39
39
14
14
14
15
14
13
20
15
34
16
16
7
5
5
3
11
8
7
8
12
33
65
67
67
48
49
49
53
49
44
36
28
33
29
28
24
18
16
9
7
5
4
5
15
41
150
83
83
29
29
29
31
29
26
41
31
69
33
32
14
11
9
6
23
17
15
16
26
69
139
142
142
99
101
100
108
100
90
74
56
68
59
57
49
36
32
19
HeavyTruckVolume
DisplayCode:
Facility:
NB
From:
US29
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
3
3
2
7
15
32
18
18
8
9
10
10
8
7
10
8
17
8
11
6
5
5
3
13
10
9
8
13
26
30
31
31
28
30
34
33
29
23
19
14
17
14
19
20
18
16
11
7
6
5
5
16
32
69
39
39
17
18
20
20
17
13
21
16
35
16
22
12
11
9
6
26
21
18
17
26
54
64
66
65
58
62
69
67
60
46
38
28
34
29
39
40
37
32
22
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
TriCountyParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
21,100
9%
27,800
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55
37
37
55
313
1,054
1,940
2,079
2,165
1,152
932
896
932
896
1,152
1,256
1,273
1,470
1,220
925
548
366
219
128
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
72
48
48
72
412
1,386
2,550
2,734
2,847
1,518
1,229
1,181
1,229
1,181
1,518
1,658
1,681
1,940
1,612
1,221
723
482
289
169
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
53.1
29.7
24.5
21.5
52.2
54.1
54.2
54.1
54.3
52.5
51.2
51.1
47.1
51.8
54.3
55.0
55.0
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
54.6
46.2
43.1
40.9
54.4
54.8
54.8
54.8
54.8
54.4
54.1
54.1
53.0
54.3
54.8
55.0
55.0
55.0
55.0
42
24
23
34
228
893
1,775
1,901
1,979
1,019
813
774
816
802
1,058
1,179
1,219
1,407
1,169
874
514
338
197
109
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55
32
30
45
299
1,175
2,332
2,500
2,604
1,343
1,071
1,021
1,076
1,058
1,394
1,557
1,610
1,858
1,543
1,153
678
445
261
144
Scenario
To:
I66
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPSB_5
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
6
6
10
42
90
113
122
127
84
74
72
71
59
62
51
36
42
34
30
19
14
11
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
7
8
13
56
118
149
160
166
110
98
95
94
77
82
67
47
55
46
40
25
18
14
12
HeavyTruckVolume
DisplayCode:
Facility:
SB
From:
US29
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
7
8
11
43
71
52
56
59
49
45
50
45
35
32
26
18
21
17
21
15
14
11
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
9
10
14
57
93
69
74
77
65
60
65
59
46
42
34
24
27
23
28
20
19
14
13
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
TriCountyParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
21,100
9%
27,800
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
152
87
65
65
89
375
990
1,125
1,125
1,041
976
955
1,085
1,172
1,280
1,485
1,619
1,750
1,687
1,417
1,106
738
499
217
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
200
114
86
86
118
496
1,310
1,489
1,489
1,372
1,287
1,258
1,430
1,544
1,687
1,951
2,129
2,300
2,217
1,863
1,458
972
658
286
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
53.8
52.7
52.7
53.4
53.8
53.9
52.9
52.0
50.6
46.5
42.9
38.4
40.7
48.3
53.0
54.8
55.0
55.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
55.0
55.0
55.0
55.0
55.0
55.0
54.7
54.5
54.5
54.6
54.7
54.8
54.5
54.3
54.0
52.8
51.8
50.2
51.0
53.3
54.6
55.0
55.0
55.0
115
58
40
40
65
318
905
1,029
1,029
920
851
825
950
1,049
1,175
1,394
1,550
1,676
1,615
1,339
1,037
681
449
185
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
151
76
53
53
86
421
1,198
1,362
1,362
1,213
1,122
1,087
1,253
1,382
1,549
1,832
2,039
2,203
2,123
1,760
1,368
897
592
243
Scenario
To:
US29
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
TCPNB_5
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
17
13
11
12
12
32
58
66
66
76
78
77
83
77
69
60
46
49
48
46
38
28
25
15
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
23
17
15
16
16
42
77
87
87
100
102
101
109
101
91
79
60
65
63
61
50
37
33
20
HeavyTruckVolume
DisplayCode:
Facility:
NB
From:
I66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
16
14
13
12
25
27
30
30
45
47
53
52
46
36
31
23
25
24
32
31
29
25
17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
26
21
18
17
16
33
35
40
40
59
63
70
68
61
47
40
30
32
31
42
40
38
33
23
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
PrinceWilliamParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
DailyVolume
DailyTruck%
24,500
9%
34,400
9%
36,400
9%
46,200
9%
47,900
9%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
205
136
91
114
379
1,012
1,840
2,213
2,150
1,205
1,023
1,068
1,023
1,114
1,341
1,553
1,805
1,810
1,363
987
773
568
432
295
286
191
127
159
535
1,427
2,610
3,122
3,034
1,683
1,429
1,493
1,429
1,556
1,874
2,178
2,530
2,550
1,914
1,383
1,080
794
603
413
295
196
131
164
607
1,620
3,040
3,543
3,442
1,735
1,473
1,538
1,473
1,604
1,931
2,179
2,533
2,620
1,914
1,384
1,113
818
622
425
384
256
171
213
720
1,921
3,510
4,201
4,080
2,260
1,919
2,005
1,919
2,090
2,516
2,920
3,395
3,420
2,565
1,855
1,450
1,066
810
554
388
259
173
216
777
2,070
3,880
4,529
4,401
2,287
1,942
2,028
1,942
2,114
2,546
2,958
3,436
3,550
2,598
1,879
1,467
1,079
820
561
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
50.0
50.0
50.0
50.0
49.9
41.2
8.4
3.5
4.1
33.9
41.7
39.7
41.7
38.5
28.1
18.6
10.7
10.4
28.1
44.0
48.3
49.7
49.9
50.0
50.0
50.0
50.0
50.0
49.9
37.8
5.2
2.4
2.8
33.2
41.2
39.2
41.3
37.9
27.2
17.9
10.2
8.8
27.2
43.6
48.2
49.6
49.9
50.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
49.7
43.8
36.0
37.5
49.3
49.7
49.6
49.7
49.5
48.8
47.5
44.9
44.8
48.8
49.8
49.9
50.0
50.0
50.0
155
91
56
70
276
857
1,682
2,024
1,966
1,065
892
923
896
997
1,231
1,458
1,729
1,733
1,305
933
726
525
389
252
50.0
50.0
50.0
50.0
50.0
48.0
25.4
13.9
15.6
45.7
48.1
47.6
48.1
47.2
43.3
37.5
28.9
28.4
43.2
48.7
49.6
49.9
50.0
50.0
216
126
78
97
388
1,209
2,386
2,855
2,775
1,489
1,246
1,290
1,252
1,393
1,720
2,045
2,423
2,442
1,833
1,307
1,013
733
543
352
50.0
50.0
50.0
50.0
50.0
46.2
15.4
8.1
9.2
45.0
47.8
47.2
47.8
46.7
42.3
37.4
28.9
26.6
43.2
48.7
49.6
49.9
50.0
50.0
223
130
80
100
442
1,374
2,780
3,240
3,148
1,535
1,284
1,330
1,291
1,436
1,772
2,046
2,425
2,509
1,833
1,308
1,044
755
560
362
290
170
105
131
523
1,628
3,210
3,841
3,731
1,999
1,673
1,733
1,680
1,871
2,310
2,742
3,251
3,275
2,457
1,752
1,360
984
729
472
293
172
106
133
565
1,754
3,548
4,142
4,025
2,023
1,693
1,753
1,701
1,893
2,337
2,778
3,290
3,400
2,488
1,775
1,376
996
738
479
Scenario
To:
BallsFordRd
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
PWPSB_1
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
23
20
16
21
51
87
108
129
126
88
81
86
78
73
73
63
51
51
39
32
26
21
22
20
33
29
22
30
73
122
153
183
177
122
114
120
109
102
102
88
71
72
54
45
37
30
30
28
34
29
23
31
82
138
178
207
201
126
117
123
112
105
105
88
72
74
54
45
38
31
31
29
44
38
30
40
98
164
205
246
239
164
153
161
147
137
136
118
96
97
72
61
50
40
41
38
44
39
30
40
105
177
227
265
257
166
155
163
148
138
138
119
97
100
73
62
50
41
41
38
HeavyTruckVolume
DisplayCode:
Facility:
SB
From:
I66
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
27
25
19
23
52
68
50
60
58
52
50
59
49
44
37
32
25
26
19
22
21
22
21
23
37
36
27
32
74
96
71
84
82
72
69
83
68
61
52
45
36
36
27
31
30
31
30
33
38
37
28
33
83
108
82
96
93
74
72
85
70
63
54
45
36
37
27
31
31
32
31
34
50
48
36
42
99
129
95
114
110
97
93
111
92
82
70
60
48
48
36
42
40
42
40
44
51
48
37
43
107
139
105
122
119
98
94
112
93
83
71
61
49
50
37
42
41
42
41
44
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
5,000
4,500
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
PrinceWilliamParkway
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
Parkway
2
1,100
50
DailyVolume
DailyTruck%
24,500
10%
34,400
10%
36,400
10%
46,200
10%
47,900
10%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
116
116
186
256
648
1,539
1,990
2,080
1,485
954
931
1,024
1,397
1,397
1,234
1,378
1,539
1,910
1,586
942
675
559
349
209
164
164
263
362
901
2,141
2,750
2,892
2,065
1,348
1,315
1,447
1,973
1,973
1,743
1,946
2,173
2,680
2,238
1,330
954
789
493
296
185
185
296
407
815
1,935
2,340
2,614
1,867
1,515
1,479
1,626
2,218
2,218
1,959
2,267
2,532
2,940
2,607
1,549
1,072
887
554
333
221
221
353
486
1,210
2,873
3,690
3,881
2,772
1,811
1,767
1,944
2,651
2,651
2,341
2,614
2,919
3,600
3,007
1,786
1,281
1,060
663
398
242
242
387
533
1,116
2,652
3,220
3,582
2,558
1,986
1,937
2,131
2,906
2,906
2,567
2,895
3,234
3,770
3,329
1,978
1,405
1,162
726
436
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
50.0
50.0
50.0
50.0
48.9
17.0
6.7
5.2
21.3
43.8
44.4
41.0
23.1
23.7
32.7
26.1
19.3
8.3
17.4
45.0
49.1
49.7
50.0
50.0
50.0
50.0
50.0
50.0
49.3
22.1
12.3
7.7
26.8
40.6
41.3
36.7
17.1
17.6
26.7
19.2
13.2
6.7
11.7
41.9
48.5
49.5
50.0
50.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
47.0
41.1
39.1
47.9
49.8
49.8
49.7
48.3
48.4
49.2
48.7
47.7
43.3
47.4
49.8
50.0
50.0
50.0
50.0
88
77
114
157
471
1,304
1,820
1,902
1,358
844
812
885
1,223
1,251
1,133
1,293
1,474
1,829
1,519
890
633
516
315
178
50.0
50.0
50.0
50.0
49.8
36.1
21.8
18.5
39.5
48.7
48.8
47.9
40.6
41.0
45.3
42.3
38.0
25.0
36.5
48.9
49.8
49.9
50.0
50.0
124
108
161
222
655
1,815
2,515
2,645
1,888
1,192
1,146
1,251
1,728
1,766
1,600
1,827
2,081
2,566
2,143
1,256
895
728
444
253
50.0
50.0
50.0
50.0
49.9
40.9
32.7
25.3
43.4
47.5
47.7
46.2
34.8
35.3
41.7
35.3
28.9
18.8
26.9
47.6
49.7
49.9
50.0
50.0
140
122
181
250
593
1,640
2,140
2,390
1,708
1,340
1,289
1,405
1,943
1,986
1,799
2,129
2,424
2,815
2,496
1,463
1,005
818
498
284
167
147
216
298
880
2,435
3,374
3,549
2,535
1,601
1,540
1,681
2,322
2,374
2,149
2,455
2,796
3,447
2,880
1,688
1,201
979
597
340
182
161
237
327
812
2,247
2,945
3,276
2,339
1,757
1,689
1,842
2,545
2,602
2,357
2,718
3,097
3,610
3,188
1,868
1,318
1,073
654
372
Scenario
To:
I66
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
PWPNB_1
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
13
17
33
48
88
132
116
122
87
69
74
82
107
91
67
56
43
54
45
31
23
21
17
14
19
25
46
68
122
183
161
169
121
98
105
116
151
129
95
79
61
76
63
44
33
30
25
20
21
28
52
76
110
165
137
153
109
110
118
131
169
145
106
91
72
83
74
51
37
34
28
23
25
33
62
91
164
246
216
227
162
132
141
156
202
173
127
105
82
102
85
58
44
40
33
27
28
36
68
100
151
227
188
209
150
144
154
171
222
190
139
117
91
107
94
65
48
44
36
30
HeavyTruckVolume
DisplayCode:
Facility:
NB
From:
BallsFordRd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
15
22
39
51
89
103
54
56
40
41
45
57
67
55
34
29
22
27
22
21
19
22
17
17
21
31
56
72
124
143
74
78
56
58
64
80
94
78
48
40
31
38
32
30
26
31
24
23
24
35
63
81
112
130
63
71
50
65
72
90
106
87
54
47
36
42
37
35
30
35
28
26
29
41
75
97
166
192
100
105
75
78
86
107
127
104
65
54
41
51
42
40
36
41
33
31
32
45
82
106
153
178
87
97
69
85
94
118
139
114
71
60
46
53
47
45
39
45
36
34
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
4,500
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
3,800
7%
5,200
7%
5,500
7%
9,100
7%
10,200
7%
12
5
2
7
60
215
570
562
801
182
148
146
136
153
134
86
97
160
109
60
67
45
29
14
18
7
4
11
76
275
660
717
1,022
274
223
220
205
231
202
143
160
240
178
100
101
68
43
22
19
8
4
12
78
280
670
732
1,044
292
238
234
219
245
215
168
188
280
208
117
107
73
46
23
35
14
7
21
122
438
940
1,143
1,630
537
438
431
403
452
396
293
330
440
366
205
198
134
85
42
39
15
8
23
127
458
1,010
1,196
1,705
586
478
470
439
493
432
396
445
610
493
277
216
146
92
46
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
54.4
38.4
25.6
7.1
53.5
54.4
54.5
54.6
54.4
54.7
54.9
54.9
54.5
54.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.3
34.0
22.5
5.8
52.7
54.1
54.2
54.4
54.0
54.5
54.7
54.5
52.6
54.1
54.9
55.0
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
53.1
53.2
46.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
9
4
2
4
47
191
536
529
754
167
134
131
124
141
126
82
94
155
105
57
64
42
26
12
55.0
55.0
55.0
55.0
55.0
54.9
51.2
49.5
33.2
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
14
5
3
8
60
243
621
674
961
251
202
197
186
212
189
136
155
232
172
95
96
64
39
19
55.0
55.0
55.0
55.0
55.0
54.9
50.9
48.9
31.8
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
15
5
3
8
61
248
631
689
982
268
215
210
198
226
202
160
182
271
201
112
101
69
42
20
28
10
4
14
95
388
885
1,076
1,534
492
397
386
365
415
372
280
319
425
354
195
187
125
78
36
31
11
5
16
99
405
951
1,125
1,605
537
433
421
397
453
406
377
430
590
477
264
205
136
85
40
Scenario
To:
SandersLn
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyEB_10
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
4
9
17
17
24
7
6
6
5
5
4
2
1
2
2
1
1
1
1
1
1
1
0
1
5
12
20
22
31
10
9
9
8
8
6
3
2
4
3
2
2
1
1
1
1
1
0
1
5
12
20
22
32
11
10
10
9
8
6
4
3
4
3
2
2
1
1
1
2
1
1
2
9
19
28
34
49
20
18
18
16
16
11
6
5
7
6
4
4
3
2
2
2
1
1
2
9
20
30
36
51
22
20
20
18
17
12
9
7
9
7
5
4
3
2
2
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
CatharpinRd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
0
2
9
15
17
16
23
8
8
9
7
7
4
2
2
3
2
2
2
2
2
1
3
1
1
2
11
20
19
21
30
13
12
14
11
11
7
4
3
4
3
3
3
3
3
2
3
2
1
3
12
20
19
21
30
13
13
14
12
11
7
4
3
5
4
3
4
3
3
2
5
3
2
5
18
31
27
33
47
25
23
27
22
21
13
7
6
8
6
6
7
6
5
4
6
3
2
5
19
33
29
35
49
27
25
29
24
23
14
10
8
11
9
8
7
7
5
4
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
3,800
6%
5,200
6%
5,500
6%
9,100
6%
10,200
6%
10
5
5
5
7
45
140
92
105
170
139
142
181
168
165
440
403
620
415
291
97
100
37
18
14
7
7
7
14
96
300
195
223
232
189
192
246
228
225
543
497
770
513
360
132
135
50
25
15
8
8
8
16
106
330
215
247
246
201
204
261
242
238
566
518
800
533
375
140
144
53
26
25
12
12
12
33
224
710
456
521
400
326
332
424
394
387
855
784
1,230
806
566
228
234
86
43
28
14
14
14
39
265
820
539
618
460
375
382
488
453
446
928
849
1,300
874
614
262
269
99
50
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
55.0
49.7
54.4
53.8
54.7
54.9
54.9
54.5
54.7
54.7
43.6
47.3
21.6
46.3
53.2
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
45.1
53.6
52.2
54.3
54.7
54.7
54.0
54.4
54.4
39.5
44.2
18.0
42.9
52.4
55.0
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.5
54.7
52.4
54.6
54.9
55.0
55.0
55.0
55.0
8
4
4
4
6
40
132
86
99
156
126
127
164
154
155
420
390
600
402
278
92
93
34
15
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
53.6
54.1
47.8
53.9
54.8
55.0
55.0
55.0
55.0
11
5
4
4
11
85
282
183
210
212
171
172
223
210
212
517
480
745
496
344
126
126
46
22
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
53.2
53.9
46.6
53.7
54.8
55.0
55.0
55.0
55.0
12
5
5
5
13
93
310
203
233
226
182
182
237
223
223
540
501
774
516
358
132
134
49
23
20
8
8
8
26
198
668
429
490
367
296
298
384
362
363
815
758
1,190
780
540
216
218
79
37
22
10
10
10
30
234
771
507
581
422
340
342
441
416
418
884
821
1,257
846
586
248
251
90
43
Scenario
To:
CatharpinRd
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyWB_10
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
0
0
2
4
3
3
6
6
6
7
6
5
9
6
9
6
5
2
2
1
1
1
1
1
1
1
4
9
6
7
9
8
8
10
8
6
12
8
12
8
6
2
3
1
1
1
1
1
1
1
5
10
6
7
9
8
9
10
8
7
12
8
12
8
7
3
3
1
1
1
1
1
1
2
10
21
14
16
15
13
14
17
14
11
18
12
19
12
10
4
5
2
2
2
1
1
1
3
12
25
16
19
17
15
16
20
16
13
20
13
20
13
11
5
5
3
2
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
SandersLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
1
3
4
3
3
8
7
9
10
8
5
11
7
11
7
8
3
5
2
2
2
1
2
2
2
7
9
6
6
11
10
12
13
10
7
14
9
13
9
10
4
6
3
2
2
2
2
2
2
8
10
6
7
11
11
13
14
11
8
14
9
14
9
10
5
7
3
2
4
3
3
3
5
16
21
13
15
18
17
20
23
18
13
22
14
21
14
16
8
11
5
4
4
3
3
3
6
19
24
16
18
21
20
24
27
21
15
24
15
23
15
17
9
13
6
5
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
1,400
1,200
2013Existing
1,000
800
2020NoBuild
600
2020Build
400
2040NoBuild
200
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
4,400
7%
6,100
7%
6,200
7%
10,900
7%
11,400
7%
14
6
3
8
70
254
670
662
944
211
172
169
158
178
155
92
103
170
116
64
78
53
33
17
21
8
4
12
92
332
810
867
1,236
317
258
254
237
267
233
153
171
260
190
107
117
79
50
25
21
9
4
13
90
323
780
844
1,203
325
266
261
244
274
240
178
200
300
223
124
120
81
51
26
41
16
8
24
155
559
1,250
1,459
2,079
617
503
495
463
520
455
307
345
480
383
214
227
154
97
49
43
17
9
26
144
519
1,150
1,354
1,930
651
531
523
488
548
480
433
486
670
539
302
240
163
103
51
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
53.0
19.7
11.3
2.3
52.1
53.9
53.9
54.3
53.7
54.4
54.9
54.9
54.2
54.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
53.6
25.2
15.0
3.3
51.3
53.6
53.6
54.0
53.4
54.2
54.5
54.2
51.2
53.7
54.9
55.0
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
50.9
51.2
38.2
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
11
5
2
5
55
225
631
623
889
193
156
152
143
164
146
88
99
164
112
61
74
50
30
14
55.0
55.0
55.0
55.0
55.0
54.9
45.6
42.7
20.4
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
17
5
3
8
72
293
763
816
1,163
290
233
227
215
246
218
146
165
251
184
102
111
73
46
22
55.0
55.0
55.0
55.0
55.0
54.9
47.0
43.9
22.1
54.9
55.0
55.0
55.0
54.9
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
17
6
3
9
71
286
733
795
1,132
298
241
234
221
252
225
169
194
290
216
119
114
75
47
23
33
12
5
17
121
494
1,176
1,373
1,956
566
455
444
419
478
427
292
334
465
370
204
215
144
88
43
34
12
6
17
113
459
1,082
1,274
1,816
597
481
469
441
504
450
413
471
648
522
289
228
152
94
44
Scenario
To:
PagelandLn
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyEB_11
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
5
11
20
20
28
8
7
7
6
6
4
2
2
3
2
1
1
1
1
1
1
1
0
1
6
15
24
26
37
12
11
11
9
9
7
3
3
4
3
2
2
2
1
1
1
1
0
1
6
14
24
25
36
12
11
11
10
9
7
4
3
5
3
2
2
2
1
1
2
1
1
2
11
25
38
44
63
23
21
21
19
18
13
7
5
7
6
4
4
3
3
2
3
1
1
3
10
23
35
41
58
24
22
22
20
19
14
9
7
10
8
5
4
3
3
2
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
SandersLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
2
10
18
19
19
27
10
9
10
9
8
5
2
2
3
2
2
3
2
2
2
3
2
1
3
14
24
23
25
36
15
14
16
13
12
8
4
3
5
3
3
4
4
3
2
3
2
1
3
13
23
23
24
35
15
14
16
13
13
8
5
3
5
4
3
4
4
3
2
6
3
2
5
23
40
36
42
60
28
27
30
25
24
15
8
6
8
7
6
8
7
6
4
6
4
2
6
21
37
33
39
56
30
28
32
27
25
16
11
8
12
9
8
8
8
6
5
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
4,400
6%
6,100
6%
6,200
6%
10,900
6%
11,400
6%
12
6
6
6
8
53
160
107
121
199
162
165
211
196
193
509
467
710
479
337
113
116
43
21
17
8
8
8
16
106
330
216
248
274
223
228
291
270
265
647
592
910
611
428
156
160
59
29
17
9
9
9
18
118
370
241
277
278
227
231
295
274
269
639
584
900
602
423
158
162
60
30
30
15
15
15
34
232
720
472
541
490
399
407
520
482
475
1,082
990
1,520
1,021
716
279
286
106
53
32
16
16
16
44
297
920
606
696
516
421
429
548
508
500
1,032
943
1,440
974
683
294
302
111
56
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
55.0
49.4
54.3
53.5
54.0
54.6
54.6
53.7
54.1
54.2
29.8
36.1
10.0
34.1
49.7
54.9
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
39.6
52.5
50.2
53.8
54.5
54.5
53.3
53.9
54.0
33.0
39.0
12.4
37.1
50.7
54.9
54.9
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
53.9
54.3
50.0
54.2
54.9
55.0
55.0
55.0
55.0
9
5
4
4
6
47
150
101
113
183
146
148
191
180
181
485
452
687
464
322
107
109
39
18
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
54.9
55.0
55.0
54.9
55.0
55.0
51.6
52.9
40.9
52.5
54.6
55.0
55.0
55.0
55.0
13
5
5
5
13
93
310
203
234
251
202
204
263
249
248
616
573
880
591
409
148
150
54
25
55.0
55.0
55.0
55.0
55.0
55.0
54.8
55.0
54.9
54.9
55.0
55.0
54.9
54.9
55.0
51.8
53.0
41.5
52.7
54.6
55.0
55.0
55.0
55.0
13
6
6
6
14
105
348
227
261
255
206
207
267
252
252
609
565
870
582
404
150
151
55
26
24
11
10
11
27
205
677
444
509
449
362
365
471
443
445
1,031
958
1,470
988
683
265
267
97
46
25
12
11
11
34
263
865
570
655
473
382
385
496
467
469
984
913
1,393
942
652
279
282
102
49
Scenario
To:
SandersLn
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyWB_11
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
1
1
1
2
5
3
4
7
7
7
8
7
6
11
7
11
7
6
2
2
1
1
1
1
1
1
1
5
10
7
7
10
9
10
12
9
8
14
9
14
9
7
3
3
2
1
1
1
1
1
1
5
11
7
8
10
9
10
12
9
8
14
9
14
9
7
3
3
2
1
2
1
1
1
2
10
22
14
16
18
16
17
21
17
14
23
15
23
15
13
5
6
3
2
2
1
1
2
3
13
28
18
21
19
17
18
22
18
14
22
14
22
15
12
5
6
3
2
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
PagelandLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
1
4
5
3
4
9
9
10
12
9
6
13
8
12
8
9
4
5
3
2
3
2
2
2
2
8
10
6
7
13
12
14
16
12
9
17
10
16
11
12
5
7
3
3
3
2
2
2
3
8
11
7
8
13
12
14
16
13
9
16
10
16
11
12
5
8
3
3
4
3
4
3
5
17
21
14
16
23
21
25
28
22
16
28
17
27
18
20
9
13
6
5
5
3
4
3
7
21
27
18
20
24
22
26
30
23
17
26
16
25
17
19
10
14
6
5
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
4,200
7%
6,300
7%
6,700
7%
12,400
7%
14,000
7%
13
5
3
8
68
246
650
642
916
201
164
162
151
170
148
81
91
150
102
57
74
50
32
16
22
9
4
13
94
339
810
884
1,261
334
272
268
250
281
246
162
182
270
201
113
123
83
53
26
23
9
5
14
98
351
850
917
1,308
351
286
282
263
295
258
189
213
320
236
132
129
88
55
28
46
18
9
28
174
626
1,400
1,635
2,331
703
573
564
527
592
518
365
410
570
455
255
259
176
111
55
52
21
10
31
181
651
1,470
1,701
2,424
786
641
631
589
662
579
514
577
810
640
359
289
196
124
62
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
51.6
13.2
7.0
1.3
49.7
52.9
53.0
53.6
52.6
53.8
54.8
54.7
53.2
54.4
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
51.0
10.9
5.9
1.1
46.3
51.4
51.6
52.6
51.0
53.0
53.9
53.1
46.2
51.9
54.8
54.9
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
51.5
51.7
39.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
10
4
2
5
53
217
611
604
861
184
148
145
137
156
139
77
88
145
98
54
71
47
29
14
55.0
55.0
55.0
55.0
55.0
54.8
45.6
41.7
19.1
54.9
54.9
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
18
6
3
9
73
300
763
831
1,186
306
247
240
226
258
231
155
176
261
194
108
117
77
49
23
55.0
55.0
55.0
55.0
55.0
54.8
43.6
39.8
16.9
54.8
54.9
54.9
55.0
54.9
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
19
6
4
10
76
311
799
862
1,231
322
259
253
238
271
242
180
206
309
228
126
123
82
51
24
36
13
6
19
136
553
1,317
1,539
2,193
645
519
505
477
545
486
348
397
551
440
244
245
164
102
48
41
15
7
21
141
575
1,383
1,601
2,281
720
581
566
533
609
543
490
558
784
619
343
274
183
114
54
Scenario
To:
TCP
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyEB_12
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
5
11
20
19
28
8
7
7
6
6
4
2
1
2
2
1
1
1
1
1
1
1
0
1
7
15
24
27
38
13
11
11
10
10
7
3
3
4
3
2
2
2
1
1
1
1
0
1
7
15
26
28
39
13
12
12
11
10
7
4
3
5
4
2
2
2
1
1
3
1
1
3
12
28
42
49
70
26
24
24
21
20
15
8
6
9
7
4
5
4
3
2
3
2
1
3
13
29
44
51
73
30
26
26
24
23
17
11
9
12
10
6
5
4
3
2
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
PagelandLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
2
10
18
19
19
27
9
9
10
8
8
5
2
2
3
2
2
2
2
2
1
3
2
1
3
14
24
23
26
37
15
14
17
14
13
8
4
3
5
4
3
4
4
3
2
3
2
1
3
15
25
25
27
38
16
15
17
14
14
9
5
4
6
4
4
4
4
3
3
7
4
2
6
26
45
41
47
68
32
30
35
29
27
17
9
7
10
8
7
9
8
6
5
8
4
2
7
27
47
43
49
70
36
34
39
32
30
19
13
10
14
11
10
10
9
7
6
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA234(SudleyRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
MinorArterial
1
900
55
DailyVolume
DailyTruck%
4,200
6%
6,300
6%
6,700
6%
12,400
6%
14,000
6%
12
6
6
6
6
42
130
85
98
189
154
157
201
186
183
499
457
700
472
331
108
111
41
20
17
9
9
9
16
111
350
226
259
279
228
232
297
275
271
667
611
950
630
442
159
163
60
30
19
9
9
9
18
123
380
250
286
302
246
251
320
297
293
699
640
980
659
463
172
177
65
33
34
17
17
17
40
273
840
554
634
560
456
465
594
551
543
1,215
1,113
1,700
1,146
804
319
327
121
60
40
20
20
20
51
343
1,040
699
802
646
526
536
685
636
626
1,300
1,189
1,780
1,227
860
368
377
139
70
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
55.0
55.0
55.0
55.0
55.0
54.9
44.1
53.4
51.9
53.2
54.3
54.2
52.5
53.3
53.5
21.9
28.3
6.2
26.3
46.2
54.9
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.8
32.1
50.1
46.0
51.4
53.6
53.4
50.2
51.7
52.0
17.6
23.8
5.1
21.7
43.4
54.8
54.8
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.0
54.4
50.3
54.3
54.9
55.0
55.0
55.0
55.0
9
5
4
4
5
37
122
80
92
173
140
140
182
171
172
475
442
677
457
316
102
104
38
17
55.0
55.0
55.0
55.0
55.0
55.0
54.8
55.0
55.0
54.9
55.0
55.0
54.9
54.9
55.0
51.1
52.5
38.6
52.1
54.5
55.0
55.0
55.0
55.0
13
6
6
6
13
98
329
212
243
256
207
208
269
253
254
636
591
919
609
422
151
152
55
26
55.0
55.0
55.0
55.0
55.0
55.0
54.7
55.0
54.9
54.9
55.0
55.0
54.9
54.9
54.9
50.2
51.9
36.7
51.5
54.3
55.0
55.0
55.0
55.0
15
6
6
6
14
109
358
235
269
277
223
225
290
273
275
666
619
948
637
442
163
165
59
29
27
12
11
11
31
241
791
521
597
513
413
417
538
507
509
1,158
1,077
1,644
1,109
768
302
305
111
53
32
14
13
14
39
303
979
658
755
592
476
481
621
585
587
1,239
1,150
1,722
1,187
821
349
351
127
61
Scenario
To:
PagelandLn
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
SudleyWB_12
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
1
1
0
2
4
3
3
7
6
7
8
6
5
11
7
11
7
6
2
2
1
1
1
1
1
1
1
5
11
7
8
10
9
10
12
9
8
14
9
14
10
8
3
3
2
1
1
1
1
1
1
5
11
8
9
11
10
11
13
10
8
15
10
15
10
8
3
4
2
1
2
1
2
2
3
12
25
17
19
21
19
19
24
19
16
26
17
26
17
14
6
7
3
2
2
2
2
2
4
15
31
21
24
24
22
22
27
22
18
28
18
27
19
15
7
8
4
3
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
TCP
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
1
3
4
2
3
9
8
10
11
9
6
13
8
12
8
9
4
5
2
2
3
2
2
2
2
8
10
7
8
13
12
14
16
13
9
17
11
17
11
12
5
8
3
3
3
2
2
2
3
9
11
7
8
14
13
15
17
14
10
18
11
17
12
13
6
8
4
3
5
4
4
4
6
20
24
16
18
26
24
29
32
25
18
31
19
30
20
22
11
15
7
5
6
4
5
4
8
25
30
20
23
30
28
33
37
29
21
33
21
31
21
24
12
18
8
6
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,000
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
VA234(SudleyRd)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MinorArterial
1
900
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
4,200
7%
7,600
7%
6,100
7%
17,400
7%
11,500
7%
13
5
3
8
68
246
650
642
916
201
164
162
151
170
148
81
91
150
102
57
74
50
32
16
23
9
5
14
120
432
1,200
1,128
1,607
346
283
278
260
292
255
175
197
340
217
122
128
87
55
27
19
8
4
11
98
352
940
918
1,309
289
236
232
217
243
213
129
144
240
160
90
107
72
46
23
53
21
11
32
260
938
2,540
2,447
3,487
813
663
652
610
684
599
486
547
920
604
339
299
203
128
64
37
15
7
22
175
631
1,640
1,649
2,350
561
458
450
421
472
413
292
328
530
365
204
207
140
89
44
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
54.8
30.9
33.7
10.1
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
51.4
51.3
36.5
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
51.5
51.7
39.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
10
4
2
5
53
217
611
604
861
184
148
145
137
156
139
77
88
145
98
54
71
47
29
14
55.0
55.0
55.0
55.0
55.0
55.0
54.3
54.5
51.8
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
19
6
4
10
94
382
1,129
1,061
1,511
317
256
249
236
269
240
167
191
329
210
117
122
81
51
24
55.0
55.0
55.0
55.0
55.0
55.0
54.8
54.8
53.9
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
15
5
3
8
76
311
885
863
1,231
265
213
208
196
224
200
123
139
232
155
85
101
68
42
20
42
15
7
22
203
830
2,389
2,302
3,281
745
601
585
553
629
562
464
529
890
584
324
284
190
118
56
30
11
4
15
137
558
1,543
1,551
2,211
514
415
403
381
434
387
279
317
513
353
194
196
130
82
38
Scenario
To:
MarbleHillLn
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
SudleyEB_13
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
0
1
5
11
20
19
28
8
7
7
6
6
4
2
1
2
2
1
1
1
1
1
1
1
0
1
8
19
36
34
49
13
12
12
10
10
7
4
3
5
3
2
2
2
1
1
1
1
0
1
7
16
28
28
40
11
10
10
9
8
6
3
2
4
2
2
2
1
1
1
3
2
1
3
18
41
77
74
105
31
27
27
24
24
17
10
8
14
9
6
5
4
3
2
2
1
1
2
12
28
49
50
71
21
19
19
17
16
12
6
5
8
6
4
4
3
2
2
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
TCP
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
2
10
18
19
19
27
9
9
10
8
8
5
2
2
3
2
2
2
2
2
1
3
2
1
3
18
31
35
33
47
16
15
17
14
13
8
4
3
6
4
3
4
4
3
2
3
2
1
2
15
25
27
27
38
13
13
14
12
11
7
3
3
4
3
3
4
3
3
2
8
4
3
7
39
67
74
71
101
37
35
40
33
31
20
12
10
16
11
9
10
9
7
6
5
3
2
5
26
45
48
48
68
26
24
28
23
22
14
7
6
9
6
6
7
7
5
4
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
VA234(SudleyRd)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MinorArterial
1
900
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
Parkway
2
1,100
55
DailyVolume
DailyTruck%
4,200
6%
7,600
6%
6,100
6%
17,400
6%
11,500
6%
12
6
6
6
6
42
130
85
98
189
154
157
201
186
183
499
457
700
472
331
108
111
41
20
23
12
12
12
10
68
190
139
159
381
311
317
405
375
370
890
814
1,120
840
589
217
223
82
41
18
9
9
9
9
62
180
126
144
292
238
243
310
288
283
713
652
940
672
472
166
171
63
31
56
28
28
28
33
223
590
453
518
914
745
759
970
900
886
1,888
1,730
2,270
1,782
1,250
520
534
197
98
35
18
18
18
22
150
420
306
351
575
469
478
610
566
557
1,266
1,159
1,600
1,195
838
327
336
124
62
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.8
54.9
54.9
54.8
54.9
54.9
47.9
50.6
39.6
49.9
54.2
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.1
54.5
52.0
54.4
54.9
55.0
55.0
55.0
55.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.0
54.4
50.3
54.3
54.9
55.0
55.0
55.0
55.0
9
5
4
4
5
37
122
80
92
173
140
140
182
171
172
475
442
677
457
316
102
104
38
17
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.9
54.9
54.6
54.9
55.0
55.0
55.0
55.0
55.0
19
8
8
8
8
60
178
131
149
349
281
284
367
345
347
848
788
1,083
812
563
206
209
75
36
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
55.0
54.8
55.0
55.0
55.0
55.0
55.0
55.0
14
6
6
6
7
55
170
118
136
268
215
218
281
265
266
680
631
910
650
451
157
160
57
27
45
20
18
19
26
197
555
426
487
838
674
680
878
828
830
1,799
1,674
2,196
1,724
1,193
493
498
181
85
28
13
12
12
17
132
395
288
330
527
425
429
553
520
522
1,207
1,121
1,548
1,156
800
310
313
114
54
Scenario
To:
TCP
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
SudleyWB_13
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
1
1
0
2
4
3
3
7
6
7
8
6
5
11
7
11
7
6
2
2
1
1
1
1
1
1
1
3
6
4
5
14
13
13
16
13
11
19
12
17
13
10
4
4
2
1
1
1
1
1
1
3
5
4
4
11
10
10
12
10
8
15
10
14
10
8
3
3
2
1
3
2
3
3
2
10
18
14
16
34
31
32
39
31
26
41
26
34
27
22
9
11
5
4
2
1
2
2
2
7
13
9
11
22
19
20
24
20
16
27
18
24
18
15
6
7
3
2
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
MarbleHillLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
1
3
4
2
3
9
8
10
11
9
6
13
8
12
8
9
4
5
2
2
3
3
3
3
1
5
6
4
5
18
17
20
22
17
12
23
14
20
15
16
7
10
5
4
3
2
2
2
1
4
5
4
4
13
13
15
17
13
9
18
11
16
12
13
6
8
4
3
8
6
7
6
5
16
17
13
15
42
40
47
53
41
30
48
30
40
31
35
18
25
11
9
5
4
4
4
3
11
12
9
10
26
25
29
33
26
19
32
20
28
21
23
11
16
7
6
60.0
50.0
2013Existing
40.0
2020NoBuild
30.0
2020Build
20.0
2040NoBuild
10.0
2040Build
0.0
12AM
4AM
8AM
12PM
4PM
8PM
2,500
2,000
2013Existing
1,500
2020NoBuild
2020Build
1,000
2040NoBuild
500
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
DailyVolume
DailyTruck%
1,200
5%
1,900
5%
1,300
5%
4,000
5%
1,500
5%
5
3
3
4
14
59
130
134
129
82
57
50
52
51
57
58
59
70
58
46
31
23
16
9
8
4
4
6
22
96
210
217
207
129
89
78
81
81
89
90
93
110
89
72
49
37
25
14
5
3
3
4
14
61
130
138
132
91
63
55
57
57
63
67
69
80
66
54
35
26
17
10
16
9
9
13
48
209
460
473
451
270
186
164
171
169
187
179
185
220
176
143
103
77
52
30
7
4
4
5
15
64
130
147
141
112
77
68
71
70
78
81
83
90
81
64
43
32
21
12
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
50.0
50.0
50.0
50.0
50.0
50.0
48.6
48.5
48.7
49.9
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
5
3
3
3
12
54
123
127
122
77
53
47
49
49
55
57
58
69
57
45
30
22
15
9
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
7
4
3
5
19
88
199
205
196
120
83
73
76
77
86
88
92
108
88
71
48
36
24
13
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
5
3
3
3
12
56
123
131
125
85
59
51
54
54
61
66
68
79
65
53
34
25
16
10
15
8
8
11
42
192
434
447
426
251
172
152
160
160
181
175
182
217
173
140
101
75
50
29
6
4
3
4
13
59
123
139
133
105
72
64
67
67
75
79
82
89
80
63
42
31
20
11
Scenario
To:
VA234(SudleyRd)
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
1
2
5
7
7
7
5
4
3
3
2
2
1
1
1
1
1
1
1
1
0
1
0
1
1
3
8
11
12
11
9
6
5
5
4
3
2
1
2
1
1
1
1
1
1
0
0
0
1
2
5
7
7
7
6
4
4
3
3
2
1
1
1
1
1
1
1
1
0
1
1
1
2
6
16
25
25
24
18
13
11
10
8
6
4
3
3
3
3
2
2
2
1
1
0
1
1
2
5
7
8
8
7
5
4
4
3
3
2
1
1
1
1
1
1
1
1
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: SandersSB_1
Facility:
SB
VA705(SandersLn)
From:
BoxwoodFarmsD
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
50.5
50.0
2013Existing
49.5
2020NoBuild
49.0
2020Build
48.5
2040NoBuild
48.0
2040Build
47.5
12AM
4AM
8AM
12PM
4PM
8PM
500
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
DailyVolume
DailyTruck%
1,200
4%
1,900
4%
1,300
4%
4,000
4%
1,500
4%
7
4
4
4
8
22
50
50
54
52
46
48
54
57
61
107
117
150
116
83
42
31
21
12
12
7
6
6
14
41
90
92
97
82
72
75
84
89
95
162
179
230
175
126
66
49
33
18
8
5
4
4
9
27
60
61
64
56
49
51
57
61
65
113
124
160
122
87
45
34
22
12
26
15
13
14
26
76
160
171
181
181
160
166
187
197
210
349
385
470
376
271
145
109
72
40
9
5
4
5
13
40
90
90
95
63
56
58
65
69
74
118
130
170
127
91
51
38
25
14
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
49.6
49.4
48.6
49.5
49.9
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
6
4
3
3
7
20
47
47
51
49
43
45
51
54
59
105
115
148
114
82
41
30
20
11
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
49.9
50.0
50.0
50.0
50.0
50.0
50.0
11
6
5
5
12
38
85
87
92
77
67
70
79
85
92
158
176
226
172
124
65
48
32
17
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
7
4
3
3
8
25
57
58
61
52
46
48
54
58
63
110
122
158
120
85
44
33
21
11
24
13
11
12
23
70
151
162
171
169
149
154
175
187
203
340
379
462
370
265
142
106
70
38
8
4
3
4
11
37
85
85
90
59
52
54
61
66
71
115
128
167
125
89
50
37
24
13
Scenario
To:
BoxwoodFarmsD
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
0
1
1
1
2
3
3
3
3
3
3
3
3
2
2
2
2
2
1
1
1
1
1
1
1
1
1
2
3
5
5
5
5
5
5
5
4
3
4
3
4
3
2
1
1
1
1
1
1
1
1
1
2
3
3
3
4
3
3
3
3
2
3
2
2
2
2
1
1
1
1
2
2
2
2
3
6
9
9
10
12
11
11
11
9
7
8
6
7
6
5
3
3
2
2
1
1
1
1
2
3
5
5
5
4
4
4
4
3
3
3
2
3
2
2
1
1
1
1
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: SandersNB_1
Facility:
NB
VA705(SandersLn)
From:
VA234(SudleyRd)
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
1
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
50.5
50.0
2013Existing
49.5
2020NoBuild
49.0
2020Build
48.5
2040NoBuild
48.0
2040Build
47.5
12AM
4AM
8AM
12PM
4PM
8PM
500
450
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
DailyVolume
DailyTruck%
400
4%
800
4%
1,000
4%
2,000
4%
2,900
4%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
1
1
1
3
5
30
40
42
14
14
16
18
18
23
25
30
40
28
17
16
9
5
1
4
2
1
1
7
13
80
91
96
23
23
26
30
31
39
48
59
90
52
33
26
15
8
2
6
3
2
2
6
11
60
80
84
34
33
39
44
46
57
74
91
120
82
51
39
21
12
3
12
5
3
3
13
26
140
182
191
67
65
75
85
89
110
138
171
230
153
95
75
42
23
7
20
8
5
5
13
27
130
187
196
107
104
121
137
142
177
233
287
350
255
160
121
67
37
11
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
49.9
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
49.9
49.8
49.6
49.9
50.0
50.0
50.0
50.0
50.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
3
1
1
1
3
5
28
38
40
13
13
15
17
17
22
24
30
39
28
17
16
9
5
1
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
4
2
1
1
6
12
76
86
91
21
21
24
28
30
38
47
58
89
51
32
25
15
8
2
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
5
3
2
2
5
10
57
76
79
32
31
36
41
44
55
72
90
118
81
50
38
20
12
3
11
4
3
3
11
24
132
172
181
63
61
70
80
85
106
135
168
226
151
93
73
41
22
7
18
7
4
4
11
25
123
177
185
100
97
113
129
136
171
228
283
345
251
157
119
65
36
10
Scenario
To:
LiviaDr
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
Speed(mph)
2013
Existing
2013Existing
Distance(mi):
PTG
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
2
2
2
1
1
1
1
1
1
1
0
1
0
0
0
0
0
0
0
0
0
0
1
1
4
5
5
2
2
2
2
1
1
1
1
1
1
1
1
0
0
0
1
0
0
0
1
1
3
4
5
2
2
3
3
2
2
2
1
2
1
1
1
1
0
0
1
1
0
0
2
2
8
10
10
4
4
5
5
4
4
3
3
4
2
2
2
1
1
0
2
1
1
1
2
2
7
10
11
7
7
8
8
6
6
5
4
5
4
3
2
2
1
1
HeavyTruckVolume
BasicProperties
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: PagelandSB_1
Facility:
SB
VA705(SandersLn)
From:
VA234(SudleyRd)
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
50.1
50.0
49.9
49.8
49.7
49.6
49.5
49.4
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Speed(mph)
Distance(mi):
VA705(SandersLn)
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
Collector
1
800
50
DailyVolume
DailyTruck%
400
4%
800
4%
1,000
4%
2,000
4%
2,900
5%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
0
0
1
3
23
40
40
35
25
17
16
17
17
21
24
27
30
24
17
10
6
3
2
4
1
1
2
6
38
60
67
58
55
38
35
39
38
47
54
59
60
55
38
22
13
7
3
4
1
1
2
10
69
120
120
102
61
42
39
43
42
52
47
54
60
47
34
24
14
8
4
10
2
2
4
15
108
170
188
161
136
93
87
95
93
114
123
138
140
124
87
53
32
17
8
13
3
3
6
29
203
330
352
301
190
131
122
134
131
160
127
143
150
127
90
74
45
24
12
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
49.7
49.6
49.8
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
2
0
0
1
3
21
38
38
33
23
16
15
16
16
20
23
27
30
24
17
10
6
3
2
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
4
1
1
2
5
35
57
63
55
51
35
33
37
36
45
53
58
59
54
37
22
13
7
3
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
50.0
4
1
1
2
9
64
114
114
97
57
39
36
41
40
50
46
53
59
46
33
24
14
8
4
9
2
2
3
13
100
161
178
152
127
87
81
90
89
110
120
136
138
122
85
52
31
16
8
12
3
3
5
26
186
312
332
285
177
122
114
126
125
155
124
141
148
125
88
72
44
23
11
Scenario
To:
VA234(SudleyRd)
Facilitytype
Lanes
Lanecapacity
FFSpeed
a:
b:
PagelandNB_1
PTG
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Scenario
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
2
2
2
2
2
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
3
3
4
3
4
3
2
2
2
2
1
1
1
1
1
0
0
0
0
0
0
0
0
1
5
6
6
5
4
3
3
2
2
2
1
1
1
1
1
0
0
0
0
1
0
0
1
2
8
9
10
9
9
6
6
5
4
4
3
2
2
2
2
1
1
1
0
1
0
0
1
3
16
18
19
16
13
9
8
8
6
5
3
2
2
2
2
2
1
1
1
HeavyTruckVolume
DisplayCode:
Facility:
NB
From:
LiviaDr
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
50.1
50.0
49.9
49.8
49.7
49.6
49.5
49.4
49.3
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
400
350
300
250
200
150
100
50
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
Distance(mi):
US50
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
DailyVolume
DailyTruck%
11,400
6%
14,500
6%
14,500
6%
23,200
6%
23,200
6%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
49
27
27
41
138
600
1,220
1,357
1,294
832
574
504
526
520
577
465
481
530
461
372
317
236
160
92
62
34
34
51
176
768
1,570
1,734
1,652
1,050
725
636
663
657
728
592
614
680
586
473
400
297
202
116
62
34
34
51
179
777
1,590
1,757
1,675
1,051
726
637
664
657
729
575
596
660
570
460
400
298
202
116
98
55
55
82
285
1,241
2,550
2,806
2,675
1,674
1,156
1,014
1,058
1,047
1,161
929
961
1,070
922
742
638
474
322
185
98
55
55
82
285
1,241
2,550
2,806
2,675
1,674
1,156
1,014
1,058
1,047
1,161
929
961
1,070
922
742
638
474
322
185
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
60.0
60.0
60.0
60.0
60.0
59.0
33.7
25.8
29.7
55.5
59.4
59.7
59.6
59.6
59.4
59.8
59.8
59.6
59.8
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.0
33.7
25.8
29.7
55.5
59.4
59.7
59.6
59.6
59.4
59.8
59.8
59.6
59.8
60.0
60.0
60.0
60.0
60.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
60.0
59.2
58.6
58.9
59.9
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
42
22
20
31
114
541
1,154
1,284
1,225
771
527
461
485
486
548
447
468
516
449
359
305
225
150
83
60.0
60.0
60.0
60.0
60.0
59.9
56.9
54.8
56.0
59.6
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
53
27
25
38
145
694
1,486
1,641
1,564
973
667
581
611
614
691
569
598
662
571
456
384
282
189
105
60.0
60.0
60.0
60.0
60.0
59.9
56.7
54.5
55.7
59.6
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
53
27
25
38
148
702
1,505
1,663
1,585
974
668
582
612
614
692
554
580
642
555
444
384
283
189
105
82
43
41
62
235
1,121
2,412
2,655
2,531
1,552
1,063
927
976
979
1,103
894
936
1,042
898
716
613
451
302
168
82
43
41
62
235
1,121
2,412
2,655
2,531
1,552
1,063
927
976
979
1,103
894
936
1,042
898
716
613
451
302
168
Scenario
To:
TCP/DulleConnector
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
US50EB_10
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
2
3
5
11
32
44
49
46
37
28
24
24
20
18
11
8
9
7
7
6
5
5
4
4
3
4
6
15
40
56
62
59
47
35
31
30
25
23
14
10
11
9
9
8
7
6
5
4
3
4
6
15
41
57
63
60
47
35
31
30
25
23
13
10
11
9
9
8
7
6
5
7
5
6
9
24
65
92
101
96
75
56
49
48
40
36
21
15
17
15
14
13
10
9
7
7
5
6
9
24
65
92
101
96
75
56
49
48
40
36
21
15
17
15
14
13
10
9
7
HeavyTruckVolume
DisplayCode:
Facility:
EB
From:
RacefieldLn
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
3
4
5
13
27
22
24
23
24
19
19
17
14
11
7
5
5
5
6
6
6
5
5
5
4
5
7
16
34
28
31
29
30
23
24
22
18
14
9
6
7
6
8
8
8
7
6
5
4
5
7
16
34
28
31
30
30
23
24
22
18
14
8
6
7
6
7
8
8
7
6
9
7
8
11
26
55
46
50
48
47
37
38
34
28
22
14
10
11
9
12
12
13
11
10
9
7
8
11
26
55
46
50
48
47
37
38
34
28
22
14
10
11
9
12
12
13
11
10
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
DailyVolume
DailyTruck%
11,400
5%
14,500
5%
14,500
5%
23,200
5%
23,200
5%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
76
44
37
41
63
185
380
420
445
535
471
489
551
580
621
1,021
1,128
1,330
1,106
794
429
321
214
119
97
56
47
52
78
232
470
524
552
684
602
625
704
741
794
1,304
1,442
1,690
1,409
1,013
548
411
273
152
97
56
48
53
75
221
450
501
531
686
604
627
706
744
796
1,316
1,453
1,700
1,424
1,023
550
412
274
153
154
89
76
83
124
367
750
830
877
1,089
959
995
1,120
1,180
1,264
2,096
2,317
2,730
2,267
1,629
873
654
435
242
155
89
76
84
122
361
730
814
861
1,098
967
1,003
1,129
1,190
1,274
2,098
2,319
2,710
2,268
1,630
880
659
439
244
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.9
59.9
59.5
59.8
59.7
59.5
59.3
59.0
47.8
42.0
29.2
43.5
56.4
59.9
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.9
59.5
59.8
59.7
59.4
59.3
59.0
47.7
41.9
29.8
43.4
56.4
59.9
60.0
60.0
60.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.7
59.5
58.8
59.6
59.9
60.0
60.0
60.0
60.0
64
34
28
31
52
167
359
398
421
496
433
447
508
542
590
983
1,099
1,296
1,077
766
413
305
201
108
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.9
58.9
58.2
55.8
58.4
59.7
60.0
60.0
60.0
60.0
81
44
35
39
65
210
445
496
522
634
554
572
649
693
754
1,255
1,405
1,646
1,372
978
526
391
256
138
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.9
58.8
58.1
55.7
58.3
59.7
60.0
60.0
60.0
60.0
81
44
36
40
62
199
426
474
503
636
555
574
651
695
756
1,267
1,416
1,656
1,387
988
528
392
257
139
130
70
57
63
103
332
710
785
830
1,009
882
910
1,033
1,103
1,200
2,017
2,257
2,659
2,208
1,573
839
622
407
219
130
70
57
63
101
326
691
770
815
1,018
889
918
1,041
1,112
1,209
2,019
2,259
2,640
2,209
1,574
846
627
411
221
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
RacefieldLn
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
4
5
5
10
14
15
16
24
23
24
25
22
19
23
18
21
18
15
8
7
6
5
7
5
5
6
6
12
17
19
20
31
29
30
32
28
25
30
23
27
23
19
11
9
8
6
7
5
5
6
6
12
16
18
19
31
29
30
32
29
25
30
23
27
23
19
11
9
8
6
10
8
8
9
10
19
27
30
31
49
46
48
51
45
40
48
37
44
36
30
17
14
13
10
11
8
8
10
10
19
26
29
31
49
47
48
51
46
40
48
37
43
36
30
17
14
13
10
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: US50WB_10
Facility:
WB
US50
From:
TCP/DulleConnector
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7
6
5
5
6
8
7
7
8
15
15
18
18
16
12
15
11
13
11
13
8
9
7
6
9
7
7
7
7
10
8
9
10
19
19
23
23
20
15
19
14
17
14
16
11
11
9
8
9
7
7
7
7
10
8
9
9
19
20
23
23
20
15
19
14
17
14
16
11
11
9
8
14
11
11
11
11
16
13
15
16
31
31
37
36
32
24
31
23
27
23
26
17
18
15
13
14
11
11
11
11
16
13
15
15
31
31
37
37
32
25
31
23
27
23
26
17
18
15
13
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
DailyVolume
DailyTruck%
11,400
6%
14,200
6%
13,500
6%
22,100
6%
19,600
6%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
49
27
27
41
138
600
1,220
1,357
1,294
832
574
504
526
520
577
465
481
530
461
372
317
236
160
92
61
34
34
51
171
745
1,510
1,685
1,606
1,039
718
630
657
650
721
581
601
660
577
464
396
294
200
115
58
32
32
48
161
702
1,420
1,586
1,511
988
682
599
625
618
686
564
584
640
558
450
377
280
190
109
94
52
52
78
269
1,171
2,390
2,645
2,521
1,603
1,107
971
1,013
1,003
1,112
899
931
1,030
890
718
611
454
308
178
84
47
47
70
237
1,033
2,100
2,336
2,227
1,430
987
866
903
894
992
799
826
910
791
638
545
405
275
158
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
60.0
60.0
60.0
60.0
60.0
59.3
38.7
30.6
34.6
56.4
59.5
59.8
59.7
59.7
59.5
59.9
59.8
59.7
59.9
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.6
47.3
40.5
43.7
58.0
59.7
59.9
59.8
59.8
59.7
59.9
59.9
59.9
59.9
60.0
60.0
60.0
60.0
60.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
60.0
59.2
58.6
58.9
59.9
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
42
22
20
31
114
541
1,154
1,284
1,225
771
527
461
485
486
548
447
468
516
449
359
305
225
150
83
60.0
60.0
60.0
60.0
60.0
59.9
57.5
55.5
56.5
59.6
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
52
27
25
38
141
673
1,429
1,594
1,519
964
660
577
606
607
684
560
585
642
562
448
380
280
187
104
60.0
60.0
60.0
60.0
60.0
60.0
58.2
56.8
57.5
59.7
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
49
25
24
37
133
634
1,344
1,501
1,430
916
627
548
577
577
652
543
569
624
543
435
363
266
178
99
80
40
40
59
222
1,058
2,261
2,503
2,385
1,486
1,017
888
934
938
1,056
865
907
1,003
867
694
587
432
288
161
71
37
35
53
195
933
1,988
2,210
2,107
1,326
907
792
833
836
942
769
805
886
770
616
523
385
258
143
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
StoneSpringsBlvd
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
2
3
5
11
32
44
49
46
37
28
24
24
20
18
11
8
9
7
7
6
5
5
4
4
3
4
6
14
39
54
61
58
46
35
30
30
25
23
13
10
11
9
9
8
6
6
5
4
3
3
5
13
37
51
57
54
44
33
29
28
24
21
13
9
10
9
8
7
6
6
4
6
5
5
9
22
61
86
95
91
72
54
47
46
38
35
21
15
17
14
13
12
10
9
7
6
4
5
8
20
54
75
84
80
64
48
42
41
34
31
18
13
15
13
12
11
9
8
6
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: US50EB_11
Facility:
EB
US50
From:
TCP/DulleConnector
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
4
3
4
5
13
27
22
24
23
24
19
19
17
14
11
7
5
5
5
6
6
6
5
5
5
4
5
7
16
33
27
30
29
29
23
23
21
18
14
8
6
7
6
7
8
8
7
6
5
4
5
6
15
31
25
28
27
28
22
22
20
17
13
8
6
6
6
7
7
8
6
6
8
7
7
10
25
52
43
47
45
45
36
36
33
27
21
13
9
10
9
11
12
12
11
10
7
6
7
9
22
46
37
42
40
40
32
32
29
24
19
12
8
9
8
10
11
11
9
9
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
MajorArterial
2
1,100
60
DailyVolume
DailyTruck%
11,400
5%
14,200
5%
13,500
5%
22,100
5%
19,600
5%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
76
44
37
41
63
185
380
420
445
535
471
489
551
580
621
1,021
1,128
1,330
1,106
794
429
321
214
119
94
54
46
51
81
239
490
541
571
664
585
607
684
720
771
1,263
1,396
1,650
1,366
982
533
399
265
148
89
51
44
48
80
235
480
530
561
633
557
578
651
686
734
1,188
1,314
1,550
1,286
924
507
380
253
141
146
84
72
79
124
366
750
827
875
1,034
910
945
1,064
1,121
1,200
1,975
2,183
2,580
2,137
1,535
829
621
413
230
130
75
64
71
108
319
650
721
762
922
812
843
949
1,000
1,070
1,755
1,940
2,280
1,899
1,364
739
554
368
205
FFS/(1+a*((v/c)^b))
0.30
0.30
6
6
0.30
6
0.30
6
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.9
59.9
59.7
59.8
59.8
59.6
59.5
59.3
50.7
45.9
33.8
47.1
57.4
59.9
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.8
59.9
59.9
59.8
59.7
59.6
54.7
51.7
43.1
52.5
58.6
60.0
60.0
60.0
60.0
BPRspeedestimate=
0.30
6
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.7
59.5
58.8
59.6
59.9
60.0
60.0
60.0
60.0
64
34
28
31
52
167
359
398
421
496
433
447
508
542
590
983
1,099
1,296
1,077
766
413
305
201
108
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.9
59.1
58.5
56.3
58.6
59.8
60.0
60.0
60.0
60.0
80
42
34
38
67
215
463
512
540
615
538
555
631
673
732
1,216
1,360
1,608
1,330
948
513
379
248
134
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
60.0
59.3
58.9
57.3
59.0
59.8
60.0
60.0
60.0
60.0
75
40
33
37
66
213
454
502
531
587
512
529
600
641
697
1,144
1,280
1,510
1,252
892
487
362
237
127
123
65
54
60
103
331
710
782
828
959
837
864
981
1,048
1,139
1,901
2,126
2,513
2,082
1,482
797
590
387
209
110
59
48
54
89
288
615
682
721
855
747
771
875
935
1,015
1,689
1,890
2,220
1,850
1,317
711
527
344
186
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
TCP/DulleConnector
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
5
4
4
5
5
10
14
15
16
24
23
24
25
22
19
23
18
21
18
15
8
7
6
5
6
5
5
6
7
13
18
19
21
30
28
29
31
28
24
29
22
26
22
18
10
9
8
6
6
5
5
5
7
12
17
19
20
28
27
28
30
26
23
27
21
25
21
17
10
8
7
6
10
8
8
9
10
19
27
30
31
46
44
46
48
43
38
45
35
41
34
29
16
14
12
9
9
7
7
8
9
17
23
26
27
41
39
41
43
38
34
40
31
37
30
25
14
12
11
8
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: US50WB_11
Facility:
WB
US50
From:
StoneSpringsBlvd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
7
6
5
5
6
8
7
7
8
15
15
18
18
16
12
15
11
13
11
13
8
9
7
6
8
7
7
7
7
11
9
10
10
19
19
23
22
19
15
18
14
16
14
16
10
11
9
8
8
6
6
6
7
10
9
9
10
18
18
21
21
19
14
17
13
15
13
15
10
10
9
8
13
11
10
10
11
16
13
15
16
29
29
35
35
30
23
29
22
26
21
24
16
17
14
12
11
9
9
9
10
14
12
13
14
26
26
31
31
27
21
26
19
23
19
22
14
15
13
11
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
3,000
2,500
2013Existing
2,000
2020NoBuild
1,500
2020Build
1,000
2040NoBuild
500
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
DailyVolume
DailyTruck%
700
0%
1,000
0%
1,000
0%
2,000
0%
2,000
0%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
3
2
1
2
8
24
80
53
56
20
17
18
20
21
23
51
56
110
55
40
16
12
8
4
4
2
2
2
12
34
120
77
82
27
24
25
28
30
32
72
79
160
77
56
22
16
11
6
4
2
2
2
10
28
100
64
68
27
24
25
28
30
32
80
89
180
88
62
22
16
11
6
8
5
4
4
24
70
230
157
166
58
51
53
60
63
67
142
157
300
154
110
46
35
23
13
8
5
4
5
24
71
230
160
169
59
52
54
61
64
69
140
155
290
152
109
47
35
24
13
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
3
2
1
2
8
24
80
53
56
20
17
18
20
21
23
51
56
110
55
40
16
12
8
4
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
4
2
2
2
12
34
120
77
82
27
24
25
28
30
32
72
79
160
77
56
22
16
11
6
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
4
2
2
2
10
28
100
64
68
27
24
25
28
30
32
80
89
180
88
62
22
16
11
6
8
5
4
4
24
70
230
157
166
58
51
53
60
63
67
142
157
300
154
110
46
35
23
13
8
5
4
5
24
71
230
160
169
59
52
54
61
64
69
140
155
290
152
109
47
35
24
13
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
StoneSpringsBlvd
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: TallCedarsEB_1
Facility:
EB
TallCedarsPkwy
From:
TCP/NorthstarBlvd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
44.9
44.9
44.9
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
350
300
2013Existing
250
200
2020NoBuild
150
2020Build
100
2040NoBuild
50
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
MinorArterial
1
900
45
DailyVolume
DailyTruck%
700
0%
1,000
0%
1,000
0%
2,000
0%
2,000
0%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
2
9
40
110
89
84
37
25
22
23
23
26
32
34
50
30
25
14
10
7
4
3
2
2
2
12
54
160
122
117
50
35
30
32
31
35
48
50
80
47
39
19
14
10
6
3
2
2
2
13
56
180
128
122
46
32
28
29
29
32
45
46
80
44
36
18
13
9
5
6
3
3
5
25
108
320
245
233
100
69
61
63
63
70
96
100
160
97
77
38
28
19
11
6
3
3
5
24
107
320
240
228
98
68
59
62
61
68
100
105
170
98
80
37
28
19
11
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
44.9
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
2
1
1
2
9
40
110
89
84
37
25
22
23
23
26
32
34
50
30
25
14
10
7
4
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
3
2
2
2
12
54
160
122
117
50
35
30
32
31
35
48
50
80
47
39
19
14
10
6
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
45.0
3
2
2
2
13
56
180
128
122
46
32
28
29
29
32
45
46
80
44
36
18
13
9
5
6
3
3
5
25
108
320
245
233
100
69
61
63
63
70
96
100
160
97
77
38
28
19
11
6
3
3
5
24
107
320
240
228
98
68
59
62
61
68
100
105
170
98
80
37
28
19
11
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
TCP/NorthstarBlvd
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: TallCedarsWB_1
Facility:
WB
TallCedarsPkwy
From:
StoneSpringsBlvd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
45.0
45.0
45.0
45.0
44.9
44.9
44.9
44.9
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
350
300
2013Existing
250
200
2020NoBuild
150
2020Build
100
2040NoBuild
50
0
12AM
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
DailyVolume
DailyTruck%
500
5%
1,100
5%
1,400
6%
3,000
6%
4,100
6%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
5
20
70
45
43
21
14
13
13
13
15
35
37
70
34
28
8
6
4
2
3
2
2
2
11
50
170
113
108
48
33
29
30
30
33
68
70
130
68
54
18
14
9
5
4
2
2
3
16
70
230
159
151
63
44
38
40
40
44
76
79
140
77
61
24
18
12
7
9
5
5
7
33
143
440
324
309
145
100
88
92
91
101
175
180
300
173
140
55
41
28
16
12
7
7
10
51
223
670
504
481
202
140
123
128
127
140
196
203
330
194
157
77
57
39
22
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
35.0
35.0
35.0
35.0
35.0
35.0
34.7
34.9
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
32.4
34.3
34.5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
1
1
1
1
4
17
65
42
40
19
13
12
12
12
14
34
36
69
33
28
8
6
4
2
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
3
2
2
2
9
44
158
105
100
44
30
26
27
29
32
67
69
128
67
53
18
14
9
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
4
2
2
3
13
61
213
148
141
57
40
34
37
37
43
74
78
138
76
60
24
18
12
7
8
4
3
5
27
127
409
301
287
131
90
80
85
86
97
170
177
294
170
137
54
40
27
15
10
5
5
7
41
196
623
468
448
183
126
112
118
119
134
191
199
324
191
153
75
55
37
20
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
TCP/NorthstarBlvd
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
2
4
2
2
1
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
1
4
9
6
6
3
2
2
2
1
1
1
1
2
1
1
0
0
0
0
0
0
0
0
2
6
13
9
8
4
3
3
2
2
1
2
1
2
1
1
0
0
0
0
1
1
1
1
4
11
24
18
17
10
7
6
5
4
3
4
3
5
3
2
1
1
1
1
1
1
1
2
6
18
37
28
26
14
10
8
7
6
5
4
3
5
3
3
2
1
1
1
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: BraddockEB_10
Facility:
EB
VA620(BraddockRd)
From:
VA705(LightridgeFarmRd)
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
3
2
2
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
4
2
2
2
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
5
7
5
5
4
3
2
2
1
1
1
0
1
0
1
0
0
0
0
1
1
1
1
4
9
10
8
7
5
4
3
3
2
1
1
1
1
0
1
0
1
1
1
35.5
35.0
34.5
34.0
33.5
33.0
32.5
32.0
31.5
31.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
800
700
600
500
400
300
200
100
0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
DailyVolume
DailyTruck%
500
5%
1,100
5%
1,400
5%
3,000
6%
4,100
5%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
7
20
70
45
48
14
12
13
14
15
16
31
35
70
34
24
11
8
5
3
4
3
2
2
15
44
150
100
105
31
27
28
32
34
36
69
76
150
75
54
25
19
12
7
6
3
3
3
17
50
170
113
120
40
35
36
41
43
46
97
107
210
104
75
32
24
16
9
13
7
6
7
41
122
390
276
291
90
79
82
93
97
104
186
206
380
203
145
72
54
36
20
17
10
8
9
47
140
450
315
333
122
107
111
125
132
141
296
328
610
322
230
98
73
49
27
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
35.0
35.0
35.0
35.0
35.0
35.0
34.8
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.6
34.9
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
33.5
34.9
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
1
1
1
5
17
65
42
44
13
11
12
13
14
15
30
34
69
33
24
11
8
5
3
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
4
3
2
2
12
38
140
93
97
28
24
25
29
32
35
67
75
148
74
53
24
19
12
7
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
5
3
3
3
14
44
158
105
111
36
32
33
38
40
44
95
105
206
102
74
31
23
15
9
11
5
4
5
33
107
363
257
270
82
71
75
86
92
99
181
202
373
199
141
71
52
34
18
15
8
6
7
37
124
418
293
310
111
96
101
116
124
135
289
322
599
316
225
95
70
46
25
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
VA705(LightridgeFarmRd)
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
2
4
2
3
1
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
2
4
8
5
6
2
2
2
2
2
1
2
1
2
1
1
1
0
0
0
1
0
0
0
2
4
9
6
7
3
2
2
2
2
2
2
2
3
2
1
1
1
1
0
1
1
1
1
5
10
21
15
16
6
6
5
5
4
4
4
3
6
3
3
1
1
1
1
1
1
1
1
6
11
25
17
18
8
8
7
7
6
5
6
5
9
5
4
2
2
2
1
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: BraddockWB_10
Facility:
WB
VA620(BraddockRd)
From:
TCP/NorthstarBlvd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
2
2
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
3
2
2
1
1
1
1
1
0
0
0
1
0
0
0
0
0
0
1
1
1
1
3
5
6
4
5
2
2
2
2
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
4
5
7
5
5
3
3
3
2
2
1
1
1
2
1
1
1
1
1
1
35.5
35.0
2013Existing
34.5
2020NoBuild
34.0
2020Build
33.5
2040NoBuild
33.0
2040Build
32.5
12AM
4AM
8AM
12PM
4PM
8PM
700
600
2013Existing
500
400
2020NoBuild
300
2020Build
200
2040NoBuild
100
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
DailyVolume
DailyTruck%
500
6%
800
6%
1,400
6%
1,800
6%
4,000
6%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
1
1
1
1
6
28
90
64
61
23
16
14
15
15
16
22
23
40
22
18
9
7
4
3
2
1
1
2
11
47
150
106
101
37
25
22
23
23
26
33
34
60
34
27
14
10
7
4
4
2
2
3
18
78
230
175
166
69
48
42
44
43
48
66
69
110
64
52
26
20
13
8
5
3
3
4
25
107
320
242
231
89
62
54
56
56
62
72
74
120
72
57
34
25
17
10
12
7
7
10
51
219
630
496
474
207
143
125
131
129
144
187
192
300
186
149
79
59
40
23
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
33.0
34.4
34.5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
1
1
1
1
5
25
84
59
57
20
15
13
14
14
15
22
23
39
22
18
9
7
4
3
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
1
1
2
9
41
140
98
93
33
22
20
22
22
25
32
33
59
33
27
14
10
7
4
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
4
2
2
3
15
69
213
162
154
62
44
38
40
40
46
65
68
108
63
51
25
20
13
8
5
3
3
3
20
94
297
225
214
81
56
49
52
52
60
70
73
118
71
56
33
24
16
10
10
5
5
7
41
193
585
461
441
188
129
114
120
121
138
182
189
294
183
145
76
57
38
21
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
2020
NoBuild
Build
2020NoBuild
2020Build
Scenario
To:
SummerallDr
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
2
5
4
3
2
1
1
1
1
1
0
0
1
0
0
0
0
0
0
0
0
0
0
1
4
8
6
6
3
2
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
2
6
13
10
9
5
3
3
3
2
2
1
1
2
1
1
1
0
0
0
0
0
0
1
3
9
18
13
13
6
4
4
3
3
2
2
1
2
1
1
1
1
1
0
1
1
1
2
6
18
35
27
26
14
10
8
8
6
5
4
3
5
3
3
2
1
1
1
HeavyTruckVolume
BasicProperties
Speed(mph)
Distance(mi):
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
DisplayCode: BraddockEB_11
Facility:
EB
VA620(BraddockRd)
From:
TCP/NorthstarBlvd
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
2
2
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
4
3
3
2
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
4
5
4
4
2
2
1
1
1
0
0
0
0
0
0
0
0
0
0
1
1
1
1
4
8
10
8
7
5
4
3
3
2
1
1
0
1
0
1
1
1
1
1
35.5
35.0
34.5
34.0
33.5
33.0
32.5
32.0
12AM
2013Existing
2020NoBuild
2020Build
2040NoBuild
2040Build
4AM
8AM
12PM
4PM
8PM
700
600
2013Existing
500
400
2020NoBuild
300
2020Build
200
2040NoBuild
100
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
Distance(mi):
VA620(BraddockRd)
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
Facilitytype
Lanes
Lanecapacity
FFSpeed
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
MinorArterial
1
900
35
DailyVolume
DailyTruck%
500
5%
800
4%
1,400
5%
1,800
5%
4,000
5%
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
2
1
1
1
5
14
60
32
35
12
10
11
12
13
14
38
42
100
43
30
9
7
5
3
3
2
1
1
8
23
90
51
54
19
17
18
20
21
22
63
70
160
69
49
15
12
8
4
5
3
3
3
16
46
160
104
110
38
34
35
40
42
45
103
114
230
111
80
31
23
15
9
7
4
3
4
17
50
180
112
118
47
42
43
49
51
55
147
162
340
158
114
38
29
19
11
16
9
8
9
47
138
460
311
329
115
101
105
118
124
133
286
316
610
310
222
92
69
46
26
FFS/(1+a*((v/c)^b))
0.30
0.30
5
5
0.30
5
0.30
5
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.6
34.9
34.9
35.0
35.0
35.0
35.0
35.0
35.0
35.0
34.9
33.5
34.9
35.0
35.0
35.0
35.0
35.0
BPRspeedestimate=
0.30
5
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
2
1
1
1
4
12
56
30
32
11
9
10
11
12
14
37
41
98
42
29
9
7
5
3
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
3
2
1
1
6
20
84
47
50
18
16
17
19
20
21
62
69
158
68
48
15
12
8
4
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
35.0
5
3
3
3
13
40
149
96
102
34
31
32
37
39
43
101
112
225
109
79
30
22
14
9
6
4
3
3
14
44
167
104
110
43
38
39
45
48
53
143
160
334
156
112
37
28
18
10
14
7
6
7
37
122
428
289
306
104
91
95
109
116
127
279
310
599
304
217
89
66
43
24
Scenario
To:
TCP/NorthstarBlvd
Scenario
2013
Existing
2013Existing
2020
NoBuild
Build
2020NoBuild
2020Build
2040
NoBuild
Build
2040NoBuild
2040Build
MediumTruckVolume
BasicProperties
Speed(mph)
BraddockWB_11
PTG
2013
Existing
2013Existing
Scenario
a:
b:
Date:
4/4/2013
Preparedby:
TriCountyParkwayEIS
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
1
1
3
2
2
1
1
1
1
1
0
1
1
2
1
1
0
0
0
0
0
0
0
0
1
2
5
3
3
1
1
1
1
1
1
1
1
2
1
1
0
0
0
0
0
0
0
0
2
4
9
6
6
3
2
2
2
2
2
2
2
4
2
1
1
1
1
0
1
0
0
1
2
4
10
6
6
3
3
3
3
2
2
3
2
5
2
2
1
1
1
1
1
1
1
1
6
11
25
17
18
8
7
7
7
6
5
6
5
9
5
4
2
2
2
1
HeavyTruckVolume
DisplayCode:
Facility:
WB
From:
SummerallDr
Scenario
Location
Project:
Location:
12AM
1AM
2AM
3AM
4AM
5AM
6AM
7AM
8AM
9AM
10AM
11AM
12PM
1PM
2PM
3PM
4PM
5PM
6PM
7PM
8PM
9PM
10PM
11PM
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
2
2
1
1
1
1
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
2
3
2
2
1
1
1
1
1
0
1
0
1
0
0
0
0
0
0
1
1
1
1
4
5
7
5
5
3
3
3
2
2
1
1
1
2
1
1
1
1
1
1
35.5
35.0
2013Existing
34.5
2020NoBuild
34.0
2020Build
33.5
2040NoBuild
33.0
2040Build
32.5
12AM
4AM
8AM
12PM
4PM
8PM
700
600
2013Existing
500
400
2020NoBuild
300
2020Build
200
2040NoBuild
100
2040Build
0
12AM
4AM
8AM
12PM
4PM
8PM
APPENDIX E
INTERIM YEAR (2020) TRAFFIC DATA
This appendix contains the data that was used for the interim year (2020) analyses. Interim year
2020 forecasts were calculated using the linear extrapolation method between the existing 2013
counts and the horizon year 2040 forecasts. The linear extrapolation was applied to each link
within the study area. Because growth rates varied between links, turning movement counts
were forecasted using iterative Fratar methodology.
The Build condition includes the construction of the Tri-County Parkway, in addition to all
projects in the 2012 CLRP. It is important to note that the No-Build condition, which includes
all projects in the 2012 CLRP with the exception of the Tri-County Parkway, incorporates the
Manassas National Battlefield Park Bypass, as well as the associated closure of VA 234 and US
29 through Manassas National Battlefield Park. A portion of the Manassas National Battlefield
Park Bypass shares the same alignment of the proposed Tri-County Parkway. Consequently,
even in the No-Build scenario, a north-south four-lane parkway is included between VA 234
(Sudley Rd) and US 29 in the vicinity of Pageland Lane.
In addition, a Build (No US 29 Access) scenario (referred to as Build2 in the data in this
appendix) in the interim year assuming that the Manassas National Battlefield Park Bypass is not
constructed prior to the Tri-County Parkway was developed given the indefinite schedule of the
Manassas National Battlefield Park Bypass and the associated closure of VA 234 and US 29
through the Manassas National Battlefield Park. This scenario assumes that the Tri-County
Parkway does not provide access to US 29 and would consequently have no access points
between I-66 and VA 234.
Consistent with the data presented in the Traffic Modeling and Analysis Technical Memorandum,
this appendix contains data on the following for the interim year 2020 No-Build, Build, and
Build (No US 29 Access) scenarios:
Forecast Volumes
Intersection Operations (Synchro data)
Freeway and Ramp Operations (HCM traffic data)
Forecast Volumes
2020 No-Build, Build, and
Build (No US 29 Access)
Intersection
No
A
B
C
D
E
F
G
H
I
J
K
L
Intersection Name
VA 620 (Braddock Rd) at VA 659 (Gum Spring Rd)
VA 620 (Braddock Rd) at VA 606 (Loudoun County Pkwy)
VA 234 (Sudley Rd) at VA 659 (Gum Spring Rd)
2020NoBuildAM
530
1,545
230
45
R
155
T
55
1,420
70
395
595
795
380
525
60
220
560
10
R
370
T
55
90
75
R
T
L
L
40
90
R
1,020
T
90
100
190
90
L
L
T
R
R
T
L
L
135
120
R
420
T
110
350
65
60
10
250
T
650
R
290
320
560
330 340
860 1,160
255
L
L
T
R
R
T
L
L
65
B
35
420
170
T
355
R
100
625 643 660

1,550 2,080 2,610
520
718
915
R
T
L
L
100
925 1,900
190
R
200 535
T
L
850
L
1,720 T
40
R
D
140
160
160
T
665
R
340
460
945
475
900
490
855
125
R
740
420
100
L
L
T
R
T
R
T
L
L
50
390
420
50
T
660
R
410
160
160
55
T
130
R
30
860
2,665
290 1,120
490 955
690 790
310
R
240
T
500
325
30
645 1,105
435 1,103
225 1,100
695 980
948 980
1,200 980
325
380
180
L
L
T
R
765
30
L
L
T
R
445
140
L
L
T
R
325
R
T
L
L
20
375
495
180
G
360
215
575
520
480 480
1,088 665
460 2,160
180
R
220
T
570
5
90
60
L
L
T
R
R
20
T
0
L
0
L
T
300 1,570
310 1,900
I
80
100
60
T
810
R
50
240
240
365
485
490
730
1,270 995
525
160
R
140
T
105
445
180
225
L
L
T
R
360
645
1,020
240
R
T
L
L
70
J
70
260
40
T
65
R
80
425 480
910 1,070
215
R
T
L
L
40
215
R
265
T
650
0
420
0
L
L
T
R
700
2,875 2,340
455 2,040 380

R
T
L
530
L
480
T
10
R
370
750
480 1,510
L
265
150
190
T
R
1,545 365
605 568 530

1,225 1,255 1,285
2,240 1,950
R
T
L
L
85
R
0
270
100
80
T
1,765
R
40
295
0
845
1,665 2,855
370 1,135 160

R
T
L
820
L
400
T
65
R
R
T
L
L
60
1,280 1,865
NoBuildVolumes2020AM
100
180
15
T
760
450
600
R
30
20
95
2020NoBuildPM
1,785
710
350
85
R
260
T
80
570
60
290
110
965
85
R
700
T
15
30
65
R
T
L
L
85
120
R
925
T
110
170
170
150
L
L
T
R
1,090 Out
120
120
315
T
450
R
240
555
450
885 1,215
405 360
R
45
T 1,600
L
770
L
T
100 150
R
25
2,415 2,078 1,740

600 868 1,135
540
T
60
180
25
180
L
L
T
R
R
T
L
L
90
1,755 1,395
680
R
770
T
180
875
80
R
100
885
460
818
418
750
375
395
R
55
T
220
150
5
845 490
943 458
1,040 425
780
R
150
210
260
L
L
T
R
T
R
T
L
L
140
700
920
475
T
515
R
100
250
335
10
T
70
R
10
2,095
1,280
1,325 755
1,013 648
700 540
D
310
295
280
T
300
305
L
L
T
R
250
L
L
T
R
70
R
T
L
L
20
595
410
100
G
275
435
710
470
1,173 875
940 650
1,820 685
730 1,080
R
T
450
10
190
10
L
L
T
R
R
T
L
L
140
1,285 365
I
R
135
T
155
L
60
L
T
200 1,080
In
120
R
1,080 775
1,138 1,050
1,195 1,325
475
450
180
L
L
T
R
585
1,090 275
965 473
840 670
505
265
5
L
L
T
R
275
R
60
350
380
780 1,210
518 655
405
120
R
150
T
75
410
170
135
L
L
T
R
610
1,260
K
965
580
420
R
T
L
L
140
J
255
950
290
T
90
R
65
295
R
T
L
L
30
690
R
780
T
560
0
260
0
L
L
T
R
R
T
L
L
270
340
505
140
T
330
R
0
985
0
1,180 600
2,190 2,320
545 1,410 235

R
T
L
340
L
200
T
40
R
1,495 1,480 1,465

610 715 820
1,470 1,230
L
430
390
365
T
R
1,550 150
1,185 1,225 1,265

585 760 935
1,815 1,730
3,345 2,445
855 2,230 260

R
T
L
510
L
230
T
195
R
R
170
T
150
L
150
L
T
R
260 1,765 100
2,575 2,125
NoBuildVolumes2020PM
470
590
20
5
15
T
215
R
10
40
30
2020BuildAM
505
1,515
235
50
R
135
T
70
1,395
50
355
465
575
310
435
195
225
535
5
R
340
T
60
95
70
R
T
L
L
40
100
R
990
T
100
100
180
90
L
L
T
R
R
T
L
L
120
75
R
280
T
70
320
45
60
150
245
T
610
R
270
455
555
370
743
285
930
220
L
L
T
R
495
345
195
655 920
918 945
1,180 970
325
380
190
L
L
T
R
730
50
L
L
T
R
90
R
540
390
105
L
L
T
450
R
T
L
L
35
B
50
420
170
T
330
R
70
640 643 645

1,515 2,050 2,585
435
535
635
R
T
L
L
75
915 1,855
185
R
190 540
T
L
840
L
1,705 T
40
R
R
360
450
900
460
858
470
815
270
R
230
T
445
340
30
880
890
900
R
T
400
410
50
T
615
R
385
130
170
65
T
130
R
20
860
2,630
280 1,050
450 878
620 705
D
120
160
170
T
445
R
T
L
L
50
120
L
L
T
R
325
R
T
L
L
30
365
480
180
G
360
195
555
495
523
965
470
655
455 2,150
170
R
220
T
570
5
80
65
L
L
T
R
R
20
T
5
L
5
L
T
295 1,560
305 1,875
I
75
105
60
T
795
R
50
240
240
370
500
500
760
1,230 965
535
165
R
135
T
105
475
180
235
L
L
T
R
355
660
1,050
245
R
T
L
L
70
J
80
265
40
T
60
R
80
453 520
945 1,100
210
R
T
L
L
25
230
R
345
T
640
0
460
0
L
L
T
R
810
2,580 2,550
485 1,610 485

R
T
L
570
L
470
T
10
R
385
790
575 1,275
L
330
150
185
T
R
1,650 360
665 603 540

1,315 1,245 1,175
1,805 2,035
R
T
L
L
130
R
0
260
100
90
T
1,770
R
40
250
0
680
1,660 2,720
365 1,145 150

R
T
L
690
L
410
T
75
R
R
T
L
L
75
1,310 1,885
BuildVolumes2020AM
85
160
5
T
550
450
600
R
20
30
90
2020BuildPM
1,760
660
355
100
R
235
T
70
560
30
925
753
580
420
220
290
100
925
80
R
655
T
15
25
60
R
T
L
L
80
120
R
900
T
110
175
160
145
L
L
T
R
1,090 Out
120
130
300
T
425
350
T
30
170
20
R
230
550
445
778 1,005
365 285
160
L
L
T
R
670
758
845
565
R
100
185
280
L
L
T
R
T
L
L
60
B
75
1,600
660
T
140
R
35
2,335 2,025 1,715

615 865 1,115
235
363
490
R
T
L
L
65
1,710 1,370
665
R
730
T
175
870
70
R
120
855
450
785
403
715
355
345
R
50
T
185
160
10
375
363
350
R
T
R
T
L
L
130
705
920
445
T
490
R
90
220
350
10
T
70
R
10
2,070
1,275
1,245 710
935 593
625 475
D
270
285
300
T
190
315
L
L
T
R
230
L
L
T
R
70
R
T
L
L
20
580
400
100
G
250
440
690
465
1,200 870
965 645
1,810 685
730 1,070
R
T
450
5
190
10
L
L
T
R
R
T
L
L
135
1,275 360
I
R
130
T
160
L
60
L
T
205 1,050
In
70
R
1,015 735
1,090 1,013
1,165 1,290
485
445
190
L
L
T
R
560
20
L
L
T
R
285
R
60
350
380
800 1,250
520 660
415
125
R
150
T
80
420
160
140
L
L
T
R
605
1,260
K
990
600
440
R
T
L
L
135
J
270
990
295
T
90
R
75
300
R
T
L
L
30
755
R
775
T
590
0
260
0
L
L
T
R
R
T
L
L
330
295
440
120
T
400
R
0
855
0
1,155 730
2,380 2,550
570 1,520 290

R
T
L
370
L
200
T
30
R
1,555 1,540 1,525

635 743 850
1,530 1,285
L
540
390
430
T
R
1,640 150
1,360 1,323 1,285

640 795 950
1,980 1,820
3,350 2,435
850 2,250 250

R
T
L
500
L
240
T
210
R
R
160
T
155
L
150
L
T
R
280 1,775 100
2,610 2,155
BuildVolumes2020PM
465
590
20
5
15
T
215
R
10
40
25
2020Build2AM
505
1,505
235
45
R
140
T
60
1,400
45
355
490
625
330
460
60
220
530
10
R
360
T
55
90
75
R
T
L
L
35
95
R
990
T
100
100
185
90
L
L
T
R
R
T
L
L
130
85
R
300
T
80
330
50
50
15
220
T
620
R
250
285
500
228
645
170
790
240
L
L
T
R
505
350
195
655 905
915 938
1,175 970
330
385
160
L
L
T
R
725
50
L
L
T
R
60
R
500
290
135
L
L
T
450
R
T
L
L
40
B
60
420
170
T
330
R
85
650 650 650

1,535 2,070 2,605
455
573
690
R
T
L
L
80
915 1,855
190
R
185 540
T
L
840
L
1,720 T
45
R
R
335
450
905
465
870
480
835
270
R
225
T
445
350
40
895
908
920
R
T
400
410
50
T
615
R
390
135
180
60
T
130
R
20
860
2,650
280 1,055
450 883
620 710
D
130
165
155
T
480
R
T
L
L
50
125
L
L
T
R
325
R
T
L
L
30
375
495
180
G
420
110
530
425
448 490
1,015 675
445 2,185
160
R
230
T
570
5
100
55
L
L
T
R
R
25
T
0
L
5
L
T
330 1,590
335 1,950
I
80
105
55
T
790
R
50
240
240
368
495
495
750
1,230 970
540
175
R
135
T
120
450
180
230
L
L
T
R
355
685
1,055
250
R
T
L
L
70
J
70
250
40
T
60
R
80
430 500
908 1,055
210
R
T
L
L
45
205
R
200
T
590
0
465
0
L
L
T
R
675
2,425 2,350
470 1,595 360

R
T
L
530
L
510
T
15
R
360
760
405 1,355
L
240
170
205
T
R
1,580 410
615 575 535

1,280 1,290 1,300
1,815 2,035
R
T
L
L
115
R
0
270
100
85
T
1,795
R
35
265
0
805
1,685 2,885
365 1,160 160

R
T
L
820
L
410
T
70
R
R
T
L
L
70
1,315 1,900
Build2Volumes2020AM
75
180
10
T
690
455
605
R
30
30
90
2020Build2PM
1,770
660
355
95
R
240
T
65
570
25
945
790
635
435
230
290
100
920
80
R
670
T
20
20
60
R
T
L
L
85
120
R
910
T
110
170
160
155
L
L
T
R
1,090 Out
105
125
270
T
430
385
T
40
170
20
R
210
500
400
678
293
855
185
170
L
L
T
R
685
775
865
525
R
65
120
340
L
L
T
R
T
L
L
65
B
75
1,610
680
T
140
R
30
2,365 2,050 1,735

620 873 1,125
235
383
530
R
T
L
L
65
1,720 1,380
680
R
730
T
180
875
70
R
110
850
450
793
408
735
365
355
R
50
T
200
165
0
385
373
360
R
T
R
T
L
L
130
710
925
450
T
490
R
90
210
360
20
T
70
R
10
2,085
1,275
1,250 710
940 595
630 480
D
280
290
280
T
210
310
L
L
T
R
225
L
L
T
R
70
R
T
L
L
20
590
400
100
G
295
330
625
460
1,108 895
873 665
1,830 675
730 1,090
R
T
440
10
215
10
L
L
T
R
R
T
L
L
160
1,325 385
I
R
135
T
160
L
60
L
T
210 1,050
In
80
R
1,000 725
1,093 1,010
1,185 1,295
490
440
170
L
L
T
R
555
20
L
L
T
R
280
R
60
355
385
788 1,220
520 655
420
130
R
150
T
80
400
175
140
L
L
T
R
605
1,260
K
1,000
610
435
R
T
L
L
140
J
260
950
280
T
95
R
70
305
R
T
L
L
30
650
R
670
T
535
0
290
0
L
L
T
R
R
T
L
L
310
265
500
130
T
280
R
0
895
0
1,090 590
2,290 2,480
570 1,480 240

R
T
L
360
L
210
T
40
R
1,490 1,475 1,460

610 718 825
1,320 1,080
L
470
400
380
T
R
1,650 150
1,250 1,263 1,275

600 773 945
1,900 1,830
3,385 2,470
855 2,270 260

R
T
L
510
L
230
T
205
R
R
170
T
150
L
150
L
T
R
270 1,790 100
2,625 2,160
Build2Volumes2020PM
470
590
15
5
20
T
220
R
5
40
25
Intersection Operations
HCM Signalized Intersection Capacity Analysis

3: US 50 & VA 659 (Gum Spring Rd)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
55
1900
4.0
1.00
1.00
0.95
1770
0.48
893
0.92
60
0
60
Perm
1420
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1543
0
1543
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
48
28
Perm
170
1900
4.0
1.00
1.00
0.95
1770
0.17
309
0.92
185
0
185
pm+pt
3
8
28.7
28.7
0.53
4.0
3.0
290
c0.05
0.29
0.64
9.4
1.00
4.6
13.9
B
420
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
457
0
457
35
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
38
18
20
Perm
65
1900
355
1900
4.0
0.95
0.97
0.99
3416
0.88
3025
0.92
386
38
528
100
1900
30
1900
45
1900
0.92
109
0
0
0.92
33
0
0
Perm
155
1900
4.0
0.95
0.97
0.99
3413
0.86
2943
0.92
168
33
217
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Intersection Capacity Utilization
Analysis Period (min)
c Critical Lane Group
4
4
20.1
20.1
0.37
4.0
3.0
334
0.07
0.18
11.3
1.00
0.3
11.6
B
20.1
20.1
0.37
4.0
3.0
1900
c0.30
0.81
15.2
1.00
2.8
17.9
B
17.4
B
4
20.1
20.1
0.37
4.0
3.0
591
0.02
0.05
10.7
1.00
0.0
10.8
B
15.2
0.69
53.8
71.7%
15
0.92
71
0
0
Perm
8
28.7
28.7
0.53
4.0
3.0
2713
0.09
0.17
6.4
1.00
0.0
6.5
A
8.5
A
2
8
28.7
28.7
0.53
4.0
3.0
844
0.01
0.02
5.9
1.00
0.0
5.9
A
HCM Level of Service

Sum of lost time (s)
ICU Level of Service
0.92
49
0
0
6
17.1
17.1
0.32
4.0
3.0
961
17.1
17.1
0.32
4.0
3.0
935
c0.17
0.55
15.2
1.00
2.3
17.4
B
17.4
B
0.07
0.23
13.5
1.00
0.6
14.1
B
14.1
B
B
12.0
C
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
WBT
WBR
SBL
SBR
740
1900
4.0
1.00
1.00
0.95
1770
0.44
815
0.92
804
0
804
pm+pt
7
4
30.5
30.5
0.56
4.0
3.0
737
c0.32
c0.29
1.09
9.9
1.00
60.7
70.6
E
420
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
457
0
457
215
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
234
0
234
360
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
391
317
74
Perm
100
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
109
0
109
125
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
136
96
40
Perm
30.5
30.5
0.56
4.0
3.0
1977
0.13
10.4
10.4
0.19
4.0
3.0
674
0.07
0.23
6.1
1.00
0.1
6.2
A
47.2
D
0.35
19.2
1.00
0.3
19.5
B
19.3
B
35.3
0.77
54.6
70.0%
15
6
8
10.4
10.4
0.19
4.0
3.0
302
0.05
0.25
18.8
1.00
0.4
19.2
B
16.1
16.1
0.29
4.0
3.0
522
c0.06
0.21
14.5
1.00
0.9
15.4
B
14.8
B
6
16.1
16.1
0.29
4.0
3.0
467
0.03
0.09
13.9
1.00
0.4
14.3
B

8.0
C
Synchro 7 - Report
Page 2

6: US 50 & VA 606 (Loudouncounty Pkwy)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
850
1900
4.0
0.97
1.00
0.95
3433
0.47
1716
0.92
924
0
924
Perm
1720
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1870
0
1870
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
24
19
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.12
438
0.92
54
0
54
Perm
420
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
457
0
457
390
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
424
214
210
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.62
2226
0.92
54
0
54
Perm
660
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
717
0
717
410
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
446
2
444
Perm
535
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
582
0
582
Prot
1
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
217
0
217
190
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
207
113
94
Perm
4
33.0
33.0
0.44
4.0
3.0
697
8
33.0
33.0
0.44
4.0
3.0
193
8
33.0
33.0
0.44
4.0
3.0
697
2
20.0
20.0
0.27
4.0
3.0
594
10.0
10.0
0.13
4.0
3.0
458
c0.17
34.0
34.0
0.45
4.0
3.0
1604
0.06
0.01
0.03
11.9
1.00
0.0
11.9
B
0.12
0.28
13.4
1.00
0.8
14.2
B
0.13
0.30
13.6
1.00
0.2
13.8
B
0.02
0.09
20.7
1.00
0.3
21.0
C
1.27
32.5
1.00
138.1
170.6
F
0.14
11.9
1.00
0.2
12.1
B
103.8
F
4
4
33.0
33.0
0.44
4.0
3.0
755
c0.54
1.22
21.0
1.00
112.4
133.4
F
33.0
33.0
0.44
4.0
3.0
2237
0.37
0.84
18.6
1.00
2.9
21.5
C
57.8
E
57.1
1.18
75.0
83.9%
15
33.0
33.0
0.44
4.0
3.0
2237
0.09
0.20
12.9
1.00
0.0
13.0
B
13.4
B

20.0
20.0
0.27
4.0
3.0
944
0.20
0.76
25.3
1.00
5.7
31.0
C
50.5
D
2
20.0
20.0
0.27
4.0
3.0
422
c0.28
1.05
27.5
1.00
58.0
85.5
F
6
6
34.0
34.0
0.45
4.0
3.0
718
0.06
0.13
11.9
1.00
0.4
12.3
B
E
12.0
E
Synchro 7 - Report
Page 3

9: VA 620 (Braddock Rd) & VA 659 (Gum Spring Rd)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
350
1900
4.0
1.00
1.00
0.99
1841
0.78
1444
0.92
380
0
500
65
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
71
44
27
Perm
160
1900
160
1900
4.0
1.00
1.00
0.98
1817
0.38
700
0.92
174
0
348
140
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
152
79
73
Perm
100
1900
4.0
1.00
1.00
0.95
1770
0.49
910
0.92
109
0
109
Perm
665
1900
4.0
0.95
0.95
1.00
3360
1.00
3360
0.92
723
144
949
340
1900
255
1900
4.0
1.00
1.00
0.95
1770
0.20
373
0.92
277
0
277
Perm
420
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
457
0
457
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
72
58
Perm
8
17.0
17.0
0.38
4.0
3.0
598
2
20.0
20.0
0.44
4.0
3.0
404
0.05
0.12
9.1
1.00
0.1
9.2
A
0.12
0.27
7.9
1.00
1.6
9.5
A
0.92
120
0
0
Perm
2020 AM - No-Build
0.92
174
0
0
Perm
4
4
17.0
17.0
0.38
4.0
3.0
546
0.35
0.92
13.3
1.00
20.1
33.4
C
30.3
C
8
4
17.0
17.0
0.38
4.0
3.0
598
0.02
0.04
8.9
1.00
0.0
8.9
A
61.9
1.51
45.0
98.5%
15
8
17.0
17.0
0.38
4.0
3.0
264
c0.50
1.32
14.0
1.00
167.3
181.3
F
129.0
F
0.92
370
0
0
6
6
20.0
20.0
0.44
4.0
3.0
166
20.0
20.0
0.44
4.0
3.0
1493
0.28
c0.74
1.67
12.5
1.00
325.9
338.4
F
0.64
9.7
1.00
2.1
11.8
B
11.5
B

8.0
F
20.0
20.0
0.44
4.0
3.0
1573
0.13
0.29
8.0
1.00
0.5
8.4
A
114.1
F
6
20.0
20.0
0.44
4.0
3.0
704
0.04
0.08
7.2
1.00
0.2
7.4
A
Synchro 7 - Report
Page 4

10: VA 620 (Braddock Rd) & VA 606 (Loudouncounty Pkwy)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
500
1900
4.0
1.00
1.00
0.95
1770
0.65
1206
0.92
543
0
543
Perm
325
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
353
0
353
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
18
15
Perm
55
1900
4.0
1.00
1.00
0.95
1770
0.50
933
0.92
60
0
60
Perm
160
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
174
0
174
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
93
81
Perm
20
1900
4.0
1.00
1.00
0.95
1770
0.56
1050
0.92
22
0
22
Perm
130
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
141
0
141
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
21
12
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.67
1243
0.92
152
0
152
Perm
240
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
261
0
261
310
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
337
217
120
Perm
4
21.0
21.0
0.47
4.0
3.0
739
8
21.0
21.0
0.47
4.0
3.0
435
8
21.0
21.0
0.47
4.0
3.0
739
2
16.0
16.0
0.36
4.0
3.0
373
2
16.0
16.0
0.36
4.0
3.0
563
6
16.0
16.0
0.36
4.0
3.0
442
0.01
0.02
6.5
1.00
0.0
6.5
A
0.06
0.14
6.8
1.00
0.1
7.0
A
0.05
0.11
6.7
1.00
0.1
6.8
A
0.02
0.06
9.5
1.00
0.3
9.8
A
0.01
0.02
9.4
1.00
0.1
9.5
A
0.12
0.34
10.6
1.00
2.1
12.8
B
4
4
21.0
21.0
0.47
4.0
3.0
563
c0.45
0.96
11.6
1.00
28.9
40.6
D
21.0
21.0
0.47
4.0
3.0
869
0.19
0.41
7.9
1.00
0.3
8.2
A
27.1
C
17.1
0.72
45.0
65.4%
15
21.0
21.0
0.47
4.0
3.0
869
0.09
0.20
7.1
1.00
0.1
7.2
A
7.0
A
2
16.0
16.0
0.36
4.0
3.0
662
0.08
0.21
10.1
1.00
0.7
10.8
B
10.5
B

8.0
C
16.0
16.0
0.36
4.0
3.0
662
c0.14
0.39
10.9
1.00
1.8
12.6
B
11.9
B
6
16.0
16.0
0.36
4.0
3.0
563
0.08
0.21
10.1
1.00
0.9
11.0
B
Synchro 7 - Report
Page 5

19: VA 234 (Sudley Rd) & US 15
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
55
1900
4.0
1.00
1.00
0.95
1770
0.71
1318
0.92
60
0
60
Perm
90
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
98
0
98
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
62
20
Perm
250
1900
4.0
1.00
1.00
0.95
1770
0.69
1292
0.92
272
0
272
Perm
10
1900
4.0
1.00
0.87
1.00
1624
1.00
1624
0.92
11
49
27
60
1900
40
1900
4.0
1.00
1.00
0.95
1770
0.51
950
0.92
43
0
43
Perm
650
1900
4.0
0.95
0.95
1.00
3376
1.00
3376
0.92
707
74
948
290
1900
180
1900
4.0
1.00
1.00
0.95
1770
0.24
443
0.92
196
0
196
Perm
370
1900
4.0
0.95
1.00
1.00
3525
1.00
3525
0.92
402
3
410
10
1900
4
16.3
16.3
0.25
4.0
3.0
389
8
16.3
16.3
0.25
4.0
3.0
317
0.01
0.05
19.1
1.00
0.1
19.2
B
c0.21
0.86
23.9
1.00
19.9
43.8
D
4
4
16.3
16.3
0.25
4.0
3.0
324
0.05
0.19
19.8
1.00
0.3
20.1
C
16.3
16.3
0.25
4.0
3.0
457
0.05
0.21
20.0
1.00
0.2
20.2
C
19.8
B
0.92
65
0
0
14.0
0.74
66.4
67.7%
15
16.3
16.3
0.25
4.0
3.0
399
0.02
0.07
19.2
1.00
0.1
19.3
B
38.5
D
0.92
315
0
0
2
2
42.1
42.1
0.63
4.0
3.0
602
0.05
0.07
4.7
1.00
0.2
4.9
A
0.92
11
0
0
6
6
42.1
42.1
0.63
4.0
3.0
281
42.1
42.1
0.63
4.0
3.0
2141
0.28
c0.44
0.70
8.0
1.00
13.4
21.4
C
0.44
6.2
1.00
0.7
6.8
A
6.8
A

8.0
C
42.1
42.1
0.63
4.0
3.0
2235
0.12
0.18
5.0
1.00
0.2
5.2
A
10.4
B
Synchro 7 - Report
Page 6

22: Heathcote Blvd & US 15
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
90
1900
4.0
1.00
1.00
0.95
1770
0.68
1273
0.92
98
0
98
Perm
100
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
109
0
109
190
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
207
98
109
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.69
2482
0.92
65
0
65
Perm
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
109
0
109
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
73
14
Perm
135
1900
4.0
1.00
1.00
0.95
1770
0.23
430
0.92
147
0
147
Perm
810
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
880
0
880
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
15
39
Perm
90
1900
4.0
1.00
1.00
0.95
1770
0.31
571
0.92
98
0
98
Perm
1020
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1109
0
1109
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
98
27
71
Perm
4
10.7
10.7
0.16
4.0
3.0
252
8
10.7
10.7
0.16
4.0
3.0
395
8
10.7
10.7
0.16
4.0
3.0
252
2
48.5
48.5
0.72
4.0
3.0
310
2
48.5
48.5
0.72
4.0
3.0
1142
6
48.5
48.5
0.72
4.0
3.0
412
0.07
0.43
25.5
1.00
1.2
26.7
C
0.03
0.16
24.4
1.00
0.2
24.6
C
0.01
0.05
24.0
1.00
0.1
24.1
C
c0.34
0.47
4.0
1.00
5.1
9.1
A
0.02
0.03
2.7
1.00
0.1
2.7
A
0.17
0.24
3.1
1.00
1.4
4.5
A
4
4
10.7
10.7
0.16
4.0
3.0
203
c0.08
0.48
25.7
1.00
1.8
27.5
C
10.7
10.7
0.16
4.0
3.0
297
0.06
0.37
25.2
1.00
0.8
26.0
C
26.7
C
9.1
0.48
67.2
57.3%
15
10.7
10.7
0.16
4.0
3.0
564
0.03
0.19
24.5
1.00
0.2
24.7
C
24.4
C
2
48.5
48.5
0.72
4.0
3.0
2554
0.25
0.34
3.5
1.00
0.4
3.8
A
4.5
A

8.0
B
48.5
48.5
0.72
4.0
3.0
2554
0.31
0.43
3.8
1.00
0.5
4.3
A
4.2
A
6
48.5
48.5
0.72
4.0
3.0
1142
0.04
0.06
2.7
1.00
0.1
2.8
A
Synchro 7 - Report
Page 7

25: Heathcote Blvd & Catharpin Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
105
1900
4.0
1.00
1.00
0.95
1770
0.58
1077
0.92
114
0
114
Perm
445
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
484
0
484
180
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
196
131
65
Perm
40
1900
4.0
1.00
1.00
0.95
1770
0.48
887
0.92
43
0
43
Perm
260
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
283
0
283
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
51
25
Perm
70
1900
4.0
1.00
1.00
0.95
1770
0.66
1221
0.92
76
0
76
Perm
65
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
71
0
71
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
48
39
Perm
225
1900
4.0
1.00
1.00
0.95
1770
0.71
1320
0.92
245
0
245
Perm
140
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
152
0
152
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
96
78
Perm
4
12.0
12.0
0.33
4.0
3.0
526
8
12.0
12.0
0.33
4.0
3.0
295
8
12.0
12.0
0.33
4.0
3.0
526
2
16.1
16.1
0.45
4.0
3.0
545
2
16.1
16.1
0.45
4.0
3.0
706
6
16.1
16.1
0.45
4.0
3.0
589
0.04
0.12
8.4
1.00
0.1
8.5
A
0.05
0.15
8.5
1.00
0.2
8.7
A
0.02
0.05
8.2
1.00
0.0
8.2
A
0.06
0.14
5.9
1.00
0.5
6.4
A
0.02
0.05
5.7
1.00
0.1
5.8
A
c0.19
0.42
6.8
1.00
2.2
9.0
A
4
4
12.0
12.0
0.33
4.0
3.0
358
0.11
0.32
9.0
1.00
0.5
9.5
A
12.0
12.0
0.33
4.0
3.0
1176
c0.14
0.41
9.3
1.00
0.2
9.6
A
9.3
A
8.2
0.41
36.1
44.8%
15
12.0
12.0
0.33
4.0
3.0
1176
0.08
0.24
8.7
1.00
0.1
8.9
A
8.7
A
2
16.1
16.1
0.45
4.0
3.0
1578
0.02
0.04
5.7
1.00
0.1
5.7
A
6.0
A

8.0
A
16.1
16.1
0.45
4.0
3.0
1578
0.04
0.10
5.8
1.00
0.1
5.9
A
7.3
A
6
16.1
16.1
0.45
4.0
3.0
706
0.05
0.11
5.8
1.00
0.3
6.1
A
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
650
1900
4.0
0.97
1.00
0.95
3433
0.63
2271
0.92
707
0
707
custom
0
1900
420
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
457
265
192
custom
15
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
16
0
16
Perm
180
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
196
0
196
100
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
109
42
67
Perm
85
1900
4.0
1.00
1.00
0.95
1770
0.58
1072
0.92
92
0
92
Perm
760
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
826
0
826
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
265
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
288
0
288
215
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
234
138
96
Perm
4
15.0
15.0
0.38
4.0
3.0
873
4
15.0
15.0
0.38
4.0
3.0
609
8
15.0
15.0
0.38
4.0
3.0
681
8
15.0
15.0
0.38
4.0
3.0
609
2
16.0
16.0
0.41
4.0
3.0
440
c0.31
0.81
10.7
1.00
5.6
16.3
B
0.12
0.31
8.4
1.00
0.3
8.7
A
0.01
0.02
7.5
1.00
0.0
7.5
A
0.04
0.11
7.7
1.00
0.1
7.8
A
0.09
0.21
7.4
1.00
1.1
8.5
A
0.92
0
0
0
13.3
B
10.8
0.69
39.0
55.7%
15
15.0
15.0
0.38
4.0
3.0
1361
0.06
0.14
7.8
1.00
0.0
7.9
A
7.8
A
16.0
16.0
0.41
4.0
3.0
1452
c0.23
16.0
16.0
0.41
4.0
3.0
1452
0.08
0.57
8.8
1.00
1.6
10.5
B
10.3
B
0.20
7.4
1.00
0.3
7.7
A
7.7
A

8.0
B
6
16.0
16.0
0.41
4.0
3.0
649
0.06
0.15
7.2
1.00
0.5
7.7
A
Synchro 7 - Report
Page 9

32: US 29 & VA 609 (Pleasant Valley Rd)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
570
1900
4.0
1.00
1.00
0.95
1770
0.76
1410
0.92
620
0
620
Perm
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
98
68
30
Perm
0
1900
0
1900
0.92
0
0
0
Perm
0.92
0
0
0
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
15
7
Perm
300
1900
4.0
1.00
1.00
0.95
1770
0.58
1088
0.92
326
0
326
Perm
1570
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1707
0
1707
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
5
28
Perm
60
1900
4.0
1.00
1.00
0.95
1770
0.04
84
0.92
65
0
65
Perm
220
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
239
0
239
180
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
196
71
125
Perm
8
43.0
43.0
0.31
4.0
3.0
486
2
89.0
89.0
0.64
4.0
3.0
692
2
89.0
89.0
0.64
4.0
3.0
1006
6
89.0
89.0
0.64
4.0
3.0
53
0.00
0.01
33.7
1.00
0.0
33.8
C
0.30
0.47
13.3
1.00
2.3
15.6
B
0.02
0.03
9.5
1.00
0.1
9.5
A
0.78
1.23
25.5
1.00
197.0
222.5
F
4
4
43.0
43.0
0.31
4.0
3.0
433
c0.44
1.43
48.5
1.00
207.3
255.8
F
43.0
43.0
0.31
4.0
3.0
1087
0.00
0.00
33.7
1.00
0.0
33.7
C
224.2
F
8
4
43.0
43.0
0.31
4.0
3.0
486
0.02
0.06
34.3
1.00
0.1
34.3
C
33.8
C
174.7
1.44
140.0
127.5%
15

89.0
89.0
0.64
4.0
3.0
1184
c0.92
1.44
25.5
1.00
203.6
229.1
F
191.9
F
6
89.0
89.0
0.64
4.0
3.0
1184
0.13
0.20
10.7
1.00
0.4
11.0
B
38.3
D
6
89.0
89.0
0.64
4.0
3.0
1006
0.08
0.12
10.1
1.00
0.3
10.3
B
F
8.0
H
Synchro 7 - Report
Page 10

38: Balls Fork Rd & VA 234 Bypass
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
530
1900
4.0
0.97
1.00
0.95
3433
0.65
2344
0.92
576
0
576
Perm
480
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
522
0
522
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
2
9
Perm
190
1900
4.0
0.97
1.00
0.95
3433
0.40
1428
0.92
207
0
207
Perm
150
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
163
0
163
265
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
288
9
279
Perm
40
1900
4.0
1.00
1.00
0.95
1770
0.15
287
0.92
43
0
43
Perm
1545
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1679
0
1679
365
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
397
60
337
Perm
380
1900
4.0
0.97
1.00
0.95
3433
0.15
556
0.92
413
0
413
Perm
2040
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
2217
0
2217
455
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
495
234
261
Perm
4
15.3
15.3
0.31
4.0
3.0
491
8
15.3
15.3
0.31
4.0
3.0
443
8
15.3
15.3
0.31
4.0
3.0
491
2
26.0
26.0
0.53
4.0
3.0
151
2
26.0
26.0
0.53
4.0
3.0
835
6
26.0
26.0
0.53
4.0
3.0
293
0.01
0.02
11.8
1.00
0.0
11.8
B
0.15
0.47
13.7
1.00
0.8
14.5
B
0.18
0.57
14.2
1.00
1.5
15.7
B
0.15
0.28
6.5
1.00
4.7
11.2
B
0.21
0.40
7.0
1.00
1.5
8.4
A
c0.74
1.41
11.6
1.00
203.5
215.1
F
4
4
15.3
15.3
0.31
4.0
3.0
727
c0.25
0.79
15.5
1.00
5.9
21.5
C
15.3
15.3
0.31
4.0
3.0
1098
0.15
0.48
13.8
1.00
0.3
14.1
B
17.9
B
54.5
1.18
49.3
92.3%
15
15.3
15.3
0.31
4.0
3.0
1098
0.05
0.15
12.3
1.00
0.1
12.4
B
14.5
B
2
26.0
26.0
0.53
4.0
3.0
1866
0.47
0.90
10.5
1.00
7.4
17.9
B
16.0
B

8.0
F
26.0
26.0
0.53
4.0
3.0
1866
0.63
1.19
11.6
1.00
90.4
102.0
F
102.0
F
6
26.0
26.0
0.53
4.0
3.0
835
0.16
0.31
6.6
1.00
1.0
7.6
A
Synchro 7 - Report
Page 11

41: Balls Fork Rd & VA 234 (Sudley Rd)
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 AM - No-Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
820
1900
4.0
0.97
1.00
0.95
3433
0.63
2271
0.92
891
0
891
Perm
400
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
435
0
435
65
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
71
20
51
Perm
80
1900
100
1900
4.0
0.95
1.00
0.98
3462
0.68
2396
0.92
109
0
196
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
3
290
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.19
688
0.92
65
0
65
Perm
1765
1900
4.0
0.91
1.00
1.00
5069
1.00
5069
0.92
1918
5
1956
40
1900
160
1900
4.0
1.00
1.00
0.95
1770
0.19
355
0.92
174
0
174
Perm
1135
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1234
0
1234
370
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
402
214
188
Perm
8
16.0
16.0
0.36
4.0
3.0
563
2
21.0
21.0
0.47
4.0
3.0
321
0.18
0.52
11.4
1.00
0.8
12.2
B
0.09
0.20
7.1
1.00
1.4
8.5
A
0.92
87
0
0
Perm
4
4
16.0
16.0
0.36
4.0
3.0
807
c0.39
1.10
14.5
1.00
64.1
78.6
E
16.0
16.0
0.36
4.0
3.0
662
0.23
0.66
12.2
1.00
2.4
14.6
B
55.2
E
8
4
16.0
16.0
0.36
4.0
3.0
563
0.03
0.09
9.7
1.00
0.1
9.7
A
24.8
1.07
45.0
85.7%
15
8
16.0
16.0
0.36
4.0
3.0
852
0.08
0.23
10.2
1.00
0.1
10.3
B
11.5
B
0.92
43
0
0
6
6
21.0
21.0
0.47
4.0
3.0
166
21.0
21.0
0.47
4.0
3.0
2366
0.39
c0.49
1.05
12.0
1.00
83.2
95.2
F
0.83
10.4
1.00
3.5
13.9
B
13.7
B

8.0
E
21.0
21.0
0.47
4.0
3.0
2373
0.24
0.52
8.5
1.00
0.8
9.3
A
17.3
B
6
21.0
21.0
0.47
4.0
3.0
739
0.12
0.25
7.3
1.00
0.8
8.1
A
Synchro 7 - Report
Page 12

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
80
1900
4.0
1.00
1.00
0.95
1770
0.16
293
0.92
87
0
87
Perm
570
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
620
0
620
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
44
21
Perm
770
1900
4.0
1.00
1.00
0.95
1770
0.30
556
0.92
837
0
837
pm+pt
3
8
55.4
55.4
0.70
4.0
3.0
785
c0.35
c0.39
1.07
14.2
1.00
51.3
65.4
E
1600
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1739
0
1739
45
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
49
15
34
Perm
100
1900
150
1900
4.0
0.95
0.99
0.98
3429
0.64
2240
0.92
163
10
289
25
1900
5
1900
85
1900
0.92
27
0
0
0.92
5
0
0
Perm
260
1900
4.0
0.95
0.96
1.00
3408
0.95
3241
0.92
283
30
350
Tri-County Pkwy
2020 PM - No-Build
4
4
25.4
25.4
0.32
4.0
3.0
94
0.30
0.93
26.1
1.00
68.3
94.4
F
25.4
25.4
0.32
4.0
3.0
1627
0.12
0.38
20.9
1.00
0.1
21.1
C
29.1
C
4
25.4
25.4
0.32
4.0
3.0
506
0.01
0.04
18.6
1.00
0.0
18.6
B
27.0
0.96
79.4
84.9%
15
0.92
109
0
0
Perm
8
55.4
55.4
0.70
4.0
3.0
3548
0.34
0.49
5.5
1.00
0.1
5.6
A
24.7
C
2
8
55.4
55.4
0.70
4.0
3.0
1105
0.02
0.03
3.7
1.00
0.0
3.7
A
0.92
92
0
0
6
16.0
16.0
0.20
4.0
3.0
451
16.0
16.0
0.20
4.0
3.0
653
c0.13
0.64
29.1
1.00
6.9
35.9
D
35.9
D
0.11
0.54
28.4
1.00
3.1
31.5
C
31.5
C

8.0
E
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
WBT
WBR
SBL
SBR
150
1900
4.0
1.00
1.00
0.95
1770
0.16
293
0.92
163
0
163
pm+pt
7
4
44.0
44.0
0.30
4.0
3.0
241
c0.07
0.13
0.68
40.9
1.00
7.3
48.2
D
210
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
228
0
228
435
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
473
0
473
275
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
299
248
51
Perm
260
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
283
0
283
780
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
848
149
699
Perm
Tri-County Pkwy
2020 PM - No-Build
44.0
44.0
0.30
4.0
3.0
1066
0.06
24.9
24.9
0.17
4.0
3.0
603
c0.13
0.21
38.1
1.00
0.1
38.2
D
42.4
D
0.78
58.0
1.00
6.6
64.7
E
59.9
E
36.3
0.70
146.1
67.0%
15
6
8
24.9
24.9
0.17
4.0
3.0
270
0.03
0.19
51.9
1.00
0.3
52.3
D
94.1
94.1
0.64
4.0
3.0
1140
0.16
0.25
11.0
1.00
0.5
11.5
B
18.1
B
6
94.1
94.1
0.64
4.0
3.0
1020
c0.44
0.68
16.6
1.00
3.7
20.3
C

D
12.0
C
Synchro 7 - Report
Page 2

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
180
1900
4.0
0.97
1.00
0.95
3433
0.23
830
0.92
196
0
196
Perm
875
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
951
0
951
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
31
56
Perm
475
1900
4.0
0.97
1.00
0.95
3433
0.25
887
0.92
516
0
516
Perm
920
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1000
0
1000
700
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
761
165
596
Perm
140
1900
4.0
0.97
1.00
0.95
3433
0.30
1078
0.92
152
0
152
Perm
515
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
560
0
560
100
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
109
68
41
Perm
305
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
332
0
332
Prot
1
770
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
837
0
837
680
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
739
57
682
Perm
4
76.0
76.0
0.54
4.0
3.0
859
8
76.0
76.0
0.54
4.0
3.0
482
8
76.0
76.0
0.54
4.0
3.0
859
2
37.0
37.0
0.26
4.0
3.0
285
15.0
15.0
0.11
4.0
3.0
368
0.10
56.0
56.0
0.40
4.0
3.0
1416
0.24
0.04
0.07
15.2
1.00
0.0
15.2
B
c0.58
1.07
32.0
1.00
61.2
93.2
F
0.38
0.69
23.5
1.00
2.5
25.9
C
0.14
0.53
44.1
1.00
7.0
51.1
D
0.90
61.8
1.00
24.4
86.2
F
0.59
33.0
1.00
1.8
34.8
C
69.2
E
Tri-County Pkwy
2020 PM - No-Build
4
4
76.0
76.0
0.54
4.0
3.0
451
0.24
0.43
19.1
1.00
0.7
19.8
B
76.0
76.0
0.54
4.0
3.0
2760
0.19
0.34
18.0
1.00
0.1
18.1
B
18.1
B
44.8
1.07
140.0
73.9%
15
76.0
76.0
0.54
4.0
3.0
2760
0.20
0.36
18.2
1.00
0.1
18.3
B
37.8
D
2
37.0
37.0
0.26
4.0
3.0
935
0.16
0.60
45.0
1.00
2.8
47.8
D
47.3
D
2
37.0
37.0
0.26
4.0
3.0
418
0.03
0.10
38.9
1.00
0.5
39.4
D

8.0
D
6
6
56.0
56.0
0.40
4.0
3.0
633
c0.43
1.08
42.0
1.00
58.4
100.4
F
Synchro 7 - Report
Page 3

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
1900
180
1900
4.0
1.00
1.00
0.99
1840
0.57
1061
0.92
196
0
261
25
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
27
16
11
Perm
280
1900
295
1900
4.0
1.00
1.00
0.98
1819
0.71
1331
0.92
321
0
625
310
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
337
202
135
Perm
90
1900
4.0
1.00
1.00
0.95
1770
0.40
753
0.92
98
0
98
Perm
300
1900
4.0
0.95
0.96
1.00
3406
1.00
3406
0.92
326
65
370
100
1900
180
1900
4.0
1.00
1.00
0.95
1770
0.50
930
0.92
196
0
196
Perm
540
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
587
0
587
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
78
52
Perm
8
16.0
16.0
0.40
4.0
3.0
633
2
16.0
16.0
0.40
4.0
3.0
301
0.09
0.21
7.9
1.00
0.2
8.0
A
0.13
0.33
8.3
1.00
2.9
11.1
B
0.92
65
0
0
Perm
2020 PM - No-Build
0.92
304
0
0
Perm
4
4
16.0
16.0
0.40
4.0
3.0
424
0.25
0.62
9.6
1.00
2.7
12.2
B
11.7
B
8
4
16.0
16.0
0.40
4.0
3.0
633
0.01
0.02
7.2
1.00
0.0
7.3
A
32.8
0.85
40.0
78.6%
15
8
16.0
16.0
0.40
4.0
3.0
532
c0.47
1.17
12.0
1.00
97.1
109.1
F
73.7
E
0.92
109
0
0
6
6
16.0
16.0
0.40
4.0
3.0
372
16.0
16.0
0.40
4.0
3.0
1362
0.11
c0.21
0.53
9.1
1.00
5.3
14.4
B
0.27
8.1
1.00
0.5
8.6
A
9.0
A

8.0
D
16.0
16.0
0.40
4.0
3.0
1416
0.17
0.41
8.6
1.00
0.9
9.5
A
10.3
B
6
16.0
16.0
0.40
4.0
3.0
633
0.03
0.08
7.4
1.00
0.3
7.7
A
Synchro 7 - Report
Page 4

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
220
1900
4.0
1.00
1.00
0.95
1770
0.37
687
0.92
239
0
239
Perm
150
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
163
0
163
5
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
5
3
2
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.63
1178
0.92
11
0
11
Perm
335
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
364
0
364
250
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
272
177
95
Perm
20
1900
4.0
1.00
1.00
0.95
1770
0.72
1337
0.92
22
0
22
Perm
70
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
76
0
76
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
5
6
Perm
250
1900
4.0
1.00
1.00
0.95
1770
0.71
1318
0.92
272
0
272
Perm
55
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
60
0
60
395
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
429
195
234
Perm
4
26.0
26.0
0.35
4.0
3.0
550
8
26.0
26.0
0.35
4.0
3.0
409
8
26.0
26.0
0.35
4.0
3.0
550
2
40.8
40.8
0.55
4.0
3.0
729
2
40.8
40.8
0.55
4.0
3.0
863
6
40.8
40.8
0.55
4.0
3.0
719
0.00
0.00
15.9
1.00
0.0
15.9
B
0.01
0.03
16.1
1.00
0.0
16.1
B
0.06
0.17
16.9
1.00
0.1
17.1
B
0.02
0.03
7.9
1.00
0.1
7.9
A
0.00
0.01
7.8
1.00
0.0
7.8
A
c0.21
0.38
9.7
1.00
1.5
11.3
B
4
4
26.0
26.0
0.35
4.0
3.0
239
c0.35
1.00
24.4
1.00
58.2
82.6
F
Tri-County Pkwy
2020 PM - No-Build
26.0
26.0
0.35
4.0
3.0
648
0.09
0.25
17.4
1.00
0.2
17.6
B
55.8
E
22.8
0.62
74.8
60.3%
15
26.0
26.0
0.35
4.0
3.0
648
0.20
0.56
19.8
1.00
1.1
20.9
C
19.2
B
2
40.8
40.8
0.55
4.0
3.0
1016
0.04
0.07
8.1
1.00
0.1
8.2
A
8.1
A

8.0
B
40.8
40.8
0.55
4.0
3.0
1016
0.03
0.06
8.0
1.00
0.1
8.1
A
10.2
B
6
40.8
40.8
0.55
4.0
3.0
863
0.15
0.27
9.1
1.00
0.8
9.8
A
Synchro 7 - Report
Page 5

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
15
1900
4.0
1.00
1.00
0.95
1770
0.59
1099
0.92
16
0
16
Perm
30
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
33
0
33
65
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
71
46
25
Perm
315
1900
4.0
1.00
1.00
0.95
1770
0.74
1370
0.92
342
0
342
Perm
120
1900
4.0
1.00
0.93
1.00
1723
1.00
1723
0.92
130
85
175
120
1900
85
1900
4.0
1.00
1.00
0.95
1770
0.27
504
0.92
92
0
92
Perm
450
1900
4.0
0.95
0.95
1.00
3354
1.00
3354
0.92
489
146
604
240
1900
180
1900
4.0
1.00
1.00
0.95
1770
0.32
603
0.92
196
0
196
Perm
700
1900
4.0
0.95
0.98
1.00
3482
1.00
3482
0.92
761
22
831
85
1900
4
13.3
13.3
0.35
4.0
3.0
553
8
13.3
13.3
0.35
4.0
3.0
478
0.02
0.04
8.2
1.00
0.0
8.2
A
c0.25
0.72
10.8
1.00
5.0
15.8
B
Tri-County Pkwy
2020 PM - No-Build
4
4
13.3
13.3
0.35
4.0
3.0
384
0.01
0.04
8.2
1.00
0.0
8.2
A
13.3
13.3
0.35
4.0
3.0
650
0.02
0.05
8.2
1.00
0.0
8.2
A
8.2
A
0.92
130
0
0
11.1
0.73
38.1
64.2%
15
13.3
13.3
0.35
4.0
3.0
601
0.10
0.29
9.0
1.00
0.3
9.3
A
13.0
B
0.92
261
0
0
2
2
16.8
16.8
0.44
4.0
3.0
222
0.18
0.41
7.3
1.00
5.6
12.9
B
0.92
92
0
0
6
6
16.8
16.8
0.44
4.0
3.0
266
16.8
16.8
0.44
4.0
3.0
1479
0.18
c0.33
0.74
8.8
1.00
16.6
25.4
C
0.41
7.3
1.00
0.8
8.1
A
8.6
A

8.0
C
16.8
16.8
0.44
4.0
3.0
1535
0.24
0.54
7.8
1.00
1.4
9.2
A
12.2
B
Synchro 7 - Report
Page 6

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
4.0
1.00
1.00
0.95
1770
0.65
1203
0.92
120
0
120
Perm
170
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
185
0
185
170
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
185
95
90
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.58
2088
0.92
65
0
65
Perm
155
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
168
0
168
135
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
147
64
83
Perm
200
1900
4.0
1.00
1.00
0.95
1770
0.25
472
0.92
217
0
217
Perm
1080
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1174
0
1174
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
23
42
Perm
150
1900
4.0
1.00
1.00
0.95
1770
0.20
373
0.92
163
0
163
Perm
925
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1005
0
1005
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
45
85
Perm
4
11.5
11.5
0.20
4.0
3.0
323
8
11.5
11.5
0.20
4.0
3.0
427
8
11.5
11.5
0.20
4.0
3.0
323
2
36.8
36.8
0.65
4.0
3.0
309
2
36.8
36.8
0.65
4.0
3.0
1035
6
36.8
36.8
0.65
4.0
3.0
244
0.06
0.28
18.9
1.00
0.5
19.4
B
0.03
0.15
18.4
1.00
0.2
18.6
B
0.05
0.26
18.8
1.00
0.4
19.2
B
c0.46
0.70
6.2
1.00
12.6
18.8
B
0.03
0.04
3.5
1.00
0.1
3.5
A
0.44
0.67
6.0
1.00
13.6
19.6
B
4
4
11.5
11.5
0.20
4.0
3.0
246
c0.10
0.49
19.8
1.00
1.5
21.3
C
Tri-County Pkwy
2020 PM - No-Build
11.5
11.5
0.20
4.0
3.0
381
0.10
0.49
19.8
1.00
1.0
20.8
C
20.4
C
10.3
0.65
56.3
63.8%
15
11.5
11.5
0.20
4.0
3.0
723
0.05
0.23
18.7
1.00
0.2
18.9
B
19.0
B
2
36.8
36.8
0.65
4.0
3.0
2313
0.33
0.51
5.1
1.00
0.8
5.9
A
7.7
A

8.0
B
36.8
36.8
0.65
4.0
3.0
2313
0.28
0.43
4.7
1.00
0.6
5.3
A
6.9
A
6
36.8
36.8
0.65
4.0
3.0
1035
0.05
0.08
3.6
1.00
0.2
3.7
A
Synchro 7 - Report
Page 7

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
75
1900
4.0
1.00
1.00
0.95
1770
0.25
472
0.92
82
0
82
Perm
410
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
446
0
446
170
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
185
112
73
Perm
290
1900
4.0
1.00
1.00
0.95
1770
0.49
920
0.92
315
0
315
Perm
950
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1033
0
1033
255
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
277
167
110
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.65
1208
0.92
152
0
152
Perm
90
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
98
0
98
65
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
71
42
29
Perm
135
1900
4.0
1.00
1.00
0.95
1770
0.69
1286
0.92
147
0
147
Perm
150
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
163
0
163
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
20
110
Perm
4
15.8
15.8
0.40
4.0
3.0
628
8
15.8
15.8
0.40
4.0
3.0
365
8
15.8
15.8
0.40
4.0
3.0
628
2
16.0
16.0
0.40
4.0
3.0
486
2
16.0
16.0
0.40
4.0
3.0
636
6
16.0
16.0
0.40
4.0
3.0
517
0.05
0.12
7.6
1.00
0.1
7.7
A
c0.34
0.86
11.0
1.00
18.5
29.5
C
0.07
0.18
7.8
1.00
0.1
7.9
A
c0.13
0.31
8.1
1.00
1.7
9.8
A
0.02
0.04
7.2
1.00
0.1
7.4
A
0.11
0.28
8.0
1.00
1.4
9.4
A
Tri-County Pkwy
2020 PM - No-Build
4
4
15.8
15.8
0.40
4.0
3.0
187
0.17
0.44
8.8
1.00
1.6
10.4
B
15.8
15.8
0.40
4.0
3.0
1405
0.13
0.32
8.3
1.00
0.1
8.4
A
8.4
A
11.8
0.59
39.8
55.7%
15
15.8
15.8
0.40
4.0
3.0
1405
0.29
0.74
10.2
1.00
2.0
12.3
B
14.9
B
2
16.0
16.0
0.40
4.0
3.0
1423
0.03
0.07
7.3
1.00
0.1
7.4
A
8.5
A

8.0
B
16.0
16.0
0.40
4.0
3.0
1423
0.05
0.11
7.5
1.00
0.2
7.6
A
8.4
A
6
16.0
16.0
0.40
4.0
3.0
636
0.07
0.17
7.6
1.00
0.6
8.2
A
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
560
1900
4.0
0.97
1.00
0.95
3433
0.36
1286
0.92
609
0
609
custom
0
1900
260
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
283
80
203
custom
140
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
152
0
152
Perm
505
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
549
0
549
340
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
370
222
148
Perm
270
1900
4.0
1.00
1.00
0.95
1770
0.26
480
0.92
293
0
293
Perm
330
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
359
0
359
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
780
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
848
0
848
690
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
750
84
666
Perm
4
48.0
48.0
0.40
4.0
3.0
514
4
48.0
48.0
0.40
4.0
3.0
633
8
48.0
48.0
0.40
4.0
3.0
708
8
48.0
48.0
0.40
4.0
3.0
633
2
64.0
64.0
0.53
4.0
3.0
256
c0.47
1.18
36.0
1.00
101.6
137.6
F
0.13
0.32
24.8
1.00
0.3
25.1
C
0.09
0.21
23.6
1.00
0.2
23.8
C
0.09
0.23
23.8
1.00
0.2
24.0
C
c0.61
1.14
28.0
1.00
100.9
128.9
F
0.92
0
0
0
Tri-County Pkwy
2020 PM - No-Build
101.9
F
47.1
1.16
120.0
81.6%
15
48.0
48.0
0.40
4.0
3.0
1416
0.16
0.39
25.6
1.00
0.2
25.7
C
24.9
C
64.0
64.0
0.53
4.0
3.0
1887
0.10
64.0
64.0
0.53
4.0
3.0
1887
0.24
0.19
14.5
1.00
0.2
14.8
B
66.1
E
0.45
17.2
1.00
0.8
18.0
B
23.6
C

8.0
D
6
64.0
64.0
0.53
4.0
3.0
844
0.42
0.79
22.6
1.00
7.4
30.0
C
Synchro 7 - Report
Page 9

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
450
1900
4.0
1.00
1.00
0.95
1770
0.75
1405
0.92
489
0
489
Perm
10
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
11
0
11
190
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
207
90
117
Perm
15
1900
4.0
1.00
1.00
0.95
1770
0.75
1397
0.92
16
0
16
Perm
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
17
5
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.06
112
0.92
152
0
152
Perm
215
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
234
0
234
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
3
8
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.60
1112
0.92
11
0
11
Perm
1080
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1174
0
1174
730
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
793
238
555
Perm
4
37.0
37.0
0.25
4.0
3.0
390
8
37.0
37.0
0.25
4.0
3.0
345
8
37.0
37.0
0.25
4.0
3.0
390
2
105.0
105.0
0.70
4.0
3.0
78
2
105.0
105.0
0.70
4.0
3.0
1108
6
105.0
105.0
0.70
4.0
3.0
778
0.07
0.30
46.0
1.00
0.4
46.4
D
0.01
0.05
43.1
1.00
0.1
43.1
D
0.00
0.01
42.7
1.00
0.0
42.7
D
c1.36
1.95
22.5
1.00
470.0
492.5
F
0.00
0.01
6.8
1.00
0.0
6.8
A
0.01
0.01
6.8
1.00
0.0
6.9
A
4
4
37.0
37.0
0.25
4.0
3.0
347
c0.35
1.41
56.5
1.00
200.6
257.1
F
Tri-County Pkwy
2020 PM - No-Build
37.0
37.0
0.25
4.0
3.0
873
0.00
0.01
42.7
1.00
0.0
42.7
D
192.0
F
82.4
1.80
150.0
106.2%
15
37.0
37.0
0.25
4.0
3.0
873
0.00
0.01
42.6
1.00
0.0
42.6
D
42.9
D

105.0
105.0
0.70
4.0
3.0
1304
0.13
0.18
7.7
1.00
0.3
8.0
A
193.5
F
6
105.0
105.0
0.70
4.0
3.0
1304
0.63
0.90
18.3
1.00
10.2
28.4
C
21.7
C
6
105.0
105.0
0.70
4.0
3.0
1108
0.35
0.50
10.4
1.00
1.6
12.0
B
F
8.0
G
Synchro 7 - Report
Page 10

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
340
1900
4.0
0.97
1.00
0.95
3433
0.48
1731
0.92
370
0
370
Perm
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
217
0
217
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
14
29
Perm
365
1900
4.0
0.97
1.00
0.95
3433
0.62
2226
0.92
397
0
397
Perm
390
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
424
0
424
430
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
467
9
458
Perm
30
1900
4.0
1.00
1.00
0.95
1770
0.15
287
0.92
33
0
33
Perm
1550
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1685
0
1685
150
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
163
78
85
Perm
235
1900
4.0
0.97
1.00
0.95
3433
0.15
556
0.92
255
0
255
Perm
1410
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1533
0
1533
545
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
592
92
500
Perm
4
16.0
16.0
0.32
4.0
3.0
507
8
16.0
16.0
0.32
4.0
3.0
712
8
16.0
16.0
0.32
4.0
3.0
507
2
26.0
26.0
0.52
4.0
3.0
149
2
26.0
26.0
0.52
4.0
3.0
823
6
26.0
26.0
0.52
4.0
3.0
289
0.02
0.06
11.8
1.00
0.0
11.8
B
0.18
0.56
14.1
1.00
1.0
15.0
B
c0.29
0.90
16.3
1.00
19.3
35.6
D
0.12
0.22
6.5
1.00
3.4
9.9
A
0.05
0.10
6.1
1.00
0.3
6.3
A
0.46
0.88
10.6
1.00
29.9
40.5
D
Tri-County Pkwy
2020 PM - No-Build
4
4
16.0
16.0
0.32
4.0
3.0
554
0.21
0.67
14.7
1.00
3.0
17.7
B
16.0
16.0
0.32
4.0
3.0
1132
0.06
0.19
12.3
1.00
0.1
12.4
B
15.5
B
18.2
0.91
50.0
89.2%
15
16.0
16.0
0.32
4.0
3.0
1132
0.12
0.37
13.1
1.00
0.2
13.3
B
21.9
C
2
26.0
26.0
0.52
4.0
3.0
1840
c0.48
0.92
11.0
1.00
8.7
19.7
B
18.3
B

8.0
E
26.0
26.0
0.52
4.0
3.0
1840
0.43
0.83
10.2
1.00
4.6
14.8
B
16.8
B
6
26.0
26.0
0.52
4.0
3.0
823
0.32
0.61
8.4
1.00
3.3
11.7
B
Synchro 7 - Report
Page 11

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
510
1900
4.0
0.97
1.00
0.95
3433
0.51
1859
0.92
554
0
554
Perm
230
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
250
0
250
195
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
212
4
208
Perm
150
1900
150
1900
4.0
0.95
1.00
0.98
3453
0.65
2291
0.92
163
0
326
170
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
185
13
172
Perm
260
1900
4.0
0.97
1.00
0.95
3433
0.10
353
0.92
283
0
283
Perm
1765
1900
4.0
0.91
0.99
1.00
5044
1.00
5044
0.92
1918
10
2017
100
1900
260
1900
4.0
1.00
1.00
0.95
1770
0.10
182
0.92
283
0
283
Perm
2230
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
2424
0
2424
855
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
929
172
757
Perm
8
16.0
16.0
0.25
4.0
3.0
390
2
41.0
41.0
0.63
4.0
3.0
223
0.11
0.44
20.7
1.00
0.8
21.5
C
0.80
1.27
12.0
1.00
151.5
163.5
F
0.92
163
0
0
Perm
4
4
16.0
16.0
0.25
4.0
3.0
458
c0.30
1.21
24.5
1.00
113.2
137.7
F
Tri-County Pkwy
2020 PM - No-Build
16.0
16.0
0.25
4.0
3.0
459
0.13
0.54
21.3
1.00
1.3
22.7
C
85.4
F
8
4
16.0
16.0
0.25
4.0
3.0
390
0.13
0.53
21.3
1.00
1.4
22.7
C
52.9
2.11
65.0
87.1%
15
8
16.0
16.0
0.25
4.0
3.0
564
0.14
0.58
21.5
1.00
1.4
23.0
C
22.4
C
0.92
109
0
0
6
6
41.0
41.0
0.63
4.0
3.0
115
41.0
41.0
0.63
4.0
3.0
3182
0.40
c1.56
2.46
12.0
1.00
682.8
694.8
F
0.63
7.4
1.00
1.0
8.4
A
27.4
C

8.0
E
41.0
41.0
0.63
4.0
3.0
3207
0.48
0.76
8.5
1.00
1.7
10.2
B
64.4
E
6
41.0
41.0
0.63
4.0
3.0
999
0.48
0.76
8.5
1.00
5.4
13.9
B
Synchro 7 - Report
Page 12

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
70
1900
4.0
1.00
1.00
0.95
1770
0.48
893
0.92
76
0
76
Perm
1395
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1516
0
1516
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
32
22
Perm
170
1900
4.0
1.00
1.00
0.95
1770
0.14
270
0.92
185
0
185
pm+pt
3
8
35.1
35.1
0.59
4.0
3.0
351
c0.07
0.25
0.53
8.4
1.00
1.4
9.9
A
420
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
457
0
457
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
22
32
Perm
35
1900
330
1900
4.0
0.95
0.98
1.00
3440
0.91
3150
0.92
359
26
447
70
1900
50
1900
50
1900
0.92
76
0
0
0.92
54
0
0
Perm
135
1900
4.0
0.95
0.97
0.99
3391
0.80
2749
0.92
147
39
216
Tri-County Pkwy
2020 AM - Build
4
4
23.6
23.6
0.40
4.0
3.0
357
0.09
0.21
11.7
1.00
0.3
12.0
B
23.6
23.6
0.40
4.0
3.0
2031
c0.30
0.75
15.2
1.00
1.5
16.7
B
16.3
B
4
23.6
23.6
0.40
4.0
3.0
632
0.01
0.03
10.8
1.00
0.0
10.8
B
14.9
0.64
59.1
68.9%
15
0.92
38
0
0
Perm
8
35.1
35.1
0.59
4.0
3.0
3020
0.09
0.15
5.4
1.00
0.0
5.4
A
6.5
A
2
8
35.1
35.1
0.59
4.0
3.0
940
0.02
0.03
5.0
1.00
0.0
5.0
A

0.92
54
0
0
6
16.0
16.0
0.27
4.0
3.0
853
16.0
16.0
0.27
4.0
3.0
744
c0.14
0.52
18.3
1.00
2.3
20.6
C
20.6
C
0.08
0.29
17.1
1.00
1.0
18.0
B
18.0
B
B
12.0
C
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
WBT
WBR
SBL
SBR
540
1900
4.0
1.00
1.00
0.95
1770
0.45
846
0.92
587
0
587
pm+pt
7
4
37.4
37.4
0.59
4.0
3.0
823
c0.25
c0.17
0.71
8.3
1.00
2.9
11.3
B
390
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
424
0
424
195
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
212
0
212
360
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
391
323
68
Perm
105
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
114
0
114
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
98
70
28
Perm
Tri-County Pkwy
2020 AM - Build
37.4
37.4
0.59
4.0
3.0
2081
0.12
11.0
11.0
0.17
4.0
3.0
612
0.06
0.20
6.1
1.00
0.0
6.2
A
9.1
A
0.35
23.1
1.00
0.3
23.5
C
23.3
C
14.8
0.54
63.6
58.9%
15
6
8
11.0
11.0
0.17
4.0
3.0
274
0.04
0.25
22.7
1.00
0.5
23.2
C
18.2
18.2
0.29
4.0
3.0
507
c0.06
0.22
17.3
1.00
1.0
18.3
B
17.6
B
6
18.2
18.2
0.29
4.0
3.0
453
0.02
0.06
16.5
1.00
0.3
16.8
B

8.0
B
Synchro 7 - Report
Page 2

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
840
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
913
0
913
Prot
7
1705
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1853
0
1853
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
26
17
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
54
0
54
Prot
3
410
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
446
0
446
400
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
435
218
217
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
54
0
54
Prot
5
615
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
668
0
668
385
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
418
52
366
Perm
540
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
587
0
587
Prot
1
190
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
207
0
207
185
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
201
118
83
Perm
21.0
21.0
0.17
4.0
3.0
596
c0.17
49.8
49.8
0.41
4.0
3.0
1457
0.06
0.98
49.8
1.00
32.8
82.6
F
0.14
22.2
1.00
0.2
22.5
C
57.9
E
32.9
32.9
0.27
4.0
3.0
933
c0.27
48.0
48.0
0.40
4.0
3.0
2017
c0.36
0.98
43.7
1.00
24.0
67.7
E
0.92
34.6
1.00
7.2
41.9
D
50.0
D
2020 AM - Build
4
48.0
48.0
0.40
4.0
3.0
628
0.01
0.03
22.3
1.00
0.0
22.3
C
54.1
0.92
121.0
82.2%
15
3.2
3.2
0.03
4.0
3.0
91
0.02
18.3
18.3
0.15
4.0
3.0
769
0.09
0.59
58.3
1.00
10.0
68.2
E
0.58
47.8
1.00
1.1
48.8
D
66.6
E
8
18.3
18.3
0.15
4.0
3.0
239
0.14
0.91
50.5
1.00
34.1
84.6
F

4.0
4.0
0.03
4.0
3.0
113
0.02
32.8
32.8
0.27
4.0
3.0
959
0.19
0.48
57.5
1.00
3.2
60.6
E
0.70
39.6
1.00
4.2
43.8
D
50.8
D
2
32.8
32.8
0.27
4.0
3.0
429
c0.23
0.85
41.8
1.00
18.8
60.6
E
6
6
49.8
49.8
0.41
4.0
3.0
652
0.05
0.13
22.1
1.00
0.4
22.5
C
D
12.0
E
Synchro 7 - Report
Page 3

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
70
1900
320
1900
4.0
1.00
1.00
0.99
1846
0.86
1605
0.92
348
0
424
45
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
49
28
21
Perm
170
1900
160
1900
4.0
1.00
1.00
0.97
1816
0.46
851
0.92
174
0
359
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
75
55
Perm
75
1900
4.0
1.00
1.00
0.95
1770
0.57
1055
0.92
82
0
82
pm+pt
5
2
25.1
25.1
0.34
4.0
3.0
391
0.01
0.06
0.21
17.2
1.00
0.3
17.5
B
445
1900
4.0
0.95
0.93
1.00
3302
1.00
3302
0.92
484
174
701
360
1900
220
1900
4.0
1.00
1.00
0.95
1770
0.16
295
0.92
239
0
239
pm+pt
1
6
34.9
34.9
0.47
4.0
3.0
328
c0.09
c0.25
0.73
15.1
1.00
7.9
23.0
C
280
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
304
0
304
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
52
30
Perm
0.92
76
0
0
Perm
2020 AM - Build
0.92
185
0
0
Perm
4
4
31.7
31.7
0.42
4.0
3.0
682
0.26
0.62
16.8
1.00
1.8
18.5
B
17.9
B
8
4
31.7
31.7
0.42
4.0
3.0
673
0.01
0.03
12.5
1.00
0.0
12.5
B
28.7
0.84
74.6
87.9%
15
8
31.7
31.7
0.42
4.0
3.0
362
c0.42
0.99
21.3
1.00
44.9
66.2
E
52.0
D
8
31.7
31.7
0.42
4.0
3.0
673
0.03
0.08
12.8
1.00
0.1
12.8
B
0.92
391
0
0
2
21.3
21.3
0.29
4.0
3.0
943
0.21
0.74
24.2
1.00
5.3
29.4
C
28.4
C

8.0
E
6
27.1
27.1
0.36
4.0
3.0
1286
0.09
0.24
16.5
1.00
0.4
17.0
B
19.1
B
6
27.1
27.1
0.36
4.0
3.0
575
0.02
0.05
15.4
1.00
0.2
15.6
B
Synchro 7 - Report
Page 4

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
445
1900
4.0
1.00
1.00
0.95
1770
0.39
731
0.92
484
0
484
pm+pt
7
4
34.3
34.3
0.54
4.0
3.0
704
c0.20
c0.17
0.69
9.7
1.00
2.8
12.5
B
340
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
370
0
370
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
15
18
Perm
65
1900
4.0
1.00
1.00
0.95
1770
0.54
1008
0.92
71
0
71
Perm
170
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
185
0
185
130
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
141
116
25
Perm
30
1900
4.0
1.00
1.00
0.95
1770
0.52
975
0.92
33
0
33
Perm
130
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
141
0
141
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
15
7
Perm
120
1900
4.0
1.00
1.00
0.95
1770
0.67
1243
0.92
130
0
130
Perm
230
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
250
0
250
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
195
98
Perm
4
34.3
34.3
0.54
4.0
3.0
855
8
11.4
11.4
0.18
4.0
3.0
181
8
11.4
11.4
0.18
4.0
3.0
284
2
21.2
21.2
0.33
4.0
3.0
326
2
21.2
21.2
0.33
4.0
3.0
528
6
21.2
21.2
0.33
4.0
3.0
415
0.01
0.02
6.8
1.00
0.0
6.8
A
0.07
0.39
23.0
1.00
1.4
24.4
C
0.02
0.09
21.7
1.00
0.1
21.9
C
0.03
0.10
14.6
1.00
0.6
15.2
B
0.00
0.01
14.2
1.00
0.0
14.2
B
0.10
0.31
15.7
1.00
2.0
17.7
B
Tri-County Pkwy
2020 AM - Build
4
34.3
34.3
0.54
4.0
3.0
1006
0.20
0.37
8.4
1.00
0.2
8.6
A
10.7
B
15.6
0.57
63.5
62.4%
15
11.4
11.4
0.18
4.0
3.0
334
0.10
0.55
23.7
1.00
2.0
25.7
C
24.1
C
2
21.2
21.2
0.33
4.0
3.0
622
0.08
0.23
15.2
1.00
0.8
16.1
B
15.7
B

8.0
B
21.2
21.2
0.33
4.0
3.0
622
c0.13
0.40
16.3
1.00
1.9
18.2
B
17.1
B
6
21.2
21.2
0.33
4.0
3.0
528
0.06
0.19
15.0
1.00
0.8
15.8
B
Synchro 7 - Report
Page 5

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
1900
4.0
1.00
1.00
0.95
1770
0.62
1148
0.92
65
0
65
Perm
95
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
103
0
103
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
67
9
Perm
245
1900
4.0
1.00
1.00
0.95
1770
0.46
861
0.92
266
0
266
pm+pt
3
8
19.3
19.3
0.29
4.0
3.0
342
c0.08
c0.14
0.78
21.1
1.00
10.6
31.7
C
150
1900
4.0
1.00
0.96
1.00
1783
1.00
1783
0.92
163
21
207
60
1900
40
1900
4.0
1.00
1.00
0.95
1770
0.53
985
0.92
43
0
43
Perm
610
1900
4.0
0.95
0.95
1.00
3377
1.00
3377
0.92
663
61
895
270
1900
190
1900
4.0
1.00
1.00
0.95
1770
0.16
291
0.92
207
0
207
pm+pt
1
6
40.4
40.4
0.60
4.0
3.0
355
c0.07
0.28
0.58
9.0
1.00
2.4
11.4
B
340
1900
4.0
0.95
1.00
1.00
3532
1.00
3532
0.92
370
1
374
5
1900
Tri-County Pkwy
2020 AM - Build
4
4
8.1
8.1
0.12
4.0
3.0
137
0.06
0.47
27.8
1.00
2.6
30.4
C
8.1
8.1
0.12
4.0
3.0
223
0.06
0.46
27.8
1.00
1.5
29.3
C
28.7
C
4
8.1
8.1
0.12
4.0
3.0
189
0.01
0.05
26.4
1.00
0.1
26.5
C
18.3
0.67
67.7
67.9%
15
0.92
65
0
0
8
19.3
19.3
0.29
4.0
3.0
508
0.12
0.41
19.6
1.00
0.5
20.1
C
26.4
C

0.92
293
0
0
2
2
28.1
28.1
0.42
4.0
3.0
409
0.04
0.11
12.1
1.00
0.5
12.6
B
28.1
28.1
0.42
4.0
3.0
1402
c0.26
0.64
15.8
1.00
2.2
18.0
B
17.8
B
0.92
5
0
0
6
40.4
40.4
0.60
4.0
3.0
2108
0.11
0.18
6.2
1.00
0.2
6.3
A
8.2
A
B
12.0
C
Synchro 7 - Report
Page 6

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
100
1900
4.0
1.00
1.00
0.95
1770
0.48
899
0.92
109
0
109
pm+pt
7
4
22.4
22.4
0.22
4.0
3.0
272
c0.03
0.05
0.40
32.9
1.00
1.0
33.9
C
100
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
109
0
109
180
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
196
168
28
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
65
0
65
Prot
3
105
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
114
0
114
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
74
8
Perm
120
1900
4.0
1.00
1.00
0.95
1770
0.18
343
0.92
130
0
130
pm+pt
5
2
71.0
71.0
0.70
4.0
3.0
351
c0.03
0.23
0.37
7.4
1.00
0.7
8.1
A
195
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
212
0
212
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
16
38
Perm
90
1900
4.0
1.00
1.00
0.95
1770
0.62
1153
0.92
98
0
98
Perm
990
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1076
0
1076
100
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
109
45
64
Perm
2
71.0
71.0
0.70
4.0
3.0
1108
6
59.1
59.1
0.58
4.0
3.0
672
0.02
0.03
4.7
1.00
0.1
4.7
A
0.08
0.15
9.6
1.00
0.5
10.1
B
Tri-County Pkwy
2020 AM - Build
4
14.4
14.4
0.14
4.0
3.0
265
c0.06
0.41
39.6
1.00
1.0
40.7
D
37.7
D
4
14.4
14.4
0.14
4.0
3.0
225
0.02
0.12
38.0
1.00
0.2
38.2
D
19.7
0.48
101.4
56.2%
15
4.0
4.0
0.04
4.0
3.0
135
0.02
9.8
9.8
0.10
4.0
3.0
342
0.03
0.48
47.7
1.00
2.7
50.4
D
0.33
42.8
1.00
0.6
43.3
D
44.6
D
8
9.8
9.8
0.10
4.0
3.0
153
0.01
0.05
41.6
1.00
0.1
41.7
D

2
71.0
71.0
0.70
4.0
3.0
2478
0.06
0.09
4.8
1.00
0.1
4.9
A
5.9
A
6
59.1
59.1
0.58
4.0
3.0
2063
c0.30
0.52
12.7
1.00
0.9
13.6
B
13.0
B
6
59.1
59.1
0.58
4.0
3.0
923
0.04
0.07
9.2
1.00
0.1
9.3
A
B
12.0
B
Synchro 7 - Report
Page 7

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
105
1900
4.0
1.00
1.00
0.95
1770
0.41
767
0.92
114
0
114
pm+pt
7
4
24.2
24.2
0.33
4.0
3.0
337
c0.03
0.08
0.34
17.6
1.00
0.6
18.2
B
475
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
516
0
516
180
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
196
147
49
Perm
40
1900
4.0
1.00
1.00
0.95
1770
0.40
745
0.92
43
0
43
pm+pt
3
8
16.6
16.6
0.23
4.0
3.0
201
0.01
0.04
0.21
22.3
1.00
0.5
22.8
C
265
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
288
0
288
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
70
17
Perm
70
1900
4.0
1.00
1.00
0.95
1770
0.66
1227
0.92
76
0
76
pm+pt
5
2
30.5
30.5
0.42
4.0
3.0
551
0.01
0.05
0.14
12.9
1.00
0.1
13.0
B
60
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
65
0
65
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
57
30
Perm
235
1900
4.0
1.00
1.00
0.95
1770
0.62
1147
0.92
255
0
255
pm+pt
1
6
40.5
40.5
0.56
4.0
3.0
732
c0.05
c0.14
0.35
8.5
1.00
0.3
8.8
A
135
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
147
0
147
165
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
179
102
77
Perm
Tri-County Pkwy
2020 AM - Build
4
18.2
18.2
0.25
4.0
3.0
884
c0.15
0.58
24.0
1.00
1.0
25.0
C
23.2
C
4
18.2
18.2
0.25
4.0
3.0
395
0.03
0.12
21.2
1.00
0.1
21.3
C
19.2
0.43
72.9
46.1%
15
8
14.4
14.4
0.20
4.0
3.0
699
0.08
0.41
25.6
1.00
0.4
25.9
C
25.2
C
8
14.4
14.4
0.20
4.0
3.0
313
0.01
0.05
23.7
1.00
0.1
23.8
C

2
25.4
25.4
0.35
4.0
3.0
1233
0.02
0.05
15.8
1.00
0.1
15.8
B
14.9
B
2
25.4
25.4
0.35
4.0
3.0
552
0.02
0.05
15.8
1.00
0.2
16.0
B
6
31.4
31.4
0.43
4.0
3.0
1524
0.04
0.10
12.3
1.00
0.1
12.5
B
11.0
B
6
31.4
31.4
0.43
4.0
3.0
682
0.05
0.11
12.4
1.00
0.3
12.8
B
B
12.0
A
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
640
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
696
0
696
Prot
7
0
1900
460
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
500
180
320
custom
5
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
5
0
5
Perm
160
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
174
0
174
85
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
92
82
10
Perm
130
1900
4.0
1.00
1.00
0.95
1770
0.51
950
0.92
141
0
141
Perm
550
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
598
0
598
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
345
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
375
0
375
230
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
250
125
125
Perm
4
38.1
38.1
0.41
4.0
3.0
653
8
10.0
10.0
0.11
4.0
3.0
192
8
10.0
10.0
0.11
4.0
3.0
171
2
46.3
46.3
0.50
4.0
3.0
476
c0.20
0.49
20.0
1.00
0.6
20.6
C
0.00
0.03
36.8
1.00
0.1
36.9
D
0.01
0.06
37.0
1.00
0.1
37.1
D
0.15
0.30
13.5
1.00
1.6
15.1
B
0.92
0
0
0
24.1
24.1
0.26
4.0
3.0
895
c0.20
2020 AM - Build
0.78
31.7
1.00
4.3
36.0
D
29.5
C
22.8
0.48
92.4
52.8%
15
10.0
10.0
0.11
4.0
3.0
383
0.05
0.45
38.6
1.00
0.9
39.5
D
38.6
D
46.3
46.3
0.50
4.0
3.0
1773
c0.17
46.3
46.3
0.50
4.0
3.0
1773
0.11
0.34
13.8
1.00
0.5
14.4
B
14.5
B
0.21
12.9
1.00
0.3
13.1
B
13.0
B

8.0
A
6
46.3
46.3
0.50
4.0
3.0
793
0.08
0.16
12.5
1.00
0.4
12.9
B
Synchro 7 - Report
Page 9

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
570
1900
4.0
1.00
1.00
0.95
1770
0.43
807
0.92
620
0
620
pm+pt
7
4
22.4
22.4
0.20
4.0
3.0
279
c0.26
c0.19
2.22
42.2
1.00
561.5
603.7
F
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
73
14
Perm
5
1900
4.0
1.00
1.00
0.95
1770
0.75
1405
0.92
5
0
5
pm+pt
3
8
6.2
6.2
0.06
4.0
3.0
82
0.00
0.00
0.06
48.9
1.00
0.3
49.2
D
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
21
1
Perm
295
1900
4.0
1.00
1.00
0.95
1770
0.55
1020
0.92
321
0
321
pm+pt
5
2
79.2
79.2
0.72
4.0
3.0
813
0.04
0.25
0.39
5.5
1.00
0.3
5.8
A
1560
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1696
0
1696
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
3
19
Perm
65
1900
4.0
1.00
1.00
0.95
1770
0.06
116
0.92
71
0
71
pm+pt
1
6
67.2
67.2
0.61
4.0
3.0
118
c0.02
0.35
0.60
25.7
1.00
8.4
34.0
C
220
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
239
0
239
170
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
185
77
108
Perm
Tri-County Pkwy
2020 AM - Build
4
17.6
17.6
0.16
4.0
3.0
568
0.00
0.01
38.7
1.00
0.0
38.7
D
530.7
F
4
17.6
17.6
0.16
4.0
3.0
254
0.01
0.06
39.0
1.00
0.1
39.0
D
220.1
1.53
109.6
134.0%
15
8
5.4
5.4
0.05
4.0
3.0
174
0.00
0.03
49.6
1.00
0.1
49.7
D
49.6
D
8
5.4
5.4
0.05
4.0
3.0
78
0.00
0.01
49.6
1.00
0.1
49.6
D

2
72.1
72.1
0.66
4.0
3.0
1226
c0.91
1.38
18.8
1.00
177.7
196.4
F
164.3
F
2
72.1
72.1
0.66
4.0
3.0
1041
0.01
0.02
6.5
1.00
0.0
6.5
A
6
64.1
64.1
0.58
4.0
3.0
1090
0.13
0.22
10.8
1.00
0.5
11.3
B
14.2
B
6
64.1
64.1
0.58
4.0
3.0
926
0.07
0.12
10.1
1.00
0.3
10.4
B
F
12.0
H
Synchro 7 - Report
Page 10

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
570
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
620
0
620
Prot
7
470
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
511
0
511
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
9
2
Perm
185
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
201
0
201
Prot
3
150
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
163
0
163
330
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
359
134
225
Perm
25
1900
4.0
1.00
1.00
0.95
1770
0.07
132
0.92
27
0
27
pm+pt
5
2
59.0
59.0
0.49
4.0
3.0
96
0.01
0.13
0.28
22.8
1.00
1.6
24.4
C
1650
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1793
0
1793
360
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
391
140
251
Perm
485
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
527
0
527
Prot
1
1610
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1750
0
1750
485
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
527
227
300
Perm
15.0
15.0
0.12
4.0
3.0
423
c0.15
69.2
69.2
0.57
4.0
3.0
2014
0.49
1.25
53.3
1.00
129.1
182.4
F
0.87
22.3
1.00
5.4
27.8
C
54.4
D
18.0
18.0
0.15
4.0
3.0
508
c0.18
25.0
25.0
0.21
4.0
3.0
728
0.14
1.22
51.8
1.00
116.0
167.8
F
0.70
44.8
1.00
3.1
47.9
D
112.9
F
2020 AM - Build
4
25.0
25.0
0.21
4.0
3.0
325
0.00
0.01
38.4
1.00
0.0
38.4
D
74.4
1.13
121.6
93.2%
15
9.0
9.0
0.07
4.0
3.0
254
0.06
16.0
16.0
0.13
4.0
3.0
466
0.05
0.79
55.4
1.00
15.4
70.8
E
0.35
48.1
1.00
0.5
48.5
D
99.7
F
8
16.0
16.0
0.13
4.0
3.0
208
c0.14
1.08
52.8
1.00
86.2
139.0
F

2
56.6
56.6
0.47
4.0
3.0
1647
c0.51
1.09
32.5
1.00
50.5
83.0
F
71.5
E
2
56.6
56.6
0.47
4.0
3.0
737
0.16
0.34
20.7
1.00
1.3
21.9
C
6
6
69.2
69.2
0.57
4.0
3.0
901
0.19
0.33
13.9
1.00
1.0
14.9
B
E
16.0
F
Synchro 7 - Report
Page 11

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
690
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
750
0
750
Prot
7
410
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
446
0
446
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
48
34
Perm
90
1900
100
1900
4.0
0.95
1.00
0.98
3457
0.67
2360
0.92
109
0
207
260
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
283
72
211
Perm
75
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
82
0
82
Prot
5
1770
1900
4.0
0.91
1.00
1.00
5069
1.00
5069
0.92
1924
2
1965
40
1900
1145
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1245
0
1245
365
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
397
220
177
Perm
4.7
4.7
0.04
4.0
3.0
135
0.02
48.9
48.9
0.41
4.0
3.0
2079
c0.39
0.61
56.3
1.00
7.5
63.9
E
0.95
33.9
1.00
10.5
44.3
D
45.1
D
150
1900
4.0
1.00
1.00
0.95
1770
0.08
141
0.92
163
0
163
pm+pt
1
6
61.9
61.9
0.52
4.0
3.0
196
c0.06
0.37
0.83
29.6
1.00
24.9
54.5
D
0.92
98
0
0
Perm
27.4
27.4
0.23
4.0
3.0
789
c0.22
49.3
49.3
0.41
4.0
3.0
771
0.24
0.95
45.2
1.00
20.8
66.1
E
0.58
26.9
1.00
1.1
28.0
C
49.9
D
2020 AM - Build
8
4
49.3
49.3
0.41
4.0
3.0
655
0.02
0.05
20.9
1.00
0.0
21.0
C
42.3
0.93
119.2
83.7%
15
8
17.9
17.9
0.15
4.0
3.0
354
0.09
0.58
47.2
1.00
2.5
49.6
D
66.9
E
8
17.9
17.9
0.15
4.0
3.0
238
c0.13
0.89
49.6
1.00
29.9
79.6
E

0.92
43
0
0
6
53.2
53.2
0.45
4.0
3.0
2269
0.24
0.55
24.2
1.00
1.0
25.2
C
27.0
C
6
53.2
53.2
0.45
4.0
3.0
707
0.11
0.25
20.6
1.00
0.8
21.4
C
D
16.0
E
Synchro 7 - Report
Page 12

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
70
1900
4.0
1.00
1.00
0.95
1770
0.15
275
0.92
76
0
76
Perm
560
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
609
0
609
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
21
12
Perm
660
1900
4.0
1.00
1.00
0.95
1770
0.32
593
0.92
717
0
717
pm+pt
3
8
51.3
51.3
0.67
4.0
3.0
709
c0.27
c0.41
1.01
12.0
1.00
36.6
48.6
D
1600
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1739
0
1739
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
27
55
Perm
60
1900
140
1900
4.0
0.95
0.98
0.99
3417
0.74
2563
0.92
152
18
237
35
1900
20
1900
100
1900
0.92
38
0
0
0.92
22
0
0
Perm
235
1900
4.0
0.95
0.96
1.00
3380
0.93
3143
0.92
255
28
358
Tri-County Pkwy
2020 PM - Build
4
4
27.1
27.1
0.35
4.0
3.0
98
0.28
0.78
21.9
1.00
31.0
52.9
D
27.1
27.1
0.35
4.0
3.0
1804
0.12
0.34
18.1
1.00
0.1
18.2
B
21.8
C
4
27.1
27.1
0.35
4.0
3.0
562
0.01
0.02
16.0
1.00
0.0
16.0
B
20.5
0.87
76.4
77.7%
15
0.92
65
0
0
Perm
8
51.3
51.3
0.67
4.0
3.0
3414
0.34
0.51
6.3
1.00
0.1
6.4
A
18.3
B
2
8
51.3
51.3
0.67
4.0
3.0
1063
0.03
0.05
4.3
1.00
0.0
4.3
A
0.92
109
0
0
6
17.1
17.1
0.22
4.0
3.0
574
17.1
17.1
0.22
4.0
3.0
703
0.09
0.41
25.4
1.00
2.2
27.5
C
27.5
C
c0.11
0.51
26.0
1.00
2.6
28.6
C
28.6
C

8.0
D
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
WBT
WBR
SBL
SBR
100
1900
4.0
1.00
1.00
0.95
1770
0.23
433
0.92
109
0
109
pm+pt
7
4
22.9
22.9
0.32
4.0
3.0
222
c0.03
0.12
0.49
18.7
1.00
1.7
20.4
C
185
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
201
0
201
440
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
478
0
478
250
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
272
218
54
Perm
280
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
304
0
304
565
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
614
144
470
Perm
Tri-County Pkwy
2020 PM - Build
22.9
22.9
0.32
4.0
3.0
1121
0.06
14.3
14.3
0.20
4.0
3.0
700
c0.14
0.18
17.9
1.00
0.1
18.0
B
18.8
B
0.68
26.9
1.00
2.8
29.7
C
27.7
C
18.4
0.56
72.3
53.8%
15
6
8
14.3
14.3
0.20
4.0
3.0
313
0.03
0.17
24.1
1.00
0.3
24.3
C
41.4
41.4
0.57
4.0
3.0
1014
0.17
0.30
8.0
1.00
0.8
8.7
A
10.6
B
6
41.4
41.4
0.57
4.0
3.0
906
c0.30
0.52
9.4
1.00
2.1
11.5
B

B
12.0
A
Synchro 7 - Report
Page 2

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
175
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
190
0
190
Prot
7
870
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
946
0
946
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
57
19
Perm
445
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
484
0
484
Prot
3
920
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1000
0
1000
705
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
766
215
551
Perm
130
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
141
0
141
Prot
5
490
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
533
0
533
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
98
67
31
Perm
315
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
342
0
342
Prot
1
730
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
793
0
793
685
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
745
101
644
Perm
16.2
16.2
0.13
4.0
3.0
463
c0.10
48.0
48.0
0.40
4.0
3.0
1416
0.22
0.74
49.9
1.00
6.1
55.9
E
0.56
27.8
1.00
1.6
29.4
C
52.8
D
7.0
7.0
0.06
4.0
3.0
200
0.06
30.5
30.5
0.25
4.0
3.0
1292
0.19
0.95
56.3
1.00
48.8
105.1
F
0.73
41.0
1.00
2.2
43.2
D
52.3
D
2020 PM - Build
4
30.5
30.5
0.25
4.0
3.0
402
0.01
0.05
33.8
1.00
0.0
33.8
C
50.6
1.00
120.0
73.9%
15
19.5
19.5
0.16
4.0
3.0
558
c0.14
43.0
43.0
0.36
4.0
3.0
1822
0.20
0.87
49.0
1.00
13.4
62.4
E
0.55
30.8
1.00
0.3
31.1
C
50.5
D
8
43.0
43.0
0.36
4.0
3.0
567
c0.35
0.97
37.9
1.00
30.6
68.5
E

6.0
6.0
0.05
4.0
3.0
172
0.04
37.8
37.8
0.31
4.0
3.0
1115
0.15
0.82
56.5
1.00
25.3
81.7
F
0.48
33.1
1.00
1.5
34.6
C
42.5
D
2
37.8
37.8
0.31
4.0
3.0
499
0.02
0.06
28.7
1.00
0.2
29.0
C
6
6
48.0
48.0
0.40
4.0
3.0
633
c0.41
1.02
36.0
1.00
40.3
76.3
E
D
16.0
D
Synchro 7 - Report
Page 3

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
1900
170
1900
4.0
1.00
1.00
0.99
1849
0.88
1647
0.92
185
0
218
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
10
12
Perm
300
1900
285
1900
4.0
1.00
1.00
0.98
1816
0.72
1338
0.92
310
0
636
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
135
158
Perm
65
1900
4.0
1.00
1.00
0.95
1770
0.49
910
0.92
71
0
71
Perm
190
1900
4.0
0.95
0.94
1.00
3334
1.00
3334
0.92
207
85
252
120
1900
160
1900
4.0
1.00
1.00
0.95
1770
0.53
978
0.92
174
0
174
Perm
350
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
380
0
380
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
50
26
Perm
8
38.2
38.2
0.54
4.0
3.0
855
2
24.5
24.5
0.35
4.0
3.0
315
0.10
0.19
8.3
1.00
0.1
8.4
A
0.08
0.23
16.4
1.00
1.7
18.0
B
0.92
33
0
0
Perm
2020 PM - Build
0.92
326
0
0
Perm
4
4
38.2
38.2
0.54
4.0
3.0
890
0.13
0.24
8.6
1.00
0.1
8.8
A
8.6
A
8
4
38.2
38.2
0.54
4.0
3.0
855
0.01
0.01
7.5
1.00
0.0
7.5
A
18.1
0.74
70.7
73.5%
15
8
38.2
38.2
0.54
4.0
3.0
723
c0.48
0.88
14.2
1.00
11.8
26.1
C
20.5
C
0.92
130
0
0
6
6
24.5
24.5
0.35
4.0
3.0
339
24.5
24.5
0.35
4.0
3.0
1155
0.08
c0.18
0.51
18.4
1.00
5.5
23.8
C
0.22
16.3
1.00
0.4
16.8
B
17.0
B

8.0
D
24.5
24.5
0.35
4.0
3.0
1226
0.11
0.31
16.9
1.00
0.7
17.6
B
19.0
B
6
24.5
24.5
0.35
4.0
3.0
549
0.02
0.05
15.4
1.00
0.2
15.5
B
Synchro 7 - Report
Page 4

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
185
1900
4.0
1.00
1.00
0.95
1770
0.23
437
0.92
201
0
201
pm+pt
7
4
31.0
31.0
0.48
4.0
3.0
386
c0.07
0.18
0.52
11.6
1.00
1.3
12.9
B
160
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
174
0
174
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
6
5
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.65
1206
0.92
11
0
11
Perm
350
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
380
0
380
220
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
239
172
67
Perm
20
1900
4.0
1.00
1.00
0.95
1770
0.72
1345
0.92
22
0
22
Perm
70
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
76
0
76
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
7
4
Perm
230
1900
4.0
1.00
1.00
0.95
1770
0.71
1318
0.92
250
0
250
Perm
50
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
54
0
54
345
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
375
224
151
Perm
4
31.0
31.0
0.48
4.0
3.0
753
8
18.3
18.3
0.28
4.0
3.0
338
8
18.3
18.3
0.28
4.0
3.0
444
2
26.2
26.2
0.40
4.0
3.0
540
2
26.2
26.2
0.40
4.0
3.0
636
6
26.2
26.2
0.40
4.0
3.0
530
0.00
0.01
9.0
1.00
0.0
9.0
A
0.01
0.03
17.0
1.00
0.0
17.1
B
0.04
0.15
17.6
1.00
0.2
17.8
B
0.02
0.04
11.9
1.00
0.1
12.0
B
0.00
0.01
11.7
1.00
0.0
11.7
B
c0.19
0.47
14.4
1.00
3.0
17.4
B
Tri-County Pkwy
2020 PM - Build
4
31.0
31.0
0.48
4.0
3.0
886
0.09
0.20
9.9
1.00
0.1
10.0
B
11.5
B
16.8
0.57
65.2
58.1%
15
18.3
18.3
0.28
4.0
3.0
523
c0.20
0.73
21.2
1.00
5.0
26.2
C
22.8
C

26.2
26.2
0.40
4.0
3.0
749
0.04
0.10
12.2
1.00
0.3
12.4
B
12.3
B
6
26.2
26.2
0.40
4.0
3.0
749
0.03
0.07
12.0
1.00
0.2
12.2
B
15.0
B
6
26.2
26.2
0.40
4.0
3.0
636
0.10
0.24
12.9
1.00
0.9
13.8
B
B
12.0
B
Synchro 7 - Report
Page 5

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
15
1900
4.0
1.00
1.00
0.95
1770
0.75
1406
0.92
16
0
16
Perm
25
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
27
0
27
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
60
5
Perm
300
1900
4.0
1.00
1.00
0.95
1770
0.43
801
0.92
326
0
326
pm+pt
3
8
20.1
20.1
0.31
4.0
3.0
413
c0.13
c0.11
0.79
18.8
1.00
9.7
28.4
C
130
1900
4.0
1.00
0.93
1.00
1729
1.00
1729
0.92
141
52
219
120
1900
80
1900
4.0
1.00
1.00
0.95
1770
0.35
651
0.92
87
0
87
Perm
425
1900
4.0
0.95
0.95
1.00
3353
1.00
3353
0.92
462
87
625
230
1900
190
1900
4.0
1.00
1.00
0.95
1770
0.24
449
0.92
207
0
207
pm+pt
1
6
36.2
36.2
0.56
4.0
3.0
411
c0.06
c0.22
0.50
8.2
1.00
1.0
9.1
A
655
1900
4.0
0.95
0.98
1.00
3481
1.00
3481
0.92
712
10
789
80
1900
Tri-County Pkwy
2020 PM - Build
4
4
5.3
5.3
0.08
4.0
3.0
116
0.01
0.14
27.4
1.00
0.5
27.9
C
5.3
5.3
0.08
4.0
3.0
154
0.01
0.18
27.5
1.00
0.5
28.0
C
27.6
C
4
5.3
5.3
0.08
4.0
3.0
130
0.00
0.04
27.2
1.00
0.1
27.3
C
15.6
0.58
64.3
62.9%
15
0.92
130
0
0
8
20.1
20.1
0.31
4.0
3.0
540
0.13
0.41
17.4
1.00
0.5
17.9
B
23.7
C
0.92
250
0
0
2
2
24.5
24.5
0.38
4.0
3.0
248
0.13
0.35
14.2
1.00
3.9
18.1
B
24.5
24.5
0.38
4.0
3.0
1278
0.19
0.49
15.1
1.00
1.3
16.5
B
16.7
B

8.0
B
0.92
87
0
0
6
36.2
36.2
0.56
4.0
3.0
1960
0.23
0.40
7.9
1.00
0.6
8.6
A
8.7
A
Synchro 7 - Report
Page 6

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
4.0
1.00
1.00
0.95
1770
0.57
1054
0.92
120
0
120
pm+pt
7
4
19.6
19.6
0.18
4.0
3.0
216
c0.02
0.08
0.56
40.2
1.00
3.1
43.2
D
175
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
190
0
190
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
149
25
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
65
0
65
Prot
3
160
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
174
0
174
130
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
141
121
20
Perm
205
1900
4.0
1.00
1.00
0.95
1770
0.22
417
0.92
223
0
223
pm+pt
5
2
78.1
78.1
0.72
4.0
3.0
386
c0.04
c0.38
0.58
7.2
1.00
2.1
9.3
A
1050
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1141
0
1141
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
18
47
Perm
145
1900
4.0
1.00
1.00
0.95
1770
0.25
461
0.92
158
0
158
Perm
900
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
978
0
978
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
50
80
Perm
2
78.1
78.1
0.72
4.0
3.0
1135
6
67.1
67.1
0.62
4.0
3.0
284
0.03
0.04
4.5
1.00
0.1
4.6
A
0.34
0.56
12.2
1.00
7.7
19.9
B
Tri-County Pkwy
2020 PM - Build
4
15.6
15.6
0.14
4.0
3.0
267
c0.10
0.71
44.5
1.00
8.6
53.1
D
46.3
D
4
15.6
15.6
0.14
4.0
3.0
227
0.02
0.11
40.6
1.00
0.2
40.8
D
18.6
0.57
108.9
62.9%
15
3.2
3.2
0.03
4.0
3.0
101
0.02
14.8
14.8
0.14
4.0
3.0
481
0.05
0.64
52.3
1.00
13.2
65.5
E
0.36
42.8
1.00
0.5
43.2
D
46.3
D
8
14.8
14.8
0.14
4.0
3.0
215
0.01
0.09
41.2
1.00
0.2
41.4
D
2
78.1
78.1
0.72
4.0
3.0
2538
0.32
0.45
6.4
1.00
0.6
7.0
A
7.2
A

8.0
B
67.1
67.1
0.62
4.0
3.0
2181
0.28
0.45
11.1
1.00
0.7
11.8
B
12.4
B
6
67.1
67.1
0.62
4.0
3.0
975
0.05
0.08
8.4
1.00
0.2
8.6
A
Synchro 7 - Report
Page 7

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
80
1900
4.0
1.00
1.00
0.95
1770
0.09
169
0.92
87
0
87
pm+pt
7
4
47.2
47.2
0.60
4.0
3.0
163
c0.02
0.30
0.53
12.5
1.00
3.3
15.9
B
420
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
457
0
457
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
70
104
Perm
295
1900
990
1900
4.0
0.95
1.00
0.99
3499
0.73
2585
0.92
1076
0
1397
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
145
148
Perm
135
1900
4.0
1.00
1.00
0.95
1770
0.65
1208
0.92
147
0
147
pm+pt
5
2
20.0
20.0
0.25
4.0
3.0
333
c0.02
c0.09
0.44
24.2
1.00
0.9
25.1
C
90
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
98
0
98
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
65
17
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.69
1286
0.92
152
0
152
pm+pt
1
6
20.0
20.0
0.25
4.0
3.0
349
0.02
0.09
0.44
24.3
1.00
0.9
25.1
C
150
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
163
0
163
125
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
136
87
49
Perm
Tri-County Pkwy
2020 PM - Build
4
47.2
47.2
0.60
4.0
3.0
2109
0.13
0.22
7.4
1.00
0.1
7.5
A
8.4
A
4
47.2
47.2
0.60
4.0
3.0
943
0.07
0.11
6.9
1.00
0.1
7.0
A
37.5
0.84
79.2
72.5%
15
0.92
321
0
0
pm+pt
3
8
8
40.1
40.1
0.51
4.0
3.0
1309
c0.54
1.07
19.6
1.00
44.9
64.5
E
55.2
E
8
40.1
40.1
0.51
4.0
3.0
801
0.09
0.19
10.7
1.00
0.1
10.8
B

2
16.0
16.0
0.20
4.0
3.0
715
0.03
0.14
25.9
1.00
0.4
26.3
C
25.7
C
2
16.0
16.0
0.20
4.0
3.0
320
0.01
0.05
25.5
1.00
0.3
25.8
C
6
16.0
16.0
0.20
4.0
3.0
715
0.05
0.23
26.4
1.00
0.7
27.2
C
26.4
C
6
16.0
16.0
0.20
4.0
3.0
320
0.03
0.15
26.0
1.00
1.0
27.0
C
D
16.0
C
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
590
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
641
0
641
Prot
7
0
1900
260
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
283
124
159
custom
120
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
130
0
130
Perm
440
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
478
0
478
295
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
321
278
43
Perm
330
1900
4.0
1.00
1.00
0.95
1770
0.29
531
0.92
359
0
359
Perm
400
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
435
0
435
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
775
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
842
0
842
755
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
821
223
598
Perm
4
38.0
38.0
0.32
4.0
3.0
501
8
16.0
16.0
0.13
4.0
3.0
236
8
16.0
16.0
0.13
4.0
3.0
211
2
74.0
74.0
0.62
4.0
3.0
327
0.10
0.32
31.1
1.00
0.4
31.5
C
0.07
0.55
48.6
1.00
2.8
51.4
D
0.03
0.20
46.3
1.00
0.5
46.8
D
c0.68
1.10
23.0
1.00
78.6
101.6
F
0.92
0
0
0
18.0
18.0
0.15
4.0
3.0
515
c0.19
1.24
51.0
1.00
125.7
176.7
F
2020 PM - Build
132.2
F
59.2
1.11
120.0
87.2%
15
16.0
16.0
0.13
4.0
3.0
472
c0.14
1.01
52.0
1.00
44.6
96.6
F
73.1
E

74.0
74.0
0.62
4.0
3.0
2182
0.12
74.0
74.0
0.62
4.0
3.0
2182
0.24
0.20
10.1
1.00
0.2
10.3
B
51.6
D
0.39
11.6
1.00
0.5
12.1
B
14.5
B
6
74.0
74.0
0.62
4.0
3.0
976
0.38
0.61
14.2
1.00
2.9
17.0
B
E
12.0
E
Synchro 7 - Report
Page 9

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
450
1900
4.0
1.00
1.00
0.95
1770
0.47
866
0.92
489
0
489
pm+pt
7
4
24.6
24.6
0.22
4.0
3.0
319
c0.22
c0.12
1.53
42.4
1.00
255.1
297.5
F
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
190
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
207
142
65
Perm
15
1900
4.0
1.00
1.00
0.95
1770
0.87
1620
0.92
16
0
16
pm+pt
3
8
6.1
6.1
0.05
4.0
3.0
90
0.00
0.01
0.18
50.6
1.00
0.9
51.5
D
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
21
1
Perm
135
1900
4.0
1.00
1.00
0.95
1770
0.05
100
0.92
147
0
147
pm+pt
5
2
78.7
78.7
0.70
4.0
3.0
130
c0.04
c0.76
1.13
34.9
1.00
118.4
153.3
F
215
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
234
0
234
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
4
7
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.61
1142
0.92
11
0
11
pm+pt
1
6
72.3
72.3
0.64
4.0
3.0
741
0.00
0.01
0.01
7.1
1.00
0.0
7.1
A
1070
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1163
0
1163
730
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
793
287
506
Perm
Tri-County Pkwy
2020 PM - Build
4
19.1
19.1
0.17
4.0
3.0
603
0.00
0.01
38.6
1.00
0.0
38.6
D
219.8
F
4
19.1
19.1
0.17
4.0
3.0
270
0.04
0.24
40.2
1.00
0.5
40.7
D
76.9
1.25
112.1
105.4%
15
8
4.6
4.6
0.04
4.0
3.0
145
0.00
0.03
51.6
1.00
0.1
51.7
D
51.6
D
8
4.6
4.6
0.04
4.0
3.0
65
0.00
0.01
51.6
1.00
0.1
51.7
D

2
74.7
74.7
0.67
4.0
3.0
1241
0.13
0.19
7.1
1.00
0.3
7.5
A
62.1
E
2
74.7
74.7
0.67
4.0
3.0
1055
0.00
0.01
6.3
1.00
0.0
6.3
A
6
71.5
71.5
0.64
4.0
3.0
1188
0.62
0.98
19.6
1.00
21.5
41.1
D
29.4
C
6
71.5
71.5
0.64
4.0
3.0
1010
0.32
0.50
10.8
1.00
1.8
12.6
B
E
12.0
G
Synchro 7 - Report
Page 10

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
370
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
402
0
402
Prot
7
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
217
0
217
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
27
6
Perm
430
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
467
0
467
Prot
3
390
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
424
0
424
540
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
587
61
526
Perm
30
1900
4.0
1.00
1.00
0.95
1770
0.07
136
0.92
33
0
33
pm+pt
5
2
57.0
57.0
0.47
4.0
3.0
96
0.01
0.15
0.34
26.5
1.00
2.1
28.6
C
1640
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1783
0
1783
150
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
163
90
73
Perm
290
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
315
0
315
Prot
1
1520
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1652
0
1652
570
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
620
209
411
Perm
9.0
9.0
0.07
4.0
3.0
254
c0.09
61.2
61.2
0.50
4.0
3.0
1781
0.47
1.24
56.3
1.00
136.9
193.2
F
0.93
28.1
1.00
9.9
38.1
D
53.3
D
11.0
11.0
0.09
4.0
3.0
311
c0.12
21.4
21.4
0.18
4.0
3.0
623
0.06
1.29
55.3
1.00
153.6
208.9
F
0.35
44.0
1.00
0.3
44.3
D
145.6
F
2020 PM - Build
4
21.4
21.4
0.18
4.0
3.0
279
0.00
0.02
41.4
1.00
0.0
41.5
D
85.1
1.20
121.6
99.3%
15
20.6
20.6
0.17
4.0
3.0
582
0.14
31.0
31.0
0.25
4.0
3.0
902
0.12
0.80
48.5
1.00
7.8
56.4
E
0.47
38.3
1.00
0.4
38.7
D
107.6
F
8
31.0
31.0
0.25
4.0
3.0
404
c0.33
1.30
45.3
1.00
152.9
198.2
F

2
54.6
54.6
0.45
4.0
3.0
1589
c0.50
1.12
33.5
1.00
63.9
97.4
F
89.8
F
2
54.6
54.6
0.45
4.0
3.0
711
0.05
0.10
19.4
1.00
0.3
19.6
B
6
6
61.2
61.2
0.50
4.0
3.0
797
0.26
0.52
20.3
1.00
2.4
22.6
C
F
16.0
F
Synchro 7 - Report
Page 11

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 PM - Build
3/29/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
500
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
543
0
543
Prot
7
240
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
261
0
261
210
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
228
125
103
Perm
150
1900
155
1900
4.0
0.95
1.00
0.98
3454
0.72
2549
0.92
168
0
331
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
127
47
Perm
280
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
304
0
304
Prot
5
1775
1900
4.0
0.91
0.99
1.00
5044
1.00
5044
0.92
1929
5
2033
100
1900
2250
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
2446
0
2446
850
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
924
272
652
Perm
11.0
11.0
0.09
4.0
3.0
315
0.09
54.0
54.0
0.45
4.0
3.0
2270
0.40
0.97
54.3
1.00
41.0
95.3
F
0.90
30.4
1.00
6.0
36.4
D
44.1
D
250
1900
4.0
1.00
1.00
0.95
1770
0.07
128
0.92
272
0
272
pm+pt
1
6
73.0
73.0
0.61
4.0
3.0
283
c0.12
0.46
0.96
38.5
1.00
42.7
81.2
F
0.92
163
0
0
Perm
19.0
19.0
0.16
4.0
3.0
544
c0.16
39.0
39.0
0.32
4.0
3.0
605
0.14
1.00
50.5
1.00
37.8
88.3
F
0.43
31.8
1.00
0.5
32.3
C
61.1
E
8
4
39.0
39.0
0.32
4.0
3.0
514
0.07
0.20
29.2
1.00
0.2
29.4
C
8
16.0
16.0
0.13
4.0
3.0
340
c0.13
1.09dl
51.8
1.00
41.4
93.2
F
77.3
E
8
16.0
16.0
0.13
4.0
3.0
211
0.03
0.22
46.4
1.00
0.5
47.0
D
50.6
0.98
120.0
87.7%
15
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Tri-County Pkwy
0.92
109
0
0
6
58.0
58.0
0.48
4.0
3.0
2458
c0.48
1.00
30.9
1.00
17.0
47.9
D
48.1
D
6
58.0
58.0
0.48
4.0
3.0
765
0.41
0.85
27.2
1.00
11.5
38.8
D
D
12.0
E
Synchro 7 - Report
Page 12

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
1900
4.0
1.00
1.00
0.95
1770
0.48
893
0.92
65
0
65
Perm
1400
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1522
0
1522
45
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
49
29
20
Perm
170
1900
4.0
1.00
1.00
0.95
1770
0.14
270
0.92
185
0
185
pm+pt
3
8
35.1
35.1
0.59
4.0
3.0
351
c0.07
0.25
0.53
8.5
1.00
1.4
9.9
A
420
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
457
0
457
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
26
39
Perm
40
1900
330
1900
4.0
0.95
0.97
1.00
3425
0.91
3119
0.92
359
33
461
85
1900
50
1900
45
1900
0.92
92
0
0
0.92
54
0
0
Perm
140
1900
4.0
0.95
0.97
0.99
3401
0.79
2732
0.92
152
34
221
Tri-County Pkwy
2020 AM - Build2
4
4
23.6
23.6
0.40
4.0
3.0
357
0.07
0.18
11.5
1.00
0.2
11.7
B
23.6
23.6
0.40
4.0
3.0
2031
c0.30
0.75
15.2
1.00
1.6
16.8
B
16.4
B
4
23.6
23.6
0.40
4.0
3.0
632
0.01
0.03
10.8
1.00
0.0
10.8
B
15.0
0.65
59.1
69.6%
15
0.92
43
0
0
Perm
8
35.1
35.1
0.59
4.0
3.0
3020
0.09
0.15
5.4
1.00
0.0
5.4
A
6.5
A
2
8
35.1
35.1
0.59
4.0
3.0
940
0.02
0.04
5.0
1.00
0.0
5.0
A

0.92
49
0
0
6
16.0
16.0
0.27
4.0
3.0
844
16.0
16.0
0.27
4.0
3.0
740
c0.15
0.55
18.4
1.00
2.5
21.0
C
21.0
C
0.08
0.30
17.1
1.00
1.0
18.1
B
18.1
B
B
12.0
C
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
WBT
WBR
SBL
SBR
500
1900
4.0
1.00
1.00
0.95
1770
0.23
421
0.92
543
0
543
pm+pt
7
4
39.6
39.6
0.60
4.0
3.0
700
c0.26
c0.21
0.78
11.6
1.00
5.4
17.0
B
290
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
315
0
315
110
1900
4.0
0.95
0.91
1.00
1611
1.00
1611
0.92
120
77
221
420
1900
4.0
0.95
0.85
1.00
1504
1.00
1504
0.92
457
221
58
Perm
135
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
147
0
147
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
47
18
Perm
Tri-County Pkwy
2020 AM - Build2
39.6
39.6
0.60
4.0
3.0
1118
0.17
13.7
13.7
0.21
4.0
3.0
334
0.14
0.28
6.4
1.00
0.1
6.5
A
13.2
B
0.66
24.0
1.00
4.9
28.9
C
25.5
C
18.3
0.61
66.0
59.5%
15
6
8
13.7
13.7
0.21
4.0
3.0
312
0.04
0.19
21.6
1.00
0.3
21.8
C
18.4
18.4
0.28
4.0
3.0
493
c0.08
0.30
18.7
1.00
1.5
20.3
C
19.4
B
6
18.4
18.4
0.28
4.0
3.0
441
0.01
0.04
17.4
1.00
0.2
17.5
B

8.0
B
Synchro 7 - Report
Page 2

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
840
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
913
0
913
Prot
7
1720
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1870
0
1870
45
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
49
30
19
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
54
0
54
Prot
3
410
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
446
0
446
400
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
435
218
217
Perm
50
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
54
0
54
Prot
5
615
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
668
0
668
390
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
424
52
372
Perm
540
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
587
0
587
Prot
1
185
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
201
0
201
190
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
207
122
85
Perm
21.0
21.0
0.17
4.0
3.0
596
c0.17
49.8
49.8
0.41
4.0
3.0
1457
0.06
0.98
49.8
1.00
32.8
82.6
F
0.14
22.2
1.00
0.2
22.4
C
57.9
E
32.9
32.9
0.27
4.0
3.0
933
c0.27
48.0
48.0
0.40
4.0
3.0
2017
c0.37
0.98
43.7
1.00
24.0
67.7
E
0.93
34.8
1.00
8.0
42.8
D
50.5
D
2020 AM - Build2
4
48.0
48.0
0.40
4.0
3.0
628
0.01
0.03
22.3
1.00
0.0
22.3
C
54.5
0.92
121.0
82.8%
15
3.2
3.2
0.03
4.0
3.0
91
0.02
18.3
18.3
0.15
4.0
3.0
769
0.09
0.59
58.3
1.00
10.0
68.2
E
0.58
47.8
1.00
1.1
48.8
D
66.6
E
8
18.3
18.3
0.15
4.0
3.0
239
0.14
0.91
50.5
1.00
34.1
84.6
F

4.0
4.0
0.03
4.0
3.0
113
0.02
32.8
32.8
0.27
4.0
3.0
959
0.19
0.48
57.5
1.00
3.2
60.6
E
0.70
39.6
1.00
4.2
43.8
D
51.4
D
2
32.8
32.8
0.27
4.0
3.0
429
c0.23
0.87
42.0
1.00
20.3
62.3
E
6
6
49.8
49.8
0.41
4.0
3.0
652
0.05
0.13
22.1
1.00
0.4
22.6
C
D
12.0
E
Synchro 7 - Report
Page 3

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
80
1900
330
1900
4.0
1.00
1.00
0.99
1845
0.83
1537
0.92
359
0
446
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
32
22
Perm
155
1900
165
1900
4.0
1.00
1.00
0.98
1819
0.45
829
0.92
179
0
347
130
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
141
83
58
Perm
80
1900
4.0
1.00
1.00
0.95
1770
0.55
1033
0.92
87
0
87
pm+pt
5
2
25.1
25.1
0.34
4.0
3.0
391
0.01
0.06
0.22
16.7
1.00
0.3
17.0
B
480
1900
4.0
0.95
0.94
1.00
3321
1.00
3321
0.92
522
149
737
335
1900
240
1900
4.0
1.00
1.00
0.95
1770
0.16
295
0.92
261
0
261
pm+pt
1
6
35.1
35.1
0.48
4.0
3.0
338
c0.10
c0.27
0.77
14.7
1.00
10.5
25.2
C
300
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
326
0
326
85
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
92
58
34
Perm
0.92
87
0
0
Perm
2020 AM - Build2
0.92
168
0
0
Perm
4
4
30.3
30.3
0.41
4.0
3.0
634
0.29
0.70
17.8
1.00
3.5
21.4
C
20.5
C
8
4
30.3
30.3
0.41
4.0
3.0
653
0.01
0.03
12.8
1.00
0.0
12.9
B
29.8
0.87
73.4
89.7%
15
8
30.3
30.3
0.41
4.0
3.0
342
c0.42
1.01
21.6
1.00
52.4
74.0
E
56.4
E
8
30.3
30.3
0.41
4.0
3.0
653
0.04
0.09
13.1
1.00
0.1
13.2
B
0.92
364
0
0
2
21.3
21.3
0.29
4.0
3.0
964
0.22
0.76
23.8
1.00
5.7
29.5
C
28.4
C

8.0
E
6
27.3
27.3
0.37
4.0
3.0
1316
0.09
0.25
15.9
1.00
0.4
16.4
B
19.6
B
6
27.3
27.3
0.37
4.0
3.0
589
0.02
0.06
14.8
1.00
0.2
15.0
B
Synchro 7 - Report
Page 4

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
445
1900
4.0
1.00
1.00
0.95
1770
0.38
703
0.92
484
0
484
pm+pt
7
4
34.6
34.6
0.54
4.0
3.0
697
c0.21
c0.17
0.69
9.7
1.00
3.0
12.7
B
350
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
380
0
380
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
20
23
Perm
60
1900
4.0
1.00
1.00
0.95
1770
0.54
999
0.92
65
0
65
Perm
180
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
196
0
196
135
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
147
120
27
Perm
30
1900
4.0
1.00
1.00
0.95
1770
0.53
986
0.92
33
0
33
Perm
130
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
141
0
141
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
15
7
Perm
125
1900
4.0
1.00
1.00
0.95
1770
0.67
1243
0.92
136
0
136
Perm
225
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
245
0
245
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
196
97
Perm
4
34.6
34.6
0.54
4.0
3.0
858
8
11.7
11.7
0.18
4.0
3.0
183
8
11.7
11.7
0.18
4.0
3.0
290
2
21.2
21.2
0.33
4.0
3.0
328
2
21.2
21.2
0.33
4.0
3.0
526
6
21.2
21.2
0.33
4.0
3.0
413
0.01
0.03
6.8
1.00
0.0
6.8
A
0.07
0.36
22.8
1.00
1.2
23.9
C
0.02
0.09
21.6
1.00
0.1
21.8
C
0.03
0.10
14.7
1.00
0.6
15.3
B
0.00
0.01
14.3
1.00
0.0
14.3
B
0.11
0.33
16.0
1.00
2.1
18.1
B
Tri-County Pkwy
2020 AM - Build2
4
34.6
34.6
0.54
4.0
3.0
1010
0.20
0.38
8.4
1.00
0.2
8.6
A
10.7
B
15.7
0.57
63.8
62.6%
15
11.7
11.7
0.18
4.0
3.0
342
0.11
0.57
23.8
1.00
2.3
26.1
C
24.2
C
2
21.2
21.2
0.33
4.0
3.0
619
0.08
0.23
15.4
1.00
0.9
16.2
B
15.9
B

8.0
B
21.2
21.2
0.33
4.0
3.0
619
c0.13
0.40
16.4
1.00
1.9
18.3
B
17.2
B
6
21.2
21.2
0.33
4.0
3.0
526
0.06
0.19
15.2
1.00
0.8
15.9
B
Synchro 7 - Report
Page 5

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
55
1900
4.0
1.00
1.00
0.95
1770
0.71
1325
0.92
60
0
60
Perm
90
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
98
0
98
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
73
9
Perm
220
1900
4.0
1.00
1.00
0.95
1770
0.45
846
0.92
239
0
239
pm+pt
3
8
18.7
18.7
0.28
4.0
3.0
334
c0.08
c0.12
0.72
20.5
1.00
7.1
27.7
C
15
1900
4.0
1.00
0.88
1.00
1647
1.00
1647
0.92
16
39
31
50
1900
35
1900
4.0
1.00
1.00
0.95
1770
0.52
960
0.92
38
0
38
Perm
620
1900
4.0
0.95
0.96
1.00
3387
1.00
3387
0.92
674
52
894
250
1900
160
1900
4.0
1.00
1.00
0.95
1770
0.17
307
0.92
174
0
174
pm+pt
1
6
40.4
40.4
0.60
4.0
3.0
357
c0.06
0.24
0.49
8.2
1.00
1.0
9.3
A
360
1900
4.0
0.95
1.00
1.00
3525
1.00
3525
0.92
391
2
400
10
1900
Tri-County Pkwy
2020 AM - Build2
4
4
7.6
7.6
0.11
4.0
3.0
150
0.05
0.40
27.6
1.00
1.7
29.4
C
7.6
7.6
0.11
4.0
3.0
211
0.05
0.46
27.8
1.00
1.6
29.5
C
28.5
C
4
7.6
7.6
0.11
4.0
3.0
179
0.01
0.05
26.5
1.00
0.1
26.7
C
16.8
0.63
67.1
62.9%
15
0.92
54
0
0
8
18.7
18.7
0.28
4.0
3.0
459
0.02
0.07
17.8
1.00
0.1
17.9
B
25.4
C

0.92
272
0
0
2
2
28.5
28.5
0.42
4.0
3.0
408
0.04
0.09
11.6
1.00
0.5
12.0
B
28.5
28.5
0.42
4.0
3.0
1439
c0.26
0.62
15.1
1.00
2.0
17.1
B
16.9
B
0.92
11
0
0
6
40.4
40.4
0.60
4.0
3.0
2122
0.11
0.19
6.0
1.00
0.2
6.2
A
7.1
A
B
12.0
B
Synchro 7 - Report
Page 6

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
100
1900
4.0
1.00
1.00
0.95
1770
0.48
899
0.92
109
0
109
pm+pt
7
4
22.4
22.4
0.22
4.0
3.0
272
c0.03
0.05
0.40
32.9
1.00
1.0
33.9
C
100
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
109
0
109
185
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
201
172
29
Perm
55
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
60
0
60
Prot
3
105
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
114
0
114
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
79
8
Perm
130
1900
4.0
1.00
1.00
0.95
1770
0.18
341
0.92
141
0
141
pm+pt
5
2
71.0
71.0
0.70
4.0
3.0
353
c0.03
0.25
0.40
7.6
1.00
0.7
8.3
A
790
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
859
0
859
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
54
16
38
Perm
90
1900
4.0
1.00
1.00
0.95
1770
0.33
614
0.92
98
0
98
Perm
990
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1076
0
1076
95
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
103
43
60
Perm
2
71.0
71.0
0.70
4.0
3.0
1108
6
58.9
58.9
0.58
4.0
3.0
357
0.02
0.03
4.7
1.00
0.1
4.7
A
0.16
0.27
10.6
1.00
1.9
12.5
B
Tri-County Pkwy
2020 AM - Build2
4
14.4
14.4
0.14
4.0
3.0
265
c0.06
0.41
39.6
1.00
1.0
40.7
D
37.7
D
4
14.4
14.4
0.14
4.0
3.0
225
0.02
0.13
38.0
1.00
0.3
38.3
D
17.0
0.48
101.4
56.8%
15
4.0
4.0
0.04
4.0
3.0
135
0.02
9.8
9.8
0.10
4.0
3.0
342
0.03
0.44
47.6
1.00
2.3
49.9
D
0.33
42.8
1.00
0.6
43.3
D
44.3
D
8
9.8
9.8
0.10
4.0
3.0
153
0.01
0.05
41.6
1.00
0.2
41.7
D

2
71.0
71.0
0.70
4.0
3.0
2478
0.24
0.35
6.0
1.00
0.4
6.4
A
6.6
A
6
58.9
58.9
0.58
4.0
3.0
2056
c0.30
0.52
12.8
1.00
1.0
13.8
B
13.3
B
6
58.9
58.9
0.58
4.0
3.0
920
0.04
0.07
9.3
1.00
0.1
9.4
A
B
12.0
B
Synchro 7 - Report
Page 7

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
120
1900
4.0
1.00
1.00
0.95
1770
0.43
793
0.92
130
0
130
pm+pt
7
4
23.9
23.9
0.33
4.0
3.0
342
c0.03
0.09
0.38
17.8
1.00
0.7
18.5
B
450
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
489
0
489
180
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
196
148
48
Perm
40
1900
4.0
1.00
1.00
0.95
1770
0.43
799
0.92
43
0
43
pm+pt
3
8
16.3
16.3
0.22
4.0
3.0
209
0.01
0.04
0.21
22.4
1.00
0.5
22.9
C
250
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
272
0
272
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
61
15
Perm
70
1900
4.0
1.00
1.00
0.95
1770
0.66
1227
0.92
76
0
76
pm+pt
5
2
30.6
30.6
0.42
4.0
3.0
555
0.01
0.05
0.14
12.7
1.00
0.1
12.8
B
60
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
65
0
65
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
56
31
Perm
230
1900
4.0
1.00
1.00
0.95
1770
0.62
1147
0.92
250
0
250
pm+pt
1
6
40.5
40.5
0.56
4.0
3.0
734
c0.05
c0.14
0.34
8.4
1.00
0.3
8.7
A
135
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
147
0
147
175
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
190
108
82
Perm
Tri-County Pkwy
2020 AM - Build2
4
17.9
17.9
0.25
4.0
3.0
873
c0.14
0.56
23.9
1.00
0.8
24.7
C
22.9
C
4
17.9
17.9
0.25
4.0
3.0
390
0.03
0.12
21.3
1.00
0.1
21.4
C
18.9
0.42
72.6
45.2%
15
8
14.1
14.1
0.19
4.0
3.0
687
0.08
0.40
25.5
1.00
0.4
25.9
C
25.2
C
8
14.1
14.1
0.19
4.0
3.0
307
0.01
0.05
23.8
1.00
0.1
23.9
C

2
25.5
25.5
0.35
4.0
3.0
1243
0.02
0.05
15.6
1.00
0.1
15.6
B
14.7
B
2
25.5
25.5
0.35
4.0
3.0
556
0.02
0.05
15.6
1.00
0.2
15.8
B
6
31.4
31.4
0.43
4.0
3.0
1531
0.04
0.10
12.2
1.00
0.1
12.3
B
10.9
B
6
31.4
31.4
0.43
4.0
3.0
685
0.05
0.12
12.3
1.00
0.4
12.7
B
B
12.0
A
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
590
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
641
0
641
Prot
7
0
1900
465
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
505
293
212
custom
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Perm
180
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
196
0
196
175
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
190
79
111
Perm
115
1900
4.0
1.00
1.00
0.95
1770
0.62
1147
0.92
125
0
125
Perm
690
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
750
0
750
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
217
0
217
205
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
223
112
111
Perm
4
39.3
39.3
0.42
4.0
3.0
663
8
12.4
12.4
0.13
4.0
3.0
234
8
12.4
12.4
0.13
4.0
3.0
209
2
46.5
46.5
0.50
4.0
3.0
569
0.13
0.32
18.3
1.00
0.3
18.6
B
0.01
0.05
35.5
1.00
0.1
35.6
D
c0.07
0.53
38.0
1.00
2.6
40.6
D
0.11
0.22
13.4
1.00
0.9
14.3
B
0.92
0
0
0
22.9
22.9
0.24
4.0
3.0
838
c0.19
2020 AM - Build2
0.76
32.9
1.00
4.2
37.1
D
29.0
C
23.9
0.54
93.8
56.7%
15
12.4
12.4
0.13
4.0
3.0
468
0.06
0.42
37.4
1.00
0.6
38.0
D
39.2
D

46.5
46.5
0.50
4.0
3.0
1754
c0.21
46.5
46.5
0.50
4.0
3.0
1754
0.06
0.43
15.1
1.00
0.8
15.9
B
15.7
B
0.12
12.7
1.00
0.1
12.8
B
13.0
B
6
46.5
46.5
0.50
4.0
3.0
785
0.07
0.14
12.8
1.00
0.4
13.2
B
C
12.0
B
Synchro 7 - Report
Page 9

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
570
1900
4.0
1.00
1.00
0.95
1770
0.45
847
0.92
620
0
620
pm+pt
7
4
21.8
21.8
0.20
4.0
3.0
279
c0.26
c0.18
2.22
42.4
1.00
561.5
603.9
F
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
100
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
109
92
17
Perm
5
1900
4.0
1.00
1.00
0.95
1770
0.83
1552
0.92
5
0
5
pm+pt
3
8
5.6
5.6
0.05
4.0
3.0
81
0.00
0.00
0.06
49.2
1.00
0.3
49.6
D
0
1900
25
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
27
26
1
Perm
330
1900
4.0
1.00
1.00
0.95
1770
0.54
1003
0.92
359
0
359
pm+pt
5
2
79.3
79.3
0.73
4.0
3.0
811
c0.05
0.27
0.44
5.5
1.00
0.4
5.9
A
1590
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1728
0
1728
30
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
33
5
28
Perm
55
1900
4.0
1.00
1.00
0.95
1770
0.06
117
0.92
60
0
60
pm+pt
1
6
66.8
66.8
0.61
4.0
3.0
119
0.01
0.30
0.50
25.4
1.00
3.3
28.7
C
230
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
250
0
250
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
72
102
Perm
Tri-County Pkwy
2020 AM - Build2
4
17.0
17.0
0.16
4.0
3.0
551
0.00
0.01
38.9
1.00
0.0
38.9
D
516.2
F
4
17.0
17.0
0.16
4.0
3.0
247
0.01
0.07
39.3
1.00
0.1
39.4
D
0.92
0
0
0
8
8
4.8
4.8
0.04
4.0
3.0
70
0.00
0.02
49.9
1.00
0.1
50.0
D
49.9
D
220.1
1.54
109.1
135.3%
15

2
72.2
72.2
0.66
4.0
3.0
1233
c0.93
1.40
18.4
1.00
185.6
204.1
F
167.4
F
2
72.2
72.2
0.66
4.0
3.0
1048
0.02
0.03
6.4
1.00
0.0
6.4
A
6
63.7
63.7
0.58
4.0
3.0
1088
0.13
0.23
10.9
1.00
0.5
11.4
B
13.2
B
6
63.7
63.7
0.58
4.0
3.0
924
0.06
0.11
10.1
1.00
0.2
10.3
B
F
12.0
H
Synchro 7 - Report
Page 10

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
530
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
576
0
576
Prot
7
510
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
554
0
554
15
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
16
13
3
Perm
205
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
223
0
223
Prot
3
170
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
185
0
185
240
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
261
137
124
Perm
45
1900
4.0
1.00
1.00
0.95
1770
0.07
133
0.92
49
0
49
pm+pt
5
2
59.1
59.1
0.50
4.0
3.0
110
0.01
0.21
0.45
21.8
1.00
2.9
24.7
C
1580
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1717
0
1717
410
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
446
137
309
Perm
360
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
391
0
391
Prot
1
1595
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1734
0
1734
470
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
511
219
292
Perm
15.0
15.0
0.13
4.0
3.0
434
c0.11
67.7
67.7
0.57
4.0
3.0
2020
0.49
0.90
51.1
1.00
21.4
72.5
E
0.86
21.4
1.00
5.0
26.4
C
30.9
C
18.0
18.0
0.15
4.0
3.0
521
c0.17
22.7
22.7
0.19
4.0
3.0
677
c0.16
1.11
50.3
1.00
71.5
121.8
F
0.82
46.0
1.00
7.6
53.6
D
87.7
F
2020 AM - Build2
4
22.7
22.7
0.19
4.0
3.0
303
0.00
0.01
38.8
1.00
0.0
38.9
D
51.1
0.98
118.6
87.2%
15
9.0
9.0
0.08
4.0
3.0
261
0.06
13.7
13.7
0.12
4.0
3.0
409
0.05
0.85
54.2
1.00
22.8
77.0
E
0.45
48.9
1.00
0.8
49.7
D
62.8
E
8
13.7
13.7
0.12
4.0
3.0
183
0.08
0.68
50.3
1.00
9.5
59.9
E

2
55.9
55.9
0.47
4.0
3.0
1668
c0.49
1.03
31.3
1.00
29.9
61.3
E
52.6
D
2
55.9
55.9
0.47
4.0
3.0
746
0.20
0.41
20.6
1.00
1.7
22.3
C
6
6
67.7
67.7
0.57
4.0
3.0
904
0.18
0.32
13.4
1.00
0.9
14.3
B
D
12.0
E
Synchro 7 - Report
Page 11

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
820
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
891
0
891
Prot
7
410
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
446
0
446
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
44
32
Perm
85
1900
100
1900
4.0
0.95
1.00
0.98
3460
0.67
2372
0.92
109
0
201
270
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
293
69
224
Perm
70
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
76
0
76
Prot
5
1795
1900
4.0
0.91
1.00
1.00
5071
1.00
5071
0.92
1951
2
1987
35
1900
1150
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1250
0
1250
365
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
397
222
175
Perm
4.8
4.8
0.04
4.0
3.0
137
0.02
48.8
48.8
0.41
4.0
3.0
2059
c0.39
0.55
56.7
1.00
4.8
61.4
E
0.97
34.9
1.00
13.2
48.0
D
48.5
D
160
1900
4.0
1.00
1.00
0.95
1770
0.08
141
0.92
174
0
174
pm+pt
1
6
61.8
61.8
0.51
4.0
3.0
194
c0.07
0.39
0.90
32.0
1.00
37.0
69.0
E
0.92
92
0
0
Perm
28.0
28.0
0.23
4.0
3.0
800
c0.26
50.4
50.4
0.42
4.0
3.0
781
0.24
1.11
46.1
1.00
67.8
113.9
F
0.57
26.6
1.00
1.0
27.7
C
81.7
F
2020 AM - Build2
8
4
50.4
50.4
0.42
4.0
3.0
664
0.02
0.05
20.7
1.00
0.0
20.7
C
52.5
0.99
120.2
86.3%
15
8
18.4
18.4
0.15
4.0
3.0
363
0.08
0.55
47.1
1.00
1.8
48.9
D
71.9
E
8
18.4
18.4
0.15
4.0
3.0
242
c0.14
0.92
50.2
1.00
37.5
87.7
F

0.92
38
0
0
6
53.0
53.0
0.44
4.0
3.0
2242
0.25
0.56
24.9
1.00
1.0
25.9
C
29.2
C
6
53.0
53.0
0.44
4.0
3.0
698
0.11
0.25
21.1
1.00
0.9
22.0
C
D
16.0
E
Synchro 7 - Report
Page 12

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
65
1900
4.0
1.00
1.00
0.95
1770
0.16
292
0.92
71
0
71
Perm
570
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
620
0
620
25
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
27
18
9
Perm
680
1900
4.0
1.00
1.00
0.95
1770
0.31
573
0.92
739
0
739
pm+pt
3
8
49.7
49.7
0.66
4.0
3.0
703
c0.28
c0.41
1.05
12.4
1.00
48.2
60.6
E
1610
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1750
0
1750
75
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
82
28
54
Perm
65
1900
140
1900
4.0
0.95
0.98
0.99
3423
0.73
2524
0.92
152
14
242
30
1900
20
1900
95
1900
0.92
33
0
0
0.92
22
0
0
Perm
240
1900
4.0
0.95
0.96
1.00
3388
0.93
3151
0.92
261
27
359
Tri-County Pkwy
2020 PM - Build2
4
4
25.5
25.5
0.34
4.0
3.0
99
0.24
0.72
21.6
1.00
21.8
43.4
D
25.5
25.5
0.34
4.0
3.0
1731
0.12
0.36
18.6
1.00
0.1
18.7
B
21.0
C
4
25.5
25.5
0.34
4.0
3.0
539
0.01
0.02
16.4
1.00
0.0
16.4
B
22.7
0.89
74.9
79.0%
15
0.92
71
0
0
Perm
8
49.7
49.7
0.66
4.0
3.0
3374
0.34
0.52
6.5
1.00
0.1
6.6
A
22.1
C
2
8
49.7
49.7
0.66
4.0
3.0
1050
0.03
0.05
4.4
1.00
0.0
4.4
A
0.92
103
0
0
6
17.2
17.2
0.23
4.0
3.0
580
17.2
17.2
0.23
4.0
3.0
724
0.10
0.42
24.6
1.00
2.2
26.8
C
26.8
C
c0.11
0.50
25.1
1.00
2.4
27.5
C
27.5
C

8.0
D
Synchro 7 - Report
Page 1

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
WBT
WBR
SBL
SBR
65
1900
4.0
1.00
1.00
0.95
1770
0.20
380
0.92
71
0
71
pm+pt
7
4
24.2
24.2
0.33
4.0
3.0
212
c0.02
0.09
0.33
18.7
1.00
0.9
19.6
B
120
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
130
0
130
330
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
359
0
359
295
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
321
253
68
Perm
340
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
370
0
370
525
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
571
168
403
Perm
Tri-County Pkwy
2020 PM - Build2
24.2
24.2
0.33
4.0
3.0
614
0.07
15.6
15.6
0.21
4.0
3.0
396
c0.19
0.21
17.7
1.00
0.2
17.9
B
18.5
B
0.91
28.2
1.00
23.7
51.9
D
38.8
D
22.0
0.56
73.4
56.5%
15
6
8
15.6
15.6
0.21
4.0
3.0
336
0.04
0.20
23.8
1.00
0.3
24.1
C
41.2
41.2
0.56
4.0
3.0
994
0.21
0.37
8.9
1.00
1.1
10.0
A
10.7
B
6
41.2
41.2
0.56
4.0
3.0
889
c0.25
0.45
9.5
1.00
1.7
11.1
B

C
12.0
B
Synchro 7 - Report
Page 2

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
180
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
196
0
196
Prot
7
875
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
951
0
951
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
57
19
Perm
450
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
489
0
489
Prot
3
925
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
1005
0
1005
710
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
772
215
557
Perm
130
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
141
0
141
Prot
5
490
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
533
0
533
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
98
67
31
Perm
310
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
337
0
337
Prot
1
730
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
793
0
793
680
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
739
101
638
Perm
16.2
16.2
0.13
4.0
3.0
463
c0.10
48.0
48.0
0.40
4.0
3.0
1416
0.22
0.73
49.8
1.00
5.6
55.4
E
0.56
27.8
1.00
1.6
29.4
C
51.7
D
7.0
7.0
0.06
4.0
3.0
200
0.06
30.5
30.5
0.25
4.0
3.0
1292
0.19
0.98
56.4
1.00
57.1
113.6
F
0.74
41.1
1.00
2.2
43.3
D
54.0
D
2020 PM - Build2
4
30.5
30.5
0.25
4.0
3.0
402
0.01
0.05
33.8
1.00
0.0
33.8
C
51.0
1.00
120.0
73.7%
15
19.5
19.5
0.16
4.0
3.0
558
c0.14
43.0
43.0
0.36
4.0
3.0
1822
0.20
0.88
49.1
1.00
14.4
63.5
E
0.55
30.8
1.00
0.4
31.2
C
51.8
D
8
43.0
43.0
0.36
4.0
3.0
567
c0.35
0.98
38.1
1.00
33.1
71.2
E

6.0
6.0
0.05
4.0
3.0
172
0.04
37.8
37.8
0.31
4.0
3.0
1115
0.15
0.82
56.5
1.00
25.3
81.7
F
0.48
33.1
1.00
1.5
34.6
C
42.5
D
2
37.8
37.8
0.31
4.0
3.0
499
0.02
0.06
28.7
1.00
0.2
29.0
C
6
6
48.0
48.0
0.40
4.0
3.0
633
c0.40
1.01
36.0
1.00
37.8
73.8
E
D
16.0
D
Synchro 7 - Report
Page 3

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
170
1900
4.0
1.00
1.00
0.99
1845
0.85
1587
0.92
185
0
228
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
10
12
Perm
280
1900
290
1900
4.0
1.00
1.00
0.98
1818
0.72
1336
0.92
315
0
619
280
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
304
142
162
Perm
65
1900
4.0
1.00
1.00
0.95
1770
0.46
857
0.92
71
0
71
Perm
210
1900
4.0
0.95
0.95
1.00
3356
1.00
3356
0.92
228
78
270
110
1900
170
1900
4.0
1.00
1.00
0.95
1770
0.52
966
0.92
185
0
185
Perm
385
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
418
0
418
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
56
31
Perm
8
37.1
37.1
0.53
4.0
3.0
844
2
24.5
24.5
0.35
4.0
3.0
302
0.10
0.19
8.5
1.00
0.1
8.6
A
0.08
0.24
15.9
1.00
1.8
17.8
B
0.92
43
0
0
Perm
2020 PM - Build2
0.92
304
0
0
Perm
4
4
37.1
37.1
0.53
4.0
3.0
846
0.14
0.27
8.9
1.00
0.2
9.0
A
8.9
A
8
4
37.1
37.1
0.53
4.0
3.0
844
0.01
0.01
7.6
1.00
0.0
7.7
A
17.7
0.74
69.6
74.0%
15
8
37.1
37.1
0.53
4.0
3.0
712
c0.46
0.87
14.1
1.00
11.0
25.1
C
19.7
B
0.92
120
0
0
6
6
24.5
24.5
0.35
4.0
3.0
340
24.5
24.5
0.35
4.0
3.0
1181
0.08
c0.19
0.54
18.1
1.00
6.1
24.2
C
0.23
15.9
1.00
0.5
16.3
B
16.6
B

8.0
D
24.5
24.5
0.35
4.0
3.0
1246
0.12
0.34
16.6
1.00
0.7
17.3
B
18.9
B
6
24.5
24.5
0.35
4.0
3.0
557
0.02
0.05
14.9
1.00
0.2
15.1
B
Synchro 7 - Report
Page 4

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
200
1900
4.0
1.00
1.00
0.95
1770
0.23
424
0.92
217
0
217
pm+pt
7
4
31.6
31.6
0.48
4.0
3.0
384
c0.08
0.20
0.57
11.7
1.00
1.9
13.6
B
165
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
179
0
179
0
1900
20
1900
4.0
1.00
1.00
0.95
1770
0.64
1200
0.92
22
0
22
Perm
360
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
391
0
391
210
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
228
163
65
Perm
20
1900
4.0
1.00
1.00
0.95
1770
0.72
1345
0.92
22
0
22
Perm
70
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
76
0
76
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
7
4
Perm
225
1900
4.0
1.00
1.00
0.95
1770
0.71
1318
0.92
245
0
245
Perm
50
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
54
0
54
355
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
386
233
153
Perm
8
18.8
18.8
0.29
4.0
3.0
453
2
26.1
26.1
0.40
4.0
3.0
534
2
26.1
26.1
0.40
4.0
3.0
629
6
26.1
26.1
0.40
4.0
3.0
524
0.04
0.14
17.5
1.00
0.1
17.6
B
0.02
0.04
12.1
1.00
0.1
12.3
B
0.00
0.01
12.0
1.00
0.0
12.0
B
c0.19
0.47
14.7
1.00
3.0
17.6
B
Tri-County Pkwy
2020 PM - Build2
0.92
0
0
0
Perm
8
4
31.6
31.6
0.48
4.0
3.0
896
0.10
8
18.8
18.8
0.29
4.0
3.0
343
0.02
0.06
17.1
1.00
0.1
17.1
B
0.20
9.8
1.00
0.1
9.9
A
12.0
B
17.1
0.58
65.7
59.2%
15
18.8
18.8
0.29
4.0
3.0
533
c0.21
0.73
21.2
1.00
5.2
26.4
C
22.9
C

26.1
26.1
0.40
4.0
3.0
740
0.04
0.10
12.4
1.00
0.3
12.7
B
12.6
B
6
26.1
26.1
0.40
4.0
3.0
740
0.03
0.07
12.3
1.00
0.2
12.5
B
15.3
B
6
26.1
26.1
0.40
4.0
3.0
629
0.10
0.24
13.2
1.00
0.9
14.1
B
B
12.0
B
Synchro 7 - Report
Page 5

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.71
1331
0.92
22
0
22
Perm
20
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
22
0
22
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
59
6
Perm
270
1900
4.0
1.00
1.00
0.95
1770
0.43
807
0.92
293
0
293
pm+pt
3
8
20.3
20.3
0.31
4.0
3.0
413
c0.12
c0.11
0.71
18.4
1.00
5.5
23.9
C
125
1900
4.0
1.00
0.93
1.00
1735
1.00
1735
0.92
136
47
203
105
1900
85
1900
4.0
1.00
1.00
0.95
1770
0.34
641
0.92
92
0
92
Perm
430
1900
4.0
0.95
0.95
1.00
3365
1.00
3365
0.92
467
72
623
210
1900
170
1900
4.0
1.00
1.00
0.95
1770
0.25
466
0.92
185
0
185
pm+pt
1
6
36.3
36.3
0.56
4.0
3.0
415
0.05
c0.20
0.45
8.0
1.00
0.8
8.8
A
670
1900
4.0
0.95
0.98
1.00
3483
1.00
3483
0.92
728
10
805
80
1900
Tri-County Pkwy
2020 PM - Build2
4
4
5.6
5.6
0.09
4.0
3.0
115
0.02
0.19
27.4
1.00
0.8
28.2
C
5.6
5.6
0.09
4.0
3.0
161
0.01
0.14
27.3
1.00
0.4
27.7
C
27.5
C
4
5.6
5.6
0.09
4.0
3.0
137
0.00
0.04
27.0
1.00
0.1
27.2
C
14.9
0.52
64.6
59.7%
15
0.92
114
0
0
8
20.3
20.3
0.31
4.0
3.0
545
0.12
0.37
17.2
1.00
0.4
17.6
B
21.0
C
0.92
228
0
0
2
2
24.7
24.7
0.38
4.0
3.0
245
0.14
0.38
14.4
1.00
4.4
18.7
B
24.7
24.7
0.38
4.0
3.0
1287
0.19
0.48
15.1
1.00
1.3
16.4
B
16.7
B

8.0
B
0.92
87
0
0
6
36.3
36.3
0.56
4.0
3.0
1957
c0.23
0.41
8.1
1.00
0.6
8.7
A
8.7
A
Synchro 7 - Report
Page 6

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
4.0
1.00
1.00
0.95
1770
0.57
1054
0.92
120
0
120
pm+pt
7
4
19.5
19.5
0.18
4.0
3.0
215
c0.02
0.08
0.56
40.2
1.00
3.1
43.3
D
170
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
185
0
185
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
149
25
Perm
60
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
65
0
65
Prot
3
160
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
174
0
174
135
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
147
121
26
Perm
210
1900
4.0
1.00
1.00
0.95
1770
0.22
411
0.92
228
0
228
pm+pt
5
2
78.1
78.1
0.72
4.0
3.0
382
c0.04
c0.39
0.60
7.3
1.00
2.5
9.8
A
1050
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1141
0
1141
60
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
65
18
47
Perm
155
1900
4.0
1.00
1.00
0.95
1770
0.25
461
0.92
168
0
168
Perm
910
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
989
0
989
120
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
130
50
80
Perm
2
78.1
78.1
0.72
4.0
3.0
1136
6
67.1
67.1
0.62
4.0
3.0
284
0.03
0.04
4.5
1.00
0.1
4.5
A
0.36
0.59
12.6
1.00
8.8
21.3
C
Tri-County Pkwy
2020 PM - Build2
4
15.5
15.5
0.14
4.0
3.0
265
c0.10
0.70
44.4
1.00
7.8
52.2
D
45.9
D
4
15.5
15.5
0.14
4.0
3.0
226
0.02
0.11
40.6
1.00
0.2
40.9
D
18.6
0.58
108.8
63.2%
15
3.2
3.2
0.03
4.0
3.0
101
0.02
14.7
14.7
0.14
4.0
3.0
478
0.05
0.64
52.2
1.00
13.2
65.4
E
0.36
42.8
1.00
0.5
43.3
D
46.4
D
8
14.7
14.7
0.14
4.0
3.0
214
0.02
0.12
41.4
1.00
0.3
41.6
D
2
78.1
78.1
0.72
4.0
3.0
2540
0.32
0.45
6.4
1.00
0.6
7.0
A
7.3
A

8.0
B
67.1
67.1
0.62
4.0
3.0
2183
0.28
0.45
11.1
1.00
0.7
11.8
B
12.7
B
6
67.1
67.1
0.62
4.0
3.0
976
0.05
0.08
8.4
1.00
0.2
8.6
A
Synchro 7 - Report
Page 7

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
80
1900
4.0
1.00
1.00
0.95
1770
0.09
171
0.92
87
0
87
pm+pt
7
4
46.8
46.8
0.59
4.0
3.0
164
c0.02
0.29
0.53
11.9
1.00
3.3
15.2
B
400
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
435
0
435
175
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
190
77
113
Perm
280
1900
950
1900
4.0
0.95
1.00
0.99
3499
0.74
2614
0.92
1033
0
1337
260
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
283
140
143
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.65
1208
0.92
152
0
152
pm+pt
5
2
20.0
20.0
0.25
4.0
3.0
335
c0.02
c0.09
0.45
24.1
1.00
1.0
25.1
C
95
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
103
0
103
70
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
76
61
15
Perm
140
1900
4.0
1.00
1.00
0.95
1770
0.69
1280
0.92
152
0
152
pm+pt
1
6
20.0
20.0
0.25
4.0
3.0
350
0.02
0.09
0.43
24.1
1.00
0.9
24.9
C
150
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
163
0
163
130
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
141
92
49
Perm
Tri-County Pkwy
2020 PM - Build2
4
46.8
46.8
0.59
4.0
3.0
2102
0.12
0.21
7.4
1.00
0.0
7.5
A
8.3
A
4
46.8
46.8
0.59
4.0
3.0
940
0.07
0.12
7.0
1.00
0.1
7.1
A
30.1
0.81
78.8
70.7%
15
0.92
304
0
0
pm+pt
3
8
8
39.7
39.7
0.50
4.0
3.0
1317
c0.51
1.02
19.5
1.00
28.6
48.2
D
41.7
D
8
39.7
39.7
0.50
4.0
3.0
798
0.09
0.18
10.7
1.00
0.1
10.8
B

2
16.0
16.0
0.20
4.0
3.0
719
0.03
0.14
25.8
1.00
0.4
26.2
C
25.5
C
2
16.0
16.0
0.20
4.0
3.0
321
0.01
0.05
25.3
1.00
0.3
25.6
C
6
16.0
16.0
0.20
4.0
3.0
719
0.05
0.23
26.2
1.00
0.7
27.0
C
26.2
C
6
16.0
16.0
0.20
4.0
3.0
321
0.03
0.15
25.8
1.00
1.0
26.8
C
C
16.0
C
Synchro 7 - Report
Page 8

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
535
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
582
0
582
Prot
7
290
1900
4.0
1.00
1.00
1.00
0
1.00
0
0.92
315
0
315
260
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
283
160
123
Perm
130
1900
4.0
1.00
1.00
0.95
1770
0.57
1060
0.92
141
0
141
Perm
500
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
543
0
543
265
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
288
250
38
Perm
310
1900
4.0
1.00
1.00
0.95
1770
0.33
619
0.92
337
0
337
Perm
280
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
304
0
304
0
1900
0
1900
0.92
0
0
0
0.92
0
0
0
670
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
728
0
728
650
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
707
222
485
Perm
4
38.0
38.0
0.32
4.0
3.0
501
8
16.0
16.0
0.13
4.0
3.0
141
8
16.0
16.0
0.13
4.0
3.0
211
2
74.0
74.0
0.62
4.0
3.0
382
0.08
0.25
30.4
1.00
0.3
30.6
C
0.13
1.00
52.0
1.00
75.8
127.8
F
0.02
0.18
46.2
1.00
0.4
46.6
D
c0.54
0.88
19.3
1.00
24.2
43.6
D
18.0
18.0
0.15
4.0
3.0
515
c0.17
4
38.0
38.0
0.32
4.0
3.0
0
1.13 no cap
51.0
Error
1.00
80.6
Error
131.6
Error
F
F
Error
F
2020 PM - Build2
Error
0.96
120.0
Err%
15
16.0
16.0
0.13
4.0
3.0
472
c0.15
1.15
52.0
1.00
89.7
141.7
F
111.5
F

74.0
74.0
0.62
4.0
3.0
2182
0.09
74.0
74.0
0.62
4.0
3.0
2182
0.21
0.14
9.6
1.00
0.1
9.8
A
27.5
C
0.33
11.1
1.00
0.4
11.5
B
13.0
B
6
74.0
74.0
0.62
4.0
3.0
976
0.31
0.50
12.7
1.00
1.8
14.5
B
F
12.0
H
Synchro 7 - Report
Page 9

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
440
1900
4.0
1.00
1.00
0.95
1770
0.61
1129
0.92
478
0
478
pm+pt
7
4
22.6
22.6
0.21
4.0
3.0
325
c0.21
c0.09
1.47
43.0
1.00
227.9
270.9
F
10
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
11
0
11
215
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
234
140
94
Perm
20
1900
4.0
1.00
1.00
0.95
1770
1.00
1863
0.92
22
0
22
pm+pt
3
8
4.1
4.1
0.04
4.0
3.0
68
0.00
0.01
0.32
51.6
1.00
2.8
54.4
D
5
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
5
0
5
15
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
16
16
0
Perm
160
1900
4.0
1.00
1.00
0.95
1770
0.05
100
0.92
174
0
174
pm+pt
5
2
78.7
78.7
0.72
4.0
3.0
132
c0.05
c0.90
1.32
34.9
1.00
186.5
221.4
F
220
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
239
0
239
5
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
5
2
3
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.61
1136
0.92
11
0
11
pm+pt
1
6
72.1
72.1
0.66
4.0
3.0
749
0.00
0.01
0.01
6.6
1.00
0.0
6.6
A
1090
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1185
0
1185
730
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
793
278
515
Perm
Tri-County Pkwy
2020 PM - Build2
4
17.1
17.1
0.16
4.0
3.0
550
0.00
0.02
39.4
1.00
0.0
39.4
D
193.5
F
4
17.1
17.1
0.16
4.0
3.0
246
0.06
0.38
41.7
1.00
1.0
42.7
D
75.5
1.38
110.0
107.3%
15
8
2.6
2.6
0.02
4.0
3.0
84
0.00
0.06
52.5
1.00
0.3
52.8
D
53.5
D
8
2.6
2.6
0.02
4.0
3.0
37
0.00
0.01
52.4
1.00
0.1
52.6
D

2
74.7
74.7
0.68
4.0
3.0
1265
0.13
0.19
6.5
1.00
0.3
6.8
A
96.1
F
2
74.7
74.7
0.68
4.0
3.0
1075
0.00
0.00
5.7
1.00
0.0
5.7
A
6
71.4
71.4
0.65
4.0
3.0
1209
0.64
0.98
18.6
1.00
21.5
40.2
D
28.7
C
6
71.4
71.4
0.65
4.0
3.0
1028
0.33
0.50
10.0
1.00
1.7
11.8
B
E
12.0
G
Synchro 7 - Report
Page 10

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Tri-County Pkwy
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
360
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
391
0
391
Prot
7
210
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
228
0
228
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
35
8
Perm
380
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
413
0
413
Prot
3
400
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
435
0
435
470
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
511
61
450
Perm
30
1900
4.0
1.00
1.00
0.95
1770
0.07
136
0.92
33
0
33
pm+pt
5
2
57.0
57.0
0.47
4.0
3.0
96
0.01
0.15
0.34
25.5
1.00
2.1
27.7
C
1650
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1793
0
1793
150
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
163
90
73
Perm
240
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
261
0
261
Prot
1
1480
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
1609
0
1609
570
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
620
207
413
Perm
9.0
9.0
0.07
4.0
3.0
254
c0.08
61.2
61.2
0.50
4.0
3.0
1781
0.45
1.03
56.3
1.00
63.8
120.1
F
0.90
27.5
1.00
8.0
35.5
D
41.2
D
11.0
11.0
0.09
4.0
3.0
311
c0.11
22.7
22.7
0.19
4.0
3.0
661
0.06
1.26
55.3
1.00
139.3
194.6
F
0.34
43.0
1.00
0.3
43.3
D
132.5
F
2020 PM - Build2
4
22.7
22.7
0.19
4.0
3.0
296
0.01
0.03
40.4
1.00
0.0
40.5
D
73.3
1.13
121.6
95.0%
15
19.3
19.3
0.16
4.0
3.0
545
0.12
31.0
31.0
0.25
4.0
3.0
902
0.12
0.76
48.9
1.00
6.0
54.9
D
0.48
38.5
1.00
0.4
38.9
D
76.0
E
8
31.0
31.0
0.25
4.0
3.0
404
c0.28
1.11
45.3
1.00
79.3
124.6
F

2
54.6
54.6
0.45
4.0
3.0
1589
c0.51
1.13
33.5
1.00
66.4
99.9
F
92.2
F
2
54.6
54.6
0.45
4.0
3.0
711
0.05
0.10
19.4
1.00
0.3
19.6
B
6
6
61.2
61.2
0.50
4.0
3.0
797
0.26
0.52
20.3
1.00
2.4
22.7
C
E
16.0
F
Synchro 7 - Report
Page 11

Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
2020 PM - Build2
4/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
510
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
554
0
554
Prot
7
230
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
250
0
250
205
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
223
125
98
Perm
150
1900
150
1900
4.0
0.95
1.00
0.98
3453
0.72
2556
0.92
163
0
326
170
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
185
127
58
Perm
270
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
293
0
293
Prot
5
1790
1900
4.0
0.91
0.99
1.00
5045
1.00
5045
0.92
1946
5
2050
100
1900
2270
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
2467
0
2467
855
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
929
274
655
Perm
11.0
11.0
0.09
4.0
3.0
315
0.09
54.0
54.0
0.45
4.0
3.0
2270
0.41
0.93
54.1
1.00
33.0
87.1
F
0.90
30.6
1.00
6.4
37.0
D
43.3
D
260
1900
4.0
1.00
1.00
0.95
1770
0.07
128
0.92
283
0
283
pm+pt
1
6
73.0
73.0
0.61
4.0
3.0
283
c0.12
0.48
1.00
39.4
1.00
53.5
92.9
F
0.92
163
0
0
Perm
19.0
19.0
0.16
4.0
3.0
544
c0.16
39.0
39.0
0.32
4.0
3.0
605
0.13
1.02
50.5
1.00
43.3
93.8
F
0.41
31.6
1.00
0.5
32.0
C
64.8
E
8
4
39.0
39.0
0.32
4.0
3.0
514
0.06
0.19
29.1
1.00
0.2
29.3
C
8
16.0
16.0
0.13
4.0
3.0
341
c0.13
1.09dl
51.7
1.00
36.9
88.5
F
73.7
E
8
16.0
16.0
0.13
4.0
3.0
211
0.04
0.27
46.8
1.00
0.7
47.5
D
51.8
0.99
120.0
88.0%
15
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Tri-County Pkwy
0.92
109
0
0
6
58.0
58.0
0.48
4.0
3.0
2458
c0.49
1.00
31.0
1.00
19.0
50.0
D
50.6
D
6
58.0
58.0
0.48
4.0
3.0
765
0.41
0.86
27.3
1.00
11.8
39.1
D
D
12.0
E
Synchro 7 - Report
Page 12
Freeway and Ramp Operations

Duetothelargesizeofthecalculationspreadsheet,itwassplitintoseparatesheets(withrepeatingheadercolumnsandrows)forprinting
purposes.Thefollowingtablesillustratethepageorderoftheseparatedsheetsforthefreewayandrampcalculationsheets,respectively,that
arepresentedinthisappendix.
TheresultsoftheHCManalysisforbothfreewayandrampsectionsarepresentedattheendofthisappendixinaconcise2pageformat.
FREEWAYANALYSISCALCULATION:
Byrampsegment:
2020NoBuildAMandPM
2020BuildAMandPM
2020Build2AMandPM
FreewayData
Page2
Page3
Page4
Page1
RAMPANALYSISCALCULATION:
Byrampsegment:
2020NoBuild 2020NoBuild
2020BuildAM
2020BuildPM
2020Build2AM
2020Build2PM
AM
PM
Freeway/Ramp/
RampJunctionData
Page2
Page3
Page4
Page5
Page6
Page7
Page1
Steps12
Page8
Page9
Page10
Page11
Page12
Page13
Page14
Steps35
Page16
Page17
Page18
Page19
Page20
Page21
Page15
Freeway Analysis Calculations
Traffic
Freeway
Variable
Lookup values - constant for all scenarios

Assumed values
scenario specific lookup values
scenario specific lookup values
Units
Description
Typical values
V
PHF
PT
veh/h
-
0.85 - 0.98
0 - 0.25
proportion of trucks and buses in traffic stream
PR
proportion of RVs in traffic stream
0 - 0.25
adjustment factor for unfamiliar driver populations
0.85 - 1.00
Total ramp ramps/mi

density
Terrain
Demand
demand volume under prevailing conditions
fP
FFS
mi/h
Measured FFS
N
Lane width ft
ft
Right-side lateral
clerance
Equation Formula
55 - 75
Number of mainline freeway lanes (per direction)
2+
10 - 12 +
0-6+
The number of ramps (on and off, one direction) located between 3 mi upstream and 3 mi downstream of the midpoint of the
basic freeway segment under study, divided by 6 mi. (pg 11-12)
0-6
level, rolling,
mountainous, or
specific length and
percent grade
Demand during analysis hour

Daily demand
K-factor
D-factor
fLW
mi/h
adjustment for lane width
Exhibit 11-8
fLC
mi/h
adjustment for right-side lateral clearance
fTRD
ramps/mi
adjustment for total ramp density
Exhibit 11-9
= 3.22*TRD0.84
-
FFS
mi/h
FFS curve
FFS of basic freeway segment

FFS curve to use for calculations
0.84
Eqn 11-1 = 75.4 - fLW - fLC - 3.22TRD
ET
passenger-car equivalent (PCE) of one truck or bus in traffic stream
Exhibit 11-10
ER
PCE of one RV in traffic stream
Exhibit 11-10
fHV
adjustment factor for presence of heavy vehicles in traffic stream
v15
pc
peak 15-minute volume
vp
pc/h/ln
demand flow rate under equivalent base conditions
Eqn 11-2 = V / ( PHF x N x fHV x fP )
[breakpoint]pc/h/ln
[decay]
[capacity[ pc/h/ln
Volume at which speed-flow curve stops being constant (i.e. where it starts to decay)
coefficient of speed degredation term in speed equations
base capacity of the basic freeway segment
Exhibit 11-3
Exhibit 11-3
Exhibit 11-2
S
v/c
D
LOS
mean speed of traffic stream under base conditions

volume to capacity ratio
density
Level-of-service
mi/h
pc/mi/ln
-
Eqn 11-3 = 1 / ( 1 + PT(ET - 1) + PR(ER - 1) )
Page 1 of 4
Exhibit 11-3
Eqn 11-4 = vp / S
Exhibit 11-5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
3,920
0.92
0.093
1,460
0.92
0.177
5,990
0.92
0.059
2,330
0.92
0.149
I66EB_3
I66WB_3
2020 No Build
AM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
1,720
0.92
0.112
4,050
0.92
0.045
2,840
0.92
0.064
5,780
0.92
0.052
I66EB_3
I66WB_3
2020 No Build
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
Variable
Traffic
Freeway
V
PHF
PT
2,270
0.92
0.149
7,340
0.92
0.045
3,080
0.92
0.138
7,140
0.92
0.045
2,880
0.92
0.138
3,010
0.92
0.064
5,820
0.92
0.052
3,530
0.92
0.045
7,090
0.92
0.056
3,290
0.92
0.045
7,210
0.92
0.056
PR
fP
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
0.83
Total ramp density
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
0.83
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
FFS
Measured FFS
4
N
12
Lane width
6
Right-side lateral clerance
Terrain
Demand
6,070
0.92
0.059

Daily demand
K-factor
D-factor
fLW
fLC
fTRD
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
FFS
FFS curve
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
ET
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
v15
1,065
397
1,628
633
1,649
617
1,995
837
1,940
783
467
1,101
772
1,571
818
1,582
959
1,927
894
1,959
vp
1,115
432
1,340
544
1,698
663
2,039
895
1,984
836
494
1,125
637
1,289
844
1,623
981
1,980
914
2,014
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.04
6.2
A
73.7
0.11
18.2
C
70.0
0.05
7.8
A
67.1
0.18
25.3
C
70.0
0.07
9.5
A
61.8
0.21
33.0
D
70.0
0.09
12.8
B
64.3
0.21
30.9
D
70.0
0.09
11.9
B
75.0
0.05
6.6
A
70.0
0.12
16.1
B
75.0
0.05
8.5
A
69.9
0.11
18.4
C
70.0
0.09
12.1
B
67.9
0.17
23.9
C
70.0
0.1
14.0
B
62.9
0.21
31.5
D
75.0
0.1
12.2
B
62.3
0.21
32.3
D
[breakpoint] 1,000
0.00001107
[decay]
2,400
[capacity[
S
v/c
D
LOS
74.9
0.12
14.9
B
Page 2 of 4
I66EB_1
I66WB_1
I66EB_2
I66WB_2
3,860
0.92
0.093
1,460
0.92
0.177
5,790
0.92
0.059
2,270
0.92
0.149
I66EB_3
I66WB_3
2020 Build
AM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
1,680
0.92
0.112
3,980
0.92
0.045
2,740
0.92
0.064
5,590
0.92
0.052
I66EB_3
I66WB_3
2020 Build
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
Variable
Traffic
Freeway
V
PHF
PT
2,270
0.92
0.149
7,300
0.92
0.045
3,070
0.92
0.138
7,130
0.92
0.045
2,880
0.92
0.138
2,980
0.92
0.064
5,790
0.92
0.052
3,500
0.92
0.045
7,050
0.92
0.056
3,280
0.92
0.045
7,180
0.92
0.056
PR
fP
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
0.83
Total ramp density
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
0.83
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
FFS
Measured FFS
4
N
12
Lane width
6
Terrain
Demand
6,040
0.92
0.059

Daily demand
K-factor
D-factor
fLW
fLC
fTRD
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
FFS
FFS curve
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
ET
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
v15
1,049
397
1,573
617
1,641
617
1,984
834
1,938
783
457
1,082
745
1,519
810
1,573
951
1,916
891
1,951
vp
1,098
432
1,296
530
1,690
663
2,028
892
1,981
836
482
1,106
615
1,247
835
1,615
972
1,969
911
2,006
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.04
6.2
A
74.0
0.11
17.5
B
70.0
0.04
7.6
A
67.2
0.18
25.1
C
70.0
0.07
9.5
A
62.0
0.21
32.7
D
70.0
0.09
12.7
B
64.4
0.21
30.8
D
70.0
0.09
11.9
B
75.0
0.05
6.4
A
70.0
0.12
15.8
B
75.0
0.05
8.2
A
70.0
0.1
17.8
B
70.0
0.09
11.9
B
68.0
0.17
23.7
C
70.0
0.1
13.9
B
63.1
0.21
31.2
D
75.0
0.09
12.2
B
62.5
0.21
32.1
D
[breakpoint] 1,000
0.00001107
[decay]
2,400
[capacity[
S
v/c
D
LOS
74.9
0.11
14.7
B
Page 3 of 4
I66EB_1
I66WB_1
I66EB_2
I66WB_2
3,890
0.92
0.093
1,470
0.92
0.177
5,940
0.92
0.059
2,330
0.92
0.149
I66EB_3
I66WB_3
2020 Build 2
AM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66EB_1
I66WB_1
I66EB_2
I66WB_2
1,710
0.92
0.112
4,010
0.92
0.045
2,820
0.92
0.064
5,730
0.92
0.052
I66EB_3
I66WB_3
2020 Build 2
PM
I66EB_4
I66WB_4
I66EB_5
I66WB_5
Variable
Traffic
Freeway
V
PHF
PT
2,250
0.92
0.149
7,240
0.92
0.045
3,040
0.92
0.138
7,090
0.92
0.045
2,870
0.92
0.138
2,960
0.92
0.064
5,750
0.92
0.052
3,470
0.92
0.045
6,990
0.92
0.056
3,260
0.92
0.045
7,160
0.92
0.056
PR
fP
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
5
12
6
5
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
4
12
6
0.83
Total ramp density
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
0.83
1.17
0.67
1.00
1.17
1.50
1.00
1.33
0.83
1.17
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
FFS
Measured FFS
4
N
12
Lane width
6
Terrain
Demand
5,990
0.92
0.059

Daily demand
K-factor
D-factor
fLW
fLC
fTRD
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
2.8
3.7
2.3
3.2
3.7
4.5
3.2
4.1
2.8
3.7
FFS
FFS curve
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
72.6
75
71.7
70
73.1
75
72.2
70
71.7
70
70.9
70
72.2
70
71.3
70
72.6
75
71.7
70
ET
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV
0.956
0.919
0.971
0.930
0.971
0.930
0.978
0.936
0.978
0.936
0.947
0.978
0.969
0.974
0.969
0.974
0.978
0.973
0.978
0.973
v15
1,057
399
1,614
633
1,628
611
1,967
826
1,927
780
465
1,090
766
1,557
804
1,563
943
1,899
886
1,946
vp
1,106
435
1,329
544
1,676
657
2,011
883
1,970
834
491
1,114
633
1,278
830
1,603
964
1,952
906
2,000
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,200
0.00001160
2,400
1,000
0.00001107
2,400
1,200
0.00001160
2,400
70.0
0.05
6.2
A
73.8
0.11
18.0
C
70.0
0.05
7.8
A
67.4
0.17
24.9
C
70.0
0.07
9.4
A
62.4
0.21
32.3
D
70.0
0.09
12.6
B
64.6
0.21
30.5
D
70.0
0.09
11.9
B
75.0
0.05
6.5
A
70.0
0.12
15.9
B
75.0
0.05
8.4
A
69.9
0.11
18.3
C
70.0
0.09
11.9
B
68.1
0.17
23.5
C
70.0
0.1
13.8
B
63.4
0.2
30.8
D
75.0
0.09
12.1
B
62.6
0.21
32.0
D
[breakpoint] 1,000
0.00001107
[decay]
2,400
[capacity[
S
v/c
D
LOS
74.9
0.12
14.8
B
Page 4 of 4
Ramp Analysis Calculations
Values that were assumed/kept constant for all locations
Variable
SFF
Freeway Data
N
Ndown
Units
mi/h
lanes
lanes
TerrainFWY Ramp-Freeway Junction Data

Ramp type
Side
NRAMP
NJNCT
LA1, LD1
Description
Typical values
Equation
Freeway free-flow speed
55 - 75
Number of mainline freeway lanes
2-5
2-5
Number of mainline freeway lanes downstream
of ramp
Type of facility ramp connecting with ramp
level, rolling, mountainous, or specific
length and percent grade
Terrain of the freeway
on-ramp, off-ramp, major merge, major diverge

Side of freeway that ramp is on
right-hand, left-hand
Number of lanes on ramp roadway
Number of ramp lanes at ramp-freeway junction
PR-F
fP-F
0 - 99,999
Length of acceleration or deceleration lane,
or of first lane if a two-lane ramp, see Exhibit 13-3, 13-14, or 13-15
0 - 99,999
Length of second acceleration or deceleration
lane, if applicable, see Exhibit 13-3, 13-14, or 13-15
0 - 99,999
Length of acceleration or deceleration lane,
see Exhibit 13-3
free-flow speed of the ramp roadway 20 - 50
Terrain of the ramp
FFS of the ramp at the junction point
flow rate on freeway immediately upstream of the ramp influence area under study
... peak hour factor
0 - 0.25
proportion of trucks and buses in traffic
stream
proportion of RVs in traffic stream 0 - 0.25
0.85
- 1.00
adjustment factor for unfamiliar driver
populations
vR
PHFR
PT-R
pc/h
-
flow rate on the on-ramp or off-ramp

LA2, LD2
LA, LD
SFR
ft
mi/h
TerrainRAMPmi/h
vF
pc/h
PHFF
PT-F
-
55
0 - 0.25
stream
0.85
- 1.00
populations
PR-R
fP-R
Adjacent Ramp Data

TypeUP
Type of ramp upstream of subject rampnone, on, off
Single-lane, right-side?Is the adjacent ramp a single-lane ramp located on the right side of the freeway?
DistUP
ft
Distance to upstream ramp
vUP
Volume of upstream ramp
PHFUP
0 - 0.25
PT-UP
stream
PR-UP
fP-UP
TerrainUP -
on-ramp
0.85
- 1.00
populations
Terrain of the upstream adjacent ramp length and percent grade
TypeDOWN
Type of ramp downstream of subject ramp
Single-lane, right-side?Is the adjacent ramp a single-lane ramp located on the right side of the freeway?
DistDOWN ft
Distance to downstream ramp
vDOWN
Volume of downstream ramp
PHFDOWN
PT-DOWN
proportion of trucks and buses in traffic stream
PR-DOWN
proportion of RVs in traffic stream
fP-DOWN
adjustment factor for unfamiliar driver populations
TerrainDOWNTerrain of the downstream adjacent ramp
vFO
PHFFO
PT-FO
PR-FO
fP-FO
pc/h
-
flow rate on the freeway immediately downstream of the merge or diverge area
0 - 0.25
stream
0.85
- 1.00
populations
Page 1 of 21
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
0
right-hand
0
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
2
1,500
1,150
1
730
0
1
1,450
0
2
950
950
#N/A
#N/A
#N/A
1
1,350
0
1
800
0
0
1,500
1,500
1
1,500
0
1
1,000
0
#N/A
#N/A
#N/A
1
680
0
2
750
1,500
4,150
730
1,450
2,850
#N/A
1,350
50
35
45
45
#N/A
45
800
NA
1,500
1,000
#N/A
1,360
35
50
35
45
#N/A
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,920
0.92
9.3%
0.0%
1
3,570
0.92
9.3%
0.0%
1
2,330
0.92
14.9%
0.0%
1
1,230
0.92
14.9%
0.0%
1
2,040
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
5,990
0.92
5.9%
0.0%
1
2,270
0.92
14.9%
0.0%
1
2,270
0.92
14.9%
0.0%
1
1,320
0.92
14.9%
0.0%
1
4,330
0.92
5.9%
0.0%
1
350
0.92
9.3%
0.0%
1
2,420
0.92
5.9%
0.0%
1
290
0.92
14.9%
0.0%
1
230
0.92
17.7%
0.0%
1
810
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
1,660
0.92
5.9%
0.0%
1
950
0.92
14.9%
0.0%
1
0
0.92
14.9%
0.0%
1
1,010
0.92
14.9%
0.0%
1
off-ramp
No
6,500
350
0.92
9.3%
0.0%
1
on-ramp
Yes
2,800
1,010
0.92
14.9%
0.0%
1
off-ramp
No
3,060
810
0.92
14.9%
0.0%
1
off-ramp
Yes
950
290
0.92
14.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
2,950
2,420
0.92
5.9%
0.0%
1
on-ramp
No
9,999
440
0.92
14.9%
0.0%
1
0
0
9,999
0
0.92
0.0%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
1,660
0.92
5.9%
0.0%
1
off-ramp
No
950
810
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
800
0.92
17.7%
0.0%
1
on-ramp
Yes
3,060
230
0.92
17.7%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,600
1,740
0.92
5.9%
0.0%
1
Level
Level
Level
Level
Level
Level
3,570
0.92
9.3%
0.0%
1
5,990
0.92
7.9%
0.0%
1
2,040
0.92
14.9%
0.0%
1
1,460
0.92
15.4%
0.0%
1
1,230
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
Ramp-Freeway Junction Data

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
TerrainRAMP
vF
PHFF
PT-F
PR-F
fP-F
vR
PHFR
PT-R
PR-R
fP-R
Adjacent Ramp Data

on-ramp
TypeUP
Yes
Single-lane, right-side?
9,640
DistUP
1,860
vUP
0.92
PHFUP
9.3%
PT-UP
0.0%
PR-UP
1
fP-UP
TerrainUP
Level
on-ramp
TypeDOWN
No
6,500
DistDOWN
2,420
vDOWN
0.92
PHFDOWN
5.9%
PT-DOWN
0.0%
PR-DOWN
1
fP-DOWN
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
EBEntr_44_NB
2020 No Build
AM
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
off-ramp
right-hand
2
off-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
900
1,500
2
830
0
1
800
0
#N/A
#N/A
#N/A
1
1,500
0
1
950
0
1
990
0
1
780
0
1
1,200
0
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
#N/A
0.92
#N/A
0.0%
1
6,070
0.92
5.9%
0.0%
1
5,410
0.92
5.9%
0.0%
1
1,830
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
3,080
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
2,880
0.92
13.8%
0.0%
1
2,610
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
7,340
0.92
4.5%
0.0%
1
6,340
0.92
4.5%
0.0%
1
1,740
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
660
0.92
5.9%
0.0%
1
1,930
0.92
4.5%
0.0%
1
440
0.92
14.9%
0.0%
1
1,070
0.92
13.8%
0.0%
1
180
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
270
0.92
13.8%
0.0%
1
290
0.92
13.8%
0.0%
1
180
0.92
13.8%
0.0%
1
1,000
0.92
4.5%
0.0%
1
800
0.92
4.5%
0.0%
1
off-ramp
Yes
1,230
950
0.92
14.9%
0.0%
1
off-ramp
Yes
3,600
1,660
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
9,999
1,740
0.92
5.9%
0.0%
1
off-ramp
Yes
1,750
660
0.92
5.9%
0.0%
1
off-ramp
No
900
1,070
0.92
13.8%
0.0%
1
off-ramp
Yes
1,480
180
0.92
13.8%
0.0%
1
on-ramp
Yes
6,350
100
0.92
20.0%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,650
780
0.92
13.8%
0.0%
1
off-ramp
Yes
780
270
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
290
0.92
13.8%
0.0%
1
on-ramp
Yes
9,999
150
0.92
20.0%
0.0%
1
off-ramp
Yes
1,900
1,000
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
Yes
1,230
1,010
0.92
14.9%
0.0%
1
0
0
9,999
0
0.92
0.0%
0.0%
1
off-ramp
Yes
2,800
290
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
660
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
1,750
1,930
0.92
4.5%
0.0%
1
off-ramp
Yes
6,250
150
0.92
20.0%
0.0%
1
off-ramp
Yes
9,999
950
0.92
14.9%
0.0%
1
on-ramp
No
900
440
0.92
14.9%
0.0%
1
off-ramp
No
1,480
1,070
0.92
13.8%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
780
290
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
180
0.92
13.8%
0.0%
1
off-ramp
Yes
9,999
100
0.92
20.0%
0.0%
1
on-ramp
Yes
1,900
800
0.92
4.5%
0.0%
1
off-ramp
Yes
4,550
1,470
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
4,330
0.92
5.9%
0.0%
1
1,320
0.92
14.9%
0.0%
1
2,270
0.92
14.9%
0.0%
1
2,330
0.92
14.9%
0.0%
1
6,070
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
5,410
0.92
5.9%
0.0%
1
7,340
0.92
5.5%
0.0%
1
2,270
0.92
14.0%
0.0%
1
1,830
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
2,610
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
3,080
0.92
13.8%
0.0%
1
6,340
0.92
4.5%
0.0%
1
7,140
0.92
4.5%
0.0%
1
Page 2 of 21
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
0
0
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
0
right-hand
0
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
2
1,500
1,150
1
730
0
1
1,450
0
2
950
950
#N/A
#N/A
#N/A
1
1,350
0
1
800
0
0
1,500
1,500
1
1,500
0
1
1,000
0
#N/A
#N/A
#N/A
1
680
0
2
750
1,500
4,150
730
1,450
2,850
#N/A
1,350
50
35
45
45
#N/A
45
800
NA
1,500
1,000
#N/A
1,360
35
50
35
45
#N/A
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
1,720
0.92
11.2%
0.0%
1
1,520
0.92
11.2%
0.0%
1
5,780
0.92
5.2%
0.0%
1
3,540
0.92
5.2%
0.0%
1
4,850
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
2,840
0.92
6.4%
0.0%
1
5,820
0.92
5.2%
0.0%
1
5,820
0.92
5.2%
0.0%
1
4,190
0.92
5.2%
0.0%
1
1,920
0.92
6.4%
0.0%
1
200
0.92
11.2%
0.0%
1
1,320
0.92
6.4%
0.0%
1
930
0.92
5.2%
0.0%
1
510
0.92
4.5%
0.0%
1
1,310
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
920
0.92
6.4%
0.0%
1
1,630
0.92
5.2%
0.0%
1
0
0.92
5.2%
0.0%
1
1,590
0.92
5.2%
0.0%
1
off-ramp
No
6,500
200
0.92
11.2%
0.0%
1
on-ramp
Yes
2,800
1,590
0.92
5.2%
0.0%
1
off-ramp
No
3,060
1,310
0.92
5.2%
0.0%
1
off-ramp
Yes
950
930
0.92
5.2%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
2,950
1,320
0.92
6.4%
0.0%
1
on-ramp
No
9,999
770
0.92
5.2%
0.0%
1
0
0
9,999
0
0.92
0.0%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
920
0.92
6.4%
0.0%
1
off-ramp
No
950
1,310
0.92
5.2%
0.0%
1
off-ramp
Yes
9,999
1,790
0.92
4.5%
0.0%
1
on-ramp
Yes
3,060
510
0.92
4.5%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,600
1,090
0.92
6.4%
0.0%
1
Level
Level
Level
Level
Level
Level
1,520
0.92
11.2%
0.0%
1
2,840
0.92
8.9%
0.0%
1
4,850
0.92
5.2%
0.0%
1
4,050
0.92
5.1%
0.0%
1
3,540
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
#N/A
1

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
TerrainRAMP
vF
PHFF
PT-F
PR-F
fP-F
vR
PHFR
PT-R
PR-R
fP-R
Adjacent Ramp Data

on-ramp
TypeUP
Yes
9,640
DistUP
1,100
vUP
0.92
PHFUP
11.2%
PT-UP
0.0%
PR-UP
1
fP-UP
TerrainUP
Level
on-ramp
TypeDOWN
No
6,500
DistDOWN
1,320
vDOWN
0.92
PHFDOWN
6.4%
PT-DOWN
0.0%
PR-DOWN
1
fP-DOWN
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
EBEntr_44_NB
2020 No Build
PM
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
off-ramp
right-hand
2
off-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
900
1,500
2
830
0
1
800
0
#N/A
#N/A
#N/A
1
1,500
0
1
950
0
1
990
0
1
780
0
1
1,200
0
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
#N/A
0.92
#N/A
0.0%
1
3,010
0.92
6.4%
0.0%
1
2,380
0.92
6.4%
0.0%
1
5,050
0.92
5.6%
0.0%
1
6,840
0.92
5.6%
0.0%
1
7,090
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
7,210
0.92
5.6%
0.0%
1
6,400
0.92
5.6%
0.0%
1
6,820
0.92
5.6%
0.0%
1
3,530
0.92
4.5%
0.0%
1
2,860
0.92
4.5%
0.0%
1
1,090
0.92
6.4%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
630
0.92
6.4%
0.0%
1
1,150
0.92
4.5%
0.0%
1
770
0.92
5.2%
0.0%
1
1,790
0.92
5.6%
0.0%
1
250
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
810
0.92
5.6%
0.0%
1
420
0.92
5.6%
0.0%
1
270
0.92
5.6%
0.0%
1
670
0.92
4.5%
0.0%
1
430
0.92
4.5%
0.0%
1
off-ramp
Yes
1,230
1,630
0.92
5.2%
0.0%
1
off-ramp
Yes
3,600
920
0.92
6.4%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
9,999
1,090
0.92
6.4%
0.0%
1
off-ramp
Yes
1,750
630
0.92
6.4%
0.0%
1
off-ramp
No
900
1,790
0.92
5.6%
0.0%
1
off-ramp
Yes
1,480
250
0.92
5.6%
0.0%
1
on-ramp
Yes
6,350
150
0.92
20.0%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,650
1,580
0.92
5.6%
0.0%
1
off-ramp
Yes
780
810
0.92
5.6%
0.0%
1
on-ramp
Yes
1,450
420
0.92
5.6%
0.0%
1
on-ramp
Yes
9,999
100
0.92
20.0%
0.0%
1
off-ramp
Yes
1,900
670
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
Yes
1,230
1,590
0.92
5.2%
0.0%
1
0
0
9,999
0
0.92
0.0%
0.0%
1
off-ramp
Yes
2,800
930
0.92
5.2%
0.0%
1
off-ramp
Yes
9,999
630
0.92
6.4%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
1,750
1,150
0.92
4.5%
0.0%
1
off-ramp
Yes
6,250
100
0.92
20.0%
0.0%
1
off-ramp
Yes
9,999
1,630
0.92
5.2%
0.0%
1
on-ramp
No
900
770
0.92
5.2%
0.0%
1
off-ramp
No
1,480
1,790
0.92
5.6%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
780
420
0.92
5.6%
0.0%
1
on-ramp
Yes
1,450
270
0.92
5.6%
0.0%
1
off-ramp
Yes
9,999
150
0.92
20.0%
0.0%
1
on-ramp
Yes
1,900
430
0.92
4.5%
0.0%
1
off-ramp
Yes
4,550
680
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
1,920
0.92
6.4%
0.0%
1
4,190
0.92
5.2%
0.0%
1
5,820
0.92
5.2%
0.0%
1
5,780
0.92
5.2%
0.0%
1
3,010
0.92
6.4%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
2,380
0.92
6.4%
0.0%
1
3,530
0.92
5.7%
0.0%
1
5,820
0.92
5.5%
0.0%
1
5,050
0.92
5.6%
0.0%
1
6,840
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
6,400
0.92
5.6%
0.0%
1
6,820
0.92
5.6%
0.0%
1
7,090
0.92
5.6%
0.0%
1
2,860
0.92
4.5%
0.0%
1
3,290
0.92
4.5%
0.0%
1
Page 3 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
AM
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
off-ramp
right-hand
2
off-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
1,500
1,150
1
730
0
1
1,450
0
2
950
950
#N/A
#N/A
#N/A
1
1,350
0
1
800
0
1
800
0
1
1,500
0
1
1,000
0
#N/A
#N/A
#N/A
1
680
0
2
750
1,500
2
900
1,500
2
830
0
1
800
0
#N/A
#N/A
#N/A
1
1,500
0
1
950
0
1
990
0
1
780
0
1
1,200
0
4,150
730
1,450
2,850
#N/A
1,350
800
800
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
35
45
45
#N/A
45
35
35
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,860
0.92
9.3%
0.0%
1
3,490
0.92
9.3%
0.0%
1
2,270
0.92
14.9%
0.0%
1
1,220
0.92
14.9%
0.0%
1
2,020
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
5,790
0.92
5.9%
0.0%
1
2,030
0.92
14.9%
0.0%
1
2,270
0.92
14.9%
0.0%
1
1,560
0.92
14.9%
0.0%
1
5,030
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
6,040
0.92
5.9%
0.0%
1
5,380
0.92
5.9%
0.0%
1
1,820
0.92
13.8%
0.0%
1
2,890
0.92
13.8%
0.0%
1
3,070
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
2,880
0.92
13.8%
0.0%
1
2,610
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
7,300
0.92
4.5%
0.0%
1
6,320
0.92
4.5%
0.0%
1
370
0.92
9.3%
0.0%
1
2,300
0.92
5.9%
0.0%
1
250
0.92
14.9%
0.0%
1
240
0.92
17.7%
0.0%
1
800
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
1,210
0.92
5.9%
0.0%
1
470
0.92
14.9%
0.0%
1
240
0.92
14.9%
0.0%
1
710
0.92
14.9%
0.0%
1
1,010
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
660
0.92
5.9%
0.0%
1
1,920
0.92
4.5%
0.0%
1
450
0.92
14.9%
0.0%
1
1,070
0.92
13.8%
0.0%
1
180
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
270
0.92
13.8%
0.0%
1
290
0.92
13.8%
0.0%
1
170
0.92
13.8%
0.0%
1
980
0.92
4.5%
0.0%
1
810
0.92
4.5%
0.0%
1
off-ramp
No
6,500
370
0.92
9.3%
0.0%
1
on-ramp
Yes
2,800
710
0.92
14.9%
0.0%
1
off-ramp
No
3,060
800
0.92
14.9%
0.0%
1
off-ramp
Yes
950
250
0.92
14.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
2,950
2,300
0.92
5.9%
0.0%
1
off-ramp
yes
1,000
240
0.92
14.9%
0.0%
1
on-ramp
no
9,999
450
0.92
14.9%
0.0%
1
off-ramp
Yes
1,230
470
0.92
14.9%
0.0%
1
off-ramp
Yes
1,200
70
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
9,999
1,010
0.92
5.9%
0.0%
1
off-ramp
Yes
1,750
660
0.92
5.9%
0.0%
1
off-ramp
No
900
1,070
0.92
13.8%
0.0%
1
off-ramp
Yes
1,480
180
0.92
13.8%
0.0%
1
on-ramp
Yes
6,350
100
0.92
20.0%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,650
770
0.92
13.8%
0.0%
1
off-ramp
Yes
780
270
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
290
0.92
13.8%
0.0%
1
on-ramp
Yes
9,999
150
0.92
20.0%
0.0%
1
off-ramp
Yes
1,900
980
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
1,210
0.92
5.9%
0.0%
1
off-ramp
No
950
800
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
770
0.92
17.7%
0.0%
1
on-ramp
Yes
3,060
240
0.92
17.7%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
1,200
520
0.92
5.9%
0.0%
1
on-ramp
Yes
1,230
710
0.92
14.9%
0.0%
1
off-ramp
Yes
1,000
470
0.92
14.9%
0.0%
1
off-ramp
Yes
2,800
250
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
660
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
1,750
1,920
0.92
4.5%
0.0%
1
off-ramp
Yes
6,250
150
0.92
20.0%
0.0%
1
off-ramp
Yes
9,999
470
0.92
14.9%
0.0%
1
on-ramp
No
900
450
0.92
14.9%
0.0%
1
off-ramp
No
1,480
1,070
0.92
13.8%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
780
290
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
170
0.92
13.8%
0.0%
1
off-ramp
Yes
9,999
100
0.92
20.0%
0.0%
1
on-ramp
Yes
1,900
810
0.92
4.5%
0.0%
1
off-ramp
Yes
4,550
1,450
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,490
0.92
9.3%
0.0%
1
5,790
0.92
7.9%
0.0%
1
2,020
0.92
14.9%
0.0%
1
1,460
0.92
15.4%
0.0%
1
1,220
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
4,580
0.92
5.9%
0.0%
1
1,560
0.92
14.9%
0.0%
1
2,030
0.92
14.9%
0.0%
1
2,270
0.92
14.9%
0.0%
1
6,040
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
5,380
0.92
5.9%
0.0%
1
7,300
0.92
5.5%
0.0%
1
2,270
0.92
14.0%
0.0%
1
1,820
0.92
13.8%
0.0%
1
2,890
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
2,610
0.92
13.8%
0.0%
1
2,900
0.92
13.8%
0.0%
1
3,070
0.92
13.8%
0.0%
1
6,320
0.92
4.5%
0.0%
1
7,130
0.92
4.5%
0.0%
1

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
TerrainRAMP
vF
PHFF
PT-F
PR-F
fP-F
vR
PHFR
PT-R
PR-R
fP-R
Adjacent Ramp Data

on-ramp
TypeUP
Yes
9,640
DistUP
1,790
vUP
0.92
PHFUP
9.3%
PT-UP
0.0%
PR-UP
1
fP-UP
TerrainUP
Level
on-ramp
TypeDOWN
No
6,500
DistDOWN
2,300
vDOWN
0.92
PHFDOWN
5.9%
PT-DOWN
0.0%
PR-DOWN
1
fP-DOWN
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
Page 4 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
PM
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
off-ramp
right-hand
2
off-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
1,500
1
730
1
1,450
2
950
#N/A
#N/A
1
1,350
1
800
1
800
1
1,500
1
1,000
#N/A
#N/A
1
680
2
750
2
900
2
830
1
800
1
1,500
1
950
1
990
1
780
1
1,200
1,150
4,150
50
0
730
35
0
1,450
45
950
2,850
45
#N/A
#N/A
#N/A
0
1,350
45
0
800
35
0
800
35
0
1,500
35
0
1,000
45
#N/A
#N/A
#N/A
0
1,360
45
1,500
3,000
45
1,500
3,300
35
0
1,660
30
0
800
45
#N/A
right-hand
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
0
1,500
30
0
950
30
0
990
45
0
780
45
0
1,200
45

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
vF
PHFF
1,680
1,490
5,590
3,490
4,790
#N/A
2,740
5,320
5,790
4,390
2,410
#N/A
2,980
2,340
5,030
6,820
7,050
#N/A
7,180
6,390
6,800
3,500
2,840
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
PT-F
PR-F
11.2%
0.0%
1
11.2%
0.0%
1
5.2%
0.0%
1
5.2%
0.0%
1
5.2%
0.0%
1
#N/A
0.0%
1
6.4%
0.0%
1
5.2%
0.0%
1
5.2%
0.0%
1
5.2%
0.0%
1
6.4%
0.0%
1
#N/A
0.0%
1
6.4%
0.0%
1
6.4%
0.0%
1
5.6%
0.0%
1
5.6%
0.0%
1
5.6%
0.0%
1
#N/A
0.0%
1
5.6%
0.0%
1
5.6%
0.0%
1
5.6%
0.0%
1
4.5%
0.0%
1
4.5%
0.0%
1
190
1,250
0.92
6.4%
0.0%
1
800
490
#N/A
0.92
#N/A
0.0%
1
930
470
410
250
660
440
0.92
6.4%
0.0%
1
0.92
5.2%
0.0%
1
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
790
0.92
6.4%
0.0%
1
1,790
0.92
5.6%
0.0%
1
230
0.92
5.2%
0.0%
1
1,160
0.92
4.5%
0.0%
1
760
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
640
0.92
6.4%
0.0%
1
1,200
0.92
5.2%
0.0%
1
570
0.92
4.5%
0.0%
1
1,300
0.92
5.2%
0.0%
1
590
0.92
5.2%
0.0%
1
0.92
5.6%
0.0%
1
0.92
5.6%
0.0%
1
0.92
5.6%
0.0%
1
0.92
4.5%
0.0%
1
0.92
4.5%
0.0%
1
off-ramp
No
6,500
190
on-ramp
Yes
2,800
1,200
off-ramp
No
3,060
1,300
off-ramp
Yes
950
800
#N/A
#N/A
#N/A
#N/A
on-ramp
No
2,950
1,250
off-ramp
yes
1,000
470
on-ramp
no
9,999
760
off-ramp
Yes
1,230
930
off-ramp
Yes
1,200
40
#N/A
#N/A
#N/A
#N/A
on-ramp
Yes
9,999
570
off-ramp
Yes
1,750
640
off-ramp
No
900
1,790
off-ramp
Yes
1,480
230
on-ramp
Yes
6,350
150
#N/A
#N/A
#N/A
#N/A
on-ramp
Yes
3,650
1,570
off-ramp
Yes
780
790
on-ramp
Yes
1,450
410
on-ramp
Yes
9,999
100
off-ramp
Yes
1,900
660
0.92
11.2%
0.92
11.2%
0.92
5.2%
0.92
5.2%
0.92
5.2%
0.92
#N/A
0.92
6.4%
0.92
5.2%
0.92
5.2%
0.92
5.2%
0.92
6.4%
0.92
#N/A
0.92
6.4%
0.92
6.4%
0.92
5.6%
0.92
5.6%
0.92
20.0%
0.92
#N/A
0.92
5.6%
0.92
5.6%
0.92
5.6%
0.92
20.0%
0.92
4.5%
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
590
0.92
off-ramp
No
950
1,300
0.92
off-ramp
Yes
9,999
1,720
0.92
on-ramp
Yes
3,060
490
0.92
#N/A
#N/A
#N/A
#N/A
0.92
on-ramp
Yes
1,200
300
0.92
on-ramp
Yes
1,230
1,200
0.92
off-ramp
Yes
1,000
930
0.92
off-ramp
Yes
2,800
800
0.92
off-ramp
Yes
9,999
640
0.92
#N/A
#N/A
#N/A
#N/A
0.92
on-ramp
No
1,750
1,160
0.92
off-ramp
Yes
6,250
100
0.92
off-ramp
Yes
9,999
930
0.92
on-ramp
No
900
760
0.92
off-ramp
No
1,480
1,790
0.92
#N/A
#N/A
#N/A
#N/A
0.92
on-ramp
Yes
780
410
0.92
on-ramp
Yes
1,450
250
0.92
off-ramp
Yes
9,999
150
0.92
on-ramp
Yes
1,900
440
0.92
off-ramp
Yes
4,550
670
0.92
4.5%
0.0%
TerrainRAMP
fP-F
vR
PHFR
PT-R
PR-R
fP-R
0.92
11.2%
0.0%
1
Adjacent Ramp Data

on-ramp
TypeUP
Yes
9,640
DistUP
1,060
vUP
PHFUP
PT-UP
PR-UP
fP-UP
TerrainUP
on-ramp
TypeDOWN
No
6,500
DistDOWN
1,250
vDOWN
0.92
PHFDOWN
PT-DOWN
PR-DOWN
6.4%
0.0%
6.4%
0.0%
5.2%
0.0%
4.5%
0.0%
4.5%
0.0%
#N/A
0.0%
6.4%
0.0%
5.2%
0.0%
5.2%
0.0%
5.2%
0.0%
6.4%
0.0%
#N/A
0.0%
4.5%
0.0%
20.0%
0.0%
5.2%
0.0%
5.2%
0.0%
5.6%
0.0%
#N/A
0.0%
5.6%
0.0%
5.6%
0.0%
20.0%
0.0%
4.5%
0.0%
fP-DOWN
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
1,490
0.92
2,740
0.92
4,790
0.92
3,980
0.92
3,490
0.92
#N/A
0.92
2,150
0.92
4,390
0.92
5,320
0.92
5,590
0.92
2,980
0.92
#N/A
0.92
2,340
0.92
3,500
0.92
5,790
0.92
5,030
0.92
6,820
0.92
#N/A
0.92
6,390
0.92
6,800
0.92
7,050
0.92
2,840
0.92
3,280
0.92
11.2%
0.0%
9.0%
0.0%
5.2%
0.0%
5.2%
0.0%
5.2%
0.0%
#N/A
#N/A
6.4%
0.0%
5.2%
0.0%
5.2%
0.0%
5.2%
0.0%
6.4%
0.0%
#N/A
#N/A
6.4%
0.0%
5.7%
0.0%
5.5%
0.0%
5.6%
0.0%
5.6%
0.0%
#N/A
#N/A
5.6%
0.0%
5.6%
0.0%
5.6%
0.0%
4.5%
0.0%
4.5%
0.0%
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
Page 5 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build 2
AM
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
off-ramp
right-hand
2
off-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
1,500
1,150
1
730
0
1
1,450
0
2
950
950
#N/A
#N/A
#N/A
1
1,350
0
1
800
0
1
800
0
1
1,500
0
1
1,000
0
#N/A
#N/A
#N/A
1
680
0
2
750
1,500
2
900
1,500
2
830
0
1
800
0
#N/A
#N/A
#N/A
1
1,500
0
1
950
0
1
990
0
1
780
0
1
1,200
0
4,150
730
1,450
2,850
#N/A
1,350
800
800
1,500
1,000
#N/A
1,360
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
50
35
45
45
#N/A
45
35
35
35
45
#N/A
45
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,890
0.92
9.3%
0.0%
1
3,540
0.92
9.3%
0.0%
1
2,330
0.92
14.9%
0.0%
1
1,240
0.92
14.9%
0.0%
1
2,070
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
5,940
0.92
5.9%
0.0%
1
2,150
0.92
14.9%
0.0%
1
2,250
0.92
14.9%
0.0%
1
1,470
0.92
14.9%
0.0%
1
4,430
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
5,990
0.92
5.9%
0.0%
1
5,360
0.92
5.9%
0.0%
1
1,820
0.92
13.8%
0.0%
1
2,870
0.92
13.8%
0.0%
1
3,040
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
2,870
0.92
13.8%
0.0%
1
2,610
0.92
13.8%
0.0%
1
2,890
0.92
13.8%
0.0%
1
7,240
0.92
4.5%
0.0%
1
6,320
0.92
4.5%
0.0%
1
350
0.92
9.3%
0.0%
1
2,400
0.92
5.9%
0.0%
1
260
0.92
14.9%
0.0%
1
230
0.92
17.7%
0.0%
1
830
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
1,310
0.92
5.9%
0.0%
1
680
0.92
14.9%
0.0%
1
100
0.92
14.9%
0.0%
1
920
0.92
14.9%
0.0%
1
1,430
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
630
0.92
5.9%
0.0%
1
1,880
0.92
4.5%
0.0%
1
430
0.92
14.9%
0.0%
1
1,050
0.92
13.8%
0.0%
1
170
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
260
0.92
13.8%
0.0%
1
280
0.92
13.8%
0.0%
1
150
0.92
13.8%
0.0%
1
920
0.92
4.5%
0.0%
1
760
0.92
4.5%
0.0%
1
off-ramp
No
6,500
350
0.92
9.3%
0.0%
1
on-ramp
Yes
2,800
920
0.92
14.9%
0.0%
1
off-ramp
No
3,060
830
0.92
14.9%
0.0%
1
off-ramp
Yes
950
260
0.92
14.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
2,950
2,400
0.92
5.9%
0.0%
1
off-ramp
yes
1,000
100
0.92
14.9%
0.0%
1
on-ramp
no
9,999
430
0.92
14.9%
0.0%
1
off-ramp
Yes
1,230
680
0.92
14.9%
0.0%
1
off-ramp
Yes
1,200
400
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
9,999
1,430
0.92
5.9%
0.0%
1
off-ramp
Yes
1,750
630
0.92
5.9%
0.0%
1
off-ramp
No
900
1,050
0.92
13.8%
0.0%
1
off-ramp
Yes
1,480
170
0.92
13.8%
0.0%
1
on-ramp
Yes
6,350
100
0.92
20.0%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,650
770
0.92
13.8%
0.0%
1
off-ramp
Yes
780
260
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
280
0.92
13.8%
0.0%
1
on-ramp
Yes
9,999
150
0.92
20.0%
0.0%
1
off-ramp
Yes
1,900
920
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
1,310
0.92
5.9%
0.0%
1
off-ramp
No
950
830
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
780
0.92
17.7%
0.0%
1
on-ramp
Yes
3,060
230
0.92
17.7%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
1,200
200
0.92
5.9%
0.0%
1
on-ramp
Yes
1,230
920
0.92
14.9%
0.0%
1
off-ramp
Yes
1,000
680
0.92
14.9%
0.0%
1
off-ramp
Yes
2,800
260
0.92
14.9%
0.0%
1
off-ramp
Yes
9,999
630
0.92
5.9%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
1,750
1,880
0.92
4.5%
0.0%
1
off-ramp
Yes
6,250
150
0.92
20.0%
0.0%
1
off-ramp
Yes
9,999
680
0.92
14.9%
0.0%
1
on-ramp
No
900
430
0.92
14.9%
0.0%
1
off-ramp
No
1,480
1,050
0.92
13.8%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
780
280
0.92
13.8%
0.0%
1
on-ramp
Yes
1,450
150
0.92
13.8%
0.0%
1
off-ramp
Yes
9,999
100
0.92
20.0%
0.0%
1
on-ramp
Yes
1,900
760
0.92
4.5%
0.0%
1
off-ramp
Yes
4,550
1,440
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
3,540
0.92
9.3%
0.0%
1
5,940
0.92
7.9%
0.0%
1
2,070
0.92
14.9%
0.0%
1
1,470
0.92
15.4%
0.0%
1
1,240
0.92
14.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
4,630
0.92
5.9%
0.0%
1
1,470
0.92
14.9%
0.0%
1
2,150
0.92
14.9%
0.0%
1
2,390
0.92
14.9%
0.0%
1
5,860
0.92
5.9%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
5,360
0.92
5.9%
0.0%
1
7,240
0.92
5.5%
0.0%
1
2,250
0.92
14.0%
0.0%
1
1,820
0.92
13.8%
0.0%
1
2,870
0.92
13.8%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
2,610
0.92
13.8%
0.0%
1
2,890
0.92
13.8%
0.0%
1
3,040
0.92
13.8%
0.0%
1
6,320
0.92
4.5%
0.0%
1
7,080
0.92
4.5%
0.0%
1

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
TerrainRAMP
vF
PHFF
PT-F
PR-F
fP-F
vR
PHFR
PT-R
PR-R
fP-R
Adjacent Ramp Data

on-ramp
TypeUP
Yes
9,640
DistUP
1,820
vUP
0.92
PHFUP
9.3%
PT-UP
0.0%
PR-UP
1
fP-UP
TerrainUP
Level
on-ramp
TypeDOWN
No
6,500
DistDOWN
2,400
vDOWN
0.92
PHFDOWN
5.9%
PT-DOWN
0.0%
PR-DOWN
1
fP-DOWN
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
Page 6 of 21
Variable
SFF
Freeway Data
N
Ndown
TerrainFWY
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
2020 Build 2
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
70
5
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
5
4
Freeway
70
4
4
Freeway
70
4
4
Freeway
70
4
5
Freeway
70
4
4
Freeway
#N/A
#N/A
#N/A
Freeway
70
4
4
Freeway
70
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
right-hand
2
off-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
2
#N/A
right-hand
#N/A
off-ramp
right-hand
1
off-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
2
on-ramp
right-hand
2
on-ramp
right-hand
2
2
1,500
1,150
1
730
0
1
1,450
0
2
950
950
#N/A
#N/A
#N/A
1
1,350
0
1
800
0
1
800
0
1
1,500
0
1
1,000
0
#N/A
#N/A
#N/A
1
680
0
2
750
1,500
4,150
730
1,450
2,850
#N/A
1,350
50
35
45
45
#N/A
45
800
800
1,500
1,000
#N/A
1,360
35
35
35
45
#N/A
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
1,710
0.92
11.2%
0.0%
1
1,520
0.92
11.2%
0.0%
1
5,730
0.92
5.2%
0.0%
1
3,540
0.92
5.2%
0.0%
1
4,870
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
2,820
0.92
6.4%
0.0%
1
5,650
0.92
5.2%
0.0%
1
5,750
0.92
5.2%
0.0%
1
4,310
0.92
5.2%
0.0%
1
2,070
0.92
6.4%
0.0%
1
190
0.92
11.2%
0.0%
1
1,300
0.92
6.4%
0.0%
1
860
0.92
5.2%
0.0%
1
470
0.92
4.5%
0.0%
1
1,330
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
650
0.92
6.4%
0.0%
1
1,340
0.92
5.2%
0.0%
1
100
0.92
5.2%
0.0%
1
1,650
0.92
5.2%
0.0%
1
off-ramp
No
6,500
190
0.92
11.2%
0.0%
1
on-ramp
Yes
2,800
1,650
0.92
5.2%
0.0%
1
off-ramp
No
3,060
1,330
0.92
5.2%
0.0%
1
off-ramp
Yes
950
860
0.92
5.2%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
2,950
1,300
0.92
6.4%
0.0%
1
off-ramp
yes
1,000
100
0.92
5.2%
0.0%
1
on-ramp
no
9,999
740
0.92
5.2%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
off-ramp
Yes
2,950
650
0.92
6.4%
0.0%
1
off-ramp
No
950
1,330
0.92
5.2%
0.0%
1
off-ramp
Yes
9,999
1,750
0.92
4.5%
0.0%
1
on-ramp
Yes
3,060
470
0.92
4.5%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
1,200
100
0.92
6.4%
0.0%
1
Level
Level
Level
Level
Level
Level
1,520
0.92
11.2%
0.0%
1
2,820
0.92
9.0%
0.0%
1
4,870
0.92
5.2%
0.0%
1
4,010
0.92
5.2%
0.0%
1
3,540
0.92
5.2%
0.0%
1
#N/A
0.92
#N/A
#N/A
1

off-ramp
Ramp type
right-hand
Side
2
NRAMP
2
NJNCT
900
LA1, LD1
0
LA2, LD2
1,800
LA, LD
50
SFR
TerrainRAMP
vF
PHFF
PT-F
PR-F
fP-F
vR
PHFR
PT-R
PR-R
fP-R
Adjacent Ramp Data

on-ramp
TypeUP
Yes
9,640
DistUP
1,070
vUP
0.92
PHFUP
11.2%
PT-UP
0.0%
PR-UP
1
fP-UP
TerrainUP
Level
on-ramp
TypeDOWN
No
6,500
DistDOWN
1,300
vDOWN
0.92
PHFDOWN
6.4%
PT-DOWN
0.0%
PR-DOWN
1
fP-DOWN
TerrainDOWN
vFO
PHFFO
PT-FO
PR-FO
fP-FO
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
#N/A
#N/A
#N/A
Freeway
60
4
4
Freeway
60
4
4
Freeway
60
4
4
Freeway
65
4
4
Freeway
65
4
4
Freeway
Level
Level
Level
Level
Level
Level
Level
off-ramp
right-hand
2
off-ramp
right-hand
1
#N/A
right-hand
#N/A
off-ramp
right-hand
1
on-ramp
right-hand
1
on-ramp
right-hand
1
off-ramp
right-hand
1
on-ramp
right-hand
1
2
900
1,500
2
830
0
1
800
0
#N/A
#N/A
#N/A
1
1,500
0
1
950
0
1
990
0
1
780
0
1
1,200
0
3,000
3,300
1,660
800
#N/A
1,500
950
990
780
1,200
45
35
30
45
#N/A
30
30
45
45
45
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
#N/A
0.92
#N/A
0.0%
1
2,960
0.92
6.4%
0.0%
1
2,350
0.92
6.4%
0.0%
1
5,010
0.92
5.6%
0.0%
1
6,770
0.92
5.6%
0.0%
1
6,990
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
7,160
0.92
5.6%
0.0%
1
6,380
0.92
5.6%
0.0%
1
6,770
0.92
5.6%
0.0%
1
3,470
0.92
4.5%
0.0%
1
2,850
0.92
4.5%
0.0%
1
830
0.92
6.4%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
610
0.92
6.4%
0.0%
1
1,120
0.92
4.5%
0.0%
1
740
0.92
5.2%
0.0%
1
1,760
0.92
5.6%
0.0%
1
220
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
0.0%
1
780
0.92
5.6%
0.0%
1
390
0.92
5.6%
0.0%
1
220
0.92
5.6%
0.0%
1
620
0.92
4.5%
0.0%
1
410
0.92
4.5%
0.0%
1
off-ramp
Yes
1,230
1,340
0.92
5.2%
0.0%
1
off-ramp
Yes
1,200
200
0.92
6.4%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
9,999
830
0.92
6.4%
0.0%
1
off-ramp
Yes
1,750
610
0.92
6.4%
0.0%
1
off-ramp
No
900
1,760
0.92
5.6%
0.0%
1
off-ramp
Yes
1,480
220
0.92
5.6%
0.0%
1
on-ramp
Yes
6,350
150
0.92
20.0%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
3,650
1,560
0.92
5.6%
0.0%
1
off-ramp
Yes
780
780
0.92
5.6%
0.0%
1
on-ramp
Yes
1,450
390
0.92
5.6%
0.0%
1
on-ramp
Yes
9,999
100
0.92
20.0%
0.0%
1
off-ramp
Yes
1,900
620
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
on-ramp
Yes
1,230
1,650
0.92
5.2%
0.0%
1
off-ramp
Yes
1,000
1,340
0.92
5.2%
0.0%
1
off-ramp
Yes
2,800
860
0.92
5.2%
0.0%
1
off-ramp
Yes
9,999
610
0.92
6.4%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
No
1,750
1,120
0.92
4.5%
0.0%
1
off-ramp
Yes
6,250
100
0.92
20.0%
0.0%
1
off-ramp
Yes
9,999
1,340
0.92
5.2%
0.0%
1
on-ramp
No
900
740
0.92
5.2%
0.0%
1
off-ramp
No
1,480
1,760
0.92
5.6%
0.0%
1
#N/A
#N/A
#N/A
#N/A
0.92
#N/A
0.0%
1
on-ramp
Yes
780
390
0.92
5.6%
0.0%
1
on-ramp
Yes
1,450
220
0.92
5.6%
0.0%
1
off-ramp
Yes
9,999
150
0.92
20.0%
0.0%
1
on-ramp
Yes
1,900
410
0.92
4.5%
0.0%
1
off-ramp
Yes
4,550
660
0.92
4.5%
0.0%
1
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
Level
2,170
0.92
6.4%
0.0%
1
4,310
0.92
5.2%
0.0%
1
5,650
0.92
5.2%
0.0%
1
5,960
0.92
5.2%
0.0%
1
2,900
0.92
6.4%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
2,350
0.92
6.4%
0.0%
1
3,470
0.92
5.8%
0.0%
1
5,750
0.92
5.5%
0.0%
1
5,010
0.92
5.6%
0.0%
1
6,770
0.92
5.6%
0.0%
1
#N/A
0.92
#N/A
#N/A
1
6,380
0.92
5.6%
0.0%
1
6,770
0.92
5.6%
0.0%
1
6,990
0.92
5.6%
0.0%
1
2,850
0.92
4.5%
0.0%
1
3,260
0.92
4.5%
0.0%
1
Page 7 of 21
Variable Units
Description
Typical values
Step 1: Specify Inputs and Convert Demand Volumes to Demand Flow Rates
ET-FF
passenger-car equivalent (PCE) of one truck
or bus in traffic stream
ER-FF
Equation
Exhibit 11-10
Exhibit 11-10

Exhibit 11-10
Exhibit 11-10

Exhibit 11-10
ET-DOWN
ER-DOWN
Exhibit 11-10

vi
fHV-F
pc/h
demand flow rate for movement i
Eqn 13-1
= Vi / (PHF x fHV x fp)
pc/h/ln
= 1 / ( 1 + PT(ET - 1) + PR(ER - 1) )
Factor for estimate v5
Eqn 11-3
Eqn 13-1
Exhibit 13-17
vF4eff
pc/h
pc/h
estimated appraochign freeway flow in Lane 5

efefctive approaching freeway flow in four lanes
Exhibit 13-17
Equation 13-25
= vF - v5
vF
pc/h/ln
Eqn 13-1
fHV-FO
vFO
fHV-R
vR
fHV-UP
vUP
fHV-DOWN
vDOWN
ET-R
ER-R
ET-UP
ER-UP
vF(temp)
v5
Exhibit 11-10
Exhibit 11-10
Eqn 11-3
Eqn 13-1
Eqn 11-3
Eqn 13-1
Eqn 11-3
Eqn 13-1
Eqn 11-3
Eqn 13-1
Step 2: Estimate the Approaching Flow Rate in Lanes 1 and 2 aof the Freeway Immediately Upstream of the Ramp Influence Area
Estimating Flow in Lanes 1 and 2 for On-Ramps (Merge Areas)
PFM
proportion of freeway vehicles remaining in Lanes 1 and 2 immediately upstream of the on-ramp influence area
PFM-2
PFM for two lane freeways
PFM-3a
PFM for three lane freeways
Eqn 13-3
PFM-3b
Eqn 13-4
PFM-3c
Eqn 13-5
PFM-4a
PFM for four lane freeways; For vF/SFR 72
= 0.5775 + 0.000028*LA
= 0.7289 - 0.0000135(vF + vR) - 0.003296S
= 0.5487 + 0.2628(vD/LDOWN)
= 0.2178 - 0.000125vR + 0.01115(L
= 0.2178 - 0.000125vR
= 0.214(vF + vR) + 0.444LA + 52.32S
= vD / (0.1096 + 0.000107LA)
PFM-4b
LEQ1
ft
LEQ2
ft
Equation3Lane
PFM for four lane freeways; For vF/SFR > 72
Equation3Lane
Choose which equation to use for PFM when considering adjacent downstream off-ramps
v12-MERGE
Choose value of PFM to use based on all adjacent ramp configurations and number of freeway lanes. Default values used for special case of two-lane on-ramp.
flow rate in Lanes 1 and 2
Equation 13-2
= vF x PFM
pc/h
Eqn 13-6
Eqn 13-7
Choose which equation to use for PFM when considering adjacent upstream off-ramps
Estimating Flow in Lanes 1 and 2 for Off-Ramps (Diverge Areas)

proportion of diverging traffic remaining in Lanes 1 and 2 immediately upstream of the deceleration lane
PFD
PFD-2
PFD for two lane freeways
PFD-3a
PFD for three lane freeways
Eqn 13-9
Eqn 13-10
Eqn 13-11
= 0.760 - 0.000025*vF - 0.000046v
PFD-3b
PFD-3c
PFD-4
LEQ1
ft
LEQ2
ft
Equation3Lane

PFD for four lane freeways
Equation3Lane
Choose which equation to use for PFD when considering adjacent downstream off-ramps
v12-DIVERGE pc/h
Choose value of PFD to use based on all adjacent ramp configurations and number of freeway lanes. Default values used for special case of two-lane off-ramp
flow rate in Lanes 1 and 2
Equation 13-8
= vR + ( vF - vR )PFM
Eqn 13-12
Eqn 13-13
= 0.717 - 0.000039vF + 0.604(vU / L

= 0.616 - 0.000021vF + 0.124(vD/LDOWN
= 0.436
= vU / ( 0.071 + 0.000023vF - 0.000076v
= vD / ( 1.15 - 0.000032vF - 0.000369v
Choose which equation to use for PFD when considering adjacent upstream on-ramps
Checking the Reasonableness of the Lane Distribution Prediction

v12-temp
Application to Six-Lane Freeways
pc/h/ln flow rate in Lane 3 of the freeway
Equation 13-14
v3
v12a-1
Equation
13-15
adjust flow rate in Lanes 1 and 2 immediately upstream of the ramp influence area,
check
1
Equation
13-16
v12a-2
check
2
v12-3lane
Adjusted volume in lanes 1 and 2
Applications to Eight-Lane Freeways
vav34
pc/h/ln average flow rate in lanes 3 and 4
Equation 13-17
Equation
13-18
v12a-1
check
1
v12a-2
Equation
13-19
check
2
Adjusted volume in lanes 1 and 2
v12-4lane
v12(temp)
Final volume in lanes 1 and 2 (or two right-most lanes if left-handed ramp)
Adjustment factor for left-hand ramps
v12
Final volume in lanes 1 and 2 (or two right-most lanes if left-handed ramp)
= vF - v12
= vF - 2,700
= vF / 1.75
= ( vF - v12 ) / 2
= vF - 5,400
= vF / 2.50
Page 8 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
Variable
1.5
1.5
1.5
ET-FF
1.2
1.2
1.2
ER-FF
WBEntr_43_NBSB
WBExit_43_SB
1.5
1.2
1.5
1.2
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
2020 No Build
AM
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.956
4,458
0.956
4,060
0.930
2,722
0.930
1,437
0.930
2,383
#N/A
#N/A
0.971
6,702
0.930
2,652
0.930
2,652
0.930
1,542
0.971
4,845
#N/A
#N/A
0.971
6,792
0.971
6,053
0.936
2,126
0.936
3,369
0.936
3,578
#N/A
#N/A
0.936
3,346
0.936
3,032
0.936
3,369
0.978
8,156
0.978
7,045
v5
vF4eff
0.100
-
0.220
-
0.000
-
0.220
-
0.000
0
2,383
#N/A
#N/A
#N/A
0.150
1,005
5,697
0.000
-
NA
-
0.220
-
0.220
-
#N/A
#N/A
#N/A
0.150
-
0.240
-
0.220
-
0.000
-
0.000
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.220
-
0.200
-
0.270
-
vi
vF
4,458
4,060
2,722
1,437
2,383
#N/A
5,697
2,652
2,652
1,542
4,845
#N/A
6,792
6,053
2,126
3,369
3,578
#N/A
3,346
3,032
3,369
8,156
7,045
fHV-FO
vFO
0.956
4,060
0.962
6,768
0.930
2,383
0.929
1,709
0.930
1,437
#N/A
#N/A
0.971
4,845
0.930
1,542
0.930
2,652
0.930
2,722
0.971
6,792
#N/A
#N/A
0.971
6,053
0.973
8,198
0.935
2,640
0.936
2,126
0.936
3,369
#N/A
#N/A
0.936
3,032
0.936
3,369
0.936
3,578
0.978
7,045
0.978
7,934
fHV-R
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
398
2,708
339
272
946
#N/A
1,857
1,110
1,180
1,947
#N/A
738
2,145
514
1,243
209
#N/A
314
337
209
1,111
889
fHV-UP
vUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
2,115
398
1,180
946
339
#N/A
2,708
514
1,110
1,857
#N/A
1,947
738
1,243
209
120
#N/A
906
314
337
179
1,111
fHV-DOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
1.000
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,708
1,857
946
947
272
#N/A
1,947
1,180
339
738
#N/A
2,145
179
1,110
514
1,243
#N/A
337
209
120
889
1,633
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
PFM-3a
0.5955
#N/A
PFM-3b
0.7142
0.5736
#N/A
PFM-3c
0.5694
0.8048
0.4080
0.5431
0.8057
#N/A
PFM-4a
0.1680
-0.1207
0.1755
0.1838
0.0995
#N/A
PFM-4b
2,051.5
3,504.0
407.3
960.9
1,929.3
#N/A
LEQ1
8,960.3
3,354.9
5,040.9
3,575.4
656.5
#N/A
LEQ2
13-3
13-3
13-3
13-3
13-4
#N/A
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5955
#N/A
13-3
13-5
13-3
13-3
13-3
#N/A
Equation3Lane
0.6279
0.7142
0.5979
0.6181
0.6573
#N/A
0.2090
0.2090
0.1755
0.5431
0.2090
#N/A
NA
848.6
NA
780.3
NA
#N/A
v12-MERGE
1.0000
0.6153
0.3201
-0.0144
2,167.4
7,663.6
13-3
0.6153
13-3
0.6153
-0.0144
NA
1.0000
0.5999
0.3339
0.0791
588.4
6,044.4
13-3
0.5999
13-3
0.5999
0.0791
NA
1.0000
#VALUE!
#VALUE!
0.2178
#VALUE!
#VALUE!
13-3
#VALUE!
13-3
#VALUE!
NA
NA
1.0000
0.6195
0.6543
0.5805
0.5482
0.0703
676.7
1,254.2
13-3
0.6195
13-3
0.6195
0.5482
845.3
1.0000
0.6055
0.7157
0.5681
0.2222
-0.0256
1,848.9
3,409.5
13-3
0.6055
13-3
0.6055
-0.0256
-123.9
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4625
0.1255
2,166.7
8,406.5
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.5802
0.5562
0.6931
-0.0503
3,037.8
416.5
13-4
0.5802
13-3
0.6615
0.2090
1,265.2
1.0000
0.6699
0.5779
1.2048
0.1536
1,458.4
2,398.5
13-3
0.6699
13-3
0.6699
0.2090
444.3
1.0000
0.6240
0.6610
0.6794
0.0624
890.6
1,789.6
13-3
0.6240
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3899
0.1917
1,117.1
6,368.2
13-3
0.5999
13-3
0.5999
0.1917
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.7361
0.1786
615.7
1,247.3
13-3
0.6195
13-3
0.6195
0.1786
NA
1.0000
0.6041
0.6337
0.5288
0.1757
309.4
989.9
13-3
0.6041
13-3
0.6041
0.1757
532.7
1.0000
0.6052
0.5518
0.4370
0.1917
1,156.7
554.7
13-3
0.6052
13-3
0.6052
0.1917
645.7
1.0000
0.5993
0.2722
0.0789
2,281.0
4,604.7
13-3
0.5993
13-3
0.5993
0.0789
NA
1.0000
0.6111
0.5932
0.6430
0.4040
0.1067
2,182.1
6,863.4
13-4
0.5932
13-5
0.6430
0.1067
751.6

PFD
1.0000
1.0000
PFD-2
0.6302
0.5339
PFD-3a
0.6757
PFD-3b
0.6088
PFD-3c
0.4360
0.4360
PFD-4
14,763.3
-9,613.2
LEQ1
3,147.0
88,894.1
LEQ2
13-10
13-9
Equation3Lane
0.6757
0.5339
13-9
13-11
Equation3Lane
0.6302
0.6088
0.2600
0.2600
1,453.7
NA
v12-DIVERGE
1.0000
0.6937
0.4360
0.0
0.0
13-9
0.6937
13-9
0.6937
NA
NA
1.0000
0.6672
0.5986
0.4360
66,070.7
509.2
13-9
0.6672
13-9
0.6672
0.4360
NA
1.0000
0.5493
0.5234
0.4360
53,889.6
2,670.4
13-9
0.5493
13-9
0.5493
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5562
0.5697
0.4360
11,379.7
3,248.7
13-10
0.5697
13-9
0.5562
0.2600
2,312.4
1.0000
0.5100
0.4924
0.4360
15,634.8
1,087.5
13-9
0.5100
13-9
0.5100
0.2600
NA
1.0000
0.6832
0.5851
0.4360
15,378.0
1,243.7
13-9
0.6832
13-9
0.6832
0.2600
NA
1.0000
0.6186
0.4360
3,871.4
880.9
13-9
0.6186
13-9
0.6186
0.2600
1,795.8
1.0000
0.6609
0.5888
0.4360
870.2
1,297.1
13-9
0.6609
13-9
0.6609
0.4360
1,678.0
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6619
0.7365
0.4360
7,301.0
363.4
13-10
0.7365
13-9
0.6619
0.4360
1,635.7
1.0000
0.6687
0.4360
2,724.4
225.2
13-9
0.6687
13-9
0.6687
0.4360
NA
1.0000
0.6662
0.7259
0.5467
0.4360
2,540.9
123.9
13-10
0.7259
13-9
0.6662
0.4360
NA
1.0000
0.5050
0.4097
0.4360
1,029.9
1,856.1
13-9
0.5050
13-9
0.5050
0.4360
4,182.9
1.0000
0.5430
0.5126
0.4360
6,715.3
2,738.4
13-9
0.5430
13-9
0.5430
0.4360
NA
vR

1,453.7
848.6
v12-temp
3,004.6
3,211.6
v3
1,758.3
1,360.2
v12a-1
2,547.6
2,320.1
v12a-2
2,547.6
2,320.1
v12-3lane
1.0000
0.6764
0.8654
0.4360
10,939.2
1,008.9
13-10
0.8654
13-9
0.6764
0.4360
1,377.8
1.0000
0.7116
0.5976
0.4360
11,350.4
943.2
13-9
0.7116
13-9
0.7116
0.4360
NA
1.0000
0.6569
0.4360
6,285.4
375.6
13-9
0.6569
13-9
0.6569
0.2600
1,319.8
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5321
0.4360
44,486.8
6,896.5
13-9
0.5321
13-9
0.5321
0.4360
3,531.5
1.0000
0.6427
0.4360
10,787.3
1,799.6
13-9
0.6427
13-9
0.6427
0.4360
1,782.1
1,377.8
780.3
1,319.8
#N/A
3,531.5
1,782.1Spreadsheet not compatible with this analysis
845.3
-123.9
#N/A
2,312.4
1,265.2
444.3
1,795.8
1,678.0
#N/A
1,635.7
532.7
645.7
4,182.9
751.6
1,344.1
1,555.3
1,555.3
656.6
821.1
821.1
1,063.3
1,361.8
1,361.8
#N/A
#N/A
#N/A
#N/A
2,165.5
3,531.5
869.7
1,782.1
#VALUE!
#VALUE!
#VALUE!
#VALUE!
696.7
881.1
881.1
4,968.8
2,144.9
2,768.5
2,768.5
#N/A
#N/A
#N/A
#N/A
4,479.5
4,091.9
3,881.1
4,091.9
4,788.2
3,353.4
3,459.1
3,459.1
1,681.7
1,214.9
1,214.9
1,573.2
1,925.2
1,925.2
1,900.1
2,044.7
2,044.7
#N/A
#N/A
#N/A
#N/A
1,710.1
1,911.9
1,911.9
2,499.4
1,732.7
1,732.7
2,723.3
669.1
1,925.2
1,925.2
3,973.5
5,456.4
4,660.8
5,456.4
6,293.6
4,345.2
4,025.8
4,345.2

1,502.3
vav34
v12a-1
1,783.3
v12a-2
1,783.3
v12-4lane
1,605.8
1,624.1
1,624.1
672.0
1,377.8
328.3
780.3
531.6
1,319.8
#N/A
#N/A
#N/A
#N/A
1,082.8
3,531.5
434.8
1,782.1
#VALUE!
#VALUE!
#VALUE!
#VALUE!
348.4
845.3
2,484.4
1,938.0
1,938.0
#N/A
#N/A
#N/A
#N/A
2,239.8
2,716.8
2,716.8
2,394.1
2,421.4
2,421.4
840.8
850.4
850.4
786.6
1,795.8
950.1
1,678.0
#N/A
#N/A
#N/A
#N/A
855.1
1,635.7
1,249.7
1,212.9
1,212.9
1,361.7
1,347.6
1,347.6
1,986.7
4,182.9
3,146.8
1,645.2
2,818.1
2,818.1
v12(temp)
1,783.3
-
1,624.1
-
1,377.8
-
780.3
-
1,319.8
-
#N/A
-
3,531.5
-
1,782.1
-
NA
-
845.3
-
1,938.0
-
#N/A
-
2,716.8
-
2,421.4
-
850.4
-
1,795.8
-
1,678.0
-
#N/A
-
1,635.7
-
1,212.9
-
1,347.6
-
4,182.9
-
2,818.1
-
v12
1,783.3
1,624.1
1,377.8
780.3
1,319.8
#N/A
3,531.5
1,782.1
NA
845.3
1,938.0
#N/A
2,716.8
2,421.4
850.4
1,795.8
1,678.0
#N/A
1,635.7
1,212.9
1,347.6
4,182.9
2,818.1
Page 9 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
Variable
1.5
1.5
1.5
ET-FF
1.2
1.2
1.2
ER-FF
WBEntr_43_NBSB
WBExit_43_SB
1.5
1.2
1.5
1.2
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
2020 No Build
PM
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.947
1,974
0.947
1,745
0.974
6,447
0.974
3,949
0.974
5,410
#N/A
#N/A
0.969
3,185
0.974
6,492
0.974
6,492
0.974
4,674
0.969
2,153
#N/A
#N/A
0.969
3,376
0.969
2,669
0.973
5,642
0.973
7,642
0.973
7,921
#N/A
#N/A
0.973
8,056
0.973
7,151
0.973
7,620
0.978
3,923
0.978
3,179
v5
vF4eff
0.000
-
0.220
-
0.150
-
0.220
-
0.100
541
4,869
#N/A
#N/A
#N/A
0.000
0
3,185
0.150
-
NA
-
0.220
-
0.220
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.240
-
0.200
-
0.200
-
#N/A
#N/A
#N/A
0.200
-
0.270
-
0.285
-
0.000
-
0.220
-
vF
1,974
1,745
6,447
3,949
4,869
#N/A
3,185
6,492
6,492
4,674
2,153
#N/A
3,376
2,669
5,642
7,642
7,921
#N/A
8,056
7,151
7,620
3,923
3,179
fHV-FO
vFO
0.947
1,745
0.957
3,225
0.974
5,410
0.975
4,515
0.974
3,949
#N/A
#N/A
0.969
2,153
0.974
4,674
0.974
6,492
0.974
6,447
0.969
3,376
#N/A
#N/A
0.969
2,669
0.972
3,947
0.973
6,501
0.973
5,642
0.973
7,642
#N/A
#N/A
0.973
7,151
0.973
7,620
0.973
7,921
0.978
3,179
0.978
3,656
fHV-R
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
230
1,480
1,037
567
1,461
#N/A
1,032
1,818
1,774
1,222
#N/A
707
1,278
859
2,000
279
#N/A
905
469
302
745
478
fHV-UP
vUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
1,263
230
1,774
1,461
1,037
#N/A
1,480
859
1,818
1,032
#N/A
1,222
707
2,000
279
179
#N/A
1,765
905
469
120
745
fHV-DOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
1.000
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,480
1,032
1,461
1,989
567
#N/A
1,222
1,774
1,037
707
#N/A
1,278
120
1,818
859
2,000
#N/A
469
302
179
478
756
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
PFM-3a
0.5550
#N/A
PFM-3b
0.6406
0.6010
#N/A
PFM-3c
0.5905
0.9582
0.3207
0.5062
0.7413
#N/A
PFM-4a
0.1891
0.0328
0.0881
0.1470
0.0351
#N/A
PFM-4b
1,483.8
2,745.8
1,354.1
1,561.5
2,571.5
#N/A
LEQ1
4,898.6
1,863.5
7,784.7
7,513.1
1,367.1
#N/A
LEQ2
13-3
13-3
13-3
13-3
13-4
#N/A
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5550
#N/A
13-3
13-3
13-3
13-3
13-3
#N/A
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.2090
0.2090
0.0881
0.1470
0.2090
#N/A
NA
364.6
NA
580.3
NA
#N/A
v12-MERGE
1.0000
0.6153
0.4233
0.0888
1,453.2
4,811.7
13-3
0.6153
13-3
0.6153
0.4233
NA
1.0000
0.5999
0.2454
-0.0095
1,561.8
9,086.1
13-3
0.5999
13-3
0.5999
-0.0095
NA
1.0000
#VALUE!
#VALUE!
0.2178
#VALUE!
#VALUE!
13-3
#VALUE!
13-3
#VALUE!
NA
NA
1.0000
0.6195
0.6040
0.6461
0.4740
-0.0039
1,473.9
3,840.8
13-4
0.6040
13-5
0.6461
-0.0039
-18.2
1.0000
0.6055
0.7618
0.5673
0.3128
0.0650
1,117.8
3,261.9
13-3
0.6055
13-3
0.6055
0.3128
673.5
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4665
0.1295
1,428.8
5,009.7
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.6375
0.5537
0.8014
0.0580
2,128.1
277.7
13-4
0.6375
13-3
0.6615
0.2090
557.8
1.0000
0.6699
0.5965
1.1617
0.1104
2,284.6
3,929.6
13-3
0.6699
13-3
0.6699
0.2090
1,179.2
1.0000
0.6240
0.5931
0.5848
-0.0322
1,967.0
2,990.4
13-4
0.5931
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3811
0.1829
2,061.6
10,245.5
13-3
0.5999
13-3
0.5999
0.1829
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.6622
0.1047
1,750.2
1,737.3
13-3
0.6195
13-3
0.6195
0.1047
NA
1.0000
0.6041
0.5763
0.5122
0.1591
1,219.0
1,428.0
13-4
0.5763
13-3
0.6041
0.1591
1,138.0
1.0000
0.6052
0.5534
0.4254
0.1801
2,086.2
832.1
13-3
0.6052
13-3
0.6052
0.1801
1,372.3
1.0000
0.5993
0.3180
0.1247
1,296.6
2,475.3
13-3
0.5993
13-3
0.5993
0.1247
NA
1.0000
0.6111
0.6509
0.5923
0.4554
0.1581
1,266.7
3,175.4
13-3
0.6111
13-3
0.6111
0.4554
1,447.5

PFD
1.0000
1.0000
PFD-2
0.7001
0.6483
PFD-3a
0.7191
PFD-3b
0.6227
PFD-3c
0.4360
0.4360
PFD-4
12,758.8
-166,669.4
LEQ1
1,477.2
1,883.0
LEQ2
13-10
13-9
Equation3Lane
0.7191
0.6483
13-9
13-9
Equation3Lane
0.7001
0.6483
0.2600
0.2600
683.2
NA
v12-DIVERGE
1.0000
0.5616
0.5638
0.4360
41,602.6
2,998.4
13-9
0.5616
13-11
0.5638
0.4360
NA
1.0000
0.6499
0.5795
0.4360
37,353.4
1,121.4
13-9
0.6499
13-9
0.6499
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6431
0.6592
0.4360
12,875.1
1,635.9
13-10
0.6592
13-9
0.6431
0.2600
1,400.5
1.0000
0.6345
0.5623
0.4360
20,040.3
201.6
13-9
0.6345
13-9
0.6345
0.2600
NA
1.0000
0.5794
0.5201
0.4360
14,760.2
2,786.5
13-9
0.5794
13-9
0.5794
0.2600
NA
1.0000
0.4769
0.4360
2,947.2
5,128.5
13-9
0.4769
13-9
0.4769
0.2600
3,466.9
1.0000
0.5491
0.4251
0.4360
773.2
2,520.6
13-9
0.5491
13-9
0.5491
0.4360
3,611.3
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5170
0.6950
0.4360
9,415.0
840.5
13-10
0.6950
13-9
0.5170
0.4360
4,022.6
1.0000
0.5596
0.4360
4,529.5
403.3
13-9
0.5596
13-9
0.5596
0.4360
NA
1.0000
0.5556
0.6153
0.4582
0.4360
2,101.2
225.6
13-10
0.6153
13-9
0.5556
0.4360
NA
1.0000
0.6277
0.5712
0.4360
1,142.6
637.4
13-9
0.6277
13-9
0.6277
0.4360
2,130.5
1.0000
0.6586
0.5698
0.4360
6,908.3
866.7
13-9
0.6586
13-9
0.6586
0.4360
NA
vi
vR
1.0000
0.5511
0.8481
0.4360
12,628.0
2,605.3
13-10
0.8481
13-9
0.5511
0.4360
3,396.2
1.0000
0.6352
0.5577
0.4360
12,305.3
2,442.0
13-9
0.6352
13-9
0.6352
0.4360
NA
1.0000
0.5711
0.4360
14,421.9
1,245.6
13-9
0.5711
13-9
0.5711
0.2600
2,347.3
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6329
0.4360
22,483.5
1,831.7
13-9
0.6329
13-9
0.6329
0.4360
1,970.6
1.0000
0.5141
0.4360
10,457.7
6,536.6
13-9
0.5141
13-9
0.5141
0.4360
3,856.0
1.0000
0.5977
0.4360
0.0
0.0
13-9
0.5977
13-9
0.5977
NA
NA

683.2
364.6
v12-temp
1,291.1
1,380.1
v3
v12a-1
1,128.2
997.0
v12a-2
1,128.2
997.0
v12-3lane
3,396.2
580.3
2,347.3
#N/A
1,970.6
3,856.0
Spreadsheet not compatible with this analysis
-18.2
673.5
#N/A
1,400.5
557.8
1,179.2
3,466.9
3,611.3
#N/A
4,022.6
1,138.0
1,372.3
2,130.5
1,447.5
3,051.3
3,747.4
3,684.2
3,747.4
3,368.5
1,248.8
2,256.4
2,256.4
2,521.7
2,782.3
2,782.3
#N/A
#N/A
#N/A
#N/A
1,214.4
1,970.6
2,636.0
3,856.0
#VALUE!
#VALUE!
#VALUE!
#VALUE!
4,692.0
1,973.8
2,670.8
2,670.8
1,479.7
1,230.4
1,230.4
#N/A
#N/A
#N/A
#N/A
1,975.1
1,928.9
1,928.9
2,111.3
1,525.2
1,525.2
4,463.0
2,942.2
3,224.1
3,224.1
4,175.3
4,942.2
4,367.0
4,942.2
4,310.2
5,221.5
4,526.6
5,221.5
#N/A
#N/A
#N/A
#N/A
4,032.9
5,355.6
4,603.2
5,355.6
6,012.6
4,450.6
4,086.0
4,450.6
6,247.6
4,919.8
4,354.2
4,919.8
1,792.7
2,241.8
2,241.8
1,731.0
1,816.3
1,816.3

645.5
vav34
v12a-1
789.7
v12a-2
789.7
v12-4lane
690.0
697.9
697.9
1,525.6
3,396.2
1,684.2
1,579.5
1,579.5
1,260.9
2,347.3
#N/A
#N/A
#N/A
#N/A
607.2
1,970.6
1,318.0
3,856.0
#VALUE!
#VALUE!
#VALUE!
#VALUE!
2,346.0
1,869.5
1,869.5
739.9
861.3
861.3
#N/A
#N/A
#N/A
#N/A
987.6
1,400.5
1,055.6
1,067.6
1,067.6
2,231.5
2,256.9
2,256.9
2,087.6
3,466.9
2,155.1
3,611.3
#N/A
#N/A
#N/A
#N/A
2,016.5
4,022.6
3,006.3
1,750.6
2,860.2
2,860.2
3,123.8
2,219.8
3,047.9
3,047.9
896.3
2,130.5
865.5
1,447.5
v12(temp)
789.7
-
697.9
-
3,396.2
-
1,579.5
-
2,347.3
-
#N/A
-
1,970.6
-
3,856.0
-
NA
-
1,869.5
-
861.3
-
#N/A
-
1,400.5
-
1,067.6
-
2,256.9
-
3,466.9
-
3,611.3
-
#N/A
-
4,022.6
-
2,860.2
-
3,047.9
-
2,130.5
-
1,447.5
-
v12
789.7
697.9
3,396.2
1,579.5
2,347.3
#N/A
1,970.6
3,856.0
NA
1,869.5
861.3
#N/A
1,400.5
1,067.6
2,256.9
3,466.9
3,611.3
#N/A
4,022.6
2,860.2
3,047.9
2,130.5
1,447.5
Page 10 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
AM
Variable
1.5
1.5
ET-FF
1.2
1.2
ER-FF
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.956
4,390
0.956
3,969
0.930
2,652
0.930
1,425
0.930
2,360
#N/A
#N/A
0.971
6,479
0.930
2,371
0.930
2,652
0.930
1,822
0.971
5,628
#N/A
#N/A
0.971
6,758
0.971
6,020
0.936
2,114
0.936
3,357
0.936
3,567
#N/A
#N/A
0.936
3,346
0.936
3,032
0.936
3,369
0.978
8,112
0.978
7,023
v5
vF4eff
0.100
-
0.220
-
0.000
-
0.220
-
0.000
0
2,360
#N/A
#N/A
#N/A
0.150
972
5,507
0.000
-
0.000
-
0.220
-
0.240
-
#N/A
#N/A
#N/A
0.150
-
0.240
-
0.220
-
0.000
-
0.000
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.220
-
0.200
-
0.270
-
vi
vF
4,390
3,969
2,652
1,425
2,360
#N/A
5,507
2,371
2,652
1,822
5,628
#N/A
6,758
6,020
2,114
3,357
3,567
#N/A
3,346
3,032
3,369
8,112
7,023
fHV-FO
vFO
0.956
3,969
0.962
6,543
0.930
2,360
0.929
1,709
0.930
1,425
#N/A
#N/A
0.971
5,125
0.930
1,822
0.930
2,371
0.930
2,652
0.971
6,758
#N/A
#N/A
0.971
6,020
0.973
8,153
0.935
2,640
0.936
2,114
0.936
3,357
#N/A
#N/A
0.936
3,032
0.936
3,369
0.936
3,567
0.978
7,023
0.978
7,923
fHV-R
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
421
2,574
292
284
935
#N/A
1,354
549
280
829
1,130
#N/A
738
2,134
526
1,243
209
#N/A
314
337
197
1,089
900
fHV-UP
vUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
2,036
421
829
935
292
#N/A
2,574
280
526
549
78
#N/A
1,130
738
1,243
209
120
#N/A
895
314
337
179
1,089
fHV-DOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,574
1,354
935
911
284
#N/A
582
829
549
292
738
#N/A
2,134
179
549
526
1,243
#N/A
337
197
120
900
1,611
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
PFM-3a
0.5960
PFM-3b
0.6693
0.5726
PFM-3c
0.5666
0.8216
0.4139
0.5416
0.8071
PFM-4a
0.1652
-0.1039
0.1813
0.1823
0.1010
PFM-4b
2,041.7
3,455.8
382.3
961.0
1,921.8
LEQ1
8,516.0
2,445.4
4,978.6
3,441.3
685.0
LEQ2
13-3
13-3
13-3
13-3
13-4
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5960
13-3
13-3
13-3
13-3
13-3
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.6573
0.2090
0.2090
0.1813
0.5416
0.2090
NA
829.6
NA
771.8
NA
v12-MERGE
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6153
0.3831
0.0486
2,019.0
2,290.3
13-3
0.6153
13-3
0.6153
0.0486
NA
1.0000
0.5999
0.6371
0.4040
0.1492
408.4
4,249.0
13-3
0.5999
13-3
0.5999
0.4040
NA
1.0000
0.5999
0.6930
0.4376
0.1828
410.9
2,812.7
13-3
0.5999
13-5
0.6930
0.1828
NA
1.0000
0.6195
0.6552
0.5761
0.5920
0.1141
661.7
1,081.2
13-3
0.6195
13-3
0.6195
0.5920
1,078.8
1.0000
0.6055
0.5649
0.5681
0.3243
0.0765
1,841.7
3,409.5
13-4
0.5649
13-3
0.6055
0.0765
430.8
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4625
0.1255
2,159.6
8,362.9
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.5808
0.5562
0.6944
-0.0489
3,028.2
416.5
13-4
0.5808
13-3
0.6615
0.2090
1,258.1
1.0000
0.6699
0.5631
1.2034
0.1521
1,458.4
1,186.6
13-3
0.6699
13-3
0.6699
0.2090
441.9
1.0000
0.6240
0.6612
0.6794
0.0624
888.1
1,830.2
13-3
0.6240
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3899
0.1917
1,114.6
6,368.2
13-3
0.5999
13-3
0.5999
0.1917
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.7361
0.1786
615.7
1,247.3
13-3
0.6195
13-3
0.6195
0.1786
NA
1.0000
0.6041
0.6337
0.5288
0.1757
309.4
934.9
13-3
0.6041
13-3
0.6041
0.1757
532.7
1.0000
0.6052
0.5518
0.4384
0.1931
1,154.2
554.7
13-3
0.6052
13-3
0.6052
0.1931
650.6
1.0000
0.5993
0.2749
0.0817
2,266.7
4,662.2
13-3
0.5993
13-3
0.5993
0.0817
NA
1.0000
0.6111
0.5933
0.6418
0.4026
0.1053
2,179.7
6,770.1
13-4
0.5933
13-5
0.6418
0.1053
739.4

PFD
1.0000
1.0000
PFD-2
0.6309
0.5424
PFD-3a
0.6733
PFD-3b
0.5896
PFD-3c
0.4360
0.4360
PFD-4
14,542.5
-12,638.4
LEQ1
3,012.6
18,457.5
LEQ2
13-10
13-9
Equation3Lane
0.6733
0.5424
13-9
13-11
Equation3Lane
0.6309
0.5896
0.2600
0.2600
1,452.8
NA
v12-DIVERGE
1.0000
0.6808
0.6284
0.4360
4,749.4
570.9
13-9
0.6808
13-9
0.6808
0.4360
1,314.3
1.0000
0.6763
0.5907
0.4360
11,007.4
371.7
13-9
0.6763
13-9
0.6763
0.4360
NA
1.0000
0.5673
0.5070
0.4360
683.7
1,335.7
13-9
0.5673
13-9
0.5673
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5571
0.5217
0.4360
6,635.4
3,226.6
13-9
0.5571
13-9
0.5571
0.2600
2,303.6
1.0000
0.5114
0.4931
0.4360
15,610.9
1,054.5
13-9
0.5114
13-9
0.5114
0.2600
NA
1.0000
0.6830
0.5784
0.4360
15,600.9
618.0
13-9
0.6830
13-9
0.6830
0.2600
NA
1.0000
0.6189
0.4360
3,890.6
900.3
13-9
0.6189
13-9
0.6189
0.2600
1,792.8
1.0000
0.6612
0.5893
0.4360
871.9
1,296.6
13-9
0.6612
13-9
0.6612
0.4360
1,673.0
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6619
0.7345
0.4360
7,207.4
363.4
13-10
0.7345
13-9
0.6619
0.4360
1,635.7
1.0000
0.6687
0.4360
2,724.4
212.7
13-9
0.6687
13-9
0.6687
0.4360
NA
1.0000
0.6667
0.7259
0.5467
0.4360
2,524.0
123.4
13-10
0.7259
13-9
0.6667
0.4360
NA
1.0000
0.5071
0.4115
0.4360
1,026.0
1,842.3
13-9
0.5071
13-9
0.5071
0.4360
4,151.0
1.0000
0.5430
0.5124
0.4360
6,635.4
2,716.6
13-9
0.5430
13-9
0.5430
0.4360
NA
vR
1.0000
0.6803
0.7925
0.4360
7,554.1
976.1
13-10
0.7925
13-9
0.6803
0.4360
1,320.9
1.0000
0.7113
0.5974
0.4360
11,369.5
911.4
13-9
0.7113
13-9
0.7113
0.4360
NA
1.0000
0.6580
0.4360
5,383.5
389.2
13-9
0.6580
13-9
0.6580
0.2600
1,305.1
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5601
0.4360
27,158.4
1,227.0
13-9
0.5601
13-9
0.5601
0.4360
3,164.6
1.0000
0.6755
0.4360
3,345.0
951.7
13-9
0.6755
13-9
0.6755
0.4360
1,343.6

1,452.8
829.6
v12-temp
2,937.2
3,139.7
v3
1,690.0
1,269.2
v12a-1
2,508.6
2,268.1
v12a-2
2,508.6
2,268.1
v12-3lane
1,320.9
771.8
1,305.1
#N/A
3,164.6
1,343.6
1,314.3
1,078.8
430.8
#N/A
2,303.6
1,258.1
441.9
1,792.8
1,673.0
#N/A
1,635.7
532.7
650.6
4,151.0
739.4
1,330.9
1,515.3
1,515.3
653.3
814.4
814.4
1,054.6
1,348.4
1,348.4
#N/A
#N/A
#N/A
#N/A
2,342.2
3,164.6
1,027.8
1,355.1
1,355.1
1,337.5
1,515.3
1,515.3
743.6
1,078.8
5,197.4
2,928.2
3,216.1
3,216.1
#N/A
#N/A
#N/A
#N/A
4,454.7
4,058.3
3,861.9
4,058.3
4,761.7
3,319.8
3,439.9
3,439.9
1,672.5
1,208.2
1,208.2
1,564.6
1,918.5
1,918.5
1,893.6
2,038.0
2,038.0
#N/A
#N/A
#N/A
#N/A
1,710.1
1,911.9
1,911.9
2,499.4
1,732.7
1,732.7
2,718.4
669.1
1,925.2
1,925.2
3,960.9
5,411.9
4,635.4
5,411.9
6,283.5
4,322.9
4,013.1
4,322.9

1,468.6
vav34
v12a-1
1,756.0
v12a-2
1,756.0
v12-4lane
1,569.8
1,587.7
1,587.7
665.4
1,320.9
326.7
771.8
527.3
1,305.1
#N/A
#N/A
#N/A
#N/A
1,171.1
3,164.6
513.9
1,343.6
668.7
1,314.3
371.8
1,078.8
2,598.7
2,251.3
2,251.3
#N/A
#N/A
#N/A
#N/A
2,227.3
2,703.3
2,703.3
2,380.8
2,407.9
2,407.9
836.2
845.7
845.7
782.3
1,792.8
946.8
1,673.0
#N/A
#N/A
#N/A
#N/A
855.1
1,635.7
1,249.7
1,212.9
1,212.9
1,359.2
1,347.6
1,347.6
1,980.5
4,151.0
3,141.7
1,622.9
2,809.2
2,809.2
v12(temp)
1,756.0
-
1,587.7
-
1,320.9
-
771.8
-
1,305.1
-
#N/A
-
3,164.6
-
1,343.6
-
1,314.3
-
1,078.8
-
2,251.3
-
#N/A
-
2,703.3
-
2,407.9
-
845.7
-
1,792.8
-
1,673.0
-
#N/A
-
1,635.7
-
1,212.9
-
1,347.6
-
4,151.0
-
2,809.2
-
v12
1,756.0
1,587.7
1,320.9
771.8
1,305.1
#N/A
3,164.6
1,343.6
1,314.3
1,078.8
2,251.3
#N/A
2,703.3
2,407.9
845.7
1,792.8
1,673.0
#N/A
1,635.7
1,212.9
1,347.6
4,151.0
2,809.2
Page 11 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
PM
Variable
1.5
1.5
1.5
ET-FF
1.2
1.2
1.2
ER-FF
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.947
1,928
0.947
1,710
0.974
6,235
0.974
3,893
0.974
5,343
#N/A
#N/A
0.969
3,073
0.974
5,934
0.974
6,459
0.974
4,897
0.969
2,703
#N/A
#N/A
0.969
3,342
0.969
2,624
0.973
5,620
0.973
7,620
0.973
7,877
#N/A
#N/A
0.973
8,022
0.973
7,139
0.973
7,597
0.978
3,890
0.978
3,156
v5
vF4eff
0.000
-
0.220
-
0.150
-
0.220
-
0.100
534
4,809
#N/A
#N/A
#N/A
0.000
0
3,073
0.150
-
0.150
-
0.220
-
0.220
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.240
-
0.200
-
0.200
-
#N/A
#N/A
#N/A
0.200
-
0.270
-
0.285
-
0.000
-
0.220
-
vF
1,928
1,710
6,235
3,893
4,809
#N/A
3,073
5,934
6,459
4,897
2,703
#N/A
3,342
2,624
5,620
7,620
7,877
#N/A
8,022
7,139
7,597
3,890
3,156
fHV-FO
vFO
0.947
1,710
0.957
3,112
0.974
5,343
0.975
4,437
0.974
3,893
#N/A
#N/A
0.969
2,411
0.974
4,897
0.974
5,934
0.974
6,235
0.969
3,342
#N/A
#N/A
0.969
2,624
0.972
3,913
0.973
6,468
0.973
5,620
0.973
7,620
#N/A
#N/A
0.973
7,139
0.973
7,597
0.973
7,877
0.978
3,156
0.978
3,645
fHV-R
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
218
1,402
892
544
1,450
#N/A
662
1,037
524
1,339
639
#N/A
718
1,289
848
2,000
257
#N/A
883
458
279
734
489
fHV-UP
vUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
1,217
218
1,339
1,450
892
#N/A
1,402
524
848
1,037
45
#N/A
639
718
2,000
257
179
#N/A
1,754
883
458
120
734
fHV-DOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,402
662
1,450
1,911
544
#N/A
336
1,339
1,037
892
718
#N/A
1,289
120
1,037
848
2,000
#N/A
458
279
179
489
745
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
PFM-3a
0.5559
PFM-3b
0.6076
0.5989
PFM-3c
0.5919
0.9680
0.3388
0.5090
0.7427
PFM-4a
0.1905
0.0426
0.1063
0.1497
0.0365
PFM-4b
1,471.5
2,721.6
1,277.7
1,544.8
2,556.2
LEQ1
4,638.8
1,195.1
7,725.3
7,219.3
1,313.5
LEQ2
13-3
13-3
13-3
13-3
13-4
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5559
13-3
13-3
13-3
13-3
13-3
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.6573
0.2090
0.2090
0.1063
0.1497
0.2090
NA
357.5
NA
582.9
NA
v12-MERGE
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6153
0.4696
0.1351
1,350.0
1,324.3
13-3
0.6153
13-3
0.6153
0.4696
NA
1.0000
0.5999
0.5824
0.3430
0.0881
1,275.3
6,857.4
13-4
0.5824
13-3
0.5999
0.0881
NA
1.0000
0.5999
0.8213
0.4071
0.1523
1,277.7
5,314.5
13-3
0.5999
13-5
0.8213
0.1523
NA
1.0000
0.6195
0.6069
0.6325
0.5283
0.0505
1,428.6
3,303.9
13-4
0.6069
13-5
0.6325
0.0505
247.2
1.0000
0.6055
0.6111
0.5676
0.3857
0.1379
1,110.6
3,313.7
13-3
0.6055
13-3
0.6055
0.3857
1,042.4
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4651
0.1281
1,424.0
5,053.3
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.6380
0.5537
0.8000
0.0567
2,120.9
277.7
13-4
0.6380
13-3
0.6615
0.2090
548.5
1.0000
0.6699
0.5760
1.1631
0.1118
2,277.5
2,242.0
13-3
0.6699
13-3
0.6699
0.2090
1,174.6
1.0000
0.6240
0.5934
0.5848
-0.0322
1,962.3
2,951.6
13-4
0.5934
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3839
0.1857
2,047.2
10,245.5
13-3
0.5999
13-3
0.5999
0.1857
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.6650
0.1075
1,738.2
1,696.0
13-3
0.6195
13-3
0.6195
0.1075
NA
1.0000
0.6041
0.5766
0.5136
0.1605
1,214.3
1,322.2
13-4
0.5766
13-3
0.6041
0.1605
1,146.2
1.0000
0.6052
0.5534
0.4282
0.1829
2,076.6
832.1
13-3
0.6052
13-3
0.6052
0.1829
1,389.5
1.0000
0.5993
0.3194
0.1261
1,287.1
2,532.9
13-3
0.5993
13-3
0.5993
0.1261
NA
1.0000
0.6111
0.6511
0.5917
0.4540
0.1567
1,264.3
3,128.7
13-3
0.6111
13-3
0.6111
0.4540
1,433.0

PFD
1.0000
1.0000
PFD-2
0.7018
0.6528
PFD-3a
0.7180
PFD-3b
0.6079
PFD-3c
0.4360
0.4360
PFD-4
12,317.7
57,440.3
LEQ1
1,391.0
1,144.8
LEQ2
13-10
13-9
Equation3Lane
0.7180
0.6528
13-9
13-9
Equation3Lane
0.7018
0.6528
0.2600
0.2600
662.8
NA
v12-DIVERGE
1.0000
0.5744
0.6090
0.4360
4,717.6
1,383.4
13-9
0.5744
13-11
0.6090
0.4360
3,111.6
1.0000
0.5760
0.5527
0.4360
12,666.8
1,787.0
13-9
0.5760
13-9
0.5760
0.4360
NA
1.0000
0.6630
0.5681
0.4360
530.4
867.2
13-9
0.6630
13-9
0.6630
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6434
0.6253
0.4360
6,850.2
1,656.6
13-9
0.6434
13-9
0.6434
0.2600
1,400.0
1.0000
0.6351
0.5633
0.4360
21,502.9
202.5
13-9
0.6351
13-9
0.6351
0.2600
NA
1.0000
0.5805
0.5108
0.4360
14,723.9
1,578.2
13-9
0.5805
13-9
0.5805
0.2600
NA
1.0000
0.4775
0.4360
2,726.2
5,040.4
13-9
0.4775
13-9
0.4775
0.2600
3,461.1
1.0000
0.5513
0.4269
0.4360
770.9
2,490.2
13-9
0.5513
13-9
0.5513
0.4360
3,579.2
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5188
0.6944
0.4360
9,309.4
807.1
13-10
0.6944
13-9
0.5188
0.4360
3,995.4
1.0000
0.5604
0.4360
4,404.6
371.2
13-9
0.5604
13-9
0.5604
0.4360
NA
1.0000
0.5572
0.6115
0.4587
0.4360
2,040.3
223.1
13-10
0.6115
13-9
0.5572
0.4360
NA
1.0000
0.6290
0.5725
0.4360
1,141.8
647.8
13-9
0.6290
13-9
0.6290
0.4360
2,109.7
1.0000
0.6586
0.5700
0.4360
6,891.9
857.3
13-9
0.6586
13-9
0.6586
0.4360
NA
vi
vR
1.0000
0.5631
0.7626
0.4360
9,131.0
2,334.5
13-10
0.7626
13-9
0.5631
0.4360
3,222.0
1.0000
0.6376
0.5579
0.4360
12,169.8
2,318.1
13-9
0.6376
13-9
0.6376
0.4360
NA
1.0000
0.5731
0.4360
12,499.4
1,181.1
13-9
0.5731
13-9
0.5731
0.2600
2,323.4
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6527
0.4360
15,339.4
416.6
13-9
0.6527
13-9
0.6527
0.4360
1,712.9
1.0000
0.5639
0.4360
4,075.3
2,318.6
13-9
0.5639
13-9
0.5639
0.4360
3,172.4

662.8
357.5
v12-temp
1,265.6
1,352.8
v3
v12a-1
1,101.9
977.3
v12a-2
1,101.9
977.3
v12-3lane
3,222.0
582.9
2,323.4
#N/A
1,712.9
3,172.4
3,111.6
247.2
1,042.4
#N/A
1,400.0
548.5
1,174.6
3,461.1
3,579.2
#N/A
3,995.4
1,146.2
1,389.5
2,109.7
1,433.0
3,013.5
3,535.5
3,563.1
3,563.1
3,310.1
1,193.0
2,224.6
2,224.6
2,485.4
2,747.9
2,747.9
#N/A
#N/A
#N/A
#N/A
1,359.9
1,755.9
1,755.9
2,761.9
3,234.3
3,391.0
3,391.0
3,346.9
3,758.6
3,690.6
3,758.6
4,649.7
2,196.9
2,798.2
2,798.2
1,660.4
1,544.4
1,544.4
#N/A
#N/A
#N/A
#N/A
1,941.9
1,909.7
1,909.7
2,075.8
1,499.6
1,499.6
4,445.3
2,919.9
3,211.4
3,211.4
4,158.7
4,919.8
4,354.2
4,919.8
4,297.6
5,176.8
4,501.0
5,176.8
#N/A
#N/A
#N/A
#N/A
4,026.6
5,322.0
4,584.0
5,322.0
5,993.2
4,439.4
4,079.7
4,439.4
6,208.0
4,897.5
4,341.4
4,897.5
1,780.2
2,222.7
2,222.7
1,723.3
1,803.6
1,803.6

632.8
vav34
v12a-1
771.4
v12a-2
771.4
v12-4lane
676.4
684.1
684.1
1,506.8
3,222.0
1,655.0
1,557.2
1,557.2
1,242.7
2,323.4
#N/A
#N/A
#N/A
#N/A
679.9
1,712.9
1,380.9
3,172.4
1,673.5
3,111.6
2,324.9
1,958.8
1,958.8
830.2
1,081.1
1,081.1
#N/A
#N/A
#N/A
#N/A
971.0
1,400.0
1,037.9
1,049.7
1,049.7
2,222.7
2,248.0
2,248.0
2,079.4
3,461.1
2,148.8
3,579.2
#N/A
#N/A
#N/A
#N/A
2,013.3
3,995.4
2,996.6
1,739.4
2,855.8
2,855.8
3,104.0
2,197.5
3,039.0
3,039.0
890.1
2,109.7
861.7
1,433.0
v12(temp)
771.4
-
684.1
-
3,222.0
-
1,557.2
-
2,323.4
-
#N/A
-
1,712.9
-
3,172.4
-
3,111.6
-
1,958.8
-
1,081.1
-
#N/A
-
1,400.0
-
1,049.7
-
2,248.0
-
3,461.1
-
3,579.2
-
#N/A
-
3,995.4
-
2,855.8
-
3,039.0
-
2,109.7
-
1,433.0
-
v12
771.4
684.1
3,222.0
1,557.2
2,323.4
#N/A
1,712.9
3,172.4
3,111.6
1,958.8
1,081.1
#N/A
1,400.0
1,049.7
2,248.0
3,461.1
3,579.2
#N/A
3,995.4
2,855.8
3,039.0
2,109.7
1,433.0
Page 12 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build 2
AM
Variable
1.5
1.5
ET-FF
1.2
1.2
ER-FF
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.956
4,424
0.956
4,026
0.930
2,722
0.930
1,449
0.930
2,418
#N/A
#N/A
0.971
6,646
0.930
2,512
0.930
2,628
0.930
1,717
0.971
4,957
#N/A
#N/A
0.971
6,702
0.971
5,997
0.936
2,114
0.936
3,334
0.936
3,532
#N/A
#N/A
0.936
3,334
0.936
3,032
0.936
3,357
0.978
8,045
0.978
7,023
v5
vF4eff
0.100
-
0.220
-
0.000
-
0.220
-
0.000
0
2,418
#N/A
#N/A
#N/A
0.150
997
5,649
0.000
-
0.000
-
0.220
-
0.220
-
#N/A
#N/A
#N/A
0.150
-
0.240
-
0.220
-
0.000
-
0.000
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.220
-
0.200
-
0.270
-
vF
4,424
4,026
2,722
1,449
2,418
#N/A
5,649
2,512
2,628
1,717
4,957
#N/A
6,702
5,997
2,114
3,334
3,532
#N/A
3,334
3,032
3,357
8,045
7,023
fHV-FO
vFO
0.956
4,026
0.962
6,712
0.930
2,418
0.929
1,721
0.930
1,449
#N/A
#N/A
0.971
5,181
0.930
1,717
0.930
2,512
0.930
2,792
0.971
6,557
#N/A
#N/A
0.971
5,997
0.973
8,087
0.935
2,617
0.936
2,114
0.936
3,334
#N/A
#N/A
0.936
3,032
0.936
3,357
0.936
3,532
0.978
7,023
0.978
7,867
fHV-R
0.956
0.971
0.930
0.919
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.978
0.930
0.936
0.936
#N/A
0.936
0.936
0.936
0.978
0.978
398
2,685
304
272
970
#N/A
1,466
794
117
1,075
1,600
#N/A
705
2,089
502
1,220
197
#N/A
302
325
174
1,022
845
fHV-UP
vUP
0.956
0.956
0.930
0.930
0.930
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.971
0.971
0.936
0.936
0.909
#N/A
0.936
0.936
0.936
0.909
0.978
2,070
398
1,075
970
304
#N/A
2,685
117
502
794
448
#N/A
1,600
705
1,220
197
120
#N/A
895
302
325
179
1,022
fHV-DOWN
0.971
0.971
0.930
0.919
0.919
#N/A
0.971
0.930
0.930
0.930
0.971
#N/A
0.978
0.909
0.930
0.930
0.936
#N/A
0.936
0.936
0.909
0.978
0.978
vDOWN
2,685
1,466
970
923
272
#N/A
224
1,075
794
304
705
#N/A
2,089
179
794
502
1,220
#N/A
325
174
120
845
1,600
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
PFM-3a
0.5947
PFM-3b
0.6793
0.5730
PFM-3c
0.5694
0.8076
0.4124
0.5431
0.8028
PFM-4a
0.1680
-0.1179
0.1798
0.1838
0.0966
PFM-4b
2,044.2
3,491.9
399.8
963.4
1,941.8
LEQ1
8,886.2
2,647.5
5,165.3
3,486.0
656.5
LEQ2
13-3
13-3
13-3
13-3
13-4
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5947
13-3
13-3
13-3
13-3
13-3
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.6573
0.2090
0.2090
0.1798
0.5431
0.2090
NA
841.5
NA
786.6
NA
v12-MERGE
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6153
0.3691
0.0346
2,073.5
880.9
13-3
0.6153
13-3
0.6153
0.0346
NA
1.0000
0.5999
0.6319
0.3734
0.1185
490.9
5,505.7
13-3
0.5999
13-3
0.5999
0.3734
NA
1.0000
0.5999
0.7575
0.4581
0.2032
370.9
4,069.5
13-3
0.5999
13-5
0.7575
0.2032
NA
1.0000
0.6195
0.6533
0.5772
0.5613
0.0835
691.7
1,124.5
13-3
0.6195
13-3
0.6195
0.5613
963.9
1.0000
0.6055
0.5677
0.5672
0.2656
0.0178
1,798.6
3,254.5
13-4
0.5677
13-3
0.6055
0.0178
88.2
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4667
0.1297
2,140.4
8,188.7
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.5817
0.5562
0.7000
-0.0433
3,013.9
416.5
13-4
0.5817
13-3
0.6615
0.2090
1,253.5
1.0000
0.6699
0.5696
1.2063
0.1550
1,453.4
1,716.8
13-3
0.6699
13-3
0.6699
0.2090
441.9
1.0000
0.6240
0.6618
0.6823
0.0653
878.2
1,748.9
13-3
0.6240
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3913
0.1931
1,104.6
6,249.1
13-3
0.5999
13-3
0.5999
0.1931
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.7375
0.1800
610.8
1,204.3
13-3
0.6195
13-3
0.6195
0.1800
NA
1.0000
0.6041
0.6338
0.5302
0.1771
306.9
824.9
13-3
0.6041
13-3
0.6041
0.1771
537.1
1.0000
0.6052
0.5518
0.4413
0.1960
1,146.7
554.7
13-3
0.6052
13-3
0.6052
0.1960
658.1
1.0000
0.5993
0.2833
0.0900
2,238.2
4,374.4
13-3
0.5993
13-3
0.5993
0.0900
NA
1.0000
0.6111
0.5941
0.6411
0.4096
0.1122
2,167.8
6,723.4
13-4
0.5941
13-5
0.6411
0.1122
788.2

PFD
1.0000
1.0000
PFD-2
0.6311
0.5358
PFD-3a
0.6741
PFD-3b
0.5931
PFD-3c
0.4360
0.4360
PFD-4
14,525.4
-9,830.6
LEQ1
3,117.0
48,465.3
LEQ2
13-10
13-9
Equation3Lane
0.6741
0.5358
13-9
13-11
Equation3Lane
0.6311
0.5931
0.2600
0.2600
1,444.8
NA
v12-DIVERGE
1.0000
0.6889
0.6593
0.4360
4,098.0
776.7
13-9
0.6889
13-9
0.6889
0.4360
1,211.9
1.0000
0.6676
0.5934
0.4360
27,565.5
434.8
13-9
0.6676
13-9
0.6676
0.4360
NA
1.0000
0.5625
0.5206
0.4360
7,059.2
1,758.1
13-9
0.5625
13-9
0.5625
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5600
0.5523
0.4360
9,325.5
3,093.1
13-9
0.5600
13-9
0.5600
0.2600
2,264.3
1.0000
0.5140
0.4936
0.4360
14,050.8
958.0
13-9
0.5140
13-9
0.5140
0.2600
NA
1.0000
0.6840
0.5814
0.4360
14,975.6
885.6
13-9
0.6840
13-9
0.6840
0.2600
NA
1.0000
0.6205
0.4360
3,592.2
846.8
13-9
0.6205
13-9
0.6205
0.2600
1,769.6
1.0000
0.6626
0.5906
0.4360
871.3
1,265.2
13-9
0.6626
13-9
0.6626
0.4360
1,651.2
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6628
0.7350
0.4360
7,171.8
349.1
13-10
0.7350
13-9
0.6628
0.4360
1,624.1
1.0000
0.6692
0.4360
2,603.5
186.8
13-9
0.6692
13-9
0.6692
0.4360
NA
1.0000
0.6680
0.7216
0.5470
0.4360
2,409.9
122.2
13-10
0.7216
13-9
0.6680
0.4360
NA
1.0000
0.5118
0.4141
0.4360
1,005.6
1,638.9
13-9
0.5118
13-9
0.5118
0.4360
4,084.3
1.0000
0.5456
0.5121
0.4360
6,072.9
2,607.7
13-9
0.5456
13-9
0.5456
0.4360
NA
vi
vR
1.0000
0.6780
0.8427
0.4360
9,724.3
1,019.7
13-10
0.8427
13-9
0.6780
0.4360
1,358.0
1.0000
0.7113
0.5970
0.4360
11,593.3
920.0
13-9
0.7113
13-9
0.7113
0.4360
NA
1.0000
0.6549
0.4360
5,738.4
380.7
13-9
0.6549
13-9
0.6549
0.2600
1,346.2
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5513
0.4360
29,992.2
522.4
13-9
0.5513
13-9
0.5513
0.4360
3,289.9
1.0000
0.6607
0.4360
1,708.0
1,384.0
13-9
0.6607
13-9
0.6607
0.4360
1,543.1

1,444.8
841.5
v12-temp
2,979.3
3,184.6
v3
1,724.2
1,326.1
v12a-1
2,528.1
2,300.6
v12a-2
2,528.1
2,300.6
v12-3lane
1,358.0
786.6
1,346.2
#N/A
3,289.9
1,543.1
1,211.9
963.9
88.2
#N/A
2,264.3
1,253.5
441.9
1,769.6
1,651.2
#N/A
1,624.1
537.1
658.1
4,084.3
788.2
1,363.8
1,555.3
1,555.3
661.9
827.7
827.7
1,071.9
1,381.8
1,381.8
#N/A
#N/A
#N/A
#N/A
2,359.6
3,289.9
968.5
1,543.1
1,416.5
1,501.9
1,501.9
753.3
981.3
981.3
4,868.6
2,256.8
2,832.5
2,832.5
#N/A
#N/A
#N/A
#N/A
4,438.1
4,002.4
3,829.9
4,002.4
4,744.0
3,297.4
3,427.1
3,427.1
1,672.5
1,208.2
1,208.2
1,564.6
1,905.3
1,905.3
1,880.5
2,018.1
2,018.1
#N/A
#N/A
#N/A
#N/A
1,710.1
1,905.3
1,905.3
2,495.0
1,732.7
1,732.7
2,699.3
1,918.5
1,918.5
3,960.9
5,345.3
4,597.3
5,345.3
6,234.7
4,322.9
4,013.1
4,322.9

1,489.7
vav34
v12a-1
1,769.7
v12a-2
1,769.7
v12-4lane
1,592.3
1,610.4
1,610.4
681.9
1,358.0
330.9
786.6
536.0
1,346.2
#N/A
#N/A
#N/A
#N/A
1,179.8
3,289.9
484.3
1,543.1
708.3
1,211.9
376.7
963.9
2,434.3
1,982.7
1,982.7
#N/A
#N/A
#N/A
#N/A
2,219.1
2,680.9
2,680.9
2,372.0
2,399.0
2,399.0
836.2
845.7
845.7
782.3
1,769.6
940.2
1,651.2
#N/A
#N/A
#N/A
#N/A
855.1
1,624.1
1,247.5
1,212.9
1,212.9
1,349.7
1,343.0
1,343.0
1,980.5
4,084.3
3,117.4
1,622.9
2,809.2
2,809.2
v12(temp)
1,769.7
-
1,610.4
-
1,358.0
-
786.6
-
1,346.2
-
#N/A
-
3,289.9
-
1,543.1
-
1,211.9
-
963.9
-
1,982.7
-
#N/A
-
2,680.9
-
2,399.0
-
845.7
-
1,769.6
-
1,651.2
-
#N/A
-
1,624.1
-
1,212.9
-
1,343.0
-
4,084.3
-
2,809.2
-
v12
1,769.7
1,610.4
1,358.0
786.6
1,346.2
#N/A
3,289.9
1,543.1
1,211.9
963.9
1,982.7
#N/A
2,680.9
2,399.0
845.7
1,769.6
1,651.2
#N/A
1,624.1
1,212.9
1,343.0
4,084.3
2,809.2
Page 13 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
Variable
1.5
1.5
1.5
ET-FF
1.2
1.2
1.2
ER-FF
WBEntr_43_NBSB
WBExit_43_SB
1.5
1.2
1.5
1.2
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
EBExit_47_NBSB
2020 Build 2
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-R
ER-R
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-UP
ER-UP
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
1.5
1.2
ET-DOWN
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
ER-DOWN
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
fHV-F
vF(temp)
0.947
1,963
0.947
1,745
0.974
6,392
0.974
3,949
0.974
5,432
#N/A
#N/A
0.969
3,163
0.974
6,302
0.974
6,414
0.974
4,808
0.969
2,321
#N/A
#N/A
0.969
3,320
0.969
2,635
0.973
5,598
0.973
7,564
0.973
7,810
#N/A
#N/A
0.973
8,000
0.973
7,128
0.973
7,564
0.978
3,856
0.978
3,167
v5
vF4eff
0.000
-
0.220
-
0.150
-
0.220
-
0.100
543
4,889
#N/A
#N/A
#N/A
0.000
0
3,163
0.150
-
0.150
-
0.220
-
0.220
-
#N/A
#N/A
#N/A
0.000
-
0.220
-
0.240
-
0.200
-
0.200
-
#N/A
#N/A
#N/A
0.200
-
0.270
-
0.285
-
0.000
-
0.220
-
vF
1,963
1,745
6,392
3,949
4,889
#N/A
3,163
6,302
6,414
4,808
2,321
#N/A
3,320
2,635
5,598
7,564
7,810
#N/A
8,000
7,128
7,564
3,856
3,167
fHV-FO
vFO
0.947
1,745
0.957
3,203
0.974
5,432
0.975
4,471
0.974
3,949
#N/A
#N/A
0.969
2,434
0.974
4,808
0.974
6,302
0.974
6,648
0.969
3,252
#N/A
#N/A
0.969
2,635
0.972
3,880
0.973
6,423
0.973
5,598
0.973
7,564
#N/A
#N/A
0.973
7,128
0.973
7,564
0.973
7,810
0.978
3,167
0.978
3,623
fHV-R
0.947
0.969
0.974
0.978
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.978
0.974
0.973
0.973
#N/A
0.973
0.973
0.973
0.978
0.978
218
1,458
959
522
1,484
#N/A
729
1,495
112
1,841
931
#N/A
684
1,245
825
1,966
246
#N/A
871
436
246
689
456
fHV-UP
vUP
0.947
0.947
0.974
0.974
0.974
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.969
0.969
0.973
0.973
0.909
#N/A
0.973
0.973
0.973
0.909
0.978
1,228
218
1,841
1,484
959
#N/A
1,458
112
825
1,495
224
#N/A
931
684
1,966
246
179
#N/A
1,743
871
436
120
689
fHV-DOWN
0.969
0.969
0.974
0.978
0.978
#N/A
0.969
0.974
0.974
0.974
0.969
#N/A
0.978
0.909
0.974
0.974
0.973
#N/A
0.973
0.973
0.909
0.978
0.978
vDOWN
1,458
729
1,484
1,945
522
#N/A
112
1,841
1,495
959
684
#N/A
1,245
120
1,495
825
1,966
#N/A
436
246
179
456
734
PFM
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
PFM-2
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
PFM-3a
0.5544
#N/A
PFM-3b
0.6136
0.5998
#N/A
PFM-3c
0.5919
0.9610
0.3304
0.5118
0.7385
#N/A
PFM-4a
0.1905
0.0356
0.0979
0.1525
0.0324
#N/A
PFM-4b
1,478.9
2,741.0
1,325.4
1,552.0
2,580.6
#N/A
LEQ1
4,824.3
1,316.6
7,903.6
7,345.2
1,259.9
#N/A
LEQ2
13-3
13-3
13-3
13-3
13-4
#N/A
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.5544
#N/A
13-3
13-3
13-3
13-3
13-3
#N/A
Equation3Lane
0.6279
0.6937
0.5979
0.6181
0.6573
#N/A
0.2090
0.2090
0.0979
0.1525
0.2090
#N/A
NA
364.6
NA
602.2
NA
#N/A
v12-MERGE
1.0000
0.6153
0.4612
0.1267
1,383.6
441.4
13-3
0.6153
13-3
0.6153
0.4612
NA
1.0000
0.5999
0.5713
0.2858
0.0310
1,452.0
9,428.9
13-4
0.5713
13-3
0.5999
0.0310
NA
1.0000
0.5999
0.9415
0.4587
0.2039
1,179.9
7,657.4
13-3
0.5999
13-5
0.9415
0.2039
NA
1.0000
0.6195
0.6013
0.6387
0.4656
-0.0123
1,516.9
3,551.7
13-4
0.6013
13-5
0.6387
-0.0123
-59.0
1.0000
0.6055
0.6123
0.5667
0.3492
0.1014
1,091.4
3,158.3
13-3
0.6055
13-3
0.6055
0.3492
810.7
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6156
0.4693
0.1323
1,412.0
4,879.0
13-3
0.6156
13-3
0.6156
0.2090
NA
1.0000
0.6615
0.6384
0.5537
0.8055
0.0622
2,113.8
277.7
13-4
0.6384
13-3
0.6615
0.2090
550.8
1.0000
0.6699
0.5880
1.1659
0.1146
2,267.9
3,230.5
13-3
0.6699
13-3
0.6699
0.2090
1,169.9
1.0000
0.6240
0.5946
0.5890
-0.0280
1,943.1
2,873.9
13-4
0.5946
13-3
0.6240
0.2090
NA
1.0000
0.5999
0.3853
0.1871
2,030.5
10,073.8
13-3
0.5999
13-3
0.5999
0.1871
NA
1.0000
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6195
0.6664
0.1089
1,731.0
1,613.2
13-3
0.6195
13-3
0.6195
0.1089
NA
1.0000
0.6041
0.5770
0.5164
0.1633
1,207.1
1,163.6
13-4
0.5770
13-3
0.6041
0.1633
1,164.3
1.0000
0.6052
0.5534
0.4324
0.1871
2,062.2
832.1
13-3
0.6052
13-3
0.6052
0.1871
1,415.0
1.0000
0.5993
0.3249
0.1317
1,270.5
2,360.2
13-3
0.5993
13-3
0.5993
0.1317
NA
1.0000
0.6111
0.6514
0.5911
0.4582
0.1608
1,259.5
3,082.0
13-3
0.6111
13-3
0.6111
0.4582
1,451.2

PFD
1.0000
1.0000
PFD-2
0.7009
0.6493
PFD-3a
0.7174
PFD-3b
0.6100
PFD-3c
0.4360
0.4360
PFD-4
12,335.0
666,444.6
LEQ1
1,448.2
1,310.6
LEQ2
13-10
13-9
Equation3Lane
0.7174
0.6493
13-9
13-9
Equation3Lane
0.7009
0.6493
0.2600
0.2600
671.7
NA
v12-DIVERGE
1.0000
0.5945
0.6667
0.4360
3,929.9
1,654.2
13-9
0.5945
13-11
0.6667
0.4360
2,859.4
1.0000
0.5551
0.5575
0.4360
35,847.8
3,026.2
13-9
0.5551
13-11
0.5575
0.4360
NA
1.0000
0.6591
0.5757
0.4360
4,180.6
934.3
13-9
0.6591
13-9
0.6591
0.4360
NA
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6455
0.6438
0.4360
9,761.3
1,572.9
13-9
0.6455
13-9
0.6455
0.2600
1,369.3
1.0000
0.6369
0.5630
0.4360
18,481.4
197.2
13-9
0.6369
13-9
0.6369
0.2600
NA
1.0000
0.5821
0.5170
0.4360
14,352.3
2,243.4
13-9
0.5821
13-9
0.5821
0.2600
NA
1.0000
0.4804
0.4360
2,573.2
4,526.7
13-9
0.4804
13-9
0.4804
0.2600
3,421.8
1.0000
0.5534
0.4295
0.4360
773.2
2,429.5
13-9
0.5534
13-9
0.5534
0.4360
3,543.7
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.5199
0.6934
0.4360
9,233.6
761.2
13-10
0.6934
13-9
0.5199
0.4360
3,979.4
1.0000
0.5618
0.4360
4,317.8
323.0
13-9
0.5618
13-9
0.5618
0.4360
NA
1.0000
0.5596
0.6035
0.4594
0.4360
1,925.6
219.5
13-10
0.6035
13-9
0.5596
0.4360
NA
1.0000
0.6319
0.5738
0.4360
1,114.0
590.0
13-9
0.6319
13-9
0.6319
0.4360
2,070.0
1.0000
0.6599
0.5695
0.4360
6,308.8
833.1
13-9
0.6599
13-9
0.6599
0.4360
NA
vi
vR
1.0000
0.5561
0.8648
0.4360
12,684.5
2,508.2
13-10
0.8648
13-9
0.5561
0.4360
3,327.8
1.0000
0.6373
0.5572
0.4360
12,147.6
2,340.3
13-9
0.6373
13-9
0.6373
0.4360
NA
1.0000
0.5695
0.4360
13,569.1
1,170.7
13-9
0.5695
13-9
0.5695
0.2600
2,369.0
1.0000
#N/A
#N/A
#N/A
0.4360
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
1.0000
0.6474
0.4360
16,503.8
143.8
13-9
0.6474
13-9
0.6474
0.4360
1,790.0
1.0000
0.5337
0.4360
1,089.8
4,638.8
13-9
0.5337
13-9
0.5337
0.4360
3,590.9

671.7
364.6
v12-temp
1,291.1
1,380.1
v3
v12a-1
1,121.6
997.0
v12a-2
1,121.6
997.0
v12-3lane
3,327.8
602.2
2,369.0
#N/A
1,790.0
3,590.9
2,859.4
-59.0
810.7
#N/A
1,369.3
550.8
1,169.9
3,421.8
3,543.7
#N/A
3,979.4
1,164.3
1,415.0
2,070.0
1,451.2
3,063.8
3,691.6
3,652.4
3,691.6
3,346.5
1,248.8
2,256.4
2,256.4
2,520.1
2,793.8
2,793.8
#N/A
#N/A
#N/A
#N/A
1,372.5
1,807.2
1,807.2
2,711.5
3,602.4
3,601.4
3,602.4
3,554.6
3,714.0
3,665.1
3,714.0
4,866.6
2,107.7
2,747.2
2,747.2
1,510.7
1,326.5
1,326.5
#N/A
#N/A
#N/A
#N/A
1,950.2
1,896.9
1,896.9
2,084.6
1,506.0
1,506.0
4,427.7
2,897.6
3,198.6
3,198.6
4,142.2
4,864.0
4,322.3
4,864.0
4,266.1
5,109.8
4,462.7
5,109.8
#N/A
#N/A
#N/A
#N/A
4,020.3
5,299.7
4,571.3
5,299.7
5,964.0
4,428.2
4,073.3
4,428.2
6,148.9
4,864.0
4,322.3
4,864.0
1,786.4
2,203.7
2,203.7
1,716.2
1,810.0
1,810.0

645.5
vav34
v12a-1
785.1
v12a-2
785.1
v12-4lane
690.0
697.9
697.9
1,531.9
3,327.8
1,673.3
1,579.5
1,579.5
1,260.0
2,369.0
#N/A
#N/A
#N/A
#N/A
686.3
1,790.0
1,355.8
3,590.9
1,777.3
2,859.4
2,433.3
1,923.1
1,923.1
755.4
928.6
928.6
#N/A
#N/A
#N/A
#N/A
975.1
1,369.3
1,042.3
1,054.2
1,054.2
2,213.8
2,239.0
2,239.0
2,071.1
3,421.8
2,133.0
3,543.7
#N/A
#N/A
#N/A
#N/A
2,010.2
3,979.4
2,982.0
1,728.2
2,851.3
2,851.3
3,074.5
2,164.0
3,025.6
3,025.6
893.2
2,070.0
858.1
1,451.2
v12(temp)
785.1
-
697.9
-
3,327.8
-
1,579.5
-
2,369.0
-
#N/A
-
1,790.0
-
3,590.9
-
2,859.4
-
1,923.1
-
928.6
-
#N/A
-
1,369.3
-
1,054.2
-
2,239.0
-
3,421.8
-
3,543.7
-
#N/A
-
3,979.4
-
2,851.3
-
3,025.6
-
2,070.0
-
1,451.2
-
v12
785.1
697.9
3,327.8
1,579.5
2,369.0
#N/A
1,790.0
3,590.9
2,859.4
1,923.1
928.6
#N/A
1,369.3
1,054.2
2,239.0
3,421.8
3,543.7
#N/A
3,979.4
2,851.3
3,025.6
2,070.0
1,451.2
Page 14 of 21
Variable Units
Description
Typical values
Step 3: Estimate the Capacity of the Ramp-Freeway Junction and Compare with Demand Flow Rates
vR12-off-ramp pc/h
vR12-on-ramp pc/h
vR12
pc/h
Equation
Equation 13-20
= v12 + vR
total flow rate entering the ramp influence area
Ramp-Freeway Junction Capacity Checkpoint

Mainline lane capacity
Mainline capacity
Ramp-freeway/highway junction capacity check
Ramp Roadway Capacity Checkpoint
Ramp roadway capacity per lane
Ramp capacity
Ramp roadway capacity check
Maximum Desirable Flow Entering the Ramp Influence Area
Max. desirable flow rate (vR12) entering merge influence area
Merge influence area capacity check
Max. desirable flow rate (v12) entering diverge influence area
Diverge influence area capacity check
Exhibit 13-8, 13-9
Exhibit 13-10
Exhibit 13-8, 13-9

Exhibit 13-8, 13-9
Step 4: Estimate Density in the Ramp Influence Area and Determine the Prevailing LOS
Density in the On-Ramp (Merge) Influence Areas
pc/mi/ln Density in the on-ramp influence area
DR
Equation 13-21
= 5.475 + 0.00734vR + 0.0078v12 - 0.00627L
Density in the Off-Ramp (Diverge) Influence Areas

pc/mi/ln Density in the off-ramp influence area
DR
Equation 13-22
= 4.252 + 0.00864v12 - 0.0097LD
Determining LOS
LOS
Exhibit 13-2
Step 5: Estimate Speeds in the Vicinity of Ramp-Freeway Junctions

EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Page 15 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
2020 No Build
AM
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Variable
vR12-off-ramp
vR12-on-ramp
vR12
1,783.3
2,181.4
1,783.3
1,624.1
4,331.9
4,331.9
1,377.8
1,716.6
1,377.8
780.3
1,052.4
1,052.4
1,319.8
2,266.0
1,319.8
#N/A
#N/A
#N/A
3,531.5
5,388.9
3,531.5
1,782.1
2,891.8
1,782.1
NA
#VALUE!
NA
845.3
2,025.1
2,025.1
1,938.0
3,884.9
3,884.9
#N/A
#N/A
#N/A
2,716.8
3,455.2
2,716.8
2,421.4
4,566.0
4,566.0
850.4
1,364.4
1,364.4
1,795.8
3,038.9
1,795.8
1,678.0
1,887.1
1,678.0
#N/A
#N/A
#N/A
1,635.7
1,949.4
1,635.7
1,212.9
1,549.8
1,549.8
1,347.6
1,556.7
1,556.7
4,182.9
5,294.1
4,182.9
2,818.1
3,707.0
3,707.0

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,100
0
NA
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
-
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-

4,600
4,600
OK
4,400
4,400
OK
-
DR
12.0
4.5
#N/A
11.3
28.6
#N/A
21.3
0.0
#N/A
11.5
11.3
26.5

3.4
DR
9.5
0.0
#N/A
22.5
12.4
#N/A
15.4
4.8
11.5
#N/A
4.8
33.2
Determining LOS
LOS
#N/A
NA
#N/A
#N/A

EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
3.4
12.0
9.5
4.5
0.0
A
B
A
A
A
EBExit_44_SB
22.5
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
12.4
0.0
11.3
28.6
B
NA
B
D
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
15.4
21.3
0.0
4.8
11.5
B
C
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
4.8
11.5
11.3
33.2
26.5
A
B
B
D
C
Page 16 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
2020 No Build
PM
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Variable
vR12-off-ramp
vR12-on-ramp
vR12
789.7
1,019.3
789.7
697.9
2,178.2
2,178.2
3,396.2
4,433.5
3,396.2
1,579.5
2,146.2
2,146.2
2,347.3
3,808.6
2,347.3
#N/A
#N/A
#N/A
1,970.6
3,002.3
1,970.6
3,856.0
5,674.2
3,856.0
NA
#VALUE!
NA
1,869.5
3,643.1
3,643.1
861.3
2,083.7
2,083.7
#N/A
#N/A
#N/A
1,400.5
2,107.0
1,400.5
1,067.6
2,345.7
2,345.7
2,256.9
3,115.8
3,115.8
3,466.9
5,466.8
3,466.9
3,611.3
3,890.6
3,611.3
#N/A
#N/A
#N/A
4,022.6
4,927.6
4,022.6
2,860.2
3,329.5
3,329.5
3,047.9
3,349.6
3,349.6
2,130.5
2,875.1
2,130.5
1,447.5
1,925.4
1,925.4

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
#VALUE!
NA
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,100
0
NA
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
-
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-

4,600
4,600
OK
4,400
4,400
OK
-
DR
0.0
12.9
#N/A
23.7
14.9
#N/A
4.4
8.7
#N/A
25.3
25.3
12.7

0.0
DR
26.9
0.0
#N/A
9.0
30.2
#N/A
4.1
19.1
28.1
#N/A
25.3
15.6
Determining LOS
LOS
#N/A
NA
#N/A
#N/A

0.0
0.0
26.9
12.9
0.0
A
A
C
B
A
EBExit_44_SB
9.0
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
30.2
0.0
23.7
14.9
D
NA
C
B
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
4.1
4.4
8.7
19.1
28.1
A
A
A
B
D
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
25.3
25.3
25.3
15.6
12.7
C
C
C
B
B
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
Page 17 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
AM
Variable
vR12-off-ramp
vR12-on-ramp
vR12
1,756.0
2,176.8
1,756.0
1,587.7
4,161.2
4,161.2
1,320.9
1,612.9
1,320.9
771.8
1,055.8
1,055.8
1,305.1
2,239.6
1,305.1
#N/A
#N/A
#N/A
3,164.6
4,518.5
3,164.6
1,343.6
1,892.6
1,343.6
1,314.3
1,594.7
1,314.3
1,078.8
1,908.2
1,908.2
2,251.3
3,381.4
3,381.4
#N/A
#N/A
#N/A
2,703.3
3,441.8
2,703.3
2,407.9
4,541.5
4,541.5
845.7
1,371.4
1,371.4
1,792.8
3,035.9
1,792.8
1,673.0
1,882.1
1,673.0
#N/A
#N/A
#N/A
1,635.7
1,949.4
1,635.7
1,212.9
1,549.8
1,549.8
1,347.6
1,545.1
1,545.1
4,151.0
5,240.0
4,151.0
2,809.2
3,709.3
3,709.3

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK

4,600
4,600
OK
4,400
4,400
OK
-
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-
DR
10.7
4.5
#N/A
10.6
25.1
#N/A
21.1
0.0
#N/A
11.5
11.2
26.5

3.2
DR
9.0
0.0
#N/A
19.3
8.6
8.4
#N/A
15.3
4.7
11.4
#N/A
4.8
32.9
Determining LOS
LOS
#N/A
#N/A
#N/A

EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
3.2
10.7
9.0
4.5
0.0
A
B
A
A
A
EBExit_44_SB
19.3
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
8.6
8.4
10.6
25.1
A
A
B
C
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
15.3
21.1
0.0
4.7
11.4
B
C
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
4.8
11.5
11.2
32.9
26.5
A
B
B
D
C
Page 18 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build
PM
Variable
vR12-off-ramp
vR12-on-ramp
vR12
771.4
989.4
771.4
684.1
2,086.0
2,086.0
3,222.0
4,114.3
3,222.0
1,557.2
2,101.7
2,101.7
2,323.4
3,773.5
2,323.4
#N/A
#N/A
#N/A
1,712.9
2,374.6
1,712.9
3,172.4
4,209.8
3,172.4
3,111.6
3,635.9
3,111.6
1,958.8
3,297.3
3,297.3
1,081.1
1,720.3
1,720.3
#N/A
#N/A
#N/A
1,400.0
2,117.8
1,400.0
1,049.7
2,338.9
2,338.9
2,248.0
3,095.7
3,095.7
3,461.1
5,461.0
3,461.1
3,579.2
3,836.2
3,579.2
#N/A
#N/A
#N/A
3,995.4
4,878.1
3,995.4
2,855.8
3,313.8
3,313.8
3,039.0
3,318.3
3,318.3
2,109.7
2,843.2
2,109.7
1,433.0
1,922.0
1,922.0

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK

4,600
4,600
OK
4,400
4,400
OK
-
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-
DR
0.0
12.5
#N/A
21.2
12.3
#N/A
4.3
8.5
#N/A
25.2
25.0
12.7

0.0
DR
25.4
0.0
#N/A
6.8
24.3
23.8
#N/A
4.1
19.1
27.8
#N/A
25.1
15.4
Determining LOS
LOS
#N/A
#N/A
#N/A

0.0
0.0
25.4
12.5
0.0
A
A
C
B
A
EBExit_44_SB
6.8
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
24.3
23.8
21.2
12.3
C
C
C
B
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
4.1
4.3
8.5
19.1
27.8
A
A
A
B
C
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
25.1
25.2
25.0
15.4
12.7
C
C
C
B
B
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
Page 19 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
2020 Build 2
AM
Variable
vR12-off-ramp
vR12-on-ramp
vR12
1,769.7
2,167.7
1,769.7
1,610.4
4,295.9
4,295.9
1,358.0
1,661.8
1,358.0
786.6
1,058.8
1,058.8
1,346.2
2,315.8
1,346.2
#N/A
#N/A
#N/A
3,289.9
4,755.7
3,289.9
1,543.1
2,337.4
1,543.1
1,211.9
1,328.7
1,211.9
963.9
2,038.6
2,038.6
1,982.7
3,582.8
3,582.8
#N/A
#N/A
#N/A
2,680.9
3,385.9
2,680.9
2,399.0
4,488.1
4,488.1
845.7
1,348.1
1,348.1
1,769.6
2,989.4
1,769.6
1,651.2
1,848.7
1,651.2
#N/A
#N/A
#N/A
1,624.1
1,926.1
1,624.1
1,212.9
1,538.1
1,538.1
1,343.0
1,517.2
1,517.2
4,084.3
5,106.7
4,084.3
2,809.2
3,653.7
3,653.7

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK

4,600
4,600
OK
4,400
4,400
OK
-
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-
DR
11.7
4.5
#N/A
11.5
26.4
#N/A
20.7
0.0
#N/A
11.4
11.0
26.1

3.3
DR
9.4
0.0
#N/A
20.4
10.3
7.5
#N/A
15.1
4.5
11.3
#N/A
4.7
32.4
Determining LOS
LOS
#N/A
#N/A
#N/A

EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
3.3
11.7
9.4
4.5
0.0
A
B
A
A
A
EBExit_44_SB
20.4
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
10.3
7.5
11.5
26.4
B
A
B
C
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
15.1
20.7
0.0
4.5
11.3
B
C
A
A
B
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
4.7
11.4
11.0
32.4
26.1
A
B
B
D
C
Page 20 of 21
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
2020 Build 2
PM
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Variable
vR12-off-ramp
vR12-on-ramp
vR12
785.1
1,003.2
785.1
697.9
2,155.8
2,155.8
3,327.8
4,287.1
3,327.8
1,579.5
2,101.8
2,101.8
2,369.0
3,852.6
2,369.0
#N/A
#N/A
#N/A
1,790.0
2,519.0
1,790.0
3,590.9
5,085.6
3,590.9
2,859.4
2,970.9
2,859.4
1,923.1
3,763.6
3,763.6
928.6
1,859.4
1,859.4
#N/A
#N/A
#N/A
1,369.3
2,053.4
1,369.3
1,054.2
2,298.9
2,298.9
2,239.0
3,064.5
3,064.5
3,421.8
5,388.2
3,421.8
3,543.7
3,789.5
3,543.7
#N/A
#N/A
#N/A
3,979.4
4,850.9
3,979.4
2,851.3
3,287.0
3,287.0
3,025.6
3,271.4
3,271.4
2,070.0
2,759.1
2,070.0
1,451.2
1,906.9
1,906.9

2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
#N/A
#N/A
#N/A
2,400
12,000
OK
2,400
9,600
OK
2,400
9,600
OK
2,400
12,000
OK
2,400
9,600
OK
#N/A
#N/A
#N/A
2,400
9,600
OK
2,400
9,600
OK
2,350
9,400
OK
2,350
9,400
OK
2,350
9,400
OK
#N/A
#N/A
#N/A
2,300
9,200
OK
2,300
9,200
OK
2,300
9,200
OK
2,350
9,400
OK
2,350
9,400
OK

2,100
4,200
OK
2,100
4,200
OK
2,000
2,000
OK
2,100
2,100
OK
2,100
4,200
OK
#N/A
#N/A
#N/A
2,100
2,100
OK
2,000
2,000
OK
2,000
2,000
OK
2,000
2,000
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
2,100
4,200
OK
2,100
4,200
OK
2,000
4,000
OK
1,900
3,800
OK
2,100
2,100
OK
#N/A
#N/A
#N/A
1,900
1,900
OK
1,900
1,900
OK
2,100
2,100
OK
2,100
2,100
OK
2,100
2,100
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
4,400
OK
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
4,400
OK
#N/A
#N/A
#N/A
#N/A
4,600
4,400
OK
4,600
OK
4,400
-
4,600
OK
4,400
-
4,600
4,400
OK
4,600
OK
4,400
-

4,600
4,600
OK
4,400
4,400
OK
-
DR
0.0
12.5
#N/A
24.6
13.3
#N/A
4.0
8.3
#N/A
25.0
24.7
12.6

0.0
DR
26.3
0.0
#N/A
7.5
27.9
21.6
#N/A
3.8
18.7
27.5
#N/A
25.0
15.0
Determining LOS
LOS
#N/A
#N/A
#N/A

EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit_44_SB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Page 21 of 21
2020HCMAnalysisResults
Location
Code
Facility
Direction
Limits
From
To
US15
US29[Gainesville]
US29[Gainesville]
VA234Byp./TCP
VA234Byp./TCP
VA234Bus.
VA234Bus.
US29[Centreville]
US29[Centreville]
VA28
US29[Gainesville]
US15
VA234Byp./TCP
US29[Gainesville]
VA234Bus.
VA234Byp./TCP
US29[Centreville]
VA234Bus.
VA28
US29[Centreville]
EBI66
US29
WBI66
US29
WBI66
US29
EBI66
NBUS29,Heathcote
WBI66
SBUS29
Freewaysegments
I66
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66
I66
I66
I66
I66
I66
I66
I66
I66
I66
EB
WB
EB
WB
EB
WB
EB
WB
EB
WB
I66atUS29[Gainesville],Exit43
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
EBExit
EBEntrance
WBExit
WBEntrance
WBExit
EBI66toUS29
US29toEBI66
WBI66toNBUS29,Heathcote
US29toWBI66
WBI66toSBUS29
I66atVA234Bypass(PWPkwy,TCP),Exit44
EBExit_44_SB
EBExit_44_NB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBEntr_44_SB
EBExit
EBExit
WBExit
WBExit
WBEntrance
EBEntrance
EBEntrance
EBI66toSBVA234Byp.
EBI66toNBTCP
WBI66toSBVA234Byp.
WBI66toNBTCP
VA234Byp./TCPtoWBI66
NBVA234Byp.toEBI66
SBTCPtoEBI66
EBI66
EBI66
WBI66
WBI66
VA234Byp./TCP
NBVA234Byp.
SBTCP
SBVA234Byp.
NBTCP
SBVA234Byp.
NBTCP
WBI66
EBI66
EBI66
I66atVA234Business(SudleyRd),Exit47
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
EBExit
EBEntrance
WBEntrance
WBExit
WBExit
EBI66toVA234Bus.
VA234Bus.toEBI66
VA234Bus.toWBI66
WBI66toSBVA234Bus.
WBI66toNBVA234Bus.
EBI66
VA234Bus.
VA234Bus.
WBI66
WBI66
VA234Bus.
EBI66
WBI66
SBVA234Bus.
NBVA234Bus.
I66atUS29[Centreville],Exit52
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
WBExit
WBEntrance
WBEntrance
EBExit
EBEntrance
WBI66toUS29[Centreville]
"NB"US29[Centreville](WBtravel)toWBI66
"SB"US29[Centreville](EBtravel)toWBI66
EBI66toUS29[Centreville]
US29[Centreville]toEBI66
WBI66
EBI66
US29[Centreville]
US29[Centreville]
WBI66
WBI66
US29[Centreville]
EBI66
SBTCPonramp
NBTCPofframp
Ramps
Weaves
EBExit_44_NB
EBweave
SBTCPonramptoNBTCPofframp
Page1of2
2020HCMAnalysisResults
Existing
AM
AnalysisType
2020NoBuild
AM
PM
PM
2020Build
AM
2020Build2
PM
AM
PM
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Density
LOS
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
Segment
26.6
10.1
16.1
7.0
22.1
8.5
28.0
11.5
26.7
11.0
D
A
B
A
C
A
D
B
D
A
10.6
27.7
7.6
16.4
10.8
21.0
12.5
26.9
11.1
28.1
A
D
A
B
A
C
B
D
B
D
14.9
6.2
18.2
7.8
25.3
9.5
33.0
12.8
30.9
11.9
B
A
C
A
C
A
D
B
D
B
6.6
16.1
8.5
18.4
12.1
23.9
14.0
31.5
12.2
32.3
A
B
A
C
B
C
B
D
B
D
14.7
6.2
17.5
7.6
25.1
9.5
32.7
12.7
30.8
11.9
B
A
B
A
C
A
D
B
D
B
6.4
15.8
8.2
17.8
11.9
23.7
13.9
31.2
12.2
32.1
A
B
A
B
B
C
B
D
B
D
14.8
6.2
18.0
7.8
24.9
9.4
32.3
12.6
30.5
11.9
B
A
C
A
C
A
D
B
D
B
6.5
15.9
8.4
18.3
11.9
23.5
13.8
30.8
12.1
32.0
A
B
A
C
B
C
B
D
B
D
A
B
A
A
A
0.0
0.0
25.4
12.5
0.0
A
A
C
B
A
3.3
11.7
9.4
4.5
0.0
A
B
A
A
A
0.0
0.0
26.3
12.5
0.0
A
A
C
B
A
B
6.8
NA(weave)
A
24.3
A
23.8
B
21.2
C
12.3
NA(weave)
20.4
C
C
C
B
10.3
7.5
11.5
26.4
C
7.5
NA(weave)
B
27.9
A
21.6
B
24.6
C
13.3
NA(weave)
Code
Freewaysegments
I66
I66EB_1
I66WB_1
I66EB_2
I66WB_2
I66EB_3
I66WB_3
I66EB_4
I66WB_4
I66EB_5
I66WB_5
I66atUS29[Gainesville],Exit43
EBExit_43_NBSB
EBEntr_43_NBSB
WBExit_43_NB
WBEntr_43_NBSB
WBExit_43_SB
Ramp
Ramp
Ramp
Ramp
Ramp
19.1
10.0
8.5
7.2
0.0
B
A
A
A
A
1.8
0.0
24.4
24.6
0.0
A
A
C
C
A
3.4
12.0
9.5
4.5
0.0
A
B
A
A
A
0.0
0.0
26.9
12.9
0.0
A
A
C
B
A
3.2
10.7
9.0
4.5
0.0
Ramp
Weave
Ramp
Ramp
Ramp
Ramp
Weave
17.8
NA
9.5
NA
9.6
24.4
NA
B
NA
A
NA
A
C
NA
6.1
NA
25.3
NA
19.4
12.2
NA
A
NA
C
NA
B
B
NA
22.5
NA
12.4
0.0
11.3
28.6
NA
C
NA
B
NA
B
D
NA
9.0
NA
30.2
0.0
23.7
14.9
NA
A
NA
D
NA
C
B
NA
19.3
EBExit_44_SB
EBExit_44_NB
WBExit_44_SB
WBExit_44_NB
WBEntr_44_NBSB
EBEntr_44_NB
EBEntr_44_SB
I66atVA234Business(SudleyRd),Exit47
EBExit_47_NBSB
EBEntr_47_NBSB
WBEntr_47_NBSB
WBExit_47_SB
WBExit_47_NB
Ramp
Ramp
Ramp
Ramp
Ramp
13.0
17.8
0.0
3.2
10.0
B
B
A
A
B
2.8
2.6
6.1
16.1
24.9
A
A
A
B
C
15.4
21.3
0.0
4.8
11.5
B
C
A
A
B
4.1
4.4
8.7
19.1
28.1
A
A
A
B
D
15.3
21.1
0.0
4.7
11.4
B
C
A
A
B
4.1
4.3
8.5
19.1
27.8
A
A
A
B
C
15.1
20.7
0.0
4.5
11.3
B
C
A
A
B
3.8
4.0
8.3
18.7
27.5
A
A
A
B
C
I66atUS29[Centreville],Exit52
WBExit_52_NBSB
WBEntr_52_NB
WBEntr_52_SB
EBExit_52_NBSB
EBEntr_52_NBSB
Ramp
Ramp
Ramp
Ramp
Ramp
3.8
10.1
11.0
29.4
24.2
A
B
B
D
C
22.6
22.3
22.7
13.6
11.6
C
C
C
B
B
4.8
11.5
11.3
33.2
26.5
A
B
B
D
C
25.3
25.3
25.3
15.6
12.7
C
C
C
B
B
4.8
11.5
11.2
32.9
26.5
A
B
B
D
C
25.1
25.2
25.0
15.4
12.7
C
C
C
B
B
4.7
11.4
11.0
32.4
26.1
A
B
B
D
C
25.0
25.0
24.7
15.0
12.6
C
C
C
B
B
EBExit_44_NB
Weave
NA
NA
NA
NA
NA
NA
NA
NA
17.4
7.6
19.0
8.2
Ramps
8.6
8.4
10.6
25.1
C
C
C
B
Weaves
Page2of2
ATTACHMENT 3
MEMORANDUM: ANALYSIS OF THE SUBSTITUTE VISION PROVIDED BY SELC
ET AL. AS AN ALTERNATIVE TO THE TRI-COUNTY PARKWAY
(MAY 8, 2013)
MEMORANDUM: ANALYSIS OF THE SUBSTITUTE VISION

PROVIDED BY SELC ET AL. AS AN ALTERNATIVE TO THE
TRI-COUNTY PARKWAY
for
Tri-County Parkway Location Study

Reevaluation and Final Environmental Impact Statement
State Project No.: R000-95A-102, PE-101
Federal Project No.: STP-5401 (385)

May 8, 2013
CONTENTS
1.0 PURPOSE OF MEMORANDUM ...................................................................................................... 1
2.0 BACKGROUND .................................................................................................................................. 1
3.0 SUBSTITUTE VISION ....................................................................................................................... 4
3.1 Sources ................................................................................................................................................... 4
3.2 Components of the Substitute Vision..................................................................................................... 4
4.0
4.1
4.2
4.3
PROCESS FOR ASSESSING SUBSTITUTE VISION.................................................................. 19

Land Use Changes ............................................................................................................................... 19
Network Changes ................................................................................................................................. 21
Transit Changes ................................................................................................................................... 24
5.0
5.1
5.2
5.3
FINDINGS AND CONCLUSIONS .................................................................................................. 26

Traffic Volumes ................................................................................................................................... 26
Costs..................................................................................................................................................... 31
Other Considerations ........................................................................................................................... 33
Attachment A: SELC Et Al. Correspondence ..................................................................................... A-1

Attachment B: Cost Estimate Details ................................................................................................... B-1
LIST OF FIGURES
Figure 1.
Figure 2.
Figure 3.
Figure 4.
DEIS Study Area and Candidate Build Alternatives .................................................................... 3

Locations of Projects Necessary to Implement the Substitute Vision ....................................... 18
Areas of Reduced Future Land Use Growth............................................................................... 20
TAZs Assumed Part of the Travelshed for Transit Projects in the Substitute Vision ................ 25
LIST OF TABLES
Table 1.
Table 2.
Table 3.
Table 4.
Table 5.
Table 6.
Substitute Vision Components and Projects Necessary to Implement ..................................... 7-17

Original and Revised Population and Employment Forecasts ..................................................... 21
Changes to Travel Demand Model Network for Substitute Vision Projects (Non-Policy) .... 21-24
Modeling Analysis Scenarios ..................................................................................................... 26
Daily Year 2040 Traffic Volume Forecasts on Area Roadways ............................................ 28-30
Estimated Costs of Substitute Vision Projects (Non-Policy) .................................................. 31-33
MEMORANDUM: ANALYSIS OF THE SUBSTITUTE VISION PROVIDED BY SELC ET AL.

AS AN ALTERNATIVE TO THE TRI-COUNTY PARKWAY
Tri-County Parkway Location Study, Reevaluation and Final Environmental Impact Statement
State Project No.: R000-96A-102, PE-101; Federal Project No. STP-5401 (385)
1.0 PURPOSE OF MEMORANDUM

This memorandum was prepared to document the assessment of alternative transportation improvements
that have been suggested in comments on the Draft Environmental Impact Statement (DEIS) and in
subsequent correspondence during the Section 106 consultation process for the Tri-County Parkway
Location Study. The Tri-County Parkway (TCP) is a proposed four-lane limited access highway located
in Prince William, Fairfax, and Loudoun Counties in Virginia. The comments and correspondence were
submitted by or on behalf of the Southern Environmental Law Center (SELC), the Coalition for Smarter
Growth (CSG), the Piedmont Environmental Council (PEC), the National Parks Conservation Association
(NPCA), the National Trust for Historic Preservation (NTHP), the Chesapeake Bay Foundation (CBF),
and the Virginia Chapter of the Sierra Club, collectively referred to herein as SELC et al. The comments
and correspondence refer to the alternative transportation improvements by various names, including
Combination of Other Alternatives, Alternative Package of Transportation Measures, Low-Build
Alternative, and, most recently, Composite Alternative. The suggested transportation improvements
are wide-ranging both in terms of geographic location and in terms of improvement type (i.e.,
improvements across multiple modes; safety improvements; modified assumptions with respect to land
use, growth, and travel patterns; etc.). Based on their wide-ranging nature, the suggested improvements
represent not a simple alternative to the TCP project, but more of a substitute transportation vision (such
as might be found in a regional or sub-regional transportation plan) rather than a transportation
improvement alternative that could be implemented as a single project or single project package in lieu of
the proposed TCP. Furthermore, the language describing the improvements is generalized and typically
does not provide necessary project-specific details, such as defined start and end locations or typical
section (i.e., how exactly to improve a connection or roadway). For this reason, this memorandum uses
the term Substitute Vision and its components to represent the listing of transportation improvements
proposed by SELC et al.
Details on the components comprising the Substitute Vision are presented later in this memorandum;
however, they can be summarized as follows:
Make improvements to east-west routes, such as I-66 and US 50, instead of north-south routes,
because expanding east-west capacity is the key to improving traffic, obviating the need for northsouth improvements in the study area.
Any consideration of north-south routes should focus on improvements to Route 28 and non-capacityincreasing enhancements to local secondary roads.
Assume closure of Route 29 and Route 234 within the boundaries of Manassas National Battlefield
Park, but do NOT assume that the TCP or the Manassas National Battlefield Park Bypass would be
built.
Place greater emphasis on transit (heavy rail, light rail, and bus).
Ignore cooperative population, employment, and land use forecasts incorporated in the Metropolitan
Planning Organizations regional travel demand model and, instead, make other assumptions
regarding these factors.
2.0 BACKGROUND
Origin of Project. The need for a new north-south transportation link connecting the City of Manassas
with I-66 and the Dulles corridor was first identified during the development of the transportation
elements of the comprehensive plans for Prince William, Fairfax, and Loudoun Counties. A potential
connection has been the subject of local studies and plans over a number of years. In Prince William
County, a version of this connection has been referred to as the Route 28 Bypass and in Loudoun
County, a version of this connection has been known as the Loudoun County Parkway. Several
conceptual alignments through Fairfax County were considered even before it was first proposed in their
comprehensive plan. The Metropolitan Washington Council of Governments (MWCOG) also included
versions of a north-south connector in its Constrained Long-Range Plan (CLRP) and Transportation
Improvement Program (TIP).
1

Draft Environmental Impact Statement, including Purpose and Need and Alternatives. The Federal
Highway Administration (FHWA), in accordance with provisions of the National Environmental Policy
Act (NEPA) and 23 CFR 771, approved the DEIS for the subject project on March 16, 2005. As
identified in the DEIS, the study area lacks adequate north-south transportation linkage between Manassas
and the Dulles corridor and the project purpose and need involves the following four key elements related
to north-south transportation linkage:
1. Improve transportation mobility and capacity and by doing so, improve access and reduce congestion.
2. Enhance the linkage of communities and the transportation system that serves those communities.
3. Accommodate social demands, environmental goals, and economic development needs.
4. Improve safety and by doing so, reduce the average crash and injury rates on the roadway network.
The DEIS discussed the alternatives development process, which included extensive scoping activities
and consideration of input from the public, government agencies, and local officials. Logical termini
were established and a range of reasonable alternatives was identified. This process culminated in
identification of the No-Build Alternative and three Candidate Build Alternatives (West Two, West Four,
and Comprehensive Plan) as shown on Figure 1 (Figure 2.4-1 from DEIS) to be carried forward for
detailed study in the DEIS.
Public Involvement. Open forum public meetings were held in Fairfax, Loudoun, and Prince William
Counties in March and December 2002 to solicit public comment on TCP alternatives. A set of three
public hearings was held by the Virginia Department of Transportation (VDOT) on May 9, 10, 11, 2005
in Prince William County, Fairfax County, and Loudoun County, respectively. The associated public
comment period extended from April 1 to May 21, 2005. During this time, the public was able to provide
input through several modes including: e-mail, mailed letter, comment form, or submittal of a written or
oral comment at the public hearings. To encourage public input and information, a comment form was
developed and included in the spring 2005 newsletter for the study. A total of 5,000 newsletters and
comment forms were printed and distributed to the study mailing list, area faith organizations, regional
libraries, and public hearing attendees. A total of 871 public responses were collected from April 1 to
May 21, 2005, including at the public hearings.
Commonwealth Transportation Board (CTB) Action. The West Two Alternative was approved by the
CTB on November 17, 2005 as the preferred alternative for the project. On February 20, 2013 the CTB
approved a modification to the West Two Alternative in order to avoid encroachment on the PutnamPatton House historic property. The CTB further resolved to take whatever action is required for the
abandonment of portions of Route 234 transecting the Manassas National Battlefield Park as part of the
TCP project and that such abandonment will occur upon the completion and opening to traffic that portion
of the TCP between I-66 and the proposed intersection with existing Route 234 near Catharpin. (The
abandonment of Route 234 and transfer of ownership of its right of way to the National Park Service is
part of an extensive package of measures developed through coordination with Section 106 consulting
parties to mitigate adverse effects of the TCP on the Manassas Battlefield Historic District.)
On-going Section 106 Coordination. At this time, a final draft of the Section 106 Programmatic
Agreement, developed in accordance with regulations implementing the National Historic Preservation
Act, is being circulated to consulting parties for final review. Once finalized, the Agreement will be
executed and the stipulations contained therein to address adverse effects on historic properties from the
project will become binding commitments.
Reevaluation. In accordance with 23 CFR 771.129(a), a reevaluation is being conducted to assess the
environmental consequences resulting from changes to the proposed project, changes in the affected
environment, and changes in regulatory requirements and guidance since the DEIS was issued and to
determine if those environmental consequences result in significant environmental impacts not already
considered in the DEIS.
Final Environmental Impact Statement. A FEIS will be prepared if the reevaluation identifies no new
significant environmental impacts warranting preparation of a Supplemental Draft EIS.
2

Figure 1. DEIS Study Area and Candidate Build Alternatives

3.0 SUBSTITUTE VISION

3.1
Sources
Communication with SELC et al. regarding suggested alternative improvements has been on-going since
the 2005 DEIS. Letters dated as follows have been received over the last eight years; see Attachment A
for copies of the correspondence.
June 13, 2005 Comments on DEIS submitted by the Southern Environmental Law Center (SELC) on
behalf of the Piedmont Environmental Council (PEC), the Coalition for Smarter Growth (CSG), the
Chesapeake Bay Foundation (CBF), the National Trust for Historic Preservation (NTHP), and the
Virginia Chapter of the Sierra Club (SC).
November 20, 2007 Comments submitted by NTHP on behalf of NTHP, SELC, CSG, and PEC as a
follow-up to the Section 106 consulting parties meeting held on October 31, 2007.
January 12, 2009 Comments submitted by SELC on behalf of SELC, PEC, CSG, NTHP, and SC
reiterating comments on DEIS and objections to the project.
December 6, 2010 Comments submitted jointly by SELC, NTHP, PEC, CSG, and the National Parks
Conservation Association (NPCA) as a follow-up to November 5, 2010 Section 106 consultation
parties meeting.
March 16, 2011 Comments submitted jointly by CSG, PEC, and SELC regarding the
Commonwealth Transportation Boards designation of a North-South Corridor of Statewide
Significance.
February 1, 2012 Comments submitted by SELC on behalf of SELC, CSG, NPCA, NTHP, and PEC
referencing and reiterating previous letters.
August 24, 2012 Comments submitted jointly by SELC, PEC, CSG, NTHP, and NPCA on draft of
Section 106 Programmatic Agreement.
January 7, 2013 Expanded list of components of the alternative transportation improvements
submitted by CSG, PEC, SELC, NPCA, and NTHP (transmitted via e-mail January 8, 2013).
The alternative transportation improvements, or Substitute Vision, discussed in this memorandum reflect
the contents of the List dated January 7, 2013 and named Updated Composite Alternative. As indicated
in CSGs transmittal, the List encompasses all of the past recommendations of the groups, as well as
additional elements not previously suggested.
3.2
Components of the Substitute Vision
Table 1 presents components of the Substitute Vision as well as additional detail for each component that
was necessary for assessment, as described further below:
The left-most column of the table lists the exact components of the Substitute Vision, per the
documents provided by SELC et al. SELC et al. described these components in general terms, using
words like upgrade or improve. It is important to note that for purposes of assessing the
Substitute Vision, it was necessary to assign projects, with specific improvements and start and
end points identified, that correspond to implementing the generalized components of the
Substitute Vision. Therefore, the next two columns of Table 1 include background information on
each component and define a specific project or multiple projects) that would be required to
implement each component of the Substitute Vision. For purposes of defining projects, the
components were compared to local, regional, and state planning studies and other documents to
identify specific projects and details, as indicated in the background information column. Figure 2
after the table depicts the locations of the forty specific projects that were identified to represent the
composite alternative set forth by SELC et al.

Table 1 also identifies whether the individual projects are included in the current CLRP. It is
important to note that projects in the CLRP are assumed to be implemented by the design year under
both the No-Build and Build Alternatives in the Tri-County Parkway Reevaluation. As such, these
projects are not unique to the Substitute Vision but have been included in updated travel demand
modeling and analysis for the preferred West Two Candidate Build Alternative (CBA).
The final four columns in Table 1 identify the type of improvement for each project: Capacity;
Operations / Safety; Transit; and Demand. This identification is important as it relates to how each
component/project is analyzed, as described below.
Capacity and Operations / Safety
A key distinction to be made is between projects that add measurable capacity at a regional level and
those that enhance operations and safety and add limited amounts of capacity that is localized to areas
around the project:
Projects in the first category (Capacity) include widening a roadway to provide additional lanes,
constructing new roadways other than local neighborhood streets, or providing transit service at the
regional or sub-regional level. Note that transit improvements that provide for additional travel
capacity are identified in the Transit column (discussion provided below) in Table 1.
Projects in the second category (Operations / Safety) include intersection improvements such as
signalizing, adding turn lanes, or converting to a roundabout; as well as shoulder or spot safety
improvements.
While projects in both categories can provide transportation operations and safety value, only those in the
first category provide measureable increases in capacity at the regional or sub-regional level of the travel
demand model. The physical reality that projects in the second category would have limited effects at the
regional level is mirrored in terms of quantifying and analyzing their limited effects using the regional
travel demand model. This is primarily due to the fact that regional models operate across a broad
geographic area and at a correspondingly coarse level of detail. Small changes, whether related to a spot
improvement such as at an intersection of existing roads or to adding shoulders to an existing road, cannot
be accurately reflected at the coarse regional level.
Project types in the Substitute Vision that fall under the Operations / Safety improvement type include:
Roundabouts. While intersection control such as a roundabout improves operations and flow in
certain conditions, they typically do not add measurable capacity to the regional network. As noted
above, regional travel demand models are typically not sensitive to differences in intersection control
types (i.e., conversion of a stop-controlled intersection to a roundabout does not affect the model
output). It should also be noted that roundabouts are typically best utilized at locations where the
intersecting roadways carry similar volumes of traffic; the Substitute Vision locations do not
necessarily meet this condition or other VDOT roundabout guidance.
Safety. These types of improvements are included in numerous VDOT efforts for planning and
implementation (including the Strategically Targeted Affordable Roadway Solutions (STARS)
program and the high-risk rural road program). Improvements are made whenever funding is available
and VDOT seeks to address these to the maximum extent possible through efforts to increase funding.
While important in enhancing safety and alleviating localized choke points, these types of
improvements would have little effect on overall travel patterns on a daily basis over a 20+ year
horizon, and regional travel demand models are not sensitive to differences in safety control measures.
Transportation Systems Management (TSM). TSM is an important component of a comprehensive
toolbox of measures to improved traffic operations, travel efficiency, and safety. TSM measures
proposed in the CLRP are assumed to be in place by the design year in both the No-Build and Build
Alternatives. TSM measures do not, however, provide for the increases in travel capacity needed to
serve projected growth.

Transit
Transit improvements were coded into the regional travel demand model in terms of adjustments to the
mode splits for affected transportation analysis zones. Additional detail on the mode split adjustment
process is included in Section 4.
Travel Demand
The study team held meetings with planning staff from both Prince William and Loudoun Counties and
performed analysis to discuss the amount of growth projected in the MWCOG Round 8.1 Cooperative
Land Use Forecasts (which forms the basis for the estimated travel demands in the regional travel demand
model used for this study) that is currently in the pipeline or currently zoned. Staff indicated that, in
general, most of the growth (90 to 95 percent) is currently in the pipeline and zoned, and that assumptions
relative to reducing the growth further are not realistic because this additional reduction in growth would
require down-zoning. While legally permissible1, experience in Virginia has indicated that implementing
down-zoning is a complex and time-consuming process that requires substantial and ongoing
commitment from local government. This is primarily due to the fact that landowners have financiallybased expectations with regard to the current zonings and become involved in the process by arguing that
particular down-zonings reflect an arbitrary taking of their land values. The courts become involved with
ensuing legal fights. Past attempts to down-zone areas within Northern Virginia have proven to be
lengthy multi-year fights that are not settled quickly. Growth in affected TAZs was, therefore, reduced by
a conservatively high percentage of 15 percent (indicating that only 85 percent of the projected growth is
assumed to occur. The affected TAZs are within Prince Williams Rural Area (also known as Rural
Crescent) and Loudoun Countys Transition Zone. Additional details on this process are included in
Section 4.
Travel Patterns and Growth
Other considerations cited by SELC et al. reflect unsubstantiated assertions about travel patterns and
growth (more east-west and less north-south, job attractors will remain east rather than west of Route 28,
changes in regional growth trends, as well as adjustments to shopping locations that would reduce northsouth travel between areas north and south of the Manassas Battlefield). The MWCOG travel demand
model and cooperative land use forecasting reflect the best available tool as well as the collective
knowledge and expertise of planners across the region for projecting travel patterns and growth. They
reflect long-term trends (rather than 5 to 7 year trends that reflect recent economic slowdowns) as well as
predictive algorithms that provide an approved and industry-standard tool for predicting travel patterns.
While no one can fully predict the future, particularly almost 30 years out, applying anecdotal
observations from existing conditions does not adequately reflect the complexities of anticipated changes
that planners in each locality are best able to provide as input to the travel demand forecasting process.
Local governments have the legal authority to control land use. The Code of Virginia authorizes the local
governing body to amend district boundaries by ordinance whenever required by "the public necessity, convenience,
general welfare, or good zoning practice." As such, the revision of a Comprehensive Plan and zoning ordinance for
a specific area of a county can include down-zoning; and, with the proper showing, an individual parcel may be
down-zoned as well. However, neither VDOT nor FHWA have any role in controlling or changing land uses in
localities and have no authority to compel a locality to change zoning in order to effect changes in development
densities.
6

Co-location of US 29 onto I-66
The co-location of Route 29 onto I-66

was considered as an alternative in the
Manassas National Battlefield Park
Bypass (MNBPB) DEIS and was
assumed to require one additional lane
on I-66 in each direction. This
alternative was dropped due to concerns
about an inconsistent cross-section on I66 that would be created by this
relocation of Route 29 from Centreville
to Gainesville and the resulting
congestion projected to occur at the
merge points. Instead, another
alternative (Alternative G) involving a
separate parallel roadway along the north
side of I-66 was developed and analyzed
in the DEIS. It was not identified by the
CTB as the preferred alternative. The
CTB identified instead Alternative D
(now D-Modified) as the preferred
alternative, which would involve
construction of a new road around the
north side of the MNBP. The MNBPB
is included in the 2012 CLRP, and
would be a new 4-lane facility that
connects US 29 beyond the eastern and
western boundaries of the Park.
As proposed by SELC et al., this would not

entail construction of additional lanes on I66. Rather, I-66 would simply be re-signed
to also serve as US 29. Additionally, it is
assumed that US 29 within the MNBP
would be closed to through traffic and that
no MNBPB would be constructed.
Accordingly, this project involves
installation of signage to divert all US 29
through traffic onto I-66 between Exit 43
and Exit 52. Local traffic would continue
to use US 29 between these two points,
except for the section within MNBP, which
would be limited to Park traffic and
residents of Park inholdings.
No
Demand
Transit
Project(s) Required to Implement Components

of SELC Substitute Vision
Op /
Safety
Background Information
Improvement Type*
Capacity
SELC Description of
Improvement (Generalized)
In Current
CLRP?
Table 1. Substitute Vision Components and Projects Necessary to Implement

Focus on I-66 corridor upgrades

including extension of VRE to
Gainesville and Haymarket;
Metrorail to Centreville; and express
bus/HOV-3 between Fauquier and
Arlington.
Complete the Gainesville

Interchange to allow traffic to flow
more smoothly to and from I-66.
Upgrade the existing east-west road

at the southern boundary of the
Battlefield between the Park
Headquarters and Groveton Road if
necessary for local movement.
For the Route 50 corridor, install

dedicated bus lane and complete
proposed parallel roads (maintain the
undivided two lane rural arterial
west of the proposed Lenah Loop
Road).
Similar improvements are recommended

in the Super NoVA Transit/TDM Vision
Plan, as well as other regional planning
documents including (but not limited to):
VRE Strategic Plan, VRE GainesvilleHaymarket Alternatives Analysis
Report, WMATA Transit Service
Expansion Plan, and the Prince William
County Transportation Plan.
The construction of this interchange is
complete (i.e. already included in the
Build and No-Build Alternatives).
This east-west road cited is Pageland
Lane, which is less than 2 miles long
between the referenced limits. Pageland
Lane is unstriped and is an unclassified
local road per VDOT. It runs directly
along the Battlefield Park boundary,
generally parallel to I-66, and intersects
Groveton Road at an intersection with a
skewed configuration.
The Loudoun County Adopted 2010
Revised Countywide Transportation
Plan includes widening US 50 with
future study of alternate lane operations,
which may include dedication of express
busway use. The Plan also defines the
Route 50 Parallel Roads (Quarry Road/
Glascock Boulevard and Tall Cedars
Parkway (VA Route 2200)), which are
proposed as 4 lanes.
No
Yes**
No
None.
Yes
Upgrade the referenced roadway and

terminal intersections to current VDOT
rural two-lane standards.
No
No
Construct parallel local service roads from

Lenah Road to the Fairfax County Line on
both the northern and southern sides of US
50.
Construct a bus lane and run bus service for

the referenced limits.
No
No
Demand
Transit

Extend VRE commuter rail from existing
2
Manassas station to Haymarket via the
existing Norfolk Southern B spur.
Extend Orange line Metrorail service from
3
existing terminus (Vienna) to Centreville
along the I-66 median.
Convert existing HOV operations on I-66 to
4
HOV-3+.
Establish express bus service for referenced
5
limits.
Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

Utilize the east-west local connector

known as Cedar Ridge Boulevard to
connect to an upgraded Bull Run
Post Office Road.
Finish the Route 28 interchanges

between I-66 and Route 7 and
improve the connection from
eastbound I-66 to northbound Route
28 to improve access from the I-66
corridor to the major job
concentrations east of Dulles
Airport.
All programmed interchange

improvements along VA 28 have been
completed.

10
Install signage for referenced truck route.
No
11
Upgrade Cedar Ridge Boulevard (existing

two lanes) and associated terminal
intersections to current VDOT rural twolane standards, and add signage.
No
12
Upgrade Bull Run Post Office Road

(existing two lanes) and associated terminal
intersections to current VDOT rural twolane standards.
No
13
Reconstruct the existing interchange of VA

28 at I-66.
No
14
Convert the remaining at-grade intersection

along VA 28 (at Walney Road / Braddock
Road within Ellanor C. Lawrence Park) to a
grade-separated interchange.
No
Demand
Transit
Op /
Safety
This is included in the Loudoun County
Comprehensive Plan. The Northern
Parallel Route is shown as two
disconnected roadways: Glascock and
Quarry Roads.
Cedar Ridge Boulevard is less than 2
miles long, running between Gum
Spring Road and Bull Run Post Office
Road. It is an unclassified local street
per VDOT. It is an unstriped, low-speed
neighborhood street with repeated
driveway access and meandering
curvature. Bull Run Post Office Road is
approximately 7 miles long between
Braddock Road and its terminus just
south of I-66. It is generally an
unclassified local street per VDOT, and
is an unstriped, 2-lane roadway with
several 45+-degree bends and multiple
driveway access points. For
approximately 1 mile where it intersects
Route 29, it is an Urban Collector and is
two-lanes, striped.
Improvement Type*
Capacity
SELC Description of
Use the Route 50 northern parallel
connector as a truck connector from
Route 28 to Route 606, providing
access to future Dulles Airport
facilities.
In Current
CLRP?

While not specifically mentioned in

the January 7, 2012 letter, "upgrade
of Route 28" was mentioned in June
13, 2005; November 20, 2007; and
December 6, 2010 SELC
correspondence.
Provide a bus rapid transit or light

rail connection from the Cities of
Manassas and Manassas Park up to
the Dulles Corridor along Route 28.
Recognize the existing upgrade of

Route 15 in Prince William and
install roundabouts at Route 15 and
Route 234 (Sudley Road).
Widen VA 28 to 8 lanes between I-66 and

VA 7.
Yes
The Super NoVa Plan recommends bus

rapid transit/light rail along this corridor
as part of their circumferential
travelshed recommendations.
16
Construct and operate light rail for the

referenced limits.
No
Route 15 is two lanes in each direction

from I-66 to the intersection with Sudley
Road, north of which it becomes a single
lane in each direction. As part of the
upgrading of Route 15, the intersection
with Sudley Road was improved and
includes multiple turn lanes. Sudley
Road is one lane in each direction
approaching the intersection, which is
signal-controlled. Business driveway
access as well as intersecting roadways
along Sudley Road are in proximity to
the intersection.
17
Construct a roundabout at the referenced

location.
No
10
Demand
15

Transit
The widening of VA 28 from 6 to 8

lanes from I-66 to VA 7, along with
associated improvements, is included in
the CLRP.
Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

1. Gum Spring Road and Sudley Road

are both classified as Rural Major
Collectors by VDOT. It is a three-legged
intersection, with two through lanes and
one left-turn lane on Sudley Road, and
left- and right-turn lanes from Gum
Spring Road. It is signal-controlled. A
church and two residential street access
points are located within proximity to
the intersection.
Utilize roundabouts to ease the flow
of N-S traffic in the Gum Spring
Road/Pageland Lane N-S corridors,
with roundabouts located at: 1.
Route 659 (Gum Spring Road) and
Route 234 (Sudley Road); 2. Sudley
Road and Pageland Lane; and 3.
Pageland Lane and Route 29.
2. Pageland Lane is a local unclassified

road per VDOT, and it is one lane in
each direction at this intersection.
Within 500 feet on either side of the
intersection are Sanders Lane (SR 705)
and driveway retail access, in addition to
numerous houses and businesses.
Sudley Road is free-flowing through this
intersection as the major movement.
3. Pageland Lane is a local unclassified
road per VDOT, and it is striped as two
lanes north of the intersection and
unstriped south of the intersection.
Route 29 is a divided, 4-lane highway
with turn lanes and a grass median at this
intersection. It is classified as a Rural
Minor Arterial and is the major roadway
at this intersection. The intersection is
signal-controlled.

18
No
No
No
19
20
11
Construct roundabouts at the referenced

locations.
Demand
Transit
Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

Do targeted upgrades for safety and

install roundabouts where necessary
for Catharpin Road, Bull Run Post
Office Road, and Pleasant Valley
Road. Roundabout locations
include: 1. Catharpin and Sudley Rd;
2. Bull Run Post Office Road and
Route 29; 3. Bull Run Post Office
Road and Braddock Road; and 4.
Pleasant Valley Road and Braddock
Road.

21
No
22
No
23
No
24
No
Construct roundabouts at the referenced

locations.
12
Demand
Transit
Op /
Safety
1. Sudley Road is classified as a Rural
Major Collector and is free-flowing
through this intersection. Catharpin
Road is a local unclassified road and is
stop-controlled. Both are striped as one
lane in each direction. Residences as
well as driveway accesses exist along
both roadways at this intersection.
2. Route 29 is classified as an Urban
Minor Arterial and is the major roadway
at this intersection (two lanes in each
direction with turn lanes, grass median),
which is signal-controlled. Bull Run
Post Office Road is a local unclassified
road to the north and an Urban Collector
to the south. It is generally one lane in
each direction with turn lanes.
3. Braddock Road is a Rural Major
Collector and is the major, free-flowing
roadway with one lane in each direction
and turn lanes. Bull Run Post Office
Road is a local, unclassified, unstriped
roadway south of this intersection.
North of the intersection, it is known as
Donovan Drive and is the entrance into a
residential community, with numerous
residences in proximity.
4. Both roadways are classified as Urban
Minor Arterials at this intersection, with
a single lane in each direction. The
intersection is stop-controlled in all
directions. A farm and a pathway are
located at this intersection.
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

25
In Loudoun, between Braddock

Road and Route 50, implement N-S
connections for local traffic.
In Loudoun, between Route 50 and

Route 7, complete upgrade of Route
606 and Route 659 to four-lane
divided roadways.
The Loudoun County Comprehensive

Plan includes the following north-south
connections: 2-lane US 15 (existing); 2and 4-lane Lenah Loop Road (2-lane
existing); 6-lane divided North Star Blvd
(aka, TCP); 4-lane, divided Gum Spring
Road (existing); and 6-lane, divided
Loudoun County Parkway.
Widen Loudoun County Parkway to 6

lanes, divided, between the referenced
limits.
No
26
Widen Lenah Loop Road to 4 lanes

between Tall Cedars Parkway and US 50.
27
Widen VA 659 to 4 lanes, divided, between

Partial
28
Widen VA 606 to 4 lanes, divided, between

Partial
The CLRP does not include widening of

Route 606 and Route 659 for those entire
extents. It does include Route 606
between Route 621 and Route 634, and
Route 659 between the Dulles Greenway
and Route 7.
13
Demand
No
Transit

Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

29
30
Evaluate additional road connection

improvements south of I-66
including Wellington Road, Balls
Ford Road, Sudley Manor Drive and
Godwin Drive. (Godwin Drive
would also meet north-south
movement needs and was part of one
of the TCP alternatives -- use Mr.
Robert Moler's connection
recommendation for connecting to
Route 28 and I-66).
The Prince William County

Transportation Plan of the
Comprehensive Plan includes
improvements, such as widening and
interchanges, of Wellington Road, Balls
Ford Road, and Sudley Manor Drive to
improve accessibility and connectivity.
Mr. Moler's connection recommendation
included use of Segment E alignment
from the DEIS, modified to include a
new roadway extension from existing
Godwin Drive to new interchange, with
construction of a raised open causeway
bridge across Cub Run, to northwest
corner of Upper Occoquan Sewage
Authority, and making broad
counterclockwise sweep to I-66 just west
of Compton Road
31
32
33
34
35
36
37
14
Widen Wellington Road to a 6 lane minor

arterial between Linton Hall Road and
Prince William Parkway.
Widen Wellington Road to a 4 lane minor
arterial between Prince William Parkway
and Godwin Drive.
Construct bridge of Prince William
Parkway and grade-separated interchange at
Sudley Manor Drive / Prince William
Parkway.
Widen Balls Ford Road to a 4 lane minor
arterial between Wellington Road and
Sudley Road.
Widen Balls Ford Road to a 4 lane major
collector between Sudley Road and
Coppermine Drive.
Construct a grade-separated interchange at
Balls Ford Road and Prince William
Parkway.
Construct new roadway extension of
Godwin Drive from existing Godwin Drive
to new interchange (excluding new
causeway/bridge).
Construct raised open causeway bridge
from Godwin Drive (extended) to new
causeway/bridge.
Construct new interchange of Godwin
Drive (extended) with I-66, consisting of
two loops and two flyovers on north side of
I-66.
Partial
Partial
No
Partial
No
No
No
No
No
Demand
Transit

Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?

Install Route 234 to Route 28

interconnection improvements and
Route 28 upgrades on the east side
of the Cities of Manassas and
Manassas Park up to I-66.
Recognize and address the
significantly greater east-west travel
demand as compared to north-south
movement in the area west of Route
28 in the I-66 and Route 50
corridors.
Incorporate the more likely scenario
that the vast majority of job
attractors will remain east of Route
28.
No change to VA 28 is included in
Prince William County Plan. Widening
to 8 lanes, with potential HOV and
interchange with Braddock Road,
included in the Fairfax County
Transportation Plan.
No
39
Convert VA 28 lane(s) to HOV operations

from Manassas City Line to I-66.
No
40
Construct interchange at VA 28 and

Braddock Road.
No
X
X
Refer to Travel Patterns and Growth discussion (located in Section 3.2, prior to Table 1).
Data provided by both Prince William

Assume that the Rural Crescent
north of I-66 in Prince William
County and Transition Policy Area
south of Braddock Road and west of
Route 659 in Loudoun County are
maintained at their current lower
densities and that land conservation
measures are utilized to preserve
significant tracts of land in each
area, ensuring that these areas do not
add more traffic.
Demand
Widen VA 28 to 8 lanes from Manassas

City Line to I-66.
Transit
38

Op /
Safety
Improvement Type*
Capacity
SELC Description of
In Current
CLRP?
and Loudoun Counties to MWCOG as

part of the cooperative land use
forecasting process reflect the
Comprehensive Plans and zoning of each
jurisdiction, including the maintaining of
the Rural Crescent and Transition Policy
areas at low densities. That does not
mean, however, that these areas would
not experience any additional growth, as
building to existing zoning, as well as
development already in the pipeline, will
result in new development.
15
Following meetings with planning staff

from both Prince William and Loudoun
Counties, an assessment was made of
development that is allowed by existing
zoning and the extent to which the
socioeconomic data included in the Round
8.1 forecasts goes beyond that which is
reflected by existing zoning. For purposes
of this analysis, the socioeconomic data for
the TAZs in question will be adjusted to
reflect only growth allowed by existing
zoning and pipeline development.
No

16
Demand
Transit

Op /
Safety
Improvement Type*
Capacity
SELC Description of
In developing an alternative growth
projection, discard the Round 8.0
regional forecasts:
- The regional forecasts allocate
growth to each jurisdiction based on
underlying comprehensive plans and
zoning and also tend to be based on
past trends, and not on the
significant shifts the region and the
nation are seeing in demographics,
the real estate market, and energy
prices.
- Federal government downsizing,
the aging population, the preference
of "millenials" for urban living, the
shift from ownership to rental,
increase in transit-oriented centers in
the region, and higher energy prices
should all be factored in, and are
likely to show slower growth rates
and a smaller increment of growth
than the Round 8.0 regional forecasts
for Loudoun and Prince William.
Base projections on a true no-build
scenario for the Manassas Battlefield
Bypass and Tri-County/BiCounty/234 Bypass Extended/N-S
Corridor:
- Do not base the growth and traffic
projections on the assumption that
the Tri-County/Bi-County Parkway
and Manassas Battlefield Bypass are
in place.
In Current
CLRP?

Demand
Transit
Op /
Safety
Improvement Type*
Capacity
In Current
CLRP?
SELC Description of
- Recognize that by not including the
proposed highway, which would
attract new long-distance vehicle
trips including more truck travel to
Dulles Airport, new travel demand in
the area would be less under the
composite scenario than with the
proposed new highway.
Recognize that local residents north
of the Battlefield will have access to
alternate shopping outlets, not
requiring driving south through the
Battlefield to Manassas. Those
future locations include Loudouns
Route 50 Corridor, Gainesville, and
Haymarket.
Target local road and safety
improvements to cost-effectively
Funding for these types of projects is on- None.
Yes***
X
reduce incidents in the high accident going.
sections.
Include Transportation Systems
Funding for these types of projects is on- None.
Yes***
X
Management (TSM).
going.
* Improvement Types:
Capacity: Improvement that add capacity at the regional level; tested in MWCOG model.
Op/Safety: Improvement that affects roadway operations and safety, and provides localized capacity but does not provide for regionally quantifiable capacity increases.
Transit: Improvement that provides for increased transit capacity, convenience, and enhances the potential for travel mode shifts to transit.
Demand: Actions that address travel demand through lowered assumptions for growth and shifts in travel patterns.
** The conversion of existing operations on I-66 to HOV 3+ is a planned improvement and is also included in the MWCOG 2040 model; it is not, however, explicitly
listed as a CLRP project.
*** Specific projects not listed, but assumed to be part of the greater CLRP.
17

Figure 2. Locations of Projects Necessary to Implement the Substitute Vision
18

4.0 PROCESS FOR ASSESSING SUBSTITUTE VISION

This section describes the analysis process used to assess the Substitute Vision (SV). The process
consisted of five basic steps, as follows:
1. Run the MWCOG model for year 2040: The MWCOG model (Version 2.3 Build 39) was run,
including all four traditional model steps (trip generation, trip distribution, mode split, and trip
assignment), for the year 2040. Three model runs were performed: 1) TCP No-Build (with all current
CLRP projects except the TCP); 2) TCP Build (with TCP and all other projects in current CLRP);
and, 3) TCP Build (with all other current CLRP projects except MNBPB). The raw model output was
then adjusted using NCHRP 255 post-processing procedures to accommodate differences in model
forecasts and existing traffic counts. TAZs in two planning areas within Prince William and Loudoun
counties (the Rural Area and the Transition Area, respectively) were modified to reflect an alternate
land use plan, as suggested by SELC et al. The magnitude of the population and employment growth
forecasted by the Round 8.1 Cooperative Land Use Forecasts was reduced by 15% to represent a
more modest development assumption for the area.
2. Adjust mode-split: Transit projects mentioned in the SV were accommodated by modifying scripts
in the MWCOG model. The modifications assume a potential travelshed for the transit projects, and
then reduce single-occupant vehicle (SOV) trips within that travelshed by an assumed percentage of
4%. This 4% reduction represents an optimistic surrogate for the shift of trips from the SOV mode to
transit modes2.
3. Create the SV network: The SV network was created by adjusting the No-Build network to
incorporate the projects indicated in Table 1 either as new links, updated links, or adjusted mode split
factors, depending on the nature of the project. The SV network includes all Table 1 projects and all
CLRP projects, other than the TCP or the MNBPB. The SV year 2040 forecasts were then developed
using the revised network as well as the adjusted Round 8.1 land use data as inputs to the model
process and the new transit adjustments. For comparability with the previous forecasts, standard
NCHRP 255 post-processing adjustments were made.
4. Perform SV model runs: The SV network described in Step 3 was further modified to include the
proposed Tri-County Parkway and the MNBPB, and the model was run as described above. This was
performed to allow for comparisons of the two baseline sets of assumptions: CLRP-based, and SVbased. As with all other model runs, standard NCHRP 255 post-processing adjustments were made.
5. Compare the results: An assessment and summary of the SV was performed by comparing traffic
forecasts. Planning level estimates of costs for the projects in the SV were also developed using
standard VDOT unit costs. This analysis and discussion is included in Section 5.
4.1
Land Use Changes
To account for an alternate regional growth forecast, land use inputs were changed for forecasting for the
Substitute Vision. Two planning areas, the Rural Area in Prince William County and the Transition Area
in Loudoun County, were considered for modification for land use. Figure 3 illustrates the extent of
transportation analysis zones (TAZs) that were considered in these planning areas. In a travel demand
model, the TAZs are associated with land use characteristics such as population and employment, and
form the origin and destination locations for trips.
Rural area transit mode shares are usually less than 1 percent; they are shown as 0.4 percent in Table 3.12 in
Travel Behavior and Mobility of Transportation-Disadvantaged Populations: Evidence from the National
Household Travel Survey, Jeremy Mattson, Small Urban & Rural Transit Center (North Dakota State University),
December 2012.
19

Figure 3. Areas of Reduced Future Land Use Growth
20

In the TAZs within each of these planning areas, an assumed reduction in growth of 15% was applied to
the 2040 population and employment forecasts. That is, the magnitude of additional population and
employment figures per the MWCOG Round 8.1 Cooperative Forecasts between the base year of 2010
and 2040 was reduced. Table 2 shows the original 2040 population and employment estimates per the
Cooperative Forecasts. As an example of the changes assumed for the SV, there was an increase of
40,700 people in Prince Williams Rural Area between 2010 and 2040 in the original forecasts. For the
revised forecasts, only 85% of that growth was assumed, resulting in an increase in population of 34,600
people in the Rural Area compared to the 2010 population.
Table 2. Original and Revised Population and Employment Forecasts
Land Use per
MWCOG Round 8.1 Cooperative Forecasts
2010
2040
Growth (vs 2010)
Pop.
Emp.
Pop.
Emp.
Pop.
Emp.
Prince William County Rural Area
56,200
26,900
96,900
51,500
+ 40,700
+ 24,600
72%
91%
Loudoun County Transition Area
12,900
2,900
49,900
10,000
+ 37,000
+ 7,100
287%
245%
4.2
Adjusted Land Use per

the Substitute Vision
2040
Growth (vs 2010)
Pop.
Emp.
Pop.
Emp.
90,800
47,800
+ 34,600
62%
+ 20,900
78%
44,300
8,900
+ 31,400
243%
+ 6,000
207%
Network Changes
Numerous network coding changes were made to reflect the Substitute Vision. As noted previously, not
all of the projects assumed for the Substitute Vision would have measurable effects at the regional level,
and are also not able to be coded within the regional modeling environment. Consequently, only some of
the roadway projects were coded for developing alternate forecasts. In addition, a number of roadways
that were not included in the MWCOG model for the No Build or Build alternatives because they are
local roadways were added to the Substitute Vision (SV) network as they were specifically called out by
SELC et al. as roadways that could be improved to carry more traffic (and, thereby, take on a more
regional or sub-regional function). In addition, some of the SV improvements were partially or fully
included in the original models used for the forecasts; coding changes to the network for these
improvements were, therefore, either limited or not necessary.
The changes made for the SV network are outlined in Table 3. As previously mentioned, the forecasts
for the SV assume that the MNBPB is not constructed, but include the closure of US 29 and Route 234
(Sudley Road) through the MNBP. Note that the projects that cannot be reflected at the scale of the
regional travel demand model or that are already included in the model, as discussed in Section 3.2, are
shaded in gray in the table to easily identify which projects did not require changes to the travel demand
model to assess the Substitute Vision.
Table 3. Changes to Travel Demand Model Network for Substitute Vision Projects (Non-Policy)
Key
Location
Limits (From To)
I-66
US 29E to US 29W
(Exits 43-52)
VRE
Manassas to
Haymarket
Metrorail
Vienna to
Centreville
I-66
DC WCL to
1*
Improvement
Description
Signage change only.
New track construction
(spur); also includes
operations and
maintenance costs.
(extension); also
includes operations and
maintenance costs.
Convert I-66 HOV to 3+
21
Change
Basis
None
Cannot be reflected in
regional model
Transit
Model transit adjustment

(see Section 5.1.3).
Transit

None
Original models already

Key
Location
Limits (From To)

Fauquier County
WCL
Improvement
Description
(signage only).
Institute express bus

service; includes
operations and
maintenance costs.
Interchange
reconstruction (already
complete).
Change
include HOV3+ operations

on I-66 (to west of US 29
[Gainesville]).
I-66
DC WCL to
Fauquier County
WCL
Gainesville
Interchange
(US 29W)
at I-66
Pageland Lane
US 29 to Groveton
Road
8a
Tall Cedars
Parkway
Lenah Loop Road to

North Star Blvd
8b
Tall Cedars
Parkway
North Star Blvd to

Pleasant Valley
Road
8c
Glascock Blvd
Lenah Loop Road to

North Star Blvd
8d
Glascock Blvd
8e
Quarry Road
US 50
Lenah Road to
Fairfax County
WCL
10
US 50
VA 606 to VA 28
Add signage for trucks.
None
11
Cedar Ridge
Boulevard
VA 659 to VA 621
Upgrade to R2 (24) add

signage (no added
capacity).
Add
12
Bull Run Post

Office Road
(VA 621)
US 29 to VA 620
Upgrade (remains two

lanes) to R2(24).
None
13
VA 28
at I-66
Interchange
reconstruction.
None
14
VA 28
at Walney Rd / VA
620
Convert to gradeseparated interchange.
None
15
VA 28
I-66 to VA 7
Widen VA 28 to 8 lanes.
None
16
VA 28
City of Manassas
NCL to Dulles Toll
Construct and operate

light rail system;
North Star Blvd to

Loudoun County
Parkway/Old Ox Rd
South Riding Blvd
to Pleasant Valley
Road
Upgrade to R2 (24) (no

added capacity).
Construct parallel local

service roads as a rural
2-lane roadway.
service road as an urban,
divided 4-lane roadway.
service roads as a rural
2-lane roadway.
service road as an urban
4-lane roadway.
Construct dedicated bus
lane and run bus service;
also includes operations
and maintenance costs.
22
Basis
Transit
None
Open

Interchange improvements
cannot be reflected in
regional model.
Original models assume
closure of US 29, without
access to Pageland Lane
south of US 29. SV model
runs allow for access to
Pageland Lane via US 29.
Add
Add facility to the model.
Upgrade
Upgrade existing portions of

facility to minor arterial,
extend to Pleasant Valley.
Add
Add
Add
Transit

Transit
regional model.
Facility not in original
model, add for Substitute
Vision.
regional model.
regional model.
regional model.
No Build and Build models
already include widening.

Key
Location
at VA 234
at VA 234
Improvement
Description
includes operations and
maintenance costs.
Construct roundabout.
at Pageland Lane
at US 29
at VA 234
Limits (From To)

Road
17
18
19
20
21
22
23
24
25
26
US 15
VA 659
VA 234
(Sudley Road)
Pageland Lane
Catharpin
Road
Bull Run Post
Office Road
(VA 621)
Bull Run Post
Office Road
(VA 621)
Pleasant
Valley Road
Loudoun
County
Parkway
Lenah Loop
Road
Intersection improvements
regional model.
at VA 620
at VA 620
VA 620 and US 50
Widening to 6 lanes,
divided.
Modify
Upgrade facility.
Tall Cedars
Parkway to US 50
Widen to 4 lanes.
Modify
Upgrade facility.
Modify
Modify
VA 659
US 50 to VA 7
28
VA 606
US 50 to VA 7
Widen to 4 lanes,
divided.
Wellington
Road
Wellington
Road
VA 619 to Prince
William Parkway
Prince William
Pkwy to Godwin Dr
Wellington
Road
at Prince William
Parkway / Sudley
Manor Drive
31
None
27
30
Basis
at US 29
Widen to 4 lanes,
divided.
29
Change
Widen to 6 lane minor

arterial.
arterial.
Construct bridge of
Prince William Parkway
and grade-separated
interchange at Sudley
Manor Drive / Prince
William Parkway.
Modify
None
Upgrade portion of facility

south of Dulles Greenway;
remainder is already
improved.
Upgrade portion of facility
between Elden St and Van
Buren St; remainder is
already improved.
Widen facility; already
coded as minor arterial.
Original model includes this
upgrade.
None
regional model.
32
Balls Ford
Road
Wellington Road to
Sudley Road

arterial.
Modify
Widen and upgrade portion

of facility between
Wellington Rd and Prince
William Pkwy; remainder is
already improved.
33
Balls Ford
Road
Sudley Road to
Coppermine Drive
Widen to 4 lane major

collector.
Modify
Widen and upgrade facility.
34
Balls Ford
Road
at Prince William
Parkway
Construct interchange.
None
regional model.
35
Godwin Drive
Godwin Drive
(existing) to new
interchange
Construct new roadway,

4-lane divided,
controlled access to
Add
23

Key
Location
36
Godwin Drive
Limits (From To)

Godwin Drive
(extended) to new
interchange
Improvement
Description
match existing.
Construct raised open
causeway/bridge.
Change
Basis
None
regional model.
Add interchange connection

between new Godwin Drive
and I-66.
Manassas CL to IWiden to eight lanes during
38 VA 28
Widen to 8 lanes.
66
off-peak periods, allow for 3
Add
general-purpose and one
Convert to HOV
Manassas CL to IHOV3+ lane during AM and
39 VA 28
operations (signage and
66
PM peak periods.
striping only).
at New Braddock
40 VA 28
None
Road
regional model.
* The Substitute Vision assumes that the MNBPB is not constructed, but includes the closure of US 29 and VA 234
(Sudley Road) through the MNBP.
37
Godwin Drive
4.3
at I-66
Construct new
interchange with I-66.
Add
Transit Changes
The Substitute Vision put forth by SELC et al. includes a host of transit improvements aimed at providing
alternatives to auto travel in and near the proposed Tri-County Parkway. The transit improvements range
from express bus to fixed-guideway services and are listed here:
Extension of VRE commuter rail service from Manassas to Haymarket (Project 2)

Extension of Metrorail Orange Line service from Vienna to Centreville (Project 3)
Establishment of express bus service along Interstate 66 corridor between Fauquier and Arlington
(Project 5)
Provision of dedicated bus lane and service along Route 50 corridor (Project 9)
Provision of light-rail along the Route 28 corridor between Manassas and the Dulles corridor (Project
16)
The effects of these transit improvements were modeled by estimating conservatively high mode shares
that these transit modes would accommodate. Where available from other studies such as the Super NoVa
Transit/TDM Vision Plan (Virginia Department of Rail and Public Transportation, November 2012),
ridership estimates were used to assist in developing appropriate mode split estimates. In all cases,
however, the study team sought to replicate the effects of implementing an aggressive transit program by
using mode share estimates that are conservatively high.
Transit shares were estimated for the travel market in and near the proposed Tri-County Parkway (as
described below, the travelsheds for this travel market extend well beyond the Tri-County Parkway study
area) and the trips represented by these transit mode shares were then subtracted from the auto trips
forecasted for the market, thereby reducing the forecasted auto travel. Note that these shares are in
addition to those included in the current model (the mode share increase is above and beyond that
currently included to represent current and planned transit service). While this process does not explicitly
code transit routes, it does provide an excellent high-level way to estimate the effects of increased transit
service within the generalized project area.
The analytic approach used for the transit analysis involved the selection of a single set of traffic analysis
zones to represent the region over which trips may be reasonably expected to shift from auto to transit as
a result of the transit services being introduced. A uniform transit share was then applied to each zone in
the region. This assumption reflects the fact that many of transit improvements proposed by SELC et al.
24

are generalized concepts without defined details such as specific endpoints of service, service times and
frequencies, types of service, feeder routes, etc. The zones that were assumed to be affected by increased
transit service for purposes of this analysis are highlighted in Figure 4; this area was assumed to represent
the origins and destinations (or both) of the trips diverted from auto to transit. The reader should note that
most of the improvements cited by SELC et al. were oriented in an east-west direction; both Figure 4 and
the results of the analysis reflect this fact. For this analysis, a 4 percent share is used to represent auto
trips diverted to transit as a result of each of the transit improvements noted above. This conforms to the
goal of developing conservatively high estimates, as multiple transit services are likely to compete for a
relatively limited number of passengers.
Figure 4. TAZs Assumed Part of the Travelshed for Transit Projects in the Substitute Vision
25

5.0 FINDINGS AND CONCLUSIONS

The analysis described in Section 4 allows for an assessment of the Substitute Vision in terms of its
effects on total travel, travel by mode, travel by route, and a generalized assessment of traffic operations.
It also allows for an assessment of potential costs of the various projects that comprise the Substitute
Vision as well as a generalized consideration of other aspects related to implementing any type of
transportation improvement.
5.1
Traffic Volumes
While specifics of the assumptions for the various analysis scenarios were included previously in Section
4, the following list, in conjunction with Table 4, describes the five analysis scenarios. The main
differences between the TCP No-Build configuration and the SV are: 1) the TCP No-Build includes the
MNBPB and the SV does not; 2) the SV assumes closure of US 29 and Route 234 without providing any
alternate routes to replace them; and, 3) the SV provides for several major transit projects not assumed for
the TCP No-Build. The purpose of the TCP Build versus TCP Interim Build configuration is to provide
comparison with and without the MNBPB; both include the TCP.
1. TCP No-Build: This includes all projects in the CLRP with the exception of the proposed Tri-County
Parkway. The MNBPB is included, and US 29 and VA 234 are assumed to be closed to through traffic
within the Manassas National Battlefield Park.
2. SV: Reflects the SELC et al. Substitute Vision (as described in Section 5.1), which does not include
either the proposed Tri-County Parkway or the MNBPB. In addition, Routes 29 and 234 are assumed to
be closed to through traffic within the MNBP.
3. TCP Build: Same as the TCP No-Build with the exception of including the proposed Tri-County
Parkway.
4. TCP Interim Build: Same as the TCP Build Alternative, but without the MNBPB and with US 29 and
VA 234 open to through traffic within the MNBP (same as the existing situation). This represents a
potential interim situation where the proposed Tri-County Parkway is open to traffic before the MNBPB
is constructed. Note that trips assigned to this network are for 2040, as with each of the other model runs.
5. SV (with TCP): The Build Alternative along with all of the Substitute Vision changes (as described in
Section 5.1). With the exception of the stretch of proposed roadway that is an overlap between the
MNBPB and the Tri-County Parkway, none of the other segments of the MNBPB are assumed in this
scenario. In addition, Routes 29 and 234 are assumed to be closed to through traffic within the MNBP.
The purpose of this scenario is to illustrate the level of travel demand on a TCP facility with all the SV
improvements in place.
Table 4. Modeling Analysis Scenarios
SV Projects
MNBPB
US 29/ VA 234 Intersection Open?
TCP
No
Yes
No
No
1. TCP No Build
Yes
No
No
No
2. SV
No
Yes
No
Yes
3.TCP Build
No
No
Yes
Yes
4. TCP Interim Build
Yes
No
No
Yes
5. SV (with TCP)
Note: All Analysis Scenarios include all CLRP projects, with the exception of the MNBPB and/or TCP, as
indicated in the table.
Daily traffic forecasts for 2040 are shown in Table 5. This table is organized to allow for comparisons
between the No Build Alternative and the Substitute Vision, between the Build Alternative and the
Substitute Vision (with TCP), and between the TCP Interim Build and the Substitute Vision (with TCP).
It is important to note that all of the forecast volumes summarized in Table 5 reflect the application of the
same methodology for post-processing across all modeling analysis scenarios. This post-processing
follows NCHRP 255 procedures: base year traffic data and a base year travel demand model are utilized
26

to determine percentage and absolute error in the models assignment process, and then these factors are
used to adjust the future year travel demand model output. This is done on a link-by-link basis. Because
existing data is obviously not available for the Tri-County Parkway, the same types of adjustments that
were made for the links were performed across a screenline, treating a combination of roadways as a
single group, and then proportioning the resulting forecasts.
From the forecast volumes in Table 5, the most notable conclusion is that, even with the changes assumed
for the Substitute Vision, travel demand on the Tri-County Parkway remains relatively unchanged, as
seen by comparing build scenario volumes with and without the Substitute Vision. Other north-south
facilities such as US 15 and Route 28 also would not experience much difference in daily volumes under
No Build conditions with and without the Substitute Vision. The inclusion of Godwin Drive in the SV
without building TCP creates a spike in traffic to the east of where that facility would connect to I-66,
likely caused by traffic using the portion of I-66 between Godwin Drive and Route 28 as part of a northsouth trip. This is in contrast to forecasts on I-66 being mostly lower with the Substitute Vision than
without.
Due to the extent of changes included with the Substitute Vision, there may be counteracting effects on
travel patterns. Some changes, such as reducing population and employment or adding new transit
services, would reduce overall automobile trip volumes. However, because traffic on a road may come
from locations well outside of the immediate area, localized reductions in traffic can often free capacity
that is in turn utilized by traffic diverting from other facilities. Adding facilities such as Godwin Drive
and its connection to I-66 can shift travel patterns, serving demand that can now be served more
efficiently with shorter-time routes through the study area. Additionally, because many of the network
and transit improvements do not directly address north-south travel patterns, the results show much more
limited changes in traffic on facilities that serve these movements. A notable exception is the widening of
Route 28, but since this is already considered in previous forecasts due to its inclusion in the CLRP, there
is little additional north-south capacity added by the SV.
The following provides observations and conclusions from the traffic forecasts included in Table 5:
The TCP No-Build includes volumes on the section of Tri-County Parkway between VA 234 and US
29 because this section of road would be in place with the MNBPB, which is included in the CLRP
and therefore the No-Build Alternative. These volumes would almost double if the TCP were
constructed (TCP Build) while the remainder of TCP would carry between 45,000 and 55,000 vehicles
per day (vpd). If the TCP were constructed without the MNBPB, volumes over the entirety of TCP
would be between 45,000 and 55,000 vpd. Implementation of the SV would increase or decrease
volumes on TCP by less than 10 percent; north of VA 234, demand on TCP would actually increase
due to a number of changes in connections in the roadway network including the fact that improved
connections between VA 28 and I-66 (including a new interchange on I-66 immediately east of VA
234 Business) would provide an improved connection to TCP for north-south traffic.
Changes to traffic volumes on US 15 are less than 10 percent higher or lower with and without the
implementation of the SV improvements. As with volumes on the TCP, changes to projected volumes
may seem counterintuitive; changes in network connections result in unexpected shifts in traffic based
on new shortest-time paths between origins and destinations.
In general, the SV improvements are projected to decrease traffic on Gum Spring Road, but volumes
on this road would still be higher with the SV than they would with the construction of TCP. The
same general conclusion can be drawn with respect to volumes on the Loudoun County Parkway.
The SV appears to provide benefit in terms of reducing traffic on US 50 and VA 620, reflecting the
fact that many of the improvements in the SV address east-west travel.
Projected traffic volumes on VA 234 are affected by the assumptions in the SV of both closing US 29
and VA 234 through the MNBP and not constructing the MNBPB. As could be expected, constructing
TCP without the MNBPB, which provides the closest comparison with the SV in terms of other area
roads, results in the least change in traffic volumes on VA 234 (comparison between TCP Interim
Build and SV (with TCP)).
27

Table 5. Daily Year 2040 Traffic Volume Forecasts on Area Roadways

Daily Volumes
US 15
VA 659
(Gum
Spring)
Loudoun
County
Pkwy
VA 28
US 50
Differences
Daily Volumes
Differences
[3]
SV (with
TCP) [4]
Volume
44,600
48,400
3,800
8.5%
44,800
48,400
3,600
8.0%
48,800
52,600
3,800
7.8%
48,200
52,600
4,400
9.1%
61,000
59,000
-2,000
-3.3%
47,400
59,000
11,600
24.5%
55,600
56,800
1,200
2.2%
47,400
56,800
9,400
19.8%
55,000
46,800
-8,200
-14.9%
63,800
59,000
-4,800
-7.5%
63,400
59,000
-4,400
-6.9%
North of US 50
16,600
15,800
-800
-4.8%
16,800
16,200
-600
-3.6%
17,000
16,200
-800
-4.7%
South of US 50
23,000
21,800
-1,200
-5.2%
20,600
20,200
-400
-1.9%
21,200
20,200
-1,000
-4.7%
South of Braddock
16,000
15,400
-600
-3.8%
13,600
12,600
-1,000
-7.4%
12,800
12,600
-200
-1.6%
North of VA 234
22,000
23,000
1,000
4.5%
18,400
17,600
-800
-4.3%
17,800
17,600
-200
-1.1%
North of Heathcote Blvd
51,200
55,800
4,600
9.0%
46,000
45,400
-600
-1.3%
47,000
45,400
-1,600
-3.4%
South of US 50
30,200
26,400
-3,800
-12.6%
17,800
18,000
200
1.1%
19,600
18,000
-1,600
-8.2%
North of Braddock
22,400
13,600
-8,800
-39.3%
7,400
5,600
-1,800
-24.3%
10,600
5,600
-5,000
-47.2%
South of Braddock
25,000
14,000
-11,000
-44.0%
12,000
5,000
-7,000
-58.3%
13,200
5,000
-8,200
-62.1%
North of VA 234
25,200
16,000
-9,200
-36.5%
12,400
8,800
-3,600
-29.0%
13,800
8,800
-5,000
-36.2%
North of US 50
55,800
53,400
-2,400
-4.3%
53,200
51,000
-2,200
-4.1%
53,600
51,000
-2,600
-4.9%
South of US 50
25,000
20,800
-4,200
-16.8%
21,400
18,200
-3,200
-15.0%
21,400
18,200
-3,200
-15.0%
North of Braddock
14,400
11,400
-3,000
-20.8%
10,800
9,200
-1,600
-14.8%
11,000
9,200
-1,800
-16.4%
North of US 50
172,800
173,000
200
0.1%
171,000
171,400
400
0.2%
171,600
171,400
-200
-0.1%
North of I-66
185,400
190,200
4,800
2.6%
181,000
185,400
4,400
2.4%
181,600
185,400
3,800
2.1%
East of US 15
27,400
28,000
600
2.2%
27,600
27,600
0.0%
27,800
27,600
-200
-0.7%
Between US 50 and VA
620 (Braddock Rd)
Between VA 620
(Braddock Rd) and VA
234 (Sudley Rd)
Between VA 234
(Sudley Rd) and US 29
VA 234
Bypass
(PW Pkwy)
Daily Volumes
TCP
Interim
Build [5]
Roadway and Location
Tri-County
Parkway
Differences
TCP NoBuild
SV [2]
Volume
32,600
TCP Build
28
SV (with
TCP) [6
Volume


Daily Volumes
US 29
Differences
Daily Volumes
Differences
[3]
SV (with
TCP) [4]
Volume
-18.4%
41,800
38,800
-3,000
-7.2%
42,000
38,800
-3,200
-7.6%
-6,200
-12.0%
49,200
44,800
-4,400
-8.9%
50,600
44,800
-5,800
-11.5%
59,800
-6,400
-9.7%
65,400
58,600
-6,800
-10.4%
66,000
58,600
-7,400
-11.2%
7,800
7,200
-600
-7.7%
9,200
9,800
600
6.5%
10,600
9,800
-800
-7.5%
West of VA 659 (Gum

Spring Rd)
12,600
10,800
-1,800
-14.3%
8,000
8,600
600
7.5%
9,200
8,600
-600
-6.5%
East of VA 659 (Gum

Spring Rd)
14,000
11,200
-2,800
-20.0%
12,800
9,600
-3,200
-25.0%
13,000
9,600
-3,400
-26.2%
East of US 15
West of VA 705
(Sanders Ln)
Between Pageland Ln
and VA 659 (Gum
Spring Rd)
Between VA 659 (Gum
Spring Rd) and US 29
17,800
16,000
-1,800
-10.1%
17,400
13,400
-4,000
-23.0%
13,400
13,400
0.0%
18,200
15,200
-3,000
-16.5%
20,400
15,600
-4,800
-23.5%
17,600
15,600
-2,000
-11.4%
21,800
14,600
-7,200
-33.0%
22,800
18,600
-4,200
-18.4%
21,200
18,600
-2,600
-12.3%
17,600
200
-17,400
-98.9%
16,200
200
16,000
-98.8%
13,000
200
-12,800
-98.5%
33,200
31,200
-2,000
-6.0%
33,200
31,200
-2,000
-6.0%
40,000
31,200
-8,800
-22.0%
60,200
59,400
-800
-1.3%
63,200
61,000
-2,200
-3.5%
64,400
61,000
-3,400
-5.3%
West of I-66
68,400
64,200
-4,200
-6.1%
73,600
71,200
-2,400
-3.3%
70,400
71,200
800
1.1%
Between I-66 and

Pageland Ln
34,800
21,800
-13,000
-37.4%
37,800
37,000
-800
-2.1%
27,400
37,000
9,600
35.0%
Between VA 234
(Sudley Rd) and VA 609
(Pleasant Valley Rd)
19,200
5,400
-13,800
-71.9%
18,400
5,200
13,200
-71.7%
21,800
5,200
-16,600
-76.1%
TCP NoBuild
SV [2]
Volume
West of VA 659 (Gum

Spring Rd)
45,600
37,200
-8,400
Between VA 659 (Gum

Spring Rd) and Loudoun
County Pkwy
51,800
45,600
66,200
East of Loudoun County

Pkwy
East of US 15
VA 234
(Sudley
Rd)
Daily Volumes
TCP
Interim
Build [5]
VA 620
(Braddock
Rd)
Differences
TCP Build
29
SV (with
TCP) [6
Volume


Daily Volumes

US 29 cont Between VA 609
(Pleasant Valley Rd) and
I-66
Between US 15 and US
29 (Gainesville)
Between US 29
(Gainesville) and VA
234 Byp/TCP
Between VA 234
Byp/TCP and VA 234
Bus (Sudley Rd)
I-66
Between VA 234 Bus
(Sudley Rd) and Godwin
Drive (new interchange)
Between Godwin Drive
(new interchange) and
US 29 (Centreville)
Differences
Daily Volumes
Differences
Daily Volumes
Differences
[3]
SV (with
TCP) [4]
Volume
TCP
Interim
Build [5]
-7.6%
25,000
22,600
-2,400
-9.6%
19,200
22,600
3,400
17.7%
-3,600
-3.0%
114,200
112,800
-1,400
-1.2%
116,400
112,800
-3,600
-3.1%
155,200
-2,600
-1.6%
142,400
140,000
-2,400
-1.7%
153,800
140,000
-13,800
-9.0%
165,000
157,600
-7,400
-4.5%
162,600
158,200
-4,400
-2.7%
158,400
158,200
-200
-0.1%
192,800
171,000
-21,800
-11.3%
189,600
168,600
21,000
-11.1%
184,800
168,600
-16,200
-8.8%
192,800
209,800
17,000
8.8%
189,600
206,600
17,000
9.0%
184,800
206,600
21,800
11.8%
TCP NoBuild
SV [2]
Volume
26,200
24,200
-2,000
118,600
115,000
157,800
TCP Build
SV (with
TCP) [6
Volume
Between US 29
183,800 189,000
5,200
2.8%
182,000
187,600
5,600
3.1%
179,800
187,600
7,800
4.3%
(Centreville) and VA 28
[1] -- The TCP No-Build includes the MNBPB and closure to through traffic of US 29 and VA 234 within the MNBP. [2] -- The Substitute Vision, which does not include either
the MNBPB or TCP, assumes US 29 and VA 234 to be closed to through traffic within the MNBP. [3] -- The TCP Build includes the TCP, the MNBPB, and the closure to through
traffic of US 29 and VA 234 within the MNBP. [4] -- The SV (with TCP) does not include the MNBPB and assumes the closure to through traffic of US 29 and VA 234 within the
MNBP. [5] -- The TCP Interim Build includes the TCP but not the MNBPB; US 29 and VA 234 remain open to through traffic within the MNBP. [6] -- SV (with TCP) traffic
volumes are repeated here for ease in comparing the forecasted traffic volumes with those of the TCP Interim Build.
= over 10% decrease in volume
= over 10% increase in volume
30

5.2
Costs
Planning-level costs for the improvements included in the SV were developed using unit cost values
developed by VDOT for planning studies (these unit costs are included in Attachment B). Total
estimated costs, including rights-of-way and 30-year operating costs, are shown in Table 6. As indicated
in this table, the total 30-year estimated cost for the SV is $6.4 billion.
Table 6. Estimated Costs of Substitute Vision Projects (Non-Policy)
Key
Quantity
Basis
Estimated
Cost
Miles
$250,000
11
Miles
$265,518,000
10
Miles
$2,087,860,000
Convert I-66 HOV to 3+

(signage only).
40
Miles
$200,000
DC WCL to
Fauquier County
WCL
Institute express bus

service; includes
operations and
maintenance costs.
Each
$1,158,000
at I-66
Interchange reconstruction
(already complete).
$0
Miles
$23,460,000
Miles
$23,460,000
Miles
$140,632,500
Miles
$23,460,000
Miles
$70,074,000
Miles
$54,111,000
6.5
Miles
$123,110,000
Miles
$250,000
Miles
$528,000
Location
Limits (From To)
Improvement Description
I-66
US 29E to US 29W
(Exits 43-52)
Signage change only.
VRE
Manassas to
Haymarket
Metrorail
Vienna to
Centreville
I-66
DC WCL to
Fauquier County
WCL
I-66
6
7
Gainesville
Interchange
(US 29W)
Pageland
Lane
US 29 to Groveton
Road
8a
Tall Cedars
Parkway
Lenah Loop Road to

North Star Blvd
8b
Tall Cedars
Parkway
North Star Blvd to

Pleasant Valley
Road
8c
Glascock
Blvd
Lenah Loop Road to

North Star Blvd
8d
Glascock
Blvd
8e
Quarry Road
US 50
Lenah Road to
Fairfax County
WCL
10
US 50
VA 606 to VA 28
11
Cedar Ridge
Boulevard
VA 659 to VA 621
North Star Blvd to

Loudoun County
Parkway/Old Ox
Road
South Riding Blvd
to Pleasant Valley
Road

(spur); also includes
operations and
maintenance costs.
(extension); also includes
operations and
maintenance costs.
Upgrade to R2 (24) (no

added capacity).
service roads as a rural 2lane roadway.
service roads as a rural 2lane roadway.
service road as an urban 4lane roadway.
Construct dedicated bus
lane and run bus service;
also includes operations
and maintenance costs.
Add signage for trucks.
Upgrade to R2 (24) and
add signage (no added
capacity).
31


Key
Location
13
Bull Run Post

Office Road
(VA 621)
VA 28
14
VA 28
15
VA 28
16
VA 28
17
18
US 15
VA 659
VA 234
(Sudley
Road)
Pageland
Lane
Catharpin
Road
Bull Run Post
Office Road
(VA 621)
Bull Run Post
Office Road
(VA 621)
Pleasant
Valley Road
Loudoun
County
Parkway
Lenah Loop
Road
VA 659
VA 606
12
19
20
21
22
23
24
25
26
27
28
29
Wellington
Road
30
Wellington
Road
31
32
33
34
Limits (From To)
US 29 to VA 620
Upgrade (remains two

lanes) to R2(24).
at I-66
at Walney Rd / VA
620
I-66 to VA 7
Quantity
Basis
Estimated
Cost
Miles
$82,110,000
Each
$85,855,000
Each
$114,455,000
14
Miles
15
Miles
$1,440,360,000
1
1
Each
Each
$5,304,000
$5,304,000
at VA 234
at VA 234
Interchange reconstruction.
Convert to grade-separated
interchange.
Widen VA 28 to 8 lanes.
Construct and operate light
rail system; includes
operations and
maintenance costs.
at Pageland Lane
Each
$2,652,000
at US 29
Each
$5,304,000
at VA 234
Each
$5,304,000
at US 29
Each
$5,304,000
at VA 620
Each
$2,652,000
at VA 620
Each
$2,652,000
VA 620 and US 50
Widening to 6 lanes,
divided.
Miles
$75,570,000
Widen to 4 lanes.
0.5
Miles
$13,527,750
Widen to 4 lanes, divided.

Widen to 4 lanes, divided.
7.5
9
Miles
Miles
$210,948,750
$253,138,500

arterial.
Miles
$188,925,000

arterial.
Miles
$60,665,000
Each
$214,637,500
Miles
$92,335,500
0.5
Miles
$14,063,250
Each
$114,455,000
City of Manassas
NCL to Dulles Toll
Road
Tall Cedars
Parkway to US 50
US 50 to VA 7
US 50 to VA 7
VA 619 (Linton
Hall Road) to Prince
William Parkway
Prince William
Parkway to Godwin
Drive
Wellington
Road
at Prince William
Parkway / Sudley
Manor Drive
Balls Ford
Road
Balls Ford
Road
Balls Ford
Road
Wellington Road to
Sudley Road
Sudley Road to
Coppermine Drive
at Prince William
Parkway
Construct bridge of Prince

William Parkway and
grade-separated
interchange at Sudley
Manor Drive / Prince
William Parkway.
arterial.
Widen to 4 lane major
collector.
32


Key
Location
35
Godwin
Drive
36
Godwin
Drive
Limits (From To)
Quantity
Basis
Estimated
Cost
Godwin Drive
(existing) to new
interchange
Godwin Drive
(extended) to new
interchange
Construct new roadway, 4lane divided, controlled

access to match existing.
3.5
Miles
$96,525,034
270000
Square
Feet
$179,010,000
Each
$199,027,500
5.5
Miles
$0
5.5
Miles
$1,552,000
Each
$106,131,000
38
Godwin
Drive
VA 28
Manassas CL to I-66
39
VA 28
Manassas CL to I-66
40
VA 28
at New Braddock
Road
37
at I-66
Construct raised open

causeway/bridge.
Construct new interchange
with I-66.
Widen to 8 lanes.
Convert lane(s) to HOV
operations (signage and
striping only).
Total $6,391,839,284
Note: Projects already contained in the CLRP or already complete are assumed to require no additional cost.
5.3
Other Considerations
Many of the Substitute Vision components are incorporated in a wide range of planning documents
developed by localities, MWCOG, VDOT, and the Department of Rail and Public Transportation (DRPT)
and, as such, seek to address particular safety, operational, or capacity needs within these localities. (It is
important to note that the proposed Tri-County Parkway project also is included in most of these same
planning documents based on the need to provide additional capacity within the areas that it would serve.)
The planning documents generally recognize that all of the improvements contained therein are important
elements of providing a safe and effective transportation system that serves current and projected travel
needs. While planning documents sometimes prioritize projects and recognize that there are funding
limitations, the plans consist of a full package of recommended improvements that meet various regional
or sub-regional needs across all modes and are generally intended to work in concert as a complete
transportation solution that will be implemented in parts. Recognizing that recommendations in a
transportation plan or vision complement and support each other, efforts to combine a package of
disparate components of a Substitute Vision into an alternative to a single proposed action (such as the
proposed Tri-County Parkway) do not reflect the realities of the transportation planning process and,
other than serving as a sensitivity analysis and planning/thought exercise, are largely impractical, as
described further in the bullets below.
The Substitute Vision is not a single-project alternative it essentially is an alternative No-Build

scenario. The components of the Substitute Vision are wide-ranging in scope and location, as shown
in Table 1 and Figure 2 in Section 2. The components as provided by SELC et al. are also generally
not well defined. In order to analyze the Vision on any level, it was necessary to assume project
details, such as termini and length, which were not provided by SELC et al.
The Substitute Vision is not a reasonable alternative to the Tri-County Parkway project. As described
in Section 2, the elements of the purpose and need of the Tri-County Parkway are mainly related to
north-south transportation linkage; however, the components of the Substitute Vision assume that the
key to expanding regional capacity is to improve east-west travel, obviating the need for north-south
improvements. Furthermore, as shown in the transportation analysis in Section 5.1, even with the
implementation of all components of the Substitute Vision, the need for the Tri-County Parkway is
not changed. As such, the Substitute Vision does not meet the purpose and need of the Tri-County
Parkway and therefore is not a reasonable alternative to it.
33

One of the main points of the Substitute Vision is to assume the closure of Route 29 and Route 234
within the boundaries of the Manassas National Battlefield Park, while also assuming that neither the
Tri-County Parkway nor the Manassas National Battlefield Park Bypass would be built (i.e., no
replacement routes would be provided to absorb the traffic displaced by the road closures. This not
only goes against the CLRP, but the direction of Congress. The Manassas National Battlefield Park
Amendments of 1988 mandated study of alternative routes to allow for the closure of portions of
these two roadways due to negative effects of traffic congestion within the Battlefield from non-park
related traffic on historic preservation, park interpretation, visitor experience, and park management.
Furthermore, Route 29 and Route 234 through the Battlefield could not feasibly be closed until viable
alternate routes are in place, which the Substitute Vision does not provide. Diverting traffic from
Route 29 onto I-66 between Exit 43 and Exit 52 without capacity improvements, as proposed by
SELC et al., would create congestion and delay at the two merge/diverge points along the Interstate
(as documented in the MNBPB DEIS).
The estimated planning-level cost to implement the projects necessary to achieve the Substitute
Vision totals over $6 billion.
The comparable estimated planning-level cost to construct the Tri-County Parkway is

approximately $440 million, which is less than 10% the cost of the Substitute Vision total.
(Note: the Tri-County Parkway capital cost was estimated to be approximately $201 million
in the original 2005 study; the estimate using the same 2013 planning-level assumptions was
provided for comparison purposes in this report only.)
By comparison, the VDOT statewide budget for construction for FY 2013 is $1.6 billion.
The Substitute Vision is not based upon the current CLRP, which is required to be constrained by
available funding. As such, to implement the Substitute Vision, not only would more funding need to
be identified, but the CLRP would need to be amended.
Land use in Northern Virginia is determined at the local level; changes to existing land uses/zonings
would require changes to existing approved local Comprehensive Plans and zoning ordinances. Land
use changes are a major component of the Substitute Vision, but are outside the control of VDOT and
FHWA and, as such, are not a realistic component to any alternatives analysis for a roadway project.
Past attempts to downzone areas in Northern Virginia have resulted in multi-year battles that are not
quickly resolved. Any assumption that suggests that changes to current land use/zonings as a simple
and unchallenged process is not supportable.
The components of the Substitute Vision do not take into account any elements of actual project
development, which are factors that are critical to the realistic recommendation of any alternative/set
of alternatives. Such factors include, but are not limited to: funding; assessment of potential
environmental impacts or constraints; and public/agency involvement and comment. In contrast, the
Tri-County Parkway has been undergoing the NEPA process since 2001, as detailed in Section 2 and
has been subjected to intensive study and extensive public and agency involvement. While no effort
has been made to quantify or evaluate environmental impacts of the Substitute Vision, many of its
components clearly could involve substantial impacts, some of which would involve the same
resources as are impacted by the TCP. The Substitute Vision clearly is not a low-build alternative
that could be implemented easily in a timely fashion, as is suggested in some of the SELC et al.
correspondence. Indeed, the project development process could identify issues that might restrict
elements of it from proceeding.
34

ATTACHMENT A
SELC ET AL. CORRESPONDENCE
.-,.4
I(.J
201 West Main Street, Suite 14
Southern
Environmental
~ _; Law Center
Charlottes\'ille, VA 22902-S(J(iS
434-977-4090
Fax 434-977-1483
Southen1Environment.org
June 13, 2005

Mr. Earl T. Robb
Re: Comments on Draft Environmental Impact Statement and Draft Section 4(f)
Evaluation for the Tri-County Parkway Location Study
Dear Mr. Robb:
These comments are being submitted on the Draft Environmental Impact Statement
(DEIS) and Draft Section 4(f) Evaluation prepared for the Tri-County Parkway (TCP) Location
Study. We appreciate your consideration of these comments, which we are submitting on behalf
of the Piedmont Environmental Council, the Coalition for Smarter Growth, the Chesapeake Bay
Foundation, the National Trust for Historic Preservation, and the Virginia Chapter of the Sierra
Club. In addition, we are attaching and hereby incorporate by reference a report prepared by
Norman L. Marshall and Brian R. Grady of Smart Mobility, Inc., entitled Review of Tri-County
Parkway Location Study Draft Environmental Impact Statement and Draft Section 4(/)
Evaluation (hereafter, "Smart Mobility Study").
The primary purpose of this project has been identified as the evaluation of a new northsouth link that would connect the City of Manassas with I-66 and the Dulles corridor. DEIS at p.
I. We do not believe, however, that either the need for this project or the project's ability to
satisfy that need has been demonstrated. We question the extent to which assumptions
underlying the evaluation of alternatives in this document (such as assumptions regarding
development planned in Loudoun County) are valid. In addition, we do not believe that adequate
consideration has been given to more effective and less damaging alternatives, including mass
transit, improvements to existing roads such as VA 28, and access management. Finally, we feel
that impacts of the project on environmental and historical resources - both when viewed in
isolation and in conjunction with other foreseeable impacts on the study area - have not been
sufficiently presented in the DEIS.
We feel that these deficiencies and others discussed below need to be remedied either in a
supplemental DEIS or in the final EIS in order for this study to fully satisfy the requirements of
the National Environmental Policy Act (NEP A) and serve as an effective tool for the assessment
of the proposed project's impacts. Left inadequate. the DEIS will promote the unnecessary
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construction of a major highway through rural areas of Prince William, Loudoun, and Fairfax
Counties that will destroy open space, impact the Manassas National Battlefield Park and the
associated Historic District, and increase sprawling development. This will only worsen traffic
congestion and generate more air and water pollution in a region that already fails to meet federal
health standards for ozone pollution and has a number of streams that fall short of federal water
quality standards.
NEP A requires a more complete presentation and consideration of
environmental consequences before a project such as this one may go forward.
Neither the Need for this Project, Nor the Project's Ability to Meet this Need,
Has Been Established
Section 4.1 of the DEIS compares the projected 2030 Average Daily Traffic (ADT)
volumes of the three CBAs with existing conditions and with conditions predicted under the NoBuild alternative. The information suggests that expanding east-west capacity is the key to
improving traffic in the study area. Similarly, the summary in Table 1.3-5 of predicted levels of
service ofthe different segments of the three CBAs "shows much worse congestion for east-west
travel than for north-south travel." Smart Mobility Study at p. 6. Rather than focusing time,
money and effort on north-south improvements, the real potential for improvement of traffic
problems in the study area lies in expanding east-west capacity, something the DEIS largely
ignores and the TCP would not accomplish.
For instance, the ADT projections for the Comprehensive Plan CBA show that "[t]he
lowest ADT volumes ... occur just north of 1-66, as the majority of vehicles utilize Segment E
[the segment of this CBA that is south of 1-66] as a feeder to eastbound 1-66 (in the morning
peak) and from westbound I-66 (in the evening peak). There are relatively low through volumes
between Segment E south ofl-66 and Segment F north ofl-66." DEIS at p. 87.
As for the West Four CBA, "a similar situation to the Comprehensive Plan CBA exists
where volumes on the [currently existing] connecting roadway (VA 234 Bypass) south of I-66
carry much higher volumes than on Build Segment C north ofl-66 .... " Id.
The same situation occurs with the West Two CBA, where the 116,800 drivers projected
to use the VA 234 Bypass south of I-66 plummets to roughly 40,000 drivers who would stay on
this CBA once it passes over 1-66. DEIS at p. 88. It should be noted that although 40,000
vehicles per day is a moderately high volume of traffic, most of this traffic would be either traffic
induced by the project itself, or traffic diverted from uncongested local roads, rather than traffic
diverted from parallel congested roads. See Smart Mobility Study at p. 20.
The evaluation of mass transit as an alternative on page 20 also seems to highlight the
lack of need for this project. DEIS at p. 20. According to the DEIS, "the development patterns
and traffic patterns and volumes within the study corridor do not favor north-south through
movement along the corridor.... The through volumes are by far the weakest in the study area
and would not attract sufficient transit riders to make such service viable." Id. If, as the DEIS
states, traffic and development patterns do not favor north-south through movement, then that
finding would seem to call into question the need for a TCP and might instead point to the
desirability of pairing more limited north-south improvements with expanded east-west capacity
in the study area.
Perhaps more importantly, it does not appear that the project would actually meet its
stated purposes. These purposes can be boiled down to reducing congestion and improving
safety, and none of the CBAs markedly reduce congestion or improve safety in a way that would
justify their exorbitant costs. See Smart Mobility Study at p. 23- 24. Specifically, sections 4.1.8
through 4.1.11 make clear that none of the CBAs would significantly reduce average travel time,
vehicle miles traveled, or vehicle hours traveled in the study area when compared with the NoBuild alternative. In fact, the DEIS states that vehicle hours traveled -- one significant indicator
of congestion -- "will increase approximately 68 percent from 2005 to 2030 regardless of the
alternative selected." DEIS at p. 93. Notably, this statistic includes the No-Build alternative, so
that none of the CBAs appear to have a measurable effect on reducing congestion. See Smart
Mobility Study at pp. 5-20.
Moreover, the TCP would only reduce by one to three minutes those trips from one end
of the proposed corridor to the other. This is one of the few origin-destination paths included in
the study for which travel time would be reduced, yet this path represents only 3.73% of the
work trips from the Manassas area in 2001 and 3. 9% in 2025. Id. at p.21.
In addition, level of service (LOS) indicators show that the CBAs provide insignificant
LOS improvement versus the No-Build alternative. Id. at pp. 7-8. This lack of improvement is
due to the fact that the CBAs primarily serve to simply redistribute traffic onto the TCP from
non-congested roads rather than accepting traffic from more congested roadways. DEIS at p. 19;
Smart Mobility Study at p. 20.
Taken together, these points demonstrate that a new north-south thoroughfare is
unnecessary, and that, in any event, none of the proposed configurations of the TCP would
accomplish the stated needs of the project more effectively than the No-Build alternative or a
combination of other alternatives that were prematurely dismissed. VDOT's planning efforts
and state and federal taxpayers' funds would be better invested in improving the efficiency and
capacity of I-66 as an east-west thoroughfare as well as upgrading VA 28 to improve north-south
movement, rather than constructing a new north-south parkway that is not needed and would do
little to alleviate congestion in the region.
Inadequate Evaluation of Alternatives in Chapter 2
Some seemingly viable preliminary alternatives were not thoroughly evaluated in the
DEIS, while other realistic concepts that may serve the purpose and need of the project equally
well (if not better) than the CBAs have been summarily dismissed without adequate explanation
or evaluation.
I. Transportation System Management Altemative

It is difficult to understand exactly which Transportation System Management (TSM)
measures were included in the TSM Altemative described in section 2.3 .I. That section states
that "[m ]ajor improvements such as the addition of lanes ... would be considered a separate build
altemative and not a TSM altemative." DEIS at p. 19 (emphasis added). However, the section
then refers to the "wide array" of TSM improvements addressing the TCP study area that are
already contained within the 2003 Constrained Long-Range Plan (CLRP) and the Six Year Plan
and concludes that "[t]here are no practicable TSM measures beyond those already proposed in
the CLRP and VDOT Six Year Plan which could reasonably be implemented to adequately
address the purpose and need" for the TCP. DEIS at pp. 19-20. Because these unidentified
improvements would not satisfy the purpose and need of the project, the TSM Altemative is
eliminated from further consideration. Id. In order to afford decision makers and the public a
realistic opportunity to assess the TSM Altemative, the DEIS needs to perform a full analysis of
a TSM altemative and state exactly which of those measures in the 2003 CLRP and Six Year
Plan it considered as part of the TSM Altemative, and which it did not. See Smart Mobility
Study at pp. 37-38.
Further (as will be discussed below), the No-Build alternative appears to include all of
those transportation projects contained in the 2003 CLRP and the Six Year Plan that lie within
the study area. Therefore, if the TSM Altemative does not include all of these projects (as the
quotation above about the exclusion of major improvements such as the addition of lanes seems
to indicate), then it is actually a more limited altemative than the No-Build altemative. This is
an illogical result. It is difficult to conceive how an altemative that is made more limited than
the No-Build altemative could ever qualify as a "reasonable alternative under NEPA" to deserve
additional consideration in an EIS. DEIS at p. 19. The final EIS should include a TSM
Altemative that explores the possibility of adding capacity, improving operating deficiencies,
and adopting access management strategies to maximize the efficiency of the existing
transportation system in the study area. This would presumably require looking beyond any
improvements already assumed as part of the No-Build altemative and not simply making the
claim, as this DEIS does on pages 19 and 20, that no such additional TSM measures exist.
2. Mass Transit
The reasons cited for rejecting mass transit as a stand-alone altemative all revolve around
the problems that would purportedly be faced in developing and expanding mass transit in the
study area. First, the DEIS points out that there is no transit authority (either current or planned)
that would cover the entire study area. Second, while studies to provide transit service within the
study area exist, "these studies have neither financial plans, detailed project scopes, alignments,
nor costs associated with them- nor are they slated for construction in the CLRP." DEIS at p.
20. Third, the DEIS suggests that traffic pattems in the study area do not favor north-south
through movement along the corridor because most trips are to points outside the corr-idor or
along only a portion of the corridor. As a result, according to the DEIS, the through volumes are
not sufficient to make such service viable. Id.
With regard to the first point that "there is no transit authority in existence whose service
area covers the entire study area," the DEIS acknowledges that there are four transit authorities
in the study area that span jurisdictional lines. Id. The DEIS then dismisses any need to further
discuss potential mass transit alternatives afforded by these authorities by asserting that these
authorities focus on east-west commuter trips into and from Washington D.C. and the inner
suburbs and do not focus on local service. While it may be true that the bulk of the passengers
that board the Metrorail or the buses are longer distance commuters, that does not mean that
local riders do not use these transit alternatives. Nor would it follow that any expansion of the
system would be available only for east-west travel to and from the inner suburbs and
Washington. Instead of engaging in an analysis of the ability of existing transit authorities in the
area to provide for increasing demand, the DEIS dismisses the need for such an analysis out of
hand.
With regard to the remoteness of mass transit alternatives currently under study, the final
EIS should examine the potential effects of all mass transit alternatives that are included in the
region's CLRP. As we discuss later in the section "Ambiguity of the No-Build alternative," the
DEIS is very inconsistent in the weight it gives projects included in the region's CLRP. Here,
the DEIS dismisses several transit studies as too remote because they lack details on scope,
alignment, and cost. In aggregate, however, these projects could significantly contribute to
fulfillment of the goals of this TCP study. See Smart Mobility Study at pp. 37-38. In particular,
a combination of a north-south light rail system along VA 28 from Manassas to Dulles Airport
and east-west rail and bus improvements along US 50 between Loudon County and Arlington
County and along I-66 between Fauquier County and Arlington County could significantly
lessen projected traffic congestion along those routes. The expansion of Virginia Railway
Express to Haymarket - a project already in the planning stages - would have a .similarly
beneficial effect on traffic patterns and volume in the study area. The DEIS also fails to discuss
the effect of the implementation of east-west rail service along the Dulles Access Road/Toll
Road Corridor despite the fact that the CLRP includes implementation of this project as a
detailed plan and not simply a study. A supplemental DEIS or the final EIS should include a
thorough examination of the potential for all mass transit alternatives discussed in the region's
CLRP to at least partially satisfy the goals of this project.
The DEIS does not make clear why mass transit would fail to accommodate those trips
that are within only a portion of the corridor. Presumably bus and rail service would have
stops" along the routes that would be located near those areas where most travelers would
desire ingress to, and egress from, the traffic system. Similarly, such a transit system would
presumably tie into other mass transit systems in the area so that commuters traveling to points
outside the study area could be accommodated.
At a minimum, mass transit deserves further evaluation to determine its ability to
partially meet the needs of the study. VDOT is obligated to evaluate mass transit as a partial
alternative, since NEPA requires lead agencies to consider reasonable alternatives even if they
achieve only partially the objectives of a proposed action. See, e.g., Natural Resources Defense
Council v. Morton, 458 F.2d 827, 836 (D.C. Cir. 1972) (stating that an agency may not
.. disregard alternatives merely because they do not offer a complete solution to the problem.");
North Buckhead Civic Ass'n v. Skinner, 903 F.2d 1533. 1542 (11th Cir. 1990) ("discussion of
alternatives that would only partly meet the goals of the highway project may allow the decisionmaker to conclude that meeting part of the goal with less environmental impact may be worth the
trade-off with a preferred alternative that has a greater environmental impact"). Some
combination of mass transit with other improvements or more limited road upgrades should be
evaluated in the final EIS or in a supplement to this DEIS. Indeed, a transit alternative could be
an important part of an alternative land use scenario that further reduces vehicle trips, vehicle
miles traveled, and both north-south and east-west highway travel demand.
3. The East Two CBA (VA 28)
This Candidate Build Alternative would consist of Segments A and B as shown in Figure
2.1-2 on page 14. Segments A and B are those portions of VA 28 that lie north and south,
respectively, of its intersection with I-66. According to the DEIS, the Segment A portion of this
CBA is comprised of those improvements in the CLRP that are 'generally described as the
widening of existing VA 28 to an eight-lane, divided freeway facility." DEIS at p. 21. In
evaluating the impacts, the DEIS then points out that the Segment A portion of this CBA would
affect 59 acres ofE.C. Lawrence Park and 17 acres of Sully Park- the second highest impact on
parklands of the CBA segments assessed. Further, Segment A would impact "7.7 acres of
wetlands (the second highest effect to wetlands of those CBA segments assessed) and would
require 10 stream crossings (the third highest effect to streams of those CBA segments
assessed)." DEIS at p. 21. However, these impacts attributed to Segment A were presumably
included within the impacts resulting from the No-Build alternative since the widening of VA 28
along Segment A is a part of the No-Build. These impacts should not be mentioned as if they are
limited to this CBA when they would be incurred with the adoption of any CBA, including the
No-Build alternative. The DEIS should be revised to eliminate consideration of these impacts
from the discussion of CBA East Two, and to instead assess those impacts of this CBA that are
not already a part of the No-Build alternative.
Similarly, the DEIS should explain the improvements and construction measures that
comprise Segment B of the East Two CBA. If, like Segment A, Segment B is composed solely
of those measures that are already in the CLRP and, hence, are already a part of the No-Build
alternative, then the feasibility of expanding or otherwise improving VA 28 to serve the purposes
of the study has not been explored. There must be some strategies that can be taken to improve
traffic efficiency and capacity along VA 28 that lie outside of the routine maintenance and
improvement measures already included in the CLRP. A failure to explore such strategies
renders illusory any analysis of upgrades to VA 28 as a legitimate alternative, as it essentially
amounts to calling the No-Build alternative by another name.
After appearing to overstate the impacts of the East Two CBA, the DEIS then offers
nothing more than a conclusory rejection of its potential benefits. It offers minimal support for
its conclusion that this alternative would not serve the needs of the study, stating "[m ]odeled
traffic scenarios clearly indicate that the corridor defined by Segments A and B fails to provide
any substantial relief to the transportation measures of capacity, delay, and travel time savings in
the study area." Id. A statement such as this, with no references for the models relied on or
further detail about the resulting traffic scenarios, is insufficient to allow decision makers and the
public to assess the degree of relief offered by these improvements. If nothing else, this
alternative, like the mass transit alternative above, should be evaluated for its potential to at least
partially meet the stated north-south traffic needs.
Ambiguity of the No-Build Alternative
The No-Build alternative is inconsistently defined throughout the DEIS. Definitions of
the improvements and road projects it includes are so general and variable that it is impossible to
discern exactly what the "base case" includes.
For example, section 2.4.1 contains the following definition:
"The No-Build Alternative includes ... currently programmed,
committed, and funded roadway and transit projects as included in
the 2003 CLRP and the VDOT Six Year Program .... Projects
programmed in the CLRP and VDOT Six Year Program include
roadway widening and interchange improvements in the VA 28
corridor between the City of Manassas and VA 7. They also
include an array of TSM improvements to improve the efficiency
of vehicles traveling along the roadways in the study area. A
complete listing of roadway and transit projects assumed as part of
the No-Build Alternative is listed in the Alternatives Identification
and Screening Technical Report (VDOT, 2004)."
DEIS at p. 22. The Alternatives Identification and Screening Technical Report (AISTR) then
states that "[r]oadway and transit projects assumed as pari of the No-Build Alternative are listed
in Appendix A and Appendix B [of that document]. Further examination reveals that Appendix
A of the AISTR is the "Northern Virginia Excerpts" from the Virginia Transportation Six-Year
Improvement Program for Fiscal Years 2005-2010, while Appendix B is the 2003 Update to the
Constrained Long Range Plan for the Metropolitan Washington Council of Governments.
Therefore, every project listed in these two appendices is apparently part of the No-Build
alternative, regardless of the stage of planning or level of funding for each individual project
contained within those documents.
On the other hand, section 4.1.1 of the DEIS states that:
[t]he No-Build alternative includes planned and programmed
highway and transit improvements from the most recently adopted
CLRP from the metropolitan Washington region.
DEIS at p. 85 (emphasis added). This definition makes no mention offunding as a factor, and it
does not reference the Six-Year Program as a source of projects included in the No-Build
alternative.
Similarly, the description of this altemative in the section of the DEIS evaluating
cumulative impacts states that the No-Build alternative 'assumes that all roadway and transit
projects programmed for construction in the region's CLRP will be implemented except the TriCounty Parkway.'' DEIS at p. 203. Again, there is no mention of the Six-Year Program.
Moreover, the cumulative impacts section also notes that the Manassas National Battlefield Park
I3ypass is "assumed to be built in the future conditions under the No-Build condition," despite
the fact that the Battlefield Bypass does not appear to be listed in either the 2003 CLRP or the
Six-Year Program and has not been funded. DEIS at p. 206.
As a result, the reader is left to guess what has and has not been included in the No-Build
altemative. With such a wide array of projects apparently included - each with varying
possibilities of actually being constructed - the No-Build alternative becomes a confusing
concept whose precise parameters are unintelligible. A sentence in the section of the DEIS
addressing coastal zone management highlights the difficulty that this generality poses, and how
it severely limits the usefulness of the analyses in the DEIS:
Although small amounts of new right-of-way may be required for
implementation of programmed improvements associated with the
No-Build Altemative, no major impacts to coastal zone resources
are anticipated; however evaluation of the potential effects to
coastal zones may be required if any programmed improvement
involves major new construction.
DEIS at p. 190. Essentially, this sentence seems to say that if the No-Build alternative includes
major new construction, then the analysis of effects on coastal zones will need to be reevaluated.
This sentence shows that the extent of the "programmed improvements" that are being included
in the No-Build altemative are not even clear to the drafters of the DEIS. As a standard for
comparison, then, this No-Action is generally unhelpful.
Indeed, the lack of a true standard for comparison manifests itself throughout Chapter 4
in the numerous places in which the DEIS purports to set forth the impacts of the No-Build
alternative as either "minor" or "not substantial," without providing any quantification. See,~'
DEIS at p. 95 (Land Use); DEIS at p. 96 (Residential Development); DEIS at p. 101 (Parklands
and Recreation Areas), DEIS at p. 143 (Stormwater Pollution Loads); etc. Moreover, in the chart
summarizing overall impacts at pages S-4 and S-5 of the DEIS, the impacts attributed to the NoBuild are generated simply by "assum[ing] that effects associated with the TSM components of
the No-Build alternative (the base case) are equivalent to roughly 10 percent of lowest CBA
effect." This arbitrary baseline is not an adequate use of the No-Build, the purpose of which is to
provide a benchmark that will enable "decisionmakers to compare the magnitude of
environmental effects of the action alternatives." Forty Most Asked Questions Conceming
1
CEQ's National Environmental Policy Act Regulations, 46 Fed. Reg. 18,026 (1981).
1
See also Half Moon Bay Fishermen's Marketing Ass'n v. Carlucci, 857 F.:Zd 505, 510 (9th Cir. I 988) ("without
establishing ... baseline conditions ... there is simply no way to determine what effect [an action] will have on the
environment. and consequently, no way to comply with NEPA."): Council of Environmental Quality, Considering
Cumulative Impacts under the National Environmental Policy Act (Jan. I 997) (''The concept of a baseline against
When the impacts of the No-Build alternative are either dismissed without quantification
as being "minor" or are merely assumed to be a certain fraction of the impacts of the leastdamaging CBA, there is no firm standard that can be used to evaluate each of the CBAs. More
must be done in a supplemental DEIS or the final EIS to establish and quantify the impacts of a
No-Build to provide an accurate comparison for the impact each CBA will have on the
environment. The first step to take in this direction is to establish a specifically definable
scenario for the No-Build. The current No-Build is inherently speculative and unreliable, and, as
a result, it is not particularly helpful. NEP A does not permit the use of a "moving target" with
unquantifiable impacts as a No-Build alternative.
Inadequate Evaluation oflmpacts in Chapter 4
1. Direct Impacts
A. Water Quality
Chapter 3 reveals numerous existing water quality problems in the study area. There are
three stream sections within the study area that qualify as "impaired waters" under section 303(d)
of the Clean Water Act: one on Bull Run, one on Little Bull Run, and one on Broad Run. DEIS
at p. 63. The Bull Run segment is impaired due to aquatic life and benthics, as well as PCBs in
fish tissue. Id. Little Bull Run and Broad Run are impaired by fecal coliform. Id. The DEIS
also notes that aquatic benthic communities reflect an overall tendency towards water quality
degradation in Cub Run and Bull Run. Additionally, the headwaters of Young's Branch are
listed by VDEQ as "threatened" with regard to the aquatic life goal. Id.
Section 4.11 acknowledges that highway runoff could exacerbate the elevated
concentration of these pollutants in Bull Run and Little Bull Run. This section also
acknowledges that implementation of a build alternative has the potential to contribute to adverse
indirect effects and cumulative impacts related to increases in impervious cover (and associated
water quality changes) by potentially influencing zoning and land use policies. DEIS at p. 141.
However, this section fails to quantify the pollutant levels, and gets no more specific than saying
the CBAs "have the potential" to further degrade these waterways.
More analysis is necessary. The DEIS fails both in section 4.17 (Direct Effects on
Surface Waters) and section 4.24.5 (Secondary and Cumulative Effects on Natural Resources) to
quantify impacts to surface water quality. The DEIS should include numerical estimates of
additional loads of nutrients, sediments, and other contaminants that will result from construction
of the various alternatives, as well as the effects these additional loads will have on the streams
in the study area, especially the impaired sections of those streams. Failure to provide
quantitative information on loadings of pollutants precludes compliance determinations with
various applicable state and federal statutes, such as the Clean Water Act. The lack of
\Vhich to compare predictions of the eTects of the proposed action and reasonable alternatives is critical to the
NEPA process").
consideration of the impacts of the various alternatives on surface waters results in the DEIS
providing insufficient information for decision makers and the public to adequately evaluate the
proposed project. See Coalition for Canyon Preservation v. Bowers, 632 F.2d 774, 782 (9th Cir.
1980) (finding, inter alia, that the EIS failed to give decision makers sufficient data from which
to draw conclusions regarding pollution impacts where the agency merely acknowledged that the
proposed highway project would cause temporary pollution but t~1iled to provide facts or studies
that to support its conclusion).
B. Wetlands
The analysis of wetlands impacts in the DEIS fails to demonstrate compliance with the
requirements of Section 404 of the Clean Water Act, which in conjunction with EPA regulations
give the Army Corps of Engineers the discretion to pennit non-water-dependent projects that
impact wetlands only if it is shown that the project proponents choose the least damaging
practicable alternative. 40 C.F.R. 230.10(a) and (c). The first step in choosing the least
damaging practicable alternative is to ensure that the project avoids all impacts to the maximum
extent practicable. Memorandum of Agreement Between the Environmental Protection Agency
and the Department of the Army Concerning the Determination of Mitigation Under the Clean
Water Act Section 404(b)(l) Guidelines. While the DEIS analyzes the wetlands impacts of each
of the CBAs, as well as the No-Build alternative, it does not sufficiently demonstrate that each of
these alternatives is chosen so that wetlands are avoided whenever possible. Instead, the DEIS
merely assures its readers that "mapping developed and investigated using GIS techniques for
the wetland assessment effectively documents avoidance and minimization of significant acreage
of aquatic habitats." DEIS at p. 176. This assurance does not provide enough information to
assess the possibilities considered and the ways in which wetlands were avoided. Furthermore,
this assurance seems to contradict the DEIS's later statement that "[s]hould a CBA be selected,
the alternative would be developed further through advanced design and engineering techniques
to avoid wetland and other aquatic resource encroachments and displacements where feasible,
and to the maximum extent practicable." DEIS at p. 178. The DEIS fails to provide evidence
that it has complied with the necessary Section 404 pennitting requirements. Instead, it provides
decision makers and the public with contradictory statements regarding compliance.
C. Historic Resources
The DEIS's assessment of direct impacts on historic resources, especially the Manassas
National Battlefield Park and the associated Historic District, is inadequate. The DEIS states that
VDOT assessed the impacts on historic resources in accordance with Section 106 of the National
Historic Preservation Act (NHPA). DEIS at p. 124. For the Manassas National Battlefield Park
and the associated Historic District, the DEIS states that all of the CBAs will adversely impact
historic resources. Id. Unfortunately, the DEIS provides no information about what types of
direct and indirect impacts each alternative will have on those two locations. Without this
infonnation, VDOT cannot demonstrate that it has adequately examined the historic impacts
associated with the proposed alternatives in accordance with NEP A's requirements and the
requirements of Section 106 of the NHP A. Moreover, the public has not been afforded an
]()
adequate opportunity to understand, evaluate, and comment on the historic impacts associated
with each alternative.
Further, the DEIS does not evidence compliance with Section 106 of the NHP A, which
raises questions about VDOT's Section 4(f) evaluation. In particular, the DEIS inappropriately
assumes that the adverse effects will be addressed later in time. Under Section 106, the DEIS
must identify historic resources that will be adversely affected and seek measures to "avoid,
minimize, or mitigate" those effects through consultation prior to the approval of the Tri-County
Parkway. 16 U.S.C. 470f. Here, the DEIS indicates that the adverse effects of each alternative
on the Manassas National Battlefield Park and the associated Historic District will be addressed,
in compliance with Section 106 of the NHPA, through the completion of an MOA. DEIS at p.
127. However, according to Corridor H Alternatives, Inc. v. Slater the agency "must complete
its Section 106 determinations before it can comply with Section 4(f)." Corridor H Alternatives,
Inc. v. Slater, 166 F.3d 368, 371 (D.C. Cir. 1999). In short, VDOT cannot make a meaningful
Section 4(f) determination until they have completed the Section 106 process of identifying
historic resources, determining adverse effects, and delineating measures to avoid, minimize, or
mitigate those adverse effects.
2. Indirect Effects and Cumulative Impacts
A. Indirect Effects on Land Use and Travel Demand
The DEIS performs an overly restrictive assessment of indirect effects on land use. First,
it recognizes that it is reasonable to conclude that a certain degree of development will occur as a
result of the new highway, but it then overly restricts analysis of this impact. The DEIS states
that "[a] zone of potential influence having a one-half mile radius around each proposed
interchange/intersection was used to estimate the amount of undeveloped land that could be
developed for non-highway use that is not accounted for in the various county comprehensive
plans." DEIS at p. 194. The DEIS offers no basis for choosing the limited distance as the "zone
of potential influence" (ZPI) or for limiting its evaluation of the indirect effects to the areas
immediately surrounding proposed interchanges and intersections. Nor, as experience shows, is
there any reason to suspect that development will be so limited. See Smart Mobility Study at p.
30. Ignoring those land use changes outside the ZPls may help explain why the DEIS is able to
reach the overall conclusion in this section that development and land use conversions under
each of the CBAs ''will be comparable to those projected under the No-Build condition" so that
"'indirect effects is not a critical factor in selecting an alternative." DEIS at p. 196. This is
highly unlikely. The CBAs will likely accelerate development both inside and outside the ZPis
well beyond the projected development spurred by the No-Build. This likelihood must be
addressed in a supplement to this DEIS or in a final EIS.
Moreover, the DEIS acknowledges that the intersections/interchanges of the various
CBAs 'may serve to accelerate land conversions," but concludes that such conversions will
gradually take place regardless of the existence of the TCP, so that indirect effects are a trivial
concern in choosing between the CBAs. Id. Essentially, the DEIS is saying that these areas will
ultimately be developed under the No-Build anyway, so it makes little difference which of the
11
CBAs drives the area there the fastest. Again, this is an inadequate attempt to compare the
indirect effects of each CBA on land use and development.
Additionally, the argument that land use conversions may be accelerated by the CBAs but
will not affect development in the long nm ignores the fact that acceleration of growth within a
smaller part of the study area increases (or at least accelerates) development within the study
area as a whole. The faster you use up parcels of available land within the study area, the sooner
you must look to other parts of the study area to satisfy development pressures. Therefore, this
acceleration in land use conversions could have a substantial effect throughout the study area.
Moreover, the new highway could impact not only the location and speed of development, but
the scale of development as well. The final EIS should include projected land uses throughout
the study area at different points in the future, alongside comparative future land uses under the
No-Build altemative, to show the effect and degree of accelerated and intensified change.
As an aside, we request clarification of one point in this section. Tables 4.13-4 and 4.135 compare the West Two and West Four CBAs according to the amount of undeveloped lands
that would be subject to induced or accelerated development by the construction of these two
CBAs. For those proposed intersections that the two CBAs have in common (I-66 West of
Manassas National Battlefield Park (MNBP), US 29 West of MNBP, and Sudley Road), the
amount of land subject to induced development is different for the two CBAs. For instance, for
the proposed intersection at 1-66 west of MNBP, the West Two CBA would subject 422.4 acres
to induced development or the entire total of the existing acreage within the intersection
assessment area minus the direct effects of the interchange itself. However, the West Four CBA
would only subject 111.6 acres of that same interchange to induced development. We are
unclear on how this conclusion was reached. Why would the West Four CBA subject less land
within the same interchange area to development than the West Two CBA? We ask for
clarification of this issue in a supplement to this DEIS or in the final EIS.
Finally, the DEIS fails to adequately consider the effects of induced travel demand that
would result from the construction of the new roadway. In a congested region like the study
area, the equivalent of 80 percent of new roadway capacity will be filled by induced traffic.
Smart Mobility Study at p. 29. Not all of this induced traffic will be on the new roadway, as
some of it will further clog other nearby roadways. Therefore, by failing to account for the
induced travel demand of a road as large as the Tri-County Parkway, the DEIS likely overstates
the limited relief of congestion that the build altematives might offer. Id.
B. Indirect Effects on Water Quality
According to section 4.13.1.2, the watershed comprising nearly all of the study area
presently contains 30,660 acres of land uses that substantially contribute to impervious surface.
The DEIS then states, "[b ]ased on future land use projected under local comprehensive plans,
portions of this watershed potentially affected by intersection/interchange zones of influence will
be comprised of 592.1 acres of impervious surface contributing land uses under implementation
of the West Two CBA (for a net increase of 1.9 percent), 848.7 acres of impervious surface
contributing land uses under implementation of the West Four CBA (for a net increase of 2.8
12
percent), and 2,055 acres of impervious surface contributing land uses under implementation of
the Comprehensive Plan CBA (for a net increase of 6. 7 percent) by the year 2030." DEIS at p.
199. The DEIS does not explain the source of these figures (30,660, 592.1, 848.7 and 2,055
acres). It is unclear whether they are a subset of, or an addition to, the acreage subject to induced
development for each CBA documented in the tables on page 198. An explanation of how these
numbers were derived is necessary to avoid confusion.
Moreover, the DEIS fails to evaluate what effects these increases in impervious surface
would have upon a watershed that, by the admission of VDOT. is already "severely degraded."
DEIS at p. 199. Section 4.13.1.4 states that the land use conversions attributable to the CBAs
would place additional stresses on wetlands, floodplains, and other environmentally sensitive
areas. However, other than stating that such effects would be of greatest concern under the
Comprehensive Plan CBA, the DEIS fails to differentiate among the indirect effects that each
CBA would have on these resources. See Silva v. Lynn, 482 F.2d 1282, 1287 (1st Cir. 1973)
(stating that "the agency must go beyond mere assertions and indicate its basis for them");
Natural Resources Defense Council v. Callaway, 524 F.2d 79. 92 (2d Cir. 1975) ("[i]t is
absolutely essential to the NEPA process that the decision maker be provided with a detailed and
careful analysis of the relative environmental merits and demerits of the proposed action and
possible alternatives"). These discussions of indirect impacts should be expanded in a
supplemental DEIS or in the final EIS.
C. Cumulative Impacts, Generally
Cumulative impacts are defined in CEQ regulations as "the impact on the environment
which results from the incremental impact of the action when added to other past, present, and
reasonably foreseeable future actions." 40 C.F.R. ~ 1508.7. As such, VDOT is required to
analyze the additive impact that reasonably foreseeable future projects will, in combination with
each of the CBAs, have on the environment. However, none of the sections evaluating
cumulative impacts on natural resources adequately evaluates this additive impact. Some of the
sections recognize that cumulative impacts will equal impacts from the No-Build alternative
added to impacts from each of the CBAs, but then claim that it is too difficult to assess impacts
from the No-Build alternative since not all the projects included within it have gone forward for
development. 2 As a result, only figures for direct impacts from each CBA are given and the
reader is left to guess what the cumulative impacts will be. (See, ~, section 4.13.2.2.5,
Relocation Impacts; section 4.13.2.2.10, Wetland Impacts. 3 ) Similarly, another means by which
the DEIS avoids assessing cumulative impacts is to argue that the contributions to the overall
cumulative impact on a resource from each of the CBAs will be insignificant in comparison to
the predicted overall impact. (See, ~, 4.13.2.2.1, Land Use; section 4.13.2.2.3, Energy
' This highlights the problems that inhere in using such an expansive and undefinable No-Build, as set forth earlier
in these comments.
' This particular section commits the additional error of simply setting forth a range of impacts the three CBAs will
have on wetlands without breaking down the impacts by individual CBA so that they can be compared. This
amounts to an additional NEP A violation.
Impacts). A third strategy is to simply state that a cumulative impact will occur even without
any CBA and then end the analysis. (See, ~, section 4.13.2.2.2, Socioeconomic Impacts).
Missing from these sections is any consideration of the effect of adding impacts of each CBA to
impacts of other foreseeable future projects. Therefore, these attempts to assess cumulative
impacts are inadequate under NEPA. See Natural Resources Defense Council, Inc. v. Hodel,
865 F.2d 288, 299 (D.C. Cir. 1988) (rejecting the agency's purported cumulative impacts
analysis ofthe impacts of multiple off-shore drilling sites on migratory species because its
"perfunctory references do not constitute analysis useful to a decisionmaker in deciding whether,
or how, to alter the program to lessen cumulative environmental impacts").
Moreover, even where the DEIS provides figures comparing the cumulative impacts of
the different CBAs, the figures are extremely confusing and no source for them is provided. For
example, section 4.13 .2.2.1 discusses cumulative impacts on land use. This section states that
"'land use conversions from undeveloped to developed is projected to be 30,660 acres by year
2030." DEIS at p. 202. However, this 30,660 acre figure is the same amount used in the
discussion of indirect impacts on water quality (section 4.13.1.2) to represent the acreage within
the study area that is presently comprised of land uses that substantially contribute to impervious
surface. DEIS at p. 199. Barring a sizable coincidence, this figure is being used in separate parts
of this DEIS to represent what appear to be two entirely different concepts. This needs to be
explained. Further, the DEIS does not explain how it has come up with the numbers for the
amount of land use conversion that would result from implementation of each CBA (348, 3 70,
and 532 for the West Two, West Four, and Comprehensive Plan CBAs, respectively). These
numbers are significantly smaller than the numbers representing the total acreage of undeveloped
land that each CBA would subject to induced development (as set forth in Tables 4.13-4, 4.13-5,
and 4.13-6). This seems to be an illogical result, considering an assessment of cumulative
impacts on land use should include figures for the direct effects of each CBA plus the effects
from other highways and developments that will be built in the area. 4 See 40 C.F.R. 1508.7
(emphasis added) (defining cumulative impacts as the "impact on the environment which results
Crom the incremental impact of the action when added to other past, present and future
reasonable foreseeable future actions")(emphasis added); Fritiofson v. Alexander, 772 F. 2d
1225, 1245 (5th Cir. 1985) (stating that a cumulative impact assessment must include "the
overall impact that can be expected if the individual impacts [from reasonably foreseeable
projects in the same area] are allowed to accumulate'').
D. Shared Location Effects
One significant problem with the section of the DEIS that assesses the cumulative
impacts from the Tri-County Parkway, the VA 234 Bypass North Extension, and the Manassas
Battlefield Park Bypass (MBB) is that it fails to evaluate the total (additive) impact that the three
~ Other sections assessing cumulative impacts that are similarly deficient for failing to explain the source of the
acreage figures used therein are 4.13.2.2.4 (Farmland Impacts), 4.13.2.2.8 (Water Quality Impacts), 4.13.2.2.9
(Wildlife Habitat), 4.13.2.2.10 (Wetland Impacts), 4.13.2.2.11 (Floodplain Impacts), and 4.13.2.2.12 (Park,
Recreation, & Open Space Impacts).
1-+
projects would have on the enviromnent. 5 The DEIS sets forth the impacts of each CBA and
then compares those numbers with the reductions in those impacts that may occur if the Build
Alternatives are co-located with possible segments of either the MBB or the 234 Bypass North
Extension. Nowhere does the DEIS calculate or analyze the additive impacts of the three
projects together. See Tables 4.13-9, 4.13-10, and 4.13-11. Yet this is a clear requirement of
cumulative impact assessments, as CEQ regulations make clear. 40 C.F.R. 1508.7. The attempt
to satisfy this requirement by instead subtracting those impacts that might be shared with other
projects does not provide the information needed to adequately assess the cumulative impacts
from these different projects.
E. Cumulative Air Quality Impacts
The evaluation of cumulative impacts on air quality in the DEIS is insufficient in that it
simply defers to the fact that the TCP was included in the most recent air quality conformity
analysis for the region. According to that analysis, the cumulative impact on regional air quality
emissions that will result from the implementation of all reasonably foreseeable regionally
significant future transportation improvements will not exceed the SIP budgets for motor
vehicles established for the area under the Clean Air Act. Therefore, the DEIS concludes, the
cumulative air quality impact from the implementation of all these improvements will not
increase the number or severity of violations that have caused the area to be designated as a
nonattainment area. DEIS at pp. 203-04. Moreover, the DEIS reasons that the TCP is just one
improvement and its contribution to the regional vehicle miles traveled is insignificant compared
to the cumulative total of vehicle miles traveled for the region.
Particularly since the study area lies within a major nonattainment area, the DEIS should
evaluate with a greater level of detail how each CBA for the TCP will contribute to the overall
emissions within this area. Agencies must be extremely sensitive to building in non-attainment
areas, as new roads inevitably spur additional driving and increase the population of the area.
See Smart Mobility Study at pp. 27-35. It must be borne in mind that the emissions allotments
that are afforded to the TCP in the SIP are then no longer available for other regional
transportation projects. To simply say that the TCP will not cause the area to exceed its
emissions budget under the SIP does not allow a decision maker to determine the relative share
of regional allotments the TCP will require. This infonnation is especially important considering
that, as pointed out above, the need for this project is open to question.
In addition, the DEIS considers an overly narrow range of air pollutants that motor
vehicles will emit. Among other things, the final EIS should include more information on the
release of carbon monoxide and urban precursors (nitrogen oxides, volatile organic compounds,
sulfur dioxide, and particulates), as well as information on air toxins and carbon dioxide.
' The National Park Service and the Federal Highway Administration recently released the Manassas National
Battlefield Bypass Study DEIS. That DEIS does not evaluate the additive impacts from the TCP, the MBB, and 234
DNE either.
l:"
Inadeguate Evaluation under Section 4(0 of the Department of Transportation Act

The Section 4() evaluation in the DEIS is deficient because it fails to propose avoidance
alternatives that do not "use'' Manassas National Battlefield Park and the associated Historic
District, fails to provide appropriate evidence to support the dismissal of alternatives as not
feasible or prudent, and fails to support the conclusion that all efforts to minimize the "use" of
historic resources were considered. Section 4() prohibits the "use" of parks or historic
properties for a transportation project unless (1) there is no '"prudent and feasible" alternative to
the "use," and (2) the proposed project includes all possible planning to minimize harm to the
protected properties. 49 U.S.C. 303(c). The Section 4() regulations require that "any use of
lands from a section 4() property shall be evaluated early in the development of the action when
alternatives to the proposed action are under study." 23 C.P.R.~ 771.135(!).
The Section 4() evaluation for the Manassas National Battlefield Historic District is
deficient because it has inappropriately dismissed two avoidance alternatives -- the alternative
going through Conway Robinson Memorial State Forest and the western avoidance alternative"
presented in Figure 4.15-4 -- as imprudent and unfeasible. Transportation officials are prohibited
from rejecting alternatives that would avoid or minimize harm to protected sites unless they can
show that the less harmful alternatives would result in costs or community disruption of
"extraordinary :q1agnitude," or other unique factors. Citizens to Preserve Overton Park v. Volpe,
401 U.S. 402,413 (1971). Even though the first avoidance alternative would use another Section
4(f) park, the DEIS has not clearly balanced this alternative with the proposed "use" alternatives
to detennine which one is less harmful to Section 4() resources. Druid Hills Civic Ass'n v.
Federal Highway Administration, 772 F.2d 700, 718 (11th Cir. 1985) (concluding that "it will not
suffice to simply state that an alternative route would affect 4( f) properties without providing
some rational, documented basis for such a conclusion.'} Also. despite the fact that the Figure
4.15-4 avoidance alternative would affect 116 residences and cost more, it is not clear that these
factors would be considered to be "extraordinary" in magnitude. Again, there is not enough
analysis about the historic resources affected by the West Two and the West Four CBAs to
support this conclusion.
Additionally, the Section 4() discussion of measures to minimize harm for the Manassas
National Battlefield Park and the associated Historic District lacks specificity about the historic
resources harmed (see DEIS 124-26, 211-217) and the proposed ways to minimize the harm.
The DEIS states for both resource areas that it will explore measures to minimize harm through
the Section 106 process. DEIS at pp. 214, 217. However, the Section 4() regulations require
that this evaluation and possible measures to minimize harm be presented in the Draft EIS. 23
C.F .R. ~ 771.13 5(i). The DEIS must provide more specificity about the measures to minimize
harm. See Druid Hills Civic Ass'n, 772 F.2d 717-18. Overall, VDOT must complete the
identified issues in order to satisfy the requirements of Section 4(f).
]()
Conclusion
In sum, there are a number of significant deficiencies in the DEIS that must be addressed
before the final EIS is released. Until these deficiencies are conected, the DEIS cannot satisfy
its purpose of informing decision makers and the public of the environmental impacts of this
project and the feasibility of other alternatives. While there is much useful information in the
DEIS, these shortcomings must be added in either as a supplement to this DEIS or in the final
EIS in order for the requirements ofNEPA to be met.
Thank you for your consideration of these comments. Please contact us if you would like
additional information on any of the above points or to discuss any of these matters. We look
forward to your response.
Sincerely,
l-{ y-
tv.
Morgan W. Butler
Richard A. Parrish
Southern Environmental Law Center
cc:
Chris Miller (Piedmont Environmental Council)

Stewart Schwartz (Coalition for Smarter Growth)
Joseph Lerch (Chesapeake Bay Foundation)
Betsy Merritt (National Trust for Historic Preservation)
Roger Diedrich (Siena Club, Virginia Chapter)
17
November 20, 2007

Edward Sundra
Environmental Specialist
Federal Highway Administration
PO Box 10249
Richmond, VA 23240
Loretta Markham, Project Manager
1401 East Broad St.
Richmond, VA 23219
Re:
Tri-County Parkway
Dear Mr. Sundra and Ms. Markham:

These comments are being submitted on behalf of the National Trust for Historic
Preservation, the Southern Environmental Law Center, the Coalition for Smarter
Growth, and the Piedmont Environmental Council, as a follow-up to the Section 106
consultation meeting that took place on October 31, 2007.
The proposed Tri-County Parkway would have a significant adverse effect on historic
properties throughout the corridor, especially the Manassas National Battlefield Park
(MNBP or Battlefield Park). As a result, the Section 106 consultation process
requires us to develop and evaluate alternatives or modifications to the project that
would avoid, minimize or mitigate adverse effects on historic properties. 36 C.F.R.
800.6(a). This letter will comment on a variety of those alternatives and modifications.
An Alternative Package of Transportation Measures Would Substantially Address
any Need for the Project While Avoiding and Minimizing Harm to Historic
Resources and Parkland.
All four of our organizations continue to find that the Tri-County Parkway is not
needed from a transportation perspective, and the minimal traffic benefits of the
project certainly do not justify the level of damage to parkland and historic resources
Edward Sundra, FHWA

Loretta Markham, VDOT
November 20, 2007
Page 2
that would be inflicted by the project. Instead of a major new north-south highway
along the western border of the Battlefield Park, the Draft Environmental Impact
Statement (DEIS) makes it clear that expanding east-west capacity is the key to
improving traffic congestion in the study area. As set forth in the DEIS comments
submitted on June 13, 2005 by the Southern Environmental Law Center on behalf of a
number of groups, and in the Smart Mobility study attached to and incorporated into
those comments, a combination of other regional and local transportation and land use
improvements would better accomplish the stated needs of the project. That
combination includes:
Improving I-66 as an east-west thoroughfare, including extension of HOV lanes;
Funding and expanding the capacity of the Gainesville Interchange, in order to

allow traffic to flow more smoothly to and from I-66;
Extending Virginia Railway Express to Gainesville and Haymarket, and

improving bus transit along Route 50 in Loudoun County, I-66, and Route 28;
Targeting local road and safety improvements to cost-effectively reduce

incidents in the high accident sections;
Upgrading local roads like Sudley Road north of the Park and Pageland Road
west of the Park with shoulders and roundabouts at intersections (at 659 and
Sudley; Sudley and Pageland; and 29 and Pageland);
Protecting Prince William Countys Rural Crescent and the Loudoun Transition
Zone from overdevelopment that would add more traffic to major east-west
commuting routes, while shifting development to locations with enhanced
access to transit;
Recognizing that local residents north of the Battlefield will have access to
alternate shopping outlets, not requiring driving south through the Battlefield
to Manassas. Those future locations include Loudouns Route 50 Corridor,
Gainesville, and Haymarket; and,
Funding and completing the upgrade of Route 28 to improve access from the I66 corridor to the major job concentrations east of Dulles Airport.
We find that this more comprehensive approach offers the most effective option for
avoiding and minimizing harm to the Manassas Battlefield Historic District and
Pageland Road corridor, by not building a highway through the Battlefield.
Edward Sundra, FHWA

November 20, 2007
Page 3
The Analysis of Indirect and Cumulative Effects is Inadequate.
There was a brief discussion at our October 31 meeting regarding the indirect and
cumulative effects of the project, especially foreseeable changes in land use and the
corresponding impacts to parkland and historic resources. We continue to be
concerned about the inadequacy of the indirect and cumulative effects analysis
overall, and we refer you to the pertinent sections of our joint comments on the DEIS.
Specifically, the DEIS limits the zone of potential influence (ZPI) within which
potential indirect and cumulative effects were considered to a one-half mile radius
around various interchanges and intersections proposed within the study area. This
results in a failure to adequately account for development beyond the one-half mile
radius, which this highway will either induce on its own or significantly accelerate,
and a failure to assess the degree to which those indirect and secondary impacts will
diminish the value of the parkland and historic resources in the study area. This
analysis must be expanded and improved upon in the final EIS.
Section 106 review independently requires consideration of indirect and cumulative
effects, as spelled out in the Section 106 regulations, which define adverse effects to
include reasonably foreseeable effects caused by the undertaking that may occur later
in time, be farther removed in distance or be cumulative. 36 C.F.R. 800.5(a)(1). The
newly revived Section 106 consultation process would be an ideal opportunity to
address indirect and cumulative effects that were not adequately addressed in the
DEIS, and to develop specific measures to reduce those impacts.
Measures to Minimize Harm
If we constrain our analysis to the proposed alternative that was approved by the
Commonwealth Transportation Board, and which VDOT seeks to advance in the Final
EIS, we have a number of concerns with the proposed alignment. Little, if any, effort
seems to have been made to plan the project in a way that would minimize harm to
historic properties. At the consultation meeting, we discussed a dozen different
strategies for reducing the adverse effects of the project, all of which we endorse.
These should be developed in more detail, through further consultation, and
incorporated into the plans for the project:
Reduce the Footprint. The October 11, 2007 letter from the FHWA to the
Advisory Council on Historic Preservation (ACHP) does not disclose the
Edward Sundra, FHWA

November 20, 2007
Page 4
magnitude of the impact on the Historic District, but the DEIS states that 26
acres of land would be taken within the Historic District. DEIS at 216, 230. This
impact is unnecessary and excessive. The width of the proposed right-of-way
(200-225 feet) is grossly out of scale, especially in light of the recent
determination that the Tri-County Parkway will be limited to four lanes, even
where co-located with the Manassas Battlefield Bypass. The portion of the
project that cuts through historic areas, especially the portion along the
boundary of the Battlefield Park, should be reduced to the narrowest possible
footprint to minimize intrusion on the landscape. Context sensitive design
principles should be required, and VDOT should be required to seek design
exceptions. For example, travel lanes should be limited to 11 feet wide, paved
shoulders should be minimized, and the median (proposed to be 42 feet wide!)
should be minimized or eliminated.
Eliminate and Minimize Access Roads. The proposed access road for the
existing Pageland Lane properties along the west side of the proposed
alignment, across from the Brawner Farm, is not only highly inefficient from a
transportation perspective, but also needlessly destructive of the historic
battlefield. In addition, the proposed configuration of access roads would
require that the Brawner Farm be limited to right-in/right-out access, with the
apparent expectation that visitors coming from the wrong direction would
simply make U-turns in order to access the Brawner Farm. This degree of
interference with access to a portion of the Battlefield Park is unacceptable and
easily avoidable. It may even rise to the level of a constructive use under
Section 4(f) of the Department of Transportation Act, 49 U.S.C. 303, see 23
C.F.R. 771.135(p)(4)(iii). The entire network of access roads needs to be
redesigned with the goal of minimizing impact.
Acquire Conservation Easements. In order to protect the historic landscape

along the Tri-County Parkway route, conservation easements should be
acquired along both sides for the entire length of the project. This would
provide meaningful restrictions on the amount of development that would be
induced or accelerated by construction of the Parkway, and would limit the
adverse visual impact on Manassas Battlefield and other parks and historic
resources. VDOT has suggested limiting consideration of easements to the
portion of the Tri-County Parkway immediately adjacent to the Battlefield Park.
However, this is the stretch of land least in need of protection through easement
because it is already protected as parkland. Adjacent conservation easements
must be considered for the entire length of the highway and on both sides. A
Edward Sundra, FHWA

November 20, 2007
Page 5
special effort should be made to acquire easement protection for identified

historic properties along the corridor that are privately owned and vulnerable
to destruction. For example, we were relieved to learn from Justin Patton that
the 1860 Putnam-Patton House had not been destroyed, as earlier feared, but
the reality is that nothing currently protects this historic property from
destruction, and the Tri-County Parkway would inevitably hasten its demise.
Specific measures should be developed to protect it.
Realign the Intersection with Route 29. The intersection with Route 29 should
be realigned farther to the west, as discussed at the October 31 consultation
meeting, along the right-of-way that VDOT apparently already owns. Using
the western alignment for the intersection, rather than the currently proposed
alignment, would reduce harm to the Battlefield Park by pulling the road
farther away, and would apparently allow the Dunklin Monument to be
avoided.1
Eliminate the Intersection With Route 29. Ideally, there should be no

intersection at all where the Tri-County Parkway would cross Route 29.
Creating an intersection here would exacerbate traffic impacts on the Manassas
National Battlefield Park, and would induce incompatible development in very
close proximity to both the Battlefield and the Conway Robinson Memorial
State Forest.
Prohibit Trucks. Trucks should be prohibited from using the Tri-County

Parkway. This would reduce the impacts to historic resources caused by noise,
air quality deterioration, vibration from heavy truck traffic, and additional
traffic congestion through and adjacent to the Battlefield.
Plant Landscape Buffers. Extensive landscaping should be included in the

project to minimize the visual intrusion of the highway on all historic
properties. The landscaping plan should be developed by a Historic Landscape
Architect and specifically designed to protect significant historic landscape
features and viewsheds.
Incorporate Features to Reduce Noise Impacts. The project should include

state-of-the-art noise reduction technology, including quiet pavement. Further
Thus, we disagree with the statement on page 5 of the October 11, 2007 letter from FHWA to
the Advisory Council on Historic Preservation that it is not possible to expand the capacity of
the road in a prudent manner without disturbing a portion of the [Dunklin Monument] site
[44PW0579].
1
Edward Sundra, FHWA

November 20, 2007
Page 6
consultation should be pursued to evaluate in detail alternatives for structural

measures to reduce noise, such as various types of sound barriers. Every effort
should be made to develop, through consultation, options for noise-reduction
structures that would not exacerbate adverse visual effects.
Minimize Lighting. Lighting should be kept to an absolute minimum along

the road, especially through historic areas, and any light fixtures should be
selected through further consultation to be compatible in design and to
minimize light diffusion.
Build it Below-Grade. VDOT should develop and evaluate in detail a belowgrade alternative, and a partially-below-grade alternative, in order to determine
through consultation whether either of these alternatives would reduce net
harm to the Battlefield Park.
Minimize Harm to All Historic Properties. Little or no effort has been made
yet to minimize harm to historic properties, even though this is required by
Section 4(f) of the Department of Transportation Act, as discussed below. For
example, the October 11, 2007 letter from FHWA to ACHP contends at page 5
that there is no prudent and feasible alternative to avoid the Unfinished
Manassas Gap Railroad. Even if this were true, no effort has been made to
minimize harm to this historic resource by designing the highway in a less
intrusive way. Similarly, the Pageland Lane properties2 and all other historic
properties require a much more detailed design analysis to reduce and
minimize the impacts of the project.
Mitigation Measures to Compensate for Harm

In addition to the measures described above, which would actually reduce the
magnitude of the projects impacts on historic properties, we would also like to voice
our support for a number of more traditional mitigation strategies that would
compensate for the adverse impacts of the project on historic resources, even though
they would not reduce or minimize the impacts. Those strategies include:
We strongly disagree with the determination in the October 11, 2007 letter to the ACHP (p.5)
that the effects of the project on the Pageland I and Pageland II properties will not be adverse.
Statements at the October 31 consultation meeting suggested that a direct taking of land
would occur from the Pageland I property. The documentation provided to the ACHP is not
sufficient to substantiate a determination of no adverse effect.
2
Edward Sundra, FHWA

November 20, 2007
Page 7
Archaeological Study. Thorough archaeological research of all properties

within the corridor should be closely coordinated with the National Park
Service.
Public Interpretation. Mitigation for the project should include the preparation
of interpretive material to provide an opportunity for the public to learn more
about the historic properties affected by the project and any archaeological
findings. This should be closely coordinated with the National Park Service,
and could include signage, printed material, video and audio programs, and
oral history.
Documentation. Efforts should be made to document unprotected historic

properties within the corridor that could be damaged or destroyed either
directly by the project or indirectly by third parties engaging in development
activities induced by the project.
The Proposed Project Does Not Comply With Section 4(f) of the Department of
Transportation Act.
We would like to reiterate our concern that the FHWA has not satisfied the stringent
requirements of Section 4(f) of the Department of Transportation Act, which prohibits
the use of historic sites and parkland, unless (1) there is no feasible and prudent
alternative to the use of such land, and (2) the project includes all possible planning
to minimize harm to the protected resource. 49 U.S.C. 303. This mandate is
substantive, and reflects Congress directive that the protection of parks and historic
properties be given paramount importance when planning federally funded
transportation projects. Citizens to Preserve Overton Park, Inc. v. Volpe, 401 U.S. 402, 41213 (1971).
Unlike NEPA, which imposes only procedural obligations on federal agencies to
consider impacts and alternatives, Section 4(f) does not allow the FHWA to engage in
a wide-ranging balancing of competing interests. Id. at 411. In order to justify
rejecting a less harmful alternative as not prudent under Section 4(f), the Secretary
must find that it would present unique problems that there are truly unusual
factors present, or that the cost or community disruption resulting from the
alternative would reach extraordinary magnitudes. Id. at 413.
It is important to remember the relationship between Section 106 and Section 4(f), and
the fact that Section 106 compliance is a precondition to Section 4(f). The FHWA
cannot make a meaningful Section 4(f) determination until after completion of the
Edward Sundra, FHWA

November 20, 2007
Page 8
Section 106 review to identify historic resources, determine adverse effects, and
delineate measures to avoid, minimize, or mitigate those adverse effects. Corridor H
Alternatives, Inc. v. Slater, 166 F.3d 368, 371 (D.C. Cir. 1999).
If there are less harmful alternatives that would avoid or minimize the use of Section
4(f) resources, then the FHWA must select the least harmful alternative, unless it can be
shown to be imprudent for reasons other than its 4(f) impacts. Druid Hills Civic Assn v.
Federal Highway Administration, 772 F.2d 700, 716-17 (11th Cir. 1985); Louisiana
Environmental Society v. Coleman, 537 F.2d 79, 85-86 (5th Cir. 1976). See also Merritt
Parkway Conservancy v. Mineta, 424 F. Supp. 2d 396 (D. Conn. 2006); City of South
Pasadena v. Slater, 56 F. Supp. 2d 1106 (C.D. Cal. 1999). The asserted need for the
project cannot suffice to rule out alternatives that would avoid using protected sites.
See Stop H-3 Assn v. Dole, 740 F.2d 1442, 1450-58 (9th Cir. 1984), cert. denied, 471 U.S.
1108 (1985).
As previously stated in our DEIS comments, we believe that avoidance alternatives
were dismissed in the DEIS without adequate evaluation under Section 4(f), and for
reasons not substantiated by the regulations or applicable case law. Furthermore,
though the DEIS postponed to the Section 106 review the process of minimizing
harm to the Manassas National Battlefield Park and other historic properties, little
effort has been made to date to engage in a meaningful process to minimize harm.
Unless these Section 4(f) deficiencies are corrected, the current proposal for the TriCounty Parkway will remain legally vulnerable under Section 4(f) as well as NEPA.
Conclusion
As described above, we have proposed an alternative set of transportation measures in
lieu of a new highway corridor in this historically sensitive location, which will satisfy
the requirements of Section 4(f) and Section 106. Since avoiding and minimizing harm
to historic properties under Section 106 is best achieved through the alternative
transportation and land use solutions outlined on page 2 above, we also request that
this comprehensive alternative to a new highway corridor be evaluated in the Final
EIS and adopted as the preferred alternative.
In addition, we strongly urge you to convene an additional Section 106 consultation
meeting to allow for continued consultation to develop and more thoroughly discuss
these proposed mitigation strategies. At the October 31 meeting, VDOT
Edward Sundra, FHWA

November 20, 2007
Page 9
representatives were unable or unprepared to answer many of the questions that were
raised. As a result, many issues remain unresolved.
Finally, we request the latest updated traffic modeling information and traffic
numbers for all key roadways and intersections in the study area. This is especially
necessary to understand the impact of a new corridor in the event that Routes 29 and
234 are not closed through Manassas National Battlefield Park.
Thank you for your consideration of these comments. Please contact us if you would
like additional information on any of the above points or to discuss any of these
matters.
Sincerely,
Elizabeth S. Merritt
Deputy General Counsel
National Trust for Historic Preservation
Stewart Schwartz
Executive Director
Coalition for Smarter Growth
Todd Benson
Fauquier Field Officer
Piedmont Environmental Council
Morgan Butler
Staff Attorney
cc:
Mary Ann Naber, Federal Preservation Officer, FHWA

Carol Legard, Advisory Council on Historic Preservation
Patricia Jones, Acting Superintendent, Manassas National Battlefield Park
Tonya Gossett, American Battlefield Protection Program,
National Park Service
Marc Holma, Virginia Dept of Historic Resources
Ethel Eaton, Virginia Dept of Historic Resources
Tom Blaser, Prince William County
Edward Sundra, FHWA

November 20, 2007
Page 10
Justin Patton, County Archaeologist, Prince William County

Heidi Siebentritt, Loudoun County
Carol Lew, Loudoun County
Catharine Gilliam, Virginia Program Manager, Natl Parks Conservation Assn
Jim Campi, Civil War Preservation Trust
Harvey Simon, Friends of Manassas National Battlefield Park
Richard Young, Bull Run Civil War Roundtable
Greg Gorham
J i; Southern
201 West Main Street, Suite 14

Charlottesville, VA 22902-5065
Environmental
Law Center
434-977-4090
Fax 434-977-1483
SouthernEnvironment.org
January 12, 2009
Mr. Nicholas Nies, Project Manager

140 I East Broad Street
Richmond, VA 23219
Dear Mr. Nies:
As Section I 06 consulting parties on the Tri-County Parkway, we received a letter from
Helen Ross, District Preservation Manager, dated November 14, 2008. In her letter, Ms. Ross
notes that you have assumed the role of project manager for the Tri-County Parkway location
study. Ms. Ross's letter also states that new funding to complete the location study was recently
identified, and that efforts to complete the final environmental impact statement (EIS) have
resumed.
We are part of a coalition of groups that have been extensively involved in analyzing the
various components of the location study over the past several years. On behalf of ourselves, the
Piedmont Environmental Council, the Coalition for Smarter Growth, the National Trust for
Historic Preservation, and the Virginia Chapter of the Sierra Club, we are writing to reiterate our
strong objection to further consideration of this ineffective and damaging proposal. The severity
of the state's transportation funding crisis, combined with the significant energy and
environmental challenges Virginia is facing, make it unreasonable for VDOT to consider moving
ahead with a new highway project that provides as little transportation benefit as the Tri-County
Parkway. With the recent introduction of major new state policies for reducing energy use and
greenhouse gas emissions, as well as a renewed emphasis on achieving Virginia's goals for
restoring the health of the Chesapeake Bay, it is clear that the asphalt-centered transportation
approach this project represents is outdated, and that Virginia's scarce transportation funds must
instead be put toward more beneficial projects.
As set forth in the comment letter and traffic study we submitted on the draft EIS in June
2005, VDOT's own modeling demonstrates that the proposed new highway would not
significantly reduce vehicle miles traveled, average travel time, or vehicle hours traveled in the
study area. The project fails to serve the vast majority of trips, which are moving east-west in
the area and which can be better accommodated with transit, expanded HOV, and other
operational improvements. Further, any assumed need for the new highway and any slight traffic
improvements this project might offer based on the travel demand projections included in the
draft EIS have likely been undermined by the dramatic downturn in residential development in
the study area and more permanent reductions expected in demand for residential locations far
from jobs, as well as recent declines in vehicle miles traveled. At a time when the state is
making major cuts to the Six-Year Plan to reflect unprecedented budget shortfalls, proceeding
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further with the Tri-County Parkway diverts scarce funds from upgrades to existing roads and
other comprehensive improvements that can more effectively address the area's transportation
needs- particularly the east-west traffic movement.
Further, pushing ahead with the proposed Tri-County Parkway runs counter to two key
policy initiatives recently proposed to address Virginia's increasing energy consumption and
growing environmental challenges. In September 2007, Governor Kaine released the 2007
Virginia Energy Plan, calling for a 30 percent reduction in statewide greenhouse gas (GHG)
emissions by the year 2025. Significantly, the plan notes that transportation is the single largest
and fastest-growing energy-using sector in the state. It also highlights the link between land-use
patterns and energy use, describing how sprawling development patterns lead to increased
driving.
However, the energy plan also recognizes the abundant opportunities for reducing energy
use and GH G emissions by improving our existing transportation system. In order to curb
transportation-related energy use and emissions, the energy plan recommends reducing vehicle
miles traveled through a combination of transportation efficiency measures, including an
expansion of alternatives to single-occupant vehicle commutes and developing expanded and
more reliable transit service. It also recommends that government policies promote clustered
development patterns, as well as infill and brownfield development, to reduce sprawl-related
energy usage.
Similarly, the Climate Change Action Plan released December 15, 2008 by the
Governor's Commission on Climate Change finds that transportation is responsible for roughly
one-third of the overall GHG emissions in the Commonwealth, and it emphasizes the importance
of reducing transportation emissions to the overall success of any climate change mitigation
efforts. It also stresses the land-use/transportation/energy use link, explaining that "[a]reas with
compact development patterns and readily available transit services have lower vehicle miles
traveled per capita than areas with sprawling development and limited transit, and ... generally
have lower per-capita energy consumption overall."
The Commission was tasked with, among other things, identifying actions beyond those
identified in the 2007 Virginia Energy Plan that need to be taken to achieve the Governor's goal
for reducing GHG emissions. As with the energy plan, one of the principal recommendations the
climate plan offers is to reduce emissions related to vehicle miles traveled by expanding
commuter choice, improving transportation system efficiency, and designing better communities.
Specific strategies include requiring projections of GHG emissions and climate change impacts
from major transportation projects, funding regional modeling of the difference in energy use
and GHG emissions from compact versus sprawling development patterns, and ensuring that
VDOT include transit, rail and other transportation modes within every project analysis.
As mentioned above, a project like the proposed Tri-County Parkway conflicts with the
broader goals and more specific strategies outlined in these new energy and environmental
policies. Rather than reducing vehicle miles traveled, the proposed highway would increase
traffic in the area by inducing driving and by opening up new areas to development. This, in
tum, would lead to more GHG emissions and greater energy use. In addition, at a time when the
state is refocusing on what it will take to clean up the Chesapeake Bay, this highway would spur
development that would increase the influx of pollutants to that important water body. More
effective and less damaging transportation alternatives exist, and we refer you to our comment
letter on the draft EIS for a discussion of those alternatives.
In summary, the Tri-County Parkway represents the type of sprawl-inducing road project
that will lead to increased energy use and pollution while doing little to solve the state's
transportation challenges. The project is particularly unjustifiable in light of the growing budget
deficit the Commonwealth is struggling to close, and the enormity of the more pressing
transportation needs Northern Virginia has right now. We urge VDOT to reject further
consideration of this proposal and to reprogram the study funds to the assessment of more
beneficial projects. If, however, VDOT insists upon completing the EIS, we urge you to
reconsider the need for the project in light of more recent land use and transportation trends, to
expand the study to include a much more thorough examination of the proposed highway's
impacts on land use, water quality, energy consumption and GHG emissions, and to further
evaluate less destructive, more cost-effective alternatives such as those described in the
comments and professional traffic analysis we submitted on the draft EIS.
Sincerely,
Morgan Butler
Staff Attorney
Southern Enviromnental Law Center
cc:
Pierce R. Homer, Secretary of Transportation

David S. Ekern, Commissioner, VDOT
\/Helen P. Ross, District Preservation Manager, VDOT
Edward Sundra, Environmental Specialist, FHWA
Corey A. Stewart, Chairman, Prince William County Board of Supervisors
Scott K. York, Chairman, Loudoun County Board of Supervisors
Chris Miller, Piedmont Enviromnental Council
Stewart Schwartz, Coalition for Smarter Growth
Elizabeth S. Merritt, National Trust for Historic Preservation
Roger Diedrich, Virginia Chapter of the Sierra Club
December 6, 2010
Ms. Helen P. Ross

Fredericksburg District Environmental Section
87 Deacon Road
Fredericksburg, VA 22405
Helen.Ross@VDOT.Virginia.Gov
By Email and U.S. Mail
Dear Ms. Ross:

As a follow-up to the November 5, 2010 meeting of the Section 106 consulting parties for
the proposed Tri-County Parkway, these comments are being submitted on behalf of the
Southern Environmental Law Center, the National Trust for Historic Preservation, the Piedmont
Environmental Council, the Coalition for Smarter Growth, and the National Parks Conservation
Association. 1
Our groups were very interested to hear more about potential changes to the project and
mitigation ideas that have been considered since our last Section 106 consulting parties meeting
on October 31, 2007. Although we were encouraged to learn that some of the suggestions we
raised in our November 20, 2007 joint comment letter may be incorporated into the proposal if it
moves forward, we remain extremely concerned about the significant adverse effect this project
would have on the Manassas National Battlefield Park (Park), the Manassas Battlefield
Historic District (Historic District), and nearby historic properties, regardless of the number of
design tweaks or the amount of mitigation that might be included in the project.
The National Parks Conservation Association (NPCA) is not a Section 106 consulting party for this project;
however, NPCA does significant work to protect Manassas National Battlefield Park and wishes to join in these
comments.
Manassas National Battlefield Park is Nationally Significant, and its Historic Character
Must be Protected from Further Degradation.
Congress established Manassas National Battlefield Park in 1940 to preserve the historic
landscapes of two nationally-significant 2 Civil War battles for the use, inspiration, and benefit of
the public for as long as there is a United States of America. According to the National Park
Service, only a few Civil War battlefield parks include the majority of the actual battlefield areas
where troops formed, fought, and died, and Manassas National Battlefield Park is one of this
select group.
The Parks most important resources are the large tracts of land managed to represent the
battlefield landscape as it existed at the time of the Civil War. The Parks woodlands, fields,
streams, gently rolling hills, and certain views evoke the physical setting existing at the time of
the battles. The Park also includes a number of historic structures such as the Stone House, road
traces, and cemeteries.
Manassas National Battlefield Park is an invaluable resource not only because of its
history and meaning, but also because of its role in the local economy. According to the
National Park Service, non-local visitors to the Park in 2008 spent $7.84 million, supporting 147
jobs and generating $3.6 million in labor income. 3
Interest in the Civil War and visitation of related sites such as the Park are predicted to
increase significantly as a result of the 150th anniversary of events related to the Civil War, with
commemorative events already underway. The 150th anniversary observations emphasize the
relevance of our concerns, and the urgency of protecting the Park for our children and
grandchildren. As such, it is particularly disturbing that, on the eve of the sesquicentennial of the
battles of First and Second Manassas, the Commonwealth of Virginia and the federal
government would pursue construction of a major new highway along the western boundary of
the Park and through the expanded Historic District, cutting across the historic approach of the
Army of Northern Virginia en route to the Battle of Second Manassas.
The two battles of Manassas are significant in the nations history because:
The Battle of First Manassas (July 21, 1861) was the first major land battle of the Civil War, and it
dispelled all preconceived notions of a short war. The 900 Americans killed on the battlefield were graphic
proof that Civil War would be a protracted, bloody struggle.
The Battle of Second Manassas (August 28-30, 1862) brought the Confederacy to the height of its power
and opened the way for the first Confederate campaign into the North.
The two battles of Manassas are significant in the regions history because:
The two battles illustrate northern Virginias role in the Civil War and teach aspects of that history to
visitors from other parts of the region, the nation, and other countries.
The park preserves a historic agrarian landscape as the setting for the two battles.
(See Manassas National Battlefield Park Final General Management Plan/Environmental Impact Statement,
Purpose and Need for the Plan, pp.8-9, April 2008.)
3
See National Park Visitor Spending and Payroll Impacts, Daniel J. Stynes, Michigan State University, 2008,
National Park Service Social Science Program, p. A-7, available at http://web4.canr.msu.edu/mgm2/ (last viewed on
December 2, 2010).
Although development already encroaches upon the Park in many ways, existing
degradation does not justify a decision to allow additional deterioration of the Parks historic
character. The Park remains a national treasure, a local amenity, and a contributor to local
economic vitality. Elected and agency officials at all levels of government must work together
with concerned citizens to protect its remaining integrity.
As our groups have advocated throughout the reviews of this proposal under the National
Environmental Policy Act (42.U.S.C. 4321 et seq.), Section 4(f) of the Department of
Transportation Act (49 U.S.C. 303(c)), and Section 106 of the National Historic Preservation
Act (16 U.S.C. 470 et seq.), adverse impacts to the Park and nearby historic features and
properties can best be avoided and minimized by rejecting the Tri-County Parkway proposal
altogether, and by proceeding with an alternative package of comprehensive transportation
measures. Similarly, these comprehensive measures demonstrate the availability of prudent and
feasible alternatives to the proposed highway.
An Alternative Package of Transportation Measures Would Substantially Address any
Purported Need for the Project While Avoiding and Minimizing Harm to Parkland and
Historic Resources.
All five of our organizations continue to find that the Tri-County Parkway is not needed
from a transportation perspective, and that the minimal traffic benefits the project might offer do
not justify the level of damage to parkland and historic resources that would result from building
the proposed highway. The now outdated transportation studies underlying the analysis in the
Draft Environmental Impact Statement (DEIS) made it clear even then that expanding eastwest capacity is the key to improving traffic congestion in the study area. The major economic
and transportation funding changes that have occurred since the publication of the DEISand
even since the October 31, 2007 meeting of the Section 106 consulting partieshave only
highlighted the lack of need for a major new north-south highway along the western border of
the Park.
As set forth in the DEIS comments submitted on June 13, 2005 by the Southern
Environmental Law Center on behalf of a number of groups, and in the Smart Mobility study
attached to and incorporated into those comments, a combination of other regional and local
transportation and land use improvements would better accomplish the stated needs of the
project. That combination includes:
Improving I-66 as an east-west thoroughfare, including extension of HOV and bus lanes;
Funding and expanding the capacity of the Gainesville Interchange in order to allow
traffic to flow more smoothly to and from I-66;
Extending Virginia Railway Express to Gainesville and Haymarket, and improving bus
transit along Route 50 in Loudoun County, I-66, and Route 28;
Targeting local road and safety improvements to cost-effectively reduce incidents in the
high accident sections;
Upgrading local roads like Sudley Road north of the Park and Pageland Road west of the
Park with shoulders and roundabouts at intersections (at 659 and Sudley; Sudley and
Pageland; and 29 and Pageland);
3
Protecting Prince William Countys Rural Crescent and the Loudoun Transition Zone
from overdevelopment that would add more traffic to major east-west commuting routes,
while shifting development to locations with enhanced access to transit;
Recognizing that local residents north of the Battlefield will have access to alternate
shopping outlets, not requiring driving south through the Battlefield to Manassas. Those
future locations include Loudouns Route 50 Corridor, Gainesville, and Haymarket; and,
Funding and completing the upgrade of Route 28 to improve access from the I-66
corridor to the major job concentrations east of Dulles Airport.
This more comprehensive approach offers the most effective option for avoiding and
minimizing harm to the Park, the Historic District, and the Pageland Road corridor.
Traffic Projections Relied Upon in DEIS Need to Be Updated to Reflect Changed
Circumstances.
During the November 5 meeting, there was a brief mention by a VDOT official of how
the Final Environmental Impact Statement (Final EIS) will need to include updated secondary
and cumulative impacts analyses and supporting figures to reflect the effects of the significant
economic downturn. We agree that the impacts analyses included in the DEIS need to be
augmented to, among other things, reflect the major economic changes that have occurred since
the DEIS was published. However, the economic downturn is even more pertinent to the
analysis of the need for the project, as well as its efficacy (or lack thereof) in improving mobility
and reducing congestion in the study area.
As stated in a January 12, 2009 letter jointly submitted by many of the signatories to this
letter, any assumed need for the new highway and any slight traffic improvements this project
might offer based on the travel demand projections included in the DEIS have likely been
undermined by the dramatic downturn in residential development in the study area and more
permanent reductions expected in demand for residential locations far from jobs, as well as
recent declines in vehicle miles traveled. Since our 2009 letter, major development projects in
the vicinity of the study area have been abandoned and their land auctioned off, and real estate
experts are describing a fundamental long-term change in the demographics of market demand.
Like the secondary and cumulative impacts analyses, the travel demand projections from the
DEIS upon which the purported project need was based must be updated, and results from the
recent census should also be incorporated into the travel demand projections to ensure a more
accurate forecast.
Similarly, the acknowledgement at the November 5 meeting that the Commonwealth
Transportation Board has directed VDOT to seek alternative funding for the project pursuant to
the Public-Private Transportation Actand that the Tri-County Parkway would likely be a toll
road if funded pursuant to that statuterenders the travel demand projections used in the DEIS
obsolete for additional reasons. Tolling the road would clearly impact the number of vehicles
that would use the road, but travel demand estimates used in the DEIS do not appear to have
assumed the project would be tolled. This is further reason to revise the needs analysis with an
updated set of travel demand projections for the study area.
Because updated travel demand projections will likely cast further doubt on the purported
need for this new highway and demonstrate even more clearly that our proposed alternative
package of transportation measures would substantially address the real transportation needs in
the study area while avoiding harm to historic resources, they are central to the NEPA and
Section 106 analyses and should be made available to the public to review and comment upon
before either process is completed. Toward this end, no further action should be taken until the
results of the recent census and revised travel demand projections can be incorporated into an
updated needs analysis that is made publicly available.
Significant Changes are Still Necessary to Reach Compliance with Section 4(f).
We have raised concerns about the projects impact on Section 4(f) resources in the past
(see our joint Section 106 comment letter dated November 20, 2007), but the project as
conceived will have a more serious cumulative effect on those resources than initially
understood. The most recent design proposal includes an interchange with Route 29 that would
lead to more traffic, not less, passing through the Park as vehicles continue to seek to avoid
backups on Interstate 66. Construction of the Tri-County Parkway as a toll road would divert
traffic to the local roads including Route 29 and Route 234 through the Park. The western
alignment of the highway will also fuel additional sprawling development and traffic.
Without closure of the roads through the Park, this additional development, the use of
tolls, and the proposed interchange at Route 29 will generate a significant cumulative impact on
the Park and surrounding historic resources. It would further increase traffic within the Park and
could even lead to revived proposals to widen Route 234 and Route 29 through the Park. Unless
the Section 106 analysis, the Final EIS, and the Record of Decision incorporate the northern arc
of the proposed Battlefield Bypass and the closure of the roads through the Park as integral parts
of the project, and unless there is legal commitment and funding for the concurrent construction
of the Battlefield Bypass northern arc and closure of the roads through the Park, then the TriCounty Parkway will have unacceptable impacts on Section 4(f) resources destroying the
historic integrity and experience of both battles.
In addition, and as previously stated in our comments in the DEIS, we believe that
avoidance alternatives were dismissed in the DEIS without adequate evaluation under Section
4(f), and for reasons not substantiated by the regulations or applicable case law. Unless these
Section 4(f) deficiencies are corrected, the proposed Tri-County Parkway will remain legally
vulnerable under Section 4(f) as well as NEPA.
Any Project, if Approved, Must Include All Possible Measures to Minimize Harm to the
National Battlefield and its Historic Character.
Although we continue to oppose this project, we would like to take this opportunity to
comment on some of the design changes and mitigation ideas that were discussed at the
November 5 meeting. We support the reduction of the right-of-way for the proposed road from
200/225 feet down to 100 feet. Should you continue to move toward approval of this project, we
encourage you to use every means possible to reduce further the width of the right-of-way. In
particular, we support the idea that was raised at the November 5 meeting of further reducing
lane widths from 12 feet to 11 feet even if this would require a design exception.
We also support the idea VDOT proposed in which VDOT would fund a land
conservation effort to mitigate the anticipated damage to the Park that this highway would cause.
Adequate mitigation will require that sufficient land be protected to offset the damage to the Park
as well as to compensate for land diverted from Park use to road purposes. In addition, the land
conservation effort must result in strategic acquisitions of land in order to prevent connections to
the Tri-County Parkway; such connections would accelerate development that would further
impact the Park adversely.
We understood from the discussion at the November 5 meeting that VDOT is wary of
getting involved directly in the land conservation business and instead seeks to provide
funding to a third party to implement acquisition of land. A monetary amount will have to be
determined that is sufficient to accomplish the goals set forth above. Moreover, since the
proposed corridor was chosen principally because alternative alignments that were analyzed
were deemed to be too expensive (an unacceptable rationale under a Section 4(f) analysis), the
monetary contribution should not be less than the difference between construction of the Section
4(f) avoidance alternatives that were considered in the DEIS and the preferred (or West Two)
alternative. In this way, VDOT can ensure that damage is not occurring to the Park simply
because it is cheaper to route the roadway immediately adjacent to and through the Park.
Obviously, funds will also need to be allocated to undertaking a proper economic analysis to
determine the amount of money that is necessary for proper mitigation. Finally, any proposed
monetary contribution should include an escalator clause to ensure that the mitigation funds
continue to be sufficient should road construction be delayed. The economic analysis for
determining the amount of the contribution, as well as language making clear VDOTs intent to
establish the fund, need to be included in the Final EIS or in the final Section 106
documentation.
Trucks Should be Prohibited from the Tri-County Parkway.
One of the recommendations we made in our 2007 joint letter was to prohibit trucks from
using the Tri-County Parkway. As we stated in that earlier letter, prohibiting trucks would
reduce the impacts to historic resources caused by noise, air quality degradation, vibration, and
additional traffic congestion occurring within the borders of, and adjacent to, the Park. Our
groups continue to urge you to prohibit trucks from using the proposed highway as a way to
reduce and avoid adverse impacts.
An Interchange with the Tri-County Parkway and Route 29 is Inappropriate Due to
Harmful Impacts to Park Resources and Historic Character.
The proposed interchange between the Tri-County Parkway and Route 29 is problematic.
As the Prince William County Planning Commissioner pointed out during the November 5
meeting, such a condition is inconsistent with the Countys long-term planning for this road.
Depending upon the type of intersection, either a stop light will be added or considerable land
will be required for interchange access ramps; the first impedes traffic flow and the second
6
further damages the Park. Most troubling, an interchange, where proposed, will close Pageland
Road. This, in turn, will require a new road through historically significant land if the Brawner
Farm is to be accessed from the Park. Section 4(f) prohibits the use of a historic site unless there
is no feasible and prudent alterative and the project includes all possible planning to minimize
the harm of the project. Closing Pageland Road to allow an interchange with the Tri-County
Parkway and Route 29 does not appear to withstand Section 4(f) analysis. Significant changes
are required to avoid or mitigate the problems created by this proposed interchange.
VDOT Must Provide Examples of Context-Sensitive Design in Comparable Situations to
Inform Consideration of Alternative Designs.
In order to assist our groups in evaluating the real potential for minimizing impacts on the
Park and its historic character, please provide us with three or more examples of contextsensitive designs in comparably-scaled highway projects that successfully protect the historic
character of comparably-scaled Civil War battlefields, or similar historic and cultural resources.
The examples should illustrate steps taken to protect historic character including lines of sight,
natural soundscapes, overall integrity of the site, in addition to steps taken to protect the visitor
experience and sense of place. Preferably, these will be projects completed by VDOT. If no such
examples are available, please provide examples of projects in nearby states. We request a site
visit with VDOT and NPS officials to at least two of these sites prior to decisions being reached
in this phase of project development.
Conclusion
In closing, although some of the proposed tweaks and mitigation concepts raised at the
November 5 consulting parties meeting are worthy of consideration, the Tri-County Parkway
remains an unneeded project that would have major adverse effects on the Manassas National
Battlefield Park, its historic character, and on the surrounding historic area. Since avoiding and
minimizing harm is best achieved by our recommended package of comprehensive transportation
improvements, we reiterate our request that the Tri-County Parkway proposal be abandoned, and
that our proposed set of alternative improvements be evaluated in the Final EIS and adopted as
the preferred alternative.
Thank you for your consideration of these comments. Please contact us if you would like
additional information on any of the above points or to discuss any of these matters.
Sincerely,
Morgan Butler
Senior Attorney
Elizabeth S. Merritt
Deputy General Counsel
Coalition for Smarter Growth, Piedmont Environmental Council,

March 16, 2011
Commonwealth Transportation Board

c/o Office of the Secretary of Transportation
Patrick Henry Building, 3rd Floor
Richmond, VA 23219
Dear Secretary Connaughton and members of the Commonwealth Transportation Board:

We are writing concerning a resolution that we understand will be introduced at your meeting today
proposing to add a new north-south corridor in Northern Virginia (North-South Corridor) as a Corridor of
Statewide Significance (CoSS). Among other things, we are concerned that such designation would
likely be used to advance the wasteful and controversial Tri-County Parkway and related connections
that offer little transportation benefit for their exorbitant costs. Moreover, extensive analysis has failed
to identify a critical need for the proposed corridor, and designating the North-South Corridor as a CoSS
would divert scarce resources from the more pressing transportation corridor in this area as well as
from more pressing corridors in other parts of the Commonwealth. We urge you to reject the proposal
to add this new Corridor of Statewide Significance, and not to take any actions that could result in northsouth highway projects in this corridor becoming a priority for funding in the upcoming Six-Year Plan
update.
The Proposed CoSS Designation Would Promote Wasteful and Costly Highway Proposals
The Commonwealth has an enormous list of critical transportation needs. A new highway in the NorthSouth Corridor is not one of them. It is not surprising that the Tri-County Parkway and related projects
were not mentioned by the Administration throughout the recent debate on the Governors $4 billion
transportation funding proposal. The many more pressing transportation needs facing the
Commonwealth include $3.7 billion in structurally deficient bridges, $1 billion in deficient pavement,
transit maintenance and operating shortfalls, and bottlenecks on existing transportation corridors. With
resources so scarce we must choose our priorities wisely.
Designating the North-South Corridor as a CoSS would likely advance ineffective north-south highway
proposals such as the Tri-County Parkway and related proposals that have been shown to offer little
benefit for their extremely high price. Here are some of the reasons why no further actions should be
taken by the CTB that could advance those north-south highway projects:
1) The most accurate measurements of existing traffic congestion were recently released by INRIX
and showed that the DC regions worst areas of congestion were on I-66, I-95 and the Beltway.i
The CTBs own Corridors of Statewide Significance study of the Northern Virginia Corridor shows
that the failing highways now and in 2035 are, and will be, the radial corridors including the
east-west corridors of I-66, Route 50 and Route 29. This report does not show north-south
congestion problems on Route 28.ii
2) East-west travel, not north-south travel, in Loudoun and Prince William Counties, represents the
overwhelming preponderance of the traffic volumes and is the issue in need of priority
attention. Smart Mobility, Inc., a national transportation modeling consultant, has analyzed the
draft Environmental Impact Statement for the Tri-County Parkway and for the proposed
Manassas National Battlefield Park Bypass,iii as well as the Loudoun County Transportation Plan.
All three analyses confirm these east-west traffic flows.
3) The CTBs Corridors of Statewide Significance report for the Northern Virginia Corridor between
Winchester and Washington DC does not substantiate a need for a new highway corridor. In
addition to mapping the predominant east-west traffic problem, it shows that air freight shipped
through Dulles Airport represents just .1 percent by weight and .2 percent by value of all freight
moving in the northern Virginia corridor.iv The narrative also acknowledges that investments in
Route 28, including new interchanges, has improved access to Dulles Airport.v
4) Proponents of the new corridor have cited the need for access to Dulles Airport from the west,
but the main entrance to the airport for passengers who use Dulles Airport is on the east side.
A new highway in a western corridor would be about four to five miles longer for a trip from
Innovation Research Park to the Dulles Airport entrance than one using I-66 and Route 28. As for
enhancing freight access, the comparative freight levels are minimal compared to other freight
movements (see 3 above).vi
The proposed highway is listed in the states VTrans 2035 Surface Transportation Report as
costing $474,756,000 for the approximately ten mile corridor from I-66 to Route 50.vii Part of
the reason for this high price tag is likely the extensive mitigation that would be required to
provide any reasonable level of buffering for the Manassas National Battlefield Park from noise
and visual pollution. The proposal first mentioned at your February meeting also included
expansion of Route 606 (part of the so-called Dulles Loop) and Route 50 or other connections,
ten additional miles of highway which would increase costs. For example, the current estimate
for an interim upgrade of Route 606 to a continuous 4-lane divided roadway is $52,650,000,viii
but this excludes the full cost of the proposed 8-lane freeway and at least four interchanges,
two of which would be major interchanges. At a cost of $80 million per major interchange and
$40 million for a smaller interchange,ix Route 606 alone could cost another $280-$300 million to
construct. Thus, the total price tag for the Tri-County western alignment and Route 606 (not
counting the Route 50 expansion) could be as much as $775 million. Certainly there are more
cost-effective economic development strategies for Prince William County.
5) For current and future traffic, the Smart Mobility consultants have recommended a set of
solutions that include focusing on I-66 and Route 50 east-west traffic, Virginia Railway Express
upgrades, express bus service, and providing roundabouts and safety upgrades for local roads.
These local upgrades would meet traffic needs without fueling significant new residential
development in the Prince William Rural Crescent and Loudoun County Transition Zone. These
are the types of projects that should be the focus of planning efforts in this area, rather than
new north-south highways.
6) This year, Virginia will join the nation in honoring the 150th Anniversary of the Civil War,
including the 150th Anniversary of the First Battle of Manassas.x Next year will be the 150th
anniversary of the Second Battle of Manassas. Yet, this highway would destroy the historic
landscape on the western boundary of Manassas Battlefield. It would impact an area of some of
the worst fighting in the Second Battle at Brawner Farm; areas of troop movement to both
battles; an historic district adjacent to the battlefield; and Stuarts Hill land that cost the
taxpayers $134 million to protect from a proposed mall.xi
Access to Dulles Airport is covered in a decades worth of VTrans analysis and was not identified as a
critical priority
Proponents of the North-South Corridor have mentioned benefits that would accrue from improving
access to Dulles Airport from the west. However, such access has not been identified as a critical
priority in the CoSS planning processes that have occurred to date. Further, the additional study likely
to be part of the new CoSS designation would potentially cost in the hundreds of thousands of dollars, if
not over one million dollars. This expenditure of taxpayer dollars to advance a priority of questionable
need cannot be justified.
The VTrans statewide transportation planning process, including Corridors of Statewide Significance,
involved nearly a decade of study at a probable cost of millions of dollars. The process began with
legislation passed in 2000. The CTB completed VTrans 2025 in 2004 and VTrans 2035 in January 2010.
VDOT completed its Surface Transportation Plan in 2010. Yet these planning processes and underlying
analyses did not make access to the west side of Dulles a top priority.
Nor was the North-South Corridor identified during the specific process of identifying the existing 11
Corridors of Statewide Significance. As set forth in the VTrans 2035 documents, that process was
thorough and involved participants and technical advisors from a wide array of regional and statewide
perspectives representing all modes of transportation. Although access to Dulles Airport from the west
was mentioned in the analysis of the Northern Virginia Connector CoSSxii (see page 37 of VTrans 2035,
and the CoSS report), such access to the airport was NOT described as a very significant problem, and
strong justification for this western connection is not offered.
The expert technical advisors developed the Corridors of Statewide Significance with full knowledge of
demographic projections and socioeconomic and travel demand forecasts. (See page 13 of the VTrans
report, explaining that such forecasts were used to guide the analysis of Corridors of Statewide
Significance.) xiii In full consideration of these forecasts, the various VTrans reports did not elevate
western access to Dulles Airport as a critical priority. Designating a CoSS now to help provide that access
would therefore ignore the CoSS priorities that emerged from the extensive analysis that VDOT, DRPT,
other agencies, consultants and the CTB have undertaken.
Further, the proposed North-South Corridor fails to meet some of the key criteria that must be satisfied
to qualify as a CoSS. According to the VTrans 2035 Report approved by the Commonwealth
Transportation Board:
The CoSS concept was first introduced in VTrans2025 as the Multimodal Investment Network
(MIN). The purpose of the MINs was to focus on multimodal solutions to move people and
goods within and through Virginia. The criteria for being designated a MIN included:
The corridor must have multiple modes or be an extended freight corridor;
The corridor connects regions, states, and/or major activity centers;
The corridor provides for a high volume of travel; and
The corridor provides a unique statewide function and/or addresses statewide goals.
Technical advisors representing rail, transit, highway, aviation, port, MPO, and PDC
interests developed and applied the criteria that yielded 11 MINs. Although their names have
changed, these remain the Commonwealths significant corridors, as represented in Exhibit
12.xiv
The proposed North-South Corridor fails to meet key criteria that would qualify it as a CoSS.
In particular, it does not provide for a high volume of travel. As we have substantiated, the main
travel volumes are east-west. Route 28 has already been expanded to handle future northsouth traffic in this area.
The western alignment would create a highway that will initially go through rural areas and
some new suburban areas that are unlikely to generate significant demand for transit, so it is
unlikely to be a truly multimodal corridor.
The VTrans report shows that air freight is just .1 percent by weight and .2 percent by value of
shipments in the existing Northern Virginia Connector CoSS so the proposed new North-South
Corridor seems unlikely to qualify as a critical extended freight corridor
It does not appear to have a unique statewide function.
Thus, a decade worth of analysis at a probable cost of millions of dollars did not identify access to Dulles
Airport as a critical problem and did not identify western access via a north-south highway as a Corridor
of Statewide Significance. Further, the proposed North-South Corridor fails to meet the criteria
necessary to qualify as a CoSS.
For all of these reasons, we urge you to reject addition of this corridor to the Corridors of Statewide
Significance and not to take any actions that could advance north-south highway projects in this area or
prioritize their funding in the upcoming Six-Year Plan update.
Thank you.
Sincerely,
Stewart Schwartz
Chris Miller
Trip Pollard
SOURCES:
i
INRIX Traffic Scorecard, http://www.inrix.com/scorecard/
ii
Corridors of Statewide Significance Northern Virginia,

http://www.vtrans.org/resources/Northern_Virginia_Connector_I-66.pdf, see pages 22-25.
iii
Smart Mobility, Inc., Review of the Battlefield Bypass and Tri-County Parkway Environmental Impact
Statements (2 reports included), http://www.smartergrowth.net/anx/ass/library/11/smartmobility.pdf
iv

http://www.vtrans.org/resources/Northern_Virginia_Connector_I-66.pdf, see page 13.
v

http://www.vtrans.org/resources/Northern_Virginia_Connector_I-66.pdf, see page 34.
vi

http://www.vtrans.org/resources/Northern_Virginia_Connector_I-66.pdf, see pages 13.
vii
Surface Transportation Plan Northern Virginia -http://www.virginiadot.org/Projects/vtransNew/resources/VSTP_%20by_Chapter/Chapter%206%20by%

20Region/Chap6_2Northern.pdf, see page 121.
viii
Dulles Loop Implementation Group, Dulles Loop Implementation Plan, May 15, 2009.
ix
Interchange Cost Estimates, Gorove/Slade Presentation to Senator Herrings Loudoun Route 7

committee, page 10.
x
Virginia Sesquicentennial Commemoration of the Civil War, http://www.virginiacivilwar.org/
xi
$134 million to protect Stuarts Hill, http://www.landscapeonline.com/research/article.php?id=7360
xii
VTRANS 2035 Report, http://vtrans.org/resources/VTrans_2035_Report.pdf, page 37
xiii
VTRANS 2035 Report, http://vtrans.org/resources/VTrans_2035_Report.pdf, page 13

VTRANS 2035 Report, http://vtrans.org/resources/VTrans_2035_Report.pdf, page 27.
xiv
February 1, 2012
Mr. Nicholas Nies, Project Manager
1401 E. Broad Street
Richmond, VA 23219
Dear Mr. Nies:
Thank you for taking the time to speak with me in mid-December to update me on the
status of the NEPA and Section 106 reviews of the proposed Tri-County Parkway. As you
know, the Southern Environmental Law Center is part of a coalition of groups that have serious
concerns with this proposal and have been extensively involved throughout the NEPA, Section
4(f), and Section 106 review processes. As I mentioned during our conversation, we believe it
would be appropriate to hold a public hearing and provide interested organizations and agencies
an opportunity to review and submit comments on the required written evaluation of the Draft
Environmental Impact Statement when it is completed. On behalf of ourselves, the Coalition for
Smarter Growth, the National Parks Conservation Association, the National Trust for Historic
Preservation and the Piedmont Environmental Council, we are now writing to formalize that
request.
Many of the aforementioned groups jointly submitted a detailed letter dated June 13,
2005 commenting on the original Draft Environmental Impact Statement (DEIS). Our comments
were accompanied by a report from Smart Mobility, Inc., a transportation consulting firm that
analyzed the traffic data presented in the original DEIS. Our comments and the accompanying
report detailed a number of flaws in the analysis of alternatives, the ambiguity of the No-Build
Alternative, the inadequate evaluation of a number of environmental impacts of the project, and
the ineffectiveness of the three Candidate Build Alternatives in meeting the project purpose and
need.
Notably, the United States Environmental Protection Agency and the United States Army
Corps of Engineers raised some of the same concerns in their 2005 comment letters on the DEIS.
Among the concerns the agencies raised were the lack of information explaining how the project
would affect the level of service on other roadways in the region and therefore satisfy the
purpose and need, the lack of clarity about how the project would impact traffic in the study area
in comparison to other planned transportation improvements, and the cumulative effects of the
Tri-County Parkway when combined with other proposed roadway improvements.
We also sent you a letter on January 12, 2009 on behalf of a number of preservation
groups highlighting several ways in which new information and changed circumstances had
exposed additional shortcomings in the DEIS. The changed circumstances include the dramatic
downturn in residential development in the study area as a result of the economic recession and
declining rates of vehicle miles traveled, and our letter raised the concern that those changing
land use and transportation trends have likely undermined the travel demand projections that
were used in the DEIS.
Finally, the National Park Service sent VDOT a letter on May 4, 2011 referring to the
significant change in the [study] area that may warrant the preparation of a supplemental DEIS
and Section 4(f) Evaluation. Among various concerns with the DEIS raised in that letter are
deficiencies with the Transportation and Technical Report that was used to prepare the traffic
data and comparison of alternatives, and the lack of a rigorous exploration of alternatives or a
detailed discussion of the environmental effects of the alternatives that were explored.
Under 23 C.F.R. 771.129(a), the purpose of the written evaluation that must be conducted
is to determine whether or not a supplement to the DEIS or a new DEIS is needed. It is clear that
our coalition of groups and several federal agencies have raised significant concerns about
deficiencies with the original DEIS, and there are new circumstances and information that cast
doubt on the data used in the DEIS to compare alternatives and assess the degree to which
alternatives satisfy the purpose and need of the project.
In order to make an informed decision regarding whether a new or supplemental DEIS is
necessary, we urge you to hold a public hearing and provide a formal opportunity for the public
and the agencies with jurisdiction over different aspects of this project to review and submit
comments on the written evaluation. Obtaining that input before the decision is made should
save time and effort, increase public confidence in the outcome of this process, and lead to a
more informed and better overall result.
Sincerely,
Morgan Butler
Senior Attorney
cc:
Ed Sundra, Planning and Environmental Program Manager, Federal Highway

Administration
Stewart Schwartz, Executive Director, Coalition for Smarter Growth
Nicholas J. Lund, Civil War Associate, National Parks Conservation Association
Pamela Goddard, Chesapeake and Virginia Program Manager, National Parks
Conservation Association
Rob Niewig, Director, National Trust for Historic Preservations Southern Field Office
Daniel Holmes, Director of State Policy, Piedmont Environmental Council
August 24, 2012

Mary Ellen N. Hodges
Preservation Program District Coordinator
Richmond, VA 23219-1939
Re:
Comments on Draft Programmatic Agreement for the Tri-County Parkway in Prince

William and Loudoun Counties, Virginia
Dear Ms. Hodges:

The following comments on the Draft Programmatic Agreement (PA) for the Tri-County Parkway
(TCP) are submitted on behalf of the Southern Environmental Law Center, the Piedmont Environmental
Council, the Coalition for Smarter Growth, the National Trust for Historic Preservation, and the National
Parks Conservation Association.
Our organizations recognize the irreplaceable value of Manassas National Battlefield Park
(Battlefield).1 We share the important goal of removing commuter traffic from the two highways that
currently cross the Battlefield. However, we are committed to ensuring that the chosen solution does not
increase the overall impacts to the Battlefield from traffic or simply shift the negative impacts from one
area of the Battlefield to anotherespecially when far less damaging alternatives have not been
adequately considered. Similarly, we believe it is critical that the Programmatic Agreement for any new
project proposed near the Battlefield incorporate the level of protection and mitigation warranted for a
resource of such significance to the history of the Commonwealth and the entire country. We offer the
following comments with those objectives in mind.
As an initial matter, we request that the Federal Highway Administration (FHWA) and the
Virginia Department of Transportation (VDOT) schedule a meeting of the Section 106 Consulting Parties
to discuss the Draft PA prior to developing a final draft of the agreement. As set forth below, there are
The Manassas National Battlefield commemorates the site of two of the Civil Wars most important battles. Fought in July of
1861, the First Battle of Manassas was the first major battle of the war, resulting in more than 4,800 casualties and sending a
sobering realization throughout the nation that this war would not be quickly or easily won. The two armies met again on the
same ground in August, 1862 150 years ago this month to fight again. One of the largest battles of the war, Second
Manassas resulted in more than 18,000 casualties and gave the Confederates the confidence to set their sights on an invasion of
the North.
1
several aspects of the Draft PA that warrant additional consideration, and we have offered several
recommendations that should be explored with the entire group.
Overall, while the Draft PA is a positive step towards resolving some of the many problematic
issues related to the TCP, it is nonetheless inadequate to protect the Manassas National Battlefield Park,
one of the Commonwealths most sacred Civil War landscapes. As explained in further detail below, the
Draft PA fails to include consideration of an alternative package of transportation measures described in
our December 6, 2010 Section 106 comment letter, which could potentially accomplish the stated needs
of the project while minimizing impacts to the Battlefield and the Historic District. We believe this low
build alternative represents a potential feasible and prudent alternative that could avoid and minimize the
use of historic properties, under Section 4(f) of the Department of Transportation Act. 23 U.S.C. 138,
49 U.S.C. 303(c).
Another significant problem with the Draft PA is the attempt to segment consideration of the TCP
and the proposed Manassas Battlefield Bypass, when a significant portion of the two projects are colocated, and the Battlefield Bypass is a crucial component of the long-term commitments to minimize and
mitigate harm to the Battlefield.
Further, the proposed measures to minimize and mitigate harm in the Draft PA are not
commensurate with the magnitude of the adverse effects to the Manassas Battlefield and the Historic
District2 and certainly do not represent all possible planning to minimize harm, as required by Section
4(f) of the Department of Transportation Act. For example, as discussed in more detail below, the Draft
PA does not include sufficient commitments to ensure the closures of Route 234 and Route 29 through the
Manassas Battlefield. Nor does the Draft PA include any specific commitment to reduce the right-of-way
to a width of less than 200 feet within the Battlefield and the Historic District, which is grossly excessive.
The vague proffer in Stipulation I.B. to attempt to minimize the width at a later dateprovided the
typical section still meets the TCPs purpose and needis inadequate. And the $3 million proffered in
Stipulation II.12.a., to protect the historic setting of the Battlefield and the Historic District, is a gesture
that we appreciate and support, but the amount of funding allocated will be severely inadequate to
accomplish its goal.
These and other deficiencies in the Draft PA must be addressed. Notably, this month marks the
150-year anniversary of the Second Battle of Manassas. In another 150 years, we hope that Americans
can look back upon the debates over the proposed TCP and Manassas Battlefield Bypass with thanks for
all involved for protecting the important and irreplaceable historic, cultural and scenic values provided by
the Manassas National Battlefield and adjacent Historic District. With the application of the proper
consultation, mitigation, and transportation strategies recommended in our comments below and in the
enclosed markup of the Draft PA (Enclosure 1), we can have greater assurance that the Battlefield and
the Historic District can be effectively preserved, and commuter traffic can be removed from the
Battlefield, all while traffic flow in the region is improved.
I.
The Draft PA Fails to Properly Consider a Low-Build Alternative.
As members of this coalition have maintained since our comments on the Draft EISs for the TCP
and Battlefield Bypass in 2005, VDOT and FHWA have failed to consider alternatives to the TCP that
2 With respect to direct, physical destruction of historic properties, during the November 2010 consultation meeting, the
taking of land from within the Manassas Battlefield and the Historic District was estimated at 20 acres. Draft PA, Encl. 2, at
p.15 (Minutes from Nov. 5, 2010 meeting, prepared by VDOT). However, our own analysis indicates that the total use of land
from within the Battlefield and the Historic District may be much greater than 20 acres. See Enclosure 3.
could achieve the goals of the projects, while minimizing adverse impacts to the Manassas Battlefield and
Historic District. As we set forth in our comments on the TCP DEIS and the Battlefield Bypass DEIS,
neither of those documents adequately studied alternatives that would employ a mix of strategies to
address the purposes of the projects. TCP DEIS Comments at 3-6; Battlefield Bypass DEIS Comments at
4-7. Building on those concerns, we described the specific components of a low-build alternative to the
TCP in the December 6, 2010 joint comment letter we sent following up on the November 2010 meeting
of the Section 106 Consulting Parties.
FHWA and VDOT should, in coordination with the Consulting Parties, study this low-impact,
multi-modal avoidance alternative prior to completing the Final EIS for the TCP. The results of the study
should be independently reviewed by national transportation planners, engineers and modelers. If the
results show that this alternative is feasible and prudent (i.e., addresses connectivity, traffic congestion,
and safety while avoiding and minimizing harm to historic resources), then the low-impact, avoidance
alternative should be advanced, and the Section 106 process and the focus of the PA should be shifted to
the new alternative. In our view, this process is necessary to ensure compliance with Section 4(f) and
NEPA, and to achieve the goal of protecting the Manassas Battlefield while improving traffic connectivity
in the region. We have proposed a clause in Enclosure 1 that captures this recommendation.
Further, in light of the interconnected nature of the TCP and the Battlefield Bypass (discussed in
more detail below), it may be prudent to evaluate instead a broader low build alternative that could
satisfy the purposes of both projects. This alternative would combine the list of improvements proposed
in our December 2010 letter as the low build alternative for the TCP along with the various low build
improvements we have proposed for the Battlefield Bypass (co-location of Route 29 onto Interstate 66;
upgrading the existing east-west road at the southern boundary of the Battlefield between the Park
Headquarters and Groveton Road; and completing parallel roads along the Route 50 corridor). This
comprehensive approach could minimize damage to the Battlefield and Historic District, provide
alternatives for the traffic that uses Route 29 and Route 234 through the Battlefield, allow for local traffic
movement and accessibility, and address the pressing transportation needs in this area. Indeed, as a result
of the economic downturn beginning in 2008, many of the assumptions about traffic growth that were
made in the Draft EISs for the two projects are demonstrably over-inflated. An updated study of both
projects is further needed because of these changed circumstances.
II.
The TCP and Battlefield Bypass Evaluations Are Improperly Segmented, and Fail to
Consider Cumulative Impacts.
As the process for the study and construction of the Tri-County Parkway continues, efforts are
also being made to advance the Manassas Battlefield Bypass a road proposal that is literally
interconnected with the TCP. The Battlefield Bypass proposal emerged as a result of the Manassas
National Battlefield Park Amendments of 1988, which sought to find a way to remove traffic from the
Battlefield in order to improve the visitor experience. See Battlefield Bypass DEIS at S-1. As currently
proposed, the Battlefield Bypass is planned to run east-west above the northern boundary of the Manassas
Battlefield before co-locating with the segment of the TCP between Route 29/Pageland Lane and Route
234 at Catharpin. A Draft EIS for the Battlefield Bypass was published in 2005.
The co-location of the TCP and the Battlefield Bypass along the western boundary of the
Manassas Battlefield requires that the cumulative impacts to the Battlefield resulting from the two
highway projects be considered together. The Section 106 regulations explicitly require consideration of
cumulative impacts, 36 C.F.R. 800.5(a)(1), as does the National Environmental Policy Act, 40 C.F.R.
1508.7. Unfortunately, the cumulative impacts of these two projects on the Manassas Battlefield, the
3
Historic District, and the particular resources therein were given scant discussion in the Draft EISs for
both projects, and there has been little consideration of the additional impacts the Battlefield Bypass
would have on these resources during this Section 106 process for the TCP. As a result, there is
inadequate information to properly assess the overall impacts of these projects on the Manassas
Battlefield and the Historic District. In order for the competing goals and designs for destructive new
highway(s) along the edges of the Manassas Battlefield to be properly assessed, a study that considers the
impacts and purposes of both the TCP and the Battlefield Bypass needs to be conducted. To do otherwise
would ignore the reality of the combined impact of the TCP and Battlefield Bypass on one of our nations
most hallowed areas.
III.
The Draft PAs Assurances of Road Transfers, Closures and Traffic Calming Measures are
Inadequate.
The need to relieve traffic pressure on the portions of Route 29 and Route 234 that transect the
Manassas Battlefield has long been recognized. VDOT studied the possibility of relocating these roads in
the 1970s, and the study reflected in the Battlefield Bypass DEIS was mandated by Congress in 1988.
The Draft PA appears to attempt to advance that goal, but the process proposed in the Draft PA for
closing Route 234 to commuter traffic is inadequate, and there are no clauses in the Draft PA that relate to
the closure of Route 29.
A. Closure of VA Route 234 Through the Manassas Battlefield
Regarding the closure of Route 234, the Draft PA would simply require VDOT, upon the
execution of the PA, to recommend to the Commonwealth Transportation Board (CTB) that Route 234 be
abandoned or discontinued through the Battlefield, and that management or ownership of the right-of-way
be turned over to the National Park Service (NPS). However, if the CTB were to vote against
abandonment despite the recommendation from VDOT, Route 234 could remain in the possession of the
state and open to traffic indefinitely, despite the construction of the TCP. We are also concerned that a
new administration in Richmond might change the composition (and votes) of the CTB, which could
result in a future reversal of the decision. Further, even if the CTB were to ultimately accept the
recommendation, the Draft PA states that closure of Route 234 and transfer of ownership to the NPS
would not occur until the TCP is opened. This provides inadequate assurance that the transfer and closure
of Route 234 to commuter trafficwhich is critical to enhancing the experience of visitors to the
Battlefield and improving historic preservation effortswill be accomplished.
We strongly recommend an approach in which the PA stipulates that the CTB abandonment
process and the transfer of the segment of Route 234 to the NPS be complete before commencing
construction of the TCP. Specifically, upon the execution of the PA, the Commissioner of Highways
should commence the process of abandonment. Upon completion of the abandonment process, the
Commissioner of Highways should then convey ownership of the relevant section of Route 234 to the
NPS in an executed agreement in which the NPS agrees to keep the relevant section of Route 234 open
and operational until the construction of the TCP is complete and opened to traffic. The agreement should
also provide that, upon completion and opening of the TCP, the NPS will restrict commuter traffic on the
relevant section of Route 234.3 This approach would better ensure that the transfer to the NPS and
ultimate closure of Route 234 through the Battlefieldan integral component of the mitigation for the
A provision of the NPS/VDOT agreement could also stipulate that ownership of the right-of-way for the transferred portion of
Route 234 should revert to VDOT if the TCP is not open to traffic by some future date, such as January 1, 2022.
3
TCPs impacts on the Battlefieldwould actually occur if the TCP is constructed. We have proposed
changes to the relevant clause of the Draft PA in Enclosure 1 that flesh out this recommendation.
B. Closure of US Route 29 Through the Manassas Battlefield
Similarly, because of the importance of closing Route 29 through the Manassas Battlefield to the
mitigation efforts for the TCP and the interrelated Battlefield Bypass, the PA for the TCP should commit
FHWA, the NPS, and VDOT to initiating and completing the process for transferring to the NPS the
portion of Route 29 that bisects the Battlefield prior to construction of the TCP. Again, the NPS could
commit to keeping Route 29 open to through traffic until the Bypass is completed.
C. Traffic Calming Measures on Route 29
The Draft PA explicitly acknowledges that construction of the TCP will result in additional traffic
through the Manassas Battlefield. (Stipulation II.7.) We agree that traffic calming measures along Route
29 are necessary to reduce the adverse effects of this additional traffic through the Manassas Battlefield
brought on by TCP construction. However, because this increase in traffic through the Manassas
Battlefield on Route 29 would have detrimental effects on visitors, and on the historical and cultural
resources in the Battlefield, specific traffic calming measures that will be used should be identified in
advance in a traffic calming plan and be adopted via a separate agreement between the NPS and VDOT
prior to the completion of the Final EIS and ROD for the TCP, as set forth in a clause in our Enclosure 1.
All Consulting Parties should have an opportunity to comment on the traffic calming plan prior to its
adoption. Construction of the traffic calming measures should be completed no later than six (6) months
prior to the commencement of construction for the TCP.
D. Completion of Studies, Permitting, Engineering and Funding for the Battlefield Bypass
Stipulation II.10 in the Draft PA Preliminary Engineering and Design for MNBP Bypass
proposes a relatively minor funding commitment to advance the planning of the Battlefield Bypass. This
funding is apparently being proposed as an indirect method of mitigating the impacts the TCP would have
on the Battlefield and Historic District, and it appears to be based on the view, legitimate or not, that
construction of both the TCP and the Battlefield Bypass is necessary to achieve the goal of closing both
Route 234 and Route 29 through the Battlefield to commuter traffic. However, based on agency
comments submitted on the DEIS for the Battlefield Bypass, there could be serious objections from other
agencies such as the Corps of Engineers which may make it much more difficult to get approval for that
proposal.
To ensure that the clauses in the Draft PA regarding the Battlefield Bypass and its advancement do
not become false incentives, VDOT, FHWA, and the NPS should ensure, prior to the construction of the
TCP, that there is a viable route for the Battlefield Bypass and that it has received all relevant federal
permits, including necessary permits for impacts to wetlands and streams. These permits should be
granted, and the Battlefield Bypass Final EIS and Record of Decision should be complete, prior to
construction of the TCP.
Additionally, the Draft EIS for the Battlefield Bypass was completed by FHWA, in conjunction
with the NPS, in 2005. As the agency responsible for the study and design of the Battlefield Bypass to
this point, FHWA should remain the lead agency responsible for the procurement and administration of a
contract for preliminary engineering and design of the Battlefield Bypass, with cooperative coordination
from VDOT and the NPS. FHWA should commit to funding at least fifty (50) percent of the cost of
construction of the Battlefield Bypass, and VDOT should commit to funding at least twenty-five (25)
5
percent of the cost of construction of the Battlefield Bypass over and above the cost of constructing the
portion of the Battlefield Bypass proposed to be co-located with the TCP. Enclosure 1 includes language
that effectuates these recommendations.
IV.
The Draft PAs Proposed Design Specifications for the TCP are Inadequate.
A. Limiting Road Width to Four Lanes, and Committing to Reduction of the Right-of-Way
As you know, Section 4(f) of the Department of Transportation Act requires that FHWA and
VDOT incorporate into this project all possible planning to minimize harm to historic properties. In our
view, FHWA and VDOT have not satisfied this requirement. Among other things, they have not made
adequate commitments to reducing the width of the right-of-way, which is estimated to be 200 feet wide.
First of all, questions need to be answered about the total number of acres from within the
Battlefield and the Historic District that would actually be used by the project. Although VDOT has
suggested that the total use would be 20 acres or less, our own GIS analysis suggests that the actual
acreage used from within the historic areas would be 35 acres. As shown in Enclosure 3, existing
Pageland Lane occupies roughly 8.5 acres of the Historic District. A reasonable road design of 116 feet
(discussed in more detail below) would use a total of 20.4 acres, or about 12 acres more than existing
Pageland Lane. Comparatively, the current proposal for a road design of 200 feet would use an additional
14.6 acres from the Battlefield and Historic District or an overall total of 35 acres to achieve the same
level of service as the road design of 116 feet. This level of destruction is excessive and unnecessary.
To minimize the impacts of the TCP on the Manassas Battlefield and the Historic District, it is
essential that the TCP be limited to a maximum of four lanes. This commitment should be included in the
PA. Specifically, this section of the road should be designed to parkway standards, reducing the cross
section to 116 feet using four 11-foot travel lanes, two three-foot inside shoulders, two 8-foot exterior
shoulders, a 20-foot median, a 10-foot ditch on each side, and a 10-foot multiuse trail on one side. The
road should have mountable curbs to allow for an additional area for safely removing a vehicle from the
through lanes. Further, in order to meet the objective stated in the DEIS of enhancing the experience of
visitors to the Battlefield and to improve historic preservation efforts, FHWA and VDOT should
incorporate context sensitive solutions into the roadway design to the maximum extent possible. These
commitments should be specifically incorporated into the PA, including a diagram of the cross-section for
the portion of the project that runs through the Historic District and the Battlefield.
B. Stronger Commitments to the Mitigation of Potential Visual and Noise Effects
To limit harm to the quality of the visitors experience at Manassas Battlefield, stronger and more
specific commitments should be made in the PA to ensure that potential visual and noise effects of the
road are minimized. At a minimum, in addition to the other visual and noise mitigation measures
developed pursuant to the pertinent stipulations in the Draft PA, a commitment to using noise-reducing
pavement should be made expressly in the PA.
In order to comply with the requirements of Section 4(f), VDOT and FHWA must design the
southern section of the TCP to avoid and minimize the use of land from the Battlefield and the Historic
District for right-of-way. Building on a clause in the Draft PA, along the relevant section of the TCP,
VDOT should be responsible for designing and installing enhancements to the Battlefield and the Historic
District for the purpose of minimizing the visual effects of the TCP within the Battlefield, but it should be
clear that VDOT shall not acquire this land for right-of-way. VDOT should develop these enhancements
in consultation with the NPS in order to achieve mitigation measures in the best interest of the visitors
6
experience at the Battlefield. VDOT and FHWA should fund the full cost of designing and installing
these enhancements. Please refer to Enclosure 1 for language that incorporates these changes.
C. Limitations on Truck Traffic
As stated in our prior Section 106 joint comments, tractor-trailer trucks on the TCP will have
negative noise, visual, air quality, and vibration impacts on the Manassas Battlefield and its visitors.
Further, neither the TCP DEIS nor the Battlefield Bypass DEIS adequately considered the likelihood of
induced truck traffic or the increased visual and noise impacts of induced truck traffic on the Manassas
Battlefield. As indicated in our attached markup of the Draft PA, a detailed study of truck traffic is
needed, including recommendations for potential measures to discourage truck traffic on the TCP and
otherwise minimize the adverse effects of trucks on the Manassas Battlefield and the Historic District.
D. Access to Brawner Farm and Stuarts Hill Center
In addition to the significant acreage from the Manassas Battlefield and the Historic District that
would be taken for the construction of the TCP, additional lands would be impacted by the necessary
replacement of access roads to both the Brawner Farm and to Stuarts Hill Center. These new roads
would be constructed through areas of land with tremendous importance to the First and Second Battles of
Manassas, and therefore the utmost care and concern should be taken for their plan and placement.
Because of the high potential for impacts of these new roads on the historic and archaeological resources
of the Battlefield, FHWA, the NPS, and VDOT should complete archeological studies, assess the impacts,
and select the alignment for any new access roads before completion of the FEIS and ROD. If
archeological studies show that adverse effects to the Battlefield cannot be avoided, FHWA, the NPS, and
VDOT should develop an additional treatment plan, in consultation with all Consulting Parties.
E. Closure of Pageland Lane
To ensure the proper transfer of Pageland Lane to the NPS in keeping with the overall goals of the
TCP and Battlefield Bypass projects, an affirmative vote of the CTB on the abandonment or
discontinuance of the relevant section of Pageland Land should be obtained prior to the construction of
the TCP. We have added language to this effect to the relevant clause of the Draft PA in Enclosure 1.
V.
The Preservation Fund is Inadequate to Protect the Historic Setting of the Manassas
Battlefield and the Historic District.
We are concerned that the amount of funding proposed for land preservation within the Draft PA
is insufficient to accomplish the stated objectives, and that several factors could further decrease the
acreage this funding could be expected to protect in the eligible area. We also seek clarity on the
objectives for preservation as it pertains to limiting access, because this could greatly alter the cost for the
proposed preservation effort.
As set forth in the analysis and map attached hereto as Enclosure 2, we have researched
comparable parcels in the area and have discovered four comparables that give some indication of the
value of the land within the eligible area. We have also taken into account the most recent assessed
values for the eighteen eligible properties, totaling some 696 acres. However, assessed values are not a
reflection of actual values when viewed against recent sales prices, so the comparables provide a better
indication of the true cost of purchasing the needed protection in this area. Also, the objectives for
preservation may drive up the cost of an easement beyond that typically associated with securing scenic or
open-space easements. The restrictions that would be necessary to adequately protect the character and
7
setting of the Battlefield and the Historic District could devalue the property substantially. The restrictive
nature of the easement may also limit the number of willing participants or require fee-simple purchase as
the most practical tool available to the land conservation group charged with administering the fund. In
addition, owners may see this as an opportunity to demand higher prices for either an easement or fee
simple purchase. In short, the objectives for preservation will greatly impact the ability to use easements,
the overall cost for preservation, and willingness of the landowners to negotiate a preservation outcome.
Using comparables and assessed values, the total estimated value for the 696 acres of eligible
properties is $13,933,967.10. Small lots with improvements and recent speculative purchases of larger
properties in the corridor are largely responsible for this figure. Speculative purchases will likely further
inflate the total cost/value moving forward.
In conclusion, it is likely that a combination of preservation for both small and large lots needs to
occur in order to adequately protect the character and setting of the Battlefield and the Historic District. It
is also likely that speculation will further complicate this effort and will result in higher costs for securing
easements (which could be greater than 50 percent the value of the property) and may, as a practical
matter, require fee-simple purchase as the main vehicle for preservation of these lands. We believe the
PA should address these issues by increasing the funding to a minimum of 50 percent of the total
estimated value of the eligible lands. Thus, as indicated in our attached markup of the Draft PA, we
recommend that an appropriate range of funding is $7 million - $14 million. In the event that preservation
goals are hindered by unwilling land owners or can be met with less funding than the amount provided,
there is no danger of excess funds being lost. The PA already provides language ensuring the return of
unused funds, if any, to the agency. Providing sufficient funding upfront will demonstrate that the
Signatories to this agreement are serious about protecting these resources and limiting access points to the
TCP in order to maintain the integrity of the Battlefield and the Historic District.
VI.
The Draft PA Should Not Restrict Opportunities for Participation in Follow-up Consultation
Exclusively to Concurring Parties.
Section 106 requires the agency to consult with all Consulting Parties to develop and evaluate
alternatives or modifications to the undertaking that could avoid, minimize, or mitigate adverse effects on
historic properties. 36 C.F.R. 800.6(a). The PA establishes a process to develop ways to avoid,
minimize or mitigate the adverse effects of the TCP, even though the details are left to be determined after
the PA is signed. However, the Draft PA would restrict participation in that crucial post-PA consultation
process exclusively to those parties who are willing to sign the PA as Concurring Parties. As a matter of
national policy, we disagree with the proposal to offer these kinds of special, exclusive privileges as a
way to pressure Consulting Parties to endorse a Section 106 agreement.
Because of our concerns about the TCPs adverse impacts on the Battlefield and the Historic
District, many of our groups may not feel comfortable endorsing the final PA as Concurring Parties.
However, as groups with experience in the Section 106 review process for other road proposals, and with
a keen interest in protecting the character of the setting and the Battlefield landscape at Manassas, we
have valuable insight into efforts to avoid, minimize and mitigate the TCPs impacts on the Battlefield
and Historic District. To restrict much of the subsequent planning for the avoidance, minimization and
mitigation of adverse effects of the TCP exclusively to Signatories and Concurring Parties would
restrict our ability to serve this important role. Therefore, in multiple sections throughout our attached
markup of the Draft PA, we have changed Concurring Parties to Consulting Parties. Those sections
include:
VII.
I.B Typical Section

I.C.1 Consultation on Further Design
II.1 Streetscape Design for the TCP (section II.2 in Enclosure 1)
II.2 Minimization of Potential Noise Effects (section II.3 in Enclosure 1)
II.3 - Minimization of Potential Visual Effects on MNBP (section II.4 in Enclosure 1)
II.4 Access to Brawner Farm (section II.6 in Enclosure 1)
II.5 Access to Stuarts Hill Center (section II.7 in Enclosure 1)
II.7 Traffic Calming on US 29 (section II.9 in Enclosure 1)
II.8 Mitigation of Potential Visual Effects on Putnam-Patton House/Deseret
(section II.10 in Enclosure 1)
III Identification and Treatment of Archaeological Historic Properties
IV.C Post Review Discoveries
V.C Treatment of Human Remains4
VII.B-C Preparation and Review of Plans and Documents
X Assignment of Responsibilities
XI Monitoring and Reporting
XII Dispute Resolution
XVI Execution
The Draft PA Fails to Adequately Provide for the Identification and Treatment of
Archaeological Historic Properties.
Because of the national historic importance of the Manassas Battlefield, the treatment of
archaeological historic properties in this PA should be strengthened. Plans for the TCP and the new
access roads to Brawner Farm and the Stuarts Hill Center should be subject to special scrutiny and
review to determine potential impacts to archaeological resources. If newly discovered archaeological
resources are identified, we believe they are likely to have significance above and beyond merely their
potential research value under Criterion (d) of the National Register of Historic Places. If a newly
identified historic property will be adversely affected by the TCP or the access roads, then FHWA and
VDOT, in consultation with the other Consulting Parties, should do everything possible to avoid the
property, rather than merely adopt routine treatment in the form of data recovery. VDOT should
provide the SHPO and the NPS the opportunity to review and determine whether avoidance should be
required.
VIII. The PA Should Provide Ample Opportunities for Public Input.
The Manassas Battlefield is a part of the National Park System, and belongs to every American.
That fact, combined with the great importance of the First and Second Battles of Manassas to American
history, necessitates a high level of responsiveness to public concerns. Therefore, we strongly
recommend that the PA include a provision for members of the public to raise objections and concerns
about the implementation of the PA stipulations, and provide an administrative mechanism for the
4
This stipulation includes a prohibition on releasing photos, which we assume the agencies would want to be
applicable to all Consulting Parties in any event.
9
transportation agencies to attempt to resolve any such objections. The Signatories and Consulting Parties
should be notified and have the opportunity to review and comment on the proposed resolution of the
objection.
IX.
Conclusion.
For the foregoing reasons, the Draft PA should be amended to reflect: (1) adequate consideration
of the Battlefield Bypass along with the TCP, and adequate consideration of a Low-Build Alternative; (2)
binding commitments to road transfers, closures, and traffic calming measures within the Manassas
Battlefield; (3) binding commitments to substantially reduce the width of the right-of-way for the TCP;
(4) substantially increased funding that is adequate to protect the historic setting of the Battlefield and the
Historic District; and (5) the opportunity for all Consulting Parties to be involved in follow-up meetings
about design review and the development of specific mitigation measures. Thank you for giving us the
opportunity to comment on the Draft PA. We reiterate our request for a meeting of all Section 106
Consulting Parties to discuss the Draft PA prior to the development of a final agreement, and we look
forward to further coordination and consultation on all of the above-referenced topics.
Sincerely,
Morgan Butler, Senior Attorney

Christopher G. Miller, President

Stewart Schwartz, Executive Director

Elizabeth S. Merritt, Deputy General Counsel

10
Joy M. Oakes, Senior Regional Director

National Parks Conservation Association
Enclosures:
1. Draft Programmatic Agreement with Track-Changes and Comments
2. Analysis of real estate values of parcels eligible for protective acquisition (including map)
3. GIS Analysis of total amount of land within Manassas Battlefield and Historic District that would
be used for the TCP project
cc:
Ed Clark, Superintendent, Manassas National Battlefield Park

Tammy Stidham, National Park Service
Steve Whitesell, National Park Service
Mary Ann Naber, Federal Preservation Officer, FHWA
Jack Van Dop, Eastern Federal Lands Division, FHWA
Edward Sundra, FHWA
Carol Legard, Advisory Council on Historic Preservation
Najah Duvall-Gabriel, Advisory Council on Historic Preservation
Charlene Vaughn, Advisory Council on Historic Preservation
Reid Nelson, Advisory Council on Historic Preservation
Antony Opperman, VDOT
Nicholas Nies, VDOT
Kathleen Kilpatrick, Virginia SHPO
Marc Holma, Va. Dept of Historic Resources
James Lighthizer, President, Civil War Trust
11
Enclosure 3
From:StewartSchwartz<stewart@smartergrowth.net>
Date:January8,2013,1:09:41PMEST
To:"Hodges,MaryEllenN.(VDOT)"<ME.Hodges@vdot.virginia.gov>,
<Betsy_Merritt@nthp.org>,MorganButler<mbutler@selcva.org>,ChrisMiller
<cmiller@pecva.org>,JoyOakes<joakes@npca.org>,DanHolmes
<dholmes@pecva.org>,EdGorski<egorski@pecva.org>,NicholasLund
<nlund@npca.org>,PamelaGoddard<PGoddard@npca.org>,JimCampi
<jcampi@civilwar.org>,<pcoussan@civilwar.org>
Cc:<Ed_W_Clark@nps.gov>,<Tammy_Stidham@nps.gov>,"Moore,Garrett,PE(VDOT)"
<Garrett.Moore@vdot.virginia.gov>,"NicholasM.Nies"<nnies@wrallp.com>,Charlene
Vaughn<cvaughn@achp.gov>,"Langan,Julie(DHR)"<Julie.Langan@dhr.virginia.gov>,
"Kilpatrick,Kathleen(DHR)"<Kathleen.Kilpatrick@dhr.virginia.gov>,
<marc.holma@dhr.virginia.gov>,<Jack.VanDop@dot.gov>
Subject:UpdatedCoalitionCompositeAlternative
MaryEllenandNick:
Pleaseseetheattachedupdatetothecompositealternativewhichwebelievewillmeet
transportationneedswhilebetterprotectinghistoricManassasNationalBattlefield.
Ouralternativeassumesclosureoftheroadsthroughthebattlefield.
Itincludesallofthepastrecommendationsofourgroupsplusadditionalnorthsouth
localconnectionsandcommentsonthegrowthassumptions.Itisreorganizedunder
east/west,north/south,andgrowthassumptionsandotherfactors.
Aspartofthealternativescenarioanalysis,weaskthatyouincludeourexpert,Norm
MarshallofSmartMobility,Inc.,ontheconsultingteamthatdevelopsandrunsthe
modelingscenario,withfullinputtothescenario,accesstoallinformationrelevantto
thescenarioandthemodeling,andinputtothedraftingofthereport.
Thankyou,
StewartSchwartz
ExecutiveDirector
CoalitionforSmarterGrowth
2026750016ext121(new)
stewart@smartergrowth.net
www.smartergrowth.net
Twitter:@betterDCregion
Noteournewaddress:316FStreetNE,Suite200,Washington,DC20002
Coalition for Smarter Growth, Piedmont Environmental Council, Southern Environmental

Law Center, National Parks Conservation Association, and
UPDATED COMPOSITE ALTERNATIVE
January 7, 2013
Expanded List of Components of a Composite Set of Transportation Solutions for the
Tri-County Parkway and Manassas Battlefield Bypass
At the Section 106 Consulting Parties meetings, Virginia Department of Transportation officials
have asked for more details on the north-south components of a "low build" or "composite"
alternative to the VDOT proposal for the Tri-County/Bi-County Parkway. The following
includes additional local north-south connections, reorganization of the recommendations, and
recommendations for alternative growth estimates, land use and other factors that should be
included.
The traffic modeling and associated land use forecasting for this alternative should not assume
the construction of any of the major new north-south highways in this area that are currently
components of local Comprehensive Plans and/or state plans that are called the Tri-County
Parkway, the Bi-County Parkway, the 234 Bypass Extension, the N-S Corridor of Statewide
Significance or other named road co-located with this facility.
Our alternative is designed to address the much greater need for east-west commuter movement
and to provide for dispersed, local north-south movement for current and future traffic. Access to
Dulles is provided by the completion of upgrades to Route 28 from I-66 north, improvements to
the I-66 corridor, and upgrades to the Route 234/Route 28 connection and Route 28 on the east
side of the Cities of Manassas and Manassas Park. The composite set of connections is designed
to improve traffic movement throughout the area, benefitting more travelers and trip types than
would the single large north-south highway proposal.
Note: We assume closure of Routes 29 and Route 234 within the boundaries of Manassas
National Battlefield Park.
East-West:
Co-location of Route 29 onto Interstate 66

Focus on I-66 corridor upgrades including extension of VRE to Gainesville and
Haymarket, Metrorail to Centreville, and express bus/HOV-3 between Fauquier and
Arlington
Complete the Gainesville Interchange in order to allow traffic to flow more smoothly to
and from I-66
Upgrade the existing east-west road at the southern boundary of the Battlefield between
the Park Headquarters and Groveton Road if necessary for local movement
For the Route 50 corridor -- install dedicated bus lane and complete proposed parallel
roads (maintain the undivided two lane rural arterial west of the proposed Lenah Loop
Road)
Use the Route 50 northern parallel connector as a truck connector from Route 28 to
Route 606, providing access to future Dulles Airport facilities
Utilize the east-west local connector known as Cedar Ridge Boulevard to connect to an
upgraded Bull Run Post Office Road
North-South:
Finish the Route 28 interchanges between I-66 and Route 7 and improve the connection
from I-66 east to Route 28 north to improve access from the I-66 corridor to the
major job concentrations east of Dulles Airport
Provide a bus rapid transit or light rail connection from the Cities of Manassas and
Manassas Park up to the Dulles Corridor along Route 28
Recognize the existing upgrade of Route 15 in Prince William and install roundabouts at
Route 15 and Route 234 (Sudley Road)
Utilize roundabouts to ease the flow of N-S traffic in the Gum Springs/Pageland Road NS corridors, with roundabouts located at Route 659 (Gum Springs Road) and Route 234
(Sudley Road); at Sudley Road and Pageland Lane; and at Pageland Lane and Route 29.
Do targeted upgrades for safety and install roundabouts where necessary for Catharpin
Road, Bull Run Post Office Road and Pleasant Valley Road. Roundabout locations
include Catharpin and Sudley Rd; Bull Run Post Office Road and Route 29; Bull Run
Post Office Road and Braddock Road; Pleasant Valley Road and Braddock Road.
In Loudoun, between Braddock Road and Route 50, implement N-S connections for local
traffic; and between Route 50 and Route 7, complete upgrade of Route 606 and Route
659 to four-lane divided roadways
Improving Area Traffic Flow South of I-66
Evaluate additional road connection improvements south of I-66 including Wellington

Road, Balls Ford Road, Sudley Manor Drive and Godwin Drive (Godwin would also
meet north-south movement needs and was part of one of the TCP alternatives -- use Mr.
Robert Moler's connection recommendation for connecting to Route 28 and I-66)
Install Route 234 to Route 28 interconnection improvements and Route 28 upgrades on
the east side of the Cities of Manassas and Manassas Park up to I-66
Growth Projections, Land Use and other Factors:
Recognize and address the significantly greater east-west travel demand as compared to
north-south movement in the area west of Route 28 in the I-66 and Route 50 corridors
Incorporate the more likely scenario that the vast majority of job attractors will remain
east of Route 28
Assume that the Rural Crescent north of I-66 and in the Loudoun Transition Policy Area
south of Braddock and west of Route 659 are maintained at their current lower densities
and that land conservation measures are utilized to preserve significant tracts of land in
each area, ensuring that these areas do not add more traffic.
In developing an alternative growth projection, discard the Round 8.0 regional forecasts.
o The regional forecasts allocate growth to each jurisdiction based on underlying
comprehensive plans and zoning and also tend to be based on past trends, and not
on the significant shifts the region and the nation are seeing in demographics, the
real estate market, and energy prices.
o Federal government downsizing, the aging population, the preference of
"millenials" for urban living, the shift from ownership to rental, increase in
transit-oriented centers in the region, and higher energy prices should all be
factored in, and are likely to show slower growth rates and a smaller increment of
growth than the Round 8.0 regional forecasts for Loudoun and Prince William.
Base projections on a true no-build scenario for the MBB and Tri-County/Bi-County/234
Bypass Extended/N-S Corridor.
o Do not base the growth and traffic projections on the assumption that the TriCounty/Bi-County Parkway and Manassas Battlefield Bypass are in place.
o Recognize that by not including the proposed highway, which would attract new
long-distance vehicle trips including more truck travel to Dulles Airport, new
travel demand in the area would be less under the composite scenario than with
the proposed new highway.
Recognize that local residents north of the Battlefield will have access to alternate
shopping outlets, not requiring driving south through the Battlefield to Manassas. Those
future locations include Loudouns Route 50 Corridor, Gainesville, and Haymarket
Target local road and safety improvements to cost-effectively reduce incidents in the high
accident sections;
Include Transportation Systems Management (TSM)

ATTACHMENT B
COST ESTIMATE DETAILS
PLANNING-LEVEL COST ESIMATES

Source: TRANSPORTATION & MOBILITY PLANNING DIVISION
STATEWIDE PLANNING LEVEL COST ESTIMATES
Costs Reflected as of January 2009
Factored to Year 2013 based on 1% growth per year
For the NOVA Region, Low
Costs include 25% for PE and Construction Contingencies. The following typical section estimates do not include
bridge, right-of-way (ROW) or other improvement costs.
CATEGORY
Urban
Typical
Sections
Rural
Typical
Sections
Right/Left
Turn Lanes
on Four-Lane
Road
Right/Left
Turn Lanes
on Two-Lane
Road
Bridge Cost
Other
Improvement
Costs
ROW &
Utility
Costs
Unit Costs
from Other
Sources:
I-66 Tier 1 EIS
REF CODE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
DESCRIPTION
Bike Lanes
4' pavement both sides
2 lanes
U2
26'-30' pavement
3 lanes
U3
36'-40' pavement
4 lanes
U4
40'-48' pavement
4 lanes divided
U4D 48' pavement w/16' raised median
4 lanes divided
6 lanes divided
6 lanes divided
8 lanes divided
8 lanes divided
U8D 96' pavement w/ 28' raised median
Bike Lanes
4' pavement both sides
1 lane
12' pavement
2 lanes
R2
18' pavement
2 lanes
R2
20' pavement
2 lanes
R2
22' pavement
2 lanes
R2
24' pavement
3 lanes
R3
36' pavement
4 lanes divided
R4D 48'pavement
4 lanes divided
R4D 48' pavement
4 lanes divided
R4D 48' pavement
4 lanes divided
R4D 48' pavement w/16' raised median
4 lanes divided
R4D 48' pavement w/28' raised median
6 lanes divided
R6D 72' pavement widen 4-6 lanes
6 lanes divided
R6D 72' pavement w/depress median
8 lanes divided
8 lanes divided
Right turn lane
100' parallel and 100' taper
Left turn lane
200' parallel and 200' taper
Crossover
Provide new crossover with two right and two left turn lanes
One left turn lane
500' parallel and two 700' taper
Two left turn lanes
900' parallel and two 700' taper
Right and left turn lane
Two right and two left turn lanes
Over 25' to 200' in length
Over 200' in length
Estimate parking, restripe (both sides)
Provide signal at unsignalized intersection
Improve, replace signal at intersection
Improve phasing as system, signalized intersections
Provide pedestrian signal phase
Provide pedestrian crosswalk
Downtown signage
Close open ditch drainage and provide curb & gutter
Widen radius for truck turning
Install railroad warning lights (no gates)
Provide park & ride facility
Provide 5 ft. sidewalk
Wide Curb Lane (2 additional feet of pavement in each direction)
Paved Shoulder (4 foot wide paved shoulder in both directions)
Provide 10 ft. paved shared use path off road
Sound barrier wall (multiply height x length)
Improve grade separated interchange
Provide new grade separated interchange (Rural) LOW
Provide new grade separated interchange (Rural) HIGH
Provide new grade separated interchange (Urban) LOW
Provide new grade separated interchange (Urban) HIGH
Roundabouts
1 lane
Roundabouts
2 lanes
Rural
Residential/Suburban low density
Outlying business/Suburban high density
Central business district
VRE Extension
Metrorail Extension
Managed Lane (1 each direction)
Managed Lane (2 each direction)
Light Rail
Bus Rapid Transit
Express Bus (O&M only; 50 mile service)
Striping
COSTING
BASIS
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
CPM
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct
CPM
New
CPM
Parallel
CPM
Reconstruct or New
CPM
Reconstruct or New
CPM
Reconstruct
CPM
New
CPM
Reconstruct
CPM
CPM
@
@
@
@
0.36 mi.
@
0.44 mi.
@
@
@
Widen Reconst or New
per sq ft
Widen Reconst or New
per sq ft
CPM
@
@
@
@
@
CPM
CPM
@
@
COST PER PARKING SPACE
CPM
CPM
CPM
CPM
per sq ft
@
@
@
@
@
CPM
CPM
CPM
CPM
CPM
CPM
CPM
CPM
UNIT COST
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
540,000
4,680,000
6,560,000
10,610,000
11,030,000
12,070,000
13,740,000
14,260,000
15,300,000
15,820,000
540,000
490,000
2,390,000
3,120,000
4,160,000
5,100,000
6,350,000
7,280,000
9,260,000
6,040,000
9,570,000
10,090,000
6,970,000
11,030,000
6,970,000
11,860,000
230,000
280,000
210,000
1,040,000
1,140,000
1,460,000
1,460,000
1,770,000
260
260
100,000
420,000
210,000
100,000
50,000
20,000
50,000
3,120,000
100,000
100,000
10,000
310,000
310,000
540,000
940,000
70
31,220,000
36,420,000
67,640,000
41,620,000
78,050,000
1,040,000
2,080,000
30%
55%
75%
125%
24,138,000
208,786,000
45,242,000
77,742,000
96,024,000
18,940,000
1,158,000
264,000

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DRAFT

September 24, 2013 Reevaluation of DEIS for

Figure 1. DEIS Study Area and Candidate Build Alternatives

DRAFT September 24, 2013

CHANGES TO THE REGIONAL FINANCIALLY CONSTRAINED LONG-RANGE

DRAFT September 24, 2013

Figure 2. CTB-Approved Candidate Build Alternative for MNBP Bypass

DRAFT September 24, 2013

DRAFT September 24, 2013

ADDITIONAL STUDIES CONDUCTED AND ACTIONS TAKEN

DRAFT September 24, 2013

Figure 3. Alignment Shift to Avoid Putnam-Patton House Historic Property

DRAFT September 24, 2013

DRAFT September 24, 2013

Additional archaeological studies have been conducted since the DEIS:

Private consultants conducted archaeological evaluations for the landowners of sites

Evaluation of Sites 44PW0579 (VDHR # 076-0271-0062) and 44PW0623 and Dunklin

Supplemental Archaeological Survey and Metal Detecting. These archaeological

DRAFT September 24, 2013

DRAFT September 24, 2013

Figure 5. Boundary Changes to Manassas Battlefield Historic District

DRAFT September 24, 2013

Additional traffic analysis was conducted on a composite of over 40 transportation

DRAFT September 24, 2013

DRAFT September 24, 2013

DRAFT September 24, 2013

DRAFT September 24, 2013

In general, mitigation measures can include traffic management strategies, the

The feasibility and reasonableness of noise barriers as an abatement measure were

DRAFT September 24, 2013

The Commonwealth of Virginia Office of Intermodal Planning and Investment conducted a

A CoSS was defined in VTRANS 2035 as an integrated, multimodal network of

DRAFT September 24, 2013

DRAFT September 24, 2013

Prince William Countys Planning Office currently is conducting a study of appropriate

DRAFT September 24, 2013

CHANGES IN AFFECTED ENVIRONMENT

DRAFT September 24, 2013

DRAFT September 24, 2013

DRAFT September 24, 2013

FHWA issued an updated guidance memorandum on December 6, 2012 titled Interim

DRAFT September 24, 2013

The Washington, DC metropolitan region was designated by the EPA as nonattainment

UPDATE OF PUBLIC INVOLVEMENT, MEETINGS, AND OUTREACH:

Three location public hearings were held:

May 9, 2005 at Stonewall Jackson High School in Prince William County.

May 10, 2005 at Bull Run Elementary School in Fairfax County.

May 11, 2005 at Arcola Elementary School in Loudoun County.

DRAFT September 24, 2013

CHANGES IN ENVIRONMENTAL CONSEQUENCES

DRAFT September 24, 2013

Surface Water Resources12

West Two Current 600foot Corridor (unless

Perennial Streams Affected (linear feet)

Intermittent Streams Affected (linear feet)

Acreage of Wetlands Affected

100-Year Floodplain Encroachment (acres)

DRAFT September 24, 2013

DRAFT September 24, 2013

DRAFT September 24, 2013

Nick Nies, Location Studies

Loretta Markham, former

Mary Ellen N. Hodges

Helen Ross, District