01_102808_I-390_Calibration_Report

I-39015/15A Interchange Improvements

at Routes 15A and 15

Calibration ReportPIN: 4390.17

VISSIM MicroSimulationExisting AM & PM Peak Hour Models

Thomas R. DetrieKenneth J. Meding

October 28, 2008

I-390 VISSIM Microsimulation Calibration Report

October 28, 2008 2

Project Summary

I-390 Interchange Improvements at Route 15A and 15Town of Brighton, Monroe CountyP.I.N. 4390.17Project limits:

I-390 - Interchange with I-590 to the Genesee River BridgeRoute 15 - Doncaster Road to Westfall RoadRoute 15A - Crittenden Road to Rochester City Line

1.0 Purpose of Calibration

The purpose of this microsimulation model is to investigate the effectiveness ofproposed alternatives. Microsimulation models can be reliable tools for alternative evaluationwhen the base model replicates real world conditions. The calibration process ensures a levelof accuracy for base year microsimulation models. Calibration also allows for the comparison offield data, gathered from the existing transportation network, to simulated data gathered fromthe existing condition model. When data from the computer model falls within a set calibrationlimits of the data gathered from the field, that model can be considered calibrated.

2.0 Seeding Interval

A seeding interval is the time period necessary for a microsimulation model to fill anetwork with a representative vehicle volume. The proper length of a seeding interval dependson the size of the model and complexity of the traffic control systems. Data gathered before thisperiod would be invalid for drawing analytical conclusions given an insufficient vehicle volume.To determine the seeding interval for the I-390 Existing Condition Models, 5 simulation runs withdifferent random number seeds were completed. From these runs the total volume within thenetwork was reported every 60 seconds from 0 seconds to 5000 seconds. The results weregraphed (network volume vs. time). Next an average seeding time was determined from thosegraphs. As shown in Figures 2.1 and 2.2 the volume grows quickly in the first few seconds asvehicles enter the model. As time passes, the rate of increase in total network volume declinesas the introduction of vehicles into the model draws closer to its output. The time where thecurve of the graph levels out is indicates how long the model needs to fully seed the network.This point is determined by inspection. The seeding period was determined to be around 400seconds for the I-390 Existing Condition Models.

The PM seeding chart Figure 2.2 indicates that the network is under strain from the peakhour volume, showing an ever increasing network volume. This suggests that the vehicle flowinto the network is at a higher rate than the flow out of the network. This indicates that thecurrent demand exceeds capacity within the project limits during the peak period, which is aknown to be an issue for this system.


October 28, 2008 3

3.0 Simulation Runs

It can be a complex task to determine the number of runs necessary to performcalibration , especially when a model has numerous variable parameters. The Traffic AnalysisToolbox Volume III: Guidelines for Applying Traffic Microsimulation Modeling Software (FHWA-HRT-04-040) by the FHWA recommends that a standard deviation approach be used, wherethe model is run multiple times to determine the standard deviation of parameters of interest.Then, using a desired confidence interval and calculated standard deviations from the initialruns performed, the number of runs necessary to account for the stochastic variation in themodel can be determined.

A desired confidence interval of 99% was selected for the I-390 Existing ConditionModels. Several percent differences from the field measured values were used to assess thenumber of required runs. Plus or minus 5%, 10%, or 15% were tested for an acceptablevariation of the average model values from field observed values. Therefore, with a 99%confidence, the number of required runs was determined to obtain an average value within 5%,10%, or 15% of the field measured values.

A total of 5 simulation runs were initially conducted to determine the necessary samplesize. After the 5 runs were completed, standard deviations were calculated and the 99%confidence interval subzone sample sizes were computed. Figures 3.1 & 3.2 illustrate thecomputes sample sizes.

A plus or minus 10% interval is sufficient for the I-390 Existing Condition Models. For thisinterval, with the 99% confidence, 10 simulation runs are required.

4.0 Calibration Limits

With guidance from the FHWA microsimulation guidelines, the following calibration limitswere determined:

-Intersection Volumes (greater than 85% of the cases):

Volumes below 700 vph need to be within 100 vph Volumes between 700 vph and 2100 vph need to be within 15% Volumes above 2100 vph need to be within 400 vph GEH Statistic is less than 5

-Mainline Volumes:

Link volumes are within 5% of the actual sum of all link volumes Link volumes needs to have a GEH Statistic less than 4


October 28, 2008 4

-Mainline Average Speed:

Average speed within 20% of actual average

-Visually Accurate:

LOS approximately matches EPP Queue lengths, side street speeds, and intersection flows match existing conditions

-The GEH statistic is computed as follows:

=)

(( )/2)

5.0 Driver behaviors

The default Driver Behavior settings within VISSIM worked for most of the base networkhowever some sections required adjustments to match field conditions. These driver behaviorsettings control the interaction between vehicles within the network. Settings such as the standstill distance between vehicles and safety reduction factor were adjusted to visually match theactions of vehicles at various locations within the model to observed field behavior. Theseadjustments also allowed modeled vehicles to accurately reflect observed queuing patterns.

5.1 Highway Lane Change:

Driver behavior 6 was created to allow vehicles making necessary lane changes tomaintain their set routing decisions. In the lane change parameters, the reduction rate for thelane changing vehicles was increased from 1 per 200 ft to 1 per 100 ft. Thischange allowed vehicles to decelerate at a higher rate, which in turn allowed for vehicles tochange lanes more effectively. The reduction rate for the trailing vehicles (the vehicle in thelane that the lane changing vehicle want to change to), was increased from 1 per 200 ft to1 per 100 ft. This changed allowed the trailing vehicle to decelerate more quickly and toallow lane changing vehicles into their selected lane. Also the maximum deceleration rate forthe trailing vehicle was increased from 9.84 to 12.01 , allowing the reduction rate tohave a greater effect on trailing vehicles slowing down to let other vehicles merge.

The safety distance reduction factor was increased from 0.60 to 0.30. This reductionfactor reduces the set safety distance by the reduction factor. The default is 0.60 which reducesthe distance by 40%; the modified factor reduces the distance by 70%, which in turn allowsvehicles to get closer during a lane change. This driver behavior is characteristic of aggressivelane changing. This behavior change was used at locations where large volumes had to makelane changes to maintain their set routing.


October 28, 2008 5

5.2 Highway Extreme Lane Change:

Driver behavior 7 was created to allow vehicles making necessary lane changes tomaintain their set routing decisions. In the lane change parameters, the reduction rate for thelane changing vehicles was increased from 1 per 200 ft to 1 per 100 ft. Thischange allowed vehicles to decelerate at a higher rate, which in turn allowed vehicles to changelanes more effectively. Also the maximum deceleration rate for the lane changing vehicle wasincreased from 13.12 to 15.12 , allowing the reduction rate to have a greater effecton lane changing vehicles.

The reduction rate for trailing vehicles (those vehicle in the lane that the lane changingvehicle wants to change to), was increased from 1 per 200 ft to 1 per 100 ft. Thischange allowed the trailing vehicle to decelerate at a higher rate and therefore more readilyadmit lane changing vehicles into the lane. Also, the maximum deceleration rate and theaccepted deceleration rate for the trailing vehicle were increased from 9.84 to15.85 and 1.64 to 2.49 respectively, allowing the reduction rate to have agreater effect on trailing vehicles and allowing the trailing vehicle to decelerate more quickly,thus making it easier for lane changing vehicles to merge.

The safety distance reduction factor was increased from 0.60 to 0.05. This reductionfactor reduces the original safety distance by the reduction factor. The default is 0.60 whichreduces the distance by 40%; the changed factor reduces the distance by 95%, which in turnallows vehicles to get closer during a lane change.

The maximum deceleration rate for cooperative braking was increased from 9.84 to 13.39 . The maximum deceleration rate for cooperative braking is defined as the as themaximum deceleration a vehicle will tolerate to accommodate a vehicle making a lane change.By increasing this rate, the trailing vehicle will decelerate more quickly and more readily allowlane changing vehicles to merge.

This driver behavior is characteristic of extremely aggressive lane changing. Thisbehavior change was used at locations where large volumes were forced to merge and divergeto maintain their set routing.

5.3 Close Stacking:

Driver behavior 8 was created to make vehicles stack closely together. This behavior ismostly used for off ramps close to signals and to mimic long queue lengths. The averagestandstill distance in the following parameters was decreased from 6.56 ft to 4.27 ft. Thischange would allow vehicles to stack closer together, thus making queue lengths more visuallyrepresentative of existing conditions.

The minimum headway distance for both the front and rear of a vehicle were decreasedto 1.64 ft from 1.21 ft. The minimum headway distance is defined as the minimum distance tothe vehicle in front of the lane changing vehicle that must be available for a lane change to take


October 28, 2008 6

place in the stand still condition. This decrease allows vehicles to change lanes more efficientlywhile in a standing conditions. This behavior change is mostly used at off ramps near signalswere standing conditions occur. Even though the model was designed to minimize the numberof vehicles making lane changes at a signal or in a standing condition, this condition allows thefew vehicles that cannot change lanes prior to the standing condition, to complete their lanechange and maintain routing.

5.4 Urban Lane Change (motorized):

Driver behavior 9 was created to allow vehicles on urban streets to make lane changesmore effectively. This behavior is mostly used around and before signals. The averagestandstill distance was decreased from 6.56 ft to 5.74 ft. This change would allow vehicles tostack more closely together, thus making lane changes and queue lengths more visuallyrepresentative of the existing conditions.

In the lane change parameters the maximum deceleration rate for the trailing vehiclewas increased from 9.84 to 12.01 , allowing the reduction rate to have a greatereffect on trailing vehicles slowing down to let other vehicles merge.

The safety distance reduction factor was increased from 0.60 to 0.30. This reductionfactor reduces the original safety distance by the reduction factor. The default is 0.60 whichreduces the distance by 40%; the changed factor reduces the distance by 70%, which in turnallows vehicles to get closer during a lane change. This driver behavior is characteristic ofaggressive lane changing. This behavior change was used at locations where large volumeshad to make lane changes to maintain their set routing.

5.5 Highway Weave:

Driver behavior 10 was created to allow vehicles to weave more effectively in the majorweave areas. This behavior is extremely important because it allows the network to replicateexisting conditions both in capacity and visually. The CC2 Following Variation was increasedfrom 13.12 ft to 29.99 ft. This parameter restricts the longitudinal oscillation, or how much moredistance than the desired safety distance a driver allows before it intentionally moves closer tothe car in front. This change allows for the creation of gaps in the normal flow of traffic inweaving areas, thus allowing more vehicles to merge.

The maximum deceleration rate for the trailing vehicle was increased from 9.84 to12.99 , allowing the reduction rate to have a greater effect on trailing vehicles slowingdown to let other vehicles merge.

The safety distance reduction factor was increased from 0.60 to 0.10. This reductionfactor reduces the original safety distance by the reduction factor. The default is 0.60 whichreduces the distance by 40%; the changed factor reduces the distance by 90%, which in turnallows vehicles to get closer during a lane change. This driver behavior is characteristic ofaggressive lane changing, which is experienced in weave sections. The changes made to thedefault parameters promote lane changing within the weave area.


October 28, 2008 7

5.6 Merge:

Driver behavior 11 was created to allow vehicles on merge sections to make lanechanges more effectively. The average standstill distance was decreased from 6.56 ft to 2.99 ft.This change would allow vehicles to stack more closely together thus making lane changes andqueue lengths more visually representative of existing conditions.

The reduction rate for lane changing vehicles was increased from 1 per 200 ft to1 per 100 ft. This change allowed vehicles to decelerate at a higher rate, which in turnallowed for vehicles to change lanes more effectively. Also the maximum deceleration rate andthe accepted deceleration rate for the lane changing vehicle were increased from 13.12 to14.99 and 3.28 to 6.00 respectively, allowing the reduction rate to have agreater effect on lane changing vehicles and allowing the vehicle to decelerate.

The reduction rate for the trailing vehicles (those vehicles in the lane that the lanechanging vehicle wants to enter), was increased from 1 per 200 ft to 1 per 100 ft.This change allowed the trailing vehicle to decelerate more quickly and to allow lane changingvehicles into its lane. Also, the maximum deceleration rate and the accepted deceleration ratefor the trailing vehicle were increased from 9.84 to 14.99 and 1.64 to6.00 respectively, allowing the reduction rate to have a greater effect on trailing vehiclesand allowing a trailing vehicle to decelerate more quickly to allow lane changing vehicles tocomplete their maneuver.

The safety distance reduction factor was increased from 0.60 to 0.05. This reductionfactor decreases the original safety distance. The default is 0.60 which reduces the distance by40%; the changed factor reduces the distance by 95%, which in turn allows vehicles to getcloser during a lane change.

The maximum deceleration rate for cooperative braking was increased from 9.84 to 20.01 The maximum deceleration rate for cooperative braking is defined as the as themaximum deceleration a vehicle will tolerate in case of cooperative braking, thus allowing avehicle making a lane change into its own lane. By increasing this rate, the trailing vehicle candecelerate more quickly and allow lane changing vehicles to complete their movement.

This driver behavior is characteristic of extremely aggressive lane changing. Thisbehavior change was used at locations where large volumes merge together to maintain theirset routing.

6.0 Volume Calibration

Tables 6-1 and 6-2 summarize the mainline volumes and their calibration results. Table6-3 and 6-4 are summaries of the intersection volumes and their calibration results. Thesecalibration tables include a simple test to indicate which volumes pass or fail their calibration


October 28, 2008 8

limits. A PASS designation at the end of the row indicates that the volume has met thecalibration requirements. A FAIL designation indicates that the volume has not met thecalibration requirements. In conclusion, the volume data from the microsimulation model lieswithin the calibration requirements, which would indicate that the model is calibrated to theexisting conditions.

7.0 Mainline Speed Calibration

Speed calibration for the Existing Condition Models was done only for mainline I-390where free flow speed data was collected. Table 7-1 and 7-2 are summaries of the mainlinespeeds and their calibration results. These calibration tables include a simple test to indicatewhich speeds pass or fail their calibration limits. A PASS designation at the end of the rowindicates that the speed has met the calibration requirements. A FAIL designation indicates thatthe speed has not met the calibration requirements. In conclusion, the mainline speed datafrom the microsimulation model are within the calibration requirements, which would indicatethat the model is calibrated to the existing conditions.

8.0 Visual Calibration

A critical step in the calibration process involves visual observation. The network ischecked visually to ensure that it functions similarly to observed field conditions. Photos,videos, and field counts were taken during the peak hour to determine queue lengths, volumesfor turns during green phases, and lane changing behaviors.

Visual items and their respective areas are listed below:

-Queue lengths at intersections

NB I-390 Off ramp to Route 15A NB and SB Route 15 at I-390

NB and SB Route 15A at I-390EB East River Road at Route 15EB Access Road at Route 15A

-Volume of vehicles passing through signals during the green phase

NB I-390 Off ramp to Route 15A (all movements)NB and SB Route 15 at I-390 (all movements)NB and SB Route 15A at I-390 (all movements)

-Lane usage

NB and SB Route 15 at I-390NB and SB Route 15A at I-390


October 28, 2008 9

EB East River road at Route 15EB Access Road at Route 15ANB I-390 Off ramp to Route 15A

At completion of the visual calibration process, the network was considered to functionas observed in the field during peak hour periods.

9.0 Conclusion

A calibration process was completed for the I-390 VISSIM Existing Condition models.The calibrated network will be used as a foundation for the development of all future no-buildand build condition models.


October 28, 2008 10

Appendix


October 28, 2008 11

Figure 2-1 AM Seeding Period

Figure 2-2 PM Seeding Period

200

300

400

500

600

700

800

900

0 1000 2000 3000 4000 5000

Vol

ume

(veh

)

Time (sec)

AM Seeding Period

Seed 8

Seed 42

Seed 84

Seed 111

Seed 407

Average

200

300

400

500

600

700

800

900

1000

1100

1200

0 1000 2000 3000 4000 5000

Vol

ume

(veh

)

Time (sec)

PM Seeding Period

Seed 8

Seed 42

Seed 84

Seed 111

Seed 407

Average


October 28, 2008 12

Figure 3-1 AM Sample Size Calculations

Table 2-1: AM Sample Size

Stan

dard

Dev

iatio

n 15% 10% 5%

B n n*AvgVolume B n n*Avg

Volume B n n*AvgVolume

Minimum 0.00 Minimum 0.02 Minimum 0.09Maximum 124.76 Maximum 280.71 Maximum 1122.83Average #

Runs 1.83 0.08Average #

Runs 4.12 0.17Average #

Runs 16.50 0.69

Figure 3-2 PM Sample Size Calculations

Table 2-2: PM Sample Size

Stan

dard

Dev

iatio

n 15% 10% 5%

B n n*AvgVolume B n n*Avg

Volume B n n*AvgVolume

Minimum 0.00 Minimum 0.02 Minimum 0.08Maximum 58.71 Maximum 132.10 Maximum 528.39

Average #Runs 1.70 0.08




October 28, 2008 13

Figure 6-1 AM Mainline Volume Calibration Data

Table 5-1: AM Mainline Volumes

Section Movement Name ActualVolume(veh/hr)

AverageVolume(veh/hr)

AverageVolume

Difference(veh/hr)

Average% VolumeDifference

(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

50 Total In Total Model Input 16394 16420 26 0.16% 0.21 PASS PASS

Total Out Total Model Output 16394 16378 -16 0.10% 0.12 PASS PASS

96

NB Enter SB Rt. 590 to NB Rt. 390 2222 2227 5 0.24% 0.11 PASS PASS

NB Enter NB Rt. 390 to NB Rt. 390 2084 2076 -8 0.37% 0.17 PASS PASS

SB Exit SB Rt. 390 to SB Rt. 390 1616 1607 -9 0.55% 0.22 PASS PASS

SB Exit SB Rt. 390 to NB Rt. 590 2042 2039 -3 0.14% 0.06 PASS PASS

97

Mainline NB Rt. 390 at Rt. 15A 2365 2353 -12 0.52% 0.25 PASS PASS

Mainline SB Rt. 390 at Rt. 15A 3106 3092 -14 0.44% 0.25 PASS PASS

Sidestreet NB Rt. 15A, North of Mainline 1857 1876 19 1.04% 0.45 PASS PASS

Sidestreet NB Rt. 15A, South of Mainline 993 1004 11 1.12% 0.35 PASS PASS

Sidestreet SB Rt. 15A, North of Mainline 963 972 9 0.98% 0.30 PASS PASS

Sidestreet SB Rt. 15A, South of Mainline 2122 2137 15 0.73% 0.33 PASS PASS

98

Mainline NB Rt. 390 at Rt. 15 2647 2623 -24 0.91% 0.47 PASS PASS

Mainline SB Rt. 390 at Rt. 15 4368 4370 2 0.05% 0.03 PASS PASS

Sidestreet NB Rt. 15, North of Mainline 1164 1151 -13 1.13% 0.39 PASS PASS

Sidestreet NB Rt. 15, South of Mainline 1075 1071 -4 0.36% 0.12 PASS PASS

Sidestreet SB Rt. 15, North of Mainline 830 831 1 0.06% 0.02 PASS PASS

Sidestreet SB Rt. 15, South of Mainline 1444 1436 -8 0.55% 0.21 PASS PASS

99SB Enter SB Rt. 390 5682 5703 21 0.37% 0.28 PASS PASS

NB Exit NB Rt. 390 3083 3109 26 0.84% 0.46 PASS PASS

Total 72451 72477 26 0.04% 0.10 PASS PASS


October 28, 2008 14

Figure 6-2 PM Mainline Volume Calibration Data

Table 5-2: PM Mainline Volumes



AverageVolume

Difference(veh/hr)


(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

50 Total In Total Model Input 17523 17539 16 0.09% 0.12 PASS PASS

Total Out Total Model Output 17523 17352 -171 0.98% 1.30 PASS PASS

96

NB Enter SB Rt. 590 to NB Rt. 390 1618 1618 -1 0.03% 0.01 PASS PASS

NB Enter NB Rt. 390 to NB Rt. 390 1923 1910 -13 0.69% 0.30 PASS PASS

SB Exit SB Rt. 390 to SB Rt. 390 2177 2164 -13 0.61% 0.28 PASS PASS

SB Exit SB Rt. 390 to NB Rt. 590 2874 2856 -18 0.64% 0.34 PASS PASS

97

Mainline NB Rt. 390 at Rt. 15A 2857 2844 -13 0.44% 0.24 PASS PASS

Mainline SB Rt. 390 at Rt. 15A 3127 3139 12 0.38% 0.21 PASS PASS

Sidestreet NB Rt. 15A, North of Mainline 1062 1062 0 0.03% 0.01 PASS PASS

Sidestreet NB Rt. 15A, South of Mainline 1837 1772 -65 3.53% 1.53 PASS PASS

Sidestreet SB Rt. 15A, North of Mainline 1514 1524 10 0.64% 0.25 PASS PASS

Sidestreet SB Rt. 15A, South of Mainline 1481 1486 5 0.32% 0.12 PASS PASS

98

Mainline NB Rt. 390 at Rt. 15 3705 3651 -55 1.47% 0.90 PASS PASS

Mainline SB Rt. 390 at Rt. 15 3628 3644 16 0.45% 0.27 PASS PASS

Sidestreet NB Rt. 15, North of Mainline 904 880 -24 2.65% 0.80 PASS PASS

Sidestreet NB Rt. 15, South of Mainline 1677 1593 -84 5.00% 2.07 PASS PASS

Sidestreet SB Rt. 15, North of Mainline 1669 1680 11 0.67% 0.27 PASS PASS

Sidestreet SB Rt. 15, South of Mainline 1505 1493 -12 0.80% 0.31 PASS PASS

99SB Enter SB Rt. 390 4216 4234 18 0.42% 0.27 PASS PASS

NB Exit NB Rt. 390 4866 4779 -87 1.79% 1.26 PASS PASS

Total 77686 77218 -468 0.60% 1.68 PASS PASS


October 28, 2008 15

Figure 6-3 AM Intersection Volume Calibration Data

Table 5-3: AM Intersection Volumes



AverageVolume

Difference(veh/hr)


(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

1

IN SB Kendrick Road 166 160 -6 3.61% 0.47 PASS PASS

IN WB East River Road 771 727 -45 5.77% 1.63 PASS PASS

IN EB East River Road 303 301 -2 0.56% 0.10 PASS PASS

OUT NB Kendrick Road 778 748 -30 3.86% 1.09 PASS PASS

OUT EB East River Road 240 236 -4 1.58% 0.25 PASS PASS

OUT WB East River Road 222 201 -21 9.32% 1.42 PASS PASS

2

IN SB Kendrick Road 232 231 -1 0.56% 0.09 PASS PASS

IN WB Westmoreland Drive 137 136 -1 0.73% 0.09 PASS PASS

IN NB Kendrick Road 778 750 -28 3.59% 1.01 PASS PASS


OUT EB Westmoreland Drive 113 114 1 0.88% 0.09 PASS PASS

OUT SB Kendrick Road 166 160 -7 3.92% 0.51 PASS PASS

3

IN SB I-390 SB Off Ramp 1314 1330 16 1.19% 0.43 PASS PASS



OUT EB East River Road 1222 1234 12 1.00% 0.35 PASS PASS


4

IN SB Mt. Hope Avenue (15) 716 707 -9 1.31% 0.35 PASS PASS

IN WB Westfall Road 446 449 3 0.65% 0.14 PASS PASS

IN NB Mt. Hope Avenue (15) 1164 1152 -13 1.07% 0.37 PASS PASS

IN EB Westmoreland Drive 174 179 5 2.93% 0.38 PASS PASS

OUT NB Mt. Hope Avenue (15) 774 761 -13 1.67% 0.47 PASS PASS

OUT EB Westfall Road 602 600 -2 0.27% 0.07 PASS PASS

OUT SB Mt. Hope Avenue (15) 830 830 0 0.02% 0.01 PASS PASS

OUT WB Westmoreland Drive 294 296 2 0.71% 0.12 PASS PASS

5

IN SB Mt. Hope Avenue (15) 830 834 4 0.48% 0.14 PASS PASS

IN NB West Henrietta Road (15) 1471 1507 36 2.47% 0.94 PASS PASS


OUT SB West Henrietta Road (15) 701 701 0 0.06% 0.02 PASS PASS

OUT WB I-390 NB On Ramp 436 489 53 12.22% 2.48 PASS PASS

6

IN SB West Henrietta Road (15) 701 702 1 0.19% 0.05 PASS PASS


IN NB West Henrietta Road (15) 1075 1070 -6 0.51% 0.17 PASS PASS

IN EB East River Road 1222 1229 7 0.58% 0.20 PASS PASS

OUT NB West Henrietta Road (15) 1471 1507 36 2.44% 0.93 PASS PASS


OUT SB West Henrietta Road (15) 1444 1437 -7 0.49% 0.19 PASS PASS



October 28, 2008 16

Table 5-3 continued



AverageVolume

Difference(veh/hr)


(veh/hr)GEH GEH Pass

/ Fail

VolumePass /

Fail

7

IN SB West Henrietta Road (15) 1444 1437 -7 0.49% 0.19 PASS PASS

IN WB Southland Drive 22 21 -1 6.36% 0.30 PASS PASS


IN EB Southland Drive 43 39 -4 10.00% 0.67 PASS PASS

OUT NB West Henrietta Road (15) 1075 1071 -4 0.36% 0.12 PASS PASS

OUT EB Southland Drive 74 73 -1 1.62% 0.14 PASS PASS


OUT WB Southland Drive 5 6 1 20.00% 0.43 PASS PASS

8


IN WB Sunnyside Dr 5 5 0 0.00% 0.00 PASS PASS


IN EB Doncaster Road 12 10 -2 13.33% 0.48 PASS PASS


OUT EB Sunnyside Dr 4 4 0 5.00% 0.10 PASS PASS


OUT WB Doncaster Road 15 17 2 12.00% 0.45 PASS PASS

9

INSB East Henrietta Road

(15A) 963 974 11 1.13% 0.35 PASS PASS

IN WB I-390 NB Off Ramp 1951 1936 -15 0.79% 0.35 PASS PASS

INNB East Henrietta Road

(15A) 1210 1235 25 2.03% 0.70 PASS PASS

OUTNB East Henrietta Road

(15A) 1857 1877 20 1.06% 0.45 PASS PASS

OUTSB East Henrietta Road

(15A) 1444 1456 12 0.80% 0.30 PASS PASS

OUT WB I-390 NB On Ramp 823 810 -13 1.63% 0.47 PASS PASS

10


(15A) 1444 1455 11 0.78% 0.29 PASS PASS


(15A) 993 1003 10 1.01% 0.32 PASS PASS



(15A) 1210 1235 25 2.03% 0.70 PASS PASS

OUT EB I-390 SB On Ramp 552 552 0 0.04% 0.01 PASS PASS


(15A) 2122 2132 10 0.45% 0.21 PASS PASS

11


(15A) 2122 2132 10 0.45% 0.21 PASS PASS

IN WB Crittenden Road 12 13 1 7.50% 0.26 PASS PASS


(15A) 791 798 7 0.92% 0.26 PASS PASS

IN EB Crittenden Road 322 324 2 0.68% 0.12 PASS PASS


(15A) 993 1005 12 1.20% 0.38 PASS PASS

OUT EB Crittenden Road 25 29 4 17.60% 0.84 PASS PASS


(15A) 1469 1479 10 0.66% 0.25 PASS PASS

OUT WB Crittenden Road 760 753 -7 0.97% 0.27 PASS PASS


October 28, 2008 17

Table 5-3 continued



AverageVolume

Difference(veh/hr)


(veh/hr)

GEH GEH Pass/ Fail

VolumePass /

Fail

12


(15A) 967 976 9 0.88% 0.27 PASS PASS

IN WB South Drive (City Gate) 1 1 0 20.00% 0.21 PASS PASS


(15A) 1857 1878 21 1.11% 0.48 PASS PASS


(15A) 1808 1825 17 0.95% 0.40 PASS PASS

OUT EB South Drive (City Gate) 54 56 2 4.44% 0.32 PASS PASS


(15A) 963 971 8 0.79% 0.24 PASS PASS

13


(15A) 1034 1044 10 0.95% 0.30 PASS PASS

IN WB Stan Yale Drive 30 30 0 1.33% 0.07 PASS PASS


(15A) 1808 1826 18 0.97% 0.41 PASS PASS

IN EB MCH Driveway 36 34 -2 6.11% 0.37 PASS PASS


(15A) 1631 1641 10 0.61% 0.25 PASS PASS

OUT EB Stan Yale Drive 69 74 5 7.25% 0.59 PASS PASS


(15A) 967 976 9 0.95% 0.30 PASS PASS

OUT WB MCH Driveway 241 239 -2 0.95% 0.15 PASS PASS

14


(15A) 1027 1048 21 2.07% 0.66 PASS PASS

IN WB Westfall Road 617 614 -3 0.47% 0.12 PASS PASS


(15A) 1631 1637 6 0.37% 0.15 PASS PASS

IN EB Westfall Road 424 428 4 0.83% 0.17 PASS PASS


(15A) 1244 1238 -6 0.51% 0.18 PASS PASS

OUT EB Westfall Road 860 880 20 2.33% 0.68 PASS PASS


(15A) 1034 1045 11 1.03% 0.33 PASS PASS

OUT WB Westfall Road 561 563 2 0.37% 0.09 PASS PASS

76868 76964 96 0.12% 0.35 PASS PASS

85% Pass PASS PASS


October 28, 2008 18

Figure 6-4 PM Intersection Volume Calibration Data

Table 5-4: PM Intersection Volumes



AverageVolume

Difference(veh/hr)


(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

1

IN SB Kendrick Road 681 683 2 0.28% 0.07 PASS PASS




OUT EB East River Road 686 678 -8 1.15% 0.30 PASS PASS


2

IN SB Kendrick Road 818 822 4 0.49% 0.14 PASS PASS

IN WB Westmoreland Drive 95 97 2 1.89% 0.18 PASS PASS

IN NB Kendrick Road 232 228 -4 1.90% 0.29 PASS PASS


OUT EB Westmoreland Drive 171 171 -1 0.29% 0.04 PASS PASS

OUT SB Kendrick Road 681 684 3 0.44% 0.11 PASS PASS

3

IN SB I-390 SB Off Ramp 588 590 2 0.41% 0.10 PASS PASS





4



IN NB Mt. Hope Avenue (15) 904 880 -24 2.63% 0.80 PASS PASS

IN EB Westmoreland Drive 362 363 1 0.30% 0.06 PASS PASS



OUT SB Mt. Hope Avenue (15) 1669 1680 11 0.66% 0.27 PASS PASS

OUT WB Westmoreland Drive 178 177 -1 0.79% 0.11 PASS PASS

5




OUT SB West Henrietta Road (15) 1114 1123 9 0.81% 0.27 PASS PASS


6

IN SB West Henrietta Road (15) 1114 1121 7 0.66% 0.22 PASS PASS









October 28, 2008 19

Table 5-4 continued



AverageVolume

Difference(veh/hr)


(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

7


IN WB Southland Drive 118 119 1 0.76% 0.08 PASS PASS


IN EB Southland Drive 20 18 -2 8.00% 0.37 PASS PASS


OUT EB Southland Drive 24 23 -1 3.33% 0.16 PASS PASS


OUT WB Southland Drive 18 18 0 1.11% 0.05 PASS PASS

8


IN WB Sunnyside Dr 3 4 1 16.67% 0.28 PASS PASS


IN EB Doncaster Road 5 4 -1 18.00% 0.42 PASS PASS


OUT EB Sunnyside Dr 8 8 0 3.75% 0.11 PASS PASS


OUT WB Doncaster Road 32 34 2 6.88% 0.38 PASS PASS

9


(15A) 1514 1520 6 0.40% 0.16 PASS PASS

IN WB I-390 NB Off Ramp 684 677 -7 0.96% 0.25 PASS PASS


(15A) 1280 1227 -53 4.13% 1.49 PASS PASS


(15A) 1062 1061 -1 0.07% 0.02 PASS PASS


(15A) 1364 1362 -2 0.15% 0.05 PASS PASS


10


(15A) 1364 1361 -3 0.20% 0.07 PASS PASS


(15A) 1837 1769 -68 3.72% 1.61 PASS PASS



(15A) 1280 1227 -53 4.13% 1.49 PASS PASS

OUT EB I-390 SB On Ramp 1924 1896 -28 1.46% 0.64 PASS PASS


(15A) 1481 1484 3 0.20% 0.08 PASS PASS

11


(15A) 1481 1483 2 0.15% 0.06 PASS PASS

IN WB Crittenden Road 23 22 -1 6.09% 0.30 PASS PASS


(15A) 1144 1087 -57 4.98% 1.71 PASS PASS

IN EB Crittenden Road 805 799 -6 0.70% 0.20 PASS PASS


(15A) 1837 1773 -64 3.48% 1.51 PASS PASS

OUT EB Crittenden Road 13 13 0 3.08% 0.11 PASS PASS


(15A) 1266 1255 -11 0.89% 0.32 PASS PASS

OUT WB Crittenden Road 337 339 2 0.50% 0.09 PASS PASS


October 28, 2008 20

Table 5-4 continued



AverageVolume

Difference(veh/hr)


(veh/hr)

GEHGEH

Pass /Fail

VolumePass /

Fail

12


(15A) 1514 1525 11 0.74% 0.29 PASS PASS

IN WB South Drive (City Gate) 1 1 0 20.00% 0.21 PASS PASS


(15A) 1062 1066 4 0.34% 0.11 PASS PASS


(15A) 1052 1055 3 0.32% 0.10 PASS PASS

OUT EB South Drive (City Gate) 11 12 1 6.36% 0.21 PASS PASS


(15A) 1514 1525 11 0.75% 0.29 PASS PASS

13


(15A) 1433 1446 13 0.89% 0.33 PASS PASS

IN WB Stan Yale Drive 93 91 -2 2.37% 0.23 PASS PASS


(15A) 1052 1056 4 0.36% 0.12 PASS PASS

IN EB MCH Driveway 116 116 0 0.26% 0.03 PASS PASS


(15A) 1073 1075 2 0.18% 0.06 PASS PASS

OUT EB Stan Yale Drive 52 50 -2 3.08% 0.22 PASS PASS


(15A) 1514 1526 12 0.79% 0.31 PASS PASS

OUT WB MCH Driveway 55 57 2 3.27% 0.24 PASS PASS

14


(15A) 1236 1261 25 2.01% 0.70 PASS PASS



(15A) 1073 1072 -1 0.07% 0.02 PASS PASS

IN EB Westfall Road 541 545 4 0.70% 0.16 PASS PASS


(15A) 1051 1041 -10 0.92% 0.30 PASS PASS



(15A) 1433 1445 12 0.86% 0.32 PASS PASS

OUT WB Westfall Road 463 469 6 1.25% 0.27 PASS PASS

82132 81151 -981 1.19% 3.43 PASS PASS

85% Pass PASS PASS


October 28, 2008 21

Figure 7-1 AM Mainline Speed Calibration Data

Table 6-1: AM Mainline Speeds

Section Movement Name Speed(mph)

AverageSpeed(mph)

SpeedDifference

(mph)% Speed

DifferenceSpeedPass /

Fail

96 NB Enter NB Rt. 390 to NB Rt. 390 61.2 56.00 -5.20 8.50% PASS

SB Exit SB Rt. 390 to SB Rt. 390 58.5 56.57 -1.93 3.30% PASS

97Mainline NB Rt. 390 at Rt. 15A 63.5 61.36 -2.14 3.37% PASS

Mainline SB Rt. 390 at Rt. 15A 63.3 59.83 -3.47 5.48% PASS

98Mainline NB Rt. 390 at Rt. 15 63.6 60.68 -2.92 4.59% PASS

Mainline SB Rt. 390 at Rt. 15 61.9 56.90 -5.00 8.08% PASS

Figure 7-2 PM Mainline Speed Calibration Data

Table 6-2: PM Mainline Speeds

Section Movement Name Speed(mph)

AverageSpeed(mph)

SpeedDifference

(mph)% Speed

DifferenceSpeedPass /

Fail

96 NB Enter NB Rt. 390 to NB Rt. 390 63.7 54.47 -9.23 14.49% PASS

SB Exit SB Rt. 390 to SB Rt. 390 57.9 55.64 -2.26 3.90% PASS

97Mainline NB Rt. 390 at Rt. 15A 62.7 60.43 -2.27 3.62% PASS

Mainline SB Rt. 390 at Rt. 15A 62.3 59.52 -2.78 4.46% PASS

98Mainline NB Rt. 390 at Rt. 15 62.9 59.69 -3.21 5.10% PASS

Mainline SB Rt. 390 at Rt. 15 62.2 58.72 -3.48 5.59% PASS

01_102808_I-390_Calibration_Report

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